I have a CEL that I cannot get rid of that I probably caused. Was doing some underhood work and dropped a wrench and it bounced off the power distribution block where the positive battery cable connects to it. Caused an arc for a second when the wrench hit it. The OBD II codes being thrown are
P1000 OBD system readiness not complete
P1633 Keep alive power voltage too low.

I googled both, found what is supposed to be the clearing procedure for the P1000 code ( looks like a pain in the azz ). But have not found any definitive answer on the P1633. Have read thread after thread on different boards of people with that perticular code that have replaced PCMs, fuses, all sorts of things and not cleared the code.

Anyone have any insight as to what to look for? Everything works. Car runs fine. No blown fuses in the PDB or the fuse box in the cabin of the car. Voltage is good at the battery. Kind of out of ideas.

 

P1633 - Keep Alive Power Voltage Too Low
Description: Indicates the keep alive power (KAPWR) circuit has experienced a power interrupt.
Possible Causes: • Open KAPWR circuit • Intermittent KAPWR.
Diagnostic Aids: Loss of KAPWR to the PCM results in immediate malfunction indicator lamp (MIL) illumination and DTC P1633.

CHECK THE 12-VOLT BATTERY TERMINALS
Note: If KAPWR is interrupted to the PCM when a breakout box is installed or the battery is disconnected, DTC P0603/P1633 can be generated on the first power-up.
Inspect the 12-volt battery cables for loose connections and for corrosion

INSPECT THE ENGINE COMPARTMENT FOR PROPER WIRE ROUTING
Inspect the electronic engine control (EEC) system wiring for proper wire routing.
Check the wiring routing to establish if any of the electrical connectors are being stressed due to poorly routed wiring. If necessary re-route and secure the wiring.
Visually inspect wiring and connectors.

CHECK KEEP ALIVE POWER (KAPWR) TO THE PCM
Key in OFF position.
PCM connector disconnected.
Measure the voltage between:
( + ) PCM Connector, Harness Side KAPWR
( - ) 12 Volt Vehicle Battery Negative terminal
While observing the multimeter, grasp the EEC harness and wiggle, shake or bend a small section while working from the battery to the PCM.
Is the voltage greater than 10.5 V?

CHECK FOR A REPEAT OF THE DTC
PCM connector connected.
Clear all DTCs that may have been caused by the PCM disconnect.
Test drive the vehicle and allow the engine to reach normal operating temperature.
Carry out the PCM self-test.
Is DTC P0603 or P1633 present?

DIRECTION FOR INTERMITTENT DIAGNOSTIC PATH
Proceed with this step only if the powertrain control module (PCM) was not previously cleared. Record freeze frame data prior to clearing the PCM DTCs. Clearing the DTCs will clear any freeze frame data and eliminate FMEM. This will help to recreate the original conditions that set the DTCs or caused the symptom.
Connect a diagnostic tool to the data link connector (DLC).
Key in ON position.
Clear the PCM DTCs.
Are the PCM DTCs cleared?
RESET the keep alive memory (KAM).

Resetting the KAM returns the PCM memory to its default setting. Adaptive learning contents such as idle speed, refueling event, and fuel trim are included. To clear the continuous DTCs in the PCM and have it reset the emissions monitors information, is also part of a KAM reset.Refer to Clear The Continuous Diagnostic Trouble Codes (DTCs) And Reset The Emission Monitors Information in The Powertrain Control Module (PCM) in this section. Both can be useful in post repair retest.

After the KAM has been reset, the vehicle may exhibit certain driveability concerns. It is necessary to drive the vehicle to allow the PCM to learn the values for optimum driveability and performance.

This function may not be supported by all diagnostic tools. Refer to the diagnostic tool manufacturer's instruction manual.

If an error message is received or the diagnostic tool does not support this function, disconnecting the battery ground cable for a minimum of 5 minutes may be used as an alternative procedure.

 

Pretty much have already done all of that.
Checked all fuses ( specifically the PCM fuses ) in both the PDB and the inner cabin fuse box.
Checked the two PCM diodes in the PDB.
Disconnected battery for 45 minutes to allow CEL to clear.
Reset the codes with my Predator.
Checked battery connections.
Heck, I even reflashed the PCM to see if that would clear it.

I guess I probably zapped the darn thing. Oh well. Now to decide to I want to have that one repaired ( have found a couple of places on line so far ) or just purchase a new one and replace it. I ordered a PCM relay. Doubt that is going to make any difference, but it is a last ditch effort before replacing the PCM. I have no idea if the PCM relay ( relay # 20 in the PDB ) is supposed to be warm or not, but mine is.

 

P1000 - On Board Diagnostic (OBD) System Readiness Test Not Complete
Description: The OBD monitors are carried out during the OBD drive cycle. P1000 is stored in continuous memory if any of the OBD monitors do not carry out their full diagnostic check.
Possible Causes: The vehicle is new from the factory.
Battery or powertrain control module (PCM) had recently been disconnected.
An OBD monitor failure occurred before completion of an OBD drive cycle.
PCM DTCs have recently been cleared with a diagnostic tool.
PTO circuit is shorted to VPWR or B+ or PTO is on during testing.

Diagnostic Aids: The P1000, inspection/maintenance (I/M) readiness function is part of the PCM strategy. A battery disconnection or clearing codes using a diagnostic tool results in the various I/M readiness bits being set to a not-ready condition. As each non-continuous OBD monitor completes a full diagnostic check, the I/M readiness bit associated with that monitor is set to a ready condition. This may take 1 or 2 drive cycles based on whether malfunctions are detected or not. The readiness bits for comprehensive component monitoring, misfire, and fuel system monitoring are considered complete once all the non-continuous monitors have been evaluated. Because the EVAP system monitor requires certain ambient conditions to run, special logic can bypass the monitor for the purpose of clearing the EVAP system I/M readiness bit, due to continued presence of these extreme conditions.
Note: P1000 does not need to be cleared from the PCM except to pass an I/M test.
Application Key On Engine Off Key On Engine Running Continuous Memory
All See Note 1 See Note 1 GO to QC1

 

It's never going to clear the 1000 until the 1633 clears because it is loosing power that stores memory to it.

 

I fixed it!!

Well, I had to screw it up some more before I fixed it. Last night I decided to move the switch power for the water pump relay from where it was ( tapped to a fuse in the power distribution block ) to within a wiring harness because I absolutely hate fuse taps. While doing that, I mistakingly reversed the way I had the PCM relay plugged in. Today I get in the car and start to leave, it goes in to failsafe mode. ARGH!! I figured the PCM had just given out completely. Well, I start nosing around and checking power to relays because I removed a couple to pull fuse # 42 where I had my switch source tapped. Just FYI, you should have constant power on pole # 30 on a relay. Anyway, I figured out that I had relay # 20 for the PCM plugged in backasswards. Turned it 180 degrees, failsafe went away. Figured as long as I was on a roll I might as well go over everything one more time. So I am probing the tops of fuses in the power distribution block checking for voltage. I noticed that fuse # 45, which should be hot all the time ( marked PCM ) did not have power. I wiggled the fuse, got power!! Turns out that one side was loose because the clip is spread. So I took the fuse tap I used in the other fuse slot and crammed it in the hole that was the loose side for the fuse in question and put the fuse back in...BINGO! No more CEL. No more trouble codes. Everything back to normal.

WooHOO

 

awesome find! congrats. When you have a major issue like this and you find a resolution without shelling out a bunch of money, it's a wonderful moment!

 

I hate to jump into this thread but my issues matched the title somewhat so here it goes. If they do not please forgive and maybe offer a hand and some advice.

I am constantly getting the following codes/CEL and reading the trouble codes using my Predator.

P0300 - Random Misfire Detected

P0302 - Cylinder 2 Misfire

P0308 - Cylinder 8 Misfire

P0316 - Misfire detected on startup (First 1000 revolutions)

What is actually going on and what can be done about it?

If this helps at all, my Mod list -

Diablo Predator tuner - dyno tuned
Steeda 85mm CAI
4.10 gears
Steeda Underdrive pullies
Ford shortie coated headers
Magnaflow X-pipe
Flowmaster axle-back

All of these items have been professionally installed. I am going to take the car into the dealership soon but I would like to figure out what is going on before hand.

Any help would be greatly appreciated!
Thanks, Cree