303-14 Powertrain Control Management

303-14 Powertrain Control Management 303-14
SECTION : 303-14 Powertrain Control Management

VEHICLE APPLICATION : 2006.0 BF Falcon
CONTENTS PAGE
DESCRIPTION AND OPERATION
General Information ...............................................................................................................303-14-1
Precautions ..........................................................................................................................303-14-1
Special Notes .......................................................................................................................303-14-1
PCM Systems ........................................................................................................................303-14-5
System Overview .................................................................................................................303-14-5
Control Systems .....................................................................................................................303-14-5
Fuel System .........................................................................................................................303-14-5
Fuel tank ..............................................................................................................................303-14-5
Fuel pump ............................................................................................................................303-14-6
Fuel Supply and Return Lines .............................................................................................303-14-6
Fuel Filters ...........................................................................................................................303-14-6
Fuel Rail ...............................................................................................................................303-14-6
Fuel Injector .........................................................................................................................303-14-6
Fuel Pressure Regulator ......................................................................................................303-14-7
Intake Air System .................................................................................................................303-14-7
Air Mass Measurement System ...........................................................................................303-14-7
Variable Camshaft Timing ....................................................................................................303-14-8
5.4L, 3 Valve V8 Engine ......................................................................................................303-14-8
Intake Manifold Charge Control (IMCC) .............................................................................303-14-9
Ignition System .....................................................................................................................303-14-9
Spark Advance Map ...........................................................................................................303-14-10
Engine Cooling System ......................................................................................................303-14-10
Evaporative Emission System ...........................................................................................303-14-10
Positive Crankcase Ventilation ..........................................................................................303-14-10
Catalyst and Exhaust System ............................................................................................303-14-10
Air Conditioning System .....................................................................................................303-14-11
Traction Control ..................................................................................................................303-14-11
Automatic Transmission Control (4-Speed Only) ...............................................................303-14-11
Control Software ..................................................................................................................303-14-12
Powertrain Control Module Memory ..................................................................................303-14-12
European On-Board Diagnostics (EOBD) ..........................................................................303-14-12
Comprehensive component monitor ..................................................................................303-14-13
Combustion misfire monitor ...............................................................................................303-14-14
Additional Misfire Monitor Information ................................................................................303-14-14
Fault Code / MIL Clearing ..................................................................................................303-14-15
Misfire Fault Codes ............................................................................................................303-14-15
Fuel monitor .......................................................................................................................303-14-16
Catalytic converter efficiency monitor ................................................................................303-14-16
Operating Strategies ..........................................................................................................303-14-17
Operating Modes ................................................................................................................303-14-18
Normal Mode ......................................................................................................................303-14-19
Crank Mode ........................................................................................................................303-14-19
Under-Speed Mode ............................................................................................................303-14-19
Open Loop .........................................................................................................................303-14-20
Closed Loop .......................................................................................................................303-14-20
Powertrain Control Hardware ...............................................................................................303-14-21
Powertrain Control Module ................................................................................................303-14-21
Module Programming .........................................................................................................303-14-21
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(Continued)
Service Procedure ..............................................................................................................303-14-21

PCM Replacement - Standard ...........................................................................................303-14-22
Vehicle Identification (VID) Block .......................................................................................303-14-22
General Procedures .............................................................................................................303-14-23
General Procedures ..........................................................................................................303-14-23
Power and Ground Signals ................................................................................................303-14-23
Testing the PCM Power Supply .........................................................................................303-14-24
EOBD Fault detection and storage ....................................................................................303-14-25
Diagnostic Trouble Codes (DTC’s) ....................................................................................303-14-26
Drive Cycle .........................................................................................................................303-14-27
Inputs ...................................................................................................................................303-14-30
Crankshaft Position Sensor (CKP) .....................................................................................303-14-30
Temperature and Manifold Absolute Pressure Sensor ......................................................303-14-31
Trimming Sensors ................................................................................................................303-14-33
Camshaft Position Sensor .................................................................................................303-14-33
Cylinder Head Temperature Sensor ..................................................................................303-14-34
Engine Oil Temperature Sensor ........................................................................................303-14-36
Engine Oil Pressure Sensor ...............................................................................................303-14-36
Boost Pressure Sensor, I6 Turbo Engine ..........................................................................303-14-37
Travel Assistance Service (TAS) .........................................................................................303-14-38
Failure Mode ......................................................................................................................303-14-38
Feedback Inputs ..................................................................................................................303-14-38
Heated Exhaust Gas Oxygen Sensor ................................................................................303-14-38
HEGO Sensor Operation ...................................................................................................303-14-39
Knock Sensor .....................................................................................................................303-14-46
Feed Forward Inputs ............................................................................................................303-14-46
Transmission Range Sensor (TRS-A1) .............................................................................303-14-46
Transmission Range Sensor (TRS-A2) .............................................................................303-14-47
Power Steering Pressure Switch (V8) ...............................................................................303-14-48
Power Steering Pressure Transducer (I6) .........................................................................303-14-49
Vehicle Speed ....................................................................................................................303-14-49
Electronic Throttle Control Inputs .........................................................................................303-14-50
Accelerator Pedal Position (APP) Sensor ..........................................................................303-14-50
Throttle Position Sensor .....................................................................................................303-14-52
Clutch Engagement Switch, Manual Transmission ............................................................303-14-54
Brake Switches ..................................................................................................................303-14-54
Reverse Gear Switch .........................................................................................................303-14-55
Speed Control Range Switch Assembly ............................................................................303-14-56
Air Conditioner Inputs ..........................................................................................................303-14-57
Air Conditioner Demand .....................................................................................................303-14-57
Air Conditioner Relay .........................................................................................................303-14-57
Air Conditioner Pressure Transducer .................................................................................303-14-58
Transmission Inputs .............................................................................................................303-14-59
Transmission Fluid Temperature Sensor ...........................................................................303-14-59
Output Actuators ..................................................................................................................303-14-60
Fuel Pump ..........................................................................................................................303-14-60
Fuel Injectors 1-8 ...............................................................................................................303-14-61
Ignition Coils .......................................................................................................................303-14-63
Actuators ..............................................................................................................................303-14-64
Intake Manifold Charge Control .........................................................................................303-14-64
Electro Drive Fans .............................................................................................................303-14-66
Variable Camshaft Timing (I6 Engine) ...............................................................................303-14-67
Variable Camshaft Timing (5.4L, 3V, V8 Engine) ..............................................................303-14-68
Electronic Throttle Body .....................................................................................................303-14-76
Evap Canister Purge Solenoid ...........................................................................................303-14-76
Turbocharger Westgate Control .........................................................................................303-14-77
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(Continued)
Transmission Outputs ..........................................................................................................303-14-78

Shift Solenoid 1 ..................................................................................................................303-14-78
Shift Solenoid 2 ..................................................................................................................303-14-79
Shift Solenoid 3 ..................................................................................................................303-14-79
Shift Solenoid 4 ..................................................................................................................303-14-79
Variable Pressure Solenoid 5 ............................................................................................303-14-80
Power Control Solenoid 6 ..................................................................................................303-14-80
Lock up Solenoid 7 ............................................................................................................303-14-81
LPG Fuel System Outputs .................................................................................................303-14-81
LPG Prime Solenoid PRIME ..............................................................................................303-14-81
Gas Cut-out Solenoid GCO ...............................................................................................303-14-82
LPG Stepper Motor A-D .....................................................................................................303-14-82
Control Area Network (CAN) ..............................................................................................303-14-83
Smartshield Security ..........................................................................................................303-14-87
Diagnosis .............................................................................................................................303-14-88
Diagnosis System ..............................................................................................................303-14-88
Air Conditioning System Tests ...........................................................................................303-14-89
DIAGNOSIS AND TESTING
Powertrain Control Management .........................................................................................303-14-95
Powertrain Control Management .......................................................................................303-14-95
Quick Reference DTC List .................................................................................................303-14-96
Glossary ...........................................................................................................................303-14-178
GENERAL PROCEDURES
Powertrain Control Module ................................................................................................303-14-184
VCT Solenoid Valve cleaning ............................................................................................303-14-185
REMOVAL AND INSTALLATION
Crankshaft Position (CKP) Sensor (I6 Engine) ..................................................................303-14-186
Crankshaft Position (CKP) Sensor (V8 Engine) ................................................................303-14-186
Camshaft Position Sensor (I6 Engine) ...............................................................................303-14-186
Camshaft Position Sensor (v8 Engine) ..............................................................................303-14-186
Knock Sensor (I6 Engine) ..................................................................................................303-14-187
Cylinder Head Temperature (CHT) Sensor (I6 Engine) ...................................................303-14-187
Cylinder Head Temperature (CHT) Sensor (V8 Engine) ..................................................303-14-187
Throttle Position (TP) Sensor (I6, LPG and Turbo Engines) .............................................303-14-187
Throttle Position (TP) Sensor (V8 Engine) ........................................................................303-14-188
Powertrain Control Module (PCM) (I6 Engine) ..................................................................303-14-188
HEGO 11 (I6 Engine) .........................................................................................................303-14-189
HEGO Sensor 11 (Turbo) ..................................................................................................303-14-190
HEGO 12 (I6 Engine) .........................................................................................................303-14-190
HEGO 11 & 21 (V8 Engines) .............................................................................................303-14-190
HEGO 12 & 22 (V8 Engines) .............................................................................................303-14-191
Boost Pressure Sensor (Turbo Engine) .............................................................................303-14-191
Turbocharger Wastegate Control Solenoid ........................................................................303-14-191
Reverse Gear Switch .........................................................................................................303-14-191
Temperature and Manifold Absolute Pressure (T-MAP) Sensor .......................................303-14-192
Fuel Rail (I6 Engine) ..........................................................................................................303-14-192
Fuel Rail (V8 Engine) .........................................................................................................303-14-193
Brake Switches .................................................................................................................303-14-193
Clutch Engagement Switch, (Manual Transmission) .........................................................303-14-193
Pedal Position Sensor ........................................................................................................303-14-193
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(Continued)
Air Conditioning Relay .......................................................................................................303-14-194

Air Conditioner Pressure Transducer .................................................................................303-14-194
Transmission Fluid Temperature Sensor ..........................................................................303-14-194
Fuel Pump .........................................................................................................................303-14-194
Transmission Range Sensor (TRSA1) .............................................................................303-14-194
Transmission Range Sensor (TRSA2) .............................................................................303-14-194
Phaser removal .................................................................................................................303-14-194
OCV removal ....................................................................................................................303-14-194
CID sensor removal ..........................................................................................................303-14-194
VCT oil filter removal ..........................................................................................................303-14-194
EVAP Canister Purge Solenoid .........................................................................................303-14-194
Power Steering Pressure Switch .......................................................................................303-14-195
BF00006 01/2006 2006.0 BF Falcon

303-14-1 Powertrain Control Management 303-14-1
DESCRIPTION AND OPERATION
General Information
This section describes the operation and components
of the Powertrain Control Module (PCM). The system
is designed to provide optimal performance and
emission control. Modifying the system or substituting
non-Ford components may have an adverse effect on
drivability and emissions. Diagnosis of the system
requires special tools and training. Maintenance of the
PCM system should be performed by Ford trained
technicians.
Precautions
The fuel supply lines retain pressure that must be
relieved before servicing the fuel system. Leaking fuel
poses a potential fire hazard.
The spark ignition system produces high voltages.
Use care to avoid personal injury.
When the ignition is ON, the electric engine cooling
fans can start at any time. Keep clear of the fans to
avoid entanglement and personal injury.
With the engine running, there are rotating
components within the engine compartment. Use
extreme care to avoid entanglement and personal
injury.
Some components in the engine compartment are
HOT.
The cooling system contains hot liquid under
pressure. Allow the engine to cool to ambient
temperature before removing the cooling system cap.
Do not reconnect a PCM to the vehicles wiring
harness with the ignition turned ON.
Special Notes
With this issue of the Falcon Workshop Manual,
some terminologies in this section for PCM
components now reflect Ford’s Global Naming
Conventions. The full title of the component is
spelt out in full the first time it is mentioned in a
section. The acronym for the component is shown
in brackets and, where applicable, the previous
acronym is shown in Chevrons. Elsewhere in the
section, only the acronym is used.
Information in this section regarding the Traction
Control System (TCS) and Dynamic Stability
Control (DSC) is only applicable where fitted.
Information in this section regarding LPG applies
only to Ford Factory fitted LPG systems.
Installation of after-market LPG systems may
operate differently from that described here.
Information in this section regarding Air
Conditioning and Automatic Climate Control Air
Conditioning is only applicable where fitted.
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DESCRIPTION AND OPERATION (Continued)
PCM Control Components, I6 Engine
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Item Description
1 Transmission Range Sensor (TR)
2 Reverse Gear Switch (RGS)
3 Vehicle Speed Sensor (VSS) (where fitted)
(Note:-the VSS signal normally generated
via the ABS wheel speed sensors)
4 Cylinder Head Temperature (CHT)
5 Camshaft Position Sensors (CMP)
6 Throttle Body
7 Throttle Position Sensor (TP)
8 Powertrain Control Module (PCM)
9 Evaporator Canister Purge Solenoid
(EVAP)
10 Temperature and Manifold Absolute
Pressure (T-MAP) Sensor
11 Air Conditioner Refrigerant Pressure
12 Intake Manifold Runner Control (IMCC)
13 Fuel Injector (INJ1-6)
14 Knock Sensor (KS)
15 Crankshaft Position Sensor (CKP)
16 Oil Pressure Switch
17 Engine Oil Temperature
18 Variable Cam Timing (VCT) Solenoid
19 Power Steering Pressure Switch (PSP)
20 Upstream Heated Exhaust Gas Oxygen
Sensor (HEGO11)
21 Power Distribution Box, PCM Relay, Start
Enable Relay, Fuel Pump Relay
22 Coil On Plug (1-6)
23 Downstream Heated Exhaust Gas Oxygen
Sensor (HEGO12)
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PCM Control Components, V8 Engine
BF00006 en 01/2006 2006.0 BF Falcon

Item Description Powertrain Electric’s Diagnostics

1 Transmission Range Sensor (TR) EOBD
<PRNDL> Turbocharger (where fitted)
2 Reverse Gear Switch (RGS) LPG (where fitted)
3 Vehicle Speed Sensor (VSS) (where fitted) At each engine revolution the PCM monitors driving
(Note:-the VSS signal normally generated conditions through signals and switches situated on
via the ABS wheel speed sensors) the powertrain. Optimal air, fuel, ignition and camshaft
4 Cylinder Head Temperature (CHT) settings for the current driving conditions are then
5 Powertrain Control Module PCM calculated by the PCM using algorithms and look up
tables stored in the memory.
6 Throttle Body Sensor (TP)
A sophisticated diagnostics system monitors the PCM
7 Throttle body and the interfacing components, compensating for
8 Downstream HEGO sensors (HEGO12 and faults and wear during operation. The diagnostics are
HEGO22) accessed using the WDS/PDS tester.
9 Temperature and Manifold Absolute
Pressure T-MAP Control Systems
10 Evaporator Canister Purge Solenoid
Fuel System
(EVAP)
11 Upstream HEGO sensors (HEGO11 and The fuel system supplies the fuel injectors with filtered
HEGO21) fuel at a controlled pressure. The Powertrain Control
Module (PCM) controls the fuel pump and the on/off
12 Oil Pressure Switch duration (pulse width) and timing of the fuel injectors.
13 Fuel Injector (INJ1-8)
14 Camshaft Position Sensor (CMP) (Bank 2) Fuel Injection
15 Crankshaft Position Sensor (CKP) The PCM electronic fuel injection system supplies the
16 Camshaft Position Sensor (CMP) (Bank 1) correct amount of fuel to the engine as required for
the operating conditions. Each cylinder has an
17 Knock sensors (KS) individual fuel injector controlled sequentially to inject
18 Air Conditioner Refrigerant Pressure the fuel at the optimum point in the engine cycle. The
19 Power Distribution Box, PCM Relay, Start Powertrain Control Module (PCM) adjusts the fuel
Enable Relay, Fuel Pump Relay injection pulse width, delivering a precise quantity of
fuel into the intake ports. Fuel is injected into the
20 Coil On Plug (1-8) cylinders in the same sequence as the ignition firing
order. As the fuel is injected into a closed port, the
PCM Systems period that each charge remains in the port is even for
all cylinders, ensuring optimum mixture throughout the
System Overview engine.
The Powertrain Control Module (PCM) manages the Fuel System Components
powertrain, providing optimal performance, maximum
fuel economy and minimal exhaust emissions. The fuel system consists of the following components.
The PCM system manages the following: Fuel Tank
Fuel Injection Fuel Pump
Ignition Fuel Supply and Return Lines
Throttle Fuel Filter
Variable Camshaft Timing Fuel Rail
Automatic Transmission Gear Shift (Not ZF-HP26, Fuel Injector
6 speed) Fuel Pressure Regulator
Fuel Pump
Fuel tank
Air-Conditioning (PCM and HVAC HIM share
control of the A/C system) The fuel tank is located at the rear of the vehicle and
Evaporative Emissions contains a store of fuel to operate the engine. The fuel
tank is described in more detail in Section 310-00,
Vehicle Immobilisation Fuel System - General Information.
Engine Cooling
BF00006 en 01/2006 2006.0 BF Falcon

Fuel pump mechanism. The filter is part of the assembly and

cannot be replaced separately.
The fuel pump assembly is mounted inside the fuel
tank within a reservoir. The reservoir maintains a pool Fuel Rail
of fuel at the pick-up point and prevents fuel
starvation during hard acceleration, braking and Fuel from the supply line is conveyed to the fuel
cornering. To enhance engine start-up, the fuel pump injectors through the fuel rail and excess fuel is
returned to the fuel tank via the fuel pressure
has a discharge check valve that maintains pressure
in the fuel lines after the ignition has been turned regulator and return line. Each fuel injector seats
OFF. within a special fitting on the fuel rail pipe. An o-ring
on the fuel injector prevents leakage around the joint.
When the ignition switch is in the ON position, the On I6 engines the injectors are secured and oriented
PCM power relay is energised. The PCM ignition with a clip.
power relay provides power to the PCM and the fuel
pump relay. The fuel pump relay is then energised by
the PCM under certain conditions.
The PCM monitors the Crankshaft Position Sensor
(CKP) signal to determine engine speed. Once the
engine is running the PCM will keep the fuel pump
relay energized until the engine stops. If the engine
does not start after two seconds, the PCM disengages
the fuel pump relay.
Fuel Supply and Return Lines
Fuel is routed to the fuel rail from the fuel tank along
the supply pipe. Excess fuel from the fuel pressure
regulator is returned to the fuel tank through the
return line. The fuel lines are described in more detail
in Section 310-00, Fuel System - General Information. Item Description
Fuel Filters 1 Fuel Injector
To prevent the fuel injectors becoming clogged or 2 Injector Seat
contaminated with foreign material, the fuel system 3 Clip
contains four levels of filtering:
Fuel Pump: A filter screen is mounted on the Fuel Injector
intake side of the fuel pump. The filter is part of
the assembly and cannot be replaced separately. CAUTION: The fuel injectors pulse open
Fuel Filter Assembly: The fuel filter assembly is momentarily using a signal from the PCM.
located in the fuel supply line between the fuel Applying battery voltage directly to the fuel
pump and the fuel rail. The fuel filter assembly injector’s electrical connector terminals will
must be periodically replaced according to the damage the internal solenoid.
maintenance schedule. The fuel injector is a solenoid-operated valve that
Fuel Pressure Regulator: A filter is located on the meters fuel flow to the engine. The injector is opened
inlet side of the fuel pressure regulator. The filter and closed a constant number of times per crankshaft
is part of the assembly and cannot be replaced revolution by the Powertrain Control Module (PCM).
separately. The length of time the injector is held open and the
fuel rail pressure controls the amount of fuel admitted
Fuel Injectors: A mesh screen on the inlet side of to the engine. The fuel injectors are described in more
the fuel injector prevents foreign debris and detail under Components in this section.
materials from entering the fuel injector
BF00006 en 01/2006 2006.0 BF Falcon

Fuel Injector Fuel Pressure Regulator

The fuel pressure regulator is attached to the outlet
side of the fuel rail and controls the pressure within
the fuel rail. Fuel is delivered to each injector at the
same pressure to ensure the volume of fuel injected is
equal for each cylinder.
The regulator is a diaphragm-operated relief valve.
One side of the diaphragm senses fuel pressure, and
the other side is connected to the intake manifold
vacuum. Fuel pressure is established by a spring
pre-loading applied to the diaphragm. Balancing one
side of the diaphragm with manifold vacuum
maintains a constant pressure across the fuel
injectors. Excess fuel is bypassed through the
regulator and returned to the fuel tank. Fuel pressure
is high when engine vacuum is low.
Intake Air System
The intake air system provides clean air to the engine,
optimises airflow and is designed to minimise
induction noise. The intake air system consists of:
Air Cleaner Assembly
Inlet Ducting
Electronic Throttle Body
Inlet Manifold
Air Cleaner Assembly
The air cleaner assembly is an essential component
of the intake air system. The air cleaner assembly
houses a disposable air filter element that removes
Item Description dust from the intake air. The air cleaner element must
1 O-ring be periodically replaced according to the maintenance
2 Filter schedule.
3 Adjusting Sleeve Air Mass Measurement System
4 Weld The I6 and V8 engines use the "speed density" fuel
5 Shells (2 of) injection system. In this system, the PCM has stored
6 Weld in its memory the theoretical mass of intake air that
will be drawn into the engine at any given speed of
7 Weld operation. Using the engine speed sensor (Crankshaft
8 Support Ring Position CKP) signal, the Intake Air Temperature and
9 O-ring Manifold Absolute Pressure sensor (T-MAP), the PCM
10 Seat & Spray Plate Assy. can compute the intake air mass, and from it the fuel
required to be injected into the engine for combustion.
11 Tube Assy. This amount of fuel injected is further corrected by
12 Needle, Ball & Armature Assy. feedback information obtained from the up-stream
13 Spring Heated Oxygen Sensor(s) (HEGO sensor), providing
14 Coil & Bobbin Assy. closed loop control of fuel injection. A further feature
of this system is the ability to ’re-calibrate’ itself for
15 Plastic Body changes in fuel requirements as the engine wears and
the sensors age. This is known as an adaptive
strategy or learning and is an additional function
derived from the HEGO sensor information.
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The camshaft timing is controlled by directing oil

under pressure (from the engine oil pump) into one of
two ports in the Phaser, one port will retard the cam
timing (‘Retard port’) and the other will advance the
timing (‘Advance port’). An Oil Control Valve (OCV),
one for each camshaft, is used to control the flow of
oil into the retard and advance ports of both cams.
The OCV is controlled by the PCM.
The PCM uses a pulse width modulated (PWM)
voltage or ‘Duty Cycle’ (DC) to control each OCV to
attain the desired camshaft angle. VCT1 output
controls the inlet camshaft OCV. VCT2 controls the
exhaust camshaft OCV.
A 3 + 1 tooth wheel on the front of each camshaft with
an associated sensor mounted on the intake and
Intake Air Ducting exhaust sides of the cylinder head are used to
calculate the ‘Actual cam angle’ for both camshafts.
The intake air ducting connects the air filter assembly The two sensors are called, intake cam position or
to the throttle body. The ducts prevent entry of foreign ‘CID1’ and exhaust cam position or ‘CID2’. Intake and
material to the air intake system after the air filter. The exhaust cam positions are calculated separately.
design minimises restriction and is tuned to reduce
intake noise. The PCM uses engine rpm, throttle position and
engine load to determine the optimum camshaft
Electronic Throttle Control timing setting or ‘Desired Cam Angle’ for both
camshafts.
The Electronic Throttle Body (ETB) controls the
amount of air admitted to the engine by restricting the Once the PCM has determined the Desired Cam
air intake with a throttle plate. Angle, it will control the Duty Cycle output VCT1 and
VCT2, to the intake and exhaust OCVs based on the
The accelerator pedal position (APP) sensor, detects
difference between the Desired Cam Angle and the
the driver’s acceleration request to the PCM. The
Actual Cam Angle. This difference is called the Cam
PCM processes this information into an output signal
Angle Error. The Cam Angle Error for each cam is
for the ETB. The electric motor in the ETB moves the
calculated individually and used to control both
throttle plate through a gear set. The throttle plate is
camshafts independently to a single Desired Cam
adjusted and monitored by the PCM in a closed
Angle.
control loop via a Throttle Position (TP) sensor. The
TP sensor provides the PCM with feedback on the An engine oil temperature sensor, which measures oil
actual position of the throttle plate. temperature in the oil gallery, is used to compensate
for Phaser response with changing oil viscosity at
The electronic throttle body and the Positive
different temperatures.
Crankcase Ventilation (PCV) provides airflow during
idle. The PCM trims the throttle continuously to 5.4L, 3 Valve V8 Engine
maintain the proper idle speed under all conditions
from cold start to normal operating temperatures. It The 5.4, 3V, V8 Engine is fitted with variable inlet and
also compensates for additional loads such as exhaust camshaft timing on each cylinder head bank.
air-conditioning and power steering. The idle speed is The camshaft on each bank is variable over a
not manually adjustable. 60-degree crank angle using two separate hydraulic
‘Phasers’, which are integral with the Bank1 and
Inlet Manifold Bank2 camshaft drive sprockets.
The inlet manifold is an aluminium casting, which The camshaft timing is controlled by directing oil
directs the intake air to the inlet ports on the cylinder under pressure (from the engine oil pump) into one of
head. two ports in the Phaser, one port will retard the cam
Variable Camshaft Timing timing (‘Advance port’). An Oil Control Valve (OCV),
one for each camshaft, is used to control the flow of
I6 Engine
oil into the retard and advance ports of both cams.
The I6 Engine is fitted with variable inlet and exhaust The OCV is controlled by the PCM.
camshaft timing. Both camshafts are variable over a The PCM uses a pulse width modulated (PWM)
60-degree crank angle. This is achieved by two voltage or ‘Duty Cycle’ (DC) to control each OCV to
separate hydraulic mechanisms called ‘Phasers’, attain the desired camshaft angle. VCT1 output
which are integral with the intake and exhaust controls the inlet RH Bank OCV. VCT2 controls the
camshaft drive sprockets. LH Bank camshaft OCV.
BF00006 en 01/2006 2006.0 BF Falcon


an associated sensor mounted on the intake and
exhaust sides of the cylinder head are used to
calculate the ‘Actual cam angle’ for both camshafts.
The two sensors, CID1 and CID2 measure the
camshaft angle on Bank 1 and Bank 2 respectively.
The PCM uses engine rpm, throttle position and
engine load to determine the optimum camshaft
timing setting or ‘Desired Cam Angle’ for both
camshafts.
Once the PCM has determined the Desired Cam
Angle, it will control the Duty Cycle output VCT1 and
difference between the Desired Cam Angle and the
Actual Cam Angle. This difference is called the Cam
calculated individually and used to control both
Angle.
An engine oil temperature sensor in the engine sump
is used to compensate for Phaser response with
changing oil viscosity at different temperatures.
Intake Manifold Charge Control (IMCC) (I6
only)
To improve engine torque over the entire engine
operating range, the I6 engine has an Intake Manifold
Charge Control (IMCC) system, which contains two
air runners for each cylinder. A butterfly valve situated
in the intake runner for each cylinder controls the
effective length of the intake path. The Powertrain In normal operation, below approximately 3,800 RPM,
Control Module (PCM) controls operation of the IMCC the butterfly valves are closed, causing the intake air
system. to follow the longer path into the engine. At higher
At low engine speeds a long intake path improves engine speeds, above approximately 3,800 RPM, the
volumetric efficiency, while at higher engine speeds a butterfly valves open allowing the intake air to follow a
short intake path provides better efficiency. Changing shorter path into the engine. A vacuum actuator
the effective length of the intake air path improves operates the butterfly valves. The Powertrain Control
drivability and engine power throughout the engines Module (PCM) controls vacuum to the actuator via a
operating range. The lengths of the runners are solenoid valve.
designed to suit the Ram Air Effect of the I6 engine. NOTE: On I6 Turbo engines, there are no butterfly
valves.
Ignition System
The ignition Coil-On-Plug (COP) assembly consists of
a coil mounted on top of a spark plug. For each of the
engine’s cylinders, there is a corresponding COP
assembly.
Individual low side coil drives in the PCM control the
COP’s that ignites the air-fuel mixture within the
cylinders. The COP’s provide a controlled high
voltage spark to each spark plug at the correct time
under all engine operating conditions.
The ignition system comprises:
Individual coil drives: one per cylinder
Spark Plugs
Crankshaft Position Sensor (CKP) input
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Camshaft Position Sensors (CMP) and Cylinder vapours will have minimum impact on engine
Identification (CID1 & 2) operation.
Knock Sensor(s) (KS) The powertrain control module (PCM) controls the
Evaporative (EVAP) Canister Purge solenoid. The
Spark Advance Map solenoid controls the flow of vapours from the carbon
The Powertrain Control Module (PCM) memory canister to the intake manifold for combustion during
contains a complex spark advance map to ensure various engine operating modes. The EVAP canister
optimum ignition timing under all conditions. The ideal purge solenoid is a normally closed valve.
advance is applied ensuring the best possible Canister purge occurs at all engine operating
performance, economy and minimal emissions. conditions including idle and after engine warm-up.
The solenoid valve purges continuously until the EGO
Spark Plugs sensor detects no more fuel vapours. The solenoid
Spark plugs are described in Section 303-07. valve then shuts down for a two minute period before
starting the purge cycle again.
Engine Cooling System
Positive Crankcase Ventilation
The engine cooling system is described in Section
303-03A. The Powertrain Control Module (PCM) The Positive Crankcase Ventilation (PCV) system
controls operation of the Electro Drive Fans 1-2 cycles crankcase gases back through the engine
(EDF1-2). The PCM operates both fans at low or high where they are burned during the combustion
speeds through relays depending on engine process. The PCV valve regulates the amount of
temperature load and A/C System pressure. The PCM ventilating air entering the intake air system and
uses the Cylinder Head Temperature Sensor (CHT) prevents any backfire from reaching the crankcase.
and Air Conditioner Refrigerant Pressure Transducer
(ACPT), Vehicle Speed and Air Conditioner Control Catalyst and Exhaust System
Relay, B2 (ACR) signals to calculate the cooling The exhaust system carries engine emissions from
requirements, and then switches the fan relays the engine through the exhaust manifold, engine pipe,
accordingly. and catalytic converter to the atmosphere. The
The PCM transmits CHT information to the instrument exhaust system is described in Section 309-00. A
cluster temperature gauge and the Climate Control air Heated Exhaust Gas Oxygen Sensor (HEGO) is
conditioning on the Controller Area Network (CAN) mounted before the catalytic converter. The catalytic
line. converter reduces the concentration of carbon
monoxide, unburned hydrocarbons and oxides of
Engine Cooling Strategy (excludes LPG) nitrogen in the exhaust emissions to a minimum level.
The I6 and V8 engine cooling strategy ensures the Heated Oxygen Sensors
continued operation of the engine in the event of
coolant loss or extremely high temperatures. If the The Heated Exhaust Gas Oxygen Sensor (HEGO11
engine temperature exceeds approximately 120 and HEGO21 (V8)) provides the PCM with a voltage
degrees, to maintain a safe engine operating level that relates to the oxygen content of the exhaust
temperature, the fuel injectors are sequentially shut gas.
off to allow each cylinder to be cooled by the intake
air. The engine may run rough when operating in
overheat management strategy mode. The jewel in
the cluster will light when the PCM senses that the
engine has exceeded a safe operating temperature.
The jewel will flash when fail-safe cooling strategy no
longer can keep the engine running. Shortly
afterwards, the engine will shutdown.
Evaporative Emission System
The Evaporative Emission System prevents fuel
vapours from the fuel tank being vented to the
atmosphere. Fuel vapours from the fuel tank are
collected in a carbon canister while the engine is not
running. The vapours remain trapped within the
canister until it is purged to the inlet manifold, where Item Description
the vapours are burnt as part of the normal
combustion process. 1 Fuel Injector
The Powertrain Control Module (PCM) monitors 2 HEGO Sensor
several system inputs to determine when purging the
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To comply with the catalytic converter monitoring tester (Refer to the PID and DTC charts in the Air
system for EOBD, a second "down-stream" HEGO12 Conditioning section 412-03).
and HEGO22 (V8) is now fitted.
Traction Control (TCS)
These operate on the same principle as the up-stream
HEGO and by monitoring the oxygen content of the On vehicles fitted with the Traction Control System,
exhaust gases post-catalytic converter the PCM can the Traction Control operates with additional software
calculate catalytic converter efficiency. and valves for the Anti-locking Brake System (ABS)
and additional software for the PCM to minimise
Catalytic Converter wheel slippage. The TCS monitors the speed of each
A catalyst is a material that initiates and increases a wheel using wheel sensors on each wheel. Wheel
chemical reaction without itself being consumed. The spin is detected when one of the rear wheels is
catalytic converter minimises the concentration of spinning or accelerating faster than the front or
toxic gases released to the atmosphere from the opposite side wheel. When spin occurs, the TCS/ABS
exhaust system. It contains a catalyst in the form of a module works to stop wheel spin by, if necessary,
specially treated honeycomb structure saturated with momentarily applying the brake of the spinning wheel
catalytically active precious metals. As the exhaust and signalling the PCM to reduce engine torque to a
gases come in contact with the catalyst, they are specific level.
changed into mostly harmless products. The catalyst When the PCM receives a torque reduction message
initiates and speeds up heat producing chemical from the TCS/ABS module on the CAN line, it reduces
reactions of the exhaust gas components so they are engine torque by retarding ignition timing, inhibiting
used up as much as possible. The catalytic reaction injector operation, closing the throttle plate and
only occurs when the air/fuel ratio is near the leaning off the air-fuel ratio.
stoichiometric point. The system continues to monitor for wheel slip. When
Air Conditioning System traction is restored, engine torque can be returned to
normal levels.
The PCM controls voltage to the air conditioning The system is speed sensitive and may activate
compressor clutch relay, switching on and off in traction control with engine intervention only
response to the AC Clutch request sent on the CAN
by the Climate Control HIM Module. The Climate Dynamic Stability Control (DSC)
Control HIM Module determines the operational state
of the AC compressor needed to maintain a desired With the addition of various sensors to the vehicle
evaporator air temperature based on the comfort such as the Steering Angle Sensor and a YAW rate
temperature setting selected by the driver and sensor the DSC system can calculate the direction of
passenger. the vehicle desired by the driver and the true direction
the vehicle. The DSC will then "pulse" various brakes
The PCM also controls voltage to the A/C compressor independently, via the ABS module, to assist the
clutch relay in response to engine operating driver maintain the desired direction of the vehicle. In
conditions, engine cooling requirements and A/C addition to brake intervention, if required, there may
system pressure. Using these inputs, the PCM may be a torque reduction from the engine managed by
switch the A/C compressor off to protect the engine the PCM.
under extreme operating conditions, to assist in
engine cooling or to protect the compressor if there is Automatic Transmission Control (4-Speed
an A/C system fault. The A/C compressor may be Only)
disabled temporarily if the condition is short term (eg.
at wide open throttle) or may be disabled until the The Powertrain Control Module (PCM) controls the
fault is rectified (eg. major loss of A/C refrigerant). automatic transmission gear shift. The PCM
Refer to A/C Disable Strategy Chart in the Air calculates the shift points and controls the
Conditioning section 412-03 transmission according to driving conditions, engine
When the compressor is commanded to turn on, the load and throttle demand. The PCM controls or
monitors the following automatic transmission
PCM utilizes and Air Conditioner Refrigerant Pressure
Transducer (ACPT) input (B15), and the Air functions:
conditioning Evaporator Air Temperature (AEAT) data Transmission Range Sensor (TR) <PRNDL>
on the CAN to monitor the Air Conditioner system Transmission Fluid Temperature Sensor (TFT)
performance. <TOT>
A malfunction of the air conditioning system is Shift Solenoid 1 (SS1) <GSS1>
detected by the failure of an individual sensor or by a Shift Solenoid 2 (SS2) <GSS2>
combination of factors calculated from the combined
outputs of ACPT and AEAT being out of range over a Shift Solenoid 3 (SS3) <MCS1>
period of time. The failure mode can be accessed Shift Solenoid 4 (SS4) <MCS2>
through the diagnostic connector using the WDS Variable Pressure Solenoid 5 (VPS)
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Power Control Solenoid 6 (PCS) European On-Board Diagnostics (EOBD)

Lock Up Solenoid 7 (LUS) It is a legal requirement that vehicle manufacturers
Operation, maintenance and the control strategy for utilise some form of diagnostic system to monitor
the transmission are described in Section 307-01, engine emissions and record any deviations from the
Automatic Transmission. nationally agreed emission standards.
Electronic Sport Shift (4-Speed) The Australian Emission standards were first
introduced in 1995/96 to meet both the European and
The electronic sports shift feature allows driver control US emission regulations. Since that time more
of the automatic transmission. stringent standards have, and continue to be,
The Transmission Range Sensor, TRS-A1, on the progressively introduced for implementation between
side of the transmission housing senses the 2003 and 2007 meeting the European level II (EURO
sport-shift selection of "P", "R", "N" and "D" position. II) standards during this period, with full
The resistance of the sensor changes for each implementation of EURO III by 2007.
position and is measured by the PCM as a voltage on EOBD is a software system that uses the engine
the TRS-A1 input. sensors to monitor engine emissions. In addition to
The sport shift manual, tip-up and tip-down position is the existing sensors the system also uses a
sensed by the TRS-A2 sensor, a printed circuit board downstream HEGO sensor to monitor catalytic
with 3 Hall-effect switches in the shifter console. The converter efficiency, (2 down-stream HEGO’s in Vee
sport shift lever contains a magnet in its base that engine applications).
activates the appropriate Hall-effect switch in different The requirements of EOBD are:
shift position. The switches are resistively multiplexed
Monitors emission control components and
together and are read as a voltage by the PCM on the
TRS-A2 input. exhaust systems with the aid of five monitors
Monitors emission control components
Column Shift Auto (comprehensive component monitor (CCM))
Vehicles fitted with column shift automatics use the Monitors combustion misfires
same TRS-A1 sensor on the side of the transmission Monitors upstream and downstream heated
as the electronic sport shift. The column shift oxygen sensors (HO2S monitor)
mechanism moves the sensor through an arc to allow
Monitors the fuel system (fuel monitor)
selection of “P”, “R”, “N” and “D” as well as the “3”, “2”
and “1” gear positions. Monitors catalytic converter efficiency
Monitors exhaust gas recirculation (EGR monitor)
Automatic Transmission Control (6-Speed (when hardware is fitted)
Only) Monitors secondary air injection (AIR monitor)
Vehicles fitted with the 6 speed automatic ZF-6HP26 (when hardware is fitted)
transmission, information about the engine is sent to Actuates emission control malfunction indicator
the integrated Transmission Control Module lamp (MIL) and fault memory
(TCM)/valve body via the Controller Area Network Indicates operating conditions in which fault
(CAN) system. The gear selection and diagnostics for occurred (freeze frame data)
the transmission are then controlled by the TCM.
Indicates test readiness (readiness code P1000)
Electronic Sport Shift (6-Speed) Establishes when and how emission control faults
With the 6 speed automatic ZF-6HP26 transmission must be indicated
all the driver required information is controlled by Standardized output of operating data such as
sequential sports shifter. This sends information to the engine speed, temperature, etc.
TCM and instrument cluster via the CAN. Standardized names/abbreviations for
components and systems (SAE J1930)
Control Software
Standardized fault or diagnostic trouble codes
Powertrain Control Module Memory (DTC) for all manufacturers (“P0 and P1 codes”)
(SAE J 2012)
The Powertrain Control Module (PCM) uses flash Standardized communication with diagnostic
Electrically Erasable and Programmable Read Only
equipment (SAE J1850)
Memory (EEPROM) to store the software code
required to control the powertrain. EEPROM can be Standardized 16-pin data link connector (DLC) in
electrically erased and reprogrammed without area of instrument panel (SAE J 1962)
removing the PCM from the vehicle. Fault display must be possible using generic scan
tool (SAE J1978)
Standardized protocol contents (SAE J1979)
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These sensors and actuators and special software The diagnostic characteristics of the EOBD system
continuously check systems and components which depend on the manufacturer and engine variant.
affect emissions while the vehicle is travelling and
derive the exhaust emissions accordingly. Type approval and testing
The check on systems and components which affect The operation of the EOBD system must be
emissions is carried out with so called monitoring guaranteed over the entire life of the vehicle. To
systems (monitors). obtain type approval for the Australian market, vehicle
The EOBD for Australian Ford petrol engines manufacturers must guarantee compliance with the
comprises 5 monitors from the 2005 model year specified exhaust emission limits up to at least 80,000
onwards: km (50,000 miles) or 5 years:
comprehensive component monitor (CCM) for Limit values CO HC NOx
emission control components (g/km) (g/km) (g/km)
combustion misfire monitor Euro Standard Stage 2.3 0.2 0.15
heated oxygen sensor (HO2S) monitor 3
fuel system (fuel) monitor EOBD 3.2 0.4 0.6
catalytic converter efficiency monitor The EOBD limit values are always slightly higher
than the exhaust emission limit values of Euro
The secondary air injection (AIR) monitor and the Standard Stage 3, which means that minimal
exhaust gas recirculation (EGR) monitor can also be overshooting of the Euro Standard Stage 3 limit
introduced if required.
values still does not mean that the emission control
If a monitoring system detects a fault and this is malfunction indicator lamp (MIL) is inevitably actuated.
confirmed, the emission control malfunction indicator Compliance with the specified exhaust emission limits
lamp (MIL) is switched on.
will be monitored in future by the authorities. To this
The fault protocols contain information about the end, vehicles will undergo random testing at various
nature of the fault and the distance travelled since the mileages.
illumination of the malfunction indicator lamp (MIL).
If these checks reveal that the specified limits are
The emission control malfunction indicator lamp (MIL) exceeded systematically, the vehicle manufacturer will
ensures that a fault is recognized promptly so that be held responsible. This may lead to costly service
repairs can be carried out quickly and high exhaust operations or restrictions to the type approval.
emissions avoided. Apart from this, Ford vehicles will comply with the
In future, when a fault occurs which affects emissions same exhaust emission limits over the entire life of the
and which is indicated by illumination of the emission vehicle, even after 80,000 km (50,000 miles) or 5
control malfunction indicator lamp (MIL), the driver of years, i.e. the EOBD threshold values in the PCM will
the vehicle will be obliged by law to go to an approved always be the same.
workshop with the vehicle as quickly as possible to
have the fault rectified. Comprehensive component monitor
The customer is recommended to take the vehicle to (CCM) for emission control components.
a Ford workshop as this alone has the necessary The CCM checks continuously to establish whether
special tools and test equipment for systematic fault the emission control sensors and actuators are
finding and rectification and also guarantees optimum working within the specified tolerances while the
service. engine is running.
Another part of the EOBD is the data link connector If a sensor or actuator should be outside its tolerance
(DLC) which has been standardized for all makes of band, this is recognized by the monitoring system and
vehicle and through which the monitoring authorities a fault or diagnostic trouble code is stored in the keep
can read faults which affect emissions which are alive memory (KAM).
recorded in the control module.
If an emission control component is faulty and this
With the advent of a standardised EOBD DLC fault is confirmed during the second trip, the emission
connection and the ability to use a generic code control malfunction indicator lamp (MIL) is switched
reader to retrieve DTC’s, this may indicate repairs on.
carried out by non approved repairers may be
acceptable. However, Ford Motor Company has to Only those emission control sensors and actuators in
provide an extended warranty for EOBD compliance. the control loop which are not monitored by another
EOBD monitoring system are checked.
NOTE: EOBD repairs carried out by a non-approved
repairer may fail to meet Ford Motor Company’s The input and output signals are generally checked
repair standards and adversely affect subsequent for short circuits, continuity, plausibility and exceeding
warranty claims threshold values.
The CCM covers a number of components such as for
The DLC is located in the instrument panel fuse box. example:
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electronic ignition (EI) system test the fuel injection system

idle air control (IAC) solenoid valve the fuel
fuel pump (FP) monitor the engine mechanical components
intake manifold runner control (IMRC) To make combustion misfire monitoring more reliable,
mass air flow (MAF) sensor there is a “learning mode” for the rotation of the
engine. This is necessary since for example an
maximum engine speed restriction fault code irregular signal caused by an incorrectly mounted
temperature sensors (ECT, IAT, CHT, TFT) flywheel could lead to an incorrect error message.
throttle position (TP) sensor The learning mode logically becomes active while the
knock sensor (KS) fuel supply is shut off during overrun since no
active carbon canister (CANP/SPV/VMV) combustion misfires can occur in this mode.
variable camshaft timing (VCT) Therefore (after the KAM has been cleared) the
combustion misfire monitor can only operate correctly
keep alive memory (KAM) when the vehicle has been travelling in overrun long
fuel injection circuit enough (refer to the dealer test cycle).
temperature manifold absolute pressure (TMAP) The data from the learning mode is stored in the
sensor KAM.
fuel level (in tank) input (FLI)
Type A combustion misfires
Some CCM tests may also be activated individually
with a diagnostic tool. Combustion misfires of Type A cause damage to the
catalytic converter due to high temperatures.
Combustion misfire monitor If a certain number of misfires are detected during
Combustion misfires are identified by the crankshaft these 200 revolutions, these are described as Type A
position (CKP) sensor to detect exhaust emissions misfires which damage the catalytic converter.
which lie above the EOBD threshold values. If a Type A combustion misfire is detected, the
The combustion misfire monitoring system was emission control malfunction indicator lamp (MIL)
developed to identify misfires in the engine and the flashes at once.
respective cylinder. In the case of vehicles with FMEM (not with 4-cylinder
These misfires are identified engines) which therefore cut out the fuel injection to
when the vehicle is stationary from idle speed avoid over-enrichment, the emission control
malfunction indicator lamp (MIL) does not flash but
(gear lever in neutral position or selector lever in
position “P”) to 3000 rpm; comes on continuously.
when the vehicle is moving from idle speed to Type B combustion misfires
4500 rpm.
Combustion misfires of Type B lead to an increase in
Each individual combustion operation must produce a exhaust emissions above the EOBD threshold values.
characteristic acceleration at the flywheel. With
If a certain number of misfires are detected during
combustion misfires the flywheel turns more slowly to
the next ignition point. these 1000 revolutions, these are described as Type
This monitoring system uses the crankshaft position B misfires which can lead to increased exhaust
emissions.
(CKP) sensor to check the rotation and acceleration in
each working cycle. The emission control malfunction indicator lamp (MIL)
Through the CKP sensor the monitoring system only comes on when a Type B combustion misfire
occurs during a second trip.
compares the rotation and acceleration of the
crankshaft, enabling it to locate misfires in the If no more misfires occur - in identical conditions -
cylinders. during the following three trips, the emission control
malfunction indicator lamp (MIL) goes out again.
Through the CKP sensor the PCM registers any
change in crankshaft rotation which indicates a Additional Misfire Monitor Information
combustion misfire.
The misfiring cylinder can be determined by Profile Correction
additionally using the CMP sensor signal. Profile Correction is a method of applying correction
The monitoring of combustion misfires is carried factors to the raw crankshaft position signals to
out continuously and is independent of other compensate for periodic noise factors such as EDIS
monitoring systems. wheel irregularities or engine dynamics. Profile
Combustion misfires are caused by: Correction factors are learned during closed throttle
100 – 60 kph decelerations in decel fuel shut off.
the ignition system There are min and max rpm, vehicle speed, load and
BF00006 en 01/2006 2006.0 BF Falcon

delta rpm boundaries for enablement. Profile Engine load within +/- 20% of fault condition
correction is learned once after a KAM reset (such as Engine warm up status same as fault condition
when the battery is disconnected) or OBD reset (warm / cold start)
(through the diagnostic tool). A couple of closed
The MIL may be extinguished on the fourth trip if no
throttle decelerations from 100 kph without pressing
the brake should be enough to learn profile correction test fails for three trips. Diagnostic Test Codes (DTCs)
and enable misfire detection. and freeze frame data will remain for 40 trips after the
fault.
Test Types
Snap Shot and Freeze Frame Data
There are two main tests performed as part of the
misfire detection diagnostic. The Type A test detects Misfire Snap Shot: This data is taken at the time of
high levels of misfire over a short period that could the first misfire in a 200 rev Type A test. It is stored
damage the catalytic converter. The Type B test until the occurrence of another misfire in a
detects lower levels of misfire over a longer period subsequent 200 rev test.
that would cause the exhaust emissions to exceed the Misfire Freeze Frame: If a 200 or 1000 rev test fails,
EOBD tailpipe pollution standard. the Misfire Snap Shot data is transferred and stored to
Type A Test – If the misfire rate at the end of a 200 the Misfire Freeze Frame. This data is in addition to
revolution interval exceeds the rate determined to the Normal Mode $02 Freeze Frame (below) and
produce catalyst damaging temperatures and the more accurately captures the misfire conditions.
catalyst temperature model indicates a catalyst over Misfire Freeze Frame data cannot be overwritten like
temperature condition, a pending fault is indicated and other OBD faults.
the Malfunction Indicator Light (MIL) will blink at a 1Hz Normal Mode $02 Freeze Frame: If a 200 or 100 rev
rate. The MIL will continue to blink until a 200 test fails, Mode $02 Freeze Frame values are both
revolution test passes without catalyst damaging acquired and stored at the end of the failed test.
levels of misfire. This may take a period of time to (Misfire may or may not be still occurring at this point
complete – refer to note below. If the catalysts in time.) A misfires fault will cause Mode $02 Freeze
damaging levels of misfire are detected on Frame data from other faults to be overwritten.
subsequent trip (without the pending fault having been The Snap Shot and the Freeze Frame will bracket the
erased), a fault code will be stored, the MIL will flash occurrence of misfire and assist diagnosis.
until the misfire condition clears and then be
If no misfire fault codes are present, Misfire Freeze
illuminated continuously. For a V8 with two catalysts, Frame data is updated whenever a 200 rev test rate
the misfire rate is determined as the number of exceeds the previous high value saved in the freeze
misfires per cylinder bank.
frame.
Type B Test – If the misfire rate calculated during any Misfire Freeze Frame data is stored and held by the
four consecutive 1000 rev intervals during a trip first misfire fault code.
exceed a calibrated threshold, a type B pending code
will be set. If the same criteria are met on a Misfire Fault Codes
subsequent trip (without the pending fault having been
erased), a fault code will be stored and the MIL will be P0300 – Unknown or irregular cylinder misfire
illuminated continuously. (random misfire). Overall misfire level is above a
threshold, but not one individual cylinder misfire rate
Note that there are many situations which can disable too high.
misfire detection. These include low loads, injector
fuel cut during deceleration, A/C transitions, vehicle or P0301 – Misfire on cylinder 1
engine speed limiters, traction control events or P0302 – Misfire on cylinder 2
torsional noise through the driveline (due to driving P0303 – Misfire on cylinder 3
over very rough roads). The 200 and 1000 rev test
intervals do not include the periods where misfire P0304 – Misfire on cylinder 4
detection is disabled and hence each test may take P0305 – Misfire on cylinder 5
many more engine revolutions to complete. P0306 – Misfire on cylinder 6
Fault Code / MIL Clearing P0307 – Misfire on cylinder 7
P0308 – Misfire on cylinder 8
A pending code can be cleared before MIL
illumination if a Type A or Type B test is completed at P0316 – Misfire Type B failed in the first 1000 rev
similar conditions and the misfire rate is below 0.1%. interval. This will be concurrent with other misfire
This must occur on the trip after the one setting the codes and only indicates a failure immediately after
pending code. If similar conditions are not seen after engine start. Freeze Frame parameters will indicate
80 trips, the pending code will be cleared. Similar hot or cold restart status. This fault will set a code but
conditions are defined as follows: not turn on the MIL.
Engine rpm within +/- 375 RPM of fault condition The following codes exist, but require calibration
changes or defective hardware to induce faults..
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P0315 - Profile correction unable to be learned, second trip, the emission control malfunction indicator
although 255 attempts have been made. lamp (MIL) is switched on.
P1336 – Misfire error due to noisy crankshaft or When the fuel system monitor has located a fault, it
camshaft position sensor. This fault will set a code but can switch off other monitors (for example the
not turn on the MIL. HO2S and air injection monitors) since this can affect
P0606 – PCM error – an error detected in the internal their reliability.
working of the PCM “LONGFT1” and “LONGFT2” (second upstream
Fuel monitor HO2S) are the parameters for the permanent fuel
adjustment in the WDS.
The operation of the fuel system is monitored to The fuel monitor operates continuously while the
detect faults which lead to high exhaust emissions engine is running.
and lie above the EOBD threshold values.
A strategy was developed to monitor the trim Catalytic converter efficiency monitor
adjustments made in the fuel system. The operation of the catalytic converter is monitored
The upstream HO2S measures the oxygen level in to detect any deviation in the efficiency of the catalytic
the exhaust gas (indicating a rich or lean mixture) and converter. Deviations above the EOBD threshold
feeds a message back to the PCM. values lead to increased exhaust emissions.
If the signal is on average at the “rich limit”, too The exhaust gases from the engine which flow into
much fuel is being injected. the catalytic converter contain among other things
The PCM then makes a trim adjustment to the hydrocarbons (HC), carbon monoxide (CO) and
opening times of the fuel injectors (short term fuel oxides of nitrogen (NOx).
trim = SHRTFT) to lean the mixture. The catalyst has a ceramic honeycomb which is
If the same deviation is registered a number of times coated with catalytically active material. As the
at a particular engine speed and load, the result is a exhaust gases flow through the ceramic honeycomb,
permanent correction factor (long term fuel trim = the catalytic material ensures that the HC and CO are
LONGFT). This is then stored in the keep alive oxidised and the NOx are broken down. During this
memory (KAM). process the named gases are converted into water
(H2O), carbon dioxide (CO2) and nitrogen (N2).
The keep alive memory (KAM) contains an adaptive
fuel table (self-learning table) for all engine For this the catalytic converter requires a
speed/load combinations. stoichiometric or chemically balanced mixture of HC
and oxygen (O2) for efficient conversion.
The information which was collected at different
engine speeds/loads is used for calculating the This is achieved through the fuel mixture which
mixture and stored in the cells of the adaptive fuel fluctuates within tight limits around the stoichiometric
table. mixture of 14.7 parts air to 1 part of fuel by mass
(14.7:1).
The value of the adjustment multiplier for the fuel
calculation is 0.5 plus the corresponding value taken Surplus fuel or a rich mixture reduces the conversion
from the adaptive fuel table. of HC and CO since this causes a shortage of oxygen
(O2) in the catalytic converter. In contrast, surplus
The PCM calculates the LONGFT from SHRTFT oxygen reduces the conversion of NOx.
information so as to ensure that switching takes place
around the stoichiometric mixture of 14.7:1 while The fuel mixture is monitored continuously by the
operating in closed loop. upstream HO2S and therefore continuously switched
between “rich” and “lean”.
A fault is only registered when a correction factor has
become so large that it exceeds a certain threshold In addition, the catalytic converter helps to maintain
value. the stoichiometric mixture. For this, when the mixture
is “lean”, oxygen (O2) is stored which is released
This threshold value must be fixed so that a fault or again when the mixture is “rich”.
diagnostic trouble code is produced before the
exhaust emissions exceed one and a half times the The active surface of an efficient catalytic converter
permitted exhaust emission limits. stores oxygen (O2) and releases it again to offset
deviations in the mixture.
The LONGFT range is also expressed as a
percentage (%). Contamination or premature ageing of this active
surface reduces the ability to store oxygen (O2). The
These threshold values can be adapted to changes in result is lower catalytic converter efficiency.
altitude or to high levels of fuel from the EVAP system
without setting a fault. This means that the catalytic converter efficiency is
determined by the storage capacity of the
If a fault is located in the LONGFT or the SHRTFT, a catalytic converter.
fault code is set. If the fault is still present during the
However, this conversion capacity is limited even with
an efficient catalytic converter. At high flow rates the
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exhaust gases do not remain in the catalytic converter Operating Strategies

long enough to be converted completely, which
reduces the catalytic converter efficiency. Adaptive Idle Air Control Strategy
The induced mass of air is used as a parameter in the The adaptive idle air control strategy is designed to
catalytic converter monitoring system as this is adjust the idle calibration to correct for wear and
directly related to the flow rate of the exhaust gas. ageing of components. When engine conditions meet
The upstream HO2S measures the quantity of oxygen the adaptive strategy-learning requirement, the
upstream of the catalytic converter, the downstream strategy monitors the engine and determines the
HO2S the quantity after it. These two signals are values required for ideal idle calibration. The adaptive
compared with one another to determine the oxygen strategy stores these values within a table in memory
storage capacity of the catalytic converter. for later reference. This table is used by the PCM for
The signals from the downstream HO2S are different correction factors when controlling idle speed. The
to those of the upstream HO2S. adaptive idle table is stored in Keep Alive Memory
(KAM) and retains the learned values even after the
When a catalytic converter is working correctly, engine is turned OFF. A Diagnostic Trouble Code
the signal from the downstream HO2S has a low (DTC) is output when the adaptive strategy has
peak to peak amplitude and a low switching reached its limits.
frequency. The mean voltage is more than 0.45 V
but less than 1 V. Whenever an idle air control system component is
renewed or cleaned, or a repair affecting idle is
When a catalytic converter is working badly, the performed, the KAM should be reset to ensure the idle
signal from the downstream HO2S has a higher strategy does not use the previous adaptive values.
peak to peak amplitude and a higher switching Re-training the PCM is described in the ‘Resetting
frequency. The Powertrain Control Module’ section.
The number of switching operations is counted while
the vehicle is travelling and when the monitoring Adaptive Fuel Control Strategy
system is activated. The fuel control system uses the adaptive fuel table to
The number of switching operations of the upstream compensate for normal variability of the fuel system
HO2S (from “rich” to “lean” and vice versa) is counted components caused by wear or ageing. During
during the different constant driving conditions. closed-loop operation, if the fuel system is biased lean
The number of switching operations of the or rich, the adaptive fuel table will shift the fuel
downstream HO2S is counted at the same time as the delivery calculations to remove the bias. The fuel
switching operations of the upstream HO2S. system monitor has two means of adapting; Short
Term Fuel Trim (SHRTFT) and Long Term Fuel Trim
The test is terminated when the correct number of (LONGFT). In both cases the range is displayed as a
switching operations of the upstream HO2S is percentage on the WDS tester.
counted during the different driving conditions.
NOTE: With Vee engine configurations the PCM
The efficiency of the catalytic converter is identifies each bank as a separate engine. When
estimated by calculation of the ratio of the monitoring both the long and short term fuel trim the
switching operations of the downstream HO2S to PID descriptors may appear as SHRTFT1 and
the switching operations of the upstream HO2S. LONGFT1, indicating bank one and SHRTFT2 and
If the catalytic converter is working correctly, the LONGFT2, indicating bank two. This is a useful aid to
switching ratio is low (near to 0). If the catalytic diagnostics as, if one bank has gone outside the fuel
converter is not working so efficiently, the switching trim limits and the other is still operating correctly, it
ratio is high (near to 1). will give a general indication to the area of concern.
This means that when the catalytic converter is Short Term Fuel Trim (SHRTFT) is a parameter that
working badly, the signal of the upstream HO2S and indicates short-term fuel adjustments. The Powertrain
the signal of the downstream HO2S are almost Control Module (PCM) calculates the SHRTFT from
identical. From this it can be concluded that the Heated Exhaust Gas Oxygen Sensor (HEGO) inputs
exhaust gases flowing into the catalytic converter are to maintain a 14.7:1 air-fuel ratio during closed-loop
flowing out again without any significant conversion operation. A negative percentage means that the
process taking place. HEGO is indicating a rich mixture and the PCM is
NOTE: EOBD can also monitor Exhaust Gas attempting to lean the mixture. Ideally, SHRTFT
Recirculation (EGR) and Secondary Air Injection (AIR) should remain near 0% but has the ability to adjust
if fitted. from between -25%to +35%.
Long Term Fuel Trim (LONGFT) indicates long-term
fuel adjustments. LONGFT is also referred to as
adaptive fuel control. LONGFT is calculated by the
PCM using information from the SHRTFT to maintain
a 14.7:1 air-fuel ratio during closed-loop operation.
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The range of LONGFT is from -35%to +35%. The either inferring sensor values from remaining
ideal value is near 0% but variations of +20% are operational sensors or by using calibrated default
acceptable. Information gathered at different engine values.
speeds and loads is stored in the adaptive fuel tables T-MAP sensor failure
for later use in fuel calculations.
TP sensor failure
SHRTFT and LONGFT work together. If the HEGO
indicates the engine is running rich the PCM will ECT sensor failure
correct the rich condition by moving SHRTFT in the IAT sensor failure
negative range (less fuel to correct for a rich Speed Limiting Strategy
combustion). If after a certain amount of time
SHRTFT is still compensating for a rich condition, the NOTE: In some cases, excessive engine or road
PCM adapts, moving LONGFT into the negative speed may be caused by loss of traction due to wheel
range to compensate and allows SHRTFT to return to slippage on loose surfaces such as; sand, gravel, wet
a value near 0%. roads, mud, snow or ice.
As the fuel control and air metering components age Over-revving of the engine in park, neutral or while
and vary from nominal values, the adaptive fuel driving may also cause the PCM to initiate its speed
strategy learns corrections while in closed-loop fuel limiting strategy.
control. The corrections are stored in a table that is a
function of engine speed and load. The tables reside To prevent damage to the powertrain components,
the Powertrain Control Module (PCM) reduces the
in Keep Alive Memory (KAM) and are used to correct
fuel delivery during open and closed-loop operation. throttle and disables the fuel injectors whenever the
As changing conditions continue the individual cells engine or road speed reaches specific limits. Once
the speed is reduced to below the set limit, normal
are allowed to update for that speed load point. If,
during the adaptive process, both SHRTFT and operation will resume. Diagnostic Trouble Code (DTC)
LONGFT reach their high or low limit and can no P1270 is reported if the engine or road speed
exceeds the limit. No repair is required. However, the
longer compensate, a Diagnostic Trouble Code (DTC)
is reported. DTC should be cleared and the driver informed of the
engine and road speed limits applicable to the vehicle.
Whenever an injector or the fuel pressure regulator is
The road speed limit varies according to model. The
renewed, the Keep Alive Memory (KAM) should be
reset to delete the existing adaptive values. The engine speed is limited to approximately 6,000 RPM
system will generate new values for the replaced for both the I6 and V8 4 valve (It is slightly lower for
the V8 3 valve at approximately 5,300 RPM). On
component. Refer to the ’Resetting the Powertrain
Control Module’ section. automatic transmission vehicles, placing the selector
in the NEUTRAL, “N” position limits the engine speed
Failure Mode Effects Management to approximately 3,000 RPM. Engine and vehicle
speed limiting is nominally controlled by reducing
Failure Mode Effects Management (FMEM) is a throttle opening to an appropriate level. Speed
Powertrain Control Module (PCM) strategy that overshoots beyond these limits are controlled by
maintains vehicle operation if one or more of the momentarily disabling the fuel injectors.
major input sensors fail.
When an input sensor is out of limits, an alternative Operating Modes
strategy is initiated by the PCM. A fixed value is The mode used by the Powertrain Control Module
substituted for the faulty one. The PCM then (PCM) to control the fuel injection and ignition
continues to monitor the incorrect sensor input. If the systems depends on the operating conditions.
sensor later operates within limits, the PCM returns to Operating modes are shown in the diagram below,
the normal engine operation. and are described in the following section.
This mode allows the PCM to compensate for any of
the four major sensor or sensor circuit failures by
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Normal Mode Whilst cranking, all the injectors fire simultaneously on

the rising edge of every internal Profile Ignition Pickup
In normal operating mode the PCM controls the (PIP) signal. With each opening, each injector
powertrain in all operating conditions. Normal mode supplies 1/6th (I6) or 1/8th (V8) of the fuel required for
commences when the engine is started, either cold or one cycle.
hot, then continues throughout the entire range of
engine operation. Normal mode is made-up of two Once engine speed reaches approximately 240 RPM,
the PCM will enter under-speed mode.
parts: Start-Up Mode and Run Mode. Each mode has
further sub-modes that control the powertrain under To assist in clearing a flooded condition, the PCM
specific conditions. If engine or vehicle speed disables the fuel injectors if the throttle is held wide
exceeds the specified limit, the PCM will initiate the open during Crank mode. It is possible this may
Engine Speed Limiting Strategy to prevent damage to introduce a DTC, P1124. If this is the case clear the
the powertrain. DTC and proceed with a KOEO and a KOER test.
Start-Up Mode Under-Speed Mode
In Start-Up Mode the PCM starts the engine and Under-speed Mode assists the transition from Crank
manages the engine until it reaches Run Mode. The mode to Run mode and prevents stall. Under-speed
Start-Up strategy manages the transition between mode occurs once the engine fires, indicated by an
cranking, start-up, cold running and normal engine engine speed of more than 200 RPM. Once the
operation. The PCM uses several phases to reach engine fires, the PCM switches to sequential fuel
Run mode. injection, using Crankshaft Position Sensor (CKP) and
the Camshaft Position Sensors (Cylinder
Crank Mode Identification) (CMP) <CID> to synchronise the fuel
Crank Mode provides the engine with the correct injection and ignition timing. The injector pulse width
parameters for rapid, “no touch” start-up. Crank mode is switched to use the values stored in the adaptive
occurs when the ignition switch is moved to the fuel strategy tables and trimmed by input from various
START position and the engine speed is below 200 sensors. Ignition timing is held at 10…BTDC and the
RPM. In Crank Mode the ignition timing is set to Electronic Throttle Control (ETC) controlling the air
10°…BTDC, and the injector pulse width is intake to maintain idle speed.
determined by the signal from the Cylinder Head When operating in sequential injection mode, the
Temperature Sensor (CHT). PCM delivers the correct amount of fuel to the port
above each intake valve, once every 720… of engine
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revolution. The PCM will maintain Under-speed mode Wide Open Throttle
until the engine speed reaches or exceeds 400 RPM,
and until the engine reaches normal operating Wide Open Throttle (WOT) mode is used to enrich the
temperature, at which time the PCM will switch to Run mixture according to the driver’s throttle demand.
mode. Wide Open Throttle is indicated when the Accelerator
APP sensor signal exceeds approximately 4 volts.
Run Mode Under these conditions, the Powertrain Control
Module (PCM) enters Wide Open Throttle mode,
The Powertrain Control Module (PCM) switches from enriching the mixture to obtain maximum
Under-speed to Run mode when engine speed is
performance. The Air-Conditioning (Air-con), the
greater than 400 RPM. Once the engine and Heated charging system (smart charge) and EVAP Canister
Exhaust Gas Oxygen Sensors (HEGO’s) have Purge Solenoid (EVAP) is turned OFF during WOT
reached normal operating temperature, the PCM
mode.
operates in Run Mode and selects either Open or
Closed Loop operation according to the throttle Closed Loop
position and driving conditions.
There are two basic modes of fuel injection control:
In addition to the control sequences for Under-speed Open Loop and Closed Loop.
mode, in Run mode the ignition timing is varied by the
PCM to suit engine load and demand. The engine will The PCM will operate in Closed Loop depending on
operate in Open or Closed Loop mode according to the driver’s throttle demand, measured by the APP
the signal from the Accelerator Pedal Position (APP) Sensor and when the engine and the Heated Exhaust
Sensor. Gas Oxygen Sensor (HEGO) sensor has reached
operating temperature.
During rapid throttle opening, the PCM will provide
acceleration enrichment by applying additional pulses Closed Loop Mode controls exhaust emissions of
to the injectors (increasing injection frequency). hydrocarbon (HC), carbon monoxide (CO) and
nitrogen oxide (NOx) gasses, while providing excellent
Open Loop fuel economy, optimal power and performance. The
system regulates emissions and fuel economy by
There are two basic modes of fuel injection control:
controlling the air-fuel ratio at the optimum level
Open Loop and Closed Loop. The PCM will operate in during different driving conditions.
Open Loop depending on the driver’s throttle
demand, measured by the APP Sensor or when the Within the closed loop system, deviations from the
Heated Exhaust Gas Oxygen Sensor (HEGO) sensor optimal air-fuel ratio are measured. The PCM
has not reached operating temperature. monitors the signal from the HEGO sensor, and then
adjusts fuel-air mixture to maintain the correct ratio.
The PCM will operate the engine in Open Loop mode
during warm engine start-up, engine warm-up, part The principle is based on measuring the residual
throttle mode and wide open throttle conditions. oxygen content in the exhaust with a HEGO sensor.
The oxygen content of the exhaust is a measure of
In Open Loop Mode, the PCM updates the adaptive
the air-fuel ratio being provided to the engine. Where
fuel strategy tables stored in memory. The adaptive the air-fuel ratio deviates from the stoichiometric point
fuel strategy is described in the ‘Adaptive Fuel of 14.7:1, the sensor voltage output changes sharply.
Strategy’ section.
The PCM evaluates the change and adjusts the
Start-Up and Idle injector pulse width to maintain the air fuel ratio within
the stoichiometric point. In Closed Loop Mode, the
During Crank Mode and under-speed mode the air-fuel ratio is kept at the optimum for all driving
engine operates in Open Loop mode. The PCM varies conditions.
the air-fuel ratio (fuel mixture) to maintain the engine
This precise control of the fuel-air ratio allows a
speed or assist in warm-up. During cold start and
warm-up the fuel mixture is enriched to promote easy catalytic converter to be used in the exhaust system
starting and smooth idle. to burn-up the harmful particles and maintain the
lowest exhaust emissions.
As the engine warms to normal operating
temperature, the fuel injector pulse width is gradually After the HEGO has reached operating temperature,
reduced, bringing the mixture with the normal the PCM selects Closed Loop Mode during closed
throttle or part throttle operation.
operating range. Once the engine is running at normal
operating temperature the PCM will switch to Closed Closed Throttle Mode
Loop Mode once the engine has been idling for
approximately 60 seconds. The engine normally Closed Throttle Mode occurs whenever there is no
operates in Closed Loop Mode when the throttle is demand on the throttle. This occurs during idle,
closed. coasting and deceleration. The PCM is able to detect
a closed throttle condition by monitoring the signal
from the APP sensor.
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The PCM controls idle speed, injector pulse width and WDS will automatically attempt to retrieve the module
ignition timing in Closed Throttle Mode to maintain the configuration information from all modules and from a
correct air-fuel ratio. backup location in the PCM when the vehicle ID is
Under periods of prolonged idle, the PCM will exit carried out. If the module and the PCM do not contain
closed loop mode and hold the mixture slightly richer correct information the diagnostic tool will display a list
than the stoichiometric point to enhance idle quality. of items that you will need to manually configure. The
diagnostic tool will program the module based on the
During deceleration at engine speeds above
data you enter.
approximately 2,000 RPM, the injectors are shut off.
At engine speeds below 2,000 RPM, the fuel injectors There are three different methods that are used for
are re-enabled. module programming:
Whenever an injector or the fuel pressure regulator is programmable module installation (PMI)
renewed, the Keep Alive Memory (KAM) should be module reprogramming
reset to delete the existing adaptive values. The programmable parameters
system will generate new values for the replaced
component. Refer to the "Resetting the Powertrain Some modules do not support all three methods.
Control Module" section. Programmable Module Installation (PMI)
NOTE: If the driver has driven the vehicle The programmable module installation (PMI) method
enthusiastically, resetting the adaptive fuel tables will is used when a new PCM module is installed on the
result in the fuel defaulting to there original factory
vehicle. The diagnostic tool automatically obtains any
settings. The driver may report a perceived reduction available module option content information for the old
in performance, however the performance will return PCM during the vehicle ID routine that runs when the
as the PCM "re-learns" the drivers driving style.
diagnostic tool is initially connected to the vehicle. It is
important that you connect WDS to the vehicle and
Powertrain Control Hardware allow it to identify the vehicle and obtain configuration
data prior to removing the old PCM.
Powertrain Control Module
PCM Programming
The centre of the PCM system is a microprocessor
controlled Powertrain Control Module (PCM). A PCM may need to be reprogrammed or replaced as
Depending on model, the PCM has 92 or 122 part of a repair. Additional vehicle concerns may be
electrical connector pins through which it receives caused if proper programming procedures are not
input from sensors and other electronic components. followed.
Based on information received and programmed into
its memory, the PCM generates output signals to Action:
control the engine and transmission through various Use the following procedure to reprogram the PCM.
relays, solenoids and actuators. Verify repair after reprogramming.
Module Programming Service Procedure
Special Tool(s) Preliminary Steps - Existing PCM
Worldwide Diagnostic System
Reprogramming or PCM Replacement
(WDS) 1. Connect a low amperage battery charger to
— vehicle.
2. Use WDS.
Make sure WDS is docked or attached to
vehicle battery supply.
Verify WDS software is at the latest release
Principles of Operation level.
3. If there is a communication error, attempt to
PCM modules must be programmed as part of the
communicate with a different WDS unit or PDS if
repair procedure. If this procedure is not followed the
available.
module will not function correctly and may set a
number of DTC’s, including P1639, which indicate 4. If you can communicate with another diagnostic
that some necessary data has not been programmed scan tool, carryout WDS diagnostics particularly
into the module. cable test procedures
PCMs should not be exchanged between vehicles. In 5. If communications cannot be established, check
most cases the parameter values or settings are VPWR, ignition supply and ground connections to
unique to that vehicle, and if not set correctly will PCM
cause malfunctions or faults.
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1. Verify powers and grounds to PCM by loading

and voltage drop testing circuits.
PCM Replacement - Standard 2. Follow Pin Point Tests to verify network integrity.
1. Open WDS vehicle session with original PCM NOTE: The ignition must remain in the "OFF"
installed in vehicle. If the original PCM is not able position until performing step 8. DO NOT turn the
to communicate, to open a session, proceed to key on when WDS is initially connected to the
the Blank Path Programming procedure. DLC
2. Install the new PCM. 3. Connect WDS to vehicle.
NOTE: If the WDS is required for use on another 4. Select "16 pin", select "All others, except those
vehicle while the PCM is being fitted, place the below", press TICK.
session on "HOLD" for use later.
5. Screen shows installation of cable, press TICK.
3. Attempt to start the vehicle. 6. Screen shows to turn ignition ON. DO NOT TURN
4. Run KOEO Self Test to check for diagnostic IGNITION ON. Press TICK.
trouble codes (DTC’s) in PCM.
7. Screen shows progress bar, then screen tells you
5. Check for DTC P0602/P0605/P1639. "No communication can be established with the
If DTC P0602/P0605/P1639 is present then PCM" and asks you if you want to retry? Select
Programmable Module Installation (PMI) "NO". With the ignition key still OFF, press TICK.
procedure must be performed. Use the WDS 8. Screen shows to turn ignition ON. Turn ignition
session opened at Step 1. on, press TICK.
If DTC P0602/P0605/P1639 is not present, 9. Screen shows "The PCM installed to this vehicle
then verify Programmable Parameters are is blank". You will be prompted to select VIN from
properly set such as tire size, axle ratio, etc. a list of previous sessions. Press TICK.
6. Check for DTC B2900. 10. When previous sessions are shown select "None
If DTC B2900 is present, perform PMI on the of the above".
ABS module. Do Not replace ABS module for 11. Screen shows "To enable WDS to reprogram the
this procedure when directed. You may be PCM with the correct calibration", enter one of the
prompted to enter the 9 lines of PCM As-Built following: Vehicle Calibration # (7 digits), Tear
data during this procedure. Tag # (4 digits), or PCM part #, press TICK.
If DTC B2900 is not present proceed to Step 12. Highlight the box next to the selection chosen,
7. and enter ONLY ONE of the selections listed
7. Diagnose all other DTC’s following normal above. Press TICK.
diagnostic procedures. 13. Follow and answer correctly all remaining
Reprogramming does not complete or fails - screens.
Existing PCM Reprogramming or PCM 14. Once PCM is reprogrammed communication
Replacement should be re-established and PATS system can
be reset (if necessary) as per Section 419-01 of
1. Verify all cables are properly connected. the Workshop Manual.
2. Verify vehicle battery is at proper charge level. Module Programming
3. Verify scan tool battery is at proper charge level.
Calibration update is used to install a new calibration
4. Attempt reprogramming procedure again. and strategy into a module. The updates are usually
5. If reprogramming still does not complete properly, issued to fix a concern in the module software and
save current session, reboot WDS, open previous would normally be addressed by a technical service
session, and attempt reprogramming again. bulletin (TSB).
6. If reprogramming still does not complete or you
are now unable to communicate with PCM, Vehicle Identification (VID) Block
proceed to the Blank Path Programming The PCM’s contain a memory area called the vehicle
procedure. identification (VID) block. The VID block is used to
store powertrain configuration information.
Blank path reprogramming - Existing PCM
Reprogramming or PCM Replacement The PCM VID block contains the factory settings for
the configurable modules unless the PCM is flashed
Perform this procedure prior to PCM replacement if a with a new calibration in which case some PCM
vehicle comes in with a PCM that will not parameters may be modified.
communicate and previous instructions have failed to
establish communication
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NOTE: If the VID is incorrectly programmed it will Feature Falcon

cause multiple concerns with systems which interact Speed Control Not Present
with the PCM, notably the automatic transmission,
cruse control, ABS, DSC, incorrect speed display etc. Present
Speed Source ABS Only
Reprogramming the VID block
Other
NOTE: Ensure that the most up-to-date software
version is installed in WDS. Traction Control
NOTE: In the case of engine running concerns, Power and Ground Signals
module-reprogramming of the PCM may be required.
For this purpose, a revised software version is Vehicle Power
transferred to the PCM using WDS TURN-ON
Select the "Module reprogramming" submenu in the When the ignition switch is turned to the START or
"Module programming" menu tool box and then follow RUN positions, positive battery voltage (B+) is applied
the instructions. to the PCM’s IGNSNS input (C-301, Pin B9). The
NOTE: Following installation of a wheel/tire PCM’s PWRSTN (C-301, Pin B37) output grounds the
combination, for which the tire-tread circumference VPWR (C-301, Pin B46) relay. Since the other end of
does not correspond to that of standard tires, the tire the VPWR relay coil is wired to B+, this energises the
size must be changed in the powertrain control coil and closes the contacts of the PCM power relay.
module (PCM) using WDS. This supplies VPWR to the PCM, turning it on.
TURN-OFF
Select the "Programmable parameters" submenu in
the "Module programming" menu tool box and enter When the ignition switch is turned to the OFF or ACC,
the corresponding tire size under the "tire size" menu the PCM IGNSNS input reads 0V. The PCM turns off
item the injectors and commands the electronic throttle to
the closed position. Approximately 1 second later, the
General Procedures PWRSTN output turns off and de-energises the PCM
power relay. This turns off VPWR to the PCM.
General Procedures
Keep Alive Memory
Tire Size and Axle Ratio The PCM stores some information in Keep Alive
Using the WDS, select Module Configuration and Memory (KAM). The KAM remains powered through
Programming then follow the screen prompts. Keep Alive Power (KAPWR, C-301, Pin B40) when
the ignition key is in the OFF position so that this
Tire Size, Axle Ratio and Option Index information is not lost. KAPWR is routed through a
Feature Falcon fuse, situated in the instrument panel.
Tire Size 215/60 R16 If the PCM power supply is interrupted then the PCM
225/50 ZR17 may lose the "Keep Alive Memory" data. The KAM
215/55 R16 data retention time for the PCM depends on the
245/40 ZR18 module temperature during the period without power
(e.g. battery disconnected).
225/55 R16
235/45 R17 Vehicle Reference Voltage
215/66 R16 Vehicle Reference Voltage (VREF) is a positive 5.0
Axle Ratio 3.23:1 Volt output from the PCM used by the sensors.
2.73:1 There are a number reference voltage supply pins,
3.45:1 some are dedicated to a specific sensor i.e. C-300,
pin A32 supplies a reference voltage to the Throttle
3.45:1 (Heavy duty-6 Cyl) Position Sensor (TPS) only. The reference voltage
2.53:1 (Heavy duty) from C-300, pin A36 supplies the
2.73:1 (Heavy duty) Temperature-Manifold Absolute Pressure Sensor
3.23:1 (Thick wall tubes) (T-MAP), the Cylinder Head Temperature (CHT)
sensor, the Cylinder Identifier (CID1 and CID2) and
3.73:1 (Heavy duty) the Air-conditioning Pressure Transducer (ACPT)
3.45:1 (Thick wall tubes)
3.45:1 (Heavy duty-8 Cyl) Signal Return
3.45:1 (Locking axle) The Signal Return (SIGRTN) is a dedicated ground
circuit used by engine sensors.
3.23:1 (Locking axle)
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Power Ground are, for pocket A C-300, pocket B C301 and pocket C
Power Ground (PWRGND) is an electric ground C-302. If you are required to obtain a multi-meter
return for the Powertrain Control Module (PCM). measurement in the pocket it will state for example
pin 34, pocket B. If you are required to take a reading
There are a number of PWRGND connections utilised from a connector it will state pin B34, connector C301)
within the PCM. (C-301, Pin Nos. 1, 11, 12, 23 and 1. Ensure that the vehicle ignition system and the
C-302, Pin No 1). Within the PCM each of these instrument cluster are working correctly by
PWRGND connections will have specific functions
observing the warning lamps on the instrument
grounding specific sensors or actuators. Hence when cluster at the ignition "RUN" position. (II)
carrying out diagnostic procedures it is vitally
important to ensure all the PWRGND are in 2. Check the condition of fuse 11 in the PDB (engine
serviceable condition compartment fuse box) (30A)
3. Turn the ignition off and remove the ECC relay
Power Supply (R12, PDB).
The PCM’s power relay voltage supply (VPWR) is 4. Turn the ignition switch to position II.
controlled by the PCM’s power sustain (PWRSTN) 5. Using a suitable multimeter and probe adapters
output circuit. The PWRSTN output turns on check the supply voltage to the relay holder. (A
immediately when the ignition is “ON” and maintains digital multi-meter or the WDS multi-meter
power to the PCM power relay for a further 1 second function is recommended)
after key-off. This key-off delay enables the PCM to
position the ETC throttle plate close during engine 6. With the black multimeter probe connected to
shut down. ground, probe connection 175B, this should
indicate near battery voltage.
Connections 7. Then probe connection 175E, this again should
PCM Pin B9….……………………………… IGNSNS read near battery voltage, however it can indicate
between 0.5 and 1 volt less than the reading at
PCM Pin B37….…………………………… PWRSTN 175B. This is due to there being a diode included
PCM Pin B34, B46…………………………… VPWR in this section of the circuit. A voltage difference
Failure Mode of between 0.5 and 1 volt is acceptable. If
however there is a difference of greater than 1
If the PCM does not appear to turn on, i.e. no engine volt, turn the ignition off, replace the ECC diode in
crank and no PRNDL display when the shifter is the PDB and recheck
moved (4 speed only), will not be displayed. This 8. Check the operation of the relay and if it is
indicates that the PCM is being correctly powered up. suspect, replace with a known functional relay.*
Failure in the IGNSNS (ignition supply voltage) or
PWRSTN* circuit or wiring circuit will result in no 9. Attempt to start the vehicle.
power to the PCM. If the vehicle fails to start.
Testing 1. Turn the ignition off and remove the ignition relay.
2. Disconnect the PCM and carryout a visual
(The PWRSTN circuit provides a ground inspection connectors.
connection to the EEC relay windings via a
transistor within the PCM (pin B-37 in connector 3. Check for continuity between connection 513 of
C-301)) the EEC relay holder and the connection to pin
B37 on connector C-301. There should be less
Prior to commencing tests on the PCM ensure the
than 5 ohms resistance.
vehicle battery is in serviceable condition and suitably
charged. 4. Check for continuity between connection 361A of
the EEC relay holder and the connection to pin
Carryout a visual inspection of the accessible wiring to
B34 on connector C-301. There should be less
the PCM, PCM relay and general condition of the than 5 ohms resistance.
wiring within the engine compartment.
5. Refit the relay and using a suitable pin adaptor
Before carrying out the following tests, attempt to
and wiring ground pin B37 on connector C-301.
establish communication with the PCM with Switch the ignition on to position II and check the
WDS/PDS and retrieve any fault codes present. voltage at pin B34. This should read within 1 volt
Check the keep Alive Memory (KAM) fuse (Fuse 24, of battery voltage.
Instrument panel fuse box) 6. Turn the ignition off.
Testing the PCM Power Supply 7. Reconnect the PCM wiring.
Refer to wiring diagrams 303-14-00/04. 8. Start the vehicle.
(Historically the connections to the PCM have been If the PCM is still non-functional. Switch off the ignition
known as pockets A, B, & C. The connector numbers and disconnect the PCM.
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Check the ground connections on C-301, pin numbers EOBD Fault detection and storage
B01, B11, B12, B23 and C01 on connector C-302.
First, definitions of a few terms which are important for
Before replacing the PCM ensure you are using the all the following explanations of the EOBD functions;
correct key for the vehicle and the immobiliser system
has not been activated. A drive cycle begins when the engine is started (with
the engine cold or warm) and ends when the engine
Ensure the signal to the starter relay is present. is switched off. Therefore, this can be very short or
NOTE: Relays are generally of 2 types: DIN and ISO. very long.
A DIN relay can be identified by the numbers A monitor trip begins when the engine is started
associated with each pin namely, 30, 85, 86, 87 and (with the engine cold or warm) and ends when the
87a. ISO relays are numbered 1, 2, 3, 4 and 5.
engine is switched off. During the trip the monitoring
system can detect a fault.
WARNING: ISO and DIN relays must never be Therefore, this trip can relate to a single monitoring
interchanged. This is because the pin locations system.
can be in different positions. If the relays are
interchanged there is a high risk of damage to the A readiness trip begins when the engine is started
vehicle circuitry or possibly even causing a FIRE. and is completed when all the monitoring systems
have completed their tests. This can take place over a
NOTE: Many modern relays incorporate circuit boards number of drive cycles.
and are multifunctional. These are not easily tested
without dedicated test equipment but they are easily A dealer test cycle describes the drive cycle for
damaged by inappropriate test procedures. carrying out one readiness trip as quickly as possible.
A warm-up cycle begins when the engine is started
Relays must be replaced on a "like-for-like" basis. with the coolant temperature below 35°C, and ends as
The following is a simple test procedure for checking soon as the coolant temperature exceeds 70°C
the operation of simple relays. When the ignition is switched on, the PCM
1. With the multi-meter set to Ohms (Ω), measure continuously checks its inputs and outputs for
the resistance between pins 30 and 87 on a DIN discontinuity, short circuits and faulty
relay or pins 3 and 5 on an ISO relay. This should sensors/actuators.
read open circuit. Any reading at this point The sensors/actuators can also be checked for
indicates the relay contacts have become fused plausibility, for example illogical combinations of
together or are contaminated and the relay should signals.
be replaced. In addition, with the EOBD the control systems and
2. Then take a reading across pins 1 and 2 of the components which affect emissions are also
ISO relay or 85 and 86 of the DIN relay. You monitored by means of monitoring systems.
should obtain a reading of approximately 85Ω (+/- The monitoring systems take the form of test routines
20Ω) on the ISO relay and 75Ω (+/- 20Ω) on the initiated by the PCM to check systems which affect
DIN relay. This tests the integrity of the windings emissions such as for example heated oxygen sensor
within the relay. control, catalytic converter operation, etc.
3. Using a suitable power source (a square 9V When a fault is detected, a fault or diagnostic trouble
battery can be used for this), power up the code (DTC) is stored in the keep alive memory (KAM).
windings of the relay. At this point you may hear
the relay click. Hearing the relay click, does not A NON-MIL DTC is a fault which does not affect
necessarily indicate it is satisfactory. emissions so the MIL is not actuated.
NOTE: A number of modern relays incorporate a An MIL DTC is a fault which affects emissions so the
diode as a safety device to protect circuitry in the MIL can be illuminated.
event of a relay being incorrectly fitted. These will The EOBD and the following description relate solely
be fitted between pins 85 and 86 of the DIN relay to MIL DTC’s.
or pins 1 and 2 of the ISO relay. If when trying to The system detects a fault while the engine is
obtain a reading for the winding resistance or the running:
relay does not appear to click, try reversing the
polarity with the battery before condemning the A fault occurring for the first time is stored in the
relay. KAM with the freeze frame data as a presumed
fault (pending code).
4. Using the multi-meter with the relay powered If the fault is not confirmed during the next check,
measure the resistance between pins 30 and 87 it is deleted.
of the DIN relay or pins 3 and 5 of the ISO relay.
Both must read less than 1Ω. If it is higher than Presumed faults which relate to combustion
this, it indicates contamination of the relay misfires or the fuel system are only deleted when
contacts. the fault is not confirmed in similar conditions
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(defined as: engine speed ±375 rpm, engine load the emission control malfunction indicator lamp
±20% and the same warm-up status). (MIL) has been actuated by the PCM due to a
However, if such a fault is confirmed during the fault which affects emissions; or
second drive cycle, the presumed fault (pending the instrument cluster has actuated the emission
code) is automatically changed to a confirmed fault control malfunction indicator lamp (MIL) because
(continuous code). The freeze frame data is not the PCM has not sent a check message to the
changed when this occurs, but remains the same as instrument cluster; or
when the fault occurred for the first time. the PCM is in the limited operating strategy mode;
The emission control malfunction indicator lamp (MIL) or
only comes on when the fault is stored as a there is a short-circuit in the wiring of the emission
“confirmed fault”. control malfunction indicator lamp (MIL),
This means that the emission control malfunction depending on the vehicle variant; or
indicator lamp (MIL) only comes on when the fault has there is a break in the wiring of the emission
been detected during the second trip. control malfunction indicator lamp (MIL),
Exceptions to this are misfires which damage the depending on the vehicle variant.
catalytic converter. If the emission control malfunction indicator lamp
In the case of “misfires which damage the catalytic (MIL) does not come on after the ignition is switched
converter” (for example due to ignition or mixture), the on, the MIL is faulty.
emission control malfunction indicator lamp (MIL) The MIL only comes on while the engine is running
flashes at once. With all other faults it is illuminated when the fault has been stored as a “confirmed fault”,
continuously during the second drive cycle. which means that the MIL only comes on when the
If the fault does not reoccur during three drive cycles, fault has been confirmed during the second drive
the emission control malfunction indicator lamp (MIL) cycle. An exception to this is misfires which damage
is extinguished during the fourth drive cycle. the catalytic converter.
The fault or diagnostic trouble code remains in the In the case of misfires “which damage the catalytic
keep alive memory (KAM). converter” (type A) the MIL flashes with a frequency
Faults which no longer occur are automatically of 1 Hz (also refer to “Combustion misfire monitor” in
deleted from the KAM after 40 warm-up cycles. the lesson entitled “Monitoring Systems”). With all
other faults it is illuminated continuously from the
If a faulty signal is detected and the corresponding second drive cycle onwards.
fault or diagnostic trouble code is stored during a trip,
all the tests in which this signal is required as a If the MIL flashes with an irregular frequency, there is
reference are discontinued. This prevents storage of a break or short circuit in the wiring of the MIL
consequential faults. To reset the fault memory after a fault has been
Fault or diagnostic trouble codes can be read out or rectified and thus switch off the MIL, a reset signal
deleted with a Ford diagnostic tool WDS/PDS or with must be sent by the diagnostic tool.
a generic scan tool. Diagnostic Trouble Codes (DTC’s)
Emission control malfunction indicator lamp The DTC’s given by the PCM are standardized, which
(MIL) means that generic scan tools can read results from
The emission control malfunction indicator lamp (MIL) all vehicles.
is located in the instrument cluster and takes the form The DTC is always a 5 digit alphanumerical code,
of an engine symbol (international standard). for example ”P0100".
The MIL alerts the driver when the EOBD system has The first digit of a code (letter) identifies the
found a component or system fault which affects system which has set the code. Provision has
emissions. been made for a total of four systems to be
Whenever the ignition is switched on, the instrument identified although only the ’P’ code is required
cluster actuates the MIL. for EOBD.
If the system is in order, the instrument cluster ’B’ for the body
receives a corresponding check message after the ’C’ for the chassis
engine is started and the MIL is switched off (applies ’P’ for the powertrain
to SCP clusters only, on other systems the emission ’U’ for the network communications systems
control malfunction indicator lamp (MIL) is controlled
directly by the PCM). All of the ”x0xxx" codes are standardized codes.
However, any manufacturer can use additional
If the emission control malfunction indicator lamp codes over and above the standardized codes.
(MIL) does not go out after the engine is started, this
These will be labelled ”x1xxx", "x2xxx" and so on.
means that:
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The third digit of a code (numeric) identifies the Test recommendations

sub-system which has set the code. Most of the tests of the EOBD monitoring systems can
- ’Px1xx’ for metering of fuel and air supply be completed faster if the accelerator pedal is moved
- ’Px2xx’ for metering of fuel and air supply smoothly and not rapidly when driving at constant
speed or when accelerating.
- ’Px3xx’ for ignition system – combustion misfires
Operating the accelerator pedal smoothly reduces the
- ’Px4xx’ for auxiliary emission control equipment time required to complete an EOBD monitoring
- ’Px5xx’ for vehicle speed, idle setting and other system test.
related inputs The fuel tank should be between 20% and completely
- ’Px6xx’ for trip computer and other related outputs full.
- ’Px7xx’ for transmission. NOTE: If the fuel tank is less than 15% full (FLI = fuel
- ’Px8xx’ for transmission. level input to PCM), the combustion misfire monitor,
- ’Px9xx’ category to be determined HO2S monitor, catalytic converter efficiency monitor
and fuel monitor are disabled.
- ’Px0xx’ category to be determined
When a concern occurs, the actions taken include The dealer test cycle can be carried out either on the
storage of the relevant information and actuation road or, when available, on a rolling road.
of the MIL occurs in line with the relevant
legislation. WARNING: If the test is carried out on the
road, the driver must comply with the local traffic
Dealer test cycle and the P1000 code regulations and due consideration given to other
road users.
Reminder: When the fault memory in the PCM has
been cleared, the readiness code P1000 is stored in Drive Cycle
the KAM.
The following is the information is a guide to
This readiness code indicates that not all the
completing the drive cycle successfully.
monitoring systems have completed their tests since
the KAM was cleared. General notes
For this reason, all the monitoring system tests must The tests of each monitoring system are carried out
be carried out during a readiness trip to delete the differently for the dealer test cycle described in the
readiness code P1000. following.
Therefore, the Ford workshop is strongly urged to The readiness code P1000 is only deleted after
carry out the dealer test cycle described in the execution of the complete dealer test cycle in the
following. specified order.
This test is constructed so that all the monitoring If the test of a specific monitoring system has not
systems can carry out and complete their tests in a been completed successfully, the corresponding
logical order. When all the cycle steps are followed cycle must be repeated only for this monitoring
precisely, the readiness code P1000 is deleted. system without clearing the KAM again and without
This alone ensures that the vehicle is in order. The switching off the ignition.
tests of each monitoring system are carried out If the test of a specific monitoring system is to be
differently for the dealer test cycle described in the carried out and completed (after rectification of the
following. fault), the test preparations and the test steps
The readiness code P1000 is only deleted after described in connection with the corresponding
execution of the complete dealer test cycle in the monitoring system must be carried out.
specified order. It is important to make sure that the test alone is
If the test of a specific monitoring system has not completed successfully, but not that the readiness
been completed successfully, the corresponding code P1000 is not deleted.
cycle must be repeated only for this monitoring NOTE: If performing the drive cycle on the road,
system without clearing the KAM again and without normal road rules and regulations apply.
switching off the ignition.
If the test of a specific monitoring system is to be Test preparations
carried out and completed (after rectification of the
fault), the test preparations and the test steps Procedure:
described in connection with the corresponding Connect the WDS PTU or FDS 2000 PDU to the
monitoring system must be carried out. data link connector (DLC).
It is important to make sure that the test alone is Switch on the ignition (do not start the engine).
completed successfully, but not that the readiness Switch off the ignition, then switch it on again.
code P1000 is not deleted. Select the correct vehicle and correct engine.
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Clear the keep alive memory (KAM). The catalytic converter efficiency monitoring
Start the engine. system completes its test.
Let the engine run at idle speed for 15 seconds. 3. EGR monitoring system (“differential pressure
feedback EGR” only if system is present)
Then drive the vehicle at a speed of 65 km/h until
an ECT of at least 76.7°C (170°F) is indicated in Accelerate the vehicle from ”0” (standstill) to 75 km/h
the display of the diagnostic equipment. with the accelerator pedal depressed 75% and
maintain this speed for 25 seconds.
Test procedure Stop the vehicle and let the engine idle for 30
Carry out the dealer test cycle in the following order: seconds.
1. HO2S monitoring system Repeat the procedure described above twice:
Accelerate the vehicle to a speed of 68 to 88 km/h accelerating to 75 km/h and driving for 180
and keep the vehicle at a constant speed in this range seconds,
for 90 seconds. accelerating to 95 km/h and driving for 180
Purpose of this drive cycle: seconds.
The upstream and downstream HO2S monitoring Purpose of this drive cycle:
system completes its test. The exhaust gas recirculation system monitor
2. Catalytic converter efficiency monitoring completes its test.
system
Drive the vehicle in a “stop and start” fashion.
This should include constant motoring at different
speeds.
The vehicle must be driven for five minutes before the
catalytic converter monitoring system is activated.
Drive at the following speeds for three minutes each
time with the accelerator pedal in a constant position:
50 km/h in 3rd gear
50 km/h in 4th gear
50 km/h in 5th gear (70 km/h in 4th gear (4 speed
automatic))
95 km/h in 5th gear (95 km/h in 4th gear (4 speed
automatic))
Item Description
1 Accelerator Pedal Position
Purpose of this drive cycle:
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4. Monitors for secondary air injection (when the Purpose of this drive cycle:
system is present) and emission control The comprehensive component monitor (CCM) for
components (engine). emission control components completes the
Stop the vehicle and let the engine idle for two transmission part of its test.
minutes (manual transmission in neutral position, 6. Combustion misfire monitor and fuel monitor
automatic transmission selector lever in position D).
Accelerate the vehicle from a standstill to 105 km/h.
Release the accelerator pedal (close the throttle) and
The comprehensive component monitor (CCM) slow down to 65 km/h without applying the brakes
completes the engine part of its test. (overrun fuel shut off).
5. Monitor for emission control components Repeat the operation three times.
(transmission)
Manual transmission:
The “learning mode” for the combustion misfire
Accelerate the vehicle from a standstill to 80 km/h, monitor is activated.
then continue with item 6.
Automatic transmission:
Accelerate the vehicle moderately from a standstill to
80 km/h and maintain this speed for at least 15
seconds.
Stop the vehicle and accelerate moderately to 64
km/h without using “overdrive”, and maintain this
speed for at least 30 seconds.
Activate “overdrive” again at a speed of 64 km/h,
accelerate to 80 km/h and maintain this speed for at
least 15 seconds.
Stop the vehicle for at least 20 seconds and repeat
the above five times.
7. Readiness check
Call up the “On--board system readiness” (EOBD
monitor status) function on the diagnostic equipment.
Make sure that all the non--continuous monitors have
completed their tests. If not, continue with item 8.
Purpose of this check:
Establishes whether any monitoring system has not
completed its test.
8. Check for presumed fault (pending code)
With the diagnostic equipment check for the presence
of a presumed fault (pending code).
If a presumed fault is present, carry out the
appropriate fault rectification procedures.
If necessary, repeat the uncompleted monitoring
system test.
Item Description
A With Overdrive
B Without Overdrive
C Repeat drive cycle 5 times
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Inputs CKP Sensor, V8 Engine
Crankshaft Position Sensor (CKP)

The CKP sensor is a magnetic transducer mounted
on the front timing cover. A reluctor (tooth wheel) is
mounted on the front of the crankshaft internal to the
engine. The CKP is the primary sensor for ignition
timing information used by the powertrain control
module (PCM).
The reluctor, or trigger wheel, has a total of 35 teeth,
spaced 10° apart with one empty space for a missing
tooth. By monitoring the trigger wheel, the CKP
indicates crankshaft position and speed information to
the PCM.
The PCM uses the CKP signal and the Camshaft
Position Sensor (Cylinder Identification) (CMP) signal The reluctor has a missing tooth positioned before
to determine the position of piston 1 within the cycle. cylinder No. 1 reaches TDC. The PCM keeps count of
From this, the PCM calculates spark and fuel injection the teeth as they pass the pick-up, using the missing
timing. tooth as a reference point. The PCM can then
The CKP signal converts the crankshaft position to an calculate the exact crankshaft position at any time. As
electrical signal as shown below. The analogue AC the crankshaft rotates twice between each combustion
voltage CKP signal is converted to a digital PIP signal; stroke, the CKP uses a signal from the CMP sensor to
this signal is used internally by the Powertrain Control determine the position within the cycle. On I6 engines
Module (PCM), every rising edge signals that the the missing tooth is 60° BTDC, while on V8 engines it
crankshaft is 10° before TDC for a particular is 90° BTDC.
cylinder’s compression stroke. Crankshaft Position Sensor
CKP Sensor, I6 Engine
Item Description
The CKP signal is produced by an Inductive Pulse 1 Sensor Housing
Generator. Its main components are a reluctor 2 Timing Cover
(toothed wheel on the harmonic balancer) and a
pick-up coil. When the engine rotates, the toothed 3 Soft Iron Core
wheel passes the coil pick-up. The strength of the 4 Coil Winding
magnetic field changes from strong to weak, and 5 Toothed Wheel
vice-versa, as the teeth rotate past the pick-up coil.
6 Permanent Magnet
The amplitude and frequency of the CKP signal is
proportional to engine speed. As engine speed The Coil On Plug (COP) Ignition System uses the
increases, so does the voltage amplitude. CKP and CMP signals to generate a digital Profile
Ignition Pick-Up (PIP) signal. The PIP signal produces
a rising edge when the crankshaft is at 10º BTDC of
any cylinder’s compression stroke. The PCM uses the
PIP signal to calculate spark timing.
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Connections 7. With a good vehicle battery and reasonable

cranking speed, the OCS should indicate a
PCM Pin A30.................................... CKP Positive minimum of just under 1 volt AC, higher voltages
PCM Pin A41.................................... CKP Negative of up to 5 volts are not a cause for concern. (It
should be remembered a slow cranking speed will
Circuit result in a reduced output from the CKP)
8. If you remove the CKP sensor to replace it,
inspect the end of the removed sensor for
contamination or evidence of impact damage. A
high level of contamination, particularly metal
particles, may indicate there is a mechanical
concern with the engine. A small amount of metal
build up is acceptable, but it can adversely affect
the CKP signal.
Temperature and Manifold Absolute
Pressure Sensor
The I6 Temperature And Manifold Absolute Pressure
(T-MAP) sensor is located on the inlet manifold, below
the throttle body. The 5.4, 3V V8 T-MAP sensor is
located on the inlet manifold, adjacent to cylinder 8.
Diagnosis The 5.4L, 4V, V8 T-MAP sensor is located on the inlet
Diagnostic Trouble Codes (DTC) are retrieved through manifold, adjacent to throttle body.
the diagnostic connector using the WDS/PDS tester. The T-MAP sensor is a combined pressure and
temperature sensor that measures both intake air
DTC’s that may be caused by a CKP concern are
temperature and manifold absolute pressure. The
predominantly, P0300, P0315, P0316 and P0320.
Powertrain Control Module (PCM) provides the
Please refer to the Quick Reference DTC list. T-MAP with a 5 volt reference voltage and monitors
Failure Mode the return voltages from both the integral Intake Air
Sensor (IAT, the T part of the abbreviation) and the
The PCM will not be able to determine the current MAP. It uses these signals for air mass calculations.
engine speed or crankshaft position without the The T-MAP sensor uses a Piezo resistive sensor and
correct signal from the CKP sensor. If the CKP sensor outputs a voltage proportional to the manifold
fails, or an improper signal is received at the PCM, absolute pressure. The voltage increases as manifold
fuel pump operation, spark and fuel injection are vacuum falls.
suspended.
A temperature-sensing element is incorporated into
Testing the T-MAP senor to measure the temperature of the
intake air within the manifold. The temperature
Sensor Test element employs a Negative Temperature Coefficient
1. Disconnect the harness from the CKP connector. (NTC) thermistor that is sensitive to temperature
variations. The resistance of the thermistor decreases
2. Measure the resistance across the connector as the temperature rises.
terminals using a suitable multimeter. Replace the
solenoid if not within specification. The sensor also measures barometric pressure when
the ignition is moving from the ON to the START
CKP Resistance Specification positions or whenever the throttle is wide open.
280 - 380Ω
3. Check the harness for open circuits and short Connections
circuits. PCM Pin A38……................…...............MAP Signal
4. Using the WDS oscilloscope (OCS) option on PCM Pin A25……................…...............IAT Signal
WDS and suitable probe adaptors, connect the
PCM Pin A36.....Vehicle Reference Voltage (VREF)
OCS to the CKP
PCM Pin A32......................Signal Return (SIGRTN)
5. Ensure the cables are routed away from any
moving parts.
6. Crank the engine and monitor the signal. It should
appear as an AC waveform with a high peak
(negative rising positive) to indicate the position of
the missing tooth.
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Circuit Testing
The T-MAP sensor is tested continuously during
vehicle operation (cont.) and whenever Key On
Engine Off (KOEO) or Key On Engine Running
(KOER) tests are performed.
Testing Manifold Absolute Pressure

1. Connect a WDS tester to the diagnostic connector
and retrieve all DTC’s.
2. Specific MAP DTC’s include P0107, P0108 and
P0109.
3. Evaluate all DTC’s and attempt to identify a
common theme. For example if P0107 is
indicated, MAP low reference voltage, and DTC’s
associated with the oil temperature sensor (OTS),
Cylinder Head Temperature (CHT) sensor,
Diagnosis Air-con transducer etc are also indicated this
If the T-MAP sensor is damaged or faulty, but still could be something as simple as the connection
operating within the operating range, no fault code will at A36 being loose or contaminated.
be logged in memory and value substitution will not 4. Check the Manifold Absolute Pressure Sensor
take place. Under these conditions the PCM will readout on the screen when the engine is at
increase the injector timing in an attempt to normal operating temperatures. If the value is
compensate; causing difficult starting, rough running within specification, then check for other
and poor fuel economy. Diagnostic Trouble Codes (DTC) or component
Incorrect or modified valve timing, worn piston rings or faults.
an alteration in manifold vacuum (particularly at idle) T-MAP Specification (Normally aspirated engines)
can cause a lower than normal vacuum.
Manifold Pressure Signal Voltage
Diagnostic Trouble Codes (DTC) are retrieved through
the diagnostic connector using the WDS tester. 15 kPa 0.3
DTCs applicable to the T-MAP are shown in the 30 kPa 1.0
following table. 50 kPa 2.0
DTC Test Mode Condition MIL 70 kPa 3.0
P0107 KOEO, MAP circuit low input ON 90 kPa 4.0
KOER, 105 kPa 4.8
Cont.
T-MAP Specification (Turbo)
P0108 KOEO, MAP circuit high input ON
KOER, Manifold Pressure Signal Voltage
Cont. 10 kPa 0.3
P0109 Cont. MAP intermittent fault OFF 50 kPa 1.0
P0112 KOEO, Temperature circuit ON 100 kPa 1.9
KOER low input. 150 kPa 2.8
P0113 KOEO, Temperature circuit ON 200 kPa 3.7
KOER, high input.
Cont. 5. Check the condition of the wiring loom and
connections.
Failure Mode NOTE: The pressure monitoring option may not
be available on WDS other than with the
The Failure Mode Effects Management (FMEM) Pressure/Vacuum Transducer (PVT) option. This
strategy will, in most cases, ensure almost normal can be replaced with an accurate conventional
operation of the vehicle in the event of a T-MAP vacuum gauge connected into the manifold
sensor fault or failure. If the T-MAP signal is not within system.
the operating range, or not present at all, the PCM will
substitute a value proportional to the APP sensor NOTE: It may not be possible to achieve a full
signal and adaptive values stored within its memory. range of comparative readings as the engine
The appropriate trouble code will be logged in speed may be limited, particularly with vehicles
memory for retrieval during Self-test mode. fitted with an automatic transmission.
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Testing Temperature CMP Sensor Location, I6 Engine

and retrieve all DTC’s
2. DTC’s associated with the IAT part of the T-MAP
are P0112 and P0113
3. Evaluate all recorded DTC’s and attempt to
identify any common theme, i.e. low reference
voltage. If multiple DTC’s of this nature are
evident, check for common wiring connections.
Refer to wiring diagrams.
NOTE: If the vehicle has not been operated for a
minimum of 6 hours. Connect WDS and select
datalogger. Check the CHT temperature and the
T-MAP temperature. They should be within 1°C of
each other.
CMP Sensor Location, V8 Engine
Sensor Test
1. Disconnect the harness from the T-MAP
connector.
2. Measure the resistance across the connector
sensor if not within specification.
3. Check the harness for open circuits and short
circuits.
T-MAP Resistance Specification
Temperature Resistance, Voltage Nominal
(±3º C.) Nominal
0º 5960 Ω 4.3
10º 3820 Ω 4.0
20º 2500 Ω 3.6 Connections
25º 2050 Ω 3.4 PCM Pin 31.......................... CMP1 Sensor Positive
30º 1690 Ω 3.1 PCM Pin 32......... CMP1 Sensor Negative/ SIGRTN
40º 1160 Ω 2.7 PCM Pin 33.......................... CMP2 Sensor Positive
60º 580 Ω 1.8 PCM Pin 32.......... CM2 Sensor Negative/ SIGRTN
For further tests refer to the Quick Reference DTC
list.
Circuit
Trimming Sensors
Camshaft Position Sensor
The 2 engine Camshaft Position Sensors (CMP) are
Variable Reluctance Sensors. On the I6, the 2
sensors are located on both sides of the cylinder head
rear. On the V8 the sensors are located on the two
engine front covers. The sensors are used in
conjunction with the CKP to synchronize the ignition
system and the fuel injectors to the firing of each
cylinder and to feedback the camshaft position for
VCT control.
The I6 engine uses a 3+1 tooth reluctor wheel on the
inlet camshaft and another on the exhaust camshaft.
The V8 engine uses a 4+1 tooth reluctor wheel for the Diagnosis
camshaft on bank 1 and another on the camshaft on Diagnostic Trouble Codes (DTC) are retrieved through
the bank 2. the diagnostic connector using the WDS tester.
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DTCs applicable to the CMP sensor are shown in the 0.6volt AC upwards, higher voltages of up to 5
following table. volts are not a cause for concern. (It should be
remembered a slow cranking speed will result in a
DTC Test Condition MIL ON reduced output from the CMP)
Mode
8. If you remove the CMP sensor to replace it,
P0320 Cont. Ignition engine speed YES inspect the end of the removed sensor for
input circuit Malfunction contamination or evidence of impact damage. A
P0340 Cont. CID1 Circuit malfunction YES high level of contamination, particularly metal
P1340 Cont. CID2 Circuit malfunction YES particles, may indicate there is a mechanical
concern with the engine. A small amount of metal
Failure Mode build up is acceptable, but it can adversely affect
the CMP signal.
Should a CMP signal be missing then the PCM will be
unable to identify the camshaft position and VCT 9. Where practical, check the air gap between the
operation will be disabled. Should both CMP sensors CMP and reluctor wheel. It should be
or signal fail, the PCM will not operate the fuel approximately 1.6mm. Remember variations in
injectors sequentially, and the engine may run rough. this gap will cause variations in the readings.
However, even with variations of up to 0.4mm the
Testing sensor should still function and not adversely
affect engine performance.
The CMP sensor is tested continuously during vehicle
operation (cont.). For further tests refer to the Quick Reference DTC
1. Connect a WDS tester to the diagnostic list.
connector. Cylinder Head Temperature Sensor
2. Check the Parameter Identification (PID) value of
the CMP. If the PID value is within specification, The Cylinder Head Temperature (CHT) sensor is
mounted at the rear of the cylinder head on the I6 and
then check for other Diagnostic Trouble Codes
(DTC) or component faults. between cylinder 3 & 4 on the cylinder head of the V8
engines.
PID Specification CHT Sensor Location, I6 Engine
PID Description
CMPFM CMP Failure mode flag
SYNC CMP and CKP signals are
synchronised
Sensor Test
1. Disconnect the harness from the CMP Sensor
connector.
sensor if not within specification.
CMP Resistance Specification
280 - 380Ω
3. Check the harness for open circuits and short CHT Sensor Location, V8 Engine
circuits.
4. Using the WDS oscilloscope (OCS) option on
WDS and suitable probe adaptors, connect the
OCS to the relevant CMP (It is possible to monitor
both CMP sensors by OCS correctly, or monitor
the CKP signal against one of the CMP’s)
5. Ensure the cables are routed away from any
moving parts.
6. Crank the engine and monitor the signal. It should
appear as a near flat line with an intermittent AC
waveform to indicate the position of the relevant
teeth.
7. With a good vehicle battery and reasonable
cranking speed, the OCS can indicate from
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The CHT sensor measures the cylinder head DTC Test Mode Condition MIL
temperature for the fail-safe cooling strategy. The On
PCM also uses this sensor signal in conjunction with P1299 KOER, Cont Overheat protection YES
the Intake Air Temperature signal to determine fuel active (FMEM
requirements and to inhibit activation of some features strategy)
that only work properly when the engine is at normal
operating temperature. These features include closed (These DTC’s have replaced P0116, P0117 and
P0118)
loop fuel control and canister purge control.
The PCM provides the sensor with a 5 volt reference Failure Mode (Petrol Engines only)
and employs a Negative Temperature Coefficient
The PCM has a Failure Mode Effects Management
(NTC) thermistor that is sensitive to temperature (FMEM) strategy mode that, in most cases, will
variations. The resistance of the thermistor decreases ensure almost normal operation of the vehicle in the
as the temperature rises.
event of a CHT sensor fault or failure. If the CHT
Connections sensor fails or produces an invalid signal, the PCM
will not be able to sense the engine temperature.
PCM Pin A45.................... CHT Temperature Signal Under these conditions, the PCM will substitute the
PCM Pin A32.....................Signal Return (SIGRTN) value from the Intake Air Temperature Sensor (IAT).
During crank mode, the PCM will substitute the IAT
Circuit signal for the missing CHT, since both sensors will
have “soaked” to approximately the same
temperature. When the engine is switched OFF, the
whole engine will soak up heat from the cooling
system and reach a similar temperature. When the
engine starts, the PCM will infer a value for the CHT
of approximately 80º C.
Testing
The CHT sensor is tested continuously during vehicle
operation (cont.) and whenever Key On Engine Off
(KOEO) or Key On Engine Running (KOER) tests are
performed.
and retrieve all the DTC’s.
2. Attempt to identify any common theme such as a
Diagnosis range of sensors indicating high, low or
intermittent signals. Any of these concerns would
The CHT sensor element is encased is brass for normally indicate defective connections, possibly
protection against corrosion. Diagnostic Trouble to pocket A (Connector C-300) to the PCM.
Codes (DTC) are retrieved through the diagnostic
connector using the WDS tester. 3. Select the CHT PID on WDS Datalogger. You will
normally have the option of both TEMP and
DTCs applicable to the CHT sensor are shown in the VOLTS. It is recommended you select both.
following table. 4. With the engine between ambient air temperature
DTC Test Mode Condition MIL and below 65°C, start the engine and monitor
On both TEMP and VOLTS.
P1285 KOEO, Cylinder head NO 5. As the temperature increases you should see the
KOER and overheat condition voltage decrease proportionally up to 83°C +/-
Cont. 7°C, at this point you should see the voltage
P1288 KOEO, CHT out of test range NO increase up to near 4 volts +/- 0.5 volts again.
KOER This indicates the CHT is operating correctly.
NOTE: This does not apply to coolant
P1289 KOEO, CHT sensor / circuit YES temperature sensors, only to cylinder head
KOER and high input temperature sensors (CHT’s).
Cont
P1290 KOEO, CHT sensor / circuit YES 6. If the sensor appears to be operating correctly,
KOER and low input with WDS connected and the engine running
Cont gently shake the wiring at various positions along
its length, particularly near connectors or where
the wiring is routed through an acute angle
(wiggle test). If this produces variations in the
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readings on WDS, this indicates defective wiring Failure Mode

or poor connections.
The Failure Mode Effects Management (FMEM)
For further tests refer to the Quick Reference DTC strategy will, in most cases, ensure normal operation
list. of the vehicle in the event of an EOT sensor failure. If
PID Description the EOT signal is not within the normal operating
Cylinder Head -40° to +180°C range, or not present at all, the PCM will substitute a
Temperature temperature value calculated from CHT. The
appropriate trouble code will be logged in memory for
Engine Oil Temperature Sensor retrieval during Self-test mode.
The Engine Oil Temperature (EOT) sensor is located Testing

on the engine block directly above the engine oil filter The EOT sensor is tested continuously during vehicle
(I6) and on the engine sump on the V8 engine. operation.
The EOT sensor measures the temperature of the Testing Engine Oil Temperature Sensor
engine oil for the variable cam timing strategy. 1. Disconnect the EOT sensor wire connector.
A temperature-sensing element is incorporated into 2. Measure the resistance across the connector
the EOT sensor to measure the temperature of the
engine oil within the engine. The sensor operates with sensor if not within specification.
a 5 volts supply and the temperature element employs
a Negative Temperature Coefficient (NTC) thermistor EOT Resistance Specification
that is sensitive to temperature variations. The Temperature Resistance, kΩ Voltage Nominal
resistance of the thermistor decreases as the (±3º C.)
temperature rises.
0º 96 4.5
Connections 20º 37 3.9
PCM Pin A13……..……………… …… EOT Signal 25º 30 3.8
PCM Pin A32…..…………. Signal Return (SIGRTN) 30º 24 3.5
Circuit 40º 16 3.1
60º 7.6 2.2
80º 3.9 1.4
90º 2.8 1.1
100º 2.1 0.9
circuits.
For further tests refer to the Quick Reference DTC
list.
Engine Oil Pressure Sensor
The I6 Engine Oil Pressure (EOP) switch is located on
the engine block above and right of the engine oil
filter. The V8 engine oil pressure switch is located on
the adaptor between the oil filter and the engine
Diagnosis block.
If the sensor is damaged or faulty, but still operating The EOP sensor switches to ground at normal oil
within the operating range, no fault code will be pressures and opens at low engine oil pressure.
logged DTCs applicable to this sensor are shown on Engine oil pressure is not used for powertrain control
the following table. but is transmitted on the CAN for display on the
instrument cluster to warn the driver the oil pressure is
DTC Test Condition MIL ON low.
Mode
P0196 Cont Engine Oil Temperature YES
Sensor temperature is
inconsistent with engine
temperature
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Connections Connections
PCM Pin A26…………………… Pressure Signal PCM Pin C2…………………..Boost Pressure Signal
Circuit PCM Pin C30… Vehicle Reference Voltage (VREF)
PCM Pin B33..……………. Signal Return (SIGRTN)
EOP Sensor Circuit
Circuit
Failure Mode
In the event the EOP sensor fail, the instrument Diagnosis
cluster warning lamp will not indicate correctly. DTCs applicable to this sensor are shown on the
NOTE: The instrument cluster warning lamp glows following table.
regardless of EOP switch status when the engine is
not running. DTC Test Mode Condition MIL ON
P0236 Cont Boost Pressure YES
Testing Sensor Circuit
1. Connect a WDS tester to the diagnostic /Range Performance
connector. P0237 KOER Boost Pressure YES
KOEO Sensor Circuit Low
the EOP. Cont
P0238 KOER Boost Pressure YES
PID Specification KOEO Sensor Circuit High
Cont
PID Description P0243 KOER Wastegate solenoid NO
OIL_PRESS Engine Oil Pressure KOEO
EOP sensor specification Cont
Oil Pressure PID Count Resistance Failure Mode
Normal Less than 50 Less than 20 Ω
The Failure Mode Effects Management (FMEM)
Low Greater than Greater than strategy will, in most cases, ensure reasonable
230 100kΩ operation of the vehicle in the event of a BPS failure.
If the BPS signal is not within the normal operating
Boost Pressure Sensor, I6 Turbo Engine range, or not present at all, the PCM will substitute a
The Boost Pressure Sensor (BPS) is located on the default value for pre-throttle absolute pressure and
aluminium duct between the intercooler and the use MAP for boost control. The appropriate trouble
throttle body inlet duct. code will be logged in memory for retrieval during
Self-test mode.
The BPS measures the absolute pressure of the
pre-throttle intake system for speed control and Testing
wastegate control strategy.
The BPS is tested continuously during vehicle
The pressure-sensing element in the BPS employs a operation (cont.) and whenever Key On Engine Off
Piezo resistive sensor that outputs a voltage (KOEO) or Key On Engine Running (KOER) tests are
proportional to absolute pressure. performed.
Testing Boost Pressure Sensor
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1. Connect a WDS tester to the diagnostic flange. The second, HEGO 12, is mounted in the
connector. exhaust system just after the catalytic converter.
2. Check the Parameter Identification (PID) value of On V8 engines, there are four HEGO sensors, two for
the BPS. If the PID value is within specification, each bank. HEGO 11 (right bank) and HEGO 21 (left
(at key-on engine off it should be at atmospheric bank) are mounted in the engine pipe just below the
pressure or 1.8 to 2.2 volts) then check for other exhaust manifold. HEGO 12 (right bank) and HEGO
Diagnostic Trouble Code (DTC) or component 22 (left bank) are mounted in the exhaust systems just
faults after the catalytic converters.
PID Specification The sensors have a built in heating element to bring
PID Description the sensor to its operating temperature quickly and to
prevent them from dropping below its operating
TURBO Turbo Boost Pressure temperature during periods of extended engine idle.
BPS Specification NOTE: The HEGO’s are identified by bank and
Absolute Pressure (kPa) Signal Voltage (V) position in the exhaust, i.e.
10 0.3 HEGO 11: Bank 1, sensor 1 (upstream) (PID
HO2S11)
50 1.0
HEGO 12; Bank 1, sensor 2 (downstream) (PID
100 1.9 HO2S12)
150 2.8 HEGO 21: Bank 2, sensor 1 (upstream) (PID
200 3.7 HO2S21)
HEGO 22: Bank 2, sensor 2 (downstream) (PID
Travel Assistance Service (TAS) HO2S22)
The TAS signal consists of two distinct frequencies, HEGO’s 11 and 21. (Upstream, pre-catalytic
one for normal conditions and a higher frequency for converter)
impact event notification. The PCM receives a
continuous 12 Volt square wave signal on pin B6 The PCM uses HEGO 11 and HEGO 21 sensor
while the ignition is on, from the Restraint Control signals to adjust the fuel injector pulse width to
Module, (RCM). During a non impact phase, the maintain the air-fuel ratio at stoichiometry. The PCM
frequency read by the PM is 0.8Hz. In the event of an compares the amount of fuel that is being used in
impact that is registered by the RCM, the RCM closed loop operation to the amount of fuel it predicts
changes the frequency of the TAS signal to 5Hz for 5 would be required if there was no HEGO signal. The
cycles only. The PCM detects the change in PCM will also illuminate the Malfunction Indicator
frequency of the TAS signal and places on the CAN Lamp (MIL) if it detects a fault with the HEGO sensors
bus in message 427, bit 6, where circumstances allow on the second drive cycle.
it, a message to the BEM and the RCM has registered If there is a difference, the PCM adjusts its ’Open
an impact and that the vehicles doors should be Loop’ (i.e. no feedback) predicted values to reflect the
unlocked. actual requirements of the engine as signalled by the
Failure Mode HEGO sensor. These corrections are stored in the
KAM for use when the system next operates in the
If the TAS signal is not within the normal operating open loop mode, i.e. in cold drive conditions, or wide
frequency range or not present at all, the PCM sets a open throttle operation. This adaptive learning
DTC in memory for retrieval during self test mode. enables the PCM to precisely control the air-fuel ratio
The TAS is tested continuously during vehicle and compensate for component wear and injector
operation. fouling. It does this by having one of its electrodes
exposed to the exhaust gas and the other electrode
DTC Test Mode Condition exposed to normal air. The difference in the level of
P1534 Cont TAS signal outside of oxygen produces a voltage across the electrodes. The
allowable frequency range or platinum electrodes of the Zirconia element typically
not present only operate effectively above 350ºC so the HEGO
sensor has an integral heater element built in.
Feedback Inputs
HEGO’s 12 and 22. (Downstream,
Heated Exhaust Gas Oxygen Sensor post-catalytic converter)
On I6 engines, there are 2 Heated Exhaust Gas The PCM uses the signals from HEGO12 and HEGO
Oxygen (HEGO) sensors mounted in the exhaust 22 to monitor the oxygen content of the exhaust
system. The first, HEGO 11, is mounted in the gases post catalytic converter. The PCM has stored
exhaust manifold above the engine pipe connection data parameters which compare the switching ratios
between the upstream HEGO’s (HEGO 11 and HEGO
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21) and the downstream HEGO’s (HEGO 12 and HEGO Sensor Operation
HEGO 22). Based on this switching ratio the PCM can
calculate catalytic converter efficiency. If the switching
ratio exceeds the adaptive learning parameters stored
in the KAM, it will illuminate the MIL.
The operating principles for both the upstream and
downstream HEGO’s are identical.
HEGO Heater elements.
As the HEGO relies on a chemical reaction for its
operation like most chemical reactions it is heat
reliant. All the HEGO’s have non-serviceable heater
elements built-in to generate a rapid heating of the
sensing element and hence achieve the optimum
operating temperature of above 350°C as quickly as
possible. The heating elements are supplied with 12
volts through a common fuse and grounded via the The PCM uses the upstream HEGO signals to
PCM. Due to this method the PCM can monitor the maintain the correct air-fuel ratio during closed loop
effectiveness of the HEGO’s and adjust the heater mode by varying the fuel injector pulse width. In open
operation accordingly. As the up-stream HEGO’s loop mode the HEGO signal is disregarded by the
(HEGO 11 and HEGO 21) are sensing very hot PCM. The PCM also stores values from the sensor in
exhaust gases, the voltage regulation is achieved a look-up table as part of its adaptive strategy. See
through Pulse Width Modulation (PWM). This creates the ’Operating Modes’ section.
very accurate control of the HEGO temperature. The Closed Loop Process
down-stream HEGO’s operating in the cooler, post
catalyst converter, exhaust gases operate on voltage
regulation.
HEGO Sensor, Typical.
Item Description
1 Ideal ratio
2 Oxygen Sensor Signal Lean
The HEGO detects the amount of unburnt oxygen in 3 Increase Pulse Time
the exhaust gasses as a measure of the air-fuel ratio. 4 Ideal Ratio
The upstream HEGO sensor(s) (HEGO11 and 5 Oxygen Sensor Signal Rich
HEGO21) are used for an individual bank of cylinders 6 Reduce Pulse Time
the signal represents the average air-fuel ratio. In
Closed Loop Mode the HEGO sensor provides the
PCM with a signal indicating whether the engine is
running ’rich’ or ’lean’.
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Connections DTC Test Mode Condition MIL ON

PCM Pin A09…………HHTR12 (I6 and V8) P0152 KOER, HEGO 21 switching YES
Cont over 1.5V
PCM Pin A17…………EGO11 (I6 and V8)
P0153 KOER, HEGO 21 slow YES
PCM Pin A18…………EGO21 (V8 only) Cont switching time
PCM Pin A19…………HHTR11 (I6 and V8) P0155 KOEO, HEGO 21 heater YES
PCM Pin A20………..HHTR21 (V8 only) KOER, circuit failure
PCM Pin A32………..SIGRIN (I6 and V8) Cont
PCM Pin A37………..EGO21 (I6 and V8) P0156 KOER, HEGO 22 switching YES
Cont between 0 & -1V
PCM Pin C18………..HHTR22 (V8 only)
PCM Pin C19………..EGO22 (V8 only) P0158 KOER, HEGO 22 switching YES
Cont over 1.5V
Circuit P0161 KOEO, HEGO 22 heater YES
Refer to wiring diagram………..303-14-00-8 KOER, circuit failure
Cont
Diagnosis P0171 KOER, I6 and bank-1 V8 YES
Diagnostic Trouble Codes (DTC) are retrieved through Cont fuel system too lean
the diagnostic connector using the WDS tester. P0172 KOER, I6 and bank-1 V8 YES
Cont fuel system too rich
DTCs applicable to the HEGO sensors are shown in
the following table. P0174 KOER, V8 bank-2 fuel YES
Cont system too lean
DTC Test Mode Condition MIL ON
P0175 KOER, V8 bank-2 fuel YES
P0131 KOER, HEGO 11 switching YES Cont system too rich
P0420 KOER, HEGO 12 switching YES
P0132 KOER, HEGO 11 switching YES Cont cycle outside
Cont over 1.5V projected
P0133 KOER, HEGO 11 slow YES parameters
Cont switching time P0430 KOER, HEGO 22 switching YES
P0135 KOEO, HEGO 11 heater YES Cont cycle outside
KOER, circuit failure projected
Cont parameters
P0136 KOER, HEGO 12 switching YES P1128 Continuous Connections YES
Cont between 0 & -1V between bank 1 and
P0138 KOER, HEGO 12 switching YES bank 2 connections
Cont over 1.5V swapped (up
stream)
P0141 KOEO, HEGO 12 heater YES
KOER, circuit failure
Cont
P0151 KOER, HEGO 21 switching YES
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HEGO11 Sensor, I6 Engines
HEGO12 I6
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HEGO11 & HEGO21 Sensor, V8 Engines
Item Description
1 HEGO Sensor (LHS only)
2 HEGO Sensor (LHS & RHS)
HEGO12 and HEGO22
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HEGO11 Sensor, I6 Turbo
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Failure Mode (HEGO 11 or 21) 1. Connect a WDS tester to the diagnostic

connector, retrieve and record all DTC’s.
In the event one of an upstream HEGO’s failure, the
NOTE: multiple DTC’s can indicate a mechanical
PCM is not able to operate in Closed Loop Mode. In
fault or an electrical fault and not necessarily a
Open Loop Mode the PCM will use values stored in
defective HEGO sensor.
its look-up tables. These values are stored from the
adaptive strategy. 2. Check the Parameter Identification (PID) value of
As the strategy constantly updates the table, the PCM the HEGO sensor.
should be able to maintain a suitable air-fuel ratio with 3. It is recommended that during this test the Short
a faulty HEGO. However the MIL will be illuminated Term (SHRTFT) and Long Term Fuel Trim
and there may be a slight increase in fuel (LONGFT) is also monitored, with Open loop
consumption. (OPENLOOP) and Closed loop (CLOSELOOP)
A trouble code for HEGO failure is logged when a Key PID’s if available.
On Engine Running (KOER) self-test is performed or NOTE: When monitoring with WDS a fixed
during continuos tests. switching ratio may be displayed, hence the
impression is given the HEGO is operating
Failure Mode (HEGO 12 or 22) correctly. This can be the fixed default strategy
In the event a downstream HEGO fails the PCM will operating within the PCM FMEM.
record a DTC. 4. If this is the case, ensure all the DTC’s are
NOTE: For P1000 code; HEGO’s 12 and 22 are part recorded and then delete them or clear the KAM.
of the Comprehensive Component Monitoring Note clearing the KAM will then activate the
(CCM) system, specifically for monitoring catalytic P1000 code.
converter efficiency. In the event there is a P1000 5. This returns all the sensors to factory settings.
code displayed "Catalyst Evaluation Incomplete",
this DOES NOT indicate a fault with the 6. Monitor the operation of the HEGO sensors to
downstream HEGO’s. All this indicates is the ensure correct switching ratio. This can be
checked against the SHRTFT and LONGFT.
vehicle has not completed an adequate drive
cycle to carryout the evaluation. 7. If the SHRTFT is moving to rich and the LONGFT
keeps adapting, this could be caused by sticking
Testing injectors, a faulty fuel pressure regulator, incorrect
valve clearances or timing etc. and not
The HEGO sensors are tested continuously during necessarily by a defective HEGO sensor.
vehicle operation (cont.) and whenever Key On
Engine Off (KOEO) or Key On Engine Running 8. It is worth noting old or very high mileage
(KOER) tests are performed. HEGO’s can become "lazy" and the chemical
reaction slows.
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PID Specification HEGO Sensor Signal Voltage Specification

PID Description Value
O2S11 Bank 1 HEGO 1 switching 0 - 1 volt
voltage
voltage (V8)
voltage
voltage (V8)
O2S11FM Bank 1 HEGO 1 switching YES - NO
ratio fault
O2S21FM Bank 2 HEGO 1 switching YES - NO
ratio fault (V8)
O2S12FM Bank 1 HEGO 2 switching YES - NO Monitoring with Datalogger
ratio fault
O2S22FM Bank 2 HEGO 2 switching YES - NO When monitoring all the HEGO’s with the engine at its
ratio fault (V8) normal operating temperature it will be noted the
upstream HEGO’s (11 and 21) will be switching
O2S11HTR Bank 1 HEGO 1 heater YES - NO rapidly between 0.1 volts and 0.9 volts.
fault
If the engine runs in constant closed loop,
O2S21HTR Bank 2 HEGO 1 heater YES - NO theoretically there should be no excess oxygen in the
fault (V8) exhaust therefore the downstream HEGO’s (HEGO’s
O2S12HTR Bank 1 HEGO 2 heater YES - NO 12 and 22) should be indicating a near constant 0.85
fault volts (±0.12 volts).
O2S22HTR Bank 2 HEGO 2 heater YES - NO In practice however this does not happen due to the
fault (V8) driver requirements of increasing and decreasing of
engine load and speed. As the catalytic converter
Sensor Test naturally runs "oxygen rich", i.e. with an excess of
1. Disconnect the harness from the HEGO sensor oxygen, it will need to reduce its oxygen content
connector. periodically. This causes a rise in the oxygen content
2. Measure the Heater element resistance across of the exhaust gases post catalytic converter. This
the heater wire terminals using a suitable rise in oxygen content produces a corresponding fall
multimeter. in downstream HEGO voltage. This can be monitored
with WDS datalogger.
HEGO Sensor Heater Resistance
Specification 4-8 Ω @20º C. The switching speed of the downstream HEGO is very
much dependant up on vehicle usage.
3. Reconnect the HEGO harness and start the
engine. With the engine at or near its normal It may be found that on a vehicle running for a
operating temperature and the throttle held open prolonged period of closed loop operation, i.e.
to maintain approximately 2,000 RPM, the HEGO constant cruise on a highway, there may well appear
voltage should be switching between High and to be long periods of inactivity from the downstream
Low at least once per second, and the rich/lean HEGO. However, on the urban cycle the downstream
periods should be reasonably even. If this does switching period may be considerably shorter due
not occur and the voltage remains constant, either prolonged periods of stop/start driving.
High or Low, open and close the throttle rapidly Additionally reaction time to voltage variation on the
and look for a change in voltage. If the voltage downstream HEGO is generally much slower than the
changes with throttle movement, it indicates that upstream HEGO. If the switching speed between the
the sensor is operating correctly but the PCM is upstream and downstream HEGO’s appear very
not able to control the air-fuel ratio. similar, with the engine at its normal operating
4. Check the harness for open circuits and short temperature, this indicates failure of the catalytic
circuits. converter. This should be detected by the EOBD
system and the MIL illuminated.
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Knock Sensor DTC Test Condition MIL

Mode ON
Sensor Description
P0325 KOER, Sensor or circuit NO
Vehicles fitted with the I6 engine have a linear Knock Cont. malfunction (I6 and Bank
Sensor (KS) located on the left hand side of the 1 V8)
cylinder block, adjacent to cylinder No. 5 to detect
pre-ignition detonation (engine knock) within the P0330 KOER, Sensor or circuit NO
Cont, malfunction (Bank 2
cylinders. The system detects engine knock by
comparing engine noise at crank angles when (V8only))
cylinder pressure of the combustion fuel is highest
Failure Mode
with engine noise at quieter portions of the engine
cycle. If the noise is louder, indicating knock, the Should the KS fail, or produce the incorrect signal, the
Powertrain Control Module (PCM) retards ignition PCM will log a fault code, then revert to minimum
timing until knocking ceases. ignition advance. The vehicle will otherwise operate
as normal, possibly with marginally less performance,
The KS is used as a feed-back signal to control and some engine knock may occur under certain
ignition timing. The KS is a piezo-electric
conditions.
accelerometer comprised of a piezo crystal mounted
in a ceramic case. Whenever the KS detects knock Testing
the PCM retards the ignition timing until the knock
ceases. The PCM then advances the ignition timing in Testing Knock Sensor
small increments until knock is again detected. The 1. Disconnect the knock sensor wire connector.
cycle of retarding and advancing the ignition is 2. Measure the resistance across the knock sensor
continuous in Closed Loop Mode, and maintains the connector terminals using a suitable multimeter.
ignition at the optimum spark advance for the fuel Replace the sensor if not within specification.
quality.
KS Resistance Specification
The PCM uses the KS to automatically adjust the 4 - 6 mΩ
engine tune for low octane unleaded fuel or higher 3. Check the harness for open circuits and short
performance Premium unleaded fuel.
circuits.
Connections
Feed Forward Inputs
PCM Pin A29.......................Knock Sensor Positive
PCM Pin A40.......................Knock Sensor Negative Transmission Range Sensor (TRS-A1)
Circuit (For 6-Speed Automatic refer to section
307-01B)
The automatic Transmission Range Sensor A1
(TRS-A1), is incorporated in the inhibitor switch
mounted on the side of the transmission case. The
TRS-A1 sensor reports the current gear lever selector
position to the Powertrain Control Module (PCM).
The TRS-A1 signal is used by the PCM for automatic
transmission control operations and by the engine
management system to predict an impending increase
in engine load.
The TRS-A1 is a rheostat that, with the reference
voltage, produces a voltage proportional to the gear
lever selector position.
The TRS-A1 is a Feed Forward sensor that produces
a signal change at the PCM before the actual event
Diagnosis takes place. For example, when moving the gear lever
Diagnostic Trouble Codes (DTC) are retrieved through selector from shifting from Park to reverse, the PCM
the diagnostic connector using the WDS tester. receives the changed signal prior to the engine load
actually increasing. This allows the PCM sufficient
The DTCs applicable to the KS sensor are shown in time to open the Idle Air Control Valve (IAC) and
the following table. increase the fuel injector pulse width to compensate
for the additional load.
The Key On Engine Running (KOER) self-test is
disabled whenever the gear selector is in any gear.
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KOER self-test is only operational in either the Park or PID Specification

Neutral positions. PID Description Units
Electrical Description TR / PRNDL Park/Neutral Position
Position
The TRS-A1 is series of stepped resistors that will
(PRNDL) sensor
drop Vehicle Reference Voltage (VREF) in seven
distinct steps from Park down to Manual.
Sensor Test
Connections 1. Disconnect the harness from the TRS-A1 sensor
PCM Pin B41.................................. TRS-A1 Sensor connector.
PCM Pin 45.....................................................VREF 2. Measure the resistance across the TRS-A1
PCM Pin B33.....................Signal Return (SIGRTN) sensor connector terminals using a suitable
multimeter. Replace the TRS-A1 sensor if not
Circuit within specification.
circuits.
TRS-A1 Resistance Specification
Shift Lever Position Resistance Nominal
Park (P) 17,300 -20,300 Ω
Reverse (R) 10,900 -11,850 Ω
Neutral (N) 6,500 -7,600 Ω
Drive (D) 4,300 - 5,000 Ω
3rd Gear (3) 2,900 -3,400 Ω
2nd Gear (2) 1,850 -2,200 Ω
1st Gear (1) 1,050 -1,270 Ω
Transmission Range Sensor (TRS-A2)

DTCs applicable to the TRS-A1 sensor are shown in
the following table. (For 6-Speed Automatic refer to section
DTC Test Condition MIL 307-01B)
Mode ON The electronic sport shift manual, tip-up and tip-down
P1705 KOEO Not in Park or Neutral NO position is sensed by 3 Hall-effect switches mounted
during self-test (Auto) on a printed circuit board in the T-bar console. The
P0707 KOEO, Circuit low input NO sport shift lever contains a magnet in its base that
Cont. activates the appropriate Hall-effect switch in different
shift position. The switches are resistively multiplexed
P0708 KOEO, Circuit high input NO together and are read as a voltage by the PCM on the
Cont. TRS-A2 input.
Failure Mode Connections
In the event the TRS-A1 fails, or the signal is outside PCM Pin B43................................... TRS-A2 Sensor
the expected range, the PCM will log a fault code, PCM Pin B45................... ...............................VREF
then assume the gear lever selector is in Drive for the
purpose of setting the idle speed. PCM Pin B33......................Signal Return (SIGRTN)
Testing
The TRS-A1 sensor is tested continuously during
vehicle operation (cont.) and whenever a Key On
Engine Off (KOEO) test is performed.
1. Connect a WDS tester to the diagnostic
connector.
the TR sensor. If the PID value is within
specification, then check for other Diagnostic
Trouble Codes (DTC) or component faults.
BF00006 en 01/2006 2006.0 BF Falcon

Circuit Power Steering Pressure Switch (V8)

NOTE: This circuit must not remain by-passed or
bridged, since steering load applied when cornering
may stall the engine and cause loss of steering
control.
The Power Steering Pressure Switch (PSP) which is a
pressure sensitive switch that detects when pressure
within the power steering system reaches a specified
level. To prevent engine stall and maintain idle quality
during parking manoeuvres the PCM boosts the
engine idle speed by approximately 100 RPM.
The PSP switch is a normally closed pressure switch.
Under no load conditions the switch connects the PSP
pin B31 to Signal Return (SIGRTN). When the power
steering load is high, the PSP opens causing 5 volts
to be detected at PCM Pin.
Failure Mode
In the event the TRS-A2 fails, or the signal is outside Connections
the expected range, the PCM will log a fault code, and PCM Pin B31..........................................PSP Signal
then assume the gear lever selector is in the PCM Pin B33......................Signal Return (SIGRTN)
automatic plane.
Circuit
Testing
The TRS-A2 sensor is tested continuously during
vehicle operation and whenever Key On Engine Off
(KOEO) or Key On Engine Running (KOER) tests are
performed.
Testing TRSA-2 Sensor
1. Connect a WDS tested to the diagnostic
connector.
the sensor. If the PID value is within specification,
then check for other Diagnostic Trouble Code
(DTC) or component faults
PID Specification
PID Description
GLP_D ESS Lever in Auto Position Diagnosis
Manual ESS Lever in “Manual” Position Diagnostic Trouble Codes (DTC) are retrieved through
TP+ ESS Lever in “Tip +” Position the diagnostic connector using the WDS tester.
TP- ESS Lever in “Tip -” Position DTCs applicable to the PSP switch are shown in the
following table.
Pin-out Sport Shift Voltage
1 and 2 All positions 4.8V - 5.2V DTC Test Mode Condition MIL ON
2 and 3 ESS Lever in 3.7V - 4.2V P1650 KOEO, KOER, Failure NO
Auto Position Cont.
2 and 3 ESS Lever in 2.6V - 3.3V NOTE:
“Manual” These DTC’s may be recorded if a KOER test is
Position not completed correctly
2 and 3 ESS Lever in 1.5V - 2.0V
“Tip +” Position Testing
2 and 3 ESS Lever in 0.5V - 1.3V The PSP switch is tested whenever Key On Engine
“Tip -” Position Off (KOEO) or Key On Engine Running (KOER) tests
Pin-out numbers are marked on the back of the white are performed. When a P1650 is reported after a
ESS connector KOEO and KOER test, check the PSP for correct
operation.
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Switch Test DTC’s applicable to the PSP transducer are shown in

1. Disconnect the PSP connector harness. the following table.
2. Using a multimeter with suitable connectors,
measure the resistance if the PSP Switch. P1650 KOEO, KOER, Failure NO
Cont.
3. Start and run the engine.
4. Actuate the PSP switch by turning the steering NOTE: These DTC’s may be recorded if a KOER test
wheel and releasing. Ensure that the switch is not completed correctly
resistance conforms to specifications. If the switch
is within specifications, check the wiring for open Testing
and short circuits. The PSP switch is tested whenever Key On Engine
Steering PSP Resistance PSP voltage Off (KOEO) or Key On Engine Running (KOER) tests
are performed. When a P1650 is reported after a
Steering turned Greater than 4.5 - 5.2V KOEO and KOER test, check the PSP for correct
10kΩ operation.
Steering Less than 10Ω 0.0 - 1.0V Switch Test
released
1. Using WDS datalogger, monitor the PSP signal (if
Power Steering Pressure Transducer (I6) available)
2. If the signal is not changing as the steering wheel
NOTE: This circuit must not remain by-passed or is turned, disconnect the PSP connector harness.
bridged, since steering load applied when cornering
may stall the engine and cause loss of steering 3. Using a multimeter with suitable connectors,
control. measure the resistance across the PSP
transducer (3.5kΩ ±10%).
The Power Steering Pressure transducer (PSP) which 4. Ensure there are two 5V supply voltages to the
is a pressure sensitive switch that detects when PSP transducer with the ignition switched on
pressure within the power steering system reaches a
specified level. To prevent engine stall and maintain 5. Check for continuity between the PSP connector
idle quality during parking manoeuvres the PCM and PCM
boosts the engine idle speed by approximately 100 Vehicle Speed
RPM.
The PSP switch is a normally closed pressure switch. The PCM determines the vehicle speed from 3
Under no load conditions the switch connects the PSP sources depending on vehicle option. Vehicle speed
pin B31 to Signal Return (SIGRTN). When the power source, tyre rotations per mile, axle ratio is
steering load is high, the PSP opens causing 5 volts programmed into the PCM using the WDS tester (see
to be detected at PCM Pin. ‘Module Configuration’ in this section).
Connections Option VSS input Signal Type

ABS Connected to Square wave
PCM Pin B31..........................................PSP Signal ABS speed frequency signal
PCM Pin B33......................Signal Return (SIGRTN) output pin (0V to 5 V)
Circuit Traction Control Not used CAN signal
None Connected to Square wave
output shaft frequency signal
speed sensor in (0V to 5V)
the transmission
housing
Output Shaft Speed (OSS) Sensor

The output shaft speed sensor is used in vehicles
without the ABS or traction controlled option. It is a
gear driven Hall effect sensor mounted in the
transmission extension housing. The output signal
frequency is proportional the output shaft speed. The
PCM calculates vehicle speed using this signal and
the programmed axle ratio and tyre rotation per mile.
Diagnosis The PCM uses vehicle speed signal to control:

Diagnostic Trouble Codes (DTC) are retrieved through Automatic transmission gear shifts
the diagnostic connector using the WDS tester. Speed control operation
BF00006 en 01/2006 2006.0 BF Falcon

Vehicle speed limiting. 2. Where ABS and traction control is fitted, ensure
Engine fan control that the warning lights are not illuminated. Rectify
before continuing.
NOTE: A 19-tooth gear is used on the OSS for all
axle and tyre size variants. Alternative OSS gears will 3. Connect a WDS tester to the diagnostic
result in vehicle speed calculation errors and must not connector.
be used. 4. Check the Output Shaft Speed and the Vehicle
Speed on the WDS screen. If these reads 0,
Vehicle speed data is transmitted on the CAN line for
check the electrical connections between the
the speedometer, odometer, trip computer and PCM and the vehicle speed source.
air-conditioner functions.
5. If vehicle speed is inaccurate, reconfigure the
Connections PCM VID block as detailed in the Module
PCM Pin B7…………….Vehicle Speed Signal VSS Configuration section.
PID Specification
PCM Pin B45…. Vehicle Reference Voltage (VREF)
PCM Pin B33..……………. Signal Return (SIGRTN) PID Description
AXLE Axle Ratio used by the PCM
VSS Installation (where fitted) TIRE SIZE Tire size used by the PCM - revs
per mile
Vehicle Speed Output (VSOUT)

The PCM transmits a 12V square wave vehicle speed
output signal on the VSOUT pin for the satellite
navigation system. This pin may be used to drive
other devices such as taximeters. The recommended
load for this pin is 4.7 to 15 k Ω to ground.
Connections
PCM Pin B7…………………………………. VSOUT
Electronic Throttle Control Inputs
Accelerator Pedal Position (APP) Sensor
Diagnosis
If the sensor is damaged or faulty, but still operating A triple output Accelerator Pedal Position (APP)
within the operating range, no fault code will be Sensor is used to provide pedal position signal to the
logged PCM. It has an 8-way electrical connector providing 3
independent potentiometer signals.
DTCs applicable to this sensor are shown on the NOTE: One of the features of the APP/PCM is in the
following table. event of the engine becoming choked with fuel
DTC Test Condition MIL (flooded), if the accelerator is held in the WOT
Mode ON position with the engine cranking, the injectors are
disabled. This is to "dry" the cylinder quicker.
P0500 KOEO Missing/erratic speed YES
However, prolonged cranking with WOT may trigger a
Cont signal from ABS, ASR or
DTC.
OSS
Connections
Failure Mode
PCM Pin B17………….……………… PPS1 Signal
Failure of the vehicle speed sensor signal source will
result in normal engine running but no speedometer PCM Pin B18………….……………… PPS2 Signal
readout, no speed control operation. Automatic PCM Pin B19………….……………… APPS3 Signal
transmission will default to 3rd gear when DRIVE is PCM Pin B20………….…………..…… APPSVREF1
selected.
PCM Pin B45………….…………….…. APPSVREF2
Testing PCM Pin B21…………………………….APPSRTN1
1. Check that the instrument cluster is working PCM Pin B33……………………………. APPSRTN2
correctly by observing warning lamps, tachometer,
fuel and temperature gauges. Rectify before
continuing.
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Circuit throttle mode. The appropriate trouble code will be

logged in memory for retrieval during Self-test mode.
Testing
The APP sensor is tested continuously during vehicle
(KOEO) or Key On Engine Running (KOER) test are
performed.
Testing Pedal Position Sensor
and retrieve all recorded DTC’s.
2. Attempt to identify any common theme to the
recorded DTC’s, i.e. low reference voltage to a
range of sensors. If a common theme can be
identified investigate these first
3. Using WDS datalogger, check the Parameter
Diagnosis Identification (PID) value of the APP sensor tracks
DTCs applicable to this sensor are shown on the (APP1, APP2 and APP3.)
following table. 4. You may have to adjust the display operating
scale for WDS. It should be remembered the APP
DTC Test Condition MIL ON sensor operates on a 5 volt reference so an
Mode indicated large operating voltage range may give
P2122 KOEO APP1 fails - Out-of-range NO a poor visual display on the WDS screen.
Cont low 5. It is recommended, if required, to adjust the visual
P2123 KOEO APP1 fails - Out-of-range NO display to a 0 to 5 volt display and select the bar
Cont high graph option.
P2124 KOEO APP1 fails - intermittent, NO 6. With the engine off and the ignition switched on to
Cont Out-of-range position II. Slowly press the accelerator pedal and
P2138 KOEO APP1 fails - In-range NO monitor the signal being generated from the TPS.
P2139 Cont (one sensor disagrees) You should see APP1 at approximately 4 volts
(+/- 0.7volts) falling to approximately 1 volt, APP2
P2127 KOEO APP2 fails - Out-of-range NO at approximately 1 volt (+/- 0.7 volts) rising to
Cont low approximately 4 volts and APP 3 at approximately
P2128 KOEO APP2 fails - Out-of-range NO 1 volt (+/- 0.7 volts) rising to approximately 4
Cont high volts.
P2129 KOEO APP2 fails - intermittent, NO NOTE: There can be a voltage difference of over
Cont Out-of-range 1 volt displayed between APP2 and APP3 at the
P2138 KOEO APP2 fails - In-range NO start of this test. Provided the voltage difference at
P2140 Cont (one sensor disagrees) the end of the test is approximately the same, this
is NOT a reason to reject the APP sensor.
P2132 KOEO APP3 fails - Out-of-range NO
Cont low The effective differential operating parameters of this
P2133 KOEO APP3 fails - Out-of-range NO sensor are very wide and it is possible you may not
Cont high achieve the 4 volt operating range and the sensor will
still operate correctly. Again this is NOT a reason to
P2134 KOEO APP3 fails - intermittent, NO reject the sensor.
Cont Out-of-range
Over an extended period of use and high mileage the
P2139 KOEO APP3 fails - In-range NO APP sensor can develop specific areas of resistance
P2140 Cont (one sensor disagrees) on the sensing tracks. This can be indicated by the
P2110 KOEO Two or three APPS fail NO voltage appearing to "jump" when carrying out the
Cont (pedal position > or = no test. If this appears to be the case, repeat the test a
pedal) number of times to confirm the diagnosis. Take at
least 5 to 10 seconds pressing the accelerator pedal
Failure Mode from the OFF to the Wide Open Throttle (WOT)
The Failure Mode Effects Management (FMEM) position and the same time to return to the OFF
strategy will, in most cases, ensure normal operation position. The slower and steadier the pedal is applied
of the vehicle if one of the APP potentiometers fails. the more accurate the readings will be.
The ETC warning light will flash. If two or more
sensors fail, the ETC will default to limp-home part
BF00006 en 01/2006 2006.0 BF Falcon

General notes when diagnosing APP concerns. and simply bolts onto the ETB in one orientation only
If P2110 is displayed this indicates no output from the by way of a locating pin on the TPS.
APP and the engine will be in Guard Mode. Check the Connections
APP connector is correctly fitted and the sensor 5 volt
reference is being provided. PCM Pin A44…………………………… TP1 Signal
For P2124, P2129 and P2134 intermittent faults, it is PCM Pin A16…………………………… TP2 Signal
recommended you carryout a wiggle test whilst PCM Pin A21………………………..…. TPS_VREF
monitoring the readouts on WDS. It is recommended PCM Pin A22……………………………. TPS_RTN
you do this with the accelerator pedal held in a range
of positions. Circuit
PID Specification
PID Description
APP_F Accelerator Pedal Position Status
APP_MODE Pedal position mode: -1=pedal not
depressed, 0=pedal partially
depressed, 1=pedal fully depressed
APP1 Voltage of the Pedal Position Sensor
number 1 (PPS1) at the PCM
connector pin, relative to signal return
(SIGRTN)
(SIGRTN)
(SIGRTN)
Throttle Position Sensor

A dual (opposing slope) output Throttle Position
Sensor (TPS) is used to provide feedback to the
Powertrain Control Module (PCM). It has a four way
electrical connector providing 5v supply, a return and
two output signals. The TPS is replaceable in service
BF00006 en 01/2006 2006.0 BF Falcon

Diagnosis DTC Test Condition MIL

Mode ON
DTCs applicable to this sensor are shown on the
following table P2111 Cont. Throttle Actuator Control NO
System - Higher throttle
DTC Test Condition MIL opening than driver
Mode ON demand
P0122 KOEO TP1-NS fails - NO P2112 Cont. Throttle Actuator Control NO
Cont. Out-of-range low System - Lower throttle
P0123 KOEO TP1-NS fails - NO opening than driver
Cont. Out-of-range high demand
P0124 KOEO TP1-NS fails - NO P2135 KOEO Sensor disagreement, in NO
Cont. intermittent, Out-of-range Cont. range
P0221 KOEO TP2-PS fails - NO P0124 KOEO Intermittent sensor NO
Cont. Out-of-range at P0224 Cont. disagreement, in range
commanded settings P0124 KOEO Both TPS fail - NO
P0222 KOEO TP2-PS fails - NO P0224 Cont. Out-of-range intermittent
Cont. Out-of-range low
Failure Mode
P0223 KOEO TP2-PS fails - NO
Cont. Out-of-range high The Failure Mode Effects Management (FMEM)
P0224 KOEO TP2-PS fails - NO strategy will, in most cases, ensure normal operation
of the vehicle if one of the TPS potentiometers fails.
Cont. intermittent, Out-of-range
The ETC warning light will flash. If both sensors fail,
P1124 KOEO, Throttle Out Of Self-test NO the ETC will default to limp home part throttle mode.
KOER Range The appropriate trouble code will be logged in
P1573 KOEO Throttle position not NO memory for retrieval during Self-test mode.
Cont. available
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Testing Connections
The TPS sensor is tested continuously during vehicle PCM Pin B5……………………………………. CES
(KOEO) or Key On Engine Running (KOER) test are Circuit
performed.
Testing Throttle Position Sensor
and retrieve all recorded DTC’s.
2. Attempt to identify any common theme to the
recorded DTC’s, i.e. low reference voltage to a
range of sensors. If a common theme can be
identified investigate these first.
3. Using WDS datalogger, check the Parameter
Identification (PID) value of the throttle position
sensor tracks (TP1 and TP2.)
4. You may have to adjust the display operating
scale for WDS. It should be remembered the TP
sensor operates on a 5 volt reference so an
indicated large operating voltage range may give Failure Mode
a poor visual display on the WDS screen.
Failure of clutch switch in the open circuit position will
5. It is recommended, if required, to adjust the visual
inhibit speed control operation. A shorted CES will
display to a 0 to 5 volt display and select the bar
result in engine flaring to a high engine rpm when the
graph option.
clutch pedal is depressed with the speed control
6. With the engine off and the ignition switched on to engaged.
position II. Slowly press the accelerator pedal and
monitor the signal being generated from the TPS. Testing
You should see TP1 at approximately 4 volts (+/- Testing Clutch Engagement Switch
0.7volts) falling to approximately 1 volt, and TP2
at approximately 1 volt (+/- 0.7 volts) rising to 1. Connect a WDS tester to the diagnostic
approximately 4 volts. connector.
PID Specification the CES while depressing and releasing the
clutch pedal.
PID Description
ETC_ACT The actual throttle angle in degrees PID Description
as determined from the throttle CPP Clutch Pedal Depressed
sensor inputs.
TP1 Voltage of the Electronic Throttle Brake Switches
Control (ETC) Throttle Position The PCM monitors the brake pedal position using two
Sensor number 1 (TPS1) at the PCM switches - the Brake On-Off (BOO) switch and the
connector pin, relative to signal return brake Pressure Applied switch (BPA). Both switches
(TPS_RTN) are mounted on the pedal assembly and are directly
TP2 Voltage of the Electronic Throttle actuated by the brake pedal. When the brakes are
Control (ETC) Throttle Position applied, the PCM cancels speed control operation.
Sensor number 2 (TPS2) at the PCM BOO is a normally-open switch that switches 12V to
connector pin, relative to signal return the PCM’s BOO input (pin B25) when the brakes are
(TPS_RTN) applied and activates the brake lights. BPA is a
normally-closed switch that supplies a 12V signal to
Clutch Engagement Switch, Manual the PCM (pin B32). The BOO is designed to switch to
Transmission 12V before BPA breaks the circuit to 12V. If the BPA
12V circuit breaks without the BOO switching to 12V,
The PCM monitors clutch engagement using the the speed control cannot be engaged or re-engaged
Clutch Engagement Switch (CES). The CES is until the next key-on.
mounted on the pedal assembly and is actuated by
the clutch pedal in the released position. When the
clutch is applied, the PCM cancels speed control
operation.
BF00006 en 01/2006 2006.0 BF Falcon

Connections PID Specification

PCM Pin B25……………………………………. BOO PID Description
PCM Pin B32………………………....... BPA <RBS> BOO Brake ON / OFF
Circuit BPA Brake Pressure Applied Switch Status (ON
/ OFF)
Reverse Gear Switch

The PCM monitors the reverse gear switch (RGS) on
manual transmission vehicles to check for reverse
gear selection. When 12V is sensed on RGS, engine
torque is limited to a suitable value for reverse gear
operation. The switch status is transmitted on the
CAN for the optional reverse parking sensor.
Connections
PCM Pin B30…………………………………. RGS
Diagnosis
Ensure that the reverse lamps operate correctly.
Diagnosis Rectify before continuing.
Ensure that the brake lamps operate correctly before DTCs applicable to this sensor are shown on the
continuing. following table.
DTCs applicable to this sensor are shown on the DTC Test Mode Condition MIL ON
following table. P0812 KOEO Cont Reverse switch NO
or circuit faulty
P1572 KOEO, KOER Brake switch NO Failure Mode
Cont. circuit faulty
The ETC will implement reverse gear torque limiting
Failure Mode under the following conditions:
RGS switch short circuit fault;
Failure of either brake switch will inhibit speed control
operation. RGS wire open circuit;
Both reverse lamps are faulty.
Testing
Testing
The BOO and RBS switches are tested continuously
during vehicle operation (cont.) and whenever Key On Testing Reverse Gear Switch
Engine Off (KOEO) or Key On Engine Running 1. Ensure that the reverse lamps operate correctly.
(KOER) test are performed. Rectify before continuing.
Testing Brake Pedal Switches 2. Connect a WDS tester to the diagnostic
1. Connect a WDS tester to the diagnostic connector.
connector. 3. Check the Parameter Identification (PID) value of
2. Select BOO and BPA through the PCM TRANS_GEAR while selecting reverse gear.
datalogger option.
PID Specification
3. Slowly press the brake pedal and monitor the
switching sequence of the BOO and BPA. The PID Description
correct sequence is as follows;
TRANS_GEAR Transmission Gear state
Switch Brake off Light brake Moderate to
pressure heavy braking
BOO OFF ON ON
BPA OFF OFF ON
NOTE: Any variation on this sequence will cause the
Speed Control System to become inoperative.
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Speed Control Range Switch Assembly 5. Select BOO and BPA through PCM datalogger
option.
The Speed Control Range Switch Assembly (SCRSA)
is located right side of the steering wheel airbag. The 6. Slowly press the brake pedal and monitor the
switching sequence of the BOO and BPA. The
switches are resistively multiplexed and connect to
the steering wheel clock spring wiring to the PCM. correct sequence is as follows;
Each switch connects a specific resistor value to Switch Brake off Light brake Moderate to
ground and produces a distinctive voltage level signal pressure heavy braking
at the SCRSA input. The PCM uses the SCRSA BOO OFF ON ON
signal to determine driver command of the speed
control system. BPA OFF OFF ON
NOTE: Any variation on this sequence will cause the
Connections
Speed Control System to become inoperative.
PCM Pin B16…………………………………SCRSA
7. Operate the speed control switches in sequence.
PCM Pin B33…………………………………SIGRTN
8. Check the Parameter Identification (PID) value for
Circuit each of the status as the button is pressed. If the
PID value is within specification, then check for
other Diagnostic Trouble Code (DTC) or
component faults.
PID Specification
PID Description Status and
Range
SCCS Speed Control Switch Voltage
Status display
and
operation
list
SCCS_NULL Speed Control Range ON / OFF
Switch in “NULL”
state
SCCS_CANCEL Speed Control Range ON / OFF
Failure Mode Switch “RESUME /
In the event the SCRSA fails, or the signal is outside CANCEL”
the expected range, the PCM will log a fault code. SC_ON Speed Control Range ON / OFF
Some or all of the speed control functions will not be Switch “ON / OFF”
available. SC_OFF Speed Control Range ON / OFF
Testing Switch “ON / OFF”
SC_ACCEL Speed Control Range ON / OFF
The SCRSA is tested continuously during vehicle Switch “SET +”
operation (CONT) and whenever a Key On Engine Off
(KOEO) test is performed. SC_COAST Speed Control Range ON / OFF
Switch “SET -”
and carryout a full self test of all vehicle systems. SC_OPEN Speed Control Switch NORMAL /
Retrieve all DTC’s Status OPEN /
SHORT
2. Attempt to identify any common theme and TO
investigate these before commencing further GROUND
speed control diagnostics. / B+
3. It should be remembered the Speed Control SC_FAULT Speed Control Error FAULT
System is one of the first systems to be Warning Indicator YES / NO
deactivated if there is a concern within the engine (To IC and
management system as it is classed as a WDS)
non-essential system.
4. Monitor the speed control switch status on the 9. The SC_FAULT PID will display a worded
WDS screen (Refer to the PID list below). It is warning if there is an error in the system and it
also recommended to select the BOO (Brake will give an indication of the type of fault.
ON/OFF) and BPA (Brake Pressure Applied)
PID’s
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10. When selecting the SCCS PID you have an option NOTE: The A/C relay signal may be de-energised to
of VOLTS and MODE, it is recommended you disable the A/C compressor if conditions are
select both. unsuitable for A/C operation. (For example, engine
11. Commence the test with a KOEO situation and overheat, faulty A/C components, etc. Refer to A/C
the Speed Control System switched off. Disable Chart in Air Conditioning section 412-03)
12. When displayed on the WDS datalogger screen Air Conditioner Relay
with no switches selected the SCCS voltage
should display between 4.5 - 4.8 volts and the The Powertrain Control Module (PCM) energises the
MODE will display NONE. Air Conditioning Relay (ACR) whenever air
13. Press and hold the cruise select switch and the conditioning is required. The air conditioning relay
voltage should now display between 0.0 and 0.5 then energises the air conditioning compressor clutch.
volts. The SCCS_NULL should display ON. When Connections
the button is released it should return to near its
original display voltage. PCM Pin B2.......................................... ACR Signal
14. CRUISE should now be displayed in the Circuit
instrument cluster.
15. Press and hold the SET+ button and the SCCS
should display between 3.2 and 3.8 volts.
16. Press and hold the SET- button and the SCCS
should display between 2.1 and 3.0 volts.
17. Press and hold the RES / COAST button and the
SCCS should display between 4.0 and 4.3 volts
18. If all these parameters are within specification and
the speed control continues to function incorrectly,
repeat the above test with the engine running
while turning the steering wheel. This will indicate
if there is a potential concern with the wiring or
connections between the Speed Control switch
and the PCM.
19. If this does not revel a concern, check the
Diagnosis
resistance at the switch with due reference to the
table below. Diagnostic Trouble Codes (DTC) are retrieved through
the diagnostic connector using the WDS tester. Fault
Switch Specification
Finding Tables for DTC’s are in ’Diagnosis’ in this
Switch Voltage Range Resistance section, or for specific A/C system diagnosis refer to
(V) (± 5% Ω) section 412-03.
Default (none) 4.5 - 4.8 4,330 DTCs applicable to the ACR relay are shown in the
RES COAST 4.0 - 4.3 1,630 following table.
SET + 3.2 - 3.8 810 DTC Test Condition MIL ON
SET - 2.1 - 3.0 420 Mode
CRUISE 0 - 0.4 0 P1465 Cont. Relay faulty or circuit NO
A number of concerns with other systems can cause malfunction
the Speed Control to deactivate, particular attention
should be given to VSS signals and ABS concerns. Testing
Ensure the correct VID data has been programmed. The AC relay is tested continuously during vehicle
operation (cont.).
Air Conditioner Inputs
Relay Test
Refer to Section 412-03.
1. Remove the AC relay from its socket in the
Air Conditioner Demand relay/fuse box adjacent to the battery.
The Powertrain Control Module (PCM) controls 2. Check the condition of the relay
operation of the air conditioning compressor clutch. 3. Check the harness for open circuits and short
When an Air Conditioner Demand (ACD) signal is circuits.
received by the PCM on the CAN, it energises the Air NOTE: Relays are generally of 2 types: DIN and
Conditioner Relay (ACR) to engage the air ISO. A DIN relay can be identified by the numbers
conditioning compressor. associated with each pin namely, 30, 85, 86, 87
BF00006 en 01/2006 2006.0 BF Falcon

and 87a. ISO relays are numbered 1, 2, 3, 4 and Connections

5.
PCM Pin B15...................................... ACPT Signal
WARNING: ISO and DIN relays must never be PCM Pin A36.....Vehicle Reference Voltage (VREF)
interchanged. This is because the pin locations PCM Pin A32......................Signal Return (SIGRTN)
can be in different positions. If the relays are
Circuit
interchanged there is a high risk of damage to the
vehicle circuitry or possibly even causing a FIRE.
NOTE: Many modern relays incorporate circuit boards
and are multifunctional. These are not easily tested
without dedicated test equipment but they are easily
damaged by inappropriate test procedures.
Relays must be replaced on a "like-for-like" basis.
The following is a simple test procedure for checking
the operation of simple relays.
1. With the multi-meter set to Ohms (Ω), measure
the resistance between pins 30 and 87 on a DIN
relay or pins 3 and 5 on an ISO relay. This should
read open circuit. Any reading at this point
indicates the relay contacts have become fused
together or are contaminated and the relay should
be replaced. Diagnosis
2. Then take a reading across pins 1 and 2 of the Diagnostic Trouble Codes (DTC) are retrieved through
ISO relay or 85 and 86 of the DIN relay. You the diagnostic connector using the WDS tester. Fault
should obtain a reading of approximately 85Ω (+/- Finding Tables for DTCs are in the ‘Diagnosis’
20Ω) on the ISO relay and 75Ω (+/- 20Ω) on the section.
DIN relay. This tests the integrity of the windings
within the relay. DTCs applicable to the ACPT sensor are shown in the
following table.
3. Using a suitable power source (a square 9V
battery can be used for this), power up the DTC Test Condition MIL ON
windings of the relay. At this point you may hear Mode
the relay click. Hearing the relay click, does not P0532 KOEO, ACPT sensor circuit NO
necessarily indicate it is satisfactory. Cont. low input.
4. Using the multi-meter with the relay powered, Most likely causes
measure the resistance between pins 30 and 87 are no A/C
of the DIN relay or pins 3 and 5 of the ISO relay. refrigerant charge at
Both must read less than 1Ω. If it is higher than all, or faulty
this, it indicates contamination of the relay pressure transducer
contacts. (sensor out of
NOTE: A number of modern relays incorporate a calibration,
diode as a safety device to protect circuitry in the open-circuit)
event of a relay being incorrectly fitted. These will P0533 KOEO, ACPT sensor circuit NO
be fitted between pins 85 and 86 of the DIN relay Cont. high input
or pins 1 and 2 of the ISO relay. If when trying to Most likely cause is
obtain a reading for the winding resistance or the faulty pressure
relay does not appear to click, try reversing the transducer (sensor
polarity with the battery before condemning the out of calibration,
relay. short-circuit)
Air Conditioner Pressure Transducer A/C Pressure Transducer tests

The Air Conditioner Pressure Transducer (ACPT) The ACPT sensor is tested continuously during
sensor is located on the compressor discharge pipe. vehicle operation (continuous test) and whenever a
The Powertrain Control Module (PCM) uses this Key On Engine Running (KOER) or Key on Engine
signal to monitor the air conditioner discharge Off (KOEO) test is performed. However, if a KOER
pressure and actuate the air conditioning and cooling test is performed, the PID value can be read and
strategies accordingly. compared against acceptable operating pressures.
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1. Conduct a KOER test with A/C check as thermistor decreases as the temperature of the
described later in this section (page 106) transmission oil increases.
2. Check the Parameter Identification (PID) value of Connections
the ACPT. If the PID value is within normal
operating pressures, then check for other PCM Pin A37......................................... TFT Signal
Diagnostic Trouble Codes (DTC) or component PCM Pin A32......................Signal Return (SIGRTN)
faults (refer to section 412-03).
NOTE: Normal A/C discharge pressures (as Circuit
measured by the pressure transducer) with the
A/C compressor operating are 200 - 3170 kPa.
3. If the A/C system has no refrigerant charge, the
pressure transducer could read down to 0 kPa,
but the A/C compressor will be disabled below
200kPa (i.e. A/C compressor not operating).
4. If the A/C system has a fault (eg. blockage), the
pressure transducer could read higher than 3170
kPa instantaneously, but the compressor will be
disabled above this pressure (i.e. A/C compressor
not operating) and the pressure relief valve will
open from 3170 - 4100kPa to vent refrigerant from
the A/C system.
5. Check the A/C pressure transducer harness for
open circuits and short circuits.
Diagnosis
PID Specification
DTCs applicable to the TFT sensor are shown in the
PID Description following table.
ACP A/C pressure DTC Test Mode Condition MIL ON
P0712 KOEO, TFT circuit low NO
Transmission Inputs Cont. input
The following section is for the 4 speed automatic P0713 KOEO, TFT circuit high NO
transmission only. Cont. input
The 6 speed automatic transmission, (ZF 6HP26), is a Testing
self contained unit which is controlled by its own
integral module referred to as the Transmission The TFT sensor is tested continuously during vehicle
Control Module (TCM), located within the transmission operation (cont.) and whenever a Key On Engine Off
itself. (KOEO) test is performed.
The following descriptions and test procedures are Testing Engine Oil Temperature Sensor
only applicable to the 4 speed transmission and must 1. Disconnect the Automatic transmission harness
never be attempted on the ZF 6HP26, as this will connector.
result in damage to the TCM 2. Locate the TFT sensor pins on the harness.
For ZF 6HP26, refer to section 307-01B and the Quick 3. Using a suitable measure the resistance of the
Reference DTC chart in this section. TFT sensor. Replace the sensor if not within
Transmission Fluid Temperature Sensor specification.
The Transmission Fluid Temperature (TFT) sensor is TFT Specification

located in a harness within the Automatic Temperature Resistance Voltage Nominal
Transmission oil pan. The TFT measures the (±3º C.) Nominal
temperature of the oil in the automatic transmission 10º 3800 Ω 4.0
sump. The Powertrain Control Module (PCM) uses 20º 2500 Ω 3.5
the TFT signal to vary shift pressures in response to
the transmission oil temperature for consistent and 30º 1700 Ω 3.1
smooth shifts. It is also used to indicate transmission 40º 1200 Ω 2.7
overheat conditions. 60º 600 Ω 1.9
The TFT sensor uses a thermistor that is sensitive to 80º 320 Ω 1.2
temperature variations. The resistance of the
100º 190 Ω 0.8
BF00006 en 01/2006 2006.0 BF Falcon

TFT Specification Diagnosis

Temperature Resistance Voltage Nominal
(±3º C.) Nominal Diagnostic Trouble Codes (DTC) are retrieved through
120º 110 Ω 0.5 Finding Tables for DTC’s are in the Quick Reference
4. Check the harness for open circuits and short DTC list.
circuits. DTCs applicable to the fuel pump relay are shown in
the following table.
Output Actuators
Fuel Pump P0230 KOEO, Relay primary circuit NO
Cont. malfunction
The Fuel Pump (FP) is powered by the fuel pump
relay situated in the power distribution box on the right Failure Mode
hand side of the engine compartment. The PCM and
the PCM Power Relay control operation of the Fuel If the Fuel Pump, Fuel Pump Relay or PCM Power
Pump. Relay fail, the fuel pump will not operate.
The fuel pump is a two-stage turbine pump. The first Testing
stage is a low-pressure impeller pump. As it rotates,
the impeller draws fuel from the tank. Fuel is then The fuel pump relay is tested continuously during
forced into the second high pressure stage. The vehicle operation (cont.) and whenever a Key On
second stage is a gear type pump. As the inner gear Engine Off (KOEO) test is performed.
rotates, it carries fuel around with the rotor, 1. Turn the ignition off
pressurising it and directing fuel into the outlet. This 2. Check the 20A fuse pump relay fuse (Fuse 20,
two stage system eliminates vapour bubbles and battery fuse box)
ensures the fuel is supplied at the correct pressure.
The large number of low volume chambers within the 3. Remove the relay from its socket in the relay/fuse
gear pump produces smooth pressure characteristics box adjacent to the battery.
with minimal pressure pulsation resulting in quiet 4. Check the operation and condition of the relay.
operation. NOTE: Relays are generally of 2 types: DIN and
The fuel pump relay winding is supplied with power ISO. A DIN relay can be identified by the numbers
when the ignition is switched to the ON position. The associated with each pin namely, 30, 85, 86, 87
FP relay switches battery voltage to the Fuel Pump and 87a. ISO relays are numbered 1, 2, 3, 4 and
when the coil is energised by the PCM Power Relay 5.
and grounded by the PCM. When the ignition is first
switched ON, the PCM will operate the fuel pump for WARNING: ISO and DIN relays must never be
one second. If no CKP signal is received at the PCM, interchanged. This is because the pin locations
the PCM will open the ground circuit, switching OFF can be in different positions. If the relays are
the fuel pump relay. This ensures that if the engine interchanged there is a high risk of damage to the
stalls, for any reason, fuel pump operation will cease vehicle circuitry or possibly even causing a FIRE.
immediately. NOTE: Many modern relays incorporate circuit boards
Connections and are multifunctional. These are not easily tested
without dedicated test equipment but they are easily
PCM Pin B27.................... Fuel Pump Relay (FP) damaged by inappropriate test procedures.
Circuit Relays must be replaced on a "like-for-like" basis.
The following is a simple test procedure for checking
the operation of simple relays.
i. With the multi-meter set to Ohms (Ω), measure the
resistance between pins 30 and 87 on a DIN relay or
pins 3 and 5 on an ISO relay. This should read open
circuit. Any reading at this point indicates the relay
contacts have become fused together or are
contaminated and the relay should be replaced.
ii. Then take a reading across pins 1 and 2 of the ISO
relay or 85 and 86 of the DIN relay. You should obtain
a reading of approximately 85Ω (+/- 20Ω) on the ISO
relay and 75Ω (+/- 20Ω) on the DIN relay. This tests
the integrity of the windings within the relay.
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iii. Using a suitable power source (a square 9V The strategy the PCM uses to control the air-fuel ratio
battery can be used for this), power up the windings is described in Control Systems.
of the relay. At this point you may hear the relay click.
Hearing the relay click, does not necessarily indicate it Fuel Injector Cross Section, Typical
is satisfactory.
NOTE: A number of modern relays incorporate a
diode as a safety device to protect circuitry in the
event of a relay being incorrectly fitted. These will be
fitted between pins 85 and 86 of the DIN relay or pins
1 and 2 of the ISO relay. If when trying to obtain a
reading for the winding resistance or the relay does
not appear to click, try reversing the polarity with the
battery before condemning the relay.
iv. Using the multi-meter with the relay powered,
measure the resistance between pins 30 and 87 of
the DIN relay or pins 3 and 5 of the ISO relay. Both
must read less than 1Ω. If it is higher than this, it
indicates contamination of the relay contacts.
5. Switch the ignition to position II
6. Check for a 12V supply to the socket for pin 1 of
the relay
7. Switch the ignition off
8. Check for continuity between the socket for Pin 2
of the relay and pin B27 of connector B-301
(pocket B of the PCM)
9. Check the condition of connector B-301 and the
pins in pocket B of the PCM.
circuits.
Fuel Injectors 1-8
The fuel injectors are electronically operated valves,
which deliver a metered amount of atomised fuel to Item Description
the engine. The injectors are conventional solenoid 1 O-ring
operated injectors with a pintle type nozzle. The
injector orifice is a fixed size and the fuel supply 2 Filter
pressure to the injector is regulated by the fuel 3 Adjusting Sleeve
pressure regulator. Fuel flow to the engine, and thus 4 Weld
the air-fuel ratio, is controlled by how long the injector
5 Shells (2 of)
solenoid is energised. The Injector Pulse Width is the
time the solenoid is energised. 6 Weld
Vehicles fitted with the I6 engine use 6 fuel injectors 7 Weld
(INJ1-6),while V8 engines have 8 injectors 8 Support Ring
(INJ1-8),one for each cylinder. 9 O-ring
10 Seat & Spray Plate Assy.
CAUTION: The fuel injectors pulse open
momentarily using a signal from the PCM. 11 Tube Assy.
Applying battery voltage directly to the fuel 12 Needle, Ball & Armature Assy.
injector’s electrical connector terminals will 13 Spring
damage the internal solenoid.
14 Coil & Bobbin Assy.
Battery voltage is applied to the positive side of the
injector solenoid coil via the PCM Power Relay. The 15 Plastic Body
negative side of the injector solenoid is grounded, as
required, by the Powertrain Control Module (PCM).
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Connections (I6) Finding Tables for DTCs are in the ‘Diagnosis’

section.
PCM Pin A14................................. Injector 1
PCM Pin A7................................... Injector 2 DTCs applicable to the fuel injectors are shown in the
following table.
PCM Pin A4................................... Injector 4 DTC Test Mode Condition MIL ON
PCM Pin A8................................... Injector 5 P0201 KOEO, INJ1 circuit YES
Cont. malfunction
PCM Pin A3................................... Injector 6
P0202 KOEO, INJ2 circuit YES
Connections (V8) Cont. malfunction
PCM Pin A14................................. Injector 1 P0203 KOEO, INJ3 circuit YES
Cont. malfunction
PCM Pin A3................................... Injector 2
PCM Pin A8................................... Injector 3 Cont. malfunction
PCM Pin A4................................... Injector 5 Cont. malfunction
PCM Pin A7................................... Injector 6 P0206 KOEO, INJ6 circuit YES
PCM Pin A15................................. Injector 7 Cont. malfunction
PCM Pin A42................................. Injector 8 P0207 KOEO, INJ7 circuit YES
Cont. malfunction
Circuit
Cont. malfunction
Failure Mode
Should a fuel injector fail the engine may run rough, a
Diagnostic Trouble Code (DTC) will be logged in
memory for the failed injector and subsequent
unexpected changes in the air-fuel ratio.
In the unlikely event that all the fuel injectors fail
simultaneously, the vehicle will not run. The
appropriate DTC will be reported to indicate failure of
the individual fuel injectors.
Testing
The fuel injectors are tested continuously during
Maintenance Engine Off (KOEO) test is performed.
The fuel rail must be removed to replace the fuel Injector Fouling
injectors. The procedure is described in Fuel Rail in
the ‘Removal and Installation’ section. The fuel Over time, sulphur and other trace elements in petrol
injectors have a fixed orifice size and cannot be can build-up on the injector spray plate and around
adjusted the nozzle. The quality of the fuel plays an important
part in minimising this fouling of the fuel injectors.
NOTE: If any, or all, of the fuel injectors are replaced, Fouling affects both the spray pattern and the volume
the Keep Alive Memory (KAM) must be reset to of fuel injected. Incorrect spray pattern will cause poor
ensure the adaptive idle strategy does not use the atomisation and vaporisation of the fuel, which results
previous adaptive values. Refer to Resetting The in poor combustion, rough idle and high hydrocarbon
Powertrain Control Module. and carbon monoxide emissions.
Fouling of the fuel injectors is a common condition
Diagnosis that should be suspected if the engine is running
Diagnostic Trouble Codes (DTC) are retrieved through rough or hesitation during cold acceleration.
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Injector Test Connections (V8)

1. Disconnect the harness from the fuel injector PCM Pin A35................................. Ignition Coil 1
connector.
PCM Pin A24................................. Ignition Coil 2
2. Measure the resistance across the fuel injector
connector terminals using a suitable multimeter. PCM Pin A12................................. Ignition Coil 3
Replace the fuel injector if not within specification. PCM Pin A1................................... Ignition Coil 4
Repeat the procedure for each fuel injector. PCM Pin A46................................. Ignition Coil 5
Fuel Injector Solenoid Resistance PCM Pin A34................................. Ignition Coil 6
Specification PCM Pin A23................................. Ignition Coil 7
13.5 to 16.0 Ω
PCM Pin A11..................................Ignition Coil 8
3. Turn the ignition key to the ON position. Do not
start the engine. Positive power should be applied Circuit
to the fuel injectors from the PCM Power Relay.
4. On the harness, measure the voltage between the
positive connector terminal (red wire) and ground
using a suitable multimeter. Repeat the procedure
for each fuel injector.
Fuel Injector Voltage Specification
12 Volts DC
circuits.
Fuel Injector Testing
CAUTION: Care should be taken to avoid

damaging the fuel injector tip.
1. Remove the fuel injector and place in a clean
plastic bag to avoid contamination. Number each
bag to identify the cylinder location of the injector
spray plate.
2. Visually examine each fuel injector filter basket
and protection sleeve for damage and
contaminants using a suitable magnifying glass.
NOTE: The injector spray pattern cannot be
tested on the vehicle.
3. Mount the injector in a suitable commercial
injector tester and inspect the spray pattern in
accordance with the operating instructions.
4. Replace the injector if poor atomisation is found,
ie: streaming, uneven spray pattern or dribbling.
Ignition Coils
The ignition system is described in Control Systems
section.
Connections (I6)
PCM Pin A34..................................Ignition Coil 6
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Diagnosis
Finding Tables for DTCs are in the ‘Diagnosis’
section.
DTCs applicable to the ignition coils are shown in the
following table.
DTC Test Mode Condition (I6) Condition (V8) MIL ON
P0351 KOEO, Ignition Coil 1 Primary / Ignition Coil 1 Primary / YES
KOER Cont Secondary Circuit Failure Secondary Circuit Failure
P0357 KOEO, Ignition Coil 4 Primary / YES
KOER Cont Secondary Circuit Failure
P0358 KOEO, Ignition Coil 8 Primary / YES
KOER Cont Secondary Circuit Failure
Actuators IMCC Solenoid Location
Intake Manifold Charge Control

On I6 engines (except Turbo), the intake manifold has
an Intake Manifold Charge Control (IMCC) <BBM>
system. The IMCC housing is an aluminium casting,
situated below the plenum chamber. It has two intake
air passages for each cylinder. The PCM opens
vacuum control solenoid allowing the vacuum to pass
to the vacuum actuator drawing the valve plates
closed or releasing the vacuum allowing the actuator
to push the valve plates open. The direct mounted
vacuum actuator system and its return springs are
located within the vacuum actuator assembly.
The IMCC system is also described in Control
Systems. The IMCC solenoid controls the vacuum
signal line to the manifold servo control diaphragm.
The solenoid is mounted on the front of the PCM
bracket.
IMCC Solenoid Specification
Engine Solenoid PCM Pin Butterfly
Speed Condition B3 Voltage Valves
400 to ON 12 Volts Closed
3,800 RPM
above OFF 0 Volts Open
3,800 RPM
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Connections Diagnosis
PCM Pin B3......................................... IMCC Signal Diagnostic Trouble Codes (DTC) are retrieved through
PCM Pin B34........................Vehicle Power (VPWR) the diagnostic connector using the WDS tester. Fault
Circuit section.
DTCs applicable to the IMCC solenoid are shown in
DTC Test Mode Condition MIL
ON
P1549 KOEO, Circuit malfunction NO
Cont.
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Failure Mode The relays are wired to switch the fans in series and
parallel combinations to provide low and high speed
During self-test the PCM checks the electrical operation as shown in the following table.
continuity of the IMCC circuit. If the circuit fails the
self-test a DTC will be logged in the PCM memory. Fan Speed EDF1 EDF2
Should either the IMCC electrical or vacuum circuit Off OFF OFF
fail, then the IMCC butterflies will remain open Low Speed ON OFF
throughout the entire engine operating range. This will
result in a noticeable lack of power and torque when High Speed ON ON
operating the engine between 400 to 3,800 RPM.
Connections
Testing
PCM Pin B24................................................EDF1-2
The IMCC solenoid is tested continuously during PCM Pin B35............................….................EDF1-2
Engine Off (KOEO) test is performed. Circuit (Twin Fan)
Whenever the ignition key is in the ON position,
positive power should be applied to the IMCC
solenoid from the PCM Power Relay.
and retrieve all DTC’s
the IMCC. Normally this will indicate an ON / OFF
status
3. If IMCC# is available the # indicates the WDS
operator can take control of the IMCC. This must
be carried out with the engine running to ensure
there is adequate manifold pressure to act on the
IMCC diaphragm.
Sensor Test
4. Disconnect the engine harness from the IMCC
solenoid electrical connector.
5. Connect the multimeter across the IMCC solenoid
terminals and measure the resistance of the coil.
IMCC Resistance Spesification
50 to 100 Ω
circuits.
Electro Drive Fans
Electro Drive Fans 1 & 2 provides air flow through the
radiator to remove heat from the engine coolant (and
through the A/C condenser, where air conditioning
fitted). Operation of the fans is controlled by the PCM.
EDF1 and EDF2 PCM outputs control two/three relays
to operate the single/dual electric cooling fans on the
radiator.
For the single A/C condenser fan (single engine
cooling fan), this fan is controlled with two relays (R8
& R10-both white) located in the Engine Compartment
Fuse Box. The fan circuit is protected with a 40 amp
fuse (F4-green) also located in this fuse box.
For the dual A/C condenser fans (dual engine cooling
fans), these fans are controlled with three relays
(R8-white, R9-green, R10-white) located in the Engine
Compartment Fuse Box. Each fan circuit is protected
with a 40 amp fuse (F4, F5-both green) also located
in this fuse box.
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Circuit (Single Fan) Testing

1. Initiate an Output Circuit Check as described in
Diagnosis.
2. Check the operation of the cooling fan EDF1-2.
circuits.
4. Further testing of EDF1-2 is described in Section
303-03, Engine Cooling.
Variable Camshaft Timing
I6 Engine
The I6 Engine is fitted with variable inlet and exhaust
camshaft timing. Both camshafts are variable over a
60-degree crank angle. This is achieved by two
separate hydraulic mechanisms called ‘Phasers’,
which are integral with the intake and exhaust
camshaft drive sprockets.
The camshaft timing is controlled by directing oil
under pressure (from the engine oil pump) into one of
timing (‘Advance port’). An Oil Control Valve (OCV),
one for each camshaft is used to control the flow of oil
into the retard and advance ports of both cams. The
OCV is controlled by the PCM.
The PCM uses a pulse width modulated (PWM)
voltage or ‘Duty Cycle’ (DC) to control each OCV to
attain the desired camshaft angle. VCT1 output
controls the inlet camshaft OCV. VCT2 controls the
exhaust camshaft OCV.
Diagnosis
Diagnostic Trouble Codes (DTC) are retrieved through an associated sensor mounted on the intake and
the diagnostic connector using the WDS tester. Fault exhaust sides of the cylinder head are used to
Finding Tables for DTCs are in the ‘Diagnosis’ calculate the ‘Actual cam angle’ for both camshafts.
section. The two sensors are called, intake cam position or
‘CID1’ and exhaust cam position or ‘CID2’. Intake and
DTC Test Condition MIL ON exhaust cam positions are calculated separately.
Mode
P1474 KOEO EDF1 Fan Control Relay NO engine load to determine the optimum camshaft
Circuit timing setting or ‘Desired Cam Angle’ for both
Fault in circuit from camshafts.
PCM to cooling fan(s)
Fault in Cooling fan(s) Once the PCM has determined the Desired Cam
Angle, it will control the Duty Cycle output VCT1 and
P1479 KOEO EDF2 Fan Control Relay NO VCT2, to the intake and exhaust OCVs based on the
Circuit difference between the Desired Cam Angle and the
Fault in PCM signal to Actual Cam Angle. This difference is called the Cam
engine cooling fan Angle Error. The Cam Angle Error for each cam is
relay(s) calculated individually and used to control both
Fault in circuit from camshafts independently to a single Desired Cam
PCM to fan relay(s) Angle.
Fault in fan relay(s)
An engine oil temperature sensor, which measures oil
Failure Mode temperature in the oil gallery of the engine block, is
used to compensate for Phaser response with
The PCM tests the EDF relay circuits during self test. changing oil viscosity at different temperatures.
If any circuit fails the test, then a Diagnostic Trouble
Code (DTC) will be logged in the PCM memory.
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5.4 L, 3 Valve V8 Engine Mode occurs when the engine speed is above 1,050
RPM and the throttle is open.
The 5.4, 3V, V8 Engine is fitted with variable inlet and
exhaust camshaft timing on each cylinder head bank . 3. Normal Drive Mode
The camshaft on each bank is variable over a In this mode of operation the camshaft timing angle is
60-degree crank angle using two separate hydraulic
controlled to a Desired Cam Angle which is
‘Phasers’, which are integral with the Bank1 and determined by, Engine Speed, Engine Load, Throttle
Bank2 camshaft drive sprockets. Position. In this condition the PCM VCT1 and VCT2
The camshaft timing is controlled by directing oil output duty cycle will be between 20% and 80% (0.2
under pressure (from the engine oil pump) into one of to 0.8) supplied to the OCVs.
timing (‘Retard port’) and the other will advance the 4. Engine Shut down Mode
timing (‘Advance port’). An Oil Control Valve (OCV), When the vehicle is keyed off, (normally from idle) the
one for each camshaft is used to control the flow of oil VCT Phasers will remain in the Locked position.
into the retard and advance ports of both cams. The
OCV is controlled by the PCM. 5. Oil Overheat mode
The PCM uses a pulse width modulated (PWM) If the oil temperature becomes excessively high
voltage or ‘Duty Cycle’ (DC) to control each OCV to engine speed at which the VCT system enters Drive
attain the desired camshaft angle. VCT1 output Mode will become higher. See specifications in this
controls the Bank1 camshaft OCV. VCT2 controls the section.
Bank2 camshaft OCV.
A 4 + 1 tooth wheel on the front of each camshaft with 6. System Malfunction Mode
an associated sensor mounted on the intake and If a critical sensor or the VCT system fails the VCT
exhaust sides of the cylinder head are used to system will be set to the fully advanced locked
calculate the ‘Actual cam angle’ for both camshafts. position. The VCT1 and VCT2 Duty cycle to the OCVs
The two sensors, CID1 and CID2 measure the will be set to 0%.
camshaft angle on Bank 1 and Bank2 respectively.
7. Oil Control Valve Cleaning Mode
engine load to determine the optimum camshaft The VCT system has an automatic Valve Cleaning
timing setting or ‘Desired Cam Angle’ for both Mode that is designed to keep the valve free of oil
camshafts. deposits and build up. This mode is activated when
the throttle is closed during normal driving.
Once the PCM has determined the Desired Cam
Angle, it will control the Duty Cycle output VCT1 and Connections
difference between the Desired Cam Angle and the PCM Pin A5 .............. VCT1
Actual Cam Angle. This difference is called the Cam PCM Pin A6 .............. VCT2
calculated individually and used to control both Circuit
Angle.
An engine oil temperature sensor, which measures oil
temperature in the oil sump, is used to compensate
for Phaser response with changing oil viscosity at
different temperatures.
Modes of Operation
1. Start-Up Mode
In this mode the VCT phasers will be in the fully
advanced position or locked position. The Camshafts
are locked mechanically by a hydraulic ‘Locking Pin’
which forms part of the phaser. The VCT1 and VCT2
duty cycle sent to the oil control valves will be 0%.
Exit from start-up mode is within 10 seconds of
starting. Maintenance
Maintenance of the VCT solenoid and mechanisms
2. Idle Mode are described in the Variable Camshaft Timing
At idle, the VCT Phasers are in the locked fully section.
advance position as per Start-Up Mode. Exit from Idle
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VCT Sensor Location
Diagnosis
section.
DTCs applicable to the VCT solenoid are shown in the
following table.
DTC Test Type Description of test MIL ON
P0340 KOER Cont Camshaft Position Sensor CID1 (I6 Intake Cam, V8 YES
Bank 1)
P1340 KOER Cont Camshaft Position Sensor CID2 (I6 Exhaust Cam, YES
V8 Bank 2)
P1380 KOEO Cont Camshaft Position Actuator, VCT1 Circuit (I6 Intake YES
OCV, V8 Bank 1 OCV)
P1385 KOEO Cont Camshaft Position Actuator, VCT2 Circuit (I6 YES
Exhaust OCV, V8 Bank 2 OCV)
P1381 Cont Camshaft Position Timing Over Advanced (I6 YES
Intake cam, V8 Bank 1)
P1386 Cont Camshaft Position Timing Over Advanced (I6 YES
Exhaust Cam, V8 Bank 2)
P1383 Cont Camshaft Position Timing Over Retarded (I6 Intake YES
cam, V8 Bank 1)
P1388 Cont Camshaft Position Timing Over Retarded (I6 YES
Exhaust Cam, V8 Bank 2)
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Critical Sensors PID Description

If the following sensors malfunction the VCT system VCTADV2 cam_angle_1; The actual position
will be disabled. in crankshaft degrees of the left or
number 2 camshaft for VCT
Sensor Description (Variable Camshaft Timing),
CHT Cylinder head temperature sensor where zero is the base camshaft
EOT Engine Oil Temperature Sensor timing. A decrease corresponds to
an advance of the camshaft
MAP Manifold Absolute Pressure Sensor timing.(I6 Exhaust Cam, V8 Bank
IAT Intake Air Temperature Sensor (part of 2)
the T-MAP) VCTADVERR cam_err_0; How far the actual
TP Throttle Position Sensor position of the right camshaft is
Check the relevant sections in this chapter to ensure advanced (+) or retarded (-) in
these sensors are operating correctly, Before crankshaft degrees from the
Performing any other diagnosis on the VCT system. desired position for VCT (Variable
Camshaft Timing ). (I6 Intake
Specifications / Modes of operation I6 V8, 3V Cam, V8 Bank 1)
Cam Angle at fully advanced -10° 0° VCTADVERR2 cam_err_1; How far the actual
Position position of the left or number 2
Cam Angle at Fully Retarded 50° 60° camshaft is advanced (+) or
Position retarded (-) in crankshaft degrees
from the desired position for VCT
VCT Activation RPM
(Variable Camshaft Timing ). (I6
Oil Temperature I6, 4V V8, 3V Exhaust Cam, V8 Bank 2)
Normal 1000 RPM 1100 RPM
130° 1250 RPM 1100 RPM Solenoid Test
140° 1500 RPM 1100 RPM 1. Disconnect the wiring harness from the VCT
150° VCT off 1100 RPM solenoid.
2. Using a suitable multimeter, measure the
Failure Diagnosis resistance of the solenoid coil across the
If a fault develops in the VCT control system or a terminals.
critical sensor, The VCT outputs from the PCM are VCT Solenoid Resistance Specification
disabled (the VCT system is turned off) and the I6 7.0 Ω - 9.0 Ω
appropriate trouble code will be logged in memory for V8, 3V 8.0 Ω - 10.0 Ω
retrieval during Self-test mode. Circuit
VCT PID Specification
PID Description
VCT1 cam_dc_0; Duty cycle of the VCT
(Variable Camshaft Timing)
solenoid output (I6 Intake Cam,
V8 Bank 1)
VCT2 cam_dc_1; Duty cycle of the VCT
(Variable Camshaft Timing)
solenoid output (I6 Exhaust Cam,
V8 Bank 2)
VCTADV cam_angle_0; The actual position
in crankshaft degrees of the right
or number 1 camshaft for VCT
(Variable Camshaft Timing),
where zero is the base camshaft
timing. A decrease corresponds to
an advance of the camshaft
timing, while an increase
corresponds (I6 Intake Cam, V8
Bank 1)
BF00006 en 01/2006 2006.0 BF Falcon

BF00006 en 01/2006 2006.0 BF Falcon

Flow Problem Possible Cause Possible solution DTCs Additional comments

Chart that may
Output be set
Number
1 VCT controller not Throttle pedal is not
Check for correct
at idle mode. fully closed. throttle pedal
operation.
Engine RPM is to Check and rectify
high for entry into air leaks, throttle
VCT idle mode. malfunction and
other problems that
allow engine to idle
to be excessively
high.
2 Engine idle rough OCV is Remove valve, P1383 Ref: OCV Cleaning
and/or high RPM contaminated, perform cleaning P1388 Procedure
idle. One camshaft jammed or faulty. procedure and
is retarded when the inspect.
its OCV duty is PCM VCT output 1 or Check and repair P1383 Check by
equal to zero. 2 wiring is shorted to wiring/PCM. P1388 disconnecting both
ground. (This P0340 OCVs and re-running
problem will power P1340 ‘VCT TEST1 IDLE’ in
up one of the OCVs). the diagnostic flow
chart.
VCT Phaser is Remove and P1383 Most problems can
jammed or faulty. replace Phaser. P1388 be attributed to the
OCV, ensure that the
OCV is checked and
cleaned before
replacing Phaser Ref:
Engine Section
303-01a, b & c.
Engine performance Camshaft or CID Check camshaft Ref: Engine Section
and/or Idle quality is timing is incorrect or and engine timing 303-01a, b & c.
poor. Camshaft is slipped, moved or including CID
not at ‘Locked damaged. timing.
position’ when the
OCV duty cycles are
=0
BF00006 en 01/2006 2006.0 BF Falcon


Chart that may
Output be set
Number
3 Engine stalls or runs VCT OCV or CID Check for correct P1383 This will only be a
poorly when throttle sensor wiring is OCV wiring P1388 problem if the engine
is opened. Engine connected back the orientation. P1381 wiring has been
operates normally front. P1386 removed and
for only 10sec after replaced, or the
start. history of the vehicle
NOTE: Engine may is not known.
recover 5sec after Open circuit/faulty Check VCT1 and P1381
throttle is opened OCV wiring. VCT2 wiring. P1386
when the PCM P0340
Identifies a problem, P1340
turns VCT off and One OCV is jammed Remove and clean P1381 Ref: OCV Cleaning
sets a DTC. in the fully closed the OCV that is P1386 Procedure.
position. jammed or replace
faulty valve.
Oil supply or filter Check the oil filter P1381 Ref: Engine Section
blocked on one in #1 cam cap. P1386 303-01a, b & c.
camshaft.
VCT Phaser stuck in Replace VCT P1381 This is not a very
locked position i.e. Phaser. P1386 common fault ensure
locking pin jammed. that the oil supply,
Phaser is therefore OCV, wiring and
unable to move when PCM are operating
a duty cycle is correctly before
applied to the OCV. replacing Phaser.
Ref: Engine Section
303-01a, b & c for
Phaser replacement.
BF00006 en 01/2006 2006.0 BF Falcon


Chart that may
Output be set
Number
4 Cam_dc_0_ or OCV blocked, Remove OCV, P1381 Ref: OCV Cleaning
Cam_dc_1 is high, jammed, worn or perform cleaning P1386 Procedure.
cam retard is slow faulty. procedure, inspect
or cam error is and re-install.
large. Blocked VCT oil Remove OCVs and P1381 Ref: Engine Section
filter/s in #1 cam cap, cam caps inspect P1386 303-01a, b & c.
or blocked oil supply. and clean oil filters,
oil galleries and
OCV. Re-install
and re-test.
Cam_dc_0_ or OCV worn or faulty. Check condition of P1388 Ref: Engine Section
Cam_dc_1_ is low OCVs P1383 303-01a, b & c.
But not zero, cam Phaser return spring Check condition of P1388 Ref: Engine Section
error is large and is broken or faulty. Phaser return P1383 303-01a, b & c.
negative. spring.
Cam friction is high. Check cam, journal P1388 Ref: Engine Section
and valve train P1383 303-01a, b & c.
condition.
When throttle is A ‘Critical Sensor’ Run KOEO, KOER P1388 Stop engine, check
opened Both has failed and check DTCs P1383 stored DTCs, and
Cam_dc_ are = 0, Check stored P1381 clear. Re-run flow
Failed PCM VCT
i.e. has been VCT is P1386 chart tests.
disabled outputs or wiring, i.e. DTCs for failed P0340 Check DTCs that
OCVs not connected VCT outputs. P1340 indicate that the
or wiring damaged.
P1380 listed ‘critical
Failed CID/Cam Check CID P1385 sensors’ have failed.
position sensor or sensors, MAP NOTE: During a test
Wiring associated wiring, EOT if a fault is found the
and stored DTCs ACT VCT will be disabled
VCT control system Check OCVs, CHT and the stored DTC
unable to move associated wiring, TP is set.
camshafts to desired and stored DTCs
position.
5 Poor VCT Oil condition is poor Change oil and oil P1388 Ref: Engine Section
performance. and/or engine oil filter filter. P1383 303-01a, b & c.
Causing poor is blocked. P1381
drivability. Engine P1386
runs well during Engine oil pressure is Check oil pressure P1388
cruise conditions. low. is within P1383
specification. P1381
P1386
BF00006 en 01/2006 2006.0 BF Falcon


Chart that may
Output be set
Number
6 Poor VCT VCT oil filters are Check and clean P1381 Ref: Engine Section
performance. blocked. filters in cam P1386 303-01a, b & c.
Causing poor journal caps.
drivability. Engine Oil control valve is Check OCV P1381 Ref: Engine Section
runs well during faulty/Worn out. condition and P1386 303-01a, b & c.
cruise conditions. replace as P1388
necessary. P1383
VCT Phasers are Check Phasers P1381 Ref: Engine Section
worn/Faulty. and replace as P1386 303-01a, b & c.
necessary. P1388
P1383
#1 camshaft journal Check journal P1381 Ref: Engine Section
clearances are too clearances are P1386 303-01a, b & c.
high. within specification. P1388
P1383
BF00006 en 01/2006 2006.0 BF Falcon

Electronic Throttle Body DTC Test Condition MIL ON

Mode
The PCM processes accelerator pedal and speed
control demand for the Electronic Throttle Body P2107** Cont. Throttle Actuator NO
Control System - Forced
(ETB). The electric motor in the ETB moves the
throttle plate through a gear set. The plate is adjusted Engine into guard mode
and monitored by the PCM in a closed control loop. P2110 Cont ETC in Guard Mode. NO
The TP sensor provides the PCM with feedback on (Limp home mode)
the actual position of the throttle plate. P2111 Cont. Throttle Actuator NO
Control System - Higher
CAUTION: The Electronic Throttle Body throttle opening than
(ETB) must NOT be dismantled. No adjustments driver demand
can be made to the ETB. The only serviceable P2112 Cont. Throttle Actuator NO
item on the ETB is the Throttle Position Sensor Control System - Lower
(TPS), which can be replaced. throttle opening than
NOTE: The preset stop-screw must not be adjusted driver demand
as it is factory set and bonded tight. Adjustment will * P2101 and P2102 may not be active DTC’s as
likely cause failure. these are current related. They may become active as
later calibrations become available.
Connections
**P2107 is a software concern. Ensure the PCM is
PCM Pin A27…………………………………..ETCP operating with the current software and the VID data
PCM Pin A28…………………………………..ETCN is correctly programmed.
Circuit Failure Mode
If a fault develops in the electronic throttle control
system, a standby function is carried out. The plate is
spring loaded to a slightly open position allowing
enough air to pass to provide limited engine
operation. This spring-loaded position is preset during
manufacture and must not be adjusted in service.
When operating in this mode, rpm-limiting by cylinder
cutout will occur and the warning light will be set. The
appropriate trouble code will be logged in the memory
for retrieval during Self-test mode.
Testing
1. Measure the resistance of the electronic throttle
motor
ETC Motor Resistance Specification
Diagnosis 3 to 5 Ω
DTCs applicable to this output are shown on the Evap Canister Purge Solenoid
following table The Evaporator Canister Purge Solenoid (EVAP)
DTC Test Condition MIL ON controls purging of vapours from the carbon canister
Mode to the air intake system. The canister stores fuel
P2100 KOEO Throttle Actuator NO vapours from the fuel tank. The Powertrain Control
Cont. Control Motor Module (PCM) monitors several systems to determine
Circuit/Open when to purge these vapours into the intake manifold
with minimum impact on engine operation.
P2101 KOEO Throttle Actuator NO
Cont. Control Motor Circuit The positive side of the EVAP solenoid is connected
Range/Performance to Vehicle Power (VPWR). The PCM completes the
electrical circuit by grounding the solenoid coil in a 10
P2102* KOEO ETB motor current is NO Hz duty cycle. Once purge is initiated, the duty will
Cont. lower than expected gradually increase with engine speed to slowly draw
P2103* KOEO ETB motor current is NO the canister vapours in the intake manifold.
Cont. higher than expected
P2105 Cont. Throttle Actuator NO
Control System - Forced
Engine Shutdown
BF00006 en 01/2006 2006.0 BF Falcon

Connections Diagnosis
PCM Pin B22....................................EVAP Solenoid Diagnostic Trouble Codes (DTC) are retrieved through
PCM Pin B34........................Vehicle Power (VPWR) the diagnostic connector using the WDS tester. Fault
Circuit section.
DTCs applicable to the EVAP solenoid are shown in
P0443 KOEO, Circuit malfunction YES
Cont.
Testing
1. Check the operation of the EVAP solenoid.
2. Measure the resistance of the solenoid.
EVAP Solenoid Resistance Specification
50 to 70 Ω
circuits.
EVAP Solenoid Location, I6 Turbocharger Westgate Control
The PCM measures the boost pressure of the
turbocharger using the boost pressure sensor (BPS).
Boost pressure is controlled to a set pressure, which
is dependent upon the engine load, temperature and
RPM. The control system increases engine intake
pressure by diverting excess pressure away from the
wastegate actuator, through a wastegate solenoid
valve mounted underneath the battery. The solenoid
is controlled by the PCM’s TURBO output.
Connections
PCM Pin C21………………………………. TURBO
Circuit
EVAP Solenoid Location, V8
BF00006 en 01/2006 2006.0 BF Falcon

Diagnosis Testing TURBO control solenoid output

DTCs applicable to this output are shown on the connector.
following table.
DTC Test Condition MIL ON the WGATE. If the PID value is within
Mode specification, then check for other Diagnostic
P0243 KOEO, Wastegate Solenoid YES Trouble Code (DTC) or component faults
KOER Circuit Malfunction
Cont. PID Specification
P1227 Cont Wastegate Control YES PID Description
System Failed closed -
WGATE Turbocharger Wastegate Control
Over Pressure
P1228 Cont Wastegate Control YES Transmission Outputs
System Failed Open -
Under Pressure NOTE: The following tests are only applicable to the
The P1227 and P1228 codes are total system 4-Speed Automatic Transmission. For the 6-Speed
performance codes, and may relate to a mechanical Automatic Transmission refer to section 307-01B.
fault in the control system if P0243, P0236, P0237 If several Diagnostic Trouble Code (DTC) applicable
and P0238 have not been set, possible causes are: to transmission are present, check for a short circuit to
Blocked or restricted wastegate solenoid ports. Vehicle Power (VPWR) or ground, or moisture in the
Damaged or missing hose(s) between wastegate transmission harness connector.
solenoid and turbo compressor or wastegate
actuator. Shift Solenoid 1
Failed wastegate actuator diaphragm. Shift Solenoid 1 (SS1) is used on vehicles fitted with
Stuck open/closed wastegate valve (in turbine automatic transmission to control shifting of the gear
housing). ratios.
Loose, blocked or damaged hoses from turbo The solenoid is wired to 12V within the transmission.
compressor outlet to throttle body. The PCM applies 0 Volts to energise the coils of SS1
as required for gearshift operation.
Damaged intercooler.
The automatic transmission gear shift strategy is
Blocked or restricted intake to turbo compressor. described in Section 307-01, Automatic Transmission.
Failure Mode Connections
If a fault develops in the turbo wastegate control PCM Pin A19......................................SS1 Solenoid
system, a standby function is carried out. The
wastegate solenoid is forced fully open (0% duty Diagnosis
cycle) allowing minimum mechanical boost to be
delivered. The minimum mechanical boost is Diagnostic Trouble Codes (DTC) are retrieved through
controlled by the spring-loaded position of the the diagnostic connector using the WDS tester. Fault
wastegate actuator. This is preset during manufacture Finding Tables for DTCs are in the ‘Diagnosis’
and must not be adjusted in service. If the boost section.
pressure is still higher than desired, torque limiting by DTCs applicable to the SS1 solenoid are shown in the
cylinder cut-out will occur. The appropriate trouble following table.
code will be logged in memory for retrieval during
Self-test mode.
P0752 KOEO, Shift Solenoid 1 NO
Testing KOER Cont (SS1) (Auto) stuck
The TURBO solenoid output is tested continuously on
during vehicle operation (cont.) and whenever Key On P0753 KOEO, Shift Solenoid 1 NO
Engine Off (KOEO) or Key On Engine Running KOER Cont (SS1) electrical
(KOER) test are performed. problem
BF00006 en 01/2006 2006.0 BF Falcon

Testing 2. Measure the resistance across the connector

Solenoid Test solenoid if not within specification.
1. Disconnect the harness from the transmission SS2 Solenoid Resistance Specification
connector. 23 - 45 Ω
2. Measure the resistance across the connector 3. Check the harness for open circuits and short
terminals using a suitable multimeter. Replace the circuits.
solenoid if not within specification.
Shift Solenoid 3
SS1 Solenoid Resistance Specification
23 - 45 Ω Shift Solenoid 3 (SS3) is used on vehicles fitted with
3. Check the harness for open circuits and short automatic transmission to control shifting of the gear
circuits. ratios.
The solenoid is wired to 12V within the transmission.
Shift Solenoid 2 The PCM applies 0 Volts to energise the coils of SS3
Shift Solenoid 2 (SS2) is used on vehicles fitted with as required for gearshift operation.
automatic transmission to control shifting of the gear The automatic transmission gear shift strategy is
ratios. described in Section 307-01, Automatic Transmission.
The solenoid is wired to 12V within the transmission. Connections
The PCM applies 0 Volts to energise the coils of SS2
as required for gearshift operation. PCM Pin A17.......................................SS3 Solenoid
The automatic transmission gear shift strategy is Maintenance
described in Section 307-01, Automatic Transmission.
DTCs applicable to the SS3 solenoid are shown in the
Connections following table.
PCM Pin A20.......................................SS2 Solenoid DTC Test Mode Condition MIL ON
Circuit P0762 KOEO, Shift Solenoid 3 NO
KOER Cont (SS3) (Auto) stuck
on.
KOER Cont (SS3) <MCS1>
electrical problem
Testing
Solenoid Test
1. Disconnect the harness from the transmission
connector.
SS3 Solenoid Resistance Specification
DTCs applicable to the SS2 solenoid are shown in the 23 - 45 Ω
following table.
DTC Test Mode Condition MIL ON circuits.
KOER Cont (SS2) (Auto) stuck
Shift Solenoid 4
on. Shift Solenoid 4 (SS4) is used on vehicles fitted with
P0758 KOEO, Shift Solenoid 2 NO automatic transmission to control shifting of the gear
KOER Cont (SS2) electrical ratios.
problem The solenoid is wired to 12V within the transmission.
Testing as required for gearshift operation.
Solenoid Test The automatic transmission gear shift strategy is
1. Disconnect the harness from the transmission
connector.
BF00006 en 01/2006 2006.0 BF Falcon

PCM Pin A18.......................................SS4 Solenoid PCM Pin A39......................................VPS Solenoid
Circuit Circuit
DTCs applicable to the SS4 solenoid are shown in the DTCs applicable to the VPS solenoid are shown in the
following table. following table.
DTC Test Mode Condition MIL ON DTC Test Mode Condition MIL ON
P0768 KOEO, Shift Solenoid 4 NO P1746 KOEO, Solenoid 5 (SS5) NO
KOER Cont (SS4) <MCS1> KOER Cont <VPS> open circuit
electrical problem fault
P1747 KOEO, Solenoid 5 (SS5) NO
Testing KOER Cont <VPS> short circuit
Solenoid Test fault
P1748 KOEO, Solenoid 5 (SS5) NO
1. Disconnect the harness from the transmission KOER Cont <VPS> circuit fault
connector.
2. Measure the resistance across the connector Testing
solenoid if not within specification. Solenoid Test
SS4 Solenoid Resistance Specification 1. Disconnect the harness from the transmission
23 - 45 Ω connector.
3. Check the harness for open circuits and short 2. Measure the resistance across the connector
circuits. terminals using a suitable multimeter. Replace the
Variable Pressure Solenoid 5 SS5 Solenoid Resistance Specification
Variable Pressure Solenoid 5 (VPS) is used on 3.8 - 6.2 Ω
vehicles fitted with automatic transmission to control 3. Check the harness for open circuits and short
the pressure to the clutches and bands for automatic circuits.
gear shift.
The solenoid is wired to 12V within the transmission. Power Control Solenoid 6
The PCM applies a PWM current to energise the coils Power Control Solenoid 6 (PCS) is used on vehicles
of VPS as required for gearshift operation. fitted with automatic transmission to control line
The automatic transmission gearshift strategy is pressure in the automatic transmission.
described in Section 307-01, Automatic Transmission. The solenoid is wired to 12V within the transmission.
as required for gearshift operation.
The automatic transmission gearshift strategy is
BF00006 en 01/2006 2006.0 BF Falcon

PCM Pin A2.........................................PCS Solenoid PCM Pin A43......................................LUS Solenoid
Circuit Circuit
Maintenance Diagnosis
Maintenance, removal and installation of PCS is Diagnostic Trouble Codes (DTC) are retrieved through
described in Section 307-01, Automatic Transmission. the diagnostic connector using the WDS tester. Fault
DTCs applicable to the PCS solenoid are shown in Finding Tables for DTCs are in the ‘Diagnosis’
the following table. section.
DTC Test Mode Condition MIL ON DTC Test Mode Condition MIL ON
P0773 KOEO, Shift Solenoid 6 NO P0743 KOEO, Lock Up Solenoid 7 NO
KOER Cont (SS6) <PCS> KOER Cont (LUS) fault
electrical problem
Testing
Testing
Solenoid Test
Solenoid Test 1. Disconnect the harness from the transmission
1. Disconnect the harness from the transmission connector.
connector. 2. Measure the resistance across the connector
2. Measure the resistance across the connector terminals using a suitable multimeter. Replace the
terminals using a suitable multimeter. Replace the solenoid if not within specification.
solenoid if not within specification. LUS Solenoid Resistance Specification
PCS Solenoid Resistance Specification 23 - 45 Ω
23 - 45 Ω 3. Check the harness for open circuits and short
3. Check the harness for open circuits and short circuits.
circuits.
LPG Fuel System Outputs
Lock up Solenoid 7
LPG Prime Solenoid PRIME
Lock Up Solenoid 7 (LUS) is used on vehicles fitted
with automatic transmission to control the automatic The LPG prime solenoid primes the LPG hoses and
transmission torque converter lock-up clutch. the intake manifold with gas that facilitate engine
The Powertrain Control Module (PCM) applies 12 starting.
Volts to energise the coils of LUS as required.
The automatic transmission gear shift strategy is
BF00006 en 01/2006 2006.0 BF Falcon

PCM Pin C21............................…….. PRIME PCM Pin C7..............................Gas Cut-Out (GCO)
Circuit Circuit
Diagnosis Diagnosis
Diagnostic Trouble Codes (DTC) are retrieved through Diagnostic Trouble Codes (DTC) are retrieved through
the diagnostic connector using the WDS tester. Fault the diagnostic connector using the WDS tester. Fault
Finding Tables for DTCs are in the ‘Diagnosis’ Finding Tables for DTCs are in the ‘Diagnosis’
section. section.
DTCs applicable to the GCO relay are shown in the DTCs applicable to the GCO relay are shown in the
following table. following table.
DTC Test Mode Condition DTC Test Mode Condition
P1213 KOEO, Cont. PRIME circuit malfunction P1182 KOEO, Cont. Relay circuit malfunction
Testing Failure Mode

Solenoid Test Should the GCO relay fail for any reason, LPG mode
will not be available.
1. Remove the connector to the PRIME solenoid on
the LPG converter. Testing
2. Measure the resistance across the PRIME Relay Test
solenoid using a suitable multimeter.
Prime Solenoid Resistance Specification 1. Remove the GCO Relay.
10 - 14 Ω 2. Measure the resistance across the GCO relay coil
3. Check the harness for open circuits and short terminals using a suitable multimeter.
circuits. GCO Relay Coil Resistance Specification
60 - 120 Ω
Gas Cut-out Solenoid GCO 3. Check the harness for open circuits and short
In vehicles fitted with Ford factory SF LPG systems, circuits.
three solenoids control LPG flow from the tank to the
converter unit. The three solenoids are controlled by LPG Stepper Motor A-D
the Gas Cut-Out (GCO) relay. The GCO relay is LPG Stepper Motor A - D (GSCA-D) signals are used
energised by the PCM, energising the solenoid control by the Powertrain Control Module (PCM) to control
relay, which then energises to activate the Tank the air-fuel ratio when running in LPG mode. The LPG
Lock-off, Engine Bay Lock-off and Idle Circuit Stepper Motor moves in discrete steps from 0 (fully
solenoids on the LPG fuel line. These solenoids are open) to 216 (fully closed).
open when.
BF00006 en 01/2006 2006.0 BF Falcon

Connections DTCs applicable to GSMA-D are shown in the

following table.
PCM Pin C24.............LPG Stepper Motor A (GSCA)
PCM Pin C25.............LPG Stepper Motor B (GSCB) DTC Test Mode Condition
PCM Pin C26….........LPG Stepper Motor C (GSCC) P1159 LPG Fault
PCM Pin C27............LPG Stepper Motor D (GSCD) Testing
Circuit GSMA-D are tested whenever an LPG test is
performed.
connector.
the GSM. If the PID value is within specification,
then check for other Diagnostic Trouble Codes
(DTC) or component faults.
PID Specification
PID Description Units
LPG SMP LPG Stepper Motor 100 - 160
Position Steps
Control Area Network (CAN)

LPG Stepper Motor Location Control Area Network or CAN is a communications
bus used in the vehicle for inter-module
communications and vehicle diagnostics. Physically
the CAN bus is a single balanced twisted pair, the
wires in the pair are designated CAN-H and CAN-L.
Balanced twisted pair gives greater rejection of EM
radiation and better fault tolerance.
The CAN bus requires termination at either end of the
network. The PCM and instrument cluster act as the
terminators with the other modules daisy chained or
tapping off between them. The PCM and the
instrument cluster must be connected for the CAN to
function.
Connection to the CAN bus for diagnostics is via the
DLC connector in the fuse panel. The WDS connects
to the vehicle using the DLC connector
Diagnosis
CAN Wiring Diagram
The layout of the CAN wiring system is dependant up
on the vehicle specification and the options fitted.
section. The following diagrams indicate the CAN and ISO
systems utilised across the current model range.
BF00006 en 01/2006 2006.0 BF Falcon

CAN Communications ________________

ISO Communications ----------------------------
BF00006 en 01/2006 2006.0 BF Falcon

Communications network (Abbreviations)
ABS Anti-Locking Brake System

ABS/EVAC ABS Fluid Evacuation (Service Bleed)
ARS Advanced Restraints System
BEM Body Electronic Module
Cluster Instrument cluster
DLC Data Link Connector
DSC Dynamic Stability Control module
HIM HVAC integrated module
ICC Integrated Central Control Module (Audio / Base heater - blower control)
J/C Junction Connection
PCM Powertrain Control Module
SAS Steering Angle Sensor
SPM Sonic Parking Module
TCM Transmission Control Module
YRS Yaw Rate Sensor
Signal Name Receiving ECU

Traction Body Audio/ Instrument Heater TCM WDS
Control Electronics Climate Cluster Integrated Tester
Module Module Control Module
Module
AC Compressor Clutch R
status
AC Shed Load R
Speed control Telltale R
Engine Coolant R R
Temperature
Engine RPM R R R
Engine Temperature R
Warning
Engine Type R
Engine Torque R
ETC Warning Lamp R
Fuel Usage R
Log DTC R R R R R
ODO Count R
Oil Pressure Warning R
Smartshield Security R R
Codes
Smartshield Warning R
Lamp
Gear Position/ ratio R R R
Throttle position R R
Transmission Type R R
Vehicle speed R R R R
Diagnostics R
BF00006 en 01/2006 2006.0 BF Falcon

The PCM receives the following data from CAN for its
operation:
Signal Name Transmiting ECU Function
Body Heater Instrument Traction TCM WDS
Electronics Integrated Cluster Control Tester
Module Module
Desired T Reduce engine torque to
Torque the commanded level
Command during traction control
events
Evaporator T AC compressor protection
temperature calculations
Blower voltage T Cooling system load
calculation to determine
appropriate electro-drive
fan speed
A/C Clutch T Turns the AC compressor
request on and off to control the
evaporator temperature
Park brake on T Cancels speed control
Wheel Speed T Vehicle speed calculation
Immobilization T Smartshield Security
Codes
Transmission T Indicate fault status of
Fault transmission
Transmission T Current selected and
Gear actual gear
Transmission T Indicates the transmission
Mode current mode
normal/performance
Transmission T Current transmission
Oil temperature
Temperature
Diagnostics T Diagnostic Function
BF00006 en 01/2006 2006.0 BF Falcon

Connections Radio Security Code

PCM PinB13……………………………… CAN-H The PCM transmits a unique PCM ID code on the
CAN for the radio’s security system to discourage
PCM Pin B14……………………………… CAN-L theft.
Diagnosis Connections
The PCM Smartshield System operates by
the diagnostic connector using the WDS tester. Fault communicating codes on the CAN line with the BEM,
Finding Tables for DTCs are in the ‘Diagnosis’ the audio system and the instrument cluster.
section.
DTCs applicable to the CAN are shown in the Maintenance
following table. Replacement of the PCM, BEM and keys will require
a “Parameter Reset ” to be performed.
DTC Test Mode Condition
U1900 KOEO, KOER CAN Communication Bus 1. Connect a WDS tester to the Data Link Connector
Cont Fault - Receive Error (DLC).
2. Turn the ignition to the RUN/START position.
Smartshield Security 3. Select “Service Bay Function” and follow the
The PCM forms part of the Smartshield immobilisation menu directions to select “Parameter Reset”.
system with the BEM, instrument cluster. 4. Select “Enter Security Access” from the menu.
Smartshield system diagram 5. There is a 10-minute access delay.
6. Select “Parameter Reset” from the menu.
7. When the BEM is trained correctly, the door locks
will cycle twice.
8. Remove the WDS tester.
9. Cycle the ignition key OFF then RUN/START.
10. Verify that the Smartshield indicator turns on for 2
seconds and the vehicle will start.
Replacement of the PCM will also require the audio
system to be trained to the new PCM ID code. This
procedure can be carried out by using the WDS
tester.
Diagnosis
DTCs applicable to the PCM Smartshield system are
At key-on, the PCM transmit a code on the CAN line shown on the following table.
to the BEM to determine if the vehicle should be
mobilized. The BEM will only respond with a correct DTC Test Condition Action required
code if the key transponder is recognized. The PCM Mode
immobilizes the engine if it does not receive the
B2139 KOEO PCM or BEM Re-install original
correct response code. The PCM immobilizes the car
Cont substituted components or
by deactivating:
on vehicle perform a
fuel injectors BEM does Parameter Reset
ignition system not recognise operation to train
fuel pump ignition key the immobilization
system
starter motor Check BEM DTCs
The PCM controls the illumination of the Smartshield B2141 KOEO Incomplete Check KAPWR to
warning indicator on the instrument cluster using the Cont PCM/BEM PCM, BEM, and
CAN line. At key-off, the instrument cluster training. CAN lines then
automatically flashes the warning jewel once every 2 perform Parameter
seconds. At key-on, the PCM commands the warning Reset Operation
jewel to illuminate for 2 seconds for system prove out. again.
The lamp is commanded to flash if the system is
immobilized. The lamp extinguishes after 2 seconds if P1260 KOEO Vehicle Check MIL ON
the system is operational. Cont Immobilized. other -NO
DTCs.
BF00006 en 01/2006 2006.0 BF Falcon

DTC Test Condition Action required measuring the reaction of the control system to a
Mode given output command.
U1147 KOEO Unsuccessful Check BEM and Diagnostic Connector
Cont PCM/BEM ID CAN operation
training Diagnostics on the PCM are accessed through the
diagnostic connected, situated in the fuse
Failure Mode compartment below and to the right of the steering
column. Connect a Worldwide Diagnostic System
Failure in any part of the Smartshield Security System (WDS) tester to retrieve any Diagnostic Trouble
will result in no vehicle operation.
Codes (DTC), initiate self-testing diagnostics, retrieve
Start Relay Parameter Identification (PID) values or reset the
Keep Alive Memory (KAM) or adaptive values.
The Smartshield and Smart Start function of the PCM
strategy control the START relay. The START relay is Diagnostic Connector Location
enabled when the Smartshield immobilisation system
is not immobilised. After the vehicle starts, the START
relay is de-energise to prevent unintended starter
motor operation.
Connections
PCM PinB4………………….… …..…….STRTEN
Testing
1. Observe that the Smartshield warning lamp
operates for 2 seconds when the ignition is key is
turned from the OFF to the RUN position. If the
Smartshield warning lamp flashes, refer to the
Smartshield section in this group.
2. Attempt to start the vehicle in the “P” and “N”
positions. Diagnostic Modes
3. Check that condition of the start relay located in The PCM powertrain control management system has
the fuse/relay box adjacent to the battery. two diagnostic modes: Continuous Testing and
4. Check the harness for open circuits and short On-Demand Tests.
circuits. Continuous testing occurs during normal vehicle
operation. Faults or malfunctions which occur during
Diagnosis operation are logged in Keep Alive Memory (KAM) for
later retrieval.
Diagnosis On-demand tests are initiated as required to diagnose
Diagnostic System faults or check vehicle condition. During on-demand
tests, the Powertrain Control Module (PCM) checks
A sophisticated on-board diagnostic system is various sensors and circuits for faults or malfunctions.
integrated into the PCM software to monitor input and
output components. Continuous Testing
The Powertrain Control Module (PCM) checks that Continuous testing occurs throughout normal vehicle
sensors and calculated values are within specified operation. Testing commences 4 seconds after the
operating parameters. The test varies according to the ignition key is moved to the ON position. Continuous
diagnosis mode and the component. Where a value testing does not occur whenever on-demand tests are
falls outside of parameters, a Diagnostic Trouble being performed.
Code (DTC) is reported and logged in the PCM’s When the Powertrain Control Module (PCM) detects a
memory for retrieval. Components and circuits are fault or malfunction a Diagnostic Trouble Code (DTC)
tested in various ways depending on the hardware, is reported and stored in the PCM’s Keep Alive
function, and type of signal. Memory (KAM) memory. KAM has its own power
Analogue inputs are typically checked for open or supply that retains the codes even after the ignition is
short circuits, and out-of-range values. Outputs are switched OFF. DTC’s can be retrieved by the
checked for open or short circuits by monitoring the Worldwide Diagnostic System (WDS) testing tool.
circuit associated with the output driver when the Continuous DTC’s can be retrieved or cleared at any
output is energised or de-energised. Some outputs time using the WDS, independently of on-demand
are also monitored for the proper function by DTC’s.
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To eliminate the storage of transient conditions, Air Conditioner Refrigerant Discharge

continuous fault codes are filtered. Only DTC’s Temperature (ACRT)
present for a specific duration are stored in memory. Transmission Fluid Temperature Sensor (TFT)
NOTE: Disconnecting the battery will clear the KAM <TOT>
and all DTCs stored in memory. Transmission Range Sensor (TR) <TRS>
Once a DTC is stored, it remains in memory until Knock Sensor (KS)
manually cleared or the PCM is disconnected from the Vehicle Power (VPWR)
battery supply. If a stored continuous DTC does not
occur for 80 subsequent key-ons, then the code is Air Conditioning System Tests
erased from memory.
When a DTC is reported from a major input or output Key On Engine Running (KOER) test with A/C
sensor or circuit, the PCM will log the DTC. A Failure check
Mode Effects Management (FMEM) flag is set NOTE: The A/C check run during the KOER test is
internally in the PCM, which then, if necessary, will used to determine if the cooling capability of the air
implement a FMEM strategy to allow continued conditioning system is below a minimum acceptable
operation of the vehicle. limit, known as a Low Charge Protection (LCP) limit,
The PCM performs the following continuous tests: using the WDS diagnostic tool.
Analogue/Digital Limit Check Special Tool(s)
Air Conditioning System Tests Worldwide Diagnostic System
CMP Test (WDS)
EDIS Test -
CMP Test
VSS Test
Auto Transmission Test
Traction Control Test Test Procedure
Output Circuit Check NOTE: This test is to be conducted in an ambient
Setting Of Failure Mode (FMEM) flags temperature of 10 C to 40 C.
Servicing Warm-up Counters 1. Connect the WDS diagnostic tool to the vehicle
Fault Filter Calibration via the diagnostic connector.
2. Prior to starting the KOER test, run the vehicle at
Analogue/Digital Limit Check
idle for 2 minutes (minimum) with the A/C
The Analogue/Digital Limit Check tests the limits and switched OFF at the ICC controls, and with
range of some analogue sensors. The check tests for FRESH air mode, FACE vents, MAX COLD
short or open circuit sensors and performs a range temperature and MAX FAN speed selected.
test on each sensor to ensure it is within the expected Ensure all doors and windows are fully closed,
operating range. and the rear of the vehicle is protected from any
Range checks are only performed where the sensor tail wind.
or circuit passes the limit test. NOTE: If the above test conditions are not selected
The following sensor signal limits are checked during and maintained, the KOER test could result in a false
the Analogue/Digital Limit Check and associated fail and set DTC P0534.
Diagnostic Trouble Codes (DTC) are reported if items 3. Start the KOER test via the WDS.
tested are not within specification. Note that the
4. Within 10 seconds of starting the KOER test,
VPWR test is designed to check continuity of the
switch on the A/C button at the ICC controls.
PCMs internal power circuit (IVPWR). VPWR does
(Note that the A/C will be switched off and on
not test battery voltage.
automatically by the WDS during the KOER test).
Temperature and Manifold Absolute Pressure
The DTC’s applicable to an air conditioning
(T-MAP)
performance issue are shown in the following table.
Throttle Position Sensor (TP) <TPS>
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DTC Test Mode A/C Pressure when Condition MIL ON

when DTC DTC set
set
P0534 KOER All pressures Poor A/C System performance, most likely NO
cause is low A/C refrigerant charge. Other
possible causes are A/C System
blockage, faulty evaporator thermistor,
faulty HVAC blower, and faulty
compressor.
P0532 KOER and Less than 50kPa A/C system performance test failed, NO
continuous because A/C disabled with system
pressure less than 50kPa. Most likely
causes are no A/C refrigerant charge at
all, or faulty pressure transducer (sensor
out of calibration, open circuit).
P0533 KOER and All pressures Most likely cause is faulty pressure NO
continuous transducer (sensor out of calibration, short
circuit).
P145A KOER Less than 200kPa A/C system performance test failed, NO
because A/C disabled with system
pressure less than 200kPa. Most likely
cause is very low A/C refrigerant charge.
P145B KOER Greater than 200kPa A/C System performance test failed, NO
because A/C not switched on at ICC
controls when KOER test run
P0534 is the DTC applicable to an A/C Low Charge WDS diagnostic tool
Protection failure due to poor A/C system
performance. This test is only valid if the A/C system COP Test
is operating with a refrigerant pressure above 200kPa. The COP Test checks the continuity of the ignition coil
However, if the A/C is disabled for other reasons, circuits and verifies if a coil has fired since the test
P0534 will be set and other DTC’s such as P0532, was last performed.
P145A or P145B will also be set. Once set, DTC
P0534 will remain on for 40 engine warm-up cycles CMP Test
only, but will not disable the A/C compressor.
The CMP Test checks the Camshaft Position Sensor
P0532 is the DTC applicable to an A/C zero pressure (Cylinder Identification) (CMP) <CID> signal and
failure, and occurs if the refrigerant pressure reading circuit.
is below 50kPa. Once set, this DTC will disable the
A/C compressor until the fault is repaired. DTC P0340 is reported if the CMP sensor or its circuit
have malfunctioned.
P0533 is the DTC applicable to an A/C over-pressure
failure, and occurs if the refrigerant pressure reading DTC P0320 is reported if duration between CMP
is out of range. Once set, this DTC will disable the signal is greater than a specified value.
A/C compressor until the fault is repaired.
VSS Test
P145A is the DTC applicable to an A/C low pressure
The Vehicle Speed Sensor Test checks the Vehicle
failure in the KOER test only, and occurs if the
refrigerant pressure reading is below 200kPa. Once Speed Sensor (VSS) signal and circuit.
set, this DTC will disable the A/C compressor until the DTC P0500 is reported if the VSS sensor or its circuit
fault is rectified or at the next ignition key-on after an has malfunctioned.
A/C system pressure greater than 200kPa is
achieved.
P145B is the DTC applicable to an incorrectly run
KOER test, where the A/C was not switched on at
ICC controls when the KOER test was run. This DTC
will not disable the A/C compressor.
NOTE: Once the fault has been rectified, ALL DTC
flags will be cleared and the A/C system re-enabled
via the vehicle diagnostic connector, using the WDS
diagnostic tool. The ignition must be keyed off for 2
seconds minimum prior to clearing all DTC’s with the
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Automatic Transmission Tests (4 Speed limit, then a DTC is logged. Continuous DTCs stay in
Automatic Transmissions Only) memory until cleared by Servicing Warm-up Counters
or manually using the (WDS) tester, or by resetting
The Auto Transmission Tests check the operation and the Keep Alive Memory (KAM).
circuit continuity of the Transmission Range Sensor
(TRS-A1), (SS1-4, VPS, LUS and PCS). On-Demand Testing
DTC P0706 is reported if the TR signal is either out of On-demand testing is initiated to diagnose faults or
range or demonstrates a performance problem. DTC check operating conditions. On-demand Testing can
P0753 is reported if SS1 or its circuit have failed. only commence 4 seconds after the ignition key is
DTC P0758 is reported if SS2 or its circuit have failed. moved to the ON position. Continuous testing does
DTC P0763 is reported if SS3 or its circuit have failed. not occur whenever on-demand tests are being
performed.
DTC P0768 is reported if SS4 or its circuit have failed.
When the Powertrain Control Module (PCM) detects a
DTC P0748 is reported if Variable Pressure Solenoid fault or malfunction a Diagnostic Trouble Code (DTC)
5 (VPS) or its circuit have failed. is reported and stored in the PCM’s Keep Alive
DTC P0778 is reported if Power Control Solenoid 6 Memory (KAM) memory. KAM has its own power
(PCS) or its circuit have malfunction. supply that retains the codes even after the ignition is
DTC P0743 is reported if the Lock Up Solenoid 7 switched OFF. DTC’s can be retrieved by the
(LUS) or its circuit have failed. Worldwide Diagnostic System (WDS) testing tool.
On-demand DTC’s can be retrieved or cleared at any
Solenoids Electrical Fault Logic (4 Speed time using the WDS, independently of continuous
Automatic Transmissions Only) DTC’s.
When a transmission solenoid electrical fault is If an on-demand test is requested and conditions are
detected, the fault is latched: i.e. remains set until not correct for the test to run, a “conditions not
next key-on event. correct” message is displayed on the WDS.
Intermittent faults that do not trigger the latch On-demand test fault codes are only returned to the
mechanism are not reported. WDS tester if the test completes normally.
On-demand tests exit the checking procedure under
Output Circuit Check the following conditions:
The Output Circuit Check tests some outputs for a The test completes normally or runs to completion
short or open circuit. without interruption unless:
The following sensor signal limits are checked during The test is aborted by the operator; “Cancel”
the Output Circuit Check and associated Diagnostic command is issued from the WDS
Trouble Codes (DTC) are reported if items tested are The WDS test equipment is unplugged from the
not within specification. vehicle before the test procedure is complete
Electro Drive Fan 1 (EDF1) Operational or vehicle conditions change so that
Electro Drive Fan 2 (EDF2) conditions needed to continue the test are no
Fuel Pump (FP) longer met.
Air Conditioning Request (ACR) The time taken to run the test exceeds a pre-set
limit for the test.
Evaporative Canister Purge Solenoid (EVAP)
<CANP> There are seven on-demand test modes. Each is
described in further detail in the following sections.
Variable Cam Timing (VCT),
Key On Engine Off (KOEO)
Intake Manifold Runner Control (IMRC) <BBM>
Key On Engine Running (KOER)
Fuel Injectors 1-8 (INJ1-8)
Throttle Test
Each time the engine is re-started from cold the
warm-up counter is incremented by one. If the fault Ignition Timing Test
causing fault the code is not present after 80 warm-up Cylinder Contribution Test
cycles, the code is erased from memory. Output Test Mode (OTM)
Fault Filter Calibration LPG System Test, I6 engines, where fitted
Each continuous fault code has a fault filter to avoid The KOEO and OTM tests are done with key on,
setting a DTC for transient (seen only for a split engine off.
second) error conditions. When a particular fault All other on-demand tests are done with key on
occurs during operation the corresponding fault filter engine running, and the vehicle stationary.
increments a background counter by one. For each Key On Engine Off (KOEO) and Key On Engine
key-on event the code is not present, the counter is Running (KOER) tests can only be run once during
reduced by one. If the counter reaches a specified
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each key on event. The ignition key must be moved to Diagnostic Trouble Codes (DTC) are reported if items
the OFF position before the tests can be re-initiated. tested are not within specification.
Temperature and Manifold Absolute Pressure
Key On Engine Off (KOEO) test (T-MAP)
NOTE: On manual transmission vehicles, the clutch Throttle Position Sensor (TP) <TPS>
pedal must be depressed during the whole test. Air Conditioner Pressure Transducer (ACPT)
The Key On Engine Off (KOEO) on-demand self-test (ACRT)
is a functional test of the powertrain control system. Transmission Fluid Temperature Sensor (TFT)
The test checks various sensors and circuits with the <TOT>
ignition key in the ON position and the engine off:-not Transmission Range Sensor (TR) <TRS>
running. For a fault to be detected during this test the
fault must be present at the time the test is initiated or Vehicle Power (VPWR)
running. Once a fault is detected a Diagnostic Trouble Vehicle State Check
Code (DTC)will be logged in the Powertrain Control
Modules (PCM)memory and output to the Diagnostic The Vehicle State Check tests that the Power
Link Connector (DLC) for retrieval by a Worldwide Steering Pressure (PSP) switch is not active, that no
Diagnostic System (WDS) tester to the diagnostic Air Conditioner Demand (ACD) is present during
tool. KOEO, I6 engines, and for the Transmission Range
KOEO test is performed only once for each key on Sensor (TR) <PRNDL> (automatic transmission only)
event. The ignition must be switched to the ON is in either Park or Neutral.
position for at least 4 seconds; do not move the DTC P1650 is reported the PSP is active
ignition switch to the START position. When the DTC P1705 is reported if the TR is in any position
conditions for KOEO test initiation are met, and the other than Park or Neutral
test has not already been performed during the
current key on session, the PCM performs the Output Circuit Check
following tests: The Output Circuit Check tests some outputs for a
PCM Processor and ROM/RAM Test short or open circuit. The outputs are turned off before
Analogue/Digital Limit and Range Check the check; each output is then switched on in turn for
Vehicle State Check 50 milliseconds during the test.
The following sensor signal limits are checked during
Electronic Immobilisation Check
the Output Circuit Check and associated Diagnostic
Output Circuit Check Trouble Codes (DTC) are reported if items tested are
Engine Cooling Fans Check not within specification.
PCM Processor and ROM/RAM test Electro Drive Fan 1 (EDF1)
Electro Drive Fan 2 (EDF2)
PCM Processor and ROM/RAM Test checks the PCM
Central Processing Unit (CPU), Random Access Fuel Pump (FP)
Memory (RAM), Keep Alive [Memory] Power Air Conditioning Request (ACR)
(KAPWR) and Read Only Memory (ROM) checksum. Evaporative Canister Purge Solenoid (EVAP)
If any item fails the test, a Diagnostic Trouble Code <CANP>
(DTC) is logged in memory and displayed on the
Variable Cam Timing (VCT)
Worldwide Diagnostic System (WDS) tester.
Intake Manifold Runner Control (IMRC) <BBM>.
DTC P0603 is reported if the KAPWR has been reset
since the last key on event Key On Engine Running (KOER) test
DTC P0605 is reported if the ROM checksum test fails The Key On Engine Running (KOER) on-demand
self-test is a functional test performed with the engine
DTC P0606 is reported if either the CPU or RAM operating in normal conditions and temperatures. This
check fails
test is to be conducted in an ambient temperature of
Analogue/Digital Check 10°C to 40°C. The test checks various sensors and
circuits with the ignition key in the ON position and the
The Analogue/Digital Limit Check tests the limits and engine on:-running. For a fault to be detected during
range of some analogue sensors. The check tests for this test the fault must be present at the time the test
short or open circuit sensors and performs a range is initiated or running. This test calls for some operator
test on each sensor to ensure it is within the expected intervention to test additional sensor information. This
operating range. Range checks are only performed includes
where the sensor or circuit passes the limit test. The
1. Turning the steering wheel to open the Power
following sensor signal limits are checked during the
Analogue/Digital Limit Check and associated Steering Pressure Switch (PSP) <PSPS>.
2. Depressing the brake pedal.
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3. Switching on the Air Conditioning within 10 Temperature and Manifold Absolute Pressure
seconds after starting the KOER test. (T-MAP)
Once a fault is detected a Diagnostic Trouble Code Throttle Position Sensor (TP) <TPS>
(DTC) will be logged in the Powertrain Control
Modules (PCM) memory and outputs it to the High/Low Idle Speed Test
Diagnostic Link Connector (DLC) for retrieval by a The High/Low Idle Speed Test checks that the
Worldwide Diagnostic System (WDS) tester to the Electronic Throttle Control (ETC) can properly control
diagnostic tool. the idle speed. The test increases then decreases the
KOER test is performed only once for each key on idle speed and measures the change in engine speed.
event. The ignition must be switched to the ON DTC P0507 is reported if the idle speed is higher than
position for at least 4 seconds before a new test can the expected low idle speed
be initiated. The test is initiated by the WDS when the DTC P0506 is reported if the idle speed is lower than
vehicle stationary, engine running, transmission in
the expected high idle speed
either Park or Neutral, as appropriate; and test has
not already been performed during the current key on Fuel Ramp Lean/Rich Test
session:
The Fuel Ramp Lean/Rich Test varies the Fuel
Initialisation Injector Pulse Width and measures the Heated
Analogue/Digital Limit Check Exhaust Gas Oxygen Sensors (HEGO) signal to
High/Low Idle Speed Test detect if the Powertrain Control Module (PCM) can
successfully control the air fuel ratio between lean and
Fuel Ramp Lean/Rich Test
rich.
Spark Advance Test
If DTC P0131 or P0151, V8 engine, HEGO sensor
PSPS Operated Check I6 engines short circuit is already set, the Fuel Ramp Lean/Rich
Air Conditioning System Test (requires A/C Test will not be performed.
pre-conditioning test procedures, refer to relevant
part of this section) I6 Engines
DTC P0172 is reported if the air fuel ratio is too rich
Initialisation during the lean phase of the test
The Initialisation phase prepares the vehicle for DTC P0171 is reported if the air fuel ratio is too lean
KOER test by switching off Evaporative Canister during the rich phase of the test
Purge Solenoid (EVAP) <CANP>, switching off any
Air Conditioner Demand (ACD) Spark advance V8 Engines
feedback is normally enabled during KOER testing,
except during the Spark Advance, Ignition Timing and DTC P0172 is reported if the air fuel ratio is too rich
on cylinder bank 1 during the lean phase of the test
Cylinder Contribution tests. During these tests spark
advance feedback is disabled and the timing is fixed. DTC P0175 is reported if the air fuel ratio is too rich
on cylinder bank 2 during the lean phase of the test
Analogue/Digital Limit Check
DTC P0171 is reported if the air fuel ratio is too lean
The Analogue/Digital Limit Check tests the limits and on cylinder bank 1 during the rich phase of the test
range of some analogue sensors that are not covered DTC P0174 is reported if the air fuel ratio is too lean
by Key On Engine Off test. The check tests for short on cylinder bank 2 during the rich phase of the test
or open circuit sensors and performs a range test on
each sensor to ensure it is within the expected range Power Steering Pressure Switch Operated
under actual engine operating conditions. Range Check
checks are only performed where the sensor or circuit
passes the limit test. A requirement of KOER test is that the test operator
moves the steering wheel to either left or right hand
The following sensor signal limits are checked during extreme lock to operate the Power Steering Pressure
the Analogue/Digital Limit Check and associated
Switch (PSP).
Diagnostic Trouble Codes (DTC) are reported if items
tested are not within specification. The PCM checks that the power steering pressure
switch changes state during the KOER test.
The Cylinder Head temperature Sensor (CHT)
DTC P1651 is reported if the PSP does not change
state during the test.
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Output Test Mode No fault codes are reported from the ignition test.
The Output Test Mode (OTM), No. 84, allows some
Powertrain Control Module (PCM) outputs to be Air-Conditioning System Test
switched on and off manually using the Worldwide Refer to relevant part of this section.
Diagnostic System (WDS) tester. Either an audible Parameter Identification
sound or visually verification of a device can confirm
its operation. The OTM may be performed more than A Parameter Identification (PID) represents an internal
once during a KOEO event. TM can only be entered Powertrain Control Module (PCM) parameter. PID’s
with the key in the ON position and the engine off:-not accessed using the Worldwide Diagnostic System
running. There are no fault codes reported following (WDS) tester are displayed as parameter names with
this test. The test will time out and abort if the test operating values of analogue and digital
time in any one state exceeds a specified limit. inputs/outputs, calculated values and system status
information.
Once OTM has been entered, there are 4 states that
can be manually selected, as shown in the following The WDS PID data monitor and record data function
table. can display values and data dynamically during
normal running and can also record the data for
Output Test Mode States detailed diagnosis.
State Description Input PID values can immediately confirm the status
of a sensor and its associated circuit to the Powertrain
All On The following outputs are switched on (engine Control Module (PCM). Similarly output PID values
cooling fans off): Air Conditioning Clutch Relay (ACR), can monitor the operation of an output device or
evaporative Emission Canister Purge (EVAP), Starter signal being sent from the PCM.
Relay (START), Fuel Pump (FP) relay, Intake
Manifold Charge Control (IMCC) and Variable Cam Use of PID’s minimises the need to perform pin out
Timing (VCT)* All Off The outputs listed above, and tests. Circuit continuity and a sensor’s actual
operating value can be read directly from the WDS.
engine cooling fans, are switched off.
PID’s can optimize diagnostic time by quickly
Fans Low The engine cooling fans (EDF1-2) are identifying faulty components or circuits.
switched on at low speed; all other outputs above
switched off. Fans High The engine cooling fans
(EDF1-2) are switched on at high speed; all other
outputs above switched off.
LPG System Test
The LPG System Test checks the operation of the
complete LPG fuel control system on vehicles with
Ford Factory Fitted LPG systems.
The PCM uses the Heated Exhaust Gas Oxygen
Sensor (HEGO) signal to detect that a change in the
air fuel ratio occurs when the LPG stepper motor is
actuated. The LPG stepper motor is ramped lean and
then rich to force a change in the HEGO output. The
test will fail if the system fails to switch either lean or
rich within a set time or if the RPM drops below its
predefined limits. A failure in this test can be caused
by faulty stepper motor, wiring, PCM, HEGO sensor
or LPG converter.
Code P1159 reports a fuel stepper motor malfunction
if the air fuel ratio cannot be changed by the PCM
during the test.
Ignition Test
The Ignition Test sets the ignition spark advance to a
fixed value so that ignition timing can be manually
checked using a timing light. Fixed timing mode stays
in effect for 2 minutes or less if cancelled from the
WDS. Fixed timing can be performed more than once
during the same Key On Engine Running (KOER) test
session.
BF00006 en 01/2006 2006.0 BF Falcon

DIAGNOSIS AND TESTING
Powertrain Control Management 4. If you can communicate with another diagnostic

scan tool, carryout WDS diagnostics particularly
Powertrain Control Management cable test procedures
5. If communications cannot be established, check
Diagnostic Trouble Codes VPWR, ignition supply and ground connections to
The PCM diagnostic system monitors the condition of PCM
various sensors and circuits associated with control of PCM Replacement - Standard
the powertrain. A Diagnostic Trouble Code (DTC) is
reported and logged in memory to identify the specific 1. Open WDS vehicle session with original PCM
area where a fault has been reported to the installed in vehicle. If the original PCM is not able
Powertrain Control Module (PCM). to communicate, to open a session, proceed to
the Blank Path Programming procedure.
Retrieving Diagnostic Trouble Codes
2. Install the new PCM.
Diagnostic data is accessible with the Worldwide NOTE: If the WDS is required for use on another
Diagnostic System (WDS) tester to assist in vehicle while the PCM is being fitted, place the
diagnosing faults and operating conditions on the session on "HOLD" for use later
vehicle. The system is accessed through the
diagnostic connector situated in the fuse box, below 3. Attempt to start the vehicle.
and to the right of the steering column. 4. Run KOEO Self Test to check for diagnostic
The functions and operation of the WDS are trouble codes (DTC’s) in PCM.
described in the Worldwide Diagnostic System (WDS) 5. Check for DTC P0602/P0605/P1639.
Tester Instruction Manual. If DTC P0602/P0605/P1639 is present then
Diagnostic Communications Programmable Module Installation (PMI)
procedure must be performed. Use the WDS
The PCM communicates with the Worldwide session opened at Step 1.
Diagnostic System (WDS) tester through the If DTC P0602/P0605/P1639 is not present,
diagnostic connector using the Control Area Network then verify Programmable Parameters are
(CAN). properly set such as tire size, axle ratio, etc.
Diagnostic communications failure 6. Check for DTC B2900.
In the event WDS/PDS is unable to establish If DTC B2900 is present, perform PMI on the
communication the following procedures can be ABS module. Do Not replace ABS module for
adopted. this procedure when directed. You may be
prompted to enter the 9 lines of PCM As-Built
PCM Programming data during this procedure.
A PCM may need to be reprogrammed or replaced as If DTC B2900 is not present proceed
part of a repair. Additional vehicle concerns may be to Step 7.
caused if proper programming procedures are not 7. Diagnose all other DTC’s following normal
followed. diagnostic procedures.
Action: REPROGRAMMING DOES NOT COMPLETE
Use the following procedure to reprogram the PCM. OR FAILS - Existing PCM Reprogramming or
Verify repair after reprogramming. PCM
Service Procedure Replacement
Preliminary Steps - Existing PCM Reprogramming 1. Verify all cables are properly connected.
or PCM Replacement 2. Verify vehicle battery is at proper charge level.
1. Connect a low amperage battery charger to 3. Verify scan tool battery is at proper charge level.
vehicle. 4. Attempt reprogramming procedure again.
2. Use WDS. 5. If reprogramming still does not complete properly,
Make sure WDS is docked or attached to save current session, reboot WDS, open previous
vehicle battery supply. session, and attempt reprogramming again.
Verify WDS software is at the latest release 6. If reprogramming still does not complete or you
level. are now unable to communicate with PCM,
3. If there is a communication error, attempt to proceed to the Blank Path Programming
communicate with a different WDS unit or PDS if procedure.
available.
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DIAGNOSIS AND TESTING (Continued)
Blank Path Programming - Existing PCM 1. Connect the Worldwide Diagnostic System (WDS)
Reprogramming or PCM Replacement tester to the diagnostic connector.
Perform this procedure prior to PCM replacement if a 2. Initiating Retrieve/Clear Continuous DTCs.
vehicle comes in with a PCM that will not 3. After the codes appear on the screen, press
communicate and previous instructions have failed to “CLEAR”, to erase DTCs from memory.
establish communication 4. Verify the codes have been erased by test-driving
1. Verify powers and grounds to PCM by loading the vehicle and then repeat Step 2.
and voltage drop testing circuits.
Quick Reference DTC list.
2. Follow Pin Point Tests to verify network integrity.
NOTE: The ignition must remain in the "OFF" This list has been devised as a basic guide to direct
position until performing step 8. DO NOT turn the you to the relevant area of concern as quickly as
key on when WDS is initially connected to the possible.
DLC The Diagnostic Trouble Codes (DTC’s) are listed
numerically and are not necessarily grouped by fault
3. Connect WDS to vehicle. and or system.
4. Select "16 pin", select "All others, except those NOTE: Not all the DTC’s listed here may be active
below", press TICK. on the vehicle; it is dependant up on vehicle
5. Screen shows installation of cable, press TICK. specification.
6. Screen shows to turn ignition ON. DO NOT TURN Although this section is primarily concerned with PCM
IGNITION ON. Press TICK. related DTC’s reference is made to other modules to
7. Screen shows progress bar, then screen tells you which PCM performance is either directly or indirectly
"No communication can be established with the related.
PCM" and asks you if you want to retry? Select NOTE: Before commencing any electrical diagnostic
"NO". With the ignition key still OFF, press TICK. procedure, assess the general condition of the
8. Screen shows to turn ignition ON. Turn ignition associated mechanical components for serviceability.
on, press TICK. Carry out a preliminary inspection of the condition of
9. Screen shows "The PCM installed to this vehicle the electrical system for damage to wiring and/or
is blank". You will be prompted to select VIN from connectors. Ensure the vehicle battery is in good
a list of previous sessions. Press TICK. condition
10. When previous sessions are shown select "None NOTE: If you disconnect a sensor or actuator with
of the above". the ignition switched ON, you may induce further
11. Screen shows "To enable WDS to reprogram the DTC’s. Therefore when carrying out your preliminary
PCM with the correct calibration", enter one of the inspection ensure the ignition is in the OFF
following: Vehicle Calibration # (7 digits), Tear position.
Tag # (4 digits), or PCM part #, press TICK. This section has been devised as a quick reference
12. Highlight the box next to the selection chosen, guide and consists of general diagnostic procedures.
and enter ONLY ONE of the selections listed For specific diagnostics, refer to the relevant
above. Press TICK. sections within this manual.
13. Follow and answer correctly all remaining You will notice many of the comments in the
screens. "POSSIBLE CAUSE" sections indicate "DEFECTIVE
14. Once PCM is reprogrammed communication PCM". Modern PCM’s are extremely reliable and are
should be re-established and PATS system can rarely the primary cause of the concern.
be reset (if necessary) as per Section 419-01 of NOTE: The PCM should only be replaced after all the
the Workshop Manual. other diagnostic procedures have been completed
Resetting The Powertrain Control Module DTC’s can be recorded at various times and under
differing conditions
NOTE: Do not disconnect the battery to clear the
Keep Alive Memory (KAM) or Diagnostic Trouble CONTINUOUS (Cont.)
Codes (DTC) unless absolutely necessary.
Disconnecting the battery will clear the PCM memory, These are DTC’s that are monitored at all times
including the adaptive values. during vehicle operation.
In the event a customer complains of a potential
Clearing Diagnostic Trouble Codes (DTC) performance related issue, and there are no current
Once a system fault has been rectified, the diagnostic DTC’s recorded, it is recommended to run a KOEO
trouble codes must be cleared from the PCM memory test and a KOER test.
using the Worldwide Diagnostic System (WDS) tester.
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KEY-ON ENGINE-OFF (KOEO) Run both a KOEO and a KOER test. Investigate any
recorded DTC’s during this process before preceding
This is carried out with WDS with a view of checking a to carryout a road test with WDS/PDS
number of specific components and systems for
condition and integrity. Monitor the appropriate systems using WDS/PDS
under road test conditions. The first DTC’s that occur
To access the KOEO test. Connect the WDS to the are normally the primary areas of concern and may
vehicle and ensure it correctly identifies the vehicle. have triggered further DTC’s in associated systems.
From the toolbox icon select selftest and follow the
relevant instructions. Failure to follow the instructions Using the World-wide Diagnostic System
on WDS can lead to additional DTC’s being recorded. (WDS)
Simplified procedure TOOLBOX > SELFTEST > If you encounter problems establishing
POWERTRAIN > ENGINE > KOEO communication between WDS and the vehicle, this
This self-test is normally completed within 20 does not necessarily indicate there is a problem with
seconds. the vehicle.
KEY-ON ENGINE-RUN (KOER) Attempt to establish communication using the TEAR
TAG, Calibration Code or PCM Part Number.
This is carried out with WDS with a view of checking a
If you are still having difficulty, carryout the WDS
number of specific components and systems for diagnostic procedure for cables and check the
condition and integrity. serviceability of the 16 pin DLC cable B-280.
To access the KOER test. Connect the WDS to the
Also ensure WDS is running the latest software.
vehicle and ensure it correctly identifies the vehicle.
From the toolbox icon select selftest and follow the Accessing Datalogger
relevant instructions on WDS. Failure to follow the
instructions on WDS can lead to additional DTC’s Some of the parameters described in this section may
being recorded. not be available through normal Datalogger. However,
with the inclusion of EOBD there is now a second set
Simplified procedure TOOLBOX > SELFTEST > of Datalogger readings available via the OBD test
POWERTRAIN > ENGINE > KOER mode. This Datalogger is exclusively EOBD. If during
If the KOER test fails to complete P1001 will be normal Datalogger monitoring you either cannot find a
stored particular display or you are unable to adjust the
This self-test is normally completed within 34 seconds parameters to provide an accurate display you may
find them via the EOBD Datalogger.
MALFUNCTION INDICATOR LAMP (MIL) To access EOBD Datalogger:-VEHICLE
If the PCM detects a DTC which causes the SPECIFICATION PAGE > TOOLBOX >
powertrain to operate outside the emissions POWERTRAIN > OBD TEST MODES > MODE 1
parameters twice, it will illuminate the MIL. In the POWERTRAIN DATA.
following DTC table, MIL related faults are indicated
by a Y in the MIL ON column. PCM Programming
Non MIL related DTC’s will be accessible through A PCM may need to be reprogrammed or replaced as
WDS/PDS. part of a repair. Additional vehicle concerns may be
Faults with either the Throttle Body or Accelerator caused if proper programming procedures are not
followed.
Pedal Position switch will illuminate the ETB light on
the instrument cluster and the engine will be running a ACTION:
Failure Mode Effects Management (FMEM) strategy
Use the following procedure to reprogram the PCM.
(Guard Mode)
Verify repair after reprogramming.
Freeze frame data should be available for MIL related
DTC’s. This is a valuable tool for information SERVICE PROCEDURE
indicating the conditions the Powertrain was operating
under when the DTC was recorded. PRELIMINARY STEPS - Existing PCM
Reprogramming or PCM Replacement
General note when encountering multiple 1. Connect a low amperage battery charger to
DTC’s vehicle.
If when retrieving DTC’s it is found there are a large 2. Use WDS.
number of them, it is suggested to identify and record Make sure WDS is docked or attached to
the DTC’s. Attempt to identify any common theme i.e. vehicle battery supply.
"reference voltage" or "temperature" related defects;
this can aid the diagnostic process. Verify WDS software is at the latest release
level.
Clear all the DTC’s.
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3. If there is a communication error, attempt to BLANK PATH PROGRAMMING - Existing PCM

communicate with a different WDS unit or PDS if Reprogramming or PCM Replacement
available.
Perform this procedure prior to PCM replacement if a
4. If you can communicate with another diagnostic
vehicle comes in with a PCM that will not
scan tool, carryout WDS diagnostics particularly communicate and previous instructions have failed to
cable test procedures establish communication
5. If communications cannot be established, check
1. Verify powers and grounds to PCM by loading
VPWR, ignition supply and ground connections to and voltage drop testing circuits.
PCM
2. Follow Pin Point Tests to verify network integrity.
PCM REPLACEMENT - STANDARD NOTE: The ignition must remain in the "OFF"
1. Open WDS vehicle session with original PCM position until performing step 8. DO NOT turn the
installed in vehicle. If the original PCM is not able key on when WDS is initially connected to the
to communicate, to open a session, proceed to DLC
the Blank Path Programming procedure. 3. Connect WDS to vehicle.
2. Install the new PCM. 4. Select "16 pin", select "All others, except those
NOTE: If the WDS is required for use on another below", press TICK.
vehicle while the PCM is being fitted, place the 5. Screen shows installation of cable, press TICK.
session on "HOLD" for use later
6. Screen shows to turn ignition ON. DO NOT TURN
3. Attempt to start the vehicle. IGNITION ON. Press TICK.
4. Run KOEO Self Test to check for diagnostic 7. Screen shows progress bar, then screen tells you
trouble codes (DTC’s) in PCM. "No communication can be established with the
5. Check for DTC P0602/P0605/P1639. PCM" and asks you if you want to retry? Select
If DTC P0602/P0605/P1639 is present then "NO". With the ignition key still OFF, press TICK.
Programmable Module Installation (PMI) 8. Screen shows to turn ignition ON. Turn ignition
procedure must be performed. Use the WDS on, press TICK.
session opened at Step 1. 9. Screen shows "The PCM installed to this vehicle
If DTC P0602/P0605/P1639 is not present, is blank". You will be prompted to select VIN from
then verify Programmable Parameters are a list of previous sessions. Press TICK.
properly set such as tire size, axle ratio, etc. 10. When previous sessions are shown select "None
6. Check for DTC B2900. of the above".
If DTC B2900 is present, perform PMI on the 11. Screen shows "To enable WDS to reprogram the
ABS module. Do Not replace ABS module for PCM with the correct calibration", enter one of the
this procedure when directed. You may be following: Vehicle Calibration # (7 digits), Tear
prompted to enter the 9 lines of PCM As-Built Tag # (4 digits), or PCM part #, press TICK.
data during this procedure. 12. Highlight the box next to the selection chosen,
If DTC B2900 is not present and enter ONLY ONE of the selections listed
proceed to Step 7. above. Press TICK.
7. Diagnose all other DTC’s following normal 13. Follow and answer correctly all remaining
diagnostic procedures. screens.
14. Once PCM is reprogrammed communication
REPROGRAMMING DOES NOT COMPLETE should be re-established and PATS system can
OR FAILS - Existing PCM Reprogramming Or be reset (if necessary).
PCM Replacement
1. Verify all cables are properly connected.
2. Verify vehicle battery is at proper charge level.
3. Verify scan tool battery is at proper charge level.
4. Attempt reprogramming procedure again.
5. If reprogramming still does not complete properly,
save current session, reboot WDS, open previous
session, and attempt reprogramming again.
6. If reprogramming still does not complete or you
are now unable to communicate with PCM,
proceed to the Blank Path Programming
procedure.
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DTC Condition MIL Possible Cause Diagnostic procedures

(PID) Cont ON
KOEO Y/N
KOER
P000A Cont. Y Inlet variable cam timing stuck during cranking. (Bank 1 V8) Check the freeze frame data to check the engine conditions when the fault
KOER occurred
Refer to section 303-01
P000D Cont. Y Exhaust variable cam timing stuck during cranking. (Bank 2 V8) Check the freeze frame data to check the engine conditions when the fault
KOER occurred
Refer to section 303-01
P0107- Cont. Y Supply ref. voltage open circuit or short to ground. Check supply voltage to sensor is above 4.0 volts.
MAP sensor KOEO Damaged sensor Use PDS/WDS
reference voltage KOER Defective PCM
low. (MAP)
P0108 - Cont. Y Supply ref. voltage short to power Check supply voltage to sensor is below 6.0 volts.
MAP sensor KOEO MAP return signal short to power Monitor return signal with PDS/WDS
reference voltage KOER Damaged sensor
high. (MAP) Defective PCM
P0109- Cont. N Loose connections. Check condition of wiring and connectors
MAP intermittent Damaged wiring (Wiggle test - PDS/WDS Datalogger)
signal fault (MAP) Defective sensor.
Notes on MAP (see notes following P0113)
P0112 - Cont. Y Sensor supply voltage or return short to earth Check the freeze frame data to check the engine conditions when the fault
IAT Failed low KOEO Connectors damaged or loose occurred
voltage self-test KOER Damaged sensor Check condition of wiring and connectors
<0.2 volts (+121°C) Defective PCM Check resistance of sensor
(IAT) Check supply reference voltage
Check resistance of sensor through loom from PCM connection
Using WDS datalogger, monitor the IAT PID for range and performance
P0113 - Cont. Y Sensor supply voltage or return short to power Check the freeze frame data to check the engine conditions when the fault
IAT Failed high KOEO Connectors damaged or loose occurred
voltage self-test KOER Damaged sensor Check condition of wiring and connectors
>4.6 volts (-50°C) Defective PCM Check resistance of sensor
(IAT) Check supply reference voltage
Check resistance of sensor through loom from PCM connection
General Notes for T-MAP
The IAT and MAP are combined as a T-MAP sensor.
LOW VOLTAGE:- The nominal reference supply voltage (VREF) is 5 volts. If a number of DTC’s are recorded such as P0112, P0222, P0117 etc, all these indicate a number of sensors are recording low
voltage inputs. These can be triggered by repeated cranking of an engine with a battery in poor condition.
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Preliminary checks would include battery and charging system checks, supply voltage checks to the PCM.
HIGH VOLTAGE:- As the PCM supplies the reference voltage (VREF) it calculates the voltage range that should be returned from the sensor. If the PCM detects a voltage above the one calculated it will
store an appropriate DTC. High voltage returns are normally associated with sensor failure or the return signal wiring has been shorted to a vehicle power (VPWR) supply.
Multiple high return signal voltages from a range of sensors would indicate the PCM has developed a fault. It should be noted a number of sensors utilise a common reference supply voltage. It is possible
that the increased voltage supply has been caused by a short to vehicle power (VPWR) in a connector. All the wiring between the relevant sensors and the PCM must be checked before replacing the PCM
Intermittent faults are generally associated with loose wiring connections or damaged wires. A simple way to check these is by use of a wiggle test.
To carryout a wiggle test use WDS datalogger and select the appropriate system to monitor.
Example: P0109. -
Select MAP (This may be available as a FREQ or VOLT or both) (Additionally select IAT this may be available as a voltage or a temperature)
Start the engine and monitor the signal.
Gently shake the wiring at various points along the loom, particularly near the connectors and areas where the loom is routed through a sharp angle.
If the signal changes, this indicates defective wiring or connections. Closely look at where the connector is attached to the sensor. If the connector housing is moving in the sensor, then the sensor is
defective.
If the information you are accessing is not available through normal Datalogger you may be able to access additional EOBD information via the OBD test modes: To access OBD Datalogger:-VEHICLE
SPECIFICATION PAGE > TOOLBOX > POWERTRAIN > OBD TEST MODES > MODE 1 POWERTRAIN DATA.
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P0116 - Cont. Y Defective wiring, connector or sensor Check the freeze frame data to check the engine conditions when the fault
Cylinder head KOEO CHT sensor incorrectly fitted (over or under tightened) occurred
temperature sensor. KOER Defective cooling system Check the wiring and connections between the CHT and the PCM.
(CHT) Defective PCM Ensure the cooling system is operating correctly
Self-test failure. Look for evidence of damage on the CHT sensor, ensure it is not loose in the
(CHT) cylinder head
Check the VREF is approximately 5 volts
Check the SIGTRN (return signal) has not gone open circuit or shorted to
VPWR
(See note below)
P0117 - Cont. Y Sensor supply voltage or return short to earth Check supply voltage to sensor is above 4.0 volts.
Cylinder head KOEO Connectors damaged or loose Use PDS/WDS to monitor CHT output.
temperature sensor KOER Damaged sensor NOTE: If the PCM has recorded a CHT DTC it may display a constant 80°C. If
(CHT) circuit, low Defective PCM this is the case, the PCM is displaying a default value.
input (CHT)
Clear the DTC and recheck.
If multiple low input DTC’s are indicated this would suggest a wiring or
connection fault on the VREF side of the sensor
P0118 - Cont. Y Sensor supply voltage or return short to earth Check supply voltage to sensor is below 6.0 volts.
Cylinder head KOEO Connectors damaged or loose Monitor return signal with PDS/WDS
temperature sensor KOER Damaged sensor NOTE: If the PCM has recorded a CHT DTC it may display a constant 80°C. If
(CHT) circuit, high Defective PCM this is the case, the PCM is displaying a default value.
input (CHT)
Clear the DTC and recheck.
If multiple low input DTC’s are indicated this would suggest a wiring or
connection fault on the VREF side of the sensor
General notes on Cylinder Head Temperature (CHT) sensor (Also see P1288, P1289, P1290 and P1299)
If the CHT is incorrectly fitted, either too loose or to tight, it will cause fluctuations in the readings.
NOTE: If the CHT on V8 is removed, it must not be re-used. When replacing a CHT always ensure the area under the sensor is clean, free from swarf and liquid contamination.
DTC P0116 – This will be stored when the CHT has failed a self-test. A simple check is to use WDS datalogger and compare the CHT and IAT when the engine is cold or has not been run for at least 6
hours. The CHT and IAT should be within 1°C of each other. Start the engine and monitor how quickly the CHT starts to record changes. If WDS indicates rapid temperature increase with the CHT, this would
indicate sensor failure or a cooling system defect.
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Also ensure that all the connections between the PCM and the sensor are in good condition. A connector with even minor evidence of contamination or oxidation can cause a proportionally high resistance.
store an appropriate DTC (P0118). High voltage returns are normally associated with sensor failure or the return signal wiring has been shorted to a vehicle power (VPWR) supply.
Multiple high return signal voltages from a range of sensors could indicate the PCM has developed a fault. It should be noted a number of sensors utilise a common reference supply voltage. It is possible
that the increased voltage supply has been caused by a short to vehicle power (VPWR) in a connector. All the wiring between the relevant sensors and the PCM must be checked before replacing the PCM
Example: P0116.
Select CHT (This may be available as TEMP or VOLT or both)
Start the engine and monitor the signal. Always exercise great care when working around a running engine
defective.
NOTE: - If P1299 is displayed, it should be part a multiple DTC list. P1299 is an FMEM over-heat protection strategy.
If the information you are accessing is not available through normal Datalogger you may be able to access additional EOBD information via the OBD test modes:
To access OBD Datalogger:- VEHICLE SPECIFICATION PAGE > TOOLBOX > POWERTRAIN > OBD TEST MODES > MODE 1 POWERTRAIN DATA.
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(PID) Cont ON
KOEO Y/N
KOER
P0121 - Cont. N Damaged sensor or contaminated track. Check the operation of the throttle body and flap
TPS track A out of KOEO Wiring/connectors damaged or loose between sensor & PCM. Check for carbon deposits within the throttle housing
range (throttle not KOER Damaged sensor and or throttle body Check condition of wiring and connectors
closed at idle) Defective PCM Check the freeze frame data (PID - TP1) to check the engine conditions when
(TP1) the fault occurred
Check supply voltage
Check return signal
Compare return signal voltages using WDS/PDS Datalogger
P0122 - Cont. N Supply voltage to low Check condition of wiring and connectors
TPS track A low KOEO Return signal to low Check the freeze frame data (PID - TP1) to check the engine conditions when
voltage KOER Damaged sensor (High resistance on track) the fault occurred
(TP1) TP not seated correctly Check supply voltage
Defective PCM Check return signal voltage
(PID TP1)
P0123 - Cont. N Return signal shorted to power Check condition of wiring and connectors
TPS track A high KOEO Reference voltage short to power Check supply voltage
voltage KOER Damaged sensor Check return signal voltage
(TP1) TP not seated correctly Compare return signal voltages using WDS/PDS Datalogger
Defective PCM (PID TP1)
P0124 - Cont. N Defective sensor Check condition of wiring and connectors
TPS track A KOEO Loose, damaged or contaminated wiring and/or connectors. Check the freeze frame data (PID - TP1) to check the engine conditions when
Intermittent fault KOER Defective PCM the fault occurred
(TP1) Carryout wiggle test whilst monitoring TPS signals using PDS/WDS
(PID TP1)
General Notes for TPS Also see P0221, P0222, P0223, P0224, P1124, P2111, P2112 and P2135
If you are checking P0121 and P0221 is also stored, this is a good indication of contamination or damage to the throttle body as the PCM cannot detect a fully closed position for the throttle plate.
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Multiple high return signal voltages from a range of sensors may indicate the PCM has developed a fault. It should be noted a number of sensors utilise a common reference supply voltage. It is possible that
the increased voltage supply has been caused by a short to vehicle power (VPWR) in a connector. All the wiring between the relevant sensors and the PCM must be checked before replacing the PCM.
Example: P0124.
Select TP1 and TP2 (Additional PID’s that may help are APP1, APP2 and APP3)
All these sensors operate within a 5 volt range. Ensure the correct range is selected on WDS and it is suggested convert the display to a bar graph
Press the accelerator slowly to the wide open throttle (WOT) position and slowly release while monitoring the display. (You should take at least 10 seconds to complete this)
The TP displays should approximately mirror each other, one falling the other rising.
If one of the signals appears to "jump", this may indicate a section of resistance or damage on one of the tracks. If this is the case repeat the test a number of times to confirm it. Note the slower and
steadier the accelerator is applied, the more accurate the results will be.
Gently shake the wiring at various points along the loom particularly near the connectors and areas where the loom is routed through a sharp angle. It is recommended to do this with the accelerator in a
number of different positions.
Monitor the system to see if it looses the signal or the signal jumps to its maximum position.
If this test fails to produce a result repeat the procedure with the engine running
Gradually increase the engine speed and monitor the signals. They should approximately mirror each other one voltage rising, the other falling.
Gently shake the wiring at various points along the loom particularly near the connectors and areas where the loom is routed through a sharp angle, while gradually increasing and decreasing engine
speed. (A road test may produce better results as the engine and vehicle will be place under greater load conditions)
If the signal changes, this indicates defective wiring or connections. Look closely at where the connector is attached to the sensor. If the connector housing is moving in the sensor, then the sensor is
defective.
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P0132 - KOEO Y Sensor heater shorting to sensor element Check the freeze frame data to check the engine conditions when the fault
HEGO11- Above KOER Sensor wiring shorted to power occurred
voltage range Defective PCM Check condition of wiring and connectors
(O2S11) Check resistance of heater circuit
Monitor sensor output signal using PDS/WDS
P0133 - KOER Y Contaminated, damaged or deteriorating sensor Check the freeze frame data to check the engine conditions when the fault
HEGO11 - slow Exhaust or induction system leaks occurred
switching Damaged wiring Check condition of induction and exhaust system, including for after-market
(O2S11) Defective MAP sensor modifications
Defective PCM Check condition of wiring and connectors
Check the condition of the sensor (monitor with PDS/WDS)
Check for MAP DTC’s
P0135 - Cont. Y Contaminated or damaged sensor Check the freeze frame data to check the engine conditions when the fault
HEGO11 - heater Wiring open circuit or short circuit occurred
circuit failure Low battery voltage Check condition of wiring and connectors
(HTR11) Defective PCM Check battery condition
Check heater circuit resistance
P0136 - Cont Y Contaminated sensor. Check the freeze frame data to check the engine conditions when the fault
HEGO12 - max and Crossed sensor wires occurred
min voltages outside Damaged wiring and/or connectors Check condition of wiring and connectors
parameters Exhaust leaking. Check the condition of the sensor (monitor with PDS/WDS, preferably under
(O2S12) Defective PCM or software road test conditions)
P0138 - KOER Y Sensor heater shorting to sensor element Check the freeze frame data to check the engine conditions when the fault
HEGO12 - Above Sensor wiring shorted to power occurred
P0141 - KOER Y Contaminated or damaged sensor Check the freeze frame data to check the engine conditions when the fault
HEGO12 - heater Wiring open circuit or short circuit occurred
HEGO21 - Above Sensor wiring shorted to power occurred
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P0153 - KOER Y Contaminated, damaged or deteriorating sensor Check the freeze frame data to check the engine conditions when the fault
HEGO21 - slow Exhaust or induction system leaks occurred
switching speed Damaged wiring Check condition of induction and exhaust system, including for after-market
(O2S21) Defective MAP sensor modifications
Check condition of wiring and connectors
Check the condition of the sensor (monitor with PDS/WDS)
Check for MAP DTC’s
HEGO21 - Heater Wiring open circuit or short circuit occurred
P0156- KOER Y Contaminated sensor. Check the freeze frame data to check the engine conditions when the fault
HEGO22 - max and Crossed sensor wires occurred
min voltages outside Damaged wiring and/or connectors Check condition of wiring and connectors
parameters (O2S22) Exhaust leaking. Check the condition of the sensor (monitor with PDS/WDS, preferably under
Defective PCM or software road test conditions)
HEGO22 Above Sensor wiring shorted to power occurred
HEGO22 heater Wiring open circuit or short circuit occurred
(O2S22) Defective PCM Check battery condition
P0171 - KOER Y Low fuel level Check the freeze frame data to check the engine conditions when the fault
I6 and bank-1 V8, Engine mechanical defect occurred
running lean (LTFT) Induction and/or exhaust system defects. Check the fuel level
Defective fuel system Ensure the engine mechanical systems are in good condition
Damaged or contaminated wiring to the injectors and/or fuel pump Check condition of induction and exhaust systems
Limit of adaptive fuel strategy Check the fuel system condition to include: - Fuel pressure regulator, injectors,
filters and all associated pipes.
Check condition of wiring to all fuel system electrical components Using WDS
datalogger, check the SHRTFT has not exceeded its adaptive values.
If it has, check the freeze frame data to see what the engine operating
conditions were at the time of the fault.
Check PCM for correct calibration.
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(PID) Cont ON
KOEO Y/N
KOER
I6 and bank-1 V8 Engine mechanical defect occurred
running rich Induction and/or exhaust system defects. Check the fuel level
(LONGFT & Defective fuel system Ensure the engine mechanical systems are in good condition
SHRTFT) Damaged or contaminated wiring to the injectors and/or fuel pump Check condition of induction and exhaust systems
Check condition of wiring to all fuel system electrical components
Bank-2 V8 running Engine mechanical defect occurred
lean (LONGFT & Induction and/or exhaust system defects. Check the fuel level
SHRTFT) Defective fuel system Ensure the engine mechanical systems are in good condition
Check condition of wiring to all fuel system electrical components Using WDS
datalogger, check the SHRTFT has not exceeded its adaptive values.
If it has, check the freeze frame data to see what the engine operating
conditions were at the time of the fault.
Bank-2 V8 running Engine mechanical defect occurred
rich (LONGFT & Induction and/or exhaust system defects. Check the fuel level
SHRTFT) Defective fuel system Ensure the engine mechanical systems are in good condition
Check condition of wiring to all fuel system electrical components
General Notes for Heated Oxygen sensors (HEGO’s).
Understanding the function and operation of a HEGO can be a good diagnostic aid to understanding to overall operation and condition of the engine with regard to the combustion process.
HEGO sensors are generally very reliable and should not be replaced unless it can be clearly shown the sensor has been damaged externally or contaminated internally either with use of incorrect fuel,
engine oil or coolant etc.
The HEGO’s are identified by bank and position in the exhaust, i.e.
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HEGO 11: Bank 1, sensor 1 (upstream)

HEGO 12: Bank 1, sensor 2 (downstream)
Monitoring HEGO sensors with WDS
If monitoring the HEGO sensors with WDS select O2S11 and O2S21 for the upstream HEGO’s and O2S12 and O2S22 for the downstream HEGO’s
The HEGO generates a switching signal between a nominal 0.1 and 1 volt. (It can, under certain circumstances, switch slightly outside these parameters and still function correctly).
NOTE: If a HEGO related DTC is stored and then the HEGO signal is monitored, it may appear to be responding correctly. If this is the case, check both the Long Term Fuel Trim (LONGTFT) and the Short
Term Fuel Trim (SHRTFT) and ensure they are responding. If they are not, or a DTC is recorded that indicates the LONGTFT has exceeded its values, note and clear all the DTC’s.
WDS/PDS will be displaying the HEGO substitute values stored in the PCM memory and not the true HEGO signal. Clearing the DTC’s will reset the LONGTFT and SHRTFT count and you should see the
true HEGO signal.
Monitoring both the LONGTFT and SHRTFT are both good indicators of engine performance.
O2S11 and O2S21 (upstream)
These generate a rapidly switching signal which is used to manage the fuel injection system when it is operating in closed loop.
Closed loop operation can be monitored with WDS datalogger "CLOSED LOOP" PID.
If checking the operation of O2S11 and O2S12 with the relation to CLOSED LOOP operation, as a guide,
the engine should be at its normal operating temperature
the HEGO’s should be switching between at least once and twice a second at 2000 rpm
O2S12 and O2S22 (downstream)
These generate a much slower switching signal than the upstream HEGO’s and are used to monitor the catalytic converter efficiency and condition. (Part of the Comprehensive Component Monitoring (CCM)
system). The switching rate is determined by vehicle usage, the sensor may switch as quickly as every 30 to 45 seconds or it may take several minutes to produce a switching signal.
IMPORTANT NOTE
If when monitoring the upstream and downstream HEGO’s it is noted the switching time is very similar, this indicates Catalytic Converter failure.
P0132, P0138, P0152, P0158
These DTC’s indicate the signal voltage is considerably above 1 volt. This indicates either the sensor itself has failed and the heater supply has shorted to the sensor circuit or the sensor circuit wiring has
shorted to VPWR.
The signals can be monitored using WDS datalogger O2S11, O2S21 (V8 only) (upstream HEGO’s) and O2S12, O2S22 (V8 only) (downstream HEGO’s)
P0133, P0153
These DTC’s indicate a slow switching speed signal to the PCM and the PCM is having difficultly maintaining the Short Term Fuel Trim (SHRTFT).
A number of concerns could trigger these DTC’s including mechanical concerns.
Mechanical concerns:-
Exhaust leaks particularly around the catalytic converter, exhaust manifold and turbo charger.
Induction system leaks after the T-MAP
Contaminated fuel or general fuel system concerns particularly fuel rail pressure
Non Ford approved modifications to the induction and/or exhaust system
BF00006 en 01/2006 2006.0 BF Falcon

Electrical concerns
It is possible an incorrect T-MAP signal can trigger these DTC’s as the PCM has a conflict between what it is trying to do and the outcome in the combustion chamber. If additional DTC’s such as
P0107, P0108, P0109, P0112 or P0113 are also indicated, rectify these first and then recheck.
Loose or damaged connections between the HEGO and PCM. The way to check this with WDS datalogger and carryout a wiggle test
Wiggle test Example: P0124.
With the engine at its normal operating temperature, select O2S11 and O2S21 (V8 only). Additional signals that may aid diagnosis RPM, SHRTFT, LONGFT, IAT, MAP, O2S12, O2S22 and CLOSED
LOOP.
Start the engine and monitor the signal. If conducting this test with a cold engine it may take a few seconds before the switching signal is fully functional. Always exercise great care when working
around a running engine
Gradually increase the engine speed to approximately 2000 rpm and monitor the signals. O2S12 and O2S22 should be switching between at least once and twice per second. It is important the engine
speed is accurately maintained, variations in accelerator pedal position directly affect CLOSED LOOP operation. If not switching check the CLOSED LOOP PID is still set.
Gently shake the wiring at various points along the loom particularly near the connectors and areas where the loom is routed through a sharp angle, while maintaining engine speed. (A road test may
produce better results as the engine and vehicle will be place under greater load conditions but avoid rapid application of the accelerator)
defective.
Sensor concerns:-
If there evidence of contamination in the fuel system such as diesel, lead additive, a non-approved performance enhancer or evidence of engine oil in the exhaust, all of these can coat the surface of the
sensor and reduce its effectiveness.
Additionally with old or very high mileage vehicles the effectiveness of the chemical reaction of the sensor will reduce and the sensor becomes "lazy’ any evidence of this requires the sensor replacing
P0135, P0141, P0155, P0161
These DTC’s indicate a heater or circuit failure. Any of the other HEGO related DTC’s between P0132 and P0158 could be associated with these.
Check there is a 12V supply to the heater circuit (All the HEGO’s are supplied through a common fuse)
Check for continuity between the heater return and the PCM
Carry out a resistance check across the HEGO heater. The heater resistance should be between 4O and 8O.
IMPORTANT NOTE: It may be possible to monitor the HEGO heater functions with WDS datalogger. (HTR11, HTR12, HTR21 AND HTR22). If monitoring as a voltage, it can show any voltage between
0V and 12V. This is because the upstream HEGO heaters are pulse width modulated (PWM) and the downstream HEGO’s are voltage regulated. The voltage is managed by the PCM
If the HEGO voltage is not available it will display a fault mode, FAULT YES or FAULT NO
P0136 & P0156
These indicate the downstream HEGO’s are operating outside their normal parameters (0.1v to 1.0v)
Monitor the HEGO signals using WDS datalogger (O2S12 and O2S22) for the operating range. (It is usefully to monitor the upstream HEGO’s at the same time (O2S11 and O2S21), if the switching
frequency is similar, this indicates catalytic converter failure)
If they are outside the voltage range, ensure the exhaust is in good condition and there is no evidence of leaks anywhere in the system
Check the condition of the wiring and connectors between the HEGO’s and PCM. The connections on the downstream HEGO’s work in a harsh environment and should be checked closely.
P0171, P0172, P0174, P0175
BF00006 en 01/2006 2006.0 BF Falcon

These indicate combustion condition i.e. operating lean or rich. If these DTC’s are displayed the sensors are functioning correctly.
There may be multiple DTC’s displayed with these and have been triggered though concerns elsewhere with the system. Where multiple DTC’s are displayed investigate the other DTC’s first.
Ensure the mechanical systems are in good condition, particularly the induction and exhaust systems.
Check the fuel system, particularly for leaks, blockages, fuel contamination and fuel pressure.
If using WDS datalogger select SHRTFT and LONGTFT. Ensure either has not exceeded its calibrated values, this can be triggered by various defects both mechanical and electrical
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont KOEO ON
KOER Y/N
P0196 - Cont Y Low oil level Check the freeze frame data to check the engine conditions when the fault
Engine oil temp. out Damaged or contaminated sensor and/or wiring occurred
of range (EOT) Engine overheating (Cooling system fault) Check the oil level and condition
Check condition of wiring and connectors
Check the condition of the sensor
Check the condition of the cooling system
P0201 Cont. Y Defective wiring between the PCM and injector. Check the freeze frame data to check the engine conditions when the fault
Fuel injector 1 KOEO Defective power supply to the injector occurred
(INJ-1) KOER Defective injector Check condition of wiring and connectors.
Defective PCM (including software) Check supply voltage to injector.
Check the resistance of the injector windings.
Ensure PCM is running current software.
Check for continuity between the PCM connector and the injector connector.
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont KOEO ON
KOER Y/N
Notes for fuel injector related DTC’s (P0201 to P0208)
It should be remembered these DTC’s only relate to the fuel injector circuitry and not to the mechanical condition of the injectors.
Ensure all the electrical connections to the injectors are in good condition.
Ensure the supply voltage is within 1 volt of battery supply voltage (The injectors are nominally a 12 volt unit, however they are powered via the battery and low or high standing battery voltage will
change the voltage reading at the injector)
If available, monitor the injector pulse width WDS datalogger (INJ-1 to INJ-8). If one of the pulses is considerably longer than the others this could indicate the windings in that injector is deteriorating. If
an injector winding is suspected it can be confirmed by a resistance check across the windings. The injector windings should be between 13.5 to 16.0 Ω
NOTE: If the injector is within specification it may indicate there is a mechanical fault within the cylinder as the PCM will try to correct a fuelling value so that each cylinder produces the same power output.
Other DTC’s that may be associated are:-
Misfire detected P0300 to P0308 and P0316
HEGO related DTC’s P0132 to P0175 and P1130 to P1158
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont KOEO ON
KOER Y/N
P0218 - Cont KOER N Possible limp home active. Check the transmission fluid level and condition (refer to TRANSMISSION
Transmission Incorrect transmission fluid level or fluid contaminated FLUID LEVEL CHECK - 307-01)
overheating (Above Damaged transmission cooling system Carryout a system check with WDS. Select PID TFT. Road test the vehicle
130°C) Transmission breather blocked trying to replicate a wide range of operating conditions.
(TFT) Torque converter not locking If the DTC returns, check the condition of the PCB in the shifter (P0710 may
Defective wiring or connections between the PCM, shifter PCB and connection also be stored)
to the transmission multi-plug. Check the condition of the transmission cooling system.
Defective TFT sensor Ensure the breather is not blocked
Torque converter not engaging correctly (P0740, P2763 and P2764 may also
be stored).
Monitor TCC with WDS.
This DTC may be triggered by driver abuse.
For further information refer to AUTOMATIC TRANSMISSION -
DIAGNOSTICS AND TESTING - 307-01
P0219 - Cont KOER N Defective wiring and or connectors between CKP sensor and the PCM. Check the condition of the wiring between the PCM and CKP sensor.
Engine over speed Defective sensor Monitor the RPM signal and carryout a wiggle test at idle. Always exercise
condition (above Incorrect calibration in PCM and/or TCM great care when working around a running engine
6000prm) If P0300, P0315, P0316 or P0320 are recorded, this is a concern with the CKP
(RPM) circuit or sensor
Using WDS datalogger monitor engine speed (RPM), transmission speed
signals (OSS, TCCMACT and TSS, if available) and vehicle speed (VSS).
Road test the vehicle, ensure the RPM approximates the true engine speed.
This DTC may be recorded if the vehicle has been driven enthusiastically over
uneven road surfaces
P0221 - Cont. N Damaged sensor or contaminated track. Check the operation of the throttle body and flap
TPS track B out of KOEO Wiring/connectors damaged or loose between sensor & PCM. Check for carbon deposits within the throttle housing
range KOER Damaged sensor Check condition of wiring and connectors
(TP2) Defective PCM Check supply voltage
Check return signal
(PID TP2)
P0222 - Cont. N Supply voltage to low Check condition of wiring and connectors
TPS track B low KOEO Return signal to low Check supply voltage
voltage KOER Damaged sensor (High resistance on track) Check return signal voltage
(TP2) TP not seated correctly Compare return signal voltages using WDS/PDS Datalogger
Defective PCM (PID TP2)
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont KOEO ON
KOER Y/N
P0223 - Cont. N Return signal shorted to power Check condition of wiring and connectors
TPS track B high KOEO Reference voltage short to power Check supply voltage
voltage KOER Damaged sensor TP not seated correctly Check return signal voltage
(TP2) Defective PCM Compare return signal voltages using WDS/PDS Datalogger
(PID TP2)
P0224 - Cont. N Defective sensor Check condition of wiring and connectors
TPS track B KOEO Loose, damaged or contaminated wiring and/or connectors. Carryout wiggle test whilst monitoring TPS signals using PDS/WDS
Intermittent fault KOER Defective PCM
(TP2)
General Notes for TPS Also see P0121, P0122, P0123, P0124, P1124, P2111, P2112 and P2135
If you are checking P0221 and P0121 is also stored, this is a good indication of contamination or damage to the throttle body as the PCM cannot detect a fully closed position for the throttle plate.
Multiple high return signal voltages from a range of sensors may indicate the PCM has developed a fault. It should be noted a number of sensors utilise a common reference supply voltage. It is possible that
the increased voltage supply has been caused by a short to vehicle power (VPWR) in a connector. All the wiring between the relevant sensors and the PCM must be checked before replacing the PCM.
Example: P0224.
BF00006 en 01/2006 2006.0 BF Falcon

defective.
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P0230 - Fuel pump Cont. N Fuel pump relay or fuse defective Check fuel pump relay and fuse
primary circuit KOEO Wiring damaged Check condition of wiring and connectors
failure (FP) Fuel pump windings damaged Check fuel pump operation.
Check the fuel shut off switch has not been activated
Note for P0230
This DTC will be stored if there is a concern with the fuel pump primary circuit. It will record a defect with the relay windings but not with the relay contacts or the fuel pump circuit. It should be remembered
just because a relay "clicks", it does not necessarily indicate it is functioning correctly. Because of this there may be a concern with the fuel pump circuit but a DTC may not be stored.
P0236 – Cont. Y Defective wiring or connections to boost pressure sensor Check the freeze frame data to check the engine conditions when the fault
Turbo boost KOEO Defective boost pressure sensor occurred
pressure sensor KOER Defective wiring or connections to T-MAP Ensure there are no air leaks in the induction system.
(BPS) conflict with Defective T-MAP Check the condition of the wiring to both the boost pressure sensor and T-MAP
MAP sensor Using WDS/PDS datalogger, compare the output signals from the boost
pressure sensor and T-MAP during a KOEO situation. They should be
approximately the same
P0237 – Cont. Y Defective supply voltage (may be part of multiple DTC’s) Check the freeze frame data to check the engine conditions when the fault
Turbo boost KOEO Defective wiring or connection to the boost sensor (short to ground) occurred
pressure sensor KOER Defective sensor Check the condition of the wiring and connections to the boost pressure sensor
(BPS) circuit low Ensure sensor is receiving correct supply voltage (5 volts)
voltage Check the wiring for continuity between the sensor and the PCM
P0238 - Cont. Y Defective supply voltage (may be part of multiple DTC’s) Check the freeze frame data to check the engine conditions when the fault
Turbo boost KOEO Defective wiring or connection to the boost sensor (open circuit or short to occurred
pressure (BPS) KOER VPWR) Check the condition of the wiring and connections to the boost pressure sensor
sensor circuit high Defective sensor Ensure sensor is receiving correct supply voltage (5 volts)
voltage Check the wiring for continuity between the sensor and the PCM.
Ensure the wiring on the VREF supply or the SIGRTN has not gone open
circuit or shorted to VPWR.
P0243 - Cont. N Defective wiring or connections to the solenoid. Ensure solenoid is receiving a 12 volt supply
Turbo charger KOEO Defective solenoid Check for continuity between the solenoid and the PCM
wastegate solenoid KOER Check for continuity across the solenoid.
circuit
P0298 - Cont. N This DTC indicates the engine is running a FMEM strategy. The PCM is using Check the oil level and condition
EOT out of range. KOEO a substitute value from the cooling system. Check condition of wiring and connectors
(FMEM) KOER Check the condition of the sensor
Check the condition of the cooling system
(Refer to DTC P0196.)
Other possible DTC’s P000A or P000D
BF00006 en 01/2006 2006.0 BF Falcon

General Notes for P0298 - This DTC will not be stored on its own
If it is recorded as part of a large list, the DTC’s need to recorded and evaluated for a common theme such as low voltage supply etc.
If no common theme can be identified. Carry out a preliminary inspection of all the connections and loom, particularly to the PCM
Record all the stored DTC’s and then clear them. Hard faults will be recorded during a KOEO self-test and further faults will be recorded during a KOER test.
Investigate and rectify any faults which have occurred during the KOEO and KOER tests.
If there are no apparent DTC’s indicated during the KOEO and KOER tests proceed with a road test
By monitoring the order in which the faults occur will give an indication of the primary source of the concern
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P0300 Cont. Y Loose or damaged engine loom Ensure the battery is in good condition
-Random misfire Loose or defective CKP Check condition of wiring, connectors and CKP
Damaged or loose engine mountings Check the condition of the fuel system including, where practical, fuel quality
Transmission imbalance Check the condition of the engine mountings
Check transmission for operation and mountings
Check the freeze frame data to indicate the engine operating conditions when
this fault occurred
General Notes for P0300- (Part of the misfire monitoring system.) (P0320, P0315 & P0316 may also be displayed)
The misfire monitoring is achieved by the Crankshaft Position Sensor (CKP) signal back to the PCM. It looks for rapid increases or decreases in engine speed as parts of a single revolution. The P0300 DTC
will be recorded when the PCM cannot identify a single cylinder as the primary cause of a concern.
Check the condition of the CKP and wiring. A loose CKP or damaged induction wheel can cause this DTC.
The CKP can be monitored with WDS datalogger RPM. A simple check for CKP performance is to compare the RPM signal against the RPM desired (RPMDSD) P0320 may also be recorded which is
a CKP system fault.
Check the wiring and connections to the injectors, coil packs, throttle body etc. Particular attention should be paid for evidence of oxidation on any of the connectors.
Example: P0300.
Select RPM and RPMDSD
" Increase the engine speed to approximately 2000 - 2500 rpm and monitor the signals.
Gently shake the wiring at various points along the loom particularly near the connectors and areas where the loom is routed through a sharp angle, while maintaining the engine speed.
A road test may produce better results as the engine, and vehicle, will be placed under greater load and stress conditions
NOTE: It is possible this DTC may be stored due to the vehicle being used in extreme off-road conditions or due to bad driving practices. Example:- misuse of gears that cause rapid increases and decreases
in engine speed.
To access OBD Datalogger:- VEHICLE SPECIFICATION PAGE > TOOLBOX > POWERTRAIN > OBD TEST MODES > MODE 1 POWERTRAIN DATA
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P0301 – Cont. Y Loose or damaged engine loom Check the freeze frame data to check the engine conditions when the fault
Misfire cylinder 1 Faulty injector occurred.
Defective coil pack or spark plug Listen for abnormal engine noise
Engine mechanical defect. Check the condition of the engine compartment loom.
Induction or exhaust system leaks Check the coil and sparkplug
Check the operation of the fuel injector.
Carry out mechanical condition check for the particular cylinder
Check the condition of the exhaust and induction system
P0302 - Cont. Y Loose or damaged engine loom Check the freeze frame data to check the engine conditions when the fault
Misfire cylinder 2 Faulty injector occurred
P0303 –- Cont. Y Loose or damaged engine loom Check the freeze frame data to check the engine conditions when the fault
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
General Notes for Cylinder Identifiable Misfire DTC’s P0301 to P0308
The misfire monitoring is achieved by the Crankshaft Position Sensor (CKP) signal back to the PCM. It looks for rapid increases or decreases in engine speed as parts of a single revolution.
The DTC does not indicate what type of misfire is occurring, i.e. ignition related, fuel related or mechanical.
Ignition related misfires may store P0351 to P0358 as additional codes
Fuel related misfires may store P0201 to P0208 as additional codes
Mechanical defects can be harder to detect through WDS as they can affect the operation of a number of sensors.
Example, the T-MAP signal may be erratic in the event of a poor valve seat
Simple tests can be made to check the integrity of a cylinder such as a compression test or a RELATIVE COMPRESSION TEST, if available, using WDS.
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P0315 - Cont. Y Damaged or incorrectly fitted CKP sensor. Check the freeze frame data to check the engine conditions when the fault
Crankshaft position Damaged or manufacturing defect on CKP sensor wheel occurred
variation (CKP) Engine misfire (No DTC recorded) Check the condition of the loom and connections to the CKP
Incorrect PCM Calibration Check condition of CKP
Where practical, check condition of CKP sensor wheel
General Notes for P0315 - (A slightly uneven idle speed may be evident and P0300, P0316 & P0320 may also be displayed)
The crankshaft position sensor (CKP) is an inductive type which generates an alternating current. As engine speed increases both the frequency and amplitude (voltage) of the signal increase.
There is a tooth missing off the reluctor wheel which indicates to the PCM the crankshaft speed and position.
Based on the information from the CKP, Camshaft Position Sensor(s) (CMP) and a number of other sensors fitted to the Powertrain, the PCM will activate the fuelling and ignition signals. If the PCM detects
variations in the CKP signal, i.e. an increase in amplitude but not in frequency, the fuelling and ignition calculations are adversely affected.
The causes of an increase in amplitude but not in frequency could be;-
A loose CKP
Damaged reluctor wheel
Poor connection on the CKP or PCM
Basic checks
Check the condition of the CKP and wiring ensuring the sensor is correctly and securely fitted
The output signal from the CKP can be monitored with WDS datalogger RPM. (A simple check for CKP performance is to compare the RPM signal against the RPM desired (RPMDSD))
Check the resistance of the CKP windings (280Ω to 380Ω)
Where practical check the air gap between the sensor and reluctor wheel (Ideal air gap should be 2mm)
Where practical check the reluctor wheel for security and damage
Monitor the CKP signal with WDS Oscilloscope.
Care should be exercised when doing this as the engine must be cranked to obtain a reading
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P0316 - Cont. N Low battery Ensure the battery is in good condition and fully charged
Misfire detected on Low fuel pressure Check the condition of the engine oil and operation of the lash adjusters
start-up (first 1000 Loose or damaged wiring to injectors and/or coil packs Check the condition of the wiring and connectors to the coils, injectors and
revolutions) Weak injector/s CKP sensor.
Contaminated spark plugs Check the condition of the spark plugs
Loose or damaged wiring to CKP sensor Check the condition of the fuel system, including starting pressures and
Poor oil quality / air in lash adjusters injectors
Poor quality fuel
General notes for P0316.
This code can be stored even if the engine appears to be operating normally, the only potential symptom being a slightly longer cranking period before starting
There are a large number of factors that can cause this, however it can be an early indicator of potential developing fault.
Check the ignition system, including spark plug condition and condition of the wiring
Check the fuel system, including fuel pressure particularly from cold start.
Check the condition of the engine and transmission oil
Ensure the battery and charging system are operating correctly and the engine achieves its correct cranking speed
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P0320 - Cont. Y Loose or damaged wiring/ connectors to CKP Check the freeze frame data to check the engine conditions when the fault
CKP erratic signal Defective CKP occurred
(CKP) Damaged CKP wheel Check the condition of the loom and connections to the CKP
Crank to cam timing incorrect Check condition of the CKP and CKP wheel
Check the engine timing
General Notes for P0320 - (A uneven idle speed may be evident and a poor response to acceleration (P0300, P0316 & P0315 may also be displayed)) The crankshaft position sensor (CKP) is an inductive
type which generates an alternating current. As engine speed increases both the frequency and amplitude (voltage) of the signal increase.
There is a tooth missing off the reluctor wheel which indicates to the PCM the crankshaft position.
Based on the information from the CKP, Camshaft Position Sensor(s) (CMP) and a number of other sensors fitted to the Powertrain, the PCM will activate the fuelling and ignition signals. If the PCM detects
variations in the CKP signal, i.e. an increase in amplitude but not in frequency, the fuelling and ignition calculations are adversely affected.
The causes of an increase in amplitude but not in frequency could be;-
A loose CKP
Damaged reluctor wheel
Poor connection on the CKP or PCM
Camshaft to crankshaft timing incorrect
Basic checks
Check the condition of the CKP and wiring ensuring the sensor is correctly and securely fitted
The output signal from the CKP can be monitored with WDS datalogger RPM. (A simple check for CKP performance is to compare the RPM signal against the RPM desired (RPMDSD))
Check the resistance of the CKP windings (280Ω to 380Ω)
Where practical check the air gap between the sensor and reluctor wheel
Where practical check the reluctor wheel for security and damage
Monitor the CKP signal with WDS Oscilloscope.
Care should be exercised when doing this as the engine must be turned on the key to obtain a reading
Check the valve timing
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P0325 - Cont. KOER N Defective wiring or sensor Check the condition of the wiring and connections.
Knock sensor (bank Measure the knock sensor resistance.
1) circuit (KS1) Ensure knock sensor has not been over tightened
P0330 - Cont. KOER N Defective wiring or sensor Check the condition of the wiring and connections.
Knock sensor (bank Measure the knock sensor resistance.
2) circuit (KS2) Ensure knock sensor has not been over tightened
General Notes for P0325 and P0330
The knock sensor is used to monitor the efficiency of the ignition timing.
It is vitally important the knock sensors are correctly fitted. If over or under tightened it will affect the operating frequency of the sensor, hence affecting the efficiency of the ignition system with the possible
results of high fuel consumption and/or a lack of power.
Inspect the sensor for evidence of damage and correct fit
Check the condition of the wiring and connectors between the knock sensors and PCM. Ensure there is continuity and no shorts to VPWR or GRND
Check the sensor resistance 4 - 6 mΩ (Optimum resistance is 4.9 mΩ)
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P0335 - Cont. Y Defective wiring or sensor (Wiring short to GRND, VPWR or open circuit) Check the freeze frame data to check the engine conditions when the fault
CKP Sensor failure (Also see P0300, P0316 & P0315) occurred
(CKP) Check the condition of the wiring and connections.
Measure the CKP sensor resistance.
Ensure CKP sensor tip is not damaged or contaminated
Using WDS OCR monitor signal from CKP negative rising positive
P0340 - Cont. Y Defective wiring or sensor Check the freeze frame data to check the engine conditions when the fault
Camshaft Position occurred
Sensor failure Check the condition of the wiring and connections.
(CMP) Ensure sensor is correctly fitted
Measure sensor resistance
General Notes for P0340. (Also see P1340 (V8 only))
The camshaft position sensor/s (CPS) are used to identify cylinder position relative to injector operation and the variable camshaft timing (VCT) system.
In the event of CPS failure, the injectors default to a continuous injection programme and the VCT is disabled. This can result in high fuel consumption, poor throttle response and a lack of power.
Check the condition of the wiring and connectors between the CPS and PCM, ensure there are no shorts to VPWR, GRND or open circuits
Check the resistance of the sensor 280Ω to 380Ω
The performance of the sensor can be monitored with WDS datalogger CMPFM, this indicates the sensor has failed or SYNC, this indicates the camshaft and crankshaft timing is synchronised.
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P0351 - Cont. Y Damaged or defective wiring or connectors Check the freeze frame data to check the engine conditions when the fault
Ignition coil cylinder Defective power supply occurred
1 Circuit failure Defective switching signal from PCM Check all wiring and connections
(COP-A (or 1)) Defective coil pack Ensure power supply is near battery voltage
Monitoring switching signal with WDS.
(COP-B (or 2)) Defective coil pack Ensure power supply is near battery voltage
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
General Notes for P0351 to P0358.
These DTC’s are used to indicate coil and/or circuit failure to a particular cylinder.
Preliminary checks would include:-
Ensure the battery and charging system are in good condition (The coil packs operate on battery voltage, a low battery voltage can result in a weak spark)
Ensure the wiring and connections between coil packs and PCM are in good condition. Ensure there are no shorts to VPWR, GRND or open circuits
Check the spark plugs for correct grade, electrode condition and gap.
Carryout ignition tests with WDS.
Check the condition of the CKP
An ignition system that has deteriorated over a period of time may have triggered a number of DTC’s elsewhere.
DTC’s that could be associated with ignition component failure are:-
HEGO related DTC’s P0132 to P0175 and P1130 to P1158
Misfire detection P0300 to P0308 and P0316
Catalyst faults P0420 and P0430
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P0420 - Cont. Y Catalyst has failed Check the freeze frame data to check the engine conditions when the fault
Catalyst system Exhaust or induction system leaks occurred
failure (I6 and bank Check the exhaust and induction systems for leaks.
1 V8) Monitor the switching times between the upstream and downstream HEGO
sensors with WDS
P0430 - Cont. Y Catalyst has failed Check the freeze frame data to check the engine conditions when the fault
Catalyst system Exhaust or induction system leaks occurred
failure (bank 2 V8) Check the exhaust and induction systems for leaks.
Monitor the switching times between the upstream and downstream HEGO
sensors with WDS
General notes for P0420 and P0430
These DTC’s are part of the Comprehensive Component Monitoring (CCM) system for EOBD, specifically catalyst monitoring.
The CCM compares the switching ratio between upstream and downstream HEGO sensors.
Ensure both the induction and exhaust systems are in good condition
Carry out a preliminary inspection of the wiring and connectors between the HEGO sensors and PCM
Preliminary diagnosis with WDS datalogger
Using WDS datalogger select O2S11 and O2S12 (plus O2S21 and O2S22 for V8). The CLOSED LOOP PID is also useful to monitor
Ensure the engine is at its correct operating temperature and monitor the signals. One method of ensuring the engine is at its correct operating temperature is to select all the HEGO’s available and the
CLOSED LOOP PID, then watch for a switching signal from the downstream HEGO’s (O2S21 and O2S22). When the downstream HEGO’s start switching in CLOSED LOOP the engine is at its
optimum operating temperature.
If the downstream HEGO’s (O2S12 and O2S22) switching speed is similar to the upstream HEGO’s (O2S11 and O2S21) then the catalytic converter(s) has failed
NOTE: The switching ratio between the upstream and downstream HEGO’s is not clearly defined as the ratio changes with vehicle use. Under certain operating conditions the downstream HEGO’s may
switch every 30 to 60 seconds. Under different operating conditions it may take several minutes to switch.
Also see DTC’s P0132 to P0175 and P1128 to P1158
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P0443 – Cont. Y Damaged or defective wiring or connections Check the freeze frame data to check the engine conditions when the fault
EVAP solenoid / KOEO Solenoid failed occurred
circuit failure KOER Defective PCM Check all wiring and connections
(EVAP) Check supply voltage (near battery voltage)
Check resistance of solenoid
Monitor EVAP system with WDS datalogger
P0500 – Cont. Y Damaged or defective wiring or connections Check the freeze frame data to check the engine conditions when the fault
No vehicle speed KOEO ABS defective occurred
signal KOER VSS damaged or contaminated Check all wiring and connections
(VSS) Incorrect wheels and tyres fitted Ensure supply to sensor near battery voltage
Incorrect PCM configuration (rear axle ratio and/or tyre size programmed into Monitor VSS with WDS
VID) Ensure the PCM is correctly programmed with VID information
Carryout a NETWORK test using WDS datalogger, particularly looking for "U"
codes
For further diagnosis REFER to 206-09 Anti lock Control
P0503 – Cont. N Damaged or defective wiring or connections Check condition of wiring and connectors between the VSS, the PCM and the
VSS Erratic signal Incorrect wheels and tyres fitted ABS modules.
(VSS) VSS incorrectly fitted. Carry out wiggle test on supply voltage and monitor with WDS datalogger
ABS defective Ensure VSS is fitted correctly
Incorrect PCM configuration (rear axle ratio and/or tyre size programmed into Carryout a NETWORK test using WDS datalogger, particularly looking for "U"
VID) codes
For further diagnosis REFER to 206-09 Anti lock Control
P0505 – KOER N Mechanical defects causing erratic idle. To include items as blocked or Ensure the mechanical systems are in serviceable condition.
IAC not under damaged induction or exhaust system. Check the condition of the wiring to the throttle body and PCM
control Damaged or defective wiring or connections Check the throttle body wiring for correct power, signal and ground supplies.
(IAC) Damaged throttle body
Incorrectly adjusted throttle body screw.
General notes for IAC.
If P0505 is displayed, this indicates the PCM is not controlling the idle speed. This can be caused by a number of defects.
Check the condition of the induction system particularly around the T-MAP and between the T-MAP and the inlet manifold
Check the condition of the throttle body, particularly for evidence of damage, partial seizure, or contamination around the throttle flap
Check for integrity of the exhaust system, particularly around the manifold.
Check the condition of the wiring and connectors to the throttle body
Check the condition of the wiring and connectors to the T-MAP, CKP, injectors, ignition coils and upstream HEGO sensors.
BF00006 en 01/2006 2006.0 BF Falcon

A simple check to carryout with WDS Output State Control (OSC) function, if available.
Select Datalogger PCM
If a PID appears as "IAC #" this indicates WDS can take control of the system
Select this PID and then select the "#" button on the right hand side of the screen.
Below this button 3 more buttons will appear. A finger pressing a button and a + and - sign. Press the finger button and then press the + or - buttons. If the idle speed stabilises this indicates the PCM
can control the IAC but is not receiving the correct information to do so. This would indicate potential concerns with the T-MAP or HEGO11 or HEGO21
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P0520 - Cont N Defective, damaged or contaminated sensor Ensure the wiring and connections are in good condition.
Engine oil pressure KOEO Defective or damaged wiring Any evidence of damage or contamination to the sensor replace the sensor
Sensor/ and retest.
Circuit defective Monitor sensor with WDS Datalogger (OIL_PRESS)
(OIL_PRESS)
P0524 - Cont N Low oil level in engine Check engine oil level
Engine oil pressure KOER Mechanical defect in engine Ensure the wiring and connections are in good condition.
too low Defective, damaged or contaminated sensor Any evidence of damage or contamination to the sensor replace the sensor
(OIL_PRESS) Defective or damaged wiring and retest.
Monitor sensor with WDS Datalogger (OIL_PRESS)
Carryout an oil pressure test.
P0532 - Cont. N Damaged or defective wiring Check the condition of the wiring and connectors
A/C pressure sensor KOEO Damaged or defective sensor Check sensor reference volt is correct
circuit, low input. KOER For further checks refer to section 412-03 - AIR CONDITIONING
(ACPRESS)
P0533 - Cont. N Damaged or defective wiring Check the condition of the wiring and connectors
A/C pressure sensor KOEO Damaged or defective sensor Check sensor reference volt is correct
circuit, high input. KOER No A/C refrigerant charge Check A/C for refrigerant charge
For further checks refer to section 412-03 - AIR CONDITIONING
P0534 - KOER N Poor A/C system performance - Conduct A/C system performance test to confirm correct A/C charge
Insufficient air con Most likely cause is low A/C refrigerant charge. For further checks refer to section 412-03 - AIR CONDITIONING
refrigerant Other possible causes are A/C System blockage, faulty evaporator thermistor,
faulty HVAC blower, and faulty compressor.
P0552 - Cont N Defective wiring/connectors Check the condition of the wiring between the PCM and switch.
PAS switch – low KOER Defective Switch Check the switch is in good condition with no evidence of contamination
input Check the supply voltage to the switch
(I6 only) This DTC may be recorded during a KOER test if the steering is not activated
(PSP) when told to do so.
P0553 - Cont N Defective wiring/connectors Check the condition of the wiring and connectors. Particular attention should be
PAS switch – high KOER Defective Switch given to ensure the return signal to the PCM has not shorted to VPWR
input Defective charging circuit Check the switch is in good condition.
(I6 only) Check condition of charging circuit (multiple DTC’s may indicate a charging
(PSP) defects.)
This DTC may be recorded during a KOER test if the steering is not activated
when told to do so
P0562 - N Defective battery/charging system Check the connections to the battery and PCM
Low battery voltage Loose connections to battery or PCM Battery voltage can be monitored with WDS datalogger, B+
(B+) Carryout Battery and Charging system checks section 414-01 and 414-02
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P0563 - N Defective charging system Carry out charging system checks section 414-02
High battery voltage Defective PCM Battery voltage can be monitored with WDS datalogger, B+
(B+) (PCM is sensing 18 volts) For further information refer to AUTOMATIC TRANSMISSION -
If charging system and supply voltage to PCM is correct. Replace the PCM
P0602 - Cont. N PCM programming error Check PCM has latest calibration.
PCM Error Defective PCM Ensure WDS lead and 16 pin DLC are fully engaged.
Check connections on PCM
Before replacing the PCM ensure the WDS is fully functional and the 16 pin
cable is serviceable (Run WDS diagnostics - cable checks B-280)
P0603 - Cont N Blown KAM fuse Check KAM fuse
PCM - KAM error Loose battery connections Check wiring between battery, PCM and TCM
(Possible engine Loose connections into PCM/TCM If supply voltage to the PCM is correct and the engine is running an FMEM
operating FMEM Defective PCM/TCM strategy, suspect internal PCM fault.
and/or transmission If the supply voltage to the PCM is correct and the transmission is operating in
limp home) limp home mode, suspect the TCM
Ensure latest software is being used in both the PCM and TCM For further
information refer to AUTOMATIC TRANSMISSION - DIAGNOSTICS AND
TESTING - 307-01
P0605 - Cont N PCM/TCM programming error Check PCM/TCM has latest calibration.
PCM - ROM error Incorrect software programmed Ensure WDS lead and 16 pin DLC are fully engaged.
(Possible engine Defective PCM Check connections between the DLC, PCM and TCM
operating FMEM NOTE: If DTC has been logged after a new TCM has been fitted and flashed,
and/or transmission an error has occurred during the process. Check the file used for flashing
limp home) process is correct and repeat the flash process.
CLEAR ALL DTC’s. TEST the system for normal operation. If DTC resets,
install a new TCM and Main Control Valve Body.
P0606 - Cont Y This DTC indicates a fault has developed within the PCM. (Possible Check the freeze frame data to check the engine conditions when the fault
Internal error within overheating of the circuit board). occurred.
PCM (RAM) Check the condition of the wiring and connections to the PCM .
Using WDS/PDS monitor PCM and ensure latest software is loaded.
If unable to communicate with PCM – Check connections to PCM
- Check condition of 16 pin connector and 16 pin lead.
- Carryout WDS diagnostics cable checks (B-280)
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P0613 - Cont Defective wiring between the PCM, TCM and shifter PCB Check the condition of the wiring and connections between the PCM, PCB and
TCM error KOEO Defective TCM multi-plug connection on the transmission.
KOER VID incorrectly programmed Ensure relevant ground (GRND) and supply voltages (VPWR) are correct.
Ensure the VID parameters are correct
Ensure the PCM and TCM are operating with the latest software calibrations.
Clear all DTC’s and re-test. If DTC returns, replace the TCM and Main Control
Valve Body. Re-flash with the latest calibration
NOTE: Ensure that the most up-to-date software version is installed in WDS.
NOTE: In the case of engine running concerns, module-reprogramming of the PCM may be required. For this purpose, a revised software version is transferred to the PCM using WDS
Select the "Module reprogramming" submenu in the "Module programming" menu tool box and then follow the instructions.
NOTE: Following installation of a wheel/tire combination, for which the tire-tread circumference does not correspond to that of standard tires, the tire size must be changed in the powertrain control module
(PCM) using WDS.
Select the "Programmable parameters" submenu in the "Module programming" menu tool box and enter the corresponding tire size under the "tire size" menu item
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P062F - Cont Software concern Ensure WDS 16 pin cable is in serviceable condition and latest calibrations are
EEPROM Error KOEO NOTE is unlikely this DTC will be displayed as there may be difficulty installed.
(Possible engine KOER communicating with the PCM If unable to establish communication with PCM attempt identify PCM with the
operating FMEM TEAR TAG or PCM PART NO.
and/or transmission If successful, ensure both the PCM and TCM are running the current software.
limp home or Crank If unable to communicate, replace the PCM.
non start)
P0622 – Alternator Cont N Fault with the charging system Refer to section 414-02 CHARGING SYSTEMS
circuit KOER
P0634 – Internal Cont N Damaged circuitry within a module An internal overheat has been detected in either the PCM/TCM or PCB.
module overheat KOEO NOTE: (Possible engine operating FMEM and/or transmission limp home or Record all relevant DTC’s. Identify any common theme, clear the DTC’s and
detected KOER engine crank non start) recheck.
If DTC returns replace the relevant module and re-flash with latest software.
P0641 – Cont N Damaged or defective wiring/connectors between the PCM and transmission Check condition of wiring and connectors between the PCM and TCM
Transmission KOEO multi-plug Check if any other DTC’s are recorded; if so attempt to identify a common
sensors, incorrect KOER Defective TCM. theme i.e. incorrect voltage to engine sensors.
voltage NOTE: Transmission may be in "LIMP-HOME" mode If incorrect voltage to a range of engine sensors is indicated, suspect PCM
fault.
If only DTC’s indicated relates to transmission faults, suspect TCM
CLEAR ALL DTC’s. TEST the system for normal operation. If DTC resets,
install a new TCM and Main Control Valve Body
P0657 – Cont N Damaged or defective wiring to shifter Check the condition of the wiring and connections between the PCM, PCB and
Shifter supply KOEO Defective shifter PCB multi-plug connection on the transmission.
voltage open circuit KOER Defective TCM Ensure relevant ground (GRND) and supply voltages (VPWR) are correct.
NOTE: transmission may be operating in "LIMP-HOME" Visually inspect the shifter PCB checking for damage or contamination. Any
evidence of damage or contamination replace the PCB
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
voltage short to KOER Defective TCM Ensure relevant ground (GRND) and supply voltages (VPWR) are correct.
ground NOTE: transmission may be operating in "LIMP-HOME" Visually inspect the shifter PCB checking for damage or contamination. Any
voltage short to KOER Defective TCM Ensure relevant ground (GRND) and supply voltages (VPWR) are correct.
power NOTE: transmission may be operating in "LIMP-HOME" Visually inspect the shifter PCB checking for damage or contamination. Any
P0667 – Cont N Damaged circuitry within a module An internal overheat has been detected in either the PCM/TCM or PCB.
Internal module KOEO NOTE: (Possible engine operating FMEM and/or transmission limp home or Record all relevant DTC’s. Identify any common theme, clear the DTC’s and
overheat detected KOER engine crank non start) recheck.
If DTC returns replace the relevant module and re-flash with latest software.
P0701 – KOEO N Communications error between TCM and PCM or defective TCM Check the condition of the wiring between the PCM and TCM multi-plug.
TCM out of range. This could be caused by multiple faults in the transmission. Record all DTC’s
and clear. Test vehicle and monitor with WDS, noting DTC’s as they occur
P0704 – KOEO N Defective wiring on clutch position switch (CPP) or defective switch Monitor CPP operation with datalogger for function.
Clutch position Check the condition of wiring and connection on CPP
switch
(CPP)
P0705 – Cont N Defective shifter PCB Ensure the connections are in good condition between the shifter and gearbox.
Shifter not KOEO Defective wiring or connections to shifter PCB Check the PCB for damage or evidence of overheating
registering correct KOER Mechanical defect with shifter mechanism For further information refer to AUTOMATIC TRANSMISSION -
position DIAGNOSTICS AND TESTING - 307-01
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P0706 – Cont N Indicates a fault with the printed circuit board (PCB) in the shifter. Ensure the connections are in good condition between the shifter and gearbox.
Shifter PCB out of KOEO (Transmission may be running a limited operation strategy (LOS)) Check the PCB for damage or evidence of overheating
range KOER For further information refer to AUTOMATIC TRANSMISSION -
P0707 – Cont N Low voltage supply to shifter (PCB) Check supply voltage to PCB in shifter.
Shifter low voltage KOEO (4 speed only) Check wiring for shorts to ground.
input For further information refer to AUTOMATIC TRANSMISSION -
P0708 – Cont N High voltage supply to shifter (PCB) Check supply voltage to PCB in shifter.
Shifter high voltage KOEO (4 speed only) Check wiring for shorts to VPWR.
P0710 – Cont N Defective transmission temperature sensor. Monitor transmission temperature sensor with WDS/PDS for range and
Shifter sensing high Wiring between transmission and shifter defective performance.
gearbox Check condition of wiring and connectors between transmission and shifter.
temperature For further information refer to AUTOMATIC TRANSMISSION -
P0711 – Cont N Defective transmission temperature sensor. Monitor transmission temperature sensor with WDS/PDS for range and
Shifter sensing high Wiring between transmission and shifter defective performance.
gearbox Check condition of wiring and connectors between transmission and shifter.
temperature For further information refer to AUTOMATIC TRANSMISSION -
P0712 – Cont N Improper connection; TFT sensor shorted to ground Check condition of wiring and connectors on gearbox
Transmission KOEO Faulty sensor. Monitor transmission temperature sensor with WDS/PDS for performance
temperature sensor KOER Wiring and/or connectors defective For additional checks refer to SECTIONS 307-01 and 307-05
outside self-test
range (too low)
(TFT)
P0713 – Cont N Improper connection; Check condition of wiring and connectors on gearbox
Transmission KOEO TFT sensor shorted to Vehicle Power (VPWR) or Vehicle Reference Voltage Monitor transmission temperature sensor with WDS/PDS for performance
temperature sensor KOER (VREF), For additional checks refer to SECTIONS 307-01 and 307-05
outside self-test Sensor open circuit
range (too high)
(TFT)
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P0714 - Cont N Defective wiring and/or connections between PCM, TCM or shifter PCB Check condition of wiring to multi-plug on the transmission ensuring all power
Transmission oil Defective (VPWR) and ground (GRND) connections are serviceable.
temperature sensor Using WDS datalogger select TFT PID and carryout a wiggle test.
intermittent fault CLEAR ALL DTC’s. TEST the system for normal operation. If DTC resets,
(TFT) install a new TCM and Main Control Valve Body.
Re-flash module with current calibrations
P0715 – Turbine Cont N Defective wiring and/or connections Check condition of wiring and connectors on gearbox
shaft speed sensor Defective sensor Monitor turbine speed sensor with WDS/PDS for performance
circuit NOTE: Possible "LIMP-HOME" active For further information refer to AUTOMATIC TRANSMISSION -
(TSS) DIAGNOSTICS AND TESTING - 307-01
P0716 – Cont N Defective wiring between PCM and TCM Check condition of wiring to multi-plug on the transmission ensuring all power
Turbine speed Defective TCM module (VPWR) and ground (GRND) connections are serviceable.
sensor operating Defective sensor CLEAR ALL DTC’s. TEST the system for normal operation. If DTC resets,
outside range NOTE: Possible "LIMP-HOME" active install a new TCM and Main Control Valve Body.
(TSS) Re-flash module with current calibrations
P0718 - Turbine N Defective wiring and/or connections Check condition of wiring and connectors on gearbox
shaft speed sensor Defective sensor Monitor turbine speed sensor with WDS/PDS for performance
circuit intermittent For further information refer to AUTOMATIC TRANSMISSION -
fault DIAGNOSTICS AND TESTING - 307-01
(TSS)
P0720 – Cont N Defective wiring between PCM and TCM Compare output shaft speed sensor speed to wheel speed sensor speed.
Output shaft speed Defective TCM module REFER to Section 206-09A.
sensor circuit Defective sensor CLEAR ALL DTC’s. TEST the system for normal operation. Carry out a drive
(OSS) NOTE: Possible "LIMP-HOME" active cycle test with harsh shifts and rapid deceleration.
Monitor VSS, TSS, OSS and RPM with WDS datalogger
If DTC resets, install a new TCM and Main Control Valve Body.
Output shaft speed Defective TCM module (VPWR) and ground (GRND) connections are serviceable
sensor circuit range Defective sensor Using WDS select OSS PID and carryout a wiggle test.
(OSS) NOTE: Possible "LIMP-HOME" active CLEAR ALL DTC’s. TEST the system for normal operation.
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
Output shaft speed Defective TCM module (VPWR) and ground (GRND) connections are serviceable
sensor circuit no Defective sensor Using WDS select OSS PID and carryout a wiggle test.
signal NOTE: Possible "LIMP-HOME" active CLEAR ALL DTC’s.
(OSS) TEST the system for normal operation.
Intermittent signal Defective TCM module (VPWR) and ground (GRND) connections are serviceable
from transmission Defective sensor Using WDS select OSS PID and carryout a wiggle test.
output shaft CLEAR ALL DTC’s.
(OSS) TEST the system for normal operation. If DTC resets, install a new TCM and
Main Control Valve Body.
P0729 – Cont N Fluid contamination within the transmission Carry out a transmission level and condition check: refer to section
6th Gear incorrect Incorrect calibrations PCM/TCM AUTOMATIC TRANSMISSION - FLUID LEVEL CHECK – 307-01
ratio Incorrect torque converter fitted If during this check a high level of contamination is evident, suspect internal
Mechanical defects with clutch packs gearbox failure.
Ensure the PCM and TCM are operating on current calibrations
Ensure the VID details are correct
If the transmission has been replaced it is vitally important the torque converter
is the correct one for the engine/transmission combination.
1st Gear incorrect Incorrect calibrations PCM/TCM AUTOMATIC TRANSMISSION - FLUID LEVEL CHECK - 307-01
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
2nd Gear incorrect Incorrect calibrations PCM/TCM AUTOMATIC TRANSMISSION - FLUID LEVEL CHECK - 307-01
3rd Gear incorrect Incorrect calibrations PCM/TCM AUTOMATIC TRANSMISSION - FLUID LEVEL CHECK - 307-01
P0734 - Cont N Fluid contamination within the transmission Carry out a transmission level and condition check: refer to section
4th Gear incorrect Incorrect calibrations PCM/TCM AUTOMATIC TRANSMISSION - FLUID LEVEL CHECK - 307-01
5th Gear incorrect Incorrect calibrations PCM/TCM AUTOMATIC TRANSMISSION - FLUID LEVEL CHECK - 307-01
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
Reverse Gear Incorrect calibrations PCM/TCM AUTOMATIC TRANSMISSION - FLUID LEVEL CHECK - 307-01
incorrect ratio Incorrect torque converter fitted If during this check a high level of contamination is evident, suspect internal
P0740 - Cont N Defective wiring and/or connections to transmission multi-plug. (Would normally Check the operation of the torque converter lock-up clutch under road-test
Torque converter be multiple DTC’s stored) conditions with WDS/PDS
solenoid open circuit If only P0740 stored, suspect defective wiring within transmission or defective Check the wiring and connections on the transmission loom.
sensor For further information refer to AUTOMATIC TRANSMISSION -
P0741 - N Defective torque converter Check the operation of the torque converter lock-up clutch under road-test
Torque converter Defective torque converter lock-up clutch solenoid. conditions with WDS/PDS
lock-up clutch (TCC) Check the wiring and connections on the transmission loom.
not working For further information refer to AUTOMATIC TRANSMISSION -
P0743 - Cont N Defective or damaged wiring to the TCC solenoid. Check the operation of the torque converter lock-up clutch under road-test
Torque converter Defective TCC solenoid conditions with WDS/PDS
lock-up clutch Check the wiring and connections on the transmission loom.
solenoid defective For further information refer to AUTOMATIC TRANSMISSION -
P0751 - Cont N Defective solenoid. Carry out preliminary transmission condition checks
Shift solenoid A Monitor solenoid operation with WDS/PDS.
stuck off For further information refer to AUTOMATIC TRANSMISSION -
Shift solenoid A Monitor solenoid operation with WDS/PDS.
stuck on For further information refer to AUTOMATIC TRANSMISSION -
P0753 - Cont N Defective or damaged wiring to the shift solenoid. Check condition of wiring and connectors to the transmission
Shift solenoid A, KOEO Defective solenoid Monitor solenoid operation with WDS/PDS.
circuit fault Defective TCM For further information refer to AUTOMATIC TRANSMISSION -
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
Shift solenoid B Monitor solenoid operation with WDS/PDS.
Shift solenoid B Monitor solenoid operation with WDS/PDS.
Shift solenoid B KOEO Defective solenoid Monitor solenoid operation with WDS/PDS.
Shift solenoid C Monitor solenoid operation with WDS/PDS.
Shift solenoid C Monitor solenoid operation with WDS/PDS.
Shift solenoid C KOEO Defective solenoid Monitor solenoid operation with WDS/PDS.
Shift solenoid D KOEO Defective solenoid Monitor solenoid operation with WDS/PDS.
Shift solenoid E KOEO Defective solenoid Monitor solenoid operation with WDS/PDS.
Shift solenoid E KOEO Defective solenoid Monitor solenoid operation with WDS/PDS.
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P0781 - Cont N Internal fault with transmission Carry out a transmission level and condition check: refer to section
1-2 shift KOEO Damaged or defective clutch packs AUTOMATIC TRANSMISSION - FLUID LEVEL CHECK - 307-01
Defective TCM If during this check a high level of contamination is evident, suspect internal
Incorrect TCM/PCM software, including VID parameters gearbox failure.
Incorrect torque converter fitted Check the PCM and TCM are operating on current software, including VID
parameters.
If a new torque converter has been fitted, ensure it is the correct specification
CLEAR ALL DTC’s. TEST the system for normal operation.
If DTC resets, install a new Transmission.
parameters.
parameters.
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
parameters.
P0801 - Reverse Cont N Defective or damaged wiring to the inhibit solenoid. Check condition of wiring and connectors to the transmission
inhibit control circuit KOEO Defective solenoid Monitor solenoid operation with WDS/PDS.
KOER Defective TCM For further information refer to AUTOMATIC TRANSMISSION -
P0812 - Reverse Cont N Damaged or defective wiring and/or connections. Check the condition of the wiring to the transmission - particular attention to
gear in-put circuit Defective reversing lamps. shorts to ground or VPWR.
Check the condition of the wiring to the rear lamps
P0826 - Cont N Wiring between shifter printed circuit board (PCB) and TCM defective or Check the correct parameters are programmed into the PCM
Sport shift damaged. Check the condition of the wiring between the PCB, TCM and PCM.
performance Incorrect software programmed TCM/PCM Check the mechanical operation of the shifter
concerns PCM parameters incorrect i.e. tyre size, axle ratio etc Ensure the latest calibrations are installed in all modules
Defective shifter mechanism For additional checks refer to SECTIONS 307-05
Defective PCB
Defective TCM
Defective PCM
P0827 - Cont N Wiring to the shifter printed circuit board (PCB) shorted to ground. Check the wiring to the PCB for correct power supply and ground connections.
Sport shift Defective PCB For additional checks refer to SECTIONS 307-05
performance
concerns
5-6 shift KOER Damaged or defective clutch packs AUTOMATIC TRANSMISSION - FLUID LEVEL CHECK - 307-01
parameters.
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P0960 - Cont N Defective wiring or connections to the transmission multi-plug Check condition of wiring to multi-plug on the transmission ensuring all power
Pressure Control KOEO Defective TCM/valve body assembly (VPWR) and ground (GRND) connections are serviceable
Solenoid A Control KOER Defective solenoid Using WDS select PC_A PID (if available) and monitor signal.
Circuit / Open CLEAR ALL DTC’s. TEST the system for normal operation.
P0962 - Pressure Cont N Defective wiring or connections to the transmission multi-plug Check condition of wiring to multi-plug on the transmission ensuring all power
Control Solenoid A KOEO Defective TCM/valve body assembly (VPWR) and ground (GRND) connections are serviceable
Control Circuit Low KOER Defective solenoid Using WDS select PC_A PID (if available) and monitor signal.
P0963 - Pressure Cont N Defective wiring or connections to the transmission multi-plug Check condition of wiring to multi-plug on the transmission ensuring all power
Control Solenoid A KOEO Defective TCM/valve body assembly (VPWR) and ground (GRND) connections are serviceable
Control Circuit High KOER Defective solenoid Using WDS select PC_A PID (if available) and monitor signal.
Shift Solenoid A KOEO Defective TCM/valve body assembly (VPWR) and ground (GRND) connections are serviceable
Control Circuit KOER Defective solenoid Using WDS select SS_A (or SS1) PID (if available) and monitor signal.
Range/Performance CLEAR ALL DTC’s. TEST the system for normal operation. If DTC resets,
install a new TCM and Main Control Valve Body.
Control Circuit Low KOER Defective solenoid Using WDS select SS_A (or SS1) PID (if available) and monitor signal.
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
Control Circuit High KOER Defective solenoid Using WDS select SS_A (or SS1) PID (if available) and monitor signal.
Shift Solenoid B KOEO Defective TCM/valve body assembly (VPWR) and ground (GRND) connections are serviceable
Control Circuit KOER Defective solenoid Using WDS select SS_B (or SS2) PID (if available) and monitor signal.
Range/ CLEAR ALL DTC’s. TEST the system for normal operation.
Performance If DTC resets, install a new TCM and Main Control Valve Body.
Control Circuit Low KOER Defective solenoid Using WDS select SS_B (or SS2) PID (if available) and monitor signal.
Control Circuit High KOER Defective solenoid Using WDS select SS_B (or SS2) PID (if available) and monitor signal.
Shift Solenoid C KOEO Defective TCM/valve body assembly (VPWR) and ground (GRND) connections are serviceable
Control Circuit KOER Defective solenoid Using WDS select SS_C (or SS3) PID (if available) and monitor signal.
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
Control Circuit KOER Defective solenoid Using WDS select SS_C (or SS3) PID (if available) and monitor signal.
Control Circuit High KOER Defective solenoid Using WDS select SS_C (or SS3) PID (if available) and monitor signal.
Shift Solenoid D KOEO Defective TCM/valve body assembly (VPWR) and ground (GRND) connections are serviceable
Control Circuit KOER Defective solenoid Using WDS select SS_D (or SS4) PID (if available) and monitor signal.
Range/Performance CLEAR ALL DTC’s. TEST the system for normal operation.
Control Circuit Low KOER Defective solenoid Using WDS select SS_D (or SS4) PID (if available) and monitor signal.
Control Circuit High KOER Defective solenoid Using WDS select SS_D (or SS4) PID (if available) and monitor signal.
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
Shift Solenoid E KOEO Defective TCM/valve body assembly (VPWR) and ground (GRND) connections are serviceable
Control Circuit Low KOER Defective solenoid Using WDS select SS_E (or SS5) PID (if available) and monitor signal.
Shift Solenoid E KOEO Defective TCM/valve body assembly (VPWR) and ground (GRND) connections are serviceable
Control Circuit High KOER Defective solenoid Using WDS select SS_E (or SS5) PID (if available) and monitor signal.
Re-flash module with current calibrations.
P1000 - Cont N This indicates the EOBD has not completed all its test functions Complete EOBD dealer drive cycle as described in the EOBD section
EOBD drive cycle KOEO 303-14
not completed KOER
P1001 - Cont N Existing faults will not allow a KOER test to be completed. Check the PCM for existing stored DTC’s.
KOER test not KOER Investigate and repair existing DTC’s before commencing KOER tests
completed
P1112 - Cont N Defective or damaged wiring and/or connections between TMAP and PCM Check the condition of the wiring to the TMAP
Intake air DefectiveTMAP Carry out wiggle test whilst monitoring TMAP functions with WDS/PDS
temperature circuit Ensure the TMAP is not blocked by contamination in the induction system
intermittent fault
General Note for P1112 (IAT intermittent fault, may also record P0109)
Check the condition of the wiring and connections between T-MAP and PCM. This DTC is a strong indicator of a poor connection in the circuit.
If there is nothing obvious, carry out a wiggle test
BF00006 en 01/2006 2006.0 BF Falcon

Example: P1112.
Select RPM, IAT and MAP
(IAT may be available to be viewed as a temperature (TEMP) or a voltage (VOLT) (MAP may be viewed as a voltage (VOLT) or a frequency (FREQ))
Increase the engine speed to approximately 2000 – 2500 rpm and monitor the signals.
If the signal starts to fluctuate this indicates the wire is being moved in the area of concern
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P1117 - Cont. N Defective or damaged wiring and/or connections between Check the condition of the wiring to the ECT
Engine coolant ECT and PCM Carry out wiggle test whilst monitoring ECT functions with
temperature (ECT) Defective ECT WDS/PDS
circuit intermittent Carry out resistance checks on ECT
fault
General Note for P1117
Check the condition of the wiring and connections between ECT and PCM. This DTC is a strong indicator of a poor connection in the circuit.
Do not remove the sensor unless you have checked the rest of the circuit as the sensor on the I6 and 4V V8 are not reusable
It is important the ECT is correctly fitted and the probe is in contact with the cylinder head. (Check the sensor is correctly tightened to the correct torque specification into the cylinder head.)
If there is nothing obvious, carry out a wiggle test
Example: P1112.
Select ECT
ECT may be available to be viewed as a temperature (TEMP) or a voltage (VOLT), dependant on specification
Increase the engine speed to approximately 2000 – 2500 rpm and monitor the signals.
If the signal starts to fluctuate this indicates the wire is being moved in the area of concern
To access OBD Datalogger:- VEHICLE SPECIFICATION PAGE > TOOLBOX > POWERTRAIN > OBD TEST MODES > MODE 1 POWERTRAIN DATA
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P1120 - Cont. N Defective or damaged wiring and/or connectors between the TPS and PCM. Check the condition of the wiring to the TPS
Throttle position Defective or damaged TPS Carry out wiggle test whilst monitoring TPS functions with WDS/PDS
sensor (TP1) out of Inspect the TPS for sticking or damage.
range Ensure the TPS adjustment has not been tampered with or incorrectly
adjusted.
P1124 - Cont. N Accelerator pressed during self-test when not required. (Possible cause, driver Note and then clear DTC.
Throttle position KOEO pressing throttle at or just after key-on.) Re-run self-test if required.
sensor (TP1) out of KOER
self-test range.
General Notes for TPS Also see P0121, P0122, P0123, P0124, P0221, P0222, P0223, P0224, P2111, P2112 and P2135
The nominal reference supply voltage (VREF) is 5 volts. During vehicle operation the effective voltage range is constantly monitored. If it falls outside the recognised parameters it will record the DTC.
Check the throttle body for damage, contamination and free movement
Ensure the adjustment screw has not been tampered with
Ensure the wiring and connections to the TP are in serviceable condition
Ensure the reference voltage is correct
Carryout a continuity check between the sensor and the PCM
To check TP operation with WDS
defective.
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P1127 - Cont. N Repeated very short vehicle operation may store this as a pending DTC. Check wiring to HEGO and check HEGO heater operation.
Exhaust KOER Vehicle has not completed the required number of drive cycles. Note and clear the DTC.
temperature out of Defective or loose wiring to HEGO Road test vehicle and monitor HEGO operation when the vehicle is at its
range. HEGO tests Defective HEGO heater normal operating temperature.
not complete
P1128 - Cont. N Upstream HEGO wiring swapped over. Ensure the wiring on the upstream HEGO’s are correctly connected and in
Upstream HEGO KOER Defective PCM good condition.
wiring swapped Ensure the PCM is running the correct software with the current calibration.
over. Check the wiring and connectors to the PCM for fit and condition.
(V8 only)
P1129 - Cont. N Downstream HEGO wiring swapped over. Ensure the wiring on the downstream HEGO’s are correctly connected and in
Downstream HEGO KOER Defective PCM good condition.
wiring swapped Ensure the PCM is running the correct software with the current calibration.
over. Check the wiring and connectors to the PCM for fit and condition.
(V8 only)
P1130 - Cont. Y Defective wiring or connections to HEGO11 Check the freeze frame data to check the engine conditions when the fault
Lack of switching Defective HEGO sensor occurred
signals from O2S11 Fuel trim correction has reached the end of its calibration limits Check the wiring to HEGO11 for condition.
(Fuel trim limit Mechanical faults causing incorrect fuelling I6 and bank 1 V8 Using WDS check the fuel trim parameters.
reached) (Note:- there may be multiple DTC’s displayed that could have triggered this Using WDS/PDS check the switching operation of O2S11 (It should be noted:-
(I6 and bank 1 V8) condition) old or very high mileage HEGO’s can become "lazy" as their reaction time
slows)
Check the engine and fuel system for mechanical faults.
Ensure the HEGO has not become contaminated by incorrect fuel
P1131 - Cont. Y Defective sensor or wiring Air leaks around the sensor Check the freeze frame data to check the engine conditions when the fault
lack of switching Defective induction system occurred
signals from O2S11 Exhaust leaking between the engine and catalyst converter Check the wiring and connections between the HEGO and the PCM
(System indicating Defective fuel injector/s Check the integrity of the induction and exhaust system.
lean operation) (Note:- there may be multiple DTC’s displayed that could have triggered this Ensure the HEGO is correctly fitted, it should be tightened to a torque of
(I6 and bank 1 V8) condition) 38-52Nm
Monitor the switching speed of the O2S11 with WDS
Check the fuel system for contamination, sticking injectors and fuel quality.
Ensure the HEGO probe has not become contaminated.
(It should be noted:- old or very high mileage HEGO’s can become "lazy" as
their reaction time slows)
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P1132 - Cont Y Defective sensor or wiring Air leaks around the sensor Check the freeze frame data to check the engine conditions when the fault
lack of switching Defective induction system occurred
signals from O2S11 Exhaust leaking between the engine and catalyst converter Check the wiring and connections between the O2S11 and the PCM Check the
(System indicating Defective fuel injector/s integrity of the induction and exhaust system.
rich operation) (Note:- there may be multiple DTC’s displayed that could have triggered this Monitor the switching speed of the HEGO with WDS
(I6 and bank 1 V8) condition) Check the fuel system for contamination, sticking injectors and fuel quality.
P1137 - Cont N Defective connectors or wiring Check the freeze frame data to check the engine conditions when the fault
lack of switching KOER Contaminated or damaged sensor occurred
signals from O2S12 Air leaks in induction system or exhaust system (particularly post catalytic Inspect the condition of the wiring, connectors and sensor.
Indicating a lean converter) Check the induction and exhaust system for leaks
operation Catalytic converter failed Ensure the HEGO is correctly fitted, it should be tightened to a torque of
(I6 and bank 1 V8) Mechanical defects to the engine, fuel or ignition system 38-52Nm
(Multiple DTC’s shown) Monitor the switching time between the upstream and downstream HEGO’s
with WDS/PDS.
(note this is a function of the CCM)
Check the engine, fuel and ignition systems for correct operation.
P1138 - Cont N Defective connectors or wiring Inspect the condition of the wiring, connectors and sensor.
lack of switching KOER Contaminated or damaged sensor Check the freeze frame data to check the engine conditions when the fault
signals from O2S12 Induction system or exhaust system partially blocked (particularly post catalytic occurred
Indicating a rich converter) Check the induction and exhaust system for evidence of blockage
operation Catalytic converter failed/blocked Monitor the switching time between the upstream and downstream HEGO’s
(I6 and bank 1 V8) Mechanical defects to the engine, fuel or ignition system (Multiple DTC’s with WDS/PDS.
shown) (note this is a function of the CCM)
P1150 - Cont Y Defective wiring or connections to HEGO21 Check the freeze frame data to check the engine conditions when the fault
Lack of switching Defective HEGO sensor occurred
signals from O2S21 Fuel trim correction has reached the end of its calibration limits Check the wiring to HEGO21 for condition.
(Fuel trim limit Mechanical faults causing incorrect fuelling to bank 2 V8 Using WDS check the fuel trim parameters. Using WDS/PDS check the
reached) (Note:- there may be multiple DTC’s displayed that could have triggered this switching operation of O2S21
(bank 2 V8 only) condition) (It should be noted:- old or very high mileage HEGO’s can become "lazy" as
Check the engine and fuel system for mechanical faults.
Ensure the HEGO has not become contaminated by incorrect fuel
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P1151 - Cont Y Defective sensor or wiring Check the freeze frame data to check the engine conditions when the fault
lack of switching Air leaks around the sensor occurred
signals from O2S21 Defective induction system Check the wiring and connections between the HEGO and the PCM
(System indicating Exhaust leaking between the engine and catalyst converter Check the integrity of the induction and exhaust system.
lean operation) Defective fuel injector/s Ensure the HEGO is correctly fitted, it should be tightened to a torque of
(bank 2 V8) (Note:- there may be multiple DTC’s displayed that could have triggered this 38-52Nm
condition) Monitor the switching speed of the O2S21 with WDS
Check the fuel system for contamination, sticking injectors and fuel quality.
(It should be noted:- old or very high mileage HEGO’s can become "lazy" as
P1152 - Cont Y Defective sensor or wiring Check the freeze frame data to check the engine conditions when the fault
lack of switching Air leaks around the sensor occurred
signals from O2S21 Defective induction system Check the wiring and connections between the HEGO and the PCM
(System indicating Exhaust leaking between the engine and catalyst converter Check the integrity of the induction and exhaust system.
rich operation) Defective fuel injector/s Monitor the switching speed of the O2S21 with WDS
(bank 2 V8) (Note:- there may be multiple DTC’s displayed that could have triggered this Check the fuel system for contamination, sticking injectors and fuel quality.
condition) Ensure the HEGO probe has not become contaminated.
lack of switching Contaminated or damaged sensor Check the induction and exhaust system for leaks
signals from O2S22 Air leaks in induction system or exhaust system (particularly post catalytic Ensure the HEGO is correctly fitted, it should be tightened to a torque of
Indicating a lean converter) 38-52Nm
operation Catalytic converter failed Monitor the switching time between the upstream and downstream HEGO’s
(bank 2 V8) Mechanical defects to the engine, fuel or ignition system with WDS/PDS.
(Multiple DTC’s shown) (note this is a function of the CCM)
lack of switching Contaminated or damaged sensor Check the induction and exhaust system for evidence of blockage
signals from O2S22 Induction system or exhaust system partially blocked (particularly post catalytic Monitor the switching time between the upstream and downstream HEGO’s
Indicating a rich converter) with WDS/PDS.
operation (bank 2 Catalytic converter failed/blocked (note this is a function of the CCM)
V8) Mechanical defects to the engine, fuel or ignition system Check the engine, fuel and ignition systems for correct operation.
(Multiple DTC’s shown)
BF00006 en 01/2006 2006.0 BF Falcon

General Notes for Heated Oxygen sensors (HEGO’s).

Understanding the function and operation of a HEGO can be a good diagnostic aid to understanding to overall operation and condition of the engine with regard to the combustion process.
HEGO sensors are generally very reliable and should not be replaced unless it can be clearly shown the sensor has been damaged externally or contaminated internally either with use of incorrect fuel,
engine oil or coolant etc.
Note on HEGO numbering: The HEGO’s are identified by bank and position in the exhaust, i.e.
Monitoring HEGO sensors with WDS
If monitoring the HEGO sensors with WDS select O2S11 and O2S21 for the upstream HEGO’s and O2S12 and O2S22 for the downstream HEGO’s
The HEGO generates a switching signal between a nominal 0.1 and 1 volt. (It can, under certain circumstances, switch slightly outside these parameters and still function correctly).
NOTE: If a HEGO related DTC is stored and then the HEGO signal is monitored, it may appear to be responding correctly. If this is the case, check both the Long Term Fuel Trim (LONGTFT) and the Short
Term Fuel Trim (SHRTFT) and ensure they are responding. If they are not, or a DTC is recorded that indicates the LONGTFT has exceeded its values, note and clear all the DTC’s.
WDS/PDS will be displaying the HEGO substitute values stored in the PCM memory and not the true HEGO signal. Clearing the DTC’s will reset the LONGTFT and SHRTFT count and you should see the
true HEGO signal.
Monitoring both the LONGTFT and SHRTFT are both good indicators of engine performance
O2S11 and O2S21 (upstream)
These generate a rapidly switching signal which is used to manage the fuel injection system when it is operating in closed loop.
Closed loop operation can be monitored with WDS datalogger, "CLOSED LOOP" PID
If checking the operation of O2S11 and O2S12 with the relation to CLOSED LOOP operation, as a guide,
the engine should be at its normal operating temperature
the HEGO’s should be switching between once and twice a second at idle
O2S12 and O2S22 (downstream)
These generate a much slower switching signal than the upstream HEGO’s and are used to monitor the catalytic converter efficiency and condition. (Part of the Comprehensive Component Monitoring (CCM)
system). The switching rate is determined by vehicle usage, the sensor may switch as quickly as every 30 seconds or it may take several minutes to produce a switching signal.
IMPORTANT NOTE
If when monitoring the upstream and downstream HEGO’s it is noted the switching time is very similar, this indicates Catalytic Converter failure.
P0132, P0138, P0152, P0158
These DTC’s indicate the signal voltage is considerably above 1 volt. This indicates either the sensor itself has failed and the heater supply has shorted to the sensor circuit or the sensor circuit wiring has
shorted to VPWR.
The signals can be monitored using WDS datalogger O2S11, O2S21 (V8 only) (upstream HEGO’s) and O2S12, O2S22 (V8 only) (downstream HEGO’s)
P0133, P0153
BF00006 en 01/2006 2006.0 BF Falcon

These DTC’s indicate a slow switching speed signal to the PCM and the PCM is having difficultly maintaining the Short Term Fuel Trim (STFT).
A number of concerns could trigger these DTC’s including mechanical concerns.
Mechanical concerns:-
Exhaust leaks particularly around the catalytic converter, exhaust manifold and turbo charger.
Induction system leaks after the T-MAP
Contaminated fuel or general fuel system concerns particularly fuel rail pressure
Non Ford approved modifications to the induction and/or exhaust system
Electrical concerns
It is possible an incorrect T-MAP signal can trigger these DTC’s as the PCM has a conflict between what it is trying to do and the outcome in the combustion chamber. If additional DTC’s such as P0107,
P0108, P0109, P0112 or P0113 are also indicated, rectify these first and then recheck.
Loose or damaged connections between the HEGO and PCM. The way to check this with WDS datalogger and carryout a wiggle test
Wiggle test Example: P0124.
Select O2S11 and O2S21 (V8 only). Additional signals that may aid diagnosis RPM, SHRTFT, LONGFT, IAT, MAP, O2S12, O2S22 and CLOSED LOOP.
Gradually increase the engine speed to approximately 2000 rpm and monitor the signals. O2S12 and O2S22 should be switching between at least once and twice per second. It is important the engine
speed is accurately maintained, variations in accelerator pedal position directly affect CLOSED LOOP operation. If not switching check the CLOSED LOOP PID is still set.
Gently shake the wiring at various points along the loom particularly near the connectors and areas where the loom is routed through a sharp angle, while maintaining engine speed. (A road test may
produce better results as the engine and vehicle will be place under greater load conditions but avoid rapid application of the accelerator)
defective.
Sensor concerns:-
If there evidence of contamination in the fuel system such as diesel, lead additive, a non-approved performance enhancer or evidence of engine oil in the exhaust, all of these can coat the surface of the
sensor and reduce its effectiveness.
Additionally with old or very high mileage vehicles the effectiveness of the chemical reaction of the sensor will reduce and the sensor becomes "lazy’ any evidence of this requires the sensor replacing
P0135, P0141, P0155, P0161
These DTC’s indicate a heater or circuit failure. Any of the other HEGO related DTC’s between P0132 and P0158 could be associated with these.
Check there is a 12V supply to the heater circuit (All the HEGO’s are supplied through a common fuse)
Check for continuity between the heater return and the PCM
Carry out a resistance check across the HEGO heater. The heater resistance should be between 4Ω and 8Ω.
IMPORTANT It should be possible to monitor the HEGO heater functions with WDS datalogger. (HTR11, HTR12, HTR21 and HTR22). If monitoring as a voltage, it can show any voltage between 0V
and 12V. This is because the upstream HEGO heaters are pulse width modulated (PWM) and the downstream HEGO’s are voltage regulated. The voltage is managed by the PCM
If the HEGO voltage is not available it will display a fault mode, FAULT YES or FAULT NO
P0136 & P0156
BF00006 en 01/2006 2006.0 BF Falcon

These indicate the downstream HEGO’s are operating outside their normal parameters (0.1v to 1.0v)
Monitor the HEGO signals using WDS datalogger (O2S12 and O2S22) for the operating range. (It is usefully to monitor the upstream HEGO’s at the same time (O2S11 and O2S21), if the switching
frequency is similar, this indicates catalytic converter failure)
If they are outside the voltage range, ensure the exhaust is in good condition and there is no evidence of leaks anywhere in the system
Check the condition of the wiring and connectors between the HEGO’s and PCM. The connections on the downstream HEGO’s work in a harsh environment and should be checked closely.
P0171, P0172, P0174, P0175
These indicate combustion condition i.e. operating lean or rich. If these DTC’s are displayed the sensors are functioning correctly.
There may be multiple DTC’s displayed with these and have been triggered though concerns elsewhere with the system. Where multiple DTC’s are displayed investigate the other DTC’s first.
Ensure the mechanical systems are in good condition, particularly the induction and exhaust systems.
Check the fuel system, particularly for leaks, blockages, fuel contamination and fuel pressure.
If using WDS datalogger select SHRTFT and LONGFT. Ensure either has not exceeded its calibrated values, this can be triggered by various defects both mechanical and electrical
To access OBD Datalogger:-VEHICLE SPECIFICATION PAGE > TOOLBOX > POWERTRAIN > OBD TEST MODES > MODE 1 POWERTRAIN DATA.
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P1159 - N Defective HEGO signal Check for recorded HEGO DTC’s and investigate these as a primary cause for
Fuel stepper motor Defective wiring or connections to stepper motor concern.
not under control or Damaged stepper motor. Check the condition of wiring and connections between the stepper motor and
HEGO not switching PCM.
Check the resistance of the stepper motor windings.
Nominal resistance is 50Ω (± 15%)
NOTE the resistance figure stated is only a guide as the resistance checks
primary function is to ensure motor winding continuity
Refer to LPG section 303-04c
P115E - Throttle N Gas system Refer to LPG section 303-04c
body air flow at
maximum limit
P116A - N Defective wiring between the PCM and stepper motor Check the condition of wiring and connections between the stepper motor and
Fuel stepper motor Defective stepper motor PCM.
control circuit 1 Check the resistance of the stepper motor windings.
open circuit Nominal resistance is 50Ω (± 15%)
P116B - Fuel N Defective wiring between the PCM and stepper motor Check the condition of wiring and connections between the stepper motor and
stepper motor Defective stepper motor PCM.
short circuit Nominal resistance is 50Ω (± 15%)
P116C - N Defective wiring between the PCM and stepper motor Check the condition of wiring and connections between the stepper motor and
Fuel stepper motor Defective stepper motor PCM.
open circuit Nominal resistance is 50Ω (± 15%)
P116D - Fuel N Defective wiring between the PCM and stepper motor Check the condition of wiring and connections between the stepper motor and
stepper motor Defective stepper motor PCM.
short circuit Nominal resistance is 50Ω (± 15%)
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P1182 - N Defective wiring between the PCM and fuel shut off solenoid Check the condition of wiring and connections between the fuel shut off
Fuel shut off Defective fuel shut off solenoid solenoid and PCM.
solenoid circuit fault Check the resistance of the solenoid windings.
Nominal resistance is between 12.6Ω (± 4%)
primary function is to ensure solenoid winding continuity
P1183 - Cont Y Defective wiring to oil temperature sensor Check the freeze frame data to check the engine conditions when the fault
Oil temperature KOER Defective sensor occurred
circuit defect Check the condition and level of the engine oil.
Check the condition of the wiring and connectors between the sensor and
PCM, particularly for open or short circuits
Check the condition of the sensor
P1184 - KOEO N Defective wiring between sensor and PCM Check the condition and level of the engine oil.
Oil temperature KOER Defective sensor Check the condition of the wiring and connectors between the sensor and
sensor outside self Defective PCM (Multiple DTC’s) PCM, particularly for open or short circuits
test range Check the condition of the sensor
P1213 - N Defective wiring between the PCM and the gas start injector Check the condition of the wiring and connections between the PCM and the
Gas start injector Defective gas start injector gas start injector
circuit failure Check the resistance of the windings in the gas start injector
P1227 - Cont Y Wastegate failed in closed position Check the freeze frame data to check the engine conditions when the fault
Turbo wastegate Damaged induction system occurred
failed closed Defective TMAP sensor Check the operation and condition of the wastegate
Defective boost pressure sensor (BPS) Check condition of wiring and connector to the BPS and T-MAP
Check the condition and operation of the wastegate
Check the condition of the induction and exhaust systems
P1228 - Turbo Cont Y Wastegate failed in open position Check the freeze frame data to check the engine conditions when the fault
wastegate failed in Damaged induction system occurred
the open position Defective Boost Pressure Sensor (BPS) Check the operation and condition of the wastegate
Defective TMAP sensor Check condition of wiring and connector to the BPS and T-MAP
Defective turbocharger Check the condition and operation of the wastegate
Check the condition of the induction and exhaust systems
Check the condition of the turbocharger
P1246 - Cont N Fault with the charging system Refer to section
Alternator circuit KOER 414-02 CHARGING SYSTEMS
P1260 - Cont N Attempted start with incorrectly programmed key/immobiliser system. Ensure you have the correct key
Vehicle immobilised Carry out PATS checks
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P1270 - Cont N Maximum road speed has been reached Clear DTC and recheck.
Engine max RPM
reached
P1285 - Cont N Engine overheating Check to engine operation to check for an overheating condition.
Cylinder head KOEO Wiring between sensor and PCM defective Check the condition of the wiring and connectors between the sensor and the
overheating (CHT) KOER Sensor defective PCM
Cooling system defects Check the sensor condition and resistance.
PCM defective Check the cooling system for correct operation.
P1288 - KOEO N Wiring between sensor and PCM defective Check the condition of the wiring and connectors between the sensor and the
Cylinder head KOER Sensor defective PCM
temperature sensor Cooling system defects Check the sensor condition and resistance.
out of test range PCM defective Check the cooling system for correct operation.
(CHT) Attempted restart following an overheat condition. Ensure PCM has current software available
P1289 - Cont Y Wiring to sensor/PCM short to VPWR. Check the freeze frame data to check the engine conditions when the fault
Cylinder head KOEO Open circuit occurred
temperature sensor KOER Check the condition of the wiring and connectors.
reading to high Carry out a wiggle test while monitoring CHT with WDS datalogger
(CHT) Check the sensor reference voltage is within required parameters.
Check the sensor condition and resistance
Check the condition of the wiring between the PCM and sensor
P1290 - Cont Y Defective wiring and/or connections Check the freeze frame data to check the engine conditions when the fault
Cylinder head KOEO Sensor reference voltage or return signal short to ground occurred
temperature sensor KOER Vehicle battery discharged (Probable multiple DTC’s) Check the condition of wiring and connectors between the sensor and PCM.
circuit to low Defective sensor. Defective PCM Check reference voltage is within prescribed range.
(CHT) Check return signal to PCM
Check sensor condition and resistance
P1299 - Cont Y The PCM has detected an overheat situation and has defaulted to a FMEM Check the freeze frame data to check the engine conditions when the fault
Running an FMEM KOER strategy to protect the engine occurred
strategy to protect (Possibly multiple DTC’s) Find and repair primary cause of the PCM identifying an overheat situation.
the engine from This could be an electrical fault from one of the temperature sensors or a
over-heating defect within the cooling system
General notes on Cylinder Head Temperature (CHT) sensor (Also see P0116, P0117 and P0118)
If the CHT is incorrectly fitted, either too loose or to tight, it will cause fluctuations in the readings. NOTE: If the CHT on V8 is removed, it must not be re-used. When replacing a CHT always ensure the area
under the sensor is clean, free from swarf and liquid contamination.
DTC P1288 - This will be stored when the CHT has failed a self-test. A simple check is to use WDS datalogger and compare the CHT and IAT when the engine is cold or has not been run for at least 6
hours. The CHT and IAT should be within 1°C of each other. Start the engine and monitor how quickly the CHT starts to record changes. If WDS indicates rapid temperature increase with the CHT, this would
indicate sensor failure or a cooling system defect.
BF00006 en 01/2006 2006.0 BF Falcon

LOW VOLTAGE: - The nominal reference supply voltage (VREF) is 5 volts. If a number of DTC’s are recorded such as P0112, P0222, P0117 etc, all these indicate a number of sensors are recording low
voltage inputs. These can be triggered by repeated cranking of an engine with a battery in poor condition. Preliminary checks would include battery and charging system checks, supply voltage checks to the
PCM.
HIGH VOLTAGE: - As the PCM supplies the reference voltage (VREF) it calculates the voltage range that should be returned from the sensor. If the PCM detects a voltage above the one calculated it will
store an appropriate DTC (P1289). High voltage returns are normally associated with sensor failure or the return signal wiring has been shorted to a vehicle power (VPWR) supply.
Multiple high return signal voltages from a range of sensors would indicate the PCM has developed a fault. It should be noted a number of sensors utilise a common reference supply voltage. It is possible
that the increased voltage supply has been caused by a short to vehicle power (VPWR) in a connector. All the wiring between the relevant sensors and the PCM must be checked before replacing the PCM.
Intermittent faults are generally associated with loose wiring connections or damaged wires. A simple way to check these is by use of a wiggle test. To carryout a wiggle test use WDS datalogger and select
the appropriate system to monitor.
Example: P1288.
Select MAP (This may be available as a FREQ or VOLT or both)
defective.
NOTE: If P1299 is displayed, it should be part a multiple DTC list. P1299 is an FMEM over-heat protection strategy.
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P1336 - Cont Y Defective wiring between the cam position sensor, crankshaft position sensor Check the freeze frame data to check the engine conditions when the fault
Camshaft to and PCM occurred
crankshaft timing Defective camshaft position sensor (CPS) Check the wiring and connections between the CPS, CKP and PCM.
out of range Defective crankshaft position sensor (CKP) If the engine will run, carry out a wiggle test while monitoring CPS and RPM
Defective PCM with WDS/PDS.
Incorrect crankshaft to camshaft timing Check the condition of the CPS and CKP for damage or contamination.
Check the valve timing
P1340 - Cont Y Defective wiring between the cam position sensor and the PCM Check the freeze frame data to check the engine conditions when the fault
Camshaft position Defective camshaft position sensor occurred
sensor circuit defect Defective PCM Check the wiring and connectors between the sensor and PCM for condition
and security
Carry out a wiggle test while monitoring the signal with WDS
Check the condition of the sensor for damage, contamination and relative
position to the camshaft.
General Notes for P1340 (V8 only) (Also see P0340)
The camshaft position sensor/s (CPS) is used to identify cylinder position relative to injector operation and the variable camshaft timing (VCT) system. In the event of CPS failure, the injectors default to a
continuous injection programme and the VCT is disabled. This can result in high fuel consumption, poor throttle response and a lack of power.
Check the condition of the wiring and connectors between the CPS and PCM, ensure there are no shorts to VPWR, GRND or open circuits
Check the resistance of the sensor 280 to 380Ω
The performance of the sensor can be monitored with WDS datalogger CMPFM, this indicates the sensor has failed or SYNC, this indicates the camshaft and crankshaft timing is synchronised.
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P1380 - Cont Y Defective or damaged wiring or connections to VCT actuator Check the freeze frame data to check the engine conditions when the fault
Camshaft position KOEO Defective PCM occurred
actuator circuit fault. KOER Check the wiring and connectors between the VCT actuator and the PCM.
(VCT 1 Intake I6 Ensure the wiring has not been shorted to VPWR or ground, or gone open
Bank 1 V8) circuit.
Ensure the PCM is programmed with the latest calibration.
P1381 - Cont Y VCT jammed. Check the freeze frame data to check the engine conditions when the fault
Camshaft timing is Crankshaft to camshaft timing incorrect occurred
over advanced. Check the operation of the VCT unit
(VCT 1 Intake I6 Check the crankshaft to camshaft timing
Bank 1 V8)
over retarded. Check the operation of the VCT unit
(VCT 1 Intake I6 Check the crankshaft to camshaft timing
Bank 1 V8)
P1385 - Camshaft Cont Y Defective or damaged wiring or connections to VCT actuator Check the freeze frame data to check the engine conditions when the fault
position actuator KOEO Defective PCM occurred
circuit fault. KOER Check the wiring and connectors between the VCT actuator and the PCM.
(VCT 2 Exhaust I6 Ensure the wiring has not been shorted to VPWR or ground, or gone open
Bank 2 V8) circuit.
Ensure the PCM is programmed with the latest calibration.
over advanced. Check the operation of the VCT unit
(VCT 2 exhaust I6 Check the crankshaft to camshaft timing
Bank 2 V8)
over retarded. (VCT Check the operation of the VCT unit
2 Exhaust I6 Bank 2 Check the crankshaft to camshaft timing
V8)
General notes regarding VCT related DTC’s.
For mechanical faults associated with the VCT’s, refer to DESCRIPTION AND OPERATION section within 303-14 of this manual
BF00006 en 01/2006 2006.0 BF Falcon

DTC’s P1381, P1383, P1386 and P1388 indicates the phasing of the VCT’s relative to crankshaft position is incorrect. These indicate mechanical faults, therefore the sensing system is operating correctly
and mechanical checks should be carried out.
DTC’s P1380 and P1385, indicate a fault with the actuator circuit. To check the circuit:-
Ensure all the wiring and connections to the VCT actuator are serviceable and in good condition.
Monitor the performance of the VCT actuators with WDS datalogger, VCT1 and VCT2
Other systems to monitor that may aid VCT diagnosis are CHT, EOT, MAP, ACT (IAT) and TP
Under certain operating conditions the VCT operation will shut down and return to a fixed position managed by the PCM. Systems the PCM monitors which it uses to calculate VCT position are:-
Cylinder head temperature (CHT) - Possible DTC’s associated with this are, P0116, P1117, P1120, P1124, P1125, P1285, P1288, P1289, P1290, P1299*
Engine oil temperature (EOT) - Possible DTC’s associated with this are, P0196, P0298, P1183, P1184
Manifold absolute pressure (MAP) - Possible DTC’s associated with this are, P0107, P0108, P0109
Air charge temperature (ACT) or In-take air temperature (IAT) - Possible DTC’s associated with this are, P0112, P0113, P1112,
Throttle position sensor (TP) - Possible DTC’s associated with this are, P0121, P0122, P0123, P0124, P2100, P2101, P2102, P2103, P2105#, P2110*, P2111 and P2112 to P2140
NOTE#*
P1299* and P2110* indicate the PCM has activated a FMEM strategy with limited RPM.
P2105# indicate the PCM has activated a forced engine shutdown
If any of the above DTC’s are indicated these should be investigated prior to VCT checks
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P145A - KOER N Very low A/C refrigerant charge (less than 200kPa), A/C compressor disabled Refer to SECTION 412-03, Air Conditioning
A/C Pressure until fault rectified
insufficient
P145B - KOER N Operator error. Not following correct self test procedure, A/C not switched on Re-run KOER self test and activate A/C when requested.
A/C demand not within 10 seconds at ICC controls after KOER test started Refer to SECTION 412-03, Air Conditioning
activated during self
test
P1463 - Cont N Insufficient pressure increase when A/C cycles on. Possible Refer to SECTION 412-03, Air Conditioning
A/C Insufficient
pressure charge
causes are:
Slipping compressor clutch or belt
Poor compressor performance/compressor not operating
Low A/C refrigerant charge
Major refrigerant leak such as a burst hose or pierced
condenser
P1465 - Cont N A/C (WAC) Relay fault Check the condition of the A/C relay wiring and connectors
A/C relay circuit Check A/C relay function
fault
Relay wiring circuit fault Refer to SECTION 412-03, Air Conditioning
P1474 - Cont N Defective or damaged wiring to fan and/or relay Check condition of fan, relay, wiring and fuse.
Fan control primary Defective cooling fan
circuit failure
P1479 - Cont N Defective or damaged wiring to fan and/or relay Check condition of fan, relay, wiring and fuse.
High speed fan KOEO Defective cooling fan
control circuit failure KOER
P1500 - N Defective or damaged wiring and/or connectors Check the wiring and connectors for condition.
No input from Defective speed sensor Using WDS/PDS check VSS signal
vehicle speed Also see P0500 Use WDS pin-point test routine to diagnose VSS sensor
sensor For further diagnosis REFER to 206-09 Anti lock Control
(VSS)
Vehicle speed Defective speed sensor Ensure all relevant modules are running latest calibrations
sensor out of self Software concern Using WDS/PDS check VSS signal
test range Use WDS pin-point test routine to diagnose VSS sensor
(VSS) For further diagnosis REFER to 206-09 Anti lock Control
Intermittent fault Defective speed sensor Using WDS/PDS check VSS signal
from vehicle speed Use WDS pin-point test routine to diagnose VSS sensor
sensor. For further diagnosis REFER to 206-09 Anti lock Control
(VSS)
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P1507 - Mechanical defects causing erratic idle. To include items as blocked or Ensure the mechanical systems are in serviceable condition.
Idle air control under damaged induction or exhaust system. Check the condition of the wiring to the throttle body and PCM
speed Error Damaged or defective wiring or connections Check the throttle body wiring for correct power, signal and ground supplies.
Damaged throttle body
Incorrectly adjusted throttle body screw.
General notes for IAC.
If P1507 is displayed, this indicates the PCM is not controlling the idle speed. This can be caused by a number of defects.
Check the condition of the induction system particularly around the T-MAP and between the T-MAP and the inlet manifold
Check the condition of the throttle body, particularly for evidence of damage, partial seizure, or contamination around the throttle flap
Check for integrity of the exhaust system, particularly around the manifold.
Check the condition of the wiring and connectors to the throttle body
Check the condition of the wiring and connectors to the T-MAP, CKP, injectors, ignition coils and upstream HEGO sensors.
A simple check to carryout with WDS Output State Control (OSC) function, if available.
Select Datalogger PCM
If a PID appears as "IAC #" this indicates WDS can take control of the system
Select this PID and then select the "#" button on the right hand side of the screen.
Below this button 3 more buttons will appear. A finger pressing a button and a + and - sign. Press the finger button and then press the + or - buttons. If the idle speed stabilises this indicates the PCM
can control the IAC but is not receiving the correct information to do so. This would indicate potential concerns with the T-MAP or HEGO11 or HEGO21
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P1534 - Cont. N Refer to OCCUPANTS RESTRAINTS SECTION 501-20b Refer to OCCUPANTS RESTRAINTS SECTION 501-20b
SRS circuit
P1549 - Cont N Damaged or defective wiring and or connectors between PCM and IMRC Check the condition of the wiring and connectors between PCM and IMRC
Inlet manifold runner KOEO solenoid solenoid.
control (IMRC) (DTC P0660 may be displayed) Ensure solenoid connection has correct VPWR and ground connections
circuit
P1550 - KOEO N Damaged or defective wiring and/or connections between sensor and PCM. Check the condition of the wiring and connectors between the PAS sensor and
PAS pressure KOER Sensor failed PCM
sensor out of test Mechanical concern with PAS system Monitor PAS with WDS/PDS and carryout wiggle test.
range
(I6 only)
P1565 - Cont N Damaged or defective wiring and/or connections between speed control Check the condition of the wiring and connectors between speed control
Speed control KOEO switches and PCM. switches and PCM.
command voltage to KOER Defective speed control switch Check for short circuits to VPWR or reference voltage supplies (particular
high. Defective PCM attention should be given to the wiring around the steering column and
connections to the steering wheel switches)
Ensure the speed control switches are not damaged.
CAUTION: Do not probe the SRS system.
P1572 - N Damaged or defective wiring and/or connections between speed control Check the condition of the wiring and connectors between speed control
Speed control switches and PCM. switches and PCM.
command voltage to Defective speed control switch Check for short circuits to ground (particular attention should be given to the
low. Defective PCM wiring around the steering column and connections to the steering wheel
switches)
Ensure the speed control switches are not damaged.
P1567 - N No communication between speed control switches and PCM Check the condition of the wiring and connectors between speed control
Speed control circuit Damaged or defective wiring and/or connections between speed control switches and PCM.
defect switches and PCM. (particular attention should be given to the wiring around the steering column
Defective speed control switch and connections to the steering wheel switches)
Defective PCM Ensure the speed control switches are not damaged.
P1572 - N Defective wiring between brake pedal switch and PCM Check the condition of the wiring and connectors between the brake pedal
Incorrect signal from Defective brake pedal switch switches and PCM.
brake pedal switch Ensure the brake pedal switch is functioning correctly
(BOO or BPA)
P1573 - N Defective wiring or connections to the throttle body Check the condition of the wiring between the throttle body and PCM
Throttle position not Defective throttle body. Ensure there is continuity between the return signal and PCM
available (TPS) Ensure the TPS is supplied with 5 volt reference
Ensure the throttle body screw has not been adjusted.
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P1610 - N Software failure or hardware defective Attempt to reprogram PCM with correct software and calibrations.
PCM failure Damaged or defective wiring at PCM and/or DLC Ensure VID information is correct.
Ensure connections between the DLC and PCM are in good condition.
Ensure 16 pin lead is serviceable (See WDS self diagnostics)
Replace PCM
Flash reprogram Damaged or defective wiring at PCM and/or DLC Ensure VID information is correct.
failure Ensure connections between the DLC and PCM are in good condition.
Replace PCM
P1616 - N WDS battery or vehicle battery discharged Use the WDS battery leads to power the WDS and ensure the vehicle battery
Flash reprogram Software failure or hardware defective is in good condition
failure. (Low Damaged or defective wiring at PCM and/or DLC Attempt to reprogram PCM with correct software and calibrations.
voltage) Ensure VID information is correct.
Replace PCM
Flash reprogram Damaged or defective wiring at PCM and/or DLC Ensure VID information is correct.
failure Ensure connections between the DLC and PCM are in good condition.
Replace PCM
P1618 - N WDS battery or vehicle battery discharged Use the WDS battery leads to power the WDS and ensure the vehicle battery
Flash reprogram Software failure or hardware defective is in good condition
failure. (Low Damaged or defective wiring at PCM and/or DLC Attempt to reprogram PCM with correct software and calibrations.
voltage) Ensure VID information is correct.
Replace PCM
P1633 - Cont Y Battery discharged or defective Check the freeze frame data to check the engine conditions when the fault
KAM voltage low KOEO Defective wiring between battery and PCM occurred
KOER Fuse holder damaged or improper fuse used Check the KAM fuse
Defective PCM Ensure the vehicle battery is in serviceable condition.
Check the wiring between the battery and the PCM, ensure battery voltage is
available at PCM
P1635 - Cont N PCM incorrectly programmed Check the PCM has been programmed with the correct VID parameters.
Tire/axle outside After-market non standard wheels and tyres fitted Check wheels and tyres for type and size approval
acceptable range
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P1639 - Y Incorrect VID program Reprogram PCM with correct vehicle identification parameters via WDS
VID not If unable to communicate with vehicle, follow no communications routine for
programmed WDS
If this fails carryout WDS diagnostics and 16 pin cable checks
NOTE: Ensure that the most up-to-date software version is installed in WDS.
NOTE: In the case of engine running concerns, module-reprogramming of the PCM may be required. For this purpose, a revised software version is transferred to the PCM using WDS
Select the "Module reprogramming" submenu in the "Module programming" menu tool box and then follow the instructions.
NOTE: Following installation of a wheel/tyre combination, for which the tyre-tread circumference does not correspond to that of standard tyres, the tyre size must be changed in the powertrain control module
(PCM) using WDS.
Select the "Programmable parameters" submenu in the "Module programming" menu tool box and enter the corresponding tyre size under the "tyre size" menu item
(PID) Cont ON
KOEO Y/N
KOER
P1650 - KOEO N PSPS wiring and/or connectors defective. Check wiring and connectors to PSPS.
PAS switch (PSP) KOER Defective PSPS Run self test through WDS menu walker.
outside test range Check operation of PSPS with multimeter.
(V8 only)
P1651 - N PSPS wiring and/or connectors defective. Check wiring and connectors to PSPS.
no signal from PAS Defective PSPS Run self test through WDS menu walker.
switch (PSP) when Check operation of PSPS with multimeter.
driving
P1702 - Cont N Defective or damaged wiring and/or connections between shifter printed circuit Check the condition of the wiring and connections between the PCB, TCM and
Intermittent fault board PCB, TCM and PCM PCM.
from transmission Using WDS Datalogger, select appropriate signals to monitor and carry out
range sensor circuit wiggle test.
P1703 - KOEO N BOO not activated during test Run menu walker and follow instructions as per WDS
Brake switch out of KOER
test range
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P1705 - Cont N Gear selector not in P or N during self test. Check gear selector cables are correctly fitted and adjusted
Transmission range KOEO Selector cables incorrectly adjusted Run menu walker and follow instructions as per WDS
sensor not KOER Defective wiring or connections between transmission range (TR) sensor and Check wiring and connections between TR sensor, TCM and PCM
indicating P or N PCM (If there is a fault with the TR sensor, there may be other TR related DTC’s
during self test Defective TR sensor stored.)
P1707 - Cont N Gear selector not in P or N during self test. Check gear selector cables are correctly fitted and adjusted
Transmission range KOEO Selector cables incorrectly adjusted Run menu walker and follow instructions as per WDS
sensor not KOER Defective wiring or connections between transmission range (TR) sensor and Check wiring and connections between TR sensor, TCM and PCM
indicating P or N PCM (If there is a fault with the TR sensor, there may be other TR related DTC’s
during self test Defective TR sensor stored.)
P1708 - KOEO N Clutch not activated during self test Run menu walker and follow instructions as per WDS
Clutch position Defective wiring and or connectors between the CPS and PCM Check the condition of the switch and wiring on the CPS circuit.
switch (CPS) circuit Defective CPS
fault
P1709 - KOEO N Gear selector not in P or N during self test. Check gear selector cables are correctly fitted and adjusted
Transmission range Selector cables incorrectly adjusted Run menu walker and follow instructions as per WDS
sensor out of self Defective wiring or connections between transmission range (TR) sensor and Check wiring and connections between TR sensor, TCM and PCM
test range PCM (If there is a fault with the TR sensor, there may be other TR related DTC’s
Defective TR sensor stored.)
P1711 - Cont N Defective wiring, sensor or connections on transmission Check the condition of wiring and connectors on transmissions
Transmission fluid KOER Transmission over-heated at commencement of test Check condition of sensor
temperature outside Allow the engine and transmission to operate at normal running temperature
test range during self-test.
P1719 - Cont N
Engine torque signal
P1746 - Cont N Transmission pressure control solenoid has gone open circuit or short to Check wiring connections to transmission
Pressure control ground. For further information refer to AUTOMATIC TRANSMISSION -
solenoid open circuit Defective wiring and/or connectors DIAGNOSTICS AND TESTING - 307-01
Defective solenoid
Defective TCM
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P1747 - Cont N Transmission pressure control solenoid short to VPWR. Check wiring connections to transmission
Pressure control Defective wiring and/or connectors For further information refer to AUTOMATIC TRANSMISSION -
solenoid short circuit Defective solenoid DIAGNOSTICS AND TESTING - 307-01
Defective TCM
P1748 - Cont N Transmission pressure control solenoid has gone open circuit or short to Check wiring connections to transmission
Pressure control ground or short to VPWR. For further information refer to AUTOMATIC TRANSMISSION -
solenoid circuit Defective wiring and/or connectors DIAGNOSTICS AND TESTING - 307-01
Defective solenoid
Defective TCM
P1783 - Cont N Transmission has over-heated and defaulted to a FMEM strategy Check the transmission oil for condition.
transmission Defective transmission cooling system Check the transmission cooling system for leaks, blockages etc.
over-heat Condition Defective transmission temperature sensor Monitor transmission temperature with WDS/PDS.
Transmission Clear all DTC’s and carryout transmission self test
running a limited For further information refer to AUTOMATIC TRANSMISSION -
strategy DIAGNOSTICS AND TESTING - 307-01
P1936 - Cont N PCM not detecting signal Check the wiring and connectors between the CPS and PCM
Clutch position Defective wiring between CPS and PCM Monitor the CPS with WDS datalogger.
switch (CPS) Defective CPS Ensure the CPS is correctly adjusted
P2100 - Cont N Defective wiring to the ETB Check the wiring and connections to the ETB.
Electronic throttle KOEO Defective ETB Ensure there is a correct voltage supply.
body (ETB) motor KOER (Note DTC P2110 may also be active, this would be indicated by limited engine Monitor ETB with WDS datalogger
open circuit speed) Check the ETB for damage and condition.
P2101 - Cont N Defective ETB motor Check the ETB for damage and condition.
Electronic throttle KOEO Damaged throttle body Ensure the throttle flap is not seized or damaged
body (ETB) motor KOER
defective
P2102 - Cont N Defective ETB motor Check all the wiring and connections to the ETB for condition.
Electronic throttle KOEO Damaged throttle body Check the throttle flap for damage, sticking or excessive free movement.
body (ETB) current Defective wiring and/or connectors Ensure the ETB is correctly fitted
draw lower than Defective PCM
expected
P2103 - Cont N Defective ETB motor Check all the wiring and connections to the ETB for condition.
Electronic throttle KOEO Damaged throttle body Check the throttle flap for damage, sticking or excessively stiff in its operation.
body (ETB) current Defective wiring and/or connectors Ensure the ETB is correctly fitted
draw higher than Defective PCM
expected
P2105 - Cont N This DTC indicates the engine is now operating in a FMEM strategy Check for other DTC’s that would have caused this shutdown
Electronic throttle KOEO
body shut down KOER
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P2107 - Cont N This DTC indicates the engine is now operating in a FMEM strategy Check for other DTC’s that would have caused this DTC to be active. This
Throttle actuator KOEO DTC can also be triggered by the PCM going into guard mode and storing DTC
internal fault KOER P2110
P2110 - Cont N This DTC indicates the engine is now operating in a FMEM (Guard mode) Check for other DTC’s that would have caused this shutdown
Forced limited RPM KOEO strategy
(guard mode) KOER
P2111 - Cont N Damaged Throttle body Check the operation of the throttle plate to ensure full and free movement
Throttle stuck open KOEO Check the operation of the APP and TP
(Higher RPM than KOER
driver demand)
P2112 - Cont N Damaged Throttle body. Check the operation of the throttle plate to ensure full and free movement
Throttle sticking. KOEO Throttle plate partially seized
(Not opening in KOER
response to driver
demand)
General notes for Electronic Throttle Body (ETB).
All the DTC’s from P2100 to P2112 relate to the PCM monitoring of the Electronic Throttle Body (ETB). The motor part of the ETB assembly is referred to as the Electronic Throttle Control (ETC)
If one of these DTC’s is indicated it is a strong indicator of a mechanical fault with the ETB or the PCM has taken over the ETB with an FMEM (guard mode) strategy.
Basic checks would include:-
a visual inspection of the ETB to check for damage to the flap,
contamination within the throttle body,
evidence the flap has been fouling the throttle body
the adjustment screw has not been tampered with.
Electrical checks:-
ensure the ETB motor has a 12 volt supply (Within 1 volt of battery voltage)
ensure all the connections and wiring to the ETB is in good condition.
check the resistance of the ETB motor (it should be between a nominal 3 to 5Ω, NOTE: these figures are only a guide. The resistance can be slightly outside these parameters and the motor still
functioning correctly)
The effectiveness of the TP and be monitored with WDS datalogger TP1 and TP2 as this is the feed back signal to the PCM.
In addition the relationship between the actual throttle position (ETC_ACT) and the desired throttle position (ETC-DSD) can be monitored with WDS datalogger by gradual application and release of the
accelerator pedal.
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P2122 - Cont N Damaged wiring and or connectors to APP Check wiring and connectors between APP and PCM for condition.
Accelerator pedal KOEO Damaged APP Check for reference voltage or return signal shorts to ground.
position (APP) KOER Defective PCM Check APP for condition and operation.
Circuit D (APP1) low Monitor APP1 operation with WDS datalogger
input
Accelerator pedal KOEO Damaged APP Check for reference voltage or return signal shorts to VPWR.
Circuit D (APP1) Monitor APP1 operation with WDS datalogger
high input
Accelerator pedal KOEO Damaged APP Check APP for condition and operation.
position (APP) KOER Defective PCM Carry out wiggle test and monitor APP1 operation with WDS datalogger
Circuit D (APP1)
intermittent fault
Circuit E (APP2) low Monitor APP2 operation with WDS datalogger
input
Circuit E (APP2) Monitor APP2 operation with WDS datalogger
high input
Circuit E (APP2)
intermittent fault
Circuit F (APP3) low Monitor APP3 operation with WDS datalogger
input
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
Circuit F (APP3) Monitor APP3 operation with WDS datalogger
high input
Circuit F (APP3)
intermittent fault
P2135 - Cont N Damaged or defective wiring between the throttle body and PCM Check the wiring and connections to the throttle body for security and
Throttle position KOEO Damaged throttle body sensor condition.
(TP) sensors KOER Carryout wiggle test on throttle body monitoring with WDS datalogger
disagree
P2138 - Cont N Damaged or defective wiring between the accelerator pedal sensor and PCM Check the wiring and connections to the accelerator pedal position sensor for
Accelerator pedal KOEO Damaged accelerator pedal position sensor security and condition.
position APP1 and KOER Carryout wiggle test on the accelerator pedal position sensor (APP1, APP2 and
APP2 disagree APP3) monitoring with WDS datalogger
General notes for Accelerator Pedal Position (APP) sensor. NOTE there are a number of acronyms in common use for the APP.
Other terms used can be:-
Pedal Position Sensor (PPS) (WDS datalogger would be PPS1, PPS2 and PPS3)
Accelerator Position Sensor (APS) (WDS datalogger would be APS1, APS2 and APS3)
Throttle Position Sensor (TPS) (WDS datalogger would be TPS1, TPS2 and TPS3 or possibly TP1, TP2 and TP3).
Initially check the condition of the connector and wiring to the APP on the pedal. These can be damaged by the driver’s foot. Ensure the 5 volt reference voltage is provided.
BF00006 en 01/2006 2006.0 BF Falcon

A quick check that can be carried out with WDS datalogger. (you will need to identify the appropriate acronyms used i.e. APP, PPS, APS or TPS)
Select APP1, APP2 and APP3
Adjust WDS datalogger to a bar graph and set the parameters to 0 - 5volts
With a KOEO state, slowly press the accelerator pedal and two of the signals will raise and one fall.
This indicates the sensor is operating correctly
If one of the signals fails to respond check the connections for the return signal. If there is no output from the sensor, the sensor is defective and should be replaced
BF00006 en 01/2006 2006.0 BF Falcon


(PID) Cont ON
KOEO Y/N
KOER
P2763 - Cont N Defective torque converter Check the operation of the torque converter lock-up clutch under road-test
Torque Converter KOEO Defective wiring/connectors between PCM and TCM (normally indicated with conditions with WDS/PDS
Clutch Pressure KOER multiple DTC’s) Check the wiring and connections on the transmission loom.
Control Solenoid Defective TCM For further information refer to AUTOMATIC TRANSMISSION -
Control Circuit High Defective solenoid DIAGNOSTICS AND TESTING - 307-01
P2764 - Cont N Defective torque converter Check the operation of the torque converter lock-up clutch under road-test
Torque Converter KOEO Defective wiring/connectors between PCM and TCM (normally indicated with conditions with WDS/PDS
Clutch Pressure KOER multiple DTC’s) Check the wiring and connections on the transmission loom.
Control Solenoid Defective TCM For further information refer to AUTOMATIC TRANSMISSION -
Control Circuit low Defective solenoid DIAGNOSTICS AND TESTING - 307-01
"U" codes.
"U" codes are module communications errors.
Most "U" codes are associated with incorrect software programming or, more commonly, signals being corrupted between modules due to wiring or connection problems.
"U" codes can also occur during module reprogramming. WDS should clear these codes when reprogramming is complete. If WDS fails to do this, it indicates there is a "hard" fault with the system
For further information see additional notes at the end of this section.

(PID) Cont ON
KOEO Y/N
KOER
U0073 - Cont N Defective wiring between the PCM and TCM Check the wiring and connections between the PCM and transmission
Torque Converter (normally indicated with multiple DTC’s) connection.
Clutch Pressure Defective TCM If stored with multiple DTC’s, attempt to identify a common theme and which
Control Solenoid Defective solenoid module they are associated with.
Control Circuit low CLEAR ALL DTC’s. TEST the system for normal operation.
If DTC resets, replace the relevant module and re-flash all modules with latest
calibrations
U0100 - Cont N Defective wiring between the PCM and TCM Check the wiring and connections between the PCM and transmission
Torque Converter (normally indicated with multiple DTC’s) connection.
Clutch Pressure Defective TCM If stored with multiple DTC’s, attempt to identify a common theme and which
Control Solenoid Defective solenoid module they are associated with.
Control Circuit low CLEAR ALL DTC’s. TEST the system for normal operation.
If DTC resets, replace the relevant module and re-flash all modules with latest
calibrations
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(PID) Cont ON
KOEO Y/N
KOER
U0121 - Defective wiring or connections between ABS, PCM, IC, BEM and TCM Carryout network test with WDS
Lost Communication Check condition of wiring and connectors between ABS, PCM, IC, BEM and
With Anti-Lock TCM modules.
Brake System CLEAR ALL DTC’s. TEST the system for normal operation.
(ABS) Control If DTC resets, replace the relevant module and re-flash all modules with latest
Module calibrations.
U301 - Cont Incorrect software programmed in to TCM Ensure the PCM, TCM, BEM, ABS and IC are correctly programmed with the
TCM incorrect KOEO Incorrect TCM fitted latest calibrations.
communication with KOER For further information refer to AUTOMATIC TRANSMISSION -
other modules DIAGNOSTICS AND TESTING - 307-01
U0302 - Cont N Incorrect software programmed in to TCM Ensure the PCM, TCM, BEM, ABS and IC are correctly programmed with the
TCM incorrect KOEO Incorrect TCM fitted latest calibrations.
communication with KOER For further information refer to AUTOMATIC TRANSMISSION -
other modules DIAGNOSTICS AND TESTING - 307-01
U0323 - N Incorrect calibration for IC Ensure latest software and calibrations are in use.
Software no Wiring between 16 pin DLC, IC and PCM damaged or defective Check the wiring between the 16 pin DLC, IC and PCM
communication with CAN circuit failure Carry out multiplex system checks
instrument cluster 16 pin WDS lead damaged or defective
(IC)
U1039 - Cont N Damaged wiring or connections between the VSS and PCM. Check the wiring and connections between VSS, PCM and IC.
Invalid VSS data via Error on the SCP system between the VSS, PCM, IC and DLC Carryout a wiggle test monitoring VSS with WDS datalogger.
the SCP Incorrect VID programmed in to PCM. Ensure latest software is programmed in PCM, IC, TCM and ABS.
PCM, IC, ABS not running current software and calibrations
U1146 - Cont N Attempt to start vehicle with incorrect key. Ensure you have correct key
Invalid or missing PATS programming incorrect Reprogram PATS
data for vehicle Damaged ignition key/barrel transponder Check the condition of the transponder and receivers.
security
U1147 - BEM N Attempt to start vehicle with incorrect key. Ensure you have correct key
Invalid or missing PATS programming incorrect Reprogram PATS
data for vehicle Damaged ignition key/barrel transponder Check the condition of the transponder and receivers.
security
U1900 - Cont N Refer to electrical section CAN diagnostics Refer to electrical section CAN diagnostics
CAN bus fault
Invalid vehicle Error on the SCP system between the VSS, PCM, IC and DLC Carryout a wiggle test monitoring VSS with WDS datalogger.
speed data Incorrect VID programmed in to PCM. Ensure latest software is programmed in PCM, IC, TCM and ABS.
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(PID) Cont ON
KOEO Y/N
KOER
Unexpected vehicle Error on the SCP system between the VSS, PCM, IC and DLC Carryout a wiggle test monitoring VSS with WDS datalogger.
speed Incorrect VID programmed in to PCM. Ensure latest software is programmed in PCM, IC, TCM and ABS.
U2050 - Cont TCM programmed strategy does not fit vehicle specification. Ensure latest software is programmed in all modules
Incorrect strategy KOEO Ensure the VID data is correctly programmed
(TCM) For further information refer to AUTOMATIC TRANSMISSION -
U2051 - Cont N TCM calibration outside parameters or unable to communicate correct data Ensure latest software is programmed in all modules
Incorrect calibration KOEO CLEAR ALL DTC’s. TEST the system for normal operation.
(TCM) If DTC resets, replace the relevant module and re-flash all modules with latest
calibrations.
Message for VSS Error on the SCP system between the VSS, PCM, IC and DLC Carryout a wiggle test monitoring VSS with WDS datalogger.
missing Incorrect VID programmed in to PCM. Ensure latest software is programmed in PCM, IC, TCM and ABS.
General Notes with reference to DTC’s with a "U" pre-fix
DTC’s with a "U" pre-fix indicate a communications error.
When using WDS you may run a complete self-test which records a number of "U" codes. Example U0302 PCM communication with TCM. Most of the diagnostic procedures within the PCM are generic;
therefore the PCM will "look" for the TCM during a KOEO test, even though the vehicle is fitted with a manual transmission, hence the stored DTC. DTC’s of this nature do affect the normal operation of the
vehicle.
Most "U" codes are associated with incorrect software programming or, more commonly, signals being corrupted between modules due to wiring or connection problems.
"U" codes can also occur during module reprogramming. WDS should clear these codes when reprogramming is complete. WDS fails to do this, it indicates there is a "hard" fault with the system
However if a module is suspected one of the easiest ways to identify the area of the concern is to use the out-put state control (OSC) function on WDS datalogger. The OSC is identified with a # symbol.
Example: A customer complaining of an erratic tacho (RPM) gauge
Select WDS datalogger
Select IC (instrument cluster)
Select TACHO#
Select the # key on the right-hand side of WDS screen
Below this button another 3 buttons will appear, one a finger pressing a button, the next a + sign and the third a - sign
Press the finger button, then press the + sign. The RPM gauge will then start to sweep across the gauge.
Further presses of this button will cause the gauge to travel further
If as the gauge moves it can be seen to fluctuate, this would indicate a fault with the gauge itself. If it produces a smooth movement, it would indicate a communication error between the PCM and the
IC.
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Glossary
ABS Acronym for Anti-lock Brake System. Prevents wheel lockup during an emergency stop
by modulating brake pressure. Allows the driver to maintain steering control and stop
the vehicle in the shortest possible distance under most conditions
APP Acronym for Accelerator Pedal Position Sensor. The pedal position sensor has 3
independent outputs, APPS1, APPS2 and APPS3
APPSVREF Acronym for Accelerator Pedal Position Sensor VREF. A 5V supply. Two are used for
the pedal sensor
APPSRTN Acronym for Accelerator Pedal Position Sensor Return. A 0V supply. Two are used for
the pedal sensor
ASR Acronym for Acceleration Slip Control system. Also known as the traction control
system
Absolute The pressure referenced to a perfect vacuum
Pressure
ACC Acronym for Air Conditioning Clutch in this section
ACD Acronym for Air Conditioner Demand.
ACP Acronym for Air Conditioning Pressure
ACPT Acronym for Air Conditioner Pressure Transducer
ACR Acronym for Air Conditioning Clutch Relay
Actuator A mechanism for moving or controlling something indirectly instead of by hand
AEAT Acronym for Air Conditioner Evaporator Temperature
Air Conditioning A vehicular system that modifies the passenger compartment environment by cooling
and drying the air
Analogue Signals Are signals that vary within a certain range (ie.0 - 5 volts). An analogue signal is
infinitely variable within the rage. The Throttle Position Sensor (TP) produces an
analogue signal
ATDC Acronym for After Top Dead Centre
Base Timing Spark advance in degrees before top dead centre of the base engine without any
control from the PCM
Battery An electrical storage device designed to produce a DC voltage by means of an
electrochemical reaction
BBM Acronym for Broad Band Manifold, see IMCC
BEM Acronym for Body Electronic Module
BFS Acronym for Blower Fan Speed
Blower A device designed to supply a current of air at a moderate pressure. A blower usually
consists of an impeller assembly, a motor and a suitable case. The blower case is
designed as part of the ventilation system
BOO Acronym for the Brake On Off Switch.
BPS Acronym for Boost Pressure Sensor. Measures the boost pressure of the turbocharger.
BTDC Acronym for Before Top Dead Centre - relating to the position of the piston within the
cylinder
Camshaft A shaft on which phased cams are mounted. The camshaft is used to regulate the
opening and closing of the intake and exhaust valves
CAN Acronym for Control Area Network. An inter-module communications network
comprising a twisted pair wire, CAN-H and
CAN-L Which have complementary output.
Canister A device designed to hold dry material. An evaporative emission canister contains
activated charcoal that absorbs fuel vapours and holds them until the vapours can be
purged at an appropriate time
Canister Purge Controls purging of the EVAP canister
CASEGN Acronym for PCM Case Ground
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Catalytic An in-line exhaust system device used to reduce the level of engine exhaust emissions
Converter
CD1-8 Acronym for Coil Driver. The PCM’s Coil On Plug output drivers.
CHT Acronym for Cylinder Head Temperature sensor.
Circuit A complete electrical path or channel, usually includes the source of electrical energy.
Circuit may also describe the electrical path between two or more components. May
also be used with fluids, air or liquids
CKP Acronym for Crankshaft Position Sensor
Closed Loop A control system that uses a signal from an oxygen sensor mounted in the exhaust
system to control the ratio of air and fuel provided to the engine. Also known as the
Lambda loop
Clutch A mechanical device that uses mechanical, magnetic or friction type connections to
facilitate engaging or disengaging of two shafts or rotating members
CMP Acronym for Camshaft Position. Indicates camshaft position. Provides camshaft position
information for fuel injection synchronisation
CO Carbon Monoxide. A colourless, odourless, gas toxic gas formed by combustion within
the cylinder
CO2 Carbon Dioxide. A colourless, odourless, incombustible gas formed during combustion
Coil A device consisting of windings of conductors around an iron core, designed to
increase the voltage and for use in a spark ignition system
Continuous The portion of KAM used to store DTC’s generated during Continuous Memory
Memory Self-Test
Continuous A continuous test of the EEC system conducted by the PCM whenever the vehicle is
Memory Self-Test operating
Control A means or a device to direct and regulate a process or guide the operation of a
machine, apparatus system
Coolant A fluid used for heat transfer. Coolants usually contain additives such as rust inhibitors
and antifreeze
Crankshaft The part of an engine that converts the reciprocating motion of the pistons to rotary
motion
Data General term for information, usually represented by numbers, letters, or symbols
Digital Digital signals have only one of two values, either on or off. Some systems measure the
duration between the on and off signals to determine a value. The vehicle speed sensor
(VSS)is produces a digital signal
DLC Acronym for Data Link Connector. Connector providing access and/or control of the
vehicle information, operating conditions, and diagnostic information
DTC Acronym for Diagnostic Trouble Code
Code An alpha/numeric identifier for a fault condition identified by the On-Board Diagnostic
System
EDF1 Acronym for Electro Drive Fan 1. Controls the engine cooling fans at low Speed
EDF2 Acronym for Electro Drive Fan 2. Controls the engine cooling fans at high Speed
EMC Acronym for Electro-Magnetic Compatibility
Engine A machine designed to convert thermal energy into mechanical energy to produce force
or motion
EOT Acronym for Engine Oil Temperature
ETB Acronym for Electronic Throttle Body
ETC Acronym for Electronic Throttle Control.
ETCN Acronym for Electronic Throttle Control Negative. The negative of the ETC motor.
ETCP Acronym for Electronic Throttle Control Positive. The positive of the ETC motor.
EVAP Acronym for Evaporative Emission Evaporative Emission (EVAP) - A system to prevent
fuel vapour from escaping into the atmosphere. Typically includes a charcoal canister to
store fuel vapours
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Fan A device designed to supply a current of air. A fan may also have a frame, motor, wiring
harness and the like
FEPS Acronym for Flash EEPROM Power Supply
FMEM Acronym for Failure Mode Effects Management. An alternative vehicle operation
strategy that protects vehicle function from the adverse effect of a system failure
FP Acronym for Fuel Pump. A pump used to deliver fuel to the engine
Freeze Frame A block of memory containing the vehicle operating conditions for a specific time
Fuel Any combustible substance burned to provide heat or power. Typical fuels include
gasoline and diesel fuel. Other types of fuel include ethanol, methanol, natural gas,
propane or in combination
Fuel Rich/Lean A qualitative evaluation of air-fuel ratio based on an A/F ratio known as stoichiometry or
14.64:1. In the EEC system, rich/lean is determined by a voltage signal from the H02S.
An excess of oxygen (lean) is indicated by an H02S voltage of less than 0.4 volts; a
rich condition is indicated by an H02S voltage of greater than 0.6 volts
GCO Acronym for Gas Cut-out
GLVL Acronym for Gas Tank Level Sensor
GLVL-RTN Acronym for Gas Tank Level Sensor Return
GRND Ground. The ground, or common side of a DC electrical circuit
GSCA-D Acronym for LPG Stepper Motor A to D
Hall Effect A process where current is passed through a small slice of semi-conductor material at
the same time as a magnetic field to produce a small voltage in the semi-conductor
HC Hydrocarbon. A compounds that contains only carbon and hydrogen
HO2S Acronym for Heated Oxygen Sensor. An Oxygen Sensor (02S) that is electrically
heated
Hz Hertz. The measure of a frequency - equal to one cycle per second. Defined by
Heinrich Rudolf Hertz
IAC Acronym for Idle Air Control. Electrical control of throttle bypass air
IAT Acronym for Intake Air Temperature. The temperature of the intake air
IDM Acronym for Ignition Diagnostic Monitor
Ignition System used to provide high voltage spark for internal combustion engines
IGNSNS Acronym for Ignition Sense input.
IMCC Acronym for intake Manifold Charge Control
INJ1-8 Acronym for Fuel Injectors 1 to 8
Injector A device for delivering metered pressurised fuel to the intake system or the cylinders
Intake Air Air drawn through a cleaner and distributed to each cylinder for use in combustion
Intermittent A fault that may not be present or identifiable at the present time
KAM Acronym for Keep Alive Memory. A portion of the memory within the PCM that must
maintain power even when the vehicle is not operating
KAPWR Acronym for Keep Alive memory Power. Dedicated, un-switched power circuit that
maintains KAM
Knock The sharp metallic sound produced when two pressure fronts collide in the combustion
chamber of an engine
KOEO Acronym for Key On Engine Off Self-Test. A test of the EEC system conducted by the
PCM with power applied and the engine at rest
KOER Acronym for Key On Engine Running Self-Test. A test of the EEC system conducted by
the PCM with the engine running and the vehicle at rest
KS Acronym for Knock Sensor. Detects engine knock
L Litres
Lean excess air (or too little fuel) in the air- fuel ratio being supplied to the combustion
process
LONGFT Acronym for Long Term Fuel Trim
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LPG Acronym of Liquefied Propane Gas. Used as an alternative to petroleum fuel in

combustion engines
LUS Acronym for Lock up Solenoid
M/T Manual Transmission
Manifold A device designed to collect or distribute fluid, air or the like
MAP Acronym for Manifold Absolute Pressure. The absolute pressure of the intake manifold
air
Module A self-contained group of electrical/electronic components, which is designed as a
single renewable unit
Multiplexing the simultaneous transmission of two or more signals over a single circuit. The EEC-V
uses multiplexing to communicate with the NGS
NC Acronym for Normally Closed electrical Contact
NO Acronym for Normally Open electrical Contact
NOx Oxides of Nitrogen
OCV Acronym for Oil Control Valve. Also known as a Camshaft Position Actuator. Used on
the VCT to control oil pressure to the phaser.
OHC Acronym for Overhead Camshaft. An engine configuration that uses a camshaft
positioned above the valves Open Circuit - A circuit which does not provide a complete
path for flow of current
OSS Acronym for Output Shaft Speed Sensor. A sensor which provides driveshaft speed
information
PCM Acronym for Powertrain Control Module
PCS Acronym for Power Control Solenoid
PCV Acronym for Positive Crankcase Ventilation. Positive ventilation of crankcase emissions
Phaser a mechanism used on VCT to vary camshaft angle
PID Acronym for Parameter Identification. Identifies an address in memory which contains
vehicle operating information
PIP Acronym for Profile Ignition Pick-up. Provides crankshaft or camshaft position
information for ignition synchronisation
Power Steering A system which provides additional force to the steering mechanism, reducing the
driver’s steering effort
Powertrain The elements of a vehicle by which motive power is generated and transmitted to the
driven axles
PSP Acronym for Power Steering Pressure Switch. Indicates the pressure in the power
steering system
Pulse Width a continually changing digital signal turned on and off or a percentage of the available
Modulation on pulse off cycle time. A signal on for 30% and off 70% of the time is a 30% On PWM
(PWM) signal
PRIME Acronym for the LPG PRIME solenoid.
Pump A device used to raise, transfer, or compress fluids by suction, pressure or both
PWRGND Power Ground. The main ground circuit in the EEC-V system
PWRSTN Acronym for Power Sustain. A PCM output that powers the VPWR relay on for a short
delay after the ignition is keyed OFF.
Relay A generally electromechanical device in which connections in one circuit are opened or
closed by changes in another circuit
RBS Acronym for Redundant Brake Switch used for the cruise control feature
RGS Acronym for the Reverse Gear Switch used on manual transmissions.
Rich an inadequate amount of air (or too much fuel) in the air-fuel ratio being supplied to the
combustion process
RPM Engine speed in revolutions per Minute
SCRSA Acronym for Speed Control Range Sensor (Analogue signal).
Short Circuit An undesirable connection between a circuit and any other point
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SHRTFT Acronym for Short Term Fuel Trim

Signal A fluctuating electric quantity, such as voltage or current, whose variations represent
information
SIGRTN Acronym for Signal Return. A dedicated sensor ground circuit that is common to two or
more sensors
Solenoid A device consisting of an electrical coil which, when energised, produces a magnetic
field in a plunger that is pulled to a central position. A solenoid may be used as an
actuator in a valve or switch
Speed The magnitude of velocity (regardless of direction)
SS x Acronym for Shift Solenoid. A device that controls shifting in an automatic transmission
STRTEN Acronym for Start Enable relay output.
Switch A device for making, breaking, or changing the connections in an electrical circuit
System A group of interacting mechanical or electrical components serving a common purpose
Tachometer A meter that provides a measure of engine speed in RPM
TAS Acronym for Travel Assistance Service, the signal received by the PCM from the
Restraint Control Module, RCM, when it detects deployment level impact events.
TDC Acronym for Top Dead Centre - relating to the position of the piston within the cylinder
Test A procedure whereby the performance of a product is measured under various
conditions
TFT Acronym for Transmission Fluid Temperature. Indicates temperature of transmission
fluid
Throttle A valve for regulating the supply of a fluid, usually air or an air-fuel mix, to an engine
Timing Relationship between spark plug firing and piston position usually expressed in
crankshaft degrees before (BTDC) or after (ATDC) top dead centre of the compression
stroke
T-MAP Acronym for Temperature and Manifold Absolute Pressure Sensor
TP Acronym for Throttle Position sensor. Indicates the position of the throttle plate. The TP
sensor assembly has two independent sensor outputs
TPS_VREF Acronym for Throttle Position sensor VREF. The 5V supply for the sensor
TPS_RTN Acronym for Throttle Position sensor RTN. The 0V supply for the sensor
TRS-A1 Acronym for Transmission Range Sensor - (Analogue signal) 1. The transmission
mounted sensor gear position.
TRS-A2 Acronym for Transmission Range Sensor - (Analogue signal) 2. The centre console
mounted electronic Sport Shift sensor.
Transient Remaining only for a brief time
Transmission A device which selectively increases or decreases the ratio of relative rotation between
its input and output shafts.
TURBO Acronym for Turbocharger
Variable A process of passing a magnetic field through wire windings and inducing a voltage
Reluctance
Valve A device by which the flow of liquid, gas, vacuum, or loose material in bulk may be
started, stopped or regulated by a movable part that opens, shuts or partially obstructs
one or more ports or passageways. A “Valve” is also the moveable part of such a
device
VCT Acronym for Variable Camshaft Timing
VPS Acronym for Variable Pressure Control Solenoid 5
VPWR Acronym for Vehicle Power. A switched circuit that provides power to the EEC system.
Compare “Battery Positive Voltage (B+).”
VREF Acronym for Reference Voltage. A dedicated circuit that provides a 5.0 volt signal used
as a reference by certain sensors
BF00006 en 01/2006 2006.0 BF Falcon

VSOUT Acronym for Vehicle Speed Output. An output which provides speed information as a
frequency signal proportional to vehicle speed
VSS Acronym for Vehicle Speed Sensor. A sensor which provides vehicle speed information
WOT Acronym for Wide Open Throttle. A condition of maximum airflow through the throttle
body
The glossary is a list of technical terms or acronyms
and their definitions. It is not intended to be a
dictionary of components and their functions. If a
detailed description of a specific component is
desired, refer to the related Workshop Manual Group.
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GENERAL PROCEDURES
Powertrain Control Module 3. Locate 565B-W (Black wire with white stripe) and
splice the wire at the back of connector C-119.
Accessing vehicle speed signal for installation of Refer to Connector Views chapter 700-07-00.
taximeters
CAUTION: Vehicle speed signal must NOT be

accessed via the ABS system as this may
compromise system integrity.
NOTE: The Power Control Module (PCM) generates
the vehicle speed signal which can be accessed by
taximeters. The B36VSOUT is a pulsed 12V signal of
approximately 5000 pulses/km which is used by
SATNAV (Refer to chapter 419-07 for further
SATNAV information) to measure speed. This
outputted signal should be accessed by taximeters to
monitor vehicle speed.
1. Remove outer front LHS scuff plate.
4. Check integrity of taximeter. Taximeters to be
used with the PCM should have an input
resistance to ground of between 4.7kOhm and
15kOhm
5. Re-install scuff plates.
Adjustment
1. Using a suitable vacuum pump and gauge, apply
a 40kPa vacuum to IMCC actuator.
2. Adjust IMCC set screw to achieve the specified
clearance between the set screw and the actuator
arm.
2. Remove inner front LHS scuff plate. IMCC Clearance Specification
This will expose the B36VSOUT wiring which 3. 0.65 - 0.80 mm
includes the 565B-W wire and C-119 connector.
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GENERAL PROCEDURES (Continued)
VCT Solenoid Valve

Cleaning Procedure
Items required.
1. Aerosol can of suitable cleaning fluid such as CO
electrical cleaning fluid, Compressed air or
similar.
2. Clean Rag.
3. Wiring Loom.
4. 12V Vehicle Battery.
5. Safety Glasses.
Procedure.
6. Remove jammed Oil Control Valve (OCV) Ref.
Engine Section 303-01a, b & c.
7. Place valve on a clean cloth.
8. Connect 12V onto valve through a push button
momentary switch.
9. Hold valve upright on clean cloth.
10. Spray cleaning Fluid into ports of valve while
pressing momentary switch 3 - 4 times per
second.
11. Clean down the center of the valve using a similar
process.
12. Repeat process until the obstruction is removed.
13. Re-fit valve and test.
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REMOVAL AND INSTALLATION
Crankshaft Position (CKP) Sensor (I6 Camshaft Position Sensor (I6 Engine)
Engine) Removal
Removal 1. Remove the camshaft position (CMP) sensor.
1. Remove the crankshaft position (CKP) sensor. 1. Disconnect the electrical connector
1. Disconnect the electrical connector 2. Remove the retaining bolt
2. Remove the retaining bolt 3. Remove the sensor
3. Remove the sensor
Installation
NOTE: Be sure the sensor wiring is routed away from 1. To Install, reverse the removal procedure.
the battery cable.
Camshaft Position Sensor (V8 Engine)
Installation
1. To Install, reverse the removal procedure. Removal
1. Disconnect the battery ground cable. For
Crankshaft Position (CKP) Sensor (V8 additional information, refer to Section 414-01.
Engine) 2. Disconnect the camshaft position (CID) sensor
electrical connector.
Removal 3. Unscrew the retaining bolt and remove the CID
1. Remove the A/C compressor. For additional sensor.
information, refer to Section 412-03.
2. Remove the crankshaft position (CKP) sensor.
1. Disconnect the electrical connector
2. Remove the bolt
3. Remove the sensor
Installation
1. To Install, reverse the removal procedure.
Installation
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REMOVAL AND INSTALLATION (Continued)
Knock Sensor (I6 Engine) 4. Remove the CHT sensor.
Removal
1. Disconnect the knock sensor (KS) electrical
connector.
2. Remove the bolt and the KS.
Installation
Throttle Position (TP) Sensor (I6, LPG

& Turbo Engines)
Installation
Removal
1. Ensure the ignition has been switched off and the
Cylinder Head Temperature (CHT) battery disconnected. For additional information,
refer to Section 414-01.
Sensor (I6 Engine)
2. Remove the inlet duct from the throttle body.
Removal 3. Remove the TP sensor.
1. Disconnect the cylinder head temperature (CHT) 1. Disconnect the electrical connector from the
sensor electrical connector. TP sensor by sliding the red locking tab out
2. Using a ring spanner, remove the CHT sensor. and pressing the clip release.
2. Remove the 2 TP sensor retaining bolts.
3. Remove the TP sensor from the throttle body.
I6 & Turbo
Installation
Cylinder Head Temperature (CHT)
Sensor (V8 Engine)
Removal
1. Disconnect the battery ground cable. For
additional information, refer to Section 414-01.
2. Disconnect the electrical connector and remove
the alternator.
3. Disconnect the CHT sensor electrical connector.
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LPG Engine 7. Remove the throttle TP sensor.

1. Remove the 2 TP sensor retaining bolts.
2. Remove the TP sensor from the throttle body.
Installation
1. Fit the new bolts provided with the new TP sensor
and tighten them to 2 - 4Nm. Installation
2. Reconnect the electrical connector ensuring there 1. Fit the new TP sensor to the throttle body,
is a positive “click” as the safety clip engages. ensuring that the locating pin on the TP sensor
3. Slide the red locking tab into position. aligns with the hole in the throttle body.
4. Refit the inlet duct to the throttle body. 2. Fit the new bolts provided with the new TP sensor
5. Reconnect the battery. and tighten them to 2 - 4Nm.
6. Switch on the ignition then fully depress the 3. Refit the gasket and the throttle body to the inlet
accelerator pedal and release it. manifold and tighten the bolts to 8 -12Nm.
7. Perform key-on, engine-off test to ensure no TP 4. Reconnect both electrical connectors ensuring
sensor codes are present. there is a positive “click” as the safety clips
8. Start the car and ensure normal operation. engage.
5. Slide the red locking tabs into position.
Throttle Position (TP) Sensor (V8 6. Refit the inlet duct to the throttle body.
Engine) 7. Reconnect the battery.
Removal 8. Switch on the ignition then fully depress the
accelerator pedal and release it.
1. Ensure the ignition has been switched off and the
battery disconnected. For additional information, 9. Perform key-on, engine-off test to ensure no TP
refer to Section 414-01. sensor codes are present.
2. Remove the inlet duct from the throttle body. 10. Start the car and ensure normal operation.
3. Disconnect the 4 way electrical connector from Powertrain Control Module (PCM) (I6
the TP sensor by sliding the red locking tab out
and pressing the clip release. Engine)
4. Disconnect the 2 way electrical connector from The PCM is installed in the engine compartment on
the throttle body motor by sliding the red locking the bracket over the front nearside strut tower. Three
tab and pressing the clip release. security bolts secure the PCM to the PCM bracket.
5. Remove the 4 bolts retaining the throttle body to Removal
the inlet manifold. 1. Ensure the ignition has been switched off and the
6. Note the throttle body orientation, then remove battery disconnected. For additional information,
the throttle body, being careful with the gasket. refer to Section 414-01.
2. Use a small high-speed grinding tool with a small
circular grinding disc to cut slots on the 3 security
bolts holding the PCM to the bracket.
CAUTION: This operation produces
sparks and debris that can cause fire and
personal injury.
Perform this operation in a well-ventilated
area.
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Ensure that that there are no fuel leaks in 8. Reconnect the WDS tester and run a KOEO and
the engine compartment, the engine, fuel KOER test on the PCM. Rectify faults if required.
injectors and fuel lines. 9. Torque the security bolts on the PCM until the
Ensure that there are no flammable liquids heads break off.
and fumes present in the work area. Eg
solvents, inks, paints, thinners, cleaning HEGO 11 (I6 Engines)
fluids, open fuel containers etc.
Removal
Use necessary precautions to confine
debris from the grinder. 1. Disconnect the electrical connector.
Use protective goggles and gloves for
personal safety.
3. Use a blade screwdriver to unscrew the security
bolts.
4. Release the wiring harness locking bar and
remove the harness from the PCM.
V8 Engine
Item Description
1 PCM Module
2 Security bolt
5. Remove the PCM.
Installation
1. Secure the wiring harness to the correct PCM
connector pockets. They are keyed so that they
only fit one way and both the A and B pocket Item Description
connectors are different.
2. For new PCMs, perform the Module Configuration
2 HEGO Sensor (LHS & RHS)
operation in the "Module Programming" section.
3. For new PCMs, perform the Parameter Reset 2. Using a 22mm ring spanner, remove the sensor
operation as detailed in this section to re-train the Installation
Smartshield security system. 1. Make sure the thread is cleaned and that a
4. For new PCMs, retrain the audio system to the suitable anti-seize compound is applied to the
new PCM ID code. This procedure can be carried thread before installing the sensor.
out by using the WDS tester. 2. Refit the sensor and ensure it is tightened to the
5. Temporarily secure the PCM to the bracket with correct torque (45Nm +/- 7Nm)
new security bolts. DO NOT BREAK THE HEADS 3. Ensure the sensor fly lead is secured correctly to
OFF YET. avoid any moving parts, sharp edges on the
6. Clear the PCM fault codes vehicle body or exhaust heat shields and is not in
7. Remove the WDS and test-drive the vehicle. contact with any part of the exhaust system.
BF00006 en 01/2006 2006.0 BF Falcon

HEGO Sensor 11 (Turbo) 2. Refit the sensor and ensure it is tightened to the
correct torque (45Nm +/- 7Nm)
Removal 3. Ensure the sensor fly lead is secured correctly to
1. Disconnect the electrical connector avoid any moving parts, sharp edges on the
vehicle body or exhaust heat shields and is not in
contact with any part of the exhaust system.
HEGO 11 & 21 (V8 Engines)
Removal
1. Disconnect the electrical connector.
V8 Engine
2. Using a 22mm ring spanner, remove the sensor

Installation
1. Make sure the thread is cleaned and that a
suitable anti-seize compound is applied to the
thread before installing the sensor.
2. Refit the sensor and ensure it is tightened to the
3. Ensure the sensor fly lead is secured correctly to Item Description
avoid any moving parts, sharp edges on the
contact with any part of the exhaust system. 2 HEGO Sensor (LHS & RHS)
HEGO Sensor 12 (I6 Engine) 2. Using a 22mm ring spanner, remove the sensor
Installation
Removal 1. Make sure the thread is cleaned and that a
1. Disconnect the electrical connector. suitable anti-seize compound is applied to the
3. Ensure the sensor fly lead is secured correctly to
avoid any moving parts, sharp edges on the
contact with any part of the exhaust system.

Installation
BF00006 en 01/2006 2006.0 BF Falcon

HEGO 12 & 22 (V8 Engines) 2. Refit the retaining bolt and tighten.
3. Reconnect the harness to the BPS.
Removal
1. Disconnect the electrical connector. Turbocharger Wastegate Control
Solenoid
Removal
1. Remove the Wastegate Control Solenoid.
1. Disconnect the electrical connector.
2. Slide solenoid up and away from its retaining
bracket.

Installation
3. Ensure the sensor fly lead is secured correctly to Installation
avoid any moving parts, sharp edges on the 1. To Install, reverse the removal procedure.
contact with any part of the exhaust system. Reverse Gear Switch
Boost Pressure Sensor (Turbo Engine) Removal
1. Remove the Reverse Gear Switch
Removal
1. Disconnect the electrical connector
1. Disconnect the wire harness from the BPS
connector. 2. Remove the retaining bolt
2. Unscrew the retaining bolt. 3. Remove the sensor
3. Gently pull the sensor out vertically from the
aluminium duct.
Installation
Installation
1. Push the BPS into the aluminium duct.
BF00006 #REQUIRED 01/2006 2006.0 BF Falcon

Temperature and Manifold Absolute Fuel Rail (I6 Engine)

Pressure (T-MAP) Sensor
Removal
Removal 1. Ensure the area of the fuel rail and intake
1. Remove the Electronic Throttle Body and then manifold injectors are clean of all dirt, grit etc.
disconnect the engine wiring harness from the Prior to the removal of injectors.
T-MAP connector. 2. Relieve fuel system residual pressure.
2. Remove the two screws securing the T-MAP 3. Remove intake air duct.
sensor to the inlet manifold.
4. Disconnect the wiring harness from the fuel
3. Carefully withdraw the sensor from the manifold. injectors at the connector.
4. Plug the aperture in the inlet manifold to prevent 5. Tag and disconnect fuel supply and return lines at
the ingress of foreign material. the quick-connect fittings.
Installation 6. Disconnect vacuum hose from pressure regulator.
1. Install new o-rings on the T-MAP sensor, if 7. Disconnect the wiring loom from the fuel rail.
necessary.
8. Remove the screws attaching the fuel rail
2. Install the T-MAP sensor into the inlet manifold brackets to the intake manifold.
with the connector at the bottom.
9. Remove the fuel injector to fuel rail retaining clips
3. Align the holes and install the T-MAP sensor and withdraw each injector. Place each injector in
retaining screws. Tighten the screws to 3Nm. a clean plastic bag to prevent the injectors from
4. Reconnect the harness to the T-MAP sensor. being contaminated with foreign material. Number
5. Run the engine and check for vacuum leaks each bag according to injector position. Plug the
around the sensor. Rectify any leaks found. apertures in the intake manifold to prevent the
ingress of foreign material.
I6 Engine
Installation
1. Ensure the fuel rail injector mounting apertures
are clean, smear the fuel injector sealing rings
with a light coating of engine oil. DO NOT use
petroleum jelly. Insert the injectors into the fuel rail
and install retaining clips.
2. Ensure the intake manifold injector apertures and
the fuel injector tips are clean, smear the injector
sealing rings with a light coating of engine oil. DO
NOT use petroleum jelly. Insert the injectors into
the manifold and position the fuel rail, install the
retaining screws and torque screws to 19Nm.
3. Attach the injector wiring loom at the fuel rail and
connect the injector clamp.
4. Reconnect the fuel supply and return lines as
V8 Engine tagged.
5. Start and run engine. Check for any leaks. Rectify
any faults found.
BF00006 #REQUIRED 01/2006 2006.0 BF Falcon

Fuel Rail (V8 Engine) 6. Connect throttle cable to the throttle linkage.
7. Connect wiring connectors to the TP and ISC
Removal sensors.
1. Ensure the area of the fuel rail and intake 8. Install intake air duct to the air cleaner and throttle
manifold injectors are clean of all dirt, grit etc. body.
Prior to the removal of injectors. 9. Start and run engine. Check for any leaks. Rectify
2. Relieve fuel system residual pressure. any faults found.
3. Remove intake air duct from the air cleaner and
throttle body. Brake Switches
4. Disconnect wiring connectors from the Throttle Refer to Section 206-06 for more information.
Position Sensor (TP) <TPS> and Idle Air Control
Valve (IAC) <ISC>sensors. Clutch Engagement Switch, (Manual
5. Disconnect vacuum hoses and lines from the PCV Transmission)
system and fuel pressure regulator.
6. Disconnect the throttle cable from the throttle Removal
linkage. 1. Gently twist the switch 45 degrees anti clockwise.
7. Remove the upper intake manifold. 2. Withdraw the switch from the bracket.
8. Tag and is connect the fuel supply and return
lines using quick-connect fittings.
9. Disconnect the fuel injector wiring connectors.
10. Remove the screws securing the fuel rail.
11. Remove the fuel rail and injectors as an
assembly.
12. Remove the fuel injector from the fuel rail. Place
each injector in a clean plastic bag to prevent the
injectors from being contaminated with foreign
material. Number each bag according to injector
position. Plug the apertures in the intake manifold
to prevent the ingress of foreign material.
Installation
1. Ensure the fuel rail injector mounting apertures 3. Unplug the wire harness connector from the
are clean, smear the fuel injector sealing rings switch.
with a light coating of engine oil. DO NOT use Installation
petroleum jelly. Insert the injectors into the fuel
1. Plug the wire harness connector to the switch.
rail.
2. Insert the switch into to the bracket.
2. Ensure the intake manifold injector apertures and
the fuel injector tips are clean, smear the injector 3. While pushing the switch home into the bracket,
sealing rings with a light coating of engine oil. DO gently twist the switch 45 degrees clockwise to
NOT use petroleum jelly. Insert the injectors into lock the switch into the bracket.
the manifold and position the fuel rail, press down
on the fuel rail and install the retaining screws. Pedal Position Sensor
Torque screws to 12Nm. Removal
3. Connect the fuel supply and return lines. Refer to Adjustable pedal section.
4. Install the upper intake manifold as described in Installation
Group 8-3, Eight Cylinder Engine. Refer to Adjustable pedal section.
5. Connect PCV hoses and all vacuum lines.
BF00006 en 01/2006 2006.0 BF Falcon

Air Conditioning Relay Phaser removal

Refer to Sections 412-03 & 412-04. Refer to Section 303-01a for more information.
Air Conditioner Pressure Transducer OCV removal
Refer to Section 412-03. Refer to Section 303-01a for more information.
Transmission Fluid Temperature CID sensor removal
Sensor Refer to Section 303-01a for more information.
VCT oil filter removal
Fuel Pump Refer to Section 303-01a for more information.
EVAP Canister Purge Solenoid
Transmission Range Sensor (TRSA1)
Transmission Range Sensor (TRSA2)

IMCC Installation
Item Description
1 Vacuum motor
2 Intake manifold
BF00006 en 01/2006 2006.0 BF Falcon

Power Steering Pressure Switch

PSP Switch Location, I6
PSP Switch Location, V8
BF00006 en 01/2006 2006.0 BF Falcon

303-14 Powertrain Control Management

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303-14 Powertrain Control Management 303-14

SECTION : 303-14 Powertrain Control Management

BF00006 01/2006 2006.0 BF Falcon

Service Procedure ..............................................................................................................303-14-21

BF00006 01/2006 2006.0 BF Falcon

Transmission Outputs ..........................................................................................................303-14-78

BF00006 01/2006 2006.0 BF Falcon

Air Conditioning Relay .......................................................................................................303-14-194

BF00006 01/2006 2006.0 BF Falcon

DESCRIPTION AND OPERATION

BF00006 en 01/2006 2006.0 BF Falcon

DESCRIPTION AND OPERATION (Continued)

PCM Control Components, I6 Engine

BF00006 en 01/2006 2006.0 BF Falcon

DESCRIPTION AND OPERATION (Continued)

BF00006 en 01/2006 2006.0 BF Falcon

DESCRIPTION AND OPERATION (Continued)

PCM Control Components, V8 Engine

BF00006 en 01/2006 2006.0 BF Falcon

DESCRIPTION AND OPERATION (Continued)

Item Description Powertrain Electric’s Diagnostics

BF00006 en 01/2006 2006.0 BF Falcon

DESCRIPTION AND OPERATION (Continued)

Fuel pump mechanism. The filter is part of the assembly and

BF00006 en 01/2006 2006.0 BF Falcon

DESCRIPTION AND OPERATION (Continued)

Fuel Injector Fuel Pressure Regulator

BF00006 en 01/2006 2006.0 BF Falcon

DESCRIPTION AND OPERATION (Continued)

The camshaft timing is controlled by directing oil

BF00006 en 01/2006 2006.0 BF Falcon

DESCRIPTION AND OPERATION (Continued)

A 4 + 1 tooth wheel on the front of each camshaft with

BF00006 en 01/2006 2006.0 BF Falcon

DESCRIPTION AND OPERATION (Continued)

BF00006 en 01/2006 2006.0 BF Falcon

DESCRIPTION AND OPERATION (Continued)

BF00006 en 01/2006 2006.0 BF Falcon

DESCRIPTION AND OPERATION (Continued)

Power Control Solenoid 6 (PCS) European On-Board Diagnostics (EOBD)

BF00006 en 01/2006 2006.0 BF Falcon

DESCRIPTION AND OPERATION (Continued)

BF00006 en 01/2006 2006.0 BF Falcon

DESCRIPTION AND OPERATION (Continued)

electronic ignition (EI) system test the fuel injection system

BF00006 en 01/2006 2006.0 BF Falcon

DESCRIPTION AND OPERATION (Continued)

BF00006 en 01/2006 2006.0 BF Falcon

DESCRIPTION AND OPERATION (Continued)

BF00006 en 01/2006 2006.0 BF Falcon

DESCRIPTION AND OPERATION (Continued)

exhaust gases do not remain in the catalytic converter Operating Strategies

BF00006 en 01/2006 2006.0 BF Falcon

DESCRIPTION AND OPERATION (Continued)

BF00006 en 01/2006 2006.0 BF Falcon

DESCRIPTION AND OPERATION (Continued)

Normal Mode Whilst cranking, all the injectors fire simultaneously on

BF00006 en 01/2006 2006.0 BF Falcon

DESCRIPTION AND OPERATION (Continued)

BF00006 en 01/2006 2006.0 BF Falcon