Engine Controls - Description & Operation (Except Diesel & Hybrid): Other Ford Escape II

VECI Decal

Each vehicle has a VECI decal containing emission control information that applies specifically to the vehicle and engine. The specifications on the decal are critical to repairing the emissions systems.

Scheme 13

Engine/Evaporative Emission (EVAP) System Information

Manufacturers must use a standardized system for identifying their individual engine families. The system described below was developed by the Environmental Protection Agency (EPA) in 1991 to meet new regulatory requirements for 1994 and later model years.

The engine family group and evaporative family name consists of 12 characters each.

Both the engine family group and the evaporative family name are listed in the box on the emission decal as indicated in the area marked as engine evaporative family information. The first line contains engine size and the 12-character engine family group. The second line contains the 12-character evaporative family name information. Both the engine family group and the evaporative family name are specific to the vehicle. Please (Scheme 15)for the Engine Family Group and (Scheme 16) for the Evaporative Family Name worksheet for decoding information.

Scheme 14

ITEM DESCRIPTION

Scheme 15

Scheme 16

Vehicle Emission Control Information (VECI) Acronym Definitions

CARB: California Air Resource Board

CARB LEV: Low Emission Vehicle

CARB SULEV: Super Ultra Low Emission Vehicle

CARB TLEV: Transitional Low Emission Vehicle

CARB ULEV: Ultra Low Emission Vehicle

CARB ZEV: Zero Emission Vehicle

CI: Cylinder Injection

EPA: Environmental Protection Agency

EVAP: Evaporative Emissions

GVW: Gross Vehicle Weight

GVWR: Gross Vehicle Weight Rating, curb weight plus payload.

HHDDE: Heavy Heavy Duty Diesel Engine

HHDE: Heavy Heavy Duty Engine

ILEV: Inherently Low Emission Vehicle

LDDT: Light Duty Diesel Truck categories

LDT: Light Duty Truck (gasoline) categories based on weight as defined in the table.

LDV: Light Duty Vehicle, generally passenger cars and light trucks under 2,721.55 Kg (6,000 lb)

GVWR.

LEV: Low Emission Vehicle

LEV-II: California regulations beginning in the 2004 model year.

LHDE: Light Heavy Duty Engine (several weight categories).

LVW: Loaded Vehicle Weight, curb weight plus 136.08 Kg (300 lb).

MDPV: Medium Duty Passenger Vehicle

MDT: Medium Duty Truck categories based on weight as defined in the table.

MDV: Medium Duty Vehicle

MHDDE: Medium Heavy Duty Diesel Engine

MHDE: Medium Heavy Duty Engine

MPI: Multi-Port Injection

MY: Model Year

NCP: Non-Compliance Penalty

OBD: On Board Diagnostic

ORVR: On-Board Refueling Vapor Recovery

PC: Passenger Car

PZEV: Partially Zero Emission Vehicle

SI: Sequential Injection

SULEV: Super Ultra Low Emission Vehicle

Tier 0: California and Federal regulations effective prior to Tier 1 phase in dates.

Tier 1: California regulations beginning in 1993 model year and Federal regulations beginning in 1994 model year.

Tier 2: Federal regulations beginning in the 2004 model year.

ULEV: Ultra Low Emission Vehicle

ZEV: Zero Emission Vehicle

Engine Control Components

Note. Transmission inputs which are not described, are discussed in the applicable appropriate Transmission article.

Accelerator Pedal Position (APP) Sensor

The APP sensor is an input to the powertrain control module (PCM) and is used to determine the amount of torque requested by the operator. Depending on the application either a 2-track or 3-track APP sensor is used.

2-Track APP Sensor

There are two pedal position signals in the sensor. Both signals, APP1 and APP2, have a positive slope (increasing angle, increasing voltage), but are offset and increase at different rates. The two pedal position signals make sure the PCM receives a correct input even if one signal has a concern. The PCM determines if a signal is incorrect by calculating where it should be, inferred from the other signals. If a concern is present with one of the circuits the other input is used. There are two reference voltage circuits, two signal return circuits, and two signal circuits (a total of six circuits and pins) between the PCM and the APP sensor assembly. The reference voltage circuits and the signal return circuits are shared with the reference voltage circuit and signal return circuit used by the electronic throttle body (ETB) throttle position (TP) sensor. The pedal position signal is converted to pedal travel degrees (rotary angle) by the PCM. The software then converts these degrees to counts, which is the input to the torque based strategy. For additional information, refer to TORQUE BASED ELECTRONIC THROTTLE CONTROL (ETC) .

Scheme 17

3-Track APP Sensor

There are three pedal position signals in the sensor. Signal 1, APP1, has a negative slope (increasing angle, decreasing voltage) and signals 2 and 3, APP2 and APP3, both have a positive slope (increasing angle, increasing voltage). During normal operation APP1 is used as the indication of pedal position by the strategy. The three pedal position signals make sure the PCM receives a correct input even if one signal has a concern. The PCM determines if a signal is incorrect by calculating where it should be, inferred from the other signals. If a concern is present with one of the circuits the other inputs are used. The pedal position signal is converted to pedal travel degrees (rotary angle) by the PCM. The software then converts these degrees to counts, which is the input to the torque based strategy. There are two reference voltage circuits, two signal return circuits, and three signal circuits (a total of seven circuits and pins) between the PCM and the APP sensor assembly. The reference voltage circuits and the signal return circuits are shared with the reference voltage circuit and signal return circuit used by the electronic throttle body (ETB) throttle position sensor. For additional information, refer to TORQUE BASED ELECTRONIC THROTTLE CONTROL (ETC) .

Scheme 18

Air Conditioning (A/C) Clutch Relay (A/CCR)

Note. The PCM parameter identifiers (PIDs) wide open throttle air conditioning cutoff (WAC) and wide open throttle air conditioning cutoff fault (WAC_F) are used to monitor the A/CCR output.

The A/CCR is wired normally open. There is no direct electrical connection between the A/C switch or electronic automatic temperature control (EATC) module and the A/C clutch. The PCM receives a signal indicating that A/C is requested. For some applications, this message is sent through the communications network. When A/C is requested, the PCM checks other A/C related inputs that are available, such as A/C pressure switch and A/C cycling switch. If these inputs indicate A/C operation and the engine conditions are OK (coolant temperature, engine RPM, throttle position), the PCM grounds the A/CCR output, closing the relay contacts and sending voltage to the A/CCR.

Air Conditioning (A/C) Cycling Switch

The A/C cycling switch may be wired to either the ACCS or ACPSW PCM input. When the A/C cycling switch opens, the PCM turns off the A/C clutch. For information on the specific function of the A/C cycling switch, refer to the appropriate, Climate Control System Air Conditioning System Overview . Also, refer to the appropriate System Wiring Diagrams article for vehicle specific wiring.

If the ACCS signal is not received by the PCM, the PCM circuit will not allow the A/C to operate. For additional information, refer to wide open throttle air conditioning cutoff (WAC).

Some applications do not have a dedicated (separate) input to the PCM indicating that A/C is requested. This information is received by the PCM through the communication link.

Air Conditioning Evaporator Temperature (ACET) Sensor

The ACET sensor measures the evaporator air discharge temperature. The ACET sensor is a thermistor device in which resistance changes with temperature. The electrical resistance of a thermistor decreases as the temperature increases, and the resistance increases as the temperature decreases. The PCM sources a low current 5 volts on the ACET circuit. With SIG RTN also connected to the ACET sensor, the varying resistance changes the voltage drop across the sensor terminals. As A/C evaporator air temperature changes, the varying resistance of the ACET sensor changes the voltage the PCM detects.

The ACET sensor is used to more accurately control A/C clutch cycling and improve defrost/demist performance.

Note. These values can vary 15% due to sensor and VREF variations. Voltage values were calculated for VREF equals 5.0 volts.

A/C EVAPORATOR TEMPERATURE (ACET) SENSOR VOLTAGE AND RESISTANCE

TEMPERATURE SPECIFICATION

Air Conditioning (A/C) High Pressure Switch

The A/C high pressure switch is used for additional A/C system pressure control. The A/C high pressure switch is either dual function for multiple speed, relay controlled for electric fan applications, or single function for all others.

For refrigerant containment control, the normally closed high pressure contacts open at a predetermined A/C pressure. This results in the A/C turning off, preventing the A/C pressure from rising to a level that would open the A/C high pressure relief valve.

For fan control, the normally open medium pressure contacts close at a predetermined A/C pressure. This grounds the ACPSW circuit input to the PCM. The PCM then turns on the high speed fan to help reduce the pressure.

For additional information, refer to the appropriate, Climate Control System, Air Conditioning System Overview or the appropriate System Wiring Diagrams article .

Air Conditioning Pressure (ACP) Transducer Sensor

The ACP transducer sensor is located in the high pressure (discharge) side of the A/C system. The ACP transducer sensor provides a voltage signal to the PCM that is proportional to the A/C pressure. The PCM uses this information for A/C clutch control, fan control and idle speed control.

Scheme 19

Scheme 20

Brake Pedal Position (BPP) Switch

The BPP switch is sometimes referred to as the stoplamp switch. The BPP switch provides a signal to the PCM indicating the brakes are applied. The BPP switch is normally open and is mounted on the brake pedal support. Depending on the vehicle application the BPP switch can be hardwired as follows

1. to the PCM supplying battery positive voltage (B+) when the vehicle brake pedal is applied.
2. to the anti-lock brake system (ABS) module, or lighting control module (LCM), the BPP signal is then broadcast over the network to be received by the PCM.
3. to the ABS traction control/stability assist module. The ABS module interprets the BPP switch input along with other ABS inputs and generates an output called the driver brake application (DBA) signal. The DBA signal is then sent to the PCM and to other BPP signal users.

Scheme 21

Brake Pedal Switch (BPS)/Brake Deactivator Switch

The BPS, also called the brake deactivator switch, is for vehicle speed control deactivation. A normally closed switch supplies battery positive voltage (B+) to the PCM when the brake pedal is not applied. When the brake pedal is applied, the normally closed switch opens and power is removed from the PCM.

On some applications the normally closed BPS, along with the normally open BPP switch, are used for a brake rationality test within the PCM. The PCM misfire monitor profile learn function may be disabled if a brake switch concern occurs. If one or both brake pedal inputs to the PCM is not changing states when they were expected to, a diagnostic trouble code (DTC) is set by the PCM strategy.

Camshaft Position (CMP) Sensor

The CMP sensor detects the position of the camshaft. The CMP sensor identifies when piston number 1 is on its compression stroke. A signal is then sent to the PCM and used for synchronizing the sequential firing of the fuel injectors. Coil on plug (COP) ignition applications use the CMP signal to select the correct ignition coil to fire.

Vehicles with two CMP sensors are equipped with variable camshaft timing (VCT). The second sensor is used to identify the position of the camshaft on bank 2.

There are two types of CMP sensors: the 2-pin variable reluctance type sensor and the 3-pin Hall-effect type sensor.

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Scheme 23

Canister Vent (CV) Solenoid

During the evaporative emissions (EVAP) leak check monitor, the CV solenoid seals the EVAP canister from the atmospheric pressure. This allows the EVAP canister purge valve to obtain the target vacuum in the fuel tank during the EVAP leak check monitor.

Scheme 24

Check Fuel Cap Indicator

The check fuel cap indicator is a communications network message sent by the PCM. The PCM sends the message to illuminate the lamp when the strategy determines there is a concern in the EVAP system due to the fuel filler cap or capless fuel tank filler pipe not being sealed correctly. This is detected by the inability to pull vacuum in the fuel tank after a fueling event.

Clutch Pedal Position (CPP) Switch

The CPP switch is an input to the PCM indicating the clutch pedal position. The PCM provides a low current voltage on the CPP circuit. When the CPP switch is closed, this voltage is pulled low through the SIG RTN circuit. The CPP input to the PCM is used to detect a reduction in engine load. The PCM uses the load information for mass air flow and fuel calculations.

Scheme 25

Coil On Plug (COP)

The COP ignition operates similar to a standard coil pack ignition except each plug has one coil per plug. The COP has 3 different modes of operation: engine crank, engine running, and CMP failure mode effects management (FMEM). For additional information, refer to IGNITION SYSTEMS .

Scheme 26

Coil Pack

The PCM provides a grounding switch for the coil primary circuit. When the switch is closed, voltage is applied to the coil primary circuit. This creates a magnetic field around the primary coil. The PCM opens the switch, causing the magnetic field to collapse, inducing the high voltage in the secondary coil windings and firing the spark plug. The spark plugs are paired so that as one spark plug fires on the compression stroke, the other spark plug fires on the exhaust stroke. The next time the coil is fired the order is reversed. The next pair of spark plugs fire according to the engine firing order.

Coil packs come in 4-tower, 6-tower horizontal and 6-tower series 5 models. Two adjacent coil towers share a common coil and are called a matched pair. For 6-tower coil pack (6 cylinder) applications, the matched pairs are 1 and 5, 2 and 6, and 3 and 4. For 4-tower coil pack (4 cylinder) applications, the matched pairs are 1 and 4 and 2 and 3.

When the coil is fired by the PCM, spark is delivered through the matched pair towers to their respective spark plugs. The spark plugs are fired simultaneously and are paired so that as one fires on the compression stroke, the other spark plug fires on the exhaust stroke. The next time the coil is fired, the situation is reversed. The next pair of spark plugs fire according to the engine firing order.

Scheme 27

Scheme 28

Cooling Fan Clutch

The cooling fan clutch is an electrically actuated viscous clutch that consists of three main elements

1. a working chamber
2. a reservoir chamber
3. a cooling fan clutch actuator valve and a fan speed sensor (FSS)

The cooling fan clutch actuator valve controls the fluid flow from the reservoir into the working chamber.

Once viscous fluid is in the working chamber, shearing of the fluid results in fan rotation. The cooling fan clutch actuator valve is activated with a pulse width modulated (PWM) output signal from the PCM. By opening and closing the fluid port valve, the PCM can control the cooling fan clutch speed. The cooling fan clutch speed is measured by a Hall-effect sensor and is monitored by the PCM during closed loop operation.

The PCM optimizes fan speed based on engine coolant temperature (ECT), engine oil temperature (EOT), transmission fluid temperature (TFT), intake air temperature (IAT), or air conditioning requirements. When an increased demand for fan speed is requested for vehicle cooling, the PCM monitors the fan speed through the Hall-effect sensor. If a fan speed increase is required, the PCM outputs the PWM signal to the fluid port, providing the required fan speed increase.

Scheme 29

Crankshaft Position (CKP) Sensor

The CKP sensor is a magnetic transducer mounted on the engine block adjacent to a pulse wheel located on the crankshaft. By monitoring the crankshaft mounted pulse wheel, the CKP is the primary sensor for ignition information to the PCM. The pulse wheel has a total of 35 teeth spaced 10 degrees apart with one empty space for a missing tooth. The 6.8L 10-cylinder pulse wheel has 39 teeth spaced 9 degrees apart and one 9 degree empty space for a missing tooth. By monitoring the pulse wheel, the CKP sensor signal indicates crankshaft position and speed information to the PCM. By monitoring the missing tooth, the CKP sensor is also able to identify piston travel in order to synchronize the ignition system and provide a way of tracking the angular position of the crankshaft relative to a fixed reference for the CKP sensor configuration. The PCM also uses the CKP signal to determine if a misfire has occurred by measuring rapid decelerations between teeth.

Scheme 30

Cylinder Head Temperature (CHT) Sensor

The CHT sensor is a thermistor device in which resistance changes with the temperature. The electrical resistance of a thermistor decreases as temperature increases, and the resistance increases as the temperature decreases. The varying resistance affects the voltage drop across the sensor terminals and provides electrical signals to the PCM corresponding to temperature.

The CHT sensor is installed in the cylinder head and measures the metal temperature. The CHT sensor can provide complete engine temperature information and can be used to infer coolant temperature. If the CHT sensor conveys an overheating condition to the PCM, the PCM initiates a fail-safe cooling strategy based on information from the CHT sensor. A cooling system concern such as low coolant or coolant loss could cause an overheating condition. As a result, damage to major engine components could occur. Using both the CHT sensor and fail-safe cooling strategy, the PCM prevents damage by allowing air cooling of the engine and limp home capability. For additional information, refer to POWERTRAIN CONTROL SOFTWARE for Fail-Safe Cooling Strategy.

Scheme 31

Differential Pressure Feedback Exhaust Gas Recirculation (EGR) Sensor

The differential pressure feedback EGR sensor is a ceramic, capacitive-type pressure transducer that monitors the differential pressure across a metering orifice located in the orifice tube assembly. The differential pressure feedback EGR sensor receives this signal through 2 hoses referred to as the downstream pressure hose (REF SIGNAL) and upstream pressure hose (HI SIGNAL). The HI and REF hose connections are marked on the differential pressure feedback EGR sensor housing for identification (note that the HI signal uses a larger diameter hose). The differential pressure feedback EGR sensor outputs a voltage proportional to the pressure drop across the metering orifice and supplies it to the PCM as EGR flow rate feedback.

Scheme 32

Differential Pressure Feedback Exhaust Gas Recirculation (EGR) Sensor - Tube Mounted

The tube mounted differential pressure feedback EGR sensor is identical in operation as the larger plastic differential pressure feedback EGR sensors and uses a 1.0 volt offset. The HI and REF hose connections are marked on the side of the sensor.

Scheme 33

Electric Exhaust Gas Recirculation (EEGR) Valve

Depending on the application, the EEGR valve is a water cooled or an air cooled motor/valve assembly. The motor is commanded to move in 52 discrete steps as it acts directly on the EEGR valve. The position of the valve determines the rate of EGR. The built-in spring works to close the valve (against the motor opening force).

Scheme 34

Electronic Throttle Actuator Control (TAC)

The electronic TAC is a DC motor controlled by the PCM (requires 2 wires). There are 2 designs for the TAC, parallel and in-line. The parallel design has the motor under the bore parallel to the plate shaft. The motor housing is integrated into the main housing. The in-line design has a separate motor housing. An internal spring is used in both designs to return the throttle plate to a default position. The default position is typically a throttle angle of 7 to 8 degrees from the hard stop angle. The closed throttle plate hard stop is used to prevent the throttle from binding in the bore. This hard stop setting is not adjustable and is set to result in less airflow than the minimum engine airflow required at idle. For additional information, refer to TORQUE BASED ELECTRONIC THROTTLE CONTROL (ETC) .

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Scheme 36

Electronic Throttle Body (ETB) Throttle Position Sensor

The ETB throttle position sensor has 2 signal circuits in the sensor for redundancy. The redundant ETB throttle position signals are required for increased monitoring. The first ETB throttle position sensor signal (TP1) has a negative slope (increasing angle, decreasing voltage) and the second signal (TP2) has a positive slope (increasing angle, increasing voltage). The 2 ETB throttle position sensor signals make sure the PCM receives a correct input even if 1 signal has a concern. There is 1 reference voltage circuit and 1 signal return circuit for the sensor. The reference voltage circuit and the signal return circuit is shared with the reference voltage circuits and signal return circuits used by the APP sensor. For additional information, refer to TORQUE BASED ELECTRONIC THROTTLE CONTROL (ETC) .

Engine Coolant Temperature (ECT) Sensor

The ECT sensor is a thermistor device in which resistance changes with temperature. The electrical resistance of a thermistor decreases as the temperature increases, and the resistance increases as the temperature decreases. The varying resistance changes the voltage drop across the sensor terminals and provides electrical signals to the PCM corresponding to temperature.

Thermistor-type sensors are considered passive sensors. A passive sensor is connected to a voltage divider network so that varying the resistance of the passive sensor causes a variation in total current flow. Voltage that is dropped across a fixed resistor in a series with the sensor resistor determines the voltage signal at the PCM. This voltage signal is equal to the reference voltage minus the voltage drop across the fixed resistor.

The ECT measures the temperature of the engine coolant. The PCM uses the ECT input for fuel control and for cooling fan control. There are three types of ECT sensors, threaded, push-in, and twist-lock. The ECT sensor is located in an engine coolant passage.

Scheme 37

Engine Oil Temperature (EOT) Sensor

The EOT sensor is a thermistor device in which resistance changes with temperature. The electrical resistance of a thermistor decreases as the temperature increases and the resistance increases as the temperature decreases. The varying resistance changes the voltage drop across the sensor terminals and provides electrical signals to the PCM corresponding to temperature.

Thermistor-type sensors are considered passive sensors. A passive sensor is connected to a voltage divider network so that varying the resistance of the passive sensor causes a variation in total current flow. Voltage that is dropped across a fixed resistor in a series with the sensor resistor determines the voltage signal at the PCM. This voltage signal is equal to the reference voltage minus the voltage drop across the fixed resistor.

The EOT sensor measures the temperature of the engine oil. The sensor is typically threaded into the engine oil lubrication system. The PCM can use the EOT sensor input to determine the following

1. On variable camshaft timing (VCT) applications the EOT input is used to adjust the VCT control gains and logic for camshaft timing.
2. The PCM can use EOT sensor input in conjunction with other PCM inputs to determine oil degradation.
3. The PCM can use EOT sensor input to initiate a soft engine shutdown. To prevent engine damage from occurring as a result of high oil temperatures, the PCM has the ability to initiate a soft engine shutdown. Whenever engine RPM exceeds a calibrated level for a certain period of time, the PCM begins reducing power by disabling engine cylinders.

Evaporative Emission (EVAP) Canister Purge Valve

The EVAP canister purge valve is part of the enhanced EVAP system that is controlled by the PCM. This valve controls the flow of vapors (purging) from the EVAP canister to the intake manifold during various engine operating modes. The EVAP canister purge valve is a normally closed valve. The EVAP canister purge valve controls the flow of vapors by way of a solenoid, eliminating the need for an electronic vacuum regulator and vacuum diaphragm. For E-Series, Escape/Mariner, Expedition, F-Series, and Navigator, the PCM outputs a duty cycle between 0% and 100% to control the EVAP canister purge valve. For all others, the PCM outputs a variable current between 0 mA and 1,000 mA to control the EVAP canister purge valve.

Scheme 38

ITEM DESCRIPTION

Exhaust Gas Recirculation (EGR) System Module (ESM)

The ESM is an integrated differential pressure feedback EGR system that functions in the same manner as a conventional differential pressure feedback EGR system. The various system components have been integrated into a single component called the ESM. The flange of the valve portion of the ESM bolts directly to the intake manifold with a metal gasket that forms the metering orifice. This arrangement increases system reliability, response time, and system precision. By relocating the EGR orifice from the exhaust to the intake side of the EGR valve, the downstream pressure signal measures manifold absolute pressure (MAP). This MAP signal is used for EGR correction and inferred barometric pressure (BARO) at ignition on. The system provides the PCM with a differential pressure feedback EGR signal, identical to a traditional differential pressure feedback EGR system.

Scheme 39

ITEM DESCRIPTION

Exhaust Gas Recirculation (EGR) Vacuum Regulator Solenoid

The EGR vacuum regulator solenoid is an electromagnetic device used to regulate the vacuum supply to the EGR valve. The solenoid contains a coil which magnetically controls the position of a disc to regulate the vacuum. As the duty cycle to the coil increases, the vacuum signal passed through the solenoid to the EGR valve also increases. Vacuum not directed to the EGR valve is vented through the solenoid vent to atmosphere. Note that at 0% duty cycle (no electrical signal applied), the EGR vacuum regulator solenoid allows some vacuum to pass, but not enough to open the EGR valve.

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Scheme 41

EGR VACUUM REGULATOR SOLENOID DATA

EGR VACUUM REGULATOR SOLENOID DATA REFERENCE

Exhaust Gas Recirculation (EGR) Valve

The EGR valve in the differential pressure feedback EGR system is a conventional, vacuum-actuated valve. The valve increases or decreases the flow of EGR. As vacuum applied to the EGR valve diaphragm overcomes the spring force, the valve begins to open. As the vacuum signal weakens, at 5.4 kPa (1.6 in-Hg) or less, the spring force closes the valve. The EGR valve is fully open at about 15 kPa (4.5 in-Hg).

Since EGR flow requirement varies greatly, providing repair specifications on flow rate is impractical. The on board diagnostic (OBD) system monitors the EGR valve function and triggers a diagnostic trouble code (DTC) if the test criteria is not met. The EGR valve flow rate is not measured directly as part of the diagnostic procedures.

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ITEM DESCRIPTION

Scheme 43

Fan Control

The PCM monitors certain parameters (such as engine coolant temperature, vehicle speed, A/C on/off status, A/C pressure) to determine engine cooling fan needs.

For variable speed electric fan(s)

The PCM controls the fan speed and operation using a duty cycle output on the fan control variable (FCV) circuit. The fan controller (located at or integral to the engine cooling fan assembly) receives the FCV command and operates the cooling fan at the speed requested (by varying the power applied to the fan motor).

EDGE/MKX, FLEX, MKS, TAURUS/TAURUS X/SABLE, FUSION/MILAN/MKZ, CROWN VICTORIA/GRAND MARQUIS, TOWN CAR: FCV DUTY CYCLE OUTPUT FROM PCM (negative duty cycle)

COOLING FAN OPERATION CHART

For relay controlled fans

The PCM controls the fan operation through the fan control (FC), (single speed fan applications), low fan control (LFC), medium fan control (MFC), and high fan control (HFC) outputs. Some applications will have the xFC circuit wired to 2 separate relays.

For 3-speed fans, although the PCM output circuits are called low, medium, and high fan control cooling fan speed is controlled by a combination of these outputs. Refer to the following table.

2.0L FOCUS (with A/C): PCM FC OUTPUT STATE FOR COOLING FAN SPEEDS

COOLING FAN SPEEDS REFERENCE - 2.0L FOCUS (WITH A/C)

2.5L ESCAPE: PCM FC OUTPUT STATE FOR COOLING FAN SPEEDS

COOLING FAN SPEEDS REFERENCE - 2.5L ESCAPE

Fan Speed Sensor (FSS)

The FSS is a Hall-effect sensor that measures the cooling fan clutch speed by generating a waveform with a frequency proportional to the fan speed. If the cooling fan clutch is moving at a relatively low speed, the sensor produces a signal with a low frequency. As the cooling fan clutch speed increases, the sensor generates a signal with a higher frequency. The PCM uses the frequency signal generated by the FSS as a feedback for closed loop control of the cooling fan clutch. For additional information on the cooling fan clutch, refer to the COOLING FAN CLUTCH .

Fuel Injectors

Note. Do not apply battery positive voltage (B+) directly to the fuel injector electrical connector terminals. The solenoids may be damaged internally in a matter of seconds.

The fuel injector is a solenoid-operated valve that meters fuel flow to the engine. The fuel injector is opened and closed a constant number of times per crankshaft revolution. The amount of fuel is controlled by the length of time the fuel injector is held open.

The fuel injector is normally closed, and is operated by a 12-volt source from either the electronic engine control (EEC) power relay or fuel pump relay. The ground signal is controlled by the PCM.

The injector is the deposit resistant injector (DRI) type and does not have to be cleaned. Install a new fuel injector if the flow is checked and found to be out of specification.

Scheme 44

ITEM DESCRIPTION

Fuel Level Input (FLI)

The FLI is a communications network message. Most vehicle applications use a potentiometer type FLI sensor connected to a float in the FP module to determine fuel level.

Fuel Pump (FP) Module

The FP module is a device that contains the fuel pump and sender assembly. The fuel pump is located inside the FP module reservoir and supplies fuel through the FP module manifold to the engine and FP module jet pump. The jet pump continuously refills the reservoir with fuel, and a check valve located in the manifold outlet maintains system pressure when the fuel pump is not energized. A flapper valve located in the bottom of the reservoir allows fuel to enter the reservoir and prime the fuel pump during the initial fill.

Scheme 45

Scheme 46

Fuel Pump (FP) Module and Reservoir

The FP module is mounted inside the fuel tank in a reservoir. The pump has a discharge check valve that maintains the system pressure after the ignition has been turned off to minimize starting concerns. The reservoir prevents fuel flow interruptions during extreme vehicle maneuvers with low tank fill levels.

Fuel Rail Pressure Temperature (FRPT) Sensor

The FRPT sensor measures the pressure and temperature of the fuel in the fuel rail and sends these signals to the PCM. The sensor uses the intake manifold vacuum as a reference to determine the pressure difference between the fuel rail and the intake manifold. The relationship between fuel pressure and fuel temperature is used to determine the possible presence of fuel vapor in the fuel rail.

The temperature sensing portion of the FRPT sensor is a thermistor device in which resistance changes with temperature. The electrical resistance of the thermistor decreases as the temperature increases, and the resistance increases as the temperature decreases. The varying resistance changes the voltage drop across the sensor terminals and provides electrical signals to the PCM corresponding to temperature.

Both the pressure and temperature signals are used to control the speed of the fuel pump. The speed of the fuel pump sustains fuel rail pressure which preserves fuel in its liquid state. The dynamic range of the fuel injectors increase because of the higher rail pressure, which allows the injector pulse width to decrease.

Scheme 47

Fuel Tank Pressure (FTP) Sensor

The FTP sensor or in-line FTP sensor is used to measure the fuel tank pressure.

Scheme 48

Scheme 49

Heated Oxygen Sensor (HO2S)

The HO2S detects the presence of oxygen in the exhaust and produces a variable voltage according to the amount of oxygen detected. A high concentration of oxygen (lean air/fuel ratio) in the exhaust produces a voltage signal less than 0.4 volt. A low concentration of oxygen (rich air/fuel ratio) produces a voltage signal greater than 0.6 volt. The HO2S provides feedback to the PCM indicating air/fuel ratio in order to achieve a near stoichiometric air/fuel ratio of 14.7:1 during closed loop engine operation. The HO2S generates a voltage between 0.0 and 1.1 volts.

Embedded with the sensing element is the HO2S heater. The heating element heats the sensor to a temperature of 800°C (1,472°F). At approximately 300°C (572°F) the engine can enter closed loop operation. The VPWR circuit supplies voltage to the heater. The PCM turns the heater on by providing the ground when the correct conditions occur. The heater allows the engine to enter closed loop operation sooner. The use of this heater requires the HO2S heater control to be duty cycled, to prevent damage to the heater.

Scheme 50

Idle Air Control (IAC) Valve

Note. The IAC valve assembly is not adjustable and cannot be cleaned, also some IAC valves are normally open and others are normally closed. Some IAC valves require engine vacuum to operate.

The IAC valve assembly controls the engine idle speed and provides a dashpot function. The IAC valve assembly meters intake air around the throttle plate through a bypass within the IAC valve assembly and throttle body. The PCM determines the desired idle speed or bypass air and signals the IAC valve assembly through a specified duty cycle. The IAC valve responds by positioning the IAC valve to control the amount of bypassed air. The PCM monitors engine RPM and increases or decreases the IAC duty cycle in order to achieve the desired RPM.

The PCM uses the IAC valve assembly to control

1. no touch start
2. cold engine fast idle for rapid warm-up
3. idle (corrects for engine load)
4. stumble or stalling on deceleration (provides a dashpot function)
5. over-temperature idle boost

Inertia Fuel Shut-off (IFS) Switch

The IFS switch is used in conjunction with the electric fuel pump. The purpose of the IFS switch is to shut off the fuel pump if a collision occurs. It consists of a steel cone held in place by a magnet. When a sharp impact occurs, the cone breaks loose from the magnet, rolls up a conical ramp and strikes a target plate which opens the electrical contacts of the switch and shuts off the electric fuel pump. Once the switch is open, it must be manually reset before restarting the vehicle. Refer to the appropriate Owner's Literature, Roadside Emergencies for the location of the IFS switch.

Scheme 51

Intake Air Temperature (IAT) Sensor

The IAT sensor is a thermistor device in which resistance changes with temperature. The electrical resistance of a thermistor decreases as the temperature increases, and the resistance increases as the temperature decreases. The varying resistance affects the voltage drop across the sensor terminals and provides electrical signals to the PCM corresponding to temperature.

Thermistor-type sensors are considered passive sensors. A passive sensor is connected to a voltage divider network so that varying the resistance of the passive sensor causes a variation in total current flow. Voltage that is dropped across a fixed resistor in a series with the sensor resistor determines the voltage signal at the PCM. This voltage signal is equal to the reference voltage minus the voltage drop across the fixed resistor.

The IAT sensor provides air temperature information to the PCM. The PCM uses the air temperature information as a correction factor in the calculation of fuel, spark, and air flow.

The IAT sensor provides a quicker temperature change response time than the ECT or CHT sensor.

Currently there are two types of IAT sensors used, a stand-alone/non-integrated type and a integrated type. Both types function the same, however the integrated type is incorporated into the mass air flow (MAF) sensor instead of being a stand alone sensor.

Supercharged vehicles use two IAT sensors. Both sensors are thermistor type devices and operate as described above. One is located before the supercharger at the air cleaner for standard OBD/cold weather input, while a second sensor (IAT2) is located after the supercharger in the intake manifold. The IAT2 sensor located after the supercharger provides air temperature information to the PCM to control spark and to help determine charge air cooler (CAC) efficiency.

Scheme 52

Scheme 53

Intake Manifold Tuning Valve (IMTV)

The IMTV is a motorized actuated unit mounted directly to the intake manifold. The IMTV actuator controls a shutter device attached to the actuator shaft. There is no monitor input to the PCM with this system to indicate shutter position.

The motorized IMTV unit is not energized below a calibrated RPM. The shutter is in the closed position to prevent airflow blend from occurring in the intake manifold. The motorized unit is energized above a calibrated RPM. The motorized unit is commanded on by the PCM initially at a 100 percent duty cycle to move the shutter to the open position, and then falling to approximately 50 percent to continue to hold the shutter open.

Knock Sensor (KS)

The KS is a tuned accelerometer on the engine which converts engine vibration to an electrical signal. The PCM uses this signal to determine the presence of engine knock and to retard spark timing.

Scheme 54

Manifold Absolute Pressure (MAP) Sensor

The MAP sensor measures intake manifold absolute pressure. The PCM uses information from the MAP sensor to measure how much exhaust gas is introduced into the intake manifold.

Scheme 55

Mass Air Flow (MAF) Sensor

The MAF sensor uses a hot wire sensing element to measure the amount of air entering the engine. Air passing over the hot wire causes it to cool. This hot wire is maintained at 200°C (392°F) above the ambient temperature as measured by a constant cold wire. The current required to maintain the temperature of the hot wire is proportional to the mass air flow. The MAF sensor then outputs an analog voltage signal to the PCM proportional to the intake air mass. The PCM calculates the required fuel injector pulse width in order to provide the desired air/fuel ratio. This input is also used in determining transmission electronic pressure control (EPC), shift and torque converter clutch (TCC) scheduling.

The MAF sensor is located between the air cleaner and the throttle body or inside the air cleaner assembly. Most MAF sensors have integrated bypass technology with an integrated IAT sensor. The hot wire electronic sensing element must be replaced as an assembly. Replacing only the element may change the air flow calibration.

Scheme 56

Scheme 57

Scheme 58

Output Shaft Speed (OSS) Sensor

The OSS sensor provides the PCM with information about the rotational speed of an output shaft. The PCM uses the information to control and diagnose powertrain behavior. In some applications, the sensor is also used as the source of vehicle speed. The sensor may be physically located in different places on the vehicle, depending upon the specific application. The design of each speed sensor is unique and depends on which powertrain control feature uses the information that is generated.

Power Steering Pressure (PSP) Sensor

The PSP sensor monitors the hydraulic pressure within the power steering system. The PSP sensor voltage input to the PCM changes as the hydraulic pressure changes. The PCM uses the input signal from the PSP sensor to compensate for additional loads on the engine by adjusting the idle RPM and preventing engine stall during parking maneuvers. Also, the PSP sensor signals the PCM to adjust the transmission EPC pressure during increased engine load, for example, during parking maneuvers.

Scheme 59

Power Steering Pressure (PSP) Switch

The PSP switch monitors the hydraulic pressure within the power steering system. The PSP switch is a normally closed switch that opens as the hydraulic pressure increases. The PCM provides a low current voltage on the PSP circuit. When the PSP switch is closed, this voltage is pulled low through the SIG RTN circuit. The PCM uses the input signal from the PSP switch to compensate for additional loads on the engine by adjusting the idle RPM and preventing engine stall during parking maneuvers. Also, the PSP switch signals the PCM to adjust the transmission EPC pressure during increased engine load, for example during parking maneuvers.

Scheme 60

Power Take-Off (PTO) Switch and Circuits

The PTO circuit is used by the PCM to disable some of the on board diagnostics (OBD) monitors during PTO operation. The PTO switch is normally open. When the PTO unit is activated, the PTO switch is closed and battery voltage is supplied to the PTO input circuit. This indicates to the PCM that an additional load is being applied to the engine. The PTO indicator lamp illuminates when the PTO system is functioning correctly and flashes when the PTO system is damaged.

When the PTO unit is activated, the PCM disables some OBD monitors which may not function reliably during PTO operation. Without the PTO circuit information to the PCM, false DTCs may be set during PTO operation. Prior to an Inspection/Maintenance (I/M) test, operate the vehicle with the PTO disengaged long enough to successfully complete the OBD Monitors.

Powertrain Control Module - Vehicle Speed Output (PCM-VSO)

The PCM-VSO speed signal subsystem generates vehicle speed information for distribution to those electrical/electronic modules and subsystems that require vehicle speed data. This subsystem senses the transmission OSS with a sensor. The data is processed by the PCM and distributed as a hardwired signal or as a message on the vehicle communication network.

The key features of the PCM-VSO system are to

1. infer vehicle movement from the OSS sensor signal.
2. convert transmission output shaft rotational information to vehicle speed information.
3. compensate for tire size and axle ratio with a programmed calibration variable.
4. use a transfer case speed sensor (TCSS) for four wheel drive (4WD) applications.
5. distribute vehicle speed information as a multiplexed message and/or an analog signal.

The signal from a non-contact shaft sensor OSS or TCSS mounted on the transmission (automatic, manual, or 4WD transfer case) is sensed directly by the PCM. The PCM converts the OSS or TCSS information to 8,000 pulses per mile, based on a tire and axle ratio conversion factor. This conversion factor is programmed into the PCM at the time the vehicle is assembled and can be reprogrammed in the field for servicing changes in the tire size and axle ratio. The PCM transmits the computed vehicle speed and distance traveled information to all the vehicle speed signal users on the vehicle. VSO information can be transmitted by a hardwired interface between the vehicle speed signal user and the PCM, or by a speed and odometer data message through the vehicle communication network data link.

The PCM-VSO hardwired signal wave form is a DC square wave with a voltage level of 0 to VBAT. Typical output operating range is 1.3808 Hz per 1 km/h (2.22 Hz per mph).

Secondary Air Injection (AIR) Bypass Solenoid

The secondary AIR bypass solenoid is used by the PCM to control vacuum to the secondary air injection diverter (AIR diverter) valve. The secondary AIR bypass solenoid is a normally closed solenoid. The secondary AIR bypass solenoid also has a filtered vent feature to permit vacuum release.

Scheme 61

Secondary AIR Diverter Valve

The secondary AIR diverter valve is used with the secondary AIR pump to provide on/off control of air to the exhaust manifold and catalytic converter. When the secondary AIR pump is on and vacuum is supplied to the AIR diverter valve, air passes the integral check valve disk. When the secondary AIR pump is off, and vacuum is removed from the AIR diverter valve, the integral check valve disk is held on the seat and stops air from being drawn into the exhaust system and prevents the back flow of the exhaust into the secondary AIR system.

Scheme 62

Secondary AIR Pump

The secondary AIR pump provides pressurized air to the secondary AIR system. The secondary AIR pump functions independently of RPM and is controlled by the PCM. The secondary AIR pump is only used for short periods of time. Delivery of air is dependent on the amount of system backpressure and system voltage. The secondary AIR pump draws dry filtered air from the intake air system downstream of the mass air flow/intake air temperature sensor. For additional information on the secondary AIR injection system, refer to SECONDARY AIR INJECTION (AIR) SYSTEM .

Scheme 63

Starter Motor Request (SMR) Circuit

The SMR circuit provides the PCM with a signal from the ignition switch to the PCM. The input is pulled high when the ignition is in the START position and the transmission range sensor ignition lockout circuit allows the starter to engage.

Throttle Position (TP) Sensor

The TP sensor is a rotary potentiometer sensor that provides a signal to the PCM that is linearly proportional to the throttle plate/shaft position. The sensor housing has a 3-blade electrical connector that may be gold plated. The gold plating increases the corrosion resistance on the terminals and increases the connector durability. The TP sensor is mounted on the throttle body. As the TP sensor is rotated by the throttle shaft, four operating conditions are determined by the PCM from the TP. These are

1. closed throttle (includes idle or deceleration)
2. part throttle (includes cruise or moderate acceleration)
3. wide open throttle (includes maximum acceleration or de-choke on crank)
4. throttle angle rate

Scheme 64

Transmission Control Indicator Lamp (TCIL)

The TCIL is an output signal from the PCM that controls the lamp on/off function depending on the engagement or disengagement of overdrive.

Transmission Control Switch (TCS)

The TCS signals the PCM with VPWR whenever the TCS is pressed. On vehicles with this feature, the transmission control indicator lamp (TCIL) illuminates when the TCS is cycled to disengage overdrive.

Scheme 65

Scheme 66

Universal Heated Oxygen Sensor (HO2S)

The universal HO2S, sometimes referred to as a wideband oxygen sensor, uses the typical HO2S combined with a current controller in the PCM to infer an air/fuel ratio relative to the stoichiometric air/fuel ratio. This is accomplished by balancing the amount of oxygen ions pumped in or out of a measurement chamber within the sensor. The typical HO2S within the universal HO2S is used to detect the oxygen content of the exhaust gas in the measurement chamber. The oxygen content inside the measurement chamber is maintained at the stoichiometric air/fuel ratio by pumping oxygen ions in and out of the measurement chamber. As the exhaust gasses get richer or leaner, the amount of oxygen that must be pumped in or out to maintain a stoichiometric air/fuel ratio in the measurement chamber varies in proportion to the air/fuel ratio. The amount of current required to pump the oxygen ions in or out of the measurement chamber is used to measure the air/fuel ratio. The measured air/fuel ratio is actually the output from the current controller in the PCM and not a signal that comes directly from the sensor.

The universal HO2S also uses a self-contained reference chamber to make sure an oxygen differential is always present. The oxygen for the reference chamber is supplied by pumping small amounts of oxygen ions from the measurement chamber into the reference chamber. The universal HO2S does not need access to outside air.

Part to part variance is compensated for by placing a resistor in the connector. This resistor is used to trim the current measured by the current controller in the PCM.

Embedded with the sensing element is the universal HO2S heater. The heater allows the engine to enter closed loop operation sooner. The heating element heats the sensor to a temperature of 780°C (1,436°F). The VPWR circuit supplies voltage to the heater. The PCM controls the heater on and off by providing the ground to maintain the sensor at the correct temperature for maximum accuracy.

Vehicle Speed Sensor (VSS)

The VSS is a variable reluctance or Hall-effect sensor that generates a waveform with a frequency that is proportional to the speed of the vehicle. If the vehicle is moving at a relatively low speed, the sensor produces a signal with a low frequency. As the vehicle velocity increases, the sensor generates a signal with a higher frequency. The PCM uses the frequency signal generated by the VSS (and other inputs) to control such parameters as fuel injection, ignition control, transmission/transaxle shift scheduling, and torque converter clutch scheduling.

Scheme 67

Modifications to OBD Vehicles

Modifications or additions to the vehicle may cause incorrect operation of the OBD system. Install anti-theft systems, remote starters, cellular telephones and aftermarket radios carefully. Do not install these devices by tapping into or running wires close to the powertrain control system wires or components .

Powertrain Control Module (PCM)

The center of the electronic engine control (EEC) system is a microprocessor called the PCM. The PCM receives input from sensors and other electronic components (switches, relays). Based on the information received and programmed into its memory, the PCM generates output signals to control various relays, solenoids and actuators. There are several different types of PCMs in use for this model year. Refer to the VEHICLE PCM APPLICATION TABLE below for PCM types and their applications.

VEHICLE PCM APPLICATION TABLE

VEHICLE PCM APPLICATION

Fuel Pump Control Module

The fuel pump control module receives a duty cycle signal from the PCM and controls the fuel pump operation in relation to this duty cycle. The PCM requests low or high speed fuel pump operation depending on engine fuel demand. The fuel pump control module controls the fuel pump by switching the fuel pump power circuit on and off at the required duty cycle. The fuel pump control module sends diagnostic information to the PCM on the fuel pump monitor circuit. For additional information on the fuel pump control and the fuel pump monitor, refer to FUEL SYSTEMS .

Fuel Pump Driver Module (FPDM)

Note. The Mustang 5.4L uses two FPDMs to control fuel for the fuel delivery system. The PCM outputs only one fuel pump duty cycle on the fuel pump control (FPC) circuit. This circuit is used by both FPDMs. The PCM individually monitors the FPDMs through the fuel pump monitor (FPM) and FPM2 circuits. The FPDM located on the driver side of the luggage compartment is referred to as FPDM and the FPDM located on the passenger side of the luggage compartment, is referred to as FPDM2.

The FPDM receives a duty cycle signal from the PCM and controls the fuel pump operation in relation to this duty cycle. This results in variable speed fuel pump operation. The FPDM controls the fuel pump by switching the fuel pump return circuit on and off at the required duty cycle. The FPDM sends diagnostic information to the PCM on the fuel pump monitor circuit. For additional information on the fuel pump control and the fuel pump monitor, refer to FUEL SYSTEMS .

Keep Alive Memory (KAM)

The PCM stores information about vehicle operating conditions in the KAM (a memory integrated circuit chip) and then uses this information to compensate for component variability. The KAM remains powered when the ignition is in the OFF position so that the information is not lost.

Integrated Electronic Ignition System

The integrated electronic ignition system consists of a crankshaft position (CKP) sensor, coil pack(s), connecting wiring, and PCM. The coil on plug (COP) integrated electronic ignition system uses a separate coil for each spark plug and each coil is mounted directly onto the plug. The COP integrated electronic ignition system eliminates the need for spark plug wires but does require input from the camshaft position (CMP) sensor.

Electronic Throttle Control Reference Voltage (ETCREF)

ETCREF is a consistent positive voltage (5.0 volts plus or minus 0.5 volt) supplied by the PCM. ETCREF is internally bussed within the PCM and is specifically dedicated to the accelerator pedal position (APP) sensor and the electronic throttle body (ETB) throttle position (TP) sensor.

Electronic Throttle Control Return (ETCRTN)

ETCRTN is a return path for ETCREF and is internally bussed within the PCM. ETCRTN is specifically dedicated to the APP sensor and the ETB TP sensor.

Gold Plated Pins

Note. Gold plated terminals should only be replaced with new gold plated terminals.

Some engine control hardware has gold plated pins within the connectors and mating harness connectors to improve electrical stability for low current draw circuits and to enhance corrosion resistance. The electronic engine control (EEC) components equipped with gold terminals vary by vehicle application.

Keep Alive Power (KAPWR)

KAPWR provides a constant voltage input independent of ignition switch state to the PCM. This voltage is used by the PCM to maintain the keep alive memory (KAM).

Mass Air Flow Return (MAF RTN)

The MAF RTN is a dedicated analog signal return from the MAF sensor. It serves as a ground offset for the analog voltage differential input by the MAF sensor to the PCM.

Power Ground (PWR GND)

The PWR GND circuit(s) is directly connected to the battery negative terminal. PWR GND provides a return path for the PCM vehicle power (VPWR) circuits.

Signal Return (SIG RTN)

SIG RTN is a dedicated return path for VREF applied components.

Variable Reluctance Sensor Return (VRSRTN)

The VRSRTN circuit is a dedicated return path for variable reluctance (VR) type sensors.

Vehicle Buffered Power (VBPWR)

VBPWR is a regulated voltage supplied by the PCM to vehicle sensors. These sensors require a constant 12 volts for operation and cannot withstand VPWR voltage variations. VBPWR is regulated to VPWR minus 1.5 volts and is also current limited to protect the sensors.

Vehicle Power (VPWR)

VPWR is the primary source of PCM power. VPWR is switched through the EEC power relay and is controlled by the ignition switch.

Vehicle Reference Voltage (VREF)

VREF is a consistent positive voltage (5.0 volts plus or minus 0.5 volt) provided by the PCM. VREF is typically used by 3-wire sensors and some digital input signals.

Adaptive Airflow

Some vehicles equipped with electronic throttle control (ETC) have an adaptive airflow strategy that allows the powertrain control module (PCM) to correct for changes in the airflow. During idle, the PCM monitors the throttle angle and air flow. If the air flow is determined to be less than expected, the PCM adjusts the throttle angle to compensate.

The PCM only learns the adaptive airflow when the vehicle is at idle and normal operating temperature and the airflow is less than a calibrated limit. Whenever the battery is disconnected or the keep alive memory (KAM) is reset, it is necessary for the PCM to learn the new value and not use the default value. For additional information on a KAM reset, refer to RESETTING THE KEEP ALIVE MEMORY (KAM) .

Computer Controlled Shutdown

The PCM controls the PCM power relay when the ignition is turned to the ON or START position, by grounding the PCM relay control (PCMRC) circuit. After the ignition is turned to the OFF, ACC or LOCK position, the PCM stays powered up until the correct engine shutdown occurs.

The ignition switch position run (ISP-R) and the injector power monitor (INJPWRM) circuits provide the ignition state input to the PCM. Based on the ISP-R and INJPWRM signals the PCM determines when to power down the PCM power relay.

Deceleration Fuel Shut-Off (DFSO)

During a DFSO event the PCM disables the fuel injectors. A DFSO event occurs during closed-throttle, deceleration; similar to exiting a freeway. This strategy improves fuel economy, allows for increased rear heated oxygen sensor (HO2S) concern detection, and allows for misfire profile correction learning.

Engine RPM/Vehicle Speed Limiter

The PCM disables some or all of the fuel injectors whenever an engine RPM or vehicle over speed condition is detected. The purpose of the engine RPM or vehicle speed limiter is to prevent damage to the powertrain. The vehicle exhibits a rough running engine condition, and the PCM stores one of the following continuous memory diagnostic trouble codes (DTCs): P0219, P0297, or P1270. Once the driver reduces the excessive speed, the engine returns to the normal operating mode. No repair is required. However, the technician should clear the DTCs and inform the customer of the reason for the DTC.

Excessive wheel slippage may be caused by sand, gravel, rain, mud, snow, ice, or excessive and sudden increase in RPM while in NEUTRAL or while driving.

Fail-Safe Cooling Strategy

Note. Not all vehicles with a cylinder head temperature (CHT) sensor have the fail-safe cooling strategy.

The fail-safe cooling strategy is only activated by the PCM when an overheating condition has been identified. This strategy provides engine temperature control when the cylinder head temperature exceeds certain limits. The cylinder head temperature is measured by the CHT sensor. For additional information about the CHT sensor, refer to ENGINE CONTROL COMPONENTS .

A cooling system failure, such as low coolant or coolant loss, could cause an overheating condition. As a result, damage to major engine components could occur. Along with a CHT sensor, the fail-safe cooling strategy is used to prevent damage by allowing air cooling of the engine. This strategy allows the vehicle to be driven safely for a short time with some loss of performance when a overheat condition exists.

Engine temperature is controlled by alternating the number of disabled fuel injectors. This allows all cylinders to cool. When the fuel injectors are disabled, the respective cylinders work as air pumps, and this air is used to cool the cylinders. The more fuel injectors that are disabled, the cooler the engine runs, but the engine has less power.

A wide open throttle (WOT) delay is incorporated if the CHT temperature is exceeded during WOT operation. At WOT, the injectors function for a limited amount of time allowing the customer to complete a passing maneuver.

Before injectors are disabled, the fail-safe cooling strategy alerts the customer to a cooling system problem by moving the instrument cluster temperature gauge to the hot zone and setting DTC P1285. Depending on the vehicle other indicators, such as an audible chime or warning lamp, can be used to alert the customer of fail-safe cooling. If overheating continues, the strategy begins to disable the fuel injectors, DTC P1299 is stored in the PCM memory, and a malfunction indicator lamp (MIL) illuminates. If the overheating condition continues and a critical temperature is reached, all fuel injectors are turned off and the engine is disabled.

Failure Mode Effects Management (FMEM)

The FMEM is an alternate system strategy in the PCM designed to maintain engine operation if one or more sensor inputs fail.

When a sensor input is determined to be out-of-limits by the PCM, an alternative strategy is initiated. The PCM substitutes a fixed value for the incorrect input and continues to monitor the suspect sensor input. If the suspect sensor begins to operate within limits, the PCM returns to the normal engine operational strategy.

All FMEM sensors display a sequence error message on the scan tool. The message may or may not be followed by key on engine off (KOEO) or continuous memory DTCs when attempting key on engine running (KOER) self-test mode.

Flash Electrically Erasable Programmable Read Only Memory (EEPROM)

The flash EEPROM is an integrated circuit within the PCM. This integrated circuit contains the software code required by the PCM to control the powertrain. One feature of the EEPROM is that it can be electrically erased and then reprogrammed through the data link connector (DLC) without removing the PCM from the vehicle.

Short Term Fuel Trim

If the oxygen sensors are warmed up and the PCM determines that the engine can operate near stoichiometric air/fuel ratio (14.7:1 for gasoline), the PCM enters closed loop fuel control mode. Since an oxygen sensor can only indicate rich or lean, the fuel control strategy continuously adjusts the desired air/fuel ratio between rich and lean causing the oxygen sensor to switch around the stoichiometric point. If the time between rich and lean switches are the same, then the system is actually operating at stoichiometric. The desired air/fuel control parameter is called short term fuel trim (SHRTFT1 and 2) where stoichiometric is represented by 0%. Richer (more fuel) is represented by a positive number and leaner (less fuel) is represented by a negative number. Normal operating range for short term fuel trim is between -25% and 25%. Some calibrations have time between switches and short term fuel trim excursions that are not equal. These unequal excursions are used to run the system slightly lean or rich of stoichiometric. This practice is referred to as using bias. For example, the fuel system can be biased slightly rich during closed loop fuel to help reduce oxides of nitrogen (NO x ).

Values for SHRTFT1 and 2 may change significantly on a scan tool as the engine is operated at different RPM and load points. This is because SHRTFT1 and 2 react to fuel delivery variability that changes as a function of engine RPM and load. Short term fuel trim values are not retained after the engine is turned off.

Long Term Fuel Trim

While the engine is operating in closed loop fuel control, the short term fuel trim corrections are learned by the PCM as long term fuel trim (LONGFT1 and 2) corrections. These corrections are stored in the keep alive memory (KAM) fuel trim tables. Fuel trim tables are based on engine speed and load and by bank for engines with two heated oxygen sensor (HO2S) forward of the catalyst. Learning the corrections in KAM improves both open loop and closed loop air/fuel ratio control. Advantages include

1. Short term fuel trim does not have to generate new corrections each time the engine goes into closed loop.
2. Long term fuel trim corrections can be used both while in open loop and closed loop modes.

Long term fuel trim is represented as a percentage, similar to the short term fuel trim, however it is not a single parameter. A separate long term fuel trim value is used for each RPM/load point of engine operation. Long term fuel trim corrections may change depending on the operating conditions of the engine (RPM and load), ambient air temperature, and fuel quality (% alcohol, oxygenates). When viewing the LONGFT1/2 PID (s), the values may change a great deal as the engine is operated at different RPM and load points. The LONGFT1/2 PID(s) display the long term fuel trim correction that is currently being used at that RPM/load point.

High Speed Controller Area Network (CAN)

High speed CAN is a serial communication language protocol used to transfer messages (signals) between electronic modules or nodes. Two or more signals can be sent over one CAN communications network circuit allowing 2 or more electronic modules or nodes to communicate with each other. This communication or multiplexing network operates at 500kB/sec (kilobytes per second) and allows the electronic modules to share their information messages.

Included in these messages is diagnostic data that is output over the CAN + and CAN - lines to the DLC. The PCM connection to the DLC is typically done with a 2-wire, twisted pair cable used for the network interconnection. The diagnostic data such as self-test or PIDs can be accessed with a scan tool. For additional information on scan tool equipment, refer to DIAGNOSTIC METHODS .

Idle Air Trim

Idle air trim is designed to adjust the idle air control (IAC) calibration to correct for wear and aging of components. When the engine conditions meet the learning requirement, the strategy monitors the engine and determines the values required for ideal idle calibration. The idle air trim values are stored in a table for reference. This table is used by the PCM as a correction factor when controlling the idle speed. The table is stored in the KAM and retains the learned values even after the engine is shut off. A DTC is set if the idle air trim has reached its learning limits.

Whenever an IAC component is replaced, or a repair affecting idle is carried out, it is recommended that the KAM be reset. This is necessary so the idle strategy does not use the previously learned idle air trim values.

To reset the KAM, refer to RESETTING THE KEEP ALIVE MEMORY (KAM) . It is important to note that erasing DTCs with a scan tool does not reset the idle air trim table.

Once the KAM has been reset, the engine must idle for 15 minutes (actual time varies between strategies) to learn new idle air trim values. Idle quality improves as the strategy adapts. Adaptation occurs in 4 separate modes as shown in the following table.

IDLE AIR TRIM LEARNING MODES

IDLE AIR TRIM LEARNING MODES

Failure Type Byte

The failure type byte is designed to describe the specific failure associated with the basic DTC. For example, an failure type byte of 1C means circuit voltage out of range, 73 means actuator stuck closed. When combined with a basic component DTC, it allows one basic DTC to describe many types of failures.

DTC REFERENCE

For example, P0110:1C-AF means intake air temperature (IAT) sensor circuit voltage out of range. The base DTC, P0110, means intake air temperature sensor circuit, while the failure type byte 1C means circuit voltage out of range. This DTC structure was designed to allow manufacturers to more precisely identify different kinds of faults without always having to define new DTC numbers.

The PCM does not use failure type bytes and always sends a failure type byte of 00 (no sub type information). This is because OBD-II regulations require manufacturers to use 2 byte DTCs for generic scan tool communications. Additionally, the OBD-II regulations require the 2 byte DTCs to be very specific, so there is no additional information that the failure type byte could provide.

A list of failure type bytes is defined by SAE J2012 but is not described here because the PCM does not use the failure type byte.

Status Byte

The status byte is designed to provide additional information about the DTC, such as when the DTC failed, when the DTC was last evaluated, and if any warning indication has been requested. Each of the 8 bits in the status byte has a precise meaning that is defined in ISO 14229.

The protocol is that bit 7 is the most significant and left most bit, while bit 0 is the least significant and right most bit.

MOST SIGNIFICANT BITS REFERENCE

Multiplexing

The increased number of modules on the vehicle necessitates a more efficient method of communication. Multiplexing is a method of sending two or more signals simultaneously over a single circuit. In an automotive application, multiplexing is used to allow two or more electronic modules to communicate simultaneously over a single media. Typically this media is a twisted pair of wires. The information or messages that can be communicated on these wires consists of commands, status or data. The advantage of using multiplexing is to reduce the weight of the vehicle by reducing the number of redundant components and electrical wiring.

Multiplexing Implementation

Currently Ford Motor Company uses CAN communication language protocol to communicate with the PCM.

For additional information about the module communications network, refer to the appropriate, Module Communications Network for Description and Operation .

Malfunction Indicator Lamp (MIL)

The MIL notifies the driver that the powertrain control module (PCM) has detected an on board diagnostic (OBD) emission-related component or system concern. When this occurs, an OBD diagnostic trouble code (DTC) sets.

1. The MIL is located in the instrument cluster and is labeled CHECK ENGINE, SERVICE ENGINE SOON or the international standards organization (ISO) standard engine symbol.
2. The MIL is illuminated during the instrument cluster prove out for approximately four seconds.
3. The MIL remains illuminated after instrument cluster prove out if: an emission-related concern and DTC exists. the PCM does not send a control message to the instrument cluster (applications with the MIL controlled through the communication link). the PCM is operating in the hardware limited operation strategy (HLOS).
4. The MIL remains off during the instrument cluster prove out if an indicator or instrument cluster concern is present.
5. To turn off the MIL after a repair, a reset command from the scan tool must be sent, or three consecutive drive cycles must be completed without a concern.
6. For all MIL concerns, go to appropriate Symptom Charts .
7. If the MIL flashes at a steady rate, a severe misfire condition may exist.
8. If the MIL flashes erratically, the PCM can reset while cranking if the battery voltage is low.
9. The MIL flashes after a period of time with the ignition in the RUN position (engine not running) if DTC P1000 is set.

Scheme 68

Catalytic Converter

A catalyst is a material that remains unchanged when it initiates and increases the speed of a chemical reaction. A catalyst also enables a chemical reaction to occur at a lower temperature. The concentration of exhaust gas products released to the atmosphere must be controlled. The catalytic converter assists in this task. It contains a catalyst in the form of a specially treated ceramic honeycomb structure saturated with catalytically active precious metals. As the exhaust gases come in contact with the catalyst, they are changed into mostly harmless products. The catalyst initiates and speeds up heat producing chemical reactions of the exhaust gas components so they are used up as much as possible.

Light Off Catalyst

As the catalyst heats up, converter efficiency rises rapidly. The point at which conversion efficiency exceeds 50% is called catalyst light off. For most catalysts this point occurs at 246°C to 302°C (475°F to 575°F). A fast light catalyst is a three way catalytic converter (TWC) that is located as close to the exhaust manifold as possible. Because the light off catalyst is located close to the exhaust manifold it lights off faster and reduces emissions more quickly than the catalyst located under the body. Once the catalyst lights off, the catalyst quickly reaches the maximum conversion efficiency for that catalyst.

Three Way Catalytic Converter (TWC) Conversion Efficiency

A TWC requires a stoichiometric fuel ratio, 14.7 pounds of air to 1 pound of fuel (14.7:1), for high conversion efficiency. In order to achieve these high efficiencies, the air/fuel ratio must be tightly controlled with a narrow window of stoichiometry. Deviations outside of this window greatly decrease the conversion efficiency. For example a rich mixture decreases the HC and CO conversion efficiency while a lean mixture decreases the NO x conversion efficiency.

Scheme 69

Exhaust System

The purpose of the exhaust system is to convey engine emissions from the exhaust manifold to the atmosphere. Engine exhaust emissions are directed from the engine exhaust manifold to the catalytic converter through the front exhaust pipe. A HO2S is mounted on the front exhaust pipe before the catalyst. The catalytic converter reduces the concentration of CO, unburned HCs, and NO x in the exhaust emissions to an acceptable level. The reduced exhaust emissions are directed from the catalytic converter past another HO2S mounted in the rear exhaust pipe and then on into the muffler. Finally, the exhaust emissions are directed to the atmosphere through an exhaust tailpipe.

On some PZEV, there is a total of three HO2Ss in the exhaust stream. One near the exhaust manifold (stream 1), one in the middle of the light-off catalyst (stream 2), and the third (stream 3) is mounted after the light-off catalyst.

Scheme 70

Scheme 71

Underbody Catalyst

The underbody catalyst is located after the light off catalyst. The underbody catalyst may be in line with the light off catalyst, or the underbody catalyst may be common to two light off catalysts, forming a Y pipe configuration. For an exact configuration of the catalyst and exhaust system for a specific vehicle, refer to the appropriate Exhaust System article for the exhaust system exploded view .

Three Way Catalytic (TWC) Converter

The TWC contains either platinum (Pt) and rhodium (Rh) or palladium (Pd) and rhodium (Rh). The TWC catalyzes the oxidation reactions of unburned HCs and CO and the reduction reaction of NO x . The 3-way conversion can be best accomplished by always operating the engine air fuel/ratio at or close to stoichiometry.

Exhaust Manifold Runners

The exhaust manifold runners collect exhaust gases from engine cylinders. The number of exhaust manifolds and exhaust manifold runners depends on the engine configuration and number of cylinders.

Exhaust Pipes

Exhaust pipes are usually treated during manufacturing with an anti-corrosive coating agent to increase the life of the product. The pipes serve as guides for the flow of exhaust gases from the engine exhaust manifold through the catalytic converter and the muffler.

The HO2Ss provide the PCM with information related to the oxygen content of the exhaust gas. For additional information on the HO2S, refer to ENGINE CONTROL COMPONENTS .

Muffler

Mufflers are usually treated during manufacturing with an anti-corrosive coating agent to increase the life of the product. The muffler reduces the level of noise produced by the engine, and also reduces the noise produced by exhaust gases as they travel from the catalytic converter to the atmosphere.

Enhanced Evaporative Emission (EVAP) System

The enhanced EVAP system consists of a fuel tank, fuel filler cap or capless fuel tank filler pipe, fuel tank mounted or in-line fuel vapor control valve, fuel vapor vent valve, EVAP canister, fuel tank mounted or fuel pump mounted or in-line fuel tank pressure (FTP) sensor, EVAP canister purge valve, intake manifold hose assembly, EVAP canister vent (CV) solenoid, powertrain control module (PCM) and connecting wires, and fuel vapor hoses. For additional information on the EVAP system components, refer to ENGINE CONTROL COMPONENTS .

1. The enhanced EVAP system uses inputs from the engine coolant temperature (ECT) sensor or cylinder head temperature (CHT) sensor, the intake air temperature (IAT) sensor, the mass air flow (MAF) sensor, the vehicle speed and the FTP sensor to provide information about engine operating conditions to the PCM. The fuel level input (FLI) and FTP sensor signals are used by the PCM to determine activation of the EVAP leak check monitor based on the presence of vapor generation or fuel sloshing.
2. The PCM determines the desired amount of purge vapor flow to the intake manifold for a given engine condition. The PCM then outputs the required signal to the EVAP canister purge valve. The PCM uses the enhanced EVAP system inputs to evacuate the system using the EVAP canister purge valve, seals the enhanced EVAP system from the atmosphere using the CV solenoid, and uses the FTP sensor to observe total vacuum lost for a period of time.
3. The CV solenoid seals the enhanced EVAP system to atmosphere during the EVAP leak check monitor.
4. For E-Series, Escape/Mariner, Expedition, F-Series, and Navigator, the PCM outputs a duty cycle between 0% and 100% to control the EVAP canister purge valve. For all others, the PCM outputs a variable current between 0 mA and 1,000 mA to control the EVAP canister purge valve.
5. The FTP sensor monitors the fuel tank pressure during engine operation and continuously transmits an input signal to the PCM. During the EVAP monitor testing, the FTP sensor monitors the fuel tank pressure or vacuum bleed-up.
6. A valve inside the fuel tank-mounted fuel vapor tube assembly prevents liquid fuel from entering the EVAP canister and the EVAP canister purge valve under any vehicle altitude, handling, or rollover condition.
7. The enhanced EVAP system, including all the fuel vapor hoses, can be checked when a leak is detected by the PCM.

Scheme 72

Differential Pressure Feedback Exhaust Gas Recirculation (EGR) System

The differential pressure feedback EGR system consists of a differential pressure feedback EGR sensor, EGR vacuum regulator solenoid, EGR valve, orifice tube assembly, powertrain control module (PCM), and connecting wires and vacuum hoses. For additional information on the differential pressure feedback EGR system, refer to ENGINE CONTROL COMPONENTS . Operation of the system is as follows

1. The differential pressure feedback EGR system receives signals from the engine coolant temperature (ECT) sensor or cylinder head temperature (CHT) sensor, intake air temperature (IAT) sensor, throttle position (TP) sensor, mass air flow (MAF) sensor, and crankshaft position (CKP) sensor to provide information on engine operating conditions to the PCM. The engine must be warm, stable, and running at a moderate load and RPM before the EGR system is activated. The PCM deactivates EGR during idle, extended wide open throttle (WOT), or whenever a concern is detected in an EGR component or EGR required input.
2. The PCM calculates the desired amount of EGR flow for a given engine condition. It then determines the desired pressure drop across the metering orifice required to achieve that flow and outputs the corresponding signal to the EGR vacuum regulator solenoid.
3. The EGR vacuum regulator solenoid receives a variable duty cycle signal (0 to 90%). The higher the duty cycle the more vacuum the solenoid diverts to the EGR valve.
4. The increase in vacuum acting on the EGR valve diaphragm overcomes the valve spring and begins to lift the EGR valve pintle off its seat, causing exhaust gas to flow into the intake manifold.
5. Exhaust gas flowing through the EGR valve must first pass through the EGR metering orifice. With one side of the orifice exposed to exhaust backpressure and the other downstream of the metering orifice, a pressure drop is created across the orifice whenever there is EGR flow. When the EGR valve closes, there is no longer flow across the metering orifice and pressure on both sides of the orifice is the same. The PCM constantly targets a desired pressure drop across the metering orifice to achieve the desired EGR flow.
6. The differential pressure feedback EGR sensor measures the actual pressure drop across the metering orifice and relays a proportional voltage signal (0 to 5 volts) to the PCM. The PCM uses this feedback signal to correct for any errors in achieving the desired EGR flow.

Scheme 73

Highlights of the EEGR System

1. The EEGR valve is activated by an electric stepper motor.
2. Engine coolant is routed through the assembly on some vehicle applications. Some vehicle applications are air cooled.

Electronic Returnless Fuel System (ERFS)

The ERFS consists of a fuel tank with reservoir, the fuel pump, the fuel rail pressure temperature (FRPT) sensor, the fuel filter, the fuel supply line, the fuel rail, and the fuel injectors. For additional information on the fuel system components, refer to ENGINE CONTROL COMPONENTS . Operation of the system is as follows

1. The fuel delivery system is enabled during ignition ON, engine OFF for 1 second and during crank or running mode once the PCM receives a crankshaft position (CKP) sensor signal.
2. The fuel pump logic is defined in the fuel system control strategy and executed by the PCM.
3. The PCM commands a duty cycle to the fuel pump driver module (FPDM).
4. The FPDM modulates the voltage to the fuel pump (FP) required to achieve the correct fuel pressure. Voltage for the fuel pump is supplied by the power relay or FPDM power supply relay. For additional information refer to «FUEL PUMP CONTROL»(ref-342229-S22330242002009092100000) and «FUEL PUMP MONITOR»(ref-342229-S07710843962009092100000) .
5. The FRPT sensor measures the pressure and temperature of the fuel in the fuel rail. The PCM uses this information to vary the duty cycle output to the FPDM, which changes the fuel pressure, to compensate for varying loads and to avoid fuel system vaporization.
6. The fuel injector is a solenoid-operated valve that meters the fuel flow to each combustion cylinder. The fuel injector is opened and closed a constant number of times per crankshaft revolution. The amount of fuel is controlled by the length of time the fuel injector is held open. The fuel injector is normally closed, and is operated by a 12-volt source from either the electronic engine control (EEC) power relay or the fuel pump relay. The ground signal is controlled by the PCM.
7. There are 3 filtering or screening devices in the fuel delivery system. The intake filter is a fine, nylon mesh screen mounted on the intake side of the fuel pump. There is a fuel filter screen located at the fuel rail side of the fuel injector. The fuel filter assembly is located between the fuel pump and the fuel rail.
8. The FP module is a device that contains the fuel pump and the fuel sender assembly. The fuel pump is located inside the reservoir and supplies fuel through the fuel pump module manifold to the engine and the fuel pump module jet pump.
9. The inertia fuel shut-off (IFS) switch is used to de-energize the fuel delivery secondary circuit in the event of a collision. The IFS switch is a safety device that should only be reset after a thorough inspection of the vehicle following a collision.

Scheme 74

Scheme 75

ITEM DESCRIPTION

Fuel Pump Control - ERFS

Note. The Mustang 5.4L uses two FPDMs to control fuel for the fuel delivery system. The PCM sends one FP duty cycle on the fuel pump control (FPC) circuit. This circuit is used by both FPDMs.

The FP signal is a duty cycle command sent from the PCM to the FPDM. The FPDM uses the FP command to operate the fuel pump at the speed requested by the PCM or to turn the pump off. When the ignition is turned on, the electric fuel pump runs for about 1 second and is requested off by the PCM if engine rotation is not detected

FUEL PUMP DUTY CYCLE OUTPUT FROM PCM

FUEL PUMP DUTY CYCLE OUTPUT FROM PCM REFERENCE

For additional information, refer to POWERTRAIN CONTROL HARDWARE , FUEL PUMP DRIVER MODULE (FPDM) .

Fuel Pump Monitor (FPM) - ERFS

Note. The Mustang 5.4L uses two FPDMs to control fuel for the fuel delivery system. The PCM individually monitors both FPDMs through the FPM and FPM2 circuits.

The FPDM communicates diagnostic information to the PCM through the FPM circuit. This information is sent by the FPDM as a duty cycle signal. The three duty cycle signals that may be sent are listed in the following table.

FUEL PUMP DRIVER MODULE DUTY CYCLE SIGNALS

FUEL PUMP DRIVER MODULE DUTY CYCLE SIGNALS REFERENCE

For additional information, refer to POWERTRAIN CONTROL HARDWARE , FUEL PUMP DRIVER MODULE (FPDM) .

Mechanical Returnless Fuel System (MRFS) - Single Speed

Note. The MRFS can be configured with a single or dual speed fuel pump. The dual speed MRFS incorporates a fuel pump control module which is used to control the speed of the fuel pump. For additional information on the fuel pump control module, refer to POWERTRAIN CONTROL HARDWARE .

The single speed MRFS uses a fuel tank with reservoir, the fuel pump, the fuel pressure regulator, the fuel filter, the fuel supply line, the fuel rail, fuel injectors, and a Schrader valve/pressure test point. For additional information on the fuel system components, refer to ENGINE CONTROL COMPONENTS . Operation of the system is as follows

1. The fuel delivery system is enabled during ignition ON, engine OFF for 1 second and during crank or running mode once the PCM receives a CKP sensor signal.
2. The fuel pump logic is defined in the fuel system control strategy and is carried out by the PCM.
3. The PCM grounds the fuel pump relay, which provides power to the fuel pump.
4. The IFS switch is used to de-energize the fuel delivery secondary circuit in the event of collision. The IFS switch is a safety device that should only be reset after a thorough inspection of the vehicle following a collision.
5. A pressure test point valve, Schrader valve, is located on the fuel rail and is used to measure the fuel injector supply pressure for diagnostic procedures and repairs. On vehicles not equipped with a Schrader valve, use the Rotunda Fuel Pressure Test Kit 134-R0087 or equivalent.
6. The fuel injector is a solenoid-operated valve that meters the fuel flow to each combustion cylinder. The fuel injector is opened and closed a constant number of times per crankshaft revolution. The amount of fuel is controlled by the length of time the fuel injector is held open. The fuel injector is normally closed, and is operated by a 12-volt source from either the EEC power relay or the fuel pump relay. The ground signal is controlled by the PCM.
7. There are 3-5 filtering or screening devices in the fuel delivery system. For additional information refer to «FUEL FILTERS»(ref-342229-S14951908592009092100000) .
8. The FP module contains the fuel pump, the fuel pressure regulator, and the fuel sender assembly. The fuel pressure regulator is attached to the FP module and regulates the pressure of the fuel supplied to the fuel injectors. The fuel pressure regulator controls the pressure of the clean fuel as the fuel returns from the fuel filter. The fuel pressure regulator is a diaphragm-operated relief valve. Fuel pressure is established by a spring preload applied to the diaphragm. The FP module is located in the fuel tank.

Scheme 76

Fuel Pump Control - Single Speed MRFS

The output signal from the PCM is used to control the electric fuel pump. With the EEC power relay contacts closed, vehicle power (VPWR) is sent to the coil of the fuel pump relay. For electric fuel pump operation, the PCM grounds the FP circuit, which is connected to the coil of the fuel pump relay. This energizes the coil and closes the contacts of the relay, sending B+ through the FP PWR circuit to the electric fuel pump. When the ignition is turned on, the electric fuel pump runs for about 1 second and is turned off by the PCM if engine rotation is not detected.

Fuel Pump Monitor (FPM) - Single Speed MRFS

The FPM circuit is spliced into the fuel pump power (FP PWR) circuit and is used by the PCM for diagnostic purposes. The PCM sources a low current voltage down the FPM circuit. With the fuel pump off, this voltage is pulled low by the path to ground through the fuel pump. With the fuel pump off and the FPM circuit low, the PCM can verify the FPM and FP PWR circuits are complete from the FPM splice through the fuel pump to ground. This also confirms that the FP PWR or FPM circuits are not short to power. With the fuel pump on, voltage is now being supplied from the fuel pump relay to the FP PWR and FPM circuits. With the fuel pump on and the FPM circuit high, the PCM can verify the FP PWR circuit from the fuel pump relay to the FPM splice is complete. It can also verify the fuel pump relay contacts are closed and there is a B+ supply to the fuel pump relay.

Mechanical Returnless Fuel System (MRFS) - Dual Speed

Note. The MRFS can be configured with a single or dual speed fuel pump. The dual speed MRFS incorporates a fuel pump control module which is used to control the speed of the fuel pump. For additional information, refer to POWERTRAIN CONTROL HARDWARE .

The dual speed MRFS uses a fuel tank with reservoir, the fuel pump, the fuel pump control module, the fuel pressure regulator, the fuel filter, the fuel supply line, the fuel rail, fuel injectors, and a Schrader valve/pressure test point (if equipped). For additional information on the fuel system components, refer to ENGINE CONTROL COMPONENTS . Operation of the system is as follows

1. The fuel delivery system is enabled during ignition ON, engine OFF for 1 second and during crank or running mode once the PCM receives a CKP sensor signal.
2. The fuel pump logic is defined in the fuel system control strategy and executed by the PCM.
3. For vehicles with an IFS switch, the switch is used to disable the voltage to the fuel pump control module in the event of a collision. The IFS switch is a safety device that should only be reset after a thorough inspection of the vehicle following a collision. For vehicles without an IFS switch, the fuel pump control module receives an event notification signal from the restraints control module (RCM) to disable the fuel pump in the event of a collision. The event notification signal is sent on a dedicated circuit between the fuel pump control module and the RCM.
4. The PCM commands a duty cycle to the fuel pump control module. The fuel pump control module reports diagnostic information to the PCM.
5. The fuel pump control module controls the voltage to the fuel pump (FP) based on the duty cycle request from the PCM. Voltage for the fuel pump is supplied by the fuel pump control module relay. For additional information refer to «FUEL PUMP CONTROL»(ref-342229-S22330242002009092100000) and «FUEL PUMP MONITOR»(ref-342229-S07710843962009092100000) .
6. A pressure test point valve, Schrader valve, is located on the fuel rail and is used to measure the fuel injector supply pressure for diagnostic procedures and repairs. On vehicles not equipped with a Schrader valve, use the Rotunda Fuel Pressure Test Kit 134-R0087 or equivalent.
7. The fuel injector is a solenoid-operated valve that meters the fuel flow to each combustion cylinder. The fuel injector is opened and closed a constant number of times per crankshaft revolution. The amount of fuel is controlled by the length of time the fuel injector is held open. The fuel injector is normally closed, and is operated by a 12-volt source from the fuel pump relay. The ground signal is controlled by the PCM.
8. There are 3-5 filtering or screening devices in the fuel delivery system. For additional information refer to «FUEL FILTERS»(ref-342229-S14951908592009092100000) .
9. The FP module contains the fuel pump, the fuel pressure regulator, lifetime fuel filter (if equipped) and the fuel sender assembly. The fuel pressure regulator is attached to the FP module and regulates the pressure of the fuel supplied to the fuel injectors. The fuel pressure regulator controls the pressure of the clean fuel as the fuel returns from the fuel filter. The fuel pressure regulator is a diaphragm operated relief valve. Fuel pressure is established by a spring preload applied to the diaphragm. The FP module is located in the fuel tank.

Scheme 77

Fuel Pump Control - Dual Speed MRFS

The FP signal is a duty cycle command sent from the PCM to the fuel pump control module. The fuel pump control module uses the FP command to operate the fuel pump at the speed requested by the PCM or to turn the fuel pump off. A valid duty cycle to command the fuel pump on, is in the range of 15-47%. The fuel pump control module doubles the received duty cycle and provides this voltage to the fuel pump as a percent of the battery voltage. When the ignition is turned on, the fuel pump runs for about 1 second and is requested off by the PCM if engine rotation is not detected.

FUEL PUMP DUTY CYCLE OUTPUT FROM PCM

FUEL PUMP DUTY CYCLE OUTPUT FROM PCM REFERENCE

Fuel Pump Monitor (FPM) - Dual Speed MRFS

The fuel pump control module communicates diagnostic information to the PCM through the FPM circuit. This information is sent by the fuel pump control module as a duty cycle signal. The four duty cycle signals that may be sent are listed in the following table.

Note. The Expedition and Navigator vehicles have the event notification signal circuit and an IFS switch. The event notification signal information is calibrated off in the PCM and the IFS switch is used to disable the voltage to the fuel pump control module in the event of a collision.

FUEL PUMP CONTROL MODULE DUTY CYCLE SIGNALS

FUEL PUMP CONTROL MODULE DUTY CYCLE SIGNALS REFERENCE

Fuel Filters

The system contains 3-5 filtering or screening devices. Refer to appropriate Fuel Tank and Lines article for the individual component locations.

1. The fuel intake filter or screen is a fine nylon mesh filter mounted on the intake side of the fuel pump. It is part of the assembly and cannot be repaired separately.
2. The filter/screen at the fuel rail port of the injectors is part of the fuel injector assembly and cannot be repaired separately.
3. The filter/screen at fuel inlet side of the fuel pressure regulator is part of the regulator assembly and cannot be repaired separately.
4. The fuel filter assembly is located between the fuel pump and the pressure test point (Schrader valve) or injectors. This filter may be a lifetime fuel filter located in the fuel pump module or an external 3-port in-line filter that allows clean fuel to return to the fuel tank. A new filter may be installed for the external filter.
5. The fuel filter sock is located on the fuel pump module between the reservoir and the fuel tank.

Note. Electronic ignition engine timing is entirely controlled by the PCM. Electronic ignition engine timing is not adjustable. Do not attempt to check base timing. You will receive false readings.

The integrated electronic ignition system consists of a crankshaft position (CKP) sensor, coil pack(s), connecting wiring, and a PCM. For additional information on the ignition system components, refer to ENGINE CONTROL COMPONENTS . The coil on plug (COP) integrated electronic ignition system uses a separate coil per spark plug, and each coil is mounted directly onto the plug. The COP integrated electronic ignition system eliminates the need for spark plug wires, but does require input from the camshaft position (CMP) sensor. Operation of the components are as follows

1. The CKP sensor is used to indicate the crankshaft position and speed by sensing a missing tooth on a pulse wheel mounted to the crankshaft. The CMP sensor is used by the COP integrated electronic ignition system to identify the compression stroke of cylinder 1 and to synchronize the firing of the individual coils.
2. The PCM uses the CKP signal to calculate a spark target and then fires the coil pack(s) to that target shown in illustration. The PCM uses the CMP sensor to identify the compression stroke of cylinder 1, and to synchronize the firing of the individual coils.
3. The PCM controls the ignition coils after it calculates the spark target. The COP system fires only one spark plug per coil upon synchronization during the compression stroke. For the coil pack ignition system, each coil within a pack fires two spark plugs at the same time. The plugs are paired so that as one fires during the compression stroke the other fires during the exhaust stroke. The next time the coil is fired the situation is reversed. The current flow, or dwell, through the primary ignition coil is controlled by the PCM by providing a switched ground path through the ignition coil driver to ground. When the ignition coil driver is switched on, current rapidly builds up to a maximum value, determined by the coil inductance and resistance. When the current is switched off, the magnetic field collapses which induces a secondary high voltage surge and the spark plug is fired. This high voltage surge creates a flyback voltage which the PCM uses as a feedback during the ignition diagnostics. The PCM uses the charge current dwell time characteristics to carry out the ignition diagnostics.
4. The PCM processes the CKP signal and uses it to drive the tachometer as the clean tach output (CTO) signal.

Scheme 78

Scheme 79

Engine Crank/Engine Running

During engine crank the PCM fires two spark plugs simultaneously. Of the two plugs fired, one is under compression while the other is on the exhaust stroke. Both plugs fire until camshaft position is identified by a successful CMP sensor signal. Once camshaft position is identified only the cylinder under compression is fired.

Camshaft Position (CMP) Failure Mode Effects Management (FMEM)

During CMP FMEM the COP ignition works the same as during engine crank. This allows the engine to operate without the PCM knowing if cylinder 1 is under compression or exhaust.

Throttle Body System Hardware

The major components of the throttle body assembly include the TP sensor, the IAC valve assembly, and the throttle body housing assembly. For additional information on the intake air system components, refer to ENGINE CONTROL COMPONENTS .

Throttle Body Housing

The throttle body housing assembly is a single piece aluminum or plastic casting with an air passage and a butterfly throttle plate with linkage mechanisms. When the throttle plate is in the idle (or closed) position, the throttle lever arm should be in contact with the throttle return stop. The throttle return stop prevents the throttle plate from contacting the bore and sticking closed. The setting also establishes the amount of air flow between the throttle plate and bore. To minimize the closed plate air flow, a special coating is applied to the throttle plate and bore to help seal this area. This sealant/coating also makes the throttle body resistant to engine intake sludge accumulation.

Features of the Throttle Body Assembly include

1. IAC valve assembly mounted directly to the throttle body assembly (some vehicles).
2. A pre-set stop to locate the WOT position.
3. An air supply channel upstream of the throttle plate to provide fresh air to the PCV system (some vehicles only).
4. Individual vacuum taps for PCV, EGR, EVAP and miscellaneous control signals (some vehicles only).
5. PCV air return (if applicable).
6. A throttle body-mounted TP sensor.
7. A sealant/coating on the throttle bore and throttle plate makes the throttle body air flow tolerant to engine intake sludge accumulation. These throttle body assemblies must not be cleaned and have a white/black attention decal advising not to clean.
8. A non-adjustable stop screw for close plate idle air flow.

Intake Manifold Runner Control (IMRC) Electric Actuated System

The IMRC electric actuated system consists of a remote mounted motorized actuator with an attaching linkage for each housing on each bank. For additional information on IMRC components, refer to ENGINE CONTROL COMPONENTS . The linkage attaches to the housing butterfly plate levers. Some variations can have either two intake air passages for each cylinder with one passageway that is always open and the other is opened and closed with a butterfly valve plate. The other type has a butterfly valve with a small passageway that opens up into a larger size orifice when the butterfly plates are opened. The butterfly valve plates are opened and closed by an electric motor and the motorized actuator houses an internal switch or switches, depending on the application, to provide feedback to PCM indicating the butterfly valve plate position. If the IMRC system is not working correctly then a diagnostic trouble code (DTC) is set.

The motorized actuator does not energize below 3,000 RPM, allowing the linkage to fully extend and the butterfly plates to remain closed. The motorized actuator energizes above 3,000 RPM allowing the attaching linkage to pull the butterfly valve plates open. Some vehicles activate the IMRC near 1,500 RPM.

1. The PCM uses the TP sensor and CKP signals to determine activation of the IMRC system. There must be a positive change in voltage from the TP sensor along with the increase in RPM to open the valve plates.
2. The PCM uses the information from the input signals to control the IMRC motorized actuator based upon RPM and changes in the throttle position.
3. The PCM energizes the actuator to open the butterfly plates.
4. The IMRC housing contains butterfly plates to allow increased air flow.

Scheme 80

Intake Manifold Runner Control (IMRC) Vacuum Actuated System

The IMRC vacuum actuated system consists of a manifold mounted vacuum actuator and a PCM controlled electric solenoid. For additional information on IMRC vacuum actuated components, refer to ENGINE CONTROL COMPONENTS . The linkage from the actuator attaches to the manifold butterfly plate lever. The IMRC actuator and manifold are composite/plastic with a single intake air passage for each cylinder. The passage has a butterfly valve plate that blocks a large percentage of the opening when actuated, leaving the top of the passage open to generate turbulence. The housing uses a return spring to hold the butterfly valve plates open. The vacuum actuator houses an internal monitor circuit to provide feedback to the PCM indicating the butterfly valve plate position.

The vacuum solenoid does not energize below 3,000 RPM, allowing the manifold vacuum to be applied and the butterfly valve plates to remain closed. The vacuum solenoid de-energizes above 3,000 RPM allowing the vacuum to vent from the actuator and the butterfly valve plates to open.

1. The PCM monitors the TP sensor, CHT, and CKP signals to determine activation of the IMRC system. There must be a positive change in voltage from the TP sensor along with the increase in RPM at the correct engine temperature to open the butterfly valve plates.
2. The PCM uses the information from the input signals to control the IMRC electric solenoid based upon changes in the throttle position, the engine temperature, and the RPM.
3. The PCM energizes the solenoid with the ignition on and the engine running. Vacuum is then applied to the actuator to pull the butterfly valve plates closed.

Scheme 81

Intake Manifold Tuning Valve (IMTV) System

The IMTV is a motorized actuated unit mounted directly to the intake manifold. For additional information on IMTV components, refer to ENGINE CONTROL COMPONENTS .

The motorized IMTV unit is not energized below a calibrated RPM. The shutter is in the closed position not allowing airflow blend to occur in the intake manifold. Above a calibrated RPM the motorized unit is energized. The motorized unit is commanded on by the PCM initially at a 100 percent duty cycle to move the shutter to the open position, and then falling to approximately 50 percent to continue to hold the shutter open.

1. The PCM uses the TP sensor and CKP signals to determine activation of the IMTV system. There must be a positive change in voltage from the TP sensor along with the increase in RPM to open the shutter.
2. The PCM uses the information from the input signals to control the IMTV.
3. When commanded on by the PCM, the motorized actuator shutter opens up the end of the vertical separating wall at high engine speeds to allow both sides of the manifold to blend together.

Scheme 82

Heated Tubes

1. PCM-controlled (no thermistor in harness)
2. non-PCM controlled (thermistor in harness)

PCV Valves

1. water heated
2. non-heated
3. PCM-controlled
4. non-PCM controlled electrically heated thermistor in harness

Refer to the following figures for examples of these types of PCV valves.

Scheme 83

Scheme 84

Scheme 85

Scheme 86

Scheme 87

Scheme 88

Secondary AIR System

The secondary AIR system consists of an secondary AIR pump, check air injection diverter (AIR diverter) valve, an secondary AIR bypass solenoid, an AIR relay, a powertrain control module (PCM) and connecting wires, and vacuum hoses. For additional information on the secondary AIR system components, refer to ENGINE CONTROL COMPONENTS .

1. The PCM requires engine coolant temperature (ECT) or cylinder head temperature (CHT), mass air flow/intake air temperature (MAF/IAT), and crankshaft position (CKP) sensor inputs to initiate the secondary air injection function.
2. When the engine is started, the strategy determines when to enable the secondary AIR pump. The PCM signals the AIR relay and the AIR bypass solenoid, after a 5 to 15 second delay, to begin system operation. Once the catalyst is lit-off, the PCM then signals the AIR relay to stop secondary AIR pump operation and to close the AIR bypass solenoid from supplying vacuum to the AIR diverter valve.
3. The AIR relay provides the start-up signal and switches the high current required to operate the secondary AIR pump.
4. The AIR bypass solenoid applies a vacuum to the AIR diverter valve(s) causing it to open and to allow air to flow into the exhaust manifolds.
5. The secondary AIR pump draws dry filtered air from the intake air system downstream of the MAF/IAT sensor.
6. The secondary AIR pump delivers the required amount of air to control emissions during engine operation. Air is forced into the exhaust manifolds to oxidize the hydrocarbons and carbon monoxide created by running rich at start up.

Scheme 89

Supercharger Bypass (SCB) System

The SCB system allows the high pressure air at the outlet of the supercharger to vent back into the inlet of the supercharger, equalizing the pressure. This eliminates the boost (increased pressure that the supercharger produces) for times when supercharger function is undesirable. The system uses a vacuum bypass actuator, which controls the bypass valve inside the supercharger. The system normally operates with engine vacuum applied to the upper port of the vacuum bypass actuator, while the lower port references the air pressure in the clean air tube to cancel out any pressure difference in the intake air system. The actuator is set to open (bypassing the supercharger) during high vacuum engine conditions. As the throttle is opened and engine vacuum decreases, the actuator closes to allow the supercharger to pressurize the air in the manifold.

Charge Air Cooler (CAC) System

The CAC system is designed to cool the intake air which has been heated by the supercharger. The removal of heat from the pressurized air going into the CAC increases the air density which improves combustion efficiency, engine horsepower, and torque. The system consists of an additional CAC radiator in the grille, a reservoir (independent from the engine cooling system), an electric water pump, the CAC located in the lower intake manifold, and tubing to interconnect these components. The CAC is positioned after the supercharger directly in the flow of the intake air. As the heated air flows through the CAC, heat is transferred to the coolant which is circulated back to the CAC radiator to be cooled by the airflow through the grille. The CAC pump is controlled by the powertrain control module (PCM). The PCM maintains a desirable intake air temperature by monitoring a second intake air temperature (IAT2) sensor in the lower intake manifold.

Scheme 90

Scheme 91

Scheme 92

Electronic Throttle Body (ETB)

The ETB has the following characteristics

1. The throttle actuator control (TAC) motor is a DC motor controlled by the PCM (requires 2 wires).
2. There are two designs: parallel and in-line. The parallel design has the motor under the bore parallel to the plate shaft. The motor housing is integrated into the main housing. The in-line design has a separate motor housing.
3. An internal spring is used in both designs to return the throttle plate to a default position. The default position is typically a throttle angle of 7 to 8 degrees from the hard stop angle.
4. The closed throttle plate hard stop is used to prevent the throttle from binding in the bore. This hard stop setting is not adjustable and is set to result in less airflow than the minimum engine airflow required at idle.
5. The required idle airflow is provided by the plate angle in the throttle body assembly. This plate angle controls idle, idle quality, and eliminates the need for an IAC valve.
6. There is one reference voltage and one signal return circuit between the PCM and the ETB. The reference voltage and the signal return circuits are shared with the reference voltage and signal return circuits used by the accelerator pedal position (APP) sensor. There are also two throttle position (TP) signal circuits for redundancy. The redundant TP signals are required for increased monitoring reasons. The first TP signal (TP1) has a negative slope (increasing angle, decreasing voltage) and the second signal (TP2) has a positive slope (increasing angle, increasing voltage). The TP2 signal reaches a limit of approximately 4.5 volts at approximately 45 degrees of throttle angle.

Depending on the application either a 2-track or 3-track APP sensor is used. For additional information on the APP sensor, refer to ENGINE CONTROL COMPONENTS .

Electronic Throttle Control (ETC) System Strategy

The torque-based ETC strategy was developed to improve fuel economy and to accommodate variable camshaft timing (VCT). This is possible by not coupling the throttle angle to the driver pedal position. Uncoupling the throttle angle (produce engine torque) from the pedal position (driver demand) allows the powertrain control strategy to optimize fuel control and transmission shift schedules while delivering the requested wheel torque.

The ETC monitor system is distributed across two processors within the PCM: the main powertrain control processor unit (CPU) and a separate monitoring processor. The primary monitoring function is carried out by the independent plausibility check (IPC) software, which resides on the main processor. It is responsible for determining the driver-demanded torque and comparing it to an estimate of the actual torque delivered. If the generated torque exceeds driver demand by a specified amount, appropriate corrective action is taken.

ETC System with a 3-Track APP Sensor Failure Mode and Effects Management

ETC SYSTEM WITH 3-TRACK APP SENSOR FAILURE MODE AND EFFECTS MANAGEMENT

ETC System with a 2-Track APP Sensor Failure Mode and Effects Management

ETC SYSTEM WITH 2-TRACK APP SENSOR FAILURE MODE AND EFFECTS MANAGEMENT

Electronic Throttle Monitor Operation

ELECTRONIC THROTTLE MONITOR OPERATION CHART

APP and TP Sensor Inputs

Accelerator Pedal Position (APP) Sensor Check

ACCELERATOR PEDAL POSITION SENSOR REFERENCE

Throttle Position (TP) Sensor Check

THROTTLE POSITION SENSOR REFERENCE

Electronic Throttle Actuator Control (TAC) Output

Electronic TAC Operation Check

ELECTRONIC TAC OPERATION CHART

Variable Camshaft Timing (VCT) System

The VCT system consists of an electric hydraulic positioning control solenoid, a camshaft position (CMP) sensor, and a trigger wheel. The CMP trigger wheel indicates the CMP signal for that bank. A crankshaft position (CKP) sensor provides the PCM with crankshaft positioning information in 10 degree increments.

1. The PCM receives input signals from the intake air temperature (IAT), engine coolant temperature (ECT), engine oil temperature (EOT), CMP, throttle position (TP), mass air flow (MAF), and CKP sensors to determine the operating conditions of the engine. At idle and low engine speeds with closed throttle, the PCM controls the camshaft position based on ECT, EOT, IAT, and MAF. During part and wide open throttle, the camshaft position is determined by engine RPM, load and throttle position. The VCT system does not operate until the engine is at normal operating temperature.
2. The VCT system is enabled by the PCM when the correct conditions are met.
3. The CKP signal is used as a reference for CMP positioning.
4. The VCT solenoid valve is an integral part of the VCT system. The solenoid valve controls the flow of engine oil in the VCT actuator assembly. As the PCM controls the duty cycle of the solenoid valve, oil pressure/flow advances or retards the cam timing. Duty cycles near 0% or 100% represent rapid movement of the camshaft. Retaining a fixed camshaft position is accomplished by dithering (oscillating) the solenoid valve duty cycle. The PCM calculates and determines the desired camshaft position. It continually updates the VCT solenoid duty cycle until the desired position is achieved. A difference between the desired and actual camshaft position represents a position error in the PCM VCT control loop. The PCM disables the VCT and places the camshaft in a default position if a concern is detected. A related DTC is also set when the concern is detected.
5. When the VCT solenoid is energized, engine oil is allowed to flow to the VCT actuator assembly which advances or retards the camshaft timing. One half of the VCT actuator is coupled to the camshaft and the other half is connected to the timing chain. Oil chambers between the two halves couple the camshaft to the timing chain. When the flow of oil is shifted from one side of the chamber to the other, the differential change in oil pressure forces the camshaft to rotate in either an advance or retard position depending on the oil flow.

Scheme 93

OBD-II Systems

The OBD-II system monitors virtually all emission control systems and components that can affect tailpipe or evaporative emissions. In most cases, concerns must be detected before emissions exceed 1.5 times the applicable 120,000 or 150,000 mile emission standards. Partial zero emission vehicles (PZEV) and super ultra low emission vehicles (SULEV-II) can use 2.5 times the standard in place of the 1.5 times the standard. If a system or component exceeds emission thresholds or does not operate within a manufacturer's specifications, a DTC is stored and the MIL is illuminated within two drive cycles.

The OBD-II system monitors for concerns either continuously, (regardless of driving mode), or noncontinuously (once per drive cycle during specific drive modes). A pending DTC is stored in the PCM keep alive memory (KAM) when a concern is initially detected. Pending DTCs are displayed as long as the concern is present. Note that OBD regulations required a complete concern-free monitoring cycle to occur before erasing a pending DTC. This means that a pending DTC is erased on the next power-up after a concern-free monitoring cycle. However, if the concern is still present after two consecutive drive cycles, the MIL is illuminated. Once the MIL is illuminated, three consecutive drive cycles without a concern detected are required to extinguish the MIL. The DTC is erased after 40 engine warm-up cycles once the MIL is extinguished.

In addition to specifying and standardizing much of the diagnostics and MIL operation, OBD requires the use of a standard data link connector (DLC), standard communication links and messages, standardized DTCs and terminology. Examples of standard diagnostic information are freeze frame data and Inspection/Maintenance (I/M) readiness indicators.

Freeze frame data describes data stored in KAM at the point the concern is initially detected and the pending DTC is stored. Freeze frame data consists of parameters such as engine RPM, engine load, vehicle speed or throttle position. Freeze frame data is updated when the concern is detected again on a subsequent drive cycle and a confirmed DTC is stored; however, a previously stored freeze frame is overwritten if a higher priority fuel or misfire concern is detected. This data is accessible with the scan tool to allow duplicating the conditions when the concern occurred in order to assist in repairing the vehicle.

OBD I/M readiness indicators show whether all of the OBD monitors have been completed since the last time the KAM or the PCM DTC(s) have been cleared. Ford stores a DTC P1000 and blinks the MIL after 15 seconds of ignition on engine off time to indicate that some monitors have not completed. In some states, it may be necessary to carry out an OBD check in order to renew a vehicle registration. The I/M readiness indicators must show that all monitors have been completed prior to the OBD check.

Starting in the 1996 MY, OBD-II was required on all California and California State gasoline engine vehicles up to 14,000 lbs. gross vehicle weight rating (GVWR). Starting in the 1997 MY, diesel engine vehicles up to 14,000 lbs. GVWR required OBD-II.

California states are ones that have adopted California emission regulations, starting in the 1998 MY. For example, Massachusetts, New York, Vermont and Maine have adopted California's emission regulations. These states receive California-certified vehicles for passenger cars, light trucks, and medium-duty vehicles up to 14,000 lbs GVWR.

Starting in the 1996 MY, OBD-II was also required on all Federal gasoline engine vehicles up to 8,500 lbs. GVWR. Starting in the 1997 MY, diesel engine vehicles up to 8,500 lbs. GVWR required OBD-II.

Starting in the 2004 MY, Federal vehicle over 8,500 lbs. were required to phase in OBD-II. By the 2006 MY, all of Ford's Federal vehicles from 8,500 to 14,000 lbs GVWR have been phased into OBD-II. OBD-I systems are no longer used in vehicles up to 14,000 lbs GVWR.

EMD Systems

EMD was required on all 2007 MY and beyond California gasoline and diesel fueled on-road heavy duty engines used in vehicles over 14,000 lbs GVWR. EMD systems are required to functionally monitor the fuel delivery system, exhaust gas recirculation (EGR) system, particulate matter trap, as well as emission related PCM inputs for circuit continuity and rationality, and emission-related outputs for circuit continuity and functionality. For gasoline engines which have no PM trap, EMD requirements are very similar to current OBD-I system requirements. As such, OBD-I system philosophy is employed, the only change being the addition of some comprehensive component monitor (CCM) rationality and functionality checks.

EMD vehicles use that same PCM, CAN serial data communication link, J1962 DLC, and PCM software as the corresponding OBD-II vehicle. The only difference is the possible removal of the rear oxygen sensor(s), fuel tank pressure sensor, canister vent solenoid, and a different PCM calibration.

The following list indicates what monitors and functions have been altered from OBD-II for gasoline engine EMD calibrations

GASOLINE ENGINE CALIBRATION REFERENCE

The following monitor descriptions provide a general description of each OBD monitor. In these descriptions, the monitor strategy, hardware, testing requirements, and methods are presented to provide an overall understanding of monitor operation. An illustration of each monitor may also be provided. These illustrations should be used as typical examples and are not intended to represent all possible vehicle configurations.

Each illustration depicts the PCM as the main focus with primary inputs and outputs for each monitor. The icons to the left of the PCM represent the inputs used by each of the monitor strategies to enable or activate the monitor. The components and subsystems to the right of the PCM represent the hardware and signals used while carrying out the tests and the systems being tested. The CCM illustration has numerous components and signals involved which are shown illustration generically. When referring to the illustrations, match the numbers to the corresponding numbers in the monitor descriptions for a better comprehension of the monitor and associated DTCs.

These icons are used in the illustrations of the OBD monitors and throughout this information.

Scheme 94

Catalyst Efficiency Monitor

The catalyst efficiency monitor uses an oxygen sensor before and after the catalyst to infer the hydrocarbon (HC) efficiency based on the oxygen storage capacity of the catalyst. During monitor operation the powertrain control module (PCM) calculates the length of the signal while the sensors are switching. Under normal closed-loop fuel conditions, high efficiency catalysts have significant oxygen storage. This makes the switching frequency of the rear heated oxygen sensor (HO2S) very slow and reduces the amplitude, which provides for a shorter signal length. The front HO2S switches more frequently with greater amplitude, which provides for a longer signal length. As the catalyst efficiency deteriorates due to thermal and chemical deterioration, its ability to store oxygen declines. The post-catalyst or downstream HO2S signal begins to switch more rapidly with increasing amplitude and signal length, approaching the switching frequency, amplitude, and signal length of the pre-catalyst or upstream HO2S. The predominant failure mode for high mileage catalysts is chemical deterioration (phosphorus deposits on the front brick of the catalyst), not thermal deterioration.

For the typical HO2S, the catalyst monitor counts the number of front HO2S switches during part-throttle, closed-loop fuel conditions after the engine is warmed-up and the inferred catalyst temperature is within limits. The number of front switches are accumulated, depending on the calibration, in up to three different air mass regions or cells. While catalyst monitoring entry conditions are being met, the front and rear HO2S signal lengths are continually being calculated. When the required number of front switches has accumulated in each cell, the total signal length of the rear HO2S is divided by the total signal length of the front HO2S to compute a catalyst index ratio. An index ratio near 0.0 indicates high oxygen storage capacity, hence high HC efficiency. An index ratio near 1.0 indicates low oxygen storage capacity, hence low HC efficiency. If the actual index ratio exceeds the threshold index ratio, the catalyst is considered failed.

For the universal HO2S, the catalyst monitor calculates the rear HO2S signal lengths for 10-20 seconds during part-throttle, closed-loop fuel conditions after the engine is warmed-up, the inferred catalyst temperature is within limits, and fuel tank vapor purge is disabled. The catalyst monitor is enabled for 10-20 seconds per drive cycle. When the catalyst monitor is active, the PCM commands a fixed fuel control routine. The fixed fuel control routine is the same for every vehicle with universal HO2Ss. During monitor operation the rear HO2S signal lengths are continually calculated. The calculated rear HO2S signal length is then divided by a calibrated signal length, which has compensation for mass air flow. The calibrated signal length is based on the signal length of an HO2S placed after a catalyst without a washcoat. An index ratio near 0.0 indicates high oxygen storage capacity, hence high HC efficiency. An index ratio near 1.0 indicates low oxygen storage capacity, hence low HC efficiency. If the actual index ratio exceeds the threshold index ratio, the catalyst is considered failed.

Inputs from engine coolant temperature (ECT) or cylinder head temperature (CHT), intake air temperature (IAT), mass air flow (MAF), crankshaft position (CKP), throttle position (TP), and vehicle speed sensors are required to enable the Catalyst Efficiency Monitor.

Typical Monitor Entry Conditions

1. Minimum 330 seconds since start-up at 21°C (70°F)
2. Engine coolant temperature is between 76.6°C - 110°C (170°F - 230°F)
3. Intake air temperature is between -7°C - 82°C (20°F - 180°F)
4. Time since entering closed-loop is 30 seconds
5. Inferred rear HO2S sensor temperature of 482°C (900°F)
6. EGR is between 1% and 12%
7. Part throttle, maximum rate of change is 0.2 volts/0.050 sec
8. Vehicle speed is between 8 and 112 km/h (5 and 70 mph)
9. Fuel level is greater than 15%

1. First Air Flow Cell Engine RPM 1,000 to 1,300 RPM Engine load 15 to 35% Inferred catalyst temperature 454°C - 649°C (850°F - 1,200°F) Number of front HO2S switches is 50

1. Second Air Flow Cell Engine RPM 1,200 to 1,500 RPM Engine load 20 to 35% Inferred catalyst temperature 482°C - 677°C (900°F - 1,250°F) Number of front HO2S switches is 70

1. Third Air Flow Cell Engine RPM 1,300 to 1,600 RPM Engine load 20 to 40% Inferred catalyst temperature 510°C - 704°C (950°F - 1,300°F) Number of front HO2S switches is 30

The DTCs associated with this test are DTC P0420 (Bank 1 or Y-pipe system) and P0430 (Bank 2). Because an exponentially weighted moving average algorithm is used to determine a concern, up to six driving cycles may be required to illuminate the MIL during normal customer driving. If the KAM is reset or the battery is disconnected, a concern illuminates the MIL in two drive cycles.

Cold Start Emission Reduction Component Monitor

Two different tests are carried out during the cold start emission reduction component monitor. The low idle air flow test which checks the performance of the idle air control strategy and the spark timing monitor test which checks the spark timing strategy.

Cold Start Emission Reduction System Monitor

The PCM uses the cold start emission reduction system monitor to calculate the actual catalyst warm up temperature during a cold start. The actual catalyst warm up temperature calculation uses measured engine speed, measured air mass and commanded spark timing inputs to the PCM. The PCM then compares the actual temperature to the expected catalyst temperature model. The expected catalyst temperature model calculation uses desired engine speed, desired air mass and desired spark timing inputs to the PCM. The difference between the actual and expected temperatures is reflected in a ratio. This ratio is a measure of how much loss of catalyst heating occurred over the period of time and when compared with a calibrated threshold it helps the PCM to determine if the cold start emission reduction system is working properly. This ratio correlates to tailpipe emissions, and a malfunction indicator lamp (MIL) illuminates when the calibrated threshold is exceeded. The monitor is disabled if a concern is present in any of the sensors or systems used for expected catalyst temperature model calculation.

Cold start emission reduction system monitor test operation

1. DTC: P050E cold start engine exhaust temperature out of range
2. Monitor execution: once per driving cycle, from start up with the cold start emission reduction monitor active
3. Monitor sequence: the monitor collects data during first 15 seconds of the cold start
4. Monitoring duration: the monitor completes 300 seconds after initial engine start

Cold start emission reduction system monitor entry conditions

1. Engine coolant temperature at the start of the monitor is between 1.67°C (35°F) and 37.78°C (100°F)
2. Barometric pressure is above 74.5 kPa (22 in-Hg)
3. Catalyst temperature at the start of the monitor is between 1.67°C (35°F) and 51.67°C (125°F)
4. Fuel level is above 15%
5. Power take-off operation is disabled

Comprehensive Component Monitor (CCM)

The CCM monitors for concerns in any powertrain electronic component or circuit that provides input or output signals to the powertrain control module (PCM) that can affect emissions and is not monitored by another on board diagnostics (OBD) monitor. Inputs and outputs are, at a minimum, monitored for circuit continuity or correct range of values. Where feasible, inputs are also checked for rationality, and outputs are also checked for correct functionality.

The CCM covers many components and circuits and tests them in various ways depending on the hardware, function, and type of signal. For example, analog inputs such as throttle position or engine coolant temperature are typically checked for opens, shorts, and out-of-range values. This type of monitoring is carried out continuously. Some digital inputs like brake switch or crankshaft position rely on rationality checks that are checking to see if the input value makes sense at the current engine operating conditions. These types of tests may require monitoring several components and can only be carried out under the appropriate test conditions.

Outputs such as coil drivers are checked for opens and shorts by monitoring a feedback circuit or smart driver associated with the output. Other outputs, such as relays, require additional feedback circuits to monitor the secondary side of the relay. Some outputs are also monitored for correct function by observing the reaction of the control system to a given change in the output command. An idle air control solenoid can be functionally tested by monitoring the idle RPM relative to the target idle RPM. Some tests can only be carried out under the appropriate test conditions. For example, the transmission shift solenoids can only be tested when the PCM commands a shift.

The following is an example of some of the input and output components monitored by the CCM. The component monitor may belong to the engine, ignition, transmission, air conditioning, or any other PCM supported subsystem.

1. Inputs: Air conditioning pressure (ACP) transducer sensor, camshaft position (CMP) sensor, crankshaft position (CKP) sensor, engine coolant temperature (ECT) sensor, engine oil temperature (EOT) sensor, fuel rail pressure temperature (FRPT) sensor, fuel tank pressure (FTP) sensor, intake air temperature (IAT) sensor, mass air flow (MAF) sensor, throttle position (TP) sensor.
2. Outputs: EVAP canister purge valve, EVAP canister vent (CV) solenoid, fuel injector, fuel pump (FP), idle air control (IAC), intake manifold runner control (IMRC), shift solenoid, torque converter clutch (TCC) solenoid, variable camshaft timing (VCT) actuator, wide open throttle A/C cutout (WAC).
3. The CCM is enabled after the engine starts and is running. A diagnostic trouble code (DTC) is stored in keep alive memory (KAM) and the malfunction indicator lamp (MIL) is illuminated after 2 driving cycles when a concern is detected. Many of the CCM tests are also carried out during an on-demand self-test.

Scheme 95

Electric Exhaust Gas Recirculation (EEGR) System Monitor

The EEGR system monitor is an on-board strategy designed to test the integrity and flow characteristics of the EGR system. The monitor is activated during EGR system operation and after certain base engine conditions are satisfied. Inputs from the engine coolant temperature (ECT) or cylinder head temperature (CHT), intake air temperature (IAT), throttle position (TP), crankshaft position (CKP), mass air flow (MAF), and manifold absolute pressure (MAP) sensors are required to activate the EGR system monitor. Once activated, the EGR system monitor carries out each of the tests described below during the engine modes and conditions indicated. Some of the EGR system monitor tests are also carried out during a key on engine off (KOEO) or key on engine running (KOER) self-test.

The EEGR monitor consists of an electrical and functional test that checks the stepper motor and the EEGR system for correct flow. The powertrain control module (PCM) controls the EEGR valve by commanding from 0 to 52 discreet increments or steps to get the valve from fully closed to fully open respectively. The stepper motor electrical test is a continuous check of the four electric stepper motor coils and circuits to the PCM. A concern is indicated if an open circuit, short to voltage, or short to ground has occurred in one or more of the stepper motor coils or circuits for a calibrated period of time. If a concern has been detected, the EEGR system is disabled, setting diagnostic trouble code (DTC) P0403. Additional monitoring is suspended for the remainder of the drive cycle, or until the next engine startup.

After the vehicle has warmed up and normal EEGR flow rates are being commanded by the PCM, the EEGR flow check is carried out. The flow test is carried out once per drive cycle when a minimum amount of exhaust gas is requested and the remaining entry conditions required to initiate the test are satisfied. If a concern is detected, the EEGR system, as well as the EEGR monitor, is disabled until the next engine startup.

An EGR flow concern is indicated by either a no flow condition or a low flow condition prior to exceeding 1.5 times the applicable emission standard. The criteria used to determine which flow concern threshold applies is based upon whether or not the applicable emission standards are exceeded on the federal test procedure test cycle without EGR delivery.

The EGR flow test is done by observing the behavior of two different values of MAP: the analog MAP sensor reading, and inferred MAP, (MAP calculated from the MAF, throttle position, RPM, barometric pressure (BARO) and other sensors). Due to the location of the MAF sensor, the calculation of inferred MAP is not compensated for EGR flow. Therefore, it does not account for the effects of EGR flow whereas measured MAP does respond to the effects of EGR flow. The amount of EGR flow can therefore be calculated by looking at the difference between measured MAP and inferred MAP under the correct engine operating conditions.

Some differences always exist between measured MAP and inferred MAP due to hardware variations. These variations are learned during steady engine operating conditions without EGR flow and the estimated EGR flow is compensated for these differences. The result of this compensation is values of measured MAP and inferred MAP that are equal under conditions where no EGR is flowing. Hence, when EGR is flowing the increased pressure in measured MAP over inferred MAP represents the pressure change due to EGR flow. This pressure change is normalized to a value between 0 and 1 representing the ratio of measured EGR flow to the scheduled EGR flow and is referred as the EGR flow degradation index. A value near 1 indicates the system is functioning correctly whereas a value near 0 reflects EGR severe flow degradation.

The EGR flow degradation index is compared to a calibrated threshold to determine if a low flow concern has occurred. If an EGR flow concern has occurred, DTC P0400 flow concern is registered.

If the inferred ambient temperature is less than -7°C (20°F), greater than 54°C (130°F), or the altitude is greater than 8,000 feet (BARO less than 22.5 in-Hg), the EEGR flow test cannot be reliably done. In these conditions, the EEGR flow test is suspended and a timer starts to accumulate the time in these conditions. When the vehicle leaves these extreme conditions, the timer starts to decrement, and if conditions permit, attempts to complete the EGR flow monitor. If the timer reaches 800 seconds, the EEGR flow test is disabled for the remainder of the current driving cycle and the EGR monitor is set to a ready condition.

Note. BARO is inferred at engine startup using the KOEO MAP sensor reading. It is updated during high, part-throttle, engine operation.

A DTC P1408, like the P0400, indicates an EGR flow concern (outside the minimum or maximum limits) but is only set during the KOER self-test. DTCs P0400 and P0403 are malfunction indicator lamp (MIL) codes. DTC P1408 is a non-MIL code.

Scheme 96

Enhanced Thermostat Monitor

The enhanced thermostat monitor helps to reduce the time it takes to identify a thermostat concern. This monitor is executed once per drive cycle, during a cold start and has run duration of 300 seconds.

During a cold start, when the thermostat should be closed, the enhanced thermostat monitor uses intake air temperature, engine rpm, vehicle speed and engine load to predict the engine coolant temperature. Once the predicted temperature reaches a calibrated temperature, the actual engine cooling temperature is compared to see if it reached the same calibrated temperature. The calibrated temperature is within 11°C (20°F) below the thermostat regulating temperature. Once the engine cooling temperature exceeds the calibrated temperature after an estimated time, the engine cooling temperature is then compared to the same calibrated temperature to determine if the engine cooling temperature has warmed up enough. If the engine cooling temperature is within the calibrated temperature, the thermostat is functioning correctly. If the engine cooling temperature is too low, the thermostat may be stuck open and DTC P0128 sets.

Evaporative Emission (EVAP) Leak Check Monitor

The EVAP leak check monitor is an on-board strategy designed to detect a leak from a hole (opening) equal to or greater than 0.508 mm (0.020 inch) in the enhanced EVAP system. The correct function of the individual components of the enhanced EVAP system, as well as its ability to flow fuel vapor to the engine, is also examined. The EVAP leak check monitor relies on the individual components of the enhanced EVAP system to either allow a natural vacuum to occur in the fuel tank or apply engine vacuum to the fuel tank and then seal the entire enhanced EVAP system from the atmosphere. The fuel tank pressure is then monitored to determine the total vacuum lost (bleed-up) for a calibrated period of time. Inputs from the engine coolant temperature (ECT) sensor or cylinder head temperature (CHT) sensor, intake air temperature (IAT) sensor, mass air flow (MAF) sensor, vehicle speed, fuel level input (FLI) and fuel tank pressure (FTP) sensor are required to enable the EVAP leak check monitor.

During the EVAP leak check monitor repair verification drive cycle, clearing the continuous diagnostic trouble codes (DTCs) and resetting the emission monitors information in the powertrain control module (PCM) bypasses the minimum soak time required to complete the monitor. The EVAP leak check monitor does not run if the ignition is turned off after clearing the continuous DTCs and resetting the emission monitors information in the PCM. The EVAP leak check monitor does not run if a MAF sensor concern is present. The EVAP leak check monitor does not initiate until the heated oxygen sensor (HO2S) monitor is complete.

If the vapor generation is high on some vehicle enhanced EVAP systems, where the monitor does not pass, the result is treated as a no test. Therefore, the test is complete for the day.

Some vehicle applications have an engine off natural vacuum (EONV) check as part of the EVAP leak check monitor.

Engine On EVAP Leak Check Monitor

The engine on EVAP leak check monitor is executed by the individual components of the enhanced EVAP system as follows

1. The EVAP canister purge valve is used to control the flow of vacuum from the engine and create a target vacuum on the fuel tank.
2. The canister vent (CV) solenoid is used to seal the EVAP system from the atmosphere. It is closed by the PCM (100% duty cycle) to allow the EVAP canister purge valve to obtain the target vacuum on the fuel tank.
3. The FTP sensor is used by the engine on EVAP leak check monitor to determine if the target vacuum necessary to carry out the leak check on the fuel tank is reached. Some vehicle applications with the engine on EVAP leak check monitor use a remote in-line FTP sensor. Once the target vacuum on the fuel tank is achieved, the change in fuel tank vacuum over a calibrated period of time determines if a leak exists.
4. If the initial target vacuum cannot be reached, DTC P0455 (gross leak detected) is set. The engine on EVAP leak check monitor aborts and does not continue with the leak check portion of the test. For some vehicle applications, if the initial target vacuum cannot be reached after a refueling event and the purge vapor flow is excessive, DTC P0457 (fuel cap off) is set. If the initial target vacuum is exceeded, a system flow concern exists and DTC P1450 (unable to bleed-up fuel tank vacuum) is set. The engine on EVAP leak check monitor aborts and does not continue with the leak check portion of the test. If the vacuum increase is quicker than expected, a blocked fuel vapor tube is suspected and if confirmed after an intrusive test, DTC P144A is set. If the target vacuum is obtained on the fuel tank, the change in the fuel tank vacuum (bleed-up) is calculated for a calibrated period of time. The calculated change in fuel tank vacuum is compared to a calibrated threshold for a leak from a hole (opening) of 1.016 mm (0.040 inch) in the enhanced EVAP system. If the calculated bleed-up is less than the calibrated threshold, the enhanced EVAP system passes. If the calibrated bleed-up exceeds the calibrated threshold, the test aborts. The test can be repeated up to three times. If the bleed-up threshold is still being exceeded after three tests, a vapor generation test must be carried out before DTC P0442 (small leak detected) is set. This is accomplished by returning the enhanced EVAP system to atmospheric pressure by closing the EVAP canister purge valve and opening the CV solenoid. Once the FTP sensor observes the fuel tank is at atmospheric pressure, the CV solenoid closes and seals the enhanced EVAP system. The fuel tank pressure build-up over a calibrated period of time is compared to a calibrated threshold for pressure build-up due to vapor generation. If the fuel tank pressure build-up exceeds the threshold, the leak test results are invalid due to vapor generation. The engine on EVAP leak check monitor attempts to repeat the test again. If the fuel tank pressure build-up does not exceed the threshold, the leak test results are valid and DTC P0442 is set.
5. If the 1.016 mm (0.40 inch) test passes, the test time is extended to allow the 0.508 mm (0.020 inch) test to run. The calculated change in fuel vacuum over the extended time is compared to a calibrated threshold for a leak from a 0.508 mm (0.020 inch) hole (opening). If the calculated bleed-up exceeds the calibrated threshold, the vapor generation test is run. If the vapor generation test passes (no vapor generation), an internal flag is set in the PCM to run a 0.508 mm (0.020 inch) test at idle (vehicle stopped). On the next start following a long engine off period, the enhanced EVAP system is sealed and evacuated for the first 10 minutes of operation. If the appropriate conditions are met, a 0.508 mm (0.020 inch) leak check is conducted at idle.
6. If the test at idle fails, a DTC P0456 is set. There is no vapor generation test with the idle test 6. The malfunction indicator lamp (MIL) is activated for DTCs P0442, P0455, P0456, P0457, and P1450 (or P0446) after 2 occurrences of the same concern and for DTC P144A after a sufficient number of completions. The MIL can also be activated for any enhanced EVAP system component DTCs in the same manner. The enhanced EVAP system component DTCs P0443, P0452, P0453, and P1451 are tested as part of the CCM.

Scheme 97

Engine Off Natural Vacuum (EONV) EVAP Leak Check Monitor

The EONV EVAP leak check monitor is executed during ignition off, after the engine on EVAP leak check monitor is completed. The EONV EVAP leak check monitor determines a leak is present when the naturally occurring change in fuel tank pressure or vacuum does not exceed a calibrated limit during a calibrated amount of time. A separate, low power consuming, microprocessor in the PCM manages the EONV leak check. The engine off EVAP leak check monitor is executed by the individual components of the enhanced EVAP system as follows

1. The EVAP canister purge valve is normally closed at ignition off.
2. The normally open canister vent (CV) remains open for a calibrated amount of time to allow the fuel tank pressure to stabilize with the atmosphere. During this time period the FTP sensor is monitored for an increase in pressure. If pressure remains below a calibrated limit the CV is closed by the PCM (100% duty cycle) and seals the EVAP system from the atmosphere.
3. The FTP sensor is used by the EONV EVAP leak check monitor to determine if the target pressure or vacuum necessary to complete the EONV EVAP leak check monitor on the fuel tank is reached. Some vehicle applications with the EONV EVAP leak check monitor use a remote in-line FTP sensor. If the target pressure or vacuum on the fuel tank is achieved within the calibrated amount of time, the test is complete.
4. The EONV EVAP leak check monitor uses the naturally occurring change in fuel tank pressure as a means to detect a leak in the EVAP system. At ignition off, a target pressure and vacuum is determined by the PCM. These target values are based on the fuel level and the ambient temperature at ignition off. As the fuel tank temperature increases, the pressure in the tank increases and as the temperature decreases a vacuum develops. If a leak is present in the EVAP system the fuel tank pressure or vacuum does not exceed the target value during the testing time period. The EONV EVAP leak check monitor begins at ignition off. After ignition off the normally open canister vent (CV) remains open for a calibrated amount of time to allow the fuel tank pressure to stabilize with the atmosphere. During this time period the FTP sensor is monitored for an increase in pressure. If pressure remains below a calibrated limit the CV is closed by the PCM (100% duty cycle) and seals the EVAP system from the atmosphere. If the pressure on the fuel tank decreases after the EVAP system is sealed, the EONV EVAP leak check monitor begins to monitor the fuel tank pressure. When the target vacuum is exceeded within the calibrated amount of time the test completes and the fuel tank pressure and time since ignition off information is stored. If the target vacuum is not reached in the calibrated amount of time, a leak is suspected and the fuel tank pressure and time since ignition off information is stored. If the pressure on the fuel tank increases after the EVAP system is sealed, but does not exceed the target pressure within a calibrated amount of time the CV is opened to allow the fuel tank pressure to again stabilize with the atmosphere. After a calibrated amount of time the CV is closed by the PCM and seals the EVAP system. When the fuel tank pressure exceeds either the target pressure or vacuum within the calibrated amount of time the test completes and the fuel tank pressure and time since ignition off information is stored. If the target pressure or vacuum is not reached in the calibrated amount of time, a leak is suspected and the fuel tank pressure and time since ignition off information is stored. When a leak is suspected, the PCM uses the stored fuel tank pressure and time since ignition off information from an average run of four tests to suspect a leak. Some vehicles use an alternative method of a single run of five tests to determine the presence of a leak. If a leak is still suspected after two consecutive runs of four tests, (eight total tests) or one run of five tests, DTC P0456 is set and the MIL is illuminated.
5. The EONV EVAP leak check monitor is controlled by a separate low power consuming microprocessor inside the PCM. The fuel level indicator, fuel tank pressure, and battery voltage are inputs to the microprocessor. The microprocessor outputs are the CV solenoid and the stored test information. If the separate microprocessor is unable to control the CV solenoid or communicate with other processors DTC P260F is set.
6. The MIL is activated for DTCs P0456 and P260F. The MIL can also be activated for any enhanced EVAP system component DTCs in the same manner. The enhanced EVAP system component DTCs P0443, P0446, P0452, P0453, and P1451 are tested as part of the CCM.

Scheme 98

Exhaust Gas Recirculation (EGR) System Monitor - Differential Pressure Feedback EGR and EGR System Module (ESM)

The EGR system monitor is an on-board strategy designed to test the integrity and flow characteristics of the EGR system. The monitor is activated during EGR system operation and after certain base engine conditions are satisfied. Input from the engine coolant temperature (ECT) or cylinder head temperature (CHT), intake air temperature (IAT), throttle position (TP), and crankshaft position (CKP) sensors is required to activate the monitor. Once activated, the EGR system monitor carries out each of the tests described below during the engine modes and conditions indicated. Some of the EGR system monitor tests are also carried out during an on demand self-test.

1. The differential pressure feedback EGR sensor and circuit are continuously tested for opens and shorts. The monitor checks for the differential pressure feedback EGR circuit voltage to exceed the maximum or minimum allowable limits. The diagnostic trouble codes (DTCs) associated with this test are P0405 and P0406.
2. The EGR vacuum regulator solenoid is continuously tested for opens and shorts. The monitor looks for an EVR circuit voltage that is inconsistent with the EVR circuit commanded output state. The DTC associated with this test is P0403.
3. The test for a stuck open EGR valve or EGR flow at idle is continuously carried out at idle (TP sensor indicating closed throttle). The monitor compares the differential pressure feedback EGR circuit voltage at idle to the differential pressure feedback EGR circuit voltage stored during ignition on engine off to determine if EGR flow is present at idle. The DTC associated with this test is P0402.
4. The differential pressure feedback EGR sensor hoses are tested once per drive cycle for disconnect and plugging. The test is carried out with the EGR valve closed and during a period of acceleration. The powertrain control module (PCM) momentarily commands the EGR valve closed. The monitor looks for the differential pressure feedback EGR sensor voltage to be inconsistent for a no flow voltage. A voltage increase or decrease during acceleration while the EGR valve is closed may indicate a concern with a signal hose during this test. The DTCs associated with this test are P1405 and P1406 (differential pressure feedback EGR systems only).
5. The EGR flow rate test is carried out during a steady state when the engine speed and load are moderate and the EGR vacuum regulator duty cycle is high. The monitor compares the actual differential pressure feedback EGR circuit voltage to a desired EGR flow voltage for that state to determine if the EGR flow rate is acceptable or insufficient. This is a system test and may trigger a DTC for any concern causing the EGR system to not operate correctly. The DTC associated with this test is P0401. DTC P1408 is similar to P0401 but is carried out during key on engine running (KOER) self-test conditions.
6. The malfunction indicator lamp (MIL) is activated after one of the above tests fails on two consecutive drive cycles.

Scheme 99

Fuel System Monitor

The fuel system monitor is an on-board strategy designed to monitor the fuel control system. The fuel control system uses fuel trim tables stored in the powertrain control module (PCM) keep alive memory (KAM) to compensate for the variability that occurs in fuel system components due to normal wear and aging. Fuel trim tables are based on air mass. During closed-loop fuel control, the fuel trim strategy learns the corrections needed to correct a biased rich or lean fuel system. The correction is stored in the fuel trim tables. The fuel trim has 2 means of adapting: long term fuel trim and a short term fuel trim. Refer to POWERTRAIN CONTROL SOFTWARE , Fuel Trim. Long term fuel trim relies on the fuel trim tables and short term fuel trim refers to the desired air/fuel ratio parameter called LAMBSE. LAMBSE is calculated by the PCM from the heated oxygen sensor (HO2S) inputs and helps maintain a 14.7:1 air/fuel ratio during closed-loop operation. Short term fuel trim and long term fuel trim work together. If the HO2S indicates the engine is running rich, the PCM corrects the rich condition by moving the short term fuel trim into the negative range, less fuel to correct for a rich combustion. If after a certain amount of time the short term fuel trim is still compensating for a rich condition, the PCM learns this and moves the long term fuel trim into the negative range to compensate and allow the short term fuel trim to return to a value near 0%. Inputs from the engine coolant temperature (ECT) or cylinder head temperature (CHT), intake air temperature (IAT), mass air flow (MAF) sensors are required to activate the fuel trim system, which in turn activates the fuel system monitor. Once activated, the fuel system monitor looks for the fuel trim tables to reach the adaptive clip (adaptive limit) and LAMBSE to exceed a calibrated limit. The fuel system monitor stores the appropriate DTC when a concern is detected as described below.

1. The HO2S detects the presence of oxygen in the exhaust and provides the PCM with feedback indicating air/fuel ratio.
2. A correction factor is added to the fuel injector pulse width calculation and the mass air flow calculation, according to the long and short term fuel trims as needed to compensate for variations in the fuel system.
3. When deviation in the LAMBSE parameter increases, air/fuel control suffers and emissions increase. When LAMBSE exceeds a calibrated limit and the fuel trim table has clipped, the fuel system monitor sets a DTC as follows: The DTCs associated with the monitor detecting a lean shift in fuel system operation are P0171 (Bank 1) and P0174 (Bank 2). The DTCs associated with the monitor detecting a rich shift in fuel system operation are P0172 (Bank 1) and P0175 (Bank 2).
4. The malfunction indicator lamp (MIL) is activated after a concern is detected on two consecutive drive cycles.

Typical fuel system monitor entry conditions

1. RPM range greater than idle
2. Air mass range greater than 5.67 g/sec (0.75 lb/min)
3. Purge duty cycle of 0%

Typical fuel monitor thresholds

1. Lean Condition Concern: LONGFT greater than 25%, SHRTFT greater than 5%
2. Rich Condition Concern: LONGFT less than 25%, SHRTFT less than 10%

Scheme 100

Heated Oxygen Sensor (HO2S) Monitor

The HO2S monitor is an on-board strategy designed to monitor the HO2Ss for concerns or deterioration which can affect emissions. The fuel control or stream 1 HO2S are checked for correct output voltage and response rate. Response rate is the time it takes to switch from lean to rich or rich to lean. Stream 2 HO2Ss are used for catalyst monitoring, and stream 3 HO2Ss used for fore-aft oxygen sensor (FAOS) control are also monitored for correct output voltage. A stream 3 HO2S is only available on the Fusion/Milan 2.3L partial zero emission vehicle (PZEV). Vehicles with universal HO2Ss use the stream 2 sensors for FAOS control. Input is required from the camshaft position (CMP), crankshaft position (CKP), engine coolant temperature (ECT) or cylinder head temperature (CHT), fuel rail pressure temperature (FRPT), fuel tank pressure (FTP), intake air temperature (IAT), mass air flow (MAF), manifold absolute pressure (MAP), and throttle position (TP) sensors and the vehicle speed sensor (VSS) to activate the HO2S monitor. The fuel system monitor and misfire detection monitor must also have completed successfully before the HO2S monitor is enabled.

1. The HO2S senses the oxygen content in the exhaust flow. The typical HO2S outputs a voltage between 0 and 1.0 volt. Lean of stoichiometric, air/fuel ratio of approximately 14.7:1, the HO2S generates a voltage between 0 and 0.45 volt. Rich of stoichiometric, the HO2S generates a voltage between 0.45 and 1.0 volt. The current required to maintain the universal HO2S at 0.45 volt is used by the PCM to calculate the air/fuel ratio. The HO2S monitor evaluates the HO2Ss for correct function.
2. The time between HO2S switches is monitored after vehicle startup and during closed loop fuel conditions. Excessive time between switches or no switches since startup indicates a concern. Since lack of switching concerns can be caused by HO2S concerns or by shifts in the fuel system, DTCs are stored that provide additional information for the lack of switching concern. Different DTCs indicate whether the sensor always indicates lean, rich, or disconnected. The HO2S signal is also monitored for high voltage, in excess of 1.1 volts. An over-voltage condition is caused by a HO2S heater or battery power short to the HO2S signal line. A functional test of the rear HO2Ss (stream 2 or stream 3 [Fusion/Milan 2.3L PZEV]) is done during normal vehicle operation. The peak rich and lean voltages are continuously monitored. Voltages that exceed the calibrated rich and lean thresholds indicate a functional sensor. If the voltages have not exceeded the thresholds after a long period of vehicle operation, the air/fuel ratio may be forced rich or lean in an attempt to get the rear sensor to switch. This situation normally occurs only with a green, less than 804.7 km (500 mi), catalyst. If the sensor does not exceed the rich and lean peak thresholds, a concern is indicated. Also, a rear HO2S response test is done during a deceleration fuel shut-off (DFSO) event. Carrying out the HO2S response test during a DFSO event helps to isolate a sensor concern from a catalyst concern. The response test monitors how quickly the sensor switches from a rich to lean voltage. It also monitors if there is a delay in the response to the rich or lean condition. If the sensor responds very slowly to the rich to lean voltage switch or is never greater than a rich voltage threshold or less than a lean voltage threshold, a concern is indicated.
3. The malfunction indicator lamp (MIL) is activated after a concern is detected on two consecutive drive cycles.
4. Some PZEVs use three HO2Ss. The front sensor (HO2S11) is the primary fuel control sensor. The next sensor downstream in the exhaust is used to monitor the light-off catalyst (HO2S12). The last sensor downstream in the exhaust (HO2S13) is used for very long term fuel trim in order to optimize catalyst efficiency (FAOS control).

The HO2S monitor DTCs can be categorized as follows

1. P0030, P0050 - HO2S heater control (universal HO2S)
2. P0040, P0041 - Swapped HO2S connectors
3. P0053, P0054, P0055, P0059, P0060 - HO2S heater resistance
4. P0130, P0150 - HO2S circuit concerns (universal HO2S)
5. P0132, P0138, P0144, P0152, P0158 - HO2S circuit high voltage
6. P0133, P0139, P0153, P0159 - HO2S slow response rate
7. P0134, P0154 - HO2S circuit no activity detected (universal HO2S)
8. P0135, P0141, P0155, P0161, P0147 - HO2S heater circuit
9. P013A, P013C, P013E, P0144A - Rear HO2S DFSO response test
10. P1127 - Downstream HO2S not running in on-demand self-test
11. P2096, P2097, P2098, P2099 - Post-catalyst fuel trim (universal HO2S)
12. P2195, P2196, P2197, P2198, P2270, P2271, P2272, P2273, P2274, P2275 - HO2S lack of switching

For applications using a universal HO2S in the upstream or stream 1 position, there are additional DTCs such as heater temperature control, additional circuit diagnostics, lack of movement, and fore/aft sensor catalyst optimization.

Scheme 101

Scheme 102

Misfire Detection Monitor

The misfire detection monitor is an on-board strategy designed to monitor engine misfire and identify the specific cylinder in which the misfire has occurred. Misfire is defined as lack of combustion in a cylinder due to absence of spark, poor fuel metering, poor compression, or any other cause. The misfire detection monitor is enabled only when certain base engine conditions are first satisfied. Input from the engine coolant temperature (ECT) or cylinder head temperature (CHT), intake air temperature (IAT), mass air flow (MAF) sensors is required to enable the monitor. The misfire detection monitor is also carried out during an ondemand self-test.

1. The powertrain control module (PCM) synchronized ignition spark is based on information received from the crankshaft position (CKP) sensor. The CKP signal generated is also the main input used in determining cylinder misfire.
2. The input signal generated by the CKP sensor is derived by sensing the passage of teeth from the crankshaft position wheel mounted on the end of the crankshaft.
3. The input signal to the PCM is then used to calculate the time between CKP edges and the crankshaft rotational velocity and acceleration. By comparing the accelerations of each cylinder event, the power loss of each cylinder is determined. When the power loss of a particular cylinder is sufficiently less than a calibrated value and other criteria are met, then the suspect cylinder is determined to have misfired.
4. The malfunction indicator lamp (MIL) is activated after one of the above tests fail on two consecutive drive cycles.

Scheme 103

Low Data Rate System (LDR)

The LDR misfire monitor uses a low data rate CKP signal which indicates one position reference at 10 degrees before top dead center (BTDC) for each cylinder event. The PCM uses the CKP signal to calculate the crankshaft speed and acceleration for each cylinder. The crankshaft acceleration is then processed to detect a sporadic, single-cylider misfire patterns or multi-cylinder misfire patterns. The changes in overall engine RPM are removed by subtracting the median engine acceleration over a complete engine cycle. The resulting deviant cylinder acceleration values are used in evaluating misfire. Refer to the GENERIC MISFIRE PROCESSING for more information.

High Data Rate System (HDR)

The HDR misfire monitor uses a high data rate CKP signal which indicates 18 position references per crankshaft revolution. This high resolution signal is processed using two different algorithms. The first algorithm is optimized to detect hard misfires on one or more continuously misfiring cylinders. The low pass filter filters the high-resolution crankshaft velocity signal to remove some of the crankshaft torsional vibrations that degrade signal to noise. Two low pass filters are used to enhance detection capability - a base filter and a more aggressive filter to enhance single-cylinder capability at higher RPM. This significantly improves detection capability for continuous misfires on single cylinders up to redline. The second algorithm, called pattern cancellation, is optimized to detect low rates of misfire. The algorithm learns the normal pattern of cylinder accelerations from the mostly good firing events and is then able to accurately detect deviations from that pattern. Both the hard misfire algorithm and the pattern cancellation algorithm produce a deviant cylinder acceleration value, which is used in evaluating misfire in the Generic Misfire Processing information below.

Due to the high data processing requirements, the HDR algorithms may be implemented by the PCM in a separate chip. The chip carries out the HDR algorithm calculations and sends the deviant cylinder acceleration values to the PCM microprocessor for additional processing as described below. The chip requires proper operation of the CKP and camshaft position (CMP) sensor inputs. DTC P1336 will be set if the chip detects noise on the CKP sensor input or if the chip is unable to synchronize with the missing tooth location. A DTC P1336 points to noise present on the CKP sensor input or a lack of synchronization between the CMP and CKP sensors.

Generic Misfire Processing

The acceleration that a piston undergoes during a normal firing event is directly related to the amount of torque that cylinder produces. The calculated piston/cylinder acceleration value(s) are compared to a misfire threshold that is continuously adjusted based on inferred engine torque. Deviant accelerations exceeding the threshold are conditionally labeled as misfires.

The calculated deviant acceleration value(s) are also evaluated for noise. Normally, misfire results in a nonsymmetrical loss of cylinder acceleration. Mechanical noise, such as rough roads at high RPM with light load conditions, will produce symmetrical acceleration variations. Cylinder events that indicate excessive deviant accelerations of this type are considered noise. Noise-free deviant acceleration exceeding a given threshold is labeled a misfire.

The number of misfires are counted over a continuous 200 revolution and 1,000 revolution period. The revolution counters are not reset if the misfire monitor is temporarily disabled such as for negative torque mode. At the end of the evaluation period, the total misfire rate and the misfire rate for each individual cylinder is computed. The misfire rate is evaluated every 200 revolution period (Type A) and compared to a threshold value obtained from an engine speed/load table. This misfire threshold is designed to prevent damage to the catalyst due to sustained excessive temperature 899°C (1,650°F) for Pt/Pd/Rh advanced washcoat and 982°C (1,800°F) for Pd-only high tech washcoat. If the misfire threshold is exceeded and the catalyst temperature model calculates a catalyst mid-bed temperature that exceeds the catalyst damage threshold, the MIL blinks at a 1 Hz rate while the misfire is present. If the threshold is again exceeded on a subsequent driving cycle, the MIL is illuminated.

If a single cylinder is determined to be consistently misfiring in excess of the catalyst damage criteria, the fuel injector to that cylinder will be shut off to prevent catalyst damage for a calibrated period of time, typically 30 to 60 seconds. Up to two cylinders may be disabled at the same time on 6 and 8 cylinder engines and one cylinder on four cylinder engines. After the calibrated period of time has elapsed, the injector is re-enabled. If misfire on that cylinder is detected again after 200 revs (about 5 to 10 seconds), the fuel injector is shut off again and the process repeats until the misfire is no longer present. Note that ignition coil primary circuit failures trigger the same type of fuel injector disablement. For additional information, refer to COMPREHENSIVE COMPONENT MONITOR (CCM) .

The misfire rate is also evaluated every 1,000 revolution period and compared to a single (type B) threshold value to indicate an emission-threshold concern, which can be either a single 1,000 over-rev event from startup or 4 subsequent 1,000 over-rev events on a drive cycle after start-up. Many vehicles will set DTC P0316 if the type B threshold is exceeded during the first 1,000 revolutions after engine startup. This DTC is stored in addition to the normal P03xx DTC that indicates the misfiring cylinder. If the misfire is detected but it can not be attributed to a specific cylinder, a P0300 is stored.

Rough Road Detection

The misfire monitor may include a rough road detection system to eliminate false misfire indications due to rough road conditions. The rough road detection system uses data from the antilock brake system (ABS) wheel speed sensors for estimating the severity of rough road conditions. This is a more direct measurement of rough road over other methods which are based on driveline feedback via crankshaft velocity measurements. It improves accuracy over these other methods since it eliminates interactions with actual misfire.

In the event of an rough road detection system failure, the rough road detection output is ignored and the misfire monitor remains active. An rough road detection system failure could be caused by a failure in any of the input signals to the algorithm. This includes the ABS wheel speed sensors, brake pedal sensor, or controller area network (CAN) bus hardware failures. Specific DTCs indicate the source of these component failures.

A redundant check is also carried out on the rough road detection system to verify it is not stuck high due to other unforeseen causes. If the rough road detection system indicates rough road during low vehicle speed conditions where it is not expected, the rough road detection output is ignored and the misfire monitor remains active.

Profile Correction

Profile correction software is used to learn and correct for mechanical inaccuracies in the crankshaft position wheel tooth spacing. Since the sum of all the angles between the crankshaft teeth must equal 360 degrees, a correction factor can be calculated for each misfire sample interval that makes all the angles between individual teeth equal. The LDR misfire system learns one profile correction factor per cylinder (ex. 4 correction factors for a 4 cylinder engine), while the HDR system learns 36 or 40 correction factors depending on the number of crankshaft wheel teeth (ex. 36 for V6/V8 engines, 40 for V10 engines).

The corrections are calculated from several engine cycles of misfire sample interval data. The correction factors are the average of a selected number of samples. In order to assure the accuracy of these corrections, a tolerance is placed on the incoming values such that an individual correction factor must be repeatable within the tolerance during learning. This is to reduce the possibility of learning corrections on rough road conditions which could limit misfire detection capability and to help isolate misfire diagnoses from other crankshaft velocity disturbances.

To prevent any fueling or combustion differences from affecting the correction factors, learning is done during deceleration fuel shut-off (DFSO). This can be done during closed-throttle, non-braking, de-fueled decelerations in the 97 to 64 km/h (60 to 40 mph) range after exceeding 97 km/h (60 mph) (likely to correspond to a freeway exit condition). In order to minimize the learning time for the correction factors, a more aggressive deceleration fuel shut-off strategy may be used when the conditions for learning are present. The corrections are typically learned in a single 97 to 64 km/h (60 to 40 mph) deceleration, but may take up to 3 such decelerations or a higher number of shorter decelerations.

Since inaccuracies in the wheel tooth spacing can produce a false indication of misfire, the misfire monitor is not active until the corrections are learned. In the event of battery disconnection or loss of keep alive memory (KAM), the correction factors are lost and must be relearned. If the software is unable to learn a profile after three, 97 to 64 km/h (60 to 40 mph) deceleration cycles, DTC P0315 is set.

Neutral Profile Correction and Non-Volatile Memory

The neutral profile correction strategy is only available on selected vehicles. The 60-40 mph decel profile learning algorithm is active on all vehicles in current production.

Neutral profile learning is used at end of line to learn profile correction through a series of one or more neutral engine RPM throttle snaps. This allows the misfire monitor to be activated at the assembly plant. A scan tool command is required to enable neutral profile correction learning. Learning profile correction factors at high-speed (3,000 rpm) neutral conditions versus during 60-40 mph decels optimizes correction factors for higher rpms where they are most needed and eliminates driveline/transmission and road noise effects. This improves signal to noise characteristics which means improved detection capability.

The profile correction factors learned at the assembly plant are stored into non-volatile memory. This eliminates the need for specific customer drive cycles. However, misfire profiles may need to be relearned using a scan tool procedure if major engine work is done or the PCM is replaced. Re-learning is not required for a reflash.

Positive Crankcase Ventilation (PCV) System Monitor

The PCV monitor consists of a modified PCV system design. The PCV valve is installed into the rocker cover using a quarter-turn cam-lock design to prevent accidental disconnection. High retention force molded plastic lines are used from the PCV valve to the intake manifold. The diameter of the lines and the intake manifold entry fitting are increased so that inadvertent disconnection of the lines after a vehicle is repaired causes either an immediate engine stall or does not allow the engine to be restarted. In the event that the vehicle does not stall if the line between the intake manifold and PCV valve is inadvertently disconnected, the vehicle has a large vacuum leak that causes the vehicle to run lean at idle. This illuminates the malfunction indicator lamp (MIL) after two consecutive driving cycles and stores one or more of the following DTCs: Lack of HO2S sensor switches, bank 1 (P2195), Lack of HO2S sensor switches bank 2 (P2197), fuel system lean, bank 1 (P0171) or fuel system lean, bank 2 (P0174).

For additional PCV information, refer to POSITIVE CRANKCASE VENTILATION (PCV) SYSTEM .

Secondary Air Injection (AIR) System Monitor

The secondary air injection (AIR) system monitor is an on-board strategy designed to monitor the correct function of the secondary AIR system. The AIR monitor for the secondary air injection pump system consists of two monitor circuits: an AIR circuit to diagnose concerns with the primary circuit side of the AIR relay, and an AIR monitor circuit to diagnose concerns with the secondary circuit side of the AIR relay. A functional check is also carried out that tests the ability of the AIR system to inject air into the exhaust. The functional flow test relies on the mass air flow (MAF) sensor to determine the presence of air flow. The monitor check for specific changes in MAF input with the secondary AIR pump on compared to secondary AIR pump off for failure detection. The integrity of the secondary AIR pump, inlet house, outlet house and related secondary AIR mechanical components are all checked during the functional flow test. The monitor is enabled during AIR system operation and only after certain base engine conditions are first satisfied. Input is required from the engine coolant temperature (ECT) or cylinder head temperature (CHT), mass air flow / intake air temperature (MAF/IAT), crankshaft position (CKP) sensors and the HO2S monitor test must also have passed without a fault detection to enable the AIR monitor. The AIR monitor is also activated during ondemand self-test.

1. On the primary side of the AIR relay, open and short circuit concerns are detected during normal operation by the PCM output driver. This circuit energizes the relay and the vacuum-operated check and solenoid control valves.
2. On the secondary side of the AIR relay, the AIR monitor circuit is held low by the resistance path through the secondary AIR pump when the secondary AIR pump is off. If the AIR monitor circuit is high there is either an open circuit to the PCM from the pump or there is power supplied to the secondary AIR pump. If the AIR monitor is low when the secondary AIR pump is commanded on, there is either an open circuit from the AIR relay or the AIR relay has failed to supply power to the secondary AIR pump.
3. The functional flow test is done when the secondary AIR pump is normally commanded on. The flow test relies on the MAF sensor for air meter flow changes during secondary AIR pump transitions and the heated oxygen sensor for exhaust rich/lean information. The flow test consist of three diagnostic tests: Secondary AIR pump flow test - Compares the change in the air meter flow during secondary AIR pump transitions (ON/OFF) to a calibrated (expected) air flow table within the PCM. Associated DTC P0491 (Bank 1) and P0492 (Bank 2). Inlet hose test - When the inlet hose is off, the secondary AIR pump still flows the same amount of air into the exhaust, but it is drawing air from the atmosphere instead of through the MAF sensor. This lack of expected air flow through the MAF fails the secondary AIR pump flow test. The engine fuel control system is still fueling for the air meter, therefore the excess air that is going into the exhaust causes the exhaust air fuel ratio to be lean. To set an inlet hose concern DTC P0410, the pump flow test must fail and the exhaust air fuel ratio must indicate too lean. Outlet hose test - When the outlet hose is off, the secondary AIR pump flows more air than anticipated, since the exhaust back pressure is no longer impacting the secondary AIR pump air flow. The MAF sensor indicates excess air is drawn through the system. During this failure mode, engine air fuel ratio is reduced to protect the engine from running too rich. But since the outlet hose is disconnected, secondary air is not delivered to the exhaust system, causing the exhaust air fuel ratio to be rich at idle. To set the outlet hose concern DTC P2448 (Bank 1) and P2449 (Bank 2), the secondary AIR pump on flow test must indicate excess air flow and exhaust air fuel ratio too rich.
4. The malfunction indicator lamp (MIL) is activated after one of the above tests fail on two consecutive drive cycles.

Scheme 104

Thermostat Monitor

The thermostat monitor is designed to verify correct thermostat operation. This monitor is executed once per drive cycle and has a monitor run duration of 300-800 seconds. If a concern is present, DTC P0125 or P0128 is set and the malfunction indicator lamp (MIL) is illuminated.

The monitor checks the engine coolant temperature (ECT) or cylinder head temperature (CHT) sensor to warm up in a predictable manner when the engine is generating sufficient heat. A timer is initialized while the engine is at moderate load and the vehicle speed is above a calibrated limit. The target timer value is based on ambient air temperature at start-up. If the timer exceeds the target time and ECT or CHT has not warmed up to the target temperature, a concern is indicated. The test runs if the start-up intake air temperature from the intake air temperature (IAT) sensor is at, or below the target temperature. A 2-hour engine off soak time is also required to enable the monitor and to prevent erasing of any pending DTCs during a hot soak. This soak time feature also prevents false-passes of the monitor when the engine coolant temperature rises after the engine is turned off during a short engine off soak period.

The target temperature is calibrated to -11°C (20°F) the thermostat regulating temperature. For a typical 90° C (195°F) thermostat, the target temperature would be calibrated to 79°C (175°F). Some vehicle calibrations may lower the target temperature to less than 27°C (50°F) for vehicles that do not warm-up to thermostat regulating temperatures in the 11°C (20°F) to 27°C (50°F) ambient temperature range.

1. Inputs: ECT or CHT, IAT, engine LOAD (from MAF sensor) and vehicle speed input. Typical monitor entry conditions: vehicle speed greater than 24 km/h (15 mph) intake air temperature at start-up is between -7°C (20°F) and target thermostat temperature engine load greater than 30% engine off (soak) time greater than 2 hours
2. Output: MIL.

Variable Camshaft Timing (VCT) Monitor

The VCT output driver in the powertrain control module (PCM) is checked electrically for opens and shorts. The VCT system is checked functionally by monitoring the closed loop camshaft position error correction. If the correct camshaft position cannot be maintained and the system has an advance or retard error greater than the calibrated threshold, a VCT control concern is indicated.

For additional information, refer to VARIABLE CAMSHAFT TIMING (VCT) SYSTEM .