12610 Mercury BRACKET, SWITCH

Vehicle Circuits Tests
P-501: Electrical Power Supply To PEEC IIIP-502: Throttle Position SensorP-503: Diagnostic LampP-504: Vehicle Speed SignalP-505: Cruise Control And PTO SwitchesP-506: Service Brake And Clutch SwitchP-507: Parking Brake SwitchEngine Circuits Tests
P-510: ECM/Personality ModuleP-511: Sensor Supply VoltageP-512: Engine Speed SignalP-513: Shutoff SolenoidP-514: Boost Pressure SensorP-515: Oil Pressure SensorP-516: Coolant Temperature SensorP-517: Retarder Enable SignalRack Controls Tests
P-520: Dynamic Rack ControlsP-521: Rack Position SensorP-522: Rack Solenoid (BTM)P-530: Dynamic Injection TimingTiming Controls Tests
P-531: Timing Position SensorP-532: Timing Solenoid (BTM)P-533: Static Injection TimingSpecial Features Tests
P-540: Idle Shutdown TimerP-541: Multi-TorqueP-542: Power Demand Cruise ControlP-500: Inspecting Electrical Connectors
Many of the Operational Procedures and Diagnostic Code Procedures in this troubleshooting guide will direct you to check a specific electrical connector. Use the following steps to help determine if the connector is the cause of the problem. If a problem is found in the electrical connector, repair the connector and continue the test procedure.1. Check Connector Lock Ring Or Allen Screw. Make sure that the connector is properly locked and that the lock ring or allen screw (4mm) is capable of locking the connector together.2. Perform 10 Pound Pull Test On Each Pin/Wire. Each pin and connector should easily withstand 10 pounds of pull, and remain in the connector body. This test checks whether the wire was properly crimped in the pin, and whether the pin was properly inserted into the connector. Repair as needed. Pins should ALWAYS be crimped onto the wires; NEVER soldered.3. Visually Inspect Wiring. Look for worn or abraded wires. Check for pinched or damaged harnesses.4. Visually Inspect Connectors. Verify that pins and sockets are not corroded or damaged. Verify proper alignment and location of pins in the connector.5. Check Individual Pins And Sockets. This is especially important for intermittent problems. Using a new pin, insert the pin into each socket one at a time to check for a good grip on the pin by the socket. Repeat for each pin on the mating side of the connector, using a new socket for the test. P-501: Electrical Power Supply To PEEC III
System Operation
The PEEC III ECM recieves electrical power (battery voltage) through wiring supplied by the vehicle manufacturer. In typical applications, PEEC III recieves power whenever the key is turned on.Some vehicles may be equipped with an engine protection shutdown system or an idle timer shutdown system (external to PEEC III) that interrupts electrical power to the ECM to shut down the engine. Some of these will not supply power to PEEC III until the engine is cranked, until oil pressure comes up to acceptable limits, or until an override button is pressed. Keep in mind that these devices may be the cause of intermittent power to the ECM.This procedure tests whether proper voltage is being supplied by vehicle wiring.For intermittent problems that could be caused by vehicle wiring (such as intermittent shutdowns) temporarily bypassing the vehicle wiring may be an effective means of determining the root cause. If symptoms vanish with the wiring bypassed, vehicle wiring was the cause. A means of bypassing vehicle wiring is explained in Step 4 of the functional test. Schematic
Diagnostic Codes
Functional Test
Figure 3P-502: Throttle Position Sensor
System Operation
The throttle position sensor is used to provide throttle signal to the ECM. Sensor output is a constant frequency signal with a pulse width that varies with throttle position. This output signal is referred to as either "Duty Cycle" or "Pulse Width Modulated" (PWM) signal and is expressed as a percentage between 0 and 100%.The throttle position sensor may be one of two types. The "remote mounted" sensor is slightly smaller than a soda can and is connected to the throttle pedal by OEM supplied linkage. This sensor requires adjustment for proper operation. The "pedal mounted" sensor is attached directly to the pedal and requires no adjustment. Both sensors provide the same type signal to the ECM.When properly adjusted, the remotely mounted TPS will produce a "Duty Cycle" of 15 to 20% at low idle and 80 to 85% at full throttle. The pedal mounted sensor will produce a "Duty Cycle" of 10 to 22% at low idle and 75 to 90% at full throttle. The percent duty cycle is translated in the ECM into throttle position of 3 to 100%. Schematic
Diagnostic Codes
Functional Test
Example PEEC III 3406B: ECAP "Display Status Screen"
Illustration 1The "Throttle Position" should read 3% with the throttle pedal released and progressively increase to 100% when the throttle pedal is fully depressed. PEEC III 3406B: ECAP "Duty Cycle Screen"
Illustration 2The Duty Cycle should be between 15 and 20% at the low idle position an 80 to 85% at the full throttle positionCalibration/Adjustment
Correct Low Idle Position Adjustment
Figure 4 Correct High Idle Position Adjustment
Figure 5 P-503: PEEC III Diagnostic Lamp
System Operation
The Diagnostic Lamp is used to indicate the existence of a fault, to indicate "driver alert" status of the Idle Shutdown Timer, and may be used to read Flash Codes. While the engine is operating, it will go ON for a minimum of 5 seconds any time a fault condition exists. It will remain ON as long as the fault is ACTIVE.On power up (key ON, Engine OFF), the lamp comes on for 5 seconds, blinks off, comes on for another 5 seconds, then goes out for 5 seconds. After this time, active diagnostic codes will be flashed out.Active faults may be flashed out at any time by turning the cruise On/Off switch to Off, and holding the Set/Resume switch in the Resume position until the lamp begins to flash, then releasing it.One terminal of the lamp is supplied with battery voltage whenever the key switch is On. The other termi