Emission OBD

Service PIERBURG
Tips & Information

MS Motor Service
International GmbH
Wilhelm-Maybach-Straße 14–18
74196 Neuenstadt, Germany
Phone +49 (0) 7139 - 9376 3333 Emission control
Fax +49 (0) 7139 - 9376 2864
Hamburger Straße 15
41540 Dormagen, Germany
Phone +49 (0) 2133 - 267 100
& OBD
with PIERBURG Products
Fax +49 (0) 2133 - 267 111
info@ms-motor-service.com
www.ms-motor-service.com
50 003 960-02 08/08

ISBN 978-3-86522-270-1
Emission Control & OBD PIERBURG
Imprint / Table of Contents
1 Introduction....................................................................................... 4
1.1 Foreword ..................................................................................... 4
1.2 Pictograms and symbols.............................................................. 5
1.3 General instructions .................................................................... 5
2 On-board diagnosis ......................................................................... 6

2.1 Development of On-Board Diagnosis (OBD, OBD II and EOBD) ..... 6
2.2 Requirements of OBD systems ..................................................... 7
2.3 Legal requirement........................................................................ 8
2.3.1 OBD, EOBD, EU, EURO? ................................................................ 8
2.3.2 EURO III – the legal basis for the EOBD ........................................ 8
2.3.3 EOBD ........................................................................................... 9
2.4 Scope and type of the diagnosis .................................................. 9
2.5 Monitoring process .................................................................... 10
2.5.1 Permanent monitoring
(continuously monitored systems) ............................................. 10
2.5.2 Cyclical monitoring
(sporadically/occasionally monitored systems) ......................... 10
2.5.3 Driving cycle .............................................................................. 10
2.5.4 Occasional shut-off of the diagnostic function ........................... 10
2.6 The readiness code .................................................................... 11
2.7 Diagnostic concept in the vehicle............................................... 12
2.8 The malfunction indicator lamp (“MIL”)...................................... 13
2.9 Diagnostic connection ............................................................... 15
2.10 Reading out the fault code memory – diagnostic process .......... 16
2.11 Scan tool modes (test modes).................................................... 17
2.12 Fault codes ................................................................................ 18
3 Systems and diagnosis – general instructions.................. 20

3.1 System knowledge required....................................................... 20
3.2 Safety Instructions .................................................................... 21
3.3 Further possibilities for diagnosis .............................................. 21
3.4 PIERBURG and OBD ................................................................... 22
4 Systems and diagnosis with PIERBURG products .............. 23

4.1 Fuel system ............................................................................... 23
4.1.1 Monitoring ................................................................................. 24
4.1.2 Possible fault codes................................................................... 25
4.1.3 Diagnostic instructions .............................................................. 25
2nd Edition 08.08 4.2 The fuel tank ventilation system (AKF system) ........................... 27
Part-No. 50 003 960-02
ISBN 978-3-86522-270-1
4.2.1 Monitoring ................................................................................. 28
Authors:
Dieter Bohn 4.2.3 Diagnostic instructions .............................................................. 29
Heinrich Burgartz
Dustin Smith
4.3 The fuel tank leakage diagnosis................................................. 30
4.3.1 Monitoring ................................................................................. 31
Layout and Production:
Wolfgang Wolski 4.3.2 Possible fault codes................................................................... 32
Hela Werbung GmbH, Heilbronn, Germany 4.3.3 Diagnostic instructions .............................................................. 32
Reprinting, duplication and translation, even as 4.4 Secondary air system ................................................................ 33
excerpts, are permitted only with our prior written
consent and indication of the source.
4.4.1 Monitoring ................................................................................. 35
4.4.2 Possible fault codes (with diagnostic instructions) .................... 35
Subject to changes and variances in the illustrations.
No liability is accepted. 4.4.3 Diagnostic instructions .............................................................. 38
Published by:
© MS Motor Service International GmbH
2 | Emission Control & OBD MS Motor Service International

PIERBURG Emission Control & OBD
Table of contents
4.5 Exhaust gas recirculation (EGR) ................................................. 40

4.5.1 Monitoring ................................................................................. 42
4.5.2 Possible fault codes (with diagnostic instructions) .................... 43
4.6 Air supply .................................................................................. 47
4.6.1 Monitoring ................................................................................. 49
5 Further systems and diagnosis ................................................. 54

5.1 Catalytic converter ..................................................................... 54
5.1.1 Monitoring ................................................................................. 54
5.2 Lambda probes.......................................................................... 56
5.2.1 Monitoring ................................................................................. 58
5.3 Ignition misfires (uneven running detection) .............................. 61
5.3.1 Monitoring ................................................................................. 63
6 Attachment ........................................................................................ 66
6.1 Basic principles ......................................................................... 66
6.1.1 Formation of exhaust gas .......................................................... 66
6.1.2 Essential pollutants in the exhaust gas ..................................... 67
6.1.3 Emission limits .......................................................................... 68
6.2 Frequently used abbreviations ................................................... 69
6.3 Glossary .................................................................................... 70
6.4 Sources and further reading ...................................................... 71
6.5 Service Information and technical brochures ............................. 71
6.6 The training programme............................................................. 71
6.7 Catalogue, Motor Service CD, TecDoc CD ................................... 71
MS Motor Service International Emission Control & OBD | 3

Introduction
1 Introduction In this brochure we offer simple infor- This brochure is intended for use by
mation on the complex subject of “self automotive specialists.
diagnosis in motor vehicles”. Known It is intended to help you in your daily
as “On-Board Diagnosis” (OBD), this work, especially in the error diagnosis
self diagnosis has become an interna- of automobiles with OBD systems.
tionally recognised term. It serves to In addition to information on the
monitor the running of the engine and structure and functioning of the
is used for emission control. systems, possible errors and the inter-
OBD II and the European version, dependencies between fault codes
EOBD, are discussed here. and causes are discussed.
Furthermore we offer practical
instructions for diagnosing and
correcting errors in emissions-relevant
components.
1.1 Foreword
Laws for the environment In the event of a malfunction, or during Our experience for you
As the number of motor vehicles and regular service checkups in the work- PIERBURG is an active developer
amount of traffic increases, the impact shop, fault codes and error relevant and manufacturer of components,
of exhaust gas emissions on the envi- data can be read out of the fault code especially in the field of emissions
ronment has also increased. Since 1968 memory. The fault code memory is control.
toxic emissions have been restricted for read out for the corresponding vehicles Because all exhaust gas relevant
motor vehicles in western industrialised for exhaust gas inspections (EGI). This components are monitored by OBD,
nations. The United States played a way, errors that could cause damage here we have extensive experience in
leading role in this legislation. to the engine or increased negative questions related to application and
As the years went by, these legal limits impact on the environment can be service.
for toxic emissions have been lowered detected early and remedied before By presenting this brochure it is our
continuously. To ensure compliance damage occurs. desire to share this experience with
with these limits during daily opera- you. For this reason, in the description
tion, diagnostic systems for monitor- OBD = a solution to all problems? of systems and diagnostic instruc-
ing exhaust gas relevant systems and OBD does indeed detect a malfunctions we concentrate on PIERBURG
components (“On-Board Diagnosis”), tioning part or a function that is not products.
among other things, were required. working altogether properly, but not Because it is only since 2003 that
For this reason, all newer vehicles are always the actual cause of the failure EOBD also applies to passenger
equipped with On-Board diagnostic or error. vehicles and light utility vehicles with
systems that detect, record and display This requires the expertise of a spe- diesel engines, emphasis is placed on
errors. cialist with knowledge of the system. vehicles with petrol engines.

Introduction
1.2 Pictograms and symbols
The following pictograms and symbols Points out situations that may Reference to useful sugges-
are used in this brochure: cause personal injury or damage tions, explanations and addi-
to vehicle components. tional information for handling.
[...] Reference to sources and ➔ Reference to other locations in

further reading the text.
(please refer Æ to Section 6.4)
1.3 General instructions – All illustrations and drawings in this Please note:
publication are intended for general This brochure was designed for techni-
information. Certain details may not cal personal.
always match the current design of Technical personal are persons who,
the construction. based on their professional train-
– We reserve the right to make techni- ing, experience and schooling, have
cal changes by further development adequate knowledge of
without the necessity of changing – safety regulations,
this publication. – accident prevention regulations,
directives and acknowledged
technical rules (for example, regula-
tions and standards that can vary
according to country).

On-Board Diagnosis
2 On-Board Diagnosis
2.1 Development of On-Board Diagnosis (OBD, OBD II and EOBD)
In conjunction with emission control, California in the leadership role Furthermore it was determined that
since 1970 the number of mechanical In the United States this problem was the vehicle manufacturer should make
and electric components in the engine recognised early and addressed by the data necessary for service avail-
environment has increased. legislation in 1984. With this legislation, able to all those who have a legitimate
These new components have made it the On-Board Diagnosis (OBD) was interest.
increasingly difficult for workshops introduced for California from 1988 and
to diagnose errors in cases of for the entire USA from 1989. The EURO III emissions standard
malfunctions. This was a simplified On-Board At the same time as the EURO III emis-
To solve these problems, at the diagnostic system. sions standard, the European version,
end of the seventies, the first, still It required the registering, recording “EOBD”, was introduced in Europe as
very elementary, vehicle integrated and displaying of errors in exhaust gas of January 1, 2000.
diagnostic systems were introduced. relevant components of the vehicle. It applies to passenger vehicles
This was made possible by the In this first version only components and light utility vehicles with petrol
development of increasingly more directly associated with the control engines.
proficient electronic control units. At unit were monitored. Errors were indi- As of 2003 it also applies to passen-
the same time, increasing numbers of cated by a malfunction indicator lamp. ger vehicles and light utility vehicles
new or further developed sensors and Readings were taken by interpreting with diesel engines.
actuators were being used. blinking codes. The EOBD essentially corresponds to
This also required an increase in the the American OBD II. It has, however,
number of on-board power supply OBD II been “eased” in some points.
networks and plug-in connections. As of January 1, 1996, OBD II was – A leak test of the fuel system is not
But another consequence of this required for passenger cars and light required.
development was that, in the event of utility vehicles in the United States. – For exhaust gas recirculation, secon-
a malfunction or breakdown, uncer- As a result a diagnostic system with dary air and fuel tank ventilation,
tainty frequently reigned in diagnos- considerably expanded functions was only the functioning and the electric
ing the error. introduced. In addition to exhaust connections of the individual compo-
In order to improve the situation, since gas relevant components, further nents are tested.
about 1984, increasing numbers of systems and functions were now A test of the effectiveness of these
vehicles were being equipped with monitored during operation. Malfunc- systems is not required by the EOBD.
improved systems for error detection, tions and deviations were entered in There are, however, vehicle manufac-
with fault code memories and self a “nonvolatile” (permanent) memory. turers that comply with the “OBD II”
diagnosis. Furthermore, as a help in error diag- standard worldwide.
There were very different philosophies nosis, operating conditions that were
regarding the scope and use of these present when an error occurred were
On-Board diagnostic systems. The registered and recorded.
result was a multitude of system va- An additional, essential improve-
riants, interfaces, adapters, data scan ment was the establishment of stan-
tools and fault codes. As a result, in dardised interfaces, data transfer pro-
many cases an error diagnosis was tocols, scan tools, diagnostic sockets
possible only in the respective contrac- and fault codes. This made it possible
ted workshops. for the fault code memory to be read
using conventional OBD compatible
instruments.

On-Board Diagnosis
2.2 Requirements of OBD systems
OBD systems must perform the The goals of OBD systems are Depending on the OBD standard
following functions: – continuous monitoring of all exhaust – a simple function test
Monitoring of all exhaust gas gas relevant components and (open/closed – yes/no – on/off) or
relevant components systems – a qualitative function check will be
and functions in the – immediate detection and reporting made. Here values (results of the
drive train of vehicle. of essential errors that produce function) are measured and com-
Detection of deviations and increased emissions pared to set-point values.
errors. – permanently low exhaust gas
Recording of errors and state emissions of all vehicles over the
information. entire product life
Displaying of errors.
Output of fault codes and The following are monitored Legislation does not specify
state information. – the current flow to earth connection, the methods for monitoring a
plus connection and interruption module or component.
– the input and output signals of This can be done in different ways
sensors and actuators depending on the manufacturer.
– the plausibility of signals What is important is that the module
or component be monitored.
Responses to errors, and thus the

effects, differ according to system and
applicable OBD standard.
What is relevant is the possible conse- The range extends from an insigni-
quences of the errors that occur: ficant correction to the use of replace-
– deviations from the set-point ment values, to switching on the
– errors that increase pollutants malfunction indicator lamp (MIL), to
considerably reduced performance, to the “limp
– errors that can cause damage to the home” function.
engine or the catalytic converter
Sensors Control unit Actuators

Measurement Self-inspection
range
Short circuit
Short circuit
Interruption Interruption
Microcomputer
Plausibility
Provision of substitute Recording of static and

values sporadic errors that can be
Software limp-home output in the diagnosis
Fig. 1 Self diagnosis of electronic systems (On-Board Diagnosis)

On-Board Diagnosis
2.3 Legal requirements
2.3.1 OBD, EOBD, EU, EURO?
In literature and conversation there is - The “Euro I” to “Euro III” emis- - On-Board Diagnosis OBD I and II
often confusion as to the use of the sion standards (or also referred to refer to the American requirements
different terms such as OBD, EOBD, as “EU I” to EU III”) form the legal for a diagnostic system in the
EU and EURO. requirements for emission control in vehicle.
Here a distinction must be made the European Community. - EOBD is the European version of the
between the respective exhaust gas - The German emission standards American OBD II.
standards and the laws governing On- (e.g. D3 and D4) were introduced for
Board Diagnosis. tax advantages.
The introduction of the EOBD is not

directly associated with an emission
standard for the European Union!
California
USA OBD II
Therefore the respective deadlines OBD
OBD 1 Passenger vehicle/
light utility vehicle
for introduction must be considered
independently of each other.
EU NFZ
Emission Euro I Euro II Euro III Euro IV
Passenger vehicle/
standards light utility vehicle
German D3
Emission
standards D4
Passenger vehicle/light
Resolution of the 98/96/EC directives utility vehicle otto
EOBD Passenger vehicle/light
utility vehicle diesel
Fig. 2 Chronological summary of standards and laws (excerpts)
2.3.2 EURO III – the legal basis for the EOBD
The legal basis for the EOBD is the - monitoring for compliance with - the access to control units is to be
98/69/EC directive of the European limits by checking vehicles during safeguarded so that an unautho-
Parliament and Council. operation (“field monitoring”) rised reprogramming (chip tuning)
This directive applied the limits and - definition of recall actions by is essentially prevented (protection
requirements for EURO III. legislation against manipulation)
- prescription for handling defects - suggestions for creating an electro-
The essential contents of EURO III are: - access to all information required nic standard format for repair infor-
- more demanding test procedure for for manufacturing or replacement of mation
type testing retrofit parts. Exceptions: protection - introduction of an OBD system
- considerably reduced emission limits of intellectual property (e.g. the data - further development of OBD to an
- improved durability (function in the control units) On-Board measuring system (OBM)
stability) of all exhaust gas relevant - determination of specifications that - expansion of OBD to further systems
systems and components ensure that these parts are compa- in the vehicle
- increased fuel quality standards and tible with the OBD system
improved fuel quality

On-Board Diagnosis
2.3.3 EOBD
The EURO III emissions standard “Certified” in this sense means The introduction of EOBD has pro-
provides for introduction of an On- that the manufacturer must duced the following consequences for
Board diagnostic system, the EOBD. prove compliance with the standards vehicle manufacturers:
and laws as part of a prototype certi- – standardised On-Board diagnostic
EOBD is required fication test before introducing a new system with fault code memory in
- from January 1, 2000 for all new vehicle into the market for the first each new registered vehicle
certified passenger vehicles and light time. – unrestricted access over a standar-
utility vehicles with petrol engines dised interface (diagnostic socket
- from January 1, 2001 for all new re- and protocol)
gistered passenger vehicles and light – an error scan tool applicable to all
utility vehicles with petrol engines OBD vehicles
- from January 1, 2003 for all new – uniform fault codes
certified passenger vehicles and light – free availability of all data required
utility vehicles with diesel engines for maintenance, diagnosis and repair
- from January 1, 2004 for all new re-
gistered passenger vehicles and light
utility vehicles with diesel engines
2.4 Scope and type of the diagnosis
The scope of the EOBD diagnosis in some points. There are some
basically corresponds to the American vehicle manufacturers that comply
OBD II. It has, however, been “eased” with the “OBD II” standard worldwide.
Component Type of diagnosis

Catalytic converter – Function
– Detection of ageing and contamination
Lambda probe (pre and post catalyst probe) – Function
– Electric components for connection and continuity
– Detection of sluggishness (“ageing”)
Ignition system (uneven running) – Function
– Detection of ignition and combustion misfires
Fuel supply/mixture formation – Map corrections (short and long-term adaptation)
Fuel tank aeration and ventilation system – Function
(“AKF system”) – Impermeability
Fuel tank system – Impermeability by leak diagnosis 1)
Secondary air system – Electric components for connection and continuity
– Function
– Effectiveness 2)
Exhaust gas return system – Electric components for connection and continuity
– Function
– Effectiveness 2)
All remaining exhaust gas relevant – Electrical components for connection and continuity
components such as: (earth connection, plus connection, interruption)
– Air mass sensor – Signals for plausibility (comprehensive components)
– Sensors for the engine temperature
– Sensor for intake air temperature
– Sensor for intake manifold pressure
– Sensor for absolute pressure
– Actuators
Engine control unit – Self monitoring
1)
Not required by EOBD if the tank seal is protected against loss.
2)
Not required by EOBD.

On-Board Diagnosis
2.5 Monitoring process
In EOBD all exhaust gas relevant com- Certain components and systems are Other components and systems are
ponents and systems are monitored. monitored continuously monitored only sporadically
(“permanent monitoring”). (“cyclical monitoring”).
2.5.1 Permanent monitoring (continuously monitored systems)
The following are monitored - all electric circuits for exhaust gas Permanently monitored systems are
permanently: relevant components monitored irrespective of the tempera-
- uneven running - signal characteristics of the lambda ture and immediately after start-up.
(combustion/ignition misfires) probe Function errors lead to an immediate
- fuel system activation of the malfunction indicator
(mixture adaptation, injection times) lamp.
2.5.2 Cyclical monitoring (sporadically/occasionally monitored systems)
Systems and components with The following are monitored cyclically:

functions linked to certain operating - catalytic converter/catalytic converter
conditions will be checked only after heating
the appropriate operating points, - lambda probe/lambda probe heating
engine speed, load or temperature - secondary air system (SLS)
threshold, have been run through. - tank deflation/activated carbon filter
system (AKF)
- exhaust gas recirculation (EGR)
2.5.3 Driving cycle
So that the diagnosis of a certain sys- For example, if a vehicle is being used This “driving cycle” is not
tem can be run, exactly defined condi- only for short distances in city traffic, identical to the “New European
tions must apply (driving cycle). These it can take a while until all the systems Driving Cycle (NEFZ)” as required for
operating conditions for carrying out a have been checked. the prototype certification test of a
safe monitoring are referred to as the vehicle.
“driving cycle”.
2.5.4 Occasional shut-off of the diagnostic function
Misdiagnoses can occur under cer- - Fuel level lower than 20 % of the over- - Uneven running detection can be
tain operating conditions. To prevent all volume of the tank (only for OBD II). switched off by the engine manage-
this, the diagnostic functions can be - High elevations over 2.500 m above ment when the road is not level (bad
switched off by the manufacturer, for NN (sea level). road surface) so that the roughness
example, under the following condi- - Ambient temperatures below –7 °C. of the road will not be misinterpreted
tions: - Low battery voltage. as a misfire.
- Operation of an auxiliary drive unit
(e.g. hydraulic cable winch).

On-Board Diagnosis
2.6 The readiness code
The readiness code is a check of It was created to reveal manipula- Depending on the scan tool used, the
whether tions. For example, it can determine readiness code is expressed mostly in
- components or systems are present whether the fault code memory was two 12-digit numerical series.
and erased by disconnecting the battery.
- whether diagnosis have ended.
One of these numerical series indi-

cates whether this component or this
Supported Supported
function is checked in this vehicle.
Set Set O Component not present/not within
Not all system tests carried out All system tests carried out the scope of the test
1 Component present and within the
scope of the test
Fig. 3 Readiness code when readiness is Fig. 4 Readiness code after successful
The second numerical series indicates
not reached (example) test (example)
the status of the diagnosis carried out.
O Diagnosis carried out
1 Diagnosis not carried out or
aborted
The arrangement of the numeri- The following is displayed:

cal series (next or below each
other, or in succession) is based on Position *) monitored range
the scan tool used. 1 Not used
Most offer a help feature in the display 2 Remaining components
with information on what is being 3 Fuel system
displayed. 4 Combustion misfire
5 EGR system
6 Lambda probe heating
7 Lambda probes
8 Air conditioning
9 Secondary air system
10 Tank ventilation system
11 Catalytic converter heating
12 Catalytic converter
*) from left to right
Because not all vehicles have a The readiness code does not only for short distances in city traffic,
secondary air system, for example, or provide information on whether it can take a while until all the systems
an exhaust gas recirculation system, there are errors in the system. have been checked.
the scope of the test for the readiness It indicates only whether certain diag- To “erase” the readiness code quickly,
code is based on the vehicle. nosis were ended by the system (bit i.e., to set all the bits to 0, a driving
set to 0), or were not yet carried out or cycle should be carried out.
The readiness code is read out when an were aborted (bit set to 1). The boundary conditions of such a
exhaust gas inspection (EGI) is being driving cycle differ depending on the
performed. vehicle manufacturer.
It provides information on whether
there has been a diagnostic result since So that the diagnosis of a certain
the last time the fault code memory system can be run, exactly defined
was erased or the control unit for all the conditions must apply (driving cycle).
individual systems was replaced. For example, if a vehicle is being used

On-Board Diagnosis
2.7 Diagnostic concept in the vehicle
In OBD it is not the quality of the Fig. 5 shows the principle of the On-
exhaust gas itself that is checked, but Board diagnostic function.
rather the function of the exhaust gas
relevant components.
Exhaust gas
relevant error occurs
Detection Activation
by the OBD of the MIL
Recording of the error

Repair
Output
of the error
In the vehicle (“On-Board”)
Outside the vehicle (“off board”)

Diagnosis of the Readout using
faulty component the scan tool
Fig. 5 OBD diagnostic concept in the vehicle
- The engine control unit is expanded - If the same error occurs again during - If deviations that cause the exhaust
to include the “OBD diagnosis” func- the following driving cycles under gas limits to be exceeded, or that
tion field. the same conditions or over a certain cause damage to the catalytic con-
- Depending on the component, diag- time period, it will be labelled as verter, are determined during this
nosis are carried out permanently or “debounced” (confirmed) and re- monitoring, the malfunction indica-
cyclically. corded as an OBD error. tor lamp will be activated.
- The status of the diagnosis per- The malfunction indicator lamp will - The recorded data can be read out
formed is maintained as a readiness be activated. over the diagnostic socket (inter-
code (please refer to Æ Section 2.6). - In addition to the error, further face) by the scan tool.
- Errors that affect emissions are operating data and ambient condi- Errors are recorded as fault codes,
detected and recorded as uncon- tions that were present when the freeze frames, other error relevant
firmed (not “debounced”) errors. error occurred are registered and data and vehicle data, for example.
recorded (“freeze frames”).

On-Board Diagnosis
2.8 The malfunction indicator lamp (“MIL”)
The malfunction indicator lamp is Activation is done by the control unit.

also referred to as an MIL. It indicates Three states are possible for the mal-
that exhaust gas relevant errors have function indicator lamp: “OFF”, “ON”
occurred. and “BLINKING”.
Fig. 6 Malfunction indicator lamp (MIL)
The law specifies the following require- – Errors can be displayed only visually – It has to be visible to the driver (nor-
ments for the malfunction indicator or alternatively, both visually and mally on the instrument panel).
lamp, among others: acoustically. – The lamp goes on when the ignition
– In an activated state it shows the is switched ON to check the function
ISO 2575 standard symbol of an (for protection against manipulation).
engine.
Activation occurs according to The malfunction indicator lamp will The MIL will blink (1/s) if errors, such
specially defined requirements: be lit continuously as a misfire, occur that would lead to
– if the ignition is ON cylinder shut-off or cause damage or
(lamp function check). destruction to cylinders.
– if an error is detected during a self
test of the control unit. The MIL will go out if the exhaust
– in the case of exhaust gas relevant gas relevant error no longer occurs in
errors if the admissible exhaust gas three consecutive driving cycles.
values are exceeded 150% in two
consecutive driving cycles.
Please turn the page. Continued on page 14.

On-Board Diagnosis
Activation of the malfunction indicator lamp during the driving cycle (example)
Cycle 1 Cycle 2 Cycle 3 Cycle 4 Cycle 5 ... Cycle 43

Fault code set ?
Fault code set ?
Fault code set ?
Fault code set ?
Fault code set ?
Fault code set ?

Status of MIL ?
Status of MIL ?
Status of MIL ?
Status of MIL ?
Status of MIL ?
Status of MIL ?
Check
Check
Check
Check
Check
Check
1. yes yes OFF ...
2. yes yes OFF yes yes to ...
3. yes yes OFF no no OFF yes yes to ...
4. yes yes OFF yes no OFF yes no OFF yes yes OFF yes yes to ...
5. yes yes OFF yes yes to yes no to yes no to yes no OFF ...
Code
6. yes yes OFF yes yes to yes no to yes no to yes no OFF ... yes OFF
erased
Fig. 7 Activation of the malfunction indicator lamp during the driving cycle
Explanation of the illustration
1. If an exhaust gas relevant error 3. If the second driving cycle is not 6. A simple error entry will be erased
is detected during a driving cycle sufficient to finish checking all from the memory if the error no
(here the first driving cycle), it will the components, the third driving longer occurs under the same
be recorded as a “non-debounced” cycle will be evaluated as the fol- operating conditions in 40 further
error (mode 7, see Æ Section 2.11) lowing driving cycle. If the error is consecutive driving cycles.
but the malfunction indicator lamp detected here as well, the malfunc- The error will also be erased
will not go on. An exception to this tion indicator lamp will go on. without running through the same
is combustion misfires that cause 4. In the case of sporadically occur- operating conditions if it no longer
the cylinder to be switched off. As ring errors, the malfunction indica- occurs in 80 consecutive driving
long as an error is present with tor lamp will go on only if the same cycles.
cylinder shut-off, the malfunction error is detected in two consecu-
indicator lamp will blink. tive driving cycles.
2. If the exhaust gas relevant error is 5. The malfunction indicator lamp will
detected again in the next driving go out if the exhaust gas relevant
cycle the error will be considered error does not occur in three
confirmed (“debounced”, mode 3, consecutive driving cycles.
see Æ Section 2.11). The error map
will go on after the system check3)
is finished.
3)
Check of all exhaust gas relevant components and functions.

On-Board Diagnosis
2.9 Diagnostic connection
The diagnostic socket in the vehicle is Both the connection and the data This makes it possible for the first time
the interface between the OBD system transfer are standardised according to to read out the fault code memory from
(engine control unit with fault code ISO 9144-2 or SAE 1962, i.e., the plug vehicles of different manufacturers
memory) and the workshop scan tool. assignment and protocol are the same using an OBD-compatible scan tool.
for all manufacturers.
Assignment of connections
The diagnostic socket has 16 pins.
Seven connections (see Æ Fig. 8,
marked in red) are used by EOBD to
check exhaust gas relevant compo-
nents.
The remaining connections can be
used by the vehicle manufacturer for
other purposes.
Pins 7 + 15 Data transfer according to ISO 9141-2

Pins 2 + 10 Data transfer according to SAE J 1850
Pin 4 Vehicle weight
Pin 5 Signal measurement
Pin 16 Battery plus (terminal 30 or 15)
Fig. 8 Diagnostic socket with assignment of connections
Locations
The diagnostic socket is installed in a
location inside the vehicle interior that
is easy for service staff to reach and is
protected from accidental damage.
Opel Astra VW Passat
Citroën Berlingo/Peugeot Partner Audi A6
Fig. 9 Examples of locations where diagnostic sockets are installed

On-Board Diagnosis
2.10 Reading out the fault code memory – diagnostic process
Connection only when ignition is OFF

Connection of the scan tool
to the diagnostic connection
in the vehicle
Switch ignition on
Automatic detection of the
type of transmission used
by the control unit
After successful communication setup the system identi-

fied will be displayed with the system identification and
Communication setup address.
Please refer to Æ Section 2.11

Selection of the desired
test mode
Reception of the data requested

On-Board Diagnosis
2.11 Scan tool modes (test modes)
An OBD-compatible scan tool accord- Reads out the current operating data (actual data)
ing to ISO 15 031-5 has a minimum of such as engine speed, lambda probe signal, readiness code
Mode 1
9 functions (modes).
According to the new OBD Reads out the operating data in which an error occurred (“freeze frame”)
such as engine speed, coolant temperature, engine load
directive the term “mode” is
Mode 2
replaced by “service”.
Reads out the exhaust gas relevant errors that caused the malfunction
indicator lamp (MIL) to go on
Mode 3 such as P0101 combustion misfire
Only “debounced”, i.e., confirmed errors are displayed
(see Æ Sections 2.7 and 2.8)
Erases the fault code memory of all systems

Erases the fault codes, the “freeze frame” values and the readiness codes
Mode 4 Attention: admissible only if followed by a repair and a new driving cycle
Displays the lambda probe signals (current voltage)

Attention: the engine must be running and at an operating temperature
Mode 5
Displays the measured values of the systems that are not monitored
permanently
Mode 6 such as blowing in of secondary air, which varies according to vehicle
manufacturer
Reads out “sporadic errors”

reads out errors that have not yet caused the malfunction indicator lamp
Mode 7 (MIL) to go on
Only “non-debounced”, i.e., non-confirmed errors are displayed
(see Æ Sections 2.7 and 2.8)
System and component test

status indicating whether the test is finished
Mode 8 (component test, readiness code)
Displays information on the vehicle

such as the engine code, chassis number
Mode 9

On-Board Diagnosis
2.12 Fault codes
Fault codes are assigned to the stored There are two types of fault codes:
errors. - Fault codes standardised
When the fault code memory is being according to SAE J 2012/ISO 9141-2
read out, these fault codes are shown are identified by a “0” in the second
in the “scan tool” display. position.
The fault codes are five-digit. - Manufacturer-specific fault codes
are identified by a “1” in the second
position.
Example:
Fault code: P 0 4 0 0
Which system set the error?
P = Power train Which component has which
B = Body
malfunction?
C = Chassis
Refer to fault code table
U = Network (data bus system)
In this example:
Which error group is displayed? Exhaust gas recirculation malfunction
0 = Code not manufacturer-specific In which component is the error?
1 = Manufacturer-specific code 1/2 = Fuel and air supply
(not required) 3 = Ignition system/combustion misfire
4 = Systems for exhaust gas cleaning
5 = Speed and idling control systems
6 = Control unit and its output signals
7/8 = Gearbox
Fig. 10 Structure of the fault codes
Thanks to standardisation, uniform

fault codes are now assigned to Manufacturer Manufacturer-specific code (E)OBD
errors that are recorded for the first Audi 16706
time since there have been fault code BMW 67
memories. Citroën/Peugeot 41
The various fault codes of the Ford 227
individual manufacturers for an error Mercedes-Benz 045 P0320
are now replaced by a P0 code.
Opel 19
Toyota 6
Volkswagen 00514
Volvo 214
Fig. 11 P0 fault code, one for many

On-Board Diagnosis
P01/2xx (fuel and air supply) For standard P0 fault codes

P0117 Coolant Temperature Sensor Signal Too Low see Æ Sections 6.4; [9].
P0171 Cylinder Row 1 Mixture Too Lean
P0213 Cold Start Valve Malfunction in Electrical Circuit
P0234 Turbocharging Limit Exceeded
P03xx (ignition system or combustion misfire)
P0301 Cylinder 1 Misfire Determined
P0325 Knock Sensor Malfunction in Electric Circuit
P0350 Ignition Coil Malfunction in Electric Circuit
P04xx (additional system for emission control)
P0400 Exhaust Gas Recirculation Malfunction
P0411 Injection System Secondary Air Incorrect Flow Rate
P0444 Solenoid Valve Activated Carbon Filter Open Electrical Circuit
P0473 Exhaust Gas Pressure Sensor Signal Too High
P05xx (vehicle speed and idling control systems)
P0506 Idling Control Engine Speed below Set-Point
P0510 Idle Switch Malfunction in Electrical Circuit
P06xx (control unit and its output signals)
P0642 Control Unit Knock Control Defective
P07/8xx (gearbox)
Fig. 12 Excerpt from the list of P0 fault codes
The fault code names the component Errors in component monitoring In component monitoring a distinc-
involved and the type of error. (comprehensive components). tion is made between electric errors
A distinction is made between two Here all exhaust gas relevant sensors and range errors (deviations from the
types of errors: and actuators are monitored. set-point):
Examples of sensors are:
Errors that are the result of - Air mass sensor Examples of electric errors are:
malfunctions - Pressure sensors - Short circuit to earth
In specific diagnosis, for example, are - Speed sensor - Short circuit to the supply voltage
registered: - Phase sensor (plus connection)
- Malfunction - Temperature sensors - Interruption/no signal
- Quantity too small/too great - Position potentiometer
- Rate too low/too high Examples of range errors are:
- Leak Examples of actuators are: - Signal/voltage
- Insufficient effect - Valve actuators - Not plausible
- Lean/rich control limit - Electric switch-over valves (implausible operating range)
- EGR valves - Outside the range
- Electropneumatic transducer - Too high or too low
- Too little or too great
- Lower/upper limit exceeded
Please note that the wording Example: Text display of different scan tools for fault code P0191
of the text describing the fault
code indicated can differ depending P0191 Fuel Rail Pressure Sensor Measuring Range or Power Problem
P0191 Fuel Distribution Pressure Sensor Range/Function Error
on the manufacturer of the scan tool. P0191 Pressure Sensor Circuit Fuel Rail Range Operating Behaviour
P0191 Fuel Pressure Sensor G247 Implausible Signal

Systems and Diagnosis
3 Systems and diagnosis – general instructions
The following sections are intended They contain practical hints for error Because it is only since 2003
to give you an overview of the indivi- diagnosis and correction for emissions- that EOBD also applies to
dual systems and diagnosis of an relevant components. Many of these passenger vehicles and light utility
On-Board Diagnosis. instructions are the result of customer vehicles with diesel engines, empha-
The diagnostic instructions at the queries and technical consultations sis is placed on vehicles with petrol
end of the respective system are with our Service Department. engines.
intended to be a help in determining
the causes of errors for the system Therefore this brochure concentrates
described. on PIERBURG products.
3.1 System knowledge required
(E)OBD is a device that detects, This requires the expertise of a spe- If it is connected audibly or tangibly,
records and displays errors. cialist with knowledge of the system. the voltage supply and the component
The intention is to prevent severe must be OK electrically. This does
damage to engine components and When the error is being diagnosed, not, however, determine leakage or
thus to avoid negative impact on the the fault code should first be read out internal soiling.
environment. by a scan tool, and the component
The diagnostic system can indeed indicated as faulty should be checked.
detect a faulty component or a function Electrical errors in the wiring
that is not working properly, but often harness or component itself
not the cause of the damage or the The fault codes that are out- are recorded in most applications as
component causing the damage. put give important indica- errors. Just like mechanical errors
When there is a malfunction, error tions of possibly faulty modules or such as leaks, stuck valves etc., they
diagnosis is made easier by reading components. also have to be tracked using conven-
out the fault code and by putting out But often they also do not give any tional testing equipment.
error relevant data for the workshop, indications of simple causes such as
but it is not always the case that a buckled or leaky vacuum lines, stuck In troubleshooting, attention should
component that is indicated by the or leaky valves etc. also be given to
scan tool as faulty is actually the cause - leaks in hose lines
of the damage as well. Depending on the vehicle manufac- - bad contacts in plug connections
turer and scan tool, components can - smooth running of actuators
be activated in an actuator diagnosis. (“pressure boxes”, actuators etc.)
The actual cause can often be several It is practical to read out the fault
components. code memory first and then to run the The fault code memory must be
actuator diagnosis according to the erased after a test and if replaced.
manufacturer data of the scan tool.
A component activated by the actua-
tor diagnosis is actuated in intervals
so that it will be connected audibly or
tangibly.

3.2 Safety instructions
This brochure was designed exclusive- Each of the applicable conditions and The resistance of components may be
ly for automotive specialists. relevant safety instructions must be measured only after disconnecting the
observed, especially when handling plug, as this could otherwise damage
fuel and fuel vapours. interior circuits. Safety devices must
Plug-in connections must not be not be switched off or bypassed.
disconnected or connected when the The manufacturer’s specifications
ignition is ON. Voltage peaks resulting must be observed.
from such action could damage the
electronic components.
3.3 Further possibilities for diagnosis
In addition to the diagnostic instruc- MS Motor Service International There is a direct link between our
tions listed below there is an abun- works very closely together with the electronic media and the “CD-2”
dance of information sources that company Autodata Limited. product of Autodata.
offer you assistance in diagnosing Autodata Limited is a European This way, with the appropriate license
errors. market leader in technical automotive you will be able to access the diagnos-
You will find a selection in Section 6.4 information on the maintenance, tic instructions directly from Autodata.
“Sources and further reading”. repair and diagnosis of vehicles.
The information and data published
are obtained from manufacturers of Further information can be
vehicles and parts, are compiled by obtained from
Autodata and supplemented by their www.autodata.de
own vehicle test information.
Autodata publishes the vehicle data
on CD ROM and in manuals referring
to certain subjects.

3.4 PIERBURG and OBD
As specialist in mixture formation, production of today’s components. The majority is monitored directly or
fuel and vacuum supply, air control Statistically there are 3.2 PIERBURG indirectly by OBD.
and emissions control, PIERBURG is components in every passenger vehicle
very involved in the development and that is manufactured in Europe.
Fuel, liquid
Fuel, gaseous
Fresh air
Vacuum
3
1 2 Mixed pressure
Exhaust gas
4
Directly/indirectly controlled
6
5 7
8
9
24 10
19 11
29
23
28
12
18
8
27 22
17
8
16
13
26
21
14
25 15
20
Fig. 13 Exhaust gas relevant PIERBURG products (petrol and diesel), schematic
PIERBURG products
1 Fuel in-tank module 14 Cut-off secondary air valve (ARV) External product
2 In-tank/presupply pump 15 Exhaust gas flap 16 Lambda probe (pre-catalyst probe)
3 In-line pump 17 Vacuum pump 20 Catalytic converter
4 Fuel filter 18 Throttle body (with attachments 25 Air filter4)
5 Pulsation damper such as throttle switch,idling 27 Activated carbon filter (AKF)
6 Fuel check valve actuator, idle speed actuator etc.) 29 Fuel tank
7 Non-return valve 19 Intake manifold (with attachments – Turbocharger (not shown)
8 Electric switch-over valve (EUV) Electromotive drive module EAM-i)
9 Pressure regulator 21 Electric secondary air pump (SLP) The individual systems and compo-
10 Electropneumatic pressure trans- 22 Combi valve nents are explained in the following
ducer (EPW) for actuation turbo- 23 Air mass sensor (LMS) section in greater detail.
charger (VTG) 24 Canister purge valve/regeneration
11 Electropneumatic pressure trans- valve
ducer (EPW) for actuation EGR valve 26 Canister purge valve
12 EGR valve/exhaust gas 28 Tank pressure valve
recirculation valve – Water circulating pump
13 Electric transducer (EDW) (WCP not shown)
4)
Air filter inserts are part of the scope of delivery of MS Motor Service International (for further reading: please refer to Æ Section 6.4).

4 Systems and diagnosis with PIERBURG products
4.1 Fuel system
To operate vehicles and machines with The components used for this purpose
combustion engines, normally petrol are classified under the term “fuel
or diesel fuel is required. system”.
In-tank / Fuel, liquid

presupply pump Fuel, gaseous
In-line pump
Fresh air
Fuel filter
Fuel in-tank
Pulsation damper
module
Fuel check valve
Regeneration valve
Intake
manifold
Pressure
Tank pressure valve regulator
Activated carbon filter
Throttle body
Canister purge shut-off valve
Fig. 14 Fuel system, schematic
The fuel tank ventilation sys-

tem (also referred to as “AKF
system”) and the fuel tank leakage
diagnosis are handled separately in
the following sections
(see Æ Sections 4.2 and 4.3).
Fig. 15 Fuel pumps and fuel in-tank modules, different versions

4.1.1 Monitoring
When there are greater deviations If an error is detected, a correction will Long-term adjustment
in the fuel system, similar malfunc- be made by an adjustment of the in- If corrections are necessary in the
tions can occur, as described under jection times by the control unit. This same direction over a longer time
combustion misfire or uneven running correction is a short-term adjustment period, the control unit will apply a
detection (please refer to Æ Section that is recalculated for each operating permanent correction value to the
5.3.3): point. operating data memory. A long-term
- lack of power, jerking adjustment, also referred to as “adap-
- misfires until the uneven running The self adjustment of the mixture tive precontrol”, will be made.
detection responds formation allows for an independent Examples of such changes are changed
- oil dilution fine adjustment of the measured fuel leak air rates in the intake air system or
quantities. changes to the air density when there
Malfunctions or component errors are extreme changes in the elevation
that affect the mixture in such a way Short-term adjustment (mountain/valley driving).
that they are exhaust gas relevant are When there are changes to the lambda
detected by the lambda probe control value (e.g. “leaner” mixture) an im- This map, and therefore the average,
position. mediate mixture correction will be are shifted so that the lambda control
made (in this case, for example, in the range for the short-term adjustment is
direction of “richer” mixture) so that fully retained in the “rich” as well as
the fuel/air ratio will again match that the “lean” direction.
of the set-point.
A shifting of the map, however, is

possible only within specific limits
Enleanment Enrichment
(adjustment limits). If the adjustment
limit is exceeded, an error will be re-
corded and the malfunction indicator
lamp will be activated.
Short-term fuel adjustment
Enleanment Enrichment
Long-term fuel adjustment
Fig. 16 Self adjustment of the fuel system (mixture adjustment)

4.1.2 Possible fault codes
P0170 Volume Control (Bank 1) Malfunction Further reading:

P0171 Volume Control (Bank 1) System Too Lean please refer to Æ Section 6.4.
P0172 Volume Control (Bank 1) System Too Rich
…
P0175 Volume Control (Bank 2) System Too Rich

P0176 Fuel Composition Measuring Probe Malfunction
P0177 Fuel Composition Measuring Probe Measuring Range or Power Problem
…
P0178 Measuring Probe Fuel Composition Low Input

P0179 Measuring Probe Fuel Composition High Input
…
P0263 Injection Cylinder 1 Contribution or Synchronisation Problem

…

P0301 Cylinder 1 Ignition Misfire
…
P0312 Cylinder 12 Ignition Misfire

P0313 Ignition Misfire Detected When Fuel Is Too Low
P0314 Single Cylinder (Cyl. Not Defined) Ignition Misfire
4.1.3 Diagnostic instructions
Please observe the general

instructions in Section 3.
Component Possible causes/errors Possible solutions/actions
Fuel system/mixture formation

Fuel – defective fuel quality, fuel deficiency – visual inspection, odour check
– soiling, blending with external substanc- – cleaning of the fuel systems
es such as diesel in the petrol fuel – replacement of the fuel
– replace the fuel filter and possibly the injection valves
Fuel pumps – fuel pump delivery rate (prefeeder and – measure pressure and delivery rate if present as well in the
main pump) too low prefeeder pump
– fuel pressure too low – replace faulty pump
Pressure regulator – pressure controller defective, pressure – check pressure and regulation function
too high/too low – thus injection quantity – replace faulty pressure controller
deviating – check fuel system
Fuel filter – clogged fuel filters; flow too low – measure delivery rate behind the filter
– replace filter
Fuel lines Fuel lines broken off – when delivery rate is insufficient and pressure deviates,
– in the flow – fuel supply insufficient visual inspection
– in the return – fuel pressure too high – align lines and replace if necessary
Please turn the page. Continued on page 26.

Fuel system/mixture formation [continued on page 25]

Injection valves – function errors – when the engine is off use a suitable instrument to check the HC
– incorrect injection times value in the intake manifold
– incorrect injection direction – check injection times, injection signal and impermeability
– leaky injection valves – clean valves or replace if necessary
AKF System – AKF system leaking or not functioning – please refer to Æ Section 4.2.3
– valves stuck
– fuel overflow
Secondary air system

Secondary air system – damage to the secondary air pump, the – please refer to Æ Sections 4.4.2 and 4.4.3
lines or the shut-off valve causing leak air
in the exhaust manifold
Engine control
Air mass sensor (LMS) – wrong signal – check with scan tool (measure voltage signal)
– sensor soiled or damaged – replace defective LMS
Air mass sensor – wrong signal Test with scan tool:

– sporadic error (especially at high – check lines and plug-in connections
elevations) – replace defective sensor if necessary
Coolant sensor – wrong signal Test with scan tool:

– sporadic error – check lines and plug-in connections
– replace defective sensor if necessary
Air supply
Throttle body and attach- – leak air – check for leaks, replace damaged seal if necessary
ments – sensor for throttle valve position gives – check closing and end position and adjust if necessary,
faulty signal otherwise replace throttle body
– limit switch gives faulty signal or no signal – check potentiometer signal, if necessary replace throttle body
– check for wear, if necessary replace throttle body
Intake manifold – leak air in intake manifold – check for leaks, replace damaged seal if necessary
– leak air behind the air mass sensor – check closing position and adjust if necessary, otherwise replace
– leak air wear parts, if necessary variable intake manifold
– check for wear, if necessary replace variable intake manifold
Modern engine control units The map data will first be recorded
have adaptive “storage during driving and stored in the
modules“, i.e. some of the map memory. This may take a few minutes!
data required for operation must be For this reason a test drive should be
“learned“. taken and only then should the func-
If the power supply to the engine con- tion be checked again.
trol unit is removed, it may be required
to “teach” the control unit again.

4.2 The fuel tank ventilation system (AKF system)
Fuel vapours are formed above the Another name for the fuel Because the storage capacity of the
surface of the fuel in the fuel tank. The tank ventilation system is the activated carbon in the AKF canister
fuel tank ventilation system prevents “activated carbon filter” system, or is limited, the accumulator must be
fuel vapours from escaping into the “AKF” system. emptied (“regenerated”) regularly and
environment with the hydrocarbons the condensates recirculated back
(HC) they contain. They are therefore into the combustion. This is done by
accumulated in an AKF (activated suctioning ambient air from the mani-
carbon filter) canister. fold vacuum into the AKF canister. It is
dosed by the AKF regeneration valve.
In systems with increased pressure
in the fuel tank, a fuel tank pressure
valve can also be added.
Fuel, gaseous
Fresh air
Fuel pump
AKF regeneration valve

(Canister purge valve)
Intake manifold
Tank pressure valve
Throttle body
Canister purge container
Fig. 17 Fuel tank ventilation system, schematic
To “regenerate” the activated carbon The AKF regeneration valve is

filter, i.e., to rinse out the hydro- also referred to as the canister
carbons accumulated in it, the AKF purge valve, regeneration valve, or
regeneration valve is opened by the tank ventilation valve.
engine control unit in certain operat-
ing states. The hydrocarbons accumu-
lated in the activated carbon filter are
introduced into the intake manifold
and thus fed to the combustion.

4.2.1 Monitoring
With the most common methods of If this adjustment does not occur A further method is the modula-
monitoring, the lambda value is first within a certain time in both cases, tion diagnosis. In this case the AKF
measured after the AKF regeneration and error will be indicated. regeneration valve is opened and
valve is closed. closed again by the control unit within
Then the AKF regeneration valve is Lambda control will not react if a mix a certain test interval. This gene-
opened. of lambda = 1 is produced at random rates pressure changes in the intake
- If many hydrocarbons are bonded in when the AKF regeneration valve is manifold that are registered by the
the activated carbon filter, the fuel opened. intake manifold pressure sensor. The
mixture will be too rich for a brief In this case the idle speed actuator measured values are compared with
period. The lambda control then will prevent the engine speed from the set-point values in the control
regulates in the “lean” direction. increasing. unit. When there are deviations, an
- If no active hydrocarbons, or only a During proper functioning the diagnos- error will be detected.
few are accumulated in the activated tic threshold must also be reached
carbon filter, only air or air with a low within a certain time here. Here as Monitoring conditions
fuel content will flow when the AKF well an error will be detected if the Monitoring occurs
regeneration valve is open. This will adjustment does not occur within a - during idling
produce leanness. The lambda con- certain time. - at operating temperature.
trol will then regulate in the “rich”
direction.
P0170 Fuel Trim (Bank 1) Malfunction

P0171 Fuel Trim (Bank 1) System Too Lean
P0172 Fuel Trim (Bank 1) System Too Rich
…
P0175 Fuel Trim (Bank 2) System Too Rich
P0440 Evaporative Emission Control System Malfunction

P0441 Evaporative Emission Control System Incorrect Purge Flow
P0442 Evaporative Emission Control System Leak Detected (small leak)
P0443 Evaporative Emission Control System Purge Control Valve Circuit
P0444 Evaporative Emission Control System Purge Control Valve Circuit Open
P0445 Evaporative Emission Control System Purge Control Valve Circuit Shorted
P0446 Evaporative Emission Control System Vent Control Circuit
P0447 Evaporative Emission Control System Vent Control Circuit Open
P0448 Evaporative Emission Control System Vent Control Circuit Shorted
P0449 Evaporative Emission Control System Vent Valve/Solenoid Circuit
P0450 Evaporative Emission Control System Pressure Sensor
P0451 Evaporative Emission Control System Pressure Sensor Range/Performance
P0452 Evaporative Emission Control System Pressure Sensor Low Input
P0453 Evaporative Emission Control System Pressure Sensor High Input
P0454 Evaporative Emission Control System Pressure Sensor Intermittent
P0455 Evaporative Emission Control System Leak Detected (gross leak)
P0456 Evaporative Emission Control System Leak Detected (very small leak)
P0457 Evaporative Emission Control System Leak Detected (fuel cap loose/off)
P0460 Fuel level Censor Circuit Malfunction
…
P0464 Fuel Level Sensor Circuit Intermittent

P0465 EVAP Purge Flow Sensor Circuit Malfunction
…
P0469 EVAP Purge Flow Sensor Circuit Intermittent

In addition to electrical errors, that The following table is intended as Please observe the general
in any event are recorded and output a help in determining the causes of instructions in Section 3.
as fault codes, there are other errors such errors.
that can cause malfunctions. In the
case of these errors the cause is not
always diagnosed.

Activated carbon filter – fuel tank aeration and ventilation – visual inspection
(external aeration) insufficient (soiled, – clean or replace defective components
clogged) – examine fit of AKF regeneration valve and check lines for
– activated carbon filter flooded by fuel deposits (dust/grime). This is an indication of disintegrated
overflow granulates
– filling in activated carbon filter ineffective
(granulates have disintegrated)
AKF-Regenerierventil – idling problems – check non-return valve for functioning with vacuum hand pump
– idle control has reached the control limit – run self/actuator diagnosis
– valve stuck – check electric resistance of the valve
– valve partially blocked/leaking – clean valve, if necessary, replace defective valve
– noticeable smell of petrol especially at
higher temperatures
Lines – fuel tank aeration and ventilation – clean or replace defective components
(to AKF regeneration (external aeration) insufficient (soiled, – check lines
valve or intake manifold) clogged)
– lines soiled, broken off or no longer
connected
– drooping lines plugged by condensates

4.3 Fuel tank leakage diagnosis
When there is leakage in the fuel The fuel tank leakage diagnosis (also
system or a missing fuel tank cap, referred to as “fuel tank diagnosis”
harmful hydrocarbons (HC) would be or “leakage diagnosis”) monitors the
emitted into the environment by the fuel tank system for leakage.
evaporation of fuel.
Fuel, gaseous
Fresh air
Fuel pump
Tank pressure sensor Diagnostic pump
AKF regeneration valve

(Canister purge valve)
Intake manifold
Tank pressure valve
Canister purge container Throttle body
Canister purge shut-off valve
Fig. 18 Fuel tank leakage diagnosis
For the tank leakage diagnosis, in

addition to the components of the tank
ventilation system (see Æ Section 4.2),
a canister purge shut-off valve and,
depending on the test procedure,
either a fuel tank pressure sensor or a
diagnostic pump are necessary.
The AKF regeneration valve is

also referred to as the canister
purge valve or regeneration valve.
Fig. 19 Different valves (AKF-system)

4.3.1 Monitoring
For the test, two different procedures Only OBD II (USA) requires
are used. both types of fuel tank leakage
diagnosis described.
For EOBD (Europe) a tethered fuel
tank cap to prevent loss and an elec-
tric component monitoring system
are sufficient.
Testing with vacuum

The canister purge shut-off valve is The AKF regeneration valve is If a specified vacuum is achieved
closed. The AKF regeneration valve also referred to as the canister within a specified time period, the AKF
is open. This creates a vacuum in the purge valve, regeneration valve or regeneration valve will close. If the
intake manifold. tank ventilation valve. pressure difference in this now closed
If no vacuum is formed within a system drops faster than specified,
certain time, a leak (large leak up to a small leak (up to approximately
approximately 1 mm) will be detected 0.5 mm) will be detected as an error.
as an error.
Testing with overpressure

The canister purge valve and AKF longer intervals. When there are large
regeneration valve are closed. leaks, no pressure can be built up.
A diagnostic pump with integrated Depending on the procedure, the leak
shut-off valve, required here, will cre- will be evaluated either by the power
ate a defined pressure. If this pressure consumed or by the delivery time of
is reached, the pump will shut off the diagnostic pump.
automatically. If this pressure drops
below a certain value, the pump will
switch back on. Depending on the size
of the leak, this will occur in shorter or

P0440 Evaporative Emission Control System Malfunction

P0441 Evaporative Emission Control System Incorrect Purge Flow
P0442 Evaporative Emission Control System Leak Detected (small leak)
P0443 Evaporative Emission Control System Purge Control Valve Circuit
P0444 Evaporative Emission Control System Purge Control Valve Circuit Open
P0445 Evaporative Emission Control System Purge Control Valve Circuit Shorted
P0446 Evaporative Emission Control System Vent Control Circuit
P0447 Evaporative Emission Control System Vent Control Circuit Open
P0448 Evaporative Emission Control System Vent Control Circuit Shorted
P0449 Evaporative Emission Control System Vent Valve/Solenoid Circuit
P0450 Evaporative Emission Control System Pressure Sensor
P0451 Evaporative Emission Control System Pressure Sensor Range/Performance
P0452 Evaporative Emission Control System Pressure Sensor Low Input
P0453 Evaporative Emission Control System Pressure Sensor High input
P0454 Evaporative Emission Control System Pressure Sensor Intermittent
P0455 Evaporative Emission Control System Leak Detected (gross leak)
P0456 Evaporative Emission Control System Leak Detected (very small leak)
P0457 Evaporative Emission Control System Leak Detected (fuel cap lost/off)
P0460 Fuel Level Sensor Circuit Malfunction
…
P0464 Fuel Level Sensor Circuit Intermittent

P0465 EVAP Purge Flow Sensor Circuit Malfunction
…
P0469 EVAP Purge Flow Sensor Circuit Intermittent
In addition to electrical errors, that in If the OBD indicates a leak: An error message can also be
any event are recorded and output as - Check the entire fuel tank system triggered by a loose or missing
fault codes, there are other errors that with all the connections to the fuel fuel tank cap!
can cause malfunctions. In the case tank segments (for saddle tanks)
of these errors the cause is not always and to the activated carbon filter for
diagnosed. leaks.
- Especially the shut-off valve must be
The following instructions are checked for leaks and for functioning.
intended as a help in determining the - Other possible errors are stuck or
causes of such errors. soiled AKF regeneration valves and
canister purge shut-off valves.
If this soiling of the valves is due to
the activated carbon filter, it must be
Please observe the general replaced. If the valves become stuck
instructions in Section 3. repeatedly, the entire system may
have to be cleaned.

4.4 Secondary air system
For a certain cold start a mixture with Blowing oxygen-rich ambient air (se- will reduce the HC and CO emissions
excess fuel (rich mixture) is needed. condary air) into the exhaust manifold considerably during the cold start
Because the mixture is too rich in will produce a post-oxidation (cataly- phase. At the same time the warm-up
the cold start phase, there will be a tic post-combustion) of pollutants. time of the catalytic converter is short-
greater amount of unburned hydro- Although the secondary air system ened considerably by the heat that is
carbons (HC) and carbon monoxide is switched on for only a maximum released during the post-oxidation.
(CO) in the exhaust gas. of 90 seconds after a cold start, this
Vacuum Non-return valve
Fresh air
Throttle body
Electric switch-over valve (EUV)
Air mass sensor
Cut-off
secondary air
valve (ARV)
Secondary air pump (SLP)
Fig. 20 Secondary air system, schematic (newer version)
The additional air is provided by an The ARV is controlled by an electric Newer versions of cut-off
electric secondary air pump (SLP) switch-over valve (EUV) based on the secondary air valves are
that blows the air into the exhaust time after a cold start. opened by the pressure of the
manifold. secondary air. In this case the EUV is
For this purpose appropriate tubing no longer applicable.
is required between the clean air side
(downstream from the air filter) and
the exhaust gas manifold.
The cut-off secondary air valve (ARV) Cut-off secondary air valves are opened
only while secondary air is being blown in
is a pneumatically operated valve. An immediately after cold start.
integrated non-return valve prevents
exhaust gas or pressure peaks from
reaching and damaging the secon-
dary air system and the secondary air
pump.
Fig. 21 Cut-off secondary air valve (ARV) Please turn the page. Continued on 34.

Fig. 22 shows two older variants – adjacent shut-off and non-return

frequently used with valves together as a combi valve
- separate shut-off and non-return
valves
Vacuum
Fresh air
Electric switch-over valve Electric switch-over valve
Non-return valve
Shut-off valve Combi valve
Secondary air pump Secondary air pump
Fig. 22 Secondary air system, schematic (older variants)
Combi valves consist of a shut-

off valve with a built-in non-
return valve.
Fig. 23 Combi valve
Shut-off valves are vacuum

operated diaphragm valves. They
are installed between the SLP
and the non-return valve to the
exhaust gas manifold. They seal
off the secondary air system to
the exhaust gas manifold. They
are opened for secondary air
mode only immediately after cold
start. They are actuated by the
electric switch valve.
Fig. 24 Shut-off valve, older version

4.4.1 Monitoring
The functioning and electric equip- Two different processes are used to At operating temperature
ment of the secondary air system are check the functioning. This monitoring occurs during an
monitored in OBD. idling phase when the engine is at an
- The functioning is monitored with Immediately after a cold start operating temperature.
the help of the lambda probe by The secondary air pump will be To run the test, the SLP is switched on.
monitoring the flow rate of the switched on for approximately 90 This causes the lamba probe to register
secondary air at certain operating seconds. a lean mixture. The probe signal is
points. When certain limits are The secondary air blown in will not be compared with the set-point values in
exceeded, an error will be detected. regulated. the control unit.
- The electrical equipment is moni- If the lambda probe is ready for opera-
tored for short circuit to earth, short tion, and if useful probe signals are
circuit in the supply voltage and emitted, they will be compared with
interruption. the set-point values.
In EOBD the secondary air system
is checked only with respect to the
electric connections of the secondary
air pump, but not with respect to its
functioning.
4.4.2 Possible fault codes (with diagnostic instructions)
Errors in the secondary air system Please observe the general

are indicated by fault codes instructions in Section 3.
P0410 – P0419.
Fault code Possible causes/errors Possible solutions/actions
P0410 Secondary air system-malfunction

No detection of secondary air by lambda The secondary air pump is not working. – If fault codes P0418/0419 are recorded,
probe (no lean signal) energise the secondary air pump externally
to run the test.
If the SLP is now working, check all relays,
lines and plug-in connections.
If the SLP is not working, it will have to be
replaced.
– If there is a secondary air pump failure due
to condensates (detectable by soiling in the
pump output), check the cut-off secondary
air valve on the secondary air side for
leaks and the electric switch-over valve for
functioning.
– If there is soiling on the secondary air side
input of the cut-off secondary air valve, the
valve must be replaced.
– Check whether the secondary air pump has
malfunctioned due to water (detectable by
water residue in the pump).
Check the suction pipe for leaks.
Please turn the page. Continued on 36.

P0411 Secondary air system – insufficient quantity

Set-points not reached The secondary air rate detected is too low – Check cut-off secondary air valve for
(insufficient lean signal). functioning with vacuum hand pump.
The secondary air pump is running, but the air If the ARV does not open when there is a
does not reach the exhaust gas manifold. vacuum, replace it.
– If the ARV does open when there is a
vacuum, check the electric switch-over valve
and the vacuum line.
– Check the power supply to the EUV.
If the EUV does not switch when current is
being supplied, replace it.
– Check the EUV for free flow and replace if
necessary.
Check the non-return valve and the
secondary air lines for free flow.
To do this, disconnect the line from the ex-
haust manifold, let the secondary air pump
run, and check the air output
or
take out the non-return valve and check
the free flow by blowing the air through;
here no essential air resistance should be
detectable.
P0412 Secondary Air Injection System Switching Valve “A” Circuit (EUV-SL)
P0415 Secondary Air Injection System Switching Valve “B” Circuit (EUV-SL)
Activation not OK The electric switch-over valve (EUV) does not – Lines, plug-in connections and EUV Check
activate.
– Power is not being supplied to the EUV
– Electrical error
P0413 Secondary Air Injection System Switching Valve “A” Circuit (EUV-SL) Open
P0416 Secondary Air Injection System Switching Valve “B’ Circuit (EUV-SL) Open
The electric switch-over valve (EUV) do – Power is not being supplied to the EUV – Lines, plug-in connections and EUV Check
not activate – Activation not OK
P0414 Secondary Air Injection System Switching Valve “A” Circuit (EUV-SL) Shorted
P0417 Secondary Air Injection System Switching Valve “B” Circuit (EUV-SL) Shorted
The electric switch-over valve (EUV) does The electric switch-over valve (EUV) does not – Lines, plug-in connections and EUV Check
not activate activate.
– Power is not being supplied to the EUV
– Activation not OK
– Short circuit
P0418 Secondary Air Injection System Relay „A“ Circuit Malfunction
P0419 Secondary Air Injection System Relay „B“ Circuit Malfunction
Secondary air pump is not working Secondary air pump relay A or B does not – Check relays, lines, plug-in connections and
activate. secondary air pump
– Activation not OK
– Short circuit

Further fault codes that are of significance in connection with the secondary
air system
P0100 Mass or Volume Air Flow Circuit Malfunction

P0101 Mass or Volume Air Flow Circuit Range/Performance Problem
P0102 Mass or Volume Air Flow Circuit Low Input Non-return valves are installed
P0103 Mass or Volume Air Flow Circuit High Input between the shut-off valve
P0104 Mass or Volume Air Flow Circuit Intermittent and the exhaust gas manifold
P0105 Manifold Absolute Pressure/ Malfunction to prevent pressure peaks
Barometric Pressure Circuit from causing damage to the
P0106 Manifold Absolute Pressure/ Range/Performance Problem secondary air system. They are
Barometric Pressure Circuit opened by the pressure of the
P0107 Manifold Absolute Pressure/ Low Input secondary air flow.
Barometric Pressure Circuit
P0108 Manifold Absolute Pressure/ High Input
P0109 Manifold Absolute Pressure/ Intermittent
P0110 Intake Air Temperature Circuit Malfunction
P0111 Intake Air Temperature Circuit Range/Performance Problem
P0112 Intake Air Temperature Circuit Low Input
P0113 Intake Air Temperature Circuit High Input
P0114 Intake Air Temperature Circuit Intermittent
Fig. 25 Non-return valve

(older version)
Secondary air pumps are high-speed one or

two-stage fans.
If the air is not extracted from the inlet port but
directly from the engine compartment, an air
filter is integrated.
Fig. 26 Secondary air pump
Electric switch-over valves (EUV) are 2/3 way

valves. They are used for vacuum control valves,
EGR valves, secondary air valves and for many
other purposes.
You will find further information on EUVs in the
service information SI 0050, 0051 and 0052.
Fig. 27 Electric switch-over valve (EUV)

A malfunction of a component in the

secondary air system will often cause
damage to several components.
A frequently occurring error is a
malfunctioning secondary air pump.
Almost always damage is caused
by exhaust gas condensates in the
pump.
During the repair the actual cause Fig. 28 Condensate in the secondary air Fig. 29 Secondary air pump – corroded
pump electric connections
of the damage is often not detected
and the secondary air pump is just
replaced. The cause of the damage
remains in the vehicle and can cause
the secondary air pump to malfunc-
tion again.
For this reason, when there is damage,
all associated components must be
checked. For example, stuck non-
return valves are classified by OBD
as malfunctions of the secondary air Fig. 30 Cut-off secondary air valve Fig. 31 Deposits in the non-return valve
– damage to the diaphragm and
pump even if they are working pro- valve plate due to condensates
perly.
Moreover, damage to the secondary
air system can cause errors that are
attributed to other components by the
error detection.
Malfunction Possible causes/errors Possible solutions/actions

Loud whistle (“howling”) – Bearing corroded with condensates. If the SLP causes noises, replace it and determine the cause of the
after cold start – Lines and insulation destroyed by damage as described under fault codes P0410 and P0411.
SLP generates noises condensates. Check the ARV and the EUV.
SLP fails repeatedly – EUV incorrectly connected If there are several EUVs in the vehicle, ensure that the connections
(to wrong cables). are not mixed up.
Exhaust pipe noises or Leaks in the exhaust gas tract or in the Let the secondary air pump run still installed (externally powered).
smell of exhaust gas in secondary air system, between the exhaust Determine the leaky places (e.g. using leak detection spray).
the engine compartment gas manifold and the cut-off secondary air Replace faulty line or gasket.
valve or non-return valve.
Attention:
When the line between the SLP and the exhaust manifold is
scorched, proceed as for fault codes P0410 and P0411.
Damage to the secondary air

pumps are almost always caused
by malfunctions in the periphery.

Frequent causes of damage:
- Bad location for the electric switch- - Defective, non-activated or leaky - Mechanical damage
over valve (EUV) ARV To secondary air pumps, lines and
EUVs are often located in areas ex- A leak causes exhaust gas to get cables due to accident or also
posed to splashing water. When the into the secondary air system and to during repairs.
EUV is switched off, water can pene- condense there. In both cases the
trate it through the aeration system secondary air pump and the cut-off - Electrical disturbances
and cause corrosion. The valve no secondary air valve are damaged Due to short circuit or interruption.
longer switches and the ARV remains by the aggressive, extremely acidic
open. Exhaust gas gets into the condensates. - Stuck non-return valves
secondary air system, condenses (in older systems with separate
there and causes consequential - “Garage cars” non-return valves)
damage. In many cases water also Vehicles with frequent long periods If oil vapours (blow-by gases) get
gets into the vacuum side of the ARV of inactivity are especially affected into the non-return valve from
and causes damage there. Damage by corrosion. In this case water the inlet port here, the valve can
of this type is not detected as error and condensates can cause damage become so stuck that it will also
by the monitoring of electric compo- after a brief time. In vehicles that are remain closed when the secondary
nents in EOBD. continuously being used, secondary air air pump is running.
is regularly blown out of the system.
- Bad location for the SLP in areas Here damage occurs later.
exposed to splashing water
Especially secondary air pumps in - Leaky suction pipe to the secondary
which the air is extracted from of air pump
the inlet port but directly from the Splashing water can also get in
engine compartment are at risk. between the air filter and the SLP
Here water can be drawn in from the causing corrosion and later the
SLP. failure of the secondary air pump.
Therefore attention must be given to
- No activation of the ARV the lines to ensure that they are cor-
The vacuum line between the rectly inserted and not broken off.
EUV and the ARV is disconnected, Check older lines for cracks. Check
pinched or broken off. gaskets.
Splashed water does not lead to
damage as quickly as condensates.
Further information on error

diag nosis and function
descriptions can be found in the
Non-return valves can be checked for leaks
Service Information SI 0012, 0024,
very simply:
0049, 0050, and 0059. – Release the connection hose on the non-
return valve that leads to the secondary air
pump.
– If there are deposits on this side of the
valve (for the finger test, see illustration),
the non-return valve is leaking and must
be replaced. In this case the secondary air
pump may already be damaged. Check the
Fig. 32 Simple check of the check valve secondary air pump and replace as well if
necessary.

4.5 Exhaust gas recirculation (EGR)
Mixing the exhaust gas with the In petrol engines the lower fuel In EOBD, component monitoring
intake air reduces the oxygen content consumption can be detected. Thus a is sufficient, as it is in the case
of the fuel/air mixture. This reduces regulated addition of exhaust gas can of secondary air.
the combustion temperature in the influence the exhaust gas behaviour
cylinders. Depending on the operating of the vehicle according to the load
point, this produces a reduction in conditions. Thus exhaust gas recircula-
nitrogen oxide (NOx) in the exhaust tion (EGR) is an effective process for
gas by up to 50%. reducing nitrogen oxide emissions.
In addition, in diesel engines the par- Therefore it is monitored for
ticle formation is lowered by approx. functioning in the OBD II standard.
10%, and the noise emissions are
reduced.
Exhaust gas
Vacuum
Fresh air
Air mass sensor (LMS)
Electro-
pneumatic
pressure
transducer (EPW)
Electric pressure transducer (EDW)
EGR valve
Fig. 33 Exhaust gas recirculation in a petrol engine (with pneumatic EGR valve), schematic
Until about 1998 predominantly pneu- Advantages of electric valves: Fig. 33 shows two variants of exhaust
matic valves were used. In newer appli- - no additional components gas recirculation with a pneumatic EGR
cations electric EGR valves (EEGR) are - quick functioning because they are valve. It is actuated by an electropneu-
used almost exclusively. actuated directly matic pressure transducer (EPW) or an
- good to monitor electric pressure transducer (EDW).
Advantages of pneumatic valves: - do not require a vacuum to be
- less weight switched
- good pushing force
- simple construction Exhaust gas lines connect the exhaust
manifold to the EGR valve and the valve
to the inlet port/intake manifold. In
many cases EGR valves are attached
directly to the exhaust manifold or the
inlet port.

The vacuum in the intake manifold is The control unit activates the exhaust Exhaust gas recirculation is switched
used to operate the EGR valve. The gas recirculation in the case of pneu- on only in certain operating points.
valve opens and a certain amount matic as well as electric valves based - For diesel engines up to 3000 RPM
of exhaust gas is fed back into the on the temperature, the air mass and at an average load.
exhaust manifold and thus into the (load) and the engine speed. The posi- - For petrol engines above idle up to
combustion. tion of the EGR valve is detected by a the upper partial load.
Some EGR valves are equipped with sensor (generally a potentiometer). - Exhaust gas recirculation does not
potentiometers for position feedback. - In simpler or older systems pneu- occur at full load. This does not af-
Position feedback allows both open- matically operated EGR valves are fect the ultimate performance.
ing correction as well as permanent operated by an electric switch-over
monitoring. Other EGR valves are valve (EUV) by means of a vacuum.
additionally equipped with integrated In the case of this simple system
temperature sensors for monitoring. structure the EGR valve has only an
Because high temperatures arising open/close function.
when electric EGR valves are used - In newer systems the actuation is
can cause malfunctions, these valves handled by an electropneumatic
are connected to the coolant circuit transducer (EPW) that is able to
for certain applications. The air mass adjust the EGR valve continuously.
sensor (LMS) in the intake system This allows quick and very accurate
continuously measures the air mass adjustments to the respective
supplied to the engine. In diesel operating points.
vehicles the LMS signal is used to Before the introduction of EPWs,
control the exhaust gas recirculation. electric pressure transducers
(EDWs) were used.
- Electric EGR valves are actuated
directly by the control unit.
EGR valves for diesel applications

have large open cross sections
because of their high return rates.
They are often integrated in
housing with a throttle valve
(“EGR emulsion housing”).
Fig. 34 EGR valves for diesel applications
In petrol engine applications the cross-

sections are considerably smaller.
Fig. 35 EGR valves for petrol engines

4.5.1 Monitoring
In OBD II (USA) the EGR system is

monitored for functioning and effect.
In EOBD an electric monitoring of the
components and a monitoring of the
functioning is sufficient.
A test of the effectiveness is not Electric pressure transducers con-
sist of an electric switch-over valve
required by the EOBD. Various manu- (EUV) with added pressure limiter.
facturers do supply EU vehicles that They are similar in their function to
an electric pneumatic transducer
comply with OBD II standards.
(EPW). You will find further informa-
tion on EDWs in SI 0027.
Fig. 36 Electric pressure transducer (EDW)
Different processes can be used to

monitor the exhaust gas recirculation:
- Measuring the pressure in the - Registering the EGR potentiometer - Monitoring the air mass (especially
intake manifold signals for diesel engines)
During the deceleration phase the Electric EGR valves (EEGR) and in In exhaust gas recirculation the
EGR valve is opened briefly and the part also mechanical EGR valves intake air mass is reduced by the
intake manifold pressure sensor have a potentiometer that detects amount of recirculated exhaust gas.
registers the pressure increase. the position of the valve. There are The air mass sensor registers this
The EGR valve is monitored for leaks applications with additional moni- reduction in the air mass. In addi-
by closing it briefly and testing the toring of the pressure or temperature tion, the potentiometer signals are
associated pressure reduction in the in the intake manifold. also monitored.
partial load range.
- Plausibility check (especially for - Monitoring the uneven running
- Measuring the intake manifold diesel engines) During idling, the EGR valve is
temperature In yet another type of monitoring, opened a small amount. Exhaust gas
During the deceleration phase the especially for diesel engines, the air gets into the idle mixture and the
EGR valve is opened briefly. The mass is registered with and without idling becomes uneven. This uneven
temperature sensor for the intake exhaust gas in relationship to the running is detected and used for the
air registers the temperature rise by engine speed. diagnosis.
measuring the temperature of the
incoming warm exhaust gas.
- Measuring the temperature on the

cold side of the EGR valve With an EPW, pneumatic actuators
(vacuum units) can be adjusted
When a valve is open the exhaust
continuously. Their action is similar
gas will cause the temperature on to that of a dimmer for an electric cir-
the cold side of the valve to rise. The cuit. They are used to control pneu-
increase in temperature is registered matic EGR valves, throttle valves in
by a sensor. In addition the signals of diesel applications, and to adjust
the blades of the VTG turbochargers
the potentiometer are also registered.
(boost pressure control).
Fig. 37 Electropneumatic transducer (EPW)

4.5.2 Possible fault codes (with diagnostic instructions)
Errors in the exhaust gas recirculation Please observe the general

system are indicated by fault codes instructions in Section 3.
P0400 – P0409.
P0400 EGR system – flow malfunction

– There is no exhaust gas recirculation, – The EGR valve does not open – Check pneumatic EGR valve for functioning
or it is not detected with vacuum hand pump.
– Expected performance not reached It doesn’t open. If there is a vacuum, check
– Engine goes into limp home mode the EGR valve for sticking or carbonisation;
– Driving behaviour is deficient if the vacuum is not maintained, replace the
– Uneven idling EGR valve.
If a pneumatic valve is not actuated, check
the vacuum lines for continuity
– If there is sticking, replace the EGR valve and
check the injection system and the oil vapour
separator (blow-by separator)
– Examine the EGR valve for visible damage or
discolorations.
In this case the exhaust gas back pressure
could be too high or the actuation could be
incorrect. Check the exhaust gas system for
free flowing, and the boost pressure control
valve and electric actuators for functioning
– Check the power supply to the EGR valve
(connections, cables, plug-in connections
and electric actuators) and check the elec-
tropneumatic transducer, electric pressure
transducer, or electric switch valve.
Replace the defective parts
P0401 EGR system – flow insufficient detected

Too little exhaust gas is being – The EGR valve does not open wide enough – Check electric supply
recirculated. – Width restricted by impurities – Check pneumatic supply (vacuum)
(carbonisation) – Take valve out and check its condition
– EGR valve opening time too little – If there is sticking, replace the EGR valve and
– Air mass sensor defective or soiled check the injection system and the oil vapour
– Especially for electric EGR valves, check the
supply and the sensors
– Check air mass sensors and replace if
necessary
P0402 EGR system – flow excessive detected

Excessive exhaust gas recirculation – The EGR valve opens to an extent that – Check sensors and supply
deviates from the set-point values – Take valve out and check its condition
– The valve does not close completely – If there is sticking, replace the EGR valve and
– Air mass sensor defective or soiled check the injection system and the oil vapour
– Check air mass sensors and replace if
necessary

P0403 EGR system – circuit malfunction

– EGR signals wrong or implausible – Wear/soiling of the potentiometer in the – Check signals and compare with set-point
EGR valve values
– Temperature sensor defective
P0404 EGR system – circuit measurement/power problem

– Exhaust gas recirculation outside Wear/soiling in – Check signals and compare with set-point
set-point range – potentiometer EGR valve values
– EGR signals wrong or implausible – pressure sensor – Check electric connections and lines
– temperature sensor
– air mass sensor
– electric plug-in connections and lines
P0405 EGR system – sensor A circuit low
P0406 EGR system – sensor A circuit high
P0407 EGR system – sensor B circuit low
P0408 EGR system – sensor B circuit high

– EGR signals wrong or implausible Wear/soiling in – Check signals and compare with set-point
– potentiometer EGR valve values
– pressure sensor – Check electric connections and lines
– temperature sensor
– air mass sensor
– electric plug-in connections and lines
When there are malfunctions in Further information on EGR

the EGR system or damage to valves and ways to check can
its components, the periphery must be found in the service information
always be checked as well. SI 0002/A, 0017/A, 0038, 0039/A,
Deposits can be caused by errors in 0043, 0047.
the injection system or an oil content SI 0038 and 0039/A contain
that is too high. In OBD, errors of this comprehensive troubleshooting
kind are detected only partially and tables.
are sometimes classified incorrectly.

Further fault codes that are of significance in connection with the EGR
P0100 Mass or Volume Air Flow Circuit Malfuction Errors in the sensors affect the func-
P0102 Mass or Volume Air Flow Circuit Low Input
tioning of the exhaust gas recircula-
P0103 Mass or Volume Air Flow Circuit High Input tion. They can result in a “lack of
P0104 Mass or Volume Air Flow Circuit Intermittent power” or an “engine limp home”.
P0105 Manifold Absolute Pressure/ Malfunction
P0106 Manifold Absolute Pressure/ Range/Performance Problem
P0107 Manifold Absolute Pressure/ Low Input
P0108 Manifold Absolute Pressure/ High Input
Barometric Pressure Circuit For further manufacturer-speci-
P0109 Manifold Absolute Pressure/ Intermittent fic fault codes, please refer to
P0110 Intake Air Temperature Circuit Malfunction Æ Section 6.4.
EGR valve
The most frequent causes of malfunc- Examples of causes of very oily - Frequent short trips (especially
tions are deposits in the valve plate or intake or charge air can be: during colder months, formation of
seat. - Malfunctions in the crankcase oil/water emulsion that gets into the
The consequences are: ventilation (e.g. oil separator, engine engine exhaust).
- The valve is stuck and doesn’t open. exhaust valve). - Engine oil level too high.
- Deposits have caused the opening - Increased blow-by gas emission due - Worn valve stem seals or guides
width to be reduced. to increased wear on the pistons and causing increased oil transfer into the
- The valve does not close completely. cylinders. inlet port.
- Malfunctions in the turbocharger (e.g.
Unusually heavy deposits can be worn bearing, plugged oil return line).
caused by errors in the injections or - Exceeding of the maintenance inter-
by intake or charge air with a high oil vals (failure to change oil and oil
content. filter).
In diesel engines, deposits are also - Use of engine oil quality not suited
caused by soot. for the application.

Further malfunctions in EGR valves:

- Potentiometers can send out faulty
signals or fail when greater
distances.
- When the exhaust gas back pres-
sure is too great (exhaust pipe
partially plugged) in diesel vehicles
the EGR valve can be pushed open
under higher loads. This “burns”
the diaphragm and destroys the
valve. This can be detected by the
blue colouring of the valve
chamber.
Fig. 38 EGR valve (diesel) with heavy deposits and new A vacuum hand pump can be
used to check the functioning of
the pneumatic EGR valve.
Solenoid valves (EUV, EDW, EPW)

The most frequent causes of malfunc- Further details can be found in
tions are: the following service information:
- water or dirt or For EUV: SI 0050, SI 0051
- leaky connecting hoses. For EPW: SI 0027
These faults are not always detected For EDW: SI 0065, SI 0076.
by the component diagnosis.
High ambient temperatures can cause
sporadic malfunctions.
Malfunctions are seldom caused
by incor rectly attached connecting
hoses.
Air mass sensors (LMS)

See Æ Section 4.6.3.

4.6 Air supply
Fresh air is required for mixture forma-

Air filter Throttle body Variable intake manifold 2-stage
tion and combustion. It is fed into the
engine through the inlet port.
The components involved are the air
mass sensor, throttle body, intake
manifold and inlet port shut-off
(“tumbles flaps”).
Air mass sensor
Idle speed actuator
Control unit
Fig. 39 Air supply (schematic)
Air mass sensors (LMS) continuously

measure the air mass supplied to the
engine. The LMS signal is used to cal-
culate the injection quantity, and for
diesel engines, to control the exhaust
gas recirculation as well.
Fig. 40 Different air mass sensors
Further details on air mass

sensors can be found in the
service information SI 0017/A.

Throttle bodies
The air flow drawn in by the engine exhaust gas recirculation rates. This In more recent applications idle
is controlled by throttle valves. regulating throttle is mostly integrated control and start-up enrichment are
The cylinder is filled based on the in the EGR emulsion housing. achieved by adjusting the throttle
throttling of the intake air. In the past valve. Here the throttle valve is
throttle bodies were used mainly for Whereas until about 1995 the idle adjusted by an electric motor. This pro-
petrol engines. Now they are being speed was controlled by separate cess is faster, it allows small air flows
used more and more in diesel engines actuators (in the intake manifold, for for idling and an adjustment of the
as well in connection with emissions example), more recent mechanical throttle valve without a mechanical
control. throttle bodies have an integrated link to the accelerator pedal (e-gas,
In the newer diesel engines the pres- idle speed actuator (LLFR) as an electronic accelerator pedal; “drive by
sure difference between the exhaust attachment. 6) wire”).
gas side and the intake side alone Depending on the operating state, the
is not sufficient to obtain greater LLFR regulates the air quantity that is
exhaust gas recirculation rates (up necessary for warm-up and to main-
to 60%). For this reason “regulating tain the idle speed through an air duct
throttles”5) are used in the intake mani- as a bypass to the throttle valve. The
fold to increase the vacuum in order actuation is handled directly by the
to enhance the exact regulation of the control unit.
Fig. 42 Different throttle bodies
In order for the fuel/air mixture to

Abb. 41 Intake manifold with tumble flaps burn as quickly as possible, the
air is given a swirl by two separate
and EAM-i
inlet ports for each piston.
Each of these inlet ports is also
equipped with an adjustable
“tumble flap” that is operated by
the EAM-i (electric drive module
with integrated “intelligence”) by
means of a leverage system.
Fig. 43 Inlet manifolds, different versions
5)
In practice, different names are used for throttle valves in diesel engines, such as regulating throttles, diesel valves, diesel front valves.
6)
Please refer also to service information SI 0060 and SI 0061. In practice, different names are used such as idle controller, idle setting valve, valve for idle stabilisation, idling
actuator etc.

Variable intake manifolds

In petrol engines, intake manifolds are clear improvements in the torque and directly.
generally used complete with throttle in fuel consumption. Furthermore, direct injection engines
bodies. To change (“to vary”) the length, are often equipped with additional
Instead of intake manifolds with a pneumatic actuators (vacuum units) valves between the actual intake
fixed length, “variable intake mani- or electromotive actuators (“electric manifold and the inlet ports in the
folds” are also being used in petrol drive modules – EAMs”) are used. cylinder head (“intake manifold and
engines more and more. The pneumatic actuators are oper- inlet port shut-off”, “tumble flaps”).
With variable intake manifolds the ated by pneumatic valves (e.g. EUV). The valves can be adjusted to change
actual length of the air intake chan- The electric drive modules (EAMs) are the air supply (flow speed, direction).
nels can be changed. This produces actuated by the engine control unit
Electropneumatic pressure
transducer (EPW) for actuating a
turbocharger (VTG)
The engine torque that can be achieved This adjustment has to be very
in a vehicle is based on the fresh gas precise. The EPW is actuated by the
content of the cylinder filling. Exhaust engine control unit via the corres-
gas turbochargers use the energy of ponding map. Depending on the duty
the exhaust gas in a turbine to raise cycle of the signal the control pres-
the cylinder filling via a connected sure by which the turbine blades are
compressor. VTG turbochargers vary adjusted via a vacuum unit is set.
the required boost pressure by adjust-
ing the blades in the turbine.
4.6.1 Monitoring
The electric components are monitored by potentiometers or non-contact

for continuity, short circuit and short measured-value readings. In part the
circuit to earth. The position of actua- adjustment time is also monitored (e.g.
tors (final position open/closed) is tumble flaps).
registered. The position is registered

Errors in air supply components are

indicated by the following fault codes.
Air mass sensors:
P0100 Mass or Volume Air Flow Circuit Malfunction

P0102 Mass or Volume Air Flow Circuit Low Input
P0103 Mass or Volume Air Flow Circuit High Input
P0104 Mass or Volume Air Flow Circuit Intermittent
P0110 Intake Air Temperature Circuit Malfunction
Intake manifold:
P0105 Manifold Absolute Pressure/Barometric Pressure Circuit Malfunction

P0106 Manifold Absolute Pressure/Barometric Pressure Circuit Range/Performance Problem
P0107 Manifold Absolute Pressure/Barometric Pressure Circuit Low Input
P0108 Manifold Absolute Pressure/Barometric Pressure Circuit High Input
P0109 Manifold Absolute Pressure/Barometric Pressure Circuit Intermittent
Throttle bodies:
P0120 Throttle/Pedal Position Sensor/Switch A Circuit Malfunction

P0121 Throttle/Pedal Position Sensor/Switch A Circuit Range/Performance Problem
P0122 Throttle/Pedal Position Sensor/Switch A Circuit Low Input
P0123 Throttle/Pedal Position Sensor/Switch A Circuit High Input
P0124 Throttle/Pedal Position Sensor/Switch A Circuit Intermittent
P0220 Throttle/Pedal Position Sensor/Switch B Circuit Malfunction
…
P0229 Throttle/Pedal Position Sensor/Switch C Circuit Intermittent

P0510 Closed Throttle Position Switch Closed
P0638 Throttle Actuator Control Range/Performance (Bank 1) Performance Problem
P0639 Throttle Actuator Control Range/Performance (Bank 2) Performance Problem
Idle speed actuator:
P0505 Idle Control System Malfunction

P0506 Idle Control System RPM Lower Than Expected
P0507 Idle Control System RPM Higher Than Expected
P0508 Idle Control System Circuit Low
P0509 Idle Control System Circuit High

Electropneumatic transducer:
P0033 Turbo Charger Bypass Valve Control Circuit Malfunction in Electrical Circuit
P0034 Turbo Charger Bypass Valve Control Circuit Signal Too Low
P0035 Turbo Charger Bypass Valve Control Circuit Signal Too High
P0234 Turbo/Super Charger Overboost Condition Limit Value Exceeded
P0235 Turbo/Super Charger Boost Sensor A Circuit Limit Value Not Reached
P0243 Turbo/Super Charger Wastegate Solenoid A Malfunction in Electrical Circuit
P0244 Turbo/Super Charger Wastegate Solenoid A Range/Performance
P0245 Turbo/Super Charger Wastegate Solenoid A Signal Too Low
P0246 Turbo/Super Charger Wastegate Solenoid A Signal Too High
P0247 Turbo/Super Charger Wastegate Solenoid B Malfunction in Electrical Circuit
…
P0250 Turbo/Super Charger Wastegate Solenoid B Signal Too High
If malfunctions are produced, they Wear can usually be detected only Air filter inserts are part
are almost always caused by deposits when large distances are driven. of the scope of delivery of
and, sticking. MS Motor Service International
(for further reading: please refer
to Æ Section 6.4).
The most frequent causes of malfunc- - When there are leaks in the inlet Especially in the case of turbocharg-
tions in air mass sensors is soiling. port, dirt particles can enter with the ers the pressure on the air mass sen-
This applies especially to the newer intake air, hitting the air mass sensor sor is great because both the air flow
LMSs with backflow detection. This at a high speed and destroying it. and the air speed are very high.
way oily intake air can leave a film on - Also errors made during servicing
the sensor. The result will be faulty such as uncleanness when the
signals. The result can be “pinging” filter is being changed, or the use
and lack of power. of wrong filters can be the cause of Further details on air mass sen-
soiling and damage to the air mass sors can be found in the service
sensor. information SI 0017/A.
Throttle bodies
Frequent malfunctions in throttle These errors are often caused - Exceeding of the maintenance inter-
bodies: by very oily intake or charge air. vals (failure to change oil and oil
- Dirt deposits in the throttle valve Examples of causes of very oily intake filter).
can build up so heavily that idle or charge air can be: - Use of engine oil quality not suited
control is no longer possible. - Malfunctions in the crankcase for the application.
- Soiling in the idle speed actuator ventilation (e.g. oil separator, engine - Frequent short trips (especially
can produce sticking or decrease the exhaust valve). during colder months, formation of
cross-section to the extent that the - Increased blow-by gas emission due oil/water emulsion that gets into the
engine “dies”. to increased wear on the pistons and engine exhaust).
cylinders. - Engine oil level too high
- Malfunctions in the turbocharger - Worn valve stem seals or guides
(e.g. worn bearing, plugged oil causing increased oil transfer into
return line). the inlet port.

Further causes of malfunction, If there are wear and damage Modern engine control units have
especially in the case of greater distan- on the potentiometer or micro adaptive “storage modules”, i.e. some
ces driven, are: switches, the throttle bodies should of the map data required for operation
- Wear of or deposits on the potentio- be replaced. must be “learned”.
meter (sporadic malfunctions). Due to the inability to make adjust- The map data will first be recorded
- Wear on the throttle valve. ments, it is impossible to include a during driving and stored in the
- Failure of the throttle valve actuator repair in the service. memory. This may take a few minutes!
motors (engine “saws” during After a new throttle body has been For this reason a test drive should be
idling). installed, it may be necessary to taken and only then should the func-
- Defective micro switch in the throttle “teach” the control unit. tion be checked again.
body (attachments).
Further details can be found in For the idle speed actuator For the e-gas throttle body
the following service information: SI 0060, SI 0061 SI 0074
For throttle bodies For diesel valves
SI 0069; SI 0072, SI 0073 SI 0075
Intake manifolds
Errors in intake manifolds are: - Intake manifold makes noises. Be careful when dismounting
- Intake manifold is broken or cracked. In this case the intake manifold will the intake manifold so that
Damage to intake manifolds is have to be dismounted for a more loose parts do not get into the engine
mostly due to severe damage re- exact diagnosis. and cause damage, for example!
sulting from improper work on the Possible causes can be foreign Modern (bonded) intake manifolds
engine or heavy impact (misfires). objects such as loose parts in the can no longer be taken apart.
- Actuator does not work or is giving intake manifold, slipped gaskets
an incorrect signal. (under certain circumstances not
For pneumatic actuators: detected) and missing or damaged
Check whether there is a vacuum, connecting hoses.
whether the electric switch-over
valve is being actuated electrically
and is functional.
For electric actuators:
Check electric supply and potenti-
ometer signals.
In both cases also check whether
the intake manifold is stuck due to
deposits.

Tumble flaps
In the case of tumble flaps/inlet port
shut-off, sticking due to deposits is
the most common cause of failure,
especially in diesel applications.
Fig. 44 Tumble flaps, malfunction due to heavy deposits
The adjustment time is monitored in Further details on tumble flaps

the diagnosis. If the valves are stuck, and EAM-i can be found in the
they will not be adjusted, or the set service information SI 0071.
time will be exceeded. In the diagnosis,
the actuator, usually an EAM-i, can be
detected as faulty. This error cannot be
corrected by replacing the actuator.
Electropneumatic pressure
transducer (EPW)
The most frequent causes of malfunc- High ambient temperatures can cause Further details can be found in
tions are: sporadic malfunctions. the service information SI 0065
- water or soiling or Malfunctions are seldom caused by in- and SI 0076.
- leaky hose connections. correctly attached connecting hoses.
These errors are not always detected
by the component diagnosis.

5 Further systems and diagnosis
5.1 Catalytic converter
Catalytic converters are chemical sub- It is therefore one of the most impor- A corresponding voltage signal serves
stances that affect a chemical reac- tant components of emissions control. as a control value for the engine con-
tion without changing themselves. The state of current technology for trol unit.
The catalytic converter is used in auto- petrol engines is the “regulated” The converter will reach its full func-
mobiles to clean exhaust gases: cataly tic converter. tionality at temperatures between 350
- Nitrogen oxides (NOx) are reduced Here a controlled fuel/air mixture, and 750° C.
to carbon dioxides (CO2) and nitro- whose mix ratio fluctuates by lambda Leaded fuel and temperatures above
gen (N2). (λ) = 1, is supplied to the engine. 1000° C can destroy a converter.
- Carbon monoxide (CO) is oxidised The volume control is handled by the Because the catalytic converter has a
to carbon dioxide (CO2). engine control unit. great influence on emissions control,
- Hydrocarbons (HC) are oxidised A lambda probe upstream from the it is monitored in OBD.
to carbon dioxide (CO2) and converter measures the residual oxy-
water (H2O). gen in the exhaust gas.
5.1.1 Monitoring
The catalytic converter is monitored for from the catalytic converter (“control A functioning catalytic converter
efficiency and ageing. To monitor the probe”) is compared with the signal accumulates large quantities of
state of the converter, the residual oxy- from the post-cat. oxygen. This causes the measurable
gen in the exhaust gas is measured by The control probe signal fluctuates oxygen content downstream from the
a second lambda probe downstream extremely (large controller transient converter to fluctuate only slightly.
from the converter. This probe is also oscillations). These fluctuations are As a result, the voltage signal is
referred to as the “secondary, monitor, caused by the different residual oxygen relatively constant. The controller tran-
or post-cat probe”. Here the voltage content in the exhaust gas as a result sient oscillations of the post-cat probe
signal of the lambda probe upstream of the lambda control (rich/lean.) are low.
U U U U
t t t t
Control probe Post catalyst probe Control probe Post catalyst probe
Catalyst OK Catalyst not OK

U = voltage/t = time
Fig. 45 Monitoring the efficiency of the catalytic converter
Evaluation:
Small controller transient oscillations Large controller transient oscillations converter is defective, both probe
of the post-cat probe = catalytic of the post-cat probe = catalytic signals will be almost identical.
converter effective. converter ineffective. When a catalytic

Monitoring conditions
- The vehicle is operating at speeds - The engine speed and the accelera-
between 5 and 80 km/h. tor pedal position are basically
- The engine has reached operating constant.
temperature. The catalytic converter will be
- The catalytic converter has reached detected as faulty if 150% of the
temperatures between 350 and pollution limit is exceeded.
650° C.
P0420 Catalyst System (Bank 1) Efficiency below Threshold Further reading: please
P0421 Warm Up Catalyst (Bank 1) Efficiency below Threshold refer to Æ Section 6.4.
P0422 Main Catalyst (Bank 1) Efficiency below Threshold
P0423 Heated Catalyst (Bank 1) Efficiency below Threshold
P0424 Heated Catalyst (Bank 1) Temperature below Threshold
P0425 Catalyst Temperature Sensor (Bank 1) Malfunction
P0426 Catalyst Temperature Sensor (Bank 1) Range/Performance
P0427 Catalyst Temperature Sensor (Bank 1) Low Input
P0428 Catalyst Temperature Sensor (Bank 1) High Input
P0429 Catalyst Heater Control Circuit (Bank 1) Malfunction
P0430 Catalyst System (Bank 2) Efficiency below Threshold
…
P0439 Catalyst Heater Control Circuit (Bank 2) Malfunction
Error Causes
Insufficient effect caused by deposits on – leaded fuel has “contaminated” the converter, i.e., the active surface is plugged
the catalytic effective surface. – oil deposit in the active surface
– premature ageing due to high temperatures
In these cases the catalytic effect is reduced.
Lack of power (caused by increased ex- – the monolith is broken due to excessive mechanical pressure (there will be noises if the
haust gas back pressure). converter is moved/shaken)
Uneven running is detected (caused by – the monolith had melted down or is partially melted due to very high temperatures
increased exhaust gas back pressure). – the monolith has been destroyed by a “water hammer”
In these cases the catalytic converter may be so damaged that the free area is no longer
sufficient. The exhaust gas back pressure increases, power decreases noticeably. For the
error diagnosis: check whether the back pressure in the exhaust gas system has increased.
For the test, remove the pre-cat probe and measure the pressure there with a precision
manometer. The exhaust gas back pressure is usually about 0.2 bar.

5.2 Lambda probes
Lambda probes measure the oxygen The mix ratio of air to fuel in which the Changes in the exhaust gas compo-
content in the exhaust mixture. They maximum conversion of pollutants is sition are taken into account by the
are part of a control loop that continu- reached in the catalyst is (λ) =1 (stoi- engine management as it controls
ously ensures that the composition of chiometric mix ratio = 14.7 kg air to 1 numerous functions, and is often the
the fuel/air mix is correct. kg fuel, expressed in volume: 1 litre first hint that there may be errors.
fuel to approx. 9500 litres air).
• Mechanical errors • Ageing

Disturbance values
• Electrical errors • Driving influences
Control unit is Injection Much O2 in

Lean mixture
leaning quantity is reduced exhaust gas
Signal change U λ – probe

λ – probe voltage low
λ – probe Signal change

voltage high λ – probe
λ
Control unit
Little O2 in Injection
Rich mixture is making
exhaust gas quantity is
mixture richer
Rich mixture λ=1 Lean mixture
U = voltage / λ=lambda air number

Fig. 46 Control loop with lambda jump sensor
The engine control unit uses this sig- Accidental mixing up of the plug-in
nal to control the injection times. For connections of the two probes is usu-
control purposes, only one probe up- ally prevented by different types of
stream from the catalyst (“pre-cat” or plugs and colours.
“control” probe) is needed. In OBD II
an additional lambda probe that is Lambda probes work starting at a
downstream from the catalyst (“post- temperature of 350° C. The operating
cat”, “correction” or “monitor” probe) point is at about 600° C. A tempera-
has been integrated into the system. ture of 850° C should not be exceeded
It is used to check the catalytic because damage occurs after 930° C.
converter and can be constructed the
same way as the pre-cat probe.

A distinction is made between broad-

U I
band and jump probes.
“Rich” “Lean” “Rich” “Lean”
λ=1 λ λ=1 λ
Jump sensor Broadband probe
U = voltage / I = current / λ == Air number

Fig. 47 Behaviour of jump and broadband probe control
Jump probes
The output signal of the lambda probe There are different versions of jump A distinguishing characteristic
(“probe voltage”) is based on the probes. of the potential-free lambda
fuel/air ratio. - The titanium probe (titanium dioxide probe is the 4-pin probe line.
In the case of a jump probe, the probe) responds to changes in the But: Not all 4-pin lambda probes are
voltage changes abruptly at λ = 1. For mixture composition by a change potential-free!
this reason the signal can be used in the electric resistance. It works
only in a range of λ = 1 ± 0.03. In with a higher probe voltage of up
engines in a lean range of λ > 1.03, the to 5 volts. With this probe critical
signal cannot be processed. There- exhaust gas temperatures can be
fore with this probe only a two-point detected.
control is possible. Pre and post-cat - The potential-free lambda probe has
probes have the same construction. a separate earth cable from the con-
- A rich mixture (λ < 1) creates a probe trol unit. The voltage of the control
voltage of approx. 800 mV. For con- range is increased by 700 mV. This
trol purposes the injection times are produces a control voltage between
shortened. 700 and 1700 mV (measured against
- A lean mixture (λ > 1) creates a probe the vehicle weight). This technical
voltage of approx. 20 mV. For control change was necessary for self
purposes the injection times are diagnosis and EOBD.
extended.
Broadband probes
Contrary to the jump probes, the This process is carried out by a pump Conventional lambda probes are
broadband probe measures across a cell (miniature pump) that supplies the designed as “finger probes”.
wide lambda range from rich to lean electrodes on the exhaust gas side Newer jump and broadband
continuously. There are no abrupt with sufficient oxygen that the voltage probes are increasingly being made
changes at λ = 1. This way lambda between both electrodes is constantly in planar constructions (“planar
control is possible in the case of 450 mV. The power consumption of probes”). Planar probes are further
“rich” as well as “lean” air/fuel mix- the pump is converted to a lambda developed lambda probes that are
tures from about lambda = 0.7 to 3.0. value by the control unit. heated. Heating causes these probes
It can also be used for direct injection to be functional shortly after a cold
and future “lean concepts”. start. This way the volume control can
start sooner.

5.2.1 Monitoring
Conditions for monitoring lambda - Lambda control is working in the - The catalytic converter has tempera-
probes. control range. tures between 350 and 650° C.
- The vehicle is operating at speeds - The engine speed and the
between 5 and 80 km/h. accelerator pedal position are
- The engine has reached operating basically constant.
temperature. - Monitoring occurs whenever there is
a constant operation that lasts more
than 20 seconds.
Control probe (jump probe)

Ageing or contamination can affect Either will cause the λ window to be
the response of a lambda probe. smaller, which will produce a deterio-
Deterioration can manifest itself in ration of the exhaust gas conversion
an increase in the response time by the catalyst.
(period duration) or a shifting of the The post-cat signal is evaluated for
measuring range (probe shift). monitoring.
U U U U
t t t t
Catalyst OK Catalyst not OK
U = voltage / t = time
Fig. 48 Check of the control frequency (sluggishness of the control probe – jump probe)

Control probe (broadband probe)

Because a broadband probe does not A slight switch between lean and rich monitored. The current actual values
respond with a noticeable jump at mixture is created artificially. are compared with the specified set-
λ = 1, the fuel/air mixture has to be The response time of the broadband point values.
“modulated”. to these fluctuations created is
U U U U
t t t t
Control probe OK Control probe not OK
U = voltage / t = time
Fig. 49 Response time of the control probe (broadband probe)
Post catalyst probe

The lambda control value is monitored tent of the exhaust gas to the control If the probe voltage remains low in spite
for compliance with the specified con- unit by lowering the voltage. of the fact that the mixture was made
trol limits. The mixture will be made richer again richer, it will continue to be made richer
For example, if the air/fuel ratio by the lambda control. The post until the control limit is exceeded. This
changes in the “lean” direction during catalyst probe voltage will rise and the will be detected as an error.
operation, the post catalyst probe will control unit will be able to lower the This control will extend over a longer
report an increase in the oxygen con- lambda control value again. drive.
m U m U
t t t t
Post-cat probe OK Post-cat probe not OK
m=λ-control value / U=voltage / t=time
Fig. 50 Diagnosis of the post catalyst probe control limit
A further possibility for monitoring is mixture during acceleration and

a diagnosis of the control behaviour “leaner” mixture during deceleration
during acceleration or deceleration. are used to evaluate the probe.
Here as well the effects of the “richer”

P0036 HO2S Heater Control Circuit (Bank 1 Sensor 2) Malfunction Further reading: please refer
P0037 HO2S Heater Control Circuit (Bank 1 Sensor 2) Low to Æ Section 6.4; [7] [3].
P0038 HO2S Heater Control Circuit (Bank 1 Sensor 2) High
P0042 HO2S Heater Control Circuit (Bank 1 Sensor 3) Malfunction
P0043 HO2S Heater Control Circuit (Bank 1 Sensor 3) Low
…
P0130 O2 Sensor Circuit (Bank 1 Sensor 1) Malfunction

P0131 O2 Sensor Circuit (Bank 1 Sensor 1) Low Voltage
P0132 O2 Sensor Circuit (Bank 1 Sensor 1) High Voltage
P0133 O2 Sensor Circuit (Bank 1 Sensor 1) Slow Response
P0134 O2 Sensor Circuit (Bank 1 Sensor 1) No Activity Detected
P0135 O2 Sensor Heater Circuit (Bank 1 Sensor 1) Fault in Heater Circuit
…
P0167 O2 Sensor Heater Circuit (Bank 2 Sensor 3) Fault in Heater Circuit
Please observe the general For the error diagnosis, check the Then read the fault code memory
instructions in Section 3. - voltage signal and compare the actual values with
- earth connection the set-point values. If the set-point
- heater (if present). values are not available, it could be of
assistance to read the values from a
vehicle of a similar model that doesn’t
have any errors.
Error Causes
– Increased fuel consumption – The lambda probe is soiled or has deposits due to bad
– Jerking during deceleration combustion or leaded fuel
– Engine “saws” during idling – The lambda probe responds too sluggishly, i.e., the lambda
control tends to be too “rich”
– The lambda probe is damaged by exhaust gas temperatures that
are too high as a result of a faulty mixture formation or ignition misfires
– The electric earth connection is not OK

5.3 Ignition misfires (uneven running detection)
“Jerking” or a reduced performance Monitoring The cycle time for each sector is
is the noticeable result of malfunc- To detect misfires, the uneven run- recorded based on the engine speed
tions in the engine running. These ning of the engine is monitored by and the time of the ignition.
malfunctions are caused by errors in registering the rotational speed of the - If there are no misfires, the times are
the ignition system and in the mixture crankshaft. the same for all sectors.
preparation, but also by mechanical - If misfires occur in a cylinder, the
damage in the engine. Using a toothed wheel on the crank- rotational speed in the allocated
The results of combustion malfunc- shaft (“increment wheel” or “crank- sector will decrease and the cycle
tions and ignition misfires are: shaft sensor wheel”) and the position time for this sector will increase.
- the engine loses power of the camshaft, it is possible to
- the quality of the exhaust gas attribute ignition misfires to an indi- To compensate for small errors/tole-
deteriorates vidual cylinder (“cylinder-selective”). rances in the toothed wheel, a sensor
- unburned fuel gets into the This toothed wheel is divided into adaptation takes place during driving
exhaust gas system and overheats, sectors. The breakdown corresponds in the deceleration phase. Errors that
damaging the catalyst to the working cycles per crankshaft are detected and confirmed are re-
- the unburned fuel can cause rotation. corded and indicated by the malfunc-
flooding of the cylinder. This will In a 4-cylinder engine there are two tion indicator lamp (MIL).
weaken the oil film or wash it away sectors, in a 6-cylinder engine there
completely. are three, and in an 8-cylinder engine
This will produce mixed friction, there are four.
increased wear, and thus damage
to the pistons, piston rings and
cylinders.
Normal engine running: S1= S2 = S3
For this reason, the engine running is

monitored permanently for misfires
and uneven running.
S1 S2 S3
sector sector
S3 S1
sector
S2
S1 S2 S3
Engine running with misfire in sector: S2>S1 and S3
Fig. 51 Misfire detection in the S2 sector (6-cylinder engine)

Not every misfire will cause the MIL and evaluated according to their
to light up directly. For this reason ability to cause damage.
the consecutive misfires are counted
Misfires that damage the catalytic converter

For this purpose, all misfires that The MIL is blinking. The vehicle can Follow the instructions of the
occur within 200 rotations are only be driven as far as the closest vehicle manufacturer in the
evaluated. workshop, and with limited power. vehicle operating instructions.
Misfires that cause the exhaust gas limits to increase more than 150%
This is the case after a misfire rate The MIL will go on (continuously lit)
of 2%. For this purpose, all misfires only if the error is detected again in
that occur within 1000 rotations are the subsequent driving cycle. This will
evaluated. confirm (“debounce”) the error.
Threshold
Normal uneven running
With misfires
Counting the misfires
0 t
Fig. 52 Counting the misfires for the evaluation
In one variant of the monitoring A sudden change in these curves

the current rotational speed and an exceeding of the exhaust gas
curves are compared with the recorded limits are detected and indicated as a
characteristic curves of the engine. misfire.

5.3.1 Monitoring
Monitoring occurs permanently. Out- pressed by the engine management - below a load threshold (road
side influences can be misinterpreted when certain conditions occur: resistance)
as combustion misfires. To prevent - falling below/exceeding a certain - detection of a bad road surface
this, the vehicle speed and body acce- speed threshold (cut-off, speed (potholes, wheelspins)
leration are also taken into account. limitation, deceleration) - external cylinder-selective ignition
This way changes in the rotational - high jumps in speed (gear shifts) interventions (knock control)
speed of the crankshaft, that come - the time after engine start (up to 5
through the drive train, are detected seconds)
and not registered as errors. - the time after the air conditioning is
For this reason the detection of switched on (up to 5 seconds)
combustion misfires can be sup-
P0300 Random/Multiple Cylinder Misfire Detected

P0301 Cylinder 1 Misfire Detected
…
P0312 Cylinder 12 Misfire Detected

P0313 Ignition Misfire Detected When Fuel Is Too Low
P0314 Single Cylinder (Cylinder Not Specified) Misfire
P0320 Ignition/Distributor Engine Speed Input Circuit Malfunction
P0321 Ignition/Distributor Engine Speed Input Circuit Range/Performance
P0322 Ignition/Distributor Engine Speed Input Circuit No Signal
P0323 Ignition/Distributor Engine Speed Input Circuit Intermittent
P0324 Knock Control System Error
P0325 Knock Sensor 1 Circuit (Bank 1 or Single Sensor) Malfunction
P0326 Knock Sensor 1 Circuit (Bank 1 or Single Sensor) Range/Performance
P0327 Knock Sensor 1 Circuit (Bank 1 or Single Sensor) Low Input
P0328 Knock Sensor 1 Circuit (Bank 1 or Single Sensor) High Input
P0329 Knock Sensor 1 Circuit (Bank 1 or Single Sensor) Input Intermittent
…
P0334 Knock Sensor 2 Circuit (Bank 2) Input Intermittent

P0335 Crankshaft Position Sensor A Circuit Malfunction
P0336 Crankshaft Position Sensor A Circuit Range/Performance
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 A Circuit (Bank 1 or Single Sensor) Malfunction
P0341 Camshaft Position Sensor A Circuit (Bank 1 or Single Sensor) Range/Performance
P0342 Camshaft Position Sensor A Circuit (Bank 1 or Single Sensor) Low Input
P0343 Camshaft Position Sensor A Circuit (Bank 1 or Single Sensor) High Input
P0344 Camshaft Position Sensor A Circuit (Bank 1 or Single Sensor) Intermittent
…
P0349 Camshaft Position Sensor A Circuit (Bank 2) Intermittent

P0350 Ignition Coil Primary/Secondary Circuit Malfunction
P0351 Ignition Coil A Primary/Secondary Circuit Malfunction
…
P0362 Ignition Coil L Primary/Secondary Circuit Malfunction

P0365 Camshaft Position Sensor B Circuit (Bank 1) Malfunction
P0369 Camshaft Position Sensor B Circuit (Bank 1) Intermittent
P0370 Timing Reference High Resolution Signal A Malfunction
P0371 Timing Reference High Resolution Signal A Too Many Pulses
P0372 Timing Reference High Resolution Signal A Too Few Pulses
P0373 Timing Reference High Resolution Signal A Intermittent/
Erratic Pulses
P0374 Timing Reference High Resolution Signal A No Pulse
…
P0379 Timing Reference High Resolution Signal B No Pulses

P0385 Crankshaft Position Sensor B Circuit Malfunction
…
P0394 Camshaft Position Sensor B Circuit (Bank 2) Intermittent

Misfires can have multiples causes. first thing is to read out the fault code Please observe the general
Therefore, in troubleshooting, the memory. instructions in Section 3.
Fuel system/mixture formation

Fuel – defective fuel quality, fuel deficiency – visual inspection, odour check
– soiling, blending with external – cleaning of the fuel systems
substances such as diesel in the – replacement of the fuel
petrol fuel – replace the fuel filter and possibly the injection valves
Fuel pumps – fuel pump delivery rate – measure pressure and delivery rate if present as well in the
(prefeeder and main pump) too low prefeeder pump
– fuel pressure too low – replace faulty pump
Pressure regulator – pressure regulator defective, pressure – check pressure and regulation function
too high/too low – thus injection quantity – replace faulty pressure regulator
deviating – check fuel system
Fuel filter – clogged fuel filters; flow too – measure delivery rate behind the filter
– replace filter
Fuel lines Low fuel lines broken off – when delivery rate is insufficient and pressure deviates,
– in the flow – fuel supply insufficient visual inspection
– in the return – fuel pressure too high – align lines and replace if necessary
Injection valves – function errors – when the engine is off use a suitable instrument to check the HC
– incorrect injection times value in the intake manifold
– incorrect injection direction – check injection times, injection signal and impermeability
– leaky injection valves – clean valves or replace if necessary
Secondary air system

Secondary air system – damage to the secondary air pump, the – please refer to Æ Sections 4.4.2 and 4.4.3.
lines or in the shut-off valve, and thus
leak air in the exhaust manifold
Engine control
Sensors for – signals insufficient or distances wrong, – test with scan tool
– Rotational speed sensor loose or soiled – clean sensors and readjust if necessary
– Camshaft position – if sensors are faulty, replace them
Increment wheel – loose or damaged – secure, if faulty, replace
– check position of increment wheel and crankshaft/camshaft
sensor, and control times. Determine the OT of cylinder 1
Catalytic converter – clogged/plugged – test with scan tool (measure voltage curve)
– pressure in manifold too high – measure exhaust gas back pressure
(exhaust gas accumulation) – if faulty, replace
Lambda probe – ageing, short circuit; faulty signal – test with scan tool
– correct line/earthing error
– if probe is faulty, replace it
Temperature sensors – sporadically faulty signal – test with scan tool
– check lines and contacts
– if faulty, replace sensor
Engine control unit – internal error – control unit diagnosis, test with scan tool
– check status of data, reload if necessary at a contract workshop

Engine
Pistons, piston rings – damaged, worn – compression test
– pressure loss test
– replace defective parts
Inlet/outlet valves – damaged, don’t close – compression test
– wrong setting – pressure loss test
– faulty control – check basic setting of valves
– check control times
– correct faulty settings
Ignition system
Spark plugs Ignition faulty due to – check primary and secondary circuits with scan tool, ignition
– wrong spark plugs tester, oscilloscope
– electrode distance incorrect – visual inspection and resistance measurements
– burnout – correct errors
– spark plugs oily, carbonised – replace defective parts
– crack in insulator
– oxidation in plug
Components in Second- Ignition faulty – check primary and secondary circuits with scan tool, ignition
ary circuit – due to moisture tester, oscilloscope
– corrosion – visual inspection and resistance measurements
– contact and insulation errors – correct errors
Ignition coils, plugs and – voltage supply faulty – check primary and secondary circuits with scan tool, ignition
wire harness – short circuit to “plus” (+)/to “earth” tester, oscilloscope
– contact error – visual inspection and resistance measurements
– insulation damage – correct errors
– abrasions and breaks in the – replace defective parts
– wire harness
After the engine has been For this reason a test drive should be
worked on, for example, after taken and only then should the func-
taking the flywheel out and putting it tion be checked again. If this does not
back, it may be necessary to “teach” happen, an uneven running error will
the control unit. Modern engine be detected although all the functions
control units have “adaptive storage are OK.
modules”, i.e. some of the map
data required for operation must be
“learned”.
The map data will first be recorded
during driving and stored in the
memory. This may take a few minutes.

Attachment
6 Attachment
6.1 Basic principles
6.1.1 Formation of exhaust gas
Exhaust gases are caused by engine

combustion. Part of these exhaust
O2 Oxygen N2 Nitrogen
gases contain pollutants. N2 Nitrogen O2 Oxygen
H2O Water H2 O Water
CO2 Carbon dioxide
CO Carbon monoxide
NOx Nitrogen oxide
SO2 Sulphuric dioxide
HC Hydrocarbons
PM Diesel soot particles
HC Hydrocarbons
S Sulphur impurities
Fig. 53 Formation of exhaust gas
The composition of the exhaust

gases in petrol and diesel engines is
different.
approx. 14 approx. 11
approx. 10
approx. 14 approx. 12 N2
0.14 0.06 O2
N2
0.14 CO2 0.03 H2O
CO2
H2O
0.32 Pm
HC 0.18
0.72 HC
NO x
0.03 NO x
CO
CO
approx. 1 approx. 67 0.02
approx. 71 SO2
Petrol Diesel
Fig. 54 Composition of exhaust gas in petrol and diesel engines

Attachment
6.1.2 Essential pollutants in the exhaust gas
Carbon monoxide (CO) Sulphur dioxide (SO2) Nitrogen oxides (NOx)

Carbon monoxide occurs when fuels Sulphur dioxide is a chemical com- Nitrogen oxides are compounds of
containing carbon are not burned pound of sulphur and oxygen. It is a nitrogen N2 and oxygen O2. They
completely, especial after start-up colourless, pungent smelling gas that occur in different forms such as NO,
and during idling. It is a colourless contributes to respiratory sickness. NO2, or N2O under high pressure, at
and odourless, but extremely toxic Sulphur dioxide is the main cause of high temperatures, and when there
gas, and can be deadly even in the “acid rain” because it decomposes to is excessive oxygen during engine
smallest quantities because, as a sulphuric acid in the humidity, which combustion.
respiratory toxic, it prevents the erodes natural stone structures. Measures to reduce fuel consumption,
distribution of oxygen in the blood. Only small amounts are contained which produce more effective combus-
Combined with oxygen it oxidises to in the exhaust gas, which can be tion, often cause an increase in the
CO2 in a short time. lowered more by reducing the sulphur nitrogen oxides.
content of the fuel. Nitrogen oxides are severe respira-
tory toxins. They irritate the eyes
and mucous membranes and cause
lung diseases. Nitrogen oxides are
responsible for the “acid rain” and the
“forest dieback” (death of the forests)
associated with it.
Furthermore they contribute to the
formation of ozone, a respiratory
toxic, in the atmosphere.
Hydrocarbons (HC) Soot particles (PM) Carbon dioxide (CO2)

Hydrocarbons are unburned fuel Soot particles (PM – “particulate Carbon dioxide is a colourless, non-
components, such as benzene, that matter”) are produced from micros- combustible gas that is produced by
are contained in the exhaust gas after copic carbon beads on which the bonding carbon from the fuel with
incomplete combustion. hydrocarbons originating in the fuel oxygen from the combustion air.
They occur in different forms and have and grease accumulate. They are It is undesirable because it reduces
different effects on the organism. carcinogenic. the earth’s protective shield against
They are partially carcinogenic. Soot particles occur mostly in diesel UV rays and contributes to climate
vehicles. changes (“greenhouse effect”).
Soot also occurs in petrol-based When dissolved in water it produces
vehicles. But the amount is 20 to 200 carbonation, as in mineral water.
times less than for diesel vehicles. Carbon dioxide is not directly toxic.
Its toxic effect is based on the fact
that it displaces oxygen for breathing,
especially in closed rooms.

Attachment
6.1.3 Emission limits

The exhaust gas values were tested
Since 1970 limits were established for according to the newly introduced
the pollutant emissions of passenger European driving cycle, nicknamed
vehicles. After January 1, 1971, these the “Europe test”. In the Europe
limits had to be met for all newly test, driving in purely city traffic was
developed vehicles in the prototype simulated in 4 cycles. For the USA and
testing. other countries considerably more
demanding tests were sometimes
required. As this matter developed
and as number of vehicles continued
to rise, the limits continued to be low-
ered and the test criteria intensified.
CO
HC
NOX
100 100
100
85
Emission level [%]
64 68
60 55 55
48 48
48 44
39 34
32 26
18 43 18
12 8
12 6 8,8
9 4
5,5 7,5 3,5 NOX
1970 1971 6 1,7
1975 1977 1979 1984
2,5 HC
1988 1992 CO
1996 1998 2000
Year of service
Fig. 55 Development of emission limits (since 1970)

Attachment
6.2 Frequently used abbreviations
Please find below explanations of AKF Activated carbon filter

terms and abbreviations used in this ARV Cut-off secondary air valve
publication. CARB California Air Resources Board (California government agency for the maintenance of clean air)
CO Carbon monoxide
CO2 Carbon dioxide
DLC Data (or diagnostic) link connector (diagnostic connection)
DTC Diagnostic Trouble Code
EAM-i Electric drive module with integrated “intelligence”
EAV Electric cut-off valve
EDW Electric pressure transducer
EGR Exhaust gas recirculation
EOBD European On-Board Diagnosis
EPW Electropneumatic pressure transducer
EU European Union
EUV Electric switch-over valve
H2O Water
HC Hydrocarbon
LMS Air mass sensor
LS Lambda probe
MAF Mass air flow
MIL Malfunction Indicator Lamp
N2 Nitrogen
NEFZ New European Driving Cycle
NN Sea level
NOX Nitrogen oxide
O2 Oxygen
OBD On-Board Diagnosis
OBD II On-Board Diagnosis (USA)
PI PIERBURG “Product Information”
ppm Parts per million
SI PIERBURG “Service Information”
SL- Secondary air
SLP Secondary air pump
SLS Secondary air system
SLV Secondary air valve
ULEV Ultra low emission vehicles
FC Fault code
LNFZ Light utility vehicles
OT Top dead centre
UT Bottom dead centre

Attachment
6.3 Glossary
Actors Actuators, e.g. valve actuators,
Blow-By Leakage gas flows past the piston rings into the crankcase during normal combus-
tion. Here, the worse the piston sealing is in the cylinder, the greater the blow-by gas
flow is. The crankcase ventilation returns these harmful gases back to the engine for
combustion.
CAN “Controller area network” stands for a standardised serial realtime bus system that
connects control units in the vehicle.
CARB California Air Resources Board is the California government agency that is responsible
for the maintenance of clean air.
Debounced Confirmed errors

If an error occurs again during the consecutive driving cycles under the same condi-
tions or over a certain time period, it will be labelled as “debounced” (confirmed) and
recorded as an OBD error.
Freeze Frame Operating data and ambient conditions that were present when an error occurred
Lambda; λ Air number: dimensionless coefficient that describes the air content of the fuel/air
mixture.
air quantity supplied
λ=
air requirement
Limp home Limp home
Post-cat probe Different designations for the lambda probe downstream from the catalytic converter.
Secondary probe
Correction probe
Monitor probe
Pre-cat probe Different designations for the lambda probe upstream from the catalytic converter.
Control probe
NEFZ New European Driving Cycle for determining the exhaust gas emission of vehicles.
Compulsory for the prototype certification test of a vehicle.
Testing begins as soon as the engine is started. The omission of the previously com-
mon warm-up phase signifies an intensification of the test process because all ex-
haust gas components that occur during a cold start are included in the test results.
Not identical with the driving cycle.
Readinesscode 12-digit numerical code that indicates whether the OBD diagnosis of the vehicle sys-
tem have been carried out.
SAE The Society of Automobile Engineers publishes suggestions and guidelines on how to
implement the legal requirements.
Scan tool; generic Data readout instrument used to read the (E)OBD data.
scan tool
Sensors Measuring sensors such as air mass sensor, pressure sensor, speed sensor, tempera-
ture sensor, position potentiometer.
Stoichiometric A stoichiometric fuel/air mixture identifies the ideal volume ratio of intake air and fuel
in the vehicle construction for complete combustion.
Driving cycle Operating conditions required to run the test of “cyclically monitored” components
and systems.
Not identical with the “New European Driving Cycle (NEFZ)”

Attachment
6.4 Sources and further reading

[1] AU – Abgasuntersuchung (Exhaust gas inspection) [8] Richtlinie 98/69/EG des Europäischen Parlamentes
Handbuch für den Prüfungslehrgang (Directive 98/69/EC of the European Parliament)
(Manual for test course) Amtsblatt der Europäischen Gemeinschaft
Akademie des Deutschen Kraftfahrzeuggewerbes GmbH (Official Journal of the European Community)
(TAK), Fourth Edition, 2003 ISSN 0376-9453
[2] Euro-On-Board-Diagnose für Dieselmotoren

[9] Auto Data (Auto Data)
(Euro On-Board Diagnosis for Diesel Engines)
Fehlercode-Diagnose (Fault code diagnosis)
Volkswagen Selbststudienprogramm 315
(Self-study programme 315)
[10] Diagnosehandbuch Lambdasonden
(Diagnostic Manual for Lambda Probes)
[3] Euro-On-Board-Diagnose für Ottomotoren
ATR-Akademie
(Euro On-Board Diagnosis for Petrol Engines)
995.50.06 (Matthies), 295.01.29 (WM)
Selbststudienprogramm 231 (Self-study programme 231)
691.95.97 (Stahlgruber)
VW 040.2810.50.00 05/00
[11] Service Handbuch (Service Manual)

[4] On-Board-Diagnose (On-Board Diagnosis) Europäische On-Board Diagnosis (E-OBD)
Testen Prüfen Messen (Testing Checking Measuring) (European On-Board Diagnosis E-OBD)
ATR-Akademie BMW 1999 de 01 90 0 007 750
995.99.82 (Matthies) 295.05.17 (WM)
691.84.88 (Stahlgruber)
[12] Technisches Service Training (Technical service training)
Benzin-Motorregelungssysteme (Petrol engine control systems)
[5] On-Board-Diagnose II im New Beetle (USA) Curriculum Training TC3043027S
(On-Board Diagnosis II in the New Beetle) Europäische On-Board Diagnose –EOBD
Volkswagen (European On-Board Diagnosis –EOBD)
Selbststudienprogramm 175 (Self-study programme 175) Ford CG 7856/S de 12/1999
VW 940.2809.93.00 03/99
[13] Technische Filterbroschüre (Technical Filter Brochure)

[6] Fehlerdiagnose an OBD-Fahrzeugen MS Motor Service International 50 003 596-01
(Error Diagnosis in OBD Vehicles)
MS Motor Service International Course
[7] Alles über Lambda-Sonden (All about Lambda Probes)

BERU AG
Technische Information Nr. 03 (Technical information no. 03)
6.5 Service information and 6.6 The training 6.7 Catalogue, Motor Service CD,
technical brochures programme TecDoc CD
Know about state of the art tech- Every year, about 4500 fitters and Using our comprehensive catalogues,
nology from our Product Information technicians benefit from our training whether on CD-ROM or printed, you
publications, Service Information sessions and seminars held on-site all will always find the right part for the
publications, brochures “Service Tips over the world or at our training centre right vehicle.
& Information”, and our posters. in Dormagen (Germany).
Further information will be supplied by your local Motor Service partner

or via www.ms-motor-service.com.

Service PIERBURG
Tips & Information
MS Motor Service
International GmbH
Wilhelm-Maybach-Straße 14–18
74196 Neuenstadt, Germany
Phone +49 (0) 7139 - 9376 3333 Emission control
Fax +49 (0) 7139 - 9376 2864
Hamburger Straße 15
41540 Dormagen, Germany
Phone +49 (0) 2133 - 267 100
& OBD
with PIERBURG Products
Fax +49 (0) 2133 - 267 111
info@ms-motor-service.com
www.ms-motor-service.com
50 003 960-02 08/08

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2 On-board diagnosis ......................................................................... 6

3 Systems and diagnosis – general instructions.................. 20

4 Systems and diagnosis with PIERBURG products .............. 23

2 | Emission Control & OBD MS Motor Service International

4.5 Exhaust gas recirculation (EGR) ................................................. 40

5 Further systems and diagnosis ................................................. 54

MS Motor Service International Emission Control & OBD | 3

4 | Emission Control & OBD MS Motor Service International

1.2 Pictograms and symbols

[...] Reference to sources and ➔ Reference to other locations in

MS Motor Service International Emission Control & OBD | 5

2.1 Development of On-Board Diagnosis (OBD, OBD II and EOBD)

6 | Emission Control & OBD MS Motor Service International

2.2 Requirements of OBD systems

Responses to errors, and thus the

Sensors Control unit Actuators

Provision of substitute Recording of static and

Fig. 1 Self diagnosis of electronic systems (On-Board Diagnosis)

MS Motor Service International Emission Control & OBD | 7

2.3 Legal requirements

2.3.1 OBD, EOBD, EU, EURO?

The introduction of the EOBD is not

Fig. 2 Chronological summary of standards and laws (excerpts)

2.3.2 EURO III – the legal basis for the EOBD

8 | Emission Control & OBD MS Motor Service International

2.4 Scope and type of the diagnosis

Component Type of diagnosis

MS Motor Service International Emission Control & OBD | 9

2.5 Monitoring process

2.5.1 Permanent monitoring (continuously monitored systems)

2.5.2 Cyclical monitoring (sporadically/occasionally monitored systems)

Systems and components with The following are monitored cyclically:

2.5.3 Driving cycle

2.5.4 Occasional shut-off of the diagnostic function

10 | Emission Control & OBD MS Motor Service International

2.6 The readiness code

One of these numerical series indi-

The arrangement of the numeri- The following is displayed:

MS Motor Service International Emission Control & OBD | 11

2.7 Diagnostic concept in the vehicle

Recording of the error

In the vehicle (“On-Board”)

Outside the vehicle (“off board”)

Fig. 5 OBD diagnostic concept in the vehicle

12 | Emission Control & OBD MS Motor Service International

2.8 The malfunction indicator lamp (“MIL”)

The malfunction indicator lamp is Activation is done by the control unit.

Fig. 6 Malfunction indicator lamp (MIL)

Please turn the page. Continued on page 14.

MS Motor Service International Emission Control & OBD | 13

Cycle 1 Cycle 2 Cycle 3 Cycle 4 Cycle 5 ... Cycle 43

Fault code set ?

Fault code set ?

Fault code set ?

Fault code set ?

Fault code set ?

2. yes yes OFF yes yes to ...

3. yes yes OFF no no OFF yes yes to ...

Explanation of the illustration

14 | Emission Control & OBD MS Motor Service International