A common problem diagnosing no codes misfires on ford vehicles, is usually there is no misfire data PIDS on many generic scan tools.

One way to overcome this problem if you have a minor  misfire from a bad spark plug , spark plug wires, coil pack, or maybe even plugged up EGR passages,  that the ECM does not record a code or pending code, would be to access mode 6 data.

On a Vetectronic Mastertech like mine.

1) Select Generic OBD II.   2) Select OBD functions.  3) Select #5 System test. (see 1st pic)

4) Select  # 2 Other Results (see 2nd pic)

5) Select T.I.D. $53 (Test ID#) C.I.D. ( Component ID )   $01 Trough $06 (cylinders # 1 to #6 ) see 3rd pic.

6) T.I.D. $53 C.I.D. $02 shows Min 0, Max 21504 Current 2186

7) According to Engine performance>Mode 6> Misfire monitor > figure #2

Conversion would be the  Current value of  2186  (X) .000015 = .03279 % misfire.

Not enough to set a code but enough to feel intermittent misfire. see 4th picture.

As you go through all the TIDS and CIDS for each cylinder you can find out which specific cylinder is misfiring. Notes: On other scan tools like snapon on you may have to enter the TID # and CIDS numbers maually to see the data.

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Tip: No Code Misfire diagnoses using (MODE 6)
Vehicle: 2003 Ford Windstar LX
Category/Subcategory: Engine Performance / Testing and Diagnostics
Title/Heading: SELF-DIAGNOSTICS - CNG, FLEX-FUEL & GASOLINE / SELF-DIAGNOSTIC SYSTEM
Posted By: Tim__G
Shop: JAYS CAR REPAIR
Date: 7/22/2008

It is fuel injected strait 6 motor with a single ignition coil firing the distributer, with the coil driver in the pcm. The pcm recieves signal from the crank and “cyl id sensor” to properly fire the coil at the right time, as stated in one of the articles.

Well it had a very weak spark coming out of the coil, So i replaced the coil. No luck. Tested primary and secondary resistance of both old and new coils. Secondary was good, primary was 6000 on both old and new coils.(should be 8000 to 10000) So I ordered a Bosch coil, same resistance, same problem, no start, weak spark. Pcm power and grounds were all ok,  Make a long story short, PCM was at fault(DUH) There is no info on testing pcm on this bmw, so here is where the tip comes from.

Old pcm from terminal number 1 to body ground had 251 ohms resistance.(you can check this from signal wire from coil also, cause it feeds to #1 terminal)

New or reman PCM has 150000 ohms resistance from terminal #1 to body ground.

Terminal 1 is the spark control or “Driver” for the coil.

And all 3 coils i have here all test 6000-6500 ohms resistance on secondary circut even though article says 8000 to 10000 ohms. I left the new bosch in it, swapped out fuel soaked plugs and OE wires with new ones, and she is a runnin pretty good.
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Tip: no start, very weak spark
Vehicle: 1989 BMW 325i
Category/Subcategory: Engine Performance / Testing and Diagnostics
Title/Heading: TESTS W/O CODES / INTRODUCTION
Posted By: Marv C.
Shop: TIRE KINGDOM 169
Date: 7/11/2008

05 Ford Five Hundred customer brought in not moving…..found flywheel has pulled converter out of pump…new ford flywheel pushes converter back into pump…not sure of how many years this will work but always look for it
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Tip: TRANS DOES NOT MOVE
Vehicle: 2005 Ford Five Hundred SEL
Category/Subcategory: Transmission / Automatic Trans
Title/Heading: AUTOMATIC TRANSAXLE - 6 SPEED / ARTICLE BEGINNING
Posted By: BIGFOS
Shop: TEXOMA FLEET AND AUTO
Date: 7/15/2008

Don’t have the factory tools to vacuum bleed these rascals? Try this procedure.  Fill the reservoir until the system won’t accept any more coolant; appx 2 gallons.  Remove the engine service cover and locate the hose connection just below the engine lifting hook.  Press the button and disconnect the two rubber hoses at this junction.  Extend the hose end with the nipple by slipping a piece of 5/16″ hose over it, long enough to reach the inside of the coolant reservoir under the deck lid.  Start the engine, and watch the coolant as it cycles through this hose into the reservoir.  You should see it expel air, and you should keep the resrvoir nearly full while doing this.  Ideally, you should be able to get about 1 more gallon into the system this way.  It is also helpful to keep the engine revs at about 2000-2500rpm  while doing this.  Wedge the accelerator cable near the coolant pipe, or enlist a helper to hold the throttle.  Once the coolant heats up, it will expand and try to push back out of the reservoir.  Keep things moving along quickly!  Stop the engine when you feel you have completed filling the system.  Re-connect the two factory hoses at the junction, and secure the radiator fill cap.  Run the engine, checking to see that the radiator pipes located  inside of each front wheel well, are all warm.  Be careful!  The top pipes will be quite HOT!   You MUST verify that BOTH upper and lower pipes on both sides have heat in them.  Again, running the engine at about 2000-2500 rpm will help the flow of coolant.  Stop the engine, and allow to cool and de-pressurize.  Check the reservoir level, and top up if needed.  Install the engine cover, and road test a sufficient distance to ensure that no air is trapped in the system.

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Tip: Boxster Alternate Coolant Bleeding Procedure
Vehicle: 1999 Porsche Boxster
Category/Subcategory: Engine / Accessory Drive Belts
Title/Heading: SPECIFICATIONS & DRIVE BELT ROUTING / SYSTEM
Posted By: Kevin Behan
Shop: SPORTS AND COLLECTOR CAR CENTER
Date: 7/28/2008

P2181 if not a stuck thermostat or missing vane in impeller, and you have installed a “green” coolant temp sensor or there is one there, get a “black” O.E. sensor and retest. Most likely will be gone. Updated sensors will cause a computer to throw a false code. Verify that freeze frame data shows a temp of less than 75c. Run engine to operating temp and test temp at coolant temp sensor on scantool and with thermocouple or infrared temp gun. Most often temp on scantool will show around 10 degrees lower than actual temp at sensor causing P2181 to set. The computer wants to see 85c after 7min on a cold start on average. Good luck, Jason

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Tip: P2181 cooling system performance
Vehicle: 2002 Volkswagen Jetta GL
Category/Subcategory: Engine Performance / Testing and Diagnostics
Title/Heading: ON BOARD DIAGNOSTIC (OBD), GENERIC SCAN TOOL - 2.0L AEG, AVH, AZG / Fuel and air ratios
Posted By: Jason N.
Shop: LUTTRELLS AUTO CENTER
Date: 7/30/2008

Blower module and compressor run throuh this  part AC Delco #15-72530 this part has an aditional update that must be done at the same time that it is replaced. The harness kit is  a PT 204  You will probaly have to order it special as most don’t stock it!  Delco catalog 15a-100-06  Page 203 Says use 2-way conector 12101932 and 4 way 12058322  Thats great but when you order them no instructions are given on how to and what wires to cut! or repair. So we have divised a fix for the compressor side with a relay.

Cut # 204 wire blue and install relay contact #30 #87 30 to compressor 87 to good ground. 86 from module 85 to AC fuse  Use a any bosch type relay with a good harness. We cut them off the scrap cars and this fixes the problem.

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Tip: A/C Module Failure under hood
Vehicle: 1987 Cadillac DeVille
Category/Subcategory: HVAC / Automatic HVAC System
Title/Heading: A/C-HEATER SYSTEM - AUTOMATIC / WIRING DIAGRAM
Posted By: Wales 1
Shop: WALES GARAGE GOODYEAR
Date: 6/27/2008

If you have one these cars running hot,trans. acting up,ect. And you on the hunt for the why there is no pwr to fan relays(little wire pnk). Check out the attachment. The info will save time.

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Tip: NO PWR ON PINK WIRE GOING TO FAN RELAY-JAKE
Vehicle: 1996 Buick Century Limited
Category/Subcategory: Electrical / Wiring Diagrams
Title/Heading: SYSTEM WIRING DIAGRAMS / COOLING FAN
Posted By: JakeP.
Shop: JAKES AUTOMOTIVE
Date: 6/30/2008

The 3.5L in the Lincoln MKZ has differant accessory drive set-up than the 3.0L in the Ford and Mecury. The power steeing belt is separate and has no tensioner or adjustment. To remove the belt use specail tool 303-1252/1. This is a wedged shaped tool that fits between the belt and power steering pully. Rotate the crank shaft and the belt pops off. Similar to mounting or dismaunting a tire on a rim. Use tool 303-1252/2 to install belt using same method.

I Did not have access to these tool but found a broad flat head screw driver held by an assistant while I rotated the crank shaft worked just fine.

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Tip: 3.5L Lincoln MKZ Power Steering Belt Removal And Installation
Vehicle: 2007 Lincoln MKZ
Category/Subcategory: Engine / Accessory Drive Belts
Title/Heading: ACCESSORY DRIVE - 3.0L (4V) / REMOVAL AND INSTALLATION
Posted By: DCCOLLISION
Shop: D AND C
Date: 6/16/2008

at the rabs test connector (close to left battery with g\b and r\p wires) you should have around 667 hertz with your scope at 48km per hour. If you want to check in ohms, you need do unplug the rabs module located behind the right side of dash on passengers side because if you dont the module will give you bad feedback and your dvom will only flash. you should have around 1700 to 1900 ohms! if not go directly to your sensor on differential. if ohms are in specs there suspect faulty wiring!

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Tip: PSOM
Vehicle: 1994 Ford Econoline E350
Category/Subcategory: Transmission / Automatic Trans
Title/Heading: DIAGNOSIS - E4OD / CIRCUIT TEST DS - PROGRAMMABLE SPEEDOMETER/ODOMETER MODULE
Posted By: Kevin Gauthier 
Shop: TRANSMISSION GAUTHIER
Date: 6/9/2008

My customer came into the shop after his car was diagnosed by the local Cadillac dealership as needing a new PCM and alternator. (A $2000.00 quote on the repair!) The customer complaint was his cruise control, power windows and various other systems were non operational, as well as a “check charging system” message on the display. A quick check showed several high voltage DTC’s.  I checked battery voltage and my DVOM showed the alternator was charging 17+ volts!!  At this point the PCM shuts down systems such as cruise and windows to protect them. I followed the steps for diagnosing the codes and came up without an answer.  I decided to try the PCM and alternator as suggested by the dealership. After the agonizing alternator install, the new flashed PCM was installed also. The alternator was still charging 17+ volts. The wiring diagram shows a thermistor mounted on the battery which reads ambient temperature and varies resistance to the alternator which in turn varies the voltage output of the alternator. I couldn’t find any specs on what the Ohm rating of the thermistor should be.  (this one Ohm’d out at 6.9K) I unplugged it and the alternator starting charging at 13.8 volts but the battery light was on and “check charging system” message was displayed. A call to the dealership revealed the thermistor was discontinued with no replacement. I went to my local electronics store and purchased several resistors and through trial and error ended up using 1600 Ohms.  No battery light, no error message and no DTC’s!  The alternator was now charging 13.4 at idle and 14.5 above idle.  The resistance is no longer variable but the charging system now functions as it should.

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Tip: High Battery Voltage
Vehicle: 1999 Cadillac Seville STS
Category/Subcategory: Accessories and Equipment / Body, Cab Control Systems
Title/Heading: Body Control Modules / Description 
Posted By: imajeenyas 
Shop: GLOVERS 66
Date: 6/12/2008