8169901052

On-Board Diagnostics: OBD II / EOBD
OBD II / EOBD Monitor Information

Comprehensive Components Monitor
Monitor runs continuously

Sensors, switches, relays, solenoids, PCM hardware
All are checked for opens, shorts to ground and
shorts to voltage
Inputs checked for rationality
Outputs checked for functionality
Most are 1-trip DTCs
Freeze Frame priority 3
Three consecutive Good Trips to extinguish the
MIL
Forty warm-up cycles to erase DTC and Freeze
Frame
Two minutes run time without reoccurrence of the
fault constitutes a Good Trip
Continuous Running Monitors
Monitors run continuously, only stop if fail

Fuel system: rich / lean
Misfire: Catalyst damaging / FTP (emissions)
Two-trip faults (except early generation catalyst
damaging misfire)
MIL, DTC, Freeze Frame after two consecutive
faults
Freeze Frame priority 2 on first trip
Freeze Frame priority 4 on maturing trip
Three consecutive Good Trips in a similar condition
window to extinguish the MIL
Frame (80 to erase 1-trip failure if SCW conditions
can not be met)
Once Per Trip Monitors
Monitor runs once per trip, pass or fail

O response, O heaters, EGR (non-EWMA), purge
flow, evap leak (LDP/NVLD), secondary air,
catalyst (non-EWMA)
Two-trip DTCs
MIL, DTC, Freeze Frame after two consecutive
faults
Freeze Frame priority 1 on first trip
Freeze Frame priority 3 on maturing trip
MIL
Frame
2
EWMA (Exponentially Weighted Moving

Average) Monitors
Catalyst monitor (SBEC / JTEC)

EGR monitor (some SBEC)
SBEC runs six consecutive failed tests; fails in 1trip
JTEC runs three consecutive failed tests, then
suspends for duration of trip. Three consecutive
failed tests on next trip, then fails.
Freeze Frame priority 3
MIL
Frame

TABLE OF CONTENTS
INTRODUCTION ................................................................................................1
STUDENT LEARNING OBJECTIVES .................................................................. 1
ACRONYMS .......................................................................................................2
GENERAL DESCRIPTION ...................................................................................5
MODULE 1: OBD / EOBD REVIEW .....................................................................6
ACTIVITY 1A OVERVIEW OF OBD MONITOR SCREENS......................................6
MODULE DISPLAY............................................................................................ 6
VEHICLE LEARNED CONFIGURATION ............................................................. 7
PCM SYSTEM TESTS ........................................................................................ 7
DTCS AND RELATED FUNCTIONS .................................................................... 8
FREEZE FRAME 1 ............................................................................................ 9
DISTANCE SINCE MIL DTC SET ..................................................................... 10
SELECT MONITOR.......................................................................................... 11
ALL OBD MONITOR STATUS........................................................................... 13
OBD MONITOR DISABLE STATUS .................................................................. 14
CARB READINESS STATUS ............................................................................ 14
TASK MANAGER ............................................................................................. 15
TYPICAL SPLIT-SCREEN PRE-TEST ................................................................ 16
TYPICAL MONITOR SCREEN........................................................................... 17
TYPICAL LAST RESULT MONITOR SCREEN .................................................... 18
ACTIVITY 1B DTC AND FREEZE FRAME STRATEGIES....................................20
MODULE 2 FUEL SYSTEM MONITOR ..............................................................25
FUEL ADAPTIVE MONITOR............................................................................. 25
ACTIVITY 2A FUEL ADAPTIVES......................................................................26
FUEL SYSTEM LEAN MONITOR BNK1/BNK2.................................................. 28
FUEL SYSTEM LEAN SCW BNK1/BNK2.......................................................... 30
ACTIVITY 2B FUEL SYSTEM LEAN/RICH........................................................31
MODULE 3 UPSTREAM O2 SENSOR MONITOR................................................33
UPSTREAM O2 PRE-TEST............................................................................... 33
1/1, 2/1 O2 SENSOR MONITOR ..................................................................... 35
1/1, 2/1 O2 SENSOR MONITOR LAST RESULT .............................................. 36
ACTIVITY 3 OXYGEN SENSOR MONITOR........................................................38
MODULE 4 DOWNSTREAM O2 SENSOR MONITOR ..........................................39
DOWNSTREAM O2 SENSOR PRE-TEST .......................................................... 39
1/2, 2/2 O2 SENSOR MONITOR ..................................................................... 40
i

1/2, 2/2 O2 SENSOR MONITOR LAST RESULT............................................... 40
1/2, 2/2 O2 SENSOR MONITOR SPECIFICS ................................................... 41
ACTIVITY 4 DOWNSTREAM O2 SENSOR MONITOR......................................... 42
MODULE 5 OXYGEN SENSOR HEATER MONITOR........................................... 43
O2 HEATER PRE-TEST.................................................................................... 43
1/1, 2/1, 1/2, 2/2 O2 SENSOR HEATER MONITOR........................................ 45
1/1, 2/1, 1/2, 2/2 O2 SENSOR HEATER LAST RESULT ................................. 45
ACTIVITY 5A SBEC O2 SENSOR HEATER MONITOR ....................................... 46
ACTIVITY 5B JTEC O2 SENSOR HEATER MONITOR ....................................... 46
MODULE 6 CATALYST MONITOR.................................................................... 47
CATALYST PRE-TEST ...................................................................................... 47
EWMA CATALYST MONITOR BNK1/BNK2....................................................... 51
CATALYST MONITOR BNK1/BNK2 LAST RESULT ........................................... 52
ACTIVITY 6 EWMA CATALYST MONITOR ....................................................... 53
MODULE 7 EGR MONITOR ............................................................................. 55
EGR AND EWMA EGR PRE-TEST .................................................................... 55
EGR AND EWMA EGR MONITOR..................................................................... 57
EGR AND EWMA EGR MONITOR LAST RESULT.............................................. 57
ACTIVITY 7 EGR MONITOR ............................................................................ 58
MODULE 8 MISFIRE MONITOR ...................................................................... 59
MISFIRE MONITOR PRE-TEST ........................................................................ 59
MISFIRE MONITOR 200/1000......................................................................... 62
MISFIRE MONITOR SCW................................................................................. 63
WHICH CYLINDER IS MIS-FIRING................................................................... 64
MISFIRE MONITOR LAST RESULT .................................................................. 64
HISTORICAL MISFIRE 8-CYLINDER ................................................................ 65
ACTIVITY 8A MISFIRE MONITOR ................................................................... 66
ACTIVITY 8B MISFIRE MONITOR ................................................................... 68
MODULE 9 PURGE FLOW MONITOR ............................................................... 71
PURGE FLOW PRE-TEST................................................................................. 71
PURGE FLOW MONITOR ................................................................................. 73
PURGE MONITOR LAST RESULT..................................................................... 74
MODULE 10 LDP MONITOR (WITH PURGE MONITOR)..................................... 75
LDP PRE-TEST ................................................................................................ 75
EVAPORATIVE LEAK DETECTION MONITOR .................................................. 76
LDP MONITOR LAST RESULT.......................................................................... 77
ii

SBEC SPECIFIC LDP MONITOR SCREENS...................................................... 77
ACTIVITY 9 AND 10 LDP AND PURGE MONITOR.............................................79
MODULE 11 NVLD ..........................................................................................83
ACTIVITY 11 NVLD ........................................................................................87
MODULE/ACTIVITY 12 GENERIC SCAN TOOL ................................................88
Introduction............................................................................................. 88
Background ............................................................................................. 88
Using the Generic Scan Tool..................................................................... 88
Disclaimer................................................................................................ 88
APPENDIX.......................................................................................................89
iii
iv

INTRODUCTION
STUDENT LEARNING OBJECTIVES
Upon completion of this course, the technician will be able to:
Retrieve and interpret all OBD related DRBIII information
Understand the importance of proper diagnostic procedures
Understand how to verify the success of a repair
Define OBD II terms, i.e. Good Trips, Warm-up Cycles, etc.
Understand MIL and DTC strategies
Demonstrate the proper procedures to extinguish the MIL and erase a DTC and
Freeze Frame
Interpret Freeze Frame Data and understand the Freeze Frame priorities
Locate enabling, pending, suspending, and conflicting conditions that can

prevent a monitor from running
Demonstrate how to assist the PCM in running a monitor to verify a repair, and
understand the differences between SBEC and JTEC vehicles
Demonstrate the different procedures between the Continuous vs. the Once Per
Trip Monitors

ACRONYMS
The acronyms listed here are used throughout this course.
A/C
Air Conditioning
ACM
Airbag Control Module
ASD Relay
Auto Shutdown Relay
Baro
Barometric Pressure
BCM
Body Control Module
BTS
Battery Temperature Sensor
CAA
Clean Air Act
CAB
Controller Anti-lock Brakes
CARB
California Air Resources Board
CCD BUS
Chrysler Collision Detection Bus
CKP Sensor
Crankshaft Position Sensor
CMP Sensor
Camshaft Position Sensor
CO
Carbon Monoxide
COP Ignition
Coil On Plug Ignition
CTM
Central Timer Module
DCP Solenoid
Duty-Cycle Purge Solenoid
DIS
Direct Ignition System
DLC
Data Link Connector
DMM
Digital Multimeter
DRBIII
Diagnostic Readout Box 3rd Generation
DTC
Diagnostic Trouble Code
DVOM
Digital Volt Ohm Meter
EATX II
Electronic Automatic Transmission Controller 2nd Generation
EC
European Community
ECT Sensor
Engine Coolant Temperature Sensor
EEPROM
Electrically Erasable Programmable Read Only Memory
EGR Valve
Exhaust Gas Recirculation Valve
EMI
Electro-Magnetic Interference
EOBD
European OBD (based upon Euro Stage III)
EPA
Environmental Protection Agency
EPP
Engine Position Pulse
EU
European Union
EVAP
Evaporative Emission System
EWMA
Exponentially Weighted Moving Average
FTP
Federal Test Procedure
GPM
Grams Per Mile
HC
Hydrocarbons
HO2S
Heated Oxygen Sensor
IAC Motor
Idle Air Control Motor
IAT Sensor
Intake Air Temperature Sensor
JTEC
Jeep/Truck Engine Controller
LEV
Low Emissions Vehicle
LDP
Leak Detection Pump
LSIACV
Linear Solenoid Idle Air Control Valve
MAF
Mass Airflow
MAP Sensor
Manifold Absolute Pressure Sensor
MDS2
Mopar Diagnostic System - 2nd Generation
MIL
Malfunction Indicator Lamp
MTV
Manifold Tuning Valve
NGC
Next Generation Controller
NLEV
National Low Emissions Vehicle
NMHC
Non-Methane Hydrocarbons
NTC
Negative Temperature Coefficient
NVLD
Natural Vacuum Leak Detection
O2 Sensor
Oxygen Sensor
OBD I
On-Board Diagnostics First Generation
OBD II
On-Board Diagnostics Second Generation
ORVR
On-Board Refueling Vapor Recovery
P/N
Park/Neutral
PCI BUS
Programmable Communications Interface BUS (J1850)
PCM
Powertrain Control Module
PDC
Power Distribution Center
PEP
Peripheral Expansion Port
PPS
Proportional Purge Solenoid
PS
Power Steering
PSP
Power Steering Pressure (Switch)
PTC
Positive Temperature Coefficient
PWM
Pulse-Width Modulation
PZEV
Partial Zero Emissions Vehicle
RAM
Random Access Memory
RFI
Radio Frequency Interference
RKE
Remote Keyless Entry
RPM
Revolutions Per Minute
SAE
Society of Automotive Engineers
SBEC
Single Board Engine Controller
SCW
Similar Conditions Window
Siemens
PCM used in 1.6 PT and 1.6 PL (international only)
SKIM
Sentry Key Immobilizer Module
SRV
Short Runner Valve
TCM
Transmission Control Module
TDC
Top Dead Center
TLEV
Transitional Low Emissions Vehicle
TPS
Throttle Position Sensor
VSS
Vehicle Speed Signal
VTSS
Vehicle Theft Security System
ZEV
Zero Emissions Vehicle

GENERAL DESCRIPTION
Diagnosing OBD vehicles has changed dramatically over the past 20 years. It is no
longer sufficient to just test drive the vehicle after a repair and monitor the MIL. In
order to be certain a repair is successful, a technician may need to test drive a
vehicle under specific operating conditions, be aware of various internal PCM
counters and have the ability to navigate and understand many DRBIII screens.
This course is designed to increase your diagnostic skills utilizing the DRBIII. At
the conclusion of the course you will have the confidence to access diagnostic screens
and verify your repairs by running the OBD monitors.
This publication includes screen captures performed with DRBIII software version
50.1. DRBIII screen format may change with software updates, however the basic
principles conveyed by each screen will not change. Additionally, pre-test OBD
DRBIII screens may not list all conditions needed to enable a monitor.
This publication is based on U.S. specific OBD monitors. Some monitors may not
apply to every global region.

MODULE 1: OBD / EOBD REVIEW
ACTIVITY 1A OVERVIEW OF OBD MONITOR SCREENS
This instructor-led activity provides an overview of the many OBD II related DRBIII
screens. The information provided in this workbook can be used as reference. Refer
to the workbook as the instructor describes each screen.
MODULE DISPLAY
SBEC
JTEC
Powertrain Control Module Info

2001 JR 2.7L V6 SFI
Module: Phase 6.2, JUL 49
Natural Asp, Unleaded Fuel
National Low Emissions (NLEV)
Automatic Trans, FW Drive
Chrysler Engine, SBEC 3A+
Two Fans, Two Speed
PCM Part#: 04896040AI
Homologation ID
CARB OBD II Vehicle
Powertrain Control Module Info

2001 BR 5.9L V8 SFI
Module: Cal 14.0, JUN 07
Natural Asp, Unleaded Fuel
Federal/Canadian Module
Automatic Trans, RW Drive
Jeep Truck Engine, JTEC+
No Electric Fan
PCM Part#: 56040273AE
Homologation ID: RBZAA
EPA OBD Vehicle
Year: This line indicates the software year, not necessarily the vehicle year. A
vehicle may be equipped with carryover software from a previous year.
Module: This indicates the software version. In the example above, the SBEC vehicle
contains phase 6.2 software, and the JTEC contains Cal 14.0 software.
Homologation ID: With this information international markets can verify the vehicle
complies with their regulations.
NLEV/Federal Canadian Module: The emission package the vehicle is equipped with
is indicated on this line. The SBEC example above indicates the vehicle is equipped
with an NLEV emission certification package. The JTEC vehicle is equipped with a
Federal/Canadian module.
PCM Part #: This indicates the part number of the PCM software. The number
changes when the PCM is flash-programmed with updated software.
CARB OBD II/EPA OBD: The type of OBD system the vehicle is equipped with is
indicated here. In this example, SBEC complies with California OBD II and JTEC
complies with EPA (Federal) OBD.

VEHICLE LEARNED CONFIGURATION
SBEC
VEHICLE LEARNED CONFIG
A/C Status
: Equipped
S/C Status
: Equipped
Auto Trans Type : 4 Speed EATX
Leak Detect Pump : Equipped
Prop Purge Sol
: Equipped
J 1850 Bus
: Equipped
Sentry Key (SKIM): Equipped
Inlet Air Sensor : Equipped
External Amb/Bat : Equipped
Charge Temp Calc : Equipped
Manifold Tune Val: Equipped
JTEC
VEHICLE LEARNED CONFIG
A/C Status
: Non Equipped
S/C Status
: Non Equipped
PWM O2 Heater : Equipped
Purpose: The PCM learns which devices the vehicle is equipped with the first time
the device is energized. Some JTEC vehicles require a running engine before they
learn specific vehicle equipment.
PCM SYSTEM TESTS
SBEC
1.
2.
3.
4.
5.
6.
7.
8.
9.
PCM SYSTEM TESTS

EGR SYSTEM TEST
PURGE VAPORS TEST
INJECTOR KILL TEST
IAC WIGGLE TEST
MINIMUM AIRFLOW TEST
GENERATOR FULL FIELD TEST
LEAK DETECTION PUMP TEST
LDP MONITOR TEST
O2 HEATER TEST
JTEC
PCM SYSTEM TESTS
1. PURGE VAPORS TEST
2. INJECTOR KILL TEST
3. IAC WIGGLE TEST
4. MINIMUM AIRFLOW TEST
5. GENERATOR FULL FIELD TEST
6. LEAK DETECTION PUMP TEST
7. LDP MONITOR TEST
8. TORQUE CONV CLUTCH TEST
9. GOV 3 & 4 SHIFT VALVE TEST
10. O2 HEATER TEST
Description: System tests are the same as actuator tests with one important
difference; system tests actuate a device and allow evaluation of system functionality
by monitoring various inputs to the PCM. For example, if the purge solenoid is
actuated, the effect on oxygen sensors and adaptive fuel correction can be viewed.

DTCS AND RELATED FUNCTIONS
SBEC
1.
2.
3.
4.
5.
6.
7.
8.
DTCs & Related Functions

Read DTCs
Secondary Indicators
Freeze Frame Data #1
1 Trip Failures
Clear DTCs & OBDII Info
Clear PCM (Batt Disconnect)
Distance Since MIL DTC Set
JTEC
1.
2.
3.
4.
5.
6.
7.
8.
DTCs & Related Functions

Read DTCs
Secondary Indicators
1 Trip Failures
Clear DTCs & OBDII Info
Clear PCM (Batt Disconnect)
Secondary Indicators: This is a screen with live data used to detect an intermittent
open or short. When a system/component has met every criterion to set a fault, with
the exception of length of time, system data is recorded on this screen. This screen is
useful for conducting a wiggle test. Because this screen broadcasts live data, it
must be viewed while the malfunction is detected. The data is lost when the screen is
exited.
Freeze Frame Data #1: Freeze Frame records the specific operating conditions
present at the time of a system or component failure. Freeze Frame 1 satisfies CARB
regulations and contains the first MIL-illuminating DTC that was set, even if the DTC
is no longer a hard fault. Freeze Frame 1 can only be overwritten by a higher priority
DTC. It can be self-cleared by the PCM following the successful completion of three
good trips, followed by 40 warm-up cycles. As always, DTCs and Freeze Frames can
be erased with the DRBIII.
Freeze Frame Data #2: If more than one fault is set, generally the most recent fault
is stored in Freeze Frame 2.
Note:
Some vehicles, such as those equipped with the Siemens or NGC

engine controllers, contain more than two Freeze Frames to track
additional faults. Vehicles which have more than two Freeze Frames
may not record and overwrite fault data in the same sequence as
vehicles that have only two Freeze Frames.
One-Trip Failure: This screen records 1-trip failures. The conditions to set a 1-trip
failure are identical to those of a MIL-illuminating DTC. The only difference is that
the PCM has been programmed not to illuminate the MIL until after the second
consecutive occurrence of the condition.
Clear DTCs & OBD II Info: Selecting this option clears all DTC, Freeze Frame, and
OBD II related information.
Clear PCM: This function clears all DTCs, OBD information, and all learned values
(IAC position, fuel adaptives, etc.).

Distance Since MIL DTC Set: This European regulation has also been adopted for
some U.S. model vehicles. Refer to the Distance Since MIL Set DRBIII screen for
more information.
Note:
In compliance with Warranty Bulletin D-01-16, dated May, 2001, you

are required to enter the Problem Code(s) (P-Codes) associated with a
repair containing a Malfunction Indicator Lamp (MIL) failure code. The
technician must record these codes on the "hard copy" of the repair
order. If the Powertrain Control Module (PCM) has completely failed,
the vehicle does not generate a P-Code. In this case, the problem code
"PDEAD" should be used.
FREEZE FRAME 1
SBEC
FREEZE FRAME 1
FRZ F CAUSED BY DTC (HEX):
FRZ F CAUSED BY DTC
:
FRZ F DTC PRIORITY
:
FUEL SYS STATUS BNK1
:
:
MAP VACUUM
:
MAP VOLTS
:
BAROMETRIC PRESSURE
:
LOAD VALUE
:
TPS VOLTS
:
1/1 SHORT TERM ADAP
:
2/1 SHORT TERM ADAP
:
1/1 LONG TERM ADAP
:
2/1 LONG TERM ADAP
:
CURRENT ADAP CELL ID
:
TIME FROM RUN/START
:
ENGINE RPM
:
IAC STEPS
:
EGR DUTY CYCLE
:
VOLTAGE SENSE
:
ENG COOLANT TEMP DEG
:
INLET AIR TEMP DEG
:
AMBIENT/BAT TEMP DEG:
:
VEH SPEED SENSOR
:
BRAKE SWITCH
:
P/N POSITION SW
:
A/C SELECT SWITCH
:
JTEC
00
0000
0
OPEN LOOP
OPEN LOOP
0.0 in VAC
0.00 VOLTS
0.0 in Hg
0 %
0.00 VOLTS
0.0 %
0.0 %
0.0 %
0.0 %
0
0.00 MINs
0 RPM
0 STEPS
0 %
0.00 VOLTS
-198.4 F
-198.4 F
-198.4 F
0 MPH
RELEASED
P/N
OFF
FREEZE FRAME 1
FRZ F CAUSED BY DTC (HEX):
FRZ F CAUSED BY DTC
:
FRZ F DTC PRIORITY
:
:
MAP VACUUM
:
MAP VOLTS
:
BAROMETRIC PRESSURE
:
LOAD VALUE
:
TPS VOLTS
:
1/1 SHORT TERM ADAP
:
1/1 LONG TERM ADAP
:
:
TIME FROM RUN/START
:
ENGINE RPM
:
IAC STEPS
:
PURGE DUTY CYCLE
:
VOLTAGE SENSE
:
ENG COOLANT TEMP DEG
:
INTAKE AIR TEMP DEG
:
AMBIENT/BAT TEMP DEG
:
VEH SPEED SENSOR
:
BRAKE SWITCH
:
P/N POSITION SW
:
00
0000
0
OPEN LOOP
0.0 in VAC
0.00 VOLTS
0.0 in Hg
0 %
0.00 VOLTS
-100.0 %
-100.0 %
0
0.00 MINs
0 RPM
0 STEPS
0 %
0.00 VOLTS
-40.0 F
-64.2 F
-64.2 F
0 MPH
RELEASED
D/R
Description: Freeze Frame is a snapshot of engine operating conditions at the time a

failure occurs. Freeze Frame data is stored for MIL-illuminating DTCs and 1-trip
failures. When the second consecutive occurrence of the 1-trip failure is detected,
the data stored in Freeze Frame is not overwritten, only its priority is updated. Only
a fault of a higher priority can overwrite a fault in Freeze Frame 1.

There are five types of priorities:
Priority 0: Non-emissions fault
Priority 1: 1-trip failure of a 2-trip fault, non-fuel system or misfire
Priority 2: 1-trip failure of a 2-trip fault, fuel system or misfire
Priority 3: Second consecutive failure of a 2-trip fault, non-fuel system or misfire
OR
Matured 1-trip comprehensive component fault
Priority 4: Second consecutive failure of a 2-trip fault, fuel or misfire
OR
1-trip catalyst damaging misfire (on older OBD equipped vehicles)
Freeze Frame 1 vs. Freeze Frame 2: Freeze Frame 1 always contains the DTC
responsible for the first MIL illumination, whether the MIL is currently illuminated for
that particular fault or not. The only exception is if a higher priority fault has
overwritten the information in Freeze Frame 1. Freeze Frame 1 can only be
overwritten by a higher priority fault. If it is overwritten, the DTC is NOT moved to
Freeze Frame 2, but is overwritten.
Freeze Frame 2 contains any subsequent DTCs. If a new DTC occurs, it overwrites
the fault currently in Freeze Frame 2, unless the fault is a higher priority than the
one in Freeze Frame 1. In this case, the new fault overwrites the fault in Freeze
Frame 1.
DISTANCE SINCE MIL DTC SET
SBEC
JTEC
0.00
0.00
Page back to exit
Page back to exit
Distance Since MIL DTC Set: This European regulation has also been adopted for
some U.S. model vehicles. Once a DTC is set and the MIL is illuminated, a counter
begins to record mileage. When viewing mileage increment on the DRBIII, notice
that it is only updated at 0.6 mile intervals. When the MIL is extinguished the
mileage counter no longer advances, but the recorded mileage remains in memory
until the DTC is cleared (typically 40 warm-up cycles) or another DTC is set. When
another DTC is set the counter begins at zero and increments until the MIL is
extinguished.
10

SELECT MONITOR
Typical SBEC OBD Monitor Screens (W/Dual Bank Fuel Adaptives)
1.
2.
3.
4.
5.
6.
7.
8.
9.
Select Monitor
ALL OBDII MONITOR STATUS
OBDII MON DISABLE STATUS
CARB READINESS STATUS
FREEZE FRAME 1
FREEZE FRAME 2
TASK MANAGER
1/1, 2/1 O2S MON PRE-TEST
1/1 O2S MONITOR
1/1 O2S MON LAST RESULT
Page 1 of 8
1.
2.
3.
4.
5.
6.
7.
8.
9.
Select Monitor
2/1 O2S MONITOR
1/2, 2/2 O2S MON PRE-TEST
1/2 O2S MONITOR
1/2 O2S MON SPECIFICS
2/2 O2S MONITOR
Page 2 of 8
1.
2.
3.
4.
5.
6.
7.
8.
9.
Select Monitor
EWMA CAT MON PRE-TEST
EWMA CATALYST MON BNK1
CAT MON BNK1 LAST RESULT
EGR MON PRE-TEST
EGR MONITOR
EGR MONITOR LAST RESULT
EGR MONITOR LAST RESULT 1
Page 3 of 8
1.
2.
3.
4.
5.
6.
7.
8.
9.
Select Monitor
EGR MONITOR LAST RESULT 2
EVAP LDP MON PRE-TEST
EVAP LEAK DETECT MONITOR
LDP MONITOR FAILURES
LDP MON LAST RESULT
LDP .020 TEST LAST RESULT
LDP PINCHED LINE LAST RESULT
ADAPTIVE MEMORY BANK 1
Page 4 of 8
1.
2.
3.
4.
5.
6.
7.
8.
9.
Select Monitor
PURGE FLOW MON PRE-TEST
PURGE FLOW MONITOR
PURGE MON LAST RESULT
O2S HEATER MON PRE-TEST
1/1 O2S HEATER MON
1/1 O2S HTR LAST RESULT
2/1 O2S HEATER MON
1/2 O2S HEATER MON
Page 5 of 8
1.
2.
3.
4.
5.
6.
7.
8.
9.
Select Monitor
2/2 O2S HEATER MON
SPECIFIC O2S HTR DATA 1
SPECIFIC O2S HTR DATA 2
FUEL MON PRE-TEST BANK 1
FUEL MON PRE-TEST BANK 2
FUEL SYS LEAN MON BNK1
FUEL SYS LEAN SCW BNK1
Page 6 of 8
1.
2.
3.
4.
5.
6.
7.
8.
9.
FUEL SYS
FUEL SYS
FUEL SYS
FUEL SYS
FUEL SYS
FUEL SYS
MIS-FIRE
MIS-FIRE
MIS-FIRE
Select Monitor
RICH MON BNK1
RICH SCW BNK1
LEAN MON BNK2
LEAN SCW BNK2
RICH MON BNK2
RICH SCW BNK2
MON PRE-TEST
MON 200/1000
MON SCW
Page 7 of 8
Select Monitor
1. WHICH CYL IS MIS-FIRING
2. MIS-FIRE MON LAST RESULT
Page 8 of 8
11

Typical JTEC OBD Monitor Screens (W/Single Bank Fuel Adaptives)
1.
2.
3.
4.
5.
6.
7.
8.
9.
Select Monitor
FREEZE FRAME 1
FREEZE FRAME 2
TASK MANAGER
1/1 O2S MON PRE-TEST
1/1 O2S MONITOR
Page 1 of 4
1.
2.
3.
4.
5.
6.
7.
8.
9.
Select Monitor
1/2 O2S MON PRE-TEST
1/2 O2S MONITOR
EWMA CAT MON PRE-TEST
EVAP LDP MON PRE-TEST
LDP MON LAST RESULT
Page 2 of 4
1.
2.
3.
4.
5.
6.
7.
8.
9.
Select Monitor
PURGE FLOW MON PRE-TEST
PURGE FLOW MONITOR
O2S HEATER MON PRE-TEST
1/1 O2S HEATER MON
1/2 O2S HEATER MON
Page 3 of 4
1.
2.
3.
4.
5.
6.
7.
8.
9.
Select Monitor
FUEL SYS MON PRE-TEST
FUEL SYS MON BNK1
FUEL SYS SCW BNK1
MIS-FIRE MON PRE-TEST
MIS-FIRE MON 200/1000
MIS-FIRE MON SCW
WHICH CYL IS MIS-FIRING-8 CYL
MIS FIRE MON LAST RESULT
HISTORICAL MIS-FIRE 8-CYL
Page 4 of 4
Description: This is a sample of a typical 2001 SBEC and 2001 JTEC. The number
of monitors varies according to model year, equipment, and whether the vehicle has
dual bank fuel adaptives.
12

ALL OBD MONITOR STATUS
SBEC
FRZ F CAUSED BY DTC
: 00
TASK MANAGER DATA
: 20
1/1 O2S MON DATA
: 80
1/2 O2S MON DATA
: 80
2/1 O2S MON DATA
: 80
2/2 O2S MON DATA
: 80
CAT EFFICIENCY DATA BNK1 : 80
CAT EFFICIENCY DATA BNK2 : 80
EGR MONITOR DATA
: 80
LDP MON SWITCH DATA
: 80
LDP MON PINCHED LINE DATA: 80
LDP MON GROSS LEAK DATA : 80
LDP MON .040 LEAK DATA
: 80
LDP MON .020 LEAK DATA
: 00
PURGE FLOW MON DATA
: 80
1/1 O2 HEATER MON DATA
: 80
: 80
: 80
: 80
: 80
: 80
FUEL SYS LEAN BNK1 DATA : 80
FUEL SYS LEAN BNK2 DATA : 80
FUEL SYS RICH BNK1 DATA : 80
FUEL SYS RICH BNK2 DATA : 80
MIS-FIRE MON DATA
: 80
JTEC
ALL OBDII MONITOR
FRZ F CAUSED BY DTC
:
TASK MANAGER DATA
:
1/1 O2S MON DATA
:
1/2 O2S MON DATA
:
CAT EFFICIENCY DATA BNK1:
LDP MONITOR DATA
:
PURGE FLOW MON DATA
:
1/1 O2 HEATER MON DATA :
1/2 O2 HEATER MON DATA :
FUEL SYS DATA BNK1
:
MIS-FIRE MON DATA
:
STATUS
00
00
00
00
00
00
00
00
00
00
00
Purpose: This screen shows the status of all OBD monitors during the current trip
(since the vehicle was started). This screen is useful in determining what OBD
monitors ran during the current key cycle, or to check whether or not a monitor is
capable of running that trip.
Task Manager Data: This hex byte is the sum of all other hex data listed.
SBEC:
80: This indicates the Task Manager can run the monitor. There are no inhibits.
00: This indicates an inhibit is preventing the monitor from running.
02: This indicates the monitor has run and passed this trip.
13

JTEC:
00: This indicates the Task Manager can run the monitor. There are no inhibits.
80: This indicates an inhibit is preventing the monitor from running.
02: This indicates the monitor has run and passed this trip.
OBD MONITOR DISABLE STATUS
SBEC
OBDII
OBDII
OBDII
OBDII
OBDII
OBDII

MON DISABLED--LoTemp: NO
MON DISABLED--Lo ECT: NO
MON DISABLED--LoBatt: NO
MON DISABLED--LoBaro: NO
MON DISABLED--LoFuel: NO
MON DISABLED--HiFuel: YES
JTEC
OBDII
OBDII
OBDII
OBDII
OBDII

MON DISABLEDLoTemp: NO
MON DISABLEDLoBatt: NO
MON DISABLEDLoBaro: NO
MON DISABLEDLoFuel: NO
MON DISABLEDHiFuel: YES
Purpose: This screen lists the conditions that may disable a monitor. For example,
high or low fuel level (greater than 85% or less than 15%) may disable the fuel system
monitor and/or the LDP monitor.
SBEC
O2S MON COMPLETED
: YES
CAT MON COMPLETED
: YES
EGR MON COMPLETED
: YES
LDP MON COMPLETED
: YES
PURGE FLOW MON COMPLETED: YES
O2S HTR MON COMPLETED
: YES
JTEC
O2S MON COMPLETED
: NO
CAT MON COMPLETED
: NO
EVAP LEAK DETECT COMPLETED: NO
PURGE FLOW MON COMPLETED : NO
O2S HTR MON COMPLETED
: YES
Purpose: This screen shows the status of the once per trip monitors (generic mode 6)
since the last battery disconnect, or since the DTCs and Freeze Frame have been
cleared. The readiness indicators are required to prevent the clearing of OBD II
information prior to an I/M emissions test. Inspection/maintenance stations are
paying closer attention to CARB readiness indicators. A customer may be denied an
emissions test if all OBD monitors have not been successfully run. A recent change
in EPA legislation has granted states the right to use the CARB readiness indicators
to demonstrate emissions compliance, in lieu of the conventional tailpipe sampling.
14

TASK MANAGER
SBEC
TASK MANAGER
TASK MANAGER DATA
:
ENGINE GOOD TRIP THIS TRIP:
ENGINE REQUESTS MIL ON
:
ENGINE GOOD TRIP COUNTER :
ENGINE WARM-UP CYCLE CNTR :
EATX Trans GoodTrp ThisTrp:
EATX Trans Requests MIL On:
EATX Trans GoodTrp Counter:
EATX Trans Warm-Up Cyc Ctr:
FUEL LEAN 1 GOOD TRIP CNTR:
FUEL LEAN 2 GOOD TRIP CNTR:
FUEL RICH 1 GOOD TRIP CNTR:
FUEL RICH 2 GOOD TRIP CNTR:
MIS-FIRE GOOD TRIP CNTR
:
JTEC
20
NO
NO
1
0
NO
OFF
1703
1645
0
0
0
0
0
TASK MANAGER
TASK MANAGER DATA
:
ENGINE REQUESTS MIL ON
:
MONITOR CONFLICT
:
MONITOR SUSPENDED
:
ENGINE WARM-UP CYCLE CNTR:
MIS-FIRE GOOD TRIP CNTR :
00
NO
NO
NO
0
0
Task Manager Data: This hex byte is the sum of all other hex data listed.
Engine Good Trip This Trip: A good trip could indicate two different scenarios:
1.
The vehicles emissions compliance was demonstrated this trip by running the
O2 and Catalyst monitors during the current drive cycle.
2.
A previously detected malfunction did not re-occur on the current trip.
Engine Warm-Up Cycle Counter: The PCM begins counting warm-up cycles after
the MIL is extinguished. Forty consecutive warm-up cycles without further
occurrence of the failure allow self-erasure of the DTC and Freeze Frame. Eighty
warm-up cycles are required for continuous running monitors that are unable to
meet the parameters of the similar conditions window.
EATX Good Trips: An EATX good trip is accomplished when, on a warm engine, the
transmission is shifted in every gear range, including P, R, N, 1, 2, 3, 4, and EMCC,
for a predetermined length of time without a fault.
15

TYPICAL SPLIT-SCREEN PRE-TEST
SBEC
Upstream O2S Pre-Test
[95]
ECT Range
: 120
Min Run Time: 1.0
[3.0]
VSS MPH Rang: 14
[0]
[0.0]
Open Thr Tim: 1.0
Cat Tmp Rang: 0
[145]
ENABLING CONDITIONS
VSS Range
: 0.0
[0.0]
Target RPM : -192
[-816]
[0.0]
Exhst Time : 1.1
Cat Tmp Rang: 0
[145]
JTEC
260
13.9
100
13.9
2500
1
320
13.9
2500

ECT Range
: 147
[68]
260
Bat Tmp Rang: 21
[66]
130
[0]
100
VSS MPH Rang: 10
Open Thr Tim: 1.9
[0.0]
13.9
ENABLING CONDITIONS
VSS Range
: 0.0
[0.0]
5.0
RPM Range
: 448
[0]
992
[0.0]
13.9
Exhst Time : 1.9
MaxTestTime : 0.0
[0.0]
1.6
Adap Cell ID: 0.0
[21.0] 20.0
Purpose: This split-screen informs the user when the conditions have been met to
run the oxygen sensor monitor. Pre-test enabling conditions are located on the top
half of the screen, and the conditions required to actually run the monitor are located
on the bottom half of the screen.
How to Use This Screen: The main objective of this and other similar pre-test
screens is to make the arrows go away. When the conditions are met, the arrows
disappear and the monitor should run.
Performing the Pre-Test: The vehicle can be driven, either on the road or on a lift, to
satisfy the conditions of a pre-test. The parameters of this pre-test include several
timers. The expiration of the timers indicates to the PCM that the vehicle, including
the exhaust components, is hot enough to ensure accurate test results. To meet
these enabling conditions, drive the vehicle until the arrows on the screen disappear.
Once all pre-test conditions have been satisfied, bring the vehicle to a complete stop,
leaving an automatic transmission equipped vehicle in gear. You can now ignore the
arrows on top of the screen and begin satisfying the conditions on the bottom half of
the screen.
Monitor: Once the above conditions have been satisfied and the vehicle is at a stop,
the monitor should run within 15-30 seconds.
Catalyst Temperature: Catalyst temperature is a calculated value based on load,
road speed, ambient temperature, short-term and long-term fuel correction, spark
advance, run time, coolant temp, etc. This is also known as the Catalyst
Temperature Model. This calculated value is used to ensure that the exhaust system
has reached a significant operating temperature to successfully run the monitor.
16

TYPICAL MONITOR SCREEN
SBEC
1/1
1/1
1/1
1/1
1/1
1/1
1/1
1/1
1/1
1/1
O2S
O2S
O2S
O2S
O2S
O2S
O2S
O2S
O2S
O2S
1/1 O2S MONITOR

MON DATA
: 80
MON IN PROGRESS : NO
MON DONE THIS TRP: NO
MON FAIL 1 TRIP : NO
MON FAIL DTC SET : NO
MON STOP TESTING : NO
MON TEST TIME
: 0.00 SECS
HALF CYCLE CNTR : 0
BIG SLOPE CNTR
: 0
VOLTS
: 0.47 VOLTS
JTEC
1/1
1/1
1/1
1/1
1/1
1/1
1/1
1/1
1/1
O2S
O2S
O2S
O2S
O2S
O2S
O2S
O2S
O2S
1/1 O2S MONITOR

MON DATA
:
MON IN PROGRESS
:
MON DONE THIS TRP :
MON FAIL THIS TRIP:
MON STOP TESTING :
MON TEST TIME
:
HALF CYCLE CNTR
:
BIG SLOPE CNTR
:
VOLTS
:
00
NO
NO
NO
NO
0.00 SECS
0
0
5.00 VOLTS
Purpose: This screen indicates the status of the particular monitor.

1/1 O2 Monitor Test Time: The length of time it takes to run the monitor is
recorded on this line. This is an excellent way to track a sluggish O2 sensor.
1/1 O2 Half-Cycle Counter: The counter records the activity of the O2 sensor
during the monitor by counting the number of times the O2 voltage exceeds the
upper switch point (0.80 volts) and falls below the lower switch point (0.20 volts).
1/1 O2 Big Slope Counter: This is an indicator of O2 sensor response time. The
counter increments every time the O2 sensor responds quickly, above and below the
specific thresholds. Big slope is defined as a change in voltage over a change in time.
1/1 O2 Volts: This is live upstream O2 sensor voltage.
17

TYPICAL LAST RESULT MONITOR SCREEN
SBEC
1/1 O2 HALF CYCLE STATUS : C0
1/1 HALF CY LAST RESULT : MIN
1/1 HALF CY FAIL THIS TST: NO
1/1 HALF CY FAIL PREV TST: NO
LAST 1/1 O2 HALF CY CNTR : 255
1/1 O2 HALF CY CNTR SPEC : 18
1/1 O2 BIG SLOPE STATUS : C0
1/1 BIG SLOPE LAST RESULT: MIN
1/1 BIG SLP FAIL THIS TST: NO
1/1 BIG SLP FAIL PREV TST: NO
LAST 1/1 O2 BIG SLP CNTR : 53
1/1 O2 BIG SLP CNTR SPEC : 20
JTEC
1/1 O2S MON
LAST 1/1 O2 HALF CY
1/1 O2 HALF CY CNTR
LAST 1/1 O2 BIG SLP
1/1 O2 BIG SLP CNTR
LAST RESULT
CNTR: 0
SPEC: 56
CNTR: 0
SPEC: 10
Purpose: This screen can be used to track previous O2 monitor results. In the
example shown above, the O2 sensor monitor can pass by more than one method. It
can pass based on big slopes or half-cycles. This screen can provide information
regarding which method the PCM used to pass the monitor.
1/1 O2 Half-Cycle Status: The value represented on this line is a data byte.
1/1 Half-Cycle Last Result: The term min, when seen on the DRBIII, indicates
the PCM is looking for a minimum value to be exceeded during the monitor. The
term max indicates the PCM is looking for a maximum value not to be exceeded
during the monitor. In this example, the PCM was looking for a minimum value to be
exceeded during the monitor.
1/1 Half-Cycle Failed Prev Test: The monitor result from the trip previous to the
last trip is recorded on this line.
1/1 Half-Cycle Failed This Test: The monitor result from the last trip is recorded on
this line.
Last 1/1 O2 Half-Cycle Counter: The number of half-cycles counted during the
previous trip is recorded on this line.
1/1 O2 Half-Cycle Counter Spec: The number of half-cycle counts that needed to
be exceeded to pass the monitor is specified here.
1/1 O2 Big Slope Status: The value represented on this line is a data byte.
1/1 Big Slope Last Result: The term min, when seen on an OBD DRBIII,
indicates the PCM is looking for a minimum value to be exceeded. The term max
indicates the PCM is looking for a maximum value not to be exceeded. In this
example, the PCM was looking for a minimum value to be exceeded during the trip.
1/1 Big Slope Failed This Test: The monitor result from the previous trip is
recorded on this line.
18

1/1 Big Slope Failed Previous Test: The monitor result from the trip is recorded on
this line.
Last 1/1 O2 Big Slope Counter: The number of big slopes during the previous test
is recorded on this line.
1/1 O2 Big Slope Counter Spec: The number of big slope counts that needed to be
exceeded to pass the monitor is specified here.
Note:
The monitor pass is based on which counter first satisfies the

requirements, the half-cycle counter or the big slope counter.
Note:
1/1 refers to an upstream O2 sensor positioned on the same bank as

cylinder #1. 2/1 refers to an upstream O2 sensor positioned on the
opposite bank as cylinder #1. The 2/1 Monitor screen is identical to
the 1/1 Monitor screen.
19

ACTIVITY 1B DTC AND FREEZE FRAME STRATEGIES
This activity will familiarize you with how DTCs, 1-trip failures, and Freeze Frames
are generated. Perform the activity and answer the questions below.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Create a priority 1 failure and start the engine.

View the information from the Read DTC, 1-trip Failures, Task Manager, Freeze
Frame 1 and Freeze Frame 2 screens.
Is a DTC stored?
YES
NO
Is a 1-trip failure stored?
YES
NO
Does the Task Manager request the MIL On?
Record the P-code and priority level of the failure from the Freeze Frame 1 and
Freeze Frame 2 screens.
Turn off the vehicle and repair the malfunction.

Start the vehicle. Use a spark plug wire and grounded jumper wire or spare
COP or spare injector to set a misfire, or use a fuel simulator to set a fuel
system fault. Turn the vehicle off as soon as misfire information is stored.
Are any 1-trip failure stored? If so, which one or ones?
11.
12.
Does the Task Manager request the MIL On or Off?

Record the P-code and priority level of the failure from the Freeze Frame 1
and/or Freeze Frame 2 screens.
13.
14.
Is the new fault recorded in Freeze Frame 1?

YES
NO
Turn off the vehicle, reconnect the original spark plug/COP/injector or
discontinue the fuel simulator operation. Restart the vehicle. Run the vehicle
for one minute, then cycle the key.
View Freeze Frame 1 and Freeze Frame 2. Is any data recorded? Why or why
not?
15.
16.
Disconnect the TPS sensor.
20

17.
18.
19.
20.
21.
22.
23.
24.
25.
Is a DTC stored?
YES
NO
Does the Task Manager request the MIL On?
Are any 1-trip failures stored?
Record the P-code and priority level of the failure from the Freeze Frame 1
and/or Freeze Frame 2 screens. What data is stored in Freeze Frame 1 and
why?
Turn off the vehicle and reconnect the TPS circuit.

Cycle the key and run the vehicle for two minutes. Repeat this three times.
While the vehicle progresses through each drive cycle, view the Task Manager
and the Read DTC screens.
While viewing the Task Manager screen, notice the good trip counter
increment. What does an increment of the good trip counter indicate?
26.
During the third drive cycle, does the Task Manager request the MIL On or Off?
27.
Did the MIL extinguish during the third drive cycle?
28.
During the third drive cycle, what happened to the good trip counter?
29.
30.
Turn the vehicle off and unplug the MAP sensor. Restart the vehicle.
How many DTCs are present? Which is the most recent?
Record the P-code and priority level of the fault stored in Freeze Frame 1.
Which fault is stored in Freeze Frame 1 and why?
31.
32.
33.
21

34.
35.
Why didnt the second fault replace the first fault in Freeze Frame 1?
36.
Turn off the vehicle, reconnect the MAP sensor, and then restart the vehicle.
Unplug an easily accessible comprehensive component (i.e., ECT, IAT, etc.).
How many DTCs are present? Which is the most recent?
37.
38.
39.
40.

41.
42.
What happened to the fault previously stored in Freeze Frame 2?
Note:
43.
44.
If a vehicle has five Freeze Frames, the third fault is stored in Freeze
Frame 4.
Reconnect the component disconnected in step 36. Run three good trips and
cycle the key after the last trip. Using a spark plug wire and ground or spare
COP or spare injector, cause a misfire.
With the vehicle on the lift, slightly raise the RPM. View the 1-trip Failure
screen until a misfire failure is recorded.
22

45.
46.
Record the P-code and priority level of the fault stored in Freeze Frame 2. Why
did a priority 2 fault overwrite a priority 3 fault in Freeze Frame 2?
47.
Turn off and restart the vehicle. Using a spark plug wire and ground or spare
COP, cause a misfire.
With the vehicle on the lift, slightly raise the RPM. View the Read DTC screen
until a misfire fault is recorded.
48.
49.
50.
51.
Turn the vehicle off and clear the DTCs. Notice all CARB readiness information
and Freeze Frame information is also erased.
Connect the spare throttle body and restart the vehicle.
While the vehicle is in Park, hold the spare throttle body at wide open throttle.
Set the parking brake and hold the service brake.
Place the vehicle in Drive and carefully raise the RPM greater than 2000 rpm
until the MIL illuminates.
View and record the information from the Read DTC, 1-trip Failures, Task
Manager, Freeze Frame 1 and Freeze Frame 2 screens.
52.
53.
54.
55.
56.
23

57.
What type of comprehensive component malfunction is recorded?
58.
Define rationality fault.
59.
What other rationality faults have you seen?
24

MODULE 2 FUEL SYSTEM MONITOR
FUEL ADAPTIVE MONITOR
SBEC
MAP :
RPM :
b1Ij:
11O2:
SAd1:
1/1
0.00
0.00
7.0
0.47
0.00
ADAPTIVE MONITOR
Loop: OPEN
Time:
ECT : 95.0
Baro:
O2Gl: 0.00
PF 4:
12O2: 0.49
PF13:
LAd1: 0.00
Purg:
Adaptive Memory
C1 C3 C5 C7
+4 +5 +4 +4
C0 C2 C4 C6
+9 +4 +4 +4
Cell % Values
C9 C11 C13 C15
+4 +4 -4 -4
C8 C10 C12 C14
+4 +4 -4 +0
JTEC
13.9
29.3
3.5
-3.9
0.00
MAP :
RPM :
b1Ij:
11O2:
SAd1:
1/1
0.00
0.00
0.00
5.0
0.00
ADAPTIVE MONITOR
Loop: OPEN
PF 7:
ECT : 68.0
PF 4:
O2Gl: 0.33
PF 3:
12O2: 4.8
PF20:
LAd1: 0.00
Purg:
0.00
0.00
0.00
+0.0
0.00
Adaptive Memory Cell % Values

C2 C5 C8 C11 C14 C17
+0 +0 +0 +0
+0
+1
C1 C4 C7 C10 C13 C16 C19 C21
+0 +0 +0 +0
+0
+0 +0
+0
C0 C3 C6 C9 C12 C15 C18 C20
+0 +1 +1 +0
+0
+1
+1
+0
Fuel Sys Pre-Test

Bat Tmp Rang: 21 [66] 130
ENABLING CONDITIONS
MAP Range: 7.1 [0.0] 30.0
Purpose: Unlike other pre-test screens, the information on this screen is live data.
Use this screen to monitor vehicle conditions in order to enable the fuel system
rich/lean monitor.
Description: Once the vehicle is operating in closed loop (long-term closed loop =
long-term adaptive cells updating (highlighted above)) the PCM continuously
monitors the total fuel correction made to the base pulse-width. If at any time the
total fuel correction (short-term correction multiplied by long-term adaptive =
adaptive memory factor) exceeds the threshold, the PCM increments a 1-trip failure.
1/1 (2/1) Adaptives: 1/1 and 2/1 refer to left and right banks, if applicable.
Note:
Some JTEC vehicles have a pre-test screen similar to the pre-test

screen of other monitors; however this is only a partial list of enablers.
25

ACTIVITY 2A FUEL ADAPTIVES
This is an instructor lead activity and is designed to demonstrate the operation of the
fuel system. You will go though exercises for short-term and long-term adaptive
memory, and the setting of faults and Freeze Frames. Answer the following questions
as you complete the activity.
1.
At idle, what is the short-term adaptive value on the classroom vehicle?
2.
What immediate effect does the decrease in fuel pressure have on injector
pulse-width?
3.
4.
Open the throttle and watch the PCM change adaptive cells.
What effect does the decrease in fuel pressure have on air/fuel ratio?
5.
What happens to short-term adaptive when fuel pressure is decreased?
6.
What happens to the long-term adaptive as the short-term adaptive increases?
7.
When fuel pressure is decreased, what effect does the short-term adaptive have
on injector pulse-width?
8.
Create a misfire and observe the effects on the adaptive cells.
9.
Create a vacuum leak and observe the effects on the adaptive cells.
10.
Add propane to the engine and observe the effects on the adaptive cells.
11.
If EGR is accessible, slightly open the EGR valve and observe the effects on the
adaptive cells.
26

12.
Note:
While holding the service brake, place the vehicle in gear and observe an in
gear idle cell. Did the duty cycle purge percentage go to zero and the idle cell
update?
If the idle cell did not update on the first try, place the vehicle in park
and then back into gear. Purge-free cells only update every other time
the vehicle is operated in that cell.
27

FUEL SYSTEM LEAN MONITOR BNK1/BNK2
SBEC
FUEL SYS LEAN MON BNK1
FUEL SYS LEAN BNK1 DATA
: 80
FUEL LEAN 1 IN PROGRESS
: NO
FUEL LEAN 1 DONE THIS TRIP: NO
FUEL LEAN 1 FAIL THIS TRIP: NO
FUEL LEAN 1 FAIL 1 TRIP
: NO
FUEL LEAN 1 FAIL DTC SET : NO
FUEL LEAN 1 STOP TESTING : NO
1/1 O2S GOAL VOLTS
: 0.00 VOLTS
1/1 O2S VOLTS
: 0.47 VOLTS
1/2 O2S VOLTS
: 0.49 VOLTS
1/1 ADAP MEM FACTOR
: 0.0 %
JTEC
FUEL SYS MON BNK1
FUEL SYSTEM BNK1 DATA
:
FUEL SYS BNK1 IN PROGRESS :
FUEL SYS BNK1 DONE THIS TRI:
FUEL SYS BNK1 FAIL THIS TRI:
FUEL SYS BNK1 STOP TESTING :
1/1 O2S VOLTS
:
1/1 SHORT TERM ADAP
:
1/1 LONG TERM ADAP
:
1/1 ADAP MEM FACTOR
:
FUEL SYS STATUS BK1
:
:
00
NO
NO
NO
NO
5.00 VOLT
0.0 %
0.0 %
0.0 %
OPEN LOOP
21
Purpose: This screen allows the user to check the status of the monitor and to watch
the monitor run. The fuel system lean monitor and the fuel system rich monitor are
identical in purpose.
Continuous Monitor: The fuel monitor is a continuous monitor. Very few enabling
conditions need to be met before a continuous monitor is able to run. Continuous
monitors never actually pass during a trip because the PCM is never Done/Stop
Testing (unless the monitor failed on the previous trip). While the monitor is
running the data byte is 80 (SBEC) or 00 (JTEC) and the other test data reads no.
This information changes if a failure is detected. The data byte indicates 00 for SBEC
and 80 for JTEC if a failure has been detected. After the vehicle is shut off, the Task
Manager records a pass in memory if the malfunction did not occur that trip.
Additionally, if a continuous monitor fails, it must be checked under the exact load
condition in which it failed (similar condition window). To re-test a previous failure,
MAP vacuum must be within 20% , RPM must be within 375 rpm, and the warm-up
state must be within the values recorded in Freeze Frame.
Note: SCW MAP value spec was +/- 10% on early OBD vehicles.
Fuel System Lean Monitor: The PCM is constantly monitoring the total fuel
correction being made to the pulse-width. Any time the adaptive memory factor
exceeds the programmed value, the PCM declares a 1-trip failure on the first
occurrence and sets a DTC on the next consecutive trip if the fault is still evident.
Fuel System Rich Monitor: The fuel system rich monitor is conducted the same way
as the lean monitor, except purge-free cells must be updated before the PCM can
conclude that the fuel system correction is excessive. The PCM updates the purgefree cells in order to eliminate a saturated canister as the cause of a rich failure. To
update the purge-free cells, the vehicle must be operated in each purge-free cell.
28

Enabling Conditions
The following conditions must be met to run the fuel control monitor:
Engine running
Fuel level below 85% of capacity
Fully warmed-up engine
Ambient temperature greater than

20F
Fuel system updating long-term

adaptive values
Altitude less than 8000 ft.
Fuel level above 15% of capacity
Pending
The fuel control monitor does not run if the MIL is illuminated for any of the
following:
Misfire monitor
All TPS FTP faults
Upstream O2 sensor(s) shorted

high, low, open, response, heater
All coolant sensor faults
Downstream O2 sensor open,

heater (PI only)
All MAP sensor faults
Purge solenoid electrical fault
IAC motor electrical faults
All engine controller self-test faults
All EGR faults
All camshaft and/or crankshaft

sensor faults
5v output low
All injector faults
Purge monitor fault (PL only)
All ignition coil faults
Suspend
The Task Manager suspends maturing a fuel system fault if any of the following are
present:
Oxygen sensor monitor, priority 1
O2 sensor heater monitor, priority 1
29
Misfire monitor, priority 2

FUEL SYSTEM LEAN SCW BNK1/BNK2
SBEC
FUEL SYS LEAN SCW BNK1
FUEL LEAN 1 SAME WARMUP
: NO
FUEL LEAN 1 SIM WINDOW
: NO
FUEL LEAN 1 ABSOLUTE MAP : 0.0 in
ABSOLUTE MAP
: 29.3 in Hg
FUEL LEAN 1 ENGINE RPM:
: 0 RPM
ENGINE RPM
: 0 RPM
1/1 O2S VOLTS
: 0.47 VOLTS
1/1 ADAP MEM FACTOR
: 0.0 %
FUEL LEAN 1 GOOD TRIP CNTR: 0
FUEL SYS LEAN BNK1 DATA
: 80
FUEL LEAN 1 DONE THIS TRIP: NO
FUEL LEAN 1 FAIL 1 TRIP
: NO
JTEC
FUEL SYS SCW BNK1
FUEL SYS 1 SIM WINDOW
: NO
FUEL ABSO MAP WHEN FAIL : 0.0 in Hg
ABSOLUTE MAP
: 29.5 in Hg
FUEL SYS RPM WHEN FAIL
: 0 RPM
ENGINE RPM
: 0 RPM
1/1 O2S VOLTS
: 5.00 VOLTS
1/1 ADAP MEM FACTOR
: 0.0 %
FUEL SYS 1 GOOD TRIP CNTR: 0
FUEL SYS DATA BNK1
: 00
Purpose: With this screen the user can compare present operating conditions to the
operating conditions (MAP RPM and warm-up state) that occurred at the time of the
failure. The fuel monitor is a continuous monitor and must be re-tested in a similar
conditions window. To re-test the monitor drive the vehicle until the similar
conditions window value changes from no to yes. Once in the similar conditions
window, maintain a steady load until the PCM reports that it is done this trip.
Note:
Certain failures create a similar conditions window that cannot be

duplicated after the vehicle is repaired. For example, a lean condition
may decrease vacuum to a point that cannot be duplicated once the
vehicle is repaired. If this occurs the best way to verify the repair is to
clear the long-term adaptive cells, road test the vehicle under all load
conditions, and then check the long-term adaptive cells for excessive
fuel correction.
Fuel Lean 1 Same Warm-up: There are two warm-up states: above 160F or below
160F. The vehicle must be tested in the same warm-up state in which it failed.
Fuel Lean 1 Good Trip Counter: If the monitor passes it increments the good trip
counter. Three good trips self-extinguish the MIL. Forty warm-up cycles self-erase
the DTC and Freeze Frame. If there is a 1-trip failure, and the vehicle cannot be
operated in the similar conditions window, 80 warm-up cycles are required to erase
the failure and Freeze Frame.
Note:
All screens and procedures are the same for fuel system rich as for fuel
system lean.
30

ACTIVITY 2B FUEL SYSTEM LEAN/RICH
In this activity you will become familiar with the fuel system monitor. You will
discuss adaptive memory, the similar conditions window, and good trips. Also be
ready to record DTC, 1-trip Failures, and Freeze Frames.
1.
2.
3.
4.
5.
View the information on the Fuel System Monitor Pre-test screen (1/1 adaptive
monitor).
Slow the fuel pump with the OBD II simulator. If the simulator is not
available, toggle the fuel pump relay in and out of the PDC.
In which cell does the adaptive memory factor increase?
What is the adaptive memory factor percentage in that cell?
What is happening to the injector pulse-width?
6.
Manager, Freeze Frame 1, and Freeze Frame 2 screens.
7.
Turn off and restart the vehicle. Allow the fuel simulator to continue to reduce
fuel pump output.
8.
9.
Is a 1-trip failure recorded? Why or why not?
10.
How does the current Freeze Frame 1 information differ from the previous trips
Freeze Frame 1 information?
11.
Is information stored in Freeze Frame 2?
31

12.
13.
Turn off the vehicle. Adjust the fuel simulator so the fuel pump output is
normal. Restart the vehicle.
View the fuel system lean similar conditions window. Which two values does
the PCM evaluate to achieve a similar conditions window?
14.
Is a good trip recorded? Why or why not?
15.
16.
Clear the DTCs.

The fuel system lean monitor and the fuel system rich monitor both detect
excessive fuel correction which raises tailpipe emissions above the FTP
standards. With one exception, the fuel system rich monitor and the fuel
system lean monitor function the same. What is the exception?
32

MODULE 3 UPSTREAM O2 SENSOR MONITOR
UPSTREAM O2 PRE-TEST
SBEC
ECT Range
: 120
[95]
260
Min Run Time : 1.0
[3.0]
13.9
VSS MPH Range: 14.0 [0]
100
Open Thr Time: 1.0
[0.0]
13.9
Cat Tmp Range: 0.0
[145]
2500
ENABLING CONDITIONS
VSS Range
: 0.0
[0.0]
1
Target RPM
: -192 [-816] 320
Exhst Time
: 1.1
[0.0]
13.9
Cat Tmp Range: 0
[145]
2500
JTEC
ECT Range
: 147
[68]
260
Bat Tmp Range: 21
[66]
130
VSS MPH Range: 10
[0]
100
Open Thr Time: 1.9
[0.0]
13.9
ENABLING CONDITIONS
VSS Range
: 0.0
[0.0]
5.0
RPM Range
: 448
[0]
992
Exhst Time
: 1.9
[0.0]
13.9
MaxTestTime : 0.0
[0.0]
1.6
Adap Cell ID : 0.0
[21.0]
20.0
Purpose: This screen allows the user to determine when the conditions have been
met to run the oxygen sensor monitor. This is a split screen. Pre-test enabling
conditions are located on the top half of the screen and the conditions required to
actually run the monitor are located on the bottom half of the screen.
How to Use This Screen: The main objective of this and other pre-test screens is to
make the arrows go away. When the arrows disappear, the conditions required to
run the monitor have been satisfied and the monitor should run.
timers. The expiration of the timers indicates the vehicle, including the exhaust
components, is hot enough to ensure accurate test results. To meet these enabling
conditions, drive the vehicle until the arrows on the screen disappear. Once all pretest conditions have been satisfied, bring the vehicle to a complete stop, leaving an
automatic transmission equipped vehicle in gear. You can now ignore the arrows on
the top half of the screen and begin satisfying the conditions on the bottom half of
the screen.
Note:
Refer to the enabling conditions listed below for possible additional

requirements.
Monitor: Once the above conditions have been satisfied and the vehicle is at a stop,
the monitor should run within 15-30 seconds.
Catalyst Temperature: Catalyst temperature is a calculated value based on load,
road speed, ambient temperature, short-term and long-term fuel correction, spark
advance, run time, coolant temp, etc.
Max Test Time: This is the maximum time allowed during the monitor
Adap Cell ID: The vehicle must be in the indicated adaptive cell before the monitor
runs.
33

Note:
The upstream O2 sensor is re-tested for proper performance during the

catalyst monitor.
Enabling Conditions
The following conditions must be met to run the upstream O2 sensor monitor:
Battery voltage
Power steering switch with low PSI

(no load)
Engine temperature
Engine at idle
Engine run time
Fuel level above 15%
Engine run time at a

predetermined speed
Ambient air temperature greater

than 20F
Engine run time at a

predetermined speed and throttle
opening
Barometric pressure less than

8000 ft.
Transmission in gear (automatic

only)
Engine RPM within acceptable

range of desired idle
Fuel system in closed loop
Closed throttle speed
Long-term adaptive (within

parameters)
Pending
The upstream O2 sensor monitor does not run if the MIL is illuminated for any of the
following:
Misfire monitor
All camshaft and crankshaft sensor

faults
Upstream O2 heater monitor
All injector and coil electrical faults
Upstream O2 sensor electrical
All throttle position sensor faults
Downstream O2 heater monitor
Downstream O2 electrical
IAC motor functionality
P/N switch rationality
Vehicle speed sensor
Purge solenoid electrical
Coolant temperature sensor
EGR solenoid circuit
Throttle position sensor
Purge monitor fault
34

Conflict
The Task Manager does not run the oxygen sensor monitor if any of the following
conditions are present:
A/C On (A/C clutch cycling

temporarily suspends monitor)
Purge flow in progress
Suspend
The Task Manager suspends maturing an oxygen sensor system fault if any of the
following are present:
Upstream O2 sensor heater

monitor, priority 1
1/1, 2/1 O2 SENSOR MONITOR

SBEC
1/1
1/1
1/1
1/1
1/1
1/1
1/1
1/1
1/1
1/1
O2S
O2S
O2S
O2S
O2S
O2S
O2S
O2S
O2S
O2S
1/1 O2S MONITOR

MON DATA
: 80
MON TEST TIME
: 0.00 SECS
HALF CYCLE CNTR : 0
BIG SLOPE CNTR
: 0
VOLTS
: 0.47 VOLTS
JTEC
1/1
1/1
1/1
1/1
1/1
1/1
1/1
1/1
1/1
O2S
O2S
O2S
O2S
O2S
O2S
O2S
O2S
O2S
1/1 O2S MONITOR

MON DATA
:
MON IN PROGRESS
:
MON DONE THIS TRP :
MON FAIL THIS TRIP:
MON STOP TESTING :
MON TEST TIME
:
HALF CYCLE CNTR
:
BIG SLOPE CNTR
:
VOLTS
:
00
NO
NO
NO
NO
0.00 SECS
0
0
5.00 VOLTS
Purpose: This screen indicates the status of the O2 monitor.

1/1 O2 Monitor Test Time: The run time of the monitor is recorded on this line.
This is an excellent way to track a sluggish O2 sensor.
1/1 O2 Half-Cycle Counter: The counter records the activity of the O2 sensor
during the monitor by counting the number of times the O2 voltage exceeds the
upper switch point (0.80 volts) and falls below the lower switch point (0.20 volts).
1/1 O2 Big Slope Counter: This is an indicator of O2 sensor response time. The
counter increments every time the O2 sensor responds quickly. Big slope is defined
as a change in voltage over a change in time.
1/1 O2 Volts: This is live O2 sensor voltage.
35

1/1, 2/1 O2 SENSOR MONITOR LAST RESULT
SBEC
1/1 O2 HALF CYCLE STATUS : C0
1/1 HALF CY LAST RESULT : MIN
1/1 HALF CY FAIL THIS TST: NO
1/1 HALF CY FAIL PREV TST: NO
LAST 1/1 O2 HALF CY CNTR : 255
1/1 O2 HALF CY CNTR SPEC : 18
1/1 O2 BIG SLOPE STATUS : C0
1/1 BIG SLOPE LAST RESULT: MIN
1/1 BIG SLP FAIL THIS TST: NO
1/1 BIG SLP FAIL PREV TST: NO
LAST 1/1 O2 BIG SLP CNTR : 53
1/1 O2 BIG SLP CNTR SPEC : 20
JTEC
1/1 O2S MON
LAST 1/1 O2 HALF CY
1/1 O2 HALF CY CNTR
LAST 1/1 O2 BIG SLP
1/1 O2 BIG SLP CNTR
LAST RESULT
CNTR: 0
SPEC: 56
CNTR: 0
SPEC: 10
Purpose: This screen can be used to track previous O2 monitor results. In this
example the O2 sensor monitor can pass the monitor by more than one method. It
can pass based on big slopes or half-cycles. This screen can provide information
regarding which method the PCM used to pass the monitor.
1/1 O2 Half-Cycle Status: The value represented on this line is a data byte.
1/1 Half-Cycle Last Result: The term min, when seen on the DRBIII, indicates
the PCM is looking for a minimum value to be exceeded during the monitor. The
term max indicates the PCM is looking for a maximum value not to be exceeded
during the monitor. In this example, the PCM was looking for a minimum value to be
exceeded during the monitor.
1/1 Half-Cycle Failed Prev Test: The monitor result from the trip previous to the
last trip is recorded on this line.
1/1 Half-Cycle Failed This Test: The monitor result from the previous trip is
Last 1/1 O2 Half-Cycle Counter: The number of half-cycles that occurred during
the previous trip is recorded on this line.
1/1 O2 Half-Cycle Counter Spec: The number of half-cycle counts that needed to
be exceeded to pass the monitor is specified here.
1/1 O2 Big Slope Status: The value represented on this line is a data byte.
1/1 Big Slope Last Result: The term min, when seen on an OBD DRBIII,
indicates the PCM is looking for a minimum value to be exceeded. The term max
indicates the PCM is looking for a maximum value not to be exceeded. In this
example, the PCM was looking for a minimum value to be exceeded during the trip.
1/1 Big Slope Failed This Test: The monitor result from the previous trip is
36

1/1 Big Slope Failed Previous Test: The monitor result from the trip previous to
this trip is recorded on this line.
Last 1/1 O2 Big Slope Counter: The number of big slopes during the previous test
is recorded on this line.
1/1 O2 Big Slope Counter Spec: The number of big slope counts that needed to be
exceeded to pass the monitor is specified here.
Note:
The monitor pass is based on which counter first satisfies the

requirements, the half-cycle counter or the big slope counter.
37

ACTIVITY 3 OXYGEN SENSOR MONITOR
In this activity you will run the O2 monitor, view the DRBIII screens associated with
the monitor and answer the questions below.
1.
While viewing the DRBIII Pre-test screen, drive the vehicle on the lift and meet
all conditions to run the O2 sensor monitor. Make all the arrows on the top
half of the screen disappear, then make all the arrows on the bottom half of the
screen disappear by meeting the enabling conditions
Note:
The open throttle timer counts backwards any time the throttle is
closed. Always allow at least one minute more open throttle time
than the minimum amount required. This prevents falling under the
parameters of the enabling window.
Note:
If the O2 monitor does not run, gently power brake the vehicle and retest. Power braking may need to be done if the PCM starts conducting
a purge-free update instead of the O2 monitor. Remember, purge-free
cells are updated every other time the adaptive cell is entered.
2.
3.
Before turning off the vehicle, view the All OBD II Monitor Status screen.
Did the upstream O2 sensor monitor pass this trip?
4.
5.
View the 1/1 O2 Sensor Monitor screen.

Did the monitor pass?
6.
How do you know if the monitor passed or failed?
7.
How long did it take for the monitor to complete?
8.
9.
View the Last Result O2 Monitor Screen.

Was the PCM looking for a minimum value to be exceeded or maximum value
not to be exceeded during the monitor?
10.
If the monitor passed, did it pass based on half-cycle or big slope?
11.
12.
View the CARB Readiness screen.

Does the CARB Readiness screen indicate the monitor has passed?
38

MODULE 4 DOWNSTREAM O2 SENSOR MONITOR
DOWNSTREAM O2 SENSOR PRE-TEST
SBEC
Downstream O2S Pre-Test
Min Run Time: 6.6
[4.8]
13.9
ENABLING CONDITIONS
VSS Range
: 19.0 [0.0]
46.0
MAP Range
: 9.9
[0.0]
18.9
RPM Range
: 1216 [0]
1984
JTEC
Downstream O2S Pre-Test
Max Dly Time: 0.0
[13.6] 5.8
ENABLING CONDITIONS
VSS Range
: 50.0 [0.0]
65.0
MAP Range
: 11.8 [0.0]
30.0
RPM Range
: 1344 [0]
2400
Description: The downstream O2 sensor monitor may run as a passive or intrusive

test. The passive test simply assesses O2 sensor response. If the voltage drifts below
and above predetermined thresholds, the monitor passes. The monitor can even pass
at idle. If the PCM does not see a predetermined amount of voltage change, an
intrusive test is run. During the intrusive phase of the test the vehicle must meet the
enabling conditions listed on the monitor screen.
If the downstream O2 sensor passes the passive test, disregard the values on this
screen. The values are accurate only when the PCM has run an intrusive test.
This monitor is disabled until the vehicle accumulates a predetermined amount of
mileage. Brand new or green catalysts are very efficient. The downstream O2
sensor voltage may not fluctuate enough to pass the monitor. When a catalyst is
replaced, the downstream O2 monitor must be reset. Reset the monitor on the MISC
screen of the DRBIII.
Enabling Conditions
The same conditions required to enable the catalyst monitor are needed to enable the
downstream oxygen sensor monitor. Refer to the catalyst monitor section for more
information.
Pending and Conflict
Any condition which illuminates the MIL disables the downstream O2 sensor
monitor.
39

1/2, 2/2 O2 SENSOR MONITOR
SBEC
1/2
1/2
1/2
1/2
1/2
1/2
CAT
1/2
1/2
1/2
O2S
O2S
O2S
O2S
O2S
O2S
MON
O2S
O2S
O2S
1/2 O2S MONITOR

MON DATA
: 80
1/2 O2S SWITCHED : NO
MIN TEST VOLTS
: 0.00 VOL
MAX TEST VOLTS
: 0.00 VOL
VOLTS
: 0.49 VOLTS
JTEC
1/2
1/2
1/2
1/2
1/2
1/2
1/2
O2S
O2S
O2S
O2S
O2S
O2S
O2S
1/2 O2S MONITOR

MON DATA
:
MON IN PROGRESS
:
MON DONE THIS TRP :
MON FAIL THIS TRIP:
MON STOP TESTING :
MON TEST TIME
:
VOLTS
:
00
NO
NO
NO
NO
0.00 SECS
4.84 VOLTS
CAT Mon 1/2 (or 2/2) O2 Switched: The PCM looks for the O2 sensor voltage to
drift above and below the predetermined switch points.
1/2 (or 2/2) O2 Min Test Volts: This is the lowest O2 voltage value the PCM
recorded while running the monitor.
1/2 (or 2/2) Max Test Volts: This is the maximum O2 voltage value the PCM
recorded while running the monitor.
1/2, 2/2 O2 SENSOR MONITOR LAST RESULT
SBEC
1/2 O2 LOW VOLT STATUS
: C0
1/2 LOW VOLT LAST RESULT : MIN
1/2 LOW VOLT FAIL THIS TST: NO
1/2 LOW VOLT FAIL PREV TST: NO
LAST 1/2 O2 LOW VOLT
: 0.97
1/2 O2 LOW VOLT SPEC
: 0.68
1/2 O2 HI VOLT STATUS
: 80
1/2 HI VOLT LAST RESULT
: MAX
1/2 HI VOLT FAIL THIS TST : NO
1/2 HI VOLT FAIL PREV TST : NO
LAST 1/2 O2 HI VOLT
: 0.37
1/2 O2 HI VOLT SPEC
: 0.37
JTEC
LAST 1/2 O2 LOW VOLT: 0.44
1/2 O2 LOW VOLT SPEC: 0.44
LAST 1/2 O2 HI VOLT : 0.66
1/2 O2 HI VOLT SPEC : 0.66
1/2 Low Volt Last Result: The PCM is looking for O2 sensor voltage to fall below a
minimum value.
Last 1/2 O2 Low Volt: This is the result of the last low voltage reading.
1/2 O2 Low Volt Spec: This is the specification.
1/2 Hi Volt Last Result: The PCM is looking for O2 sensor voltage to exceed a
maximum value.
40

Last 1/2 O2 Hi Volt: This is the result of the last high voltage reading.
1/2 O2 Hi Volt Spec: This is the specification.
1/2, 2/2 O2 SENSOR MONITOR SPECIFICS
SBEC Only
1/2
1/2
1/2
1/2
1/2
1/2

O2S MON PASS DATA
: 00
O2 PASS HI VOLT LIMIT: NO
O2 PASS LO VOLT LIMIT: NO
O2S MIN TEST VOLTS
: 0.00 VOL
O2S MAX TEST VOLTS
: 0.00 VOL
O2S VOLTS
: 0.49 VOLTS
1/2 O2 Pass Hi Volt Limit: This line indicates whether the test result exceeded the
high voltage threshold.
1/2 O2 Pass Lo Volt Limit: This line indicates whether the test result fell below the
low voltage threshold.
1/2 O2 Min Test Volts: This is the minimum O2 sensor voltage during monitor.
1/2 O2 Max Test Volts: This is the maximum O2 sensor voltage during monitor.
41

ACTIVITY 4 DOWNSTREAM O2 SENSOR MONITOR
The downstream O2 monitor is reviewed in this activity. Answer the questions below.
Vehicle 1 (Passive Test):
1.
2.
3.
Before starting the vehicle, access the 1/2 O2 Sensor Monitor screen.
While observing the screen, start the vehicle.
Did the monitor indicate Test in Progress?
4.
Did the monitor read Yes to done this trip?
5.
If so, did the monitor pass or fail?
6.
How do you know?
Vehicle 2 (Intrusive Test):

1.
Before starting the vehicle, access the 1/2 O2 Sensor Monitor screen.
2.
While observing the screen, start the vehicle and meet the enabling conditions
to run the monitor.
3.
Did the monitor indicate Test in Progress?
4.
Did the monitor read Yes to done this trip?
5.
If so, did the monitor pass or fail?
6.
How do you know?
42

MODULE 5 OXYGEN SENSOR HEATER MONITOR
O2 HEATER PRE-TEST
SBEC
O2 HEATER Pre-Test
Min Run Time : 3.7
[11.3] 13.9
Cat Tmp Range: 0
[145]
2500
ENABLING CONDITIONS
Exhst Time
: 2.1
[0.0]
13.9
Cat Tmp Range: 0
[145]
2500
JTEC
O2 HEATER Pre-Test
ECT Range
: -50
[68]
104
ECT/Bat Rang: 0.0
[1.8]
14.4
1/2 O2S VOLT: 4.0
[5.0]
5.0
2/2 O2S VOLT: 4.0
[4.8]
5.0
ENABLING CONDITIONS
Volts Range : 10.5
[12.2] 15.0
Purpose: This screen informs the user when the conditions have been met to run the
oxygen sensor heater monitor. This is a split screen. Pre-test enabling conditions
are located on the top half of the screen and the conditions required to run the
monitor are located on the bottom half of the screen.
Note:
The pre-test screen applies to all O2 sensors on the vehicle.
Min Run Time: This is the minimum amount of time the engine needs to run in
order to satisfy the monitor requirement.
Exhaust Time: The timer counts up with open throttle, and counts back down with
closed throttle. Too much closed throttle time allows the oxygen sensors to cool
down.
Volts Range: This is the battery voltage range required to satisfy the heater monitor.
Cat Tmp Range: This is a calculated value. Satisfying this requirement ensures the
exhaust system has reached full load temperature.
ECT Bat Range: ECT and battery temperature must to be within a specific
percentage of one another.
Note:
SBEC vehicles run the O2 sensor heater monitor after a drive cycle
when the vehicle is shut off. JTEC vehicles run the O2 sensor heater
monitor during a cold start.
Enabling Conditions (SBEC)

The following conditions must be met to run the O2 sensor heater monitor:
Engine run time of at least 5.1

minutes
Battery voltage of at least 10 volts
Key Off and power down
Sufficient heated O2 sensor cool

down
43

Pending Conditions (SBEC)
The O2 sensor heater monitor does not run if a 1-trip failure is set or the MIL is
illuminated for any of the following:
Any O2 sensor fault
Ignition coil faults
All engine controller internal faults
Misfire monitor
All injector circuit faults
Fuel system monitor
All engine coolant faults
Enabling Conditions (JTEC)

The following conditions must be met to enable the O2 sensor heater monitor:
Ambient air temperature
Engine coolant temperature
Engine running
Pending Conditions (JTEC)

The O2 sensor heater monitor does not run if a 1-trip failure is set or the MIL is
illuminated for any of the following:
Misfire monitor

faults
Front O2 heater monitor
All injector and coil electrical faults
Front O2 sensor electrical
Coolant temperature sensor
P/N switch rationality
Throttle position sensor
44

1/1, 2/1, 1/2, 2/2 O2 SENSOR HEATER MONITOR
SBEC
1/1
1/1
1/1
1/1
1/1
1/1
1/1
1/1
1/1 O2S HEATER MON

O2 HEATER MON DATA
: 80
O2 HTR IN PROGRESS
: NO
O2 HTR DONE THIS TRIP: NO
O2 HTR FAIL THIS TRIP: NO
O2 HTR FAIL 1 TRIP
: NO
O2 HTR FAIL DTC SET : NO
O2 HTR STOP TESTING : NO
O2S VOLTS
: 0.47 VOLTS
JTEC
1/1
1/1
1/1
1/1
1/1
1/1
1/1 O2S HEATER MON

O2 HEATER MON DATA
: 00
O2 HTR IN PROGRESS
: NO
O2 HTR DONE THIS TRIP: NO
O2 HTR FAIL THIS TRIP: NO
O2 HTR STOP TESTING : NO
O2S VOLTS
: 5.00 VOLTS
1/1, 2/1, 1/2, 2/2 O2 SENSOR HEATER LAST RESULT

SBEC
1/1 HTR TREND STATUS
: C0
1/1 HTR TREND LAST RESULT : MIN
1/1 HTR TREND FAIL THS TST: NO
1/1 HTR TREND FAIL PRV TST: NO
LAST 1/1 HTR TREND
: 255
1/1 HTR TREND SPEC
: 6
1/1 HTR DELTA VOLT STATUS : C0
1/1 HTR DELTA LAST RESULT : MIN
1/1 HTR DELTA FAIL THS TST: NO
1/1 HTR DELTA FAIL PRV TST: NO
LAST 1/1 HTR DELTA VOLT
: 10
1/1 HTR DELTA VOLT SPEC
: 9
JTEC
LAST TIME TO REACH 1/1 VOLT: 27
TIME TO REACH 1/1 VOLTS SPE: 63
SBEC
1/1 Htr Trend Last Result: This line indicates whether the O2 sensor voltage fell
below a predetermined minimum value during the monitor.
1/1 Htr Delta Last Result: This line indicates whether a predetermined amount of
voltage change occurred during the monitor.
JTEC
Last Time To Reach 1/1 Volt: This line indicates the length of time, in seconds, it
took for the O2 sensor voltage to drop below a specific value.
Time To Reach 1/1 Volts Spe: This value is the amount of time, in seconds, which
must not be exceeded.
45

ACTIVITY 5A SBEC O2 SENSOR HEATER MONITOR
In this activity you will use a lab scope to watch the O2 sensor heater monitor of an
SBEC-equipped vehicle run. Answer the questions below.
1.
2.
3.
4.
5.
6.
7.
Using the appropriate wiring diagrams, identify the upstream O2 sensor signal
circuits. Back-probe one signal wire with a T-pin.
Connect one DRBIII to the DLC. Connect a second DRBIII to the accessory
outlet. The accessory outlet must stay alive when the key is shut off. If the
outlet does not stay alive, use the battery-to-outlet adapter of the MDS2 for
the power supply.
Set up the second DRBIII as a lab scope and use the O2 sensor menu.
Install a test light between ASD power and ground.
With the first DRBIII access the O2 Sensor Heater Pre-test screen and drive
the vehicle on the lift to meet all enabling conditions. After the enabling
conditions are met, switch to the 1/1 O2 Sensor Heater Monitor screen, and
turn the vehicle off.
Monitor the voltage on the lab scope display.
What voltage is displayed on the lab scope immediately after the key is turned
off?
8.
How high does the voltage go before the test indicates in progress?
9.
When the O2 sensor reaches a specific maximum voltage, the PCM turns the
heater back on and begins the test. When the test has been completed the
DRBIII indicates no response.
Turn the ignition key on and look at the O2 Heater Last Result Monitor screen.
Did the monitor pass? YES
NO
View the CARB Readiness screen.
10.
11.
ACTIVITY 5B JTEC O2 SENSOR HEATER MONITOR

In this activity you will watch the O2 sensor heater monitor of a JTEC-equipped
vehicle run. Answer the questions below.
1.
2.
3.
4.
5.
6.
View the O2 Sensor Heater Pre-test screen.

Is the coolant temperature and battery temperature within 10% of each other?
YES
NO
While viewing the O2 Heater Monitor screen, start the vehicle. The 5-volt O2
sensor signal should quickly drop.
At what voltage did the monitor report done this trip?
Did the monitor pass? YES
NO
View CARB Readiness and All OBD monitor screens.
46

MODULE 6 CATALYST MONITOR
CATALYST PRE-TEST
SBEC
JTEC
Catalyst Pre-Test
ECT Range
: 131
[95]
VSS MPH Range: 35
[0]
RPM Range
: 1440
[0]
RPM/SpdRatio : 25
[255]
MAP Range
: 12.9
[0.0]
Open Thr Time: 1.5
[0.0]
Cat Tmp Range: 0
[145]
ENABLING CONDITIONS
MAP Range
: 11.7
[0.0]
RPM Range
: 1440
[0]
Exhst Time
: 1.5
[0.0]
Cat Tmp Range: 0
[145]
260
100
2016
255
17.6
13.9
2500
17.6
2016
13.9
2500
Catalyst Pre-Test
ECT Range
: 147
[68]
Bat Tmp Range: 21
[66]
VSS MPH Range: 45
[0]
Open Thr Time: 3.0
[0.0]
Cat Tmp Range: 0
[336]
VSS MPH TIME : 1
[0]
ENABLING CONDITIONS
VSS Range
: 50.0
[0.0]
MAP Range
: 12.0
[0.0]
RPM Range
: 1344
[0]
Exhst Time
: 3.0
[0.0]
Cat Tmp Range: 0
[336]
MinTestTime : 0.3
[0.0]
260
130
100
13.9
2040
100
65.0
30.0
2048
13.9
2040
13.9
Purpose: The purpose of this screen is to inform the user when the conditions have
been met to run the catalyst monitor. This is a split screen. The pre-test enabling
conditions are located on the top half of the screen and the conditions required to
run the monitor are located on the bottom half of the screen.
Background: The catalyst monitor can use either an Exponentially Weighted Moving
Average (EWMA) strategy or a Non-EWMA strategy.
Non-EWMA Catalyst: To monitor catalyst efficiency, the PCM expands the rich
and lean switch points of the O2 sensor. With extended switch points, the
air/fuel mixture runs richer and leaner to overburden the catalytic converter.
Once the test is started, the air/fuel mixture is driven rich and lean and the O2
switches are counted. The number of downstream O2 sensor switches is divided
by the number of upstream O2 sensor switches to determine the switching ratio.
Switching Ratio =
Number of Downstream O2 Sensor Switches

Number of Upstream O2 Sensor Switches
EWMA Catalyst: The EWMA catalyst monitor differs from earlier catalyst
monitoring technology in that it requires six separate test sequences run before a
failure is recorded. The method in which the tests are run differ between SBEC
and JTEC vehicles. On SBEC vehicles, all six tests are conducted within the same
trip. On JTEC vehicles, if the PCM detects three failures it suspends testing until
the next trip. During the next trip, once enabling conditions are met, the PCM
resumes testing. If three additional failures are detected, the PCM stores a DTC
and illuminates the MIL. Another important difference between the EWMA
catalyst monitor and the early generation catalyst monitor is that the PCM is able
to compare the current upstream to downstream O2 sensor switching frequency
47

against stored data from past trips. This allows the PCM to determine if the
catalyst is naturally aging or if there has been a catastrophic failure, possibly due
to poisoning or misfire. Each time the PCM determines the instantaneous
switching frequency has exceeded the historical data, it increments the
suspicious counter. When the PCM has accumulated six suspicious counts, a
malfunction is declared.
How to Use This Screen: The main objective of this and other pre-test screens is to
make the arrows go away. Once the enabling conditions are met, the monitor
should run.
timers. The expiration of the timers indicates that the vehicle, including the exhaust
components, is hot enough to ensure accurate test results. To meet these enabling
conditions, drive the vehicle until the arrows on the screen disappear. Once all pretest conditions have been satisfied, the conditions on the bottom half of the screen
need to be met to run the monitor.
RPM/SpdRatio: The PCM determines gear selection by comparing the RPM to the
VSS ratio. The vehicle must be driven in a high enough gear to ensure sufficient load
is placed on the vehicle to heat the exhaust for accurate testing.
VSS MPH Range: A specific vehicle speed for specific length of time must be
maintained.
Exhst Time: This is a calculated value. After the PCM has inferred that the exhaust
components have reached a specific temperature, a timer begins.
SBEC: If it is difficult to maintain the vehicle in the proper MAP/RPM range to meet
monitor requirements, turn on electrical accessories to load the engine. The
increased load typically satisfies the parameters and enables the monitor to run.
JTEC: Some vehicles do not run the monitor unless the vehicle speed exceeds 50
mph. Some vehicles may require the catalyst monitor to run on a specific emissions
certification drive cycle (i.e. FTP cycle, unified cycle, or idle). See the appendix for
drive cycle specific information.
48

Enabling Conditions
The following conditions must be met to run the catalyst monitor:
Accumulated drive time
Accumulated throttle position

sensor
Enable time
Vehicle speed
MAP
Barometric pressure
RPM
Catalyst warmup counter
Engine in closed loop
Fuel level
Pending
The catalyst monitor does not run if the MIL is illuminated for any of the following:
Misfire monitor
All coolant temperature sensor

faults
Upstream O2 sensor monitor
Purge flow solenoid functionality
Upstream O2 sensor heater

monitor
Purge flow solenoid electrical
Downstream O2 sensor rationality

(middle check)
All camshaft and crankshaft shaft

sensor faults
Downstream O2 sensor heater

monitor
All injector and ignition electrical

faults
Downstream O2 sensor electrical
Fuel system monitor
VSS rationality
All EGR faults
Park/Neutral switch fault (PL only)
49

Conflict
The Task Manager does not run the catalyst monitor if any of the following conditions
are present:
EGR monitor in progress
Time since start is less than 60

seconds
Fuel system rich intrusive test in

progress
Low fuel level
EVAP monitor in progress
Low ambient air temperature
Suspend
The Task Manager suspends maturing a catalyst monitor fault if any of the following
are present:
Oxygen sensor monitor (upstream

and downstream), priority 1
EVAP monitor, priority 1
Upstream oxygen sensor heater

monitor, priority 1
Fuel system monitor, priority 2
EGR monitor, priority 1
50

EWMA CATALYST MONITOR BNK1/BNK2
SBEC
EWMA CATALYST MON
CAT EFFICIENCY DATA BNK1 :
CAT MON 1 IN PROGRESS
:
CAT MON 1 DONE THIS TRIP :
CAT MON 1 FAIL DTC SET
:
CAT MON 1 STOP TESTING
:
SLOW MOVING AVG BNK1
:
FAST MOVING AVG BNK1
:
CAT MON 1 SUSPICIOUS CNTR:
UP/DN O2 SWITCH FREQ BNK1:
1/1 O2S VOLTS
:
1/2 O2S VOLTS
:
JTEC
BNK1
80
NO
NO
NO
NO
0.00
0.00
0
0.00
0.47 VOLTS
0.49 VOLTS
EWMA CATALYST MON

CAT EFFICIENCY DATA BNK1 :
CAT MON 1 IN PROGRESS
:
CAT MON 1 DONE THIS TRIP :
CAT MON 1 FAIL THIS TRIP :
CAT MON 1 FAIL DTC SET
:
CAT MON 1 STOP TESTING
:
CAT MON 1 TEST TIME
:
SLOW MOVING AVG BNK1
:
FAST MOVING AVG BNK1
:
CAT MON 1 SUSPICIOUS CNTR:
1/1 1/2 O2 SW FREQ
:
1/1 O2S VOLTS
:
1/2 O2S VOLTS
:
BNK1
00
NO
NO
NO
NO
NO
0.0
0.00
0.00
0
0 %
5.00 VOLTS
4.88 VOLTS
Slow Moving Avg Bnk1: This is used to detect a naturally aging high mileage
catalyst. The slow moving average is determined by adding 90% of the old slow
moving average and 10% of the new instantaneous switching frequency.
Fast Moving Avg Bnk1: This is used to detect a major catalyst failure, such as a
severe misfire that has melted the catalyst substrate. The fast moving average is
determined by adding 75% of the old fast moving average and 25% of the new
instantaneous switching frequency.
Cat Mon 1 Suspicious Counter: A suspicious counter is incremented when the slow
moving average is 20% or more different than the instantaneous switching frequency.
On SBEC vehicles, if the suspicious counter increments six times, and the slow or
fast moving average is above a calibratable frequency, a DTC sets and the MIL
illuminates. On JTEC vehicles, the third suspicious count sets a 1-trip failure.
Counting resumes on the next trip. After three more suspicious counts, a DTC is
declared and the MIL is illuminated.
Up O2/Dn O2 (or 1/1, 1/2) Switch Freq Bnk1 (Instantaneous Switching
Frequency): This is the rate at which both the upstream and downstream O2
sensors cross the rich to lean switching points. The number of downstream O2
switches is divided by the number of upstream O2 switches to determine the
switching frequency ratio.
Note:
Oxygen sensor response is re-tested during the catalyst monitor to

verify that a lazy oxygen sensor is not corrupting the results of the
catalyst monitor.
51

CATALYST MONITOR BNK1/BNK2 LAST RESULT
SBEC
LAST CAT MON 1 STATUS
: 80
CAT MON 1 LAST RESULT
: MAX
CAT MON 1 FAIL THIS TEST : NO
CAT MON 1 FAIL PREV TEST : NO
LAST CAT MON 1 FREQ RATIO : 0
LAST CAT MON 1 FREQ SPEC : 62
LAST CAT SLOW O2S 1 STATUS: 00
CAT SLOW O2S 1 LAST RESULT: MAX
CAT SLOW O2S 1 FL THIS TST: NO
CAT SLOW O2S 1 FL PREV TST: NO
LAST CAT SLOW O2 1 HALF CY: No R
CAT SLOW O2 1 HALF CY SPEC: No R
JTEC
LAST CAT MON 1 FREQ RATIO : 0
LAST CAT MON 1 FREQ SPEC : 75
LAST CAT SLOW O2 1 HALF CY: 0
CAT SLOW O2 1 HALF CY SPEC: 2
1/1 O2S SWITCH COUNT
: 0
Last Cat Monitor 1 Frequency Ratio: This data represents the stored switching
frequency from the last trip.
Last Cat Monitor 1 Frequency Spec: This is the maximum switching frequency
allowed for this calibration.
Note:
See the O2 response section for O2 sensor information.
52

ACTIVITY 6 EWMA CATALYST MONITOR
In this activity you will meet the enabling conditions to run the Catalyst Monitor.
You will access various screens and monitored values to determine if the monitor
passed or failed.
Vehicle 1 (JTEC):
1.
2.
View the EWMA Catalyst Monitor Pre-test screen.

Drive the vehicle on a lift and make all the arrows on the top half of screen
disappear, then meet the enabling criteria on the bottom half of screen.
Note:
A significant number of electrical accessories may need to be turned on
to maintain both RPM and MAP vacuum in the enabling window.
3.
See the Appendix to determine whether the Catalyst Monitor for this vehicle
runs on unified, FTP, or idle cycles.
4.
5.
6.
7.
After the monitor runs, view the CARB Readiness and All OBD II Monitors
screen.
View the last result CAT monitor
YES
NO
How did the PCM make the decision that the monitor passed or failed?
8.
What was the ratio of downstream to upstream switches during the monitor?
9.
10.
Was the value above or below the specification?

Would a value of 0% switching frequency pass or fail the CAT monitor?
Vehicle 2 (SBEC):
1.
2.
View the EWMA Catalyst Monitor Pre-test screen.

Drive the vehicle on a lift and make all the arrows on the top half of screen
disappear, then meet the enabling criteria on the bottom half of screen.
Note:
A significant number of electrical accessories may need to be turned on
to maintain both RPM and MAP vacuum in the enabling window.
3.
4.
5.
6.
7.
After the monitor runs, view the CARB Readiness and All OBD II Monitors
screen.
Do not shut off the engine!
View the last result CAT monitor
YES
NO
How did the PCM make the decision that the monitor passed or failed?
53

8.
What was the ratio of downstream to upstream switches during the monitor?
9.
10.
11.
12.
Was the value above or below the specification?

Would a value of 0% switching frequency pass or fail the CAT monitor?
Rerun the upstream O2 sensor response monitor.
Access the Task Manager screen. Does the Task Manager indicate a good trip
was completed this trip?
YES
NO
If yes, what does this indicate?
13.
54

MODULE 7 EGR MONITOR
EGR AND EWMA EGR PRE-TEST
SBEC Only
EGR Pre-Test
Range
: 64
[95]
260
Tmp Range : 19
[70]
130
Run Time : 6.0
[7.4]
13.9
MPH Range : 25
[0]
100
Range
: 2.0
[0.0]
5.1
Range
: 1408
[0]
2112
Range
: 12.7
[0.0]
18.9
ENABLING CONDITIONS
TPS Range
: 2.0
[0.0]
5.1
RS/T Adp Range: -11.9 [0.0]
11.9
LS/T Adp Range: -11.9 [0.0]
11.9
Vacuum Range : 3.9
[0.0]
31.0
MAP Range
: 10.6
[0.0]
18.9
RPM Range
: 1408
[0]
2112
ECT
Bat
Min
VSS
TPS
RPM
MAP
Note:
At the time of printing, no JTEC vehicles were equipped with EGR

systems.
Note:
Like the catalyst monitor, it may be difficult to maintain the vehicle in

the proper MAP/RPM range in order to meet the monitor requirements.
When operating on a lift, turn on the electrical accessories to load the
engine. The monitor is easily enabled while driven on the road.
Background: When the EGR is flowing, it displaces air in the combustion chamber
which lowers temperatures, thus reducing oxides of nitrogen. When the system is
tested, the PCM turns off the EGR solenoid which causes an increase of oxygen into
the combustion chamber. The PCM then compensates by adding fuel. The EGR
monitor looks for the increase of fuel to be above or below a certain level.
Enabling Conditions
The following conditions must be met to operate the EGR monitor:
Engine temperature
TPS
Engine run time
Vehicle speed
Engine RPM
Short-term adaptive
MAP
55

Pending
The EGR monitor does not operate if the MIL is illuminated for any of the following:
Misfire monitor
Upstream O2 sensor monitor

faults
Upstream O2 heater monitor
All camshaft and crankshaft shaft

sensor faults
Downstream O2 sensor rationality

(middle check)
All injector and ignition electrical

faults
Downstream O2 heater monitor
All IAC motor faults
Downstream O2 sensor electrical
VSS rationality
Fuel system monitor
EGR solenoid circuit
All purge flow faults
Conflict
The Task Manager does not run the EGR monitor if any of the following conditions
are present:
Fuel system monitor
Low fuel level
Purge monitor
High altitude
Catalyst monitor
Low ambient air temperature
Suspend
The Task Manager suspends maturing an EGR system fault if any of the following are
present:
Fuel system monitor, priority 2
Upstream O2 heater monitor,

priority 1
O2 sensor monitor, priority 1
56

EGR AND EWMA EGR MONITOR
SBEC Only
EGR
EGR
EGR
EGR
EGR
EGR
EGR
EGR
EGR
1/1
EGR MONITOR
MONITOR DATA
: 80
MON IN PROGRESS
: NO
MON DONE THIS TRIP: NO
MON FAIL THIS TRIP: NO
MON FAIL 1 TRIP
: NO
SENSE VOLTS
: 3.8 VOLTS
DUTY CYCLE
: 0 %
SHORT TERM ADAP
: 0.0 %
1/1 Short-Term Adap: This line indicates the adaptive shift while the EGR is
disabled. If the EGR system is functional, the adaptive percentage should increase
enough to indicate there was the correct amount of EGR flow. Reduced exhaust gas
in the combustion chamber increases the amount of oxygen in the chamber. The O2
sensor(s) records the increased oxygen content and pulse-width is also increased.
EWMA EGR Suspicious Counter: This applies to SBEC software 6.6 and later, if
applicable to the vehicles calibrations. Refer to Module 6 - Catalyst Monitor for
additional details on suspicious counters.
EGR AND EWMA EGR MONITOR LAST RESULT
SBEC Only
EGR MONITOR LAST RESULT
LAST EGR MON STATUS
: 00
EGR MON LAST RESULT
: MAX
EGR MON FAIL THIS TEST: NO
EGR MON FAIL PREV TEST: NO
EGR S T ADAP SHIFT
: 3.01 %
EGR S T ADAP LO SPEC : 0.00 %
EGR S T ADAP HI SPEC : 0.00 %
Note:
The PCM is looking for a predetermined change in short-term

correction. If the change in short-term correction is below the
specification, EGR flow is low. However if the short-term correction
shift is above a predetermined value, EGR flow is excessive.
57

ACTIVITY 7 EGR MONITOR
In this activity you will meet the enabling conditions to run the EGR monitor. View
all the necessary DRBIII screens and answer the questions below.
1.
2.
View the DRBIII Pre-test screen.

Drive the vehicle on the lift and meet all the enabling conditions on the top half
of the screen, then meet the enabling conditions on the bottom half of screen.
Note:
It may be necessary to heavily load the electrical system to get the
MAP/RPM in the window.
3.
4.
5.
6.
View the All OBD II Monitor Status and CARB Readiness screens.
View the Last Result EGR Monitor screen.
YES
NO
What was the short-term correction shift during the test?
7.
Did this value exceed the minimum specification?
8.
Did this value exceed the maximum specification?
9.
Navigate to the DRBIII System Tests menu. Access the EGR system test.
Using the outlet of a hand-held vacuum pump, apply a small amount of
pressure to the back-pressure transducer or slightly raise the engine RPM
(back-pressure EGR system only).
Using the system test start flowing EGR.
Record the systems response.
10.
11.
58

MODULE 8 MISFIRE MONITOR
MISFIRE MONITOR PRE-TEST
SBEC
MIS-FIRE EPP DISABLED 0=OK: 0
MIS-FIRE DISABLED
0=OK: 0
ADAP NUMERATOR LEARNED
: YES
MIS-FIRE DETECTION ENABLED: YES
200 REV CNTR(Counting=OK): 0
ADAP NUM CYL 2&5 (2625)
: 2624
ADAP NUM CYL 2&5 (A000)
: 0703
AVG RPM ERROR CYL 2&5
: -0.01
ADAP NUM CYL 3&6 (2625)
: 261A
ADAP NUM CYL 3&6 (A000)
: 4177
AVG RPM ERROR CYL 3&6
: -0.01
JTEC
MIS-FIRE DISABLED 0=OK
: 0
ADAP NUMERATOR LEARNED
: NO
REVS TO LEARN ADAPNUMERATR: 32
AVERAGE RPM ERROR TOO LARG: Y
LO ADP NUM. CYL 2&3(1C9C) : 1C9C
LO ADP NUM. CYL 2&3(3800) : 3800
HI ADP NUM. CYL 2&3(3938) : 3938
HI ADP NUM. CYL 2&3(7000) : 7000
AVERAGE RPM ERROR CYL 2&3 : +0.00
LO ADP NUM. CYL 4&7(3800) : 3800
HI ADP NUM. CYL 4&7(3938) : 3938
HI ADP NUM. CYL 4&7(7000) : 7000
LO ADP NUM. CYL 5&8(3800) : 3800
HI ADP NUM. CYL 5&8(3938) : 3938
HI ADP NUM. CYL 5&8(7000) : 7000
Purpose: This screen allows the user to determine if all the conditions required to
enable misfire detection have been met.
Background: The PCM uses the crankshaft fluctuation method of determining
whether a misfire condition or symptom is present. The crankshaft fluctuation
method refers to how long it takes to get from top dead center on one cylinder to top
dead center on the next cylinder, or the deviation in time from one cylinder to the
next. Before the PCM can detect a misfire, it needs to learn information about the
crankshaft, CKP sensor, wiring, triggering device, and then determine the amount of
RPM error. This learned value is known as the adaptive numerator. To enable the
adaptive numerator, the vehicle must be driven at a wide open throttle condition,
followed by a hard, fuel shut-off deceleration.
In the example above, the SBEC-equipped vehicle has learned the adaptive
numerator:
Adaptive Numerator Learned: Indicates Yes
Adaptive Numerator Cyl 2 & 5, 3 & 6: The value in right column is different
than the default value in the brackets on the left (i.e. 2625A000 changed to
26240703).
59

In the preceding example, the JTEC-equipped vehicle has not learned the adaptive
numerator:
Adaptive Numerator Learned: Indicates No
Adaptive Numerator Cyl 2 & 3, 4 & 7, 5 & 8: The value in right column is the
same as the default value in the brackets on the left (i.e. 1C9C3800 for cylinder
1 & 3, etc.).
Lo Adp Num/Hi Adp Num: JTEC-equipped vehicles learn both high and low
adaptive numerator values. If the learned adaptive numerator value is not
within the high and low specification, fault code adaptive numerator at limit
is set.
Note:
Anytime a repair to the vehicle can change the relationship of the

crankshaft sensor to the triggering device, (i.e., crankshaft sensor, flex
plate, crankshaft, engine, etc.) the adaptive numerator must be cleared
and then relearned. Perform a reset with the DRBIII and drive the
vehicle to relearn the adaptive numerator. This is especially important
after addressing the DTC adaptive numerator at limit fault.
Misfire EPP Disabled: The PCM counts down from a predetermined number of
engine position pulses on start up, to allow the engine to stabilize prior to
performing misfire detection.
Misfire Disabled: Any number other than zero indicates something is disabling
misfire detection.
200 Rev Counter: The 200 rev counter begins incrementing when the PCM is
performing misfire detection.
Enabling Conditions
The following conditions must be met to enable the misfire monitor:
RPM
Fuel level
Barometric pressure
Learned adaptive numerator
60

Pending
The misfire monitor does not run if the MIL is illuminated for any of the following:
Engine controller faults
Upstream oxygen sensor response

faults
Fuel system monitor
EGR
All camshaft and crankshaft angle

sensor faults
5-volt output low (SBEC only)
Idle air control motor electrical

faults
Conflict
The Task Manager does not run the misfire monitor if any of the following conditions
are present:
Low fuel level
Engine RPM too low (RPM levels

vary by vehicle and model year)
MAP voltage rapidly changing
Full lean or deceleration fuel shutoff
Severe engine deceleration
Cold start until the engine crosses

above the start-to-run threshold
Throttle position sensor toggling

open/closed
61

MISFIRE MONITOR 200/1000
SBEC
MIS-FIRE EPP DISABLED 0=OK: 0
MIS-FIRE DISABLED
0=OK: 0
MIS-FIRE CNTR CAT 200 REV: 0
MIS-FIRE CNTR CAT 600 REV: 0
MIS-FIRE CNTR FTP 1000 REV: 0
MIS-FIRE CNTR FTP 4000 REV: 0
ENGINE RPM
: 0 RPM
MIS-FIRE MON DATA
: 80
MIS-FIRE MON FAIL 1 TRIP : NO
MIS-FIRE MON FAIL DTC SET : NO
JTEC
MIS-FIRE DISABLED 0=OK
: 0
AVERAGE RPM ERROR TOO LARG : Y
200 REV CNTR(Counting=OK) : 0 1000 REV
CNTR(Counting=OK)
: 0
MIS-FIRE CNTR CAT 200 REV : 0
MIS-FIRE CNTR CAT 600 REV : 0
MIS-FIRE CNTR FTP 1000 REV : 0
MIS-FIRE CNTR FTP 4000 REV : 0
ENGINE RPM
: 0 RPM
MIS-FIRE MON DATA
: 00
MIS-FIRE MON FAIL THIS TRIP: NO
Purpose: This screen allows the user to monitor the vehicle for any misfires.
Note:
The first two lines indicate whether or not misfire detection is enabled.
See the previous screen for details.
Misfire is a continuous running monitor. It only stops running if a
failure is detected. To verify that a misfire has been repaired, the
monitor must be run in a similar conditions window.
Background: The PCM monitors for different types of misfire.
Catalyst Damaging Misfire: This value is based on the percentage of misfire

within three 200 revolution counts. When a misfire percentage exceeds a
predetermined value, a 1-trip failure is declared, unless the percentage of
misfire is above a predetermined threshold within the first 200 revolutions.
The MIL flashes while the misfire is severe enough to cause imminent catalyst
damage.
FTP or I/M Misfire: This value is based on the percentage of misfire within
four counts of 1000 revolutions. When the percentage of misfire exceeds a
predetermined value and causes an emissions increase, based on either FTP or
I/M (smog test no longer used), the PCM increments a 1-trip failure.
Misfire Counter Cat 200 Rev: This line indicates the PCM is counting misfires
within a 200 rpm block.
Misfire Counter Cat 600 Rev (Cat Damage): Misfires are counted in 200 rpm
blocks. The 600 revolution counter increments a count of one for each 200
revolution period where misfire percentage exceeds the threshold for a catalyst
damaging misfire.
Misfire Counter FTP 1000 Rev (FTP Emissions): Misfires are counted in 200
rpm blocks. The 1000 revolution counter increments a count of one for each
62

200 revolution period where misfire percentage exceeds the threshold for a FTP
or I/M failure.
Misfire Counter FTP 4000 Rev (FTP Emissions): Due to a change in the EPA
standards, all 98 and newer vehicles count FTP misfires based on a percentage
of misfire within 4000 revolutions. Each time the percentage of misfire based
on 1000 revolutions exceeds the threshold, the 1000 revolution counter
increments a count of one. When it counts to four, a 1-trip failure is recorded.
Average RPM Error Too Large: This is determined by comparing the high adaptive
numerator specification to the low adaptive numerator specification.
MISFIRE MONITOR SCW
SBEC
MIS-FIRE MON SCW
MIS-FIRE SAME WARMUP STATE:
MIS-FIRE IN SIM WINDOW
:
MIS-FIRE ABSOLUTE MAP
:
ABSOLUTE MAP
:
MIS-FIRE ENGINE RPM
:
ENGINE RPM
:
200 REV CNTR(Counting=OK):
SCW CAT 200 REV CNTR
:
:
MIS-FIRE MON DATA
:
JTEC
NO
NO
7.9 in Hg
29.3 in Hg
1440 RPM
0 RPM
0
0
0
80
MIS-FIRE MON SCW

MIS-FIRE IN SIM WINDOW
:
:
ABSOLUTE MAP
:
MIS-FIRE ENGINE RPM
:
ENGINE RPM
:
200 REV CNTR(Counting=OK):
SCW FTP 1000 REV COUNTER :
:
MIS-FIRE MON DATA
:
NO
0.0 in Hg
29.5 in Hg
0 RPM
0 RPM
0
0
0
00
Similar Conditions Window: A similar conditions window is achieved when engine

RPM is within 375 rpm and MAP vacuum is within 20% of when the fault
occurred. The vehicle must also be in the same warm-up state, with engine
temperature either above 160F or engine temperature below 160F, whichever state
occurred during the malfunction.
Purpose: The similar conditions window allows the user to operate the vehicle to
achieve the same load and temperature state as when the vehicle failed the monitor.
Drive the vehicle until In Similar Window indicates yes. Once this condition is
achieved, maintain a steady load and keep the vehicle operating within this window
until the PCM reports done this trip or increments a good trip.
Note:
Certain failures create a similar conditions window that cannot be

duplicated after the vehicle is repaired. For example, a misfire
condition may drop vacuum to a point that is unrealistic and cannot be
duplicated after a repair has been made. When this occurs, the best
way to verify the repair is to use the live Which Cylinder is Misfiring
screen while operating the vehicle under all load conditions.
Misfire Same Warm-up State: There are two warm-up states, above 160F or below
160F. You must be in the same warm-up state as the failed trip to enter the similar
conditions window.
63

200 Rev Counter: The counter increments if the PCM is performing misfire
detection.
SCW Cat 200 Rev Counter: The counter increments if the PCM is detecting catalyst
damaging misfire while in the similar conditions window.
SCW FTP 1000 Rev Counter: The counter increments if the PCM is detecting an
emissions (FTP) misfire while in the similar conditions window.
Misfire Good Trip Counter: If the monitor passes, it increments the good trip
counter. Three good trips extinguish the MIL, and 40 warm-up cycles erase the DTC
and Freeze Frame.
WHICH CYLINDER IS MIS-FIRING
SBEC
CYL
CYL
CYL
CYL
CYL
CYL
1
2
3
4
5
6
WHICH CYL IS MIS-FIRING

MIS-FIRE 200 REVS: 0
JTEC
CYL
CYL
CYL
CYL
CYL
CYL
CYL
CYL
WHICH CYL
1 MIS-FIRE
8 MIS FIRE
4 MIS FIRE
3 MIS FIRE
6 MIS FIRE
5 MIS FIRE
7 MIS FIRE
2 MIS-FIRE
IS MIS-FIRING-8 CYL
COUNTER: 0
COUNTER: 0
COUNTER: 0
COUNTER: 0
COUNTER: 0
COUNTER: 0
COUNTER: 0
COUNTER: 0
Purpose: This screen displays live information. It displays misfire detection results
for each cylinder.
Note:
The PCM indicates misfire results only if misfire detection is enabled.

See Misfire The Pre-test screen for further information regarding the
enabling criteria.
MISFIRE MONITOR LAST RESULT

SBEC
MIS-FIRE MON LAST RESULT
RUNTIME AT MIS-FIRE
: 0.00 MINs
RATE WHICH CAUSED MIS-FIRE: 0
: 7.9 in Hg
MIS-FIRE ENGINE RPM
: 1440 RPM
DTC TYPE - CAT MIS-FIRE
: NO
DTC TYPE - FTP MIS-FIRE
: NO
DTC TYPE - I/M MIS-FIRE
: NO
FAULT TYPE - 1 TRIP CAT MF: NO
FAULT TYPE - 1 TRIP FTP MF: NO
FAULT TYPE - 1 TRIP I/M MF: NO
JTEC
MIS
DTC TYPE
DTC TYPE
DTC TYPE FAULT TYPE
FAULT TYPE
FAULT TYPE
FIRE MON LAST RESULT

CAT DAMAGE MF : NO
FTP MIS-FIRE
: NO
I/M MIS-FIRE
: NO
- 1 TRIP CAT MF: NO
- 1 TRIP FTP MF: NO
- 1 TRIP I/M MF: NO
Purpose: This screen records the monitor result of the previous trip.
64

DTC Type Cat/FTP/IM: This line advises the user whether or not the PCM has set a
DTC for a particular type of misfire.
Fault Type Cat/FTP/IM: This line advises the user whether or not the PCM has set
a 1-trip failure for a particular type of misfire.
Note:
An I/M misfire is a test conducted at an I/M station. Misfire

detection is conducted while the vehicle is being inspected and
operated at 2500 rpm. This specification is no longer used.
HISTORICAL MISFIRE 8-CYLINDER

SBEC
This screen will soon be available on
SBEC vehicles.
CYL
CYL
CYL
CYL
CYL
CYL
CYL
CYL
1
8
4
3
6
5
7
2
JTEC
Purpose: This screen is similar to the Last
Result screen. It is available on JTECequipped vehicles and is stored
information.
HISTORICAL MIS-FIRE 8-CYL

MIS FIRE COUNTER: 0
MIS FIRE COUNTER: 0
MIS FIRE COUNTER: 0
MIS FIRE COUNTER: 0
MIS FIRE COUNTER: 0
MIS FIRE COUNTER: 0
MIS FIRE COUNTER: 0
MIS FIRE COUNTER: 0
65

ACTIVITY 8A MISFIRE MONITOR
This activity demonstrates the misfire enabling conditions, including the misfire
adaptive numerator and activation of the misfire monitor. Answer the questions
below.
1.
2.
3.
View the Misfire Pre-test screen. Is the PCM capable of misfire detection?
YES
NO
What are some of the conditions that could prevent the PCM from performing
misfire detection?
Has the adaptive numerator been learned?
4 Cyl:
V-6:
3.9L V-6:
4.0L:
V-8:
V-10:
4.
5.
6.
7.
8.
1
1
1
1
1
1
and
and
and
and
and
and
4,
4,
4,
6,
6,
6,
YES
NO
Companion Cylinders
3 and 2
2 and 5, 3 and 6
6 and 3, 5 and 2
5 and 2, 3 and 4
8 and 5, 4 and 7, 3 and 2
10 and 5, 9 and 8, 4 and 7, 3 and 2
Does the adaptive numerator for the companion cylinders indicate the PCM has
determined the learn values?
YES
NO
Ground the spark plug wire or install a spare COP or injector.
View the Misfire Monitor 200/1000 Rev screen.
Start the vehicle. Allow the vehicle to run until the monitor window indicates it
has failed 1-trip/this trip. Turn the vehicle off.
View and record information from the Read DTC, 1-trip Failures, Task
9.
What is the P-code and priority of the DTC?
10.
View the Misfire Monitor SCW screen.
66

11.
Repair the vehicle, start and operate the vehicle in the similar conditions
window. What conditions must be satisfied to run the vehicle in the similar
conditions window?
12.
13.
14.
15.
Operate the vehicle in similar conditions window until a good trip increments.
Ground the spark plug wire or install the spare COP.
View the Misfire Monitor 200/1000 Rev screen.
Start and run the vehicle until the monitor indicates it has failed 1-trip/this
trip. Turn the vehicle off.
Repeat this procedure to mature the misfire fault.
View and record information from the Read DTC, 1-trip Failures, Task
16.
17.
18.
What is the P-code and priority of the DTC?
19.
How has the Freeze Frame information changed?
20.
Repair the vehicle and operate in the similar conditions window to record one
good trip.
Clear the DTCs.
21.
67

ACTIVITY 8B MISFIRE MONITOR
This is an instructor led activity. Engine-running and snap-throttle compression
tests are demonstrated.
Running Compression Test
Current regulations require manufacturers to monitor for catalyst-damaging and
emissions-increasing misfires. Since most manufacturers use the crankshaft
fluctuation method of determining misfires, the root cause of a misfire may not be
combustion or compression related. However, often times when there is an internal
engine malfunction, it frequently goes undetected until all other possibilities are
exhausted. This is an excellent opportunity to go back to basics and remind you of
an invaluable test that measures the volumetric efficiency of the effected cylinder.
This test is an accurate, if slightly esoteric and time consuming, test of cylinder
breathing. It is, in fact, recommended by Detroit Diesel instead of a normal
compression test, and is often taught by many instructors as part of their state
emission training programs.
Theory Behind This Test
When you perform a standard, cranking compression test, you are checking cylinder
sealing, not breathing (volumetric efficiency). This test looks at an individual
cylinders ability to breathe.
As an example, lets say the engine is running at 18 in. of vacuum. If barometric
pressure is about 30 in., the difference (30 18 = 12) represents what the engine is
inhaling. Twelve in. mercury is equal to about 6 psi absolute air pressure.
Compressed to about an 8:1 ratio, you should get 6 X 8 = 48 psi pressure if all the air
makes it into the cylinder and then gets exhaled. Therefore, your idle reading on
running compression is about 50 psi.
When you snap the throttle, the manifold vacuum drops, so the absolute air pressure
going into the cylinder increases.
How to Perform a Running Compression Test
1.
Start with a normal cranking compression test to eliminate rings, valves, holes
in pistons, etc. The engine should be warm.
2.
Put all spark plugs but one back in. Ground the plug wire, or leave the COP
assembly unplugged to prevent PCM damage. (This step may be skipped if the
Schraeder valve is removed from the compression gauge. Refer to the next
step). Disconnect the fuel injector on the cylinder to be tested.
3.
Install the compression tester.
Note:
It is often recommended to remove the Schraeder valve to prevent
damage to it. If you elect to leave the Schraeder valve in place, the
compression gauge should be burped every 5-6 puffs. The test may
burn-up the Schraeder valve. Have spare valves available.
68

4.
5.
Start the engine and take a reading. Record the value.

Now quickly move the throttle plate to the wide-open position and release. This
gives you a snap acceleration reading. Record the value.
Note:
Do not use the gas pedal for this. The idea is to open and close the
throttle as quickly as possible without getting an increase in engine
RPM. This forces the engine to take a big gulp of air.
6.
Analysis:
Normal Readings
Cylinder
Static Compression
Running Idle
Snap Acceleration
150
75
125
165
80
130
160
75
120
160
80
125
Running compression at idle should be about 50% of the static (cranking)

compression. Snap throttle compression readings should be about 80% of cranking
compression.
Restricted Intake
Cylinder
Static Compression
Running Idle
Snap Acceleration
150
75
80
165
80
130
160
75
120
160
80
125
If the snap reading is low (much less than 80% of cranking compression), look for
something restricting the incoming air on that cylinder, such as a severely carboned
intake valve, worn cam lobe, rocker/follower problem, etc. Comparing measurements
among cylinders is important.
Restricted Exhaust
Cylinder
Static Compression
Running Idle
Snap Acceleration
150
75
180
165
80
130
160
75
120
160
80
125
69

If the snap reading is higher than 80% of cranking compression, look for something
restricting the exhaust on that cylinder, such as a worn exhaust lobe on the
camshaft, collapsed lifter, or worn follower/rocker.
Perform the following compression tests as directed by your instructor.
Cylinder
Static Compression
Running Idle
70
Snap Acceleration

MODULE 9 PURGE FLOW MONITOR
PURGE FLOW PRE-TEST
SBEC
Purge Flow Pre-Test
ECT Range
: 160
[95]
Min Run Time : 10.0
[10.6]
VSS MPH Range: 0.0
[0.0]
ENABLING CONDITIONS
Target RPM
: -192
[-816]
MAP Range
: 0.0
[0.0]
JTEC
260
13.9
1.0
320
17.8
Purge Flow Pre-Test

ECT Range
: 171
[68]
Bat Tmp Range: 21
[66]
Min Run Time : 2.0
[13.6]
Baro Range
: 22.1 [29.5]
ENABLING CONDITIONS
Adap Cell ID : 0.0
[21.0]
374
130
13.9
31.0
20.0
Purpose: This screen allows the user to check the conditions required to enable the
purge flow monitor.
Note:
The enabling conditions required to run the purge flow monitor on

LDP-equipped vehicles are different than the conditions required to run
the purge flow monitor on non LDP-equipped vehicles.
Enabling Conditions (without LDP)

The following conditions must be met to operate the purge flow monitor:
Engine run time
Barometric pressure
RPM stable
Fuel level
MAP
Engine temperature
Generator, radiator fans, A/C

clutch
Enabling Conditions (with LDP)

The following conditions must be met to operate the purge flow monitor:
No stalling
Barometric pressure
Power Take-Off (PTO) not active
Fuel level
Battery voltage
Engine temperature
71

Pending (SBEC)
The purge flow monitor does not run if the MIL is illuminated for any of the following:
Misfire monitor
All upstream O2 sensor faults
EGR solenoid circuit fault
All downstream O2 sensor faults
All ignition coil circuit faults
Fuel monitor
P/N rationality
EGR monitor
Baro pressure low fault
Charge temperature sensor fault

(PL only)
Power steering fault (PL only)
Transmission faults

faults
High manifold air flow fault
5-volt output fault
Brake switch fault

faults
Evaporative system faults (PL only)
Inlet air temperature sensor fault
Pending (JTEC)
The purge flow monitor does not run if the MIL is illuminated for any of the following:
Misfire monitor
All upstream O2 sensor faults

faults
Fuel monitor
EGR monitor
EGR solenoid circuit fault
All ignition coil circuit faults
P/N and idle rationality

faults
Power steering switch fault
Aux 5-volt output fault
72

Conflict
The Task Manager does not run the purge flow monitor if any of the following
conditions are present:
Catalyst
Fuel monitor
EGR
Misfire
PURGE FLOW MONITOR

SBEC
PURGE FLOW MONITOR
PURGE FLOW MON DATA
: 80
PURGE MON IN PROGRESS : NO
PURGE MON DONE THIS TRP: NO
PURGE MON FAIL THIS TRP: NO
PURGE MON FAIL 1 TRIP : NO
PURGE MON FAIL DTC SET : NO
PURGE MON STOP TESTING : NO
PURGE SOLENOID FLOW
: 0 %
DES LDP SOLENOID
: BLOCK
LEAK DETECT PUMP SW
: CLOSED(DN)
1/1 SHORT TERM ADAP
: 0.0 %
2/1 SHORT TERM ADAP
: 0.0 %
JTEC
PURGE FLOW MONITOR
PURGE FLOW MON DATA
: 00
PURGE MON IN PROGRESS : NO
PURGE MON DONE THIS TRP: NO
PURGE MON FAIL THIS TRP: NO
PURGE MON STOP TESTING : NO
PURGE DUTY CYCLE
: 0 %
PFM DUTY CYCLE
: 0 %
DES LDP SOLENOID
: VACBLOCKED
LEAK DETECT PUMP SW
: CLOSED(DN)
A vehicle equipped with an LDP conducts the purge flow monitor differently than a
vehicle not equipped with an LDP.
Vehicles without LDP
Stage 1
Purge cells are compared against purge-free cells. If the value exceeds the
threshold, the monitor passes without advancing to stage 2. If the values do
not exceed the threshold, proceed to stage 2.
Stage 2
Update the purge-free cells.
The PCM opens the purge solenoid and looks for one of the following to occur: a
short-term shift above a predetermined percentage, OR the RPM increases
above a predetermined threshold, OR the IAC motor closes a specific number of
steps.
73

Vehicles with LDP
Note:
The purge flow monitor is coupled to the LDP test. If the LDP cannot
run, neither does the purge flow monitor.
The LDP monitor runs.
After the LDP monitor is successfully completed and the enabling conditions
are met, the purge flow monitor runs.
Stage 1
Stage 2
The PCM opens the purge solenoid and looks for a short-term shift above a
predetermined percentage.
PURGE MONITOR LAST RESULT

SBEC
PURGE
LAST PURGE MON
PURGE MON LAST
PURGE MON FAIL
PURGE MON FAIL
PURGE S T ADAP
PURGE S T ADAP
MON LAST RESULT

STATUS : C1
RESULT : MIN
THIS TST: NO
PREV TST: NO
SHIFT
: 10.1 %
SPEC
: 10.1 %
JTEC
PURGE S T ADAP SHIFT: 0.0 %
PURGE S T ADAP SPEC : 10.5 %
Purpose: This screen records the monitor result of the previous trip.
Purge Mon Last Result: The PCM looks for a minimum short-term correction
percentage to be exceeded.
Purge S T Adap Shift: This is the short-term shift which occurred during the last
test.
Purge S T Adap Spec: This is the minimum short-term correction required to pass
the monitor.
Vehicles Not Equipped with LDP: On vehicles not equipped with LDP, there are
three ways in which the purge monitor may pass. As the PCM ramps open the purge
solenoid, it is looking for a shift in short-term compensation. If the short-term value
does not change, it then looks for an increase in RPM. If there is no change in shortterm compensation or if the RPM does not increase, the PCM then looks for a shift in
IAC position towards the closed position. If any one of these items indicate a change,
the PCM concludes there is flow through the purge system and the monitor passes.
74

MODULE 10 LDP MONITOR (WITH PURGE MONITOR)
LDP PRE-TEST
SBEC
LDP Pre-Test
Bat Tmp Range: 39.2
[69.8]
ECT/Bat Range: 0.0
[25.2]
ENABLING CONDITIONS
Volts Range : 9.0
[12.1]
Vacuum Range : 3.9
[0.0]
JTEC
89.6
19.8
15.8
31.0
LDP Pre-Test
Amb Tmp Range: 39.2
[68.0]
Bat Tmp Range: 21
[66]
Baro Range
: 22.1
[29.5]
ECT/Bat Range: 0.0
[1.8]
FUEL LEVEL
: 2.6
[1.1]
ENABLING CONDITIONS
VSS Range
: 0.0
[0.0]
Volts Range : 10.5
[12.2]
Vacuum Range : 4.9
[29.5]
89.6
130
31.0
18.0
5.0
10.0
15.2
31.0
Purpose: The conditions listed on the DRBIII screen must be met before running
the LDP monitor.
Operation: In order to prevent false passes, the LDP monitor runs on a cold start.
Fuel vapors are generated as soon as the fuel in the tank begins to warm-up. The
increase in vapor pressure could cause the LDP monitor to register a false pass.
Note:
On ST22 vehicles and vehicles equipped with an NGC controller and

NVLD, the opposite is true. The warmer the fuel system gets, the more
likely it is to fail the evaporative leak detection test.
75

EVAPORATIVE LEAK DETECTION MONITOR
SBEC
LDP SWITCH STATUS
: 80
LDP SWITCH TEST
: Test Pend
PINCHED LINE STATUS : 80
PINCHED LINE TEST
: Test Pend
GROSS LEAK STATUS
: 80
GROSS LEAK TEST
: Test Pend
.040 LEAK STATUS
: 80
.040 LEAK TEST
: Test Pend
.020 LEAK STATUS
: 00
020 LEAK TEST
: Comp/Stop
LDP ABORT STATUS
: NONE
LDP MON STATE
: 0-Test Ini
LDP MON AVG PUMP TIME: 25.60 SEC
LEAK DETECT PUMP SW : CLOSED(DN
DES LDP SOLENOID
: BLOCK
PURGE SOLENOID FLOW : 0 %
JTEC
LDP MONITOR DATA
: 00
LDP MON IN PROGRESS
: NO
LDP MON DONE THIS TRIP
: NO
LDP MON FAIL THIS TRIP
: NO
LDP MON DONE/STOP TESTING: NO
LDP ABORT STATUS
: Pending
LDP MON STATE
: 9-Comp/Sto
LDP MON AVG PUMP TIME
: 0.00 SEC
LEAK DETECT PUMP SW
: OPEN (UP)
DES LDP SOLENOID
: VACBLOCKED
PURGE DUTY CYCLE
: 0 %
Stages of an LDP Test:
Hardware check (LDP switch and LDP solenoid continuity test)
Pinched line test
Pump mode: pressurize system
Gross leak test (0.040+ in.)
Medium leak test (0.020 to 0.040 in.)
Small leak test (under 0.020 in.)
Purge Flow Monitor:

On LDP-equipped vehicles, the purge flow monitor begins after the LDP monitor has
been successfully completed.
LDP test runs
Update purge-free cells
Stage 1
Stage 2
76

The PCM opens the purge solenoid and looks for a short-term shift above a
predetermined percentage.
Note:
If a vehicle fails the gross leak test but then passes on the next trip, it
is assumed the gas cap was left off and the MIL is extinguished after
completing one good trip.
LDP MONITOR LAST RESULT

SBEC
LDP MON LAST RESULT
LAST LDP MON STATUS
: CO
LDP MON LAST RESULT
: MIN
LDP MON FAIL THIS TEST
: NO
LDP MON FAIL PREV TEST
: NO
LDP MON AVG PUMP TIME
: 25.60 SEC
LDP MON AVGPUMP TIME SPEC: 1.91
LDP MON PUMP TIME RESULT : VALID
LDP MON FAILURE
: None
JTEC
LDP
LDP
LDP
LDP
LDP
LDP
LDP MON LAST RESULT

MON AVG PUMP TIME
: 0.00 SEC
MON AVGPUMP TIME SPEC : 1.58
AVG PUMP TIME
: VALID
.020 AVG PUMP TIME
: 0.00 SEC
.020 AVG PUMP TIME SPEC: 1.8
AVG PUMP TIME
: VALID
LDP Mon Avg Pump Time: This is the average amount of time needed for the spring
to push the diaphragm down to the point where the switch closes. The higher the
value, the higher the pressure in the evaporative system.
LDP Mon Avg Pump Time Spec: This is the minimum amount of time it should take
the spring inside the LDP pump to push the diaphragm down to the point where the
switch closes.
SBEC SPECIFIC LDP MONITOR SCREENS
SBEC
LDP
LDP
LDP
LDP
LDP
LDP MONITOR FAILURES

SW/MECH FAULT DETECTED: NO
PINCH LN DETECTED
: NO
.020 LEAK DETECTED
: NO
.040 LEAK DETECTED
: NO
GROSS LEAK DETECTED
: NO
JTEC
LDP .020 TEST LAST RESULT
LAST LDP .020 MON STATUS : 00
LDP .020 LAST RESULT
: MAX
LDP .020 FAIL THIS TEST : NO
LDP .020 FAIL PREV TEST : NO
LDP .020 AVG PUMP TIME
: No Resp
LDP .020 PUMP TIME SPEC : No Resp
LDP .020 PUMP TIME RESULT: No Re
LDP MON FAILURE
: None
LDP PINCHED LINE LAST RESULT

LAST LDP PINCH LN STATUS
: 80
LDP PINCH LN LAST RESULT
: MAX
LDP PINCH LN FAIL THIS TEST: NO
LDP PINCH LN FAIL PREV TEST: NO
LDP MON PINCH LN TIME
: 0.50 SEC
LDP MON PINCH LN SPEC
: 3.92 SEC
LDP MON FAILURE
: None
77

Enabling Conditions
The following conditions must be met to operate the LDP monitor:
No stalling
Barometric pressure
Power Take-Off (PTO) not active
Fuel level
Battery voltage
Engine temperature
Pending (SBEC):
The LDP monitor does not run if the MIL is illuminated for any of the following:
Ambient/battery temperature
sensor electrical faults
EGR solenoid electrical faults (PL

only)

sensor faults
Baro out of range (PL only)
LDP solenoid circuit (PL only)
LDP pressure switch fault (PL only)
Pending (JTEC)
The LDP monitor does run if the MIL is illuminated for any of the following:
Ambient/battery temperature
sensor electrical faults

sensor faults
LDP Solenoid Circuit
Vehicle speed sensor faults
Conflict
The Task Manager does run the LDP monitor if any of the following conditions are
present:
Catalyst
Fuel monitor
EGR
Misfire
78

ACTIVITY 9 AND 10 LDP AND PURGE MONITOR
This is an instructor-led activity. It outlines the procedure for testing the LDP
system. Follow the directions carefully and answer the questions below.
1.
2.
3.
4.
5.
View the DTCs and 1-trip failures.

DTCs:
1-trip Failures:
Are any Good Trips indicated in memory?
YES
NO
View the LDP Last Results.
Spec:
Avg. Pump Time:
Using the DRBIII System Test, run the LDP Monitor Test and record the
results from the LDP Last Result and Evap Leak Detect Monitor screens:
Spec:
Avg. Pump Time:
LDP Switch Test:
PASS
FAIL
Pinched Line Test:
PASS
FAIL
Gross Leak Test:
PASS
FAIL
0.040 in. Leak Test:
PASS
FAIL
0.020 in. Leak Test:
PASS
FAIL
INVALID
Do the LDP Last Results indicate the DTC is current?
YES
NO
PCM Natural Monitor: Prior to 2001 Software (SBEC and JTEC), the average pump
period for the (0.040 in.) test previously read 25.5 seconds (SBEC) and up to 55
seconds (JTEC) on perfectly sealed systems. The new quick pass test stops averaging
the pump periods as soon as it gets a pass. Therefore, you may see 6 to 11 seconds
(for SBEC) or 14 seconds (for JTEC) for the 0.040 in. leak last LDP average pump
period when the PCM runs the natural monitor. In the past, this indicated a leak
below the failure threshold. This is no longer true on 2001 and later software.
DRBIII Forced LDP Monitor: The DRBIII forced monitor does not use a quickpass threshold. Rather, the service test runs longer to allow decisions to be made on
how well the system is sealing. Based on this, you will notice a discrepancy between
the results stored from the forced monitor, versus what you see if the PCM runs the
natural monitor.
Note:
The results of the forced monitor are not 100% accurate unless
conducted while cold. As the vehicle warms up, the evaporative
pressure increases to the point where you may receive a false pass,
when in fact there is a leak. This is why the natural monitor can only
be run on a cold start.
79

Small, Medium and Gross Leak Diagnosis
Phase 1 Test: Leak Test
6.
Apply a constant source of vacuum to the LDP solenoid by applying vacuum to
the SVST valve (black tee with a green cap 96/97 models only) or to the
plastic line going down to the leak detection pump solenoid.
Note:
An A/C evacuation pump or a running engine is the preferred method
for a constant source of vacuum. A hand-held vacuum pump may leak
down if used for this test. If you chose to use the vehicles own engine
vacuum, be sure to disconnect the purge solenoid to avoid purging
while the monitor runs or the test may fail. Be aware that DTCs may
have to be cleared. Use caution as clearing DTCs also erases all stored
OBD II data.
7.
Using the DRBIII, go to Engine/System Tests, select Leak Detect Pump Test
and select option 3 (Hold PSI). This energizes the LDP solenoid and allows the
vacuum from the constant vacuum source to apply vacuum to the LDP pump
diaphragm. This lifts the diaphragm up and seals the atmospheric vent at the
bottom of the leak detection pump. The evaporative system is now ready to be
pressurized.
8.
Evaporative emissions leak detector (EELD) hookup:
Connect the red power lead to a 12V DC power supply.
Connect the black lead to a chassis ground.
Connect shop air to the 8404 Evaporative Emissions Leak Detector (EELD).
9.
Set the control knob to air.
10. Insert the testers air supply tip (clear hose) into the appropriate calibration
orifice on the testers control panel (based on the DTC).
11. Press the remote start button.
12. Position the red flag on the flow meter so it is aligned with the indicator ball.
When calibration is complete, release the remote button. This calibrates the
flow meter in liters per minute to the size leak (based on the DTC) you are
looking for.
13. Install the Service Port Adapter (Miller tool #8404-14) on the vehicles service
port, or to the service port on the Fuel Tank Adapter (Miller tool #6922 or Miller
tool #8382).
14. Connect the air supply hose from the EELD to the service port or fuel tank
adapter.
15. Press the remote button to activate airflow.
Note:
Larger volume fuel tanks, and/or those with lower fuel levels, may
require four or five minutes to completely fill the system with air.
80

16.
17.
18.
If the fuel level is over 85% on vehicles with ORVR, it may be necessary to
perform this procedure from both the service valve and tank adapter, due to
closure of the ORVR flow control valve.
Compare the flow meter indicator ball reading to the red flag.
Above the red flag is an unacceptable leak (vehicle failed: go to Phase Two).
Below the red flag is acceptable (vehicle passed: Test Complete).
Did the EELD indicate that the system has a leak above the acceptable limit?
YES
NO
Phase 2 Test: Locate Leak

19. Remove the air supply hose from the service port of Fuel Tank Adapter
20. Connect the smoke supply tip (black hose) to the service port or fuel tank
adapter.
21. Set the control switch to smoke.
22. Press the remote start button.
If inputting the smoke through the service port adapter, verify smoke has
filled the evaporative system by removing the fuel cap until the smoke
begins to escape. Reinstall the cap.
If inputting smoke through the fuel tank adapter, verify smoke has filled
the evaporative system by depressing the Schraeder valve on the service
port adapter until smoke begins to escape from the adapter.
23. Once smoke is observed, close the EVAP system by either reinstalling the fuel
cap, or releasing the Schraeder valve.
Note:
For optimal performance, introduce smoke into the system for an
additional 60 seconds. Continue introducing smoke at 15-second
intervals as necessary.
24.
Using the white light, follow the evaporative system path and look for the
source of the leak (exiting smoke). Make sure to check that the normallyclosed purge solenoid is not leaking into the intake manifold.
25. If the leak is in a concealed area, stop the smoke and use the ultraviolet black
light, while wearing the supplied yellow glasses, to locate the residual
ultraviolet dye left behind by the escaping smoke. The leak deposits a residual
fluid that is either bright green or yellow in color when viewed with a UV light
source.
26. Repair the leak, and re-test the system by performing Phase 1 testing again to
verify your repair. Follow-up with an LDP Monitor Test and view the LDP
Monitor Last Results.
Switch or Mechanical Fault Diagnosis
Note:
The fault code Switch or Mechanical Fault indicates the PCM does
not see the reed valve switch in the LDP toggling as it cycles the LDP
solenoid on and off.
81

27.
28.
29.
30.
31.
32.
To verify proper switch operation, start the engine and, using the DRBIII, go
to Engine/System Tests and select Leak Detect Pump Test.
Select option 1 and immediately press the down arrow on the DRBIII. This
puts the LDP in the slow pumping or switch test mode. If the system is
working correctly, the leak detect pump switch toggles back and forth between
closed (down) and open (up).
Does the switch indicate that it is toggling?
YES
NO
If the switch is toggling, the condition does not presently exist that set the DTC.
If the switch does not toggle, check the following items:
Is there a good source of vacuum at the leak detection pump?
YES
NO
Is there any physical damage to the LDP?
YES
NO
Have there been any collision repairs performed to the vehicle?
YES
NO
If the DRBIII switch state indicates closed/down, unplug the LDP pump.
Does the status change to open/up?
YES
NO
If so, the wiring and the PCM logic are OK and the pump is suspect.
If the DRBIII switch state indicates closed/down, unplug the LDP
connector and inspect the connector terminals and LDP pins. Jumper the
connector from the 12-volt feed to the PCM sense circuit (consult wiring
diagrams). If the DRBIII now toggles to closed/down, the LDP pump is
suspect.
If there is no change in state: Are 12 volts getting to the pump? If not,
trace the circuit back. Once the voltage source has been eliminated: Is
there an open between the PCM sense circuit at the connector and the PCM
itself?
If conditions permit, rerun the LDP Monitor, then meet the enabling conditions
and run the Purge Flow monitor. Did the Purge Monitor pass or fail?
33.
What was the percentage of STFT shift at the completion of the monitor?
34.
Access the Purge Vapors Test under Engine Systems Test and actuate purge.
What were the results of the system test?
82

MODULE 11 NVLD
The Natural Vacuum Leak Detection (NVLD) system is the next generation
evaporative leak detection system that will first be used on vehicles equipped with the
Next Generation Controller (NGC) starting in 2002 model year. This new system
replaces the leak detection pump as the method of evaporative system leak detection.
The current CARB requirement is to detect a leak equivalent to a 0.020 in. (0.5 mm)
hole. This system has the capability to detect holes of this size very dependably.
The basic leak detection theory employed with NVLD is the "Gas Law". This is to say
that the pressure in a sealed vessel changes if the temperature of the gas in the
vessel changes. The vessel only sees this effect if it is indeed sealed. Even small leaks
allow the pressure in the vessel to come to equilibrium with the ambient pressure.
A patent application covering this leak detection concept has been received from the
U.S. Patent Office.
In addition to the detection of very small leaks, this system has the capability of
detecting medium as well as large evaporative system leaks.
The NVLD Utilizes the Gas Law Principles
A vent valve seals the canister vent during engine off conditions. If the vapor system
has a leak of less than the failure threshold, the evaporative system is pulled into a
vacuum, either due to the cool down from operating temperature or day-to-night
temperature cycling. This effect is considered one of the primary contributors to leak
determination by this diagnostic procedure.
When the vacuum in the system exceeds about 1 in. H2O (0.25 KPA), a vacuum
switch closes. The switch closure sends a signal to the NGC. The NGC, via the
appropriate logic strategies described below, utilizes the switch signal, or lack
thereof, to make a determination of whether a leak is present.
The NVLD Device and How it Functions
The NVLD device is designed with a normally open vacuum switch, a normally closed
solenoid, and a seal, which is actuated by both the solenoid and a diaphragm. The
NVLD is located on the atmospheric vent side of the canister. The NVLD assembly
may be mounted on top of the canister outlet, or in-line between the canister and
atmospheric vent filter.
The normally open vacuum switch closes with about 1 in. H2O (0.25 KPA) vacuum in
the evaporative system. The diaphragm actuates the switch. This is above the
opening point of the fuel inlet check valve in the fill tube, allowing cap off leaks to be
detected. In order to detect cap off conditions, submerged fill systems must have
recirculation lines that do not have the in-line normally closed check valve that
protects the system from failed nozzle liquid ingestion.
The normally closed valve in the NVLD is intended to maintain the seal on the
evaporative system during the engine off condition. If vacuum in the evaporative
system exceeds 3 in. to 6 in. H2O (0.75 to 1.5 KPA), the valve is pulled off the seat,
83

opening the seal. This protects the system from excessive vacuum as well as allowing
sufficient purge flow in the event that the solenoid becomes inoperative.
The solenoid actuates the valve to unseal the canister vent while the engine is
running. It is also used to close the vent during the medium and large leak tests and
during the purge flow check. This solenoid requires an initial 1.5 amps of current to
pull the valve open, but after 100 ms. is duty cycled down to an average of about 150
mA for the remainder of the drive cycle.
Another feature in the device is a diaphragm that opens the seal in the NVLD with
pressure in the evaporative system. The device vents the evaporative system at about
0.5 in. H2O (0.12 KPA) pressure to permit the venting of vapors during refueling. An
added benefit to this is that it also allows the tank to "breathe" during increasing
temperatures, thus limiting the pressure in the tank to this low level. This is
beneficial because the induced vacuum during a subsequent declining temperature
achieves the switch closed (pass threshold) sooner than if the tank had to decay from
a built-up pressure.
The device itself has three wires: switch sense, solenoid driver and ground. It also
includes a resistor to protect the switch from a short to battery or a short to ground.
The NGC utilizes a high-side driver to energize and duty-cycle the solenoid.
The NGC's Role in NVLD Diagnosis:
The integral part of the diagnostic system that makes engine-off leak detection
possible is a special circuit in the NGC controller. After the vehicle is turned off, a
small section of the controller stays alive and monitors for an NVLD switch closure.
This circuit within the NGC is very specific in its function and consumes very little
power. If a switch closure is detected, it logs the event and time from key-off, and
then power down. This information is processed at the next key cycle.
NVLD LEAK DETECTION
Small Leak Test (Passive)
If, after a specified delay after key off (perhaps 5 minutes), the switch closes or is
closed, the test passes, indicating there is no leak. The NGC records the switch
closure. The NVLD circuit in the NGC shuts down for the remainder of that
particular engine off (soak) period. When the engine is started, the switch closure is
recorded as a Pass, and the timers that are recording accumulated time are reset.
This diagnostic test can take at least a week to mature a leak fault. A week has been
chosen for this because the vehicle is exposed to the largest possible drive scenarios
before a decision is made (most vehicles should see both daily work and weekend
driving cycles). This also satisfies CARB's stated goal of getting three MIL
illuminations within a month for 0.020 in. (0.5 mm) leak detection diagnostics.
The diagnostics log engine run time and engine off time to determine when a week
has elapsed. There is a limit on the total amount of run time applied to the one-week
timer. There is also a limit on the total soak time allowed to be applied to the one-
84

week timer. There is a limit on the amount of accrued run time during one specific
drive that can be applied to the one-week timer.
The enabling criteria to run this monitor are:
Fuel level less than 85%
Ambient temperature greater than 40 F (4.4 C)
Rationality Tests
1.
The rationality check of the switch, solenoid and seal is performed as follows:
At key-on, the NVLD solenoid is energized to vent any vacuum that may be
trapped in the evaporative system from the previous soak. This should
result in an open switch condition.
The solenoid is de-energized (to seal the system) at the point where purge
begins. The system/NVLD component rationality passes for that drive
cycle if the switch closes after purge begins.
The solenoid is then re-energized for the remainder of the drive cycle.
If the switch events are not seen in a certain period of time, the rationality
check has failed (2-trip rule).
2.
Purge Flow:
The above rationality check is considered sufficient to confirm purge
solenoid function and conformance with the purge flow test requirement.
The Purge Flow Monitor is passed based on switch activity when purge is
turned on or based on a rich fuel control shift when purge is turned on.
Medium and Large Leak Test (Intrusive)
Note:
This intrusive test is only run if the Small Leak (passive) test fails, or is
inconclusive (the switch does not close).
Enabling Conditions:
40 F to 90 F
Engine temperature at startup within 10 F of the ambient temperature
Fuel level less than 85%
The intrusive Medium and Large leak tests are conducted as follows:
De-energize the NVLD solenoid to seal the canister vent.
Activate purge shortly after closed loop. Pull the tank vacuum past the
vacuum switch point (1 in. H2O vacuum) of the NVLD for a specific time while
tracking the standard purge flow rate.
Turn purge off and determine how long it takes to decay the tank vacuum and
reopen the switch. Determine the leak size from the time it took to reopen the
switch.
85

Note:
Fuel level is an important determining factor.

If the switch does not close, a more aggressive purge flow is applied to
determine if it is a very large leak, missing fuel cap, problem with the NVLD
device, purge flow problem, etc.
86

ACTIVITY 11 NVLD
Reserved for future use.
87

MODULE/ACTIVITY 12 GENERIC SCAN TOOL
The following information is an excerpt from the publication Generic Scan Tool
Quick Reference (81-170-00008), written and published by DaimlerChryslers
Dealer Technical Operations (DTO).
Introduction
Using the DRBIII (version 52.00 and higher) and the CH8361 SuperCard2 PCMCIA
card (version 7.0 or higher) provides access to the Generic Scan Tool. This provides
information based on the legislative SAE J1979 Diagnostic Test Modes. These test
modes are necessary to satisfy California Air Resources Board (CARB) regulations for
On-Board Diagnostics - Generation II (OBD II), and Environmental Protection Agency
(EPA) requirements for Federal On-Board Diagnostics (OBD) of emission-related
components and systems. The information contained in this document was compiled
and formatted by DTOs Electronic Validation DRB group to provide a baseline of our
Generic Scan Tool support.
Note:
This information was legislated and more information is usually

supplied by using the usual DRBIII Standalone code.
Background
The Chrysler Groups Generic Scan Tool support was released in 1997 and until
DRBIII Release 50.00 (June, 2000) resided as code within each release of
Standalone DRBIII support. Since release 50.00, Generic Scan Tool support
software has migrated to SuperCard2, (PCMCIA) card P/N CH8361. This software
has been updated to include changes since 1996. This provides additional modes
and thus adds our first new support since its original release.
Using the Generic Scan Tool
The SuperCard2 Generic Scan Tool software is best used for:
Verifying a No-response PCM condition using the DRBIII
Providing a second opinion about DRBIII monitors seen for a given PCM
Reviewing an OBD II failure condition from a state testing facility

Be careful in the use of the tool. Due to the complex nature of OBD II electronics,
this data could be construed in a variety of different ways. The DaimlerChrysler
Academy provides training classes to understand and interpret OBD II information.
Disclaimer
Due to the nature of regulations, items will change from the description included in
this document. There are no planned updates for this document (81-170-00008)
except when major changes to the code are scheduled.
88

APPENDIX
JTEC Specific Drive Cycle information
2000 JTEC Catalyst Monitor
Package
Catalyst Monitor
2.5 L TJ Auto/Man
*FTP Cycle
2.5L XJ Auto/Man
FTP Cycle
4.0L XJ Auto/Man
Idle Cycle
4.0L TJ Auto/Man
Idle Cycle
4.0L WJ Auto
Idle Cycle
4.7L WJ Auto
Idle Cycle
2.5L AN Man
FTP Cycle
4.7L AN Auto
Idle Cycle
4.7L AN Man
Idle Cycle
4.7L DN Auto
Idle Cycle
5.2L BR Auto
Idle Cycle
5.9L BR Auto
Idle Cycle
3.9L AN Auto/Man
*Unified Cycle
5.9L AN Auto
Unified Cycle
5.2L DN Auto
Unified Cycle
5.9L DN Auto
Unified Cycle
3.9L AB Auto
Unified Cycle
5.2L AB Auto
Unified Cycle
5.9L AB Auto
Unified Cycle
3.9L BR Auto/Man
Unified Cycle
5.2L BR Man
Unified Cycle
5.9L BR Man
Unified Cycle
8.0L BR Auto/Man
Unified Cycle
8.0L SR Man
Unified Cycle
*Unified The test is conducted between 55 mph and 65 mph.

*FTP The test is conducted between 30 mph and 45 mph.
89

2001 JTEC Catalyst and Downstream O2 Monitor
Package
Catalyst Monitor
Downstream O2 Monitor
TLEV 2.5L TJ Auto/Man
FTP Cycle
Unified Cycle
TLEV 4.0L XJ Auto/Man
Idle Cycle
Unified Cycle
NLEV 4.0L TJ Auto/Man
Idle Cycle
Unified Cycle
NLEV 4.0L WJ Auto
Idle Cycle
Unified Cycle
NLEV 4.7L WJ Auto
Idle Cycle
Unified Cycle
TLEV 2.5L AN Man
FTP Cycle
Unified Cycle
NLEV 3.9L AN Auto/Man
Idle Cycle
Unified Cycle
Idle Cycle
Unified Cycle
NLEV 5.9L AN Auto
Idle Cycle
Unified Cycle
Calf
4.7L DN Auto
Idle Cycle
Unified Cycle
Fed
4.7L DN Auto
Unified Cycle
Unified Cycle
Calf
5.9L DN Auto
Idle Cycle
Unified Cycle
Fed
5.9L DN Auto
Unified Cycle
Unified Cycle
50ST 3.9L AB Auto
Unified Cycle
Unified Cycle
50ST 5.2L AB Auto
Unified Cycle
Unified Cycle
Calf
5.9L AB Auto
Idle Cycle
Unified Cycle
Fed
5.9L AB Auto
Unified Cycle
Unified Cycle
50ST 3.9L BR Auto/Man
Unified Cycle
Unified Cycle
Calf
5.2L BR Auto
Idle Cycle
Unified Cycle
Fed
5.2L BR Auto
Unified Cycle
Unified Cycle
50ST 5.2L BR Man
Unified Cycle
Unified Cycle
Calf
5.9L BR Auto
Idle Cycle
Unified Cycle
Fed
5.9L BR Auto
Unified Cycle
Unified Cycle
50ST 5.9L BR Man
Unified Cycle
Unified Cycle
Calf
8.0L BR Auto
Unified Cycle
Unified Cycle
Calf
8.0L BR Man
Unified Cycle
Unified Cycle
50ST 8.0L SR Man
Unified Cycle
Unified Cycle
90

Package
Catalyst Monitor
FTP Cycle
FTP Cycle
NLEV 3.7L KJ Auto/Man
Idle Cycle
FTP Cycle
NLEV 4.0L XJ Auto/Man
Idle Cycle
Unified Cycle
Idle Cycle
FTP Cycle
ULEV 4.0L WJ Auto
Idle Cycle
FTP Cycle
LEV
Idle Cycle
FTP Cycle
4.0L WJ Auto
NLEV 4.7L HO WJ Auto
Unified Cycle
NLEV 4.7L WJ Auto
Idle Cycle
Unified Cycle
TLEV
2.5L AN Man
FTP Cycle
FTP Cycle
NLEV
3.9L AN Auto/Man
Idle Cycle
Unified Cycle
LEV
AN84 Auto/Man
Idle Cycle
Fed
AN84 Auto/Man
FTP Cycle
NLEV
4.7L AN Auto/Man
Idle Cycle
LEV 4.7L AN84 Auto/Man
Idle Cycle
Fed 4.7L AN84 Auto/Man
FTP Cycle
NLEV
5.9L AN Auto
Idle Cycle
LEV
5.9L AN84 Auto
Idle Cycle
Fed
5.9L AN84 Auto
FTP Cycle
Calif
4.7L DN Auto
Idle Cycle
FTP Cycle
Fed
4.7L DN Auto
FTP Cycle
FTP Cycle
Calif
5.9L DN Auto
Idle Cycle
Unified Cycle
Fed
5.9L DN Auto
FTP Cycle
Unified Cycle
50ST
3.9L AB Auto
FTP Cycle
Unified Cycle
50ST
5.2L AB Auto
FTP Cycle
Unified Cycle
Calif
5.2L AB Auto
FTP Cycle
Unified Cycle
Fed
5.2L AB Auto
FTP Cycle
Unified Cycle
Calif
5.9L AB Auto
Idle Cycle
Unified Cycle
50ST
5.9L AB Auto
FTP Cycle
Unified Cycle
Fed
5.9L AB Auto
FTP Cycle
Unified Cycle
91
Unified Cycle
Unified Cycle

Fed
3.7 DR Auto/Man
FTP Cycle
FTP Cycle
Calif
4.7L DR Auto/Man
Idle Cycle
Unified Cycle
Fed
4.7L DR Auto/Man
FTP Cycle
Unified Cycle
Calif
5.9L DR Auto
Idle Cycle
Unified Cycle
Fed
5.9L DR Auto
FTP Cycle
Unified Cycle
Calif
5.9L BR Auto
Idle Cycle
Unified Cycle
Fed
5.9L BR Auto
FTP Cycle
Unified Cycle
50ST
5.9L BR Manual
FTP Cycle
Unified Cycle
Calif
8.0L BR Auto
FTP Cycle
Unified Cycle
50ST
Viper 8.0L SR Man
Unified Cycle
Unified Cycle

Package
Catalyst Monitor
FTP Cycle
FTP Cycle
NLEV 3.7L KJ Auto/Man
Idle Cycle
FTP Cycle
NLEV 4.0L XJ Auto/Man
Idle Cycle
Unified Cycle
Idle Cycle
Unified Cycle
ULEV 4.0L WJ Auto
Idle Cycle
FTP Cycle
LEV
Idle Cycle
FTP Cycle
4.0L WJ Auto
NLEV 4.7L HO WJ Auto
Unified Cycle
NLEV 4.7L WJ Auto
Idle Cycle
Unified Cycle
TLEV 2.5L AN Man
FTP Cycle
FTP Cycle
Idle Cycle
Unified Cycle
Idle Cycle
FTP Cycle
Idle Cycle
Idle Cycle
FTP Cycle
NLEV 5.9L AN Auto
Idle Cycle
LEV
5.9L AN84 Auto
Idle Cycle
Fed
5.9L AN84 Auto
FTP Cycle
92
Unified Cycle
Unified Cycle

Calf
4.7L DN Auto
Idle Cycle
FTP Cycle
Fed
4.7L DN Auto
FTP Cycle
FTP Cycle
Calf
5.9L DN Auto
Idle Cycle
Unified Cycle
Fed
5.9L DN Auto
FTP Cycle
Unified Cycle
50ST
3.9L AB Auto
FTP Cycle
Unified Cycle
50ST
5.2L AB Auto
FTP Cycle
Unified Cycle
Calf
5.2L AB Auto
FTP Cycle
Unified Cycle
Fed
5.2L AB Auto
FTP Cycle
Unified Cycle
Calf
5.9L AB Auto
Idle Cycle
Unified Cycle
50ST
5.9L AB Auto
FTP Cycle
Unified Cycle
Fed
5.9L AB Auto
FTP Cycle
Unified Cycle
Fed
3.7 DR Auto/Man
FTP Cycle
FTP Cycle
Calif
4.7L DR Auto/Man
Idle Cycle
Unified Cycle
Fed
4.7L DR Auto/Man
FTP Cycle
Unified Cycle
Calif
5.9L DR Auto
Idle Cycle
Unified Cycle
Fed
5.9L DR Auto
FTP Cycle
Unified Cycle
Calf
5.9L BR Auto
Idle Cycle
Unified Cycle
Fed
5.9L BR Auto
FTP Cycle
Unified Cycle
50ST
5.9L BR Man
Unified Cycle
Unified Cycle
50ST
Viper 8.0L SR Man
Unified Cycle
Unified Cycle
93

Notes:
94

Notes:
95

Notes:
96

Notes:
97

Notes:
98

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On-Board Diagnostics: OBD II / EOBD

OBD II / EOBD Monitor Information

Monitor runs continuously

Monitors run continuously, only stop if fail

Once Per Trip Monitors

Monitor runs once per trip, pass or fail

EWMA (Exponentially Weighted Moving

Catalyst monitor (SBEC / JTEC)

On-Board Diagnostics: OBD II / EOBD

On-Board Diagnostics: OBD II / EOBD

On-Board Diagnostics: OBD II / EOBD

On-Board Diagnostics: OBD II / EOBD

On-Board Diagnostics: OBD II / EOBD

On-Board Diagnostics: OBD II / EOBD

Retrieve and interpret all OBD related DRBIII information

Understand the importance of proper diagnostic procedures

Understand how to verify the success of a repair

Define OBD II terms, i.e. Good Trips, Warm-up Cycles, etc.

Understand MIL and DTC strategies

Locate enabling, pending, suspending, and conflicting conditions that can

On-Board Diagnostics: OBD II / EOBD

Airbag Control Module

Auto Shutdown Relay

Body Control Module

Battery Temperature Sensor

Clean Air Act

Controller Anti-lock Brakes

California Air Resources Board

Chrysler Collision Detection Bus

Crankshaft Position Sensor

Camshaft Position Sensor

Coil On Plug Ignition

Central Timer Module

Duty-Cycle Purge Solenoid

Direct Ignition System

Data Link Connector

Diagnostic Readout Box 3rd Generation

Diagnostic Trouble Code

Digital Volt Ohm Meter

Electronic Automatic Transmission Controller 2nd Generation

Engine Coolant Temperature Sensor

Electrically Erasable Programmable Read Only Memory

Exhaust Gas Recirculation Valve

On-Board Diagnostics: OBD II / EOBD

European OBD (based upon Euro Stage III)

Environmental Protection Agency

Engine Position Pulse

Evaporative Emission System

Exponentially Weighted Moving Average

Federal Test Procedure

Grams Per Mile

Heated Oxygen Sensor

Idle Air Control Motor

Intake Air Temperature Sensor

Jeep/Truck Engine Controller

Low Emissions Vehicle

Leak Detection Pump

Linear Solenoid Idle Air Control Valve

Manifold Absolute Pressure Sensor

Mopar Diagnostic System - 2nd Generation

Malfunction Indicator Lamp

Manifold Tuning Valve

Next Generation Controller

National Low Emissions Vehicle