SERVICE TRAINING Engine Performance Module (EPM)...The EPM also carries auxiliary features that can...
Transcript of SERVICE TRAINING Engine Performance Module (EPM)...The EPM also carries auxiliary features that can...
Student Reference
Manual
SERVICE TRAINING
Engine Performance Module (EPM)
FPP 193-256 November, 2002
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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
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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.
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ENGINE PERFORMANCE MODULE (EPM)
Introduction
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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
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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
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Introduction
NOTES With many OEMs using control modules to control their machinery, the new EPM has the ability to communicate engine data to and receive commands from other control modules through a Controller Area Network (CAN) link, with messages written in the J1939 protocol. This allows large amounts of data to move throughout the machine through only two wires, and can be used to run some module based gauge packages. The EPM also carries auxiliary features that can be programmed to control OEM devices, allowing the OEM to eliminate components from their machinery. The EPM is also equipped with multiple safety and protection devices that protect the user and engine from hazards such as:
• over speed
• over temperature
• over voltage
• low oil pressure
• unauthorized tampering.
1-3 EPM 1-3
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Introduction
1-4 EPM 1-4
NOTES BREAKOUT BOX The breakout box # XU1L-12T650-AA can be used to diagnose the new EPM system. However, modification must be made to the wires coming out of the 42 pin connector.
1. Power Switch: Flip to ON to energize system. 2. Speed Select Switch: Turn to desired speed for testing. 3. Crank Engine Toggle: Toggle to ON to crank and start engine. 4. Test Mode Toggle: Toggle to ON to test system for any diagnostic trouble codes (DTC) which will cause MIL to blink if any codes. 5. Malfunction Indicator Light (MIL): Will blink when test mode toggle switch is in the ON position and there are any DTC's.
42-pin Connector
Battery Negative (black)
Battery Positive (red)
Fuel Pump Positive Connector (red)
Fuel Pump Ground Connector (black) Clip to
Starter Solenoid "S" Terminal
1 2 3 4 5
10 Amp Fuse 10 Amp Fuse 30 Amp Fuse
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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
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Introduction
NOTES
2.5L EPM INSTALLATION INSTRUCTIONS
Contents
Qty. Description Part Number 1 Engine harness 1U1L-12A581-BA 1 EPM 1U1L-12A650-CA 1 HO2S sensor F88Z-9F472-EA 1 Bosch actuator 1U1L-9E979-BA 1 Bosch actuator gasket 1U1L-9E936-AA 4 Bolts, M6 X 1 X 47 for
Bosch actuator N606523-S309
1 Actuator adapter plate 1U1L-9585-DA 1 Actuator adapter plate
gasket E59E-9E936-AA
4 Bolts, M8 X 1.25 X 27 for actuator adapter plate
N801868-S36
1 Body Side Harness F8JL-14324-BA or AC 1 Malfunction Indicator
Lamp (MIL) F8JL-10A979-AA
1 MAP Sensor F8JL-9S428-AB 1 Hose – Vacuum 7/32” 381401-S760A 1 Hose – Vacuum 3/16” 381162-S220A 1 Tee – Vacuum circuit 388034-S 1 Insert – Oxygen
sensor bung F5AC-9J467-CA
1 Sensor – Air charge temperature (IAT)
F6SF-12A697-AB
1-6 EPM 1-6
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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
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Introduction
1-8 EPM 1-8
NOTES
12. If you have a drive by wire application, install the Drive By Wire Harness using the Drive By Wire Harness Installation instructions.
13. Mount the EPM. The EPM should be mounted with the connectors facing sideways or down.
14. Connect the EPM to the engine harness.
15. Connect the battery. NOTE: If you are running dry fuel it is important that the fuel lockoff is connected to the EPM via the black two-pin connector on the engine harness. If you are running a closed loop dry fuel system, the fuel lockoff should be connected as stated above and the trim valve should be connected to the EPM via the gray two-pin connector on the engine harness.
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LRG-425 WIRING SCHEMATICS
POWER DISTRIBUTION
+
Battery
Ground
Lockoff
Coil
Trim
361A 16 R
361A 16 R
361A 16 R
361A 16 R
42 pin fuelpump
787A 16 PK/BK
Engine performancemodule (EPM)
WaterTemp
570 12 BK/W
570 16 BK/W
570 16 BK/W
570 16 BK/W
570 16 BK/W
361 14 R
361 14 R
16 18 R/LG
Starterrelay
Powerrelay
Fuelpumprelay
solenoid
valve
16 18 R/LG
34 105421
connector
238 18 DG/Y
Fuelpumpmon
VSWSparkVBATPowerground power
ground
86 86 86
2VBAT
B
B
16 18 R/LG
5
Fuse panelF130A
F25A
F5F415A 15A
F320A
Information taken from drawing E1280 B
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LRG-425 WIRING SCHEMATICS
ENGINE IGNITION
Engine performance module (EPM)
2 1
COIL 2 COIL 1
Coil
361A 16 R
2 31
850 18 Y/BK
851 18 Y/R
COIL 1 COIL 2
Spark plugs
Fuse panelF515A
361A 16 R
361A 16 R
Information taken from drawing E1280 B
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LRG-425 WIRING SCHEMATICS
ENGINE CONTROLS - SENSORS
Engine performance module (EPM)
Camshaft Crankshaft
Twist 10 turnsper foot
452 18 GY/R
282 18 DB/O
452 18 GY/R
282 18 DB/O
350 18 GY
350 18 GY
349 18 DB
Air
743 18 GY
359 18 GY/R
chargetemp.(ACT)sensor
position(CMP)sensor
position(CKP)sensor
323334352713
Manifoldabsolute pressure(MAP)sensor
351 18 BR/W
358 18 LG/BK
359 18 GY/R
C B A
14 20 13
Enginecontrol temp.(ECT)sensor
28
359 18 GY/R
349 18 DB
359 18 GY/R
359 18 GY/R
351 18 BR/W
359 18 GY/R
354 18 LG/R359 18 GY/R
359 18 GY/R
Information taken from drawing E1280 B
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LRG-425 WIRING SCHEMATICS
ENGINE CONTROLS - INJECTORS
Engine performance module (EPM)
876 9 10
Injector#1
Injector#3
Injector#4
Injector#2
556 16 W558 16 BR/LB557 16 BR/Y555 16 T361 16 R
Information taken from drawing E1280 B
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LRG-425 WIRING SCHEMATICS
ENGINE CONTROLS - ACTUATOR / DATA LINK CONNECTOR (DLC)
Engine performance module (EPM)
Data link
Actuator
29 34 35283130
355 18 GY/W
357 18 Y/W
151 18 LB/BK
317 18 GY/O
351 18 BR/W
359 18 GY/R
351 18 BR/W
359 18 GY/R
connector(DLC)
669 18 DG/W
458 18 O/BK
458 18 O/BK
669 18 DG/W
231456
D C B A
DC E FBA
Information taken from drawing E1280 B
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ESG-642 WIRING SCHEMATICS
POWER DISTRIBUTION
+
Battery
Ground
Lockoff
Coil
H02S #1
TWR
361A 16 R
361A 16 R
361A 16 R
361A 16 R
42 pin fuelpump
787A 16 PK/BK
Engine performance module (EPM)
570 12 BK/W
570 16 BK/W
570 16 BK/W
570 16 BK/W
570 18 BK/W
37 14 Y
37 16 Y
16 18 R/LG
Powerrelay
solenoid
valve
16 18 R/LG
34 105421
connector
238 18 DG/Y
Fuelpumpmon
VSWSparkVBATPowerground power
ground
86 86 86
4VBAT
B
B
16 18 R/LG
5
Fuse panelF130A
F25A
F5F415A 15A
F320A
H02S #2
361A 16 R
GTrim
37 16 Y
D
37 16 Y
E
Starterrelay
Fuelpumprelay
570 16 BK/W
570 16 BK/W
15
Information taken from drawing E1305 A
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ESG-642 WIRING SCHEMATICS
ENGINE IGNITION
Engine performance module (EPM)
3 2
Coil
361A 16 R
431
850 18 Y/BK
852 18 Y/W
Fuse panelF515A
361A 16 R
361A 16 R
2
VBATTCOIL #2COIL #3COIL #1
851 18 Y/R
1
COIL 1 COIL 3 COIL 2
Information taken from drawing E1305 A
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ESG-642 WIRING SCHEMATICS
ENGINE CONTROLS - SENSORS
Engine performance module (EPM)
Camshaft Crankshaft
Twist 10 turnsper foot
452 18 GY/R
282 18 DB/O
452 18 GY/R
282 18 DB/O
350 18 GY
350 18 GY
349 18 DB
position(CMP)sensor
position(CKP)sensor
32333435
TMAPsensor
743 18 GY
358 18 LG/BK 351 18 BR/W
4 2 3
20 27
Cylinderhead temp.(CHT)sensor
28
349 18 DB
CAM + CAM - CRANK + CRANK - MAP IAT 5 VOLT
14
REF
351 18 BR/W
Data linkconnector(DLC)
C D1
13
ANA RTN ECT
351 18 BR/W
359 18 GY/R
354 18 LG/R
359 18 GY/R
359 18 GY/R
359 18 GY/R
359 18 GY/R
359 18 GY/R
Information taken from drawing E1305 A
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ESG-642 WIRING SCHEMATICS
Engine performance module (EPM)
ENGINE CONTROLS - SENSORS
per foot
311 18 DG/P
310 18 Y/R
Knock
3029
KNK + KNK -
sensor (KS)
311 18 DG/P
310 18 Y/R
Twist 10 turns
Fuse panel
H02S #1
361A 16 R
361A 16 R
361A 16 R
F515A
H02S #2
361A 16 R
4
SPKPWRGROUND
570 16 BK/W
570 16 BK/W
359 18 GY/R
74 18 GY/LB
359 18 GY/R
13
ANARTN
24
EGO 1
25
EGO 2
94 18 R/BK
Information taken from drawing E1305 A
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ESG-642 WIRING SCHEMATICS
ENGINE CONTROLS - INJECTORS
Engine performance module (EPM)
876 9 10
Injector#1
Injector#3
Injector#4
Injector#2
556 16 W558 16 BR/LB557 16 BR/Y555 16 T361 16 R
Information taken from drawing E1305 A
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ESG-642 WIRING SCHEMATICS
ENGINE CONTROLS - ACTUATOR / DATA LINK CONNECTOR (DLC)
Engine performance module (EPM)
Data link
Actuator
29 34 35283130
355 18 GY/W
357 18 Y/W
151 18 LB/BK
317 18 GY/O
351 18 BR/W
359 18 GY/R
351 18 BR/W
359 18 GY/R
connector(DLC)
669 18 DG/W
458 18 O/BK
458 18 O/BK
669 18 DG/W
231456
D C B A
DC E FBA
RS 232
TX RXDBW -DBW +TPS2TPS1
Information taken from drawing E1305 A
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ESG-642 WIRING SCHEMATICS
Ω
Drawing number MS-2U1L-3458-AA
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ENGINE PERFORMANCE MODULE (EPM)
EQUIPMENT SETUP
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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
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EQUIPMENT SETUP
2-2 EPM 2-2
NOTES INTERFACE HOOK-UP For connection to a laptop, use kit PN 2U1L-6K947-AA. Connect serial cable to RS232 port on the back of the laptop computer. Connect interface cable to serial cable. Connect interface cable to the 4 pin diagnostic connector on the engine harness.
For connection to a PDA, use kit PN 2U1E-6K947-AA. Connect as shown below:
Interface Cable
Serial Communication Cable
Laptop Computer
To diagnostic connector
Interface Cable
PDA
HotSync Cable
To diagnostic connector
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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
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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
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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
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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
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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
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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
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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
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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
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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
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EQUIPMENT SETUP
2-12 EPM 2-12
NOTES RAW VOLTS Screen
The RAW VOLTS screen shows actual voltage readings from various circuits. Use the keys at the upper left corner or the "page" command to toggle the three main screens (GAUGES, FAULTS AND RAW VOLTS). NOTE: F9 key will toggle to the last screen you were on.
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ENGINE PERFORMANCE MODULE (EPM)
Diagnostics
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Diagnostics
4-1 EPM 4-1
DIAGNOSTIC AIDS
If you have a symptom of the pedal not working, and no DTC is set, go to the voltage screen and check pedal voltage. If pedal voltage is .75-1.25 volts, and idle validation switch says you’re at idle - replace the pedal.
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Diagnostics
4-2 EPM 4-2
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Diagnostics
4-3 EPM 4-3
DIAGNOSTIC TROUBLE CODE (DTC) CHARTS NOTE: When checking codes with the diagnostic software, the DTC terminal can NOT be grounded. This section contains circuit description information and troubleshooting charts on all the DTC's obtained by diagnostic software or a Malfunction Indicator Lamp (MIL). When diagnostic trouble codes are obtained by a Malfunction Indicator Lamp (MIL), the following sequence will be flashed:
• 123 will flash 3 times to indicate the beginning of the flash code display sequence.
• Any active DTC's will flash 3 times each.
• 123 will flash 3 times indicating the end of the code display sequence. If code 123 is the only code present, the system does not have any active codes - all systems are working fine. If an active DTC is present, refer to the corresponding DTC Chart. Begin with the lowest number code first.
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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
Prope
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nes
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
Prope
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f Am
erica
n Airli
nes
Diagnostics
BK-24
BK-13
BK
GY
W
W
- +
Sensor
Heater
To System Power Relay To Engine Ground
HO2S 1
Sensor Ground
BK\W
Red
GY / R
GY / LB
M
EPM
DTC 111- Closed Loop Multiplier High (LPG)
Circuit Description The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The EPM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of normal operation and cannot correctly modify the fuel flow within its limits.
Conditions for Setting the DTC • Heated Oxygen Sensor • Check Condition- Engine running • Fault Condition- Closed Loop multiplier out of range (greater than 35%) • MIL- Disabled • Adaptive- Enabled but not updated when Closed Loop is at limit • Closed Loop- Enabled
4-6 EPM 4-6
Prope
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n Airli
nes
Diagnostics
4-7 EPM 4-7
NOTE: If any other DTC's are present, diagnose those first.
Key On - Engine RunningSystem Data Mode
Warm engine to normaloperating temperature byidling for a minimum of 2
minutes
Does DST display HO2Svoltage fixed below 0.35
after 2 minutes of runtime?
Intermittent Problem
Refer to Diagnostic Aids below
Diagnostic Aids
Oxygen Sensor Wire - Sensor wires may be mispositioned and contacting the exhaust.Check for short to ground between harness and sensor and on sensor harness.
Vacuum Leaks - Large vacuum leaks can cause a lean exhaust condition at light load.
Exhaust Leaks - If there is an exhaust leak, outside air can be pulled into the exhaust andpast the O2 sensor causing a false lean condition especially during light load conditions.
Ground Problem - grounds must be good battery or engine grounds. Faulty groundsmay cause many unrelated problems as well.
Fuel System - If fuel system is suspected, check and adjust according to Ford PowerProducts guidelines.
If the Fuel System is operating to specification, replace the HO2S sensor with a known goodpart and retest.
Yes
No
EPM
Prope
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f Am
erica
n Airli
nes
Diagnostics
BK-24
BK-13
BK
GY
W
W
- +
Sensor
Heater
To System Power Relay To Engine Ground
HO2S 1
Sensor Ground
BK\W
Red
GY / R
GY / LB
EPM
DTC 112-HO2S Open/Inactive (Bank 1)
Circuit Description The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The EPM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. Bank 1 is used for single HO2S applications. On applications with 2 Heated Oxygen Sensors, HO2S bank 1 is on the bank containing cylinder #1. This fault will set if HO2S 1 is cold, non-responsive, or inactive for 60 seconds or longer.
Conditions for Setting the DTC • Heated Oxygen Sensor • Check condition- Engine running • Fault condition- HO2S 1 cold persistently more than 60 seconds • MIL- On during active fault and for 1 second after active fault • Adaptive- Disabled during active fault • Closed Loop- Disabled during active fault
4-8 EPM 4-8
Prope
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f Am
erica
n Airli
nes
Diagnostics
Key on - Engine runningSystem Data Mode
Warm engine to normaloperating temperature by
idling for 2 minutes
Is HO2S voltage fixedbetween 0.4 and 0.5 volts ?
Check power andground to HO2S heater
circuit
No
are circuits ok?
Repair wiringharness and retest
Replace HO2SSensor and retest.
No
Yes
Check wiring harness andconnections for open circuitor poor connections from
o HO2S Sensor
Is harness ok?
Repair wiringharness
Replace HO2SSensor
Yes
Yes
No
EPM t
4-9 EPM 4-9
Prope
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f Am
erica
n Airli
nes
Diagnostics
BK-25
BK-13
BK
GY
W
W
- +
Sensor
Heater
To System Power Relay To Engine Ground
HO2S 2
Sensor Ground
BK\W
R
GY / R
EPM
DTC 113-HO2S Open/Inactive (Bank 2)
Circuit Description The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The EPM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault will set if HO2S 2 is cold, non-responsive, or inactive for 60 seconds or longer.
Conditions for Setting the DTC • Heated Oxygen Sensor • Check condition- Engine running • Fault Condition- HO2S 2 cold persistently more than 60 seconds • MIL- On during active fault and for 1 second after active fault • Adaptive- Disabled during active fault • Closed Loop- Disabled during active fault
4-10 EPM 4-10
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f Am
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n Airli
nes
Diagnostics
4-11 EPM 4-11
Key on - Engine runningSystem Data Mode
Warm engine to normaloperating temperature by
idling for 2 minutes
Is HO2S voltage fixedbetween 0.4 and 0.5 volts ?
Check power andground to HO2S heater
circuit
No
are circuits ok?
Repair wiringharness and retest
Replace HO2SSensor and retest.
No
Yes
Check wiring harness andconnections for open circuitor poor connections from
o HO2S Sensor
Is harness ok?
Repair wiringharness
Replace HO2SSensor
Yes
Yes
No
EPM
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-24
BK-13
BK
GY
W
W
- +
Sensor
Heater
To System Power Relay To Engine Ground
HO2S 1
Sensor Ground
BK\W
Red
GY / R
GY / LB
EPM
DTC 121-Closed Loop Multiplier High Bank 1 (gasoline)
Circuit Description The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The EPM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of normal operation. When the multiplier cannot correctly modify the fuel flow within its limits, the limit is enforced.
Conditions for Setting the DTC • Heated Oxygen Sensor • Functional Fault-Closed Loop multiplier out of range (at limit of 35%) • MIL-On during active fault • Adaptive-Enabled • Closed Loop-Enabled NOTE: If this DTC is set in conjunction with DTC 132, the HO2S sensors may be cross connected.
4-12 EPM 4-12
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nes
4-13 EPM 4-13
Diagnostics
NOTE: If any other DTC's are present, diagnose those first.
Key On - Engine RunningSystem Data Mode
Does DST Display HO2S voltage fixed below 0.2 after 2
minutes of run time?
Warm engine to normal operating temperature by idling for a minimum
of 2 minutes.
Refer to Diagnostic Aids below.
Intermittent Problem
Yes
No
Diagnostic Aids
Oxygen Sensor Wire--Sensor wires may be mispositioned and contacting the exhaust. Check for short to ground between harness and sensor and on sensor harness.
Vacuum Leaks--Large vacuum leaks can cause a lean exhaust condition at light load.
Injectors--System will be lean if an injector driver or driver circuit fails. The system may also be lean if an injector fails in a closed manner or is dirty. Refer to Injector Driver Test Mode and Ford Power Products injector cleaning procedure.
Fuel Pressure--System will be lean if fuel pressure is too low during certain operating conditions. If fuel pressure is suspected, the pressure may be tested in the injector manifold during operating conditions with a gauge.
Air in Fuel-- If the fuel return is too close to the fuel pickup in the fuel tank, air may be entrained into the fuel supply to the pump. This air will cause a lean condition and driveability problems.
Exhaust Leaks--If there is an exhaust leak, outside air can be pulled into the exhaust and past the sensor causing a false lean condition especially during light load conditions.
Ground Problem grounds must be good battery or engine ground. Faulty grounds may cause many unrelated problems as well.
If all tests are OK, replace the HO2S sensor with known good part and retest.
EPM
Prope
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f Am
erica
n Airli
nes
Diagnostics
BK-24
BK-13
BK
GY
W
W
- +
Sensor
Heater
To System Power Relay To Engine Ground
HO2S 1
Sensor Ground
BK\W
Red
GY / R
GY / LB
ECM
DTC 122- Closed Loop Multiplier Low Bank 1 (gasoline)
EPM
Circuit Description The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The EPM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of normal operation. When the multiplier cannot correctly modify the fuel flow within its limits, it is limited at -35%.
Conditions for Setting the DTC • Heated Oxygen Sensor • Functional Fault-Closed Loop multiplier out of range (at limit of -35%) • MIL-On during active fault and for one update after active fault • Adaptive-Enabled • Closed Loop-Enabled NOTE: If this DTC is set in conjunction with DTC 131, the HO2S sensors may be cross connected.
4-14 EPM 4-14
Prope
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nes
Diagnostics
4-15 EPM 4-15
NOTE: If any other DTC's are present, diagnose those first.
Warm engine to normaloperating temperatureby idling for a minimum
of 2 minutes
Does DST displayHO2S voltage fixedabove 0.7 after 2
minutes?
Intermittent Problem
Check harness for a short to5V or 12V
Is harness OK?
Repair harnessand retest
Refer toDiagnostic Aids
below
Key On - Engine RunningSystem Data Mode
Yes
No
Yes
No
Diagnostic AidsInjectors-- system will be rich if an injector fails in an open manner
Ignition noise--An open ground circuit to or in the ignition system orr EPM may cause EMI noise. Faulty Cam and Crank positionsensors can also cause EMI noise. This noise can be interpeted by the EPM as ignition pulses, and the sensed RPM becomeshigher than the actual speed. The EPM delivers too much fuel, causing the system to go rich.
MAP Sensor--An output that causes the EPM to register a higher manifold pressure than normal can cause the system to gorich. Disconnecting the MAP Sensor will allow th EPM to set a default value for MAP. Substitute a known good MAP Sensor ifthe rich condition is improved while the sensor is disconnected.
MAT Sensor--Check for a shifted sensor that could cause th EPM to sense too cold of incoming air. This will cause a richexhaust condition.
ECT Sensor--Check for a shifted sensor that could cause the EPM to sense engine temperature colder than it actually is. Thiscould cause a rich exhaust condition.
e
ePrope
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nes
Diagnostics
BK-24
BK-13
BK
GY
W
W
- +
Sensor
Heater
To System Power Relay To Engine Ground
HO2S 1
Sensor Ground
BK\W
Red
GY / R
GY / LB
EPM
DTC 124-Closed Loop Multiplier Low (LPG)
Circuit Description The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The EPM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of normal operation. When the multiplier cannot correctly modify the fuel flow within its limits, it is limited at -35%. When this condition occurs, the EPM perceives the engine to be running rich.
Conditions for Setting the DTC • Heated Oxygen Sensor • Check Condition- Engine Running • Fault Condition- Closed Loop multiplier out of range (at limit of -35%) • MIL- Disabled • Adaptive- Enabled • Closed Loop- Enabled
4-16 EPM 4-16
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n Airli
nes
Diagnostics
NOTE: If any other DTC's are present, diagnose those first.
Key On - Engine RunningSystem Data Mode
Warm engine to normaloperating temperature byidling for a minimum of 2
minutes
Does DST display HO2Svoltage fixed above 0.7after 2 minutes of run
time?
Intermittent Problem
Refer toDiagnostic Aids
below
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 PowerProducts guidelines.
If Fuel System is operating to specification, replace the HO2S sensor with a known good partand retest.
No
Is harness OK?
Check harness fof short to5v or 12v
Repair harnessand retest
Yes
Yes
No
4-17 EPM 4-17
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-24
BK-13
BK
GY
W
W
- +
Sensor
Heater
To System Power Relay To Engine Ground
HO2S 1
Sensor Ground
BK\W
Red
GY / R
GY / LB
ECM
EPM
DTC 125-Closed Loop Multiplier High (Natural Gas)
Circuit Description The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The EPM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of normal operation. When the multiplier cannot correctly modify the fuel flow within its limits, it is limited at 35%. When this fault occurs, it is because the EPM perceives the engine to be running lean.
Conditions for Setting the DTC • Heated Oxygen Sensor • Check condition- Engine Running • Fault Condition- Closed Loop multiplier out of range (at limit of 35%) • MIL- Disabled • Adaptive- Enabled • Closed Loop- Enabled
4-18 EPM 4-18
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Diagnostics
4-19
NOTE: If any other DTC's are present, diagnose those first.
Key On - Engine RunningSystem Data Mode
Warm engine to normaloperating temperature byidling for a minimum of 2
minutes
Does DST display HO2Svoltage fixed below 0.35
after 2 minutes of runtime?
Intermittent Problem
Refer to Diagnostic Aids below Yes
No
mer
ican
Airline
s
ust.
d
ell.
werroducts guidelines.
pecification, replace the HO2S sensor with a known good partnd retest.
Diagnostic Aids
Oxygen Sensor Wire - Sensor wires may be mispositioned and contacting the exhaCheck for short to ground between harness and sensor and on sensor harness.
Vacuum Leaks - Large vacuum leaks can cause a lean exhaust condition at light load.
Exhaust Leaks - If there is an exhaust leak, outside air can be pulled into the exhaust anast the O2 sensor causing a false lean condition especially during light load conditions.p
Ground Problem - ECM grounds must be good engine or battery grounds. Faulty groundsay cause many unrelated problems as wm
Fuel System - If fuel system is suspected, check and adjust according to Ford PoP
If Fuel System is operating to sa
EPM
Diagnostic Aids Oxygen Sensor Wire – Sensor wires may be mispositioned and contacting the exhaust. Check for short to ground between harness and sensor and on sensor harness. Vacuum Leaks – Large vacuum leaks can cause a lean exhaust condition at light load. Exhaust Leaks – If there is an exhaust leak, outside air can be pulled into the exhaust and past the O2 sensor causing a false lean condition especially during light load conditions. Ground Problem – EPM ground must be good engine or battery grounds. Faulty grounds maycause many unrelated problems as well. Fuel System – If fuel system is suspected, check and adjust according to Ford Power Products guidelines. Air Leaks – Any loose clamps or fittings, or broken air hoses between the throttle and mixer will cause a lean condition. If Fuel System is operating to specification, replace the HO2S sensor with a known good part and retest.
Prope
rty o
f A
EPM 4-19
Diagnostics
BK-24
BK-13
BK
GY
W
W
- +
Sensor
Heater
To System Power Relay To Engine Ground
HO2S 1
Sensor Ground
BK\W
Red
GY / R
GY / LB
EPM
DTC 126-Closed Loop Multiplier Low (Natural Gas) Circuit Description The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The EPM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of normal operation. When the multiplier cannot correctly modify the fuel flow within its limits, it is limited at -35%. This occurs when the module perceives the engine to be running rich.
Conditions for Setting the DTC • Heated Oxygen Sensor • Check Condition- Engine Running • Fault Condition- Closed Loop multiplier out of range (at limit of -35%) • MIL- Disabled • Adaptive- Enabled • Closed Loop- Enabled
4-20 EPM 4-20
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nes
Diagnostics
NOTE: If any other DTC's are present, diagnose those first.
Key On - Engine RunningSystem Data Mode
Warm engine to normaloperating temperature byidling for a minimum of 2
minutes
Does DST display HO2Svoltage fixed above 0.7after 2 minutes of run
time?
Intermittent Problem
Refer toDiagnostic Aids
below
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 PowerProducts guidelines.
If Fuel System is operating to specification, replace the HO2S sensor with a known good partand retest.
No
Check harness for a short to 5v or12v
Is harness OK?
Repair harnessand retest
Yes
Yes
No
4-21 EPM 4-21
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-24
BK-13
BK
GY
W
W
- +
Sensor
Heater
To System Power Relay To Engine Ground
HO2S 1
Sensor Ground
BK\W
Red
GY / R
GY / LB
EPM
DTC 131-Closed Loop Multiplier High Bank 2 (gasoline)
Circuit Description The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The EPM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of normal operation. When the multiplier cannot correctly modify the fuel flow within its limits, the limit is enforced.
Conditions for Setting the DTC • Heated Oxygen Sensor • Functional Fault-Closed Loop multiplier out of range (at limit of 35%) • MIL-On during active fault • Adaptive-Enabled • Closed Loop-Enabled NOTE: If this DTC is set in conjunction with DTC 122, the HO2S sensors may be cross connected.
4-22 EPM 4-22
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Diagnostics
4-23 EPM 4-23
NOTE: If any other DTC's are present, diagnose those first.
Key On - Engine RunningSystem Data Mode
Does DST Display HO2S voltage fixed below 0.2 after 2
minutes of run time?
Warm engine to normal operating temperature by idling for a minimum
of 2 minutes.
Refer to Diagnostic Aids below.
Intermittent Problem
Yes
No
Diagnostic Aids
Oxygen Sensor Wire--Sensor wires may be mispositioned and contacting the exhaust. Check for short to ground between harness and sensor and on sensor harness.
Vacuum Leaks--Large vacuum leaks can cause a lean exhaust condition at light load.
Injectors--System will be lean if an injector driver or driver circuit fails. The system may also be lean if an injector fails in a closed manner or is dirty. Refer to Injector Driver Test Mode and Ford Power Products injector cleaning procedure.
Fuel Pressure--System will be lean if fuel pressure is too low during certain operating conditions. If fuel pressure is suspected, the pressure may be tested in the injector manifold during operating conditions with a gauge.
Air in Fuel-- If the fuel return is too close to the fuel pickup in the fuel tank, air may be entrained into the fuel supply to the pump. This air will cause a lean condition and driveability problems.
Exhaust Leaks--If there is an exhaust leak, outside air can be pulled into the exhaust and past the sensor causing a false lean condition especially during light load conditions.
Ground Problem- -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.
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-24
BK-13
BK
GY
W
W
- +
Sensor
Heater
To System Power Relay To Engine Ground
HO2S 1
Sensor Ground
BK\W
Red
GY / R
GY / LB
ECM
DTC 132- Closed Loop Multiplier Low Bank 2 (gasoline)
EPM
Circuit Description The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The EPM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of normal operation. When the multiplier cannot correctly modify the fuel flow within its limits, it is limited at -35%.
Conditions for Setting the DTC • Heated Oxygen Sensor • Functional Fault-Closed Loop multiplier out of range (at limit of -35%) • MIL-On during active fault and for one update after active fault • Adaptive-Enabled • Closed Loop-Enabled NOTE: If this DTC is set in conjunction with DTC 121, the HO2S sensors may be cross connected.
4-24 EPM 4-24
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
NOTE: If any other DTC's are present, diagnose those first.
Warm engine to normaloperating temperatureby idling for a minimum
of 2 minutes
Does DST displayHO2S voltage fixedabove 0.7 after 2
minutes?
Intermittent Problem
Check harness for a short to5V or 12V
Is harness OK?
Repair harnessand retest
Refer toDiagnostic Aids
below
Key On - Engine RunningSystem Data Mode
Yes
No
Yes
No
Diagnostic AidsInjectors-- system will be rich if an injector fails in an open manner
Ignition noise--An open ground circuit to or in the ignition system or EPM may cause EMI noise. Faulty Cam and Crank positionsensors can also cause EMI noise. This noise can be interpeted by the EPM as ignition pulses, and the sensed RPM becomeshigher than the actual speed. The EPM delivers too much fuel, causing the system to go rich.
MAP Sensor--An output that causes th e EPM to register a higher manifold pressure than normal can cause the system to gorich. Disconnecting the MAP Sensor will allow the EPM to set a default value for MAP. Substitute a known good MAP Sensor ifthe rich condition is improved while the sensor is disconnected.
AT Sensor--Check for a shifted sensor that could cause t o sense too cold of incoming air. This will cause a richhaust condition.
ECT Sensor--Check for a shifted sensor that could cause the EPM to sense engine temperature colder than it actually is. Thiscould cause a rich exhaust condition.
– Check for a shifted sensor that could cause the EPM to sense too cold of incoming air. This will IAT Sensorcause a rich exhaust condition.
4-25 EPM 4-25
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-24
BK-13
BK
GY
W
W
- +
Sensor
Heater
To System Power Relay To Engine Ground
HO2S 1
Sensor Ground
BK\W
Red
GY / R
GY / LB
ECMEPM
DTC 141-Adaptive Lean Fault (high limit-gasoline) Circuit Description The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The EPM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault sets if the Adaptive multiplier exceeds the limits of normal operation.
Conditions for Setting the DTC • Heated Oxygen Sensor • Functional Fault-Adaptive multiplier out of range (greater than 30%) • MIL-On during active adaptive limit condition • Adaptive-Enabled • Closed Loop-Enabled
4-26 EPM 4-26
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Diagnostics
4-27 EPM 4-27
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.
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Diagnostics
BK-24
BK-13
BK
GY
W
W
- +
Sensor
Heater
To System Power Relay To Engine Ground
HO2S 1
Sensor Ground
BK\W
Red
GY / R
GY / LB
ECM
EPM
DTC 142-Adaptive Rich Fault (low limit-gasoline)
Circuit Description The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The EPM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault sets if the Adaptive multiplier exceeds the limits of normal operation.
Conditions for Setting the DTC • Heated Oxygen Sensor • Functional Fault-Adaptive multiplier out of range (at limit of -30%) • MIL-On during active adaptive limit condition • Adaptive-Enabled • Closed Loop-Enabled
4-28 EPM 4-28
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Diagnostics
4-29 EPM 4-29
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 EPM to set a default value for MAP. Substitute a known good MAP sensor if the rich condition is gone while the sensor is di
t
ECT Sensor--Check for a shifted sensor that could cause the EPM to sense engine temperature colder than it actually is. This could cause a rich exhaust condition.
If all tests are OK, replace HO2S Sensor with known good part and retest.
he osconnected.
IAT Sensor--Check for a shifted sensor that could cause the EPM to sense too cold of incoming air. This will cause a rich exhaustcondition.
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Diagnostics
BK-24
BK-13
BK
GY
W
W
- +
Sensor
Heater
To System Power Relay To Engine Ground
HO2S 1
Sensor Ground
BK\W
R
GY / R
GY / LB
ECM
EPM
DTC 143-Adaptive Learn High (LPG)
Circuit Description The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The EPM uses this information to correct the fuel flow with the Closed Loop multiplier and Adaptive multiplier. This fault will set if the adaptive multiplier exceeds the limits of normal operation.
Conditions for Setting the DTC • Heated Oxygen Sensor • Check Condition- Engine Running • Fault Condition- Adaptive multiplier out of range (greater than 30%) • MIL- Disabled • Adaptive- Enabled • Closed Loop- Enabled
4-30 EPM 4-30
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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 fuelcomposition, engine wear, variances from engine to engine, and component degradation. TheAdaptive learn may reach its limit due to many causes. Refer to the diagnostic aids below forassistance.
Diagnostc AidsOxygen Sensor Wire - Sensor may be mispositioned contacting the exhaust. Check for short to ground between harnessand sensor and on sensor harness.
Vacuum Leaks - Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at light load.
Exhaust Leaks - If there is an exhaust leak, outside air can be pulled into the exhaust and past the sensor causing a falselean condition.
Fuel Quality - A drastic variation in fuel quality can cause the system to be lean.
Ground Problem
- ECM groull.
nds must be good engine or battery ground. Faulty grounds may cause many unrelatedproblems as we
Fuel System - If the fuel system is suspected, check and adjust according to Ford Power Products guidelines.
If fuel system is operating to specification, replace the HO2S sensor with known good part and retest.
EPM
4-31 EPM 4-31
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Diagnostics
BK-24
BK-13
BK
GY
W
W
- +
Sensor
Heater
To System Power Relay To Engine Ground
HO2S 1
Sensor Ground
BK\W
Red
GY / R
GY / LB
EPM
DTC 144-Adaptive Learn Low (LPG)
Circuit Description The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The EPM uses this information to correct the fuel flow with the Closed Loop multiplier and Adaptive multiplier. This fault will set if the adaptive multiplier exceeds the limits of normal operation.
Conditions for Setting the DTC • Heated Oxygen Sensor • Check Condition- Engine running • Fault Condition- Adaptive multiplier out of range (at limit of -30%) • MIL-Disabled • Adaptive- Enabled • Closed Loop- Enabled
4-32 EPM 4-32
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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
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Diagnostics
BK-24
BK-13
BK
GY
W
W
- +
Sensor
Heater
To System Power Relay To Engine Ground
HO2S 1
Sensor Ground
BK\W
Red
GY / R
GY / LB
EPM
DTC 145-Adaptive Learn High (Natural Gas)
Circuit Description The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The EPM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault will set if the adaptive multiplier exceeds the limits of normal operation.
Conditions for Setting the DTC • Heated Oxygen Sensor • Check Condition- Engine Running • Fault Condition- Adaptive multiplier out of range (greater than 30%) • MIL- Disabled • Adaptive- Enabled • Closed Loop- Enabled
4-34 EPM 4-34
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Diagnostics
4-35 EPM 4-35
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 fuelcomposition, engine wear, variances from engine to engine, and component degradation. TheAdaptive Learn may reach its limit due to many causes. Refer to the diagnostic aids below forassistance.
Diagnostc AidsOxygen Sensor Wire - Sensor may be mispositioned contacting the exhaust. Check for short to ground between harnessand sensor and on sensor harness.
Vacuum Leaks - Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at light load.
Exhaust Leaks - If there is an exhaust leak, outside air can be pulled into the exhaust and past the sensor causing a falselean condition.
Fuel Quality - A drastic variation in fuel quality can cause the system to be lean. Most gas companies can help varify fuelquality.
Ground Problem - EPM grounds must be good engine or battery ground. Faulty grounds may cause many unrelatedproblems as we
Fuel System - I stem is suspected, check and adjust according to Ford Power Products guidelines.
If fuel system is operating to specifications, replace the HO2S sensor with known good part and retest.
ll.
f the fuel sy
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Diagnostics
BK-24
BK-13
BK
GY
W
W
- +
Sensor
Heater
To System Power Relay To Engine Ground
HO2S 1
Sensor Ground
BK\W
R
GY / R
GY / LB
ECM
EPM
DTC 146-Adaptive Learn Low (Natural Gas)
Circuit Description The HO2S sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The EPM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault will set if the adaptive multiplier exceeds the limits of normal operation.
Conditions for Setting the DTC • Heated Oxygen Sensor • Check Condition- Engine Running • Fault Condition- Adaptive multiplier out of range (greater than -30%) • MIL- Disabled • Adaptive- Enabled • Closed Loop- Enabled
4-36 EPM 4-36
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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
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Diagnostics
BK-1
BK-2
BK-4
BK-5
GROUND
VBAT
BK / W
BK / W
Y (R-2.5L)
Y (R-2.5L)
EPM
DTC 161-System Voltage Low
Circuit Description The battery voltage powers the EPM and must be measured to correctly operate injector drivers, ignition coils, etc. This fault will set if the EPM detects voltage less than 9.5 for 5 seconds or longer while the alternator should be charging. The adaptive learn is disabled due to the inability of the EPM to correctly time injector openings.
Conditions for Setting the DTC • System Voltage to EPM • Check Condition-Key on and RPM greater than 1000 • Fault Condition-Battery voltage at EPM less than 9.5 volts continuously for 5 seconds • MIL-On for active fault and for 10 seconds after active fault • Adaptive-Disabled for remainder of key on cycle • Closed Loop-Enabled
4-38 EPM 4-38
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Diagnostics
4-39 EPM 4-39
Is battery voltage morethan 9.5 volts?
* Start engine and idle.* Check battery voltage on display
Fault is intermittent.
* Faulty VBAT pow or ground circuit to
* Faulty batteryor
* Faulty charging system
* Faul
No
Yes
Key OnSystem Data Mode
er
orEPM
orty EPM
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Diagnostics
BK-1
BK-2
BK-4
BK-5
GROUND
VBAT
BK / W
BK / W
Y (R-2.5L)
Y (R-2.5L)
EPM
DTC 162-System Voltage High
Circuit Description The battery voltage powers the EPM and must be measured to correctly operate injector drivers, ignition coils, etc. This fault will set if the EPM detects voltage greater than 18 volts for 3 seconds at anytime the engine is cranking or running. The adaptive learn is disabled due to the inability of the EPM to correctly time the injector openings. The EPM will shut down with internal protection with more than 26 volts. A fuse will then blow in the harness.
Conditions for Setting the DTC • System Voltage to EPM • Check Condition-Cranking or Running • Fault Condition-Switched battery voltage at EPM greater than 18 volts for 3 seconds • MIL-On for active fault and for 5 seconds after active fault • Adaptive-Disabled for remainder of key on cycle • Closed Loop-Enabled
4-40 EPM 4-40
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Diagnostics
4-41 EPM 4-41
Is battery voltage less than18 volts?
* Start engine and run at greaterthan 1500 rpm.
* Test battery voltage at battery.
Fault is intermittent.
* Faulty Charging System
* Faul
No
Yes
Key OnSystem Data Mode
orty EPM
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Diagnostics
BK-27
BK-13
GY
GY/R
5 volts
Sensor Ground
Signal
EPM
DTC 211-IAT High Voltage
Circuit Description
The Intake Air Temperature sensor is a thermistor (temperature sensitive resistor) located in the intake manifold of the engine. It is used to monitor incoming air and the output, in conjunction with other sensors, is used to determine the airflow to the engine. The EPM provides a voltage divider circuit so that when the air is cool, the signal reads higher voltage, and lower when warm. The Manifold Air Temperature is a calculated value based mainly on the IAT sensor at high airflow, and influenced more by the ECT/CHT at low airflow. It is used to monitor incoming air and the output, in conjunction with other sensors, is used to determine the airflow to the engine. This fault will set if the signal voltage is more than 4.95 volts anytime the engine is running. The EPM will use the default value for the IAT sensor in the event of this fault.
Conditions for Setting the DTC • Intake Air Temperature • Check Condition-Engine Running • Fault Condition-IAT Sensor Voltage greater than 4.95 • MIL-On during active fault and for 2 seconds after active fault • Adaptive-Disabled during active fault • Closed Loop-Enabled
4-42 EPM 4-42
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Diagnostics
4-43 EPM 4-43
Does DST display IATvoltage of 0.1 or less?
Does DST display IATvoltage of 0.1 or less?
* Key Off* Disconnect IAT sensor from harness* Jumper harness terminals together* Key On
Jumper IAT sensorsignal to ground
* Faulty connectionor
* Faulty IAT sensor
* Open IAT ground circuit
* Faul EPM connection
* Faul
* Open sensor signal circuit
* Faul EPM connection
* Faul
Yes
Yes
No
No
Does DST display IATvoltage of 4.95 or greater?
Intermittent Problem
Yes
No
Key OnSystem Data Mode
orty
orty EPM
orty
orty EPM
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Diagnostics
BK-27
BK-13
5 volts
Sensor Ground
Signal
GY
GY/R
MEPM
DTC 212-IAT Low Voltage
Circuit Description
The Intake Air Temperature sensor is a thermistor (temperature sensitive resistor) located in the intake manifold of the engine. It is used to monitor incoming air and the output, in conjunction with other sensors, is used to determine the airflow to the engine. The EPM provides a voltage divider circuit so that when the air is cool, the signal reads higher voltage, and lower when warm. The Manifold Air Temperature is a calculated value based mainly on the IAT sensor at high airflow, and influenced more by the ECT/CHT at low airflow. It is used to monitor incoming air and the output, in conjunction with other sensors, is used to determine the airflow to the engine. This fault will set if the signal voltage is less than 0.05 volts anytime the engine is cranking or running. The EPM will use a default value for the IAT sensor in the event
Conditions for Setting the DTC • Intake Air Temperature • Check Condition-Cranking or Running • Fault Condition-IAT Sensor voltage less than 0.05 • MIL-On during active fault and for 2 seconds after active fault • Adaptive-Disabled during active fault • Closed Loop-Enabled and allowed to stay at limit if needed (will still set limit fault)
4-44 EPM 4-44
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Diagnostics
Does DST display IATvoltage of 4.9 volts or
greater?
* Key Off* Disconnect IAT sensor from harness* Key On
* Sensor signal circuit shorted to groundor
* Sensor signal circuit shorted to sensorground circuit
* Fau
* Faulty IAT sensor
Yes
No
Does DST display IATvoltage of 0.1 volt or less?
Intermittent Problem
Yes
No
Key OnSystem Data Mode
orlty EPM
4-45 EPM 4-45
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Diagnostics
BK-27
BK-13
GY
GY/R
5 volts
Sensor Ground
Signal
EPM
DTC 213-IAT Higher Than Expected 1
Circuit Description
The Intake Air Temperature sensor is a thermistor (temperature sensitive resistor) located in the intake manifold of the engine. It is used to monitor incoming air and the output, in conjunction with other sensors, is used to determine the airflow to the engine. The EPM provides a voltage divider circuit so that when the air is cool, the signal reads higher voltage, and lower when warm. The Manifold Air Temperature is a calculated value based mainly on the IAT sensor at high airflow and influenced more by the ECT/CHT at low airflow. It is used to monitor incoming air and the output, in conjunction with other sensors, is used to determine the airflow to the engine, and ignition timing. This fault will set if the Intake Air Temperature is greater than 200 deg.F and engine RPM is greater than 1000 and Power Derate 1 will be enforced. During this fault, maximum throttle position is 50% and the MIL light will flash twice per second.
4-46 EPM 4-46
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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
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Diagnostics
BK-27
BK-13
GY
GY/R
5 volts
Sensor Ground
Signal
EPM
DTC 214-IAT Higher Than Expected 2
Circuit Description The Intake Air Temperature sensor is a thermistor (temperature sensitive resistor) located in the intake manifold of the engine. It is used to monitor incoming air and the output, in conjunction with other sensors, is used to determine the airflow to the engine. The EPM provides a voltage divider circuit so that when the air is cool, the signal reads higher voltage, and lower when warm. The Manifold Air Temperature is a calculated value based mainly on the IAT sensor at high airflow and influenced more by the ECT/CHT at low airflow. It is used to monitor incoming air and the output, in conjunction with other sensors, is used to determine the airflow to the engine, and ignition timing. This fault will set if the Intake Air Temperature is greater than 210 deg.F and engine RPM is greater than 1000. The MIL light will be on during this active fault and the engine will shut down.
4-48 EPM 4-48
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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
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Diagnostics
GY-7
M
To Oil PressureSwitch
DG/W
+ 5 volts
Oil PressureVoltage
EPM
DTC 215-Oil Pressure Low
Circuit Description
The Oil Pressure Switch is used to indicate a low pressure condition to the EPM. Engine damage can occur if the engine is operated with low oil pressure. The EPM uses an analog voltage input with an internal 5 volt reference. If the oil pressure circuit is grounded, the input voltage will be near zero. If it is open, the input will be near 5 volts. This fault can be configured two different ways. It may use a normally closed switch or a normally open switch. If the switch is normally open, the fault will set if the circuit becomes grounded. If the switch is normally closed, the fault will set if the circuit becomes open. Go to the Fault page on Diagnostic Tool to determine how the input is configured. (“Open is OK” is normally open and “Ground is OK” is normally closed). The engine will shut down in the event of this fault to help prevent possible damage.
Conditions for Setting the DTC • Engine Oil Pressure low • Check Condition-Engine running for 15 seconds and RPM greater than 1300 • Fault Condition-Depends on configuration of individual EPM (see below) • MIL-On during active fault and for 3 seconds after active fault • Adaptive-Enabled • Closed Loop-Enabled • Engine Shut Down
4-50 EPM 4-50
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Diagnostics
Cle 5
Key-On - Engine RunningSystem Data Mode
* Warm engine by idling untilECT is above 160 deg.F or
at least 1 minute.* Increase RPM above 1300
D 5Res use
shutdown?
Intermittent Problem
ar SFC 21DTC
oes SFC 21et and ca
No
* Key Off* Disconnect harness from Oil Pressure Switch
and grou wire.* Clea 5
* Start engine, let idle st one minute andincrease RPMS above 1300.
DTC
nd DG/Wr SFC 21
for at lea
Yes
Do 5
DTC
es SFC 21reset?
Oil pressure circuitopen
orFaulty connection
Faul
Faulty Oil Pressure Switchor
Faulty engine oiling system(verify with mechanical gauge)
No
YesDTC
orty ECMEPM
4-51 EPM 4-51
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Diagnostics
BK-28
BK-13
LG / R
GY / R
5 volts
Sensor Ground
Signal
EPM
DTC 221-CHT / ECT High Voltage
Circuit Description The Engine Coolant Temperature sensor is a thermistor (temperature sensitive resistor) located in the engine coolant. Some engines use an ECT sensor that is located in the coolant near the thermostat. Some engines use a CHT (Cylinder Head Temperature) sensor that is located in the coolant in the cylinder head. If the engine is equipped with an ECT sensor then the CHT value is estimated. If equipped with a CHT sensor then the ECT value is estimated. They are used in the engine airflow calculation, and to enable features. The EPM provides a voltage divider circuit so that when the coolant is cool, the signal reads higher voltage, and lower when warm. This fault will set if the signal voltage is greater than 4.95 volts anytime the engine is running. The EPM will use a default value for the CHT/ECT sensor in the event of this fault.
Conditions for Setting the DTC • Engine Coolant Temperature • Check Condition-Engine Running • Fault Condition-CHT/ECT sensor voltage exceeds 4.95 • MIL-On during active fault and for 2 seconds after active fault • Adaptive-Disabled during active fault • Closed Loop-Enabled
4-52 EPM 4-52
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Diagnostics
Does DST display CHT/ECT voltage of 0.05 or
less?
Does DST display CHT/ECT voltage of 0.05 or
less?
* Key Off* Disconnect CHT/ECT sensor from
harness* Jumper harness terminals together
* Key On
Jumper CHT/ECTsensor signal to ground
* Faulty connectionor
* Faulty CHT/ECT sensor
* Open CHT/ ECT groundcircuit
or* Faulty ECM connection
CM
* Open sensor signal circuitor
* Faulty ECM connection
CM
Yes
Yes
No
No
Does DST display CHT/ECT voltage of 4.95 or
greater?
Intermittent Problem
Yes
No
Key OnSystem Data Mode
EPM
EPMor
* Faulty EEPM
or* Faulty EPM
4-53 EPM 4-53
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Diagnostics
BK-28
BK-13
LG / R
GY / R
5 volts
Sensor Ground
Signal
EPM
DTC 222-CHT / ECT Low Voltage
Circuit Description The Engine Coolant Temperature sensor is a thermistor (temperature sensitive resistor) located in the engine coolant. Some engines use an ECT sensor that is located in the coolant near the thermostat. Some engines use a CHT (Cylinder Head Temperature) sensor that is located in the coolant in the cylinder head. If the engine is equipped with an ECT sensor then the CHT value is estimated. If equipped with a CHT sensor then the ECT value is estimated. They are used in the engine airflow calculation, and to enable certain features. The EPM provides a voltage divider circuit so that when the coolant is cool, the signal reads higher voltage, and lower when warm. This fault will set if the signal voltage is less than 0.05 volts anytime the engine is running. The EPM will use a default value for the CHT/ECT sensor in the event of this fault.
Conditions for Setting the DTC • Engine Coolant Temperature • Check Condition-Engine Running • Fault Condition-CHT/ECT sensor voltage less than 0.05 • MIL-On during active fault and for 2 seconds after active fault • Adaptive-Disabled during active fault • Closed Loop-Enabled
4-54 EPM 4-54
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Diagnostics
4-55 EPM 4-55
Key On
Does DST display CHT/ECT voltage of 4.9 or
greater?
* Key Off*Disconnect CHT/ ECT sensor from harness* Key On
Faulty CHT/ ECTsensor
* Sensor signal circuit shorted to ground.or
* Sensor signal circuit shorted to sensor ground circuit
* Faul
Yes
No
Does DST display CHT/ECT voltage of 0.05 or
less?
IntermittentProblem
Yes
No
orty EPM
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Diagnostics
BK-28
BK-13
LG / R
GY / R
5 volts
Sensor Ground
Signal
EPM
DTC 223-CHT Higher Than Expected 1
Circuit Description The Cylinder Head Temperature sensor is a thermistor (temperature sensitive resistor) located in the engine coolant. Some engines use a CHT sensor that is located in the coolant in the cylinder head. Some engines use an ECT (Engine Coolant Temperature) sensor that is located in the coolant near the thermostat. If the engine is equipped with a CHT sensor then the ECT value is estimated. If equipped with an ECT sensor then the CHT value is estimated. They are used for engine airflow calculation, ignition timing control, to enable certain features, and for engine protection. The EPM provides a voltage divider circuit so when the sensor reading is cool the sensor reads higher voltage, and lower when warm. This fault will help protect the engine in the event of over temperature. When the coolant exceeds 240 deg. F and engine RPM exceeds 650 this fault will set and Power Derate 1 will be enforced. During this fault, maximum throttle position is 50% and the MIL light will flash twice per second.
4-56 EPM 4-56
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Diagnostics
Conditions for Setting the DTC • Cylinder Head Temperature • Check Condition-Engine Running • Fault Condition-Cylinder Head Temperature reading or estimate greater than 240 deg. F
and engine RPM greater than 650 • MIL-Will flash at 2 Hz (twice per second) during active fault • Adaptive-Disabled during active fault • Closed Loop-Enabled and allowed to stay at limit (will still set limit fault) • Power Derate (level1)
Verify with temperture gauge that theengine coolant is over 225 deg. F.
Does DST display CHTtemperature of 230 or greaterwith engine over 650 rpm?
Intermittent ProblemCheck cooling system
Yes
No
Key OnSystem Data Mode
* Warm Engine to normal operating temperature,then run engine above 650 rpm for 60 seconds
Does gauge indicate 225deg. or greater?
Yes
No
Repair cooling system
Verify ECT circuit, replace CHT/ECTsensor with known good part, and
retest
4-57 EPM 4-57
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-28
BK-13
LG / R
GY / R
5 volts
Sensor Ground
Signal
EPM
DTC 224-CHT Higher Than Expected 2
Circuit Description The Cylinder Head Temperature sensor is a thermistor (temperature sensitive resistor) located in the engine coolant. Some engines use a CHT sensor that is located in the coolant in the cylinder head. Some engines use an ECT (Engine Coolant Temperature) sensor that is located in the coolant near the thermostat. If the engine is equipped with a CHT sensor then the ECT value is estimated. If equipped with an ECT sensor than the CHT value is estimated. They are used for engine airflow calculation, ignition timing control, to enable certain features, and for engine protection. The EPM provides a voltage divider circuit so when the sensor reading is cool, the signal reads higher voltage, and lower when warm.
Conditions for Setting the DTC • This fault will set to help protect the engine 250 deg.F and engine RPM exceeds in the
event of over temperature. When the coolant exceeds 650 this fault will set and the engine will shut down. Cylinder Head Temperature
• Check Condition-Engine Running • Fault Condition-Cylinder Head temperature reading or estimate greater than 250 deg. F and
engine RPM greater than 650 • MIL-On for active fault and for 15 seconds after active fault • Adaptive-Enabled • Closed Loop-Enabled and allowed to stay at limit (will still set limit fault) • Engine Shut Down
4-58 EPM 4-58
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
Verify with temperture gauge that theengine coolant is over 230 deg. F.
Does DST display CHTtemperature of 235 or greater
with engine over 650 rpm?
Intermittent ProblemCheck cooling system
Yes
No
Key OnSystem Data Mode
* Warm Engine to normal operating temperature,then run engine above 1000 rpm for 60 seconds
Does gauge indicate 230deg. or greater?
Yes
No
Repair coolingsystem
Verify CHT/ECT circuit, replaceCHT/ECT sensor with known good
part, and retest
4-59 EPM 4-59
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-20
BK-13
BK-14
B
C
A
LG / BK
BR / W
GY / R
5 volts
Signal
Sensor Ground
EPM
DTC 231-MAP High Pressure
Circuit Description The Manifold Absolute Pressure sensor is a pressure transducer connected to the intake manifold. It is used to measure the pressure of air in the manifold prior to induction into the engine. The pressure reading is used in conjunction with other inputs to determine the airflow rate to the engine, which also determines the fuel flow rate. This fault will set when the MAP reading is higher than it should be for the given TPS, and RPM. When the fault is set, the Adaptive Learn will be disabled for the remainder of the key on cycle and the MIL will be on. The engine will operate on a default MAP during this active fault.
Conditions for Setting the DTC • Manifold Absolute Pressure • Check Condition-RPM greater than 800, Throttle Command less than 8%, steady MAP and
TPS • Fault Condition-MAP greater than 12 psia, TPS less than 8% and engine RPM greater than
600. • MIL-On for remainder of key on cycle • Adaptive-Disabled for remainder of key on cycle • Closed Loop-Enabled and allowed to stay at limit • Misc.-Fueling is based on RPM and TPS Limp-Home Condition during this fault.
4-60 EPM 4-60
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
Key On - Engine Running
Does DST display MAPpressure of 13.0 psia or
greater with engine idling?
Does DST display MAPpressure less than 0.05
psia?
* Key Off* Disconnect MAP sensor from harness* Key On
Intermittent Problem
* MAP signal circuit shorted to voltage
* Fau
Probe sensor ground circuitwith test light connected to
battery voltage
Does test light come on?
* Faulty sensor pressure connection toengine
* Faulty EPM connection
* Faulty Sensor
* Open sensor ground circuit
* Fau
Yes
No
Yes
No
Yes
No
If engine idle isrough,unstable,missing or incorrectdue to a suspected enginemechanical problem or vacuum leaketc. correct the condition beforecontinuing to use this diagnostic chart.
EPM
orlty EPM
or
or
EPM
orlty
4-61 EPM 4-61
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-20
BK-13
BK-14
B
C
A
LG / BK
BR / W
GY / R
5 volts
Signal
Sensor Ground
EPM
DTC 232-MAP Low Voltage
Circuit Description The Manifold Absolute Pressure sensor is a pressure transducer connected to the intake manifold. It is used to measure the pressure of air in the manifold prior to induction into the engine. The pressure reading is used in conjunction with other inputs to determine the airflow rate to the engine, which determines the fuel flow rate. This fault will set when the MAP reading is lower than the sensor should normally produce. When this fault is set the Adaptive learn will be disabled for the remainder of the key on cycle and the MIL will be on.
Conditions for Setting the DTC • Manifold Absolute Pressure • Check Condition-Cranking or Running • Fault Condition-MAP voltage less than 0.05,Throttle Position greater than 5% and engine
RPM less than 3000. • MIL-On for remainder of key on cycle • Adaptive-Disabled for remainder of key on cycle • Closed Loop-Enabled • Misc.-Fueling is based on RPM and TPS Limp-Home Condition during this fault.
4-62 EPM 4-62
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
Key On - Engine RunningSystem Data Mode
Does DST display MAPvoltage of 0.05 or less with
engine idling?
Intermittent Problem
* Key Off* Disconnect MAP sensor from harness* Jumper 5 volt supply circuit and MAP signal circuit together* Key On
Does DST display MAPvoltage of 4.5 volts or
greater?
Does DST display MAPvoltage of 4.0
or greater?
* Poor connectionor
*Faulty MAP
Probe MAP signal circuit with testlight connected to battery voltage.
* 5 volt reference is open or shorted toground
* Faul nection
* Faul
* MAP signal circuit open or shorted to ground
* Faulty EPM connection
* Fau
Yes
No
Yes
No
Yes
No
orty ECM con
orty ECM
or
orlty EPM
4-63 EPM 4-63
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-20
BK-13
BK-14
B
C
A
LG / BK
BR / W
GY / R
5 volts
Signal
Sensor Ground
EPM
DTC 234-BP High Pressure
Circuit Description Barometric Pressure is estimated from the MAP sensor. The barometric pressure value is used for fuel and airflow calculations. This fault sets in the event the BP value is out of the normal range.
Conditions for Setting the DTC • Barometric Pressure • Check Condition-Key On • Fault Condition-BP greater than 16 psia • MIL-On for active fault and for 2 seconds after active fault • Adaptive-Disabled for remainder of key on cycle • Closed Loop-Enabled
4-64 EPM 4-64
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
Key OnSystem Data Mode
Does DST display MAPpressure of 16 psia or
greater?
Intermittent Problem
Replace with known good MAP sensorand retest
Yes
No
4-65 EPM 4-65
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-20
BK-13
BK-14
B
C
A
LG / BK
BR / W
GY / R
5 volts
Signal
Sensor Ground
EPM
DTC 235-BP Low Pressure
Circuit Description Barometric Pressure is estimated from the MAP sensor. The barometric pressure value is used for fuel and airflow calculations.
This fault sets in the event the BP value is out of the normal range.
Conditions for Setting the DTC • Barometric Pressure • Check Condition-Key On • Fault Condition-BP less than 8.3 psia (approx. 2.5 volts) • MIL-On for active fault and for 2 seconds after active fault • Adaptive-Disabled for remainder of key on cycle • Closed Loop-Enabled
4-66 EPM 4-66
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
4-67 EPM 4-67
Key OnSystem Data Mode
Does DST display BPpressure 8.3 psia or less ?
Intermittent Problem
* Key Off* Disconnect MAP sensor from harness* Jumper 5 volt reference circuit and MAP signal circuit together* Key On
Does DST display BPpressure of 16.00 psia or
greater?
Does DST display BPpressure of 16.00 psia or
greater?
* Poor connectionor
*Faulty MAP sensor
Probe MAP signal circuit with testlight connected to battery voltage.
* 5 volt reference is open or shorted toground
* Faulty EPM connection
* Faulty EPM
* BP signal circuit open or shorted to ground
* Faulty EPM connection
* Faulty EPM
Yes
No
Yes
No
Yes
No
or
or
or
or
Prope
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f Am
erica
n Airli
nes
Diagnostics
BK-32
BK-33
Crank +
Crank -
CrankSensor
Crankshaft
Crankshaft
DB
GY
EPM
DTC 242-Crank Sync Noise
Circuit Description The Crankshaft Position sensor is a magnetic transducer mounted on the engine block adjacent to a pulse wheel located on the crankshaft. It determines crankshaft position by monitoring the pulse wheel. The Crankshaft Position sensor is used to measure engine RPM and its signal is used to synchronize the ignition and fuel systems. The EPM must see a valid Crankshaft position signal while running. If no signal is present for 800ms or longer, this fault will set.
Conditions for Setting the DTC • Crankshaft Position sensor • Check Condition- Engine running • Fault Condition- 1 invalid crank re-sync • MIL- On during active fault and for 10 seconds after active fault • Adaptive- Disabled for the remainder of the key-on cycle • Closed Loop- Enabled
4-68 EPM 4-68
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
4-69 EPM 4-69
Check the wiring andelectric ons
between the EPM and thecrankshaft ensor.
Is the wiring OK?
Repair the wiringharness
* Bad system groundor
* Bad crankshaft sensoror
* Bad sensor trigger wheel
* B
No
Yes
al connectihe position s
orad EPM
Prope
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f Am
erica
n Airli
nes
Diagnostics
BK-32
BK-33
Crank +
Crank -
CrankSensor
Crankshaft
Crankshaft
DB
GY
EPM
DTC 243-Never Crank Synced At Start
Circuit Description The Crankshaft position sensor is a magnetic transducer mounted on the engine block adjacent to a pulse wheel located on the crankshaft. It determines crankshaft position by monitoring the pulse wheel. The Crankshaft position sensor is used to measure engine RPM and its signal is used to synchronize the ignition system. The EPM must see a valid Crankshaft Position signal while cranking before it starts. If no signal is present within 4 cranking revs, this fault will set.
Conditions for Setting the DTC • Crankshaft Position Sensor • Check Condition- Engine cranking or running • Adaptive- Enabled • Fault Condition- 4 cranking revs without sync and engine RPM greater than 90 • MIL- On during active fault • Closed Loop- Enabled
4-70 EPM 4-70
Prope
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f Am
erica
n Airli
nes
Diagnostics
4-71 EPM 4-71
Check the wiring andelectrical connections
between the ECM and thecrankshaft position sensor.NOTE: reversed wires, one
wire having a poorconnection, or a bad systemground are most frequently
the cause of this fault.
Is the wiring OK?
Repair the wiringharness
*Bad crankshaft sensoror
*Bad sensor trigger wheelor
*Bad ECM
No
Yes
*Bad crankshaft sensor or
*Bad sensor trigger wheel or
*Bad EPM or
*Cam gear & crank gear out of sync
EPM
Prope
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f Am
erica
n Airli
nes
Diagnostics
BK-34
BK-35
CAM +
CAM -
CamSensor
M
Camshaft TriggerWheel
DB/O
GY/R
EPM
DTC 244-Camshaft Sensor Loss
Circuit Description The Camshaft Position Sensor is used to determine which cylinder to fire. This fault will set if the EPM does not detect a cam pulse when the RPM is greater than 1000. Normally the engine will run with this fault present. In some instances this fault may cause rough engine operation.
Conditions for Setting the DTC • Camshaft Position Sensor • Check Condition-Engine Running • Fault Condition-No cam pulse in 2.5 cycles with RPM greater than 1000 • MIL-On for active fault and for 10 seconds after active fault • Adaptive-Disabled for remainder of key-on cycle • Closed Loop-Enabled
4-72 EPM 4-72
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
Check the wiring andelectrical connections
between the EPM and thecamshaft position sensor.
NOTE: reversed wires, onewire having a poor
connection, or a bad systemground are most frequently
the cause of this fault.
Is the wiring OK?
Repair the wiringharness
*Bad camshaft sensoror
*Bad sensor trigger wheelor
*Bad ECM
No
Yes
EPM
4-73 EPM 4-73
Prope
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f Am
erica
n Airli
nes
Diagnostics
BK-34
BK-35
CAM +
CAM -
CamSensor
shaft TriggerWheel GY/R
DB/O
Cam
EPM
DTC 245-Camshaft Sensor Noise
Circuit Description The camshaft position sensor is used to determine which cylinder to fire. This fault will set if the EPM detects erroneous pulses from the camshaft position sensor causing invalid cam re-sync.
Conditions for Setting the DTC • Camshaft position sensor • Check Condition-Cranking or Running • Fault Condition-One invalid cam re-sync • MIL-On for active fault and for 10 seconds after active fault • Adaptive-Disabled for the remainder of the key-on cycle • Closed Loop-Enabled
4-74 EPM 4-74
Prope
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f Am
erica
n Airli
nes
Diagnostics
Check for faultycircui
Are circuits OK?Yes
No
Repair faulty circuits and clear DTC 245Retest
Consult Factory TechnicalService Department
Is spark systemand
cam/crank sensors andwheels OK?
Yes
No
Verify spark system integrity
*Insure spark plugs at proper gap*Insure plug boots and connectors are in good
condition*Check Camshaft position sensor and Camshaft
trigger wheel for damage or signs of contact
Repair faulty spcomponents and cl
Retest
power or groundts to EPM.
ark systemear DTC 245.
4-75 EPM 4-75
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-29
BK-30
KnockSensor
Knock +
Knock-
M4.2L
Y-R
DG-P
EPM
DTC 253-Knock Sensor Open
Circuit Description The Knock Sensor converts engine vibration to an electrical signal. The EPM uses this signal to determine the presence of engine knock and to retard spark timing. This fault will set if the Knock Sensor input to the EPM is less than 0.2 volt while engine rpm is greater than 1500 and MAP is greater than 8 psia.
Conditions for Setting the DTC • Knock Sensor • Check Condition-Engine Running • Fault Condition-Knock Sensor input less than 0.2 volts with engine RPM greater than 1500
and MAP greater than 8 psia. • MIL-On during active fault and for 3 seconds after active fault. • Adaptive-Enabled • Closed Loop-Enabled
4-76 EPM 4-76
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
Key On - Engine RunningSystem Data Mode
Operate engine at conditionsgreater than 1500 RPMs and
8 psia MAP.
Does SFC 253reset?
Intermittent Problem
No
Check the wiring and theelectrical connections
between the ECM and theKnock Sensor
Yes
Is the wiringok?
Repair the wiringharness
* Faultyor
* Faulty Knock Sensor
No
Yes
EPM
EPM
DTC
4-77 EPM 4-77
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-29
BK-30
KnockSensor
Knock +
Knock-
M4.2L
Y-R
DG-P
EPM
DTC 254-Excessive Knock Signal
Circuit Description
The Knock Sensor converts engine vibration to an electrical signal. The EPM uses this signal to determine the presence of engine knock and to retard spark timing. This fault will set if the Knock Sensor input to the EPM is greater than 4.5 volts while MAP is less than 8 psia and knock spark retard is at maximum.
Conditions for Setting the DTC • Excessive Knock Signal • Check Condition-Engine Running • Fault Condition-Knock Sensor input greater than 4.5 volts while MAP is less than 8 psia and
knock spark retard is at maximum • MIL-On for active fault and for 3 seconds after active fault • Adaptive-Enabled • Closed Loop-Enabled
4-78 EPM 4-78
Prope
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f Am
erica
n Airli
nes
Diagnostics
Cl
Key On - Engine RunningSystem Data Mode
Operate engine at less than8 psia MAP
D
Intermittentproblem
No
Checkbetween tthe Knock a
short to power
Yes
Is wiring OK?
Repair short inhaness
Faul
No
Yes
Disconnect Knock Sensor and operateengine at less than 8 psia MAP.
* Faulty Knock Sensoror
* Severe mechanicalvibration on engine in need
of repair
No
Yes
ear DTC 254
Does DTC 254reset?
the wiringhe EPM and Sensor for
ty EPM
oes DTC 254reset?
4-79 EPM 4-79
Prope
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f Am
erica
n Airli
nes
Diagnostics
BK-6
BK-7
BK-10
BK-8
BK-9
Injector Driver
Injector Driver
Injector Driver
Injector DriverInj #4
Inj #1
Inj #2
Inj #3
R
T
W
BR / Y
BR / LB
Injector power
#1
#4
#2
#3
EPM
DTC 311- Injector Driver #1 Open (2.5L)
Circuit Description Injector Driver #1 fires the #1 cylinder injector. This fault will set if the EPM detects low feedback voltage on the internal injector while the injector drive circuit is in the off-state and battery voltage is greater than 9 volts.
Conditions for Setting the DTC • Injector coil open or driver circuit short • Check Condition-Key on and engine running • Fault Condition-Battery voltage at EPM greater than 9 volts and injector low-side less than 4
volts for 10 injector firings • MIL-On for active fault and for 5 seconds after active fault • Adaptive-Disabled for remainder of key-on cycle • Closed Loop-Disabled during active fault
4-80 EPM 4-80
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
4-81 EPM 4-81
Key On - Engine RunningSystem Data Mode
reset withling?
Clear system fault
Fault is intermittent.
No
Yes
* Key Off* Disconnect harness connector from the #1
cylinder injector* Using a high impedance DVOM measure
the resistance between pins on the injector
Replace the injector
Does the DVOMdisplay a resistance of
5.0 Ohms or less?
* Disconnect the B ssconnector from
* Using the DVOM heresistance from the injector connectorto pin 7 on the black connector
Does DTC 311engine id
lack harnethe measure t
EPM
or* Faulty connection at injector
* Faul
No
ECMEPMorty EPM
Does the DVOMdisplay a resistance of
16 Ohms or less?
Repair open inharness
* Measure resistance from the Tan wire inthe injector connector to battery ground
and then to analog ground in the harness(GY-R Wire)
Does the DVOMdisplay a resistance of
5.0 Ohms or less?
* Repair short to ground inharness
analog gr d harness isok
Yes
Yes
No
Yes
No
or
ound an * Faulty EPM if shorted to
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-6
BK-7
BK-9
BK-11
BK-8
BK-10
BK-12
InjectorPower
Injector Driver
Injector Driver
Injector Driver
Injector DriverInj #4
Inj #1
Inj #2
Inj #3
R
T
W
BR / Y
BR / LB
Inj #5
Inj #6
T/BK
LG/O
Injector Driver
Injector Driver
#2
#1
#3
#4
#5
#6
EPM
DTC 311-Injector Driver #1 Open (4.2L)
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
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
4-83 EPM 4-83
Key On - Engine RunningSystem Data Mode
reset withengine idling?
Clear system fault
Fault is intermittent.
No
Yes
* Key Off* Disconnect harness connector from the #1
cylinder injector* Using a high impedance DVOM measure
the resistance between pins on the injector
Replace the injector
Does the DVOMdisplay a resistance of
5.0 Ohms or less?
* Disconnect the B ssconnector from the
* Using the DVOM heresistance from the injector connectorto pin 7 on the black connector
Does 11
lack harne
measure t EPM
* Faulty connection at injector or EPM
* Faulty EPM
No
or
Does the DVOMdisplay a resistance of
16 Ohms or less?
Repair open inharness
* Measure resistance from the Tan wire inthe injector connector to battery ground
and then to analog ground in the harness(GY-R Wire)
Does the DVOMdisplay a resistance of
5.0 Ohms or less?
* Repair short to ground inharness
analog ground and harness isok
Yes
Yes
No
Yes
No
or * Faulty EPM if shorted to
DTC 3
Prope
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f Am
erica
n Airli
nes
Diagnostics
BK-6
BK-7
BK-10
BK-8
BK-9
Injector Driver
Injector Driver
Injector Driver
Injector DriverInj #4
Inj #1
Inj #2
Inj #3
R
T
W
BR / Y
BR / LB
Injector power
#1
#4
#2
#3
EPM
DTC 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
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
4-85 EPM 4-85
Key On - Engine RunningSystem Data Mode
2 reset withling?
Clear system fault
Fault is intermittent.
No
Yes
* Key Off* Disconnect harness connector from the #1
cylinder injector* Using a high impedance DVOM measure
the resistance between pins of the injector
Replace the injector
Is a short present?
* Disconnect th sconnector from t* Usi M check from pin BK-7 at t nnector to the Tanwire in the injector connector for ashort to voltage .
Repair short to voltage in harness
No
YesDoes the DVOMdisplay a resistance of
5 Ohms or more?
Faulty injector
Faul
Yes
No
Does 31engine id DTC e Black harnes
he EPMng the DVOhe o EPM c
orty EPM
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-6
BK-7
BK-9
BK-11
BK-8
BK-10
BK-12
InjectorPower
Injector Driver
Injector Driver
Injector Driver
Injector DriverInj #4
Inj #1
Inj #2
Inj #3
R
T
W
BR / Y
BR / LB
Inj #5
Inj #6
T/BK
LG/O
Injector Driver
Injector Driver
#2
#1
#3
#4
#5
#6
EPM
DTC 312-Injector #1 Shorted (4.2L)
Circuit Description Injector Driver #1 fires the #1 cylinder injector. This fault will set if the EPM detects 10 injector firings with the internal driver sense voltage greater than 4 volts while the injector is in the on-state and battery voltage is less than 16 volts. Conditions for Setting the DTC • Injector coil shorted • Check Condition-Key on and engine running • Fault Condition-Battery voltage at EPM less than 16 volts and injector low-side greater than
4 volts for 10 injector firings • MIL-On during active fault and for 5 seconds after active fault • Adaptive-Disabled for remainder of key-on cycle • Closed Loop-Disabled during active fault
4-86 EPM 4-86
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
4-87 EPM 4-87
Key On - Engine RunningSystem Data Mode
reset withling?
Clear system fault
Fault is intermittent.
No
Yes
* Key Off* Disconnect harness connector from the #1
cylinder injector* Using a high impedance DVOM measure
the resistance between pins of the injector
Replace the injector
Is a short present?
* Disconnect th sconnector from t* Usi om pin BK-7 at t nnector to the Tanwire i or connector for ashort to voltage .
Repair short to voltage in harness
No
YesDoes the DVOMdisplay a resistance of
5 Ohms or more?
Faulty injector
Faul
Yes
No
Does 312engine id DTC e Black harnes
heM check frng the DVO
he on the inject
EPM c
EPM
orty EPM
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-6
BK-7
BK-10
BK-8
BK-9
Injector Driver
Injector Driver
Injector Driver
Injector DriverInj #4
Inj #1
Inj #2
Inj #3
R
T
W
BR / Y
BR / LB
Injector power
#1
#4
#2
#3
EPM
DTC 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
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
4-89 EPM 4-89
Key On - Engine RunningSystem Data Mode
reset withling?
Clear system fault
Fault is intermittent.
No
Yes
* Key Off* Disconnect harness connector from the #3
cylinder injector* Using a high impedance DVOM measure
the resistance between pins on the injector
Replace the injector
Does the DVOMdisplay a resistance of
5.0 Ohms or less?
* Disconnect the B essconnector from t* Using the DV theresistance from the injector connectorto pin 8 on the black connector
Does 313engine id
lack harnhe EPM
OM measure
o* Faulty connection at injector
* Faul
No
r EPMorty EPM
Does the DVOMdisplay a resistance of
16 Ohms or less?
Repair open inharness
* Measure resistance from the BR/Y wirein the injector connector to battery groundand then to analog ground in the harness
(GY-R Wire)
Does the DVOMdisplay a resistance of
5.0 Ohms or less?
* Repair short to ground inharness
* Faul horted toanalog gr d harness is
ok
Yes
Yes
No
Yes
No
orty f s
ound an EPM i
DTC
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-6
BK-7
BK-9
BK-11
BK-8
BK-10
BK-12
InjectorPower
Injector Driver
Injector Driver
Injector Driver
Injector DriverInj #4
Inj #1
Inj #2
Inj #3
R
T
W
BR / Y
BR / LB
Inj #5
Inj #6
T/BK
LG/O
Injector Driver
Injector Driver
#2
#1
#3
#4
#5
#6
EPM
DTC 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
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
4-91 EPM 4-91
Key On - Engine RunningSystem Data Mode
reset withling?
Clear system fault
Fault is intermittent.
No
Yes
* Key Off* Disconnect harness connector from the #4
cylinder injector* Using a high impedance DVOM measure
the resistance between pins on the injector
Replace the injector
Does the DVOMdisplay a resistance of
5.0 Ohms or less?
* Disconnect the B essconnector from t
* Using the DV theresistance from the injector connectorto pin 8 on the black connector
Does DTC 313engine id
lack harnhe EPM
OM measure
or EPM* Faulty connection at injector
* Faul
No
orty EPM
Does the DVOMdisplay a resistance of
16 Ohms or less?
Repair open inharness
* Measure resistance from the BR/LB wirein the injector connector to battery groundand then to analog ground in the harness
(GY-R Wire)
Does the DVOMdisplay a resistance of
5.0 Ohms or less?
* Repair short to ground inharness
* Faulty EPM if shorted toanalog gr d harness is
ok
Yes
Yes
No
Yes
No
or
ound an
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-6
BK-7
BK-10
BK-8
BK-9
Injector Driver
Injector Driver
Injector Driver
Injector DriverInj #4
Inj #1
Inj #2
Inj #3
R
T
W
BR / Y
BR / LB
Injector power
#1
#4
#2
#3
EPM
DTC 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
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
Key On - Engine RunningSystem Data Mode
eset withling?
Clear system fault
Fault is intermittent.
No
Yes
* Key Off* Disconnect harness connector from the #3
cylinder injector* Using a high impedance DVOM measure
the resistance between pins of the injector
Replace the injector
Is a short present?
* Disconnect th sconnector from t* Usi om pin BK-8 at t nnector to the BR/Ywire i or connector for ashort to voltage
Repair short to voltage in harness
No
YesDoes the DVOMdisplay a resistance of
5 Ohms or more?
Faulty injector
Faul
Yes
No
Does DTC 314 rengine id
e Black harneshe EPMM check frng the DVO
he EPM con the inject
orty EPM
4-93 EPM 4-93
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-6
BK-7
BK-9
BK-11
BK-8
BK-10
BK-12
InjectorPower
Injector Driver
Injector Driver
Injector Driver
Injector DriverInj #4
Inj #1
Inj #2
Inj #3
R
T
W
BR / Y
BR / LB
Inj #5
Inj #6
T/BK
LG/O
Injector Driver
Injector Driver
#2
#1
#3
#4
#5
#6
EPM
DTC 314-Injector Driver #2 Shorted (4.2L)
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
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
4-95 EPM 4-95
Key On - Engine RunningSystem Data Mode
Doe et withengine idling?
Clear system fault
Fault is intermittent.
No
Yes
* Key Off* Disconnect harness connector from the #4
cylinder injector* Using a high impedance DVOM measure
the resistance between pins of the injector
Replace the injector
Is a short present?
* Disconnect t sconnector from the EPM
* Usi om pin BK-8 at t onnector to the BR/LBwire i or connector for ashort to voltage
Repair short to voltage in harness
No
YesDoes the DVOMdisplay a resistance of
5 Ohms or more?
Faulty injector
Faul
Yes
No
s DTC 314 res he Black harnes
OM check frng the DVhe ECM cn the inject
orty EPM
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-6
BK-7
BK-10
BK-8
BK-9
ECM
Injector Driver
Injector Driver
Injector Driver
Injector DriverInj #4
Inj #1
Inj #2
Inj #3
R
T
W
BR / Y
BR / LB
Injector power
#1
#4
#2
#3
EPM
DTC 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
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
4-97 EPM 4-97
Key On - Engine RunningSystem Data Mode
Does DTC 315 reset withling?
Clear system fault
Fault is intermittent.
No
Yes
* Key Off* Disconnect harness connector from the #4
cylinder injector* Using a high impedance DVOM measure
the resistance between pins on the injector
Replace the injector
Does the DVOMdisplay a resistance of
5.0 Ohms or less?
* Disconnect the Black harnessconnector from the* Using the DV theresistance from connectorto pin 9 on the black connector
* Faulty connection at injector oror
* Faulty
No
Does the DVOMdisplay a resistance of
16 Ohms or less?
Repair open inharness
* Measure resistance from the BR/LB wirein the injector connector to battery groundand then to analog ground in the harness
(GY-R Wire)
Does the DVOMdisplay a resistance of
5.0 Ohms or less?
* Repair short to ground inharness
or* Faulty f shorted to
analog gr d harness is
Yes
Yes
No
Yes
No
engine id
EPM iound an
ok ECMEPM EPM OM measure
he injector t
EPM
EPM
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-6
BK-7
BK-9
BK-11
BK-8
BK-10
BK-12
InjP
Inject
Inject
Inject
InjectInj #4
Inj #1
Inj #2
Inj #3
R
T
W
BR / Y
BR / LB
Inj #5
Inj #6
T/BK
LG/O
Inject
Inject
M
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 injectinjector 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 lo
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
Prope
rty o
f Am
erica
n Airli
ECMEP
ectoroweror Driver
or Driver
or Driver
or Driver
or Driver
or Driver
#2
#1
#3
#4
#5
#6
or while the .
w-side less than 4
4-98
nes
Diagnostics
4-99 EPM 4-99
Key On - Engine RunningSystem Data Mode
Does DTC 315 reset withling?
Clear system fault
Fault is intermittent.
No
Yes
* Key Off* Disconnect harness connector from the #2
cylinder injector* Using a high impedance DVOM measure
the resistance between pins on the injector
Replace the injector
Does the DVOMdisplay a resistance of
5.0 Ohms or less?
* Disconnect the Black harnessconnector from the* Using the DV theresistance from t onnectorto pin 9 on the black connector
engine id
EPMOM measure
he injector c
* Faulty connection at injector or EPMor
* Faulty EPM
No
Does the DVOMdisplay a resistance of
16 Ohms or less?
Repair open inharness
* Measure resistance from the White wirein the injector connector to battery groundand then to analog ground in the harness
(GY-R Wire)
Does the DVOMdisplay a resistance of
5.0 Ohms or less?
* Repair short to ground inharness
or* Faulty EPM if shorted to
analog gr d harness is
Yes
Yes
No
Yes
No
ound an
ok
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-6
BK-7
BK-10
BK-8
BK-9
Injec
Injec
Injec
InjecInj #4
Inj #1
Inj #2
Inj #3
R
T
W
BR / Y
BR / LB
Inje
DTC 316-Injector Driver #3 Shorted (2.5L
Circuit Description Injector Driver #3 fires the #4 cylinder injector. This fault will set if the EPM detects 10 injector firings with the internal drivergreater than 4 volts while the injector is in the on-state and battery voltage is
Conditions for Setting the DTC • Injector coil shorted • Check Condition-Key on and engine running • Fault Condition-Battery voltage at EPM greater than 9 volts and injector
than 4 volts for 10 injector firings. • MIL-On for active fault and for 5 seconds after active fault • Adaptive-Enabled • Closed Loop-Enabled
4-100 EPM
Prope
rty o
f Am
erica
n Air
EPM
tor Driver
tor Driver
tor Driver
tor Driver
ctor power
#1
#4
#2
#3
)
sense voltage less than 16 volts.
low-side greater
4-100
lines
Diagnostics
Key On - Engine RunningSystem Data Mode
Does DTC 316 reset withengine idling?
Clear system fault
Fault is intermittent.
No
Yes
* Key Off* Disconnect harness connector from the #4
cylinder injector* Using a high impedance DVOM measure
the resistance between pins of the injector
Replace the injector
Is a short present?
Repair short to voltage in harness
No
YesDoes the DVOMdisplay a resistance of
5 Ohms or more?
Faulty injector
Faul
Yes
No
orty EPM
4-101 EPM 4-101
* Disconnect the Black harnessconnector from the EPM
* Using the DVOM check from pin BK-9 at the EPM connector to the BR/LBwire in the injector connector for a short to voltage
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-6
BK-7
BK-9
BK-11
BK-8
BK-10
BK-12
InP
Injec
Injec
Injec
InjecInj #4
Inj #1
Inj #2
Inj #3
R
T
W
BR / Y
BR / LB
Inj #5
Inj #6
T/BK
LG/O
Injec
Injec
DTC 316-Injector Driver #3 Shorted (4.2
Circuit Description Injector Driver #3 fires the #2 cylinder injector. This fault will set if the EPM detects 10 injector firings with the internal drivgreater than 4 volts while the injector is in the on-state and battery voltage
Conditions for Setting the DTC • Injector coil shorted • Check Condition-Key on and engine running • Fault Condition-Battery voltage at EPM greater than 9 volts and inject
than 4 volts for 10 injector firings. • MIL-On for active fault and for 5 seconds after active fault • Adaptive-Enabled • Closed Loop-Enabled
4-102 EPM
Prope
rty o
f Am
erica
n Ai
EPM
jectorowertor Driver
tor Driver
tor Driver
tor Driver
tor Driver
tor Driver
#2
#1
#3
#4
#5
#6
L)
er sense voltage is less than 16 volts.
or low-side greater
4-102
rlines
Diagnostics
Key On - Engine RunningSystem Data Mode
reset withling?
Clear system fault
Fault is intermittent.
No
Yes
* Key Off* Disconnect harness connector from the #2
cylinder injector* Using a high impedance DVOM measure
the resistance between pins of the injector
Replace the injector
Is a short present?
* Disconnect th sconnector from t* Usi om pin BK-9 at the EPM connector to the White
wire i or connector for ashort to voltage
Repair short to voltage in harness
No
YesDoes the DVOMdisplay a resistance of
5 Ohms or more?
Faulty injector
Faul
Yes
No
e Black harneshe EPM
check frng the DVOM
n the inject
Does DTC 316engine id
orty EPM
4-103 EPM 4-103
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-6
BK-7
BK-10
BK-8
BK-9
Inje
Inje
Inje
InjeInj #4
Inj #1
Inj #2
Inj #3
R
T
W
BR / Y
BR / LB
Inje
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 injinjector drive circuit is in the off-state and battery voltage is greater than 9 v
Conditions for Setting the DTC • Injector coil open or driver circuit short • Check Condition-Key on and engine running • Fault Condition-Battery voltage at EPM greater than 9 volts and injector
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
Prope
rty o
f Am
erica
n Air
EPM
ctor Driver
ctor Driver
ctor Driver
ctor Driver
ctor power
#1
#4
#2
#3
ector while the olts.
low-side less than 4
4-104
lines
Diagnostics
Key On - Engine RunningSystem Data Mode
reset withling?
Clear system fault
Fault is intermittent.
No
Yes
* Key Off* Disconnect harness connector from the #2
cylinder injector* Using a high impedance DVOM measure
the resistance between pins on the injector
Replace the injector
Does the DVOMdisplay a resistance of
5.0 Ohms or less?
* Disconnect the B ssconnector from t* Using the DVOM heresistance from the injector connectorto pin 10 on the black connector
Does DTC 321engine id
lack harnehe
measure t EPM
or EPM* Faulty connection at injector
* Faul
No
orty EPM
Does the DVOMdisplay a resistance of
16 Ohms or less?
Repair open inharness
* Measure resistance from the White wirein the injector connector to battery groundand then to analog ground in the harness
(GY-R Wire)
Does the DVOMdisplay a resistance of
5.0 Ohms or less?
* Repair short to ground inharness
* Faulty EPM if shorted toanalog ground and harness is
ok
Yes
Yes
No
Yes
No
or
4-105 EPM 4-105
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-6
BK-7
BK-9
BK-11
BK-8
BK-10
BK-12
I
Inje
Inje
Inje
InjeInj #4
Inj #1
Inj #2
Inj #3
R
T
W
BR / Y
BR / LB
Inj #5
Inj #6
T/BK
LG/O
Inje
Inje
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 injeinjector drive circuit is in the off-state and battery voltage is greater than 9 vo
Conditions for Setting the DTC • Injector coil open or driver circuit short • Check Condition-Key on and engine running • Fault Condition-Battery voltage at EPM greater than 9 volts and injector
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
Prope
rty o
f Am
erica
n Airl
EPM
njectorPowerctor Driver
ctor Driver
ctor Driver
ctor Driver
ctor Driver
ctor Driver
#2
#1
#3
#4
#5
#6
ctor while the lts.
low-side less than 4
4-106
ines
Diagnostics
4-107 EPM 4-107
Key On - Engine RunningSystem Data Mode
Does SFC 321 reset withengine idling?
Clear system fault
Fault is intermittent.
No
Yes
* Key Off* Disconnect harness connector from the #5
cylinder injector* Using a high impedance DVOM measure
the resistance between pins on the injector
Replace the injector
Does the DVOMdisplay a resistance of
5.0 Ohms or less?
* Disconnect the Black harnessconnector from the ECM
* Using the DVOM measure theresistance from the injector connectorto pin 10 on the black connector
* Faulty connection at injector or EPMor
* Faulty EPM
No
Does the DVOMdisplay a resistance of
16 Ohms or less?
Repair open inharness
* Measure resistance from the T/BK wire inthe injector connector to battery ground
and then to analog ground in the harness(GY-R Wire)
Does the DVOMdisplay a resistance of
5.0 Ohms or less?
* Repair short to ground inharness
or* Faulty ECM if shorted to
analog ground and harness isok
Yes
Yes
No
Yes
No
EPM
EPM
DTC
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-6
BK-7
BK-10
BK-8
BK-9
Injec
Injec
Injec
InjecInj #4
Inj #1
Inj #2
Inj #3
R
T
W
BR / Y
BR / LB
Inje
M
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 drivergreater than 4 volts while the injector is in the on-state and battery voltage is
Conditions for Setting the DTC • Injector coil shorted • Check Condition-Key on and engine running • Fault Condition-Battery voltage at EPM less than 16 volts and injector lo
4 volts for 10 injector firings • MIL-On for active fault and for 5 seconds after active fault • Adaptive-Enabled • Closed Loop-Enabled
4-108 EPM
Prope
rty o
f Am
erica
n Air
EP
tor Driver
tor Driver
tor Driver
tor Driver
ctor power
#1
#4
#2
#3
)
sense voltage less than 16 volts.
w-side greater than
4-108
lines
Diagnostics
Key On - Engine RunningSystem Data Mode
reset withling?
Clear system fault
Fault is intermittent.
No
Yes
* Key Off* Disconnect harness connector from the #2
cylinder injector* Using a high impedance DVOM measure
the resistance between pins of the injector
Replace the injector
Is a short present?
* Disconnect th sconnector from t* Usin pin BK-10 at t EPM connector to the Whitewire in onnector for ashort to voltage
Repair short to voltage in harness
No
YesDoes the DVOMdisplay a resistance of
5 Ohms or more?
Faulty injector
Faul
Yes
No
Does DTC 322engine id
e Black harneshe EPMM check fromg the DVO
he the injector c
orty EPM
4-109 EPM 4-109
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-6
BK-7
BK-9
BK-11
BK-8
BK-10
BK-12
Inje
Inje
Inje
InjeInj #4
Inj #1
Inj #2
Inj #3
R
T
W
BR / Y
BR / LB
Inj #5
Inj #6
T/BK
LG/O
Inje
Inje
M
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 drivergreater than 4 volts while the injector is in the on-state and battery voltage is
Conditions for Setting the DTC • Injector coil shorted • Check Condition-Key on and engine running • Fault Condition-Battery voltage at EPM less than 16 volts and injector lo
4 volts for 10 injector firings • MIL-On during active fault and for 5 seconds after active fault • Adaptive-Enabled • Closed Loop-Enabled
4-110 EPM
Prope
rty o
f Am
erica
n Air
EP
InjectorPowerctor Driver
ctor Driver
ctor Driver
ctor Driver
ctor Driver
ctor Driver
#2
#1
#3
#4
#5
#6
)
sense voltage less than 16 volts.
w-side greater than
4-110
lines
Diagnostics
Key On - Engine RunningSystem Data Mode
Does DTC 322 reset withengine idling?
Clear system fault
Fault is intermittent.
No
Yes
* Key Off* Disconnect harness connector from the #5
cylinder injector* Using a high impedance DVOM measure
the resistance between pins of the injector
Replace the injector
Is a short present?
* Disconnect the Black harnessconnector from the EPM
* Using the DVOM check from pin BK-10 at the EPM connector to the T/BKwire in the injector connector for ashort to voltage
Repair short to voltage in harness
No
YesDoes the DVOMdisplay a resistance of
5 Ohms or more?
Faulty injectoror
Faulty EPM
Yes
No
4-111 EPM 4-111
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-6
BK-7
BK-9
BK-11
BK-8
BK-10
BK-12
InP
Injec
Injec
Injec
InjecInj #4
Inj #1
Inj #2
Inj #3
R
T
W
BR / Y
BR / LB
Inj #5
Inj #6
T/BK
LG/O
Injec
Injec
DTC 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 injecinjector drive circuit is in the off-state and battery voltage is greater than 9 volt
Conditions for Setting the DTC • Injector coil open or driver circuit short • Check Condition-Key on and engine running • Fault Condition-Battery voltage at EPM greater than 9 volts and injector lo
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
Prope
rty o
f Am
erica
n Airl
EPM
jectorowertor Driver
tor Driver
tor Driver
tor Driver
tor Driver
tor Driver
#2
#1
#3
#4
#5
#6
tor while the s.
w-side less than 4
4-112
ines
Diagnostics
Key On - Engine RunningSystem Data Mode
reset withling?
Clear system fault
Fault is intermittent.
No
Yes
* Key Off* Disconnect harness connector from the #3
cylinder injector* Using a high impedance DVOM measure
the resistance between pins on the injector
Replace the injector
Does the DVOMdisplay a resistance of
5.0 Ohms or less?
* Disconnect the B essconnector from the EPM
* Using the DV theresistance from the injector connectorto pin 11 on the black connector
Does DTC 323engine id
lack harn
OM measure
or EPM* Faulty connection at injector
* Faulty EPM
No
or
Does the DVOMdisplay a resistance of
16 Ohms or less?
Repair open inharness
* Measure resistance from the BR/Y wirein the injector connector to battery groundand then to analog ground in the harness
(GY-R Wire)
Does the DVOMdisplay a resistance of
5.0 Ohms or less?
* Repair short to ground inharness
* Faulty EPM if shorted toanalog gr d harness is
ok
Yes
Yes
No
Yes
No
or
ound an
4-113 EPM 4-113
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-6
BK-7
BK-9
BK-11
BK-8
BK-10
BK-12
InP
Inje
Inje
Inje
InjeInj #4
Inj #1
Inj #2
Inj #3
R
T
W
BR / Y
BR / LB
Inj #5
Inj #6
T/BK
LG/O
Inje
Inje
M
DTC 324-Injector Driver #5 Shorted (4.
Circuit Description Injector Driver #5 fires the #3 cylinder injector. This fault will set if the EPM detects 10 injector firings with the internal drigreater than 4 volts while the injector is in the on-state and battery voltag
Conditions for Setting the DTC • Injector coil shorted • Check Condition-Key on and engine running • Fault Condition-Battery voltage at EPM less than 16 volts and injecto
4 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
Prope
rty o
f Am
erica
n A
EP
jectorowerctor Driver
ctor Driver
ctor Driver
ctor Driver
ctor Driver
ctor Driver
#2
#1
#3
#4
#5
#6
2L)
ver sense voltage e is less than 16 volts.
r low-side greater than
4-114
irline
s
Diagnostics
Key On - Engine RunningSystem Data Mode
Does DTC 324 reset withling?
Clear system fault
Fault is intermittent.
No
Yes
* Key Off* Disconnect harness connector from the #3
cylinder injector* Using a high impedance DVOM measure
the resistance between pins of the injector
Replace the injector
Is a short present?
* Disconnect th sconnector from the EPM
* Usin om pin BK-11 at the EPM onnector to the BR/Ywire in onnector for ashort to voltage
Repair short to voltage in harness
No
YesDoes the DVOMdisplay a resistance of
5 Ohms or more?
Faulty injector
Faulty EPM
Yes
No
engine ide Black harnes
M check frg the DVO
the injector c
or
4-115 EPM 4-115
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-6
BK-7
BK-9
BK-11
BK-8
BK-10
BK-12
I
Inje
Inje
Inje
InjeInj #4
Inj #1
Inj #2
Inj #3
R
T
W
BR / Y
BR / LB
Inj #5
Inj #6
T/BK
LG/O
Inje
Inje
M
DTC 325-Injector Driver #6 Open (4.2
Circuit Description Injector Driver #6 fires the #6 cylinder injector. This fault will set if the EPM detects low feedback voltage on the internal injector drive circuit is in the off-state and battery voltage is greater than 9
Conditions for Setting the DTC • Injector coil open or driver circuit short • Check Condition-Key on and engine running • Fault Condition-Battery voltage at EPM greater than 9 volts and injec
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
Prope
rty o
f Am
erica
n A
EP
njectorPowerctor Driver
ctor Driver
ctor Driver
ctor Driver
ctor Driver
ctor Driver
#2
#1
#3
#4
#5
#6
L)
injector while the volts.
tor low-side less than 4
4-116
irline
s
Diagnostics
Key On - Engine RunningSystem Data Mode
reset withling?
Clear system fault
Fault is intermittent.
No
Yes
* Key Off* Disconnect harness connector from the #6
cylinder injector* Using a high impedance DVOM measure
the resistance between pins on the injector
Replace the injector
Does the DVOMdisplay a resistance of
5.0 Ohms or less?
* Disconnect the B ssconnector from t* Using the DVOM heresistance from the injector connectorto pin 12 on the black connector
Does DTC 325engine id
lack harnehe EPM
measure t
or* Faulty connection at injector
* Faul
No
ECMEPMorty EPM
Does the DVOMdisplay a resistance of
16 Ohms or less?
Repair open inharness
* Measure resistance from the LG/O wirein the injector connector to battery groundand then to analog ground in the harness
(GY-R Wire)
Does the DVOMdisplay a resistance of
5.0 Ohms or less?
* Repair short to ground inharness
* Faulty EPM if shorted toanalog gr d harness is
ok
Yes
Yes
No
Yes
No
or
ound an
4-117 EPM 4-117
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-6
BK-7
BK-9
BK-11
BK-8
BK-10
BK-12
Inje
Inje
Inje
InjeInj #4
Inj #1
Inj #2
Inj #3
R
T
W
BR / Y
BR / LB
Inj #5
Inj #6
T/BK
LG/O
Inje
Inje
M
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 drivergreater than 4 volts while the injector is in the on-state and battery voltage is
Conditions for Setting the DTC • Injector coil shorted • Check Condition-Key on and engine running • Fault Condition-Battery voltage at EPM less than 16 volts and injector lo
4 volts for 10 injector firings • MIL-On during active fault and for 5 seconds after active fault • Adaptive-Enabled • Closed Loop-Enabled
4-118 EPM
Prope
rty o
f Am
erica
n Air
EP
InjectorPowerctor Driver
ctor Driver
ctor Driver
ctor Driver
ctor Driver
ctor Driver
#2
#1
#3
#4
#5
#6
)
sense voltage less than 16 volts.
w-side greater than
4-118
lines
Diagnostics
Key On - Engine RunningSystem Data Mode
Does DTC 326 reset withling?
Clear system fault
Fault is intermittent.
No
Yes
* Key Off* Disconnect harness connector from the #6
cylinder injector* Using a high impedance DVOM measure
the resistance between pins of the injector
Replace the injector
Is a short present?
* Disconnect th sconnector from the EPM
* Usin om pin BK-12 at tthe EPM connector to the LG/Owire in the injector connector for ashort to voltage
Repair short to voltage in harness
No
YesDoes the DVOMdisplay a resistance of
5 Ohms or more?
Faulty injector
Faul
Yes
No
engine ide Black harnes
M check frg the DVO
orty EPM
4-119 EPM 4-119
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
4-120 EPM 4-120
FP Relay
GY-10
GY-9
86
85
30
87
VSW
VBATT
To FuelPump
FP Control
FP Monitor
LB/O
DG/Y
R R/LG
PK/BK
ECM
DTC 351-Fuel Pump Loop Open or High Side Short To Ground
Circuit Description The EPM monitors voltage on the Fuel Pump circuit while the engine is running and anytime the EPM is energized. This fault will set if the EPM detects Fuel Pump high-side on-state voltage less than 4 volts while battery voltage is greater than 8 volts. When this fault occurs, the MIL light will illuminate and the engine will shut down.
Conditions for Setting the DTC
• Fuel Pump Circuit • Check Condition - Key - On and Engine Running • Fault Condition - Fuel Pump high-side on-state less than 4 volts and battery voltage greater
than 8 volts • MIL- On during active fault • Adaptive- Enabled • Closed Loop- Enabled • Engine Shut Down
EPM
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
Key - OnSystem Data Mode
Gasoline Fuel Selected
Observe Fuel Pumpvoltage while Fuel
Pump is energized.
Does DST display FuelPump voltage of 4 volts
or less?
Intermittent Problem
Disconnect Grey connectorand measure resistance bet
10 and fuel pump +(at the pump).
Is resistance lessthan 5 ohms
Repair open inFuel Pump Monitor
circuit. (GY-10)
* Make sure Fuel Pumpered by the Ford
arness and by an external
sourceor
* Repair short to groundin harness in fuel pump
circuit.
No
Yes
Yes
No
at EPMween pin
is pow EPM and H
not
4-121 EPM 4-121
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
FP Relay
GY-10
GY-9
86
85
30
87
VSW
VBATT
To FuelPump
F
F
LB/O
DG/Y
R R/LG
PK/BK
MM
DTC 352-Fuel Pump High Side Shorted T
Circuit Description The EPM monitors voltage on the Fuel Pump circuit while the engine is rEPM is energized. This fault will set if the EPM detects Fuel Pump high-than 4 volts while the pump should be off and the battery voltage is less fault occurs, the MIL light will illuminate and the engine will shut down.
Conditions for Setting the DTC • Fuel Pump Circuit • Check Condition- Key-on and engine running • Fault condition- Fuel Pump high-side off-state greater than 4 volts an
than 16 volts • MIL- On during active fault • Adaptive- Enabled • Closed Loop- Enabled • Engine Shut Down
4-122 EPM
Prope
rty o
f Am
erica
n A
EP
P Control
P Monitor
o Power
unning and anytime the side voltage greater than 16 volts. When this
d battery voltage less
4-122
irline
s
Diagnostics
Key - onSystem Data Mode
Does DST display FuelPump voltage of 4 volts or
greater?
Intermittent Problem
Repair short to power in harnessbetween Fuel Pump Relay and Fuel
Pump
Wait at least 10seconds to allow fuel
pump circuit to de-energize
No
Yes
4-123 EPM 4-123
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
GY-1
GY-2
M
Coil
Coil
1
2
3
To Relayed Power Fuse
Cyls 1 & 4
Cyls 2 & 3
R
Y/BK
Y/R
M
DTC 411-Coil Driver #1 Open (2.5L)
Circuit Description Coil driver #1 fires engine cylinder number 1 & 4. This fault will set if the EPM detects 10 coil firings which require the adaptthan allowed with the battery voltage above 11 volts. The purpose of this fault is to detect an open or high impedance circuit to primary coil.
Conditions for Setting the DTC • Primary Loop open or low side short to ground • Check Condition-Key on and engine running • Fault Condition-Battery voltage at EPM greater than 11 volts and dwe
for 10 coil firings • MIL-On for active fault and for 3 seconds after active fault • Adaptive-Disabled for remainder of key-on cycle • Closed Loop-Disabled during active fault
4-124 EPM
Prope
rty o
f Am
erica
n Ai
EP
Driver #1
Driver #2
ive dwell to be greater
the coil, or an open
ll greater than allowed
4-124
rlines
Diagnostics
Key On - Engine RunningSystem Data Mode
Clear system fault
Fault is intermittent.
* Key Off* Disconnect Grey harness connector from
* Disconnect the ignition coil from the harness* Using a high impedance DVOM measure theresistance between pin GY-1 of tconnector and pin 1 of the coil connector.
Find and repair the openin the harness.
Does the DVOMdisplay a resistance of
5.0 Ohms or less?
* Using the DVOM measure theresistance between pins 1 & 2 on the
ignition coil.
* Faulty connection at EPM or coil
* Faul
No
YesDoes the DVOMdisplay a resistance of
5.0 Ohms or less?
Replace faulty coil
No
Yes
Yes
No
the EPM
he EPM
Does SFC 411 reset withengine idling?DTC
orty EPM
4-125 EPM 4-125
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
GY-1
GY-2
Coil
Coil
1
2
3
4GY-3
Coil
To Relayed Power Fuse
Cyls 1 & 5
Cyls 2 & 6
Cyls 3 & 4
R
Y / R
Y / W
Y / BK
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 adapthan allowed with the battery voltage above 11 volts. The purpose of this fault is to detect an open or high impedance circuit toprimary coil.
Conditions for Setting the DTC • Primary Loop open or low side short to ground • Check Condition-Key on and engine running • Fault Condition-Battery voltage at EPM greater than 11 volts and dwe
for 10 coil firings • MIL-On for active fault and for 3 seconds after active fault • Adaptive-Disabled for remainder of key-on cycle • Closed Loop-Disabled during active fault
4-126 EPM
Prope
rty o
f Am
erica
n A
Driver #1
Driver #2
Driver #3
EPM
tive dwell to be greater
the coil, or an open
ll greater than allowed
4-126
irline
s
Diagnostics
Key On - Engine RunningSystem Data Mode
Clear system fault
Fault is intermittent.
* Key Off* Disconnect Grey harness connector from
* Disconnect the ignition coil from the harness* Using a high impedance DVOM measure the
resistance between pin GY-1 of the EPMconnector and pin 1 of the coil connector.
Find and repair the openin the harness.
Does the DVOMdisplay a resistance of
5.0 Ohms or less?
* Using the DVOM measure theresistance between pins 1 & 4 on the
ignition coil.
* Faulty connection at EPM or coil
* Fau
No
YesDoes the DVOMdisplay a resistance of
5.0 Ohms or less?
Replace faulty coil
No
Yes
Yes
No
the EPM
Does SFC 411 reset withengine idling?DTC
orlty EPM
4-127 EPM 4-127
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
GY-1
GY-2
M
Coil
Coil
1
2
3
To Relayed Power Fuse
Cyls 1 & 4
Cyls 2 & 3
R
Y/BK
Y/R
M
DTC 412-Coil Driver #1 Shorted (2.5L
Circuit Description Coil driver #1 fires engine cylinder number 1 & 4. This fault will set if the EPM detects 10 coil firings in which the adaptive dwand battery voltage is less than 16 volts. The purpose of this fault is to detect a short to ground in the harness, or incoil.
Conditions for Setting the DTC • Primary Coil shorted • Check Condition-Key On and engine running • Fault Condition-Battery voltage at EPM less than 16 volts and adaptiv
allowed for 10 coil firings • MIL-On for active fault and for 5 coil firings after active fault • Adaptive-Disabled for the remainder of the key-on cycle • Closed Loop-Disabled during the active fault
4-128 EPM
Prope
rty o
f Am
erica
n Ai
EP
Driver #1
Driver #2
)
ell is less allowed
ternally to the primary
e dwell less than
4-128
rlines
Diagnostics
Key On - Engine RunningSystem Data Mode
Clear system fault
Fault is intermittent.
No
Yes
* Key Off* Disconnect the ignition coil from the harness* Using a high impedance DVOM measure the
resistance between pins 1 & 2 on the ignitioncoil..
Replace the coilIs circuit shorted?
from t* Check between t
and pin 1 of the coil connector for ashort to ground.
NOTE: Perform this test using a DVOMand check one pin at a time to battery
ground.
Repair short to ground in harness
No
YesDoes the DVOMdisplay a resistance of
0.5 Ohms or more?
or Faul
No
Yes
Disconnect Grey harness connectorhe EPMpin GY-1 at he EPM
Does DTC 412 reset withengine idling?
Faulty coilty EPM
4-129 EPM 4-129
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
GY-1
GY-2
Coi
Coi
1
2
3
4GY-3
Coi
To Relayed Power Fuse
Cyls 1 & 5
Cyls 2 & 6
Cyls 3 & 4
R
Y / R
Y / W
Y / BK
M
DTC 412-Coil Driver #1 Shorted (4.2
Circuit Description Coil driver #1 fires engine cylinder number 1 & 5. This fault will set if the EPM detects 10 coil firings in which the adaptive dand battery voltage is less than 16 volts. The purpose of this fault is to detect a short to ground in the harness, or coil.
Conditions for Setting the DTC • Primary Coil shorted • Check Condition-Key On and engine running • Fault Condition-Battery voltage at EPM less than 16 volts and adapti
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
Prope
rty o
f Am
erica
n A
EP
l Driver #1
l Driver #2
l Driver #3
L)
well is less allowed
internally to the primary
ve dwell less than
4-130
irline
s
Diagnostics
Key On - Engine RunningSystem Data Mode
Clear system fault
Fault is intermittent.
No
Yes
* Key Off* Disconnect the ignition coil from the harness* Using a high impedance DVOM measure the
resistance between pins 1 & 4 on the ignitioncoil..
Replace the coilIs circuit shorted?
from t* Check between t
and pin 1 of the coil connector for ashort to ground.
NOTE: Perform this test using a DVOMand check one pin at a time to battery
ground.
Repair short to ground in harness
No
YesDoes the DVOMdisplay a resistance of
0.5 Ohms or more?
or Fau
No
Yes
Disconnect Grey harness connectorhe EPMpin GY-1 at he EPM
Does DTC 412 reset withengine idling?
Faulty coillty EPM
4-131 EPM 4-131
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
GY-1
GY-2
M
Coil
Coil
1
2
3
To Relayed Power Fuse
Cyls 1 & 4
Cyls 2 & 3
R
Y/BK
Y/R
M
DTC 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 adaptthan allowed with the battery voltage above 11 volts. The purpose of this fault is to detect an open or high impedance circuit to primary coil.
Conditions for Setting the DTC • Primary Loop open or low side short to ground • Check Condition-Key on and engine running • Fault Condition-Battery voltage at EPM greater than 11 volts and dwe
for 10 coil firings • MIL-On for active fault and for 3 seconds after active fault • Adaptive-Disabled for remainder of key-on cycle • Closed Loop-Disabled during active fault
4-132 EPM
Prope
rty o
f Am
erica
n Ai
EP
Driver #1
Driver #2
ive dwell to be greater
the coil, or an open
ll greater than allowed
4-132
rlines
Diagnostics
Key On - Engine RunningSystem Data Mode
Does DTC 413engine id
reset withling?
Clear system fault
Fault is intermittent.
No
Yes
* Key Off* Disconnect Grey harness connector from the EPM
Find and repair the openin the harness.
Does the DVOMdisplay a resistance of
5.0 Ohms or less?
* Using the DVOM measure theresistance between pins 2 & 3 on the
ignition coil.
* Faulty connection at EPM orcoil
* Faul
No
Yes
orty EPM
Does the DVOMdisplay a resistance of
5.0 Ohms or less?
Replace faulty coil
No
Yes
4-133 EPM 4-133
* Disconnect the ignition coil from the harness* Using a high impedance DVOM measure the
resistance between pin GY-2 of the EPM connectorand pin 3 of the coil connector.
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
GY-1
GY-2
Coil
Coil
1
2
3
4GY-3
Coil
To Relayed Power Fuse
Cyls 1 & 5
Cyls 2 & 6
Cyls 3 & 4
R
Y / R
Y / W
Y / BK
M
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 adapthan allowed with the battery voltage above 11 volts. The purpose of this fault is to detect an open or high impedance circuit toprimary coil.
Conditions for Setting the DTC • Primary Loop open or low side short to ground • Check Condition-Key on and engine running • Fault Condition-Battery voltage at EPM greater than 11 volts and dwe
for 10 coil firings • MIL-On for active fault and for 3 seconds after active fault • Adaptive-Disabled for remainder of key-on cycle • Closed Loop-Disabled during active fault
4-134 EPM
Prope
rty o
f Am
erica
n A
EP
Driver #1
Driver #2
Driver #3
tive dwell to be greater
the coil, or an open
ll greater than allowed
4-134
irline
s
Diagnostics
Key On - Engine RunningSystem Data Mode
Clear system fault
Fault is intermittent.
* Key Off* Disconnect Grey harness connector from
* Disconnect the ignition coil from the harness* Using a high impedance DVOM measure the
resistance between pin GY-2 of the EPMconnector and pin 3 of the coil connector.
Find and repair the openin the harness.
Does the DVOMdisplay a resistance of
5.0 Ohms or less?
* Using the DVOM measure theresistance between pins 3 & 4 on the
ignition coil.
* Faulty connection at EPM or coil
* Fau
No
YesDoes the DVOMdisplay a resistance of
5.0 Ohms or less?
Replace faulty coil
No
Yes
Yes
No
the EPM
Does DTC 413 reset withengine idling?
orlty EPM
4-135 EPM 4-135
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
GY-1
GY-2
M
Coi
Coi
1
2
3
To Relayed Power Fuse
Cyls 1 & 4
Cyls 2 & 3
R
Y/BK
Y/R
M
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 dallowed and battery voltage is less than 16 volts. The purpose of this fault is to detect a short to ground in the harness, or icoil.
Conditions for Setting the DTC • Primary Coil shorted • Check Condition-Key on and engine running • Fault Condition-Battery voltage at EPM less than 16 volts and adaptiv
for 10 coil firings • MIL-On during active fault and for 5 coil firings after active fault • Adaptive-Enabled • Closed Loop-Enabled
4-136 EPM
Prope
rty o
f Am
erica
n A
EP
l Driver #1
l Driver #2
)
well is less than
nternally to the primary
e dwell less allowed
4-136
irline
s
Diagnostics
Key On - Engine RunningSystem Data Mode
reset withling?
Clear system fault
Fault is intermittent.
No
Yes
* Key Off* Disconnect the ignition coil from the harness* Using a high impedance DVOM measure
the resistance between pins 2 & 3 on theignition coil..
Replace the coilIs circuit shorted?
Disconnect Grey onnectorfrom t
* Check between pin GY-2 at tand pin 3 of the coil connect
short to ground.NOTE: Perform this test using a
DVOM and check one pin at a time tobattery ground.
Repair short to ground in harness
No
YesDoes the DVOMdisplay a resistance of
0.5 Ohms or more?
Faulor Faul
No
Yes
harness che EPM
he EPMor for a
Does DTC 414engine id
ty coilty EPM
4-137 EPM 4-137
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
GY-1
GY-2
Coil
Coil
1
2
3
4GY-3
Coil
To Relayed Power Fuse
Cyls 1 & 5
Cyls 2 & 6
Cyls 3 & 4
R
Y / R
Y / W
Y / BK
M
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 dwand battery voltage is less than 16 volts. The purpose of this fault is to detect a short to ground in the harness, or incoil.
Conditions for Setting the DTC • Primary Coil shorted • Check Condition-Key On and engine running • Fault Condition-Battery voltage at EPM less than 16 volts and adaptiv
allowed for 10 coil firings • MIL-On for active fault and for 5 coil firings after active fault • Adaptive-Disabled for the remainder of the key-on cycle • Closed Loop-Disabled during the active fault
4-138 EPM
Prope
rty o
f Am
erica
n Ai
EP
Driver #1
Driver #2
Driver #3
)
ell is less allowed
ternally to the primary
e dwell less than
4-138
rlines
Diagnostics
Key On - Engine RunningSystem Data Mode
reset withling?
Clear system fault
Fault is intermittent.
No
Yes
* Key Off* Disconnect the ignition coil from the harness* Using a high impedance DVOM measure
the resistance between pins 3 & 4 on theignition coil..
Replace the coilIs circuit shorted?
Disconnect Grey h tor fromth
* Check between pin GY-2 at tand pin 3 of the coil connector fo
to ground.NOTE: Perform this test using a DVOMand check one pin at a time to battery
ground.
Repair short to ground in harness
No
YesDoes the DVOMdisplay a resistance of
0.5 Ohms or more?
Faulor Faul
No
Yes
arness connece EPM
he EPM r a short
Does DTC 414engine id
ty coilty EPM
4-139 EPM 4-139
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
GY-1
GY-2
Coil
Coil
1
2
3
4GY-3
Coil
To Relayed Power Fuse
Cyls 1 & 5
Cyls 2 & 6
Cyls 3 & 4
R
Y / R
Y / W
Y / BK
M
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 adaptthan allowed with the battery voltage above 11 volts. The purpose of this fault is to detect an open or high impedance circuit to primary coil.
Conditions for Setting the DTC • Primary Loop open or low side short to ground • Check Condition-Key on and engine running • Fault Condition-Battery voltage at EPM greater than 11 volts and dwe
for 10 coil firings • MIL-On for active fault and for 3 seconds after active fault • Adaptive-Disabled for remainder of key-on cycle • Closed Loop-Disabled during active fault
4-140 EPM
Prope
rty o
f Am
erica
n Ai
EP
Driver #1
Driver #2
Driver #3
ive dwell to be greater
the coil, or an open
ll greater than allowed
4-140
rlines
Diagnostics
Key On - Engine RunningSystem Data Mode
Does DTC 415 reset withengine idling?
Clear system fault
Fault is intermittent.
* 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 EPMconnector and pin 2 of the coil connector.
Find and repair the openin the harness.
Does the DVOMdisplay a resistance of
5.0 Ohms or less?
* Using the DVOM measure theresistance between pins 2 & 4 on the
ignition coil.
* Faulty connection at EPM or coilor
* Faulty EPM
No
YesDoes the DVOMdisplay a resistance of
5.0 Ohms or less?
Replace faulty coil
No
Yes
Yes
No
4-141 EPM 4-141
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
GY-1
GY-2
Coil
Coil
1
2
3
4GY-3
Coil
To Relayed Power Fuse
Cyls 1 & 5
Cyls 2 & 6
Cyls 3 & 4
R
Y / R
Y / W
Y / BK
M
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 dand battery voltage is less than 16 volts. The purpose of this fault is to detect a short to ground in the harness, or icoil.
Conditions for Setting the DTC • Primary Coil shorted • Check Condition-Key On and engine running • Fault Condition-Battery voltage at EPM less than 16 volts and adaptiv
allowed for 10 coil firings • MIL-On for active fault and for 5 coil firings after active fault • Adaptive-Disabled for the remainder of the key-on cycle • Closed Loop-Disabled during the active fault
4-142 EPM
Prope
rty o
f Am
erica
n A
EP
Driver #1
Driver #2
Driver #3
)
well is less allowed
nternally to the primary
e dwell less than
4-142
irline
s
Diagnostics
Key On - Engine RunningSystem Data Mode
reset withengine idling?
Clear system fault
Fault is intermittent.
No
Yes
* Key Off* Disconnect the ignition coil from the harness* Using a high impedance DVOM measure
the resistance between pins 2 & 4 on theignition coil.
Replace the coilIs circuit shorted?
Disconnect Grey onnectorfrom t
* Check between pin GY-3 at tand pin 2 of the coil connector for a
short to ground.NOTE: Perform this test using a
DVOM and check one pin at a time tobattery ground.
Repair short to ground in harness
No
YesDoes the DVOMdisplay a resistance of
0.5 Ohms or more?
Faulor Faul
No
Yes
harness che EPM
he EPM
Does DTC 416
ty coilty EPM
4-143 EPM 4-143
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-15
BK-13
BK-14
LB / BK
BR / W
GY / R
5 volts
Signal
Sensor Ground
M
FPP1
M
DTC 511-FPP1 High Voltage
Circuit Description The Foot Pedal Position sensor uses a variable resistor to determinepedal position. Less depression of pedal results in lower voltage, andresults in higher voltage. This fault will set if voltage is over 4.8 volts at any operating conditionvoltage exceeds 4.8, then FPP1 is considered to be out of specificatiodoes not have a valid signal, and must therefore enforce the low rev (level 1). When these are enforced the maximum throttle position is 5engine speed is 1600 RPM. The Low Rev Limit is enforced for the recycle. Rev limit is still enforced if the active fault is no longer present;Hz for the remainder of the key-on cycle. This is a reminder that the Lenforced.
Conditions for Setting the DTC • Foot Pedal Position 1 • Check Condition-Key On • Fault Condition-FPP1 sensor voltage exceeds 4.8 • MIL-On during active fault and flashing at 2 Hz (twice per second
remainder of the key-on cycle • Adaptive-Enabled • Closed Loop-Enabled • Power Derate (level 1) and Low Rev Limit enforced
4-144 EPM
Prope
rty o
f Am
erica
n rlin
es
EPisignal voltage based on greater depression
while the key is on. If the ns. At this point the EPM
limit and Power Derate 0% and the maximum mainder of the key-on the MIL light will flash at 2 ow Rev Limit is still
) after active fault for the
4-144
A
Diagnostics
Key On -Engine Off System Data Mode
No
Does DST display FPP1 voltage of 4.8 volts or greater
with the Foot Pedal in idle position?
* Key Off* Disconnect FPP sensor from harness* Key On
Slowly depress FP while observing FPP1 voltage.
Yes
Probe sensor ground circuitwith test light connected to
battery voltage
* FPP1 signal circuit shorted to voltageor
* Faulty EPM
Does DST display FPP1voltage less than 0.2 volts?
Yes
No
No
Does DST FPP1 voltag eever exceed 4.7 volts?
Yes
Intermittent Problem
YesDoes test light come on?
* Faulty EPM connectionor
* Faulty sensor* Faulty PP1 For
* Poor Ground Circuit or
* Faulty Connection No
* Open sensor ground circuitor
* Faulty EPM
4-145 EPM 4-145
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-15
BK-13
BK-14
LB / BK
BR / W
GY / R
5
S
Sens
FPP1M
DTC 512-FPP1 Low Voltage
Circuit Description The Foot Pedal Position sensor uses a variable resistor to determine spedal position. Less depression of pedal results in lower voltage, and results in higher voltage. This fault will set if voltage is less than 0.2 volts at any operating condithe voltage is less than 0.2, then FPP1 is considered to be out of specEPM does not have a valid signal, and must therefore enforce the low Derate (level-1). When these are enforced the maximum throttle positiomaximum engine speed is 1600 RPM. The low rev limit is enforced foron cycle. If the active fault is no longer present, the MIL light will flash aof the key-on cycle. This is a reminder that the Low Rev Limit is still en
Conditions for Setting the DTC • Foot Pedal Position 1 • Check Condition-Key On • Fault Condition-FPP1 sensor voltage less than 0.2 • MIL-On during active fault and flashing at 2 Hz (twice per second)
remainder of the key-on cycle • Adaptive-Enabled • Closed Loop-Enabled • Power Derate (level 1) and Low Rev Limit enforced
4-146 EPM
Prope
rty o
f Am
erica
n A
EP
volts
ignal
or Ground
ignal voltage based on greater depression
tion while the key is on. If ifications. At this point the rev limit and Power n is 50% and the
the remainder of the key-t 2 Hz for the remainder
forced.
after active fault for the
4-146
irline
s
Diagnostics
Does DST display FPP1voltage of 0.2 volts or lesswith the Foot Pedal in idle
position?
Does DST display FPP1voltage of 4.8 volts or
greater?
* Key Off* Disconnect FPP1 sensor from harness* Jumper 5 volt reference circuit and FPP
signal circuit together* Key On
Intermittent Problem
Probe FPP1 signal circuit withtest light connected to battery
voltage.
* Poor sensor connectionor
* Faulty sensor
Does DST display FPP1voltage of 4.8 volts or
greater?
* 5 volt reference is open orshorted to ground
* Faulty EPM connection
* Fau
* FPP signal circuit open or shorted toground
* Faulty EPM c onnection
* Fau
YesNo
Yes
No
Yes
No
Key On -Engine OffSystem Data Mode
Does DST FPP1 voltageever drop below 0.2 volts?
Slowly depress FP whileobserving FPP1 voltage.
* Faulty FPP1or
* Faulty Connectionor
* Poor 5 volt power supply circuit
Yes
No
or
orlty EPM
or
orlty EPM
4-147 EPM 4-147
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-14
BK-15
BK-13
BK-17
IVS
FPP
MBR/W
GY/R
LB/BK
BK/Y
M
DTC 513-FPP 1 Higher Than IVS Li
Circuit Description The engine load command to the EPM is determined by operator deprefoot pedal. The EPM monitors the foot pedal position and controls the tcommanded power level. Because a problem with the foot pedal signalower power than intended by the operator, the pedal used with this coa sensor with an idle validation switch. Checks and cross checks are cthe EPM to determine the validity of the signals. The Idle Validation Swopen contact (idle) that grounds (closed contacts) the IVS circuit to thedepressed more than the idle position. This fault will set if the IVS is at 1 voltage is greater than 1.2 volts. During this fault, Power Derate (leveLimit are enforced. When these are enforced the maximum throttle posmaximum engine speed is 1600 RPM. The Low Rev Limit and Power Dthe remainder of the key-on cycle. If the active fault is no longer presenat 2 Hz for the remainder of the key-on cycle. This is a reminder that thRev Limits are still enforced.
Conditions for Setting the DTC • Foot Pedal Position/Idle Validation Switch • Check Condition-Engine Cranking or Running • Fault Condition-IVS at idle and FPP 1 voltage greater than 1.2 volt• MIL-On during active fault and flashing at 2 Hz (twice per second)
remainder of the key-on cycle • Adaptive-Enabled • Closed Loop-Enabled • Power Derate (level 2) and Low Rev Limit enforced for remainder o
4-148 EPM
Prope
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n A
EP
IVS
+ 5 volts
SensorGround
FPP1Signal
+ 5 volts
mit
ssion of the electronic hrottle to maintain the l can result in a higher or ntrol system incorporates onstantly conducted by itch (IVS) is a normally EPM when the pedal is idle (open) and the FPP l 2) and the Low Rev ition is 20% and the erate are enforced for t, the MIL light will flash e Power Derate and Low
s after active fault for the
f key-on cycle
4-148
irline
s
Diagnostics
Key On-Engine OffSystem Data Test Mode
Does DST display IVS "Idle"with the foot pedal fully
depressed
Depress foot pedal untilFPP1 is between 1.1 and 1.3
volts.
Does DST display IVS"Idle" ?
IntermittantProblem
No
No Faulty Foot Pedal
Yes
* Key Off* Disconnect Foot Pedal from harness
* Key On
Yes
Does DST display IVS"Idle" ?
Faulty Foot Pedal
No
IVS signal shorted to ground
B
Yes
4-149 EPM 4-149
orad EPM
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-14
BK-15
BK-13
BK-17
IVS
FPP
MBR/W
GY/R
LB/BK
BK/Y
M
DTC 514-FPP 1 Lower Than IVS
Circuit Description The engine load command to the EPM is determined by operator dfoot pedal. The EPM monitors the foot pedal position, and controlscommanded power level. Because a problem with the foot pedal slower power than intended by the operator, the pedal used with tha sensor with an idle validation switch. Checks and cross checks athe EPM to determine the validity of the signals. The Idle Validation Switch (IVS) is a normally open contact (idle) tthe IVS circuit to the EPM when the accelerator pedal is depresseThis fault will set if the IVS is off-idle (closed) and the FPP 1 voltagDuring this fault, Power Derate (level 2) and the Low Rev Limit areenforced the maximum throttle position is 20% and the maximum These are enforced for the remainder of the key-on cycle. If the acthe MIL light will flash at 2 Hz for the remainder of the key-on cyclePower Derate and Low Rev Limits are still enforced.
4-150 EPM
Prope
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f Am
erica
n
EP
IVS
+ 5 volts
SensorGround
FPP1Signal
+ 5 volts
Limit
epression of the electronic the throttle to maintain the ignal can result in a higher or is control system incorporates re constantly conducted by
hat grounds (closed contacts) d more than the idle position. e is less than 0.6 volts. enforced. When these are
engine speed is 1600 RPM. tive fault is no longer present, . This is a reminder that the
4-150
Airli
nes
Diagnostics
Conditions for Setting the DTC • Foot Pedal Position/Idle Validation Switch • Check Condition-Engine Cranking or Running • Fault Condition-IVS off-idle and FPP 1 voltage less than 0.6 volts • MIL-On during active fault and flashing at 2 Hz (twice per second) after active fault for
remainder of key-on cycle • Adaptive-Enabled • Closed Loop-Enabled • Power Derate (level 2) and Low Rev Limit enforced for remainder of key-on cycle
Key On-Engine OffSystem Data Mode
Does DST display IVS "OFFIDLE" with the foot pedal in
idle position?
Intermittant Problem
No
* Key Off* Jumper IVS signal and IVS ground
together on harness connector* Key On
Does DST display IVS"ON" ?
Yes
Faulty Foot Pedal
IVS signal circuit shorted to groundor
Faulty ECM
Yes
No
EPM
4-151 EPM 4-151
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-16
BK-13
BK-14
LB/Y
BR / W
GY / RSens
FPP2M
DTC 521-FPP2 High Voltage
Circuit Description The Foot Pedal Position sensor uses a variable resistor to determine signpedal position. Less depression of the pedal results in lower voltage, andresults in higher voltage. The FPP2 input is used as a secondary power ca switch between pedals. This fault will set if signal voltage is over 4.8 volts at any operating conditiIf the voltage exceeds 4.8, then FPP2 is considered out of specification. Adoes not have a valid signal, and must therefore enforce the Low Rev Lim(level 1). When these are enforced the maximum throttle position is 50% engine speed is 1600 RPM. The Low Rev Limit is enforced for the remaincycle. If the active fault is no longer present, the MIL light will flash at 2 Hthe key-on cycle. This is a reminder that the Low Rev Limit is still enforce NOTE: This fault may or may not have Low Rev Limit attached to it, depe
Conditions for Setting the DTC • Foot Pedal Position 2 • Check Condition-Key On • Fault Condition-FPP2 sensor voltage exceeds 4.8 volts • MIL-On during active fault and flashing at 2 Hz (twice per second) aft
remainder of the key-on cycle • Adaptive-Enabled • Closed Loop-Enabled • Power Derate (level1) and Low Rev Limit enforced
4-152 EPM
Prope
rty o
f Am
erica
n A
EP
5 volts
Signal
or Ground
al voltage based on greater depression ommand to FPP1 with
on while the key is on. t this point the EPM it and Power Derate
and the maximum der of the key-on z for the remainder of d.
nding on configuration.
er active fault for the
4-152
irline
s
Diagnostics
Does DST display FPP2voltage of 4.8 volts or greater
with the Foot Pedal in idleposition?
Does DST display FPP2voltage less than 0.2 volts?
* Key Off* Disconnect FPP2 sensor from harness* Key On
Intermittent Problem
*FPP2 signal circuit shorted to voltage
* Faul
Probe sensor ground circuitwith test light connected to
battery voltage
Does test light come on?* Faulty EPM connection
Faulty sensor
* Open sensor ground circuit
* Faul
YesNo
Yes
No
Key On -Engine OffSystem Data Mode
Does DST FPP2 voltageever exceed 4.8 volts?
Slowly increase FPP2 whileobserving FPP2 voltage.
* Faulty FPP2 or* Poor Ground Circuit
or* Faulty Connection
Yes
No
Yes
No
4-153 EPM 4-153
orty EPM
or
orty EPM
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
BK-16
BK-13
BK-14
LB/Y
BR / W
GY / RSens
FPP2
DTC 522-FPP2 Low Voltage
Circuit Description The Foot Pedal Position sensor uses a variable resistor to determine signapedal position. Less depression of the pedal results in lower voltage, and gresults in higher voltage. The FPP2 input is used as a secondary power coa switch between pedals. This fault will set if signal voltage is less than 0.2operating condition while the key is on. If the voltage is less than 0.2, then out of specification. At this point the EPM does not have a valid signal, andenforce the low rev limit and Power Derate (level 1). When these are enforthrottle position is 50% and the maximum engine speed is 1600 RPM. Theenforced for the remainder of the key-on cycle. If the active fault is no longlight will flash at 2 Hz for the remainder of the key-on cycle. This is a reminLimit is still enforced. NOTE: This fault may or may not have Low Rev Limit attached to it, depen
Conditions for Setting the DTC • Foot Pedal Position 2 • Check condition- Key-on • Fault Condition- FPP2 sensor voltage less than 0.2 volts • MIL- On during active fault and flashing at 2Hz (twice per second) afte
remainder of the key-on cycle • Adaptive- Enabled • Closed Loop- Enabled • Power Derate (level1) and Low Rev Limit enforced
4-154 EPM
Prope
rty o
f Am
erica
n Ai
EPM
5 voltsSignal
or Ground
l voltage based on reater depression mmand to FPP1 with volts at any FPP2 is considered must therefore ced the maximum low rev limit is er present, the MIL der that the Low Rev
ding on configuration.
r active fault for the
4-154
rlines
Diagnostics
Does DST display FPP2voltage of 0.2 volts or lesswith the Foot Pedal in idle
position?
Does DST display FPP2voltage of 4.8 volts or
greater?
* Key Off* Disconnect FPP2 sensor from harness* Jumper 5 volt reference circuit and FPP
signal circuit together* Key On
Intermittent Problem
Probe FPP2 signal circuit withtest light connected to battery
voltage.
* Poor sensor connectionor
* Faulty sensor
Does DST display FPP2voltage of 4.8 volts or
greater?
* 5 volt reference is open orshorted to ground
* Faulty EPM connection
* Fau
* FPP signal circuit open or shorted toground
* Faulty EPM connection
* Faulty EPM
YesNo
Yes
No
Yes
No
Key On -Engine OffSystem Data Mode
Does DST FPP2 voltageever drop below 0.2 volts?
Slowly increase FPP2 whileobserving FPP2 voltage.
* Faulty FPP2 or* Faulty Connection
or* Poor 5 volt power supply circuit
Yes
No
4-155 EPM 4-155
or
or
orlty EPM
or
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
Motor
GY-28
GY-29
GY-30
BK-13
GY-31
BK-14
TPS1
TPS2
DBW +
DBW -
TPS 1
TPS 2
5 VOLTS
4
1
6
2
5
3ECM
LB / BK
GY / O
GY / W
GY / R
Y / W
BR / W
Sensor Ground
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
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
Does DST display TPS1voltage of 4.8 volts or
greater with the throttleclosed?
Does DST display TPS1voltage less than 0.2 volts?
* Ignition "Off"* Disconnect Throttle Connector* Ignition "On"
Slowly depress FPwhile observingTPS1 voltage.
NOTE: To sweepthrottle on stationary
applications,go toDBW page and type
desired throttleopening % in FPP1
box.
* TPS1 signal circuit shorted to voltageor
* Faulty ECM
Probe sensor ground circuit onharness ide (bk/lt grn) with
test light connected to battery voltage
Does test light come on?* Faulty Connection
or* Faulty Throttle
* Open sensor ground circuitor
* Faulty ECM
Yes
No
Yes
No
Key On -Engine OffDBW Throttle Test Mode
Does TPS1 voltage everexceed 4.8 volts?
Intermittent Problem
No
No
Yes
Yes
EPM
(EPM)
EPM
4-157 EPM 4-157
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
Motor
GY-28
GY-29
GY-30
BK-13
GY-31
BK-14
TPS1
TPS2
DBW +
DBW -
TPS 1
TPS 2
5 TS
4
1
6
2
5
3M
LB / BK
GY / O
GY / W
GY / R
Y / W
BR / W
Sensor Ground
M
DTC 532-TPS 1 (Signal Voltage) Lo
Circuit Description The Electronic Throttle has two counter acting Throttle Position Sensorsfor improved safety and redundancy. The Throttle Position sensor uses a variable resistor to determine signalthrottle plate position, and is located within the throttle. Less opening reand greater opening in higher voltage. The TPS value is used by the EPthrottle is opening as commanded. This fault will set if voltage is less than 0.2 volts at any operating conditiocranking or running. The engine will not start or run during this active fau
Conditions for Setting the DTC • Throttle Position Sensor #1 • Check Condition-Cranking or Running • Fault Condition-TPS sensor voltage less than 0.2 • MIL-On during active fault • Engine Shut Down
4-158 EPM
Prope
rty o
f Am
erica
n Airli
nes
VOL
EP
w
. Two sensors are used
voltage based on sults in lower voltage, M to determine if the
n while the engine is lt.
4-158
Diagnostics
4-159 EPM 4-159
Does DST display TPS1voltage of 0.2 volts or lesswith the throttle closed?
Intermittent Problem
* Ignition "Off"* Disconnect throttle connector
from harness
Does DST displayTPS1 voltage of 4.0
volts or greater?
* Poor Throttle Connectionor
* Faulty Throttle
* TPS1 signal circuit open or shorted toground
* Faul onnection
* Fau
* Faulty Throttle (TPS)
No
Slowly depress FPwhile observingTPS1 voltage.
NOTE: To sweepthrottle on stationary
applications,go toDBW page and type
desired throttleopening % in the
FPP1 box.
Does TPS1 voltageever fall below 0.2
volts?
* Jumper 5 volt reference circuit andTPS1 signal circuit together at
throttle connector* Ignition "On"
No
No
Yes
Yes
Yes
No
Key On – Engine Off “DBW Throttle Test Mode” (enabled on fault screen)
orty cEPM
orltyor
EPMPrope
rty o
f Am
erica
n Airli
nes
Diagnostics
Motor
GY-28
GY-29
GY-30
BK-13
GY-31
BK-14
TPS1
TPS2
DBW +
DBW -
TPS 1
TPS 2
5 TS
4
1
6
2
5
3M
LB / BK
GY / O
GY / W
GY / R
Y / W
BR / W
Sensor Ground
M
DTC 533-TPS 2 (Signal Voltage) Hig
Circuit Description
The Electronic Throttle has two counter acting Throttle position Sensors.for improved safety and redundancy.
The Throttle Position sensor (TPS2) uses a variable resistor to determinon throttle plate position, and is located within the throttle. Less opening and greater opening in lower voltage. The TPS value is used by the EPMthrottle is opening as commanded. This fault will set if voltage is above 4operating condition while the engine is cranking or running. The engine wduring this active fault. Throttle Position Sensor #2
Conditions for Setting the DTC • Check Condition-Cranking or Running • Fault Condition-TPS 2 sensor exceeds 4.8 volts • MIL-On during active fault • Engine Shut Down
4-160 EPM
Prope
rty o
f Am
erica
n Airli
nes
VOL
EP
h
Two sensors are used
e signal voltage based results in higher voltage to determine if the .8 volts at any ill not start or run
4-160
Diagnostics
4-161 EPM 4-161
Does DST display TPS2voltage of 4.8 volts or
greater with the throttleclosed?
Does DST display TPS2voltage less than 0.2 volts?
* Ignition "Off"* Disconnect Throttle Connector* Ignition "On"
Slowly depress FPwhile observingTPS2 voltage.
NOTE: To sweepthrottle on stationary
applications,go toDBW page and type
desired throttleopening % in the
FPP1 box.
* TPS2 signal circuit shorted to voltage
* Fau
Probe sensor ground circuit onharness (EPM) side (bk/lt grn) with
test light connected to battery voltage
Does test light come on?* Faulty Connection
or* Faulty Throttle
* Open sensor ground circuit
* Fau
Yes
No
Yes
No
Does TPS2 voltage everexceed 4.8 volts?
Intermittent Problem
No
No
Yes
Yes
Key On – Engine Off “DBW Throttle Test Mode” (enabled on fault screen)
orlty EPM
orlty EPM
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
Motor
GY-28
GY-29
GY-30
BK-13
GY-31
BK-14
TPS1
TPS2
DBW +
DBW -
TPS 1
TPS 2
5 TS
4
1
6
2
5
3M
LB / BK
GY / O
GY / W
GY / R
Y / W
BR / W
Sensor Ground
M
DTC 534-TPS 2 (Signal Voltage) Lo
Circuit Description The Electronic Throttle has two counter acting Throttle Position sensors.for improved safety and redundancy. The Throttle Position Sensor (TPS2) uses a variable resistor to determinon throttle plate position, and is located within the throttle. Less opening and greater opening in lower voltage. The TPS value is used by the EPMthrottle is opening as commanded. This fault will set if voltage is below 0.2 volts at any operating condition wcranking or running. The engine will not start or run during this active fau
Conditions for Setting the DTC • Throttle Position Sensor #2 • Check Condition-Cranking or Running • Fault Condition-TPS 2 sensor voltage less than 0.2 • MIL-On during active fault • Engine Shut Down
4-162 EPM
Prope
rty o
f Am
erica
n Airli
nes
VOL
EP
w
Two sensors are used
e signal voltage based results in higher voltage to determine if the
hile the engine is lt.
4-162
Diagnostics
4-163 EPM 4-163
Does DST display TPS2voltage of 0.2 volts or lesswith the throttle closed?
Intermittent Problem
* Ignition "Off"* Disconnect throttle connector
from harness
Does DST displayTPS2 voltage of 4.0
volts or greater?
* Poor Throttle Connectionor
* Faulty Throttle
* TPS2 signal circuit open or shorted toground
* Faul onnection
* Faulor
* Faulty Throttle (TPS)
No
Slowly depress FPwhile observingTPS2 voltage.
NOTE: To sweepthrottle on stationary
applications,go toDBW page and type
desired throttleopening % in the
FPP1 box.
Does TPS2 voltageever fall below 0.2
volts?
* Jumper 5 volt reference circuit andTPS2 signal circuit together at
throttle connector* Ignition "On"
No
No
Yes
Yes
Yes
No
Key On – Engine Off “DBW Throttle Test Mode”
(enabled on fault screen)
orty cEPM
orty EPMPro
perty
of A
mer
ican
Airline
s
Diagnostics
Motor
GY-28
GY-29
GY-30
BK-13
GY-31
BK-14
DBW +
DBW -
TPS 1
TPS 2
5 VOLTS
4
1
6
2
5
3
LB / BK
GY / O
GY / W
GY / R
Y / W
BR / W
Sensor Ground
M
TPS1
TPS2
DTC 535-TPS1 Higher Than TP
Circuit Description There are 2 Throttle Position Sensors located within the throttle whidetermine signal voltage based on throttle plate position. TPS1 will closed and TPS2 will read high voltage when closed. The TPS1 andcalculated from these voltages. Although the voltages are different,throttle position percentages should be very close to the same. TheEPM to determine if the throttle is opening as commanded. This faumore) higher than TPS2. At this point the throttle is considered to bthere is a problem with the TPS signal circuit. During this active fauthe engine will shut down.
Conditions for Setting the DTC • Throttle Position Sensor 1 & 2 • Check Condition-Key On • Fault Condition-TPS1 higher than TPS2 (20% difference or mor• MIL-On for remainder of key on cycle • Adaptive-Enabled • Closed Loop-Enabled • Engine Shut Down
4-164 EPM
Prope
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nes
EP
S 2
ch use variable resistors to read low voltage when TPS2 percentages are
the calculated values for the TPS values are used by the lt will set if TPS1 is 20% (or
e out of specification, or lt, the MIL light will be on and
e)
4-164
Diagnostics
4-165 EPM 4-165
Is TPS1 and TPS2 differencemore than 20%?
Is the voltage for both TPS1and TPS2 less than
0.1volts?
*TPS (the one over 0.1volts) is shorted tovoltage in the harness
*Connect each TPS1 signal to the 5Vreference at throttle connector while
observing TPS1 voltage.
*Repeat for TPS2.
Does DST display both TPS1 andTPS2 Volatge over 4.9volts when each
is connected to 5Vref?
* Faulty Throttleor
*Faulty Connection
TPS1 or TPS2 signal wire open orshorted to ground in harness
Yes
No
Yes
No
Key On -Engine OffSystem Data Mode
Intermittent Problem
Yes
No
* Key Off* Disconnect throttle from harness * Key On * “DBW Test Mode” (enabled on fault screen)
or*Faulty ECMEPM
orFaulty ECM connection
orEPM
Fault ECMEPM
Prope
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f Am
erica
n Airli
nes
Diagnostics
Motor
GY-28
GY-29
GY-30
BK-13
GY-31
BK-14
TPS1
TPS2
DBW +
DBW -
TPS 1
TPS 2
5 TS
4
1
6
2
5
3M
LB / BK
GY / O
GY / W
GY / R
Y / W
BR / W
Sensor Ground
M
DTC 536-TPS1 Lower Than TPS2
Circuit Description There are 2 Throttle Position Sensors located within the throttle which usdetermine signal voltage based on throttle plate position. TPS1 will readclosed and TPS2 will read high voltage when closed. The TPS1 and TPScalculated from these voltages. Although the voltages are different, the cthrottle position percentages should be very close to the same. The TPSEPM to determine if the throttle is opening as commanded. This fault will set if TPS1 is 20% (or more) lower than TPS2. At this poinconsidered to be out of specification, or there is a problem with the TPS this active fault, the MIL light will be on and the engine will shut down.
Conditions for Setting the DTC • Throttle Position Sensor 1 & 2 • Check Condition-K• Fault Condition-TPS1 lower than TPS2 (20% difference or more)
• MIL-On for remaind
• Adaptive-Enabled • Closed Loop-Enab• Engine Shut Down
4-166 EPM
Prope
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erica
n Airli
nes
VOL
EP
e variable resistors to low voltage when 2 percentages are alculated values for the values are used by the
t the throttle is signal circuit. During
ey On er of key on cycle
led
4-166
Diagnostics
4-167 EPM 4-167
* * * *
Is TPS1 and TPS2 differencemore than 20%?
Is the voltage for both TPS1and TPS2 less than
0.1volts?
* Key Off * Disconnect throttle from harness * Key On * “DBW Test Mode” (enabled on fault screen)
*TPS (the one over 0.1volts) is shorted tovoltage in the harness
*Fauorlty EPM
*Connect each TPS1 signal to the 5Vreference at throttle connector while
observing TPS1 voltage.
*Repeat for TPS2.
Does DST display both TPS1 andTPS2 Volatge over 4.9volts when each
is connected to 5Vref?
* Faulty Throttleor
*Faulty Connection
TPS1 or TPS2 signal wire open orshorted to ground in harness
Yes
No
Yes
No
Key On -Engine OffSystem Data Mode
Intermittent Problem
Yes
No
Fault ECMEPM
orFaulty ECM connection
orEPM
Prope
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f Am
erica
n Airli
nes
Diagnostics
Motor
GY-28
GY-29
GY-30
BK-13
GY-31
BK-14
TPS1
TPS2
DBW +
DBW -
TPS 1
TPS 2
5 TS
4
1
6
2
5
3M
LB / BK
GY / O
GY / W
GY / R
Y / W
BR / W
Sensor Ground
M
DTC 537-Throttle Unable To Open
Circuit Description There are 2 Throttle Position Sensors located within the throttle which usdetermine signal voltage based on throttle plate position. TPS1 will readclosed and TPS2 will read high voltage when closed. The TPS1 and TPScalculated from these voltages. Although the voltages are different, the cthrottle position percentages should be very close to the same. The TPSEPM to determine if the throttle is opening as commanded. This fault wilcommand is 20% or more than the actual throttle position. During this acwill be on and the engine will shut down.
Conditions for Setting the DTC • Throttle Position Sensor • Check Condition-Cranking or Running • Fault Condition-Throttle command is 20% more than actual throttle p• MIL-On during active fault • Adaptive-Enabled • Closed Loop-Enabled • Engine Shut Down
4-168 EPM
Prope
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f Am
erica
n Airli
nes
VOL
EP
e variable resistors to low voltage when 2 percentages are alculated values for the values are used by the l set if the throttle tive fault the MIL light
osition
4-168
Diagnostics
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.
No
Yes
Is TPS voltage 4.0 Volts or Greater?
* Ignition "Off"* Disconnect throttle from
harness* Probe TPS 1 signal circuit with
test light connected to battery voltage
* Key On
Is TPS 1 voltage less than 2.0 Volts?
Fault is intermittent * Foreign Object not allowing throttle to ope n
or * Faulty Throttle connection
or * Faulty Throttle
or * Faulty EPM
Yes
No
* TPS 1signal open or shorted to groundor
Faulty EPM connectionor
Faulty EPMor
Faulty Throttle (TPS)
4-169 EPM 4-169
Prope
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erica
n Airli
nes
Diagnostics
Motor
GY-28
GY-29
GY-30
BK-13
GY-31
BK-14
TPS1
TPS2
DBW +
DBW -
TPS 1
TPS 2
5 VOLTS
4
1
6
2
5
3
LB / BK
GY / O
GY / W
GY / R
Y / W
BR / W
Sensor Ground
M
DTC 538-Throttle Unable To Clos
Circuit Description There are 2 Throttle Position Sensors located within the throttle which determine signal voltage based on throttle plate position. TPS1 will reaclosed and TPS2 will read high voltage when closed. The TPS1 and TPcalculated from these voltages. Although the voltages are different, thethrottle position percentages should be very close to the same. The TPEPM to determine if the throttle is opening as commanded. This fault wcommand is 20% less than the actual throttle position. During this activbe on and the engine will shut down. .
Conditions for Setting the DTC • Throttle Position Sensor • Check Condition-Cranking or Running • Fault Condition-Throttle command is 20% less than throttle positio• MIL-On during active fault • Adaptive-Enabled • Closed Loop-Enabled • Engine Shut Down
4-170 EPM
Prope
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erica
n Airli
nes
EP
e
use variable resistors to d low voltage when S2 percentages are
calculated values for the S values are used by the ill set if the throttle e fault the MIL light will
n for 200ms or longer
4-170
Diagnostics
Does DST display TPS1voltage less than 0.2 volts?
* Ignition "Off"* Disconnect Throttle Connector* Ignition "On"
Move FP untilthrottle command is
32%-37%NOTE: To sweep
throttle on stationaryapplications,go to
DBW page and typedesired throttle
opening % in theFPP1 box.
* TPS1 signal circuit shorted to power
* Faulty EPM
Probe sensor ground circuit onharness (EPM) side (bk/lt grn) with
test light connected to battery voltage
Does test light come on?
* Foreign object not allowing Throttleto close
or* Faulty Throttle connection
or* Faulty Throttle
* Faul
* Open sensor ground circuit
* Fau
Yes
No
Yes
No
ey On -Engine OfDBW Throttle Test Mode
Is TPS 1 voltage greaterthan 2.0 volts?
Intermittent Problem
No
Yes
Key On – Engine Off
“DBW Throttle Test Mode” (enabled on fault screen)
or
orty EPM
orlty EPM
4-171 EPM 4-171
Prope
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erica
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nes
Diagnostics
GY-16
GY-17
GY-6 To Brake Switch
M To Gov 1
To Gov 2
GY/DB
LB
LG/R
PM
DTC 545-Governor Interlock F
Circuit Description Governor Interlock is a safety feature that is enabled while the enmode. In order for Gov1, 2, or 3 to be enabled the brake switch ingrounded. This helps to prevent unwanted engagement of these This fault will set if Gov 1, 2, or 3 are enabled and the EPM does brake switch input. During this active fault the MIL light will be onand the Low Rev Limit will be enforced. When these are enforcedis 50% and the maximum engine speed is 1600 RPM. The Low Rremainder of the key-on cycle. If the active fault is no longer presHz for the remainder of the key-on cycle. This is a reminder that tenforced. • Governor Interlock • Check Condition-Engine cranking or running with battery volt• Fault Condition-Interlock failure persistent for more than 100m• MIL-On during active fault and flashing at 2 Hz (twice per sec
remainder of key-on cycle • Adaptive-Enabled • Closed Loop-Enabled • Power Derate (level1) and Low Rev limit enforced
4-172 EPM
Prope
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E
ailure
gine is operating in the vehicle put to the EPM must be
governors.
not detect a ground from the and Power Derate (level 1) the maximum throttle position ev Limit is enforced for the ent, the MIL light will flash at 2 he Low Rev Limit is still
age greater than 8 volts s
ond) after active fault for
4-172
Airli
nes
Diagnostics
4-173 EPM 4-173
Key On - Engine RunningSystem Data Mode
Engage Gov 1, 2, or 3
45 Reset?
Intermittant Problem
No
*Engine Running*System Data Mode
Yes
Is Brake switch inputvoltage less than 2.5 volts?
Faul
Calibration
Yes
*Open Brake switch circuit wireor
*Faulty Brake Switch
No
Does 5DTC
tyor
EPM
Prope
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erica
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nes
Diagnostics
Motor
GY-28
GY-29
GY-30
BK-13
GY-31
BK-14
TPS1
TPS2
DBW +
DBW -
TPS 1
Sensor Ground
TPS 2
5 TS
4
1
6
2
5
3
LB / BK
GY / O
GY / W
GY / R
Y / W
BR / WM
DTC 551-Max Govern Speed Overr
Circuit Description This fault will set anytime the engine RPM exceeds 4500 for 2 secondsThis speed overrides any higher max governor speeds programmed byprevent engine or equipment damage. The MIL will be on during this active fault.
Conditions for Setting the DTC • Max Govern Speed Override • Check Condition- Engine Running • Fault Condition- Engine RPM greater than 4500 for 2 seconds con• MIL- On during active fault • Adaptive- Enabled • Closed Loop- Enabled
4-174 EPM
Prope
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nes
VOL
ECMEP
ide
or more continuously. the user. This is to help
tinuously
4-174
Diagnostics
NOTE: If any other DTCs are present, diagnose those first. Diagnostic Aids * Ensure that any programmed governor speeds do not exceed 4500 RPM. * Check the mechanical operation of the throttle. * Check the engine for very large air leaks below the throttle.
4-175 EPM 4-175
Prope
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erica
n Airli
nes
Diagnostics
Motor
GY-28
GY-29
GY-30
BK-13
GY-31
BK-14
TPS1
TPS2
DBW +
DBW -
TPS 1
Sensor Ground
TPS 2
5 LTS
4
1
6
2
5
3
LB / BK
GY / O
GY / W
GY / R
Y / W
BR / WM
DTC 552-Fuel Rev Limit
Circuit Description This fault will set anytime engine RPM exceeds 4800 for 2 seconds orthese conditions are met, the EPM shuts off the fuel injectors. This is equipment damage. The MIL will be on during this active fault.
Conditions for Setting the DTC • Fuel Rev Limit • Check Condition- Engine Running • Fault Condition- Engine RPM greater than 4800 for 2 seconds con• MIL- On during active fault • Adaptive- Enabled • Closed Loop- Enabled
4-176 EPM
Prope
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erica
n Airli
nes
VO
EP
more continuously. When to help prevent engine or
tinuously
4-176
Diagnostics
NOTE: If any other DTCs are present, diagnose those first. Diagnostic Aids * Ensure that any programmed governor speeds do not exceed 4800 RPM. * Check the mechanical operation of the throttle. * Check the engine for very large air leaks below the throttle.
4-177 EPM 4-177
Prope
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erica
n Airli
nes
Diagnostics
Motor
GY-28
GY-29
GY-30
BK-13
GY-31
BK-14
TPS1
TPS2
DBW +
DBW -
TPS 1
Sensor Ground
TPS 2
5 TS
4
1
6
2
5
3
LB / BK
GY / O
GY / W
GY / R
Y / W
BR / W
DTC 553-Spark Rev Limit
Circuit Description This fault will set anytime the engine RPM exceeds 4900 for 2 secondsWhen these conditions are met, the EPM will shut off spark to the engiengine or equipment damage. The MIL will be on during this active fault.
Conditions for Setting the DTC • Spark Rev Limit • Check Condition- Engine running • Fault Condition- Engine RPM greater than 4900 for 2 seconds con• MIL- On during active fault • Adaptive- Enabled • Closed Loop- Enabled
4-178 EPM
Prope
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erica
n Airli
nes
VOL
ECMEPM
or more continuously. ne. This is to help prevent
tinuously
4-178
Diagnostics
NOTE: If any other DTCs are present, diagnose those first.
Diagnostic Aids * Ensure that any programmed governor speeds do not exceed 4900 RPM. * Check the mechanical operation of the throttle. * Check the engine for very large air leaks below the throttle.
4-179 EPM 4-179
Prope
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Diagnostics
M
Circuit Description The EPM has checks that mustdifferent things can happen withreset itself in the event this faultshould be erased after diagnosi During this active fault, Power Dmaximum throttle position will b
Conditions for Setting the DT• Engine Control Module • Check Condition- Key on • Fault Condition- Internal mi• MIL- On until code is cleare• Adaptive- Disabled for the r• Closed Loop- Enabled • Power Derate (level 2 until
4-180
Prope
r
EPM
Microprocessor
RAM
Microprocessor
RAM
DTC 611-COP Failure
be satisfied each time an instruction is executed. Several in the microprocessor that will cause this fault. The EPM will is set, and the MIL will be on until the code is cleared. This fault s by removing battery power. It will not self-erase.
erate (level 2) will be enforced. When this is enforced, e 20%. This is enforced until the fault is manually cleared.
C
croprocessor error d by technician emainder of the key-on cycle
fault is cleared manually)
EPM 4-180
ty of
Am
erica
n Airli
nes
Diagnostics
4-181 EPM 4-181
Key On - Engine RunningSystem Data Mode
Clear System Fault
D 11 resetw ling?
Fault is intermittent
Repla h knowngo retest
No
Check all powground circuits
for proper size anconnections
Are all circuits ok?
iring to
Yes
Yes
No
er and to
d goodEPM
oes 6ith engine id
DTC ce wit
od part andEPM
Repair w EPM and retest
Prope
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Diagnostics
MM
DT
Circuit Description The EPM has checks that must bedifferent things can happen within reset itself in the event this fault is should be erased after diagnosis b During this active fault, Power Dermaximum throttle position will be 2
Conditions for Setting the DTC • Engine Control Module • Check Condition- Key on • Fault Condition- Internal micro• MIL- On until code is cleared b• Adaptive- Disabled for the rem• Closed Loop- Enabled • Power Derate (level 2 until fau
4-182
Prope
rty
ECEP
Microprocessor
RAM
Microprocessor
RAM
C 612-Invalid Interrupt
satisfied each time an instruction is executed. Several the microprocessor that will cause this fault. The EPM will set, and the MIL will be on until the code is cleared. This fault y removing battery power. It will not self-erase.
ate (level 2) will be enforced. When this is enforced, 0%. This is enforced until the fault is manually cleared.
processor error y technician ainder of the key-on cycle
lt is cleared manually)
EPM 4-182
of A
mer
ican
Airline
s
Diagnostics
Key On - Engine RunningSystem Data Mode
Clear System Fault
Does DTC 612 resetwith engine idling?
Fault is intermittent
Replace EPM with knowngood part and retest
No
Check all power andground circuits to ECM
Are all circuits ok?
Repair wiring toest
Yes
Yes
No
EPM
EPM
EPM and ret
4-183 EPM 4-183
Prope
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Diagnostics
M
Circuit Description The EPM has checks that must bedifferent things can happen within reset itself in the event this fault isshould be erased after diagnosis b During this active fault, Power Dermaximum throttle position will be 2
Conditions for Setting the DTC • Engine Control Module • Check Condition- Key on • Fault Condition- Internal micro• MIL- On until code is cleared b• Adaptive- Disabled for the rem• Closed Loop- Enabled • Power Derate (level 2 until fau
4-184
Prope
rty
EPM
Microprocessor
RAM
Microprocessor
RAM
DTC 613-A/D Loss
satisfied each time an instruction is executed. Several the microprocessor that will cause this fault. The EPM will set, and the MIL will be on until the code is cleared. This fault y removing battery power. It will not self-erase.
ate (level 2) will be enforced. When this is enforced, 0%. This is enforced until the fault is manually cleared.
processor error y technician ainder of the key-on cycle
lt is cleared manually)
EPM 4-184
of A
mer
ican
Airline
s
Diagnostics
Key On - Engine RunningSystem Data Mode
Clear System Fault
Fault is intermittent
Replace EPM with knownest
No
Check all powground circuits
Are all circuits ok?
iring toetest
Yes
Yes
No
er and to EPM
Does DTC 613 resetwith engine idling?
good part and ret
Repair wEPM and r
4-185 EPM 4-185
Prope
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nes
Diagnostics
MM
Circuit Description The EPM has checks that must bedifferent things can happen within reset itself in the event this fault isshould be erased after diagnosis b During this active fault, Power Dermaximum throttle position will be 2
Conditions for Setting the DTC • Engine Control Module • Check Condition- Key on • Fault Condition- Internal micro• MIL- On until code is cleared b• Adaptive- Disabled for the rem• Closed Loop- Enabled • Power Derate (level 2 until fau
4-186
Prope
rty
ECEP
Microprocessor
RAM
Microprocessor
RAM
DTC 614-RTI 1 Loss
satisfied each time an instruction is executed. Several the microprocessor that will cause this fault. The EPM will set, and the MIL will be on until the code is cleared. This fault y removing battery power. It will not self-erase.
ate (level 2) will be enforced. When this is enforced, 0%. This is enforced until the fault is manually cleared.
processor error y technician ainder of the key-on cycle
lt is cleared manually)
EPM 4-186
of A
mer
ican
Airline
s
Diagnostics
Key On - Engine RunningSystem Data Mode
Clear System Fault
Does DTC 614 resetwith engine idling?
Fault is intermittent
Replace EPM with knowngood part and retest
No
Check all power andground circuits to ECM
Are all circuits ok?
Repair wiring toest
Yes
Yes
No
EPM
EPM and ret
4-187 EPM 4-187
Prope
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nes
Diagnostics
DTC 61
Circuit Description The EPM has checks that must bedifferent things can happen within treset itself in the event this fault is should be erased after diagnosis b During this active fault, Power Deramaximum throttle position will be 2
Conditions for Setting the DTC • Engine Control Module • Check Condition- Key on • Fault Condition- Internal microp• MIL- On until code is cleared b• Adaptive- Disabled for the rem• Closed Loop- Enabled • Power Derate (level 2 until faul
4-188
Prope
rty
ECMEPM
Microprocessor
RAM
Microprocessor
RAM
5-Flash Checksum Invalid
satisfied each time an instruction is executed. Several he microprocessor that will cause this fault. The EPM will set, and the MIL will be on until the code is cleared. This fault y removing battery power. It will not self-erase.
te (level 2) will be enforced. When this is enforced, 0%. This is enforced until the fault is manually cleared.
rocessor error y technician ainder of the key-on cycle
t is cleared manually)
EPM 4-188
of A
mer
ican
Airline
s
Diagnostics
Key On - Engine RunningSystem Data Mode
Clear System Fault
Does SFC 615 resetwith engine idling?
Fault is intermittent
Replace with knowngood part and retest
No
Check all power andground circuits to ECM
Are all circuits ok?
Repair wiring to and retest
Yes
Yes
No
DTC
EPM
EPM
EPM
4-189 EPM 4-189
Prope
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nes
Diagnostics
MM
D
Circuit Description Random Access Memory is locateat any time. The System Fault Codin RAM. This fault will set if the EPM detectfault will not self erase and must b
Conditions for Setting the DTC • Random Access Memory • Check Condition- Key-On • Fault Condition- Internal EPM • MIL- On until fault is cleared • Adaptive- Disabled for the rem• Closed Loop- Enabled • Power Derate (level 2) enforce
4-190
Prope
rty
ECEP
Microprocessor
RAM
Microprocessor
RAM
TC 616-Ram Failure
d within the microprocessor that can be read from or written to es and the Adaptive Learn Table are among the data stored
s a problem accessing or writing information to RAM. This e cleared manually.
memory access failure
ainder of the key-on cycle
d
EPM 4-190
of A
mer
ican
Airline
s
Diagnostics
Key On - Engine RunningSystem Data Mode
Clear System Fault
Fault is intermittent
Replace EPM with knownest
No
Check all powground circuits
Are all circuits ok?
iring to and retest
Yes
Yes
No
er and to EPM
Does DTC 616 resetwith engine idling?
good part and ret
Repair wEPM
4-191 EPM 4-191
Prope
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Diagnostics
BK-14
BR/W + 5Volts
DTC 631-External 5V Ref Lower Tha
Circuit Description The External 5 Volt supply powers some of the sensors and other The accuracy of the 5 Volt supply is very important to the accuraccontrolled by the EPM. The EPM monitors the 5 volt supply to deteshorted, or otherwise out of specification. This fault will set if the 5 Volt reference is below 4.6 volts.
Conditions for Setting the DTC • External 5V reference • Check Condition-Cranking with battery voltage greater than 8 • Fault Condition-5V reference voltage lower than 4.6 volts • MIL-On during active fault and for 2 seconds after active fault • Adaptive-Disabled during active fault • Closed Loop-Enabled
4-192 EPM
Prope
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nes
ECMEPM
n Expected
components in the system. y of the sensors and therefore rmine if it is overloaded,
volts and engine running
4-192
Airli
Diagnostics
4-193 EPM 4-193
Key on - Engine RunningSystem Fault Mode
Does DST displ631
Intermittant Problem
ay DTC
eted to
No
Yes
ECMEPM * Wire connected to BK-14 at this partially or completely shor
groundor
* Faulty Sensor
Faulorty EPM
Prope
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erica
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nes
Diagnostics
BK-14
BR/W + 5Volts
M
DTC 632-External 5 V Ref Higher Tha
Circuit Description The External 5 Volt supply powers some of the sensors and other The accuracy of the 5 Volt supply is very important to the accuracycontrol by the EPM. The EPM to determine if they are overloaded,specification monitors the 5 Volt supply. This fault will set if the 5 Volt reference is above 5.4 volts. Conditions for Setting the DTC • External 5V reference • Check Condition-Cranking with battery voltage greater than 8 • Fault Condition-5V reference voltage higher than 5.4 volts • MIL-On during active fault and for 2 seconds after active fault • Adaptive-Disabled during active fault • Closed Loop-Enabled
4-194 EPM
Prope
rty o
f Am
erica
n
ines
ECMEP
n Expected
components in the system. of the sensors and therefore
shorted, or otherwise out of
volts or engine running
4-194
Airl
Diagnostics
Key on - Engine RunningSystem Fault Mode
Does DST display SFC632
Intermittant Problem
* Wire connected to BK-14 at the ECMis shorted to battery voltage
orPoor EPM ground
orFaulty EPM
No
Yes
EPM
DTC
4-195 EPM 4-195
Prope
rty o
f Am
erica
n Airli
nes
Diagnostics
MM
D
Circuit Description The EPM has checks that must bedifferent things can happen within reset itself in the event this fault is should be erased after diagnosis b During this active fault, Power Dermaximum throttle position will be 2
Conditions for Setting the DTC • Engine Control Module • Check Condition- Key on • Fault Condition- Internal micro• MIL- On until code is cleared b• Adaptive- Disabled for the rem• Closed Loop- Enabled • Power Derate (level 2 until fau
4-196
Prope
rty
ECEP
Microprocessor
RAM
Microprocessor
RAM
TC 655-RTI 2 Loss
satisfied each time an instruction is executed. Several the microprocessor that will cause this fault. The EPM will set, and the MIL will be on until the code is cleared. This fault y removing battery power. It will not self-erase.
ate (level 2) will be enforced. When this is enforced, 0%. This is enforced until the fault is manually cleared.
processor error y technician ainder of the key-on cycle
lt is cleared manually)
EPM 4-196
of A
mer
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Airline
s
Diagnostics
Key On - Engine RunningSystem Data Mode
Clear System Fault
Does SFC 655 resetwith engine idling?
Fault is intermittent
Replace EPM with knowngood part and retest
No
Check all power andground circuits to ECM
Are all circuits ok?
Repair wiring to and retest
Yes
Yes
No
EPM
DTC
EPM
4-197 EPM 4-197
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Diagnostics
M
DT
Circuit Description The EPM has checks that must be sadifferent things can happen within thereset itself in the event this fault is seshould be erased after diagnosis by r During this active fault, Power Deratemaximum throttle position will be 20%
Conditions for Setting the DTC • Engine Control Module • Check Condition- Key on • Fault Condition- Internal micropro• MIL- On until code is cleared by t• Adaptive- Disabled for the remain• Closed Loop- Enabled • Power Derate (level 2 until fault is
4-198
Prope
rty
EPM
Microprocessor
RAM
Microprocessor
RAM
C 656-RTI 3 Loss
tisfied each time an instruction is executed. Several microprocessor that will cause this fault. The EPM will t, and the MIL will be on until the code is cleared. This fault emoving battery power. It will not self-erase.
(level 2) will be enforced. When this is enforced, . This is enforced until the fault is manually cleared.
cessor error echnician der of the key-on cycle
cleared manually)
EPM 4-198
of A
mer
ican
Airline
s
Diagnostics
4-199 EPM 4-199
Key On - Engine RunningSystem Data Mode
Clear System Fault
Does SFC 656 resetwith engine idling?
Fault is intermittent
Replace EPM with knowngood part and retest
No
Check all power andground circuits to ECM
Are all circuits ok?
Repair wiring to and retest
Yes
Yes
No
DTC
EPM
EPM
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ENGINE PERFORMANCE MODULE (EPM)
Glossary
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Glossary
5-1 EPM 5-1
NOTES
A4LD Automatic 4 speed light duty transmission.
A/C Alternating Current.
Angle Meter A tool used to precisely measure rotation of bolts and nuts expressed in degrees.
Angular Position Refer to BTDC.
APP Accelerator Pedal Position Sensor.
Before Top Dead Center Refers to crankshaft position relative to the ignition timing in degrees.
BSFC Brake Specific fuel Consumption.
CHT Cylinder Head Temperature.
CKP Crankshaft Position (sensor).
CMP Camshaft Position (sensor).
CNG Compressed Natural Gas.
COM Communication port on back of computer.
COP Computer Operating Properly.
D/C Direct Current.
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Glossary
5-2 EPM 5-2
NOTES
DLC Data Link Connector.
DTC Diagnostic Trouble Code
DVOM Digital Volt Ohmmeter.
ECM Engine Control Module (controller).
E-controls Need description.
ECT Engine Coolant Temperature (sensor).
EEMS Electronic engine management System - complete EFI system.
EPM Engine Performance Module (controller).
Eutectic Fusing at the lowest possible temperature; Alloy with a melting point lower than that of any other combination of the same components.
FEAD Front End Accessory Drive
Flywheel A large wheel attached to the crankshaft at the rear of the engine.
Flywheel Ring Gear A large gear pressed onto the circumference of the flywheel. When the starter gear engages the ring gear the flywheel cranks the engine.
FPP Foot Pedal Position.
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Glossary
5-3 EPM 5-3
NOTES
FPPE Ford Power Products Europe.
Generator A device that produces alternating electric current. Its AC output is rectified to direct current before it reaches the equipment's electrical system.
HO2S Heated Oxygen Sensor.
Hypereutectic Containing more of the lesser component than is present in a eutectic alloy.
IAT Intake Air Temperature (sensor).
IBM International Business Machines.
ICM Ignition control Module (controller).
Inertia Property of objects that causes them to resist any change in speed or direction of travel.
Intake Manifold Housing used to conduct air-fuel mixture from carburetor to engine cylinders.
IPM Ignition Performance Module (controller).
KOEO Key On Engine Off (test mode).
KOER Key On Engine Run (test mode).
LPG Liquefied Petroleum Gas.
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Glossary
5-4 EPM 5-4
NOTES
MAP Manifold Absolute Pressure.
MB Mega Byte.
MFI Multi-port Fuel Injection.
MIL Malfunction Indicator Light.
MS-DOS Microsoft - Disk Operating System.
MST Manifold Skin Temperature (sensor).
NG Natural Gas.
Oil Filter That part of the lubricating system that removes dirt and dust from the oil circulated through it.
Oil Pump Assembly Provides a constant supply of oil under pressure to operate, lubricate and cool the engine. Oil Seal A seal placed around a rotating shaft, etc., to prevent escape of oil.
O-Ring A type of sealing ring, made of special rubber-like material, which is compressed into grooves to provide the sealing action.
Orifice An opening; the mouth of a tube, cavity, etc.
PC Personal Computer.
PDA Personal Digital Assistant.
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Glossary
5-5 EPM 5-5
NOTES
PID Proportional Integral Derivative.
RAM Random Access Memory.
RPM Revolution Per Minute.
SEFI Sequential Electronic Fuel Injection.
Starter An electric motor that uses a drive assembly to crank the engine for starting.
STI Self Test Input.
T Torque.
Timing Relationship between spark plug firing and piston position, usually expressed in crankshaft degrees before or after Top Dead Center (TDC) of compression stroke. (Example, 15 degrees BTDC).
Torque Turning or twisting effort, usually measured in Newton Meters, Pounds-Feet or Pounds-Inch.
Torque-to-Yield Bolts Bolts that are designed to stretch when tightened and are therefore discarded and replaced with new bolts each time they are removed.
TP Throttle Position (sensor).
VGA Video Graphics Array/Accelerator.
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Glossary
5-6 EPM 5-6
NOTES
VR Variable Reluctance.
VPWR Vehicle Power = B+
VREF Voltage Reference = 5 volts.
WOT Wide Open Throttle.
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