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IMRC Problems
- Thread starter Clay_SVT
- Start date
michael.lavander
CEG'er
Is that the only code?
Diagnostic Trouble Code (DTC) P1518 indicates the IMRC monitor circuit voltage is less than expected.
Possible causes:
Key on, engine off. Note: If the IMRC plates are physically open, go to HU20 except Escort/Tracer. Escort/Tracer go to HU22 .
Access IMRCM PID
Diagnostic Trouble Code (DTC) P1518 indicates the IMRC monitor circuit voltage is less than expected.
Possible causes:
- IMRC monitor signal circuit shorted to PWR GND or SIG RTN.
- Damaged IMRC actuator.
- Damaged PCM.
Key on, engine off. Note: If the IMRC plates are physically open, go to HU20 except Escort/Tracer. Escort/Tracer go to HU22 .
Access IMRCM PID
michael.lavander
CEG'er
P0161
P0161 - HO2S Sensor Circuit Malfunction (HO2S-22) See DTC P0135
P0141
P0141 - HO2S Sensor Circuit Malfunction (HO2S-125) See DTC P0135
P0135 - HO2S Sensor Circuit Malfunction (HO2S-11) During testing the HO2S Heaters are checked for opens/shorts and excessive current draw. The test fails when current draw exceeds a calibrated limit and/or an open or short is detected.
The PCM might be commanding the IMRC to open for some reason. TP (throttle position) and CKP (crankshaft speed) sensors are involved with determining when to open IMRC.
Or, you could have a wiring short somewhere between the PCM and IMRC.
P0161 - HO2S Sensor Circuit Malfunction (HO2S-22) See DTC P0135
P0141
P0141 - HO2S Sensor Circuit Malfunction (HO2S-125) See DTC P0135
P0135 - HO2S Sensor Circuit Malfunction (HO2S-11) During testing the HO2S Heaters are checked for opens/shorts and excessive current draw. The test fails when current draw exceeds a calibrated limit and/or an open or short is detected.
- Short to VPWR in harness or HO2S.
- Water in harness connector.
- Open VPWR circuit.
- Open GND circuit.
- Low battery voltage.
- Corrosion or poor mating terminals and wiring
- Damaged HO2S heater.
- Damaged PCM.
- wiring.
- Damaged HO2S heater.
- Damaged PCM.
The PCM might be commanding the IMRC to open for some reason. TP (throttle position) and CKP (crankshaft speed) sensors are involved with determining when to open IMRC.
Or, you could have a wiring short somewhere between the PCM and IMRC.
TRicker
Hard-core CEG'er
i've been trying to help clay on this problem. when he moves the wires around at the plug it intermittently will work correctly, with either IMRC box. he's going to get the plug new from ford. hopefully that's all, because his whole lower/imrc/wiring harness is fresh and should be fine, but right at the plug it seems to be shorting out.
98 se sport 2.5 ghost
New CEG'er
- Joined
- Dec 13, 2008
- Messages
- 20
what is imrc?? not too wise on mechanics and contours
Intake Manifold Runner Control
F111D F
CEG'er
Clay_SVT
Have you checked the three screws circuit board for tightness, snug not overly torqued. Not the two near the connector. Mine were loose and wiggling the connector (outside of the box) tightened the screws all is good now ---Whew thank goodness didn't feel like swapping IMRC with my back-up with single digits outside. The ole jet engine kerosene heater burns the oxygen up tooo fast. Sure glad I found this 98 PC/CD Ford manual on Ebay, to bad this is not part of the CD manual.
I realized my Alex Peper software/scan tool on my lap will operate all the outputs but the fans and injectors. Sure makes troubleshooting a piece of cake. I'm assuming when I mess with last was a hot summer day and now the cold accounts for the intermittent?
My next thing I would like is a led indicator on the dash to indicate open or not. However maybe Ford guru -michael.lavander- I've read that initially actual operation the PCM signals 100% open ( guessing meaning) and then it goes to 50% open. Is that how you understand the IMRC operation? I would have thought operation was 100% open or closed???
TNX
Paul
Have you checked the three screws circuit board for tightness, snug not overly torqued. Not the two near the connector. Mine were loose and wiggling the connector (outside of the box) tightened the screws all is good now ---Whew thank goodness didn't feel like swapping IMRC with my back-up with single digits outside. The ole jet engine kerosene heater burns the oxygen up tooo fast. Sure glad I found this 98 PC/CD Ford manual on Ebay, to bad this is not part of the CD manual.
I realized my Alex Peper software/scan tool on my lap will operate all the outputs but the fans and injectors. Sure makes troubleshooting a piece of cake. I'm assuming when I mess with last was a hot summer day and now the cold accounts for the intermittent?
My next thing I would like is a led indicator on the dash to indicate open or not. However maybe Ford guru -michael.lavander- I've read that initially actual operation the PCM signals 100% open ( guessing meaning) and then it goes to 50% open. Is that how you understand the IMRC operation? I would have thought operation was 100% open or closed???
TNX
Paul
F111D F
CEG'er
So what's secret to getting connector/polymer material? to release from the aluminum case?
With the board still mounted in it's case can you tell the condition of the nylon screw? Is there nylon nut on the bottom the board the side facing the cover? Both my IMRC's working now in the cold show no signs of heat. It sure is frustrating both mine the connectors so firmly glued I'm assuming glued? I remember Chris when he did his HOw to on the transistor it came right out???????IE loose
Is your dad into Ham radio?
TNX
striker2
Official CEG Vendor
I took a razor blade and cut as best as I could between the glue and the housing to free the connector. If you look at the transistor how-to you will see the plastic screw. It just threads into the housing. If all you don't see the screw or the head is broken off then you need to replace the screw, if it's there then you can use the correct size allen key to remove it before you remove the board. If you don't it will break when you remove the board.
No, he is not into ham radios. He prefers designing the bigger stuff for the military (works for northrop grumman)
No, he is not into ham radios. He prefers designing the bigger stuff for the military (works for northrop grumman)
F111D F
CEG'er
Thanks so much for the info! Oh that nylon allen, here I've been thinking that was an adjustment trim pot!!!! Interesting way of doing that!!!
Yeah I imagine dad a busy man that military stuff designing and perfecting the latest and greatest is full time work and then some. I'm so glad to see the soldiers are so well equipped now, remember back to equipment during the Vietnam era it was well not very well R & D'd. This box sorta reminds of some of stuff we had to try and maintain.
Somebody was making big bucks and so many died because of the lack of performance.
Dad must not live close to you or Northrup got another facility. Course that company does so much than planes now.
Just thought if dad has any connections, if we could borrow an Ac-130 gunship for the next Knob Creek shootout??? Sorry It's what happens when you get old the mind gets weird that and cabin fever setting in this year.
Yeah I imagine dad a busy man that military stuff designing and perfecting the latest and greatest is full time work and then some. I'm so glad to see the soldiers are so well equipped now, remember back to equipment during the Vietnam era it was well not very well R & D'd. This box sorta reminds of some of stuff we had to try and maintain.
Somebody was making big bucks and so many died because of the lack of performance.
Dad must not live close to you or Northrup got another facility. Course that company does so much than planes now.
Just thought if dad has any connections, if we could borrow an Ac-130 gunship for the next Knob Creek shootout??? Sorry It's what happens when you get old the mind gets weird that and cabin fever setting in this year.
striker2
Official CEG Vendor
He actually works at Xetron (subsidiary of Northrop Grumman) in Cinnci. he's home on the weekends and usually 1 other day a week. this unfortunately means he is putting in either 4x10hr or 2x8hr + 2x12hr days per week and staying up there several nights a week.
F111D F
CEG'er
My deepest sympathies to dad on the commutating! That UAV stuff has to be interesting, From the tid-bits I hear from friends that is latest great stuff for future warfare and extremely proprietary. Top Secret cyrpto???
I'm surprised he was able to back up far enough (technology) to troubleshoot this old analog discrete stuff!LOL Not sure if I could have been full fledge engineer too much report writing, account/bean counting and meetings. Now a technologist working for an EE where you build up all the neat projects and R & D is where it's at. If you look at my profile you'll see what I ended up doing.
I still want to add monitoring circuits with 2 or 3 leds on the dash there by keeping a eye on it's function. In the Powertrain Contol/Emissions Diagnois manual I just found on Ebay it says and I quote. "The motorized unit will be commanded on by PCM initially at a 100% duty cycle to move the shutter to open position and THEN falling to approximately 50% to continue to hold the shutter open." Now I'm am assuming this means in my words full current to over come the strong spring and then once it's open it reduces current because it does that much to hold it open? Sort like my sons compound bow if you know how they function? It's very similar maybe? That might affect the circuitry needed to use the leds. A simple micro-switch on the butterfly's somewhere but that area is a pain to get at and not to mention how well in would work for how long?
Hooking the laptop with Alex Peper's scan tool software to watch the Pids is ok for testing only.
Tnx for time
Paul
I'm surprised he was able to back up far enough (technology) to troubleshoot this old analog discrete stuff!LOL Not sure if I could have been full fledge engineer too much report writing, account/bean counting and meetings. Now a technologist working for an EE where you build up all the neat projects and R & D is where it's at. If you look at my profile you'll see what I ended up doing.
I still want to add monitoring circuits with 2 or 3 leds on the dash there by keeping a eye on it's function. In the Powertrain Contol/Emissions Diagnois manual I just found on Ebay it says and I quote. "The motorized unit will be commanded on by PCM initially at a 100% duty cycle to move the shutter to open position and THEN falling to approximately 50% to continue to hold the shutter open." Now I'm am assuming this means in my words full current to over come the strong spring and then once it's open it reduces current because it does that much to hold it open? Sort like my sons compound bow if you know how they function? It's very similar maybe? That might affect the circuitry needed to use the leds. A simple micro-switch on the butterfly's somewhere but that area is a pain to get at and not to mention how well in would work for how long?
Hooking the laptop with Alex Peper's scan tool software to watch the Pids is ok for testing only.
Tnx for time
Paul
F111D F
CEG'er
Clay_SVT with you VOM
Clay_SVT with you VOM
Clay since you have the opposite problem from mine with the key and the IMRC everything connected check the Bkack/red for approx 5vdc also next to it green/white should be battery vdc.
Accoeding to PC/ED the BK-RD (IMRC signal) from the PCM is high (5.0 vdc ) the IMRC is off. I'm guessing this is the wire that has a connection problem???? The IMRC signal goes to appox 0.6 vdc to operate the. Inverse of what you would think! That is probably why it's operated. Of course my assumption depends on 5.0 vdc being there at the back of the connector. It's biasing the transistor to keep it turned off. Also something I just remembered
note on the board when gold wires from the connector connet thru on the board. I had resolder those on my board Aw never mind I keep forgetting both IMRC's did the same thing!!!
My problem was lack of ground on the board. Sure be nice this PC/ED manual would be part to the CD Manual!
When warms latter I will ckeck my IMRC with My VOM and see what I see on BRN/white (Sig RTN return) what is there. Unfortunately one has to go thru all the YES-NO tests to find this info. I'd rather do myself since mind is working and I can command the unit thru the OBB II port.
Clay_SVT with you VOM
Clay since you have the opposite problem from mine with the key and the IMRC everything connected check the Bkack/red for approx 5vdc also next to it green/white should be battery vdc.
Accoeding to PC/ED the BK-RD (IMRC signal) from the PCM is high (5.0 vdc ) the IMRC is off. I'm guessing this is the wire that has a connection problem???? The IMRC signal goes to appox 0.6 vdc to operate the. Inverse of what you would think! That is probably why it's operated. Of course my assumption depends on 5.0 vdc being there at the back of the connector. It's biasing the transistor to keep it turned off. Also something I just remembered
note on the board when gold wires from the connector connet thru on the board. I had resolder those on my board Aw never mind I keep forgetting both IMRC's did the same thing!!!
My problem was lack of ground on the board. Sure be nice this PC/ED manual would be part to the CD Manual!
When warms latter I will ckeck my IMRC with My VOM and see what I see on BRN/white (Sig RTN return) what is there. Unfortunately one has to go thru all the YES-NO tests to find this info. I'd rather do myself since mind is working and I can command the unit thru the OBB II port.
F111D F
CEG'er
Interesting connector round concentric accordion seals around each wire. Pull the plug and meter between the BK/RD and Brn/Wh you should see steady 5vdc. (key on) wiggle the wires? I know it's abit of a juggling act. You should have 12vdc between GRN/Wh and BK/wh.
I have run into conflicting info electrical diagrams on the CD manual, involving this Brn/Wh (Signal return) lead as to how it gets back to pin 91 on the PCM connector.
If should not have 5vdc you need to check for continuity between IMRC connector and the PCM connector. As previous Brn/wh should have continuity to pin 91 and BK/rd continuity to pin 42. While your at it go to chassis ground to each end verifying no continuity/open.
Hopefully it is only a bad connector plug ie broken wire inside the plug?
I believe several others have this same issue always operated P1518?
I'm having trouble finding S48 on the engine big help it's located on the engine ---besides the Sig return from the IMRC at splice 48(partial) is wire from sig lead from O2 front #21, the engine coolant sensor I'm assuming sig return, for those with a manual tranny the TPS , the EPT sensor Exhaust pressure Transducer, and still with the manual here comes splice S53 (also on the engine?)picking up power steering pressure switch sig return. AND the ACT air charge temperature sig return (IAT maybe) and both rear O2 sig returns #12 & #22, the knock sensor sir return.
Damn I just got lost!!! Oh the ATX
For all those with P1518 could it be possible from sensor bad say going to ground or I low enough resistance to ground interacting? For those with a continuing IMRC problem if you have 5VDC on the BK-RD lead the next thing is continuity to pin 91 on PCM plug AND NO resistance readings to chassis ground OPEN. IF otherwise start unplugging all the electronic engine sensors until it's clean. Just never know the possible interactions. Maybe something to CSVT 1214's problem????? It looks like all the signal returns come back to pin 91 on the PCM.
I'll post this for now any questions please don't hesitate I know my troubleshooting/thought processes are confusing.
Does anyone know where Splice 48 and 53 are located besides on the engine? It might help someone isolate easier if they're SIG RTN lead is not clean! Tony
I have run into conflicting info electrical diagrams on the CD manual, involving this Brn/Wh (Signal return) lead as to how it gets back to pin 91 on the PCM connector.
If should not have 5vdc you need to check for continuity between IMRC connector and the PCM connector. As previous Brn/wh should have continuity to pin 91 and BK/rd continuity to pin 42. While your at it go to chassis ground to each end verifying no continuity/open.
Hopefully it is only a bad connector plug ie broken wire inside the plug?
I believe several others have this same issue always operated P1518?
I'm having trouble finding S48 on the engine big help it's located on the engine ---besides the Sig return from the IMRC at splice 48(partial) is wire from sig lead from O2 front #21, the engine coolant sensor I'm assuming sig return, for those with a manual tranny the TPS , the EPT sensor Exhaust pressure Transducer, and still with the manual here comes splice S53 (also on the engine?)picking up power steering pressure switch sig return. AND the ACT air charge temperature sig return (IAT maybe) and both rear O2 sig returns #12 & #22, the knock sensor sir return.
Damn I just got lost!!! Oh the ATX
For all those with P1518 could it be possible from sensor bad say going to ground or I low enough resistance to ground interacting? For those with a continuing IMRC problem if you have 5VDC on the BK-RD lead the next thing is continuity to pin 91 on PCM plug AND NO resistance readings to chassis ground OPEN. IF otherwise start unplugging all the electronic engine sensors until it's clean. Just never know the possible interactions. Maybe something to CSVT 1214's problem????? It looks like all the signal returns come back to pin 91 on the PCM.
I'll post this for now any questions please don't hesitate I know my troubleshooting/thought processes are confusing.
Does anyone know where Splice 48 and 53 are located besides on the engine? It might help someone isolate easier if they're SIG RTN lead is not clean! Tony