FORD EDGE PCM board level repair of blown transistor causing P0351-P0356 MISFIRE CODES FIX

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[@windward2818]

Obviously, the IGBT failed from electrical overstress, and with this module design the device failure starts with the device getting hot, and then while hot, it has a maximum energy ignition clamp event (or maybe several in a row, like an intermittent coil secondary at high RPM) which kills the part. If you were able to run the module at high RPM with a full load test bench, using a thermal camera you can easily see the module thermal hot spots, which is probably very near to this device. This component is a very capable IGBT until it gets hot. The engineers will know about the module hot spots, but as you can see, there is not much room to increase the package size to D2PAK. As you know, with older Ford EEC-V the power devices are standing up along the power dissipation rails using a thru hole leaded part clamped to the heatsink. However, this build technique is very labor intensive, and requires a wave solder pass to solder the thru hole parts (includes the connector) mixed with bottom surface mount devices, which now must be glued so as to not come off when you wave solder the bottom of the board. With the module in the video you can get away with doing just a selective wave solder process on the connector portion of the board, and use reflow for all the other top and bottom components, which greatly minimizes the hand labor needed to make the board (I think only the main connector is installed by hand in a jig before wave solder). But, now you must get the heat out from the relative middle of the PCB using thermal vias. This is not easy and leads to hot spots when the module is working hard.

[@ecurepair]

Very true, thank you for sharing. Not sure on this unit in particular but many of the ford pcms its the logic gates/pre-drivers overheating (placed to close to igbts), failing and shorting the igbt fully on.

[@windward2818]

@@ecurepair Not many people get to use a full load PCM / ECM module test bench unless you work at the OEM for testing. Ignition pressures are hard to simulate unless you put the spark plug(s) in a sealed box under a known pressure. Many times it is just as helpful to put in a plexiglass sealed box with a small breather hole to keep the spark noise down (but you can really start to smell the ozone (O3)). Most engineers what to see production coils used on the bench because of the specific inductive and energy behavior. Also, you cannot push injectors to their max if fuel is not flowing through them (the fuel flow actually cools the injector). Even given these drawbacks I have actually built a software quick analysis test bench with all the loads for engine module firmware design. You can simulate CAM / CNK with an programmable arbitrary waveform generator, but you may need four or more channels to handle full VVT simulation. It's relatively easy to simulate the remaining loads and sensors. What is interesting is that with the bench in operation you can simulate any engine RPM indefinitely until the module over-temps, blows-up or silently dies (temp limits). I know this because many firmware (strategy) designers do not keep on eye on what the hardware is doing when they run test. They are usually interested in a software bug (usually at a high RPM) that they are trying to track down or finding out at what RPM they run out of compute power, or if the rev limiter is working correctly. For a Ford module with the ignition IGBTs on-board I would not be surprised if the module is controlling over 40 Amps of power at 5000 RPM. How much waste heat is generated on the PCB would have to be measured, but the bottom line is the module gets toasty, and this test is on the bench at room temperature. Put the module under the hood on the engine side of the firewall and you are dealing with the module slowly cooking itself to death. I would bet that if you look up the specs on the SMT Aluminum Electrolytic caps used on an under-hood module you would probably see a 105 degree C device with a 5000 Hour rating with low ESR.

[@robertoperez8624]

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[@octaviamdluli6636]

Thanks for educating us, i have a proplem, my ECU have a blown injection transistor and right now my forth cylinder injector pulse is not working how do i choose the corrector transistor for replacement?

[@ecurepair]

Its best to try and match the PN that is in your ecu

[@rudsaki]

Is it possible to trace external pin to it's capacitor on the PCB? I know its pin 6 (evap) on my 2010 Ford Explorer. I have opened the case, but board is glued to bottom, so cant follow it that way. Clear coating not helping either.

[@ecurepair]

Sure, its pretty easy to trace the circuit for the pins going out. The bypass capacitor for it is pretty close to where the pin connects to the pcb. Very doubtful its bad though.

[@agustinvelez517]

Hi. I do have the same problem with my ECU. One of the transistor’s is burn , I did remove it but it is really hard to solder it back, I did remove another resistor from a similar ECU but I can’t put it back, do I have to use a special cleaner and do you put something before so the solder will attach to the board, when I try to sold it it just makes big bubbles and it jumps from one place to another and is there a special place were you get this transistor Mine has a 104 number are all the transistors similar. Thanks a lot for taking the time and read my problem.

[@ecurepair]

Just need flux and heat. Long as its another Igbt you pulled from the other unit then it will be fine.

[@agustinvelez517]

Well thank you sir for your help, unfortunately I could not fix it, do you think you can fix it for me and if of course I will pay you!

[@ecurepair]

@@agustinvelez517 Sure, no problem at all. keyworks.us/engine-control-modules/ford-edge-2007-2014.html . Use promo code SAVE10 at checkout

[@agustinvelez517]

I am sorry to bother you, mine is Jeep commander, what category does it fit? you only have Jeep Wrangler but not Jeep commander

[@ecurepair]

@@agustinvelez517 If its just coil driver problems you can use the one I linked you

[@scotte5948]

Nice video! I've got a 351 error, verified no spark on cylinders 1&6, opened the ecu and found the controlling transistor but it looks fine and resistance tests the same as the transistor for 2,3,4&5... could there be something else wrong, maybe something before this transistor that isn't working? I can't seem to find if there is a pretransistor or something.

[@ecurepair]

I would replace 1 and 6 anyway. The edge does have a predriver near the middle of the board but it doesnt usually go bad. There is a 1K resistor between logic chip and gate on igbt.

[@scotte5948]

@@ecurepair Ah, thank you! I should have specified I have an PCM for a jeep, cylinders 1&6 are driven by the same transistor (igbt?)... this transistor looks fine, everything on the board looks fine and sure enough there is a 1k resistor on the left side of the of the transistor... I have 4 identical transistors on this board, one is for the alternator, the other three are for cylinders 1&6, 2&5, 3&4... they don't seem to be getting a supply (emitter) voltage... which strikes me as odd since earlier I was getting spark on 2,3,4&5. Hmmm...

[@ecurepair]

No voltage on emitter. A ground signal is switched through emitter and out the collector to control the coil pack (they have constant 12V from fuse box). Only the gate gets a 5V logic signal to turn it on/off

[@davejoseph5615]

Aren't these parts mounted right over the aluminum heat sink?

[@ecurepair]

Yes, other side of igbt pads are pretty much always directly glued to aluminum casing with a thermal silicone adhesive.

[@davejoseph5615]

@@ecurepair So can a 60W iron provide enough heat for that?

[@ecurepair]

It depends on your tip and quality of iron I guess but if this is just a generic iron then I would say very unlikely especially if the driver has blown up because it will be heavily oxidized and be much more difficult to transfer the heat

[@beastlychase]

I have same issue p0353 I'm 99 percent it's the pcm do you think it's a transistor and where do you get one

[@ecurepair]

most likely so. I usually buy supplies from mouser or digikey

[@davejoseph5615]

Can you actually read the part numbers on these things?

[@ecurepair]

sure. ford usually uses inhouse numbers tho

[@windward2818]

There is not much talking in the video. But, the repair tech knows a lot about the failed part before even taking the enclosure apart. For example an experienced automotive module bench repair technician knows the following: 1) OBD-II DTCs: Ford Generic Codes for spark ignited engines as: P0351 = Ignition Coil A Primary / Secondary Circuitry, P0356 = Ignition Coil F Primary / Secondary Circuitry. So, the vehicle misfire is ignition related and it set the MIL light. A hard ignition misfire will cause a noticeable vibration and noise throughout the engine RPM range. 2) The design of the ignition system (just has to know the make model and year to look this up): Coil-on-plug, Wasted Spark, Smart Coils, Dumb coils, etc. 3) The PCM connector pinout will indicate the basic location of the device especially for an ignition amplifier for a dumb coil. From a module design standpoint ignition amp output circuit trace lengths and distance for the connector is kept to a minimum. So the device is close to the connector. 4) Traditionally, Ford uses dedicated protected IGBTs for ignition amps. So we know know the basic type of the device. 5) For an all SMT module, like the one in the video, there are only really two viable low cost package types for an IGBT ignition amp on the PCB, D2PAK (large) and DPAK (small). 6) By knowing the information above and after the case is removed, you can easily find and read the device information; it is a ISL9V3040D3S ECOSPARK Ignition IGBT made by ON semiconductor in the DPAK package. The case part number reads V3040D which is a short hand version of the full commercial part number. The other number is the Ford internal number.

[@col8981]

Pity you tore the track up

[@ecurepair]

No need for the pity. It happens once in awhile when the IGBT's fail closed. Too much current going through it and the extreme heat damages the substrate (that's why its black there). The leg/tab gets heavily oxidized and fused to what's left of the pad. That pad was already a goner before I tore it off.