Diagnostic Trouble Code (DTC) Descriptions
DTC - Description Possible Causes Diagnostic Aides
P0102 - Mass Air Flow (MAF) Circuit Low Input
The MAF sensor circuit is monitored by the PCM for low
air flow (or voltage) input through the comprehensive component monitor
(CCM). If during key ON engine running the air flow (or voltage) changes
below a minimum calibrated limit, the test fails. MAF sensor disconnected
MAF circuit open to PCM
VPWR open to MAF sensor
PWR GND open to MAF sensor
MAF RTN circuit open to PCM
MAF circuit shorted to GND
Intake air leak (near MAF sensor)
A closed throttle indication [throttle position (TP)
sensor system]
Damaged MAF sensor
Damaged PCM
A MAF V PID (MAF PID) reading less than 0.23 volts (Refer
to equivalent grams/second chart in GO to Pinpoint Test DC ) in continuous
memory or key ON and engine running indicates a hard fault.
P0103 - Mass Air Flow (MAF) Circuit High Input The MAF
sensor circuit is monitored by the PCM for high air flow (or voltage) input
through the comprehensive component monitor (CCM). If during key ON engine
OFF or key ON engine running the air flow (or voltage) changes above a
maximum calibrated limit, the test fails. MAF sensor screen is blocked
MAF circuit shorted to VPWR
Damaged MAF sensor
Damaged PCM
A MAF V PID (MAF PID) reading less than 4.6 volts (Refer
to equivalent grams/second chart in GO to Pinpoint Test DC ) in continuous
memory or key ON and engine running indicates a hard fault.
P0106 - Barometric (BARO) Pressure Sensor Circuit Performance
Baro sensor input to the PCM is monitored and is not within the calibrated
value. Slow responding BARO sensor
Electrical circuit failure
Damaged BARO sensor
Damaged PCM
VREF voltage should be between 4.0 and 6.0 volts
PID reading is in frequency
P0107 - BARO/MAP Sensor Low Voltage Detected Sensor operating
voltage is less than 0.25 volts (VREF), as a result it failed below the
minimum allowable calibrated parameter. Open in the circuit, or short to
ground
VREF circuit open, or short to ground
Damaged BARO/MAP sensor
Damaged PCM
VREF should be greater than 4.0 volts
PID reading is in frequency/volts
P0108 - BARO/MAP Sensor High Voltage Detected Sensor operating
voltage is greater than 5.0 volts (VREF), as a result it failed above maximum
allowable calibrated parameter. VREF shorted to VWPR
BARO/MAP signal shorted to VPWR
Damaged BARO/MAP sensor
Damaged PCM
VREF should be less than 6.0 volts. PID reading is in
frequency/Volts
P0109 - BARO/MAP Sensor Circuit Intermittent The sensor
signal to the PCM is failing intermittently. Loose electrical connection
Damaged BARO/MAP sensor
Check harness and connection.
P0112 - Intake Air Temperature (IAT) Circuit Low Input
Indicates the sensor signal is less than Self-Test minimum. The IAT sensor
minimum is 0.2 volts or 121°C (250°F). Grounded circuit in harness
Damaged sensor
Improper harness connection
Damaged PCM
IAT V PID reading less than 0.2 volts with key ON and
engine OFF or during any engine operating mode indicates a hard fault.
P0113 - Intake Air Temperature (IAT) Circuit High Input
Indicates the sensor signal is greater than Self-Test maximum. The IAT
sensor maximum is 4.6 volts or -50°C (-58°F). Open circuit in harness
Sensor signal short to power
Damaged sensor
Improper harness connection
Damaged PCM
IAT V PID reading greater than 4.6 volts with key ON
and engine OFF or during any engine operating mode indicates a hard fault.
P0116 - Engine Coolant Temperature Circuit Range/Performance
Failure Indicates the engine coolant temperature rationality test has failed.
The PCM logic that sets this DTC indicates that engine coolant temperature
sensor (ECT or CHT) drifted higher than the nominal sensor calibration
curve and could prevent one or more OBD II monitors from executing.
The PCM runs this logic after an engine off "calibrated
soak period (typically 6 hours). This soak period allows the Intake Air
Temperature (IAT) and engine coolant temperature (CHTor ECT) to stabilize
and not differ by more than a calibrated value. DTC P0116 is set when all
of the following conditions are met:
Engine coolant temperature at engine start exceeds IAT
at engine start by more than a calibrated value, typically 30°F (1°C).
Engine coolant temperature exceeds a calibrated value,
typically 225F (107C).
The Fuel, Heated Oxygen Sensor, Catalyst and Misfire
monitors have not completed.
Calibrated timer to set DTC P0116 has expired.
Engine Coolant Temperature (ECT) or Cylinder Head Temperature
(CHT) sensor
Coolant System Concern
Ensure IAT and engine coolant temperature are similar
when engine is cold. Also ensure engine coolant temperature sensor (ECT
or CHT) and actual engine operating temperature are the same.
P0117 - Engine Coolant Temperature (ECT) Circuit Low Input
Indicates the sensor signal is less than Self-Test minimum. The ECT sensor
minimum is 0.2 volts or 121°C (250°F). Note on some vehicles that
are not equipped with an ECT sensor, CHT can be used and can set this DTC.
Grounded circuit in harness
Damaged sensor
Improper harness connection
Damaged PCM
ECT V PID reading less than 0.2 volts with key ON and
engine OFF or during any engine operating mode indicates a hard fault.
P0118 - Engine Coolant Temperature (ECT) Circuit High
Input Indicates the sensor signal is greater than Self-Test maximum. The
ECT sensor maximum is 4.6 volts or -50°C (-58°F). Note on some
vehicles that are not equipped with an ECT sensor, CHT can be used and
can set this DTC. Open circuit in harness
Sensor signal short to power
Damaged PCM
Improper harness connection
Damaged sensor
ECT V PID reading greater than 4.6 volts with key ON
and engine OFF or during any engine operating mode indicates a hard fault.
P0121 - Throttle Position (TP) Circuit Performance Problem
The TP sensor circuit is monitored by the PCM for a non closed throttle
position at idle. If key ON engine running self-test terminates upon placing
the transmission range selector in gear (DRIVE or REVERSE) or when closing
the throttle (idle) after opening it (in PARK or NEUTRAL) the TP closed
throttle position is not attained, the test fails. Binding throttle linkage
Damaged throttle body
TP circuit open to PCM
Damaged TP sensor
SIG RTN circuit open to TP sensor
Drive vehicle, bring to a stop, turn key OFF. Start vehicle,
run key ON engine running self-test at idle. Access KOER diagnostic trouble
codes on scan tool.
P0122 - Throttle Position (TP) Circuit Low Input The TP
sensor circuit is monitored by the PCM for a low TP rotation angle (or
voltage) input through the comprehensive component monitor (CCM). If during
key ON engine OFF or key ON engine running the TP rotation angle (or voltage)
changes below a minimum calibrated limit, the test fails. TP sensor not
seated properly
TP circuit open to PCM
VREF open to TP sensor
TP circuit short to GND
Damaged TP sensor
Damaged PCM
A TP PID (TP V PID) reading less than 3.42% (0.17 volt)
in key ON engine OFF, continuous memory or key ON engine running indicates
a hard fault.
P0123 - Throttle Position (TP) Circuit High Input The
TP sensor circuit is monitored by the PCM for a high TP rotation angle
(or voltage) input through the comprehensive component monitor (CCM). If
during key ON engine OFF or key ON engine running the TP rotation angle
(or voltage) changes above maximum calibrated limit, the test fails. TP
sensor not seated properly
TP circuit short to PWR
VREF short to PWR
SIG RTN circuit open to TP sensor
Damaged TP sensor
Damaged PCM
A TP PID (TP V PID) reading greater than 93% (4.65 volts)
in key ON engine OFF, continuous memory or key ON engine running indicates
a hard fault.
P0125 - Insufficient Coolant Temperature For Closed Loop
Fuel Control Indicates the ECT or CHT sensor has not achieved the required
temperature level to enter closed loop operating conditions within a specified
amount of time after starting engine. Insufficient warm up time
Low engine coolant level
Leaking or stuck open thermostat
Malfunctioning ECT sensor
Malfunctioning CHT sensor
Refer to Thermostat Monitor in Section 1, Description
and Operation, for system information.
P0127 - Intake Air Temperature Too High Indicates that
IAT2 sensor has detected a potential abnormality in the intercooler system.
This condition will cause the boost from the supercharger to be bypassed
to avoid potential engine damage. Blockage of heat exchangers
Low fluid level
Fluid leakage
Intercooler pump or relay failure
Crossed intercooler coolant lines
Monitor IAT2 PID. Typical IAT2 temperature should be
greater than IAT1. Refer to Section 6 : Reference Values for ranges.
P0131 - HO2S Sensor Circuit Out of Range Low Voltage (HO2S-11)
The HO2S sensor is monitored for a negative voltage known as characteristic
shift downward (CSD). If the sensor is thought to be switching from 0 volts
to -1 volts during testing, the PCM will use this input and remain in fuel
control. Contaminated HO2S (water, fuel, etc)
Crossed HO2S signal/signal return wiring
P0133 - HO2S Sensor Circuit Slow Response (HO2S-11) The
HEGO Monitor checks the HO2S Sensor frequency and amplitude. If during
testing the frequency and amplitude were to fall below a calibrated limit,
the test will fail. Contaminated HO2S sensor.
Exhaust leaks.
Shorted /open wiring.
Improper fueling.
MAF sensor.
Deteriorating HO2S sensor.
Inlet air leaks.
Access HO2S test results from the Generic OBD-II menu
to verify DTC.
P0135 - HO2S Sensor Circuit Malfunction (HO2S-11) During
testing the HO2S Heaters are checked for opens/shorts and excessive current
draw. The test fails when current draw exceeds a calibrated limit and/or
an open or short is detected. Short to VPWR in harness or HO2S.
Water in harness connector.
Open VPWR circuit.
Open GND circuit.
Low battery voltage.
Corrosion or poor mating terminals and wiring
Damaged HO2S heater.
Damaged PCM.
Wiring.
Damaged HO2S heater.
Damaged PCM.
P0136 - HO2S Sensor Circuit Malfunction (HO2S-12) The
downstream HO2S sensor(s) are continuously checked for maximum and minimum
voltages. The test fails when the voltages fail to meet the calibrated
limits. Pinched, shorted, and corroded wiring and pins.
Crossed sensor wires.
Exhaust leaks.
Contaminated or damaged sensor.
P0141 - HO2S Sensor Circuit Malfunction (HO2S-125) See
DTC P0135
P0148 - Fuel Delivery Error At least one bank lean at
wide open throttle. Severely restricted fuel filter.
Severely restricted fuel supply line.
P0151 - HO2S Sensor Circuit Out of Range Low Voltage (HO2S-21)
See DTC P0131
P0153 - HO2S Sensor Circuit Slow Response (HO2S-21) See
DTC P0133
P0155 - HO2S Sensor Circuit Malfunction (HO2S-21) See
DTC P0135
P0156 - HO2S Sensor Circuit Malfunction (HO2S-22) See
DTC P0136
P0161 - HO2S Sensor Circuit Malfunction (HO2S-22) See DTC P0135
P0171 - System to Lean (Bank 1) The Adaptive Fuel Strategy
continuously monitors fuel delivery hardware. The test fails when the adaptive
fuel tables reach a rich calibrated limit. For lean and rich DTCs:
Fuel system
Excessive fuel pressure.
Leaking/contaminated fuel injectors.
Leaking fuel pressure regulator.
Low fuel pressure or running out of fuel.
Vapor recovery system.
Induction system:
Air leaks after the MAF.
Vacuum Leaks.
PCV system.
Improperly seated engine oil dipstick.
EGR system:
Leaking gasket.
Stuck EGR valve.
Leaking diaphragm or EVR.
Base Engine:
Oil overfill.
Cam timing.
Cylinder compression.
Exhaust leaks before or near the HO2Ss.
A SHRTFT-1,2 PID value between -25% to +35% and a LONGFT-1,2
PID value between -35% to +35% is acceptable. Reading beyond these values
indicate a failure.
P0172 - System to Rich (Bank 1) The Adaptive Fuel Strategy continuously monitors the fuel delivery hardware. The test fails when the adaptive fuel tables reach a lean calibrated limit. See Possible Causes for DTC P0171 See Diagnostic Aides for DTC P0171
P0174 - System to Lean (Bank 2) The Adaptive Fuel Strategy continuously monitors the fuel delivery hardware. The test fails when the adaptive fuel tables reach a rich calibrated limit. See Possible Causes for DTC P0171. See Diagnostic Aides for DTC P0171
P0175 - System to Rich (Bank 2) The Adaptive Fuel Strategy continuously monitors the fuel delivery hardware. The test fails when the adaptive fuel tables reach a lean calibrated limit. See Possible Causes for DTC P0171. See Diagnostic Aides for DTC P0171
P0176 - Flexible Fuel (FF) Sensor Circuit Malfunction
The FF sensor input signal to PCM is continuously monitored. The test fails
when the signal falls out of a maximum or minimum calibrated range. Open
or short in FF sensor VPWR circuit
Open in battery ground to FF sensor circuit
Open in FF sensor signal circuit
Short to ground in FF sensor signal circuit
Fuel contamination
Short to VPWR in FF sensor battery ground circuit
Short to VPWR in FF sensor signal circuit
Fuel separation
Damaged FF sensor
Damaged PCM
A flex fuel (FF) PID reading of 0 Hz with the key ON
and engine OFF or with engine at idle indicates a hard fault.
P0180 - Engine Fuel Temperature Sensor A Circuit Low Input
(EFT) The comprehensive component monitor (CCM) monitors the EFT sensor
circuit to the PCM for low and high voltage. If voltage were to fall below
or exceed a calibrated limit and amount of time during testing, the test
will fail. Open or short in harness.
Low ambient temperature operation.
Improper harness connection.
Damaged EFT sensor.
Damaged PCM.
Verify EFT-PID value to determine open or short.
P0181 - Engine Fuel Temperature Sensor A Circuit Range/
Performance (EFT) The comprehensive component monitor (CCM) monitors the
EFT Temperature for acceptable operating temperature. If during testing
voltage were to fall below or exceed a calibrated limit, a calibrated amount
of time the test will fail. Open or short in harness.
Low ambient temperature operation.
Improper harness connection.
Damaged EFT sensor.
Damaged PCM.
Verify EFT-PID value to determine open or short.
P0182 - Engine Fuel Temperature Sensor A Circuit Low Input
(EFT) The comprehensive component monitor (CCM) monitors the EFT sensor
circuit to the PCM for low voltage. If voltage were to fall below a calibrated
limit and amount of time during testing, the test will fail. Short in harness.
VREF open or shorted.
Low ambient temperature operation.
Improper harness connection.
Damaged EFT sensor.
Damaged PCM.
Verify EFT-PID and VREF values to determine open or short.
P0183 - Engine Fuel Temperature Sensor A Circuit High
Input (EFT) The comprehensive component monitor (CCM) monitors the EFT
sensor circuit to the PCM for high voltage. If voltage were to exceed a
calibrated limit and a calibrated amount of time during testing, the test
will fail. Open or short to PWR in harness.
Damaged EFT sensor.
Improper harness connection.
Damaged PCM.
Verify EFT-PID value to determine open or short.
P0186 - Engine Fuel Temperature Sensor B Circuit Range/Performance (EFT) See DTC P0181.
P0187 - Engine Fuel Temperature Sensor B Circuit Low Input (EFT). See DTC P0182.
P0188 - Engine Fuel Temperature Sensor B Circuit High Input (EFT) See DTC P0183.
P0190 - Fuel Rail Pressure Sensor Circuit Malfunction
(FRP) The comprehensive component monitor (CCM) monitors the FRP sensor
to the PCM for VREF voltage. The test fails when the VREF voltage from
the PCM drops to a voltage less than a minimum calibrated value. VREF open
in harness.
VREF open in sensor.
VREF open in PCM.
Verify VREF voltage between 4.0 and 6.0V.
P0191 - Fuel Rail Pressure Sensor Circuit Performance
(FRP) The comprehensive component monitor (CCM) monitors the FRP pressure
for acceptable fuel pressure. The test fails when the fuel pressure falls
below or exceeds a minimum/maximum calibrated value for a calibrated period
of time. High fuel pressure.
Low fuel pressure.
Damaged FRP sensor.
Excessive resistance in circuit.
Low or no fuel.
A FRP PID value during KOER of 138 kpa (20 psi) and 413
kpa (60 psi) for gasoline or 586 kpa (85 psi) and 725 kpa (105 psi) for
natural gas vehicles (NG) is acceptable.
P0192 - Fuel Rail Pressure Sensor Circuit Low Input (FRP)
The comprehensive component monitor (CCM) monitors the FRP sensor circuit
to the PCM for low voltage. If voltage were to fall below a calibrated
limit and amount of time during testing, the test will fail. FRP signal
shorted to SIG RTN or PWR GND.
FRP signal open (NG only)
Low fuel pressure (NG only)
Damaged FRP sensor.
Damaged PCM.
A FRP PID value during KOER or KOEO less than 0.3 volts
for gasoline or 0.5 volts for natural gas vehicles (NG) would indicate
a hard fault.
P0193 - Fuel Rail Pressure Sensor Circuit High Input (FRP)
The comprehensive component monitor (CCM) monitors the FRP sensor circuit
to the PCM for high voltage. If voltage were to fall below a calibrated
limit and a calibrated amount of time during testing, the test will fail.
FRP signal shorted to VREF or VPWR.
FRP signal open (gasoline only)
Low fuel pressure (NG only)
Damaged FRP sensor.
Damaged PCM.
High fuel pressure (caused by damaged fuel pressure regulator)
NG.
A FRP PID value during KOER or KOEO less than 0.3 volts
for gasoline or 0.5 volts for natural gas vehicles (NG) would indicate
a hard fault.
P0201 through P0212 - Cylinder #1 through Cylinder #12
Injector Circuits The comprehensive component monitor (CCM) monitors the
operation of the fuel injector drivers in the PCM. The test fails when
the fuel injector does not operate electrically even though the harness
assembly and fuel injectors test satisfactorily. Faulty fuel injector driver
within the PCM.
PID Data Monitor INJ1F-INJ12F fault flags = YES.
P0217 - Engine Coolant Over-Temperature Condition Indicates
an engine overheat condition was detected by the cylinder head temperature
(CHT) sensor. This condition will cause the boost from the supercharger
to be bypassed to avoid potential engine damage. Engine cooling system
concerns.
Low engine coolant level.
Base engine concerns.
Monitor CHT PID for overheat condition. Typical CHT temperature
should be close to cooling system thermostat opening specification.
P0230 - Fuel Pump Primary Circuit Malfunction NOTE: For
natural gas applications, the following description applies to the fuel
shutoff valve (FSV) circuit.
The PCM monitors the fuel pump (FP) circuit output from
the PCM. The test fails if: With the FP output commanded ON (grounded),
excessive current draw is detected on the FP circuit; or with the FP output
commanded OFF, voltage is not detected on the FP circuit (the PCM expects
to detect VPWR voltage coming through the fuel pump relay coil to the FP
circuit). Open or shorted fuel pump (FP) circuit
Open VPWR circuit to fuel pump relay
Damaged fuel pump relay
Damaged PCM
When the FPF PID reads YES, a fault is currently present.
An open circuit or short to ground can only be detected
with the fuel pump commanded OFF.
A short to power can only be detected with the fuel pump
commanded ON.
During KOEO and KOER self-test, the fuel pump output
command will be cycled ON and OFF.
P0231 - Fuel Pump Secondary Circuit Low NOTE: For natural
gas applications, the following description applies to the fuel shutoff
valve monitor (FSVM) and the fuel shutoff valve power (FSV PWR) circuits.
The PCM monitors the fuel pump monitor (FPM) circuit.
The test fails if the PCM commands the fuel pump ON and B+ voltage is not
detected on the FPM circuit. Open B+ circuit to the fuel pump relay
Open FP PWR circuit between the fuel pump relay and its
connection to the FPM circuit
Damaged fuel pump relay
Damaged PCM (engine will start)
For 4.6L Mustang, open FP PWR circuit from low speed
fuel pump relay, through resistor to FPM splice (engine will start)
For 5.4L SC Lightning, damaged IFS switch, IFS switch
relay, or concern with related circuits.
During KOEO self-test, the PCM will command the fuel
pump ON so this test can be performed.
P0232 - Fuel Pump Secondary Circuit High NOTE: For natural
gas applications, the following description applies to the fuel shutoff
valve monitor (FSVM) and the fuel shutoff valve power (FSV PWR) circuits.
The PCM monitors the fuel pump monitor (FPM) circuit.
This test fails when the PCM detects voltage on the FPM circuit while the
fuel pump is commanded OFF. The FPM circuit is wired to a pull-up voltage
inside the PCM. The FPM circuit will go high if, with the key ON and the
fuel pump commanded OFF, the FPM/FP PWR circuit loses its path to ground
through the fuel pump. The FPM circuit will also go high if the FPM/FP
PWR circuit is shorted to power.
Inertia fuel shutoff (IFS) switch not reset or electrically
open
Open circuit between the fuel pump and the FPM connection
to the FP PWR circuit
Poor fuel pump ground
Fuel pump electrically open
Fuel pump secondary circuits short to power
Fuel pump relay contacts always closed
Open FPM circuit between PCM and connection to FP PWR
circuit
Damaged low speed fuel pump relay or concern with related
circuits (if equipped).
Damaged PCM
Continuous memory P0232 can be set if the IFS switch
was tripped, then reset, or if the fuel pump circuit is activated when
the PCM expected the circuit to be off (i.e. fuel system test or prime
procedure).
P0234 - Supercharger Overboost Condition The PCM disables
(bypasses) the supercharger boost and sets a diagnostic trouble code (DTC)
to keep from damaging the powertrain (engine or transmission) during potential
harmful operating conditions. Brake torque (brake on and throttle at wide
open)
Transmission oil temperature (TOT) exceeds calibrated
threshold
Engine over temperature
Ignition misfire exceeds calibrated threshold
Knock sensor (KS) failure or knock detected
Low speed fuel pump relay not switching
Check for other diagnostic trouble codes accompanying
the P0234 or check appropriate and available PIDs related to above possible
causes.
P0243 - Supercharger (Boost) Bypass Solenoid Circuit Malfunction
The PCM monitors the supercharger (boost) bypass (SCB) solenoid circuit
for an electrical failure. The test fails when the signal moves outside
the minimum or maximum allowable calibrated parameters for a specified
SCB solenoid duty cycle (100% or 0%) by PCM command. VPWR circuit open
to SCB solenoid
SCB solenoid circuit shorted to PWR GND or CHASSIS GND
Damaged SCB solenoid
SCB solenoid circuit open
SCB solenoid circuit shorted to VPWR
Damaged PCM
Disconnect SCB solenoid. Connect test lamp to SCB solenoid
harness connector. Cycle SCB driver in PCM by Output Test Mode. Test lamp
cycle on and off - SCB solenoid is suspect. Test lamp always on - SCB signal
short in harness or PCM. Test always off - SCB signal or VPWR open in harness
or PCM.
P0298 - Engine Oil Over Temperature Condition Indicates
the Engine Oil Temperature Protection strategy in the PCM has been activated.
This will temporarily prohibit high engine speed operation by disabling
injectors, therefore reducing the risk of engine damage from high engine
oil temperature. Note: On engines which are equipped with an oil temperature
sensor, the PCM reads oil temperature to determine if it is excessive.
When an oil temperature sensor is not present, the PCM uses an oil algorithm
to infer actual temperature. Engine shutdown strategy function is the same
on vehicles with and without oil temperature sensors. Very high engine
rpm for extended period of time.
Over-heating condition.
Malfunction EOT sensor or circuit (vehicles w/EOT sensor).
Base engine concerns.
Engine operating in high rpm range, due to improper gear
selection. May cause Lack/Loss of Power or Surge customer concern.
P0300 - Random Misfire The random misfire DTC indicates
multiple cylinders are misfiring or the PCM cannot identify which cylinder
is misfiring. Camshaft position sensor (CMP)
Low fuel: less than 1/8 tank
Stuck open EGR valve
Blocked EGR passages
One or more EGR passages may be blocked or partially
blocked. If this is the case the Misfire Detection Monitor will indicate
the EGR port to check for possible blockage.
P0301 through P0310 - Misfire Detection Monitor The misfire
detection monitor is designed to monitor engine misfire and identify the
specific cylinder in which the misfire has occurred. Misfire is defined
as lack of combustion in a cylinder due to absence of spark, poor fuel
metering, poor compression, or any other cause. Ignition system
Fuel injectors
Running out of fuel
EVAP canister purge valve
Fuel pressure
Evaporative emission system
Base engine
The MIL will blink once per second when a misfire is
detected severe enough to cause catalyst damage. If the MIL is on steady
state, due to a misfire, this will indicate the threshold for emissions
was exceeded and cause the vehicle to fail an inspection and maintenance
tailpipe test.
P0320 - Ignition Engine Speed Input Circuit Malfunction
The ignition engine speed sensor input signal to PCM is continuously monitored.
The test fails when the signal indicates that two successive erratic profile
ignition pickup (PIP) pulses have occurred. Loose wires/connectors.
Arcing secondary ignition components (coil, wires and
plugs)
On board transmitter (2-way radio)
The DTC indicates that two successive erratic PIP pulses
occurred.
P0325 - Knock Sensor 1 Circuit Malfunction (Bank 1) See DTC P0326
P0326 - Knock Sensor 1 Circuit Range/ Performance (Bank
1) The knock sensor detects vibrations upon increase and decrease in engine
rpm. The knock sensor generates a voltage based on this vibration. Should
this voltage go outside a calibrated level a DTC will set. Knock sensor
circuit short to GND
Knock sensor circuit short to PWR
Knock sensor circuit open
Damaged knock sensor
Damaged PCM
A knock sensor voltage greater than 0.5V with the key
ON and engine OFF indicates a hard fault.
P0330 - Knock Sensor 2 Circuit Malfunction (Bank 2) See DTC P0331
P0331 - Knock Sensor 2 Circuit Range/performance (Bank
2) The knock sensor detects vibration upon increase and decrease in engine
rpm. The knock sensor generates a voltage based on this vibration. Should
this voltage go outside a calibrated level a DTC will set. Knock sensor
circuit short to GND
Knock sensor circuit short to PWR
Damaged knock sensor
Damaged PCM
Knock sensor circuit open
A knock sensor voltage greater than 0.5V with the key
ON and engine OFF indicates a hard fault.
P0340 - Camshaft Position (CMP) Sensor Circuit Malfunction
The test fails when the PCM can no longer detect the signal from the CMP
sensor. CMP circuit open
CMP circuit short to GND
CMP circuit short to PWR
SIG RTN open (VR sensor)
CMP GND open (Hall effect sensor)
CMP misinstalled (Hall effect sensor)
Damaged CMP sensor shielding
Damaged CMP sensor
Damaged PCM
Harness routing, harness alterations, improper shielding,
or electrical interference from other improperly functioning systems may
have intermittent impact on the CMP signal.
P0350 - Ignition Coil (Undetermined) Primary/ Secondary
Circuit Malfunction Each ignition primary circuit is continuously monitored.
The test fails when the PCM does not receive a valid IDM pulse signal from
the ignition module (integrated in PCM). Open or short in Ignition START/RUN
circuit
Open coil driver circuit
Coil driver circuit shorted to ground
Damaged coil
Damaged PCM
Coil driver circuit shorted to VPWR
P0351 Through P0360 - Ignition Coil A through J Primary/
Secondary Circuit Malfunction Each ignition primary circuit is continuously
monitored. The test fails when the PCM does not receive a valid IDM pulse
signal from the ignition module (integrated in PCM). Open or short in Ignition
START/RUN circuit
Open coil driver circuit in harness
Coil driver circuit shorted to ground
Damaged coil
Damaged PCM
Coil driver circuit shorted to PWR
P0400 EGR Flow Failure (outside the minimum or maximum
limits) The EEGR system is monitored once per drive cycle during steady
state conditions above 48 mph . The test will fail when a malfunction is
detected by PCM calculations indicating the EGR flow is less or greater
than expected. EEGR valve stuck open or closed
Connector to EEGR not seated
EEGR motor windings shorted or open circuited
No power to EEGR
Harness open or shorted to power or ground
Vacuum signal to MAP restricted or leaking
MAF sensor signal erroneous
Damaged PCM
Carbon build up in EEGR valve seat area
One or more sensor not responding or out of range
All of the following sensors input data to the PCM for
proper operation of the EEGR system: ECT, CPS, IAT, MAF, TP, MAP. Any DTC
relating to these sensors must be resolved prior to addressing
P0400 code.
P0401 - EGR Flow Insufficient Detected The EGR system
is monitored during steady state driving conditions while the EGR is commanded
on. The test fails when the signal from the DPF EGR sensor indicates that
EGR flow is less than the desired minimum. Vacuum supply
EGR valve stuck closed
EGR valve leaks vacuum
EGR flow path restricted
EGRVR circuit shorted to PWR
VREF open to D.P.F. EGR sensor
D.P.F. EGR sensor downstream hose off or plugged
EGRVR circuit open to PCM
VPWR open to EGRVR solenoid
D.P.F. EGR sensor hoses both off
D.P.F. EGR sensor hoses reversed
Damaged EGR orifice tube
Damaged EGRVR solenoid
Damaged PCM
Perform KOER self-test and look for DTC P1408 as an indication
of a hard fault. If P1408 is not present, look for contamination, restrictions,
leaks, and intermittents.
P0402 - EGR Flow Excessive Detected The EGR system is
monitored for undesired EGR flow during idle. The EGR monitor looks at
the DPF EGR signal at idle and compares it to the stored signal measured
during key ON and engine OFF. The test fails when the signal at idle is
greater than at key ON engine OFF by a calibrated amount. EGR valve stuck
open
Plugged EGR vacuum regulator solenoid vent
Plugged EGR tube
Slow responding D.P.F. EGR sensor
Damaged DPF EGR sensor
Improper vacuum hose connection
Plugged vacuum hoses
EGRVR circuit shorted to ground
Damaged EGR vacuum regulator solenoid
Damaged PCM
A DPFEGR PID reading that is greater at idle than during
key ON and engine OFF by 0.5 volt or a rough engine idle, may indicate
a hard fault.
P0403 EEGR Electric Motor Windings Or Circuits To The
PCM Shorted Or Open The EEGR system is continously monitored to check the
4 EEGR motor coils, circuits, and the PCM for opens, shorts to power and
ground. If a malfunction is detected the EEGR system will be disabled and
additional monitoring will be suspended for the remainder of the drive
until the next drive cycle. EEGR motor windings open
Connector to EEGR not seated
Open circuit in harness from PCM to EEGR
Open circuit in PCM
Short circuit in EEGR motor
Short circuit in harness from PCM to EEGR
Short circuit in PCM
If an intermittent condition is suspected the most effective
methoid of wiring fault isolation is to use the wiggle test methoid while
measuring for shorts and open circuits.
P0411 - Secondary Air Injection (AIR) system upstream flow See DTC P1411
P0412 - Secondary Air Injection System (AIR) circuit malfunction
The PCM attempts to control when air is injected in the exhaust. The DTC
indicates a Secondary Air injection system AIR circuit fault. AIR circuit
open
AIR bypass solenoid fault
Damaged PCM
AIR circuit short to power
Solid state relay fault
Damaged AIR pump
The AIR circuit is normally held high through the AIR
bypass solenoid and SSR when the output driver is off. Therefore, a low
AIR circuit indicates a driver is always on and a high circuit indicates
an open in the PCM.
P0420 - Catalyst System Efficiency Below Threshold (Bank
1) Indicates Bank 1 catalyst system efficiency is below the acceptable
threshold Use of leaded fuel
Damaged HO2S
Malfunctioning ECT
High fuel pressure
Damaged exhaust manifold
Damaged catalytic converter
Oil contamination
Cylinder misfiring
Downstream HO2S wires improperly connected
Damaged exhaust system pipe
Damaged muffler/tailpipe assembly
Retarded spark timing
Compare HO2S upstream and downstream switch rate and
amplitude. Under normal closed loop fuel conditions, high efficiency catalysts
have oxygen storage which makes the switching frequency of the downstream
HO2S very slow and reduces the amplitude of those switches as compared
to the upstream HO2S. As catalyst efficiency deteriorates, its ability
to store oxygen declines and the downstream HO2S signal begins to switch
more rapidly with increase amplitude, approaching the switching rate and
amplitude of the upstream HO2S. Once beyond an acceptable limit the DTC
is set.
P0430 - Catalyst System Efficiency Below Threshold (Bank
2) Indicates Bank 2 catalyst system efficiency is below the acceptable
threshold. Use of leaded fuel
Damaged HO2S
Malfunctioning ECT
High fuel pressure
Damaged exhaust manifold
Damaged catalytic converter
Oil contamination
Cylinder misfiring
Downstream HO2S wires improperly connected
Damaged exhaust system pipe
Damaged muffler/tailpipe assembly
Retarded spark timing
Compare HO2S upstream and downstream switch rate and
amplitude. Under normal closed loop fuel conditions, high efficiency catalysts
have oxygen storage which makes the switching frequency of the downstream
HO2S very slow and reduces the amplitude of those switches as compared
to the upstream HO2S. As catalyst efficiency deteriorates, its ability
to store oxygen declines and the downstream HO2S signal begins to switch
more rapidly with increase amplitude, approaching the switching rate and
amplitude of the upstream HO2S. Once beyond an acceptable limit the DTC
is set.
P0442 - EVAP Control System Leak Detected (Small Leak)
The PCM monitors the complete EVAP control system for presence of a small
fuel vapor leak. The system failure occurs when a fuel vapor leak from
an opening as small as 1.016 mm (0.04 inch) is detected by the EVAP running
loss monitor test. After-market EVAP hardware (such as fuel filler cap)
non-conforming to required specifications
Small holes or cuts in fuel vapor hoses/tubes
Canister vent solenoid stays partially open on closed
command
Damaged, cross-threaded or loosely installed fuel filler
cap
Loose fuel vapor hose/tube connections to EVAP system
components
EVAP system component seals leaking (EVAP canister purge
valve, fuel tank pressure sensor, canister vent solenoid, fuel vapor control
valve tube assembly or fuel vapor vent valve assembly)
P0443 - EVAP Control System Canister Purge Valve Circuit
Malfunction The PCM monitors the EVAP canister purge valve circuit for
an electrical failure. The test fails when the signal moves outside the
minimum or maximum allowable calibrated parameters for a specified purge
duty cycle by PCM command. VPWR circuit open
EVAP canister purge valve circuit shorted to GND
Damaged EVAP canister purge valve
EVAP canister purge valve circuit open
EVAP canister purge valve circuit shorted to VPWR
Damaged PCM
Monitor EVAPPDC PID and voltage between EVAP canister
valve signal and PWR GND in output test mode with key ON engine OFF (or
in key ON engine RUNNING mode). EVAPPDC PID at 0% and voltage less than
1.0 volts (or EVAPPDC PID at 100% and voltage less than 0.5 volts) indicates
a hard fault.
P0451 - FTP Sensor Circuit Noisy The fuel tank pressure
changes greater than 14 inches of H 2 0 in 0.10 seconds. Intermittent open
or short in the FTP sensor or the FTP sensor signal.
Monitor FTP PID and does it change from above 15 inches
of H 2 0 to below a minus (-) 15 inches of H 2 0 often in 1.0 minute.
P0452 - FTP Sensor Circuit Low Voltage Detected The PCM
monitors the EVAP control system FTP sensor input signal to the PCM. The
test fails when the signal average drops below a minimum allowable calibrated
parameter. Contamination internal to FTP sensor connector
Damaged PCM
FTP circuit shorted to GND or SIG RTN
Damaged FTP sensor
FTP V PID reading less than 0.22 volt with key ON and
engine OFF or during any engine operating mode indicates a hard fault.
P0453 - FTP Sensor Circuit High Voltage Detected The PCM
monitors the EVAP control system FTP sensor input signal to the PCM. The
test fails when the signal average jumps above a minimum allowable calibrated
parameter. FTP circuit open
VREF shorted to VPWR
Damaged PCM
FTP circuit shorted to VREF or VPWR
SIG RTN circuit open
Damaged FTP sensor
FTP V PID reading greater than 4.50 volts with key ON
and engine OFF or during any engine operating mode indicates a hard fault.
P0455 - EVAP Control System Leak Detected (No Purge Flow
or Large Leak) The PCM monitors the complete EVAP control system for no
purge flow, the presence of a large fuel vapor leak or multiple small fuel
vapor leaks. The system failure occurs when no purge flow (attributed to
fuel vapor blockages or restrictions), a large fuel vapor leak or multiple
fuel vapor leaks are detected by the EVAP running loss monitor test with
the engine running (but not at idle). After-market EVAP hardware (such
as fuel filler cap) non-conforming to required specifications
Disconnected or cracked fuel EVAP canister tube, EVAP
canister purge outlet tube or EVAP return tube
EVAP canister purge valve stuck closed
Damaged EVAP canister
Damaged or missing fuel filler cap
Insufficient fuel filler cap installation
Loose fuel vapor hose/tube connections to EVAP system
components
Blockages or restrictions in fuel vapor hoses/tubes (items
also listed under disconnections or cracks)
Fuel vapor control valve tube assembly or fuel vapor
vent valve assembly blocked
Canister vent (CV) solenoid stuck open
Mechanically inoperative fuel tank pressure (FTP) sensor
Check for audible vacuum noise or significant fuel odor
in the engine compartment or near the EVAP canister and fuel tank.
P0456 - EVAP Control System Leak Detected (Very Small
Leak) The PCM monitors the complete EVAP control system for the presence
of a very small fuel vapor leak. The system failure occurs when a fuel
vapor leak from an opening as small as 0.508 mm (0.020 inch) is detected
by the EVAP running loss monitor test. Very small holes or cuts in fuel
vapor hoses/tubes.
Loose fuel vapor hose/tube connections to EVAP system
components.
EVAP system component seals leaking (refer to Possible
Causes under DTC P0442).
P0457 - EVAP Control System Leak Detected (Fuel Filler
Cap Loose/Off) A fuel tank pressure change greater than a minus (-) 7 inches
of H 2 0 in 30 seconds has occurred after refueling; or there is excessive
purge (fuel vapor) flow greater than 0.06 pounds per minute. Fuel filler
cap not installed on refueling (storing continuous memory DTC) and "check
Fuel Cap" light may also be illuminated.
Fuel filler cap missing, loose or cross-threaded.
Check for missing fuel filler cap or integrity of the
cap. If OK, clear continuous memory DTCs and re-initiate EVAP Emission
Running Loss Monitor Drive Cycle.
P0460 - Fuel Level Sensor Circuit Malfunction The PCM
monitors the fuel level input (FLI) circuit for electrical failure. The
test fails when the signal moves outside the minimum or maximum allowable
calibrated parameters for a specified fuel fill percentage in the fuel
tank. Empty fuel tank
Fuel pump (FP) module stuck open
Incorrectly installed fuel gauge
Damaged instrument cluster
CASE GND circuit open
FLI shorted to VPWR
Damaged PCM
Overfilled fuel tank
Fuel pump (FP) module stuck closed
Damaged fuel gauge
FLI circuit open
FLI circuit shorted to CASE GND or PWR GND
CSE GND shorted to VPWR
Monitor FLI PID and FLI V PID in key ON engine RUNNING.
FLI PID at 25% fill (with non matching fuel gauge) and FLI V PID less than
0.90 volts [for FLI PID at 75% fill (with non matching fuel gauge) and
FLI V PID greater than 2.45 volts] indicates a hard fault.
P0500 - Vehicle Speed Sensor (VSS) Malfunction Indicates
the powertrain control module (PCM) detected an error in the vehicle speed
information. Vehicle speed data is received from either the vehicle speed
sensor (VSS), transfer case speed sensor (TCSS), anti-lock brake system
(ABS) control module, generic electronic module (GEM), or central timer
module (CTM). If the engine rpm is above the torque converter stall speed
(automatic transmission) and engine load is high, it can be inferred that
the vehicle must be moving. If there is insufficient vehicle speed data
input, a malfunction is indicated and a DTC is set. On most vehicle applications
the malfunction indicator lamp (MIL) will be triggered when this DTC is
set. Open in VSS+/VSS- harness circuit.
Open in TCSS signal or TCSS signal return harness circuit.
Short to GND in VSS harness circuit.
Short to GND in TCSS harness circuit.
Short to PWR in VSS harness circuit.
Short to PWR in TCSS harness circuit.
Open or short in the vehicle speed circuit(s) (VSC) between
the PCM and appropriate control module.
Damaged VSS or TCSS.
Damaged wheel speed sensors.
Damaged wheel speed sensor harness circuits.
Damage in module(s) connected to VSC/VSS circuit.
Damage drive mechanism for VSS or TCSS.
Monitor VSS PID while driving vehicle. This DTC is set
when the PCM detects a sudden loss of vehicle speed signal over a period
of time. If vehicle speed data is lost, check the source of where the vehicle
speed input originates from: VSS, TCSS, ABS, GEM or CTM. Note: On some
MSOF applications, VSS and TCSS PID can be monitor. However if no TCSS
PID is available and VSS PID is zero, TCSS circuitry frequency must be
checked for loss of sensor signal. If another vehicle electronic module
has generated the P0500 and the vehicle does not receive its vehicle speed
input from one of the above mention sources (VSS, TCSS, ABS, GEM or CTM).
Check the PCM for Output Shaft Speed Sensor (OSS) DTCs. On OSS applications
the PCM uses the OSS to calculated the vehicle speed. If no OSS DTCs are
found check for correct PCM configuration. Check PCM configuration for
correct tire size and axle ratio.
P0501 - Vehicle Speed Sensor (VSS) Range/ Performance
Indicates the powertrain control module (PCM) detected an error in the
vehicle speed information. This DTC is set the same way as P0500, however
the malfunction indicator lamp (MIL) is not triggered. Refer to possible
causes for P0500.
Refer to diagnostic aids for P0500.
P0503 - Vehicle Speed Sensor (VSS) Intermittent Indicates
poor or noisy VSS performance. Vehicle speed data is received from either
the vehicle speed sensor (VSS), transfer case speed sensor (TCSS), anti-lock
brake system (ABS) control module, generic electronic module (GEM), or
central timer module (CTM). Noisy VSS/TCSS input signal from Radio Frequency
Interference/ Electro-Magnetic Interference (RFI/EMI) external sources
such as ignition components or charging circuit.
Damaged VSS or driven gears.
Damaged TCSS.
Damaged wiring harness or connectors.
Malfunction in module(s) or circuit connected to VSS/TCSS
circuit.
After market add-on.
Monitor VSS PID while driving vehicle, check for intermittent
vehicle speed indication. Verify ignition and charging system are functioning
correctly.
P0505 - Idle Air Control System Malfunction The PCM attempts
to control engine speed during KOER self-test. The test fails when the
desired rpm could not be reached or controlled during the self-test. IAC
circuit open
VPWR to IAC solenoid open
IAC circuit shorted to PWR
Air inlet is plugged
Damaged IAC valve
Damaged PCM
The IAC solenoid resistance is from 6 to 13 ohms.
P0552 - Power Steering Pressure (PSP) Sensor Circuit Malfunction
The PSP sensor input signal to the PCM is continuously monitored.The test
fails when the signal is open or shorted to ground. PSP sensor damaged
SIG RTN circuit open or shorted
VREF circuit open or shorted
PSP sensor signal circuit open or shorted
Damaged PCM
The DTC indicates the PSP sensor circuit is open or shorted
to ground.
P0553 - Power Steering Pressure (PSP) Sensor Circuit Malfunction
The PSP sensor input signal to PCM is continuously monitored. The test
fails when the signal is shorted to power. PSP sensor damaged
SIG RTN circuit shorted to power
VREF circuit shorted to power
PSP sensor signal circuit shorted to power
Damaged PCM
The code indicates the PSP sensor circuit is shorted
to power.
P0602 - Control Module Programming Error This Diagnostic
Trouble Code (DTC) indicates programming error within Vehicle ID block
(VID). VID data corrupted by the scan tool during VID reprogramming
Using the scan tool, reprogram the VID block. If PCM
does not allow reprogramming of the VID block, reflashing PCM will be required.
P0603 - Powertrain Control Module KAM Test Error Indicates
the PCM has experienced an internal memory fault. However there are external
items that can cause this DTC. Reprogramming
Battery terminal corrosion
KAPWR to PCM interrupt/open
Loose battery connection
Damaged PCM
If KAPWR is interrupted to the PCM because of a battery
or PCM disconnect, DTC can be generated on the first power-up.
P0605 - PCM read only memory (ROM) error Indicates the
PCM ROM has been corupted. An attempt was made to change the calibration.
Module programming error.
Damaged PCM
Reprogram or update calibration.
Reprogram VID block (use as built data).
Check for other DTC's or drive symptoms for further action.
P0703 - Brake Switch Circuit Input Malfunction Indicates
PCM did not receive a brake pedal position (BPP) input. Open or short in
BPP circuit
Open or short in stoplamp circuits
Damaged PCM
Malfunction in module(s) connected to BPP circuit. (Rear
Electronic Module [REM] Windstar and LS6/LS8 or Lighting Control Module
(LCM) Continental and Town Car.
Damaged brake switch
Misadjusted brake switch
Check for proper function of stoplamps. Follow correct
Self-Test procedures, refer to Section 2 of Quick Test.
P0704 - Clutch Pedal Position Switch Malfunction When
the clutch pedal is depressed the voltage goes to low. If the PCM does
not see this change from high to low the DTC is set. CPP circuit short
to PWR
Damaged CPP switch
CPP circuit open in the SIGRTN
Damaged PCM
When depressing the CPP switch the voltage should cycle
from 5.0V down.
P0720 - Insufficient input from Output Shaft Speed sensor
The output shaft speed sensor inputs a signal to the PCM, based on the
speed of the output shaft of the transmission. The PCM compares this signal
with the signal of the VSS or TCSS and determines correct tire size and
axle gear ratio. OSS sensor circuit short to GND
OSS sensor circuit short to PWR
OSS sensor circuit open
Damaged OSS sensor
Damaged PCM
Verify sensor signal output varies with vehicle speed.
P0721 - Noise interference on Output Shaft Speed sensor
signal The output shaft speed sensor signal is very sensitive to noise.
This noise distorts the input to the PCM. Wiring misrouted
After market add-on
Wiring damaged
Wiring insulation wear
Check routing of harness.
Check wiring and connector for damage.
P0722 - No signal from Output Shaft Speed sensor The output
shaft speed sensor failed to provide a signal to the PCM upon initial movement
of vehicle. Damaged OSS connector
Damaged OSS sensor, or not installed properly
Harness intermittently shorted or open
P0723 - Output Shaft Speed sensor circuit intermittent
failure The output shaft speed sensor signal to the PCM is irregular or
interrupted. Harness connector not properly seated
Harness intermittently shorted, or open
Harness connector damaged
OSS sensor damaged, or not installed properly
Verify harness and connector integrity
Verify OSS sensor proper installation
P0812 - Reverse Switch (RS) input circuit malfunction
The DTC indicates that the voltage is high when it should be low. Transmission
shift not indicating neutral while in KOEO Self-Test
RS circuit short to PWR
Damaged reverse switch
RS circuit open or short to SIGRTN
Damaged PCM
Check RS PID while exercising shift lever in and out
of reverse.
P1000 - Monitor Testing Not Complete The on board diagnostic
II (OBD II) monitors are performed during the OBD II Drive Cycle. The DTC
will be stored in continuous memory if any of the OBD II monitors do not
complete. Vehicle is new from the factory
Battery or PCM had recently been disconnected
An OBD II monitor failure had occurred before completion
of an OBD II drive cycle
PCM DTCs have recently been cleared with a scan tool
PTO circuit is shorted to VPWR or B+ or PTO is on during
testing
The DTC does not need to be cleared from the PCM except
to pass an inspection/maintenance test.
P1001 - KOER Not Able To Complete, KOER Aborted This Non-MIL
(Malfunction Indicator Lamp) code will be set when Key On Engine Running
(KOER) Self-Test does not complete in the time intended. Incorrect Self-Test
Procedure.
Unexpected response from Self-Test monitors.
rpm out of specification.
Rerun Self-Test following QT1 in Section 3 , Symptom
Charts, STEP 1: PCM Quick Test.
P1100 - Mass Air Flow (MAF) Sensor Intermittent The MAF
sensor circuit is monitored by the PCM for sudden voltage (or air flow)
input change through the comprehensive component monitor (CCM). If during
the last 40 warm-up cycles in key ON engine running the PCM detects a voltage
(or air flow) change beyond the minimum or maximum calibrated limit, a
continuous memory diagnostic trouble code (DTC) is stored. Poor continuity
through the MAF sensor connectors
Poor continuity through the MAF sensor harness
Intermittent open or short inside the MAF sensor.
While accessing the MAF V PID on the scan tool, lightly
tap on the MAF sensor or wiggle the MAF sensor connector and harness. If
the MAF V PID suddenly changes below 0.23 volt or above 4.60 volts, an
intermittent fault is indicated.
P1101 - Mass Air Flow (MAF) Sensor Out of Self-Test Range
The MAF sensor circuit is monitored by the PCM for an out of range air
flow (or voltage) input. If during key ON engine OFF the air flow voltage
signal is greater than 0.27 volts the test fails. Likewise, if during key
ON engine running, an air flow voltage signal is not within 0.46 volt to
2.44 volts, the test fails. For voltage to air flow gm/sec conversion,
GO to Pinpoint Test DC and refer to Voltage To Mass Air Flow Conversion
Table. Low battery charge
MAF sensor partially connected
MAF sensor contamination
PWR GND open to MAF sensor
MAF RTN circuit open to PCM
Damaged MAF sensor
Damaged PCM
A MAF V PID reading greater than 0.27 volts (KOEO) or
a MAF V PID reading outside the 0.46 volt to 2.44 volts range (KOER) indicates
a hard fault.
P1112 - Intake Air Temperature (IAT) Sensor Intermittent
Indicates IAT sensor signal was intermittent during the comprehensive component
monitor. Damaged harness
Damaged sensor
Damaged harness connector
Damaged PCM
Monitor IAT on scan tool, look for sudden changes in
reading when harness is wiggled or sensor is tapped.
P1114 - Intake Air Temperature 2 Circuit Low Input Indicates
the sensor signal is less than Self-Test minimum. The IAT2 sensor minimum
is 0.2 volts. Grounded circuit in harness
Improper harness connection
Damaged sensor
Damaged PCM
Monitor IAT2 PID. Typical IAT2 temperature should be
greater than IAT1. Refer to Section 6 : Reference Values for ranges.
P1115 - Intake Air Temperature 2 Circuit High Input Indicates
the sensor signal is greater than Self-Test maximum. The IAT2 sensor maximum
is 4.6 volts. Open circuit in harness
Sensor signal short to power
Improper harness connection
Damaged sensor
Damaged PCM
Monitor IAT2 PID. Typical IAT2 temperature should be
greater than IAT1. Refer to Section 6 : Reference Values for ranges.
P1116 - Engine Coolant Temperature (ECT) Sensor Out of
Self-Test Range Indicates the ECT sensor is out of Self-Test range. Correct
range is 0.3 to 3.7 volts. Overheating condition
Malfunctioning thermostat
Damaged ECT sensor
Low engine coolant
Damaged harness connector
Damaged PCM
Engine coolant temperature must be greater than 10°C
(50°F) to pass the KOEO Self-Test and greater than 82°C (180°F)
to pass the KOER Self-Test.
P1117 - Engine Coolant Temperature (ECT) Sensor Intermittent
Indicates ECT circuit became intermittently open or shorted while engine
was running. Damaged harness
Damaged sensor
Damaged PCM
Damaged harness connector
Low engine coolant
Monitor ECT on scan tool, look for sudden changes in
reading when harness is wiggled or sensor is tapped.
P1120 - Throttle Position (TP) Sensor Out of Range Low
(RATCH too Low) The TP sensor circuit is monitored by the PCM for a low
TP rotation angle (or voltage) input below the closed throttle position
through the comprehensive component monitor (CCM). If during key ON engine
OFF or key ON engine running the TP rotation angle (or voltage) remains
within the calibrated self-test range but falls between 3.42 and 9.85%
(0.17 and 0.49 volt), the test fails. TP circuit with frayed wires
Corrosion on TP circuit connectors
VREF open to TP sensor
VREF short to SIG RTN
TP sensor loose pins
A TP PID (TP V PID) between 3.42 and 9.85% (0.17 and
0.49 volt) in key ON engine OFF, continuous memory or key ON engine running
indicates a hard fault.
P1121 - Throttle Position (TP) Sensor Inconsistent with
MAF Sensor The PCM monitors a vehicle operation rationality check by comparing
sensed throttle position to mass air flow readings. If during key ON engine
running self-test the comparison of the TP sensor and MAF sensor readings
are not consistent with calibrated load values, the test fails and a diagnostic
trouble code is stored in continuous memory. Air leak between MAF sensor
and throttle body
TP sensor not seated properly
Damaged TP sensor
Damaged MAF sensor
Drive vehicle and exercise throttle and TP sensor in
all gears. A TP PID (TP V PID) less than 4.82 % (0.24 volt) with a LOAD
PID greater than 55% or a TP V PID greater than 49.05% (2.44 volts) with
a LOAD PID less than 30% indicates a hard fault.
P1124 - Throttle Position (TP) Sensor Out of Self-Test
Range The TP sensor circuit is monitored by the PCM for an out of range
TP rotation angle (or voltage) input. If during key ON engine OFF or key
ON engine running the TP rotation angle (or voltage)
reading is less than 13.27% (0.66 volt) or greater than 23.52% (1.17 volts),
the test fails. Binding or bent throttle linkage
TP sensor not seated properly
Throttle plate below closed throttle position
Throttle plate/screw misadjusted
Damaged TP sensor
Damaged PCM
A TP PID (TP V PID) reading not between 13.27 and 23.52%
(0.66 and 1.17 volts) in key ON engine OFF or key ON engine running indicates
a hard fault.
P1125 - Throttle Position (TP) Sensor Intermittent The
TP sensor circuit is monitored by the PCM for sudden TP rotation angle
(or voltage) input change through the comprehensive component monitor (CCM).
If during the last 80 warm-up cycles in key ON engine running the PCM detects
a TP rotation angle (or voltage) changes beyond the minimum or maximum
calibrated limit, a continuous diagnostic trouble code (DTC) is stored.
Poor continuity through the TP sensor connectors
Poor continuity through the TP harness
Intermittent open or short inside the TP sensor
While accessing the TP V PID on the scan tool, lightly
tap on the TP sensor or wiggle the TP sensor connector and harness. If
the TP V PID suddenly changes below 0.49 volt or above 4.65 volts, an intermittent
fault is indicated.
P1127 - Exhaust Not Warm Enough, Downstream Sensor Not
Tested The HEGO monitor uses an exhaust temperature model to determine
when the HO2S heaters are cycled ON. The test fails when the inferred exhaust
temperature is below a minimum calibrated value. Engine not operating long
enough prior to performing KOER self-test.
Exhaust system too cool.
Monitor HO2S Heater PIDs to determine their ON/OFF state.
DTC P1127 will be present if the exhaust is not hot.
P1128 - Upstream Oxygen Sensors Swapped from Bank to Bank
(HO2S-11-21) The HEGO monitor checks and determines if the HO2S signal
response for a fuel shift corresponds to the correct engine bank. The test
fails when a response from the HO2S(s) being tested is not indicated. Crossed
HO2S harness connectors (upstream).
Crossed HO2S wiring at the harness connectors (upstream).
Crossed HO2S wiring at the 104-pin harness connectors
(upstream).
P1129 - Downstream Oxygen Sensors Swapped from Bank to
Bank (HO2S-12-22) The HEGO monitor checks and determines if the HO2S signal
response for a fuel shift corresponds to the correct engine bank. The test
fails when a response from the HO2S(s) being tested is not indicated. Crossed
HO2S harness connectors (downstream).
Crossed HO2S wiring at the harness connectors (downstream).
Crossed HO2S wiring at the 104-pin harness connectors
(downstream).
P1130 - Lack of HO2S-11 Switch, Fuel Trim at Limit The
HEGO Sensor is monitored for switching. The test fails when the HO2S fails
to switch due to circuit or fuel at or exceeding a calibrated limit. Electrical:
Short to VPWR in harness or HO2S
Water in harness connector
Open/Shorted HO2S circuit
Corrosion or poor mating terminals and wiring
Damaged HO2S
Damaged PCM
Fuel System:
Excessive fuel pressure
Leaking/contaminated fuel injectors
Leaking fuel pressure regulator
Low fuel pressure or running out of fuel
Vapor recovery system
Induction System:
Air leaks after the MAF
Vacuum Leaks
PCV system
Improperly seated engine oil dipstick
EGR System:
Leaking gasket
Stuck EGR valve
Leaking diaphragm or EVR
Base Engine:
Oil overfill
Cam timing
Cylinder compression
Exhaust leaks before or near the HO2S(s)
A fuel control HO2S PID switching across 0.45 volt from
0.2 to 0.9 volt indicates a normal switching HO2S.
P1131 - Lack of HO2S-11 Switch, Sensor Indicates Lean
A HEGO sensor indicating lean at the end of a test is trying to correct
for an over-rich condition. The test fails when the fuel control system
no longer detects switching for a calibrated amount of time. See Possible
Causes for DTC P1130
P1132 - Lack of HO2S-11 Switch, Sensor Indicates Rich A HEGO sensor indicating rich at the end of a test is trying to correct for an over-lean condition. The test fails when the fuel control system no longer detects switching for a calibrated amount of time. See Possible Causes for DTC P1130
P1137 - Lack of HO2S-12 Switch, Sensor Indicates Lean
The downstream HO2S sensors are forced rich and lean and monitored by the
PCM. The test fails if the PCM does not detect the output of the HO2S in
a calibrated amount of time. Pinched, shorted, and corroded wiring and
pins
Crossed sensor wires
Exhaust leaks
Contaminated or damaged sensor
P1138 - Lack of HO2S-12 Switch, Sensor Indicates Rich See DTC P1137
P1150 - Lack of HO2S-21 Switch, Fuel Trim at Limit See DTC P1130
P1151 - Lack of HO2S-21 Switch, Sensor Indicates Lean A HEGO sensor indicating lean at the end of a test is trying to correct for an over-rich condition. The test fails when fuel control system no longer detects switching for a calibrated amount of time. See Possible Causes for DTC P1130
P1152 - Lack of HO2S-21 Switch, Sensor Indicates Rich A HEGO sensor indicating rich at the end of a test is trying to correct for an over-lean condition. The test fails when the fuel control system no longer detects switching for a calibrated amount of time. See Possible Causes for DTC P1130
P1157 - Lack of HO2S-22 Switch, Sensor Indicates Lean See DTC P1137
P1158 - Lack of HO2S-22 Switch, Sensor Indicates Rich See DTC P1137
P1168 - Fuel Rail Pressure Sensor in Range But Low The
comprehensive component monitor (CCM) monitors the FRP pressure for acceptable
fuel pressure. The test fails when the fuel pressure falls below a calibrated
value. Low fuel pressure
Damaged FRP sensor
Excessive resistance in circuit
Low or no fuel
A FRP PID value below 551 kpa (80 psi) indicates a failure
Low or no fuel
A FRP PID value greater than 896 kpa (130 psi) indicates
a failure
P1169 - Fuel Rail Pressure (FRP) Sensor in Range But High
The comprehensive component monitor (CCM) monitors the FRP pressure for
acceptable fuel pressure. The test fails when the fuel pressure falls below
or exceeds a minimum/maximum calibrated value for a calibrated period of
time. High fuel pressure
Low fuel pressure
Damaged FRP sensor
Excessive resistance in circuit
P1180 - Fuel Delivery System - Low The PCM receives fuel
tank pressure (FTP) information from the natural gas module (NG), which
uses the information to infer fuel rail pressure (FRP). The test fails
when the inferred pressure is less than a minimum calibrated value. Restriction
in the fuel line
Plugged fuel filter
P1181 - Fuel Delivery System - High The PCM receives fuel tank pressure (FTP) information from the natural gas module (NG), which uses the information to infer fuel rail pressure (FRP). The test fails when the inferred pressure is higher than a maximum calibrated value. Fuel pressure regulator
P1183 - Engine Oil Temperature (EOT) Sensor Circuit Malfunction
Indicates EOT circuit became intermittently open or shorted while engine
was running. Damaged harness
Damaged sensor
Damaged harness connector
Damaged PCM
EOT V PID reading less than 0.2 volts with key ON and
engine OFF or during any engine operating mode indicates a hard fault short
to ground. EOT V PID reading greater than 4.5 volts with key ON and engine
OFF or during any engine operating mode indicates an open circuit hard
fault.
P1184 - Engine Oil Temperature (EOT) Sensor Out of Self-Test
Range Indicates EOT signal was out of Self-Test range. Correct range for
KOER is 0.3-1.2 volts. Damaged harness
Damaged sensor
Damaged harness connector
Damaged PCM
Engine should be at operating temperature before running
self-test.
P1229 - Supercharger Intercooler Pump (ICP) Pump Not Operating
The ICP DTC will be set when the PCM is calling for the pump to be operating
but no current is being detected. Pump motor open circuited
Pump relay coil open
Open circuit between relay and pump
Damaged PCM
Pump motor shorted
Open circuit between PCM and relay
Poor pump ground connection
Check for voltage at relay, check fuse in power feed,
check ground connection of pump motor, PID reading is on/off.
P1232 - Low Speed Fuel Pump Primary Circuit Malfunction
The PCM monitors the low speed fuel pump (LFP) primary circuit output from
the PCM. The test fails if: When the LFP circuit is commanded on (grounded),
excessive current draw is detected on the LFP circuit; or when the LFP
circuit is commanded off, voltage is not detected on the LFP circuit (the
PCM expects to detect VPWR voltage coming through the low speed fuel pump
relay coil to the LFP circuit). Open or shorted low fuel pump (LFP) circuit
Open VPWR to low speed fuel pump relay
Damaged low speed fuel pump relay
Damaged PCM
An open circuit or short to ground can only be detected
with the low speed fuel pump.
A short to power can only be detected with the low speed
fuel pump commanded on.
During KOEO and KOER Self-Test, the low speed fuel pump
output command will be cycled on and off.
P1233 - Fuel System Disabled or Offline LS6/LS8:
For LS6/LS8, P1233 indicates the PCM is not receiving
the fuel level information on SCP from the rear electronics module (REM).
Refer to the Workshop Manual Section 413-01 for diagnostics.
All Others:
The PCM monitors the fuel pump monitor (FPM) circuit
from the fuel pump driver module (FPDM). With the key on, the FPDM continuously
sends a duty cycle signal to the PCM through the FPM circuit. The test
fails if the PCM stops receiving the duty cycle signal. Inertia fuel shutoff
(IFS) switch needs to be reset
Open FPDM ground circuit
Open or shorted FPM circuit
Damaged IFS switch
Damaged FPDM
Damaged PCM
Also for Escort/Tracer and Mustang:
Open FPDM PWR circuit
Open B+ circuit to constant control relay module (CCRM)
pin 11
Open ground to CCRM pin 18 (Mustang)
Damaged CCRM
Also for Continental:
Open VPWR circuit to FPDM
The PCM expects to see one of the following duty cycle
signals from the FPDM on the FPM circuit: 1) 50% (500 msec on, 500 msec
off), all OK. 2) 25% (250 msec on, 750 msec off), FPDM did not receive
a fuel pump (FP) duty cycle command from the PCM, or the duty cycle that
was received was invalid. 3) 75% (750 msec ON, 250 OFF), the FPDM has detected
a fault in the circuits between the FPDM and the fuel pump.
P1234 - Fuel System Disabled or Offline See DTC P1233. P1234 is identical to P1233 except P1234 will not illuminate the MIL.
P1235 - Fuel Pump Control Out Of Range Note: For LS6/LS8,
the FPDM functions are incorporated in the Rear Electronics Module (REM).
Also, the REM does not use a FPM circuit. Diagnostic information will be
sent through SCP.
Indicates that the FPDM has detected an invalid or missing
FP circuit signal from the PCM. The FPDM will send a message to the PCM
through the FPM circuit, indicating that this failure has been detected.
The PCM will set the DTC when the message is received. FP circuit open
or shorted
Damaged FPDM.
Damaged PCM
The FPDM sends a 25% duty cycle (250 msec ON, 750 msec
OFF) through the FPM circuit to the PCM while the fault is being detected
by the FPDM. If the fault is no longer detected, the PDM will return to
sending an "all OK" (50% duty cycle) message to the PCM. The PCM will keep
P1235 stored in Continuous Memory.
P1236 - Fuel Pump Control Out Of Range See DTC P1235. P1236 is identical to P1235 except P1236 will not illuminate the MIL.
P1237 - Fuel Pump Secondary Circuit Malfunction Note:
For LS6/LS8, the FPDM functions are incorporated in the rear electronics
module (REM). Also, the REM does not use a FPM circuit. Diagnostic information
will be set through SCP.
Indicates that the FPDM has detected a fuel pump secondary
circuit fault. The FPDM will send a message to the PCM through the FPM
circuit, indicating that this failure has been detected. The PCM will set
the DTC when the message is received. Open or shorted FP PWR circuit
Open FP RTN circuit to FPDM
Open or shorted circuit in the fuel pump
Locked fuel pump rotor
Damaged FPDM
For LS6/LS8, circuits associated with the Fuel Pump relay
The FPDM sends a 75% duty cycle (750 msec ON, 250 msec
OFF) through the FPM circuit to the PCM while the fault is being detected
by the FPDM. If the fault is no longer detected, the PCM will return to
sending an "all OK" (50% duty cycle) message to the PCM. The PCM will keep
P1237 stored in Continuous Memory.
The FPDM controls pump speed by supplying a "variable"
ground on the RTN circuit.
P1238 - Fuel Pump Secondary Circuit Malfunction See DTC
P1237. P1238 is identical to P1237 except P1238 will not illuminate the
MIL.
P1244 - Generator Load Input Low The PCM monitors the
GLI circuit, and will set the DTC when the input is below calibrated limit
for a calibrated amount of time. GLI circuit open or short
Damaged voltage regulator/generator
Damaged PCM
Verify operation of charging system.
P1245 - Generator Load Input High The PCM monitors the
GLI circuit, and will set the DTC when the input is above a calibrated
limit for a calibrated amount of time. GLI circuit open or short
Damaged voltage regulator/generator
Damaged PCM
Verify operation of charging system.
P1246 - Generator Load Input (2.0L Cougar) The PCM monitors
the GLI circuit, and will set the DTC when the input is not within a calibrated
limit for a calibrated amount of time. GLI circuit concern.
Damaged voltage regulator/generator
Damaged PCM.
Verify operation of charging system.
Verify battery is at proper charge.
P1246 - Generator Load Input Failed (All Others) The PCM
monitors generator load from the generator/regulator in the form of frequency.
The frequency range is determined by the temperature of the voltage regulator
where 97% represents full load, below 6% means no load. Generator circuit
short to GND
Generator circuit short to PWR
Generator circuit open
Generator drive mechanism
Damaged generator/regulator assembly
Damaged PCM
Verify battery voltage is 14.5V.
Verify generator/regulator has the correct part number.
P1260 - Theft Detected - Vehicle Immobilized Indicates
that the passive anti-theft system (PATS) has determined a theft condition
existed and the engine is disabled. This DTC is a good indicator to check
the PATS for DTCs. Previous theft condition
Anti-Theft System failure
Theft indicator flashing rapidly or on solid when ignition
switch is in the ON position. Check anti-theft system for DTCs. Typical
vehicle symptoms are: Start/Stall or Crank/No Start. NOTE: No crank symptom
only on vehicles equipped with PATS starter disable feature.
P1270 - Engine RPM/Vehicle Speed Limiter Indicates the
vehicle has been operated in a manner which caused the engine or vehicle
to exceed a calibration limit. The engine rpm and vehicle speed are continuously
monitored by the PCM. The DTC is set when the rpm or speed fall out of
calibrated range. For additional information on the engine rpm/vehicle
speed limiter, refer to Section 1, Electronic Engine Control (EC) System
, Powertrain Control Software. Wheel slippage (water, ice, mud and snow)
Excessive engine rpm in Neutral
Vehicle drive at a high rate of speed
The DTC indicates the vehicle has been operated in a
manner which caused the engine or vehicle speed to exceed a calibrated
limit.
P1285 - Cylinder Head Over Temperature Sensed Indicates
an engine overheat condition was sensed by the cylinder head temperature
sensor. Low engine coolant level
Base engine concerns
Engine cooling system concerns
CHT sensor concern
On some applications when this fault occurs the Engine
Temperature warning indicator will illuminate and/or force the temperature
gauge to full H (Hot) zone by grounding the engine temperature warning
circuit.
P1288 - Cylinder Head Temperature (CHT) Sensor Circuit
Out of Self-Test Range Indicates the CHT sensor is out of Self-Test range.
Engine not at operating temperature. Cold engine
Engine overheating
Damaged harness connector
Damaged PCM
Low engine coolant level
Damaged CHT sensor
Bring engine to operating temperature. If cold, re-run
self-test. If engine over-heats check cooling system.
P1289 - Cylinder Head Temperature (CHT) Sensor Circuit
High Input (PCM STRATEGIES UP TO AND INCLUDING 1998) Indicates a CHT sensor
circuit malfunction (shorted). Grounded circuit in CHT harness
Damaged CHT sensor
Improper harness connection
Damaged PCM
CHT V PID reading less than 0.2 volts with key ON and
engine OFF or during any engine operating mode indicates a hard fault.
Note: DTC P0117 may also be reported when this DTC is set, either of these
DTC's will activate the MIL light.
P1289 - Cylinder Head Temperature (CHT) Sensor Circuit
High Input (PCM STRATEGIES 1999 AND BEYOND) Indicates a CHT sensor circuit
malfunction (open). Open circuit in CHT harness
Damaged CHT sensor
Improper harness connection
Damaged PCM
CHT V PID reading greater than 4.6 volts with key ON
and engine OFF or during any engine operating mode indicates a hard fault.
Note: DTC P0118 may also be reported when this DTC is set, either of these
DTC's will activate the MIL light.
P1290 - Cylinder Head Temperature (CHT) Sensor Circuit
Low Input (PCM STRATEGIES UP TO AND INCLUDING 1998) Indicates a CHT sensor
circuit malfunction (open). Open circuit in CHT harness
Damaged CHT sensor
Improper harness connection
Damaged PCM
CHT V PID reading greater than 4.6 volts with key ON
and engine OFF or during any engine operating mode indicates a hard fault.
Note: DTC P0118 may also be reported when this DTC is set, either of these
DTC's will activate the MIL light.
P1290 - Cylinder Head Temperature (CHT) Sensor Circuit
Low Input (PCM STRATEGIES 1999 AND BEYOND) Indicates a CHT sensor circuit
malfunction (shorted). Grounded circuit in CHT harness
Damaged CHT sensor
Improper harness connection
Damaged PCM
CHT V PID reading greater than 4.6 volts with key ON
and engine OFF or during any engine operating mode indicates a hard fault.
Note: DTC P0118 may also be reported when this DTC is set, either of these
DTC's will activate the MIL light.
P1299 - Cylinder Head Over Temperature Protection Active
Indicates an engine overheat condition was detected by the cylinder head
temperature (CHT) sensor. An FMEM Strategy called Fail-safe Cooling was
activated to cool the engine. Engine cooling system concerns
Low engine coolant level
Base engine concerns
Refer to Section 1, Powertrain Control Software , for
more information on Fail-safe Cooling Strategy and cylinder head temperature
sensor.
P1309 - Misfire Monitor Disabled When the misfire monitor
is disabled, usually due to the input signal generated by the camshaft
position (CMP) sensor, by sensing the passage of teeth from the CMP wheel.
Camshaft position sensor
Powertrain control module
ECT, MAF, and CKP sensors
Verify the CMP is installed correctly and not out of
synchronization.
P1380 - Variable Cam Timing Solenoid A Circuit Malfunction
The comprehensive component monitor(CCM) monitors the VCT circuit to the
PCM for high and low voltage. If during testing voltage was to fall below
a calibrated limit a calibrated amount of time the test will fail. Open
or short VCT circuit
Open VPWR circuit
Damaged PCM
Open or short VCT solenoid valve
DTC P1380 is a VCT circuit check. Testing should include
wires, solenoid coil and PCM.
P1381 - Variable Cam Timing Over-advanced (Bank 1) The
comprehensive component monitor (CCM) monitors the VCT position for an
over-advanced camshaft timing. The test fails when the camshaft timing
exceeds a maximum calibrated value or remains in an advanced position.
Cam timing improperly set
No oil flow to the VCT piston chamber
Low oil pressure
VCT solenoid valve stuck closed
Camshaft advance mechanism binding (VCT unit)
P1381 DTC is a check of the VCT unit. Testing should
not include electrical checks. Diagnostics and repair for the VCT unit
are located in the Workshop Manual.
P1383 - Variable Cam Timing Over-retarded (Bank 1) The
comprehensive component monitor (CCM) monitors the VCT position for over-retarded
camshaft timing. The test fails when the camshaft timing exceeds a maximum
calibrated value or remains in an retarded position. Cam timing improperly
set
Continuous oil flow to the VCT piston chamber
VCT solenoid valve stuck open
Camshaft advance mechanism binding (VCT unit)
DTC P1383 is a check of the VCT unit. Testing should
not include electrical checks. Engine will idle rough, hard starting and
may stall. Diagnostics and repair for the VCT unit are located in the Workshop
Manual.
P1400 - DPF EGR Sensor Circuit Low Voltage Detected The
EGR monitor checks the DPF EGR sensor signal to the PCM for low voltage.
The test fails when the average voltage to the PCM drops to a voltage less
than the minimum calibrated value. DPFEGR circuit short to GND
Damaged DPF EGR sensor
VREF short to GND
Damaged PCM
A DPF EGR PID reading less than 0.2 volt with the key
ON and engine OFF or running, indicates a hard fault.
P1401 - DPF EGR Sensor Circuit High Voltage Detected The
EGR monitor checks the DPF EGR sensor signal to the PCM for high voltage.
The test fails when the average voltage to the PCM goes to a voltage greater
than the maximum calibrated value. DPF EGR circuit open
VREF short to PWR
Damaged DPF EGR sensor
DPFEGR circuit short to PWR
SIG RTN circuit open
Damaged PCM
A DPF EGR PID reading greater than 4.5 volts with the
key ON and engine OFF or running, indicates a hard fault.
P1405 - DPF EGR Sensor Upstream Hose Off or Plugged While
driving, the EGR monitor commands the EGR valve closed and checks the differential
pressure across the EGR orifice. The test fails when the signal from the
DPF EGR sensor indicates EGR flow is in the negative direction. Upstream
hose is disconnected
Upstream hose is plugged (ice)
Plugged or damaged EGR tube
Look for signs of water or icing in hose
Verify hose connection and routing (no excessive dips)
Verify DPF EGR sensor proper mounting and function (view
DPF EGR PID while applying and releasing vacuum directly to sensor with
a hand pump)
P1406 - DPF EGR Sensor Downstream Hose Off or Plugged
While driving, the EGR monitor commands the EGR valve closed and checks
the differential pressure across the EGR orifice. The test fails when the
signal from the DPF EGR sensor continues to indicate EGR flow even after
the EGR valve is commanded closed. Downstream hose is disconnected
Downstream hose is plugged (ice)
Plugged or damaged EGR tube
Look for signs of water or icing in hose
Verify connection and routing (no excessive dips)
Verify DPF EGR sensor proper mounting and function (view
DPFEGR PID while applying and releasing vacuum directly to sensor with
a hand pump)
P1408 - EGR Flow Out of Self-Test Range (Non MIL) This test is performed during the KOER on demand self-test only. The EGR system is commanded ON at a fixed engine speed. The test fails and the DTC is output when the measured EGR flow falls above or below the required calibration . For vacuum activated systems see Possible Causes for DTC P0401.For electric motor system see Possible Causes DTC P0400. For Electric EGR, use the output state control function of the scan tool and monitor the MAP PID (MAP) and the EEGR PID (EGRMDSD) while commanding the EEGR on. If EGR is introduced into the engine at idle, the rpm will drop or stall out. For vacuum systems see Diagnostic Aids for P0401.
P1409 - EGR Vacuum Regulator Solenoid Circuit Malfunction
This test checks the electrical function of the EGRVR solenoid. The test
fails when the EGRVR circuit voltage is either too high or too low when
compared to the expected voltage range. The EGR system must be enabled
for the test to be completed. EGRVR circuit open
VPWR open to EGRVR solenoid
EGRVR circuit short to VPWR or GND
Damaged EGRVR solenoid
Damaged PCM
The EGR vacuum regulator solenoid resistance is from
26 to 40 ohms.
P1411 - Secondary Air Injection (AIR) system downstream
flow The secondary air injection system does not detect the presence of
air in the exhaust when introduced by the secondary air injection system
Electric AIR Pump
Hose from AIR pump leak
AIR bypass solenoid leak/blocked
Hose from AIR pump blocked
AIR bypass solenoid stuck open/closed
In order to test the AIR pump, it must be capable of
driving the HO2S lean.
P1413 Secondary Air Injection System Monitor Circuit Low
The secondary air injection system monitor circuit is low, indicating the
electrical AIR pump is off although the electrical AIR pump was commanded
on by the PCM. Open B+ circuit
Open AIR circuit
Damaged PCM
Air circuit short to ground
Damaged AIR pump
Damaged solid state relay
The AIR monitor circuit is held low by the resistance
path through the AIR pump when the pump is off. Also, look for open circuit
from SSR to AIR pump.
P1414 Secondary Air Injuction System Monitor Circuit High
The secondary air injection system monitor circuit is high, indicating
the electrical AIR pump is on although the electrical AIR pump was commanded
off by the PCM. Open AIR monitor circuit from the pump
AIR circuit short to power
Damaged solid state relay
Open AIR pump ground
Damaged AIR pump
Damaged PCM
P1432 - Thermostat Heater Control (THTRC) Circuit Failure
The Comprehensive component monitor (CCM) monitors the THTRC circuit to
the PCM for high and low voltage. If during testing; voltage was to fall
below a calibrated limit for a calibrated amount of time the test will
fail and set the DTC and MIL. Open or shorted THTRC circuit
Open VPWR
Open or shorted thermostat assembly
Damaged PCM
DTC P1432 is a THTRC circuit check. Testing should include
wire harness, thermostat heater and PCM.
P1443 - Very Small Or No Purge Flow Condition A fuel tank
pressure change greater than a minus (-) 7 inches of H 2 O in 30 seconds
has occurred with purge (fuel vapor) flow less than 0.02 pounds per minute.
Blocked fuel vapor hose between EVAP canister purge valve and FTP sensor.
Blocked fuel vapor hose between EVAP canister purge valve
and engine intake manifold.
Blocked vacuum hose between EVAP canister purge valve-solenoid
and engine intake manifold.
EVAP canister purge valve stuck closed (mechanically).
Check for blockages between the fuel tank, EVAP canister
purge valve and engine intake manifold. Check obstructions in the EVAP
canister purge valve diaphragm and ports.
P1450 - Unable to Bleed Up Fuel Tank Vacuum Monitors the
fuel vapor vacuum and pressure in the fuel tank. The system failure occurs
when the EVAP running loss monitor detects excessive fuel tank vacuum with
the engine running (but not at idle). Blockages or kinks in EVAP canister
tube or EVAP canister purge outlet tube (between fuel tank, EVAP canister
purge valve and EVAP canister)
Fuel filler cap stuck closed (no vacuum relief)
Contaminated fuel vapor elbow on EVAP canister
Restricted EVAP canister
CV solenoid stuck open (partially or fully)
Plugged CV solenoid filter
EVAP canister purge valve stuck open
VREF circuit open (harness near FTP sensor, FTP sensor
or PCM)
Damaged FTP sensor
P1451 - EVAP Control System Canister Vent Solenoid Circuit
Malfunction
Monitors the canister vent (CV) solenoid circuit for
an electrical failure. The test fails when the signal moves outside the
minimum or maximum allowable calibrated parameters for a specified canister
vent duty cycle by PCM command. VPWR circuit open
CV solenoid circuit shorted to PWR GND or CHASSIS GND
Damaged CV solenoid
CV solenoid circuit open
CV solenoid circuit shorted to VPWR
Damaged PCM
To verify normal function, monitor the EVAP canister
vent solenoid signal PID EVAPCV and the signal voltage (PCM control side).
With the valve open, EVAPCV will indicate 0 percent duty cycle and the
voltage approximately equal to battery voltage. When the valve is commanded
fully closed, EVAPCV will indicate 100% duty cycle and a voltage drop of
4 volts minimum is normal. Output test mode may be used to switch output
ON/OFF to verify function.
P1460 - Wide Open Throttle A/C Cutout Primary Circuit
Malfunction NOTE: For applications that use a normally open relay to control
the A/C clutch, the following description applies to the A/C clutch relay
control circuit. Monitors the wide open throttle A/C cutoff (WAC) circuit
output from the PCM. The test fails if: When the PCM grounds the WAC circuit,
excessive current draw is detected on the WAC circuit; or with the WAC
circuit not grounded by the PCM, voltage is not detected on the WAC circuit
(the PCM expects to detect VPWR voltage coming through the WAC relay coil
to the WAC circuit). Open or shorted WAC circuit
Damaged WAC relay (or CCRM)
Open VPWR circuit to WAC relay
Damaged PCM
When the WACF PID reads YES, a fault is currently present
An open circuit or short to ground can only be detected
when the PCM is not grounding the circuit
A short to power can only be detected when the PCM is
grounding the circuit
During KOEO and KOER self-test, the WAC circuit will
be cycled ON and OFF
Verify A/C and defrost were OFF during KOEO and KOER
self-test (Check ACCS PID to verify)
If vehicle is not equipped with A/C, DTC P1460 can be
ignored
P1461 - Air Conditioning Pressure Sensor (ACP) Sensor
High Voltage Detected ACP inputs a voltage to the PCM. If the voltage is
above a calibrated level the DTC will set. ACP sensor circuit short to
PWR
ACP circuit open
Damaged PCM
ACP circuit short to VREF
ACP circuit short to SIGRTN
Damaged ACP sensor
Verify VREF voltage between 4.0 and 6.0V.
P1462 - Air Conditioning Pressure Sensor (ACP) Sensor
Low Voltage Detected ACP inputs a voltage to the PCM. If the voltage is
below the calibrated level the DTC will set. ACP circuit short to GND or
SIGRTN
VREF circuit open
Damaged PCM
Open ACP circuit
Damaged ACP sensor
Verify VREF voltage between 4.0 and 6.0V.
P1463 - Air Conditioning Pressure Sensor (ACP) Insufficient
Pressure Change Each time the A/C clutch engages, the PCM is looking for
a pressure change in the refrigerant. If the change in pressure is outside
of the calibration the DTC will set. A/C system mechanical failure
Open ACP or VREF circuit
A/C sensor damaged
A/C system electrical failure
A/C clutch always engaged
Verify A/C system function, including refrigerant charge.
P1464 - A/C Demand Out Of Self-Test Range Indicates the
ACCS input to the PCM was high during Self-Test. A/C was on during self-test
A/C Clutch PWR circuit short to power (applications with
N/C WAC relay contacts)
ACCS circuit short to power
Damaged A/C demand switch
Damaged WAC relay (or CCRM)
Damaged PCM
If A/C or defrost were on during self-test, turn off
and rerun test.
P1469 - Low A/C Cycling Period Indicates frequent A/C
compressor clutch cycling. Mechanical A/C system concern (such as low refrigerant
charge, damaged A/C cycling switch)
Intermittent open between the cycling pressure switch
and pin 41 (ACCS) to the PCM
Intermittent open in IGN RUN circuit to cycling pressure
switch (if applicable)
An intermittent open circuit, although possible, is unlikely
This test was designed to protect the transmission. In
some strategies, the PCM will unlock the torque converter during A/C clutch
engagement. If a concern is present that results in frequent A/C clutch
cycling, damage could occur if the torque converter was cycled at these
intervals. This test will detect this condition, set the DTC and prevent
the torque converter from excessive cycling.
P1474 - Low Fan Control (LFC) Primary Circuit Failure
Monitors the low fan control (LFC) (fan control [FC] for one speed fan
application) primary circuit output from the PCM. The test fails if: When
the PCM grounds the LFC/FC circuit, excessive current draw is detected
on the LFC/FC circuit; or with the LFC/FC circuit not grounded by the PCM,
voltage is not detected on the LFC/FC circuit (the PCM expects to detect
VPWR voltage coming through the low speed FC relay [or CCRM] coil to the
LFC/FC circuit). Open or shorted LFC/FC circuit
Open VPWR circuit to low speed FC relay
Damaged low speed FC relay (or CCRM)
Damaged PCM
When the LFCF PID reads YES, a fault is currently present
An open circuit or short to ground can only be detected
when the PCM is not grounding the LFC/FC circuit
A short to power can only be detected when the PCM is
grounding the LFC/FC circuit.
During KOEO and KOER Self-Test, the LFC/FC circuit will
be cycled on and off
P1474 - Hydraulic Cooling Fan Primary Circuit Failure
(HCF) This test checks the electrical function of the (HCF) primary circuit.
The test fails if: the PCM detects voltage either too high or too low when
compared to the expected voltage range on the (HCF) primary circuit. HCF
circuit open
HCF circuit short to power
HCF circuit short to ground
Damaged HCF solenoid
Damaged PCM
The HCF solenoid is integrated in the HCF pump which
looks like a power steering pump. The electrical resistance of the solenoid
windings is nominally 10 ohms.
P1477 - Medium Fan Control (MFC) Primary Circuit Failure
Monitors the medium fan control (MFC) primary circuit output from the PCM.
The test fails if: With the MFC output commanded on (grounded), excessive
current draw is detected on the MFC circuit; or with the MFC circuit commanded
off, voltage is not detected on the MFC circuit (the PCM expects to detect
IGN START/RUN voltage coming through the medium speed FC relay coil to
the MFC circuit). Open or shorted MFC circuit
Open IGN START/RUN circuit to medium speed FC relay
Damaged medium speed FC relay
Damaged PCM
Same as P1479, except with MFC circuit and MFCF PID (for
early build Escape, MFCF and MFC PIDs may not be available)
Using Output Test Mode on scan tool, when commanding
the low speed fan on, the PCM will also activate the medium speed fan output.
P1479 - High Fan Control (HFC) Primary Circuit Failure
Monitors the high fan control (HFC) primary circuit output from the PCM.
The test fails if: With the HFC output commanded on (grounded), excessive
current draw is detected on the HFC circuit; or with the HFC circuit commanded
off, voltage is not detected on the HFC circuit (the PCM expects to detect
VPWR voltage coming through the high speed FC relay [or CCRM] coil to the
HFC circuit). Open or shorted HFC circuit
Open VPWR circuit to high speed FC relay
Damaged high speed FC relay (or CCRM)
Damaged PCM
When the HFCF PID reads YES, a fault is currently present
An open circuit or short to ground can only be detected
when the PCM is not grounding the HFC circuit
A short to power can only be detected when the PCM is
grounding the HFC circuit
During KOEO and KOER self-test, the HFC circuit will
be cycled on and off
P1500 - Vehicle Speed Sensor (VSS) Intermittent Indicates
the VSS input signal was intermittent. This DTC is set when a VSS fault
interferes with other OBDII tests, such as Catalyst efficiency monitor,
EVAP monitor, HO2S monitor, etc. Intermittent VSS connections
Intermittent open in VSS harness circuit(s)
Intermittent short in VSS harness circuit(s)
Damaged VSS
Damaged PCM
P1501 - Vehicle Speed Sensor (VSS) Out of Self Test Range
Indicates the VSS input signal is out of Self Test range. If the PCM detects
a VSS input signal any time during Self Test, a DTC P1501 will be set and
the test will abort. Noisy VSS input signal from Radio Frequency Interference/
Electro-Magnetic Interference (RFI/EMI) external sources such as ignition
wires, charging circuit or after market equipment.
Check for VSS input to be 0 mph when vehicle transmission
is in Park.
P1502 - Vehicle Speed Sensor (VSS) Intermittent Indicates
the powertrain control module (PCM) detected an error in the vehicle speed
information. Vehicle speed data is received from either the vehicle speed
sensor (VSS), transfer case speed sensor (TCSS), anti-lock brake system
(ABS) control module, generic electronic module (GEM), or central timer
module (CTM). This DTC is set the same way as P0500. However, it is intended
to flash the transmission control indicator lamp (TCIL) for first time
VSS circuit error/malfunctions. Refer to possible causes for P0500.
Refer to diagnostic aids for P0500.
P1502 - Vehicle Speed Sensor (VSS) Intermittent (TCIL illuminates) Indicates the powertrain control module (PCM) detected an error in the vehicle speed information. Vehicle speed data is received from either the vehicle speed sensor (VSS), anti-lock brake system (ABS) control module, generic electronic module (GEM), or central timer module (CTM). This DTC is set the same way as P0500. However, it is intended to flash the transmission control indicator lamp (TCIL) for first time VSS circuit error/malfunctions. Refer to possible causes for P0500 Refer to diagnostic aides for P0500
P1504 - Idle Air Control (IAC) Circuit Malfunction This
DTC is set when the PCM detects an electrical load failure on the IAC output
circuit. IAC circuit open
VPWR to IAC solenoid open
IAC circuit short to PWR
IAC circuit short to GND
Damaged IAC valve
Damaged PCM
The IAC solenoid resistance is from 6 to 13 ohms.
P1506 - Idle Air Control (IAC) Overspeed Error This DTC
is set when the PCM detects engine idle speed that is greater than the
desired rpm. IAC circuit short to GND
Damaged IAC valve
IAC valve stuck open
Vacuum leaks
Failed EVAP system
Damaged PCM
Disconnect IAC valve and look for little or no change
in engine rpm as an indication of a stuck or damaged valve.
P1507 - Idle Air Control (IAC) Underspeed Error This DTC
is set when the PCM detects engine idle speed that is less than the desired
rpm. IAC circuit open
IAC circuit short to PWR
VPWR to IAC solenoid open
Air inlet is plugged
Damaged IAC solenoid
Damaged PCM
The IAC solenoid resistance is from 6 to 13 ohms
Disconnect IAC valve and look for no change in engine
rpm as an indication of a stuck or damaged valve
P1516 - Intake Manifold Runner Control Input Error (Bank
1)
P1517 - Intake Manifold Runner Control Input Error (Bank
2) The IMRC system is monitored for failure during continuous or key ON
engine OFF self-test. Each DTC will distinguish the corresponding failed
bank for IMRC actuator assemblies with dual monitor switches. The test
fails when the signal on the monitor pin is outside an expected calibrated
range. Mechanical concern - bind, seize, damage or obstruction of IMRC
hardware
An IMRCM PID reading at closed throttle that is less
than VREF may indicate a fault
An IMRCM PID reading near 1 volt or greater with engine
rpm of at least 3000 may indicate a fault
P1518 - Intake Manifold Runner Control Malfunction (Stuck
Open) The IMRC system is monitored for failure during continuous, key ON
engine OFF or key ON engine running self-test. The test fails when the
signal on the monitor pin is less than an expected calibrated range at
closed throttle. IMRC monitor signal circuit shorted to PWR GND or SIG
RTN
Damaged IMRC actuator
Damaged PCM
An IMRCM PID reading approximately near 1 volt at closed
throttle may indicate a fault
P1519 - Inlet Manifold Runner Control Malfunction (Stuck
Closed) The IMRC system is monitored for failure during continuous, key
ON engine OFF or key ON engine running self-test. The test fails when the
signal on the monitor pin is more than an expected calibrated range with
IMRC activated. IMRC monitor circuit open
IMRC control circuit open
IMRC monitor circuit short to VREF
IMRC monitor return circuit open
Damaged IMRC actuator
IMRC VPWR circuit open
Damaged PCM
An IMRCM PID reading at VREF with engine rpm of at least
3000 may indicate a fault.
P1549 - Intake Manifold Communication Control Circuit
Malfunction The IMCC or intake manifold tuning (IMT) valve system is monitored
for failure during continuous or key ON engine OFF self-test. The test
fails when the PCM detects a concern with IMT valve output circuit. Open
IMT valve circuit
Open VPWR circuit
Shorted IMT valve circuit
Damaged IMT valve
Damaged PCM
An IMT valve fault PID (IMTVF) displaying YES status
may indicate a fault
P1550 - Power Steering Pressure (PSP) Sensor Malfunction
The PSP sensor input signal to PCM is continuously monitored. The test
fails when the signal falls out of a maximum or minimum calibrated range.
PSP sensor damaged
Damaged PCM
The DTC indicates the PSP sensor is out of Self-Test
range.
P1572 - Brake Pedal Switch Circuit Indicates that the
brake input rationality test for brake pedal position (BPP) and brake pressure
applied (BPA) switches has failed. One or both inputs to the PCM did not
change when it was expected to. Misadjusted brake switch
Blown fuse
Damaged BPP switch
Damaged BPA switch
Open or short in BPP circuit
Open or short in BPA circuit
Damaged PCM
Check for proper function of stoplamps and speed control
operation. Follow correct Self-Test procedures, refer to Section 2 Quick
Test.
P1605 - Keep Alive Memory Test Failure Indicates the PCM
has experienced an internal memory test failure. However there are external
items that can cause this DTC. Reprogramming
Battery terminal corrosion
Damaged PCM
KAPWR to PCM interrupt/open
Loose battery connection
If KAPWR is interrupted to the PCM, because of a battery
or PCM disconnect, DTC can be generated on the first power-up.
P1633 - Keep Alive Power Voltage Too Low Indicates that
the Keep Alive Power (KAPWR) circuit has experienced a power interrupt.
Open KAPWR circuit
Damaged PCM
Intermittent KAPWR Circuit
P1635 - Tire/Axle Ratio Out Of Acceptable Range This Diagnostic
Trouble Code (DTC) indicates the tire and axle information contained in
Vehicle ID block (VID) does not match vehicle hardware. Incorrect tire
size
Incorrect axle ratio
Incorrect VID configuration parameters
Using the scan tool, view the tire and axle parameters
within the VID. They must match vehicle hardware.
P1636 - Inductive Signature Chip Communication Error Indicates the PCM has lost communication with the Inductive Signature Chip. PCM Damaged
P1639 - Vehicle ID Block Not Programed Or Is Corrupt This
diagnostic trouble code (DTC) indicates that the vehicle ID (VID) block
is not programed or the information within is corrupt. New PCM
Incorrect PCM
Incorrect VID configuration
Using an enhanced scan tool, reprogram the PCM to the
most recent calibration available.
P1640 - Powertrain DTC's Available in Another Module Vehicles
using a secondary Engine Control Module can request that the Powertrain
Control Module illuminate the Check Engine Light when a failure occurs
which affect emission. DTCs stored in a secondary module, which requested
the MIL to be turned on.
Call-up PID address 0946 to determine secondary module
requesting MIL illumination. Once secondary module is determined request
DTCs from module.
P1650 - Power Steering Pressure (PSP) Switch Malfunction
In Key On, Engine Off Self-Test, this DTC indicates the PSP input to the
PCM is high. In Key On, Engine Running Self-Test, this DTC indicates that
the PSP input did not change state. Steering wheel must be turned during
Key On, Engine Running Self-Test
PSP switch/shorting bar damaged
SIG RTN circuit open
PSP circuit open or shorted to SIGRTN
PCM damaged
P1651 - Power Steering Pressure (PSP) Switch Signal Malfunction
The PCM counts the number of times vehicle speed transitions from 0 to
a calibratable speed. After a calibratable number of speed transitions
the PCM expects that the PSP input should have changed. This DTC is set
if the transition is not detected. Vehicle towed with engine running
Power steering hydraulic concern was repaired but DTC
was not erased
PSP switch/shorting bar damaged
SIG RTN circuit open
PSP circuit open or shorted to SIGRTN
PCM damaged
Check, if possible, if vehicle was towed or power steering
service was performed.
Observe PSP V PID while checking wires for intermittents.
P1703 - Brake Switch Out of Self-Test Range Indicates
that during Key On Engine Off (KOEO) Self-Test, BPP signal was high. Or
during Key On Engine Running (KOER) Self -Test, the BPP signal did not
cycle high and low. Open or short in (BPP) circuit
Open or short in stoplamp circuits
Damaged PCM
Malfunction in module(s) connected to BPP circuit (Rear
Electronic Module [REM] Windstar and LS6/LS8 and Lighting Control Module
(LCM) Continental and Town Car)
Damaged Brake Switch
Misadjusted Brake Switch
Check for proper function of stoplamps. Follow correct
Self-Test procedures, refer to Section 2, Quick Test .
P1705 - Transmission Range Sensor Out of Self-Test Range
P1709 - Park/Neutral Position Switch Out of Self-Test
Range The DTCs indicate that the voltage is high when it should be low.
PNP/CPP circuit short to PWR
Damaged PNP or CPP switch
PNP/CPP circuit open in the SIGRTN
Damaged PCM
When exercising either the PNP or CPP switch the voltage
should cycle from 5.0V to low
P1729 - 4x4L Switch Malfunction The 4x4L switch is an
ON/OFF. If the PCM does not see low voltage when the switch is ON a DTC
will set. 4x4L harness open or shorted
Damaged electronic shift module
Damaged PCM
Verify the 4x4L switch cycles ON/OFF.
P1780 - Transmission Control Switch Out of Self-Test Range
During KOER self-test the TCS has to be cycled, if not cycled a DTC is
set. TCS circuit short or open
Damaged TCS switch
Damaged PCM
Verify the TCS switch cycles ON/OFF
P1781 - 4x4L Switch Out of Self-Test Range The 4x4L switch
is an ON/OFF. If the PCM does not see low voltage when the switch is on
a DTC will set. 4x4L harness open or shorted
Damaged electronic shift module
Damaged PCM
Verify the 4x4L switch cycles ON/OFF
P1900 - Output Shaft Speed sensor circuit intermittent failure See DTC P0723
P2004 - Variable tumble control system (VTCS) shutter valve stuck open ON 2 CCM ´ (See DTC P2004)
P2006 - Variable tumble control system (VTCS) shutter valve stuck closed ON 2 CCM ´ (See DTC P2006)