Hey guys, friend of mine washed the engine on his 2004 F150, 4X4 with 4.6.

Wouldn't start in the morning, put scanner on and got the following codes:

P2111: throttle actuator ctrl system-stuck open
P2104: throttle actuator ctrl system-forced idle
P2110: throttle actuator ctrl system-forced limited rpm
P0223: TPS switch a circuit low input
P0122: TPS switch b circuit high input

I would think that water has caused a problem which causes the P2111 code, and it in turn has set off the other codes. I may be wrong on that.

We cleaned and blew out the connectors to the TPS, the actuator motor on the throttle body and the 3 big ones that go to the CPU. It will start and idle rough but that's all it will do. Won't recognize any throttle input.

TPS reading using live data from the scanner says that the TPS is at 96%, which means either a bad TPS or maybe that's what it reads when the actuator is stuck open?? I took the intake hose off and worked the valve back and forth, it returns to closed position on it's own, so it isn't physically stuck open with the key off. Maybe when key is on, it flicks itself open, I didn't check.

Any help here??

Thanks alot in advance,

Brent in Timmins Ontario.

 

According to the service manual a P2111 code can be caused by cross wired TAC circuits or a shorted harness and a bad PCM.
The lower number codes indicate the ETC sensors may be hosed. Judging from the service manual it looks like the 0223 and 0122 might be causing the P2111, the other 2104 and 2110 are from the 2111. Anywho the manual says to start with the ETC sensors first and work your way back to the PCM code.

Bummer. Engine washing stories scare the you know what outta me. Sometimes if you're lucky it's just a shorted coil other times it can be a lot more serious. Good luck, I hope it dries up and goes back to normal.

 

Don't know if this helps or not:

"This fault exhibits a symptom of limited power. A TP2 PlO (IP V PID) reading greater than 93% (4.65 volts) in key on engine off (KCEO), continuous memory, or key on engine ninning (KOER) indicates a hard fault."

 

Did you clear the codes and see what happened? And are you aware that there are 2 TPS signal, TP1 read 5-0 volts and TP2 reads 0-5 volts.

 

Thanks alot for the quick replies guys. Ok, 2 throttle position sensors... one at the pedal and one at the throttle body? Where does the throttle valve servo get its message from to open the valve? From the TPS?? Or does the TPS simply tell the computer how far the servo has opened the throttle. What I'm getting at is if the TPS is bad, then it could be the cause of my grief. If it is telling the servo to open the valve all the way, then that would conflict with the reading that the pedal sensor is sending and cause the fault. Am I way off base here and wishful thinking?

Thanks again, I'm gonna go look at the throttle valve with the key on and see if it is opened up when powered up.

Brent.

 

I did try to clear the codes, but they came back immediately with key on. I guess my next question is which is TP1 and which is TP2??

 

There are 2 TP's in the TPS on the throttle body. The accelerator pedal has 3 position sensors.

 

I have posted the diagrams from the service manual for the 4.6 TPS in my gallery. I believe the TPS a feedback indication of postion of the throttle plate. Can you probe the TPS wires to get a voltage reading? This will tell you if the PCM is reading the TPS correctly. 96% would be almost 5 volts. I hope it's just the TPS sensor. One of the troubleshooting possible causes is the PCM itself.

I also added the electrical drawing that shows the PCM, TPS, ETC and other items. PM me if you can get a good look at them.

If you need detailed TDC troubleshooting let me know, I can e-mail you additional pictures and procedures....

 

Brent...as promised. Hope these help with the Gremlins!

 

And another...

The ETC strategy uses pedal position sensors as an input to determine the driver demand.

1. There are 3 pedal position signals required for system monitoring. APP1 has a negative slope (increasing angle, decreasing voltage) and APP2 and APP3 both have a positive slope (increasing angle, increasing voltage). During normal operation APP1 is used as the indication of pedal position by the strategy.
2. There are 2 VREF circuits, 2 signal return circuits, and 3 signal circuits (a total of 7 circuits and pins) between the PCM and the APP sensor assembly.

1. The pedal position signal is converted to pedal travel degrees (rotary angle) by the PCM. The software then converts these degrees to counts, which is the input to the torque based strategy.
2. The 3 pedal position signals make sure the PCM receives a correct input even if 1 signal has a fault. The PCM determines if a signal is incorrect by calculating where it should be, inferred from the other signals. A value will be substituted for an incorrect signal if 2 of the 3 signals are incorrect.

 

Hey guys, does anyone know what the TPS is supposed to show at idle? I know on all older stuff, it's between .5v and .9v

I suspect something is up with the TPS on my '05 Expedition, but cannot find the spec. The voltage sweep is smooth and linear throughout the throttle travel, but my one TPS sensor is reading 1.3V at idle (high?) sweeps up to 4.56v WOT, and the other starts around 4.5V, sweeping down to 1.3V at WOT

 

Anyone? Want to test yours and compare?

 

bump .................................

 

I JUST FINISHED WORKING ON A 2004 FORD EXPLORER IT WAS THROWING P2100 P2104 P2107 P2110 AND P2111. AFTER SOME INVESTIGATION WE DECIDED TO REPLACE THE; (TCM) THROTTLE CONTROL MOTOR. WE CLEANED THE THROTTLE BODY WHILE WE HAD IT OUT. WE REINSTALLED IT. THEN CLEARED THE CODES. IT FIRED RIGHT UP AND NO MORE CODES. RUNNING VERY SMOOTH NOW. ONE THING TO THINK ABOUT. THE OWNER SAID THE VEHICAL WAS SLIGGISH UP TO THIS POINT
I THINK THAT IT MAY BE A INDICATOR THAT THE (TCM) WAS FAILING. HOPE THIS HELPS.

 

Pls I am having the same problem with code 2014 & 2112, I have change virtually many things but will not still work.
The car can start but can not fire or accelerate