2010 Ford Fusion with a Duratec 3.0L/6F35, Customer complaint being......
*Hard start (Long Crank time)
*Transmission does not shift
*Check Engine Lamp on (Needs state inspection)
Further information gathered from customer.....
*Vehicle stalled on the highway & would not crank.
*Pulled the vehicle to an Autozone & was diagnosed as a faulty Transmission Range Switch per fault codes.
*Vehicle was pulled to a repair shop & a new TRS was installed but apparently didn't fix it.
*A wire was ran from the Ignition Switch directly to the Starter Solenoid by the same repair shop (I hope this wasn't done by a shop but can't verify)
*Vehicle now cranks & runs but has the issues above.
My initial observations......
*Engine cranks for @ 15 seconds before start up.
*Vehicle is stuck in 5th gear, Slams into reverse (Max Line Pressure)
*Gear/Range Indicator in the Cluster is inoperative.
*Code Scan of all modules showed over 100 DTC's stored.
With that many DTC's.....I screenshot 'em & clear them all out! Not about to weave through that mess!
Got about every circuit code possible for the TRS (P0706, P0707, P1702, and P1705) with a KOEO self test.
KOER self test revealed circuit DTC's for both Cam Sensors "CMP" (P0340, P0344, P0345, P0346, and P0349) No cam position signals will cause long crank times & was most likely the cause of the stall on the highway?
Every diagnostic mechanic has to make a decision here......Using Fords diag/pinpoint charts is something I've learned NOT to follow!
Decided to review a wiring diagram first. The TRS & Both CMP sensors use a Vehicle Power Reference (VPWR) which is Ford speak for a 12volt sensor power supply provided by the Engine Control Module.
While the TRS & CMP sensors VPWR feed circuits are wired to separate pins on the ECM, They share the same circuit numbers LE111 & wire colors Violent/Green.....Meaning they share the same power supply within the PCM.
Bank 2 CMP connector is fairly easy to get to, Unplugged it & sure enough.....It had no VPWR reference. According to my Power Probe III, It was completely Open!
Bank 1 CMP connector is not easily accessible! So I lifted the vehicle & unplugged the TCM connector......No VPWR reference there either (Pin 18).
Removed the right motor mount bridge & lifted the engine enough to access the Bank 1 CMP connector & unplugged it......
Viola........I now have VPWR reference!
Shorted Bank 1 CMP sensor bringing down the VPWR is the smoking gun.....Right?
I even reconnected Bank 2 CMP & the TCM connector.....VPWR remained steady/near battery voltage, Transmission now shifts, Gear indicator & Speedometer works, And it cranks without the jumper wire!
However....I'm still getting ALL the CMP sensor codes as before, Including Bank 2 which is connected!
Using my Scope backprobed onto Bank 2 CMP signal wire expecting to see a Zero to 12volt square wave signal....Thinking the ECM was simply freaking out with a missing Bank 1 CMP signal?.....WRONG, No signal/flatline!
Well....Maybe I don't have a good connection, As I put my fingers on my T-Pin to make sure it's seated all the way in the connector.....I feel that something is hitting the sensor as the engine is idling.
Removed Bank 2 CMP & find the tip is gone & chewed up. Removed the front valve cover & find the Reluctor/Tone Wheel has separated from the VVT Cam Phaser!
So....I have a electrically shorted CMP sensor on Bank 1 & a Mechanically damaged CMP sensor on Bank 2, What are the odds????
I removed the Bank 1 CMP & plugged it into the Bank 2 connector.....& it instantly brought down the LE111 VPWR circuit!
The vehicle needs a VVT Cam Phaser & both CMP sensors! WOW, One of the more interesting failures I've seen!