I honestly don't know. I've not run that test with AE. You've read the operating conditions in the manual, and all the conditions are met right? If so, I'd suspect the unit itself and I'd try to find another truck to check it in. At the very least that could confirm or rule out the unit as bad.

 

YES. It is normal. No need to keep stressing.

At rest, with my foot completely off the accelerator pedal, my voltage is .58v. That is only 0.04v different than yours. On another concurrent thread, member name "bulla" measured .62v, which is exactly the same as yours. It doesn't mean that the throttle is in a "partial state" as you put it. It is how the system is designed to work.

Depressing the accelerator pedal, my IVS switch point occurs at .77v.
Maximum voltage attainable with my pedal mashed to the floor is 3.74v.

These measurements were taken with a Ford factory scan tool on a stock PCM with no calibration modifications.

It's normal.

 

You haven't answered this question for us. You say you set the parking brake, but the question is, did the idiot light on the instrument cluster also illuminate when you set the parking brake. It is the light that is important to the AIC, not the physical setting of the parking brake itself. The idiot light circuit is the only way the AIC can "know" that the parking brake has been set. Have you specifically looked for this dashboard light to come on when you set the parking brake? It can go on and off intermittently. Before digging any further with your AE, I would look at the instrument cluster for that light, based on real world experience.

 

This discussion reminds me of a final exam in an electronics lab course. A lamp was not illuminated-what is the cause, ie logic controller output bad, etc. Most of the class did not notice the small piece of tape covering the contacts on the lamp. Once in a great while, we should check for the simple causes first. Y2K and Pikachu, maybe you should use more of that there bright red print! Larry

 

Yes the lamp illuminates, I didnt respond to that question because it was obvious to me, I set my parking brake several times a day and the little red lamp always illuminates.

 

LOL!


Back to the OP's question...

There are several versions of Ford APCMs, and how they may differ I do not entirely know. Some were for Econolines, including ambulances and cutaways for small transit buses. Some of the cutaway Econoline versions were "limited function", as I've ridden on many a airport cutaway with one during the years before those buses were retired. Another was issued for the 94-97 PSD F-Series.

There were two types of APCMs issued for the 99-03 F-Series Super Duty. You said you have an "enhanced" version. Does that mean you have...

1. The first version issued for the 1999 up SuperDuty (as installed in my 2000 F-550 in the photo below) shown here:



2. The latest and last version (as it arrived in the box with a new 2003 F-550 that I ordered in late 2002), that has the additional PTO button, as seen in the original shipping box here:



I suspect that you have version 2, and now I wonder if there is a compatibility issue with the circuits that has to do with the major wiring change in 2002? I received Version 2 with my 2003 truck order, and received Version 1 with my 2000 truck. The truck wiring is different between 1999-2001 versus 2002-2003, and the APCM's issued by Ford for those respective years also just so happened to be different.

I do not know if there is a correlation between these observations and your issue or not. It could be that the APCM wiring circuits in the truck all carried over during the 2002 model year wiring change. But it also could be that some of the circuits didn't change, while others did. The fact that the APCM was revised for 2002-2003 could be considered an indication of this, but it is not proof.

Now that you have ruled out the brake switch (for our sake), and per your original post you put the rig in Park, it seems that the low hanging fruit has been plucked in this diagnosis, leading me to wonder about the differences in truck wiring and versions of APCMs above.

One other remote possibility comes to mind: Where did you get the APCM? Used? Craigslist? eBay? Forum member? If not new, I wonder if it was malfunctioning during the previous owner's possession, and that was why it was sold? Both of my APCM's came directly from Ford, and were plug and play, but for the e brake pedal switch mentioned earlier.

Ah, one more totally off the wall idea just occurred to me. Have you had the cruise control brake pedal master cylinder diaphragm switch RECALL done? If that diaphragm switch fails, that might be equivalent to sending a constant service brake pedal is applied signal to the APCM. I haven't researched that. I'm just brainstorming ideas to rule out.

 

I have the first version shown in your top picture. I"ll check that switch on the master cylinder, as I had the recall done. Thanks

 

I have the later model APCM in my 2000 F250 and it works fine. I would think that means that they should interchange.

 

Tested the master cylinder switch and its ok. When it the control powers up its like it does a self check, all the lights light up and then the charge and rpm red lights go out.

 

Set the brake, push the voltage button, then the big ford button. should rev up. Give that a try.

 

"voltage button"???

Where's that one at? Do you mean the Charge Protect button?

On my APCM in the first picture (v.1 above) which the OP says he has, pressing the Charge Protect button alone, without pressing any other button, is enough to elevate the RPMs to achieve 14.2v alternator charging.

On version 1, the big Ford Oval button needs to be pressed to engage/disengage user selectable elevated RPM control, but is not needed to engage the Charge Protection feature.

 

arcticatdan, I tried that combination, no luck. It just dont make any sense why AE would say that throttle is partial under the throttle position state, can anybody else with an AE see what there trucks read? Thanks

 

This question was answered earlier in your thread. Maybe you missed iit?

.62 volts at idle (or KOEO for that matter), with no foot on the accelerator, is normal.

 

I realize this, I was just curious if this was seen by anybody else when looking at this paticular parameter on there truck with AE. Sorry if I confused you Y2KW57.

 

When you set the the charge protection button does the red light blink the whole time it is set? If it does the Idle control is working but not getting the info to the engine.