Talk Morgan Forums Thread Like Summary - I knew the honeymoon would come to an end

Needless to say beautiful evening, took Sue out for a spin for an hour or so, stop in Lytham to go for a walk. Get back in turn ignition, warning lights come on turn key further nothing lights go out and immobiliser flashing at me. Bugger. Try a few times wriggling the key no luck, I remember so posting about immobiliser and doing something with the keys, so we get a taxi short distance home, get second key, jump in Sue's car, try 2nd key and more of the same. Bugger.

Needless to say the only time I have RAC recovery is when I have a Morgan. Ring them, few hours later, he goes thru his mantra, battery ok, fuses ok, cant get starter to work, no furl pump or fuel injection.......must be immobiliser....exactly what I told the RAC when I made the call as to the likely fault. Nice chap, used to work at TVR in Blackpool, so we had a good old chat whilst he did hid mantra. Now 10.40pm he goes off shift shortly so can't take the car to Mat at Lifes. I spoke to Mat at home to see if ok to deliver car to garage in early hours of the morning and where to put the keys, we did some fault finding but no joy whilst I waited for the RAC. Excellent of Mat to take my call and help out at that time of night Next RAC up date, expect flat bed up to 5.20am and I had to stay with the vehicle. Bugger. Fortunately RAC decide to use a local recovery service, waved goodbye to car and just had confirmation car delivered at 1.13 am. Whilst Matt may well have dealt with this before, I sent a link to DaveW post on immobiliser ring proximity to Mat just in case.

We were stuck outside a pub and everyone liked the car, we just wished it worked. I've done nearly 1000 miles in the few weeks I've had it, more than a fifth of the total miles from new on the car registered August 2012. So this has tested my forbearance just a tad, along with the two taps its had whilst parked, might be telling me something. The only blessing at the moment is it could have happened in the middle of no-where, pissing it down with rain.

I have a 1999 4/4 which is fitted with the Ford PATS (passive anti theft system ). Passive because the ignition key requires no battery for the system to work. Immobiliser's evolve and given the age difference of your car to mine this may be irrelevant. But on my car if the immobiliser is activated as on yours the immobiliser light flashes rapidly. However if you leave the ignition turned on after about one minuet the light goes out, then after a brief pause it flashes the light to give a two digit code. For example code 11 means no connection between the transceiver coil and the module. That is the coil around the ignition key barrel and the module, in my case the ECU since all of the immobiliser function is contained within the ECU. Code 12 no data received from the lock barrel pick up and so on. I have a list of 12 different codes for different problems. I have built an ECU test rig with a transceiver coil and immob light and tested a few of these codes and they work very well giving a good clue as to what has gone wrong in a situation such as yours. If you would like me to post the full list let me know.

Regards ZACH

HI John
Sorry to hear that the problem is still on going. Below is a list of all the Ford PATS immobiliser system fault codes I am aware of. These are the codes displayed by the immobiliser light flashes. As a reminder, if the immobiliser light flashes rapidly and the car will not start leave the ignition on and after about a minuet the light goes out and then flashes the code.

I know the following to be true on my car because I have tested this on my ECU test rig. My car is a 1999 4/4 fitted with a ford 1.8 ltr silver top ZETEC petrol engine and a Ford EEC IV ECU/PCM. The only components involved in the immobiliser are the ECU and the ignition barrel coil key reader unit. Some cars have a module between the ECU and the Key Reader and sometimes this can be incorporated in the instrument cluster.

For those interested a brief description of the sequence of events is as follows:
When the ignition key is turned on power is applied to the key reader unit and the PCM. The PCM sends a 50ms charge up pulse to the key reader unit. The charge up frequency coupled from the key reader unit to the key via the coils, one in the unit and one in the key is 134.2 Khz. This charges the key transponder embedder in the plastic part of the key. When the pulse stops the key uses the charged up energy to transmit the key code to the reader unit via the coils. The code is a digital packet of ones and zeros. The modulation used is called FSK (frequency shift keyed). The two frequencies used for the two digital states are 134.2 Khz and 123.2 Khz. The code is passed on to the PCM from the key reader. The PCM compares the code to a list of key codes stored in EEPROM Memory. If there is a match all is well if not the PCM does not energize the fuel pump relay so no fuel and does not send out pulses to the ignition coil pack so no ignition sparks.

Hope all this waffle helps but do bear in mind your system may be different but I would have thought that it's worth leaving the ignition on whilst the emmo light is flashing rapidly for a minuet or two to see if you get any codes..






CODE MEANING

11 No connection between module and transceiver coil

1. Check transceiver coil and wiring condition.
2. Check engine ECU multi-plug connection.

12 No Data received from lock barrel pick up.

1. Check key has not lost micro chip.
2. Try spare key
3. Check transceiver coil and wiring condition
4. Remove metal objects from key ring.
5. Immobiliser control unit faulty.

13 No code received.

1. Check key has not lost micro chip.
2. Try spare key.
3. Check tranceiver coil and wiring condition.
4. Remove metal objects from key ring.

14 Incomplete key code

1. Check key has not lost micro chip.
2. Try spare key.
3. Check transceiver coil and wiring condition.
4. Remove metal objects from key ring.

15 Incorrect key

1. Key needs to be programmed to vehicle.

16 No data between modules

1. Check wiring and connectors between ECU and PATS module.

21 Less than three key codes stored

1. 3 keys must be programmed to system.

22 No data between modules.
1. Check wiring and connectors between ECU and PATS module.
2. Check wiring and connectors to diesel pump.
3. Immobiliser control unit faulty.

23 Data mismatch between PCM and Instrument Cluster.

1. Requires reprogramming.

31 Incorrect code to diesel smart module.

1. Check wiring and connectors to diesel pump
2. Check wiring and connectors between ECU and PATS module.
3. ECU programming error.

32 No connection to diesel smart module.

1. Check wiring and connectors to diesel pump.
2. Immobiliser control unit faulty.
3. Wiring connector fault on immobiliser control unit.

33 Bad connections to diesel smart module

1. Check wiring and connectors to diesel pump
2. ECU or immobiliser control unit faulty.

Well after 2 hours of fault finding the auto electrician has found the problem, Having had all the relays and inner fuse boxes out, got the fuel pump working, but still problem with immobiliser they eventually tracked it down to a 20 amp fuse on the fuse board on the bulk head, at the back of the fuse board had burnt out due to overheating from a loose wire connection, Not obvious from looking directly at that fuse board from above but once removed from underneath is was badly burnt. Car now working. Collecting tomorrow.

Thank goodness it didn't take something else out with it.

I'm sure will help you out of the footwell - after a good chuckle!