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Engine Performance Module (EPM)

Ford Engine

Performance Module (EPM)

FPP 193-256

3128159

November 2002

AUSTRALIAN OFFICE JLG INDUSTRIES, INC. P.O. Box 5119 11 Bolwarra Road Port Macquarie, Australia Telephone: 065 811111 Fax: 065 810122

EUROPEAN OFFICE JLG INDUSTRIES (EUROPE) Kilmartin Place, Tannochside Park Uddingston, Scotland, G71 5PH Telephone: 01698 811005 Main Fax: 01698 811055 Parts Fax: 01698 811455

CORPORATE OFFICE JLG INDUSTRIES, INC. 1 JLG Drive McConnellsburg, PA. 17233-9533 USA Telephone: (717) 485-5161 Fax: (717) 485-6417

Table of Contents

INTRODUCTION ....................................................................................... 1

Standard Features & Benefits......................................................... 1-1 System Description ......................................................................... 1-2 Breakout Box .................................................................................. 1-4 2.5L EPM Installation Instructions................................................... 1-6 Electrical Schematics...................................................................... 1-9

EQUIPMENT SETUP................................................................................. 2 Equipment Requirements ............................................................... 2-1 Interface Hook-up .......................................................................... 2-2 Technicians EPM Software Installation........................................... 2-3 To Uninstall the Software................................................................ 2-7 Using Technicians EPM Software................................................... 2-9

FUEL SYSTEM GUIDELINES................................................................... 3 (Information available at a later date)

DIAGNOSTICS .......................................................................................... 4 Diagnostic Aids ............................................................................... 4-1 Diagnostic Trouble Code (DTC) Charts .......................................... 4-3

GLOSSARY............................................................................................... 5 NOTE: The information contained in this manual was in effect at the time the book was released for printing. Ford Motor Company reserves the right to discontinue models at any time, or change specifications or design, without notice and without incurring obligation. Be sure and check our web site regularly for updates to this manual: web.fpp.ford.com

Safety Notice

Appropriate service methods and proper repair procedures are essential for the safe, reliable operation of all equipment as well as the personal safety of the individual doing the work. This manual provides general directions for accomplishing service and repair work with tested, effective techniques. Following them will help assure reliability.

There are numerous variations in procedures, techniques, tools and parts for servicing equipment, as well as in the skill of the individual doing the work. This manual cannot possibly anticipate all such variations and provide advice or cautions as to each. Accordingly, anyone who departs from the instructions provided in this manual must first establish that he compromises neither his personal safety nor the equipment integrity by his choice of methods, tools or parts.

As you read through the procedures, you will come across NOTES, CAUTIONS, and WARNINGS. Each one is there for a specific purpose. NOTES give you added information that will help you to complete a particular procedure. CAUTIONS are given to prevent you from making an error that could damage the equipment. WARNINGS remind you to be especially careful in those areas where carelessness can cause personal injury. The following list contains some general WARNINGS that you should follow when you work on equipment:

• Always wear safety glasses for eye protection.

• Use safety stands whenever a procedure requires you to be under heavy equipment.

• Be sure that the ignition switch is always in the OFF position, unless otherwise required by the procedure.

• Set parking brake and block wheels if equipped, to provide restraint from inadvertent movement of the equipment being serviced.

• Operate engine in a well ventilated area to avoid the danger of Toxic Exhaust Fumes.

• Keep yourself and your clothing away from moving parts, when the engine is running, especially the fan and belts.

• To prevent serious burns, avoid contact with hot metal parts such as the radiator, exhaust manifold, muffler, etc.

• Do not smoke while working on equipment.

• To avoid injury, always remove rings, watches, loose hanging jewelry, and loose clothing before beginning to work on equipment.

ENGINE PERFORMANCE MODULE (EPM)

Introduction

Introduction

NOTES

STANDARD FEATURES & BENEFITS A new Engine Performance Module (EPM) replaces the old Engine Control Module (ECM) and has the following features: • Programmable four speed electronic governing,

throttle-by-wire or variable speed control governing. • Programmable emergency warning/shut-down feature

for high water temperature, low oil pressure, etc. • Starter lockout. • Programmable overspeed protection. • Automatic altitude compensation. • Sequential port fuel injection (gasoline) with pressure

regulator to precisely control fuel delivery. • Dry fuel lockout controlled by EPM produces a reliable

transition when switching fuels. • Certified closed loop dry fuel control. • Configurable inputs available based on customer

requirements. • Configurable outputs available based on ECT, RPM or

MAP signals and customer requirements. • Diagnostic software allows viewing of historical and

active faults with on-demand diagnostics to assist technicians and reduce equipment downtime.

• Knock sensor for engine protection (ESG-642 and TSG-416 only).

1-1 EPM 1-1

Introduction

NOTES SYSTEM DESCRIPTION The new Engine Performance Module (EPM) engine control system is designed to be a complete engine control system for Ford industrial engines running on gasoline, propane or natural gas. Each module can be set up to run an engine on any two of the three fuels in certified closed-loop control, with virtually transparent on-the-fly fuel switching. Each module can also be set up to run on a variety of electronic governing:

• It can be programmed to provide up to four specific speeds with use of a matching toggle switch.

• It can be programmed to provide an infinite variety of speeds (with customer-specified minimum and maximum) based on a variable signal input.

• It can be an electronic replacement for a throttle cable with maximum speed governing (throttle-by-wire).

• Or it can switch between throttle-by-wire and a second fixed or variable input based on a neutral/parking brake signal.

With the new EPM system, a laptop and a communications cable, diagnosis becomes simpler. The technician can either view engine data with a real time graphing program, or store that data into a numeric data file. Every time a fault is set, the laptop will give you detailed information about the fault, including:

• when it happened

• if the fault still exists

• a list of essential engine data from the time of the fault. It can also display a 10 second graph of critical engine data, from 8 seconds before the fault occurred to two seconds after. And if you only want to view engine parameters and fault codes, all you need is a PDA (Personal Digital Assistant) and our easy to load software and a communications cable.

1-2 EPM 1-2

Introduction

NOTES With many OEMs using control modules to control their machinery, the new EPM has the ability to communicate engine data to and receive commands from other control modules through a Controller Area Network (CAN) link, with messages written in the J1939 protocol. This allows large amounts of data to move throughout the machine through only two wires, and can be used to run some module based gauge packages. The EPM also carries auxiliary features that can be programmed to control OEM devices, allowing the OEM to eliminate components from their machinery. The EPM is also equipped with multiple safety and protection devices that protect the user and engine from hazards such as:

• over speed

• over temperature

• over voltage

• low oil pressure

• unauthorized tampering.

1-3 EPM 1-3

Introduction

1-4 EPM 1-4

NOTES BREAKOUT BOX The breakout box # XU1L-12T650-AA can be used to diagnose the new EPM system. However, modification must be made to the wires coming out of the 42 pin connector.

1. Power Switch: Flip to ON to energize system. 2. Speed Select Switch: Turn to desired speed for testing. 3. Crank Engine Toggle: Toggle to ON to crank and start engine. 4. Test Mode Toggle: Toggle to ON to test system for any diagnostic trouble codes (DTC) which will cause MIL to blink if any codes. 5. Malfunction Indicator Light (MIL): Will blink when test mode toggle switch is in the ON position and there are any DTC's.

42-pin Connector

Battery Negative (black)

Battery Positive (red)

Fuel Pump Positive Connector (red)

Fuel Pump Ground Connector (black) Clip to

Starter Solenoid "S" Terminal

1 2 3 4 5

10 Amp Fuse 10 Amp Fuse 30 Amp Fuse

Introduction

NOTES Breakout Box Conversion In order to use the breakout box with the Engine Performance Module (EPM) system, the following changes must be made to the wires coming out of the 42 pin connector. The breakout box will then work with both Engine Performance Module (EPM) and ECM systems. • The wire in pin 3 must be spliced to the wire in pin 18.

Solder the splice and cover with sealable heatshrink tubing.

• The wire from pin 11 must be moved to pin 23. To move the pin, first remove the red plastic retaining clips in the 42 pin connector. Lightly pry back the black plastic retainer that presses against the terminal of pin 11 and slide the wire out the back of the connector. Insert this wire into pin 23 of the 42 pin connector. Insert the red plastic retaining clips back into the 42 pin connector.

• The new wire in pin 23 must be spliced to the wire in pin 25. Solder the splice and cover with sealable heatshrink tubing.

The conversion is now complete. The Breakout box will now work for an EPM system as well as an ECM system.

1-5 EPM 1-5

Introduction

NOTES

2.5L EPM INSTALLATION INSTRUCTIONS

Contents

Qty. Description Part Number 1 Engine harness 1U1L-12A581-BA 1 EPM 1U1L-12A650-CA 1 HO2S sensor F88Z-9F472-EA 1 Bosch actuator 1U1L-9E979-BA 1 Bosch actuator gasket 1U1L-9E936-AA 4 Bolts, M6 X 1 X 47 for

Bosch actuator N606523-S309

1 Actuator adapter plate 1U1L-9585-DA 1 Actuator adapter plate

gasket E59E-9E936-AA

4 Bolts, M8 X 1.25 X 27 for actuator adapter plate

N801868-S36

1 Body Side Harness F8JL-14324-BA or AC 1 Malfunction Indicator

Lamp (MIL) F8JL-10A979-AA

1 MAP Sensor F8JL-9S428-AB 1 Hose – Vacuum 7/32” 381401-S760A 1 Hose – Vacuum 3/16” 381162-S220A 1 Tee – Vacuum circuit 388034-S 1 Insert – Oxygen

sensor bung F5AC-9J467-CA

1 Sensor – Air charge temperature (IAT)

F6SF-12A697-AB

1-6 EPM 1-6

Introduction

NOTES Installation

1. Install the HO2S sensor. This requires welding the oxygen sensor bung to the exhaust pipe and drilling a hole in the exhaust pipe for the sensor element. The HO2S sensor should be installed in the exhaust pipe within 3 inches of the exhaust manifold flange. The HO2S sensor should be mounted so that it is parallel to the side of the engine.

2. Install the MAP sensor. The MAP sensor must be installed at an elevation that is higher than the intake manifold and the sensor vacuum port must be facing down.

3. Route the MAP vacuum lines. Unplug the red vacuum line at the intake manifold and connect it to the center branch of the vacuum tee. Connect the 7/32” vacuum hose from the tee to the MAP sensor. Connect the 3/16” vacuum hose from the tee to the intake manifold.

4. Install the IAT sensor. The IAT sensor screws into the threaded hole in the upper intake manifold.

5. Install the MIL. Follow the circuit diagram on the drawing # MS-2U1L-3458-AA to wire the MIL.

6. Install the Engine Harness. 7. The fuse/relay box on the harness needs to be mounted

horizontal with the harness on the bottom. This allows any condensation or water buildup to drain out.

8. Install the actuator adapter plate with a gasket using the bolts provided.

9. Install the actuator with a gasket using the bolts provided. The actuator must be mounted so that the motor and throttle shaft are horizontal and the motor is on top.

10. Connect the intake ducting to the actuator. 11. Install the Body Side Harness. Refer to the Body Side

Harness Installation instructions.

1-7 EPM 1-7

Introduction

1-8 EPM 1-8

NOTES

12. If you have a drive by wire application, install the Drive By Wire Harness using the Drive By Wire Harness Installation instructions.

13. Mount the EPM. The EPM should be mounted with the connectors facing sideways or down.

14. Connect the EPM to the engine harness.

15. Connect the battery. NOTE: If you are running dry fuel it is important that the fuel lockoff is connected to the EPM via the black two-pin connector on the engine harness. If you are running a closed loop dry fuel system, the fuel lockoff should be connected as stated above and the trim valve should be connected to the EPM via the gray two-pin connector on the engine harness.

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1L-3

458-

AA


EQUIPMENT SETUP

EQUIPMENT SETUP

NOTES EQUIPMENT REQUIREMENTS You will need a laptop computer (with a serial port) or personal digital assistant (PDA) and a communications cable/interface cable kit:

• Kit for laptop part #: PN 2U1L-6K947-AA • Kit for PDA or laptop part #: PN 2U1E-6K947-AA

The required software is available from the OEM/RBM or you can download it from:

web.fpp.ford.com

Laptop Requirements: • Serial port • 800x600 dpi screen • Windows 95 or newer operating system • No speed minimum • 32 MB of RAM

PDA Requirements: • Palm OS 3.0 software • 64 K RAM

2-1 EPM 2-1

EQUIPMENT SETUP

2-2 EPM 2-2

NOTES INTERFACE HOOK-UP For connection to a laptop, use kit PN 2U1L-6K947-AA. Connect serial cable to RS232 port on the back of the laptop computer. Connect interface cable to serial cable. Connect interface cable to the 4 pin diagnostic connector on the engine harness.

For connection to a PDA, use kit PN 2U1E-6K947-AA. Connect as shown below:

Interface Cable

Serial Communication Cable

Laptop Computer

To diagnostic connector

Interface Cable

PDA

HotSync Cable

To diagnostic connector

STEVEN

EQUIPMENT SETUP

NOTES TECHNICIANS EPM SOFTWARE INSTALLATION Insert CD into CD-ROM drive. Double click "My Computer" Icon. Double click CD-ROM drive letter. This will display the contents of the CD as shown.

Double click FPP Display icon.

2-3 EPM 2-3

EQUIPMENT SETUP

NOTES You will now see a welcome screen.

Click next. A screen will pop up telling you the name of the destination folder.

Click next.

2-4 EPM 2-4

EQUIPMENT SETUP

NOTES You will now see a screen telling you it is ready to intall the software.

Click next. You will see an Installation Success" screen when the software if finished installing.

Click Finish.

2-5 EPM 2-5

EQUIPMENT SETUP

NOTES A screen will pop up asking if it is ok to reboot your system.

Click yes. Your system will shut down and reboot. The software is now installed on your system in a folder called "FPP Display". Refer now to "Using Technicians EPM Software" in this Section.

2-6 EPM 2-6

EQUIPMENT SETUP

NOTES TO UNINSTALL THE SOFTWARE Insert CD into CD-ROM drive. Double click "My Computer" Icon. Double click CD-ROM drive letter. This will display the contents of the CD as shown.

Double click FPP Display icon.

2-7 EPM 2-7

EQUIPMENT SETUP

NOTES A screen will pop up warning that program will be removed.

Click Next. Program will be uninstalled and a screen will pop up indicating "Successfully uninstalled".

Click Finish - you may now reinstall software. Refer to "Technicians EPM Software Installation" in this Section.

2-8 EPM 2-8

EQUIPMENT SETUP

NOTES USING TECHNICIANS EPM SOFTWARE You can begin using the technicians EPM software after installation, by clicking Start - Programs - FPP Display - FPP Display as shown.

2-9 EPM 2-9

EQUIPMENT SETUP

NOTES GAUGES SCREEN The first screen shown is the "GAUGES" screen.

This is one of three main screens (GAUGES, FAULTS AND RAW VOLTS). The GAUGES screen shows the following: • Manifold Absolute Pressure (MAP) • Engine Coolant Temperature (ECT) • Intake Air Temperature (IAT) • Throttle Position (TP) • Foot Pedal Position (FPP) • Battery voltage • Engine speed (RPM) • Exhaust Gas Oxygen (EGO) • Hour meter • Number of continuous starts • Run mode, power mode and fuel type Use the keys at the upper left corner or the "page" command to toggle the three main screens (GAUGES, FAULTS AND RAW VOLTS). NOTE: F9 key will toggle to the last screen you were on.

2-10 EPM 2-10

EQUIPMENT SETUP

NOTES FAULTS SCREEN

The FAULTS screen shows the following: • Fault Access • System States • DBW Variables • Closed Loop Control • Digital Input Voltages • Diagnostic Modes • Historic Faults • Active Faults Use the keys at the upper left corner or the "page" command to toggle the three main screens (GAUGES, FAULTS AND RAW VOLTS). NOTE: F9 key will toggle to the last screen you were on.

2-11 EPM 2-11

EQUIPMENT SETUP

2-12 EPM 2-12

NOTES RAW VOLTS Screen

The RAW VOLTS screen shows actual voltage readings from various circuits. Use the keys at the upper left corner or the "page" command to toggle the three main screens (GAUGES, FAULTS AND RAW VOLTS). NOTE: F9 key will toggle to the last screen you were on.


Diagnostics

Diagnostics

4-1 EPM 4-1

DIAGNOSTIC AIDS

If you have a symptom of the pedal not working, and no DTC is set, go to the voltage screen and check pedal voltage. If pedal voltage is .75-1.25 volts, and idle validation switch says you’re at idle - replace the pedal.

Diagnostics

4-2 EPM 4-2

Diagnostics

4-3 EPM 4-3

DIAGNOSTIC TROUBLE CODE (DTC) CHARTS NOTE: When checking codes with the diagnostic software, the DTC terminal can NOT be grounded. This section contains circuit description information and troubleshooting charts on all the DTC's obtained by diagnostic software or a Malfunction Indicator Lamp (MIL). When diagnostic trouble codes are obtained by a Malfunction Indicator Lamp (MIL), the following sequence will be flashed:

• 123 will flash 3 times to indicate the beginning of the flash code display sequence.

• Any active DTC's will flash 3 times each.

• 123 will flash 3 times indicating the end of the code display sequence. If code 123 is the only code present, the system does not have any active codes - all systems are working fine. If an active DTC is present, refer to the corresponding DTC Chart. Begin with the lowest number code first.

Diagnostics

DTC 111- Closed Loop Multiplier High (LPG) DTC 112- HO2S Open/Inactive (Bank 1) DTC 113- HO2S Open/Inactive (Bank 2) DTC 121- Closed Loop Multiplier High Bank 1 (Gasoline) DTC 122- Closed Loop Multiplier Low Bank 1 (Gasoline) DTC 124- Closed Loop Multiplier Low (LPG) DTC 125- Closed Loop Multiplier High (Natural Gas) DTC 126- Closed Loop Multiplier Low (Natural Gas) DTC 131- Closed Loop Multiplier High Bank 2 (Gasoline) DTC 132- Closed Loop Multiplier Low Bank 2 (Gasoline) DTC 141- Adaptive Lean Fault (High Limit- Gasoline) DTC 142- Adaptive Rich Fault (Low Limit Gasoline) DTC 143- Adaptive Learn High (LPG) DTC 144- Adaptive Learn Low (LPG) DTC 145- Adaptive Learn High (Natural Gas) DTC 146- Adaptive Learn Low (Natural Gas) DTC 161- System Voltage Low DTC 162- System Voltage High DTC 211- IAT High Voltage DTC 212- IAT Low Voltage DTC 213- IAT Higher Than Expected 1 DTC 214- IAT Higher Than Expected 2 DTC 215- Oil Pressure Low DTC 221- CHT/ECT High Voltage DTC 222- CHT/ECT Low Voltage DTC 223- CHT Higher Than Expected 1 DTC 224- CHT Higher Than Expected 2 DTC 231- MAP High Pressure DTC 232- MAP Low Voltage DTC 234- BP High Pressure DTC 235- BP Low Pressure DTC 242- Crank Sync Noise DTC 243- Never Crank Synced At Start DTC 244- Camshaft Sensor Loss DTC 245- Camshaft Sensor Noise DTC 253- Knock Sensor Open DTC 254- Excessive Knock Signal DTC 311- Injector Driver #1 Open (2.5L) DTC 311- Injector Driver #1 Open (4.2L) DTC 312- Injector Driver #1 Shorted (2.5L) DTC 312- Injector Driver #1 Shorted (4.2L) DTC 313- Injector Driver #2 Open (2.5L) DTC 313- Injector Driver #2 Open (4.2L) DTC 314- Injector Driver #2 Shorted (2.5L) DTC 314- Injector Driver #2 Shorted (4.2L) DTC 315- Injector Driver #3 Open (2.5L) DTC 315- Injector Driver #3 Open (4.2L) DTC 316- Injector Driver #3 Shorted (2.5L) DTC 316- Injector Driver #3 Shorted (4.2L) DTC 321- Injector Driver #4 Open (2.5L)

4-4 EPM 4-4

Diagnostics

DTC 321- Injector Driver #4 Open (4.2L) DTC 322- Injector Driver #4 Shorted (2.5L) DTC 322- Injector Driver #4 Shorted (4.2L) DTC 323- Injector Driver #5 Open (4.2L) DTC 324- Injector Driver #5 Shorted (4.2L) DTC 325- Injector Driver #6 Open (4.2L) DTC 326- Injector Driver #6 Shorted (4.2L) DTC 351- Fuel Pump Loop Open or High Side Short To Ground DTC 352- Fuel Pump High Side Shorted To Power DTC 411- Coil Driver #1 Open (2.5L) DTC 411- Coil Driver #1 Open (4.2L) DTC 412- Coil Driver #1 Shorted (2.5L) DTC 412- Coil Driver #1 Shorted (4.2L) DTC 413- Coil Driver #2 Open (2.5L) DTC 413- Coil Driver #2 Open (4.2L) DTC 414- Coil Driver #2 Shorted (2.5L) DTC 414- Coil Driver #2 Shorted (4.2L) DTC 415- Coil Driver #3 Open (4.2L) DTC 416- Coil Driver #3 Shorted (4.2L) DTC 511- FPP1 High Voltage DTC 512- FPP1 Low Voltage DTC 513- FPP1 Higher Than IVS Limit DTC 514- FPP1 Lower Than IVS Limit DTC 521- FPP2 High Voltage DTC 522- FPP2 Low Voltage DTC 531- TPS1 (Signal Voltage) High DTC 532- TPS1 (Signal Voltage) Low DTC 533- TPS2 (Signal Voltage) High DTC 534- TPS2 (Signal Voltage) Low DTC 535- TPS1 Higher Than TPS2 DTC 536- TPS1 Lower Than TPS2 DTC 537- Throttle Unable To Open DTC 538- Throttle Unable To Close DTC 545- Governor Interlock Failure DTC 551- Max Govern Speed Override DTC 552- Fuel Rev Limit DTC 553- Spark Rev Limit DTC 611- COP Failure DTC 612- Invalid Interrupt DTC 613- A/D Loss DTC 614- RTI 1 Loss DTC 615- Flash Checksum Invalid DTC 616- RAM failure DTC 631- External 5V Ref Lower Than Expected DTC 632- External 5V Ref Higher Than Expected DTC 655- RTI 2 Loss DTC 656- RTI 3 loss

4-5 EPM 4-5

Diagnostics

BK-24

BK-13

BK

GY

W

W

- +

Sensor

Heater

To System Power Relay To Engine Ground

HO2S 1

Sensor Ground

BK\W

Red

GY / R

GY / LB

M

EPM

DTC 111- Closed Loop Multiplier High (LPG)

Circuit Description The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The EPM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of normal operation and cannot correctly modify the fuel flow within its limits.

Conditions for Setting the DTC • Heated Oxygen Sensor • Check Condition- Engine running • Fault Condition- Closed Loop multiplier out of range (greater than 35%) • MIL- Disabled • Adaptive- Enabled but not updated when Closed Loop is at limit • Closed Loop- Enabled

4-6 EPM 4-6

Diagnostics

4-7 EPM 4-7

NOTE: If any other DTC's are present, diagnose those first.

Key On - Engine RunningSystem Data Mode

Warm engine to normaloperating temperature byidling for a minimum of 2

minutes

Does DST display HO2Svoltage fixed below 0.35

after 2 minutes of runtime?

Intermittent Problem

Refer to Diagnostic Aids below

Diagnostic Aids

Oxygen Sensor Wire - Sensor wires may be mispositioned and contacting the exhaust.Check for short to ground between harness and sensor and on sensor harness.

Vacuum Leaks - Large vacuum leaks can cause a lean exhaust condition at light load.

Exhaust Leaks - If there is an exhaust leak, outside air can be pulled into the exhaust andpast the O2 sensor causing a false lean condition especially during light load conditions.

Ground Problem - grounds must be good battery or engine grounds. Faulty groundsmay cause many unrelated problems as well.

Fuel System - If fuel system is suspected, check and adjust according to Ford PowerProducts guidelines.

If the Fuel System is operating to specification, replace the HO2S sensor with a known goodpart and retest.

Yes

No

EPM

Diagnostics

BK-24

BK-13

BK

GY

W

W

- +

Sensor

Heater


HO2S 1

Sensor Ground

BK\W

Red

GY / R

GY / LB

EPM

DTC 112-HO2S Open/Inactive (Bank 1)

Circuit Description The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The EPM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. Bank 1 is used for single HO2S applications. On applications with 2 Heated Oxygen Sensors, HO2S bank 1 is on the bank containing cylinder #1. This fault will set if HO2S 1 is cold, non-responsive, or inactive for 60 seconds or longer.

Conditions for Setting the DTC • Heated Oxygen Sensor • Check condition- Engine running • Fault condition- HO2S 1 cold persistently more than 60 seconds • MIL- On during active fault and for 1 second after active fault • Adaptive- Disabled during active fault • Closed Loop- Disabled during active fault

4-8 EPM 4-8

Diagnostics

Key on - Engine runningSystem Data Mode

Warm engine to normaloperating temperature by

idling for 2 minutes

Is HO2S voltage fixedbetween 0.4 and 0.5 volts ?

Check power andground to HO2S heater

circuit

No

are circuits ok?

Repair wiringharness and retest

Replace HO2SSensor and retest.

No

Yes

Check wiring harness andconnections for open circuitor poor connections from

o HO2S Sensor

Is harness ok?

Repair wiringharness

Replace HO2SSensor

Yes

Yes

No

EPM t

4-9 EPM 4-9

Diagnostics

BK-25

BK-13

BK

GY

W

W

- +

Sensor

Heater


HO2S 2

Sensor Ground

BK\W

R

GY / R

EPM

DTC 113-HO2S Open/Inactive (Bank 2)

Circuit Description The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The EPM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault will set if HO2S 2 is cold, non-responsive, or inactive for 60 seconds or longer.

Conditions for Setting the DTC • Heated Oxygen Sensor • Check condition- Engine running • Fault Condition- HO2S 2 cold persistently more than 60 seconds • MIL- On during active fault and for 1 second after active fault • Adaptive- Disabled during active fault • Closed Loop- Disabled during active fault

4-10 EPM 4-10

Diagnostics

4-11 EPM 4-11

Key on - Engine runningSystem Data Mode

Warm engine to normaloperating temperature by

idling for 2 minutes

Is HO2S voltage fixedbetween 0.4 and 0.5 volts ?

Check power andground to HO2S heater

circuit

No

are circuits ok?

Repair wiringharness and retest

Replace HO2SSensor and retest.

No

Yes

Check wiring harness andconnections for open circuitor poor connections from

o HO2S Sensor

Is harness ok?

Repair wiringharness

Replace HO2SSensor

Yes

Yes

No

EPM

Diagnostics

BK-24

BK-13

BK

GY

W

W

- +

Sensor

Heater


HO2S 1

Sensor Ground

BK\W

Red

GY / R

GY / LB

EPM

DTC 121-Closed Loop Multiplier High Bank 1 (gasoline)

Circuit Description The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The EPM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of normal operation. When the multiplier cannot correctly modify the fuel flow within its limits, the limit is enforced.

Conditions for Setting the DTC • Heated Oxygen Sensor • Functional Fault-Closed Loop multiplier out of range (at limit of 35%) • MIL-On during active fault • Adaptive-Enabled • Closed Loop-Enabled NOTE: If this DTC is set in conjunction with DTC 132, the HO2S sensors may be cross connected.

4-12 EPM 4-12

4-13 EPM 4-13

Diagnostics



Does DST Display HO2S voltage fixed below 0.2 after 2

minutes of run time?

Warm engine to normal operating temperature by idling for a minimum

of 2 minutes.

Refer to Diagnostic Aids below.


Yes

No

Diagnostic Aids

Oxygen Sensor Wire--Sensor wires may be mispositioned and contacting the exhaust. Check for short to ground between harness and sensor and on sensor harness.

Vacuum Leaks--Large vacuum leaks can cause a lean exhaust condition at light load.

Injectors--System will be lean if an injector driver or driver circuit fails. The system may also be lean if an injector fails in a closed manner or is dirty. Refer to Injector Driver Test Mode and Ford Power Products injector cleaning procedure.

Fuel Pressure--System will be lean if fuel pressure is too low during certain operating conditions. If fuel pressure is suspected, the pressure may be tested in the injector manifold during operating conditions with a gauge.

Air in Fuel-- If the fuel return is too close to the fuel pickup in the fuel tank, air may be entrained into the fuel supply to the pump. This air will cause a lean condition and driveability problems.

Exhaust Leaks--If there is an exhaust leak, outside air can be pulled into the exhaust and past the sensor causing a false lean condition especially during light load conditions.

Ground Problem grounds must be good battery or engine ground. Faulty grounds may cause many unrelated problems as well.

If all tests are OK, replace the HO2S sensor with known good part and retest.

EPM

Diagnostics

BK-24

BK-13

BK

GY

W

W

- +

Sensor

Heater


HO2S 1

Sensor Ground

BK\W

Red

GY / R

GY / LB

ECM

DTC 122- Closed Loop Multiplier Low Bank 1 (gasoline)

EPM

Circuit Description The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The EPM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of normal operation. When the multiplier cannot correctly modify the fuel flow within its limits, it is limited at -35%.

Conditions for Setting the DTC • Heated Oxygen Sensor • Functional Fault-Closed Loop multiplier out of range (at limit of -35%) • MIL-On during active fault and for one update after active fault • Adaptive-Enabled • Closed Loop-Enabled NOTE: If this DTC is set in conjunction with DTC 131, the HO2S sensors may be cross connected.

4-14 EPM 4-14

Diagnostics

4-15 EPM 4-15


Warm engine to normaloperating temperatureby idling for a minimum

of 2 minutes

Does DST displayHO2S voltage fixedabove 0.7 after 2

minutes?


Check harness for a short to5V or 12V

Is harness OK?

Repair harnessand retest

Refer toDiagnostic Aids

below


Yes

No

Yes

No

Diagnostic AidsInjectors-- system will be rich if an injector fails in an open manner

Ignition noise--An open ground circuit to or in the ignition system orr EPM may cause EMI noise. Faulty Cam and Crank positionsensors can also cause EMI noise. This noise can be interpeted by the EPM as ignition pulses, and the sensed RPM becomeshigher than the actual speed. The EPM delivers too much fuel, causing the system to go rich.

MAP Sensor--An output that causes the EPM to register a higher manifold pressure than normal can cause the system to gorich. Disconnecting the MAP Sensor will allow th EPM to set a default value for MAP. Substitute a known good MAP Sensor ifthe rich condition is improved while the sensor is disconnected.

MAT Sensor--Check for a shifted sensor that could cause th EPM to sense too cold of incoming air. This will cause a richexhaust condition.

ECT Sensor--Check for a shifted sensor that could cause the EPM to sense engine temperature colder than it actually is. Thiscould cause a rich exhaust condition.

e

e

Diagnostics

BK-24

BK-13

BK

GY

W

W

- +

Sensor

Heater


HO2S 1

Sensor Ground

BK\W

Red

GY / R

GY / LB

EPM

DTC 124-Closed Loop Multiplier Low (LPG)

Circuit Description The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The EPM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of normal operation. When the multiplier cannot correctly modify the fuel flow within its limits, it is limited at -35%. When this condition occurs, the EPM perceives the engine to be running rich.

Conditions for Setting the DTC • Heated Oxygen Sensor • Check Condition- Engine Running • Fault Condition- Closed Loop multiplier out of range (at limit of -35%) • MIL- Disabled • Adaptive- Enabled • Closed Loop- Enabled

4-16 EPM 4-16

Diagnostics




minutes

Does DST display HO2Svoltage fixed above 0.7after 2 minutes of run

time?



below

Diagnostic Aids

Fuel Quality - A drastic variation in fuel quality may cause the system to be rich.


If Fuel System is operating to specification, replace the HO2S sensor with a known good partand retest.

No

Is harness OK?

Check harness fof short to5v or 12v


Yes

Yes

No

4-17 EPM 4-17

Diagnostics

BK-24

BK-13

BK

GY

W

W

- +

Sensor

Heater


HO2S 1

Sensor Ground

BK\W

Red

GY / R

GY / LB

ECM

EPM

DTC 125-Closed Loop Multiplier High (Natural Gas)

Circuit Description The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The EPM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of normal operation. When the multiplier cannot correctly modify the fuel flow within its limits, it is limited at 35%. When this fault occurs, it is because the EPM perceives the engine to be running lean.

Conditions for Setting the DTC • Heated Oxygen Sensor • Check condition- Engine Running • Fault Condition- Closed Loop multiplier out of range (at limit of 35%) • MIL- Disabled • Adaptive- Enabled • Closed Loop- Enabled

4-18 EPM 4-18

Diagnostics

4-19




minutes

Does DST display HO2Svoltage fixed below 0.35

after 2 minutes of runtime?


Refer to Diagnostic Aids below Yes

No

ust.

d

ell.

werroducts guidelines.

pecification, replace the HO2S sensor with a known good partnd retest.

Diagnostic Aids

Oxygen Sensor Wire - Sensor wires may be mispositioned and contacting the exhaCheck for short to ground between harness and sensor and on sensor harness.

Vacuum Leaks - Large vacuum leaks can cause a lean exhaust condition at light load.

Exhaust Leaks - If there is an exhaust leak, outside air can be pulled into the exhaust anast the O2 sensor causing a false lean condition especially during light load conditions.p

Ground Problem - ECM grounds must be good engine or battery grounds. Faulty groundsay cause many unrelated problems as wm

Fuel System - If fuel system is suspected, check and adjust according to Ford PoP

If Fuel System is operating to sa

EPM

Diagnostic Aids Oxygen Sensor Wire – Sensor wires may be mispositioned and contacting the exhaust. Check for short to ground between harness and sensor and on sensor harness. Vacuum Leaks – Large vacuum leaks can cause a lean exhaust condition at light load. Exhaust Leaks – If there is an exhaust leak, outside air can be pulled into the exhaust and past the O2 sensor causing a false lean condition especially during light load conditions. Ground Problem – EPM ground must be good engine or battery grounds. Faulty grounds maycause many unrelated problems as well. Fuel System – If fuel system is suspected, check and adjust according to Ford Power Products guidelines. Air Leaks – Any loose clamps or fittings, or broken air hoses between the throttle and mixer will cause a lean condition. If Fuel System is operating to specification, replace the HO2S sensor with a known good part and retest.

EPM 4-19

Diagnostics

BK-24

BK-13

BK

GY

W

W

- +

Sensor

Heater


HO2S 1

Sensor Ground

BK\W

Red

GY / R

GY / LB

EPM

DTC 126-Closed Loop Multiplier Low (Natural Gas) Circuit Description The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The EPM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of normal operation. When the multiplier cannot correctly modify the fuel flow within its limits, it is limited at -35%. This occurs when the module perceives the engine to be running rich.

Conditions for Setting the DTC • Heated Oxygen Sensor • Check Condition- Engine Running • Fault Condition- Closed Loop multiplier out of range (at limit of -35%) • MIL- Disabled • Adaptive- Enabled • Closed Loop- Enabled

4-20 EPM 4-20

Diagnostics




minutes

Does DST display HO2Svoltage fixed above 0.7after 2 minutes of run

time?



below

Diagnostic Aids

Fuel Quality - A drastic variation in fuel quality may cause the system to be rich.


If Fuel System is operating to specification, replace the HO2S sensor with a known good partand retest.

No

Check harness for a short to 5v or12v

Is harness OK?


Yes

Yes

No

4-21 EPM 4-21

Diagnostics

BK-24

BK-13

BK

GY

W

W

- +

Sensor

Heater


HO2S 1

Sensor Ground

BK\W

Red

GY / R

GY / LB

EPM

DTC 131-Closed Loop Multiplier High Bank 2 (gasoline)

Circuit Description The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The EPM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of normal operation. When the multiplier cannot correctly modify the fuel flow within its limits, the limit is enforced.

Conditions for Setting the DTC • Heated Oxygen Sensor • Functional Fault-Closed Loop multiplier out of range (at limit of 35%) • MIL-On during active fault • Adaptive-Enabled • Closed Loop-Enabled NOTE: If this DTC is set in conjunction with DTC 122, the HO2S sensors may be cross connected.

4-22 EPM 4-22

Diagnostics

4-23 EPM 4-23



Does DST Display HO2S voltage fixed below 0.2 after 2

minutes of run time?

Warm engine to normal operating temperature by idling for a minimum

of 2 minutes.

Refer to Diagnostic Aids below.


Yes

No

Diagnostic Aids

Oxygen Sensor Wire--Sensor wires may be mispositioned and contacting the exhaust. Check for short to ground between harness and sensor and on sensor harness.

Vacuum Leaks--Large vacuum leaks can cause a lean exhaust condition at light load.

Injectors--System will be lean if an injector driver or driver circuit fails. The system may also be lean if an injector fails in a closed manner or is dirty. Refer to Injector Driver Test Mode and Ford Power Products injector cleaning procedure.


Air in Fuel-- If the fuel return is too close to the fuel pickup in the fuel tank, air may be entrained into the fuel supply to the pump. This air will cause a lean condition and driveability problems.

Exhaust Leaks--If there is an exhaust leak, outside air can be pulled into the exhaust and past the sensor causing a false lean condition especially during light load conditions.

Ground Problem- -EPM grounds must be good battery or engine ground. Faulty grounds may cause many unrelated problems as well.


Diagnostics

BK-24

BK-13

BK

GY

W

W

- +

Sensor

Heater


HO2S 1

Sensor Ground

BK\W

Red

GY / R

GY / LB

ECM

DTC 132- Closed Loop Multiplier Low Bank 2 (gasoline)

EPM

Circuit Description The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The EPM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of normal operation. When the multiplier cannot correctly modify the fuel flow within its limits, it is limited at -35%.

Conditions for Setting the DTC • Heated Oxygen Sensor • Functional Fault-Closed Loop multiplier out of range (at limit of -35%) • MIL-On during active fault and for one update after active fault • Adaptive-Enabled • Closed Loop-Enabled NOTE: If this DTC is set in conjunction with DTC 121, the HO2S sensors may be cross connected.

4-24 EPM 4-24

Diagnostics


Warm engine to normaloperating temperatureby idling for a minimum

of 2 minutes

Does DST displayHO2S voltage fixedabove 0.7 after 2

minutes?


Check harness for a short to5V or 12V

Is harness OK?



below


Yes

No

Yes

No

Diagnostic AidsInjectors-- system will be rich if an injector fails in an open manner

Ignition noise--An open ground circuit to or in the ignition system or EPM may cause EMI noise. Faulty Cam and Crank positionsensors can also cause EMI noise. This noise can be interpeted by the EPM as ignition pulses, and the sensed RPM becomeshigher than the actual speed. The EPM delivers too much fuel, causing the system to go rich.

MAP Sensor--An output that causes th e EPM to register a higher manifold pressure than normal can cause the system to gorich. Disconnecting the MAP Sensor will allow the EPM to set a default value for MAP. Substitute a known good MAP Sensor ifthe rich condition is improved while the sensor is disconnected.

AT Sensor--Check for a shifted sensor that could cause t o sense too cold of incoming air. This will cause a richhaust condition.

ECT Sensor--Check for a shifted sensor that could cause the EPM to sense engine temperature colder than it actually is. Thiscould cause a rich exhaust condition.

– Check for a shifted sensor that could cause the EPM to sense too cold of incoming air. This will IAT Sensorcause a rich exhaust condition.

4-25 EPM 4-25

Diagnostics

BK-24

BK-13

BK

GY

W

W

- +

Sensor

Heater


HO2S 1

Sensor Ground

BK\W

Red

GY / R

GY / LB

ECMEPM

DTC 141-Adaptive Lean Fault (high limit-gasoline) Circuit Description The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The EPM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault sets if the Adaptive multiplier exceeds the limits of normal operation.

Conditions for Setting the DTC • Heated Oxygen Sensor • Functional Fault-Adaptive multiplier out of range (greater than 30%) • MIL-On during active adaptive limit condition • Adaptive-Enabled • Closed Loop-Enabled

4-26 EPM 4-26

Diagnostics

4-27 EPM 4-27


The normal purpose of the Adaptive Learn is to compensate fuel flow for variations in fuel composition, engine wear, variances from engine to engine, and component degredation. The Adaptive Learn may reach its limit due to many causes. Refer to the diagnostic aids below for assistance.

Diagnostic Aids

Oxygen Sensor Wire--Sensor may be mispositioned contacting the exhaust. Check for short to ground between harness and sensor and on sensor harness.

Vacuum Leaks--Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at light load.

Injectors--System will be lean if an injector driver or driver circuit fails. The system will also be lean if an injector fails in a closed manner or is dirty. Refer to Injector Driver Test Mode and Ford Power Products cleaning procedure if an injector problem is suspected.


Air in Fuel--If the fuel return is too close to the fuel pickup in the fuel tank, air may be entrained into the fuel supply to the pump. This air will cause a lean condition and driveability problems.

Exhaust Leaks--If there is an exhaust leak, outside air can be pulled into the exhaust and past the sensor causing a false lean condition.

Fuel Quality--A drastic variation in fuel quality may cause the system to be lean.

Ground Problem-- EPM grounds must be good battery ground. Faulty grounds may cause many unrelated problems as well.


Diagnostics

BK-24

BK-13

BK

GY

W

W

- +

Sensor

Heater


HO2S 1

Sensor Ground

BK\W

Red

GY / R

GY / LB

ECM

EPM

DTC 142-Adaptive Rich Fault (low limit-gasoline)

Circuit Description The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The EPM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault sets if the Adaptive multiplier exceeds the limits of normal operation.

Conditions for Setting the DTC • Heated Oxygen Sensor • Functional Fault-Adaptive multiplier out of range (at limit of -30%) • MIL-On during active adaptive limit condition • Adaptive-Enabled • Closed Loop-Enabled

4-28 EPM 4-28

Diagnostics

4-29 EPM 4-29


The normal purpose of the Adaptive Learn is to compensate fuel flow for variations in fuel composition, engine wear, variances from engine to engine, and component degredation. The Adaptive Learn may reach its limit due to many causes. Refer to the diagnostic aids below for assistance.

Diagnostic Aids

Injectors--System will be rich if an injector fails in an open manner. Refer to Injector Test Mode if injector problem is suspected.

Ignition Noise--An open ground circuit to or in the ignition system or EPM may cause EMI noise. Faulty crank or cam position sensors can also cause EMI noise. This noise can be interpreted by the EPM as ignition pulses, and the sensed rpm becomes higher than the actual speed. The EPM delivers too much fuel, causing the system to go rich.

MAP Sensor--An output that causes the EPM to register a higher manifold pressure than normal can cause the system to go rich. Disconnecting the MAP sensor will allow the EPM to set a default value for MAP. Substitute a known good MAP sensor if the rich condition is gone while the sensor is di

t

ECT Sensor--Check for a shifted sensor that could cause the EPM to sense engine temperature colder than it actually is. This could cause a rich exhaust condition.

If all tests are OK, replace HO2S Sensor with known good part and retest.

he osconnected.

IAT Sensor--Check for a shifted sensor that could cause the EPM to sense too cold of incoming air. This will cause a rich exhaustcondition.

Diagnostics

BK-24

BK-13

BK

GY

W

W

- +

Sensor

Heater


HO2S 1

Sensor Ground

BK\W

R

GY / R

GY / LB

ECM

EPM

DTC 143-Adaptive Learn High (LPG)

Circuit Description The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The EPM uses this information to correct the fuel flow with the Closed Loop multiplier and Adaptive multiplier. This fault will set if the adaptive multiplier exceeds the limits of normal operation.

Conditions for Setting the DTC • Heated Oxygen Sensor • Check Condition- Engine Running • Fault Condition- Adaptive multiplier out of range (greater than 30%) • MIL- Disabled • Adaptive- Enabled • Closed Loop- Enabled

4-30 EPM 4-30

Diagnostics


The normal purpose of the Adaptive Learn is to compensate fuel flow for variations in fuelcomposition, engine wear, variances from engine to engine, and component degradation. TheAdaptive learn may reach its limit due to many causes. Refer to the diagnostic aids below forassistance.

Diagnostc AidsOxygen Sensor Wire - Sensor may be mispositioned contacting the exhaust. Check for short to ground between harnessand sensor and on sensor harness.

Vacuum Leaks - Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at light load.

Exhaust Leaks - If there is an exhaust leak, outside air can be pulled into the exhaust and past the sensor causing a falselean condition.

Fuel Quality - A drastic variation in fuel quality can cause the system to be lean.

Ground Problem

- ECM groull.

nds must be good engine or battery ground. Faulty grounds may cause many unrelatedproblems as we

Fuel System - If the fuel system is suspected, check and adjust according to Ford Power Products guidelines.

If fuel system is operating to specification, replace the HO2S sensor with known good part and retest.

EPM

4-31 EPM 4-31

Diagnostics

BK-24

BK-13

BK

GY

W

W

- +

Sensor

Heater


HO2S 1

Sensor Ground

BK\W

Red

GY / R

GY / LB

EPM

DTC 144-Adaptive Learn Low (LPG)

Circuit Description The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The EPM uses this information to correct the fuel flow with the Closed Loop multiplier and Adaptive multiplier. This fault will set if the adaptive multiplier exceeds the limits of normal operation.

Conditions for Setting the DTC • Heated Oxygen Sensor • Check Condition- Engine running • Fault Condition- Adaptive multiplier out of range (at limit of -30%) • MIL-Disabled • Adaptive- Enabled • Closed Loop- Enabled

4-32 EPM 4-32

Diagnostics

NOTE: If any other DTC's are present, diagnose those first. The purpose of the Adaptive Learn is to compensate fuel flow for variations in fuel composition, engine wear, variances from engine to engine, and component degradation. The Adaptive learn may reach its limit due to many causes. Refer to the diagnostic aids below for assistance. Diagnostic Aids Wiring Harness- Check harness for an intermittent short to 5v or 12v. Fuel System- If the fuel system is suspected, check and adjust according to Ford Power Products guidelines. If fuel system is operating to specification, replace the HO2S sensor with a known good part and retest.

4-33 EPM 4-33

Diagnostics

BK-24

BK-13

BK

GY

W

W

- +

Sensor

Heater


HO2S 1

Sensor Ground

BK\W

Red

GY / R

GY / LB

EPM

DTC 145-Adaptive Learn High (Natural Gas)

Circuit Description The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The EPM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault will set if the adaptive multiplier exceeds the limits of normal operation.

Conditions for Setting the DTC • Heated Oxygen Sensor • Check Condition- Engine Running • Fault Condition- Adaptive multiplier out of range (greater than 30%) • MIL- Disabled • Adaptive- Enabled • Closed Loop- Enabled

4-34 EPM 4-34

Diagnostics

4-35 EPM 4-35


The normal purpose of the Adaptive Learn is to compensate fuel flow for variations in fuelcomposition, engine wear, variances from engine to engine, and component degradation. TheAdaptive Learn may reach its limit due to many causes. Refer to the diagnostic aids below forassistance.

Diagnostc AidsOxygen Sensor Wire - Sensor may be mispositioned contacting the exhaust. Check for short to ground between harnessand sensor and on sensor harness.

Vacuum Leaks - Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at light load.

Exhaust Leaks - If there is an exhaust leak, outside air can be pulled into the exhaust and past the sensor causing a falselean condition.

Fuel Quality - A drastic variation in fuel quality can cause the system to be lean. Most gas companies can help varify fuelquality.

Ground Problem - EPM grounds must be good engine or battery ground. Faulty grounds may cause many unrelatedproblems as we

Fuel System - I stem is suspected, check and adjust according to Ford Power Products guidelines.

If fuel system is operating to specifications, replace the HO2S sensor with known good part and retest.

ll.

f the fuel sy

Diagnostics

BK-24

BK-13

BK

GY

W

W

- +

Sensor

Heater


HO2S 1

Sensor Ground

BK\W

R

GY / R

GY / LB

ECM

EPM

DTC 146-Adaptive Learn Low (Natural Gas)

Circuit Description The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The EPM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault will set if the adaptive multiplier exceeds the limits of normal operation.

Conditions for Setting the DTC • Heated Oxygen Sensor • Check Condition- Engine Running • Fault Condition- Adaptive multiplier out of range (greater than -30%) • MIL- Disabled • Adaptive- Enabled • Closed Loop- Enabled

4-36 EPM 4-36

Diagnostics

NOTE: If any other DTC's are present, diagnose those first. The normal purpose of the Adaptive Learn is to compensate fuel flow for variations in fuel composition, engine wear, variances from engine to engine, and component degradation. The Adaptive learn may reach its limit due to many causes. Refer to the diagnostic aids below for assistance. Diagnostic Aids Fuel Quality – A drastic variation in fuel quality may cause the system to be rich. Most gas companies can help verify fuel quality. Fuel System – If the fuel system is suspected, check and adjust according to Ford Power Products guidelines. If Fuel System is operating to specification, replace the HO2S sensor with a known good part and retest.

4-37 EPM 4-37

Diagnostics

BK-1

BK-2

BK-4

BK-5

GROUND

VBAT

BK / W

BK / W

Y (R-2.5L)

Y (R-2.5L)

EPM

DTC 161-System Voltage Low

Circuit Description The battery voltage powers the EPM and must be measured to correctly operate injector drivers, ignition coils, etc. This fault will set if the EPM detects voltage less than 9.5 for 5 seconds or longer while the alternator should be charging. The adaptive learn is disabled due to the inability of the EPM to correctly time injector openings.

Conditions for Setting the DTC • System Voltage to EPM • Check Condition-Key on and RPM greater than 1000 • Fault Condition-Battery voltage at EPM less than 9.5 volts continuously for 5 seconds • MIL-On for active fault and for 10 seconds after active fault • Adaptive-Disabled for remainder of key on cycle • Closed Loop-Enabled

4-38 EPM 4-38

Diagnostics

4-39 EPM 4-39

Is battery voltage morethan 9.5 volts?

* Start engine and idle.* Check battery voltage on display

Fault is intermittent.

* Faulty VBAT pow or ground circuit to

* Faulty batteryor

* Faulty charging system

* Faul

No

Yes

Key OnSystem Data Mode

er

orEPM

orty EPM

Diagnostics

BK-1

BK-2

BK-4

BK-5

GROUND

VBAT

BK / W

BK / W

Y (R-2.5L)

Y (R-2.5L)

EPM

DTC 162-System Voltage High

Circuit Description The battery voltage powers the EPM and must be measured to correctly operate injector drivers, ignition coils, etc. This fault will set if the EPM detects voltage greater than 18 volts for 3 seconds at anytime the engine is cranking or running. The adaptive learn is disabled due to the inability of the EPM to correctly time the injector openings. The EPM will shut down with internal protection with more than 26 volts. A fuse will then blow in the harness.

Conditions for Setting the DTC • System Voltage to EPM • Check Condition-Cranking or Running • Fault Condition-Switched battery voltage at EPM greater than 18 volts for 3 seconds • MIL-On for active fault and for 5 seconds after active fault • Adaptive-Disabled for remainder of key on cycle • Closed Loop-Enabled

4-40 EPM 4-40

Diagnostics

4-41 EPM 4-41

Is battery voltage less than18 volts?

* Start engine and run at greaterthan 1500 rpm.

* Test battery voltage at battery.


* Faulty Charging System

* Faul

No

Yes


orty EPM

Diagnostics

BK-27

BK-13

GY

GY/R

5 volts

Sensor Ground

Signal

EPM

DTC 211-IAT High Voltage

Circuit Description

The Intake Air Temperature sensor is a thermistor (temperature sensitive resistor) located in the intake manifold of the engine. It is used to monitor incoming air and the output, in conjunction with other sensors, is used to determine the airflow to the engine. The EPM provides a voltage divider circuit so that when the air is cool, the signal reads higher voltage, and lower when warm. The Manifold Air Temperature is a calculated value based mainly on the IAT sensor at high airflow, and influenced more by the ECT/CHT at low airflow. It is used to monitor incoming air and the output, in conjunction with other sensors, is used to determine the airflow to the engine. This fault will set if the signal voltage is more than 4.95 volts anytime the engine is running. The EPM will use the default value for the IAT sensor in the event of this fault.

Conditions for Setting the DTC • Intake Air Temperature • Check Condition-Engine Running • Fault Condition-IAT Sensor Voltage greater than 4.95 • MIL-On during active fault and for 2 seconds after active fault • Adaptive-Disabled during active fault • Closed Loop-Enabled

4-42 EPM 4-42

Diagnostics

4-43 EPM 4-43

Does DST display IATvoltage of 0.1 or less?

Does DST display IATvoltage of 0.1 or less?

* Key Off* Disconnect IAT sensor from harness* Jumper harness terminals together* Key On

Jumper IAT sensorsignal to ground

* Faulty connectionor

* Faulty IAT sensor

* Open IAT ground circuit

* Faul EPM connection

* Faul

* Open sensor signal circuit

* Faul EPM connection

* Faul

Yes

Yes

No

No

Does DST display IATvoltage of 4.95 or greater?


Yes

No


orty

orty EPM

orty

orty EPM

Diagnostics

BK-27

BK-13

5 volts

Sensor Ground

Signal

GY

GY/R

MEPM

DTC 212-IAT Low Voltage

Circuit Description

The Intake Air Temperature sensor is a thermistor (temperature sensitive resistor) located in the intake manifold of the engine. It is used to monitor incoming air and the output, in conjunction with other sensors, is used to determine the airflow to the engine. The EPM provides a voltage divider circuit so that when the air is cool, the signal reads higher voltage, and lower when warm. The Manifold Air Temperature is a calculated value based mainly on the IAT sensor at high airflow, and influenced more by the ECT/CHT at low airflow. It is used to monitor incoming air and the output, in conjunction with other sensors, is used to determine the airflow to the engine. This fault will set if the signal voltage is less than 0.05 volts anytime the engine is cranking or running. The EPM will use a default value for the IAT sensor in the event

Conditions for Setting the DTC • Intake Air Temperature • Check Condition-Cranking or Running • Fault Condition-IAT Sensor voltage less than 0.05 • MIL-On during active fault and for 2 seconds after active fault • Adaptive-Disabled during active fault • Closed Loop-Enabled and allowed to stay at limit if needed (will still set limit fault)

4-44 EPM 4-44

Diagnostics

Does DST display IATvoltage of 4.9 volts or

greater?

* Key Off* Disconnect IAT sensor from harness* Key On

* Sensor signal circuit shorted to groundor

* Sensor signal circuit shorted to sensorground circuit

* Fau

* Faulty IAT sensor

Yes

No

Does DST display IATvoltage of 0.1 volt or less?


Yes

No


orlty EPM

4-45 EPM 4-45

Diagnostics

BK-27

BK-13

GY

GY/R

5 volts

Sensor Ground

Signal

EPM

DTC 213-IAT Higher Than Expected 1

Circuit Description

The Intake Air Temperature sensor is a thermistor (temperature sensitive resistor) located in the intake manifold of the engine. It is used to monitor incoming air and the output, in conjunction with other sensors, is used to determine the airflow to the engine. The EPM provides a voltage divider circuit so that when the air is cool, the signal reads higher voltage, and lower when warm. The Manifold Air Temperature is a calculated value based mainly on the IAT sensor at high airflow and influenced more by the ECT/CHT at low airflow. It is used to monitor incoming air and the output, in conjunction with other sensors, is used to determine the airflow to the engine, and ignition timing. This fault will set if the Intake Air Temperature is greater than 200 deg.F and engine RPM is greater than 1000 and Power Derate 1 will be enforced. During this fault, maximum throttle position is 50% and the MIL light will flash twice per second.

4-46 EPM 4-46

Diagnostics

Conditions for Setting the DTC • Intake Air Temperature • Check Condition-Engine Running • Fault Condition-Intake AirTemperature greater than 200 deg.F and engine RPM greater

than 1000 • MIL-Will flash at 2 Hz (twice per second) during active fault • Adaptive-Disabled during active fault • Closed Loop-Enabled • Power Derate (Level 1)

Diagnostic Aids

• This fault will set when inlet air is much hotter than normal. The most common cause of high inlet air temperature is a problem with the routing of inlet air. Ensure inlet plumbing sources are external or cool inlet air and is not too close to exhaust at any point.

• Inspect the air inlet system for cracks or breaks that may allow unwanted under hood air in.

• If no other problem can be found, replace the IAT sensor with a known good part and retest.

4-47 EPM 4-47

Diagnostics

BK-27

BK-13

GY

GY/R

5 volts

Sensor Ground

Signal

EPM

DTC 214-IAT Higher Than Expected 2

Circuit Description The Intake Air Temperature sensor is a thermistor (temperature sensitive resistor) located in the intake manifold of the engine. It is used to monitor incoming air and the output, in conjunction with other sensors, is used to determine the airflow to the engine. The EPM provides a voltage divider circuit so that when the air is cool, the signal reads higher voltage, and lower when warm. The Manifold Air Temperature is a calculated value based mainly on the IAT sensor at high airflow and influenced more by the ECT/CHT at low airflow. It is used to monitor incoming air and the output, in conjunction with other sensors, is used to determine the airflow to the engine, and ignition timing. This fault will set if the Intake Air Temperature is greater than 210 deg.F and engine RPM is greater than 1000. The MIL light will be on during this active fault and the engine will shut down.

4-48 EPM 4-48

Diagnostics

Conditions for Setting the DTC • Intake Air Temperature • Check Condition-Engine Running • Fault Condition-Intake Air Temperature greater than 210 deg.F and engine RPM greater

than1000 • MIL-On for active fault and for 15 seconds after active fault • Adaptive-Disabled during active fault • Closed Loop-Enabled • Engine Shut Down

Diagnostic Aids

• This fault will set when inlet air is much hotter than normal. The most common cause of high inlet air temperature is a problem with the routing of inlet air. Ensure inlet plumbing sources are external or cool inlet air and is not too close to exhaust at any point.

• Inspect the air inlet system for cracks or breaks that may allow unwanted under hood air in.

• If no other problem can be found, replace the IAT sensor with a known good part and retest.

4-49 EPM 4-49

Diagnostics

GY-7

M

To Oil PressureSwitch

DG/W

+ 5 volts

Oil PressureVoltage

EPM

DTC 215-Oil Pressure Low

Circuit Description

The Oil Pressure Switch is used to indicate a low pressure condition to the EPM. Engine damage can occur if the engine is operated with low oil pressure. The EPM uses an analog voltage input with an internal 5 volt reference. If the oil pressure circuit is grounded, the input voltage will be near zero. If it is open, the input will be near 5 volts. This fault can be configured two different ways. It may use a normally closed switch or a normally open switch. If the switch is normally open, the fault will set if the circuit becomes grounded. If the switch is normally closed, the fault will set if the circuit becomes open. Go to the Fault page on Diagnostic Tool to determine how the input is configured. (“Open is OK” is normally open and “Ground is OK” is normally closed). The engine will shut down in the event of this fault to help prevent possible damage.

Conditions for Setting the DTC • Engine Oil Pressure low • Check Condition-Engine running for 15 seconds and RPM greater than 1300 • Fault Condition-Depends on configuration of individual EPM (see below) • MIL-On during active fault and for 3 seconds after active fault • Adaptive-Enabled • Closed Loop-Enabled • Engine Shut Down

4-50 EPM 4-50

Diagnostics

Cle 5

Key-On - Engine RunningSystem Data Mode

* Warm engine by idling untilECT is above 160 deg.F or

at least 1 minute.* Increase RPM above 1300

D 5Res use

shutdown?


ar SFC 21DTC

oes SFC 21et and ca

No

* Key Off* Disconnect harness from Oil Pressure Switch

and grou wire.* Clea 5

* Start engine, let idle st one minute andincrease RPMS above 1300.

DTC

nd DG/Wr SFC 21

for at lea

Yes

Do 5

DTC

es SFC 21reset?

Oil pressure circuitopen

orFaulty connection

Faul

Faulty Oil Pressure Switchor

Faulty engine oiling system(verify with mechanical gauge)

No

YesDTC

orty ECMEPM

4-51 EPM 4-51

Diagnostics

BK-28

BK-13

LG / R

GY / R

5 volts

Sensor Ground

Signal

EPM

DTC 221-CHT / ECT High Voltage

Circuit Description The Engine Coolant Temperature sensor is a thermistor (temperature sensitive resistor) located in the engine coolant. Some engines use an ECT sensor that is located in the coolant near the thermostat. Some engines use a CHT (Cylinder Head Temperature) sensor that is located in the coolant in the cylinder head. If the engine is equipped with an ECT sensor then the CHT value is estimated. If equipped with a CHT sensor then the ECT value is estimated. They are used in the engine airflow calculation, and to enable features. The EPM provides a voltage divider circuit so that when the coolant is cool, the signal reads higher voltage, and lower when warm. This fault will set if the signal voltage is greater than 4.95 volts anytime the engine is running. The EPM will use a default value for the CHT/ECT sensor in the event of this fault.

Conditions for Setting the DTC • Engine Coolant Temperature • Check Condition-Engine Running • Fault Condition-CHT/ECT sensor voltage exceeds 4.95 • MIL-On during active fault and for 2 seconds after active fault • Adaptive-Disabled during active fault • Closed Loop-Enabled

4-52 EPM 4-52

Diagnostics

Does DST display CHT/ECT voltage of 0.05 or

less?


less?

* Key Off* Disconnect CHT/ECT sensor from

harness* Jumper harness terminals together

* Key On

Jumper CHT/ECTsensor signal to ground

* Faulty connectionor

* Faulty CHT/ECT sensor

* Open CHT/ ECT groundcircuit

or* Faulty ECM connection

CM

* Open sensor signal circuitor

* Faulty ECM connection

CM

Yes

Yes

No

No


greater?


Yes

No


EPM

EPMor

* Faulty EEPM

or* Faulty EPM

4-53 EPM 4-53

Diagnostics

BK-28

BK-13

LG / R

GY / R

5 volts

Sensor Ground

Signal

EPM

DTC 222-CHT / ECT Low Voltage

Circuit Description The Engine Coolant Temperature sensor is a thermistor (temperature sensitive resistor) located in the engine coolant. Some engines use an ECT sensor that is located in the coolant near the thermostat. Some engines use a CHT (Cylinder Head Temperature) sensor that is located in the coolant in the cylinder head. If the engine is equipped with an ECT sensor then the CHT value is estimated. If equipped with a CHT sensor then the ECT value is estimated. They are used in the engine airflow calculation, and to enable certain features. The EPM provides a voltage divider circuit so that when the coolant is cool, the signal reads higher voltage, and lower when warm. This fault will set if the signal voltage is less than 0.05 volts anytime the engine is running. The EPM will use a default value for the CHT/ECT sensor in the event of this fault.

Conditions for Setting the DTC • Engine Coolant Temperature • Check Condition-Engine Running • Fault Condition-CHT/ECT sensor voltage less than 0.05 • MIL-On during active fault and for 2 seconds after active fault • Adaptive-Disabled during active fault • Closed Loop-Enabled

4-54 EPM 4-54

Diagnostics

4-55 EPM 4-55

Key On


greater?

* Key Off*Disconnect CHT/ ECT sensor from harness* Key On

Faulty CHT/ ECTsensor

* Sensor signal circuit shorted to ground.or

* Sensor signal circuit shorted to sensor ground circuit

* Faul

Yes

No


less?

IntermittentProblem

Yes

No

orty EPM

Diagnostics

BK-28

BK-13

LG / R

GY / R

5 volts

Sensor Ground

Signal

EPM

DTC 223-CHT Higher Than Expected 1

Circuit Description The Cylinder Head Temperature sensor is a thermistor (temperature sensitive resistor) located in the engine coolant. Some engines use a CHT sensor that is located in the coolant in the cylinder head. Some engines use an ECT (Engine Coolant Temperature) sensor that is located in the coolant near the thermostat. If the engine is equipped with a CHT sensor then the ECT value is estimated. If equipped with an ECT sensor then the CHT value is estimated. They are used for engine airflow calculation, ignition timing control, to enable certain features, and for engine protection. The EPM provides a voltage divider circuit so when the sensor reading is cool the sensor reads higher voltage, and lower when warm. This fault will help protect the engine in the event of over temperature. When the coolant exceeds 240 deg. F and engine RPM exceeds 650 this fault will set and Power Derate 1 will be enforced. During this fault, maximum throttle position is 50% and the MIL light will flash twice per second.

4-56 EPM 4-56

Diagnostics

Conditions for Setting the DTC • Cylinder Head Temperature • Check Condition-Engine Running • Fault Condition-Cylinder Head Temperature reading or estimate greater than 240 deg. F

and engine RPM greater than 650 • MIL-Will flash at 2 Hz (twice per second) during active fault • Adaptive-Disabled during active fault • Closed Loop-Enabled and allowed to stay at limit (will still set limit fault) • Power Derate (level1)

Verify with temperture gauge that theengine coolant is over 225 deg. F.

Does DST display CHTtemperature of 230 or greaterwith engine over 650 rpm?

Intermittent ProblemCheck cooling system

Yes

No


* Warm Engine to normal operating temperature,then run engine above 650 rpm for 60 seconds

Does gauge indicate 225deg. or greater?

Yes

No

Repair cooling system

Verify ECT circuit, replace CHT/ECTsensor with known good part, and

retest

4-57 EPM 4-57

Diagnostics

BK-28

BK-13

LG / R

GY / R

5 volts

Sensor Ground

Signal

EPM

DTC 224-CHT Higher Than Expected 2

Circuit Description The Cylinder Head Temperature sensor is a thermistor (temperature sensitive resistor) located in the engine coolant. Some engines use a CHT sensor that is located in the coolant in the cylinder head. Some engines use an ECT (Engine Coolant Temperature) sensor that is located in the coolant near the thermostat. If the engine is equipped with a CHT sensor then the ECT value is estimated. If equipped with an ECT sensor than the CHT value is estimated. They are used for engine airflow calculation, ignition timing control, to enable certain features, and for engine protection. The EPM provides a voltage divider circuit so when the sensor reading is cool, the signal reads higher voltage, and lower when warm.

Conditions for Setting the DTC • This fault will set to help protect the engine 250 deg.F and engine RPM exceeds in the

event of over temperature. When the coolant exceeds 650 this fault will set and the engine will shut down. Cylinder Head Temperature

• Check Condition-Engine Running • Fault Condition-Cylinder Head temperature reading or estimate greater than 250 deg. F and

engine RPM greater than 650 • MIL-On for active fault and for 15 seconds after active fault • Adaptive-Enabled • Closed Loop-Enabled and allowed to stay at limit (will still set limit fault) • Engine Shut Down

4-58 EPM 4-58

Diagnostics

Verify with temperture gauge that theengine coolant is over 230 deg. F.

Does DST display CHTtemperature of 235 or greater

with engine over 650 rpm?

Intermittent ProblemCheck cooling system

Yes

No


* Warm Engine to normal operating temperature,then run engine above 1000 rpm for 60 seconds

Does gauge indicate 230deg. or greater?

Yes

No

Repair coolingsystem

Verify CHT/ECT circuit, replaceCHT/ECT sensor with known good

part, and retest

4-59 EPM 4-59

Diagnostics

BK-20

BK-13

BK-14

B

C

A

LG / BK

BR / W

GY / R

5 volts

Signal

Sensor Ground

EPM

DTC 231-MAP High Pressure

Circuit Description The Manifold Absolute Pressure sensor is a pressure transducer connected to the intake manifold. It is used to measure the pressure of air in the manifold prior to induction into the engine. The pressure reading is used in conjunction with other inputs to determine the airflow rate to the engine, which also determines the fuel flow rate. This fault will set when the MAP reading is higher than it should be for the given TPS, and RPM. When the fault is set, the Adaptive Learn will be disabled for the remainder of the key on cycle and the MIL will be on. The engine will operate on a default MAP during this active fault.

Conditions for Setting the DTC • Manifold Absolute Pressure • Check Condition-RPM greater than 800, Throttle Command less than 8%, steady MAP and

TPS • Fault Condition-MAP greater than 12 psia, TPS less than 8% and engine RPM greater than

600. • MIL-On for remainder of key on cycle • Adaptive-Disabled for remainder of key on cycle • Closed Loop-Enabled and allowed to stay at limit • Misc.-Fueling is based on RPM and TPS Limp-Home Condition during this fault.

4-60 EPM 4-60

Diagnostics

Key On - Engine Running

Does DST display MAPpressure of 13.0 psia or

greater with engine idling?

Does DST display MAPpressure less than 0.05

psia?

* Key Off* Disconnect MAP sensor from harness* Key On


* MAP signal circuit shorted to voltage

* Fau

Probe sensor ground circuitwith test light connected to

battery voltage

Does test light come on?

* Faulty sensor pressure connection toengine

* Faulty EPM connection

* Faulty Sensor

* Open sensor ground circuit

* Fau

Yes

No

Yes

No

Yes

No

If engine idle isrough,unstable,missing or incorrectdue to a suspected enginemechanical problem or vacuum leaketc. correct the condition beforecontinuing to use this diagnostic chart.

EPM

orlty EPM

or

or

EPM

orlty

4-61 EPM 4-61

Diagnostics

BK-20

BK-13

BK-14

B

C

A

LG / BK

BR / W

GY / R

5 volts

Signal

Sensor Ground

EPM

DTC 232-MAP Low Voltage

Circuit Description The Manifold Absolute Pressure sensor is a pressure transducer connected to the intake manifold. It is used to measure the pressure of air in the manifold prior to induction into the engine. The pressure reading is used in conjunction with other inputs to determine the airflow rate to the engine, which determines the fuel flow rate. This fault will set when the MAP reading is lower than the sensor should normally produce. When this fault is set the Adaptive learn will be disabled for the remainder of the key on cycle and the MIL will be on.

Conditions for Setting the DTC • Manifold Absolute Pressure • Check Condition-Cranking or Running • Fault Condition-MAP voltage less than 0.05,Throttle Position greater than 5% and engine

RPM less than 3000. • MIL-On for remainder of key on cycle • Adaptive-Disabled for remainder of key on cycle • Closed Loop-Enabled • Misc.-Fueling is based on RPM and TPS Limp-Home Condition during this fault.

4-62 EPM 4-62

Diagnostics


Does DST display MAPvoltage of 0.05 or less with

engine idling?


* Key Off* Disconnect MAP sensor from harness* Jumper 5 volt supply circuit and MAP signal circuit together* Key On

Does DST display MAPvoltage of 4.5 volts or

greater?

Does DST display MAPvoltage of 4.0

or greater?

* Poor connectionor

*Faulty MAP

Probe MAP signal circuit with testlight connected to battery voltage.

* 5 volt reference is open or shorted toground

* Faul nection

* Faul

* MAP signal circuit open or shorted to ground


* Fau

Yes

No

Yes

No

Yes

No

orty ECM con

orty ECM

or

orlty EPM

4-63 EPM 4-63

Diagnostics

BK-20

BK-13

BK-14

B

C

A

LG / BK

BR / W

GY / R

5 volts

Signal

Sensor Ground

EPM

DTC 234-BP High Pressure

Circuit Description Barometric Pressure is estimated from the MAP sensor. The barometric pressure value is used for fuel and airflow calculations. This fault sets in the event the BP value is out of the normal range.

Conditions for Setting the DTC • Barometric Pressure • Check Condition-Key On • Fault Condition-BP greater than 16 psia • MIL-On for active fault and for 2 seconds after active fault • Adaptive-Disabled for remainder of key on cycle • Closed Loop-Enabled

4-64 EPM 4-64

Diagnostics


Does DST display MAPpressure of 16 psia or

greater?


Replace with known good MAP sensorand retest

Yes

No

4-65 EPM 4-65

Diagnostics

BK-20

BK-13

BK-14

B

C

A

LG / BK

BR / W

GY / R

5 volts

Signal

Sensor Ground

EPM

DTC 235-BP Low Pressure

Circuit Description Barometric Pressure is estimated from the MAP sensor. The barometric pressure value is used for fuel and airflow calculations.

This fault sets in the event the BP value is out of the normal range.

Conditions for Setting the DTC • Barometric Pressure • Check Condition-Key On • Fault Condition-BP less than 8.3 psia (approx. 2.5 volts) • MIL-On for active fault and for 2 seconds after active fault • Adaptive-Disabled for remainder of key on cycle • Closed Loop-Enabled

4-66 EPM 4-66

Diagnostics

4-67 EPM 4-67


Does DST display BPpressure 8.3 psia or less ?


* Key Off* Disconnect MAP sensor from harness* Jumper 5 volt reference circuit and MAP signal circuit together* Key On

Does DST display BPpressure of 16.00 psia or

greater?

Does DST display BPpressure of 16.00 psia or

greater?

* Poor connectionor

*Faulty MAP sensor

Probe MAP signal circuit with testlight connected to battery voltage.

* 5 volt reference is open or shorted toground


* Faulty EPM

* BP signal circuit open or shorted to ground


* Faulty EPM

Yes

No

Yes

No

Yes

No

or

or

or

or

Diagnostics

BK-32

BK-33

Crank +

Crank -

CrankSensor

Crankshaft

Crankshaft

DB

GY

EPM

DTC 242-Crank Sync Noise

Circuit Description The Crankshaft Position sensor is a magnetic transducer mounted on the engine block adjacent to a pulse wheel located on the crankshaft. It determines crankshaft position by monitoring the pulse wheel. The Crankshaft Position sensor is used to measure engine RPM and its signal is used to synchronize the ignition and fuel systems. The EPM must see a valid Crankshaft position signal while running. If no signal is present for 800ms or longer, this fault will set.

Conditions for Setting the DTC • Crankshaft Position sensor • Check Condition- Engine running • Fault Condition- 1 invalid crank re-sync • MIL- On during active fault and for 10 seconds after active fault • Adaptive- Disabled for the remainder of the key-on cycle • Closed Loop- Enabled

4-68 EPM 4-68

Diagnostics

4-69 EPM 4-69

Check the wiring andelectric ons

between the EPM and thecrankshaft ensor.

Is the wiring OK?

Repair the wiringharness

* Bad system groundor

* Bad crankshaft sensoror

* Bad sensor trigger wheel

* B

No

Yes

al connectihe position s

orad EPM

Diagnostics

BK-32

BK-33

Crank +

Crank -

CrankSensor

Crankshaft

Crankshaft

DB

GY

EPM

DTC 243-Never Crank Synced At Start

Circuit Description The Crankshaft position sensor is a magnetic transducer mounted on the engine block adjacent to a pulse wheel located on the crankshaft. It determines crankshaft position by monitoring the pulse wheel. The Crankshaft position sensor is used to measure engine RPM and its signal is used to synchronize the ignition system. The EPM must see a valid Crankshaft Position signal while cranking before it starts. If no signal is present within 4 cranking revs, this fault will set.

Conditions for Setting the DTC • Crankshaft Position Sensor • Check Condition- Engine cranking or running • Adaptive- Enabled • Fault Condition- 4 cranking revs without sync and engine RPM greater than 90 • MIL- On during active fault • Closed Loop- Enabled

4-70 EPM 4-70

Diagnostics

4-71 EPM 4-71

Check the wiring andelectrical connections

between the ECM and thecrankshaft position sensor.NOTE: reversed wires, one

wire having a poorconnection, or a bad systemground are most frequently

the cause of this fault.

Is the wiring OK?


*Bad crankshaft sensoror

*Bad sensor trigger wheelor

*Bad ECM

No

Yes

*Bad crankshaft sensor or

*Bad sensor trigger wheel or

*Bad EPM or

*Cam gear & crank gear out of sync

EPM

Diagnostics

BK-34

BK-35

CAM +

CAM -

CamSensor

M

Camshaft TriggerWheel

DB/O

GY/R

EPM

DTC 244-Camshaft Sensor Loss

Circuit Description The Camshaft Position Sensor is used to determine which cylinder to fire. This fault will set if the EPM does not detect a cam pulse when the RPM is greater than 1000. Normally the engine will run with this fault present. In some instances this fault may cause rough engine operation.

Conditions for Setting the DTC • Camshaft Position Sensor • Check Condition-Engine Running • Fault Condition-No cam pulse in 2.5 cycles with RPM greater than 1000 • MIL-On for active fault and for 10 seconds after active fault • Adaptive-Disabled for remainder of key-on cycle • Closed Loop-Enabled

4-72 EPM 4-72

Diagnostics

Check the wiring andelectrical connections

between the EPM and thecamshaft position sensor.

NOTE: reversed wires, onewire having a poor

connection, or a bad systemground are most frequently

the cause of this fault.

Is the wiring OK?


*Bad camshaft sensoror

*Bad sensor trigger wheelor

*Bad ECM

No

Yes

EPM

4-73 EPM 4-73

Diagnostics

BK-34

BK-35

CAM +

CAM -

CamSensor

shaft TriggerWheel GY/R

DB/O

Cam

EPM

DTC 245-Camshaft Sensor Noise

Circuit Description The camshaft position sensor is used to determine which cylinder to fire. This fault will set if the EPM detects erroneous pulses from the camshaft position sensor causing invalid cam re-sync.

Conditions for Setting the DTC • Camshaft position sensor • Check Condition-Cranking or Running • Fault Condition-One invalid cam re-sync • MIL-On for active fault and for 10 seconds after active fault • Adaptive-Disabled for the remainder of the key-on cycle • Closed Loop-Enabled

4-74 EPM 4-74

Diagnostics

Check for faultycircui

Are circuits OK?Yes

No

Repair faulty circuits and clear DTC 245Retest

Consult Factory TechnicalService Department

Is spark systemand

cam/crank sensors andwheels OK?

Yes

No

Verify spark system integrity

*Insure spark plugs at proper gap*Insure plug boots and connectors are in good

condition*Check Camshaft position sensor and Camshaft

trigger wheel for damage or signs of contact

Repair faulty spcomponents and cl

Retest

power or groundts to EPM.

ark systemear DTC 245.

4-75 EPM 4-75

Diagnostics

BK-29

BK-30

KnockSensor

Knock +

Knock-

M4.2L

Y-R

DG-P

EPM

DTC 253-Knock Sensor Open

Circuit Description The Knock Sensor converts engine vibration to an electrical signal. The EPM uses this signal to determine the presence of engine knock and to retard spark timing. This fault will set if the Knock Sensor input to the EPM is less than 0.2 volt while engine rpm is greater than 1500 and MAP is greater than 8 psia.

Conditions for Setting the DTC • Knock Sensor • Check Condition-Engine Running • Fault Condition-Knock Sensor input less than 0.2 volts with engine RPM greater than 1500

and MAP greater than 8 psia. • MIL-On during active fault and for 3 seconds after active fault. • Adaptive-Enabled • Closed Loop-Enabled

4-76 EPM 4-76

Diagnostics


Operate engine at conditionsgreater than 1500 RPMs and

8 psia MAP.

Does SFC 253reset?


No

Check the wiring and theelectrical connections

between the ECM and theKnock Sensor

Yes

Is the wiringok?


* Faultyor

* Faulty Knock Sensor

No

Yes

EPM

EPM

DTC

4-77 EPM 4-77

Diagnostics

BK-29

BK-30

KnockSensor

Knock +

Knock-

M4.2L

Y-R

DG-P

EPM

DTC 254-Excessive Knock Signal

Circuit Description

The Knock Sensor converts engine vibration to an electrical signal. The EPM uses this signal to determine the presence of engine knock and to retard spark timing. This fault will set if the Knock Sensor input to the EPM is greater than 4.5 volts while MAP is less than 8 psia and knock spark retard is at maximum.

Conditions for Setting the DTC • Excessive Knock Signal • Check Condition-Engine Running • Fault Condition-Knock Sensor input greater than 4.5 volts while MAP is less than 8 psia and

knock spark retard is at maximum • MIL-On for active fault and for 3 seconds after active fault • Adaptive-Enabled • Closed Loop-Enabled

4-78 EPM 4-78

Diagnostics

Cl


Operate engine at less than8 psia MAP

D

Intermittentproblem

No

Checkbetween tthe Knock a

short to power

Yes

Is wiring OK?

Repair short inhaness

Faul

No

Yes

Disconnect Knock Sensor and operateengine at less than 8 psia MAP.

* Faulty Knock Sensoror

* Severe mechanicalvibration on engine in need

of repair

No

Yes

ear DTC 254

Does DTC 254reset?

the wiringhe EPM and Sensor for

ty EPM

oes DTC 254reset?

4-79 EPM 4-79

Diagnostics

BK-6

BK-7

BK-10

BK-8

BK-9

Injector Driver

Injector Driver

Injector Driver

Injector DriverInj #4

Inj #1

Inj #2

Inj #3

R

T

W

BR / Y

BR / LB

Injector power

#1

#4

#2

#3

EPM

DTC 311- Injector Driver #1 Open (2.5L)

Circuit Description Injector Driver #1 fires the #1 cylinder injector. This fault will set if the EPM detects low feedback voltage on the internal injector while the injector drive circuit is in the off-state and battery voltage is greater than 9 volts.

Conditions for Setting the DTC • Injector coil open or driver circuit short • Check Condition-Key on and engine running • Fault Condition-Battery voltage at EPM greater than 9 volts and injector low-side less than 4

volts for 10 injector firings • MIL-On for active fault and for 5 seconds after active fault • Adaptive-Disabled for remainder of key-on cycle • Closed Loop-Disabled during active fault

4-80 EPM 4-80

Diagnostics

4-81 EPM 4-81


reset withling?

Clear system fault


No

Yes

* Key Off* Disconnect harness connector from the #1

cylinder injector* Using a high impedance DVOM measure

the resistance between pins on the injector

Replace the injector

Does the DVOMdisplay a resistance of

5.0 Ohms or less?

* Disconnect the B ssconnector from

* Using the DVOM heresistance from the injector connectorto pin 7 on the black connector

Does DTC 311engine id

lack harnethe measure t

EPM

or* Faulty connection at injector

* Faul

No

ECMEPMorty EPM


16 Ohms or less?

Repair open inharness

* Measure resistance from the Tan wire inthe injector connector to battery ground

and then to analog ground in the harness(GY-R Wire)


5.0 Ohms or less?

* Repair short to ground inharness

analog gr d harness isok

Yes

Yes

No

Yes

No

or

ound an * Faulty EPM if shorted to

Diagnostics

BK-6

BK-7

BK-9

BK-11

BK-8

BK-10

BK-12

InjectorPower

Injector Driver

Injector Driver

Injector Driver


Inj #1

Inj #2

Inj #3

R

T

W

BR / Y

BR / LB

Inj #5

Inj #6

T/BK

LG/O

Injector Driver

Injector Driver

#2

#1

#3

#4

#5

#6

EPM

DTC 311-Injector Driver #1 Open (4.2L)




4-82 EPM 4-82

Diagnostics

4-83 EPM 4-83


reset withengine idling?

Clear system fault


No

Yes






5.0 Ohms or less?

* Disconnect the B ssconnector from the

* Using the DVOM heresistance from the injector connectorto pin 7 on the black connector

Does 11

lack harne

measure t EPM

* Faulty connection at injector or EPM

* Faulty EPM

No

or


16 Ohms or less?


* Measure resistance from the Tan wire inthe injector connector to battery ground



5.0 Ohms or less?


analog ground and harness isok

Yes

Yes

No

Yes

No

or * Faulty EPM if shorted to

DTC 3

Diagnostics

BK-6

BK-7

BK-10

BK-8

BK-9

Injector Driver

Injector Driver

Injector Driver


Inj #1

Inj #2

Inj #3

R

T

W

BR / Y

BR / LB

Injector power

#1

#4

#2

#3

EPM

DTC 312- Injector Driver #1 Shorted (2.5L)

Circuit Description Injector Driver #1 fires the #1 cylinder injector. This fault will set if the EPM detects 10 injector firings with the internal driver sense voltage greater than 4 volts while the injector is in the on-state and battery voltage is less than 16 volts.

Conditions for Setting the DTC • Injector coil shorted • Check Condition-Key on and engine running • Fault Condition-Battery voltage at EPM less than 16 volts and injector low-side greater than

4 volts for 10 injector firings • MIL-On during active fault and for 5 seconds after active fault • Adaptive-Disabled for remainder of key-on cycle • Closed Loop-Disabled during active fault

4-84 EPM 4-84

Diagnostics

4-85 EPM 4-85


2 reset withling?

Clear system fault


No

Yes



the resistance between pins of the injector


Is a short present?

* Disconnect th sconnector from t* Usi M check from pin BK-7 at t nnector to the Tanwire in the injector connector for ashort to voltage .

Repair short to voltage in harness

No

YesDoes the DVOMdisplay a resistance of

5 Ohms or more?

Faulty injector

Faul

Yes

No

Does 31engine id DTC e Black harnes

he EPMng the DVOhe o EPM c

orty EPM

Diagnostics

BK-6

BK-7

BK-9

BK-11

BK-8

BK-10

BK-12

InjectorPower

Injector Driver

Injector Driver

Injector Driver


Inj #1

Inj #2

Inj #3

R

T

W

BR / Y

BR / LB

Inj #5

Inj #6

T/BK

LG/O

Injector Driver

Injector Driver

#2

#1

#3

#4

#5

#6

EPM

DTC 312-Injector #1 Shorted (4.2L)

Circuit Description Injector Driver #1 fires the #1 cylinder injector. This fault will set if the EPM detects 10 injector firings with the internal driver sense voltage greater than 4 volts while the injector is in the on-state and battery voltage is less than 16 volts. Conditions for Setting the DTC • Injector coil shorted • Check Condition-Key on and engine running • Fault Condition-Battery voltage at EPM less than 16 volts and injector low-side greater than

4 volts for 10 injector firings • MIL-On during active fault and for 5 seconds after active fault • Adaptive-Disabled for remainder of key-on cycle • Closed Loop-Disabled during active fault

4-86 EPM 4-86

Diagnostics

4-87 EPM 4-87


reset withling?

Clear system fault


No

Yes





Is a short present?

* Disconnect th sconnector from t* Usi om pin BK-7 at t nnector to the Tanwire i or connector for ashort to voltage .


No


5 Ohms or more?

Faulty injector

Faul

Yes

No

Does 312engine id DTC e Black harnes

heM check frng the DVO

he on the inject

EPM c

EPM

orty EPM

Diagnostics

BK-6

BK-7

BK-10

BK-8

BK-9

Injector Driver

Injector Driver

Injector Driver


Inj #1

Inj #2

Inj #3

R

T

W

BR / Y

BR / LB

Injector power

#1

#4

#2

#3

EPM


Circuit Description Injector Driver #2 fires the #3 cylinder injector. This fault will set if the EPM detects low feedback voltage on the internal injector while the injector drive circuit is in the off- state and battery voltage is greater than 9 volts.


volts for 10 injector firings • MIL-On during active fault and for 5 seconds after active fault • Adaptive-Disabled for remainder of key-on cycle • Closed Loop-Disabled during active fault

4-88 EPM 4-88

Diagnostics

4-89 EPM 4-89


reset withling?

Clear system fault


No

Yes






5.0 Ohms or less?

* Disconnect the B essconnector from t* Using the DV theresistance from the injector connectorto pin 8 on the black connector

Does 313engine id

lack harnhe EPM

OM measure

o* Faulty connection at injector

* Faul

No

r EPMorty EPM


16 Ohms or less?


* Measure resistance from the BR/Y wirein the injector connector to battery groundand then to analog ground in the harness

(GY-R Wire)


5.0 Ohms or less?


* Faul horted toanalog gr d harness is

ok

Yes

Yes

No

Yes

No

orty f s

ound an EPM i

DTC

Diagnostics

BK-6

BK-7

BK-9

BK-11

BK-8

BK-10

BK-12

InjectorPower

Injector Driver

Injector Driver

Injector Driver


Inj #1

Inj #2

Inj #3

R

T

W

BR / Y

BR / LB

Inj #5

Inj #6

T/BK

LG/O

Injector Driver

Injector Driver

#2

#1

#3

#4

#5

#6

EPM





4-90 EPM 4-90

Diagnostics

4-91 EPM 4-91


reset withling?

Clear system fault


No

Yes






5.0 Ohms or less?

* Disconnect the B essconnector from t

* Using the DV theresistance from the injector connectorto pin 8 on the black connector


lack harnhe EPM

OM measure

or EPM* Faulty connection at injector

* Faul

No

orty EPM


16 Ohms or less?


* Measure resistance from the BR/LB wirein the injector connector to battery groundand then to analog ground in the harness

(GY-R Wire)


5.0 Ohms or less?


* Faulty EPM if shorted toanalog gr d harness is

ok

Yes

Yes

No

Yes

No

or

ound an

Diagnostics

BK-6

BK-7

BK-10

BK-8

BK-9

Injector Driver

Injector Driver

Injector Driver


Inj #1

Inj #2

Inj #3

R

T

W

BR / Y

BR / LB

Injector power

#1

#4

#2

#3

EPM

DTC 314-Injector Driver #2 Shorted (2.5L)



4 volts for 10 injector firings • MIL-On during active fault and for 5 seconds after active fault • Adaptive-Enabled • Closed Loop-Enabled

4-92 EPM 4-92

Diagnostics


eset withling?

Clear system fault


No

Yes





Is a short present?

* Disconnect th sconnector from t* Usi om pin BK-8 at t nnector to the BR/Ywire i or connector for ashort to voltage


No


5 Ohms or more?

Faulty injector

Faul

Yes

No

Does DTC 314 rengine id

e Black harneshe EPMM check frng the DVO

he EPM con the inject

orty EPM

4-93 EPM 4-93

Diagnostics

BK-6

BK-7

BK-9

BK-11

BK-8

BK-10

BK-12

InjectorPower

Injector Driver

Injector Driver

Injector Driver


Inj #1

Inj #2

Inj #3

R

T

W

BR / Y

BR / LB

Inj #5

Inj #6

T/BK

LG/O

Injector Driver

Injector Driver

#2

#1

#3

#4

#5

#6

EPM

DTC 314-Injector Driver #2 Shorted (4.2L)




4-94 EPM 4-94

Diagnostics

4-95 EPM 4-95


Doe et withengine idling?

Clear system fault


No

Yes





Is a short present?

* Disconnect t sconnector from the EPM

* Usi om pin BK-8 at t onnector to the BR/LBwire i or connector for ashort to voltage


No


5 Ohms or more?

Faulty injector

Faul

Yes

No

s DTC 314 res he Black harnes

OM check frng the DVhe ECM cn the inject

orty EPM

Diagnostics

BK-6

BK-7

BK-10

BK-8

BK-9

Injecto

Injecto

Injecto

InjectoInj #4

Inj #1

Inj #2

Inj #3

R

T

W

BR / Y

BR / LB

Inject


Circuit Description Injector Driver #3 fires the #4 cylinder injector. This fault will set if the EPM detects low feedback voltage on the internal injecinjector drive circuit is in the off-state and battery voltage is greater than 9 volt

Conditions for Setting the DTC • Injector coil open or driver circuit short • Check Condition-Key on and engine running • Fault Condition-Battery voltage at EPM greater than 9 volts and injector lo


4-96 EPM

ECMEPM

r Driver

r Driver

r Driver

r Driver

or power

#1

#4

#2

#3

tor while the s.

w-side less than 4

4-96

Diagnostics

4-97 EPM 4-97


Does DTC 315 reset withling?

Clear system fault


No

Yes






5.0 Ohms or less?

* Disconnect the Black harnessconnector from the* Using the DV theresistance from connectorto pin 9 on the black connector

* Faulty connection at injector oror

* Faulty

No


16 Ohms or less?


* Measure resistance from the BR/LB wirein the injector connector to battery groundand then to analog ground in the harness

(GY-R Wire)


5.0 Ohms or less?


or* Faulty f shorted to

analog gr d harness is

Yes

Yes

No

Yes

No

engine id

EPM iound an

ok ECMEPM EPM OM measure

he injector t

EPM

EPM

Diagnostics

BK-6

BK-7

BK-9

BK-11

BK-8

BK-10

BK-12

InjP

Inject

Inject

Inject

InjectInj #4

Inj #1

Inj #2

Inj #3

R

T

W

BR / Y

BR / LB

Inj #5

Inj #6

T/BK

LG/O

Inject

Inject

M


Circuit Description Injector Driver #3 fires the #2 cylinder injector. This fault will set if the EPM detects low feedback voltage on the internal injectinjector drive circuit is in the off-state and battery voltage is greater than 9 volts



4-98 EPM

ECMEP
ectorower
or Driver

or Driver

or Driver

or Driver

or Driver

or Driver

#2

#1

#3

#4

#5

#6

or while the .

w-side less than 4

4-98

Diagnostics

4-99 EPM 4-99



Clear system fault


No

Yes






5.0 Ohms or less?

* Disconnect the Black harnessconnector from the* Using the DV theresistance from t onnectorto pin 9 on the black connector

engine id

EPMOM measure

he injector c

* Faulty connection at injector or EPMor

* Faulty EPM

No


16 Ohms or less?


* Measure resistance from the White wirein the injector connector to battery groundand then to analog ground in the harness

(GY-R Wire)


5.0 Ohms or less?


or* Faulty EPM if shorted to

analog gr d harness is

Yes

Yes

No

Yes

No

ound an

ok

Diagnostics

BK-6

BK-7

BK-10

BK-8

BK-9

Injec

Injec

Injec

InjecInj #4

Inj #1

Inj #2

Inj #3

R

T

W

BR / Y

BR / LB

Inje

DTC 316-Injector Driver #3 Shorted (2.5L

Circuit Description Injector Driver #3 fires the #4 cylinder injector. This fault will set if the EPM detects 10 injector firings with the internal drivergreater than 4 volts while the injector is in the on-state and battery voltage is

Conditions for Setting the DTC • Injector coil shorted • Check Condition-Key on and engine running • Fault Condition-Battery voltage at EPM greater than 9 volts and injector

than 4 volts for 10 injector firings. • MIL-On for active fault and for 5 seconds after active fault • Adaptive-Enabled • Closed Loop-Enabled

4-100 EPM

EPM

tor Driver

tor Driver

tor Driver

tor Driver

ctor power

#1

#4

#2

#3

)

sense voltage less than 16 volts.

low-side greater

4-100

Diagnostics


Does DTC 316 reset withengine idling?

Clear system fault


No

Yes





Is a short present?


No


5 Ohms or more?

Faulty injector

Faul

Yes

No

orty EPM

4-101 EPM 4-101

* Disconnect the Black harnessconnector from the EPM

* Using the DVOM check from pin BK-9 at the EPM connector to the BR/LBwire in the injector connector for a short to voltage

STEVEN

Diagnostics

BK-6

BK-7

BK-9

BK-11

BK-8

BK-10

BK-12

InP

Injec

Injec

Injec

InjecInj #4

Inj #1

Inj #2

Inj #3

R

T

W

BR / Y

BR / LB

Inj #5

Inj #6

T/BK

LG/O

Injec

Injec

DTC 316-Injector Driver #3 Shorted (4.2

Circuit Description Injector Driver #3 fires the #2 cylinder injector. This fault will set if the EPM detects 10 injector firings with the internal drivgreater than 4 volts while the injector is in the on-state and battery voltage

Conditions for Setting the DTC • Injector coil shorted • Check Condition-Key on and engine running • Fault Condition-Battery voltage at EPM greater than 9 volts and inject

than 4 volts for 10 injector firings. • MIL-On for active fault and for 5 seconds after active fault • Adaptive-Enabled • Closed Loop-Enabled

4-102 EPM

EPM
jectorower
tor Driver

tor Driver

tor Driver

tor Driver

tor Driver

tor Driver

#2

#1

#3

#4

#5

#6

L)

er sense voltage is less than 16 volts.

or low-side greater

4-102

Diagnostics


reset withling?

Clear system fault


No

Yes





Is a short present?

* Disconnect th sconnector from t* Usi om pin BK-9 at the EPM connector to the White

wire i or connector for ashort to voltage


No


5 Ohms or more?

Faulty injector

Faul

Yes

No

e Black harneshe EPM

check frng the DVOM

n the inject


orty EPM

4-103 EPM 4-103

STEVEN

Diagnostics

BK-6

BK-7

BK-10

BK-8

BK-9

Inje

Inje

Inje

InjeInj #4

Inj #1

Inj #2

Inj #3

R

T

W

BR / Y

BR / LB

Inje


Circuit Description Injector Driver #4 fires the #2 cylinder injector. This fault will set if the EPM detects low feedback voltage on the internal injinjector drive circuit is in the off-state and battery voltage is greater than 9 v

Conditions for Setting the DTC • Injector coil open or driver circuit short • Check Condition-Key on and engine running • Fault Condition-Battery voltage at EPM greater than 9 volts and injector


4-104 EPM

EPM

ctor Driver

ctor Driver

ctor Driver

ctor Driver

ctor power

#1

#4

#2

#3

ector while the olts.

low-side less than 4

4-104

Diagnostics


reset withling?

Clear system fault


No

Yes






5.0 Ohms or less?

* Disconnect the B ssconnector from t* Using the DVOM heresistance from the injector connectorto pin 10 on the black connector


lack harnehe

measure t EPM


* Faul

No

orty EPM


16 Ohms or less?


* Measure resistance from the White wirein the injector connector to battery groundand then to analog ground in the harness

(GY-R Wire)


5.0 Ohms or less?


* Faulty EPM if shorted toanalog ground and harness is

ok

Yes

Yes

No

Yes

No

or

4-105 EPM 4-105

Diagnostics

BK-6

BK-7

BK-9

BK-11

BK-8

BK-10

BK-12

I

Inje

Inje

Inje

InjeInj #4

Inj #1

Inj #2

Inj #3

R

T

W

BR / Y

BR / LB

Inj #5

Inj #6

T/BK

LG/O

Inje

Inje


Circuit Description Injector Driver #4 fires the #5 cylinder injector. This fault will set if the EPM detects low feedback voltage on the internal injeinjector drive circuit is in the off-state and battery voltage is greater than 9 vo

Conditions for Setting the DTC • Injector coil open or driver circuit short • Check Condition-Key on and engine running • Fault Condition-Battery voltage at EPM greater than 9 volts and injector


4-106 EPM

EPM
njectorPower
ctor Driver

ctor Driver

ctor Driver

ctor Driver

ctor Driver

ctor Driver

#2

#1

#3

#4

#5

#6

ctor while the lts.

low-side less than 4

4-106

Diagnostics

4-107 EPM 4-107


Does SFC 321 reset withengine idling?

Clear system fault


No

Yes






5.0 Ohms or less?

* Disconnect the Black harnessconnector from the ECM

* Using the DVOM measure theresistance from the injector connectorto pin 10 on the black connector

* Faulty connection at injector or EPMor

* Faulty EPM

No


16 Ohms or less?


* Measure resistance from the T/BK wire inthe injector connector to battery ground



5.0 Ohms or less?


or* Faulty ECM if shorted to

analog ground and harness isok

Yes

Yes

No

Yes

No

EPM

EPM

DTC

Diagnostics

BK-6

BK-7

BK-10

BK-8

BK-9

Injec

Injec

Injec

InjecInj #4

Inj #1

Inj #2

Inj #3

R

T

W

BR / Y

BR / LB

Inje

M


Circuit Description Injector Driver #4 fires the #2 cylinder injector. This fault will set if the EPM detects 10 injector firings with the injector drivergreater than 4 volts while the injector is in the on-state and battery voltage is

Conditions for Setting the DTC • Injector coil shorted • Check Condition-Key on and engine running • Fault Condition-Battery voltage at EPM less than 16 volts and injector lo

4 volts for 10 injector firings • MIL-On for active fault and for 5 seconds after active fault • Adaptive-Enabled • Closed Loop-Enabled

4-108 EPM

EP

tor Driver

tor Driver

tor Driver

tor Driver

ctor power

#1

#4

#2

#3

)


w-side greater than

4-108

Diagnostics


reset withling?

Clear system fault


No

Yes





Is a short present?

* Disconnect th sconnector from t* Usin pin BK-10 at t EPM connector to the Whitewire in onnector for ashort to voltage


No


5 Ohms or more?

Faulty injector

Faul

Yes

No


e Black harneshe EPMM check fromg the DVO

he the injector c

orty EPM

4-109 EPM 4-109

Diagnostics

BK-6

BK-7

BK-9

BK-11

BK-8

BK-10

BK-12

Inje

Inje

Inje

InjeInj #4

Inj #1

Inj #2

Inj #3

R

T

W

BR / Y

BR / LB

Inj #5

Inj #6

T/BK

LG/O

Inje

Inje

M


Circuit Description Injector Driver #4 fires the cylinder #5 injector. This fault will set if the EPM detects 10 injector firings with the internal drivergreater than 4 volts while the injector is in the on-state and battery voltage is



4-110 EPM

EP
InjectorPower
ctor Driver

ctor Driver

ctor Driver

ctor Driver

ctor Driver

ctor Driver

#2

#1

#3

#4

#5

#6

)


w-side greater than

4-110

Diagnostics



Clear system fault


No

Yes





Is a short present?

* Disconnect the Black harnessconnector from the EPM

* Using the DVOM check from pin BK-10 at the EPM connector to the T/BKwire in the injector connector for ashort to voltage


No


5 Ohms or more?

Faulty injectoror

Faulty EPM

Yes

No

4-111 EPM 4-111

Diagnostics

BK-6

BK-7

BK-9

BK-11

BK-8

BK-10

BK-12

InP

Injec

Injec

Injec

InjecInj #4

Inj #1

Inj #2

Inj #3

R

T

W

BR / Y

BR / LB

Inj #5

Inj #6

T/BK

LG/O

Injec

Injec


Circuit Description Injector Driver #5 fires the #3 cylinder injector. This fault will set if the EPM detects low feedback voltage on the internal injecinjector drive circuit is in the off-state and battery voltage is greater than 9 volt



4-112 EPM

EPM
jectorower
tor Driver

tor Driver

tor Driver

tor Driver

tor Driver

tor Driver

#2

#1

#3

#4

#5

#6

tor while the s.

w-side less than 4

4-112

Diagnostics


reset withling?

Clear system fault


No

Yes






5.0 Ohms or less?

* Disconnect the B essconnector from the EPM

* Using the DV theresistance from the injector connectorto pin 11 on the black connector


lack harn

OM measure


* Faulty EPM

No

or


16 Ohms or less?


* Measure resistance from the BR/Y wirein the injector connector to battery groundand then to analog ground in the harness

(GY-R Wire)


5.0 Ohms or less?



ok

Yes

Yes

No

Yes

No

or

ound an

4-113 EPM 4-113

Diagnostics

BK-6

BK-7

BK-9

BK-11

BK-8

BK-10

BK-12

InP

Inje

Inje

Inje

InjeInj #4

Inj #1

Inj #2

Inj #3

R

T

W

BR / Y

BR / LB

Inj #5

Inj #6

T/BK

LG/O

Inje

Inje

M

DTC 324-Injector Driver #5 Shorted (4.

Circuit Description Injector Driver #5 fires the #3 cylinder injector. This fault will set if the EPM detects 10 injector firings with the internal drigreater than 4 volts while the injector is in the on-state and battery voltag

Conditions for Setting the DTC • Injector coil shorted • Check Condition-Key on and engine running • Fault Condition-Battery voltage at EPM less than 16 volts and injecto


4-114 EPM

EP
jectorower
ctor Driver

ctor Driver

ctor Driver

ctor Driver

ctor Driver

ctor Driver

#2

#1

#3

#4

#5

#6

2L)

ver sense voltage e is less than 16 volts.

r low-side greater than

4-114

Diagnostics



Clear system fault


No

Yes





Is a short present?

* Disconnect th sconnector from the EPM

* Usin om pin BK-11 at the EPM onnector to the BR/Ywire in onnector for ashort to voltage


No


5 Ohms or more?

Faulty injector

Faulty EPM

Yes

No

engine ide Black harnes

M check frg the DVO

the injector c

or

4-115 EPM 4-115

Diagnostics

BK-6

BK-7

BK-9

BK-11

BK-8

BK-10

BK-12

I

Inje

Inje

Inje

InjeInj #4

Inj #1

Inj #2

Inj #3

R

T

W

BR / Y

BR / LB

Inj #5

Inj #6

T/BK

LG/O

Inje

Inje

M

DTC 325-Injector Driver #6 Open (4.2

Circuit Description Injector Driver #6 fires the #6 cylinder injector. This fault will set if the EPM detects low feedback voltage on the internal injector drive circuit is in the off-state and battery voltage is greater than 9

Conditions for Setting the DTC • Injector coil open or driver circuit short • Check Condition-Key on and engine running • Fault Condition-Battery voltage at EPM greater than 9 volts and injec


4-116 EPM

EP
njectorPower
ctor Driver

ctor Driver

ctor Driver

ctor Driver

ctor Driver

ctor Driver

#2

#1

#3

#4

#5

#6

L)

injector while the volts.

tor low-side less than 4

4-116

Diagnostics


reset withling?

Clear system fault


No

Yes






5.0 Ohms or less?

* Disconnect the B ssconnector from t* Using the DVOM heresistance from the injector connectorto pin 12 on the black connector


lack harnehe EPM

measure t

or* Faulty connection at injector

* Faul

No

ECMEPMorty EPM


16 Ohms or less?


* Measure resistance from the LG/O wirein the injector connector to battery groundand then to analog ground in the harness

(GY-R Wire)


5.0 Ohms or less?



ok

Yes

Yes

No

Yes

No

or

ound an

4-117 EPM 4-117

Diagnostics

BK-6

BK-7

BK-9

BK-11

BK-8

BK-10

BK-12

Inje

Inje

Inje

InjeInj #4

Inj #1

Inj #2

Inj #3

R

T

W

BR / Y

BR / LB

Inj #5

Inj #6

T/BK

LG/O

Inje

Inje

M


Circuit Description Injector Driver #6 fires the #6 cylinder injector. This fault will set if the EPM detects 10 injector firings with the internal drivergreater than 4 volts while the injector is in the on-state and battery voltage is



4-118 EPM

EP
InjectorPower
ctor Driver

ctor Driver

ctor Driver

ctor Driver

ctor Driver

ctor Driver

#2

#1

#3

#4

#5

#6

)


w-side greater than

4-118

Diagnostics



Clear system fault


No

Yes





Is a short present?

* Disconnect th sconnector from the EPM

* Usin om pin BK-12 at tthe EPM connector to the LG/Owire in the injector connector for ashort to voltage


No


5 Ohms or more?

Faulty injector

Faul

Yes

No

engine ide Black harnes

M check frg the DVO

orty EPM

4-119 EPM 4-119

Diagnostics

4-120 EPM 4-120

FP Relay

GY-10

GY-9

86

85

30

87

VSW

VBATT

To FuelPump

FP Control

FP Monitor

LB/O

DG/Y

R R/LG

PK/BK

ECM

DTC 351-Fuel Pump Loop Open or High Side Short To Ground

Circuit Description The EPM monitors voltage on the Fuel Pump circuit while the engine is running and anytime the EPM is energized. This fault will set if the EPM detects Fuel Pump high-side on-state voltage less than 4 volts while battery voltage is greater than 8 volts. When this fault occurs, the MIL light will illuminate and the engine will shut down.

Conditions for Setting the DTC

• Fuel Pump Circuit • Check Condition - Key - On and Engine Running • Fault Condition - Fuel Pump high-side on-state less than 4 volts and battery voltage greater

than 8 volts • MIL- On during active fault • Adaptive- Enabled • Closed Loop- Enabled • Engine Shut Down

EPM

Diagnostics

Key - OnSystem Data Mode

Gasoline Fuel Selected

Observe Fuel Pumpvoltage while Fuel

Pump is energized.

Does DST display FuelPump voltage of 4 volts

or less?


Disconnect Grey connectorand measure resistance bet

10 and fuel pump +(at the pump).

Is resistance lessthan 5 ohms

Repair open inFuel Pump Monitor

circuit. (GY-10)

* Make sure Fuel Pumpered by the Ford

arness and by an external

sourceor

* Repair short to groundin harness in fuel pump

circuit.

No

Yes

Yes

No

at EPMween pin

is pow EPM and H

not

4-121 EPM 4-121

Diagnostics

FP Relay

GY-10

GY-9

86

85

30

87

VSW

VBATT

To FuelPump

F

F

LB/O

DG/Y

R R/LG

PK/BK

MM

DTC 352-Fuel Pump High Side Shorted T

Circuit Description The EPM monitors voltage on the Fuel Pump circuit while the engine is rEPM is energized. This fault will set if the EPM detects Fuel Pump high-than 4 volts while the pump should be off and the battery voltage is less fault occurs, the MIL light will illuminate and the engine will shut down.

Conditions for Setting the DTC • Fuel Pump Circuit • Check Condition- Key-on and engine running • Fault condition- Fuel Pump high-side off-state greater than 4 volts an

than 16 volts • MIL- On during active fault • Adaptive- Enabled • Closed Loop- Enabled • Engine Shut Down

4-122 EPM

EP

P Control

P Monitor

o Power

unning and anytime the side voltage greater than 16 volts. When this

d battery voltage less

4-122

Diagnostics

Key - onSystem Data Mode

Does DST display FuelPump voltage of 4 volts or

greater?


Repair short to power in harnessbetween Fuel Pump Relay and Fuel

Pump

Wait at least 10seconds to allow fuel

pump circuit to de-energize

No

Yes

4-123 EPM 4-123

Diagnostics

GY-1

GY-2

M

Coil

Coil

1

2

3

To Relayed Power Fuse

Cyls 1 & 4

Cyls 2 & 3

R

Y/BK

Y/R

M

DTC 411-Coil Driver #1 Open (2.5L)

Circuit Description Coil driver #1 fires engine cylinder number 1 & 4. This fault will set if the EPM detects 10 coil firings which require the adaptthan allowed with the battery voltage above 11 volts. The purpose of this fault is to detect an open or high impedance circuit to primary coil.

Conditions for Setting the DTC • Primary Loop open or low side short to ground • Check Condition-Key on and engine running • Fault Condition-Battery voltage at EPM greater than 11 volts and dwe

for 10 coil firings • MIL-On for active fault and for 3 seconds after active fault • Adaptive-Disabled for remainder of key-on cycle • Closed Loop-Disabled during active fault

4-124 EPM

EP

Driver #1

Driver #2

ive dwell to be greater

the coil, or an open

ll greater than allowed

4-124

Diagnostics


Clear system fault


* Key Off* Disconnect Grey harness connector from

* Disconnect the ignition coil from the harness* Using a high impedance DVOM measure theresistance between pin GY-1 of tconnector and pin 1 of the coil connector.

Find and repair the openin the harness.


5.0 Ohms or less?

* Using the DVOM measure theresistance between pins 1 & 2 on the

ignition coil.

* Faulty connection at EPM or coil

* Faul

No


5.0 Ohms or less?

Replace faulty coil

No

Yes

Yes

No

the EPM

he EPM

Does SFC 411 reset withengine idling?DTC

orty EPM

4-125 EPM 4-125

STEVEN

STEVEN

* Faulty connection at EPM or coil * Faul or ty EPM

Diagnostics

GY-1

GY-2

Coil

Coil

1

2

3

4GY-3

Coil


Cyls 1 & 5

Cyls 2 & 6

Cyls 3 & 4

R

Y / R

Y / W

Y / BK


Circuit Description Coil driver #1 fires engine cylinder number 1 & 5. This fault will set if the EPM detects 10 coil firings, which require the adapthan allowed with the battery voltage above 11 volts. The purpose of this fault is to detect an open or high impedance circuit toprimary coil.



4-126 EPM

Driver #1

Driver #2

Driver #3

EPM

tive dwell to be greater



4-126

Diagnostics


Clear system fault



* Disconnect the ignition coil from the harness* Using a high impedance DVOM measure the

resistance between pin GY-1 of the EPMconnector and pin 1 of the coil connector.



5.0 Ohms or less?


ignition coil.


* Fau

No


5.0 Ohms or less?

Replace faulty coil

No

Yes

Yes

No

the EPM

Does SFC 411 reset withengine idling?DTC

orlty EPM

4-127 EPM 4-127

STEVEN

* Key Off * Disconnect Grey harness connector from * Disconnect the ignition coil from the harness * Using a high impedance DVOM measure the resistance between pin GY-1 of the EPM connector and pin 1 of the coil connector. the EPM

STEVEN

* Faulty connection at EPM or coil * Fau or lty EPM

Diagnostics

GY-1

GY-2

M

Coil

Coil

1

2

3


Cyls 1 & 4

Cyls 2 & 3

R

Y/BK

Y/R

M

DTC 412-Coil Driver #1 Shorted (2.5L

Circuit Description Coil driver #1 fires engine cylinder number 1 & 4. This fault will set if the EPM detects 10 coil firings in which the adaptive dwand battery voltage is less than 16 volts. The purpose of this fault is to detect a short to ground in the harness, or incoil.

Conditions for Setting the DTC • Primary Coil shorted • Check Condition-Key On and engine running • Fault Condition-Battery voltage at EPM less than 16 volts and adaptiv

allowed for 10 coil firings • MIL-On for active fault and for 5 coil firings after active fault • Adaptive-Disabled for the remainder of the key-on cycle • Closed Loop-Disabled during the active fault

4-128 EPM

EP

Driver #1

Driver #2

)

ell is less allowed

ternally to the primary

e dwell less than

4-128

Diagnostics


Clear system fault


No

Yes

* Key Off* Disconnect the ignition coil from the harness* Using a high impedance DVOM measure the

resistance between pins 1 & 2 on the ignitioncoil..

Replace the coilIs circuit shorted?

from t* Check between t

and pin 1 of the coil connector for ashort to ground.

NOTE: Perform this test using a DVOMand check one pin at a time to battery

ground.

Repair short to ground in harness

No


0.5 Ohms or more?

or Faul

No

Yes

Disconnect Grey harness connectorhe EPMpin GY-1 at he EPM


Faulty coilty EPM

4-129 EPM 4-129

STEVEN

* Key Off * Disconnect the ignition coil from the harness * Using a high impedance DVOM measure the resistance between pins 1 & 2 on the ignition coil..

STEVEN

from t * Check between t and pin 1 of the coil connector for a short to ground. NOTE: Perform this test using a DVOM and check one pin at a time to battery ground. Disconnect Grey harness connector he EPM pin GY-1 at he EPM

STEVEN


Diagnostics

GY-1

GY-2

Coi

Coi

1

2

3

4GY-3

Coi


Cyls 1 & 5

Cyls 2 & 6

Cyls 3 & 4

R

Y / R

Y / W

Y / BK

M

DTC 412-Coil Driver #1 Shorted (4.2

Circuit Description Coil driver #1 fires engine cylinder number 1 & 5. This fault will set if the EPM detects 10 coil firings in which the adaptive dand battery voltage is less than 16 volts. The purpose of this fault is to detect a short to ground in the harness, or coil.

Conditions for Setting the DTC • Primary Coil shorted • Check Condition-Key On and engine running • Fault Condition-Battery voltage at EPM less than 16 volts and adapti


4-130 EPM

EP

l Driver #1

l Driver #2

l Driver #3

L)

well is less allowed

internally to the primary

ve dwell less than

4-130

Diagnostics


Clear system fault


No

Yes

* Key Off* Disconnect the ignition coil from the harness* Using a high impedance DVOM measure the

resistance between pins 1 & 4 on the ignitioncoil..


from t* Check between t

and pin 1 of the coil connector for ashort to ground.

NOTE: Perform this test using a DVOMand check one pin at a time to battery

ground.


No


0.5 Ohms or more?

or Fau

No

Yes

Disconnect Grey harness connectorhe EPMpin GY-1 at he EPM


Faulty coillty EPM

4-131 EPM 4-131

STEVEN

* Key Off * Disconnect the ignition coil from the harness * Using a high impedance DVOM measure the resistance between pins 1 & 4 on the ignition coil..

STEVEN

from t * Check between t and pin 1 of the coil connector for a short to ground. NOTE: Perform this test using a DVOM and check one pin at a time to battery ground. Disconnect Grey harness connector he EPM pin GY-1 at he EPM

STEVEN


Diagnostics

GY-1

GY-2

M

Coil

Coil

1

2

3


Cyls 1 & 4

Cyls 2 & 3

R

Y/BK

Y/R

M





4-132 EPM

EP

Driver #1

Driver #2




4-132

Diagnostics



reset withling?

Clear system fault


No

Yes

* Key Off* Disconnect Grey harness connector from the EPM



5.0 Ohms or less?


ignition coil.

* Faulty connection at EPM orcoil

* Faul

No

Yes

orty EPM


5.0 Ohms or less?

Replace faulty coil

No

Yes

4-133 EPM 4-133


resistance between pin GY-2 of the EPM connectorand pin 3 of the coil connector.

STEVEN

* Key Off * Disconnect Grey harness connector from the EPM * Disconnect the ignition coil from the harness * Using a high impedance DVOM measure the resistance between pin GY-2 of the EPM connector and pin 3 of the coil connector.

Diagnostics

GY-1

GY-2

Coil

Coil

1

2

3

4GY-3

Coil


Cyls 1 & 5

Cyls 2 & 6

Cyls 3 & 4

R

Y / R

Y / W

Y / BK

M


Circuit Description Coil driver #2 fires engine cylinder number 3 & 4. This fault will set if the EPM detects 10 coil firings, which require the adapthan allowed with the battery voltage above 11 volts. The purpose of this fault is to detect an open or high impedance circuit toprimary coil.



4-134 EPM

EP

Driver #1

Driver #2

Driver #3

tive dwell to be greater



4-134

Diagnostics


Clear system fault







5.0 Ohms or less?


ignition coil.


* Fau

No


5.0 Ohms or less?

Replace faulty coil

No

Yes

Yes

No

the EPM


orlty EPM

4-135 EPM 4-135

STEVEN

* Key Off * Disconnect Grey harness connector from * Disconnect the ignition coil from the harness * Using a high impedance DVOM measure the resistance between pin GY-2 of the EPM connector and pin 3 of the coil connector. the EPM

STEVEN

Find and repair the open in the harness.

STEVEN

* Faulty connection at EPM or coil * Fau or lty EPM

Diagnostics

GY-1

GY-2

M

Coi

Coi

1

2

3


Cyls 1 & 4

Cyls 2 & 3

R

Y/BK

Y/R

M


Circuit Description Coil driver #2 fires engine cylinder number 2 & 3. This fault will set if the EPM detects 10 coil firings in which the adaptive dallowed and battery voltage is less than 16 volts. The purpose of this fault is to detect a short to ground in the harness, or icoil.

Conditions for Setting the DTC • Primary Coil shorted • Check Condition-Key on and engine running • Fault Condition-Battery voltage at EPM less than 16 volts and adaptiv

for 10 coil firings • MIL-On during active fault and for 5 coil firings after active fault • Adaptive-Enabled • Closed Loop-Enabled

4-136 EPM

EP

l Driver #1

l Driver #2

)

well is less than

nternally to the primary

e dwell less allowed

4-136

Diagnostics


reset withling?

Clear system fault


No

Yes

* Key Off* Disconnect the ignition coil from the harness* Using a high impedance DVOM measure

the resistance between pins 2 & 3 on theignition coil..


Disconnect Grey onnectorfrom t

* Check between pin GY-2 at tand pin 3 of the coil connect

short to ground.NOTE: Perform this test using a

DVOM and check one pin at a time tobattery ground.


No


0.5 Ohms or more?

Faulor Faul

No

Yes

harness che EPM

he EPMor for a


ty coilty EPM

4-137 EPM 4-137

Diagnostics

GY-1

GY-2

Coil

Coil

1

2

3

4GY-3

Coil


Cyls 1 & 5

Cyls 2 & 6

Cyls 3 & 4

R

Y / R

Y / W

Y / BK

M


Circuit Description Coil driver #2 fires engine cylinder number 3 & 4. This fault will set if the EPM detects 10 coil firings in which the adaptive dwand battery voltage is less than 16 volts. The purpose of this fault is to detect a short to ground in the harness, or incoil.



4-138 EPM

EP

Driver #1

Driver #2

Driver #3

)

ell is less allowed

ternally to the primary

e dwell less than

4-138

Diagnostics


reset withling?

Clear system fault


No

Yes


the resistance between pins 3 & 4 on theignition coil..


Disconnect Grey h tor fromth

* Check between pin GY-2 at tand pin 3 of the coil connector fo

to ground.NOTE: Perform this test using a DVOMand check one pin at a time to battery

ground.


No


0.5 Ohms or more?

Faulor Faul

No

Yes

arness connece EPM

he EPM r a short


ty coilty EPM

4-139 EPM 4-139

Diagnostics

GY-1

GY-2

Coil

Coil

1

2

3

4GY-3

Coil


Cyls 1 & 5

Cyls 2 & 6

Cyls 3 & 4

R

Y / R

Y / W

Y / BK

M





4-140 EPM

EP

Driver #1

Driver #2

Driver #3




4-140

Diagnostics



Clear system fault



the EPM* Disconnect the ignition coil from the harness* Using a high impedance DVOM measure the




5.0 Ohms or less?


ignition coil.

* Faulty connection at EPM or coilor

* Faulty EPM

No


5.0 Ohms or less?

Replace faulty coil

No

Yes

Yes

No

4-141 EPM 4-141

STEVEN

* Key Off * Disconnect Grey harness connector from the EPM * Disconnect the ignition coil from the harness * Using a high impedance DVOM measure the resistance between pin GY-3 of the EPM connector and pin 2 of the coil connector.

STEVEN

* Faulty connection at EPM or coil or * Faulty EPM

Diagnostics

GY-1

GY-2

Coil

Coil

1

2

3

4GY-3

Coil


Cyls 1 & 5

Cyls 2 & 6

Cyls 3 & 4

R

Y / R

Y / W

Y / BK

M


Circuit Description Coil driver #3 fires engine cylinder number 2 & 6. This fault will set if the EPM detects 10 coil firings in which the adaptive dand battery voltage is less than 16 volts. The purpose of this fault is to detect a short to ground in the harness, or icoil.



4-142 EPM

EP

Driver #1

Driver #2

Driver #3

)

well is less allowed

nternally to the primary

e dwell less than

4-142

Diagnostics


reset withengine idling?

Clear system fault


No

Yes


the resistance between pins 2 & 4 on theignition coil.


Disconnect Grey onnectorfrom t

* Check between pin GY-3 at tand pin 2 of the coil connector for a

short to ground.NOTE: Perform this test using a

DVOM and check one pin at a time tobattery ground.


No


0.5 Ohms or more?

Faulor Faul

No

Yes

harness che EPM

he EPM

Does DTC 416

ty coilty EPM

4-143 EPM 4-143

Diagnostics

BK-15

BK-13

BK-14

LB / BK

BR / W

GY / R

5 volts

Signal

Sensor Ground

M

FPP1

M

DTC 511-FPP1 High Voltage

Circuit Description The Foot Pedal Position sensor uses a variable resistor to determinepedal position. Less depression of pedal results in lower voltage, andresults in higher voltage. This fault will set if voltage is over 4.8 volts at any operating conditionvoltage exceeds 4.8, then FPP1 is considered to be out of specificatiodoes not have a valid signal, and must therefore enforce the low rev (level 1). When these are enforced the maximum throttle position is 5engine speed is 1600 RPM. The Low Rev Limit is enforced for the recycle. Rev limit is still enforced if the active fault is no longer present;Hz for the remainder of the key-on cycle. This is a reminder that the Lenforced.

Conditions for Setting the DTC • Foot Pedal Position 1 • Check Condition-Key On • Fault Condition-FPP1 sensor voltage exceeds 4.8 • MIL-On during active fault and flashing at 2 Hz (twice per second

remainder of the key-on cycle • Adaptive-Enabled • Closed Loop-Enabled • Power Derate (level 1) and Low Rev Limit enforced

4-144 EPM

EP

signal voltage based on greater depression

while the key is on. If the ns. At this point the EPM

limit and Power Derate 0% and the maximum mainder of the key-on the MIL light will flash at 2 ow Rev Limit is still

) after active fault for the

4-144

Diagnostics

Key On -Engine Off System Data Mode

No

Does DST display FPP1 voltage of 4.8 volts or greater

with the Foot Pedal in idle position?

* Key Off* Disconnect FPP sensor from harness* Key On

Slowly depress FP while observing FPP1 voltage.

Yes


battery voltage

* FPP1 signal circuit shorted to voltageor

* Faulty EPM

Does DST display FPP1voltage less than 0.2 volts?

Yes

No

No

Does DST FPP1 voltag eever exceed 4.7 volts?

Yes


YesDoes test light come on?

* Faulty EPM connectionor

* Faulty sensor* Faulty PP1 For

* Poor Ground Circuit or

* Faulty Connection No

* Open sensor ground circuitor

* Faulty EPM

4-145 EPM 4-145

Diagnostics

BK-15

BK-13

BK-14

LB / BK

BR / W

GY / R

5

S

Sens

FPP1M

DTC 512-FPP1 Low Voltage

Circuit Description The Foot Pedal Position sensor uses a variable resistor to determine spedal position. Less depression of pedal results in lower voltage, and results in higher voltage. This fault will set if voltage is less than 0.2 volts at any operating condithe voltage is less than 0.2, then FPP1 is considered to be out of specEPM does not have a valid signal, and must therefore enforce the low Derate (level-1). When these are enforced the maximum throttle positiomaximum engine speed is 1600 RPM. The low rev limit is enforced foron cycle. If the active fault is no longer present, the MIL light will flash aof the key-on cycle. This is a reminder that the Low Rev Limit is still en

Conditions for Setting the DTC • Foot Pedal Position 1 • Check Condition-Key On • Fault Condition-FPP1 sensor voltage less than 0.2 • MIL-On during active fault and flashing at 2 Hz (twice per second)

remainder of the key-on cycle • Adaptive-Enabled • Closed Loop-Enabled • Power Derate (level 1) and Low Rev Limit enforced

4-146 EPM

EP

volts

ignal

or Ground

ignal voltage based on greater depression

tion while the key is on. If ifications. At this point the rev limit and Power n is 50% and the

the remainder of the key-t 2 Hz for the remainder

forced.

after active fault for the

4-146

Diagnostics

Does DST display FPP1voltage of 0.2 volts or lesswith the Foot Pedal in idle

position?

Does DST display FPP1voltage of 4.8 volts or

greater?

* Key Off* Disconnect FPP1 sensor from harness* Jumper 5 volt reference circuit and FPP

signal circuit together* Key On


Probe FPP1 signal circuit withtest light connected to battery

voltage.

* Poor sensor connectionor

* Faulty sensor


greater?

* 5 volt reference is open orshorted to ground


* Fau

* FPP signal circuit open or shorted toground

* Faulty EPM c onnection

* Fau

YesNo

Yes

No

Yes

No

Key On -Engine OffSystem Data Mode

Does DST FPP1 voltageever drop below 0.2 volts?

Slowly depress FP whileobserving FPP1 voltage.

* Faulty FPP1or

* Faulty Connectionor

* Poor 5 volt power supply circuit

Yes

No

or

orlty EPM

or

orlty EPM

4-147 EPM 4-147

Diagnostics

BK-14

BK-15

BK-13

BK-17

IVS

FPP

MBR/W

GY/R

LB/BK

BK/Y

M

DTC 513-FPP 1 Higher Than IVS Li

Circuit Description The engine load command to the EPM is determined by operator deprefoot pedal. The EPM monitors the foot pedal position and controls the tcommanded power level. Because a problem with the foot pedal signalower power than intended by the operator, the pedal used with this coa sensor with an idle validation switch. Checks and cross checks are cthe EPM to determine the validity of the signals. The Idle Validation Swopen contact (idle) that grounds (closed contacts) the IVS circuit to thedepressed more than the idle position. This fault will set if the IVS is at 1 voltage is greater than 1.2 volts. During this fault, Power Derate (leveLimit are enforced. When these are enforced the maximum throttle posmaximum engine speed is 1600 RPM. The Low Rev Limit and Power Dthe remainder of the key-on cycle. If the active fault is no longer presenat 2 Hz for the remainder of the key-on cycle. This is a reminder that thRev Limits are still enforced.

Conditions for Setting the DTC • Foot Pedal Position/Idle Validation Switch • Check Condition-Engine Cranking or Running • Fault Condition-IVS at idle and FPP 1 voltage greater than 1.2 volt• MIL-On during active fault and flashing at 2 Hz (twice per second)

remainder of the key-on cycle • Adaptive-Enabled • Closed Loop-Enabled • Power Derate (level 2) and Low Rev Limit enforced for remainder o

4-148 EPM

EP

IVS

+ 5 volts

SensorGround

FPP1Signal

+ 5 volts

mit

ssion of the electronic hrottle to maintain the l can result in a higher or ntrol system incorporates onstantly conducted by itch (IVS) is a normally EPM when the pedal is idle (open) and the FPP l 2) and the Low Rev ition is 20% and the erate are enforced for t, the MIL light will flash e Power Derate and Low

s after active fault for the

f key-on cycle

4-148

Diagnostics

Key On-Engine OffSystem Data Test Mode

Does DST display IVS "Idle"with the foot pedal fully

depressed

Depress foot pedal untilFPP1 is between 1.1 and 1.3

volts.

Does DST display IVS"Idle" ?

IntermittantProblem

No

No Faulty Foot Pedal

Yes

* Key Off* Disconnect Foot Pedal from harness

* Key On

Yes

Does DST display IVS"Idle" ?

Faulty Foot Pedal

No

IVS signal shorted to ground

B

Yes

4-149 EPM 4-149

orad EPM

Diagnostics

BK-14

BK-15

BK-13

BK-17

IVS

FPP

MBR/W

GY/R

LB/BK

BK/Y

M

DTC 514-FPP 1 Lower Than IVS

Circuit Description The engine load command to the EPM is determined by operator dfoot pedal. The EPM monitors the foot pedal position, and controlscommanded power level. Because a problem with the foot pedal slower power than intended by the operator, the pedal used with tha sensor with an idle validation switch. Checks and cross checks athe EPM to determine the validity of the signals. The Idle Validation Switch (IVS) is a normally open contact (idle) tthe IVS circuit to the EPM when the accelerator pedal is depresseThis fault will set if the IVS is off-idle (closed) and the FPP 1 voltagDuring this fault, Power Derate (level 2) and the Low Rev Limit areenforced the maximum throttle position is 20% and the maximum These are enforced for the remainder of the key-on cycle. If the acthe MIL light will flash at 2 Hz for the remainder of the key-on cyclePower Derate and Low Rev Limits are still enforced.

4-150 EPM

EP

IVS

+ 5 volts

SensorGround

FPP1Signal

+ 5 volts

Limit

epression of the electronic the throttle to maintain the ignal can result in a higher or is control system incorporates re constantly conducted by

hat grounds (closed contacts) d more than the idle position. e is less than 0.6 volts. enforced. When these are

engine speed is 1600 RPM. tive fault is no longer present, . This is a reminder that the

4-150

Diagnostics

Conditions for Setting the DTC • Foot Pedal Position/Idle Validation Switch • Check Condition-Engine Cranking or Running • Fault Condition-IVS off-idle and FPP 1 voltage less than 0.6 volts • MIL-On during active fault and flashing at 2 Hz (twice per second) after active fault for

remainder of key-on cycle • Adaptive-Enabled • Closed Loop-Enabled • Power Derate (level 2) and Low Rev Limit enforced for remainder of key-on cycle

Key On-Engine OffSystem Data Mode

Does DST display IVS "OFFIDLE" with the foot pedal in

idle position?

Intermittant Problem

No

* Key Off* Jumper IVS signal and IVS ground

together on harness connector* Key On

Does DST display IVS"ON" ?

Yes

Faulty Foot Pedal

IVS signal circuit shorted to groundor

Faulty ECM

Yes

No

EPM

4-151 EPM 4-151

Diagnostics

BK-16

BK-13

BK-14

LB/Y

BR / W

GY / RSens

FPP2M

DTC 521-FPP2 High Voltage

Circuit Description The Foot Pedal Position sensor uses a variable resistor to determine signpedal position. Less depression of the pedal results in lower voltage, andresults in higher voltage. The FPP2 input is used as a secondary power ca switch between pedals. This fault will set if signal voltage is over 4.8 volts at any operating conditiIf the voltage exceeds 4.8, then FPP2 is considered out of specification. Adoes not have a valid signal, and must therefore enforce the Low Rev Lim(level 1). When these are enforced the maximum throttle position is 50% engine speed is 1600 RPM. The Low Rev Limit is enforced for the remaincycle. If the active fault is no longer present, the MIL light will flash at 2 Hthe key-on cycle. This is a reminder that the Low Rev Limit is still enforce NOTE: This fault may or may not have Low Rev Limit attached to it, depe

Conditions for Setting the DTC • Foot Pedal Position 2 • Check Condition-Key On • Fault Condition-FPP2 sensor voltage exceeds 4.8 volts • MIL-On during active fault and flashing at 2 Hz (twice per second) aft

remainder of the key-on cycle • Adaptive-Enabled • Closed Loop-Enabled • Power Derate (level1) and Low Rev Limit enforced

4-152 EPM

EP

5 volts

Signal

or Ground

al voltage based on greater depression ommand to FPP1 with

on while the key is on. t this point the EPM it and Power Derate

and the maximum der of the key-on z for the remainder of d.

nding on configuration.

er active fault for the

4-152

Diagnostics

Does DST display FPP2voltage of 4.8 volts or greater

with the Foot Pedal in idleposition?

Does DST display FPP2voltage less than 0.2 volts?

* Key Off* Disconnect FPP2 sensor from harness* Key On


*FPP2 signal circuit shorted to voltage

* Faul


battery voltage

Does test light come on?* Faulty EPM connection

Faulty sensor


* Faul

YesNo

Yes

No


Does DST FPP2 voltageever exceed 4.8 volts?

Slowly increase FPP2 whileobserving FPP2 voltage.

* Faulty FPP2 or* Poor Ground Circuit

or* Faulty Connection

Yes

No

Yes

No

4-153 EPM 4-153

orty EPM

or

orty EPM

Diagnostics

BK-16

BK-13

BK-14

LB/Y

BR / W

GY / RSens

FPP2

DTC 522-FPP2 Low Voltage

Circuit Description The Foot Pedal Position sensor uses a variable resistor to determine signapedal position. Less depression of the pedal results in lower voltage, and gresults in higher voltage. The FPP2 input is used as a secondary power coa switch between pedals. This fault will set if signal voltage is less than 0.2operating condition while the key is on. If the voltage is less than 0.2, then out of specification. At this point the EPM does not have a valid signal, andenforce the low rev limit and Power Derate (level 1). When these are enforthrottle position is 50% and the maximum engine speed is 1600 RPM. Theenforced for the remainder of the key-on cycle. If the active fault is no longlight will flash at 2 Hz for the remainder of the key-on cycle. This is a reminLimit is still enforced. NOTE: This fault may or may not have Low Rev Limit attached to it, depen

Conditions for Setting the DTC • Foot Pedal Position 2 • Check condition- Key-on • Fault Condition- FPP2 sensor voltage less than 0.2 volts • MIL- On during active fault and flashing at 2Hz (twice per second) afte

remainder of the key-on cycle • Adaptive- Enabled • Closed Loop- Enabled • Power Derate (level1) and Low Rev Limit enforced

4-154 EPM

EPM
5 volts
Signal

or Ground

l voltage based on reater depression mmand to FPP1 with volts at any FPP2 is considered must therefore ced the maximum low rev limit is er present, the MIL der that the Low Rev

ding on configuration.

r active fault for the

4-154

Diagnostics

Does DST display FPP2voltage of 0.2 volts or lesswith the Foot Pedal in idle

position?


greater?

* Key Off* Disconnect FPP2 sensor from harness* Jumper 5 volt reference circuit and FPP

signal circuit together* Key On


Probe FPP2 signal circuit withtest light connected to battery

voltage.

* Poor sensor connectionor

* Faulty sensor


greater?

* 5 volt reference is open orshorted to ground


* Fau

* FPP signal circuit open or shorted toground


* Faulty EPM

YesNo

Yes

No

Yes

No


Does DST FPP2 voltageever drop below 0.2 volts?

Slowly increase FPP2 whileobserving FPP2 voltage.

* Faulty FPP2 or* Faulty Connection

or* Poor 5 volt power supply circuit

Yes

No

4-155 EPM 4-155

or

or

orlty EPM

or

Diagnostics

Motor

GY-28

GY-29

GY-30

BK-13

GY-31

BK-14

TPS1

TPS2

DBW +

DBW -

TPS 1

TPS 2

5 VOLTS

4

1

6

2

5

3M

LB / BK

GY / O

GY / W

GY / R

Y / W

BR / W

Sensor Ground

M

DTC 531-TPS 1 (Signal Voltage) H

Circuit Description The Electronic Throttle has two counter acting Throttle Position Sensofor improved safety and redundancy. The Throttle Position sensor uses a variable resistor to determine signthrottle plate position, and is located within the throttle. Less opening and greater opening in higher voltage. The TPS value is used by the throttle is opening as commanded. This fault will set if voltage is above 4.8 volts at any operating conditiocranking or running. The engine will not start or run during this active f

Conditions for Setting the DTC • Throttle Position Sensor #1 • Check Condition-Cranking or Running • Fault Condition-TPS sensor voltage exceeds 4.8 • MIL-On during active fault • Engine Shut Down

4-156 EPM

ECEP

igh

rs. Two sensors are used

al voltage based on results in lower voltage, EPM to determine if the

n while the engine is ault.

4-156

Diagnostics

Does DST display TPS1voltage of 4.8 volts or

greater with the throttleclosed?

Does DST display TPS1voltage less than 0.2 volts?

* Ignition "Off"* Disconnect Throttle Connector* Ignition "On"

Slowly depress FPwhile observingTPS1 voltage.

NOTE: To sweepthrottle on stationary

applications,go toDBW page and type

desired throttleopening % in FPP1

box.

* TPS1 signal circuit shorted to voltageor

* Faulty ECM

Probe sensor ground circuit onharness ide (bk/lt grn) with

test light connected to battery voltage

Does test light come on?* Faulty Connection

or* Faulty Throttle

* Open sensor ground circuitor

* Faulty ECM

Yes

No

Yes

No

Key On -Engine OffDBW Throttle Test Mode

Does TPS1 voltage everexceed 4.8 volts?


No

No

Yes

Yes

EPM

(EPM)

EPM

4-157 EPM 4-157

Diagnostics

Motor

GY-28

GY-29

GY-30

BK-13

GY-31

BK-14

TPS1

TPS2

DBW +

DBW -

TPS 1

TPS 2

5 TS

4

1

6

2

5

3M

LB / BK

GY / O

GY / W

GY / R

Y / W

BR / W

Sensor Ground

M

DTC 532-TPS 1 (Signal Voltage) Lo

Circuit Description The Electronic Throttle has two counter acting Throttle Position Sensorsfor improved safety and redundancy. The Throttle Position sensor uses a variable resistor to determine signalthrottle plate position, and is located within the throttle. Less opening reand greater opening in higher voltage. The TPS value is used by the EPthrottle is opening as commanded. This fault will set if voltage is less than 0.2 volts at any operating conditiocranking or running. The engine will not start or run during this active fau

Conditions for Setting the DTC • Throttle Position Sensor #1 • Check Condition-Cranking or Running • Fault Condition-TPS sensor voltage less than 0.2 • MIL-On during active fault • Engine Shut Down

4-158 EPM

VOL

EP

w

. Two sensors are used

voltage based on sults in lower voltage, M to determine if the

n while the engine is lt.

4-158

Diagnostics

4-159 EPM 4-159

Does DST display TPS1voltage of 0.2 volts or lesswith the throttle closed?


* Ignition "Off"* Disconnect throttle connector

from harness

Does DST displayTPS1 voltage of 4.0

volts or greater?

* Poor Throttle Connectionor

* Faulty Throttle

* TPS1 signal circuit open or shorted toground

* Faul onnection

* Fau

* Faulty Throttle (TPS)

No




desired throttleopening % in the

FPP1 box.

Does TPS1 voltageever fall below 0.2

volts?

* Jumper 5 volt reference circuit andTPS1 signal circuit together at

throttle connector* Ignition "On"

No

No

Yes

Yes

Yes

No

Key On – Engine Off “DBW Throttle Test Mode” (enabled on fault screen)

orty cEPM

orltyor

EPM

Diagnostics

Motor

GY-28

GY-29

GY-30

BK-13

GY-31

BK-14

TPS1

TPS2

DBW +

DBW -

TPS 1

TPS 2

5 TS

4

1

6

2

5

3M

LB / BK

GY / O

GY / W

GY / R

Y / W

BR / W

Sensor Ground

M

DTC 533-TPS 2 (Signal Voltage) Hig

Circuit Description

The Electronic Throttle has two counter acting Throttle position Sensors.for improved safety and redundancy.

The Throttle Position sensor (TPS2) uses a variable resistor to determinon throttle plate position, and is located within the throttle. Less opening and greater opening in lower voltage. The TPS value is used by the EPMthrottle is opening as commanded. This fault will set if voltage is above 4operating condition while the engine is cranking or running. The engine wduring this active fault. Throttle Position Sensor #2

Conditions for Setting the DTC • Check Condition-Cranking or Running • Fault Condition-TPS 2 sensor exceeds 4.8 volts • MIL-On during active fault • Engine Shut Down

4-160 EPM

VOL

EP

h

Two sensors are used

e signal voltage based results in higher voltage to determine if the .8 volts at any ill not start or run

4-160

Diagnostics

4-161 EPM 4-161

Does DST display TPS2voltage of 4.8 volts or

greater with the throttleclosed?







FPP1 box.

* TPS2 signal circuit shorted to voltage

* Fau

Probe sensor ground circuit onharness (EPM) side (bk/lt grn) with


Does test light come on?* Faulty Connection

or* Faulty Throttle


* Fau

Yes

No

Yes

No

Does TPS2 voltage everexceed 4.8 volts?


No

No

Yes

Yes


orlty EPM

orlty EPM

Diagnostics

Motor

GY-28

GY-29

GY-30

BK-13

GY-31

BK-14

TPS1

TPS2

DBW +

DBW -

TPS 1

TPS 2

5 TS

4

1

6

2

5

3M

LB / BK

GY / O

GY / W

GY / R

Y / W

BR / W

Sensor Ground

M

DTC 534-TPS 2 (Signal Voltage) Lo

Circuit Description The Electronic Throttle has two counter acting Throttle Position sensors.for improved safety and redundancy. The Throttle Position Sensor (TPS2) uses a variable resistor to determinon throttle plate position, and is located within the throttle. Less opening and greater opening in lower voltage. The TPS value is used by the EPMthrottle is opening as commanded. This fault will set if voltage is below 0.2 volts at any operating condition wcranking or running. The engine will not start or run during this active fau

Conditions for Setting the DTC • Throttle Position Sensor #2 • Check Condition-Cranking or Running • Fault Condition-TPS 2 sensor voltage less than 0.2 • MIL-On during active fault • Engine Shut Down

4-162 EPM

VOL

EP

w

Two sensors are used

e signal voltage based results in higher voltage to determine if the

hile the engine is lt.

4-162

Diagnostics

4-163 EPM 4-163

Does DST display TPS2voltage of 0.2 volts or lesswith the throttle closed?


* Ignition "Off"* Disconnect throttle connector

from harness

Does DST displayTPS2 voltage of 4.0

volts or greater?

* Poor Throttle Connectionor

* Faulty Throttle

* TPS2 signal circuit open or shorted toground

* Faul onnection

* Faulor

* Faulty Throttle (TPS)

No





FPP1 box.

Does TPS2 voltageever fall below 0.2

volts?

* Jumper 5 volt reference circuit andTPS2 signal circuit together at

throttle connector* Ignition "On"

No

No

Yes

Yes

Yes

No

Key On – Engine Off “DBW Throttle Test Mode”

(enabled on fault screen)

orty cEPM

orty EPM

Diagnostics

Motor

GY-28

GY-29

GY-30

BK-13

GY-31

BK-14

DBW +

DBW -

TPS 1

TPS 2

5 VOLTS

4

1

6

2

5

3

LB / BK

GY / O

GY / W

GY / R

Y / W

BR / W

Sensor Ground

M

TPS1

TPS2

DTC 535-TPS1 Higher Than TP

Circuit Description There are 2 Throttle Position Sensors located within the throttle whidetermine signal voltage based on throttle plate position. TPS1 will closed and TPS2 will read high voltage when closed. The TPS1 andcalculated from these voltages. Although the voltages are different,throttle position percentages should be very close to the same. TheEPM to determine if the throttle is opening as commanded. This faumore) higher than TPS2. At this point the throttle is considered to bthere is a problem with the TPS signal circuit. During this active fauthe engine will shut down.

Conditions for Setting the DTC • Throttle Position Sensor 1 & 2 • Check Condition-Key On • Fault Condition-TPS1 higher than TPS2 (20% difference or mor• MIL-On for remainder of key on cycle • Adaptive-Enabled • Closed Loop-Enabled • Engine Shut Down

4-164 EPM

EP

S 2

ch use variable resistors to read low voltage when TPS2 percentages are

the calculated values for the TPS values are used by the lt will set if TPS1 is 20% (or

e out of specification, or lt, the MIL light will be on and

e)

4-164

Diagnostics

4-165 EPM 4-165

Is TPS1 and TPS2 differencemore than 20%?

Is the voltage for both TPS1and TPS2 less than

0.1volts?

*TPS (the one over 0.1volts) is shorted tovoltage in the harness

*Connect each TPS1 signal to the 5Vreference at throttle connector while

observing TPS1 voltage.

*Repeat for TPS2.

Does DST display both TPS1 andTPS2 Volatge over 4.9volts when each

is connected to 5Vref?

* Faulty Throttleor

*Faulty Connection

TPS1 or TPS2 signal wire open orshorted to ground in harness

Yes

No

Yes

No



Yes

No

* Key Off* Disconnect throttle from harness * Key On * “DBW Test Mode” (enabled on fault screen)

or*Faulty ECMEPM

orFaulty ECM connection

orEPM

Fault ECMEPM

STEVEN

*Connect each TPS1 signal to the 5Vreference at throttle connector whileobserving TPS1 voltage.*Repeat for TPS2.

Diagnostics

Motor

GY-28

GY-29

GY-30

BK-13

GY-31

BK-14

TPS1

TPS2

DBW +

DBW -

TPS 1

TPS 2

5 TS

4

1

6

2

5

3M

LB / BK

GY / O

GY / W

GY / R

Y / W

BR / W

Sensor Ground

M

DTC 536-TPS1 Lower Than TPS2

Circuit Description There are 2 Throttle Position Sensors located within the throttle which usdetermine signal voltage based on throttle plate position. TPS1 will readclosed and TPS2 will read high voltage when closed. The TPS1 and TPScalculated from these voltages. Although the voltages are different, the cthrottle position percentages should be very close to the same. The TPSEPM to determine if the throttle is opening as commanded. This fault will set if TPS1 is 20% (or more) lower than TPS2. At this poinconsidered to be out of specification, or there is a problem with the TPS this active fault, the MIL light will be on and the engine will shut down.

Conditions for Setting the DTC • Throttle Position Sensor 1 & 2 • Check Condition-K• Fault Condition-TPS1 lower than TPS2 (20% difference or more)

• MIL-On for remaind

• Adaptive-Enabled • Closed Loop-Enab• Engine Shut Down

4-166 EPM

VOL

EP

e variable resistors to low voltage when 2 percentages are alculated values for the values are used by the

t the throttle is signal circuit. During

ey On er of key on cycle

led

4-166

Diagnostics

4-167 EPM 4-167

* * * *

Is TPS1 and TPS2 differencemore than 20%?

Is the voltage for both TPS1and TPS2 less than

0.1volts?

* Key Off * Disconnect throttle from harness * Key On * “DBW Test Mode” (enabled on fault screen)

*TPS (the one over 0.1volts) is shorted tovoltage in the harness

*Fauorlty EPM

*Connect each TPS1 signal to the 5Vreference at throttle connector while

observing TPS1 voltage.

*Repeat for TPS2.

Does DST display both TPS1 andTPS2 Volatge over 4.9volts when each

is connected to 5Vref?

* Faulty Throttleor

*Faulty Connection

TPS1 or TPS2 signal wire open orshorted to ground in harness

Yes

No

Yes

No



Yes

No

Fault ECMEPM

orFaulty ECM connection

orEPM

STEVEN

*Connect each TPS1 signal to the 5Vreference at throttle connector whileobserving TPS1 voltage.*Repeat for TPS2.

Diagnostics

Motor

GY-28

GY-29

GY-30

BK-13

GY-31

BK-14

TPS1

TPS2

DBW +

DBW -

TPS 1

TPS 2

5 TS

4

1

6

2

5

3M

LB / BK

GY / O

GY / W

GY / R

Y / W

BR / W

Sensor Ground

M

DTC 537-Throttle Unable To Open

Circuit Description There are 2 Throttle Position Sensors located within the throttle which usdetermine signal voltage based on throttle plate position. TPS1 will readclosed and TPS2 will read high voltage when closed. The TPS1 and TPScalculated from these voltages. Although the voltages are different, the cthrottle position percentages should be very close to the same. The TPSEPM to determine if the throttle is opening as commanded. This fault wilcommand is 20% or more than the actual throttle position. During this acwill be on and the engine will shut down.

Conditions for Setting the DTC • Throttle Position Sensor • Check Condition-Cranking or Running • Fault Condition-Throttle command is 20% more than actual throttle p• MIL-On during active fault • Adaptive-Enabled • Closed Loop-Enabled • Engine Shut Down

4-168 EPM

VOL

EP

e variable resistors to low voltage when 2 percentages are alculated values for the values are used by the l set if the throttle tive fault the MIL light

osition

4-168

Diagnostics


Move FP until Throttle Command is

63%-68% NOTE: On stationary applications, go to the DBW page and

type the desired throttle opening % in

the FPP1 box.

No

Yes

Is TPS voltage 4.0 Volts or Greater?

* Ignition "Off"* Disconnect throttle from

harness* Probe TPS 1 signal circuit with


* Key On

Is TPS 1 voltage less than 2.0 Volts?

Fault is intermittent * Foreign Object not allowing throttle to ope n

or * Faulty Throttle connection

or * Faulty Throttle

or * Faulty EPM

Yes

No

* TPS 1signal open or shorted to groundor

Faulty EPM connectionor

Faulty EPMor

Faulty Throttle (TPS)

4-169 EPM 4-169

Diagnostics

Motor

GY-28

GY-29

GY-30

BK-13

GY-31

BK-14

TPS1

TPS2

DBW +

DBW -

TPS 1

TPS 2

5 VOLTS

4

1

6

2

5

3

LB / BK

GY / O

GY / W

GY / R

Y / W

BR / W

Sensor Ground

M

DTC 538-Throttle Unable To Clos

Circuit Description There are 2 Throttle Position Sensors located within the throttle which determine signal voltage based on throttle plate position. TPS1 will reaclosed and TPS2 will read high voltage when closed. The TPS1 and TPcalculated from these voltages. Although the voltages are different, thethrottle position percentages should be very close to the same. The TPEPM to determine if the throttle is opening as commanded. This fault wcommand is 20% less than the actual throttle position. During this activbe on and the engine will shut down. .

Conditions for Setting the DTC • Throttle Position Sensor • Check Condition-Cranking or Running • Fault Condition-Throttle command is 20% less than throttle positio• MIL-On during active fault • Adaptive-Enabled • Closed Loop-Enabled • Engine Shut Down

4-170 EPM

EP

e

use variable resistors to d low voltage when S2 percentages are

calculated values for the S values are used by the ill set if the throttle e fault the MIL light will

n for 200ms or longer

4-170

Diagnostics



Move FP untilthrottle command is

32%-37%NOTE: To sweep

throttle on stationaryapplications,go to

DBW page and typedesired throttle

opening % in theFPP1 box.

* TPS1 signal circuit shorted to power

* Faulty EPM

Probe sensor ground circuit onharness (EPM) side (bk/lt grn) with


Does test light come on?

* Foreign object not allowing Throttleto close

or* Faulty Throttle connection

or* Faulty Throttle

* Faul


* Fau

Yes

No

Yes

No

ey On -Engine OfDBW Throttle Test Mode

Is TPS 1 voltage greaterthan 2.0 volts?


No

Yes

Key On – Engine Off

“DBW Throttle Test Mode” (enabled on fault screen)

or

orty EPM

orlty EPM

4-171 EPM 4-171

Diagnostics

GY-16

GY-17

GY-6 To Brake Switch

M To Gov 1

To Gov 2

GY/DB

LB

LG/R

PM

DTC 545-Governor Interlock F

Circuit Description Governor Interlock is a safety feature that is enabled while the enmode. In order for Gov1, 2, or 3 to be enabled the brake switch ingrounded. This helps to prevent unwanted engagement of these This fault will set if Gov 1, 2, or 3 are enabled and the EPM does brake switch input. During this active fault the MIL light will be onand the Low Rev Limit will be enforced. When these are enforcedis 50% and the maximum engine speed is 1600 RPM. The Low Rremainder of the key-on cycle. If the active fault is no longer presHz for the remainder of the key-on cycle. This is a reminder that tenforced. • Governor Interlock • Check Condition-Engine cranking or running with battery volt• Fault Condition-Interlock failure persistent for more than 100m• MIL-On during active fault and flashing at 2 Hz (twice per sec

remainder of key-on cycle • Adaptive-Enabled • Closed Loop-Enabled • Power Derate (level1) and Low Rev limit enforced

4-172 EPM

E

ailure

gine is operating in the vehicle put to the EPM must be

governors.

not detect a ground from the and Power Derate (level 1) the maximum throttle position ev Limit is enforced for the ent, the MIL light will flash at 2 he Low Rev Limit is still

age greater than 8 volts s

ond) after active fault for

4-172

Diagnostics

4-173 EPM 4-173


Engage Gov 1, 2, or 3

45 Reset?


No

*Engine Running*System Data Mode

Yes

Is Brake switch inputvoltage less than 2.5 volts?

Faul

Calibration

Yes

*Open Brake switch circuit wireor

*Faulty Brake Switch

No

Does 5DTC

tyor

EPM

Diagnostics

Motor

GY-28

GY-29

GY-30

BK-13

GY-31

BK-14

TPS1

TPS2

DBW +

DBW -

TPS 1

Sensor Ground

TPS 2

5 TS

4

1

6

2

5

3

LB / BK

GY / O

GY / W

GY / R

Y / W

BR / WM

DTC 551-Max Govern Speed Overr

Circuit Description This fault will set anytime the engine RPM exceeds 4500 for 2 secondsThis speed overrides any higher max governor speeds programmed byprevent engine or equipment damage. The MIL will be on during this active fault.

Conditions for Setting the DTC • Max Govern Speed Override • Check Condition- Engine Running • Fault Condition- Engine RPM greater than 4500 for 2 seconds con• MIL- On during active fault • Adaptive- Enabled • Closed Loop- Enabled

4-174 EPM

VOL

ECMEP

ide

or more continuously. the user. This is to help

tinuously

4-174

Diagnostics

NOTE: If any other DTCs are present, diagnose those first. Diagnostic Aids * Ensure that any programmed governor speeds do not exceed 4500 RPM. * Check the mechanical operation of the throttle. * Check the engine for very large air leaks below the throttle.

4-175 EPM 4-175

Diagnostics

Motor

GY-28

GY-29

GY-30

BK-13

GY-31

BK-14

TPS1

TPS2

DBW +

DBW -

TPS 1

Sensor Ground

TPS 2

5 LTS

4

1

6

2

5

3

LB / BK

GY / O

GY / W

GY / R

Y / W

BR / WM

DTC 552-Fuel Rev Limit

Circuit Description This fault will set anytime engine RPM exceeds 4800 for 2 seconds orthese conditions are met, the EPM shuts off the fuel injectors. This is equipment damage. The MIL will be on during this active fault.

Conditions for Setting the DTC • Fuel Rev Limit • Check Condition- Engine Running • Fault Condition- Engine RPM greater than 4800 for 2 seconds con• MIL- On during active fault • Adaptive- Enabled • Closed Loop- Enabled

4-176 EPM

VO

EP

more continuously. When to help prevent engine or

tinuously

4-176

Diagnostics

NOTE: If any other DTCs are present, diagnose those first. Diagnostic Aids * Ensure that any programmed governor speeds do not exceed 4800 RPM. * Check the mechanical operation of the throttle. * Check the engine for very large air leaks below the throttle.

4-177 EPM 4-177

Diagnostics

Motor

GY-28

GY-29

GY-30

BK-13

GY-31

BK-14

TPS1

TPS2

DBW +

DBW -

TPS 1

Sensor Ground

TPS 2

5 TS

4

1

6

2

5

3

LB / BK

GY / O

GY / W

GY / R

Y / W

BR / W

DTC 553-Spark Rev Limit

Circuit Description This fault will set anytime the engine RPM exceeds 4900 for 2 secondsWhen these conditions are met, the EPM will shut off spark to the engiengine or equipment damage. The MIL will be on during this active fault.

Conditions for Setting the DTC • Spark Rev Limit • Check Condition- Engine running • Fault Condition- Engine RPM greater than 4900 for 2 seconds con• MIL- On during active fault • Adaptive- Enabled • Closed Loop- Enabled

4-178 EPM

VOL

ECMEPM

or more continuously. ne. This is to help prevent

tinuously

4-178

Diagnostics

NOTE: If any other DTCs are present, diagnose those first.

Diagnostic Aids * Ensure that any programmed governor speeds do not exceed 4900 RPM. * Check the mechanical operation of the throttle. * Check the engine for very large air leaks below the throttle.

4-179 EPM 4-179

Diagnostics

M

Circuit Description The EPM has checks that mustdifferent things can happen withreset itself in the event this faultshould be erased after diagnosi During this active fault, Power Dmaximum throttle position will b

Conditions for Setting the DT• Engine Control Module • Check Condition- Key on • Fault Condition- Internal mi• MIL- On until code is cleare• Adaptive- Disabled for the r• Closed Loop- Enabled • Power Derate (level 2 until

4-180

EPM

Microprocessor

RAM

Microprocessor

RAM

DTC 611-COP Failure

be satisfied each time an instruction is executed. Several in the microprocessor that will cause this fault. The EPM will is set, and the MIL will be on until the code is cleared. This fault s by removing battery power. It will not self-erase.

erate (level 2) will be enforced. When this is enforced, e 20%. This is enforced until the fault is manually cleared.

C

croprocessor error d by technician emainder of the key-on cycle

fault is cleared manually)

EPM 4-180

Diagnostics

4-181 EPM 4-181


Clear System Fault

D 11 resetw ling?

Fault is intermittent

Repla h knowngo retest

No

Check all powground circuits

for proper size anconnections

Are all circuits ok?

iring to

Yes

Yes

No

er and to

d goodEPM

oes 6ith engine id

DTC ce wit

od part andEPM

Repair w EPM and retest

Diagnostics

MM

DT

Circuit Description The EPM has checks that must bedifferent things can happen within reset itself in the event this fault is should be erased after diagnosis b During this active fault, Power Dermaximum throttle position will be 2

Conditions for Setting the DTC • Engine Control Module • Check Condition- Key on • Fault Condition- Internal micro• MIL- On until code is cleared b• Adaptive- Disabled for the rem• Closed Loop- Enabled • Power Derate (level 2 until fau

4-182

ECEP

Microprocessor

RAM

Microprocessor

RAM

C 612-Invalid Interrupt

satisfied each time an instruction is executed. Several the microprocessor that will cause this fault. The EPM will set, and the MIL will be on until the code is cleared. This fault y removing battery power. It will not self-erase.

ate (level 2) will be enforced. When this is enforced, 0%. This is enforced until the fault is manually cleared.

processor error y technician ainder of the key-on cycle

lt is cleared manually)

EPM 4-182

Diagnostics


Clear System Fault

Does DTC 612 resetwith engine idling?


Replace EPM with knowngood part and retest

No

Check all power andground circuits to ECM


Repair wiring toest

Yes

Yes

No

EPM

EPM

EPM and ret

4-183 EPM 4-183

Diagnostics

M

Circuit Description The EPM has checks that must bedifferent things can happen within reset itself in the event this fault isshould be erased after diagnosis b During this active fault, Power Dermaximum throttle position will be 2


4-184

EPM

Microprocessor

RAM

Microprocessor

RAM

DTC 613-A/D Loss





EPM 4-184

Diagnostics


Clear System Fault


Replace EPM with knownest

No



iring toetest

Yes

Yes

No

er and to EPM


good part and ret

Repair wEPM and r

4-185 EPM 4-185

Diagnostics

MM

Circuit Description The EPM has checks that must bedifferent things can happen within reset itself in the event this fault isshould be erased after diagnosis b During this active fault, Power Dermaximum throttle position will be 2


4-186

ECEP

Microprocessor

RAM

Microprocessor

RAM

DTC 614-RTI 1 Loss





EPM 4-186

Diagnostics


Clear System Fault




No



Repair wiring toest

Yes

Yes

No

EPM

EPM and ret

4-187 EPM 4-187

Diagnostics

DTC 61

Circuit Description The EPM has checks that must bedifferent things can happen within treset itself in the event this fault is should be erased after diagnosis b During this active fault, Power Deramaximum throttle position will be 2

Conditions for Setting the DTC • Engine Control Module • Check Condition- Key on • Fault Condition- Internal microp• MIL- On until code is cleared b• Adaptive- Disabled for the rem• Closed Loop- Enabled • Power Derate (level 2 until faul

4-188

ECMEPM

Microprocessor

RAM

Microprocessor

RAM

5-Flash Checksum Invalid

satisfied each time an instruction is executed. Several he microprocessor that will cause this fault. The EPM will set, and the MIL will be on until the code is cleared. This fault y removing battery power. It will not self-erase.

te (level 2) will be enforced. When this is enforced, 0%. This is enforced until the fault is manually cleared.

rocessor error y technician ainder of the key-on cycle

t is cleared manually)

EPM 4-188

Diagnostics


Clear System Fault

Does SFC 615 resetwith engine idling?


Replace with knowngood part and retest

No



Repair wiring to and retest

Yes

Yes

No

DTC

EPM

EPM

EPM

4-189 EPM 4-189

Diagnostics

MM

D

Circuit Description Random Access Memory is locateat any time. The System Fault Codin RAM. This fault will set if the EPM detectfault will not self erase and must b

Conditions for Setting the DTC • Random Access Memory • Check Condition- Key-On • Fault Condition- Internal EPM • MIL- On until fault is cleared • Adaptive- Disabled for the rem• Closed Loop- Enabled • Power Derate (level 2) enforce

4-190

ECEP

Microprocessor

RAM

Microprocessor

RAM

TC 616-Ram Failure

d within the microprocessor that can be read from or written to es and the Adaptive Learn Table are among the data stored

s a problem accessing or writing information to RAM. This e cleared manually.

memory access failure

ainder of the key-on cycle

d

EPM 4-190

Diagnostics


Clear System Fault


Replace EPM with knownest

No



iring to and retest

Yes

Yes

No

er and to EPM


good part and ret

Repair wEPM

4-191 EPM 4-191

Diagnostics

BK-14

BR/W + 5Volts

DTC 631-External 5V Ref Lower Tha

Circuit Description The External 5 Volt supply powers some of the sensors and other The accuracy of the 5 Volt supply is very important to the accuraccontrolled by the EPM. The EPM monitors the 5 volt supply to deteshorted, or otherwise out of specification. This fault will set if the 5 Volt reference is below 4.6 volts.

Conditions for Setting the DTC • External 5V reference • Check Condition-Cranking with battery voltage greater than 8 • Fault Condition-5V reference voltage lower than 4.6 volts • MIL-On during active fault and for 2 seconds after active fault • Adaptive-Disabled during active fault • Closed Loop-Enabled

4-192 EPM

ECMEPM

n Expected

components in the system. y of the sensors and therefore rmine if it is overloaded,

volts and engine running

4-192

Diagnostics

4-193 EPM 4-193

Key on - Engine RunningSystem Fault Mode

Does DST displ631


ay DTC

eted to

No

Yes

ECMEPM * Wire connected to BK-14 at this partially or completely shor

groundor

* Faulty Sensor

Faulorty EPM

Diagnostics

BK-14

BR/W + 5Volts

M

DTC 632-External 5 V Ref Higher Tha

Circuit Description The External 5 Volt supply powers some of the sensors and other The accuracy of the 5 Volt supply is very important to the accuracycontrol by the EPM. The EPM to determine if they are overloaded,specification monitors the 5 Volt supply. This fault will set if the 5 Volt reference is above 5.4 volts. Conditions for Setting the DTC • External 5V reference • Check Condition-Cranking with battery voltage greater than 8 • Fault Condition-5V reference voltage higher than 5.4 volts • MIL-On during active fault and for 2 seconds after active fault • Adaptive-Disabled during active fault • Closed Loop-Enabled

4-194 EPM

ECMEP

n Expected

components in the system. of the sensors and therefore

shorted, or otherwise out of

volts or engine running

4-194

Diagnostics

Key on - Engine RunningSystem Fault Mode

Does DST display SFC632


* Wire connected to BK-14 at the ECMis shorted to battery voltage

orPoor EPM ground

orFaulty EPM

No

Yes

EPM

DTC

4-195 EPM 4-195

Diagnostics

MM

D

Circuit Description The EPM has checks that must bedifferent things can happen within reset itself in the event this fault is should be erased after diagnosis b During this active fault, Power Dermaximum throttle position will be 2


4-196

ECEP

Microprocessor

RAM

Microprocessor

RAM

TC 655-RTI 2 Loss





EPM 4-196

Diagnostics


Clear System Fault




No




Yes

Yes

No

EPM

DTC

EPM

4-197 EPM 4-197

Diagnostics

M

DT

Circuit Description The EPM has checks that must be sadifferent things can happen within thereset itself in the event this fault is seshould be erased after diagnosis by r During this active fault, Power Deratemaximum throttle position will be 20%

Conditions for Setting the DTC • Engine Control Module • Check Condition- Key on • Fault Condition- Internal micropro• MIL- On until code is cleared by t• Adaptive- Disabled for the remain• Closed Loop- Enabled • Power Derate (level 2 until fault is

4-198

EPM

Microprocessor

RAM

Microprocessor

RAM

C 656-RTI 3 Loss

tisfied each time an instruction is executed. Several microprocessor that will cause this fault. The EPM will t, and the MIL will be on until the code is cleared. This fault emoving battery power. It will not self-erase.

(level 2) will be enforced. When this is enforced, . This is enforced until the fault is manually cleared.

cessor error echnician der of the key-on cycle

cleared manually)

EPM 4-198

Diagnostics

4-199 EPM 4-199


Clear System Fault




No




Yes

Yes

No

DTC

EPM

EPM


Glossary

Glossary

5-1 EPM 5-1

NOTES

A4LD Automatic 4 speed light duty transmission.

A/C Alternating Current.

Angle Meter A tool used to precisely measure rotation of bolts and nuts expressed in degrees.

Angular Position Refer to BTDC.

APP Accelerator Pedal Position Sensor.

Before Top Dead Center Refers to crankshaft position relative to the ignition timing in degrees.

BSFC Brake Specific fuel Consumption.

CHT Cylinder Head Temperature.

CKP Crankshaft Position (sensor).

CMP Camshaft Position (sensor).

CNG Compressed Natural Gas.

COM Communication port on back of computer.

COP Computer Operating Properly.

D/C Direct Current.

Glossary

5-2 EPM 5-2

NOTES

DLC Data Link Connector.

DTC Diagnostic Trouble Code

DVOM Digital Volt Ohmmeter.

ECM Engine Control Module (controller).

E-controls Need description.

ECT Engine Coolant Temperature (sensor).

EEMS Electronic engine management System - complete EFI system.

EPM Engine Performance Module (controller).

Eutectic Fusing at the lowest possible temperature; Alloy with a melting point lower than that of any other combination of the same components.

FEAD Front End Accessory Drive

Flywheel A large wheel attached to the crankshaft at the rear of the engine.

Flywheel Ring Gear A large gear pressed onto the circumference of the flywheel. When the starter gear engages the ring gear the flywheel cranks the engine.

FPP Foot Pedal Position.

Glossary

5-3 EPM 5-3

NOTES

FPPE Ford Power Products Europe.

Generator A device that produces alternating electric current. Its AC output is rectified to direct current before it reaches the equipment's electrical system.

HO2S Heated Oxygen Sensor.

Hypereutectic Containing more of the lesser component than is present in a eutectic alloy.

IAT Intake Air Temperature (sensor).

IBM International Business Machines.

ICM Ignition control Module (controller).

Inertia Property of objects that causes them to resist any change in speed or direction of travel.

Intake Manifold Housing used to conduct air-fuel mixture from carburetor to engine cylinders.

IPM Ignition Performance Module (controller).

KOEO Key On Engine Off (test mode).

KOER Key On Engine Run (test mode).

LPG Liquefied Petroleum Gas.

Glossary

5-4 EPM 5-4

NOTES

MAP Manifold Absolute Pressure.

MB Mega Byte.

MFI Multi-port Fuel Injection.

MIL Malfunction Indicator Light.

MS-DOS Microsoft - Disk Operating System.

MST Manifold Skin Temperature (sensor).

NG Natural Gas.

Oil Filter That part of the lubricating system that removes dirt and dust from the oil circulated through it.

Oil Pump Assembly Provides a constant supply of oil under pressure to operate, lubricate and cool the engine. Oil Seal A seal placed around a rotating shaft, etc., to prevent escape of oil.

O-Ring A type of sealing ring, made of special rubber-like material, which is compressed into grooves to provide the sealing action.

Orifice An opening; the mouth of a tube, cavity, etc.

PC Personal Computer.

PDA Personal Digital Assistant.

Glossary

5-5 EPM 5-5

NOTES

PID Proportional Integral Derivative.

RAM Random Access Memory.

RPM Revolution Per Minute.

SEFI Sequential Electronic Fuel Injection.

Starter An electric motor that uses a drive assembly to crank the engine for starting.

STI Self Test Input.

T Torque.

Timing Relationship between spark plug firing and piston position, usually expressed in crankshaft degrees before or after Top Dead Center (TDC) of compression stroke. (Example, 15 degrees BTDC).

Torque Turning or twisting effort, usually measured in Newton Meters, Pounds-Feet or Pounds-Inch.

Torque-to-Yield Bolts Bolts that are designed to stretch when tightened and are therefore discarded and replaced with new bolts each time they are removed.

TP Throttle Position (sensor).

VGA Video Graphics Array/Accelerator.

Glossary

5-6 EPM 5-6

NOTES

VR Variable Reluctance.

VPWR Vehicle Power = B+

VREF Voltage Reference = 5 volts.

WOT Wide Open Throttle.

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