Engine Controls - Self-Diagnostics - Eec-V - Diesel: Overview

Description

Note. Retrieving Continuous Memory DTCs must be performed separately from KOEO self-test.

QUICK TEST checks integrity and function of EEC-V powertrain control system and outputs test results upon demand. QUICK TEST also provides a quick end-check of powertrain control system and is usually performed at start of each diagnostic procedure. It is also performed at end of most pinpoint tests for verification of repair and to make sure no other faults were incurred while servicing a previous fault. All self tests are completely menu driven in NGS tester. QUICK TEST is made up of 8 functional tests of EEC-V system. To avoid misdiagnosis, always perform VISUAL CHECK and VEHICLE PREPARATION & EQUIPMENT HOOKUP before performing the following procedures in sequence

«KEY ON ENGINE OFF (KOEO) ON-DEMAND SELF-TEST»(ref-139800-S08685095592002050900000)
«KEY ON ENGINE RUNNING (KOER) ON-DEMAND SELF-TEST»(ref-139800-S14230959502002050900000)
«RETRIEVE/CLEAR CONTINUOUS MEMORY DTCS»(ref-139800-S16760289892002050900000)
«KEY ON ENGINE OFF (KOEO) INJECTOR ELECTRICAL SELF-TEST»(ref-139800-S15778450502002050900000)
«KEY ON ENGINE OFF (KOEO) OUTPUT STATE SELF-TEST»(ref-139800-S18640610012002051000000)
«KEY ON ENGINE RUNNING (KOER) SWITCH SELF-TEST»(ref-139800-S12315474462002050900000)
«KEY ON ENGINE RUNNING (KOER) CYLINDER CONTRIBUTION SELF-TEST»(ref-139800-S26331301612002050900000)
«KEY ON ENGINE OF (KOEO) GLOW PLUG MONITOR SELF-TEST»(ref-139800-S25198398932002050900000)

KOEO ON-DEMAND SELF-TEST is a functional test of PCM performed on demand with ignition on and engine off. This test will check that all inputs and outputs; (circuits, sensors, regulators, relays and solenoids) connected to PCM are electrically operating without fault, with exception to Injector Driver Module (IDM) DTCs. IDM stores both history and hard IDM DTCs. To ensure that IDM DTC is a hard fault, you must first clear Continuous Memory DTCs (ensure all DTCs are recorded before clearing). After clearing, repeat self test. A fault must be present at time of testing for KOEO ON-DEMAND SELF-TEST to detect a fault. If a fault is detected, a DTC will be output at end of self-test when requested by scan tool. Only a hard fault DTC will be displayed.

KOER ON-DEMAND SELF TEST is a functional test of PCM performed on demand with engine running. Temperature is not a factor, but A/C must be off. A check is made on Injection Control Pressure (ICP), Exhaust Back Pressure (EBP) and Manifold Intake Air Heater (MIAH) systems. During this test, engine RPM will increase. PCM will first command ICP high and low, then command EBP high and low. A fault must be present at time of testing for KOER ON-DEMAND SELF-TEST to detect a fault. If a fault is detected, a DTC will be output at end of test when requested by a scan tool. Only a hard fault DTC will be displayed.

Retrieve/Clear Continuous DTCs is a functional test of PCM. DTCs can be retrieved or cleared with ignition on and engine off, or engine running. Unlike KOEO and KOER self-tests, which can only be activated on demand, Continuous Monitor is always active in monitoring the system. When a fault is detected, a DTC will be stored in memory to be retrieved at a later date, making it possible to diagnose intermittent faults. For vehicles with California emissions, DTC P1000 may be only DTC displayed, indicating an incomplete OBD-II drive cycle (more drive time needed). For additional drive cycle information, see DRIVE CYCLE PROCEDURE under ADDITIONAL SYSTEM FUNCTIONS. Injector Driver Module (IDM) stores both history and hard IDM DTCs. To retrieve IDM DTCs, you must run KOEO ON-DEMAND SELF-TEST or KOEO INJECTOR ELECTRICAL SELF-TEST . The only way to clear IDM DTCs is to clear Continuous Memory even though IDM DTCs do not show up on continuous display.

KOEO INJECTOR ELECTRICAL SELF TEST is a functional test of PCM performed on demand with ignition on and engine off. This test determines if injector circuits and solenoids are electrically operating without fault. All injectors will first buzz (injector solenoids energizing injector valves) together for about 2 seconds, then each injector will buzz for about one second in numerical order (1-8). Injector Driver Module (IDM) stores all history IDM DTCs. To ensure DTC is a hard fault, you must first clear Continuous Memory DTCs (ensure all IDM DTCs are recorded before clearing). After clearing, repeat self-test. A fault must be present at time of testing for KOEO INJECTOR ELECTRICAL SELF TEST to detect fault. If a fault is detected, a DTC will be output at end of test when requested by a scan tool. Only a hard fault DTC will be displayed.

KOEO OUTPUT STATE SELF-TEST is a functional test of PCM performed on demand with ignition on and engine off. This test is designed to cycle outputs high and low. After pressing "Trigger" to start test, you must then press and release accelerator pedal to cycle outputs high: solenoids, WAIT TO START indicator, Injector Driver Module (IDM) relay, Transmission Control Indicator Light (TCIL), Fuel Delivery Control Signal (FDCS), Cylinder Identification (CID) and IDM Electronic Feedback (EF). The second time accelerator pedal is pressed and released, outputs are cycled low, with exception to glow plug relay which is cycled on for 5 seconds when accelerator is pressed and released the first time only. This self-test does not set DTCs.

KOER SWITCH SELF-TEST is a functional test of PCM performed on demand with engine running. This test is designed to set DTCs if test does not detect a transition on one or more switches. After pressing "Trigger" to start test, wait 5 seconds before running through driver-operated controls to eliminate chance of setting a false Idle Validation Switch (IVS) DTC. Accelerator pedal must first be pressed and released to begin test, then parking brake, speed control (cruise control) ON, OFF, SET, RESUME, COAST, Transmission Control Switch (TCS) or Clutch Pedal Position (CPP) switch must be operated. The last component to be pressed and released must be the brake pedal, which will test both Brake Pressure Applied (BPA) switch and Brake ON/OFF (BOO) switch.

KOER CYLINDER CONTRIBUTION SELF-TEST is a functional test of PCM performed on demand with engine running, A/C off and engine oil temperature above 70°F (21°C). This test will determine if all cylinders are contributing equally to engine performance. PCM will test all 8 cylinders continuously during test and there is no change in engine speed or operation that will be detectable by technician. (Scheme 7) Test checks for cylinder-to-cylinder changes in engine RPM, and sets a DTC if RPM change is not within a pre-calibrated range. Test also checks for weak injectors or low compression cylinders. A fault must be present at time of testing for KOER CYLINDER CONTRIBUTION SELF-TEST to detect a fault, so engine operating condition at which idle is worst will produce best test results. For automatic transmission vehicles, best results are reached with parking brake set and transmission in Drive. If a fault is detected, a DTC will be output at end of test when requested by a scan tool. Only a hard fault DTC will be displayed.

Scheme 7

Scheme 7: Description

KOER GLOW PLUG MONITOR SELF TEST is a functional test of glow plug system performed on demand with engine running and A/C off. Battery voltage must be maintained at 10-14 volts during this test. If necessary, press accelerator pedal to increase voltage to specified level. PCM will activate Glow Plug Control Module (GPCM) and monitor glow plug circuits. A fault must be present at time of testing for test to detect a fault. DTCs will be sent to PCM on diagnostic line and then output to NGS tester.

PARAMETER IDENTIFICATION MODE

Note. For complete listing of generic and Ford specific PIDs, see PIN VOLTAGE/PID VALUE CHARTS - TRUCKS article.

PID mode allows access to certain data values, analog and digital inputs and outputs, calculated values, and system status information. There are 2 types of PID lists available. The first is a Generic OBD-II PID list. This is a standard set of PIDs that all scan tools can access. The second is a Ford specific PID list that can be accessed by using New Generation Star (NGS) scan tool or Worldwide Diagnostic System (WDS). PID values are continuously updated when accessing PIDs from a specific PID list.

All OBD-II scan tools should be able to display On-Board System Readiness (OSR) test. The OSR will display monitors on the vehicle, status of all monitors (complete or incomplete), and then MIL status. If a monitor is incomplete, scan tool will not be able to display which monitor is incomplete. None of the typical OBD-II monitors such as; catalyst, heated catalyst, evaporative system, secondary air, A/C, HO2S or EGR monitors, apply to 7.3L diesel engines. Values of the monitors are not used. Readiness is reported based on completeness of Comprehensive Component Monitors (CCM) and misfire monitor. Both monitors must be complete before readiness can be cleared. It is not possible to determine which individual monitors are complete or incomplete. Use of CCM to determine readiness for diesels is a relatively new feature and some scan tools may default to a reading of ALL OBD-II MONITORS COMPLETE.

The PID monitor for OBD-II offers real time evaluation of several emissions-related parameters. Most of these are related to HO2S and EGR, for which diesel has no equivalent. The only parameters which apply to 7.3L diesel applications are CCNT, IAT, LOAD, MAP, MIL, RPM and VSS.

Pending codes are DTCs that have only set during one drive cycle and may not have illuminated MIL yet. While some DTCs can set MIL during one drive cycle, they are not recorded as OBD-II DTCs until failing during a second drive cycle. These DTCs may be identified using RETRIEVE PENDING CODES feature. They will also be found in vehicle-specific mode RETRIEVE/CLEAR CONTINUOUS DTCs from the instant that the DTC is set. This function will only report pending failures that have occurred during the present drive cycle, but not indicate single failures that happened on any previous drive cycle.

This menu selection can be used to determine if misfire monitoring system is supported on your particular application. All California emission-equipped 7.3L diesel vehicles under 14,000 GVW and all Excursion (OBD-II) utilize misfire detection. When selecting this function, a message will be displayed on scan tool, "Test Not Supported By This Module" or "Test Supported By This Module".

This menu selection can be used to determine if Comprehensive Component Monitoring (CCM) system is supported on your particular application. All California emission-equipped 7.3L diesel vehicles under 14,000 GVW and all Excursion (OBD-II) utilize CCM. When selecting this function, a message will be displayed on scan tool, "Test Not Supported By This Module" or "Test Supported By This Module".

This menu selection can be used to determine status of PTO system on your particular application. Some transmission OBD-II monitors are disabled during PTO and split shaft operation. Vehicle must be out of PTO mode to clear DTC P1000. When selecting this function, a message will be displayed on scan tool, "PTO Active" or "PTO Non-Active".

Freeze Frame Data allows access to emission related values from specific generic PIDs. These values are stored the instant an emission-related DTC is stored in Continuous Memory. This provides a snapshot of conditions that were present when DTC was stored. Once one set of freeze frame data is stored, this data will remain in memory even if another emission-related DTC is stored. There are no fuel system DTCs for 7.3L diesel. When a DTC associated with freeze frame is erased or a PCM memory reset is performed, new freeze frame data can be stored again. In the event of multiple emission-related DTCs in memory, always note DTC for freeze frame data. Load, RPM and VSS are the only parameters used for 7.3L Diesel, all other parameters are to be ignored. See FREEZE FRAME DATA table.

PID No.	Acronym	Description	Measurement Units
0004	LOAD	Calculated Load Value	Percent
000C	RPM	Engine RPM	Rev/Min
000D	VSS	Vehicle Speed	MPH/KMH

FREEZE FRAME DATA

Primary function of drive cycle procedure is to clear DTC P1000 and to satisfy specifications for SAE J1979. Each OBD-II monitor must run during drive cycle. If drive cycle has been completed and DTC P1000 is not cleared, repeat entire drive cycle. If a particular step is interrupted, repeat drive mode. If drive cycle is interrupted with a key-off, only drive modes that were incomplete must be run.

PCM reset allows scan tool to command PCM to clear all emission-related diagnostic information. When resetting PCM, a DTC P1000 will be stored in PCM until all OBD-II system monitors or components have been tested to satisfy a drive cycle, without any other faults occurring. For additional information about a drive cycle, see DRIVE CYCLE PROCEDURE under ADDITIONAL SYSTEM FUNCTIONS. Clearing DTCs from vehicle-specific RETRIEVE/CLEAR CONTINUOUS DTCs, will clear all systems, including OBD-II systems. Clearing DTCs from OBD-II generic menu will only clear OBD-II features for the 7.3L diesel.

After a PCM reset procedure has been performed, the following conditions will be met

All DTCs will be cleared from PCM memory.
All freeze frame data will be cleared from PCM memory.
OBD-II system monitor status will reset.
DTC P1000 will be set in PCM memory as a vehicle specific DTC. DTC P1000 will not appear as an OBD-II code.

FLASH VEHICLE IDENTIFICATION BLOCK PROCEDURE

Note. If using a generic scan tool, follow scan tool manufacturer's instructions to perform FLASH VEHICLE IDENTIFICATION (VID) BLOCK PROCEDURE.

Flash Electronically Erasable Programmable Read Only Memory (EEPROM) is contained in an Integrated Circuit (IC) inside of PCM. The EEPROM contains the vehicle strategy and any calibration information specific to vehicle. The IC is reprogrammable and at times it may become necessary to reprogram or reflash the entire contents. This is usually due to an after production strategy change or the Vehicle Identification (VID) area has been previously reprogrammed and has reached its limit. The VID block can be tailored to accommodate various hardware changes made since vehicle production. This procedure can only be performed using Ford's Service Bay Technical System (SBTS) or equivalent.

A replacement PCM will have a label stating PROGRAMMING REQUIRED. This indicates that it is necessary to retrieve VID data from the original PCM before removing PCM from vehicle. This procedure can be performed using New Generation Star (007-00500) tester or equivalent. If original PCM is nonfunctional, it will be necessary to manually reprogram VID block. This procedure can only be performed using Ford's Service Bay Technical System (SBTS).

To perform this procedure New Generator Star (NGS) tester, Ford Service Function (FSF) card and NGS Flash Cable (007-00531) must be used. Plug flash cable into NGS tester. Plug other end of flash cable into Data Link Connector (DLC). From the NGS tester main menu, select SERVICE BAY FUNCTIONS, POWERTRAIN CONTROL MODULE and then PROGRAMMABLE MODULE INSTALLATION.
NGS tester display should show 2 selections. The first selection is for the old Powertrain Control Module (PCM) information to be retrieved and stored. The second selection is for restoring new PCM with information that has been retrieved from the old PCM. Follow NGS tester display instructions or refer to instruction sheet included with FSF card. If Vehicle Identification (VID) block has been reprogrammed previously, NGS tester will display a message indicating the need to reflash entire Integrated Circuit (IC). This procedure can only be performed using Ford's Worldwide Diagnostic System (WDS).

Excursion & F250-550 When a water in fuel condition is present, PCM receives a ground input from WIF sensor. Command to illuminate indicator is sent from PCM to instrument cluster via Standard Corporate Protocol (SCP) communications. (Scheme 9) PCM sends instrument cluster an electronic SCP message for indicator illumination. Failure check is performed by instrument cluster and pass/fail information is sent back to PCM for setting of failed WIFIL, DTC P1139.
Econoline & F650-750 WIFIL illuminates when a water in fuel condition is present in fuel/separator housing. At Key On, a bulb check is performed and indicator is enabled. When a water in fuel condition is present, PCM receives a ground input from WIF sensor. PCM then grounds WIFIL circuit to illuminate indicator. (Scheme 8)or (Scheme 10).
Output Function (Excursion & F250-550) WIFIL is controlled by instrument cluster based on Standard Corporate Protocol (SCP) commands from PCM. A failure of WIFIL will set DTC P1139. If WIFIL is illuminated, a water in fuel condition is likely present.
Output Function (Econoline & F650-750) Water In Fuel Indicator Light (WIFIL) is used to alert operator when water is present in fuel filter housing. Drain water into a clear container. If amount is excessive, water or contaminants may indicate that tank and fuel system need to be flushed and cleaned.
Detection & Management (All Models) WIFIL is controlled and monitored by PCM. An open or short circuit will set DTC P1139 during KOEO on-demand self-test. If WIFIL illuminates without DTC P1139, then cause is most likely water in fuel filter housing.

Scheme 8

Scheme 9

Scheme 10

TEST KA: CYLINDER IDENTIFICATION

Note. After each service or repair procedure has been completed, reconnect all components. Clear DTCs and repeat QUICK TEST procedures to ensure all electronic engine control systems are working properly and DTCs are no longer present.

Engine Controls - Self-Diagnostics - Eec-V - Diesel: Overview Ford Excursion I