Need Help with IPC Codes
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Melting Slicks
Joined: Dec 2001
Posts: 2,877
Likes: 0
From: Texas
Need Help with IPC Codes
The following codes keep comming up when I run a diagnostic as every 100 miles or so I get "Service Vehicle Soon" message:
C2120 TPM System malfunction (No Sensors Received -TPM)
P1281 APP Sensor 2 Circuit Performance -C
P1415 AIR System bank 1-B
This all began recently after removing Z06 rims and installing CCW Street package.
H/C done in January and have had no issues until now.
I was able to look up the codes, but still have no clue what it all means. Can someone break this down to dummy/non-auto technical terms?? :confused:
I'm assuming the C2120 TPM System malfunction (No Sensors Received -TPM) is the Tire Pressure Monitor. I never got around to doing the relearn/set until this afternoon right after viewing the diagnostic codes.
[Modified by SvenOdin, 4:09 PM 6/11/2003]
C2120 TPM System malfunction (No Sensors Received -TPM)
P1281 APP Sensor 2 Circuit Performance -C
P1415 AIR System bank 1-B
This all began recently after removing Z06 rims and installing CCW Street package.
H/C done in January and have had no issues until now.
I was able to look up the codes, but still have no clue what it all means. Can someone break this down to dummy/non-auto technical terms?? :confused:
I'm assuming the C2120 TPM System malfunction (No Sensors Received -TPM) is the Tire Pressure Monitor. I never got around to doing the relearn/set until this afternoon right after viewing the diagnostic codes.
[Modified by SvenOdin, 4:09 PM 6/11/2003]
Safety Car
Joined: Sep 2001
Posts: 4,411
Likes: 1
From: Wilmington NC
Re: Need Help with IPC Codes (SvenOdin)
The following codes keep comming up when I run a diagnostic as every 100 miles or so I get "Service Vehicle Soon" message:
C2120 TPM System malfunction (No Sensors Received -TPM)
Circuit Description
When the TPM sensors detect a vehicle speed of 16 - 24 km/h (10 - 15 mph) , the TPM sensors will enter a powered up stage and begin to transmit a unique identification code and tire pressure information from 0 - 427 kPa (0 - 62 psi) to the receiver. The receiver performs a diagnostic cycle in order to test if all sensors are transmitting. When the vehicle speed is over 40 km/h (25 mph) for 20 minutes, the receiver checks whether all sensors have transmitted their information. If all sensors do not transmit their information, the receiver will set a DTC.
Conditions for Setting the DTC
The vehicle completes a diagnostic cycle (driving for about 20 minutes at speeds over 40 km/h [15 mph]) .
The receiver has not received any TPM sensor information.
These conditions must be present for 20 minutes.
Action Taken When the DTC Sets
Stores a DTC C2120 in the receiver's memory
Sends a message to the IPC to display the SERVICE TIRE WARN SYS message
The IPC will default to display all tire pressure as XXX kPa (XX psi).
Conditions for Clearing the DTC
The receiver completes a diagnostic and receives tire pressure information from at least one TPM sensor.
A history DTC will clear after 50 consecutive ignition cycles if the condition for the malfunction is no longer present.
Use the IPC clearing DTCs feature.
Use a scan tool.
Diagnostic Aids
The IPC will default to display all tire pressure as XXX kPa (XX psi) if the receiver is unable to receive or send tire pressure data.
If there is an open in the serial data line to the receiver, the IPC will display XXX kPa (XX psi) for all tire pressure values and the SERVICE TIRE WARN SYS message.
Clear the receiver diagnostic memory before road testing the vehicle whenever a TPM sensor is replaced in order to avoid reading the original DTC stored in the memory.
When receiver replacement is necessary, program all TPM sensors and RFA transmitters to the replacement receiver.
P1281 APP Sensor 2 Circuit Performance -C
The Accelerator Pedal Position (APP) sensor is mounted on the accelerator pedal assembly. The sensor is actually 3 individual APP sensors within one housing. Three separate signal, ground and 5 volt reference circuits connect the APP sensor assembly and the Throttle Actuator Control (TAC) module. Each sensor has a unique functionality. The APP sensor 1 signal increases as the accelerator pedal is depressed, from below 1.0 volt at 0 percent pedal travel (pedal at rest) to above 2.0 volts at 100 percent pedal travel (pedal fully depressed). The APP sensor 2 signal decreases from above 4.0 volts at 0 percent pedal travel to below 2.9 volts at 100 percent pedal travel. The APP sensor 3 signal decreases from around 3.8 volts at 0 percent pedal travel to below 3.1 volts at 100 percent pedal travel. Observe that the signal circuits for APP Sensor 2 and APP Sensor 3 pull up to 5 volts and the APP Sensor 1 signal circuit is referenced to ground within the TAC Module.
CONDITIONS FOR RUNNING THE DTC
DTCs P0606, P1517, P1518 are not set.
The ignition switch is in the crank or run position.
The ignition voltage is greater than 5.23 volts .
CONDITIONS FOR SETTING THE DTC
APP sensor 2 disagrees with APP sensor 1 by more than 10.5 percent and APP sensor 2 disagrees with APP sensor 3 by more than 13.0 percent.
All of the above conditions met for less than 1 second .
ACTION TAKEN WHEN THE DTC SETS
The PCM stores the DTC information into memory when the diagnostic runs and fails.
The Malfunction Indicator Lamp (MIL) will not illuminate.
The PCM records the operating conditions at the time the diagnostic fails. The PCM stores this information in the Freeze Frame and/or Failure Records.
If no other TAC System DTCs are set, the TAC System operates normally. If certain TAG System DTCs are set at the same time, the TAG System either defaults to a Reduced Engine Power mode or to a more tightly restricted mode of operation if the TAC determines that limited safe operation is possible, or the TAC commands the engine to shut down.
CONDITIONS FOR CLEARING THE MIL/DTC
A History DTC will clear after 40 consecutive warm-up cycles, if no failures are reported by this or any other non-emission related diagnostic.
A last test failed (Current DTC) will clear when the diagnostic runs and does not fail.
Use a scan tool in order to clear the MIL/DTC.
DIAGNOSTIC AIDS
IMPORTANT:
Remove any debris from the PCM/TAC module connector surfaces before servicing the PCM/TAC module. Inspect the PCM/TAC module connector gaskets when diagnosing/replacing the modules. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion into the PCM/TAC modules.
For any test that requires probing the PCM or a component harness connector, use the Connector Test Adapter Kit J 35616-A. Using this kit prevents damage to the harness/component terminals. Refer to Using Connector Test Adapters in Diagrams.
Inspect the TAG module connectors for signs of water intrusion. When this occurs, multiple DTCs should set and you cannot locate any circuit or component conditions.
The APP and TP sensor 5.0 volt reference circuits are internally connected within the TAG. Inspect the 5.0 volt reference circuits at the APP and the TP sensors for an open, a ground, or a short to a voltage. TP and APP sensor DTCs will set.
When the TAG module detects a condition within the TAG System, more than one TAG System related DTC may set. This is due to the many redundant tests run continuously on this system. Locating and repairing one individual condition may correct more than one DTC. Keep this in mind when reviewing captured DTC info.
For an intermittent condition, refer to Symptoms. See: Symptoms
TEST DESCRIPTION
The numbers below refer to the steps numbers in the diagnostic table.
This step determines if a communication condition exists.
This step isolates an internal APP sensor failure. The condition may only occur at a certain accelerator pedal position. Monitoring the APP angles for sensor 1 and sensor 3 is an accurate way of verifying the actual position of the pedal. The APP angles for all 3 sensors should be within a few percent of each other. When the pedal is at rest the APP angle for all 3 sensors should be 0 percent, when the pedal is fully depressed all APP angles should be 100 percent.
The APP sensor 2 shares a common 5 volt reference circuit with the TP sensor 2. Monitoring the TP sensor 2 voltage aids in diagnosing the APP sensor 5 volt reference and ground circuits. If the scan tool displays near 0 volts then the circuits are OK.
This step determines whether the TAC module or a shorted circuit is causing the condition.
Excessive resistance in the circuit causes this DTC to set.
P1415 AIR System bank 1-B
An AIR pump is used on this vehicle to lower tail pipe emissions on start-up. The PCM supplies a ground to the AIR pump relay, which energizes the AIR pump. The PCM monitors the HO2S voltages to diagnose the AIR system.
During the AIR test the PCM activates the AIR pump during closed loop operation. When the AIR is activated, the PCM monitors the HO2S voltages and short term fuel trim values for both banks of the engine. If the AIR system is operating properly, the HO2S voltages should go low and the short term fuel trim should go high.
If the PCM determines that the HO2S voltages for both banks did not respond as expected during the tests, DTC P0410 sets. If only one sensor responded, the PCM sets either a DTC P1415 or P1416 to indicate on which bank the AIR system is inoperative.
CONDITIONS FOR RUNNING THE DTC
DTCs P0101, P0102, P0103, P0107, P0108, P0112, P0113. P0117, P0118, P0125, P0171-P0175, P0200, P0300, P0335, P0336, P0351-P0358, P0440, P0442, P0443, P0446, P0449, P1120, P1220, P1221, P1258, P1441 and HO2S DTCs are not set.
The engine is running for greater than 2.0 seconds .
The maximum air flow is 25 g/s .
The Air Fuel ratio is 14.7:1
The engine load is less than 34 percent.
The ignition voltage is greater than 11.7 volts .
Engine is not operating in Power Enrichment, Decel Fuel Shut-off, or Catalyst Over-Temperature Modes.
The engine speed is greater than 750 RPM .
The ECT is greater than 80°C (176°F) but less than 110°C (230°F) .
The IAT is greater than -2°C (28.4°F) .
The fuel system is operating in fuel trim cells 1, 2, 4,5, or 6.
CONDITIONS FOR SETTING THE DTC
The HO2S voltage does not go below 222 mV for 1.3 seconds .
OR
The short term fuel trim does not change more than a predetermined value.
ACTION TAKEN WHEN THE DTC SETS
The PCM illuminates the Malfunction Indicator Lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and tails.
The PCM records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the PCM stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the PCM records the operating conditions at the time of the failure. The PCM writes the conditions to the Freeze Frame and updates the Failure Records.
CONDITIONS FOR CLEARING THE MIL/DTC
The PCM turns the malfunction indicator lamp (MIL) OFF after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
A last test failed (current DTC) clears when the diagnostic runs and does not fail.
A History DTC clears after 40 consecutive warm-up cycles, if this or any other emission related diagnostic does not report any failures.
Use a scan tool in order to clear the MIL/DTC.
DIAGNOSTIC AIDS
Remove any debris from the PCM/TAC module connector surfaces before servicing the PCM/TAC module. Inspect the PCM/TAC module connector gaskets when diagnosing/replacing the modules. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion into the PCM/TAC modules.
For any test that requires probing the PCM or a component harness connector, use the Connector Test Adapter Kit J 35616-A. Using this kit prevents damage to the harness/component terminals. Refer to Using Connector Test Adapters in Diagrams.
Carbon build up in the exhaust manifold may restrict the amount of air flow necessary to affect the HO2S voltage. If you suspect this, remove the air pipe from the manifold and inspect the passage.
For an intermittent condition, refer to Symptoms. See: Symptoms
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
A check valve that flows in both directions causes heat damage to the AIR system components.
Copyright © 2003 ALLDATA LLC
]
C2120 TPM System malfunction (No Sensors Received -TPM)
Circuit Description
When the TPM sensors detect a vehicle speed of 16 - 24 km/h (10 - 15 mph) , the TPM sensors will enter a powered up stage and begin to transmit a unique identification code and tire pressure information from 0 - 427 kPa (0 - 62 psi) to the receiver. The receiver performs a diagnostic cycle in order to test if all sensors are transmitting. When the vehicle speed is over 40 km/h (25 mph) for 20 minutes, the receiver checks whether all sensors have transmitted their information. If all sensors do not transmit their information, the receiver will set a DTC.
Conditions for Setting the DTC
The vehicle completes a diagnostic cycle (driving for about 20 minutes at speeds over 40 km/h [15 mph]) .
The receiver has not received any TPM sensor information.
These conditions must be present for 20 minutes.
Action Taken When the DTC Sets
Stores a DTC C2120 in the receiver's memory
Sends a message to the IPC to display the SERVICE TIRE WARN SYS message
The IPC will default to display all tire pressure as XXX kPa (XX psi).
Conditions for Clearing the DTC
The receiver completes a diagnostic and receives tire pressure information from at least one TPM sensor.
A history DTC will clear after 50 consecutive ignition cycles if the condition for the malfunction is no longer present.
Use the IPC clearing DTCs feature.
Use a scan tool.
Diagnostic Aids
The IPC will default to display all tire pressure as XXX kPa (XX psi) if the receiver is unable to receive or send tire pressure data.
If there is an open in the serial data line to the receiver, the IPC will display XXX kPa (XX psi) for all tire pressure values and the SERVICE TIRE WARN SYS message.
Clear the receiver diagnostic memory before road testing the vehicle whenever a TPM sensor is replaced in order to avoid reading the original DTC stored in the memory.
When receiver replacement is necessary, program all TPM sensors and RFA transmitters to the replacement receiver.
P1281 APP Sensor 2 Circuit Performance -C
The Accelerator Pedal Position (APP) sensor is mounted on the accelerator pedal assembly. The sensor is actually 3 individual APP sensors within one housing. Three separate signal, ground and 5 volt reference circuits connect the APP sensor assembly and the Throttle Actuator Control (TAC) module. Each sensor has a unique functionality. The APP sensor 1 signal increases as the accelerator pedal is depressed, from below 1.0 volt at 0 percent pedal travel (pedal at rest) to above 2.0 volts at 100 percent pedal travel (pedal fully depressed). The APP sensor 2 signal decreases from above 4.0 volts at 0 percent pedal travel to below 2.9 volts at 100 percent pedal travel. The APP sensor 3 signal decreases from around 3.8 volts at 0 percent pedal travel to below 3.1 volts at 100 percent pedal travel. Observe that the signal circuits for APP Sensor 2 and APP Sensor 3 pull up to 5 volts and the APP Sensor 1 signal circuit is referenced to ground within the TAC Module.
CONDITIONS FOR RUNNING THE DTC
DTCs P0606, P1517, P1518 are not set.
The ignition switch is in the crank or run position.
The ignition voltage is greater than 5.23 volts .
CONDITIONS FOR SETTING THE DTC
APP sensor 2 disagrees with APP sensor 1 by more than 10.5 percent and APP sensor 2 disagrees with APP sensor 3 by more than 13.0 percent.
All of the above conditions met for less than 1 second .
ACTION TAKEN WHEN THE DTC SETS
The PCM stores the DTC information into memory when the diagnostic runs and fails.
The Malfunction Indicator Lamp (MIL) will not illuminate.
The PCM records the operating conditions at the time the diagnostic fails. The PCM stores this information in the Freeze Frame and/or Failure Records.
If no other TAC System DTCs are set, the TAC System operates normally. If certain TAG System DTCs are set at the same time, the TAG System either defaults to a Reduced Engine Power mode or to a more tightly restricted mode of operation if the TAC determines that limited safe operation is possible, or the TAC commands the engine to shut down.
CONDITIONS FOR CLEARING THE MIL/DTC
A History DTC will clear after 40 consecutive warm-up cycles, if no failures are reported by this or any other non-emission related diagnostic.
A last test failed (Current DTC) will clear when the diagnostic runs and does not fail.
Use a scan tool in order to clear the MIL/DTC.
DIAGNOSTIC AIDS
IMPORTANT:
Remove any debris from the PCM/TAC module connector surfaces before servicing the PCM/TAC module. Inspect the PCM/TAC module connector gaskets when diagnosing/replacing the modules. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion into the PCM/TAC modules.
For any test that requires probing the PCM or a component harness connector, use the Connector Test Adapter Kit J 35616-A. Using this kit prevents damage to the harness/component terminals. Refer to Using Connector Test Adapters in Diagrams.
Inspect the TAG module connectors for signs of water intrusion. When this occurs, multiple DTCs should set and you cannot locate any circuit or component conditions.
The APP and TP sensor 5.0 volt reference circuits are internally connected within the TAG. Inspect the 5.0 volt reference circuits at the APP and the TP sensors for an open, a ground, or a short to a voltage. TP and APP sensor DTCs will set.
When the TAG module detects a condition within the TAG System, more than one TAG System related DTC may set. This is due to the many redundant tests run continuously on this system. Locating and repairing one individual condition may correct more than one DTC. Keep this in mind when reviewing captured DTC info.
For an intermittent condition, refer to Symptoms. See: Symptoms
TEST DESCRIPTION
The numbers below refer to the steps numbers in the diagnostic table.
This step determines if a communication condition exists.
This step isolates an internal APP sensor failure. The condition may only occur at a certain accelerator pedal position. Monitoring the APP angles for sensor 1 and sensor 3 is an accurate way of verifying the actual position of the pedal. The APP angles for all 3 sensors should be within a few percent of each other. When the pedal is at rest the APP angle for all 3 sensors should be 0 percent, when the pedal is fully depressed all APP angles should be 100 percent.
The APP sensor 2 shares a common 5 volt reference circuit with the TP sensor 2. Monitoring the TP sensor 2 voltage aids in diagnosing the APP sensor 5 volt reference and ground circuits. If the scan tool displays near 0 volts then the circuits are OK.
This step determines whether the TAC module or a shorted circuit is causing the condition.
Excessive resistance in the circuit causes this DTC to set.
P1415 AIR System bank 1-B
An AIR pump is used on this vehicle to lower tail pipe emissions on start-up. The PCM supplies a ground to the AIR pump relay, which energizes the AIR pump. The PCM monitors the HO2S voltages to diagnose the AIR system.
During the AIR test the PCM activates the AIR pump during closed loop operation. When the AIR is activated, the PCM monitors the HO2S voltages and short term fuel trim values for both banks of the engine. If the AIR system is operating properly, the HO2S voltages should go low and the short term fuel trim should go high.
If the PCM determines that the HO2S voltages for both banks did not respond as expected during the tests, DTC P0410 sets. If only one sensor responded, the PCM sets either a DTC P1415 or P1416 to indicate on which bank the AIR system is inoperative.
CONDITIONS FOR RUNNING THE DTC
DTCs P0101, P0102, P0103, P0107, P0108, P0112, P0113. P0117, P0118, P0125, P0171-P0175, P0200, P0300, P0335, P0336, P0351-P0358, P0440, P0442, P0443, P0446, P0449, P1120, P1220, P1221, P1258, P1441 and HO2S DTCs are not set.
The engine is running for greater than 2.0 seconds .
The maximum air flow is 25 g/s .
The Air Fuel ratio is 14.7:1
The engine load is less than 34 percent.
The ignition voltage is greater than 11.7 volts .
Engine is not operating in Power Enrichment, Decel Fuel Shut-off, or Catalyst Over-Temperature Modes.
The engine speed is greater than 750 RPM .
The ECT is greater than 80°C (176°F) but less than 110°C (230°F) .
The IAT is greater than -2°C (28.4°F) .
The fuel system is operating in fuel trim cells 1, 2, 4,5, or 6.
CONDITIONS FOR SETTING THE DTC
The HO2S voltage does not go below 222 mV for 1.3 seconds .
OR
The short term fuel trim does not change more than a predetermined value.
ACTION TAKEN WHEN THE DTC SETS
The PCM illuminates the Malfunction Indicator Lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and tails.
The PCM records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the PCM stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the PCM records the operating conditions at the time of the failure. The PCM writes the conditions to the Freeze Frame and updates the Failure Records.
CONDITIONS FOR CLEARING THE MIL/DTC
The PCM turns the malfunction indicator lamp (MIL) OFF after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
A last test failed (current DTC) clears when the diagnostic runs and does not fail.
A History DTC clears after 40 consecutive warm-up cycles, if this or any other emission related diagnostic does not report any failures.
Use a scan tool in order to clear the MIL/DTC.
DIAGNOSTIC AIDS
Remove any debris from the PCM/TAC module connector surfaces before servicing the PCM/TAC module. Inspect the PCM/TAC module connector gaskets when diagnosing/replacing the modules. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion into the PCM/TAC modules.
For any test that requires probing the PCM or a component harness connector, use the Connector Test Adapter Kit J 35616-A. Using this kit prevents damage to the harness/component terminals. Refer to Using Connector Test Adapters in Diagrams.
Carbon build up in the exhaust manifold may restrict the amount of air flow necessary to affect the HO2S voltage. If you suspect this, remove the air pipe from the manifold and inspect the passage.
For an intermittent condition, refer to Symptoms. See: Symptoms
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
A check valve that flows in both directions causes heat damage to the AIR system components.
Copyright © 2003 ALLDATA LLC
]
