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Old 10-18-2010, 06:57 AM   #41
miesk5
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Quote:
Originally Posted by TS 90F150 View Post
miesk5 do you have any more information on this? I'll be using a 96 E4OD coupled with a 93 Lightning computer. Will I have problems? What would be the simplest resolution?

thanks
tim
Yo Tin,
Yep, in my site @ http://www.broncolinks.com/index.php?index=63

Scroll down to.. Solenoid
and use your browser's Edit, Find function to search for Solenoid because they are mentioned in some other Links, suh as DTC.....
for example;Solenoid Identification; "...There are three OEM style solenoids for the E4OD/4R100 as shown in the picture to the right. 89-94 36420R 36420AR First design plug; 95-98 36420BR 36420CR Second design plug..."; miesk5 NOTE; PWM = Pulse Width Modulated converters
Source: by transtarindustries.com

I believe our E4ODs are non-pwm as described in;
Torque Converter Clutch; On/Off vs. Pulse Width Modulated (PWM) ; "...The E4OD used an On/Off style converter clutch; the 4R100 uses a PWM style converter clutch. The difference? Apply feel. Remember back when customersliked how a shift felt? Now, if they feel the shift, they assume we did something wrong, hence the reason for the PWM converter. And this leads to the flare scenario. The complaint usually sounds something like this: “During the 3-4 shift the transmission flares.” My question is always “what did the torque converter clutch do?” read more
Source: by atraonline.com/gears/2003/2003-09/2003

Solenoid Overview, DTC (s), Connector Pin-Out Diagram, Operation Chart, etc.: "...The powertrain control module controls the E4OD transmission operation through four on/off solenoids and one Variable Force Solenoid. These solenoids and transmission fluid temperature sensor are housed in the transmission solenoid body assembly. All are part of the transmission solenoid body and are not serviced individually. Additionally, in 1995, the protection diodes that were on the solenoid body have been moved to the PCM. Refer to the following information for the functions of these solenoids. The four on/off solenoids operate in the following manner: When the solenoid is off, the fluid pressure feed is blocked by a check ball. The check ball is held in place by the solenoid piston. When the solenoid is turned on by the PCM, the piston is pulled up, releasing the check ball and allowing fluid pressure to be applied to the check valves and/or other components controlled by the solenoid. The Electronic Pressure Control solenoid is a variable force solenoid. The variable-force type solenoid is an electro-hydraulic actuator combining a solenoid and a regulating valve. It supplies electronic pressure control which regulates transmission line pressure and line modulator pressure. This is done by producing resisting forces to the main regulator and the line modulator circuits. These two pressures control clutch application pressures. Symptoms: Failed on — minimum electronic pressure control pressure (minimum transmission torque capacity). Limit engine torque (partial fuel shut-off, heavy misfire). Flashing transmission control indicator lamp. Failed off — maximum electronic pressure control pressure, harsh engagements and shifts. May flash transmission control indicator lamp. DTC 624,* 625,* P1746,* P1747.* CAUTION: The electronic pressure control pressure output from the variable force solenoid is NOT adjustable. Any modification to the electronic pressure control solenoid will affect the transmission warranty. (*Output circuit check, generated only by electrical condition.) Torque converter clutch solenoid provides torque converter clutch control by shifting the converter clutch control valve to apply or release the torque converter clutch. Symptoms: Failed on — engine stalls in drive at idle low speeds with brake applied or manual 2. Failed off — converter clutch never engages. May flash transmission control indicator lamp. DTC 629,* P0741,** P0743,** P1743, P1742, P1744. (*Output circuit check, generated only by electrical condition. **May also be generated by other non-electronic related transmission hardware condition.) The Coast Clutch Solenoid provides coast clutch control by shifting the coast clutch shift valve. The solenoid is activated by pressing the transmission control switch or by selecting the 1 or 2 range with the transmission gearshift selector lever. In manual 1 and 2, the coast clutch is controlled by the solenoid and also hydraulically as a fail-safe to ensure engine braking. In reverse, the coast clutch is controlled hydraulically and the solenoid is not on. NOTE: On certain applications, the coast clutch is controlled by the PCM in the overdrive position (TCS OFF) in gears 1, 2, and 3. Symptoms: Failed on — Third gear engine braking with (D) range selected. Failed off — No third gear engine braking in overdrive cancel. DTC 626,* 628,** 643,* 652,* P0741,** P0743,* P1754.* (*Output circuit check, generated only by electrical conditions. **May also be generated by other non-electronic related transmission hardware condition.) Shift solenoids 1 and 2 provide gear selection of first through fourth gears by controlling the pressure to the three shift valves; Shift Solenoid 1: Symptoms: Improper gear selection depending on failure mode and manual lever position; refer to the Shift Solenoid Operation Chart. May flash transmission control indicator lamp. DTC 617,** 618,** 619,** 621,* P0750,* P0751, P0781,** P0782,** P0783.** (*Output circuit check, generated only by electrical conditions. **May also be generated by other non-electronic related transmission hardware condition.) Shift Solenoid 2: Symptoms: Improper gear selection depending on failure mode and manual lever position; refer to the Shift Solenoid Operation Chart. May flash transmission control indicator lamp. DTC 617,** 618,** 619,** 622,* P0755,* P0781,** P0782,** P0783,** P0756. (*Output circuit check, generated only by electrical conditions. **May also be generated by other non-electronic related transmission hardware condition.)..." ..." READ MUCH MORE
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net

Diode,,, This is something I have to learn about too; this isn't the SOLENOID Pack nor PCM diode, butthere is a diode in the 96 Bronco E4OD ckt, located in the Power Distr Box, in engibe bay next to air filter box. see this by Steve83

down & to da right..so, now that is out of the way,


Have to roll now... bbl

EDIT;
also, I had this in my old WORD file disc notes;
Solenoid Pack Diode; "...The plugs are different for a reason - there are changes in the solenoid packs, the plugs reflect those changes to make running incompatible parts at least mildly-difficult for most folks. IIRC there are some diodes in the whole mess that in the early transmissions live in the solenoid pack but on the later models they got moved to the PCM, thus making an old-PCM-new-E4OD combo quite troublesome... At least according to someone I know who tried running several older PCMs on a '94 E4OD (that would normally run a newer style PCM) and kept burning them things up one after another... What you're planning on doing tho would be the new-PCM-old-E4OD setup, if my information is correct you will end up with protective diodes in both the trans and the PCM, which should be just fine... Or you can swap solenoid packs between the '96 and the '90 trans, and keep things matching electrically..."
Source: by LCAM-01XA
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Last edited by miesk5; 10-18-2010 at 12:18 PM. Reason: added LCAM-01XA's info
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Old 10-18-2010, 09:17 AM   #42
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Solder and heat shrink all the way. Got it here at the house.

Jopes : Is that a monster speck or some other kind of fish?
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Old 10-18-2010, 02:08 PM   #43
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OK, splicing the orng/yllw wire into place solved my Solenoid circuit problem therefor solving my INITIAL shifting problem. I can now take off in drive and have a little torque(but not too much with way over sized tires on stock gears ect). Woo hoo! BUT NOW I HAVE ANOTHER PROBLEM WITH ITS SHIFTING!!! :::

It shifts from 1st to 2nd in drive, but the shifts are pretty hard, but doable, HOWEVER, when shifting into 3rd, it wont gain any speed and 4th gear is a pipe dream at this point. On uneven terrain (back country gravel roads), it goes into third, then as I apply gas lightly to speed up, it slams back into second with high RPMs then tries to shift back into 3rd. It does that repeatedly if I am going up a slight incline. I did some searches but couldnt find anything elementary enough for me to understand. My Haynes manual sucks monstrous balls and was no help either(never is).

I then pulled codes. KOEO: 565, 211, 332, 452 KOER(I realize I didnt do it right but am not sure how or when to do procedures at this time): 311, 213, 332, 538, 536, 632

632 (OD cancel switch not changing state) is the only trans code it pulled, but is due to my not knowing how to do a KOER test yet

As always, any and all educated advice welcome with me!
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Old 10-18-2010, 11:57 PM   #44
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Should I post a new thread about the new trans issues? I am new to the forum thing. Thanks.
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Old 10-19-2010, 12:14 AM   #45
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I got this from Stangmata's E4OD diagnosis thread:
My transmission will not shift into 3rd or 4th but I am not getting any codes

This is a tricky one. It could be many things but if you have been offroading, mudding, or driving through deep water, I recommend you replace your alternator and see if this happens. It is possible that the rectifier circuit went and the alternator is sending a mixed AC/DC signal to the PCM confusing it.

Does it sound like that is what I have going possibly? Does anyone know of a way to test the rectifier circuit before I have to buy a new alternator?
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Old 10-19-2010, 08:47 AM   #46
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yo,
I'd keep this thread going w/ the new tranny issues.

Diode Leakage Test; "...To check alternator diode leakage, connect the multimeter in series with the alternator output terminal when the car is not running. Leakage current should be a couple of milliamps at most; more often, it will be on the order of 0.5 milliamps. Use care when disconnecting the alternator output wire; make sure the battery is disconnected first...Checking Ripple Voltage Ripple voltage or (AC voltage) can be measured by switching your DMM to AC and connecting the black lead to a good ground and the red lead to the "BAT" terminal on the back of the alternator, (not at the battery). A good alternator should measure less than .5 VAC with the engine running. A higher reading indicates damaged alternator diodes."
This is a pretty good DIY test site; if you don't know how toi use a digital meter, you'll know after reading and trying it a few times

The meter I got cheap at Radio Shack on sale can measure up to 12 Amps DC.
Source: by assets.fluke.com
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Old 10-19-2010, 08:53 AM   #47
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Quote:
Originally Posted by Destructive Mechanic View Post
I then pulled codes. KOEO: 565, 211, 332, 452 KOER(I realize I didnt do it right but am not sure how or when to do procedures at this time): 311, 213, 332, 538, 536, 632

632 (OD cancel switch not changing state) is the only trans code it pulled, but is due to my not knowing how to do a KOER test yet
As always, any and all educated advice welcome with me!
yo,
If I can get time, I'll go thru those Codes & post some possible causes/tests;
for KOER;
The engine temperature must be greater than 50°F (10°C) to pass the KOEO Self-Test and greater than 180°F (82°C) to pass the KOER Self-Test.

SELF TEST - & DTCs; COMPREHENSIVE by Steve83 (Steve, That dirty old truck) at FSBSome clarification... Steve has the following in his narrative, but I added some info..

Run it around to heat the engine up and shift thru all gears incl Reverse. Then turn off all accessories/lights, etc.

Make sure A/C is off and transmission is in Park (automatic) or in Neutral for a Manual & release clutch.

Do Key On Engine Off (KOEO) portion first.


Engine ID codes are issued at the beginning of the KOER Test and are one-digit numbers represented by the number of pulses sent out.

During KOER; For gasoline engines, the engine ID code is equal to one-half the number of engine cylinders (i.e. 4 pulses = 8 cylinders).

The Dynamic Response code is a single pulse that occurs 6-20 seconds after the engine identification code. When/if the Dynamic Response code occurs, perform a brief Wide-Open Throttle (WOT). The dynamic response check is used on some applications to verify operation of the TP, MAF, MAP & KS sensors.

On vehicles equipped with the Power Steering Pressure (PSP) switch, within 1 to 2 seconds after the ID code, the steering wheel must be turned at least one-half turn and released. The PSP Switch signals the EEC Module when power steering pressure exceeds 350 psi ±50. The engine then increases idle speed to compensate for the additional load. It appears the PSP switch was deleted from the 94 model year. PSP Switch is screwed into the high pressure port of the PS pump (5.0L Only).

On vehicles equipped with Brake On/Off (BOO) input (such as E4OD), the brake pedal MUST be depressed and released AFTER the ID Code has been displayed. This tests the ability of the EEC system to detect a change of state in the Brake Lamp Switch.

On vehicles equipped with Transmission Control Switch (TCS) such as da E4OD, the switch must be cycled after the ID code has been displayed. This tests the ability of the EEC system to detect a change of state in the TCS. TCS = Transmission Control Indicator Light (TCIL) on E4OD it is also ref to as the OD on/off LED/Switch @ end of tranny gear stalk.

Look Codes up in my broncolinks.com site using the new Search function.

And Post em here according to KOEO & KOER
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Old 10-19-2010, 09:19 AM   #48
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yo,
ok, here we go for now;
TSB 91-12-11 Catalytic Converter Diagnosis

Publication Date: JUNE 12, 1991

LIGHT TRUCK: 1986-91 BRONCO, ECONOLINE, F-150-350 SERIES
1988-91 F SUPER DUTY, F47

ISSUE: Lack of power or a no start condition may be diagnosed as an exhaust restriction caused by a plugged catalytic converter. A plugged catalytic converter (internal deterioration) is usually caused by abnormal engine operation.

ACTION: Diagnose the catalytic converter to confirm internal failure. Refer to the Catalyst and Exhaust System Diagnostic Section, in the Engine/Emissions Diagnostic Shop Manual and the following procedures for service details.

SERVICE PROCEDURE
1. Lack of proper HEGO operation may cause, or be the result of a rich or lean fuel condition, which could cause additional heat in the catalyst. Perform self test KOEO and KOER, service any codes.
NOTE: IF TWO DIGIT CODES 41, 42, 85 OR THREE DIGIT CODES 171, 172, 173, 179, 181, 182, 183 AND 565 ARE RECIEVED, CHECK FOR PROPER HEGO GROUND.
If the HEGO ground is good, the following areas may be at fault:
Ignition Coil
Distributor Cap & Rotor
Fouled Spark Plug
Spark Plug Wires
Air Filter
Stuck Open Injector
Fuel Contamination Engine OIL
Manifold Leaks Intake/Exhaust
Fuel Pressure
Poor Power Ground * Engine Not At Normal Operating Temperature
HEGO Sensor 2. Spark timing that is retarded from specification may increase exhaust gas temperature and shorten catalyst life. Refer to the following procedure for service details.
a. Check spark timing. Check base timing with spout disconnected. Set base timing to the specification on the vehicle emission decal.
b. Check computed timing with spout connected.
NOTE: COMPUTED TIMING IS EQUAL TO BASE TIMING PLUS 20° BTDC ± 3°.
3. Misfiring spark plugs may cause an unburned fuel air mixture to pass through the catalyst, which could cause higher than normal catalyst temperatures. Refer to the following procedure for service details. Check secondary ignition, hook the vehicle up to an engine analyzer and check for a secondary ignition misfire.
NOTE: SERVICE ANY ITEM THAT IS NOT PERFORMING AT PROPER SPECIFICATIONS BEFORE CONTINUING.
4. Fuel pressure that is too high may cause rich air fuel mixtures to pass through the catalyst which could cause higher than normal catalyst temperatures. Refer to the following procedure for service details.
a. Check fuel pressure, install fuel pressure gauge, start and run the engine at idle. Fuel pressures between 28 and 34 PSI are typical (4.9L typically is 15 PSI higher).
b. Disconnect the vacuum line going to the fuel pressure regulator. Fuel pressure typically jumps to 40 PSI ± 3 PSI (4.9L typically is 15 PSI higher). Visually inspect vacuum line for raw fuel.
NOTE: FUEL PRESSURES ABOVE THESE VALUES SHOULD BE CORRECTED. HOWEVER, THIS MAY NOT BE THE CAUSE OF THE CONCERN. SERVICE AS NECESSARY.
5. Throttle plates in the throttle body not returning to the proper closed position may cause excessive catalyst temperatures during downhill grades. Refer to the following procedure for service details. Visually inspect the throttle body and linkage for:
* Binding or sticking throttle linkage.
* Tight speed control linkage or cable.
* Vacuum line interference.
* Electrical harness interference.
NOTE: AFTERMARKET GOVERNORS, THROTTLE LINKAGE AND CABLES ASSOCIATED WITH POWER TAKE-OFF UNITS, MAY ALSO INTERFERE WITH PROPER THROTTLE RETURN. SERVICE AS NECESSARY.
6. It is extremely important that all systems related to the engine and emission systems operate properly.
a. Visually inspect the engine compartment to make sure all vacuum hoses and spark plug wires are properly routed and securely connected.
b. Inspect all wiring harnesses and connectors for insulation damage, burned, overheated, loose or broken conditions.
c. Verify proper operation of the thermactor system. Thermactor systems that fail to dump thermactor air to the atmosphere properly or at the correct time can cause high catalyst temperatures.
d. Visually inspect thermactor system for damaged or kinked hoses and perform a function test on following components: air control valve, check valve, silencer, filter and the air bypass solenoid.
e. Verify proper operation of the engine cooling system thermostat.

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: Eligible Under Basic Warranty Coverage, Emissions Warranty Coverage

OPERATION DESCRIPTION TIME
911211A Diagnostics - Perform KOEO And KOER Self Tests 0.5 Hrs.
911211B Timing - Check Or Adjust Spark Timing, Check Computed Timing And Check Secondary Ignition System With Engine Analyzer 0.5 Hrs.
911211C Check - Fuel Pressure And Inspect Vacuum Line For Raw Fuel 0.2 Hrs.
911211D Inspect - Throttle Body And Linkage 0.1 Hrs.
911211E Inspect - Vacuum Hoses, Electrical Harnesses, Connectors And Spark Plug Wires For Routing Damage 0.1 Hrs.
911211F Thermactor System - Inspect For Proper Operation And Damaged Component. Includes Function Check Of Air Control Valve, Thermactor Air Bypass Solenoid, Check Valves, Silencer And Filter 0.3 Hrs.
911211G Thermostat - Check For Proper Operation 0.2 Hrs.
-------

DTC 211; Hesitation, Stumble, Stall, Miss, No Start, No Spark and/or Diagnostic Trouble Code (DTC) 211 TSB 95-15-11 in 93-95 (Shorts in Profile Ignition Pickup (PIP) & Spark Output (SPOUT)
Source: by Ford via Chilton
summary; engines may exhibit various driveability symptoms, such as no start, no spark, hesitation/stumble/stall/miss and/or Diagnostic Trouble Code (DTC) 211. The symptoms may occur during any drive mode or at idle. These concerns may be caused by the shielding drain wire (Circuit 48.) cutting through the insulation of, and shorting to, the Profile Ignition Pickup (PIP) wire (Circuit 395) or the spark output (SPOUT) wire (Circuit 929) near the Powertrain Control Module (PCM) 60-pin connector. A protruding wire from Splice 145 may also cause the same concern as the wire strand shorts to the PIP, SPOUT, or the foil wrap surrounding the drain wire.
ACTION: Inspect PIP - Circuit 395 (GY/O), Ignition Ground (IGN GND) - Circuit 259 (O/R), and SPOUT - Circuit 929 (PK) for possible cut insulation from Circuit 48. Also, inspect Splice 145 - Circuit 395 (GY/O) for stray wire strands. If wire insulation is cut, exposing copper wire, repair cut insulation with 3M Mastic Tape. Refer to the following procedure for service details
READ MORE
===========

DTC 332; "...indicates the EGR valve did not open with the engine stabilized and the EVR solenoid duty cycle present sometime during vehicle operation. Possible causes: "...Obstructed or cracked hose to EGR valve, Icing, Damaged EGR valve, Damaged EVR solenoid harness..."
Source: by Ford via SigEpBlue (Steve) at FSB
.......

DTC 332, P1407 and P1408 or detonation ;"...We have run into many situations where a code for insufficient flow has been set and the system is functioning correctly. Then it is time to check the EGR passages. There is a Ford Technical Service Bulletin (TSB 96-23-4) that addresses this for some vehicles. This TSB includes: 1992-1995 Crown Victoria 1994-1995 Thunderbird 1991-1995 Town Car 1992-1995 Grand Marquis 1994-1995 Cougar The concerns have to do with intermittent MILs; DTCs 332, P1407 and P1408; or detonation. If exercising the EGR valve does not result in a change in rpm, then the passages may be clogged. There are “U” shaped passages (Fig. 6) under the throttle body adapter that get clogged with carbon. Remove the adapter, clean the passages and reinstall with a new gasket. Just because the vehicle you are working on is not listed in the TSB doesn’t mean you may not have a clogging problem. Make sure you check the passages and be sure they are clean. Just a slight restriction can cause a flow code to be set, and you may still have an rpm drop that can mislead you..."
Source: by tomco-inc.com

===========

E4OD Controls Overview, Sensors, DTC (s) & Diagram; Vehicle Speed Sensor (VSS) 9E731: "... The vehicle speed sensor is a variable reluctance sensor that sends an AC/frequency signal to the powertrain control module. The vehicle speed sensor signal is used by the powertrain control module to calculate vehicle speed in mph. Used as an input in determining shift scheduling and electronic pressure control. DTC 452, P0500, P1500, P1501, P0503..." Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net

DTC 452 Erratic Harsh Shift; Short Circuits, Common Locations TSB 95-02-11 on 94-95 Bronco & Trucks
Source: by Ford via Chilton
- See D. then;
Driver's side A pillar trim screws may pinch the wire assy; Dome light grnd screw may pinch the wire assy/mtg screw may be too long & short the ckt to roof panel; Scuff plate screws may pinch the 14A504 wire assy; 14401 wire assy may be pinched between Half car beam & instrument panel attachment (repeated as the wire harness may be pinched/shorted behind the dash where the 14401 wire assy may come in contact w/a sharp edge on dash panel wall.; Chaffing may occur above the brake pedal-to-dash panel wall weld.; E4OD shift cable assy near tranny may chaf the wire harness; the wire harness may be chaffing against the clutch pedal; See Repairs for each condition and the location diagram
..................

DTC 27, 29, 452, P0502, P0503, PO716, PO718; Insufficient input from VSS.; "...A more difficult problem to identify is a VSS that works, but sends out the wrong signal for a given vehicle speed. In some cases, a wrong reading from the VSS may still cause a code to be set. For example, if the VSS signal tells the computer the vehicle is traveling 60 miles an hour, but the throttle position sensor and MAP sensor tell the computer that the engine is idling, the computer will be confused. And a confused computer should set any of the following codes: Ford 27, 29, 452. On a vehicle that uses the VSS as a safety device, a defective sensor may send out a wrong "too fast" signal, shutting down fuel flow at the wrong time. Although this doesn’t happen often, it can be a difficult problem to identify. The customer will probably describe it as a random or intermittent sudden loss of power and poor performance, onlyto have the engine resume normal operation. Routine diagnostic checks of the engine in the shop won’t show any problem because there isn’t a problem with the engine or the ECM..." read more
Source: by wellsmfgcorp.com


DTC 624, 625, P1746, P1747 The Electronic Pressure Control solenoid is a variable force solenoid. The variable-force type solenoid is an electro-hydraulic actuator combining a solenoid and a regulating valve. It supplies electronic pressure control which regulates transmission line pressure and line modulator pressure. This is done by producing resisting forces to the main regulator and the line modulator circuits. These two pressures control clutch application pressures. Failed off — maximum electronic pressure control pressure, harsh engagements and shifts. May flash transmission control indicator lamp. CAUTION: The electronic pressure control pressure output from the variable force solenoid is NOT adjustable. Any modification to the electronic pressure control solenoid will affect the transmission warranty. (*Output circuit check, generated only by electrical condition.) Possible causes, Damaged harness connector. Damaged EPC solenoid. Damaged MLP sensor. Intermittent harness continuity. Damaged PCM connector pins. Pin Point testing; Source: by Ford via miesk5 at http://www.fullsizebronco.com/forum/....php?p=2452835
=============

DTC 311 - Thermactor air system inoperable; "...because of the possibility that (following is an excerpt of a condensed discussion of how a bad TAB/TAD/vac line DTC 311 ... and so-on problem could cause the rich aroma; Your smog pump... blows fresh clean air up through a hose to the diverter valve. The solenoid next to the diverter valve which has a .... pink little hose plugged into ... it, creates a vacuum (sucking) that opens up the valve, and allows the fresh air to pass through the valve and make it's way to the exhaust, where the cats burn the unburnt gas more efficiently since this all happens during "open loop mode". Open loop mode happens when you turn on your car and it revs at 1200rpms for the first 15-20 seconds. During this process, your ECU feeds more gas to the engine to warm up the car quickly before driving. (also known as choke on older cars). During this open loop procedure, the extra unburnt gasoline will usually cause your exhaust to smell very rich, and the air that this diverter valve sends to the cats, causes it to burn the extra unburnt gas more efficiently like I mentoined above...thus eliminating the rich gasoline smell that us older mustangs sometimes suffer from..."
DTC 311, 312, 313 & 314; "...311 and 314 indicate the Secondary Air Injection system is inoperative. DTC 312 indicates that Secondary Air is misdirected. DTC 313 indicates that Secondary Air is not being bypassed when requested. Possible causes: Visually inspect vacuum lines for disconnects in the AIR system. Visually inspect for proper vacuum line routing. Refer to VECI decal. Visually inspect Air Pump for broken or loose Air Pump Belt. Refer to Section 13A for adjustment/replacement..." MORE
Source: by Jim
========

DTC 213 Spout Circuit Open; "...EZ check first; Ck to see if the SPOUT (Spark Output) connector is missing. da connector is a little "jumper" that fits into two wire connector; located near da distributor (it is removed to adjust timing). Check to see if it is in-place, if connector/wiring is damaged or corrosion is in conn or wiring..."
Source: by miesk5 at FSB
===

DTC 332; "...Continuous Memory DTC 332 indicates the EGR valve did not open with the engine stabilized and the EVR solenoid duty cycle present sometime during vehicle operation. Possible causes: "...Obstructed or cracked hose to EGR valve,Icing, Damaged EGR valve, Damaged EVR solenoid harness..."
Source: by Ford via SigEpBlue (Steve) at FSB

===
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Old 10-19-2010, 09:22 AM   #49
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yo,
Iggie these, as you mentioned.

DTC 538 Insufficient RPM change during dynamic response test. This is another code generated when the dynamic response or "goose" test as some refer to it is not performed during the KOER test. The KOER test requires that after a certain length of time the throttle be opened to bring the idle above 2000 rpm for a short period of time. If the dynamic response test is not performed or the rpm's do not peak ABOVE 2000 rpm's this code will be generated. (Computer needs to compare changes in sensor readings at different RPM's to determine system operation and efficiency)..."

===

DTC 536 - Brake On/Off circuit failure / switch not actuated during KOER test or shorted to ground
==

DTC 632 - OD cancel switch not changing state. During the KOER test, AFTER the initial recognition code is generated, the brake pedal must be applied, the OD switch must be turned off and then back on and finally the "goose" test must be performed. This code is generated when the person performing the KOER test fails to deactivate and reactivate the OD cancel switch at the end of the shift lever. It does NOT indicate a problem unless the switch WAS INDEED deactivated and reactivated and the code still came up. (Computer needs to know if the tranny is in OD or not)
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Old 10-19-2010, 03:12 PM   #50
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Miesk5 : Hey, thanks man! I have been all over your broncolinks.com site and thats where I have been getting most of my info. It looks like you have a way diff spin on what a bunch of the codes mean, and yours make more sense than what i was pulling. You are like the bronco wizard dude. I really appreciate it. I thought I may have hit a brick wall. I will be on it this evening or tomorrow depending on weather and will report back in with findings asap.
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Old 10-19-2010, 10:58 PM   #51
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Jopes : Is that a monster speck or some other kind of fish?
It is a 10 lb walleye

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Old 10-20-2010, 03:50 PM   #52
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Originally Posted by theramsey3 View Post
I'm not 100% on this but I am 99% sure the only difference is a pwm flyback circuit in the early solenoid packs that is in the ECU in the later trucks so you will have to either use an early solenoid pack or build a pwm flyback circuit I will try to find a diagram and post it up for you.

Any one else got any info on this?
Quote:
Originally Posted by miesk5 View Post
Yo Tin,
Yep, in my site @ http://www.broncolinks.com/index.php?index=63

Scroll down to.. Solenoid
and use your browser's Edit, Find function to search for Solenoid because they are mentioned in some other Links, suh as DTC.....
for example;Solenoid Identification; "...There are three OEM style solenoids for the E4OD/4R100 as shown in the picture to the right. 89-94 36420R 36420AR First design plug; 95-98 36420BR 36420CR Second design plug..."; miesk5 NOTE; PWM = Pulse Width Modulated converters
Source: by transtarindustries.com

I believe our E4ODs are non-pwm as described in;
Torque Converter Clutch; On/Off vs. Pulse Width Modulated (PWM) ; "...The E4OD used an On/Off style converter clutch; the 4R100 uses a PWM style converter clutch. The difference? Apply feel. Remember back when customersliked how a shift felt? Now, if they feel the shift, they assume we did something wrong, hence the reason for the PWM converter. And this leads to the flare scenario. The complaint usually sounds something like this: “During the 3-4 shift the transmission flares.” My question is always “what did the torque converter clutch do?” read more
Source: by atraonline.com/gears/2003/2003-09/2003

Solenoid Overview, DTC (s), Connector Pin-Out Diagram, Operation Chart, etc.: "...The powertrain control module controls the E4OD transmission operation through four on/off solenoids and one Variable Force Solenoid. These solenoids and transmission fluid temperature sensor are housed in the transmission solenoid body assembly. All are part of the transmission solenoid body and are not serviced individually. Additionally, in 1995, the protection diodes that were on the solenoid body have been moved to the PCM. Refer to the following information for the functions of these solenoids. The four on/off solenoids operate in the following manner: When the solenoid is off, the fluid pressure feed is blocked by a check ball. The check ball is held in place by the solenoid piston. When the solenoid is turned on by the PCM, the piston is pulled up, releasing the check ball and allowing fluid pressure to be applied to the check valves and/or other components controlled by the solenoid. The Electronic Pressure Control solenoid is a variable force solenoid. The variable-force type solenoid is an electro-hydraulic actuator combining a solenoid and a regulating valve. It supplies electronic pressure control which regulates transmission line pressure and line modulator pressure. This is done by producing resisting forces to the main regulator and the line modulator circuits. These two pressures control clutch application pressures. Symptoms: Failed on — minimum electronic pressure control pressure (minimum transmission torque capacity). Limit engine torque (partial fuel shut-off, heavy misfire). Flashing transmission control indicator lamp. Failed off — maximum electronic pressure control pressure, harsh engagements and shifts. May flash transmission control indicator lamp. DTC 624,* 625,* P1746,* P1747.* CAUTION: The electronic pressure control pressure output from the variable force solenoid is NOT adjustable. Any modification to the electronic pressure control solenoid will affect the transmission warranty. (*Output circuit check, generated only by electrical condition.) Torque converter clutch solenoid provides torque converter clutch control by shifting the converter clutch control valve to apply or release the torque converter clutch. Symptoms: Failed on — engine stalls in drive at idle low speeds with brake applied or manual 2. Failed off — converter clutch never engages. May flash transmission control indicator lamp. DTC 629,* P0741,** P0743,** P1743, P1742, P1744. (*Output circuit check, generated only by electrical condition. **May also be generated by other non-electronic related transmission hardware condition.) The Coast Clutch Solenoid provides coast clutch control by shifting the coast clutch shift valve. The solenoid is activated by pressing the transmission control switch or by selecting the 1 or 2 range with the transmission gearshift selector lever. In manual 1 and 2, the coast clutch is controlled by the solenoid and also hydraulically as a fail-safe to ensure engine braking. In reverse, the coast clutch is controlled hydraulically and the solenoid is not on. NOTE: On certain applications, the coast clutch is controlled by the PCM in the overdrive position (TCS OFF) in gears 1, 2, and 3. Symptoms: Failed on — Third gear engine braking with (D) range selected. Failed off — No third gear engine braking in overdrive cancel. DTC 626,* 628,** 643,* 652,* P0741,** P0743,* P1754.* (*Output circuit check, generated only by electrical conditions. **May also be generated by other non-electronic related transmission hardware condition.) Shift solenoids 1 and 2 provide gear selection of first through fourth gears by controlling the pressure to the three shift valves; Shift Solenoid 1: Symptoms: Improper gear selection depending on failure mode and manual lever position; refer to the Shift Solenoid Operation Chart. May flash transmission control indicator lamp. DTC 617,** 618,** 619,** 621,* P0750,* P0751, P0781,** P0782,** P0783.** (*Output circuit check, generated only by electrical conditions. **May also be generated by other non-electronic related transmission hardware condition.) Shift Solenoid 2: Symptoms: Improper gear selection depending on failure mode and manual lever position; refer to the Shift Solenoid Operation Chart. May flash transmission control indicator lamp. DTC 617,** 618,** 619,** 622,* P0755,* P0781,** P0782,** P0783,** P0756. (*Output circuit check, generated only by electrical conditions. **May also be generated by other non-electronic related transmission hardware condition.)..." ..." READ MUCH MORE
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net

Diode,,, This is something I have to learn about too; this isn't the SOLENOID Pack nor PCM diode, butthere is a diode in the 96 Bronco E4OD ckt, located in the Power Distr Box, in engibe bay next to air filter box. see this by Steve83

down & to da right..so, now that is out of the way,


Have to roll now... bbl

EDIT;
also, I had this in my old WORD file disc notes;
Solenoid Pack Diode; "...The plugs are different for a reason - there are changes in the solenoid packs, the plugs reflect those changes to make running incompatible parts at least mildly-difficult for most folks. IIRC there are some diodes in the whole mess that in the early transmissions live in the solenoid pack but on the later models they got moved to the PCM, thus making an old-PCM-new-E4OD combo quite troublesome... At least according to someone I know who tried running several older PCMs on a '94 E4OD (that would normally run a newer style PCM) and kept burning them things up one after another... What you're planning on doing tho would be the new-PCM-old-E4OD setup, if my information is correct you will end up with protective diodes in both the trans and the PCM, which should be just fine... Or you can swap solenoid packs between the '96 and the '90 trans, and keep things matching electrically..."
Source: by LCAM-01XA
Thank you both for your responses. miesk5 I'll read as much on this as possible the next couple of days.

But just to clear up some confusion: My truck is a '90 F150 originally equipped with a 5.0 and an AOD.

The E4OD transmission is from a donor '96 F150 that I have had rebuilt. The motor (block, crank and rods) are from the same '96 truck. It is being rebuilt and topped with GT40X heads, lightning intake & TB, headers, factory mustang 5.0 HO roller cam.

I haven't purchased the lightning computer yet. Probably will unless I determine it will not work for me. I would like to convert to mass air, but don't want to spend the money to do so. After lots of reading I am pretty convinced the Lightning computer will work for me w/out a tune, but can be tuned if needed. Is there a way to tell a newer Lightning computer from one without the protection? From skimming the information you posted it seems the changes were made in '95. So, would I be better off to find a '95 computer and since they all seem to have the same catch codes for multiple years how do you tell?

thanks for all the help
tim
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Old 10-20-2010, 04:11 PM   #53
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Jopes: Thats a serious fish!

meisk5: I was doing the alternator check as per the thread you sent me and during the ripple voltage check and came up with just over 30 when the link you sent me said ti should be at below 0.5 . I am probably doing something wrong. So I cranked the engine, and disconnected the hot battery cable, and it ran fine off the alternator. I cut on the head lights while running just on the alternator to load it and the engine actually tached up higher for a couple seconds... ??? Beats me.

While I was searching threads, I came across another guy with a similar issue (not wanting to work properly in 3rd or go into OD) and another guy mentioned the alternator, so I sent him the same link you sent me. Well, someone said to disconnect the alternator and run the truck as a test to see if that is what is causing the tranny issues. Is that good advice? I wanted to try it, but wanted to make sure it was sensible.

ALSO : Does anyone know of anywhere that I can buy a complete vacuum line kit for a 93 FSB? I am playing hell finding anything(searched all over), and I dont think I have a line on my FSB that is good.
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Old 10-20-2010, 04:19 PM   #54
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Quote:
Originally Posted by Destructive Mechanic View Post
Well, someone said to disconnect the alternator and run the truck as a test to see if that is what is causing the tranny issues. Is that good advice? I wanted to try it, but wanted to make sure it was sensible.
It is more sensible than you unhooking your battery while running. You need to unhook the alternator and drive it only long enough to confirm the issue goes away or doesn't. Your truck will run for about an hour without the alternator. From the sounds of it you already have the diodes failing in the alternator though. I would have it rebuilt for about $65 or do as I suggested to some one yesterday and upgrade to a 130A 3g.
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I was always taught u got to lube it up before you stick it in. My friends said the teacher yesterday said that too.
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Old 10-20-2010, 04:46 PM   #55
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Sounds good, I will go give it a spin right now. This is the alternator I was about to buy:

http://www.summitracing.com/parts/TFF-7768B/

Know of any better bang for the buck?
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Old 10-20-2010, 04:55 PM   #56
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yo Friends, yw; glad to help and share

D Mechanic; as the ramsey said, pull alt and take it to NAPA or an automotive electric shop to test for free. Adk shop for price on diode and/or overhaul. or upgrade to 3G w/whatever else you can afford; Some yards have tested alts for sale; a dying breed tho
==
re; vac lines; 3mm - 8mm Silicone Vacuum Tubing & Fittings Source by forgemotorsport.com
See another Post here in FSB for another source; or I'll look for it and post it later.
Vacuum Line (Hose) Sourcing; "They sell hard plastic line at most parts stores now, in the HELP! section with the rest of the vacuum fittings. Most places have it near the bottom of their display, and it's not too expensive. The b!tch is forming the stuff to the shape or routing you need. I've not had the time to test it, but I believe a little heat might allow you to bend 'er into the correct shape. I should email Motormite/Dorman about that...Rubber lines collapse in long runs under low pressure (high vacuum), which is why Ford and most other manufacturers went to plastic lines. They're cheap to make, and form easily. Plus with the polymer they're made from, you can color code the lines for easier assembly line installation..."
Source: by SigEpBlue
"...McMaster-Carr: Multple colors of 5/32in reinforced nylon lines. Using a lighter I reproduced/improved the corners where the line breakouts occured in the plastic loom tubing and retaped the vacuum harness back together as a bundle..."
Source: by BlueBronco5.8 at FSB

============
Vacuum Leak Test; On an idling engine check for vacuum leaks using a mechanic's stethoscope with the probe removed, or a ~3' garden hose section. Don't spray flammables on a running engine. MIESK5 NOTE; Also check: vacuum hoses; intake manifold gasket & throttle body; PCV line; vacuum reservoirs: EGR Sys Vacuum Tank & 2ndry air (coffee can); AC, heater, defroster, vent control ckt & vacuum tank (plastic ball type), under dash & lines to heat/blend/etc. doors; power brake booster; cruise control ckt, etc.... where applicable; (combined w/ Steve83's info, thnx) BEWARE OF BELTS/PULLEYS, FAN AND HOT ENGINE
Source: by miesk5 & Steve83
88 & UP; Vehicle Emission Control Information (VECI) Decal; Contains Vacuum Diagram & Calibration Parts List for 88 & UP. On-Line for Free at Ford. Click "Quick Guides" in left panel; Scroll to & CLICK VECI Labels "Provides Vehicle Emission Control Information (VECI) and a related calibration parts list." Enter applicable info (need to know your Calibration number from your B-pillar sticker). Vacuum Diagram is the same as the one on the core support or hood or air filter cover. Suggest Right Clicking this Hot Link & Open in New Window
Source: by Ford motorcraftservice.com

-------

Air Conditioning & Heater Vacuum Diagram in 92-96; "...80-91 similar, except 87-early 88 w/factory air; The 80-86 vacuum tank is a plastic ball on the R wheelwell..." Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net

================
"...The vacuum hoses used in the passenger compartment Climate Control System are constructed from PVC plastic material. The vacuum hoses used in the engine compartment are constructed of Hytrel. Because of the materials used, the vacuum hoses should never be pinched off during diagnosis to locate a leak. Use Rotunda Vacuum Tester 014-R1054 or equivalent to locate vacuum leaks. A wood golf tee can be used as a plug when it is necessary to plug one end of a vacuum hose for leak test purposes..." from F-150, F-250, F-350, F-Super Duty and Bronco, F-Super Duty Motorhome Chassis Workshop Manual

Vacuum Diagram Color Codes:
Red = Main vacuum
Green = EGR function
White = EGR vacuum (source)
Black = Mainly used for the Evaporative emissions control
Black = Thermactor ACV or Diverter valve

ACV (Air Control Valve) is the TAD (Thermactor Air Diverter) Valve (AIR Bypass (AIRB) and AIR Diverter (AIRD) valve combinations); MAN VAC is Manifold Vacuum; FPR is Fuel Pressure Regulator; EGR is Exhaust Gas Re-circulation Valve SOL V: Thermactor Air Diverter (TAD) Solenoid (SOL V) (AIRD) & Thermactor Air Bypass (TAB) Solenoid; ; EVR is EGR Vacuum Regulator; VRESER is the Vacuum Reservoir Can (Tank); V REST on later years is Vapor Valve (Roll-Over @ Gas tank); V REST on earlier years such as 78/79 & SEABRONC's 83 is a Vacuum Restictor/Delay Valve, it restricts vacuum for a certain amount of time, on most engines a vacuum line from the carburetor base runs to a T & then to V REST to the distributor; Carbon Can is Carbon Canister (Charcoal Canister, Vapor Canister, Evaporative Emission (EVAP) Canister); MAP is Manifold Absolute Pressure Sensor; AIR BPV is the AIR Bypass (AIRB) Valve, also called the TAB (Thermactor Air Bypass) Valve; CPRV is Canister Purge Solenoid Valve/ Canister Purge Solenoid (CANP); VCKV is Vacuum Check Valve; CAT is catalytic converter; ENG is engine; PCV is Positive Crankcase Ventilation Valve.

HVAC in 92-96; Black = from engine source to vacuum check valve & to vacuum reservoir tank & to Control Panel; White = actuates the Outside/Recirc air door two-position vacuum control motor; Blue = Mix (actuates the FLOOR/PANEL air door two-position vacuum control motor); Red = Floor Flow & Yellow = Panel, (actuate the FLOOR/DEFROST three-position air vacuum control motor)
Pink = TAD to Thermactor Air Bypass Valve (TAB or AIR BPV) /AIR Bypass (AIRB) valve
NOTE: AIR BPV is the AIR Bypass (AIRB) Valve; also called the TAB (Thermactor Air Bypass) Valve in other years/diagrams

CLIMATE CONTROL Vacuum Circuit, Floor Panel Door, Temperature Blend Door (Cable Controlled), Floor & Defrost Door etc. Diagrams in a 96 from Workshop Manual
The following diagram illustrates the vacuum hose connections between the vacuum source, vacuum control motors (18A318), and A/C control (19980). The diagram also identifies the color coding of the vacuum hoses and charts the function control knob settings and vacuum application by heater control (18549) and function.

Function Control Vacuum Circuit

................
now since I can't load the ****ing next 2 diagrams for some ****ing reason see, em at the links
http://www.thedieselstop.com/faq/949...j/stjc2009.htm............
Function Selector Valve Detent Positions
http://www.thedieselstop.com/faq/949...j/stjc2009.htm
V = Vacuum.....A = Atmosphere
--------------

Vacuum Hose, Mini-Tube Service in Climate Control System in a 96; "...Measure the length of the damaged area of the mini-tube vacuum hose. Cut a piece of standard 3mm (1/8-inch) ID vacuum hose approximately 25mm (1 inch) longer than the damaged area of the mini-tube vacuum hose. Cut the mini-tube vacuum hose on each side of the damaged area and remove damaged portion of the mini-tube vacuum hose. Dip the mini-tube hose ends in Tetra Hydro Furan (THF) or Methyl Ethyl Ketone (MEK). Either of these solvents will act as a sealer for the repair of the mini-tube vacuum hose. Insert the ends of the mini-tube vacuum hose approximately 9mm (3/8 inch) into the ends of the standard 3 mm (1/8-inch) ID replacement vacuum hose. Shake the service joint after assembly to make sure solvent is dispersed and vacuum line is not blocked internally. Test system for a vacuum leak in area serviced..." from 1996 F-150, F-250, F-350, F-Super Duty and Bronco, F-Super Duty Motorhome Chassis Workshop Manual
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Old 10-20-2010, 05:08 PM   #57
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Quote:
Originally Posted by TS 90F150 View Post
But just to clear up some confusion: My truck is a '90 F150 originally equipped with a 5.0 and an AOD.

The E4OD transmission is from a donor '96 F150 that I have had rebuilt. The motor (block, crank and rods) are from the same '96 truck. It is being rebuilt and topped with GT40X heads, lightning intake & TB, headers, factory mustang 5.0 HO roller cam.

I haven't purchased the lightning computer yet. Probably will unless I determine it will not work for me. I would like to convert to mass air, but don't want to spend the money to do so. After lots of reading I am pretty convinced the Lightning computer will work for me w/out a tune, but can be tuned if needed. Is there a way to tell a newer Lightning computer from one without the protection? From skimming the information you posted it seems the changes were made in '95. So, would I be better off to find a '95 computer and since they all seem to have the same catch codes for multiple years how do you tell?

thanks for all the help
tim
Yo Tim, yw!
I know others are running Lightning PCMs
BlueBeast has the Lightning C3P3 in his 90
I haven't heard of any problems so far. Wonder if he yaks here in FSB as JP N?
I haven't been home long enuf to search for any Diode word-arounds for this.

As I mentioned, I don't have a good handle on this yet exc to note what I have already posted. Hopefully SigEpBlue or Fireguy50 can jump in here soon for you and DM.

I'll try to find out more.
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my broncolinks.com was "disturbed"; but some sections are archived @ [url]http://web.archive.org/web/20121009110424/http://www.broncolinks.com/index.php
select a LINK, Right Click & Hit Properties; copy the second HTTP address; paste in a new browser window or Tab to see original page
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Old 10-20-2010, 06:05 PM   #58
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Meisk5 theramsey3: As always, thanks for the good info. You are an informational beast meisk5! I am headed to Autozone to see about some vacuum lines and an alt test then.

Did test drive w/o alternator and couldnt really tell much of a difference, but I think I am going to go ahead and upgrade like you were talking about. i posted a link to the 150amp one I am going to get from summit. Do you have a better one in mind?

I left battery disconnected all night. After drive w/o alternator i pulled fault codes again and cam up with the same 311, 332, 452, 213,and 565. The only new code I had was 225 no knock sensor signal. Codes 538, 536, and 632 disappeared after doing the KOER test properly (thanks meisk5).

Afer reading everything meisk5 sent me about 5 times, it seems like it will be the VSS/ABS sensor.I am going to replace it also.

M biggest issue seems like power loss while in gear and shady shifting, but I think maybe that and alot of the codes may disappear with the vacuum system unscrewed and a new VSS/ABS sensor. Hopefully I will have some results by tomorrow evening.
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Old 10-20-2010, 09:21 PM   #59
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Quote:
Originally Posted by miesk5 View Post
Yo Tim, yw!
I know others are running Lightning PCMs
BlueBeast has the Lightning C3P3 in his 90
I haven't heard of any problems so far. Wonder if he yaks here in FSB as JP N?
I haven't been home long enuf to search for any Diode word-arounds for this.

As I mentioned, I don't have a good handle on this yet exc to note what I have already posted. Hopefully SigEpBlue or Fireguy50 can jump in here soon for you and DM.

I'll try to find out more.
Thanks, I appreciate the help!

tim
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Old 10-21-2010, 10:48 AM   #60
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Yo TIM,
(SPELLED YOUR NAME CORRECTLY THIS TIME!)

Bluebeast hasn't been here in FSB since 11-28-2007 according to his profie; others may know him and ask him to come back w/info.

Had to see Doc yesterday so I didn't have much time left to cont. the diode search; ..[/url]no-go for;
So far, I have this;
TRY looking & asking @ http://www.eectuning.org/forums/viewforum.php?f=17

Found only this so far:
"..
If a diode is bad, replace solenoid body assembly. A bad diode may cause a processor concern. Record and erase codes and repeat On-Board Diagnostics. Road test vehicle after solenoid body replacement. If the diodes are OK and NO function..."

Read more: 93 e150 4.9 e4od seems like tcc engages in driv... - JustAnswer http://www.justanswer.com/questions/...#ixzz130LhWL1i.

----
KANT recall if I posted this already...

E4OD Transmission Solenoid Body in a 96 Bronco from Ford Workshop Manual:
Description: The powertrain control module controls the E4OD transmission operation through four on/off solenoids and one Variable Force Solenoid. These solenoids and transmission fluid temperature sensor are housed in the transmission solenoid body assembly. All are part of the transmission solenoid body and are not serviced individually. Additionally, in 1995, the protection diodes that were on the solenoid body have been moved to the PCM. Refer to the following information for the functions of these solenoids...
============

NO INFO in Following:
Diode Identification & Service Replacements TSB 96-24-6 for 84-97 F Series & Econoline, 84-90 Bronco II, 86-97 Aerostar & many others; Bronco is not Listed but this TSB probably applies; "...Electrical system concerns that are due to diode failure may be serviced with an approved Ford service diode. Some electrical diodes used in early production vehicles are color coded for the purpose of size identification while others are stamped with a manufacture number. All Ford service diodes and current production diodes are identified by manufacture number. If service is required, refer to the appropriate model/year Electrical and Vacuum Troubleshooting Manual (EVTM) to determine the size and location of the diode (s). Refer to the following Electrical Diode Application Chart for the correct service part number. IF THE DIODE REQUIRING REPLACEMENT DOES NOT HAVE THE SAME RATING AS LISTED IN THE APPLICATION CHART, USE THE NEXT HIGHER RATED DIODE.

[url="http://fordfuelinjection.com/truckpinouts.html"]I looked at Fireguy's fordfuelinjection.com site and the EEC IV pin-outs
1996 MY OBD-II System Operation Summary
Source: by Ford motorcraftservice.com
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96 XL 5.0 E4OD, Man Xfer/Hubs
USN & DoD Planner (ret)
THANKS to ALL WHO SERVE!

my broncolinks.com was "disturbed"; but some sections are archived @ [url]http://web.archive.org/web/20121009110424/http://www.broncolinks.com/index.php
select a LINK, Right Click & Hit Properties; copy the second HTTP address; paste in a new browser window or Tab to see original page
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