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EEC V (EFI) Diagnostics
Document Description
This Document Describes information regarding obtaining ECC-V Diagnostic Information, as well as information on Placing the
EEC-V Engine Management Module into diagnostic Mode.
Finall, a !ist of EEC-V Catch Codes are listed here, for "eference and "e#lacement Information.
The EEC-V Engine Management Module - Location and Models
The EEC-V Engine Management Module is located underneath the Passenger $ide %ic& Panel, and can be accessed using the
following Method.
'. "emo(e the Door $cuff Moulding on the Passenger side door, b remo(ing the ) self ta#ing screws.
*. "emo(e the * Plastic #lugs holding the %ic& #anel in #lace. "emo(e the &ic& Panel b #ulling it awa from the Foot well, at the
firewall end.
). "emo(e the $elf Ta##ing $crew holding the "etaining +rac&et in #lace, and swing the retaining brac&et outwards.
,. The EEC-V Module should now be free to mani#ulate. To "emo(e the -iring Connector, sim#l use a '.mm $oc&et, and remo(e
the "etaining +olt. /"EMEM+E" T0 DIC011ECT T2E 3"041D !E5D F"0M T2E +5TTE"6 FI"$T 78
EEC- Catch Codes
Catch Code Diag Code Motor Trans Di Model Description
,TED
I9 5uto )..* EF 3!i Dual Fuel Factor Tic&ford !P3 3as
:DC5 ;'9 I920 5uto ).*) EFII Fairmont 3hia Tic&ford 9
,DE3
V< 5uto )..* EF Fairmont V<
,D%F
V< 5uto )..< EF 3!i E=-Chaser 0#tion
,DCC
I9 5uto ).*) EFI Fairmont 3hia 1on Tic&ford Motor
:D++
I9 5uto ).*) >2-;? Panel Van $martloc&
9DFC
V<20 Manual ).*) @an ;? >"<
EEC-V Inputs and !utputs
The Following is a list of In#uts that the EEC-V $stem 4ses to determine o#timum o#eration of the Motor For a Ford Falcon /EF
Model8.
Inputs
"roile Ignition "ic#up ("I") $ensor (V% Models)
&ir Conditioning Clutch
Inta#e &ir Temperature $ensor (I&T)
Engine Coolant $ensor
Heated E'haust (as !')gen (H!*$ - HE(!) $ensor
Maniold &+solute "ressure (M&") $ensor (, C)linder)
Mass &irlo- $ensor (M&F) (V%)
$)nchroniser and Camshat "osition $ensor (, C)linder)
.noc# $ensor (, C)linder)
Cran#shat "osition $ensor (EF , C)linder)
Coil Dri/ers (CD&-CD0-CDC) (EF , C)linder)
0road+and Maniold $olenoid (, C)linder)
Transmission 1eutral 2 Dri/e $-itch (T321D$)
"o-er $teering "ressure $-itch
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Throttle position $ensor (T")
0atter) Voltage (V0&T)
Throttle "osition $ensor
Transmission Temperature Lin# (TTL) (% C)linder)
Vehicle $peed $ensor (V$$)
$el Test Input ($TI)
E(3 Val/e "osition $ensor (EV") (V%)
Ignition Diagnostic Monitor (IDM) (V%)
!utputs
$el Test !utput
Data !utput Lin# (D!L)
Fuel In4ectors
Idle $peed Control - 0)pass &ir (I$C-0"&)
Canister "urge (C&1")
"o-er train Control Module ("CM) (V%)
E'haust (as 3ecirculation Vacuum 3egulator (E(3) (V%)
Thic# Film Ignition Module (TFI) (V%)
EEC-V !perating Modes
The EEC-V 0#eration can be described as ha(ing * distinct o#erating Modes. These are best described as,
1ormal 0#eration
!imited 0#eration $trateg /!0$8 or !im# 2ome Mode.
1ormal !peration
1ormal EEC-V 0#eration can be further sub-di(ided in to the following modes.
Cran# Mode - The cran& mode is entered after the initial engine #ower u#, or after engine stall when the &e is in the "unA$tart
Position.
The Ignition is set at '.B +TDC
The Idle $#eed Controller Val(e is o#ened Com#letel
Canister Purge is 0ff
Fuel flow is de#endant on engine coolant tem#erature e=ce#t for -0T /-ide 0#en Throttle8
-hen the Throttle is 2eld -ide 0#en /-ide 0#en Throttle - -0T8, the EEC-V #re(ents the inCectors from switching on /I.E. 1o Fuel
InCected8.
This feature enables the engine to be #urged of fuel if it has been flooded.
5fter the engine starts, "PM will increase causing it to lea(e the Cran& Mode, and enter the 4nder s#eed Mode.
under speed Mode - under s#eed mode assists the Engine to obtain "un Mode From Cran& Mode.
The Ignition "emains at '.B +TDC
The Canister Purge is off
The Idle $#eed Controller re(erts to normal o#eration and airflow is calculated from the in#ut of (arious sensors.
3un Mode - -hen the engine s#eed enters the normal idle range, the EEC-V $witches to "un Mode.
The Throttle #osition determines the sub mode or mode of o#eration.
3un Mode - Closed Throttle Mode (Idle) - This mode is entered t#icall when the (ehicle is idling, or decelerating.
+ monitoring the Throttle Position $ensor, the PCM is able to select closed throttle mode.
The Idle $#eed Controller #osition is determined b the EEC-V Module, as a function of "PM, ECT, 5AC !oad, 1eutralADri(e, and
Power steering !oad.
The Carbon Canister will be #urged if there is sufficient air flow, and correct coolant tem#erature.
Fuel Flow is calculated from the airflow, and then made richer or leaner to suit the coolant tem#erature.
Ignition Timing is calculated as a function of "PM, Engine !oad, coolant tem#erature and inta&e air tem#erature.
3un Mode - "art Throttle Mode (Cruise) - Part throttle mode is selected b the EEC-V when the throttle #osition sensor (alue is
within a certain range.
The Fuel Flow and ignition timing are calculated in the same manner as described for the closed throttle mode.
Canister #urge can occur in Part Throttle mode if certain au=iliar conditions are met such as correct coolant tem#erature, and
sufficient airflow.
3un Mode - 5ide !pen Throttle Mode (Flat !ut) - The EEC-V selects this mode when the TP$ signal e=ceeds a certain (alue.
To obtain ma=imum #erformance in -0T, the canister #urge is switched off, and the engine is made to run richer.
Limited !peration $trateg) - Limp Home Mode (L!$) - In this mode of o#eration, the EEC-V #ro(ides the necessar out#uts to
allow the (ehicle to !im# home, should an electronic malfunction occur in the PCM.
The Ignition Timing is fi=ed at .B +TDC
The canister Purge is loc&ed out
The InCector #ulse width is fi=ed /Fuel flow constant8
For 9 clinders, the Idle s#eed controller dut ccle is set to ?:D
For V<s, there is no I$C dut ccle.
This gi(es a (er rich engine characterised b blac& smo&e from the e=haust.
Vehicle #erformance in this mode is substantiall degraded although it ma be dri(en u# to '..%mA2r
EEC-V $el Test Modes
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The EEC-V $elf Test Connector, inside the Cabin Fuse Panel
The $elf Test Codes can be read using either a Multimeter, or an !ED, and consists of a number of Pulses out#utted on the Engine
$T0 Pin, and the Vehicle Diagnostic connector /The $T0 0ut Pin is the :th Pin from the left, on the u##er row8.
These codes can be deci#hered b using the format,
'A* $econd 0n Time for Each Digit,
* $econds 0ff Time +etween Digits,
, $econds 0ff Time +etween Codes,
9 $econds 0ff Time +efore and 5fter the 'A* $econd se#arator #ulse.
To "erorm a .e) !n2Engine ! (.!E!) $el Test6
'. -ith the Ignition $witch 0ff, Connect the Engine $TI In#ut to ground, /The $TI In#ut is the First #in from the left, u##er row,
connect this to the Pin directl below it8
*. Connect a !ED, Multimeter, !am#, or +uEEer to the $T0 Pin, and ground. /The $T0 Pin is the :th Pin from the !eft, on the u##er
"ow.8
). Turn the Ignition $witch to 0n, +ut D0 10T $T5"T the Engine
,. 0bser(e the Codes.
These codes will be dis#laed in the following seFuence,
'. 0n Demand Codes - 2ard Faults
*. $e#arator Code - 1umeral '.
). Memor Codes - Intermittent Faults.
To "erorm a .e) !n2Engine 3unning $el Test6
'. -ith the Ignition $witch 0ff, Connect the Engine $TI In#ut to ground,
*. Turn the Ignition $witch to start, and start the Engine
). 0bser(e the Codes.
These codes will be dis#laed in the following seFuence,
'. 0n Demand Codes - 2ard "unning Faults
*. $e#arator Code - 1umeral '.
During a $e#arator Code, the Throttle should be goosed /Pressed and released8 if #erforming a Clinder +alance Test /V<8.
This will cause the Engine to hold the selected "PM, and Test.
C)linder 0alance Test - V%
-hen this test the EEC-V Module selecti(el shuts off fuel to each of the clinders, one at a time, and measures the dro# in "PM.
If this Dro# is outside the normal limits, it will at the com#letion of the test, out#ut a fault code for that clinder.
This code will be in the format G'.G for Clinder ', G*. for Clinder *, etc.
If all clinders are 0%, the EEC-V -ill gi(e a code G;.G
$ee the %e 0n, Engine "unning $elf test for more information.
Electric Thermo Cooling Fan Test
This test will switch on the Thermo Fans when the %e 0n, Engine 0ff /%0E08 $elf Test is #erformed.
To acti(ate, carr out a %0E0 $elf test, and when the codes are being dis#laed, #lace the Transmission in to gear to turn the
Thermo Fans 0n, and Place the Transmission into neutral to sto# Fan o#eration.
If both fans do not o#erate, then there is a #roblem with their o#eration.
Erasing Memor) Codes
Turn the ignition &e 0FF for a #eriod of '. seconds, then 0n.
5cti(ate the /%0E08 $elf Test,
5s soon as the Diagnostic codes are being dis#laed, sim#l remo(e the 3round to the $elf Test In#ut.
EEC-V Diagnostic Codes
C!DE 1&ME Description I, V% .!E! E3 C!1T
''' Pass There are no codes to dis#la for the selected test
> >
''* I5T $horted to
ground
The I5T Value is too low. Can be caused b short to ground, or
fault sensor
> > > >
'') I5T $horted to +H
or Vref
The I5T Value is too high. Can be caused b shorts to Vref, +H or
fault sensor
> > > >
'', I5T $ensor out of
Calibration
The I5T Voltage is out of the normal range. Can be caused b the
sensor going out of s#ec
> > > >
''9 ECT $ensor out of
calibration
The ECT Value is out of range or is erratic
> > > >
''? ECT $horted to
3round
The ECT Value is too low. Can be caused b a short to ground, or
fault sensor
> > > >
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''< ECT shorted to +H
or Vref
The ECT Value is too high. Can be caused b a short to +H, Vref,
or fault sensor
> > > >
'*' TP $ensor out of
range
Throttle #osition sensor is out of range. Can be caused b the
sensor going out of s#ec
> > > >
'** TP $ensor shorted
to ground
The Value for the Throttle #osition sensor is too low. Can be
caused b a short to ground, or fault sensor
> > > >
'*) TP $ensor shorted
to +H or Vref
The Value for the Throttle #osition sensor is too high. Can be
caused b a short to VH, 2ref, or fault sensor
> > > >
'*9 M5P $ensor out of
calibration
The M5P sensor is #roducing a freFuenc that is outside the
normal range, or no freFuenc at all
> > > >
'*; 10 M5PAM5F
change in goose
EEC did not see the M5P/I98 or M5F/V<8 (alue change when the
engine was goosed in the E" test
> > >
':? M5F shorted to
ground
The M5F (oltage is too low. Can be caused b short to ground or
fault sensor
> >
':< M5F shorted to +H
or Vref
The M5F (oltage is too high. Can be caused b shorts to +atter,
or Vref or fault sensor
> > >
':; M5F sensor out of
calibration
The M5F Voltage is out of the normal range. Can be caused b
sensor going out of s#ec
> > >
'9? 1o Throttle
Position Change in
3oose
EEC did not see the throttle #osition sensor change when the
engine was goosed in E" test
> > >
'?* $stem alwas
lean 20*$/'8
The engine is alwas running lean /V<8
> > >
V<
'?) $stem alwas
rich 20*$
The engine is alwas running rich. Can be caused b a fault
sensor, cold engine, M5P hose off, or fuel sstem /V<8
> > >
V<
'?9 $stem alwas
lean 20*$/*8
The engine is alwas running lean /V<8 Can be caused b a fault
sensor, cold sensor, or e=haust manifold lea&
> > >
'?? $stem alwas
rich 20*$/*8
The engine is alwas running rich. Can be caused b a fault
sensor, cold engine, M5P hose off, or fuel sstem
> > >
*'' PIP Erratic during
Idle test
The rate of change of the PIP signal is out of range /IE EEC saw
an accell or decel that was too fast8 could be caused b C%P
sensor or an internal IDI$ failure
> > >
*', CMP $ensor In#ut
failed
The signal from the CMP sensor has gone out of normal range.
Could be caused b a fault CMP sensor or wiring
> >
*': EDI$ Coil 5 Failed Coil 5 failed to fire. Could be caused b a fault coil or wiring
> >
*'9 EDI$ Coil + Failed Coil + failed to fire. Could be caused b a fault coil or wiring
> >
*'? EDI$ Coil C Failed Coil C failed to fire. Could be caused b a fault coil or wiring
> >
**9 4n&nown EDI$
Coil Failure
5ssociated with code *', - CMP Failure. 0ne ohm the EDI$ coils
failed to fire, and because the CMP signal also failed, EEC was not
able to determine which coil
> >
**? %noc& $ensor
Failure
The &noc& sensor failed to #ro(ide a signal while the engine was
within the normal &noc& sensor o#erating conditions /I.E. I:.D
load J,:.. "PM8 10TE K &noc& sensor codes ma result when
running on 1on-Factor fitted !P3 sstems
> >
*)* EDI$ CP4 Failed Internal EEC Fault - the EDI$ CP4 has failed
> >
)*? E3" $horted to
ground
The E3" Voltage is too low. Can be caused b a short to ground
or a fault sensor
> > >
)*< E3" Val(e
#osition too low
The E3" Val(e #osition is !ow. Can be caused b a closed (al(e
> > >
))* E3" Val(e not
wor&ing
E3" (al(e #osition does not change during E" test. Can be
caused b a (acuum lea& in the E3" control sstem
> > >
)), E3" Val(e
#osition too high
The E3" #osition is out of its normal range. Can be caused b a
Full o#en Val(e
> > >
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)): E3" $ensor out of
calibration
The E3" (oltage is out of the normal range. Can be caused b
the sensor going out of s#ec.
> > >
,'' I$C !ow Idle fail The Idle $#eed Controller was not able to control the low idle
s#eed during the engine running test
> > >
,'* I$C 2igh Idle fail The Idle $#eed Controller was not able to control the 2igh idle
s#eed during the engine running test
> > >
,:* $#eedo $ignal
Fault
The $#eedo signal is intermittent or non e=istent
> > >
:'' Internal EEC V
Fault
The EEC Module is Fault - "e#lace
> > > >
:'* Internal EEC Fault Fault EEC Module
> > >
:') +atter Voltage
Too !ow
The Internal batter #ower (oltage is too low. Can be caused b
a low sstem (oltage, or internal EEC fault
> > >
:*' P$P Failed o#en The switch must be closed for the %0E0 and E" test. During E"
test, the steering must be turned a##ro= 'A* turn. Can be caused
b disconnected or fault switch, or failure to turn steering
during test
> > >
:** 1D$ - 5AC 0n For %0E0 test, the transmission must be in either Par&, or
1eutral, the 5AC must also be turned off
> > >
:*) 5C +lower Fan
$ensor fault
EEC cannot see a signal from the 5AC blower fan. Can be caused
b o#en circuit, blown fuse /2i $eries8, or short to H'*V /!ow
$eries8
> >
:*, !P3 Enabled !P3 o#tion is selected This does not indicate an sstem fault
> >
:)< 0#erator did not
goose
E" test reFuires that the o#erator briefl o#en the throttle full
> > >
:?< +atter Voltage
too low
The Internal reference (oltage is too low for #ro#er transmission
o#eration. Can be caused b a low sstem (oltage or internal
EEC fault
> >
9*< Trans Mode $witch
Fault
The mode selector /1ormalAEcon8 signal is o#erating
intermittentl. Can be caused b fault switch or wiring
> > >
9), 3ear $elector
$ensor Fault
The signal from the 3ear $elector switch is too high, too low, or
at a (alue between an * normal modes
> > >
9)9 Trans 0il Tem#
Fault
The transmission oil tem#erature signal is incorrect. Can be
caused b an o#en circuit, or short to 3round A +att
> > >
9)? Trans Tem# !in&
$tuc& high
The information !in& between the EEC and the ;?!E module is at
or near H'*V. Can be caused b a short to +atter Voltage, or a
fault in either of the * modules
> >
9;' Trans $olenoid '
Fault
EEC Cannot control the solenoid. Can be caused b o#en circuit,
or short circuit to 3round, H'*V
> >
9;* Trans $olenoid *
Fault
EEC Cannot control the solenoid. Can be caused b o#en circuit,
or short circuit to 3round, H'*V
> >
9;) Trans $olenoid )
Fault
EEC Cannot control the solenoid. Can be caused b o#en circuit,
or short circuit to 3round, H'*V
> >
9;, Trans $olenoid ,
Fault
EEC Cannot control the solenoid. Can be caused b o#en circuit,
or short circuit to 3round, H'*V
> >
9;: Trans $olenoid :
Fault
EEC Cannot control the solenoid. Can be caused b o#en circuit,
or short circuit to 3round, H'*V
> >
9;9 Trans $olenoid 9
Fault
EEC Cannot control the solenoid. Can be caused b o#en circuit,
or short circuit to 3round, H'*V
> >
9;? Trans $olenoid ?
Fault
EEC Cannot control the solenoid. Can be caused b o#en circuit,
or short circuit to 3round, H'*V
> >
??? Dri(ers side
Cooling Fan not
o#erating
The Fan motor is not drawing current from batter when
switched on b EEC Module during self test
> > >
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??< Passenger side
Cooling Fan not
o#erating
The Fan motor is not drawing current from batter when
switched on b EEC Module during self test
> > >
?<) $erial !in& out#ut
chec& fail
$erial !in& is fault. Can be caused b o#en circuit, or short to
3round, H'*V
> > >
?<, E3" 0ut#ut chec&
fail
E3" 0ut#ut is fault. Can be caused b o#en circuit, or shorts to
3round, H'*V
> > >
?<: C51P 0ut#ut
chec& fail
C51P 0ut#ut is fault. Can be caused b o#en circuit, 3round, or
H'*V
> > >
?<9 PI! 0ut#ut chec&
fail
Performance Indicator !ight out#ut is fault. Can be caused b
o#en circuit, or shorted to 3round, H'*V
> > >
?<? Fuel Pum# 0ut#ut
Chec& Fail
Fuel Pum# out#ut is fault. Can be caused b o#en circuit, or
shorted to 3round, H'*V
> > >
?<< 5CC 0ut#ut chec&
fail
5AC Control rela out#ut is fault. Can be caused b o#en circuit,
or shorted to 3round, H'*V
> > >
?<; "C0 0ut#ut chec&
fail
"ecirculation o(erride 0ut#ut is fault. Can be caused b o#en
circuit, or shorted to 3round, H'*V
> > >
?;' FC' 0ut#ut Chec&
Fail
Electro Dri(e fan ' out#ut is fault. Can be caused b o#en
circuit, or shorted to 3round, H'*V
> > >
?;* FC* 0ut#ut Chec&
Fail
Electro Dri(e fan * out#ut is fault. Can be caused b o#en
circuit, or shorted to 3round, H'*V
> > >
?;) FC) 0ut#ut Chec&
Fail
Electro Dri(e fan ) out#ut is fault. Can be caused b o#en
circuit, or shorted to 3round, H'*V
> > >
?;, FC, 0ut#ut Chec&
Fail
Electro Dri(e fan , out#ut is fault. Can be caused b o#en
circuit, or shorted to 3round, H'*V
> > >
?;: ++M 0ut#ut Chec&
Fail
+road +and Manifold out#ut is fault. Can be caused b o#en
circuit, or shorted to 3round, H'*V
> >
<)? E(a#orator $ensor
shorted to ground
The e(a#orator tem#erature (oltage is too low. Can be caused b
a short to ground or fault sensor
> > > >
<)< E(a#orator $ensor
shorted to +H or
Vref
The e(a#orator tem#erature (oltage is too high. Can be caused
b a short to H'*V or fault sensor
> > > >
<); E(a#orator $ensor
out of calibration
The e(a#orator tem#erature (oltage is out of the normal range.
Can be caused b the sensor going out of s#ec
> > >
<,, Vehicle
Immobilised
EEC is not recei(ing the enable code from the +EM. Can be
caused b o#en circuit, short to H'*V, or an immobilisation
/+EM8 #roblem
> > >
<,: Vehicle
Immobilised -
Plant Mode
Immobilisation sstem is still in #lant mode. +EM must be trained
to the electronic loc& assembl
> > >
;;< E" Test Error In the E" test, one or more of the maCor sensors /I5T, ECT, M5P,
TP8 are fault. "un %0E" test to determine the cause of the error
> >
Document $ummar)
Document descri#tionK Information on Changing and Diagnosing the Ford EEC-V EFI Module for EFAE! Falcons
Document written bK Matti on 77 *889I, Co#right L *.., Matti, all rights reser(ed.
Document re(isedK 77 *889 - "e(ision :;8
Document (iewsK :<7:* since 77 *889
It is currentl Fri $e# *9, *.', ''K.; am 5ll times are 4TC H '' hours
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/c8*.', Total -eb $olutions 5ustralia - 5ustralian -eb 2osting and Domain 1ames
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