DESCRIPTION
Note. If KOEO or KOER self-test will not activate or TOOL COMMUNICATION ERROR is received, go to PINPOINT TEST AF: UNABLE TO ACTIVATE SELF-TEST/COMMUNICATION ERROR/DTC NOT LISTED .
During QUICK TEST, 3 types of Diagnostic Trouble Codes (DTC) are retrieved: KOEO, KOER and Continuous Memory DTCs. DTCs may be cleared from PCM memory after they have been recorded or repaired. See CLEARING DTCS under SELF-DIAGNOSTIC SYSTEM.
Record KOEO and KOER DTCs in order received. These DTCs indicate current faults in system and should be serviced in order of appearance. Use DIAGNOSTIC TROUBLE CODE IDENTIFICATION to identify correct PINPOINT TEST to perform.
KOEO & KOER Self-Test Description (Hard Faults)
Key On Engine Off (KOEO) self-test or Key On Engine Running (KOER) self-test are functional tests of powertrain control system performed with key on and engine off. These DTCs indicate faults are present at time of testing (with exception of IDM DTCs). During KOER self-test, PCM performs Injection Control Pressure (ICP) and Exhaust Back Pressure (EBP) system function. A hard fault may cause CHECK ENGINE or Malfunction Indicator Light (MIL) to go on and remain on until fault is repaired. When a fault is detected, a DTC will be output on data link when requested by a scan tool. If KOEO DTCs or KOER DTCs are retrieved during KOEO or KOER self-tests, use DIAGNOSTIC TROUBLE CODE IDENTIFICATION for appropriate pinpoint test to perform.
Continuous Memory Self-Test Description
| CAUTION | Continuous Memory DTCs should be recorded when retrieved. These DTCs may be used to identify intermittent problems that exist after all KOEO and KOER DTCs have been repaired. Some Continuous Memory DTCs may not be valid after KOEO and KOER DTCs are serviced. |
These DTCs are used to diagnose intermittent problems. Continuous Memory DTCs are retrieved after KOER SELF-TEST . These DTCs indicate a fault that may or may not be present at time of testing. These DTCs result from information stored by PCM during continuous self-test monitoring. Use these DTCs for diagnosis only when KOEO SELF-TEST and KOER SELF-TEST result in a DTC 1111 (system pass), and QUICK TEST have been successfully completed. These DTCs indicate faults previously recorded. Fault may or may not be currently present. See DIAGNOSTIC TROUBLE CODE IDENTIFICATION . When using an NGS Tester, it is possible to select RETRIEVE/CLEAR CONTINUOUS DTCs in NGS Tester DIAGNOSTIC DATA LINK. During most diagnostic procedures, it is required that all DTCs be retrieved. It is necessary to use NGS Tester in DIAGNOSTIC TEST MODE. See RETRIEVE/CLEAR CONTINUOUS DTCS for additional information.
PARAMETER IDENTIFICATION
PID mode allows access to certain data values, analog and digital inputs and outputs, calculated values, and system status information. To access PID mode, turn ignition off. Ensure test equipment is properly attached. Program scan tool using the following steps
- Select VEHICLE & ENGINE SELECTION menu.
- Select NEW VEHICLE, YEAR & MODEL.
- Select DIAGNOSTIC DATA LINK.
- Select PCM - POWERTRAIN CONTROL MODULE.
- Select PID/DATA MONITOR & RECORD.
- Turn ignition on or start engine and allow to idle.
- Follow operating instructions from scan tool menu.
- Select PIDs and press START to begin monitoring. If PID value is not as specified, perform appropriate PINPOINT TEST.
PARAMETER IDENTIFICATION VALUES
| PID/Test Condition | PID Value (1) | Pinpoint Test | |
|---|---|---|---|
| AP | |||
| Accelerator Released | (2) 0.6 Volt | E | |
| Wide Open Throttle | (2) 3.8 Volts | E | |
| IVS | |||
| Accelerator Released | Off | AA | |
| Wide Open Throttle | On | AA | |
| BOO | |||
| Brake Pedal Depressed | On | K | |
| Brake Pedal Released | Off | K | |
| BPA | |||
| Brake Pedal Depressed | On | P | |
| Brake Pedal Released | Off | P | |
| CPP (3) | |||
| Clutch Pedal Depressed | On | N | |
| Clutch Pedal Released | Off | N | |
| PBA | |||
| Parking Brake On | On | Q | |
| Parking Brake Off | Off | Q | |
| CPP (4) | |||
| OD Cancel Button Depressed | On | AK | |
| OD Cancel Button Released | Off | AK | |
| TR (4) | |||
| Gear Selector In "P" | P/N | AM | |
| Gear Selector In "R" | REV | AM | |
| Gear Selector In "N" | NTRL | AM | |
| Gear Selector In OD | OD | AM | |
| Gear Selector In OD With OD Cancel Light On | DRIVE | AM | |
| Gear Selector In L2 | MAN2 | AM | |
| Gear Selector In L1 | MAN1 | AM | |
| TCIL (4) | |||
| Push OD Cancel (Latch) | On | AK | |
| Push OD Cancel (Unlatch) | Off | AK | |
| SCCS M (5) | |||
| Speed Control Off | Off | F | |
| Speed Control On | On | F | |
| Set/Accel | Set A/C | F | |
| Coast | Coast | F | |
| Resume | Resume | F | |
| CRUISE | |||
| (Speed Control/When Driving Only) Off | Off | F | |
| On | STNDBY | F | |
| Set/Accel (After Pressing) | Tap Up | F | |
| Coast (After Pressing) | Tap Down | F | |
| 4x4L | |||
| Step 4x4H Or 2H | Off | AD | |
| Step 4x4L | On | AD | |
| ACCS (6) | |||
| Max/Norm A/C Or Mix/DEF With A/C Clutch On | On | AE | |
| Floor, Vent or A/C Clutch Off | Off | AE | |
| (1) If PID value is not as specified, perform appropriate PINPOINT TEST. (2) Voltage is approximate (3) Manual transmission only. (4) E4OD automatic transmission only. (5) Speed control. (6) A/C controls. | |||
| (1) | If PID value is not as specified, perform appropriate PINPOINT TEST. |
| (2) | Voltage is approximate |
| (3) | Manual transmission only. |
| (4) | E4OD automatic transmission only. |
| (5) | Speed control. |
| (6) | A/C controls. |
PARAMETER IDENTIFICATION VALUES
DIAGNOSTIC TROUBLE CODE IDENTIFICATION
| DTC | Description | Go To KOEO | Go To KOER | Go To Continuous |
|---|---|---|---|---|
| 1111 | System Pass | N/A | N/A | N/A |
| 0107 | BARO Circuit Low Input | TEST AC, Step 1) | N/A | TEST AC, Step 1) |
| 0108 | BARO Circuit High Input | TEST AC, Step 8) | N/A | TEST AC, Step 8) |
| 0112 | IAT Sensor Circuit Low Input | TEST C, Step 5) | N/A | TEST C, Step 8) |
| 0113 | IAT Sensor Circuit High Input | TEST C, Step 1) | N/A | TEST C, Step 8) |
| 0122 (1) | Accelerator Pedal Sensor Circuit Low Input | TEST E, Step 5) | N/A | TEST E, Step 5) |
| 0123 (1) | Accelerator Pedal Sensor Circuit High Input | TEST E, Step 1) | N/A | TEST E, Step 1) |
| 0195 | EOT Sensor Circuit Performance | N/A | TEST Y, Step 10) | N/A |
| 0196 | EOT Sensor Circuit Performance | N/A | TEST Y, Step 10) | N/A |
| 0197 (1) | EOT Sensor Circuit Low Input | TEST Y, Step 4) | N/A | TEST Y, Step 6) |
| 0198 (1) | EOT Sensor Circuit High Input | TEST Y, Step 1) | N/A | TEST Y, Step 6) |
| 0220 (1) | Throttle Switch B Circuit Malfunction | N/A | TEST AA, Step 1) | N/A |
| 0221 (1) | Throttle Switch B Circuit Malfunction | N/A | N/A | TEST AA, Step 1) |
| 0236 (1) | Turbo Boost Sensor A Circuit Performance | TEST D, Step 1) | N/A | TEST D, Step 1) |
| 0237 (1) | Turbo Boost Sensor A Circuit Low Input | TEST D, Step 27) | N/A | TEST D, Step 27) |
| Turbo Boost Sensor A Circuit Low Input | TEST D, Step 5) | N/A | TEST D, Step 16) | |
| 0238 (1) | Turbo Boost Sensor A Circuit High Input | TEST D, Step 15) | N/A | TEST D, Step 24) |
| 0261 (1) | Injector Circuit Low - Cylinder 1 | TEST AB, Step 1) | N/A | TEST AB, Step 1) |
| 0262 | Injector Circuit High - Cylinder 1 | TEST AB, Step 6) | N/A | TEST AB, Step 6) |
| 0263 | Cylinder 1 Contribution/Balance Fault | N/A | TEST AB, Step 25) | N/A |
| 0264 (1) | Injector Circuit Low - Cylinder 2 | TEST AB, Step 1) | N/A | TEST AB, Step 1) |
| 0265 | Injector Circuit High - Cylinder 2 | TEST AB, Step 6) | N/A | TEST AB, Step 6) |
| 0266 | Cylinder 2 Contribution/Balance Fault | N/A | TEST AB, Step 25) | N/A |
| 0267 (1) | Injector Circuit Low - Cylinder 3 | TEST AB, Step 1) | N/A | TEST AB, Step 1) |
| 0268 | Injector Circuit High - Cylinder 3 | TEST AB, Step 6) | N/A | TEST AB, Step 6) |
| 0269 | Cylinder 3 Contribution/Balance Fault | N/A | TEST AB, Step 25) | N/A |
| 0270 (1) | Injector Circuit Low - Cylinder 4 | TEST AB, Step 1) | N/A | TEST AB, Step 1) |
| 0271 | Injector Circuit High - Cylinder 4 | TEST AB, Step 6) | N/A | TEST AB, Step 6) |
| 0272 | Cylinder 4 Contribution/Balance Fault | N/A | TEST AB, Step 25) | N/A |
| 0273 (1) | Injector Circuit Low - Cylinder 5 | TEST AB, Step 1) | N/A | TEST AB, Step 1) |
| 0274 | Injector Circuit High - Cylinder 5 | TEST AB, Step 6) | N/A | TEST AB, Step 6) |
| 0275 | Cylinder 5 Contribution/Balance Fault | N/A | TEST AB, Step 25) | N/A |
| 0276 (1) | Injector Circuit Low - Cylinder 6 | TEST AB, Step 1) | N/A | TEST AB, Step 1) |
| 0277 | Injector Circuit High - Cylinder 6 | TEST AB, Step 6) | N/A | TEST AB, Step 6) |
| 0278 | Cylinder 6 Contribution/Balance Fault | N/A | TEST AB, Step 25) | N/A |
| 0279 (1) | Injector Circuit Low - Cylinder 7 | TEST AB, Step 1) | N/A | TEST AB, Step 1) |
| 0280 | Injector Circuit High - Cylinder 7 | TEST AB, Step 6) | N/A | TEST AB, Step 6) |
| 0281 | Cylinder 7 Contribution/Balance Fault | N/A | TEST AB, Step 25) | N/A |
| 0282 (1) | Injector Circuit Low - Cylinder 8 | TEST AB, Step 1) | N/A | TEST AB, Step 1) |
| 0283 | Injector Circuit High - Cylinder 8 | TEST AB, Step 6) | N/A | TEST AB, Step 6) |
| 0284 | Cylinder 8 Contribution/Balance Fault | N/A | TEST AB, Step 25) | N/A |
| 0340 | CMP Sensor Circuit Malfunction | TEST G, Step 1) | N/A | TEST G, Step 1) |
| 0341 (1) | CMP Sensor Circuit Performance | N/A | TEST G, Step 1) | TEST G, Step 1) |
| 0344 | CMP Sensor Circuit Intermittent | TEST G, Step 1) | N/A | TEST G, Step 1) |
| 0380 | Glow Plug Circuit Malfunction | TEST S, Step 1) | N/A | N/A |
| 0381 | Glow Plug Indicator Circuit Malfunction | TEST R, Step 1) | N/A | TEST R, Step 3) |
| 0470 | Exhaust Back Pressure Sensor Circuit Malfunction | TEST H, Step 1) | N/A | TEST H, Step 3) |
| 0471 | Exhaust Back Pressure Sensor Circuit Performance | N/A | N/A | TEST H, Step 5) |
| 0472 | Exhaust Back Pressure Sensor Circuit Low Input | TEST H, Step 9) | N/A | TEST H, Step 9) |
| 0473 | Exhaust Back Pressure Sensor Circuit High Input | TEST H, Step 15) | N/A | TEST H, Step 15) |
| 0475 | Exhaust Pressure Control Valve Malfunction | TEST M, Step 1) | N/A | N/A |
| 0476 | Exhaust Pressure Control Valve Performance | N/A | TEST M, Step 7) | TEST M, Step 7) |
| 0478 | Exhaust Pressure Control Valve High Input | N/A | N/A | TEST H, Step 17) |
| 0500 | Vehicle Speed Sensor Malfunction - KOER Tests | N/A | N/A | TEST J, Step 1) |
| 0560 | System Voltage Malfunction | N/A | TEST A, Step 1) | N/A |
| 0562 | System Voltage Low | TEST A, Step 1) | N/A | TEST A, Step 1) |
| 0563 | System Voltage High | TEST A, Step 1) | N/A | TEST A, Step 1) |
| 0565 (2) | Cruise "On" Signal Malfunction | N/A | TEST F, Step 1) | N/A |
| 0566 (2) | Cruise "Off" Signal Malfunction | N/A | TEST F, Step 1) | N/A |
| 0567 (2) | Cruise "Resume" Signal Malfunction | N/A | TEST F, Step 1) | N/A |
| 0568 (2) | Cruise "Set" Signal Malfunction | N/A | TEST F, Step 1) | N/A |
| 0569 (2) | Cruise "Coast" Signal Malfunction | N/A | TEST F, Step 1) | N/A |
| 0571 | Brake Switch A Circuit Malfunction | N/A | TEST P, Step 1) | N/A |
| 0603 | Internal Control Module KAM Error | TEST AH, Step 1) | N/A | TEST AH, Step 1) |
| 0605 | Internal Control Module ROM Error | TEST AG, Step 1) | N/A | TEST AG, Step 1) |
| 0606 | PCM Processor Fault | TEST AJ, Step 1) | N/A | N/A |
| 0703 | Brake Switch B Circuit Malfunction | N/A | TEST K, Step 1) | N/A |
| 0704 | Clutch Pedal Position Switch Input Circuit Malfunction | N/A | TEST N, Step 1) | N/A |
| 0705 (3) | TR Sensor Circuit Malfunction | TEST AM, Step 1) | TEST AM, Step 1) | TEST AM, Step 1) |
| 0707 (3) | TR Sensor Circuit Low Input | TEST AM, Step 1) | N/A | TEST AM, Step 1) |
| 0708 (3) | TR Sensor Circuit High Input | TEST AM, Step 1) | N/A | TEST AM, Step 1) |
| 0712 | Transmission Fluid Temp. Sensor CKT Low Input | TEST AN, Step 1) | TEST AN, Step 1) | TEST AN, Step 9) |
| 0713 | Transmission Fluid Temp. Sensor CKT High Input | TEST AN, Step 3) | TEST AN, Step 3) | TEST AN, Step 11) |
| 0741 | TCC Circuit Performance | TEST AL, Step 1) | N/A | N/A |
| 0750 | Shift Solenoid 1 Malfunction | TEST AL, Step 1) | N/A | N/A |
| 0755 | Shift Solenoid 2 Malfunction | TEST AL, Step 1) | N/A | N/A |
| 0781 (3) | 1-2 Shift Malfunction | (4) | N/A | N/A |
| 0782 (3) | 2-3 Shift Malfunction | (4) | N/A | N/A |
| 0783 (3) | 3-4 Shift Malfunction | (4) | N/A | N/A |
| 1098 | EOT Circuit High Input | TEST Y, Step 1) | N/A | TEST Y, Step 6) |
| 1211 (1) | ICP Not Controllable - Pressure Above/Below Desired | TEST X, Step 14) | TEST X, Step 7) | TEST X, Step 14) |
| 1212 (1) | ICP Voltage Not At Expected Level | TEST Z, Step 11) | N/A | TEST Z, Step 14) |
| 1218 | CID Stuck High | TEST V, Step 9) | N/A | TEST V, Step 9) |
| 1219 | CID Stuck Low | TEST V, Step 12) | N/A | TEST V, Step 12) |
| 1261 | High to Low Side Short - Cylinder 1 | TEST AB, Step 6) | N/A | TEST AB, Step 6) |
| 1262 | High to Low Side Short - Cylinder 2 | TEST AB, Step 6) | N/A | TEST AB, Step 6) |
| 1263 | High to Low Side Short - Cylinder 3 | TEST AB, Step 6) | N/A | TEST AB, Step 6) |
| 1264 | High to Low Side Short - Cylinder 4 | TEST AB, Step 6) | N/A | TEST AB, Step 6) |
| 1265 | High to Low Side Short - Cylinder 5 | TEST AB, Step 6) | N/A | TEST AB, Step 6) |
| 1266 | High to Low Side Short - Cylinder 6 | TEST AB, Step 6) | N/A | TEST AB, Step 6) |
| 1267 | High to Low Side Short - Cylinder 7 | TEST AB, Step 6) | N/A | TEST AB, Step 6) |
| 1268 | High to Low Side Short - Cylinder 8 | TEST AB, Step 6) | N/A | TEST AB, Step 6) |
| 1271 | High to Low Side Open - Cylinder 1 | TEST AB, Step 11) | N/A | TEST AB, Step 11) |
| 1272 | High to Low Side Open - Cylinder 2 | TEST AB, Step 11) | N/A | TEST AB, Step 11) |
| 1273 | High to Low Side Open - Cylinder 3 | TEST AB, Step 11) | N/A | TEST AB, Step 11) |
| 1274 | High to Low Side Open - Cylinder 4 | TEST AB, Step 11) | N/A | TEST AB, Step 11) |
| 1275 | High to Low Side Open - Cylinder 5 | TEST AB, Step 11) | N/A | TEST AB, Step 11) |
| 1276 | High to Low Side Open - Cylinder 6 | TEST AB, Step 11) | N/A | TEST AB, Step 11) |
| 1277 | High to Low Side Open - Cylinder 7 | TEST AB, Step 11) | N/A | TEST AB, Step 11) |
| 1278 | High to Low Side Open - Cylinder 8 | TEST AB, Step 11) | N/A | TEST AB, Step 11) |
| 1280 (1) | ICP Circuit Out Of Range Low | TEST Z, Step 1) | N/A | TEST Z, Step 1) |
| 1281 (1) | ICP Circuit Out Of Range High | TEST Z, Step 8) | N/A | TEST Z, Step 8) |
| 1282 | Excessive ICP | N/A | TEST X, Step 5) | TEST X, Step 5) |
| 1283 | IPR Circuit Failure | TEST X, Step 1) | N/A | N/A |
| 1284 | ICP Failure - Aborts KOER or CCT Test | N/A | TEST Z, Step 21) | N/A |
| 1291 | High Side No. 1 (Right) Short to GND or B+ | TEST AB, Step 16) | N/A | TEST AB, Step 16) |
| 1292 | High Side No. 2 (Left) Short to GND or B+ | TEST AB, Step 16) | N/A | TEST AB, Step 16) |
| 1293 | High Side Open Bank No. 1 (Right) | TEST AB, Step 20) | N/A | TEST AB, Step 20) |
| 1294 | High Side Open Bank No. 2 (Left) | TEST AB, Step 20) | N/A | TEST AB, Step 20) |
| 1295 (1) | Multiple Faults on Bank No. 1 (Right) | TEST AB, Step 29) | N/A | TEST AB, Step 29) |
| 1296 (1) | Multiple Faults on Bank No. 2 (Left) | TEST AB, Step 29) | N/A | TEST AB, Step 29) |
| 1297 | High Sides Shorted Together | TEST AB, Step 27) | N/A | TEST AB, Step 27) |
| 1298 | IDM Failure | TEST U, Step 1) , TEST V, Step 1) | N/A | TEST U, Step 1) , TEST V, Step 1) |
| IDM Failure | TEST V, Step 1) | N/A | TEST V, Step 1) | |
| 1464 | A/C On During KOER or CCT Test | N/A | TEST AE, Step 1) | N/A |
| 1501 | Vehicle Moved During Testing | N/A | Repeat Test | N/A |
| 1531 | Invalid Test - Accelerator Pedal Movement | N/A | Repeat Test | N/A |
| 1536 | Parking Brake Applied Failure | N/A | TEST Q, Step 1) | N/A |
| 1660 | Output Circuit Check Signal High | TEST AR, Step 1) | N/A | TEST AR, Step 1) |
| 1661 | Output Circuit Check Signal Low | TEST AS, Step 1) | N/A | TEST AS, Step 1) |
| 1662 | IDM_EN Circuit Failure | TEST W, Step 1) | N/A | N/A |
| 1663 | FDCS Circuit Failure | TEST T, Step 1) | N/A | N/A |
| 1667 | CID Circuit Failure | TEST V, Step 1) | N/A | N/A |
| 1668 | PCM - IDM Diagnostic Communication Error | TEST U, Step 1) | N/A | TEST U, Step 1) |
| 1705 | TR Sensor Out of Self-Test Range | TEST AM, Step 1) | TEST AM, Step 1) | TEST AM, Step 1) |
| 1706 (3) | High Vehicle Speed In Park | N/A | N/A | TEST AM, Step 1) |
| 1711 | TFT Sensor Out of Self-Test Range | TEST AN, Step 7) | TEST AN, Step 7) | TEST AN, Step 7) |
| 1728 (3) | Transmission Slip Error - Converter Clutch Failed | (4) | (4) | (4) |
| 1729 | 4x4L Switch Error | TEST AD, Step 1) | N/A | TEST AD, Step 1) |
| 1746 | EPC Solenoid Open Circuit | TEST AL, Step 2) | N/A | N/A |
| 1747 | EPC Solenoid Short Circuit | TEST AL, Step 2) | N/A | N/A |
| 1748 (3) | EPC Malfunction | N/A | N/A | TEST AL, Step 2) |
| 1754 | CCS (Solenoid) Circuit Malfunction | TEST AL, Step 1) | N/A | N/A |
| 1779 | TCIL Circuit Malfunction | TEST AK, Step 15) | TEST AK, Step 15) | N/A |
| 1780 | TCS Circuit Out of Self-Test Range | N/A | TEST AK, Step 1) | N/A |
| 1781 | 4x4L Circuit Out of Self-Test Range | TEST AD, Step 1) | TEST AD, Step 1) | N/A |
| 1783 (3) | Transmission Overtemperature Condition | N/A | N/A | TEST AN, Step 13) |
| No DTC | No Communication | TEST AF, Step 1) | N/A | N/A |
| No DTC | Auxiliary Powertrain Control System | TEST AP, Step 1) | TEST AP, Step 1) | TEST AP, Step 1) |
| No DTC | Tachometer Malfunction | TEST AQ, Step 1) | TEST AQ, Step 1) | TEST AQ, Step 1) |
| (1) Malfunction Indicator Light (MIL) illuminates when fault is present. (2) Ignore DTCs 0565, 0566, 0567, 0568 and 0569, if vehicle is not equipped with speed control. (3) Transmission Control Indicator Light (TCIL) flashes when fault is present. (4) See appropriate ELECTRONIC CONTROLS article in AUTOMATIC TRANSMISSIONS. | ||||
| (1) | Malfunction Indicator Light (MIL) illuminates when fault is present. |
| (2) | Ignore DTCs 0565, 0566, 0567, 0568 and 0569, if vehicle is not equipped with speed control. |
| (3) | Transmission Control Indicator Light (TCIL) flashes when fault is present. |
| (4) | See appropriate ELECTRONIC CONTROLS article in AUTOMATIC TRANSMISSIONS. |
DIAGNOSTIC TROUBLE CODE IDENTIFICATION
Enter this PINPOINT TEST only if directed here from QUICK TEST , another pinpoint test or symptom test. This test is only intended to diagnose
- Closed loop power relay.
- Powertrain Control Module (PCM).
- Battery positive voltage (B+).
- Wiring harness circuits (SIG RTN, PWR GND, KAPWR and VPWR).
To prevent replacement of good components, be aware the following non-EEC related areas and components may be cause of problem
- Battery cables.
- Ignition switch.
- Voltage regulator.
- Ground straps.
- Alternator.
DTC 0560 indicates system voltage malfunction. DTC 0562 indicates system voltage low. DTC 0563 indicates system voltage high.
Scheme 267
Scheme 268
Scheme 269
Scheme 270
SIG RTN is a dedicated ground used by most EEC system sensors. VREF is a 5-volt (plus or minus 3 percent) reference voltage that is continuously output by PCM. This consistent voltage signal is used on all 3-wire sensors.
This pinpoint test is only intended to diagnose the following components and circuits
- All 3-wire sensors.
- Vehicle wiring harness circuits; (SIG RTN and VREF).
- Powertrain Control Module (PCM).
Identifying Reference Voltage Circuits. Scheme 271
Intake Air Temperature (IAT) sensor is a thermistor-type sensor with a variable resistance that changes when exposed to different temperatures. When interfaced with Powertrain Control Module (PCM), it produces a 0-5 volt analog signal that will measure temperature. IAT sensor's primary function is to measure ambient air temperature in order to determine when Exhaust Back Pressure (EBP) device is required. An IAT signal that is detected out of range (high or low) by PCM will cause engine to ignore IAT signal, disable EBP operation and assume an ambient temperature of 59°F (15°C). DTC 0113 indicates IAT sensor circuit high input. DTC 0112 indicates IAT sensor circuit low input.
This pinpoint test is intended to diagnose the following components and circuits
- Intake Air Temperature (IAT) sensor.
- Wiring harness circuits; (IAT and SIG RTN).
- Powertrain Control Module (PCM).
Scheme 272
Scheme 273
Manifold Absolute Pressure (MAP) sensor is a variable capacitance sensor which, when supplied with a 5-volt reference signal from Powertrain Control Module (PCM), produces a digital frequency signal that indicates pressure. MAP signal is used to control smoke by limiting fuel quantity during acceleration until a specified boost pressure is obtained. Dynamic injection timing is used to optimize injection timing for boost pressure measured. A MAP signal that is detected by PCM to be out of range or at an incorrect value for specific conditions, will cause PCM to ignore MAP signal and operate engine from an inferred boost pressure signal. DTC 0235 indicates MAP Signal Inactive (1995 models). DTC 0236 indicates turbo boost sensor "A" circuit performance. DTC 0237 indicates turbo boost sensor "A" circuit low input. DTC 0238 indicates turbo boost sensor "A" circuit high input.
Perform this test when directed here by QUICK TEST . This PINPOINT TEST is intended to diagnose the following
- MAP sensor.
- Wiring harness circuits; (VREF, SIG RTN and MAP SIG).
- Powertrain Control Module (PCM).
Scheme 274
Scheme 275
Accelerator Pedal (AP) sensor provides Powertrain Control Module (PCM) with driver's demand for power. AP signal is used in calculating desired fuel quantity, injection timing and injection control pressure. DTC 0122 indicates AP sensor circuit low input. DTC 0123 indicates AP sensor circuit high input. DTC 0220 indicates throttle switch "B" circuit malfunction. DTC 0221 indicates throttle switch "B" circuit performance. Any detected malfunction of AP sensor will illuminate CHECK ENGINE light. An AP signal that is detected out of range (high or low) by PCM will cause engine to ignore AP signal and will only allow engine to operate at low idle. If a disagreement in Idle Validation Switch (IVS) and AP sensor state is detected by PCM, engine will only be allowed to operate at low idle.
Perform this test when directed here by QUICK TEST. This PINPOINT TEST is intended to diagnose the following
- AP sensor.
- Wiring harness circuits; (VREF, SIG RTN and AP).
- Powertrain Control Module (PCM).
Note. Base idle should be no less than .5 volts.
Accelerator Pedal Sensor Circuits & Connector Terminals. Scheme 276
Speed control function is integrated in PCM. Speed Control Command Switches (SCCS) are momentary switches which are located on face of steering wheel. They consist of one ON-OFF toggle switch and one three-position SET/ACCEL, COAST and RESUME switch. These switches, when depressed, select one of several resistance values to send to PCM to select speed control functions.
- DTC 0565 Indicates speed control ON. Not pressed - KOER Switch Test.
- DTC 0566 Indicates speed control OFF. Not pressed - KOER Switch Test.
- DTC 0567 Indicates speed control RESUME. Not pressed - KOER Switch Test.
- DTC 0568 Indicates speed control SET. Not pressed - KOER Switch Test.
- DTC 0569 Indicates speed control COAST. Not pressed - KOER Switch Test.
Perform this test when directed here by QUICK TEST or by another pinpoint test. This PINPOINT TEST is intended to diagnose the following
- Speed control switches.
- Wiring harness circuits; (SCCS).
- Powertrain Control Module (PCM).
Scheme 277
Scheme 278
Scheme 279
Camshaft Position (CMP) sensor is a Hall-effect type sensor that generates a digital frequency, as windows in a target wheel pass through its magnetic field. Frequency of windows passing by sensor as well as width of selected windows allows Powertrain Control Module (PCM) to detect engine speed and position. DTC 0340 indicates CMP sensor circuit malfunction. DTC 0341 indicates CMP sensor circuit performance. DTC 0344 indicates CMP sensor circuit intermittent.
- Engine Speed Is determined by counting 12 windows on cam gear each camshaft revolution.
- Fuel Timing Control Position of cylinders No. 1 and No. 4 is determined by distinguishing a narrow or wide window on camshaft gear.
- Engine Mode Selection Allows PCM to discern when engine is in off, crank or run mode.
- Injection Control Pressure Engine speed is one of the controlling variables in calculation of desired injection control pressure.
- Exhaust Back Pressure Exhaust back pressure control is a function of engine speed and load.
- Fuel Quantity Control/Torque Limiting Engine torque and fuel is controlled and is dependent on engine speed. Fuel quantity is determined by engine speed.
- Detection/Management An inactive CMP signal during cranking is detectable by PCM. An inactive CMP signal will cause a no-start condition. Electrical noise can also be detected by PCM. If level is sufficient to effect engine operation, a corresponding DTC will be set.
Perform this test when directed here by QUICK TEST. This PINPOINT TEST is intended to diagnose
- Camshaft Position (CMP) sensor.
- Wiring harness circuits; (CMP GND, VREF and CMP Signal).
- Powertrain Control Module (PCM).
Scheme 280
Scheme 281
Exhaust Back Pressure (EBP) sensor is a variable capacitance sensor which, when supplied with a 5-volt reference signal from Powertrain Control Module (PCM), produces a linear analog voltage signal that indicates pressure. EBP sensor's primary function is to measure exhaust back pressure so that PCM can control Exhaust Back Pressure Regulator (EPR) when needed. An EBP signal that is detected out of range (high or low) by PCM will cause engine to ignore EBP signal and disable exhaust back pressure operation. DTC 0470 indicates EBP sensor circuit malfunction. DTC 0471 indicates EBP sensor circuit performance. DTC 0472 indicates EBP sensor circuit low input. DTC 0473 indicates EBP sensor circuit high input. DTC 0478 indicates exhaust pressure control valve high input.
Perform this test when directed here by QUICK TEST . This PINPOINT TEST is intended to diagnose
- Exhaust Back Pressure (EBP) sensor.
- Wiring harness circuits; (SIG RTN, VREF and EBP Signal).
- Powertrain Control Module (PCM).
Scheme 282
Scheme 283
Scheme 284
- 1) KOEO DTC 0470 This DTC indicates PCM detected EBP sensor malfunction during «KOEO SELF-TEST»(ref-23600-S10365652382001010300000). Possible causes for this DTC are: Faulty EBP sensor. Open or shorted circuit. Faulty PCM. Ensure scan tool is connected to Data Link Connector (DLC). See «VEHICLE PREPARATION & EQUIPMENT HOOKUP»(ref-23600-S29011134782001010300000) under QUICK TEST. Using scan tool, access EBP PID from PID/DATA MONITOR & RECORD menu. If EBP reading is less than 18.5 psi, clear DTCs and repeat «KOEO SELF-TEST»(ref-23600-S10365652382001010300000). If DTC is still present, replace PCM. If EBP reading is 18.5 psi or more, go to next step.
- 2) Check Signal Ground Circuit Turn ignition off. Disconnect EBP sensor connector. Sensor is located on top of engine. Inspect for damaged pins, corrosion and loose wires. Repair as necessary. Measure resistance between ground and Gray/Red wire at EBP sensor wiring harness connector. If resistance is less than 5 ohms, replace EBP sensor. Clear DTCs, and repeat «QUICK TEST»(ref-23600-S06329863082001010300000). If resistance is 5 ohms or more, locate and repair open circuit in Gray/Red wire. Clear DTCs, and repeat «QUICK TEST»(ref-23600-S06329863082001010300000).
- 3) Continuous Memory DTC 0470 This DTC indicates PCM detected a EBP sensor malfunction during normal driving conditions. Possible causes for this DTC are: Faulty EBP sensor. Faulty connection. Faulty PCM. Ensure scan tool is connected to Data Link Connector (DLC). See «VEHICLE PREPARATION & EQUIPMENT HOOKUP»(ref-23600-S29011134782001010300000) under QUICK TEST. Using scan tool, access EBP PID from PID/DATA MONITOR & RECORD menu. While observing EBP PID, wiggle and bend small sections of wiring harness starting at EBP sensor connector and working toward PCM. If EBP reading fluctuates, isolate fault and repair as necessary. Clear DTCs, and repeat «QUICK TEST»(ref-23600-S06329863082001010300000). If reading does not fluctuate, go to next step.
- 4) Check Connector Disconnect EBP sensor connector. Sensor is located on top of engine. Disconnect PCM 104-pin connector. Inspect connectors for damaged pins, corrosion and loose wires. Repair as necessary. Clear DTCs, and repeat «QUICK TEST»(ref-23600-S06329863082001010300000). If both connectors are okay, no problem is indicted at this time, Clear DTCs, and repeat QUICK TEST.
- 5) Continuous Memory DTC 0471 This DTC indicates PCM detected an EBP sensor malfunction during normal driving conditions, and with EBP sensor enabled. Possible causes for this DTC are: Faulty EBP sensor. Plugged or restricted sensor supply tube. Damaged Exhaust Pressure Regulator (EPR) linkage or butterfly damage. Faulty PCM. Perform «KOER SELF-TEST»(ref-23600-S20126232932001010300000). If any DTCs are present, repair fault(s) before continuing with this test. Using scan tool, access EBP PID from PID/DATA MONITOR & RECORD menu. Road test vehicle performing hard accelerations while monitoring EBP PID. If EBP reading increases to more than 25 psi with EBP sensor on, no problem is indicated at this time. Clear DTCs, and repeat «QUICK TEST»(ref-23600-S06329863082001010300000). If EBP reading does not increase to more than 25 psi, go to next step.
- 6) Check For Exhaust Leaks Inspect turbo pipe, crossover pipes, and exhaust manifolds for leaks. Repair as necessary. Clear DTCs, and repeat «QUICK TEST»(ref-23600-S06329863082001010300000). If no exhaust leaks are present, go to next step.
- 7) Check Sensor Supply Tube Inspect EBP sensor supply tube from exhaust manifold to sensor bracket. Ensure tube is not restricted or plugged. Replace tube as necessary. Clear DTCs, and repeat «QUICK TEST»(ref-23600-S06329863082001010300000). If tube is okay, go to next step.
- 8) Check EBP Sensor Disconnect EBP sensor connector. Install ICP/EBP Adapter Cable (D94T-50-A) between EBP sensor and sensor wiring harness connector. Start engine. Measure voltage between signal circuit and signal ground at ICP/EBP adapter cable. Briefly accelerate engine to Wide Open Throttle (WOT) several times. If voltage reading during acceleration is more than 1.35 volts, clear DTCs and repeat «QUICK TEST»(ref-23600-S06329863082001010300000). If DTC is still present, replace PCM. If voltage reading during acceleration is not more than 1.35 volts, replace EBP sensor. Clear DTCs, and repeat «QUICK TEST»(ref-23600-S06329863082001010300000).
- 9) DTC 0472: EBP Circuit Low Input This DTC indicates EBP sensor circuit low input was detected during «KOEO SELF-TEST»(ref-23600-S10365652382001010300000) or during continuous diagnostic monitoring. Possible causes for this DTC are: Biased sensor/PCM. Open or shorted EBP sensor circuit. EBP sensor circuit shorted. Faulty PCM. Turn ignition off. Disconnect EBP sensor connector. Sensor is located on top of engine. Turn ignition on. Measure voltage between ground and Purple/Light Blue wire at EBP sensor wiring harness connector. If voltage is 4.5-5.5 volts, go to next step. If voltage is not 4.5-5.5 volts, locate and repair open circuit in Brown/White wire (VREF circuit). Clear DTCs, and repeat «QUICK TEST»(ref-23600-S06329863082001010300000).
- 10) Check SIG RTN Circuit Measure resistance between ground and Gray/Red wire at EBP sensor wiring harness connector. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, locate and repair open circuit in Gray/Red wire. Clear DTCs, and repeat «QUICK TEST»(ref-23600-S06329863082001010300000).
- 11) Check EBP Signal Circuit Turn ignition off. Disconnect PCM 104-pin connector, and inspect for damaged pins, corrosion and loose wires. Repair as necessary. Install Breakout Box (014-00950), leaving PCM disconnected. Measure resistance between Purple/Light Blue wire at EBP sensor wiring harness connector and test pin No. 30 at breakout box. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, locate and repair open circuit in Purple/Light Blue wire. Clear DTCs, and repeat «QUICK TEST»(ref-23600-S06329863082001010300000).
- 12) Check VREF Circuit Measure resistance between Brown/White wire at EBP sensor wiring harness connector and test pin No. 90 at breakout box. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, locate and repair open circuit in Brown/White wire. Clear DTCs, and repeat «QUICK TEST»(ref-23600-S06329863082001010300000).
- 13) Check For Grounded EBP Signal Circuit Measure resistance between test pin No. 30 and test pins No. 29, 51, 76, 77, 91 and 103. If all readings are more than 10 k/ohms, go to next step. If any reading is less than 10 k/ohms, locate and repair short to ground in EBP signal circuit (Purple/Light Blue wire). Clear DTCs, and repeat «QUICK TEST»(ref-23600-S06329863082001010300000).
- 14) Check For Internal PCM Short Connect PCM connector to breakout box. Measure resistance between test pin No. 30 and test pins No. 29, 51, 76, 77, 91 and 103. If all readings are more than 10 k/ohms, replace EBP sensor. Clear DTCs, and repeat «QUICK TEST»(ref-23600-S06329863082001010300000). If any reading is 10 k/ohms or less, replace PCM. Clear DTCs, and repeat «QUICK TEST»(ref-23600-S06329863082001010300000).
- 15) DTC 0473 This DTC indicates EBP sensor circuit high input was detected during «KOEO SELF-TEST»(ref-23600-S10365652382001010300000) or during continuous diagnostic monitoring. Possible causes for this DTC are: Biased sensor/PCM. EBP sensor shorted to VREF circuit. Faulty PCM. Turn ignition on. Disconnect EBP sensor connector. Sensor located on top of engine. Perform «KOEO SELF-TEST»(ref-23600-S10365652382001010300000). If DTC 0473 present, replace EBP sensor. Clear DTCs, repeat «QUICK TEST»(ref-23600-S06329863082001010300000). If DTC 0473 is not present, go to next step.
- 16) Check For Short To Power Disconnect PCM 104-pin connector, and inspect for damaged pins, corrosion and loose wires. Repair as necessary. Install Breakout Box (014-00950), leaving PCM disconnected. Measure resistance between test pin No. 30 and test pins No. 55, 71, 90 and 97 at breakout box. If all readings are more than 10 k/ohms, replace PCM. Clear DTCs, and repeat «QUICK TEST»(ref-23600-S06329863082001010300000). If any reading is 10 k/ohms or less, locate and repair short to power in Purple/Light Blue wire. Clear DTCs, and repeat «QUICK TEST»(ref-23600-S06329863082001010300000).
- 17) DTC 0478 This DTC indicates excessive backpressure existed during normal driving. Possible causes for this DTC are: Stuck butterfly. Plugged EBP sensor tube. Restricted exhaust. Misadjusted Exhaust Pressure Regulator (EPR) linkage. Faulty PCM. Visually inspect exhaust backpressure control valve. If control valve is open, go to next step. (Scheme 284) If control valve is not open, repair damaged linkage or butterfly as necessary. Clear DTCs, and repeat «QUICK TEST»(ref-23600-S06329863082001010300000). (Scheme 284): Open Exhaust Backpressure Control Valve Position
- 18) Check For Exhaust Restriction Ensure scan tool is connected to Data Link Connector (DLC). Using scan tool, access EBP PID from PID/DATA MONITOR & RECORD menu. Start engine. Briefly accelerate engine speed to Wide Open Throttle (WOT) while monitoring EBP PID. If EBP PID reading is less than 28 psi, go to next step. If EBP PID reading is 28 psi or more, repair restricted exhaust system. Clear DTCs, and repeat «QUICK TEST»(ref-23600-S06329863082001010300000).
- 19) Check EBP System Ensure engine is cold. Engine Oil Temperature (EOT) less than 70°F (21°C) and IAT less than 45°F (7°C). Road test vehicle while monitoring EBP PID reading on tester. With EBP sensor on, if EBP reading stays at less than 50 psi, replace PCM. Clear DTCs, and repeat «QUICK TEST»(ref-23600-S06329863082001010300000). With EBP sensor on, if EBP reading does not stay at less than 50 psi, check and adjust Exhaust Pressure Regulator (EPR) as necessary.
PSOM receives input from Rear Anti-Lock Brake System (RABS) sensor, which is mounted on rear differential. PSOM sends this input signal information to PCM. DTC 0500 indicates Vehicle Speed Sensor (VSS) malfunction.
Perform this test when directed here by QUICK TEST. This PINPOINT TEST is intended to diagnose
- PSOM output to PCM.
- PSOM (+) and PSOM (-) wiring harness circuits.
- Powertrain Control Module (PCM).
To prevent replacement of good components, be aware following non-EEC related areas and components may be cause of problem
- Cruise control system.
- Fault in RABS.
- Ring gear inside differential.
- Instrumentation system.
Programmable Speedometer/Odometer Module Circuit Logic. Scheme 285
Programmable Speedometer/Odometer Module Circuit/Connector Terminals. Scheme 286
Perform this test when directed here by QUICK TEST. This pinpoint test is intended to diagnose only the following
- Brake On/Off (BOO) circuit.
- Powertrain Control Module (PCM).
BOO input is wired to brakelight circuit and informs PCM when brake pedal is applied. BOO input is used to disengage speed control system. DTC 0703 indicates brake switch "B" circuit malfunction.
Identifying Brake On/Off Switch Circuit. Scheme 287
To prevent replacement of good components, be aware that the following non-EEC areas may be at fault
- Fuse.
- Bulb or socket.
CHECK ENGINE light is intended to alert driver of certain concerns in closed loop system. CHECK ENGINE light output is turned on when strategy detects a concern in certain input or output circuits. CHECK ENGINE light will remain on as long as the concern is present. Regulations governing this light also require that Diagnostic Trouble Codes (DTCs) be displayed by flashing of CHECK ENGINE light.
Perform this test when directed here by QUICK TEST. This PINPOINT TEST is intended to diagnose
- STO/MIL circuit.
- Powertrain Control Module (PCM).
Identifying Malfunction Indicator Light Circuit. Scheme 288
Exhaust Back Pressure Regulator (EPR) is a variable position valve that controls exhaust back pressure during cold ambient temperatures to increase cab heat and decrease amount of time needed to defrost windshield. Powertrain Control Module (PCM) uses measured exhaust back pressure, intake air temperature and engine load to determine desired exhaust back pressure. Valve position is controlled by switching output signal circuit to 12-volts inside PCM. ON/OFF time is dependent upon exhaust back pressure. An open or shorted to ground control circuit can be detected by a KOEO OUTPUT STATE SELF-TEST. See KOEO OUTPUT STATE SELF-TEST under QUICK TEST. An exhaust back pressure step test, in which PCM commands and then measures specific preprogrammed pressures, is performed during KOER test. If PCM detects an Exhaust Back Pressure (EBP) or Intake Air Temperature (IAT) sensor fault, it will disable exhaust back pressure device. DTC 0475 indicates exhaust pressure control valve malfunction. DTC 0476 indicates exhaust pressure control valve performance.
Perform this test when directed here by QUICK TEST. This PINPOINT TEST is intended to diagnose
- Exhaust Back Pressure Regulator (EPR).
- Wiring harness circuits; (PWR GND and EPR signal).
- Powertrain Control Module (PCM).
Scheme 289
Scheme 290
Clutch Pedal Position (CPP) switch detects when clutch pedal is depressed (manual transmissions) to disable speed control system and PTO/raised-idle mode. CPP switch actuation occurs as clutch is initially depressed prior to disengaging transmission at top of travel. DTC 0704 indicates CPP switch input circuit malfunction.
Perform this test when directed here by QUICK TEST. This PINPOINT TEST is intended to diagnose
- Clutch Pedal Position (CPP) switch.
- Wiring harness circuits; (CPP and SIG RTN).
- Powertrain Control Module (PCM).
Clutch Pedal Position Switch Circuit & Terminals. Scheme 291
Perform this test when directed here by QUICK TEST. Brake Pressure Applied (BPA) switch is a pressure switch that senses brake pressure and is redundant with the Brake On/Off (BOO) switch to provide a backup to deactivate cruise control. DTC 0571 indicates brake switch "A" circuit malfunction.
Brake Pressure Applied Switch Circuit & Connector Terminals. Scheme 292
Perform this test when directed here by QUICK TEST. Parking Brake Applied (PBA) switch detects when parking brake is applied to enable Power Take-Off (PTO)/raised-idle mode. DTC 1536 indicates parking brake applied fail.
Parking Brake Applied Switch Circuit & Connector Terminals. Scheme 293
Glow plug relay controls current flow to glow plugs. Glow plug relay ON time is controlled by Powertrain Control Module (PCM) and is a function of engine oil temperature, barometric pressure and battery voltage. Glow plug ON time is 10-120 seconds. Glow plug WAIT TO START light indicates to operator when glow plugs have been on long enough to crank engine. It is controlled by PCM. WAIT TO START light ON time is a function of engine oil temperature, barometric pressure and battery voltage. ON time normally is 1-10 seconds.
Note. WAIT TO START light ON time is independent from glow plug relay ON time.
An open or shorted to ground glow plug relay or WAIT TO START light circuit can be detected by performing a KOEO OUTPUT STATE SELF-TEST. See KOEO OUTPUT STATE SELF-TEST under QUICK TEST.
Perform this test when directed here by QUICK TEST. This PINPOINT TEST is intended to diagnose
- Warning light.
- Wiring harness circuit; (WAIT TO START light).
- Powertrain Control Module (PCM).
Note. Glow plug and glow plug wiring harness problems cannot be detected by PCM.
Scheme 294
Scheme 295
| WARNING | DO NOT perform any voltage checks with engine running. 115-volts DC at 10 amps is present on injector circuits. Personal injury may result if proper procedures are not followed. |
Glow plug relay controls current flow to glow plugs. Glow plug relay ON time is controlled by Powertrain Control Module (PCM) and is a function of engine oil temperature, barometric pressure and battery voltage. Glow plug ON time is 10-120 seconds. Glow plug WAIT TO START light indicates to operator when glow plugs have been on long enough to crank engine. It is controlled by PCM. WAIT TO START light ON time is a function of engine oil temperature, barometric pressure and battery voltage. ON time normally is 1-10 seconds. DTC 0380 indicates glow plug circuit malfunction.
Perform this test when directed here by QUICK TEST. This PINPOINT TEST is intended to diagnose
- Glow plug relay.
- Wiring harness circuit; (GP/RELAY coil).
- Powertrain Control Module (PCM).
An open or shorted to ground glow plug relay or WAIT TO START light circuit can be detected by performing a KOEO OUTPUT STATE SELF-TEST. See KOEO OUTPUT STATE SELF-TEST under QUICK TEST.
Note. WAIT TO START light ON time is independent from glow plug relay ON time.
Glow plug relay control signal is used to control glow plug relay to cycle glow plugs for assisting engine start-up. Glow plugs will be operated at low ambient temperature and/or high altitude. At colder temperatures, glow plugs ON time is extended. At high battery voltage, duty cycle is reduced to prevent plug damage. For low barometric pressure, ON time is extended to assist start/drive-away.
Note. Glow plug and glow plug wiring harness problems cannot be detected by PCM.
Scheme 296
Scheme 297
| WARNING | DO NOT perform any voltage checks with engine running. 115-volts DC at 10 amps is present on injector circuits. Personal injury may result if proper procedures are not followed. |
Perform this test when directed here by QUICK TEST . FDCS controls fuel injection timing and controls fuel quantity with Injection Pressure Regulator (IPR). This signal is sent with Cylinder Identification (CID) signal to Injector Driver Module (IDM) which provides power and distributes proper signal to appropriate injector. DTC 1663 indicates FDCS circuit failure.
This pinpoint test is intended to diagnose
- Injector Driver Module (IDM).
- Wiring harness circuit; (FDCS).
- Powertrain Control Module (PCM).
Identifying Fuel Delivery Command Signal Circuit. Scheme 298
Injector Driver Module (IDM) provides EF output signal to PCM to confirm that proper timing and duration of Fuel Delivery Command Signal (FDCS) was received. Additionally, EF signal is used to send diagnostics of IDM and injectors (electrical) to PCM. DTC 1668 indicates PCM-IDM diagnostic communication error.
Perform this test when directed here by QUICK TEST. This pinpoint test is intended to diagnose
- Injector Driver Module (IDM).
- Wiring harness circuit (EF).
- Powertrain Control Module (PCM).
Identifying Injector Driver Module Feedback Circuit. Scheme 299
PINPOINT TEST V: CYLINDER IDENTIFICATION
| WARNING | Voltage at Cylinder Identification (CID) circuit (Yellow/Light Blue wire) is 115-volts. Personal injury may result if proper procedures are not followed. |
Cylinder Identification (CID) output provides information to IDM so that injector current can be applied to correct injector. DTC 1218 indicates CID stuck high. DTC 1219 indicates CID stuck low. DTC 1667 indicates CID circuit failure.
Perform this test when directed here by QUICK TEST. This pinpoint test is intended to diagnose
- Injector Driver Module (IDM).
- Wiring harness circuit; (CID).
- Powertrain Control Module (PCM).
Identifying Cylinder Identification Circuit. Scheme 300
Injector Driver Module Enable (IDM-EN) output provides shut-down control function for fuel system by shutting off IDM relay. DTC 1662 indicates IDM-EN circuit failure.
Perform this test when directed here by QUICK TEST. This pinpoint test is intended to diagnose
- Injector Driver Module (IDM) relay.
- Wiring harness circuit; (IDM-EN).
- Powertrain Control Module (PCM).
Scheme 301
Scheme 302
Injection Pressure Regulator (IPR) is a variable position valve that controls injection control pressure. Powertrain Control Module (PCM) uses many input variables to determine desired injection control pressure. Battery voltage is supplied to IPR when ignition on. Valve position is controlled by switching output signal circuit to ground inside PCM. ON/OFF time is modulated from 0-50 percent, dependent upon desired injection control pressure. An open or shorted to ground control circuit can be detected by a KOEO OUTPUT STATE SELF-TEST under QUICK TEST. PCM is capable of detecting whether desired injection control pressure is equal to measured injection control pressure while engine is running. If measured injection control pressure does not compare to desired injection control pressure, PCM ignores measured ICP sensor signal and attempts to control engine speed with desired value.
If problem is in sensor circuit, this strategy causes little performance deterioration. If problem is in control circuit, engine performance will probably still be unsatisfactory. An injection control pressure step test, in which PCM commands and then measures specific preprogrammed pressures, is performed during KOER SELF-TEST . If DTC 1211 is set during normal engine operation, it indicates engine is operating in open-loop control and injection control pressure is more or less than desired pressure. If DTC 1211 is set during KOER self-test, it indicates ICP system failed step test and could not maintain commanded pressure. DTC 1282 indicates injection control pressure was more than 3,675 psi for 1.5 seconds (possible grounded IPR control circuit). If concern is not electronic, diagnose injection control pressure. Perform INJECTION CONTROL PRESSURE TEST and check for pressurized oil leaks. See HARD START/NO START DIAGNOSIS in I - SYSTEM & COMPONENT TESTS - 7.3L DIESEL article. DTC 1283 indicates high or low resistance in circuit during KOEO OUTPUT STATE SELF-TEST.
Perform this test when directed here by QUICK TEST. This pinpoint test is intended to diagnose
- Injection Pressure Regulator (IPR).
- Injection Control Pressure (ICP) sensor.
- Powertrain Control Module (PCM).
- Wiring harness circuit (IPR).
Scheme 303
Scheme 304
Engine Oil Temperature (EOT) sensor is a thermistor type sensor that has a variable resistance that changes when exposed to different temperatures. When interfaced with Powertrain Control Module (PCM), it produces a 0-5 volt analog signal that will deduce temperature.
- Cranking Fuel Quantity/Timing Control EOT sensor signal is used to determine timing and quantity of fuel required to optimize starting over all temperature conditions.
- Idle Speed At oil temperatures less than 158°F (70°C), low idle is incrementally increased to a maximum of 950 RPM.
- Temperature Compensation Fuel quantity and timing is controlled throughout total operating range to ensure adequate torque and power is available.
- Glow Plug Control Glow plug relay and WAIT TO START light ON time are controlled by engine oil temperature.
An EOT sensor signal that is detected out of range (high or low) by PCM will cause PCM to ignore EOT sensor signal and assume an engine oil temperature of -29°F (-34°C) for starting and a temperature of 212°F (100°C) for engine-running conditions. The CHECK ENGINE light will also be illuminated as long as condition exists. DTC 0197 indicates EOT sensor circuit input low. DTC 0198 indicates EOT sensor circuit input high. DTC 0196 indicates engine oil temperature less than 165°F (74°C) or above 240°F (116°C) during KOER CYLINDER CONTRIBUTION SELF-TEST (self-test access denied).
Perform this test only when directed here by QUICK TEST. Glow plug relay and glow plug light "On" time are controlled by engine oil temperature. This test is intended to diagnose
- EOT sensor.
- Wiring harness circuits (EOT and SIG RTN).
- Faulty Powertrain Control Module (PCM).
Scheme 305
Scheme 306
| Temperature °F (°C) | (1) Volts | (1) Ohms |
|---|---|---|
| 50 (10) | 4.13 | 58,990 |
| 68 (20) | 3.82 | 37,340 |
| 86 (30) | 3.44 | 24,250 |
| 104 (40) | 3.01 | 16,110 |
| 122 (50) | 2.56 | 10,930 |
| 140 (60) | 2.11 | 7550 |
| 158 (70) | 1.72 | 5340 |
| 176 (80) | 1.37 | 3840 |
| 194 (90) | 1.09 | 2800 |
| 212 (100) | .86 | 2080 |
| 230 (110) | .67 | 1560 |
| 248 (120) | .53 | 1190 |
| (1) Values may vary by 15 percent. | ||
| (1) | Values may vary by 15 percent. |
EOT SENSOR SPECIFICATIONS
Perform this test when directed here by QUICK TEST. Injection Control Pressure (ICP) sensor is a variable capacitance sensor that, when supplied with a 5-volt reference signal from Powertrain Control Module (PCM), produces a linear analog voltage signal that indicates pressure. ICP sensor's primary function is to provide a feedback signal to indicate rail pressure, so that PCM can command correct injector timing and pulse width and correct injection control pressure for proper fuel delivery at all speed and load conditions. If PCM detects a malfunctioning ICP sensor, CHECK ENGINE light is illuminated and PCM will go to open-loop control of injection control pressure and will operate from an estimated injection control pressure. DTC 1212 indicates ICP voltage not at expected level. DTC 1280 indicates ICP circuit out of range (low). DTC 1281 indicates ICP circuit out of range (high). DTC 1284 indicates ICP failure and will abort KOER CYLINDER CONTRIBUTION SELF-TEST.
Scheme 307
Scheme 308
Perform this test when directed here by QUICK TEST. IVS provides PCM with a signal to verify when accelerator pedal is in idle position. Any detected malfunction of IVS will illuminate CHECK ENGINE light. DTC 0220 indicates throttle switch "B" circuit malfunction. DTC 0221 indicates throttle switch "B" circuit performance.
Idle Validation Switch Circuit & Connector Terminals. Scheme 309
Perform this test when directed here by QUICK TEST. Injector Driver Module (IDM) is capable of detecting individual injector open and shorts to either ground or power while engine is running. IDM is also capable of detecting right or left bank high side circuit opens or shorts to ground.
- High Side Drive Outputs (Right & Left Bank) High side driver output function is to distribute energy to proper bank based on cylinder identification (CID) and provide regulated current to unit injectors, based on fuel delivery command signal (FDCS) from Injector Driver Module (IDM) internal 115-volt supply. Injection timing and duration is commanded by Powertrain Control Module (PCM) in FDCS.
- Low Side Drive Outputs Low side drive outputs control sequencing (firing order) of engine based on CID and FDCS inputs.
Note. Each valve cover gasket has 2 fuel injector connectors that are part of the gasket. Each connector is responsible for 2 fuel injectors. If connector is faulty, replace valve cover gasket.
Scheme 310
Scheme 311
Scheme 312
IDM Output Functions. Scheme 313
Barometric Pressure (BARO) sensor is a variable capacitance sensor that when supplied with a 5-volt reference signal from Powertrain Control Module (PCM) produces a linear analog voltage signal that indicates pressure. DTC 0107 indicates BARO sensor circuit low input. DTC 0108 indicates BARO sensor circuit high input.
- Timing Control BARO signal is used to determine altitude to adjust timing and fuel quantity to optimize engine operation and control smoke throughout all altitude conditions.
- Glow Plug Control BARO signal is one of the variables used to calculate glow plug ON time. At higher altitudes glow plug ON time is increased to insure faster clean up of start-up smoke.
Perform this test when directed here by QUICK TEST. A BARO sensor that is detected out of range (high or low) by PCM will cause PCM to ignore BARO sensor signal and use Manifold Absolute Pressure (MAP) sensor signal generated at low idle as an indication of barometric pressure.
Scheme 314
Scheme 315
DTC 1729 indicates 4x4 low switch error. DTC 1781 indicates 4x4L circuit out of self test range. Perform this test when directed here by QUICK TEST. This PINPOINT TEST is intended to diagnose
- 4x4 low switch.
- Wiring harness circuits for 4x4 low switch.
- Powertrain Control Module (PCM).
4x4 Low Switch Circuit Checks & Connector Terminals. Scheme 316
Perform this test when directed here by QUICK TEST. This pinpoint test is intended to diagnose
- A/C clutch.
- Wiring harness circuits for A/C.
- Powertrain Control Module (PCM).
Scheme 317
Scheme 318
DTC 0603 indicates internal control module keep alive memory (KAM) error. Perform this test when directed here by QUICK TEST. This pinpoint test is intended to diagnose
- Wiring harness circuit (KAPWR).
- Powertrain Control Module (PCM).
Identifying KAPWR Circuit. Scheme 319
Perform this test when directed here by QUICK TEST . This PINPOINT TEST is intended to diagnose
- Wiring harness circuits (TCIL and TCS).
- Powertrain Control Module (PCM).
Scheme 320
Perform this test only when directed here by QUICK TEST. To prevent replacing good components, be aware the following non-EEC areas may be at fault
- Engine condition (compression, cam timing, valves, etc.).
- Charging system or battery.
- Transmission linkage, internal components or cooling.
This test is not intended to diagnose internal transmission. This test is intended to diagnose
- Wiring harness circuits (TCC, CCS, EPC, SS1, SS2, and VPWR).
- Faulty Powertrain Control Module (PCM).
- DTC 0741 indicates Torque Converter Clutch (TCC) circuit performance.
- DTC 0750 indicates Shift Solenoid 1 (SS1) malfunction.
- DTC 0755 indicates Shift Solenoid 2 (SS2) malfunction.
- DTC 1746 indicates Electronic Pressure Control (EPC) solenoid open circuit.
- DTC 1747 indicates EPC solenoid short circuit.
- DTC 1748 indicates EPC malfunction.
- DTC 1754 indicates Coast Clutch Solenoid (CCS) malfunction.
| Solenoid | Transmission Connector Terminal No. | PCM Signal Output Terminal No. |
|---|---|---|
| CCS | 5 | 53 |
| EPC | 11 | 81 |
| SS1 | 3 | 27 |
| SS2 | 2 | 1 |
| TCC | 4 | 28 |
TRANSMISSION & PCM SOLENOID SIGNAL TERMINAL IDENTIFICATION
Identifying E4OD Solenoid Circuits. Scheme 321
Identifying Transmission Wiring Harness 12-Pin Connector. Scheme 322
Identifying Transmission Wiring Harness 16-Pin Connector. Scheme 323
Perform this test only when directed here by QUICK TEST. To prevent replacing good components, be aware the following non-EEC areas may be at fault
- Transmission linkage and internal components.
- Electrical (alternator, battery, add-on devices, etc.).
This test is not intended to diagnose transmission. This test is intended to diagnose
- Wiring harness circuits (TR and SIG RTN).
- Powertrain Control Module (PCM).
TR Sensor Connector Terminals (E4OD Transmission). Scheme 324
DTC 0712 indicates TFT sensor circuit low input. DTC 0713 indicates TFT sensor circuit high input. DTC 1711 indicates TFT sensor out of self-test range. Perform this test only when directed here by QUICK TEST. To prevent replacing good components, be aware the following non-EEC areas may be at fault
- Engine and/or transmission fluid level.
- Engine and/or transmission fluid temperature.
- Ambient temperature.
This test is intended to diagnose
- TFT sensor.
- Wiring harness circuits (TFT and SIG RTN).
- Faulty Powertrain Control Module (PCM).
Note. Voltage values are calculated for VREF equalling 5.0 volts. Values may vary 15 percent due to sensor and VREF variations. Transmission fluid temperature must be a minimum of 50°F (10°C) before taking TFT sensor resistance measurements.
Perform this test only when directed here by QUICK TEST or if no DTCs are present and Auxiliary Powertrain Control Module (APCM) does not control engine RPM. Auxiliary powertrain control system provides an operator interface to the drive-by-wire powertrain control system to effect charge protection, RPM control and manual throttle control between 1300-2500 RPM. This test is intended to diagnose
- Wiring harness circuits (KEY PWR, GND, BUS (+), BUS (-) and hi-mount brakelight).
- Auxiliary Powertrain Control Module (APCM).
- Enabling Conditions Parking brake set, transmission in Park (A/T) or Neutral (M/T) and clutch pedal released. Service brake, accelerator pedal and brakelights must be functional. To operate system with hazard flashers, hi-mount brakelight circuit must be complete and operational.
Error DTCs are displayed from APCM only. (Scheme 325) Identify DTC and perform appropriate procedure or test step
- If APCM is inoperative at all times, go to step 1) .
- If APCM is inoperative with hazard flashers for all vehicles except Econoline Cutaway, go to step 7) .
- If APCM is inoperative with hazard flashers for Econoline Cutaway only, go to step 11) .
- If APCM DTC CErr or CrSD is displayed, go to step 5) .
- If APCM DTC EErr or AErr is displayed, replace APCM.
