Code
P0330
Generic
P — Powertrain
Knock/Combustion Vibration Sensor B Circuit
Views:
UK: 34
EN: 58
RU: 46
AI status
Completed
Completed
100%
Causes
- Open or short in the knock sensor B wiring or connector
- Corroded, loose, or damaged sensor connector or terminal
- Failed knock (vibration) sensor B
- Improper sensor mounting or loose mounting bolt
- Short to battery or ground in harness near sensor
- Intermittent wiring fault due to heat, chafing, or vibration
Symptoms
- Check Engine Light (MIL) on with P0330 stored
- Reduced knock control or ignition timing retardation causing reduced performance
- Possible engine pinging or audible knock if knock control is disabled
- Intermittent or constant misfire-like symptoms if timing is severely affected
- Poor fuel economy or drivability complaints under load
What to check
- Retrieve freeze-frame data and live knock sensor inputs with a scan tool
- Visual inspection of sensor B, its mounting point, wiring harness, and connector
- Backprobe connector for continuity and shorts to ground/12V
- Wiggle test wiring while monitoring live data to find intermittent faults
- Measure connector and harness continuity to PCM pins; check for open/short
- Use an oscilloscope to view the knock sensor waveform while cranking and under load
Signal parameters
- Passive piezo sensor: produces AC voltage pulses when engine knock occurs (typical magnitude tens to a few hundred mV under load). Exact amplitude varies by design.
- DC resistance may be undefined or very high for many piezo sensors — a simple open/short check is recommended rather than a specific ohm value.
- Wiring harness between sensor and PCM should show continuity and no short to battery or ground; harness resistance should be very low (near 0 ohms) over short sections.
- PCM input expects a small AC signal referenced to engine ground; DC offset near 0 V when engine is off for most designs.
Diagnostic algorithm
- Read and record the code(s), freeze-frame data and any related codes (misfires, fuel trims, other knock sensor codes).
- Perform a visual inspection: check the sensor B mounting, wiring routing, connector condition, signs of oil, corrosion, or physical damage. Repair obvious issues.
- With ignition off, disconnect sensor B connector. Inspect terminals for corrosion, bent pins, or pushed-out terminals. Repair or replace connector as needed.
- Check harness continuity: measure continuity between sensor connector and PCM pin for the corresponding circuit. Repair any open circuits. Check for short to battery or ground.
- Perform a wiggle test: with the scan tool monitoring the knock sensor B input (or live data), have an assistant start/idle the engine and gently move wiring/connector to look for intermittent changes or fault appearance.
- If the sensor is passive, tap lightly on the engine block near the sensor with a soft tool while monitoring the sensor input (or oscilloscope). A functioning sensor will produce a small AC pulse. If no response, suspect sensor or wiring.
- Use an oscilloscope to compare sensor B waveform to sensor A (if present) or to a known-good pattern while under load; look for amplitude, frequency content, or noise issues.
- If wiring and connector are good but the sensor does not produce a signal, replace sensor B. Clear codes and perform test drive under load to confirm repair.
- If replacement sensor does not fix the issue and wiring checks are good, evaluate PCM input circuit for damage — consult manufacturer wiring diagrams and consider professional lab/ECU bench testing.
- After repair, erase codes and verify the code does not return and that knock control behavior is normal.
Likely causes
- Broken or disconnected harness between sensor B and PCM
- Corroded connector causing high resistance or intermittent contact
- Sensor B damaged by impact, oil contamination, or age
- Mounting bolt loose or sensor not contacting block (no mechanical coupling)
- Wire chafed and shorting to engine ground or shield
- Aftermarket repairs or routing error causing sensor shielding to be lost
Fault status
Status
Knock/Combustion Vibration Sensor B Circuit Fault — open/short/invalid signal detected
Repair difficulty: Medium
Diagnostic time: 0.8-2.5 hours
Similar codes
Repair manuals
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Code
P0330
GWM
P — Powertrain
- Malfunction in chain 2 of the knock sensor (bank 2)
Views:
UK: 17
EN: 28
RU: 27
AI status
Completed
Completed
100%
Causes
- Open or short in the knock sensor B wiring or connector
- Corroded, loose, or damaged sensor connector or terminal
- Failed knock (vibration) sensor B
- Improper sensor mounting or loose mounting bolt
- Short to battery or ground in harness near sensor
- Intermittent wiring fault due to heat, chafing, or vibration
Symptoms
- Check Engine Light (MIL) on with P0330 stored
- Reduced knock control or ignition timing retardation causing reduced performance
- Possible engine pinging or audible knock if knock control is disabled
- Intermittent or constant misfire-like symptoms if timing is severely affected
- Poor fuel economy or drivability complaints under load
What to check
- Retrieve freeze-frame data and live knock sensor inputs with a scan tool
- Visual inspection of sensor B, its mounting point, wiring harness, and connector
- Backprobe connector for continuity and shorts to ground/12V
- Wiggle test wiring while monitoring live data to find intermittent faults
- Measure connector and harness continuity to PCM pins; check for open/short
- Use an oscilloscope to view the knock sensor waveform while cranking and under load
Signal parameters
- Passive piezo sensor: produces AC voltage pulses when engine knock occurs (typical magnitude tens to a few hundred mV under load). Exact amplitude varies by design.
- DC resistance may be undefined or very high for many piezo sensors — a simple open/short check is recommended rather than a specific ohm value.
- Wiring harness between sensor and PCM should show continuity and no short to battery or ground; harness resistance should be very low (near 0 ohms) over short sections.
- PCM input expects a small AC signal referenced to engine ground; DC offset near 0 V when engine is off for most designs.
Diagnostic algorithm
- Read and record the code(s), freeze-frame data and any related codes (misfires, fuel trims, other knock sensor codes).
- Perform a visual inspection: check the sensor B mounting, wiring routing, connector condition, signs of oil, corrosion, or physical damage. Repair obvious issues.
- With ignition off, disconnect sensor B connector. Inspect terminals for corrosion, bent pins, or pushed-out terminals. Repair or replace connector as needed.
- Check harness continuity: measure continuity between sensor connector and PCM pin for the corresponding circuit. Repair any open circuits. Check for short to battery or ground.
- Perform a wiggle test: with the scan tool monitoring the knock sensor B input (or live data), have an assistant start/idle the engine and gently move wiring/connector to look for intermittent changes or fault appearance.
- If the sensor is passive, tap lightly on the engine block near the sensor with a soft tool while monitoring the sensor input (or oscilloscope). A functioning sensor will produce a small AC pulse. If no response, suspect sensor or wiring.
- Use an oscilloscope to compare sensor B waveform to sensor A (if present) or to a known-good pattern while under load; look for amplitude, frequency content, or noise issues.
- If wiring and connector are good but the sensor does not produce a signal, replace sensor B. Clear codes and perform test drive under load to confirm repair.
- If replacement sensor does not fix the issue and wiring checks are good, evaluate PCM input circuit for damage — consult manufacturer wiring diagrams and consider professional lab/ECU bench testing.
- After repair, erase codes and verify the code does not return and that knock control behavior is normal.
Likely causes
- Broken or disconnected harness between sensor B and PCM
- Corroded connector causing high resistance or intermittent contact
- Sensor B damaged by impact, oil contamination, or age
- Mounting bolt loose or sensor not contacting block (no mechanical coupling)
- Wire chafed and shorting to engine ground or shield
- Aftermarket repairs or routing error causing sensor shielding to be lost
Fault status
Status
Knock/Combustion Vibration Sensor B Circuit Fault — open/short/invalid signal detected
Repair difficulty: Medium
Diagnostic time: 0.8-2.5 hours
Similar codes
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Code
P0330
HUMMER
P — Powertrain
Knock Sensor (KS) Circuit Bank 2
Views:
UK: 18
EN: 30
RU: 37
AI status
Completed
Completed
100%
Causes
- Open or short in the knock sensor B wiring or connector
- Corroded, loose, or damaged sensor connector or terminal
- Failed knock (vibration) sensor B
- Improper sensor mounting or loose mounting bolt
- Short to battery or ground in harness near sensor
- Intermittent wiring fault due to heat, chafing, or vibration
Symptoms
- Check Engine Light (MIL) on with P0330 stored
- Reduced knock control or ignition timing retardation causing reduced performance
- Possible engine pinging or audible knock if knock control is disabled
- Intermittent or constant misfire-like symptoms if timing is severely affected
- Poor fuel economy or drivability complaints under load
What to check
- Retrieve freeze-frame data and live knock sensor inputs with a scan tool
- Visual inspection of sensor B, its mounting point, wiring harness, and connector
- Backprobe connector for continuity and shorts to ground/12V
- Wiggle test wiring while monitoring live data to find intermittent faults
- Measure connector and harness continuity to PCM pins; check for open/short
- Use an oscilloscope to view the knock sensor waveform while cranking and under load
Signal parameters
- Passive piezo sensor: produces AC voltage pulses when engine knock occurs (typical magnitude tens to a few hundred mV under load). Exact amplitude varies by design.
- DC resistance may be undefined or very high for many piezo sensors — a simple open/short check is recommended rather than a specific ohm value.
- Wiring harness between sensor and PCM should show continuity and no short to battery or ground; harness resistance should be very low (near 0 ohms) over short sections.
- PCM input expects a small AC signal referenced to engine ground; DC offset near 0 V when engine is off for most designs.
Diagnostic algorithm
- Read and record the code(s), freeze-frame data and any related codes (misfires, fuel trims, other knock sensor codes).
- Perform a visual inspection: check the sensor B mounting, wiring routing, connector condition, signs of oil, corrosion, or physical damage. Repair obvious issues.
- With ignition off, disconnect sensor B connector. Inspect terminals for corrosion, bent pins, or pushed-out terminals. Repair or replace connector as needed.
- Check harness continuity: measure continuity between sensor connector and PCM pin for the corresponding circuit. Repair any open circuits. Check for short to battery or ground.
- Perform a wiggle test: with the scan tool monitoring the knock sensor B input (or live data), have an assistant start/idle the engine and gently move wiring/connector to look for intermittent changes or fault appearance.
- If the sensor is passive, tap lightly on the engine block near the sensor with a soft tool while monitoring the sensor input (or oscilloscope). A functioning sensor will produce a small AC pulse. If no response, suspect sensor or wiring.
- Use an oscilloscope to compare sensor B waveform to sensor A (if present) or to a known-good pattern while under load; look for amplitude, frequency content, or noise issues.
- If wiring and connector are good but the sensor does not produce a signal, replace sensor B. Clear codes and perform test drive under load to confirm repair.
- If replacement sensor does not fix the issue and wiring checks are good, evaluate PCM input circuit for damage — consult manufacturer wiring diagrams and consider professional lab/ECU bench testing.
- After repair, erase codes and verify the code does not return and that knock control behavior is normal.
Likely causes
- Broken or disconnected harness between sensor B and PCM
- Corroded connector causing high resistance or intermittent contact
- Sensor B damaged by impact, oil contamination, or age
- Mounting bolt loose or sensor not contacting block (no mechanical coupling)
- Wire chafed and shorting to engine ground or shield
- Aftermarket repairs or routing error causing sensor shielding to be lost
Fault status
Status
Knock/Combustion Vibration Sensor B Circuit Fault — open/short/invalid signal detected
Repair difficulty: Medium
Diagnostic time: 0.8-2.5 hours
Similar codes
Repair manuals
Manual library for HUMMER
69
Browse 69 HUMMER manuals: repair procedures, diagnostics, wiring diagrams, component locations, service data and Labor Times by year, model and trim.
HUMMER
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Code
P0330
LAND ROVER
P — Powertrain
Knock sensor 2 circuit malfunction
Views:
UK: 18
EN: 31
RU: 36
AI status
Completed
Completed
100%
Causes
- Open or short in the knock sensor B wiring or connector
- Corroded, loose, or damaged sensor connector or terminal
- Failed knock (vibration) sensor B
- Improper sensor mounting or loose mounting bolt
- Short to battery or ground in harness near sensor
- Intermittent wiring fault due to heat, chafing, or vibration
Symptoms
- Check Engine Light (MIL) on with P0330 stored
- Reduced knock control or ignition timing retardation causing reduced performance
- Possible engine pinging or audible knock if knock control is disabled
- Intermittent or constant misfire-like symptoms if timing is severely affected
- Poor fuel economy or drivability complaints under load
What to check
- Retrieve freeze-frame data and live knock sensor inputs with a scan tool
- Visual inspection of sensor B, its mounting point, wiring harness, and connector
- Backprobe connector for continuity and shorts to ground/12V
- Wiggle test wiring while monitoring live data to find intermittent faults
- Measure connector and harness continuity to PCM pins; check for open/short
- Use an oscilloscope to view the knock sensor waveform while cranking and under load
Signal parameters
- Passive piezo sensor: produces AC voltage pulses when engine knock occurs (typical magnitude tens to a few hundred mV under load). Exact amplitude varies by design.
- DC resistance may be undefined or very high for many piezo sensors — a simple open/short check is recommended rather than a specific ohm value.
- Wiring harness between sensor and PCM should show continuity and no short to battery or ground; harness resistance should be very low (near 0 ohms) over short sections.
- PCM input expects a small AC signal referenced to engine ground; DC offset near 0 V when engine is off for most designs.
Diagnostic algorithm
- Read and record the code(s), freeze-frame data and any related codes (misfires, fuel trims, other knock sensor codes).
- Perform a visual inspection: check the sensor B mounting, wiring routing, connector condition, signs of oil, corrosion, or physical damage. Repair obvious issues.
- With ignition off, disconnect sensor B connector. Inspect terminals for corrosion, bent pins, or pushed-out terminals. Repair or replace connector as needed.
- Check harness continuity: measure continuity between sensor connector and PCM pin for the corresponding circuit. Repair any open circuits. Check for short to battery or ground.
- Perform a wiggle test: with the scan tool monitoring the knock sensor B input (or live data), have an assistant start/idle the engine and gently move wiring/connector to look for intermittent changes or fault appearance.
- If the sensor is passive, tap lightly on the engine block near the sensor with a soft tool while monitoring the sensor input (or oscilloscope). A functioning sensor will produce a small AC pulse. If no response, suspect sensor or wiring.
- Use an oscilloscope to compare sensor B waveform to sensor A (if present) or to a known-good pattern while under load; look for amplitude, frequency content, or noise issues.
- If wiring and connector are good but the sensor does not produce a signal, replace sensor B. Clear codes and perform test drive under load to confirm repair.
- If replacement sensor does not fix the issue and wiring checks are good, evaluate PCM input circuit for damage — consult manufacturer wiring diagrams and consider professional lab/ECU bench testing.
- After repair, erase codes and verify the code does not return and that knock control behavior is normal.
Likely causes
- Broken or disconnected harness between sensor B and PCM
- Corroded connector causing high resistance or intermittent contact
- Sensor B damaged by impact, oil contamination, or age
- Mounting bolt loose or sensor not contacting block (no mechanical coupling)
- Wire chafed and shorting to engine ground or shield
- Aftermarket repairs or routing error causing sensor shielding to be lost
Fault status
Status
Knock/Combustion Vibration Sensor B Circuit Fault — open/short/invalid signal detected
Repair difficulty: Medium
Diagnostic time: 0.8-2.5 hours
Similar codes
Repair manuals
Manual library for LAND ROVER
160
Browse 160 LAND ROVER manuals: repair procedures, diagnostics, wiring diagrams, component locations, service data and Labor Times by year, model and trim.
LAND ROVER
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LAND ROVER: 2023
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Range Rover Velar
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LAND ROVER: 2022
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Discovery Sport
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Range Rover
- Autobiography, 4.4L Eng VIN 7 · 4.4L Eng VIN 72022: Range Rover Autobiography
- Autobiography, 5.0L Eng VIN E · 5.0L Eng VIN E2022: Range Rover Autobiography
- 2022 Range Rover Base
- First Edition
- HSE Westminster, 3.0L Eng VIN U · 3.0L Eng VIN U2022: Range Rover HSE Westminster
- HSE Westminster, 5.0L Eng VIN E · 5.0L Eng VIN E2022: Range Rover HSE Westminster
- SE, 3.0L Eng VIN U · 3.0L Eng VIN U2022: Range Rover SE
- SE, 4.4L Eng VIN 7 · 4.4L Eng VIN 72022: Range Rover SE
- SV
- SVAutobiography
- SVAutobiography Dynamic
- SVAutobiography Dynamic Blk.
-
Range Rover Evoque
-
Range Rover Sport
-
Range Rover Velar
-
LAND ROVER: 2021
-
Discovery Sport
-
Range Rover
- Autobiography, 2.0L Eng VIN Y · 2.0L Eng VIN Y2021: Range Rover Autobiography
- Autobiography Fifty Edition
- 2021 Range Rover Base
- HSE, 2.0L Eng VIN Y · 2.0L Eng VIN Y2021: Range Rover HSE
- HSE, 3.0L Eng VIN K · 3.0L Eng VIN K2021: Range Rover HSE
- HSE Westminster, 3.0L Eng VIN U · 3.0L Eng VIN U2021: Range Rover HSE Westminster
- HSE Westminster, 5.0L Eng VIN E · 5.0L Eng VIN E2021: Range Rover HSE Westminster
- SVAutobiography
- SVAutobiography Dynamic
- SVAutobiography Dynamic Blk.
-
Range Rover Evoque
-
Range Rover Sport
- Autobiography, 2.0L Eng VIN Y · 2.0L Eng VIN Y2021: Range Rover Sport Autobiography
- Autobiography, 5.0L Eng VIN E · 5.0L Eng VIN E2021: Range Rover Sport Autobiography
- Autobiography Dynamic, 2.0L Eng VIN Y · 2.0L Eng VIN Y2021: Range Rover Sport Autobiography Dynamic
- Autobiography Dynamic, 5.0L Eng VIN E · 5.0L Eng VIN E2021: Range Rover Sport Autobiography Dynamic
- HSE Dynamic
- HSE Silver Edition, 2.0L Eng VIN Y · 2.0L Eng VIN Y2021: Range Rover Sport HSE Silver Edition
- HSE Silver Edition, 3.0L Eng VIN K · 3.0L Eng VIN K2021: Range Rover Sport HSE Silver Edition
- HSE Silver Edition, 3.0L Eng VIN U · 3.0L Eng VIN U2021: Range Rover Sport HSE Silver Edition
- HST
- SE
- SVR
- SVR Carbon Edition
-
Range Rover Velar
-
LAND ROVER: 2020
-
Discovery
- HSE, 3.0L Eng VIN K · 3.0L Eng VIN K2020: Discovery HSE
- HSE, 3.0L Eng VIN V · 3.0L Eng VIN V2020: Discovery HSE
- HSE Luxury, 3.0L Eng VIN K · 3.0L Eng VIN K2020: Discovery HSE Luxury
- HSE Luxury, 3.0L Eng VIN V · 3.0L Eng VIN V2020: Discovery HSE Luxury
- Landmark
- SE, 3.0L Eng VIN K · 3.0L Eng VIN K2020: Discovery SE
- SE, 3.0L Eng VIN V · 3.0L Eng VIN V2020: Discovery SE
-
Discovery Sport
-
Range Rover
- Autobiography
- Base, 3.0L Eng VIN K · 3.0L Eng VIN K2020: Range Rover Base
- Base, 3.0L Eng VIN U · 3.0L Eng VIN U2020: Range Rover Base
- HSE, 2.0L Eng VIN Y · 2.0L Eng VIN Y2020: Range Rover HSE
- HSE, 3.0L Eng VIN K · 3.0L Eng VIN K2020: Range Rover HSE
- HSE, 3.0L Eng VIN U · 3.0L Eng VIN U2020: Range Rover HSE
- HSE, 5.0L Eng VIN E · 5.0L Eng VIN E2020: Range Rover HSE
- SVAutobiography
- SVAutobiography Dynamic
-
Range Rover Evoque
-
Range Rover Sport
- Autobiography Dynamic, 2.0L Eng VIN Y · 2.0L Eng VIN Y2020: Range Rover Sport Autobiography Dynamic
- Autobiography Dynamic, 5.0L Eng VIN E · 5.0L Eng VIN E2020: Range Rover Sport Autobiography Dynamic
- HSE, 3.0L Eng VIN K · 3.0L Eng VIN K2020: Range Rover Sport HSE
- HSE, 3.0L Eng VIN U · 3.0L Eng VIN U2020: Range Rover Sport HSE
- HSE, 5.0L Eng VIN E · 5.0L Eng VIN E2020: Range Rover Sport HSE
- HSE Dynamic
- HSE PHEV
- HST
- SE, 3.0L Eng VIN K · 3.0L Eng VIN K2020: Range Rover Sport SE
- SE, 3.0L Eng VIN U · 3.0L Eng VIN U2020: Range Rover Sport SE
- SVR
-
Range Rover Velar
- R-Dynamic HSE
- R-Dynamic S, 2.0L Eng VIN X · 2.0L Eng VIN X2020: Range Rover Velar R-Dynamic S
- R-Dynamic S, 3.0L Eng VIN V · 3.0L Eng VIN V2020: Range Rover Velar R-Dynamic S
- S, 2.0L Eng VIN X · 2.0L Eng VIN X2020: Range Rover Velar S
- S, 3.0L Eng VIN V · 3.0L Eng VIN V2020: Range Rover Velar S
- SVAutobiography Dyn.
-
LAND ROVER: 2019
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Code
P0330
MITSUBISHI
P — Powertrain
Detonation sensor 2
Views:
UK: 19
EN: 33
RU: 38
AI status
Completed
Completed
100%
Causes
- Open or short in the knock sensor B wiring or connector
- Corroded, loose, or damaged sensor connector or terminal
- Failed knock (vibration) sensor B
- Improper sensor mounting or loose mounting bolt
- Short to battery or ground in harness near sensor
- Intermittent wiring fault due to heat, chafing, or vibration
Symptoms
- Check Engine Light (MIL) on with P0330 stored
- Reduced knock control or ignition timing retardation causing reduced performance
- Possible engine pinging or audible knock if knock control is disabled
- Intermittent or constant misfire-like symptoms if timing is severely affected
- Poor fuel economy or drivability complaints under load
What to check
- Retrieve freeze-frame data and live knock sensor inputs with a scan tool
- Visual inspection of sensor B, its mounting point, wiring harness, and connector
- Backprobe connector for continuity and shorts to ground/12V
- Wiggle test wiring while monitoring live data to find intermittent faults
- Measure connector and harness continuity to PCM pins; check for open/short
- Use an oscilloscope to view the knock sensor waveform while cranking and under load
Signal parameters
- Passive piezo sensor: produces AC voltage pulses when engine knock occurs (typical magnitude tens to a few hundred mV under load). Exact amplitude varies by design.
- DC resistance may be undefined or very high for many piezo sensors — a simple open/short check is recommended rather than a specific ohm value.
- Wiring harness between sensor and PCM should show continuity and no short to battery or ground; harness resistance should be very low (near 0 ohms) over short sections.
- PCM input expects a small AC signal referenced to engine ground; DC offset near 0 V when engine is off for most designs.
Diagnostic algorithm
- Read and record the code(s), freeze-frame data and any related codes (misfires, fuel trims, other knock sensor codes).
- Perform a visual inspection: check the sensor B mounting, wiring routing, connector condition, signs of oil, corrosion, or physical damage. Repair obvious issues.
- With ignition off, disconnect sensor B connector. Inspect terminals for corrosion, bent pins, or pushed-out terminals. Repair or replace connector as needed.
- Check harness continuity: measure continuity between sensor connector and PCM pin for the corresponding circuit. Repair any open circuits. Check for short to battery or ground.
- Perform a wiggle test: with the scan tool monitoring the knock sensor B input (or live data), have an assistant start/idle the engine and gently move wiring/connector to look for intermittent changes or fault appearance.
- If the sensor is passive, tap lightly on the engine block near the sensor with a soft tool while monitoring the sensor input (or oscilloscope). A functioning sensor will produce a small AC pulse. If no response, suspect sensor or wiring.
- Use an oscilloscope to compare sensor B waveform to sensor A (if present) or to a known-good pattern while under load; look for amplitude, frequency content, or noise issues.
- If wiring and connector are good but the sensor does not produce a signal, replace sensor B. Clear codes and perform test drive under load to confirm repair.
- If replacement sensor does not fix the issue and wiring checks are good, evaluate PCM input circuit for damage — consult manufacturer wiring diagrams and consider professional lab/ECU bench testing.
- After repair, erase codes and verify the code does not return and that knock control behavior is normal.
Likely causes
- Broken or disconnected harness between sensor B and PCM
- Corroded connector causing high resistance or intermittent contact
- Sensor B damaged by impact, oil contamination, or age
- Mounting bolt loose or sensor not contacting block (no mechanical coupling)
- Wire chafed and shorting to engine ground or shield
- Aftermarket repairs or routing error causing sensor shielding to be lost
Fault status
Status
Knock/Combustion Vibration Sensor B Circuit Fault — open/short/invalid signal detected
Repair difficulty: Medium
Diagnostic time: 0.8-2.5 hours
Similar codes
Repair manuals
Manual library for MITSUBISHI
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