1999 Ford Explorer DTC's- Computer and Control Sys. Diagnosis

8/14/2019 1999 Ford Explorer DTC's- Computer and Control Sys. Diagnosis

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Ford Truck Explorer 4WD V6-245 4.0L VIN X SFI Copyright © 2008, ALLDATA 9.90 Page 1

L Diagnostic Trouble Codes ( DTC ): Testing and Inspection

Bag Codes

ir Bag DTC's can be found under Air Bag Systems. See: Restraint Systems/Air Bag Systems/Testing and Inspection

ilock Brakes / Traction Control Codes

ntilock Brake (ABS)/Traction Control (TC) System DTC's refer to Antilock Brakes / Traction Control Systems. See: Brakes and Tractionol/Antilock Brakes / Traction Control Systems/Testing and Inspection

gine Control Codesngine codes refer to Computers and Control Systems / Testing and Inspection. See: Powertrain Management/Computers and Controlms/Testing and Inspection

ating and Air Conditioning Codes

limate Control DTC's are found under Heating and Air Conditioning / Testing and Inspection. See: Heating and Air Conditioning/Testingction

pension Codes

uspension Control codes can be found at Suspension Control ( Automatic - Electronic Level ). See: Steering andension/Suspension/Suspension Control ( Automatic - Electronic Level )/Testing and Inspection

nsmission Codesmission DTC's can be found at one or both of the following places.

Transmission Control Systems. See: Powertrain Management/Transmission Control Systems/Testing and Inspection

Computers and Control Systems. See: Powertrain Management/Computers and Control Systems/Testing and Inspection

i Theft Codes

vehicle has two different modules that control the Antitheft system. The Perimeter Antitheft system is controlled by the Remote Antitheftnality (RAP) Module. The Passive Antitheft system is controlled by the Passive Antitheft System (PATS) Control Module.

ntitheft DTC's can be found under Antitheft and Alarm Systems. See: Accessories and Optional Equipment/Antitheft and Alarm Systemsnspection

dio Codes

f the T100i DM AM/FM dual media radio DTC's can be found at Radio/Stereo.

O Codes

SO 9141 Communication Link Codes can be found under Information Bus. See: Powertrain Management/Computers and Controlms/Multiplex Communication Network/Testing and Inspection

M (Parking Assistant Module)

arking Assistant Module (PAM) Codes please see Collision Avoidance and Parking Assist Systems. See: Accessories and Optionalpment/Collision Avoidance and Parking Assist Systems/Testing and Inspection

wer Locks/Keyless Entry Codes

oor Lock and Keyless Entry DTC's can be found at Keyless Entry. See: Accessories and Optional Equipment/Antitheft and Alarm

ms/Keyless Entry/Testing and Inspection

t Codes

eat DTC's can be found at Seats. See: Body and Frame/Seats/Testing and Inspection

nsfer Case Codes

utomatic 4WD (A4WD) DTC's are found at Transfer Case. See: Transmission and Drivetrain/Transfer Case/Testing and Inspection

ndow Codes




f the window DTC's are under Windows and Glass. See: Windows and Glass/Testing and Inspection

per and Washer Codes

Wiper and Washer codes can be found at Wiper and Washer Systems. See: Wiper and Washer Systems/Testing and Inspection

13 Thru B1309

3 Antitheft and Alarm Systems. See: Accessories and Optional Equipment/Antitheft and Alarm Systems/Testing and Inspection

Passive Antitheft System (PATS) Module - Passive

1 Air Bag Systems. See: Restraint Systems/Air Bag Systems/Testing and Inspection



9 Thru B1261 Heating and Air Conditioning. See: Heating and Air Conditioning/Testing and Inspection

9 Collision Avoidance and Parking Assist Systems. See: Accessories and Optional Equipment/Collision Avoidance and Parking AssistSystems/Testing and Inspection

2 Thru B1304 Windows and Glass. See: Windows and Glass/Testing and Inspection

9 Keyless Entry. See: Accessories and Optional Equipment/Antitheft and Alarm Systems/Keyless Entry/Testing and Inspection

Remote Antitheft Personality (RAP) Module.

13 Thru B1318

3 Thru B1315 The testing for these codes can be found in either of the following systems.

Lighting and Horns. See: Lighting and Horns/Testing and Inspection

Windows and Glass. See: Windows and Glass/Testing and Inspection

7 is an information code (there is no testing for this code).

Generic Electronic Module (GEM)/Central Timer Module (CTM) - Battery Voltage HIGH

Refer to Charging System. See: Starting and Charging/Charging System

8 The proper testing depends on which module this code was generated from.

Air Suspension Control Module - Suspension Control ( Automatic - Electronic Level ). See: Steering and Suspension/Suspension/SuControl ( Automatic - Electronic Level )/Testing and Inspection

Restraints Control Module (RCM) - Air Bag Systems. See: Restraint Systems/Air Bag Systems/Testing and Inspection

Generic Electronic Module (GEM)/Central Timer Module (CTM).

This is an information code (there is no testing for this code). Battery Voltage LOW


22 Thru B1341

2 Lighting and Horns. See: Lighting and Horns/Testing and Inspection

3 Thru B1325 Instrument Panel. See: Instrument Panel, Gauges and Warning Indicators/Instrument Cluster

0 Thru B1338 Lighting and Horns. See: Lighting and Horns/Testing and Inspection




0 Audible Warning Device. See: Instrument Panel, Gauges and Warning Indicators/Audible Warning Device/Testing and Inspection



42



Anti-Lock Brake Control Module - Antilock Brakes / Traction Control Systems. See: Brakes and Traction Control/Antilock Brakes /Control Systems/Testing and Inspection

Parking Aid Module (PAM) - Collision Avoidance and Parking Assist Systems. See: Accessories and Optional Equipment/CollisionAvoidance and Parking Assist Systems/Testing and Inspection

Drivers Seat Module (DSM) - Seats. See: Body and Frame/Seats/Testing and Inspection

Restraints Control Module (RCM) - Air Bag Systems. See: Restraint Systems/Air Bag Systems/Testing and Inspection


Audible Warning Device. See: Instrument Panel, Gauges and Warning Indicators/Audible Warning Device/Testing and Inspecti

Windows and Glass. See: Windows and Glass/Testing and Inspection

Wiper and Washer Systems. See: Wiper and Washer Systems/Testing and Inspection

Transfer Case. See: Transmission and Drivetrain/Transfer Case/Testing and Inspection

Instrument Panel. See: Instrument Panel, Gauges and Warning Indicators/Instrument Cluster

Lighting and Horns. See: Lighting and Horns/Testing and Inspection

45 Thru B14765 Thru B1349 Windows and Glass. See: Windows and Glass/Testing and Inspection


5 Thru B1359 Ignition Switch. See: Powertrain Management/Ignition System/Sensors and Switches - Ignition System/Ignition Switch

and Inspection

1 Thru B1373 Lighting and Horns. See: Lighting and Horns/Testing and Inspection

3 Wiper and Washer Systems. See: Wiper and Washer Systems/Testing and Inspection

8 Thru B1410 Windows and Glass. See: Windows and Glass/Testing and Inspection

6 Thru B1428 Instrument Panel. See: Instrument Panel, Gauges and Warning Indicators/Instrument Cluster

1 Thru B1460 Wiper and Washer Systems. See: Wiper and Washer Systems/Testing and Inspection



5 Windows and Glass. See: Windows and Glass/Testing and Inspection


83 Thru B1562




3 Transfer Case. See: Transmission and Drivetrain/Transfer Case/Testing and Inspection



Anti-Lock Brake Control Module - Antilock Brakes / Traction Control Systems. See: Brakes and Traction Control/Antilock Brakes /Control Systems/Testing and Inspection

Remote Antitheft Personality (RAP) Module - Keyless Entry. See: Accessories and Optional Equipment/Antitheft and AlarmSystems/Keyless Entry/Testing and Inspection

Generic Electronic Module (GEM) - Transfer Case. See: Transmission and Drivetrain/Transfer Case/Testing and Inspection


Remote Antitheft Personality (RAP) Module - Perimeter



9 Thru B1537 Seats. See: Body and Frame/Seats/Testing and Inspection


Remote Antitheft Personality (RAP) Module - Perimeter

65 Thru B1665

5 Suspension Control ( Automatic - Electronic Level ). See: Steering and Suspension/Suspension/Suspension Control ( Automatic - EleLevel )/Testing and Inspection


Generic Electronic Module (GEM)/Central Timer Module (CTM) - LR Door Ajar Circuit Failure.

Refer to Lighting and Horns. See: Lighting and Horns



0 Thru B1602 Antitheft and Alarm Systems. See: Accessories and Optional Equipment/Antitheft and Alarm Systems/Testing and Insp







76 Thru B1845


Anti-Lock Brake Control Module - Antilock Brakes / Traction Control Systems. See: Brakes and Traction Control/Antilock Brakes /

Control Systems/Testing and Inspection




Drivers Seat Module (DSM)

This is an information code (there is no testing for this code) - Battery Power Out of Range






3 Thru B1836 Keyless Entry. See: Accessories and Optional Equipment/Antitheft and Alarm Systems/Keyless Entry/Testing and Insp

Generic Electronic Module (GEM).


5 INVALID DTC


69 Thru B2139

9 Thru B1892 Air Bag Systems. See: Restraint Systems/Air Bag Systems/Testing and Inspection







5 Thru B2106 Transfer Case. See: Transmission and Drivetrain/Transfer Case/Testing and Inspection



41 Thru B2477


Anti-Lock Brake Control Module - Antilock Brakes / Traction Control Systems. See: Brakes and Traction Control/Antilock Brakes /

Control Systems/Testing and Inspection

Passive Antitheft System (PATS) Module (Passive) - Antitheft and Alarm Systems. See: Accessories and Optional Equipment/AntithAlarm Systems/Testing and Inspection



Instrument Panel. See: Instrument Panel, Gauges and Warning Indicators/Instrument Cluster

3 Collision Avoidance and Parking Assist Systems. See: Accessories and Optional Equipment/Collision Avoidance and Parking AssistSystems/Testing and Inspection








Parking Aid Module (PAM) - Module Configuration Failure.

Refer to Information Bus. See: Powertrain Management/Computers and Control Systems/Multiplex Communication Network Codes

5 Thru C1237 Antilock Brakes / Traction Control Systems. See: Brakes and Traction Control/Antilock Brakes / Traction Control

Systems/Testing and Inspection

4 Air Bag Systems. See: Restraint Systems/Air Bag Systems/Testing and Inspection

9 Suspension Control ( Automatic - Electronic Level ). See: Steering and Suspension/Suspension/Suspension Control ( Automatic - EleLevel )/Testing and Inspection

9 Thru C1710 Collision Avoidance and Parking Assist Systems. See: Accessories and Optional Equipment/Collision Avoidance and P

Assist Systems/Testing and Inspection

4 Thru C1726 Suspension Control ( Automatic - Electronic Level ). See: Steering and Suspension/Suspension/Suspension Control ( A

- Electronic Level )/Testing and Inspection

2 Thru C1748 Collision Avoidance and Parking Assist Systems. See: Accessories and Optional Equipment/Collision Avoidance and PAssist Systems/Testing and Inspection

0 Thru C1869 Suspension Control ( Automatic - Electronic Level ). See: Steering and Suspension/Suspension/Suspension Control ( A- Electronic Level )/Testing and Inspection

0 Collision Avoidance and Parking Assist Systems. See: Accessories and Optional Equipment/Collision Avoidance and Parking Assist

Systems/Testing and Inspection

02 Thru P1464

2 Thru P0460 can be found at one or both of the following places.



0 Vehicle speed sensor signal.

NOTE: The proper testing depends on which module this code was generated from and which system is being tested.

Powertrain Control Module (PCM) - Computers and Control Systems. See: Powertrain Management/Computers and Control Systemand Inspection

Generic Electronic Module (GEM)


Wiper and Washer Systems. See: Wiper and Washer Systems/Testing and Inspection




4 can be found at either of the following places.




Heating and Air Conditioning. See: Heating and Air Conditioning/Testing and Inspection


69 Thru P1901




3 Thru P1764 Audible Warning Device. See: Instrument Panel, Gauges and Warning Indicators/Audible Warning Device/Testing and

Inspection




4 Thru P1810 can be found at either of the following places.


Instrument Panel. See: Instrument Panel, Gauges and Warning Indicators/Instrument Cluster/Testing and Inspection

2 Thru P1891 Transfer Case. See: Transmission and Drivetrain/Transfer Case/Testing and Inspection




Codes

7 Thru U2018 Air Bag Systems. See: Restraint Systems/Air Bag Systems/Testing and Inspection


Passive Antitheft System (PATS) Module

2 This is an information code only (no testing given).

Passive Antitheft System (PATS) Module

Missing SCP Message - Diagnose the Module Communications Network

Refer to Information Bus. See: Powertrain Management/Computers and Control Systems/Multiplex Communication Network

3 And U1341 This is an information code only (no testing given).

Electronic Automatic Temperature Control (EATC) Module

U1073 - SCP invalid or missing data for engine coolant

U1341 - SCP invalid data for vehicle speed

Diagnose the Module Communications Network

Refer to Information Bus. See: Powertrain Management/Computers and Control Systems/Multiplex Communication Network

ollowing codes can be found under Computers and Control Systems. See: Powertrain Management/Computers and Control Systems/Testi

ction




U1020, U1039, U1041, U1051, U1131, U1147, U1262, U1451, U2243, UXXXX




mputers and Control Systems: Testing and Inspection

w of DiagnosisW TO USE THE DIAGNOSTIC PROCEDURES

Use information about the vehicle's driveability or emission concern to attempt a verification/recreation of the symptom(s). Look for any

modifications or aftermarket items that may contribute to the symptom(s). Check Technical Service Bulletins (TSBs) that may apply.Go to Diagnosis By Symptom, Step 1: PCM Quick Test. Perform the Quick Test steps and follow any notes and/or directions.

If you are not familiar with the Quick Test procedure, please review the information under Diagnostic Methods before proceding.

If the Quick Test is completed, no Diagnostic Trouble Codes (DTCs) were received, and no Special Notes applied, follow the directions

Test to Step 2: No DTC(s) Present Symptom Chart Index.Select the symptom that best describes the vehicle symptom. For multiple symptoms, select the one that is the most noticeable. Follow thdirections to the Step 3: No DTC(s) Present Symptom Chart that is indicated.

The No DTC(s) Present Symptom Chart contains areas to be tested for diagnosis of the vehicle's symptom(s). The chart is arranged to plahigher probability or easiest to test items toward the top of the chart. The technician, however, is not required to follow this order due to rsuch as variation in vehicle type, vehicle repair history, or technician experience.

+ The System/Component column indicates the areas that will be tested. This column may also contain a quick system/component test.

+ The Reference column indicates where to go for the System/Component testing. All references are to Pinpoint Test Steps unless note

otherwise. Follow the directions given in those procedures, including directions to other tests. If a damaged part is found, repair or repas directed. If no fault is found and diagnosis in that area is complete, return to the No DTC(s) Present Symptom Chart and continue adirected.

+ If a quick system/component test is in the System/Component column, the reference column will indicate where to go if the test faile

During diagnosis, if directed to test a system/component that is not contained on that vehicle, proceed to the next item.

If the No DTC(s) Present Symptom Chart for the vehicle symptom is completed and no fault is found, return to Step 2: No DTC(s) PreseSymptom Chart Index to address the next most prominent symptom. If all diagnosis is complete and no fault is found, it may be helpful tPinpoint Test Step Z1 for further diagnosis.After service, restore vehicle by reconnecting components, removing test equipment, etc. Verify that the vehicle is operating properly an

original symptom is eliminated. If a DTC was present, rerun Quick Test to verify the repair and complete a PCM Reset to clear any ContMemory DTCs.If a symptom is determined to be intermittent, careful visual and physical inspection of connectors, wiring harnesses, vacuum lines, andcomponents is required. Before an in-depth diagnosis begins, start the engine and wiggle wires, tap on components, etc., while listening f

indication of a concern (such as RPM change or relay clicking).Information about engine conditions is stored when a diagnostic trouble code that lights the malfunction indicator lamp is set. This informcalled Freeze Frame Data and can be helpful in diagnosing intermittents.

ting Notes - Start Hereechnician should be aware that diagnosis and testing starts at Diagnosis by Symptom and is narrowed to testing of a "specific" subsystem d wiring and components or to Computers and Control Systems / Testing and Inspection for additional diagnostic testing.

wing the appropriate diagnostic routines may prevent misdiagnosis and unnecessary component replacement. See: Symptom Related Diadures

gnostic Routines PrefaceFACE e Diagnostic Routines provides a system-by-system approach for diagnosing driveability, emission and powertrain control system sympto

fore beginning diagnosis, it may be helpful to reference any Technical Service Bulletins (TSBs) or On-line Automotive Service Informatistem (OASIS) information when this is available.

Customer Information Worksheet The Customer Information Worksheet should be filled out by the customer so that his / her description of the symptom can be given t

technician working on the vehicle.

Diagnostic Routines (Diagnosis by Symptom) The Diagnostic Routines (Diagnosis by Symptom) flowcharts are used when diagnosing a symptom. Each flowchart is arranged in orprobability, ease of accomplishment and accessibility. The flowcharts are not pinpoint tests; they guide the technician through diagno

Diagnostic Subroutines The Diagnostic Subroutines contain specific test procedures. These procedures are intended to provide fast diagnostic information. ThDiagnostic Routines (Diagnosis by Symptom) flowcharts will reference these tests when required.

Trouble Code to Pinpoint Test Chart The Trouble Code to Pinpoint Test Chart provides the Pinpoint Test "Go To" information for all powertrain DTCs. Begin diagnosis wfirst DTC output. When directed to a Pinpoint Test, always read the information at the beginning of the pinpoint test and look careful




Pinpoint Test Schematic.

Pinpoint Tests

The Pinpoint Tests provide step-by-step diagnostic procedures used to pinpoint the cause of a vehicle symptom.

gnostic Process OverviewE: During diagnosis, if the power supply is interrupted to the Powertrain Control Module (except PCM or vehicle battery disconnect) a P

Alive Memory reset will occur. Refer to Powertrain Control Module (PCM) Reset, for additional information.

Understand and verify complaint.Perform an audio, visual and manual inspection.

Perform normal maintenance as required. Verify production parts, or equivalent, were used for any maintenance.Check for Technical Service Bulletins.Localize the problem to the vehicle subsystem causing the symptom by using the Diagnostic Routines (Diagnosis by Symptom) flowcharIsolate the root cause by following the pinpoint test steps in Computers and Control Systems.

Repair root cause.Erase Diagnostic Trouble Codes (PCM reset) and reset Keep Alive Memory as instructed.Verify that the vehicle is operating properly and the original complaint is eliminated.

gnostic ProcedureUse the information about the vehicle driveability or emission concern (from the service write-up, Customer Information Worksheet, etcattempt to verify/recreate the symptom. If the symptom is intermittent, continue through the Diagnostic Routines (Diagnosis by Symptom

flowcharts procedure to help identify an area of concern. Also refer to the additional "Diagnosing Intermittents" information.

Refer to Diagnostic Routines Index and select symptom that best describes vehicle symptom (for multiple symptoms, select one that is noticeable).

Go to Diagnostic Routines (Diagnosis by Symptom) flowchart indicated in the Diagnostic Routines Index.

Begin flowchart at "START".

Perform all preliminary checks.

Go to next flowchart sequence. Follow the instructions in that sequence.

If the sequence contains a test step or question (without a reference outside the sequence), perform the test step, answer the question acontinue as directed.

If the sequence sends you to a specific area for testing (except Diagnostic Subroutines), go to the procedures. Follow the directions gthose procedures, including directions to other tests, sections, etc. If a damaged part is found, service or replace as directed. If no faulfound, and diagnosis in that area is complete, return to the Diagnostic Routines (Diagnosis by Symptom) flowchart and continue withsequence.

During diagnosis, if directed to test a system and/or component that is not contained on that vehicle, proceed to the next step or flowcharsequence.

The Diagnostic Routines (Diagnosis by Symptom) Flowcharts must be followed in order until the star (*) is encountered. Although the flsequences after the star are arranged in order of probability, ease of accomplishment and accessibility, the technician is not required to adthe order from that point due to variation in vehicle type, vehicle repair history or technician experience.

If the Diagnostic Routines (Diagnosis by Symptom) Flowchart for the vehicle symptom is completed and no problem is found, return to

Diagnostic Routines Index to address the next most prominent symptom. If all diagnosis is complete and no problem is found, it may be to go to Computers and Control Systems , Pinpoint Test Step Z1 for further diagnosis.




Customer Information Worksheet

ifying Customer ComplaintMPLAINT VERIFICATION

Whenever possible, the technician should personally verify the complaint. Having experienced the malfunction, the technician is less likrepair non-existent faults.

FUNCTION VERIFICATION Today's sophisticated automotive systems are easily misunderstood, which can lead to repairs that attempt to force a particular system to in a way that it was never intended to operate. Therefore, the troubleshooting technician should compare the system operation to the nomsystem operation.




VIOUS REPAIRS Vehicle repair history can provide explanations to unusual complaints that seem to elude normal troubleshooting attempts. Incorrect com

or unapproved repairs can have subtle influences on seemingly unrelated systems.

ecking the BasicsCKING THE BASICS

troubleshooting must begin by "Checking the Basics". Certain basic faults can be undetectable by the self-diagnostic systems of the fuition control units and in some cases can actually interfere with the self-checking and fault memory operation.

ult codes should be retrieved at this time. This will prevent loss of codes in the event of power disruption to the control module, or similar

t could cause loss of codes.

or to any teardown, repair or component replacement, the following steps should always be considered:

Battery State of Charge

Batteries in a state of partial discharge can have a dramatic effect on control units and related components.

Positive Battery Cable Integrity All positive electrical connections must be in perfect condition for trouble-free electronic system operation.

Fuse Integrity Fuses are employed to prevent possible damage to electrical components and wiring harnesses. The fuses and their connections muswithout dynamic resistance. Dynamic resistance can only be checked using the voltage drop method of testing.

Negative Ground Connections As all electrical circuits are a circle, all negative battery connections must also be checked and verified to be in perfect condition. A p"common" ground point will cause seemingly unrelated systems to influence one another. High current systems which encounter a p"common" ground can back feed through other electrical systems causing unusual operation and perhaps premature component failur

with the positive side of the electrical system, the ground side should be checked dynamically using the voltage drop technique.

Powertrain Cable Attachments Metal cables attached to the engine or transmission that appear overheated and/or discolored indicate the need to thoroughly test all g

connections.

Power Supply Relays The system relay as well as its plug connection can be a source of intermittent operation which will not set a fault in control unit faultmemory.

Vehicle Sensors Sensors should be checked statically and dynamically. Physical mounting and condition of the sensor must be assured.

Ignition System The ignition primary and secondary systems should be inspected for loose connections, damaged insulation, moisture, and corrosion.

Fuel Delivery

Fuel delivery must begin at once when cranking and the pressure in the fuel rails must be within specifications. Fuel pressure retentibe maintained between the fuel pump outlet and the pressure regulator after engine shutdown.

Air/Fuel Ratio

When troubleshooting idle quality or driveability complaints, it is necessary to consider the following:

- Presence of unmetered air leaks

- Evaporative purge system

- Excessive engine oil dilution

- Color and odor of exhaust

- Condition of air and PCV filter

- Condition of air flow meter electrical connections

ic Circuit Checksription

circuit checks help to minimize pinpoint test steps by providing a procedure to diagnose harness faults associated with the Electronic Engol (EC) System. These techniques provide helpful reminders for diagnosing open circuits (continuity), shorts to ground and shorts to pow




E: The suspect circuit must be isolated before testing.

When disconnecting any harness connector, always inspect for damaged or pushed out pins, corrosion and loose wires. Repair as necessaThe digital multimeter must be set to the correct scale. AUTO scale is used for NGS with the Data Link Connector (DLC) disconnected.The techniques do not apply in all situations, therefore, it is necessary to follow each pinpoint test step accurately and completely.General resistance and voltage values are specified below. Always use the pinpoint test values if they differ.Always turn the key to the OFF position unless directed otherwise by the pinpoint test.

of the following procedures will require the Powertrain Control Module (PCM) and component to be disconnected to isolate the harness:

Circuit (Continuity)Disconnect PCM. Measure the harness resistance between the suspect circuit at the harness connector and the appropriate PCM harness cpin or PCM breakout box (if available). The resistance must be less than 5.0 ohms.

ts to GroundMeasure the harness resistance between the suspect circuit at the harness connector and a reliable ground (B-, chassis gnd, or PWR GNDPCM breakout box, if available). The resistance must be greater than 10,000 ohms.

ts to PowerKey ON to power up circuit. Measure voltage between the suspect circuit at the harness connector and a reliable ground. The voltage muthan 1.0 volt.

Board System Readiness Test

BD II scan tools display the On-Board System Readiness (OSR) Test. The OSR will display the supported monitors on the vehicle and thmonitors (complete or not complete) at that time. Fuel, misfire and comprehensive component monitors run continuously and will always

NT" status. Only a PCM reset or a keep alive RAM reset will cause the non-continuous monitors to reinitialize to "NO" status.

ial Inspectionrm thorough underhood inspection. Problems can frequently be resolved at this stage without further testing. Visually inspect the followin

Vacuum hoses for proper routing, tight connections, splits, kinks, obvious tampering.

Vacuum fittings for improperly capped or plugged ports. Be sure to check hidden areas around the throttle body and other components..

NOTE: Some manufacturers use an orifice-insert within a vacuum line as a delay device. Do not mistake such a device for tampering anremove it.

Electronic Engine Control system wiring harness for proper connections, bent or broken pins, corrosion, loose wires, and proper routing.

Ignition wires for proper routing, cracking, hardness, and tight connections at distributor, coil, and spark plugs.

Electrical wiring and harness connections for tight fit, abrasions, breaks, etc. Ground connections must be clean and tight.

Verify that components are properly installed and have not been modified or damaged. Ensure that any replaced components are correct

application.

Check for air or vacuum leaks around intake and exhaust manifolds, throttle body, air flow meter, and air induction hoses.

Catalytic converter(s), muffler, exhaust pipes, brackets, and hangers for modification or damage.

Engine coolant for proper level and mixture.

Transmission fluid level and quality.

Engine oil for proper level and quality.

ck Test Description/Operationk Test is divided into three specialized tests:

Key ON Engine OFF (KOEO) On-Demand Self-Test

Key On Engine Running (KOER) On-Demand Self-TestContinuous Memory Self-Test

k Test checks the integrity and function of the Electronic Engine Control System and outputs the test results when requested by a scan toolalso provides a quick end check of the powertrain control system and is usually performed at the start of each diagnostic procedure with al




sories 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 irepairing a previous fault. A system pass will be displayed when no DTCs are output and a scan tool communication error does not exist

means that hardware monitored by the PCM is functioning within normal operating limits. Only a system pass, DTC, or an incomplete OBcycle (P1000) will be displayed. When using the New Generation Star (NGS) scan tool, all step by step instructions are defined in the NG

ction manual. When using a generic scan tool, KOEO and KOER On-Demand tests may not be supported. Refer to the scan tool manufacal for details.

ON Engine OFF (KOEO) On-Demand Self-TestKey ON Engine OFF (KOEO) On-Demand Self-Test is a functional test of the powertrain control module performed on demand with thON and the engine OFF. This test will perform checks on certain sensor and actuator circuits. A fault must be present at the time of testinKOEO Self-Test to detect the fault. When a fault is detected, a Diagnostic Trouble Code (DTC) will be output on the data link at the end

test when requested by a scan tool.

ON Engine Running (KOER) On-Demand Self-TestKey ON Engine Running (KOER) On-Demand Self-Test is a functional test of the powertrain control module performed on demand witON, engine running, and vehicle stopped. A check of certain inputs and outputs is made during operating conditions and at normal tempeThe brake pedal position, transmission control, and power steering switch tests are part of KOER On-Demand Self-Test and MUST be peduring this operation if applicable. A fault must be present at the time of testing KOER On-Demand Self-Test to detect the fault. When a

detected, a Diagnostic Trouble Code will be output on the data link at the end of the test when requested by a scan tool.

e Pedal Position TestThis tests the ability of the Electronic Engine Control system to detect a change of state in the stoplight switch. Brake pedal MUST briefl

applied and released on all vehicles equipped with Brake Pedal Position input. This is done during KOER On-Demand Self-Test.

smission Control Switch TestThis tests the ability of the Electronic Engine Control system to detect a change of state in the Transmission Control Switch (TCS). Swit

MUST briefly be cycled on all vehicles equipped with TCS input. This is done during KOER On-Demand Self-Test.

r Steering Pressure TestThis tests the ability of the Electronic Engine Control system to detect a change in power steering system fluid pressure. The steering whMUST briefly be turned at least 1/4 of a revolution on vehicles equipped with a Power Steering Pressure (PSP) switch or sensor. This isduring KOER On-Demand Self-Test.

inuous Memory Self-TestTesting for Continuous Memory DTC's is a functional test of the powertrain control module performed under any condition (engine runnOFF) with the key ON. Unlike the KOEO and KOER self tests, which can only be activated on demand, the Continuous Self Test is alwa

active. A fault does not need to be present at the time of testing for Continuous DTC's and is therefore, especially valuable when diagnosintermittent faults. This test will detect failures contributing to driveability or emission concerns. The vehicle may need to be driven or th

Drive Cycle completed to allow the PCM to detect a fault. When a fault is stored in memory, a Diagnostic Trouble Code will be output odata link at the end of the test when requested by a scan tool.

There are two types of Continuous DTC's. The first type is an emission related Malfunction Indicator Lamp (MIL) code which will illum

CHECK ENGINE or SERVICE ENGINE SOON indicator in the instrument cluster. The second is a non emission related non-MIL codewill never illuminate the cluster indicator.

For emission related MIL codes, the PCM will store the DTC in continuous memory when a fault is detected for the first time. At this poDTC will not illuminate the MIL and is now considered a pending code. The purpose of pending codes is to assist in repair verification breporting a pending DTC after one drive cycle. If the same fault is detected after the next ignition start-run cycle, the emission related MIwill illuminate the MIL. The MIL will remain on even if the fault is intermittent. The MIL will be extinguished if the fault is not present

three consecutive drive cycles or a PCM reset is performed. Also, an emission related pending MIL and non emission related non-MIL cbe erased after approximately 40-80 vehicle warm up cycles or a PCM reset.

Any scan tool that meets OBD II requirements can access Continuous Memory to retrieve emission related MIL DTC's. However, not all

tools access pending and non emission related non-MIL DTCs in the same way. If using the New Generation Star scan tool, all MIL (incpending) and non-MIL codes are retrieved together on the same screen.

ng most diagnostic procedures, it is required that all DTCs be retrieved and cleared. Consult the instruction manual from the tool manufactfic instructions.

ck Tests (Diagnostic Self-Tests)- PCM QUICK TEST




E: If you are not familiar with the Quick Test procedure, please review the information under Diagnostic Methods before proceding. Se

ction and Diagnostic Overview/With EEC (OBD II-A System)/Diagnostic Strategies

hout Scan Tool is no DTC flashout capability with this system. An OBD II generic scan tool or a New Generation STAR (NGS) must be used.

h Scan ToolBDII scan tools support the Powertrain Control Module (PCM) reset.

PCM Reset allows the scan tool to command the PCM to clear all emission-related diagnostic information. When resetting the PCM, a DTe stored in the PCM until all the OBD II system monitors or components have been tested to satisfy a drive cycle, without any other faultsring.

ollowing events occur when a PCM reset is performed:Clears the number of Diagnostic Trouble Codes (DTCs).

Clears the DTCs.Clears the freeze frame data.




Clears diagnostic monitoring test results.Resets status of the OBD II system monitors.Sets DTC P1000.

E: When using the New Generation Star (NGS) Scan Tool to perform a PCM reset, press the CLEAR button. This function is performed

retrieval of continuous DTCs.

Generation Star and Generic Scan Tool

to the scan tool manufacturer's manual for specific instructions on how to perform PCM reset.

wertrain Control Module (PCM/KAM Reset)ting Keep Alive RAM will return PCM memory to its default setting. Adaptive learning contents such as idle and fuel trim are included. Ais also part of a KAM Reset.

Keep Alive RAM has been reset, the vehicle may exhibit certain driveability concerns. It will be necessary to drive the vehicle to allow thearn values for optimum driveability and performance.

ep Alive Random Access Memory Reset is done as follows:During Key ON, Engine OFF with the scan tool, use the Reset Keep Alive Memory function. This is found in the Active Command Modon the New Generation Star scan tool.

If a generic scan tool is used, this function may not be supported. Refer to scan tool manufacturer's instruction manual.

If an error message is received or the scan tool does not support this function, disconnecting the battery ground cable for a minimum of 5minutes may be used as an alternative procedure.

gnostic Trouble Code Descriptions

P1000 does not indicate a fault exists in the vehicle. DTC P1000 is retrieved when an emission related concern has been fixed and will be

mory until all emission related systems have been monitored via a Drive Cycle.

ot necessary to remove the DTC P1000 from the PCM by driving the vehicle unless it is requested by the customer to pass anction/maintenance test or if local laws require it.

m the customer of the need for additional driving when required to pass an inspection/maintenance test.

E: If you are looking for the Diagnostic Trouble Code to Pinpoint Test Chart, go to Diagnostic Trouble Code to Pinpoint Test Charts.nostic Trouble Code Tests and Associated Procedures




P0102-P0109




P0112-P0118




P0121-P0131




P0133-P0171




P0172-P0175




P0176-P0183




P0186-P0193




P0230-P0231




P0232-P0243




P0298-P0325




P0236-P0351




P0401-P0412




P0420-P0430




P0442-P0453




P0455-P0460

P0457




P0500




P0501-P0503




P0503-P0603




P0703-P0812




P1000-P1101




P1109-P1117




P1120-P1125




P1127-P1129




P1130-P1132




P1137-P1169




P1180-P1229




P1232-P1234




P1235-P1244




P1245-P1285




P1288-P1290




P1299-P1390




P1400-P1408




P1409-P1443




P1450-P1451




P1460-P1463




P1464-P1474




P1474-P1501




P1502-P1506




P1507-P1549




P1550-P1651




P1703-P1900

gnostic Trouble Code Tests and Associated Procedures































1: DTC P1000 is ignored in KOEO AND KOER Self-Test. Disregard the DTC P1000 and continue as directed.

3: Go to Transmission Control Systems to perform complete diagnosis. See: Transmission Control Systems/Testing and Inspection

9: Diagnose the Vehicle Speed Control.

10: Diagnose the REM.

11: The Vehicle ID block (VID) needs to be reprogrammed.

12: Vehicle speed information is provided by the anti-lock brake system. Go to Antilock Brake System to perform complete diagnosis.

13: Retrieve DTCs from secondary bi-fuel module. (See P1640 Diagnostic Trouble Code (DTC) Descriptions for additional information

14: Replace PCM.




Network DTC's Chart

ork DTCs Chart




Stalls After Start




Starting Concerns: Stalls After Start




Stalls/QuitsRuns RoughMissesBuck/Jerk Hesitation/StumbleSurgeUnique idle concerns: Rolling Idle

E: For stalls on the following applications: Escort/Tracer (for 4V - late year production), Contour/Mystique/Cougar (W/returnless fuel syTaurus/Sable, Mustang, Crown Victoria/Grand Marquis,Town Car and LS6/LS8; engine may stall if left running while refueling. Advise cn engine off while refueling to avoid contamination or damage to the EVAP system

Hard Start/Long Crank - Erratic Start/Erratic Crank

ng Concerns:

Hard Start/Long Crank

Erratic Start/Erratic Crank

No Start/Normal Crank

ng Concerns:No Start, Normal Crank

E: Extended cranking because of a no start can load the exhaust system with raw fuel, damaging the catalytic converter after the engine scations with Secondary Air Injection (AIR) Systems, perform the following after the no start has been repaired:




isconnect the electric secondary air injection solid state relay, run the engine until the surplus fuel is used up, and reconnect the relay.isconnecting the relay may set a Continuous Memory PCM DTC that will need to be cleared.

Slow Return To Idle

ue Idle Concerns:Slow Return To Idle

Fast Idle - Diesels/Runs On

ue Idle Concerns:Fast Idle

ional Driveability Concerns:Diesels/Runs On

E: If vehicle runs normally after the ignition key is turned OFF, check for damaged ignition switch, IGN RUN circuit short to power, VPt short to power, etc.

Low/Slow Idle

ue Idle Concerns:Low/Slow Idle




/QuitsDeceleration

Backfires

fires

Lack/Loss Of Power




Loss of Power

E: Verify symptom is reported under normal driving conditions without excessive engine/vehicle load. Also, be aware of the engine rpm/sp

limiting functions of the PCM.

For applications with linear knock sensor, a lack of power may result when the vehicle is operated with a breakout box installed at the PCKS circuits are not shielded in the breakout box, and KS signal noise may be noticed by the PCM. If this happens, spark timing will be reand a lack of power may result.

Spark Knock




k Knock

Poor Fuel Economy

Fuel Economy

E: Since driving styles can have a significant influence on fuel economy, verify the concern before starting an in-depth diagnosis. Also, twing external factors could contribute to "poor fuel economy" conditions:

Stop/go driving

Improper tire pressure/sizeVehicle loads (such as trailer towing)Extended winter warm-up conditionsHigh speed drivingImproper axle ratioRoad/weather conditionsAftermarket add-onsShort run operations

Customer expectations

Emissions Compliance




sions Compliance

Warning Indicators

ing Indicators:MILTCILSILTemperature Warning Indicator Lamp

E: If the symptom is both "MIL on" AND "exhaust emission test failure", GO directly to Chart 11. See: Symptom Related DiagnosticProcedures/Diagnostic Routines/11 - Emissions ComplianceIf engine is a no start, GO directly to Chart 3. See: Symptom Related Diagnostic Procedures/Diagnostic Routines/3 - No Start/Normal CIf engine runs rough at idle, GO directly to Chart 1. See: Symptom Related Diagnostic Procedures/Diagnostic Routines/1 - Stalls After S

Automatic Transmission Concerns

matic Transmission Concerns:Upshift

DownshiftEngagement




Instrumentation - Tachometer Inoperative

umentation:

Tachometer Inoperative

Oil System Concerns

ystem Concerns:High Oil ConsumptionLeaks

Electric Cooling Fan(s) Inoperative (Low/High Speed)

ng System Concerns:Electric Cooling Fan(s) Does Not Operate (Low and/or High Speed)

Electric Cooling Fan(s) Always Run(s)

ng System Concerns:Electric Cooling Fan(s) Always Run(s)

E: This chart is intended to only diagnose an electric cooling fan that always runs with a "cool" engine and the A/C and defroster off.

Exhaust System Concerns - Smoke




ust System Concerns:Smoke

E: Black smoke indicates a rich fuel mixture, blue smoke indicates burning oil, and white smoke indicates water in the combustion cham

Fuel System Concerns

System Concerns:Odor, Engine Compartment

Engine Noise (Under Hood)

ne Noise (under hood)

E: Attempt to identify source of noise. If noise is from source other than those listed below, refer to Symptom Index (for noise such as sp

k).

Climate Control

ate Control:

Lack of Cooling (A/C)/A/C Not FunctioningA/C Always OnA/C Compressor Runs Continuously




A/C Does Not Cut Off Under WOT Conditions (Contour/Mystique/Cougar [W/O returnless fuel system,] Mustang, E-Series 4.2L only)

Exhaust System Concerns - (Sulfur, Rotten Egg Odor)

ust System ConcernsOdor (Sulfur, Rotten Egg Smell)

E: A slight sulfur smell may be normal. Catalysts with less than 8,000-16,000 kilometers (5,000-10,000 miles) (new vehicle or replacedkely to have a sulfur smell due to the highly active state of new catalysts. Replacing the catalyst can actually make the symptom worse.

ermittent Symptomsmittent diagnostic techniques help find and isolate the root cause of intermittent faults associated with the Electronic Engine Control Syste

mation is organized to help find the fault and perform the repair. The process of finding and isolating an intermittent starts with recreating tom, accumulating PCM data and comparing that data to typical values, then analyzing the results. Refer to the NGS Users Manual for scaons described below.

e proceeding, be sure that:Customary mechanical system tests and inspections do not reveal a concern. Remember, mechanical component conditions can make a P

system react abnormally.Technical Service Bulletins (TSBs) are reviewed.Quick Test and associated Diagnostic Subroutines have been completed without finding a fault, and the symptom is still present.

eating the Fault:

ating the fault is the first step in isolating the cause of the intermittent symptom. A thorough investigation should start with the Customermation Worksheet. If Freeze Frame Data is available, it may help in recreating the conditions at the time of a Malfunction Indicator Lamp

nostic Trouble Code (MIL DTC). Listed below are some of the conditions for recreating the fault:

ONDITIONS TO RECREATE FAULT

Engine Type Conditions - Engine Temperature

- Engine rpm- Engine Load- Engine idle/accel/decel

Non-Engine Type Conditions

- Ambient Temperature- Moisture conditions

- Road conditions (smooth-bumpy)

mulating PCM Data

data can be accumulated in a number of ways. This includes circuit measurements with a DVOM or NGS PID data. Acquisition of PCM a scan tool is one of the easiest ways to gather information. Gather as much data as possible when the fault is occurring to prevent improposis. Data should be accumulated during different operating conditions and based on the customer description of the intermittent fault. Coata with the known good data values located in the Typical Diagnostic Reference Value Charts. This will require recording data in four co

omparison: 1) KOEO, 2) HOT IDLE, 3) 48 km/h (30mph), and 4) 89 km/h (55 mph).

yzing Data From Playback of Stored PIDs

for abnormal events or values that are clearly incorrect. Inspect the signals for abrupt or unexpected changes. For example, during a steadof the sensor values should be relatively stable. Sensors such as TP, MAF, and RPM that change abruptly when the vehicle is traveling at




ant speed are clues to a possible fault area.

for agreement in related signals. For example, if TP is changed during acceleration, a corresponding change should occur in IAC, RPM, aRK ADV PID.

sure the signals act in proper sequence. An increase in rpm after the TP is increased is expected. However, if rpm increases without a TP a fault may exist.

e Format: Scroll through the PID data while analyzing the information. Look for sudden drops or spikes in the values. (Refer to the TP ee the major jump in the TP voltage while scrolling through the information. This example would require a smooth and progressive accelertravel during a Key ON Engine OFF mode.

h Format: Scroll through the PID data while analyzing the information. Look for sudden drops or spikes in the linear lines showing the

formation of values to the line graph. (Refer to the TP example). This example would require a smooth and progressive accelerator pedal wON and the Engine OFF.

heral Inputs

signals may require certain peripherals or auxiliary tools for diagnosis. These tools include the Auxiliary Adapter and Pressure/Vacuum Ame cases, these devices can be inserted into the measurement jacks of the scan tool or multimeter. The NGS is capable of recording the va

easurement jacks on the NGS while storing the value from other PIDs. For example, connecting an electronic fuel pressure gauge to mond the fuel pressure voltage reading and capturing the data would help find the fault.

paring PCM Data

the PCM values have been acquired, it is necessary to determine the fault area. Typically, it will require the comparison of the actual valuehicle to the typical values from the Diagnostic Reference Value Charts. The charts apply to different vehicle applications (i.e., model, engmission, etc.).

t Notesthis pinpoint test only when directed here.

Pinpoint Test is intended to diagnose the following:Spark (as related to Electronic Engine Control)Powertrain Control Module (PCM)

RNING: STOP THIS TEST AT THE FIRST SIGN OF A FUEL LEAK AND SERVICE AS REQUIRED.

pen flame or smoking during fuel delivery checks.













t NotesPinpoint Test is intended to diagnose the following:Harness Circuits: Vehicle Power (VPWR), Ignition Start/Run, Power Relay Ground, Battery Positive Voltage (B+)Power Relay




t NotesPinpoint Test is intended to diagnose the following:Sensor harness circuits: SIGN RTN, VREF3-wire sensors: Throttle Position (TP) sensor, differential pressure feedback EGR sensor, A/C Pressure (ACP) sensor, Fuel Tank Pressur

sensor, Power Steering Pressure (PSP) sensor, Fuel Rail Pressure (FRP) sensor, and Barometric (BARO) pressure sensor.Powertrain Control Module (PCM)



















t NotesPinpoint Test is intended to diagnose the following:Intake Air Temperature (IAT) sensorIntake Air Temperature 2 (IAT2) sensor

Integrated intake air temperature sensorEngine Coolant Temperature (ECT) sensor

Engine Oil Temperature (EOT) sensorHarness circuits: IAT, IAT2, ECT, EOT, and SIG RTNPowertrain Control Module (PCM)

erm "applicable" is used in this pinpoint test and refers to the temperature sensor indicated by the DTC.

mple: ECTV, IATV, IAT2V, EOTV.

bles and Graphs




E: Engine coolant temperature must be greater than 10°C (50°F) to pass the KOEO Self-Test and greater than 82°C (180°F) to pass the K

Test. To accomplish this, the engine must be at normal operating temperature.

ent temperature must be above 10°C (50°F) to receive acceptable input from the Intake Air Temperature (IAT) sensor.

ne oil temperature must be greater than 10°C (50°F) to pass the KOEO Self-Test and greater than 66°C (150°F) to pass the KOER Self-Te

ge values were calculated for VREF = 5.0 volts. These values can vary 15 percent due to sensor and VREF variations.

point Test Schematics and Connectors






















t NotesPinpoint Test is intended to diagnose the following:

Engine Fuel Temperature (EFT) SensorHarness Circuits: EFT and SIG RTNPowertrain Control Module (PCM)

bles and Graphs




E: The Engine Fuel Temperature (EFT) sensor will operate within the range of -40°C to 135°C (-40°F to 275°F).

ge values were calculated for VREF=5.0 volts. These values may vary 15% due to sensor and VREF variations.

Engine Fuel Temperature Sensor Harness Connector

Fuel Rail Pressure Sensor Harness Connector






t NotesPinpoint Test is intended to diagnose the following:Mass Air Flow (MAF) SensorHarness Circuits: MAF SIG, MAF RTN, Vehicle Power (VPWR), and Power Ground (PWR GND)

Powertrain Control Module (PCM)




Voltage To Mass Air Flow



















t NotesPinpoint Test is intended to diagnose the following:Fuel Rail Pressure (FRP) SensorHarness Circuits: FRP and SIG RTNPowertrain Control Module (PCM)

bles and Graphs




ge values were calculated for VREF = 5.0 volts. These values may vary 15 percent due to sensor and VREF variations.
















Flexible Fuel (FF) sensor.Harness circuits: FF SIG, Vehicle Power (VPWR) and Power Ground (PWR GND).

Powertrain Control Module (PCM).

RNING: THE FUEL SYSTEM IS PRESSURIZED WHEN THE ENGINE IS NOT RUNNING. TO PREVENT INJURY OR FIRE

TION WHEN WORKING ON THE FUEL SYSTEM. BECOME FAMILIAR WITH THE WARNING AND SAFE FUEL HAND















t NotesPinpoint Test is intended to diagnose the following:Harness circuits: Vehicle Speed Circuit Signal (VSC SIG), Vehicle Speed Circuit Ground (VSC GND) Powertrain Control Module (PCM)

dditional information on the Anti-Lock Brake System and its circuits, refer to Brake System, Anti-Lock.











Throttle Position (TP) SensorBinding and sticking Throttle LinkageHarness Circuits: TP, SIG RTN, VREF, Vehicle Power (VPWR), Power Ground (PWR GND)


bles and Graphs




E: The normal range of the throttle angle measurement for the Throttle Position (TP) sensor is 0 to 96.6 degrees.




Contacting TPS

































Harness Connector




DQ1-DQ5




DQ6-DQ9

t NotesPinpoint Test is intended to diagnose the following:Camshaft Position (CMP) SensorHarness Circuits: CMP, VPWR, SIG RTN, PWR GND, CMP/TSS GNDPowertrain Control Module (PCM)







t NotesPinpoint Test is intended to diagnose the followingHarness circuits: ACP, VREF, SIG RTNAir Conditioning Pressure (ACP) Sensor

















- Intake Air Temperature 2 (IAT2) SensorINTAKE AIR TEMPERATURE 2 (IAT2) SENSOR

0 - DTC P1115 Check Circuit For Short To VPWR Or VREF

y off.

sconnect IAT2 sensor.




y on.

he IAT2 temperature sensor voltage PID greater than 4.8 volts?

YES GO to DU13.

NO GO to DU11. KEY OFF.

1 - Simulate Opposite Signal To PCM

th IAT2 sensor disconnected, connect a fused jumper wire between the sensor signal and SIG RTN circuits at the temperature sensor harnnnector.

y on.

OTE: If a scan tool communication concern exists, remove jumper wire immediately and go to DU13.

cess IAT2 sensor voltage PID.

he IAT2 sensor voltage PID less than 0.2 volts?

YES REPLACE IAT2 sensor.

NO REMOVE jumper wire. GO to DU12. KEY OFF.

2 - Check IAT2 Sensor Signal And SIG RTN Circuits For Open In Harness

OTE: Refer to the PCM connector pin numbers on this pinpoint test cover page.

sconnect PCM.

asure resistance of sensor signal circuit between PCM harness connector pin and IAT2 sensor harness connector.

asure resistance of SIG RTN circuit between PCM harness connector pin and IAT2 sensor harness connector.

each resistance less than 5.0 ohms?

YES REPLACE PCM.

NO REPAIR open circuits.

3 - Check Temperature Signal For Short To VPWR Or VREF

y on.

asure voltage between IAT2 signal circuit at the sensor harness connector and chassis ground.

voltage greater than 4.8 volts?

YES REPAIR short to VREF or VPWR in harness. If harness is OK, REPLACE PCM.

NO GO to C5. See: Pinpoint Tests/C - Reference Voltage (VREF)

O - P1114 Simulate Opposite Signal To PCM

sconnect IAT2 sensor.

nnect scan tool.

y on.

cess IAT2 sensor voltage PID.

y off.




he IAT2 sensor voltage PID greater than 4.2 volts?

YES REPLACE IAT2 sensor.

NO GO to DU21.

1 - Check VREF Voltage To TP Sensor

fer to schematic at the beginning of the pinpoint test.

sconnect TP sensor.

y on, engine off.

asure the voltage between VREF and SIG RTN circuits at the TP sensor harness connector.

voltage between 4.0 and 6.0 volts?

YES There is sufficient VREF voltage. RECONNECT TP sensor. GO to DU22.

YES GO to Pinpoint Test C1. See: Pinpoint Tests/C - Reference Voltage (VREF)

2 - Check Temperature Signal Circuit For Short To Ground In Harness

OTE: Refer to the PCM connector pin numbers on this pinpoint test cover page.

sconnect PCM.

asure resistance between sensor signal and SIG RTN circuits and then between sensor signal and PWR GND circuits at the PCM harnessnnector.

each resistance greater than 10,000 ohms?

YES REPLACE PCM.

NO REPAIR short circuit.

O - P0127 IAT2 Too High. Check Supercharger Intercooler Pump Operation

nnect scan tool.

cess Output Test Mode.

ect Mode: ALL ON

mmand pump to run.

es supercharger intercooler pump run?

YES GO to DU31.

NO KEY OFF GO to KP1. See: Pinpoint Tests/KP - Charge Air Cooler Pump (CAC)

1 - Check Intercooler System

eck intercooler system for:

- Low fluid level.- Cracked coolant lines.- Blocked heat exchanger or coolant lines.

- Crossed coolant lines.

ntercooler system OK?




YES KEY OFF. GO to DU32.

NO REPAIR as necessary.

2 - Simulate High IAT2 Signal

nnect scan tool.

y on.

cess IAT2 V PID.

serve PID while disconnecting IAT2 sensor.

PID greater than 4.0V?

YES GO to DU33.

NO REPLACE PCM.

3 - Simulate Low IAT2 Signal

cess IAT2 V PID.

serve PID while connecting a jumper wire between the sensor signal and SIG RTN circuit at the temperature sensor harness connector.

PID less than 1.0V?

YES RECONNECT sensor. Compare IAT2 PID to reference values under the given road test conditions. If sensor is not in range, REP

IAT2 sensor.

NO REPLACE PCM.

t Notesda and some states or metropolitan areas in the United States require periodic Emission, or Inspection and Maintenance (I/M) Tests. All Fcts have been designed to pass these tests. If a Ford product fails an I/M Test, it is probable that 1) the engine or catalyst temperature wasand stabilized before the test, or 2) the vehicle had idled excessively before the test.

If any emission components are replaced, perform the following before repeating the I/M Test procedure:(1) Clear keep Alive Random Access Memory (RAM) (Powertrain Control Module Reset).(2) To relearn some basic Adaptive Learning (trim) values, run engine at 2500 rpm for one minute and idle engine for two minutes.

aphs




ying an Excessive Grams Per Mile (GPM) Indication Using a Parts Per Million (PPM) Reading

he vehicle's gas reading(s) that is excessive, compare the actual GPM reading to the gas cutpoint level needed to pass testing. Determine htual GPM reading is over the cutpoint. This will give an indication of how much the PPM reading will have to be reduced (if the actual re

the cutpoint, the baseline reading will have to be cut in half or more). See following example:

mple:The actual HC produced by a vehicle was 1.6 GPM. The cutpoint for HC in this example is 0.8 GPM. The actual reading is twice the cu

The HC reading obtained for the same vehicle during the baseline drive averages 440 PPM. In order for this vehicle to pass the I/M test,reading from the verification trip must be at least half of the baseline reading, or an average of 220 PPM or less.

This method only gives a general idea of how much the PPM reading needs to be reduced in order for the vehicle to pass an I/M test thatcalculates GPM. This test is not exact. Experience will still have to be used to determine if the emission readings have been reduced enouthe vehicle to pass the I/M test.































t NotesPinpoint Test is intended to diagnose the following:GLI circuit





t NotesPinpoint Test is intended to diagnose the following:HO2S/HeaterHO2S ConnectionsVacuum SystemsFuel Injector(s)

Harness Circuits: HO2S GND, HO2S, INJ 1-8, VPWR and SIG RTNPowertrain Control Module (PCM)

point Test Schematic




Oxygen Sensor Vehicle Harness Connector

PCM Connector Pin Numbers

Injector Vehicle Harness Connector

Injector PCM Connector Pin Numbers









































































































JURY OR FIRE, RELEASE THE FUEL PRESSURE FROM THE FUEL SYSTEM BEFORE DISCONNECTING ANY FUEL LINE. TOLEASE THE PRESSURE FROM THE SYSTEM PERFORM THE FOLLOWING:- CONNECT THE ROTUNDA FUEL PRESSURE GAUGE T80L-9974-B OR EQUIVALENT AT THE SCHRADER VALVE LOC

ON THE FUEL RAIL. TESTING KIT VALVE MUST BE CLOSED.- GRADUALLY OPEN THE TESTING KIT VALVE TO RELIEVE FUEL PRESSURE IN THE VEHICLE FUEL SYSTEM AND D

THE FUEL INTO A SUITABLE CONTAINER OR RETURN IT TO THE FUEL TANK.- TO AVOID UNNECESSARY FUEL SPILLAGE AND FIRE HAZARD, ANY TIME FUEL LINES ARE DISCONNECTED, THE

IGNITION SWITCH MUST BE IN THE OFF POSITION UNLESS FUEL PUMP OPERATION IS REQUIRED FOR TEST PURP

TION e care to prevent combustion from fuel spillage. No smoking, open flames or any kind of arcing.

FE FUEL HANDLING PRACTICES Gasoline, Methanol and Methanol Blends

RE

- Report all fires to the appropriate authorities.- Flames from methanol or methanol-gasoline blends can be invisible.- Know the locations of portable fire extinguishers, fire blankets, fire alarms and eye/wash shower facilities. Learn how to use them.- Use a B or AFFF (light water) type fire extinguisher to fight flammable liquid fires.

RST AID - If swallowed:

- If gasoline has been swallowed, do not induce vomiting. Seek medical attention immediately!- If methanol or a methanol/gasoline blend has been swallowed, induce vomiting under the direction of a physician or Poison Cont

Center. Seek medical attention immediately!- When overcome by vapors, if safe, move victim to fresh air. If not breathing, give artificial respiration or CPR (Cardiopulmonary

Resuscitation) as appropriate. Seek medical attention immediately!- If splashed in eyes, flush with large amounts of water for 15 minutes. Remove contact lenses, if worn. Seek medical attention.- If splashed on skin, remove contaminated clothing. Wash skin thoroughly with soap and water.

EALTH

- All fuels can be harmful or fatal if swallowed.- Be aware, if fuel is swallowed, onset of serious health effects can be delayed 12 to 24 hours.- Fuels and products containing methanol (e.g. windshield washer fluid) can cause blindness if swallowed.- All fuel vapors can be harmful if inhaled.- All fuels can be harmful if absorbed through the skin.

- All fuels are irritating to the eyes and respiratory system.

- Some fuels made with gasoline contain benzene which is a cancer-causing agent.

ANDLING

- Use flammable liquid handling precautions.- Wear chemical goggles and nitrile gloves (additional protective clothing and equipment may be necessary in some instances).- Keep flammable liquids in approved, labeled, closed containers.- Use in well-ventilated areas and control vapors. Be aware that vapors are not visible, are heavier than air, can travel along the floor, a

settle in lower areas.- When transferring flammable liquids, bond the receiving container to the source and ground the source to the earth.- Do not smoke or use heat/spark producing equipment near vapors.- Do not eat, smoke or drink where these products are handled, processed or stored.

- Never siphon by mouth.- Wash hands thoroughly after handling any fuel.

ILLS - Notify the proper authorities in the event of any spill you have not been trained to clean up.

- Stop, contain, and clean up small spills with an absorbent material.

ertia Fuel Shutoff (IFS) Switch - Reset Instructions

- WARNING

IF YOU SEE OR SMELL GASOLINE AT ANY TIME OTHER THAN DURING FUELING, DO NOT RESET THE INERTIA

SHUTOFF (IFS) SWITCH.

- Turn key off.

- Check for fuel leaks in the engine compartment.




- If no leak is apparent, reset the IFS switch by pushing the reset button on the top of the switch (refer to Owner Guide for switch locat

NOTE: In the closed position, the button can be depressed an additional 1.57 mm (1/16 inch) against a spring.

- Turn key to on or start position for a few seconds, then off again.- Again, check for leaking fuel.

bles and Charts




Injector Application And Test Information

Return fuel systems return fuel to the fuel tank by means of a return line from the fuel rail.Mechanical returnless fuel systems do not return fuel to the fuel tank by means of a fuel return line. The pressure regulator is mounted on

Pump Module located in the fuel tank and excess fuel is returned at this point.Electronic fuel systems do not return fuel to the fuel tank by means of a fuel return line. There is no fuel pressure regulator and pressure controlled by continuously varying the fuel pump speed through the Fuel Pump Driver Module (FPDM).










t NotesPinpoint Test is intended to diagnose the following:Ignition System

Fuel injectorsFuel pressureVacuum systemEvaporative emission system

Fuel vapor storage canisterEVAP canister purge valveBase engineCrankshaft Position (CKP) sensor



















t NotesPinpoint Test is intended to diagnose the following:Differential pressure feedback EGR sensorExhaust Gas Recirculation (EGR) valveEGR vacuum regulator solenoid

Orifice tube assemblyDifferential pressure feedback EGR sensor pressure hosesVacuum linesHarness circuits: VREF, DPFE, SIG, SIG RTN, EVR, EVR PWRPowertrain Control Module (PCM)

























































t NotesPinpoint Test is intended to diagnose the following:Exhaust system pipes (front and rear)Exhaust system muffler and tailpipe assemblyCatalytic converterExhaust manifold

Harness circuits: Downstream Heated Oxygen Sensors (HO2S)















t NotesPinpoint Test is intended to diagnose the following:Harness circuits: B+, EAIR, EAIR Monitor, Ground, AIRB, AIRDSolid State Relay (SSR)

Electric secondary air injection (AIR) pump

Secondary air injection bypass solenoidPowertrain Control Module (PCM)

Secondary air injection diverter solenoidSecondary air injection diverter valveVacuum supplyAir silencerSecondary air injection check valve

point Test Schematics




System Schematic

Electric AIR Pump

E: Not all applications are equipped with both AIR Bypass or AIR Diverter solenoids.



















t Notes

Pinpoint Test is intended to diagnose the following:Throttle body assembly

Speed control cableAccelerator cable linkage to throttle bodyAir cleaner assembly (including air cleaner element)Air inlet tubeClean air tube hose and resonatorIntake Manifold Runner Control housing assembly (IMRC) and

IMRC actuator assemblyHarness circuits: IMRC, IMRC Monitor, SIG RTN, PWR GND, VPWRIntake Manifold Tuning (IMT Valve) electric





























t Notes




this Pinpoint Test only when directed here.

se of a soap solution, such as SNOOP, around the fuel filler cap or the use of the hydrocarbon emission analyzer to determine an evaporation system leak is not recommended. The mandatory Rotunda Evaporative Emission System Leak Tester for OBD II (including the ultra-) is the only device to be used at this time for evaporative emission system leak detection.

Pinpoint Test is intended to diagnose the following:

Canister Vent (CV) solenoid (electrical concern only)Fuel filler capFuel Tank Pressure (FTP) sensor

In-line fuel tank pressure sensor

EVAP canister tube (fuel tank to EVAP canister)Front fuel vapor hose assembly (fuel tank to EVAP canister)Fuel canister purge outlet tube (EVAP canister to EVAP canister purge valve)EVAP return tube (EVAP canister purge valve to intake manifold)EVAP canister purge valve

Vacuum source line (input port vacuum to intake manifold)Harness circuits: CV, FLI, FTP, EVAP Canister Purge Valve, SIG RTN, Vehicle Power (VPWR), Reference Voltage (VREF) and PoweGround (PWR GND)


Pinpoint Test is used as an assistance in diagnosing the following EVAP components:EVAP canister and bracket assembly- EVAP canister sleeve assembly (fitting)- Canister vent solenoid hose assembly- EVAP canister- Canister vent solenoid-(mechanical concern only)Fill limit valve assemblyFuel filler pipe flapper valve

Fuel filler pipe check valve, assemblyFuel tank filler pipeFuel tank assembly (with fuel vapor vent valve)Fuel tank assembly (without fuel vapor vent valve)Fuel vapor control valve [can be referred to as a Grade Vent Valve (GVV)]

Fuel vapor vent valve [can be referred to as a Fill limiting Vent Valve (FVV)]Fuel vapor separator assembly [can be referred to as a dust separator]Liquid/vapor fuel discriminatorOn-board Refueling Vapor Recovery (ORVR) T-connector assembly








































































































t NotesPinpoint Test is intended to diagnose the following:Spark plugsSpark plug wires

TION: Fouled plugs or a damaged ignition may cause high catalyst temperatures. Check components next to the catalyst and muffler for

ge.































t NotesPinpoint Test is intended to diagnose the following:Ignition coil packsIgnition coil harness

Ign start/run circuit to coil packsPowertrain Control Module (PCM)










t NotesPinpoint Test is intended to diagnose the following:Powertrain Control Module (PCM)




t NotesPinpoint Test is intended to diagnose the following:Fuel pump relayInertia Fuel Shutoff (IFS) switch

Harness circuits: B+, VPWR, FP, LFP, GND, FPM and FP PWRPowertrain Control Module (PCM)

















































t NotesPinpoint Test is intended to diagnose the following:Idle Air Control (IAC) Valve

Harness Circuits: IAC and VPWRPowertrain Control Module (PCM)













- Hydraulic Cooling FanHYDRAULIC COOLING FAN

- DTC P1474: Check HCF Solenoid Resistance

y off.

sconnect HCF solenoid.

asure HCF solenoid resistance.

esistance between 8.5 and 11.5 ohms?

YES GO to KH2.

NO REPLACE HCF solenoid assembly.

- Check VPWR Voltage To HCF Solenoid

y on.

asure VPWR circuit voltage at HCF solenoid.

voltage greater than 10.5 volts?




YES GO to KH3.

NO REPAIR open circuit

- Check HCF Circuit For Open In Harness

asure resistance of HCF circuit between PCM harness connector and HCF solenoid harness connector.

esistance less than 5 ohms?

YES GO to KH4.

NO REPAIR open circuit.

- Check HCF Circuit For Short To Power In Harness

y on.

asure voltage between HCF circuit at the PCM harness connector and ground.

voltage less than 1.0 volt?

YES KEY OFF. GO to KH5.


- Check HCF Circuit For Short To Ground In Harness

sconnect scan tool from DLC.

asure resistance between HCF circuit at the PCM harness connector and ground.

esistance greater than 10,000 ohms?

YES REPLACE PCM.


t NotesPinpoint Test is intended to diagnose the following:Harness circuits: VPWR, A/C Demand to WOT A/C cutoff relay, A/CCS, WAC, A/C Clutch PWRWOT A/C cutout relayPowertrain Control Module (PCM)





































- Charge Air Cooler Pump (CAC)CHARGE AIR COOLER PUMP (CAC)

- P1229: Check Power Feed To CAC Pump Relay Coil

eck Fuse 23.

he fuse OK?

YES GO to KP2.

NO CHECK circuit 391 and 369 for short to ground.

- Check Power Feed To CAC Pump Relay




eck Fuse 1O6.

he fuse OK?

YES GO to KP3.

NO CHECK circuit 17 and 18 for short to ground.

- Check Integrity Of CAC Pump Ground Connection

sconnect the CAC pump.

asure the resistance between chassis ground circuit at the CAC pump connector and battery negative post.

he resistance less than 2 ohms?

YES GO to KP4.

NO CHECK the tightness of the grounded lug. If tight. check wire back to the CAC connector.

- Check CAC Pump Motor Resistance

sconnect the CAC pump motor.

asure the resistance between the pins at the CAC connector to the pump motor.


YES GO to KP5.

NO REPLACE the CAC pump motor.

- Check CAC Pump Relay

move relay from power distribution box.

asure resistance between pin 1 or 2 and all other pins. One reading must be between 65-90 ohms and all other readings must be greater th

ms.

e resistance checks OK?

YES GO to KP6.

NO REPLACE the CAC pump assembly.

- Check For Open CAC Circuit Between PCM And CAC Relay

OTE: Refer to PCM Pin numbers in the beginning of this pinpoint test.

y off.

sconnect the PCM and the CAC pump relay.

asure the resistance of the CAC circuit at the PCM harness connector and pin 85 of the relay socket.


YES GO to KP7.


- Check CAC Circuit Between PCM And CAC RELAY For Short To Ground

y off.




asure the resistance of the CAC circuit at the PCM harness connector and the battery negative post.

he resistance greater than 10K ohms?

YES GO to KP8.

NO REPAIR short to ground condition.

- Check CAC Circuit Between PCM And CAC Relay For Short To Power

y on, engine off.

move CAC pump relay.

asure the voltage between the CAC circuit at the PCM harness connector and the battery negative post.

he voltage less than 0.05 volt?

YES GO to KP9.

NO REPAIR short to B+.

- Check For Open Circuit Between CAC Pump Relay Coil And Power Feed

move the CAC pump relay and fuse 23.

asure the resistance between relay socket pin 1 and fuse 23 (load side).


YES GO to KP10.


0 - Check For Open Power Feed Circuit At CAC Pump Motor Relay

move CAC Pump Relay and fuse 106 from their sockets.

asure resistance between relay socket pin 3 and load side of fuse socket.


YES GO to KP11.


1 - Check For Open CAC Circuit Between CAC, CAC Pump Relay And Pump Motor

sconnect the CAC pump motor.

asure resistance between relay socket pin 5 and the CAC harness connector.


YES GO to KP12.


2 - Check Status Of PID

y on, engine off.

cess SCICP PID.




es the SCICP indicate PID on?

YES If the CAC reservoir is full, no air flow blockage at the CAC radiator, the ACT 2 and connecting circuits are not high resistance o

circuited, and DTC P1229 is present in KOEO and KOER, then REPLACE PCM.

NO Unable to duplicate or identify fault at this time. GO to Pinpoint Test Step Z1. See: Pinpoint Tests/Z - Intermittent

t NotesPinpoint Test is intended to diagnose only the following:Malfunction Indicator Lamp (MIL) circuit

Powertrain Control Module (PCM) Fuse, bulb and socket




t NotesPinpoint Test is intended to diagnose the following:Powertrain Control Module (PCM)




t NotesPinpoint Test is intended to diagnose the following:Standard Corporate Protocol (SCP) communication bus harness circuits: BUS+, BUS-, between DLC and PCM

Data link connector harness circuits: chassis ground, Power Ground (PWR GND), battery positive voltage (B+)Powertrain Control Module (PCM)

E: Concerns found that affect the entire network are referred to in the Module Communication Network.
















t NotesPinpoint Test is intended to diagnose the following:Battery terminal conditionKeep Alive Power (KAPWR) wire routing

Harness circuit: KAPWRPowertrain Control Module (PCM)




t Notesot necessary to clear DTC P1000 from the PCM by driving the vehicle unless it is requested by the customer to pass an inspection/mainte

m the customer of the need for additional driving when required to pass an inspection/maintenance test.

nostic Trouble Code (DTC) P1000 indicates that not all of the On Board Diagnostic II (OBD II) monitors have completed. In some states,must be cleared to pass an inspection/maintenance test. The customer should be informed that the law specifies additional city and highwa

ng must be done to complete the check of the On Board Diagnostic system. This additional driving must occur before the vehicle is tested ction/maintenance station. The amount of driving required varies with individual driving patterns. To complete this requirement in the sho

nt of time, refer to Drive Cycles.

nly way a DTC P1000 can be removed from memory is when all the OBD II monitors have successfully completed.

P1000 is set by the PCM with any of the following conditions:The vehicle is new from the factory and has not yet completed an OBD II Drive Cycle.The battery or PCM has been disconnected.An OBD II monitor failure had occurred before completion of an OBD II Drive Cycle.

The PCM DTCs have been cleared with a scan tool as part of a repair process.

P1000 cannot be cleared from the PCM when:The vehicle has a PTO and the circuit is shorted to VPWR or B+ or the PTO is on during testing.




t NotesPinpoint Test is intended to diagnose DTC P1260.


Clutch Pedal Position SwitchPark Neutral Position SwitchHarness circuits: CPP, PNP and SIG RTN








t NotesPinpoint Test is intended to diagnose the following:Harness circuits: Transmission Control Indicator Lamp (TCIL) and transmission Control Switch (TCS) Powertrain Control Module (PCM)










t NotesPinpoint Test is intended to diagnose the following:Harness circuits from Electronic Shift Control ModuleHarness circuit for mechanical 4x4L





- Reverse Switch (RS)REVERSE SWITCH (RS)

DTC P0812 Check RS Switch Function

OTE: During KOEO Self-Test, gearshift lever in NEUTRAL.

y on, engine off.

cess RS PID and observe PID cycling ON/OFF with gear shift lever in and out of REVERSE.

es reading change from ON to OFF?






t NotesPinpoint Test is intended to diagnose the following:Constant Control Relay Module (CCRM) Harness circuits: B+, FC, LFC, HFC, ACCS, WAC, VPWR (TO CCRM), A/C Clutch PWR, (Low/High) Fan PWR, GNDPowertrain Control Module (PCM)



















































t NotesPinpoint Test is intended to diagnose and isolate intermittent concerns for the following:

All Electronic EC subsystems.Coil Pack ignition systems using the Distributorless Ignition System Tester (DIST).




Intermittent Test Chart









chart is used to determine which test to run for the suspect circuit. Corresponding PIDs to each circuit are listed. Some circuits do not haveiated PID and will be measured with a digital multimeter. If the vehicle is a coil pack system with no start, perform the ignition test with tbutorless ignition system tester.




















































cial Service Tools Used in Pinpoint Tests

UIRED EQUIPMENT:Rotunda New Generation Star (NGS) Tester 418-F048 (007-00500) or equivalent.

Rotunda EEC-V 104-Pin Breakout Box 418-049(014-00950) or equivalent.Rotunda EEC-IV 60-Pin Breakout Box 418-005(014-00322) or equivalent.Rotunda Evaporative Emission System Tester 310-F007 (134-00056) or equivalent.

OMMENDED EQUIPMENT:Rotunda NGS Flash kit (007-00530) or equivalent.Rotunda Vacuum/Pressure Tester 164-R0253 or equivalent. Range 101.3 kPa (0-30 in-Hg.) Resolution 3.4 kPa(1 in-Hg.)

Rotunda Vacuum Tester 014-R1054 or equivalent. Range 101.3 kPa 0-30 in-Hg.) Rotunda Engine EAR Amplifier 107-R2100 or equivalent.Rotunda 73 Digital Multimeter 105-R0051 or equivalent. Input impedance 10 Megaohm minimum.Rotunda Electronic Ignition (EI) System Tester (Distributor/less Ignition System Tester) 418-F024 (007-00075) or equivalent.Dist Integrated EDIS Cable Option 418-F039 (007-00110) or equivalent.

Series 100 Engine/Ignition Analyzer 010-01060 or equivalent.Spark Tester D81P-6666-A or equivalent.Non-powered Test Lamp.

IONAL EQUIPMENT:Rotunda Service Bay Diagnostic System(R) (SBDS(R)) 418-F001 (001-00001).Rotunda Auxiliary Adapter 418-F007 (007-00023) or equivalent.Rotunda Pressure/Vacuum Adapter 41 8-F006 (007-00022) or equivalent.Pressure Gauge 310-012 (T80L-9974-B) (Use tool manufacturer's instructions.Rotunda Fuel Composition Test Kit 014-00770.Fuel Injector Tester/Cleaner 164-R3759 or equivalent.Rotunda NG Tool kit 134-00114 or equivalent.

n Tool Set-Up and FunctionalityNGS Tester or generic scan tool must be connected to the Data Link Connector (DLC) for communication with the vehicle. There is NO D

out capability.

DLC is located in the passenger compartment. It is attached to the instrument panel and accessible from the driver's seat.

DLC is rectangular in design and capable of accommodating up to 16 terminals. The connector has keying features to allow easy connectiole connector and the test equipment connector have latching features that ensure the test equipment connector will remain mated when proected.

NGS Tester is capable of multiple functions. Some of these are:Monitor, record, and playback of PIDsFreeze frame PID dataDiagnostic test modes (self test)/clear diagnostic DTCs (PCM reset)




Output Test ModeReset Keep Alive MemoryDigital measurement system (multimeter functionality)Diagnostic monitoring test results (for OBD II on-board monitors)On board system readiness (OBD II monitor completion status)

to the NGS Tester instruction manual or generic scan tool manufacturer's manual for specific information on scan tool set-up and operatio

ossible to receive a communication error from a scan tool when initiating a diagnostic test or accessing PIDs. The communication error cad by operator error, the vehicle wiring, connectors, the PCM, or other control modules connected to the DLC wiring. The PCM will respoool whenever the tool requests a test. These are not diagnostic trouble codes. Listed are some of the numeric codes and generic descriptio

ool may display when trying to perform some PCM operations. It is possible to get other numeric codes not listed. For a complete list of munication response codes, refer to Society of Automotive Engineers (SAE) document J2190 enhanced E/E Diagnostic Test Modes. Someal responses to valid requests. The others are communication error responses. If the tool displays any of the communication error response

npoint Test Step QA1, after checking scan tool connections, cable/adapters, and entry of vehicle information. See: Pinpoint Tests/QA - Uate Self-Test/SCP Error/DTC Not Listed

e using the scan tool to perform any test, refer to these important items:

al ChecksInspect the air cleaner and inlet ducting.Check all engine vacuum hoses for damage, leaks, cracks, kinks and proper routing.Check system wiring harness for proper connections, bent or broken pins, corrosion, loose wires, and proper routing.

Check the Powertrain Control Module (PCM), sensors, and actuators for physical damage.Check the engine coolant for proper level and mixture.

Check the transmission fluid level and quality.Make all necessary repairs before continuing with Quick Test.

cle PreparationPerform all safety steps required to start and run vehicle tests. Apply parking brake, place shift lever firmly into PARK position (NEUTRmanual transmission) and block drive wheels.Turn off all electrical loads: radios, lamps, A/C, blower, and fans.Start engine and bring up to normal operating temperature before running Quick Test.

gnostic Methods OverviewRVIEW




Diagnostic Methods provide information on routine diagnostic tasks.

n following powertrain diagnostics on OBD II vehicles, the system may be checked by an off-board tester referred to as a scan tool. This cmation for performing diagnostics with the New Generation Star Tester and a generic scan tool. A generic scan tool has a capability that isard across the automotive industry in the United States. If a New Generation Star Tester is used, functions are selected from a menu.

gnostic Monitor Test Results




urpose of this test mode is to allow access to the results of OBD II monitor diagnostic test results. The test values that are stored at the timular monitor completion are displayed when the particular test identification is requested. Refer to the following table for test information

onversion is done as follows:

value is > 32767 then complement (change 0's to 1's and 1's to 0's), add 1 and a negative sign.




mple:

50000 =1100001101010000complement of 50000 =0011110010101111

+ 10011110010110000

Signed value = -15536

eze Frame Data

e Frame Data allows access to emission-related values from specific generic PIDs. These values are stored the instant an emission-relatedd in Continuous Memory. This provides a snapshot of the conditions that were present when the DTC was stored. Once one set of freeze frs stored, this data will remain in memory even if another emission-related DTC is stored, with the exception of Misfire or Fuel System DT

freeze frame data for Misfire or Fuel System DTC is stored, it will overwrite any previous data, and freeze frame will not be further overwn a DTC associated with the freeze frame is erased or a PCM memory reset is performed, new freeze frame data can be stored again. In theple emission-related DTCs in memory, always note the DTC for the freeze frame data.

put Test ModeOutput Test Mode (OTM) aids in servicing output actuators associated with the PCM. This mode allows the technician to energize and de-

of the system output actuators on command. When entering OTM, the outputs can be turned OFF and on without activating the fan contrond high speed fan control(s) may be turned ON separately without energizing the other outputs. This function is supported by the New Ge

NGS) scan tool and may not be available on all generic scan tools.

safety precaution, Output Test Mode will default to its normal state after 10 minutes, after the vehicle is started, or after cycling the key O

RNING:FETY MUST BE OBSERVED WHEN USING OUTPUT TEST MODE:

- WHEN ALL OUTPUTS ARE ON, THE ELECTRIC FUEL PUMP IS BRIEFLY ENERGIZED, SO MAKE SURE FUEL SYIS INTACT AND IS NOT BEING SERVICED AT THIS TIME.

- WHEN LOW SPEED OR HIGH SPEED FAN CONTROL(S) ARE TURNED ON, MAKE SURE FAN BLADES ARE CLEAANY OBSTRUCTION.

h Automatic Transmission







cal Diagnostic Reference Values

ERIC OBD II PID VALUES




s: The footnotes are referenced throughout the Typical Diagnostic Reference Value Charts. A letter in parentheses next to a value indicates

supplemental information is applicable.An attempt is made to provide as much information as possible; some vehicles may not display all input and output signals.The Typical Diagnostic Reference Value Charts do not display fault PIDs. These are PIDs which indicate a hard fault with the circuit. Thdisplay a value of "YES" or "NO" and are PIDs ending with an "F".Reference values may vary +/-20% depending on operating conditions and other factors. RPM values are axle and tire dependent.For downstream O2S (12, 22) greater activity will result when catalyst monitor is active.Refer to Parameter Identification Access, for PID descriptions.

een state

deral state

/Con.

ooling fan on (single, low or high speed).2S(s) should switch from rich to lean at least once every 3 seconds. O2S voltage should toggle above and below 0.450 DCV and never be

egative value. Valid O2S switching only occurs during closed loop fuel control.ownstream O2S(s) will stay close to a constant voltage when the catalyst monitor is off (positive value only). When the catalyst monitor i2S will switch rich to lean above and below 0.450 DCV and never be a negative value.

rake pedal applied.

atalyst monitor off.While pressing Transmission Control Switch (TCS) or switching to manual drive mode.

alues shown are commanded by the PCM and may not be actual.teering wheel turned.

lutch pedal applied.alue is dependent upon ambient air temperature and may fall outside of range.

alue is not useful under this condition.equipped.

ransmission in selected range.

alues recorded using 100% unleaded gasoline.May change state under this condition.

While pressing switch.requency cycles high within a few seconds of turning headlamps on. Frequency cycles back to 0 Hz shortly after cycling high.

enerator under full load.

h Manual Transmission









Reference values may vary +/-20% depending on operating conditions and other factors. RPM values are axle and tire dependent.For downstream O2S (12, 22) greater activity will result when catalyst monitor is active.Refer to Parameter Identification Access, for PID descriptions.

een state

deral state

/Con.ooling fan on (single, low or high speed).

2S(s) should switch from rich to lean at least once every 3 seconds. O2S voltage should toggle above and below 0.450 DCV and never be

egative value. Valid O2S switching only occurs during closed loop fuel control.ownstream O2S(s) will stay close to a constant voltage when the catalyst monitor is off (positive value only). When the catalyst monitor i2S will switch rich to lean above and below 0.450 DCV and never be a negative value.

rake pedal applied.atalyst monitor off.

While pressing Transmission Control Switch (TCS) or switching to manual drive mode.alues shown are commanded by the PCM and may not be actual.

teering wheel turned.lutch pedal applied.

alue is dependent upon ambient air temperature and may fall outside of range.

alue is not useful under this condition.equipped.

ransmission in selected range.alues recorded using 100% unleaded gasoline.

May change state under this condition.While pressing switch.

requency cycles high within a few seconds of turning headlamps on. Frequency cycles back to 0 Hz shortly after cycling high.

enerator under full load.

cription




Generic OBD II PID List




Generic OBD II PID List

Ford PID List




Ford PID List




Ford PID List

arameter Identification (PID) mode allows access to Powertrain Control Module (PCM) information. This includes analog and digital sigs and outputs along with calculated values and system status. There are two types of PID lists available and both are used throughout this mirst is the Generic OBDII PID list. This is a standard set of PIDs for all manufacturers all scan tools must be able to access. The second is

fic list which can be accessed by the New Generation Star (NGS) scan tool or equivalent. When accessing any of these PIDs, the values wnuously updated. The Generic or Ford PID list provides definitions and values in appropriate units. For more information, refer to the Socimotive Engineers (SAE) J2205 document.

D Reference Value Symptom Chart




Reference Value Symptom Chart is used to provide guidance in selecting the appropriate PID or measured signal related to the fault area. Stom from the symptom chart along with the category number and proceed to the PID/Measured Signal Chart. For multiple symptoms, seleevident. See: Scan Tool Testing and Procedures/With EEC (OBD II-A System)/Parameter Identification (PID) Access/Reference Value

Measured Signal Chart

erence Value PID/Measured Signal Chart







isting reflects PIDs and/or measured values which may reveal a possible concern within each system shown. Match the category number wd PID/measured signal and proceed to the Typical Diagnostic Reference Value Charts. See: Scan Tool Testing and Procedures/With EEC

System)/Normal Scan Data Values - Includes Pids

E: Generic PIDS are in bold.

Some signals are measured only and will require the use of a breakout box and digital multimeter.

cription of Drive Cyclesurpose of the OBD II drive cycle is to execute the OBD II monitors and identify any concerns with the OBD II system. The DTC P1000 c

ased of all OBD II monitors have completed during the OBD II drive cycle.

RNING: STRICT OBSERVANCE OF POSTED SPEED LIMITS AND ATTENTION TO DRIVING CONDITIONS ARE

NDATORY WHEN PROCEEDING THROUGH THE FOLLOWING DRIVE CYCLES.

can tool will be used to observe the status of each OBD II monitor at the completion of the OBD II drive cycle. The completion status of tust Gas Recirculation (EGR), Heated Oxygen Sensor (HO2S), evaporative emission (EVAP), Secondary Air Injection (AIR) (if applicabyst efficiency monitors can be monitored during the OBD II drive cycle by viewing the On-Board Readiness Menu on the scan tool.

alyst Monitor Repair VerificationMake sure that the inlet air temperature (or ambient air temperature) is above -18°C (0°F), then refer to Step 3 of the Vehicle Preparation

OBD II Drive Cycle.Start the engine and drive the vehicle for 25 minutes.a. Drive in stop-and-go traffic for 20 minutes, include six different constant speeds between 40 and 72 km/h (25 and 45 mph).




b. Drive on expressway or highway for an additional 5 minutes.Rerun Quick Test.

mprehensive Component Monitor Repair VerificationRefer to and complete the Vehicle Preparation For OBD II Drive Cycle before initiating the following repair verification steps.Start the engine and go through the entire OBD II Drive Cycle until the Comprehensive Component Monitor shows the completion statuclearing the code P1000 on the scan tool.If the entire OBD II Drive Cycle has been performed and the Comprehensive Component Monitor check has not completed, rerun Quick

R Monitor Repair Verification

Refer to and complete the Vehicle Preparation for OBD II Drive Cycle before initiating the following repair verification steps.

NOTE: The ambient air temperature or IAT PID must read a minimum of 0°C (32°F) to initiate the EGR monitor.

Start the engine and drive the vehicle for 6 minutes.a. Drive in stop-and-go traffic for 5 minutes with at least two idle periods.

b. Accelerate to 72 km/h (45 mph) (56 km/h on Escort/Tracer at more than one half WOT). Maintain speed for 1 minute.Rerun Quick Test.

AP Running Loss System Repair VerificationPerform the Vehicle Preparation for OBD II Drive Cycle.With the scan tool, verify the FTP, (FTP V) PID reads between -0.5 and +0.5 in H2O (2.4 and 2.8 volts) with the gas cap removed. Rein

cap.

With the scan tool, view the OBD II monitors through the On-Board System Readiness Menu.Drive the vehicle at a constant speed between 56 km/hr (35 mph) and 104 km/hr (65 mph) with throttle as steady as possible. Observe HO2S monitor on the scan tool until it completes (or refer to the Fuel Monitor or HO2S Monitor repair Verification Drive Cycle).

Bring the vehicle to a stop and access the following PIDs with the scan tool: IAT, FLI, FTP, FTP V, EVAPPDC, EVAPCV. If the EVAPis not available, measure the duty cycle of the EVAPCV circuit with a multimeter.Verify the following EVAP monitor entry condition: IAT between 10-38°C (50-100°F).Drive the vehicle on the highway with a constant speed over 64 km/hr (40 mph) with throttle as steady as possible. During this time, ver

following additional EVAP monitor entry conditions using the FLI and FTPV PIDs.FLI stable ± 5% between the limits of 15% and 85% tank fill.FTP (FTP V) stable within ±0.5 in H20 (±0.175 volts).

Prior to running the EVAP monitor, when the EVAPPDC PID is less than 75%, the canister vent solenoid is open and the system is unseinitiate the EVAP monitor, the EVAPPDC PID must increase to at least 75%. At this time, the EVAPCV PID will then display 100% (cavent solenoid closed to seal the system) and the monitor will begin to run. Continue to drive at steady throttle with light steering until theEVAPCV PID displays 0% (canister vent solenoid open, system unsealed). If this step does not occur as described, proceed to the follow

otherwise proceed to Step 9.

NOTE: During the drive cycle or hot ambient temperatures, fuel vapor (from the canister and/or tank) may keep the test from starting. T

be observed on the scan tool when either:(1) The EVAPPDC PID never reaches 75% with stable FLI and FTP PID readings.

(2) The EVAPCV PID never goes to 100% (canister vent never closes) when the EVAPPDC PID is above the 75% minimum to start the

Bring the vehicle to a stop.

With the scan tool, view the EVAP monitor for completion through the On-Board System Readiness Menu. Repeat Step 7 if the EVAP mnot complete.

l Monitor or HO2S Monitor Repair VerificationRefer to and complete the Vehicle Preparation For OBD II Drive Cycle before initiating the following repair verification steps.

Start the engine and drive the vehicle for 7 minutes.a. Drive in stop-and-go traffic for 6 minutes, include one idle.

b. Accelerate to 72 km/h (45 mph) [56 km/h (35 mph) on Escort/Tracer at more than 1/2 throttle]. Maintain speed for 1 minute.Rerun Quick Test.

fire Monitor Repair VerificationFor applications with the Fuel Level Input (FLI) circuit to the PCM (Pin 12), check the fuel gauge and the FLI PID on the scan tool (if avThe Misfire Monitor can only be tested if the fuel gauge reads above one quarter full or the FLI PID is above 15% (percentage fuel tank

Start the engine and drive the vehicle to a location where speeds can reach 88 to 97 km/h (55 to 60 mph) and coast down to 64 km/h (40without traffic interference.Accelerate at wide-open throttle to allow vehicle to shift at red-line (if equipped with a tachometer). Immediately return to normal speed

Perform the following drive procedure three consecutive times.a. Accelerate on highway to 97 km/h (60 mph). Maintain speed for 30 seconds.




b. Coast down with foot off the accelerator pedal from 97 km/h to 64 km/h (60 mph to 40 mph).Rerun Quick Test.

ondary Air Monitor Repair VerificationRefer to and complete the Vehicle Preparation For OBD II Drive Cycle before initiating the following repair verification steps.Start the engine and proceed through the entire OBD II Drive Cycle until the Secondary Air Monitor shows the On-Board Readiness Mecompletion status on the scan tool.If the entire OBD II Drive Cycle has been performed and the Secondary Air Monitor check has not completed, rerun Quick Test.

D II Drive Cycle

E: The IAT PID must be between 10-38°C (50-100°F) during the OBD II drive cycle to enter into all the OBD II monitors. The FLI PIDeen 15% and 85% at all times.

Drive in stop-and-go traffic with at lease 4 idle periods (30 seconds each) while observing the status of the OBD II monitor on the scan t

the Exhaust Gas Recirculation (EGR), Heated Oxygen Sensor (HO2S), Evaporative Emission (EVAP), secondary air (AIR) (if applicabcatalyst efficiency monitor have not completed, drive on the highway at a constant speed over 64 km/hr (40 mph) not to exceed 104 km

mph) for up to 15 minutes. Heavy accelerations, sudden decelerations and wide open throttles are not recommended. If the scan tool senthree pulse beep at any time, the OBD II drive cycle has completed.

E: Vehicles equipped with the EVAP purge flow system or EVAP vapor management flow system monitor do not require EVAP monitoletion to clear the DTC P1000.

exhaust gas recirculation, heated oxygen sensor, evaporative emission, secondary air injection (if applicable) or catalyst efficiency monitoompleted, perform the corresponding monitor verification drive cycle.

Bring the vehicle to a stop and retrieve Continuous Memory DTCs to verify the DTC P1000 has been erased.

hicle PreparationE: Vehicles equipped with Power Take Off (PTO) must have this system disengaged before proceeding. Verify by viewing the PTO PID

.

Attach a scan tool and access the ECT, FLI, IAT PIDs.Verify the IAT PID is between 10-38°C (50-100°F).

Verify the FLI PID is between 15% and 85% (only available on EVAP Running Loss systems).Warm the vehicle until the ECT PID reaches a minimum of 54°C (130°F).

Clear all DTCs with the scan tool by pressing CLEAR with the Key ON Engine OFF. P1000 will remain. Leave the key in the ON positistart the vehicle.

Access the On-Board System Readiness Menu on the scan tool to view the status of the OBD II monitors.Proceed with the OBD II Drive Cycle or selected monitor repair verification drive cycle. Once started, the engine must not be turned off.

gramming and RelearningCRIPTION

Electrically Erasable Programmable Read Only Memory is contained in an Integrated Circuit (IC) internally to the PCM. The EEPROM ehicle strategy as well as any calibration information specific to the vehicle.

C is reprogrammable and at times it may become necessary to reprogram or reflash the entire contents. This is usually due to either an afte

Documents

1999 Ford Explorer DTC's- Computer and Control Sys. Diagnosis