2005 MY OBD System Operation Summary for Gasoline Engines
2005 MY OBD System Operation Summary for Gasoline Engines 2005 MY OBD System Operation Summary for Gasoline Engines
1!2Ford plans to comply with the PCV monitoring requirements by modifying the current PCV system design. ThePCV valve will be installed into the rocker cover using a quarter-turn cam-lock design to prevent accidentaldisconnection. High retention force molded plastic lines will be used from the PCV valve to the intake manifold.The diameter of the lines and the intake manifold entry fitting will be increased so that inadvertent disconnectionof the lines after a vehicle is serviced will cause either an immediate engine stall or will not allow the engine to berestarted. Some vehicles will incorporate such designs beginning in the 2001 MY. In the event that the vehicledoes not stall if the line between the intake manifold and PCV valve is inadvertently disconnected, the vehicle willhave a large vacuum leak that will cause the vehicle to run lean at idle. This will illuminate the MIL after twoconsecutive driving cycles and will store one or more of the following codes: Lack of O2 sensor switches, Bank1(P1131 or P2195), Lack of O2 sensor switches Bank 2 (P1151 or P2197), Fuel System Lean, Bank1 (P0171),,Fuel System Lean, Bank 2 (P0174);#Ford plans to comply with the thermostat-monitoring requirement by using a slightly-modified version of thecurrent “Insufficient temperature for closed-loop” test (P0125 or P0128). If the engine is being operated in amanner that is generating sufficient heat, the engine coolant temperature (ECT) or cylinder head temperature(CHT) should warm up in a predictable manner. A timer is incremented while the engine is at moderate load andvehicle speed is above a calibrated limit. The target/minimum timer value is based on ambient air temperature atstart-up. If the timer exceeds the target time and ECT/CHT has not warmed up to the target temperature, amalfunction is indicated. The test runs if the start-up IAT temperature is below the target temperature. A 2-hourengine-off soak time is required to erase a pending or confirmed DTC. This feature prevents false-passes whereengine coolant temperature rises after the engine is turned off during a short engine-off soak. The targettemperature is calibrated to the thermostat regulating temperature minus 20 o F. For a typical 195 o F thermostat,the warm-up temperature would be calibrated to 175 o F. This test is being phased in starting in the 2000 MY. Avehicle, which is not part of the thermostat monitor phase-in, utilizes a 140 o F warm-up temperature.Insufficient Temperature for Closed Loop Check Operation:DTCsMonitor executionMonitor SequenceMonitoring DurationP0125 or P0128Once per driving cycleNone300 to 800 seconds within test entry conditions, based on ambient temperatureTypical P0125/P0128 check entry conditions:Entry Condition Minimum MaximumVehicle speed15 mphIntake Air Temp at Start-up 20 o F Target ECT temp.Engine Load 30%Engine off (soak) time to clear pending/confirmed DTC2 hoursTypical P0125/P0128 check malfunction thresholds:Time period expired without reaching 175 o F target ECT temperature.Time period is 300 to 800 seconds based on ambient temperature at start-up.FORD MOTOR COMPANY REVISION DATE: APRIL 28, 2004 PAGE 70 OF 131
;#!The Gen 2 Electronic Throttle Control system uses a strategy that delivers output shaft torque, based on driverdemand, utilizing an electronically controlled throttle body. Gen 2 ETC strategy was developed mainly to improvefuel economy. This is possible by decoupling throttle angle (produces engine torque) from pedal position (driverdemand). This allows the powertrain control strategy to optimize fuel control and transmission shift scheduleswhile delivering the requested wheel torque. Gen 2 ETC is being used on the Lincoln LS and Ford Thunderbird,new Explorer/Mountaineer, and the new light-duty F-series.Because safety is a major concern with ETC systems, a complex safety monitor strategy (hardware andsoftware) was developed. The monitor system is distributed across two processors: the main powertrain controlprocessor and a monitoring processor called an Enhanced-Quizzer (E-Quizzer) processor.The primary monitoring function is performed by the Independent Plausibility Check (IPC) software, which resideson the main processor. It is responsible for determining the driver-demanded torque and comparing it to anestimate of the actual torque delivered. If the generated torque exceeds driver demand by specified amount, theIPC takes appropriate mitigating action.Since the IPC and main controls share the same processor, they are subject to a number of potential, commonfailuremodes. Therefore, the E-Quizzer processor was added to redundantly monitor selected PCM inputs and toact as an intelligent watchdog and monitor the performance of the IPC and the main processor. If it determinesthat the IPC function is impaired in any way, it takes appropriate Failure Mode and Effects Management (FMEM)actions.FORD MOTOR COMPANY REVISION DATE: APRIL 28, 2004 PAGE 71 OF 131
- Page 20 and 21: 201 3536/#/Some vehicles that meet
- Page 22 and 23: slosh. If the monitor aborts, it wi
- Page 24 and 25: 0.020” EVAP Monitor Operation:DTC
- Page 26 and 27: Test ID Comp ID Description for J18
- Page 28 and 29: Ford's EONV implementation for Cali
- Page 30 and 31: 1#4;!In this phase, the EONV test i
- Page 32 and 33: 0.020” EONV EVAP Monitor Operatio
- Page 34 and 35: 201!!#/Additional malfunctions that
- Page 36 and 37: Fuel Tank Pressures Sensor Offset C
- Page 38 and 39: :As fuel system components age or o
- Page 40 and 41: -:-The time between HO2S switches i
- Page 42 and 43: $-A functional test of the rear HO2
- Page 44 and 45: -- 3 amps, (NTK)< 0.400 amps or > 3
- Page 46 and 47: 1:$The Delta Pressure Feedback EGR
- Page 48 and 49: If an EGR system malfunction is det
- Page 50 and 51: After the vehicle has warmed up and
- Page 52 and 53: 1:$In the 2002.5 MY, Ford introduce
- Page 54 and 55: The ESM may provide the PCM with a
- Page 56 and 57: Next, the differential pressure ind
- Page 58 and 59: I/M Readiness IndicationIf the infe
- Page 60 and 61: The Stepper Motor EGR Monitor consi
- Page 62 and 63: Note: BARO is inferred at engine st
- Page 64 and 65: $. 6The Electric Stepper Motor EGR
- Page 66 and 67: The MAP sensor is also checked for
- Page 68 and 69: When the entry conditions for the f
- Page 72 and 73: ETC System Failure Mode and Effects
- Page 74 and 75: ;#11!%;11!)The purpose of the TPPC
- Page 76 and 77: Currently, vehicles use either an E
- Page 78 and 79: Fuel Rail Pressure Sensor Check Ope
- Page 80 and 81: Loss of Keep Alive Memory (KAM) pow
- Page 82 and 83: CKP Ignition System Check Operation
- Page 84 and 85: The Idle Air Control (IAC) solenoid
- Page 86 and 87: There are several different styles
- Page 88 and 89: The PCM continually calculates a ca
- Page 90 and 91: Most vehicle applications no longer
- Page 92 and 93: Intermediate Shaft Speed Sensor Fun
- Page 94 and 95: Primary Pulley Speed Sensor Functio
- Page 96 and 97: Secondary Pulley Pressure Sensor Ch
- Page 98 and 99: Typical Shift Solenoid mechanical f
- Page 100 and 101: Shift Completion Check Operation:DT
- Page 102 and 103: Pressure Control Solenoid Check Ope
- Page 104 and 105: Forward Clutch/Reverse Clutch Solen
- Page 106 and 107: 4$=%$> );4R70E is the replacement f
- Page 108 and 109: ! 4%:> );;The Analog Transmission R
- Page 110 and 111: $%$> );;The Digital Transmission Ra
- Page 112 and 113: Direct One Way ClutchThe Direct One
- Page 114 and 115: Direct One Way ClutchThe Direct One
- Page 116 and 117: $&&> %$> );;Transmission Range Sens
- Page 118 and 119: 4:=%:.)%:> );;The Transmission Rang
1!2Ford plans to comply with the PCV monitoring requirements by modifying the current PCV system design. ThePCV valve will be installed into the rocker cover using a quarter-turn cam-lock design to prevent accidentaldisconnection. High retention <strong>for</strong>ce molded plastic lines will be used from the PCV valve to the intake manifold.The diameter of the lines and the intake manifold entry fitting will be increased so that inadvertent disconnectionof the lines after a vehicle is serviced will cause either an immediate engine stall or will not allow the engine to berestarted. Some vehicles will incorporate such designs beginning in the 2001 <strong>MY</strong>. In the event that the vehicledoes not stall if the line between the intake manifold and PCV valve is inadvertently disconnected, the vehicle willhave a large vacuum leak that will cause the vehicle to run lean at idle. This will illuminate the MIL after twoconsecutive driving cycles and will store one or more of the following codes: Lack of O2 sensor switches, Bank1(P1131 or P2195), Lack of O2 sensor switches Bank 2 (P1151 or P2197), Fuel <strong>System</strong> Lean, Bank1 (P0171),,Fuel <strong>System</strong> Lean, Bank 2 (P0174);#Ford plans to comply with the thermostat-monitoring requirement by using a slightly-modified version of thecurrent “Insufficient temperature <strong>for</strong> closed-loop” test (P0125 or P0128). If the engine is being operated in amanner that is generating sufficient heat, the engine coolant temperature (ECT) or cylinder head temperature(CHT) should warm up in a predictable manner. A timer is incremented while the engine is at moderate load andvehicle speed is above a calibrated limit. The target/minimum timer value is based on ambient air temperature atstart-up. If the timer exceeds the target time and ECT/CHT has not warmed up to the target temperature, amalfunction is indicated. The test runs if the start-up IAT temperature is below the target temperature. A 2-hourengine-off soak time is required to erase a pending or confirmed DTC. This feature prevents false-passes whereengine coolant temperature rises after the engine is turned off during a short engine-off soak. The targettemperature is calibrated to the thermostat regulating temperature minus 20 o F. For a typical 195 o F thermostat,the warm-up temperature would be calibrated to 175 o F. This test is being phased in starting in the 2000 <strong>MY</strong>. Avehicle, which is not part of the thermostat monitor phase-in, utilizes a 140 o F warm-up temperature.Insufficient Temperature <strong>for</strong> Closed Loop Check <strong>Operation</strong>:DTCsMonitor executionMonitor SequenceMonitoring DurationP0125 or P0128Once per driving cycleNone300 to 800 seconds within test entry conditions, based on ambient temperatureTypical P0125/P0128 check entry conditions:Entry Condition Minimum MaximumVehicle speed15 mphIntake Air Temp at Start-up 20 o F Target ECT temp.Engine Load 30%Engine off (soak) time to clear pending/confirmed DTC2 hoursTypical P0125/P0128 check malfunction thresholds:Time period expired without reaching 175 o F target ECT temperature.Time period is 300 to 800 seconds based on ambient temperature at start-up.FORD MOTOR COMPANY REVISION DATE: APRIL 28, 2004 PAGE 70 OF 131
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