Ford training section2 diagnostic methods

Diagnostic MethodsContents Diagnostic Methods...2-1 Overview ...2-1 Diagnostic Tools...2-2 Scan Tool Setup and Functionality...2-3 Vehicle Check And Preparation...2-4 Visual Checks...2-4

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Diagnostic Methods

Contents

Diagnostic Methods 2-1 Overview 2-1 Diagnostic Tools 2-2 Scan Tool Setup and Functionality 2-3 Vehicle Check And Preparation 2-4 Visual Checks 2-4 Vehicle Preparation 2-4 Quick Test Description 2-5 Clear the Continuous Diagnostic Trouble Codes (DTCs)

and Reset the Emission Monitors Information in the Powertrain Control Module (PCM) 2-8 Resetting The Keep Alive Memory (KAM) 2-9

On Board System Readiness (OSR) Test 2-10 Output State Control (OSC) 2-11 One Touch Integrated Start System 2-11 Output Test Mode (OTM) 2-12 Parameter Identification (PID) 2-13 Freeze Frame Data 2-22

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Contents (Continued)

Flash Electrically Erasable Programmable Read Only Memory (EEPROM) 2-24 Diagnostic Monitoring Test Results Mode 6 2-27

On Board Diagnostic (OBD) Drive Cycle 2-28 Intermittent Diagnostic Techniques 2-34 Recreating the Fault 2-34 Accumulating PCM Data 2-34 Peripheral Inputs 2-35 Comparing PCM Data 2-35 Adaptive Fuel Diagnostic Trouble Code (DTC) Diagnostic

Techniques 2-36

2011Powertrain Control/Emissions Diagnosis, 8/2010

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Overview

When following powertrain diagnostics on vehicles with on board diagnostic (OBD), the system

may be checked by an off-board tester referred to as a scan tool This section contains informationfor carrying out diagnostics with a scan tool A scan tool has certain generic capabilities that arestandard across the automotive industry in the United States and Canada All functions are

selected from a menu Refer to the instruction manual provided by the tool manufacturer

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• Rotunda Smoke Machine, Fuel Evaporative Emission System Tester 218-00001 (522) or

equivalent

RECOMMENDED EQUIPMENT:

• Rotunda Vacuum/Pressure Tester 164-R0253 or equivalent Range 0-101.3 kPa (0-30 in-Hg.)Resolution 3.4 kPa (1 in-Hg.)

• Fuel Pressure Test Kit 310-D009 (D95L-7211A) or equivalent

• Fuel Pressure Test Adapter 310-180 or equivalent

• Digital Multimeter (DMM) FLU77-4 or equivalent

• Adjustable Ignition Spark Tester THX404 or equivalent

• Non-powered test lamp

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Scan Tool Setup and Functionality

Connect the scan tool to the data link connector (DLC) for communication with the vehicle

The DLC is located in the driver side compartment under the steering column It is attached to theinstrument panel and accessible from the driver seat

The DLC is rectangular in design and capable of accommodating up to 16 terminals The

connector has keying features to allow easy connection

The required scan tool functions are described below:

— monitor, record, and playback of parameter identification (PID)

— freeze frame PID data

— diagnostic test modes; self-test, clear diagnostic trouble codes (DTCs)

— output state control

— output test mode

— resetting keep alive memory (KAM)

— diagnostic monitoring test results (mode 6) for on board diagnostic (OBD) monitors

— on board system readiness (OBD monitor completion status)

Some of these functions are described in this section Refer to the scan tool manufacturer’s

instruction manual for specific information on scan tool setup and operation

International Standards Organization (ISO) 14229 DTC Descriptions

The ISO 14229 DTC is a set of common requirements for diagnostic systems The scan tool

displays a failure type and a status type with the DTC The types display additional information onthe scan tool for the condition that set the DTC For a list of failure type descriptions, refer to

Section 1, Powertrain Control Software, International Standards Organization (ISO) 14229

Diagnostic Trouble Code (DTC) Descriptions

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Vehicle Check And Preparation

Before using the scan tool to carry out any test, refer to the important Safety Notice located at thebeginning of this manual and the necessary visual checks listed below

Visual Checks

• Inspect the air cleaner and inlet duct

• Check all engine vacuum hoses for damage, leaks, cracks, kinks, and proper routing

• Check the electronic engine control (EEC) system wiring harness for proper connections, bent orbroken pins, corrosion, loose wires, and proper routing

• Check the powertrain control module (PCM), sensors, and actuators for physical damage

• Check the engine coolant for proper level and mixture

• Check the transmission fluid level and quality

• Make all necessary repairs before continuing with the quick test Refer to Quick Test in this

section for additional information

Vehicle Preparation

• Carry out all safety steps required to start and run vehicle tests Apply the parking brake, placethe gear selector lever firmly into the PARK position on automatic transmission vehicles or

NEUTRAL on manual transmission vehicles, and block the drive wheels

• Turn off all electrical loads such as radios, lamps, A/C, blower, and fans

• Start the engine (if the engine runs) and bring it up to the normal operating temperature beforerunning the quick test

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Quick Test Description

Quick Test

The quick test is divided into 3 specialized tests:

(1) Key On Engine Off (KOEO) On Demand Self-Test

(2) Key On Engine Running (KOER) On Demand Self-Test

(3) Continuous Memory Self-Test

The quick test checks the integrity and function of the electronic engine control (EEC) system andoutputs the test results when requested by the scan tool The quick test also provides a quick

check of the powertrain control system, and is usually carried out at the start of each diagnosticprocedure with all accessories off The quick test is also carried out at the end of most pinpointtests for verification of the repair and to make sure no other concerns are incurred while repairing

a previous concern A system pass is displayed when no diagnostic trouble codes (DTCs) are

output and a scan tool communication error does not exist System pass means that hardware

monitored by the powertrain control module (PCM) is functioning within the normal operating limits.Only a system pass, a DTC, or an incomplete on board diagnostic (OBD) drive cycle is displayed.For applications that use a stand-alone transmission control module (TCM) the PCM does not

output TCM DTCs For TCM self-test and diagnostics, refer to the Workshop Manual Section

307-01 Automatic Transmission

Key On Engine Off (KOEO) On Demand Self-Test

The KOEO on demand self-test is a functional test of the PCM carried out on demand with the key

on and the engine off This test carries out checks on certain sensor and actuator circuits A

concern must be present at the time of testing for the KOEO self-test to detect the concern When

a concern is detected, a DTC is output on the data link at the end of the test as requested by thescan tool

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

The KOER on demand self-test is a functional test of the PCM carried out on demand with the key

on, the engine running and the vehicle stopped A check of certain inputs and outputs is made

during operating conditions and at a normal operating temperature The brake pedal position,

transmission control, and the power steering tests are part of the KOER on demand self-test andmust be carried out during this operation if applicable These are described below A concern must

be present at the time of testing for the KOER on demand self-test to detect the concern When aconcern is detected, a DTC is output on the data link at the end of the test as requested by thescan tool

Brake Pedal Position (BPP) Test

The BPP test checks the ability of the EEC system to detect a change of state in the BPP switch.The brake pedal is briefly applied and released on all vehicles equipped with a BPP input This isdone during a KOER on demand self-test

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Power Steering Pressure (PSP) Test

The PSP test checks the ability of the EEC system to detect a change in the power steering

system fluid pressure The steering wheel is briefly turned at least 1/4 of a revolution on vehiclesequipped with a PSP switch or sensor This is done during a KOER on demand self-test

Transmission Control Switch (TCS) Test

The TCS test checks the ability of the EEC system to detect a change of state in the TCS Theswitch is briefly cycled on all vehicles equipped with a TCS input This is done during a KOER ondemand self-test

Continuous Memory Self-Test

The continuous memory self-test is a functional test of the PCM carried out under any condition(engine running or off) with the key on Unlike the KOEO and KOER self-tests, which can only beactivated on demand, the continuous self-test is always active A concern does not need to be

present when accessing continuous memory self-test DTCs, making the test valuable when

diagnosing intermittent concerns The vehicle may need to be driven or the OBD drive cycle

completed to allow the PCM to detect a concern Refer to On Board Diagnostic (OBD) Drive Cycle

in this section for more information When a concern is stored in memory, a DTC is output on thedata link when requested by the scan tool

There are two types of continuous DTCs The first type is an emission-related code which

illuminates the malfunction indicator lamp (MIL) in the instrument cluster The second is a

non-emission related, non-MIL DTC which does not illuminate the instrument cluster indicator

For emission-related MIL DTCs, the PCM stores the DTC in continuous memory when a concern

is detected for the first time At this point the DTC does not illuminate the MIL and is considered apending code The purpose of pending codes is to assist in repair verification by reporting a

pending DTC after one drive cycle If the same concern is detected after the next drive cycle, theemission-related MIL code illuminates the MIL and sets both a confirmed MIL DTC and a

permanent DTC The MIL remains illuminated even if the concern is intermittent A permanent

DTC is stored until three consecutive passing drive cycles have been completed after a repair andthe MIL turns off, or after a request to clear DTCs has been made using the scan tool and the

next monitoring cycle has completed and passed for that DTC

Confirmed emission-related MIL DTCs and any non-emission related, non-MIL DTCs are erasedapproximately 40 vehicle warm-up cycles after the concern was last detected, or if the DTCs arecleared by the scan tool

Pending emission-related MIL DTCs that never detect a concern on a second consecutive drivecycle (and never light the MIL) are not retained in memory for any number of vehicle warm-up

cycles; they are immediately cleared when the next monitoring cycle has completed and passedfor that DTC, or until a request to clear DTCs has been made by the scan tool

Any scan tool that meets OBD requirements can access the continuous memory to retrieve

emission-related MIL DTCs However, not all scan tools access pending and non-emission related,non-MIL DTCs in the same way

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During most diagnostic procedures in this manual, it is required that all DTCs be retrieved and

cleared Permanent DTCs cannot be directly cleared by the scan tool When a scan tool clearsDTCs, pending and confirmed DTCs are immediately cleared Permanent DTCs will not clear untilthe next monitoring cycle has completed and passed for that DTC For additional information, refer

to Section 1, Powertrain Control Software, Permanent Diagnostic Trouble Code (DTC)

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Clear the Continuous Diagnostic Trouble Codes (DTCs) and Reset the Emission Monitors Information in the Powertrain

Diagnostic (OBD) Drive Cycle in this section

The following events occur when the continuous DTCs and the emission monitors information iscleared from the PCM:

• the number of DTCs is reset

• the DTCs are cleared (on vehicles with permanent DTCs, additional vehicle operation is required

to complete and pass the appropriate monitors to complete the clearing of permanent DTCs)

• the freeze frame data is cleared

• the diagnostic monitoring test results are reset

• the status of the OBD system monitors is reset

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Resetting The Keep Alive Memory (KAM)

Description

Resetting the KAM returns the powertrain control module (PCM) memory to its default setting

Adaptive learning contents such as adaptive airflow, idle speed, refueling event, and fuel trim areincluded Clear the continuous diagnostic trouble codes (DTCs) in the PCM and reset the emissionmonitors information, is part of a KAM reset Refer to Clear the Continuous Diagnostic Trouble

Codes (DTCs) and Reset the Emission Monitors Information in the Powertrain Control Module

(PCM) in this section Both can be useful in post-repair testing

After the KAM has been reset, the vehicle may exhibit certain driveability concerns It is necessary

to allow the engine to idle at normal operating temperature with the A/C off for 2 minutes Thendrive the vehicle to allow the PCM to learn the values for optimum driveability and performance.This function may not be supported by all scan tools Refer to the scan tool manufacturer’s

instruction manual

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

some vehicles

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On Board System Readiness (OSR) Test

Description

All on board diagnostic (OBD) scan tools display the on board system readiness (OSR) test TheOSR displays the supported monitors on the vehicle and the status of all monitors (complete or notcomplete) at that time Fuel, misfire, and comprehensive component monitors (CCMs) run

continuously and always display a YES status Clearing the continuous diagnostic trouble codes(DTCs) and resetting the emission monitors information in the powertrain control module (PCM), orresetting the keep alive memory (KAM) causes the non-continuous monitors to change to a NOstatus

A detailed description of completing the OBD monitors is found in this section Refer to On BoardDiagnostic (OBD) Drive Cycle

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Output State Control (OSC)

Description

WARNING: Safety must be observed when using OSC Failure to follow these

instructions may result in personal injury.

The OSC aids in diagnosing output actuators associated with the powertrain control module (PCM)for the engine This mode allows the technician to command the individual actuator state For

example, the output can be enabled or disabled, the duty cycle or the angle of the output can beincreased or decreased OSC is used to help test the electrical, hydraulic or mechanical

components of the vehicle This function is supported by the vehicle strategy but may not be

present on all vehicles or available on all scan tools

Retrieve the continuous codes and carry out a key on, engine off (KOEO) and key on, engine

running (KOER) on demand self-test before using any OSC Any diagnostic trouble codes (DTCs)related to the transmission range (TR) sensor, output shaft speed (OSS) sensor or the vehicle

speed sensor (VSS) must be fixed or the PCM does not allow the OSC to operate

Each OSC function has a unique set of vehicle operating requirements that the technician is

required to meet before operating the OSC If the vehicle requirements are not met while

commanding the OSC value, an error message appears When the error message is received,

OSC is canceled

To confirm the scan tool sent the OSC value and the PCM has accepted the OSC substitution, acorresponding parameter identification (PID) for each OSC parameter must be monitored

One Touch Integrated Start System

Some vehicles are equipped with one touch integrated start system It may be necessary to

disable the one touch integrated start system to carry out diagnostic procedures that require

extended cranking Connect the scan tool, access the PCM and select the one touch integratedstart system control PID to disable the system

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Output Test Mode (OTM)

Description

WARNING: Safety must be observed when using OTM.

— When all outputs are on, the electric fuel pump is briefly energized Make sure the fuel system is intact and is not being repaired at this time.

— When low speed or high speed fan control(s) are turned on, make sure the fan blades are clear of any obstruction.

Failure to follow these instructions may result in personal injury.

The OTM aids in diagnosing output actuators associated with the powertrain control module

(PCM) This mode allows the technician to energize and de-energize most of the system outputactuators on command When entering OTM, the outputs can be turned off and on without

activating the fan control The low and high speed fan controls may be turned on separately

without energizing the other outputs This function is supported by each vehicle strategy and maynot be available on all scan tools

As a safety precaution, OTM defaults to the off state after 10 minutes, and the fuel pump off stateafter approximately 7-10 seconds OTM also turns off after the vehicle is started or after cyclingthe key OFF then ON

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Parameter Identification (PID)

Description

The PID mode allows access to powertrain control module (PCM) information This includes

analog and digital signal inputs and outputs along with calculated values and the system status.There are two types of PID lists available and both are used throughout this manual The first isthe generic (J1979) OBD PID list This is a standard set of PIDs that all scan tools must be able toaccess The second is a Ford specific (J2190) list which can be accessed by an appropriate scantool When accessing any of these PIDs, the values are continuously updated The generic or FordPID list provides definitions and values in appropriate units For more information, refer to the

Society of Automotive Engineers (SAE) document J2205

Generic OBD PID List

An X in the Freeze Frame column denotes both a mode 1 and mode 2 PID (real time and freezeframe)

Measurement

X CATEMP11 Catalyst Temperature Bank 1, Sensor 1 Degrees

X CLRWRMUP Number of Warm Ups Since DTCs Cleared Units

X FUEL SYS1 Fuel System Feedback Control Status Bank 1 Open Loop /

Closed Loop

X FUEL SYS2 Fuel System Feedback Control Status Bank 2 Open Loop /

Closed Loop

(kamref1) From Stoichiometry Which Is Considered Long Term

(Continued)

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Measurement

(kamref2) From Stoichiometry Which Is Considered Long Term

PSI/inHg

OBD I OBD Combination of

or None

X SHRTFT1 Current Bank Fuel Trim Adjustment (lambse1) %

From Stoichiometry Which Is Considered Short Term

(lambse1) From Stoichiometry Which Is Considered Short Term

a Percent engine load adjusted for atmospheric pressure.

Ford PID List

Note: This is not a complete list of Ford PIDs available This is a list of Ford PIDs in this manual

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APP MAXDIFF Maximum Difference between APP1 and APP2 Degrees

CPP/PNP Clutch Pedal Position/Park Neutral Position Switch Input Neutral/Drive

EONV RDY EVAP Monitor Test Ready at Next Key Off Ready/Not Ready

(Continued)

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EVAPCP Evaporative Emissions Canister Purge Valve Percent/On/Off

EVAPCV Evaporative Emissions Canister Purge Vent Control Percent/On/Off

EVAPCV F Evaporative Emissions Canister Purge Vent Fault Fault/No Fault

EVAPSOAK Evaporative Emissions Monitor Soak Conditions are Met Yes/No

EVAPSTA Evaporative Emissions Monitor Completed Cycle Status

EVAP ACTIVE Evaporative Emissions Activation Switch Position at Start Detection Yes/No

EVAP COMLIN F Evaporative Emissions Module Communication Line Status Fault/No Fault

EVAP SWITCH Evaporative Emissions Actual Switch Position Open/Closed

EVMV Electronic Vapor Management Valve Commanded Current Current

(Continued)

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Closed Loop

HTR12F Bank 1 Sensor 2 HO2S Heater Circuit Fault Fault/No Fault

HTRCM11 Bank 1 Sensor 1 O2S Heater Circuit Current Current

IMRC1M Intake Manifold Runner Control Monitor Input Bank 1 Volts

IMRCM Intake Manifold Runner Control Monitor Input Volts

INJ1F-8F Fuel Injector Primary Fault (Cylinders 1-8) Yes/No

INJ9F-10F Fuel Injector Primary Fault (Cylinders 9 and 10) Yes/No

(Continued)

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Flow

Pressure

O2 DS DISBL Downstream Oxygen Sensor Fuel Control Disabled Yes/No

O2 DS1 ERR Downstream Closed Loop Input Error Bank 1 Volts

O2 DS2 ERR Downstream Closed Loop Input Error Bank 2 Volts

O2S11 HTR Commanded Duty Cycle for the O2S11 Heater Output Percentage

O2S11 TR O2 Sensor Trim Circuit Resistance 11 NTK Sensor Resistance

O2S21 HTR Commanded Duty Cycle for the O2S21 Heater Output Percentage

O2S21 TR O2 Sensor Trim Circuit Resistance 21 NTK Sensor Resistance

(Continued)

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