Ford training section2 diagnostic methods

SECTION 2
Diagnostic Methods

Contents
Diagnostic Methods..........................................................................2-1
Overview .......................................................................................2-1
Diagnostic Tools...............................................................................2-2
Scan Tool Setup and Functionality..................................................2-3
Vehicle Check And Preparation.......................................................2-4
Visual Checks ...............................................................................2-4
Vehicle Preparation ......................................................................2-4
Quick Test Description.....................................................................2-5
Clear the Continuous Diagnostic Trouble Codes (DTCs)
and Reset the Emission Monitors Information in the
Powertrain Control Module (PCM) ..............................................2-8
Resetting The Keep Alive Memory (KAM) ......................................2-9
On Board System Readiness (OSR) Test.....................................2-10
Output State Control (OSC)...........................................................2-11
One Touch Integrated Start System.......................................2-11
Output Test Mode (OTM)...............................................................2-12
Parameter Identification (PID)........................................................2-13
Freeze Frame Data........................................................................2-22

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SECTION 2
Diagnostic Methods

Contents (Continued)
Flash Electrically Erasable Programmable Read Only

Memory (EEPROM)...................................................................2-24
Diagnostic Monitoring Test Results Mode 6..................................2-27
On Board Diagnostic (OBD) Drive Cycle ......................................2-28
Intermittent Diagnostic Techniques................................................2-34
Recreating the Fault ...................................................................2-34
Accumulating PCM Data ............................................................2-34
Peripheral Inputs ........................................................................2-35
Comparing PCM Data ................................................................2-35
Adaptive Fuel Diagnostic Trouble Code (DTC) Diagnostic
Techniques ................................................................................2-36

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Table of Contents

Diagnostic Methods
Overview
When following powertrain diagnostics on vehicles with on board diagnostic (OBD), the system
may be checked by an off-board tester referred to as a scan tool. This section contains information
for carrying out diagnostics with a scan tool. A scan tool has certain generic capabilities that are
standard across the automotive industry in the United States and Canada. All functions are
selected from a menu. Refer to the instruction manual provided by the tool manufacturer.

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Diagnostic Methods

Diagnostic Tools

Below is an equipment list with corresponding part numbers:
REQUIRED EQUIPMENT:
• Vehicle Communication Module (VCM) and Integrated Diagnostic System (IDS) software with
appropriate hardware, or equivalent scan tool with functionality described under Scan Tool Setup
and Functionality.
• Rotunda Smoke Machine, Fuel Evaporative Emission System Tester 218-00001 (522) or
equivalent.
RECOMMENDED EQUIPMENT:
• Rotunda Vacuum/Pressure Tester 164-R0253 or equivalent. Range 0-101.3 kPa (0-30 in-Hg.)
Resolution 3.4 kPa (1 in-Hg.)
• Fuel Pressure Test Kit 310-D009 (D95L-7211A) or equivalent.
• Fuel Pressure Test Adapter 310-180 or equivalent.
• Digital Multimeter (DMM) FLU77-4 or equivalent.
• Adjustable Ignition Spark Tester THX404 or equivalent.
• Non-powered test lamp.

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Scan Tool Setup and Functionality

Connect the scan tool to the data link connector (DLC) for communication with the vehicle.
The DLC is located in the driver side compartment under the steering column. It is attached to the
instrument panel and accessible from the driver seat.
The DLC is rectangular in design and capable of accommodating up to 16 terminals. The
connector has keying features to allow easy connection.
The required scan tool functions are described below:
— monitor, record, and playback of parameter identification (PID)
— freeze frame PID data
— diagnostic test modes; self-test, clear diagnostic trouble codes (DTCs)
— output state control
— output test mode
— resetting keep alive memory (KAM)
— diagnostic monitoring test results (mode 6) for on board diagnostic (OBD) monitors
— on board system readiness (OBD monitor completion status)
Some of these functions are described in this section. Refer to the scan tool manufacturer’s
instruction manual for specific information on scan tool setup and operation.

International Standards Organization (ISO) 14229 DTC Descriptions
The ISO 14229 DTC is a set of common requirements for diagnostic systems. The scan tool
displays a failure type and a status type with the DTC. The types display additional information on
the scan tool for the condition that set the DTC. For a list of failure type descriptions, refer to
Section 1, Powertrain Control Software, International Standards Organization (ISO) 14229
Diagnostic Trouble Code (DTC) Descriptions.

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Diagnostic Methods

Vehicle Check And Preparation

Before using the scan tool to carry out any test, refer to the important Safety Notice located at the
beginning of this manual and the necessary visual checks listed below.

Visual Checks
• Inspect the air cleaner and inlet duct.
• Check all engine vacuum hoses for damage, leaks, cracks, kinks, and proper routing.
• Check the electronic engine control (EEC) system wiring harness for proper connections, bent or
broken pins, corrosion, loose wires, and proper routing.
• Check the powertrain control module (PCM), sensors, and actuators for physical damage.
• Check the engine coolant for proper level and mixture.
• Check the transmission fluid level and quality.
• Make all necessary repairs before continuing with the quick test. Refer to Quick Test in this
section for additional information.

Vehicle Preparation
• Carry out all safety steps required to start and run vehicle tests. Apply the parking brake, place
the gear selector lever firmly into the PARK position on automatic transmission vehicles or
NEUTRAL on manual transmission vehicles, and block the drive wheels.
• Turn off all electrical loads such as radios, lamps, A/C, blower, and fans.
• Start the engine (if the engine runs) and bring it up to the normal operating temperature before
running the quick test.

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Quick Test Description

Quick Test
The quick test is divided into 3 specialized tests:
(1) Key On Engine Off (KOEO) On Demand Self-Test
(2) Key On Engine Running (KOER) On Demand Self-Test
(3) Continuous Memory Self-Test
The quick test checks the integrity and function of the electronic engine control (EEC) system and
outputs the test results when requested by the scan tool. The quick test also provides a quick
check of the powertrain control system, and is usually carried out at the start of each diagnostic
procedure with all accessories off. The quick test is also carried out at the end of most pinpoint
tests for verification of the repair and to make sure no other concerns are incurred while repairing
a previous concern. A system pass is displayed when no diagnostic trouble codes (DTCs) are
output and a scan tool communication error does not exist. System pass means that hardware
monitored by the powertrain control module (PCM) is functioning within the normal operating limits.
Only a system pass, a DTC, or an incomplete on board diagnostic (OBD) drive cycle is displayed.
For applications that use a stand-alone transmission control module (TCM) the PCM does not
output TCM DTCs. For TCM self-test and diagnostics, refer to the Workshop Manual Section
307-01 Automatic Transmission.

Key On Engine Off (KOEO) On Demand Self-Test
The KOEO on demand self-test is a functional test of the PCM carried out on demand with the key
on and the engine off. This test carries out checks on certain sensor and actuator circuits. A
concern must be present at the time of testing for the KOEO self-test to detect the concern. When
a concern is detected, a DTC is output on the data link at the end of the test as requested by the
scan tool.

Key On Engine Running (KOER) On Demand Self-Test
The KOER on demand self-test is a functional test of the PCM carried out on demand with the key
on, the engine running and the vehicle stopped. A check of certain inputs and outputs is made
during operating conditions and at a normal operating temperature. The brake pedal position,
transmission control, and the power steering tests are part of the KOER on demand self-test and
must be carried out during this operation if applicable. These are described below. A concern must
be present at the time of testing for the KOER on demand self-test to detect the concern. When a
concern is detected, a DTC is output on the data link at the end of the test as requested by the
scan tool.

Brake Pedal Position (BPP) Test
The BPP test checks the ability of the EEC system to detect a change of state in the BPP switch.
The brake pedal is briefly applied and released on all vehicles equipped with a BPP input. This is
done during a KOER on demand self-test.

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Diagnostic Methods

Quick Test Description

Power Steering Pressure (PSP) Test
The PSP test checks the ability of the EEC system to detect a change in the power steering
system fluid pressure. The steering wheel is briefly turned at least 1/4 of a revolution on vehicles
equipped with a PSP switch or sensor. This is done during a KOER on demand self-test.

Transmission Control Switch (TCS) Test
The TCS test checks the ability of the EEC system to detect a change of state in the TCS. The
switch is briefly cycled on all vehicles equipped with a TCS input. This is done during a KOER on
demand self-test.

Continuous Memory Self-Test
The continuous memory self-test is a functional test of the PCM carried out under any condition
(engine running or off) with the key on. Unlike the KOEO and KOER self-tests, which can only be
activated on demand, the continuous self-test is always active. A concern does not need to be
present when accessing continuous memory self-test DTCs, making the test valuable when
diagnosing intermittent concerns. The vehicle may need to be driven or the OBD drive cycle
completed to allow the PCM to detect a concern. Refer to On Board Diagnostic (OBD) Drive Cycle
in this section for more information. When a concern is stored in memory, a DTC is output on the
data link when requested by the scan tool.
There are two types of continuous DTCs. The first type is an emission-related code which
illuminates the malfunction indicator lamp (MIL) in the instrument cluster. The second is a
non-emission related, non-MIL DTC which does not illuminate the instrument cluster indicator.
For emission-related MIL DTCs, the PCM stores the DTC in continuous memory when a concern
is detected for the first time. At this point the DTC does not illuminate the MIL and is considered a
pending code. The purpose of pending codes is to assist in repair verification by reporting a
pending DTC after one drive cycle. If the same concern is detected after the next drive cycle, the
emission-related MIL code illuminates the MIL and sets both a confirmed MIL DTC and a
permanent DTC. The MIL remains illuminated even if the concern is intermittent. A permanent
DTC is stored until three consecutive passing drive cycles have been completed after a repair and
the MIL turns off, or after a request to clear DTCs has been made using the scan tool and the
next monitoring cycle has completed and passed for that DTC.
Confirmed emission-related MIL DTCs and any non-emission related, non-MIL DTCs are erased
approximately 40 vehicle warm-up cycles after the concern was last detected, or if the DTCs are
cleared by the scan tool.
Pending emission-related MIL DTCs that never detect a concern on a second consecutive drive

cycle (and never light the MIL) are not retained in memory for any number of vehicle warm-up
cycles; they are immediately cleared when the next monitoring cycle has completed and passed
for that DTC, or until a request to clear DTCs has been made by the scan tool.
Any scan tool that meets OBD requirements can access the continuous memory to retrieve
emission-related MIL DTCs. However, not all scan tools access pending and non-emission related,
non-MIL DTCs in the same way.
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Quick Test Description

During most diagnostic procedures in this manual, it is required that all DTCs be retrieved and
cleared. Permanent DTCs cannot be directly cleared by the scan tool. When a scan tool clears
DTCs, pending and confirmed DTCs are immediately cleared. Permanent DTCs will not clear until
the next monitoring cycle has completed and passed for that DTC. For additional information, refer
to Section 1, Powertrain Control Software, Permanent Diagnostic Trouble Code (DTC).

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Diagnostic Methods

Clear the Continuous Diagnostic Trouble Codes (DTCs) and
Reset the Emission Monitors Information in the Powertrain

Control Module (PCM)
Description
All on board diagnostic (OBD) scan tools support the clearing of continuous DTCs and resetting of
emission monitors information in the PCM.
The clearing of the continuous DTCs allows the scan tool to command the PCM to clear and reset
all emission-related diagnostic information. On some vehicles, DTC P1000 is stored in the PCM
until all the OBD system monitors or components have been tested to satisfy a drive cycle without
any other concerns occurring. For more information about a drive cycle, refer to On Board
Diagnostic (OBD) Drive Cycle in this section.
The following events occur when the continuous DTCs and the emission monitors information is
cleared from the PCM:
• the number of DTCs is reset
• the DTCs are cleared (on vehicles with permanent DTCs, additional vehicle operation is required
to complete and pass the appropriate monitors to complete the clearing of permanent DTCs)
• the freeze frame data is cleared
• the diagnostic monitoring test results are reset
• the status of the OBD system monitors is reset

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Resetting The Keep Alive Memory (KAM)

Description
Resetting the KAM returns the powertrain control module (PCM) memory to its default setting.
Adaptive learning contents such as adaptive airflow, idle speed, refueling event, and fuel trim are

included. Clear the continuous diagnostic trouble codes (DTCs) in the PCM and reset the emission
monitors information, is part of a KAM reset. Refer to Clear the Continuous Diagnostic Trouble
Codes (DTCs) and Reset the Emission Monitors Information in the Powertrain Control Module
(PCM) in this section. Both can be useful in post-repair testing.
After the KAM has been reset, the vehicle may exhibit certain driveability concerns. It is necessary
to allow the engine to idle at normal operating temperature with the A/C off for 2 minutes. Then
drive the vehicle to allow the PCM to learn the values for optimum driveability and performance.
This function may not be supported by all scan tools. Refer to the scan tool manufacturer’s
instruction manual.
If an error message is received or the scan tool does not support this function, disconnecting the
battery ground cable for a minimum of 5 minutes may be used as an alternative procedure on
some vehicles.

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Diagnostic Methods

On Board System Readiness (OSR) Test

Description
All on board diagnostic (OBD) scan tools display the on board system readiness (OSR) test. The
OSR displays the supported monitors on the vehicle and the status of all monitors (complete or not
complete) at that time. Fuel, misfire, and comprehensive component monitors (CCMs) run
continuously and always display a YES status. Clearing the continuous diagnostic trouble codes
(DTCs) and resetting the emission monitors information in the powertrain control module (PCM), or
resetting the keep alive memory (KAM) causes the non-continuous monitors to change to a NO
status.

A detailed description of completing the OBD monitors is found in this section. Refer to On Board
Diagnostic (OBD) Drive Cycle.

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Output State Control (OSC)

Description

WARNING: Safety must be observed when using OSC. Failure to follow these
instructions may result in personal injury.
The OSC aids in diagnosing output actuators associated with the powertrain control module (PCM)
for the engine. This mode allows the technician to command the individual actuator state. For
example, the output can be enabled or disabled, the duty cycle or the angle of the output can be
increased or decreased. OSC is used to help test the electrical, hydraulic or mechanical
components of the vehicle. This function is supported by the vehicle strategy but may not be
present on all vehicles or available on all scan tools.
Retrieve the continuous codes and carry out a key on, engine off (KOEO) and key on, engine
running (KOER) on demand self-test before using any OSC. Any diagnostic trouble codes (DTCs)
related to the transmission range (TR) sensor, output shaft speed (OSS) sensor or the vehicle
speed sensor (VSS) must be fixed or the PCM does not allow the OSC to operate.
Each OSC function has a unique set of vehicle operating requirements that the technician is
required to meet before operating the OSC. If the vehicle requirements are not met while
commanding the OSC value, an error message appears. When the error message is received,
OSC is canceled.

To confirm the scan tool sent the OSC value and the PCM has accepted the OSC substitution, a
corresponding parameter identification (PID) for each OSC parameter must be monitored.

One Touch Integrated Start System
Some vehicles are equipped with one touch integrated start system. It may be necessary to
disable the one touch integrated start system to carry out diagnostic procedures that require
extended cranking. Connect the scan tool, access the PCM and select the one touch integrated
start system control PID to disable the system.

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Diagnostic Methods

Output Test Mode (OTM)

Description

WARNING: Safety must be observed when using OTM.
— When all outputs are on, the electric fuel pump is briefly energized. Make sure the fuel
system is intact and is not being repaired at this time.
— When low speed or high speed fan control(s) are turned on, make sure the fan blades
are clear of any obstruction.
Failure to follow these instructions may result in personal injury.
The OTM aids in diagnosing output actuators associated with the powertrain control module
(PCM). This mode allows the technician to energize and de-energize most of the system output
actuators on command. When entering OTM, the outputs can be turned off and on without
activating the fan control. The low and high speed fan controls may be turned on separately

without energizing the other outputs. This function is supported by each vehicle strategy and may
not be available on all scan tools.
As a safety precaution, OTM defaults to the off state after 10 minutes, and the fuel pump off state
after approximately 7-10 seconds. OTM also turns off after the vehicle is started or after cycling
the key OFF then ON.

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Parameter Identification (PID)

Description
The PID mode allows access to powertrain control module (PCM) information. This includes
analog and digital signal inputs and outputs along with calculated values and the system status.
There are two types of PID lists available and both are used throughout this manual. The first is
the generic (J1979) OBD PID list. This is a standard set of PIDs that all scan tools must be able to
access. The second is a Ford specific (J2190) list which can be accessed by an appropriate scan
tool. When accessing any of these PIDs, the values are continuously updated. The generic or Ford
PID list provides definitions and values in appropriate units. For more information, refer to the
Society of Automotive Engineers (SAE) document J2205.

Generic OBD PID List
An X in the Freeze Frame column denotes both a mode 1 and mode 2 PID (real time and freeze
frame).
Freeze Frame

Acronym

Description

Measurement
Units

X

APP

D

Accelerator Pedal Position D

%

X

APP

E

Accelerator Pedal Position E

%

X

APP

F

Accelerator Pedal Position F

X

BARO

Barometric Pressure

X

CATEMP11

Catalyst Temperature Bank 1, Sensor 1

Degrees

X

CATEMP12

Catalyst Temperature Bank 1, Sensor 2

Degrees

X

CATEMP21

Catalyst Temperature Bank 2, Sensor 1

Degrees

X

CATEMP22

Catalyst Temperature Bank 2, Sensor 2

Degrees

X

CLRDIST

Distance Since Codes Cleared

Km/mi

X

CLRWRMUP

Number of Warm Ups Since DTCs Cleared

Units

X

ECT

Engine Coolant Temperature

X

EGRPCT

Commanded EGR

X

EGR

EGR Error

%

X

EVAP VP

Evaporative System Vapor Pressure

Pa

X

EQ

Commanded Equivalence Ratio

Unit

X

FLI

Fuel Level Input

X

FRP

Fuel Rail Pressure

X

FUEL SYS1

Fuel System Feedback Control Status Bank 1

Open Loop /
Closed Loop

X

FUEL SYS2

Fuel System Feedback Control Status Bank 2

Open Loop /
Closed Loop

X

IAT

Intake Air Temperature

Degrees

X

LOAD

Calculated Engine Load

%

X

LOAD

Absolute Load Value

%

X

LONGFT1

Current Bank 1 Fuel Trim Adjustment
(kamref1) From Stoichiometry Which Is
Considered Long Term

%

ERR
RAT

a

ABS

%
kPa

Degrees
%

%
kPa

(Continued)
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Diagnostic Methods

Parameter Identification (PID)

Freeze Frame

a

Acronym

Description

Measurement
Units

X

LONGFT2

Current Bank 2 Fuel Trim Adjustment
(kamref2) From Stoichiometry Which Is
Considered Long Term

X

MAF

Mass Air Flow Rate

g/s-lb/min

X

MAP

Manifold Absolute Pressure

Volts/kPa/
PSI/inHg

X

MIL

Distance Traveled with MIL ON

Kilometer

X

O2S11

Bank 1 Upstream Oxygen Sensor (11)

Volts

X

O2S12

Bank 1 Downstream Oxygen Sensor (12)

Volts

X

O2S13

Bank 1 Downstream Oxygen Sensor (13)

Volts

X

O2S21

Bank 2 Upstream Oxygen Sensor (21)

Volts

X

O2S22

Bank 2 Downstream Oxygen Sensor (22)

Volts

X

O2S23

Bank 2 Downstream Oxygen Sensor (23)

OBDSUP

On Board Diagnostic System

X

PTO

Power Take-Off Status

On/Off

X

RPM

Revolutions Per Minute

RPM

X

RUNTM

Run Time

X

SHRTFT1

Current Bank Fuel Trim Adjustment (lambse1)
From Stoichiometry Which Is Considered Short
Term

%

X

SHRTFT2

Current Bank 2 Fuel Trim Adjustment
(lambse1) From Stoichiometry Which Is
Considered Short Term

%

X

SPARKADV

Spark Advance Requested

Degrees

X

SPARK ACTUAL

Spark Advance Actual

Degrees

X

TAC PCT

Commanded Throttle Actuator

%

X

TP

Throttle Position

%

X

TP REL

Relative Throttle Position

%

VSS

Vehicle Speed Sensor

DIST

%

Volts
OBD II
OBD I
OBD
Combination of
or None

Seconds

km/h-mph

Percent engine load adjusted for atmospheric pressure.

Ford PID List
Note: This is not a complete list of Ford PIDs available. This is a list of Ford PIDs in this manual.

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Parameter Identification (PID)

PID
AAT
AAT

Description

Ford Units

Ambient Air Temperature
V

Degrees

Ambient Air Temperature Voltage

Volts

ACP V

A/C Pressure Sensor Voltage

ACP PRESS

A/C Pressure Sensor Pressure

Pressure

APP

Accelerator Pedal Position

Percent

APP1

Accelerator Pedal Position 1

Volts

APP2

Accelerator Pedal Position 2

Volts

APP3

Accelerator Pedal Position 3

Volts

APP

MAXDIFF

Maximum Difference between APP1 and APP2

APP

MODE

Accelerator Pedal Position Mode

Volts

Degrees
Pedal Position

AXLE

Axle Ratio

Ratio

B+

Battery Voltage

Volts

BARO

Barometric Pressure Sensor

BOO

Brake Pedal Position (BPP) Switch

On/Off

BOO1

Brake Pedal Position (BPP) Switch

On/Off

BOO2

Brake Pressure Applied

On/Off

BPA

Brake Pressure Applied (BPA)

On/Off

BPP/BOO

Brake Pedal Position (BPP) Switch

On/Off

CAC T

Charge Air Cooler Temperature

CAC V

Charge Air Cooler Voltage

CAT EVAL

Catalyst Evaluated

CHT

Cylinder Head Temperature Input

CLRDIST

Distance Since DTCs Cleared

Miles

CLRWRMUP

Number of Warm-ups Since DTCs Cleared

Count

CPP BOT

Clutch Pedal at or Near Bottom of Travel

Yes/No

CPP

Clutch Pedal Position Switch Input

On/Off

CPP/PNP

Clutch Pedal Position/Park Neutral Position Switch Input

DECHOKE

Crank Fueling Disabled

DPFEGR

Differential Pressure Feedback EGR Input

ECT

Engine Coolant Temperature Input

EGRMC1F

EGR Motor Control Fault

Yes/No

EGRMC2F

EGR Motor Control Fault

Yes/No

EGRMC3F

EGR Motor Control Fault

Yes/No

EGRMC4F

EGR Motor Control Fault

Yes/No

EGRMDSD

Electric EGR Motor Commanded in Steps

On/Off

EGRPCT

Commanded EGR

Percent

EGRVR

EGR Valve Vacuum Control

Percent

EGR

EVAL

EGR Evaluated

Yes/No

EGR

STEP

EGR Valve Motor Position

EONV RDY

EVAP Monitor Test Ready at Next Key Off

Frequency/Pressure

Degrees F
Volts
Yes/No
Volt/Degrees F

Neutral/Drive
Yes/No
Volts
Volts/Degrees F

Position
Ready/Not Ready

(Continued)
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Parameter Identification (PID)

PID

Description

EOT

Ford Units

Engine Oil Temperature Sensor Input

Volts/Degrees F

EOT F

Engine Oil Temperature Sensor Fault

Fault/No Fault

EQ

RAT11

Equivalence Ratio Lambda Bank 1, Sensor 1

EQ

RAT21

Equivalence Ratio Lambda Bank 2, Sensor 1

Ratio
Ratio

ETC ACT

Electronic Throttle Control Actual

Degrees

ETC DSD

Electronic Throttle Control Desired

Degrees

ETC TRIM

Electronic Throttle Control Trim

Degrees

EVAP020C

Evaporative Emissions Monitor

Yes/No

EVAP020D

Evaporative Emissions Monitor

Allow/Disallow

EVAP020R

Evaporative Emissions Monitor

Ready/Not Ready

EVAPCP

Evaporative Emissions Canister Purge Valve

Percent/On/Off

Evaporative Emissions Canister Purge Vent Control

Percent/On/Off

Evaporative Emissions Canister Purge Vent Fault

Fault/No Fault

EVAPCV
EVAPCV

F

EVAPSOAK

Evaporative Emissions Monitor Soak Conditions are Met

Yes/No

EVAPSTA

Evaporative Emissions Monitor Completed Cycle

Status

EVAP ACTIVE

EVAP COMLIN

Evaporative Emissions Activation Switch Position at Start Detection
F

Evaporative Emissions Module Communication Line Status

Yes/No
Fault/No Fault

EVAP EVAL

Evaporative Emissions Monitor Evaluated

EVAP SWITCH

Evaporative Emissions Actual Switch Position

EVMV

Electronic Vapor Management Valve Commanded Current

Current

FAN

Engine Cooling Fan Operation

On/Off

FANDC

Variable Speed Fan Duty Cycle

Percent

FAN DSD

Fan Speed Desired

Percent

FANSS

Fan Speed Sensor Signal

FANVAR

Variable Speed Fan Output

FANVAR F

Variable Speed Fan Output Fault

FCIL

Fuel Cap Indicator Light

On/Off

FF INF

Inferred Flex Fuel

Percent

FLI

Fuel Level Indicator Input

Percent

FP

Fuel Pump Duty Cycle

Percent

FP

Fuel Pump

On/Off

FPM

Fuel Pump Secondary Monitor

Percent/On/Off

FPM2

Fuel Pump Secondary 2 Monitor

Percent/On/Off

FPM STAT

Fuel Pump Monitor Status

Fault/No Fault

FRP

Fuel Rail Pressure Input

Volts/Pressure

FRP DSD

Fuel Rail Pressure Desired

FRT

Fuel Rail Temperature

FTP

Yes/No
Open/Closed

RPM
Percent
Fault/No Fault

Pressure
Degrees F/Volts

Fuel Tank Pressure Input

Volts/Pressure

FTP

H2O

Fuel Tank Pressure Input

Pressure

FTP

INF

Inferred Fuel Tank Pressure

Pressure

(Continued)
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Parameter Identification (PID)

PID

Description

Ford Units

FUELPW1

Injector Pulse Width Bank 1

Time

FUELPW2

Injector Pulse Width Bank 2

FUELSYS

Fuel System Status

F VCV

Fuel Volume Control Valve

GEAR

Transmission Gear Status

HFC

High Speed Fan Control

HTR11

Bank 1 Sensor 1 HO2S Heater Control

On/Off

HTR11F

Bank 1 Sensor 1 HO2S Heater Circuit Fault

Yes/No

HTR12

Bank 1 Sensor 2 HO2S Heater Control

HTR12F

Bank 1 Sensor 2 HO2S Heater Circuit Fault

HTR13

Bank 1 Sensor 3 HO2S Heater Control

On/Off

HTR21

Bank 2 Sensor 1 HO2S Heater Control

On/Off

HTR21F

Bank 2 Sensor 1 HO2S Heater Circuit Fault

HTR22

Bank 2 Sensor 2 HO2S Heater Control

HTR22F

Bank 2 Sensor 2 HO2S Heater Circuit Fault

Fault/No Fault

HTRCM11

Bank 1 Sensor 1 O2S Heater Circuit Current

Current

HTRCM12

Bank 1 Sensor 2 O2S Heater Circuit Current

Current

HTRCM21

Bank 2 Sensor 1 O2S Heater Circuit Current

Current

HTRCM22

Bank 2 Sensor 2 O2S Heater Circuit Current

Current

HTRX1

HO2S Sensor 1 (Upstream) Heater Control

On/Off

HTRX2

HO2S Sensor 2 (Downstream) Heater Control

On/Off

HO2S11

Bank 1 Sensor 1 HO2S Input

Volts

HO2S12

Bank 1 Sensor 2 HO2S Input

Volts

HO2S13

Bank 1 Sensor 3 HO2S Input

Volts

HO2S21

Bank 2 Sensor 1 HO2S Input

Volts

HO2S22

Bank 2 Sensor 2 HO2S Input

Volts

IAC

Idle Air Control

IACTRIM

Short Term Airflow Trim

IAT

Intake Air Temperature Input

Degrees F/Volts

IAT2

Intake Air Temperature Sensor 2 Input

Degrees F/Volts

IGN R/S

Ignition Switch Run/Start

On/Off

IMRC

Intake Manifold Runner Control

On/Off

IMRC F

Intake Manifold Runner Control Fault

Yes/No

IMRC1M

Intake Manifold Runner Control Monitor Input Bank 1

IMRCM

Intake Manifold Runner Control Monitor Input

IMTV

Intake Manifold Tuning Valve Control

Percent

INJ1F-8F

Fuel Injector Primary Fault (Cylinders 1-8)

Yes/No

INJ9F-10F

Fuel Injector Primary Fault (Cylinders 9 and 10)

Yes/No

INJPWR M

Injectors Circuit Voltage Monitor

Time
Open Loop/
Closed Loop
Percent
Gear
On/Off

On/Off
Fault/No Fault

Fault/No Fault
On/Off

Percent
Numeric Value

Volts
Volts

Volts

(Continued)

2011Powertrain Control/Emissions Diagnosis, 8/2010


2-18

Diagnostic Methods

Parameter Identification (PID)

PID

Description

Ford Units

KNOCK

Knock Sensor Signal

Count

KNOCK1

Knock Sensor 1 Signal

Count

KNOCK2

Knock Sensor 2 Signal

Count

LFC

Low Speed Fan Control

On/Off

LOAD

Calculated Engine Load

Percent

LONGFT1

Long Term Fuel Trim Bank 1

Percent

LONGFT2

Long Term Fuel Trim Bank 2

Percent

MAF

Mass Airflow Rate Input

MAP

Intake Manifold Absolute Pressure

MAP

DMD

MIL
MIL

Frequency/Volts/Mass
Flow
Frequency/Volts/
Pressure

Manifold Absolute Pressure Demanded

Pressure

Malfunction Indicator Lamp Control
DIS

On/Off

Distance Since MIL was Activated

Miles

MISFIRE

Misfire Status

Yes/No

MP LRN

Learned Misfire Correction Profile

Yes/No

NM

Number of Misfires

NUM

Misfire Events During Latest Misfire Cycle

OUTDR TMP

Outdoor Air Temperature

O2BANK1

Bank 1 O2S Status

Rich/Lean

O2BANK2

Bank 2 O2S Status

Rich/Lean

O2S11

Count
Count
Degrees

Bank 1 Sensor 1 O2S Input

Volts

O2 DS

DISBL

Downstream Oxygen Sensor Fuel Control Disabled

Yes/No

O2 DS1

ERR

Downstream Closed Loop Input Error Bank 1

Volts

O2 DS2

ERR

Downstream Closed Loop Input Error Bank 2

Volts

O2S11

CUR

Bank 1 Sensor 1 Current

O2S11

HTR

Commanded Duty Cycle for the O2S11 Heater Output

Current

O2S11

IMPED

O2S11 Sensor Impedance

O2S11

READY

O2S11 Is Warm and Ready to Operate

O2S11

STAT

O2S11 Status

O2S11

TR

O2 Sensor Trim Circuit Resistance 11 NTK Sensor

Percentage
Volts
Yes/No
Fault/No Fault
Resistance

O2S12

Bank 1 Sensor 2 O2S Input

Volts

O2S21

Bank 2 Sensor 1 O2S Input

Volts

O2S21

CUR

Bank 2 Sensor 1 Current

O2S21

HTR

Commanded Duty Cycle for the O2S21 Heater Output

O2S21

IMPED

O2S21 Sensor Impedance

O2S21

READY

O2S21 Is Warm and Ready to Operate

O2S21

STAT

O2S21 Status

O2S21

TR

O2 Sensor Trim Circuit Resistance 21 NTK Sensor

O2S22

Bank 2 Sensor 2 O2S Input

O2S

Oxygen Sensor Circuits Evaluated

EVAL

Current
Percentage
Volts
Yes/No
Fault/No Fault

Resistance
Volts
Yes/No

(Continued)
2011Powertrain Control/Emissions Diagnosis, 8/2010


Diagnostic Methods

2-19

Parameter Identification (PID)

PID

Description

Ford Units

O2SHTR EVAL

Oxygen Sensor Heater Circuits Evaluated

Yes/No

OD CANCL

Overdrive Cancel Function

On/Off

OSS

Output Shaft Speed

OSS SRC

Output Shaft Speed

OTS STAT

One Touch Integrated Start System Status

Enabled/Disabled

PATSENABL

Passive Anti-Theft System Status

Enabled/Disabled

PCVHC

Positive Crankcase Ventilation Heater Control

PCVHC B

Positive Crankcase Ventilation Heater B

PSP

Power Steering Pressure Switch Input

PSP
PSP

V

RPM
RPM

Percent
Percent
High/Low

Power Steering Pressure Input

Volts

Power Steering Pressure Input

Volts

PTO

Power Take Off Status Input

On/Off

PTOLOAD

Power Take Off Engage Input

Yes/No

PTOIR V

Power Take Off RPM Select Input

PTOIL

Power Take Off Indicator Lamp Output

RO2FT1

Rear O2 Fuel Trim - Bank 1

Percentage

RO2FT2

Rear O2 Fuel Trim - Bank 2

Percentage

RPM

Engine Speed Based Upon CKP Input

RPM

RPMDSD

RPM Desired

RPM

SCBC

Supercharger Bypass Control

On/Off

SHRTFT

Short Term Fuel Trim

Percent

SHRTFT1

Short Term Fuel Trim Bank 1

Percent

SHRTFT2

Short Term Fuel Trim Bank 2

Percent

SPARKADV

Spark Advance

Degrees

SPKDUR

Spark Duration (Cylinders 1-8)

1-8

Volts
On/Off

Time

STRT RLY

Starter Relay

SYNC

CMP and CKP Synchronized

TCIL

Transmission Control Indicator Lamp Clutch Control Status

On/Off

TCS

Transmission Control Switch (TCS)

Yes/No

TCSS

Transfer Case Speed Sensor

TFT

Transmission Fluid Temperature Input

TFTV

Transmission Fluid Temperature Input

Volts

THROTTLE CMD

Commanded Throttle Actuator Control

Percent

TIP PRES

BOOST

Throttle Inlet Pressure Measured (Boost Actual)

kPa/psi

TIP PRES

DSD

Throttle Inlet Pressure Desired (Boost Requested)

kPa/psi

TIP PRES

V

Throttle Inlet Pressure Sensor Voltage

TORQUE

Net Torque Into Torque Converter

TP

Throttle Position Input

TPCT

Lowest Closed Throttle Voltage

TP MAXDIFF

Maximum Angle Difference between TP1 and TP2

Enabled/Disabled
Yes/No

MPH
Volts/Degrees F

Volts
Torque
Volts/Percent
Volts
Degrees

(Continued)
2011Powertrain Control/Emissions Diagnosis, 8/2010


2-20

Diagnostic Methods

Parameter Identification (PID)

PID

Description

Ford Units

TPMODE

Throttle Position

TP1

Throttle Position 1 Voltage

TP2

Throttle Position 2 Voltage

TP B

Absolute Throttle Position B

TP1 ADP CLSD

Throttle Position 1 Adaption Voltage Closed Stop

Volts

TP1 ADP LIMP

Throttle Position 1 Adaption Voltage at Limp Home

Volts

TP1 ADP MINAIR

Throttle Position 1 Adaption Volt Minimum Air Flow

Volts

TP2 ADP CLSD

Throttle Position 2 Adaption Voltage Closed Stop

Volts

TP2 ADP LIMP

Throttle Position 2 Adaption Voltage at Limp Home

Volts

TQ

Torque Fuel/Spark Limiting Status

Text

CNTRL

Closed/Part/

Wide Open Throttle
Volts
Volts
Percent

TR

Transmission Selector Position Input Status

TR1

Transmission Range Sensor 1

Open/Closed

TR2

Transmission Range Sensor 2

Open/Closed

TR3

Transmission Range Sensor 3

Open/Closed

TR4

Transmission Range Sensor 4

Open/Closed

TR V

Transmission Selector Position Input Status

TR D

Transmission Selector Position Input Status (Digital)

Binary

TRIP CNT

OBD II Trips Completed

Count

TURBO BP1 STAT

Turbocharger Bypass 1 Status

Fault/No Fault

TURBO BP2 STAT

Turbocharger Bypass 2 Status

Fault/No Fault

TURBO BPASS

Turbocharger Bypass Valve

Percent

Turbocharger Bypass Valve 2

Percent

TURBO BPASS

2

Position

Volts

TURBO OVER

Turbocharger Overboost Condition

Fault/No Fault

TURBO UNDER

Turbocharger Underboost Condition

Fault/No Fault

TWGATE STAT

Turbocharger Wastegate Status

Fault/No Fault

VCTADV

Variable Cam Timing Advance

Degrees

VCTADV2

Variable Cam Timing Advance 2

Degrees

VCTADVERR

Variable Cam Timing Advance Error

Degrees

VCTADVERR2

Variable Cam Timing Advance 2 Error

Degrees

VCTDC

Variable Cam Timing Advance Duty Cycle

Percent

VCTDC2

Variable Cam Timing Advance Duty Cycle

Percent

VCT EXH ACT1

Actual Exhaust B Camshaft Position Bank 1

Degrees

VCT EXH ACT2

Actual Exhaust B Camshaft Position Bank 2

Degrees

VCT EXH DC1

Exhaust B Camshaft Position Duty Cycle Bank 1

Percent

VCT EXH DC2

Exhaust B Camshaft Position Duty Cycle Bank 2

Percent

VCT EXH DIF1

Exhaust B Camshaft Desired Minus Actual Bank 1

Degrees

VCT EXH DIF2

Exhaust B Camshaft Desired Minus Actual Bank 2

Degrees

VCT EXH DSD

VCT Exhaust Angle Desired

Degrees

VCT EXH DSD1

VCT Exhaust Angle Desired Bank 1

Degrees

(Continued)

2011Powertrain Control/Emissions Diagnosis, 8/2010


Diagnostic Methods

2-21

Parameter Identification (PID)

PID

Description

Ford Units

VCT INT ACT1

Actual Intake A Camshaft Position Bank 1

Degrees

VCT INT ACT2

Actual Intake A Camshaft Position Bank 2

Degrees

VCT INT DC1

Intake A Camshaft Position Duty Cycle Bank 1

Percent

VCT INT DC2

Intake A Camshaft Position Duty Cycle Bank 2

Percent

VCT INT DIF1

Intake A Camshaft Desired Minus Actual Bank 1

Degrees

VCT INT DIF2

Intake A Camshaft Desired Minus Actual Bank 2

Degrees

VCT INTK DSD

VCT Intake Angle Desired

Degrees

VCT INTK DSD1

VCT Intake Angle Desired Bank 1

VCTSYS

Variable Cam Timing System Status

Open/Closed

VCT1 F

Variable Cam Timing Fault

Fault/No Fault

VCT2 F

Variable Cam Timing 2 Fault

Fault/No Fault

VPWR

Vehicle Power Voltage

Volts

VREF

Vehicle Reference Voltage

Volts

VSS

Vehicle Speed

Degrees

Speed

2011Powertrain Control/Emissions Diagnosis, 8/2010


2-22

Diagnostic Methods

Freeze Frame Data

Description
Freeze frame data allows access to emission-related values from specific generic parameter
identification (PID). These values are stored when an emission-related diagnostic trouble code
(DTC) is stored in continuous memory. This provides a snapshot of the conditions that were
present when the DTC was stored. Once one set of freeze frame data is stored, this data remains
in memory even if another emission-related DTC is stored, with the exception of misfire or fuel
system DTCs. Once freeze frame data for a misfire or fuel system DTC is stored it overwrites any
previous data, and freeze frame data is no longer overwritten. When a DTC associated with the
freeze frame data is erased or the DTCs are cleared, new freeze frame data can be stored again.

In the event of multiple emission-related DTCs in memory, always note the DTC for the freeze
frame data.
FREEZE FRAME DATA TABLE
Acronym

Description

Measurement Units

APP

D

Accelerator Pedal Position D

%

APP

E

Accelerator Pedal Position E

%

APP

F

Accelerator Pedal Position F

%

BARO

Barometric Pressure

kPa

CATTEMP11

Catalyst Temperature Bank 1, Sensor 1

Degrees

CATTEMP21

Catalyst Temperature Bank 2, Sensor 1

Degrees

CLRDIST

Distance Since Codes Cleared

Km/mi

ECT

Engine Coolant Temperature

Degrees

EQ

RAT

Commanded Equivalence Ratio

Unit

EQ

RAT11

Lambda Value Bank 1, Sensor 1

Unit

EQ

RAT21

Lambda Value Bank 2, Sensor 1

Unit

EVAPPCT

Commanded Evaporative Purge

%

FLI

Fuel Level Input

%

FRP

Fuel Rail Pressure

kPa

FUELSYS1

Open/Closed Loop 1

OL/CL/OL DRIVE/OL FAULT/CL FAULT

FUELSYS2

Open/Closed Loop 2

OL/CL/OL DRIVE/OL FAULT/CL FAULT

IAT

Intake Air Temperature

Degrees

LFT1

Long Term Fuel Bank 1

%

LFT2

Long Term Fuel Bank 2

%

LOAD

Calculated Load Value

%

MAF

Mass Air Flow Rate

g/s

MAP

Manifold Absolute Pressure

Volts/kPa/
PSI/inHg

O2S11

Bank 1 Upstream Oxygen Sensor (11)

Volts/mA

O2S12

Bank 1 Downstream Oxygen Sensor (12)

Volts

O2S21

Bank 2 Upstream Oxygen Sensor (21)

Volts/mA

O2S22

Bank 2 Downstream Oxygen Sensor (22)

Volts

RPM

Engine RPM

RPM

(Continued)

2011Powertrain Control/Emissions Diagnosis, 8/2010


Diagnostic Methods

2-23

Freeze Frame Data

FREEZE FRAME DATA TABLE
Acronym

Description

Measurement Units

RUNTM

Run Time

Seconds

SFT1

Short Term Fuel Bank 1

%

SFT2

Short Term Fuel Bank 2

%

SPARKADV

Spark Advance

Degrees

TAC

Commanded Throttle Actuator

%

TP

PCT

Absolute Throttle Position

%

TP REL

Relative Throttle Position

%

VS

Vehicle Speed

km/h-mph

WARMUPS

Number of Warmups Since Code Cleared

Units

Some unique PIDs are stored in the keep alive memory (KAM) of the powertrain control module
(PCM) to help in diagnosing the root cause of misfires. These PIDs are collectively called misfire
freeze frame (MFF) data. These parameters are separate from the generic freeze frame data
stored for every MIL code. They are used for misfire diagnosis only. The MFF data could be more
useful for misfire diagnosis than the generic freeze frame data. It is captured at the time of the
highest misfire rate, not when the DTC is stored at the end of a 200 or 1,000 revolution block
(generic freeze frame data for misfire can be stored minutes after the misfire actually occurred).
The MFF PIDs are supported on all vehicles, but may not be available on all scan tools because
enhanced PID access may vary by scan tool manufacturer.
MISFIRE FREEZE FRAME PIDs
PID Name

Description

Measurement Units

MFF EGR

EGR DPFE Sensor at the time of Misfire

Volts

MFF IAT

Intake Air Temperature at the time of Misfire

Degrees

MFF INGEAR

Transmission In Gear at time of Misfire

Yes/No

MFF LOAD

Engine Load at the time of Misfire

%

MFF PNP

Park/Neutral Position at time of Misfire

Mode

MFF RNTM

Engine Running Time at the time of Misfire

Time

MFF RPM

Engine RPM at the time of Misfire

RPM

MFF RUN

Engine Running Time at time of Misfire

Time

MFF SOAK

Engine Off Soak Time at the time of Misfire

Time

MFF TCC
LOCK

Torque Converter Clutch at time of Misfire

Yes/No

MFF THR
ANG

Throttle Angle at time of Misfire

%

MFF TP

Throttle Position at time of Misfire

Volts

MFF TRIP

Number of Driving Cycles at the time of
Misfire (at least one 1,000 rev block)

Number of Trips

MFF VSS

Vehicle Speed at the time of Misfire

km/h-mph

MP

Learned Misfire Correction Profile

Yes/No

LRN

2011Powertrain Control/Emissions Diagnosis, 8/2010