Symptom Troubleshooting (Engine/fuel Control): Diagnosis Mazda Tribute I facelift

CATALYST EFFICIENCY MONITOR - FEDERAL TEST PROCEDURE

The federal test procedure catalyst monitor monitors the catalyst system for deterioration and illuminates the MIL when tailpipe emissions exceed the appropriate HC emission thresholds. It is called the FTP catalyst monitor because it must complete during a standard emission test (the Federal Test Procedure). This monitor relies on the front and rear heated oxygen sensors (HO2S) to infer catalyst efficiency based upon oxygen storage capacity. Under normal closed loop fuel conditions, high efficiency catalysts have oxygen storage which makes the switching frequency of the rear HO2S quite slow compared with the frequency of the front HO2S. As catalyst efficiency deteriorates, its ability to store oxygen declines, and the rear HO2S begins to switch more rapidly, approaching the frequency of the front sensor. In general, as catalyst efficiency decreases, the switch ratio increases from a switch ratio of 0 for a low mileage catalyst to a switch ratio of 0.8 or 0.9 for a low-efficiency catalyst.

Many low emission California vehicles will monitor substantially less than the entire catalyst volume in order to meet the stringent catalyst monitoring malfunction thresholds. In many cases, only the front, light-off catalyst is monitored.

1. Front and rear HO2S switches are counted under specified closed loop fuel conditions. After the required number of front switches are obtained, a rear-to-front HO2S switch ratio is calculated. The switch ratio is compared against a threshold value. If the switch ratio is greater than the emission threshold, the catalyst has failed. Inputs from the ECT/CHT (warmed up engine), IAT (not at extreme ambient temperatures), MAF (greater than minimum engine load), VSS/OSS (within vehicle speed window) and TP (at part throttle) are required to enable the Catalyst Efficiency Monitor.
2. The DTCs associated with this test are DTC P0420 (Bank 1) and P0430 (Bank 2). Because an exponentially weighted moving average is used for malfunction determination, up to six driving cycles may be required to illuminate the MIL.

INTERMITTENT DIAGNOSTIC TECHNIQUES

Intermittent diagnostic techniques help find and isolate the root cause of intermittent faults associated with the EEC System. The information is organized to help find the fault and perform the repair. The process of finding and isolating an intermittent starts with re-creating a fault symptom, accumulating PCM data and comparing that data to typical values, then analyzing the results. Before proceeding, be sure that

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

Re-Creating The Fault

Re-creating the fault is the first step in isolating the cause of the intermittent symptom. A thorough investigation should start with the customer information worksheet located in the Introduction. If freeze frame data is available, it may help in re-creating the conditions at the time of a MIL DTC. Listed below are some of the conditions for re-creating the fault

CONDITIONS TO RE-CREATE FAULT

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Diagnostic Monitoring Test Results

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

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The conversion is done as follows: If the value is > 32767 then complement (change 0's to 1's and 1's to 0's), add 1 and a negative sign.

Example

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Key ON, Engine OFF (KOEO) On-Demand Self-Test

Key ON, Engine OFF (KOEO) is a functional test of the PCM performed on demand. A fault must be present at the time of testing for the self-test to detect the fault. This test will perform checks on certain sensor and actuator circuits. A DTC will be output on the data link at the end of the test when requested by the NGS Tester. Only system pass, hard fault code or an incomplete OBD II drive mode will be displayed.

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

Key On Engine Running (KOER) is a functional test of the PCM performed on demand with the engine running and vehicle stopped. A check of the inputs and outputs is made during operating conditions and at normal temperature. The brake on/off, transmission control and power steering pressure switch tests are part of the KOER self-test and MUST be performed during this operation (see below). A fault must be present at the time of testing to detect the fault. A DTC will be output on the data link at the end of the test when requested by the NGS Tester. Only system pass, hard fault code or an incomplete OBD II drive mode will be displayed.

Continuous Memory Self-Test

Testing for Continuous Memory DTCs is a functional test of the powertrain control module performed under any condition (engine running or off) with the key on. Unlike the KOEO and KOER self tests, which can only be activated on demand, the Continuous Self Test is always active. A fault does not need to be present at the time of testing for Continuous DTC's and is therefore, especially valuable when diagnosing intermittent faults. This test will detect failures contributing to driveability or emission concerns. The vehicle may need to be driven or the OBD II Drive Cycle completed to allow the PCM to detect a fault. When a fault is stored in memory, a Diagnostic Trouble Code (DTC) will be output on the data link at the end of the test when requested by a scan tool.

There are two types of Continuous DTCs. The first type is an emission-related malfunction indicator lamp (MIL) code which will illuminate the CHECK ENGINE or SERVICE ENGINE SOON indicator in the instrument cluster. The second is a non-emission-related, non-MIL code which will never illuminate the cluster indicator.

For emission-related MIL codes, the PCM will store the DTC in continuous memory when a fault is detected for the first time. At this point the DTC will not illuminate the MIL and is now considered a pending code. The purpose of pending codes is to assist in repair verification by reporting a pending DTC after one drive cycle. If the same fault is detected after the next ignition star-run cycle, the emission-related MIL code will illuminate the MIL. The MIL will remain on even if the fault is intermittent. The MIL will be extinguished if the fault is not present through three consecutive drive cycles or a PCMreset is performed. Also, an emission-related pending MIL and non-emission-related, non-MIL code will be erased after approximately 40-80 vehicle warm up cycles or a PCM reset.

Any scan tool that meets OBDII requirements can access Continuous Memory to retrieve emission-related MIL DTCs. However, not all scan tools access pending and nonemission-related non-MIL DTCs in the same way. If using the New Generation Star (NGS) scan tool, all MIL (including pending) and non-MIL codes are retrieved together on the same screen.

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

Brake On/Off Test

This tests the ability of the powertrain control system to detect a state of change in the stoplamp switch. The brake pedal MUST briefly be applied and released on all vehicles with brake on/off input. This test is done during the KOER self-test.

Transmission Control (O/D OFF) Switch Test

This tests the ability of the powertrain control system to detect a state of change in the O/D OFF switch. The switch MUST briefly be cycled on all vehicles with the O/D OFF switch. This test is done during the KOER self-test.

Power Steering Pressure (PSP) Switch Test

This tests the ability of the powertrain control system to detect a change in power steering fluid pressure. The steering wheel MUST briefly be turned at least 1/4 of a revolution. This test is done during the KOER self- test.

On-Board Diagnostic Test - New Generation Star (NGS) Tester Hook-Up Procedure

Note. Make sure key is off.

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1. Insert the vehicle interface module and program card into the SST (NGS tester) control unit.
2. Plug the NGS Tester adapter cable into the interface module and the large connector into the vehicle data link connector (DLC) located under the left side of the steering column.
3. Plug the NGS Tester power cable into the adapter power cable connector, cigarette lighter or use a battery hook-up adapter. NOTE: If the model year is not displayed, use 2001.
4. Listen for a double beep. The NGS Tester is now initialized. Begin the functional test of the powertrain control system.

Retrieve/Clear Continuous DTC Self-Test Procedure

Note. The first test to run is Retrieve/Clear Continuous DTC Self-Test. Record the DTCs on a piece of paper and proceed to the KOEO Self-Test. The purpose of recording the continuous DTCs at this time is to make sure that they are not unintentionally cleared during any KOEO or KOER service. KOEO and KOER codes are always addressed before continuous codes.

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1. Perform the "New Generation Star (NGS) Tester Hook-Up Procedure". See «ON-BOARD DIAGNOSTIC TEST - NEW GENERATION STAR (NGS) TESTER HOOK-UP PROCEDURE»(ref-178490-S22457564662005061600000) .
2. Move the cursor to READ/CLEAR CONTINUOUS DTCs . Press the trigger key to enter this selection.
3. Turn key on. Press START .
4. Follow operating instructions from the menu.
5. If there are DTC(s), refer to «DIAGNOSTIC TROUBLE CODE NUMBERS»(ref-178490-S28887979352005061600000) for further diagnosis information. After repairs, clear DTCs. Press " C-ALL " (Key #7) button and press trigger.
6. If there are no codes, press CANCEL . Perform KOEO Self-Test.

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1. Perform the "New Generation Star (NGS) Tester Hook-Up Procedure". See «ON-BOARD DIAGNOSTIC TEST - NEW GENERATION STAR (NGS) TESTER HOOK-UP PROCEDURE»(ref-178490-S22457564662005061600000) .
2. Move the cursor to KOEO ON-DEMAND SELF-TEST. Press the trigger key to enter this selection.
3. Follow operating instruction from the menu.
4. Note any KOEO DTCs. Press CANCEL . Perform KOER Self-Test.

Key ON Engine Running Self-Test Procedure

Note. Make sure the A/C switch is OFF during KOER Self-Test. If the A/C switch is ON during this test, DTC P1464 will be indicated on the NGS Tester. The brake pedal must be depressed and released after KOER Self-Test is initiated. If not performed, DTC P1703 will be indicated on the NGS Tester. The steering wheel must be turned to the right and left after KOER Self-Test is initiated. If not performed, DTC P1650 will be indicated on the NGS Tester. Start the engine and bring up to normal operating temperature before running the KOER Self-Test.

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1. Perform the "New Generation Star (NGS) Tester Hook-Up Procedure". See «ON-BOARD DIAGNOSTIC TEST - NEW GENERATION STAR (NGS) TESTER HOOK-UP PROCEDURE»(ref-178490-S22457564662005061600000) .
2. Move the cursor to KOER ON-DEMAND SELF-TEST . Press the trigger to enter this selection.
3. Start engine and bring up to normal operating temperature. Press START .
4. Follow operating instructions from the menu, perform Brake On/Off (BOO) switch, O/D OFF switch and power steering pressure (PSP) switch cycling test, if equipped.
5. Note any KOER DTCs.
6. Press CANCEL several times to return to the main menu.

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1. After repairs have been made, connect NGS Tester to the DLC.
2. Select Clear Codes function in GENERIC OBD II FUNCTIONS and clear DTCs.
3. Perform all three Self-Tests to ensure customer's concern has been resolved.

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1. Perform the "New Generation Star (NGS) Tester Hook-Up Procedure". See «ON-BOARD DIAGNOSTIC TEST - NEW GENERATION STAR (NGS) TESTER HOOK-UP PROCEDURE»(ref-178490-S22457564662005061600000) .
2. Perform step 1 through step 7 from the "Retrieving DTCs Procedure". See «RETRIEVING DTCS PROCEDURE»(ref-178490-S16810358852005061600000) .
3. Turn key on or engine running.
4. Move the cursor to PID/DATA MONITOR AND RECORD . Press trigger.
5. Move cursor to PID values to view. Press trigger.

Select START to begin.

When ready to capture and store the select PIDs, press trigger.

Press trigger again when ready to save information.

The information is now located in the main recording area. Store to a viewing area before starting another recording or the data will be overwritten.

Key ON, Engine OFF (KOEO) is a functional test of the PCM performed on demand. A fault must be present at the time of testing for the self-test to detect the fault. This test will perform checks on certain sensor and actuator circuits. A DTC will be output on the data link at the end of the test when requested by the WDS or equivalent. Only system pass, hard fault code or an incomplete OBD II drive mode will be displayed.

Key On Engine Running (KOER) is a functional test of the PCM performed on demand with the engine running and vehicle stopped. A check of the inputs and outputs is made during operating conditions and at normal temperature. The brake on/off, transmission control and power steering pressure switch tests are part of the KOER self-test and MUST be performed during this operation (see below). A fault must be present at the time of testing to detect the fault. A DTC will be output on the data link at the end of the test when requested by the WDS or equivalent. Only system pass, hard fault code or an incomplete OBD II drive mode will be displayed.

Testing for Continuous Memory DTCs is a functional test of the powertrain control module performed under any condition (engine running or off) with the key on. Unlike the KOEO and KOER self tests, which can only be activated on demand, the Continuous Self Test is always active. A fault does not need to be present at the time of testing for Continuous DTC's and is therefore, especially valuable when diagnosing intermittent faults. This test will detect failures contributing to driveability or emission concerns. The vehicle may need to be driven or the OBDII Drive Cycle completed to allow the PCM to detect a fault. When a fault is stored in memory, a Diagnostic Trouble Code (DTC) will be output on the data link at the end of the test when requested by a scan tool.

There are two types of Continuous DTCs. The first type is an emission-related malfunction indicator lamp (MIL) code which will illuminate the CHECK ENGINE or SERVICE ENGINE SOON indicator in the instrument cluster. The second is a non-emission-related, non-MIL code which will never illuminate the cluster indicator.

For emission-related MIL codes, the PCM will store the DTC in continuous memory when a fault is detected for the first time. At this point the DTC will not illuminate the MIL and is now considered a pending code. The purpose of pending codes is to assist in repair verification by reporting a pending DTC after one drive cycle. If the same fault is detected after the next ignition star-run cycle, the emission-related MIL code will illuminate the MIL. The MIL will remain on even if the fault is intermittent. The MIL will be extinguished if the fault is not present through three consecutive drive cycles or a PCM reset is performed. Also, an emission-related pending MIL and non-emission-related, non-MIL code will be erased after approximately 40-80 vehicle warm up cycles or a PCM reset.

Any scan tool that meets OBD II requirements can access Continuous Memory to retrieve emission-related MIL DTCs. However, not all scan tools access pending and nonemission-related non-MIL DTCs in the same way. If using the WDS or equivalent, all MIL (including pending) and non-MIL codes are retrieved together on the same screen.

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

This tests the ability of the powertrain control system to detect a state of change in the stoplamp switch. The brake pedal MUST briefly be applied and released on all vehicles with brake on/off input. This test is done during the KOER self-test.

This tests the ability of the powertrain control system to detect a state of change in the O/D OFF switch. The switch MUST briefly be cycled on all vehicles with the O/D OFF switch. This test is done during the KOER self- test.

This tests the ability of the powertrain control system to detect a change in power steering fluid pressure. The steering wheel MUST briefly be turned at least 1/4 of a revolution. This test is done during the KOER self- test.

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1. Perform the necessary vehicle preparation and visual inspection.
2. Connect the WDS or equivalent to the vehicle DLC-2 16-pin connector located on the left side of the center console.
3. Retrieve DTCs by WDS or equivalent.

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1. Perform the necessary vehicle preparation and visual inspection. Hook-up the WDS or equivalent Tester to the vehicle.
2. Connect the WDS or equivalent to the vehicle DLC-2 16-pin connector located on the left side of the center console.
3. Retrieve PENDING TROUBLE CODES by WDS or equivalent.

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1. Perform the necessary vehicle preparation and visual inspection. Hook-up the WDS or equivalent Tester to the vehicle.
2. Connect the WDS or equivalent to the vehicle DLC-2 16-pin connector located on the left side of the center console.
3. Record the FREEZE FRAME PID DATA by WDS or equivalent.

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1. Perform the necessary vehicle preparation and visual inspection. Hook-up the WDS or equivalent Tester to the vehicle.
2. Connect the WDS or equivalent to the vehicle DLC-2 16-pin connector located on the left side of the center console.
3. Monitor the OBD-II systems operating status by WDS or equivalent.

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1. Perform the necessary vehicle preparation and visual inspection. Hook-up the WDS or equivalent Tester to the vehicle.
2. Connect the WDS or equivalent to the vehicle DLC-2 16-pin connector located on the left side of the center console.
3. Access and monitor PIDs by WDS or equivalent.

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1. Perform the necessary vehicle preparation and visual inspection. Hook-up the WDS or equivalent Tester to the vehicle.
2. Connect the WDS or equivalent to the vehicle DLC-2 16-pin connector located on the left side of the center console.
3. Access the DIAGNOSTIC MONITORING TEST RESULTS and read the test results by WDS or equivalent.

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1. Connect the WDS or equivalent to the vehicle DLC-2 16-pin connector located on the left side of the center console.
2. Cycle the ignition key from OFF to ON.
3. Record DTC if retrieved.
4. Erase all diagnostic data by WDS or equivalent.

DIAGNOSTIC TROUBLE CODE INDEX

DIAGNOSTIC TROUBLE CODE INDEX

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ENGINE INSPECTION

1. Verify the customer concern by operating the engine to duplicate the conditions.
2. Visually inspect for obvious signs of mechanical and electrical damage.
3. If the inspection reveals obvious concerns that can be readily identified, repair as required.
4. If the concern is not visually evident, verify symptom and refer to «SYMPTOM TROUBLESHOOTING CHART - ENGINE»(ref-178490-S00666932032005061600000) .

INSPECTION & VERIFICATION

Since diagnosis and testing actually begins when repairs are taken on, the following procedure is recommended.

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1. Verify the customer concern by operating the system.
2. Visually inspect for obvious signs of mechanical damage or electrical damage. If the concern cannot be reproduced, carry out a road test and/or visual check with the aid of the following illustration. Visual Inspection Chart
3. If an obvious cause for an observed or reported concern is found, correct the cause (if possible) before proceeding to the next step.
4. If the concern is not visually evident, verify the symptom and refer to «SYMPTOM TROUBLESHOOTING CHART - ENGINE»(ref-178490-S00666932032005061600000) .

OIL CONSUMPTION TEST

The following diagnostic procedure is used to determine the source of excessive oil consumption.

Note. Oil use is normally greater during the first 16,100 km (10,000 miles) of service. As mileage increases, oil use decreases. Vehicles in normal service should get a least 16,000 km (10,000 miles) per liter. High speed driving, towing, high ambient temperature and other factors may result in greater oil use.

1. Define excessive consumption, such as the number of miles driven per liter of oil used. Also determine customers's driving habits, such as sustained high speed operation, towing, extended idle and other considerations.
2. Verify that the engine has no external oil leaks as described under Engine Oil Leaks.
3. Verify that the engine has the correct oil level.
4. Verify that the engine is not being run in an overfilled condition. Check the oil level at least five minutes after a hot shutdown with the vehicle parked on a level surface. In no case should the level be above the top of the cross-hatched area and the letter "F" in FULL. If significantly overfilled, carry out Step 5, substeps 1 through 4.
5. Carry out an oil consumption test: Drain engine oil and fill with one liter less than the recommended amount. Run the engine for three minutes (10 minutes if cold), and allow oil to drain back for at least five minutes with vehicle parked on level surface. Remove the oil level indicator and wipe clean. (Do not wipe with anything contaminated with silicone compounds.) Install the oil level indicator making sure to seat the oil level indicator firmly in the oil level indicator tube. Remove the oil level indicator and draw a mark on the back (unmarked) surface at the indicated oil level. (This level should be about the same as the ADD mark on the face of the oil level indicator.) Add one liter of oil. Start the engine and allow to idle for at least two minutes. Shut off the engine and allow the engine oil to drain back for at least five minutes. Mark the oil level dipstick, using the procedure above. This level may range from slightly below the top of the cross-hatched area to slightly below the letter "F" in FULL. Record the vehicle's mileage. Instruct the customer to drive the vehicle as usual and: Check the oil level regularly at intervals of 160-240 km (100-150 miles). Return to the service point when the oil level drops below the lower (ADD) mark on the oil level indicator. Add only full liters of the same oil in an emergency. Note the mileage at which the oil is added. Check the oil level under the same conditions and at the same location as in Steps 3 and 4. Measure the distance from the oil level to the UPPER mark on the oil level indicator and record. Measure the distance between the two scribe marks and record. Divide the first measurement by the second. Divide the distance driven during the oil test by the result. This quantity is the approximate oil consumption rate in kilometers per liter or in mile per quart. If the oil consumption rate is unacceptable, go to Step 6.
6. Check the positive crankcase ventilation (PCV) system. Make sure the system is not plugged.
7. Check for plugged oil drain-back holes in the cylinder head and cylinder block.
8. If the condition still exists after carrying out the above tests go to Step 9.
9. Carry out a cylinder compression test. Refer to «COMPRESSION TEST»(ref-178490-S10599100212005061600000) . This can help determine the source of oil consumption such as valves, piston rings or other areas.
10. Check valve guides for excessive guide clearance. Install new valve stem seals after verifying valve guide clearance.
11. Worn or damaged internal engine components can cause excessive oil consumption. Small deposits of oil on the tips of the spark plugs can be a clue to internal oil consumption.

INTAKE MANIFOLD VACUUM TEST

Bring the engine to normal operating temperature. Connect a vacuum gauge or equivalent to the intake manifold. Run the engine at the specified idle speed.

The vacuum gauge should read between 51-74 kPa (15-22 in-Hg) depending upon the engine condition and the altitude at which the test is carried out. Subtract 4.0193 kPa (1 in-Hg) from the specified reading for every 304.8 m (1,000 feet) of elevation above sea level. The reading should be steady. As necessary, adjust the gauge damper control (where used) if the needle is fluttering rapidly. Adjust damper until needle moves easily without excessive flutter.

EVAP Running Loss System Leak Test

To start the testing, conditions of stable purging and vehicle speed must be satisfied. During the first stage, the EVAP canister vent solenoid is closed, while the EVAP vapor management valve remains open, applying and building vacuum in the system as indicated by the FTP sensor. This phase checks for major leaks in the EVAP system.

In the second stage, the EVAP vapor management valve closes and the system looks for minimal decay rate in the EVAP vacuum, indicating the absence of any small EVAP system leaks.

The last stage is entered only if stage two of the leak test has failed and checks whether the failed test was due to excess vapor generation. It monitors fuel vapor generation rate. Initially, the canister vent solenoid is opened to equalize EVAP system pressure to atmosphere. Then the canister vent solenoid is closed, allowing pressure to build if vapor generation is present in sufficient quantity. If the rate of generation is found to be too high, the EVAP running loss system leak test is aborted. If not, then a small leak is diagnosed.

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1. Verify the customer concern is with the evaporative emission (EVAP) system.
2. Visually inspect for the following obvious signs of mechanical damage. Visual Inspection Chart
3. If the concern remains after the inspection, connect the WDS or equivalent Tester to the data link connector (DLC) located beneath the instrument panel and select the vehicle to be tested from the WDS or equivalent Tester menu. If the WDS or equivalent Tester does not communicate with the vehicle: Check that the program card is correctly installed. Check the connections to the vehicle. Check the ignition switch position.
4. If the WDS or equivalent Tester still does not communicate with the vehicle, refer to the WDS or equivalent Tester manual.
5. Carry out the DATA LINK DIAGNOSTICS test. If the WDS or equivalent Tester responds with: CKT914, CKT915 or CKT70 = ALL ECUS NO RESP/NOT EQUIP, refer to COMMUNICATIONS NETWORK . SYSTEM PASSED, retrieve and record the continuous diagnostic trouble codes (DTCs), erase the continuous DTCs and carry out the PCM KOEO self-test.
6. If the DTCs retrieved are related to the concern, go to the PCM Diagnostic Trouble Code (DTC) Index to continue diagnostics. See «DIAGNOSTIC TROUBLE CODE NUMBERS»(ref-178490-S28887979352005061600000) .
7. If the concern remains after the inspection, determine the symptom and proceed to «SYMPTOM TROUBLESHOOTING CHART - ENGINE»(ref-178490-S00666932032005061600000) .

EVAPORATIVE EMISSION SYSTEM LEAK TEST

1. Connect the Evaporative Emission System Leak Tester to the evaporative emission test port.
2. Close the canister vent solenoid. Refer to «CANISTER VENT SOLENOID CLOSING PROCEDURE»(ref-178490-S18235385282005061600000) .
3. Pressurize the evaporative emission system to 3.48 kPa (14 inches H 2 O).
4. Monitor the system for two minutes. The system fails the leak test if the pressure falls below 2.0 kPa (8 inches H 2 O).
5. Repair any leaks as necessary.
6. Repeat the leak test until the system remains above 2.0 kPa (8 inches H 2 O) after the two-minute test period.

Verify the condition by operating the accelerator pedal and shaft from idle to wide open-throttle and back again. Check for any resistance in forward travel of the accelerator pedal and shaft or hesitation on return.

If a concern exists, visually inspect all components of the accelerator pedal and shaft. Look for damage or binding of the accelerator cable. Look for obstructions at the throttle body and accelerator pedal and shaft.

For vehicles equipped with cruise control, examine the cruise control cable; refer to SPEED CONTROL CABLE .

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Scheme 535

1. Verify the customer concern by operating the engine to duplicate the concern.
2. Inspect to determine if one of the following mechanical or electrical concerns apply: Visual Inspection Chart
3. If the inspection reveals obvious concerns that can be readily identified, repair as necessary. Check the generator sense fuse 11 located in the battery junction box.
4. Measure the open circuit battery voltage. (The battery is located in the luggage compartment on the RH side). If the battery voltage is less than 12.0 volts, test and recharge the battery before continuing with diagnosis. Refer to BATTERY CHARGING.
5. Check the operation of the charging system warning indicator lamp (instrument cluster). Normal operation is as follows: With the ignition switch OFF, the charging system warning indicator should be OFF. With the ignition switch in RUN and the engine off, the charging system warning indicator light should be ON. With the engine running, the charging system warning indicator light should be OFF.
6. Check the battery voltage before and after starting the engine to determine if the battery voltage increases. Refer to Normal Charging System Voltages. Normal Charging System Voltages
7. On the Zetec engine if the concern remains after the inspection, connect the WDS or equivalent Tester to the data link connector (DLC) located under the instrument panel and select the vehicle to be tested from the WDS or equivalent Tester menu. If the vehicle selection cannot be entered: Check that the program card is correctly installed. Check the connections to the vehicle. Check the ignition switch position. If the WDS or equivalent Tester still does not allow the vehicle selection to be entered, refer to the WDS or equivalent Tester manual.
8. If any powertrain control module (PCM) diagnostic trouble codes (DTCs) are retrieved, go to the PCM Index (Scheme 535), to check if the codes retrieved are related to the charging system and continue diagnosis.
9. If no DTCs related to the charging system are retrieved, go to «SYMPTOM TROUBLESHOOTING CHART - CHARGING SYSTEM»(ref-178490-S09262624522005061600000) to continue diagnosis. NOTE: DTC P1246 can be set by the loss of the communication lines, GEN COM Circuit (P/BR) and/or GEN MON Circuit (T/V). However, the generator warning indicator lamp will not illuminate since the generator is self-regulating and will function normally. Powertrain Control Module Diagnostic Trouble Code (DTC) Index
10. On the Duratec engine if the customer concern is verified after the initial inspection, refer to «SYMPTOM TROUBLESHOOTING CHART - CHARGING SYSTEM»(ref-178490-S09262624522005061600000) to determine which tests to carry out.

Generator On-Vehicle Tests - No Load Test

1. Switch the battery tester to the voltmeter function.
2. Connect the voltmeter positive lead to the generator B+ output terminal, circuit (Y/W) and the negative lead to ground.
3. Turn all electrical accessories off.
4. With the engine running at 2,000 RPM, check the generator output voltage. The voltage should be between 13.0 and 15.0 volts. If not, refer to «SYMPTOM TROUBLESHOOTING CHART - CHARGING SYSTEM»(ref-178490-S09262624522005061600000) .

Scheme 536

1. Verify the customer concern by operating the system.
2. Visually inspect for obvious signs of mechanical or electrical damage. Visual Inspection Chart
3. If an obvious cause for a concern is found, correct the cause before proceeding to the next step.
4. If the fault is not visually evident, proceed to the pinpoint test «SYMPTOM TROUBLESHOOTING CHART - CHARGING SYSTEM»(ref-178490-S09262624522005061600000) .

Scheme 537

1. Verify the customer's concern by operating the starting system to duplicate the condition.
2. Inspect to determine if any mechanical or electrical concerns apply. Visual Inspection Chart
3. If the inspection reveals an obvious concern that can be readily identified, repair as necessary.
4. If the concern remains after the inspection, determine the symptom(s) and go to «SYMPTOM TROUBLESHOOTING CHART - STARTING SYSTEM»(ref-178490-S29734849912005061600000) .

Starter Motor - Ground Circuit Test

Note. Make all multimeter connections at the component terminal rather than the cable or wiring terminal.

Scheme 538

1. Disconnect the ignition coil connector.
2. Connect a remote starter switch between the starter solenoid S-terminal and the battery positive (+) terminal.
3. Connect the positive (+) lead of digital multimeter to the starter motor housing. The connection must be clean and free of rust or grease. Connect the negative (-) lead to the negative (-) battery terminal.
4. Engage the remote starter switch and read the voltage. The reading should be 0.2 volt or less.
5. If the voltage drop is greater than 0.2 volt, clean the negative (-) battery cable connections at the battery, the body ground connections, and the starter ground connections. Retest.
6. If the voltage is still more than 0.2 volt, install a new cable. If the reading is less than 0.2 volt and the engine still cranks slowly, install a new starter motor.

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TEST 3: INTERMITTENT

Note. PIDs selected from the PID/DATA MONITOR table will display commanded values only. Digital multimeter measurements will display actual values.

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TEST 15: IGNITION SCOPE TEST

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