Engine Controls - Tests W/codes - 3.0L: Other Mercury Sable III

KOEO & KOER Codes (Hard Faults)

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

Continuous Memory Codes (Intermittent Faults)

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

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

RETRIEVING CODES

Fault codes are retrieved from EEC-V system through Data Link Connector (DLC). (Scheme 69) Self-diagnostic test procedures are for use with New Generation Star (NGS) scan tester. If a generic scan tester is used, ensure tool is certified ODB-II standard.

DATA LINK CONNECTOR (DLC) LOCATIONS

DATA LINK CONNECTOR (DLC) TERMINAL IDENTIFICATION

Scheme 69

Pass Codes

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

Continuous Memory Codes

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

VISUAL CHECK

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

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

EQUIPMENT HOOKUP

Connect appropriate test equipment to vehicle as follows

Generic Scan Tester

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

New Generation STAR (NGS) Tester

Turn ignition switch to OFF position. Connect adapter cable lead to diagnostic tester. (Scheme 70) Connect service connectors of adapter cable to vehicle Data Link Connector (DLC). Go to KOEO SELF-TEST.

Scheme 70

ADDITIONAL SYSTEM FUNCTIONS

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

FREEZE FRAME DATA MODE

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

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

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

FAILURE MODE EFFECTS MANAGEMENT (FMEM)

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

OBD-II DRIVE CYCLE

COMPREHENSIVE COMPONENT MONITOR

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

The CCM covers many components and circuits and tests them in various ways depending on the hardware, function, and type of signal. (Scheme 71) For example, analog inputs are typically checked for opens, shorts, and out of range values. This type of monitoring is performed continuously. Some digital inputs rely on rationality checks. These tests may require the monitoring of several components and can only be performed under the appropriate test conditions. Outputs are checked for opens and shorts by monitoring the Output State Monitor (OSM) or circuit associated with the output driver when the output is energized or de-energized. Other outputs, such as relays, require additional OSM circuits to monitor the secondary side of the component. Some outputs are also monitored for the proper function by observing the reaction of the control system to a given change in the output command. An example of this would be the Idle Air Control (IAC) solenoid.

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

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

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

Scheme 71

EVAPORATIVE EMISSION (EVAP) PURGE FLOW SYSTEM MONITOR

Note. The flow test will not run if a Purge Flow (PF) sensor or an EVAP canister purge valve malfunction is indicated. The Diagnostic Trouble Codes (DTCs) associated with an electrical fault of the PF sensor are P1444 (PF sensor circuit low input) and P1445 (PF sensor circuit high input). The DTC associated with an electrical fault of the EVAP canister purge valve is P0443 (EVAP canister purge valve circuit malfunction).

The purpose of the EVAP purge flow system monitor is to verify the flow of fuel vapor from the EVAP canister purge valve to the engine. The electrical function of the Purge Flow (PF) sensor is initially checked before the flow test can begin. Inputs from the Intake Air Temp (IAT) sensor, Mass Air Flow (MAF) sensor and Vehicle Speed Sensor (VSS) are used to enable the flow test.

The flow test will detect a hose blockage or disconnection between the EVAP canister purge valve and the intake manifold. It will not detect a detached hose from either the valve to the EVAP canister or from the EVAP canister to the fuel tank.

The EVAP purge flow test will initiate when a 75% duty cycle is commanded on the EVAP canister purge valve during engine operation. At this time, the Purge Flow (PF) sensor will take a reading while fuel vapor is flowing to the engine. (Scheme 72) The EVAP canister purge valve is then commanded closed (from 75% to 0% duty cycle). A second reading will be taken by the PF sensor after a calibrated time period of no fuel vapor flow to the engine. If the PF sensor does not react as expected to the sudden lack of fuel vapor flow to the engine, the PCM generates an EVAP canister purge valve fault DTC. If the difference between the two PF sensor readings taken (flow versus no flow) is not greater than a calibrated threshold, DTC P1443 (EVAP canister purge valve malfunction) will be set.

The Malfunction Indicator lamp (MIL) is activated for DTCs P0433, P1443, P1444 and P1445 after two occurrences of the same fault.

Scheme 72

EVAPORATIVE EMISSION (EVAP) VAPOR MANAGEMENT FLOW SYSTEM MONITOR

Note. The Evaporative Emission (EVAP) vapor management flow test will not run if a EVAP canister purge valve malfunction is indicated. The Diagnostic Trouble Code (DTC) associated with an electrical fault of the EVAP canister purge valve is P0443 (EVAP system control valve circuit malfunction).

The EVAP vapor management flow system monitor is designed to verify that the EVAP canister purge valve is functioning properly and to verify the flow of fuel vapor from the EVAP canister purge valve to the engine. (Scheme 73) The electrical function of the EVAP canister purge valve is initially checked before the flow test can begin. Inputs from the Engine Coolant Temp (ECT) sensor, Intake Air Temp (IAT) sensor, Mass Air Flow (MAF) sensor and Vehicle Speed Sensor (VSS) are used to enable the flow test.

Before the flow test is performed, the PCM will calculate how much fuel vapor is present while purging under engine operation. If the amount of fuel vapor calculated is above a calibrated threshold, the PCM assumes that there must be fuel vapor flow to the engine and that the EVAP canister purge valve is functioning properly.

If the amount of fuel vapor calculated is below a calibrated threshold, the idle speed portion of the EVAP vapor management flow test must be executed to verify that the EVAP canister purge valve is functioning properly. An assumption of the flow test is that regardless of the fuel vapor in the EVAP canister, some portion of the fuel vapor flow will be air. The flow test will calculate the increase in the idle air requested by the PCM when the duty cycle on the EVAP canister purge valve is reduced from 75% to 0%.

If this condition exists, the idle speed portion of the EVAP vapor management flow test will be bypassed and the test will pass and complete. If the calculated increase in air flow exceeds a calibrated threshold, the PCM assumes the EVAP canister purge valve is functioning properly. If the calculated increase in air flow is negligible, the EVAP canister purge valve is not functioning properly. The DTC associated with this condition is P1443 (EVAP control system purge control valve malfunction).

The Malfunction Indicator Lamp (MIL) is activated for DTCs P0443 and P1443 after two occurrences of the same fault.

Scheme 73

EVAPORATIVE EMISSION (EVAP) RUNNING LOSS SYSTEM MONITOR

Note. During the Evaporative Emission (EVAP) running loss system monitor repair verification drive cycle a PCM reset with key on, engine off will bypass the minimum soak time required to complete the monitor. The EVAP running loss system monitor will not run if the key is turned off after a PCM reset. The EVAP running loss system monitor will not run if a MAF sensor failure is indicated. The EVAP running loss system monitor will not initiate until the Heated Oxygen Sensor (HO2S) Monitor has completed

The Evaporative Emission (EVAP) running loss system monitor is an on-board strategy designed to detect a leak from a hole (opening) equal to or greater than 1.016 mm (0.040 inch) in the EVAP running loss system. (Scheme 74) The proper function of the individual components of the EVAP running loss system as well as its ability to flow fuel vapor to the engine is also examined. The EVAP running loss system monitor relies on the individual components of the EVAP running loss system to apply vacuum to the fuel tank and then seal the entire EVAP running loss system from atmosphere. The fuel tank pressure is then monitored to determine the total vacuum lost (bleed-up) for a calibrated period of time. Inputs from the Engine Coolant Temperature (ECT) sensor, Intake Air Temperature (IAT) sensor, Mass Air Flow (MAF) sensor, Vehicle Speed Sensor (VSS), Fuel Level Input (FLI) and Fuel Tank Pressure (FTP) sensor are required to enable the EVAP running loss system monitor.

The EVAP running loss system monitor is executed by the individual components of the EVAP running loss system as follows

1. The function of the EVAP canister purge valve is to create a vacuum on the fuel tank. A minimum duty cycle on the EVAP canister purge valve (75%) must be met before the EVAP running loss system monitor can begin.
2. The Canister Vent (CV) solenoid will close (100% duty cycle) with the EVAP canister purge valve at its minimum duty cycle to seal the EVAP running loss system from atmosphere and obtain a target vacuum on the fuel tank.
3. The Fuel Tank Pressure (FTP) sensor will be used by the EVAP running loss system monitor to determine if the target vacuum on the fuel tank is being reached to perform the leak check. Once the target vacuum on the fuel tank is achieved, the change in fuel tank vacuum for a calibrated period of time will determine if a leak exists.
4. If the initial target vacuum cannot be reached, DTC P0455 (large leak or no purge detected) will be set. The EVAP running loss system monitor will abort and not continue with the leak check portion of the test. If the initial target vacuum is exceeded, a system flow fault exists and DTC P1450 (unable to bleed-up fuel tank vacuum) is set. The EVAP running loss system monitor will abort and not continue with the leak check portion of the test. If the target vacuum is obtained on the fuel tank, the change in the fuel tank vacuum (bleed-up) will be calculated for a calibrated period of time. The calculated change in fuel tank vacuum will be compared to a calibrated threshold for a leak from a hole (opening) of 1.016 mm (0.040 inch) in the EVAP running loss system. If the calculated bleed-up is less than the calibrated threshold, the EVAP running loss system passes. If the calculated bleed-up exceeds the calibrated threshold, the test will abort and rerun the test up to 3 times. If the bleed-up threshold is still being exceeded after 3 tests, a vapor generation check must be performed before DTC P0442 (small leak detected) will be set. This is accomplished by returning the EVAP running loss system to atmospheric pressure by closing the EVAP canister purge valve and opening the CV solenoid. Once the FTP sensor observes the fuel tank is at atmospheric pressure, the CV solenoid closes and seals the EVAP running loss system. The fuel tank pressure build-up for a calibrated period of time will be compared to a calibrated threshold for pressure build-up due to vapor generation. If the fuel tank pressure build-up exceeds the threshold, the leak test results are invalid due to vapor generation. The EVAP running loss system monitor will pass and complete. If the fuel tank pressure build-up does not exceed the threshold, the leak test results are valid and DTC P0442 will be set. The Malfunction Indicator Lamp (MIL) is activated for DTCs P0442, P0455 and P1450 (or P446) after two occurrences of the same fault. The MIL can also be activated for any EVAP running loss system component DTCs in the same manner. The EVAP running loss system component DTCs P0443, P0452, P0453 and P1451 are tested as part of the Comprehensive Component Monitor (CCM).
5. The malfunction indicator lamp (MIL) is activated for DTCs P0442, P0455 and P1450 (or P446) after two occurrences of the same fault. The MIL can also be activated for any EVAP running loss system component DTCs in the same manner. The EVAP running loss system component DTCs P0443, P0452, P0453 and P1451 are tested as part of the Comprehensive Component Monitor (CCM).

Scheme 74

EXHAUST GAS RECIRCULATION MONITOR/DIFFERENTIAL PRESSURE FEEDBACK EGR

The Differential Pressure Feedback (DPF EGR) monitor is an on-board strategy designed to test the integrity and flow characteristics of the EGR system. The monitor is activated during EGR system operation after certain bases engine conditions are satisfied. Inputs from the Engine Coolant Temperature (ECT), Intake Air Temperature (IAT), Throttle Position (TP) and Crank Position (CKP) sensors are required to activate the EGR monitor. Once activated, the EGR monitor will perform each of the tests described below during the engine modes and conditions indicated. Some of the EGR monitor test are also performed during on demand self-test. To aid in monitor definition, refer to illustration. (Scheme 75)

1. The differential pressure feedback EGR sensor and circuit are continuously tested for opens and shorts. the monitor looks for the differential pressure feedback EGR circuit voltage to exceed the maximum or minimum allowable limits. The DTCs associated with this test are DTCs P1400 and P1401.
2. The EGR vacuum regulator solenoid is continuously tested for opens and shorts. The monitor looks for an EGR vacuum regulator circuit voltage that is inconsistent with the EGR vacuum regulator circuit commanded output state. The DTC associated with this test is DTC P1409.
3. The test for a stuck open EGR valve or EGR flow at idle is continuously performed whenever at idle (TP sensor indicating closed throttle). The monitor compares the differential pressure feedback EGR circuit voltage at idle to the differential pressure feedback EGR circuit voltage stored during key on engine off to determine if EGR flow is present at idle. The DTC associated with this test is DTC P0402.
4. The differential pressure feedback EGR sensor upstream hose is tested once per drive cycle for disconnect and plugging. The test is performed with EGR valve closed and during a period of acceleration. The PCM will momentarily command the EGR valve closed. The monitor looks for the differential pressure feedback EGR sensor voltage to be inconsistent for a no flow voltage. A voltage increase or decrease during acceleration while the EGR valve is closed may indicate a fault with the signal hose during this test. The DTC associated with this test is DTC P1405.
5. The EGR flow rate test is performed during a steady state when engine speed and load are moderate and EGR vacuum regulator duty cycle is high. The monitor compares the actual differential pressure feedback EGR circuit voltage to a desired EGR flow voltage for that state to determine if EGR flow rate is acceptable or insufficient. This is a system type test and may trigger a DTC for any fault causing the EGR system to fail. The DTC associated with this test is DTC P0401. DTC P1408 is similar to P0401 but performed during KOER Self-Test conditions.
6. The Malfunction Indicator Light (MIL) is turned on after one of the above test fails on 2 consecutive drive cycles.

Scheme 75

FUEL SYSTEM MONITOR

The fuel system monitor is an on-board strategy designed to monitor the adaptive fuel control system. The fuel control system uses adaptive fuel tables stored in Keep Alive Memory (KAM) to compensate for variability in fuel system components due to normal wear and aging. During closed looped vehicle operation, the adaptive fuel strategy learns the corrections needed to correct a "biased" rich or lean fuel system. The correction is stored in the adaptive tables. The fuel adaptive system has two means of adapting; a Long Term Fuel Trim (LONGFT) and a Short Term Fuel Trim (SHRTFT). LONGFT relies on adaptive fuel table, indicating long-term fuel adjustments. SHRTFT refers to the desired air/fuel ratio parameter LAMBSE (LAMBSE is calculated by the PCM from HO2S inputs and helps maintain a 14.7:1 air/fuel ratio during closed-loop operation). SHRTFT indicating short-term fuel adjustments. Inputs from the Engine Coolant Temperature (ECT), Intake Air Temperature (IAT), Measuring Core-Variable Air Flow (MC-VAF) or Mass Air Flow (MAF), sensors are required to activate the adaptive fuel control system, which in turn activates the fuel system monitor. Once activated, the fuel system monitor looks for the adaptive tables to reach the adaptive clip and LAMBSE to exceed calibrated limit. To aid in monitor definition, refer to illustration. (Scheme 76)

The fuel system monitor will store the appropriate DTC when a fault is detected as described

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

Scheme 76

HEATED OXYGEN SENSOR MONITOR

The H02S monitor is an on-board strategy designed to monitor the H02S sensors for a malfunction or deterioration which can affect emissions. The fuel control H02S is checked for proper output voltage and response rate (the time it takes to switch from lean to rich and vice versa). The H02S heater circuit is monitored by detecting proper voltage change as the heater is turned on and off. Downstream H02S used for catalyst monitor are also monitored for proper output voltage. The inputs from the Engine Coolant Temperature (ECT), Intake Air Temperature (IAT), Measuring Core-Variable Air Flow (MC-VAF) or Mass Air Flow (MAF), Throttle Position (TP) and Crank Position (CKP) sensors are required to activate the H02S monitor. The fuel system monitor and misfire monitor must also have completed successfully before the H02S monitor is enabled. Some of the H02S monitor checks are also performed during on demand self-test. To aid in monitor definition, refer to illustration. (Scheme 77)

1. The H02S sensor senses the oxygen content in the exhaust flow and outputs a voltage between zero and 1.0 volt. Lean of stoichiometric (air/fuel ratio of approximately 14.7:1), the H02S will generate a voltage between zero and 0.4 volts. Rich of stoichiometric, the H02S will generate a voltage between 0.5 and 1.0 volt. The H02S monitor evaluates both the upstream (fuel control) and downstream (catalyst monitor) H02S for proper function.
2. Once the H02S monitor is enabled, the upstream H02S signal voltage amplitude and response frequency are checked. Excessive voltage is determined by comparing the H02S signal voltage to a maximum calibration threshold voltage. A fixed frequency closed loop fuel control routine and the upstream HO2S voltage amplitude and output response frequency are observed. A sample of the upsteam HO2S signal is evaluated to determine if the sensor is capable of switching or has a slow response rate. A HO2S heater circuit fault is determined by turning the heater on and off and looking for a corresponding change in the Output State Monitor (OSM) and by measuring the current going through the heater circuit. To aid in monitor definition, refer to illustration. (Scheme 77)

HO2S monitor DTCs can be categorized as follows

1. The DTCs associated with HO2S/O2S lack of switching are DTCs P1130, P1131, P1132, P1150, P1151 and P1152.
2. The DTCs associated with HO2S/O2S slow response rate are DTCs P0133 and P0153.
3. The DTCs associated with HO2S/O2S signal circuit malfunction are DTCs P0131, P0136, P0151 and P0156.
4. The DTCs associated with a HO2S heater circuit malfunction are DTCs P0135, P0141, P0155 and P0161.
5. The DTC associated with the downstream HO2S not running in on-demand is DTC P1127.
6. The DTCs associated with swapped HO2S connectors are DTCs P1128 and P1129.

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

Scheme 77

MISFIRE DETECTION MONITOR

The misfire monitor is an on-board strategy designed to monitor engine misfire and identify the specific cylinder in which the misfire has occurred. Misfire is defined as lack of combustion in a cylinder due to absence of spark, poor fuel metering, poor compression, or any other cause. The misfire monitor will be enabled only when certain base engine conditions are first satisfied. Input from the Engine Coolant Temperature (ECT), Measuring Core-Variable Air Flow (MC-VAF) or Mass Air Flow (MAF), and Crank Position (CKP) sensors is required to enable the monitor. The misfire monitor is also performed during on demand self-test. To aid in monitor definition, refer to illustration. (Scheme 78)

1. The PCM synchronized ignition spark based on information received from the CKP sensor. The CKP signal generated is also the main input used in determining cylinder misfire.
2. The input signal generated by the CKP sensor is derived by sensing the passage of teeth from crankshaft position wheel mounted on the end of the crankshaft.
3. The input signal to the PCM is then used to calculate the time between CKP edges and also crankshaft rotational velocity and acceleration. By comparing the accelerations of each cylinder event, the power loss of each cylinder is determined. When the power loss of a particular cylinder is sufficiently less than a calibrated value and other criteria is met, then the suspect cylinder is determined to have misfired.
4. Misfire detection types: Misfire Type (A) - Upon detection of a Misfire type A: (200 revolutions) which would cause catalyst damage, the MIL will blink once per second during the actual misfire, and a DTC will be stored. Misfire Type (B) - Upon detection of a Misfire type B: (1000 revolutions) which will exceed the emissions threshold or cause a vehicle to fail an inspection and maintenance tailpipe emissions test, the MIL will illuminate and a DTC will be stored. The DTC associated with multiple cylinder misfire for a Type A or Type B misfire is DTC P0300. The DTCs associated with an individual cylinder misfire for a Type A or Type B misfire are DTCs P0301, P0302, P0303, 0304, 0305, P0306, P0307, and P0308, P0309 and P0310.

Scheme 78

SECONDARY AIR INJECTION SYSTEM MONITOR (ELECTRIC AIR PUMP SYSTEM)

The Secondary Air Injection (AIR) system monitor is an on-board strategy designed to monitor the proper function of the secondary air system. The AIR monitor for the Electric Air Pump system consists of two monitor circuits: an AIR circuit to diagnose problems with the primary circuit side of the Solid State Relay (SSR), and an AIR monitor circuit to diagnose problems with the secondary circuit side of the Solid State Relay. A functional check is also performed that tests the ability of the AIR system to inject air into the exhaust. The functional check relies upon H02S sensor feedback to determine the presence of air flow. The monitor is enabled during AIR system operation and only after certain base engine conditions are first satisfied. Input is required from the Engine Coolant Temperature (ECT) sensor, Intake Air Temperature (IAT) sensor, Crank Position (CKP) sensor, and the H02S monitor test must also have passed without a fault detection to enable the AIR monitor. The AIR monitor is also activated during on demand self-test. To aid in monitor definition, refer to illustration. (Scheme 79)

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

Scheme 79

SECONDARY AIR INJECTION SYSTEM MONITOR (BELT DRIVEN AIR PUMP SYSTEM)

The Secondary Air Injection (AIR) system monitor is an on-board strategy designed to monitor the proper function of the secondary air system. The AIR monitor for the belt driven air pump system consists of two Output State Monitor configurations in the Powertrain Control Module (PCM); one circuit monitors the electrical circuit of the Secondary Air Injection Bypass (AIRS) solenoid, the second circuit monitors the electrical circuit of the Secondary Air Injection Diverter (AIRD) solenoid. A functional check is also performed that tests the ability of the AIR system to inject air into the exhaust. The functional check relies upon H02S sensor feedback to determine the presence of air flow. The monitor is enabled during AIR system operation and only after certain base engine conditions are first satisfied. Input is required from the Engine Coolant Temperature (ECT) sensor, Intake Air Temperature (IAT) sensor, Crank Position (CKP) sensor, and the H02S monitor must also have passed without a fault detection to enable the AIR monitor. The AIR monitor is also activated during on demand self-test. To aid in monitor definition, refer to illustration. (Scheme 80)

1. The AIRB solenoid circuit is monitored for open and shorted conditions by the AIRB output state monitor. The DTCs associated with this test are DTCs P0413 and P0414.
2. The AIRD solenoid circuit is monitored for open and shorted conditions by the AIRD output state monitor. The DTCs associated with this test are DTCs P0416 and P0417.
3. An upstream and downstream functional air flow test is performed during idle, once per engine start-up, and only after all H02S monitor tests have been successfully performed. The flow test relies upon the upstream and downstream H02S to detect the presence of additional air in the exhaust when introduced by the secondary air injection system. The DTCs associated with this test are DTCs P0411 and P1411.
4. The Malfunction Indicator Light (MIL) is turned on after one of the above tests fail on 2 consecutive drive cycles.

Scheme 80

VEHICLE PREPARATION FOR OBD-II OR MONITOR REPAIR VERIFICATION DRIVE CYCLE

1. Attach a scan tool and access the ECT, FLI, IAT PIDs: Verify the IAT PID is between 50-100° F (10-38°C). Verify the FLI PID is between 15% and 85% (only available on EVAP running loss systems).
2. Warm the vehicle until the ECT PID reaches a minimum of 130°F (54° C).
3. Clear all DTC's with the scan tool by pressing clear with the key on engine off. P1000 will remain. Leave the key in the ON position (do not move ignition switch to OFF position), and start the vehicle.
4. Access the ON-BOARD SYSTEM READINESS menu on the scan tool to view the status of the OBD-II monitors.
5. Proceed with the OBD-II drive cycle or selected monitor repair verification drive cycle. Once started, the engine must not be turned off.

1. Drive in stop-and-go traffic with at least 4 idle periods (30 seconds each) while observing the status of the OBD II monitor on the scan tool. If the Exhaust Gas Recirculation (EGR), Heated Oxygen sensor (HO2S), Evaporative Emission (EVAP), Secondary Air (AIR) (if applicable) or catalyst efficiency monitor have not completed, drive on the highway at a constant speed over 40 MPH (64 km/hr), not to exceed 65 MPH (104 km/hr) for up to 15 minutes. Heavy accelerations, sudden decelerations and wide open throttles are not recommended. If the scan tool sends out a 3 pulse beep at any time, the OBD II drive cycle has completed.
2. Bring the vehicle to a stop and retrieve continuous memory DTCs to verify the DTC P1000 has been erased. See «QUICK TEST»(ref-24094-S14694223412001010400000) .

Comprehensive Component Monitor Repair Verification Drive Cycle

1. Refer to and complete the vehicle check and preparation before initiating the following repair verification steps. See «VEHICLE CHECK/PREPARATION»(ref-24094-S06530820852002032500000) .
2. Start the engine and go through the entire OBD II drive cycle until the comprehensive component monitor shows the completion status by clearing the code P1000 on the scan tool.
3. If the entire OBD II drive cycle has been performed and the comprehensive component monitor check has not completed, rerun quick test. See «QUICK TEST»(ref-24094-S14694223412001010400000) .

EGR MONITOR REPAIR VERIFICATION DRIVE CYCLE

1. Refer to and complete the vehicle check and preparation before initiating the following repair verification steps. See «VEHICLE CHECK/PREPARATION»(ref-24094-S06530820852002032500000) .
2. Start the engine and drive the vehicle for 6 minutes: Drive in stop-and-go traffic for 5 minutes with at least 2 idle periods. Accelerate to 45 MPH at more than 1/2 throttle (35 MPH on Escort/Tracer). Maintain speed for one minute.
3. Rerun quick test. See «QUICK TEST»(ref-24094-S14694223412001010400000) .

EVAP RUNNING LOSS MONITOR SYSTEM REPAIR VERIFICATION DRIVE CYCLE

1. Perform the preparation for OBD II drive cycle section. See «VEHICLE PREPARATION FOR OBD-II OR MONITOR REPAIR VERIFICATION DRIVE CYCLE»(ref-24094-S04094485432002032500000) under DRIVE CYCLES.
2. With the scan tool, verify the FTP V PID reads between 2.4 and 2.8 volts with the gas cap removed. Reinstall gas cap.
3. With the scan tool, view the OBD II monitors through the ON-BOARD SYSTEM READINESS menu.
4. Drive the vehicle at a constant speed between 35 MPH and 65 MPH with throttle as steady as possible. Observe the HO2S monitor on the scan tool until it completes, or refer to «FUEL MONITOR OR HO2S MONITOR REPAIR VERIFICATION DRIVE CYCLE»(ref-24094-S37301815522002032500000) .
5. Bring the vehicle to a stop and access the following PIDs with the scan tool: IAT, FLI, FTP, V, EVAPPDC, EVAPCV.
6. Verify the following EVAP monitor entry condition: IAT between 50-100°F (10-38°C).
7. Drive the vehicle on the highway with a constant speed over 64 km/hr (40 MPH) with throttle as steady as possible. During this time, verify the following additional EVAP monitor entry conditions using the FLI and FTPV PIDs: FLI is stable +/- 5% between the limits of 15% and 85% tank fill. FTP V stable +/- 0.1 volt.
8. Prior to running the EVAP monitor, when the EVAPPDC PID is less than 75%, the canister vent solenoid is open and the system is unsealed. To initiate the EVAP monitor, the EVAPPDC PID must increase to at least 75%. At this time, the EVAPCV PID will then display 100% (canister vent solenoid closed to seal the system and the monitor will begin to run. Continue to drive at steady throttle with light steering until the EVAPCV PID displays 0% (canister vent solenoid open, system unsealed). If this step does not occur as described, proceed to the following note, otherwise proceed to next step. NOTE: During the drive cycle or hot ambient temperatures, fuel vapor (from the canister and/or tank) may keep the test from starting. The following be observed on the scan tool when either: The EVAPPDC PID never reaches 75% with stable FLI and FTP PID readings. The EVAPCV PID never goes to 100% (canister vent never closes) when the EVAPPDC PID is above the 75% minimum to start the test.
9. Bring vehicle to a stop.
10. With the scan tool, view the EVAP monitor for completion through the On-Board System Readiness Menu. Repeat 7 if the EVAP monitor is not complete.

CATALYST MONITOR REPAIR VERIFICATION DRIVE CYCLE

1. Refer to and complete the vehicle check and preparation before initiating the following repair verification steps. See «VEHICLE CHECK/PREPARATION»(ref-24094-S06530820852002032500000) .
2. Start the engine and drive the vehicle for 25 minutes: Drive in stop-and-go traffic for 20 minutes, include 6 different constant speeds between 25 and 45 MPH (40 and 72 km/h). Drive on expressway or highway for an additional 5 minutes.
3. Rerun quick test. See «QUICK TEST»(ref-24094-S14694223412001010400000) .

FUEL MONITOR OR HO2S MONITOR REPAIR VERIFICATION DRIVE CYCLE

1. Refer to and complete the vehicle check and preparation before initiating the following repair verification steps. See «VEHICLE CHECK/PREPARATION»(ref-24094-S06530820852002032500000) .
2. Start the engine and drive the vehicle for 7 minutes: Drive in stop-and-go traffic for 6 minutes, include one idle. Accelerate to 45 MPH (72 km/h) at more than 1/2 throttle (Escort/Tracer 35 MPH [56 km/h]). Maintain speed for one minute.
3. Rerun quick test. See «QUICK TEST»(ref-24094-S14694223412001010400000) .

MISFIRE MONITOR REPAIR VERIFICATION DRIVE CYCLE

1. For applications with the Fuel Level Input (FLI) circuit to the PCM (pin 12), check the fuel gauge and the FLI PID on the scan tool (if available). The misfire monitor can only be tested if the fuel gauge reads above one quarter full or the FLI PID is above 15% (percentage fuel tank fill).
2. Start the engine and drive the vehicle to a location where speeds can reach 55 to 60 MPH (88 to 97 km/h) and coast down to 40 MPH (64 km/h) without traffic interference.
3. Accelerate at wide-open throttle to allow vehicle to shift at red-line (if equipped with a tachometer). Immediately return to normal speed limits.
4. Perform the following drive procedure 3 consecutive times: Accelerate on highway to 60 MPH (97 km/h). Maintain speed for 30 seconds. Coast down with foot off the accelerator pedal from 60 MPH to 40 MPH (97 km/h to 64 km/h).
5. Rerun quick test. See «QUICK TEST»(ref-24094-S14694223412001010400000) .

SECONDARY AIR MONITOR REPAIR VERIFICATION DRIVE CYCLE

1. Refer to and complete the vehicle check and preparation before initiating the following repair verification steps. See «VEHICLE CHECK/PREPARATION»(ref-24094-S06530820852002032500000) .
2. Start the engine and proceed through the entire OBD II drive cycle until the secondary air monitor shows the ON-BOARD READINESS menu completion status on the scan tool.
3. If the entire OBD II drive cycle has been performed and the secondary air monitor check has not completed, rerun quick test. See «QUICK TEST»(ref-24094-S14694223412001010400000) .

VEHICLE CHECK/PREPARATION

Visual Checks

1. Inspect the air cleaner and inlet ducting.
2. Check all engine vacuum hoses for damage, leaks, cracks, kinks, proper routing, etc.
3. Check electronic Engine Control (EC) system wiring harness for proper connections, bent or broken pins, corrosion, loose wires, proper routing, etc.
4. Check the Powertrain Control Module (PCM), sensors and actuators for physical damage.
5. Check the engine coolant for proper level and mixture.
6. Check the transmission fluid level and quality.
7. Make all necessary repairs before continuing with quick test.

Vehicle Preparation

1. Perform all safety steps required to start and run vehicle tests. Apply parking brake, place shift lever firmly into PARK position (NEUTRAL on manual transmission), block drive wheels, etc.
2. Turn off ALL electrical loads: radios, lamps, A/C, blower, fans, etc. Start engine and bring up to normal operating temperature before running quick test. See «QUICK TEST»(ref-24094-S14694223412001010400000) .

SUMMARY

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

CIRCUIT TESTS

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

HOW TO USE CIRCUIT TESTS

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

Note. In following tests, circuit diagrams and illustrations are courtesy of Ford Motor Co.