Out of ideas, can't fix ETC Failsafe.. Please help.

"A good indication of a TPS sensor being worn or defective is when you get a reading indicating that the throttle is more than 5% open at idle, or less than 90% open at WOT (Wide Open Throttle). A typical reading at idle is often zero volts, but the throttle opening should not exceed about 2 degrees." The reason I say this is because you have a P0221 TPS code
 
Those codes COULD BE all related to a defective Throttle body and relating parts or it could be Coil Over Plug related ...let me know what happens when you change COPs
 
Throttle body and TPS are new. And I’ll let you know when I get the coils. I’d be super happy if it took care of everything lol.
 
"... A typical reading at idle is often zero volts, but the throttle opening should not exceed about 2 degrees." The reason I say this is because you have a P0221 TPS code

The LS with ETC uses the throttle for engine idle control. There is no IAC on the engine. If the throttle is closed (zero volt reading) then the engine is not getting any air and can't be running. There are some documents specifically on the LS ETC, and it would be better to go by those than some of the generic documents that can be misleading for this system...
 
The LS with ETC uses the throttle for engine idle control. There is no IAC on the engine. If the throttle is closed (zero volt reading) then the engine is not getting any air and can't be running. There are some documents specifically on the LS ETC, and it would be better to go by those than some of the generic documents that can be misleading for this system...
I was wondering if the ETC would be more sophisticated than a general throttle ...such as the 1st Gen drive by wire...probably why it's best to start with Coil over plugs first ...the interference that these COPs could give to PCM is kind boggling
 
Some info on the LS ETC

The Gen 2 Electronic Throttle Control system uses a strategy that delivers output shaft torque, based on driver
demand, utilizing an electronically controlled throttle body. Gen 2 ETC strategy was developed mainly to improve
fuel economy. This is possible by decoupling throttle angle (produces engine torque) from pedal position (driver
demand). This allows the powertrain control strategy to optimize fuel control and transmission shift schedules
while delivering the requested wheel torque. Gen 2 ETC is being introduced on the 2003 MY Lincoln LS and Ford
Thunderbird
upload_2020-2-17_21-53-8.png

Because safety is a major concern with ETC systems, a complex safety monitor strategy (hardware and
software) was developed. The monitor system is distributed across two processors: the main powertrain control
processor and a monitoring processor called an Enhanced-Quizzer (E-Quizzer) processor.
The primary monitoring function is performed by the Independent Plausibility Check (IPC) software, which resides
on the main processor. It is responsible for determining the driver-demanded torque and comparing it to an
estimate of the actual torque delivered. If the generated torque exceeds driver demand by specified amount, the
IPC takes appropriate mitigating action.
Since the IPC and main controls share the same processor, they are subject to a number of potential, commonfailure
modes. Therefore, the E-Quizzer processor was added to redundantly monitor selected PCM inputs and to
act as an intelligent watchdog and monitor the performance of the IPC and the main processor. If it determines
that the IPC function is impaired in any way, it takes appropriate Failure Mode and Effects Management (FMEM)
actions.

ETC System Failure Mode and Effects Management:
Effect Failure Mode
No Effect on Driveability A loss of redundancy or loss of a non-critical input could result in a fault that does not affect
driveability. The ETC light will turn on, but the throttle control and torque control systems will
function normally.
Disable Speed Control If certain failures are detected, speed control will be disabled. Throttle control and torque
control will continue to function normally.
RPM Guard w/ Pedal
Follower
In this mode, torque control is disabled due to the loss of a critical sensor or PCM fault. The
throttle is controlled in pedal-follower mode as a function of the pedal position sensor input
only. A maximum allowed RPM is determined based on pedal position (RPM Guard.) If the
actual RPM exceeds this limit, spark and fuel are used to bring the RPM below the limit. The
ETC light and the MIL are turned on in this mode and a P2106 is set. EGR, VCT, and IMRC
outputs are set to default values.
RPM Guard w/ Default
Throttle
In this mode, the throttle plate control is disabled due to the loss of Throttle Position, the
Throttle Plate Position Controller, or other major Electronic Throttle Body fault. A default
command is sent to the TPPC, or the H-bridge is disabled. Depending on the fault detected,
the throttle plate is controlled or springs to the default (limp home) position. A maximum
allowed RPM is determined based on pedal position (RPM Guard.) If the actual RPM
exceeds this limit, spark and fuel are used to bring the RPM below the limit. The ETC light
and the MIL are turned on in this mode and a P2110 is set. EGR, VCT, and IMRC outputs
are set to default values.
RPM Guard w/ Forced
High Idle
This mode is caused by the loss of 2 or 3 pedal position sensor inputs due to sensor, wiring,
or PCM faults. The system is unable to determine driver demand, and the throttle is controlled
to a fixed high idle airflow. There is no response to the driver input. The maximum allowed
RPM is a fixed value (RPM Guard.) If the actual RPM exceeds this limit, spark and fuel are
used to bring the RPM below the limit. The ETC light and the MIL are turned on in this mode
and a P2104 is set. EGR, VCT, and IMRC outputs are set to default values.
Shutdown If a significant processor fault is detected, the monitor will force vehicle shutdown by disabling
all fuel injectors. The ETC light and the MIL are turned on in this mode and a P2105 is set.
Note: ETC illuminates or displays a message on the message center immediately, MIL
illuminates after 2 driving cycles

Electronic Throttle Monitor
Electronic Throttle Monitor Operation:
DTCs P0606 - PCM processor failure (MIL, ETC light)
P2106 – ETC FMEM – forced limited power; sensor fault: MAF, one TP, CKP, TSS,
OSS, stuck throttle, throttle actuator circuit fault (MIL, ETC light)
P2110 – ETC FMEM – forced limited rpm; two TPs failed; TPPC detected fault (MIL,
ETC light)
P2104 – ETC FMEM – forced idle, two or three pedal sensors failed (MIL, ETC light)
P2105 – ETC FMEM – forced engine shutdown; EQuizzer detected fault (MIL, ETC
light)
U0300 – ETC software version mismatch, IPC, EQuizzer or TPPC (MIL, ETC light)
Monitor execution Continuous
Monitor Sequence None
Sensors OK not applicable
Monitoring Duration < 1 seconds to register a malfunction

Accelerator and Throttle Position Sensor Inputs
Accelerator Pedal Position Sensor Check Operation:
DTCs P2122, P2123 – APP D circuit continuity (ETC light, non-MIL)
P2121 – APP D range/performance (ETC light, non-MIL)
P2138 – APP D / APP E correlation (ETC light, non-MIL)
P2127, P2128 – APP E circuit continuity (ETC light, non-MIL)
P2126 – APP E range/performance (ETC light, non-MIL)
P2140 – APP E / APP F correlation (ETC light, non-MIL)
P2132, P2133 – APP F circuit continuity (ETC light, non-MIL)
P2131 – APP F range/performance (ETC light, non-MIL)
P2139 – APP D / APP F correlation (ETC light, non-MIL)
Monitor execution continuous
Monitor Sequence none
Sensors OK not applicable
Monitoring Duration < 1 seconds to register a malfunction
APP sensor check malfunction thresholds:
Circuit continuity - Voltage < 0.25 volts or voltage > 4.75 volts
Correlation and range/performance – sensor disagreement between processors (PCM and EQuizzer)

Throttle Position Sensor Check Operation:
DTCs P0122, P0123 – TP A circuit continuity (MIL, ETC light)
P0121 – TP A range/performance (non-MIL)
P2135 – TP A / TP B correlation (ETC light, non-MIL)
P0222, P0223 – TP B circuit continuity (MIL, ETC light)
P0221 – TP B range/performance (non-MIL)
Monitor execution Continuous
Monitor Sequence None
Sensors OK not applicable
Monitoring Duration < 1 seconds to register a malfunction
TP sensor check malfunction thresholds:
Circuit continuity - Voltage < 0.25 volts or voltage > 4.75 volts
Correlation and range/performance – sensor disagreement between processors (PCM and EQuizzer), TP
inconsistent with TPPC throttle plate position

Throttle Plate Position Controller (TPPC) Outputs
The purpose of the TPPC is to control the throttle position to the desired throttle angle. It is a separate chip
embedded in the PCM. The desired angle is communicated from the main CPU via a 312.5 Hz duty cycle signal.
The TPPC interprets the duty cycle signal as follows:
0% <= DC < 5% - Out of range, limp home default position.
5% <= DC < 6% - Commanded default position, closed.
6% <= DC < 7% - Commanded default position. Used for key-on, engine off.
7% <= DC < 10% - Closed against hard-stop. Used to learn zero throttle angle position (hard-stop) after
key-up
10% <= DC <=92% - Normal operation, between 0 degrees (hard-stop) and 82%, 10% duty cycle = 0
degrees throttle angle, 92% duty cycle = 82 degrees throttle angle.
92% < DC <= 96% - Wide Open Throttle, 82 to 86 degrees throttle angle.
96% < DC <= 100% - Out of Range, limp home default position
The desired angle is relative to the hard-stop angle. The hard-stop angle is learned during each key-up process
before the main CPU requests the throttle plate to be closed against the hard-stop. The output of the TPPC is a
voltage request to the H-driver (also in PCM). The H driver is capable of positive or negative voltage to the
Electronic Throttle Body Motor.

Throttle Plate Controller Check Operation:
DTCs P2107 – processor test (MIL)
P2111 – throttle actuator system stuck open (MIL,)
P2112 – throttle actuator system stuck closed (MIL)
P2100 – throttle actuator circuit open, short to power, short to ground (MIL,)
P2101 – throttle actuator range/performance test (MIL)
Note: For all the above DTCs, in addition to the MIL, the ETC light will be on for
the fault that caused the FMEM action.
Monitor execution Continuous
Monitor Sequence None
Monitoring Duration < 5 seconds to register a malfunction
 
Some info on the LS ETC

The Gen 2 Electronic Throttle Control system uses a strategy that delivers output shaft torque, based on driver
demand, utilizing an electronically controlled throttle body. Gen 2 ETC strategy was developed mainly to improve
fuel economy. This is possible by decoupling throttle angle (produces engine torque) from pedal position (driver
demand). This allows the powertrain control strategy to optimize fuel control and transmission shift schedules
while delivering the requested wheel torque. Gen 2 ETC is being introduced on the 2003 MY Lincoln LS and Ford
Thunderbird
View attachment 828573627
Because safety is a major concern with ETC systems, a complex safety monitor strategy (hardware and
software) was developed. The monitor system is distributed across two processors: the main powertrain control
processor and a monitoring processor called an Enhanced-Quizzer (E-Quizzer) processor.
The primary monitoring function is performed by the Independent Plausibility Check (IPC) software, which resides
on the main processor. It is responsible for determining the driver-demanded torque and comparing it to an
estimate of the actual torque delivered. If the generated torque exceeds driver demand by specified amount, the
IPC takes appropriate mitigating action.
Since the IPC and main controls share the same processor, they are subject to a number of potential, commonfailure
modes. Therefore, the E-Quizzer processor was added to redundantly monitor selected PCM inputs and to
act as an intelligent watchdog and monitor the performance of the IPC and the main processor. If it determines
that the IPC function is impaired in any way, it takes appropriate Failure Mode and Effects Management (FMEM)
actions.

ETC System Failure Mode and Effects Management:
Effect Failure Mode
No Effect on Driveability A loss of redundancy or loss of a non-critical input could result in a fault that does not affect
driveability. The ETC light will turn on, but the throttle control and torque control systems will
function normally.
Disable Speed Control If certain failures are detected, speed control will be disabled. Throttle control and torque
control will continue to function normally.
RPM Guard w/ Pedal
Follower
In this mode, torque control is disabled due to the loss of a critical sensor or PCM fault. The
throttle is controlled in pedal-follower mode as a function of the pedal position sensor input
only. A maximum allowed RPM is determined based on pedal position (RPM Guard.) If the
actual RPM exceeds this limit, spark and fuel are used to bring the RPM below the limit. The
ETC light and the MIL are turned on in this mode and a P2106 is set. EGR, VCT, and IMRC
outputs are set to default values.
RPM Guard w/ Default
Throttle
In this mode, the throttle plate control is disabled due to the loss of Throttle Position, the
Throttle Plate Position Controller, or other major Electronic Throttle Body fault. A default
command is sent to the TPPC, or the H-bridge is disabled. Depending on the fault detected,
the throttle plate is controlled or springs to the default (limp home) position. A maximum
allowed RPM is determined based on pedal position (RPM Guard.) If the actual RPM
exceeds this limit, spark and fuel are used to bring the RPM below the limit. The ETC light
and the MIL are turned on in this mode and a P2110 is set. EGR, VCT, and IMRC outputs
are set to default values.
RPM Guard w/ Forced
High Idle
This mode is caused by the loss of 2 or 3 pedal position sensor inputs due to sensor, wiring,
or PCM faults. The system is unable to determine driver demand, and the throttle is controlled
to a fixed high idle airflow. There is no response to the driver input. The maximum allowed
RPM is a fixed value (RPM Guard.) If the actual RPM exceeds this limit, spark and fuel are
used to bring the RPM below the limit. The ETC light and the MIL are turned on in this mode
and a P2104 is set. EGR, VCT, and IMRC outputs are set to default values.
Shutdown If a significant processor fault is detected, the monitor will force vehicle shutdown by disabling
all fuel injectors. The ETC light and the MIL are turned on in this mode and a P2105 is set.
Note: ETC illuminates or displays a message on the message center immediately, MIL
illuminates after 2 driving cycles

Electronic Throttle Monitor
Electronic Throttle Monitor Operation:
DTCs P0606 - PCM processor failure (MIL, ETC light)
P2106 – ETC FMEM – forced limited power; sensor fault: MAF, one TP, CKP, TSS,
OSS, stuck throttle, throttle actuator circuit fault (MIL, ETC light)
P2110 – ETC FMEM – forced limited rpm; two TPs failed; TPPC detected fault (MIL,
ETC light)
P2104 – ETC FMEM – forced idle, two or three pedal sensors failed (MIL, ETC light)
P2105 – ETC FMEM – forced engine shutdown; EQuizzer detected fault (MIL, ETC
light)
U0300 – ETC software version mismatch, IPC, EQuizzer or TPPC (MIL, ETC light)
Monitor execution Continuous
Monitor Sequence None
Sensors OK not applicable
Monitoring Duration < 1 seconds to register a malfunction

Accelerator and Throttle Position Sensor Inputs
Accelerator Pedal Position Sensor Check Operation:
DTCs P2122, P2123 – APP D circuit continuity (ETC light, non-MIL)
P2121 – APP D range/performance (ETC light, non-MIL)
P2138 – APP D / APP E correlation (ETC light, non-MIL)
P2127, P2128 – APP E circuit continuity (ETC light, non-MIL)
P2126 – APP E range/performance (ETC light, non-MIL)
P2140 – APP E / APP F correlation (ETC light, non-MIL)
P2132, P2133 – APP F circuit continuity (ETC light, non-MIL)
P2131 – APP F range/performance (ETC light, non-MIL)
P2139 – APP D / APP F correlation (ETC light, non-MIL)
Monitor execution continuous
Monitor Sequence none
Sensors OK not applicable
Monitoring Duration < 1 seconds to register a malfunction
APP sensor check malfunction thresholds:
Circuit continuity - Voltage < 0.25 volts or voltage > 4.75 volts
Correlation and range/performance – sensor disagreement between processors (PCM and EQuizzer)

Throttle Position Sensor Check Operation:
DTCs P0122, P0123 – TP A circuit continuity (MIL, ETC light)
P0121 – TP A range/performance (non-MIL)
P2135 – TP A / TP B correlation (ETC light, non-MIL)
P0222, P0223 – TP B circuit continuity (MIL, ETC light)
P0221 – TP B range/performance (non-MIL)
Monitor execution Continuous
Monitor Sequence None
Sensors OK not applicable
Monitoring Duration < 1 seconds to register a malfunction
TP sensor check malfunction thresholds:
Circuit continuity - Voltage < 0.25 volts or voltage > 4.75 volts
Correlation and range/performance – sensor disagreement between processors (PCM and EQuizzer), TP
inconsistent with TPPC throttle plate position

Throttle Plate Position Controller (TPPC) Outputs
The purpose of the TPPC is to control the throttle position to the desired throttle angle. It is a separate chip
embedded in the PCM. The desired angle is communicated from the main CPU via a 312.5 Hz duty cycle signal.
The TPPC interprets the duty cycle signal as follows:
0% <= DC < 5% - Out of range, limp home default position.
5% <= DC < 6% - Commanded default position, closed.
6% <= DC < 7% - Commanded default position. Used for key-on, engine off.
7% <= DC < 10% - Closed against hard-stop. Used to learn zero throttle angle position (hard-stop) after
key-up
10% <= DC <=92% - Normal operation, between 0 degrees (hard-stop) and 82%, 10% duty cycle = 0
degrees throttle angle, 92% duty cycle = 82 degrees throttle angle.
92% < DC <= 96% - Wide Open Throttle, 82 to 86 degrees throttle angle.
96% < DC <= 100% - Out of Range, limp home default position
The desired angle is relative to the hard-stop angle. The hard-stop angle is learned during each key-up process
before the main CPU requests the throttle plate to be closed against the hard-stop. The output of the TPPC is a
voltage request to the H-driver (also in PCM). The H driver is capable of positive or negative voltage to the
Electronic Throttle Body Motor.

Throttle Plate Controller Check Operation:
DTCs P2107 – processor test (MIL)
P2111 – throttle actuator system stuck open (MIL,)
P2112 – throttle actuator system stuck closed (MIL)
P2100 – throttle actuator circuit open, short to power, short to ground (MIL,)
P2101 – throttle actuator range/performance test (MIL)
Note: For all the above DTCs, in addition to the MIL, the ETC light will be on for
the fault that caused the FMEM action.
Monitor execution Continuous
Monitor Sequence None
Monitoring Duration < 5 seconds to register a malfunction
Dude that’s awesome. Thank you. Wasn’t there a new updated flash available for the LS at one point for the ETC?
 
Update: so I’m definitely having grounding issues. I decided to check the resistance on the coil circuits of the connectors. Key off, under normal operation the resistance was OL on one side and .0x on the other. Once warmed up and car starts acting up, key off the resistance goes to ~10 M ohms on one side and 180 k ohms on the other. Going to check wiring harness over really well and go from there.
 
One side goes to positive battery, via a relay. The other side goes to the PCM where it is selectively (only when the engine is running) grounded by FETs in the PCM. While it is interesting that you are getting such different readings, a resistance test with the PCM still plugged in is fairly invalid.
 
Damn I thought I was on to something lol. I did change out the #4 coil prior to all this and it was good for a good 30 minutes of driving. Then took at crap again.
 
I know I know. I was trying to be cheap and I think I’m regretting it. Gaps are good. I double checked it. Ran good for two days after i adjusted them and them acting up. You think motorcraft coils are really that more superior? I mean if they are, I’ll buy them. What ngk plugs should I get?
When you say gaps are good ...what are your plugs gapped at?
 
Yes to both. Plugs gapped at .040”
park Plug Inspection
s6x~us~en~file=adobe.gif~gen~ref.gif
Printable View (104 KB)

  1. Inspect the spark plug for a bridged gap.
    • Check for deposit build-up closing the gap between the electrodes. Deposits are caused by oil or carbon fouling.
    • Clean the spark plug.

  • s6x~us~en~file=ab0037a.gif~gen~ref.gif
  1. Check for oil fouling.
    • Check for wet, black deposits on the insulator shell bore electrodes, caused by excessive oil entering the combustion chamber through worn rings and pistons, excessive valve-to-guide clearance or worn or loose bearings.
    • Correct the oil leak concern.
    • Install a new spark plug.

  • s6x~us~en~file=ab0036a.gif~gen~ref.gif
  1. Inspect for carbon fouling. Look for black, dry, fluffy carbon deposits on the insulator tips, exposed shell surfaces and electrodes, caused by a spark plug with an incorrect heat range, dirty air cleaner, too rich a fuel mixture or excessive idling.
    • Install new spark plugs.

  • s6x~us~en~file=ab0040a.gif~gen~ref.gif
  1. Inspect for normal burning.
    • Check for light tan or gray deposits on the firing tip.

  • s6x~us~en~file=ab0039a.gif~gen~ref.gif
  1. Inspect for pre-ignition, identified by melted electrodes and a possibly damaged insulator. Metallic deposits on the insulator indicate engine damage. This may be caused by incorrect ignition timing, wrong type of fuel or the unauthorized installation of a heli-coil insert in place of the spark plug threads.
    • Install a new spark plug.

  • s6x~us~en~file=ab0038a.gif~gen~ref.gif
  1. Inspect for overheating, identified by white or light gray spots and with a bluish-burnt appearance of electrodes. This is caused by engine overheating, wrong type of fuel, loose spark plugs, spark plugs with an incorrect heat range, low fuel pump pressure or incorrect ignition timing.
    • Install a new spark plug.

  • s6x~us~en~file=ab0042a.gif~gen~ref.gif
  1. Inspect for fused deposits, identified by melted or spotty deposits resembling bubbles or blisters. These are caused by sudden acceleration.
    • Install new spark plugs.

  • s6x~us~en~file=ab0041a.gif~gen~ref.gif
 

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