Question about 2005 Ford Escape
Simular experience, changed the coils and plugs, checked the wiring. Found 12V supply on one side of the failing coil and 5V on the other when it should have been 0V. Ours was a bad PCM.
Posted on Mar 13, 2010
CHECK THE PLUGS TOO
Posted on Nov 17, 2009
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Posted on Jan 02, 2017
From Lusty Kid:
I know the economy is bad, but change all of the plugs. Check your PCV Valve hose, 150 rottens them out allowing air to be sucked in, thus all kinds of codes.
Depending on mileage. Dismount the EGR valve and clean passages. If you are really good dismount the throtle position sensor body and clean out passages with Choke Cleaner., dismount where the EGR valves connects to the engine, clean out passages. Also check the hose thats behind this mounting to ensure is not clogged. If clogged clean it out. If not replace it. Is about 1.5 ft. long, connects to the PCV Valve Hose.
When is the last time you change your harness. Can't remember??? Replace it. Good Luck
Posted on Dec 26, 2008
This is usually cause by either the oxygen sensors or can also be cause by either the ignition coil packs, located on top of the spark plugs. In some cases, a simple fuel filter chage will solve the prob. Located on the inside of the pass side frame rail
Posted on Jul 05, 2009
Regarding Ignition Coil Driver Fault P0351:
An ignition coil driver is the signal that comes OUT of your PCM at pin A7. The "A" plug is the Black plug nearest your engine that goes into the PCM. So, Pin A7 tells your coil what to do. So it can't be the coil... its the command "to" the coil originating inside the PCM.
What goes "in" at pin A8 is the input signal from your crankshaft sensor. And just above it is pin A18 the camshaft sensor input. These inputs are critical so its no surprise that everyone is running around replacing them even though they don't solve the problem.
The main symptom is that the vehicle misses and backfires, some times stalls, and gives you the DTC P0351. Another problem is very low idle; at a stop sign for instance. Trying to make it home by gunning the throttle while riding the brake. The signal that comes out of pin A10, A11, A19, A20? The Idle Air Control signal to the Idle Air Control Valve on the throttle body.
All of these pins reside together in an area about 1/4" square. The circuit board behind these pins is faulty, or the pins are not making good contact.
Find the PCM, follow the wiring harness from the above mentioned sensors to the PCM and push them in to make sure they are not loose.
Good Luck!! Keep me posted!!
Posted on Dec 03, 2010
Wiggle the connectors on the PCM during those four or five minutes...
I'm going to try the hose clamp fix myself. I have been struggling with stalling for about a month now. As a matter of fact, my PCM looks just like the one with the hose clamp. Connector C1 (black) missing the locking tab. I have tried the screw repair and zip ties. Zip ties worked for about a week and then I had a hiccup followed two days later by a full blown stall. Now it's stalling about 4 to 6 times in a one way trip to work (11 miles).
I was able to procure a clamp tonight and got it installed. When I go home we'll see. I was throwing a P0351 code with a code 43. This is an aggravating fault to be sure. I am an aircraft electrician by trade so and thanks to the volumes of people who have had this problem I have been able to do some really good fault isolation.
It exists either in the C1 connector for me or the PCM. Initially I changed the TPS and then found found C1 ready to fall off the PCM (Thus the zip ties).
Later I found that even though zip tied wiggling the harness could duplicate the fault. So another zip tie around the harness to pull tension on the connector. The fault returned. I also took a rubber mallet to the computer while the engine is running and duplicated the fault as well.
At this point I'll try the hose clamp and see how that works out. Either I don't have a good connection on C1 or the male pin 7 in the computer is a problem. Since I have an obvious defect in the locking tab on the C1 connector I'm swaying towards that. I want to talk a little system knowledge here courtesy of a guy who posted on CNet.
1. P0351 is a coil code. However:
a. The coil receives a signal from the PCM connector C1 Pin 7 to "fire".
b. There are only two wires at the coil, signal wire from the PCM pin 7 and a ground wire.
c. In order for the PCM to throw code P0351 the PCM had to fail to send the proper fire signal. Of course this assumes that you have a known good coil, clean ground and no breaks in your wiring.
2. A multimeter checks continuity not integrity. The average 18 gauge wire has 22 individual copper conductors(wires) inside the insulation. You can have 21 broken strands and still read full continuity through that single strand of wire. But that single strand of wire will not be able to handle the signal being sent to the coil (load). A load light will always check integrity AND continuity. A weak light means not enough current going through the wire and a strong light means good wire integrity.
3. So with this said, In order for P0351 to set, the computer has to give an erroneous signal to fire. Pin 7 is an OUTPUT. Now is this caused by a bad computer? Possible. A bad connection? More likely.
Let's face it computers will fail, but in my 22 years of electrical experience bad/loose/dirty connection points are the weakest link. A cold solder joint on the PC board in the computer? Yes, however this will generally show up shortly after the vehicle rolls off the assmbly line. Not 13 years later!
As for the "screw" fix. I read a post from an engineer who scraped all the resin out of the PCM to see what was on the board. The long screws go to a NYLON nut on the board. But does not come near the current path of the PC board.
Posted on Jan 23, 2011
Hello, the 300 Series is for plug misfires. The coil problem is designated a 350 Series. Your coils are lettered to follow the cylinder. 1=A, 2=B, 3=C, 4=D, 5=E. 6=F, 7=G and 8=H.
You started with a 350 Series+ 8 which means the coil on cylinder 8 is coil H. You flipped with cylinder 1 which shows a coil defect A. This means the defect followed the coil from H turning into A.
If it had been a plug problem it would have been a 300 Series like 301 for the first cylinder and 302 for the second, etc.
Test the coil, from 1 top contact to the bottom plug contact should be 10,000Ohms.
Posted on Feb 09, 2011
Testimonial: "thank you very much....."
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