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 1
Possible 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 operation

Possible 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:

Component

Description

DPNR catalytic
converter

Reduces HC, CO, PM and NOx.

Exhaust fuel
addition injector

Adds 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
Used for estimating DPNR catalytic converter temperature and adjusting fuel addition by ECM while DPNR
temperature sensor catalyst regeneration is performed. Also, detects DPNR catalytic converter temperature to prevent the

catalytic converter temperature from rising too high.

c.

Differential
pressure sensor

Detects the volume of PM deposits and incorrect vacuum hose arrangement on the DPNR catalytic converter.

Air fuel ratio

sensor

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

Diagnostics Trouble Codes (DTCs) table for TOYOTA D-CAT:

:
This table indicates typical DTC combinations for each malfunction occurrence.

Trouble Area

Malfunction

DTC No.

DPNR catalytic converter Deteriorated or clogged

Exhaust fuel addition

injector

Exhaust gas temperature

sensor

Differential pressure
sensor

P2002, P1601, P1386*

Stuck open

P1386

Stuck closed

P1386, P2002*

Low fuel addition volume

P1386, P2002*

Open in exhaust fuel addition injector circuit

P1386, P2047, P2002*

Short in exhaust fuel addition injector circuit

P1386, P2047

Open or short in exhaust fuel addition injector

P1386, P2047, P2002*

Open in exhaust gas temperature sensor circuit

P0544, P0545, P0546, P1386, P2031, P2032,

P2033

Short in exhaust gas temperature sensor circuit

P0544, P0545, P0546, P1386*, P2002*,

P2031, P2032, P2033

Exhaust gas temperature sensor

P0544, P0545, P0546, P1386*, P2031, P2032,

P2033

Open in differential pressure sensor circuit

P1425, P1427, P1428, P2002*

Short in differential pressure sensor circuit

P1425, P1427, P1428, P2002*

Differential pressure sensor

P1425, P1427, P1428, P2002*

Differential pressure sensor clogged

P1426, P2002*

Incorrect vacuum hose arrangement of the differential

P1426, P2002*
pressure sensor
Open or short in air fuel ratio sensor or heater circuit

P0031, P0032, P1386*, P2238, P2239, P2252,

P2253

Air fuel ratio sensor

P0031, P0032, P1386*, P2238, P2239, P2252,

P2253

Exhaust gas leaks

Exhaust gas leaks

P1386*, P2002*

Fuel leaks

Fuel leaks in fuel addition injector

P1386*

Supply pump

Correct fuel pressure cannot be fed to the exhaust fuel

P1386*
addition injector

Air fuel ratio sensor

*: 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

P0031

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

P0032

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

P0544

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

P0545

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

P0546

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

P1386

DPNR fuel addition system malfunction

P1425

Open or short in differential pressure sensor circuit

P1426

Differential pressure sensor is clogged or has incorrect vacuum hose arrangement

P1427

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

P1428

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

P2002

DPNR catalytic converter malfunction

P2031

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

P2032

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

P2033

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

P2047

Open in exhaust fuel addition injector circuit

P2048

Open in exhaust fuel addition injector circuit

P2049

Open in exhaust fuel addition injector circuit

P2238

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

P2239

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

P2252

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

P2253

Open 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:

Component

Description

Common rail

Stores high-pressure fuel produced by supply pump

Supply pump

Operated by crankshaft
Supplies high-pressure fuel to common rail

Injector

Injects fuel to combustion chamber based on signals from ECM

Fuel pressure
sensor

Monitors internal fuel pressure of common rail and sends signals to ECM

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

c.

Suction control
valve

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

Check valve

Keeps pressure that discharges from injector

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

Trouble Area

Malfunction

DTC No.

Open or short in injector circuit

P0200, P1238, P0093*

Stuck open

P0093, P1238

Stuck closed

P1238

Open or short in fuel pressure sensor circuit or pressure

sensor output fixed

P0087, P0190, P0191, P0192,

P0193

Open or short in pressure discharge valve circuit

P1271, P1272, P0088*, P0093*,

P1229*

Stuck open

P0093

Stuck closed

P1272, P0088*

Open or short in suction control valve circuit

P0627, P1229, P0088*

Stuck open

P1229, P0088*

EDU

Faulty EDU

P0093*, P0200*, P1238*, P1271*,

P1272*

Common rail system (Fuel

system)

Fuel leaks in high-pressure area

P0093

Injector

Fuel pressure sensor

Pressure discharge valve

Suction control valve

*: 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

P0087

Fuel pressure sensor output does not change

P0088

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

P0093

Fuel leaks in high-pressure areas

P0190

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

P0191

Fuel pressure sensor faulty

P0192

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

P0193

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

P0200

Open or short in EDU or injector circuit

P0627

Open or short in suction control valve circuit

P1229

Fuel 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.
i.
ii.

iii.

Small opening of the suction control valve:

When the opening of the suction control valve is small, the volume of supplied fuel is small. "A"
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"

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.

iii.

If the plunger stroke is full, the suction volume becomes large because of the wide path. "B"

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 P049d

how do you fix the particulate filter where can you find it on 2010 dodge ram turbo diesel

Vehicle: 2010 dodge ram turbo diesel 2500

How a DPF works and common fault code

prompts

18 Oct 2013, 07:22

Achieving 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 variants
Forced 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 procedure
To 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 training
Bosch 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 Codes

P1471 - Diesel Particulate Filter (Bank 1) Regeneration not completed
P2002 - Diesel Particulate Filter (Bank 1) Efficiency below threshold
P2003 - Diesel Particulate Filter (Bank 1) Particulate mass too high
P242F - Diesel Particulate Filter (Bank 1) Regeneration not active
P244A - Particulate Filter DIfferential pressure too low
P244B - Particulate Filter Differential pressure too high
P2452 - Particulate Filter Differential pressure sensor malfunction
P2453 - Diesel Particulate Filter Differential pressure sensor malfunction
P2454 - Diesel Particulate Filter Differential pressure sensor voltage too low
P2455 - Diesel Particulate Filter Differential pressure sensor malfunction
P2458 - Particulate Filter regeneration maximum regeneration time exceeded
P2459 - Particulate Filter regeneration, regeneration frequency implausible

Code P2004. What is this code and how do you fix it? Ford Focus 2003 2.3 Liter.
Robert
Submitted: 4 years ago.
Category: Ford
Share this conversation
Expert: david replied 4 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 know
Customer:
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 cylinder engine that 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 bonded brake pads 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 the exhaust system 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 MY
2003 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 today
Customer Question
Hi 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 is
P0420 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 thanks
Submitted: 1 year ago.
Category: Mercedes
Share this conversation
Expert: Michael Warfield replied 1 year ago.

Michael Warfield :
The intake manifold plastic actuators are probably broken/snapped
Michael Warfield :
You can inspect the front of the manifold for any broXXXXX XXXXXnkages
Michael Warfield :
I'll see if I can find any pictures
Customer :
do you have a diagram where i would be located & is it expensive to fix
Customer :
will that make both codes go on
Michael 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_fuM
Michael Warfield :
You can see the broXXXXX XXXXXnkage without removing the manifold though
Michael 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 shops
Michael Warfield :
.The dealership would want to replace the intake manifold instead of repair it
Customer :
so do you think that is definitly the promblem
Michael Warfield :
A new intake manifold costs about $1200-1400 for the part alone
Michael 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 know
Michael Warfield :
Your welcome, let me know
Customer :
my warranty kicks in in 30 days will this hurt me driving it like this
Michael Warfield :
No, its completely fine to drive
Customer :
ok thanks
Michael 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 Technician

Category: Mercedes
Satisfied Customers: 2988
Experience: Mercedes-Benz Master Certified technician

Michael Warfield and 5 other Mercedes Specialists are ready to help you

Ask your own question now

Customer: replied 1 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

1
How do I fix the intake manifold runner control stuck open bank 1 on a 2004 ford focus

Answer 1
P2004 IMRC Stuck open
To 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

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
ECM

P2004 2011 Toyota Camry Description

The 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

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-----------

Ford Focus: 2007 Ford Focus 101,000

miles P2004 DTC
Resolved Question:
2007 Ford Focus 101,000 miles
P2004 DTC
Submitted: 3 years ago.
Category: Ford
Share this conversation
Expert: John Mc replied 3 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 2.3L
2003 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?

Subaru Forester Electronic Throttle faults p2109

09/09/2014 | Author: admin | No comments | Categories: Diagnostics

Vehicle
Subaru Forester 2004 ej25 turbo series 1

:Symptom
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 P2109 Throttle / 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 actuator

before 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 to manually 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

Repair
The 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 ECUs

.Make 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

Summary
Always 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 below
P2104

fault code means engine TP Actuator Cntl System

This 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 Description

P20BA

Engine Heater A Cntl

P20BB

Engine Heater A Cntl ckt

P20BC

Engine Heater A Cntl ckt

P20BD

Engine Heater B Cntl ckt

P20BE

Engine Heater B Cntl

P20BF

Engine Heater B Cntl ckt

P20C0

Engine Heater B Cntl ckt

P20C1

Engine Heater C Cntl ckt

P20C2

Engine Heater C Cntl

P20C3

Engine Heater C Cntl ckt

P20C4

Engine Heater C Cntl ckt

P20C5

Engine Heater D Cntl ckt

P20C6

Engine Heater D Cntl

P20C7

Engine Heater D Cntl ckt

P20C8

Engine Heater D Cntl ckt

P20C9

Engine ECM MIL Illumination

P20CA

Engine Air Press Leakage

P20CB

Engine Fuel Injector A Cntl ckt

P20CC

Engine Fuel Injector A Performance

P20CD

Engine Exh Fuel Injector A Cntl ckt

P20CE

Engine Exh Fuel Injector A Cntl ckt

P20CF

Engine Exh Fuel Injector A

P20D0

Engine Exh Fuel Injector A

P20D1

Engine Exh Fuel Injector B cntl ckt

P20D2

Engine Exh Fuel Injector B

P20D3

Engine Exh Fuel Injector B cntl ckt

P20D4

Engine Exh Fuel Injector B cntl ckt

P20D5

Engine Exh Fuel Injector B

P20D6

Engine Exh Fuel Injector B

P20D7

Engine Exh Fuel Supply Cntl ckt

P20D8

Engine Exh Fuel Supply Cntl

P20D9

Engine Exh Fuel Supply Cntl ckt

P20DA

Engine exh Fuel Supply Cntl ckt

P20DB

Engine Exh Fuel Supply Cntl

P20DC

Engine Exh Fuel Supply Cntl

P20DD

Engine Exh Fuel Press Sensor ckt

P20DE

Engine Exh Fuel Press Sensor ckt

P20DF

Engine Exh Fuel Press Sensor ckt

P20E0

Engine Exh Fuel Press Sensor ckt

P20E1

Engine Exh Fuel Press Sensor ckt

P20E2

Engine Exh Gas Temp Sensor

P20E3

Engine Exh Gas Temp Sensor

P20E4

Engine Exh Gas Temp Sensor

P20E5

Engine Exh Gas Temp Sensor

P2100

Engine TP Actuator Cntl Motor ckt

P2101

Engine TP Actuator Cntl Motor ckt

P2102

Engine TP Actuator Cntl Motor ckt

P2103

Engine TP Actuator Cntl Motor ckt

P2104

Engine TP Actuator Cntl System

P2105

Engine TP Actuator Cntl System

P2106

Engine TP Actuator Cntl System

P2107

Engine TP Actuator Cntl Module

P2108

Engine TP Actuator Cntl Module

P2109

Engine TPS Pedal Position Sensor

P210A

Engine TP Actuator Cntl Motor ckt

P210B

Engine TP Actuator Cntl Motor ckt

P210C

Engine TP Actuator Cntl Motor ckt

P210D

Engine TP Actuator Cntl Motor ckt

Oscillating 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
in DIY-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.