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The On Board Diagnostic System OBDII in Fine Detail You plug in the OBD lead, connect to the PCM with the Vehicle Explorer Software and check out the CODES page and you find a DTC there waiting for you. Now what do you do? The DTC (Diagnostic Trouble Code) is a number, and while there are many web sites which detail the text for the numbers, not one I could find details how to troubleshoot a DTC! Since Vehicle Explorer gives the Text of the message as well as the number this is not the problem - the cause of the trouble code is the difficult bit! I hope that the following pages will be enough to detail the trouble code, how and why it is generated, the probable causes for the message, details of the sensors concerned, if any, and the repair. But first, some theory - how does the OBD actually work? This is the Inside Story of the OBD2, as utilised by Ford in the EEC-V Powertrain Control Module. OBD2 OBD2 requires continuous monitoring of the emission-related components for correct operation, the storage of a Trouble Code in the event that a malfunction is detected and a freeze-frame of data from a set list of components to aid diagnosis. It also illuminates a MIL light - but this was not incorporated into the Ford Scorpio because the EOBD was not enacted during the model production. DRIVE CYCLE (see also here) An OBD TRIP is a journey during which all OBD tests have been completed. P1000 - Monitors Incomplete THE OBD EXECUTIVE When each Monitor is run, the Executive stores the result of the test. In most cases the Executive will not light the MIL or store a DTC unless a Monitor fails a test twice in successive OBD trips.
Hardware devices connected to the PCM have their own device drivers, called Smart Drivers. These not only control the device by turning them on/off or controlling their duty cycle (a term for a variable device that opens and closes slowly by controlled degrees) but also tests the voltage and where applicable, the current drawn by the device. In this way connected hardware can be checked by the PCM without the use of secondary testing devices. The following points are really worth remembering because they have implications for trouble shooting. The Executive
There are two conditions for the OBD Executive outside of which it will not run:
CONTINUOUS MONITORS Three of the procedures run continuously while the vehicle is being operated. There are:
So these monitors are running all the time that the engine is running. The CCM is constantly checking the components and making sure that they are functioning well enough to provide test data for the other Monitors. The Misfire Monitor is constantly protecting the Catalysts from damage caused by unburnt fuel, while the Fuel Monitor is controlling the fuel mixture, switching it slightly lean and then slightly rich of Lamda (Closed Loop) and commences this 90 seconds after starting from cold. NOTE: Although the FUEL Monitor is running all the time this does not mean that the fuelling is in closed loop all of the time. NON-CONTINUOUS MONITORS The remaining Monitors are run once in an OBD Cycle (a 'Trip'). The information on each monitor shows how long the test is run and what circumstances or criteria the test requires. THE IMPERATIVE It is also worth remembering that the entire purpose of the OBD system is the control and reduction of pollutants: the two gases Carbon Monoxide (CO) and Nitrous Oxide (NOx), and unburnt Hydrocarbons (HC). The absolute imperative for the OBD is to control these substances within fine limits and to protect the catalyst(s) from damage. In order to achieve this if necessary it will sacrifice engine performance. CONTROL LOOMS Control Loom failure can be suspected in the following cases, when:
If this is experienced by the owner, he should inspect the engine control looms carefully for signs of shorting. Strip back the covering tape and inspect the thin-wall insulation for cracking, verdigris (copper corrosion) and shorting in the following places:
However unlucky for the individual owner, this has proved to be rare, with 7 confirmed cases out of perhaps 800 owners on the List/Message Board. In addition, experience has shown that the Battery Cover is not a cosmetic item, but is there to protect the Auxiliary fuse box and relays from water ingress. If they become damp they can cause relays to energise at inappropriate times and permit water access to the Loom beneath with serious results. The Menus on the left detail the Monitors, how they work and their parameters so that the private owner can better understand the reason for the DTC's and work towards a solution to a code that he finds. This is not the end, but a work in progress. As more information comes to light these pages will be updated. EricR
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