Ford

Ask a Ford Question, Get an Answer ASAP!

P100: I fix the following codes

Answered by:Steve
Ford Technician
Positive Feedback: 97.8 %
Accepted Answers: 4267

in Ford

Recent Feedback

Positive

steve gave simple answers and to the point that were eazy to follow and under...

Customer Question

how do I fix the following codes? P1000, P1131, P1550, and P1703. All are being displayed while doing a KOER test.

Country: United States
Make: Ford
Model: Escort ZX2
Year: 1998
Engine: 2.0

Submitted: 838 days and 7 hours ago.

Category: Ford

Value: $18

Status: CLOSED

Accepted Answer

Expert: Steve replied 838 days and 7 hours ago.

Steve :

Hello and Welcome to Justanswer, My name is XXXXX XXX I am here to try and assist your with your question

Steve :

P1130 - Lack of HO2S-11 Switch, Fuel Trim at Limit

The HEGO Sensor is monitored for switching. The test fails when the HO2S fails to switch due to circuit or fuel at or exceeding a calibrated limit.

Steve :

p1130 replace the 02 sensor

Steve :

DTC	Description	Possible Causes	Diagnostic Aides
P0102 - Mass Air Flow (MAF) Circuit Low Input	The MAF sensor circuit is monitored by the PCM for low air flow (or voltage) input through the comprehensive component monitor (CCM). If during key ON engine running the air flow (or voltage) changes below a minimum calibrated limit, the test fails.	MAF sensor disconnected MAF circuit open to PCM VPWR open to MAF sensor PWR GND open to MAF sensor MAF RTN circuit open to PCM MAF circuit shorted to GND Intake air leak (near MAF sensor) A closed (throttle indication throttle position [TP] sensor system) Damaged MAF sensor Damaged PCM	A MAF V PID (MAF PID) reading less than 0.23 volts (GO to Pinpoint Test DC for the equivalent grams/second chart) in continuous memory or key ON and engine running indicates a hard fault.
P0103 - Mass Air Flow (MAF) Circuit High Input	The MAF sensor circuit is monitored by the PCM for high air flow (or voltage) input through the comprehensive component monitor (CCM). If during key ON engine OFF or key ON engine running the air flow (or voltage) changes above a maximum calibrated limit, the test fails.	MAF sensor screen is blocked MAF circuit shorted to VPWR Damaged MAF sensor Damaged PCM	A MAF V PID (MAF PID) reading less than 4.6 volts (GO to Pinpoint Test DC for the equivalent grams/second chart) in continuous memory or key ON and engine running indicates a hard fault.
P0106 - Barometric (BARO) Pressure Sensor Circuit Performance	Baro sensor input to the PCM is monitored and is not within the calibrated value.	Slow responding BARO sensor Electrical circuit failure Damaged BARO sensor Damaged PCM	VREF voltage should be between 4.0 and 6.0 volts PID reading is in frequency
P0107 - BARO Sensor Low Voltage Detected	Sensor operating voltage is less than 5.0 volts (VREF), as a result it failed below the minimum allowable calibrated parameter.	Open in the circuit, or short to ground VREF circuit open, or short to ground Damaged BARO sensor Damaged PCM	VREF should be greater than 4.0 volts PID reading is in frequency
P0108 - BARO Sensor High Voltage Detected	Sensor operating voltage is greater than 5.0 volts (VREF), as a result it failed above maximum allowable calibrated parameter.	VREF shorted to VWPR BARO signal shorted to VPWR Damaged BARO sensor Damaged PCM	VREF should be less than 6.0 volts. PID reading is in frequency
P0109 - BARO Sensor Circuit Intermittent	The sensor signal to the PCM is failing intermittently.	Loose electrical connection Damaged BARO sensor	Check harness and connection.
P0112 - Intake Air Temperature (IAT) Circuit Low Input	Indicates the sensor signal is less than Self-Test minimum. The IAT sensor minimum is 0.2 volts or 121°C (250°F).	Grounded circuit in harness Damaged sensor Improper harness connection Damaged PCM	Using signal simulation, disconnect sensor and simulate 1.0V on sensor signal circuit. Simulated 1.0V signal and scan PID voltage value should be similar. If voltage is similar check sensor, if voltage is not similar check related circuit and PCM.
P0113 - Intake Air Temperature (IAT) Circuit High Input	Indicates the sensor signal is greater than Self-Test maximum. The IAT sensor maximum is 4.6 volts or -50°C (-46°F).	Open circuit in harness Sensor signal short to power Damaged sensor Improper harness connection Damaged PCM	Using signal simulation, disconnect sensor and simulate 1.0V on sensor signal circuit. Simulated 1.0V signal and scan PID voltage value should be similar. If voltage is similar check sensor, if voltage is not similar check related circuit and PCM.
P0117 - Engine Coolant Temperature (ECT) Circuit Low Input	Indicates the sensor signal is less than Self-Test minimum. The ECT sensor minimum is 0.2 volts or 121°C (250°F). Note on some vehicles that are not equipped with an ECT sensor, CHT can be used and can set this DTC.	Grounded circuit in harness Damaged sensor Improper harness connection Damaged PCM	Using signal simulation, disconnect sensor and simulate 1.0V on sensor signal circuit. Simulated 1.0V signal and scan PID voltage value should be similar. If voltage is similar check sensor, if voltage is not similar check related circuit and PCM.
P0118 - Engine Coolant Temperature (ECT) Circuit High Input	Indicates the sensor signal is greater than Self-Test maximum. The ECT sensor maximum is 4.6 volts or -50°C (-46 °F). Note on some vehicles that are not equipped with an ECT sensor, CHT can be used and can set this DTC.	Open circuit in harness Sensor signal short to power Damaged PCM Improper harness connection Damaged sensor	Using signal simulation, disconnect sensor and simulate 1.0V on sensor signal circuit. Simulated 1.0V signal and scan PID voltage value should be similar. If voltage is similar check sensor, if voltage is not similar check related circuit and PCM.
P0121 - Throttle Position (TP) Circuit Performance Problem	The TP sensor circuit is monitored by the PCM for a none closed throttle position at idle. If key ON engine running self-test terminates upon placing the transmission range selector in gear (DRIVE or REVERSE) or when closing the throttle (idle) after opening it (in PARK or NEUTRAL) the TP closed throttle position is not attained, the test fails.	Binding throttle linkage Damaged throttle body TP circuit open to PCM Damaged TP sensor SIG RTN circuit open to TP sensor	Drive vehicle, bring to a stop, turn key OFF. Start vehicle, run key ON engine running self-test at idle. Access KOER diagnostic trouble codes on scan tool.
P0122 - Throttle Position (TP) Circuit Low Input	The TP sensor circuit is monitored by the PCM for a low TP rotation angle (or voltage) input through the comprehensive component monitor (CCM). If during key ON engine OFF or key ON engine running the TP rotation angle (or voltage) changes below a minimum calibrated limit, the test fails.	TP sensor not seated properly TP circuit open to PCM VREF open to TP sensor TP circuit short to GND Damaged TP sensor Damaged PCM	A TP PID (TP V PID) reading less than 3.42% (0.17 volt) in key ON engine OFF, continuous memory or key ON engine running indicates a hard fault.
P0123 - Throttle Position (TP) Circuit High Input	The TP sensor circuit is monitored by the PCM for a high TP rotation angle (or voltage) input through the comprehensive component monitor (CCM). If during key ON engine OFF or key ON engine running the TP rotation angle (or voltage) changes above maximum calibrated limit, the test fails.	TP sensor not seated properly TP circuit short to PWR VREF short to PWR SIG RTN circuit open to TP sensor Damaged TP sensor Damaged PCM	A TP PID (TP V PID) reading greater than 93% (4.65 volts) in key ON engine OFF, continuous memory or key ON engine running indicates a hard fault.
P0125 - Insufficient Coolant Temperature For Closed Loop Fuel Control	Indicates the ECT or CHT sensor has not achieved the required temperature level to enter closed loop operating conditions within a specified amount of time after starting engine.	Insufficient warm up time Low engine coolant level Leaking or stuck open thermostat Malfunctioning ECT sensor Malfunctioning CHT sensor	Refer to Thermostat Monitor in Section 1, Description and Operation, for system information.
P0127 - Intake Air Temperature Too High	Indicates that IAT2 sensor has detected a potential abnormality in the intercooler system. This condition will cause the boost from the supercharger to be bypassed to avoid potential engine damage.	Blockage of heat exchangers Low fluid level Fluid leakage Intercooler pump or relay failure Crossed intercooler coolant lines	Monitor IAT2 PID. Typical IAT2 temperature should be greater than IAT1. Refer to Section 6 : Reference Values for ranges.
P0131 - HO2S Sensor Circuit Out of Range Low Voltage (HO2S-11)	The HO2S sensor is monitored for a negative voltage known as characteristic shift downward (CSD). If the sensor is thought to be switching from 0 volts to -1 volts during testing, the PCM will use this input and remain in fuel control.	Contaminated HO2S (water, fuel, etc) Crossed HO2S signal/signal return wiring
P0133 - HO2S Sensor Circuit Slow Response (HO2S-11)	The HEGO Monitor checks the HO2S Sensor frequency and amplitude. If during testing the frequency and amplitude were to fall below a calibrated limit, the test will fail.	Contaminated HO2S sensor. Exhaust leaks. Shorted /open wiring. Improper fueling. MAF sensor. Deteriorating HO2S sensor. Inlet air leaks.	Access HO2S test results from the Generic OBD-II menu to verify DTC.
P0135 - HO2S Sensor Circuit Malfunction (HO2S-11)	During testing the HO2S Heaters are checked for opens/shorts and excessive current draw. The test fails when current draw exceeds a calibrated limit and/or an open or short is detected.	Short to VPWR in harness or HO2S. Water in harness connector. Open VPWR circuit. Open GND circuit. Low battery voltage. Corrosion or poor mating terminals and wiring Damaged HO2S heater. Damaged PCM.	wiring. Damaged HO2S heater. Damaged PCM.
P0136 - HO2S Sensor Circuit Malfunction (HO2S-12)	The downstream HO2S sensor(s) are continuously checked for maximum and minimum voltages. The test fails when the voltages fail to meet the calibrated limits.	Pinched, shorted, and corroded wiring and pins. Crossed sensor wires. Exhaust leaks. Contaminated or damaged sensor.
P0141 - HO2S Sensor Circuit Malfunction (HO2S-125)	See DTC P0135
P0151 - HO2S Sensor Circuit Out of Range Low Voltage (HO2S-21)	See DTC P0131
P0153 - HO2S Sensor Circuit Slow Response (HO2S-21)	See DTC P0133.
P0155 - HO2S Sensor Circuit Malfunction (HO2S-21)	See DTC P0135
P0156 - HO2S Sensor Circuit Malfunction (HO2S-22)	See DTC P0136
P0161 - HO2S Sensor Circuit Malfunction (HO2S-22)	See DTC P0135
P0171 - System to Lean (Bank 1)	The Adaptive Fuel Strategy continuously monitors fuel delivery hardware. The test fails when the adaptive fuel tables reach a rich calibrated limit.	For lean and rich DTCs: Fuel system Excessive fuel pressure. Leaking/contaminated fuel injectors. Leaking fuel pressure regulator. Low fuel pressure or running out of fuel. Vapor recovery system. Induction system: Air leaks after the MAF. Vacuum Leaks. PCV system. Improperly seated engine oil dipstick. EGR system: Leaking gasket. Stuck EGR valve. Leaking diaphragm or EVR. Base Engine: Oil overfill. Cam timing. Cylinder compression. Exhaust leaks before or near the HO2Ss.
P0172 - System to Rich (Bank 1)	The Adaptive Fuel Strategy continuously monitors the fuel delivery hardware. The test fails when the adaptive fuel tables reach a lean calibrated limit.	See Possible Causes for DTC P0171
P0174 - System to Lean (Bank 2)	The Adaptive Fuel Strategy continuously monitors the fuel delivery hardware. The test fails when the adaptive fuel tables reach a rich calibrated limit.	See Possible Causes for DTC P0171.
P0175 - System to Rich (Bank 2)	The Adaptive Fuel Strategy continuously monitors the fuel delivery hardware. The test fails when the adaptive fuel tables reach a lean calibrated limit.	See Possible Causes for DTC P0171.	A SHRTFT-1,2 PID value between -25% to +35% and a LONGFT-1,2 PID value between -35% to +35% is acceptable. Reading beyond these values indicate a failure.
P0176 - Flexible Fuel (FF) Sensor Circuit Malfunction	The FF sensor input signal to PCM is continuously monitored. The test fails when the signal falls out of a maximum or minimum calibrated range.	Open or short in FF sensor VPWR circuit Open in battery ground to FF sensor circuit Open in FF sensor signal circuit Short to ground in FF sensor signal circuit Fuel contamination Short to VPWR in FF sensor battery ground circuit Short to VPWR in FF sensor signal circuit Fuel separation Damaged FF sensor Damaged PCM	A flex fuel (FF) PID reading of 0 Hz with the key ON and engine OFF or with engine at idle indicates a hard fault.
P0180 - Engine Fuel Temperature Sensor A Circuit Low Input (EFT)	The comprehensive component monitor (CCM) monitors the EFT sensor circuit to the PCM for low and high voltage. If voltage were to fall below or exceed a calibrated limit and amount of time during testing, the test will fail.	Open or short in harness. Low ambient temperature operation. Improper harness connection. Damaged EFT sensor. Damaged PCM.	Verify EFT-PID value to determine open or short.
P0181 - Engine Fuel Temperature Sensor A Circuit Range/ Performance (EFT)	The comprehensive component monitor (CCM) monitors the EFT Temperature for acceptable operating temperature. If during testing voltage were to fall below or exceed a calibrated limit, a calibrated amount of time the test will fail.	Open or short in harness. Low ambient temperature operation. Improper harness connection. Damaged EFT sensor. Damaged PCM.	Verify EFT-PID value to determine open or short.
P0182 - Engine Fuel Temperature Sensor A Circuit Low Input (EFT)	The comprehensive component monitor (CCM) monitors the EFT sensor circuit to the PCM for low voltage. If voltage were to fall below a calibrated limit and amount of time during testing, the test will fail.	Short in harness. VREF open or shorted. Low ambient temperature operation. Improper harness connection. Damaged EFT sensor. Damaged PCM.	Verify EFT-PID and VREF values to determine open or short.
P0183 - Engine Fuel Temperature Sensor A Circuit High Input (EFT)	The comprehensive component monitor (CCM) monitors the EFT sensor circuit to the PCM for high voltage. If voltage were to exceed a calibrated limit and a calibrated amount of time during testing, the test will fail.	Open or short to PWR in harness. Damaged EFT sensor. Improper harness connection. Damaged PCM.	Verify EFT-PID value to determine open or short.
P0186 - Engine Fuel Temperature Sensor B Circuit Range/Performance (EFT)	See DTC P0181.
P0187 - Engine Fuel Temperature Sensor B Circuit Low Input (EFT).	See DTC P0182.
P0188 - Engine Fuel Temperature Sensor B Circuit High Input (EFT)	See DTC P0183.
P0190 - Fuel Rail Pressure Sensor Circuit Malfunction (FRP)	The comprehensive component monitor (CCM) monitors the FRP sensor to the PCM for VREF voltage. The test fails when the VREF voltage from the PCM drops to a voltage less than a minimum calibrated value.	VREF open in harness. VREF open in sensor. VREF open in PCM.	Verify VREF voltage between 4.0 and 6.0V.
P0191 - Fuel Rail Pressure Sensor Circuit Performance (FRP)	The comprehensive component monitor (CCM) monitors the FRP pressure for acceptable fuel pressure. The test fails when the fuel pressure falls below or exceeds a minimum/maximum calibrated value for a calibrated period of time.	High fuel pressure. Low fuel pressure. Damaged FRP sensor. Excessive resistance in circuit. Low or no fuel.	A FRP PID value during KOER of 138 kpa (20 psi) and 413 kpa (60 psi) for gasoline or 586 kpa (85 psi) and 725 kpa (105 psi) for natural gas vehicles (NG) is acceptable.
P0192 - Fuel Rail Pressure Sensor Circuit Low Input (FRP)	The comprehensive component monitor (CCM) monitors the FRP sensor circuit to the PCM for low voltage. If voltage were to fall below a calibrated limit and amount of time during testing, the test will fail.	FRP signal shorted to SIG RTN or PWR GND. FRP signal open (NG only) Low fuel pressure (NG only) Damaged FRP sensor. Damaged PCM.	A FRP PID value during KOER or KOEO less than 0.3 volts for gasoline or 0.5 volts for natural gas vehicles (NG) would indicate a hard fault.
P0193 - Fuel Rail Pressure Sensor Circuit High Input (FRP)	The comprehensive component monitor (CCM) monitors the FRP sensor circuit to the PCM for high voltage. If voltage were to fall below a calibrated limit and a calibrated amount of time during testing, the test will fail.	FRP signal shorted to VREF or VPWR. FRP signal open (gasoline only) Low fuel pressure (NG only) Damaged FRP sensor. Damaged PCM. High fuel pressure (caused by damaged fuel pressure regulator) NG.	A FRP PID value during KOER or KOEO less than 0.3 volts for gasoline or 0.5 volts for natural gas vehicles (NG) would indicate a hard fault.
P0201 through P0212 - Cylinder #1 through Cylinder #12 Injector Circuits	The comprehensive component monitor (CCM) monitors the operation of the fuel injector drivers in the PCM. The test fails when the fuel injector does not operate electrically even though the harness assembly and fuel injectors test satisfactorily.	Faulty fuel injector driver within the PCM.	PID Data Monitor INJ1F-INJ12F fault flags = YES.
P0217 - Engine Coolant Over-Temperature Condition	Indicates an engine overheat condition was detected by the cylinder head temperature (CHT) sensor. This condition will cause the boost from the supercharger to be bypassed to avoid potential engine damage.	Engine cooling system concerns. Low engine coolant level. Base engine concerns.	Monitor CHT PID for overheat condition. Typical CHT temperature should be close to cooling system thermostat opening specification.
P0230 - Fuel Pump Primary Circuit Malfunction	NOTE: For natural gas applications, the following description applies to the fuel shutoff valve (FSV) circuit. The PCM monitors the fuel pump (FP) circuit output from the PCM. The test fails if: With the FP output commanded ON (grounded), excessive current draw is detected on the FP circuit; or with the FP output commanded OFF, voltage is not detected on the FP circuit (the PCM expects to detect VPWR voltage coming through the fuel pump relay coil to the FP circuit).	Open or shorted fuel pump (FP) circuit Open VPWR circuit to fuel pump relay Damaged fuel pump relay Damaged PCM	When the FPF PID reads YES, a fault is currently present. An open circuit or short to ground can only be detected with the fuel pump commanded OFF. A short to power can only be detected with the fuel pump commanded ON. During KOEO and KOER self-test, the fuel pump output command will be cycled ON and OFF.
P0231 - Fuel Pump Secondary Circuit Low	NOTE: For natural gas applications, the following description applies to the fuel shutoff valve monitor (FSVM) and the fuel shutoff valve power (FSV PWR) circuits. The PCM monitors the fuel pump monitor (FPM) circuit. The test fails if the PCM commands the fuel pump ON and B+ voltage is not detected on the FPM circuit.	Open B+ circuit to the fuel pump relay Open FP PWR circuit between the fuel pump relay and its connection to the FPM circuit Damaged fuel pump relay Damaged PCM (engine will start) For 4.6L Mustang, open FP PWR circuit from low speed fuel pump relay, through resistor to FPM splice (engine will start) For 5.4L SC Lightning, damaged IFS switch, IFS switch relay, or concern with related circuits.	During KOEO self-test, the PCM will command the fuel pump ON so this test can be performed.
P0232 - Fuel Pump Secondary Circuit High	NOTE: For natural gas applications, the following description applies to the fuel shutoff valve monitor (FSVM) and the fuel shutoff valve power (FSV PWR) circuits. The PCM monitors the fuel pump monitor (FPM) circuit. This test fails when the PCM detects voltage on the FPM circuit while the fuel pump is commanded OFF. The FPM circuit is wired to a pull-up voltage inside the PCM. The FPM circuit will go high if, with the key ON and the fuel pump commanded OFF, the FPM/FP PWR circuit loses its path to ground through the fuel pump. The FPM circuit will also go high if the FPM/FP PWR circuit is shorted to power.	Inertia fuel shutoff (IFS) switch not reset or electrically open Open circuit between the fuel pump and the FPM connection to the FP PWR circuit Poor fuel pump ground Fuel pump electrically open Fuel pump secondary circuits short to power Fuel pump relay contacts always closed Open FPM circuit between PCM and connection to FP PWR circuit Damaged low speed fuel pump relay or concern with related circuits (if equipped). Damaged PCM	Continuous memory P0232 can be set if the IFS switch was tripped, then reset, or if the fuel pump circuit is activated when the PCM expected the circuit to be off (i.e. fuel system test or prime procedure).
P0234 - Supercharger Overboost Condition	The PCM disables (bypasses) the supercharger boost and sets a diagnostic trouble code (DTC) to keep from damaging the powertrain (engine or transmission) during potential harmful operating conditions.	Brake torque (brake on and throttle at wide open) Transmission oil temperature (TOT) exceeds calibrated threshold Engine over temperature Ignition misfire exceeds calibrated threshold Knock sensor (KS) failure or knock detected Low speed fuel pump relay not switching	Check for other diagnostic trouble codes accompanying the P0234 or check appropriate and available PIDs related to above possible causes.
P0243 - Supercharger (Boost) Bypass Solenoid Circuit Malfunction	The PCM monitors the supercharger (boost) bypass (SCB) solenoid circuit for an electrical failure. The test fails when the signal moves outside the minimum or maximum allowable calibrated parameters for a specified SCB solenoid duty cycle (100% or 0%) by PCM command.	VPWR circuit open to SCB solenoid SCB solenoid circuit shorted to PWR GND or CHASSIS GND Damaged SCB solenoid SCB solenoid circuit open SCB solenoid circuit shorted to VPWR Damaged PCM	Disconnect SCB solenoid. Connect test lamp to SCB solenoid harness connector. Cycle SCB driver in PCM by Output Test Mode. Test lamp cycle on and off - SCB solenoid is suspect. Test lamp always on - SCB signal short in harness or PCM. Test always off - SCB signal or VPWR open in harness or PCM.
P0298 - Engine Oil Over Temperature Condition	Indicates the Engine Oil Temperature Protection strategy in the PCM has been activated. This will temporarily prohibit high engine speed operation by disabling injectors, therefore reducing the risk of engine damage from high engine oil temperature. Note: On engines which are equipped with an oil temperature sensor, the PCM reads oil temperature to determine if it is excessive. When an oil temperature sensor is not present, the PCM uses an oil algorithm to infer actual temperature. Engine shutdown strategy function is the same on vehicles with and without oil temperature sensors.	Very high engine rpm for extended period of time. Over-heating condition. Malfunction EOT sensor or circuit (vehicles w/EOT sensor). Base engine concerns.	Engine operating in high rpm range, due to improper gear selection. May cause Lack/Loss of Power or Surge customer concern.
P0300 - Random Misfire	The random misfire DTC indicates multiple cylinders are misfiring or the PCM cannot identify which cylinder is misfiring.	Camshaft position sensor (CMP) Low fuel: less than 1/8 tank Stuck open EGR valve
P0301 through P0310 - Misfire Detection Monitor	The misfire detection monitor is designed to monitor engine misfire and identify the specific cylinder in which the misfire has occurred. Misfire is defined as lack of combustion in a cylinder due to absence of spark, poor fuel metering, poor compression, or any other cause.	Ignition system Fuel injectors Running out of fuel EVAP canister purge valve Fuel pressure Evaporative emission system Base engine	The MIL will blink once per second when a misfire is detected severe enough to cause catalyst damage. If the MIL is on steady state, due to a misfire, this will indicate the threshold for emissions was exceeded and cause the vehicle to fail an inspection and maintenance tailpipe test.
P0320 - Ignition Engine Speed Input Circuit Malfunction	The ignition engine speed sensor input signal to PCM is continuously monitored. The test fails when the signal indicates that two successive erratic profile ignition pickup (PIP) pulses have occurred.	Loose wires/connectors. Arcing secondary ignition components (coil, wires and plugs) On board transmitter (2-way radio)	The DTC indicates that two successive erratic PIP pulses occurred.
P0325 - Knock Sensor 1 Circuit Malfunction (Bank 1)
P0326 - Knock Sensor 1 Circuit Range/ Performance (Bank 1)	The knock sensor detects vibrations upon increase and decrease in engine rpm. The knock sensor generates a voltage based on this vibration. Should this voltage go outside a calibrated level a DTC will set.	Knock sensor circuit short to GND Knock sensor circuit short to PWR Knock sensor circuit open Damaged knock sensor Damaged PCM	A knock sensor voltage greater than 0.5V with the key ON and engine OFF indicates a hard fault.
P0330 - Knock Sensor 2 Circuit Malfunction (Bank 2)
P0331 - Knock Sensor 2 Circuit Range/performance (Bank 2)	The knock sensor detects vibration upon increase and decrease in engine rpm. The knock sensor generates a voltage based on this vibration. Should this voltage go outside a calibrated level a DTC will set.	Knock sensor circuit short to GND Knock sensor circuit short to PWR Damaged knock sensor Damaged PCM Knock sensor circuit open	A knock sensor voltage greater than 0.5V with the key ON and engine OFF indicates a hard fault.
P0340 - Camshaft Position (CMP) Sensor Circuit Malfunction	The test fails when the PCM can no longer detect the signal from the CMP sensor.	CMP circuit open CMP circuit short to GND CMP circuit short to PWR SIG RTN open (VR sensor) CMP GND open (Hall effect sensor) CMP misinstalled (Hall effect sensor) Damaged CMP sensor shielding Damaged CMP sensor Damaged PCM	Harness routing, harness alterations, improper shielding, or electrical interference from other improperly functioning systems may have intermittent impact on the CMP signal.
P0350 - Ignition Coil (Undetermined) Primary/ Secondary Circuit Malfunction	Each ignition primary circuit is continuously monitored. The test fails when the PCM does not receive a valid IDM pulse signal from the ignition module (integrated in PCM).	Open or short in Ignition START/RUN circuit Open coil driver circuit Coil driver circuit shorted to ground Damaged coil Damaged PCM Coil driver circuit shorted to VPWR
P0351 Through P0360 - Ignition Coil A through J Primary/ Secondary Circuit Malfunction	Each ignition primary circuit is continuously monitored. The test fails when the PCM does not receive a valid IDM pulse signal from the ignition module (integrated in PCM).	Open or short in Ignition START/RUN circuit Open coil driver circuit in harness Coil driver circuit shorted to ground Damaged coil Damaged PCM Coil driver circuit shorted to PWR
P0401 - EGR Flow Insufficient Detected	The EGR system is monitored during steady state driving conditions while the EGR is commanded on. The test fails when the signal from the DPF EGR sensor indicates that EGR flow is less than the desired minimum.	Vacuum supply EGR valve stuck closed EGR valve leaks vacuum EGR flow path restricted EGRVR circuit shorted to PWR VREF open to D.P.F. EGR sensor D.P.F. EGR sensor downstream hose off or plugged EGRVR circuit open to PCM VPWR open to EGRVR solenoid D.P.F. EGR sensor hoses both off D.P.F. EGR sensor hoses reversed Damaged EGR orifice tube Damaged EGRVR solenoid Damaged PCM	Perform KOER self-test and look for DTC P1408 as an indication of a hard fault. If P1408 is not present, look for contamination, restrictions, leaks, and intermittents.
P0402 - EGR Flow Excessive Detected	The EGR system is monitored for undesired EGR flow during idle. The EGR monitor looks at the DPF EGR signal at idle and compares it to the stored signal measured during key ON and engine OFF. The test fails when the signal at idle is greater than at key ON engine OFF by a calibrated amount.	EGR valve stuck open Plugged EGR vacuum regulator solenoid vent Plugged EGR tube Slow responding D.P.F. EGR sensor Damaged DPF EGR sensor Improper vacuum hose connection Plugged vacuum hoses EGRVR circuit shorted to ground Damaged EGR vacuum regulator solenoid Damaged PCM	A DPFEGR PID reading that is greater at idle than during key ON and engine OFF by 0.5 volt or a rough engine idle, may indicate a hard fault.
P0411 - Secondary Air Injection (AIR) system upstream flow	See DTC P1411
P0412 - Secondary Air Injection System (AIR) circuit malfunction	The PCM attempts to control when air is injected in the exhaust. The DTC indicates a Secondary Air injection system AIR circuit fault.	AIR circuit open AIR bypass solenoid fault Damaged PCM AIR circuit short to power Solid state relay fault Damaged AIR pump	The AIR circuit is normally held high through the AIR bypass solenoid and SSR when the output driver is off. Therefore, a low AIR circuit indicates a driver is always on and a high circuit indicates an open in the PCM.
P0420 - Catalyst System Efficiency Below Threshold (Bank 1)	Indicates Bank 1 catalyst system efficiency is below the acceptable threshold	Use of leaded fuel Damaged HO2S Malfunctioning ECT High fuel pressure Damaged exhaust manifold Damaged catalytic converter Oil contamination Cylinder misfiring Downstream HO2S wires improperly connected Damaged exhaust system pipe Damaged muffler/tailpipe assembly Retarded spark timing	Compare HO2S upstream & downstream switch rate. Under normal closed loop fuel conditions, high efficiency catalysts have oxygen storage which makes the switching frequency of the downstream HO2S quite slow compared to the upstream HO2S. As catalyst efficiency deteriorates, its ability to store oxygen declines and the downstream HO2S signal begins to switch more rapidly approaching the switching rate of the upstream HO2S. Once beyond an acceptable limit the DTC is set.
P0430 - Catalyst System Efficiency Below Threshold (Bank 2)	Indicates Bank 2 catalyst system efficiency is below the acceptable threshold.	Use of leaded fuel Damaged HO2S Malfunctioning ECT High fuel pressure Damaged exhaust manifold Damaged catalytic converter Oil contamination Cylinder misfiring Downstream HO2S wires improperly connected Damaged exhaust system pipe Damaged muffler/tailpipe assembly Retarded spark timing	Compare HO2S upstream & downstream switch rate. Under normal closed loop fuel conditions, high efficiency catalysts have oxygen storage which makes the switching frequency of the downstream HO2S quite slow compared to the upstream HO2S. As catalyst efficiency deteriorates, its ability to store oxygen declines and the downstream HO2S signal begins to switch more rapidly approaching the switching rate of the upstream HO2S. Once beyond an acceptable limit the DTC is set.
P0442 - EVAP Control System Leak Detected (Small Leak)	The PCM monitors the complete EVAP control system for presence of a small fuel vapor leak. The system failure occurs when a fuel vapor leak from an opening as small as 1.016 mm (0.04 inch) is detected by the EVAP running loss monitor test.	After-market EVAP hardware (such as fuel filler cap) non-conforming to required specifications Small holes or cuts in fuel vapor hoses/tubes Canister vent solenoid stays partially open on closed command Damaged, cross-threaded or loosely installed fuel filler cap Loose fuel vapor hose/tube connections to EVAP system components EVAP system component seals leaking (EVAP canister purge valve, fuel tank pressure sensor, canister vent solenoid, fuel vapor control valve tube assembly or fuel vapor vent valve assembly)
P0443 - EVAP Control System Canister Purge Valve Circuit Malfunction	The PCM monitors the state of the EVAP canister purge valve circuit output driver. The test fails when the signal moves outside the minimum or maximum limit for the commanded state.	VPWR circuit open EVAP canister purge valve circuit shorted to GND Damaged EVAP canister purge valve EVAP canister purge valve circuit open EVAP canister purge valve circuit shorted to VPWR Damaged PCM	To verify normal function, monitor the EVAP canister purge valve signal PID EVAPPDC (or EVMV for electronic valve) and the signal voltage (PCM control side). With the valve closed, EVAPPDC will indicate 0% duty cycle (0 mA for EVMV) and the voltage approximately equal to battery voltage. When the valve is commanded fully open, EVAPPDC will indicate 100% duty cycle (1000 mA for EVMV) and a voltage drop of 3 volts minimum is normal. Output test mode may be used to switch output ON/OFF to verify function.
P0451 - FTP Sensor Circuit Noisy	The fuel tank pressure changes greater than 14 inches of H² 0 in 0.10 seconds.	Intermittent open or short in the FTP sensor or the FTP sensor signal.	Monitor FTP PID and does it change from above 15 inches of H₂ 0 to below a minus (-) 15 inches of H₂ 0 often in 1.0 minute.
P0452 - FTP Sensor Circuit Low Voltage Detected	The PCM monitors the EVAP control system FTP sensor input signal to the PCM. The test fails when the signal average drops below a minimum allowable calibrated parameter.	Contamination internal to FTP sensor connector Damaged PCM FTP circuit shorted to GND or SIG RTN Damaged FTP sensor	FTP V PID reading less than 0.22 volt with key ON and engine OFF or during any engine operating mode indicates a hard fault.
P0453 - FTP Sensor Circuit High Voltage Detected	The PCM monitors the EVAP control system FTP sensor input signal to the PCM. The test fails when the signal average jumps above a minimum allowable calibrated parameter.	FTP circuit open VREF shorted to VPWR Damaged PCM FTP circuit shorted to VREF or VPWR SIG RTN circuit open Damaged FTP sensor	FTP V PID reading greater than 4.50 volts with key ON and engine OFF or during any engine operating mode indicates a hard fault.
P0455 - EVAP Control System Leak Detected (No Purge Flow or Large Leak)	The PCM monitors the complete EVAP control system for no purge flow, the presence of a large fuel vapor leak or multiple small fuel vapor leaks. The system failure occurs when no purge flow (attributed to fuel vapor blockages or restrictions), a large fuel vapor leak or multiple fuel vapor leaks are detected by the EVAP running loss monitor test with the engine running (but not at idle).	After-market EVAP hardware (such as fuel filler cap) non-conforming to required specifications Disconnected or cracked fuel EVAP canister tube, EVAP canister purge outlet tube or EVAP return tube EVAP canister purge valve stuck closed Damaged EVAP canister Damaged or missing fuel filler cap Insufficient fuel filler cap installation Loose fuel vapor hose/tube connections to EVAP system components Blockages or restrictions in fuel vapor hoses/tubes (items also listed under disconnections or cracks) Fuel vapor control valve tube assembly or fuel vapor vent valve assembly blocked Canister vent (CV) solenoid stuck open Mechanically inoperative fuel tank pressure (FTP) sensor	Check for audible vacuum noise or significant fuel odor in the engine compartment or near the EVAP canister and fuel tank.
P0456 - EVAP Control System Leak Detected (Very Small Leak)	The PCM monitors the complete EVAP control system for the presence of a very small fuel vapor leak. The system failure occurs when a fuel vapor leak from an opening as small as 0.508 mm (0.020 inch) is detected by the EVAP running loss monitor test.	Very small holes or cuts in fuel vapor hoses/tubes. Loose fuel vapor hose/tube connections to EVAP system components. EVAP system component seals leaking. (Refer to Possible Causes under DTC P0442).
P0457 - EVAP Control System Leak Detected (Fuel Filler Cap Loose/Off)	A fuel tank pressure change less than a minus (-) 7 inches of H₂ 0 in 30 seconds has occurred after refueling; or there is excessive purge (fuel vapor) flow greater than 0.06 pounds per minute.	Fuel filler cap not installed on refueling (storing continuous memory DTC). Fuel filler cap missing, loose or cross-threaded.	Check for missing fuel filler cap or integrity of the cap. If OK, clear continuous memory DTCs and re-initiate EVAP Emission Running Loss Monitor Drive Cycle.
P0460 - Fuel Level Sensor Circuit Malfunction	The PCM monitors the fuel level input (FLI) circuit for electrical failure. The test fails when the signal moves outside the minimum or maximum allowable calibrated parameters for a specified fuel fill percentage in the fuel tank.	Empty fuel tank Fuel pump (FP) module stuck open Incorrectly installed fuel gauge Damaged instrument cluster CASE GND circuit open FLI shorted to VPWR Damaged PCM Overfilled fuel tank Fuel pump (FP) module stuck closed Damaged fuel gauge FLI circuit open FLI circuit shorted to CASE GND or PWR GND CSE GND shorted to VPWR	Monitor FLI PID and FLI V PID in key ON engine running. FLI PID at 25% fill (with none matching fuel gauge) and FLI V PID less than 0.90 volts [for FLI PID at 75% fill (with none matching fuel gauge) and FLI V PID greater than 2.45 volts] indicates a hard fault.
P0500 - Vehicle Speed Sensor (VSS) Malfunction	Indicates the powertrain control module (PCM) detected an error in the vehicle speed information. Vehicle speed data is received from either the vehicle speed sensor (VSS), transfer case speed sensor (TCSS), anti-lock brake system (ABS) control module, generic electronic module (GEM), or central timer module (CTM). If the engine rpm is above the torque converter stall speed (automatic transmission) and engine load is high, it can be inferred that the vehicle must be moving. If there is insufficient vehicle speed data input, a malfunction is indicated and a DTC is set. On most vehicle applications the malfunction indicator lamp (MIL) will be triggered when this DTC is set.	Open in VSS+/VSS- harness circuit. Open in TCSS signal or TCSS signal return harness circuit. Short to GND in VSS harness circuit. Short to GND in TCSS harness circuit. Short to PWR in VSS harness circuit. Short to PWR in TCSS harness circuit. Open or short in the vehicle speed circuit(s) (VSC) between the PCM and appropriate control module. Damaged VSS or TCSS. Damaged wheel speed sensors. Damaged wheel speed sensor harness circuits. Damage in module(s) connected to VSC/VSS circuit. Damage drive mechanism for VSS or TCSS.	Diagnostic Aids: - Monitor VSS PID while driving vehicle. This DTC is set when the PCM detects a sudden loss of VSS signal over a period of time. If vehicle speed data is lost, check source of where vehicle speed signal originates. Note TCSS does not have a PID, circuitry frequency must be checked for sudden loss of sensor signal.
P0501 - Vehicle Speed Sensor (VSS) Range/ Performance	Indicates the powertrain control module (PCM) detected an error in the vehicle speed information. This DTC is set the same way as P0500, however the malfunction indicator lamp (MIL) is not triggered.	Refer to possible causes for P0500.	Refer to diagnostic aids for P0500.
P0503 - Vehicle Speed Sensor (VSS) Intermittent	Indicates poor or noisy VSS performance. Vehicle speed data is received from either the vehicle speed sensor (VSS), transfer case speed sensor (TCSS), anti-lock brake system (ABS) control module, generic electronic module (GEM), or central timer module (CTM).	Noisy VSS/TCSS input signal from Radio Frequency Interference/Electro- Magnetic Interference (RFI/EMI) external sources such as ignition components or charging circuit. Damaged VSS or driven gears. Damaged TCSS. Damaged wiring harness or connectors. Malfunction in module(s) or circuit connected to VSS/TCSS circuit. After market add-on.	Monitor VSS PID while driving vehicle, check for intermittent vehicle speed indication. Verify ignition and charging system are functioning.
P0503 - Vehicle Speed Sensor (VSS) Intermittent	Indicates poor or noisy VSS performance.	Noisy VSS input signal from Radio Frequency Interference/ Electro-Magnetic Interference (RFI/EMI) external sources such as ignition components or charging circuit. Damaged VSS or driven gears. Damaged wiring harness or connectors. Malfunction in module(s) or circuit connected to VSS circuit.	Verify ignition and charging system are functioning correctly. Check for good VSS (-) to ground.
P0505 - Idle Air Control System Malfunction	The PCM attempts to control engine speed during KOER self-test. The test fails when the desired rpm could not be reached or controlled during the self-test.	IAC circuit open VPWR to IAC solenoid open IAC circuit shorted to PWR Air inlet is plugged Damaged IAC valve Damaged PCM	The IAC solenoid resistance is from 6 to 13 ohms.
P0552 - Power Steering Pressure (PSP) Sensor Circuit Malfunction	The PSP sensor input signal to the PCM is continuously monitored.The test fails when the signal is open or shorted to ground.	PSP sensor damaged SIG RTN circuit open or shorted VREF circuit open or shorted PSP sensor signal circuit open or shorted Damaged PCM	The DTC indicates the PSP sensor circuit is open or shorted to ground.
P0553 - Power Steering Pressure (PSP) Sensor Circuit Malfunction	The PSP sensor input signal to PCM is continuously monitored. The test fails when the signal is shorted to power.	PSP sensor damaged SIG RTN circuit shorted to power VREF circuit shorted to power PSP sensor signal circuit shorted to power Damaged PCM	The code indicates the PSP sensor circuit is shorted to power.
P0602 - Control Module Programming Error	This Diagnostic Trouble Code (DTC) indicates programming error within Vehicle ID block (VID).	VID data corrupted by the scan tool during VID reprogramming	Using the scan tool, reprogram the VID block. If PCM does not allow reprogramming of the VID block, reflashing PCM will be required.
P0603 - Powertrain Control Module KAM Test Error	Indicates the PCM has experienced an internal memory fault. However there are external items that can cause this DTC.	Reprogramming Battery terminal corrosion KAPWR to PCM interrupt/open Loose battery connection Damaged PCM	If KAPWR is interrupted to the PCM because of a battery or PCM disconnect, DTC can be generated on the first power-up.
P0605 - PCM Read Only Memory (ROM) error	The PCM ROM had been corrupted.	An attempt was made to change the calibration Module programming error Physically damaged PCM	Reprogram or update calibration Reprogram VID block (use as built data) Check for other DTC's or drive symptoms for further action
P0703 - Brake Switch Circuit Input Malfunction	Indicates PCM did not receive a brake pedal position (BPP) input.	Open or short in BPP circuit Open or short in stoplamp circuits Damaged PCM Malfunction in module(s) connected to BPP circuit. (Rear Electronic Module [REM] Windstar and LS6/LS8 or Lighting Control Module (LCM) Continental and Town Car. Damaged brake switch Misadjusted brake switch	Check for proper function of stoplamps. Follow correct Self-Test procedures. Refer to Section 2 of Quick Test.
P0704 - Clutch Pedal Position Switch Malfunction	When the clutch pedal is depressed the voltage goes to low. If the PCM does not see this change from high to low the DTC is set.	CPP circuit short to PWR Damaged CPP switch CPP circuit open in the SIGRTN Damaged PCM	When depressing the CPP switch the voltage should cycle from 5.0V down.
P0720 - Insufficient input from Output Shaft Speed sensor	The output shaft speed sensor inputs a signal to the PCM, based on the speed of the output shaft of the transmission. The PCM compares this signal with the signal of the VSS or TCSS and determines correct tire size and axle gear ratio.	OSS sensor circuit short to GND OSS sensor circuit short to PWR OSS sensor circuit open Damaged OSS sensor Damaged PCM	Verify sensor signal output varies with vehicle speed.
P0721 - Noise interference on Output Shaft Speed sensor signal	The output shaft speed sensor signal is very sensitive to noise. This noise distorts the input to the PCM.	Wiring misrouted After market add-on Wiring damaged Wiring insulation wear	Check routing of harness. Check wiring and connector for damage.
P0722 - No signal from Output Shaft Speed sensor	The output shaft speed sensor failed to provide a signal to the PCM upon initial movement of vehicle.	Damaged OSS connector Damaged OSS sensor, or not installed properly Harness intermittently shorted or open
P0723 - Output Shaft Speed sensor circuit intermittent failure	The output shaft speed sensor signal to the PCM is irregular or interrupted.	Harness connector not properly seated Harness intermittently shorted, or open Harness connector damaged OSS sensor damaged, or not installed properly	Verify harness and connector integrity Verify OSS sensor proper installation
P0812 - Reverse Switch (RS) input circuit malfunction	The DTC indicates that the voltage is high when it should be low.	Transmission shift not indicating neutral while in KOEO Self-Test RS circuit short to PWR Damaged reverse switch RS circuit open or short to SIGRTN Damaged PCM	Check RS PID while exercising shift lever in and out of reverse.
P1000 - Monitor Testing Not Complete	The on board diagnostic II (OBD II) monitors are performed during the OBD II Drive Cycle. The DTC will be stored in continuous memory if any of the OBD II monitors do not complete.	Vehicle is new from the factory Battery or PCM had recently been disconnected An OBD II monitor failure had occurred before completion of an OBD II drive cycle PCM DTCs have recently been cleared with a scan tool PTO circuit is shorted to VPWR or B+ or PTO is on during testing	The DTC does not need to be cleared from the PCM except to pass an inspection/maintenance test.
P1001 - KOER Not Able To Complete, KOER Aborted	This Non-MIL (Malfunction Indicator Lamp) code will be set when Key On Engine Running (KOER) Self-Test does not complete in the time intended.	Incorrect Self-Test Procedure. Unexpected response from Self-Test monitors. rpm out of specification.	Rerun Self-Test following QT1 in Section 3 , Symptom Charts, STEP 1: PCM Quick Test.
P1100 - Mass Air Flow (MAF) Sensor Intermittent	The MAF sensor circuit is monitored by the PCM for sudden voltage (or air flow) input change through the comprehensive component monitor (CCM). If during the last 40 warm-up cycles in key ON engine running the PCM detects a voltage (or air flow) change beyond the minimum or maximum calibrated limit, a continuous memory diagnostic trouble code (DTC) is stored.	Poor continuity through the MAF sensor connectors Poor continuity through the MAF sensor harness Intermittent open or short inside the MAF sensor.	While accessing the MAF V PID on the scan tool, lightly tap on the MAF sensor or wiggle the MAF sensor connector and harness. If the MAF V PID suddenly changes below 0.23 volt or above 4.60 volts, an intermittent fault is indicated.
P1101 - Mass Air Flow (MAF) Sensor Out of Self-Test Range	The MAF sensor circuit is monitored by the PCM for an out of range air flow (or voltage) input. If during key ON engine OFF the air flow (or voltage) reading is greater than (GO to Pinpoint Test DC to refer to equivalent grams/second chart [0.27 volt]), the test fails. Likewise, if during key ON engine running an air flow (or voltage) reading is not within (GO to Pinpoint Test DC to refer to equivalent grams/second chart [0.46 volt to 2.44 volts]), the test fails.	Low battery charge MAF sensor partially connected MAF sensor contamination PWR GND open to MAF sensor MAF RTN circuit open to PCM Damaged MAF sensor Damaged PCM	A MAF V PID reading greater than 0.27 volts (KOEO) or a MAF V PID reading outside the 0.46 volt to 2.44 volts range (KOER) indicates a hard fault.
P1109 - Intake Air Temperature 2 Sensor Intermittent	Indicates IAT2 circuit became intermittently open or shorted while engine was running.	Damaged harness Damaged sensor Damaged harness connector Damaged PCM	Monitor IAT2 on scan tool, look for sudden changes in reading when harness is wiggled or sensor is tapped.
P1112 - Intake Air Temperature (IAT) Sensor Intermittent	Indicates IAT sensor signal was intermittent during the comprehensive component monitor.	Damaged harness Damaged sensor Damaged harness connector Damaged PCM	Monitor IAT on scan tool, look for sudden changes in reading when harness is wiggled or sensor is tapped.
P1114 - Intake Air Temperature 2 Circuit Low Input	Indicates the sensor signal is less than Self-Test minimum. The IAT2 sensor minimum is 0.2 volts.	Grounded circuit in harness Improper harness connection Damaged sensor Damaged PCM	Monitor IAT2 PID. Typical IAT2 temperature should be greater than IAT1. Refer to Section 6 : Reference Values for ranges.
P1115 - Intake Air Temperature 2 Circuit High Input	Indicates the sensor signal is greater than Self-Test maximum. The IAT2 sensor maximum is 4.6 volts.	Open circuit in harness Sensor signal short to power Improper harness connection Damaged sensor Damaged PCM	Monitor IAT2 PID. Typical IAT2 temperature should be greater than IAT1. Refer to Section 6 : Reference Values for ranges.
P1116 - Engine Coolant Temperature (ECT) Sensor Out of Self-Test Range	Indicates the ECT sensor is out of Self-Test range. Correct range is 0.3 to 3.7 volts.	Overheating condition Malfunctioning thermostat Damaged ECT sensor Low engine coolant Damaged harness connector Damaged PCM	Engine coolant temperature must be greater than 10°C (50°F) to pass the KOEO Self-Test and greater than 82°C (180°F) to pass the KOER Self-Test.
P1117 - Engine Coolant Temperature (ECT) Sensor Intermittent	Indicates ECT circuit became intermittently open or shorted while engine was running.	Damaged harness Damaged sensor Damaged PCM Damaged harness connector Low engine coolant	Monitor ECT on scan tool, look for sudden changes in reading when harness is wiggled or sensor is tapped.
P1120 - Throttle Position (TP) Sensor Out of Range Low (RATCH too Low)	The TP sensor circuit is monitored by the PCM for a low TP rotation angle (or voltage) input below the closed throttle position through the comprehensive component monitor (CCM). If during key ON engine OFF or key ON engine running the TP rotation angle (or voltage) remains within the calibrated self-test range but falls between 3.42 and 9.85% (0.17 and 0.49 volt), the test fails.	TP circuit with frayed wires Corrosion on TP circuit connectors VREF open to TP sensor VREF short to SIG RTN TP sensor loose pins	A TP PID (TP V PID) between 3.42 and 9.85% (0.17 and 0.49 volt) in key ON engine OFF, continuous memory or key ON engine running indicates a hard fault.
P1121 - Throttle Position (TP) Sensor Inconsistent with MAF Sensor	The PCM monitors a vehicle operation rationality check by comparing sensed throttle position to mass air flow readings. If during key ON engine running self-test the comparison of the TP sensor and MAF sensor readings are not consistent with calibrated load values, the test fails and a diagnostic trouble code is stored in continuous memory.	Air leak between MAF sensor and throttle body TP sensor not seated properly Damaged TP sensor Damaged MAF sensor	Drive vehicle and exercise throttle and TP sensor in all gears. A TP PID (TP V PID) less than 4.82 % (0.24 volt) with a LOAD PID greater than 55% or a TP V PID greater than 49.05% (2.44 volts) with a LOAD PID less than 30% indicates a hard fault.
P1124 - Throttle Position (TP) Sensor Out of Self-Test Range	The TP sensor circuit is monitored by the PCM for an out of range TP rotation angle (or voltage) input. If during key ON engine OFF or key ON engine running the TP rotation angle (or voltage) reading is less than 13.27% (0.66 volt) or greater than 23.52% (1.17 volts), the test fails.	Binding or bent throttle linkage TP sensor not seated properly Throttle plate below closed throttle position Throttle plate/screw misadjusted Damaged TP sensor Damaged PCM	A TP PID (TP V PID) reading not between 13.27 and 23.52% (0.66 and 1.17 volts) in key ON engine OFF or key ON engine running indicates a hard fault.
P1125 - Throttle Position (TP) Sensor Intermittent	The TP sensor circuit is monitored by the PCM for sudden TP rotation angle (or voltage) input change through the comprehensive component monitor (CCM). If during the last 80 warm-up cycles in key ON engine running the PCM detects a TP rotation angle (or voltage) changes beyond the minimum or maximum calibrated limit, a continuous diagnostic trouble code (DTC) is stored.	Poor continuity through the TP sensor connectors Poor continuity through the TP harness Intermittent open or short inside the TP sensor	While accessing the TP V PID on the scan tool, lightly tap on the TP sensor or wiggle the TP sensor connector and harness. If the TP V PID suddenly changes below 0.49 volt or above 4.65 volts, an intermittent fault is indicated.
P1127 - Exhaust Not Warm Enough, Downstream Sensor Not Tested	The HEGO monitor uses an exhaust temperature model to determine when the HO2S heaters are cycled ON. The test fails when the inferred exhaust temperature is below a minimum calibrated value.	Engine not operating long enough prior to performing KOER self-test. Exhaust system too cool.	Monitor HO2S Heater PIDs to determine their ON/OFF state. DTC P1127 will be present if the exhaust is not hot.
P1128 - Upstream Oxygen Sensors Swapped from Bank to Bank (HO2S-11-21)	The HEGO monitor checks and determines if the HO2S signal response for a fuel shift corresponds to the correct engine bank. The test fails when a response from the HO2S(s) being tested is not indicated.	Crossed HO2S harness connectors (upstream). Crossed HO2S wiring at the harness connectors (upstream). Crossed HO2S wiring at the 104-pin harness connectors (upstream).
P1129 - Downstream Oxygen Sensors Swapped from Bank to Bank (HO2S-12-22)	The HEGO monitor checks and determines if the HO2S signal response for a fuel shift corresponds to the correct engine bank. The test fails when a response from the HO2S(s) being tested is not indicated.	Crossed HO2S harness connectors (downstream). Crossed HO2S wiring at the harness connectors (downstream). Crossed HO2S wiring at the 104-pin harness connectors (downstream).
P1130 - Lack of HO2S-11 Switch, Fuel Trim at Limit	The HEGO Sensor is monitored for switching. The test fails when the HO2S fails to switch due to circuit or fuel at or exceeding a calibrated limit.	Electrical: Short to VPWR in harness or HO2S Water in harness connector Open/Shorted HO2S circuit Corrosion or poor mating terminals and wiring Damaged HO2S Damaged PCM Fuel System: Excessive fuel pressure Leaking/contaminated fuel injectors Leaking fuel pressure regulator Low fuel pressure or running out of fuel Vapor recovery system Induction System: Air leaks after the MAF Vacuum Leaks PCV system Improperly seated engine oil dipstick EGR System: Leaking gasket Stuck EGR valve Leaking diaphragm or EVR Base Engine: Oil overfill Cam timing Cylinder compression Exhaust leaks before or near the HO2S(s)	A fuel control HO2S PID switching across 0.45 volt from 0.2 to 0.9 volt indicates a normal switching HO2S.
P1131 - Lack of HO2S-11 Switch, Sensor Indicates Lean	A HEGO sensor indicating lean at the end of a test is trying to correct for an over-rich condition. The test fails when the fuel control system no longer detects switching for a calibrated amount of time.

Steve :

sorry wrong code same repaire

Steve :

replace the 02 sensor in front of manifold

Steve :

P1550 - Power Steering Pressure (PSP) Sensor Malfunction

The PSP sensor input signal to PCM is continuously monitored. The test fails when the signal falls out of a maximum or minimum calibrated range.

Steve :

you did not turn the steering wheel during the test

Steve :

nothing wrong

Steve :

P1703 - Brake Switch Out of Self-Test Range

Indicates that during Key On Engine Off (KOEO) Self-Test, BPP signal was high. Or during Key On Engine Running (KOER) Self -Test, the BPP signal did not cycle high and low.

Steve :

you did not step on the brake during the test nothing wrong

Steve :

when preforming the koer test need to turn the steering wheel and press on the brake

Steve :

you only need a02 sensor

Customer :

when should i have stepped on the brake or turned the wheel? never got any prompt to do so. I thought I just had to select to start the test and let it run.

Steve :

no you need to do it during the test

Steve :

just replace the 02 sensor before the exhaust and you will be good

Steve :

after the exhaust manifold

Customer :

ok..... i will try that and get back to you.....thanks

Steve :

your welcome

Steve :

please hit the green accept button so I may get credit thanks

Steve :

you can get back to me on this chat after hitting the green accept button

Expert Type	Ford Technician
Category:	Ford
Pos. Feedback:	97.8 %
Accepts:	4267
Answered:	12/24/2010

Experience: 25 years working for Ford dealer. Ford Master tech.

Ask this Expert a Question >

Customer replied 838 days and 2 hours ago.

Ok..... that cleared everything out, but I still have a problem with it missing while driving at a steady speed. Has plenty of power and accelerates fine. Just replaced the timing belt which had shredded, was trying to get the codes because i thought it may have been a timing issue, and some friends had told me that it would throw the check engine light on if the cams were out.

Expert: Steve replied 838 days ago.

I would check or replace the spark plugs and the plug wires.

If it is a ztech engine or two cam engine you had to remove the valve cover to replace the belt. Make sure cyl #4 plug wire is on the plug. If not installed first #4 plug wire than it may not be contacting the plug causing the miss.

If ok replace the plugs and wires

6 Ford Mechanics are Online Right Now

Ford Questions	Date Submitted
F150: I have a Ford 2013 F150 and have installed a set of Air	4/10/2013
Ford Fiesta Zetec: Battery removed on Ford Fiesta. Need code	4/10/2013
Expedition: I was wondering why my Temp Gauge on my cluster	4/10/2013
G	4/10/2013
2005 Ford Focus SE: High beams will stay on when keeping pressure	4/10/2013
I am driving a 2013 Ford E-350 with 5.4L gas engine. I have	4/10/2013
ford: i have a 2004 ford expedition. 175K miles. bad, bad whine	4/10/2013
F450: My 2009 Ford F450 with Triton motor is having starter	4/10/2013
2008 taurus SES: how do i disconnect the electronic transmission	4/10/2013
Ford ranger Edge: I have a ford ranger 2004 6 cyls, when I	4/9/2013