- Dec 19, 2013
- Fort Worth, Texas
2010 Ford Fusion with a Duratec 3.0L/6F35, Customer complaint being...... *Hard start (Long Crank time) *Transmission does not shift *Speedometer inoperative *Check Engine Lamp on (Needs state inspection) Further information gathered from customer..... *Vehicle stalled on the highway & would not crank. *Pulled the vehicle to an Autozone & was diagnosed as a faulty Transmission Range Switch per fault codes. *Vehicle was pulled to a repair shop & a new TRS was installed but apparently didn't fix it. *A wire was ran from the Ignition Switch directly to the Starter Solenoid by the same repair shop (I hope this wasn't done by a shop but can't verify) *Vehicle now cranks & runs but has the issues above. My initial observations...... *Engine cranks for @ 15 seconds before start up. *Vehicle is stuck in 5th gear, Slams into reverse (Max Line Pressure) *Gear/Range Indicator in the Cluster is inoperative. *Code Scan of all modules showed over 100 DTC's stored. With that many DTC's.....I screenshot 'em & clear them all out! Not about to weave through that mess! Got about every circuit code possible for the TRS (P0706, P0707, P1702, and P1705) with a KOEO self test. KOER self test revealed circuit DTC's for both Cam Sensors "CMP" (P0340, P0344, P0345, P0346, and P0349) No cam position signals will cause long crank times & was most likely the cause of the stall on the highway? Every diagnostic mechanic has to make a decision here......Using Fords diag/pinpoint charts is something I've learned NOT to follow! Decided to review a wiring diagram first. The TRS & Both CMP sensors use a Vehicle Power Reference (VPWR) which is Ford speak for a 12volt sensor power supply provided by the Engine Control Module. While the TRS & CMP sensors VPWR feed circuits are wired to separate pins on the ECM, They share the same circuit numbers LE111 & wire colors Violent/Green.....Meaning they share the same power supply within the PCM. Bank 2 CMP connector is fairly easy to get to, Unplugged it & sure enough.....It had no VPWR reference. According to my Power Probe III, It was completely Open! Bank 1 CMP connector is not easily accessible! So I lifted the vehicle & unplugged the TCM connector......No VPWR reference there either (Pin 18). Removed the right motor mount bridge & lifted the engine enough to access the Bank 1 CMP connector & unplugged it...... Viola........I now have VPWR reference! Shorted Bank 1 CMP sensor bringing down the VPWR is the smoking gun.....Right? I even reconnected Bank 2 CMP & the TCM connector.....VPWR remained steady/near battery voltage, Transmission now shifts, Gear indicator & Speedometer works, And it cranks without the jumper wire! However....I'm still getting ALL the CMP sensor codes as before, Including Bank 2 which is connected! Using my Scope backprobed onto Bank 2 CMP signal wire expecting to see a Zero to 12volt square wave signal....Thinking the ECM was simply freaking out with a missing Bank 1 CMP signal?.....WRONG, No signal/flatline! Well....Maybe I don't have a good connection, As I put my fingers on my T-Pin to make sure it's seated all the way in the connector.....I feel that something is hitting the sensor as the engine is idling. Removed Bank 2 CMP & find the tip is gone & chewed up. Removed the front valve cover & find the Reluctor/Tone Wheel has separated from the VVT Cam Phaser! So....I have a electrically shorted CMP sensor on Bank 1 & a Mechanically damaged CMP sensor on Bank 2, What are the odds???? I removed the Bank 1 CMP & plugged it into the Bank 2 connector.....& it instantly brought down the LE111 VPWR circuit! The vehicle needs a VVT Cam Phaser & both CMP sensors! WOW, One of the more interesting failures I've seen!