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

Overview

The Diagnostic Methods article provides information on routine diagnostic tasks.

When following powertrain diagnostics on OBD vehicles, the system may be checked by an off-board tester referred to as a diagnostic tool. This article contains information for carrying out diagnostics with a diagnostic tool. A diagnostic tool has certain generic capabilities that are standard across the automotive industry in the United States. All functions are selected from a menu. Refer to the instruction manual provided by the tool manufacturer.

Description

The parameter identification (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 2 types of PID lists available and both are used throughout this manual. The first is the Generic (J1979) on board diagnostic (OBD) PID list. This is a standard set of PIDs that all diagnostic tools must be able to access. The second is a Ford specific (J2190) PID list which can be accessed by an appropriate diagnostic tool. When accessing any of these PIDs, they are continuously updated. The Generic or Ford PID list provides definitions and values in appropriate units. For more information, refer to the Society of Automotive Engineers (SAE) document J2205.

All on board diagnostic (OBD) diagnostic tools display the OSR test. The OSR displays the supported monitors on the vehicle and the status of all monitors (complete or not complete) at that time. Fuel, misfire, and comprehensive component monitors run continuously and always display YES status. Only clearing the diagnostic trouble codes (DTCs) from the powertrain control module (PCM) or resetting the keep alive memory (KAM) causes the non-continuous monitors to change to a NO status. The transaxle control module (TCM) does not display any OSR test results.

Emission-Related Freeze Frame Data

Freeze frame data allows access to emission-related values from specific generic 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 1 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 will be stored again. In the event of multiple emission-related DTCs in memory, always note the DTC for the freeze frame data.

FAILURE TO FOLLOW THESE INSTRUCTIONS MAY RESULT IN PERSONAL INJURY OR DEATH.

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 output actuators on command. When entering OTM, the outputs can be turned off and on without activating the fan control. The low and high speed fan control(s) may be turned on separately without energizing the other outputs. This function is supported by the vehicle strategy but may not be present on all vehicles or available on all diagnostic tools.

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

The OSC aids in repairing output actuators associated with the powertrain control module (PCM). This mode allows the technician to change the individual actuator state on command. For example, the output can be enabled or disabled, the duty cycle or the angle of the output can be increased or decreased. This function is supported by the vehicle strategy but may not be present on all vehicles or available on all diagnostic tools.

Note. The transaxle control module (TCM) does not support OSC.

The following outputs can be controlled

OUTPUT STATE CONTROL (OSC) CHART

Note. Clear the continuous diagnostic trouble codes (DTCs) and reset the emission monitors information in the powertrain control module (PCM) was previously called PCM reset.

All on board diagnostic (OBD) diagnostic tools support the clearing of continuous DTCs and resetting of emission monitors information in the PCM.

The clearing of the continuous DTCs allows the diagnostic tool to command the PCM to clear/reset all emission-related diagnostic information. While carrying out this operation a DTC P1000 will be stored in the PCM until all the OBD system monitors or components have been tested to satisfy a drive cycle without any other faults occurring. For more information about a drive cycle, refer to ON BOARD DIAGNOSTIC (OBD) DRIVE CYCLE .

The following events occur when the continuous DTCs and emission monitors information is cleared from the PCM

1. Clears the number of DTCs.
2. Clears the DTCs.
3. Clears the freeze frame data.
4. Clears the diagnostic monitoring test results.
5. Resets the status of the OBD system monitors.
6. Sets DTC P1000.

Resetting the KAM returns the powertrain control module (PCM) memory to its default setting. Adaptive learning contents such as idle speed, refueling event, and fuel trim are included. To clear the continuous DTCs in the PCM and have it reset the emissions monitors information, is also 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) . Both can be useful in post repair retest.

After the KAM has been reset, the vehicle may exhibit certain driveability concerns. It is necessary to drive the vehicle to allow the PCM to learn the values for optimum driveability and performance.

This function may not be supported by all diagnostic tools. Refer to the diagnostic tool manufacturer's instruction manual.

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

Flash electrically erasable programmable read only memory (EEPROM) is contained in an integrated circuit (IC) internal to the powertrain control module (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 carry out this procedure may generate diagnostic trouble code (DTC): P1639, VID Block not programmed or is corrupt. The VID block in an existing PCM can also be tailored to accommodate various hardware changes made to the vehicle since production. Failure to carry out this procedure properly may generate DTC: P1635, Tire/Axle Ratio out of Acceptable Range. The VID block contains many items used by the strategy for a variety of functions. Some of these items include the VIN, octane adjust, fuel octane, fuel type, vehicle speed limit, tire size, axle ratio, and the presence of speed control. Only items applicable to vehicle hardware and supported by the VID block are displayed on the diagnostic tool.

When changing items in the VID block, the strategy places 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 diagnostic tool displays a message indicating the need to flash the PCM again to reset the VID block.

Reprogramming can be carried out by a local Ford dealer or any non-Ford facility. Refer to the manufacturer's user manual for details.

Clearing the continuous DTCs in the TCM allows the diagnostic tool to command the TCM to clear all DTCs along with freeze frame information.

The following events occur when the continuous DTCs are cleared in the TCM

1. Clears the number of DTCs.
2. Clears the DTCs.
3. Clears the freeze frame data.

Note. Clearing the continuous DTCs in the TCM can be carried out only with the ignition key in the ON position. It can not be carried out once the ignition key is cycled to the START position.

Changes made to the strategy or calibration may require TCM reprogramming. Refer to the Module Programming instructions on the diagnostic tool.

Note. After the TCM is successfully reprogrammed clear the continuous DTCs in the PCM and the TCM that may have been stored during reprogramming.

Description Of OBD Drive Cycle

The following procedure is designed to execute and complete the OBD monitors and to clear the Ford DTC P1000. To complete a specific monitor for repair verification, follow steps 1 through 4, then continue with the step described by the appropriate monitor found under the OBD monitor exercised column. When the ambient air temperature is not between 4° to 37°C (40° to 100 °F), or the altitude is above 2,438 meters (8,000 feet), the EVAP monitor does not run. If the DTC P1000 must be cleared in these conditions, the powertrain control module (PCM) must detect them once before the EVAP monitor can be bypassed and the P1000 cleared. The EVAP bypassing procedure is described in the following drive cycle.

The OBD drive cycle is carried out using a diagnostic tool. Consult the instruction manual for each described function.

Note. For a detailed description for clearing the DTCs, refer to CLEAR THE CONTINUOUS DIAGNOSTIC TROUBLE CODES (DTCS) AND RESET THE EMISSION MONITORS INFORMATION IN THE POWERTRAIN CONTROL MODULE (PCM) .

Basic circuit checks help to minimize pinpoint test steps by providing a procedure to diagnose harness faults associated with the electronic engine control (EEC) system. The following techniques provide helpful reminders for diagnosing open circuits (continuity), shorts to ground and shorts to power.

Note. 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 necessary. The digital multimeter (DMM) must be set to the correct scale. 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.

Each of the following procedures requires the powertrain control module (PCM) and component to be disconnected to isolate the harness.