DTC P0300 - Random/Multiple Cylinder Misfire Detected
Basically this means that the the car's computer has detected that not all
of the engine's cylinders are firing properly.
A P0300 diagnostic code indicates a random or multiple misfire. If the last digit
is a number other than zero, it corresponds to the cylinder number that is misfiring.
A P0302 code, for example, would tell you cylinder number two is misfiring.
Unfortunately, a P0300 doesn't tell you specifically which cylinder(s) is/are
mis-firing, nor why. The symptoms may include the engine may be harder to start or may stumble / stumble, and/or hesitate.
A code P0300 may mean that one or more of the following has happened:
Faulty spark plugs or wires
Faulty coil (pack)
Faulty oxygen sensor(s)
Faulty fuel injector(s)
Burned exhaust valve
Faulty catalytic converter(s)
Stuck/blocked EGR valve / passages
Faulty camshaft position sensor
Defective computer
About the solutions, if there are no symptoms, the simplest thing to do is to reset the code and see if it comes back. If there are symptoms such as the engine is stumbling or hesitating, check all wiring and connectors that lead to the cylinders (i.e. spark plugs). Depending on how long the ignition components have been in the car, it may be a good idea to replace them as part of your regular maintenance schedule. I would suggest spark plugs, spark plug wires, distributor cap, and rotor (if applicable). Otherwise, check the coils (a.k.a. coil packs). In some cases, the catalytic converter has gone bad. If you smell rotten eggs in the exhaust, your cat converter needs to be replaced. I've also heard in other cases the problems were faulty fuel injectors.
Random misfires that jump around from one cylinder to another (read: P030x codes) also will set a P0300 code. The underlying cause is often a lean fuel condition, which may be due to a vacuum leak in the intake manifold or unmetered air getting past the airflow sensor, or an EGR valve that is stuck open.
DTC P0135 - Oxygen O2 Sensor Heater Circuit Malfunction (Bank 1, Sensor 1)
This code refers to the front oxygen sensor on Bank 1. The heated circuit in the oxygen sensor decreases time needed to enter closed loop. As the O2 heater reaches operating temperature, the oxygen sensor responds by switching according to oxygen content of the exhaust surrounding it. The ECM tracks how long it takes for the oxygen sensor to begin switching. It the ECM determines (based on coolant temp) that too much time elapsed before the oxygen sensor began operating properly, it will set P0135.
You will likely notice poor fuel economy the illumination of the MIL. A code P0135 may mean that one or more of the following has happened:
O2 Heater element resistance is high
Internal short or open in the heater element
O2 heater circuit wiring high resistance
open or short to ground in the wiring harness
To solve it, you will need:
Repair short or open or high resistance in wiring harness or harness connectors
Replace oxygen sensor (cannot repair open or short that occurs internally to sensor)
In this case, it is neither left or right.
- Bank: 1= PS (Passenger Side) / 2= DS (Driver Side)
- Sensor: 1= before cats / 2= after cats
So, on a Ranger, since there is only one sensor after the cats, "sensor
2, bank 1" is the single sensor after the cats. (It may be after all of
the cats or after some of them, which is the case on most late model
Rangers)
In this picture, the Ranger sensor array corresponds to the second drawing down.
Sensor 2, bank 1 is "HO2S 12" (click image for zoom)...
Similarly, spark plug numbering on Fords uses the PS front cylinder for
the #1 spark plug. Seems counterintuitive to me but that's Fords
convention.
DTC P1132 - Lack of Upstream Heated Oxygen Sensor Switch - Sensor Indicates Rich - Bank 1
DTC P1151 - Lack of Upstream Heated Oxygen Sensor Switch - Sensor Indicates Lean - Bank 2
DTC P1152 - Lack of Upstream Heated Oxygen Sensor Switch - Sensor Indicates Rich - Bank 2
At one time Ford had a TSB for this concern and had a different style
drain extension tube so it would direct the water away from the O2
sensor. Make sure the engine is cold and I always removed the inner
fenderwell and the Trans. dipstick and tube to get better access to O2
sensor and drain. I suggest check this TSB (Technical Service Bulletin)...
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H40 DTCs P1131, P1151, P1132 AND P1152: UPSTREAM HO2S(S) NOT
SWITCHING.
DTCs P1130 AND P1150: FUEL SYSTEM NOT SWITCHING AT FUEL TRIM
(RICH OR LEAN)
Diagnostic Trouble Codes (DTCs) P1131 bank 1 (Cylinder 1) and P1151
bank 2 indicate the fuel/air ratio is correcting rich for an overly lean
condition. The HO2S voltage is less than 0.45 volt.
DTCs P1132 bank 1
(Cylinder 1) and P1152 bank 2 indicate the fuel/air ratio is correcting
lean for an overly rich condition. The HO2S voltage is greater than 0.45
volt.
DTCs P1130 and P1150 indicate the fuel control system has reached
maximum compensation for a lean or rich condition and the HO2S is not
switching.
DTC/HO2S Reference List
HO2S-11 = DTCs P1131, P1132 and P1130
HO2S-21 = DTCs P1151, P1152 and P1150
Possible causes:
A. Fuel system
Excessive fuel pressure.
Leaking fuel injector(s).
Leaking fuel pressure regulator.
Low fuel pressure or running out of fuel.
Contaminated fuel injector(s)
B. Induction system
Air leaks after the MAF.
Vacuum leaks (vacuum lines and gaskets).
Restricted air inlet.
PCV system.
Fuel purge system.
Improperly seated engine oil dipstick.
C. EGR System
Leaking gasket.
Stuck open EGR valve.
Leaking diaphragm.
D. Base engine
Oil overfill.
Cam timing.
Cylinder compression.
Exhaust leaks before or near the HO2Ss.
Check intake air system for leaks, obstructions and damage.
Check air cleaner element, air cleaner housing for blockage.
Verify integrity of the PCV system.
Check for vacuum leaks.
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DTC P1405 - Differential Pressure Feedback Electronic Sensor Circuit Upstream Hose
A P1405 may still indicate a faulty sensor, it doesn't have to be one of the common fault codes for the sensor to be bad.
Verify both hoses are connected to the DPFE sensor first; Ford has two versions of the sensor commonly used of this generation of modular engines, the
first uses a pair of flexible hoses to make the connections from the
EGR tube to the sensor. The hose may fail and cause this problem.
The
second type of DPFE sensor is stalk-mounted. The two tubes from the EGR
tube come up to the sensor and the sensor is just pushed down onto the
ends of the tubes and is secured with hardware.
Inspect to see which type you have and whether there are any obvious connection failures. The Differential feedback pressure sensor is located under the hood on the drivers side.
If you locate your EGR valve you will see a tube going from it to your exhaust manifold. You
will notice 2 small tubes leading from the large one feeding into a
small sensor, this is the DPFE sensor which is throwing your code.
Now, the
DPFE "could" be doing its job by telling you the orfice in the tube is
plugged, but the DPFE is known to fail on these trucks, but it throws
a code P401. It may be a good idea to try a new DPFE sensor before a new EGR tube.
Hope this helps.
NOT
SWITCHING AT FUEL TRIM (RICH
OR LEAN) oil dipstick.
)
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