100%(1)100% нашли этот документ полезным (1 голос)
144 просмотров7 страниц
The document describes EEC-V diagnostic information for Ford vehicles, including:
1) Locating the EEC-V module under the passenger side kick panel.
2) EEC-V catch codes for various models.
3) Inputs and outputs to the EEC-V system.
4) Operating modes of the EEC-V including normal operation, limp home mode, and self-test modes.
The document describes EEC-V diagnostic information for Ford vehicles, including:
1) Locating the EEC-V module under the passenger side kick panel.
2) EEC-V catch codes for various models.
3) Inputs and outputs to the EEC-V system.
4) Operating modes of the EEC-V including normal operation, limp home mode, and self-test modes.
The document describes EEC-V diagnostic information for Ford vehicles, including:
1) Locating the EEC-V module under the passenger side kick panel.
2) EEC-V catch codes for various models.
3) Inputs and outputs to the EEC-V system.
4) Operating modes of the EEC-V including normal operation, limp home mode, and self-test modes.
Document Description This Document Describes information regarding obtaining ECC-V Diagnostic Information, as well as information on Placing the EEC-V Engine Management Module into diagnostic Mode. Finall, a !ist of EEC-V Catch Codes are listed here, for "eference and "e#lacement Information. The EEC-V Engine Management Module - Location and Models The EEC-V Engine Management Module is located underneath the Passenger $ide %ic& Panel, and can be accessed using the following Method. '. "emo(e the Door $cuff Moulding on the Passenger side door, b remo(ing the ) self ta#ing screws. *. "emo(e the * Plastic #lugs holding the %ic& #anel in #lace. "emo(e the &ic& Panel b #ulling it awa from the Foot well, at the firewall end. ). "emo(e the $elf Ta##ing $crew holding the "etaining +rac&et in #lace, and swing the retaining brac&et outwards. ,. The EEC-V Module should now be free to mani#ulate. To "emo(e the -iring Connector, sim#l use a '.mm $oc&et, and remo(e the "etaining +olt. /"EMEM+E" T0 DIC011ECT T2E 3"041D !E5D F"0M T2E +5TTE"6 FI"$T 78 EEC- Catch Codes Catch Code Diag Code Motor Trans Di Model Description ,TED
I9 5uto ).*) EFI Fairmont 3hia 1on Tic&ford Motor :D++
I9 5uto ).*) >2-;? Panel Van $martloc& 9DFC
V<20 Manual ).*) @an ;? >"<
EEC-V Inputs and !utputs The Following is a list of In#uts that the EEC-V $stem 4ses to determine o#timum o#eration of the Motor For a Ford Falcon /EF Model8. Inputs "roile Ignition "ic#up ("I") $ensor (V% Models) &ir Conditioning Clutch Inta#e &ir Temperature $ensor (I&T) Engine Coolant $ensor Heated E'haust (as !')gen (H!*$ - HE(!) $ensor Maniold &+solute "ressure (M&") $ensor (, C)linder) Mass &irlo- $ensor (M&F) (V%) $)nchroniser and Camshat "osition $ensor (, C)linder) .noc# $ensor (, C)linder) Cran#shat "osition $ensor (EF , C)linder) Coil Dri/ers (CD&-CD0-CDC) (EF , C)linder) 0road+and Maniold $olenoid (, C)linder) Transmission 1eutral 2 Dri/e $-itch (T321D$) "o-er $teering "ressure $-itch HOME FORUMS GALLERY EVENTS TECH DOCS RESOURCES SEARCH CONTACT LOGIN Ford Technical Documents - www.fordmods.com http://www.fordmods.com/documents.php?d=52 1 de 7 25/09/2014 09:52 p.m. Throttle position $ensor (T") 0atter) Voltage (V0&T) Throttle "osition $ensor Transmission Temperature Lin# (TTL) (% C)linder) Vehicle $peed $ensor (V$$) $el Test Input ($TI) E(3 Val/e "osition $ensor (EV") (V%) Ignition Diagnostic Monitor (IDM) (V%) !utputs $el Test !utput Data !utput Lin# (D!L) Fuel In4ectors Idle $peed Control - 0)pass &ir (I$C-0"&) Canister "urge (C&1") "o-er train Control Module ("CM) (V%) E'haust (as 3ecirculation Vacuum 3egulator (E(3) (V%) Thic# Film Ignition Module (TFI) (V%) EEC-V !perating Modes The EEC-V 0#eration can be described as ha(ing * distinct o#erating Modes. These are best described as, 1ormal 0#eration !imited 0#eration $trateg /!0$8 or !im# 2ome Mode. 1ormal !peration 1ormal EEC-V 0#eration can be further sub-di(ided in to the following modes. Cran# Mode - The cran& mode is entered after the initial engine #ower u#, or after engine stall when the &e is in the "unA$tart Position. The Ignition is set at '.B +TDC The Idle $#eed Controller Val(e is o#ened Com#letel Canister Purge is 0ff Fuel flow is de#endant on engine coolant tem#erature e=ce#t for -0T /-ide 0#en Throttle8 -hen the Throttle is 2eld -ide 0#en /-ide 0#en Throttle - -0T8, the EEC-V #re(ents the inCectors from switching on /I.E. 1o Fuel InCected8. This feature enables the engine to be #urged of fuel if it has been flooded. 5fter the engine starts, "PM will increase causing it to lea(e the Cran& Mode, and enter the 4nder s#eed Mode. under speed Mode - under s#eed mode assists the Engine to obtain "un Mode From Cran& Mode. The Ignition "emains at '.B +TDC The Canister Purge is off The Idle $#eed Controller re(erts to normal o#eration and airflow is calculated from the in#ut of (arious sensors. 3un Mode - -hen the engine s#eed enters the normal idle range, the EEC-V $witches to "un Mode. The Throttle #osition determines the sub mode or mode of o#eration. 3un Mode - Closed Throttle Mode (Idle) - This mode is entered t#icall when the (ehicle is idling, or decelerating. + monitoring the Throttle Position $ensor, the PCM is able to select closed throttle mode. The Idle $#eed Controller #osition is determined b the EEC-V Module, as a function of "PM, ECT, 5AC !oad, 1eutralADri(e, and Power steering !oad. The Carbon Canister will be #urged if there is sufficient air flow, and correct coolant tem#erature. Fuel Flow is calculated from the airflow, and then made richer or leaner to suit the coolant tem#erature. Ignition Timing is calculated as a function of "PM, Engine !oad, coolant tem#erature and inta&e air tem#erature. 3un Mode - "art Throttle Mode (Cruise) - Part throttle mode is selected b the EEC-V when the throttle #osition sensor (alue is within a certain range. The Fuel Flow and ignition timing are calculated in the same manner as described for the closed throttle mode. Canister #urge can occur in Part Throttle mode if certain au=iliar conditions are met such as correct coolant tem#erature, and sufficient airflow. 3un Mode - 5ide !pen Throttle Mode (Flat !ut) - The EEC-V selects this mode when the TP$ signal e=ceeds a certain (alue. To obtain ma=imum #erformance in -0T, the canister #urge is switched off, and the engine is made to run richer. Limited !peration $trateg) - Limp Home Mode (L!$) - In this mode of o#eration, the EEC-V #ro(ides the necessar out#uts to allow the (ehicle to !im# home, should an electronic malfunction occur in the PCM. The Ignition Timing is fi=ed at .B +TDC The canister Purge is loc&ed out The InCector #ulse width is fi=ed /Fuel flow constant8 For 9 clinders, the Idle s#eed controller dut ccle is set to ?:D For V<s, there is no I$C dut ccle. This gi(es a (er rich engine characterised b blac& smo&e from the e=haust. Vehicle #erformance in this mode is substantiall degraded although it ma be dri(en u# to '..%mA2r EEC-V $el Test Modes Ford Technical Documents - www.fordmods.com http://www.fordmods.com/documents.php?d=52 2 de 7 25/09/2014 09:52 p.m. The EEC-V $elf Test Connector, inside the Cabin Fuse Panel The $elf Test Codes can be read using either a Multimeter, or an !ED, and consists of a number of Pulses out#utted on the Engine $T0 Pin, and the Vehicle Diagnostic connector /The $T0 0ut Pin is the :th Pin from the left, on the u##er row8. These codes can be deci#hered b using the format, 'A* $econd 0n Time for Each Digit, * $econds 0ff Time +etween Digits, , $econds 0ff Time +etween Codes, 9 $econds 0ff Time +efore and 5fter the 'A* $econd se#arator #ulse. To "erorm a .e) !n2Engine ! (.!E!) $el Test6 '. -ith the Ignition $witch 0ff, Connect the Engine $TI In#ut to ground, /The $TI In#ut is the First #in from the left, u##er row, connect this to the Pin directl below it8 *. Connect a !ED, Multimeter, !am#, or +uEEer to the $T0 Pin, and ground. /The $T0 Pin is the :th Pin from the !eft, on the u##er "ow.8 ). Turn the Ignition $witch to 0n, +ut D0 10T $T5"T the Engine ,. 0bser(e the Codes. These codes will be dis#laed in the following seFuence, '. 0n Demand Codes - 2ard Faults *. $e#arator Code - 1umeral '. ). Memor Codes - Intermittent Faults. To "erorm a .e) !n2Engine 3unning $el Test6 '. -ith the Ignition $witch 0ff, Connect the Engine $TI In#ut to ground, *. Turn the Ignition $witch to start, and start the Engine ). 0bser(e the Codes. These codes will be dis#laed in the following seFuence, '. 0n Demand Codes - 2ard "unning Faults *. $e#arator Code - 1umeral '. During a $e#arator Code, the Throttle should be goosed /Pressed and released8 if #erforming a Clinder +alance Test /V<8. This will cause the Engine to hold the selected "PM, and Test. C)linder 0alance Test - V% -hen this test the EEC-V Module selecti(el shuts off fuel to each of the clinders, one at a time, and measures the dro# in "PM. If this Dro# is outside the normal limits, it will at the com#letion of the test, out#ut a fault code for that clinder. This code will be in the format G'.G for Clinder ', G*. for Clinder *, etc. If all clinders are 0%, the EEC-V -ill gi(e a code G;.G $ee the %e 0n, Engine "unning $elf test for more information. Electric Thermo Cooling Fan Test This test will switch on the Thermo Fans when the %e 0n, Engine 0ff /%0E08 $elf Test is #erformed. To acti(ate, carr out a %0E0 $elf test, and when the codes are being dis#laed, #lace the Transmission in to gear to turn the Thermo Fans 0n, and Place the Transmission into neutral to sto# Fan o#eration. If both fans do not o#erate, then there is a #roblem with their o#eration. Erasing Memor) Codes Turn the ignition &e 0FF for a #eriod of '. seconds, then 0n. 5cti(ate the /%0E08 $elf Test, 5s soon as the Diagnostic codes are being dis#laed, sim#l remo(e the 3round to the $elf Test In#ut. EEC-V Diagnostic Codes C!DE 1&ME Description I, V% .!E! E3 C!1T ''' Pass There are no codes to dis#la for the selected test > > ''* I5T $horted to ground The I5T Value is too low. Can be caused b short to ground, or fault sensor > > > > '') I5T $horted to +H or Vref The I5T Value is too high. Can be caused b shorts to Vref, +H or fault sensor > > > > '', I5T $ensor out of Calibration The I5T Voltage is out of the normal range. Can be caused b the sensor going out of s#ec > > > > ''9 ECT $ensor out of calibration The ECT Value is out of range or is erratic > > > > ''? ECT $horted to 3round The ECT Value is too low. Can be caused b a short to ground, or fault sensor > > > > Ford Technical Documents - www.fordmods.com http://www.fordmods.com/documents.php?d=52 3 de 7 25/09/2014 09:52 p.m. ''< ECT shorted to +H or Vref The ECT Value is too high. Can be caused b a short to +H, Vref, or fault sensor > > > > '*' TP $ensor out of range Throttle #osition sensor is out of range. Can be caused b the sensor going out of s#ec > > > > '** TP $ensor shorted to ground The Value for the Throttle #osition sensor is too low. Can be caused b a short to ground, or fault sensor > > > > '*) TP $ensor shorted to +H or Vref The Value for the Throttle #osition sensor is too high. Can be caused b a short to VH, 2ref, or fault sensor > > > > '*9 M5P $ensor out of calibration The M5P sensor is #roducing a freFuenc that is outside the normal range, or no freFuenc at all > > > > '*; 10 M5PAM5F change in goose EEC did not see the M5P/I98 or M5F/V<8 (alue change when the engine was goosed in the E" test > > > ':? M5F shorted to ground The M5F (oltage is too low. Can be caused b short to ground or fault sensor > > ':< M5F shorted to +H or Vref The M5F (oltage is too high. Can be caused b shorts to +atter, or Vref or fault sensor > > > ':; M5F sensor out of calibration The M5F Voltage is out of the normal range. Can be caused b sensor going out of s#ec > > > '9? 1o Throttle Position Change in 3oose EEC did not see the throttle #osition sensor change when the engine was goosed in E" test > > > '?* $stem alwas lean 20*$/'8 The engine is alwas running lean /V<8 > > > V< '?) $stem alwas rich 20*$ The engine is alwas running rich. Can be caused b a fault sensor, cold engine, M5P hose off, or fuel sstem /V<8 > > > V< '?9 $stem alwas lean 20*$/*8 The engine is alwas running lean /V<8 Can be caused b a fault sensor, cold sensor, or e=haust manifold lea& > > > '?? $stem alwas rich 20*$/*8 The engine is alwas running rich. Can be caused b a fault sensor, cold engine, M5P hose off, or fuel sstem > > > *'' PIP Erratic during Idle test The rate of change of the PIP signal is out of range /IE EEC saw an accell or decel that was too fast8 could be caused b C%P sensor or an internal IDI$ failure > > > *', CMP $ensor In#ut failed The signal from the CMP sensor has gone out of normal range. Could be caused b a fault CMP sensor or wiring > > *': EDI$ Coil 5 Failed Coil 5 failed to fire. Could be caused b a fault coil or wiring > > *'9 EDI$ Coil + Failed Coil + failed to fire. Could be caused b a fault coil or wiring > > *'? EDI$ Coil C Failed Coil C failed to fire. Could be caused b a fault coil or wiring > > **9 4n&nown EDI$ Coil Failure 5ssociated with code *', - CMP Failure. 0ne ohm the EDI$ coils failed to fire, and because the CMP signal also failed, EEC was not able to determine which coil > > **? %noc& $ensor Failure The &noc& sensor failed to #ro(ide a signal while the engine was within the normal &noc& sensor o#erating conditions /I.E. I:.D load J,:.. "PM8 10TE K &noc& sensor codes ma result when running on 1on-Factor fitted !P3 sstems > > *)* EDI$ CP4 Failed Internal EEC Fault - the EDI$ CP4 has failed > > )*? E3" $horted to ground The E3" Voltage is too low. Can be caused b a short to ground or a fault sensor > > > )*< E3" Val(e #osition too low The E3" Val(e #osition is !ow. Can be caused b a closed (al(e > > > ))* E3" Val(e not wor&ing E3" (al(e #osition does not change during E" test. Can be caused b a (acuum lea& in the E3" control sstem > > > )), E3" Val(e #osition too high The E3" #osition is out of its normal range. Can be caused b a Full o#en Val(e > > > Ford Technical Documents - www.fordmods.com http://www.fordmods.com/documents.php?d=52 4 de 7 25/09/2014 09:52 p.m. )): E3" $ensor out of calibration The E3" (oltage is out of the normal range. Can be caused b the sensor going out of s#ec. > > > ,'' I$C !ow Idle fail The Idle $#eed Controller was not able to control the low idle s#eed during the engine running test > > > ,'* I$C 2igh Idle fail The Idle $#eed Controller was not able to control the 2igh idle s#eed during the engine running test > > > ,:* $#eedo $ignal Fault The $#eedo signal is intermittent or non e=istent > > > :'' Internal EEC V Fault The EEC Module is Fault - "e#lace > > > > :'* Internal EEC Fault Fault EEC Module > > > :') +atter Voltage Too !ow The Internal batter #ower (oltage is too low. Can be caused b a low sstem (oltage, or internal EEC fault > > > :*' P$P Failed o#en The switch must be closed for the %0E0 and E" test. During E" test, the steering must be turned a##ro= 'A* turn. Can be caused b disconnected or fault switch, or failure to turn steering during test > > > :** 1D$ - 5AC 0n For %0E0 test, the transmission must be in either Par&, or 1eutral, the 5AC must also be turned off > > > :*) 5C +lower Fan $ensor fault EEC cannot see a signal from the 5AC blower fan. Can be caused b o#en circuit, blown fuse /2i $eries8, or short to H'*V /!ow $eries8 > > :*, !P3 Enabled !P3 o#tion is selected This does not indicate an sstem fault > > :)< 0#erator did not goose E" test reFuires that the o#erator briefl o#en the throttle full > > > :?< +atter Voltage too low The Internal reference (oltage is too low for #ro#er transmission o#eration. Can be caused b a low sstem (oltage or internal EEC fault > > 9*< Trans Mode $witch Fault The mode selector /1ormalAEcon8 signal is o#erating intermittentl. Can be caused b fault switch or wiring > > > 9), 3ear $elector $ensor Fault The signal from the 3ear $elector switch is too high, too low, or at a (alue between an * normal modes > > > 9)9 Trans 0il Tem# Fault The transmission oil tem#erature signal is incorrect. Can be caused b an o#en circuit, or short to 3round A +att > > > 9)? Trans Tem# !in& $tuc& high The information !in& between the EEC and the ;?!E module is at or near H'*V. Can be caused b a short to +atter Voltage, or a fault in either of the * modules > > 9;' Trans $olenoid ' Fault EEC Cannot control the solenoid. Can be caused b o#en circuit, or short circuit to 3round, H'*V > > 9;* Trans $olenoid * Fault EEC Cannot control the solenoid. Can be caused b o#en circuit, or short circuit to 3round, H'*V > > 9;) Trans $olenoid ) Fault EEC Cannot control the solenoid. Can be caused b o#en circuit, or short circuit to 3round, H'*V > > 9;, Trans $olenoid , Fault EEC Cannot control the solenoid. Can be caused b o#en circuit, or short circuit to 3round, H'*V > > 9;: Trans $olenoid : Fault EEC Cannot control the solenoid. Can be caused b o#en circuit, or short circuit to 3round, H'*V > > 9;9 Trans $olenoid 9 Fault EEC Cannot control the solenoid. Can be caused b o#en circuit, or short circuit to 3round, H'*V > > 9;? Trans $olenoid ? Fault EEC Cannot control the solenoid. Can be caused b o#en circuit, or short circuit to 3round, H'*V > > ??? Dri(ers side Cooling Fan not o#erating The Fan motor is not drawing current from batter when switched on b EEC Module during self test > > > Ford Technical Documents - www.fordmods.com http://www.fordmods.com/documents.php?d=52 5 de 7 25/09/2014 09:52 p.m. ??< Passenger side Cooling Fan not o#erating The Fan motor is not drawing current from batter when switched on b EEC Module during self test > > > ?<) $erial !in& out#ut chec& fail $erial !in& is fault. Can be caused b o#en circuit, or short to 3round, H'*V > > > ?<, E3" 0ut#ut chec& fail E3" 0ut#ut is fault. Can be caused b o#en circuit, or shorts to 3round, H'*V > > > ?<: C51P 0ut#ut chec& fail C51P 0ut#ut is fault. Can be caused b o#en circuit, 3round, or H'*V > > > ?<9 PI! 0ut#ut chec& fail Performance Indicator !ight out#ut is fault. Can be caused b o#en circuit, or shorted to 3round, H'*V > > > ?<? Fuel Pum# 0ut#ut Chec& Fail Fuel Pum# out#ut is fault. Can be caused b o#en circuit, or shorted to 3round, H'*V > > > ?<< 5CC 0ut#ut chec& fail 5AC Control rela out#ut is fault. Can be caused b o#en circuit, or shorted to 3round, H'*V > > > ?<; "C0 0ut#ut chec& fail "ecirculation o(erride 0ut#ut is fault. Can be caused b o#en circuit, or shorted to 3round, H'*V > > > ?;' FC' 0ut#ut Chec& Fail Electro Dri(e fan ' out#ut is fault. Can be caused b o#en circuit, or shorted to 3round, H'*V > > > ?;* FC* 0ut#ut Chec& Fail Electro Dri(e fan * out#ut is fault. Can be caused b o#en circuit, or shorted to 3round, H'*V > > > ?;) FC) 0ut#ut Chec& Fail Electro Dri(e fan ) out#ut is fault. Can be caused b o#en circuit, or shorted to 3round, H'*V > > > ?;, FC, 0ut#ut Chec& Fail Electro Dri(e fan , out#ut is fault. Can be caused b o#en circuit, or shorted to 3round, H'*V > > > ?;: ++M 0ut#ut Chec& Fail +road +and Manifold out#ut is fault. Can be caused b o#en circuit, or shorted to 3round, H'*V > > <)? E(a#orator $ensor shorted to ground The e(a#orator tem#erature (oltage is too low. Can be caused b a short to ground or fault sensor > > > > <)< E(a#orator $ensor shorted to +H or Vref The e(a#orator tem#erature (oltage is too high. Can be caused b a short to H'*V or fault sensor > > > > <); E(a#orator $ensor out of calibration The e(a#orator tem#erature (oltage is out of the normal range. Can be caused b the sensor going out of s#ec > > > <,, Vehicle Immobilised EEC is not recei(ing the enable code from the +EM. Can be caused b o#en circuit, short to H'*V, or an immobilisation /+EM8 #roblem > > > <,: Vehicle Immobilised - Plant Mode Immobilisation sstem is still in #lant mode. +EM must be trained to the electronic loc& assembl > > > ;;< E" Test Error In the E" test, one or more of the maCor sensors /I5T, ECT, M5P, TP8 are fault. "un %0E" test to determine the cause of the error > >
Document $ummar)
Document descri#tionK Information on Changing and Diagnosing the Ford EEC-V EFI Module for EFAE! Falcons Document written bK Matti on 77 *889I, Co#right L *.., Matti, all rights reser(ed. Document re(isedK 77 *889 - "e(ision :;8 Document (iewsK :<7:* since 77 *889
It is currentl Fri $e# *9, *.', ''K.; am 5ll times are 4TC H '' hours
Ford Technical Documents - www.fordmods.com http://www.fordmods.com/documents.php?d=52 6 de 7 25/09/2014 09:52 p.m.
/c8*.', Total -eb $olutions 5ustralia - 5ustralian -eb 2osting and Domain 1ames Ford Technical Documents - www.fordmods.com http://www.fordmods.com/documents.php?d=52 7 de 7 25/09/2014 09:52 p.m.
( ) C. R. Woodcock DipTech, MSc, PhD, CEng, MIMechE, J. S. Mason BSc, PhD, CEng, FIMechE, FIMarE, MIMinE (auth.)-Bulk Solids Handling_ An Introduction to the Practice and Technology-Springer Netherl.pdf