31S10T0

Ford Customer Service Division
Technical Training
FCS-14569--REF
Updated January, 2006
IMPORTANT SAFETY NOTICE
Appropriate service methods and proper repair procedures are essential for the safe, reliable operation of all motor vehicles,
as well as the personal safety of the individual doing the work. This manual provides general directions for accomplishing
service and repair work with tested, effective techniques. Following them will help assure reliability.
There are numerous variations in procedures, techniques, tools and parts for servicing vehicles, as well as in the skill of the
individual doing the work. This manual cannot possibly anticipate all such variations and provide advice or cautions as to each.
Accordingly, anyone who departs from instructions provided in this manual must first establish that he compromises neither his
personal safety nor the vehicle integrity by his choice of methods, tools or parts.
As you read through the procedures, you will come across NOTES, CAUTIONS, and WARNINGS. Each one is there for a
specific purpose. NOTES give you added information that will help you to complete a particular procedure. CAUTIONS are
given to prevent you from making an error that could damage the vehicle. WARNINGS remind you to be especially careful in
those areas where carelessness can cause personal injury. The following list contains some general WARNINGS that you
should follow when you work on a vehicle.

The recommendations and suggestions contained in this manual are made to assist the dealer in improving his dealership parts
and/or service department operations. These recommendations and suggestions do not supersede or override the provisions of the
Warranty and Policy Manual, and in any cases where there may be a conflict, the provisions of the Warranty and Policy Manual shall
govern.
The descriptions, testing procedures, and specifications in this handbook were in effect at the time the handbook was
approved for printing. Ford Motor Company reserves the right to discontinue models at any time, or change specifications,
design, or testing procedures without notice and without incurring obligation. Any reference to brand names in this manual is
intended merely as an example of the types of tools, lubricants, materials, etc. recommended for use. Equivalents, if available,
may be used. The right is reserved to make changes at any time without notice.
WARNING: MANY BRAKE LININGS CONTAIN ASBESTOS FIBERS. WHEN WORKING ON BRAKE COMPONENTS, AVOID
BREATHING THE DUST. BREATHING THE ASBESTOS DUST CAN CAUSE ASBESTOSIS AND CANCER.
Breathing asbestos dust is harmful to your health.
Dust and dirt present on car wheel brake and clutch assemblies may contain asbestos fibers that are hazardous to your health when
made airborne by cleaning with compressed air or by dry brushing.
Wheel brake assemblies and clutch facings should be cleaned using a vacuum cleaner recommended for use with asbestos fibers.
Dust and dirt should be disposed of in a manner that prevents dust exposure, such as sealed bags. The bag must be labeled per
OSHA instructions and the trash hauler notified as to the contents of the bag.
If a vacuum bag suitable for asbestos is not available, cleaning should be done wet. If dust generation is still possible, technicians
should wear government approved toxic dust purifying respirators.
OSHA requires areas where asbestos dust generation is possible to be isolated and posted with warning signs. Only technicians
concerned with performing brake or clutch service should be present in the area.

Copyright 2002 Ford Motor Company Produced and Coordinated by
Technical Support Operations
Ford Customer Service Division
March, 2002

Always wear safety glasses for eye protection.
Use safety stands whenever a procedure requires you to
be under the vehicle.
Be sure that the ignition switch is always in the OFF
position, unless otherwise required by the procedure.
Set the parking brake when working on the vehicle. If you
have an automatic transmission, set it in PARK unless
instructed otherwise for a specific service operation. If you
have a manual transmission it should be in REVERSE
(engine OFF) or NEUTRAL (engine ON) unless instructed
otherwise for a specific service operation.
Operate the engine only in a well-ventilated area to avoid
the danger of carbon monoxide.
Keep yourself and your clothing away from moving parts
when the engine is running, especially the fan and belts.
To prevent serious burns, avoid contact with hot metal
parts such as the radiator, exhaust manifold, tail pipe,
catalytic converter and muffler.
Do not smoke while working on the vehicle.
To avoid injury, always remove rings, watches, loose
hanging jewelry, and loose clothing before beginning to
work on a vehicle. Tie long hair securely behind your
head.
Keep hands and other objects clear of the radiator fan
blades. Electric cooling fans can start to operate at any
time by an increase in underhood temperatures, even
though the ignition is in the OFF position. Therefore,
care should be taken to ensure that the electric cooling
fan is completely disconnected when working under the
hood.

CUSTOMER EXPECTATIONS

Expectation 3
Fix It Right The First Time, on Time.
Both service advisors and technicians are important players when it comes to Expectation #3.

Why
Customers tell us Fixing It Right The First Time, on Time is one of the reasons they
would decide to return to a dealer to buy a vehicle and get their vehicles serviced.

Technician Training
It is our goal to help the technician acquire all of the skills and knowledge necessary to
Fix It Right The First Time, on Time. We refer to this as competency.

Technicians Role
Acquire the skills and knowledge for competency in your specialty via:

STST New Model
Self Study Self Study
FordStar Broadcasts FordStar Broadcasts
Ford Multimedia Training (FMT) Instructor Led
Instructor Led

The Benefits
The successful implementation of expectations means:
Satisfied customers
Repeat vehicle sales
Repeat service sales
Recognition that Ford and Lincoln/Mercury technicians are the Best in the Business

Customer Expectations: Service
1. Make it convenient to have my vehicle
serviced at your dealership.
2. The Service Advisor should
demonstrate a genuine concern for my
service needs.
3. Fix it right the first time.
4. Complete servicing my vehicle in a
timely and professional manner.
5. Provide me with a clear and thorough
explanation of the service performed.
6. Call me within a reasonable amount of
time after my service visit to ensure that
I'm completely satisfied.
7. Be responsive to questions or concerns
I bring to your attention.

TABLE OF CONTENTS

Diagnosis and Testing September, 2003 TOC-1
INTRODUCTION
Engine Performance Curriculum Goals .......................................................................................................... Intro 1
Planned Training Pathway .............................................................................................................................. Intro 1
Engine Performance Curriculum Overview .................................................................................................... Intro 1
How to Complete the Curriculum.................................................................................................................... Intro 2
Course Description .......................................................................................................................................... Intro 3
Course Length ................................................................................................................................................. Intro 3
Target Audience .............................................................................................................................................. Intro 3
Course Prerequisites ........................................................................................................................................ Intro 3
Course Structure .............................................................................................................................................. Intro 3
Course Objectives ........................................................................................................................................... Intro 4
Classroom Multimedia Training (CMT) ......................................................................................................... Intro 5
PC-Assisted Activities ..................................................................................................................................... Intro 5
Evaluation Strategy ......................................................................................................................................... Intro 5
Day One Flowchart ......................................................................................................................................... Intro 6
Day Two Flowchart ........................................................................................................................................ Intro 7
Day Three Flowchart ...................................................................................................................................... Intro 8
Day Four Flowchart ...................................................................................................................................... Intro 10

DIAGNOSTIC PROCESS REVIEW
Student Objectives ................................................................................................................................................ 1-1
SSCC Process ........................................................................................................................................................ 1-2
Diagnostic Process ................................................................................................................................................ 1-7
Diagnostic Tests .................................................................................................................................................. 1-17
Electronic PC/ED Worksheet .............................................................................................................................. 1-23
On-Vehicle Worksheet ........................................................................................................................................ 1-24

IGNITION SYSTEM DIAGNOSIS AND TESTING
Student Objective .................................................................................................................................................. 2-1
Ignition Concerns .................................................................................................................................................. 2-2
Misfire Diagnosis .................................................................................................................................................. 2-4
COP Misfire Diagnosis ......................................................................................................................................... 2-8
No Start Condition Diagnosis ............................................................................................................................. 2-13
Ignition Bench Worksheet .................................................................................................................................. 2-14
Ignition COP On-Vehicle Worksheet ................................................................................................................. 2-15
Ignition HDR On-Vehicle Worksheet ................................................................................................................. 2-16

FUEL SYSTEM DIAGNOSIS AND TESTING
Fuel Delivery System ............................................................................................................................................ 3-2
Fuel Control .......................................................................................................................................................... 3-8
Fuel Economy Test ............................................................................................................................................. 3-22
Fuel System Bench Worksheet ........................................................................................................................ 3-23
Fuel System On-Vehicle Worksheet ................................................................................................................ 3-24

PCM WIRING AND CIRCUITS REVIEW
PCM Inputs ........................................................................................................................................................... 4-2
PCM Outputs ...................................................................................................................................................... 4-11
PCM Power and Ground ..................................................................................................................................... 4-18
TABLE OF CONTENTS

TOC-2 April, 2002 Diagnosis and Testing

AIR INLET DIAGNOSIS AND TESTING
IAC Valve ............................................................................................................................................................. 5-2
Controlled Air Inlet Systems ................................................................................................................................. 5-5

PASSIVE ANTI-THEFT SYSTEM (PATS)
Basic PATS ........................................................................................................................................................... 6-2
Integrated PATS (IPATS) ..................................................................................................................................... 6-3
Engine Performance Concerns Unrelated to PATS .............................................................................................. 6-4

EMISSIONS SYSTEM DIAGNOSIS AND TESTING
Positive Crankcase Ventilation (PCV) ................................................................................................................. 7-2
Exhaust Gas Recirculation (EGR) ........................................................................................................................ 7-5
Thermostat Heater Control .................................................................................................................................. 7-10
Catalysts .............................................................................................................................................................. 7-13
Evaporative Emissions (EVAP) System ............................................................................................................. 7-16
EVAP Worksheet ................................................................................................................................................ 7-24
OBD Test Modes Worksheet .............................................................................................................................. 7-25
EGR / IAC Worksheet ........................................................................................................................................ 7-26

DAY THREE WORKSHEETS
Worksheet 1 (WDS EVAP Diagnosis Hands-on) ........................................................................................ WS3-3
Worksheet 2 (MIL ON PC Assisted) ............................................................................................................ WS3-4
Worksheet 3 (Runs Very Rough at Idle Hands-on) ..................................................................................... WS3-6
Worksheet 4 (Crank/No Start CMT) ............................................................................................................... WS3-8

DAY FOUR WORKSHEETS
Worksheet 1 (No Start Hands-on) ............................................................................................................... WS4-2
Worksheet 2 (Engine Runs Rough PC Assisted) .......................................................................................... WS4-6
Worksheet 3 (Hesitation on Acceleration Hands-on) ................................................................................. WS4-8
Worksheet 4 (Engine Runs Rough CMT) .................................................................................................. WS4-10

INTRODUCTION

Diagnosis and Testing January, 2006 Intro 1
ENGINE PERFORMANCE CURRICULUM GOALS
The goal of the Engine Performance Curriculum is to provide you with the necessary training to enable you to
Fix it right the first time on time. This Engine Performance Diagnosis and Testing classroom course provides
you with hands-on practice as it relates to diagnosis and testing.

Planned Training Pathway
Ford Motor Company has identified the skills and knowledge necessary to meet the Engine Performance
Curriculum goals. The Planned Training Pathway is a sequence of courses that are designed to provide students
with these skills and knowledge.

Engine Performance Curriculum Overview
The Engine Performance Curriculum consists of all of the following types of courses:

Web-based These courses are self-paced. You are responsible for learning the material on your own time. The
courses are posted on the Internet and you are given the appropriate access codes.

Classroom The classroom courses allow for application of the skills and knowledge learned in the prerequisite
courses through hands-on, real-world scenarios.

INTRODUCTION

Intro 2 January, 2006 Diagnosis and Testing
How to Complete the Curriculum
To successfully complete the Engine Performance Curriculum, you must take the following sequence of courses:

Ignition System Theory and Operation -

Ignition Theory and Operation
Course Code 31S01W0
Fuel and Air Theory and Operation
Course Code 31S02W0
Exhaust/Emission Theory and Operation Course
Code 31S03W0
Fuel, Air, Ignition and Emission Relationships
Course Code 31S04W0
OBD II Monitors
Course Code 31S05W0
Engine Performance Theory and Operation
Course Code 31S07T0
Driveability Diagnostic Process
Course Code 31S06W0
Driveability Diagnostic Routines
Course Code 31S08W0
Engine Performance Diagnosis and Testing
Course Code 31S10T0
Diagnosis and Testing of OBD II Vehicles
Course Code 31S12W0
Advanced Engine Performance
Diagnosis and Testing Course Code 31S15T0
INTRODUCTION

Diagnosis and Testing January, 2006 Intro 3
Course Description
This course is designed to provide you with hands-on application of guided diagnosis and testing of driveability
concerns. The course emphasizes the SSCC process as well as critical thinking skills. Although you work
together in groups, each technician is responsible for completing their own worksheets. The course includes
instructor lecture, instructor-led group discussion, student activities, and student hands-on workstations.

Course Length
This is a four-day, hands-on classroom course.

Course Structure
The Engine Performance Diagnosis and Testing classroom course includes the following:
Instructor-led Discussion You are asked to complete review questions that address content previously
covered in the WBT courses. Instructor-led group discussions focus on critical thinking skills and specific
concepts that are critical when following a diagnostic process to identify a faulty component or circuit.

Instructor Lecture The instructor presents new information as it relates to guided diagnosis and testing.
Student Activities The student activities are designed to reinforce concepts presented during the instructor
lecture.

Workstations The instructor presents the concepts that are critical to successfully completing the
workstations. You participate in four on-vehicle hands-on exercises, two classroom media training (CMT)
activities delivered on CD-ROM, and two PC-assisted activities during the workstation portion of the course.

Worksheets All activities and workstations have an accompanying worksheet designed to complement the
hands-on activities. Day One and Day Two student activity worksheets are identified by name. Day Three
and Day Four worksheets are identified by number.

Evaluation At the end of the four-day course, the instructor asks you to complete a final written test, a final
hands-on workstation, and a course evaluation.
INTRODUCTION

Intro 4 April, 2002 Diagnosis and Testing
Course Objectives
Upon completion of the Engine Performance Diagnosis and Testing classroom course, you will be able to:

Use the SSCC diagnostic process to diagnose engine performance concerns.
Explain how to perform diagnostic tests.
Quick Tests
KOEO on-demand self-tests, KOER on-demand self tests, Continuous memory self-tests
PID Monitor
Explain PCM circuits and wiring.
Use critical thinking skills and available resources to diagnose and test specific engine performance systems,
including:

Ignition system
Identify the types of misfires.
Explain the relationship of ignition patterns to diagnosis.
Explain how to diagnose misfire concerns.
Explain how to diagnose no start concerns.
Fuel System
Fuel delivery
Identify the types of fuel delivery systems.
Describe conditions related to fuel delivery concerns.
Describe the testing related to fuel delivery concerns.
Fuel control
Describe how to diagnose a contaminated MAF sensor.
Identify open/closed loop conditions.
Explain conditions related to abnormal fuel trims.
Describe the testing related to fuel control concerns.
Air Inlet System
Explain the conditions and tests related to diagnosing and testing the IAC valve.
Explain the conditions and tests related to diagnosing and testing Controlled Air Inlet Systems.

Exhaust/Emissions System
Explain the conditions and tests related to diagnosing specific emission systems, including PCV,
EGR, CAT, and EVAP.

Explain the basic operation of the Passive Anti-Theft System (PATS).
Using available resources, perform hands-on diagnosis and testing of specific engine performance systems
including, Ignition, Fuel, Air Inlet, and Emissions.

INTRODUCTION

Diagnosis and Testing April, 2002 Intro 5
Classroom Multimedia Training (CMT)
The CMTs are workstation activities delivered via CD and include video and audio elements. These are
simulated hands-on practice in diagnosis and testing of driveability concerns. The PCED information is included
in each activity. The CMTs include:

Scenarios These are DTC driven routines that address driveability concerns.
Interactive Exercises These exercises allow you the opportunity to apply the information presented during
instruction.

PC-Assisted Activities
The PC-assisted activities are workstation activities delivered via CD. They do not include the use of video and
audio elements. These are simulated hands-on practice in diagnosis and testing of driveability concerns with
heavy emphasis in using the actual PCED (hard copy or electronic). The PC-assisted activities include:

Scenarios These are DTC driven routines that address driveability concerns.
Interactive Exercises These exercises allow the technicians the opportunity to apply the information
presented.

Evaluation Strategy
Your evaluation is based on the score of a final written test and a hands-on workstation. These are completed on
the afternoon of the last day. A non-passing grade in either of these two evaluation areas constitutes a failing
grade for the course. There are no make-up tests or "do-overs" available. Any technician that fails this course
must sign up to take the course for a second time.

Final Written Test
You complete the final written test at your seat. The written test consists of 30 multiple-choice questions. The
questions focus on diagnostic concerns and processes identified during the classroom session and require critical
thinking skills to solve problems. You must correctly answer 80% of these questions (24 of 30 questions) to pass.

Final Hands-on Workstation
You must diagnose the final hands-on workstation and correctly answer all of the accompanying worksheet
questions with 100% accuracy. The hands-on activity is done without instructor assistance and the worksheet
must be completed individually. You may use all of the reference material available to you in the classroom,
including workshop manuals and the student reference book.

INTRODUCTION

Day One Flowchart

Instructor Lecture
Ignition System
Diagnosis and Testing

Review Diagnostic
Process Worksheets
Review Ignition System
Worksheets

Break

Instructor Lecture
Fuel System Diagnosis
and Testing
Instructor Introduces
Homework
PCM Wiring and
Circuits Review

Ignition
System
Activities

End of Day One

Instructor
Introduction
Review
Questions
Instructor-Led Discussion
Diagnostic Process
Review

Lunch

Break
Diagnostic
Process
Activities
INTRODUCTION

Day Two Flowchart

Fuel
System
Activities
Instructor Lecture
Emissions System

Lunch

Instructor Lecture
Air Inlet Diagnosis and
Testing

Break
Review Fuel System
Worksheets
Review Emissions
System Worksheets

Break

Instructor Lecture
Passive Anti-Theft
System (PATS)
Emissions
System
Activities

End of Day Two
Review Homework
Assignment
INTRODUCTION

Day Three Flowchart

Day Three
Workstations
Rotation 1
Rotation 2

Lunch

Break
Review of Day One
and Day Two
Review of Day Three
Worksheets
Break

End of Day Three
Introduction of Day
Three Workstations

Day Three
Workstations
Rotation 3
Rotation 4
INTRODUCTION

DAY THREE WORKSTATION ROTATIONS

Team 3
Worksheet 3
Runs Very
Rough at Idle
(Hands-on)
Team 4
Worksheet 4
Crank/No
Start (CMT)
Team 3 -
Worksheet 2
MIL On (PC-
assisted)
Team 3
Worksheet 4
Crank/No
Start (CMT)
Team 3
Worksheet 1
EVAP -
Smoke Tester
(Hands-on)
Team 4
Worksheet 2
MIL On (PC-
assisted)
Team 4
Worksheet 3
Runs Very
Rough at Idle
(Hands-on)
Team 4
Worksheet 1
EVAP -
Smoke Tester
(Hands-on)
Team 2
Worksheet 1
EVAP -
Smoke Tester
(Hands-on)
Team 2
Worksheet 2
MIL On (PC-
assisted)

Team 2
Worksheet 3
Runs Very
Rough at Idle
(Hands-on)
Team 2
Worksheet 4
Crank/No
Start (CMT)
Team 1
Worksheet 1
EVAP -
Smoke Tester
(Hands-on)
Team 1
Worksheet 2
MIL ON (PC-
assisted)

Team 1
Worksheet 3
Runs Very
Rough at Idle
(Hands-on)
Team 1
Worksheet 4
Crank/No
Start (CMT)
INTRODUCTION

Day Four Flowchart

Day Four
Workstations
Rotation 1

Break

Lunch

Day Four
Workstations
Rotation 2
Rotation 3

Introduction of Day
Four Workstations

Day Four
Workstations
Rotation 4

Break

Final Exam
Review of Day Four
Worksheets

End of Day Four
INTRODUCTION


DAY FOUR WORKSTATION ROTATIONS

Team 1
Worksheet 1
No Start
(Hands-on)
Team 2
Worksheet 2
Engine Runs
Rough (PC-
assisted)
Team 3
Worksheet 3
Hesitation on
Acceleration
(Hands-on)
Team 4
Worksheet 4
Engine Runs
Rough (CMT)
Team 1
Worksheet 2
Engine Runs
Rough (PC-
assisted)
Team 1
Worksheet 3
Hesitation on
Acceleration
(Hands-on)
Team 1
Worksheet 4
Engine Runs
Rough (CMT)
Team 2
Worksheet 3
Hesitation on
Acceleration
(Hands-on)
Team 2
Worksheet 4
Engine Runs
Rough (CMT)
Team 2
Worksheet 1
No Start
(Hands-on)
Team 3 -
Worksheet 2
Engine Runs
Rough (PC-
assisted)
Team 3
Worksheet 4
Engine Runs
Rough (CMT)
Team 3
Worksheet 1
No Start
(Hands-on)

Team 4
Worksheet 2
Engine Runs
Rough (PC-
assisted)
Team 4
Worksheet 3
Hesitation on
Acceleration
(Hands-on)
Team 4
Worksheet 1
No Start
(Hands-on)

INTRODUCTION

NOTES
DAY ONE DIAGNOSTIC PROCESS REVIEW
Diagnosis and Testing September, 2003 1-1
Student Objectives

Review the Diagnostic Process
Explain how to perform diagnostic tests
Quick Tests
KOEO on-demand self-tests
KOER on-demand self-tests
Continuous memory self-tests
PID Monitor
WDS Guided Diagnostics

Content

SSCC Process
Symptom Verification
System Identification
Component Identification
Cause Determination
Diagnostic Process
Verify the symptom(s)
Identify the conditions necessary to recreate the symptom
Identify any related symptoms
Identify the system(s)
Perform all diagnostic tests necessary to isolate the failure
Interpret the test results
Isolate the root cause of the failure
Make the repair
Verify the repair
Diagnostic Tests
Quick Test
Parameter Identification (PID) Monitor

DIAGNOSTIC PROCESS REVIEW DAY ONE
1-2 September, 2003 Diagnosis and Testing
SSCC Process

SSCC Process

Following the Symptom to System, Component to Cause (SSCC) process leads you to the failed component and
the root cause of that failure.

SSCC Process
Symptom Verification

CHECK
ENGINE
CHECK
FUEL
CAP
C
F
EP2102-A/VF

Symptom Verification - MIL ON

Customers bring their vehicles into the dealership because they have experienced something out of the ordinary.
Your first step in the diagnostic process must be to verify the symptom or concern.

SSCC Process
System Identification

System Elimination

Once the symptom has been verified, the next step is to determine the system that could be causing the customer's
concern. You begin by eliminating systems that could not cause the concern.

SSCC Process
Component Identification

Testing Components

NOTE: Always use the proper flex probes when testing with the DVOM.

Once the system has been identified, you must determine the component that has failed. Perform the necessary
tests on the suspect system to identify the failed circuit or component.

SSCC Process
Cause Determination

EPII001-A/VF

Repairing and Determining Root Cause
At this point, the symptom has been verified, the system has been identified, and the failed component/circuit has
been identified. Now, the root cause must be determined to ensure that the failure does not recur.

EP2105-A/VF
Diagnostic Process
The individual tasks incorporated within the SSCC process include the following:

Diagnostic Steps

Diagnostic Process
Verify the Symptom(s)

Road Test/Visual Inspection

The first step is always verifying that the concern exists. Verifying the symptom (customer's concern) can be as
simple as doing a visual inspection to confirm that in fact there is a failure, or as complex as an intermittent
stalling condition that needs to be captured using a Vehicle Data Recorder (VDR).

EP2107-A/VF
Diagnostic Process
Identifying Conditions

Repair Order/Consulting the Customer

The repair order is the first piece of information you receive. At this point, the customer's concern is an
interpretation of the information the service advisor gathered from the customer. The vehicle may have to be
placed under certain conditions, such as driven under a load, turning a sharp corner, or coming to a stop, to
recreate the concern. If the repair order does not clearly define those conditions, or the concern could not be
duplicated, then consult the service adviser or customer for further information.

Diagnostic Process
Identify Related Symptoms

Identify Related Symptoms/Systems

If the work order contains multiple symptoms, look for a relationship among those symptoms that could help you
pinpoint the failed system.
As soon as the symptom(s) is verified, start a mental evaluation of what you experienced. Start identifying
systems that you think could create the symptom(s). Once you have made the determination that the symptom is a
driveability concern, check OASIS for information that may help isolate the system.

Diagnostic Process
Identify the System(s)

OASIS/Service Publications/WDS

Once the symptom (customers concern) is identified, the system(s) that is causing the concern has to be
identified. Use all available tools and resources to complete this step. Go to the Symptom Charts section of the
PC/ED and perform a Quick Test.

Carefully review and evaluate all of the information downloaded from OASIS. If any of the TSBs, special service
messages, or open recalls relate to the symptom you have experienced, follow the directions within the
information to continue diagnosis. Finally, review the service history information. The service history could relate
previous repairs to the symptom you are experiencing.

For example, if the vehicle you are diagnosing has just had a battery replaced and now the engine idles rough for
a brief period when first started, there is a possibility that the information stored in KAM has not been relearned
and could be the cause of the symptom.

Section 3 - Symptom Charts
QT Step 1: PCM Quick Test Index
Step 2: No DTC(s) Present Symptom Chart Index
Step 3: No DTC(s) Present Symptom Charts
Diagnostic Process
Isolate the Failure

EP2110-A/VF

Pinpoint Test

When directed to a pinpoint test, always read the information and look at the schematic included at the beginning
of the pinpoint test. Never enter a pinpoint test unless you are directed to go there.

Diagnostic Process
Interpret Test Results

Throttle Position (TP) Sensor Test

NOTE: Always use the proper flex probes when testing with the DVOM.
It is important to understand why you are performing a specific test, so that if the vehicle fails the test, you have a
clear understanding of what made it fail. You may have to use specific reference value charts to help you interpret
test results.

In this example, the correct voltage value is 5 volts, and the DVOM reads 5 volts. This test verifies that the SIG
RTN and the VREF circuits are complete and the failure lies elsewhere.

Diagnostic Process
Isolate the Root Cause

TP Wire Cut

The root cause of the failure must be determined to ensure the failure does not recur. The root cause can be simple
or complex. In either case, a thorough examination of the circumstances involved in the failure must be
performed.

In this example, the root cause of the TP circuit failure is the wiring harness is routed too close to the plastic
shield. The wiring harness has to be rerouted to prevent similar failures.
EP2112-A/VF
Diagnostic Process
Make the Repair
EP2113-A/VF
1
2
3
4
5

Wire Repair Procedure

Item Description Item Description
1 Strip the wires 4 Position heat shrink tubing over wire
repair (overlap)
2 Install heat shrink tubing, twist wires
together, solder wires
5 Apply heat to the heat shrink tubing
until adhesive flows out of both ends
3 Bend wires back in straight line*
*Wait for solder to cool before moving wires.

Once the failure has been identified and the root cause corrected, the repair must be made. Consult the Workshop
Manual or Wiring Diagrams (EVTM) for proper repair procedures.
Diagnostic Process
Verify the repair

Worldwide Diagnostic System (WDS)
The final step of any diagnostic procedure is to verify that the repair has resolved the concern as well as not
created any new concerns. Therefore, it is necessary to clear all DTCs and retest the vehicle under the same
conditions at which you originally verified the symptom. This could include road testing through the entire OBD
II drive cycle, or portions of the OBD II drive cycle, as indicated at the end of the diagnostic pinpoint test.
During testing procedures, you will be instructed to disconnect components and perform circuit tests. This may
cause new DTCs to be set. Moving components and wiring during the test may also cause new concerns. The
repair is complete if you cannot recreate the concern and no new concerns are noted.
EP2114-A/VF
INSTRUCTOR NOTES
Diagnostic Tests
Quick Test

QT1 Perform PCM Quick Test

The PC/ED Quick Test directs you to retrieve all DTCs and then asks the question "Were any DTCs present?" If
there are DTCs present, then select YES and proceed to the DTC Charts for further diagnosis. If no DTCs are
present, then select NO and proceed to the symptom charts for further diagnosis. In either case, your selection
leads you to charts that indicate the proper pinpoint test to start your diagnosis.

Diagnostic Tests
Quick Test (Continued)

DTC Retrieval Using WDS
After the concern has been verified, a visual inspection completed, and OASIS has been checked for documented
failures relating to the concern, perform a Quick Test as directed by the PC/ED.
Quick Test is divided into three specialized tests:
Key On Engine Off (KOEO) On-Demand Self-Test
Key On Engine Running (KOER) On-Demand Self-Test
Continuous Memory Self-Test

Quick Test checks the integrity and function of the Electronic EC System and outputs the test results when
requested by a scan tool.

Quick Test also provides a quick end check of the powertrain control system. It is performed at the start of each
diagnostic procedure with all accessories off. Quick Test is also performed at the end of most pinpoint tests for
verification of repair and to make sure no other faults were induced while repairing a previous fault.

A system pass is displayed when no DTCs are output and a scan tool communication error does not exist. System
pass means that hardware monitored by the PCM is functioning within normal operating limits. Only a system
pass, DTC, or an incomplete OBDII drive cycle (P1000) is displayed.

EP2116-A/VF
Diagnostic Tests
Key On Engine Off (KOEO) On-Demand Self-Test
The Key On Engine Off (KOEO) On-Demand Self-Test is a functional test of the powertrain control module
performed on demand with the key on and the engine off. This test performs checks on certain sensor and actuator
circuits. A fault must be present at the time of testing for the KOEO Self-Test to detect the fault. When a fault is
detected, a Diagnostic Trouble Code (DTC) is output on the data link at the end of the test when requested by a
scan tool. Depressing the clutch pedal on manual transmission vehicles may be required to prevent false DTCs.

Key On Engine Running (KOER) On-Demand Self-Test
The Key On Engine Running (KOER) On-Demand Self-Test is a functional test of the powertrain control module
performed on demand with the key on engine running and vehicle stopped. A check of certain inputs and outputs
is made during operating conditions and at normal operating temperature. The brake pedal position, transmission
control and power steering switch tests are part of the KOER On-Demand Self-Test and MUST be performed
during this operation if applicable. These are described below. A fault must be present at the time of the KOER
On-Demand Self-Test to detect the fault. When a fault is detected, a Diagnostic Trouble Code (DTC) is output on
the data link at the end of the test when requested by a scan tool.

Brake Pedal Position Test
This tests the ability of the Electronic EC system to detect a change of state in the stoplight switch. Brake
pedal MUST briefly be applied and released on all vehicles equipped with brake pedal position input. This is
done during the KOER On-Demand Self-Test.

Transmission Control Switch Test
This tests the ability of the Electronic EC system to detect a change of state in the transmission control switch
(TCS). The switch MUST briefly be cycled on all vehicles equipped with TCS input. This is done during the
KOER On-Demand Self-Test.

Power Steering Pressure Test
This tests the ability of the Electronic EC system to detect a change in power steering system fluid pressure.
The steering wheel MUST briefly be turned at least 1/4 of a revolution on vehicles equipped with a power
steering pressure (PSP) switch or sensor. This is done during the KOER On-Demand Self-Test.

Diagnostic Tests
Continuous Memory Self-Test

Testing for Continuous Memory DTCs is a functional test of the powertrain control module performed under any
condition (engine running or off) with the key on. Unlike the KOEO and KOER self-tests, which can only be
activated on demand, the Continuous Memory Self-Test is always active. This test detects failures contributing to
driveability or emission concerns. The vehicle may need to be driven or the OBDII Drive Cycle completed to
allow the PCM to detect a fault. Refer to Drive Cycles for more information. When a fault is stored in memory,
a Diagnostic Trouble Code (DTC) is output on the data link at the end of the test when requested by a scan tool.
Continuous Memory DTCs are especially valuable when diagnosing intermittent faults because a fault does not
need to be present at the time of testing.

There are two types of Continuous Memory DTCs. The first type is an emission related malfunction indicator
lamp (MIL) code that illuminates the CHECK ENGINE or SERVICE ENGINE SOON indicator in the instrument
cluster. The second is a non-emission related non-MIL code that never illuminates the MIL.

For emission related MIL codes, the PCM stores the DTC in continuous memory when a fault is detected for the
first time. At this point, the DTC does not illuminate the MIL and is now considered a pending code. The purpose
of pending codes is to assist in repair verification by reporting a pending DTC after one drive cycle. If the same
fault is detected after the next drive cycle, the emission related MIL code illuminates the MIL. The MIL remains
on even if the fault is intermittent. The MIL is extinguished if the fault is not present through three consecutive
drive cycles or a PCM reset is performed. Also, an emission related pending MIL and non-emission related (non-
MIL) code is erased after approximately 40-80 vehicle warm up cycles or a PCM reset.

Any scan tool that meets OBDII requirements can access Continuous Memory to retrieve emission related MIL
DTCs. However, not all scan tools access pending and non-emission related (non-MIL) DTCs in the same way.

Diagnostic Tests
Parameter Identifier (PID) Monitor

Typical WDS DataLogger PID Display

Parameter Identifiers are sensor output values displayed on a scan tool and are chosen based on the vehicle
concern. During a guided diagnostic routine, PIDs are accessed that relate to a specific pinpoint test. The pinpoint
test directs the technician to the specific PID(s) and tells the technician exactly what to look for, or how to
manipulate them.

Remember that a component not providing an expected value may be affected by another sensors output (for
example, an IAC value that is out of its expected range could be affected by the TP sensors output).
EP2117-A/VF
Diagnostic Tests

Signal Simulation allows you to substitute a value into the sensor signal wire and monitor PIDs to determine if a
circuit fault exists.

1. Select SGM from the toolbox menu
2. Connect the cables as instructed.
3. Select the PID to be monitored.
4. Select the voltage to be sent.
5. Select On/Off to send the voltage
6. View the PID.
7. View the voltage at the Red lead probe.

For more information select the instruction tab at the bottom of the WDS screen.
Electronic PC/ED Worksheet

Use the Electronic PC/ED to answer the following questions:

1. You have received a CMDTC P0133 from a 2004 (2.0L 4V A/T) Focus. What pinpoint tests are you directed
to use?

2. What is the PCM pin number for the HO2S12 signal on this vehicle?

3. Where is this information found?

4. List the pin numbers of the HO2S harness connector for the following circuits:
HO2S Heater SIGRTN VPWR HO2S Signal

5. List five things pinpoint test H is intended to diagnose.

6. What is pinpoint test H4 testing?

7. With the HO2S signal shorted to VPWR, why should the PID read over 1.0V?

8. On the 2004 Focus, what should the BARO reading (in Hz) be for this location?

1-24 January, 2006 Diagnosis and Testing
On-Vehicle Worksheet

Perform the PCM Quick Test in Section 3 Step QT1 in the PC/ED.

1. Were any obvious problems found during the preliminary checks?

2. What OASIS symptom code would help you diagnose a rough running engine while driving?

3. Record all codes retrieved during the Quick Test.
KOEO ODDTC KOER ODDTC
KOEO CMDTC KOER CMDTC
PENDING

4. List the PIDs recorded in the Freeze Frame Data.

5. What does Freeze Frame Data tell the technician?

6. What pinpoint test is the technician directed to if the scan tool does not communicate with the vehicle?

7. Where is the technician directed to go if there are no codes present?

DAY ONE IGNITION SYSTEM DIAGNOSIS & TESTING
Student Objective

Use critical thinking skills and available resources to diagnose and test the Ignition System
- Identify types of misfires
- Explain the relationship of ignition patterns to diagnosis
- Explain how to diagnose misfire concerns
- Explain how to diagnose No Start concerns

Content
Ignition Concerns
- Misfire
- No Start
Misfire Diagnosis
- Power Balance
- Spark Duration/Peak KV
- Normal Duration Normal Peak KV
- Short Duration High Peak KV
- Long Duration Low Peak KV
- COP Misfire Diagnosis
- Power Balance
- Live Display
- COP Coil Stress Test
- WDS Oscilloscope
No-Start Diagnosis
- Spark tester
- Test light

IGNITION SYSTEM DIAGNOSIS & TESTING DAY ONE
Ignition Concerns

EP2200-A/VF
2
4
1
3

Ignition System Diagnostic Tools

1 WDS power balance display 3 Spark tester
2 WDS spark duration and peak KV display 4 Test light

There are two types of ignition system concerns: Misfires and No Start conditions.

Misfires can be caused by weak spark, no spark, incorrect air/fuel mixtures, or base engine problems. Another
cause of misfire is a plugged tube in a port-fed EGR system (typical application is a 4.2L engine). If a tube, or
tubes, in a port-fed EGR system become restricted, that cylinder (or cylinders) receives no EGR and the other
cylinders receive all of the EGR, possibly causing a random misfire. A misfire at idle may not turn on the MIL
because the catalyst temperature at idle may not exceed a level that would damage the catalyst.

A No Start condition can be caused by a fault in the ignition system primary or secondary circuitry, a fuel system
concern, or a base engine concern.

Diagnostic Tools
WDS
- Self-Test (check for codes first)
- Power Balance (identify the cylinder of concern)
- Relative Compression (rule out a mechanical concern)
- Fuel System Tests (Fuel Pressure/Leakdown, Relative Injector Flow)
- Spark Duration/Peak KV
- Oscilloscope (detailed signal analysis)
Spark Tester
Test Light
Misfires
Profile Correction
The misfire monitor is not active until the profile correction is learned. Profile correction software is used to learn
and correct for mechanical inaccuracies in the crankshaft trigger wheel tooth spacing. Actual mechanical
inaccuracies may not be visually detectable.
The profile correction is learned during closed throttle, non-braking, de-fueled decelerations in the 60 to 40 mph
range after exceeding 60 mph. This may have to be done up to three times for the profile correction to be learned.
If the battery is disconnected or Keep Alive Memory is cleared, the profile correction has to be relearned to enable
the misfire monitor. If the profile correction is not yet learned, the WDS monitor screen still indicates the Misfire
Monitor has completed (misfire display is green), but does not pick up a misfire. You must look at the MP_LRN
PID to determine if the Misfire Monitor is enabled (displays YES for enabled/NO for disabled).
NOTE: NGS refers to this PID as CKP_LWP.

Type A misfire
A type A misfire is a severe misfire that could result in overheating of the catalytic converter. It is counted over a
continuous 200 revolution period. At the end of each evaluation period a total misfire rate and the misfire rate for
each individual cylinder is computed. It is then compared to a calibrated parameter obtained from an engine
speed/load table to determine if it is severe enough to cause catalyst damage. Once a type A misfire occurs, a
DTC is stored and the MIL blinks once per second.

If a type A misfire persists, it could cause over-temperature catalyst damage. The fuel injector to that cylinder
may be shut off for a period. For any engine with six or more cylinders, up to two fuel injectors may be shut off
at one time. For performance and safety reasons, the fuel shut off feature is not used on four cylinder engines.

The MIL flashes on the first occurrence of a type A misfire. This is an exception to the two consecutive drive
cycles rule.

Type B misfire:
A type B misfire is not severe enough to overheat the catalytic converter but could result in increased emission
levels and is counted over a continuous 1000 revolution period. At the end of each evaluation period, a total
misfire rate for the engine is computed. It is then compared to a calibrated parameter in the PCM to determine if
the misfire rate is severe enough to cause emissions to exceed 1.5 times the standard.

The DTC associated with multiple cylinder misfire for a type A or type B misfire is DTC P0300.
The DTCs associated with an individual cylinder misfire for a type A or type B misfire are DTCs P0301 - P0310.

Misfire Diagnosis
Power Balance

WDS Power Balance Test

The WDS Power Balance Test identifies a problem with the power contribution of a cylinder when the engine is
running between 500 rpm and a calibrated maximum RPM. When the pre-calibrated out of range rpm is reached,
the RPM bar graph turns yellow indicating the data retrieved from the DCL may not be reliable.

The RPM displayed at the bottom of the screen is the average RPM of all cylinders in a complete engine cycle. A
drop in RPM identified in one or more cylinders may be caused by a fault in the ignition system, fuel system, or
the cylinders relative compression.

Not all RPM drops are plotted during a live display. If an RPM drop is felt but not displayed, an event capture
should be made. During playback, all of the RPM drops are displayed. The button on the Red Roving Probe
activates the capture feature when connected to port 1. This allows for convenient road test capture.

EP2201-A/VF
Misfire Diagnosis
Spark Duration/Peak KV
Normal Duration Normal Peak KV

WDS Display of Normal Duration/Peak KV

The WDS Spark Duration/Peak KV Test is used to determine which cylinder has a fault. Typically, normal spark
duration patterns from all cylinders are relatively close to the same. Spark duration and peak KV values on each
cylinder vary with each plug firing due to the dynamic nature of the combustion chamber and the energy required
to ignite the air/fuel mixture. A tight pattern in a cylinder indicates firing outside of the combustion chamber
where the spark is not subject to air/fuel mixture, compression pressures, etc.

EP2202-A/VF
Misfire Diagnosis
Short Duration High Peak KV

WDS Display of Short Duration High Peak KV

This pattern is typical of an open in the secondary (higher than normal resistance) such as a wide spark plug gap,
damaged spark plug, open in the secondary wire or lean air/fuel mixture.

EP2203-A/VF
Misfire Diagnosis
Long Duration Low Peak KV

WDS Display of Long Duration Low Peak KV

This pattern is typical of lower than normal resistance such as a short in the secondary, a fouled spark plug, a
secondary wire arcing to ground, a narrow spark plug gap, or a rich air/fuel mixture.

EP2204-A/VF
COP Misfire Diagnosis

Power Balance Test

Power Balance Test Relative Compression Test

If there is no DTC and the customer complaint is an engine miss, the WDS Power Balance test will help you
identify the cylinder with the miss. To access this test, select the Toolbox icon, Powertrain, and Power Balance.
If the engine does not miss at idle (in the service bay), brake torque the engine. This extra loading should
reproduce the miss.

If not, perform a WDS Relative Compression test to rule out mechanical problems before going on a road test.
Some misses may be very intermittent so be patient and concentrate on load conditions.

Note: Perform fuel system testing (Fuel Pressure/Leakdown and Injector Flow tests) if you suspect a fuel
problem.

Live Display

Low Duration Values High Peak KV

When performing an ignition system test, attach the WDS COP ignition clips to the suspect coil (red probe) and a
known good coil (black probe). Look for spark duration (DUR) and kilovolt (KV) values that stand out.

The concern is ignition related if the values displayed on the red probe (suspect cylinder) vary greatly from the
values displayed on the black probe (known good cylinder). Use the WDS oscilloscope with the COP kit to
determine if a faulty spark plug or a faulty COP coil causes the concern.

If the WDS oscilloscope is not available, swap the coil of the misfiring cylinder with the coil of any other
cylinder. The coil is faulty if the problem moves with the coil. The spark plug is the faulty component if the
problem stays with the cylinder.
COP Coil Stress Test

COP Coil Test Setup

Warning! Secondary ignition voltages are very high. Keep hands and tools away from the output of the coil.

Perform a COP Coil Stress Test.
With the engine off:
Remove the suspect coil from the cylinder well and position it so it cannot spark to any other surface.
Leave the harness connector and the WDS COP clip attached to the coil.
- Route the WDS COP clip and cable away from the coils to avoid noise interference.
Disconnect the fuel injector harness connector to prevent the delivery of raw fuel to the cylinder.
Select Channel 3 on the WDS Oscilloscope tool.
- Select "Auto"
- Select "COP_STRESS_TEST_RED"
Start the engine.
- Shut the engine off IMMEDIATELY if the coil is sparking to other surfaces.
- Readjust coil to prevent sparking to other surfaces and re-start the engine.
Touch the "Red Man" icon to start oscilloscope operation.
WDS Oscilloscope

Properly Functioning COP Coil

All settings are pre-configured no adjustments are necessary. The type of waveform displayed on the
oscilloscope shows whether it is a faulty coil or plug that is causing the concern. If the waveform is similar to the
waveform shown above, the coil is functioning properly. Replace the spark plug.
WDS Oscilloscope (Continued)

Above are examples of problem coils. Notice the difference between these waveforms and the good waveform on
the previous page.

Misfires can sometimes be difficult to diagnose, making the WDS Oscilloscope an important tool.

No Start Condition Diagnosis

EP2205-A/VF

Spark Tester and Test Lamp

A quick and easy check to determine if the no-start condition is a result of an ignition system fault is to use a
spark tester and test lamp.

The spark tester is used to see if there is sufficient spark to fire the spark plug. If sufficient spark is present on all
cylinders, the fault lies somewhere in the air/fuel system or there is a base engine concern. If spark is not present,
the fault lies somewhere in the ignition system.

The test lamp is used to see if there is a CD (coil driver) signal present from the PCM to the ignition coil(s) while
the engine is cranking.

Ignition Bench Worksheet

Select the following WDS recording:
"IGNITION - Expedition 5.4L BENCH" - Recording Group: COIL1, Description: COIL_DISCONNECT

View the WDS recording of a 2003 Expedition with a 5.4L engine and answer the following questions:

1. At approximately what time during the recording did the Misfire Monitor detect a misfire?

2. Do any of the injectors indicate they are not functioning properly?

3. If so, which injector is malfunctioning?

4. On which bank of the engine does the recording indicate the misfire?

5. Which PIDs on the recording lead you to this conclusion?

6. Why did the system go into open loop?

7. What happens to HO2S22 after the misfire is detected?

Diagnosis and Testing January, 2006 2-15
Ignition COP On-Vehicle Worksheet

Perform a WDS Power Balance Test on the vehicle.
1. Does the Power Balance Test appear normal?

Perform a WDS COP Ignition System Test.
2. What is the average spark duration of the two cylinders?

3. What is the average firing voltage of the two cylinders?

4. Do the spark duration and firing voltages appear normal?

5. Why does the firing voltage for each cylinder constantly change?

6. What does it mean if the firing voltage for a cylinder remains constant?

7. How are spark duration and Peak KV related?

8. What does REP mean?

9. Raise the engine RPM. When did the REP PID change states?

Ignition HDR On-Vehicle Worksheet

Perform a WDS Power Balance Test on the vehicle.
1. Does the Power Balance Test appear normal?

Perform a WDS Ignition System Test.
2. What is the average spark duration of all the cylinders?

3. What is the average firing voltage of all the cylinders?

4. Do the spark duration and firing voltages appear normal?

5. Why does the firing voltage for each cylinder constantly change?

6. What does it mean if the firing voltage for a cylinder remains constant?

7. Why do some of the cylinders have a (+) and some have a (-) before the cylinder when looking at peak KV?

8. How can you tell which cylinders are paired together when looking at a WDS Ignition Test?

NOTES
NOTES
DAY ONE FUEL SYSTEM DIAGNOSIS & TESTING

Student Objective
Use critical thinking skills and available resources to diagnose and test the Fuel System, including:
- Fuel delivery
- Identify the types of fuel delivery systems
- Describe conditions related to fuel delivery concerns
- Describe the testing related to fuel delivery concerns
- Fuel control
- Describe how to diagnose a contaminated MAF sensor
- Identify open/closed loop conditions
- Explain conditions related to abnormal fuel trims
- Describe the testing related to fuel control concerns
Content
Fuel Delivery
- Return-type fuel system
- Returnless-type fuel system
- Mechanical
- Electronic
- Fuel pressure and leakdown test
Fuel Control
- MAF/BARO
- Open loop operation
- Closed loop operation
- Fuel trims
- Normal fuel trim
- Abnormal fuel trim (1 bank)
- Abnormal fuel trim (both banks)
- Injector flow testing
Fuel economy testing

FUEL SYSTEM DIAGNOSIS & TESTING DAY ONE
Fuel Delivery System
EP2300-A/VF
1 2
4
5
3
8
6
7

Typical Fuel System (Mechanical Returnless)

1 CKP signal 5 Fuel pulse damper
2 Fuel pump relay 6 Fuel injector
3 Inertia Fuel Shut-off (IFS) switch 7 Fuel pump module
4 Test point (Schrader valve) 8 Fuel pressure regulator

The purpose and function of the fuel delivery system is to draw fuel from the fuel tank and provide filtered fuel at
regulated pressure to the fuel supply manifold for delivery by the injector.

The types of fuel delivery systems include:
Return-type where excess fuel not used by the engine is returned to the fuel tank.

Returnless-type where fuel is delivered to the fuel supply manifold with no engine-heated fuel returned to
the tank. This helps to lower fuel tank temperatures and reduce evaporative emissions.

- Mechanical Returnless

- Electronic Returnless


Return-type Fuel System

EP2301-A/VF
1
4
5
3
8
7
9
2
6

Typical Return-type Fuel System

1 CKP signal 6 Schrader valve
2 Powertrain Control Module (PCM) 7 Fuel pressure regulator
3 Fuel pump relay 8 Pulse damper
4 Inertia Fuel Shut-off (IFS) switch 9 Fuel pump module
5 Fuel injector

The return-type fuel system uses an electric fuel pump with a mechanical regulator on the fuel supply manifold.
Excess fuel not used by the engine is returned to the fuel tank.

A pressure test point (Schrader valve) is located on the fuel supply manifold. This is used to connect the WDS or
other diagnostic tools when measuring fuel pressure.
Mechanical Returnless Fuel System
EP2302-A/VF
A
B

Typical Mechanical Returnless-type Fuel System
The mechanical returnless fuel system uses an electric pump. The fuel pressure in this system is regulated
mechanically by an in-tank pressure regulator (A).

A Schrader valve (B) is used as a pressure test point is located on the fuel supply manifold. This is used to
connect the WDS or other diagnostic tools when measuring fuel pressure.

3-Port Fuel Filter

EP2303-A/VF
1
2
3

Fuel filter with quick-connect fittings
Some mechanical returnless fuel systems now use a three-port fuel filter.
1: Fuel pickup
2: Fuel delivery to engine
3: Fuel returned to tank

Electronic Returnless Fuel System

EP1139-A/VF
2
1
4
3

Typical Electronic Returnless-type Fuel System

1 Fuel Rail Pressure (FRP) sensor 3 Fuel Pump Driver Module (FPDM)
2 Engine Fuel Temperature (EFT) sensor
(not on all vehicles)
4 Parallel Pressure Relief Valve (PPRV)

The electronic returnless fuel delivery system uses an electric pump. Fuel pressure in this system is controlled
electronically by varying the fuel pump speed. The PCM commands a duty cycle to the Fuel Pump Driver
Module (FPDM), which modulates the voltage to the fuel pump to achieve the proper fuel system pressure. The
duty cycle is based on load and engine fuel temperature, with feedback from the Fuel Rail Pressure (FRP) sensor.
Engine fuel temperature may be an inferred value or input from an engine fuel temperature sensor (example: 98
ZX2).

The Parallel Pressure Relief Valve (PPRV) combines the function of a fuel pump outlet check valve and a relief
valve. It relieves excess pressure, through the fuel pump, created by hot expanding fuel in the fuel supply
manifold during engine off conditions. It takes 1 psi of pressure to allow fuel to flow to the fuel rail. When the
engine is off, fuel is returned to the tank if the pressure exceeds 50 psi.

A pressure test point (Schrader valve) may be located on the fuel supply manifold to allow the connection of
diagnostic tools. On vehicles without the Schrader valve (example: 2001 Focus 2.0L Zetec engine), fuel pressure
may be monitored by accessing the FP (fuel pressure) PID.

EP2304-A/VF
Fuel Pressure and Leakdown Test

EP2305-A/VF
Fuel Pump Running Pressure Test

Fuel Pressure and Leakdown Test
This test first checks the vehicle fuel system's ability to supply and maintain adequate system pressure. The test is
comprised of two distinct phases:
A pump running pressure test
A pump off leakdown pressure test
If the fuel system passes these tests, you are also able to initiate an engine running test and initiate the relative
injector flow test. The engine running test displays the continuously updated measured fuel system pressure.


Fuel Pressure and Leakdown Test (continued)

EP2306-A/VF
Fuel Pump OFF Leakdown Pressure Test

Possible Causes of Fuel System Faults:
No fuel pressure may be caused by:
- no fuel, external fuel system leaks, blocked, kinked, or crushed fuel lines, faulty fuel pump/or fuel pump
check valve, a fuel pump circuit fault, corrosion, or loose wires.

Low fuel pressure may be caused by:
- external fuel system leaks, blocked, kinked or crushed fuel lines, faulty fuel pressure regulator, faulty fuel
pump/or fuel pump check valve.

High fuel pressure may be caused by:
- blocked, kinked, or crushed fuel return line, faulty fuel pressure regulator, vacuum leak (especially at the
connections), faulty PCM, FPDM, or associated circuitry.

NOTE: A leak in the vacuum hose to the fuel pressure regulator causes the fuel rail pressure to rise.

Types of fuel system leaks:
- external fuel system leaks, leaking fuel rail, fuel injector(s) signal shorted to ground, leaking injector,
faulty fuel pressure regulator.

Fuel Control

EP2307-A/VF
Fuel Control

The amount of fuel to be delivered by the injector is determined by the fuel control system. Fuel control depends
on how much air enters the engine (air mass), the desired air/fuel ratio for the engine operating conditions, how
much fuel is needed to achieve the desired air/fuel ratio (fuel mass), and the injector pulse width required to
deliver the correct amount of fuel to the proper cylinder.

Fuel Control
Heated Oxygen Sensor (HO2S)

EP2308-A/VF
O2 O2
O2
O2
O2
O2
02
O2
O2 O2
O2
O2
O2
O2 O2
O2
O2
O2
O2
4
3
2
O2
1

HO2S

1 Protective shield 3 Air side
2 Zirconium dioxide 4 Tip of sensor (located in exhaust)

The HO2S is used to measure the amount of oxygen in the exhaust stream. Part of the sensor is exposed to the
outside air as a reference and the tip of the sensor is exposed to the exhaust gases. When the HO2S reaches
operating temperature, voltage is generated based on the difference between oxygen content at the tip compared to
the outside air. The greater the oxygen content in the exhaust stream, the lower the output voltage.
A common cause of HO2S malfunction is contamination. When the tip becomes contaminated, the sensor can
no longer accurately measure the oxygen content in the exhaust and generates a lower voltage, indicating a lean
condition.
When you have a contaminated HO2S, be sure to check the following items as potential sources of HO2S
contamination:
Use of unapproved silicon sealers Lead contaminated fuel
Fuel contaminated by silicon additives Short drive cycles in cold weather
Excessive oil burning Use of unapproved cleaning agents
Glycol (antifreeze) leaking internally in the
engine

An exhaust leak in the area around the HO2S causes air to dilute the exhaust stream. When the HO2S compares
the exhaust gas to the outside air, it interprets high oxygen content and generates a lower voltage, indicating a lean
condition.

When the HO2S no longer switches around stoichiometric or has a slow response, Either DTC P0133 - HO2S
Sensor Circuit Slow Response (HO2S-11) or P0153 - HO2S Sensor Circuit Slow Response (HO2S-21) sets.

Fuel Control
MAF/BARO

EP2309-A/VF
A

Typical MAF Sensor

A common cause of MAF failure is contamination. When the MAF becomes contaminated, the hot wire (A)
becomes insulated. Contamination on the wire prevents passing air from cooling the wire. The result is that more
air enters the engine than the MAF indicates to the PCM.

The PCM adjusts the fuel injector pulse width to match the amount of air the MAF indicates. If more air is
entering the engine than the MAF indicates, the PCM delivers less fuel than is needed, resulting in a lean
condition.

If vehicle is driven at Wide Open Throttle (WOT) or high loads, the fuel system normally goes open loop rich to
provide maximum power. If the MAF sensor is contaminated, the fuel system is actually lean because of
underestimated airflow. During open loop fuel operation, the vehicle applies Long Term Fuel Trim corrections
that have been learned during closed loop operation. These corrections are often lean corrections learned at lower
airflows. A consistent rich or lean condition can be identified by looking at the fuel trim PIDs (primarily
LONGFT).

MAF sensors can be contaminated from a variety of sources such as dirt, silicon, spider webs, potting compound
from the sensor itself, etc. Symptoms of MAF contamination include a lack of power, spark knock/detonation,
buck/jerk, hesitation/surge on acceleration, and the MIL lamp ON.

The following DTCs can be generated because of a contaminated MAF sensor:
P0171 (Lean Bank 1)
P0174 (Lean Bank 2)
P1130, P1131, P1132 (HO2S11 lack of switching Bank 1)
P1150, P1151, P1152 (HO2S21 lack of switching Bank 2)


Fuel Control
MAF/BARO (continued)
Barometric Pressure
(in. HG.)
Barometric Pressure
(kPa)
BARO/MAP PID
(Hz)
Altitude above sea
level (ft)
3.5 11.8 89.3
5 16.9 92.8
10 33.8 104.6
15 50.7 117.0 14,000
20 67.5 129.6 10,000
21 70.9 132.5 9,000
22 74.3 135.4 8,000
23 77.7 138.3 7,000
24 81.1 141.1 6,000
25 84.4 144.0 5,000
26 87.8 146.9 4,000
27 91.2 149.8 3,000
28 94.6 152.8 2,000
29 97.9 155.8 1,000
30 101.3 158.9 0 (Sea Level)
31 104.7 162.0
31.875 107.7 164.7
Barometric Pressure Reference Chart

One of the indicators for diagnosing a contaminated MAF sensor is barometric pressure. Barometric pressure
(BARO) is inferred by the Powertrain Control Module (PCM) software at part-throttle and WOT (there is no
actual BARO sensor on MAF-equipped vehicles, except for the 3.8L supercharged engine). At high air flows, a
contaminated MAF sensor underestimates air flow coming into the engine. The PCM infers the vehicle is
operating at a higher altitude.

Look at the BARO PID. Refer to the Barometric Pressure Reference Chart above. At sea level, BARO should
read about 158.9 Hz (30 in. Hg.). As a reference, Denver, Colorado at 1524 meters (5000 ft.) altitude should be
about 144 Hz (25 in. Hg.). Normal learned BARO variability is up to +/-6 Hz (+/-2 in. Hg.). If BARO indicates a
higher altitude than you are at (7 or more Hz lower than expected), the MAF may be contaminated. You should
keep in mind that local weather conditions (high and low pressure areas) change the local barometric pressure
(+/- 3 Hz, +/-1 in. Hg.).

The BARO value is updated only when the vehicle is at high throttle openings. The BARO reading is stored in
Keep Alive Memory (KAM) after it is updated.

Fuel Control
Open Loop Operation

Although stoichiometric is considered the ideal air/fuel ratio, a stoichiometric ratio is not desired in many
operating conditions. When operating conditions require an air/fuel ratio other than stoichiometric, or the oxygen
sensors are not at operating temperature, the fuel system is commanded to open loop mode.

When the engine is operating in open loop, the PCM ignores oxygen sensor input and commands an air/fuel ratio
that is typically richer than stoichiometric. Once the desired air/fuel ratio and the air mass are determined, the
PCM calculates the appropriate injector pulse width.

The PCM commands open loop operation under the following conditions:

During cold engine startup, the oxygen sensor does not produce an accurate signal because it has not reached
operating temperature. The PCM is programmed to wait a certain amount of time after starting before
attempting to go to closed loop operation. During warm-up operation, air/fuel ratio is commanded rich to aid
in engine and catalytic converter warm-up.

During high load or wide-open throttle conditions, the air/fuel ratio is commanded rich for maximum power.
During catalyst overtemp protection, the air/fuel ratio is commanded rich because a richer air/fuel ratio burns
cooler. This lowers the catalyst temperature to prevent damage.


Fuel Control
Closed Loop Operation

HO2S Voltage and FUELPW1 PIDs During Closed Loop

Once the oxygen sensor has reached operating temperature and open loop conditions are not demanded, the PCM
commands a stoichiometric air/fuel ratio and the engine operates in closed loop.

In closed loop operation, the PCM calculates air mass to determine injector pulse width. Feedback from the
oxygen sensor indicates if the mixture is rich or lean. The PCM uses this information to make constant
adjustments to the commanded injector pulse width to achieve a stoichiometric air/fuel ratio.

NOTES

Fuel Control
Fuel System Monitor

EP2311-A/VF
2
1
3
4

Fuel System

1
The HO2S provides the PCM with feedback
indicating air/fuel ratio
3
When air/fuel ratio exceeds a calibrated limit
and the fuel trims can no longer compensate,
the Fuel System Monitor sets a DTC
2
A correction factor is added to the fuel injector
pulse width calculation based on the Long and
Short Term Fuel Trims
4
The MIL is activated after a fault is detected on
two consecutive drive cycles

The purpose of the fuel system monitor is to detect deterioration or failures of components that cause emissions to
exceed 1.5 times the standard. As components age over the life of the vehicle, the adaptive fuel strategy learns
deviations from the stoichiometric air/fuel ratio while running in closed loop. These learned corrections are stored
in Keep Alive Memory as long term fuel trim corrections.

The fuel system monitor uses long and short term fuel trim corrections to determine when the fuel system has
deteriorated beyond its ability to maintain the correct air/fuel ratio. If components change beyond normal limits or
if a malfunction occurs, the long term fuel trim values reach a calibrated rich or lean limit. When this occurs, the
adaptive fuel strategy is no longer allowed to compensate. Long term fuel trim corrections at their limit plus a
calibrated deviation in short term fuel trim indicate a rich or lean system malfunction.

Input from the ECT or CHT, IAT, and MAF sensors is required to activate the fuel trim system, which in turn
activates the Fuel System Monitor. Additional conditions required to operate the Fuel System Monitor are engine
RPM between idle and 4000, system in closed loop, and EVAP duty cycle at 0%.

Fuel Control
Normal Fuel Trim Operation

EP2312-A/VF
How Short Term and Long Term Fuel Trims are Used

Item Description
1 The oxygen sensor indicates a rich condition
2 SHRTFT responds to reduce the amount of fuel delivered until the oxygen sensor starts switching again
3 LONGFT keeps learning negative corrections until SHRTFT returns to averaging around 0%

Short Term Fuel Trim
During closed loop operation, short term fuel trim values are calculated by the PCM using oxygen sensor inputs in
order to maintain a stoichiometric air/fuel ratio. The PCM is constantly adjusting the short term fuel trim, which
causes the oxygen sensor voltage to switch from rich to lean around the stoichiometric point. As long as the short
term fuel trim is able to cause the oxygen sensor voltage to switch, a stoichiometric air/fuel ratio is maintained.

Short term fuel trim operates within pre-calibrated limits. If short term fuel trim is not able to cause the oxygen
sensor to switch, a DTC is set.

1
2
3

Fuel Control
Normal Fuel Trim Operation (continued)
Long Term Fuel Trim

As components of the fuel, air, or engine systems age or otherwise change over the life of the vehicle, the PCM
learns to adapt fuel control. This is known as adaptive fuel strategy. Corrections are only learned during closed
loop operation, and are stored in the PCM as long term fuel trim values. Long term fuel trim values are only
learned when short term fuel trim corrections are able to cause the oxygen sensor to switch.

If the short term fuel trim average remains above or below zero percent, the PCM learns to use a new long term
fuel trim value, which allows the short term fuel trim to return to an average value near zero percent. There is a
different long term fuel trim value stored for various RPM and load operating conditions. Long term fuel trim
values are displayed on a scan tool as a percentage of fuel added or subtracted.

Long term fuel trim also operates within pre-calibrated limits. When those limits are exceeded, a DTC is set.
Fuel Control
Abnormal Fuel Trim (1 Bank)

EP2313-A/VF
Abnormal Fuel Trim (1 Bank)

Looking at fuel trims when diagnosing a concern may help you identify the possible fault. An abnormal fuel trim
on only one bank indicates a possible fault in the coil, a spark plug, a secondary wire, an injector, a circuitry
problem (to injector or coil), and on rare occasions an intake leak (affecting only one bank).

Whenever a fuel injector or fuel pressure regulator is replaced, Keep Alive Memory (KAM) should be cleared.
This is necessary so the PCM does not use the previously learned fuel trim values.


Fuel Control
Abnormal Fuel Trim (Both Banks)

EP2314-A/VF
Abnormal Fuel Trim (Both Banks)

Abnormal fuel trims on both banks indicate a fault that affects the entire engine, such as a vacuum leak, an EGR
concern, low fuel pressure, high fuel pressure, MAF sensor fault, or an air intake leak.
Fuel Control
Injector Flow Test

EP2315-A/VF
Relative Injector Flow Test

The data for the relative injector flow test is displayed in cylinder firing order from left to right. Below the
cylinder number is the elapsed time (in milliseconds) for the required pressure drop to occur when the injector is
energized.

The bar graph represents a comparison of all the flow data. Ideally, the bars should be relatively even and
centered between the pass/fail markers. When a value falls outside the pass/fail limit, the bar is shaded darker
than the others.

Low injector flow (LF) occurs if the pressure drop for an injector takes significantly longer than the others.
High injector flow (HF) occurs if the pressure drop for an injector is significantly faster than the others.
No injector flow (NF) occurs if no pressure drop is detected when the injector is energized.
Invalid injector data (ID) occurs when a pressure drop occurs before the injector is energized.
If one or more injectors appear high or low on the bar graph, the injector(s) is not necessarily faulty.
For example, if all but one injector is defective, the defective injectors appear normal, while the good injector
has a relatively faster flow time, possibly causing it to appear out of spec.


Fuel Control
Injector Flow Test (continued)

Possible causes of low injector flow:
Air in fuel system or in test equipment
Contaminated fuel system causing obstructed injector(s)
Obstructed or dirty fuel injector(s)
Leaking injector
Faulty injector
Possible causes of high injector flow:
Improper injector(s) for vehicle application installed
Possible causes of no injector flow:
Air in fuel system or in test equipment
Faulty injector
Faulty fuel injector circuit
NOTE: No injector flow for all injectors is most likely caused by air in the fuel system but also may be caused
by the fuel pump running continuously during the test or a loss of the power feed to all injectors.

Possible causes of invalid injector data:
Most likely an intermittent condition because a pressure and leakdown check is performed at the
beginning of the flow test

Leaking injector
Faulty fuel pressure regulator
Faulty fuel pump/or fuel pump check valve
NOTE: An injector that remains open after being flow tested may show the next tested injector as Invalid Data
(ID).

NOTE: The engine must be run after each injector flow test to clear fuel from the combustion chamber.

Fuel Economy Test

EP2316-A/VF
Fuel Economy Test

Fuel economy is based on the Vehicle Speed Signal (VSS) and the amount of fuel used. The amount of fuel is
calculated from the MAF. When testing for fuel economy, it is critical that the MAF is accurate.

To help you determine if the MAF is accurate, verify that the BARO PID is displaying the correct value for your
altitude. If BARO indicates an incorrect altitude (7 or more Hz lower than expected), you may have a
contaminated MAF sensor.

DAY TWO FUEL SYSTEM DIAGNOSIS & TESTING

Fuel System Bench Worksheet

Select the "FUEL Expedition 5.4L BENCH" WDS recording (Recording Group: INJ1, Description:
INJECTOR_DISCONNECT).
View the WDS recording of a 2003 Expedition with a 5.4L engine and answer the following questions:

1. At approximately what time during the recording did the Misfire Monitor detect a misfire?

2. Do any of the injectors indicate they are not functioning properly? If yes, which one(s)?

3. Which HO2S indicates a cylinder miss?

4. What happens to the affected downstream HO2S after the cylinder starts missing?

5. Why does the affected downstream HO2S respond in this manner?

6. At what point in the recording does the system go into open loop? Why?

7. What happens to spark advance after a misfire is detected?

8. What happens to SHRTFT1 and SHRTFT2 after the misfire is detected?

FUEL SYSTEM DIAGNOSIS & TESTING DAY TWO
Fuel System On-Vehicle Worksheet
Perform the following WDS Fuel System Tests:
Fuel Pressure and Leakdown
Relative Injector Flow
Engine Running Pressure Test.
1. What type of fuel system does this vehicle have?

2. What is the fuel pressure on this vehicle?

3. How long does the leakdown test run?

4. What would cause this vehicle to have too much fuel pressure leakdown?

5. Why is the injector test called the Relative Injector Flow Test?

6. What is the MAF reading at idle (in volts)?

7. Is this value within specifications as listed in the PC/ED?

8. What is the value of the BARO PID on this vehicle?

9. Is the BARO PID value correct for this area?

10. What does it mean if the BARO PID is out of range?

DAY TWO PCM WIRING AND CIRCUITS REVIEW

Student Objective

Explain PCM wiring and circuits.
Content
PCM wiring and circuits
- PCM Inputs
- Potentiometer
- Thermistor
- Mass Air Flow (MAF)
- Heated Oxygen Sensor (HO2S)
- Pressure Sensor
- Differential Pressure Sensor
- Knock Sensor
- Variable Reluctance Sensor
- Switches
- Outputs
- Relays
- Solenoids
- Fuel Injectors
- IAC/EGR Valves
- Motors
PCM Power and Ground
- 104 pin
- 122 pin
- 150 pin
- 190 pin

PCM WIRING AND CIRCUITS REVIEW HOMEWORK

PCM Inputs
Potentiometer/Three-Wire Sensors
0
13 26 39 52 65 78 84 91
4.538
4.257
3.648
2.429
1.820
1.210
0.601
3.039
THROTTLE ANGLE
VREF
PCM
SIG RTN
SIGNAL
SENSOR
PID
EPII016

Potentiometer/Three-Wire Sensors (TP Sensor)

The PCM supplies a reference voltage and a ground for the sensor and monitors the signal circuit.

1. What would you expect the TP PID value range to be under normal operating conditions?
2. What would you expect the TP PID value to be with the VREF circuit open?
3. What would you expect the TP PID value to be with the SIG RTN circuit open?
4. What would you expect the TP PID value to be with the Signal circuit open?
5. What would you expect the TP PID value to be with the Signal circuit shorted to VREF?
6. What would you expect the TP PID value to be with the Signal circuit shorted to VPWR?
7. What would you expect the TP PID value to be with the Signal circuit shorted to GND?
8. What would you expect the TP PID value to be with the Signal circuit shorted to SIG RTN?
SIG RTN VREF
TP
Signal
SENSOR
PCM
1.210V
4.538V
4.257V
3.648V
3.039V
2.429V
1.820V
0.601V
13 26 39 52 65 78 84 91
Throttle Angle (degrees)
EP2400-A/VF
PID
HOMEWORK PCM WIRING AND CIRCUITS REVIEW

PCM Inputs
Thermistor

Two-Wire Sensors (Temperature Sensor)

A thermistor is a temperature sensitive resistor, which along with a resistor network in the PCM provides an
output voltage inversely proportional to temperature. As temperature increases, voltage decreases. This is
referred to as Negative Temperature Coefficient.

1. What would you expect the ECT PID value range to be under normal operating conditions?
2. What would you expect the ECT PID value to be with the SIG RTN circuit open?
3. What would you expect the ECT PID value to be with the Signal circuit open?
4. What would you expect the ECT PID value to be with the Signal circuit shorted to VREF?
5. What would you expect the ECT PID value to be with the Signal circuit shorted to VPWR?
6. What would you expect the ECT PID value to be with the Signal circuit shorted to GND?
7. What would you expect the ECT PID value to be with the Signal circuit shorted to SIG RTN?
PID
PCM WIRING AND CIRCUITS REVIEW HOMEWORK

PCM Inputs
Mass Air Flow (MAF)

EP2402-A/VF
PCM
Air Flow (lb/min)
Voltage
MAF Sensor
VPWR MAF
MAF
Return
PID
5
4
3
2
1
0
0 5 10 15 20 25

MAF Sensor

The mass air flow sensor receives power and ground from the battery. As the amount of current needed to
maintain a constant temperature on the hot wire increases or decreases, the voltage on the MAF circuit varies.
The PCM MAF sensor circuit is grounded at the MAF sensor through the MAF RETURN.

1. What would you expect the MAF PID value range to be under normal operating conditions?
2. What would you expect the MAF PID value to be with the VPWR circuit open?
3. What would you expect the MAF PID value to be with the MAF RTN circuit open?
4. What would you expect the MAF PID value to be with the GND circuit open?
5. What would you expect the MAF PID value to be with the MAF circuit open?
6. What would you expect the MAF PID value to be with the Signal circuit shorted to VREF?
7. What would you expect the MAF PID value to be with the Signal circuit shorted to VPWR?
8. What would you expect the MAF PID value to be with the Signal circuit shorted to GND?
9. What would you expect the MAF PID value to be with the Signal circuit shorted to MAF RTN?
HOMEWORK PCM WIRING AND CIRCUITS REVIEW

PCM Inputs
Heated Oxygen Sensor (HO2S)

EP2403-A/VF
PCM
SIG RTN Signal
VPWR
PID
1000
900
800
700
600
500
400
300
200
100
13 14 15 16 16.5
0
AIR/FUEL RATIO
mv

HO2S

A heated oxygen sensor generates voltage based on the difference between the oxygen content in the exhaust
stream and the outside air.

Assume all conditions are at normal operating temperature.
1. What would you expect the HO2S11 PID value range to be under normal operating conditions?
2. What would you expect the HO2S11 PID value to be with the VPWR circuit open?
3. What would you expect the HO2S11 PID value to be with the SIG RTN circuit open?
4. What would you expect the HO2S11 PID value to be with the GND circuit open?
5. What would you expect the HO2S11 PID value to be with the Signal circuit open?
6. What would you expect the HO2S11 PID value to be with the Signal circuit shorted to VPWR?
7. What would you expect the HO2S11 PID value to be with the Signal circuit shorted to GND?
8. What would you expect the HO2S11 PID value to be with the Signal circuit shorted to SIG RTN?
PCM WIRING AND CIRCUITS REVIEW DAY TWO

PCM Inputs
Pressure Sensor
VREF
PCM
SIG RTN
SIGNAL
1
5
6
.
1
1
1
5
8
.
5
5
1
5
7
1
5
7
.
8
9
1
5
7
.
4
5
1
5
8
.
3
4
1
5
8
.
7
8
1
5
9
.
2
3
30.06
29.76
29.61
29.48
29.31
29.17
29.02
29.91
FREQUENCY (Hz)
BAROMETRIC PRESSURE
P
R
E
S
S
U
R
E
1
0
5
1
5
7
1
1
7
1
3
0
1
4
4
1
5
9
30.05
25.02
19.99
15.10
10 20
15
10
5
0
FREQUENCY (Hz)
MANIFOLD ABSOLUTE PRESSURE
MANIFOLD
PRESSURE
VACUUM
(HG)
PID
EPII019

BARO/MAP Sensor

A pressure sensor receives a five-volt supply from the PCM and sends a signal back to the PCM. The sensor is
grounded in the PCM. As pressure in the sensor changes, the sensor calculates the change of pressure and
converts the results to a frequency. This frequency varies as pressure varies.

Diesel engines use a MAP sensor that outputs an analog voltage. It is used to control smoke by limiting the
amount of fuel being injected until turbo boost is achieved. Vehicles with the electronic EGR also use an analog
MAP sensor to calculate EGR flow.

EP2404-A/VF
MANIFOLD
PRESSURE
P
R
E
S
S
U
R
E

VACUUM
(HG)

PCM Inputs
Differential Pressure Sensor
10 5 15 20 30 25
1V
2V
3V
4V
5V
PRESSURE DIFFERENTIAL (KpA)
(EGR FLOW)
VREF
PCM
SIG RTN
SIGNAL
PID
EPII020

DPFE Sensor

A differential pressure sensor receives a five-volt supply from the PCM and sends a signal back to the PCM. The
sensor is grounded in the PCM. The sensor compares two pressures and measures the difference. The voltage on
the Signal circuit varies as pressure changes in the sensor.

PID
Signal VREF
5V
4V
3V
2V
1V
5 10 15 20 25 30
PRESSURE DIFFERENTIAL (kPa)
(EGR FLOW)
EP2405-A/VF
PCM
SIG RTN

PCM Inputs
Knock Sensor (KS)
PCM
SIG RTN
SIGNAL
PID
EPII022

Knock Sensor

The knock sensor is a tuned accelerometer that converts engine vibrations to an electrical signal.

PID
PCM
Signal
SIG RTN
EP2406-A/VF

PCM Inputs
Variable Reluctance Sensor

EP2407-A/VF

CKP Sensor and Trigger Wheel

A trigger wheel (reluctor) passing in front of the sensor causes variations to the magnetic field. The changes in
the magnetic field induce an A/C voltage. As the reluctor tooth approaches the sensor, the magnetic field distorts
and induces a positive voltage into the sensor coil. As the reluctor tooth moves away from the sensor, the
magnetic field distorts in the opposite direction and induces a negative voltage into the sensor coil.


PCM Inputs
Switches

Normally Closed (NC) Switch and Normally Open (NO) Switch

Switches can be either normally closed, such as a power steering pressure switch, or normally open, such as an air
conditioning switch. The switch can supply a ground signal or power signal depending on the application.

EP2408-A/VF
PCM
PID
VREF
SIG RTN
NC SWITCH
PCM
PID
SIG RTN
VREF
NO SWITCH

PCM Outputs
Relays

EP2409-A/VF
30 85
87A 87 86

Typical Relay

Relays are used to isolate the low current signal circuitry from the high current load. This way, low current
signals can be used to control high current loads. Relays can supply power or a ground path to a component.
When energized (current flowing through the coil, such as circuits 85 / 86 above), the magnetic field around the
coil causes the switch to change states.

Some relays have a diode or resistor placed in parallel with the relay coil to control voltage spikes that could
damage components or circuitry.


PCM Outputs
Solenoids

EP2410-A/VF
Typical EGR Vacuum Regulator (EVR)

1 To EGR valve 3 Vacuum output (in-Hg)
2 Source vacuum 4 Duty cycle (%)

A solenoid converts electrical energy into linear motion. When an electric coil is energized, the magnetic force
causes an iron core plunger to move. It is this movement of the plunger that can be used to move different
components or direct the flow of vacuum, fuel, and air. Many different solenoid valves are used to control the
flow of vacuum, fuel, and air in various systems.

1
2
3
4

NOTES


PCM Outputs
Fuel Injectors

Typical Fuel Injector
A fuel injector is a normally closed solenoid that supplies fuel to the engine. The PCM controls current through
the injector coil by opening and closing the ground side circuit. When energized the magnetic field pulls a pintle
valve off its seat to spray pressurized fuel into the intake manifold.

You should always make sure to use the proper injector for the application. The color of the injector connector
indicates the flow rate. Similar connector colors may have different part numbers and different flow rates. Be
sure to check application. The injector is the Deposit Resistant Injection (DRI) type and does not have to be
cleaned (although it is not harmful to clean the injector).

Never apply battery positive voltage (B+) directly to the fuel injector electrical connector terminals. The fuel
injector may be internally damaged in a matter of seconds. The fuel injectors can be flow checked and they
should be replaced if they are found outside of specification.

When replacing fuel injectors, replace the O-rings with ones that are made of special fuel-resistant material. The
use of ordinary O-rings can cause the fuel system to leak. Never reuse O-rings.

EP2411-A/VF

PCM Outputs
Fuel Injectors
2001 Fuel Delivery System Test Information/Specification Chart

Engine Application
Resistance
(Ohms)
Fuel
System
Type
Fuel
Pressure
(kPa)
Fuel
Pressure
(psi)
CAR
2.0L 2V Escort/Focus 13.8 15.2 ERFS 240 - 448 35 - 65
2.0L 4V Escort ZX2/Focus 13.8 15.2 ERFS 240 - 448 35 - 65
3.0L Lincoln LS6 13.8 15.2 ERFS 270 - 380 39 - 55
3.0L 2V Taurus/Sable 11.4 12.6 ERFS 270 - 450 39 - 65
3.0L 4V Taurus/Sable 13.1 14.5 ERFS 270 - 380 39 - 55
3.0L FFV Taurus/Sable 11.4 12.6 ERFS 240 - 448 30 - 65
3.8L Mustang 11.4 12.6 ERFS 240 - 380 35 - 55
3.9L Lincoln LS8/Thunderbird 11.4 12.6 ERFS 270 - 450 39 - 65
4.6L Crown Vic/Grand Marquis/Town Car 13.8 15.2 ERFS 270 - 483 40 - 70
4.6L 2V Mustang GT 13.8 15.2 ERFS 270 - 483 40 - 70
4.6L 4V Mustang Cobra 13.8 15.2 ERFS 207 - 380 30 - 55
4.6L 4V Marauder 11.4 12.6 ERFS 270 - 483 40 - 70
4.6L NGV Crown Victoria 4 6 NGV 276 827 80 - 120
TRUCK
2.0L 4V Escape 13.8 15.2 MRFS 345 - 448 50 - 65
2.3L Ranger 11.4 12.6 MRFS 345 - 448 50 - 65
3.0L Ranger 11.4 12.6 MRFS 345 - 448 50 - 65
3.0L 4V Escape 13.1 14.5 MRFS 345 - 448 50 - 65
3.0L FFV Ranger 11.4 12.6 MRFS 275 - 380 40 - 55
3.8L Windstar 11.4 12.6 RFS 207 - 310 30 - 45
4.0L SOHC Explorer/Mountaineer/Ranger 11 18 MRFS 345 - 448 50 - 65
4.2L E/F-Series 11.4 12.6 RFS 207 - 310 30 - 45
4.6L Explorer/Mountaineer 11.4 12.6 MRFS 345 - 483 50 - 70
4.6L E/F-Series 13.8 15.2 RFS 207 - 310 30 - 45
4.6L Expedition 13.8 15.2 MRFS 240 - 448 35 - 65
4.6L 4V Aviator 13.8 15.2 ERFS 172 - 448 25 - 65
5.4L 2V E/F-Series/Excursion 13.8 15.2 RFS 207 - 380 30 - 55
5.4L 2V Expedition 13.8 15.2 MRFS 240 - 448 35 - 65
5.4L 2V SC F-Series 13.8 15.2 RFS 207 - 310 30 - 45
5.4L 4V Navigator/Blackwood 13.8 15.2 MRFS 240 - 448 35 - 65
5.4L NGV E/F-Series 4 6 NGV 276 827 80 - 120
6.8L E/F-Series/Excursion 11 18 RFS 207 - 310 30 - 45

ERFS Electronic Returnless Fuel System RFS Return Fuel System
MRFS Mechanical Returnless Fuel System


PCM Outputs
IAC/EGR Valves

IAC/EGR Valves

Item Description
1 Idle Air Control (IAC) valve
2 Stepper motor EGR valve

IAC Valve
The IAC valve is a normally closed solenoid type actuator operated by the PCM. The PCM can determine how
long to energize the IAC and regulate the flow of air.

An IAC fault can cause a stall at idle or a rough idle concern.

Stepper Motor EGR Valve
The stepper motor EGR valve is electronically controlled by the PCM. The PCM sends a signal that extends or
retracts the pintle valve and then the EGR valve sends a return signal back to the PCM to indicate valve position.

EGR flow at the wrong time or in the wrong amount can cause incomplete combustion (misfire) and affect
driveability and idle quality.
2
1
EP2412-A/VF

PCM Outputs
Motors
EP2413-A/VF

Fuel Pump Module

A motor provides rotational motion. When the motors coil is energized, the magnetic force causes the armature
to move. Motors are tested by applying an appropriate voltage and ground.


PCM Power and Ground
EPII026
13
51
15
16
55 71
97

Typical 104 Pin PCM

Application (2003): Escort, Focus, Taurus/Sable, Mustang, Crown Victoria/Grand Marquis, Town Car, Escape,
Ranger, Windstar, Explorer Sport/Sport Trac, E-Series, F-Series, Lightning, Blackwood, Excursion

Application (2004): Focus, Taurus/Sable, Mustang, Crown Victoria/Grand Marquis, Town Car, Escape, Ranger,
Freestar/Monterey, Explorer Sport Trac, E-Series, F-Series Heritage, F-Series Super Duty, Lightning, Excursion

104 pin PCM Power and Grounds
PCM
Pin
Function Description PCM
Pin
Function Description
3 PWRGND Power ground 71 VPWR Voltage input to module
13 Flash EPROM Power Supply 76 PWRGND Power ground
15 Bus (-) Data Link Connector (DLC) 77 PWRGND Power ground
16 Bus (+) Data Link Connector (DLC) 90 VREF 5V reference
24 PWRGND Power ground 91 SIGRTN Signal return
25 CSEGND Case ground 97 VPWR Voltage input to module
51 PWRGND Power ground 103 PWRGND Power ground
55 KAPWR Keep alive power

Connector pinouts for the 104 pin PCM vary from vehicle to vehicle, but the power, ground, and data bus circuits
have the same pin numbers throughout all vehicle lines (where 104 pin PCMs are used).

90 91
EP2414-A/VF

PCM Power and Ground (continued)

122 Pin PCM

Application (2003/2004): Expedition, Navigator

PCM Connector/Pin Function Description
B1 PWRGND Power ground
B10 CSEGND Case ground
B33 SIGRTN Connector B signal return
B34 VPWR Voltage input to module
B40 KAPWR Keep alive power
B45 VREF Connector B buffered 5V reference
E25 SIGRTN Connector E signal return
E36 VREF Connector E buffered 5V reference
T27 SIGRTN Connector T signal return



150 Pin PCM

Application (2003) Application (2004)
Lincoln LS, Thunderbird, Explorer/Mountaineer, Aviator Lincoln LS, Thunderbird, Aviator

B17 (B5 LS/Thunderbird) SIGRTN Connector B signal return
B20 (2004: B55 LS/Thunderbird) VREF Connector B buffered 5V reference
E20 (E14 LS/Thunderbird) VREF Connector E buffered 5V reference
T17 (T14 LS/Thunderbird) SIGRTN Connector T signal return



150 Pin PCM

Application (2003) Application (2004)
2.3L Focus 2.3L Focus, Explorer/Mountaineer




190 Pin PCM

Application (2004): F-150 (Non-Heritage)


DAY TWO AIR INLET DIAGNOSIS AND TESTING
Diagnosis and Testing April, 2002 5-1
Student Objective

Use critical thinking skills and available resources to diagnose and test the Air Inlet System.
- Explain the conditions and tests related to diagnosing and testing the IAC valve.
- Explain the conditions and tests related to diagnosing and testing the Controlled Air Inlet System,
including IMTV, IMRC, and IMSC.

Content
Idle Air Control (IAC) Valve
- IAC Diagnosis & Testing
Controlled Air Inlet Systems
- Intake Manifold Tuning Valve (IMTV) system
- Intake Manifold Runner Control (IMRC) system
- Intake Manifold Swirl Control (IMSC) system

AIR INLET DIAGNOSIS AND TESTING DAY TWO
5-2 April, 2002 Diagnosis and Testing
IAC Valve

EP1112-A/VF

Typical IAC Valve

IAC Valve

The IAC valve (part of throttle body assembly) provides a travel path for air when the throttle plate is closed to
maintain the recommended idle speed. This compensates for any load placed on the engine such as air
conditioning or power steering.

During cruise, the IAC is used to compensate for the additional air needed during deceleration, rapid acceleration,
and during transmission shifts. This allows for a smooth transition in engine torque before and after the shift.

On applications with air-assisted injectors, the IAC valve also supplies a small amount of air into the path of the
fuel injectors. The jet of air causes an increase in fuel atomization at low speed and light load conditions.

IAC Valve
IAC Diagnosis & Testing

EP2500-A/VF
WDS Output State Control

An IAC fault can cause a stall at idle or a rough idle concern. A malfunctioning IAC valve does not necessarily
set a code because the PCM cannot detect a mechanical fault.

The easiest way to determine if there is an IAC concern is to unplug the IAC valve harness connector with the
engine idling at operating temperature. If there is no idle drop and the initial concern was a high idle, the concern
is probably a vacuum leak or a PCV fault. If there is no idle drop and the initial concern was a low idle, the
concern is probably an IAC fault.

Test the operation of the IAC valve by accessing the Output Test Mode (A). Increase and decrease the IAC valve
opening and check for appropriate changes in engine RPM.

The IAC valve has an internal clamping diode on some applications. Use a low resistance self-powered test lamp
to test the diode.

A
NOTES

EP1116-A/VF
1 2 3

Typical Controlled Air Inlet Systems

There are three basic types of controlled air inlet systems:
1. Intake Manifold Tuning Valve (IMTV) system
2. Intake Manifold Runner Control (IMRC) system
3. Intake Manifold Swirl Control (IMSC) system
The IMSC system is a type of IMRC system.

The symptoms of a faulty controlled air inlet system are poor performance and increased emissions.

Intake Manifold Tuning Valve (IMTV) System
EP2501-A/VF
1
2
3

IMTV System Operation

1 The TP sensor and CKP signals are used to
determine activation of the IMTV system.
3 When commanded ON by the PCM, the motorized
actuator shutter opens up the end of the vertical
separating wall at high engine speeds to allow both
sides of the manifold to blend.
2 The PCM uses this information to control
the IMTV.

The IMTV system is designed to provide increased intake airflow to improve torque and performance. The overall
quantity of air metered to the engine is controlled by the throttle body. A malfunction in the IMTV system affects
engine performance.

There is no monitor input to the PCM to indicate shutter position since a failure of this system does not affect
emissions.

Intake Manifold Tuning Valve (IMTV) System (continued)

Since there is no monitor input to the PCM to indicate shutter position, a mechanical failure such as a stuck
shutter does not set a code or illuminate the MIL. If you suspect a malfunction of the IMTV system, the
following checks may help you isolate the fault.

Be sure to refer to the PC/ED for the complete testing procedure.
Make sure the harness is intact and the connector is firmly in place.
Check the PCM driver command.
- Access the IMTV PID (KOER).
- Increase engine speed slowly to about 4000 rpm while observing IMTV PID. Note: The vehicle must be
driven if rev limiter does not allow 3500 rpm in the bay.

The PID IMTV PID should read 100% then drop to 50% while rpm goes above 3500.
Check all associated wiring for shorts and opens.
Check the IMTV shutter for damage.
- Remove the IMT Valve.
- Visually inspect the IMT valve shutter for damage.
- Rotate the shutter by hand.
The shutter should rotate freely.
Check the IMT valve actuator for coil damage.
- Reconnect the IMT valve harness connector.
- Key on, engine off.
- Access the Output Test Mode (OTM).
- Command all outputs on.
The IMT valve shutter should rotate when all outputs are commanding on.

Intake Manifold Runner Control (IMRC) System
EP2502-A/VF
1
2
3
4

IMRC System

1 The TP sensor and CKP signals are used to
determine activation of the IMRC system.
3 The PCM energizes the actuator to pull the
butterfly plates open with the cable(s) or linkage.
2 The PCM uses this information to control the
motorized actuator.
4 The IMRC housing contains butterfly plates to
allow increased air flow.

The IMRC system is designed to provide increased intake airflow to improve torque, emissions and performance.
The overall quantity of air metered to the engine is controlled by the throttle body. A malfunction in the IMRC
system affects engine performance and emissions.

The motorized actuator houses an internal switch or switches, depending on the application, to provide feedback
to the PCM indicating cable and butterfly valve plate position. All IMRC systems provide feedback to the PCM,
though some sense closed position only.

All IMRC systems are designed to affect the in-cylinder motion of the intake charge. Some IMRC systems affect
in-cylinder motion and intake tuning. In-cylinder motion affects burn rate and performance while intake tuning
affects performance only.

WARNING:
SUBSTANTIAL OPENING AND CLOSING TORQUE IS APPLIED BY THIS SYSTEM. TO PREVENT
INJURY, BE CAREFUL TO KEEP FINGERS AWAY FROM LEVER MECHANISMS WHEN THE SYSTEM
IS ACTUATED.

Intake Manifold Runner Control (IMRC) System (continued)

If you suspect a malfunction of the IMRC system, the following checks may help you isolate the fault. Be sure to
refer to the PC/ED for the complete testing procedure.

DTCs P1516, P1517, P1518, P1519, P1520, P1537, P1538
Make sure that the harness is intact and the connector is firmly in place.
Check for binding or improper routing of cable or linkage.
- The IMRC return springs are strong. Make sure the return springs operate properly and plates open and
close fully. Feel for sticking and binding.

Perform IMRC Functional Test.
- Access Output Test Mode (OTM).
- Turn all outputs on.
WARNING: KEEP FINGERS CLEAR OF LEVER/CABLE MECHANISM.
When IMRC is commanded on, lever(s) should rotate to full-open position. At least one of the levers should
contact the wide open stop; the other may be slightly off the wide open stop. For Focus/Escort and 2.3L
Ranger, listen for system to actuate.

Check all associated wiring for shorts and opens.
Verify Driver Circuit Function.
Access Output Test Mode (OTM).
Place a test lamp between VPWR and the IMRC/IMSC signal circuit at the IMRC/IMSC actuator harness
connector.

Turn all outputs on.
The test lamp should cycle from off to on.

Intake Manifold Swirl Control (IMSC) System

EP2503-A/VF
1
2
3

IMSC System

Item Item
1 The TP sensor, CHT, and CKP signals are used
to determine activation of the IMSC system.
3 The PCM energizes the solenoid with the key
on engine running, vacuum is then applied to
the actuator to pull the butterfly plates closed.
2 The PCM uses this information to control the
electric solenoid.

The IMSC system is a type of IMRC system and is designed to provide increased intake airflow to improve
torque, emissions and performance. The overall quantity of air metered to the engine is controlled by the throttle
body. A malfunction in the IMSC system affects engine performance and emissions.

The PCM senses valve plate position on all IMRC/IMSC systems. Some IMSC systems sense closed position
only. The IMSC system may have an IMRC position sensor that signals the PCM. The PCM uses this position
information to verify the valve is in the commanded position and to make changes to ignition spark advance.

The IMSC system is designed to affect in-cylinder motion and has little affect on intake tuning. In-cylinder
motion affects burn rate and performance while intake tuning affects performance only. The IMRC is tested in the
same manner as the IMSC.

WARNING: SUBSTANTIAL OPENING AND CLOSING TORQUE IS APPLIED BY THIS SYSTEM. TO
PREVENT INJURY, BE CAREFUL TO KEEP FINGERS AWAY FROM LEVER MECHANISMS WHEN
THE SYSTEM IS ACTUATED.

DAY TWO PASSIVE ANTI-THEFT SYSTEM

Student Objective

Identify the basic operation of the Passive Anti-Theft System (PATS).

Content
Basic Passive Anti-Theft System (PATS)
Integrated Passive Anti-Theft System (IPATS)
Engine performance concerns unrelated to PATS

PASSIVE ANTI-THEFT SYSTEM DAY TWO

Passive Anti-Theft System (PATS)
Basic PATS

Basic PATS

1 Transceiver 5 Data link connector
2 Ignition key 6 Starter motor
3 Theft indicator 7 PATS module
4 PCM

The basic PATS has a module that is external from the PCM. The PATS module either could be a stand-alone
type or incorporated within the instrument cluster.

When the ignition key is placed in the RUN position, the PATS module powers up the ignition key through the
transceiver. The ignition key then transmits a code through the transceiver back to the PATS module. If the key
code is correct, then the PATS module sends a known key (enable) message to the PCM. The PCM then tries to
identify the PATS modules ID number and responds back to the PATS module to enable or disable the engine.

The theft indicator on the instrument panel flashes every two seconds with the ignition key in the OFF position as
a visual theft deterrent. When the ignition key is placed in the RUN or START position, the theft indicator
illuminates for three seconds and then goes out if the system is OK. If a fault is detected, then the theft indicator
illuminates briefly, starts to flash rapidly or stays on solid for one minute, and finally flashes a fault code ten
times.
DAY TWO PASSIVE ANTI-THEFT SYSTEM

Passive Anti-Theft System
Integrated Passive Anti-Theft System (IPATS)

IPATS Integrated in the PCM

1 Transceiver 4 Data link connector
2 Ignition key 5 Starter motor
3 Theft indicator 6 PCM

The IPATS has the PATS function integrated in the PCM. When the ignition key is placed in the RUN position,
the PCM powers up the ignition key through the transceiver. The ignition key sends a code to the transceiver,
which sends the code to the PCM. The PCM checks the key code against a known key code and enables or
disables the engine.

The theft indicator, in the instrument cluster, flashes every two seconds with the ignition key in the OFF position
as a visual theft deterrent. When the ignition key is placed in the RUN or START position, the theft indicator
illuminates for three seconds and then goes out if the system is OK. If a fault is detected, then the theft indicator
illuminates briefly, starts to flash rapidly or stays on solid for one minute, and finally flashes a fault code ten
times.

PASSIVE ANTI-THEFT SYSTEM DAY TWO

Engine Performance Concerns Unrelated to PATS

The following conditions are NOT attributable to the PATS:
No communication with the PCM.
- The PCM always communicates on the diagnostic link regardless of theft status.
The engine runs poorly or poor fuel economy.
- The PATS either allows the engine to run or not run.
The engine stalls while driving.
- Once the engine runs for one second, PATS CANNOT disable the engine.
The alarm goes off.
- PATS is completely separate from the vehicle alarm system.
Remote entry/keyless entry problems.
- PATS is not related to the remote entry/keyless entry system.
No crank problems on vehicles without the starter disable function.
PATS theft indicator flashing every two seconds with the ignition key in the OFF position.
- Normal operation.

DAY TWO EMISSIONS SYSTEM DIAGNOSIS AND TESTING
Student Objective

Use critical thinking skills and available resources to diagnose and test the Emissions System.
- Explain conditions and tests related to diagnosing specific emission systems, including PCV, EGR, CAT,
and EVAP.

Content
Positive Crankcase Ventilation (PCV)
Exhaust Gas Recirculation (EGR)
Catalysts
- Mode 6 Data
Evaporative Emission Systems (EVAP)
- Output State Control
- EVAP Diagnostics

EMISSIONS SYSTEM DIAGNOSIS AND TESTING DAY TWO

A
EP1042 -A/VF

Typical PCV System

The Positive Crankcase Ventilation (PCV) system (A) vents the vapors from the crankcase and delivers them to
the engine intake manifold, where they mix with the intake air for combustion. The amount and content of vapors
purged from the crankcase affects the fuel system. If a condition occurs that results in high fuel content in the
vapor, the oxygen sensor indicates a rich condition and short term fuel trim and long term fuel trim goes negative
to compensate.

On some applications (beginning in the 2001 model year), the PCV valve may be installed into the rocker cover
using a quarter-turn cam-lock design with high retention force molded plastic lines from the PCV valve to the
intake manifold to prevent accidental disconnection.

Currently, Ford uses heated (water or electric) and non-heated PCV valves. On vehicles that are equipped with an
electrically heated PCV valve, the thermal harness only provides electrical continuity when the temperature is less
than 40 F (5 C) +/- 7 F (+/- 4C).

EP2700-A/VF

If the customers complaint is poor fuel economy, high idle, engine stall, or no start, you should check the PCV
system for a malfunction.

Keep in mind that beginning with the 2001 model year, disconnecting the PCV on vehicles with the PCV monitor
causes an immediate engine stall or the engine is not allowed to restart.

Refer to the PC/ED for the complete testing procedures.

Verify the proper PCV valve is securely installed.

Check for a stuck PCV valve.
- Verify the PCV valve is clean.
- Shake the PCV valve.
The PCV valve should rattle when shaken.

Plug the PCV valve.
RPM should drop.

PCV System Check.
- Start the engine and bring to normal operating temperature.
- Disconnect the closure (fresh air) hose from the remote air cleaner or air outlet tube.
- Place a stiff piece of paper over the hose end. Wait one minute.
The vacuum should hold the paper in place. If not, check for vacuum leaks/obstruction in the PCV system
(such as oil cap, PCV valve, hoses, cut grommets, valve cover bolt torque/gasket leak).

NOTES


A
EP1063-A/VF

EGR system

The Exhaust Gas Recirculation (EGR) system (A) is used to lower combustion temperature to reduce NOx
emissions.

Pressure Feedback EGR (PFE)
The Pressure Feedback EGR (PFE) sensor measures EGR flow across a control orifice in the exhaust system. To
determine flow, the PCM calculates exhaust pressure on one side of the orifice and measures pressure on the EGR
valve side of the orifice.

Differential Pressure Feedback EGR (DPFE)
The Differential Pressure Feedback EGR (DPFE) sensor operates just as the PFE sensor, however it measures
pressures on both sides of the orifice. The addition of an exhaust side measurement improves the accuracy of the
EGR flow measurement.

EGR System Module (ESM)
The ESM EGR system is an updated DPFE EGR system. It functions in the same manner as the conventional
DPFE system; however, the various system components have been integrated into a single component called the
EGR System Module (ESM).
The flange of the valve portion of the ESM bolts directly to the intake manifold, using a metal gasket to form the
measuring orifice. By relocating the EGR orifice from the exhaust side to the intake side of the EGR valve, the
downstream pressure signal measures manifold absolute pressure (MAP). The system provides the PCM with a
differential DPFE signal, identical to a traditional DPFE system.

Electric (Stepper Motor) EGR System
The stepper motor EGR valve is electronically controlled by the PCM. The PCM sends a signal that extends or
retracts the pintle valve and then the EGR valve sends a return signal back to the PCM to indicate valve position.
Engine coolant is circulated through the EGR valve to cool the assembly coolant and extend the durability of the
electric motor.

The symptoms of a malfunctioning EGR system include rough idle, poor performance, and MIL ON.
EP2701-A/VF

EP2702-A/VF

Differential Pressure Feedback EGR System Monitor

The Differential Pressure Feedback EGR System Monitor is an on-board strategy designed to test the integrity
and flow characteristics of the EGR system. The monitor is activated during EGR system operation and after
certain engine conditions are satisfied. Input from the ECT, CHT, IAT, TP and CKP sensors is required to
activate the EGR System Monitor. Once activated, the EGR System Monitor performs the tests described below
during the engine modes and conditions indicated. Some of the EGR System Monitor tests are also performed
during the KOER self-test.

The Differential Pressure Feedback EGR (DPFE) sensor and circuit are continuously tested for opens and
shorts.

- The DTCs associated with this test are DTCs P0405, P0406, P1400, and P1401.
The EGR vacuum regulator solenoid is continuously tested for opens and shorts.
- The DTCs associated with this test are DTCs P0403 and P1409.
The test for a stuck open EGR valve or EGR flow at idle is continuously performed whenever at idle (TP
sensor indicating closed throttle).

- The EGR stuck open check becomes enabled when the EVR duty cycle is at 0 percent and the engine is at
idle.

- The DTC associated with this test is DTC P0402.
The differential pressure feedback EGR sensor upstream hose is tested once per drive cycle for disconnect
and plugging.

- The DTC associated with this test is DTC P1405.
The EGR flow rate test is performed during a steady state when engine speed and load are moderate and EGR
vacuum regulator duty cycle is high.

- This is a system test and may trigger a DTC for any fault causing the EGR system to fail.
- The DTC associated with this test is DTC P0401. DTC P1408 is similar to P0401 but performed during
KOER Self-Test conditions.

Differential Pressure Feedback EGR (DPFE)
Diagnosis and Testing (continued)

- The EGR flow rate is checked when the EVR duty cycle is between 80 and 100 percent and the engine
RPM is less than 2500.

The MIL is activated after one of the above tests fails on two consecutive drive cycles.

Check all associated wiring for opens, shorts, and proper voltage.
Check EGR system vacuum hoses for integrity and proper connection.
- A pinched or plugged EGR vacuum hose can trap vacuum between the EGR vacuum regulator solenoid
and EGR valve not allowing the EGR valve to close.

Check DPFEGR sensor output by applying vacuum with a hand pump.
- Disconnect pressure hoses at DPFE sensor (KOEO) and connect a hand vacuum pump to the downstream
connection at sensor.

- Access DPFEGR PID and note PID value.
- Apply 27 to 30 kPa (8 to 9 in-Hg) vacuum to the DPFE sensor and hold for a few seconds, then quickly
release the vacuum.

The DPFEGR PID voltage must be between 0.2 and 1.3 volt with the key on and no vacuum applied.
The DPFEGR PID voltage must increase to greater than 4.0 volts with the vacuum applied.
The DPFEGR PID must drop to less than 1.5 volts in less than 3 seconds when vacuum is released.
Check for EGR flow at idle with the EVR solenoid connector off.
- Disconnect the vacuum hose at the EGR valve and connect the hose to a vacuum gauge.
- Start the engine and bring to an idle.
- While monitoring the vacuum gauge, disconnect the EGR vacuum regulator solenoid harness connector.
The EGR valve requires vacuum greater than 5.4 kPa (1.6 in-Hg) to begin to open. If the vacuum reading
remains greater than 5.4 kPa (1.6 in-Hg) after the EGR vacuum regulator solenoid is electrically
disconnected, this would indicate a mechanical fault in the EGR vacuum regulator solenoid.

Inspect the EVR solenoid vent for plugging. A plugged EGR vacuum regulator solenoid vent does not allow
the EGR vacuum to vent to the atmosphere.

- Disconnect the EGR vacuum regulator solenoid vacuum hoses, remove the EGR vacuum regulator
solenoid vent cap (if removable), remove the filter, and inspect for blockage (or icing in some cases).

- With the EGR vacuum supply port plugged, apply 34 to 51 kPa (10 to 15 in-Hg) of vacuum directly to
the EGR vacuum regulator solenoid vacuum source port with a hand vacuum pump.

If the vacuum holds or is slow to release to the atmosphere, the EGR vacuum regulator solenoid vent could be
plugged or restricted.

Measure EVR solenoid coil resistance.
Resistance should be between 26 and 40 ohms.

Stepper Motor EGR System Diagnosis and Testing
EP2703-B/VF
B+
A1 B1 A2 B2
B+
2
3
1
6
4
5

Stepper Motor

1 PCM 4 Intake manifold
2 TMAP sensor 5 Stepper motor EGR valve
3 Fresh air inlet 6 Exhaust

Stepper Motor EGR Monitor
The Stepper Motor EGR Monitor consists of an electrical and functional test that checks the stepper motor and the
EGR system for proper flow. The PCM controls the EGR valve by commanding from 0 to 52 discreet increments
or "steps" to get the valve from fully closed to fully open.

The stepper motor electrical test is a continuous check of the four electric stepper motor coils and circuits to
the PCM.

- The DTC associated with this test is P0403 (open circuit, short to power, or short to ground).
- If a malfunction is detected, the EGR system is disabled, setting the KOER, and CMDTC P0403 DTC.
- Additional monitoring is suspended for the remainder of the driving cycle, or until the next engine startup.
Stepper Motor EGR System Diagnosis and Testing (continued)

The PCM controls the EGR valve by commanding from 0 to 52 discreet increments or "steps" to get the valve
from fully closed to fully open to check for proper flow.

- DTC P0400 indicates high or low flow malfunction.
- Flow is monitored by using a Temperature Manifold Absolute Pressure (TMAP) sensor.
- In certain applications, the temperature function is used as a second IAT.
- Increased EGR flow increases manifold pressure.

A DTC of P1408, like the P0400, indicates an EGR flow failure (outside the minimum or maximum limits)
but is only set during the KOER self test.

The P0400 and P0403 are MIL codes; the P1408 is a non-MIL code.


If the DTC (Diagnostic Trouble Code) was generated by an intermittent condition, maximum benefit of the
following pinpoint tests is obtained by having an assistant wiggle the harness/connectors when making
measurements.


Make sure the harness connector at the stepper motor is properly seated.

Check all four stepper motor coil windings for opens and shorts.

Check for stuck valve operation.
- Access the EEGR PID (EGRMDSD) and the MAP PID (MAP).
- EGRMDSD (Electronic EGR Motor Desired Position)
- Operate the engine at normal operating temperature between 1000/1200 rpm to prevent engine stalling.
- Select the Output State Control (OSC) function on the scan tool.
- Add a small amount of EGR (approx. 8 to 12 steps) using the OSC function while monitoring the MAP
PID.

The MAP value should increase as EGR is introduced.

The engine RPM must be held at a fixed value during this test. Additionally, DTCs may have been generated as a
result of this procedure. After running this test clear any DTC that may have been induced.

Thermostat Heater Control

Heated Thermostat

The primary objective for the thermostat heater control is for improvement in fuel economy and thermal
efficiency. The system consists of a high temperature (98C/208F in lieu of a 90C/194F) thermostat that has
a resistive heater within the wax element. The heater is controlled by the PCM dependent on engine speed,
throttle position, engine load, barometric pressure, air charge temperature, transmission oil temperature, and
engine coolant temperature.

During low speed, low load and low air charge temperature conditions, the thermostat heater is OFF and the
engine is allowed to operate at an elevated coolant temperature. This should result in lower internal friction and
higher thermal efficiency, both leading to improved fuel economy.

During high speed, high load, high temperature conditions (air charge, transmission oil or engine coolant), the
PCM output is energized with a duty cycle to the thermostat heater. This heats the wax and forces the
thermostat to rapidly open wider allowing extra coolant to flow from the radiator.

It should be noted that the heater is only capable of supplying a SMALL amount of additional heat to the wax
element. It is NOT capable of opening the thermostat alone. The thermostat is at 100% duty cycle for a short
calibrated time and then the duty cycle reduces to a maximum of 70% on and 30% off.

Unheated, the thermostat will begin to open at a coolant temperature of approximately 98C (208F) and will be
fully open at 108C (226F). Energizing the heater will reduce the opening temperature to about 68C (154F)
and the fully open temperature to 103C (217F).
Thermostat Heater Control

Check for VPWR at the thermostat heater control harness connector.
Measure resistance of the thermostat at the two pin terminal connector.
Check the thermostat heater control (THTRC) circuit for open in harness.
- Disconnect PCM.
- Measure resistance of the THTRC circuit between PCM harness connector pin 46 and the thermostat
heater control harness connector.

Resistance should be less than 5 ohms (indicating continuity).
Check the THTRC circuit for short to ground or short to VPWR in harness.
- Measure resistance between the THTRC circuit (pin 46) and VPWR, SIG RTN, and PWR GND circuits
at the PCM.

Resistance should be greater than 10,000 ohms (indicating no short circuit).

NOTES

Catalysts

1
2
4
3
2
2
5
EP1083-A/VF

COC, TWC, and TWC + COC

Item Description Item
1 TWC 4 COC
2 Muffler 5 TWC and COC
3 From Secondary AIR Supply

With increasing exhaust emissions, a catalytic converter was added to the exhaust system in the mid-1970s.
Catalytic converter technology has steadily improved, and as a result, the modern day catalyst has become the
cornerstone of emission control devices. The function of the catalyst is to chemically alter or "convert" HCs, CO,
and NOx gases in the exhaust to environmentally safe gases by heating precious metals such as platinum,
palladium, rhodium, and ceria.

In general, there are three different catalyst system types: the Conventional Oxidation Catalyst (COC), Three-Way
Catalyst (TWC), and TWC + COC. The only type of catalyst that is currently monitored by On-Board Diagnostics
II (OBD II) is the TWC.

Catalyst Efficiency Monitor
The Catalyst Efficiency Monitor uses an oxygen sensor before and after the catalyst to infer the hydrocarbon
efficiency based on oxygen storage capacity of the catalyst. Under normal, close-loop fuel conditions, high
efficiency catalysts have significant oxygen storage. This makes the switching frequency of the rear heated
oxygen sensor (HO2S) very slow and reduces the amplitude of those switches as compared to the switching
frequency and amplitude of the front HO2S.

As the catalyst efficiency deteriorates, its ability to store oxygen declines. The post-catalyst or downstream HO2S
signal begins to switch more rapidly with increasing amplitude, approaching the switching frequency and
amplitude of the pre-catalyst or upstream HO2S.

Symptoms of a malfunctioning catalyst include poor performance (plugged) and the MIL ON (DTCs).
2 2
5
4
1
EP2704-A/VF
3
Catalysts

Check the rear HO2S wiring and PCM connections.
If the electrical connections of the rear HO2S are interchanged/crossed, the Catalyst Efficiency Monitor Test
will fail.

Check the fuel pressure.

- Inspect the vacuum hose going to the fuel pressure regulator (return system) or the fuel rail pulse damper
(mechanical returnless) for proper installation and cracks.

- On Electronic Returnless Fuel System (ERFS), the fuel pressure can be monitored by the scan tool using
the Fuel Rail Pressure (FRP) sensor PID

Fuel pressures above specification can produce an abnormally rich air/fuel mixture. The rich air/fuel mixture
can cause higher than normal catalyst operating temperatures.

Inspect the exhaust system for leaks, cracks, loose connections or punctures.
If a catalyst is in series with a leaking exhaust system, it can fail the Catalyst Efficiency Monitor test.
Inspect the exhaust system for dents, areas of collapsed material and unusual bending.
Check manifold vacuum for an indication of restriction.
Manifold vacuum should rise above 54 kPa (16 inches-Hg) with the engine speed at 2000 rpm. The vacuum
gauge reading may be normal when the engine is first started and idling. However, excessive restriction in the
exhaust system causes intake manifold vacuum to decrease with the engine at a steady/constant above-idle
speed.

Mode 6 Data

WDS Path and Display of Mode 6 Data

Mode 6 Data is a list of OBD II test results from the last time the monitor ran. WDS displays a description of the
tests that are performed, test and component identifiers, the acceptable limits for the individual tests performed,
and the actual value of the test since the last time the monitor ran (some monitors run every ignition key cycle).

When diagnosing an intermittent concern, look for values that are just barely within the limits. These tests may
identify the system causing the intermittent failure, even though a DTC has not been recorded.

When there are no DTCs present and the symptom is intermittent, accessing Mode 6 Data could help you identify
the area of concern. Mode 6 data can be used to diagnose numerous systems, however, it is usually used to
diagnose HO2S and CAT systems.

Mode 1 Data only contains the government mandated PIDs. Therefore you should use datalogger to view PIDs.

Evaporative Emission Systems (EVAP) System

EVAP System

Fuel or Hydrocarbons, if not contained, evaporate into the atmosphere and contribute to photochemical smog,
ozone deterioration, and eye irritation. In the fuel tank, raw fuel (when heated) evaporates and may cause HC
pollutants to escape into the atmosphere. The EVAP system (A) collects these vapors, stores them, and then
disposes of them through combustion.

Evaporative Emission (EVAP) Leak Check Monitor
The Evaporative Emission (EVAP) Leak Check Monitor is an on-board strategy designed to detect a leak from a
hole (opening) equal to or greater than 1.016 mm (0.040 inch) in the Enhanced EVAP system. If the system
passes this test, the monitor then checks for a leak from a hole (opening) equal to or greater than 0.508 mm (0.020
inch). The proper function of the individual components of the Enhanced EVAP system is also examined.

The EVAP Leak Check Monitor relies on the individual components of the Enhanced EVAP system to apply
vacuum to the fuel tank and then seal the entire Enhanced EVAP system from atmosphere. The fuel tank pressure
is then monitored to determine the total vacuum lost (bleed-up) for a calibrated period of time. Inputs from the
Engine Coolant Temperature (ECT) or Cylinder Head Temperature (CHT) sensor, Intake Air Temperature (IAT)
sensor, Mass Air Flow (MAF) sensor, vehicle speed, Fuel Level Input (FLI) and Fuel Tank Pressure (FTP) sensor
are required to enable the EVAP Leak Check Monitor.

The EVAP Leak Check Monitor does not run if the key is turned off after a PCM reset or a MAF sensor failure is
indicated. The EVAP Leak Check Monitor does not initiate until the Heated Oxygen Sensor (HO2S) Monitor has
completed.

A malfunctioning EVAP system may cause a fuel odor and/or the MIL light to illuminate.
EP2706-A/VF
Evaporative Emission Systems (EVAP) System



Check the resistance of the EVAP canister purge valve.

- The EVAP canister purge valve resistance reading must be taken with the engine cooled down.

Resistance should be between 30 and 38 ohms (between 2.5 and 6 ohms for electronic EVAP canister purge
valve).

Check for causes of excessive fuel tank vacuum.

- Check for kinks or bends in the fuel vapor hoses/tubes (EVAP canister purge outlet tube and EVAP
canister tube).

- Visually inspect the EVAP canister inlet port, CV solenoid filter and canister vent hose assembly for
contamination or debris.

- Check the CV solenoid filter for blockage or contamination.

Check for FTP sensor connector contamination.

- Check for a completely submerged FTP sensor (tank mounted type only) in liquid fuel (can affect correct
FTP voltage reading).

Check for a missing or leaking fuel filler cap.

Check the resistance of the EVAP canister vent solenoid.


Output State Control

WDS Output State Control Icons

Output State Control aids in servicing output actuators associated with the PCM. This mode allows the technician
to energize and de-energize most of the system output actuators on command.

For example, by pressing the Output State Control icon (#) and then selecting the appropriate control (A) the
technician could:

turn the fuel pump ON or OFF.
change the speed of the fuel pump to change fuel pressure (electronic returnless systems).
activate the IAC valve and control engine rpm.
activate the charcoal canister vent solenoid and pressure test the EVAP system.

NOTE: As a safety precaution, Output State Control defaults to the OFF state after 10 minutes. The fuel pump
defaults to the OFF state after approximately 7-10 seconds. Output State Control also turns off after the
vehicle is started or after cycling the key OFF then ON.

EP2500-A/VF
A
EVAP Diagnostics

EP2707-B/VF
3
1
4
5
2

EVAP Test & Equipment

1 WDS Powertrain selection 4 Smoke EVAP tester
2 WDS Fuel selection 5 Gas EVAP tester
3 WDS EVAP Test selection

After retrieving DTCs with the WDS, the EVAP test function is used to determine if a leak exists. If a leak is
detected, the technician can use either the Gas EVAP tester or the Smoke EVAP tester in conjunction with WDS
to introduce gas or smoke into the system, to locate the leak.

If DTC P0456 is generated, use the 0.040 leak standard.
If DTC P0442 is generated, use the 0.020 leak standard.

EVAP Test Procedure
The charcoal canister vent solenoid is commanded ON (closed), using the output state control function.
The Gas EVAP tester is connected to the EVAP test port and an inert gas is introduced into the system until
the leak is located.

Or

The Smoke EVAP tester is connected to the EVAP test port and smoke is introduced into the system until the
leak is located.

NOTE: The gas and smoke EVAP testers are also capable of determining if a leak exists, but a scan tool is
needed to close the charcoal canister vent solenoid.

EVAP Diagnostics
Smoke Tester

EP2708-A/VF
EVAP System Standards
.040 .020
Power
Indicator
Smoke
Indicator
System
Pressure
Meter Smoke
Control Lever

Vacutec-522 Smoke Tester

Unique to its patented design, the Vacutec-522 has a Dual-Phase function. Phase 1 tests the integrity of the
vehicles evaporative emissions system by quickly determining if in fact a leak exists. Phase 2 quickly finds the
leak by utilizing diagnostic smoke leak detection technology.

The dual phase operation is accomplished automatically. Your Vacutec-522 automatically sets the critical
pressure and flow rates that must be maintained during fuel vapor recovery leak testing. Your Vacutec-522 is
spill-proof, self-calibrating, and requires a minimum amount of maintenance.

Prior to Performing EVAP Tests
When the vehicles engine is turned off, the OBD II EVAP system is generally venting in one form or another.
Use a hand-held scanner and close the EVAP system in order to perform any leak tests. Remember that all tests
with the Vacutec-522 are performed with the engine OFF.

It is best to perform all tests in calm air, so that the smoke exiting the leak is not disturbed, impairing your view of
the leak.

EVAP Diagnostics
Smoke Tester (continued)

EP2709-A/VF
4
.0
3
.5
3
.0
2
.5
2
.0
1
.5
1
.0
.5
.0
5
4.0
3.5
3.0
2.5
2.0
1.5
1.0
.5
.05
1
2

Flowmeter
Item Description
1 Red pointer-flag
2 Flowmeter indicator ball

EVAP System Test & Diagnosis
First, connect the Vacutec-522 red power cable to a 12-volt DC power supply. If you are using a battery, be sure
it is in good condition and fully charged! Then connect the Vacutec-522 black ground cable to the vehicles
chassis ground. DO NOT connect to battery ground! A spark in the vicinity of the battery can cause an
explosion! Check to see that the Vacutec-522 Power Indicator lamp is on, indicating good battery contact.

Phase 1
1. Position the selector valve on the Vacutec-522 control panel to METER.
2. Determine if the vehicle you are testing is governed by a 0.040 or 0.020 acceptable leak requirement
standard. Insert the Vacutec-522 air supply hose (transparent hose) nozzle tip into the appropriate Standard
on the control panel.

3. Turn on the Vacutec-522 by depressing the remote starter button. Observe the position of the flowmeter
indicator ball.

4. Position the flowmeters red pointer-flag so that it aligns with the measurement observed in step 3. Release
the button and remove the air supply hose nozzle tip from the Standard.
NOTE: This flowmeter measurement indicates the vehicles pass/fail line for that particular leak standard.
EVAP Diagnostics

5. Locate the vehicles EVAP Service Port and remove the green cap.
6. Install the EVAP Service Port Adapter that is provided with the Vacutec-522.
7. Connect the Vacutec-522 transparent air supply hose nozzle tip to the EVAP Service Port Adapter.
NOTE: Be sure the vehicles EVAP system has been closed.
8. Depress the remote starter button to activate the Vacutec-522. Notice that at the beginning of the test
procedure, the flowmeter indicator ball is all the way at the top of the flowmeter. This indicates that the
EVAP system is being filled. Usually less than 30 seconds after activating the Vacutec-522 (depending on
capacity and fuel system level), the flowmeter indicator ball falls within the meters visible scale. Continue to
depress the remote starter button until the ball stops descending. This could take an additional two minutes.

9. Once the indicator ball has stopped descending, observe if the indicator ball is above or below the red pointer-
flag. A measurement above the pointer-flag indicates an unacceptable leak in the EVAP system (FAIL). A
measurement below the pointer-flag indicates an acceptable leak in the EVAP system (PASS).

Helpful Tip
You will find that many of the leaks in the EVAP system are due to a faulty or unsecured fuel filler cap. We
recommend you do not disturb the fuel filler cap prior to completing the Phase 1 test. If an unacceptable leak has
been determined after completing the Phase 1 test, you can reposition or test the fuel filler cap, then perform the
Phase 1 test again. If you disturb the fuel filler cap prior to performing Phase 1 and the vehicle passes the test,
you can never know for sure if the leak was a fuel filler cap problem or if you are dealing with an intermittent
condition.

Proceed to Phase 2 of the test procedure if it has been determined that the vehicle you are testing has an
unacceptable leak in the EVAP system.

EVAP Diagnostics

IMPORTANT:
The EVAP Service Port on OBD II vehicles was designed with a Schrader valve prior to considering diagnostic
smoke as a means of diagnosing EVAP leaks. It has been determined that this smoke, when passed through the
Schrader valve has a tendency to partially condense and not be as dense and as effective as when it comes directly
from the Vacutec-522. For this reason, during the Phase 2 testing, it is strongly recommended that you
remove the Schrader valve prior to introducing the diagnostic smoke into the EVAP system.

WARNING:
The Schrader valve is installed with a left-hand thread! You must turn it in a CLOCKWISE direction to
remove it.

Phase 2
1. Position the selector valve on the Vacutec-522 control panel to SMOKE.
2. Remove the air supply hose nozzle tip and the EVAP Service Port Adapter from the vehicle being tested.
3. Carefully remove the vehicles EVAPO Service Port Schrader valve using a CLOCKWISE rotation.
4. Reinstall the EVAP Service Port Adapter onto the vehicle.
5. Connect the Vacutec-522 smoke supply hose nozzle tip to the EVAP Service Port Adapter.
NOTE: This is the Vacutec-522 black hose.
6. Remove the fuel filler cap prior to introducing smoke into the EVAP system. Depress the remote starter
button to activate the Vacutec-522. The Diagnostic Smoke Indicator Light on the control panel lights up
indicating that it is producing smoke. A cold machine may take 15-30 seconds to start producing smoke.
Secure the fuel filler cap once smoke is observed exiting the fuel filler area. The removal of the fuel filler cap
saves time when filling the EVAP system.

NOTE: The Vacutec-522 flowmeter is inactive during the Phase 2 test procedure.

7. Continue to introduce smoke into the EVAP system for 60 seconds so test pressure is obtained. Use the
provided halogen spotlight to follow the EVAP systems path and look for smoke exiting at the source of the
leak(s). See the smoke and youve found the leak!

Helpful Tip
After the system has been filled with smoke for 60 seconds and test pressure has been obtained (step 7), continue
to introduce smoke into the EVAP system in a pulsating manner. Press and release the remote starter button in
intervals of approximately 15 seconds ON and 15 seconds OFF. This technique introduces smoke while allowing
the system pressure to decrease. Continue this cycle until you see smoke exiting the leak(s).

NOTE: Exiting smoke is actually more visible as the system pressure decreases.
8. Repair the leak(s) and once again perform the Phase 1 test to verify the integrity of the EVAP system.
9. Reinstall the vehicles EVAP Service Port Schrader valve in a COUNTER-CLOCKWISE rotation.

EVAP Worksheet

Use the Smoke Tester to check for an EVAP leak. Use the 0.020 leak standard.
1. Which solenoid must be closed to perform this test?

2. How do you close this solenoid?

3. How do you calibrate the Smoke Tester?

4. When do you take the reading for the system test in Phase 1?

5. Does this vehicle pass the EVAP Leak Test?

6. What do you do if the vehicle fails the Phase 1 test?

7. Why are you supposed to remove the Schrader valve prior to running the Smoke Test?

8. Which direction do you turn the Schrader valve to remove it?

9. Perform a Phase 2 smoke test. Remove the gas cap to create a leak. What does the flow meter indicate
during the Phase 2 test?

10. What additional tool should be used to help you see the smoke?
OBD Test Modes Worksheet

Access WDS Mode 1 data.
1. Have all the monitors completed?

2. When would you access Mode 6 data?

3. What does this symbol >= indicate?

4. List any test that is out of spec.

5. What is test #45?

6. What is the specification for test #45?

7. What is the value listed for test #45?

8. Is a misfire indicated by the Mode 6 data?

9. What two things are checked to insure the O2 sensors and catalytic converters are operating properly?

10. Is Mode 9 data useful to the technician?

11. If so, how?

EGR/IAC Worksheet

Select the following WDS recording: 3LA0168 - 5.4L Recording Group: IACEG, Description: IAC_EGR and
answer the following questions:

1. What does the DPFEGR PID indicate while the vehicle is at idle?

2. What does the EGRVR PID indicate while the vehicle is at idle?

3. At what point does the EGRVR become active?

4. What is the TP PID value when the EGRVR becomes active?

5. What is the maximum DPFEGR PID value during the recording?

6. What happens to the DPFEGR and EGRVR PID values when the TP PID indicates wide open throttle?

7. Are the DPFEGR and EGRVR PID values within specifications?

8. What is the IAC duty cycle while the engine is at idle?

9. What is the IAC duty cycle specification at hot idle?

10. Why is the IAC duty cycle out of spec.?

11. What does the IAC do as the engine RPM increases and the throttle opens wider?

12. Why doesnt the RPM suddenly drop as the throttle snaps closed?


NOTES

WORKSHEETS

Diagnosis and Testing April, 2002 WS3-1

Worksheet 1 EVAP DIAGNOSTICS (w/Smoke Tester)

This workstation is a hands-on activity that requires you to perform an EVAP leak test using WDS and the EVAP
Smoke Tester. You are asked to locate the source of the leak and identify all of the diagnostic steps taken to
resolve the concern.

Worksheet 2 MIL IS ON

This workstation is a PC-assisted activity that requires you to diagnose 2001 Ranger with a MIL ON. You are
required to toggle between the computer menu list/test results and the Ford electronic PC/ED and are asked to
identify all of the diagnostic steps taken to resolve the concern.

Worksheet 3 RUNS VERY ROUGH AT IDLE

This workstation is a hands-on activity that requires you to diagnose the cause of a very rough idle and identify all
of the diagnostic steps taken to resolve the concern.

Worksheet 4 CRANK/NO START

This workstation is a computer-simulated activity that requires you to diagnose a Crank/No Start condition on a
2001 Town Car and identify all of the diagnostic steps taken to resolve the concern.

WORKSHEETS DAY THREE
WS3-2 April, 2002 Diagnosis and Testing
NOTES
WORKSHEET 1
EVAP Diagnostics

Customers Concern: MIL light is ON and customer reports faint smell of fuel.
Vehicle:
Directions: Based on DTC P0442 (small leak in the EVAP system 0.020 leak standard) use a WDS to
perform an EVAP leak test, and then locate the source of the leak using the EVAP smoke tester.
Identify the diagnostic steps you took and the results of those steps in the table below.

Perform the following steps:

A1 VISUALLY INSPECT THE COMPONENTS FOR SMALL LEAKS
1. Check for the presence of a fuel filler cap. Do not tighten or check for correct installation at this time.
2. Verify the canister vent solenoid is correctly seated on the EVAP canister.
3. Check for cut or loose connections to fuel vapor hoses, tubes, and connections in the following locations:
EVAP canister to EVAP canister purge valve
EVAP canister to fuel vapor vent valve assembly
Fuel vapor control valve tube assembly to fuel tank
4. Check the fuel filler pipe for damage.
Is a concern with a hose, tube, connection, or valve visually evident?
Perform the EVAP Leak Test using the WDS. Use the Smoke Tester to locate the concern.
NOTE: Calibrate the Smoke Tester with the .020 orifice.
DIAGNOSTIC STEP RESULT
Perform EVAP Leak Test (small leak)
Attach Smoke Tester
Close Charcoal Canister Vent Solenoid
Remove Fuel Cap
Fill EVAP System With Smoke
Reinstall Fuel cap
Locate Leak

1. Where is the EVAP system leaking?

2. After the repair is made, how would you verify the repair?

3. What is the final step to complete the diagnostic process?
WORKSHEET 2
MIL is ON
Customers Concern: The customer brings in a 2001 Ranger (4.0L engine) with the MIL ON.

Directions: Based on the customers concern, perform the diagnostic steps directed by the PC/ED until you
locate the failed component or circuit. Identify the diagnostic steps you took and the results of those
steps in the table below (i.e. QT1=Yes or Performed test XX and the test results were XX Volts).


WORKSHEET 2
MIL is ON

1. What component(s) or circuit(s) failed?

2. When jumpered, why DIDNT the HO2S PID read battery voltage?

3. What did this pinpoint test step tell you?

4. What was the root cause of the failure?



WS3-6 January, 2006 Diagnosis and Testing
WORKSHEET 3
Runs Very Rough at Idle

Vehicle:
DIRECTIONS: Your instructor has provided you with a repair order that states the concern of
the vehicle at this workstation. Verify the concern, perform tests and diagnose the concern.
1. What is the symptom?

2. Based on the symptom, what system(s) could be at fault?

3. Based on the symptom, what component (s) could be at fault?

Diagnose the vehicle concern and fill in the table below. Include all critical information such as:
wire color. circuit numbers, and measurements that you have obtained.

Continued on next page
Diagnosis and Testing January, 2006 WS3-7
WORKSHEET 3
Runs Very Rough at Idle
Diagnostic table- continued

4. What was the cause of the customer concern?

WORKSHEET 4
Crank / No Start

Customers Concern: The customer brings in a 2001 Town Car with an engine that cranks but does not start.



WORKSHEET 4
Crank / No Start


2. What pinpoint test step checks the Flash EPROM power supply?

3. Why is the Flash EPROM power supply checked?



NOTES

DAY FOUR WORKSHEETS
Worksheet 1 NO CRANK / NO START or CRANK / NO START

This workstation is a hands-on activity that requires you to diagnose a No Crank/No Start or a Crank/No
Start condition. You are asked to locate the cause of the fault and identify all of the diagnostic steps taken to
resolve the concern.

Worksheet 2 ENGINE RUNS ROUGH
This workstation is a PC-assisted activity that requires you to diagnose a rough running engine on a 2001 Town
Car. You are required to toggle between the computer images and the Ford electronic PC/ED and asked to
identify all of the diagnostic steps taken to resolve the concern.

Worksheet 3 HESITATION ON ACCELERATION
This workstation is a hands-on activity that requires you to diagnose the cause of a slight hesitation on
acceleration and identify all of the diagnostic steps taken to resolve the concern.

Worksheet 4 ENGINE RUNS ROUGH
This workstation is a computer-simulated activity that requires you to diagnose a rough running engine on a 2001
Ranger and identify all of the diagnostic steps taken to resolve the concern.

WORKSHEETS DAY FOUR
WORKSHEET 1
No Crank / No Start

Vehicle:




DAY FOUR WORKSHEETS
WORKSHEET 1
No Crank / No Start



WORKSHEETS DAY FOUR
WS4-4 September, 2003 Diagnosis and Testing
WORKSHEET 2
Engine Runs Rough

Customers Concern: The customer brings in a 2001 Town Car with the MIL ON and a rough running engine.



DAY FOUR WORKSHEETS
Diagnosis and Testing September, 2003 WS4-5
WORKSHEET 2
Engine Runs Rough


2. Why did the pinpoint test have you check the DPFEGR PID at KOER and at KOEO?

3. Why didnt the INJx_F PID detect the fault?



WORKSHEETS DAY FOUR
WORKSHEET 3
Hesitation on Acceleration

Vehicle:




DAY FOUR WORKSHEETS
WORKSHEET 3
Hesitation on Acceleration



WORKSHEETS DAY FOUR
WORKSHEET 4
Engine Runs Rough
Customers Concern: The customer brings in a 2001 Ranger (4.0L) with the MIL ON and the engine running
rough.



DAY FOUR WORKSHEETS
Diagnosis and Testing September, 2003 WS4-9
WORKSHEET 4
Engine Runs Rough




WORKSHEETS DAY FOUR
NOTES

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