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Charlie don't surf..
'92 Ford Bronco XLT
Joined
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15,699 Posts
Discussion Starter #361
Awsome Jeremy! I hope this works for you, I know youve been struggling with this for a while now. Bring that thing down to Orlando so we can run it on my truck! Ill buy you a beer and have a Steak ready.
I may just take you up on that..:beer

good to hear jermil! those scanners are awesome! you should see what the Tech 2 can do with GM vehicles. can roll the windows up and down, and shift the trans on the later models without touching the gear shifter. pretty cool.

just a thought, and i'm sure you did but the thread is huge now......did you ever do a compression test? just for shits and giggles?
You know, I did a compression test was done a while ago. might not be a bad idea to do it again..
 

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Roller rockers are gay
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19,191 Posts
You know, I did a compression test was done a while ago. might not be a bad idea to do it again..
just to make absolutely sure your compression is on the money. a leak down test wouldn't hurt either. at this point you have nothing to lose.
 

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Charlie don't surf..
'92 Ford Bronco XLT
Joined
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15,699 Posts
Discussion Starter #363
Update - post idle adjustment.

Finally got around taking the Bronco for a drive after I had set the idle last week. not sure what I had done but when I started the engine and let it warm up then put it in drive the RPM's shot up to 1500...the engine never idled down below that point, so clearly something was out of adjustment.

Didn't make sense. I had followed all of the prompts on the scantool until it read that the idle was right, evidently it wasn't.. So, I ran through the steps again with the scantool and it still said the idle was correct. However, I checked the TPS voltage and it was at nearly 1.2 volts..that had to be part of the problem..so, I adjusted the TPS down to about .85 volts and ran through the idle set one more time. I think I finally got it, but will need to take it a drive before I know for sure..on the plus side I did not have any other codes..
 

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Charlie don't surf..
'92 Ford Bronco XLT
Joined
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15,699 Posts
Discussion Starter #364
181 is back

checked the codes again tonight, and what do you know 181 was back..other than a slightly low idle, it feels like it's driving fine. Good throttle response and it pulls smoothly through gears as I'm accelerating with no hint of hesitation..

I'm completely at a loss. Guess I can check the compression as was suggested, but I just don't see how that could be causing a lean code..To the point now where I'm more than a little frustrated considering all of the time $ and energy I've put into figuring this out. maybe I need to step a way for a bit..:banghead
 

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shibby
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4,826 Posts
This is why I suggested the dyno with actual air/fuel readings independent of your existing O2 sensor. Is your truck truly going lean at part throttle or does it just "think" it is.

BTW- exact wording of the 181 code in my Target Training EEC-IV book- "Lean fuel mixture at part throttle on single or right/rear sensor on dual EGO system." It makes no mention of bank 1 or 2 and since you only have a single O2 sensor, there's no way for the ECM to know which side is the culprit.

Now, looking in my Probst Ford Fuel Injection book, it describes the strategy for part throttle acceleration while warm as-
This strategy follows Warm Cruise, closed loop operation, with all emission controls operating. This strategy considers that you want to increase vehicle speed, but you're still interested in economy and emission control:
  • Fuel injection is enriched during the brief interval of opening the throttle and reaction by the air flow sensor.
  • Spark timing is advanced but less than Warm Driveaway.
  • Emission control continues, with secondary air oxidizing in the catalytic converter.
None of my books discuss the actual troubleshooting steps specific to code 181 so you'll have to look at those three key points and figure one which one of those points is off.
 

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shibby
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4,826 Posts
Hmm, just found something interesting. You still don't have the CANP hooked up, correct?

There's a blurb in the book about the evaporative fuel vapor canister and the canister purge valve-

The canister is purged by drawing the fuel vapors into the engine but only under certain engine conditions. During purging, engine control reduces the amount of fuel injected so the vapors do not disturb the proper air-fuel ratio.
So, if you're at part throttle and the CANP valve is opened, the EEC is expecting to see a proper air/fuel ratio from both the combined fuel from the injectors and the fuel vapors from the canister. Without that canister in the loop, you're short some fuel.

Get the CANP and fuel vapor canister back in place and see what happens.
 

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Roller rockers are gay
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19,191 Posts
this has been way out of my league for quite some time, and i'm sure my opinion doesn't mean much but i believe dustball may be on to something here.
 

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Super Moderator
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27,238 Posts
yo,
From 94 EVTM for DTC 181, etc.
These DTCs indicate the system is running lean, although strategy adjusted it to maximum rich: DTC 181 Right or Rear Rich limit reached; 183 Right or Rear Rich limit reached @ idle; 189 Left or Front Rich limit reached; 192 Left or Front Rich limit reached at idle.
These DTCs indicate that the system is running rich, although strategy adjusted it to Max. lean: 179 Right or Rear Lean limit reached; 182 Right or Rear Lean limit reached at idle; 188 Left or Front Lean limit reached; 191 Left or Front Lean limit reached at idle.
Possible Causes:
Fuel pressure.
Fuel injector.
Air intake.
MAP sensor.
Fuel injector electrical circuit.
Fuel filter.
Vacuum.
Air filter.
Are any other DTCs present?
Yes SERVICE as required.
No GO to HA2

HA2 CHECK FUEL PRESSURE
WARNING: THE FUEL SYSTEM WILL REMAIN PRESSURIZED WHEN ENGINE IS NOT RUNNING. TO PREVENT INJURY OR FIRE, USE CAUTION WHEN WORKING ON THE FUEL SYSTEM.

Key off.
Install fuel pressure gauge.
Verify that manifold vacuum is connected to the fuel pressure regulator if applicable.
Start and run engine at idle. Note fuel pressure.
Refer to Fuel Pressure Specification Table .
Is fuel pressure within specification?
Yes GO to HA3

No VERIFY integrity of fuel pressure regulator, vacuum line, fuel filter and fuel lines. REFER to Section 9A


HA3 CHECK SYSTEM'S ABILITY TO HOLD FUEL PRESSURE
Cycle the key on and off several times. Note the fuel pressure.
Visually look for fuel leaking at the injector O-ring, fuel pressure regulator, and the fuel lines to the fuel charging assembly. Service as necessary.
Does fuel pressure remain at specification for 60 seconds?
Yes VERIFY integrity of air intake, air filter, no vacuum leaks, EGR valveclosed.
For vehicles with MAP/BARO: GO to HA4
For all others: GO to HA6
NO REFER to Section 9A. Fuel Delivery Diagnosis section, although the problem may be elsewhere. prevent the replacement of good components, the following areas may be at fault:

Battery and charging system low (fuse integrity).
Contamination within the Idle Air Control (IAC) device.
Contamination of fuel.
Octane rating.
Plugged or restricted fuel filter.
Engine not reaching operating temperature.
Cooling system (low/leaking).
PCV system (incorrect/clogged).
Transmission, Clutch integrity.
Brakes (not releasing).
Ignition system.
Exhaust system, EGR.
Vacuum leaks (air intake manifold, vacuum hoses, vacuum reservoirs, power brake booster, as applicable).
Verify
Transmission in PARK or NEUTRAL.
Parking brake applied (automatic brake release disconnected where applicable).
Wheels blocked.
Transmission fluid integrity.
Transmission shift timing.
Adequate fuel supply in the tank.
Fuel system integrity (leaks, restricted or damage).
Fuel system electrical integrity (Inertia Fuel Shutoff (IFS) switch).
Generator belt tension.
Heater and accessories off.
Throttle lever is resting on the throttle plate stop screw.
This is the basic FP testing Section & FDS3 CHECK FUEL PRESSURE LEAKDOWN

Observe the "Notes, Cautions and Warnings" to avoid fuel spillage and injury.
Connect the Fuel Pressure Test Kit at the fuel pressure test point.
Connect a jumper to the FP lead of the DLC.
Key on, engine off.
Ground the test lead using the jumper wire to run the fuel pump.
Run the fuel pump for 30 seconds minimum.
Remove the test lead ground and note fuel pressure on the gauge.
Verify whether the fuel pressure remains within the specified 5 psi for 1 minute after the test lead is ungrounded.
Does fuel pressure remain within 5 psi for 1 minute after the test lead is ungrounded?
Yes GO to FDS5.
No GO to FDS4.
FDS4 CHECK PRESSURE REGULATOR DIAPHRAGM CONDITION

Key off.
Connect Fuel Pressure Test Kit at Schrader fitting on rail. Observe Warning Instructions to avoid fuel spillage and injury.
Start engine and run for 10 seconds.
Stop engine and wait 10 seconds.
Start engine and run for 10 seconds.
Stop engine and remove vacuum hose from pressure regulator.
Examine vacuum port in the pressure regulator for evidence of fuel leakage through the diaphragm.
Is vacuum port free of any fuel?
Yes GO to Group 10 of the Service Manual for leak test.
No REPLACE pressure regulator and RERUN test FDS2.

FDS5 CHECK FUEL PRESSURE WITH ENGINE LOAD

Fuel pressure test kit installed.
Disconnect vacuum hose at the fuel pressure regulator and plug it.
Observe fuel pressure while driving vehicle with heavy accelerations.
On Type 2 (Dual Tank System) perform test for both tanks.
Does fuel pressure reading remain within ± 3 psi during the test?
Yes UNPLUG vacuum hose and connect it to fuel pressure regulator.
No GO to FDS6.
ETC I have the rest in my site

HA4 CHECK MAP/BARO FREQUENCY
Key off.
Connect MAP/BARO tester.
Key on.
Refer to MAP/BARO Frequency Charts on this Pinpoint Test's cover page (also Pinpoint Test DF's cover pages) to check MAP/BARO frequency. It may be necessary to measure several known good MAP/BARO sensors on available vehicles to determine area's typical reading for that day.
Is MAP/BARO frequency within specification?
Yes For vehicles with MFI: GO to HA5
All others:GO to HA6
No CHECK wiring to MAP/BARO sensor for corrosion, high resistance, etc. If OK, REPLACE MAP/BARO sensor. CLEAR KAM. RERUN Quick Test

HA5 DIAGNOSTIC TEST MODE (DTM): MFI ENGINES
Connect tachometer to engine. Run engine at idle.
Disconnect and reconnect the injectors one at a time: note rpm drop for each injector.
Does each injector produce a momentary drop in rpm?
Note: IAC will attempt to re-establish rpm.

Yes GO to Ignition Section
No GO to HA7

HA6 DIAGNOSTIC TEST MODE (DTM):
SFI ENGINES
The DTM switches each injector OFF and ON one at a time. Diagnostic Trouble Codes (DTC) correspond to the cylinder number (i.e., DTC 30 indicates a problem with cylinder No. 3, a DTC 90 indicates a pass). The DTM is designed to aid in the detection of a weak or non-contributing cylinder. The Pinpoint Test Steps are designed to isolate only EEC related problems.

Refer to Quick Test Appendix, Section 5A , for detailed information about DTM.

Run the Engine Running Self-Test.
After the last repeated code, wait 5-10 seconds.
"Goose" throttle lightly (not wide-open-throttle).
DTM will be performed. Time of test is 2-3 minutes.
Is Code 90 present?
Yes GO to Ignition Section
No GO to HA8

HA7 CHECK RESISTANCE OF INJECTOR(S) AND HARNESS MFI ENGINES.
Key off.
Disconnect Powertrain Control Module (PCM). Inspect for damaged or pushed out pins, corrosion, loose wires, etc. Service as necessary.
Note: This erases Continuous Memory.

Install breakout box, leave PCM disconnected.
Measure resistance of INJECTOR BANK 1 between Test Pin 37 and Test Pin 58 at the breakout box. Record resistance.
Measure resistance of INJECTOR BANK 2 between Test Pin 37 and Test Pin 59 at the breakout box. Record resistance.
Refer to Injector Resistance Specification Table 1 .
Is each resistance within specification?
Yes GO to HA12
No GO to HA9

HA8 CHECK RESISTANCE OF INJECTOR(S) AND HARNESS SFI ENGINES
Key off.
Disconnect Powertrain Control Module (PCM). Inspect for damaged or pushed out pins, corrosion, loose wires, etc. Service as necessary.
Note: This erases Continuous Memory.

Install breakout box, leave PCM disconnected.
Measure resistance between the suspect INJECTOR circuit Test Pin and Test Pin 37 at the breakout box. Record resistance.
Is each resistance within specification?
Yes GO to HA12
No GO to HA9

HA9 CHECK CONTINUITY OF FUEL INJECTOR HARNESS
Key off.
Breakout box installed, PCM disconnected.
Disconnect injector vehicle harness connector at the suspect injector.
Measure resistance between Test Pin 37/57 at the breakout box and the VPWR pin at the injector vehicle harness connector.
Refer to the Pinpoint Test H Schematic for the appropriate injector pin identification.
Measure resistance between the injector test pin(s) at the breakout box and the same injector circuit signal pin at the each injector vehicle harness connector.
Is each resistance less than 5.0 ohms?
Yes GO to HA10
No SERVICE open circuit. REMOVE breakout box. RECONNECT PCM and injectors.
DRIVE vehicle 5 miles/55 mph.
RERUN Quick Test .

HA10 CHECK INJECTOR HARNESS CIRCUIT FOR SHORT TO POWER OR GROUND
Key off.
Breakout box installed, PCM disconnected.
Suspect fuel injector vehicle harness disconnected.
Refer to the Pinpoint Test H Schematic for the appropriate injector pin identification.
Measure resistance between the injector test pin(s) and Test Pins 37/57, 40, 46 and 60 at the breakout box.
Measure resistance between the injector test pin(s) at the breakout box and chassis ground.
Is each resistance greater than 10,000 ohms?
Yes
For SFI: REPLACE injector per Cylinder Balance DTM fault code. RERUN Quick Test
For MFI: GO to HA11

NO SERVICE short circuit. REMOVE breakout box. RECONNECT PCM and injectors. DRIVE vehicle 5 miles/55 mph. RERUN Quick Test

HA11 ISOLATE FAULTY INJECTOR CIRCUIT
Key off.
Breakout box installed, PCM disconnected.
Disconnect all injectors on suspect bank.
DVOM on 200 ohm scale.
Connect one injector and measure resistance between Test Pin 37 and either Test Pin 58 or 59, as appropriate.
Disconnect that injector and repeat process for each of the remaining injectors.
Refer to Injector Resistance Specification Table 2 .
Is each resistance within specification for the appropriate engine?
Yes GO to HA12
No REPLACE injector. REMOVE breakout box. RECONNECT PCM and injectors. DRIVE vehicle 5 miles/55 mph. RERUN Quick Test

HA12 CHECK INJECTOR DRIVER SIGNAL
Requires standard non-powered 12 volt test lamp.
Key off.
Breakout box installed.
Connect PCM to breakout box.
For MFI:
Connect test lamp between Test Pin 37 and Test Pin 58 at the breakout box.
Connect test lamp between Test Pin 37 and 59 at the breakout box.
For SFI:
Connect test lamp between Test Pin 37 and the suspect injectors Test Pin at the breakout box.
Crank or start engine.
Note: Properly operating systems will show a dim glow on the lamp.

Is glow on lamp dim?
Yes REMOVE breakout box. RECONNECT PCM. Follow instructions of the injector test equipment in Section 9A . Also refer to Ignition Section for other possible causes. After any servicing, DRIVE vehicle 5 miles/55 mph. RERUN Quick Test and Cylinder Balance DTM.

No light/Bright light: REPLACE PCM. REMOVE breakout box. DRIVE vehicle 5 miles/55 mph. RERUN Quick Test
 

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Charlie don't surf..
'92 Ford Bronco XLT
Joined
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15,699 Posts
Discussion Starter #369
Hmm, just found something interesting. You still don't have the CANP hooked up, correct?

There's a blurb in the book about the evaporative fuel vapor canister and the canister purge valve-



So, if you're at part throttle and the CANP valve is opened, the EEC is expecting to see a proper air/fuel ratio from both the combined fuel from the injectors and the fuel vapors from the canister. Without that canister in the loop, you're short some fuel.

Get the CANP and fuel vapor canister back in place and see what happens.
Good info DB. I'd say there is definitely some logic to that. I've ordered a replacement CANP...at this point I figure it's worth a shot.
 

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Charlie don't surf..
'92 Ford Bronco XLT
Joined
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15,699 Posts
Discussion Starter #370
Thanks Miesk.. I got that same info from my Ford TSP CD. Based on everything done so far, replacing the EEC, the injectors and the injector harness, I think I can safely rule them out as the culprit.

In addition, pretty much everything relative to the fuel system, short of the fuel lines has been replaced and tested, including fuel pressure.
 

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Charlie don't surf..
'92 Ford Bronco XLT
Joined
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15,699 Posts
Discussion Starter #371
Tonight I was messing around with the scanner and came across some information on things to check as it relates to that particular code. One thing it mentioned was possible wiring issue on the O2 sensor..It said it may not throw an O2 related code, but it could cause a lean condition..I'm going to check the wiring from the harness to where it plugs into the sensor and see if there are any problems. I know that is one portion of the harness that I had not replaced. It wasn't on the main engine harness or the injector harness..
 

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Super Moderator
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27,238 Posts
yo,
Altho Year Range is off.... Ford at times, didn't bother to upgrade all TSBs for later years
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
* Distributor 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.


Diagram by Ryan M
but since you have da EVTM, that may be more useful
 

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Charlie don't surf..
'92 Ford Bronco XLT
Joined
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15,699 Posts
Discussion Starter #373
Thanks..good information...

Going to check my spark plugs too, b/c it's the one area I think I've overlooked so far..

Does anyone have pics or an EVTM of where on the main part of the wiring harness that the O2 sensor goes back to? Guess I can just follow the wires from my O2 and see where they terminate, but I'm really curious, because I've replaced both my injector harness and main engine harness and there was nothing in either of them connecting back to the O2 sensor...it has to connect somewhere??
 

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Super Moderator
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27,238 Posts
yo Here is a related TSB showing the possible short location; but not for all the issues
Fuse "E" Inoperative could exhibit any one of the following conditions: ABS Light On, Back-Up Lamps Inoperative, DRLs Inoperative, MIL On, Speedometer Inoperative, DTC 172, 173 or 41 for HO2S Failure in TSB 95-5-21 for 92-95 Bronco & F Series; On some vehicles the HO2S wires in the 12A690 (subassembly of the 14B060 battery cable) harness may become chafed. and the vehicle could exhibit any one of the following conditions
ABS light on
Speedometer inoperative
Back-up lamps inoperative
Daytime running lamps inoperative
Trailer battery charge relay inoperative
MIL on, displaying Codes: 172, 173 or 41 for HO2S failure
Inadvertent PCM Self-Test

ACTION: Replace the damaged wire harness and HO2S sensor. Refer to the following procedure for service details.

SERVICE PROCEDURE:
1. Disconnect negative battery cable.
2. Disconnect the solenoid terminal and positive battery cable from the starter.
3. Pull the cable downward to inspect the 12A690 harness for chafing, pinholes, etc. If necessary, remove the convolute and tape from the 12A690 harness located next to the lower RH side engine mount.
4. If the 12A690 harness is damaged, replace the 14B060 assembly (F5TZ-14300-EA) and the HO2S sensor (F4UZ-9F472-A).
5. Inspect Fuse "E" and replace if necessary (D9ZZ-14526-D).
6. Clear all codes stored in memory.
7. Retest and verify the concern has been resolved.



by Ford via Steve83
READ MORE @ http://www.supermotors.net/registry/media/646262


Wiring Harness & Component Location Diagram, Ford Part Numbers, Depictions, etc. from Ford Workshop Manual in 96 Bronco, F-150, F-250, F-350, F-Super Duty Chassis Cab & Motorhome Chassis; use your Browser's SEARCH (or FIND) function to locate what you seek in each Diagram, such as Oxygen

Doesn't show harness or wiring to EEC, but maybe you can figure it out
But does show 12A690 Wire Assembly & 14B060 battery cable) harness
 

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Charlie don't surf..
'92 Ford Bronco XLT
Joined
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15,699 Posts
Discussion Starter #375
:thumbup thanks..Was checking around and found the section of the harness that runs from the O2 sensor to the main harness. It runs along side the oil pan then up underneath the accessory bracket and finally to the passenger side wheel well where it plugs into main harness..the connector is the same on both ends...

Anyway, here is the interesting part...I disconnected the harness from both ends and checked for continuity. guess I should have measured resistance as well but I figured if it had continuity it was fine..continuity checked out on all 4 connections..now when I plugged everything back together and checked for codes again....guess what, no 181....the scantool kicked back a 111.
:scratchhe

Now that code popped just yesterday, and I have not disconnected the battery or erased the codes since. I drove it once this evening before checking the O2 harness and running the codes. weird huh??
 

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Registered
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742 Posts
code 111 is no codes/system pass. that is good news!
 

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Super Moderator
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27,238 Posts
:thumbup thanks..Was checking around and found the section of the harness that runs from the O2 sensor to the main harness. It runs along side the oil pan then up underneath the accessory bracket and finally to the passenger side wheel well where it plugs into main harness..the connector is the same on both ends...

Anyway, here is the interesting part...I disconnected the harness from both ends and checked for continuity. guess I should have measured resistance as well but I figured if it had continuity it was fine..continuity checked out on all 4 connections..now when I plugged everything back together and checked for codes again....guess what, no 181....the scantool kicked back a 111.
:scratchhe

Now that code popped just yesterday, and I have not disconnected the battery or erased the codes since. I drove it once this evening before checking the O2 harness and running the codes. weird huh??
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yo, You just may have done the "wiggle test"

I know you checked the conns' Pins for oil/etc.
 

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Charlie don't surf..
'92 Ford Bronco XLT
Joined
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15,699 Posts
Discussion Starter #378
code 111 is no codes/system pass. that is good news!
definitely good news..

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yo, You just may have done the "wiggle test"

I know you checked the conns' Pins for oil/etc.
so, you're saying I inadvertently did the wiggle test?? Interesting. I noticed there was a procedure for that in the scantool. I wonder if that was the problem all along..
 

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Super Moderator
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27,238 Posts
yo J,
Never know, huh?
My 96 had a 4WABS issue recently due to a bad wire to pin connection; only took me a week to find that pin
 

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Charlie don't surf..
'92 Ford Bronco XLT
Joined
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15,699 Posts
Discussion Starter #380
that's right, you never know..May see if I can score a spare O2 harness from a junk yard.
 
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