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Anyone with SCT here of this.

3K views 16 replies 5 participants last post by  PSDPlayer 
#1 ·
I got my SCT tunner today and when i went to get the cod it come as vxbc7tqbd2. When I call Biava performance he said he never heard of that one and didn't have anything for it at this time. I have a manual and the truck was reflashed in oct. with the latest flash. It sucks because I want to dyno my truck in St. louis tommorow so any info would be greatly appricated.
 
#8 ·
I did notice something tonight, went to check for codes and found none. This is odd because i have my egr unpluged and before the reflash it would throw a code. The reflash was a recall and it had to do with "egr issues", maybe i have no more egr.
 
#9 ·
The EGR issues you speak of were strategy issues. Customers were complaining that they thought the engine was surging since it would get quiet and loud and quiet and loud. Ford modified the strategy of the EGR because this was affecting different vehicles in different ways. So now at idle they keep the EGR open for a longer period of time up to a few minutes to not cause the "surge" from before. But if you sit at a stop long enough the PCM will command the EGR closed and the engine will get loud again and stay loud until you come to another stop.
 
#12 ·
If the light no come on. Then no codes will be shown. Shorted out (was this what the tech said). They try and be creative. The sensor can fail but still be in range. So you get an in range failure that won't set a code. Thats where knowing what the reading should be for what the conditions are on the engine.
 
#15 ·
The SCT won't pick up soft codes, only hard codes.

Hard codes, in most cases, are what Ford defines as a sensor or part that's reading bad or not functioning(not receiving correct data...out of range...or no data).

A soft code is normally data that is read out of range. (In gassers...misfires, lean codes, rich codes, trans slippage, etc.)
 
#16 ·
Diesel On Board Diagnostics (OBD) System

Overview
The California Air Resources Board (CARB) began regulation of OBD for diesel vehicles sold in California beginning with the 1997 model year. OBD requires monitoring of emission-related components. The malfunction indicator lamp (MIL) is required to light and alert the driver of a malfunction and the need for repair of the emission control system. A diagnostic trouble code (DTC) is associated with the MIL identifying the specific area of the fault.

Note: The OBD system is used on vehicles under 14,000 GVW.

The OBD system meets government regulations by monitoring the emission control system. When a system or component exceeds emission thresholds or a component operates outside of tolerance, a DTC is stored and the MIL is illuminated.

The OBD monitors detect system faults and initiate DTC setting and MIL activation. Fault detection strategy and MIL operation are associated with drive cycles. An OBD pending DTC is stored in the PCM keep alive memory (KAM) when a fault is first detected. The MIL is turned on after 2 consecutive drive cycles with faults. The DTC is cleared after 40 engine warm-up cycles without the fault being detected once the MIL is turned off. Once a monitor turns on the MIL, it requires 3 consecutive drive cycles without a fault for the MIL to turn off. The operation of each of the OBD monitors is discussed in detail within this section.

The OBD computer program in the electronic powertrain control module (PCM) coordinates the OBD self-monitoring system. This program controls all the monitors and interactions, DTC and MIL operation, freeze frame data, and diagnostic tool interface.

Freeze frame data describes stored engine conditions such as the state of the engine RPM and load at the point the first fault is detected. This data is accessible with the diagnostic tool to assist in repairing the vehicle.

OBD inspection maintenance (IM) readiness DTC P1000 indicates that not all of the OBD monitors have been completed since the PCM KAM was last cleared. In some states, it may not be possible to obtain vehicle registration if P1000 is detected during inspection. To erase DTC P1000 from the PCM, operate the vehicle until the DTC is cleared using the manufacturer's specified drive cycle.

The OBD system is comprised of the comprehensive component monitor, the glow plug monitor, the misfire detection monitor, and the exhaust gas recirculation (EGR) monitor.

Diesel On Board Diagnostics (OBD) Monitors
This section provides a general description of each OBD monitor. In these descriptions, the monitor strategy, hardware, testing requirements, and methods are presented together to provide an overall understanding of each monitor operation.

Each illustration depicts the PCM as the main focus with the primary inputs and outputs for each monitor. The numbers to the left of the PCM represent the inputs used by each of the monitor strategies to enable or activate the monitor. The components and subsystems to the right of the PCM represent the hardware and signals used while carrying out the tests and the systems being tested. The comprehensive component monitor (CCM) illustration has numerous components and signals involved and is shown generically. When referring to the illustrations, match the numbers to the corresponding numbers in the monitor descriptions for a better comprehension of the monitor and associated DTCs.

These monitor descriptions are intended as general information only.

Deviations From Standard Gasoline Implementation of OBD
Readiness (all monitors complete) is based on diagnostics for the following 6.0L diesel engine systems:
Comprehensive component monitor (CCM)
Misfire detection monitor
EGR monitor
The glow plug monitor is part of the comprehensive component monitor.

Readiness is based on every OBD (component) having run sufficiently to have found a fault without regard to whether or not a fault exists.
The OBD drive cycle provided in Section 2 is used to clear a P1000 code. The diesel system differs substantially from the gasoline system.
The command to clear DTCs ONLY clears P1000 if all drive cycle testing has been satisfied. All other detected DTCs are cleared with a CLEAR code command from the diagnostic tool if the fault that caused the DTC is no longer present.
 
#17 ·
Comprehensive Component Monitor (CCM)
The CCM is an on-board strategy designed to monitor a fault in any electronic component or circuit that provides an input or output signal to the PCM and is not exclusively monitored by another monitor system. Inputs and outputs are considered inoperative when a failure exists due to a lack of circuit continuity, out-of-range value, or a failed rationality check.

The CCM covers many components and their circuits. The tests vary depending on the hardware, function, and type of signal. For example, analog inputs are typically checked for opens, shorts, out of range values, and rationality. This type of monitoring is carried out continuously. These tests may require the monitoring of several components and can only be carried out under the appropriate test conditions. Some outputs are also monitored for the correct function by observing the reaction of the control system to a given change in the output command. An example of this would be the injection control system.

In general, the CCM covers a broad range of individual component and circuit checks, and testing is carried out under various conditions. The CCM is enabled after the ignition switch is turned on for 3 seconds and the MIL is activated if the fault detected affects emissions. All of the CCM tests are also carried out during the on demand self-test.

The following is an example of some of the input and output components monitored by the CCM. The components monitored may belong to the engine, transmission, or any other PCM supported subsystem.

Inputs:

engine oil temperature (EOT), accelerator pedal position (APP), camshaft position (CMP)
Outputs:

injection pressure regulator (IPR), exhaust gas recirculation (EGR) valve
The MIL is activated after a fault is detected if the fault detected affects emissions.

Comprehensive Component Monitor

Misfire Detection Monitor
The misfire detection monitor is an on-board strategy designed to monitor engine misfire and identify the specific cylinder in which the misfire has occurred. Misfire is defined as poor compression, fuel delivery, or mechanical engine failure. The misfire detection monitor is enabled only when certain base engine conditions are first satisfied. Input from the following sensors is required to enable the monitor: engine oil temperature (EOT), crankshaft position (CKP), mass fuel desired (MFDES), exhaust pressure (EP), intake air temperature (IAT), fuel level input (FLI) and injector control pressure (ICP).

The CKP signal generated is the main input used in determining cylinder misfire.
The input signal generated by the CKP sensor is derived by sensing the passage of the teeth from the crankshaft position wheel, which is mounted on the crankshaft.
The input signal to the PCM is then used to calculate the time between CKP edges and also crankshaft rotational velocity and acceleration. By comparing the accelerations of each cylinder event, the power loss of each cylinder is determined. When the power loss of a particular cylinder is sufficiently less than a calibrated value, and other criteria is met, the suspect cylinder is determined to have misfired.
Misfire Type B:
Upon detection of a misfire type B (1,000 revolutions), which exceeds the emissions threshold or causes a vehicle to fail an inspection and maintenance tailpipe emissions test, the MIL illuminates and a DTC is stored.

The DTC associated with multiple cylinder misfire is DTC P0300.

The DTCs associated with cylinder misfire are P0301, P0302, P0303, P0304, P0305, P0306, P0307, and P0308.

Diagnostic Trouble Codes (DTCs) DTC Description Possible Causes Diagnostic Aides
P0300 Random Misfire The random misfire DTC indicates multiple cylinders are misfiring or the PCM cannot identify which cylinder is misfiring. Oil/fuel aeration
Base engine

P0301 - P0308 Misfire Detection Monitor The misfire detection monitor is designed to monitor engine misfire and identify the specific cylinder effected due to poor compression or any other cause. Base engine
Injector
If the MIL is on steady state due to a misfire, this indicates the threshold for emissions was exceeded.

Glow Plug Monitor (GPM)
The 6.0L diesel engine uses a GPM system designed to detect failed glow plugs or failed wiring in the glow plug system. DTCs indicate which cylinder has failed glow plugs or failed glow plug wiring.

The glow plug system is composed of a solid state glow plug control module (GPCM), glow plugs, and the associated wiring harness. The glow plug on-time is controlled by the PCM and is a function of oil temperature, barometric pressure, and battery voltage. The PCM enables the GPCM which powers the individual glow plugs. Glow plug on-time varies between 1 to 120 seconds. In addition to the PCM control, the GPCM limits the glow plug operation to 180 seconds regardless of the PCM commanded on-time. The power to the glow plugs is provided through the GPCM solid state drivers directly from the vehicle battery. The GPCM monitors and detects individual glow plug functionality, and the control and communication links to the PCM. The failures detected by the GPCM are passed to the PCM using a serial communication signal on the diagnostic line.

Note: Wait-to-start lamp on time is controlled by the PCM and is independent from GPCM on-time.

Glow Plug System
The key on engine off (KOEO) test is carried out in order to test the GPCM control circuit for failure. The glow plugs are not operated during this test.

The glow plug monitor self-test is a functional KOER test of the PCM carried out on demand with the engine running and the A/C off. The PCM activates the GPCM which monitors the glow plugs. The accelerator pedal may be used to increase the engine speed to increase voltage if needed. A fault must be present at the time of testing for the test to detect a fault. The DTCs are sent to the PCM on the diagnostic line and output to the diagnostic tool.

The following is an example of some of the input and output components monitored by the PCM. The components monitored belong to the engine system.

Inputs:

engine oil temperature (EOT), barometric pressure sensor (BARO)
Outputs:

GPCM
The MIL is activated after a fault if the fault detected affects emissions.
 
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