New info for everyone. When the 05e16 flash came out the ECM started looking for EGR flow on all 6.0's even the 03-04 models. If the MAF does not see a change in flow when the EGR is open it will assume something is wrong and use a different fuel table decreasing millage and performance. On the 03-04 this will not set a CEL but you are still using an "EPA Mode" The 05+ trucks have a different ECM that will set a CEL.


Actually I am unable to determine if it is a different table or if the ECM is just capping the table. <O


This is a federal regulation to insure that the NOx reduction system is working. IF the system is not working then the software reduces max combustion temps to reduce NOx.

SCT at this time cannot access the "EPA Mode" tables. They can turn off the CEL but not the table jump. Also this flash removed the exhaust back pressure sensor from the strategy.

This EPA regulation affects all US diesel lightduty motors, not just ford.

Point of interest!! Do you remember about 18 months ago we had a recall for a new ECM code and if you did not get the code in some states (California and Massachusetts) you could not license your truck?? Well that was when we got the EGR code.

<O

Another thing about EGR valves, the spring is rated at about 30PSI difference, as the spring ages it will lose its strength. Under high boost you can lose performance because it is letting boost flow into the exhaust.

Nitrogen oxides, or NOx, is the generic term for a group of highly reactive gases, all of which contain nitrogen and oxygen in varying amounts. Many of the nitrogen oxides are colorless and odorless. However, one common pollutant, nitrogen dioxide (NO2) along with particles in the air can often be seen as a reddish-brown layer over many urban areas
Nitrogen oxides form when fuel is burned at high temperatures, as in a combustion process. The primary manmade sources of NOx are motor vehicles, electric utilities, and other industrial, commercial, and residential sources that burn fuels. NOx can also be formed naturally.<O

 

Say what? The MAF (mass air flow) sensor is upstream of the EGR valve (at least it is on my truck). EGR operation (or lack thereof) should have no effect on MAF readings.

Are you instead thinking of the MA-P- (manifold absolute pressure) sensor?

-blaine

 

Nope the MAF, the maf is looking at the amount of air entering the engine. When the EGR opens the amount of air should drop.

 

Sounds interesting, this may actually backup the claim by SPARTAN that the EGR operation does affect mileage.

Where did you come across this info?

 

I have an 05 and got the 05e16 flash when it came out. stupid me. If I disconect the egr with the stock tune or a tune with the egr on the cel doesn't come on untill the second ignition cycle. Would the ecm wait untill the 2nd ing cycle before going into epa mode or would it happen right away? With the scangauge it would be easy enough clear the code every time but would that reset to many of the learned parameters to make it worthwhile?

 

I use to work for a lab that has access to the ECM code. Yesterday I called and talked to a friend that still works there.

 

Good question. I would guess that it is waiting for the learned drive cycle to complete.

 

Ford Motor Company Driving Cycle
Description of OBDII Drive Cycle
The following procedure is designed to execute and complete the OBDII monitors and to clear the Ford P1000, I/M readiness code. To complete a specific monitor for repair verification, follow steps 1 through 4, then continue with the step described by the appropriate monitor found under the "OBDII Monitor Exercised" column. When the ambient air temperature is outside 4.4 to 37.8°C (40 to 100° F), or the altitude is above 2438 meters (8000 feet), the EVAP monitor will not run. If the P1000 code must be cleared in these conditions, the PCM must detect them once (twice on some applications) before the EVAP monitor can be "bypassed" and the P1000 cleared. The Evap "bypassing" procedure is described in the following drive cycle.

The OBDII Drive Cycle will be performed using a scan tool. Consult the instruction manual for each described function. NOTE: A detailed description of a Powertrain Control Module (PCM) Reset is found in this section, refer to the table of contents.

Drive Cycle Recommendations:

Most OBDII monitors will complete more readily using a "steady foot" driving style during cruise or acceleration modes. Operating the throttle in a "smooth" fashion will minimize the time required for monitor completion.
Fuel tank level should be between 1/2 and 3/4 fill with 3/4 fill being the most desirable.
The Evaporative Monitor can only operate during the first 30 minutes of engine operation. When executing the procedure for this monitor, stay in part throttle mode and drive in a smooth fashion to minimize "fuel slosh".
WARNING
STRICT OBSERVANCE OF POSTED SPEED LIMITS AND ATTENTION TO DRIVING CONDITIONS ARE MANDATORY WHEN PROCEEDING THROUGH THE FOLLOWING DRIVE CYCLES.

For best results, follow each of the following steps as accurately as possible:



OBDII Monitor
Exercised Drive Cycle Procedure
Purpose of
Drive Cycle Procedure
Drive Cycle
Preparation 1. Install scan tool. Turn key on with the engine off. Cycle key off, then on. Select appropriate Vehicle & Engine qualifier. Clear all DTC's/ Perform a PCM Reset. Bypasses engine soak timer. Resets OBDII Monitor status.
2. Begin to monitor the following PIDs: ECT, EVAPDC, FLI (if available) and TP MODE.
Start vehicle WITHOUT returning to Key Off.
3. Idle vehicle for 15 seconds. Drive at 64 Km/h (40 MPH) until ECT is at least 76.7°C (170° F).
Prep for Monitor Entry 4. Is IAT within 4.4 to 37.8°C (40 to 100° F)? If Not, complete the following steps but, note that step 14 will be required to "bypass " the Evap monitor and clear the P1000. Engine warm-up and provide IAT input to the PCM.
HEGO 5. Cruise at 64 Km/h (40 MPH) for up to 4 minutes. Executes the HEGO monitor.
EVAP 6. Cruise at 72 to 104 Km/h (45 to 65 MPH) for 10 minutes (avoid sharp turns and hills) Note, to initiate the monitor: TP MODE should =PT, EVAPDC must be >75%, and FLI must be between 15 and 85% Executes the EVAP Monitor (If IAT is within 4.4 to 37.8° (40 to 100°F))
Catalyst 7. Drive in stop and go traffic conditions. Include five different constant cruise speeds, ranging from 40 to 72 Km/h (25 to 45 MPH) over a 10 minute period. Executes the Catalyst Monitor.
EGR 8. From a stop, accelerate to 72 Km/h (45 MPH) at 1/2 to 3/4 throttle. Repeat 3 times. Executes the EGR Monitor.
SEC AIR/CCM (Engine) 9. Bring the vehicle to a stop. Idle with transmission in drive (neutral for M/T) for 2 minutes. Executes the ISC portion of the CCM.
CCM (Trans) 10. For M/T, accelerate from 0 to 80 Km/h (o to 50 MPH), continue to step 11. For A/T, from a stop and in overdrive, moderately accelerate to 80 Km/h (50 MPH) and cruise for at least 15 seconds. Stop vehicle and repeat without overdrive to 64 Km/h (40 MPH) cruising for at least 30 seconds. While at 64 Km/h (40 MPH) , activate overdrive and accelerate to 80 Km/h (50 MPH) and cruise for at least 15 seconds. Stop for at least 20 seconds and repeat step 10 five times. Executes the transmission portion of the CCM.
Misfire & Fuel Monitors 11. From a stop, accelerate to 104 Km/h (65 MPH). Decelerate at closed throttle until 64 Km/h (40 MPH) (no brakes). Repeat this 3 times. Allows learning for the misfire monitor.
Readiness Check 12. Access the ON-Board System Readiness (OBDII monitor status) function on the scan tool. Determine whether all non-continuous monitors have completed. If not, go to step 13. Determines if any monitor has not completed.
Pending Code Check and Evap Monitor "Bypass" Check 13. With the scan tool, check for pending codes. Conduct normal repair procedures for any pending code concern. Otherwise, rerun any incomplete monitor.
Note: if the EVAP monitor is not complete AND IAT was out of the 4.4 to 37.8° C (40 to 100° F) temperature range in step #4, or the altitude is over 2438 m. (8000 ft.), the Evap "bypass" procedure must be followed.
Proceed to step 14. Determines if a pending code is preventing the clearing of P1000.
Evap Monitor "Bypass" 14. Park vehicle for a minimum of 8 hours. Repeat steps 2 through 12. DO NOT REPEAT STEP 1. Allow the "bypass" counter to increment to two.



Reprinted on OBDII web site courtesy of Ford Motor Company
© Ford Motor Company

 

To minimize the occurrence of false MIL lamps, the OBDII system is programmed so that the MIL lamp only comes on if a certain kind of fault has been detected twice under the same driving conditions. With other faults (those that typically cause an immediate and significant jump in emissions), the MIL light comes on after only a single occurrence. So to correctly diagnose a problem, it is important to know what type of code you are dealing with.

Type A diagnostic trouble codes are the most serious and will trigger the MIL lamp with only one occurrence. When a Type A code is set, the OBDII system also stores a history code, failure record and freeze frame data to help you diagnose the problem.

Type B codes are less serious emission problems and must occur at least once on two consecutive trips before the MIL lamp will come on. If a fault occurs on one trip but does not happen again on the next trip, the code won't "mature" and the light will remain off. When the conditions are met to turn on the MIL lamp, a history code, failure record and freeze frame data are stored the same as with Type A codes.

A drive cycle or trip, by the way, is not just an ignition cycle, but a warm-up cycle. It is defined as starting the engine and driving the vehicle long enough to raise the coolant temperature at least 40 degrees F (if the startup temperature is less than 160 degrees F).

Once a Type A or B code has been set, the MIL will come on and remain on until the component that failed passes a self-test on three consecutive trips. And if the fault involved something like a P0300 random misfire or a fuel balance problem, the light will not go out until the system passes a self-test under similar operating conditions (within 375 rpm and 10% of load) that originally caused it to fail. That is why the MIL lamp will not go out until the emissions problem has been repaired. Clearing the codes with a scan tool or disconnecting the powertrain control module power supply will not prevent the lamp from coming back on if the problem has not been fixed. It may take one or more driving cycles to reset the code, but sooner or later the MIL lamp will go back on if the problem is still there.

Likewise, the MIL won't necessarily go on if you intentionally disconnect a sensor. It depends on the priority ranking of the sensor (how it affects emissions), and how many driving cycles it takes for the OBDII diagnostics to pick up the fault and set a code.

As for Type C and D codes, these are non-emissions related. Type C codes can cause the MIL lamp to come on (or illuminate another warning lamp), but Type D codes do not cause the MIL lamp to come on.

 

KRDiesel. I work for a Saturn dealer and deal with this every day. Through GM you can find out what specific action is taken by the ecm for each code that is set. Do you have access to this infomation from Ford for the action that is taken when each of the codes set when the egr is unplugged?

 

Well I don't understand all of that. can you tell me what it mean in plan english. or does it mean that I need to plug the EGR back in and install my egr delete pipe to get
my mileage to go back up or go higher . or what.

 

I plan on putting in an egr delete pipe in also but I don't think that will solve the problem. The pcm will still see the low flow condition. Sounds like we need to fool the maf sensor when the egr is comanded open.

 

My questions about all of this are. 1) How do I know what flash I have? and 2) How do I know if the truck has gone into limp mode?

I unplugged the EGR a couple of days ago. I got a couple of codes, but I didn't notice any particular change in how the truck runs. I haven't driven it enough to really notice much though.

 

Just a thought. What about using an egr delete up pipe with the section going to the egr cooler cut off and leaving the back of the egr cooler open to fresh air. Leave the egr plugged in and turned on so that fresh air would be pulled in instead of exhaust.

 

Fresh unfiltered air???