EOBD

EUROPEAN ON-BoARD DIAGNOSTICS
Workbook
02-14-LR-W Ver 1
Published by the Technical Academy
Rover Group Limited 1999
All rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted in any form, electronic, mechanical,
recording or other means without prior written permission from Rover Group.
Preface
This document has been issued to support the Technical Academy training programme.
Every effort has been taken to ensure the information contained in this document is accurate and
correct. However, technical changes may have occurred following the date of publication. This
document will not necessarily have been updated as a matter of course. Therefore, details of any
subsequent change may not be included in this copy.
The primary function of this document is to support the Technical Academy training programme.
It should not be used in place of the workshop manual. All applicable technical specifications,
adjustments procedures and repair information can be found in the relevant document published
by Rover Group Technical Communication.
Produced by:
Rover Group Limited
Technical Academy
Gaydon Test Centre
Banbury Road
Lighthorne
Warwick
CV350RG
European On Board Diagnostics (E-OBD)
EUROPEAN ON BOARD DIAGNOSTICS (E-OBD)................................. 1
Introduction 1
aBD History 2
Legislation 5
Emissions 18
Engine Management Systems.................................................................................... 23
Exhaust Emission Control System Components..................................................... 27
Exhaust Emission System Diagnostics 33
Diagnostic Trouble Codes (DTCs) 36
Service Drive Cycles 36
DIAGNOSTIC TROUBLE CODES (DTC'S) I P-CODES 40
Diagnostic Trouble Codes (DTCs) I P-Codes 40
LIST OF ABBREVIATIONS 54
List of Abbreviations and Acronyms......................................................................... 54
SECONDARY AIR INJECTION (SAl) 56
Secondary Air Injection 56
EVAPORATIVE (EVAP) EMISSIONS SYSTEMS 66
Evaporative Emissions Systems 66
III
Introduction
Introduction
An on-board diagnostics system is an integral part of the engine control module ECM, it is used
to monitor the integrity and effectiveness of the emission system components.
In order to comply with the latest European legislation relating to vehicle emissions for passenger
cars and light-duty trucks, vehicles with petrol engines must be equipped with an on-board
diagnostics system from 2000MY. On-board diagnostics for diesel engines is not a statutory
requirement until 2003 and so engine management systems and OBD for vehicles with diesel
engines will not be covered in depth in this document, although some mention will be made of the
type of emissions pertinent to diesel engines.
The fundamental requirement for an OBD system is that in the event that an emissions related
component malfunctions, the fault is stored in the ECM's memory. A malfunction indicator light
(MIL) is included in the vehicle's instrument pack which is used to indicate a warning to the driver
that a failure has occurred. The fault code stored in memory can be retrieved using diagnostic
equipment such as "Testbook" to determine the nature and status of the fault condition.
The objectives of an on-board diagnostics system is to provide a means for the following:
Fault detection of components relevant to exhaust emissions (performed as part of the engine
management system)
Fault storage (in ECM internal memory, including failure conditions)
Fault display (MIL lamp andlor LCD display)
Fault retrieval (using a diagnostic tool such as "Testbook")
The OBD system is not designed to directly limit passenger vehicle emissions itself, but rather to
check the integrity and operation of other systems and components on the vehicle. A component
or system failure could adversely affect fuel efficiency and lor emissions produced; the OBD
ensures that these critical items continue to operate to the required standard throughout the
lifetime of the vehicle.
The compulsory introduction of E-OBD is likely to have a big impact in the service aftermarket.
There is a general fear that a scenario could occur whereby garages become swamped with
vehicles returned by customers because the MIL warning light keeps coming on. In reality, this
should not occur if the systems perform as design intended. Essentially, On-board Diagnostic
systems assist the diagnosis, repair and maintenance of vehicles to provide benefits to both the
vehicle owner and the environment. It will also help the garage mechanic to determine the cause
of a particular fault much more quickly and accurately and so result in less time for a faulty vehicle
to be off the road for repairs.
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European On Board Oiagnostics (E-OBO)
OBO History
The development of OBOs can be appreciated by consideration of the associated legislation and
the recommendations of the controlling bodies which has brought about its introduction.
California Air Resources Board {CARB)
Limitations on the quantities of pollutants that are deemed acceptable are becoming ever more
stringent and differs in accordance with the relevant market legislation in force. The limitations
prescribed by the California Environmental Protection Agency (CAL EPA) and its policy
implementing arm, the California Air Resources Board (CARB) have air-quality programs that
have led the way with regards to emissions legislation for quite some time. These measures are
usually adopted at a later date by other emission control authorities around the world, and an
analysis of the measures imposed by CARB are a good indication of what to expect in other
markets.
To achieve clean air, CARB develops increasingly stringent emission standards for motor
vehicles, transportation control measures, improvements to consumer products and specifications
for cleaner fuels.
OBO-I
The origins of OBOII actually date back to 1982 in California, when CARB began developing
regulations requiring all vehicles sold in the State from 1988 to have an on-board diagnostic
system (OBOI). OBOI was relatively simple and only monitored the oxygen sensor, EGR system,
fuel delivery system and engine control module.
The essential functionality for aBO-I systems was that the engine management system monitors
all electrical components that affect exhaust emissions and provide an optical warning signal in
the event of a relevant malfunction. The corresponding fault could be read via a flashing code
without the aid of a testing device.
OBOI did not provide guidelines or legislation to provide standardisation between different vehicle
manufacturer's or vehicle models. Consequently, different adapters were needed to work on
different vehicles and some systems could only be accessed using dealer specific scan tools.
Another limitation of OBOI was that it couldn't detect certain kinds of problems such as a non-
functioning or missing catalytic converter, ignition misfires, or evaporative emission problems. In
addition, the MIL lamp would only illuminate after a failure had occurred, it had no way of
monitoring progressive deterioration of emissions-related components.
OBO-II
CARB proposed a new set of standards for an enhanced aBO system in 1989 which were
incorporated into the federal Clean Air Act of 1990. In 1994, the US Environmental Protection
Agency (EPA) and the California Air Resources Board (CARB) issued this strict new set of
guidelines and a phase-in program concerning the application of on-board diagnostics systems
began; this was to be mandatory for certain passenger vehicles. These guidelines known as OBO-
II were designed to detect emissions systems related malfunctions and facilitate their repair before
vehicle performance could deteriorate.
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The MIL warning light on OBOII systems is set to illuminate any time a vehicle's hydrocarbon (HC),
carbon monoxide (CO), oxides of nitrogen (NO
x
) or evaporative emissions exceed 1.5 times the
Federal Test Procedure (FTP) standards for that model year of vehicle. This includes:
Any time random misfires cause an overall rise in HC emissions
Any time the operating efficiency of the catalytic converter drops below a certain threshold
Any time the system detects air leakage in the sealed fuel system
Any time a key sensor or other emission control related device fails
For diesel systems - any time a fault in the EGR system causes NO
x
emissions to rise
Therefore the MIL light may illuminate even though the vehicle seems to be running normally and
there are no apparent driveability problems. Because a vehicle may appear to be running well
even though the emission levels have increased due to a system or component fault, the MIL
warning lamp provides a means for alerting the driver of the vehicle that they are causing pollution
and they need to get their emissions problems fixed.
Because motorists may ignore the warning lamp even when it is indicating a fault, regulators want
to incorporate OBOII into existing and enhanced vehicle emissions inspection programs. If the MIL
lamp is found to be on when a vehicle is tested, it will not pass the tests even if the exhaust pipe
emissions are within acceptable limits.
Another important development of OBOII over OBOI was the introduction of defined standards for
trouble codes and diagnostic equipment. The Air Resources Board required that all
manufacturer's must conform to standards for the following:
16-pin serial data link connector with specific pins assigned specific functions
electronic protocols
diagnostic trouble codes (OTCs)
terminology
In 1996, the phase-in period for vehicles in California was to be completed and the scope of the
OBOII regulations were expanded to apply to all passenger cars in the US market.
In addition to more advanced software, OBOII systems typically include the following features over
and above that used on OBOI systems:
Twice the number of oxygen sensors than non-OBOII vehicles, with the sensors usually being
heated (H0
2S).
The additional H0
2
sensors are positioned downstream of the catalytic
converters to determine catalyst efficiency.
More powerful electronic control modules (ECMs)
Electrically Erasable Programmable Read Only Memory (EEPROM) which allows the ECM to
be reprogrammed with the latest software changes using external computers connected via
the diagnostic connector.
Modified evaporative emission control systems with a diagnostic switch for purge testing or
an advanced EVAP system with vent solenoid, fuel tank pressure sensor and diagnostic test
routine
EGR systems with linear EGR valve which is electronically operated and has a pintle position
sensor
Sequential fuel injection rather than multiport or throttle body injection
Manifold Absolute Pressure (MAP) sensor and Mass Air Flow (MAF) sensors for monitoring
engine load and airflow
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Standardization is an important part of the aBO regulations and it facilitates for access to
emission-related fault codes, emission-related powertrain test information (i.e., parameter values),
emission related diagnostic procedures, and stored freeze frame data based on industry
specifications.
Standardization of the message content (including test modes and test messages) as well as
standardization of the downloading protocol for fault codes, parameter values and their units, and
freeze frame data are specified in SAE recommended practices "aBO II Scan Tool" (J1978) which
was issued in June 1994, and "E/E Oiagnostic Test Modes" (J1979) which was issued in July
1996. Fault codes, parameter values, and freeze frame data have to be capable of being
downloaded to a generic scan tool which meets these SAE specifications.
The OBOII standards have now been adopted by the European community and developed for the
European automotive sector for compulsory implementation in 2000MY.
E-OBD
The European Parliament has issued its own directive aimed at reducing pollution from motor
vehicles which is commonly known as 'EURO-3', and is a development of the earlier EU-1 and EU-
2 regulations.
In addition to lower emission limits, the directive also covers the monitoring of emission-related
components and functions during operation, based on the US aBO-II model.
If an emissions related fault is diagnosed by the engine management system, which results in a
significant increase in the vehicle emissions, a Malfunction Indicator Lamp (MIL) must be
illuminated to inform the driver that the vehicle needs to be checked for emission-related faults.
For petrol-engined passenger cars up to a total weight of 2500 kg the following maximum pollutant
limits have been set by the EURO-3 legislation:
Carbon Monoxide (CO) - 3.2 g/km
Hydrocarbons (HC) - 0.4 g/km
Nitrous Oxides (NO
x
) - 0.6 g/km
E-OBO stipulates the monitoring of the functions of the following systems:
Catalytic converter
Catalytic-converter heater (where applicable)
Misfire detection
Fuel system
H0
2
sensors
Secondary-air system (if applicable)
Fuel filler cap captive or monitored (where applicable)
The engine management system (ECM) monitors the above systems by checking the data from
different sensors fitted to the vehicle and the associated data records stored in internal memory
(memory mapping) to monitor environmental conditions and engine operation.
Oefault values for some components are stored in system memory, which the ECM uses if it
cannot determine the environmental or engine operating conditions due to a faulty signal. If a
faulty sensor is detected, the MIL warning lamp is illuminated when the fault has been confirmed
over the relevant number of drive cycles.
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Legislation
The relevant market authorities such as the European Parliament are responsible for introducing
legislation designed to reduce emissions from motor-vehicles. The aim of this legislation is in order
to protect the environment in accordance with internationally set targets and agreements.
OBOII Legislation
aBO-II legislation requires all vehicle manufacturer's to provide detailed information on all
emission related diagnostic trouble codes (P-codes) caused by faults in the engine management
system and any other systems likely to have an effect on vehicle emissions. The emission effect
threshold is an increase of 1.5 times that of the base vehicle standard.
The operational reliability of the exhaust treatment system must be guaranteed for 5 years and/or
100,000 miles. The data relevant to exhaust emissions are read out via a standardised interface
using a diagnostic tool such as "Testbook".
If a violation of the aBO system is identified, the vehicle manufacturer is legally bound to eliminate
the fault throughout the entire vehicle series. The severe implications of this can be appreciated
by observation of the case of the lawsuit by the US justice department against Toyota Motor Co.
who are facing the prospects of recalling 2.2 million vehicles manufactured between 1996 and
1998, because the company's in-car emissions monitoring equipment does not comply with
federal requirements. The suit also wants the company to be fined between $25,000 and $27,500
per vehicle and may demand other actions to solve the problem with a number of models. In
addition, the California Air Resources Board is looking to recall up to 380,000 Toyota vehicles
across the state, which failed to comply with the stricter Californian standards. The aBO system
used on the vehicles fails to warn the driver when it is emitting high levels of hydrocarbons. Toyota
is disputing the claim, saying the emission rules were changed after the cars in question were sold.
E-OBO Legislation
The European Commission and its Council for the environment is responsible for the drafting and
implementation of legislation concerned with protection of the environment. This includes the
setting of limits for the level of permissable emissions from road transport across all Member
States in the European Union.
In order to set realistic and achievable goals for pollutant limitation, the Commission works in co-
operation with a number of bodies such as ACEA.
In many cases, the European Commission has had the advantage of being able to learn from the
introduction of emission control measures imposed through legislation set by CARB in California.
As from 2000MY, this will include the mandatory introduction of aBO systems on new vehicles
sold within the European Union.
The first item of legislation to set specific limits for the emission of certain pollutants from motor
vehicles in the European Union was Directive 70/220/EEC. This Directive has been regularly
updated since its introduction, up to the present date, whereby Directive 98/69/EC is used to
amend Directive 70/220/EC to include the aBO requirements.
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Evolution of European Community Directives on Vehicle Emissions
The following information highlights some of the Directives issued through European Union
legislation and demonstrates the progressive tightening of emissions standards, a trend which can
be expected to continue for the foreseeable future. This includes a commitment to the introduction
of on-board diagnostics systems.
The first programme of action of the European Community with regards to emissions from motor
vehicles was established 22nd November 1973. This directive called for scientific advances in
technology to be adopted to tackle the problem as and when it became available. This was
amended and updated over time by further resolutions.
The fifth programme of action was approved by the Council in its Resolution of 1st February 1993.
This called for additional efforts to be made for a considerable reduction in the then present levels
of emissions of pollutants from motor vehicles and also set targets in terms of emission reductions
for various pollutants.
Council Directive 70/220/EEC (20th March 1970) laid down the limit values for carbon monoxide
and unburnt hydrocarbon emissions from vehicle engines and these limits were further reduced
by Council Directive 74/290/EEC (28th May 1974). This was supplemented with Commission
Directive 77/102/EEC (30th November 1976) which imposed limit values for permissible
emissions of nitrogen oxides. Limit values for all three types of pollution were successively
reduced by Commission Directive 78/665/EEC (14th July 1978) and Council Directives 83/3511
EEC (16th June 1983) and 88/76/EEC (3rd December 1987).
Council Directive 88/436/EEC (16th June 1988) introduced limit values for particulate emissions
from diesel engines.
Council Directive 88/458/EEC (18th July 1989) introduced more stringent European standards for
emissions of gaseous pollutants from motor vehicles below 1400 cm-, This standard was
extended to all passenger cars independently of their engine capacity on the basis of an improved
European test procedure comprising an extra-urban driving cycle.
Council Directive 91/441/EEC (26th June 1991) introduced requirements relating to evaporative
emissions and to the durability of emission-related vehicle components, as well as more stringent
particulate pollutant standards for motor vehicles equipped with diesel engines.
Passenger cars designed to carry more than six occupants and having a maximum mass of more
than 2500 kg, light commercial vehicles and off-road vehicles were previously covered by
Directive 70/220/EEC which benefited from less stringent standards. These were superseded by
Council Directive 93/59/EEC (28th June 1993) and Directive 96/69/EC (8th October 1996) of the
European Parliament and of the Council which impose standards as stringent as the respective
standards for passenger cars, taking into account the specific conditions of these vehicles.
Directive 94/12/EC (23rd March 1994) of the European Parliament and Council introduced more
stringent limit values for all pollutants and a new method for checking on the conformity of
production.
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In the course of it efforts to improve air quality, the European Parliament and Council issued the
'Directive 98/69/EC (13th October 1998) on Measures to Counter the Pollution of Air by Emissions
from Motor Vehicles'. The directive published on 28/12/98 has an immediate impact on car
manufacturers. The stipulations laid down in the directive must be satisfied within specific time
limits for all new vehicles with petrol and diesel engines up to a total weight of 2.5 tons which are
sold in the member states of the EU. The most stringent values laid down by Directive 98/69/EC,
shall apply from 2000 and 2005 according to the type of vehicle:
2000 - petrol-engined passenger cars
2005 - light diesel-engined commercial vehicles
2003 - other types of vehicle with an OBD system, enabling emission levels to be checked
and any malfunction in a vehicle's anti-pollution equipment to be detected
The Directives apply to tailpipe emissions, evaporative emissions, emissions of crankcase gases
and the durability of anti-pollution devices for all motor vehicles equipped with spark-ignition
engines and to the tailpipe emissions and durability of anti-pollution devices of certain category
vehicles fitted with compression-ignition engines.
Details of Directive 94/12/EC
Article 4 of Directive 94/12/EC required the Commission to propose standards to be enforced after
the year 2000, according to a new multi-faceted approach, based on a comprehensive
assessment of costs and efficiency of all measures aimed at reducing road transport pollution.
These proposals included the following areas of consideration:
Tightening of car emission standards
Improvement in fuel quality
Strengthening of motor-vehicle inspection and maintenance program
The proposal is based on the establishment of air quality criteria and associated emission
reduction objectives, and an evaluation of the cost-effectiveness of each package of measures.
The proposal also takes into account the potential contribution of other measures such as traffic
management, enhancement of urban public transport, new propulsion technologies and the use
of alternative fuels. Given the urgency of community action on the limitation of pollutant emissions
by motor vehicles, the proposals are based on present or anticipated best available anti-pollution
technologies which are liable to speed up the replacement of polluting motor vehicles.
The proposals stipulated the provisions for OBD should be introduced with a view to permitting an
immediate detection of failure of anti-pollution vehicle equipment and thus allowing a significant
upgrading of the maintenance of initial emissions performance on in-service vehicles through
periodic or kerbside control. It was recognised that OBD for diesel engined vehicles was at a less
developed stage and could not be fitted to all diesel vehicles until 2005.
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Other measures specific to OBD include the following:
"On-board measurement (OBM) systems or other systems to detect any faults by measuring
individual pollutants emitted will be permissible provided that the OBD system integrity is
maintained";
"In order for Member States to ensure that vehicle owners meet their obligation to repair faults
once they have been indicated, the distance travelled since the fault is indicated shall be
recorded";
"On-board diagnostics systems must offer unrestricted and standardised access";
"Manufacturers must provide the information required for the diagnosis, servicing or repair of
the vehicle";
"Access and information are required to ensure that vehicles may be inspected, serviced and
repaired without hindrance throughout the European Union. Competition in the market for
vehicle parts and repairs must not be distorted to the disadvantage of part manufacturers,
independent vehicle-part wholesalers, independent repair garages and consumers";
"Manufacturers of spare or retrofit parts are obliged to make parts they manufacture
compatible with the on-board diagnostic system with a view to fault-free operation, assuring
the user against malfunctions".
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Land Rover vehicles compliant with OBDII systems legislation in force in the United States and
particularly in California, include additional emissions system controls such as Advanced EVAPs
systems to detect for leaks in the fuel evaporative system and secondary air injection during cold
starting. Such measures are likely to be introduced within the European Union in future legislation
and will lead to the introduction of more sophisticated OBD systems. Proposals for these and other
measures have been stipulated in Directive 94/12/EC as follows:
"A 'Type IV' test will make it possible to determine the evaporative emissions from vehicles
with positive-ignition engines and will be improved to represent real evaporative emissions as
well as the status of measuring techniques";
"To adapt the behaviour of exhaust-emission control system of vehicles with positive-ignition
engines to the actual requirements of practice, a new test should be introduced to measure
emissions at low temperatures";
"The characteristics of the reference fuels used for emission testing should reflect the
evolution of the market fuel specifications to be available following legislation on the quality
of petrol and diesel fuels";
"A new method for checking conformity of production on in-service vehicles has been
identified as a cost-effective accompanying measure which is included in the emissions
directive with the objective of implementation in the year 2001";
"The circulation of obsolete vehicles which causes many times more pollution than vehicles
now being produced is an important source of road transport pollution. Measures to promote
the faster replacement of existing vehicles with vehicles having a lower environmental impact
should be investigated";
"The Member States should be allowed to expedite the placing of vehicles on the market
which satisfy the requirements adopted at Community level by means of tax incentives. Such
incentives have to comply with the provisions of the Treaty and satisfy certain conditions
intended to avoid distortions of the internal market. The Directive does not affect the Member
States' rights to include emissions of pollutants and other substances in the basis for
calculating road traffic taxes on motor vehicles";
"With a view to the harmonious development of the internal market and the protection of
consumer interests, a binding long-term approach to the introduction of stricter emission
control limits is required. A two-stage approach is to be established with mandatory limits
applied from the years 2000 and 2005 which can be used for the purpose of granting tax
incentives to encourage the early introduction of vehicles containing the most advanced anti-
pollution equipment";
"The Commission will closely monitor technological developments in emission control and
where appropriate will propose the adaption of this directive. The Commission is carrying out
research projects to deal with outstanding questions, the findings of which will be incorporated
in a proposal for future legislation after the year 2005";
"Member States may take measures to encourage the retrofitting of older vehicles with
emission control devices and components";
"Member States may take measures to encourage faster progress towards replacing existing
vehicles with low-emission vehicles";
Directive 98/69/EC
Directive 98/69/EC deals with motor vehicle emissions and reduces the permitted level of nitrogen
oxides and total hydrocarbons by 40%. The directive also lays down new mandatory limit values
for carbon monoxide and particulate emissions from passenger cars and light commercial vehicles
fitted with petrol or diesel engines. New vehicles should meet the directive limit values with effect
from 1st January 2000 in order to be granted EC or national type-approval.
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The Directive's new limit values entail large investments from the EU car industry in research and
development of new technologies. The requirements also introduce new mandatory legislation for
petrol vehicles to be equipped with an On-Board Diagnostic System from 2000 MY and diesel
vehicles to be equipped with OBD systems from 2003MY.
Significant extracts from Directive 98/69/EC of the European Parliament and of the Council of 13th
October 1998 relating to measures to be taken against air pollution by emissions from motor
vehicles and amending Council Directive 70/220/EEC are reproduced below:
"Not later than 31st December 1999, the Commission shall submit a proposal to the European
Parliament and the Council concerning more stringent measures to take effect from 1st January
2005 which include":
limit values for emissions from cold start in low temperature ambient air (-yo C);
Community provisions for improved roadworthiness testing;
changes to the requirements concerning vehicle durability;
fuel quality standards;
threshold limit values for OBD for 2005/6 MY vehicles
Future developments which are likely to have an impact on after sales service in direct relation to
OBD, include the following proposals:
"By 30th June 2002 the Commission shall submit a report to the European Parliament and
Council on the development of OBD, giving its opinion on the need for an extension of the
OBD procedure and the requirements for the operation of an on-board measurement system
(OBM). On the basis of the report, the Commission will submit a proposal for measures to be
implemented no later than 1st January 2005, to include the technical specifications in order
to provide for the type approval of OBM systems, ensuring at least equivalent levels of
monitoring to the OBD system and which shall be compatible with these systems".
"The Commission shall submit a report to the European Parliament and Council on the
extension of OBD to cover other electronic vehicle control systems relating to active and
passive safety in a manner which is compatible with emission control systems".
"By 1st January 2001, the Commission shall take appropriate measures to ensure that
replacement or retro-fitted components can be brought to the market. Such measures shall
include suitable approval procedures for replacement parts to be defined as soon as possible
for those emission control components that are critical to the correct functioning of OBD
systems".
"By 30th June 2000 the Commission shall take appropriate measures to ensure that the
development of replacement or retro-fit components which are critical to the functioning of the
OBD system is not restricted by the unavailability of pertinent information, unless that
information is covered by intellectual property rights or constitutes specific know-how of the
manufacturers or Original Equipment Manufacturers (OEM) suppliers: in this case the
necessary technical information shall not be improperly witheld".
"The Commission shall submit by 30th June 2000, appropriate proposals to ensure that spare
and retrofit parts are compatible with the specifications of the on-board diagnostic system, so
that repair, replacement and fault-free operation are possible".
When drawing up these proposals, the Commission will have to take account of several factors:
the contribution to air quality made by the existing directives;
examination of technical feasibility
cost effectiveness ratio;
availability of advanced technologies
compatability with other aims
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Directive 98/69?EC also provides, where appropriate, for the drafting of standards concerning the
component approval of vehicles using alternative power plants or fuels.
Member States may introduce tax or financial incentives for the re-equipment of in-use vehicles to
meet the values laid down in Directive 98/69/EC or previous amendments to Directive 70/220/
EEC, and for laying up vehicles which do not comply.
Tax incentives for early emissions compliance
The Directives lay down differing limit values for emissions by petrol and diesel cars:
of carbon monoxide;
of unburnt hydrocarbons;
of nitrogen oxides;
and, specifically for diesel engines, limit values for particulate pollutants.
Tax incentives can be granted by Member states to encourage the advance compliance with new
limit values. These incentives are permitted on the following conditions:
they are valid for all new vehicles offered for sale within a Member State if they, in advance,
meet the requirements of the existing Directives;
they shall be discontinued on the date when the limit values are applied;
are worth less than the cost of the devices used on any type of motor vehicle in order to
guarantee that the values laid down are not exceeded, and that of their fitting to such vehicles.
EC approval
The procedure for the component-approval of vehicles includes:
the application for EC approval with regard to tailpipe emissions, evaporative emissions and
the durability of anti-pollution devices is submitted by the vehicle manufacturer or by the
authorized representative;
it must contain the information required pursuant to the Directives;
there are six types of type-approval test, depending on the category to which the vehicles
belong. They concern:
average tailpipe emissions after a cold start
carbon monoxide emissions under idling conditions;
crankcase gas emissions;
evaporative emissions;
durability of anti-pollution devices;
carbon monoxide and hydrocarbon emissions after a cold start.
if the vehicle type meets the test requirements, an EC approval certificate is issued by the
competent body of the Member State which is responsible for the type-approval.
Up to 28th September 1999, the full European test cycle provided for by Directive 91/441/EEC will
be used as the testing procedure in order to establish compliance with the limit values. After that
date the test procedure introduced by Directive 89/69/EC shall apply.
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Directive definitions
The EC Oirectives include explanations of the scope of the legislation and the terms used. A list
of generally used abbreviations and acronyms are included later in this document, but the
following lists definitions as prescribed by the EC legislation:
"The directive applies to tailpipe emissions at normal and low ambient temperature,
evaporative emissions, emissions of crankcase gases, the durability of anti-pollution devices
and on-board diagnostic (aBO) systems of motor vehicles equipped with positive-ignition
engines; and tailpipe emissions, the durability of anti-pollution devices and on-board
diagnostic (aBO) systems of vehicles equipped with compression ignition engines".
aBD - "an on-board diagnostic system for emission control which has the capability of
identifying the likely area of malfunction by means of fault codes stored in computer memory".
In-service test - "the test and evaluation of conformity conducted in accordance with the
specifications laid down in the appropriate directive".
Defeat device - "any element of design which senses temperature, vehicle speed, engine
RPM, transmission gear, manifold vacuum or any other parameter for the purpose of
activating, modulating, delaying or deactivating the operation of any part of the emission
control system, that reduces the effectiveness of the emission control under conditions which
may reasonably be expected to be encountered in normal vehicle operation and use".
Vehicle type - "category of power-driven vehicles which do not differ in such essential
engine and aBO system characteristics as defined in the directive".
Vehicle family - "manufacturer's grouping of vehicles which through their design are
expected to have similar exhaust emission and aBO system characteristics. Each engine of
the family must have complied with the requirements of the directive".
Emission control system - "the electronic engine management controller and any
emission-related component in the exhaust or evaporative system which supplies an input to
or receives an output from this controller".
Malfunction Indicator (MI) - "a visible or audible indicator that clearly informs the driver of
the vehicle in the event of a malfunction of any emission-related component connected to the
aBO system, or the aBO system itself'.
Malfunction - "the failure of an emission-related component or system that would result in
emissions exceeding the specified limits".
Secondary air - "air introduced into the exhaust system by means of a pump or aspirator
valve or other means that is intended to aid in the oxidation of HC and CO contained in the
exhaust gas stream".
Engine misfire - "lack of combustion in the cylinder of a positive-ignition engine due to
absence of spark, poor fuel metering, poor compression or any other cause. Interms of aBO
monitoring it is that percentage of misfires out of a total number of firing events (as declared
by the manufacturer) that would result in emissions exceeding the specified limits, or that
percentage that could lead to an exhaust catalyst, or catalysts, overheating causing
irreversible damage".
Driving cycle - "consists of engine start-up, driving mode where a malfunction would be
detected if present and engine shut-off'.
Warm-up cycle - "sufficient vehicle operation such that the coolant temperature has risen
by at least 22
0
Kfrom engine starting and reaches a minimum temperature of 343
0
K (70
0
C)".
Fuel trim - "feedback adjustments to the base fuel schedule. Short-term fuel trim refers to
dynamic or instantaneous adjustments. Long-term fuel trim refers to much more gradual
adjustments to the fuel calibration schedule than short-term trim adjustments. These long-
term adjustments compensate for vehicle differences and gradual changes that occur over
time".
Calculated load value - "indication of the current airflow divided by peak airflow, where peak
airflow is corrected for altitude, if available. This definition provides a dimensionless number
that is not engine specific and provides the service technician with an indication of the
proportion of engine capacity that is being used (with wide open throttle as 100%)".
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Permanent emission default mode - "case where the engine management controller
permanently switches to a setting that does not require an input from a failed component or
system where such a failed component or system would result in an increase in emissions
from the vehicle to a level above the specified limits".
Power take-off unit - "an engine-driven output provision for the purposes of powering
auxiliary, vehicle mounted equipment".
Access - "availability of all emission-related OBD data including all fault codes required for
the inspection, diagnosis, servicing or repair of emissions-related parts of the vehicle, via the
serial interface for the standard diagnostic connection".
Unrestricted - "means access is not dependent on an access code obtainable only from the
manufacturer or a similar device, or access allowing evaluation of the data produced without
the need for any unique decoding information, unless that information is itself standardised".
Standardised - "means that all data stream information, including all fault codes used, shall
be produced only in accordance with industry standards which, by virtue of the fact that their
format and their permitted options are clearly defined, provide for a maximum level of
harmonisation in the motor vehicle industry, and whose use is expressly permitted in the
directive".
Type Tests
To date, the European legislation relating to vehicle emissions has introduced specifications for
six specific emissions tests:
Type I Test - verifying the average tailpipe emissions after a cold start
Type II Test - carbon monoxide emission test at idling speed
Type III Test - verifying emissions of crankcase gases
Type IV Test - determination of evaporative emissions from vehicles with positive-ignition
engines
Type V Test - ageing test for verifying the durability of anti-pollution devices
Type VI Test - verifying the average low ambient temperature carbon monoxide and
hydrocarbon tailpipe emissions after a cold start
Compression-ignition engined vehicles are subjected to Type I and Type V tests only.
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European On Board Oiagnostics (E-aBO)
E-OBD Requirements and Tests
The 98/69/EC directive defines the aBO requirements and tests as follows:
"All vehicles must be equipped with an aBO system so designed, constructed and installed
in a vehicle as to enable it to identify types of deterioration or malfunction over the entire life
of the vehicle. In achieving this objective, the approval authority must accept that vehicles
which have travelled distances in excess of the Type V durability distance may show some
deterioration in aBO system performance such that the specified emission limits may be
exceeded before the aBO system signals a failure to the driver of the vehicle".
"Access to the aBO system required for the inspection, diagnosis, servicing or repair of the
vehicle must be unrestricted and standardised. All emission-related fault codes must be
consistent with ISO OIS 15031-6 (SAE J2012, dated July 1996)".
"No later than three months after the manufacturer has provided any authorised dealer or
repair shop within the Community with repair information, the manufacturer shall make that
information (including all subsequent amendments and supplements) available upon
reasonable and non-discriminatory payment and shall notify the approval authority
accordingly. In the event of failure to comply with these provisions the approval authority shall
take appropriate measures to ensure that repair information is available, in accordance with
the procedures laid down for type-approval and in-service surveys".
"The aBO must be so designed, constructed and installed in a vehicle as to enable it to
comply with the requirements of the directive during conditions of normal use".
"A manufacturer may disable the aBO system if its ability to monitor is affected by low fuel
levels. Oisablement must not occur when the fuel tank level is above 20% of the nominal
capacity of the fuel tank".
"A manufacturer may disable the aBO system at ambient engine starting temperatures below
-yo C (266K) or at elevations over 2500 metres above sea level provided the manufacturer
submits data and/or an engineering evaluation which adequately demonstrate that monitoring
would be unreliable when such conditions exist. A manufacturer may also request
disablement of the aBO system at other ambient engine starting temperatures if he
demonstrates to the authority with data and/or an engineering evaluation that misdiagnosis
would occur under such conditions".
"For vehicles designed to accommodate the installation of power take-off units, disablement
of affected monitoring systems is permitted provided disablement occurs only when the power
take-off unit is active".
"Manufacturers may adopt higher misfire percentage malfunction criteria than those declared
to the authority, under specific engine speed and load conditions where it can be
demonstrated to the authority that the detection of lower levels of misfire would be unreliable".
"Manufacturers who can demonstrate to the authority that the detection of higher levels of
misfire percentages is still not feasible may disable the misfire monitoring system when such
conditions exist".
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E-OBD requirements for vehicles with positive-ignition engines
Insatisfying the requirements of Directive 98/69/EC, the OBD system must, at a minimum, monitor
for:
reduction in the efficiency of the catalytic converter with respect to the emissions of HC only;
the presence of engine misfire in the engine operating region bounded by the following lines:
a maximum speed of 4500 rev/min or 1000 rev/min greater than the highest speed occurring
during a Type I test cycle, whichever is the lower;
the positive torque line (i.e. engine load with the transmission in neutral);
a line joining the following engine operating points: the positive torque line at 3000 rev/min
and a point on the maximum speed line (defined above) with the engine's manifold vacuum
at 13,33 kPa lower than that at the positive torque line;
oxygen sensor deterioration;
other emission control system components or systems, or emission-related powertrain
components or systems which are connected to a computer, the failure of which may result
in tailpipe emissions exceeding the limits specified in the directive;
any other emission-related powertrain component connected to a computer must be
monitored for circuit continuity;
the electronic evaporative emission purge control must, at a minimum, be monitored for circuit
continuity.
For both positive-ignition and compression ignition vehicles, the sequence of diagnostic checks
must be initiated at each engine start and completed at least once provided that the correct test
conditions are met. The test conditions must be selected in such a way that they all occur under
normal driving as represented in the Type I test.
E-OBD requirements for vehicles with compression-ignition engines
Directive 98/69/EC also establishes the test requirements for vehicles with compression engines.
Although OBD requirements for diesel engines do not have to be implemented until 2003 MY they
are included in the directive and are listed here for completeness. The OBD system must monitor:
a reduction in the efficiency of the catalytic converter (where fitted);
the functionality and integrity of the particulate trap (where fitted);
the fuel-injection system electronic fuel quantity and timing actuators are monitored for circuit
continuity and total functional failure;
other emission control system components or systems, or emission-related powertrain
components or systems, which are connected to a computer, the failure of which may result
in tailpipe emissions exceeding the limits specified in the directive. Examples of such systems
or components are those for monitoring and control of air mass-flow, air volumetric flow (and
temperature), boost pressure and inlet manifold pressure (and relevant sensors to enable
these functions to be carried out);
any other emission-related powertrain component connected to a computer must be
monitored for circuit continuity;
manufacturers may demonstrate to the approval authority that certain components or
systems need not be monitored if, in the event of their total failure or removal, emissions to
not exceed the limits specified in the directive.
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E-OBD requirements for MIL activation
With regards activation of the MIL lamp, Directive 98/69/EC specifies the operational requirements
as follows:
"The OBD system must incorporate a malfunction indicator readily perceivable to the vehicle
operator. The MI must not be used for any other purpose except to indicate emergency start-
up or limp-home routines to the driver. The MI must be visible in all reasonable lighting
conditions. When activated, it must display a symbol in conformity with ISO 2575
(International Standard of symbols for controls, indicators and tell-tales for road vehicles). A
vehicle must not be equipped with more than one general purpose MI for emission-related
problems. Separate specific purpose telltales (e.g. brake system, fasten seat belt, oil pressure
etc.) are permitted. The use of red for an MI is prohibited".
"For strategies requiring more than two preconditioning cycles for MI activation, the
manufacturer must provide data and/or an engineering evaluation which adequately
demonstrates that the monitoring system is equally effective and timely in detecting
component deterioration. Strategies requiring on average more than 10 driving cycles for MI
activation are not accepted. The MI must also activate whenever the engine control enters a
permanent emission default mode of operation if the specified emission limits are exceeded.
The MI must operate in a distinct warning mode e.g. a flashing light, under any period during
which the engine misfire occurs at a level likely to cause catalyst damage, as specified by the
manufacturer. The MI must also activate when the vehicle's ignition is in the 'key-on' position
before engine starting or cranking and de-activate after engine starting if no malfunction has
previously been detected".
With regards extinguishing a malfunction indication, the directive specifies the following
requirements:
"For misfire malfunctions at levels likely to cause catalyst damage (as specified by the
manufacturer), the MI may be switched to the normal mode of activation if the misfire is not
present any more, or if the engine is operated after changes to speed and load conditions
where the level of misfire will not cause catalyst damage".
"For all other malfunctions, the MI may be de-activated after three subsequent sequential
driving cycles during which the monitoring system responsible for activating the MI ceases to
detect the malfunction and if no other malfunction has been identified that would
independently activate the MI".
OBD requirements for fault code storage
Directive 98/69/EC specifies the following requirements for OBD fault code storage:
"The OBD system must record code(s) indicating the status of the emission-control system.
Separate status codes must be used to identify correctly functioning emission control systems
and those emission control systems which need further vehicle operation to be fully
evaluated. Fault codes that cause MI activation due to deterioration or malfunction or
permanent emission default modes of operation must be stored and that fault code must
identify the type of malfunction".
"The distance travelled by the vehicle since the MI was activated must be available at any
instant through the serial port on the standard link connector. This requirement is only
applicable to vehicles with an electronic speed input to the engine management provided the
ISO standards are completed within a lead time compatible with the application of the
technology. It applies to all vehicles entering into service from 1st January 2005".
"In the case of vehicles with positive-ignition engines, misfiring cylinders need not be uniquely
identified if a distinct single or multiple cylinder misfire code is stored".
The specifications for erasing a fault code are listed below:
"The OBD system may erase a fault code and the distance travelled and freeze-frame
information if the same fault is not re-registered in at least 40 engine warm-up cycles".
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Functional aspects of on-board diagnostic (OBD) systems
In order to assure that aBO systems fitted to a manufacturer's vehicles are compliant with directive
98/69/EC, the aBO systems have to be tested according to test procedures specified within the
directive. The procedure describes a method for checking the function of the on-board diagnostic
(aBO) system installed on the vehicle by failure simulation of relevant systems in the engine
management or emission control system. It also sets procedures for determining the durability of
aBO systems.
The manufacturer must make available the defective components and/or electrical devices which
are used to simulate failures. When measured over the Type I test cycle, such defective
components or devices must not cause the vehicle emissions to exceed the specified limits by
more than 20%.
When the vehicle is tested with the defective component or device fitted, the aBO system is
approved if the MI is activated.
The testing of aBO systems consists of the following phases:
simulation of malfunction of a component of the engine management or emission control
system;
preconditioning of the vehicle with a simulated malfunction over preconditioning specified in
the directive;
driving the vehicle with a simulated malfunction over the Type I test cycle and measuring the
emissions of the vehicle;
determining whether the aBO system reacts to the simulated malfunction and indicates the
malfunction in an appropriate manner to the vehicle driver.
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Emissions
Vehicles powered by internal combustion engines produce by-products in the form of emissions,
some of which are harmful to the environment. The main by-products which are produced are
water (H
20)
and Carbon Dioxide (C0
2
) . In addition, relatively low concentrations of the following
potentially harmful substances are produced:
Carbon Monoxide (CO) - a colourless, odourless gas which is formed when hydrocarbon
fuels are burnt in the combustion process and is a result of incomplete combustion.
Spark-ignition engines are particularly responsible for carbon monoxide emissions; an air/fuel
mixture which is rich in fuel produces an excessive concentration of CO. It is important that
vehicles with petrol engines are correctly tuned and maintained to provide the optimum air/
fuel mixture and so ensure that carbon monoxide emissions are minimised.
In comparison, diesel engines are lean running, so tend to produce less CO emissions than
equivalent petrol engines. However, if there is not enough excess air in the combustion
chamber, increased emissions of carbon monoxide will result, as well as higher
concentrations of soot and hydrocarbons (HC).
According to a 1997 study "Improving air quality in Europe" conducted by the Club de
Bruxelles, in 1996 road transport produced 65% of carbon monoxide emissions. Carbon
monoxide has a significant impact on human health, in particular on the body's ability to
absorb oxygen.
WARNING:Carbon monoxide is dangerous to inhale and is potentially lethal. Concentrations
are particularly high when an engine is running in a workshop or other confined space.
Hydrocarbons (HC) - present in exhaust gases and like carbon monoxide, are a result of
unburned fuel during combustion. HC concentrations increase as the air/fuel mixture
becomes rich and also increase if a misfire occurs. Hydrocarbons are particularly prevalent
when an engine is cold and are evident by the presence of white or blue smoke from the
exhaust. Hydrocarbons are also produced in the crankcase in the form of vaporized
lubrication oil and through evaporation of fuel from the fuel tank and fuel system.
Diesel fuels contain a large number of hydrocarbons which have boiling points between about
180C and 360C and the required ignition temperature for diesel fuel is approximately
220C. It is difficult to ensure a high enough ignition temperature for cold engines and at low
speeds which have a corresponding low final compression pressure. Consequently the
presence of hydrocarbons is predominant at cold starting.
Carbon Dioxide (C0
2)
- is a by-product of complete combustion and contributes to the
'greenhouse effect', the principal cause of global warming. Carbon Dioxide is produced even
under perfect combustion conditions. According to Society of Motor Maufacturers and
Traders (SMMT) figures, the global warming attributable to vehicular CO
2
emissions is 12%
in the UK.
However, according to a 1997 study "Improving air quality in Europe" conducted by the Club
de Bruxelles, in 1996 road traffic produced some 80% of total carbon dioxide (C0
2
) .
Oxides of Nitrogen (NO
x
) - includes Nitric Oxide (NO) and Nitrogen Dioxide (N0
2
) and is
produced in exhaust gases as a by-product of the combustion process. Lean mixtures
produce more oxides of nitrogen than rich mixtures as the combustion temperature is
increased.
According to the 1997 study, road transport is responsible for over half of all N0
2
emissions.
N0
2
causes respiratory illnesses and damage to lung tissue and contributes to acid rain and
smog. It also corrodes stone buildings, statues and monuments.
Sulphur Dioxide (S02) - along with sulphuric acid (H
2S04
) and Oxides of Nitrogen, contribute
to the formation of 'acid rain'. It is one of the main atmospheric acidifiers and is the main culprit
in the gradual errosion of buildings and other monuments of cultural heritage exposed to
ambient air.
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Soot particles (diesel vehicles) - tiny particles of carbon are produced which can carry fuel
and oil. The start of injection influences the emission of soot particles; if the start of injection
is delayed such that there is incomplete combustion, increased levels of soot particles will
result. The use of high injection pressures, particularly at low engine speeds can greatly
reduce soot emissions and optimum injection direction such as that provided by EUI nozzles
(used on Discovery II) help to limit black smoke production.
Growing concern has been attracted by the emissions of particulate matter, since it is
composed of tiny particles which can linger in the lungs with serious health effects, including
cancer.
In addition to the above, the transport sector produces a substantial share (about 30%) of
emissions of non-methane volatile organic compounds (VOC) in Europe. Other air pollutants of
concern come from substances in petrol such as lead and benzine which are also considered to
be carcinogenic.
The European Commission proposes to limit benzene values from 1st January 2010 and carbon
monoxide levels from 1st January 2005. The two pollutants have been exempt from controls so
far, but have been linked to an increased risk of leukaemia and heart disease.
Motor vehicle emissions also create concentrations of ozone at ground level which when exposed
to heat form the type of pollution known as "summer smog". Ozone causes breathing problems,
reduced lung function, asthma, eye irritation, nasal congestion and reduced resistance to colds
and other infections. Ozone can be especially dangerous for the young and the elderly, and can
also damage plants and trees and cause deterioration of rubber and fabrics.
The approximate proportions of exhaust gas constituents for modern petrol vehicles is listed
below:
Water (H
20)
- 14%
Carbon Dioxide (C0
2
) - 13%
Nitrogen (N) - 72.9%
CO + NO
x
+ HC =0.1%
Reduction of CO
2
Emissions
One of the conclusions reached by the European Union Council for the Environment on the 25th
June 1996 was an agreement for a Community strategy to reduce CO
2
emissions from passenger
cars and the improvement of fuel economy to reduce the average CO
2
emissions of newly
registered passenger cars to 120 g of CO
2
per kilometre by 2005 or 2010 at the latest.
A voluntary agreement between the European Commission and the European Automobile
Manufacturer's Association (ACEA) under the 'Auto-Oil Programme' in 1999, included the
commitment to achieve an emission target of 140 g of CO
2
per kilometre for the average of the
new car sales by ACEA members in the EU by 2008 and 120 g/km by 2012. Japanese and Korean
associations of automotive manufacturers (JAMA and KAMA) are negotiating with the
Commission to conclude environmental agreements equivalent to that agreed to by ACEA.
Although these voluntary measures require additional investments in technology by the
manufacturers (e.g. improved combustion engines, new means of propulsion etc.), these costs are
justified on the grounds of protection of human health and the environment.
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In order to achieve its objectives with regards the limitation of CO
2
emissions, the Commission is
proposing monitoring of CO
2
emissions from new passenger cars registered in a given calendar
year as well as information on the manufacturer, fuel type, mass, engine power and engine
capacity.
In addition, the Council has reached a political agreement that will make it mandatory for the
consumer to be supplied with information concerning fuel consumption and the CO
2
emissions of
new cars. The customer can then use the comparable information from different manufacturers
and vehicles before making a purchase decision. The aim of this is to influence consumer choice
in favour of more fuel efficient and environmentally friendly cars. The following sources of
information would have to be made available to customers:
Points of sale would have to display information on fuel consumption and CO
2
emissions on
or near each new passenger car model (fuel economy label);
a poster would provide this same information for all cars on sale at the garage or showroom;
all promotional literature (advertising) referring to a particular model would have to include
information on fuel consumption and CO
2
emissions;
Member States would have to ensure that a fuel economy guide is produced, in consultation
with manufacturers, at least on an annual basis and that it is available to consumers free of
charge, including from the dealers. It would provide information on the fuel consumption of all
new passenger car models on sale in that Member State, grouped by makes in alphabetical
order. The guide would have to include a prominent listing of the 10 most fuel-efficient new
car models ranked in order of increasing specific CO
2
emissions for each fuel type. It would
also include an explanation of the effects of carbon dioxide on the climate. Furthermore, it
would offer motorists advice on how to economize on fuel when driving. Dealers would be
under an obligation to make consumers aware of the guide's existence. The Community will
produce a guide at Community level, available on the Internet.
Service
From an emissions perspective, it is extremely important that vehicles are properly maintained. It
is estimated that approximately 50% of vehicle pollution is attributable to the 10% of vehicles that
are badly maintained or worn out.
Emission limitation through engine design and control
Car manufacturers are investing substantial sums in Research and Development in order to
produce 'cleaner' more environmentally friendly engines. The emissions produced by SI engines
are to a large extent dependent on engine design, power output and working load. By precisely
controlling ignition timing and optimising the air:fuel ratio in the combustion chambers under all
prevailing conditions, the emission levels encountered can be minimised before supplementary
emission control systems need to be employed. The engine control module (ECM) is primarily
responsible for ensuring the optimum engine operating conditions. This is achieved by constant
monitoring of all variable factors using periphery sensors and utilising an internal memory map to
determine the optimum ignition and fuelling characteristics to be delivered at any instance in time.
By supplementing these design and control measures through the utilisation of additional
emission control equipment, pollutant levels can be maintained below the legislated maximum
levels.
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The introduction of the compulsory fitting of catalytic converters has resulted in a dramatic
improvement in emissions produced by cars. The Society of Motor Manufacturers and Traders
(SMMT) estimate that less than 10% toxic gases are produced by cars fitted with catalytic
converters in comparison with pre-1993 cars.
Some areas of design related improvements to CO
2
emissions are sometimes offset by
improvements in other areas of vehicle performance, such as safety, noise and emissions
legislation and by customer demand for additional features as standard, such as air conditioning
and power assisted steering.
Although these voluntary measures require additional investments in technology by the
manufacturers (e.g. improved combustion engines, new means of propulsion etc.), these costs are
justified on the grounds of protection of human health and the environment.
In order to achieve its objectives with regards the limitation of CO
2
emissions, the Commission is
proposing monitoring of CO
2
emissions from new passenger cars registered in a given calendar
year as well as information on the manufacturer, fuel type, mass, engine power and engine
capacity.
In addition, the Council has reached a political agreement that will make it mandatory for the
consumer to be supplied with information concerning fuel consumption and the CO
2
emissions of
new cars. The customer can then use the comparable information from different manufacturers
and vehicles before making a purchase decision. The aim of this is to influence consumer choice
in favour of more fuel efficient and environmentally friendly cars. The following sources of
information would have to be made available to customers:
Emissions improvement through fuel quality
Continuing reductions in new car emissions reaching 95% have already been achieved by the
motor industry. In order to achieve significant further reductions, enhanced fuel quality will be
necessary and/or the commercial acceptance of alternative power sources (e.g. electric vehicles,
hydrogen fuel cells etc.).
Cleaner fuel is an essential factor in improving ambient air quality, by reducing the level of
particulates produced, and improving the performance of catalytic converters. Some engine
developments aimed at improving air quality cannot be introduced unless there are significant
improvements in the quality of fuel.
European Commission Directive 98/70/EC tackles the issue of quality of petrol and diesel fuel and
sets a time limit (2005) for the introduction of higher quality diesel and petrol including a banning
of leaded petrol throughout Member States. The Directive is an outcome of the "Auto/Oil
Programme" which was a joint programme initiated in 1992 between the European Commission,
ACEA and EUROPIA (European oil industry). The objective of the programme is to reduce vehicle
emissions and attain air quality targets through cost-effective measures which include vehicle
technology, fuel quality, improved durability and other non-technical means.
Whilst both engine development and fuel quality make an important contribution to air quality, only
the latter has the potential of providing an across the board effect to the entire car parco In
collaboration with government, the UK Motor Industry has undertaken an extensive programme of
research into the emission of particulates from petrol and diesel engines.
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Fuel Quality impact on aBD
With regards OBO, poor fuel quality could cause MIL light operation, a situation which has been
known to occur in the United States where OBO has been used for some time. When the vehicle
with the active MIL light has been diagnosed, a P0300 diagnostic trouble code has been registered
which would normally be associated with a lean misfire condition due to a vacuum leak, low fuel
pressure, dirty injectors or an ignition problem such as fouled spark plugs, plug leads or weak
ignition coils. The OBOII diagnostics treats a 2% misfire rate on an individual cylinder as normal,
but water in the fuel or variations in the fuel additives in reformulated fuel can increase the misfire
rate to the point where it triggers the fault code and consequent MIL operation.
LEVs, ULEVs and ZEVs
The lowering of permitted emission levels from vehicles is being made progressively more
stringent and the trend is set to continue for the foreseeable future until zero or near zero emission
levels can be attained. In California, Low Emission Vehicles (LEVs) are already compulsory,
whereby a percentage of all vehicles sold by a manufacturer must be low emission types. Land
Rover has complied with this requirement by supplying Oiscovery II and Range Rover vehicles
with supplementary emissions systems which provides compliance to the low emission
requirements.
From 1991 through 1995, the state of California offered an income tax credit to individuals and
businesses for the partial costs of purchasing or converting standard fuel vehicles to low emission
vehicles.
Pursuant to State law, the CARB in 1990 adopted LEV and clean fuels regulations. The
regulations establish an annual, increasingly stringent, average emission standard that auto
manufacturers must meet for their fleet of light-duty vehicles which are available for sale in
California. These regulations do not specify the type of fuel to be used by the vehicles and do not
require automotive manufacturers to produce alternative-fuelled vehicles. The manufacturers may
produce any combination of vehicles (LEVS, alternative-fuel vehicles etc.) as long as the average
of the emissions out of the tailpipe do not exceed the mandated average emission standard for
the light-duty fleet as a whole.
In addition, CARB has separate regulations dealing with the mandatory production of Ultra Low
Emission Vehicles (ULEVs) and Zero-Emission Vehicles (ZEVs) such as electric powered
vehicles. Originally, 2% of large auto manufacturer's fleets for sale in California were required to
be ZEV type in 1998, with the proportion increasing to 5% in 2001 and 10% in 2003. This
legislation was later amended, to scrap the initial targets, but the 10% requirement by 2003 is still
currently in place.
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Engine Management Systems
The engine management systems used on Land Rover and Rover vehicles employ closed-loop
control techniques to ensure the exhaust emissions operate around the stoichiometric ideal to
meet the environmental legislation requirements. Should the closed-loop conditions stray from the
ideal (e.g. because of component failure such as worn catalyst or H0
2
sensor), the driver of the
vehicle must be alerted to the failure so that rectification can take place. A failure of an emissions
system is notified to the driver by the illumination of a malfunction indicator lamp (MIL) in the
instrument pack. The activation of the MIL warning lamp for emission system failure is an essential
part of E-OBD compliance for vehicles with petrol engines from 2000 MY.
The engine management systems used on Land Rover and / or Rover petrol engined vehicles
which are compliant with the ECD3 requirements include the following:
Bosch M5.2.1 EMS - V8 engines
MEMS3 - 'K' Series engines
Siemens EMS 2000 (when available)
The basic control loop comprises the engine (controlled system), the heated oxygen sensors
(measuring elements), the engine management ECM (control) and the injectors and ignition
(actuators). Other factors also influence the calculations of the ECM, such as air flow, air intake
temperature and throttle position. Additionally, special driving conditions are compensated for,
such as starting, acceleration, deceleration, overrun and full load.
Malfunction Indicator Lamp (MIL)
M 8 8 0 2 ; ; ~
Figure 1
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The MIL/Service Engine Soon warning lamp within the instrument pack utilises an amber LED and
a clear legend. If an emission related fault is detected by the engine management system, the
ECM will illuminate the LED providing the driver with a visible warning.
The warning lamp will illuminate whenever the vehicle is driven until the fault is repaired, and the
ECM fault code memory is cleared using "TestBook".
When the ignition is switched on, the ECM carries out a self-test function of the lamp. The lamp
will illuminate for approximately 3 seconds then extinguish if no faults exist. If a fault is present,
the lamp will be extinguished for 1 second before illuminating again to indicate a fault exists. If the
MIL lamp doesn't illuminate when the ignition is first switched on, the warning lamp bulb in the
instrument pack needs to be replaced; refer to the relevant Workshop Manual.
There are two configurations of the legend for the warning lamp:
NAS and Canada =SERVICE ENGINE SOON text.
All other markets =MIL SAE J1930 (engine) symbol.
The MIL will illuminate to indicate a EURO-3 type failure under the following conditions:
A fault resulting in cylinder cutout (Misfire Detection). In order to protect the catalytic converter
from damage, the MIL lamp will flash immediately to alert the driver to the problem, and
remain flashing for as long as the fault is present.
An emission related component failure. The MIL lamp will be illuminated if the fault persists
for more than two drive cycles.
The engine control module (ECM) detects a "self-test" fault.
When the OBD system detects a fault for the first time, the corresponding trouble code is stored
in the memory of the ECM. The MIL lamp is not activated unless the fault involves misfire, in which
case the MIL lamp is activated immediately and remains flashing as long as the misfire fault is
current. On OBDII, this type of fault is termed a 'Type A' fault and is considered the most serious.
When a Type A code is set, the OBDII system also stores a history code, failure record and freeze
frame data to help diagnosis of the problem.
If the emission related fault occurs again on the second drive cycle, the fault is stored in memory,
and if the fault is present on the third drive cycle the MIL lamp is activated (i.e. when the same
emission related fault has been confirmed, the MIL lamp is activated). On OBDII, this type of fault
is termed a 'Type B' fault and is considered to be a less critical emissions problem. The same fault
must occur at least once on two consecutive trips before the MIL lamp comes on. If the fault
doesn't recur on the second drive cycle, the MIL lamp stays off. If a Type B fault is registered on
the second drive cycle, as well as MIL lamp illumination, a history code, failure record and freeze
frame data are stored in ECM memory the same as for Type A faults.
If the second drive cycle is not completed so that a specific component is not checked, the third
drive cycle is treated as if it were the second drive cycle.
If the emission-related fault is sporadic, the MIL lamp will only light up if the fault is registered in
two complete successive driving cycles. The MIL light stays off if the fault fails to re-occur in the
third successive driving cycle.
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On OBDII systems, once a Type A or Type B code has been set, the MIL will come on and remain
on until the component that failed passes a self-test on three consecutive trips. If the fault involves
something like a P0300 random misfire or a fuel balance problem, the light won't go out until the
system passes a self-test under similar operating conditions (within 375 rpm and 10% of load) that
originally caused it to fail.
The MIL lamp won't go out until the emissions problem has been repaired. Clearing the ECM's
diagnostic trouble codes with a scan tool or disconnecting the power supply won't prevent the lamp
coming back on if the problem hasn't been fixed. It may take several drive cycles to reset the fault
code, but eventually the MIL lamp will come back on if the problem hasn't been fixed.
Asingle fault entry is automatically cleared from the ECM memory if the same fault fails to re-occur
in 40 successive driving cycles in which the same operating conditions are satisfied. In order for
a single fault entry to be automatically cleared without the same operating conditions being
satisfied as when the fault first occurred, 80 successive driving cycles must be clear for the fault
to be cancelled.
Diagnostic tools
Diagnostic tools such as 'Testbook' are used to interrogate the ECM memory to determine the
nature of the fault. Diagnostic trouble codes are read from memory which relate the emissions
problem being experienced.
In order to hook up a diagnostic scan tool for fault code checking, vehicles equipped with OBD
have a 16-pin J 1962 diagnostic connector, which is usually located under the front facia, either
driver side or passenger side.
The scan tool contains software that analyzes the signals received from the vehicle and displays
text or diagrammed readout of any malfunctions found and suggests possible solutions to the
problem. The OBD fault codes are most often accessed in response to MIL lamp illumination or
driveability problems experienced with the vehicle. The data provided on the scan tool can often
pinpoint the specific component that has malfunctioned, saving substantial diagnosis time and
effecting quick and accurate repairs.
Data received by the scan tool includes a "freeze frame" of all sensor readings experienced at the
time the fault is recorded, which helps diagnosis in the case of intermittent failures.
Fuel metering
For a satisfactory combustion process, precise fuel injection quantity, timing and dispersion must
be ensured. If the air:fuel mixture in the combustion chamber is not thoroughly atomized and
dispersed during the combustion stroke, some of the fuel may remain unburnt which will lead to
high HC emissions.
The fuel injection system provides accurately metered quantities of fuel to the combustion
chambers to ensure the most efficient air to fuel ratio under all operating conditions. A further
improvement to combustion is made by measuring the oxygen content of the exhaust gases to
enable the quantity of fuel injected to be varied in accordance with the prevailing engine operation
and ambient conditions; any unsatisfactory composition of the exhaust gas is then corrected by
adjustments made to the fuelling by the ECM.
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Air: fuel ratio
The theoretical ideal air.fuel ratio to ensure complete combustion and minimise emissions in a
spark-ignition engine is 14.7:1 and is referred to as the stoichiometric ratio.
The excess air factor is denoted by the Lambda symbol A, and is used to indicate how far the
air.fuel mixture ratio deviates from the theoretical optimum during any particular operating
condition.
When A =1, the air to fuel ratio corresponds to the theoretical optimum of 14.7:1 and is the
desired condition for minimising emissions.
When A> 1, (i.e. A=1.05 to A=1.3) there is excess air available (lean mixture) and lower fuel
consumption can be attained at the cost of reduced performance. For mixtures above A=1.3,
the mixture ceases to be ignitable.
When A< 1, (i.e. A=0.85 to A=0.95) there is an air deficiency (rich mixture) and maximum
output is available, but fuel economy is impaired.
The engine management system used with V8 engines operates in a narrower control range about
the stoichiometric ideal between A=0.97 to 1.03 using closed-loop control techniques. When the
engine is warmed up and operating under normal conditions, it is essential to maintain Aclose to
the ideal (A =1) to ensure the effective treatment of exhaust gases by the three-way catalytic
converters installed in the downpipes from each exhaust manifold.
Changes in the oxygen content has subsequent effects on the levels of exhaust emissions
experienced. The levels of hydrocarbons and carbon monoxide produced around the
stoichiometric ideal control range are minimised, but peak emission of oxides of nitrogen are
experienced around the same range.
Ignition timing
The ignition timing can be changed to minimise exhaust emissions and fuel consumption in
response to changes due to the excess air factor. As the excess air factor increases, the optimum
ignition angle is advanced to compensate for delays in flame propagation.
The reliability of the ignition system is critical for efficient catalytic converter operation, since
misfiring will lead to irreparable damage of the catalytic converter due to the overheating that
occurs when unburned combustion gases are burnt inside it.
CAUTION: If the engine is misfiring, it should be shut down immediately and the cause rectified.
Failure to do so will result in irreparable damage to the catalytic converter.
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Exhaust Emission Control System Components
M170156
Figure 2
Components for a typical VBapplication shown
1.RH catalytic converter
2.Heated oxygen sensors - post-catalytic converter (2 off)
3.LH catalytic converter
4.Heated oxygen sensors - pre-catalytic converter (2 off)
The exhaust emission control components are described below:
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Catalytic converter
5
M170157
Figure 3
1.Exhaust gas from manifold (CO + HC + NO.)
2.Cleaned exhaust gas to tail pipe (C0
2
+ H
20
+ N
2
)
3.Catalytic converter outer case
4.1st ceramic brick
5.2nd ceramic brick
6.Honeycomb structure
The main components of an exhaust emission system are the catalytic converters which are an
integral part of the front exhaust pipe assembly. The catalytic converters are included in the
system to reduce the emission to atmosphere of carbon monoxide (CO), oxides of nitrogen (NO
x
)
and hydrocarbons (HC). The active constituents of the catalytic converters are platinum (Pt),
palladium (PO) and rhodium (Rh). Catalytic converters for NAS low emission vehicles (LEVs)
from 2000MY have active constituents of palladium and rhodium only. The correct
functioning of the converters is dependent upon close control of the oxygen concentration in the
exhaust gas entering the catalyst.
A catalytic converter is located in each of the front pipes from the exhaust manifolds for V-type
engines; a single catalytic converter is located in the front pipe for a single in-line straight cylinder
engine.
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The catalytic converter's housings are fabricated from stainless steel and are fully welded at all
joints. Each catalytic converter contains two elements comprising of an extruded ceramic
substrate which is formed into a honeycomb of small cells (those used on Discovery II have a
density of 62 cells / crn-). The ceramic element is coated with a special surface treatment called
'washcoat' which increases the surface area of the catalyst element by approximately 7000 times.
A coating is applied to the washcoat which contains the precious elements Platinum, Palladium
and Rhodium in the following relative concentrations: 1 Pt : 21.6 PO : 1 Rh
Catalytic converters used on low emission vehicles (LEVs) from 2000MY in NAS markets
have active constituents of palladium and rhodium only in the ratio 14PO: 1Rh.
The metallic coating of platinum and palladium oxidize the carbon monoxide and hydrocarbons
and convert them into water (H
20)
and carbon dioxide (C0
2
) . The coating of rhodium removes the
oxygen from nitrogen oxide (NO
x
) and converts it into nitrogen (N
2
) .
CAUTION: Catalytic converters contain ceramic material, which is very fragile. Avoid heavy
impacts on the converter casing.
WARNING: To prevent personal injury from a hot exhaust system, do not attempt to disconnect
any components until the exhaust system has cooled down.
CAUTION: Serious damage to the catalytic converter may occur if a lower octane number fuel is
used , and definately will occur if leaded fuel is used. The fuel tank filler neck is designed to
accommodate only unleaded fuel pump nozzles.
CAUTION: Ensure the exhaust system is free from leaks. Exhaust gas leaks upstream of the
catalytic converter could cause internal damage to the catalytic converter.
The function and efficiency of the catalytic converter is assessed by measuring the oxygen content
of the exhaust gases before and after the catalytic converter. The relevant oxygen content is
calculated from the signals of the pre-catalytic converter H0
2
sensor and the post-catalytic
converter H0
2
sensor. A properly functioning catalytic converter consumes the oxygen contained
in the exhaust gases that are introduced in order to convert the pollutants or stores it. The gases
flowing into the catalytic converter are converted from CO, HC and NO
x
into CO
2
, H
20
and N
2

In order to determine whether the catalytic converter is functioning correctly, the signal from the
post-catalytic converter H0
2
sensor is observed over a period in which the pre-catalytic converter
H0
2
sensor is operating (i.e. the pre-catalytic converter H0
2
sensor is oscillating). During this
measurement period, the post-catalytic converter H0
2
sensor must remain relatively constant as
the catalytic converter keeps the oxygen content of the emerging gases constant.
In the normal control range, the fluctuating air:fuel ratio in the exhaust gas before the catalyst
results in an oscillating pre-catalytic converter H0
2
sensor signal. Exhaust-gas conversion /
oxygen storage in the functioning catalytic converter results in a relatively constant signal in the
post-catalytic converter H0
2
sensor. Depending on how the vehicle is being operated at the time
of measurement and which catalytic-converter type or which coating is used, the signal is to be
found in the "lean" or "rich" voltage range.
New petrol-engined cars fitted with catalytic converters produce less than 10% of the toxic gases
of pre-1993 cars.
The catalytic converter is monitored once per trip.
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Heated oxygen (H0
2
) sensor
1
M170159
Figure 4
1.Connection cable
2.Disc spring
3.Ceramic support tube
4.Protective sleeve
5.Clamp connection for heating element
6.Heating element
7.Contact element
8.Sensor housing
9.Active sensor ceramic
1O.Protective tube
11.Post-catalytic converter sensor
12.Pre-catalytic converter sensor
The heated oxygen sensor is an integral part of the exhaust emission control system and is used
in conjunction with the catalytic converters and the engine management control unit to ensure that
the air:fuel mixture ratio stays around the stoichiometric point of A = 1, where the catalytic
converters are most effective. Combinations of four or two heated lambda sensors are used in the
exhaust system dependent on market legislation and engine type. For vehicles with aBO, V-type
engines use four H0
2
sensors, and K-series straight cylinder engines use two H0
2
sensors.
On V-type engines, two pre-catalytic converter heated oxygen sensors are mounted in the front
pipes for monitoring the oxygen content of the exhaust gas and two additional post-catalytic
converter heated oxygen sensors are mounted in the exhaust tail pipe. On straight cylinder
engines there is one pre-catalytic converter and one post catalytic converter H0
2
sensor.
The pre-catalytic and post-catalytic converter sensors are not interchangeable, and although it is
possible to mount them in transposed positions, their harness connections are of different gender
and colour. It is important not to confuse the sensor signal pins; the signal pins are gold
plated, whilst the heater supply pins are tinned, mixing them up will cause contamination
and adversely affect system performance.
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Each of the heated oxygen sensors have a four pin connector with the following wiring details:
Sensor signal ground (connects to engine management ECM)
Sensor signal (connects to engine management ECM)
Heater drive (connects to engine management ECM)
Heater supply (connects to voltage supply source via a fuse)
The oxygen sensors consist of a ceramic body (Galvanic cell) which is a practically pure oxygen-
ion conductor made from a mixed oxide of zirconium and yttrium. The ceramic is then coated with
gas-permeable platinum, which when heated to a sufficiently high temperature ( ~ 350
0
C)
generates a voltage which is proportional to the oxygen content in the exhaust gas stream.
The heated oxygen sensor is protected by an outer tube with a restricted flow opening to prevent
the sensor's ceramics from being cooled by low temperature exhaust gases at start up. The post-
catalytic sensors have improved signal quality, but a slower response rate.
The heated oxygen sensors should be treated with extreme care so as not to damage the sensor
housing or tip. The ceramic material within the sensors can be easily cracked if dropped, banged
or over-torqued; the sensors should be torqued to the recommended values indicated in the repair
procedures. Damage can also be caused by excessive heat. Apply anti-seize compound to the
sensor's threads when refitting.
The heated oxygen sensors are screwed into threaded mountings welded in the exhaust pipes at
suitable locations before and after the catalytic converters. They are used to detect the level of
residual oxygen in the exhaust gas to provide an instantaneous indication of whether combustion
is complete. By positioning sensors in the stream of exhaust gases from each separate bank of
the exhaust manifold (V-types), the engine management system is better able to control the
fuelling requirements on each bank independently of the other, so allowing much closer control of
the air:fuel ratio and optimising catalytic converter efficiency.
For example, if the H0
2
sensors signal "Exhaust too rich" =A< 1, the ECM reduces the injection
time in order to reduce the fuel delivery rate.
As part of the E-OBD requirements, all the H0
2
sensors must be monitored separately with regard
to electrical function, sensor heating, control frequency and control function. In order for the H0
2
sensor to be monitored by the ECM, the system must be operating in the control range (i.e. the
system is not using fixed "default" values such as during emergency operation programs or
operating temperature not yet reached).
If the OBD system registers a H0
2
sensor fault, misfire detection, catalytic converter monitoring
and fuel mixture control are interrupted until the fault is rectified. Typical conditions for H0
2
sensor
monitoring are listed in the following table:
.:~ ..
fStCltIJ$
H0
2
sensor control In control operation
Engine coolant temperature Operating temperature
Roadspeed of vehicle 3 to 50 mph (5 to 80 km/h, due to flow)
Secondary air injection (if applicable) Not active
Catalytic-converter temperature Operating temperature (> 350
0
C)
Accelerator-pedal position As constant as possible
Engine speed As constant as possible
Average Avalue As constant as possible (steady load)
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The catalytic-converter temperature is a value determined by the ECM as a function of load, air
mass and time (exhaust-gas temperature model)
The H0
2
sensors are monitored for electrical integrity during normal driving operation. The ECM
checks for open circuit or short circuit faults to ground or battery supply voltage to identify faults in
cables or connectors, and a plausibility check to ensure the signal received is valid and logical.
Diagnostic trouble codes identifying the relevant fault to the associated P-code are listed later in
this document.
If the H0
2
sensor signal voltage falls below the minimum threshold value, the ECM interprets this
as a short circuit to ground and the associated fault code is stored in memory. If the H0
2
sensor
signal voltage exceeds the maximum threshold value, the ECM interprets this as a short circuit to
battery voltage and the associated fault code is stored in memory.
If the monitored H0
2
sensor signal voltage remains unchanged or does not remain in a previously
determined voltage band after the H0
2
sensor has been heated and the engine temperature has
exceeded a specified threshold value, the ECM interprets this as an open circuit and stores the
related fault code in memory.
For each of the faults, the MIL lamp is illuminated if the faults are confirmed after the next drive
cycle.
The H0
2
sensor must be heated so that it can measure the oxygen content in the exhaust gas. If
the heating does not function properly, the sensor signal fails to reach the specified threshold
values of the voltage band "Operation-readiness detection". This results in:
delayed introduction of H0
2
sensor control after starting, thus affecting the emission values;
increased emissions values during operation with H0
2
sensor control.
The functions of the pre-catalytic and post-catalytic convertor H0
2
sensor heating is monitored
cyclically as long as the heating is activated by the ECM.
Depending on the measured values, the H0
2
sensor heating circuits are also checked for open
circuit, short circuit to ground or short circuit to battery voltage. The relevant fault codes (P-codes)
associated with the different fault conditions are listed later in this document.
Inthe case of the Bosch M5.2.1 engine management system, both the current and the voltage are
measured in order to determine the resistance of the H0
2
sensor heater. The current of the H0
2
sensor heater is determined by means of the voltage drop at a series-connected resistor in the
sensor heating circuit. Other engine management systems may utilise different methods for fault
detection in the H0
2
sensor heater circuits.
In addition to H0
2
sensor heater circuit integrity, the heating effect of the sensors is also checked.
A Bosch LSH25 H0
2
sensor is used with the M5.2.1 engine management system which operates
according to the "voltage source" principle with a voltage range between 0.05 V and 0.9V.
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Exhaust Emission System Diagnostics
The engine management ECM contains an on-board diagnostics (aBO) system which performs a
number of diagnostic routines for detecting problems associated with the closed loop emission
control system. The diagnostic unit monitors ECM commands and system responses and also
checks the individual sensor signals for plausibility, these include:
Lambda ratio outside of operating band
Lambda heater diagnostic
Lambda period diagnostic
Post-catalytic converter lambda adaptation diagnostic
Catalyst monitoring diagnostic
Lambda ratio outside operating band
The system checks to ensure that the system is operating in a defined range around the
stoichiometric point. If the system determines that the upper or lower limits for the air:fuel ratio are
being exceeded, the error is stored as a fault code in the ECM diagnostic memory and the MIL
light is illuminated.
Lambda heater diagnostic
The system determines the heater current and supply voltage so that the heater's resistance can
be calculated. After the engine has been started, the system waits for the heated oxygen sensors
to warm up, then calculates the resistance from the voltage and current measurements. If the
value is found to be outside of the upper or lower threshold values, then the fault is processed and
the MIL light is illuminated.
Lambda period diagnostic
The pre-catalytic converter sensors are monitored. As the sensors age, the rich to lean and the
lean to rich switching delays increase, leading to increased emissions if the lambda control
becomes inaccurate. If the switching period exceeds a defined limit, the sensor fault is stored in
the ECM diagnostic memory and the MIL light is illuminated.
Post-catalytic converter lambda adaptation diagnostic
The ageing effects of the pre-catalytic converter sensors are compensated for by an adaptive
value derived from the post-catalytic converter sensors. This is a long term adaption which only
changes slowly. For a rich compensation the additive value is added to the rich delay time. For a
lean compensation, the adaptive value is added to the lean delay time. The adaptive time is
monitored against a defined limit, and if the limit is exceeded, the fault is stored in the ECM's
diagnostic memory and the MIL light is illuminated on the instrument pack.
Catalyst monitoring diagnostic
The catalysts (V8) are monitored both individually and simultaneously for emission pollutant
conversion efficiency. The conversion efficiency of a catalyst is monitored by measuring the
oxygen storage, since there is a direct relationship between these two factors. The closed loop
lambda control fuelling oscillations produce pulses of oxygen upstream of the catalyst, as the
catalyst efficiency deteriorates, its ability to store oxygen is decreased.
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Before catalyst After catalyst Before catalyst After catalyst
Figure 5
The amplitudes of the signals from the pre-catalytic and post-catalytic converter heated oxygen
sensors are compared. As the oxygen storage decreases, the post-catalytic converter sensor
begins to follow the oscillations of the pre-catalytic converter heated oxygen sensors. Under
steady state conditions the amplitude ratio is monitored in different speed / load sites. There are
three monitoring areas, and if the amplitude ratio exceeds a threshold in all three areas, the
catalyst conversion limit is exceeded; the catalyst fault is stored in the diagnostic memory and the
MIL light is illuminated on the instrument pack. There is a reduced threshold value for both
catalysts monitored as a pair. In either case, a defective catalyst requires replacement of the
downpipe assembly.
In the case of a catalytic converter failure the following failure symptoms may be apparent:
MIL light on after 2 driving cycles (i.e. lights up on the third drive cycle if still present).
High exhaust back pressure if catalyst partly melted.
Excessive emissions
Strong smell of H
2S
(rotten eggs).
Oxygen sensor voltages can be monitored using 'Testbook', the approximate output voltage from
the heated oxygen sensors (example is Discovery II) with a warm engine at idle and with closed
loop fuelling active are shown in the table below:
Normal
Pre-catalytic heated oxygen sensors - 100 to 900 mV switching @ - 0.5 - 100 to 900 mV switching @ - 0.5 Hz
Hz
Post-catalytic heated oxygen sensors - 200 to 650 mY, static or slowly - 200 to 850 mY, changinq, up to same
changing frequency as pre-catalytic eated oxygen
sensors
Amplitude ratio (LH H0
2
sensors &RH <0.3 seconds >0.6 seconds }needS to be approximately
H0
2
sensors) 0.75 seconds or single catalyst fault)
Number of s ~ e e d / l o a d monitoring areas 0 >1 (needs to be 3 for fault storage)
exceeded (L &RH)
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Mass air flow sensor and air temperature sensor
The engine management ECM uses the mass air flow sensor to measure the mass of air entering
the intake and interprets the data to determine the precise fuel quantity which needs to be injected
to maintain the stoichiometric air:fuel ratio for the exhaust catalysts. If the mass air flow sensor
fails, lambda control and idle speed control will be affected and the emission levels will not be
maintained at the optimum level. If the device should fail and the ECM detects a fault, it invokes a
software backup strategy.
The air temperature sensor is used by the engine management ECM to monitor the temperature
of the inlet air. If the device fails, catalyst monitoring will be affected. For certain vehicles such as
Discovery II, the air temperature sensor is integral to the mass air flow sensor.
As emissions are affected, the OBD system may activate the MIL lamp and the relevant fault code
and freeze-frame conditions will be stored in ECM memory.
Throttle position sensor
If the engine management ECM detects a throttle position sensor failure, it may indicate a blocked
or restricted air intake filter. Failure symptoms may include:
Poor engine running and throttle response
Emission control failure
No closed loop idle speed control
Altitude adaption is incorrect
If a signal failure should occur, a default value is derived using data from the engine load and
speed.
Atmospheric pressure will vary with altitude and have a resulting influence on the calculations
performed by the ECM in determining the optimum engine operating conditions to minimise
emissions. The following are approximate atmospheric pressures for the corresponding altitudes:
0.96 bar at sea level
0.70 bar at 2,750 m (9,000 ft.)
As emissions are affected, the OBD system may activate the MIL lamp and the relevant fault code
and freeze-frame conditions will be stored in ECM memory.
Faulty sensors
The ECM identifies a faulty signal or a faulty sensor by way of three test steps:
1. Signal or component short-circuited to ground
2. Signal or component short-circuited to battery voltage
3. No signal or component missing (open circuit)
A specific trouble code is set for each type of test, this helps the technician to determine the cause
of the fault during the diagnostic analysis.
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Misfire Monitoring
Misfire monitoring is vital to avoid damage to the catalytic converters. The Engine Control Module
(ECM) must therefore monitor the firing of each individual cylinder to detect misfire and be capable
of recognizing the type of misfire likely to cause catalyst damage or the failure of an emission test.
During misfire monitoring, the signal from the Crankshaft Position Sensor (CKP) is used to
determine engine speed and position as a reference for engine timing.
Spark timing
Spark timing is automatically optimised by the EMS, the timing is advanced when engine speed is
increased or when the air:fuel ratio (AFR) is weakened. Spark timing advance is decreased when
engine load is increased or when the H0
2
sensors detect that the exhaust emission of HC and NO
x
is too high.
Cold starting
From year 2000, ECD3 legislation requires passenger car catalytic converters to work within a few
seconds of cold engine start up. Catalysts must be capable of working effectively in a wide range
of ambient temperature conditions from sub-zero to 50C. Secondary air injection can assist cold
starting, and is currently used on Land Rover vehicles sold in California. OBD is used to check the
operation of the SAl system when fitted. Description and operation of secondary air systems are
included later in this document as means of an introduction to the topic.
Diagnostic Trouble Codes (DTCs)
The Diagnostic Trouble Codes or "P-codes", are distinguished between 'Mandatory' and
'Voluntary' codes. The Society of Automotive Engineers (SAE) defines mandatory (core) codes.
The SAE codes can be identified by a '0' before the 3-digit numeric part of the code (e.g. P-0234).
Voluntary codes are manufacturer specific codes (e.g. Land Rover) and are identified by a '1'
before the three digit code (e.g. P-1234).
The mandatory P-codes are consistent for all vehicle types worldwide, irrespective of
manufacturer or market i.e. the occurrence of a particular mandatory P-code will indicate the same
type of component error as defined by the SAE description irrespective of vehicle type or
manufacturer.
A comprehensive list of P-codes is included in tabular form later in this document.
Service Drive Cycles
To ensure that a fault causing a diagnostic trouble code (DTC) has been successfully resolved,
drive cycles have to be carried out. Testbook indicates the relevant drive cycles to be carried out
following the incidence of a specific P-code.
A driving cycle consists of engine start-up, vehicle operation (exceeding starting speed),
overrunning and engine stopping. On OBDII, a drive cycle is simply defined as starting the engine
and driving the vehicle long enough to raise the coolant temperature by at least 40
0
F (if the start-
up temperature is less than 160
0
F).
A complete driving cycle should perform diagnostics on all systems.
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The following are the TestBook drive cycles used on Discovery II with V8 engines and Bosch 5.2.1
engine management system:
:::::} Drive cycle A:
1. Switch on the ignition for 30 seconds.
2. Ensure engine coolant temperature is less than 60C (140F).
3. Start the engine and allow to idle for 2 minutes.
4. Connect TestBook and check for fault codes.
:::::} Drive cycle B:
1. Switch ignition on for 30 seconds.
4. Perform 2 light accelerations (0 to 35 mph (0 to 60 km/h) with light pedal pressure).
5. Perform 2 medium accelerations (0 to 45 mph (0 to 70 km/h) with moderate pedal pressure).
6. Perform 2 hard accelerations (0 to 55 mph (0 to 90 km/h) with heavy pedal pressure).
7. Allow engine to idle for 2 minutes.
8. Connect TestBook and with the engine still running, check for fault codes.
:::::} Drive cycle C:
7. Cruise at 60 mph (100 km/h) for 8 minutes.
10. Connect TestBook and with the engine still running, check for fault codes.
NOTE: The following areas have an associated readiness test which must be flagged as complete,
before a problem resolution can be verified:
catalytic converter fault;
Evaporative loss system fault;
H0
2
sensor fault;
H0
2
sensor heater fault.
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When carrying out a drive cycle C to determine a fault in any of the above areas, select the
readiness test icon to verify that the test has been flagged as complete.
:::::} Drive cycle D:
:::::} Drive cycle E:
1. Ensure fuel tank is at least a quarter full.
2. Carry out Drive Cycle A.
3. Switch off ignition.
4. Leave vehicle undisturbed for 20 minutes.
5. Switch on ignition.
Driving cycles for other vehicles and engine management systems may differ slightly depending
on the type of emissions related equipment fitted to the vehicle (e.g. secondary air injection
system). Refer to the engine management system for a particular engine in the relevant vehicle
workshop manual.
Driving conditions can be performed on a roller dynamometer or test track.
Homologation Procedure
The emissions testing procedure for vehicles produced after the introduction of EURO-3 includes
a modified driving cycle for measuring the pollutants in the emissions of passenger cars and light-
duty trucks. As part of the homologation procedure, the manufacturer must provide proof that the
vehicle successfully completes the driving cycle stipulated in accordance with this EU directive,
twice in succession without any malfunctions.
The driving cycle consists of the previous EDC (urban) as Part 1 and the new Part 2 (out of town).
System Monitoring
Within the framework of OBD, certain components/systems must be monitored once per driving
cycle while other control systems (e.g. misfire detection) must be monitored continuously
throughout the drive cycle.
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Permanently monitored systems are monitored according to temperature immediately after start-
up and may in the event of malfunctions (e.g. H0
2
sensor) result in the MIL illuminating straight
away. The following are permanently monitored throughout the drive cycle:
Misfire detection
Fuel system (duration of injection)
All electric circuits for emission-related components
Systems which are monitored once per driving cycle will only result in a fault being registered after
the corresponding operating conditions have been completed. It may not be possible for the
system to perform a complete check if the engine is only operating for a brief period before shutting
down again. The following components are monitored once per driving cycle:
H0
2
Sensor function
Catalytic converter function
Technical Academy
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Diagnostic Trouble Codes (DTCs) I P-Codes
The following table lists the fault descriptions associated with particular P-codes, the list is not
intended to be exhaustive, as additional P-codes may be added at any time dependent on
emissions systems employed, introduction of new components particular to a manufacturer or
ECM specific codes.
P-Codes beginning with the designation P-Oxxx are Society of Automotive Engineers (SAE)
defined codes and are generic to all vehicles and manufacturers worldwide. The DTCs were
originally developed for OBDII systems and are referred to as SAE J2012 standards.
P-Codes beginning with the designation P-1xxx are manufacturer specific codes which may be
associated with a particular ECM, component or system.
The following table lists all SAE designated codes and examples of Land Rover / Rover specific
codes:
P-Code 1..anCl Kover.' Kover. On
1(:11.1)
P0100 Mass or Volume Air Flow Circuit Malfunction
P0101 Mass or Volume Air Flow Circuit Range / Load monitoring, the ratio of throttle position to air flow
Performance Problem
P0102 Mass or Volume Air Flow Circuit Low Input
P0103 Mass or Volume Air Flow Circuit High Input MAF signal greater than maximum threshold
P0104 Mass or Volume Air Flow Circuit Intermittent
P0105 Manifold Absolute Pressure / Barometric Pressure
Circuit Malfunction
Circuit Range / Performance Problem
Circuit Low Input
Circuit High Input
Circuit Intermittent
P0110 Intake Air Temperature Circuit Malfunction
P0111 Intake Air TemFfrerature Circuit Range /
Performance roblem
P0112 Intake Air Temperature Circuit Low Input Air temperature signal greater than maximum threshold,
after time for exhaust to warm up
P0113 Intake Air Temperature Circuit High Input Air temperature less than minimum
P0114 Intake Air Temperature Circuit Intermittent
P0115 Engine Coolant Temperature Circuit Malfunction
P0116 Engine Coolant Temperature Circuit Range / Signal differs too much from temperature model
Performance Problem
P0117 Engine Coolant Temperature Circuit Low Input Open circuit or short circuit to battery supply
P0118 Engine Coolant Temperature Circuit High Input Short circuit to earth
P0119 Engine Coolant Temperature Circuit Intermittent
P0120 Throttle / Pedal Position Sensor / Switch A Circuit TPS signal exceeds minimum threshold
Malfunction
P0121 Throttle / Pedal Position Sensor / Switch A Circuit
Range / Performance Problem
P0122 Throttle / Pedal Position Sensor / Switch A Circuit TPS signal exceeds maximum threshold
Low Input
High Input
02-14-LR-W Ver:1
PCClde SAEJ2012 1.C1l1dRClverIRClver Cln
ECI\II)
Intermittent
P0125 Insufficient Coolant Temperature for Closed Loop
Fuel Control
P0126 Insufficient Coolant Temperature for Stable
Operation
P0130 O
2
Sensor Circuit Malfunction (Bank 1 Sensor 1) Front H0
2
Sensor LH bank stoichiometric ratio outside
operating band
P0131 O
2
Sensor Circuit Low Voltage (Bank 1 Sensor 1) Front H0
2
Sensor LH bank short circuit to earth
P0132 O
2
Sensor Circuit High Voltage (Bank 1 Sensor 1) Front H0
2
Sensor LH bank short circuit to battery supply
P0133 O
2
Sensor Circuit Slow Response (Bank 1 Sensor Front H0
2
Sensor aged - period time too long / too short LH
1) bank
P0134 O
2
Sensor Circuit - No Activity Detected (Bank 1 Front H0
2
Sensor LH bank open circuit
Sensor 1)
P0135 O
2
Sensor Heater Circuit Malfunction (Bank 1 Upstream H0
2
Sensor heater LH bank - short / open circuit
Sensor 1)
P0136 O
2
Sensor Circuit Malfunction (Bank 1 Sensor 2) Rear H0
2
Sensor LH bank stoichiometric ratio outside
operating band
P0137 O
2
Sensor Circuit Low Voltage (Bank 1 Sensor 2) Rear H0
2
Sensor LH bank short circuit to battery supply
P0138 O
2
Sensor Circuit High Voltage (Bank 1 Sensor 2) Rear H0
2
Sensor LH bank short circuit to earth
P0139 O
2
Sensor Circuit Slow Response (Bank 1 Sensor
2)
P0140 O
2
Sensor Circuit - No Activity Detected (Bank 1 Rear H0
2
Sensor LH bank open circuit
Sensor 2)
P0141 O
2
Sensor Heater Circuit Malfunction (Bank 1 Downstream H0
2
Sensor heater LH bank - short/open
Sensor 2) circuit
P0142 O
2
Sensor Circuit Malfunction (Bank 1 Sensor 3)
P0143 O
2
Sensor Circuit Low Voltage (Bank 1 Sensor 3)
P0144 O
2
Sensor Circuit High Voltage (Bank 1 Sensor3)
P0145 O
2
3)
P0146 O
2
Sensor Circuit No Activity Detected (Bank 1
Sensor 3)
P0147 O
2
Sensor Heater Circuit Malfunction (Bank 1
Sensor 3)
P0150 O
2
Sensor Circuit Malfunction (Bank 2 Sensor 1) Front H0
2
Sensor RH bank Stoichiometric ration outside
operating band
P0151 O
2
Sensor Circuit Low Voltage (Bank 2 Sensor 1) Front H0
2
Sensor RH bank short circuit to earth
P0152 O
2
Sensor Circuit High Voltage (Bank 2 Sensor 1) Front H0
2
Sensor RH bank short circuit to battery supply
P0153 O
2
Sensor Circuit Slow Response (Bank 2 Sensor Front H0
2
sensor aged - period time too long / too short RH
1) bank
P0154 O
2
Sensor Circuit - No Activity Detected (Bank 2 Front H0
2
Sensor RH bank open circuit
Sensor 1)
P0155 O
2
Sensor Heater Circuit Malfunction (Bank 2 Upstream H0
2
Sensor heater RH bank - short/open circuit
Sensor 1)
P0156 O
2
Sensor Circuit Malfunction (Bank 2 Sensor 2) Rear H0
2
sensor RH bank stoichiometric ratio outside
operating band
P0157 O
2
Sensor Circuit Low Voltage (Bank 2 Sensor 2) Rear H0
2
Sensor RH bank short circuit to battery supply
P0158 O
2
Sensor Circuit High Voltage (Bank 2 Sensor 2) Rear H0
2
Sensor short circuit to earth
P0159 O
2
2)
P0160 O
2
Sensor Circuit - No Activity Detected (Bank 2 Rear H0
2
Sensor RH bank open circuit
Sensor 2)
P0161 O
2
Sensor Heater Circuit Malfunction (Bank 2 Downstream H0
2
Sensor heater RH bank - short/open
Sensor 2) circuit
P0162 O
2
Sensor Circuit Malfunction (Bank 2 Sensor 3)
P0163 O
2
Sensor Circuit Low Voltage (Bank 2 Sensor 3)
P0164 O
2
Sensor Circuit High Voltage (Bank 2 Sensor 3)
P0165 O
2
3)
Technical Academy
0214LRW Ver:1
41
PCocle SAE J201.2.......~ .......t' ........ L.ancl Ro\fer.'.RO\fer. Oil
ECIVII
P0166 O
2
Sensor Circuit No Activity Detected (Bank 2
Sensor 3)
P0167 O
2
Sensor Heater Circuit Malfunction (Bank 2
Sensor 3)
P0170 Fuel Trim Malfunction (Bank 1) High leak rate
P0171 System too Lean (Bank 1) Multiplication injector adaptive fuelling lean limit exceeded
LH bank
P0172 System too Rich (Bank 1) Multiplication injector adaptive fuelling rich limit exceeded
RH bank
P0173 Fuel Trim Malfunction (Bank 2)
P0174 System too Lean (Bank 2)
Multiplication injector adaptive fuelling lean limit exceeded
RH bank
P0175 System too Rich (Bank 2) Multiplication injector adaptive fuelling rich limit exceeded
RH bank
P0176 Fuel Composition Sensor Circuit Malfunction
P0177 Fuel Composition Sensor Circuit Range /
Performance
P0178 Fuel Composition Sensor Circuit Low Input
P0179 Fuel Composition Sensor Circuit High Input
P0180 Fuel Temperature Sensor A Circuit Malfunction
P0181 Fuel Temperature Sensor A Circuit Range /
Performance
P0182 Fuel Temperature Sensor A Circuit Low Input
P0183 Fuel Temperature Sensor A Circuit High Input
P0184 Fuel Temperature Sensor A Circuit Intermittent
P0185 Fuel Temperature Sensor B Circuit Malfunction
P0186 Fuel Temperature Sensor B Circuit Range /
Performance
P0187 Fuel Temperature Sensor B Circuit Low Input
P0188 Fuel temeprature Sensor B Circuit High Input
P0189 Fuel Temperature Sensor B Circuit Intermittent
P0190 Fuel Rail Pressure Sensor Circuit Malfunction
P0191 Fuel Rail Pressure Sensor Circuit Range /
Performance
P0192 Fuel Rail Pressure Sensor Circuit Low Input
P0193 Fuel Rail Pressure Sensor Circuit High Input
P0194 Fuel Rail Pressure Sensor Circuit Intermittent
P0195 Engine Oil Temperature Sensor Malfunction
P0196 Engine Oil Temperature Sensor Range /
Performance
P0197 Engine Oil Temperature Sensor Low
P0198 Engine Oil Temperature Sensor High
P0199 Engine Oil Temperature Sensor Intermittent
P0200 Injector Circuit Malfunction
P0201 Injector Circuit Malfunction - Cylinder1 Fuel injector cylinder 1 open circuit
P0202 Injector Circuit Malfunction - Cylinder 2 Fuel injector cylinder 2 open circuit
P0204 Injector Circuit Malfunction Cylinder 4 Fuel injector cylinder 4 open circuit
P0209 Injector Circuit Malfunction - Cylinder 9
P0211 Injector Circuit Malfunction - Circuit 11
0214LRW Ver:1
ECI\II)
P0213 Cold Start Injector 1 Malfunction
P0214 Cold Start Injector 2 Malfunction
P0215 Engine Shutoff Solenoid Malfunction
P0216 Injection Timing Control Circuit Malfunction
P0217 Engine Overtwmp Condition
P0218 Transmission Over Temperature Condition
P0219 Engine Overspeed Condition
P0220 Throttle / Pedal Position Sensor / Switch B Circuit
Malfunction
Low Input
High Input
P0224 Throttle / Pedal Position / Switch B Circuit
Intermittent
P0225 Throttle / Pedal Position Sensor / Switch C Circuit
Malfunction
P0227 Throttle / Pedal Position Sensor / Switch C Low
Input
P0228 Throttle / Pedal Position Sensor / Switch C High
Input
Intermittent
P0230 Fuel Pump Primary Circuit Malfunction
P0231 Fuel Pump Secondary Circuit Low
P0232 Fuel Pump Secondary Circuit High
P0233 Fuel Pump Secondary Circuit Intermittent
P0234 Engine Overboost Condition
P0235 Turbocharger Boost Sensor A Circuit malfunction
P0236 Turbocharger Boost Sensor A Circuit / Range
Performance
P0237 Turbocharger Boost Sensor A Circuit Low
P0238 Turbocharger Boost Sensor A Circuit High
P0239 Turbocharger Boost Sensor B Malfunction
P0240 Turbocharger Boost Sensor B Circuit Range /
Performance
P0241 Turbocharger Boost Sensor B Circuit Low
P0242 Turbocharger Boost Sensor B Circuit High
P0243 Turbocharger Wastegate Solenoid A Malfunction
P0244 Turbocharger Wastegate Solenoid A Range /
Performance
P0245 Turbocharger Wastegate Solenoid A Low
P0246 Turbocharger Wastegate Solenoid A High
P0247 Turbocharger Wastegate Solenoid B Malfunction
P0248 Turbocharger Wastegate Solenoid B Range /
Performance
P0249 Turbocharger Wastegate Solenoid BLow
P0250 Turbocharger Wastegate Solenoid B High
P0251 Injection pumc? Fuel Metering Control "A"
Malfunction ( am / Rotor / Injector)
P0252 Injection Pump Fuel Meterin9 Control "A" Range /
Performance (Cam / Rotor / njector)
Technical Academy
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43
ECIVII
P0253 I ~ e c t i o n pumr Fuel Metering Control "A" Low
( am / Rotor Injector)
P0254 I ~ e c t i o n pumr Fuel Metering Control "A" High
P0255 Intection pum& Fuel Metering Control "A"
In ermittent ( am / Rotor / Injector)
P0256 Injection pum8, Fuel Metering Control "B"
Malfunction ( am / Rotor / Injector)
P0257 Injection Pump Fuel Meterinq Control "B" Range /
Performance (Cam / Rotor / njector)
P0258 I ~ e c t i o n pumr Fuel Metering Control "B" Low
P0259 I ~ e c t i o n pumr Fuel Metering Control "B" High
P0260 Intection pum& Fuel Metering Control "B"
In ermittent ( am / Rotor / Injector)
P0261 Cylinder 1 Injector Circuit Low Fuel injector cylinder 1 short circuit to earth
P0262 Cylinder 1 Injector Circuit High Fuel injector cylinder 1 short circuit to battery supply
P0263 Cylinder 1 Contribution / Balance Fault
P0285 Cylinder 9 Injector Circuit Low
P0286 Cylinder 9 Injector Circuit High
P0287 Cylinder 9 Contribution / Balance fault
P0300 Random / Multiple Cylinder Misfire Detected Excess emissions / catalyst damaging level of misfire
detected on more than one cylinder
0214LRW Ver:1
ECI\II)
P0301 Cylinder 1 Misfire Detected Fuel injector cylinder 1 excess emissions / catalyst
damaging level of misfire
P0309 Cylinder 9 Misfire Detected
P0320 ~ n i t i o n / Distributor Engine Speed Input Circuit
alfunction
P0321 ~ n i t i o n / Distributor Engine Speed Input Circuit
ange / Performance
P0322 ~ n i t i o n / Distributor Engine Speed Input Circuit No
iqnal
P0323 Ignition / Distributor Engine Speed Input Circuit
Intermittent
P0325 Knock Sensor 1 Circuit Malfunction (Bank 1 or
Single Sensor)
P0326 Knock Sensor 1 Range / Perforance (Bank 1 or
Single Sensor)
P0327 Knock Sensor 1 Circuit Low Input (Bank 1 or Knock Sensor LH bank - s ~ n a l smaller than threshold
Single Sensor) determined from ECM mo el above 2200 rev/min.
P0328 Knock Sensor 1 Circuit High Input (Bank 1 or Knock Sensor LH bank - s ~ n a l greater than threshold
Single Sensor) determined from ECM mo el above 2200 rev/min.
P0329 Knock Sensor 1 Circuit Intermittent (Bank 1 or
Single Sensor)
P0330 Knock Sensor 2 Circuit Malfunction (Bank 2)
P0331 Knock Sensor 2 Circuit Range / Performance
(Bank 2)
P0332 Knock Sensor 2 Circuit Low Input (Bank 2) Knock Sensor RH bank - signal smaller than threshold
determined from ECM model above 2200 rev/min.
P0333 Knock Sensor 2 Circuit High Input (Bank 2) Knock Sensor RH bank - signal greater than threshold
determined from ECM model above 2200 rev/min.
P0334 Knock Sensor 2 Circuit Intermittent (Bank 2)
P0335 Crankshaft Position Sensor A Circuit Malfunction CKP Sensor reference mark outside search window with
engine speed above 500 rev/min for 2 rev/min
P0336 Crankshaft Position Sensor A Circuit Range / CKP Sensor - incorrect number of teeth detected 1 tooth
Performance between reference marks
P0337 Crankshaft Position Sensor A Circuit Low Input
P0338 Crankshaft Position Sensor A Circuit High Input
P0339 Crankshaft Position Sensor A Circuit Intermittent
P0340 Camshaft Position Sensor Circuit Malfunction Open/short circuit to vehicle supply or earth
P0341 Camshaft Position Sensor Circuit Range /
Performance
P0342 Camshaft Position Sensor Circuit Low Input
P0343 Camshaft Position Sensor Circuit High Input
P0344 Camshaft Position Sensor Circuit Intermittent
P0350 ~ n i t i o n Coil Primary / Secondary Circuit
alfunction
Technical Academy
0214LRW Ver:1
45
PCocle SAE J201.2....... .......t' ........ L.ancl Ro\fer.'.RO\fer. Oil
ECIVII
P0351 Coil A Primary / Secondary Circuit
alfunction
P0352 Coil B Primary / Secondary Circuit
alfunction
P0353 Coil C Primary / Secondary Circuit
alfunction
P0354 Coil D Primary / Secondary Circuit
alfunction
P0355 Coil E Primary / Secondary Circuit
alfunction
P0356 Coil F Primary / Secondary Circuit
alfunction
P0357 Coil G Primary / Secondary Circuit
alfunction
P0358 Coil H Primary / Secondary Circuit
alfunction
P0359 Coil I Primary / Secondary Circuit
alfunction
P0360 Coil J Primary / Secondary Circuit
alfunction
P0361 Coil K Primary / Secondary Circuit
alfunction
P0362 Coil L Primary / Secondary Circuit
alfunction
P0370 Timing Reference High Resolution Signal A
Malfunction
P0371 High Resolution Signal A Too
Many ulses
P0372 Reference High Resolution Signal A Too
Few ulses
P0373 Timing Reference Resolution Signal A
Intermittent / Erratic ulses
P0374 Timing Reference High Resolution Signal A No
Pulses
P0375 Timing Reference High Resolution Signal B
Malfunction
P0376 High Resolution Signal B Too
Many ulses
P0377 Reference High Resolution Signal B Too
Few ulses
P0378 Timing Reference Resolution Signal B
Intermittent / Erratic ulses
P0379 Timing Reference High Resolution Signal B No
Pulses
P0380 Glow Plug / Heater Circuit "A" Malfunction
P0381 Glow Plug / Heater Indicator Circuit Malfunction
P0382 Exhaust Gas Recirculation Flow Malfunction
P0385 Crankshaft Position sensor B Circuit Malfunction
P0386 Crankshaft Position Sensor B Circuit Range /
Performance
P0387 Crankshaft Position Sensor B Circuit Low Input
P0388 Crankshaft Position sensor B Circuit High Input
P0389 Crankshaft Position Sensor B Circuit Intermittent
P0400 Exhaust Gas Recirculation Flow Malfunction
P0401 Exhaust Gas Recirculation Flow Insufficient
Detected
P0402 Exhaust Gas Recirculation Flow Excessive
Detected
P0403 Exhaust Gas Recirculation Circuit Malfunction
P0404 Exhaust Gas Recirculation Circuit Range /
Performance
P0405 Exhaust Gas Recirculation Sensor A Circuit Low
0214LRW Ver:1
ECI\II)
P0406 Exhaust Gas Recirculation Sensor A Circuit High
P0407 Exhaust Gas Recirculation Sensor B Circuit Low
P0408 Exhaust Gas Recirculation Sensor B Circuit High
P0410 Secondary Air Injection System Malfunction
P0411 Secondary Air Injection System Incorrect Flow
Detected
P0412 Secondary Air Injection System Switching Valve A
Circuit Malfunction
Circuit Open
Circuit Shorted
P0415 Secondary Air Injection System Switching Valve B
Circuit Malfunction
Circuit Open
Circuit Shorted
P0418 Secondary Air Injection System Relay "A" Circuit
Malfunction
P0419 Secondary Air Injection System Relay "B" Circuit
Malfunction
P0420 Catalyst System Efficiency Below Threshold Catalyst efficiency deteriorated - bank A
(BanK 1)
P0421 Warm Up Catalyst Efficiency Below Threshold Catalyst efficiency deteriorated - bank B
(Bank 1)
P0422 Main Catalyst Efficiency Below Threshold (Bank
1)
P0423 Heated Catalyst Efficiency Below Threshold
(Bank 1)
P0424 Heated Catalyst Temperature Below Threshold
(Bank 1)
P0430 Catalyst System Efficieny Below Threshold (Bank
2)
P0431 Warm Up Catalyst Efficiency Below Threshold
(Bank 2)
P0432 Main Catalyst Efficiency Below Threshold (Bank
2)
P0433 Heated Catalyst Efficiency Below Threshold
(Bank 2)
P0434 Heated Catalyst Temperature Below Threshold
(Bank 2)
P0440 Evaporative Emission Control System Malfunction Purge valve not sealing
P0441 Evaporative Emission Control System Incorrect
Purge Flow
P0442 Evaporative Emission Control System Leak Small leak within system
Detected (small leak)
P0443 Evaporative Emission System Purge Control Purge valve short circuit to battery voltage
Valve Circut Malfunction
P0444 Evaporative Emission Control System Purge Purge valve open circuit
Control Valve Circuit Open
P0445 Evaporative Emission Control System Purge Purge valve short circuit to ground
Control Valve Circuit Shorted
P0446 Evaporative Emission Control System Vent Purge canister vent valve functionality fault
Control Circuit Malfunction
P0447 Evaporative Emission Control System Vent Purge canister vent valve power stage fault
Control Circuit Open
P0448 Evaporative Emission Control System Vent Purge canister vent valve power stage fault
Control Circuit Shorted
P0449 Emission Control System Vent Valve Purge canister vent valve power stage fault
/ So enoid Circuit Malfunction
P0450 Evaporative Emission Control System Pressure
Sensor Malfunction
Technical Academy
0214LRW Ver:1
47
ECIVII
P0451 Evaporative Emission Control System Pressure Fuel tank pressure signal stuck high within range
Sensor Range / Performance
P0452 Evaporative Emission Control System Pressure Fuel tank pressure signal short circuit to battery voltage
Sensor Low Input (Out of range High)
P0453 Evaporative Emission Control System Pressure DST signal short circuit to ground or open circuit (out of
Sensor High Input range LOW)
P0454 Evaporative
P0455 Evaporative Emission Control System Leak
Detected (gross leak)
P0460 Fuel Level Sensor Circuit Malfunction
P0461 Fuel Level Sensor Circuit Range / Performance
P0462 Fuel Level Sensor Circuit Low Input
P0463 Fuel Level Sensor Circuit High Input
P0464 Fuel Level Sensor Circuit Intermittent
P0465 Purge Flow Sensor Circuit Malfunction
P0466 Purge Flow Sensor Circuit Range / Performance
P0467 Purge Flow Sensor Circuit Low Input
P0468 Purge Flow Sensor Circuit High Input
P0469 Purge Flow Sensor Circuit Intermittent
P0470 Exhaust Pressure Sensor Malfunction
P0471 Exhaust Pressure Sensor Malfunction
P0472 Exhaust Pressure Sensor Range / Performance
P0473 Exhaust Pressure Sensor High
P0474 Exhaust Pressure Sensor Intermittent
P0475 Exhaust Pressure Control Valve Malfunction
P0476 Exhaust Pressure Control Valve Range /
Performance
P0477 Exhaust Pressure Control Valve Low
P0478 Exhaust Pressure Control Valve High
P0479 Exhaust Pressure Control Valve Intermittent
P0480 Cooling Fan 1 Control Circuit Malfunction
P0483 Cooling Fan Rationality Check Malfunction
P0484 Cooling Fan Circuit Over Current
P0485 Cooling Fan Power / Ground Circuit Malfunction
P0500 Vehicle Speed Sensor Malfunction Vehicle speed signal open / short circuit
P0501 Vehicle Speed Sensor Range / Performance Vehicle speed signal implausible
P0502 Vehicle Speed Sensor Circuit Low Input
P0503 Vehicle Speed Sensor Intermittent / Erratic / High
P0505 Idle Control System Malfunction
P0506 Idle Control System RPM Lower Than Expected
P0507 Idle Control System RPM Higher Than Expected
P0510 Closed Throttle Position Switch Malfunction
P0520 E n ~ i n e Oil Pressure Sensor / Switch Circuit
Ma function
P0521 Engine Oil Pressure Sensor / Switch Circuit
Range / Performance
P0522 Engine Oil Pressure Sensor / Switch Circuit Low
Voltage
P0523 Engine Oil Pressure Sensor / Switch Circuit High
Voltage
P0530 NC Refrigerant Pressure Sensor Circuit
Malfunction
P0531 NC Refrigerant Pressure Sensor Circuit Range /
Performance
0214LRW Ver:1
ECI\II)
P0532 NC Refrigerant Pressure Sensor Circuit Low
Input
P0533 NC Refrigerant Pressure Sensor Circuit High
Input
P0534 Air Conditioner Refrigerant Charge Loss
P0550 Power Steering Pressure Sensor Circuit
Malfunction
P0551 Power Steering Pressure Sensor Circuit Range /
Performance
P0552 Power Steering Pressure Sensor Circuit Low
Input
P0553 Power Steering Pressure Sensor Circuit High
Input
P0554 Power steering Pressure sensor Circuit
Intermittent
P0560 System Voltage Malfunction Power supply system voltage error
P0561 System Voltage Unstable
P0562 System Voltage Low Power supply system voltage low
P0563 System Voltage High Power supply system voltage high
P0565 Cruise Control On Signal Malfunction
P0566 Cruise Control Off Signal Malfunction
P0567 Cruise Control Resume Signal Malfunction
P0568 Cruise Control set Signal Malfunction
P0569 Cruise Control Coast Signal Malfunction
P0570 Cruise Control Accel Signal Malfunction
P0571 Cruise Control/Brake Switch A Circuit
Malfunction
P0572 Cruise Control/Brake Switch A Circuit Low
P0573 Cruise Control/Brake Switch A Circuit High
P0574 Cruise Control Related malfunction
P0575 Cruise Control Related Malfunction
P05?? Cruise Control Related Malfunction
P0600 Serial Communication Link Malfunction Controller Area Network (CAN) timed out
P0601 Internal Control Module Memory Check Sum Error CPU ROM fault
P0602 Control Module Programming Error
P0603 Internal Control Module Keep Alive Memory External RAM fault or fault memory errors implausible
(KAM) Error
P0604 Internal Control Module Random Access Memory Internal RAM fault
(RAM) Error
P0605 Internal control Module Read Only Memory
(ROM) Error
P0606 PCM Processor Fault Knock ASIC test pulse or zero test error encountered (ECU
self test)
P0608 Control Module VSS Output "A" Malfunction
P0609 Control Module VSS Output "B" Malfunction
P0620 Generator Control Circuit Malfunction
P0621 Generator Lamp "L" Control Circuit Malfunction
P0622 Generator Field "F" Control Circuit Malfunction
P0650 Malfunction Indicator Lamp (MIL) Control Circuit
Malfunction
P0654 Engine RPM Output Circuit Malfunction Engine speed signal open circuit, short to ground or short to
battery voltage
Technical Academy
0214LRW Ver:1
49
PCocle SAE J201.2....... .......t' ........ L.ancl Ro\fer.'.RO\fer. Oil
ECIVII
P0655 Hot Lamp Output Control Circuit
Ma function
P0656 Fuel Level Output Circuit Malfunction
P0700 Transmission Control system Malfunction
P0701 Transmission Control System Range /
Performance
P0702 Transmission Control system Electrical
P0703 Converter / Brake Switch B Circuit
Mal unction
P0704 Clutch Switch Input Circuit Malfunction
P0705 Transmission Range Sensor Circuit Malfunction
(PRNDL Input)
P0706 Transmission Range Sensor Circuit Range /
Performance
P0707 Transmission Range Sensor Circuit Low Input
P0708 Transmission Range Sensor Circuit High Input
P0709 Transmission Range Sensor Circuit Intermittent
P0710 Transmission Fluid Temperature Sensor Circuit
Malfunction
Range / Performance
Low Input
High Input
Intermittent
P0715 Input / Turbine Speed Sensor Circuit Malfunction
P0716 Input / Turbine Speed Sensor Circuit Range /
Performance
P0717 Input / Turbine speed Sensor Circuit No Signal
P0718 Input / Turbine Speed Sensor Circuit Intermittent
P0719 Torque Converter / Brake Switch B Circuit Low
P0720 Output Speed Sensor Circuit Malfunction
P0721 Speed Sensor Circuit Range /
Pe ormance
P0722 Output Speed Sensor No Signal
P0723 Output Speed Sensor Intermittent
P0724 Torque Converter / Brake Switch B Circuit High
P0725 Engine Speed Input Circuit Malfunction
P0726 Output Speed sensor Range / Performance
P0727 Engine Speed Input Circuit No Signal
P0728 Engine Speed Input Circuit Intermittent
P0730 Incorrect Gear Ratio
P0731 Gear 1 Incorrect Ratio
P0736 Reverse Gear Incorrect Ratio
P0740 Torque Converter Clutch Circuit Malfunction
P0741 Torque Converter Clutch Circuit Performance or
Stuck Off
P0742 Torque Converter Clutch Circuit Stuck On
P0743 Torque Converter Clutch Circuit Electrical
P0744 Torque Converter Clutch Circuit Intermittent
P0745 Pressure Control Solenoid Malfunction
0214LRW Ver:1
ECI\II)
P0746 Pressure Control Solenoid Performance or Stuck
Off
P0747 Pressure Control Solenoid Stuck On
P0748 Pressure Control Solenoid Electrical
P0749 Pressure Control Solenoid Intermittent
P0750 Shift Solenoid A Malfunction
P0751 Shift Solenoid A Performance or Stuck Off
P0752 Shift Solenoid A Stuck On
P0753 Shift Solenoid A Electrical
P0754 Shift Solenoid A Intermittent
P0755 Shift Solenoid B Malfunction
P0756 Shift Solenoid B Performance or Stuck Off
P0757 Shift Solenoid BStuck On
P0758 Shift Solenoid B Electrical
P0759 Shift Solenoid B Intermittent
P0760 Shift Solenoid C Malfunction
P0761 Shift Solenoid C Performance or Stuck Off
P0762 Shift Solenoid C Stuck On
P0763 Shift Solenoid C Electrical
P0764 Shift Solenoid C Intermittent
P0765 Shift Solenoid D Malfunction
P0766 Shift Solenoid D Performance or Stuck Off
P0767 Shift Solenoid D Stuck On
P0768 Shift Solenoid D Electrical
P0769 Shift Solenoid D Intermittent
P0770 Shift Solenoid E Malfunction
P0771 Shift Solenoid E Performance or Stuck Off
P0772 Shift Solenoid E Stuck On
P0773 Shift Solenoid E Electrical
P0774 Shift Solenoid E Intermittent
P0780 Shift Malfunction
P0781 1-2 Shift Malfunction
P0785 Shift / Timing Solenoid Malfunction
P0786 Shift / Timing Solenoid Range / Performance
P0787 Shift / Timing Solenoid Low
P0788 Shift / Timing Solenoid High
P0789 Shift / Timing Solenoid Intermittent
P0790 Normal/Performance Switch Circuit Malfunction
P0801 Reverse Inhibit Control Circuit Malfunction
P0803 1-4 Upshift (Skip Shift) Solenoid Control Circuit
Malfunction
P0804 1-4 Upshift (Skip Shift) Lamp Control Circuit
Malfunction
P1000 PCM has been reset, no diagnostic results Permanent power supply interrupted
available
P1117 Engine Coolant Temperature Radiator Outlet
Sensor Low Input
P1118 Engine Coolant Temperature Radiator Outlet
Sensor High Input
P1129 O
2
Sensors Swapped Bank to Bank (Sensor 1) Front H0
2
Sensors transposed
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51
ECIVII
P1170 Downstream Fuel Trim Malfunction (Bank 1) Front H0
2
Sensor aged - ATV adaption too lean / too rich
LH bank
P1171 System too Lean Bank A Additive injector adaptive fuelling, lean limit exceeded LH
bank
P1172 System too Rich Bank A and Bank B Additive injector adaptive fuelling, rich limit exceeded LH
bank
P1173 Downstream Fuel Trim Malfunction (Bank 2) Front H0
2
Sensor aged - ATV adaption too lean / too rich
RH bank
P1174 System too Lean Bank B Additive injector adaptive fuelling, lean limit exceeded RH
bank
P1175 System too Rich Bank B Additive injector adaptive fuelling, rich limit exceeded RH
bank
P1776 Electronic Automatic Transmission (EAT) Torque interface
error
P1188 Fuelling Trim Adaption Bank A
P1189 Fuelling Trim Adaption Bank B
P1230 Fuel Pump Relay Malfunction Fuel pump relay open circuit
P1231 Fuel Pump Relay Circuit Low Fuel pump relay short circuit to battery supply
P1232 Fuel Pump Relay Circuit High Fuel pump relay short circuit to earth
P1300 Misfire Detected Sufficient to Cause Catalyst Catalyst damaging level of misfire on more than onecylinder
Damage
P1301 No description Catalyst damaging level of misfire detected on cylinder No.1
P1302 No description Catalyst damaging level of misfire detected on cylinder No.
2
3
8
P1319 Misfire Detected at Low Fuel Level
P1412 Secondary Air Injection System Malfunction (Bank
1)
P1413 Secondary Air Injection System Air Control Valve
Always Open (Bank 1)
P1414 Secondary Air Injection System Low Air Flow
(Bank 1)
P1415 Secondary Air Injection System Malfunction (Bank
2)
P1416 Secondary Air Injection System Air Control Valve
Always Open (Bank 2)
P1417 Secondary Air Injection System Low Air Flow
(Bank 2)
P1450 Evaporative Emission Control System Leakage
Pump Circuit Plausibility
Pump Circuit High
Pump Circuit Low Current
Pump Circuit High Current
P1509 IACV Opening Coil Malfunction Open circuit or short circuit to battery supply or earth -
opening windings
P1510 IACV - Opening Coil Circuit Malfunction
P1513 IACV - opening Coil Circuit Low
P1514 IACV Opening Coil Circuit High
P1535 Air Conditioning Compressor Request ATC requested when not in standby mode
Malfunction
0214LRW Ver:1
P-CClde SAEJ2012 1.C1l1dRClverIRClver Cln
ECI\II)
P1536 Air Conditioning Compressor Request Range / ATC compressor clutch relay open circuit
Performance
P1537 Air Conditioning Compressor Request Low Input ATC compressor clutch relay short to earth
P1538 Air Conditioning Compressor Request High Input ATC compressor clutch relay short to battery supply
P1550 IACV - Closing Coil Malfunction Open circuit or short circuit to battery supply or earth -
closing windings
P1551 IACV - Closing Coil Circuit Malfunction
P1552 IACV - Closing Coil Circuit Low
P1553 IACV - Closing Coil Circuit High
P1590 ABS Rough Road Signal Circuit Malfunction Hardware is OK but the SLABS ECU is sending an error
signal
P1591 ABS Rough Road Signal Circuit Low Signal from SLABS ECU shorted to ground or open circuit
P1592 ABS Rough Road Signal Circuit High Signal from SLABS ECU shorted to battery voltage
P1663 Throttle Angle / Torque Signal Circuit Malfunction SLABS HOC link open circuit
P1664 Throttle Angle / Torque Signal Circuit Low SLABS HOC link short to ground
P1665 Throttle Angle / Torque Signal Circuit High SLABS HOC link short circuit to battery voltage
P1666 Engine Anti-Theft Signal Circuit Malfunction BCU serial link frame / bit timing error
P1667 Engine Anti-Theft Signal Circuit Low Serial link short to earth
P1668 Engine Anti-Theft Signal Circuit High Serial link open circuit
P1669 Control Module Cooling Fan Circuit
Ma function
P1670 Engine Control Module Cooling Fan Circuit Low
P1671 Engine Control Module Cooling Fan Circuit High
P1672 Engine Anti-Theft Signal Wrong Code Received Secure ECM, received incorrect code
P1673 Engine Anti-Theft Signal New Engine Control New ECM fitted
Module Not Configured
P1674 Engine Anti-Theft Signal No code ECM, valid code received
P1675 Condensor Fan Circuit Malfunction
P1700 Transfer Box Indicated Range - Performance Low range signal implausible
P1701 Transfer Box has a fault condition to the
Engine Control Mo ule
P1702 Transfer Box - Signal Line Communication Frame
Error
P1703 Transfer box link - signal line permanently at 12V
or open circuit
P1708 Transfer box link - signal line permanently at
ground
P1776 Transmission Control System Torque Interface
Malfunction
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List of Abbreviations and Acronyms
The following list contains explanations of abbreviations and acronyms likely to be encountered
when dealing with emissions and On-Board Diagnotics systems:
ABS Anti-lock Brake System
ACEA European Automobile Manufacturer's Association
ASC Automatic Stability Control
C Centigrade (temperautre reading in DC)
CAL EPA California Environmental Protection Agency
CARB California Air Resources Board
CO Carbon Monoxide
CO
2
Carbon Dioxide
DDE Digital Diesel Electronics
DLC Data Link Connector (standardised 16-pin diagnostic connector)
Drive Cycle A specific sequence of start-up, warm-up and driving tasks that tests all OBD
functions
DTC Diagnostic Trouble Code (standardised trouble codes)
EC European Community
ECM Engine Control Module - the main in-car computer controlling emissions and
engine operation
EDC European Drive Cycle
EEPROM Electrically Erasable Programmable Read Only Memory
EFI Electronic Fuel Injection
EGR Exhaust Gas Recirculation
E-OBD European On-Board Diagnostics
EPA Environmental Protection Agency
ESC Electronic Spark Control
EST Electronic Spark Timing
EU European Union (relates to European exhaust-emissions legislation)
EUI Electronic Unit Injector
EVAP Evaporative Emissions
FTP Federal Test Procedure
Fuel Trim Engine computer function that keeps the air / fuel mixture as close to the ideal
stoichiometric ratio as possible (when A =1, air:fuel =14.7 :1)
g Gramme
H
2O
Water
HC Hydrocarbons
H0
2S
Heated Oxygen Sensor
H
2SO4
Sulphuric Acid
IS09141 International Standards Organization OBDII communications mode. One of three
hardware layers defined by OBDII
J1850PWM Pulse Width Modulated - SAE-establihed OBDII communication standard. One of
three hardware layers defined by OBDII
J1850VPW Variable Pulse Width Modulated - SAE-established OBDII communication
standard. One of three hardware layers defined by OBDII
J1962 SAE-established standard for the connector plug layout used for all OBDII scan
tools
J1978 SAE-established standard for OBDII scan tools
J1979 SAE-established standard for diagnostic test modes
J2012 SAE-established standard accepted by EPA as the standard report language for
emission tests
JAMA Japanese Association of Automotive Manufacturers
KAMA Korean Association of Automotive Manufacturers
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K Kelvin (temperature reading in OK)
kg Kilogramme
km Kilometre
kPa KiloPascal (pressure measurement)
LCD Liquid Crystal Display
LEV Low Emission Vehicle
MAF Mass Air Flow
MAP Manifold Absolute Pressure
MAT Manifold Air Temperature
MI Malfunction Indicator
MIL Malfunction Indicator Light - also known as "Check Engine Light" and "Service
Engine Soon Light"
MY Model Year
NEDC New European Driving Cycle
N
2
Nitrogen
NO
x
Oxides of Nitrogen
N0
2
Nitrogen Dioxide
2
S Oxygen Sensor
OBD On-Board Diagnostics
OBDII ~ 8 d a t e d On-Board Diagnostics standard effective in cars sold in the US after 1-1-
OBM On-Board Measurement
OEM Original Equipment Manufacturer
Parameters Readings on scan tools representing functions measured by OBDII and proprietry
readings
PCM Powertrain Control Module, the on-board computer that controls engine and drive
train
PCV Positive Crankcase Ventilation
PM Particulate Matter
Proprietry Readings Parameters shown b
h
on-board computers which are not reguired b ~ OBDII, but
included by manufac urer to assist in trouble-shooting specific vehic es.
PTC Pending Trouble Code
RPM or rev/min. Revolutions Per Minute
SAE sociew of Automotive Engineers, grofessional organization that set the standards
that E A adopted for OB and 0 011
Scan Tool Computer based read-out equipment to display OBDII parameters
SES Service Engine Soon warning lamp - see MIL
SFI Sequential Fuel Injection
SI Spark Ignition
SMMT Society of Motor Manufacturers and Traders
S02 Sulphur Dioxide
Stoichiometric Ratio Theoretical perfect combustion ratio of 1 part fuel to 14.7 parts air
TBI Throttle Body Injection
Testbook Diagnostic tool used by Rover / Land Rover
TPS Throttle Position Sensor
UK United Kingdom
ULEV Ultra Low Emission Vehicle
US United States
VAC Vacuum
VOC Volatile Organic Compound
VSS Vehicle Speed Sensor
WOT Wide Open Throttle
ZEV Zero Emission Vehicle
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Secondary Air Injection
Secondary air injection is not yet mandatory in the European market, but is scheduled for
introduction from 2002MY. Land Rover vehicles currently sold in the California market are already
equipped with a Secondary Air Injection (SAl) system and include OBD monitoring. A description
and operation of the SAl systems and components used on Discovery II vehicles with V8 engine
for the California market have been included here as a means of introduction to the topic and
technology.
Secondary air injection system component layout
Figure 6
56
1.Engine Control Module (ECM)
2.SAI vacuum solenoid valve
3.Purge valve
4Vacuum reservoir
5.SAI control valve (2 off)
6.SAI pump
7.SAI pump relay
8.Main relay
Technical Academy
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Secondary air injection system control diagram
-
-
1
~
2 1
~ 7
GO
-
~
-
1
L
3
M170207
Figure 7
1.Fuselink (engine compartment fusebox)
2.SAI pump relay
3.SAI pump
4.SAI vacuum solenoid valve (grey harness connector)
5.Engine Control Module (ECM)
6.Battery
7.Fuse (engine compartment fusebox)
8.lnertia switch
9.Main relay
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The secondary air injection system is used to limit the emission of carbon monoxide (CO) and
hydrocarbons (HCs) that are prevalent in the exhaust during cold starting of a spark ignition
engine. The concentration of hydrocarbons experienced during cold starting at low temperatures
are particularly high until the engine and catalytic converter reach normal operating temperature.
The lower the cold start temperature, the greater the prevalence of hydrocarbons emitted from the
engine.
There are several reasons for the increase of HC emissions at low cold start temperatures,
including the tendency for fuel to be deposited on the cylinder walls, which is then displaced during
the piston cycle and expunged during the exhaust stroke. As the engine warms up through
operation, the cylinder walls no longer retain a film of fuel and most of the hydrocarbons will be
burnt off during the combustion process.
The SAl pump is used to provide a supply of air into the exhaust ports in the cylinder head, onto
the back of the exhaust valves, during the cold start period. The hot unburnt fuel particles leaving
the combustion chamber mix with the air injected into the exhaust ports and immediately combust.
This subsequent combustion of the unburnt and partially burnt CO and HC particles help to reduce
the emission of these pollutants from the exhaust system. The additional heat generated in the
exhaust manifold also provides rapid heating of the exhaust system catalytic converters. The
additional oxygen which is delivered to the catalytic converters also generate an exothermic
reaction which causes the catalytic converters to 'light off' quickly.
The catalytic converters only start to provide effective treatment of emission pollutants when they
reach an operating temperature of approximately 250C (482F) and need to be between
temperatures of 400C (752F) and 800C (1472F) for optimum efficiency. Consequently, the
heat produced by the secondary air injection "afterburning", reduces the time delay before the
catalysts reach an efficient operating temperature.
The engine control module (ECM) checks the engine coolant temperature when the engine is
started, and if it is below 55C (131F), the SAl pump is started. Secondary air injection will remain
operational for a period controlled by the ECM and is dependent on the starting temperature of the
engine. This varies from approximately 95 seconds for a start temperature of 8C (46F) to 30
seconds for a start temperature of 55C (131F). The SAl pump operation can be cut short due to
excessive engine speed or load.
Air from the SAl pump is supplied to the SAl control valves via pipework and an intermediate T-
piece which splits the air flow evenly to each bank.
At the same time the secondary air pump is started, the ECM operates a SAl vacuum solenoid
valve, which opens to allow vacuum from the reservoir to be applied to the vacuum operated SAl
control valves on each side of the engine. When the vacuum is applied to the SAl control valves,
they open simultaneously to allow the air from the SAl pump through to the exhaust ports.
Secondary air is injected into the inner most exhaust ports on each bank.
When the ECM breaks the ground circuit to de-energise the SAl vacuum solenoid valve, the
vacuum supply to the SAl control valves is cut off and the valves close to prevent further air being
injected into the exhaust manifold. At the same time as the SAl vacuum solenoid valve is closed,
the ECM opens the ground circuit to the SAl pump relay, to stop the SAl pump.
02-14-LR-W Ver:1
A vacuum reservoir is included in the vacuum line between the intake manifold and the SAl
vacuum solenoid valve. This prevents changes in vacuum pressure from the intake manifold being
passed on to cause fluctuations of the secondary air injection solenoid valve. The vacuum
reservoir contains a one way valve and ensures a constant vacuum is available for the SAl
vacuum solenoid valve operation. This is particularly important when the vehicle is at high altitude.
Secondary air injection system components
The secondary air injection (SAl) system components are described below:
Secondary air injection (SAl) pump
3
M170204
Figure 8
1.SAI pump cover
2.Foam filter
3.SAI pump
4.Pressurised air to exhaust manifolds
The SAl pump is attached to a bracket at the rear RH side of the engine compartment and is fixed
to the bracket by three studs and nuts. The pump is electrically powered from a 12V battery supply
via a dedicated relay and supplies approximately 35 kg/hr of air when the vehicle is at idle in
Neutral/Park on a start from 20C (68F).
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Air is drawn into the pump through vents in its front cover and is then passed through a foam filter
to remove particulates before air injection. The air is delivered to the exhaust manifold on each
side of the engine through a combination of plastic and metal pipes.
The air delivery pipe is a flexible plastic type, and is connected to the air pump outlet via a plastic
quick-fit connector. The other end of the flexible plastic pipe connects to the fixed metal pipework
via a short rubber hose. The metal delivery pipe has a fabricated T-piece included where the
pressurised air is split for delivery to each exhaust manifold via the SAl control valves.
The pipes from the T-piece to each of the SAl control valves are approximately the same length,
so that the pressure and mass of the air delivered to each bank will be equal.
The foam filter in the air intake of the SAl pump provides noise reduction and protects the pump
from damage due to particulate contamination. In addition, the pump is fitted on rubber mountings
to help prevent noise which is generated by pump operation from being transmitted through the
vehicle body into the passenger compartment.
The SAl pump has an integral thermal cut-out switch, to stop pump operation when the pump
overheats. The pump automatically enters a 'soak period' between operations, to allow the pump
motor a cooling off period.
If the secondary air injection pump malfunctions, the following fault codes may be stored in the
ECM diagnostic memory, which can be retrieved using 'Testbook':
Secondary Air Injection System
Relay "A" Circuit Malfunction
Secondary air injection pump powerstage fault (e.g. - SAl pump relay
fault / SAl pump or relay not connected / open circuit / harness
damage).
Secondary air injection (SAl) pump relay
The secondary air injection pump relay is located in the engine compartment fusebox. The engine
control module (ECM) is used to control the operation of the SAl pump via the SAl pump relay.
Power to the coil of the relay is supplied from the vehicle battery via the main relay and the ground
connection to the coil is via the ECM.
Power to the SAl pump relay contacts is via a fusible link located in the engine compartment
fusebox.
02-14-LR-W Ver:1
Secondary air injection (SAl) vacuum solenoid valve
2
6-----tl1
M170211
Figure 9
1Vacuum port to intake manifold (via vacuum reservoir)
2.SAI vacuum solenoid valve
3.Electrical connector
4Vacuum port to vacuum operated SAl control valves
5.Purge valve clip
6.Mounting bracket
The SAl vacuum solenoid valve is located at the rear LH side of the engine and is electrically
operated under the control of the ECM. The SAl vacuum solenoid valve is mounted on a bracket
together with the EVAP system purge valve.
Vacuum to the SAl vacuum solenoid valve is provided from the intake manifold depression via a
vacuum reservoir. A small bore vacuum hose with rubber elbow connections at each end provides
the vacuum route between the vacuum reservoir and SAl vacuum solenoid valve. A further small
bore vacuum hose with a larger size elbow connector is used to connect the SAl vacuum solenoid
valve to the SAl control valves on each side of the engine via an intermediate connection. The
SAl vacuum solenoid valve port to the SAl control valves is located at a right angle to the port to
the vacuum reservoir.
The intermediate connection in the vacuum supply line is used to split the vacuum equally
between the two SAl control valves. The vacuum hose intermediate connection is located midpoint
in front of the inlet manifold. All vacuum hose lines are protected by flexible plastic sleeving.
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Electrical connection to the SAl vacuum solenoid valve is via a 2-pin connector. A 12V electrical
power supply to the SAl vacuum solenoid valve is provided via the Main relay and a fuse in the
engine compartment fusebox. The ground connection is via the ECM which controls the SAl
vacuum solenoid valve operation.
The ECM switches on the SAl vacuum solenoid valve at the same time as initiating SAl pump
operation. When the SAl vacuum solenoid valve is open, a steady vacuum supply is allowed
through to open the two vacuum operated SAl control valves. When the ECM breaks the earth
path to the SAl vacuum solenoid valve, the valve closes and immediately shuts off the vacuum
supply to the two SAl control valves at the same time as the SAl pump operation is terminated.
If the SAl vacuum solenoid valve malfunctions, the following fault codes may be stored in the ECM
diagnostic memory, which can be retrieved using 'Testbook':
p.code SAE/.J2012 l.and Rover
P0413 Secondary Air Injection System SAl vacuum solenoid valve not connected, open circuit
Switching Valve A Circuit Open
P0414 Secondary Air Injection System SAl vacuum solenoid valve short circuit to ground
Switching Valve A Circuit Shorted
P0412 Secondary Air Injection System SAl vacuum solenoid valve powerstage fault - harness damage, short
Switching Valve A Circuit circuit to battery supply voltage
Malfunction
SAl control valves
---2
6
4
~
Figure 10
1.Pressurised air from SAl pump
2Vacuum operated SAl control valve
3Vacuum hose from SAl vacuum solenoid valve
4.Pressurised air to exhaust manifold
5.Protective heat sleeving
6.Air delivery pipe to exhaust manifold
0214LRW Ver:1
The SAl control valves are located on brackets at each side of the engine.
The air injection supply pipes connect to a large bore port on the side of each SAl control valve
via a short rubber connection hose. A small bore vacuum port is located on each SAl control valve
at the opposite side to the air injection supply port. The vacuum supply to each vacuum operated
SAl control valve is through small bore nylon hoses from the SAl vacuum solenoid valve. An
intermediate connector is included in the vacuum supply line to split the vacuum applied to each
vacuum operated valve, so that both valves open and close simultaneously.
When a vacuum is applied to the SAl control valves, the valve opens to allow the pressurised air
from the SAl pump through to the exhaust manifolds. The injection air is output from each SAl
control valve through a port in the bottom of each unit. A metal pipe connects between the output
port of each SAl control valve and each exhaust manifold via an intermediate T-piece. The T-piece
splits the pressurised air delivered to ports at the outer side of the two centre exhaust ports on
each cylinder head. The pipes between the T-piece and the exhaust manifold are enclosed in
thermal sleeving to protect the surrounding components from the very high heat of the exhaust
gas, particularly at high engine speeds and loads.
When the SAl vacuum solenoid valve is de-energised, the vacuum supply line opens to
atmosphere, this causes the vacuum operated valves to close automatically and completely to
prevent further air injection.
If the vacuum operated SAl control valves malfunction, the following fault codes may be stored in
the ECM diagnostic memory, which can be retrieved using 'Testbook':
P-code l.alldRoVet
P1412 SAl system fault (LH side) - air delivery not reaching catalysts
P1415 SAl system fault (RH side) - air delivery not reaching catalysts
The above system faults could be attributable to anything which might prevent air delivery to the
exhaust manifolds (e.g. disconnected or blocked SAl delivery pipe, disconnected or blocked
vacuum pipe etc.)
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Vacuum reservoir
3
2
~
M170212
Figure 11
1Vacuum port to SAl vacuum solenoid valve
2Vacuum port to intake manifold (one-way valve end)
3Vacuum reservoir
A vacuum reservoir is included in the vacuum supply line between the intake manifold and the SAl
vacuum solenoid valve. The vacuum reservoir contains a one-way valve, to stop depression
leaking back towards the intake manifold side. The reservoir holds a constant vacuum so that the
SAl control valves open instantaneously as soon as the SAl solenoid valve is energised.
The vacuum reservoir is a plastic canister construction located on a bracket at the LH side of the
engine compartment. It is important to ensure the reservoir is fitted in the correct orientation, and
the correct vacuum hoses are attached to their corresponding ports. The one-way valve end of the
vacuum reservoir (cap end, to inlet manifold) is fitted towards the rear of the vehicle.
A small bore nylon hose is used to connect the one-way valve end of the vacuum reservoir to a
port on the RH side of the inlet manifold. A further hose connects between the other port on the
vacuum reservoir and a port on the front of the SAl vacuum solenoid valve.
Secondary air injection system operation
When the engine is started, the engine control module checks the engine coolant temperature and
if it is below 55 C, the ECM grounds the electrical connection to the coil of the secondary air
injection (SAl) pump relay.
02-14-LR-W Ver:1
A 12V battery supply is fed to the inertia switch via a fuse in the engine compartment fusebox.
When the inertia switch contacts are closed, the feed passes through the switch and is connected
to the coil of the Main relay. An earth connection from the Main relay coil is connected to the ECM.
When the ECM completes the earth path, the coil energises and closes the contacts of the Main
relay.
The Main and Secondary Air Injection (SAl) pump relays are located in the engine compartment
fusebox. When the contacts of the Main relay are closed, a 12V battery supply is fed to the coil of
the SAl pump relay. An earth connection from the coil of the SAl pump relay is connected to the
ECM. When the ECM completes the earth path, the coil energises and closes the contacts of the
SAl pump relay to supply 12V to the SAl pump via a fusible link in the engine compartment
fusebox. The SAl pump starts to operate, and will continue to do so until the ECM switches off the
earth connection to the coil of the SAl pump relay.
The SAl pump remains operational for a period determined by the ECM and depends on the
starting temperature of the engine, or for a maximum operation period determined by the ECM if
the target engine coolant temperature has not been reached in the usual time.
When the contacts of the main relay are closed, a 12V battery supply is fed to the SAl solenoid
valve via a fuse in the engine compartment fusebox.
The ECM grounds the electrical connection to the SAl vacuum solenoid valve at the same time as
it switches on the SAl pump motor. When the SAl vacuum solenoid valve is energised, a vacuum
is provided to the operation control ports on both of the vacuum operated SAl control valves at the
exhaust manifolds. The control vacuum is sourced from the intake manifold depression and routed
to the SAl control valves via a vacuum reservoir and the SAl vacuum solenoid valve.
The vacuum reservoir is included in the vacuum supply circuit to prevent vacuum fluctuations
caused by changes in the intake manifold depression affecting the operation of the SAl control
valves.
When a vacuum is applied to the control ports of the SAl control valves, the valves open to allow
pressurised air from the SAl pump to pass through to the exhaust ports in the cylinder heads for
combustion.
When the ECM has determined that the SAl pump has operated for the desired duration, it
switches off the earth paths to the SAl pump relay and the SAl vacuum solenoid valve. With the
SAl vacuum solenoid valve de-energised, the valve closes, cutting off the vacuum supply to the
SAl control valves. The SAl control valves close immediately and completely to prevent any further
pressurised air from the SAl pump entering the exhaust manifolds.
The engine coolant temperature sensor incurs a time lag in respect of detecting a change in
temperature and the SAl pump automatically enters a 'soak period' between operations to prevent
the SAl pump overheating. The ECM also compares the switch off and start up temperatures, to
determine whether it is necessary to operate the SAl pump. This prevents the pump running
repeatedly and overheating on repeat starts.
Other factors which may prevent or stop SAl pump operation include the prevailing engine speed
/ load conditions.
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Evaporative Emissions Systems
Although OBD monitoring of EVAP systems is not yet mandatory within the European Union, it is
likely that stricter control of evaporative emissions will be introduced in future legislation. By way
of introduction to the topic, description and operation of systems currently fitted to Land Rover
Discovery II vehicles for sale in California are included here.
Evaporative emission system component layout
M170209
10
1 1 ~
1)/7
66
Figure 12
1.Purge valve
2.Service port
3.Snorkel tube (vehicles without aBO for EVAPs)
4.CVS unit (vehicles with aBO vacuum type leak detection only)
5.EVAP canister breather tube
6.Vent pipe - fuel tank to EVAP canister
7.Relief valve regulated flow
8.Relief valve (where applicable)
9.Relief valve free flow
1O.Fuel filler cap
11.Liquid vapour separator
12.Fuel filler hose
13.Tank breather hose
14.Vent hose
15.Roll over valves (RaV's) - (4 off)
16.Fuel tank and breather assembly
17.EVAP canister
18.Purge line connection to engine manifold
19.Tank EVAP system pressure sensor (vehicles with aBO vacuum type leak detection only)
Technical Academy
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Evaporative emission system (with aBO positive pressure leak detection) component
layout
M170208
:
2 ...-/
1 -
Figure 13
1.Purge valve
2.Service port
3.Air filter canister
4.EVAP canister breather tube
5.Leak detection pump
6.EVAP canister
7.Vent pipe - fuel tank to EVAP canister
8.Liquid vapour separator (metal)
9.Fuel filler cap
1O.Fuel filler
11.Fuel tank breather assembly
12Vent hose
13.Roll over valves (inside fuel tank)
14.Fuel tank
15.Purge line connection to engine manifold
Evaporative emission control system
The evaporation emission control (EVAP) system is used to reduce the level of hydrocarbons
emitted into the atmosphere from the fuel system. The system comprises an EVAP canister which
stores the hydrocarbons from the fuel tank, pressure valves, vent lines and a purge control
solenoid valve.
Fuel vapour is stored in the canister until it is ready to be purged to the inlet manifold under the
control of the Engine Control Module (ECM).
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Four ROV's are fitted to the fuel tank. Nylon vent lines from the ROV's connect to the liquid vapour
separator allow vapour to pass to the EVAP canister via the LVS. To prevent the canister from
being overloaded (particularly in hot ambient conditions) and to prevent wastage of fuel, the
vapour is allowed to condense within the LVS and flow back through the ROVs into the tank.
Pressure / vacuum relief valves are incorporated into the fuel filler cap which operate in the event
of an evaporation system failure (e.g. blockage in the evaporation system line to atmosphere). The
cap relieves fuel tank pressure to atmosphere at approximately 1.8 to 2.0 psi (12 to 14 kPa) and
opens in the opposite direction at approximately - 0.7 psi (- 5kPa) vacuum. All plastic bodied fuel
fillers are fitted with a tank overpressure relief valve.
A vent line flow restrictor (anti-trickle valve) is sometimes fitted to the filler pipe in the line between
the tank and the canister. The purpose of the anti-trickle valve is to preserve the vapour space in
the tank by blocking the vent line during the fuel filling process. The valve is operated by the action
of inserting the filler gun, so that when the fuel in the tank reaches the level of the filling breather,
flow cut off occurs due to fuel filling the filler pipe.
The breather ports from the EVAP canister are located high up in the engine bay (CVS unit on
OBD vehicles with vacuum type, fuel evaporation leak detection capability; via an air filter on OBD
vehicles with positive pressure type, fuel evaporation leak detection capability; snorkel tubes on
non-OBD vehicles), to prevent water ingress during vehicle wading.
Fuel leak detection system (vacuum type)
The advanced evaporative loss control system equipped with a vacuum type, fuel evaporation
leak detection capability is similar to the standard evaporative loss system, but also includes
additional components to enable the engine control module (ECM) to perform a fuel evaporation
leak detection test as part of the OBD strategy. The system includes an EVAPs canister and purge
valve, and in addition, a canister vent solenoid (CVS) valve and a fuel tank pressure sensor.
The function of the CVS valve is to block the atmospheric vent side of the EVAP canister under
the control of the ECM so that an evaporation system leak check can be performed. The test is
carried out when the vehicle is stationary and the engine is running at idle speed. The system test
uses the natural rate offuel evaporation and engine manifold depression. Failure of the leak check
will result in illumination of the Malfunction Indicator Lamp (MIL).
The fuel evaporation leak detection is part of the On-Board Diagnostics (OBD) strategy and it is
able to determine vapour leaks from holes or breaks greater than 1 mm (0.04 in.) in diameter. Any
fuel evaporation system leaks which occur between the output of the purge valve and the
connection to the inlet manifold cannot be determined using this test, but these will be detected
through the fuelling adaption diagnostics.
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Fuel leak detection system (positive pressure type)
The evaporative loss control system equipped with a positive pressure type, fuel evaporation leak
detection capability is similar to the vacuum type, but it is capable of detecting smaller leaks by
placing the evaporation system under the influence of positive air pressure. The system includes
an EVAPs canister and purge valve, and in addition, a leak detection pump comprising a motor
and solenoid valve.
The solenoid valve contained in the leak detection pump assembly performs a similar function to
the CVS valve utilised on the vacuum type pressure test. The solenoid valve is used to block the
atmospheric vent side of the EVAP canister under the control of the ECM so that an EVAP system
leak check can be performed. At the same time, pressurised air from the pump is allowed past the
valve into the EVAP system to set up a positive pressure. The test is carried out at the end of a
drive cycle when the vehicle is stationary and the ignition is switched off. The test is delayed for a
brief period (approximately 10 seconds) after the engine is switched off to allow any slosh in the
fuel tank to stabilise. Component validity checks and pressure signal reference checking takes a
further 10 seconds before the pressurised air is introduced into the EVAP system.
During reference checking, the purge valve is closed and the leak detection pump solenoid valve
is not energised, while the leak detection pump is operated. The pressurised air is bypassed
through a restrictor which corresponds to a 0.5 mm (0.02 in) leak while the current consumption
of the leak detection pump motor is monitored.
The system test uses the leak detection pump to force air into the EVAP system when the purge
valve and solenoid valves are both closed (solenoid valve energised), to put the evaporation lines,
components and fuel tank under the influence of positive air pressure. Air is drawn into the pump
through an air filter which is located in the engine compartment.
The fuel leak detection pump current consumption is monitored by the ECM while the EVAP
system is under pressure, and compared to the current noted during the reference check. A drop
in the current drawn by the leak detection pump motor, indicates that air is being lost through holes
or leaks in the system which are greater than the reference value of 0.5 mm (0.02 in). An increase
in the current drawn by the leak detection pump motor, indicates that the EVAP system is well
sealed and that there are no leaks present which are greater than 0.5 mm (0.02 in).
The presence of leakage points indicates the likelihood of hydrocarbon emissions to atmosphere
from the evaporation system outside of test conditions and the necessity for rectification work to
be conducted to seal the system. Failure of the leak check will result in illumination of the
Malfunction Indicator Lamp (MIL).
The fuel evaporation leak detection is part of the On-Board Diagnostics (aBO) strategy and it is
able to determine vapour leaks from holes or breaks down to 0.5 mm (0.02 in.) diameter. Any fuel
evaporation leaks which occur between the output of the purge valve and the connection to the
inlet manifold cannot be determined using this test, but these will be detected through the fuelling
adaption diagnostics.
Evaporative emission control components
The evaporative emission control components and the fuel evaporation leak detection test
components are described below:
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Fuel vapour separator
5.,K
M170163
---3
Figure 14
1.Filler neck
2.Filler cap
3.Liquid vapour separator (LVS)
4.To fuel tank
SVapour from fuel tank to liquid vapour separator (LVS)
6.Rubber hose
7.Pipe connection to aBO sensor in fuel pump (aBO vehicles with vacuum type leak detection system
only)
SVent pipe to EVAP canister
9.Anti-trickle valve (where applicable)
The fuel vapour separator is located under the rear wheel arch next to the filler neck and protected
by the wheel arch lining. The connections to the separator unit are quick release devices at the
end of the flexible hoses which connect the fuel tank to the inlet side of the separator and the outlet
of the separator to the evaporation vent line.
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EVAP (charcoal) canister
3--
M170164
Figure 15
1.EVAP canister
2.Port to breather tube
3.Port - vent line from fuel tank
4.Port - purge line
The EVAP canister is usually mounted on a bracket fitted beneath the vehicle. The EVAP canister
has inscriptions next to each port for identification of the 'purge', 'tank' and 'air' connections.
The purge line from the EVAP canister is connected to the back of the inlet manifold plenum, after
the throttle body via a purge valve.
The vent line from the fuel tank to the EVAP canister connects to the vent port on the canister.
The plastic pipe to the atmosphere vent line connects to the port on the EVAP canister. The
atmosphere end of the plastic pipe terminates in a quick fit connector to the pipe leading to the
CVS unit on aBO vehicles with vacuum type, EVAP system leak detection and two snorkel tubes
situated behind the engine at the bulkhead on non-aBO vehicles. The bore of the plastic breather
pipe is larger on aBO vehicles than on non-aBO vehicles.
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For OBD vehicles with positive pressure, EVAP system leak detection capability, the atmosphere
vent line from the EVAP canister connects to a port on the fuel leak detection pump via a short,
large bore hose which is secured to the component ports by crimped metal clips at each end. A
large bore plastic hose from the top of the leak detection pump connects to an air filter canister.
Under normal operating conditions (when the fuel leak detection solenoid valve is not energised),
the EVAP canister is able to take in clean air via the air filter, through the pipework and past the
open solenoid valve to allow normal purge operation to take place and release any build up of
EVAP system pressure to atmosphere.
Purge valve
M170166
Figure 16
1.Direction of flow indicator
2.lnlet port - from EVAP canister
3.0utlet port - to inlet manifold
4.lntegral electrical connector
A service port is connected in line between the EVAP canister and the inlet side of the purge valve
and is rated at 1 psi maximum regulated pressure. The service port must be mounted horizontally
and is located close to the bulkhead at the rear of the engine bay. The service point is used by
dealers for pressure testing using specialist nitrogen test equipment for localising the source of
small leaks.
The purge valve has a plastic housing, and a directional arrow is moulded onto the side of the
casing to indicate the direction of flow. The head of the arrow points to the outlet side of the valve
which connects to the plenum chamber.
Purge valve operation is controlled by the engine control module (ECM). The purge valve has a
two-pin electrical connector which links to the ECM via the engine harness. Pin-1 of the connector
is the power supply source from fuse 2 in the engine compartment fusebox, and pin-2 of the
connector is the switched earth from the ECM (pulse width modulated (PWM) signal) which is
used to control the purge valve operation time.
When the purge valve is earthed by the ECM, the valve opens to allow hydrocarbons stored in the
EVAP canister to be purged to the engine inlet manifold for combustion.
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If the purge valve breaks or becomes stuck in the open or closed position, the EVAP system will
cease to function and there are no default measures available. The ECM will store the fault in
memory and illuminate the MIL warning lamp if the correct monitoring conditions have been
achieved (i.e. valve status unchanged for 45 seconds after engine has been running for 15
minutes). If the purge valve is stuck in the open position, a rich air:fuel mixture is likely to result at
the intake manifold, this could cause the engine to misfire and the fuelling adaptions will change.
The following failure modes are possible:
Sticking valve
Valve blocked
Connector or harness wiring fault (open or short circuit)
Valve stuck open
If the purge valve malfunctions, the following fault codes may be stored in the ECM diagnostic
memory, which can be retrieved using 'Testbook':
P-code
Fault ____......._
P0440 Purge valve not sealing
P0444 Purge valve open circuit
P0445 Purge valve short circuit to ground
P0443 Purge valve short circuit to battery voltage
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Canister Vent Solenoid (CVS) unit - (OBD vehicles with vacuum type, fuel evaporation leak
detection system only)
M170165
Figure 17
1.CVS unit
2.Mounting bracket
3.Spring clips to pipe from EVAP canister
4.Harness connector
The canister vent solenoid (CVS) valve is normally open, allowing any build up of air pressure
within the evaporation system to escape, whilst retaining the environmentally harmful
hydrocarbons in the EVAP canister. When the ECM is required to run a fuel system test, the CVS
valve is closed to seal the system. The ECM is then able to measure the pressure in the fuel
evaporative system using the fuel tank pressure sensor.
The ECM performs electrical integrity checks on the CVS valve to determine wiring or power
supply faults. The ECM can also detect a valve blockage if the signal from the fuel tank pressure
sensor indicates a depressurising fuel tank while the CVS valve should be open to atmosphere.
The following failure modes are possible:
Connector or harness wiring fault (open or short circuit)
Valve stuck open or shut
Valve blocked
If the CVS valve malfunctions, the following fault codes may be stored in the ECM diagnostic
memory, which can be retrieved using 'Testbook':
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P-code
Fault _ __ " .... _
P0446 CVS valve / pipe blocked
P0447 CVS valve open circuit
P0448 CVS valve short circuit to ground
P0449 CVS valve short circuit to battery voltage
Fuel Tank Pressure Sensor (OBD vehicles with vacuum type leak detection system only)
M170167
Figure 18
1.Ambient pressure
2.Tank pressure
3.Sensor cell
The fuel tank pressure sensor is located in the top flange of the fuel tank sender / fuel pump
module and is a non-serviceable item (i.e. if the sensor becomes defective, the complete fuel tank
sender unit must be replaced).
The pressure sensor is a piezo-resistive sensor element with associated circuitry for signal
amplification and temperature compensation. The active surface is exposed to ambient pressure
by an opening in the cap and by the reference port. It is protected from humidity by a silicon gel.
The tank pressure is fed up to a pressure port at the back side of the diaphragm.
For systems utilising the vacuum method for determining evaporation leaks, the sensor is used to
monitor for a drop in vacuum pressure. The evaporation system is sealed by the CVS valve and
purge valve after a vacuum has been previously set up from the intake manifold while the purge
valve is open and the CVS valve is closed. If any holes or leaks are present at the evaporation
system joints, the vacuum pressure will gradually drop and this change in pressure will be
detected by the fuel tank pressure sensor. This system is capable of determining leaks down to 1
mm (0.04 in.) in diameter.
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The fuel tank pressure sensor is part of the OBD system, a component failure will not be noticed
by the driver, but if the ECM detects a fault, it will be stored in the diagnostic memory and the MIL
light will be illuminated on the instrument pack. Possible failures are listed below:
Damaged or blocked sensor
Harness / connector faulty
Sensor earthing problem
Open circuit
Short circuit to battery voltage
Short circuit to ground
ECM fault
Possible failure symptoms of the fuel tank pressure sensor are listed below:
Fuel tank pressure sensor poor performance
Fuel tank pressure sensor low range fault
Fuel tank pressure sensor high range fault
If the fuel tank pressure sensor should malfunction, the following fault codes may be stored in the
ECM diagnostic memory, which can be retrieved using 'Testbook':
P-code
Fault ____, ' ..."_'
P0451 Fuel tank pressure signal stuck high within range
P0452 Fuel tank pressure signal short circuit to battery voltage (out of range - High)
P0453 Fuel tank pressure signal short circuit to ground or open circuit (out of range - Low)
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Leak Detection Pump (OBD vehicles with positive pressure EVAP system leakage test only)
M170213
Figure 19
1.Harness connector
2.Leak detection pump motor
3.Atmosphere connection to/from EVAP canister
4.Atmosphere connection to/from air filter
5.Leak detection pump solenoid valve
The leak detection pump incorporates a 3-pin electrical connector. Pin-1 is the earth switched
supply to the ECMfor control of the pump solenoid valve. Pin-2 is the earth switched supply to the
ECM for the operation of the pump motor. Pin-3 is the power supply to the pump motor and
solenoid valve and is switched on at system start up via the main relay and fuse 2 in the engine
compartment fusebox.
Under normal circumstances (i.e. when the leak detection pump is not operating and the solenoid
is not energised), the EVAP canister vent port is connected to atmosphere via the open solenoid
valve.
The pump is operated at the end of a drive cycle when the vehicle is stationary and the ignition is
switched off.
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The leak detection pump module contains an integral air by-pass circuit with restrictor (reference-
leak orifice) which is used for providing a reference value for the leak detection test. The restrictor
corresponds to an air leak equivalent to 0.5 mm (0.02 in) diameter. With the solenoid valve open
and the purge valve closed, the pump forces pressurised air through the orifice while the current
drawn by the leak detection pump motor is monitored to obtain the reference value. The orifice
must be kept free from contamination, otherwise the reference restriction may appear less than
for a 0.5 mm leak and consequently adversely affect the diagnostic results.
During the leakage test, the solenoid valve is energised, closing the atmosphere vent line between
the EVAP canister and atmosphere and opening a path to the pressurised air supplied from the
leak detection pump motor. Air is pumped into the EVAP system, while the current drawn by the
pump motor is monitored. The current drawn during the leakage test is compared against the
value obtained during the reference check, to determine if an EVAP system leak is present.
The fuel leak detection pump is powered from a 12V supply and operates at a working pressure
of 3 kPa.
Air filter - (OBD vehicles with positive pressure leak detection system only)
2 ------.I
Figure 20
1.Air vents through canister lid
2.Air filter canister
3.To fuel leak detection pump (EVAP canister atmosphere vent)
The air filter is used to prevent particulate contaminants down to 40 urn from entering the fuel leak
detection pump. A press-fit lid on top of the canister contains slots to allow the passage of air into
and out of the EVAP system.
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The bottom end of the paper element is sealed to the canister and is non-serviceable (i.e fit for
life). If necessary, the canister and paper filter must be replaced as a single, complete assembly.
Evaporative emission control operation
Fuel vapour is stored in the activated charcoal (EVAP) canister for retention when the vehicle is
not operating. When the vehicle is operating, fuel vapour is drawn from the canister into the engine
via a purge control valve. The vapour is then delivered to the intake plenum chamber to be
supplied to the engine cylinders where it is burned in the combustion process.
During fuel filling the fuel vapour displaced from the fuel tank is allowed to escape to atmosphere,
valves within the fuel filler prevent any vapour escaping through to the EVAP canister as this can
adversely affect the fuel cut-off height. Only fuel vapour generated whilst driving is prevented from
escaping to atmosphere by absorption into the charcoal canister. The fuel filler shuts off to leave
the tank approximately 10% empty to ensure the ROVs are always above the fuel level and so
vapour can escape to the EVAP canister and the tank can breathe. The back pressures normally
generated during fuel filling are too low to open the pressure relief valve, but vapour pressures
accumulated during driving are higher and can open the pressure relief valve. Should the vehicle
be overturned, the ROVs shut off to prevent any fuel spillage.
Fuel vapour generated from within the fuel tank as the fuel heats up is stored in the tank until the
pressure exceeds the operating pressure of the two-way valve. When the two-way valve opens,
the fuel vapour passes along the vent line from the fuel tank (via the fuel tank vapour separator)
to the evaporation inlet port of the EVAP canister. The fuel tank vents between 5.17 and 6.9 kPa.
Fuel vapour evaporating from the fuel tank is routed to the EVAP canister through the fuel vapour
separator and vent line. Liquid fuel must not be allowed to contaminate the charcoal in the EVAP
canister. To prevent this, the fuel vapour separator fitted to the fuel neck allows fuel to drain back
into the tank. As the fuel vapour cools, it condenses and is allowed to flow back into the fuel tank
from the vent line by way of the two-way valve.
The EVAP canister contains charcoal which absorbs and stores fuel vapour from the fuel tank
while the engine is not running. When the canister is not being purged, the fuel vapour remains in
the canister and clean air exits the canister via the air inlet port.
The engine management ECM controls the electrical output signal to the purge valve. The system
will not work properly if there is leakage or clogging within the system or if the purge valve cannot
be controlled.
When the engine is running, the ECM decides when conditions are correct for vapour to be purged
from the EVAP canister and opens the canister purge valve. This connects a manifold vacuum line
to the canister and fuel vapour containing the hydrocarbons is drawn from the canister's charcoal
element to be burned in the engine. Clean air is drawn into the canister through the atmosphere
vent port to fill the displaced volume of vapour.
The purge valve remains closed below preset coolant and engine speed values to protect the
engine tune and catalytic converter performance. If the EVAP canister was purged during cold
running or at idling speed, the additional enrichment in the fuel mixture would delay the catalytic
converter light off time and cause erratic idle. When the purge valve is opened, fuel vapour from
the EVAP canister is drawn into the plenum chamber downside of the throttle housing, to be
delivered to the combustion chambers for burning.
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The purge valve is opened and closed in accordance with a pulse width modulated (PWM) signal
supplied from the engine management ECM. The system will not work properly if the purge valve
cannot be controlled. Possible failure modes associated with the purge valve are listed below:
Valve drive open circuit.
Short circuit to vehicle supply or ground.
Purge valve or pipework blocked or restricted.
Purge valve stuck open.
Pipework joints leaking or disconnected.
Possible symptoms associated with a purge valve or associated pipework failure is listed below:
Engine may stall on return to idle if purge valve is stuck open.
Poor idling quality if the purge valve is stuck open
Fuelling adaptions forced excessively lean if the EVAP canister is clear and the purge valve
is stuck open.
Fuelling adaptions forced excessively rich if the EVAP canister is saturated and the purge
valve is stuck open.
Saturation of the EVAP canister if the purge valve is stuck closed.
To maintain driveability and effective emission control, EVAP canister purging must be closely
controlled by the engine management ECM, as a 1% concentration of fuel vapour from the EVAP
canister in the air intake may shift the air:fuel ratio by as much as 20%. The ECM must purge the
fuel vapour from the EVAP canister at regular intervals as its storage capacity is limited and an
excessive build up of evaporated fuel pressure in the system could increase the likelihood of
vapour leaks. Canister purging is cycled with the fuelling adaptation as both cannot be active at
the same time. The ECM alters the PWM signal to the purge valve to control the rate of purging
of the canister to maintain the correct stoichiometric air:fuel mixture for the engine.
Fuel leak detection system (vacuum type)
The advanced evaporative loss control system used on OBD vehicles is similar to the standard
system, but also includes a CVS valve and fuel tank pressure sensor and is capable of detecting
holes in the fuel evaporative system down to 1 mm (0.04 in.). The test is carried out in three parts.
First the purge valve and the canister vent solenoid valve closes off the storage system and the
vent pressure increases due to the fuel vapour pressure level in the tank. If the pressure level is
greater than the acceptable limit, the test will abort because a false leak test response will result.
In part two of the test, the purge valve is opened and the fuel tank pressure will decrease due to
the depression from the intake manifold, evident at the purge port of the EVAP canister during
purge operation. In part three of the test, the leak measurement test is performed. The pressure
response of the tests determines the level of leak, and if this is greater than the acceptable limit
on two consecutive tests, the ECM stores the fault in diagnostic memory and the MIL light on the
instrument pack is illuminated. The test is only carried out at engine idle with the vehicle stationary,
and a delay of 15 minutes after engine start is imposed before diagnosis is allowed to commence.
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The EVAP system leak detection is performed as follows:
1. The ECM checks that the signal from the fuel tank pressure sensor is within the expected
range. If the signal is not within range, the leakage test will be cancelled.
2. Next the purge valve is held closed and the canister vent solenoid (CVS) valve is opened to
atmosphere. If the ECM detects a rise in pressure with the valves in this condition, it indicates
there is a blockage in the fuel evaporation line between the CVS valve and the EVAP canister,
or that the CVS valve is stuck in the closed position and thus preventing normalisation of
pressure in the fuel evaporation system. In this instance, the leakage test will be cancelled.
3. The CVS valve and the purge valve are both held in the closed position while the ECM checks
the fuel tank pressure sensor. If the fuel tank pressure sensor detects a decline in pressure,
it indicates that the purge valve is not closing properly and vapour is leaking past the valve
seat face under the influence of the intake manifold depression. In this instance, the leakage
test will be cancelled.
4. If the preliminary checks are satisfactory, a compensation measurement is determined next.
Variations in fuel level occur within the fuel tank, which will influence the pressure signal
detected by the fuel tank pressure sensor. The pressure detected will also be influenced by
the rate of change in the fuel tank pressure, caused by the rate of fuel evaporation which itself
is dependent on the ambient temperature conditions. Because of these variations, it is
necessary for the ECM to evaluate the conditions prevailing at a particular instance when
testing, to ensure that the corresponding compensation factor is included in its calculations.
The CVS valve and purge valves are both closed while the ECM checks the signal from the
fuel tank pressure sensor. The rise in fuel pressure detected over a defined period is used to
determine the rate of fuel evaporation and the consequent compensation factor necessary.
5. With the CVS valve still closed, the purge valve is opened. The inlet manifold depression
present while the purge valve is open, decreases EVAP system pressure and sets up a small
vacuum in the fuel tank. The fuel tank pressure sensor is monitored by the ECM and if the
vacuum gradient does not increase as expected, a large system leak is assumed by the ECM
(e.g. missing or leaking fuel filler cap) and the diagnostic test is terminated.
If the EVAP canister is heavily loaded with hydrocarbons, purging may cause the air:fuel
mixture to become excessively rich, resulting in the upstream oxygen sensors requesting a
leaner mix from the ECM to bring the mixture back to the stoichiometric ideal. This may cause
instability in the engine idle speed and consequently the diagnostic test will have to be
abandoned. The ECM checks the status of the upstream oxygen sensors during the
remainder of the diagnostic, to ensure the air.fuel mixture does not adversely affect the
engine idle speed.
6. When the fuel tank pressure sensor detects that the required vacuum has been reached (-
800 Pa), the purge valve is closed and the EVAP system is sealed. The ECM then checks the
change in the fuel tank pressure sensor signal (diminishing vacuum) over a period of time,
and if it is greater than expected (after taking into consideration the compensation factor due
to fuel evaporation within the tank, determined earlier in the diagnostic), a leak in the EVAP
system is assumed. If the condition remains, the MIL warning light will be turned on after two
drive cycles.
The decrease in vacuum pressure over the defined period must be large enough to
correspond to a hole equivalent to 1 mm (0.04 in.) diameter or greater, to be considered
significant enough to warrant the activation of an emissions system failure warning.
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The diagnostic test is repeated at regular intervals during the drive cycle, when the engine is at
idle condition. The diagnostic test will not be able to be performed under the following conditions:
During EVAP canister purging
During fuelling adaption
If excess slosh in the fuel tank is detected (excess fuel vapour will be generated, invalidating
the result)
Following the test, the system returns to normal purge operation after the canister vent solenoid
opens. Possible reasons for an EVAP system leak test failure are listed below:
Fuel filler not tightened or cap missing.
Sensor or actuator open circuit.
Either purge or CVS valve stuck open.
Either purge or CVS valve stuck shut or blocked pipe.
Piping broken or not connected.
Loose or leaking connection.
If the piping is broken forward of the purge valve or is not connected, the engine may run rough
and fuelling adaptions will drift. The fault will not be detected by the leak detection diagnostic, but
it will be determined by the engine management ECM through the fuelling adaption diagnostics.
The evaluation of leakage is dependent on the differential pressure between the fuel tank and
ambient atmospheric pressure, the diagnostic is disabled above altitudes of 9500 ft. (2800 m) to
avoid false detection of fuel leaks due to the change in atmospheric pressure at altitude.
Fuel leak detection system (positive pressure leak detection type)
The EVAP system with positive pressure leak detection capability used on some OBD vehicles is
similar to the standard system, but also includes a fuel evaporation leak detection pump with
integral solenoid valve. It is capable of detecting holes in the EVAP system down to 0.5 mm (0.02
in.). The test is carried out at the end of a drive cycle, when the vehicle is stationary and the ignition
switch has been turned off. The ECM maintains an earth supply to the Main relay to hold it on, so
that power can be supplied to the leak detection pump.
First a reference measurement is established by passing the pressurised air through a by-pass
circuit containing a fixed sized restriction. The restriction assimilates a 0.5 mm (0.02 in) hole and
the current drawn by the pump motor during this procedure is recorded for comparison against the
value to be obtained in the system test. The purge valve is held closed, and the reversing valve in
the leak detection pump module is not energised while the leak detection pump is switched on.
The pressurised air from the leak detection pump is forced through an orifice while the current
drawn by the pump motor is monitored.
Next the EVAP system diagnostic is performed; the vacuum solenoid valve is energised so that it
closes off the EVAP system's vent line to atmosphere, and opens a path for the pressurised air
from the leak detection pump to be applied to the closed EVAP system.
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The current drawn by the leak detection pump is monitored and checked against that obtained
during the reference measurement. If the current is less than the reference value, this infers there
is a hole in the EVAP system greater than 0.5 mm (0.02 in) which is allowing the positive air
pressure to leak out. If the current drawn by the pump motor is greater than the value obtained
during the reference check, the system is sealed and free from leaks. If an EVAP system leak is
detected, the ECM stores the fault in diagnostic memory and the MIL light on the instrument pack
is illuminated.
Following the test, the solenoid valve is opened to normalise the EVAP system pressure and the
system returns to normal purge operation at the start of the next drive cycle. Possible reasons for
an EVAP system leak test failure are listed below:
Fuel filler not tightened or cap missing.
Sensor or actuator open circuit.
Either purge or solenoid valve stuck open.
Either purge or solenoid valve stuck shut.
Blocked pipe or air filter.
Piping broken or not connected.
Loose or leaking connection.
If the piping is broken forward of the purge valve or is not connected, the engine may run rough
and fuelling adaptions will drift. The fault will not be detected by the leak detection test, but will be
determined by the engine management ECM through the fuelling adaption diagnostics.
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EUROPEAN ON-BoARD DIAGNOSTICS

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