Student
Reference
Manual
SERVICE TRAINING
Engine Performance
Module (EPM)
FPP 193-256
November, 2002
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:
1-3
•
over speed
•
over temperature
•
over voltage
•
low oil pressure
•
unauthorized tampering.
EPM
1-3
Introduction
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.
Battery
Positive
(red)
Battery
Negative
(black)
42-pin
Connector
10 Amp Fuse
10 Amp Fuse
30 Amp Fuse
Fuel Pump
Ground
Connector
(black)
1
Fuel Pump
Positive
Connector
(red)
2
3
4
5
Clip to
Starter
Solenoid "S"
Terminal
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.
1-4
EPM
1-4
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.
1
1
1
1
1
4
1
1
4
1
1
1
1
1
1
1
1
1-6
Description
Engine harness
EPM
HO2S sensor
Bosch actuator
Bosch actuator gasket
Bolts, M6 X 1 X 47 for
Bosch actuator
Actuator adapter plate
Actuator adapter plate
gasket
Bolts, M8 X 1.25 X 27
for actuator adapter
plate
Body Side Harness
Malfunction Indicator
Lamp (MIL)
MAP Sensor
Hose – Vacuum 7/32”
Hose – Vacuum 3/16”
Tee – Vacuum circuit
Insert – Oxygen
sensor bung
Sensor – Air charge
temperature (IAT)
EPM
Part Number
1U1L-12A581-BA
1U1L-12A650-CA
F88Z-9F472-EA
1U1L-9E979-BA
1U1L-9E936-AA
N606523-S309
1U1L-9585-DA
E59E-9E936-AA
N801868-S36
F8JL-14324-BA or AC
F8JL-10A979-AA
F8JL-9S428-AB
381401-S760A
381162-S220A
388034-S
F5AC-9J467-CA
F6SF-12A697-AB
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
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.
1-8
EPM
1-8
1
Power
ground
2
4
VBAT
5
361 14 R
VSW
3
Battery
Spark
power
ground
4
Ground
+
Fuel
pump
mon
10
86
Power
relay
16 18 R/LG
16 18 R/LG
361 14 R
570 16 BK/W
570 16 BK/W
570 16 BK/W
Fuel
pump
relay
570 12 BK/W
86
16 18 R/LG
F2
5A
5
787A
fuel
pump
16 PK/BK
F4
15A
42 pin
connector
361A
361A
361A
361A
16 R
16 R
16 R
16 R
F5
15A
2
B
B
VBAT
Coil
Lockoff
solenoid
Trim
valve
Fuse panel
Information taken from drawing E1280 B
238 18 DG/Y
F3
20A
Starter
relay
LRG-425 WIRING SCHEMATICS
Engine
performance
module (EPM)
86
570 16 BK/W
Water
Temp
F1
30A
POWER DISTRIBUTION
1
COIL 1
2
COIL 2
1
Engine
performance
module (EPM)
850 18 Y/BK
851 18 Y/R
16 R
361A
Spark plugs
COIL 2
3
Coil
Fuse panel
LRG-425 WIRING SCHEMATICS
COIL 1
16 R
361A
2
16 R
361A
F5
15A
ENGINE IGNITION
Information taken from drawing E1280 B
13
27
359 18 GY/R
359 18 GY/R
743 18 GY
359 18 GY/R
34
33
350 18 GY
349 18 DB
32
351 18 BR/W
351 18 BR/W
14
A
20
13
359 18 GY/R
359 18 GY/R
359 18 GY/R
359 18 GY/R
358 18 LG/BK
B
LRG-425 WIRING SCHEMATICS
Crankshaft
position
(CKP)
sensor
349 18 DB
350 18 GY
Twist 10 turns
per foot
282 18 DB/O
452 18 GY/R
35
Camshaft
position
(CMP)
sensor
282 18 DB/O
452 18 GY/R
Air
charge
temp.
(ACT)
sensor
C
28
Information taken from drawing E1280 B
Engine
performance
module (EPM)
Engine
control temp.
(ECT)
sensor
359 18 GY/R
354 18 LG/R
Manifold
absolute pressure
(MAP)
sensor
ENGINE CONTROLS - SENSORS
6
361 16 R
7
555 16 T
8
557 16 BR/Y
Injector
#3
Injector
#4
9
558 16 BR/LB
LRG-425 WIRING SCHEMATICS
Injector
#1
ENGINE CONTROLS - INJECTORS
Engine
performance
module (EPM)
Information taken from drawing E1280 B
10
556 16 W
Injector
#2
B
31
30
357 18 Y/W
5
A
355 18 GY/W
6
28
C
151 18 LB/BK
4
29
D
317 18 GY/O
1
F
351 18 BR/W
359 18 GY/R
359 18 GY/R
2
D
LRG-425 WIRING SCHEMATICS
E
351 18 BR/W
3
Actuator
C
458 18 O/BK
Engine
performance
module (EPM)
Information taken from drawing E1280 B
35
669 18 DG/W
34
A
458 18 O/BK
669 18 DG/W
B
Data link
connector
(DLC)
ENGINE CONTROLS - ACTUATOR / DATA LINK CONNECTOR (DLC)
1
Power
ground
2
4
37
VBAT
5
16 Y
37
16 Y
VSW
3
Battery
Spark
power
ground
4
Ground
+
Fuel
pump
mon
10
86
Power
relay
16 18 R/LG
16 18 R/LG
37 14 Y
570 16 BK/W
570 16 BK/W
570 16 BK/W
Starter
relay
86
16 18 R/LG
F2
5A
ESG-642 WIRING SCHEMATICS
Engine
performance
module (EPM)
86
Fuel
pump
relay
570 18 BK/W
15
570 12 BK/W
F1
30A
POWER DISTRIBUTION
H02S #2
361A
361A
361A
361A
361A
16 R
16 R
16 R
16 R
16 R
F5
15A
4
B
B
VBAT
Coil
Lockoff
solenoid
Trim
valve
Fuse panel
Information taken from drawing E1305 A
570 16 BK/W
570 16 BK/W
G
42 pin
connector
TWR
H02S #1
16 PK/BK
E
D
F4
15A
fuel
pump
238 18 DG/Y
5
787A
37 16 Y
F3
20A
3
COIL 3
1
COIL 1
COIL 2
2
COIL #3
COIL #1
COIL #2
3
ESG-642 WIRING SCHEMATICS
2
1
Engine
performance
module (EPM)
850 18 Y/BK
852 18 Y/W
851 18 Y/R
ENGINE IGNITION
VBATT
4
Coil
Fuse panel
Information taken from drawing E1305 A
16 R
16 R
361A
361A
16 R
361A
F5
15A
34
CAM -
35
CAM +
282 18 DB/O
452 18 GY/R
CRANK +
33
350 18 GY
349 18 DB
CRANK -
32
MAP
20
IAT
27
743 18 GY
358 18 LG/BK
2
5 VOLT
REF
359 18 GY/R
ANA RTN
13
ECT
28
359 18 GY/R
Engine
performance
module (EPM)
354 18 LG/R
D
359 18 GY/R
Cylinder
head temp.
(CHT)
sensor
351 18 BR/W
C
Data link
connector
(DLC)
Information taken from drawing E1305 A
359 18 GY/R
359 18 GY/R
351 18 BR/W
14
1
TMAP
sensor
359 18 GY/R
351 18 BR/W
3
ESG-642 WIRING SCHEMATICS
Crankshaft
position
(CKP)
sensor
349 18 DB
350 18 GY
Twist 10 turns
per foot
282 18 DB/O
452 18 GY/R
Camshaft
position
(CMP)
sensor
4
ENGINE CONTROLS - SENSORS
30
KNK -
KNK +
311 18 DG/P
Twist 10 turns
per foot
311 18 DG/P
29
310 18 Y/R
310 18 Y/R
Knock
sensor (KS)
EGO 1
24
ANA
RTN
13
18 R/BK
16 BK/W
16 BK/W
SPK
PWR
GROUND
4
570
570
ESG-642 WIRING SCHEMATICS
EGO 2
25
94
18 GY/R
18 GY/R
359
359
18 GY/LB
74
ENGINE CONTROLS - SENSORS
361A
361A
16 R
16 R
16 R
16 R
Fuse panel
Engine
performance
module (EPM)
Information taken from drawing E1305 A
H02S #2
H02S #1
361A
361A
F5
15A
6
361 16 R
7
555 16 T
8
557 16 BR/Y
Injector
#3
Injector
#4
9
558 16 BR/LB
ESG-642 WIRING SCHEMATICS
Injector
#1
ENGINE CONTROLS - INJECTORS
Engine
performance
module (EPM)
Information taken from drawing E1305 A
10
556 16 W
Injector
#2
B
31
TPS2
30
TPS1
357 18 Y/W
5
A
355 18 GY/W
6
DBW +
28
C
151 18 LB/BK
4
DBW -
29
D
317 18 GY/O
1
F
351 18 BR/W
359 18 GY/R
359 18 GY/R
2
D
ESG-642 WIRING SCHEMATICS
E
351 18 BR/W
3
Actuator
C
458 18 O/BK
RS 232
RX
Engine
performance
module (EPM)
Information taken from drawing E1305 A
TX
35
669 18 DG/W
34
A
458 18 O/BK
669 18 DG/W
B
Data link
connector
(DLC)
ENGINE CONTROLS - ACTUATOR / DATA LINK CONNECTOR (DLC)
Ω
ESG-642 WIRING SCHEMATICS
Drawing number MS-2U1L-3458-AA
ENGINE PERFORMANCE MODULE (EPM)
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
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.
Laptop
Computer
Serial
Communication
Cable
Interface
Cable
To
diagnostic
connector
For connection to a PDA, use kit PN 2U1E-6K947-AA.
Connect as shown below:
PDA
To
diagnostic
connector
HotSync
Cable
2-2
EPM
Interface
Cable
2-2
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
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.
2-12
EPM
2-12
ENGINE PERFORMANCE MODULE (EPM)
Diagnostics
Diagnostics
DIAGNOSTIC AIDS
ƒ 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.
4-1
EPM
4-1
Diagnostics
4-2
EPM
4-2
Diagnostics
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.
4-3
EPM
4-3
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
Sensor
GY
GY / LB
BK24
HO2S 1
GY / R
BK13
Sensor Ground
BK\W
W
Heater
Red
W
To System Power Relay
EPM
M
To Engine Ground
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
NOTE: If any other DTC's are present, diagnose those first.
Key On - Engine Running
System Data Mode
Warm engine to normal
operating temperature by
idling for a minimum of 2
minutes
Does DST display HO2S
voltage fixed below 0.35
after 2 minutes of run
time?
Yes
Refer to Diagnostic Aids below
No
Intermittent Problem
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 grounds must be good battery or engine grounds. Faulty grounds
may cause many unrelated problems as well.
Fuel System - If fuel system is suspected, check and adjust according to Ford Power
Products guidelines.
If the Fuel System is operating to specification, replace the HO2S sensor with a known good
part and retest.
4-7
EPM
4-7
Diagnostics
-
+
BK
Sensor
GY
GY / LB
BK24
HO2S 1
GY / R
BK13
Sensor Ground
BK\W
W
Heater
Red
W
To System Power Relay
EPM
To Engine Ground
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 running
System Data Mode
Check wiring harness and
connections for open circuit
or poor connections from
EPM to HO2S Sensor
Warm engine to normal
operating temperature by
idling for 2 minutes
Is harness ok?
Yes
Is HO2S voltage fixed
between 0.4 and 0.5 volts ?
Yes
Replace HO2S
Sensor
No
Repair wiring
harness
No
Check power and
ground to HO2S heater
circuit
are circuits ok?
Yes
Replace HO2S
Sensor and retest.
No
Repair wiring
harness and retest
4-9
EPM
4-9
Diagnostics
-
+
BK
Sensor
GY
W
GY / R
BK25
HO2S 2
BK13
Sensor Ground
BK\W
Heater
W
R
EPM
To Engine Ground
To System Power Relay
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
Key on - Engine running
System Data Mode
Check wiring harness and
connections for open circuit
or poor connections from
EPM o HO2S Sensor
Warm engine to normal
operating temperature by
idling for 2 minutes
Is harness ok?
Yes
Is HO2S voltage fixed
between 0.4 and 0.5 volts ?
Yes
Replace HO2S
Sensor
No
Repair wiring
harness
No
Check power and
ground to HO2S heater
circuit
are circuits ok?
Yes
Replace HO2S
Sensor and retest.
No
Repair wiring
harness and retest
4-11
EPM
4-11
Diagnostics
-
+
BK
Sensor
GY
W
GY / LB
BK24
HO2S 1
GY / R
BK13
Sensor Ground
BK\W
Heater
W
Red
EPM
To Engine Ground
To System Power Relay
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
Diagnostics
NOTE: If any other DTC's are present, diagnose those first.
Key On - Engine Running
System Data Mode
Warm engine to normal operating
temperature by idling for a minimum
of 2 minutes.
Does DST Display
HO2S voltage fixed
below 0.2 after 2
minutes of run time?
Yes
Refer to Diagnostic Aids below.
No
Intermittent Problem
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 EPM 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.
4-13
EPM
4-13
Diagnostics
-
+
BK
Sensor
GY
GY / LB
BK24
HO2S 1
GY / R
BK13
Sensor Ground
BK\W
W
Heater
Red
W
To System Power Relay
EPM
ECM
To Engine Ground
DTC 122- Closed Loop Multiplier Low 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, 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
NOTE: If any other DTC's are present, diagnose those first.
Key On - Engine Running
System Data Mode
Warm engine to normal
operating temperature
by idling for a minimum
of 2 minutes
Check harness for a short to
5V or 12V
Yes
Yes
Is harness OK?
Refer to
Diagnostic Aids
below
No
Does DST display
HO2S voltage fixed
above 0.7 after 2
minutes?
Repair harness
and retest
No
Intermittent Problem
Diagnostic Aids
Injectors-- 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 position
sensors can also cause EMI noise. This noise can be interpeted 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 improved while the sensor is disconnected.
MAT Sensor--Check for a shifted sensor that could cause the EPM to sense too cold of incoming air. This will cause a rich
exhaust condition.
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.
4-15
EPM
4-15
Diagnostics
-
+
BK
Sensor
GY
W
GY / LB
BK24
HO2S 1
GY / R
BK13
Sensor Ground
BK\W
Heater
W
Red
EPM
To Engine Ground
To System Power Relay
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
NOTE: If any other DTC's are present, diagnose those first.
Key On - Engine Running
System Data Mode
Check harness fof short to
5v or 12v
Warm engine to normal
operating temperature by
idling for a minimum of 2
minutes
Is harness OK?
Yes
Refer to
Diagnostic Aids
below
Yes
No
Does DST display HO2S
voltage fixed above 0.7
after 2 minutes of run
time?
Repair harness
and retest
No
Intermittent Problem
Diagnostic Aids
Fuel Quality - A drastic variation in fuel quality may cause the system to be rich.
Fuel System - If 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.
4-17
EPM
4-17
Diagnostics
-
+
BK
Sensor
GY
W
GY / LB
BK24
HO2S 1
GY / R
BK13
Sensor Ground
BK\W
Heater
W
Red
ECM
EPM
To Engine Ground
To System Power Relay
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
NOTE: If any other DTC's are present, diagnose those first.
Key On - Engine Running
System Data Mode
Warm engine to normal
operating temperature by
idling for a minimum of 2
minutes
Does DST display HO2S
voltage fixed below 0.35
after 2 minutes of run
time?
Yes
Refer to Diagnostic Aids below
No
Intermittent Problem
Diagnostic
Diagnostic Aids
Aids
Oxygen
wires
maymay
be mispositioned
and and
contacting
the exhaust.
OxygenSensor
SensorWire
Wire– Sensor
- Sensor
wires
be mispositioned
contacting
the exhaust.
Check
for
short
to
ground
between
harness
and
sensor
and
on
sensor
harness.
Check for short to ground between harness and sensor and on sensor harness.
Large vacuum
vacuum leaks
leaks can
can cause
cause aa lean
lean exhaust
exhaustcondition
conditionat
atlight
lightload.
load.
Vacuum
Vacuum Leaks
Leaks –- Large
leak,
outside
airair
can
bebe
pulled
into
thethe
exhaust
andand
Exhaust
- Ifthere
thereisisananexhaust
exhaust
leak,
outside
can
pulled
into
exhaust
Exhaust Leaks
Leaks– If
past
the
O2
sensor
causing
a
false
lean
condition
especially
during
light
load
conditions.
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 may
Ground Problem - EPM
ECM grounds must be good engine or battery grounds. Faulty grounds
cause many unrelated problems as well.
may cause many unrelated problems as well.
Fuel System – If fuel system is suspected, check and adjust according to Ford Power
Fuel System - If fuel system is suspected, check and adjust according to Ford Power
Products guidelines.
Products guidelines.
Air Leaks – Any loose clamps or fittings, or broken air hoses between the throttle and mixer
If Fuel
System
is condition.
operating to specification, replace the HO2S sensor with a known good part
will
cause
a lean
and retest.
If Fuel System is operating to specification, replace the HO2S sensor with a known good part
and retest.
4-19
EPM
4-19
Diagnostics
-
+
BK
Sensor
GY
GY / LB
BK24
HO2S 1
GY / R
BK13
Sensor Ground
BK\W
W
Heater
Red
W
To System Power Relay
EPM
To Engine Ground
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
NOTE: If any other DTC's are present, diagnose those first.
Key On - Engine Running
System Data Mode
Check harness for a short to 5v or
12v
Warm engine to normal
operating temperature by
idling for a minimum of 2
minutes
Is harness OK?
Yes
Refer to
Diagnostic Aids
below
Yes
No
Does DST display HO2S
voltage fixed above 0.7
after 2 minutes of run
time?
Repair harness
and retest
No
Intermittent Problem
Diagnostic Aids
Fuel Quality - A drastic variation in fuel quality may cause the system to be rich.
Fuel System - If 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.
4-21
EPM
4-21
Diagnostics
-
+
BK
Sensor
GY
W
GY / LB
BK24
HO2S 1
GY / R
BK13
Sensor Ground
BK\W
Heater
W
Red
EPM
To Engine Ground
To System Power Relay
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
NOTE: If any other DTC's are present, diagnose those first.
Key On - Engine Running
System Data Mode
Warm engine to normal operating
temperature by idling for a minimum
of 2 minutes.
Does DST Display
HO2S voltage fixed
below 0.2 after 2
minutes of run time?
Yes
Refer to Diagnostic Aids below.
No
Intermittent Problem
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--EPM 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.
4-23
EPM
4-23
Diagnostics
-
+
BK
Sensor
GY
GY / LB
BK24
HO2S 1
GY / R
BK13
Sensor Ground
BK\W
W
Heater
Red
W
To System Power Relay
EPM
ECM
To Engine Ground
DTC 132- Closed Loop Multiplier Low 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, 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
NOTE: If any other DTC's are present, diagnose those first.
Key On - Engine Running
System Data Mode
Warm engine to normal
operating temperature
by idling for a minimum
of 2 minutes
Check harness for a short to
5V or 12V
Yes
Yes
Is harness OK?
Refer to
Diagnostic Aids
below
No
Does DST display
HO2S voltage fixed
above 0.7 after 2
minutes?
Repair harness
and retest
No
Intermittent Problem
Diagnostic Aids
Injectors-- 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 position
sensors can also cause EMI noise. This noise can be interpeted 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 improved while the sensor is disconnected.
IAT
– Checkfor
fora ashifted
shifted
sensor
could
cause
to sense
tooofcold
of incoming
air.
willa rich
ATSensor
Sensor--Check
sensor
thatthat
could
cause
t the EPM
o sense
too cold
incoming
air. This
willThis
cause
cause
rich exhaust condition.
hausta condition.
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.
4-25
EPM
4-25
Diagnostics
-
+
BK
Sensor
GY
W
GY / LB
BK24
HO2S 1
GY / R
BK13
Sensor Ground
BK\W
Heater
W
Red
ECM
EPM
To Engine Ground
To System Power Relay
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
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 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.
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.
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.
If all tests are OK, replace the HO2S sensor with known good part and retest.
4-27
EPM
4-27
Diagnostics
-
+
BK
Sensor
GY
W
GY / LB
BK24
HO2S 1
GY / R
BK13
Sensor Ground
BK\W
Heater
W
Red
EPM
ECM
To Engine Ground
To System Power Relay
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
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 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
he EPM to
o set a default value for MAP. Substitute a known good MAP sensor if the rich
condition is gone while the sensor is disconnected.
IAT Sensor--Check for a shifted sensor that could cause the EPM to sense too cold of incoming air. This will cause a rich exhaust t
condition.
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.
4-29
EPM
4-29
Diagnostics
-
+
BK
Sensor
GY
W
GY / LB
BK24
HO2S 1
GY / R
BK13
Sensor Ground
BK\W
Heater
W
R
EPM
ECM
To Engine Ground
To System Power Relay
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
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.
Diagnostc 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.
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 can cause the system to be lean.
Ground Problem - ECM
EPM grounds must be good engine or battery ground. Faulty grounds may cause many unrelated
problems as well.
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.
4-31
EPM
4-31
Diagnostics
-
+
BK
Sensor
GY
W
GY / LB
BK24
HO2S 1
GY / R
BK13
Sensor Ground
BK\W
Heater
W
Red
EPM
To Engine Ground
To System Power Relay
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
Sensor
GY
W
GY / LB
BK24
HO2S 1
GY / R
BK13
Sensor Ground
BK\W
Heater
W
Red
EPM
To Engine Ground
To System Power Relay
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
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.
Diagnostc 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.
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 can cause the system to be lean. Most gas companies can help varify fuel
quality.
Ground Problem - EPM grounds must be good engine or battery ground. Faulty grounds may cause many unrelated
problems as well.
Fuel System - If the fuel system 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.
4-35
EPM
4-35
Diagnostics
-
+
BK
Sensor
GY
W
GY / LB
BK24
HO2S 1
GY / R
BK13
Sensor Ground
BK\W
Heater
W
R
EPM
ECM
To Engine Ground
To System Power Relay
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 / W
GROUND
EPM
BK-1
BK / W
BK-2
Y (R-2.5L)
BK-4
Y (R-2.5L)
VBAT
BK-5
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
Key On
System Data Mode
* Start engine and idle.
* Check battery voltage on display
Yes
Is battery voltage more
than 9.5 volts?
Fault is intermittent.
No
* Faulty VBAT power or ground circuit to
EPM
or
* Faulty battery
or
* Faulty charging system
or
* Faulty EPM
4-39
EPM
4-39
Diagnostics
BK / W
GROUND
BK-1
EPM
BK / W
BK-2
Y (R-2.5L)
BK-4
VBAT
Y (R-2.5L)
BK-5
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
Key On
System Data Mode
* Start engine and run at greater
than 1500 rpm.
* Test battery voltage at battery.
Is battery voltage less than
18 volts?
Yes
Fault is intermittent.
No
* Faulty Charging System
or
* Faulty EPM
4-41
EPM
4-41
Diagnostics
Signal
GY
BK27
GY/R
BK13
5 volts
Sensor Ground
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
Key On
System Data Mode
Does DST display IAT
voltage of 4.95 or greater?
Yes
* Key Off
* Disconnect IAT sensor from harness
* Jumper harness terminals together
* Key On
No
Intermittent Problem
Yes
Does DST display IAT
voltage of 0.1 or less?
* Faulty connection
or
* Faulty IAT sensor
No
Jumper IAT sensor
signal to ground
Does DST display IAT
voltage of 0.1 or less?
Yes
* Open IAT ground circuit
or
* Faulty EPM connection
or
* Faulty EPM
No
* Open sensor signal circuit
or
* Faulty EPM connection
or
* Faulty EPM
4-43
EPM
4-43
Diagnostics
Signal
GY
BK27
GY/R
BK13
5 volts
Sensor Ground
M
EPM
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
Key On
System Data Mode
Does DST display IAT
voltage of 0.1 volt or less?
Yes
* Key Off
* Disconnect IAT sensor from harness
* Key On
No
Intermittent Problem
Yes
Does DST display IAT
voltage of 4.9 volts or
greater?
* Faulty IAT sensor
No
* Sensor signal circuit shorted to ground
or
* Sensor signal circuit shorted to sensor
ground circuit
or
* Fau lty EPM
4-45
EPM
4-45
Diagnostics
Signal
GY
BK27
GY/R
BK13
5 volts
Sensor Ground
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
Signal
GY
BK27
GY/R
BK13
5 volts
Sensor Ground
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
EPMM
+ 5 volts
DG/W
GY7
Oil Pressure
Voltage
To Oil Pressure
Switch
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
DTC 215
Clear SFC
Key-On - Engine Running
System Data Mode
* Key Off
* Disconnect harness from Oil Pressure Switch
and ground DG/W wire.
* Clear SFC
DTC 215
* Start engine, let idle for at least one minute and
increase RPMS above 1300.
* Warm engine by idling until
ECT is above 160 deg.F or
at least 1 minute.
* Increase RPM above 1300
Yes
Does SFC
DTC 215
Reset and cause
shutdown?
Does SFC
DTC 215
reset?
No
Intermittent Problem
Yes
Oil pressure circuit
open
or
Faulty connection
or
Faulty ECM
EPM
No
Faulty Oil Pressure Switch
or
Faulty engine oiling system
(verify with mechanical gauge)
4-51
EPM
4-51
Diagnostics
Signal
LG / R
BK28
GY / R
BK13
5 volts
Sensor Ground
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
Key On
System Data Mode
Does DST display CHT/
ECT voltage of 4.95 or
greater?
Yes
* Key Off
* Disconnect CHT/ECT sensor from
harness
* Jumper harness terminals together
* Key On
No
Intermittent Problem
Yes
Does DST display CHT/
ECT voltage of 0.05 or
less?
* Faulty connection
or
* Faulty CHT/ECT sensor
No
Jumper CHT/ECT
sensor signal to ground
Does DST display CHT/
ECT voltage of 0.05 or
less?
Yes
* Open CHT/ ECT ground
circuit
or
* Faulty ECM
EPM connection
or
* Faulty ECM
PM
No
* Open sensor signal circuit
or
* Faulty ECM
EPM connection
or
* Faulty EPM
CM
4-53
EPM
4-53
Diagnostics
Signal
LG / R
BK28
GY / R
BK13
5 volts
Sensor Ground
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
Key On
Does DST display CHT/
ECT voltage of 0.05 or
less?
Yes
* Key Off
*Disconnect CHT/ ECT sensor from
harness
* Key On
No
Intermittent
Problem
Does DST display CHT/
ECT voltage of 4.9 or
greater?
Yes
Faulty CHT/ ECT
sensor
No
* Sensor signal circuit shorted to ground.
or
* Sensor signal circuit shorted to sensor ground circuit
or
* Faulty EPM
4-55
EPM
4-55
Diagnostics
Signal
LG / R
BK28
GY / R
BK13
5 volts
Sensor Ground
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)
Key On
System Data Mode
* Warm Engine to normal operating temperature,
then run engine above 650 rpm for 60 seconds
Does DST display CHT
temperature of 230 or greater
with engine over 650 rpm?
Yes
Verify with temperture gauge that the
engine coolant is over 225 deg. F.
No
Intermittent Problem
Check cooling system
Yes
Does gauge indicate 225
deg. or greater?
Repair cooling system
No
Verify ECT circuit, replace CHT/ECT
sensor with known good part, and
retest
4-57
EPM
4-57
Diagnostics
Signal
LG / R
BK28
GY / R
BK13
5 volts
Sensor Ground
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
Key On
System Data Mode
* Warm Engine to normal operating temperature,
then run engine above 1000 rpm for 60 seconds
Does DST display CHT
temperature of 235 or greater
with engine over 650 rpm?
Yes
Verify with temperture gauge that the
engine coolant is over 230 deg. F.
No
Intermittent Problem
Check cooling system
Yes
Does gauge indicate 230
deg. or greater?
Repair cooling
system
No
Verify CHT/ECT circuit, replace
CHT/ECT sensor with known good
part, and retest
4-59
EPM
4-59
Diagnostics
C
B
A
BR / W
LG / BK
GY / R
BK14
5 volts
BK20
Signal
BK13
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
If engine idle is
rough,unstable,missing or incorrect
due to a suspected engine
mechanical problem or vacuum leak
etc. correct the condition before
continuing to use this diagnostic chart.
Does DST display MAP
pressure of 13.0 psia or
greater with engine idling?
Yes
* Key Off
* Disconnect MAP sensor from harness
* Key On
No
Intermittent Problem
Yes
Does DST display MAP
pressure less than 0.05
psia?
Probe sensor ground circuit
with test light connected to
battery voltage
No
* MAP signal circuit shorted to voltage
or
* Faulty EPM
EPM
Yes
Does test light come on?
* Faulty sensor pressure connection to
engine
or
* Faulty EPM connection
or
* Faulty Sensor
No
* Open sensor ground circuit
or
* Faulty EPM
4-61
EPM
4-61
Diagnostics
C
B
A
BR / W
LG / BK
GY / R
BK14
5 volts
BK20
Signal
BK13
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
Key On - Engine Running
System Data Mode
Does DST display MAP
voltage of 0.05 or less with
engine idling?
Yes
* Key Off
* Disconnect MAP sensor from harness
* Jumper 5 volt supply circuit and MAP
signal circuit together
* Key On
No
Intermittent Problem
Yes
Does DST display MAP
voltage of 4.5 volts or
greater?
* Poor connection
or
*Faulty MAP
No
Probe MAP signal circuit with test
light connected to battery voltage.
Does DST display MAP
voltage of 4.0
or greater?
Yes
* 5 volt reference is open or shorted to
ground
or
* Faulty ECM connection
or
* Faulty ECM
No
* MAP signal circuit open or shorted to ground
or
* Faulty EPM connection
or
* Faulty EPM
4-63
EPM
4-63
Diagnostics
C
B
A
BR / W
LG / BK
GY / R
BK14
5 volts
BK20
Signal
BK13
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
Key On
System Data Mode
Does DST display MAP
pressure of 16 psia or
greater?
Yes
Replace with known good MAP sensor
and retest
No
Intermittent Problem
4-65
EPM
4-65
Diagnostics
C
B
A
BR / W
LG / BK
GY / R
BK14
5 volts
BK20
Signal
BK13
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
Key On
System Data Mode
Does DST display BP
pressure 8.3 psia or less ?
Yes
* Key Off
* Disconnect MAP sensor from harness
* Jumper 5 volt reference circuit and MAP
signal circuit together
* Key On
No
Intermittent Problem
Yes
Does DST display BP
pressure of 16.00 psia or
greater?
* Poor connection
or
*Faulty MAP sensor
No
Probe MAP signal circuit with test
light connected to battery voltage.
Does DST display BP
pressure of 16.00 psia or
greater?
Yes
* 5 volt reference is open or shorted to
ground
or
* Faulty EPM connection
or
* Faulty EPM
No
* BP signal circuit open or shorted to ground
or
* Faulty EPM connection
or
* Faulty EPM
4-67
EPM
4-67
Diagnostics
EPM
DB
BK32
GY
BK33
Crankshaft
Crankshaft
Crank
Sensor
Crank +
Crank -
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
Check the wiring and
electrical connections
between the
he EPM and the
crankshaft position sensor.
Is the wiring OK?
Yes
* Bad system ground
or
* Bad crankshaft sensor
or
* Bad sensor trigger wheel
or
* Bad EPM
No
Repair the wiring
harness
4-69
EPM
4-69
Diagnostics
EPM
DB
BK32
GY
BK33
Crankshaft
Crankshaft
Crank
Sensor
Crank +
Crank -
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
Check the wiring and
electrical connections
between the EPM
ECM and the
crankshaft position sensor.
NOTE: reversed wires, one
wire having a poor
connection, or a bad system
ground are most frequently
the cause of this fault.
Yes
Is the wiring OK?
*Bad crankshaft sensor
or
*Bad crankshaft sensor
*Bad sensor trigger wheel
or
or
*Bad sensor trigger wheel
*Bad EPM
or
or
ECM
*Cam gear*Bad
& crank
gear out of sync
No
Repair the wiring
harness
4-71
EPM
4-71
Diagnostics
EPM
M
Camshaft Trigger
Wheel
DB/O
BK34
GY/R
BK35
CAM +
Cam
Sensor
CAM -
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 and
electrical connections
between theEPM and the
camshaft position sensor.
NOTE: reversed wires, one
wire having a poor
connection, or a bad system
ground are most frequently
the cause of this fault.
Is the wiring OK?
Yes
*Bad camshaft sensor
or
*Bad sensor trigger wheel
or
*Bad EPM
ECM
No
Repair the wiring
harness
4-73
EPM
4-73
Diagnostics
EPM
Camshaft Trigger
Wheel
Cam
Sensor
DB/O
BK34
GY/R
BK35
CAM +
CAM -
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 faulty power or ground
circuits to EPM.
Verify spark system integrity
Yes
Are circuits OK?
*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
No
Repair faulty circuits and clear DTC 245
Retest
Is spark system
and
cam/crank sensors and
wheels OK?
Yes
Consult Factory Technical
Service Department
No
Repair faulty spark system
components and clear DTC 245.
Retest
4-75
EPM
4-75
Diagnostics
EPM
M
4.2L
Y-R
Knock
Sensor
DG-P
BK29
Knock +
BK30
Knock-
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
Key On - Engine Running
System Data Mode
Check the wiring and the
electrical connections
between the EPM
ECM and the
Knock Sensor
Operate engine at conditions
greater than 1500 RPMs and
8 psia MAP.
Is the wiring
ok?
Yes
* Faulty EPM
or
* Faulty Knock Sensor
No
Does DTC
SFC 253
reset?
Yes
Repair the wiring
harness
No
Intermittent Problem
4-77
EPM
4-77
Diagnostics
EPMM
4.2L
Y-R
Knock
Sensor
DG-P
BK29
Knock +
BK30
Knock-
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
Clear DTC 254
Disconnect Knock Sensor and operate
engine at less than 8 psia MAP.
Does DTC 254
reset?
No
Key On - Engine Running
System Data Mode
* Faulty Knock Sensor
or
* Severe mechanical
vibration on engine in need
of repair
Yes
Check the wiring
between the EPM and
the Knock Sensor for a
short to power
Operate engine at less than
8 psia MAP
Is wiring OK?
Yes
Faulty EPM
No
Does DTC 254
reset?
Yes
Repair short in
haness
No
Intermittent
problem
4-79
EPM
4-79
Diagnostics
EPM
R
BK6
T
Inj #1
Inj #2
Inj #3
W
BR / Y
BR / LB
Inj #4
Injector power
BK7
Injector Driver
#1
BK10
Injector Driver
#4
BK8
Injector Driver
#2
BK9
Injector Driver
#3
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
Key On - Engine Running
System Data Mode
* Key Off
* Disconnect harness connector from the #1
cylinder injector
* Using a high impedance DVOM measure
the resistance between pins on the injector
Clear system fault
Yes
Does DTC 311 reset with
engine idling?
Does the DVOM
display a resistance of
16 Ohms or less?
Yes
* Measure resistance from the Tan wire in
the injector connector to battery ground
and then to analog ground in the harness
(GY-R Wire)
No
No
Fault is intermittent.
Does the DVOM
display a resistance of
5.0 Ohms or less?
Replace the injector
Yes
* Repair short to ground in
harness
or
* Faulty EPM if shorted to
analog ground and harness is
ok
No
* Disconnect the Black harness
connector from the EPM
* Using the DVOM measure the
resistance from the injector connector
to pin 7 on the black connector
Yes
* Faulty connection at injector or EPM
ECM
or
* Faulty EPM
Does the DVOM
display a resistance of
5.0 Ohms or less?
No
Repair open in
harness
4-81
EPM
4-81
Diagnostics
EPM
R
T
Inj #1
Inj #2
Inj #3
Inj #4
Inj #5
W
BR / Y
BR / LB
T/BK
LG/O
Inj #6
BK6
Injector
Power
BK7
Injector Driver
#1
BK9
Injector Driver
#3
BK11
Injector Driver
#5
BK8
Injector Driver
#2
BK10
Injector Driver
#4
BK12
Injector Driver
#6
DTC 311-Injector Driver #1 Open (4.2L)
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
4-82
EPM
4-82
Diagnostics
Key On - Engine Running
System Data Mode
* Key Off
* Disconnect harness connector from the #1
cylinder injector
* Using a high impedance DVOM measure
the resistance between pins on the injector
Clear system fault
Yes
Does DTC 311 reset with
engine idling?
Does the DVOM
display a resistance of
16 Ohms or less?
Yes
* Measure resistance from the Tan wire in
the injector connector to battery ground
and then to analog ground in the harness
(GY-R Wire)
No
No
Fault is intermittent.
Does the DVOM
display a resistance of
5.0 Ohms or less?
Replace the injector
Yes
* Repair short to ground in
harness
or
* Faulty EPM if shorted to
analog ground and harness is
ok
No
* Disconnect the Black harness
connector from the EPM
* Using the DVOM measure the
resistance from the injector connector
to pin 7 on the black connector
Yes
* Faulty connection at injector or EPM
or
* Faulty EPM
Does the DVOM
display a resistance of
5.0 Ohms or less?
No
Repair open in
harness
4-83
EPM
4-83
Diagnostics
EPM
R
BK6
T
Inj #1
Inj #2
Inj #3
W
BR / Y
BR / LB
Inj #4
Injector power
BK7
Injector Driver
#1
BK10
Injector Driver
#4
BK8
Injector Driver
#2
BK9
Injector Driver
#3
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
Key On - Engine Running
System Data Mode
* Key Off
* Disconnect harness connector from the #1
cylinder injector
* Using a high impedance DVOM measure
the resistance between pins of the injector
Clear system fault
Yes
Does DTC 31 2 reset with
engine idling?
Yes
Does the DVOM
display a resistance of
5 Ohms or more?
No
* Disconnect th e Black harness
connector from the EPM
* Using the DVOM check from pin BK7 at the EPM c onnector to the Tan
wire in the injector connector for a
short to voltage .
No
Fault is intermittent.
Replace the injector
Yes
Repair short to voltage in harness
Is a short present?
No
Faulty injector
or
Faulty EPM
4-85
EPM
4-85
Diagnostics
EPM
R
T
Inj #1
Inj #2
Inj #3
Inj #4
Inj #5
W
BR / Y
BR / LB
T/BK
LG/O
Inj #6
BK6
Injector
Power
BK7
Injector Driver
#1
BK9
Injector Driver
#3
BK11
Injector Driver
#5
BK8
Injector Driver
#2
BK10
Injector Driver
#4
BK12
Injector Driver
#6
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
Key On - Engine Running
System Data Mode
* Key Off
* Disconnect harness connector from the #1
cylinder injector
* Using a high impedance DVOM measure
the resistance between pins of the injector
Clear system fault
Yes
Does DTC 312 reset with
engine idling?
Yes
Does the DVOM
display a resistance of
5 Ohms or more?
No
* Disconnect th e Black harness
connector from the EPM
* Using the DVOM check from pin BK7 at t he EPM c onnector to the Tan
wire in the injector connector for a
short to voltage .
No
Fault is intermittent.
Replace the injector
Yes
Repair short to voltage in harness
Is a short present?
No
Faulty injector
or
Faulty EPM
4-87
EPM
4-87
Diagnostics
EPM
R
BK6
T
Inj #1
Inj #2
Inj #3
W
BR / Y
BR / LB
Inj #4
Injector power
BK7
Injector Driver
#1
BK10
Injector Driver
#4
BK8
Injector Driver
#2
BK9
Injector Driver
#3
DTC 313-Injector Driver #2 Open (2.5L)
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.
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 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
Key On - Engine Running
System Data Mode
* Key Off
* Disconnect harness connector from the #3
cylinder injector
* Using a high impedance DVOM measure
the resistance between pins on the injector
Clear system fault
Yes
Does DTC 313 reset with
engine idling?
Does the DVOM
display a resistance of
16 Ohms or less?
Yes
* Measure resistance from the BR/Y wire
in the injector connector to battery ground
and then to analog ground in the harness
(GY-R Wire)
No
No
Fault is intermittent.
Does the DVOM
display a resistance of
5.0 Ohms or less?
Replace the injector
Yes
* Repair short to ground in
harness
or
* Faulty EPM if s horted to
analog ground and harness is
ok
No
* Disconnect the Black harness
connector from the EPM
* Using the DVOM measure the
resistance from the injector connector
to pin 8 on the black connector
Yes
* Faulty connection at injector or EPM
or
* Faulty EPM
Does the DVOM
display a resistance of
5.0 Ohms or less?
No
Repair open in
harness
4-89
EPM
4-89
Diagnostics
EPM
R
T
Inj #1
Inj #2
Inj #3
Inj #4
Inj #5
W
BR / Y
BR / LB
T/BK
LG/O
Inj #6
BK6
Injector
Power
BK7
Injector Driver
#1
BK9
Injector Driver
#3
BK11
Injector Driver
#5
BK8
Injector Driver
#2
BK10
Injector Driver
#4
BK12
Injector Driver
#6
DTC 313-Injector Driver #2 Open (4.2L)
Circuit Description
Injector Driver #2 fires the #4 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
4-90
EPM
4-90
Diagnostics
Key On - Engine Running
System Data Mode
* Key Off
* Disconnect harness connector from the #4
cylinder injector
* Using a high impedance DVOM measure
the resistance between pins on the injector
Clear system fault
Yes
Does DTC 313 reset with
engine idling?
Does the DVOM
display a resistance of
16 Ohms or less?
Yes
* Measure resistance from the BR/LB wire
in the injector connector to battery ground
and then to analog ground in the harness
(GY-R Wire)
No
No
Fault is intermittent.
Does the DVOM
display a resistance of
5.0 Ohms or less?
Replace the injector
Yes
* Repair short to ground in
harness
or
* Faulty EPM if shorted to
analog ground and harness is
ok
No
* Disconnect the Black harness
connector from t he EPM
* Using the DVOM measure the
resistance from the injector connector
to pin 8 on the black connector
Yes
* Faulty connection at injector or EPM
or
* Faulty EPM
Does the DVOM
display a resistance of
5.0 Ohms or less?
No
Repair open in
harness
4-91
EPM
4-91
Diagnostics
EPM
R
BK6
T
Inj #1
Inj #2
Inj #3
W
BR / Y
BR / LB
Inj #4
Injector power
BK7
Injector Driver
#1
BK10
Injector Driver
#4
BK8
Injector Driver
#2
BK9
Injector Driver
#3
DTC 314-Injector Driver #2 Shorted (2.5L)
Circuit Description
Injector Driver #2 fires the #3 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-Enabled
• Closed Loop-Enabled
4-92
EPM
4-92
Diagnostics
Key On - Engine Running
System Data Mode
* Key Off
* Disconnect harness connector from the #3
cylinder injector
* Using a high impedance DVOM measure
the resistance between pins of the injector
Clear system fault
Yes
Does DTC 314 reset with
engine idling?
Does the DVOM
display a resistance of
5 Ohms or more?
Yes
No
* Disconnect the Black harness
connector from the EPM
* Using the DVOM check from pin BK8 at t he EPM connector to the BR/Y
wire in the injector connector for a
short to voltage
No
Fault is intermittent.
Replace the injector
Yes
Is a short present?
No
Repair short to voltage in harness
4-93
EPM
Faulty injector
or
Faulty EPM
4-93
Diagnostics
EPM
R
T
Inj #1
Inj #2
Inj #3
Inj #4
Inj #5
W
BR / Y
BR / LB
T/BK
LG/O
Inj #6
BK6
Injector
Power
BK7
Injector Driver
#1
BK9
Injector Driver
#3
BK11
Injector Driver
#5
BK8
Injector Driver
#2
BK10
Injector Driver
#4
BK12
Injector Driver
#6
DTC 314-Injector Driver #2 Shorted (4.2L)
Circuit Description
Injector Driver #2 fires the #4 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-Enabled
• Closed Loop-Enabled
4-94
EPM
4-94
Diagnostics
Key On - Engine Running
System Data Mode
* Key Off
* Disconnect harness connector from the #4
cylinder injector
* Using a high impedance DVOM measure
the resistance between pins of the injector
Clear system fault
Yes
Does DTC 314 reset with
engine idling?
Does the DVOM
display a resistance of
5 Ohms or more?
Yes
No
* Disconnect t he Black harness
connector from the EPM
* Using the DVOM check from pin BK8 athe
t ECM c onnector to the BR/LB
wireni the inject or connector for a
short to voltage
No
Fault is intermittent.
Replace the injector
Yes
Is a short present?
No
Repair short to voltage in harness
4-95
EPM
Faulty injector
or
Faulty EPM
4-95
Diagnostics
ECM
R
BK6
T
Inj #1
Inj #2
Inj #3
W
BR / Y
BR / LB
Inj #4
EPM
Injector power
BK7
Injector Driver
#1
BK10
Injector Driver
#4
BK8
Injector Driver
#2
BK9
Injector Driver
#3
DTC 315-Injector Driver #3 Open (2.5L)
Circuit Description
Injector Driver #3 fires the #4 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
4-96
EPM
4-96
Diagnostics
Key On - Engine Running
System Data Mode
* Key Off
* Disconnect harness connector from the #4
cylinder injector
* Using a high impedance DVOM measure
the resistance between pins on the injector
Clear system fault
Yes
Does DTC 315 reset with
engine idling?
Does the DVOM
display a resistance of
16 Ohms or less?
Yes
* Measure resistance from the BR/LB wire
in the injector connector to battery ground
and then to analog ground in the harness
(GY-R Wire)
No
No
Fault is intermittent.
Does the DVOM
display a resistance of
5.0 Ohms or less?
Replace the injector
Yes
* Repair short to ground in
harness
or
* Faulty EPM i f shorted to
analog ground and harness is
ok
No
* Disconnect the Black harness
connector from theEPM
ECM
EPM
* Using the DVOM measure the
resistance from the injector connector
to pin 9 on the black connector
Yes
* Faulty connection at injector or EPM
or
* Faulty EPM
Does the DVOM
display a resistance of
5.0 Ohms or less?
No
Repair open in
harness
4-97
EPM
4-97
Diagnostics
R
T
Inj #1
Inj #2
Inj #3
Inj #4
Inj #5
W
BR / Y
BR / LB
T/BK
LG/O
Inj #6
BK6
ECM
EPM
Injector
Power
BK7
Injector Driver
#1
BK9
Injector Driver
#3
BK11
Injector Driver
#5
BK8
Injector Driver
#2
BK10
Injector Driver
#4
BK12
Injector Driver
#6
DTC 315-Injector Driver #3 Open (4.2L)
Circuit Description
Injector Driver #3 fires the #2 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
4-98
EPM
4-98
Diagnostics
Key On - Engine Running
System Data Mode
* Key Off
* Disconnect harness connector from the #2
cylinder injector
* Using a high impedance DVOM measure
the resistance between pins on the injector
Clear system fault
Yes
Does DTC 315 reset with
engine idling?
Does the DVOM
display a resistance of
16 Ohms or less?
Yes
* Measure resistance from the White wire
in the injector connector to battery ground
and then to analog ground in the harness
(GY-R Wire)
No
No
Fault is intermittent.
Does the DVOM
display a resistance of
5.0 Ohms or less?
Replace the injector
Yes
* Repair short to ground in
harness
or
* Faulty EPM if shorted to
analog ground and harness is
ok
No
* Disconnect the Black harness
connector from the EPM
* Using the DVOM measure the
resistance from the injector connector
to pin 9 on the black connector
Yes
* Faulty connection at injector or EPM
or
* Faulty EPM
Does the DVOM
display a resistance of
5.0 Ohms or less?
No
Repair open in
harness
4-99
EPM
4-99
Diagnostics
EPM
R
BK6
T
Inj #1
Inj #2
Inj #3
W
BR / Y
BR / LB
Inj #4
Injector power
BK7
Injector Driver
#1
BK10
Injector Driver
#4
BK8
Injector Driver
#2
BK9
Injector Driver
#3
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 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 greater than 9 volts and injector low-side greater
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
4-100
Diagnostics
Key On - Engine Running
System Data Mode
* Key Off
* Disconnect harness connector from the #4
cylinder injector
* Using a high impedance DVOM measure
the resistance between pins of the injector
Clear system fault
Yes
Does DTC 316 reset with
engine idling?
Does the DVOM
display a resistance of
5 Ohms or more?
Yes
No
* Disconnect the Black harness
connector from the EPM
* Using the DVOM check from pin BK
-9 at the EPM connector to the BR/LB
wire in the injector connector for a
short to voltage
No
Fault is intermittent.
Replace the injector
Yes
Is a short present?
Repair short to voltage in harness
No
Faulty injector
or
Faulty EPM
4-101
EPM
4-101
Diagnostics
EPM
R
T
Inj #1
Inj #2
Inj #3
Inj #4
Inj #5
W
BR / Y
BR / LB
T/BK
LG/O
Inj #6
BK6
Injector
Power
BK7
Injector Driver
#1
BK9
Injector Driver
#3
BK11
Injector Driver
#5
BK8
Injector Driver
#2
BK10
Injector Driver
#4
BK12
Injector Driver
#6
DTC 316-Injector Driver #3 Shorted (4.2L)
Circuit Description
Injector Driver #3 fires the #2 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 greater than 9 volts and injector low-side greater
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
4-102
Diagnostics
Key On - Engine Running
System Data Mode
* Key Off
* Disconnect harness connector from the #2
cylinder injector
* Using a high impedance DVOM measure
the resistance between pins of the injector
Clear system fault
Yes
Does DTC 316 reset with
engine idling?
Does the DVOM
display a resistance of
5 Ohms or more?
Yes
No
* Disconnect the Black harness
connector from the EPM
* Using the DVOM check from pin BK9 at the EPM connector to the White
wire in the injector connector for a
short to voltage
No
Fault is intermittent.
Replace the injector
Yes
Is a short present?
Repair short to voltage in harness
No
Faulty injector
or
Faulty EPM
4-103
EPM
4-103
Diagnostics
EPM
R
BK6
T
Inj #1
Inj #2
Inj #3
W
BR / Y
BR / LB
Inj #4
Injector power
BK7
Injector Driver
#1
BK10
Injector Driver
#4
BK8
Injector Driver
#2
BK9
Injector Driver
#3
DTC 321-Injector Driver #4 Open (2.5L)
Circuit Description
Injector Driver #4 fires the #2 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
4-104
EPM
4-104
Diagnostics
Key On - Engine Running
System Data Mode
* Key Off
* Disconnect harness connector from the #2
cylinder injector
* Using a high impedance DVOM measure
the resistance between pins on the injector
Clear system fault
Yes
Does DTC 321 reset with
engine idling?
Does the DVOM
display a resistance of
16 Ohms or less?
Yes
* Measure resistance from the White wire
in the injector connector to battery ground
and then to analog ground in the harness
(GY-R Wire)
No
No
Fault is intermittent.
Does the DVOM
display a resistance of
5.0 Ohms or less?
Replace the injector
Yes
* Repair short to ground in
harness
or
* Faulty EPM if shorted to
analog ground and harness is
ok
No
* Disconnect the Black harness
connector from the EPM
* Using the DVOM measure the
resistance from the injector connector
to pin 10 on the black connector
Yes
* Faulty connection at injector or EPM
or
* Faulty EPM
Does the DVOM
display a resistance of
5.0 Ohms or less?
No
Repair open in
harness
4-105
EPM
4-105
Diagnostics
R
T
Inj #1
Inj #2
Inj #3
Inj #4
Inj #5
W
BR / Y
BR / LB
T/BK
LG/O
Inj #6
BK6
EPM
Injector
Power
BK7
Injector Driver
#1
BK9
Injector Driver
#3
BK11
Injector Driver
#5
BK8
Injector Driver
#2
BK10
Injector Driver
#4
BK12
Injector Driver
#6
DTC 321-Injector Driver #4 Open (4.2L)
Circuit Description
Injector Driver #4 fires the #5 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
4-106
EPM
4-106
Diagnostics
Key On - Engine Running
System Data Mode
* Key Off
* Disconnect harness connector from the #5
cylinder injector
* Using a high impedance DVOM measure
the resistance between pins on the injector
Clear system fault
Yes
Does DTC
SFC 321 reset with
engine idling?
Does the DVOM
display a resistance of
16 Ohms or less?
Yes
* Measure resistance from the T/BK wire in
the injector connector to battery ground
and then to analog ground in the harness
(GY-R Wire)
No
No
Fault is intermittent.
Does the DVOM
display a resistance of
5.0 Ohms or less?
Replace the injector
Yes
* Repair short to ground in
harness
or
* Faulty EPM
ECM if shorted to
analog ground and harness is
ok
No
* Disconnect the Black harness
connector from theEPM
ECM
* Using the DVOM measure the
resistance from the injector connector
to pin 10 on the black connector
Yes
* Faulty connection at injector or EPM
or
* Faulty EPM
Does the DVOM
display a resistance of
5.0 Ohms or less?
No
Repair open in
harness
4-107
EPM
4-107
Diagnostics
EPM
R
BK6
T
Inj #1
Inj #2
Inj #3
W
BR / Y
BR / LB
Inj #4
Injector power
BK7
Injector Driver
#1
BK10
Injector Driver
#4
BK8
Injector Driver
#2
BK9
Injector Driver
#3
DTC 322-Injector Driver #4 Shorted (2.5L)
Circuit Description
Injector Driver #4 fires the #2 cylinder injector.
This fault will set if the EPM detects 10 injector firings with the injector 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 for active fault and for 5 seconds after active fault
• Adaptive-Enabled
• Closed Loop-Enabled
4-108
EPM
4-108
Diagnostics
Key On - Engine Running
System Data Mode
* Key Off
* Disconnect harness connector from the #2
cylinder injector
* Using a high impedance DVOM measure
the resistance between pins of the injector
Clear system fault
Yes
Does DTC 322 reset with
engine idling?
Does the DVOM
display a resistance of
5 Ohms or more?
* Disconnect the Black harness
connector from the EPM
* Using the DVOM check from pin BK10 at the EPM connector to the White
wire in the injector connector for a
short to voltage
Yes
No
No
Fault is intermittent.
Replace the injector
Yes
Is a short present?
Repair short to voltage in harness
No
Faulty injector
or
Faulty EPM
4-109
EPM
4-109
Diagnostics
R
T
Inj #1
Inj #2
Inj #3
Inj #4
Inj #5
W
BR / Y
BR / LB
T/BK
LG/O
Inj #6
BK6
EPM
Injector
Power
BK7
Injector Driver
#1
BK9
Injector Driver
#3
BK11
Injector Driver
#5
BK8
Injector Driver
#2
BK10
Injector Driver
#4
BK12
Injector Driver
#6
DTC 322-Injector Driver #4 Shorted (4.2L)
Circuit Description
Injector Driver #4 fires the cylinder #5 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-Enabled
• Closed Loop-Enabled
4-110
EPM
4-110
Diagnostics
Key On - Engine Running
System Data Mode
* Key Off
* Disconnect harness connector from the #5
cylinder injector
* Using a high impedance DVOM measure
the resistance between pins of the injector
Clear system fault
Yes
Does DTC 322 reset with
engine idling?
Does the DVOM
display a resistance of
5 Ohms or more?
* Disconnect the Black harness
connector from the EPM
* Using the DVOM check from pin BK10 at the EPM connector to the T/BK
wire in the injector connector for a
short to voltage
Yes
No
No
Fault is intermittent.
Replace the injector
Yes
Is a short present?
Repair short to voltage in harness
No
Faulty injector
or
Faulty EPM
4-111
EPM
4-111
Diagnostics
EPM
R
T
Inj #1
Inj #2
Inj #3
Inj #4
Inj #5
W
BR / Y
BR / LB
T/BK
LG/O
Inj #6
BK6
Injector
Power
BK7
Injector Driver
#1
BK9
Injector Driver
#3
BK11
Injector Driver
#5
BK8
Injector Driver
#2
BK10
Injector Driver
#4
BK12
Injector Driver
#6
DTC 323-Injector Driver #5 Open (4.2L)
Circuit Description
Injector Driver #5 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.
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
4-112
EPM
4-112
Diagnostics
Key On - Engine Running
System Data Mode
* Key Off
* Disconnect harness connector from the #3
cylinder injector
* Using a high impedance DVOM measure
the resistance between pins on the injector
Clear system fault
Yes
Does DTC 323 reset with
engine idling?
Does the DVOM
display a resistance of
16 Ohms or less?
Yes
* Measure resistance from the BR/Y wire
in the injector connector to battery ground
and then to analog ground in the harness
(GY-R Wire)
No
No
Fault is intermittent.
Does the DVOM
display a resistance of
5.0 Ohms or less?
Replace the injector
Yes
* Repair short to ground in
harness
or
* Faulty EPM if shorted to
analog ground and harness is
ok
No
* Disconnect the Black harness
connector from the EPM
* Using the DVOM measure the
resistance from the injector connector
to pin 11 on the black connector
Yes
* Faulty connection at injector or EPM
or
* Faulty EPM
Does the DVOM
display a resistance of
5.0 Ohms or less?
No
Repair open in
harness
4-113
EPM
4-113
Diagnostics
EPM
R
T
Inj #1
Inj #2
Inj #3
Inj #4
Inj #5
W
BR / Y
BR / LB
T/BK
LG/O
Inj #6
BK6
Injector
Power
BK7
Injector Driver
#1
BK9
Injector Driver
#3
BK11
Injector Driver
#5
BK8
Injector Driver
#2
BK10
Injector Driver
#4
BK12
Injector Driver
#6
DTC 324-Injector Driver #5 Shorted (4.2L)
Circuit Description
Injector Driver #5 fires the #3 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-Enabled
• Closed Loop-Enabled
4-114
EPM
4-114
Diagnostics
Key On - Engine Running
System Data Mode
* Key Off
* Disconnect harness connector from the #3
cylinder injector
* Using a high impedance DVOM measure
the resistance between pins of the injector
Clear system fault
Yes
Does DTC 324 reset with
engine idling?
Does the DVOM
display a resistance of
5 Ohms or more?
* Disconnect the Black harness
connector from the EPM
* Using the DVOM check from pin BK11at the EPM onnector to the BR/Y
wire in the injector connector for a
short to voltage
Yes
No
No
Fault is intermittent.
Replace the injector
Yes
Is a short present?
Repair short to voltage in harness
No
Faulty injector
or
Faulty EPM
4-115
EPM
4-115
Diagnostics
EPM
R
T
Inj #1
Inj #2
Inj #3
Inj #4
Inj #5
W
BR / Y
BR / LB
T/BK
LG/O
Inj #6
BK6
Injector
Power
BK7
Injector Driver
#1
BK9
Injector Driver
#3
BK11
Injector Driver
#5
BK8
Injector Driver
#2
BK10
Injector Driver
#4
BK12
Injector Driver
#6
DTC 325-Injector Driver #6 Open (4.2L)
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 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
4-116
EPM
4-116
Diagnostics
Key On - Engine Running
System Data Mode
* Key Off
* Disconnect harness connector from the #6
cylinder injector
* Using a high impedance DVOM measure
the resistance between pins on the injector
Clear system fault
Yes
Does DTC 325 reset with
engine idling?
Does the DVOM
display a resistance of
16 Ohms or less?
Yes
* Measure resistance from the LG/O wire
in the injector connector to battery ground
and then to analog ground in the harness
(GY-R Wire)
No
No
Fault is intermittent.
Does the DVOM
display a resistance of
5.0 Ohms or less?
Replace the injector
Yes
* Repair short to ground in
harness
or
*Faulty EPM if shorted to
analog ground and harness is
ok
No
* Disconnect the Black harness
connector from the EPM
* Using the DVOM measure the
resistance from the injector connector
to pin 12 on the black connector
Yes
* Faulty connection at injector or EPM
ECM
or
* Faulty EPM
Does the DVOM
display a resistance of
5.0 Ohms or less?
No
Repair open in
harness
4-117
EPM
4-117
Diagnostics
EPM
R
T
Inj #1
Inj #2
Inj #3
Inj #4
Inj #5
W
BR / Y
BR / LB
T/BK
LG/O
Inj #6
BK6
Injector
Power
BK7
Injector Driver
#1
BK9
Injector Driver
#3
BK11
Injector Driver
#5
BK8
Injector Driver
#2
BK10
Injector Driver
#4
BK12
Injector Driver
#6
DTC 326-Injector Driver #6 Shorted (4.2L)
Circuit Description
Injector Driver #6 fires the #6 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-Enabled
• Closed Loop-Enabled
4-118
EPM
4-118
Diagnostics
Key On - Engine Running
System Data Mode
* Key Off
* Disconnect harness connector from the #6
cylinder injector
* Using a high impedance DVOM measure
the resistance between pins of the injector
Clear system fault
Yes
Does DTC 326 reset with
engine idling?
Does the DVOM
display a resistance of
5 Ohms or more?
* Disconnect the Black harness
connector from the EPM
* Using the DVOM check from pin BK12 at the EPM connector to the LG/O
wire in the injector connector for a
short to voltage
Yes
No
No
Fault is intermittent.
Replace the injector
Yes
Is a short present?
Repair short to voltage in harness
No
Faulty injector
or
Faulty EPM
4-119
EPM
4-119
Diagnostics
VSW
ECM
EPM
VBATT
R
30
86
R/LG
FP Relay
To Fuel
Pump
PK/BK
87
85
DG/Y
LB/O
GY9
FP Control
GY10
FP Monitor
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
4-120
EPM
4-120
Diagnostics
Key - On
System Data Mode
Gasoline Fuel Selected
Yes
Disconnect Grey connector at EPM
and measure resistance between pin
10 and fuel pump +(at the pump).
Observe Fuel Pump
voltage while Fuel
Pump is energized.
Is resistance less
than 5 ohms
Does DST display Fuel
Pump voltage of 4 volts
or less?
Yes
* Make sure Fuel Pump
is powered by the Ford
EPM and Harness and
not by an external
source
or
* Repair short to ground
in harness in fuel pump
circuit.
No
No
Intermittent Problem
4-121
Repair open in
Fuel Pump Monitor
circuit. (GY-10)
EPM
4-121
Diagnostics
VSW
EPM
M
VBATT
R
30
86
R/LG
FP Relay
To Fuel
Pump
PK/BK
87
85
DG/Y
LB/O
GY9
FP Control
GY10
FP Monitor
DTC 352-Fuel Pump High Side Shorted To Power
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 voltage greater
than 4 volts while the pump should be off and the battery voltage is less than 16 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 off-state greater than 4 volts and battery voltage less
than 16 volts
• MIL- On during active fault
• Adaptive- Enabled
• Closed Loop- Enabled
• Engine Shut Down
4-122
EPM
4-122
Diagnostics
Key - on
System Data Mode
Wait at least 10
seconds to allow fuel
pump circuit to deenergize
Does DST display Fuel
Pump voltage of 4 volts or
greater?
Yes
Repair short to power in harness
between Fuel Pump Relay and Fuel
Pump
No
Intermittent Problem
4-123
EPM
4-123
Diagnostics
EPM
M
Cyls 1 & 4
Y/BK
1
2
Cyls 2 & 3
R
Y/R
3
GY1
Coil Driver #1
GY2
Coil Driver #2
To Relayed Power Fuse
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 adaptive dwell to be greater
than allowed with the battery voltage above 11 volts.
The purpose of this fault is to detect an open or high impedance circuit to the coil, or an open
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 dwell greater than allowed
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
4-124
Diagnostics
Key On - Engine Running
System Data Mode
* 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-1 of the EPM
connector and pin 1 of the coil connector.
Clear system fault
Yes
Does DTC
SFC 411 reset with
engine idling?
Does the DVOM
display a resistance of
5.0 Ohms or less?
* Using the DVOM measure the
resistance between pins 1 & 2 on the
ignition coil.
Yes
No
No
Fault is intermittent.
Find and repair the open
in the harness.
Yes
Does the DVOM
display a resistance of
5.0 Ohms or less?
No
* Faulty connection at EPM or coil
or
* Faulty EPM
4-125
EPM
Replace faulty coil
4-125
Diagnostics
EPM
Cyls 1 & 5
Y / BK
1
Cyls 2 & 6
2
Cyls 3 & 4
3
4
Y/W
Y/R
R
GY Coil Driver #1
-1
GY Coil Driver #2
-2
GY Coil Driver #3
-3
To Relayed Power Fuse
DTC 411-Coil Driver #1 Open (4.2L)
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 adaptive dwell to be greater
than allowed with the battery voltage above 11 volts.
The purpose of this fault is to detect an open or high impedance circuit to the coil, or an open
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 dwell greater than allowed
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
4-126
EPM
4-126
Diagnostics
Key On - Engine Running
System Data Mode
* 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-1 of the EPM
connector and pin 1 of the coil connector.
Clear system fault
Yes
Does DTC
SFC 411 reset with
engine idling?
Does the DVOM
display a resistance of
5.0 Ohms or less?
* Using the DVOM measure the
resistance between pins 1 & 4 on the
ignition coil.
Yes
No
No
Fault is intermittent.
Find and repair the open
in the harness.
Yes
Does the DVOM
display a resistance of
5.0 Ohms or less?
No
* Faulty connection at EPM or coil
or
* Faulty EPM
4-127
EPM
Replace faulty coil
4-127
Diagnostics
EPMM
Cyls 1 & 4
Y/BK
1
2
Cyls 2 & 3
R
Y/R
3
GY1
Coil Driver #1
GY2
Coil Driver #2
To Relayed Power Fuse
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 dwell is less allowed
and battery voltage is less than 16 volts.
The purpose of this fault is to detect a short to ground in the harness, or internally to the primary
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 adaptive dwell less than
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
4-128
Diagnostics
Key On - Engine Running
System Data Mode
* 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..
Clear system fault
Yes
Does DTC 412 reset with
engine idling?
No
Does the DVOM
display a resistance of
0.5 Ohms or more?
Yes
Disconnect Grey harness connector
from the EPM
* Check between pin GY-1 at the EPM
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.
No
Fault is intermittent.
Yes
Replace the coil
Is circuit shorted?
No
Repair short to ground in harness
4-129
EPM
Faulty coil
or Faulty EPM
4-129
Diagnostics
EPM
Cyls 1 & 5
Y / BK
1
Cyls 2 & 6
2
Cyls 3 & 4
3
4
Y/W
Y/R
R
GY Coil Driver #1
-1
GY Coil Driver #2
-2
GY Coil Driver #3
-3
To Relayed Power Fuse
DTC 412-Coil Driver #1 Shorted (4.2L)
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 dwell is less allowed
and battery voltage is less than 16 volts.
The purpose of this fault is to detect a short to ground in the harness, or internally to the primary
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 adaptive dwell less than
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
4-130
EPM
4-130
Diagnostics
Key On - Engine Running
System Data Mode
* 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..
Clear system fault
Yes
Does DTC 412 reset with
engine idling?
No
Does the DVOM
display a resistance of
0.5 Ohms or more?
Yes
Disconnect Grey harness connector
from the EPM
* Check between pin GY-1 at the EPM
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.
No
Fault is intermittent.
Yes
Replace the coil
Is circuit shorted?
No
Repair short to ground in harness
4-131
EPM
Faulty coil
or Faulty EPM
4-131
Diagnostics
EPM
M
Cyls 1 & 4
Y/BK
1
2
Cyls 2 & 3
R
Y/R
3
GY1
Coil Driver #1
GY2
Coil Driver #2
To Relayed Power Fuse
DTC 413-Coil Driver #2 Open (2.5L)
Circuit Description
Coil driver #2 fires engine cylinder number 2 & 3.
This fault will set if the EPM detects 10 coil firings which require the adaptive dwell to be greater
than allowed with the battery voltage above 11 volts.
The purpose of this fault is to detect an open or high impedance circuit to the coil, or an open
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 dwell greater than allowed
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
4-132
EPM
4-132
Diagnostics
Key On - Engine Running
System Data Mode
* 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.
Clear system fault
Yes
Does DTC 413 reset with
engine idling?
Does the DVOM
display a resistance of
5.0 Ohms or less?
* Using the DVOM measure the
resistance between pins 2 & 3 on the
ignition coil.
Yes
No
No
Fault is intermittent.
Find and repair the open
in the harness.
Yes
Does the DVOM
display a resistance of
5.0 Ohms or less?
No
* Faulty connection at EPM or
coil
or
* Faulty EPM
4-133
EPM
Replace faulty coil
4-133
Diagnostics
EPM
Cyls 1 & 5
Y / BK
1
Cyls 2 & 6
2
Cyls 3 & 4
3
4
Y/W
Y/R
R
GY Coil Driver #1
-1
GY Coil Driver #2
-2
GY Coil Driver #3
-3
To Relayed Power Fuse
DTC 413-Coil Driver #2 Open (4.2L)
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 adaptive dwell to be greater
than allowed with the battery voltage above 11 volts.
The purpose of this fault is to detect an open or high impedance circuit to the coil, or an open
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 dwell greater than allowed
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
4-134
EPM
4-134
Diagnostics
Key On - Engine Running
System Data Mode
* 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.
Clear system fault
Yes
Does DTC 413 reset with
engine idling?
Does the DVOM
display a resistance of
5.0 Ohms or less?
* Using the DVOM measure the
resistance between pins 3 & 4 on the
ignition coil.
Yes
No
No
Fault is intermittent.
Find and repair the open
in the harness.
Yes
Does the DVOM
display a resistance of
5.0 Ohms or less?
No
* Faulty connection at EPM or coil
or
* Faulty EPM
4-135
EPM
Replace faulty coil
4-135
Diagnostics
EPM
M
Cyls 1 & 4
Y/BK
1
2
Cyls 2 & 3
R
Y/R
3
GY1
Coil Driver #1
GY2
Coil Driver #2
To Relayed Power Fuse
DTC 414-Coil Driver #2 Shorted (2.5L)
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 dwell is less than
allowed and battery voltage is less than 16 volts.
The purpose of this fault is to detect a short to ground in the harness, or internally to the primary
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 adaptive dwell less allowed
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
4-136
Diagnostics
Key On - Engine Running
System Data Mode
* Key Off
* Disconnect the ignition coil from the harness
* Using a high impedance DVOM measure
the resistance between pins 2 & 3 on the
ignition coil..
Clear system fault
Yes
Does DTC 414 reset with
engine idling?
No
Does the DVOM
display a resistance of
0.5 Ohms or more?
Yes
Disconnect Grey harness connector
from the EPM
* Check between pin GY-2 at the EPM
and pin 3 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.
No
Fault is intermittent.
Yes
Replace the coil
Is circuit shorted?
No
Repair short to ground in harness
4-137
EPM
Faulty coil
or Faulty EPM
4-137
Diagnostics
EPM
Cyls 1 & 5
Y / BK
1
Cyls 2 & 6
2
Cyls 3 & 4
3
4
Y/W
Y/R
R
GY Coil Driver #1
-1
GY Coil Driver #2
-2
GY Coil Driver #3
-3
To Relayed Power Fuse
DTC 414-Coil Driver #2 Shorted (4.2L)
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 dwell is less allowed
and battery voltage is less than 16 volts.
The purpose of this fault is to detect a short to ground in the harness, or internally to the primary
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 adaptive dwell less than
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
4-138
EPM
4-138
Diagnostics
Key On - Engine Running
System Data Mode
* Key Off
* Disconnect the ignition coil from the harness
* Using a high impedance DVOM measure
the resistance between pins 3 & 4 on the
ignition coil..
Clear system fault
Yes
Does DTC 414 reset with
engine idling?
No
Does the DVOM
display a resistance of
0.5 Ohms or more?
Yes
Disconnect Grey harness connector from
the EPM
* Check between pin GY-2 at the EPM
and pin 3 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.
No
Fault is intermittent.
Yes
Replace the coil
Is circuit shorted?
No
Repair short to ground in harness
4-139
EPM
Faulty coil
or Faulty EPM
4-139
Diagnostics
EPM
Cyls 1 & 5
Y / BK
1
Cyls 2 & 6
2
Cyls 3 & 4
3
4
Y/W
Y/R
R
GY Coil Driver #1
-1
GY Coil Driver #2
-2
GY Coil Driver #3
-3
To Relayed Power Fuse
DTC 415-Coil Driver #3 Open (4.2L)
Circuit Description
Coil driver #3 fires engine cylinder number 2 & 6.
This fault will set if the EPM detects 10 coil firings which require the adaptive dwell to be greater
than allowed with the battery voltage above 11 volts.
The purpose of this fault is to detect an open or high impedance circuit to the coil, or an open
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 dwell greater than allowed
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
4-140
EPM
4-140
Diagnostics
Key On - Engine Running
System Data Mode
* 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.
Clear system fault
Yes
Does DTC 415 reset with
engine idling?
Does the DVOM
display a resistance of
5.0 Ohms or less?
* Using the DVOM measure the
resistance between pins 2 & 4 on the
ignition coil.
Yes
No
No
Fault is intermittent.
Find and repair the open
in the harness.
Yes
Does the DVOM
display a resistance of
5.0 Ohms or less?
No
* Faulty connection at EPM or coil
or
* Faulty EPM
4-141
EPM
Replace faulty coil
4-141
Diagnostics
EPM
Cyls 1 & 5
Y / BK
1
Cyls 2 & 6
2
Cyls 3 & 4
3
4
Y/W
Y/R
R
GY Coil Driver #1
-1
GY Coil Driver #2
-2
GY Coil Driver #3
-3
To Relayed Power Fuse
DTC 416-Coil Driver #3 Shorted (4.2L)
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 dwell is less allowed
and battery voltage is less than 16 volts.
The purpose of this fault is to detect a short to ground in the harness, or internally to the primary
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 adaptive dwell less than
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
4-142
EPM
4-142
Diagnostics
Key On - Engine Running
System Data Mode
* Key Off
* Disconnect the ignition coil from the harness
* Using a high impedance DVOM measure
the resistance between pins 2 & 4 on the
ignition coil.
Clear system fault
Yes
Does DTC 416 reset with
engine idling?
No
Does the DVOM
display a resistance of
0.5 Ohms or more?
Yes
Disconnect Grey harness connector
from the EPM
* Check between pin GY-3 at the EPM
and 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 to
battery ground.
No
Fault is intermittent.
Yes
Replace the coil
Is circuit shorted?
No
Repair short to ground in harness
4-143
EPM
Faulty coil
or Faulty EPM
4-143
Diagnostics
FPP1
BR / W
LB / BK
GY / R
BK14
5 volts
BK15
Signal
BK13
Sensor Ground
EPM
M
DTC 511-FPP1 High Voltage
Circuit Description
The Foot Pedal Position sensor uses a variable resistor to determine signal voltage based on
pedal position. Less depression of pedal results in lower voltage, and greater depression
results in higher voltage.
This fault will set if voltage is over 4.8 volts at any operating condition while the key is on. If the
voltage exceeds 4.8, then FPP1 is considered to be out of specifications. At this point the EPM
does not have a valid signal, and must therefore enforce the low rev limit and Power Derate
(level 1). When these are enforced the maximum throttle position is 50% and the maximum
engine speed is 1600 RPM. The Low Rev Limit is enforced for the remainder of the key-on
cycle. Rev limit is still enforced if the active fault is no longer present; the MIL light will flash at 2
Hz for the remainder of the key-on cycle. This is a reminder that the Low Rev Limit is still
enforced.
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) after active fault for the
remainder of the key-on cycle
• Adaptive-Enabled
• Closed Loop-Enabled
• Power Derate (level 1) and Low Rev Limit enforced
4-144
EPM
4-144
Diagnostics
Key On -Engine Off
System Data Mode
Does DST display FPP1
voltage of 4.8 volts or greater
with the Foot Pedal in idle
position?
Yes
* Key Off
* Disconnect FPP sensor from harness
* Key On
No
Does DST display FPP1
voltage less than 0.2 volts?
Slowly depress FP while
observing FPP1 voltage.
Yes
Probe sensor ground circuit
with test light connected to
battery voltage
No
* FPP1 signal circuit shorted to voltage
or
* Faulty EPM
Does DST FPP1 voltage
ever exceed 4.7 volts?
Yes
No
Intermittent Problem
Yes
* Faulty FPP1
or
* Poor Ground Circuit
or
* Faulty Connection
Does test light come on?
* Faulty EPM connection
or
* Faulty sensor
No
* Open sensor ground circuit
or
* Faulty EPM
4-145
EPM
4-145
Diagnostics
EPM
FPP1
BR / W
LB / BK
GY / R
BK14
5 volts
BK15
Signal
BK13
Sensor Ground
DTC 512-FPP1 Low Voltage
Circuit Description
The Foot Pedal Position sensor uses a variable resistor to determine signal voltage based on
pedal position. Less depression of pedal results in lower voltage, and greater depression
results in higher voltage.
This fault will set if voltage is less than 0.2 volts at any operating condition while the key is on. If
the voltage is less than 0.2, then FPP1 is considered to be out of specifications. At this point the
EPM does not have a valid signal, and must therefore enforce the low rev limit and Power
Derate (level-1). When these are enforced the maximum throttle position is 50% and the
maximum engine speed is 1600 RPM. The low rev limit is enforced for the remainder of the keyon cycle. If the active fault is no longer present, the MIL light will flash at 2 Hz for the remainder
of the key-on cycle. This is a reminder that the Low Rev Limit is still enforced.
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) after active fault for the
remainder of the key-on cycle
• Adaptive-Enabled
• Closed Loop-Enabled
• Power Derate (level 1) and Low Rev Limit enforced
4-146
EPM
4-146
Diagnostics
Key On -Engine Off
System Data Mode
Does DST display FPP1
voltage of 0.2 volts or less
with the Foot Pedal in idle
position?
Yes
* Key Off
* Disconnect FPP1 sensor from harness
* Jumper 5 volt reference circuit and FPP
signal circuit together
* Key On
No
Yes
Does DST display FPP1
voltage of 4.8 volts or
greater?
Slowly depress FP while
observing FPP1 voltage.
* Poor sensor connection
or
* Faulty sensor
No
Does DST FPP1 voltage
ever drop below 0.2 volts?
No
Probe FPP1 signal circuit with
test light connected to battery
voltage.
Yes
Intermittent Problem
Yes
* Faulty FPP1
or
* Faulty Connection
or
* Poor 5 volt power supply circuit
Does DST display FPP1
voltage of 4.8 volts or
greater?
* 5 volt reference is open or
shorted to ground
or
* Faulty EPM connection
or
* Faulty EPM
No
* FPP signal circuit open or shorted to
ground
or
* Faulty EPM connection
or
* Faulty EPM
4-147
EPM
4-147
Diagnostics
M
EPM
F
P
P
I
V
S
BR/W
BK14
LB/BK
BK15
FPP1
Signal
GY/R
BK13
Sensor
Ground
+ 5 volts
+ 5 volts
BK/Y
BK17
IVS
DTC 513-FPP 1 Higher Than IVS Limit
Circuit Description
The engine load command to the EPM is determined by operator depression of the electronic
foot pedal. The EPM monitors the foot pedal position and controls the throttle to maintain the
commanded power level. Because a problem with the foot pedal signal can result in a higher or
lower power than intended by the operator, the pedal used with this control system incorporates
a sensor with an idle validation switch. Checks and cross checks are constantly conducted by
the EPM to determine the validity of the signals. The Idle Validation Switch (IVS) is a normally
open contact (idle) that grounds (closed contacts) the IVS circuit to the EPM when the pedal is
depressed more than the idle position. This fault will set if the IVS is at idle (open) and the FPP
1 voltage is greater than 1.2 volts. During this fault, Power Derate (level 2) and the Low Rev
Limit are enforced. When these are enforced the maximum throttle position is 20% and the
maximum engine speed is 1600 RPM. The Low Rev Limit and Power Derate are enforced for
the remainder of the key-on cycle. If the active fault is no longer present, the MIL light will flash
at 2 Hz for the remainder of the key-on cycle. This is a reminder that the Power Derate and Low
Rev 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 volts
• MIL-On during active fault and flashing at 2 Hz (twice per second) after active fault for the
remainder of the key-on cycle
• Adaptive-Enabled
• Closed Loop-Enabled
• Power Derate (level 2) and Low Rev Limit enforced for remainder of key-on cycle
4-148
EPM
4-148
Diagnostics
Key On-Engine Off
System Data Test Mode
Does DST display IVS "Idle"
with the foot pedal fully
depressed
Yes
* Key Off
* Disconnect Foot Pedal from harness
* Key On
No
Depress foot pedal until
FPP1 is between 1.1 and 1.3
volts.
Does DST display IVS
"Idle" ?
Yes
Faulty Foot Pedal
No
Does DST display IVS
"Idle" ?
No
Yes
IVS signal shorted to ground
or
Bad EPM
Faulty Foot Pedal
Intermittant
Problem
4-149
EPM
4-149
Diagnostics
EPM
M
F
P
P
I
V
S
BR/W
BK
-14
+ 5 volts
LB/BK
BK
-15
FPP1
Signal
GY/R
BK
-13
Sensor
Ground
+ 5 volts
BK/Y
BK
-17
IVS
DTC 514-FPP 1 Lower Than IVS Limit
Circuit Description
The engine load command to the EPM is determined by operator depression of the electronic
foot pedal. The EPM monitors the foot pedal position, and controls the throttle to maintain the
commanded power level. Because a problem with the foot pedal signal can result in a higher or
lower power than intended by the operator, the pedal used with this control system incorporates
a sensor with an idle validation switch. Checks and cross checks are constantly conducted by
the EPM to determine the validity of the signals.
The Idle Validation Switch (IVS) is a normally open contact (idle) that grounds (closed contacts)
the IVS circuit to the EPM when the accelerator pedal is depressed more than the idle position.
This fault will set if the IVS is off-idle (closed) and the FPP 1 voltage is less than 0.6 volts.
During this fault, Power Derate (level 2) and the Low Rev Limit are enforced. When these are
enforced the maximum throttle position is 20% and the maximum engine speed is 1600 RPM.
These are enforced for the remainder of the key-on cycle. If the active fault is no longer present,
the MIL light will flash at 2 Hz for the remainder of the key-on cycle. This is a reminder that the
Power Derate and Low Rev Limits are still enforced.
4-150
EPM
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 Off
System Data Mode
Does DST display IVS "OFF
IDLE" with the foot pedal in
idle position?
Yes
* Key Off
* Jumper IVS signal and IVS ground
together on harness connector
* Key On
No
Intermittant Problem
Does DST display IVS
"ON" ?
Yes
Faulty Foot Pedal
No
IVS signal circuit shorted to ground
or
Faulty ECM
EPM
4-151
EPM
4-151
Diagnostics
EPM
FPP2
BR / W
LB/Y
GY / R
BK14
5 volts
BK16
Signal
BK13
Sensor Ground
DTC 521-FPP2 High Voltage
Circuit Description
The Foot Pedal Position sensor uses a variable resistor to determine signal voltage based on
pedal position. Less depression of the pedal results in lower voltage, and greater depression
results in higher voltage. The FPP2 input is used as a secondary power command to FPP1 with
a switch between pedals.
This fault will set if signal voltage is over 4.8 volts at any operating condition while the key is on.
If the voltage exceeds 4.8, then FPP2 is considered out of specification. At this point the EPM
does not have a valid signal, and must therefore enforce the Low Rev Limit and Power Derate
(level 1). When these are enforced the maximum throttle position is 50% and the maximum
engine speed is 1600 RPM. The Low Rev Limit is enforced for the remainder of the key-on
cycle. If the active fault is no longer present, the MIL light will flash at 2 Hz for the remainder of
the key-on cycle. This is a reminder that the Low Rev Limit is still enforced.
NOTE: This fault may or may not have Low Rev Limit attached to it, depending on configuration.
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) after active fault for the
remainder of the key-on cycle
• Adaptive-Enabled
• Closed Loop-Enabled
• Power Derate (level1) and Low Rev Limit enforced
4-152
EPM
4-152
Diagnostics
Key On -Engine Off
System Data Mode
Does DST display FPP2
voltage of 4.8 volts or greater
with the Foot Pedal in idle
position?
Yes
* Key Off
* Disconnect FPP2 sensor from harness
* Key On
No
Slowly increase FPP2 while
observing FPP2 voltage.
Does DST display FPP2
voltage less than 0.2 volts?
Yes
Probe sensor ground circuit
with test light connected to
battery voltage
No
Does DST FPP2 voltage
ever exceed 4.8 volts?
*FPP2 signal circuit shorted to voltage
or
* Faulty EPM
Yes
No
Intermittent Problem
Yes
Does test light come on?
* Faulty EPM connection
or
Faulty sensor
No
* Faulty FPP2 or
* Poor Ground Circuit
or
* Faulty Connection
4-153
* Open sensor ground circuit
or
* Faulty EPM
EPM
4-153
Diagnostics
EPM
FPP2
BR / W
LB/Y
GY / R
BK14
5 volts
BK16
Signal
BK13
Sensor Ground
DTC 522-FPP2 Low Voltage
Circuit Description
The Foot Pedal Position sensor uses a variable resistor to determine signal voltage based on
pedal position. Less depression of the pedal results in lower voltage, and greater depression
results in higher voltage. The FPP2 input is used as a secondary power command to FPP1 with
a switch between pedals. This fault will set if signal voltage is less than 0.2 volts at any
operating condition while the key is on. If the voltage is less than 0.2, then FPP2 is considered
out of specification. At this point the EPM does not have a valid signal, and must therefore
enforce the low rev limit and Power Derate (level 1). When these are enforced the maximum
throttle position is 50% and the maximum engine speed is 1600 RPM. The low rev limit is
enforced for the remainder of the key-on cycle. If the active fault is no longer present, the MIL
light will flash at 2 Hz for the remainder of the key-on cycle. This is a reminder that the Low Rev
Limit is still enforced.
NOTE: This fault may or may not have Low Rev Limit attached to it, depending on configuration.
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) after active fault for the
remainder of the key-on cycle
• Adaptive- Enabled
• Closed Loop- Enabled
• Power Derate (level1) and Low Rev Limit enforced
4-154
EPM
4-154
Diagnostics
Key On -Engine Off
System Data Mode
Does DST display FPP2
voltage of 0.2 volts or less
with the Foot Pedal in idle
position?
Yes
* Key Off
* Disconnect FPP2 sensor from harness
* Jumper 5 volt reference circuit and FPP
signal circuit together
* Key On
No
Yes
Does DST display FPP2
voltage of 4.8 volts or
greater?
Slowly increase FPP2 while
observing FPP2 voltage.
* Poor sensor connection
or
* Faulty sensor
No
Does DST FPP2 voltage
ever drop below 0.2 volts?
No
Probe FPP2 signal circuit with
test light connected to battery
voltage.
Yes
Intermittent Problem
Yes
* Faulty FPP2 or
* Faulty Connection
or
* Poor 5 volt power supply circuit
Does DST display FPP2
voltage of 4.8 volts or
greater?
* 5 volt reference is open or
shorted to ground
or
* Faulty EPM connection
or
* Faulty EPM
No
* FPP signal circuit open or shorted to
ground
or
* Faulty EPM connection
or
* Faulty EPM
4-155
EPM
4-155
Diagnostics
LB / BK
GY28
DBW +
GY / O
GY29
DBW -
GY / W
GY30
TPS 1
GY / R
BK13
Y/W
GY31
TPS 2
BK14
5 VOLTS
4
Motor
1
TPS1
6
2
TPS2
5
3
BR / W
Sensor Ground
ECM
EPM
DTC 531-TPS 1 (Signal Voltage) High
Circuit Description
The Electronic Throttle has two counter acting Throttle Position Sensors. Two sensors are used
for improved safety and redundancy.
The Throttle Position sensor uses a variable resistor to determine signal voltage based on
throttle plate position, and is located within the throttle. Less opening results in lower voltage,
and greater opening in higher voltage. The TPS value is used by the EPM to determine if the
throttle is opening as commanded.
This fault will set if voltage is above 4.8 volts at any operating condition while the engine is
cranking or running. The engine will not start or run during this active fault.
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
4-156
Diagnostics
Key On -Engine Off
DBW Throttle Test Mode
Does DST display TPS1
voltage of 4.8 volts or
greater with the throttle
closed?
Yes
* Ignition "Off"
* Disconnect Throttle Connector
* Ignition "On"
No
Slowly depress FP
while observing
TPS1 voltage.
NOTE: To sweep
throttle on stationary
applications,go to
DBW page and type
desired throttle
opening % in FPP1
box.
Yes
Does DST display TPS1
voltage less than 0.2 volts?
Probe sensor ground circuit on
harness (EPM) ide (bk/lt grn) with
test light connected to battery voltage
No
Yes
Does TPS1 voltage ever
exceed 4.8 volts?
* TPS1 signal circuit shorted to voltage
or
EPM
* Faulty ECM
No
Intermittent Problem
Does test light come on?
Yes
* Faulty Connection
or
* Faulty Throttle
No
* Open sensor ground circuit
or
* Faulty EPM
ECM
4-157
EPM
4-157
Diagnostics
LB / BK
GY28
DBW +
GY / O
GY29
DBW -
GY / W
GY30
TPS 1
GY / R
BK13
Y/W
GY31
TPS 2
BK14
5 VOLTS
4
Motor
1
TPS1
6
2
TPS2
5
3
BR / W
Sensor Ground
M
EPM
DTC 532-TPS 1 (Signal Voltage) Low
Circuit Description
The Electronic Throttle has two counter acting Throttle Position Sensors. Two sensors are used
for improved safety and redundancy.
The Throttle Position sensor uses a variable resistor to determine signal voltage based on
throttle plate position, and is located within the throttle. Less opening results in lower voltage,
and greater opening in higher voltage. The TPS value is used by the EPM to determine if the
throttle is opening as commanded.
This fault will set if voltage is less than 0.2 volts at any operating condition while the engine is
cranking or running. The engine will not start or run during this active fault.
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
4-158
Diagnostics
Key On – Engine Off
“DBW Throttle Test Mode”
(enabled on fault screen)
Does DST display TPS1
voltage of 0.2 volts or less
with the throttle closed?
Yes
* Ignition "Off"
* Disconnect throttle connector
from harness
No
* Poor Throttle Connection
or
* Faulty Throttle
Slowly depress FP
while observing
TPS1 voltage.
NOTE: To sweep
throttle on stationary
applications,go to
Noand type
DBW page
desired throttle
opening % in the
FPP1 box.
Does TPS1 voltage
ever fall below 0.2
volts?
* Jumper 5 volt reference circuit and
TPS1 signal circuit together at
throttle connector
* Ignition "On"
Yes
Does DST display
TPS1 voltage of 4.0
volts or greater?
Yes
No
No
Intermittent Problem
4-159
* TPS1 signal circuit open or shorted to
ground
or
* Faulty EPM connection
or
* Faulty EPM
or
* Faulty Throttle (TPS)
EPM
4-159
Diagnostics
LB / BK
GY28
DBW +
GY / O
GY29
DBW -
GY / W
GY30
TPS 1
GY / R
BK13
Y/W
GY31
TPS 2
BK14
5 VOLTS
4
Motor
1
TPS1
6
2
TPS2
5
3
BR / W
Sensor Ground
M
EPM
DTC 533-TPS 2 (Signal Voltage) High
Circuit Description
The Electronic Throttle has two counter acting Throttle position Sensors. Two sensors are used
for improved safety and redundancy.
The Throttle Position sensor (TPS2) uses a variable resistor to determine signal voltage based
on throttle plate position, and is located within the throttle. Less opening results in higher voltage
and greater opening in lower voltage. The TPS value is used by the EPM to determine if the
throttle is opening as commanded. This fault will set if voltage is above 4.8 volts at any
operating condition while the engine is cranking or running. The engine will not start or run
during 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
4-160
Diagnostics
Key On – Engine Off
“DBW Throttle Test Mode”
(enabled on fault screen)
Does DST display TPS2
voltage of 4.8 volts or
greater with the throttle
closed?
Yes
* Ignition "Off"
* Disconnect Throttle Connector
* Ignition "On"
No
Slowly depress FP
while observing
TPS2 voltage.
NOTE: To sweep
throttle on stationary
applications,go to
DBW page and type
desired throttle
opening % in the
FPP1 box.
Yes
Does DST display TPS2
voltage less than 0.2 volts?
Probe sensor ground circuit on
harness (EPM) side (bk/lt grn) with
test light connected to battery voltage
No
Yes
Does TPS2 voltage ever
exceed 4.8 volts?
* TPS2 signal circuit shorted to voltage
or
* Faulty EPM
No
Intermittent Problem
Does test light come on?
Yes
* Faulty Connection
or
* Faulty Throttle
No
* Open sensor ground circuit
or
* Faulty EPM
4-161
EPM
4-161
Diagnostics
LB / BK
GY28
DBW +
GY / O
GY29
DBW -
GY / W
GY30
TPS 1
GY / R
BK13
Y/W
GY31
TPS 2
BK14
5 VOLTS
4
Motor
1
TPS1
6
2
TPS2
5
3
BR / W
Sensor Ground
M
EPM
DTC 534-TPS 2 (Signal Voltage) Low
Circuit Description
The Electronic Throttle has two counter acting Throttle Position sensors. Two sensors are used
for improved safety and redundancy.
The Throttle Position Sensor (TPS2) uses a variable resistor to determine signal voltage based
on throttle plate position, and is located within the throttle. Less opening results in higher voltage
and greater opening in lower voltage. The TPS value is used by the EPM to determine if the
throttle is opening as commanded.
This fault will set if voltage is below 0.2 volts at any operating condition while the engine is
cranking or running. The engine will not start or run during this active fault.
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
4-162
Diagnostics
Key On – Engine Off
“DBW Throttle Test Mode”
(enabled on fault screen)
Does DST display TPS2
voltage of 0.2 volts or less
with the throttle closed?
Yes
* Ignition "Off"
* Disconnect throttle connector
from harness
No
* Poor Throttle Connection
or
* Faulty Throttle
Slowly depress FP
while observing
TPS2 voltage.
NOTE: To sweep
throttle on stationary
applications,go to
Noand type
DBW page
desired throttle
opening % in the
FPP1 box.
Does TPS2 voltage
ever fall below 0.2
volts?
* Jumper 5 volt reference circuit and
TPS2 signal circuit together at
throttle connector
* Ignition "On"
Yes
Does DST display
TPS2 voltage of 4.0
volts or greater?
Yes
No
No
Intermittent Problem
4-163
* TPS2 signal circuit open or shorted to
ground
or
* Faulty EPM connection
or
* Faulty EPM
or
* Faulty Throttle (TPS)
EPM
4-163
Diagnostics
LB / BK
GY28
DBW +
GY / O
GY29
DBW -
GY / W
GY30
TPS 1
GY / R
BK13
Y/W
GY31
TPS 2
BK14
5 VOLTS
4
Motor
1
TPS1
6
2
TPS2
5
3
BR / W
Sensor Ground
EPM
DTC 535-TPS1 Higher Than TPS 2
Circuit Description
There are 2 Throttle Position Sensors located within the throttle which use variable resistors to
determine signal voltage based on throttle plate position. TPS1 will read low voltage when
closed and TPS2 will read high voltage when closed. The TPS1 and TPS2 percentages are
calculated from these voltages. Although the voltages are different, the calculated values for the
throttle position percentages should be very close to the same. The TPS values are used by the
EPM to determine if the throttle is opening as commanded. This fault will set if TPS1 is 20% (or
more) higher than TPS2. At this point the throttle is considered to be out of specification, or
there is a problem with the TPS signal circuit. During 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-Key On
• Fault Condition-TPS1 higher than TPS2 (20% difference or more)
• MIL-On for remainder of key on cycle
• Adaptive-Enabled
• Closed Loop-Enabled
• Engine Shut Down
4-164
EPM
4-164
Diagnostics
Key On -Engine Off
System Data Mode
Yes
Is TPS1 and TPS2 difference
more than 20%?
* Key Off
* Disconnect throttle from harness
* Key On
* “DBW Test Mode”
(enabled on fault screen)
No
Yes
Intermittent Problem
Is the voltage for both TPS1
and TPS2 less than
0.1volts?
*Connect each TPS1 signal to the 5V
reference at throttle connector while
observing TPS1 voltage.
*Repeat for TPS2.
No
*TPS (the one over 0.1volts) is shorted to
voltage in the harness
or
*Faulty EPM
ECM
Yes
Does DST display both TPS1 and
TPS2 Volatge over 4.9volts when each
is connected to 5Vref?
* Faulty Throttle
or
*Faulty Connection
No
TPS1 or TPS2 signal wire open or
shorted to ground in harness
or
Faulty EPM
ECM connection
or
Fault EPM
ECM
4-165
EPM
4-165
Diagnostics
LB / BK
GY28
DBW +
GY / O
GY29
DBW -
GY / W
GY30
TPS 1
GY / R
BK13
Y/W
GY31
TPS 2
BK14
5 VOLTS
4
Motor
1
TPS1
6
2
TPS2
5
3
BR / W
Sensor Ground
M
EPM
DTC 536-TPS1 Lower Than TPS2
Circuit Description
There are 2 Throttle Position Sensors located within the throttle which use variable resistors to
determine signal voltage based on throttle plate position. TPS1 will read low voltage when
closed and TPS2 will read high voltage when closed. The TPS1 and TPS2 percentages are
calculated from these voltages. Although the voltages are different, the calculated values for the
throttle position percentages should be very close to the same. The TPS values are used by the
EPM to determine if the throttle is opening as commanded.
This fault will set if TPS1 is 20% (or more) lower than TPS2. At this point the throttle is
considered to be out of specification, or there is a problem with the TPS signal circuit. During
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
• Fault Condition-TPS1 lower than TPS2
(20% difference or more)
• Adaptive-Enabled
• Engine Shut Down
4-166
•
•
Check Condition-Key On
MIL-On for remainder of key on cycle
•
Closed Loop-Enabled
EPM
4-166
Diagnostics
Key On -Engine Off
System Data Mode
Yes
Is TPS1 and TPS2 difference
more than 20%?
*
*
*
*
* Key Off
* Disconnect throttle from harness
* Key On
* “DBW Test Mode”
(enabled on fault screen)
No
Yes
Intermittent Problem
Is the voltage for both TPS1
and TPS2 less than
0.1volts?
*Connect each TPS1 signal to the 5V
reference at throttle connector while
observing TPS1 voltage.
*Repeat for TPS2.
No
*TPS (the one over 0.1volts) is shorted to
voltage in the harness
or
*Faulty EPM
Yes
Does DST display both TPS1 and
TPS2 Volatge over 4.9volts when each
is connected to 5Vref?
* Faulty Throttle
or
*Faulty Connection
No
TPS1 or TPS2 signal wire open or
shorted to ground in harness
or
Faulty EPM
ECM connection
or
Fault EPM
ECM
4-167
EPM
4-167
Diagnostics
LB / BK
GY28
DBW +
GY / O
GY29
DBW -
GY / W
GY30
TPS 1
GY / R
BK13
Y/W
GY31
TPS 2
BK14
5 VOLTS
4
Motor
1
TPS1
6
2
TPS2
5
3
BR / W
Sensor Ground
M
EPM
DTC 537-Throttle Unable To Open
Circuit Description
There are 2 Throttle Position Sensors located within the throttle which use variable resistors to
determine signal voltage based on throttle plate position. TPS1 will read low voltage when
closed and TPS2 will read high voltage when closed. The TPS1 and TPS2 percentages are
calculated from these voltages. Although the voltages are different, the calculated values for the
throttle position percentages should be very close to the same. The TPS values are used by the
EPM to determine if the throttle is opening as commanded. This fault will set if the throttle
command is 20% or more than the actual throttle position. During this active fault the MIL light
will 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 position
• MIL-On during active fault
• Adaptive-Enabled
• Closed Loop-Enabled
• Engine Shut Down
4-168
EPM
4-168
Diagnostics
Key On – Engine Off
“DBW Throttle Test Mode”
(enabled on fault screen)
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.
Yes
Is TPS 1 voltage less
than 2.0 Volts?
* Ignition "Off"
* Disconnect throttle from
harness
* Probe TPS 1 signal circuit with
test light connected to battery
voltage
* Key On
No
Fault is intermittent
Is TPS voltage 4.0 Volts
or Greater?
Yes
* Foreign Object not allowing throttle to
open
or
* Faulty Throttle connection
or
* Faulty Throttle
or
* Faulty EPM
No
* TPS 1signal open or shorted to ground
or
Faulty EPM connection
or
Faulty EPM
or
Faulty Throttle (TPS)
4-169
EPM
4-169
Diagnostics
LB / BK
GY28
DBW +
GY / O
GY29
DBW -
GY / W
GY30
TPS 1
GY / R
BK13
Y/W
GY31
TPS 2
BK14
5 VOLTS
4
Motor
1
TPS1
6
2
TPS2
5
3
BR / W
Sensor Ground
EPM
DTC 538-Throttle Unable To Close
Circuit Description
There are 2 Throttle Position Sensors located within the throttle which use variable resistors to
determine signal voltage based on throttle plate position. TPS1 will read low voltage when
closed and TPS2 will read high voltage when closed. The TPS1 and TPS2 percentages are
calculated from these voltages. Although the voltages are different, the calculated values for the
throttle position percentages should be very close to the same. The TPS values are used by the
EPM to determine if the throttle is opening as commanded. This fault will set if the throttle
command is 20% less than the actual throttle position. During this active fault the MIL light will
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% less than throttle position for 200ms or longer
• MIL-On during active fault
• Adaptive-Enabled
• Closed Loop-Enabled
• Engine Shut Down
4-170
EPM
4-170
Diagnostics
Key On – Engine Off
On -Engine
Of
“DBWeyThrottle
Test Mode”
DBW
Throttle
Testscreen)
Mode
(enabled
on fault
Move FP until
throttle command is
32%-37%
NOTE: To sweep
throttle on stationary
applications,go to
DBW page and type
desired throttle
opening % in the
FPP1 box.
* Ignition "Off"
* Disconnect Throttle Connector
* Ignition "On"
Yes
Does DST display TPS1
voltage less than 0.2 volts?
Yes
Probe sensor ground circuit on
harness (EPM) side (bk/lt grn) with
test light connected to battery voltage
Is TPS 1 voltage greater
than 2.0 volts?
No
No
Intermittent Problem
* TPS1 signal circuit shorted to power
or
* Faulty EPM
Does test light come on?
Yes
* Foreign object not allowing Throttle
to close
or
* Faulty Throttle connection
or
* Faulty Throttle
or
* Faulty EPM
No
* Open sensor ground circuit
or
* Faulty EPM
4-171
EPM
4-171
Diagnostics
To Gov 1
To Gov 2
To Brake Switch
GY/DB
GY16
LB
GY17
LG/R
EPM
M
GY-6
DTC 545-Governor Interlock Failure
Circuit Description
Governor Interlock is a safety feature that is enabled while the engine is operating in the vehicle
mode. In order for Gov1, 2, or 3 to be enabled the brake switch input to the EPM must be
grounded. This helps to prevent unwanted engagement of these governors.
This fault will set if Gov 1, 2, or 3 are enabled and the EPM does not detect a ground from the
brake switch input. During this active fault the MIL light will be on and Power Derate (level 1)
and the Low Rev Limit will be enforced. When these are enforced the maximum throttle position
is 50% and the maximum engine speed is 1600 RPM. The Low Rev Limit is enforced for the
remainder of the key-on cycle. If the active fault is no longer present, the MIL light will flash at 2
Hz for the remainder of the key-on cycle. This is a reminder that the Low Rev Limit is still
enforced.
•
•
•
•
•
•
•
Governor Interlock
Check Condition-Engine cranking or running with battery voltage greater than 8 volts
Fault Condition-Interlock failure persistent for more than 100ms
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 (level1) and Low Rev limit enforced
4-172
EPM
4-172
Diagnostics
Key On - Engine Running
System Data Mode
Yes
*Engine Running
*System Data Mode
Engage Gov 1, 2, or 3
Is Brake switch input
voltage less than 2.5 volts?
Yes
Does DTC 545 Reset?
Faulty EPM
or
Calibration
No
No
Intermittant Problem
*Open Brake switch circuit wire
or
*Faulty Brake Switch
4-173
EPM
4-173
Diagnostics
4
LB / BK
GY
-28
DBW +
GY / O
GY
-29
DBW -
GY / W
GY
-30
TPS 1
GY / R
BK
-13
Sensor Ground
Y/W
GY
-31
TPS 2
BR / W
BK
-14
5 VOLTS
Motor
1
TPS1
6
2
TPS2
5
3
EPM
ECM
DTC 551-Max Govern Speed Override
Circuit Description
This fault will set anytime the engine RPM exceeds 4500 for 2 seconds or more continuously.
This speed overrides any higher max governor speeds programmed by the user. This is to help
prevent 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 continuously
• MIL- On during active fault
• Adaptive- Enabled
• Closed Loop- Enabled
4-174
EPM
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
4
LB / BK
GY
-28
DBW +
GY / O
GY
-29
DBW -
GY / W
GY
-30
TPS 1
GY / R
BK
-13
Sensor Ground
Y/W
GY
-31
TPS 2
BR / W
BK
-14
5 VOLTS
Motor
1
TPS1
6
2
TPS2
5
3
EPM
DTC 552-Fuel Rev Limit
Circuit Description
This fault will set anytime engine RPM exceeds 4800 for 2 seconds or more continuously. When
these conditions are met, the EPM shuts off the fuel injectors. This is to help prevent engine or
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 continuously
• MIL- On during active fault
• Adaptive- Enabled
• Closed Loop- Enabled
4-176
EPM
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
4
LB / BK
GY
-28
DBW +
GY / O
GY
-29
DBW -
GY / W
GY
-30
TPS 1
GY / R
BK
-13
Sensor Ground
Y/W
GY
-31
TPS 2
BR / W
BK
-14
5 VOLTS
Motor
1
TPS1
6
2
TPS2
5
3
EPM
ECM
DTC 553-Spark Rev Limit
Circuit Description
This fault will set anytime the engine RPM exceeds 4900 for 2 seconds or more continuously.
When these conditions are met, the EPM will shut off spark to the engine. This is to help prevent
engine 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 continuously
• MIL- On during active fault
• Adaptive- Enabled
• Closed Loop- Enabled
4-178
EPM
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
EPMM
Microprocessor
Microprocessor
RAM
RAM
DTC 611-COP Failure
Circuit Description
The EPM has checks that must be satisfied each time an instruction is executed. Several
different things can happen within the microprocessor that will cause this fault. The EPM will
reset itself in the event this fault is set, and the MIL will be on until the code is cleared. This fault
should be erased after diagnosis by removing battery power. It will not self-erase.
During this active fault, Power Derate (level 2) will be enforced. When this is enforced,
maximum throttle position will be 20%. This is enforced until the fault is manually cleared.
Conditions for Setting the DTC
• Engine Control Module
• Check Condition- Key on
• Fault Condition- Internal microprocessor error
• MIL- On until code is cleared by technician
• Adaptive- Disabled for the remainder of the key-on cycle
• Closed Loop- Enabled
• Power Derate (level 2 until fault is cleared manually)
4-180
EPM
4-180
Diagnostics
Key On - Engine Running
System Data Mode
Check all power and
ground circuits to EPM
for proper size and good
connections
Clear System Fault
Does DTC 611 reset
with engine idling?
Yes
Are all circuits ok?
Yes
Replace EPM with known
good part and retest
No
No
Fault is intermittent
Repair wiring to
EPM and retest
4-181
EPM
4-181
Diagnostics
ECM
EPM
Microprocessor
Microprocessor
RAM
RAM
DTC 612-Invalid Interrupt
Circuit Description
The EPM has checks that must be satisfied each time an instruction is executed. Several
different things can happen within the microprocessor that will cause this fault. The EPM will
reset itself in the event this fault is set, and the MIL will be on until the code is cleared. This fault
should be erased after diagnosis by removing battery power. It will not self-erase.
During this active fault, Power Derate (level 2) will be enforced. When this is enforced,
maximum throttle position will be 20%. This is enforced until the fault is manually cleared.
Conditions for Setting the DTC
• Engine Control Module
• Check Condition- Key on
• Fault Condition- Internal microprocessor error
• MIL- On until code is cleared by technician
• Adaptive- Disabled for the remainder of the key-on cycle
• Closed Loop- Enabled
• Power Derate (level 2 until fault is cleared manually)
4-182
EPM
4-182
Diagnostics
Key On - Engine Running
System Data Mode
Check all power and
ground circuits to EPM
ECM
Clear System Fault
EPM
Does DTC 612 reset
with engine idling?
Yes
Are all circuits ok?
Yes
Replace EPM with known
good part and retest
No
No
Fault is intermittent
Repair wiring to
EPM and ret est
4-183
EPM
4-183
Diagnostics
EPM
M
Microprocessor
Microprocessor
RAM
RAM
DTC 613-A/D Loss
Circuit Description
The EPM has checks that must be satisfied each time an instruction is executed. Several
different things can happen within the microprocessor that will cause this fault. The EPM will
reset itself in the event this fault is set, and the MIL will be on until the code is cleared. This fault
should be erased after diagnosis by removing battery power. It will not self-erase.
During this active fault, Power Derate (level 2) will be enforced. When this is enforced,
maximum throttle position will be 20%. This is enforced until the fault is manually cleared.
Conditions for Setting the DTC
• Engine Control Module
• Check Condition- Key on
• Fault Condition- Internal microprocessor error
• MIL- On until code is cleared by technician
• Adaptive- Disabled for the remainder of the key-on cycle
• Closed Loop- Enabled
• Power Derate (level 2 until fault is cleared manually)
4-184
EPM
4-184
Diagnostics
Key On - Engine Running
System Data Mode
Check all power and
ground circuits to EPM
Clear System Fault
Does DTC 613 reset
with engine idling?
Yes
Are all circuits ok?
Yes
Replace EPM with known
good part and retest
No
No
Fault is intermittent
Repair wiring to
EPM and r etest
4-185
EPM
4-185
Diagnostics
ECM
EPM
Microprocessor
Microprocessor
RAM
RAM
DTC 614-RTI 1 Loss
Circuit Description
The EPM has checks that must be satisfied each time an instruction is executed. Several
different things can happen within the microprocessor that will cause this fault. The EPM will
reset itself in the event this fault is set, and the MIL will be on until the code is cleared. This fault
should be erased after diagnosis by removing battery power. It will not self-erase.
During this active fault, Power Derate (level 2) will be enforced. When this is enforced,
maximum throttle position will be 20%. This is enforced until the fault is manually cleared.
Conditions for Setting the DTC
• Engine Control Module
• Check Condition- Key on
• Fault Condition- Internal microprocessor error
• MIL- On until code is cleared by technician
• Adaptive- Disabled for the remainder of the key-on cycle
• Closed Loop- Enabled
• Power Derate (level 2 until fault is cleared manually)
4-186
EPM
4-186
Diagnostics
Key On - Engine Running
System Data Mode
Check all power and
ground circuits to EPM
ECM
Clear System Fault
Does DTC 614 reset
with engine idling?
Yes
Are all circuits ok?
Yes
Replace EPM with known
good part and retest
No
No
Fault is intermittent
Repair wiring to
EPM and ret est
4-187
EPM
4-187
Diagnostics
ECM
EPM
Microprocessor
Microprocessor
RAM
RAM
DTC 615-Flash Checksum Invalid
Circuit Description
The EPM has checks that must be satisfied each time an instruction is executed. Several
different things can happen within the microprocessor that will cause this fault. The EPM will
reset itself in the event this fault is set, and the MIL will be on until the code is cleared. This fault
should be erased after diagnosis by removing battery power. It will not self-erase.
During this active fault, Power Derate (level 2) will be enforced. When this is enforced,
maximum throttle position will be 20%. This is enforced until the fault is manually cleared.
Conditions for Setting the DTC
• Engine Control Module
• Check Condition- Key on
• Fault Condition- Internal microprocessor error
• MIL- On until code is cleared by technician
• Adaptive- Disabled for the remainder of the key-on cycle
• Closed Loop- Enabled
• Power Derate (level 2 until fault is cleared manually)
4-188
EPM
4-188
Diagnostics
Key On - Engine Running
System Data Mode
Check all power and
ground circuits to EPM
ECM
Clear System Fault
DoesDTC
SFC 615 reset
with engine idling?
Yes
Are all circuits ok?
Yes
Replace EPM with known
good part and retest
No
No
Fault is intermittent
Repair wiring to
EPM and retest
4-189
EPM
4-189
Diagnostics
ECM
EPM
Microprocessor
Microprocessor
RAM
RAM
DTC 616-Ram Failure
Circuit Description
Random Access Memory is located within the microprocessor that can be read from or written to
at any time. The System Fault Codes and the Adaptive Learn Table are among the data stored
in RAM.
This fault will set if the EPM detects a problem accessing or writing information to RAM. This
fault will not self erase and must be cleared manually.
Conditions for Setting the DTC
• Random Access Memory
• Check Condition- Key-On
• Fault Condition- Internal EPM memory access failure
• MIL- On until fault is cleared
• Adaptive- Disabled for the remainder of the key-on cycle
• Closed Loop- Enabled
• Power Derate (level 2) enforced
4-190
EPM
4-190
Diagnostics
Key On - Engine Running
System Data Mode
Check all power and
ground circuits to EPM
Clear System Fault
Does DTC 616 reset
with engine idling?
Yes
Are all circuits ok?
Yes
Replace EPM with known
good part and retest
No
No
Fault is intermittent
Repair wiring to
EPM and retest
4-191
EPM
4-191
Diagnostics
BR/W
+5
Volts
BK14
EPM
ECM
DTC 631-External 5V Ref Lower Than Expected
Circuit Description
The External 5 Volt supply powers some of the sensors and other components in the system.
The accuracy of the 5 Volt supply is very important to the accuracy of the sensors and therefore
controlled by the EPM. The EPM monitors the 5 volt supply to determine if it is overloaded,
shorted, 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 volts and engine running
• 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
4-192
Diagnostics
Key on - Engine Running
System Fault Mode
Does DST display DTC
631
Yes
* Wire connected to BK-14 at the ECM
EPM
is partially or completely shorted to
ground
or
* Faulty Sensor
or
Faulty EPM
No
Intermittant Problem
4-193
EPM
4-193
Diagnostics
BR/W
BK14
+5
Volts
ECM
EPM
DTC 632-External 5 V Ref Higher Than Expected
Circuit Description
The External 5 Volt supply powers some of the sensors and other components in the system.
The accuracy of the 5 Volt supply is very important to the accuracy of the sensors and therefore
control by the EPM. The EPM to determine if they are overloaded, shorted, or otherwise out of
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 volts or engine running
• 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
4-194
Diagnostics
Key on - Engine Running
System Fault Mode
Does DST display DTC
SFC
632
Yes
* Wire connected to BK-14 at the EPM
ECM
is shorted to battery voltage
or
Poor EPM ground
or
Faulty EPM
No
Intermittant Problem
4-195
EPM
4-195
Diagnostics
ECM
EPM
Microprocessor
Microprocessor
RAM
RAM
DTC 655-RTI 2 Loss
Circuit Description
The EPM has checks that must be satisfied each time an instruction is executed. Several
different things can happen within the microprocessor that will cause this fault. The EPM will
reset itself in the event this fault is set, and the MIL will be on until the code is cleared. This fault
should be erased after diagnosis by removing battery power. It will not self-erase.
During this active fault, Power Derate (level 2) will be enforced. When this is enforced,
maximum throttle position will be 20%. This is enforced until the fault is manually cleared.
Conditions for Setting the DTC
• Engine Control Module
• Check Condition- Key on
• Fault Condition- Internal microprocessor error
• MIL- On until code is cleared by technician
• Adaptive- Disabled for the remainder of the key-on cycle
• Closed Loop- Enabled
• Power Derate (level 2 until fault is cleared manually)
4-196
EPM
4-196
Diagnostics
Key On - Engine Running
System Data Mode
Check all power and
ground circuits to ECM
EPM
Clear System Fault
Does DTC
SFC 655 reset
with engine idling?
Yes
Are all circuits ok?
Yes
Replace EPM with known
good part and retest
No
No
Fault is intermittent
Repair wiring to
EPM and retest
4-197
EPM
4-197
Diagnostics
EPM
M
Microprocessor
Microprocessor
RAM
RAM
DTC 656-RTI 3 Loss
Circuit Description
The EPM has checks that must be satisfied each time an instruction is executed. Several
different things can happen within the microprocessor that will cause this fault. The EPM will
reset itself in the event this fault is set, and the MIL will be on until the code is cleared. This fault
should be erased after diagnosis by removing battery power. It will not self-erase.
During this active fault, Power Derate (level 2) will be enforced. When this is enforced,
maximum throttle position will be 20%. This is enforced until the fault is manually cleared.
Conditions for Setting the DTC
• Engine Control Module
• Check Condition- Key on
• Fault Condition- Internal microprocessor error
• MIL- On until code is cleared by technician
• Adaptive- Disabled for the remainder of the key-on cycle
• Closed Loop- Enabled
• Power Derate (level 2 until fault is cleared manually)
4-198
EPM
4-198
Diagnostics
Key On - Engine Running
System Data Mode
Check all power and
ground circuits to EPM
ECM
Clear System Fault
DoesDTC
SFC 656 reset
with engine idling?
Yes
Are all circuits ok?
Yes
Replace EPM with known
good part and retest
No
No
Fault is intermittent
Repair wiring to
EPM and retest
4-199
EPM
4-199
ENGINE PERFORMANCE MODULE (EPM)
Glossary
Glossary
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.
5-1
EPM
5-1
Glossary
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.
5-2
EPM
5-2
Glossary
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.
5-3
EPM
5-3
Glossary
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.
5-4
EPM
5-4
Glossary
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.
5-5
EPM
5-5
Glossary
NOTES
VR
Variable Reluctance.
VPWR
Vehicle Power = B+
VREF
Voltage Reference = 5 volts.
WOT
Wide Open Throttle.
5-6
EPM
5-6