Engine Controls - Diagnostic Methods - 6.0L Diesel: Other Ford Econoline E150

Required Equipment

1. 23 Multimeter 105-00050 or equivalent. Input impedance 10 mega-ohm minimum.
2. Adapter, Oil Pressure Leak Test 303-756 or equivalent
3. Adapter, Compression Test 303-757 or equivalent
4. Adapter, High Pressure Pump Test 303-765 or equivalent
5. Adapter, High Pressure Rail Test 303-766 or equivalent
6. Adapter Set, Oil High Pressure Leakage 303-1071
7. ICP/EBC Adapter Cable 418-D003 (D94T-50 -A) or equivalent.
8. Pressure Test Adapter Kit 014-00761 or equivalent
9. Rotunda Smoke Machine, Fuel Evaporative Emission System Tester 218-00001 (522) or equivalent.
10. Scan Tool
11. Gauge 0-1.1 MPa (0 -160 psi) Bar 014-00761 or equivalent

Optional Equipment

1. R134A Manifold Gauge Set 176-R932A or equivalent.
2. Non-powered test lamp.
3. Vacuum/Pressure Tester 164-R0253 or equivalent. Range 101.3 kPa (0.30 in-Hg). Resolution 3.4 kPa (1 in-Hg).

Note. Refer to equipment user manual for details on tool accessories and function.

Data Link Connector

The DLC is located in the passenger compartment. It is attached under the instrument panel and accessible from the driver seat.

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

1. Refer to scan tool manufacturer manual for specific cables and/or adapters required for scan tool hookup.

Communication Error

It is possible to get a test fail error from a scan tool when initiating a test or viewing PIDs. The communication error could be caused by operator error, the vehicle wiring or connectors, or the powertrain control module (PCM) and other control modules connected to the DLC wiring. The PCM will respond to a scan tool whenever the scan tool requests a test. Some are normal responses to valid requests. The others are communication error responses. If the scan tool displays any of the test fail error responses re-initialize the scan tool. If the error is still present, GO to PINPOINT TEST AE: UNABLE TO ACTIVATE SELF TEST COMMUNICATION ERROR/DTC NOT LISTED , after checking scan tool connections, cable/adapters and entry of vehicle information. Verify auxiliary powertrain control (RPM control) is off when trying to perform self-tests.

Retrieve/Clear Continuous DTCs

Retrieve/CMDTCs is a functional test of the PCM. DTCs can be retrieved or cleared with the key on and the engine off or running. Unlike KOEO and KOER self-tests, which can only be activated on demand, the Continuous monitor is always active in monitoring the system. When a fault is detected, a DTC will be stored in memory to be retrieved at a later date, making it possible to diagnose intermittent faults. A P1000 DTC may be the only DTC displayed, indicating an incomplete OBD drive cycle (more drive time needed). The fuel injection control module (FICM) monitors the injector circuits for a fault continuously. The FICM sends failure information via CAN communications and a PCM DTC is set. CMDTCs indicate the injector electrical system failure.

Output State Control

The Output State Control (OSC) aids in servicing output actuators associated with the PCM. It allows the technician to energize and de-energize most of the system output actuators on command.

MIL DTCs

MIL DTCs are generated to alert the driver that there is a concern with the system or the vehicle is in Failure Management Effects Mode (FMEM). MIL DTCs are also used to indicate an emission concern. Non-MIL DTCs indicate a less serious or non-emission related concern with the system.

Special Notes

Before running Quick Test, always perform the necessary visual checks and safety precautions listed below.

Visual Check

1. Inspect the air cleaner and inlet ducting.
2. Check system wiring harness for proper connections, bent or broken pins, corrosion, loose wires, proper routing, etc.
3. Check the PCM, sensors and actuators for physical damage.
4. Check the engine coolant for proper level and mixture.
5. Check the transmission fluid level and quality.
6. Make all necessary repairs before continuing with Quick Test.

Vehicle Preparation

1. Perform ALL safety steps required to start and run vehicle tests. Apply parking brake, place shift lever firmly into PARK position (NEUTRAL on manual transmission), block drive wheels, etc.
2. Turn off ALL electrical loads - radios, lights, A/C, blower, fans, etc.
3. Start engine and bring up to normal operating temperature before running Quick Test.

Retrieve/Clear Continuous Memory DTCs

Connect the scan tool. Turn off accessories. If vehicle is equipped with an auxiliary powertrain control (RPM control), it must be turned off to perform self-tests.

1. Perform the necessary vehicle preparation and visual inspection. Refer to «QUICK TEST OPERATION»(ref-225538-S40905568902006031800000) .
2. Refer to the manufacturer manual for scan tool instructions.

Note. The following steps must be performed for the powertrain and transmission control modules.

1. Select RETRIEVE/CLEAR CONTINUOUS MEMORY DTCs
2. Turn key on.
3. Follow operating instructions from the menu.
4. Record DTCs and follow appropriate pinpoint test for continuous memory DTC diagnostics.
5. After test, cycle key to off before running other tests or driving vehicle.
6. Continuous memory DTCs must be cleared after repair is made.

KOEO/KOER Output State Control

Connect the scan tool. Turn off accessories. If vehicle is equipped with an auxiliary powertrain control (RPM control), it must be turned off to perform self-tests. The outputs will be limited during KOEO output state control.

1. Perform the necessary vehicle preparation and visual inspection. Refer to «QUICK TEST OPERATION»(ref-225538-S40905568902006031800000)
2. Refer to the manufacturer manual for scan tool instructions.
3. Select KOEO/KOER output state control
4. Follow special instructions on screen.
5. Use scan tool to access output PIDs.
6. Cycle output state on EGR, ICP, injectors, vistronic fan, VGT, RPM and fuel pump.
7. Select PIDs.
8. Activate OSC.
9. After test, cycle key to off before running other tests or driving vehicle.
10. Clear the DTCs.

Accumulating PCM Data

Accumulating PCM data can be done in a number of ways. Gather as much data as possible when the malfunction is occurring to prevent misdiagnosis. Data should be accumulated in different operating conditions and based on the customer description of the intermittent fault. Acquisition of PCM PID data using a scan tool is one of the easiest ways to gather information.

For information on the functions of your scan tool, Refer to the manufacturer manual for scan tool instructions.

Below is a list of the functions available

1. Selecting and viewing PIDs
2. Storing PIDs
3. Recording measurements along with PIDs
4. Playback of stored PIDs
5. Peripheral inputs

Comparing PCM Data

After the PCM values have been acquired, it is necessary to determine the fault area. Typically, it will require the comparison of the actual values from the vehicle to the typical values from Reference Value Charts in REFERENCE VALUES - 6.0L DIESEL .

Various Data Procedures

Once the fault area is identified, the circuit must be checked to determine if the wiring or component is at fault. Use any of the following methods to diagnose a suspected PCM wire circuit or device. Some methods are particular to a certain type of PCM device.

1. Change Condition to Cause Response by Input
2. Change Input and Verify Output Response
3. Click Testing/Output State Control
4. Coil Resistance (Solenoids/Relays)
5. Harness Opens
6. Harness Shorts

Change Condition to Cause Response by Input

The purpose is to verify sensor receives and responds to changes.

1. Select, view and record the appropriate sensor PID(s).
2. Create condition or cause condition to change.
3. If reading changes appropriately, then it should be operating OK. Examples: View EOT PID while engine warms up. It should change from a higher voltage (2.6V) for a cold engine, to a lower voltage as the engine warms up (0.6V). Move accelerator pedal, observe APP PID change. Press brake pedal, watch BOO PID change states.

Change Input and Verify Output Response

The purpose is to verify how the PCM and actuator circuit responds to sensor input.

1. Select, view the appropriate sensor PID(s).
2. Create condition to cause input condition to change.
3. Observe change (response) in actuator PID or actuator signal circuit measured by a measuring device. Example: Increase accelerator pedal position under load, observe RPM DSD PID and circuit change.

Coil Resistance (Solenoids/Relays)

The purpose is to measure the correct resistance value of device.

1. Key off.
2. DLC disconnected, from any scan tools.
3. Disconnect the component from vehicle harness.
4. Using an ohmmeter, measure across the component terminals in question.

OBD PID Data Monitor

The PID monitor for OBD offers real time evaluation of several emissions-related parameters. Most of these are related to the HO2S for which the diesel has no equivalent. The only parameters which apply to 6.0L diesel applications are DTC CNT, IAT, LOAD, MAP, MIL, RPM and VSS.

Accessing the PID Data Monitor

1. Refer to the manufacturer manual for scan tool instructions.

OBD Pending DTCs

Pending DTCs are DTCs that have only set during one drive cycle and may not have set the MIL yet. These DTCs may be identified using the Retrieve Pending DTCs Feature. Additionally, they will be found in the vehicle-specific mode RETRIEVE/CLEAR CONTINUOUS MEMORY DTCs from the instant that the DTC is set.

This function will only report pending failures that have occurred during the present drive cycle, but not indicate single failures that happened on any previous drive cycle.

1. Refer to the manufacturer manual for scan tool instructions.

Misfire Monitoring Supported

This menu pick can be used to determine if the misfire monitoring system is supported on your particular application. All emission-equipped 6.0L diesel vehicles under 14,000 lbs utilize misfire detection. When selecting this function, a message will be displayed on the screen: "test not supported by this module" or "test supported by this module."

Comprehensive Component Monitoring Supported

This menu pick can be used to determine if the comprehensive component monitoring system is supported on your particular application. All emission-equipped 6.0L diesel vehicles under 14,000 lbs utilize comprehensive component monitoring. When selecting this function, a message will be displayed on the screen: "test not supported by this module" or "test supported by this module."

Misfire Monitoring Status

This menu pick can be used to determine the status of the misfire monitoring system on your particular application. All emission-equipped 6.0L diesel vehicles under 14,000 lbs utilize misfire detection. When selecting this function, a message will be displayed on the screen: "test complete, or not applicable" or "test not complete."

Comprehensive Component Monitoring Status

This menu pick can be used to determine the status of the comprehensive component monitoring system on your particular application. All emission-equipped 6.0L diesel vehicles under 14,000 lbs utilize comprehensive component monitoring. When selecting this function, a message will be displayed on the screen: "test complete, or not applicable" or "test not complete."

PTO Status

This menu pick can be used to determine the status of the PTO system on your particular application. Some transmission OBD monitors are disabled during PTO operation. Vehicle must be out of PTO mode to clear P1000. When selecting this function, a message will be displayed on the screen: "PTO active" or "PTO non active."

FREEZE FRAME DATA TABLE

FREEZE FRAME DATA

Accessing Freeze Frame PID Data

1. Refer to the manufacturer manual for scan tool instructions.

The PID monitor for OBD offers real time evaluation of several emissions-related parameters. Most of these are related to the HO2S for which the diesel has no equivalent.

E-Series

Flash Electrically Eraseable Programmable Read Only Memory (EEPROM) is contained in an Integrated Circuit (IC) internal to the PCM. The EEPROM contains the vehicle strategy including calibration information specific to the vehicle and is capable of being reprogrammed or reflashed repeatedly.

As part of the calibration there is an area referred to as the Vehicle Identification (VID) block. The VID block must be programmed when replacing the PCM as described under Programming the VID Block for a Replacement PCM. Failure to perform this procedure may generate fault codes: P1635, P1639, VID Block not programmed or is corrupt. The VID block in an existing PCM can also be tailored to accommodate various hardware/parameter changes made to the vehicle since production. Failure to perform this procedure properly may generate fault code: P1635, Tire/Axle Ratio out of Acceptable Range is one of the main causes for code: P1639. This is described under Making Changes to the VID Block and also under Making Changes to the PCM Calibration. The VID block contains many items used by the strategy for a variety of functions. Some of these items include the VIN number, octane adjust, fuel octane, fuel type, vehicle speed limit, tire size, axle ratio, the presence of speed control and four wheel drive electronic shift on the fly versus manual shift on the fly. Only items applicable to vehicle hardware and supported by the VID block will be displayed on the scan tool.

When changing items in the VID block, the strategy will place range limits on certain items such as tire and axle ratio. The VID block is also limited to the number of times to be reconfigured. When this limit is reached, the scan tool will display a message indicating the need to flash the PCM again to reset the VID block.

Each of the procedures described below use the Worldwide Diagnostic System (WDS). Reprogramming can be performed by a local Ford dealer for any non-Ford facility. There are other Enhanced Scan Tools that may have reprogramming capabilities available. Refer to the manufacturers users manual for details.

Making Changes to the VID Block

A PCM which is programmed may require changes to be made to certain VID information to accommodate vehicle hardware. Refer to PCM/Module Reprogramming on the Scan Tool.

Drive Cycle Procedure

1. Key on. Do not crank until the WAIT TO START light cycles, or at least 10 seconds, whichever is greater.
2. Start the engine. Idle in PARK or NEUTRAL for 40 seconds.
3. The following outlines the appropriate conditions for running certain OBD monitors that require the engine to be under load: Accelerate steadily to third gear (M/T use fourth gear) and hold at 1500 RPM for 3 seconds. Accelerate steadily from 35 mph to 65 mph over approximately 15 seconds (M/T 11 seconds minimum). Repeat Step a three times while maintaining the conditions in Step . Before proceeding, turn all accessories off and disengage tow/haul.
4. Before continuing, EOT must exceed 60°C (140°F).
5. Idle the vehicle for 20 seconds in PARK or NEUTRAL.
6. Key off.
7. Start the engine. Idle in PARK or NEUTRAL for 40 seconds.
8. Rerun Quick Test.

Note. If P1000 is present after running the drive cycle: Rerun Step a , being certain to maintain a minimum MFDES of 35 mg/stroke above 2,000 RPM for 11 seconds. Also, maintain a minimum MFDES of 30 mg/stroke above 2,800 RPM for at least 6 seconds. Rerun Step 8 . MFDES must remain below 12 mg/stroke for 11 consecutive seconds.

The PID monitor for OBD offers real time evaluation of several emission-related parameters. The only parameters that apply to 6.0L diesel applications are DTC CNT, MAP, MIL, RPM and VSS.

1. Refer to the manufacturer manual for scan tool instructions.

Pending DTCs are DTCs that have only set during one drive cycle and may not have set the MIL yet. These DTCs can be identified using the Retrieve Pending DTCs feature. Additionally, they will be found in the vehicle-specific mode RETRIEVE/CLEAR CONTINUOUS MEMORY DTCs from the instant the DTC is set.

This function will only report pending failures that have occurred during the present or previous drive cycle, but will not indicate single failures that happened on any two previous drive cycles.

1. Refer to the manufacturer manual for scan tool instructions.

Recreating the Fault

Recreating the fault is the first step in isolating the cause of the intermittent symptom. If Freeze Frame Data is available, it may help in recreating the conditions at the time of a Malfunction Indicator Lamp Diagnostic Trouble Code (MIL-type DTC). Listed below are some of the conditions for recreating the fault.

Conditions To Recreate Fault

CONDITIONS RECREATE FAULT

PCM data can be accumulated in a number of ways. Gather as much data as possible when the malfunction is occurring to prevent misdiagnosis. Data should be accumulated during different operating conditions and based on the customer description of the intermittent fault. Reference the known good data values located in REFERENCE VALUES - 6.0L DIESEL . This will require recording data in four conditions for comparison: 1) KOEO, 2) HOT IDLE, 3) 30 mph and 4) 55 mph. Acquisition of PCM PID data using a scan tool is one of the easiest ways to gather information.

For information on the functions of your scan tool, Refer to the manufacturer manual for scan tool instructions.

Below is a list of the functions available

1. Selecting and viewing PIDs
2. Storing PIDs
3. Recording measurements along with PIDs
4. Playback of stored PIDs
5. Peripheral inputs

After the PCM values have been acquired, it is necessary to determine the fault area. Typically, it will require the comparison of the actual values from the vehicle to the typical values from Reference Value Charts in REFERENCE VALUES - 6.0L DIESEL .

Analyzing PCM Data

Once the fault area is identified, the circuit must be checked to determine if the wiring or component is at fault. When making circuit and component measurements, make sure all accessories and dome and hood lights are off. Use any of the following methods to diagnose a suspected PCM wire circuit or device. Some methods are particular to a certain type of PCM device.

1. Change Condition to Cause Response by Input
2. Change Input and Verify Output Response
3. Click Testing/Output State Control (Solenoids/Relays)
4. Coil Resistance (Solenoids/Relays)
5. Harness Opens
6. Harness Shorts

Change Conditions to Cause Response by Input

The purpose is to verify the sensor receives and responds to changes.

1. Select, view and record the appropriate sensor PID(s).
2. Create condition or cause condition to change.
3. If reading changes appropriately, then it should be operating OK. Examples: EOT should change from a higher voltage (2.6V) for a cold engine, to a lower voltage as the engine warms up (0.6V). Move accelerator pedal, observe APP PID change. Press brake pedal, watch BOO PID change states.

The purpose is to verify how the PCM and actuator circuit responds to sensor input.

1. Select, view and record the appropriate sensor PID(s).
2. Create condition to cause input condition to change.
3. Observe change (response) in actuator PID or actuator signal circuit measured by a measuring device.

The purpose is to measure the correct resistance value of a device.

1. Key off.
2. Data Link Connector (DLC) disconnected from any diagnostic tools.
3. Disconnect component from vehicle harness.
4. Using an ohmmeter, measure across the component terminals.

Glow Plug Lamp Cycles On/Glow Plugs Recycle/Engine Stumble/Stalls/No Accelerator Pedal Authority Until Return to Idle Position

A powertrain control module (PCM) reset occurs when the PCM momentarily "reboots" or is turned off and on while the engine is operating. If the condition occurs a single time, the engine will momentarily stumble and the PCM will go through a normal key on cycle, including turning the glow plug lamp and glow plugs on and will also attempt to validate the accelerator pedal position. If the pedal is not at the idle position when this fault occurs, pedal authority will not be allowed by the PCM until the accelerator pedal is released and the engine returns to idle.

Probable Causes

1. Momentary loss of power to the PCM or FICM: Defective power relays, shorted or open harness, intermittent connectors, poor grounds.
2. Momentary short to ground of VREF: Shorted harness or connector, damaged sensor (sensors that use VREF include - exhaust pressure (EP) sensor, injection control pressure (ICP) sensor, manifold absolute pressure (MAP) sensor, barometric pressure (BARO) sensor, accelerator pedal position (APP) sensor, exhaust gas recirculation (EGR) sensor.

Procedures

1. Check all power and ground connections for the PCM and FICM.
2. Inspect the CMP sensor and the CKP sensor harness connectors and the harness for a signal short to ground condition.
3. Remove and inspect the CMP camshaft position sensor and CKP crankshaft position sensor for possible damage.
4. If the PCM reset condition is repeatable, disconnect the following sensors one at a time and operate the engine to determine if the reset will reoccur: EP sensor, ICP sensor, MAP sensor, APP sensor, EGR sensor. Inspect each harness, including the connector upon removal.
5. Remove the valve covers and inspect the under valve cover wiring for possible rub through against the valve train.

Open Circuit (Continuity)

Disconnect the appropriate PCM harness. Measure the harness resistance between the suspect circuit at the harness connector and the appropriate PCM harness pin. The resistance must be less than 5 ohms.

Shorts to Ground

Measure the harness resistance between the suspect circuit at the harness connector and a reliable ground (B-, chassis or PWR GND at the PCM harness). The resistance must be greater than 10,000 ohms.

Shorts to Power

Key ON to power up circuit. Measure voltage between the suspect circuit at the harness connector and a reliable ground. The voltage must be less than 1.0 volt.