Códigos de avería EOBD II para PSA.

Mostramos documento con listado de los códigos EPBD II más habituales.

Destacamos antes los siguientes que suelen ser los más habituales y algunos de los cuales no aparecen en el docuemnto adjunto:

For sid801/803 system, this fault code represents the High pressure pump Flow regulator. There have been cases that require a new high pressure pump assy.
This code can also be generated for cases of hesitation at low engine speeds, this maybe attributed to the electronic EGR valve sticking open.

For MM6LP; Check for temperature problems. Excessive engine temperature will cause the ECU to limit the valve timing advance.

For EDC15C2, this fault represents:
- Air flow not sufficient against expected value.

Check the EGR valve operation.
- Air flow too great or not sufficient.

Check the calibration of air flow meter. Also check for turbo hoses adrift or split.

For SID 803, check the air flow sensor. I created this fault code when disconnecting the sensor.

For ME7.4.4 as fitted to TU5jp4; Check for the additional, 118 degree, heat switch failure. It shorts out the coolant thermistor circuit. (Parallel wired).
For MM6LP, I have had occassions of the temperature sensor reading excessively high temperatures, around 140 °C. With this sort of temperature, look out for other faults relating to long term temperture control. Such as long term fuel trim etc..

For MM6LP as fitted to ET3 engine, confirm oxygen sensor failure by checking voltage across circuit. Should be approx. 3.8 volts open circuit.

This fault code is generated as a result of long term fuel trim information.
For MM6LP as fitted to ET3 engine, this fault may relate to the oxygen sensor as early sensors were known to be faulty. However make sure there is no other cause of fuel trim being affected. Check for temperature problems. I have noticed that with excess temperature, the ECU shuts down the heater control of the Oxygen sensors.

For EDC16C3; Possible causes:
Turbo failure

For EDC16C3; Possible causes:
Turbo failure. This fault can be attributed to turbo wastegate calibration. No physical fault with component but incorrect setting of wastegate, causing over boost under certain conditions. This fault code is also generated by diconnecting the sensor.

For SID 803; Check vacuum supply to controller solenoid, they have been known to leak vacuum.
I have seen an EDC16C3 system with a recked turbo.

For EDC16C3 as fitted to 206 DV4td; Check for engine speed sensor harness damage. Harness retaining clip can be dislodged and the harness may catch the right hand drive shaft.

For ME746 or similar, check the primary current very carefully. You may find you check the primary resistance and find no fault, but I have had incidents where the resistance was identical on all cylinders but the current whilst operating was different.

For EDC15C2 and possibly other Pre heat systems, check for open circuit glow plugs.

For EDC15C2 check for vacuum at EGR valve. Check for vacuum supply to solenoid valve and output from solenoid valve. The control duty at 99% sould be valve fully open.

For EDC15C2 intermittent faults, check for water presence in the air filter, or some other similar obstruction. (Favourite after flood water).

For EDC16C3, check for obvious causes including blown turbo.

For MM6LP; this fault is often attributed to the auxillary air pump failing, usually by water ingress. Check the pump for water content.

For MM6LP; Check the auxiliary air pump for siezure, usually caused by water ingress. Also check the fuse supplying it. (BM34).

For EDC16C3, this fault relates to the particulate filter, Maximum number of aborted regenerations reached. Look for other faults which may cause this to occur. It may not be the filter.

For SID 803; This fault relate to the Electronic EGR valve, which sticks after some use. It will probably require replacement.

For AL4 gearbox; check the pressure sensor operation.

For Sagem S2000, as fitted to TU engines; Check the MAP sensor, (dual function sensor), for oil contamination, usually oiled up after engine over filled with oil.


For EDC15C2, as fitted to DW10 engines, this fault code may indicate a power supply interruption to the rail pressure sensor. There was a modified intermediate harness supplied, which had to be fitted with a new sensor and harness retaining clip. This was to correct a connection fault, however do not dismiss other causes of incorrect pressure readings.

For MM6LP, as fitted to EW10 and ET3 engines; Check motorised throttle unit and ECU software version. ECU download often required for this fault.
For ME744, this fault can occur after ECU download. Usually requires Throttle butterfly learning to be carried out.

This fault code for AL4 is often generated along with P0745. It relates to pressure regulation and is very often caused by hydraulic block failure, usually caused by solenoid swarf. Make sure you have the latest Borg Warner solenoids fitted and software to match. The solenoids are included in the new hydraulic block assembly. Also be aware that the pressure sensor may be at fault. Unfortunately this does not mean the gearbox as a whole is not faulty, as the swarf damage very often causes the box to fail internally or the brake bands and gear bearings also wear and cause contamination. Depending on age and mileage etc. it maybe prudent to just opt for a new gearbox, especially if coupled with 'slip' faults.

For EW10D, SIRIUS81, check the operation of the high pressure fuel pump. This code seems to relate to failure. I have witnessed this fault, with the HP pump dropping pressure off, intermittently, and the regulator trying to increase pressure, as expected.

For S2000P; check ignition primary pattern for excessive peak voltage and spark line too short. Should be greater than 1ms. This fault code is usually caused by interference.

For TU5jp4 with ME7.4.5., check for Compression faults. I have witnessed, on more than one occassion, burnt exhaust valves on cylinder No.2..

For SID 803, check the operation and output of the pre-heat control relay.

For EDC15C2; Check the Exhaust differential pressure sensor. It has a habbit of becoming contaminated with water. Checks I have made show the following: 0.500 volts = 0.0mb / 0.550 volts = 5.9mb / 0.565 volts = 11.6mb.

For EDC15C2, this fault code represents many different descriptions as you have seen. Check the additive tank for fluid level. I have seen this fault when the tank is empty even when the additive ECU says the minimum level hasn't been reached.
Early 406 DPX42 additive level sensor voltage I measured as follows: Presumed empty tank - 891mv, plus 2 litres - 827mv. Or > 1.8 Kohms is empty.
If you have to check the fuel cap sensor, the resistance is 149 Kohms cap on, 12 ~ 15 ohms cap off.

For EDC15C2; Not too sure about this code, but I believe the term 'Wait' is a miss translation for 'Reached', which therefore corresponds to the level being too low. However the term 'Reached' is sometimes reported.. Check the level sensor resistance to confirm status. > 1.8 Kohms is empty. (DPX42 system). I am looking into this issue.
It seems there is approximately 100 ohms difference between empty and full, although the sensor only reports 'empty'. It uses a current compensation method for controlling level information.

For EDC15C2; Check for inverted pipe configuration on differential pressure sensor or water ingress.

For PSA systems with additional Heat switch, Component No. 1289 2v be connector, 118°C warning, as mounted on the heated water housing. The circuit is wired in parallel with the coolant thermistor.

For DV4/6 euro 4 emissions; this fault code relates to the 'RAS', (Intercooler/heat exchanger), control solenoids/butterflies.

For SID 801; Check the Piezo electric injectors. They complete the power stage for the ECU driver. If they are in question, they probably need replacement, even if their capacitance readings are Ok. In addition, this code maybe attributed to the physical driver stage in the ECU, therefore the ECU maybe at fault.
In a case that I had with this fault code, the solution was to replace both the ECU and the injectors.
A more recent event, found the problem was caused by a single injector wire shorting to ground. (When I say shorting, it was approximately 2 MOhms to ground, which was caused by a slightly chaffed wire surrounded by moisture).

For MM6LP I have found this fault caused by a software issue in the BSI. A hard reset for the BSI may sort it out temporarily.

For Lucas DCN2 as fitted to DW8B engine in Partner vehicle, this code is generated as a result of fuse number 2 in the engine fuse box being present. This is a hard fault code and will not clear. Remove the fuse from the engine fuse box (it should never be fitted), clear the fault codes. Disconnect and reconnect the battery, allowing the 3 minute rule etc.
Retest and read faults after connection.
It also maybe attributed to the status of matching between the pump module and the immobiliser ecu. Status 'Unlocked'

For S2000PM1 as fitted to TU3 engine in Citroen C3, check for harness problems. It may be necessary to replace the multi connector on the motorised trottle unit and delete the connector under the glove box, where the manufacturer has adapted from left hand drive.

All the tank cap present sensors I've tested, so far, should read:149Kohms = cap on, 12~15ohms = cap off.

For EP6DT engine, this fault code has often been associated with Cam Timing.

For SID 803; Check for turbo control vacuum supply, possibly too weak. Look at other solenoid valves for vacuum leakage. (Stable 750mb vacuum with engine running).

For SID 803; Check for turbo control vacuum supply, possibly too weak. Look at other solenoid valves for vacuum leakage. (Stable 750mb vacuum with engine running).

Fuente de los códigos anteriores: Ingeniero Gabriel Emmi www.launic.com.ar

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Etiquetas: PSA, Diagnosis,