Launch CReader 3001 User manual

V1.00.000
2017-08-28

LAUNCH 3001
User’s Manual
I
Trademark Information
LAUNCH is a registered trademark of LAUNCH TECH CO., LTD. (LAUNCH) in
China and other countries. All other LAUNCH trademarks, service marks, domain
names, logos and company names referred to in this manual are either
trademarks, registered trademarks, service marks, domain names, logos and
company names of or are otherwise the property of LAUNCH or its affiliates. In
countries where any of the LAUNCH trademarks, service marks, domain names,
logos and company names are not registered, LAUNCH claims other rights
associated with unregistered trademarks, service marks, domain names, logos
and company names. Other products or company names referred to in this
manual may be trademarks of their respective owners. You may not use any
trademark, service mark, domain name, logo, or company name of LAUNCH or
any third party without permission from the owner of the applicable trademark,
service mark, domain name, logo, or company name. You may contact LAUNCH
at www.x431.com, or write to LAUNCH TECH CO., LTD., Launch Industrial Park,
North of Wuhe Rd., Banxuegang, Longgang, Shenzhen, Guangdong, P.R. China,
to request written permission to use Materials on this manual for purposes or for
all other questions relating to this manual.
Copyright Information
Copyright © 2019 by LAUNCH TECH CO., LTD. All rights reserved. No part of this
publication may be reproduced, stored in a retrieval system, or transmitted in any
form or by any means, electronic, mechanical, photocopying and recording or
otherwise, without the prior written permission of LAUNCH. The information
contained herein is designed only for the use of this unit. LAUNCH is not
responsible for any use of this information as applied to other units.
General Notice
 Other product names used herein are for identification purposes only and may
be trademarks of their respective owners. LAUNCH disclaims any and all
rights in those marks.
 There is a possibility that this unit is inapplicable to some of the vehicle models
or systems listed in the diagnosis section due to different countries, areas,
and/or years. Do not hesitate to contact LAUNCH if you come across such
questions. We are to help you solve the problem as soon as possible.
Disclaimer
To take full advantage of the unit, you should be familiar with the engine.

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 All information, illustrations, and specifications contained in this manual are
based on the latest information available at the time of publication. The right is
reserved to make change at any time without notice.
 Neither LAUNCH nor its affiliates shall be liable to the purchaser of this unit or
third parties for damages, losses, costs or expenses incurred by purchaser or
third parties as a result of: accident, misuse, or abuse of this unit, or
unauthorized modifications, repairs, or alterations to this unit, or failure to
strictly comply with LAUNCH operating and maintenance instructions.
 LAUNCH shall not be liable for any damages or problems arising from the use
of any options or any consumable products other than those designated as
Original LAUNCH Products or LAUNCH Approved Products by LAUNCH.
Safety Precautions and Warnings
To prevent personal injury or damage to vehicles and/or the test equipment,
please read this user’s manual first carefully and observe the following safety
precautions at a minimum whenever working on a vehicle:
 Always perform automotive testing in a safe environment.
 Do not attempt to operate or observe the tool while driving a vehicle. Operating
or observing the tool will cause driver distraction and could cause a fatal
accident.
 Wear safety eye protection that meets ANSI standards.
 Keep clothing, hair, hands, tools, test equipment, etc. away from all moving or
hot engine parts.
 Operate the vehicle in a well-ventilated work area: Exhaust gases are
poisonous.
 Put blocks in front of the drive wheels and never leave the vehicle unattended
while running tests.
 Use extreme caution when working around the ignition coil, distributor cap,
ignition wires and spark plugs. These components create hazardous voltages
when the engine is running.
 Put the transmission in P (for A/T) or N (for M/T) and make sure the parking
brake is engaged.
 Keep a fire extinguisher suitable for gasoline/chemical/electrical fires nearby.
 Don’t connect or disconnect any test equipment while the ignition is on or the
engine is running.

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 Keep the test equipment dry, clean, free from oil/water or grease. Use a mild
detergent on a clean cloth to clean the outside of the test equipment, when
necessary.

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Table of Contents
1. Introduction ...................................................................................................... 1
2. General Information ......................................................................................... 3
2.1 On-Board Diagnostics (OBD) I .............................................................. 3
2.2 On-Board Diagnostics (OBD) II ............................................................. 3
2.3 Diagnostic Trouble Codes (DTCs) ......................................................... 5
2.4 Location of the Data Link Connector (DLC) ........................................... 6
2.5 OBD 2 Terminology ............................................................................... 7
2.6 OBD II Monitors ..................................................................................... 8
2.6.1 Continuous Monitors .................................................................. 9
2.6.2 Non-Continuous Monitors ........................................................ 10
2.6.3 OBD 2 Reference Table ........................................................... 16
2.7 DTCs and MIL Status .......................................................................... 18
3. Product Descriptions ...................................................................................... 20
3.1 Outline of CReader 3001 ..................................................................... 20
3.2 Specifications ...................................................................................... 21
3.3 Accessories ......................................................................................... 21
4. Connection ..................................................................................................... 22
4.1 Preparation & Connection ................................................................... 22
4.2 Settings ............................................................................................... 23
5. Diagnose ........................................................................................................ 24
6. DTC Lookup ................................................................................................... 27
7. Help ............................................................................................................... 28
8. Register & Update .......................................................................................... 29
9. FAQ ............................................................................................................... 30

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1. Introduction
The CReader 3001 is specially developed by LAUNCH, which support all 10
modes of OBD II test for a complete diagnosis. Featuring the 1.77” color LCD, it
enables users to read/clear DTCs, record and save data. The CReader 3001 is
also very easy to use. With built-in help menus and code definitions, diagnosing
and repairing that dreaded Check Engine Light is now easier than ever!
Moreover, CReader 3001 also features the following bi-directional “special tests”:
EVAP, O
2
Sensor, I/M Readiness, MIL Status, VIN Info, and On-board monitors
testing.
It can be connected to PC through the USB cable for upgrade to keep updated
with the latest software version.
Note: CReader 3001 may automatically reset while being disturbed by strong static
electricity. THIS IS A NORMAL REACTION.
This tool is specially designed to work with all OBD 2 compliant vehicles, including
Controller Area Network (CAN). It is required by EPA that all 1996 and newer
vehicles (cars and light trucks) sold in the United States must be OBD 2 compliant
and this includes all American, Asian and European vehicles.
A small number of 1994 and 1995 model year gasoline vehicles are OBD 2
compliant. To verify if a 1994 or 1995 vehicle is OBD 2 compliant, check the
following:
1. Vehicle Emissions Control Information (VECI) Label. It is located under the
hood or by the radiator of most vehicles. If the vehicle is OBD 2 compliant, the
label will designate “OBD 1I Certified”.
2. Government regulations mandate that all OBD 2 compliant vehicles must have
a “common” 16-pin Data Link Connector (DLC).

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*Note: Some 1994 and 1995 vehicles have 16-pin connectors but are not OBD2
compliant. Only those vehicles with a Vehicle Emissions Control Label stating “OBD 1I
Certified” are OBD2 compliant.

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2. General Information
2.1 On-Board Diagnostics (OBD) I
*Note: With the exception of some 1994 and 1995 vehicles, most vehicles from 1982 to
1995 are equipped with some type of first generation On-Board Diagnostics.
Beginning in 1988, California’s Air Resources Board (CARB), and later the
Environmental Protection Agency (EPA) required vehicle manufacturers to
include a self-diagnostic program in their on-board computers. The program
would be capable of identifying emissions-related faults in a system. The first
generation of Onboard Diagnostics came to be known as OBD 1.
OBD 1 is a set of self-testing and diagnostic instructions programmed into the
vehicle’s onboard computer. The programs are specifically designed to detect
failures in the sensors, actuators, switches and wiring of the various vehicle
emissions-related systems. If the computer detects a failure in any of these
components or systems, it lights an indicator on the dashboard to alert the driver.
The indicator lights only when an emissions-related problem is detected.
The computer also assigns a numeric code for each specific problem that it
detects, and stores these codes in its memory for later retrieval. These codes can
be retrieved from the computer’s memory with the use of a “Code Reader” or a
“Diagnostic Tool.”
2.2 On-Board Diagnostics (OBD) II
As technology evolved and the desire to improve the On-Board Diagnostic system
increased, a new generation of On-Board Diagnostic system was developed. This
second generation of On-Board Diagnostic regulations is called “OBD 2”.
In addition to performing all the functions of the OBD 1 System, the OBD 2
System has been enhanced with new Diagnostic Programs. These programs
closely monitor the functions of various emissions-related components and
systems (as well as other systems) and make this information readily available
(with the proper equipment) to the technician for evaluation.
The California Air Resources Board (CARB) conducted studies on OBD 1
equipped vehicles. The information that was gathered from these studies showed
the following:
 A large number of vehicles had deteriorating or degraded emissions-related
components. These components were causing an increase in emissions.
 Because OBD 1 systems only detect failed components, the degraded

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components were not setting codes.
 Some emissions problems related to degraded components only occur when
the vehicle is being driven under a load. The emission checks being conducted
at the time were not performed under simulated driving conditions. As a result,
a significant number of vehicles with degraded components were passing
Emissions Tests.
 Codes, code definitions, diagnostic connectors, communication protocols and
emissions terminology were different for each manufacturer. This caused
confusion for the technicians working on different make and model vehicles.
To address the problems made evident by this study, CARB and the EPA passed
new laws and standardization requirements. These laws required that vehicle
manufacturers to equip their new vehicles with devices capable of meeting all of
the new emissions standards and regulations. It was also decided that an
enhanced on-board diagnostic system, capable of addressing all of these
problems, was needed. This new system is known as “On-Board Diagnostics
Generation Two (OBD 2).” The primary objective of the OBD 2 system is to
comply with the latest regulations and emissions standards established by CARB
and the EPA.
The Main Objectives of the OBD 2 System are:
 To detect degraded and/or failed emissions-related components or systems
that could cause tailpipe emissions to exceed by 1.5 times the Federal Test
Procedure (FTP) standard.
 To expand emissions-related system monitoring. This includes a set of
computer run diagnostics called Monitors. Monitors perform diagnostics and
testing to verify that all emissions-related components and/or systems are
operating correctly and within the manufacturer’s specifications.
 To use a standardized Diagnostic Link Connector (DLC) in all vehicles. (Before
OBD 2, DLCs were of different shapes and sizes.)
 To standardize the code numbers, code definitions and language used to
describe faults. (Before OBD 2, each vehicle manufacturer used their own
code numbers, code definitions and language to describe the same faults.)
 To expand the operation of the Malfunction Indicator Lamp (MIL).
 To standardize communication procedures and protocols between the
diagnostic equipment (Diagnostic Tools, Code Readers, etc.) and the vehicle’s
on-board computer.

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2.3 Diagnostic Trouble Codes (DTCs)
OBD 2 Diagnostic Trouble Codes are codes that are stored by the on-board
computer diagnostic system in response to a problem found in the vehicle. These
codes identify a particular problem area and are intended to provide you with a
guide as to where a fault might be occurring within a vehicle. DO NOT replace
parts based only on DTCs without first consulting the vehicle’s service manual for
proper testing procedures for that particular system, circuit or component.
OBD 2 Diagnostic Trouble Codes consist of a five-digit alphanumeric code.
 The 1st character is a letter (B, C, P or U). It identifies the “main system”
where the fault occurred (Body, Chassis, Powertrain, or Network).
 The 2nd character is a numeric digit (0 thru 3). It identifies the “type” of code
(Generic or Manufacturer-Specific).
*Notes: Generic DTCs are codes that are used by all vehicle manufacturers. The
standards for generic DTCs, as well as their definitions, are set by the Society of
Automotive Engineers (SAE). Manufacturer-Specific DTCs are codes that are controlled
by the vehicle manufacturers.
The Federal Government does not require vehicle manufacturers to go beyond the
standardized generic DTCs in order to comply with the new OBD 2 emissions standards.
However, manufacturers are free to expand beyond the standardized codes to make
their systems easier to diagnose.
 The 3rd character is a letter or a numeric digit (0 thru 9, A thru F). It identifies
the specific system or sub-system where the problem is located.
 The 4th and 5th characters are letters or numeric digits (0 thru 9, A thru F).
They identify the section of the system that is malfunctioning.

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Figure 2-1
2.4 Location of the Data Link Connector (DLC)
The DLC (Data Link Connector or Diagnostic Link Connector) is typically a 16-pin
connector where diagnostic code readers interface with the vehicle’s on-board
computer. The DLC is usually located 12 inches from the center of the instrument
panel (dash), under or around the driver’s side for most vehicles. If Data Link
Connector is not located under dashboard, a label should be there telling location.

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For some Asian and European vehicles, the DLC is located behind the ashtray
and the ashtray must be removed to access the connector. If the DLC cannot be
found, refer to the vehicle’s service manual for the location.
Figure 2-2
2.5 OBD 2 Terminology
The following terms and their definitions are related to OBD 2 systems. Read and
reference this list as needed to aid in the understanding of OBD 2 systems.
Powertrain Control Module (PCM) -- The PCM is the OBD 2 accepted term for
the vehicle’s “on-board computer.” In addition to controlling the engine
management and emissions systems, the PCM also participates in controlling the
powertrain (transmission) operation. Most PCMs also have the ability to
communicate with other computers on the vehicle (ABS, ride control, body, etc.).
Monitors -- Monitors are “diagnostic routines” programmed into the PCM. The
PCM utilizes these programs to run diagnostic tests, and to monitor operation of
the vehicle’s emissions-related components or systems to ensure they are
operating correctly and within the vehicle’s manufacturer specifications. Currently,
up to fifteen Monitors are used in OBD 2 systems. Additional Monitors will be
added as the OBD 2 system is further developed.
*Note: Not all vehicles support all fifteen Monitors.
Enabling Criteria -- Also termed Enabling Conditions. They are the
vehicle-specific events or conditions that must occur within the engine before the
various monitors will set, or run. Some monitors require the vehicle to follow a
prescribed “drive cycle” routine as part of the enabling criteria. Drive cycles vary
among vehicles and for each monitor in any particular vehicle. Please refer to the
vehicle’s factory service manual for specific enabling procedures.
Trip - A Trip for a particular Monitor requires that the vehicle is being driven in
such a way that all the required “Enabling Criteria” for the Monitor to run and

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complete its diagnostic testing are met. The “Trip Drive Cycle” for a particular
Monitor begins when the ignition key is turned “On.” It is successfully completed
when all the “Enabling Criteria” for the Monitor to run and complete its diagnostic
testing are met by the time the ignition key is turned “Off.” Since each of the fifteen
monitors is designed to run diagnostics and testing on a different part of the
engine or emissions system, the “Trip Drive Cycle” needed for each individual
Monitor to run and complete varies.
OBD 2 Drive Cycle -- A specific mode of vehicle operation that provides
conditions required to set all the readiness monitors applicable to the vehicle to
the “ready” condition. The purpose of completing an OBD 2 drive cycle is to force
the vehicle to run its onboard diagnostics. Some form of a drive cycle needs to be
performed after DTCs have been erased from the PCM’s memory or after the
battery has been disconnected. Running through a vehicle’s complete drive cycle
will “set” the readiness monitors so that future faults can be detected. Drive cycles
vary depending on the vehicle and the monitor that needs to be reset. For vehicle
specific drive cycle, consult the service manual.
*Note: Do not confuse a “Trip” Drive Cycle with an OBD 2 Drive Cycle. A “Trip” Drive
Cycle provides the “Enabling Criteria” for one specific Monitor to run and complete its
diagnostic testing. An OBD 2 Drive Cycle must meet the “Enabling Criteria” for all
Monitors on a particular vehicle to run and complete their diagnostic testing.
Warm-up Cycle - Vehicle operation after an engine off period where engine
temperature rises at least 40°F (22°C) from its temperature before starting, and
reaches at least 160°F (70°C). The PCM uses warm-up cycles as a counter to
automatically erase a specific code and related data from its memory. When no
faults related to the original problem are detected within a specified number of
warm-up cycles, the code is erased automatically.
Fuel Trim (FT) - Feedback adjustments to the base fuel schedule. Short-term fuel
trim refers to dynamic or instantaneous adjustments. Long-term fuel trim refers to
much more gradual adjustments to the fuel calibration schedule than short-term
trim adjustments. These long-term adjustments compensate for vehicle
differences and gradual changes that occur over time.
2.6 OBD II Monitors
An important part of a vehicle’s OBD 2 system is the Readiness Monitors, which
are indicators used to find out if all of the emissions components have been
evaluated by the OBD 2 system. They are running periodic tests on specific
systems and components to ensure that they are performing within allowable

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limits.
Currently, fifteen Monitors are supported by OBD2 systems. Additional monitors
may be added as a result of Government regulations as the OBD2 system grows
and matures. Not all vehicles support all fifteen Monitors. Additionally, some
Monitors are supported by “spark ignition” vehicles only, while others are
supported by “compression ignition” vehicles only.
Monitor operation is either “Continuous” or “Non-Continuous,” depending on the
specific monitor.
2.6.1 Continuous Monitors
Some of the vehicle components or systems are continuously tested by the
vehicle’s OBD 2 system, while others are tested only under specific vehicle
operating conditions. The continuously monitored components listed below are
always ready:
1. Misfire Monitor
This Monitor continuously checks for engine misfires. A misfire occurs when the
air-fuel mixture in the cylinder does not ignite. The misfire Monitor uses changes
in crankshaft speed to sense an engine misfire. When a cylinder misfires, it no
longer contributes to the speed of the engine, and engine speed decreases each
time the affected cylinder(s) misfire. The misfire Monitor is designed to sense
engine speed fluctuations and determine from which cylinder(s) the misfire is
coming, as well as how bad the misfire is.
There are three types of engine misfires, Types 1, 2, and 3.
 Type 1 and Type 3 misfires are two-trip monitor faults. If a fault is sensed on
the first trip, the computer temporarily saves the fault in its memory as a
Pending Code. The MIL is not commanded on at this time. If the fault is found
again on the second trip, under similar conditions of engine speed, load and
temperature, the computer commands the MIL “On,” and the code is saved in
its long term memory.
 Type 2 misfires are the most severe type of misfire. When a Type 2 misfire is
sensed on the first trip, the computer commands the MIL to light when the
misfire is sensed. If the computer determines that a Type 2 misfire is severe,
and may cause catalytic converter damage, it commands the MIL to “flash”
once per second as soon as the misfire is sensed. When the misfire is no
longer present, the MIL reverts to steady “On” condition.
The Misfire Monitor is supported by both “spark ignition” vehicles and
“compression ignition” vehicles.

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2. Fuel System Monitor
This Monitor uses a Fuel System Correction program, called Fuel Trim, inside the
on-board computer. Fuel Trim is a set of positive and negative values that
represent adding or subtracting fuel from the engine. This program is used to
correct for a lean (too much air/not enough fuel) or rich (too much fuel/not enough
air) air-fuel mixture. The program is designed to add or subtract fuel, as needed,
up to a certain percent. If the correction needed is too large and exceeds the time
and percent allowed by the program, a fault is indicated by the computer.
The Fuel System Monitor is supported by both “spark ignition” vehicles and
“compression ignition” vehicles. The Fuel System Monitor may be a “One-Trip” or
“Two-Trip” Monitor, depending on the severity of the problem.
3. Comprehensive Components Monitor (CCM)
This Monitor continuously checks all inputs and outputs from sensors, actuators,
switches and other devices that provide a signal to the computer. The Monitor
checks for shorts, opens, out of range value, functionality and “rationality* (See
Note).”
*Note: Rationality: Each input signal is compared against all other inputs and against
information in the computer’s memory to see if it makes sense under the current
operating conditions.
Example: The signal from the throttle position sensor indicates the vehicle is in a
wide-open throttle condition, but the vehicle is really at idle, and the idle condition is
confirmed by the signals from all other sensors. Based on the input data, the computer
determines that the signal from the throttle position sensor is not rational (does not
make sense when compared to the other inputs). In this case, the signal would fail the
rationality test.
The CCM is supported by both “spark ignition” vehicles and “compression ignition”
vehicles. The CCM may be either a “One-Trip” or a “Two-Trip” Monitor, depending
on the component.
2.6.2 Non-Continuous Monitors
The other twelve Monitors are “non-continuous” Monitors. “Non-continuous”
Monitors perform and complete their testing once per trip. The “non-continuous”
Monitors are:
1. O2 Sensor Monitor
The Oxygen Sensor monitors how much oxygen is in the vehicle’s exhaust. It

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generates a varying voltage of up to one volt, based on how much oxygen is in the
exhaust gas, and sends the signal to the computer. The computer uses this signal
to make corrections to the air/fuel mixture. If the exhaust gas has a large amount
of oxygen (a lean air/fuel mixture), the oxygen sensor generates a “low” voltage
signal. If the exhaust gas has very little oxygen (a rich mixture condition), the
oxygen sensor generates a “high” voltage signal. A 450mV signal indicates the
most efficient, and least polluting, air/fuel ratio of 14.7 parts of air to one part of
fuel.
The oxygen sensor must reach a temperature of at least 600-650°F, and the
engine must reach normal operating temperature, for the computer to enter into
closed-loop operation.
The oxygen sensor only functions when the computer is in closed-loop. A properly
operating oxygen sensor reacts quickly to any change in oxygen content in the
exhaust stream. A faulty oxygen sensor reacts slowly, or its voltage signal is weak
or missing.
The Oxygen Sensor Monitor is supported by “spark ignition” vehicles only. The
Oxygen Sensor Monitor is a “Two-Trip” monitor. If a fault is found on the first trip,
the computer temporarily saves the fault in its memory as a Pending Code. The
computer does not command the MIL on at this time. If the fault is sensed again
on the second trip, the computer commands the MIL “On,” and saves the code in
its long-term memory.
2. O2 Sensor Heater Monitor
The Oxygen Sensor Heater Monitor tests the operation of the oxygen sensor’s
heater. There are two modes of operation on a computer-controlled vehicle:
“open-loop” and “closed-loop.” The vehicle operates in open-loop when the
engine is cold, before it reaches normal operating temperature. The vehicle also
goes to open-loop mode at other times, such as heavy load and full throttle
conditions. When the vehicle is running in open-loop, the oxygen sensor signal is
ignored by the computer for air/fuel mixture corrections. Engine efficiency during
open-loop operation is very low, and results in the production of more vehicle
emissions.
Closed-loop operation is the best condition for both vehicle emissions and vehicle
operation. When the vehicle is operating in closed-loop, the computer uses the
oxygen sensor signal for air/fuel mixture corrections.
In order for the computer to enter closed-loop operation, the oxygen sensor must
reach a temperature of at least 600°F. The oxygen sensor heater helps the
oxygen sensor reach and maintain its minimum operating temperature (600°F)

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more quickly, to bring the vehicle into closed-loop operation as soon as possible.
The Oxygen Sensor Heater Monitor is supported by “spark ignition” vehicles only.
The Oxygen Sensor Heater Monitor is a “Two-Trip” Monitor. If a fault is found on
the first trip, the computer temporarily saves the fault in its memory as a Pending
Code. The computer does not command the MIL on at this time. If the fault is
sensed again on the second trip, the computer commands the MIL “On,” and
saves the code in its long-term memory.
3. Catalyst Monitor
The catalytic converter is a device that is installed downstream of the exhaust
manifold. It helps to oxidize (burn) the unburned fuel (hydrocarbons) and partially
burned fuel (carbon monoxide) left over from the combustion process. To
accomplish this, heat and catalyst materials inside the converter react with the
exhaust gases to burn the remaining fuel. Some materials inside the catalytic
converter also have the ability to store oxygen, and release it as needed to oxidize
hydrocarbons and carbon monoxide. In the process, it reduces vehicle emissions
by converting the polluting gases into carbon dioxide and water.
The computer checks the efficiency of the catalytic converter by monitoring the
oxygen sensors used by the system. One sensor is located before (upstream of)
the converter; the other is located after (downstream of) the converter. If the
catalytic converter loses its ability to store oxygen, the downstream sensor signal
voltage becomes almost the same as the upstream sensor signal. In this case, the
monitor fails the test.
The Catalyst Monitor is supported by “spark ignition” vehicles only. The Catalyst
Monitor is a “Two-Trip” Monitor. If a fault is found on the first trip, the computer
temporarily saves the fault in its memory as a Pending Code. The computer does
not command the MIL on at this time. If the fault is sensed again on the second
trip, the computer commands the MIL “On” and saves the code in its long-term
memory.
4. Heated Catalyst Monitor
Operation of the “heated” catalytic converter is similar to the catalytic converter.
The main difference is that a heater is added to bring the catalytic converter to its
operating temperature more quickly. This helps reduce emissions by reducing the
converter’s down time when the engine is cold. The Heated Catalyst Monitor
performs the same diagnostic tests as the catalyst Monitor, and also tests the
catalytic converter’s heater for proper operation.
The Heated Catalyst Monitor is supported by “spark ignition” vehicles only. This
Monitor is also a “Two-Trip” Monitor.

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5. EGR (Exhaust Gas Recirculation) System Monitor
The Exhaust Gas Recirculation (EGR) system helps reduce the formation of
Oxides of Nitrogen during combustion. Temperatures above 2500°F cause
nitrogen and oxygen to combine and form Oxides of Nitrogen in the combustion
chamber. To reduce the formation of Oxides of Nitrogen, combustion
temperatures must be kept below 2500°F. The EGR system recirculates small
amounts of exhaust gas back into the intake manifold, where it is mixed with the
incoming air/fuel mixture. This reduces combustion temperatures by up to 500°F.
The computer determines when, for how long, and how much exhaust gas is
recirculated back to the intake manifold. The EGR Monitor performs EGR system
function tests at preset times during vehicle operation.
The EGR Monitor is supported by both “spark ignition” vehicles and “compression
ignition” vehicles. The EGR Monitor is a “Two-Trip” Monitor. If a fault is found on
the first trip, the computer temporarily saves the fault in its memory as a Pending
Code. The computer does not command the MIL on at this time. If the fault is
sensed again on the second trip, the computer commands the MIL “On,” and
saves the code in its long-term memory.
6. EVAP System Monitor
OBD2 vehicles are equipped with a fuel Evaporative system (EVAP) that helps
prevent fuel vapors from evaporating into the air. The EVAP system carries fumes
from the fuel tank to the engine where they are burned during combustion. The
EVAP system may consist of a charcoal canister, fuel tank cap, purge solenoid,
vent solenoid, flow monitor, leak detector and connecting tubes, lines and hoses.
Fumes are carried from the fuel tank to the charcoal canister by hoses or tubes.
The fumes are stored in the charcoal canister. The computer controls the flow of
fuel vapors from the charcoal canister to the engine via a purge solenoid. The
computer energizes or deenergizes the purge solenoid (depending on solenoid
design). The purge solenoid opens a valve to allow engine vacuum to draw the
fuel vapors from the canister into the engine where the vapors are burned. The
EVAP Monitor checks for proper fuel vapor flow to the engine, and pressurizes the
system to test for leaks. The computer runs this Monitor once per trip.
The EVAP Monitor is supported by “spark ignition” vehicles only. The EVAP
Monitor is a “Two-Trip” Monitor. If a fault is found on the first trip, the computer
temporarily saves the fault in its memory as a Pending Code. The computer does
not command the MIL on at this time. If the fault is sensed again on the second
trip, the PCM commands the MIL “On,” and saves the code in its long-term
memory.

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7. Secondary Air System Monitor
When a cold engine is first started, it runs in open-loop mode. During open-loop
operation, the engine usually runs rich. A vehicle running rich wastes fuel and
creates increased emissions, such as carbon monoxide and some hydrocarbons.
A Secondary Air System injects air into the exhaust stream to aid catalytic
converter operation:
 It supplies the catalytic converter with the oxygen it needs to oxidize the carbon
monoxide and hydrocarbons left over from the combustion process during
engine warmup.
 The extra oxygen injected into the exhaust stream also helps the catalytic
converter reach operating temperature more quickly during warm-up periods.
The catalytic converter must heat to operating temperature to work properly.
The Secondary Air System Monitor checks for component integrity and system
operation, and tests for faults in the system. The computer runs this Monitor once
per trip.
The Secondary Air System Monitor is a “Two-Trip” monitor. If a fault is found on
the first trip, the computer temporarily saves this fault in its memory as a Pending
Code. The computer does not command the MIL on at this time. If the fault is
sensed again on the second trip, the computer commands the MIL “On,” and
saves the code in its long-term memory.
*Note: The following Monitors became standard beginning in 2010. The majority of
vehicles produced before this time will not support these Monitors.
8. NMHC (Non-Methane Hydrocarbon Catalyst) Monitor
The non-methane hydrocarbon catalyst is a type of catalytic converter. It helps to
remove non-methane hydrocarbons (NMH) left over from the combustion process
from the exhaust stream. To accomplish this, heat and catalyst materials react
with the exhaust gases to convert NMH to less harmful compounds. The computer
checks the efficiency of the catalyst by monitoring the quantity of NMH in the
exhaust stream. The monitor also verifies that sufficient temperature is present to
aid in particulate matter (PM) filter regeneration.
The NMHC Monitor is supported by “compression ignition” vehicles only. The
NMHC Monitor is a “Two-Trip” Monitor. If a fault is found on the first trip, the
computer temporarily saves the fault in its memory as a Pending Code. The
computer does not command the MIL on at this time. If the fault is sensed again
on the second trip, the computer commands the MIL “On,” and saves the code in
its long-term memory.

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User’s Manual
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9. NOx Adsorber Monitor
NOx aftertreatment is based on a catalytic converter support that has been coated
with a special washcoat containing zeolites. NOx Aftertreatment is designed to
reduce oxides of nitrogen emitted in the exhaust stream. The zeolite acts as a
molecular “sponge” to trap the NO and NO2 molecules in the exhaust stream. In
some implementations, injection of a reactant before the aftertreatment purges it.
NO2 in particular is unstable, and will join with hydrocarbons to produce H2O and
N2. The NOx Aftertreatment Monitor monitors the function of the NOx
aftertreatment to ensure that tailpipe emissions remain within acceptable limits.
The NOx Aftertreatment Monitor is supported by “compression ignition” vehicles
only. The NOx Aftertreatment Monitor is a “Two-Trip” Monitor. If a fault is found on
the first trip, the computer temporarily saves the fault in its memory as a Pending
Code. The computer does not command the MIL on at this time. If the fault is
sensed again on the second trip, the computer commands the MIL “On,” and
saves the code in its long-term memory.
10. Boost Pressure System Monitor
The boost pressure system serves to increase the pressure produced inside the
intake manifold to a level greater than atmospheric pressure. This increase in
pressure helps to ensure compete combustion of the air-fuel mixture. The Boost
Pressure System Monitor checks for component integrity and system operation,
and tests for faults in the system. The computer runs this Monitor once per trip.
The Boost Pressure System Monitor is supported by “compression ignition”
vehicles only. The Boost Pressure System Monitor is a “Two-Trip” Monitor. If a
fault is found on the first trip, the computer temporarily saves the fault in its
memory as a Pending Code. The computer does not command the MIL on at this
time. If the fault is sensed again on the second trip, the computer commands the
MIL “On,” and saves the code in its long-term memory.
11. Exhaust Gas Sensor Monitor
The exhaust gas sensor is used by a number of systems/monitors to determine
the content of the exhaust stream. The computer checks for component integrity,
system operation, and tests for faults in the system, as well as feedback faults that
may affect other emission control systems.
The Exhaust Gas Sensor Monitor is supported by “compression ignition” vehicles
only. The Exhaust Gas Sensor Monitor is a “Two-Trip” Monitor. If a fault is found
on the first trip, the computer temporarily saves the fault in its memory as a
Pending Code. The computer does not command the MIL on at this time. If the
fault is sensed again on the second trip, the computer commands the MIL “On,”