Engine Controls - Tests W/codes - 5.0L: Other Ford Pickup F350

KOEO & KOER Codes (Hard Faults)

These codes indicate faults are present at time of testing. A hard fault may cause CHECK ENGINE or Malfunction Indicator Light (MIL) to go on and remain on until fault is repaired. If KOEO or KOER codes are retrieved during KOEO SELF-TEST or KOER SELF-TEST, use DIAGNOSTIC TROUBLE CODE (DTC) REFERENCE CHART to find correct testing and repair procedures.

Continuous Memory Codes (Intermittent Faults)

These codes are used to diagnose intermittent problems. Continuous Memory Codes are retrieved after KOEO SELF-TEST . These codes indicate a fault that may or may not be present at time of testing.

After noting and/or repairing fault, clear codes from memory. See CLEARING CODES . Intermittent faults may be caused by a sensor, connector or wiring-related problem. See INTERMITTENTS in TESTS W/O CODES - 5.0L article.

RETRIEVING CODES

Fault codes are retrieved from EEC-V system through Data Link Connector (DLC). (Scheme 210) Self-diagnostic test procedures are for use with New Generation Star (NGS) scan tester. If a generic scan tester is used, ensure tool is certified ODB-II standard.

DATA LINK CONNECTOR (DLC) LOCATION

DATA LINK CONNECTOR (DLC) TERMINAL IDENTIFICATION

Scheme 210

Pass Codes

SYSTEM PASS indicates no diagnostic trouble codes were recorded in that portion of test. If SYSTEM PASS is not retrieved in KOEO SELF-TEST , codes retrieved during KOER SELF-TEST may not be valid.

Continuous Memory Codes

These codes result from information stored by PCM during continuous self-test monitoring. Use these codes for diagnosis only when KOEO SELF-TEST and KOER SELF-TEST result in SYSTEM PASS and all steps under QUICK TEST are successfully completed. These codes indicate faults previously recorded. Fault may or may not be currently present. See DIAGNOSTIC TROUBLE CODE (DTC) REFERENCE CHART .

VISUAL CHECK

Complete all steps in BASIC TESTING - 5.0L article before proceeding to self-diagnostic tests. Ensure vacuum hoses and EEC-V wiring harnesses are properly connected.

Apply parking brake, and place shift lever in Park (A/T) or Neutral (M/T) position. Block drive wheels. Turn off all electrical accessories.

EQUIPMENT HOOKUP

Connect appropriate test equipment to vehicle as follows

Generic Scan Tester

Ensure scan tester meets or exceeds OBD-II standard. Follow manufacturer's instructions to hook up equipment and record diagnostic trouble codes.

New Generation STAR (NGS) Tester

Turn ignition switch to OFF position. Connect adapter cable lead to diagnostic tester. (Scheme 211) Connect service connectors of adapter cable to vehicle Data Link Connector (DLC). Go to KOEO SELF-TEST.

Scheme 211

ADDITIONAL SYSTEM FUNCTIONS

Note. Additional diagnostic system features are available to help diagnose driveability problems and service EEC-V systems.

FREEZE FRAME DATA MODE

This mode allows access to emission related data values from specific generic PIDs. These values are immediately stored in continuous memory when an emission related fault occurs. This provides a snapshot of the conditions that were present when the fault occurred. Freeze frame will be stored until PCM memory is erased.

To access FREEZE FRAME DATA MODE, turn ignition switch to OFF position. Ensure test equipment is properly attached. Program scan tester using the following steps

1. Select vehicle and engine selection menu (optional). see scheme 3
2. Select year, engine, model and any additional information requested by scan tester (optional).
3. Follow operating instructions from scan tester menu.
4. Select GENERIC OBD-II FUNCTIONS. Press CONT button if OBD-II monitors are not complete.
5. Turn ignition on.
6. Select FREEZE FRAME PID TESTS.

FAILURE MODE EFFECTS MANAGEMENT (FMEM)

FMEM mode allows system operation when sensors fail or transmit signals that are out of normal operating range. During FMEM mode, PCM substitutes a mid-range signal for defective sensor while continuing to monitor sensor. If faulty sensor signals return to normal operating range, PCM will use those signals. Depending on specific failure, a fault code may be set in PCM memory.

Trip

Note. The systems monitored during a trip are: Comprehensive Component Monitor (CMM), misfire monitor, EGR system monitor, Heated Oxygen System (HO2S) monitor, fuel monitor, Evaporative (EVAP) Emissions system monitor, and secondary air injection monitor.

A trip, is a drive cycle with specific instructions for vehicle operation within a period of time. During a trip, all OBD-II components and monitors (except catalyst efficiency monitor) are tested at least once by the on-board diagnostic system.

Malfunction Indicator Lamp Function

Drive cycles and trips are used by OBD-II software strategy to control Malfunction Indicator Lamp (MIL) off function. The MIL is illuminated whenever a DTC is stored in memory. MIL is turned off after 3 consecutive drive cycles or trips are completed, without identical fault being present. After a repair has been completed, the MIL can be turned off with a reset command from a scan tool. Number of drive cycles or trips, varies with each system monitor.

The MIL is located on the dashboard and is labeled CHECK ENGINE or SERVICE ENGINE SOON. Power is supplied to the MIL whenever the ignition switch is in the run or crank position. (Scheme 212) The MIL will remain on in the run/crank mode as a bulb check until the Profile Ignition Pickup (PIP) signal is detected. The light may also be on due to a short to ground in the MIL circuit, or operation in the Hardware Limited Operation Strategy (HLOS). See HARDWARE LIMITED OPERATIONAL STRATEGY (HLOS). In addition the MIL will remain on if the MIL was on when the vehicle was last shut down. If the MIL does not turn off while the engine is cranking, it could indicate the PCM is not receiving PIP signals or the MIL circuit is shorted to ground. If the MIL blinks, there is a severe misfire or an intermittent in the MIL circuit.

Scheme 212

OBD-II Drive Cycle

An OBD-II drive cycle is a specific method used to perform all trip monitor tests. A drive cycle is a method of driving a vehicle to verify a driveability symptom or its repair. It can also be a method of driving a vehicle to initiate and complete a specific OBD-II monitor. A drive cycle may be done in the service bay or may require specific drive modes such as a number of idle periods, steady vehicle speed per time, accelerations at certain throttle angles, etc.

The following conditions must occur to complete all OBD-II monitors and it's components

1. The misfire, comprehensive component, and fuel monitors are checked continuously from engine warm-up and can complete any time.
2. The misfire monitor on applications with fuel deceleration shut-off requires a deceleration at closed throttle for 10 seconds following the acceleration to 55 MPH at one quarter to one half throttle. Decelerations following an acceleration must be performed twice consecutively (or three consecutively on some truck applications) to satisfy this misfire requirement.
3. A transmission component functional verification in the comprehensive component monitor requires at least 6 complete stops in the normal city portion of the drive cycle.
4. The EGR and secondary air injection monitors require a series of idles and accelerations.
5. The HO2S monitor requires a steady speed driven for approximately 1 minute at 30 to 40 MPH.
6. The secondary air injection monitor requires almost 12 minutes of vehicle operating time from initial start-up.
7. The catalyst efficiency monitor requires a steady speed driven for 5 minutes at 40 to 60 MPH, followed by a normal city drive between 25 and 40 MPH for 10 minutes.
8. The evaporative emission monitor requires at least 8 minutes of the steady throttle part of the drive cycle (10 minutes) between 45 to 60 MPH to test the evaporative system.

Comprehensive Component Monitor

The Comprehensive Component Monitor (CCM) is an on-board strategy designed to monitor a malfunction in any electronic component or circuit that provides input or output signal to the Powertrain Control Module (PCM) and is not exclusively monitored by another monitor system. Inputs and outputs are considered malfunctioning when at a minimum a failure exists due to a lack of circuit continuity, out-of-range value, or a failed rationality check.

The CCM covers many components and circuits and tests them in various ways depending on the hardware, function, and type of signal. See. (Scheme 213) For example, analog inputs are typically checked for opens, shorts, and out of range values. This type of monitoring is performed continuously. Some digital inputs rely on rationality checks. These tests may require the monitoring of several components and can only be performed under the appropriate test conditions. Outputs are checked for opens and shorts by monitoring the Output State Monitor (OSM) or circuit associated with the output driver when the output is energized or de-energized. Other outputs, such as relays, require additional OSM circuits to monitor the secondary side of the component. Some outputs are also monitored for the proper function by observing the reaction of the control system to a given change in the output command. An example of this would be the Idle Air Control (IAC) solenoid.

In general, the CCM covers a broad range of individual component and circuit checks and testing is performed under various conditions. The CCM is enabled shortly after the engine is started but requires certain conditions to occur for some components before it can totally complete. A Diagnostic Trouble Code (DTC) is stored in continuous memory when a fault is determined, and the Malfunction Indicator Lamp (MIL) is activated if the fault detected affects emissions. Most of the CCM Monitor tests are also performed during on demand self-test.

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

1. Inputs: Mass Air Flow (MAF), Intake Air Temperature (IAT), Engine Coolant Temperature (ECT), Throttle Position Sensor A (TP-A), Throttle Position Sensor B (TP-B), Camshaft Position (CMP), Air Conditioning Pressure Sensor (ACPS).
2. Outputs: Fuel Pump (FP), Wide Open Throttle A/C Cutout (WAC), Idle Air Control (IAC), Shift Solenoid (SS), Torque Converter Clutch (TCC), Inlet Manifold Runner Control (IMRC), Vapor Management Valve (VMV).
3. Comprehensive component DTC is stored in memory, and Malfunction Indicator Light (MIL) is illuminated after comprehensive component monitor detects a malfunction on 2 consecutive drive cycles, if the fault detected affects emissions.

Scheme 213

Catalyst Efficiency Monitor (Steady State)

The steady state catalyst efficiency monitor is an-board strategy designed to monitor and determine when a catalytic converter has fallen below the minimum level of effectiveness in its ability to control exhaust emissions. The monitor relies mainly on Heated Oxygen Sensors (HO2S) located downstream of the catalytic converter to infer catalyst efficiency based on oxygen storage capacity. The oxygen storage capacity of a high efficiency catalyst will have a slower downstream HO2S(s) switching frequency compared to the switching frequency of the up stream HO2S(s). As catalyst efficieny deteriorates. Reliability to store oxygen declines causing the downstream HO2S(s) to switch more rapidly approaching the switching frequency of the upstream HO2S(s). The monitor uses this HO2S switching characteristic to evaluate the catalyst when the monitor is enabled. Input from the ECT, IAT, TP, CKP, and VSS sensors is required to enable the Catalyst Monitor. Also, a calibratable time must have elapsed since engine start up and operation in closed-loop fuel control. Once activated, closed-loop fuel control is temporarily transferred from theupstream HO2S(a) to the downstream HO2S(s). The monitor then analyzes the downstream HO2S signal switching frequency to determine if the catalytic converter has failed

1. In the Steady State Catalyst Efficiency Monitor test, closed loop fuel control is transferred from the upstream HO2S(s) to the downstream HO2S(s). (Scheme 214) The switching frequency of the downstream HO2S(s) output is measured. This actual measured output frequency is called the test frequency. The test frequency is an indication of the oxygen storage capacity of the catalytic converter. The slower the test frequency, the higher the efficiency of the catalytic converter. A second frequency called the calibrated frequency is calculated based on engine rpm and load. The calibrated frequency serves as a high limit threshold for the test frequency. If the test frequency is less than the calibrated frequency, the catalytic converter passes the Catalyst Efficiency Monitor test. If not, the catalytic converter or system is considered to have failed and a Diagnostic Trouble Code (DTC) is stored. The DTC associated with this test are DTC(s) P0420 and P0430.
2. Catalyst efficiency DTC is stored in memory, and Malfunction Indicator Light (MIL) is illuminated after catalyst efficiency monitor detects a malfunction on 2 consecutive drive cycles.

Scheme 214

Exhaust Gas Recirculation Monitor/Differential Pressure Feedback EGR

The differential pressure feedback EGR monitor is an on-board stratagy designed to test the integrity and flow characteristics of the EGR system. The monitor is activated during EGR system operation after certain bases engine conditions are satisfied. Inputs from the ECT, IAT, TP end CKP sensors are required to activate the EGR Monitor. Once activated, the EGR Monitor will perform each of the tests described below during the engine modes and conditions indicated. (Scheme 215) Some of the EGR Monitor test are also performed during on demand self-test.

1. The D.P.F. EGR sensor and circuit are continuously tested for opens and shorts. The monitor looks for the DPFE circuit voltage to exceed the maximum or minimum allowable limits. The DTC associated with this test are DTCs P1400 and P1401.
2. The EGR vacuum regulator solenoid is continuosly tested for open and shorts. The monitor looks for the DPFE circuit voltage that is inconsistent with the EVR circuit commanded output state. The DTC associated with this test is DTC P1409.
3. The test for a stuck open EGR valve or EGR flow at idle is continuously performed whenever at idle (TP sensor indicating closed throttle). The monitor compares the DPFE circuit voltage at idle to the DPFE circuit voltage stored during key on engine of to determine if EGR flow is present at idle. The DTC associated with this test is P0402.
4. The DPFE sensor hoses are tested once per drive cycle for disconnect and plugging. The test is performed with EGR valve closed and during a period of acceleration. The PCM will momentarily command the EGR valve closed. The monitor looks for the DPFE 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 fault with a signal hose during this test. The DTCs associated with this test are DTCs P1405 and P1406.
5. The EGR flow rate test is performed during a steady state when engine speed and load are moderate and EVR duty cycle is high. The monitor compares the actual DPFE circuit voltage to a desired EGR flow voltage for that state to determine if EGR flow rate is acceptable or insufficient. The DTCs associated with this test are DTCs P0401 and P1408.
6. The Malfunction Indicator Light (MIL) is illuminated after one of the above test fails on 2 consecutive drive cycles.

Scheme 215

Evaporative Emission System Monitor (All Except Probe)

The Evaporative (EVAP) emissions system monitor is an on-board strategy designed to test the proper operation of the EVAP system by checking the function of its components and ability to flow fuel vapor (hydrocarbons) to the engine. In addition, the monitor detects leaks equal to or greater than 0.040 inch by performing a vacuum check of the complete evaporative system. (Scheme 216) The monitor relies upon the Canister Vent (CV) solenoid to seal the entire evaporative system from atmosphere and the Vapor Management Valve (VMV) to pull engine vacuum on the fuel tank. Then with system sealed and vacuum maintained, the monitor uses the Fuel Tank Pressure (FTP) sensor to observe the rate at which the vacuum is lost during a period of system vacuum bleed-up.

The monitor is enabled only after the following conditions are first satisfied

1. In closed-loop fuel control, during a period of 75% or greater dutycycle purge.
2. Fuel vapor in system of 0.02 pound per minute or less.
3. Vehicle speed between 40 and 70 MPH.
4. Engine load between 0.20 and 0.70 percent.
5. Intake air temperature between 40 and 110° F.
6. Fuel tank pressure between -15 and +1 inches of water.

Inputs from the IAT, MAF, VSS and FTP sensors are required to enable EVAP monitor.

1. The Canister Vent (CV) solenoid is a normally open solenoid used to control evaporative flow between the carbon canister and atmosphere.
2. The Vapor Management Valve (VMV) is a normally closed solenoid used to control the flow of fuel vapors into the engine.
3. Fuel Tank Pressure (FTP) sensor is used strictly by the EVAP Monitor to provide fuel system pressure information to the Powertrain Control Module (PCM).
4. The EVAP flow and leakage check begins by closing the CV solenoid and opening the VMV a calibrated amount. If a target vacuum is not sensed by the FTP sensor within a given time, then a leak or flow fault exists. If the target vacuum is reached, then both solenoids are closed in order to hold the vacuum for a calibrated period of time. If the vacuum bleeds up above a fault threshold within that period time, the EVAP monitor test fails. DTCs are set after 3 unsuccessful attempts to hold vacuum. The DTCs associated with a minor or gross EVAP leak are DTCs P0442 and P0455. The DTC associated with the EVAP system unable to bleed up fuel tank vacuum is DTC P1450. All other EVAP component DTCs are tested as part of the Comprehensive Component Monitor (CCM).
5. The Malfunction Indicator Light (MIL) is illuminated after one of the above tests fail on 2 consecutive drive cycles.

Scheme 216

Fuel System Monitor

The fuel system monitor is an on-board strategy designed to monitor the adaptive fuel control system. The fuel control system uses adaptive fuel tables stored in Keep Alive Memory (KAM) to compensate for variability in fuel system components due to normal wear and aging. During closed looped vehicle operation, the adaptive fuel strategy learns the corrections needed to correct a "biased" rich or lean fuel system. The correction is stored in the adaptive tables. (Scheme 217) The fuel adaptive system has two means of adapting; a Long Term Fuel Trim (LONGFT) and a Short Term Fuel Trim (SHRTFT). LONGFT relies on adaptive fuel table, indicating long-term fuel adjustments. SHRTFT refers to the desired air/fuel ratio parameter LAMBSE (LAMBSE is calculated by the PCM from HO2S inputs and helps maintain a 14.7:1 air/fuel ratio durning closed-loop operation). SHRTFT indicating short-term fuel adjustments. Inputs from the ECT, IAT and MAF sensors are required to activate the adaptive fuel control system, which in turn activates the Fuel System Monitor. Once activated, the Fuel System Monitor looks for the adaptive tables to reach the adaptive clip and LAMBSE to exceed calibrated limit.

The Fuel System Monitor will store the appropriate DTC when a fault is detected as described

1. The Heated Oxygen Sensor (HO2S) detects the presence of oxygen in the exhaust and provides the PCM with feedback indicating the air/fuel ratio.
2. A correction factor is added to the fuel injection pulsewidth 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 parameter lambse gets larger and larger air/fuel control suffers and emissions increase. When lambse exceeds a calibrated limit and the adaptive fuel table has clipped, the fuel system monitor sets a Diagnostic Trouble Code (DTC) as follows: The DTCs associated with the monitor detecting a lean shift in fuel system operation are DTCs P0171 and P0174. The DTCs associated with the monitor detecting a rich shift in fuel system operation are DTCs P0172 and P0175.
4. Fuel system DTC is stored in memory, and Malfunction Indicator Light (MIL) is illuminated after fuel system monitor detects a malfunction on 2 consecutive drive cycles.

Scheme 217

Heated Oxygen Sensor Monitor

The H02S Monitor is an on-board strategy designed to monitor the H02S sensors for a malfunction or deterioration which can affect emissions. The fuel control H02S is checked for proper output voltage and response rate (the time it takes to switch from lean to rich and vice versa). The H02S heater circuit is monitored by detecting proper voltage change as the heater is turned on and off. Downstream H02S used for Catalyst Monitor are also monitored for proper output voltage. The inputs from the ECT, IAT, MAF, and CKP sensors are required to activate the H02S Monitor. The Fuel System Monitor and Misfire Monitor must also have completed successfully before the H02S Monitor is enabled. Some of the H02S Monitor checks are also performed during on demand self-test.

1. The H02S sensor senses the oxygen content in the exhaust flow and outputs a voltage between zero and 1.0 volt. Lean of stoichiometric (air/fuel ratio of approximately 14.7:1), the H02S will generate a voltage between zero and 0.4 volts. Rich of stoichiometric, the H02S will generate a voltage between 0.5 and 1.0 volt. The H02S Monitor evaluates both the upstream (fuel control) and downstream (catalyst monitor) H02S for proper function. (Scheme 218)
2. Once the H02S Monitor is enabled, the upstream H02S signal voltage amplitude and response frequency are checked. Excessive voltage is determined by comparing the H02S signal voltage to a maximum calibration threshold voltage. A fixed frequency closed loop fuel control routine and the upstream HO2S voltage amplitude and output response frequency are observed. A sample of the upsteam HO2S signal is evaluated to determine if the sensor is capable of switching or has a slow response rate. A HO2S heater circuit fault is determined by turning the heater on and off and looking for a corresponding change in the Output State Monitor (OSM) and by measuring the current going through the heater circuit.

HO2S Monitor DTCs can be categorized as follows

1. DTCs associated with HO2S lack of switching are DTCs P1130, P1131, P1132, P1150, P1151 and P1152.
2. DTC associated with HO2S slow response rate are DTCs P0133 and P0153.
3. DTCs associated with HO2S signal circuit malfunction are DTCs P0131, P0136, P0151 and P0156.
4. DTC associated with a HO2S heater circuit malfunction are DTCs P0135, P0141, P0155 and P0161.
5. DTC associated with the downstream HO2S not running in on demand is DTC P1172.
6. DTC associated with swapped HO2S connectors are DTC P1128 and P1129.

Heated Oxygen Sensor (HO2S) system DTC is stored in memory, and Malfunction Indicator Light (MIL) is illuminated after HO2S monitor detects a malfunction on 2 consecutive drive cycles.

Scheme 218

Misfire Detection Monitor

The misfire 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 Monitor will be enabled only when certain base engine conditions are first satisfied. Input from the ECT, MAF, and CKP sensors is required to enable the monitor. The Misfire Monitor is also performed during on demand self-test. The PCM synchronized ignition spark based on information received from the CKP sensor. The PIP signal generated is also the main input used in determining cylinder misfire. The input signal generated by the CKP sensor is derived by sensing the passage of teeth from a 36 minus 1 tooth crankshaft position wheel mounted on the end of the crankshaft.

The input signal to the PCM is then used to calculate the time between PIP edges and also 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 is met, then the suspect cylinder is determined to have misfired. The following examples are probable conditions

1. Misfire Type A Upon detection of a Misfire type A: (200 revolutions) which would cause catalyst damage, the MIL will blink once per second during the actual misfire, and a DTC will be stored.
2. Misfire Type B Upon detection of a Misfire type B: (1000 revolutions) which will exceed the emissions threshold or cause a vehicle to fail an inspection and maintenance tailpipe emissions test, the MIL will illuminate and a DTC will be stored.

The DTC associated with multiple cylinder misfire for a Type A or Type B misfire is DTC P0300, and DTCs associated with an individual cylinder misfire for a Type A or Type B misfire are DTCs P0301, P0302, P0303, 0304, 0305, P0306, P0307, and P0308.

Secondary air injection System Monitor/Electric Air Pump System

The Secondary Air Injection (AIR) system monitor is an on-board strategy designed to monitor the proper function of the secondary air system. The AIR monitor for the Electric Air Pump system consists of two monitor circuits: an AIR circuit to diagnose problems with the primary circuit side of the Solid State Relay (SSR), and an AIR monitor circuit to diagnose problems with the secondary circuit side of the Solid State Relay. A functional check is also performed that tests the ability of the AIR system to inject air into the exhaust. The functional check relies upon H02S sensor feedback to determine the presence of air flow. The monitor is enabled during AIR system operation and only after certain base engine conditions are first satisfied. Input is required from the ECT, IAT and CKP sensor, and the H02S Monitor test must also have passed without a fault detection to enable the AIR monitor. The AIR monitor is also activated during on demand self-test. The following examples are probable conditions

1. The AIR circuit is normally held high through the SAIR Bypass solenoid and Solid State Relay when the output driver is off. Therefore a low AIR circuit indicates a driver is always on and a high circuit indicates an open in the PCM. The DTC associated with this test is DTC P0412. (Scheme 219)
2. The AIR monitor circuit is held low by the resistance path through the Air Pump when the 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 Air Pump. If the AIR monitor is low when the pump is commanded on, there is either an open circuit from the SSR or the SSR has failed to supply power to the pump. The DTCs associated with this test are DTCs P1413 and P1414.
3. The functional check may be done in two parts; at startup when the Air Pump is normally commanded on, or during a hot idle if the startup test was not able to be performed. The flow test relies upon the H02S sensor to detect the presence of additional air in the exhaust when introduced by the Secondary Air Injection system. The DTC associated with this test is DTC P0411.
4. The Malfunction Indicator Light (MIL) is illuminated after one of the above tests fails on 2 consecutive drive cycles.

Scheme 219

Secondary Air Injection System Monitor/Belt Driven AIR Pump System

The Secondary Air Injection (AIR) system monitor is an on-board strategy designed to monitor the proper function of the secondary air system. The AIR monitor for the belt driven air pump system consists of two Output State Monitor configurations in the Powertrain Control Module (PCM); one circuit monitors the electrical circuit of the Secondary Air Injection Bypass (AIRS) solenoid, the second circuit monitors the electrical circuit of the Secondary Air Injection Diverter (AIRD) solenoid. A functional check is also performed that tests the ability of the AIR system to inject air into the exhaust. The functional check relies upon H02S sensor feedback to determine the presence of air flow. The monitor is enabled during AIR system operation and only after certain base engine conditions are first satisfied. Input is required from the ECT, IAT, and CKP sensor, and the H02S Monitor must also have passed without a fault detection to enable the AIR monitor. The AIR monitor is also activated during on demand self-test. The following examples are probable conditions

1. The AIRB solenoid circuit is monitored for open and shorted conditions by the AIRB output state monitor. (Scheme 220) The DTCs associated with this test are DTCs P0413 and P0414.
2. The AIRD solenoid circuit is monitored for open and shorted conditions by the AIRD Output State Monitor. The DTCs associated with this test are DTCs P0416 and P0417.
3. An upstream and downstream functional air flow test is performed during idle, once per engine start-up, and only after all H02S Monitor tests have been successfully performed. The flow test relies upon the upstream and downstream H02S to detect the presence of additional air in the exhaust when introduced by the Secondary Air Injection system. The DTCs associated with this test are DTCs P0411 and P 1411.
4. The Malfunction Indicator Light (MIL) is illuminated after one of the above tests fail on 2 consecutive drive cycles.

Scheme 220

SUMMARY

If no diagnostic trouble code is present but driveability problem still exists, proceed to TESTS W/O CODES - 5.0L article for symptom diagnosis or intermittent diagnostic procedures.

CIRCUIT TESTS

Note. A breakout box, connected to vehicle harness at PCM, is necessary to perform most circuit tests. References to Test Pin No. found in CIRCUIT TEST steps refer to test terminals on manufacturer's breakout box. Circuit diagrams at beginning of each test identify circuit and wire colors.

HOW TO USE CIRCUIT TESTS

1. Step 1) Ensure all non-EEC related faults found while performing steps in «BASIC TESTING - 5.0L»(ref-23708) article have been corrected. DO NOT perform any CIRCUIT TEST unless specifically instructed by «QUICK TEST»(ref-23596-S12413272322001010300000) procedure. Follow each test step in order until fault is found. DO NOT replace any part unless directed to do so. When more than one code is retrieved, start with first code displayed.
2. Step 2) CIRCUIT TESTS ensure electrical circuits are okay before sensors or other components are replaced. Always test circuits for continuity between sensor and PCM. Test all circuits for short to power, opens or short to ground. Voltage Reference (VREF) and Voltage Power (VPWR) circuits should be tested with ignition on or as specified in CIRCUIT TESTS.
3. Step 3) DO NOT measure voltage or resistance at PCM. DO NOT connect any test light unless specified in testing procedure. All measurements are made by probing rear of connector (wiring harness side). Isolate both ends of a circuit and turn ignition off when checking for shorts or continuity, unless instructed otherwise.
4. Step 4) Disconnect solenoids and switches from harness before measuring continuity and resistance or applying voltage. After each repair, check all component connections and repeat «QUICK TEST»(ref-23596-S12413272322001010300000) .
5. Step 5) An open circuit is defined as a resistance reading of greater than 5 ohms. This specification tolerance may be too high for some items in EEC-V system. If resistance approaches 5 ohms, always clean suspect connector and coat it with protective dielectric silicone grease. A short is defined as a resistance reading of less than 10,000 ohms to ground, unless stated otherwise in CIRCUIT TEST. NOTE: In following tests, circuit diagrams and illustrations are courtesy of Ford Motor Co.

A/T Equipped Vehicles

1. Place gear selector in Drive.
2. Accelerate heavily to 35 MPH.
3. Coast down to idle speed and stop vehicle.

M/T Equipped Vehicles

1. Place gear selector in first gear.
2. Accelerate heavily to 35 MPH, not shifting higher than second gear.
3. Coast down to idle speed and stop vehicle.

After third drive cycle, perform QUICK TEST . If any DTCs are present, go to appropriate CIRCUIT TEST. If DTCs are not present, testing is complete.

Transmission Drive Cycle

Record codes and clear PCM memory. Warm engine to normal operating temperature. With vehicle stopped on open road, place gear selector in Drive and accelerate heavily to 35 MPH. Stop vehicle and turn ignition off.

1. Step 1) Continuous Memory DTC P0715 & P0720 Perform TRANSMISSION DRIVE CYCLE. Perform «KOEO SELF-TEST»(ref-23596-S01998098192001010300000) . If Continuous Memory DTC P0715 or P0720 is present, go to next step. If no codes are present, go to CIRCUIT TEST Z.
2. Step 2) Check OSS/TSS Circuit Continuity Turn ignition off. Disconnect OSS/TSS sensor. Disconnect PCM 104-pin connector. Inspect pins for damage and repair if necessary. Install EEC-V Breakout Box (014-00950), leaving PCM disconnected. Measure resistance between breakout box test pin No. 84 (OSS/TSS) and OSS/TSS terminal at OSS/TSS wiring harness connector. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open circuit and repeat «QUICK TEST»(ref-23596-S12413272322001010300000) .
3. Step 3) Check OSS/TSS Circuit For Short To Ground Leave ignition off and OSS/TSS sensor disconnected. Measure resistance between test pins No. 51 (GND) and 84 at breakout box. If resistance more than 5 ohms, go to next step. If resistance 5 ohms or less, repair faulty resistor or short circuit and repeat «QUICK TEST»(ref-23596-S12413272322001010300000) .
4. Step 4) Check OSS/TSS Circuit For Short To Power Leave ignition off and OSS/TSS sensor disconnected. Measure resistance between test pins No. 71 (VPWR) and 84 at breakout box. If resistance is more than 5 ohms, go to next step. If resistance is 5 ohms or less, repair short in OSS/TSS circuit and repeat «QUICK TEST»(ref-23596-S12413272322001010300000) .
5. Step 5) Check OSS/TSS Sensor Resistance Leave ignition off and OSS/TSS sensor disconnected. Measure resistance between OSS/TSS sensor terminals. OSS sensor resistance should be 450-750 ohms. TSS sensor resistance should be 64-200 ohms. If resistance is not as specified, replace OSS/TSS sensor. If resistance is as specified, check transmission for mechanical faults. If transmission is okay, replace PCM and repeat «QUICK TEST»(ref-23596-S12413272322001010300000) .