Engine Controls - Diagnostic Methods - (Hybrid): Diagnosis Ford Escape I facelift 2

Diagnostic Tools

Below is an equipment list with corresponding part numbers

REQUIRED SAFETY EQUIPMENT

Note. The rubber insulating gloves are to be worn while working on high-voltage components or high-voltage cables. They must be inspected before use and must be worn in conjunction with the leather outer glove. Any hole in the rubber glove is a potential entry point for high voltage. To inspect the glove roll it up from the open end until the lower portion of the glove begins to balloon from the resulting pressure. If the glove leaks any air it must not be used.

1. Rubber insulating gloves NOTE: The buffer zone is required only when working with the high-voltage components or cables. Position 4 orange safety cones around the corners of the vehicle to mark off a 1 meter (3 feet) perimeter around the vehicle.
2. 4 safety cones NOTE: The safety face shield is to be worn while working on high-voltage components or high-voltage cables.
3. Safety face shield

Scheme 108

REQUIRED EQUIPMENT

1. Vehicle Communication Module (VCM) and Integrated Diagnostic System (IDS) software with appropriate hardware, or equivalent scan tool with functionality described under Scan Tool Setup and Functionality.
2. Rotunda Smoke Machine, Fuel Evaporative Emission System Tester 218-00001 (522) or equivalent.

RECOMMENDED EQUIPMENT

1. Rotunda Vacuum/Pressure Tester 164-R0253 or equivalent. Range 0-101.3 kPa (0-30 in-Hg.) Resolution 3.4 kPa (1 in-Hg.)
2. Rotunda Vacuum Tester 014-R1054 or equivalent. Range 0-101.3 kPa (0-30 in-Hg.)
3. Rotunda 73III Automotive Meter 105-R0057 or equivalent. Input impedance 10 Megaohm minimum
4. Spark Tester D81P-6666-A (303-D037) or equivalent
5. Non-powered test lamp

OPTIONAL EQUIPMENT

1. Rotunda Fuel (Gasoline) pressure test kit 134-R0087 or equivalent (Use tool manufacturer's instructions.)

Scan Tool Set-up 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. It is attached to the lower instrument panel under the steering column and is 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 make sure the test equipment connector remains mated when correctly connected.

The required scan tool functions are listed below

1. Monitor, record, and playback of parameter identification (PIDs)
2. Freeze frame PID data
3. Diagnostic test modes; self-test, clear diagnostic trouble codes (DTCs)
4. Output state control
5. Output test mode
6. Resetting keep alive memory (KAM)
7. Diagnostic monitoring test results for on-board diagnostic (OBD) on-board monitors
8. On-board system readiness (OBD monitor completion status)

Some of these functions are described in this part. Refer to the scan tool manufacturer's article for specific information on scan tool set-up and operation.

Quick Test

The quick test is divided into 3 specialized tests

1. Key On Engine Off (KOEO) On-Demand Self-Test
2. Key On Engine Running (KOER) On-Demand Self-Test
3. Continuous Memory Self-Test

The quick test checks the integrity and function of the electronic engine control (EEC) system, and the hybrid-electric system. The results of the quick test are requested and displayed on the scan tool. The quick test also provides a quick end check of both the powertrain control system and the hybrid-electric system. It is usually carried out at the start of each diagnostic procedure with all accessories off. The quick test is also carried out at the end of most pinpoint tests for verification of the repair and to make sure no other faults were incurred while repairing a previous fault. 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) or the transaxle control module (TCM) is functioning within the normal operating limits. Only a system pass, a DTC, or an incomplete on board diagnostic (OBD) drive cycle (P1000) is displayed.

Note. Do not carry out consecutive quick tests without turning the key to OFF position for a minimum of 15 seconds.

Note. Some faults within the hybrid-electric system may prevent the TCM from executing the KOEO on-demand self-test. When one or more of the following DTCs are stored in the TCM continuous memory the KOEO on-demand self-test is not executed: P0613, P0A90, P0A1B, P0A1A, P2806, P0A0A, and U0294.

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

The KOEO on-demand self-test is a functional test of the PCM or the TCM, and is carried out on demand with the key in the ON position and the engine OFF. This test carries out checks on certain input and output circuits. A fault must be present at the time of testing for the KOEO self-test to detect the fault. When a fault is detected, a DTC is output on the data link at the end of the test when requested by a scan tool. The KOEO on-demand self-test can be executed with the gear selector in PARK only.

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

The KOER on-demand self-test is a functional test of the PCM, and is carried out on-demand with the key in the START position, the engine running and the vehicle stopped. A check of certain inputs and outputs is made during operating conditions and at a normal temperature. The brake pedal position (BPP) test is a part of the KOER on-demand self-test and must be carried out during this operation. A fault must be present at the time of testing for the KOER on-demand self-test to detect the fault. When a fault is detected, a DTC is output on the data link at the end of the test when requested by a scan tool. The KOER on-demand self-test can be executed with the gear selector in PARK only.

Brake Pedal Position (BPP) Test

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

Continuous Memory Self-Test

Note. In order to retrieve the DTCs, the scan tool communication protocol must be compatible with the vehicle communication protocol.

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 be activated 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 on board diagnostic (OBD) drive cycle completed to allow the PCM to detect a concern. Refer to ON BOARD DIAGNOSTIC (OBD) DRIVE CYCLE for more information. When a concern is stored in memory, a DTC is output on the data link when requested by the scan tool.

There are 3 types of continuous DTCs

1. an emission-related malfunction indicator lamp (MIL) code which illuminates the CHECK ENGINE indicator in the instrument cluster.
2. a non-emission related, non-MIL code which does not illuminate the CHECK ENGINE indicator, but illuminates the powertrain malfunction indicator (wrench), HAZARD, or both indicators.
3. a non-emission, non-MIL code which does not illuminate any indicators.

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 a pending code. The purpose of pending codes is to assist in repair verification by reporting a pending DTC after one drive cycle. If the same concern is detected after the next drive cycle, the emission-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 and the 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 erased approximately 40 vehicle warm-up cycles after the concern was last detected, or if the DTCs are cleared by the scan tool.

Pending emission-related MIL DTCs that never detect a concern on a second consecutive drive cycle (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 passed for 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.

During most diagnostic procedures in this article, it is required that all DTCs be retrieved and cleared. Permanent DTCs cannot be directly cleared by the scan tool. When a scan tool clears DTCs, pending and confirmed DTCs are immediately cleared. Permanent DTCs will not clear until the next monitoring cycle has completed and passed for that DTC. For additional information, refer to POWERTRAIN CONTROL SOFTWARE , Permanent Diagnostic Trouble Code (DTC).

Engine Cranking Diagnostic Mode

Note. Access the traction battery control module (TBCM) and monitor the traction battery state of charge PID. If the monitored PID displays the state of charge below 45%, start and idle the engine with full A/C ON. When the traction battery state of charge exceeds 45%, the engine cranking diagnostic mode can be activated.

The engine cranking diagnostic mode is a powertrain control module (PCM) strategy which is separate from the normal operating strategy. It allows the engine to crank in a similar fashion as a conventional vehicle with the fuel disabled. When in this mode, the PCM commands the transaxle control module (TCM) to spin the generator which cranks the engine with the speed between 900 and 1,200 RPM. To activate the engine cranking diagnostic mode the gear selector must be in the PARK position, the traction battery state of charge must be greater than 45%, and the key must be cycled to the START position. The engine cranks as long as the traction battery state of charge stays greater than 35%. The hazard indicator (red triangle) flashing once per second indicates that the vehicle is in the engine cranking diagnostic mode. In this mode the throttle plates can be moved from closed to open or open to closed position. After moving the throttle plate position twice, function may be disabled and diagnostic trouble code (DTC) P2111 may set. To carry out this function again, clear the DTCs and enter this mode again. Refer to ENGINE - 2.5L for complete operation procedure to move the throttle plate position. This mode is helpful whenever the engine must be cranked but not started. Carry out the following sequence to activate this mode

1. apply the parking brake
2. place the gear selector in the PARK position
3. key in the OFF position NOTE: Do not start the engine.
4. key in the ON position with the engine OFF
5. within 5 seconds of the key in the ON position, fully apply the accelerator pedal and hold for 10 seconds
6. within 5 seconds release the accelerator pedal, shift the gear selector to the NEUTRAL position and fully apply the accelerator pedal
7. hold the accelerator pedal fully applied for 10 seconds
8. release the accelerator pedal and shift the gear selector to the PARK position

If the sequence is correctly executed the instrument cluster hazard indicator (red triangle) flashes once per second when the gear selector is shifted to the PARK position. The engine may be cranked by cycling the key to the START position. If the key stays in the START position for 15 seconds or longer, the PCM may set the DTC P2535. The PCM exits the engine cranking diagnostic mode when the traction battery state of charge drops below 35%, the gear selector is shifted to any gear other than PARK, or when the key is turned to the OFF or ACC position.

Engine Running Diagnostic Mode

The engine running diagnostic mode is a PCM strategy which is separate from the normal operating strategy. When in this mode, the engine is running and does not turn off, as it does during the normal operation. The engine RPM may be increased to the desired speed as the vehicle is in the pedal follower mode. To activate the engine running diagnostic mode the gear selector must be in the PARK position, and the key cycled to the START position. The engine is allowed to idle as long as the powertrain and hybridelectric systems operate within the calibrated limits. The powertrain malfunction indicator (wrench) flashing once per second indicates the vehicle is in the engine running diagnostic mode. This mode is helpful whenever the engine must stay running for diagnostics and repairs that require the engine to be idling for extended time. Carry out the following sequence to activate this mode

1. apply the parking brake
2. place the gear selector in the PARK position
3. key in the OFF position NOTE: Do not start the engine.
4. key in the ON position with the engine OFF
5. within 5 seconds of the key in the ON position, fully apply the accelerator pedal and hold for 10 seconds
6. within 5 seconds release the accelerator pedal, shift the gear selector to the DRIVE position and fully apply the accelerator pedal
7. hold the accelerator pedal fully applied for 10 seconds
8. release the accelerator pedal and shift the gear selector to the PARK position

If the sequence is correctly executed the instrument cluster powertrain malfunction indicator (wrench) flashes once per second when the gear selector is shifted to the PARK position. The engine may be started by cycling the key to the START position. The PCM exits the engine running mode when the gear selector is shifted to any gear other than PARK, when the key is turned to the OFF or ACC position, or the powertrain or hybrid-electric system exceeds calibrated limits.

Diagnostic Monitoring Test Results - Mode 6

The purpose of mode 6 is to allow access to the results of the on board diagnostic (OBD) monitor diagnostic test results. The test values are stored at the time of the particular monitor completion. Refer to Mode 6 on the scan tool for test information.

Intermittent Diagnostic Techniques

Intermittent diagnostic techniques help find and isolate the root cause of intermittent faults associated with the electronic engine control (EEC) or the hybrid-electric system. The information is organized to help find the fault and carry out the repair. The process of finding and isolating an intermittent fault starts with recreating a fault symptom, accumulating powertrain control module (PCM) data, and comparing that data to typical values, then analyzing the results. Refer to the scan tool users article for the functions described below.

Before proceeding, be sure that

1. Customary mechanical system tests and inspections do not reveal a concern. (Remember, mechanical component conditions can make a PCM system react abnormally.)
2. Technical Service Bulletins (TSBs) and On-line Automotive Service Information System (OASIS) messages, if applicable, are reviewed.
3. Quick test and associated diagnostic subroutines have been completed without finding a fault, and the symptom is still present.

Adaptive Fuel Diagnostic Trouble Code (DTCs) Diagnostic Techniques

Adaptive fuel DTCs diagnostic techniques help isolate the root cause of the adaptive fuel concern. Before proceeding, attempt to verify if any driveability concerns are present. These diagnostic aids are meant as a supplement to the pinpoint test steps. For a description of fuel trim, refer to POWERTRAIN CONTROL SOFTWARE .

Obtain Freeze Frame Data

Freeze frame data can be helpful in duplicating and diagnosing adaptive fuel concerns. This data (a snapshot of certain PID values, recorded at the time the DTC was stored in continuous memory) is helpful to determine how the vehicle was being driven when the fault occurred, and can be especially useful on intermittent concerns. Freeze frame data, in many cases, can help to isolate possible areas of concern as well as rule out others. Refer to FREEZE FRAME DATA for a more detailed description of this data.

Using the LONGFT1 PID

The LONGFT1 PID can be useful for diagnosing fuel trim concerns. A negative PID value indicates the fuel is being reduced to compensate for a rich condition, while a positive PID value indicates the fuel is being increased to compensate for a lean condition. It is important to know that there is a separate LONGFT value that is used for each RPM/load point of engine operation. When viewing the LONGFT1 PID, the value may change a great deal as the engine is operated at different RPM and load points. This is because the fuel system may have learned corrections for fuel delivery concerns that can change as a function of engine RPM and load. The LONGFT1 PID displays the fuel trim currently being used at that RPM and load point. Observing these changes in LONGFT1 can help when diagnosing fuel system concerns. For example

1. A contaminated MAF sensor results in a LONGFT1 correction value that is negative at idle (reducing fuel), but positive (adding fuel) at higher RPM and loads.
2. Vacuum leaks result in large, rich corrections (positive LONGFT1 value) at idle, but little or no correction at higher RPM and loads.
3. A plugged fuel filter results in no correction at idle, but large rich corrections (positive LONGFT1 value) at high RPM and load.

Resetting Long Term Fuel Trims

Long term fuel trim corrections can be reset by resetting the PCM keep alive memory (KAM). Refer to RESETTING THE KEEP ALIVE MEMORY (KAM) . After making a fuel system repair, the KAM must be reset. For example, if dirty/plugged injectors cause the engine to run lean and generate rich long term corrections, replacing the injectors and not resetting KAM, now makes the engine run very rich. The rich correction eventually is learned out during closed loop operation, but the vehicle may have poor driveability and have high CO emissions while it is learning.

P0171 System Too Lean Diagnostic Aids

Note. If the system is lean at certain conditions, then the LONGFT PID would be a positive value at those conditions, indicating that increased fuel is needed.

The ability to identify the type of lean condition causing the concern can be crucial to a correct diagnosis.

Air Measurement System

With this condition, the engine may actually run rich or lean of stoichiometric (14.7:1 air/fuel ratio) if the powertrain control module (PCM) is not able to compensate enough to correct for the condition. One possibility is that the mass of air entering the engine is actually greater than what the mass air flow (MAF) sensor is indicating to the PCM. For example, with a contaminated MAF sensor, the engine runs lean at higher RPM because the PCM delivers fuel for less air than is actually entering the engine.

For example, MAF sensor measurement is inaccurate due to a corroded connector, contamination or dirty connector. A contaminated MAF sensor typically results in a rich system at low airflows (PCM reduces fuel) and a lean system at high airflows (PCM increases fuel).

Vacuum Leaks/Unmetered Air

With this condition, the engine may actually run lean of stoichiometric (14.7:1 air/fuel ratio) if the PCM is not able to compensate enough to correct for the condition. This condition can be caused by unmetered air entering the engine, or due to a MAF concern. In this situation, the volume of air entering the engine is actually greater than what the MAF sensor is indicating to the PCM. Vacuum leaks normally are most apparent when high manifold vacuum is present (for example, during idle or light throttle). If freeze frame data indicates the fault occurred at idle, a check for vacuum leaks/unmetered air might be the best starting point.

For example, loose, leaking or disconnected vacuum lines, intake manifold gaskets or O-rings, throttle body gaskets, brake booster, air inlet tube, stuck/frozen/aftermarket PCV valve, and unseated engine oil dipstick.

Insufficient Fueling

With this condition, the engine may actually run lean of stoichiometric (14.7:1 air/fuel ratio) if the PCM is not able to compensate enough to correct for the condition. This condition can be caused by a fuel delivery system concern that restricts or limits the amount of fuel being delivered to the engine. This condition normally is most apparent when the engine is under a heavy load and at high RPM, when a higher volume of fuel is required. If the freeze frame data indicates that the fault occurred under a heavy load and at higher RPM, a check of the fuel delivery system (checking fuel pressure with engine under a load) might be the best starting point.

For example, low fuel pressure, fuel pump, fuel filter, fuel leaks, restricted fuel supply lines, and fuel injector concerns.

Exhaust System Leaks

In this type of condition, the engine may actually be running rich of stoichiometric (14.7:1 air/fuel ratio) because the fuel control system is adding fuel to compensate for a perceived (not actual) lean condition. This condition is caused by oxygen (air) entering the exhaust system from an external source. The HO2S reacts to this exhaust leak by increasing fuel delivery. This condition causes the exhaust gas mixture from the cylinder to be rich.

For example, exhaust system leaks upstream or near the HO2S, and poorly welded/leaking HO2S boss.

P0172 System Too Rich Diagnostic Aids

Note. If the system is rich at certain conditions, then the LONGFT PID is negative value at that airflow, indicating that decreased fuel is needed.

System rich concerns are usually caused by fuel system concerns, although the MAF sensor, and base engine (for example, engine oil contaminated with fuel) should also be checked.

Air Measurement System

With this condition, the engine may actually run rich or lean of stoichiometric (14.7:1 air/fuel ratio) if the PCM is not able to compensate enough to correct for the condition. One possibility is that the mass of air entering the engine is actually less than what the MAF sensor is indicating to the PCM. For example, with a contaminated MAF sensor, the engine runs rich at idle because the PCM delivers fuel for more air than is actually entering the engine.

For example, MAF sensor measurement is inaccurate due to a corroded connector, contamination/dirt. A contaminated MAF sensor typically results in a rich system at low airflows (PCM reduces fuel) and a lean system at high airflows (PCM increases fuel).

Fuel System

With this condition, the engine may actually run rich of stoichiometric (14.7:1 air/fuel ratio) if the PCM is not able to compensate enough to correct for the condition. This situation can be caused by a fuel delivery system that is delivering excessive fuel to the engine.

For example

1. EVAP canister purge valve leak (if canister is full of vapors, introduces extra fuel).
2. fuel injector leaks (injector delivers extra fuel).
3. fuel pressure regulator causes excessive fuel pressure (system rich at all airflows), fuel pressure is intermittent, going to pump deadhead pressure, then returning to normal after the engine is turned off and restarted)

Base Engine

Engine oil contaminated with fuel can contribute to a rich running engine.