Engine Controls - Diagnostic Methods (except Diesel & Hybrid) Ford Five Hundred I

Overview

Diagnostic Methods provides information on routine diagnostic tasks.

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

Diagnostic Tools

Below is an equipment list with corresponding part numbers

REQUIRED EQUIPMENT

1. Rotunda Worldwide Diagnostic System (WDS), Vehicle Communication Module (VCM) with appropriate adaptors or equivalent diagnostic tool with functionality described under Diagnostic Tool Setup and Functionality.
2. Rotunda Smoke Machine, Fuel Evaporative Emission System Tester 218-00001 (522) or equivalent.

RECOMMENDED EQUIPMENT

1. Rotunda EEC-V 104-Pin Breakout Box 418-049 (014-00950) or equivalent.
2. Rotunda Vacuum/Pressure Tester 164-R0253 or equivalent. Range 0-101.3 kPa (0-30 in-Hg.) Resolution 3.4 kPa (1 in-Hg.)
3. Rotunda Vacuum Tester 014-R1054 or equivalent. Range 0-101.3 kPa (0-30 in-Hg.)
4. Rotunda 73III Automotive Meter 105-R0057 or equivalent. Input impedance 10 Megaohm minimum.
5. Spark Tester D81P-6666-A (303-D037) or equivalent.
6. Non-powered test lamp.

OPTIONAL EQUIPMENT

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

Diagnostic Tool Setup and Functionality

The diagnostic tool must be connected to the data link connector (DLC) for communication with the vehicle.

The DLC is located in the passenger compartment. It is attached to the instrument panel and accessible from the driver seat.

The DLC is rectangular in design and capable of accommodating up to 16 terminals. The connector has keying features to allow easy connection. The DLC connector and the diagnostic tool connector have latching features that make sure the diagnostic tool connector will remain mated when properly connected.

The required diagnostic tool functions are described below

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

Some of these functions are described in this article. Refer to the diagnostic tool manufacturer's manual for specific information on diagnostic tool setup and operation.

Vehicle Check/Preparation

Before using the diagnostic tool to carry out any test, refer to IMPORTANT SAFETY NOTICE and the necessary visual checks listed below.

Visual Checks

1. Inspect the air cleaner and inlet duct.
2. Check all engine vacuum hoses for damage, leaks, cracks, kinks, and proper routing
3. Check the electronic engine control (EEC) system wiring harness for proper connections, bent or broken pins, corrosion, loose wires, and proper routing.
4. Check the powertrain control module (PCM), sensors, and actuators for physical damage
5. Check the engine coolant for proper level and mixture.
6. Check the transmission fluid level and quality.
7. Make all necessary repairs before continuing with the Quick Test.

Vehicle Preparation

1. Carry out all safety steps required to start and run vehicle tests. Apply the parking brake, place the gear selector lever firmly into the PARK position on automatic transmission vehicles or NEUTRAL on manual transmission vehicles, and block the drive wheels.
2. Turn off all electrical loads such as radios, lamps, A/C, blower, and fans.
3. Start the engine and bring it up to the normal operating temperature before running the Quick Test.

Quick Test

The Quick Test is divided into three specialized tests

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

The Quick Test checks the integrity and function of the electronic engine control (EEC) system and outputs the test results when requested by a diagnostic tool. The Quick Test also provides a quick end check of the powertrain control system, and is usually carried out at the start of each diagnostic procedure with all accessories off. The Quick Test is also carried out at the end of most pinpoint tests for verification of the repair and to make sure no other faults are incurred while repairing a previous fault. A system pass will be displayed when no diagnostic trouble codes (DTCs) are output and a diagnostic tool communication error does not exist. System pass means that hardware monitored by the powertrain control module (PCM) is functioning within the normal operating limits. Only a system pass, a DTC, or an incomplete on-board diagnostic (OBD) drive cycle (P1000) will be displayed.

For applications that use a stand-alone transmission control module (TCM) the PCM will not output TCM DTCs. For TCM self-test and diagnostics, refer to AUTOMATIC TRANSMISSION .

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

The KOEO on-demand self-test is a functional test of the powertrain control module (PCM) carried out on-demand with the key on and the engine off. This test will carry out checks on certain sensor and actuator circuits. A fault must be present at the time of testing for the KOEO self-test to detect the fault. When a fault is detected, a DTC is output on the data link at the end of the test as requested by a diagnostic tool.

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

The KOER on-demand self-test is a functional test of the PCM carried out on-demand with the key on, the engine running and the vehicle stopped. A check of certain inputs and outputs is made during operating conditions and at a normal operating temperature. The brake pedal position, transmission control, and power steering tests are part of the KOER on-demand self-test and must be carried out during this operation if applicable. These are described below. A fault must be present at the time of testing for the KOER on-demand self-test to detect the fault. When a fault is detected, a DTC is output on the data link at the end of the test as requested by a diagnostic tool.

Brake Pedal Position (BPP) Test

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

Transmission Control Switch (TCS) Test

This tests the ability of the EEC system to detect a change of state in the TCS. The switch is briefly cycled on all vehicles equipped with a TCS input. This is done during a KOER on-demand self-test.

Power Steering Pressure (PSP) Test

This tests the ability of the EEC system to detect a change in the power steering system fluid pressure. The steering wheel is briefly turned at least 1/4 of a revolution on vehicles equipped with a PSP switch or sensor. This is done during a KOER on-demand self-test.

Continuous Memory Self-Test

The continuous memory self-test is a functional test of the PCM carried out under any condition (engine running or off) with the key on. Unlike the KOEO and KOER self-tests, which can only be activated on-demand, the continuous self-test is always active. A fault does not need to be present when accessing continuous memory self-test DTCs, making the test valuable when diagnosing intermittent faults. The vehicle may need to be driven or the on-board diagnostic (OBD) drive cycle completed to allow the PCM to detect a fault. Refer to ON BOARD DIAGNOSTIC (OBD) DRIVE CYCLE for more information. When a fault is stored in memory, a DTC will be output on the data link at the end of the test when requested by a diagnostic tool.

There are two types of continuous DTCs. The first type is an emission-related malfunction indicator lamp (MIL) code which will illuminate the CHECK ENGINE or SERVICE ENGINE SOON indicator in the instrument cluster. The second is a non-emission related, non-MIL code which will not illuminate the cluster indicator.

For emission-related MIL codes, the PCM stores the DTC in continuous memory when a fault is detected for the first time. At this point the DTC does not illuminate the MIL and is now considered a pending code. The purpose of pending codes is to assist in repair verification by reporting a pending DTC after one drive cycle. If the same fault is detected after the next ignition start-run cycle, the emission-related MIL code illuminates the MIL. The MIL remains on even if the fault is intermittent. The MIL is extinguished if the fault is not present through 3 consecutive drive cycles or the DTCs are cleared. Also, an emission-related pending MIL and non-emission related (non-MIL) DTCs are erased after approximately 40 vehicle warm up cycles or the DTCs are cleared.

Any diagnostic tool that meets OBD requirements can access the continuous memory to retrieve emission-related MIL DTCs. However, not all diagnostic tools access pending and non-emission related (non-MIL) DTCs in the same way.

During most diagnostic procedures in this article, it is required that all DTCs be retrieved and cleared. Consult the instruction manual from the tool manufacturer for specific instructions.

Description

The parameter identification (PID) mode allows access to PCM information. This includes analog and digital signal inputs and outputs along with calculated values and the system status. There are two types of PID lists available. The first is the generic (J1979) OBD PID list. This is a standard set of PIDs that all diagnostic tools must be able to access. The second is a Ford specific (J2190) list which can be accessed by an appropriate diagnostic tool. When accessing any of these PIDs, the values will be continuously updated. The generic or Ford PID list provides definitions and values in appropriate units. For more information, refer to the Society of Automotive Engineers (SAE) document J2205.

Generic OBD PID List

GENERIC OBD PID LIST

Ford PID List

FORD PID LIST

All on-board diagnostic (OBD) diagnostic tools display the on-board system readiness (OSR) test. The OSR will display the supported monitors on the vehicle and the status of all monitors (complete or not complete) at that time. Fuel, misfire, and comprehensive component monitors run continuously and always display YES status. Clearing the continuous diagnostic trouble codes (DTCs) and resetting the emission monitors information in the powertrain control module (PCM), or resetting the keep alive memory (KAM) causes the non-continuous monitors to change to a NO status.

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

FREEZE FRAME DATA

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

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

MISFIRE FREEZE-FRAME PIDs

The output test mode (OTM) aids in diagnosing output actuators associated with the PCM. This mode allows the technician to energize and de-energize most of the system output actuators on command. When entering OTM, the outputs can be turned off and on without activating the fan control. The low and high speed fan control(s) may be turned on separately without energizing the other outputs. This function is supported by each vehicle strategy and may not be available on all diagnostic tools.

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

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

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

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

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

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

Resetting the KAM returns the PCM memory to its default setting. Adaptive learning contents such as idle speed, refueling event, and fuel trim are included. To clear the continuous DTCs in the PCM and have it reset the emissions monitors information, is also part of a KAM reset. Refer to CLEAR THE CONTINUOUS DIAGNOSTIC TROUBLE CODES (DTCS) AND RESET THE EMISSION MONITORS INFORMATION IN THE POWERTRAIN CONTROL MODULE (PCM) . Both can be useful in post repair retest.

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

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

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

The flash electrically erasable programmable read only memory (EEPROM) is contained in an integrated circuit (IC) internal to the PCM. The EEPROM contains the vehicle strategy including calibration information specific to the vehicle, and is capable of being programmed or flashed repeatedly.

As part of the calibration there is an area referred to as the vehicle identification (VID) block. The VID block is programmed when installing a new PCM as described under Programming the VID Block for a Replacement PCM. Failure to carry out this procedure may generate fault code P1635 or P1639. The VID block in an existing PCM can also be tailored to accommodate various hardware or parameter changes made to the vehicle since production. Failure to carry out this procedure properly may generate fault code P1635, Tire/Axle Ratio out of Acceptable Range. An incorrect tire/axle ratio is one of the main causes for fault code P1639. This is described under Making Changes to the VID Block and also under Making Changes to the PCM Calibration. The VID block contains many items used by the strategy for a variety of functions. Some of these items include the VIN, octane adjust, fuel octane, fuel type, vehicle speed limit, tire size, axle ratio, the presence of speed control, and four wheel drive electronic shift-on-the-fly (ESOF) versus manual shift-on-the-fly (MSOF). Only items applicable to the vehicle hardware and supported by the VID block will display on the diagnostic tool.

When changing items in the VID block, the strategy places range limits on certain items such as tire and axle ratio. The number of times the VID block may be reconfigured is limited. When this limit is reached, the diagnostic tool displays a message indicating the need to flash the PCM again to reset the VID block.

Each of the procedures described below use the Worldwide Diagnostic System (WDS). Programming can be carried out by a local Ford dealer or any non-Ford facility. There are other enhanced diagnostic tools that may have programming capabilities available. Refer to the manufacturer's user manual for details.

Programming the VID Block for a Replacement PCM

A new PCM contains the latest strategy and calibration level for a particular vehicle. However, the VID block is blank and will need programming. There are two procedures available. The first is an automatic data transfer from the old PCM to the new PCM, and the second is manual data entry into the new PCM.

Automatic data transfer is carried out if the old PCM is capable of communicating. This is done by the use of a diagnostic tool to retrieve data from the old PCM before removing it from the vehicle. The stored data can now be downloaded to the new PCM after it has been installed.

Manual data entry must be carried out if the old module is damaged or incapable of communicating. Remove and install a new PCM. Using a compatible diagnostic tool, select and carry out the Module/Parameter programming, referring to the manufacturer's user manual. Make certain that all parameters are included. Failure to properly program tire size in revolutions per mile, (rev/mile = 63,360 divided by the tire circumference in inches), axle ratio, 4x4/4x2, and/or MSOF/ESOF may result in codes P1635 and P1639. You may be instructed to contact the As-Built Data Center for the information needed to manually update the VID block with the diagnostic tool. Contact the center only if the old PCM cannot be used or the data is corrupt. For Ford and L-M technicians, contact your National Hotline or the Professional Technician Society (PTS) web site for As-Built data. Non-Ford technicians use the Motorcraft website at www.motorcraft.com. From the Motorcraft homepage, use the search function to find the Module Programming or As Built Data.

For Ford and L-M technicians, check the Programmable Module Installation link on the PTS website for quick Programmable Module data information by vehicle when using the WDS or New Generation Star (NGS).

Making Changes to the VID Block

A PCM which is programmed may require changes to be made to certain VID information to accommodate the vehicle hardware. Refer to PCM/Module Reprogramming on the diagnostic tool.

Making Changes to the PCM Calibration

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

Diagnostic Monitoring Test Results

The purpose of this test mode is to allow access to the results of OBD monitor diagnostic test results. The test values that are stored at the time of the particular monitor completion are displayed when the particular test identification is requested. Refer to DIAGNOSTIC MONITORING TEST RESULTS table for test information.

DIAGNOSTIC MONITORING TEST RESULTS

The conversion is done as follows

If the value is > 32767 then complement (change 0's to 1's and 1's to 0's), add 1 and a negative sign.

Example

CONVERSION

Description of On Board Diagnostic (OBD) Drive Cycle

The following procedure is designed to execute and complete the OBD monitors and to clear the Ford P1000, I/M readiness code. To complete a specific monitor for repair verification, follow steps 1 through 4, then continue with the step described by the appropriate monitor found under the OBD Monitor Exercised column. For the EVAP monitor to run, the ambient air temperature must be between 4.4 to 37.8°C (40 to 100°F), and the altitude below 2,438 meters (8,000 feet). If the P1000 code must be cleared in these conditions, the PCM must detect them once (twice on some applications) before the EVAP monitor can be bypassed and the P1000 cleared. The EVAP bypassing procedure is described in the following drive cycle.

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

Note. A detailed description for clearing the DTCs is found in this article. Refer to CLEAR THE CONTINUOUS DIAGNOSTIC TROUBLE CODES (DTCS) AND RESET THE EMISSION MONITORS INFORMATION IN THE POWERTRAIN CONTROL MODULE (PCM) .

Drive Cycle Recommendations

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

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

DRIVE CYCLE RECOMMENDATIONS

Intermittent Diagnostic Techniques

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

Before proceeding, be sure that

1. Customary mechanical system tests and inspections do not reveal a concern. NOTE: Mechanical component conditions can make a PCM system react abnormally.
2. Technical Service Bulletins (TSBs), if available, are reviewed.
3. Quick Test and associated diagnostic subroutines have been completed without finding a fault, and the symptom is still present.

Recreating the Fault

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

RECREATE FAULT - CONDITIONS

Accumulating PCM Data

PCM data can be accumulated in a number of ways. This includes circuit measurements with a digital multimeter (DMM) or diagnostic tool PID data. Acquisition of PCM PID data using a diagnostic tool is one of the easiest ways to gather information. Gather as much data as possible when the fault is occurring to prevent improper diagnosis. Data should be accumulated during different operating conditions and based on the customer description of the intermittent fault. Compare this data with the known good data values located in in the TYPICAL DIAGNOSTIC REFERENCE VALUES . This will require recording data in four conditions for comparison: 1) KOEO, 2) Hot Idle, 3) 48 km/h (30 mph), and 4) 89 km/h (55 mph).

Analyzing Data from Playback of Stored PIDs

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

Look for an agreement in related signals. For example, if TP is changed during acceleration, a corresponding change should occur in idle air control (IAC), RPM, and SPARK ADV PID.

Make sure the signals act in proper sequence. An increase in RPM after the TP is increased is expected. However, if the RPM increases without a TP change, a fault may exist.

Table Format (Scheme 1): Scroll through the PID data while analyzing the information. Look for sudden drops or spikes in the values. (Refer to the following TP example). Notice the major jump in the TP voltage while scrolling through the information. This example would require a smooth and progressive accelerator pedal travel during a key on and engine off mode.

Graph Format (Scheme 2): Scroll through the PID data while analyzing the information. Look for sudden drops or spikes in the linear lines showing the transformation of values to the line graph. This example would require smooth progressive accelerator pedal pressure with the key on and the engine off.

Scheme 1

Scheme 2

Peripheral Inputs

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

Comparing PCM Data

After the PCM values are acquired, it is necessary to determine the fault area. This typically requires the comparison of the actual values from the vehicle to the typical values from the TYPICAL DIAGNOSTIC REFERENCE VALUES . The charts apply to different vehicle applications (engine, model, transmission).

Adaptive Fuel Diagnostic Trouble Codes Diagnostic Techniques

DIAGNOSTIC TROUBLE CODES (DTC) LIST

The Adaptive Fuel DTC Diagnostic Techniques help isolate the root cause of the adaptive fuel concern. Before proceeding, attempt to verify if any driveability concerns are present. These diagnostic aids are meant as a supplement to the Pinpoint Test. For a description of fuel trim, refer to FUEL TRIM .

Obtain Freeze Frame Data

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

Using the LONGFT1 and LONGFT2 (Dual Bank Engines) PIDs

The LONGFT1/2 PIDs are useful for diagnosing fuel trim concerns. A negative PID value indicates that fuel is being reduced to compensate for a rich condition. A positive PID value indicates that fuel is being increased to compensate for a lean condition. It is important to know that there is a separate LONGFT value that is used for each RPM/load point of engine operation. When viewing the LONGFT1/2 PIDs, the values may change a great deal as the engine is operating at different RPM and load points. This is because the fuel system may have learned corrections for fuel delivery concerns that can change as a function of engine RPM and load. The LONGFT1/2 PIDs will display the fuel trim currently being used at that RPM and load point. Observing the changes in LONGFT1/2 can help when diagnosing fuel system concerns. For example

1. A contaminated MAF sensor will result in matching LONGFT1/2 correction values that are negative at idle (reducing fuel), but positive (adding fuel) at higher RPM and loads.
2. LONGFT1 values that differ greatly from LONGFT2 values will rule out concerns that are common for both banks (for example, fuel pressure concerns, MAF sensor, etc. can be ruled out).
3. Vacuum leaks will result in large rich corrections (positive LONGFT1/2 value) at idle, but little or no correction at higher RPM and loads.
4. A plugged fuel filter will result in no correction at idle, but large rich corrections (positive LONGFT1/2 value) at high RPM and load.

Resetting Long Term Fuel Trims

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

DTC P0171/P0174: System Too Lean Diagnostic Aids

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

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

Air Measurement System

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

Examples: MAF sensor measurement is inaccurate due to a corroded connector, contamination or dirty connector. A contaminated MAF sensor will typically result in a rich system at low airflows (PCM will reduce fuel) and a lean system at high airflows (PCM will increase fuel).

Vacuum Leaks/Unmetered Air

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

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

Insufficient Fueling

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

Examples: low fuel pressure (fuel pump, fuel filter, fuel leaks, restricted fuel supply lines), fuel injector concerns.

Exhaust System Leaks

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

Examples: Exhaust system leaks upstream or near the HO2S, poorly welded/leaking HO2S boss, malfunctioning secondary air injection system.

DTC P0172/P0175: System Too Rich Diagnostic Aids

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

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

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

Examples: MAF sensor measurement inaccurate due to a corroded connector, contamination/dirt. A contaminated MAF sensor typically results in a rich system at low airflows (PCM will reduce fuel) and a lean system at high airflows (PCM will increase fuel).

Fuel System

With this condition, the engine runs rich of stoichiometry (14.7:1 air/fuel ratio), if the PCM is not able to compensate enough to correct for the condition. This situation causes a fuel delivery system that is delivering excessive fuel to the engine.

Examples

1. Fuel pressure regulator causes excessive fuel pressure (system rich at all airflows) fuel pressure is intermittent, going to pump deadhead pressure, then returning to normal after the engine is turned off and restarted.
2. Fuel pressure regulator vacuum hose off (causes excessive fuel pressure at idle, system rich at idle airflows).
3. Fuel pressure regulator diaphragm ruptured (fuel leaking into the intake manifold, system rich at lower airflows).
4. Fuel return line crimped/damaged (fuel pressure high, system rich at lower airflows).
5. Fuel injector leaks (injector delivers extra fuel).
6. EVAP canister purge valve leak (if the canister is full of vapors, introduces extra fuel).
7. Fuel rail pressure sensor (electronic returnless fuel systems) concern causes the sensor to indicate a lower pressure than actual. The PCM commands a higher duty cycle to the fuel pump driver module (FPDM), causing high fuel pressure (system rich at all airflows).

Air Inlet System

A restriction within any of the following components may be significant enough to be beyond the ability of the PCM to control stoichiometry resulting in a rich condition.

1. Air inlet tube
2. Air cleaner element
3. Air cleaner assembly
4. Resonators
5. Clean air tube

Base Engine

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

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

1. The suspect circuit must be isolated before testing.
2. When disconnecting any harness connector, always inspect for damaged or pushed out pins, corrosion, and loose wires. Repair as necessary.
3. The digital multimeter (DMM) must be set to the correct scale.
4. The techniques do not apply in all situations, therefore, it is necessary to follow each pinpoint test step accurately and completely.
5. General resistance and voltage values are specified below. Always use the pinpoint test values if they differ.
6. Always turn the key to the OFF position unless directed otherwise by the pinpoint test.

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

Open Circuit (Continuity)

Disconnect the PCM. Measure the harness resistance between the suspect circuit at the harness connector and the appropriate PCM harness connector pin or PCM breakout box (if available). The resistance must be less than 5 ohms.

Shorts to Ground

Measure the harness resistance between the suspect circuit at the harness connector and a reliable ground (B-, chassis gnd, or PWR GND at the PCM breakout box, if available). The resistance must be greater than 10,000 ohms.

Shorts to Power

Key on to power up the circuit. Measure the voltage between the suspect circuit at the harness connector and a reliable ground. The voltage must be less than 1.0 volt.

See also:
• IMPORTANT SAFETY NOTICE
• TYPICAL DIAGNOSTIC REFERENCE VALUES
• FUEL TRIM
• ON BOARD DIAGNOSTIC (OBD) DRIVE CYCLE
• DTC P0171/P0174
• DTC P0172/P0175