Codes 49 & 66

[Marccus]

I am getting the following codes:

49 - Electronic Ignition - spout signal circuit problems

66 - Vane Air Flow (VAF) or Mass Air Flow (MAF) signal low


I did a search with projectSHO89's name and codes and read the following from him about SPOUT:

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"It is used to dynamically alter timing to maximize performance, under varying conditions under the control of the PCM.

Removal of the SPOUT plug causes the DIS module to drop into a FFEM mode whereby it defaults to a 10 d BTDC timing mode.

Application of timing advance is programmed into the computer as part of its operating strategy.

If you want to investigate your engines timing, you will need an inductive timing light to see what is happening."

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Also EZ4U2ENVY states in same post:

"I got the same problem- maf sensor shot - when i disconnect oh my does the car feel like 20 more ponies grew up to big horsies... try that and see what happens..

I also had a bad coil pack go bad once but that made it terrible throughout the whole rpm range- the maf on the other hand is only critical from 1k-3750 rpms"

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What is FFEM?


I have a new coil pack. MAF is original at 370,000 mi.

I did remove the plug to pass emissions, but that was many months ago.

A poster stated that code 49 was in "hard memory". I printed the pages of codes from the website posted on this forum. Codes that are located in memory are indicated by a (M).

So is spout code (#49) a memory code or a functional code for the failure of the circuit?

What is difference between "memory" and "hard memory". I disconnect and reconnect jumper to wipe out memory codes. Also I thought memory codes are cleared if the battery is disconnected for a "long time".

If I replace MAF will spout problem go away?

Are new MAF's available for RockAuto, Autozone, etc. If not, what are the alternatives to repairing/replacing MAF?


BTW, car seems run fine except at idle, where it is a little rough.


Thanks.

 

[luigisho]

That's alot of questions and you car has alot of miles so many things could be at the end of their lifecycle. The FFEM is just a default for the pcm to run the car. I would get some electronics cleaner (they may even have a MAF spray product) at the local parts store. Spray the wire element in the middle of the sensor body, allow it to air dry, and reinstall. I would also clear all the codes and see if any of them return.

 

[Marccus]

Yes, I did spray the element with a cleaner that says it is safe for the MAF and the O2 sensors. In fact I do this every 10,000 miles or so. I also take a look at the throttle body to see if it needs cleaning.

How does one clear ALL the codes?

Do I understand this correctly? ==>
There are two types of memory codes, hard codes and "soft" codes, the
latter of which are erased when you connect and disconnect the jumper
wire.

How do you erase "hard" codes?

Thanks.

 

[luigisho]

All codes should be cleared once you disconnect the battery and the jumper for a while. You can press on the brake pedal to drain any juice in the system. You can also go somewhere like AutoZone and have the scan tool read and clear the codes. Your MAF may be at the end of its lifespan. Most of the recurring SPOUT codes that I have experience with have only been fixed with replacing the pcm. Someone may have different experience with this but that is what I have seen.

 

[Marccus]

Yes, I remember now. I did replace the PCM about four years ago and I'm sure it was for the same problem as I had a spout problem only once before.

So the first PCM lasts 14 years, and the second one lasts 4 years. Sheesh! Go figure.

If I have to replace the darn thing every four years, I'll go crazy and broke! :cry:

I had to really hunt for a PCM because as I remember I had to match the number on the PCM. I found a place in Arizona. I believe it was reconditioned and "good as new". Hah!

Any hints on where to start looking?

Thanks for jogging my memory.

 

[gmorrell]

What is FFEM?

I think he meant FMEM, Failure Mode (and) Effects Management.

When I used to design powertrain control integrated circuits for Ford, we spent a lot of time in meetings doing something called FMEA; Failure Mode and Effects Analysis. IOW, we'd brainstorm about what would happen if something failed, like a sensor or actuator, and then we'd figure out ways to deal with that failure. So, lots of thinking about FMEA leads to FMEM. Most potential failures have work-arounds, a few don't.

In EEC, FMEM is "What does EEC do if some sensor input goes away, or we can't control an actuator, and how do we keep the engine running so the customer can get to the dealership where we can charge him $75 an hour for diagnoses?"

Some failures are more critical then others, for example, EEC can deal with a poorly or non-functioning MAF or ECT sensor, and you might not even notice the effects of dealing with these, save for some power loss or driveability issues. Loss of SPOUT is sort of a big one: EEC can no longer control the timing of the ignition event, so the DIS defaults to 10 DBTDC, this is considered a Limp Home strategy; the engine runs, but poorly. (BTW, the DIS module has a Motorola 68HC11-series custom micro-controller...)

A catastrophic fault, like loss of PIP (crank sensor), and you're dead in the water; there's no work-around for EEC and DIS not knowing that the crankshaft is turning. No FMEM for loss of PIP, I remember that particular meeting...

Within EEC is also something called HLOS; Hardware Limited Operation Strategy. HLOS is more confined to dealing with failures of EEC's internal workings. If you're lucky, HLOS typically leads to Limp Home, and lot's of hard codes.

Gary M.