P1000 and P0174

SLO_SHO

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A couple weeks back I got codes p1000 along with p0174 (lean bank 2) I cleared the code and was all good for 3-4 outings but than would come back on. I cleaned the maf, checked for vacuum leaks and couldn't find any. There is a small exhaust leak which is after the 02 sensors so I don't think that would cause any codes. Car is tuned for e85, does that have anything to do with it? Would that make things worse if I got that code on e85? I do have an afr gauge and at idle I get 14.7, during wot 11.x and the car runs very strong. The light shows up while coasting/light driving but doesn't seem to sputter or anything like that. After acceleration when I let off, it leans out up to 17+ but as far as I'm concerned that's normal. Any input would be appreciated

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Vinnie_B

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A couple weeks back I got codes p1000 along with p0174 (lean bank 2) I cleared the code and was all good for 3-4 outings but than would come back on. I cleaned the maf, checked for vacuum leaks and couldn't find any. There is a small exhaust leak which is after the 02 sensors so I don't think that would cause any codes. Car is tuned for e85, does that have anything to do with it? Would that make things worse if I got that code on e85? I do have an afr gauge and at idle I get 14.7, during wot 11.x and the car runs very strong. The light shows up while coasting/light driving but doesn't seem to sputter or anything like that. After acceleration when I let off, it leans out up to 17+ but as far as I'm concerned that's normal. Any input would be appreciated

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P0174 - System to Lean (Bank 2)

The Adaptive Fuel Strategy continuously monitors the fuel delivery hardware. The test fails when the adaptive fuel tables reach a rich calibrated limit.

Check the following:

Air Measurement System

-MAF sensor (contaminated, damaged, malfunctioning, etc.)

Fuel System

-Fuel pressure regulator (leaking, malfunctioning, etc.).
-Fuel filter plugged, dirty.
-Fuel pump (weak, check valve leaking, etc.).
-Leaking/contaminated fuel injectors.
-Low fuel pressure or running out of fuel.
-EVAP canister purge valve leaking (when canister is "clean").
-Fuel supply line restricted.
-Fuel rail pressure sensor (incorrect reading).

Air Induction System

-Air leaks after the MAF.
-Vacuum leaks.
-PCV system (leak, valve stuck open, etc.)
-Improperly seated engine oil dipstick.
-Air induction turbulence due to incorrect air filter.

Exhaust System

-Exhaust leaks before or near the HO2Ss (exhaust manifold gasket, mating gaskets, etc.).

EGR System

-EGR valve tube/gasket leak
-EVR solenoid vacuum leak

Secondary Air Injection

-Damaged/malfunctioning secondary air injection system (mechanically stuck valve).

*** View Freeze Frame Data to determine operating conditions when DTC was set. Observe LONGFT1 and 2 PID


P1000 - OBD (On Board Diagnostic) System Readiness Test Not Complete

The OBD monitors are performed during the OBD Drive Cycle. The P1000 will be stored in continuous memory if any of the OBD monitors do not complete their full diagnostic check.

-Battery or PCM had recently been disconnected
-An OBD monitor failure had occurred before completion of an OBD drive cycle
-PCM DTCs have recently been cleared with a scan tool
-PTO circuit is shorted to VPWR or B+ or PTO is on during testing

The Ford P1000, inspection/maintenance (I/M) readiness function is part of the PCM strategy. A battery disconnection or clearing codes using a scan tool results in the various I/M readiness bits being set to a "not-ready" condition. As each non-continuous OBD monitor completes a full diagnostic check, the I/M readiness bit associated with that monitor is set to a "ready" condition. This may take 1 or 2 drive cycles based on whether malfunctions are detected or not. The readiness bits for comprehensive component monitoring, misfire and fuel system monitoring are considered complete once all the non-continuous monitors have been evaluated. Because the EVAP system monitor requires certain ambient conditions to run, special logic can "bypass" the monitor for purpose of clearing the EVAP system I/M readiness bit due to continued presence of these extreme conditions.


Note:The P1000 does not need to be cleared from the PCM except to pass an I/M test.



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01yellercobra

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P1000 is the drive cycle code. That's going to pop up every time you reset the ECU. E85 won't throw a lean code. If it's only one side swap the sensors side to side and see if the code follows. If it does the sensor is bad. Also, depending on where the leak is it could affect the sensor even being down stream.
 

SLO_SHO

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P0174 - System to Lean (Bank 2)

The Adaptive Fuel Strategy continuously monitors the fuel delivery hardware. The test fails when the adaptive fuel tables reach a rich calibrated limit.

Check the following:

Air Measurement System

-MAF sensor (contaminated, damaged, malfunctioning, etc.)

Fuel System

-Fuel pressure regulator (leaking, malfunctioning, etc.).
-Fuel filter plugged, dirty.
-Fuel pump (weak, check valve leaking, etc.).
-Leaking/contaminated fuel injectors.
-Low fuel pressure or running out of fuel.
-EVAP canister purge valve leaking (when canister is "clean").
-Fuel supply line restricted.
-Fuel rail pressure sensor (incorrect reading).

Air Induction System

-Air leaks after the MAF.
-Vacuum leaks.
-PCV system (leak, valve stuck open, etc.)
-Improperly seated engine oil dipstick.
-Air induction turbulence due to incorrect air filter.

Exhaust System

-Exhaust leaks before or near the HO2Ss (exhaust manifold gasket, mating gaskets, etc.).

EGR System

-EGR valve tube/gasket leak
-EVR solenoid vacuum leak

Secondary Air Injection

-Damaged/malfunctioning secondary air injection system (mechanically stuck valve).

*** View Freeze Frame Data to determine operating conditions when DTC was set. Observe LONGFT1 and 2 PID


P1000 - OBD (On Board Diagnostic) System Readiness Test Not Complete

The OBD monitors are performed during the OBD Drive Cycle. The P1000 will be stored in continuous memory if any of the OBD monitors do not complete their full diagnostic check.

-Battery or PCM had recently been disconnected
-An OBD monitor failure had occurred before completion of an OBD drive cycle
-PCM DTCs have recently been cleared with a scan tool
-PTO circuit is shorted to VPWR or B+ or PTO is on during testing

The Ford P1000, inspection/maintenance (I/M) readiness function is part of the PCM strategy. A battery disconnection or clearing codes using a scan tool results in the various I/M readiness bits being set to a "not-ready" condition. As each non-continuous OBD monitor completes a full diagnostic check, the I/M readiness bit associated with that monitor is set to a "ready" condition. This may take 1 or 2 drive cycles based on whether malfunctions are detected or not. The readiness bits for comprehensive component monitoring, misfire and fuel system monitoring are considered complete once all the non-continuous monitors have been evaluated. Because the EVAP system monitor requires certain ambient conditions to run, special logic can "bypass" the monitor for purpose of clearing the EVAP system I/M readiness bit due to continued presence of these extreme conditions.


Note:The P1000 does not need to be cleared from the PCM except to pass an I/M test.



Lightning FastElectrical Automotive Repair LLC
PM Me or [email protected]
Remote or Local (On Site) Technical Repair
Thank you for overwhelming me with all thing possibilities it could be Lol Just kidding....thank you for the in depth description on what it could be. I'll start small and go from there. Why does it take a few drive cycles to pop up, or certain scenarios? Like after I let off the gas pedal for example. Does the computer have to go through so many miles before tripping the code?

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SLO_SHO

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P1000 is the drive cycle code. That's going to pop up every time you reset the ECU. E85 won't throw a lean code. If it's only one side swap the sensors side to side and see if the code follows. If it does the sensor is bad. Also, depending on where the leak is it could affect the sensor even being down stream.
Thanks for the response...makes sense about the p1000 code. I'll have to check out the sensors and swap them to see if that's the case. By sensor's you mean the upstream 02 sensor correct? Thanks

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hotcobra03

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After I've dealt with these codes on mine.
I'm sure it's a vacuum leak.
Most common area is the pcv line ..

Pcv valve,,elbows on this line crumble ..
At the bottom of lower intake is where I found my issue.

The hose will harden over time
The hose will not pull off nipple but will spin.
That is a leak. Ford did not use a clamp here.

I did and po171/174 cleared.

You may be getting both codes and it's not popping up with scan ,I've had this issue with using tuner to scan
If I uses a normal scanner both would show.


To me swapping o2 now isn't needed with that code ,

Here are the pinpoint test ford uses ,,always worth the reading of the whole page on all o2 codes.

Step H40 is for your code
 

Vinnie_B

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Thank you for overwhelming me with all thing possibilities it could be Lol Just kidding....thank you for the in depth description on what it could be. I'll start small and go from there. Why does it take a few drive cycles to pop up, or certain scenarios? Like after I let off the gas pedal for example. Does the computer have to go through so many miles before tripping the code?

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OBD monitors are performed during every Drive Cycle. Why your's chooses to fault when it does can be found by accessing freeze frame data to see what conditions are failing to cause the DTC to trigger.
 

Vinnie_B

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Get a list of your reference values and run

  • Mode $01 – Request Live Data
  • Mode $02—Request freeze frame information
The purpose of Mode $02 is to allow access to emissions-related data that is stored at the time the related code was set.
  • Mode $06 – Request On-Board System Tests Results
  • Mode $07 – Request Pending Trouble Codes
The purpose of Mode $07 data is to allow the scan tool to have access to codes that have been stored on the first drive cycle after an ECM reset. This is the “pending codes” selection you see on many scan tool menus.

This will narrow down the issue alot quicker than going thru every possible cause.
 

01yellercobra

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Thanks for the response...makes sense about the p1000 code. I'll have to check out the sensors and swap them to see if that's the case. By sensor's you mean the upstream 02 sensor correct? Thanks

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Correct. The down stream sensors are only for emissions.
 

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