Engine Controls - Diagnostic Methods - (hybrid) Mercury Mariner II рестайлинг

Overview

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

Diagnostic Tools

Below is an equipment list with corresponding part numbers

REQUIRED SAFETY EQUIPMENT

Note. The rubber insulating gloves are to be worn while working on high-voltage components or high-voltage cables. They must be inspected before use and must be worn in conjunction with the leather outer glove. Any hole in the rubber glove is a potential entry point for high voltage. To inspect the glove roll it up from the open end until the lower portion of the glove begins to balloon from the resulting pressure. If the glove leaks any air it must not be used.

1. Rubber insulating gloves NOTE: The safety face shield is to be worn while working on high-voltage components or high-voltage cables.
2. Safety face shield

REQUIRED EQUIPMENT

1. Vehicle Communication Module (VCM) and Integrated Diagnostic System (IDS) software with appropriate hardware, or equivalent scan tool with functionality described under Scan Tool Setup and Functionality.
2. Rotunda Smoke Machine, Fuel Evaporative Emission System Tester 218-00001 (522) or equivalent.

RECOMMENDED EQUIPMENT

1. Rotunda Vacuum/Pressure Tester 164-R0253 or equivalent. Range 0-101.3 kPa (0-30 in-Hg.) Resolution 3.4 kPa (1 in-Hg.)
2. Fuel Pressure Test Kit 310-D009 (D95L-7211A) or equivalent
3. Fuel Pressure Test Adapter 310-180 or equivalent
4. Digital Multimeter (DMM) FLU77-4 or equivalent
5. Spark Tester D81P-6666-A (303-D037) or equivalent
6. Non-powered test lamp

Scan Tool Set-up and Functionality

Connect the scan tool to the data link connector (DLC) for communication with the vehicle.

The DLC is located in the driver side compartment. It is attached to the lower instrument panel under the steering column and is accessible from the driver seat.

The DLC is rectangular in design and capable of accommodating up to 16 terminals. The connector has keying features to allow easy connection. The vehicle connector and the test equipment connector have latching features that make sure the test equipment connector remains mated when correctly connected.

The required scan tool functions are listed below

1. monitor, record, and playback of parameter identification (PIDs)
2. freeze frame PID data
3. diagnostic test modes; self-test, clear diagnostic trouble codes (DTCs) output state control
4. output test mode
5. resetting keep alive memory (KAM)
6. diagnostic monitoring test results for on-board diagnostics (OBD) on-board monitors
7. on-board system readiness (OBD monitor completion status)

Some of these functions are described in this service information. Refer to the scan tool manufacturer's manual for specific information on scan tool set-up and operation.

International Standards Organization (ISO) 14229 DTC Descriptions

The ISO 14229 DTC is a set of common requirements for diagnostic systems. The scan tool displays a failure type and a status type with the DTC. The types display additional information on the scan tool for the condition that set the DTC. For a list of failure type descriptions, refer to , POWERTRAIN CONTROL SOFTWARE , INTERNATIONAL STANDARDS ORGANIZATION (ISO) 14229 DIAGNOSTIC TROUBLE CODE (DTC) DESCRIPTIONS .

Vehicle Check/Preparation

Before using the scan tool to carry out any test, refer to the Important Safety Notice located in the ENGINE CONTROLS - INTRODUCTION -- ESCAPE HYBRID & MARINER HYBRID and the necessary visual checks listed below.

Visual Checks

1. Inspect the air cleaner and inlet duct.
2. Check all engine vacuum hoses for damage, leaks, cracks, kinks and correct routing.
3. Check the powertrain control module (PCM) or transaxle control module (TCM) wiring harness for correct connections, bent or broken pins, corrosion, loose wires and correct routing.
4. Examine all high voltage cables and connectors for secure connection, damaged, burned or overheated insulation and loose or broken condition.
5. Verify the traction battery high voltage service plug is correctly connected.
6. Verify the front and rear inertia fuel shutoff (IFS) switches are not tripped.
7. Check the PCM, sensors, and actuators for physical damage.
8. Check the engine coolant for correct level and mixture.
9. Check the motor electronics coolant for correct level and mixture.
10. Check the transaxle fluid level and quality. Refer to the appropriate Automatic Transmission/Transaxle article.
11. Make all necessary repairs before continuing with the quick test. Refer to , «QUICK TEST DESCRIPTION»(/mercury/mariner/ii-2011-2011/remont/testing-diagnostics/#engine-controls-diagnostic-methods-hybrid)

Vehicle Preparation

1. Carry out all safety steps required to start and run vehicle tests. Apply the parking brake, place the gear selector firmly into the PARK position and block the drive wheels.
2. Verify the high voltage traction battery state of charge is equal to or greater than 45% by monitoring the traction battery control module (TBCM) state of charge parameter identification (PID). If the monitored PID displays the state of charge below 45%, start and idle the engine with full A/C ON.
3. Turn off all electrical loads, such as radios, lamps, A/C, blower, and fans.
4. Start the engine and bring it up to the normal operating temperature before running the quick test.

Quick Test

The quick test is divided into 3 specialized tests

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

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

Note. Do not carry out consecutive quick tests without turning the ignition to the OFF position for a minimum of 15 seconds.

Note. Some faults within the hybrid-electric system may prevent the TCM from executing the KOEO on-demand self-test. When one or more of the following DTCs are stored in the TCM continuous memory the KOEO on-demand self-test is not executed: P0613, P0A90, P0A1B, P0A1A, P2806, P0A0A, and U0294.

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

The KOEO on-demand self-test is a functional test of the PCM or the TCM, and is carried out on demand with the ignition in the ON position and the engine OFF. This test carries out checks on certain input and output circuits. A fault must be present at the time of testing for the KOEO self-test to detect the fault. When a fault is detected, a DTC is output on the data link at the end of the test when requested by a scan tool. The KOEO on-demand self-test can be executed with the gear selector in PARK only.

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

The KOER on-demand self-test is a functional test of the PCM, and is carried out on-demand with the ignition in the START position, the engine running and the vehicle stopped. A check of certain inputs and outputs is made during operating conditions and at a normal temperature. The brake pedal position (BPP) test is a part of the KOER on-demand self-test and must be carried out during this operation. A fault must be present at the time of testing for the KOER on-demand self-test to detect the fault. When a fault is detected, a DTC is output on the data link at the end of the test when requested by a scan tool. The KOER on-demand self-test can be executed with the gear selector in PARK only.

Brake Pedal Position (BPP) Test

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

Continuous Memory Self-Test

Note. In order to retrieve the DTCs, the scan tool communication protocol must be compatible with the vehicle communication protocol.

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

There are 3 types of continuous DTCs

1. an emission-related malfunction indicator lamp (MIL) code which illuminates the CHECK ENGINE indicator in the instrument cluster.
2. a non-emission related, non-MIL code which does not illuminate the CHECK ENGINE indicator, but illuminates the powertrain malfunction indicator (wrench), HAZARD, or both indicators.
3. a non-emission, non-MIL code which does not illuminate any indicators.

For emission-related MIL DTCs, the PCM stores the DTC in continuous memory when a concern is detected for the first time. At this point the DTC does not illuminate the MIL and is 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 concern is detected after the next drive cycle, the emission-related MIL code illuminates the MIL and sets both a confirmed MIL DTC and a permanent DTC. The MIL remains illuminated even if the concern is intermittent. A permanent DTC is stored until 3 consecutive passing drive cycles have been completed after a repair and the MIL turns off, or after a request to clear DTCs has been made using the scan tool and the next monitoring cycle has completed and passed for that DTC.

Confirmed emission-related MIL DTCs and any non-emission related, non-MIL DTCs are erased approximately 40 vehicle warm-up cycles after the concern was last detected, or if the DTCs are cleared by the scan tool.

Pending emission-related MIL DTCs that never detect a concern on a second consecutive drive cycle (and never light the MIL) are not retained in memory for any number of vehicle warm-up cycles; they are immediately cleared when the next monitoring cycle has completed and passed for that DTC, or until a request to clear DTCs has been made by the scan tool.

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

During most diagnostic procedures in this service information, it is required that all DTCs be retrieved and cleared. Permanent DTCs cannot be directly cleared by the scan tool. When a scan tool clears DTCs, pending and confirmed DTCs are immediately cleared. Permanent DTCs will not clear until the next monitoring cycle has completed and passed for that DTC. For additional information, refer to , POWERTRAIN CONTROL SOFTWARE , PERMANENT DIAGNOSTIC TROUBLE CODE (DTC) .

Description

All on board diagnostic (OBD) scan tools support the clearing of continuous DTCs and resetting of emission monitors information in the PCM.

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

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

1. the number of DTCs is reset
2. the DTCs are cleared (on vehicles with permanent DTCs, additional vehicle operation is required to complete and pass the appropriate monitors to complete the clearing of permanent DTCs)
3. the freeze frame data is cleared
4. the diagnostic monitoring test results are reset
5. the status of the OBD system monitors is reset
6. DTC P1000 is set

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

After the KAM has been reset, the vehicle may exhibit certain driveability concerns. It is necessary to allow the engine to idle at normal operating temperature with the air conditioning (A/C) OFF for 2 minutes. To maintain the necessary idle time, enter the engine running diagnostic mode. Refer to DIAGNOSTIC MODES , ENGINE RUNNING DIAGNOSTIC MODE . Then drive the vehicle to allow the PCM to learn the values for optimum driveability and performance.

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

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

All on board diagnostics (OBD) scan tools display the OSR test. The OSR displays the supported monitors on the vehicle and the status of all monitors (complete or not complete) at that time. Fuel, misfire, and comprehensive component monitors run continuously and always display YES status. Only clearing the diagnostic trouble codes (DTCs) from the powertrain control module (PCM) or resetting the keep alive memory (KAM) causes the non-continuous monitors to change to a NO status. The transaxle control module (TCM) does not display any OSR test results.

A detailed description of completing the OBD monitors is found in this service information. On Board Diagnostic (OBD) Drive Cycle .

The OSC aids in repairing output actuators associated with the powertrain control module (PCM). This mode allows the technician to change the individual actuator state on command. For example: the output can be enabled or disabled, the duty cycle or the angle of the output can be increased or decreased. The OSC is used to help test the electrical, hydraulic or mechanical components of the vehicle. This function is supported by the vehicle strategy but may not be present on all vehicles or available on all scan tools.

Retrieve the continuous codes and carry out a key on, engine off (KOEO) and key on, engine running (KOER) on demand self-test before using any OSC. Any diagnostic trouble codes (DTCs) related to the transmission range (TR) sensor, output shaft speed (OSS) sensor or the vehicle speed sensor (VSS) must be fixed or the PCM does not allow the OSC to operate.

The OSC has 2 options for operation, the Bench Mode and the Drive Mode. The Bench Mode is functional only when the vehicle gear selector is in the PARK or NEUTRAL position. The Bench Mode may be used when the engine is on (running) or off (not running).

Each OSC function has a unique set of vehicle operating requirements that the technician is required to meet before operating the OSC. If the vehicle requirements are not met while commanding the OSC value, an error message appears. When the error message is received, OSC is canceled.

To confirm the scan tool sent the OSC value and the PCM has accepted the OSC substitution, a corresponding parameter identification (PID) for each OSC parameter must be monitored.

FAILURE TO FOLLOW THESE INSTRUCTIONS MAY RESULT IN PERSONAL INJURY .

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

As a safety precaution, the OTM defaults to the off state after 10 minutes and fuel pump off after approximately 7-10 seconds. The OTM also turns off after the vehicle is started or after cycling the ignition OFF then ON.

Engine Cranking Diagnostic Mode

Note. Access the traction battery control module (TBCM) and monitor the traction battery state of charge PID. If the monitored PID displays the state of charge below 45%, start and idle the engine with full A/C ON. When the traction battery state of charge exceeds 45%, the engine cranking diagnostic mode can be activated.

The engine cranking diagnostic mode is a powertrain control module (PCM) strategy which is separate from the normal operating strategy. It allows the engine to crank in a similar fashion as a conventional vehicle with the fuel disabled. When in this mode, the PCM commands the transaxle control module (TCM) to spin the generator which cranks the engine with the speed between 900 and 1,200 RPM. To activate the engine cranking diagnostic mode the gear selector must be in the PARK position, the traction battery state of charge must be greater than 45%, and the ignition must be cycled to the START position. The engine cranks as long as the traction battery state of charge stays greater than 35%. The hazard indicator (red triangle) flashing once per second indicates the vehicle is in the engine cranking diagnostic mode. In this mode the throttle plates can be moved from closed to open or open to closed position. After moving the throttle plate position twice, function may be disabled and diagnostic trouble code (DTC) P2111 may set. To carry out this function again, clear the DTCs and enter this mode again. Refer to the appropriate Engine article , for complete operation procedure to move the throttle plate position. This mode is helpful whenever the engine must be cranked but not started. Carry out the following sequence to activate this mode

1. apply the parking brake
2. place the gear selector in the PARK position
3. ignition in the OFF position NOTE: Do not start the engine.
4. ignition in the ON position with the engine OFF
5. within 5 seconds of the ignition in the ON position, fully apply the accelerator pedal and hold for 10 seconds
6. within 5 seconds release the accelerator pedal, shift the gear selector to the NEUTRAL position and fully apply the accelerator pedal
7. hold the accelerator pedal fully applied for 10 seconds
8. release the accelerator pedal and shift the gear selector to the PARK position

If the sequence is correctly executed the hazard indicator (red triangle) flashes once per second when the gear selector is shifted to the PARK position. The engine may be cranked by cycling the ignition to the START position. If the ignition stays in the START position for 15 seconds or longer, the PCM may set the DTC P2535. The PCM exits the engine cranking diagnostic mode when the traction battery state of charge drops below 35%, the gear selector is shifted to any gear other than PARK, or when the ignition is turned to the OFF or ACC position.

Engine Running Diagnostic Mode

The engine running diagnostic mode is a PCM strategy which is separate from the normal operating strategy. When in this mode, the engine is running and does not turn off, as it does during normal operation. The engine RPM may be increased to the desired speed as the vehicle is in the pedal follower mode. To activate the engine running diagnostic mode the gear selector must be in the PARK position, and the ignition cycled to the START position. The engine is allowed to idle as long as the powertrain and hybrid-electric systems operate within the calibrated limits. The powertrain malfunction indicator (wrench) flashing once per second indicates the vehicle is in the engine running diagnostic mode. This mode is helpful whenever the engine must stay running for diagnostics and repairs that require the engine to be idling for extended time. Carry out the following sequence to activate this mode

1. apply the parking brake
2. place the gear selector in the PARK position
3. ignition in the OFF position NOTE: Do not start the engine.
4. ignition in the ON position with the engine OFF
5. within 5 seconds of the ignition in the ON position, fully apply the accelerator pedal and hold for 10 seconds
6. within 5 seconds release the accelerator pedal, shift the gear selector to the DRIVE position and fully apply the accelerator pedal
7. hold the accelerator pedal fully applied for 10 seconds
8. release the accelerator pedal and shift the gear selector to the PARK position

If the sequence is correctly executed the powertrain malfunction indicator (wrench) flashes once per second when the gear selector is shifted to the PARK position. The engine may be started by cycling the ignition to the START position. The PCM exits the engine running mode when the gear selector is shifted to any gear other than PARK, when the ignition is turned to the OFF or ACC position, or the powertrain or hybrid-electric system exceeds calibrated limits.

The parameter identification (PID) mode allows access to powertrain control module (PCM) information. This includes analog and digital signal inputs and outputs along with calculated values and the system status. There are 2 types of PID lists available and both are used throughout this manual. The first is the generic (J1979) on board diagnostic (OBD) PID list. This is a standard set of PIDs that all scan tools must be able to access. The second is a Ford specific (J2190) PID list which can be accessed by an appropriate scan tool. When accessing any of these PIDs, they are continuously updated. The Generic or Ford PID list provides definitions and values in appropriate units. For more information, refer to the Society of Automotive Engineers (SAE) document J2205.

Generic OBD PID List

An X in the Freeze Frame column denotes both a mode 1 and mode 2 PID (real time and freeze frame).

GENERIC OBD PID LIST

CL = Closed loop using HO2S(s) as feedback for fuel control.

OL DRIVE = Open loop due to driving conditions (heavy acceleration).

OL FAULT = Open loop due to fault with all upstream HO2S.

CL FAULT = Closed loop fuel control, but fault with one upstream HO2S.

Ford PCM PID List

Note. This is not a complete list of Ford PIDs available. This is a list of Ford PIDs in this service information.

FORD PCM PID LIST

Ford TCM PID List

FORD TCM PID LIST

Emission-Related Freeze Frame Data

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

FREEZE FRAME DATA REFERENCE CHART

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

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

MISFIRE FREEZE FRAME PID CHART

Non-Emission Related Freeze Frame Data

Freeze frame data allows access to non-emission related values from specific manufacturer's PIDs. These values are stored when a non-emission related DTC is stored in continuous memory. This provides a snapshot of the conditions that were present when the DTC was stored. Once one set of freeze frame data is stored, this data remains in memory even if another DTC is stored. When a DTC associated with the freeze frame data is cleared or a KAM reset is carried out, new freeze frame data can be stored again.

NON-EMISSION FREEZE FRAME DATA REFERENCE CHART

Flash Electrically Erasable Programmable Read Only Memory (EEPROM)

Flash electrically erasable programmable read only memory (EEPROM) is contained in an integrated circuit internal to the powertrain control module (PCM). The EEPROM contains the vehicle strategy including calibration information specific to the vehicle and is capable of being reprogrammed or reflashed repeatedly.

As part of the calibration there is an area referred to as the vehicle identification (VID) block. Program the VID block when installing a new PCM as described under Programming the VID Block for a Replacement PCM. Failure to carry out this procedure may generate diagnostic trouble code (DTC) P1639, VID Block Not Programmed or is Corrupt. The VID block in an existing PCM can also be tailored to accommodate various hardware changes made to the vehicle since production. Failure to carry out this procedure correctly may generate DTC P1635, Tire/Axle Ratio out of Acceptable Range. The VID block contains many items used by the strategy for a variety of functions. Some of these items include the vehicle identification number (VIN), octane adjust, fuel octane, fuel type, vehicle speed limit, tire size, axle ratio, and the presence of speed control. Only items applicable to vehicle hardware and supported by the VID block are displayed on the scan tool.

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

On selected vehicles equipped with permanent DTC reporting capabilities, neutral profile correction should be learned after a PCM replacement in order to activate the misfire monitor. This can be accomplished using the Misfire Monitor Neutral Profile Learn function on the scan tool.

Reprogramming can be carried out by a local Ford dealer or any non-Ford facility. Refer to the manufacturer's user manual for details.

Programming the VID Block for a Replacement PCM

The VID block on a replacement PCM is blank and requires programming. There are 2 procedures available. The first is an automatic data transfer from the old PCM to the new PCM and the second is manual data entry into the new PCM.

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

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

Making Changes to the VID Block

A PCM which is programmed may require changes to be made to certain VID information to accommodate vehicle hardware. Refer to PCM/MODULE REPROGRAMMING on the scan tool.

PCM Reprogramming

Note. After the PCM is successfully reprogrammed, clear any TCM DTCs that may have been stored during reprogramming.

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

Note. Clearing the continuous DTCs in the TCM can be carried out only with the ignition in the ON position. It can not be carried out once the ignition is cycled to the START position.

Clearing the continuous DTCs in the TCM allows the scan tool to command the TCM to clear all DTCs along with freeze frame information.

The following events occur when the continuous DTCs are cleared in the TCM

1. the number of DTCs are cleared
2. the DTCs are cleared
3. the freeze frame data is cleared

Transaxle Control Module (TCM) Reprogramming

Note. After the TCM is successfully reprogrammed, clear the continuous diagnostic trouble codes (DTCs) in the powertrain control module (PCM) and the TCM that may have been stored during reprogramming.

Changes made to the strategy or calibration may require TCM reprogramming. Refer to the Module Programming instructions on the scan tool.

Making Changes To The TCM Calibration

If the TCM does not complete the reflash after 2 consecutive attempts, follow the instructions listed below

1. If the TCM reprogramming aborts during the procedure: Reprogram the TCM again. After the TCM reprogramming is successfully completed, clear the continuous DTCs in the PCM and the TCM.
2. If the TCM reprogramming aborts immediately after the start: Turn the ignition OFF. Disconnect the PCM body/cowl connector, and leave it disconnected. Turn the ignition ON. Start the TCM reprogramming. After the TCM reprogramming is successfully completed, turn the ignition OFF and connect the PCM body/cowl connector. Clear any PCM and TCM DTCs that may have been stored during reprogramming.

Diagnostic Monitoring Test Results - Mode 6

The purpose of mode 6 is to allow access to the results of the on board diagnostic (OBD) monitor diagnostic test results. The test values are stored at the time of the particular monitor completion. Refer to Mode 6 on the scan tool for test information.

Description Of OBD Drive Cycle

The following procedure is designed to execute and complete the OBD monitors and to clear the Ford DTC P1000. To complete a specific monitor for repair verification, follow steps 1 through 4 , then continue with the step described by the appropriate monitor found under the OBD monitor exercised column. When the ambient air temperature is not between 4° to 37°C (40° to 100°F), or the altitude is above 2,438 meters (8,000 feet), the evaporative emissions (EVAP) monitor does not run. If the DTC P1000 must be cleared in these conditions, the powertrain control module (PCM) must detect them once before the EVAP monitor can be bypassed and the P1000 cleared. The EVAP bypassing procedure is described in the following drive cycle.

The OBD drive cycle is carried out using a scan tool. Refer to the manufacturer's instruction manual for each described function.

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

Drive Cycles

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

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

DRIVE CYCLE REFERENCE CHART

Intermittent Diagnostic Techniques

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

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. Technical Service Bulletins (TSBs) and On-line Automotive Service Information System (OASIS) messages, if applicable, are reviewed.
3. Quick test and associated diagnostic subroutines have been completed without finding a fault, and the symptom is still present.

Recreating the Fault

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

RECREATE FAULT CONDITIONS REFERENCE CHART

Accumulating PCM Data

PCM data can be accumulated in a number of ways. This includes circuit measurements with a digital multimeter (DMM) or scan tool parameter identification (PID) data. Acquisition of PCM PID data using a scan tool is one of the easiest ways to gather information. Gather as much data as possible when the fault is occurring to prevent incorrect diagnosis. Data should be accumulated during different operating conditions and based on the customer description of the intermittent fault. Compare this data with the known good data values located in Typical Diagnostic Reference Values . This requires recording data in 4 conditions for comparison: 1) KOEO, 2) HOT IDLE, 3) 48 km/h (30 mph), and 4) 89 km/h (55 mph).

Peripheral Inputs

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

Comparing PCM Data

After the PCM values are acquired, it is necessary to determine the fault area. Typically, it requires the comparison of the actual values from the vehicle to the typical values from the Typical Diagnostic Reference Values .

Analyzing PCM Data

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

Look for agreement in related signals. For example, if the APP1, APP2 and APP3 changes during acceleration, a corresponding change should occur in TP1, TP2, LOAD, RPM and MAF V PIDs.

Make sure the signals act in correct sequence. An increase in RPM after the TP1 and TP2 increases expected. However, if RPM increases without a TP1 and TP2 change, then a fault may exist.

Scroll through the PID data while analyzing the information. Look for sudden drops or spikes in the values.

Adaptive Fuel Diagnostic Trouble Code (DTCs) Diagnostic Techniques

Adaptive fuel DTCs diagnostic techniques help isolate the root cause of the adaptive fuel concern. Before proceeding, attempt to verify if any driveability concerns are present. These diagnostic aids are meant as a supplement to the pinpoint test steps . For a description of fuel trim, refer to , POWERTRAIN CONTROL SOFTWARE .

Obtain Freeze Frame Data

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

Using the LONGFT1 PID

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

1. A contaminated MAF sensor results in a LONGFT1 correction value that is negative at idle (reducing fuel), but positive (adding fuel) at higher RPM and loads.
2. Vacuum leaks result in large, rich corrections (positive LONGFT1 value) at idle, but little or no correction at higher RPM and loads.
3. A plugged fuel filter results in no correction at idle, but large rich corrections (positive LONGFT1 value) at high RPM and load.

Resetting Long Term Fuel Trims

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

P0171 System Too Lean Diagnostic Aids

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

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

Air Measurement System

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

For example, MAF sensor measurement is inaccurate due to a corroded connector, contamination or dirty connector. A contaminated MAF sensor typically results in a rich system at low airflows (PCM reduces fuel) and a lean system at high airflows (PCM increases fuel).

Vacuum Leaks/Unmetered Air

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

For example, loose, leaking or disconnected vacuum lines, intake manifold gaskets or O-rings, throttle body gaskets, brake booster, air inlet tube, stuck/frozen/aftermarket positive crankcase ventilation (PCV) valve, and unseated engine oil dipstick.

Insufficient Fueling

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

For example, low fuel pressure, fuel pump, fuel filter, fuel leaks, restricted fuel supply lines, and fuel injector concerns.

Exhaust System Leaks

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

For example, exhaust system leaks upstream or near the HO2S, and poorly welded/leaking HO2S boss.

P0172 System Too Rich Diagnostic Aids

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

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

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

For example, MAF sensor measurement is inaccurate due to a corroded connector, contamination/dirt. A contaminated MAF sensor typically results in a rich system at low airflows (PCM reduces fuel) and a lean system at high airflows (PCM increases fuel).

Fuel System

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

For example

1. EVAP canister purge valve leak (if canister is full of vapors, introduces extra fuel).
2. fuel injector leaks (injector delivers extra fuel).
3. fuel pressure regulator causes excessive fuel pressure (system rich at all airflows), fuel pressure is intermittent, going to pump deadhead pressure, then returning to normal after the engine is turned off and restarted)

Base Engine

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

See also:
• POWERTRAIN CONTROL SOFTWARE
• INTERNATIONAL STANDARDS ORGANIZATION (ISO) 14229 DIAGNOSTIC TROUBLE CODE (DTC) DESCRIPTIONS
• ENGINE CONTROLS - INTRODUCTION -- ESCAPE HYBRID & MARINER HYBRID
• PERMANENT DIAGNOSTIC TROUBLE CODE (DTC)
• QUICK TEST DESCRIPTION
• ENGINE RUNNING DIAGNOSTIC MODE
• PCM/MODULE REPROGRAMMING