Hello and welcome to our community! Is this your first visit?
Register

FSWerks

Page 1 of 4 1234 LastLast
Results 1 to 15 of 51
  1. #1
    Senior TEAM Member
    Join Date
    Jul 2002
    Location
    funky town
    Posts
    2,902

    Exclamation ALL DTC for ford

    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 121C (250F). 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 -50C (-58F). 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 30F (1C).
    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 121C (250F). 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 -50C (-58F). 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 10C (50F) to pass the KOEO Self-Test and greater than 82C (180F) 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

  2. #2
    Senior TEAM Member
    Join Date
    Jul 2002
    Location
    funky town
    Posts
    2,902

    Default Re: ALL DTC for ford

    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)
    Last edited by OmniFocus; Jan 3, 2006 at 6:46 PM.

  3. #3
    Senior TEAM Member
    Join Date
    Aug 2000
    Location
    Isanti, Southern Canada, MN USA
    Posts
    2,945

    Default Re: ALL DTC for ford

    Thanks for the work on this list man.

  4. #4
    Senior TEAM Member
    Join Date
    Jul 2002
    Location
    funky town
    Posts
    2,902

    Default Re: ALL DTC for ford

    your welcome. can i be a moderater now?

  5. #5
    Senior TEAM Member
    Join Date
    Aug 2000
    Location
    Isanti, Southern Canada, MN USA
    Posts
    2,945

    Default Re: ALL DTC for ford

    Yeah, nice try!

  6. #6
    TEAM Member
    Join Date
    Nov 2003
    Posts
    950

    Default Re: ALL DTC for ford

    very nice.

  7. #7
    Senior TEAM Member
    Join Date
    Jul 2002
    Location
    funky town
    Posts
    2,902

    Default Re: ALL DTC for ford

    i have kinda lost interest in fj. but im still here. if any one has a questuion for me just hit me up on aim or pm me

  8. #8
    TEAM Member
    Join Date
    Dec 2003
    Location
    San Gabriel, CA
    Posts
    115

    Default Re: ALL DTC for ford

    aren't there more though??..i got a 9202code wuts that??

  9. #9
    Junior Member nate's Avatar
    Join Date
    Sep 2000
    Location
    Cleveland, Ohio USA
    Posts
    83

    Default Re: ALL DTC for ford

    9202 is fuel sending circuit open i believe...so whats 9317? anyone? Why the f#%$#!$k is it still snowing ? autox cancelled today!

  10. #10
    Senior TEAM Member
    Join Date
    Jul 2002
    Location
    funky town
    Posts
    2,902

    Default Re: ALL DTC for ford

    where are u getting these 9000 codes? the instrament cluster?

  11. #11
    TEAM Member
    Join Date
    Mar 2002
    Location
    Winnipeg MB.Canada
    Posts
    294

    Default Re: ALL DTC for ford

    Awesome

  12. #12
    TEAM Member
    Join Date
    Apr 2003
    Location
    Ashland, Oregon
    Posts
    299

    Default Re: ALL DTC for ford

    i got a 9202 as well.....what is it and how do i fix it?

  13. #13
    TEAM Member
    Join Date
    Mar 2004
    Location
    University of Texas
    Posts
    598

    Default Re: ALL DTC for ford

    9201 B1201 Fuel Sender Circuit Failure

    9204 B1204 Fuel Sender short to ground

    9257 B1257 Climate Control

    9317 B1317 Battery voltage high (greater than 16)

    9318 B1318 Battery voltage low (less than 10)

    9342 B1342 ECU defective

    9359 B1359 Ignition Run / ACC circuit failure

    0115 P0115 Engine coolant temperature (ECT) circuit malfunction

    I found these. I have DTC 9359. Hopefully these will save someone some headaches.

  14. #14
    Newbie
    Join Date
    Sep 2004
    Posts
    3

    Default Re: ALL DTC for ford

    Any idea about the codes B2855, B2430, and B2434. I have the airbag warning light on, and the airbags are ok.

    Any idea, or feedback are welcome.

  15. #15
    Senior TEAM Member dan-d's Avatar
    Join Date
    Apr 2001
    Location
    Sparta, TN
    Posts
    3,248

    Default Re: ALL DTC for ford

    Great post, I know it will help me


 
Page 1 of 4 1234 LastLast

Posting Permissions

  • You may not post new threads
  • You may not post replies
  • You may not post attachments
  • You may not edit your posts
  •