Continental 2000-2002

EEC-V Systems

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Clearing Codes



Continuous Memory Codes

These codes are retained in memory for 40 warm-up cycles. To clear the codes for the purposes of testing or confirming repair, perform the code reading procedure. When the fault codes begin to be displayed, de-activate the test by either disconnecting the jumper wire (meter, MIL or message center) or releasing the test button on the hand scanner. Stopping the test during code transmission will erase the Continuous Memory. Do not disconnect the negative battery cable to clear these codes; the Keep Alive memory will be cleared and a new code, 19, will be stored for loss of PCM power.

Keep Alive Memory

The Keep Alive Memory (KAM) contains the adaptive factors used by the processor to compensate for component tolerances and wear. It should not be routinely cleared during diagnosis. If an emissions related part is replaced during repair, the KAM must be cleared. Failure to clear the KAM may cause severe driveability problems since the correction factor for the old component will be applied to the new component.

To clear the Keep Alive Memory, disconnect the negative battery cable for at least 5 minutes. After the memory is cleared and the battery reconnected, the vehicle must be driven at least 10 miles so that the processor may relearn the needed correction factors. The distance to be driven depends on the engine and vehicle, but all drives should include steady-throttle cruise on open roads. Certain driveability problems may be noted during the drive because the adaptive factors are not yet functioning.

General Information



The Powertrain Control Module (PCM) is given responsibility for the operation of the emission control devices, cooling fans, ignition and advance and in some cases, automatic transmission functions. Because the EEC-V oversees both the ignition timing and the fuel injection operation, a precise air/fuel ratio will be maintained under all operating conditions. The PCM is a microprocessor or small computer that receives electrical inputs from several sensors, switches, and relays on and around the engine.

Based on combinations of these inputs, the PCM controls various output devices concerned with engine operation and emissions. The control module relies on the signals to form a correct picture of current vehicle operation. If any of the input signals is incorrect, the PCM reacts to whatever picture is painted for it. For example, if the coolant temperature sensor is inaccurate and reads too low, the PCM may see a picture of the engine never warming up. Consequently, the engine settings will be maintained as if the engine were cold. Because so many inputs can affect one output, correct diagnostic procedures are essential on these systems.

One part of the PCM is devoted to monitoring both input and output functions within the system. This ability forms the core of the self-diagnostic system. If a problem is detected within a circuit, the control module will recognize the fault, assign it an Diagnostic Trouble Code (DTC), and store the code in memory. The stored code(s) may be retrieved during diagnosis.

While the EEC-V system is capable of recognizing many internal faults, certain faults will not be recognized. Because the control module sees only electrical signals, it cannot sense or react to mechanical or vacuum faults affecting engine operation. Some of these faults may affect another component which will set a code. For example, the PCM monitors the output signal to the fuel injectors, but cannot detect a partially clogged injector. As long as the output driver responds correctly, the computer will read the system as functioning correctly. However, the improper flow of fuel may result in a lean mixture. This would, in turn, be detected by the oxygen sensor and noticed as a constantly lean signal by the PCM. Once the signal falls outside the pre-programmed limits, the control module would notice the fault and set an trouble code.

Additionally, the EEC-V system employs adaptive fuel logic. This process is used to compensate for normal wear and variability within the fuel system. Once the engine enters steady-state operation, the control module watches the oxygen sensor signal for a bias or tendency to run slightly rich or lean. If such a bias is detected, the adaptive logic corrects the fuel delivery to bring the air/fuel mixture towards a centered or 14.7:1 ratio. This compensating shift is stored in a non-volatile memory which is retained by battery power even with the ignition switched OFF . The correction factor is then available the next time the vehicle is operated.

Malfunction Indicator Lamp (MIL)

The Malfunction Indicator Lamp (MIL) is located on the instrument panel. The lamp is connected to the PCM and will alert the driver to certain malfunctions within the EEC-V system. When the lamp is illuminated, the PCM has detected a fault and stored a DTC in memory.

The light will stay illuminated as long as the fault is present. Should the fault self-correct, the MIL will extinguish but the stored code will remain in memory.

Under normal operating conditions, the MIL should illuminate briefly when the ignition key is turned ON . This is commonly known as a prove-out. As soon as the PCM receives a signal that the engine is cranking, the lamp should extinguish. The lamp should remain extinguished during the normal operating cycle.

Reading Codes





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Fig. When using a scan tool, make sure to follow all of the manufacturer's instructions carefully to ensure proper diagnosis

The EEC-V equipped engines utilize On Board Diagnostic II (OBD-II) DTC's, which are alpha-numeric (they use letters and numbers). The letters in the OBD-II DTC's make it highly difficult to convey the codes through the use of anything but a scan tool. Therefore, to read the codes on these vehicles it is necessary to utilize an OBD-II compatible scan tool.

Since each manufacturers scan tool is different, please follow the manufacturer's instructions for connecting the tool and obtaining code information.

 
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