Diagnostics Ford Focus1. Make sure the ignition is off.
2. Press and hold the trip reset button.
3. Turn the ignition key to position II while continuing to hold the reset button.
4. Wait for the stylized message “TEST” to appear on the odometer display, then you can release the reset button.
5. You are in test mode, you have the opportunity to pass all the tests without starting the engine and with starting the engine.
6. To exit the test mode, turn off the ignition.By pressing the reset button sequentially switch between tests:
1 GAGE test: test of arrow indicators (all arrows will move to the end position).
2 LCD test: LCD segment test.
3 BULB test: test all warning lights on the instrument panel.
4 r 22 tests: ROM version (may vary depending on the version). (not engine firmware!)
5 E001: NVRAM version.
6 Dtc-NONE: if there is an error code, then it is displayed instead of the inscription None
7000.0: speed in mph.
8000.0: speed in km/h.
9 37 . external temperature in Celsius at the engine inlet.
10 800: engine speed in rpm (digital tachometer).
11 0.66t: MAPsensor reading - pressure change (shows 033.t when plugged in) .
12 F163
13 LI065: fuel level in percent (indicates the float pointer. exact position).
14064.F
15 070C engine temperature in Celsius.
1609EC (in esadecimale) .
17 - 14.3: voltage in the on-board network.
18 Ab-L: relay status, airbag test.
19 Eb-L: relay status.
20 Il-l: high beam relay status (Il-l off, Il-h on).
21 Cr-h: relay status.
22A-6c
23 b-09 (B-08): changes if the engine is running/stopped.
24 C-c1 (C-d1): changes if engine is running/switched off.
25d-3b (d-3f)
26 0184 (variable) voltage control. Variable.
27 1255: daily mileage.
28 2015 (variable one) .
29 3255
30 4164 (variable). It varies to motor motor ignited, constant nearly extinguished.
31 5000
32 6000
33 7000
34 P117 could be one diagnosis of a happened error
35 P2FF
36 P3FF
37 P4FF buffer of empty errors, FF usually indicate in rom an empty spaceTest mode computer Ford Focus.
Press the S button and hold it (about 5 seconds). Then, with the same S button, the test modes are switched
1. The instrument panel lights up and the beeper is activated
2. The beeper turns off, the segments continue to light
3. Displays the signal from the speed sensor. If the car is moving, count from 1 until you get tired of looking at it.
4. Displays the input pulse signal from the fuel pump (when the engine is off - 0, when the engine is running - it counts from 1 until you get tired of looking at it), when braking the engine, the count slows down until it stops. In short, if the fuel pump pumps, then the score goes. And the more pumps, the faster the score.
5. Some average value of instantaneous fuel consumption, but not averaged over 1000 km, as in normal mode.
6. DISPLAYS THE AMOUNT OF PETROL IN THE TANK IN LITERS! A very useful and necessary function, and it doesn’t seem to be lying, in motion the values \u200b\u200bchange by a liter or two, but this is most likely due to the fact that gasoline splashes in the tank. For some reason, it never shows more than 48 liters (even when there is more in the tank). Below 48 liters shows exactly.
7. Fuel pump input voltage (should be ~0.5V below battery voltage)
8. Some sort of correction factor for instantaneous fuel consumption
9. Outdoor temperature
10. LO - dimensions off or HI - on
11. Lbt or Hbt - also something related to power supply
12. Firmware versionExit: turn off the ignition, or press Info or R
The presence of on-board computers in modern cars allows you to diagnose faults using the diagnostic connector. You can decipher the Ford Focus 2 error codes and fix the identified problem yourself using the instructions in Russian.
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Car diagnostics
The procedure for checking engines and main systems of Ford Focus, Transit, Mondeo and other models can be performed by the following methods:
- using the daily mileage reset button;
- using a computer and a scanner;
- using a jumper.
Diagnosis with odometer button
The diagnostic process without the use of third-party equipment is performed as follows:
- The key is inserted into the lock and rotated to turn on the ignition. The power unit of the machine does not start.
- On the control panel, you need to find the reset button for the daily mileage (it is located under the odometer). The button is pressed and held for several seconds.
- When the key is pressed, the key in the lock rotates to the second position.
- On the display of the odometer of the control panel after these actions, the inscription Test will appear, then the key is released. If the button is held for more than three seconds between diagnostics, the self-test mode will automatically turn off. Then the key in the lock will need to be turned all the way to the end and start the engine. A few seconds later, the control panel will return to self-diagnosis mode.
- As a result, alphabetic characters will appear on the display of the auto tidy, indicating problems. Their causes and methods of elimination are determined in accordance with the decoding.
- After solving the problem, the self-diagnosis mode is exited in Ford Focus, Transit, Mondeo and other models. To do this, turn off the ignition and hold the daily mileage reset button for three seconds or more.
Check by computer and diagnostic software
To get more accurate information about problems, you will need a computer with diagnostic software installed, as well as an adapter with a cable.
The verification procedure is carried out as follows:
- One end of the tester is connected to the laptop, and the other end is connected to the diagnostic connector. In Ford Focus cars, this outlet is located to the left of the steering wheel and can be masked by a protective plastic cover.
- The ignition is activated. Depending on the model, it can be omitted (this point should be clarified in the service documentation).
- A program is launched on the computer to check all vehicle systems. In most utilities, it is possible to select a specific node that is to be diagnosed. Using the software, you can learn about the main parameters of the car.
- The verification process is in progress and may take several minutes. After the diagnostics are completed, error codes will appear on the computer screen, which must be eliminated. They must first be decoded in order to accurately determine the type of malfunction.
The type of error output will differ depending on the vehicle model and diagnostic method.
User Denis Zaicev spoke in detail about performing computer testing of all Ford systems using special software.
Jumper diagnostics
Checking with a jumper is performed as follows (to check a piece of wire must be equipped with a diode light bulb):
- The diode contacts are connected to the connectors in accordance with the diagram. The negative output goes to socket 3, and the positive output goes to the positive terminal of the battery.
- The car engine starts.
- After starting, you must wait four seconds, then close the first and second contacts on the diagnostic block. After a few seconds, the diode indicator will show two-digit codes. It is necessary to accurately count the number of flashes that will occur in each series, and then write down the combinations in the order of their formation.
- All codes will be displayed continuously while the power unit of the machine is running. During this task, it is recommended to shake and move the controllers and the wires to which they are connected in different directions.
Circuit diagram of the five-pin Ford connector Circuit for shorting a three-pin connector with a jumper
The jumper diagnostic procedure cannot be performed if the machine is equipped with a catalytic converter.
Decoding error codes
The diagnostic procedure is performed when the inscription Error appears on the dashboard, the Check Engine icon, or the motor does not work correctly. All Ford Focus 2 error codes are divided into several categories for greater convenience.
Self-diagnosis codes
| Combination | Cause of the failure and recommendations for its elimination |
| 11 | This combination reports that there are no malfunctions in the operation of the power unit and other control systems. |
| 12, 13 | Malfunction in the functioning of the idle control valve or the electrical circuit to which it is connected. The stroke control stepper motor is to be checked. |
| 14 | The microprocessor module has detected an erratic signal coming from the master generator device of the ignition system. It requires diagnostics of the node and a more detailed check of it. |
| 15 | Failures in the work of long-term or random access memory of the microprocessor unit. |
| 16 | Too low speed of the power unit during testing. |
| 17 | Defect in the operation of the idle speed control stepper motor. The device is subject to detailed diagnostics. |
| 18 | Malfunctions in the functioning of the ignition module. A detailed check of the device itself is required, as well as the contacts and lugs of the high-voltage wires that are connected to it. There may be a problem with them. |
| 19 | The microprocessor unit registered a low supply voltage of the ignition module. The problem should be sought in the wiring to which it is connected. |
| 21 | Malfunction of the coolant temperature controller in the engine. With such a problem, information on the instrument panel may not be displayed correctly. The power unit may overheat. |
| 22 | Incorrect functioning of the absolute pressure controller in the collector device. There may be problems with the regulator circuit. It is necessary to diagnose the sensor and monitor the operation of the engine. Checking the device and line is especially necessary if the power unit is unstable. |
| 23 | Malfunctions in the operation of the throttle assembly potentiometer or the wiring to which it is connected. Need diagnostics of the device and the power line. |
| 24 | Malfunction in the operation of the intake air temperature controller or its electrical circuit. Oxidation or damage to the contacts is possible, during power surges they may burn, but this rarely happens. Sometimes cleaning the contact elements can solve the problem. |
| 25 | The microprocessor module has detected malfunctions in the functioning of the knock controller or the wiring through which it is connected. The device needs more detailed diagnostics. It is also required to check the integrity of the line and contact elements. |
| 27 | Malfunctions in the cruise control system, for some reason the system is suspended. It is necessary to find out the cause by checking all the elements of the device. Sometimes the problem lies in the microprocessor module. |
| 28 | Malfunctions in the cruise control system. The control unit has detected too high a speed. The system has not yet been disabled, but its detailed diagnostics are required. |
| 29 | Malfunction in the operation of the speedometer controller or its electrical circuit. The vehicle speed on the dashboard may not be displayed correctly. Diagnostics of all components of the speed detection system is needed - from the sensor to the microprocessor unit. |
| 31 | Malfunctions in the functioning of the electronic pressure converter or its power line. Component voltage detected too low. Need to diagnose the wiring of the converter and contacts. If required, a replacement is performed. |
| 32 | There is also a malfunction in the operation of the electronic converter. Only with this error, the parameters of the signals that this element sends are out of range. |
| 33 | There is no gas recirculation in the engine; detailed diagnostics of the power unit are required. |
| 34 | Another problem in the operation of the electronic converting device. Need a detailed diagnosis of the problem. |
| 35 | Increased voltage in the electrical circuit of the converter. |
| 36 | When performing a test, the speed of the power unit does not increase. There can be many reasons for the problem, it is necessary to perform more detailed diagnostics using a computer. |
| 37 | The speed of the power unit drops during the diagnosis. The problem is solved similarly - by a more detailed check. |
| 39 | Malfunction of the friction clutch of the torque converter device. Transmission diagnostics and replacement of a failed part are required. |
| 41 | A defect in the operation of the first oxygen controller caused malfunctions in the functioning of cylinders numbered 1, 2 and 3. A lean air-fuel mixture was recorded in the engine. Diagnostics of the sensor and the power line to which it is connected is required. |
| 42 | Malfunctions in the first lambda probe. The problem is similar, only now the mixture in the engine cylinders is enriched. |
| 43, 45 | Malfunctions in the operation of the idle speed control stepper motor. |
| 47 | Malfunction in the operation of the cruise control system switch or malfunctions in its electrical circuit. The wiring can be damaged, sometimes the problem is due to oxidation or disconnected contacts. |
| 48 | Another problem with the climate control switch. Only now is the switch stuck reported. |
| 49 | Incorrect signal from the cruise control system. Contact elements may be damaged. Diagnostics of the wiring from the switch to the microprocessor unit is required. |
| 51 | Overvoltage coming from the refrigerant temperature controller. Possible malfunction of the sensor or wiring. |
| 52 | The microprocessor unit registered problems in the functioning of the contact controller, designed to monitor the pressure level in the steering hydraulic drive. |
| 53 | Malfunction of the throttle valve potentiometer. The voltage of the device is increased. |
| 54 | Incorrect operation of the air flow temperature controller or its electrical circuit. First you need to check the contacts to which the sensor is connected, as well as the integrity of the power line. Then the device itself is diagnosed. In the event of a malfunction, the controller must be replaced. |
| 57 | Defective octane corrector connector. The block and device are checked. |
| 58 | The microprocessor module reports injection stop during testing. A more detailed diagnosis of the power unit is required to detect the problem. |
| 59 | Malfunction in the work of the block of the initial setting of idling. The machine's engine may be unstable. |
| 61 | The microprocessor module detected a malfunction in the operation of the refrigerant temperature controller or the wiring to which it is connected. In particular, the device voltage is too low. A detailed check of the electrical circuit and contact elements is needed, during operation they could acidify. |
| 62 | This error code only appears in vehicles equipped with an automatic transmission. The microprocessor module reports the closure of the electromagnetic element between the third and fourth speed |
| 63 | Reduced voltage coming from the throttle valve potentiometer. |
| 64 | The microprocessor unit registered a low voltage parameter of the temperature controller. There may be problems with the wiring through which the sensor is connected. |
| 69 | 3rd to 4th shift valve open at the wrong moment. Requires device diagnostics. |
| 72 | Malfunction in the operation of the absolute air pressure controller in the manifold assembly. |
| 73 | Throttle valve potentiometer is not functioning properly. When performing the test procedure, it does not respond. |
| 74 | The microprocessor unit registered a break or damage to the power line to which the brake light is connected. Continuity check required. |
| 75 | It is reported about the short circuit in the power line connecting stop lights. Wiring diagnostics are performed using a multimeter. |
| 81 | Such a malfunction appears only in Ford Transit models. It indicates the failure of the absolute pressure controller in the collector device or damage to its wiring. You need to check the sensor and ring the circuit. |
| 82 | Malfunction of the secondary air supply valve. There may be a problem with the power line. The error code indicates secondary mixture formation. |
| 83 | The switching device for the forced operation of the fan does not work. Need switch diagnostics. |
| 84 | The microprocessor unit registered malfunctions in the operation of the electronic vacuum regulator. There may be problems in the functioning of the recirculation system. Also, this code may indicate a malfunction in the valve or the electrical circuit to which it is connected. |
| 85 | Malfunction of the solenoid valve for controlling the carbon filter element. The problem may be damaged or shorted solenoid wiring. |
| 87 | Failure of the fuel electric pumping device. Sometimes the problem is a blown fuse. |
| 88 | If the car is equipped with an electrically driven ventilation device, then the error code indicates a malfunction. |
| 89 | The microprocessor unit reported a problem in the operation of the electromagnetic element of the torque converter clutch control system. Unit diagnostics required. |
| 91, 92 | Malfunction in the operation of the second oxygen controller or its electrical circuit. The problem may indicate a lean or rich mixture. |
| 96 | Throttle valve potentiometer failure or damage to its power line. |
| 98 | Incorrect operation of the air charge temperature level controller. The problem may be damaged wiring. The same code indicates a breakdown of the refrigerant temperature controller or the absolute pressure of the air flow in the collector device. |
| 99 | Faulty damper potentiometer. |
The Ffocus 1 channel spoke in detail about the self-diagnosis procedure and reading errors when testing the ECU.
Sensor errors
Separately, it is necessary to highlight the fault codes of the sensors. Their value will be four digits, since such combinations appear as a result of computer verification.
Sensor errors are shown in the table:
| The code | Error Description and Troubleshooting Tips |
| Р0100-Р0105 | The microprocessor module detected malfunctions in the operation of the mass air flow control sensor. An incorrect signal may come from the device, with such a problem the motor will function unstably. There may be a sharp increase or decrease in idle speed. Checking the sensor and the circuit to which it is connected is required. |
| Р0106-Р0108 | The airflow pressure level controller is unstable. Possible damage to the sensor or damage to the wiring to which it is connected. This is reported by codes indicating an incorrect signal. Need diagnostics of contact elements and wiring. |
| Р0100-Р0114 | The microprocessor module has reported an invalid pulse signal from the intake air temperature sensor. It is necessary to check the controller itself and the power line. Calling is performed using a multimeter or voltmeter. |
| Р0115-Р0118 | One of these faults indicates a signal that is out of performance range. The problem may indicate a breakdown of the refrigerant temperature level controller. To eliminate the malfunction, you need to make sure the quality of the antifreeze used. It is required to check the integrity of the contacts and wiring to which the sensor is connected. In the event of a breakdown, the device must be replaced. |
| Р0120-Р0123 | The microprocessor unit recorded an incorrect signal coming from sensor A of the throttle assembly damper. Engine malfunctions are possible. If the controller itself is working, then you need to ring the wiring for integrity. If the circuit is not damaged, then the sensor changes. |
| Р0130-Р0167 | All trouble codes from this range indicate problems in the operation of oxygen controllers, there are usually three of them on Ford cars. In particular, the wrong signal is given from the lambda probes. The sensor may be damaged. To eliminate the problem, the device must be replaced. If the sensor is intact, then the integrity of the wiring is diagnosed, if it is damaged, the circuit changes to a new one. |
| Р0176-Р0179 | The microprocessor module registered malfunctions in the operation of the ejection controller:
A complete diagnosis of the sensor, as well as the power line, is performed. If the contacts are oxidized, then they must be cleaned, and if they are simply weakened, then the block must be reconnected. |
| Р0180-Р0188 | Computer diagnostics shows an incorrect signal coming from the fuel temperature control sensor, there are usually two of them in Fords. The problem may lie in the controller itself. To solve the problem, a complete check of the device is performed, if it fails, it is replaced with a new one. |
| Р0190-Р0194 | The microprocessor module of the vehicle has detected an impulse that is outside the range of operating parameters. This is a signal that comes from the fuel pressure level controller in the rail. Such a problem may indicate a short circuit in the wiring or a breakdown of the sensor itself. It is necessary to diagnose the electrical circuit, as well as replace the device, if necessary. |
| Р0195-Р0199 | This combination reports a malfunction of the lubricant temperature level controller in the motor. It is possible that an incorrect signal is being sent to the microprocessor unit from the oil sensor. If the controller itself is working, then the lubricant in the power unit may overheat. In a critical case, this will lead to its ignition. It is necessary to perform a detailed diagnosis of the device, its contacts, and also ring the wiring. |
| Р0220-Р0229 | A malfunction in the operation of the throttle control sensor is reported. Need device diagnostics. |
| P0235 | The turbo boost pressure level controller is giving an incorrect pulse. It is necessary to ring the power line using a tester or a multimeter; damage to the insulation or short circuit is possible on the site. If the circuit is intact, then the sensor changes to a new one. |
| Р0236-Р0242 | Turbine control sensor number 1 or 2 emits an incorrect signal, you need to check the device and wiring. For dialing, a voltmeter or a universal tester - a multimeter is used. |
| Р0326-Р0329 | Incorrect signal coming from the first detonation controller. The device is subject to diagnostics and replacement if necessary. It is necessary to ring the sensor wiring and check the integrity of the contact elements. |
| Р0330-Р0334 | The microprocessor module has detected an invalid pulse, which is outside the operating parameters range, from the second detonation controller. With such a malfunction, the engine of the machine will operate unstably. It requires wiring diagnostics and replacement of the device with a new one if it is inoperative. |
| Р0335-Р0339 | A breakdown has occurred or the crankshaft position controller is not working correctly. Diagnostics of the power line or replacement of the sensor is required; a multimeter is used to ring the circuit. If the sensor is faulty, the vehicle's engine may not start. Such an error code may occur as a result of dirt sticking to the contacts located on the device block. To fix the problem, the connector simply needs to be cleaned. |
| Р0340-Р0344 | One of the errors in this range reports an incorrect pulse that comes from the camshaft position controller. The phase sensor may be faulty or an incorrect signal is being sent from it. There may be malfunctions in the operation of the power unit, a drop in engine speed, difficulty starting. It is necessary to check the sensor itself and ring the wiring. It may have gaps that need to be fixed. |
The EasyChek channel spoke in detail about the process of diagnosing errors in the operation of the crankshaft speed controller.
Engine malfunctions
Faults that may be associated with both the operation of the power unit and the controllers are presented in the table:
| The code | Description of the problem and troubleshooting tips |
| Р0171-Р0172 | The microprocessor module has detected a lean or rich mixture in the cylinders of the power unit. A more detailed diagnosis of the problem is required. It is recommended to start by checking the sensor and the throttle itself. |
| P0173 | There was a fuel leak from the system. All lines need to be checked. |
| P0215 | The microprocessor module reports the failure of the engine shutdown solenoid, there may be problems with starting the power unit. When you turn off the internal combustion engine can trim. A complete diagnosis of the solenoid is performed, if necessary, it is changed. |
| P0216 | There was a short circuit or damage to the power line designed to control the injection time. It is diagnosed with a multimeter. |
| P0217 | The electronic module of the machine has registered an overheating of the power unit. With such a problem, it is necessary to diagnose the refrigerant, its quality. Overheating of the motor in the car can be caused by the use of low-quality fluid, thermostat failure, cylinder head gasket burnout, and many other factors. |
| P0218 | The temperature in the gearbox is too high. This can lead to overheating of the transmission unit, the gearbox gears may turn on intermittently. It is necessary to check the quality of the oil in the device. If it has changed for a long time, then it is recommended to change it. |
| P0219 | Increased engine speed. The problem may be the incorrect operation of the crankshaft sensor. |
| Р0243-Р0246 | The first exhaust gas system engine solenoid is intermittent. This node can be always locked or open, depending on the problem. An incorrect signal is sometimes received from the device to the microprocessor module. It is necessary to check the operation of the element, as well as ring the wiring with a tester. |
| Р0247-Р0250 | There was a malfunction in the second solenoid of the exhaust gas system. Diagnostics of the device and verification of its circuit is required. In the event of a malfunction, a replacement is carried out. |
| Р0251-Р0255 | The pumping device of the injection system in the turbine number 1 is not functioning correctly. Detailed diagnostics of the power line for integrity and the presence of possible short circuits is required. A tester is used to test. If necessary, the pumping device is changed. |
| Р0256-Р0260 | Such fault codes indicate an incorrect signal that comes from the pumping device of the turbine number 2. Such faults indicate the failure of the part, which will lead to the need to replace it. |
| Р0261-Р0269 | All combinations that are included in this range indicate a malfunction of one or more injectors (there are 12 in total):
Using a multimeter, diagnostics of the integrity of the power line are performed. If the circuit is intact, then the nozzles themselves must be replaced. |
| P0300 | Misfires have been registered in the engine cylinders by the microprocessor unit. They can be permanent or single. Compression level diagnostics required. |
| P0410 | The microprocessor module registered malfunctions in the secondary airflow system. A detailed diagnosis of all pipes and lines for possible leaks and suction is required. |
| Р0411-Р0417 | Faults that fall within this range report the following problems:
A detailed diagnosis of all constituent elements is required. If one of the valves is out of order, then it must be changed. |
| Р0420 | Inefficient functioning of the catalyst system. To fix the problem, you must fully check all the constituent elements. |
User Ruslan102 spoke about the diagnostics of the power unit after the detection of the Check Engine error.
Other malfunctions
There are a number of malfunctions that do not belong to any of the categories described.
However, every car owner should know their decoding in Russian, since they are often found on Fords:
| The code | Description of the problem |
| P1000 | The microprocessor module indicates that the OBD system is not ready for operation. This combination usually appears when diagnosing a car after clearing errors from the unit's memory. The calibration procedure was implemented or the module was flashed, which led to the appearance of the code. The combination usually disappears automatically after the microprocessor module is calibrated. To do this, you need to drive a car for a certain time. |
| R2008 | The intake manifold is not functioning properly. Problem P2008 may be a problem with the power line. The unit itself is diagnosed, as well as the wiring using a multimeter. |
| U1900 | The microprocessor module detected a failure in connecting the device via the CAN bus, the problem is solved as follows:
|
| P0420 | When this code appears, the microprocessor unit reports the inefficient functioning of the catalysis system. The problem may be that the control module detects defects in the operation of the converter device. |
| P1131 | Faulty lambda probe. Unlike the errors described above, this problem indicates a shorted device. A detailed check of the controller, the contacts on the block and the wiring to which it is connected is necessary. |
| R251A | The microprocessor module detected a break or damage to the wiring to which the access switching unit to the PTO system is connected. |
| P2303 | This code appears as a result of a breakdown of one of the elements of the ignition system, in particular, we are talking about a coil. However, it is necessary to check not only this device, but also other components. We are talking about candles, high-voltage cables. In practice, the error usually appears as a result of fraying the insulation on the coil power supply circuit. To get rid of the problem, you will need to replace the cable. |
| U0001 | There was a problem with the CAN bus. With such a malfunction, failure of additional electrical equipment connected to this output is possible. For example, there may be malfunctions in the operation of the anti-theft complex. |
| U0401 | The microprocessor unit fixed the receipt of incorrect information from the ECM / PCM devices. |
Alexander Petrovsky spoke about computer diagnostics and deciphering malfunctions in the operation of a Ford Focus 1 car.
How to reset errors?
There are several options to remove fault codes from the memory of the microprocessor unit:
- With a diagnostic scanner. Such equipment is available only at specialized service stations. The cost of the reset will not be high, but if the errors are not eliminated, then after the procedure is completed, they will appear again after a certain time.
- Wait for the control unit to perform a self-test and remove all codes on its own. This happens after a certain time after the malfunctions have been eliminated.
- Disconnect the negative terminal from the battery, while the engine of the machine must be turned off, but warmed up. After that, the brake pedal is pressed for about 30 seconds. Then the terminal is connected back, the power unit starts up and you can drive the car.
Video "Removing an error about the need to change the oil from the computer's memory"
Vladimir Volodin talked about how to reset the error about the need to change the engine fluid in a Ford Focus 3 car.
Each complex mechanism, and especially such as a modern car, consists of many systems, components and assemblies. Most of them are constantly under load and under the influence of various forces that can gradually destroy the materials from which the parts are made. None of the highest quality mechanisms is yet eternal and is not guaranteed from periodic breakdowns. It is very convenient if such a breakdown can be quickly found and fixed.
Ford Focus 2 is equipped with a modern on-board computer, which, based on a set of symptoms, is able to determine the presence of breakdowns and recognize their causes. The computer reports the identified problems to the driver through special short codes, each of which indicates a specific malfunction or error in the operation of a particular vehicle system. Therefore, it is extremely important to know what these codes mean in order to respond in time and fix the problem that has arisen.
Determine the breakdown
Correctly deciphering the codes is the key to quickly identifying the cause of the problem and eliminating it. If an error code appears on the computer screen, you can contact a specialized automotive service center, where professional craftsmen, using specialized equipment, will carry out the necessary diagnostic procedures for your Ford Focus 2. Comprehensive diagnostics will help identify the real causes of the problem. The fact is that it cannot be ruled out that problems with electronics that have appeared can also provoke computer errors.
This procedure, however, is very expensive. There are a few tips to help you save money by doing your own diagnostics. It is also worth noting that self-diagnosis is not as accurate as professional one.
So, to identify the causes of the problems found in your Ford Focus 2:
- Turn on the ignition of the car, but do not start the engine.
- Press the button that resets the mileage per day on the dashboard of the car.
- Hold the button down for a few seconds.
- Move the key to the next position without pressing the reset button.
- Wait for the word “Test” to appear on the odometer display.
- Release the button. Pressing the key for more than 3 seconds between tests will reset the self-test process. In order to return to it, you need to start the car. During start-up, the starter will automatically turn off and after a couple of seconds the computer will resume self-diagnosis.
To interrupt the Ford Focus 2 self-diagnosis, you need to turn off the ignition and press the reset button on the odometer display for more than 3 seconds.
As a result of self-diagnosis, the on-board computer will issue cipher codes, according to which it is possible to determine how the computer recognizes breakdowns or malfunctions in the car. Experts say that you should not expect high-precision results. Thus, if the owner of Ford Focus 2 has a fear that significant problems have occurred with the car, it is still worth resorting to the help of professionals who can correctly read error information on special equipment.
Description of error codes
Without special help, it is difficult to decipher the codes that appear. To help the owner of FordFocus 2, we offer a table with an explanation of the meanings of ciphers in Russian that report problems with your car.
All errors, the codes of which are generated by the on-board computer of your Ford Focus 2, can be divided into 4 groups:
- sensor errors;
- car engine problems
- problems in the electrical circuit;
- other breakdowns.
Errors that determine malfunctions of sensors of different systems
P0100 - P0105 - correspond to an incorrect signal received from the air flow monitoring device, or its breakdown.- P0106 - P0108 - report a malfunction of the sensor that controls air pressure, and, in addition, an inappropriate signal from the device to the on-board computer of your Ford Focus 2.
- P0110 - P0114 - the onboard computer received incorrect data from the inlet air temperature sensor, indicating a malfunction in its operation or a malfunction of the device, and the need to change it.
- P0115 - P0118 - an incorrectly detected signal from the antifreeze temperature sensor, indicating a malfunction or breakdown of the device, which can be eliminated by checking the quality of the corresponding fluid in the system or replacing a malfunctioning device.
- P0120 - P0123 - indicate the need to check or replace the "A" sensor that controls the throttle position of your car.
- P0130 - P0167 - error codes describing the receipt by the onboard computer of an inappropriate signal from oxygen sensors. The ciphers indicate that at least one of the three devices is out of order or does not work correctly. As a rule, an error requires a more detailed diagnosis of nodes with a possible subsequent replacement of failed units.
- P0176 - P0179 - appear on the monitor if an incorrect signal enters the system from the emission sensor. The problem is also fixed by installing a new fixture.
- P0180 - P0188 - report a breakdown of the fuel temperature monitoring device. A more detailed study and diagnosis of the problem will help to identify which of the two sensors is the problem and whether it is worth changing it.
- P0190 - P0194 - it is necessary to check the fuel pressure sensor in the fuel rail and, if necessary, replace it with a new one.
- P0195 - P0199 - they say that the device that measures the temperature of the engine fluid does not work, errors can also indicate the presence of a short circuit or possible open circuits.
- P0220 - P0229 - interruptions in the operation of the throttle position sensor "B" or "C".
- P0235 - Incorrect signal received from the turbo boost pressure sensor. If an error occurs, it is recommended to diagnose the circuit for open circuits and short circuits.
- P0236 - P0242 - error codes warning of the need to replace the sensors of the first and second turbines.
- P0326 - P0329 - the knock sensor sends an incorrect signal to the FordFocus 2 on-board computer, indicating the need for additional diagnostics or replacement of the assembly.
- P0330 - P0334 - the second knock sensor is not working correctly.
- P0335 - P0339 - a signal to the car owner about a breakdown or an incorrect signal coming from the position sensor of the first crankshaft.
- P0340 - P0344 - these errors inform the driver about malfunctions in the crankshaft function control device.
- P0171 - P0172 - too rich or lean mixture enters the engine.
- P0173 - Possible fuel leakage from the fuel system.
- P0174 - P0175 - these error codes repeat the first ones in this list, indicating that an incorrect mixture has entered the engine.
- P0215 - breakdown of the solenoid that turns on the motor. The error, as a rule, occurs when there are problems with starting, engine tripping when turned off. In case of occurrence, the solenoid should be replaced.
- P0216 - a code indicating an open or short circuit in the control circuit for the frequency of fuel injection into the engine. A more thorough diagnosis comes down to a complete check of the circuit.
- P0217 - high engine temperature signal. May indicate a deterioration in the condition of antifreeze.
- P0218 - increased temperature in the transmission, leading to incorrect operation of the gearbox.
- P0219 - engine operation at too high speed.
- P0243 - P0246 - interruptions in the operation of the first (A) exhaust shutter solenoid or the transmission of an incorrect signal from the device to the computer.
- P0247 - P0250 - The second (B) exhaust gas solenoid is malfunctioning. As in the previous case, the device must be replaced.
- P0251 - P0255 - message about interruptions in the operation of the injection pump of the first turbine. A more detailed diagnosis of the circuit is required for open and short circuits.
- P0256 - P0260 - malfunctions of the pump of the second turbine, indicating a breakdown or transmission of an incorrect signal by the sensor.
- P0261 - P0296 - problems in the operation of the injectors, which can be expressed in the incorrect operation of the injector driver, an open or short circuit in the electrical circuit. To clarify the problem, the circuit is diagnosed, and then, if no malfunctions are detected, the performance of all injectors is checked to detect a non-working one that needs to be replaced.
- P0300 - one-time or systematic misfires.
- P0301 - P0312 - Misfire detected in one of the cylinders.
- P0410 - The on-board computer has detected problems in the secondary air supply system, possibly related to a leak.
- P0410 - P0417 - evidence of a breakdown of the secondary air supply valve and incorrect mixture supply.
- P0420 - interruptions in the functioning of the catalyst system.
Error codes indicating problems with the engine
Problems in the electrical circuit
The following error codes indicate problems in the electrical networks that control the operation of various components and assemblies:
- P0200 - P0212 - injectors.
- P0213 - the first or second cold start injectors.
- P0230 - P0233 - fuel pump.
- P0320 - P0323 - ignition distributor.
- P0325 - the first knock sensor.
- P251A - devices for switching access to the PTO.
Self-diagnosis
1. Introduction
Ford vehicles produced in 1985-1996 are equipped mainly with Ford EEC IV control systems. Since 1996, on some models, the EEC V system has been installed instead of the EEC IV system. Of the other control systems installed on European market models, we note Weber IAW (Ford Cosworth), Mazda EGi
The 3-pin diagnostic connector is located in the engine compartment behind the left headlight or on the left fender (see Fig. 12.2).
Ford EEC IV: Zetec (Mondeo)
The 3-pin diagnostic connector is located on the bulkhead panel of the engine compartment along with the octane corrector insert and the FDS 2QOO connector [see fig. rice. 12.3).
16-pin on-board diagnostic connector [see rice. 12.4) is usually located in the engine compartment under the steering column, in the passenger footwell behind the trim, or behind the ashtray in the center console (Ford Galaxy).
Ford Probe (Mazda EGi)
The diagnostic connector is located in the engine compartment next to the battery (see illustration). rice. 12.5).
Ford Cosworth (Weber IAW)
The diagnostic connector is located in the depth of the glove box, next to the ECU [see fig. rice. 12.6).
Ford Maverick (Nissan ECCS)
The diagnostic connector is located in the front panel of the passenger compartment under the instrument panel (see Fig. 12.7).
3. Extracting 2 Digit Codes in Ford EEC IV Systems
1. The instructions in this paragraph are to be read in conjunction with the content of paragraphs 5.6 and 7.
2. Models produced before 1988 did not have long-term memory, therefore, for them, comments about fault codes stored in such memory should be ignored.
3. Let's call 'hard' codes that correspond to faults present at a particular moment of testing. We will call 'soft' codes of faults that occurred during 10 ... 40 (depending on the car model) working cycles, but "Soft" codes are stored in the long-term memory of the BEU. Note: The duty cycle of an engine is the period from starting at a temperature below 49°C to stopping at a temperature above 65°C.
4. The Ford EEC IV 2-digit trouble code system has three diagnostic modes.
Mode 1. Checks with the engine not running (ignition on]
a) Static verification of sensors.
b) Extraction of “hard” and “soft” codes. Mode 2. Checks with the engine running
c) Check sensors during normal engine idling or during road tests.
Mode 3. Settings mode
a] Dynamic check of sensors.
b] Setting the initial advance and idle settings. These settings can only be made in this mode.
5. Although all checks are independent of each other and can be performed in any order, we still recommend a certain sequence of their execution in order to obtain more correct results.
6. Carry out the tests in Mode 1 (see paragraph 5). Write down all fault codes from long-term memory, but do not rush to eliminate them at this stage. Faults corresponding to "hard" codes must be corrected before proceeding to tests in Mode 2. Continue to ignore codes from long-term memory for now.
7. Perform Mode 2 tests (engine running on site or on the road). Correct all problems before performing Mode 3 checks. Note: Mode 2 checks are for European (non-US) market vehicles except 2.4 and 2.9 V6 models with catalytic converter.
8. Perform Mode 3 checks. Repair any problems and then adjust idle and advance (if necessary).
Note: For models manufactured after 1988, tests with the engine running are not possible unless the hard codes are corrected first.
9. Now decipher and, if necessary, correct the problems retrieved from the long-term memory. It is possible that troubleshooting the previous checks made this step unnecessary.
10. Make a pause of at least 10 seconds before starting the next test.
11. Before starting each test, the following conditions must be met:
a] Engine has reached normal operating temperature.
b] Automatic transmission is in Neutral or Park.
c] Handbrake is securely applied.
d] Air conditioner off
e] Idle adjustment and octane jumpers are disconnected (if any are provided by the design).
5. Retrieving codes without the aid of a reader ("flashing* codes")
Note: During the performance of some checks, additional fault codes may occur. Be very careful when performing checks so that these codes do not mislead you. After testing, all fault codes must be erased.
Ford EEC IV (base model)
1. Before starting checks, make sure the engine has reached normal operating temperature.
2. Connect the LED as shown in fig. 12.8: negative contact - to socket 3 of the diagnostic connector, and positive - to the positive terminal of the battery. Note: You can also read the "flashing" codes with an analog voltmeter by counting the deflection of the meter's pointer.
3. Close jumper slots 1 and 2 of the diagnostic socket.
4. Start the engine and let it idle. Note: If the engine does not start, turn it over with the starter. After approximately 45 seconds, the LED will start transmitting 2-digit codes as follows.
c) Both tens and ones are displayed with 1-second flashes with 1-second intervals between them.
d Tens from ones are separated by a 4-second pause. The codes are separated from each other by a 6-second pause.
e) Code 18 is displayed with one 1 second flash followed by a 4 second pause and two 1 second flashes at 1 second intervals.
5. Count the number of flashes in series and write down the code. To decipher its meaning, refer to the table at the end of the chapter. Note: The idle speed will fluctuate while the codes are being retrieved. If such fluctuations are not observed, this may indicate a malfunction of the idle control valve.
6. In the base EEC IV model, codes can only be obtained when the ignition is on and if they currently exist. If the fault is permanent, then its code will be generated every time the ignition is turned on. But if the malfunction is random, then when the ignition is turned off, its code may be lost until the malfunction reappears.
7. Continue writing codes until the list is exhausted.
8. The appearance of code 11 means that there are no codes in the BEU memory.
9. At the end of the reading, turn off the ignition and disassemble the measuring circuit.
Ford EEC IV upgraded (2-digit codes]
10. Before performing the tests described in this paragraph, read paragraph 3. Note: The procedure for reading codes using a flashing light in the upgraded Ford EEC IV system is quite complicated and unreliable. Therefore, we strongly recommend using a code reader for this purpose.
11. Connect an analog voltmeter or LED as shown in fig. 12.9: negative contact - to socket 3 of the diagnostic connector, and positive - to the positive terminal of the battery.
12. Close jumper slots 1 and 2 of the diagnostic socket.
Mode 1 test
13. Turn on the ignition (do not crank the engine with the starter, even if it does not start). After approximately 45 seconds, the LED will start transmitting 2-digit codes as follows.
a) Two digits of the code are displayed by two series of flashes.
b) The first series of flashes represents tens, the second series represents ones.
c) Both tens and ones are displayed with 0.5 second flashes with 0.5 second intervals between them.
d) Tens from units are separated by a 2-second pause. The codes are separated from each other by a 4 second pause.
e) In the presence of long-term memory: after the transmission of all "hard" codes, a pause of 9 seconds follows, then one flash (I separator), then again follows a pause of B ... 9 seconds and again a single flash. After that, the LED will begin to transmit all "soft" codes available in the long-term memory.
f) Code "12" is displayed with one 0.5 second flash followed by a 2 second pause and two more 0.5 second flashes at 0.5 second intervals.
14. Count the flashes in each series and write down the codes in the order in which they appear. To decipher the meaning of the codes, refer to the table at the end of the chapter.
15. Command codes may also be transmitted during the reading process. When you receive a command code, you must perform certain actions. If these actions are not performed, then there will be a failure in the data transfer and the reading procedure will have to be started from the beginning.
16. When code 10 appears (some models with automatic transmission from 1991), fully depress and release the accelerator pedal and brake pedal (this should activate the downshift mode, If these actions are not performed within 10 seconds after the appearance of code 10, The BEU will generate an error code If the command codes appear one after another, turn off the ignition, wait 10 seconds and start the test in mode 1 from the beginning.
17. In systems without long-term memory, only those fault codes that are present at the moment can be read until the ignition is turned off. If the malfunction exists permanently, then when the ignition is turned off and on again, its code will be restored. However, if the malfunction is random, then when the ignition is turned off, its code may be lost before a new occurrence.
18. All codes transmitted at this stage correspond to currently present faults.
19. Code 11 means that there are no trouble codes in memory.
20. After all codes have been transmitted, they will be repeated one more time. Further events depend on the car model.
21. Models without long-term memory:
a] Code 10 will be transmitted, which means that the BEU has switched to the "shaking" test mode.
b] Go to step 23 and check for shaking.
22. Models with long-term memory:
a) The split code will be transmitted (in models 2.4, 2.9 V6 - code 10, in other models - code 20), after which all "soft" codes from long-term memory will be transmitted.
b) After transmission of all "soft" codes, they will be repeated one more time and then erased from memory. Separation code 10 will appear, indicating that the system has entered the "shaking" test mode.
c) Go to step 23 and check for 'shaking'.
‘Shaking’ test
23. In this mode, you can simulate shaking when the car is moving. You can gently knock, shake, shake all suspicious parts, sensors, wires and connectors. If during this test the ECU registers any malfunction, the code of this malfunction will be stored in the long-term memory (if any). Return to “mode 1” and write down any newly appeared codes.
24. Eliminate all faults strictly in the order of their transmission. Repeat "Mode 1" checks until all faults corresponding to "hard" codes are cleared. Then proceed to "Mode 2" checks. Note: To avoid erroneous test results when returning to "Mode 1" or going "mode 2" switch off the ignition and pause for at least 10 seconds.
25. To complete the checks, turn off the ignition and disassemble the measuring circuit.
Mode 2 test
26. Connect the LED according to the diagram shown in fig. 12.8 and 12.9: negative contact - to socket 3 of the diagnostic connector, and positive - to the positive terminal of the battery. Note. Mode 2 test is not possible on European market 2.4 and 2.9 V6 vehicles with a catalytic converter.
27. Start the engine. Wait 4 seconds, then bridge sockets 1 and 2 of the diagnostic socket.
28. After a few seconds, the LED will start flashing 2-digit codes (see 'mode 1' and 13).
29. Count the number of flashes in each series and write down the codes in the order in which they appear. To decipher the meaning of the codes, refer to the table at the end of the chapter.
30. Fault codes will repeat continuously while the engine is running. Code 11 means that the system did not detect any malfunctions.
31. At this stage, you can knock, shake, shake all suspicious sensors, wires and connections. Alternatively, you can travel by car.
32. Eliminate all malfunctions strictly in the order in which their codes are transmitted. Repeat checks in 'mode 1* and 'mode 2' until all faults are cleared. Only then proceed to tests in 'mode 3'. Note: To avoid erroneous test results, when returning to 'mode 1' and 'mode 2' or when switching to 'mode 3', turn off the ignition and pause for at least 10 seconds .
33. To complete the checks, turn off the ignition and disassemble the measuring circuit. Note. If you intend to return to tests in "mode 1" or "mode 2", then the jumper and LED can be left in place.
Mode 3 test [and setting mode]
Note. The EEC IV system, installed on most vehicles since 198B, will not perform a running test unless all hard codes have been corrected before.
34. Turn off the ignition.
35. Connect the LED according to the diagram shown in fig. 12.8 and 12.9: negative contact - to socket 3 of the diagnostic connector, and positive - to the positive terminal of the battery.
36. Plug sockets 1 and 2 of the diagnostic connector.
37. Turn on the ignition, wait 3 seconds, then start the engine and let it idle.
38. Warm up the engine to normal operating temperature at 2000 rpm.
39. The self-test procedure begins with the appearance of code 50 (identifier of the European version of the BEU). If nothing else appears other than this code, or if this code is accompanied by one or more engine temperature sensor DTCs, this means that either the engine has not reached operating temperature or the sensor shows a low temperature. The latter reason may be due to a malfunction of the engine cooling system, or such a malfunction of the temperature sensor, in which its readings are incorrect, although the parameters do not go beyond the permissible limits. In this case, the diagnostic system does not generate a sensor fault code. Testing in "mode 3" will not start until the ECU is convinced that. that the operating temperature of the engine has been reached.
40. After the ECU considers that the engine has reached operating temperature, the testing procedure will begin. The engine speed will begin to change as the BEU passes in turn the tests of sensors and actuators provided for by the program. Note: If the engine speed does not change within 60 seconds, check if the engine has reached operating temperature, then repeat the test. Also note that if at least one of the setting jumpers is connected, the BEU will issue the corresponding code and the test will be terminated.
41. As soon as code 10 appears, open the throttle sharply so that the engine speed exceeds 3000 rpm (for models with a catalytic converter - 4000 rpm). Then drop back to idle again. These actions will allow the ECU to test the air flow sensor, throttle potentiometer and other "dynamic" sensors. If the sensor signals do not correspond to the expected ones or they do not exist at all, the corresponding fault codes will be generated and stored in the memory of the BEU.
1.Insert the key into the ignition
2. Press and hold the trip reset button.
3. Turn the ignition key to position II while continuing to hold the reset button.
4. Wait for the stylized "TEST" message to appear on the odometer display, then you can release the reset button.
5. You are in test mode, you have the opportunity to pass all the tests without starting the engine and with starting the engine.
6. To exit the test mode, turn off the ignition.
Here are not all the codes displayed on the display, but only those that are known, in fact there are much more of them.
1. GAGE check of arrow indicators (all arrows will go to the extreme position and back)
2. LCD test 8888 - LCD segment test
3. BULB Bulb test
4. rXXX ROM version (may vary depending on the version). (not engine firmware!)
5. EXXX NVRAM version.
6. dtc NONE if there is an error code, then it is displayed instead of the inscription None
7. XXX.X speed in mph.
8. XXX.X speed in km/h.
9. XXXX engine speed (input signal for tachometer)
10. FXXX fuel level sensor (28 - empty tank 232 - full tank)
11. XXXX engine speed in rpm (digital tachometer).
12. XXX.t MAPsensor readings - pressure change (on muffled it shows 033.t).
13. LXXX fuel level in percent (indicates the float pointer. exact position).
14. XXX.C engine temperature in Celsius.
15. bXX.X voltage in the on-board network.
16. Ab-X ABS error L=no error
17. Eb-X Electronic Brake Distribution (EBD) Failure. L= no error
18. IL-X Instrument panel illumination status H=on L=off
19. cr.X (H/L) Engine crankshaft control H-ignition L- ground or recharge.
20. 1XXX - daily mileage.
The table provides descriptions of known DTCs. Remember the codes obtained using self-diagnosis are for preliminary diagnosis and cannot be used as an unconditional guide to action. A complete diagnosis can only be made at the dealer using special equipment.
| A103 | |
| A139 | PCM ID does not match between Instrument Cluster and PCM |
| A141 | NVM Configuration Failure (No PCM ID exchange between Instrument Cluster and PCM) |
| A143 | NVM memory failure |
| A477 | Module Configuration Failure |
| D027 | SCP Invalid or Missing Data for Engine RPM |
| D041 | SCP Invalid or missing data for Vehicle Speed |
| D043 | SCP Invalid or missing data for Traction Control |
| D073 | SCP Invalid or missing data for engine coolant |
| D123 | SCP Invalid or missing data for Odometer |
| D147 | SCP Invalid or missing data for vehicle security |
| D262 | Missing SCP message. |
| 1197 | Select/Reset Switch Failure |
| 5284 | Oil Pressure Switch Failure |
| 9202 | fuel sender open circuit |
| 9204 | Fuel sender short to ground |
| 9213 | Anti-theft number of programmed keys is below minimum |
| 9232 | Antenna not connected-defective transceiver |
| 9317 | Battery Voltage high |
| 9318 | Battery voltage low |
| 9342 | ECU is defective |
| 9356 | Ignition run circuit open |
| 9359 | Engine Run/ACC Circuit Error |
| 9364 | Ignition Start circuit open |
| 9600 | PATS Ignition Key Transponder Signal is Not Received - Damaged Key or non-PATSKey |
| 9601 | PATSReceived Incorrect Key-Code from Ignition Key Transponder (unprogrammed Encoded Ignition Key) |
| 9602 | PATS Received Invalid Format of Key Code From Ignition Key Transponder (Partial Key Code) |
| 9681 | PATSTranceiver Signal is Not Received (Not Connected, Damaged, or Wiring) |
Important: The daily mileage indicator is reset after each test.
