EB Falcon diagnostics

[Jason James]

Not that there is anything going on with the engine. It does hunt a little, around 100rpm when I lift the idle to 900 rpm so the fan blows harder for the AC while waiting for family-member to extract digit and return after grocery-shopping.

The economy is around 19mpg around town compared to 27mpg in the Mazda. The Fairmont is easier to drive, what with the auto, seats and CControl.

I remember watching the electos use an LED to count pulses from a diagnostic port on aN early Commodore V6. Are the early E-series Fords the same?

The Ford forum seems to lack any real detail on what the situation is.

Tks,..Jason

[Noddy]

On 19/10/15 11:36 AM, Jason James wrote:

> I remember watching the electos use an LED to count pulses from a diagnostic port on aN early Commodore V6. Are the early E-series Fords the same?

Pretty much.

There is a "factory" diagnostic tool which is used to collect error
codes, but you can make a basic one up using a couple of LED's which is
then used to count a series of flashes to determine the error.

Most factory manuals of the day actually tell you how to make one if you
don't have access to the dedicated unit.


--
--
--
Regards,
Noddy.

[Jason James]

On Monday, October 19, 2015 at 11:42:15 AM UTC+11, Noddy wrote:
> On 19/10/15 11:36 AM, Jason James wrote:
>
> > I remember watching the electos use an LED to count pulses from a diagnostic port on aN early Commodore V6. Are the early E-series Fords the same?
>
> Pretty much.
>
> There is a "factory" diagnostic tool which is used to collect error
> codes, but you can make a basic one up using a couple of LED's which is
> then used to count a series of flashes to determine the error.

Sounds good,..even I cant fuck-up counting flashes...

> Most factory manuals of the day actually tell you how to make one if you
> don't have access to the dedicated unit.

I have access to an EA factory manual. Hopefully it'll be similar...tks.

Jason

[Paul Saccani]

On Sun, 18 Oct 2015 17:36:35 -0700 (PDT), Jason James
<h6tg...@outlook.com> wrote:

>I remember watching the electos use an LED to count pulses from a diagnostic port on aN early Commodore V6. Are the early E-series Fords the same?

EA has two diagnostic connectors near the brake master cylinder and I
don't know how to get it into a field diagnostic mode, it uses EEC-IV
rather than V. EB through EL definitely has a field service mode.

There is a connector next to the fuses in the driver's foot well area.

It is a two row connector, top row has a group of 3 - 5 - 3 pins,
bottom row is 5 - key - 4 pins. With the key at the bottom, bridge
the leftmost pins of the top and bottom rows (A to L). That puts into
a diagnostic mode. To read out, you need a LED with a 560 ohm
resistor and you bridge T and E. E is the second from the left on the
top group of 5, T is the far right of the bottom row and is the +ve.

Make the connections with the key out, to be on the safe side. You
might even put a 100 mA fuse in series with both adapters, just to be
on the safe side. If you can get the connector that goes to the BCM
from a wreck (BCM is on the firewall in front of the hand brake), that
should be the male for the diagnostic port. You could connect it to a
little jiffy box with a LED each for trans and engine, and a NC
momentary pushbutton or a toggle for the A-L bridge for erasing codes.

There are two test modes, KOEO, Key On, Engine Off, and KOER, Key On,
Engine Running. In both modes, the output sequence is "on demand"
(hard faults), a separator code (10( a single flash with a long time
after it, zero being no flash) and "memory faults" (stored, not
currently active faults). Every code except the separator is flashed
twice Reading the codes takes a bit of getting used to.

You always start with the key off, and either move to on, or start the
engine.

When in a KOEO test, move the transmission into gear to do a cooling
fan test.

To erase stored codes, key off for at least ten seconds, enter a KOEO
test, and once the codes start flashing, remove the bridge between A
and L.

For the V8, there is a cylinder balance test. This is done during a
KOER test. When the separator codes comes, you need to blip the
throttle a little to enter the test (it should try to maintain the RPM
you set), which shuts down fuel to each cylinder in turn. If the RPM
drop is outside of the limits, it will display a fault code, 10 for
cylinder 1, through to 80 for cylinder 8, code 90 indicates no fault
found.

Trying to google a picture of the connector, I came across this

http://codes.rennacs.com/photo-gallery/FORD-TRANS-07-CHOICE-Photos.php

Which then led me to;

http://codes.rennacs.com/Auto-Transmission/Australasian/Ford-Gearbox.php

at the bottom of the page are links to how to read codes on EB-EL
Falcons. They have a slightly different pin out to what I said,
because they are looking at transmissions. Earthing the LED to 3rd
from left, top group of 5 (pin F) gives you transmission codes instead
of engine codes, whilst 2nd from left, pin E, gives you engine codes.
The connector is lettered from left to right, top row then bottom row,
from A to T. Also, the information on that site relating to 1986-2000
doesn't match my recollection of the EA connector, which as I recall
it was three connectors near the brake master cylinder, with one of
them being for the transmission. I might have remembered wrongly.

This is what I have on the DTC, it may be inaccurate or not
applicable. There are also other test modes you can enter via the
connector, and other things you need to do for the full tests. All
should be either two or three digit codes, but remember, the 10 code
has only one flash.

111 Pass There are no codes to display for the selected test
(ie KOEO or KOER)
112 IAT (intake air) Shorted to ground The IAT Value is too
low. Can be caused by short to ground, or faulty sensor
113 IAT Shorted to B+ or Vref The IAT Value is too high. Can
be caused by shorts to Vref, B+ or faulty sensor
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
116 ECT (engine coolant) Sensor out of calibration The ECT Value
is out of range or is erratic
117 ECT Shorted to Ground The ECT Value is too low. Can be
caused by a short to ground, or faulty sensor
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
121 TP (throttle position) Sensor out of range Throttle
position sensor is out of range. Can be caused by the sensor going out
of spec
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
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
129 NO MAP/MAF change in goose EEC did not see the MAP(I6) or
MAF (mass air flow)(V8) value change when the engine was goosed in the
ER test
157 MAF shorted to ground The MAF voltage is too low. Can be
caused by short to ground or faulty sensor
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
159 MAF sensor out of calibration The MAF Voltage is out of the
normal range. Can be caused by sensor going out of spec
167 No Throttle Position Change in blip EEC did not see the
throttle position sensor change when the engine was blipped in ER test
172 System always lean HO2S(1) The engine is always running
lean
173 System always rich HO2S The engine is always running rich.
211 PIP ((profile ignition pickup) 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
452 Speedo Signal Fault The Speedo signal is intermittent or
non existent
511 Internal EEC V Fault The EEC Module is Faulty - Replace
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
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
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)
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
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
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
783 Serial Link output check fail Serial Link is faulty. Can be
caused by open circuit, or short to Ground, +12V
784 EGR Output check fail EGR Output is faulty. Can be caused by
open circuit, or shorts to Ground, +12V
785 CANP Output check fail CANP Output is faulty. Can be caused
by open circuit, Ground, or +12V
786 PIL Output check fail Performance Indicator Light output is
faulty. Can be caused by open circuit, or shorted to Ground, +12V
787 Fuel Pump Output Check Fail Fuel Pump output is faulty.
Can be caused by open circuit, or shorted to Ground, +12V
788 ACC Output check fail A/C Control relay output is faulty.
Can be caused by open circuit, or shorted to Ground, +12V
789 RCO Output check fail Recirculation override Output is
faulty. Can be caused by open circuit, or shorted to Ground, +12V
791 FC1 Output Check Fail Electro Drive fan 1 output is faulty.
Can be caused by open circuit, or shorted to Ground, +12V
792 FC2 Output Check Fail Electro Drive fan 2 output is faulty.
Can be caused by open circuit, or shorted to Ground, +12V
793 FC3 Output Check Fail Electro Drive fan 3 output is faulty.
Can be caused by open circuit, or shorted to Ground, +12V
794 FC4 Output Check Fail Electro Drive fan 4 output is faulty.
Can be caused by open circuit, or shorted to Ground, +12V
837 Evaporator Sensor shorted to ground The evaporator
temperature voltage is too low. Can be caused by a short to ground or
faulty sensor
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
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
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
845 Vehicle Immobilised - Plant Mode Immobilisation system
is still in plant mode. BEM must be trained to the electronic lock
assembly

I6 KOER only codes
538 Operator did not blip throttle ER test requires that the
operator briefly open the throttle fully

I6 only

126 MAP Sensor out of calibration The MAP sensor is producing a
frequency that is outside the normal range, or no frequency at all
214 CMP (cam position) 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
215 EDIS Coil A Failed Coil A failed to fire. Could be caused
by a faulty coil or wiring
216 EDIS Coil B Failed Coil B failed to fire. Could be caused
by a faulty coil or wiring
217 EDIS Coil C Failed Coil C failed to fire. Could be caused
by a faulty coil or wiring
226 Unknown EDIS Coil Failure Associated with code 214 - CMP
Failure. One of the EDIS coils failed to fire, and because the CMP
signal also failed, EEC was not able to determine which coil
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
232 EDIS CPU Failed Internal EEC Fault - the EDIS CPU has failed
521 PSP (power steering pressure) 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
524 LPG Enabled LPG option is selected This does not indicate
any system fault
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
628 Trans Mode Switch Fault The mode selector (Normal/Econ) signal
is operating intermittently. Can be caused by faulty switch or wiring
636 Trans Oil Temp Fault The transmission oil temperature
signal is incorrect. Can be caused by an open circuit, or short to
Ground / Batt
691 Trans Solenoid 1 Fault EEC Cannot control the solenoid. Can
be caused by open circuit, or short circuit to Ground, +12V
692 Trans Solenoid 2 Fault EEC Cannot control the solenoid. Can
be caused by open circuit, or short circuit to Ground, +12V
693 Trans Solenoid 3 Fault EEC Cannot control the solenoid. Can
be caused by open circuit, or short circuit to Ground, +12V
694 Trans Solenoid 4 Fault EEC Cannot control the solenoid. Can
be caused by open circuit, or short circuit to Ground, +12V
695 Trans Solenoid 5 Fault EEC Cannot control the solenoid. Can
be caused by open circuit, or short circuit to Ground, +12V
696 Trans Solenoid 6 Fault EEC Cannot control the solenoid. Can
be caused by open circuit, or short circuit to Ground, +12V
697 Trans Solenoid 7 Fault EEC Cannot control the solenoid. Can
be caused by open circuit, or short circuit to Ground, +12V
795 BBM Output Check Fail Broad Band Manifold output is faulty.
Can be caused by open circuit, or shorted to Ground, +12V

V8 Only
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
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
327 EGR Shorted to ground The EGR Voltage is too low. Can be
caused by a short to ground or a faulty sensor
328 EGR Valve position too low The EGR Valve position is Low.
Can be caused by a closed valve
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
334 EGR Valve position too high The EGR position is out of its
normal range. Can be caused by a Fully open Valve
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.
512 Internal EEC Fault Faulty EEC Module
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
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

The AU also uses EEC-V, but I've never found a way to enter a field
diagnostic mode, it also has an awful lot more codes and it isn't EOBD
on the interface, though the codes themselves conform.

Hope this helps.
--
Cheers,
Paul Saccani
Perth, Western Australia.

[Jason James]

Cant thk you enough for this info Paul. Great :-)

Jason

[Paul Saccani]

On Mon, 19 Oct 2015 09:26:53 -0700 (PDT), Jason James
<h6tg...@outlook.com> wrote:

>
>Cant thk you enough for this info Paul. Great :-)

No worries. Actually, I think you've done a public good asking your
question. I had a look at the EA wiring diagram last night, and I've
figured out how to get into diagnostic mode too (at own risk, I don't
have an EA to test it on). It uses EEC-IV, so the codes are
different, but here goes;

Pin numbers below correspond to ECU pins.

There are three unconnected connectors near the brake master cylinder.
One of them is a 6 way, with a row of 2 at the top and 4 at the
bottom. The right pin of the top two is pin 46, the second from the
left on the bottom is pin 17. 46 goes to the earth on the power
steering pressure switch and the ECU, pin 17 is the self test output,
which you should be able to read with a led-resistor between 46 and 17
(+ve). Pin 46 is also use to earth the self test input, which puts it
into diagnostic mode and allows code erasure. There is a square
single connector, which is pin 48. Earthing that to 46 enters self
test mode. Breaking the connection during self test mode erases the
codes.

The third connector is a tacho signal, which you don't really need.

There is a fourth connector somewhere in the driver foot well, I don't
recall the specifics, but that's for the transmission and probably
varies, as they used a few different transmissions with different
controllers.

When I have the time, I'll write out the I6 codes, there are only
twenty or thirty of them, and they are two digit only - they don't
correspond with the EB-EL ones.

A few common to CFI/TBI & MP EFI;

11 - all tests - system pass
22 - all tests - MAP sensor out of range
41 - KOER - HEGO always lean during fuel test
42 - KOER - HEGO always rich during fuel test

TBI only
55 - KOER - internal EEC-IV power too low.

MP EFI only
19 - KOER - internal EEC-IV power too low.