Technical Description of OBD-II Trouble Code
Performance Issue with Internal Control Module Coolant Temperature
What does that signify?
This generic powertrain diagnostic trouble code (DTC) is commonly found in many OBD-II vehicles, including Mazda, Ford, Honda, Chevrolet, Jeep, Dodge, etc.
When a code P060F is stored, it indicates that the powertrain control module (PCM) has detected a performance error within the engine coolant temperature (ECT) sensor circuit. Other controllers may also detect a performance error in the PCM’s ECT sensor circuit, contributing to the storage of a P060F code.
Internal control module monitoring processors are responsible for various self-test duties and overall accountability of the control module. The PCM and other related controllers constantly monitor the input and output signals of the ECT sensor. The ECT sensor interacts with the transmission control module (TCM), traction control module (TCSM), and other controllers.
ECT sensors consist of a thermal resistor that is sealed in a metal or plastic housing with a hard resin coating. Brass is commonly used as the housing material. The ECT sensor housing can be threaded into a coolant passage in the engine intake manifold, cylinder head, or block. As warm coolant flows across the ECT sensor, the thermal resistance decreases. When the engine coolant cools down, the resistance increases, resulting in a reduction of the ECT sensor circuit voltage. The PCM interprets these resistance fluctuations as changes in engine coolant temperature. The ECT sensor input data is crucial for calculating fuel delivery and ignition timing strategy.
Whenever the ignition is on and the PCM is powered, internal ECT circuit self-tests are initiated. The controller area network (CAN) also compares signals from each individual module to ensure proper functioning of all controllers. These tests are performed simultaneously.
If the PCM detects a discrepancy between any of the on-board controllers, indicating an internal ECT sensor error, a code P060F will be stored and a malfunction indicator lamp (MIL) may illuminate. Depending on the perceived severity of the malfunction, multiple failure cycles may be required for MIL illumination.
Photo of a PCM with the cover removed:
What is the severity of this DTC?
Codes related to internal control module processors should be considered severe. A stored code P060F can lead to significant drivability and fuel efficiency issues, occurring suddenly and without warning.
What are some of the symptoms of the code?
Symptoms associated with a P060F trouble code may include:
What are some of the common causes of the code?
What are some P060F troubleshooting steps?
Diagnosing a code P060F can be challenging, even for experienced technicians. Reprogramming may also be necessary, and without the proper equipment, replacing a defective controller and completing a successful repair will be impossible.
If there are ECM/PCM power supply codes present, they should be addressed before attempting to diagnose a P060F. Additionally, if there are ECT sensor codes present, they should be diagnosed and repaired first.
Prior to declaring an individual controller defective, several preliminary tests can be performed. These tests require a diagnostic scanner, a digital volt/ohmmeter (DVOM), and reliable vehicle information. An infrared thermometer with a laser pointer may also be helpful.
Connect the scanner to the vehicle diagnostic port and retrieve all stored codes and freeze frame data. It is important to write down this information in case the code is intermittent. After recording the necessary information, clear the codes and test drive the vehicle until the code is reset or the PCM enters readiness mode. If the PCM enters readiness mode, the code is intermittent and will be more difficult to diagnose. In some cases, the condition that caused the P060F to be stored may need to worsen before a diagnosis can be made. If the code is reset, continue with the following preliminary tests.
When diagnosing a P060F, information is crucial. Search for technical service bulletins (TSB) that match the stored code, vehicle (year, make, model, and engine), and exhibited symptoms. The right TSB may provide diagnostic information that greatly aids in the diagnosis.
Use the vehicle information source to obtain connector face views, connector pin-out charts, component locators, wiring diagrams, and diagnostic flow charts related to the code and vehicle in question.
Use the DVOM to test controller power supply fuses and relays. Test and replace blown fuses as necessary. Fuses should be tested with the circuit loaded.
If all fuses and relays appear to be functioning properly, visually inspect the controller-related wiring and harnesses. Also check the chassis and engine ground junctions. Use the vehicle information source to find ground locations for related circuits. Use the DVOM to test ground integrity.
Visually inspect system controllers for signs of water, heat, or collision damage. Any damaged controller, especially due to water, should be considered defective.
If the controller power and ground circuits are intact, suspect a defective controller or a controller programming error. Controller replacement will require reprogramming. Aftermarket sources may offer reprogrammed controllers for some vehicles, while others may require on-board reprogramming that can only be done through a dealership or qualified source.
Testing the ECT Sensor and Circuits
Any stored ECT sensor related code should prompt a check to ensure that the engine is not overheating. The coolant level should be adequate and the engine should be operating within the acceptable temperature range.
Probe the reference circuit pin of the ECT sensor connector using the positive test lead of the DVOM. Use the negative test lead to probe the ground pin.
With the key on and the engine off (KOEO), test for reference voltage (typically 5-volts) and a ground at the ECT sensor connector.
If reference voltage and ground are present on the respective connector pins, plug in the sensor connector. Probe the signal circuit of the ECT sensor with the positive test lead of the DVOM (negative probe connected to a known good engine ground). Use the infrared thermometer to measure the actual coolant temperature. Refer to the temperature to voltage chart (found within the vehicle information source) to determine if the ECT sensor is functioning properly by comparing the actual voltage with the desired voltage.
If the ECT sensor fails to reflect the correct voltage according to the actual coolant temperature, it is likely defective.
If the ECT sensor signal circuit reflects the correct voltage, use the DVOM to test the signal circuit at the PCM connector. If there is no sensor signal at the PCM connector but it is detected at the sensor connector, an open circuit exists between the two components.
