Ford focus self-diagnosis codes 2. Ford Fusion diagnostics, error codes and methods for eliminating them

11.10.2019

ATTENTION!!!

This diagnostic method is not complete and does not reflect the full picture. For a complete diagnosis, the ELS27 adapter and the forscan program are recommended. At worst, the ELM-327 with a little modification will do.

Algorithm for switching on the self-diagnosis mode

Valid for first and second generation vehicles with and without an on-board computer.

Make sure the ignition is off.
Press and hold the daily mileage reset button:
- for options with an on-board computer - a button on the end of the turn signal switch knob
- for options without an on-board computer - a button on the dashboard
Turn the ignition key to position II while continuing to hold the reset button.
Wait for the stylized "TEST" message to appear on the odometer display, then you can release the reset button.
If the reset button is pressed more than 3 seconds between tests, the instrument cluster will exit the self-diagnosis mode.
To go to each next parameter, you must press the reset button.

If it is necessary to perform testing on a running car, it is enough at this stage to simply turn the ignition key to the START position and hold it until it starts completely. The starter will be disengaged automatically upon starting the machine, after 2 seconds the instrument panel will return to the self-diagnostic mode.

To exit the test mode, turn off the ignition or hold down the button for more than 3 seconds.

Description of first generation car diagnostics

GAGE - Drive pointers and displays.
All segments lit - Full LCD display.
BULB - LED indicators / control lamps.
r XXXX (FAIL) - ROM level.
nrXXXX - Non-volatile memory level.
EE XX (FAIL) - Checksum error.
CF1 XX - Configuration.
CF2 XX - Configuration.
CF3 XX - Configuration.
DTC then XXXX (NONE) - Diagnostic Trouble Code (DTC).
E XXXX - Vehicle speed, mph.
XXXX - Vehicle speed, km/h.
SGXXXX - The value given by the speedometer signal amplifier.
t XXXX - Engine speed.
tGXXXX - The value given by the tachometer signal amplifier.
F1 XXX - Fuel level.
FP1 XXX - Input signal.
FPt XXX - Input signal.
FGXXXX - Fuel level.
XXX C - Engine coolant temperature.
CGXXXX - Voltage on the engine temperature sensor.
odoXXX - Odometer input.
trn -X - Input signal.
IUd XX - Input signal.
bAtXXX - Battery voltage.
bf -X - Brake fluid level switch (-O - normal fluid level; -G low fluid level).
hb -X - Parking brake switch (O - Parking brake off -G - Parking brake on).
SLP -X - Lighting - Parking lights input (-b - Parking lights on -O - Parking lights off).
LCXXXX - Liquid crystal display duty cycle.
Cr -X - Engine cranking sense (-b - high voltage input; -O - low voltage input).

Description of diagnostics of cars of the second generation>

For dashboards without on-board computer

tESt - Mode activation indication.
gAgE - checking dial gauges. The arrows should smoothly move to MAX, then to MIN and return to working condition.
888888 - All display segments turn on.
LeD - All instrument panel lights turn on.
r XXXX / FAIL - Instrument panel ROM version and type.
ErXXXX - unknown.
E XX / FAIL - unknown.
dtXXXX - Date of manufacture of the instrument panel.
dtc - list of errors or nonE if none.
SPXXXX is the speed value in miles per hour.
SPXXXX - speed value in km/h (the value must be no more than the pointer indicator shows).
SgXXXX - voltage value on the speed sensor (car without ABS).
tAXXXX - RPM value (should be no more than the pointer indicator shows).
tgXXXX - DPKV voltage value.
od XXX - shows the changing value of the odometer reading.
F XXX - indication of the fuel sensor (000-009 - short circuit, 255 - open).
FgXXXX - fuel sensor voltage.
FL XX - injection indication (value changes with each injection by +1).
FP XX - percentage level of fuel remaining (00-64, FF - error).
XXX C - engine temperature (255 - error).
XXX Cg - temperature sensor voltage.
btXXX - battery voltage.

A0-XX to A5-XX.
A0-XX to A5-XX.
A0-XX to A5-XX.
A0-XX to A5-XX.
A0-XX to A5-XX.
A0-XX to A5-XX.

From PA-HH to Pn-HH.
From PA-HH to Pn-HH.
From PA-HH to Pn-HH.
From PA-HH to Pn-HH.

From P1 XX to P4 XX.
From P1 XX to P4 XX.
From P1 XX to P4 XX.
From P1 XX to P4 XX.
dtEXX - fuel reserve.
rAFEXX is the average miles per imperial gallon.

For dashboards with on-board computer.

GAUGE SWEEP - Check pointers. The arrows should smoothly reach MAX, then to MIN and return to the working position.
Black LCD display - Check LCD segments. All segments of the LCD light up.
LED TEST- Checking all warning lights on the instrument panel.
ROM LEVEL - ROM version.
NVM Target ROM.
NVM EEPROM LVL.
MANUFACTURE START - Start of production.
MANUFACTURE HOURS - apparently – Production time? in hexadecimal format.
DTC 0 - If there is an error code, then it is displayed instead of None. (NONE).
ROAD SPEED>Speed in mph.
ROAD SPEED>Speed in km/h.
SPEEDO GAUGE - voltage on the speedometer.
ENGINE SPEED - Engine speed in rpm (digital tachometer).
TACHO GAUGE - DPKV voltage.
ODO ROLL COUNT - Odometer input value. 0 - 254 is fine. 255 break. (0) - short circuit.
FUEL A/D INPUT - Indicates the amount of fuel input signal. 000 - 009 Short circuit. 010 - 254 Normal interval. 255 Open circuit.
FUEL GAUGE - Fuel gauge reading in hexadecimal format.
FUEL FLOW - indication of injection events. Change to +1 - there is an injection.
FUEL PERCENT - Fuel level in percent. in hexadecimal format.
ENGINE TEMP - Coolant temperature in deg. Celsius (41 C).
TEMP GAUGE - Coolant temperature sensor voltage.
BATTERY - Battery voltage.
DIST TO EMPTY - Distance to gas station in miles.
RAFE - average consumption (80 MPG).
PATS KE FLAGS> Immobilizer activity.

Status of PCM analog/digital inputs.

A/D INPUT 0>
A/D INPUT 1> (two digits in hex).
A/D INPUT 2> (two digits in hex).
A/D INPUT 4> (two digits in hex).

CAN bus ports. 00 - no device, otherwise - yes.

PORT A> (two digits in hexadecimal).
PORT B> (two digits in hex).
PORT E> (two digits in hex).
PORT H> (two digits in hexadecimal).
PORT J> (two digits in hexadecimal).
PORT K> (two digits in hexadecimal).
PORT L> (two digits in hexadecimal).
PORT M> (two digits in hex).
PORT P> (two digits in hex).
PORT S> (two digits in hexadecimal).
PORT T> (two digits in hex).
PORT U> (two digits in hexadecimal).
PORT V> (two digits in hexadecimal).
PORT W> (two digits in hexadecimal).

It is not yet clear what is associated with IMMO.

PERSONALITY 01> (two digits in hexadecimal).
PERSONALITY 02> (two digits in hexadecimal).
PERSONALITY 03> (two digits in hexadecimal).
PERSONALITY 04> (two digits in hex).

It should be noted that not all system errors are displayed at this stage of car diagnostics. Accordingly, errors that appeared once or if 10 days have passed since their occurrence, they will not be displayed in the self-diagnosis mode (DTC parameter). These errors can be obtained using external devices - diagnostic equipment or a VDM diagnostic system.

Most Common Mistakes

9359 - No ACC signal, as the most common option is an alarm with auto start, it is also possible that the 3 A AUDIO fuse has blown. A sign is not turning on the radio with the start of the car.
C100- Loss of communication with the engine controller (in our case, PCM), most often the cause is either a lack of contact in the connectors, or a crooked installation of the signaling. An error may also occur due to a strong battery discharge (will be accompanied by error 9318).
C101- Loss of communication with the transmission controller (TCM). Of the known cases of problems, so far only failures on the PCM (DTC C100) have come across. However, this does not negate the possibility of a malfunction in the operation of an automatic or robotic gearbox.
C140- Loss of communication with the body controller (in our case, the GEM unit). Most likely, this is due to the discharge of the battery (accompanied by error 9318), but it is also possible due to the crooked hands of the signaling installers.
C100 And C140 may also appear due to the connection of third-party devices to the digital bus, such as external on-board computers, diagnostic modules, if these devices have violations in the CAN interface units.
C121- Data from the ABS unit was not transmitted via CAN. As an option - failure of the ABS unit, low battery voltage, reset command failed (random event), the fuse of the ABS module may have blown.
E197- No speed data - this is a consequence of error C121, but on machines without ABS, this error indicates a failure of the speed sensor.
E200- Incorrect mileage data is a consequence of error E197, since the tidy cannot receive speed data and therefore cannot read the mileage.
9318 - a voltage drop on the battery below 10 volts is registered. As a rule, the car did not start, the tidy barely shone before that. That is, if this phenomenon was observed, then the error can be ignored.
A103- the immobilizer antenna is not connected. Rare mistake. The signaling installers may appear from the crooked hands, or the green connector in the left threshold - poor contact or the connector is not closed.
A286- the on-board computer button is shorted to ground (I think this error cannot be seen in the self-diagnosis mode, because you simply cannot get into this mode).

Notes.

Errors are stored in the ECU block permanently until they are reset at the service, in the self-diagnosis mode, errors are displayed, since the appearance of which 50 machine starts have not passed. After the 50th run, the errors, if they did not reappear, are erased by themselves.
Removing the terminal from the battery does not reset the errors.

GEM self-diagnosis.

GEM can be diagnosed using VDM. Additionally, there is a service mode.
This service mode allows you to test various input and output signals.

The service mode is activated as follows:
Turn on and hold the heated rear window switch.
Set the ignition switch to position "II".
Release the heated rear window switch.
Operate the heated rear window switch 8 times within 6 seconds.

Successful activation is indicated by an audible signal and flashing direction indicators.
NOTE: If on vehicles with an anti-theft alarm system, the latter has worked, the service mode cannot be activated.

For check input signals, the wiper switch must be in the "off" position.
Appropriate input signals are confirmed by an audible signal and flashing direction indicators.
The following signals can be tested in any order:

Direction indicators (right, left, emergency light signaling).
Warning signal - "light on".
Interior lighting.
Windshield cleaning function.
Windshield washer function.
Rear window cleaning function.
Rear window washer function.
Side doors/tailgate.
Central locking.
Engine hood (on vehicles with anti-theft alarms).
Rear window with heating.
Heated windshield.

For check weekend signals, the wiper switch must be in the "intermittent wiping" position. Each actuation of the heated rear window switch activates and deactivates the following outputs in this sequence:

Front windshield wiper (setting to park position is confirmed by an audible signal and flashing direction indicators).
Heated rear window.
Dome light(s) for interior lighting (the dome switch must be in the "switch on from the door" mode).
Rear wiper.
Heated windshield (only activated when the engine is running).

20 seconds after the last entry, GEM automatically exits the service mode.

You can also exit the service mode manually by performing the following operations:

Turn on and hold the heated rear window switch.
Remove the ignition switch from position "II".
Release the heated rear window switch.

The exit from the service mode is indicated by 3 beeps and flashing direction indicators. If the GEM and instrument panel diagnostics are enabled at the same time, then DTC errors from the GEM block, that is, the BODY group, are displayed on the panel.

Earlier, this article was posted by me on the forum of the Ford Fusion Owners Club and their friends.

Running self-diagnosis:

Turn on the ignition, but do not start the engine
Press the mileage reset button and hold for a few seconds.
Move the key to the next position without pressing the reset button.
Wait for the word “Test” to appear on the display and release the button

Error codes for sensors and electrical circuits

P0100 - P0105 - air flow monitoring sensor
P0106 - P0108 - air pressure control sensor
P0110 - P0114 - intake air temperature sensor
P0115 - P0118 - antifreeze temperature sensor
P0120 - P0123 - throttle position sensor "A"
P0130 - P0167 - oxygen sensors (any of three)
P0176 - P0179 - exhaust system sensor
P0180 - P0188 - fuel temperature sensors (any of the two)
P0190 - P0194 - fuel pressure sensor in the fuel rail
P0195 - P0199 - antifreeze temperature sensor
P0200 - P0212 - an error in the injector control power supply
P0213 - an error in the electrical control network for the first or second cold start injectors
P0230 - P0233 - an error in the fuel pump control electrical network
P0320 - P0323 - an error in the electrical control network of the ignition distributor
P0325 - an error in the electrical control network of the first knock sensor
P251A - an error in the electrical network of the PTO access switching device.
P0220 - P0229 - throttle position sensors "B" or "C".
P0235 - turbo boost pressure sensor
P0236 - P0242 - sensors of the first and second turbines
P0326 - P0329 - knock sensor
P0330 - P0334 - second knock sensor
P0335 - P0339 - crankshaft position sensor
P0340 - P0344 - crankshaft function sensor
P0171 - P0172 - fuel mixture enrichment sensor
P0173 - possible fuel leakage from the fuel system
P0174 - P0175 - these error codes repeat the first ones in this list, indicating that an incorrect mixture has entered the engine.
P0215 - engine starter solenoid operation error
P0216 - engine fuel injection timing control circuit error
P0217 - engine temperature increase sensor
P0218 - transmission temperature rise sensor
P0219 - engine overspeed error
P0243 - P0246 - error of the first (A) exhaust shutter solenoid
P0247 - P0250 - error of the second (B) exhaust solenoid
P0251 - P0255 - first turbine injection pump error
P0256 - P0260 - second turbine pump error
P0261 - P0296 - an error in the operation of the injectors
P0300 - P0312 - misfire errors
P0410 - errors in the secondary air supply system
P0410 - P0417 - secondary air supply valve error
P0420 - errors in the catalytic cleaning system
P1000 - operation without system check EOBD - Can be corrected automatically after auto-calibration of the system
P2008 - errors on the intake manifold
P1131 - short in the circuit to the lambda probe
P2303 - errors in the ignition coil circuit
U0001 - bus error for CAN translation
U1900 - CAN bus connection problems
U0401 - ECM / PCM data acquisition errors.

Errors can be caused both by malfunctions of the vehicle systems themselves, and by malfunctions in their electrical circuits, as well as by malfunctions with sensors and sensor circuits, so self-diagnosis does not give an accurate picture of the problem.

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Each complex mechanism, and especially such as a modern car, consists of many systems, components and assemblies. Most of them are constantly under load and under the influence of various forces that can gradually destroy the materials from which the parts are made. None of the highest quality mechanisms is yet eternal and is not guaranteed from periodic breakdowns. It is very convenient if such a breakdown can be quickly found and fixed.

Ford Focus 2 is equipped with a modern on-board computer, which, based on a set of symptoms, is able to determine the presence of breakdowns and recognize their causes. The computer reports the identified problems to the driver through special short codes, each of which indicates a specific malfunction or error in the operation of a particular vehicle system. Therefore, it is extremely important to know what these codes mean in order to respond in time and fix the problem that has arisen.

Determine the breakdown

Correctly deciphering the codes is the key to quickly identifying the cause of the problem and eliminating it. If an error code appears on the computer screen, you can contact a specialized automotive service center, where professional craftsmen, using specialized equipment, will carry out the necessary diagnostic procedures for your Ford Focus 2. Comprehensive diagnostics will help identify the real causes of the problem. The fact is that it cannot be ruled out that problems with electronics that have appeared can also provoke computer errors.

This procedure, however, is very expensive. There are a few tips to help you save money by doing your own diagnostics. It is also worth noting that self-diagnosis is not as accurate as professional one.

So, to identify the causes of the problems found in your Ford Focus 2:

Turn on the ignition of the car, but do not start the engine.
Press the button that resets the mileage per day on the dashboard of the car.
Hold the button down for a few seconds.
Move the key to the next position without pressing the reset button.
Wait for the word “Test” to appear on the odometer display.
Release the button. Pressing the key for more than 3 seconds between tests will reset the self-test process. In order to return to it, you need to start the car. During start-up, the starter will automatically turn off and after a couple of seconds the computer will resume self-diagnosis.

To interrupt the Ford Focus 2 self-diagnosis, you need to turn off the ignition and press the reset button on the odometer display for more than 3 seconds.

As a result of self-diagnosis, the on-board computer will issue cipher codes, according to which it is possible to determine how the computer recognizes breakdowns or malfunctions in the car. Experts say that you should not expect high-precision results. Thus, if the owner of Ford Focus 2 has a fear that significant problems have occurred with the car, it is still worth resorting to the help of professionals who can correctly read error information on special equipment.

Description of error codes

Without special help, it is difficult to decipher the codes that appear. To help the owner of FordFocus 2, we offer a table with an explanation of the meanings of ciphers in Russian that report problems with your car.

All errors, the codes of which are generated by the on-board computer of your Ford Focus 2, can be divided into 4 groups:

sensor errors;
car engine problems
problems in the electrical circuit;
other breakdowns.

Errors that determine malfunctions of sensors of different systems

P0100 - P0105 - correspond to an incorrect signal received from the air flow monitoring device, or its breakdown.
P0106 - P0108 - report a malfunction of the sensor that controls air pressure, and, in addition, an inappropriate signal from the device to the on-board computer of your Ford Focus 2.
P0110 - P0114 - the onboard computer received incorrect data from the inlet air temperature sensor, indicating a malfunction in its operation or a malfunction of the device, and the need to change it.
P0115 - P0118 - an incorrectly detected signal from the antifreeze temperature sensor, indicating a malfunction or breakdown of the device, which can be eliminated by checking the quality of the corresponding fluid in the system or replacing a malfunctioning device.
P0120 - P0123 - indicate the need to check or replace the "A" sensor that controls the throttle position of your car.
P0130 - P0167 - error codes describing the receipt by the onboard computer of an inappropriate signal from oxygen sensors. The ciphers indicate that at least one of the three devices is out of order or does not work correctly. As a rule, an error requires a more detailed diagnosis of nodes with a possible subsequent replacement of failed units.
P0176 - P0179 - appear on the monitor if an incorrect signal enters the system from the emission sensor. The problem is also fixed by installing a new fixture.
P0180 - P0188 - report a breakdown of the fuel temperature monitoring device. A more detailed study and diagnosis of the problem will help to identify which of the two sensors is the problem and whether it is worth changing it.
P0190 - P0194 - it is necessary to check the fuel pressure sensor in the fuel rail and, if necessary, replace it with a new one.
P0195 - P0199 - they say that the device that measures the temperature of the engine fluid does not work, errors can also indicate the presence of a short circuit or possible open circuits.
P0220 - P0229 - interruptions in the operation of the throttle position sensor "B" or "C".
P0235 - Incorrect signal received from the turbo boost pressure sensor. If an error occurs, it is recommended to diagnose the circuit for open circuits and short circuits.
P0236 - P0242 - error codes warning of the need to replace the sensors of the first and second turbines.
P0326 - P0329 - the knock sensor sends an incorrect signal to the FordFocus 2 on-board computer, indicating the need for additional diagnostics or replacement of the assembly.
P0330 - P0334 - the second knock sensor is not working correctly.
P0335 - P0339 - a signal to the car owner about a breakdown or an incorrect signal coming from the position sensor of the first crankshaft.
P0340 - P0344 - these errors inform the driver about malfunctions in the crankshaft function control device.
P0171 - P0172 - too rich or lean mixture enters the engine.
P0173 - Possible fuel leakage from the fuel system.
P0174 - P0175 - these error codes repeat the first ones in this list, indicating that an incorrect mixture has entered the engine.
P0215 - breakdown of the solenoid that turns on the motor. The error, as a rule, occurs when there are problems with starting, engine tripping when turned off. In case of occurrence, the solenoid should be replaced.
P0216 - a code indicating an open or short circuit in the control circuit for the frequency of fuel injection into the engine. A more thorough diagnosis comes down to a complete check of the circuit.
P0217 - high engine temperature signal. May indicate a deterioration in the condition of antifreeze.
P0218 - increased temperature in the transmission, leading to incorrect operation of the gearbox.
P0219 - engine operation at too high speed.
P0243 - P0246 - interruptions in the operation of the first (A) exhaust shutter solenoid or the transmission of an incorrect signal from the device to the computer.
P0247 - P0250 - The second (B) exhaust gas solenoid is malfunctioning. As in the previous case, the device must be replaced.
P0251 - P0255 - message about interruptions in the operation of the injection pump of the first turbine. A more detailed diagnosis of the circuit is required for open and short circuits.
P0256 - P0260 - malfunctions of the pump of the second turbine, indicating a breakdown or transmission of an incorrect signal by the sensor.
P0261 - P0296 - problems in the operation of the injectors, which can be expressed in the incorrect operation of the injector driver, an open or short circuit in the electrical circuit. To clarify the problem, the circuit is diagnosed, and then, if no malfunctions are detected, the performance of all injectors is checked to detect a non-working one that needs to be replaced.
P0300 - one-time or systematic misfires.
P0301 - P0312 - Misfire detected in one of the cylinders.
P0410 - The on-board computer has detected problems in the secondary air supply system, possibly related to a leak.
P0410 - P0417 - evidence of a breakdown of the secondary air supply valve and incorrect mixture supply.
P0420 - interruptions in the functioning of the catalyst system.

Error codes indicating problems with the engine

Problems in the electrical circuit

The following error codes indicate problems in the electrical networks that control the operation of various components and assemblies:

P0200 - P0212 - injectors.
P0213 - the first or second cold start injectors.
P0230 - P0233 - fuel pump.
P0320 - P0323 - ignition distributor.
P0325 - the first knock sensor.
P251A - devices for switching access to the PTO.

Self-diagnosis

1. Introduction

Ford vehicles produced in 1985-1996 are equipped mainly with Ford EEC IV control systems. Since 1996, on some models, the EEC V system has been installed instead of the EEC IV system. Of the other control systems installed on European market models, we note Weber IAW (Ford Cosworth), Mazda EGi

The 3-pin diagnostic connector is located in the engine compartment behind the left headlight or on the left fender (see Fig. 12.2).

Ford EEC IV: Zetec (Mondeo)

The 3-pin diagnostic connector is located on the bulkhead panel of the engine compartment along with the octane corrector insert and the FDS 2QOO connector [see fig. rice. 12.3).

16-pin on-board diagnostic connector [see rice. 12.4) is usually located in the engine compartment under the steering column, in the passenger footwell behind the trim, or behind the ashtray in the center console (Ford Galaxy).

Ford Probe (Mazda EGi)

The diagnostic connector is located in the engine compartment next to the battery (see illustration). rice. 12.5).

Ford Cosworth (Weber IAW)

The diagnostic connector is located in the depth of the glove box, next to the ECU [see fig. rice. 12.6).

Ford Maverick (Nissan ECCS)

The diagnostic connector is located in the front panel of the passenger compartment under the instrument panel (see Fig. 12.7).

3. Extracting 2 Digit Codes in Ford EEC IV Systems

1. The instructions in this paragraph are to be read in conjunction with the content of paragraphs 5.6 and 7.

2. Models produced before 1988 did not have long-term memory, therefore, for them, comments about fault codes stored in such memory should be ignored.

3. Let's call 'hard' codes that correspond to faults present at a particular moment of testing. We will call 'soft' codes of faults that occurred during 10 ... 40 (depending on the car model) working cycles, but "Soft" codes are stored in the long-term memory of the BEU. Note: The duty cycle of an engine is the period from starting at a temperature below 49°C to stopping at a temperature above 65°C.

4. The Ford EEC IV 2-digit trouble code system has three diagnostic modes.

Mode 1. Checks with the engine not running (ignition on]

a) Static verification of sensors.

b) Extraction of “hard” and “soft” codes. Mode 2. Checks with the engine running

c) Check sensors during normal engine idling or during road tests.

Mode 3. Settings mode

a] Dynamic check of sensors.

b] Setting the initial advance and idle settings. These settings can only be made in this mode.

5. Although all checks are independent of each other and can be performed in any order, we still recommend a certain sequence of their execution in order to obtain more correct results.

6. Carry out the tests in Mode 1 (see paragraph 5). Write down all fault codes from long-term memory, but do not rush to eliminate them at this stage. Faults corresponding to "hard" codes must be corrected before proceeding to tests in Mode 2. Continue to ignore codes from long-term memory for now.

7. Perform Mode 2 tests (engine running on site or on the road). Correct all problems before performing Mode 3 checks. Note: Mode 2 checks are for European (non-US) market vehicles except 2.4 and 2.9 V6 models with catalytic converter.

8. Perform Mode 3 checks. Repair any problems and then adjust idle and advance (if necessary).

Note: For models manufactured after 1988, tests with the engine running are not possible unless the hard codes are corrected first.

9. Now decipher and, if necessary, correct the problems retrieved from the long-term memory. It is possible that troubleshooting the previous checks made this step unnecessary.

10. Make a pause of at least 10 seconds before starting the next test.

11. Before starting each test, the following conditions must be met:

a] Engine has reached normal operating temperature.

b] Automatic transmission is in Neutral or Park.

c] Handbrake is securely applied.

d] Air conditioner off

e] Idle adjustment and octane jumpers are disconnected (if any are provided by the design).

5. Retrieving codes without the aid of a reader ("flashing* codes")

Note: During the performance of some checks, additional fault codes may occur. Be very careful when performing checks so that these codes do not mislead you. After testing, all fault codes must be erased.

Ford EEC IV (base model)

1. Before starting checks, make sure the engine has reached normal operating temperature.

2. Connect the LED as shown in fig. 12.8: negative contact - to socket 3 of the diagnostic connector, and positive - to the positive terminal of the battery. Note: You can also read the "flashing" codes with an analog voltmeter by counting the deflection of the meter's pointer.

3. Close jumper slots 1 and 2 of the diagnostic socket.

4. Start the engine and let it idle. Note: If the engine does not start, turn it over with the starter. After approximately 45 seconds, the LED will start transmitting 2-digit codes as follows.

c) Both tens and ones are displayed with 1-second flashes with 1-second intervals between them.

d Tens from ones are separated by a 4-second pause. The codes are separated from each other by a 6-second pause.

e) Code 18 is displayed with one 1 second flash followed by a 4 second pause and two 1 second flashes at 1 second intervals.

5. Count the number of flashes in series and write down the code. To decipher its meaning, refer to the table at the end of the chapter. Note: The idle speed will fluctuate while the codes are being retrieved. If such fluctuations are not observed, this may indicate a malfunction of the idle control valve.

6. In the base EEC IV model, codes can only be obtained when the ignition is on and if they currently exist. If the fault is permanent, then its code will be generated every time the ignition is turned on. But if the malfunction is random, then when the ignition is turned off, its code may be lost until the malfunction reappears.

7. Continue writing codes until the list is exhausted.

8. The appearance of code 11 means that there are no codes in the BEU memory.

9. At the end of the reading, turn off the ignition and disassemble the measuring circuit.

Ford EEC IV upgraded (2-digit codes]

10. Before performing the tests described in this paragraph, read paragraph 3. Note: The procedure for reading codes using a flashing light in the upgraded Ford EEC IV system is quite complicated and unreliable. Therefore, we strongly recommend using a code reader for this purpose.

11. Connect an analog voltmeter or LED as shown in fig. 12.9: negative contact - to socket 3 of the diagnostic connector, and positive - to the positive terminal of the battery.

12. Close jumper slots 1 and 2 of the diagnostic socket.

Mode 1 test

13. Turn on the ignition (do not crank the engine with the starter, even if it does not start). After approximately 45 seconds, the LED will start transmitting 2-digit codes as follows.

a) Two digits of the code are displayed by two series of flashes.

b) The first series of flashes represents tens, the second series represents units.

c) Both tens and ones are displayed with 0.5 second flashes with 0.5 second intervals between them.

d) Tens from units are separated by a 2-second pause. The codes are separated from each other by a 4 second pause.

e) In the presence of long-term memory: after the transmission of all "hard" codes, a pause of 9 seconds follows, then one flash (I separator), then again follows a pause of B ... 9 seconds and again a single flash. After that, the LED will begin to transmit all "soft" codes available in the long-term memory.

f) Code "12" is displayed with one 0.5 second flash followed by a 2 second pause and two more 0.5 second flashes at 0.5 second intervals.

14. Count the flashes in each series and write down the codes in the order in which they appear. To decipher the meaning of the codes, refer to the table at the end of the chapter.

15. Command codes may also be transmitted during the reading process. When you receive a command code, you must perform certain actions. If these actions are not performed, then there will be a failure in the data transfer and the reading procedure will have to be started from the beginning.

16. When code 10 appears (some models with automatic transmission from 1991), fully depress and release the accelerator pedal and brake pedal (this should activate the downshift mode, If these actions are not performed within 10 seconds after the appearance of code 10, The BEU will generate an error code If the command codes appear one after another, turn off the ignition, wait 10 seconds and start the test in mode 1 from the beginning.

17. In systems without long-term memory, only those fault codes that are present at the moment can be read until the ignition is turned off. If the malfunction exists permanently, then when the ignition is turned off and on again, its code will be restored. However, if the malfunction is random, then when the ignition is turned off, its code may be lost before a new occurrence.

18. All codes transmitted at this stage correspond to currently present faults.

19. Code 11 means that there are no trouble codes in memory.

20. After all codes have been transmitted, they will be repeated one more time. Further events depend on the car model.

21. Models without long-term memory:

a] Code 10 will be transmitted, which means that the BEU has switched to the "shaking" test mode.

b] Go to step 23 and check for shaking.

22. Models with long-term memory:

a) The split code will be transmitted (in models 2.4, 2.9 V6 - code 10, in other models - code 20), after which all "soft" codes from long-term memory will be transmitted.

b) After transmission of all "soft" codes, they will be repeated one more time and then erased from memory. Separation code 10 will appear, indicating that the system has entered the "shaking" test mode.

c) Go to step 23 and check for 'shaking'.

‘Shaking’ test

23. In this mode, you can simulate shaking when the car is moving. You can gently knock, shake, shake all suspicious parts, sensors, wires and connectors. If during this test the ECU registers any malfunction, the code of this malfunction will be stored in the long-term memory (if any). Return to “mode 1” and write down any newly appeared codes.

24. Eliminate all faults strictly in the order of their transmission. Repeat "Mode 1" checks until all faults corresponding to "hard" codes are cleared. Then proceed to "Mode 2" checks. Note: To avoid erroneous test results when returning to "Mode 1" or going "mode 2" switch off the ignition and pause for at least 10 seconds.

25. To complete the checks, turn off the ignition and disassemble the measuring circuit.

Mode 2 test

26. Connect the LED according to the diagram shown in fig. 12.8 and 12.9: negative contact - to socket 3 of the diagnostic connector, and positive - to the positive terminal of the battery. Note. Mode 2 test is not possible on European market 2.4 and 2.9 V6 vehicles with a catalytic converter.

27. Start the engine. Wait 4 seconds, then bridge sockets 1 and 2 of the diagnostic socket.

28. After a few seconds, the LED will start flashing 2-digit codes (see 'mode 1' and 13).

29. Count the number of flashes in each series and write down the codes in the order in which they appear. To decipher the meaning of the codes, refer to the table at the end of the chapter.

30. Fault codes will repeat continuously while the engine is running. Code 11 means that the system did not detect any malfunctions.

31. At this stage, you can knock, shake, shake all suspicious sensors, wires and connections. Alternatively, you can travel by car.

32. Eliminate all malfunctions strictly in the order in which their codes are transmitted. Repeat checks in 'mode 1* and 'mode 2' until all faults are cleared. Only then proceed to tests in 'mode 3'. Note: To avoid erroneous test results, when returning to 'mode 1' and 'mode 2' or when switching to 'mode 3', turn off the ignition and pause for at least 10 seconds .

33. To complete the checks, turn off the ignition and disassemble the measuring circuit. Note. If you intend to return to tests in "mode 1" or "mode 2", then the jumper and LED can be left in place.

Mode 3 test [and setting mode]

Note. The EEC IV system, installed on most vehicles since 198B, will not perform a running test unless all hard codes have been corrected before.

34. Turn off the ignition.

35. Connect the LED according to the diagram shown in fig. 12.8 and 12.9: negative contact - to socket 3 of the diagnostic connector, and positive - to the positive terminal of the battery.

36. Plug sockets 1 and 2 of the diagnostic connector.

37. Turn on the ignition, wait 3 seconds, then start the engine and let it idle.

38. Warm up the engine to normal operating temperature at 2000 rpm.

39. The self-test procedure begins with the appearance of code 50 (identifier of the European version of the BEU). If nothing else appears other than this code, or if this code is accompanied by one or more engine temperature sensor DTCs, this means that either the engine has not reached operating temperature or the sensor shows a low temperature. The latter reason may be due to a malfunction of the engine cooling system, or such a malfunction of the temperature sensor, in which its readings are incorrect, although the parameters do not go beyond the permissible limits. In this case, the diagnostic system does not generate a sensor fault code. Testing in "mode 3" will not start until the ECU is convinced that. that the operating temperature of the engine has been reached.

40. After the ECU considers that the engine has reached operating temperature, the testing procedure will begin. The engine speed will begin to change as the BEU passes in turn the tests of sensors and actuators provided for by the program. Note: If the engine speed does not change within 60 seconds, check if the engine has reached operating temperature, then repeat the test. Also note that if at least one of the setting jumpers is connected, the BEU will issue the corresponding code and the test will be terminated.

41. As soon as code 10 appears, open the throttle sharply so that the engine speed exceeds 3000 rpm (for models with a catalytic converter - 4000 rpm). Then drop back to idle again. These actions will allow the ECU to test the air flow sensor, throttle potentiometer and other "dynamic" sensors. If the sensor signals do not correspond to the expected ones or they do not exist at all, the corresponding fault codes will be generated and stored in the memory of the BEU.

1.Insert the key into the ignition

2. Press and hold the trip reset button.

3. Turn the ignition key to position II while continuing to hold the reset button.

4. Wait for the stylized "TEST" message to appear on the odometer display, then you can release the reset button.

5. You are in test mode, you have the opportunity to pass all the tests without starting the engine and with starting the engine.

6. To exit the test mode, turn off the ignition.

Here are not all the codes displayed on the display, but only those that are known, in fact there are much more of them.

1. GAGE check of arrow indicators (all arrows will go to the extreme position and back)

2. LCD test 8888 - LCD segment test

3. BULB Bulb test

4. rXXX ROM version (may vary depending on the version). (not engine firmware!)

5. EXXX NVRAM version.

6. dtc NONE if there is an error code, then it is displayed instead of the inscription None

7. XXX.X speed in mph.

8. XXX.X speed in km/h.

9. XXXX engine speed (input signal for tachometer)

10. FXXX fuel level sensor (28 - empty tank 232 - full tank)

11. XXXX engine speed in rpm (digital tachometer).

12. XXX.t MAPsensor readings - pressure change (on muffled it shows 033.t).

13. LXXX fuel level in percent (indicates the float pointer. exact position).

14. XXX.C engine temperature in Celsius.

15. bXX.X voltage in the on-board network.

16. Ab-X ABS error L=no error

17. Eb-X Electronic Brake Distribution (EBD) Failure. L= no error

18. IL-X Instrument panel illumination status H=on L=off

19. cr.X (H/L) Engine crankshaft control H-ignition L- ground or recharge.

20. 1XXX - daily mileage.

The table provides descriptions of known DTCs. Remember the codes obtained using self-diagnosis are for preliminary diagnosis and cannot be used as an unconditional guide to action. A complete diagnosis can only be made at the dealer using special equipment.

A103
A139	PCM ID does not match between Instrument Cluster and PCM
A141	NVM Configuration Failure (No PCM ID exchange between Instrument Cluster and PCM)
A143	NVM memory failure
A477	Module Configuration Failure
D027	SCP Invalid or Missing Data for Engine RPM
D041	SCP Invalid or missing data for Vehicle Speed
D043	SCP Invalid or missing data for Traction Control
D073	SCP Invalid or missing data for engine coolant
D123	SCP Invalid or missing data for Odometer
D147	SCP Invalid or missing data for vehicle security
D262	Missing SCP message.
1197	Select/Reset Switch Failure
5284	Oil Pressure Switch Failure
9202	fuel sender open circuit
9204	Fuel sender short to ground
9213	Anti-theft number of programmed keys is below minimum
9232	Antenna not connected-defective transceiver
9317	Battery Voltage high
9318	Battery voltage low
9342	ECU is defective
9356	Ignition run circuit open
9359	Engine Run/ACC Circuit Error
9364	Ignition Start circuit open
9600	PATS Ignition Key Transponder Signal is Not Received - Damaged Key or non-PATSKey
9601	PATSReceived Incorrect Key-Code from Ignition Key Transponder (unprogrammed Encoded Ignition Key)
9602	PATS Received Invalid Format of Key Code From Ignition Key Transponder (Partial Key Code)
9681	PATSTranceiver Signal is Not Received (Not Connected, Damaged, or Wiring)

Important: The daily mileage indicator is reset after each test.