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

Vehicle Check/Preparation

Before using the scan tool to carry out any test, refer to the Important Safety Notice located in the Introduction of this article and the necessary visual checks listed below.

Visual Checks

1. Inspect the air cleaner and inlet duct.
2. Check all engine vacuum hoses for damage, leaks, cracks, kinks and correct routing.
3. Check the powertrain control module (PCM) or transaxle control module (TCM) wiring harness for correct connections, bent or broken pins, corrosion, loose wires and correct routing.
4. Examine all high voltage cables and connectors for secure connection, damaged, burned or overheated insulation and loose or broken condition.
5. Verify the traction battery high voltage service plug is correctly connected.
6. Verify the front and rear inertia fuel shutoff (IFS) switches are not tripped.
7. Check the PCM, sensors, and actuators for physical damage.
8. Check the engine coolant for correct level and mixture.
9. Check the motor electronics coolant for correct level and mixture.
10. Check the transaxle fluid level and quality. Refer to «AUTOMATIC TRANSAXLE/TRANSMISSION EXTERNAL CONTROLS»(ref-344101) .
11. Make all necessary repairs before continuing with the quick test.

Vehicle Preparation

1. Carry out all safety steps required to start and run vehicle tests. Apply the parking brake, place the gear selector firmly into the PARK position and block the drive wheels.
2. Verify the high voltage traction battery state of charge is equal to or greater than 45% by monitoring the traction battery control module (TBCM) state of charge parameter identification (PID). If the monitored PID displays the state of charge below 45%, start and idle the engine with full A/C ON.
3. Turn the A/C on and verify it functions correctly.
4. Turn off all electrical loads, such as radios, lamps, A/C, blower, and fans.
5. Start the engine and bring it up to the normal operating temperature before running the quick test.

Generic OBD PID List

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

GENERIC OBD PID LIST

CL = Closed loop using HO2S(s) as feedback for fuel control.

OL DRIVE = Open loop due to driving conditions (heavy acceleration).

OL FAULT = Open loop due to fault with all upstream HO2S sensors.

CL FAULT = Closed loop fuel control, but fault with 1 upstream HO2S sensor.

Ford PCM PID List

FORD PCM PID LIST

Ford TCM PID List

FORD TCM PID LIST

Emission-Related Freeze Frame Data

Freeze frame data allows access to emission-related values from specific generic parameter identifications (PIDs). These values are stored when an emission-related diagnostic trouble code (DTC) is stored in continuous memory. This provides a snapshot of the conditions that were present when the DTC was stored. Once one set of freeze frame data is stored, this data remains in memory even if another emission related DTC is stored, with the exception of misfire or fuel system DTCs. Once freeze frame data for a misfire or fuel system DTC is stored, it overwrites any previous data, and freeze frame data is no longer overwritten. When a DTC associated with the freeze frame data is erased or the DTCs are cleared, new freeze frame data can be stored again. In the event of multiple emission-related DTCs in memory, always note the DTC for the freeze frame data.

FREEZE FRAME DATA TABLE

Some unique PIDs are stored in the keep alive memory (KAM) of the powertrain control module (PCM) to help in diagnosing the root cause of misfires. These PIDs are collectively called misfire freeze frame (MFF) data. These parameters are separate from the generic freeze-frame data that is stored for every malfunction indicator lamp (MIL) code. They are used for misfire diagnosis only. The MFF data is more useful for misfire diagnosis than the normal diagnosis only. It is captured at the time of the highest misfire rate and not when the DTC is stored at the end of a 1,000 or 200 revolution block. (Generic freeze-frame data for misfire can be stored minutes after the misfire actually occurred.)

Note. The MFF frame PIDs are supported on all vehicles but may not be available on all scan tools because enhanced PID access may vary by scan tool manufacturer.

MISFIRE FREEZE FRAME PIDs

Non-Emission Related Freeze Frame Data

Freeze frame data allows access to non-emission related values from specific manufacturers PIDs. These values are stored when a non-emission related DTC is stored in continuous memory. This provides a snapshot of the conditions that were present when the DTC was stored. Once one set of freeze frame data is stored, this data remains in memory even if another DTC is stored. When a DTC associated with the freeze frame data is cleared or a KAM reset is carried out, new freeze frame data can be stored again.

NON-EMISSION FREEZE FRAME DATA TABLE

Flash Electrically Erasable Programmable Read Only Memory (EEPROM)

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.

PCM Reprogramming

Note. After the PCM is successfully reprogrammed, clear any TCM DTCs that may have been stored during reprogramming.

At certain times, the entire EEPROM needs to be completely reprogrammed. This is due to changes made to the strategy or calibration after production or the need to reset the VID block because it has reached its limit. Refer to PCM/Module Reprogramming on the scan tool.

Transaxle Control Module (TCM) Reprogramming

Drive Cycles

1. Most OBD monitors complete more readily using a steady foot driving style during cruise or acceleration modes. Operating the throttle in a smooth fashion minimizes the time required for monitor completion.
2. Fuel tank level should be between 1/2 and 3/4 full with 3/4 full being the most desirable.
3. The evaporative monitor can only operate during the first 30 minutes of engine operation. When executing the procedure for this monitor, stay in part throttle mode and drive in a smooth fashion to minimize fuel slosh.
4. When bypassing the EVAP engine soak timer, the PCM must remain powered (key in ON position) after the clearing the continuous DTCs and relearning emission diagnostic information.

For best result, follow each of the following steps as accurately as possible

DRIVE CYCLE PROCEDURE

Recreating the Fault

Recreating the fault is the first step in isolating the cause of the intermittent symptom. A thorough investigation should start with the customer information worksheet located in the back of the book. If freeze frame data is available, it may help in recreating the conditions at the time of a malfunction indicator lamp (MIL) diagnostic trouble code (DTC). Listed below are some of the conditions for recreating the fault

CONDITIONS TO RECREATE FAULT

Accumulating PCM Data

PCM data can be accumulated in a number of ways. This includes circuit measurements with a digital multimeter (DMM) or scan tool parameter identification (PID) data. Acquisition of PCM PID data using 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 incorrect diagnosis. Data should be accumulated during different operating conditions and based on the customer description of the intermittent fault. Compare this data with the known good data values located in the Typical Diagnostic Reference Values. This requires recording data in four conditions for comparison: 1) KOEO, 2) HOT IDLE, 3) 48 km/h (30 mph), and 4) 89 km/h (55 mph).

Peripheral Inputs

Some signals may require certain peripherals or auxiliary tools for diagnosis. In some cases, these devices can be inserted into the measurement jacks of the scan tool or DMM. For example, connecting an electronic fuel pressure gauge to monitor and record the fuel pressure voltage reading and capturing the data would help find the fault.

Comparing PCM Data

After the PCM values are acquired, it is necessary to determine the fault area. Typically, it requires the comparison of the actual values from the vehicle to the typical values from the Typical Diagnostic Reference Values.

Analyzing PCM Data

Look for abnormal events or values that are clearly incorrect. Inspect the signals for abrupt or unexpected changes. For example, during a steady cruise most of the sensor values should be relatively stable. Sensors such as the throttle position (TP) or mass air flow (MAF), as well as RPM that changes abruptly when the vehicle is traveling at a constant speed are clues to a possible fault area.

Look for agreement in related signals. For example, if the APP1, APP2 and APP3 are changed during acceleration, a corresponding change should occur in TP1, TP2, LOAD, RPM and MAF V PIDs.

Make sure the signals act in correct sequence. An increase in RPM after the TP1 and TP2 are increased is expected. However, if RPM increases without a TP1 and TP2 change, then a fault may exist.

Scroll through the PID data while analyzing the information. Look for sudden drops or spikes in the values.