Fordmods Logo

Home » Technical Documents
 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.
Finally, a List of EEC-V Catch Codes are listed here, for Reference and Replacement Information.
The EEC-V Engine Management Module - Location and Models

The EEC-V Engine Management Module is located underneath the Passenger Side Kick Panel, and can be accessed using the following Method.
  • 1. Remove the Door Scuff Moulding on the Passenger side door, by removing the 3 self taping screws.
  • 2. Remove the 2 Plastic plugs holding the Kick panel in place. Remove the kick Panel by pulling it away from the Foot well, at the firewall end.
  • 3. Remove the Self Tapping Screw holding the Retaining Bracket in place, and swing the retaining bracket outwards.
  • 4. The EEC-V Module should now be free to manipulate. To Remove the Wiring Connector, simply use a 10mm Socket, and remove the Retaining Bolt. (REMEMBER TO DICONNECT THE GROUND LEAD FROM THE BATTERY FIRST !)

    • EEC- Catch Codes
    Catch Code Diag Code Motor Trans Diff Model Description
    4TED   I6 Auto 3.02 EF GLi Dual Fuel Factory Tickford LPG Gas
    5DCA 916 I6HO Auto 3.23 EFII Fairmont Ghia Tickford 6
    4DEG   V8 Auto 3.02 EF Fairmont V8  
    4DKF   V8 Auto 3.08 EF GLi Ex-Chaser Option
    4DCC   I6 Auto 3.23 EFI Fairmont Ghia Non Tickford Motor
    5DBB   I6 Auto 3.23 XH-97 Panel Van Smartlock
    6DFC   V8HO Manual 3.23 Jan 97 XR8  
    EEC-V Inputs and Outputs
    The Following is a list of Inputs that the EEC-V System Uses to determine optimum operation of the Motor For a Ford Falcon (EF Model).

    Inputs
  • Profile Ignition Pickup (PIP) Sensor (V8 Models)
  • Air Conditioning Clutch
  • Intake Air Temperature Sensor (IAT)
  • Engine Coolant Sensor
  • Heated Exhaust Gas Oxygen (HO2S - HEGO) Sensor
  • Manifold Absolute Pressure (MAP) Sensor (6 Cylinder)
  • Mass Airflow Sensor (MAF) (V8)
  • Synchroniser and Camshaft Position Sensor (6 Cylinder)
  • Knock Sensor (6 Cylinder)
  • Crankshaft Position Sensor (EF 6 Cylinder)
  • Coil Drivers (CDA-CDB-CDC) (EF 6 Cylinder)
  • Broadband Manifold Solenoid (6 Cylinder)
  • Transmission Neutral / Drive Switch (TR/NDS)
  • Power Steering Pressure Switch
  • Throttle position Sensor (TP)
  • Battery Voltage (VBAT)
  • Throttle Position Sensor
  • Transmission Temperature Link (TTL) (8 Cylinder)
  • Vehicle Speed Sensor (VSS)
  • Self Test Input (STI)
  • EGR Valve Position Sensor (EVP) (V8)
  • Ignition Diagnostic Monitor (IDM) (V8)

    Outputs
  • Self Test Output
  • Data Output Link (DOL)
  • Fuel Injectors
  • Idle Speed Control - Bypass Air (ISC-BPA)
  • Canister Purge (CANP)
  • Power train Control Module (PCM) (V8)
  • Exhaust Gas Recirculation Vacuum Regulator (EGR) (V8)
  • Thick Film Ignition Module (TFI) (V8)
    • EEC-V Operating Modes
    The EEC-V Operation can be described as having 2 distinct operating Modes. These are best described as,
  • Normal Operation
  • Limited Operation Strategy (LOS) or Limp Home Mode.

    Normal Operation
    Normal EEC-V Operation can be further sub-divided in to the following modes.
  • Crank Mode - The crank mode is entered after the initial engine power up, or after engine stall when the key is in the Run/Start Position.
    The Ignition is set at 10* BTDC
    The Idle Speed Controller Valve is opened Completely
    Canister Purge is Off
    Fuel flow is dependant on engine coolant temperature except for WOT (Wide Open Throttle)
    When the Throttle is Held Wide Open (Wide Open Throttle - WOT), the EEC-V prevents the injectors from switching on (I.E. No Fuel Injected).
    This feature enables the engine to be purged of fuel if it has been flooded.
    After the engine starts, RPM will increase causing it to leave the Crank Mode, and enter the Under speed Mode.

  • under speed Mode - under speed mode assists the Engine to obtain Run Mode From Crank Mode.
    The Ignition Remains at 10* BTDC
    The Canister Purge is off
    The Idle Speed Controller reverts to normal operation and airflow is calculated from the input of various sensors.

  • Run Mode - When the engine speed enters the normal idle range, the EEC-V Switches to Run Mode.
    The Throttle position determines the sub mode or mode of operation.
  • Run Mode - Closed Throttle Mode (Idle) - This mode is entered typically when the vehicle is idling, or decelerating.
    By monitoring the Throttle Position Sensor, the PCM is able to select closed throttle mode.
    The Idle Speed Controller position is determined by the EEC-V Module, as a function of RPM, ECT, A/C Load, Neutral/Drive, and Power steering Load.
    The Carbon Canister will be purged if there is sufficient air flow, and correct coolant temperature.
    Fuel Flow is calculated from the airflow, and then made richer or leaner to suit the coolant temperature.
    Ignition Timing is calculated as a function of RPM, Engine Load, coolant temperature and intake air temperature.
  • Run Mode - Part Throttle Mode (Cruise) - Part throttle mode is selected by the EEC-V when the throttle position sensor value 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 purge can occur in Part Throttle mode if certain auxiliary conditions are met such as correct coolant temperature, and sufficient airflow.
  • Run Mode - Wide Open Throttle Mode (Flat Out) - The EEC-V selects this mode when the TPS signal exceeds a certain value.
    To obtain maximum performance in WOT, the canister purge is switched off, and the engine is made to run richer.

  • Limited Operation Strategy - Limp Home Mode (LOS) - In this mode of operation, the EEC-V provides the necessary outputs to allow the vehicle to Limp home, should an electronic malfunction occur in the PCM.
    The Ignition Timing is fixed at 0* BTDC
    The canister Purge is locked out
    The Injector pulse width is fixed (Fuel flow constant)
    For 6 cylinders, the Idle speed controller duty cycle is set to 75%
    For V8s, there is no ISC duty cycle.
    This gives a very rich engine characterised by black smoke from the exhaust.
    Vehicle performance in this mode is substantially degraded although it may be driven up to 100Km/Hr

    • EEC-V Self Test Modes

    The EEC-V Self Test Connector, inside the Cabin Fuse Panel
    The Self Test Codes can be read using either a Multimeter, or an LED, and consists of a number of Pulses outputted on the Engine STO Pin, and the Vehicle Diagnostic connector (The STO Out Pin is the 5th Pin from the left, on the upper row).
    These codes can be deciphered by using the format,
  • 1/2 Second On Time for Each Digit,
  • 2 Seconds Off Time Between Digits,
  • 4 Seconds Off Time Between Codes,
  • 6 Seconds Off Time Before and After the 1/2 Second separator pulse.

    To Perform a Key On/Engine Off (KOEO) Self Test,
  • 1. With the Ignition Switch Off, Connect the Engine STI Input to ground, (The STI Input is the First pin from the left, upper row, connect this to the Pin directly below it)
  • 2. Connect a LED, Multimeter, Lamp, or Buzzer to the STO Pin, and ground. (The STO Pin is the 5th Pin from the Left, on the upper Row.)
  • 3. Turn the Ignition Switch to On, But DO NOT START the Engine
  • 4. Observe the Codes.
    These codes will be displayed in the following sequence,
    1. On Demand Codes - Hard Faults
    2. Separator Code - Numeral 10
    3. Memory Codes - Intermittent Faults.

    To Perform a Key On/Engine Running Self Test,
  • 1. With the Ignition Switch Off, Connect the Engine STI Input to ground,
  • 2. Turn the Ignition Switch to start, and start the Engine
  • 3. Observe the Codes.
    These codes will be displayed in the following sequence,
    1. On Demand Codes - Hard Running Faults
    2. Separator Code - Numeral 10
    During a Separator Code, the Throttle should be goosed (Pressed and released) if performing a Cylinder Balance Test (V8).
    This will cause the Engine to hold the selected RPM, and Test.

    Cylinder Balance Test - V8
    When this test the EEC-V Module selectively shuts off fuel to each of the cylinders, one at a time, and measures the drop in RPM.
    If this Drop is outside the normal limits, it will at the completion of the test, output a fault code for that cylinder.
    This code will be in the format "10" for Cylinder 1, "20 for Cylinder 2, etc.
    If all cylinders are OK, the EEC-V Will give a code "90"
    See the Key On, Engine Running Self test for more information.

    Electric Thermo Cooling Fan Test
    This test will switch on the Thermo Fans when the Key On, Engine Off (KOEO) Self Test is performed.
    To activate, carry out a KOEO Self test, and when the codes are being displayed, place the Transmission in to gear to turn the Thermo Fans On, and Place the Transmission into neutral to stop Fan operation.
    If both fans do not operate, then there is a problem with their operation.

    Erasing Memory Codes
    Turn the ignition key OFF for a period of 10 seconds, then On.
    Activate the (KOEO) Self Test,
    As soon as the Diagnostic codes are being displayed, simply remove the Ground to the Self Test Input.

    • EEC-V Diagnostic Codes

    CODE NAME Description I6 V8 KOEO ER CONT
    111 Pass There are no codes to display for the selected test X X      
    112 IAT Shorted to ground The IAT Value is too low. Can be caused by short to ground, or faulty sensor X X X   X
    113 IAT Shorted to B+ or Vref The IAT Value is too high. Can be caused by shorts to Vref, B+ or faulty sensor X X X   X
    114 IAT Sensor out of Calibration The IAT Voltage is out of the normal range. Can be caused by the sensor going out of spec X X X X  
    116 ECT Sensor out of calibration The ECT Value is out of range or is erratic X X X   X
    117 ECT Shorted to Ground The ECT Value is too low. Can be caused by a short to ground, or faulty sensor X X X   X
    118 ECT shorted to B+ or Vref The ECT Value is too high. Can be caused by a short to B+, Vref, or faulty sensor X X X   X
    121 TP Sensor out of range Throttle position sensor is out of range. Can be caused by the sensor going out of spec X X X X  
    122 TP Sensor shorted to ground The Value for the Throttle position sensor is too low. Can be caused by a short to ground, or faulty sensor X X X   X
    123 TP Sensor shorted to B+ or Vref The Value for the Throttle position sensor is too high. Can be caused by a short to V+, Href, or faulty sensor X X X   X
    126 MAP Sensor out of calibration The MAP sensor is producing a frequency that is outside the normal range, or no frequency at all X   X X X
    129 NO MAP/MAF change in goose EEC did not see the MAP(I6) or MAF(V8) value change when the engine was goosed in the ER test X X   X  
    157 MAF shorted to ground The MAF voltage is too low. Can be caused by short to ground or faulty sensor   X     X
    158 MAF shorted to B+ or Vref The MAF voltage is too high. Can be caused by shorts to Battery, or Vref or faulty sensor   X X   X
    159 MAF sensor out of calibration The MAF Voltage is out of the normal range. Can be caused by sensor going out of spec X X X    
    167 No Throttle Position Change in Goose EEC did not see the throttle position sensor change when the engine was goosed in ER test X X   X  
    172 System always lean HO2S(1) The engine is always running lean (V8) X X   X V8
    173 System always rich HO2S The engine is always running rich. Can be caused by a faulty sensor, cold engine, MAP hose off, or fuel system (V8) X X   X V8
    176 System always lean HO2S(2) The engine is always running lean (V8) Can be caused by a faulty sensor, cold sensor, or exhaust manifold leak   X   X X
    177 System always rich HO2S(2) The engine is always running rich. Can be caused by a faulty sensor, cold engine, MAP hose off, or fuel system   X   X X
    211 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 fast) could be caused by CKP sensor or an internal IDIS failure X X     X
    214 CMP Sensor Input failed The signal from the CMP sensor has gone out of normal range. Could be caused by a faulty CMP sensor or wiring X       X
    215 EDIS Coil A Failed Coil A failed to fire. Could be caused by a faulty coil or wiring X       X
    216 EDIS Coil B Failed Coil B failed to fire. Could be caused by a faulty coil or wiring X       X
    217 EDIS Coil C Failed Coil C failed to fire. Could be caused by a faulty coil or wiring X       X
    226 Unknown EDIS Coil Failure Associated with code 214 - CMP Failure. One ohm the EDIS coils failed to fire, and because the CMP signal also failed, EEC was not able to determine which coil X       X
    227 Knock Sensor Failure The knock sensor failed to provide a signal while the engine was within the normal knock sensor operating conditions (I.E. >50% load <4500 RPM) NOTE : knock sensor codes may result when running on Non-Factory fitted LPG systems X       X
    232 EDIS CPU Failed Internal EEC Fault - the EDIS CPU has failed X       X
    327 EGR Shorted to ground The EGR Voltage is too low. Can be caused by a short to ground or a faulty sensor   X X   X
    328 EGR Valve position too low The EGR Valve position is Low. Can be caused by a closed valve   X X   X
    332 EGR Valve not working EGR valve position does not change during ER test. Can be caused by a vacuum leak in the EGR control system   X X   X
    334 EGR Valve position too high The EGR position is out of its normal range. Can be caused by a Fully open Valve   X X   X
    335 EGR Sensor out of calibration The EGR voltage is out of the normal range. Can be caused by the sensor going out of spec.   X X   X
    411 ISC Low Idle fail The Idle Speed Controller was not able to control the low idle speed during the engine running test X X   X  
    412 ISC High Idle fail The Idle Speed Controller was not able to control the High idle speed during the engine running test X X   X  
    452 Speedo Signal Fault The Speedo signal is intermittent or non existent X X     X
    511 Internal EEC V Fault The EEC Module is Faulty - Replace X X X   X
    512 Internal EEC Fault Faulty EEC Module   X X   X
    513 Battery Voltage Too Low The Internal battery power voltage is too low. Can be caused by a low system voltage, or internal EEC fault X X X    
    521 PSP Failed open The switch must be closed for the KOEO and ER test. During ER test, the steering must be turned approx 1/2 turn. Can be caused by disconnected or faulty switch, or failure to turn steering during test X   X X  
    522 NDS - A/C On For KOEO test, the transmission must be in either Park, or Neutral, the A/C must also be turned off X X X    
    523 AC Blower Fan Sensor fault EEC cannot see a signal from the A/C blower fan. Can be caused by open circuit, blown fuse (Hi Series), or short to +12V (Low Series) X X      
    524 LPG Enabled LPG option is selected This does not indicate any system fault X   X    
    538 Operator did not goose ER test requires that the operator briefly open the throttle fully X X   X  
    578 Battery Voltage too low The Internal reference voltage is too low for proper transmission operation. Can be caused by a low system voltage or internal EEC fault X       X
    628 Trans Mode Switch Fault The mode selector (Normal/Econ) signal is operating intermittently. Can be caused by faulty switch or wiring X   X   X
    634 Gear Selector Sensor Faulty The signal from the Gear Selector switch is too high, too low, or at a value between any 2 normal modes X X     X
    636 Trans Oil Temp Fault The transmission oil temperature signal is incorrect. Can be caused by an open circuit, or short to Ground / Batt X   X   X
    637 Trans Temp Link Stuck high The information Link between the EEC and the 97LE module is at or near +12V. Can be caused by a short to Battery Voltage, or a fault in either of the 2 modules   X     X
    691 Trans Solenoid 1 Fault EEC Cannot control the solenoid. Can be caused by open circuit, or short circuit to Ground, +12V X       X
    692 Trans Solenoid 2 Fault EEC Cannot control the solenoid. Can be caused by open circuit, or short circuit to Ground, +12V X       X
    693 Trans Solenoid 3 Fault EEC Cannot control the solenoid. Can be caused by open circuit, or short circuit to Ground, +12V X       X
    694 Trans Solenoid 4 Fault EEC Cannot control the solenoid. Can be caused by open circuit, or short circuit to Ground, +12V X       X
    695 Trans Solenoid 5 Fault EEC Cannot control the solenoid. Can be caused by open circuit, or short circuit to Ground, +12V X       X
    696 Trans Solenoid 6 Fault EEC Cannot control the solenoid. Can be caused by open circuit, or short circuit to Ground, +12V X       X
    697 Trans Solenoid 7 Fault EEC Cannot control the solenoid. Can be caused by open circuit, or short circuit to Ground, +12V X       X
    777 Drivers side Cooling Fan not operating The Fan motor is not drawing current from battery when switched on by EEC Module during self test X X X    
    778 Passenger side Cooling Fan not operating The Fan motor is not drawing current from battery when switched on by EEC Module during self test X X X    
    783 Serial Link output check fail Serial Link is faulty. Can be caused by open circuit, or short to Ground, +12V X X X    
    784 EGR Output check fail EGR Output is faulty. Can be caused by open circuit, or shorts to Ground, +12V X X X    
    785 CANP Output check fail CANP Output is faulty. Can be caused by open circuit, Ground, or +12V X X X    
    786 PIL Output check fail Performance Indicator Light output is faulty. Can be caused by open circuit, or shorted to Ground, +12V X X X    
    787 Fuel Pump Output Check Fail Fuel Pump output is faulty. Can be caused by open circuit, or shorted to Ground, +12V X X X    
    788 ACC Output check fail A/C Control relay output is faulty. Can be caused by open circuit, or shorted to Ground, +12V X X X    
    789 RCO Output check fail Recirculation override Output is faulty. Can be caused by open circuit, or shorted to Ground, +12V X X X    
    791 FC1 Output Check Fail Electro Drive fan 1 output is faulty. Can be caused by open circuit, or shorted to Ground, +12V X X X    
    792 FC2 Output Check Fail Electro Drive fan 2 output is faulty. Can be caused by open circuit, or shorted to Ground, +12V X X X    
    793 FC3 Output Check Fail Electro Drive fan 3 output is faulty. Can be caused by open circuit, or shorted to Ground, +12V X X X    
    794 FC4 Output Check Fail Electro Drive fan 4 output is faulty. Can be caused by open circuit, or shorted to Ground, +12V X X X    
    795 BBM Output Check Fail Broad Band Manifold output is faulty. Can be caused by open circuit, or shorted to Ground, +12V X   X    
    837 Evaporator Sensor shorted to ground The evaporator temperature voltage is too low. Can be caused by a short to ground or faulty sensor X X X   X
    838 Evaporator Sensor shorted to B+ or Vref The evaporator temperature voltage is too high. Can be caused by a short to +12V or faulty sensor X X X   X
    839 Evaporator Sensor out of calibration The evaporator temperature voltage is out of the normal range. Can be caused by the sensor going out of spec X X X    
    844 Vehicle Immobilised EEC is not receiving the enable code from the BEM. Can be caused by open circuit, short to +12V, or an immobilisation (BEM) problem X X X    
    845 Vehicle Immobilised - Plant Mode Immobilisation system is still in plant mode. BEM must be trained to the electronic lock assembly X X X    
    998 ER Test Error In the ER test, one or more of the major sensors (IAT, ECT, MAP, TP) are faulty. Run KOER test to determine the cause of the error   X   X  
     
     Document Summary
     
    Document description: Information on Changing and Diagnosing the Ford EEC-V EFI Module for EF/EL Falcons
    Document written by: Matti on 11 2004>, Copyright © 2004 Matti, all rights reserved.
    Document revised: 11 2004 - Revision 3.0
    Document views: 73266 since 11 2004



     

     

    It is currently Fri Nov 22, 2024 4:04 am All times are UTC + 11 hours

     

     

    (c)2014 Total Web Solutions Australia - Australian Web Hosting and Domain Names