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The easiest way to retrieve diagnostic trouble codes on a Ford is with a scan tool. Fords
require opening and closing the self test input (STI) lead at various times; scan tools
have much of the diagnostic routine programmed in, and will provide any prompts
necessary to walk you through the test procedure.
Whats more, many Fords dont provide a malfunction indicator lamp to flash out the
codes. Very often you have to use an analog voltmeter or some other type of device to
read the codes.
Finally, later model Fords use three-digit codes; counting the flashes or voltmeter
needle sweeps for code "675" (transmission range sensor voltage out of range) can
become awkward at best.
Using a meter to read code 12 isn't too bad, but code 675 could offer a bit of a
problem.
But if a scan tool isnt available, you can read Ford diagnostic trouble codes without
one, using the malfunction indicator lamp (if there is one) or a voltmeter.
Start by locating the self test connector: Its usually around a shock tower or near the
firewall.
The self test connector is actually two connectors: a main connector and a separate
pigtail connector. Heres how to identify the individual terminals:
The self test input lets you tell the computer to display the codes; the self test
output lets you read them.
With the key off, ground the self test input connectorthats the separate pigtail
connector. If the car has a malfunction indicator lamp, thats all you have to doturn
the key on, engine off, and the lamp will start flashing codes.
Grounding the self test input terminal puts the computer system into self test
mode.
If the vehicle has a malfunction indicator lamp, it'll provide diagnostic trouble
codes.
But if theres no malfunction indicator lamp in the car, youll need to use something to
read the codes. Ford recommends an analog voltmeter for this, but you can use almost
anything that displays voltage changes: A digital oscilloscope, test light, or even a
beeper will all work to display the codes. Well use a voltmeter, but feel free to
substitute.
Connect the negative lead of your voltmeter to the self test output terminal. Connect the
positive lead to any 12-volt source, such as the positive battery terminal.
Here's how to read the codes, base on the on-time and the off-time.
Separator Code: In between the KOEO On-Demand codes and the KOEO Continuous
Memory codes, the system displays a code 10. This appears as a single flash (or sweep),
since the computer cant display a zero. Code 10 tells you there are no more KOEO OnDemand codes in memory, and its time to move on to the KOEO Continuous Memory
codes. Theres a 6 9 second pause before and after separator code 10.
KOEO Continuous Memory Codes: These are the next series of codes; theyre the
codes the computer has stored in memory. While they may indicate a problem thats
there now, they may also indicate intermittent failures, or a failure that only appears
when the engines running, such as a vacuum leak.
If there are no codes in memory, the computer again displays a "Pass 11" (or "Pass 111")
code.
If youre using a scan tool, you may have to wait up to 15 seconds for the
system to display its Continuous memory codes. Give it time: If you disconnect the
scan tool before its finished displaying the codes, the system will erase the codes before
you have a chance to read them.
KOER On-Demand Codes: Once youve read the KOEO On-Demand and Continuous
Memory codes, your next step is to check for problems that only show up while the
engines running. These problems appear as KOER On-Demand codes. Since theyre
on-demand codes, they dont store in memory. And they indicate problems that only
show up when the engines running.
For example, a vacuum leak to the MAP sensor may affect transmission operation, but it
wont show up during the Memory codes. And since theres no vacuum when the
engines off, it wont show up during the KOEO self test either.
There are three types of codes Fords provide:
KOEO On-Demand Codes, KOEO Continuous Memory Codes, and KOER OnDemand Codes.
Heres how to check the KOER On-Demand Codes:
Disconnect the ground wire from the self test input wire.
Make sure the transmissions in park; set the emergency brake and
block the drive wheels.
Start the engine, and let it reach normal operating temperature.
Shut the engine off.
Ground the self test input wire again. If you were using a voltmeter to
display codes, make sure its connected.
Restart the engine.
Technician Intervention
As soon as the system displays the cylinder ID, youre going to have to perform a few
quick procedures:
Turn the steering wheel at least 1/2 turn
Press the brake pedal, and
Cycle the transmission control switch on and off (if equipped).
Now there will be a long pause maybe as long as 20 seconds.
Dynamic Response Test: At this point, some systems will require a Dynamic Response
Test. The computer examines the sensor response when you goose the throttle.
Watch for a single pulse: Thats dynamic response code 10. If you see this single pulse,
goose the throttle quickly, all the way to the floor, and release it.
Some systems wont require a dynamic response test. Theyll skip ahead to the next
step.
Now the needle on your voltmeter may wiggle a bit. Thats the computer sending its fast
codes; these are the codes a scan tool would read. Ignore them.
Six seconds after the computer delivers its fast codes, it begins pulsing out the KOER
On-Demand Codes. Remember, these are the codes that wont remain in memory; any
problem that only shows up while the engine is running should appear in these codes.
If the computer doesnt identify any problems, itll display a Pass 11 code.
Computed Timing Test: You can stop here, but at this point the computer fixes the
timing at about 20 before top dead center. This allows you to check the timing, to make
sure the computer is controlling it properly.
Power Balance Test: Finally, on vehicles with sequential fuel injection, the system goes
into a power balance test. This enables the computer to identify weak cylinders in the
engine.
To end this test mode, shut the key off and disconnect the ground lead to the self test
input terminal.
calls this "latch" and "unlatch"). This puts the system into the wiggle test
mode.
Ground, unground and ground the self test input terminal again to put the system
into the wiggle test mode.
Now work your way around the wiring harness, wiggling the wires and connectors. Tap
gently on the sensors and outputs. If you suspect a temperature-related problem, apply
heat to the components or connectors with a hair dryer or heat gun.
If the computer sees any problems during this test, the needle on your meter will wiggle
slightly. That indicates the computer stored a code in memory. Go back and check the
KOEO Continuous Memory codes.
slightly; if the vehicle has a MIL, itll flash. Check the KOEO Continuous Memory
codes to determine the source of the problem.
The output state test is a great time to put Ohm's Law to work.
As long as you know the resistance, you can check the component based on its
current draw.
Press the gas pedal again, and the computer outputs turn off. You can turn the outputs on
and off as many times as you want, to determine whether theyre working properly or
not.
the ground lead to the self test input terminal while the system is displaying diagnostic
trouble codes. The computer will erase any codes it has stored automatically.
Two-Digit Codes
Three-Digit Codes
Code Description
111 System passed.
112** Air charge temperature sensor or vane air temperature sensor
circuit grounded.
113** Air charge temperature sensor or vane air temperature sensor
circuit open.
114 Air charge temperature sensor or vane air temperature sensor voltage
out of range.
116 Engine temperature sensor voltage out of range.
117** Engine temperature sensor circuit grounded.
118** Engine temperature sensor circuit open.
121 Throttle position sensor voltage out of range or inconsistent with
MAF sensor.
122 Throttle position sensor voltage low.
123** Throttle position sensor voltage high.
124** Throttle position sensor voltage higher than expected.
125** Throttle position sensor voltage lower than expected.
* You may have to perform certain steps during self test or a "you blew it" code may appear.
A "you blew it" code could also occur from performing the self test on an engine below
operating temperature, or wasn't run at 2000 RPM for two minutes to warm the oxygen
sensor.
** Indicates the engine control system goes into FMEM (alternate strategy) when this code
sets.