Diagnostic Methods
Diagnostic Methods
Diagnostic Methods
Contents
Diagnostic Methods..........................................................................2-1 Overview .......................................................................................2-1 Diagnostic Tools...............................................................................2-2 Scan Tool Setup and Functionality..................................................2-3 Vehicle Check/Preparation...............................................................2-4 Visual Checks ...............................................................................2-4 Vehicle Preparation ......................................................................2-4 Quick Test Description.....................................................................2-5 Clear the Continuous Diagnostic Trouble Codes (DTCs) and Reset the Emission Monitors Information in the Powertrain Control Module (PCM) ..............................................2-7 Resetting The Keep Alive Memory (KAM) ......................................2-8 On-Board System Readiness (OSR) Test.......................................2-9 Output State Control (OSC)...........................................................2-10 Output Test Mode (OTM)...............................................................2-11 Parameter Identification (PID)........................................................2-12 Freeze Frame Data........................................................................2-20
Contents (Continued)
Flash Electrically Erasable Programmable Read Only Memory (EEPROM)...................................................................2-22 Diagnostic Monitoring Test Results Mode 6.............................2-24 On Board Diagnostic (OBD) Drive Cycle ......................................2-25 Intermittent Diagnostic Techniques................................................2-28 Recreating the Fault ...................................................................2-28 Accumulating PCM Data ............................................................2-28 Comparing PCM Data ................................................................2-29 Adaptive Fuel Diagnostic Trouble Code (DTC) Diagnostic Techniques ................................................................................2-30
Diagnostic Methods
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Diagnostic Methods
Overview
The Diagnostic Methods Section provides information on routine diagnostic tasks. When following powertrain diagnostics on vehicles with on board diagnostics (OBD), the system may be checked by an off-board tester referred to as a scan tool. This section contains information for carrying out diagnostics with a scan tool. A scan tool has certain generic capabilities that are standard across the automotive industry in the United States and Canada. All functions are selected from a menu. Refer to the instruction manual provided by the tool manufacturer.
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Diagnostic Methods
Diagnostic Tools
Below is an equipment list with corresponding part numbers: REQUIRED EQUIPMENT: Vehicle Communication Module (VCM) and Integrated Diagnostic System (IDS) software with appropriate hardware, or equivalent scan tool with functionality described under Scan Tool Setup and Functionality. Rotunda Smoke Machine, Fuel Evaporative Emission System Tester 218-00001 (522) or equivalent. RECOMMENDED EQUIPMENT: Rotunda Vacuum/Pressure Tester 164-R0253 or equivalent. Range 0-101.3 kPa (0-30 in-Hg.) Resolution 3.4 kPa (1 in-Hg.) Rotunda Vacuum Tester 014-R1054 or equivalent. Range 0-101.3 kPa (0-30 in-Hg.) Rotunda 73III Automotive Meter 105-R0057 or equivalent. Input impedance 10 Megaohm minimum. Spark Tester D81P-6666-A (303-D037) or equivalent. Non-powered test lamp. OPTIONAL EQUIPMENT: Rotunda Fuel (Gasoline) pressure test kit 134-R0087 or equivalent. (Use tool manufacturers instructions.)
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Connect the scan tool to the data link connector (DLC) for communication with the vehicle. The DLC is located in the driver side compartment under the steering column. It is attached to the instrument panel and accessible from the driver seat. The DLC is rectangular in design and capable of accommodating up to 16 terminals. The connector has keying features to allow easy connection. The required scan tool functions are described below: monitor, record, and playback of parameter identification (PIDs) freeze frame PID data diagnostic test modes; self-test, clear diagnostic trouble codes (DTCs) output test mode resetting keep alive memory (KAM) diagnostic monitoring test results (mode 6) for on board diagnostic (OBD) on board monitors on-board system readiness (OBD monitor completion status) Some of these functions are described in this section. Refer to the scan tool manufacturers instruction manual for specific information on scan tool setup and operation.
International Standards Organization (ISO) 14229 Diagnostic Trouble Code (DTC) Descriptions
The ISO 14229 DTC is a set of common requirements for diagnostic systems. The scan tool displays a failure type and a status type with the DTC. The types display additional information on the scan tool for the condition that set the DTC. For a list of failure type descriptions, refer to Section 1, Powertrain Control Software, International Standards Organization (ISO) 14229 Diagnostic Trouble Code (DTC) Descriptions.
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Diagnostic Methods
Vehicle Check/Preparation
Before using the scan tool to carry out any test, refer to the important Safety Notice located at the beginning of this manual and the necessary visual checks listed below.
Visual Checks
Inspect the air cleaner and inlet duct. Check all engine vacuum hoses for damage, leaks, cracks, kinks, and proper routing. Check the electronic engine control (EEC) system wiring harness for proper connections, bent or broken pins, corrosion, loose wires, and proper routing. Check the powertrain control module (PCM), sensors, and actuators for physical damage. Check the engine coolant for proper level and mixture. Check the transmission fluid level and quality. Make all necessary repairs before continuing with the quick test. Refer to Section 3, Quick Test.
Vehicle Preparation
Carry out all safety steps required to start and run vehicle tests. Apply the parking brake, place the gear selector lever firmly into the PARK position on automatic transmission vehicles or NEUTRAL on manual transmission vehicles, and block the drive wheels. Turn off all electrical loads such as radios, lamps, A/C, blower, and fans. Start the engine (if the engine runs) and bring it up to the normal operating temperature before running the quick test.
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Quick Test
The quick test is divided into 3 specialized tests: (1) Key On Engine Off (KOEO) On-Demand Self-Test (2) Key On Engine Running (KOER) On-Demand Self-Test (3) Continuous Memory Self-Test The quick test checks the integrity and function of the electronic engine control (EEC) system and outputs the test results when requested by the scan tool. The quick test also provides a quick check of the powertrain control system, and is usually carried out at the start of each diagnostic procedure with all accessories off. The quick test is also carried out at the end of most pinpoint tests for verification of the repair and to make sure no other concerns are incurred while repairing a previous concern. A system pass is displayed when no diagnostic trouble codes (DTCs) are output and a scan tool communication error does not exist. System pass means that hardware monitored by the powertrain control module (PCM) is functioning within the normal operating limits. Only a system pass, a DTC, or an incomplete on board diagnostic (OBD) drive cycle (P1000) is displayed. For applications that use a stand-alone transmission control module (TCM) the PCM does not output TCM DTCs. For TCM self-test and diagnostics, refer to the Workshop Manual Section 307-01 Automatic Transmission.
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Diagnostic Methods
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Clear the Continuous Diagnostic Trouble Codes (DTCs) and Reset the Emission Monitors Information in the Powertrain Control Module (PCM)
Description
All on board diagnostics (OBD) scan tools support the clearing of continuous DTCs and resetting of emission monitors information in the PCM. The clearing of the continuous DTCs allows the scan tool to command the PCM to clear/reset all emission-related diagnostic information. While carrying out this operation DTC P1000 is stored in the PCM until all the OBD system monitors or components have been tested to satisfy a drive cycle without any other concerns occurring. For more information about a drive cycle, refer to On Board Diagnostic (OBD) Drive Cycle in this section. The following events occur when the continuous DTCs and the emission monitors information is cleared from the PCM: the number of DTCs is reset the DTCs are cleared the freeze frame data is cleared the diagnostic monitoring test results are reset the status of the OBD system monitors is reset DTC P1000 is set
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Diagnostic Methods
Description
Resetting the KAM returns the powertrain control module (PCM) memory to its default setting. Adaptive learning contents such as adaptive airflow, idle speed, refueling event, and fuel trim are included. Clear the continuous diagnostic trouble codes (DTCs) in the PCM and reset the emission monitors information, is part of a KAM reset. Refer to Clear the Continuous Diagnostic Trouble Codes (DTCs) and Reset the Emission Monitors Information in the Powertrain Control Module (PCM) in this section. Both can be useful in post-repair testing. After the KAM has been reset, the vehicle may exhibit certain driveability concerns. It is necessary to allow the engine to idle at normal operating temperature with the air conditioning (A/C) OFF for 2 minutes. Then drive the vehicle to allow the PCM to learn the values for optimum driveability and performance. This function may not be supported by all scan tools. Refer to the scan tool manufacturers instruction manual. If an error message is received or the scan tool does not support this function, disconnecting the battery ground cable for a minimum of 5 minutes may be used as an alternative procedure.
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Description
All on board diagnostic (OBD) scan tools display the on-board system readiness (OSR) test. The OSR displays the supported monitors on the vehicle and the status of all monitors (complete or not complete) at that time. Fuel, misfire, and comprehensive component monitors (CCMs) run continuously and always display YES status. Clearing the continuous diagnostic trouble codes (DTCs) and resetting the emission monitors information in the powertrain control module (PCM), or resetting the keep alive memory (KAM) causes the non-continuous monitors to change to a NO status. A detailed description of completing the OBD monitors is found in this section. Refer to On Board Diagnostic (OBD) Drive Cycle in this section.
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Diagnostic Methods
Description
WARNING: Safety must be observed when using OSC. Failure to follow these instructions may result in personal injury. The OSC aids in diagnosing output actuators associated with the powertrain control module (PCM) for the engine. This mode allows the technician to command the individual actuator state. For example: the output can be enabled or disabled, the duty cycle or the angle of the output can be increased or decreased. The OSC is used to help test the electrical, hydraulic or mechanical components of the vehicle. This function is supported by the vehicle strategy but may not be present on all vehicles or available on all scan tools. Retrieve the continuous codes and carry out a key on, engine off (KOEO) and key on, engine running (KOER) on-demand self-test before using any OSC. Any diagnostic trouble codes (DTCs) related to the transmission range (TR) sensor, output shaft sensor (OSS) or the vehicle speed sensor (VSS) must be fixed or the PCM does not allow the OSC to operate. The OSC has 2 options for operation, the Bench Mode and the Drive Mode. The Bench Mode is functional only when the vehicle gear selector is in the PARK or NEUTRAL position. The Bench Mode may be used when the engine is on (running) or off (not running). Each OSC function has a unique set of vehicle operating requirements that the technician is required to meet before operating the OSC. If the vehicle requirements are not met while commanding the OSC value, an error message appears. When the error message is received, OSC is canceled. To confirm that the scan tool sent the OSC value and the PCM has accepted the OSC substitution, a corresponding parameter identification (PID) for each OSC parameter must be monitored.
One Touch Integrated Start System
Some vehicles are equipped with one touch integrated start system. It may be necessary to disable the one touch integrated start system to carry out diagnostic procedures that require extended cranking. Connect the scan tool, access the PCM and select the one touch integrated start system control PID to disable the system.
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Description
WARNING: Safety must be observed when using OTM. When all outputs are on, the electric fuel pump is briefly energized. Make sure the fuel system is intact and is not being repaired at this time. When low speed or high speed fan control(s) are turned on, make sure the fan blades are clear of any obstruction. Failure to follow these instructions may result in personal injury. The OTM aids in diagnosing output actuators associated with the powertrain control module (PCM). This mode allows the technician to energize and de-energize most of the system output actuators on command. When entering OTM, the outputs can be turned off and on without activating the fan control. The low and high speed fan controls may be turned on separately without energizing the other outputs. This function is supported by each vehicle strategy and may not be available on all scan tools. As a safety precaution, OTM defaults to the off state after 10 minutes, and the fuel pump off state after approximately 7-10 seconds. OTM also turns off after the vehicle is started or after cycling the key off then on.
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Diagnostic Methods
Description
The PID mode allows access to powertrain control module (PCM) information. This includes analog and digital signal inputs and outputs along with calculated values and the system status. There are 2 types of PID lists available and both are used throughout this manual. The first is the generic (J1979) OBD PID list. This is a standard set of PIDs that all scan tools must be able to access. The second is a Ford-specific (J2190) list which can be accessed by an appropriate scan tool. When accessing any of these PIDs, the values are continuously updated. The generic or Ford PID list provides definitions and values in appropriate units. For more information, refer to the Society of Automotive Engineers (SAE) document J2205.
X X X X X X X
FUEL SYS2
IAT X
(Continued)
LOAD
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Description Absolute Load Value Current Bank 1 Fuel Trim Adjustment (kamref1) From Stoichiometry Which Is Considered Long Term Current Bank 2 Fuel Trim Adjustment (kamref2) From Stoichiometry Which Is Considered Long Term Mass Air Flow Rate Distance traveled with MIL on Bank 1 Upstream Oxygen Sensor (11) Bank 1 Downstream Oxygen Sensor (12) Bank 1 Downstream Oxygen Sensor (13) Bank 2 Upstream Oxygen Sensor (21) Bank 2 Downstream Oxygen Sensor (22) Bank 2 Downstream Oxygen Sensor (23) On Board Diagnostic System
Measurement Units % %
LONGFT2
X X X X X X X
MAF MIL DIST O2S11 O2S12 O2S13 O2S21 O2S22 O2S23 OBDSUP
gm/s-lb/min Kilometer Volts Volts Volts Volts Volts Volts OBD II OBD I OBD Combination of or None On/Off RPM Seconds %
X X X X
Power Take-Off Status Revolutions per Minute Run time Current Bank Fuel Trim Adjustment (lambse1) From Stoichiometry Which Is Considered Short Term Current Bank 2 Fuel Trim Adjustment (lambse1) From Stoichiometry Which Is Considered Short Term Spark Advance Requested Spark Advance Actual Commanded Throttle Actuator Throttle Position Relative Throttle Position Number of warm ups since codes cleared Vehicle Speed Sensor
SHRTFT2
X X X X X X a b
OL = Open loop, have not satisfied conditions for closed loop. Percent engine load adjusted for atmospheric pressure.
CL = Closed loop using HO2S(s) as feedback for fuel control. OL DRIVE = Open loop due to driving conditions (heavy acceleration). OL FAULT = Open loop due to fault with all upstream HO2S sensors. CL FAULT = Closed loop fuel control, but fault with one upstream HO2S sensor on dual bank vehicles.
2008 Powertrain Control/Emissions Diagnosis, 8/2007
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Diagnostic Methods
Description Air Conditioning Cycling Switch Input A/C Pressure Transducer Sensor A/C Pressure Transducer Sensor A/C Pressure Transducer Sensor A/C Pressure Transducer Sensor Secondary AIR Pump Control Secondary AIR Fault Indicator Secondary AIR Pump Monitor Accelerator Pedal Position Accelerator Pedal Position 1 Accelerator Pedal Position 2 Accelerator Pedal Position 3
Ford Units On/Off Volts kPa/psi DCV/psi psi On/Off Yes/No On/Off % Volts Volts Volts Degrees Pedal position Ratio DCV Frequency On/Off On/Off On/Off On/Off On/Off Yes/No On/Off Degrees Volts Miles Count Yes/No Yes/No Yes/No On/Off On/Off Yes/No Volts Count Count
MAXDIFF MODE
Maximum Difference between APP1 and APP2 Accelerator Pedal Position Mode Axle Ratio Battery Voltage Barometric Pressure Sensor Brake Pedal Position (BPP) Switch Brake Pedal Position (BPP) Switch Brake Pedal Switch (BPS) Brake Pedal Switch (BPS) Brake Pedal Position (BPP) Switch Catalyst Evaluated Coast Clutch Solenoid Control Cylinder Head Temperature Input Cylinder Head Temperature Input Distance Since DTCs Cleared Number of Warm-ups Since DTCs Cleared Camshaft Position Sensor Fault Mode Camshaft Position Sensor 2 Fault Mode Camshaft Position Sensor Fault Mode Clutch Pedal Position Switch Input Clutch Pedal Position/Park Neutral Position Switch Input Crank Fueling Disabled Differential Pressure Feedback EGR Input Number of Successful Key Cycles and Engine Starts Total Number of Fault Codes
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Acronym ECT ECT ECT ACT ECT DSD EGRMC1 EGRMC2 EGRMC3 EGRMC4 EGRMDSD EGRPCT EGRVR EGR EGR EOT EOT EOT F EPC EPC V ETC ACT ETC DSD ETC TRIM EVAP020C EVAP020D EVAP020R EVAPCPF EVAPCV EVAPCV EVAPPDC EVAPSOAK EVAPSTA EVAP EVAL EVMV FANDC FANSS FANVAR FANVAR F FCIL FLI FP FPM
(Continued)
Description Engine Coolant Temperature Input Engine Coolant Temperature Input Engine Coolant Temperature Engine Coolant Temperature Desired EGR Motor Control Output Command EGR Motor Control Output Command EGR Motor Control Output Command EGR Motor Control Output Command Electric EGR Motor Commanded in Steps Commanded EGR EGR Valve Vacuum Control EGR Evaluated EGR Valve Motor Position Engine Oil Temperature Sensor Input Engine Oil Temperature Sensor Input Volts Engine Oil Temperature Sensor Fault Electronic Pressure Control Electronic Pressure Control Electronic Throttle Control Actual Electronic Throttle Control Desired Electronic Throttle Control Trim Evaporative Emissions Monitor Evaporative Emissions Monitor Evaporative Emissions Monitor Evaporative Emissions Canister Purge Fault Evaporative Emissions Canister Purge Vent Control
Ford Units Degrees Volts Degrees F Degrees F On/Off On/Off On/Off On/Off On/Off % % Yes/No Position Degrees Volts Fault/No Fault kPa/PSI Volts Degrees Degrees Degrees Yes/No Allow/ Disallow Ready/ Not Ready Yes/No % Yes/No Hz/% Yes/No Status Yes/No Current (mA) % RPM % Fault/No Fault On/Off % % %
EVAL STEP
Evaporative Emissions Canister Purge Vent Fault Evaporative Emissions Canister Purge Solenoid Duty Cycle Evaporative Emissions Monitor Soak Conditions are Met Evaporative Emissions Monitor Completed Cycle Evaporative Emissions Monitor Evaluated Electronic Vapor Management Valve Commanded Current Variable Speed Fan Duty Cycle Fan Speed Sensor Signal Variable Speed Fan Output Variable Speed Fan Output Fault Fuel Cap Indicator Light Fuel Level Indicator Input Fuel Pump Duty Cycle Fuel Pump Secondary Monitor
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Diagnostic Methods
Acronym FPM FRP FRP FRP DSD FRT FRT FTP FTP FTP H2O FUELPW1 FUELPW2 FUELSYS FUELSYS1 GEAR GENCMD GENMON HFC HTR11 HTR11F HTR12 HTR12F HTR13 HTR13F HTR21 HTR21F HTR22 HTR22F HTRCM11 HTRCM12 HTRCM21 HTRCM22 HTRX1 HTRX2 HO2S11 HO2S12 HO2S13 HO2S21 HO2S22 IAC IAT
(Continued)
Description Fuel Pump Secondary Monitor Fuel Rail Pressure Input Fuel Rail Pressure Input Fuel Rail Pressure Desired Fuel Rail Temperature Fuel Rail Temperature Voltage Fuel Tank Pressure Input Fuel Tank Pressure Input Fuel Tank Pressure Input Injector Pulse Width Bank 1 Injector Pulse Width Bank 2 Fuel System Status Fuel System Status Bank 1 Transmission Gear Status Generator Command Generator Field Signal Monitor High Speed Fan Control Bank 1 Sensor 1 HO2S Heater Control Bank 1 Sensor 1 HO2S Heater Circuit Fault Bank 1 Sensor 2 HO2S Heater Control Bank 1 Sensor 2 HO2S Heater Circuit Fault Bank 1 Sensor 3 HO2S Heater Control Bank 1 Sensor 3 HO2S Heater Circuit Fault Bank 2 Sensor 1 HO2S Heater Control Bank 2 Sensor 1 HO2S Heater Circuit Fault Bank 2 Sensor 2 HO2S Heater Control Bank 2 Sensor 2 1 HO2S Heater Circuit Fault Bank 1 Sensor 1 O2S Heater Circuit Current Bank 1 Sensor 2 O2S Heater Circuit Current Bank 2 Sensor 1 O2S Heater Circuit Current Bank 2 Sensor 2 O2S Heater Circuit Current HO2S Sensor 1 (Upstream) Heater Control HO2S Sensor 2 (Downstream) Heater Control Bank 1 Sensor 1 HO2S Input Bank 1 Sensor 2 HO2S Input Bank 1 Sensor 3 HO2S Input Bank 2 Sensor 1 HO2S Input Bank 2 Sensor 2 HO2S Input Idle Air Control Intake Air Temperature Input
Ford Units On/Off kPa/PSI Volts PSI Degrees Volts kPa/in-H2O Volts in-H2O Milliseconds Milliseconds Open/Closed Loop Open/Closed Loop Gear Yes/No % On/Off On/Off Yes/No On/Off Yes/No On/Off Yes/No On/Off Yes/No On/Off Yes/No Amps Amps Amps Amps On/Off On/Off Volts Volts Volts Volts Volts % Degrees
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Acronym IAT IAT2 IAT2 IGN R/S IMRC IMRC F IMRC1M IMRCM IMTV INJ1F-8F INJ9F-10F INJPWR M ISS KNOCK1 KNOCK2 LFC LOAD LONGFT LONGFT1 LOOP MAF MAF MAP MAP MFC MIL MIL DIS MISFIRE MP LRD NM O2BANK1 O2BANK2 O2S11 O2S12 O2S21 O2S22 O2S EVAL O2SHTR EVAL OD CANCL
(Continued)
Description Intake Air Temperature Input Volts Intake Air Temperature Sensor 2 Input Intake Air Temperature Sensor 2 Input Ignition Switch Run/Start Intake Manifold Runner Control Intake Manifold Runner Control Fault Intake Manifold Runner Control Monitor Input Bank 1 Intake Manifold Runner Control Monitor Input Bank 1 Intake Manifold Tuning Valve Control Fuel Injector Primary Fault (Cylinders 1-8) Fuel Injector Primary Fault (Cylinders 9 and 10) Injectors Circuit Voltage Monitor Input Shaft Speed Knock Sensor 1 Signal Knock Sensor 2 Signal Low Speed Fan Control Calculated Engine Load Long Term Fuel Trim Long Term Fuel Trim Bank 1 Fuel System Status Long Term Fuel Trim Bank 2 Mass Airflow Rate Input Mass Airflow Rate Input Intake Manifold Absolute Pressure Intake Manifold Absolute Pressure (Analog) Medium Speed Fan Control Malfunction Indicator Lamp Control Distance Since MIL was Activated Misfire Status Learned Misfire Correction Profile Number of Misfires Bank 1 O2S Status Bank 2 O2S Status Bank 1 Sensor 1 O2S Input Bank 1 Sensor 2 O2S Input Bank 2 Sensor 1 O2S Input Bank 2 Sensor 2 O2S Input Oxygen Sensor Circuits Evaluated Oxygen Sensor Heater Circuits Evaluated Overdrive Cancel Function
Ford Units Volts Degrees Volts On/Off On/Off Yes/No Volts Volts % Yes/No Yes/No DCV Hz/RPM N/A N/A On/Off % % % Open/Closed Loop % gm/s Volts Hz Volts On/Off On/Off Miles Yes/No Yes/No Count Rich/Lean Rich/Lean DCV DCV DCV DCV Yes/No Yes/No On/Off
CONTRL
LONGFT2
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Acronym OSS OSS SRC OTS STAT PATSENABL PCVHC PSP PSP PSP PTO PTOLOAD PTOIR V PTOIL RPM RPMDSD REV SCB SHRTFT SHRTFT1 SHRTFT2 SPARKADV SPKDUR SS1 SS2 SS3 SS4 STRT RLY TCC TCIL TCS TCSS TFT TFTV TORQUE TP TP MAXDIFF TP1 TP2 TR TR1 TR2
(Continued)
Description Output Shaft Speed Output Shaft Speed One Touch Integrated Start System Status Passive Anti-Theft System Status Positive Crankcase Ventilation Heater Control Power Steering Pressure Switch Input Power Steering Pressure Input
Ford Units RPM RPM Enabled/Disabled Enabled/Disabled Percent High/Low Volts Volts On/Off Yes/No Volts On/Off RPM RPM On/Off On/Off % % % Degrees MS On/Off On/Off On/Off On/Off Enabled/Disabled. % On/Off On/Off RPM DCV/ Degrees Volts Nm Volts Degrees Volts Volts Position Open/Closed Open/Closed
Power Steering Pressure Input Power Take Off Status Input Power Take Off Engage Input Power Take Off RPM Select Input Power Take Off Indicator Lamp Output Engine Speed Based Upon CKP Input RPM Desired Transmission Reverse Switch Input Supercharger Bypass Control Short Term Fuel Trim Short Term Fuel Trim Bank 1 Short Term Fuel Trim Bank 2 Spark Advance Desired Spark Duration (Cylinders 1-8) Shift Solenoid 1 Control Shift Solenoid 2 Control Shift Solenoid 3 Control Shift Solenoid 4 Control Starter Relay Torque Converter Clutch Control Transmission Control Indicator Lamp Clutch Control Status Transmission Control Switch (TCS) Transfer Case Speed Sensor Transmission Fluid Temperature Input Transmission Fluid Temperature Input Net Torque Into Torque Converter Throttle Position Input Maximum Angle Difference between TP1 and TP2 Throttle Position 1 Voltage Throttle Position 2 Voltage Transmission Selector Position Input Status Transmission Range Sensor 1 Transmission Range Sensor 2 1-8
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Acronym TR3 TR4 TR V TR D TRIP CNT TSS TSS/ISS TSS SRC VCTADV VCTADV2 VCTADVERR VCTADVERR2 VCTDC VCTDC2 VCT SYS VOLTDSD VPWR VREF VSS WAC/ACCR WAC F
Description Transmission Range Sensor 3 Transmission Range Sensor 4 Transmission Selector Position Input Status Transmission Selector Position Input Status (Digital) OBD II Trips Completed Turbine Shaft Speed/Input Shaft Speed Turbine Shaft Speed/Input Shaft Speed Turbine Shaft Speed/Input Shaft Speed Variable Cam Timing Advance Variable Cam Timing Advance 2 Variable Cam Timing Advance Error Variable Cam Timing Advance 2 Error Variable Cam Timing Advance Duty Cycle Variable Cam Timing Advance Duty Cycle Variable Cam Timing System Status Desired Voltage Vehicle Power Voltage Vehicle Reference Voltage Vehicle Speed A/C Clutch Command WOT A/C Primary Circuit Fault
Ford Units Open/Closed Open/Closed Volts Binary Count RPM RPM RPM Degrees Degrees Degrees Degrees % % Open Loop/ Closed Loop Volts Volts Volts km/h-mph On/Off Yes/No
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Description
Freeze frame data allows access to emission-related values from specific generic parameter identification (PIDs). These values are stored when an emission-related diagnostic trouble code (DTC) is stored in continuous memory. This provides a snapshot of the conditions that were present when the DTC was stored. Once one set of freeze frame data is stored, this data remains in memory even if another emission-related DTC is stored, with the exception of misfire or fuel system DTCs. Once freeze frame data for a misfire or fuel system DTC is stored, it overwrites any previous data, and freeze frame data is no longer overwritten. When a DTC associated with the freeze frame data is erased or the DTCs are cleared, new freeze frame data can be stored again. In the event of multiple emission-related DTCs in memory, always note the DTC for the freeze frame data.
FREEZE FRAME DATA TABLE
Acronym AAT AIR APP APP APP BARO CATTEMP11 CATTEMP21 CLRDIST ECT EQ EQ EQ RAT RAT11 RAT21 D E F Description Ambient Air Temperature Secondary Air Status Accelerator Pedal Position D Accelerator Pedal Position E Accelerator Pedal Position F Barometric Pressure Catalyst Temperature Bank 1, Sensor 1 Catalyst Temperature Bank 2, Sensor 1 Distance Since Codes Cleared Engine Coolant Temperature Commanded Equivalence Ratio Lambda Value Bank 1, Sensor 1 Lambda Value Bank 2, Sensor 1 Commanded Evaporative Purge Evaporative System Vapor Pressure Fuel Level Input Fuel Rail Pressure Open/Closed Loop 1 Open/Closed Loop 2 Intake Air Temperature Long Term Fuel Bank 1 Long Term Fuel Bank 2 Calculated Load Value Mass Air Flow Rate Manifold Absolute Pressure Bank 1 Upstream Oxygen Sensor (11) Bank 1 Downstream Oxygen Sensor (12) Bank 2 Upstream Oxygen Sensor (21) % % % kPa Degrees Degrees Km Degrees Unit Unit Unit % Pa % kPa OL/CL/OL DRIVE/OL FAULT/CL FAULT OL/CL/OL DRIVE/OL FAULT/CL FAULT Degrees % % % g/s kPa Volts/mA Volts Volts/mA Degrees Measurement Units
EVAPPCT EVAPVP FLI FRP FUELSYS1 FUELSYS2 IAT LFT1 LFT2 LOAD MAF MAP O2S11 O2S12 O2S21
(Continued)
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Some unique PIDs are stored in the keep alive memory (KAM) of the powertrain control module (PCM) to help in diagnosing the root cause of misfires. These PIDs are collectively called misfire freeze frame (MFF) data. These parameters are separate from the generic freeze frame data that is stored for every MIL code. They are used for misfire diagnosis only. The MFF data could be more useful for misfire diagnosis than the generic freeze frame data. It is captured at the time of the highest misfire rate, and not when the DTC is stored at the end of a 200 or 1,000 revolution block. (Generic freeze frame data for misfire can be stored minutes after the misfire actually occurred.) Note: MFF PIDs are supported on all vehicles, but may not be available on all scan tools because enhanced PID access may vary by scan tool manufacturer.
MISFIRE FREEZE-FRAME PIDs
PID Name MFF RPM MFF LOAD MFF VSS MFF IAT MFF SOAK MFF RNTM MFF EGR MFF TP MFF TRIP MFF PNP MP LRN Description Engine RPM at the time of misfire Engine load at the time of misfire Vehicle speed at the time of misfire Intake air temperature at the time of misfire Engine-off soak time at the time of misfire Engine running time at the time of misfire EGR DPFE sensor at the time of misfire Throttle Position at time of misfire Number of driving cycles at the time of misfire (at least one 1,000 rev block) 1= in DRIVE during the time of misfire 1= Misfire wheel profile learned in KAM RPM % km/h-mph Degrees Time Time Volts Volts Number of Trips Mode Yes/No Measurement Units
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Diagnostic Methods
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Mode 6 allows access to the results of on board diagnostic (OBD) monitor diagnostic test results. The test values are stored at the time of the particular monitor completion. Refer to mode 6 on the scan tool for test information.
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WARNING: Strict observance of posted speed limits and attention to driving conditions are mandatory when proceeding through the following drive cycles. Failure to follow these instructions may result in personal injury. 1. Most OBD monitors complete more readily using a steady foot driving style during cruise or acceleration modes. Operating the throttle in a smooth fashion minimizes the time required for monitor completion. 2. The fuel tank level should be between 1/2 and 3/4 full with 3/4 full being the most desirable. 3. The evaporative monitor can operate only during the first 30 minutes of engine operation. When executing the procedure for this monitor, stay in part throttle mode and drive in a smooth fashion to minimize fuel slosh. 4. When bypassing the EVAP engine soak times, the PCM must remain powered (key ON) after clearing the continuous DTCs and relearning emission diagnostic information. For best results, follow each of the following steps as accurately as possible:
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Purpose of Drive Cycle Procedure Bypasses the engine soak timer. Resets the OBD monitor status.
Note:
1. Install the scan tool. Turn the key on with the engine off. Cycle the key off, then on. If needed, select the appropriate vehicle and engine qualifier. Clear the continuous DTCs and reset the emission monitors information in the PCM. 2. Begin to monitor the following PIDs (if available): ECT, EVAPDC, FLI and TP MODE. Start the vehicle without returning the key to the OFF position. 3. Idle the vehicle for 15 seconds. Drive at 64 km/h (40 mph) until the engine coolant temperature (ECT) is at least 76.7C (170F). Prep for Monitor Entry 4. Is the intake air temperature (IAT) between 4.4 to 37.8C (40 to 100F)? If not, complete the following steps, but note that step 14 is required to bypass the EVAP/secondary AIR monitor and clear DTC P1000. 5. Cruise at 64 km/h (40 mph) for at least 5 minutes. 6. Cruise at 64 to 89 km/h (40 to 55 mph) for 10 minutes (avoid sharp turns and hills). NOTE: To initiate the monitor, the throttle should be at part throttle, EVAPDC must be greater than 75%, and FLI must be between 15 and 85%, and for fuel tanks over 25 gallons FLI must be between 30 and 85%. 7. Drive in stop and go traffic conditions. Include 5 different constant cruise speeds, ranging from 32 to 89 km/h (20 to 55 mph) over a 10 minute period. 8. From a stop, accelerate to 72 km/h (45 mph) at 1/2 to 3/4 throttle. Repeat 3 times. 9. Bring the vehicle to a stop. Idle with the transmission in drive (neutral for M/T) for 2 minutes. Executes SEC AIR flow check monitor (if applicable). Engine warm-up and provides IAT input to the PCM.
To bypass the EVAP soak timer (normally 6 hours), the PCM must remain powered after clearing the continuous DTCs and resetting the emission monitors information in the PCM.
HEGO EVAP
Executes the HO2S monitor. Executes the EVAP monitor if the IAT is between 4.4 to 37.8C (40 to 100F).
Catalyst
Executes the EGR monitor. Executes the idle air control (IAC) portion of the comprehensive component monitor (CCM) and the SEC AIR functional check (if applicable).
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Drive Cycle Procedure 10. For M/T, accelerate from 0 to 81 km/h (0 to 50 mph), and continue to step 12. For A/T, from a stop and in overdrive, moderately accelerate to 81 km/h (50 mph) and cruise for at least 15 seconds. Stop the vehicle and repeat without overdrive to 64 km/h (40 mph) cruising for at least 30 seconds. While at 64 km/h (40 mph), activate the overdrive, accelerate to 81 km/h (50 mph) and cruise for at least 15 seconds. Stop for at least 20 seconds and repeat step 10 five times. 11. From a stop, accelerate to 97 km/h (60 mph). Decelerate at closed throttle to 64 km/h (40 mph) (no brakes). Repeat this 3 times. 12. Access the On-Board System Readiness (OBD monitor status) function on the scan tool. Determine whether all non-continuous monitors have completed. If not, go to step 13. 13. With the scan tool, check for pending codes. Conduct the normal repair procedures for any pending code concern. Otherwise, repeat any incomplete monitor. If the EVAP monitor or SEC AIR monitor is not complete and the IAT was out of the 4.4 to 37.8C (40 to 100F) temperature range in step 4, or the altitude is over 2438 m (8000 ft.), the EVAP bypass procedure must be followed. Go to Step 14. 14. Park the vehicle for a minimum of 8 hours. Repeat steps 2 through 11. Do not repeat step 1.
Purpose of Drive Cycle Procedure Executes the transmission portion of the CCM.
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Diagnostic Methods
Intermittent diagnostic techniques help find and isolate the root cause of intermittent concerns associated with the electronic engine control (EEC) system. The information is organized to help find the concern and carry out the repair. The process of finding and isolating an intermittent concern starts with recreating a fault symptom, accumulating powertrain control module (PCM) data, and comparing that data to typical values, then analyzing the results. Refer to the scan tool manufacturers instruction manual for the functions described below. Before proceeding, be sure that: Customary mechanical system tests and inspections do not reveal a concern. NOTE: Mechanical component conditions can make a PCM system react abnormally. Technical Service Bulletins (TSBs) and On-line Automotive Service Information System (OASIS) messages, if available, are reviewed. Quick Test and associated diagnostic subroutines have been completed without finding a concern, and the symptom is still present.
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Diagnostic Methods
The Adaptive Fuel DTC Diagnostic Techniques help isolate the root cause of the adaptive fuel concern. Before proceeding, attempt to verify if any driveability concerns are present. These diagnostic aids are meant as a supplement to the pinpoint test steps in Section 5. For a description of fuel trim, refer to Section 1, Powertrain Control Software, Fuel Trim. Obtain Freeze Frame Data Freeze frame data is helpful in duplicating and diagnosing adaptive fuel concerns. The data (a snapshot of certain parameter identification (PID) values recorded at the time the DTC is stored in Continuous Memory) is helpful to determine how the vehicle was being driven when the concern occurred, and is especially useful on intermittent concerns. Freeze frame data, in many cases, helps to isolate possible areas of concern as well as rule out others. Refer to Freeze Frame Data in this section for a more detailed description of this data. Using the LONGFT1 and LONGFT2 (Dual Bank Engines) PIDs The LONGFT1/2 PIDs are useful for diagnosing fuel trim concerns. A negative PID value indicates that fuel is being reduced to compensate for a rich condition. A positive PID value indicates that fuel is being increased to compensate for a lean condition. It is important to know that there is a separate LONGFT value that is used for each RPM/load point of engine operation. When viewing the LONGFT1/2 PIDs, the values may change a great deal as the engine is operating at different RPM and load points. This is because the fuel system may have learned corrections for fuel delivery concerns that can change as a function of engine RPM and load. The LONGFT1/2 PIDs display the fuel trim currently being used at that RPM and load point. Observing the changes in LONGFT1/2 can help when diagnosing fuel system concerns. For example: A contaminated mass air flow (MAF) sensor results in matching LONGFT1/2 correction values that are negative at idle (reducing fuel), but positive (adding fuel) at higher RPM and loads. LONGFT1 values that differ greatly from LONGFT2 values rule out concerns that are common for both banks (for example, fuel pressure concerns, MAF sensor, etc. can be ruled out). Vacuum leaks result in large rich corrections (positive LONGFT1/2 value) at idle, but little or no correction at higher RPM and loads. A plugged fuel filter results in no correction at idle, but large rich corrections (positive LONGFT1/2 value) at high RPM and load. Resetting Long Term Fuel Trims Long term fuel trim corrections are reset by resetting the keep alive memory (KAM). Refer to Resetting The Keep Alive Memory (KAM) in this section. After making a fuel system repair, the KAM must be reset. For example, if dirty/plugged injectors cause the engine to run lean and generate rich long term corrections, installing new injectors and not resetting the KAM causes the engine to run very rich. The rich correction eventually leans out during closed loop operation, but the vehicle may have poor driveability and high CO emissions while it is learning.
Diagnostic Methods
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Diagnostic Methods
Diagnostic Methods
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