Chrysler Stratus Convertible. Manual — part 164
(M) Check Engine Lamp (MIL) will illuminate during engine operation if this Diagnostic Trouble Code was recorded.
(G) Generator Lamp Illuminated
GENERIC
SCAN TOOL
CODE
DRB SCAN TOOL DISPLAY
DESCRIPTION OF DIAGNOSTIC TROUBLE CODE
P1598
A/C Pressure Sensor Volts Too High
A/C pressure sensor input above maximum acceptable
voltage.
P1599
A/C Pressure Sensor Volts Too Low
A/C pressure sensor input below minimum acceptable
voltage.
P1680
Clutch Released Switch Circuit
P1681
No I/P Cluster CCD/J1850
Messages Received
No CCD/J1850 messages received from the cluster
control module.
P1682 (G)
Charging System Voltage Too Low
Battery voltage sense input below target charging voltage
during engine operation and no significant change in
voltage detected during active test of generator output
circuit.
P1683
SPD CTRL PWR Relay; or S/C 12v
Driver CKT
An open or shorted condition detected in the speed
control servo power control circuit. (SBECII: ext relay).
P1684
The battery has been disconnected within the last 50
starts.
P1685
Skim Invalid Key
The engine controler has received an invalid key from the
SKIM.
P1686
No SKIM BUS Messages Received
No CCD/J1850 messages received from the Smart Key
Immobilizer Module (SKIM).
P1687
No MIC BUS Message
No CCD/J1850 messages received from the Mechanical
Instrument Cluster (MIC) module.
P1693
DTC Detected in Companion Module
A fault has been generated in the companion engine
control module.
P1694
Fault In Companion Module
No CCD/J1850 messages received from the powertrain
control module-Aisin transmission.
P1695
No CCD/J1850 Message From Body
Control Module
No CCD/J1850 messages received from the body control
module.
P1696 (M)
PCM Failure EEPROM Write Denied
Unsuccessful attempt to write to an EEPROM location by
the control module.
P1697 (M)
PCM Failure SRI Mile Not Stored
Unsuccessful attempt to update Service Reminder
Indicator (SRI or EMR) mileage in the control module
EEPROM.
P1698 (M)
No CCD/J1850 Message From TCM
No CCD/J1850 messages received from the electronic
transmission control module (EATX) or the Aisin
transmission controller.
P1719
Skip Shift Solenoid Circuit
An open or shorted condition detected in the transmission
2-3 gear lock-out solenoid control circuit.
P1756
GOV Press Not Equal to Target @
15-20 PSI
The requested pressure and the actual pressure are not
within a tolerance band for the Governor Control System
which is used to regulate governor pressure to control
shifts for 1st, 2nd, and 3rd gear. (Mid Pressure
Malfunction)
JX
EMISSION CONTROL SYSTEMS
25 - 11
DESCRIPTION AND OPERATION (Continued)
(M) Check Engine Lamp (MIL) will illuminate during engine operation if this Diagnostic Trouble Code was recorded.
(G) Generator Lamp Illuminated
GENERIC
SCAN TOOL
CODE
DRB SCAN TOOL DISPLAY
DESCRIPTION OF DIAGNOSTIC TROUBLE CODE
P1757
GOV Press Not Equal to Target @
15-20 PSI
The requested pressure and the actual pressure are not
within a tolerance band for the Governor Control System
which is used to regulate governor pressure to control
shifts for 1st, 2nd, and 3rd gear (Zero Pressure
Malfunction)
P1762
Gov Press Sen Offset Volts Too Lo
or High
The Governor Pressure Sensor input is greater than a
calibration limit or is less than a calibration limit for 3
consecutive park/neutral calibrations.
P1763
Governor Pressure Sensor Volts Too
Hi
The Governor Pressure Sensor input is above an
acceptable voltage level.
P1764
Governor Pressure Sensor Volts Too
Low
The Governor Pressure Sensor input is below an
acceptable voltage level.
P1765
Trans 12 Volt Supply Relay CTRL
Circuit
An open or shorted condition is detected in the
Transmission Relay control circuit. This relay supplies
power to the TCC>
P1899 (M)
P/N Switch Stuck in Park or in Gear
Incorrect input state detected for the Park/Neutral switch.
MONITORED SYSTEMS
DESCRIPTION
There are new electronic circuit monitors that
check fuel, emission, engine and ignition perfor-
mance. These monitors use information from various
sensor circuits to indicate the overall operation of the
fuel, engine, ignition and emission systems and thus
the emissions performance of the vehicle.
The fuel, engine, ignition and emission systems
monitors do not indicate a specific component prob-
lem. They do indicate that there is an implied prob-
lem within one of the systems and that a specific
problem must be diagnosed.
If any of these monitors detect a problem affecting
vehicle emissions, the Malfunction Indicator (Check
Engine) Lamp will be illuminated. These monitors
generate Diagnostic Trouble Codes that can be dis-
played with the check engine lamp or a scan tool.
The following is a list of the monitored systems:
• EGR Monitor
• Misfire Monitor
• Fuel System Monitor
• Evaporative Emissions Monitor
Following is a description of each system monitor,
and its DTC.
Refer to the appropriate Powertrain Diagnos-
tics Procedures manual for diagnostic proce-
dures.
EGR MONITOR
The Powertrain Control Module (PCM) performs
an on-board diagnostic check of the EGR system.
The EGR system consists of two main components:
a vacuum solenoid back pressure transducer and a
vacuum operated valve. The EGR monitor is used to
test whether the EGR system is operating within
specifications. The diagnostic check activates only
during selected engine/driving conditions. When the
conditions are met, the EGR is turned off (solenoid
energized) and the O2S compensation control is mon-
itored. Turning off the EGR shifts the air fuel (A/F)
ratio in the lean direction. Oxygen sensor voltage
then indicates increased oxygen in the exhaust. Con-
sequently, Short Term Compensation shifts to rich
(increased injector pulse width). By monitoring the
shift, the PCM can indirectly monitor the EGR sys-
tem. While this test does not directly measure the
operation of the EGR system, it can be inferred from
the shift in the O2S data whether the EGR system is
operating correctly. Because the O2S is being used,
the O2S test must pass its test before the EGR test.
Enabling Conditions—
• Engine Temperature
• Engine Run Time
• Engine RPM
• MAP Sensor
• TPS
• Vehicle Speed
• Short Term Compensation
25 - 12
EMISSION CONTROL SYSTEMS
JX
DESCRIPTION AND OPERATION (Continued)
Pending Conditions— The EGR Monitor does
not run when any of the following example faults
have illuminated the MIL:
• Misfire
• Oxygen Sensor Monitor
• Oxygen Sensor Heater Monitor
• Fuel System Rich/Lean
• Limp in for MAP, TPS or ECT
• Vehicle Speed Sensor
• Cam or Crank Sensor
• EGR Electrical
• EVAP Electrical
• Fuel Injector
• Ignition Coil
• Idle Speed
• Engine Coolant Temperature (ECT)
• MAP Sensor
• Intake Air Temperature (IAT)
Conflict Conditions— The EGR Monitor typi-
cally does not run if any of the following conditions
are present:
• Fuel System Monitor
• Purge Monitor
• Catalyst Monitor
• Low Fuel Level
• High Altitude
• Low Ambient Air Temperature
The EGR Monitor does not run if any of the follow-
ing example DTCs are present:
• Misfire Monitor, Priority 2
• Upstream Oxygen Sensor Heater, Priority 1
• Fuel System Monitor, Priority 2
• Oxygen Sensor Monitor, Priority 1
MISFIRE MONITOR
Excessive engine misfire results in increased cata-
lyst temperature and causes an increase in HC emis-
sions. Severe misfires could cause catalyst damage.
To prevent catalytic convertor damage, the PCM
monitors engine misfire.
The Powertrain Control Module (PCM) monitors
for misfire during most engine operating conditions
(positive torque) by looking at changes in the crank-
shaft speed. If a misfire occurs the speed of the
crankshaft will vary more than normal.
OBD II regulations for misfire monitoring require
two different tests for misfire. The first is a Catalyst
Damage level of misfire test. The second is for emis-
sions greater than 1.5 times the Federal Tailpipe
(FTP) standards. The tests are monitored by two dif-
ferent counters. These counters are:
• 200 revolution increments for immediate cata-
lyst damage
• 1000 revolution increments for emissions viola-
tion and Inspection/Maintenance (I/M) test failure
NOTE: The percent of misfire for malfunction crite-
ria varies due to RPM and load. As the engine
speed increases or load decreases, the effects of a
misfire diminishes due to crankshaft momentum.
Failure
percentages
also
vary
from
engine
to
engine.
Monitor Operation— The PCM utilizes the
Crankshaft Speed Fluctuation method to monitor for
misfire. The misfire monitor utilizes a crankshaft
position sensor to determine engine RPM. The sensor
can detect slight variations in engine speed due to
misfire. Misfire is continuously monitored once the
enabling conditions are met.
Once enabling conditions are met, the PCM counts
the number of misfires in every 200 revolutions of
the crankshaft. If, during five 200 counters, the mis-
fire percentage exceeds a predetermined value, a
maturing code is set and a Freeze Frame is entered.
Freeze Frame data is recorded during the last 200
revolutions of the 1000 revolution period. A failure on
the second consecutive trip matures the code and a
DTC is set.
If misfire continues during the initial trip, the MIL
is not illuminated. However, the MIL flashes when
the misfire percentage exceeds the malfunction per-
centage, in any 200 revolution period, that would
cause permanent catalyst damage. This is a one trip
monitor. If misfire reaches a point in which catalyst
damage is likely to occur, the MIL flashes and a DTC
is stored in a Freeze Frame. The engine defaults to
open loop operation to prevent increased fuel flow to
the cylinders. Once misfire is below the predeter-
mined
percentage,
the
MIL
stops
flashing
but
remains illuminated.
The 1000 revolution counters are two trip moni-
tors. As with the fuel system monitor, Freeze Frame
data is from the original fault, and MIL extinguish-
ing requires the monitor to pass under similar condi-
tions.
The Adaptive Numerator— The Misfire Monitor
takes into account component wear, sensor fatigue
and machining tolerances. The PCM compares the
crankshaft in the vehicle to data on an ideal crank
and uses this as a basis to determine variance. To do
this, the crankshaft sensor monitors the reference
notches in the crank. The PCM uses the first signal
set as a point of reference. It then measures where
the second set of signals is, compared to where engi-
neering data has determined it should be. This vari-
ance is the Adaptive Numerator. The monitor will not
run if the numerator is not set.
If the Adaptive Numerator is equal to the default
value, the adaptive Numerator has not been learned
and the Misfire Monitor does not run. If the Adaptive
Numerator exceeds its limits, the PCM sets a DTC
for Adaptive Numerator and illuminates the MIL.
JX
EMISSION CONTROL SYSTEMS
25 - 13
DESCRIPTION AND OPERATION (Continued)
RPM Error— The PCM also checks the machining
tolerances for each group of slots. By monitoring the
speed of the crank from the first slot to the last slot
in a group, the PCM can calculate engine RPM. The
variance between groups of slots is know as the RPM
error. In order for the PCM to run the Misfire Mon-
itor, RPM error must be less than approximately 5%.
Enabling Conditions— The following conditions
must be met before the PCM runs the Misfire Moni-
tor:
• RPM
• Engine Coolant Temperature (ECT)
• Barometric Pressure (MAP)
• Fuel level
• Ambient air Temperature
Pending Conditions— The Misfire Monitor does
not run when the MIL is illuminated for any of the
following:
• Limp in mode for
— MAP
— TPS
— Crankshaft Sensor
— Engine Coolant Temperature Sensor
• Speed Sensor DTC
• EGR Electrical
• EVAP Electrical
• Idle Speed Faults
• Intake Air Temperature
• Oxygen Sensor Monitor
• Oxygen Sensor Electrical
Conflict Conditions— If any of the following con-
ditions conflict with the Misfire Monitor, the monitor
will not run:
• Low fuel level
• MAP voltage rapidly changing
• Severe engine decel
• TPS toggling OPEN/CLOSED
• Engine RPM too low (RPM levels by vehicle)
• Engine RPM too high (RPM levels vary by vehi-
cle)
• Full Lean or Decel Fuel Shut-off
• Cold start
FUEL SYSTEM MONITOR
To comply with clean air regulations, vehicles are
equipped with catalytic converters. These converters
reduce the emission of hydrocarbons, oxides of nitro-
gen and carbon monoxide. The catalyst works best
when the air fuel (A/F) ratio is at or near the opti-
mum of 14.7 to 1.
The PCM is programmed to maintain the optimum
air/fuel ratio of 14.7 to 1. This is done by making
short term corrections in the fuel injector pulse width
based on the O2S output. The programmed memory
acts as a self calibration tool that the engine control-
ler uses to compensate for variations in engine spec-
ifications, sensor tolerances and engine fatigue over
the life span of the engine. By monitoring the actual
air-fuel ratio with the O2S (short term) and multiply-
ing that with the program long-term (adaptive) mem-
ory and comparing that to the limit, it can be
determined whether it will pass an emissions test. If
a malfunction occurs such that the PCM cannot
maintain the optimum A/F ratio, then the MIL will
be illuminated.
Monitor Operation— Fuel systems monitors do
not have a pre-test because they are continuously
running monitors. Therefore, the PCM constantly
monitors Short Term Compensation and Long Term
Adaptive memory.
Lean: If at anytime during a lean engine operation,
short term compensation multiplied by long term
adaptive
exceeds
a
certain
percentage
for
an
extended period, the PCM sets a Fuel System Lean
Fault for that trip and a Freeze Frame is entered.
Rich: If at anytime during a rich operation, Short
Term Compensation multiplied by Long Term Adap-
tive is less than a predetermined value, the PCM
checks the Purge Free Cells.
Purge Free Cells are values placed in Adaptive
Memory cells when the EVAP Purge Solenoid is OFF.
Two, three or four Purge Free cells are used. One cor-
responds to an Adaptive Memory cell at idle, the
other to a cell that is off-idle. For example, if a Purge
Free cell is labeled PFC1, it would hold the value for
Adaptive Memory cell C1 under non-purge condi-
tions.
If all Purge Free Cells are less than a certain per-
centage, and the Adaptive Memory factor is less than
a certain percentage, the PCM sets a Fuel System
Rich fault for that trip and a Freeze Frame is
entered.
The Fuel Monitor is a two trip monitor. The PCM
records engine data in Freeze Frame upon setting of
the first fault, or maturing code. When the fuel mon-
itor fails on a second consecutive trip, the code is
matured and the MIL is illuminated. The stored
Freeze Frame data is still from the first fault.
In order for the PCM to extinguish the MIL, the
Fuel Monitor must pass in a Similar Condition Win-
dow. The similar conditions relate to RPM and load.
The engine must be within a predetermined percent-
age of both RPM and load when the monitor runs to
count a good trip. As with all DTCs, three good trips
are required to extinguish the MIL and 40 warm up
cycles are required to erase the DTC. If the engine
does not run in a Similar Conditions Window, the
Task Manager extinguishes the MIL after 80 good
trips.
Enabling Conditions— The following conditions
must be met to operate the fuel control monitor:
• PCM not in fuel crank mode (engine running)
25 - 14
EMISSION CONTROL SYSTEMS
JX
DESCRIPTION AND OPERATION (Continued)
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