P2146-BANK 1 (CYLINDERS 1-3) SHORTED HIGH OR LOW

P2146 is for bank 1 injectors being shorted. The injectors are broken up into two banks electrically, bank 1 is the front 3. Some of the aftermarket chips have harnesses that plug into the injector wiring, and can fail and cause these kinds of codes to set.You'll have to start by removing the valve cover, unplug the injector harness for the front bank where it plugs in at the valve cover gasket/injector harness connector, and remove the wiring from the injectors themselves. Using an ohm meter check across the terminals of each injector one at a time. Each injector should have a resistance of 0-1 ohm. If the resistance is higher than one ohm it will set this code, and that injector needs to be replaced. If the injectors are ok, check each wire running from the injector to the connector on the side of the valve cover one at a time. Here again we are looking for 0-1 ohm. any more, and you need a new harness. You have to take combined resistance into consideration too. If an injector is borderline and so is a wire in it's harness, this code will set. If you don't come up with anything on the injectors or wiring it could be between the valve cover and the ecm. Check over that wiring closely. If you still don't see anything it's likely you have an injector that has windings increasing in resistance when they are hot. Alot of times they will be fine cold and act up intermittently while driving. An injector is by far the most likely cause, followed by the valve cover gasket/injector harness.If your truck has under 100,000 miles on it the repair should be covered under the Cummins engine warranty.Remember that this fuel system is fully self bleeding, opening a fuel line while the engine is running or cranking isn't necessary, and is very dangerous. The fuel is under enough pressure to penetrate your skin.

When Monitored and Set Condition:

P2146-BANK 1 (CYLINDERS 1-3) SHORTED HIGH OR LOW

When Monitored: While the engine is running.

Set Condition: A circuit failure detected at cylinders 1,2, or 3 or any combination of

cylinders 1,2, or 3.

P2149-BANK 2 (CYLINDERS 4-6) SHORTED HIGH OR LOW

When Monitored and Set Condition:

P2149-BANK 2 (CYLINDERS 4-6) SHORTED HIGH OR LOW

When Monitored: While the engine is running.

Set Condition: A misfire detected at cylinders 4,5, or 6 or any combination of cylinders

4,5, or 6.

May want to check all your connections to injectors.P2000 - Oxides of Nitrogen Trap Efficiency Below Threshold Bank 1Possible causes- Sensor or solenoid faulty- Connector terminal contact is damaged or corroded- Wire harness - Check harness for correct voltage, open, short to ground or short to voltage- Update control unit software - Check for the latest control unit update- Powertrain or Engine Control Module faulty- Catalytic converter damage- Catalytic converter improper operationPossible symptoms- Engine Light ON (or Service Engine Soon Warning Light)P2000 Information for specific makes

P2002 Diesel Particulate Filter Efficiency Below Threshold B1

What does that mean? This diagnostic trouble code (DTC) is a generic powertrain code. It is considered generic because it applies to all makes and models of vehicles (1996-newer), although specific repair steps may be slightly different depending on the model. The trouble code "P2002 diesel particulate filter efficiency below threshold" relates to an emissions control device. Installed on 2007 and later diesels, it eliminates the soot emitted from their exhaust. You will most likely see this DTC in a Dodge, Ford, Chevrolet, or GMC diesel pickup, but it can also be triggered on other diesel cars such as VW, Vauxhall, Audi, Lexus, etc. The DPF - diesel particulate filter - is in the shape of a catalytic converter and positioned in the exhaust system. Inside is a matrix of compounds coating the passages such as cordierite, silicon carbide and metal fibers. It's 98% effective at eliminating soot.

The DPF creates a slight back pressure in operation. The vehicle's ECU -- computer -- has pressure -feedback sensors on the DPF to monitor its functionality. If for some reason - for two running cycles - it senses a discrepancy in the pressure limits, it will set the code P2002 indicating a malfunction. Not to be to concerned, these devices have a regenerative capability to burn off the buildup of soot and return to full service. They last a long time. Once this occurs the light will go out and the code will clear itself. This is why it's called a soft code -- it indicates a fault in "real time" and erases as the fault corrects itself. A hard code remains until the repair is completed and the code erased manually with a scanner. All vehicles need a device to eliminate oxides of nitrogen expulsion into the atmosphere, which wouldn't be there otherwise, and its harmful to your health as well as the atmosphere. A catalytic converter solves emissions on gasoline engines. Diesels on the other hand, are more problematic. Relying on the heat of super compressed fuel for spontaneous combustion, their cylinder head temperatures are very high creating a serious breeding ground for oxides of nitrogen. NOx is produced under extremely high temperatures. The engineers knew that they needed to use EGR -- exhaust gas recirculation - to dilute the incoming fuel charge to reduce the head temperatures and reduce the Nox. Problem was, the exhaust temperatures on a diesel are to high and would simply compound the problem. They corrected this by using engine coolant to cool the engine oil and EGR pipe to reduce cylinder head temperatures below that necessary for the formation of Nox. This worked quite well. The DPF is the last line of defense against emissions by eliminating the soot. NOTE: This P2002 DTC is the same as P2003, however the P2002 refers to bank 1, which is the side of the engine that contains cylinder #1.

Symptoms Symptoms of a P2002 DTC may include: A drop in fuel economy occurs as the engine management system attempts to increase the temperature of the exhaust to burn off the excess soot in the DPF The check engine light will be on with the code "P2002." The light may stay on or light intermittently as the DPF regenerates. The engine will be sluggish on acceleration. The engine oil will exhibit dilution from the ECUs attempts to increase engine temperature. Some vehicles advance the fuel injection timing slightly after top center to afterburn a small amount of fuel to increase exhaust temperatures. Some of this fuel enters the crankcase. When the ECU determines the necessity to regenerate the DPF, the service life of the oil be shortened significantly If the DPF is not cleared the ECU will revert to the "Limp Home Mode" until the situation is corrected Potential Causes The causes for this DTC may include: Too much slow speed operation will cause this code. It takes heat in the 500c to 600c range to burn off the soot in the DPF. Even with the ECUs efforts in engine management, it has difficulty in creating enough heat to clear the DPF at slow engine speeds An air leak forward of the DPF will change the sensor readings resulting in the code Defective ECU strategies or components will prevent proper regeneration Fuel with a large percentage of sulfur will clog the DPF quickly Some aftermarket accessories and performance modifications Dirty air cleaner element Damaged DPF Diagnostic Steps & Possible Solutions The solutions are somewhat limited since the DPF is not defective, only temporarily clogged with particulates from soot. If the light is on and the code P2002 is set, use the process of elimination starting with a visual inspection. Inspect the DPF on Bank #1 for loose connections on the engine side where it mounts to the exhaust.------------------------------------------------------------------------------------------------------------------Diagnostic Steps & Possible Solutions The solutions are somewhat limited since the DPF is not defective, only temporarily clogged with particulates from soot. If the light is on and the code P2002 is set, use the process of elimination starting with a visual inspection. Inspect the DPF on Bank #1 for loose connections on the engine side where it mounts to the exhaust. Inspect the differential pressure sensors located on the front and rear of the DPF (bank 1). Look for burnt wires or loose or corroded connectors. Pull the connectors apart and look for bent or corroded pins. Make sure the sensor wires are not resting on the DPF. Start the truck and look for leaks on or around the unit. If everything is good in the above steps, then drive the truck for approximately 30 minutes at highway speeds in order to raise the exhaust temperature enough to regenerate the DPF. Personally, I have found that idling the engine at 1400 rpm for approximately 20 minutes has the same results. If the problem still persists after driving at highway speeds, the best thing to do is take it to a shop and have them place it on a diagnostic computer such as the Tech II. This is not expensive and they can watch the sensors and the ECU in real time operation. They can see the signals from the sensors and if the ECU is in fact attempting the regenerating process. The bad part is quickly identified. If you do mostly in-town driving and this is a recurring problem, there is another solution. Most shops can reprogram your computer to prevent the regenerating process in a few moments. Next, remove the PDF and replace it with a straight pipe (if legal in your jurisdiction). Problem solved. Don't discard the DPF however, it is worth a lot of money should you sell it or need it in the future. NOTE: Some modifications such as "cold air intake" (CAI) kits or cat-back exhaust kits may trigger this code and may also affect your manufacturers warranty. If you have such modification and have this code, put the stock part back in place and see if it causes the code to go away. Or, try contacting the kit manufacturer for advice to see if this is a known issue.--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------ENGINE CONTROL SYSTEM

TOYOTA D-CAT DESCRIPTION

a. Diesel Clean Advanced Technology (TOYOTA D-CAT) comprehensively regulates engine control (consists of a catalytic system and a fuel injection system) that purifies both particulate matter (PM) and nitrogen oxides (NOx) discharged by diesel engines. The catalytic system purifies hydrocarbons (HC) and carbon monoxides (CO), and reduces PM and NOx with a catalytic converter with the Diesel Particulate-NOx Reduction system (DPNR). The fuel injection system adds fuel into the exhaust port using the exhaust fuel addition injector to produce a RICH state for NOx reduction and maintain a proper catalyst temperature for DPNR catalyst regeneration.

b. TOYOTA D-CAT components:

ComponentDescription

DPNR catalytic converterReduces HC, CO, PM and NOx.

Exhaust fuel addition injectorAdds fuel into the exhaust port in order to produce RICH air-fuel ratio for NOx reduction. Also, raises catalyst temperature for DPNR catalyst regeneration.

Exhaust gas temperature sensorUsed for estimating DPNR catalytic converter temperature and adjusting fuel addition by ECM while DPNR catalyst regeneration is performed. Also, detects DPNR catalytic converter temperature to prevent the catalytic converter temperature from rising too high.

Differential pressure sensorDetects the volume of PM deposits and incorrect vacuum hose arrangement on the DPNR catalytic converter.

Air fuel ratio sensorUsed for controlling air fuel ratio. By controlling the air fuel ratio, combustion control for low temperature combustion and DPNR catalyst regeneration are properly regulated.

c. Diagnostics Trouble Codes (DTCs) table for TOYOTA D-CAT::This table indicates typical DTC combinations for each malfunction occurrence.

Trouble AreaMalfunctionDTC No.

DPNR catalytic converterDeteriorated or cloggedP2002, P1601, P1386*

Exhaust fuel addition injectorStuck openP1386

Stuck closedP1386, P2002*

Low fuel addition volumeP1386, P2002*

Open in exhaust fuel addition injector circuitP1386, P2047, P2002*

Short in exhaust fuel addition injector circuitP1386, P2047

Open or short in exhaust fuel addition injectorP1386, P2047, P2002*

Exhaust gas temperature sensorOpen in exhaust gas temperature sensor circuitP0544, P0545, P0546, P1386, P2031, P2032, P2033

Short in exhaust gas temperature sensor circuitP0544, P0545, P0546, P1386*, P2002*, P2031, P2032, P2033

Exhaust gas temperature sensorP0544, P0545, P0546, P1386*, P2031, P2032, P2033

Differential pressure sensorOpen in differential pressure sensor circuitP1425, P1427, P1428, P2002*

Short in differential pressure sensor circuitP1425, P1427, P1428, P2002*

Differential pressure sensorP1425, P1427, P1428, P2002*

Differential pressure sensor cloggedP1426, P2002*

Incorrect vacuum hose arrangement of the differential pressure sensorP1426, P2002*

Air fuel ratio sensorOpen or short in air fuel ratio sensor or heater circuitP0031, P0032, P1386*, P2238, P2239, P2252, P2253

Air fuel ratio sensorP0031, P0032, P1386*, P2238, P2239, P2252, P2253

Exhaust gas leaksExhaust gas leaksP1386*, P2002*

Fuel leaksFuel leaks in fuel addition injectorP1386*

Supply pumpCorrect fuel pressure cannot be fed to the exhaust fuel addition injectorP1386*

*: There may be no DTC output depending on the condition of the malfunction.d. Diagnostics trouble code description for TOYOTA D-CAT:

DTC No.Description

P0031Open or short in air fuel ratio sensor heater control circuit (Low output)

P0032Open or short in air fuel ratio sensor heater control circuit (High output)

P0544Open or short in exhaust gas temperature sensor circuit (Upstream)

P0545Open or short in exhaust gas temperature sensor circuit (Upstream) (Low output)

P0546Open or short in exhaust gas temperature sensor circuit (Upstream) (High output)

P1386DPNR fuel addition system malfunction

P1425Open or short in differential pressure sensor circuit

P1426Differential pressure sensor is clogged or has incorrect vacuum hose arrangement

P1427Open or short in differential pressure sensor circuit (Low output)

P1428Open or short in differential pressure sensor circuit (High output)

P2002DPNR catalytic converter malfunction

P2031Open or short in exhaust gas temperature sensor circuit (Downstream)

P2032Open or short in exhaust gas temperature sensor circuit (Downstream) (Low output)

P2033Open or short in exhaust gas temperature sensor circuit (Downstream) (High output)

P2047Open in exhaust fuel addition injector circuit

P2048Open in exhaust fuel addition injector circuit

P2049Open in exhaust fuel addition injector circuit

P2238Open or short in air fuel ratio sensor circuit (Low output)

P2239Open or short in air fuel ratio sensor circuit (High output)

P2252Open or short in air fuel ratio sensor circuit (Low output)

P2253Open or short in air fuel ratio sensor circuit (High output)

COMMON RAIL SYSTEM DESCRIPTION

a. Common rail system:The common rail system uses high-pressure fuel for improved fuel economy. This system also provides robust engine power, while suppressing engine vibration and noise.This system stores fuel in the common rail, which has been pressurized and supplied by the supply pump. By storing fuel at high-pressure, the common rail system can provide fuel at stable fuel injection pressures, regardless of engine speed or engine load.The ECM, using the EDU, provides an electric current to the piezo actuator in each injector to regulate the fuel injection timing and volume. The ECM also monitors the internal fuel pressure of the common rail using the fuel pressure sensor. The ECM causes the supply pump to supply the fuel necessary to obtain the target fuel pressure.In addition, this system uses a piezo actuator inside each injector to open and close the fuel passages. Therefore, both fuel injection time and fuel injection volume can be precisely regulated by the ECM.The common rail system allows a two stage fuel injection process. In order to soften combustion shock, this system performs "pilot-injection" prior to the main fuel injection. This helps to reduce engine vibration and noise.

b. Common rail system components:

ComponentDescription

Common railStores high-pressure fuel produced by supply pump

Supply pumpOperated by crankshaftSupplies high-pressure fuel to common rail

InjectorInjects fuel to combustion chamber based on signals from ECM

Fuel pressure sensorMonitors internal fuel pressure of common rail and sends signals to ECM

Pressure Discharge ValveBased on signals from the ECM, opens valve when sudden deceleration has occurred, or when the ignition switch is off to prevent the fuel pressure from becoming too high

Suction control valveBased on signals from ECM, adjusts fuel volume supplied to common rail and regulates internal fuel pressure

Check valveKeeps pressure that discharges from injector

c. Diagnostic trouble codes (DTCs) table for the common rail system:This table indicates typical DTC combinations for each malfunction occurrence.

Trouble AreaMalfunctionDTC No.

InjectorOpen or short in injector circuitP0200, P1238, P0093*

Stuck openP0093, P1238

Stuck closedP1238

Fuel pressure sensorOpen or short in fuel pressure sensor circuit or pressure sensor output fixedP0087, P0190, P0191, P0192, P0193

Pressure discharge valveOpen or short in pressure discharge valve circuitP1271, P1272, P0088*, P0093*, P1229*

Stuck openP0093

Stuck closedP1272, P0088*

Suction control valveOpen or short in suction control valve circuitP0627, P1229, P0088*

Stuck openP1229, P0088*

EDUFaulty EDUP0093*, P0200*, P1238*, P1271*, P1272*

Common rail system (Fuel system)Fuel leaks in high-pressure areaP0093

*: There may be no DTC output depending on the condition of the malfunction.d. Diagnostic trouble code description for the common rail system:

DTC No.Description

P0087Fuel pressure sensor output does not change

P0088Internal fuel pressure too high (200 MPa [2039 kgf/cm2, 29007 psi] or more)

P0093Fuel leaks in high-pressure areas

P0190Open or short in fuel pressure sensor circuit (output voltage is too low or too high)

P0191Fuel pressure sensor faulty

P0192Open or short in fuel pressure sensor circuit (output voltage is too low)

P0193Open or short in fuel pressure sensor circuit (output voltage is too high)

P0200Open or short in EDU or injector circuit

P0627Open or short in suction control valve circuit

P1229Fuel over-feed

INJECTION CONTROL SYSTEM DESCRIPTION

The ECM controls the fuel injection system through the EDU, injectors, and supply pump.The ECM determines the injection volume and injection timing based on signals from the accelerator pedal position sensor, crankshaft position sensor, and camshaft position sensor. Based on the signals from the ECM, the EDU controls the injectors. The EDU also controls the suction control valve installed on the supply pump to help regulate fuel pressure.The piezo type injector used in the 2AD-FHV engine makes noise when the engine is idling because this injector operates at high speed. Therefore, the EDU controls the injector to operate at low speed when the engine is idling based on signals from the ECM to achieve noise reduction.The feed pump is used to pump fuel from the fuel tank to the supply pump.

SUPPLY PUMP OPERATION SYSTEM DESCRIPTION

The rotation of the eccentric cam in the supply pump causes the ring cam in the supply pump to push plunger A upward as illustrated below. The spring force pulls plunger B (located opposite to plunger A) upward. As a result, plunger B draws the fuel in, and plunger A pumps fuel out at the same time.

SUCTION CONTROL VALVE OPERATION SYSTEM DESCRIPTION

:The ECM controls the suction control valve operation to regulate the fuel volume that is produced by the supply pump for the common rail. This control is performed to regulate the internal fuel pressure of the common rail to the targeted injection pressure.

a. Small opening of the suction control valve:i. When the opening of the suction control valve is small, the volume of supplied fuel is small. "A"ii. The suction volume becomes small due to the narrow path despite the plunger stroke being full. The difference between the geometrical volume and suction volume creates a vacuum. "B"

iii. Pump output will start when the fuel pressure at (A) becomes higher than the common rail pressure (B). "C"

b. Large opening of the suction control valve:i. When the opening of the suction control valve is large, the volume of supplied fuel is increased. "A"ii. If the plunger stroke is full, the suction volume becomes large because of the wide path. "B"

iii. Pump output will start when the fuel pressure at (A) becomes higher than the common rail pressure (B). "C"

2010 Dodge Ram Turbo Diesel 2500 P2002 and P049dhow do you fix the particulate filter where can you find it on 2010 dodge ram turbo dieselVehicle:2010 dodge ram turbo diesel 2500

How a DPF works and common fault code prompts

18 Oct 2013, 07:22Achieving the tough vehicle emissions levels under Euro 5 legislation requires a Diesel Particulate Filter (DPF) to be fitted to collect carbon soot particles generated from the combustion process in a diesel engine.These particles are microscopic balls of carbon containing pure carbon at their core, which are deposits of different hydrocarbon compounds, metal oxides and sulphur some of which are potentially hazardous to health.DPFs, however, are prone to malfunctioning as a result of becoming blocked or full, particularly when the vehicle makes an excessive number of short journeys.This will result in a fault code appearing(see list of typical DPF fault codes at the bottom of the article), such as P1471 DPF regeneration not completed. When this happens, the first response is to try running a regeneration of the filter to see if that solves the problem.Regeneration variantsForced regeneration is a simple procedure that can be carried out by a workshop and is usually needed because an active regeneration has not been successful during every day driving by the driver. Depending on the type of diagnostic programme available, this can either be a Static Regeneration or a Regeneration Run.

For this example, well be using the Bosch KTS diagnostic tool as our diagnostic unit of choice.Static Regeneration procedureTo carry out a Static Regeneration, the vehicle is normally positioned outdoors on a suitable surface and the regeneration is initiated and controlled by the KTS. Strict safety procedures must be observed prior to and during this process.For a Regeneration Run, the technician must select the programme on the KTS and take the vehicle for a drive at a moderate cruising speed for a suitable period of time usually about 20 minutes. The KTS initiates the Regeneration Run and monitors the process throughout, so a second person is required to operate the KTS while this is being performed.Further trainingBosch runs a half day training course (VSD 36) for technicians who wish to effectively diagnose faults with DPFs. The course covers the design and function of a DPF, and what conditions might cause the DPF to block prematurely, giving the technician background information on DPFs before covering the different types of regeneration strategies.

Typical DPF Fault CodesP1471 -Diesel Particulate Filter (Bank 1) Regeneration not completedP2002 -Diesel Particulate Filter (Bank 1) Efficiency below thresholdP2003 -Diesel Particulate Filter (Bank 1) Particulate mass too highP242F -Diesel Particulate Filter (Bank 1) Regeneration not activeP244A -Particulate Filter DIfferential pressure too lowP244B -Particulate Filter Differential pressure too highP2452 -Particulate Filter Differential pressure sensor malfunctionP2453 -Diesel Particulate Filter Differential pressure sensor malfunctionP2454 -Diesel Particulate Filter Differential pressure sensor voltage too lowP2455 -Diesel Particulate Filter Differential pressure sensor malfunctionP2458 -Particulate Filter regeneration maximum regeneration time exceededP2459 -Particulate Filter regeneration, regeneration frequency implausible

Code P2004. What is this code and how do you fix it? Ford Focus 2003 2.3 Liter.

RobertSubmitted:4 years ago.Category:FordShare this conversationExpert:davidreplied4 years ago.

david :Hi thank you for your question hope this helps.david :It seams Moose is off line. If you like I can help.

P2004 is intake manifold runner stuck open control bank 1.

This code is related to the EVAP system. Did you try resetting the ECM and then the light came back on? If so did you look at the readiness status?

After driving the car awhile different systems should have come out of default and one should have been listed "not complete". Which one was it?

Things to check.Start by looking for pinched or broken vacuum lines, oil dip-stick not in place or oil fill-cap missing, maybe a missing or defective gas-cap.

Anything further would take the use of special tools and a look at live data, to hopefully narrow this down.

Let me knowCustomer:Hi David!Customer:Hi David! I checked the vacuum lines,gas cap,and oil dipstick. Everything is OK.Customer:Hi David!Customer:Hi David! I checked the vacuum lines,gas cap and oil dip-stick. Everything looks good.Customer:I CHECKED ALL THE VACUUM LINES,GAS CAP AND DIPSTICK. everything is ok.Customer:I checked the vacuum lines,dip-stick,and gas cap. Everything is good.Customer:I checked the vacuum lines, oil dip-stick,and gas cap. Everything is good. I went to some blogs where I found similiar people with the same problem and they gave me detailed instructions to do a differential diagnosis. It was the IMRC part #9L642. Before I ordered the part; I removed it and blew air into it. It appears that the diaghram is broken.I don not understand why you need to choke a four cylinderenginethat much; as if vit was a lawnmower?It seems to me that keeping the doors open all the time would give that engine less restrictions and better fuel economy.Customer:Everything checked out ok-vacuum lines,dip-stick,and gas cap. Then I removed the IMRC and blew air into it. It appears the diaghram is broken, so I ordered part # XXXXX I really do not understand why the engine needs so much choking.It would seem leaving the "doors" open 24/7 would give less restriction and better mpg.Another problem I have is with the air filter. Apparently, you have to remove the "box" with the filter every 150K miles. Very costly, like $400. For an economy car not good engineering. I am considering getting a cold air induction system that runs under the front at the scoop. I do not feel comfortable with 150K mile intervals. It,s like my socks,I could wear them for six months but I probably would have to put them thru the washer more than once.Please give me thoughts on this? I do not like bondedbrakepads and shoes. I took the focus with five passengers on vacation. The car had luggage in it;plus camping gear. Going from Flagstaff to Phoenix I went down a 6% downgrade and the pads came off the car; it nearly cost us our lives.Do you know wear I can get riveted pads and shoes. I replaced the front rotors with American made vented,slotted and drilled to help with the cooling.? I had a "sticky" throttle body cable; and replaced it. What is your opinion on replacing the throttle body with a metal one and also replacing the cable? It is "sticky" again.?Also I am considering replacing theexhaustsystem by removing the two resonators and muffler with new pipe straight back and install a series"40" flowmaster muffler. It will not affect smog,but will give a little sound? With this I will replace the carpet and install dynamat from the from of the passenger compartment and the trunck to deaden the sound. Please express your opinions?

P2004 ON MY2003 Ford Focus 2.3L Automatic 260,000 miles

Hey I just recently got this code like 2 mins after getting my catalytic convertor fixed. Resettled the Cel light and it cam back on the next key cycle. I went back to the mechanics and the code they gave me was p2004. I want to fix this myself but I need someone to literally baby step me, even using pictures if they can. I know that the code has something to do with the imrc but with my lack of experience I can't find it. Can anyone help me locate the imrc, give me ideas on what may be wrong with it and give me some solutions. I feel one I located the imrc I can approached the solution better.s550: Hi i have a 2008 S550 my check engine light came on todayCustomer QuestionHi i have a 2008 S550 my check engine light came on today i read the codes off of it one code is P2004 says intake manifold runner control stuck copen 1A the other code isP0420 catalyst system efficiency below threshold bank 1 would you know if this is an easy fix & if so do you know how & have a diagram thanksSubmitted:1 year ago.Category:MercedesShare this conversationExpert:Michael Warfieldreplied1 year ago.

Michael Warfield :The intake manifold plastic actuators are probably broken/snappedMichael Warfield :You can inspect the front of the manifold for any broXXXXX XXXXXnkagesMichael Warfield :I'll see if I can find any picturesCustomer :do you have a diagram where i would be located & is it expensive to fixCustomer :will that make both codes go onMichael Warfield :Here is a video on the repair. You have to remove the whole intake manifold in order to repair it.http://www.youtube.com/watch?v=ZiSvMLn_fuMMichael Warfield :You can see the broXXXXX XXXXXnkage without removing the manifold thoughMichael Warfield :Use a flashlight to inspect the front of the manifold. You can buy repair kits through the link on the video.Customer :would you know what a job like that would cost?Michael Warfield :Its hard to say if the other fault code is caused by the malfunctioning intake but it could so I would fix the intake first.Michael Warfield :This job costs about $700-800 at most shopsMichael Warfield :The dealership would want to replace the intake manifold instead of repair it.Customer :so do you think that is definitly the promblemMichael Warfield :A new intake manifold costs about $1200-1400 for the part aloneMichael Warfield :Yes, I think that is definitely the problem because it is very, very common.Customer :ok im gonna check it out thank you ill let u knowMichael Warfield :Your welcome, let me knowCustomer :my warranty kicks in in 30 days will this hurt me driving it like thisMichael Warfield :No, its completely fine to driveCustomer :ok thanksMichael Warfield :The intake manifold switch over flaps are just more torque in the lower rpm ranges and more horsepower at the higher rpm range.Michael Warfield :It just switches between long and short intake runneers

Michael Warfield, Factory Mercedes-Benz TechnicianCategory:MercedesSatisfied Customers:2988Experience:Mercedes-Benz Master Certified technicianMichael Warfield and 5 other Mercedes Specialists are ready to help youAsk your own question nowCustomer:replied1 year ago.Hi again can you tell me where to this part i dont see anything in the video

Check any of the arrow positions for loose or broXXXXX XXXXXnkage. Use a flashlight and maybe a long skinny screwdriver to check them.

P2004 Ford - intake manifold runner control stuck open bank 1Top of FormBottom of FormTop of FormHow do I fix the intake manifold runner control stuck open bank 1 on a 2004 ford focusBottom of Form1 AnswerTop of FormBottom of FormTop of FormP2004 IMRC Stuck openTo replace the IMRC you remove the throttle body to gain access,on the IMRC you remove the three retaining screw and pull the IMRC rod outward,and install in reverse order

Bottom of Form

P2004 2011 Toyota Camry - Intake Manifold Runner Control Stuck Open Bank 1 Possible causes- Intake Manifold Runner Valve Binding Or Sticking- Intake Manifold Runner Valve- Vacuum Line Cracked or Broken (Vacuum Leak)- Intake Manifold Runner Position Sensor 1 or Wiring- ECMP2004 2011 Toyota Camry DescriptionThe Intake Manifold Runner Valve (IMRV) system is mounted on the intake manifold and consists of the intake manifold runner valve (IMRV), the IMRV motor and the IMRV position sensor. The IMRV motor opens and closes the IMRV using multiple gears. The valve position sensor detects the opening angle of the IMRV.The IMRV has a groove on its upper portion.When the IMRV is closed, air flows through a groove into the cylinder from the intake manifold, so that a dynamic air flow or tumble air flow is generated in the cylinder. The tumble air flow drastically reduces fuel deposits inside the intake air port and the combustion wall surface inside the cylinder. This improves the combustion efficiency by boosting the airfuel mixture and air flow turbulence.

Need more help?Do you need more help with the P2004 2011 Toyota Camry code? ask a question to our users or search the top hand picked automotive forums for more information

-----------Ford Focus: 2007 Ford Focus 101,000 miles P2004 DTCResolved Question:2007 Ford Focus 101,000 milesP2004 DTCSubmitted:3 years ago.Category:FordShare this conversationExpert:John Mcreplied3 years ago.

John Mc :Hi, I am John Mc, a Ford dealer tech. I hope I can help you quickly and accurately. One moment while I work on your problem.John Mc :This code is caused by a bad intake manifold runner control. It is located on the intake manifold directly under the throttle body. I believe this is a dealer only part.Customer:yes I read about the intake runner from posts on the web. Apparently it can be a vacuum supply probem or a solenoid. The post I read said that the vacuum should be present under 3000 RPM. There is one solenoid mounted below and to the left of the TB/air duct. This gets vacuum from the middle-front of the air intake. It is not open at idle on this car. How do I diagnose?John Mc :I have seen solenoids cause it but very rarely. Here is how to check. Remove the vacuum from the imrc. Now just hold your finger over it and get a helper to raise rpms. If it pulls vacuum at higher rpms then the imrc actuator is the problem. If not it is the solenoid or the vacuum lines. Follow the vacuum line up to the solenoid and make sure that it has vacuum supply at idle. If it does all that is left is the solenoid... but like I said it is usually the actuator.Customer:Is there a way you can show me a picture of the actuator? When I cleared the code it took a few days for it to come back. It is my daughters car so I don't know how she drove it during that period. What gives the feedback from the actuator to the PCU? Should it set the code pretty quickly if it is something other than an intermittent short such as the actuator?John Mc :I can give a pic but it is very vague. Ford doesn't even have instructions on how to replace. Feedback comes from a position sensor inside the actuator. This is why it has an electrical connector going to it. Really setting the code is just when the computer sees two failures in one drive cycle. Give me just a sec on the pic.John Mc :I highlighted the imrc in the pic.

Customer:It is a little different than the setup I am working on. The vacuum hose that is running from the center of the manifold to what looks like a solenoid in the pic is under the TB on this car. Is that the solenoid that controls the imrc? Do I need to disconnect the air supply to the TB to get at the actuator?John Mc :Yes. It is easiest to remove the air tube and the throttle body to get to it. Not sure which solenoid is the one, this is why I suggest following the vacuum line from the actuator to the appropriate solenoid. Only way to be sure.Customer:good idea, thanks. I can't really see it so I am not sure which line or solenoid it is. I will try it tomorrow after work. If I accept now can I get you again tomorrow?John Mc :Yes, just come back here and post and I will get an email. Please understand, its spotty when I answer during the day because I work at a dealership and do this at night.

-----------------------------------------------------P2004 ON MY 2.3L2003 Ford Focus 2.3L 260,000 miles

Went to the dealership, was told that it was the imrc actuator, I took apart what I believed is the vac actuator, I wanted to know if this is the correct piece. I also wanted to know if there is a small test I can preform on the actuator while it's out the car to see if it is indeed the correct piece.

More information: I have two imrc solenoid on top of the intake. And followed the one of the right to get the the actuator that I pulled out. I assumed that this is the bank 1, the bank that is giving me the code p2004. Did I pull out the right one for bank 1 or is it the other "actuator" that is connected to the solenoid on the right side that is giving me the cel. I'll include pictures.

If I was indeed right the whole time can someone direct me to where I can buy a new actuator.

Electronic Throttle P2109 & P0638 error codes. HELP!Really need some help. Intermittent problem with electronic throttle not responding. Often I stop at a red light, etc. & then when I step on accelerator the engine doesn't rev normally. It has loping idle between 800 & 1000 rpm. When I step on gas pedal engine slowly revs up to around 1500 rpm. Check engine light comes on & cruise control light flashes. I have pulled two error codes: P2109 "Throttle /Pedal Position Sensor A Minimum Stop Performance" & P0638 "Throttle Actuator Control Range / Performance (Bank 1).

After I shut off the engine & turn it back on a few times, it revs normally. Then it often drives fine for a day or two. I don't own a WRX (I wish I did!) but I believe my '05 Subaru Forester 2.5X (normally aspirated,no mods) has the same "throttle-by-wire" system as the WRX& you guys are often very help on tech stuff.

Any recomendations on where to start? Throttle position sensor & throttle body appear to be one unit & sell new for $570ish. I was planning to take it off intake manifold & clean everything (I have new gasket). Mabe try to clean sensors on throttle & pedal with electric contact cleaner spray?SubaruForester Electronic Throttle faults p210909/09/2014 | Author: admin | No comments | Categories:DiagnosticsVehicleSubaru Forester 2004 ej25 turbo series 1Symptom:The vehicle drove into the workshop running poorly at that but running, the client advised that if he cleared the fault codes related to the throttle he would be able to drive it a little while before it goes into limp mode.

Diagnosis:We took a look that the fault codes and found that the fault code would not clear P2109Throttle / Pedal Position Sensor A Minimum Stop Performance. Not understanding too much about how the subraru electronti throttle control worked, we decided that we should sue the scope to measure what is happening at the throttle control motor.The scope verified that there was power to tps switches and that the throttle position switch was showing a normal reading, we turned the scope now to the power circuits and found no ECU control of the throttle actuator, Could this be the ecu is switching off the control circuit due to high current draw on the throttle motor, we shut down the engine and with the scope still connected started the engine and foudn that there was never a signal to the throttle motor, Time for a wiring diagram.Consulting with the wiring diagram showed that the ECU has inputs and outputs for throttle control, the inputs such as throttle control relay and outputs for the duty cycle of the throttle actuatorbefore you can get an output you must have an input We happened to get lucky and cycled the ignition and found that the relay circuit was being controlled by the ecu, the ecu would switch on the throttle relay for a split second before shutting it down, with this in mind we decided tomanually make the relay stay on and see if the vehicles throttle actuator would operate, no such luck, we installed a new relay and continued on, before condemning the ECU, the wiring from ecu to the throttle control actuator should be checked any shorts to ground. After confirming that there was no integrity issues with the wiring we rang around all the wreckers to find an ecu, after several hours searching we found an ecu,RepairThe particular ECU needs to be programmed, the client found a mobile guy that comes around and will program the ECU, a practical lesson learned on programming ECUsMake sure you Put the same part number in. after a new ECU was Programmed the Vehicle started and the throttle actuator was operational, after this was the clean up and clear the faults, carry out a test drive before ring the client to let him know the vehicle was ready.SummaryAlways test what you can get to before replacing unnecessary parts, make sure you test all the wiring before calling for a new ecu, including the throttle actuators resistance.Wiring Diagram

P2104 obd2 code describes the tps actuator circuit

Shown here is the P2104 obd2 code and their general meaning. For a brief description of any particular OBD2 code and how to fix the obd2 trouble code, please browsw belowP2104 fault code means engine TP Actuator Cntl SystemThis obd2 code is very common on newer vehicles which contain new design of throttle positioner sensor. Instead of putting a tps sensor at the side of your throttle body as in older engines, a throttle actuator control system is installed which eliminates the mechanical linkage (cable) between the throttle body and the throttle pedal. Under the throttle pedal, a throttle switch is installed and a throttle module or actuator is incorporated beside the throttle body. Because there is no mechanical device that wears out, it is more effecient in delivering better mileage and performance torque (besides...the actuator module performs better in getting all throttle signals to the ecm and trany).To test this code, check the integrity of the wires going to both the throttle body actuator and the ecm including the throttle switch. Most of the time, if you have symptoms like trany going to a limp mode, the culprit originates from the trany circuit. However, if the symptom is engine related like hesitation, the problem resides in the throttle actuator itself which may sometimes includes the replacement of the whole throttle body assembly. Contact ATS if you need a wiring diagram or detailed fixes for your throttle actuator control system.TIP:Before replacing the throttle control actuator and throttle body, try cleaning the throttle plates and all plug-in wiring connections. Also, watch out the throttle body mounting bolts which can easily break (use care) when removing them.CODE Meaning or DescriptionP20BA Engine Heater A CntlP20BB Engine Heater A Cntl cktP20BC Engine Heater A Cntl cktP20BD Engine Heater B Cntl cktP20BE Engine Heater B CntlP20BF Engine Heater B Cntl cktP20C0 Engine Heater B Cntl cktP20C1 Engine Heater C Cntl cktP20C2 Engine Heater C CntlP20C3 Engine Heater C Cntl cktP20C4 Engine Heater C Cntl cktP20C5 Engine Heater D Cntl cktP20C6 Engine Heater D CntlP20C7 Engine Heater D Cntl cktP20C8 Engine Heater D Cntl cktP20C9 Engine ECM MIL IlluminationP20CA Engine Air Press LeakageP20CB Engine Fuel Injector A Cntl cktP20CC Engine Fuel Injector A PerformanceP20CD Engine Exh Fuel Injector A Cntl cktP20CE Engine Exh Fuel Injector A Cntl cktP20CF Engine Exh Fuel Injector AP20D0 Engine Exh Fuel Injector AP20D1 Engine Exh Fuel Injector B cntl cktP20D2 Engine Exh Fuel Injector BP20D3 Engine Exh Fuel Injector B cntl cktP20D4 Engine Exh Fuel Injector B cntl cktP20D5 Engine Exh Fuel Injector BP20D6 Engine Exh Fuel Injector BP20D7 Engine Exh Fuel Supply Cntl cktP20D8 Engine Exh Fuel Supply CntlP20D9 Engine Exh Fuel Supply Cntl cktP20DA Engine exh Fuel Supply Cntl cktP20DB Engine Exh Fuel Supply CntlP20DC Engine Exh Fuel Supply CntlP20DD Engine Exh Fuel Press Sensor cktP20DE Engine Exh Fuel Press Sensor cktP20DF Engine Exh Fuel Press Sensor cktP20E0 Engine Exh Fuel Press Sensor cktP20E1 Engine Exh Fuel Press Sensor cktP20E2 Engine Exh Gas Temp SensorP20E3 Engine Exh Gas Temp SensorP20E4 Engine Exh Gas Temp SensorP20E5 Engine Exh Gas Temp SensorP2100 Engine TP Actuator Cntl Motor cktP2101 Engine TP Actuator Cntl Motor cktP2102 Engine TP Actuator Cntl Motor cktP2103 Engine TP Actuator Cntl Motor cktP2104 Engine TP Actuator Cntl SystemP2105 Engine TP Actuator Cntl SystemP2106 Engine TP Actuator Cntl SystemP2107 Engine TP Actuator Cntl ModuleP2108 Engine TP Actuator Cntl ModuleP2109 Engine TPS Pedal Position SensorP210A Engine TP Actuator Cntl Motor cktP210B Engine TP Actuator Cntl Motor cktP210C Engine TP Actuator Cntl Motor cktP210D Engine TP Actuator Cntl Motor cktOscillating idle after flood, CEL P2109

Hi all

I have an '08 Sport, ~75k miles. Car ran fine until I left for a 3 week trip. GF started it once about 2 weeks into my trip, said she ran the car for about a minute. It sat for another week until I got back. Weather was about 45-55F, damp (I live near San Francisco), and the car was outside the whole time.

Sure enough, when I came back this morning and tried to start it, the starter cranked but the engine didn't catch. I tried deflooding (as inDIY-deflooding-average-joe-plumber), but I didn't do it for a minute, I did it for like 30 seconds. That didn't work, so I left to go to work. When I came back, I spent about 10 minutes deflooding and the car finally started. When I deflooded I just floored the gas, didn't remove any fuses or anything.

Problem is, the idle is _really_ bad - idle RPM cycles between 1500 and 2250, in intervals of about 2 seconds. This is after I let the car warm up. Also, there's a CEL on now, pulled the code, "P2109" - TP sensor minimum stop range/performance problem

I drove the car around the block, that didn't help either so I parked it and here I am.

Is this just an artifact of flooding - should I drive it to work (35 miles one way) and see if that fixes things or try something else? Is the car even safe to drive at this point? - I don't want to make the situation worse.