P0102- Mass Air Flow (MAF) Circuit Low Input
The MAF sensor circuit is monitored by the PCM for low air flow (measured in voltage) through the comprehensive component monitor (CCM). If during KEY ON and engine running, the air flow (or voltage) changes below a minimum calibrated limit, the test fails.

Possible Causes

• MAF sensor disconnected

• MAF circuit open to PCM

• VPWR open to MAF sensor

• PWR GND open to MAF sensor

• MAF RTN circuit open to PC

• MAF circuit shorted to GND

• Intake air leak (near MAF sensor)

• A closed throttle indication [throttle position (TP) sensor system]

• Damaged or dirty MAF sensor

• Damaged PCM

Possible Solutions

• It is very common for the wiring insulation to degrade on the MAF pigtail. Inspect the wiring insulation where the wires go inside the plastic connector housing for signs of damage. If damaged, wire in a new pigtail following proper soldering techniques and use waterproof connections.

• Remove and inspect the MAF Sensor itself. If the sensor appears damaged, replace with a new MAF sensor. If the sensor is dirty, you can attempt to clean it using a cleaning solution designed for mass airflow sensors. If cleaning does not work, replace with a new MAF sensor.oes here

The MAF sensor circuit is monitored by the PCM for low air flow (measured in voltage) through the comprehensive component monitor (CCM). If during KEY ON and engine running, the air flow (or voltage) changes below a maximum calibrated limit, the test fails.

Possible Causes

• MAF sensor screen is blocked

• MAF circuit shorted to VPWR

• Damaged or dirty MAF sensor

• Damaged PCM

Possible Solutions

• It is very common for the wiring insulation to degrade on the MAF pigtail. Inspect the wiring insulation where the wires go inside the plastic connector housing for signs of damage. If damaged, wire in a new pigtail following proper soldering techniques and use waterproof connections.

• Remove and inspect the MAF Sensor itself. If the sensor appears damaged, replace with a new MAF sensor. If the sensor is dirty, you can attempt to clean it using a cleaning solution designed for mass airflow sensors. If cleaning does not work, replace with a new MAF sensor.ription text goes here

The MAF sensor circuit is monitored by the PCM for low air flow (measured in voltage) through the comprehensive component monitor (CCM). If during KEY ON and engine running, the air flow (or voltage) changes below a maximum calibrated limit, the test fails.

Possible Causes

• MAF sensor screen is blocked

• MAF circuit shorted to VPWR

• Damaged or dirty MAF sensor

• Damaged PCM

Possible Solutions

• It is very common for the wiring insulation to degrade on the MAF pigtail. Inspect the wiring insulation where the wires go inside the plastic connector housing for signs of damage. If damaged, wire in a new pigtail following proper soldering techniques and use waterproof connections.

• Remove and inspect the MAF Sensor itself. If the sensor appears damaged, replace with a new MAF sensor. If the sensor is dirty, you can attempt to clean it using a cleaning solution designed for mass airflow sensors. If cleaning does not work, replace with a new MAF sensor.

BARO/MAF sensor operating voltage is less than 0.25 volts (VREF), as a result it failed below the minimum calibrated parameter.

Possible Causes

• Open circuit or short to ground

• VREF circuit open or short to ground

• Damaged or dirty BARO/MAF sensor

Possible Solutions

• It is very common for the wiring insulation to degrade on the BARO/MAF pigtail. Inspect the wiring insulation where the wires go inside the plastic connector housing for signs of damage. If damaged, wire in a new pigtail following proper soldering techniques and use waterproof connections.

• Remove and inspect the BARO/MAF Sensor itself. If the sensor appears damaged, replace with a new BARO/MAF sensor. If the sensor is dirty, you can attempt to clean it using a cleaning solution designed for mass airflow sensors. If cleaning does not work, replace with a new BARO/MAF sensor.

BARO/MAF operating voltage is greater than 5.0 volts (VREF), as a result it failed above maximum allowable calibrated parameter.

Possible Causes

• VREF shorted to VWPR

• BARO/MAF signal shorted to VPWR

• Damaged or dirty BARO/MAP sensor

• Damaged PCM

Possible Solutions

• It is very common for the wiring insulation to degrade on the BARO/MAF pigtail. Inspect the wiring insulation where the wires go inside the plastic connector housing for signs of damage. If damaged, wire in a new pigtail following proper soldering techniques and use waterproof connections.

• Remove and inspect the BARO/MAF Sensor itself. If the sensor appears damaged, replace with a new BARO/MAF sensor. If the sensor is dirty, you can attempt to clean it using a cleaning solution designed for mass airflow sensors. If cleaning does not work, replace with a new BARO/MAF sensor.

The sensor signal to the PCM is failing intermittently

Possible Causes

• Loose electrical connection

• Damaged or dirty BARO/MAF sensor

Possible Solutions

• Check the connector going to the BARO/MAF sensor to verify it is seated properly. Unplug the connector and plug it back in, insuring you hear the locking mechanism click together.

• It is very common for the wiring insulation to degrade on the BARO/MAF pigtail. Inspect the wiring insulation where the wires go inside the plastic connector housing for signs of damage. If damaged, wire in a new pigtail following proper soldering techniques and use waterproof connections.

• Remove and inspect the BARO/MAF Sensor itself. If the sensor appears damaged, replace with a new BARO/MAF sensor. If the sensor is dirty, you can attempt to clean it using a cleaning solution designed for mass airflow sensors. If cleaning does not work, replace with a new BARO/MAF sensor.

Intake Air Temperature (IAT) sensor indicates the sensor signal is less than the Self-Test Minimum. The IAT sensor minimum is 0.2 volts. IAT V PID reading less than 0.2 volts with key ON and engine OFF or during any engine operating mode indicates a hard fault. The Intake Air Temperature Sensor is integrated into the Mass Air Flow (MAF) sensor and cannot be replaced separately.

Possible Causes

• Loose electrical connection

• Grounded circuit in harness

• Damaged or dirty IAT sensor

Possible Solutions

• Check the connector going to the IAT/MAF sensor to verify it is seated properly. Unplug the connector and plug it back in, insuring you hear the locking mechanism click together.

• It is very common for the wiring insulation to degrade on the IAT/MAF pigtail. Inspect the wiring insulation where the wires go inside the plastic connector housing for signs of damage. If damaged, wire in a new pigtail following proper soldering techniques and use waterproof connections.

• Remove and inspect the IAT/MAF Sensor itself. If the sensor appears damaged, replace with a new IAT/MAF sensor. If the sensor is dirty, you can attempt to clean it using a cleaning solution designed for mass airflow sensors. If cleaning does not work, replace with a new IAT/MAF sensor.

Indicates the sensor signal is greater than the Self-Test Maximum. IAT V PID reading greater than 4.6 volts with key ON and engine OFF or during any engine operating mode indicates a hard fault. The Intake Air Temperature Sensor is integrated into the Mass Air Flow (MAF) sensor and cannot be replaced separately.

Possible Causes

• Loose electrical connection

• Open circuit in harness

• Sensor signal short to power

• Damaged or dirty IAT sensor

• Damaged PCM

Possible Solutions

• Check the connector going to the IAT/MAF sensor to verify it is seated properly. Unplug the connector and plug it back in, insuring you hear the locking mechanism click together.

• It is very common for the wiring insulation to degrade on the IAT/MAF pigtail. Inspect the wiring insulation where the wires go inside the plastic connector housing for signs of damage. If damaged, wire in a new pigtail following proper soldering techniques and use waterproof connections.

• Remove and inspect the IAT/MAF Sensor itself. If the sensor appears damaged, replace with a new IAT/MAF sensor. If the sensor is dirty, you can attempt to clean it using a cleaning solution designed for mass airflow sensors. If cleaning does not work, replace with a new IAT/MAF sensor.

Indicates the engine coolant temperature rationality test has failed. The PCM logic that sets this DTC indicates that engine coolant temperature sensor (ECT or CHT) drifted higher than the nominal sensor calibration curve and could prevent one or more OBD II monitors from executing. The PCM runs this logic after an engine off “calibrated soak period (typically 6 hours). This soak period allows the Intake Air Temperature (IAT) and engine coolant temperature (CHT or ECT) to stabilize and not differ by more than a calibrated value. A failure of this sensor can cause the car to go into LIMP mode, a fail-safe mode which can cause significantly reduced power and speed, and cause things like the air conditioner to stop working.

Possible Causes

• Low engine coolant level

• Faulty Engine Coolant Temperature (ECT) sensor

• Faulty engine coolant thermostat

• Engine Coolant Temperature (ECT) sensor harness is open or shorted

• Engine Coolant Temperature (ECT) sensor circuit poor electrical connection

Possible Solutions

• Inspect the the coolant level while the engine has had a chance to cool down to verify the coolant level is between the MIN/MAX lines. If the coolant level on a cold engine is low, slowly open the degas tank cap and fill with coolant until it is between the MIN/MAX lines. DO NOT DO THIS WHILE THE ENGINE IS STILL HOT. THE COOLANT SYSTEM IS UNDER PRESSURE. REMOVING THE CAP WHILE THE ENGINE IS STILL HOT CAN CAUSE THE COOLANT TO RUSH OUT OF THE DEGAS TANK, CAUSING SEVERE BURNS.

• Check the connector going to the ECT sensor to verify it is seated properly. Unplug the connector and plug it back in, insuring you hear the locking mechanism click together.

• Inspect the wiring leading to the ECT sensor for damage. If damaged, repair the wiring using waterproof connections.

• Replace the ECT sensor

Indicates the sensor signal is less than Self-Test minimum. The ECT sensor minimum is 0.2 volts or 121°C (250°F). Note on some vehicles that are not equipped with an ECT sensor, CHT can be used and can set this DTC

Possible Causes

• Loose electrical connection

• Grounded circuit in the harness

• Damaged sensor

• Damaged PCM

Possible Solutions

• Check the connector going to the ECT sensor to verify it is seated properly. Unplug the connector and plug it back in, insuring you hear the locking mechanism click together.

• Inspect the wiring leading to the ECT sensor for damage. If damaged, repair the wiring using waterproof connections.

• Replace the ECT sensor

Indicates the sensor signal is greater than Self-Test maximum. The ECT sensor maximum is 4.6 volts or -50°C (-58°F). Note on some vehicles that are not equipped with an ECT sensor, CHT can be used and can set this DTC.

Possible Causes

• Loose electrical connection

• Open circuit in the harness

• Sensor signal short to power

• Damaged sensor

• Damaged PCM

Possible Solutions

• Check the connector going to the ECT sensor to verify it is seated properly. Unplug the connector and plug it back in, insuring you hear the locking mechanism click together.

• Inspect the wiring leading to the ECT sensor for damage. If damaged, repair the wiring using waterproof connections.

• Replace the ECT sensor

The Throttle Position (TP) sensor circuit is monitored by the PCM for a non-closed throttle position at idle. If KEY ON engine running self-test terminates upon placing the transmission range selector in gear (DRIVE or REVERSE) or when closing the throttle (idle) after opening it (in PARK or NEUTRAL), the TP closed throttle position is not attained, the test fails.

Possible Causes

• Binding throttle cable at the throttle body

• TP circuit short to PCM

• Damaged TP Sensor

• Damaged, warped, or dirty throttle body

• SIG RTN circuit open to TP sensor

Possible Solutions

• Check the throttle cable to verify that it is not getting caught on other wires inside the engine bay, causing the throttle plate to stick open.

• Remove the intake boot and inspect the throttle body for damage or dirt buildup

• With the ENGINE OFF, move the throttle plate back and forth to see if the plate is sticking. If so, remove the throttle body and clean with a cleaning solution designed for throttle bodies.

• Inspect the wiring near the TP sensor for damage. If damaged, repair the wiring using waterproof connections.

• Replace the TP sensor

The Throttle Position (TP) sensor circuit is monitored by the PCM for a low TP rotation angle (or voltage) input through the Comprehensive Component Monitor (CCM). If during KEY ON and ENGINE OFF, or KEY ON and ENGINE RUNNING, the TP rotation angle (or voltage) changes below a minimum calibrated limit, the test fails.

Possible Causes

• TP sensor is not seated properly

• TP circuit open to PCM

• TP circuit short to GND

• VREF open to TP sensor

• Damaged TP Sensor

• Damaged PCM

Possible Solutions

• Check the plastic connector to verify that it is seated properly. Unplug the connector and plug it back in, making sure to listen for the interlocking mechanism to click into place.

• Inspect the wiring near the TP sensor for damage. If damaged, repair the wiring using waterproof connections.

• Replace the TP sensor.

The Throttle Position (TP) sensor circuit is monitored by the PCM for a high TP rotation angle (or voltage) input through the Comprehensive Component Monitor (CCM). If during KEY ON and ENGINE OFF, or KEY ON and ENGINE RUNNING, the TP rotation angle (or voltage) changes above the maximum calibrated limit, the test fails.

Possible Causes

• TP sensor not seated properly

• TP circuit short to PWR

• VREF short to PWR

• SIG RTN circuit open to TP sensor

• Damaged TP sensor

• Damaged PCM

Possible Solutions

• Check the plastic connector to verify that it is seated properly. Unplug the connector and plug it back in, making sure to listen for the interlocking mechanism to click into place.

• Inspect the wiring near the TP sensor for damage. If damaged, repair the wiring using waterproof connections.

• Replace the TP sensor.

Indicated the Engine Coolant Temperature (ECT) or Cylinder Head Temperature (CHT) sensor has not achieved the required temperature level to enter closed loop operating conditions within a specified amount of time after the engine has been started.

Possible Causes

• Insufficient warm up time

• Low engine coolant level

• Leaking or stuck thermostat

• Malfunctioning ECT sensor

• Malfunctioning CHT sensor

Possible Solutions

• Inspect the the coolant level while the engine has had a chance to cool down to verify the coolant level is between the MIN/MAX lines. If the coolant level on a cold engine is low, slowly open the degas tank cap and fill with coolant until it is between the MIN/MAX lines. DO NOT DO THIS WHILE THE ENGINE IS STILL HOT. THE COOLANT SYSTEM IS UNDER PRESSURE. REMOVING THE CAP WHILE THE ENGINE IS STILL HOT CAN CAUSE THE COOLANT TO RUSH OUT OF THE DEGAS TANK, CAUSING SEVERE BURNS.

• Inspect the thermostat housing for signs of leaking. If you have been experiencing problems with the HVAC system blowing hot air through the cabin vents, it’s likely the thermostat is bad and needs to be replaced.

• Inspect the coolant lines for signs of leaking. If a leak is found, replace the damaged coolant line.

• Replace the Engine Coolant Temperature (ECT) sensor.

• Replace the Cylinder Head Temperature (CHT) sensor.

Indicates that the Intake Air Temperature (IAT) sensor has detected a potential abnormality in the air intake system. The sensor uses a thermistor which is sensitive in changes to temperature. The electrical resistance decreases when the temperatures rise. The Intake Air Temperature Sensor is integrated into the Mass Air Flow (MAF) sensor and cannot be replaced separately.

Possible Causes

• Dirty air filter

• Loose electrical connection

• Damaged wiring harness to the Mass Air Flow (MAF) sensor

• Damaged or dirty Mass Air Flow (MAF) sensor

• Damaged PCM

Possible Solutions

• Remove the airbox and inspect the inside for debris, and remove debris if any found.

• Inspect the air filter for contamination, and replace if needed.

• Check the plastic connector on the MAF to verify that it is seated properly. Unplug the connector and plug it back in, making sure to listen for the interlocking mechanism to click into place.

• It is very common for the wiring insulation to degrade on the MAF pigtail. Inspect the wiring insulation where the wires go inside the plastic connector housing for signs of damage. If damaged, wire in a new pigtail following proper soldering techniques and use waterproof connections.

• Remove and inspect the MAF Sensor itself. If the sensor appears damaged, replace with a new MAF sensor. If the sensor is dirty, you can attempt to clean it using a cleaning solution designed for mass airflow sensors. If cleaning does not work, replace with a new MAF sensor.

The Heated Oxygen Sensor (HO2S) is monitored for a negative voltage known as a Characteristic Shift Downward (CSD). If the sensor is thought to be switching from 0 volts to -1 volts during testing, the PCM will use this input and remain in fuel control.

Possible Causes

• Contaminated HO2S sensor (water, fuel, etc.)

• Crossed HO2S signal/return wiring

Possible Solutions

• Check the plastic connector on the HO2S to verify that it is seated properly. Unplug the connector and plug it back in, making sure to listen for the interlocking mechanism to click into place.

• Inspect the wiring near the HO2S sensor for damage. If damaged, repair the wiring using waterproof connections.

• Replace the HO2S sensor.

The Heated Exhaust Gas (HEGO) Monitor checked the Heated Oxygen Sensor (HO2S) frequency and amplitude. If during testing the frequency and amplitude were to fall below a calibrated limit, the test will fail.

Possible Causes

• Contaminated HO2S sensor (water, fuel, etc.)

• Deteriorating HO2S sensor

• Exhaust leak

• Shorted or open wiring

• Improper fueling

• Damaged Mass Air Flow (MAF) sensor

• Intake air leaks

Possible Solutions

• Check the plastic connector on the HO2S to verify that it is seated properly. Unplug the connector and plug it back in, making sure to listen for the interlocking mechanism to click into place.

• Inspect the wiring near the HO2S sensor for damage. If damaged, repair the wiring using waterproof connections.

• Inspect the exhaust system for holes

• Replace the HO2S sensor

• Check the plastic connector on the MAF to verify that it is seated properly. Unplug the connector and plug it back in, making sure to listen for the interlocking mechanism to click into place.

• It is very common for the wiring insulation to degrade on the MAF pigtail. Inspect the wiring insulation where the wires go inside the plastic connector housing for signs of damage. If damaged, wire in a new pigtail following proper soldering techniques and use waterproof connections.

• Remove and inspect the MAF Sensor itself. If the sensor appears damaged, replace with a new MAF sensor. If the sensor is dirty, you can attempt to clean it using a cleaning solution designed for mass airflow sensors. If cleaning does not work, replace with a new MAF sensor.

• Inspect the air intake system for leaks

During testing, the Heated Oxygen Sensor (HO2S) heaters are checked for opens/shorts and excessive current draw. The test fails when current draw exceeds a calibrated limited and/or an open short is detected.

Possible Causes

• Short to VPWR in harness or HO2S

• Water in harness connector

• Open VPWR circuit

• Open GND circuit

• Corrosion or poor mating terminals and wiring

• Damaged HO2S sensor

• Low battery voltage

• Damaged PCM

Possible Solutions

• Inspect the wiring near the HO2S sensor for damage. If damaged, repair the wiring using waterproof connections.

• Check the plastic connector on the HO2S to verify that it is seated properly. Unplug the connector and plug it back in, making sure to listen for the interlocking mechanism to click into place.

• Inspect the HO2S connector to see if the water seal is damaged, and water pooled inside the connector. If so, replace the wiring to the HO2S following proper soldering techniques and use waterproof connections.

• Replace the HO2S sensor

The downstream HO2S sensor is continuously checked for maximum and minimum voltages. The test fails when the voltages fail to meet the calibrated limits.

Possible Causes

• Pinched, shorted, or corroded wiring and pins

• Crossed sensor wires

• Exhaust leaks

• Contaminated HO2S sensor (water, fuel, etc.)

• Deteriorating HO2S sensor

Possible Solutions

• Inspect the wiring near the HO2S sensor for damage. If damaged, repair the wiring using waterproof connections.

• Check the plastic connector on the HO2S to verify that it is seated properly. Unplug the connector and plug it back in, making sure to listen for the interlocking mechanism to click into place.

• Inspect the exhaust system for holes

• Replace the HO2S sensor

DOWNSTREAM SENSOR POST-CATALYTIC CONVERTER. SEE DTC P0135 FOR MORE INFORMATION

The Fuel Injection Control Module (FICMM) has detected a deviation between the pre-calibrated set point and the actual fuel pressure, causing one bank to be lean at wide open throttle.

Possible Causes

• Severely restricted fuel filter

• Severely restricted fuel supply line

• Damaged or faulty fuel pump

• Damaged or dirty Mass Air Flow (MAF) sensor

Possible Solutions

• Remove and replace the fuel filter, located at the back of the car near the fuel tank.

• After the car has been off for 15-20 minutes, turn the key to the KEY ON position and listen for the fuel pump to prime.

The Adaptive Fuel Strategy continuously monitors fuel delivery. This code indicates there is too much air and not enough fuel. Presence of this DTC can make the car run abnormally, may cause coolant temps to rise due to hotter combustion cycle, or be down on power.

Possible Causes

• Intake air leaks after the Mass Air Flow (MAF) sensor

• Deteriorating Heated Oxygen Sensor (HO2S)

• Exhaust leaks before the Heated Oxygen Sensor (HO2S)

• Vacuum leaks

• Clogged or non-functioning fuel injectors

• Incorrect fuel pressure

• Faulty or leaking fuel pressure regulator

• Running low on fuel

• Fault in the vapor recovery system

• Defective Positive Crankcase Ventilation (PCV) system

• Stuck Exhaust Gas Recirculation (EGR) valve

• Incorrect cam timing

• Low cylinder compression

• Oil overfilled

Possible Solutions

• Inspect for air leaks after the Mass Air Flow (MAF) sensor. Common spots for leaks to occur are at the boot going from the intake to the throttle body, faulty throttle body gaskets, and faulty intake manifold gaskets.

• Inspect the wiring near the Heated Oxygen (HO2S) sensor for damage. If damaged, repair the wiring using waterproof connections.

• Replace the Heated Oxygen Sensor (HO2S).

• Inspect the vacuum lines for loose or damaged hoses. Vacuum routing diagram can be found on the underside of the hood.

• Inspect the vapor canister on the firewall of the passenger side of the engine bay for cracks and corroded lines.

• Inspect the Positive Crankcase Ventilation (PCV) system for damage or collapsed rubber hoses.

• Replace the Positive Crankcase Ventilation (PCV) valve

• Inspect the Exhaust Gas Recirculation (EGR) valve for damage

• If the timing belt has recently been changed, verify the timing has not moved.

• Check for cylinder compression using a compression tool.

• Use the oil dipstick to verify that the oil has not been overfilled.

The Adaptive Fuel Strategy continuously monitors the fuel delivery hardware. This test will fail when there’s too much fuel and not enough air.

Possible Causes

• Excessive fuel pressure due to a restriction in the fuel line

• Faulty fuel pressure regulator

• Leaking fuel injector

• Air intake system restriction

• Clogged exhaust system (catalytic converter, exhaust pipe, or muffler)

• Exhaust leak upstream of the Heated Oxygen Sensor (HO2S)

• Loose electrical connections at the Mass Air Flow (MAF) sensor

Possible Solutions

This code will also show up with other fueling related problems (P0148).

• Inspect the wiring leading to the fuel pressure regulator for damage. If damaged, repair the wiring using waterproof connections.

• Remove and inspect the fuel injectors, paying close attention to the rubber O-Rings. If the O-Rings are damaged, replace them. If the injector is saturated in fuel, this is a likely culprit, replace the fuel injector.

• Remove the airbox cover lid and inspect the air intake system for debris. Inspect the filter and replace if contaminated.

• Inspect the exhaust for holes or loose fittings above the HO2S sensors.

• Check the plastic connector on the MAF to verify that it is seated properly. Unplug the connector and plug it back in, making sure to listen for the interlocking mechanism to click into place.

• It is very common for the wiring insulation to degrade on the MAF pigtail. Inspect the wiring insulation where the wires go inside the plastic connector housing for signs of damage. If damaged, wire in a new pigtail following proper soldering techniques and use waterproof connections.

• Remove and inspect the MAF Sensor itself. If the sensor appears damaged, replace with a new MAF sensor. If the sensor is dirty, you can attempt to clean it using a cleaning solution designed for mass airflow sensors. If cleaning does not work, replace with a new MAF sensor.

The Comprehensive Component Monitor (CCM) monitors the Engine Fuel Temperature (EFT) sensor circuit to the PCM for low and high voltage. If voltage were to fall below or exceed a calibrated limit and amount of time during testing, the test will fail. The EFT sensor is a part of the Fuel Rail Pressure Sensor, and cannot be replaced separately.

Possible Causes

• Open or short in the harness

• Faulty Fuel Rail Pressure Sensor

• Loose electrical connection

• Low ambient temperature operation

• Damaged PCM

Possible Solutions

• Inspect the wiring harness leading to the Fuel Rail Pressure Sensor for signs of damage or cracked insulation on the wiring. If damaged, repair the wiring using waterproof connections.

• Check the plastic connector on the Fuel Rail Pressure Sensor to verify that it is seated properly. Unplug the connector and plug it back in, making sure to listen for the interlocking mechanism to click into place.

• Replace the Fuel Rail Pressure Sensor

The Comprehensive Component Monitor (CCM) monitors the Engine Fuel Temperature (EFT) for acceptable operating temperature. If during testing the voltage were to fall below or exceed a calibrated limit during a calibrated amount of time, the test will fail.

SEE DTC P0180 FOR MORE INFORMATION

The Comprehensive Component Monitor (CCM) monitors the Engine Fuel Temperature (EFT) sensor circuit to the PCM for low voltage. If voltage were to fall below a calibrated limit and amount of time during testing, the test will fail.

SEE DTC P0180 FOR MORE INFORMATION

The Comprehensive Component Monitor (CCM) monitors the Engine Fuel Temperature (EFT) sensor circuit to the PCM for high voltage. If the voltage were to exceed above a calibrated limit and amount of time during testing, the test will fail.

SEE DTC P0180 FOR MORE INFORMATION

The Comprehensive Component Monitor (CCM) monitors the Fuel Rail Pressure Sensor (FPR) to the PCM for VREF voltage. The test fails when the VREF voltage from the PCM drops to a voltage less than the minimum calibrated value.

Possible Causes

• VREF open in harness

• VREF open in sensor

• VREF open in PCM

Possible Solutions

• Inspect the wiring harness leading to the Fuel Rail Pressure Sensor for signs of damage or cracked insulation on the wiring. If damaged, repair the wiring using waterproof connections.

• Check the plastic connector on the Fuel Rail Pressure Sensor to verify that it is seated properly. Unplug the connector and plug it back in, making sure to listen for the interlocking mechanism to click into place.

he Comprehensive Component Monitor (CCM) monitors the Fuel Rail Pressure Sensor (FRP) pressure for acceptable fuel pressure. The test fails when the fuel pressure falls below or exceeds a minimum/maximum calibrated value for a calibrated period of time.

Possible Causes

• High Fuel Pressure (See DTC P0170/P0171)

• Low Fuel Pressure (See DTC P0170/P0171)

• Damaged FRP sensor

• Excessive resistance in circuit

• Low or no fuel

Possible Solutions

• Inspect the wiring harness leading to the Fuel Rail Pressure Sensor for signs of damage or cracked insulation on the wiring. If damaged, repair the wiring using waterproof connections.

• Check the plastic connector on the Fuel Rail Pressure Sensor to verify that it is seated properly. Unplug the connector and plug it back in, making sure to listen for the interlocking mechanism to click into place.

• See details on DTC P0170 and P0171 for more troubleshooting steps.

• Replace the FRP sensor

The Comprehensive Component Monitor (CCM) monitors the Fuel Rail Pressure Sensor (FRP) circuit to the PCM for low voltage. If the voltage were to fall below a calibrated limit and amount of time during testing, the test will fail.

Possible Causes

• FRP signal shorted to SIG RTN or PWR GND

• Damaged or faulty FRP Sensor

• Damaged PCM

Possible Solutions

• Inspect the wiring harness leading to the Fuel Rail Pressure Sensor for signs of damage or cracked insulation on the wiring. If damaged, repair the wiring using waterproof connections.

• Check the plastic connector on the Fuel Rail Pressure Sensor to verify that it is seated properly. Unplug the connector and plug it back in, making sure to listen for the interlocking mechanism to click into place.

• See details on DTC P0170 and P0171 for more troubleshooting steps.

• Replace the FRP sensor

The Comprehensive Component Monitor (CCM) monitors the Fuel Rail Pressure Sensor (FRP) circuit to the PCM for high voltage. If the voltage were to exceed a calibrated limit and a calibrated amount of time during testing, the test will fail.

Possible Causes

• FRP signal shorted to VREF or VPWR

• FRP signal open

• Damaged for faulty FRP sensor

• Damaged PCM

Possible Solutions

• Inspect the wiring harness leading to the Fuel Rail Pressure Sensor for signs of damage or cracked insulation on the wiring. If damaged, repair the wiring using waterproof connections.

• Check the plastic connector on the Fuel Rail Pressure Sensor to verify that it is seated properly. Unplug the connector and plug it back in, making sure to listen for the interlocking mechanism to click into place.

• See details on DTC P0170 and P0171 for more troubleshooting steps.

• Replace the FRP sensor

The Comprehensive Component Module (CCM) monitors the operation of the fuel injector drivers in the PCM. The test fails when the fuel injector does not operate electrically, even though the harness assembly and fuel injectors pass self-testing.

Possible Causes

• Faulty fuel injector on the corresponding cylinder

• Damaged wiring harness to corresponding fuel injector

• Faulty fuel injector driver in the PCM

Possible Solutions

• Remove and inspect the fuel injector on the corresponding cylinder for damage.

• Replace fuel injector

• Inspect the wiring harness leading to the corresponding fuel injector for signs of damage or cracked insulation on the wiring. If damaged, repair the wiring using waterproof connections.

• Check the plastic connector on the fuel injector to verify that it is seated properly. Unplug the connector and plug it back in, making sure to listen for the interlocking mechanism to click into place.

Indicates an engine overheat condition was detected by the Cylinder Head Temperature (CHT) sensor. This condition can cause significant engine damage if driven for prolonged periods of time without diagnosing the root cause.

Possible Causes

• Low engine coolant level

• Clogged radiator

• Faulty radiator fan switch

• Faulty radiator fan switch wiring

• Stuck or leaking thermostat

• Faulty CHT sensor

Possible Solutions

• Inspect the the coolant level while the engine has had a chance to cool down to verify the coolant level is between the MIN/MAX lines. If the coolant level on a cold engine is low, slowly open the degas tank cap and fill with coolant until it is between the MIN/MAX lines. DO NOT DO THIS WHILE THE ENGINE IS STILL HOT. THE COOLANT SYSTEM IS UNDER PRESSURE. REMOVING THE CAP WHILE THE ENGINE IS STILL HOT CAN CAUSE THE COOLANT TO RUSH OUT OF THE DEGAS TANK, CAUSING SEVERE BURNS.

• Inspect the coolant hoses going into and coming out of the radiator for signs of fluid. The hoses can be squeezed by hand, and you should be able to feel coolant flowing through the hoses when compressed.

• Remove and inspect the radiator fan switch sensor and wiring for signs of corrosion or damage. If corrosion or damage is found in one or both of the units, replace the switch/harness.

• Inspect the thermostat housing for signs of leaking. If you have been experiencing problems with the HVAC system blowing hot air through the cabin vents, it’s likely the thermostat is bad and needs to be replaced.

• Inspect the coolant lines for signs of leaking. If a leak is found, replace the damaged coolant line.

• Replace the CHT sensor

The PCM monitors the Fuel Pump (FP) circuit output from the PCM. The test fails if: with the FP output commanded ON (grounded); excessive current draw is detected on the FP circuit, or with the FP output commanded OFF, voltage is not detected on the FP circuit (the PCM expects to detect VPWR voltage coming through the fuel pump relay coil to the FP circuit).

Possible Causes

• Damaged or faulty FP relay

• Open or shorted FP circuit

• Open VPWR circuit to the FP relay

Possible Solutions

• Inspect the FP relay for damage (Power Distribution Box Location: R7)

• Replace FP Relay (Power Distribution Box Location: R7)

• Inspect the wiring harness leading to and from the fuel pump for signs of damage or cracked insulation on the wiring. If damaged, repair the wiring using waterproof connections

The PCM monitors the Fuel Pump Monitor (FPM) circuit. The test fails if the PCM commands the fuel pump ON and B+ voltage is not detected on the FPM circuit.

Possible Causes

• Open B+ circuit to the fuel pump relay

• Open FP PWR circuit between the fuel pump relay and it’s connection to the FPM circuit

• Damaged FP Relay

Possible Solutions

• Inspect the wiring harness leading to and from the fuel pump for signs of damage or cracked insulation on the wiring. If damaged, repair the wiring using waterproof connections.

• Inspect the FP relay for damage (Power Distribution Box Location: R7)

• Replace FP Relay (Power Distribution Box Location: R7)

The PCM monitors the Fuel Pump Monitor (FPM) circuit. This test fails when the PCM detects voltage on the FPM circuit while the fuel pump is commanded OFF. The FPM circuit is wired to a pull-up voltage inside the PCM. The FPM circuit will go high if, with the KEY ON and the fuel pump commanded OFF, the FPM/FP PWR circuit looses it’s path to the ground through the fuel pump. The FPM circuit will also go high if the FPM/FP PWR circuit is shorted to PWR.

Possible Causes

• Inertia Fuel Shutoff (IFS) switch not reset or electrically open

• Poor FP ground

• FP electrically open

• FP secondary circuits short to power

• FP relay contacts always closed

• Open FPM circuit between the PCM and connection to FP PWR circuit

• Damaged Low Speed FP relay or concern with related circuits

• Damaged PCM

Possible Solutions

• Verify the Inertia Fuel Shutoff (IFS) switch has not been tripped. The button is located in the passenger footwell, head of the door.

• Inspect the grounds off the fuel pump for corrosion. If corrosion exists, clean grounding surface and reattach ground.

Indicates the engine oil temperature protection strategy in the PCM has been activated. This will temporarily prohibit high engine speed operation by diabling injectors, therefore reducing the risk of engine damage from high engine oil temperature. On engines equipped with an oil temperature sensor, the PCM reads oil temperature to determine if it is excessive. When an oil temperature sensor is not present, the PCM uses an oil algorithm to infer actual temperature. Engine shutdown strategy function is the same on vehicles, regardless if it’s equipped with a sensor.

Possible Causes

• Very high engine RPM for extended periods of time

• Overheating condition

Possible Solutions

• Your engine may be operating at high RPM’s due to an improper gear selection. Verify that the transmission is in Drive (Automatic Only), or you stay below 5000RPM consistently in a manual transmission.

• See P0217 for Overheating information

The Random Misfire DTC indicates one or multiple cylinders are misfiring or the PCM cannot identify which cylinder is misfiring.

Possible Causes

• Damaged, defective, or dirty spark plug(s)

• Incorrect spark plug gap

• Leaking valve cover gasket

• Damaged or defective coil pack(s)

• Damaged or defective spark plug wire

• Damaged wiring leading to the coil pack(s)

• Stuck or leaking fuel injector(s)

• Faulty Camshaft Position Sensor (CMP)

• Stuck open Exhaust Gas Recirculation (EGR) valve

• Poor quality fuel

• Incorrect camshaft timing

• Low cylinder compression

Possible Solutions

• Remove and inspect the spark plugs for signs fo damaged (cracked porcelin, missing or corroded ignitors, missing or corroded ground straps). If the plugs appear dirty or damaged, replace with new spark plugs.

• Old spark plugs tend to gap themselves. Use a spark plug gap tool to verify the spark plug gap is still within preconfigured specifications.

• It is extremely common for the valve cover gaskets to fail, causing the spark plug wells to fill with oil, reducing the effectiveness of the plug wires / coil on plug packs. Remove the spark plug wires or coil on plug packs to inspect for oil contamination. Replace valve cover gasket if necessary.

• It is extremely common for the coil pack / coil on plug packs to go bad, sometimes without any visual indication that they are defective. Replace the coil pack / coil on plug pack.

• It is extremely common for the spark plug wires to go bad, sometimes without any visual indication. Replace the spark plug wires.

• It is extremely common on Zetec-based engines for the wires leading to the Coil Pack to have decayed insulation. Inspect the wiring leading into the plastic connector to the coil pack for signs of cracked or broken insulation. Replace the pigtail, if necessary, following proper soldering techniques and using waterproof connectors.

• A fuel injector that is clogged, or one that is stuck open, can cause the cylinder to get improper fueling, resulting in a misfire.

• Inspect the camshaft position sensor wiring for signs of damage. Repair the wiring leading to the camshaft position sensor, if necessary, following proper soldering techniques and using waterproof connectors.

• Remove and inspect the Exhaust Gas Recirculation (EGR) valve for signs of damage. Replace if necessary.

• Poor quality fuel can lead to random misfires. Other signs and symptoms include poor fuel economy and pinging/knocking.

• If the timing belt has recently been replaced and the camshafts were not timed properly, you may see a random misfire code. This is typically accompanied by codes P1381 or P1383.

• Low cylinder compression can also cause a random misfire code. Use a compression tester tool to verify the cylinders still have proper compression.

This DTC indicates that a misfire has been detected on a specific cylinder, the last number of the code designating which cylinder is the one that is misfiring. When this code appears, you will see the Check Engine Light (CEL) blink on and off repeatedly. Extended driving while this code is present can cause engine damage.

Please see P0300 for more information.

The Ignition Engine Speed Sensor input signal to the PCM is continually monitored. The test fails when the signal indicates that two successive erratic Profile Ignition Pickup (PIP) pulses have occurred.

Possible Causes

• Arcing ignition components (coil, wires, plugs)

• Interference with 2-way radios

Possible Solutions

• Inspect the pigtail leading to the coil pack (SPI/Zetec Only). If the wires appear damaged, replace the pigtail leading to the ignition coil.

• Inspect the ignition coil (SPI/Zetec) or Coil On Plug (Duratec) packs for signs of damage. If damaged, replace with new components.

• Inspect the spark plug wires (SPI/Zetec) for signs of damage, replace if damage is found.

• Remove and inspect the spark plugs for cracks in the porcelain on top. If damaged, replace with new spark plugs.

See DTC P0326

The Knock sensor detects vibrations upon increase and decrease in engine RPM. The knock sensor generates voltage based on this vibration. Should this voltage go outside a calibrated level, a DTC will set.

Possible Causes

• Knock sensor wiring short to ground

• Knock sensor circuit short to Power

• Knock sensor circuit open

• Damaged Knock Sensor

• Damaged PCM

Possible Solutions

• Inspect the wiring leading to the knock sensor for signs of damage. If damage is found, repair the wiring using proper soldering techniques and using waterproof connections.

• Replace the Knock Sensor

The test fails when the PCM can no longer detect the signal from the Camshaft Position Sensor (CMP).

Possible Causes

• CMP Circuit Short to ground

• CMP circuit short to Power

• Signal Return open (VR Sensor)

• CMP Ground Open (Hall Effect Sensor)

• Damaged CMP sensor shielding

• Damaged CMP sensor

• Harness routing, harness alterations, improper shielding, or electrical interference from other improperly functioning systems may also have intermittent impact on the CMP signal

Possible Solutions

• Inspect the wiring leading to the CMP sensor, if damaged is found repair the wiring using proper soldering techniques and using waterproof connections.

• Inspect the wiring near the CMP sensor, if damaged wiring is found, repair using proper soldering techniques and using waterproof connections.

• Replace the CMP sensor.

The ignition circuit is continuously monitored. The test fails when the PCM does not receive a valid IDM pulse signal from the ignition module (integrated into the PCM).

Possible Causes

• Open or short in Ignition START/RUN circuit

• Open coil driver circuit

• Coil Driver circuit shorted to ground

• Damaged coil

• Damaged PCM

Possible Solutions

• Inspect the wiring leading to the main coil (SPI/Zetec) or coil packs (Duratec) for signs of damage. If damage is found, repair the wiring using proper soldering techniques and using waterproof connections.

• Replace the coil (SPI/Zetec) or coil pack(s) (Duratec).

The Exhaust Gas Recirculation (EGR) system is monitored once per drive cycle during steady state conditions above 48 MPH. The test will fail when a malfunction is detected by PCM calculations indicating the EGR flow is less or greater than expected.

NOTE: ALL OF THE FOLLOWING SENSORS INPUT DATA TO THE PCM FOR PROPER OPERATION OF THE EGR SYSTEM: ENGINE COOLANT TEMPERATURE (ECT), CPS, INTAKE AIR TEMPERATURE (IAT), MASS AIR FLOW (MAF), THROTTLE POSITION (TP), MANIFOLD AIR PRESSURE (MAP). ANY DTC RELATED TO THE ABOVE MUST BE RESOLVED PRIOR TO TROUBLESHOOTING THIS CODE.

Possible Causes

• EGR valve stuck open or closed

• EGR connector not seated

• EGR motor windings shorted or open circuit

• No power to EGR

• Harness open or shorted to Power or Ground

• Vacuum signal to Mass Air Pressure (MAP) restricted or leaking

• Mass Air Flow (MAF) sensor signal erroneous

• Carbon buildup in EGR valve seat area

• Damaged PCM

Possible Solutions

• Remove and clean the area around the EGR valve

• Verify the connector is seated properly

• Replace the EGR valve

The Exhaust Gas Recirculation (EGR) system is monitored during steady state driving conditions while the EGR is commanded on. The test fails when the signal from the DPF EGR sensor indicates that the EGR flow is less than the desired minimum.

Possible Causes

• Vacuum leak

• EGR valve stuck closed

• EGR valve leaks vacuum

• EGR flow path restricted

• EGR sensor short

• Damaged EGR oriface tube

• Damaged EGR solenoid

• Damaged PCM

Possible Solutions

• Check for vacuum leaks around the EGR sensor, inspect all vacuum lines for ill-fitting connections or damage in the vacuum lines.

• Inspect the wiring going to the EGR sensor for damage. If damage is found, repair the wiring using proper soldering techniques and waterproof connections.

• Replace the EGR