Reprogramming PCMs requires three things:
- scanner or universal device J2534 capable of working with flash memory,
- operating system windows,
- PC with Internet access for downloading software from the manufacturer's website,
You also need a cable to connect the PC to the J2534 scanner or device and a cable to connect the J2534 scanner or device to the car's OBD II connector.
To download the programs, you will need to choose from: a factory diagnostic tool used by dealers, a scanner (available at retail) with the ability to reprogram the block of the corresponding car model, or a J2534 universal device.
An annual or monthly subscription to use the OEM databases is quite expensive for a small service station, but a one-day or short-term subscription costs between about $20 - $25. These costs are usually passed on to the owner of the car if online access to the database of programs at the service station is required.
For GM and Chrysler programs, updates are delivered on CD after subscription. Then the program can be copied to a flash card and downloaded to the scanner for subsequent installation in the vehicle's control unit or copied to the J2534 unit and then installed on the vehicle. Programs for Ford are downloaded from the company's website. When working with them, constant access to the Internet is required during the reprogramming procedure, since according to company rules, programs are loaded into the car directly from Ford's own server.
The reprogramming procedure can take from several minutes to an hour, depending on the size of the program file that is installed on the car. For more modern cars with complex systems it usually takes more time to reprogram the PCM.
Warning!
Reprogramming the PCM is risky
What happens in case of incorrect reprogramming? Anyone who, when installing new software, encountered an installation failure, understands what it is. In some cases, the PCM may be so damaged that it cannot be repaired and a new PCM must be purchased!
Chrysler notes TSB (18-32-98) how to fix the reprogramming error.
The bulletin states that "the reprogramming procedure may not be performed correctly and/or the diagnostic tool may lock up during the reprogramming process." This is mainly due to poor connection between PC, scanner and vehicle, loss of power to the scan tool during the reprogramming process, turning off the ignition before the reprogramming procedure is completed, errors (incorrect button presses) or low battery.
If the process is stopped, recheck all wire connections to make sure the connections are secure and re-run the reprogramming procedure. In other words, if it doesn't work the first time, you need to try again and again. Chrysler may also need to identify the type of controller (SBEC2, SBEC3, JTEC 96-98, JTEC+ 99, etc.) to proceed with reprogramming. If the error message reappears, the wrong controller type may have been selected (try again!).
Reprogramming is a risky undertaking.
But it can be more profitable than sending the car to the dealer to replace the PCM.
1. Disconnect a wire of weight from the accumulator.
2. Remove the side trim of the instrument panel.
3. Remove the front door trim panel.
Right hand drive vehicles
4. Remove the lower section of the instrument panel. Disconnect the data link connector.
Left hand drive vehicles
5. Remove the glove box.
6. Remove the lower section of finishing of the panel of devices.
7. Disconnect the plug connector of the Central Security Module (CSM).
8. Disconnect the control module mounting bracket power unit(RSM).
9. Disconnect the common electronic module module (GEM) from the PCM and place it aside.
10. Disconnect the PCM from the support bracket.
All cars
11. Disconnect the PCM.
12. CAUTION: Protect the floor before drilling. Failure to follow this instruction may result in damage to the flooring.
Drill a pilot hole with a diameter of 3 mm in the center of the welded nut.
13. Drill an 8 mm hole in the welded nut to loosen the shear bolt.
- Remove the shear bolt and discard it as no longer needed.
14. Remove the PCM protective bracket and discard it as no longer needed.
15. Disconnect the PCM connector.
16. Remove PCM.
Installation
All cars1. Connect the PCM male connector.
2. NOTE: Install a new PCM protection bracket.
Install the PCM protection bracket.
3. NOTE: Install a new PCM guard bracket shear bolt.
Install the PCM guard bracket shear bolt.
4. Install PCM.
Vehicles manufactured up to 10.2001
5. Attach the PCM mounting bracket.
6. Connect the CSM plug.
Vehicles manufactured since 10.2001
7. Connect the GEM module to the PCM.
fuel injection system
The fuel injection system consists of three subsystems that, working together, control the combustion process and provide feedback in terms of working efficiency. These subsystems are:
1. Air intake
2. Fuel supply
3. Fuel management
The air intake system supplies the air needed for the combustion process and measures the amount of air entering the engine. Typical elements include an air intake, an air filter, intake ducts, an air flow (or mass) meter (or sensor), and others. special items air intake systems.
The fuel supply system delivers gasoline from fuel tank, filters it and delivers it under high pressure to the engine. The system includes a fuel pump, fuel filter, fuel manifold, fuel injectors, pressure regulator and pulsation damper. On engines with a closed fuel circuit, the system also includes a fuel line that returns unused fuel to the tank (fuel return line).
The fuel management system has input sensors that continuously measure and transmit this information to the engine control computer. The computer determines the amount of fuel to be injected and uses the output actuators to activate the fuel injectors for a precise amount of time. The operation of the engine control computer is discussed in more detail below.
The computer makes several thousand calculations per minute and constantly adjusts the amount of fuel as driving conditions change. These processes go on continuously from the moment the engine is started. Fuel injection is based on an extremely accurate measurement of the amount of intake air. Any failure that does not allow this information to be obtained will cause the computer to give an incorrect estimate of the fuel injection parameters.
The computer calculates the amount of fuel to be injected based on the input it receives for air flow, mass, and intake temperature.
Engine management system
The engine management system is controlled on-board computer, which is called by different manufacturers in different ways. Below are the two most common names for this computer:
Powertrain Control Module (PCM)
. Engine control module (ECM)
IN this publication the motor controller is referred to as PCM.
PCM is the heart of a modern engine management system. It controls the ignition system, fuel injection system and other elements. PCM is designed to increase engine efficiency and reduce exhaust emissions
The PCM maintains a stoichiometric air/fuel ratio under driving conditions with economic speed. However, driving conditions vary and a stoichiometric air/fuel mixture will not be ideal for all conditions. Depending on operating conditions, PCM makes the air-fuel mixture richer or leaner.
The PCM receives information from input sensors and sends control signals to the appropriate output devices such as fuel injectors. The location of the PCM and sensors varies by model and manufacturer. Always refer to the Workshop Manual for component location information.
PCM input devices
Input sensors continuously supply detailed information associated with various aspects of the car. The following section describes sensors specific to modern systems power unit control.
Ignition pulse signal
The PCM receives the ignition pulse signal from the ignition coil and, based on this signal, sets the amount and advance of fuel injection.
Engine coolant temperature sensor
Wealthier air-fuel mixtures compensate for the poor volatility of the fuel at low temperatures. PCM monitors coolant temperature and increases fuel injection volume to improve overall dynamic characteristics car with a cold engine.
The engine coolant temperature (ECT) sensor measures the coolant temperature by changing electrical resistance. The thermistor changes its electrical resistance in response to changes in temperature.
Air intake temperature sensor
The air intake temperature (IAT) sensor is a thermistor. It is located in the engine air intake system and serves to determine the temperature of the incoming air. The IAT sensor provides a voltage signal that varies with resistance. The sensor resistance and resulting sensor voltage are high when the sensor is cold. As the temperature rises, the resistance and voltage of the sensor decrease.
Position sensor crankshaft(SKR)
The PCM uses the engine speed to help set the base injection amount. The crankshaft position sensor (CKP) can be located on the crankshaft or inside the distributor.
A special rotor (impulse wheel) rotates rapidly around the sensor, equipped with protrusions or teeth and located on the crankshaft. The sensor registers a change in tension magnetic field every time you pass a ledge next to it.
Engine Speed Sensor
The engine crankshaft speed sensor installed in the distributor or the crankshaft angle sensor can be a disk type or a device based on the Hall effect.
The disk-type sensor uses a slotted disk mounted on the distributor shaft, two LEDs and two photodiodes. One LED indicates the angle of rotation of the crankshaft, while the second LED indicates the position of the cylinder.
Position sensor camshaft(SMR)
The PCM uses a camshaft position (CMP) sensor to monitor the position of all cylinders and control fuel system and ignition system. The sensor registers the position of the w.m.t. on the compression stroke for cylinder 1 1 and can be located in the distributor or near the camshaft. The CMP sensor detects changes in magnetic field strength caused by projections on the camshaft pulley.
Vehicle speed sensor
The Vehicle Speed Sensor (VSS) indicates the speed of the vehicle. There are three common types of VSS sensor - reed relay type and optocoupler type sensors are in the speedometer, and the sensor electromagnetic type located on the output shaft of the gearbox.
Some vehicle manufacturers also use the wheel speed sensor, which is part of the anti-lock braking system brakes.
oxygen sensors
The front oxygen sensor measures the oxygen density in the exhaust gases and sends a corresponding signal to the PCM. The front oxygen sensor is located in front of the catalytic converter. The PCM uses input from the front oxygen sensor to calculate changes in the air/fuel ratio.
In addition, there is a rear oxygen sensor installed behind the catalytic converter. PCM compares the signals from two oxygen sensors for efficiency control catalytic converter and determining if the catalytic converter is working properly.
Throttle Position Sensor (TPS)
The throttle position sensor (TPS) is a varistor (potentiometer) mounted on the throttle body. The throttle body is opened and closed by a cable that connects to the accelerator pedal. When throttle valve closed, the computer removes the signal low voltage. When the throttle is wide open, the computer picks up the high voltage signal.
Sensor mass flow air / air flow
The Mass Air Flow (MAF) sensor measures the volume and density of the incoming air. When performing measurements, the MAF sensor is able to take into account the temperature, density and humidity of the air. All these parameters, taken together, determine the "mass" of the incoming air. The computer uses actual air mass flow information to help calculate the air/fuel ratio.
Other input devices
Several other input devices are available depending on the vehicle manufacturer. Other input devices may include the following:
Sensor absolute pressure in the intake manifold (MAP) - measures changes in air pressure in the intake manifold.
. Knock sensor - sends a signal to the PCM to decrease the ignition timing in the event of increased knock.
. Park/Neutral (P/N) Switch - Tells the PCM if the transmission is in PARK or NEUTRAL or in one of the driving gears.
. Power steering pressure switch (at idle speed) - used to register high pressure working fluid in the power steering system.
. A/C high pressure switch - sends a "request" to the PCM to turn on the A/C so that the PCM can turn on the A/C compressor.
. Cruise Control Switch - When the PCM receives a cruise control signal, it stores the desired speed in memory to ensure that that speed is maintained.
Output actuators open and close valves, inject fuel, and perform other tasks in response to control signals from the PCM. Some actuators are controlled while others are simply turned on or off. The length of time during which the actuator operates is its duty cycle. PCM manages the work cycles and, depending on the need, can either lengthen or shorten them.
fuel injectors
Fuel is supplied to the engine through fuel injectors. The fuel injectors are controlled by the PCM. Continuous supply of pressurized fuel to the fuel injector is performed fuel pump. Fuel burner is a solenoid valve that is activated when the computer provides electrical circuit to "mass", and after that, fuel under pressure is "injected" into intake manifold. The computer controls the fuel consumption by pulse-width modulation of the on-time of the injector. The injector on time is determined by a combination of the previously described PCM inputs.
Idle Air Control Valve
The idle air control (IAC) valve is located in the throttle body. The IAC valve consists of a moving needle that is driven by a small electric motor called a stepper motor. A stepper motor is capable of moving in very precise, measured "steps". The computer uses the IAC valve to control the idle speed. The IAC valve changes the position of the needle in the idle air passage in the throttle body. Then the nature of the flow of incoming air near the throttle valve, when it is closed, changes.
Electric fuel pump
Most fuel injection systems use an in-tank, relay controlled electric fuel pump. When the ignition switch is turned on, the computer, by applying battery voltage, energizes a relay that controls the fuel pump. The relay remains energized until the engine cranks or the engine starts running and the computer receives basic pulses. If there are no base pulses, the computer turns off the relay.
Electric cooling fan
Under certain conditions, single or double electric cooling fans are used to cool the radiator and/or the A/C condenser. On most variants, the cooling fans are controlled by the PCM. Computer controlled versions use a cooling fan relay. The computer provides ground to ground for the cooling fan relay by applying system voltage to the cooling fan motor when some or all of the following conditions are met:
Coolant Temperature Sensor Indicates high temperature coolant
. The activation of the A/C system is requested. A / C is on, and the vehicle speed is below the set
. The pressure on the high pressure side A/C is higher than the set value, the high pressure switch may open
Pilot lamp incorrect operation
The engine service warning lamp or malfunction indicator lamp (MIL) illuminates when the ignition key is turned to the ON position while idle engine. Don't worry about it because it's only quick check lamps. When the engine is running, the MIL is usually off. If a DTC is stored in memory or the computer enters standby mode, the MIL will illuminate to indicate that the computer is grounding the MIL circuit. If the status changes and the DTC(s) are no longer present, the lamp may go out, but the code remains in the computer's memory.
On-board diagnostics
The PCM contains diagnostic software that monitors the operation of the vehicle and logs any malfunctions that occur. This software is called on-board diagnostics (OBD).
In 1994, manufacturers began equipping PCM vehicles with a on-board diagnostics second generation (OBD II) or EOBD for Europe. Software controls those parameters in the fuel injection and emission control systems that can cause an increase in exhaust toxicity. In addition to checking for component failures, OBD II checks and tests the subsystems for proper operation. In addition, it monitors the deterioration of the sensors and actuators.
Fuel pressure regulator control
In some engines, the PCM increases fuel pressure to prevent "vapour lock" (boiling) from occurring when the engine temperature is high at restart. For example, if the coolant temperature at startup is 212°F (100°C) or higher, the PCM will activate the pressure regulator control solenoid valve.
When the solenoid valve operates, the vacuum supply to the pressure regulator is reduced, causing the fuel pressure to become higher than normal engine operating conditions. The solenoid valve remains activated for a short time after starting the engine.
Basic idle system
The bypass allows some intake air to enter the intake manifold when the engine is idling because the throttle is almost completely closed. The IAC valve controls the "bypass" air needed to stabilize the idle speed under various loads (A/C, electrical load, power steering, etc.). The IAC valve, which is a solenoid type actuator, is activated by the PCM. This valve provides precise control of the amount of air that bypasses the throttle.
In some vehicles, to control the basic idling a combination of two valves is used: mechanical and electromagnetic. When starting from a cold state, both valves are open, which provides additional air flow during start-up and warm-up. As the coolant temperature rises to normal, the mechanical valve closes gradually, and air passes only through the solenoid valve.
Powertrain Control Module (PCM) Ford Focus
Rice. 3.159. Powertrain Control Module (PCM):
1 - PCM EEC V; 2 - inertial fuel cutoff (IFS)
The PCM is located under the trim panel on the right A-pillar.
On Ford vehicles Focus with automatic transmission PCM.
EEC V controls the transmission as well as the engine management system. In this case, a module with a 104-pin connector is used.
The PCM evaluates the input signals from the individual sensors and activates the solenoid valves in the transmission valve block exactly according to the operating condition.
Transmission diagnostic checks can be performed through the data link connector (DLC) located above the central electrical junction box (CJB).
Range selection is an emergency operating program.
If, due to the receipt of incorrect signals, it cannot be guaranteed correct switching transmission, the PCM starts in the emergency operating program mode.
The driver learns about the action of the emergency operating program by lighting up the control lamp of the power unit on the instrument panel.
Continuous monitoring is guaranteed in the following limited states:
— maximum pressure in the main highway;
- 3rd gear when the lever is found manual selection gears in positions "D", "2" and "1" without activating the torque converter lock-up clutch;
- transmission reversing when the manual gear selector is in the "R" position.
Electromagnetic Synchronized Shift Control (ESSC).
Switching control
When performing a gear change, certain elements are released while others are put into operation. Ideally, this process occurs simultaneously (synchronously) to avoid jerking when switching.
The duration of the gear change process must remain within the specified time range.
In normal shift control, the increase and decrease in pressure in the shift elements is adjusted and determined for ideal conditions (for synchronous shifting).
Because way to influence management in case varying degrees wear of the switching elements in cases where the gearbox has worked out a very long resource does not exist, it is possible that the increase and decrease in pressure will no longer occur synchronously.
The result of a premature decrease in pressure in the switched off element is an undesirable increase in the speed of the turbine shaft, since the included element cannot transmit the primary torque.
The result of the delayed decrease in pressure in the switch-off element is an undesirable decrease in the rotational speed of the turbine shaft, since both switching elements transmit torque. In this case, the torque is transmitted to the gearbox housing using an internal lock.
In both cases, a twitch will be felt when switching.
In addition, wear in the switching elements leads to an increase in the duration of the switching procedure. Therefore, as the life of the gearbox increases (mileage increases), shifting becomes longer and longer.
Switchover control using ESSC.
IN automatic box 4F27E gear used electronic control synchronized switching (ESSC).
The ESSC controls shift performance and is able to compensate for shift element wear throughout the life of the transmission.
This is possible because the switching elements are activated by modulating valves.
The system monitors shift timing and shift timing.
If the PCM detects a deviation from the stored values for the switching time and timing of the switching process, the increase or decrease in pressure will be adjusted accordingly.
Throttle position sensor (TP)
The TP sensor is located on the throttle body.
It provides the PCM with throttle position information.
It also determines how fast the throttle is applied.
- definitions switching order;
- pressure control in the main line;
- for the kickdown function to work (shifting gears when you press the accelerator pedal).
In the absence of a TP signal, the engine control uses the MAF and IAT sensor signals as substitutes. Main line pressure builds up and hard shifting may occur.
Mass air flow sensor (MAF) and intake air temperature (IAT) sensor
The MAF sensor is located between the body air filter and the air intake hose going to the throttle body.
The IAT sensor is built into the MAF sensor housing.
The MAF sensor, together with the IAT sensor, provides the PCM with a primary load signal.
The PCM uses these signals to perform, among other things, the following functions:
- switching control;
If the MAF sensor fails, the TP sensor signal is used as a substitute.
Crankshaft Position Sensor (CKP)
The CKD sensor is located on the engine/gearbox flange.
The CKP sensor is an inductive sensor that provides the PCM with information about engine speed and crankshaft position.
- control of the torque converter lockup clutch;
- check torque converter slippage;
- pressure control in the main line.
There is no substitute signal for the CKP sensor. If there is no CKP sensor signal, the engine stops.
Turbine shaft speed sensor (TSS)
The TSS sensor is located in the gearbox housing above input shaft gearboxes.
The TSS sensor is an inductive sensor that senses the speed of the transmission input shaft.
The signal is used to perform the following functions:
- switching control;
- control of the torque converter lockup clutch;
- checking torque converter slippage.
If the TSS sensor fails, the speed sensor signal is used as a substitute secondary shaft(OSS).
Output Shaft Speed Sensor (OSS) 
Rice. 3.160. Secondary shaft speed sensor
The OSS sensor is located in the gearbox housing above the rotor in the differential.
The OSS sensor is an inductive sensor that detects vehicle speed using a rotor in the differential.
The signal is used to perform, among other things, the following functions:
- determining the switching order,
- supplying an input signal about the vehicle speed to the PCM.
If the OSS sensor fails, the TSS sensor signal is used as a substitute.
Transmission range sensor (TR)
The TR sensor is located on the hand shaft on the gearbox housing.
When moving the hand shaft using the manual select lever cable, the engagement pin in the inner ring of the TR sensor moves through various positions. Signals are sent to the PCM, reversing lights and starter relay.
NOTE, Right Action TR sensor is only guaranteed if the manual select lever cable is properly adjusted.
TR sensor signals are used to perform the following functions: 
Rice. 3.161. Transmission range sensor (TR)
- recognition of the position of the manual gear selection lever;
- activation of the starter blocking relay;
- turning on the reversing lights.
There is no substitute signal for the TR sensor.
In the event of a break in the electrical circuit, the car will not be able to start.
Stoplight switch
The brake light switch (Brake Pedal Position Switch (BPP)) is located on the brake pedal bracket.
It turns on the brake lights and informs the EEC V PCM that the brakes are applied.
The brake light switch signal is used by the PCM to perform the following functions:
- release of the torque converter lock-up clutch when the brake pedal is pressed;
- disengagement of the blocking of the shift of the manual gear selection lever when the brake pedal is pressed in the "P" position.
There is no substitute signal for the BPP switch.
In the event of a break in the electrical circuit of the BRR switch, the manual gear selector cannot be removed from the “P” position.
temperature sensor transmission fluid(TFT)
The TFT sensor is located on the internal wiring harness leading to solenoid valves oil sump.
This is a resistor that measures the temperature of the transmission fluid. 
Rice. 3.162. Overdrive Switch (O/D)
The transmission fluid temperature information is used by the PCM to perform the following functions:
- activation of the torque converter clutch is not allowed until the temperature of the transmission fluid reaches a certain temperature;
- in conditions of extremely low negative temperatures, the inclusion of 4th gear is not allowed until normal working temperature;
- when the temperature of the transmission fluid is exceeded, a predetermined fixed gear shift curve is selected, and the torque converter lock-up clutch is activated in positions "2", "3m" and "4m"; the transmission warning light comes on. There is no substitute signal for the TFT sensor.
Overdrive Switch (O/D)
The O/D switch sends a signal to the PCM to select or disable 4th gear selection when the manual gear selector is in the "D" position.
The O/D switch signal is used to perform the following functions:
- as an input signal for transmitting the desire of the PCM driver;
- to display the desire of the driver using the O / D warning lamp on the instrument panel.
There is no substitute signal for the O/D switch. If it is defective, it is always possible to shift into 4th gear with the manual gear selector in position "D".
Shift lock solenoid for manual gear selector
When the ignition is switched on, the manual shift lock solenoid is activated by depressing the brake pedal (signal from the brake light switch). This causes the locking pin to retract and thus the manual gear selector lever can be moved out of the “P” position. 
Rice. 3.163. Shift lock solenoid for manual gear selector:
1 - electromagnet; 2 - blocking pin; 3 - manual release mechanism
replacement function
If the signal from the brake is not received or is incorrect due to incorrect functioning, manual release of the blocking is possible. 
Rice. 3.164. replacement function
To do this, remove the cover of the release mechanism and insert a suitable object (ignition key) into the hole so that the manual gear selector lever can be moved out of the “P” position.
NOTE: If the "P" range is selected again, the manual gear lever will be locked again. Air conditioning
If the PCM detects a "kickdown" signal (WOT, throttle 95% open), the air conditioning system is turned off for a maximum of 15 seconds.
Starter Interlock Relay
The relay prevents the engine from starting when the manual gear selector is in position "R", "D", "2" or "1".
The relay receives information about the position of the gear lever directly from the TR sensor.
Ignition key lock solenoid
The solenoid is built into the ignition switch. When the gear selector is in the "P" position, the ground circuit of the electromagnet is broken. The locking pin is not fixed in the ignition switch.
In all other positions of the manual gear lever, the solenoid ground circuit is closed and the locking pin is locked in the ignition switch.
When the manual gear selector is in a position other than "P", the key cannot be removed from the ignition switch.
O/D indicator lamp
The O/D warning light is a green indicator light located on the instrument panel. 
Rice. 3.165. O/D indicator lamp
It informs the driver that the transmission control is blocking shifting to 4th gear.
Control lamp of the power unit
The powertrain warning light is a orange color located on the instrument panel. 
Rice. 3.166. Control lamp of the power unit check check
Its inclusion informs the driver that the gearbox control has switched to emergency work program, or that the transmission fluid temperature is too high.
manual ford focus owner's manual
