[miesk5]

TSB 95-08-08 4.9L Engine Knocking on Cold Start

AFFECTED VEHICLES:
LIGHT TRUCK: 1984-95 BRONCO, ECONOLINE, F-150-350 SERIES

This TSB is being republished in its entirety to include the 1995 model year.

ISSUE: An engine knock of about 3-5 seconds may be heard on initial start-up, after an extended soak time (eight hours or more). This may be due to insufficient oil at the engine bearings, caused by engine oil drainback from the engine oil filter.
ACTION: Install an anti-drainback engine oil filter adapter. Refer to the following procedure for service details.

SERVICE PROCEDURE
1. Drain and discard engine oil.
2. Remove and discard engine oil filter.
3. Remove and discard engine oil filter adapter insert.
4. Install the service replacement anti-drainback engine oil filter adapter insert (E4TZ-6890-A).
5. Tighten the anti-drainback insert to 15-35 lb-ft (20-48 N-m).
6. Lightly lubricate the gasket surface of the new oil filter (FL-1A).
7. Install the new engine oil filter to the cylinder block and rotate the engine oil filter one-half turn after the gasket contacts the sealing surface.
8. Fill the engine with the proper grade and amount of engine oil, as specified in the appropriate Owner Guide.

Parts Usage:
E4TZ-6890-A Engine Oil Filter Mounting Insert (miesk5 Note, as of 3 AUG 2011 these are avail @ Parts International FARMERS BRANCH, TX 75234, 10 each; Colonial Ford of Plymouth, Plymouth, MA 02360, 1 each)


Labor: 0.4 Hr
SUPERSEDES: 94-11-22

 

[miesk5]

HIGH CLUTCH EFFORT/CLUTCH FLUID LEAK - CRACKED MOUNT
TSB 90-16-7, Date of Issue: August 1, 1990
Related Ref Number(s): 90-16-7
CLUTCH - HIGH EFFORT - DASH CRACKED IN CLUTCH MASTER
CYLINDER AREA-VEHICLES BUILT BEFORE 6/15/90
APPLICATION
Models: Ford Light Truck: 1984-90 Bronco, F-150, F-250, F-350; 1988-90 Super Duty
Bulletin No.: 90-16-7
Date: August 1, 1990
Symptom: Cracks - Dash (Engine Compartment Bulkhead)
ISSUE
Incomplete clutch release and/or hydraulic fluid leaking into the cab from the clutch master cylinder may be
caused by the reinforcement plate on the clutch master cylinder separating from the dash panel. The separation
of the reinforcement plate reduces the clutch master cylinder pushrod travel. Reinforcement plate separation
can also cause deflection of the clutch master cylinder that results in a misalignment of the pushrod to the
clutch master cylinder. Misalignment causes the "O" ring in front of the secondary seal to leak hydraulic fluid.
ACTION
Inspect the truck and, if necessary, use the following service procedure to install a reinforcement kit.
INSPECTION PROCEDURE
1. If the truck is a 1988 or later model, confirm that the starter interlock switch operates (the engine can be
started) with the clutch pedal at least 0.5" (12.7 mm) from the floor.
2. Test drive the truck and check for good clutch release. There should be no grinding of the gears,
particularly when shifting from neutral to reverse gear.
3. If the truck passes these tests, go to the Small Reinforcement Installation Procedure Section of this
article.
4. If either of the above conditions are not met, check the hydraulic system for air. Refer to the Suggested
Bleeding Procedure at the end of this article.
5. Test drive the truck and check for improved clutch release.
6. If there is no improvement, proceed as follows:
a. Remove the clutch master cylinder pushrod from the release lever pin on the release lever.
b. Make sure the hole in the pushrod lines up with the pin, for those units requiring a minimal force
... Page 1 of 17
read more

 

[miesk5]

TSB 96-10-07 California ReFormulated Gasoline (CaRFG)
ISSUE: California introduced CaRFG around March 1, 1996 and statewide it must be available at all service stations by June 1, 1996 to help reduce emissions and improve gasoline quality. It will replace the traditional gasoline sold in Northern California and improve the reformulated gasoline that has been sold in Southern California since January 1995. California Air Resources Board (CARB) projects smog forming emissions from motor vehicles to be reduced by about 15 percent.
ACTION: The following text is provided to give some answers to some commonly asked questions by our customers.
POSITION
Ford Motor Company recommends the use of CaRFG as a cost effective means of reducing emissions to provide cleaner air. We have participated in vehicle and laboratory testing of CaRFG to make sure it is acceptable for our customers' use. There are no unusual vehicle performance concerns expected based upon these studies. The use of CaRFG will not affect Ford's new vehicle and/or emissions warranty.
WHAT DOES CaRFG CONSIST OF?
CaFRG consists of the same basic components as other gasolines, but it reduces pollution because of its cleaner burning components. Features are:
reduced aromatic hydrocarbons to form less smog emissions
added oxygenates to reduce emissions
decreases the amount of fuel evaporating from the vehicle
lowered sulfur content to provide more efficient operation of the vehicle's catalytic converter
reduced benzene by about one-half
IS CaRFG MORE HAZARDOUS THAN CONVENTIONAL GASOLINES?
CaRFG is a hazardous substance like convential gasoline. Precautions should continue to be taken to avoid exposure to vapors or liquid when it is pumped or handled. It should never be siphoned or swallowed.
HOW WILL CaRFG AFFECT VEHICLE PERFORMANCE?
Properly blended CaRFG should have no adverse effect on vehicle performance or the durability of engine and fuel system components. Its basic properties are not significantly different than other cleaner burning gasolines that have been used in the U.S. for several years. If the vehicle is a certified California calibration 1996 or later model year, it was designed to operate on CaRFG gasoline. The vehicle will operate satisfactorily on gasolines in the other 49 states, but emission control system performance may be affected. Using gasolines other than CaRFG have substantially increased emissions from motor vehicles.
WILL THE USE OF CaRFG AFFECT CALIFORNIA VEHICLE WARRANTY?
No. The coverage of Ford's new vehicle warranty is not affected. In fact, Ford Owner Guides have consistently approved the use of properly blended reformulated gasolines containing oxygenates. Further information about properly fueling your vehicle is included in the Owner Guide.
WILL FUEL ECONOMY BE AFFECTED?
A very small reduction in fuel economy of less than one-half mile per gallon is possible if the customer was using gasoline without oxygenates. This is attributed to the lower energy content of oxygenates which have been in all Southern California gasolines since January of 1995 and in some gasolines since the 1970's. Many factors affect fuel economy like driving habits, vehicle maintenance, weather conditions, etc. Fuel economy can vary by more than a mile per gallon from one fill-up to the next with the same gasolines. For further details see TSB Article «95-12-2» for customer expectations regarding fuel economy.
ARE SPECIAL ADDITIVES NECESSARY FOR CaRFG?
No. It is not necessary to add anything to the vehicle fuel tank after the gasoline is purchased from the service station. California regulations require deposit control additives in CaRFG to minimize port fuel injector and intake valve deposits.
WILL OLDER VEHICLES OPERATE SATISFACTORILY WITH THE NEW CaRFG?
Older vehicles are expected to operate satisfactorily on CaRFG because vehicles have been operating on gasolines similar to CaRFG for a number of years. However, considerable testing indicates that older, high mileage vehicles are more susceptible to fuel system problems due to age and normal wear and tear regardless of whether they are operated on conventional or CaRFG gasolines. Owners of these older vehicles are encouraged to follow their vehicle manufacturer's recommendations regarding vehicle maintenance.
WILL THE SMELL BE DIFFERENT THAN CONVENTIONAL GASOLINE?
CaRFG is not expected to smell different than the gasoline most vehicles are currently using. If an unusual odor is noticed, it would probably be from oxygenates. Most service stations use vapor recovery systems to minimize the release of gasoline vapors while refueling. The use of CaRFG should result in little or no "rotten egg" smell from the exhaust because CaRFG has much lower sulfur than conventional gasoline.
WAS CaRFG TESTED BEFORE INTRODUCTION?
It was tested for over five million miles in more than 800 vehicles under the guidance of CARB including experts representing automobile manufacturers, gasoline suppliers, fleet operations and government. There was no increase in problems identified with the use of CaRFG.
DOES CaRFG COST MORE?
The price at the pump cannot be accurately predicted, although a modest increase is likely. The price of CaRFG is subject to the competitive forces in the marketplace. Many factors including production costs, supply and demand, weather, crude oil prices, and taxes affect gasoline prices.
WHERE CAN I GET MORE INFORMATION ON CaRFG?
Additional information within the state of California on CaRFG is available from the California Air Resources Board toll-free at 1-800-922-7349 (within California only).
OTHER APPLICABLE ARTICLES: 95-12-02

 

[miesk5]

TSB 98-26-02 Fuel Volatility Tips
ISSUE: Some vehicles using winter blend fuels may exhibit a stall on start up and a no restart, hard start condition or a no start condition in unseasonably hot weather (greater than 27°C/80°F). These concerns may be related to fuel volatility from winter blend fuels during winter-spring and autumn-winter transitions and may result in a fuel pump vapor lock condition. This condition may appear to be a fuel pump failure but may be caused by winter blend fuel.
ACTION: Explain to the customer that this concern may be due to a low tank level of winter blend fuel combined with unseasonably warm weather. Advise customer that filling the fuel tank to full may be effective in resolving this concern. Also, advise customer to use the recommended octane grade per their Owner Manual and not a higher grade.
NOTE: FUEL TANK ADDITIVES WILL NOT RESOLVE THESE CONCERNS BECAUSE VAPOR FORMS FROM CAVITATION WITHIN THE FUEL PUMP. FILLING THE TANK TO FULL MAY BE EFFECTIVE. ADVISE CUSTOMER TO USE THE RECOMMENDED OCTANE GRADE PER OWNER MANUAL AND NOT A HIGHER GRADE.
BACKGROUND
Gasolines are seasonally adjusted, meaning they have higher volatility (vaporize easier) in the winter and lower volatility in the summer. Government mandates to improve air quality have resulted in significant changes to gasolines, such as the mandatory use of oxygenates (ethanol, methyl tertiary butyl ether (MTBE), and others) in the winter or the reduction of Reid Vapor Pressure (RVP) in the summer. The addition of oxygenates (especially ethanol) increases volatility while the reduction of RVP reduces volatility.
Gasoline distribution practices often do not allow branded marketers to have much control over their gasoline's volatility other than RVP. Oxygenate (e.g., ethanol, MTBE) use is more dependent on local gasoline markets, rather than specific marketers practice. Therefore, it is difficult to recommend specific brands to avoid volatility related complaints.
OTHER APPLICABLE ARTICLES: 91-08-13
SUPERSEDES: 96-05-04

 

[miesk5]

Intermittent or Inoperative Speed Control Operation May Occur During Wet Weather Operation TSB 92-7-8 for 86-91 Bronco, Econoline, F-150, F-250, F-350 & Ranger, 91 Explorer, 86-90 Bronco II; "...May be caused by a corroded connector at the servo; Inspect the connector at the servo for corrosion to determine if replacement is required. Refer to the following procedure for service details. Disconnect the connector at the servo Blow dry the connector assembly with shop air. Clean and inspect pins for corrosion Replace any damaged or corroded pins (D1AZ-14488-E). Apply grease (F2AZ-19584-A) to both ends the connector to prevent water entry..."

 

[miesk5]

Left Drift or Pull While Braking “Recession Steer” TSB 92-18-10 for 80-92 Bronco & F 150 & 89-92 F 250
The vehicle may drift or pull left during braking, with no torque in the steering wheel. This condition is known as “recession steer” and may be caused by the radius arm front pivot bushings.
Confirm that “recession steer” exists and, if
necessary, replace the left hand radius arm bushing with the flat front retainer and both front pivot bushings with a new bushing
bushings. Refer to the following procedure for service details.
THIS PROCEDURE CAN ONLY BE USED IN CONJUNCTION WITH TSB 91-21-8 TO COMPLETELY RESOLVE THIS CONDITION

Confirm that “recession steer” exists and segregate it from possible brake pull.
“Recession steer” must be correctly identified and segregated from brake pull. “Recession steer” is identified by the vehicle drifting or pulling left during braking with no torque felt in the steering wheel.
With the right hand radius arm pivot bracket bolted on, as in current production, and no brake imbalance (correctly performing TSB 91-21-8 will assure this), the amount of left drift that could result from “recession steer”, if corrective steering wheel input is not applied, during a moderate hard stop from 50 mph (80 km/h), is no more than 4 feet (1.2 m). The revised bushings are designed to correct this magnitude of “recession steer”.
REMOVAL AND REPLACEMENT
Refer to the to the 1992 F-Series And Bronco Service Manual, Section 04-01A, for removal and replacement of the following components.
Replace the left hand (driver’s side) radius arm bushing cupped front retainer with the flat front
no torque in the steering wheel. This condition is retainer (F2TZ-3B186-A).
Replace the left hand (driver’s side) radius arm front pivot bushing with the new bushing (F2TZ-3B203-A). It is yellow in color with “LEFT HAND ONLY” molded in the front face.
Replace the right hand (passenger side) radius front pivot arm front pivot bushing with a new bushing (F2TZ-3B203-B).
REUSE THE ORIGINAL NYLON REAR BUSHING SPACER AND REAR BUSHING, UNLESS EXCESSIVE WEAR IS FOUND. REPLACE WITH (E5TZ-3B244-A) AND (D9TZ-3B203-A) RESPECTIVELY, IF REPLACEMENT IS NECESSARY. TIGHTEN BOTH THE LEFT HAND AND RIGHT HAND RADIUS ARM NUTS TO THE SPECIFIED 80-120 LB-FT (109-163 N•m).
4. Set total toe to 1/32″ (.794mm) toe in.
TIMES FOR TSB 91-21-8 DIAGNOSTICS WILLVARY DEPENDING ON WHAT IS FOUND. THEREFORE, DIAGNOSTIC TIME IS NOT INCLUDED. REFER TO TSB 91-21-8 FOR DIAGNOSTIC TIMES.

PART NUMBER PART NAME
F2TZ-3B186-A Radius Arm Bushing
F2TZ-3B203-A Front Pivot Bushing, LH
F2TZ-3B203-B Front Pivot Bushing, RH
E5TZ-3B244-A Rear Bushing Spacer
D9TZ-3B203-A Rear Bushing

 

[miesk5]

Rear Defroster Grid & Terminal Repair TSB 93-26-01 for 85-94 Bronco, 85-90 Bronco II, 86-94 Aerostar, 91-94 Explorer, 93-94 Villager, etc.
PUBLICATION DATE: December 22, 1993


FORD
1985-86 Ltd
1985-94 Crown Victoria, Escort, Mustang, Tempo, Thunderbird
1986-94 Taurus
1988-93 Festiva
1989-94 Probe
LINCOLN-MERCURY
1985-86 Capri, Marquis
1985-87 Lynx
1985-92 Mark VII
1985-94 Continental, Cougar, Grand Marquis, Topaz, Town Car
1986-94 Sable
1987-89 Tracer
1991-94 Tracer
1993-94 Mark VIII
MERKUR
1985-89 XR4TI
1988-89 Scorpio
LIGHT TRUCK
1985-90 Bronco II
1985-94 Bronco
1986-94 Aerostar
1991-94 Explorer
1993-94 Villager

This TSB article is being republished in its entirety to include 1992-94 vehicles with heated backlites.

ISSUE An inoperative electric rear window defroster (heated backlite) may be caused by bond separation of the pigtail terminal to bus bar or broken grid lines.
ACTION Use a rear window defroster service kit to repair pigtail connections, Figure 1 and grid line



The Service Kit is available from:

Marketing East Company
#10 Liberty Street
North Andover, Massachusetts 01845
Telephone: (508) 689-9565

This Service kit consists of five individual window kits which contain the following pieces.

One epoxy adhesive bi-pack
One application stick
One grid line mask
One set of application instructions
To order this Service Kit, fill out and mail the order form provided, Figure 3.

 

[miesk5]

Wheel Lug Nuts, Over-tightened and/or Unevenly Torqued - Preventing Brake Vibration Tip Rev TSB 98-5A-4 by Ford for 79-96
ISSUE: The use of air impact tools to tighten wheel lug nuts can lead to overtightened and/or unevenly tightened wheel lug nuts. Air impact tools typically used for wheel lug nut removal and installation can generate up to 475 N-m (350 lb-ft) of torque. Overtightened and/or unevenly torqued wheel lug nuts may cause:
- Brake vibration
- Distortion of the wheel hub
- Distortion of the brake rotor
- Brake rotor runout
- Damage to the wheel
- Damage to the wheel nuts and studs
ACTION: All wheel lug nuts should only be tightened to specification using a torque wrench or by using the Rotunda ACCUTORQ 164-R0314 or equivalent on a 1/2" drive air impact tool. The "ACCUTORQ" lug nut sockets limit the torque of the air impact tool, preventing overtightening or uneven tightening of the wheel lug nuts. The torque limiting devices (regulators) on air impact tools will not reduce the output torque enough to prevent overtightening of the wheel lug nuts.
NOTE: REFER TO THE APPROPRIATE SERVICE MANUAL OR THE CHART IN FIGURE 1 FOR THE CORRECT WHEEL LUG NUT TORQUE SPECIFICATION. THE CHART IN FIGURE 1 ALSO PROVIDES THE CORRECT "ACCUTORQ" LUG NUT SOCKET TO USE.

The "ACCUTORQ" socket is intended for lug nut installation, not removal. When using the "ACCUTORQ" socket, the output torque of the air impact tool must be set to 217-339 N-m (160-250 lb-ft), usually this will be the lowest setting on the air impact tool.
The "ACCUTORQ" lug nut sockets are available through Rotunda Equipment. The four-piece set (164-R0314) fits most Ford Motor Company cars and light trucks. The tool set consists of four (4) lug nut sockets and a storage case. The set can be ordered by calling Rotunda Equipment at 1-800-ROT-UNDA (768-8632).
CAUTION: AIR IMPACT TOOLS SHOULD NOT BE USED TO TIGHTEN WHEEL LUG NUTS UNLESS THE "ACCUTORQ" LUG NUT SOCKET OF THE CORRECT SPECIFICATION IS USED.
NOTE: DO NOT USE AIR IMPACT TOOLS ON LOCKING WHEEL LUG NUTS. THEY ARE TO BE HAND-TORQUED ONLY.
OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 97-17-6
WARRANTY STATUS: INFORMATION ONLY
OASIS CODES: 301000, 303000, 306000

 

[miesk5]

TSB 96-21-04 Generator Harness Connector

Publication Date: OCTOBER 7, 1996

FORD: 1985-90 ESCORT, TEMPO
1986 TAURUS
1986-90 CROWN VICTORIA
1987-92 THUNDERBIRD
1987-93 MUSTANG
LINCOLN-MERCURY: 1985-87 LYNX
1985-90 TOPAZ
1986 SABLE
1986-90 GRAND MARQUIS, TOWN CAR
1987-92 COUGAR
LIGHT TRUCK: 1985-90 BRONCO II
1985-91 AEROSTAR
1986-91 ECONOLINE
1986-92 RANGER
1986-93 BRONCO
1986-94 F-150-350 SERIES
ISSUE: When a generator fails, there are a few failure modes that may cause heat to be produced at the wiring harness-to-generator connector. This excess heat may damage the female terminals on the wiring harness, resulting in increased resistance. The increased resistance produces more heat. When the generator is replaced, the resistance produced by a damaged connector may damage the new generator and could result in a repeat repair, including installation of another generator. High resistance (caused by a damaged connector) will not go away until the damaged connector is replaced.
ACTION: Visually inspect the harness-to-generator connector for damage (heat, corrosion, distortion and cracking) before installing a new generator. Install the Generator Wiring Harness Connector Kit (E5AZ-14305-AA) if the harness-to-generator connector is damaged.
The Generator Wiring Harness Connector Kit (E5AZ-14305-AA) contains the following:
One (Red Wire Butt Connector
Two Yellow Wire Butt Connectors
One Wire Connector Assembly
One Instruction Sheet (I.S. 6849)

PART NUMBER PART NAME
E5AZ-14305-AA Generator Wiring Harness Connector Kit

==

miesk5 Note; Ford still oftens refers to the alternator as the generator

 

[miesk5]

Heater Core Failure, Repeated TSB 01-15-06 by Ford for 85-96
ISSUE: Some vehicles may exhibit (repeat) heater core leaks. This may be caused by a chemical reaction called electrolysis. Electrolysis involves an ion exchange between the heater core and engine coolant which can result in a breakdown of the heater core material. This is similar to the operation of a battery.
ACTION: Check for electrolysis on any vehicle with a heater core failure. If electrolysis is verified, flush the coolant and follow additional steps as required. Refer to the following Service Procedure for details.
SERVICE PROCEDURE
Electrolysis Inspection
If there is a condition of a heater core leaking or repeat heater core leak, check for electrolysis using the following procedure:
To check for electrolysis use a DVOM set on DC volts. Place the positive probe of the meter in the engine coolant and the negative probe on the negative battery post.
Adjust engine throttle to 2000 RPM to properly get coolant flow and true electrolysis voltages.
If more than .4V is recorded, flush the
NOTE: EXPORT MARKETS, BE SURE THE WATER IS DESALINATED.

If there is still excessive voltage present in the coolant, check the engine body/battery grounds. Also, verify proper grounding of any aftermarket electrical/electronic equipment which has been installed into the vehicle. Improperly grounded electrical devices can cause electrolysis to occur.
If the condition is still present after the grounds have been checked, it may be necessary to add extra grounds to the heater core and engine. A hose clamp can be used to secure a 16 AWG stranded copper wire to the heater core inlet tube. The other end should be secured to an EXISTING FASTENER on the body sheet metal. Extra grounds to the engine should be attached between EXISTING FASTENERS on the engine and body sheet metal. Verify continuity of any added grounds to the negative battery terminal.
If the condition is still present, add a restrictor (part F1UZ-18D406-A) on the inlet hose with the arrow facing the direction of coolant flow (toward heater core). Cut the line and install with 2 hose clamps. It is important that the restrictor be installed in the right direction of flow and as close to the engine block as possible (not near the heater core itself.)
Coolant Fill Procedure
At times, in order to completely remove any trapped air in the cooling system of vehicles equipped with 4.6/5.4/6.8L modular engines, it may be necessary to use the following procedures:
Disconnect the heater hose at the right front or rear of the engine.
Remove the thermostat and housing.
Using the thermostat opening, carefully fill the engine with the proper clean coolant mixture until observed at the engine side heater hose connection.
Reconnect the heater hose and reinstall the thermostat and housing.
Fill the degas bottle to the coolant fill level mark.
Run the engine until it reaches normal operating temperatures.
Select max heat and max blower speed on the climate system.
NOTE: IF THE HEAT OUTPUT IS INSUFFICIENT, OR THE ENGINE DOES NOT REACH NORMAL OPERATING TEMPERATURES, VERIFY PROPER THERMOSTAT OPERATION AND REPEAT PROCEDURE IF REQUIRED.
PART NUMBER PART NAME
F1UZ-18D406-A Restrictor
OTHER APPLICABLE ARTICLES: 98-23-16 WARRANTY STATUS: INFORMATION ONLY OASIS CODES: 208000, 208999, 402000
OTHER APPLICABLE ARTICLES: 98-23-10 WARRANTY STATUS: INFORMATION ONLY OASIS CODES: 623000, 690000, 698298

 

[miesk5]

Rivet, Frame TSB 97-4-7 by Ford for 80-96
This TSB article is being republished in its entirety to include 1997 model year vehicles.
ISSUE: Damaged or loose frame rivets should be replaced with approved service bolts. WELDING IS NOT ACCEPTABLE.
ACTION: If service is required, replace standard rivets with approved service bolts. Refer to the following Service Procedure for details.
SERVICE PROCEDURE
NOTE: THE "HUCK" RIVET BETWEEN THE #1 CROSSMEMBER AND THE LH FRAME RAIL SHOULD BE SERVICED PER TSB 91-25-18. THIS PROCEDURE DOES NOT APPLY.
1. Inspect for a loose or damaged rivet.
2. Remove any damaged or loose rivets.
a. Drill a 3.175mm (1/8") hole through the rivet.
b. Redrill the same hole through the shank of the rivet.
l Use an 8.731mm (11/32") drill for 3/8" and 10mm rivets.
l Use a 9.525mm (3/8") drill for 11.113mm (7/16") rivets.
c. Remove the rivet head with an air chisel.
d. Drive out the rivet with a punch and hammer.
3. Line ream the hole to the replacement bolt nominal size with a hole tolerance of ±0.127mm (0.005").
4. Free hole of burrs after reaming to allow bolt head and nut to seat properly.
5. Select the bolt length to have a minimum of two (2) threads protruding from outer face of nut. Refer to the following Bolt Selection Chart for correct parts usage.
NOTE: IF A FLANGE HEAD NUT AND BOLT ARE NOT AVAILABLE, GRADE 5 HEX HEADS MAY BE SUBSTITUTED WITH ONE (1) FLATWASHER REQUIRED UNDER THE NUT AND ONE (1) FLATWASHER REQUIRED UNDER THE BOLT HEAD.
6. Check to be sure there is a 12.7mm (1/2") minimum clearance of bolt to adjacent components, except engine and transmission, which must have at least 19.05mm (3/4") clearance to allow for powertrain roll.
7. Tighten the bolts to the specifications shown in the Bolt Selection Chart.
NOTE: GRADE 8 BOLTS MAY BE SUBSTITUTED FOR ANY APPLICATION.


OTHER APPLICABLE ARTICLES: ² 96-4-11 SUPERSEDES: 96-15-11
WARRANTY STATUS: Eligible Under The Provisions Of Bumper to Bumper Warranty Coverage For 1992-97 Model Year Vehicles, Basic Warranty Coverage For All Other Model Year Vehicles
LABOR ALLOWANCE

DEALER CODING

OASIS CODES: 304000, 305000, 390000

 

[miesk5]

OBD II DTCs, Description, Possible Causes & Diagnostic Aides

P0102 - Mass Air Flow (MAF) Circuit Low Input The MAF sensor circuit is monitored by the PCM for low air flow (or voltage) input through the comprehensive component monitor (CCM). If during key ON engine running the air flow (or voltage) changes below a minimum calibrated limit, the test fails.
MAF sensor disconnected
MAF circuit open to PCM
VPWR open to MAF sensor
PWR GND open to MAF sensor
MAF RTN circuit open to PCM
MAF circuit shorted to GND
Intake air leak (near MAF sensor)
A closed (throttle indication throttle position [TP] sensor system)
Damaged MAF sensor
Damaged PCM
A MAF V PID (MAF PID) reading less than 0.23 volts (GO to Pinpoint Test DC for the equivalent grams/second chart) in continuous memory or key ON and engine running indicates a hard fault.

P0103 - Mass Air Flow (MAF) Circuit High Input The MAF sensor circuit is monitored by the PCM for high air flow (or voltage) input through the comprehensive component monitor (CCM). If during key ON engine OFF or key ON engine running the air flow (or voltage) changes above a maximum calibrated limit, the test fails.
MAF sensor screen is blocked
MAF circuit shorted to VPWR
Damaged MAF sensor
Damaged PCM
A MAF V PID (MAF PID) reading less than 4.6 volts (GO to Pinpoint Test DC for the equivalent grams/second chart) in continuous memory or key ON and engine running indicates a hard fault. P0106 - Barometric (BARO) Pressure Sensor Circuit Performance Baro sensor input to the PCM is monitored and is not within the calibrated value.
Slow responding BARO sensor
Electrical circuit failure
Damaged BARO sensor
Damaged PCM
VREF voltage should be between 4.0 and 6.0 volts
PID reading is in frequency

P0107 - BARO Sensor Low Voltage Detected Sensor operating voltage is less than 5.0 volts (VREF), as a result it failed below the minimum allowable calibrated parameter.
Open in the circuit, or short to ground
VREF circuit open, or short to ground
Damaged BARO sensor
Damaged PCM
VREF should be greater than 4.0 volts
PID reading is in frequency

P0108 - BARO Sensor High Voltage Detected Sensor operating voltage is greater than 5.0 volts (VREF), as a result it failed above maximum allowable calibrated parameter.
VREF shorted to VWPR
BARO signal shorted to VPWR
Damaged BARO sensor
Damaged PCM
VREF should be less than 6.0 volts. PID reading is in frequency

P0109 - BARO Sensor Circuit Intermittent The sensor signal to the PCM is failing intermittently.
Loose electrical connection
Damaged BARO sensor
Check harness and connection.

P0112 - Intake Air Temperature (IAT) Circuit Low Input Indicates the sensor signal is less than Self-Test minimum. The IAT sensor minimum is 0.2 volts or 121°C (250°F).
Grounded circuit in harness
Damaged sensor
Improper harness connection
Damaged PCM
Using signal simulation, disconnect sensor and simulate 1.0V on sensor signal circuit. Simulated 1.0V signal and scan PID voltage value should be similar. If voltage is similar check sensor, if voltage is not similar check related circuit and PCM.

P0113 - Intake Air Temperature (IAT) Circuit High Input Indicates the sensor signal is greater than Self-Test maximum. The IAT sensor maximum is 4.6 volts or -50°C (-46°F).
Open circuit in harness
Sensor signal short to power
Damaged sensor
Improper harness connection
Damaged PCM
Using signal simulation, disconnect sensor and simulate 1.0V on sensor signal circuit. Simulated 1.0V signal and scan PID voltage value should be similar. If voltage is similar check sensor, if voltage is not similar check related circuit and PCM.

P0117 - Engine Coolant Temperature (ECT) Circuit Low Input Indicates the sensor signal is less than Self-Test minimum. The ECT sensor minimum is 0.2 volts or 121°C (250°F). Note on some vehicles that are not equipped with an ECT sensor, CHT can be used and can set this DTC. Grounded circuit in harness
Damaged sensor
Improper harness connection
Damaged PCM
Using signal simulation, disconnect sensor and simulate 1.0V on sensor signal circuit. Simulated 1.0V signal and scan PID voltage value should be similar. If voltage is similar check sensor, if voltage is not similar check related circuit and PCM.

P0118 - Engine Coolant Temperature (ECT) Circuit High Input Indicates the sensor signal is greater than Self-Test maximum. The ECT sensor maximum is 4.6 volts or -50°C (-46 °F). Note on some vehicles that are not equipped with an ECT sensor, CHT can be used and can set this DTC. Open circuit in harness
Sensor signal short to power
Damaged PCM
Improper harness connection
Damaged sensor
Using signal simulation, disconnect sensor and simulate 1.0V on sensor signal circuit. Simulated 1.0V signal and scan PID voltage value should be similar. If voltage is similar check sensor, if voltage is not similar check related circuit and PCM


P0121 - Throttle Position (TP) Circuit Performance Problem The TP sensor circuit is monitored by the PCM for a none closed throttle position at idle. If key ON engine running self-test terminates upon placing the transmission range selector in gear (DRIVE or REVERSE) or when closing the throttle (idle) after opening it (in PARK or NEUTRAL) the TP closed throttle position is not attained, the test fails. Binding throttle linkage
Damaged throttle body
TP circuit open to PCM
Damaged TP sensor
SIG RTN circuit open to TP sensor
Drive vehicle, bring to a stop, turn key OFF. Start vehicle, run key ON engine running self-test at idle. Access KOER diagnostic trouble codes on scan tool.

P0122 - Throttle Position (TP) Circuit Low Input The TP sensor circuit is monitored by the PCM for a low TP rotation angle (or voltage) input through the comprehensive component monitor (CCM). If during key ON engine OFF or key ON engine running the TP rotation angle (or voltage) changes below a minimum calibrated limit, the test fails. TP sensor not seated properly
TP circuit open to PCM
VREF open to TP sensor
TP circuit short to GND
Damaged TP sensor
Damaged PCM
A TP PID (TP V PID) reading less than 3.42% (0.17 volt) in key ON engine OFF, continuous memory or key ON engine running indicates a hard fault.

P0123 - Throttle Position (TP) Circuit High Input The TP sensor circuit is monitored by the PCM for a high TP rotation angle (or voltage) input through the comprehensive component monitor (CCM). If during key ON engine OFF or key ON engine running the TP rotation angle (or voltage) changes above maximum calibrated limit, the test fails. TP sensor not seated properly
TP circuit short to PWR
VREF short to PWR
SIG RTN circuit open to TP sensor
Damaged TP sensor
Damaged PCM
A TP PID (TP V PID) reading greater than 93% (4.65 volts) in key ON engine OFF, continuous memory or key ON engine running indicates a hard fault.

P0125 - Insufficient Coolant Temperature For Closed Loop Fuel Control Indicates the ECT or CHT sensor has not achieved the required temperature level to enter closed loop operating conditions within a specified amount of time after starting engine. Insufficient warm up time
Low engine coolant level
Leaking or stuck open thermostat
Malfunctioning ECT sensor
Malfunctioning CHT sensor
Refer to Thermostat Monitor in Section 1, Description and Operation, for system information.

P0127 - Intake Air Temperature Too High Indicates that IAT2 sensor has detected a potential abnormality in the intercooler system. This condition will cause the boost from the supercharger to be bypassed to avoid potential engine damage. Blockage of heat exchangers
Low fluid level
Fluid leakage
Intercooler pump or relay failure
Crossed intercooler coolant lines
Monitor IAT2 PID. Typical IAT2 temperature should be greater than IAT1. Refer to Section 6 : Reference Values for ranges.

P0131 - HO2S Sensor Circuit Out of Range Low Voltage (HO2S-11) The HO2S sensor is monitored for a negative voltage known as characteristic shift downward (CSD). If the sensor is thought to be switching from 0 volts to -1 volts during testing, the PCM will use this input and remain in fuel control. Contaminated HO2S (water, fuel, etc)
Crossed HO2S signal/signal return wiring

P0133 - HO2S Sensor Circuit Slow Response (HO2S-11) The HEGO Monitor checks the HO2S Sensor frequency and amplitude. If during testing the frequency and amplitude were to fall below a calibrated limit, the test will fail. Contaminated HO2S sensor.
Exhaust leaks.
Shorted /open wiring.
Improper fueling.
MAF sensor.
Deteriorating HO2S sensor.
Inlet air leaks.
Access HO2S test results from the Generic OBD-II menu to verify DTC.

P0135 - HO2S Sensor Circuit Malfunction (HO2S-11) During testing the HO2S Heaters are checked for opens/shorts and excessive current draw. The test fails when current draw exceeds a calibrated limit and/or an open or short is detected. Short to VPWR in harness or HO2S.
Water in harness connector.
Open VPWR circuit.
Open GND circuit.
Low battery voltage.
Corrosion or poor mating terminals and wiring
Damaged HO2S heater.
Damaged PCM.
wiring.
Damaged HO2S heater.
Damaged PCM.

P0136 - HO2S Sensor Circuit Malfunction (HO2S-12) The downstream HO2S sensor(s) are continuously checked for maximum and minimum voltages. The test fails when the voltages fail to meet the calibrated limits. Pinched, shorted, and corroded wiring and pins.
Crossed sensor wires.
Exhaust leaks.
Contaminated or damaged sensor.

P0141 - HO2S Sensor Circuit Malfunction (HO2S-125) See DTC P0135

P0151 - HO2S Sensor Circuit Out of Range Low Voltage (HO2S-21) See DTC P0131

P0153 - HO2S Sensor Circuit Slow Response (HO2S-21) See DTC P0133.

P0155 - HO2S Sensor Circuit Malfunction (HO2S-21) See DTC P0135

P0156 - HO2S Sensor Circuit Malfunction (HO2S-22) See DTC P0136

P0161 - HO2S Sensor Circuit Malfunction (HO2S-22) See DTC P0135

P0171 - System to Lean (Bank 1) The Adaptive Fuel Strategy continuously monitors fuel delivery hardware. The test fails when the adaptive fuel tables reach a rich calibrated limit. For lean and rich DTCs:
Fuel system
Excessive fuel pressure.
Leaking/contaminated fuel injectors.
Leaking fuel pressure regulator.
Low fuel pressure or running out of fuel.
Vapor recovery system.
Induction system:
Air leaks after the MAF.
Vacuum Leaks.
PCV system.
Improperly seated engine oil dipstick.
EGR system:
Leaking gasket.
Stuck EGR valve.
Leaking diaphragm or EVR.
Base Engine:
Oil overfill.
Cam timing.
Cylinder compression.
Exhaust leaks before or near the HO2Ss.

P0172 - System to Rich (Bank 1) The Adaptive Fuel Strategy continuously monitors the fuel delivery hardware. The test fails when the adaptive fuel tables reach a lean calibrated limit. See Possible Causes for DTC P0171

P0174 - System to Lean (Bank 2) The Adaptive Fuel Strategy continuously monitors the fuel delivery hardware. The test fails when the adaptive fuel tables reach a rich calibrated limit. See Possible Causes for DTC P0171.

P0175 - System to Rich (Bank 2) The Adaptive Fuel Strategy continuously monitors the fuel delivery hardware. The test fails when the adaptive fuel tables reach a lean calibrated limit. See Possible Causes for DTC P0171. A SHRTFT-1,2 PID value between -25% to +35% and a LONGFT-1,2 PID value between -35% to +35% is acceptable. Reading beyond these values indicate a failure.

P0176 - Flexible Fuel (FF) Sensor Circuit Malfunction The FF sensor input signal to PCM is continuously monitored. The test fails when the signal falls out of a maximum or minimum calibrated range. Open or short in FF sensor VPWR circuit
Open in battery ground to FF sensor circuit
Open in FF sensor signal circuit
Short to ground in FF sensor signal circuit
Fuel contamination
Short to VPWR in FF sensor battery ground circuit
Short to VPWR in FF sensor signal circuit
Fuel separation
Damaged FF sensor
Damaged PCM
A flex fuel (FF) PID reading of 0 Hz with the key ON and engine OFF or with engine at idle indicates a hard fault.

P0180 - Engine Fuel Temperature Sensor A Circuit Low Input (EFT) The comprehensive component monitor (CCM) monitors the EFT sensor circuit to the PCM for low and high voltage. If voltage were to fall below or exceed a calibrated limit and amount of time during testing, the test will fail. Open or short in harness.
Low ambient temperature operation.
Improper harness connection.
Damaged EFT sensor.
Damaged PCM.
Verify EFT-PID value to determine open or short.

P0181 - Engine Fuel Temperature Sensor A Circuit Range/ Performance (EFT) The comprehensive component monitor (CCM) monitors the EFT Temperature for acceptable operating temperature. If during testing voltage were to fall below or exceed a calibrated limit, a calibrated amount of time the test will fail. Open or short in harness.
Low ambient temperature operation.
Improper harness connection.
Damaged EFT sensor.
Damaged PCM.
Verify EFT-PID value to determine open or short.

P0182 - Engine Fuel Temperature Sensor A Circuit Low Input (EFT) The comprehensive component monitor (CCM) monitors the EFT sensor circuit to the PCM for low voltage. If voltage were to fall below a calibrated limit and amount of time during testing, the test will fail. Short in harness.
VREF open or shorted.
Low ambient temperature operation.
Improper harness connection.
Damaged EFT sensor.
Damaged PCM.
Verify EFT-PID and VREF values to determine open or short.

P0183 - Engine Fuel Temperature Sensor A Circuit High Input (EFT) The comprehensive component monitor (CCM) monitors the EFT sensor circuit to the PCM for high voltage. If voltage were to exceed a calibrated limit and a calibrated amount of time during testing, the test will fail. Open or short to PWR in harness.
Damaged EFT sensor.
Improper harness connection.
Damaged PCM.
Verify EFT-PID value to determine open or short.

P0186 - Engine Fuel Temperature Sensor B Circuit Range/Performance (EFT) See DTC P0181.

P0187 - Engine Fuel Temperature Sensor B Circuit Low Input (EFT). See DTC P0182.

P0188 - Engine Fuel Temperature Sensor B Circuit High Input (EFT) See DTC P0183.

P0190 - Fuel Rail Pressure Sensor Circuit Malfunction (FRP) The comprehensive component monitor (CCM) monitors the FRP sensor to the PCM for VREF voltage. The test fails when the VREF voltage from the PCM drops to a voltage less than a minimum calibrated value. VREF open in harness.
VREF open in sensor.
VREF open in PCM.
Verify VREF voltage between 4.0 and 6.0V.

P0191 - Fuel Rail Pressure Sensor Circuit Performance (FRP) The comprehensive component monitor (CCM) monitors the FRP pressure for acceptable fuel pressure. The test fails when the fuel pressure falls below or exceeds a minimum/maximum calibrated value for a calibrated period of time. High fuel pressure.
Low fuel pressure.
Damaged FRP sensor.
Excessive resistance in circuit.
Low or no fuel.
A FRP PID value during KOER of 138 kpa (20 psi) and 413 kpa (60 psi) for gasoline or 586 kpa (85 psi) and 725 kpa (105 psi) for natural gas vehicles (NG) is acceptable.

P0192 - Fuel Rail Pressure Sensor Circuit Low Input (FRP) The comprehensive component monitor (CCM) monitors the FRP sensor circuit to the PCM for low voltage. If voltage were to fall below a calibrated limit and amount of time during testing, the test will fail. FRP signal shorted to SIG RTN or PWR GND.
FRP signal open (NG only)
Low fuel pressure (NG only)
Damaged FRP sensor.
Damaged PCM.
A FRP PID value during KOER or KOEO less than 0.3 volts for gasoline or 0.5 volts for natural gas vehicles (NG) would indicate a hard fault.

P0193 - Fuel Rail Pressure Sensor Circuit High Input (FRP) The comprehensive component monitor (CCM) monitors the FRP sensor circuit to the PCM for high voltage. If voltage were to fall below a calibrated limit and a calibrated amount of time during testing, the test will fail. FRP signal shorted to VREF or VPWR.
FRP signal open (gasoline only)
Low fuel pressure (NG only)
Damaged FRP sensor.
Damaged PCM.
High fuel pressure (caused by damaged fuel pressure regulator) NG.
A FRP PID value during KOER or KOEO less than 0.3 volts for gasoline or 0.5 volts for natural gas vehicles (NG) would indicate a hard fault.

P0201 through P0212 - Cylinder #1 through Cylinder #12 Injector Circuits The comprehensive component monitor (CCM) monitors the operation of the fuel injector drivers in the PCM. The test fails when the fuel injector does not operate electrically even though the harness assembly and fuel injectors test satisfactorily. Faulty fuel injector driver within the PCM.
PID Data Monitor INJ1F-INJ12F fault flags = YES.

P0217 - Engine Coolant Over-Temperature Condition Indicates an engine overheat condition was detected by the cylinder head temperature (CHT) sensor. This condition will cause the boost from the supercharger to be bypassed to avoid potential engine damage. Engine cooling system concerns.
Low engine coolant level.
Base engine concerns.
Monitor CHT PID for overheat condition. Typical CHT temperature should be close to cooling system thermostat opening specification.

P0230 - Fuel Pump Primary Circuit Malfunction NOTE: For natural gas applications, the following description applies to the fuel shutoff valve (FSV) circuit. The PCM monitors the fuel pump (FP) circuit output from the PCM. The test fails if: With the FP output commanded ON (grounded), excessive current draw is detected on the FP circuit; or with the FP output commanded OFF, voltage is not detected on the FP circuit (the PCM expects to detect VPWR voltage coming through the fuel pump relay coil to the FP circuit). Open or shorted fuel pump (FP) circuit
Open VPWR circuit to fuel pump relay
Damaged fuel pump relay
Damaged PCM
When the FPF PID reads YES, a fault is currently present.
An open circuit or short to ground can only be detected with the fuel pump commanded OFF.
A short to power can only be detected with the fuel pump commanded ON.
During KOEO and KOER self-test, the fuel pump output command will be cycled ON and OFF.

P0231 - Fuel Pump Secondary Circuit Low NOTE: For natural gas applications, the following description applies to the fuel shutoff valve monitor (FSVM) and the fuel shutoff valve power (FSV PWR) circuits. The PCM monitors the fuel pump monitor (FPM) circuit. The test fails if the PCM commands the fuel pump ON and B+ voltage is not detected on the FPM circuit. Open B+ circuit to the fuel pump relay
Open FP PWR circuit between the fuel pump relay and its connection to the FPM circuit
Damaged fuel pump relay
Damaged PCM (engine will start)
For 4.6L Mustang, open FP PWR circuit from low speed fuel pump relay, through resistor to FPM splice (engine will start)
For 5.4L SC Lightning, damaged IFS switch, IFS switch relay, or concern with related circuits.
During KOEO self-test, the PCM will command the fuel pump ON so this test can be performed.

P0232 - Fuel Pump Secondary Circuit High NOTE: For natural gas applications, the following description applies to the fuel shutoff valve monitor (FSVM) and the fuel shutoff valve power (FSV PWR) circuits.
The PCM monitors the fuel pump monitor (FPM) circuit. This test fails when the PCM detects voltage on the FPM circuit while the fuel pump is commanded OFF. The FPM circuit is wired to a pull-up voltage inside the PCM. The FPM circuit will go high if, with the key ON and the fuel pump commanded OFF, the FPM/FP PWR circuit loses its path to ground through the fuel pump. The FPM circuit will also go high if the FPM/FP PWR circuit is shorted to power.
Inertia fuel shutoff (IFS) switch not reset or electrically open
Open circuit between the fuel pump and the FPM connection to the FP PWR circuit
Poor fuel pump ground
Fuel pump electrically open
Fuel pump secondary circuits short to power
Fuel pump relay contacts always closed
Open FPM circuit between PCM and connection to FP PWR circuit
Damaged low speed fuel pump relay or concern with related circuits (if equipped).
Damaged PCM
Continuous memory P0232 can be set if the IFS switch was tripped, then reset, or if the fuel pump circuit is activated when the PCM expected the circuit to be off (i.e. fuel system test or prime procedure).

P0234 - Supercharger Overboost Condition The PCM disables (bypasses) the supercharger boost and sets a diagnostic trouble code (DTC) to keep from damaging the powertrain (engine or transmission) during potential harmful operating conditions. Brake torque (brake on and throttle at wide open)
Transmission oil temperature (TOT) exceeds calibrated threshold
Engine over temperature
Ignition misfire exceeds calibrated threshold
Knock sensor (KS) failure or knock detected
Low speed fuel pump relay not switching
Check for other diagnostic trouble codes accompanying the P0234 or check appropriate and available PIDs related to above possible causes.

P0243 - Supercharger (Boost) Bypass Solenoid Circuit Malfunction The PCM monitors the supercharger (boost) bypass (SCB) solenoid circuit for an electrical failure. The test fails when the signal moves outside the minimum or maximum allowable calibrated parameters for a specified SCB solenoid duty cycle (100% or 0%) by PCM command. VPWR circuit open to SCB solenoid
SCB solenoid circuit shorted to PWR GND or CHASSIS GND
Damaged SCB solenoid
SCB solenoid circuit open
SCB solenoid circuit shorted to VPWR
Damaged PCM
Disconnect SCB solenoid. Connect test lamp to SCB solenoid harness connector. Cycle SCB driver in PCM by Output Test Mode. Test lamp cycle on and off - SCB solenoid is suspect. Test lamp always on - SCB signal short in harness or PCM. Test always off - SCB signal or VPWR open in harness or PCM.

P0298 - Engine Oil Over Temperature Condition Indicates the Engine Oil Temperature Protection strategy in the PCM has been activated. This will temporarily prohibit high engine speed operation by disabling injectors, therefore reducing the risk of engine damage from high engine oil temperature. Note: On engines which are equipped with an oil temperature sensor, the PCM reads oil temperature to determine if it is excessive. When an oil temperature sensor is not present, the PCM uses an oil algorithm to infer actual temperature. Engine shutdown strategy function is the same on vehicles with and without oil temperature sensors. Very high engine rpm for extended period of time.
Over-heating condition.
Malfunction EOT sensor or circuit (vehicles w/EOT sensor).
Base engine concerns.
Engine operating in high rpm range, due to improper gear selection. May cause Lack/Loss of Power or Surge customer concern.

P0300 - Random Misfire The random misfire DTC indicates multiple cylinders are misfiring or the PCM cannot identify which cylinder is misfiring. Camshaft position sensor (CMP)
Low fuel: less than 1/8 tank
Stuck open EGR valve

P0301 through P0310 - Misfire Detection Monitor The misfire detection monitor is designed to monitor engine misfire and identify the specific cylinder in which the misfire has occurred. Misfire is defined as lack of combustion in a cylinder due to absence of spark, poor fuel metering, poor compression, or any other cause. Ignition system
Fuel injectors
Running out of fuel
EVAP canister purge valve
Fuel pressure
Evaporative emission system
Base engine
The MIL will blink once per second when a misfire is detected severe enough to cause catalyst damage. If the MIL is on steady state, due to a misfire, this will indicate the threshold for emissions was exceeded and cause the vehicle to fail an inspection and maintenance tailpipe test.

P0320 - Ignition Engine Speed Input Circuit Malfunction The ignition engine speed sensor input signal to PCM is continuously monitored. The test fails when the signal indicates that two successive erratic profile ignition pickup (PIP) pulses have occurred. Loose wires/connectors.
Arcing secondary ignition components (coil, wires and plugs)
On board transmitter (2-way radio)
The DTC indicates that two successive erratic PIP pulses occurred.

P0325 - Knock Sensor 1 Circuit Malfunction (Bank 1)

P0326 - Knock Sensor 1 Circuit Range/ Performance (Bank 1) The knock sensor detects vibrations upon increase and decrease in engine rpm. The knock sensor generates a voltage based on this vibration. Should this voltage go outside a calibrated level a DTC will set. Knock sensor circuit short to GND
Knock sensor circuit short to PWR
Knock sensor circuit open
Damaged knock sensor
Damaged PCM
A knock sensor voltage greater than 0.5V with the key ON and engine OFF indicates a hard fault.

P0330 - Knock Sensor 2 Circuit Malfunction (Bank 2)

P0331 - Knock Sensor 2 Circuit Range/performance (Bank 2) The knock sensor detects vibration upon increase and decrease in engine rpm. The knock sensor generates a voltage based on this vibration. Should this voltage go outside a calibrated level a DTC will set. Knock sensor circuit short to GND
Knock sensor circuit short to PWR
Damaged knock sensor
Damaged PCM
Knock sensor circuit open
A knock sensor voltage greater than 0.5V with the key ON and engine OFF indicates a hard fault.

P0340 - Camshaft Position (CMP) Sensor Circuit Malfunction The test fails when the PCM can no longer detect the signal from the CMP sensor. CMP circuit open
CMP circuit short to GND
CMP circuit short to PWR
SIG RTN open (VR sensor)
CMP GND open (Hall effect sensor)
CMP misinstalled (Hall effect sensor)
Damaged CMP sensor shielding
Damaged CMP sensor
Damaged PCM
Harness routing, harness alterations, improper shielding, or electrical interference from other improperly functioning systems may have intermittent impact on the CMP signal.

P0350 - Ignition Coil (Undetermined) Primary/ Secondary Circuit Malfunction Each ignition primary circuit is continuously monitored. The test fails when the PCM does not receive a valid IDM pulse signal from the ignition module (integrated in PCM). Open or short in Ignition START/RUN circuit
Open coil driver circuit
Coil driver circuit shorted to ground
Damaged coil
Damaged PCM
Coil driver circuit shorted to VPWR

P0351 Through P0360 - Ignition Coil A through J Primary/ Secondary Circuit Malfunction Each ignition primary circuit is continuously monitored. The test fails when the PCM does not receive a valid IDM pulse signal from the ignition module (integrated in PCM). Open or short in Ignition START/RUN circuit
Open coil driver circuit in harness
Coil driver circuit shorted to ground
Damaged coil
Damaged PCM
Coil driver circuit shorted to PWR

P0401 - EGR Flow Insufficient Detected The EGR system is monitored during steady state driving conditions while the EGR is commanded on. The test fails when the signal from the DPF EGR sensor indicates that EGR flow is less than the desired minimum. Vacuum supply
EGR valve stuck closed
EGR valve leaks vacuum
EGR flow path restricted
EGRVR circuit shorted to PWR
VREF open to D.P.F. EGR sensor
D.P.F. EGR sensor downstream hose off or plugged
EGRVR circuit open to PCM
VPWR open to EGRVR solenoid
D.P.F. EGR sensor hoses both off
D.P.F. EGR sensor hoses reversed
Damaged EGR orifice tube
Damaged EGRVR solenoid
Damaged PCM
Perform KOER self-test and look for DTC P1408 as an indication of a hard fault. If P1408 is not present, look for contamination, restrictions, leaks, and intermittents.

P0402 - EGR Flow Excessive Detected The EGR system is monitored for undesired EGR flow during idle. The EGR monitor looks at the DPF EGR signal at idle and compares it to the stored signal measured during key ON and engine OFF. The test fails when the signal at idle is greater than at key ON engine OFF by a calibrated amount. EGR valve stuck open
Plugged EGR vacuum regulator solenoid vent
Plugged EGR tube
Slow responding D.P.F. EGR sensor
Damaged DPF EGR sensor
Improper vacuum hose connection
Plugged vacuum hoses
EGRVR circuit shorted to ground
Damaged EGR vacuum regulator solenoid
Damaged PCM
A DPFEGR PID reading that is greater at idle than during key ON and engine OFF by 0.5 volt or a rough engine idle, may indicate a hard fault.

P0411 - Secondary Air Injection (AIR) system upstream flow See DTC P1411

P0412 - Secondary Air Injection System (AIR) circuit malfunction The PCM attempts to control when air is injected in the exhaust. The DTC indicates a Secondary Air injection system AIR circuit fault. AIR circuit open
AIR bypass solenoid fault
Damaged PCM
AIR circuit short to power
Solid state relay fault
Damaged AIR pump
The AIR circuit is normally held high through the AIR bypass solenoid and SSR when the output driver is off. Therefore, a low AIR circuit indicates a driver is always on and a high circuit indicates an open in the PCM.
P0420 - Catalyst System Efficiency Below Threshold (Bank 1) Indicates Bank 1 catalyst system efficiency is below the acceptable threshold Use of leaded fuel
Damaged HO2S
Malfunctioning ECT
High fuel pressure
Damaged exhaust manifold
Damaged catalytic converter
Oil contamination
Cylinder misfiring
Downstream HO2S wires improperly connected
Damaged exhaust system pipe
Damaged muffler/tailpipe assembly
Retarded spark timing
Compare HO2S upstream & downstream switch rate. Under normal closed loop fuel conditions, high efficiency catalysts have oxygen storage which makes the switching frequency of the downstream HO2S quite slow compared to the upstream HO2S. As catalyst efficiency deteriorates, its ability to store oxygen declines and the downstream HO2S signal begins to switch more rapidly approaching the switching rate of the upstream HO2S. Once beyond an acceptable limit the DTC is set.

P0430 - Catalyst System Efficiency Below Threshold (Bank 2) Indicates Bank 2 catalyst system efficiency is below the acceptable threshold. Use of leaded fuel
Damaged HO2S
Malfunctioning ECT
High fuel pressure
Damaged exhaust manifold
Damaged catalytic converter
Oil contamination
Cylinder misfiring
Downstream HO2S wires improperly connected
Damaged exhaust system pipe
Damaged muffler/tailpipe assembly
Retarded spark timing
Compare HO2S upstream & downstream switch rate. Under normal closed loop fuel conditions, high efficiency catalysts have oxygen storage which makes the switching frequency of the downstream HO2S quite slow compared to the upstream HO2S. As catalyst efficiency deteriorates, its ability to store oxygen declines and the downstream HO2S signal begins to switch more rapidly approaching the switching rate of the upstream HO2S. Once beyond an acceptable limit the DTC is set.

P0442 - EVAP Control System Leak Detected (Small Leak) The PCM monitors the complete EVAP control system for presence of a small fuel vapor leak. The system failure occurs when a fuel vapor leak from an opening as small as 1.016 mm (0.04 inch) is detected by the EVAP running loss monitor test. After-market EVAP hardware (such as fuel filler cap) non-conforming to required specifications
Small holes or cuts in fuel vapor hoses/tubes
Canister vent solenoid stays partially open on closed command
Damaged, cross-threaded or loosely installed fuel filler cap
Loose fuel vapor hose/tube connections to EVAP system components
EVAP system component seals leaking (EVAP canister purge valve, fuel tank pressure sensor, canister vent solenoid, fuel vapor control valve tube assembly or fuel vapor vent valve assembly)

P0443 - EVAP Control System Canister Purge Valve Circuit Malfunction The PCM monitors the state of the EVAP canister purge valve circuit output driver. The test fails when the signal moves outside the minimum or maximum limit for the commanded state. VPWR circuit open
EVAP canister purge valve circuit shorted to GND
Damaged EVAP canister purge valve
EVAP canister purge valve circuit open
EVAP canister purge valve circuit shorted to VPWR
Damaged PCM
To verify normal function, monitor the EVAP canister purge valve signal PID EVAPPDC (or EVMV for electronic valve) and the signal voltage (PCM control side). With the valve closed, EVAPPDC will indicate 0% duty cycle (0 mA for EVMV) and the voltage approximately equal to battery voltage. When the valve is commanded fully open, EVAPPDC will indicate 100% duty cycle (1000 mA for EVMV) and a voltage drop of 3 volts minimum is normal. Output test mode may be used to switch output ON/OFF to verify function.

P0451 - FTP Sensor Circuit Noisy The fuel tank pressure changes greater than 14 inches of H2 0 in 0.10 seconds. Intermittent open or short in the FTP sensor or the FTP sensor signal.
Monitor FTP PID and does it change from above 15 inches of H2 0 to below a minus (-) 15 inches of H2 0 often in 1.0 minute.

P0452 - FTP Sensor Circuit Low Voltage Detected The PCM monitors the EVAP control system FTP sensor input signal to the PCM. The test fails when the signal average drops below a minimum allowable calibrated parameter. Contamination internal to FTP sensor connector
Damaged PCM
FTP circuit shorted to GND or SIG RTN
Damaged FTP sensor
FTP V PID reading less than 0.22 volt with key ON and engine OFF or during any engine operating mode indicates a hard fault.

P0453 - FTP Sensor Circuit High Voltage Detected The PCM monitors the EVAP control system FTP sensor input signal to the PCM. The test fails when the signal average jumps above a minimum allowable calibrated parameter. FTP circuit open
VREF shorted to VPWR
Damaged PCM
FTP circuit shorted to VREF or VPWR
SIG RTN circuit open
Damaged FTP sensor
FTP V PID reading greater than 4.50 volts with key ON and engine OFF or during any engine operating mode indicates a hard fault.

P0455 - EVAP Control System Leak Detected (No Purge Flow or Large Leak) The PCM monitors the complete EVAP control system for no purge flow, the presence of a large fuel vapor leak or multiple small fuel vapor leaks. The system failure occurs when no purge flow (attributed to fuel vapor blockages or restrictions), a large fuel vapor leak or multiple fuel vapor leaks are detected by the EVAP running loss monitor test with the engine running (but not at idle). After-market EVAP hardware (such as fuel filler cap) non-conforming to required specifications
Disconnected or cracked fuel EVAP canister tube, EVAP canister purge outlet tube or EVAP return tube
EVAP canister purge valve stuck closed
Damaged EVAP canister
Damaged or missing fuel filler cap
Insufficient fuel filler cap installation
Loose fuel vapor hose/tube connections to EVAP system components
Blockages or restrictions in fuel vapor hoses/tubes (items also listed under disconnections or cracks)
Fuel vapor control valve tube assembly or fuel vapor vent valve assembly blocked
Canister vent (CV) solenoid stuck open
Mechanically inoperative fuel tank pressure (FTP) sensor
Check for audible vacuum noise or significant fuel odor in the engine compartment or near the EVAP canister and fuel tank.

P0456 - EVAP Control System Leak Detected (Very Small Leak) The PCM monitors the complete EVAP control system for the presence of a very small fuel vapor leak. The system failure occurs when a fuel vapor leak from an opening as small as 0.508 mm (0.020 inch) is detected by the EVAP running loss monitor test. Very small holes or cuts in fuel vapor hoses/tubes.
Loose fuel vapor hose/tube connections to EVAP system components.
EVAP system component seals leaking. (Refer to Possible Causes under DTC P0442).

P0457 - EVAP Control System Leak Detected (Fuel Filler Cap Loose/Off) A fuel tank pressure change less than a minus (-) 7 inches of H2 0 in 30 seconds has occurred after refueling; or there is excessive purge (fuel vapor) flow greater than 0.06 pounds per minute. Fuel filler cap not installed on refueling (storing continuous memory DTC).
Fuel filler cap missing, loose or cross-threaded.
Check for missing fuel filler cap or integrity of the cap. If OK, clear continuous memory DTCs and re-initiate EVAP Emission Running Loss Monitor Drive Cycle.

P0460 - Fuel Level Sensor Circuit Malfunction The PCM monitors the fuel level input (FLI) circuit for electrical failure. The test fails when the signal moves outside the minimum or maximum allowable calibrated parameters for a specified fuel fill percentage in the fuel tank. Empty fuel tank
Fuel pump (FP) module stuck open
Incorrectly installed fuel gauge
Damaged instrument cluster
CASE GND circuit open
FLI shorted to VPWR
Damaged PCM
Overfilled fuel tank
Fuel pump (FP) module stuck closed
Damaged fuel gauge
FLI circuit open
FLI circuit shorted to CASE GND or PWR GND
CSE GND shorted to VPWR
Monitor FLI PID and FLI V PID in key ON engine running. FLI PID at 25% fill (with none matching fuel gauge) and FLI V PID less than 0.90 volts [for FLI PID at 75% fill (with none matching fuel gauge) and FLI V PID greater than 2.45 volts] indicates a hard fault.

P0500 - Vehicle Speed Sensor (VSS) Malfunction Indicates the powertrain control module (PCM) detected an error in the vehicle speed information. Vehicle speed data is received from either the vehicle speed sensor (VSS), transfer case speed sensor (TCSS), anti-lock brake system (ABS) control module, generic electronic module (GEM), or central timer module (CTM). If the engine rpm is above the torque converter stall speed (automatic transmission) and engine load is high, it can be inferred that the vehicle must be moving. If there is insufficient vehicle speed data input, a malfunction is indicated and a DTC is set. On most vehicle applications the malfunction indicator lamp (MIL) will be triggered when this DTC is set. Open in VSS+/VSS- harness circuit.
Open in TCSS signal or TCSS signal return harness circuit.
Short to GND in VSS harness circuit.
Short to GND in TCSS harness circuit.
Short to PWR in VSS harness circuit.
Short to PWR in TCSS harness circuit.
Open or short in the vehicle speed circuit(s) (VSC) between the PCM and appropriate control module.
Damaged VSS or TCSS.
Damaged wheel speed sensors.
Damaged wheel speed sensor harness circuits.
Damage in module(s) connected to VSC/VSS circuit.
Damage drive mechanism for VSS or TCSS.
Diagnostic Aids: - Monitor VSS PID while driving vehicle. This DTC is set when the PCM detects a sudden loss of VSS signal over a period of time. If vehicle speed data is lost, check source of where vehicle speed signal originates. Note TCSS does not have a PID, circuitry frequency must be checked for sudden loss of sensor signal.

P0501 - Vehicle Speed Sensor (VSS) Range/ Performance Indicates the powertrain control module (PCM) detected an error in the vehicle speed information. This DTC is set the same way as P0500, however the malfunction indicator lamp (MIL) is not triggered. Refer to possible causes for

P0500. Refer to diagnostic aids for P0500.

P0503 - Vehicle Speed Sensor (VSS) Intermittent Indicates poor or noisy VSS performance. Vehicle speed data is received from either the vehicle speed sensor (VSS), transfer case speed sensor (TCSS), anti-lock brake system (ABS) control module, generic electronic module (GEM), or central timer module (CTM). Noisy VSS/TCSS input signal from Radio Frequency Interference/Electro- Magnetic Interference (RFI/EMI) external sources such as ignition components or charging circuit.
Damaged VSS or driven gears.
Damaged TCSS.
Damaged wiring harness or connectors.
Malfunction in module(s) or circuit connected to VSS/TCSS circuit.
After market add-on.
Monitor VSS PID while driving vehicle, check for intermittent vehicle speed indication. Verify ignition and charging system are functioning.

P0503 - Vehicle Speed Sensor (VSS) Intermittent Indicates poor or noisy VSS performance. Noisy VSS input signal from Radio Frequency Interference/ Electro-Magnetic Interference (RFI/EMI) external sources such as ignition components or charging circuit.
Damaged VSS or driven gears.
Damaged wiring harness or connectors.
Malfunction in module(s) or circuit connected to VSS circuit.
Verify ignition and charging system are functioning correctly. Check for good VSS (-) to ground.

P0505 - Idle Air Control System Malfunction The PCM attempts to control engine speed during KOER self-test. The test fails when the desired rpm could not be reached or controlled during the self-test. IAC circuit open
VPWR to IAC solenoid open
IAC circuit shorted to PWR
Air inlet is plugged
Damaged IAC valve
Damaged PCM
The IAC solenoid resistance is from 6 to 13 ohms.

P0552 - Power Steering Pressure (PSP) Sensor Circuit Malfunction The PSP sensor input signal to the PCM is continuously monitored.The test fails when the signal is open or shorted to ground. PSP sensor damaged
SIG RTN circuit open or shorted
VREF circuit open or shorted
PSP sensor signal circuit open or shorted
Damaged PCM
The DTC indicates the PSP sensor circuit is open or shorted to ground.
P0553 - Power Steering Pressure (PSP) Sensor Circuit Malfunction The PSP sensor input signal to PCM is continuously monitored. The test fails when the signal is shorted to power. PSP sensor damaged
SIG RTN circuit shorted to power
VREF circuit shorted to power
PSP sensor signal circuit shorted to power
Damaged PCM
The code indicates the PSP sensor circuit is shorted to power.

P0602 - Control Module Programming Error This Diagnostic Trouble Code (DTC) indicates programming error within Vehicle ID block (VID). VID data corrupted by the scan tool during VID reprogramming
Using the scan tool, reprogram the VID block. If PCM does not allow reprogramming of the VID block, reflashing PCM will be required.

P0603 - Powertrain Control Module KAM Test Error Indicates the PCM has experienced an internal memory fault. However there are external items that can cause this DTC. Reprogramming
Battery terminal corrosion
KAPWR to PCM interrupt/open
Loose battery connection
Damaged PCM
If KAPWR is interrupted to the PCM because of a battery or PCM disconnect, DTC can be generated on the first power-up.

P0605 - PCM Read Only Memory (ROM) error The PCM ROM had been corrupted. An attempt was made to change the calibration
Module programming error
Physically damaged PCM
Reprogram or update calibration
Reprogram VID block (use as built data)
Check for other DTC's or drive symptoms for further action

P0703 - Brake Switch Circuit Input Malfunction Indicates PCM did not receive a brake pedal position (BPP) input. Open or short in BPP circuit
Open or short in stoplamp circuits
Damaged PCM
Malfunction in module(s) connected to BPP circuit. (Rear Electronic Module [REM] Windstar and LS6/LS8 or Lighting Control Module (LCM) Continental and Town Car.
Damaged brake switch
Misadjusted brake switch
Check for proper function of stoplamps. Follow correct Self-Test procedures. Refer to Section 2 of Quick Test.

P0704 - Clutch Pedal Position Switch Malfunction When the clutch pedal is depressed the voltage goes to low. If the PCM does not see this change from high to low the DTC is set. CPP circuit short to PWR
Damaged CPP switch
CPP circuit open in the SIGRTN
Damaged PCM
When depressing the CPP switch the voltage should cycle from 5.0V down.

P0720 - Insufficient input from Output Shaft Speed sensor The output shaft speed sensor inputs a signal to the PCM, based on the speed of the output shaft of the transmission. The PCM compares this signal with the signal of the VSS or TCSS and determines correct tire size and axle gear ratio. OSS sensor circuit short to GND
OSS sensor circuit short to PWR
OSS sensor circuit open
Damaged OSS sensor
Damaged PCM
Verify sensor signal output varies with vehicle speed.

P0721 - Noise interference on Output Shaft Speed sensor signal The output shaft speed sensor signal is very sensitive to noise. This noise distorts the input to the PCM. Wiring misrouted
After market add-on
Wiring damaged
Wiring insulation wear
Check routing of harness.
Check wiring and connector for damage.

P0722 - No signal from Output Shaft Speed sensor The output shaft speed sensor failed to provide a signal to the PCM upon initial movement of vehicle. Damaged OSS connector
Damaged OSS sensor, or not installed properly
Harness intermittently shorted or open

P0723 - Output Shaft Speed sensor circuit intermittent failure The output shaft speed sensor signal to the PCM is irregular or interrupted. Harness connector not properly seated
Harness intermittently shorted, or open
Harness connector damaged
OSS sensor damaged, or not installed properly
Verify harness and connector integrity
Verify OSS sensor proper installation

P0812 - Reverse Switch (RS) input circuit malfunction The DTC indicates that the voltage is high when it should be low. Transmission shift not indicating neutral while in KOEO Self-Test
RS circuit short to PWR
Damaged reverse switch
RS circuit open or short to SIGRTN
Damaged PCM
Check RS PID while exercising shift lever in and out of reverse.
P1000 - Monitor Testing Not Complete The on board diagnostic II (OBD II) monitors are performed during the OBD II Drive Cycle. The DTC will be stored in continuous memory if any of the OBD II monitors do not complete. Vehicle is new from the factory
Battery or PCM had recently been disconnected
An OBD II monitor failure had occurred before completion of an OBD II drive cycle
PCM DTCs have recently been cleared with a scan tool
PTO circuit is shorted to VPWR or B+ or PTO is on during testing
The DTC does not need to be cleared from the PCM except to pass an inspection/maintenance test.
P1001 - KOER Not Able To Complete, KOER Aborted This Non-MIL (Malfunction Indicator Lamp) code will be set when Key On Engine Running (KOER) Self-Test does not complete in the time intended. Incorrect Self-Test Procedure.
Unexpected response from Self-Test monitors.
rpm out of specification.
Rerun Self-Test following QT1 in Section 3 , Symptom Charts, STEP 1: PCM Quick Test.

P1100 - Mass Air Flow (MAF) Sensor Intermittent The MAF sensor circuit is monitored by the PCM for sudden voltage (or air flow) input change through the comprehensive component monitor (CCM). If during the last 40 warm-up cycles in key ON engine running the PCM detects a voltage (or air flow) change beyond the minimum or maximum calibrated limit, a continuous memory diagnostic trouble code (DTC) is stored. Poor continuity through the MAF sensor connectors
Poor continuity through the MAF sensor harness
Intermittent open or short inside the MAF sensor.
While accessing the MAF V PID on the scan tool, lightly tap on the MAF sensor or wiggle the MAF sensor connector and harness. If the MAF V PID suddenly changes below 0.23 volt or above 4.60 volts, an intermittent fault is indicated.

P1101 - Mass Air Flow (MAF) Sensor Out of Self-Test Range The MAF sensor circuit is monitored by the PCM for an out of range air flow (or voltage) input. If during key ON engine OFF the air flow (or voltage) reading is greater than (GO to Pinpoint Test DC to refer to equivalent grams/second chart [0.27 volt]), the test fails. Likewise, if during key ON engine running an air flow (or voltage) reading is not within (GO to Pinpoint Test DC to refer to equivalent grams/second chart [0.46 volt to 2.44 volts]), the test fails. Low battery charge
MAF sensor partially connected
MAF sensor contamination
PWR GND open to MAF sensor
MAF RTN circuit open to PCM
Damaged MAF sensor
Damaged PCM
A MAF V PID reading greater than 0.27 volts (KOEO) or a MAF V PID reading outside the 0.46 volt to 2.44 volts range (KOER) indicates a hard fault.
P1109 - Intake Air Temperature 2 Sensor Intermittent Indicates IAT2 circuit became intermittently open or shorted while engine was running. Damaged harness
Damaged sensor
Damaged harness connector
Damaged PCM
Monitor IAT2 on scan tool, look for sudden changes in reading when harness is wiggled or sensor is tapped.
P1112 - Intake Air Temperature (IAT) Sensor Intermittent Indicates IAT sensor signal was intermittent during the comprehensive component monitor. Damaged harness
Damaged sensor
Damaged harness connector
Damaged PCM
Monitor IAT on scan tool, look for sudden changes in reading when harness is wiggled or sensor is tapped.
P1114 - Intake Air Temperature 2 Circuit Low Input Indicates the sensor signal is less than Self-Test minimum. The IAT2 sensor minimum is 0.2 volts. Grounded circuit in harness
Improper harness connection
Damaged sensor
Damaged PCM
Monitor IAT2 PID. Typical IAT2 temperature should be greater than IAT1. Refer to Section 6 : Reference Values for ranges.
P1115 - Intake Air Temperature 2 Circuit High Input Indicates the sensor signal is greater than Self-Test maximum. The IAT2 sensor maximum is 4.6 volts. Open circuit in harness
Sensor signal short to power
Improper harness connection
Damaged sensor
Damaged PCM
Monitor IAT2 PID. Typical IAT2 temperature should be greater than IAT1. Refer to Section 6 : Reference Values for ranges.

P1116 - Engine Coolant Temperature (ECT) Sensor Out of Self-Test Range Indicates the ECT sensor is out of Self-Test range. Correct range is 0.3 to 3.7 volts. Overheating condition
Malfunctioning thermostat
Damaged ECT sensor
Low engine coolant
Damaged harness connector
Damaged PCM
Engine coolant temperature must be greater than 10°C (50°F) to pass the KOEO Self-Test and greater than 82°C (180°F) to pass the KOER Self-Test.
P1117 - Engine Coolant Temperature (ECT) Sensor Intermittent Indicates ECT circuit became intermittently open or shorted while engine was running. Damaged harness
Damaged sensor
Damaged PCM
Damaged harness connector
Low engine coolant
Monitor ECT on scan tool, look for sudden changes in reading when harness is wiggled or sensor is tapped.

P1120 - Throttle Position (TP) Sensor Out of Range Low (RATCH too Low) The TP sensor circuit is monitored by the PCM for a low TP rotation angle (or voltage) input below the closed throttle position through the comprehensive component monitor (CCM). If during key ON engine OFF or key ON engine running the TP rotation angle (or voltage) remains within the calibrated self-test range but falls between 3.42 and 9.85% (0.17 and 0.49 volt), the test fails. TP circuit with frayed wires
Corrosion on TP circuit connectors
VREF open to TP sensor
VREF short to SIG RTN
TP sensor loose pins
A TP PID (TP V PID) between 3.42 and 9.85% (0.17 and 0.49 volt) in key ON engine OFF, continuous memory or key ON engine running indicates a hard fault.

P1121 - Throttle Position (TP) Sensor Inconsistent with MAF Sensor The PCM monitors a vehicle operation rationality check by comparing sensed throttle position to mass air flow readings. If during key ON engine running self-test the comparison of the TP sensor and MAF sensor readings are not consistent with calibrated load values, the test fails and a diagnostic trouble code is stored in continuous memory. Air leak between MAF sensor and throttle body
TP sensor not seated properly
Damaged TP sensor
Damaged MAF sensor
Drive vehicle and exercise throttle and TP sensor in all gears. A TP PID (TP V PID) less than 4.82 % (0.24 volt) with a LOAD PID greater than 55% or a TP V PID greater than 49.05% (2.44 volts) with a LOAD PID less than 30% indicates a hard fault.

P1124 - Throttle Position (TP) Sensor Out of Self-Test Range The TP sensor circuit is monitored by the PCM for an out of range TP rotation angle (or voltage) input. If during key ON engine OFF or key ON engine running the TP rotation angle (or voltage) reading is less than 13.27% (0.66 volt) or greater than 23.52% (1.17 volts), the test fails. Binding or bent throttle linkage
TP sensor not seated properly
Throttle plate below closed throttle position
Throttle plate/screw misadjusted
Damaged TP sensor
Damaged PCM
A TP PID (TP V PID) reading not between 13.27 and 23.52% (0.66 and 1.17 volts) in key ON engine OFF or key ON engine running indicates a hard fault.
P1125 - Throttle Position (TP) Sensor Intermittent The TP sensor circuit is monitored by the PCM for sudden TP rotation angle (or voltage) input change through the comprehensive component monitor (CCM). If during the last 80 warm-up cycles in key ON engine running the PCM detects a TP rotation angle (or voltage) changes beyond the minimum or maximum calibrated limit, a continuous diagnostic trouble code (DTC) is stored. Poor continuity through the TP sensor connectors
Poor continuity through the TP harness
Intermittent open or short inside the TP sensor
While accessing the TP V PID on the scan tool, lightly tap on the TP sensor or wiggle the TP sensor connector and harness. If the TP V PID suddenly changes below 0.49 volt or above 4.65 volts, an intermittent fault is indicated.

P1127 - Exhaust Not Warm Enough, Downstream Sensor Not Tested The HEGO monitor uses an exhaust temperature model to determine when the HO2S heaters are cycled ON. The test fails when the inferred exhaust temperature is below a minimum calibrated value. Engine not operating long enough prior to performing KOER self-test.
Exhaust system too cool.
Monitor HO2S Heater PIDs to determine their ON/OFF state. DTC P1127 will be present if the exhaust is not hot.

P1128 - Upstream Oxygen Sensors Swapped from Bank to Bank (HO2S-11-21) The HEGO monitor checks and determines if the HO2S signal response for a fuel shift corresponds to the correct engine bank. The test fails when a response from the HO2S(s) being tested is not indicated. Crossed HO2S harness connectors (upstream).
Crossed HO2S wiring at the harness connectors (upstream).
Crossed HO2S wiring at the 104-pin harness connectors (upstream).

P1129 - Downstream Oxygen Sensors Swapped from Bank to Bank (HO2S-12-22) The HEGO monitor checks and determines if the HO2S signal response for a fuel shift corresponds to the correct engine bank. The test fails when a response from the HO2S(s) being tested is not indicated. Crossed HO2S harness connectors (downstream).
Crossed HO2S wiring at the harness connectors (downstream).
Crossed HO2S wiring at the 104-pin harness connectors (downstream).

P1130 - Lack of HO2S-11 Switch, Fuel Trim at Limit The HEGO Sensor is monitored for switching. The test fails when the HO2S fails to switch due to circuit or fuel at or exceeding a calibrated limit. Electrical:
Short to VPWR in harness or HO2S
Water in harness connector
Open/Shorted HO2S circuit
Corrosion or poor mating terminals and wiring
Damaged HO2S
Damaged PCM
Fuel System:
Excessive fuel pressure
Leaking/contaminated fuel injectors
Leaking fuel pressure regulator
Low fuel pressure or running out of fuel
Vapor recovery system
Induction System:
Air leaks after the MAF
Vacuum Leaks
PCV system
Improperly seated engine oil dipstick
EGR System:
Leaking gasket
Stuck EGR valve
Leaking diaphragm or EVR
Base Engine:
Oil overfill
Cam timing
Cylinder compression
Exhaust leaks before or near the HO2S(s)
A fuel control HO2S PID switching across 0.45 volt from 0.2 to 0.9 volt indicates a normal switching HO2S.

P1131 - Lack of HO2S-11 Switch, Sensor Indicates Lean A HEGO sensor indicating lean at the end of a test is trying to correct for an over-rich condition. The test fails when the fuel control system no longer detects switching for a calibrated amount of time.

P1550 - Power Steering Pressure (PSP) Sensor Malfunction The PSP sensor input signal to PCM is continuously monitored. The test fails when the signal falls out of a maximum or minimum calibrated range

 

[miesk5]

SPLICE Locations in a 96, from 96 FORD EVTM;
(note that all are shown, I did not skip any)
S100 Engine control sensor harness, near T/O to right front park/turn lamp
S101 Engine control sensor harness, near T/O to powertrain control module (PCM)
S102 Engine control sensor harness, near T/O to brake warning resistor/diode assembly
S103 Engine control sensor harness, near T/O to left front park/turn lamp
S104 Engine control sensor harness, near T/O to powertrain control module (PCM
S105 Engine control sensor harness, near T/O to engine compartment fuse box
S106 Engine control sensor harness, near T/O to G100
S107 Engine control sensor harness, near T/O to G101
S110 Engine control sensor harness, near T/O to right front park/turn lamp
S115 Engine control sensor harness, near T/O to left headlamp
S116 Engine control sensor harness, near T/O to C103
S119 Engine control sensor harness, near trailer relay box
S120 Engine control sensor harness, near T/O to C202
S121 Engine control sensor harness, near T/O to LH headlamp
S122 Engine control sensor harness, near T/O to brake warning resistor/diode assembly
S123 Engine control sensor harness, near T/O to left headlamp
S124 Backup lamp switch to rear lamp feed harness, in T/O to 4R70W transmission
S125 Engine control sensor harness, near T/O to brake warning resistor/diode assembly
S126 Engine control sensor harness, near T/O to brake warning resistor/diode assembly
S127 Engine control sensor harness, near T/O to brake warning resistor/diode assembly
S134 Backup lamp switch to rear lamp feed harness, near T/O to transmission range (TR) sensor
S135 Engine control sensor harness, near T/O to C101
S136 Engine control sensor harness, near T/O to brake warning resistor/diode assembly
S137 Engine control sensor harness, near T/O to brake warning resistor/diode assembly
S139 Engine control sensor harness, near T/O to powertrain control module (PCM)
S145 Engine control sensor harness, near T/O to powertrain control module (PCM)
S146 Backup lamp switch to rear lamp feed harness, in T/O to transmission range (TR) sensor
S148 Engine control sensor harness, near T/O to brake warning resistor/diode assembly
S149 Fuel charge harness, near T/O to air charge temperature (ACT) solenoid
S150 Engine control sensor harness, near T/O to 4WABS hydraulic unit
S151 Fuel charge harness, near T/O to fuel injector #3
S152 Heater switch to blower motor harness, near T/O to blower motor
S153 Heater switch to blower motor harness, near T/O to blower motor
S154 Engine control sensor harness, near T/O to left headlamp
S155 Engine control sensor harness, near T/O to G100
S156 Engine control sensor harness, near T/O to left front park/turn lamp
S159 Fuel charge harness, near T/O to fuel injector #8
S160 Fuel charge harness, near T/O to fuel injector #5
S161 Fuel charge harness, near T/O to fuel injector #4
S163 Engine control sensor harness, near T/O to powertrain control module (PCM)
S168 Backup lamp switch harness, in T/O to backup lamp switch
S169 Back lamp switch harness, in T/O to transmission
S170 Engine control sensor harness, near T/O to C123
S171 Engine control sensor harness, near T/O to powertrain control module (PCM)
S174 Engine control sensor harness, near T/O to brake warning resistor/diode assembly
S199 Fuel charge harness, near T/O to ignition coil
S200 Seat belt retractor switch RH harness, near T/O to G201
S202 Main harness, near T/O to C261
S203 Main harness, near T/O to enable PSOM programming connector C232
S204 Main harness, near T/O to multi-function switch
S205 Main harness, near T/O to C243
S206 Main harness, near T/O to fuse panel
S208 Main harness, near T/O remote/keyless entry module
S209 Main harness, near T/O to fuse panel
S210 Main harness, in T/O to G200
S211 Main harness, near T/O to fuse panel
S212 Main harness, in T/O to remote keyless entry module
S213 Main harness, near T/O to warning chime module
S214 Main harness, near T/O to warning chime module
S215 Main harness, near T/O to C251
S216 Main harness, in T/O to G200
S217 Main harness, near T/O to fuse panel
S218 Main harness, near T/O to radio
S219 Rear lamps harness, near T/O to C205
S220 Main harness, near T/O to C202
S222 Seat belt retractor switch RH harness, near T/O to C300
S224 Main harness, in T/O to clutch pedal position switch or jumper
S225 Rear lamps harness, near T/O to C205
S226 Window regulator left front door harness, near T/O to C214
S227 Main harness, in T/O to air bag diagnostic monitor
S229 Main harness, in T/O to rear of blower motor switch
S231 Main harness, near T/O to C202
S233 Radio amp harness, near premium sound amplifier
S234 Main harness, near T/O to C202
S236 Main harness, near T/O to fuse panel
S237 Main harness, near T/O to brake on/off switch
S238 Main harness, near T/O to wiper control module
S240 Main harness, near T/O to clutch pedal position switch or jumper
S242 Main harness, near T/O to fuse panel
S244 Main harness, near T/O to C210
S245 Main harness, near T/O to clutch pedal position switch or jumper
S246 Main harness, near T/O to speed control amplifier
S251 Seat belt retractor switch harness, near T/O to C300
S270 Main harness, near T/O to C202
S271 Main harness, near T/O to C202
S299 Main harness, near T/O to right front courtesy lamp switch
S301 Window regulator harness, near T/O to door speaker
S302 Window regulator harness, near T/O to door speaker
S303 Main harness, near T/O to enable PSOM programming connector C232
S304 Window regulator right front door harness, near T/O to C603
S305 Seat belt retractor switch RH harness, near T/O to C300
S306 Main harness, near T/O to trailer brake controller
S308 Rear high mount lamp harness, near T/O to outside cargo/high mount stop lamp
S315 Main harness, near T/O to keyless entry module
S316 Seat belt retractor switch harness, near T/O to seat belt retractor switch
S400 Rear lamps harness, near T/O to fuel pump module
S401 Rear lamps harness, near T/O to license lamps
S405 Left lamp connector harness, near T/O to left backup lamp
S406 Right rear lamp connector harness, near T/O to right backup lamp
S417 Rear lamps harness, near T/O to license lamps
S423 Rear window regulator control harness, near T/O to tailgate window switch
S424 Rear lamps harness, near T/O to license lamps
S500 Window regulator left front door harness, near T/O to master window control switch
S501 Window regulator left front door harness, near T/O to C214
S502 Window regulator left front door harness, near T/O to C50
S600 Window regulator right front door harness, near T/O to C600
S601 Window regulator right front door harness, near T/O to C600
S602 Window regulator right front door harness, near T/O to right window control switch
S900 Rear view inside mirror harness, in windshield header
S901 Rear view inside mirror harness, in windshield header
S902 Rear view inside mirror harness, in windshield header

 

[miesk5]

Connector Number to Wire Assembly in a 96, from 96 FORD EVTM;
C101 F 9D930
C101 M 12A581
C102 12A581
C103 F 15525
C103 M 12A581
C106 F 12A581
C106 M 18A586
C107 M 12A581
C107 F 12A690
C109 F 15525
C109 M 12A581
C112 F 14405
C112 M 12A581
C115 9D930
C116 PIA
C117 F 14K067
C117 M 15525
C119 12A581
C120 12A581
C121 12A581
C122 12A581
C123 12A581
C124 12A690
C126 9D930
C129 12A581
C130 12A581
C131 12A581
C135 9D930
C139 F 14305
C139 M 12A581
C150 9D930
C151 12A581
C152 12A581
C153 14305
C154 14305
C161 14K067
C162 18A586
C163 9D930
C164 12A581
C166 15525
C168 18A586
C169 18A586
C170 12A581
C173 F 15A702
C173 M 12A581
C177 12A581
C178 9D930
C180 9D930
C182 9D930
C183 9D930
C185 12A581
C190 9D930
C191 9D930
C192 9D930
C193 9D930
C194 9D930
C195 9D930
C196 9D930
C197 9D930
C200 F 14A504
C200 M 14401
C201 14401
C202 F 14401
C202 M 12A581
C203 F 18A586
C203 M 14401
C204 F 14401
C204 M 13A726
C205 F 14401
C205 M 14405
C206 F 17K745
C206 M 14A504
C207 14401
C209 F 14401
C209 M 14B095
C210 F 14A348
C210 M 14401
C211 19B113
C212 19B113
C213 F 14A265
C213 M 14A509
C214 M 14A504
C214 F 14A509
C217 14401
C218 14401
C219 14401
C220 14B095
C221 14B095
C222 14B095
C223 14B095
C224 14401
C226 14401
C227 PIA
C228 F 14A265
C228 M 14401
C229 F 14401
C229 M 14A504
C230 14401
C231 14401
C232 14401
C234 13A726
C236 14401
C240 14401
C241 14401
C242 14401
C243 14401
C250 14401
C251 14401
C252 14401
C257 14401
C258 14401
C260 14401
C261 14401
C262 14401
C263 14A504
C267 14401
C268 F 14A265
C268 M 14A509
C269 14401
C270 F 14A265
C270 M 14401
C271 14401
C273 14401
C274 14401
C275 14401
C276 14401
C278 14401
C279 14401
C280 14401
C282 PIA
C283 PIA
C292 14401
C293 13A726
C294 13A726
C295 13A726
C296 14401
C298 14401
C299 F 17K745
C299 M 14A504
C300 F 14334
C300 M 14A504
C302 14A504
C305 14B084
C306 14B084
C310 14086
C311 14086
C312 14B084
C313 F 14A504
C313 M 14B084
C314 F 14A504
C314 M 14B084
C315 F 14335
C315 M 14A504
C317 14B084
C318 F 13A625
C318 M 14335
C326 14A504
C327 14A504
C328 14B095
C329 12A581
C330 12A581
C402 14405
C404 14405
C405 F 14405
C405 M 13A409
C406 F 14405
C406 M 13A409
C407 F 13A576
C407 M 14405
C417 F PIA
C417 M 13A576
C418 F 14405
C418 M 14086
C424 F 13A576
C424 M 14405
C428 14086
C429 14086
C431 13A409
C432 13A409
C433 13A409
C434 13A409
C435 14405
C436 14405
C441 14405
C500 14A509
C501 14A509
C502 14A509
C503 14A509
C504 14A509
C507 14A509
C508 14A509
C509 F 14A265
C509 M 14A509
C550 14A509
C600 14A265
C601 14A265
C602 14A265
C603 14A265
C606 14A265
C607 14A265
C608 14A265
C905 14334
C906 14334
C907 13A625
C908 13A625
C911 17K745
C912 17K745
C913 17K745
C914 17K745
C1005 12A581
C1006 12A581
C1007 9D930
C1008 9D930
C1012 15525
C1017 9D930
C1019 12A581
C1020 15525
C1021 12A581
C1022 9D930
C1023 9D930
C1024 9D930
C1025 5.0L 9D930
C1025 5.8L 12A690
C1028 5.0L 9D930
C1028 5.8L 15525
C1030 12A581
C1031 12A581
C1032 12A581
C1033 12A581
C1034 12A581
C1035 15A702
C1040 PIA
C1048 15525
C1049 15525
C1052 12A581
C1053 12A581
C1054 12A581
C1055 12A581
C1069 15525

 

[miesk5]

CONNECTOR Locations in a 96, from 96 FORD EVTM;
(note that all are shown, I did not skip any)
C101 LH side of engine compartment, side of wheel well, Terminal: 42
C102 Near LH frame rail, below driver floor pan, Terminal: 02
C103 LH side of engine compartment, top of wheel well, Terminal: 16 Color: BK
C106 RH rear of engine compartment, near blower motor (B1)Terminal: 04, Color: BK
C107 RH side of engine compartment,Terminal: 08
C109 LH side of engine compartment, top of wheel well (F6), Terminal: 08
C112 LH rear of engine compartment, in safety wall (A10),Terminal: 04
C115 Center front of engine, on timing chain cover (A4), Terminal: 02
C116 Lower RH side of engine, on starter motor solenoid (A1),Terminal: 01
C117, Manual, Below center of vehicle, near LH rear of transmission (C10),Terminal: 04,Color: GY
C119 LH front corner of engine compartment on 4WABS control module (E10),Terminal: 40
C120 LH side of engine compartment on 4WABS data link connector (A8), Terminal: 06, Color: R, 4WABS Data Link Connector
C121 LH side of engine compartment on 4WABS hydraulic unit (D10), Terminal: 08
C122 LH side of engine compartment on 4WABS pump motor (F10), Terminal: 04
C123 At LH front wheel, on left front wheel 4WABS sensor (B10), Terminal: 0
C124 At RH front wheel, on right front wheel 4WABS sensor (C1), Terminal: 02
C126 LH side of engine compartment, on A/C high pressure cut out switch (A4), Terminal: 04, Color: BK
C129 RH rear of engine compartment, on heater blower plenum, Terminal: 02
C130 Top center of safety wall, on mass air flow (MAF) sensor (D10),Terminal: 04 Mass Air Flow (MAF) Sensor
C131 RH front of engine compartment, on ambient temperature sensor (F7),Terminal: 0
C135 Lower LH rear of engine, on engine oil pressure switch (A3), Terminal: 01, Color: BK
C139 RH front of engine compartment, behind battery (C1),Terminal: 04, Color: BK
C150 Top LH front of engine, on coolant temperature sensor (F9),Terminal: 01
C151 Top LH side of safety wall, on windshield wiper motor (A5),Terminal: 06, Color: GY Windshield Wiper Motor
C152 LH side of engine compartment, near brake master cylinder (A10), Terminal: 10, Color: GY Speed Control Servo/Amplifier Assembly
C153 RH front of engine, on generator/voltage regulator (F5),Terminal: 01
C154 RH front of engine, on generator/voltage regulator (F5), Terminal: 03, Color: BK
C161, Automatic, Front of transfer case, near 4x4 hi/low indicator switch (F4),Terminal: 02, Color: BK
C161, Manual Front of transfer case, near 4x4 hi/low indicator switch (B10), Terminal: 02, Color: BK
C162 RH rear of engine compartment, on A/C clutch cycling pressure switch (A2), Terminal: 03, Color: GY
C163 LH front of engine, on A/C clutch field coil (F5), Terminal: 02, Color: BK
C164 Top center front of engine, on intake air temperature (IAT)sensor (D10),Terminal: 02, Color: BK
C166 Top LH side of transmission, on backup lamp switch (B10) Terminal: 02 Color: BK
C168 RH side of safety wall, near blower motor (B1) Terminal: 02 Color: BK
C169 RH side of safety wall, on blower motor resistor (A1) Terminal: 04 Color: W
C170 LH rear of engine compartment, on brake fluid level switch (A8) Terminal: 03 Color: GY
C170 LH rear of engine compartment, on brake fluid level switch (A8) Terminal: 03 Color: GY
C177, Daytime Running Lamps (DRL) Module, with DRL Front LH side of lower radiator support, on daytime running lamps (DRL) Module (E10) Terminal: 08 Color: BK
C177, without DRL Front LH side of lower radiator support, on daytime running lamps (DRL) jumper (F9) Terminal: 08 Color: BK
C178 Distributor Top center front of engine, near distributor (F8) Terminal: 08
C180 Top LH side of engine, on EGR control solenoid (A6) Terminal: 02 Color: BK
C182 Top RH front of engine, on delta pressure feedback EGR (DPFE) Sensor (D1) Terminal: 03 Color: BK
C183 Center front of engine, on engine coolant temperature (ECT) sensor (F4) Terminal: 02 Color: BR
C185, 5.0L Powertrain Control Module (PCM) LH side of safety wall, on powertrain control module (PCM) (C10) Terminal: 104 Color: GY
C185, 5.8L Powertrain Control Module (PCM) LH side of safety wall, on powertrain control module (PCM) (C10) Terminal: 104 Color: GY
C190 Top RH front of engine, on fuel injector #1 (F6) Terminal: 02 Color: BK
C191 Top RH side of engine, on fuel injector #2 (F6) Terminal: 02 Color: BK
C191 Top RH side of engine, on fuel injector #2 (F6) Terminal: 02 Color: BK
C192 Top RH side of engine, on fuel injector #3 (F6) Terminal: 02 Color: BK
C193 Top RH rear of engine, on fuel injector #4 (F6) Terminal: 02 Color: BK
C194 Top LH front of engine, on fuel injector #5 (F6) Terminal: 02 Color: BK
C195 Top LH side of engine, on fuel injector #6 (F6) Terminal: 02 Color: BK
C196 Top LH side of engine, on fuel injector #7 (F6) Terminal: 02 Color: B
C197 Top LH rear of engine, on fuel injector #8 (F6) Terminal: 02 Color: BK
C200 Behind LH cowl panel (A2) Terminal: 08 Color: GY In-Line
C201 Data Link Connector (DLC) Behind lower RH side of I/P, below glove compartment (E1) Terminal: 16
C202 LH rear of engine compartment, in safety wall (A8) Terminal: 7 In-Line
C203 Behind RH cowl panel (A5) Terminal: 06 Color: BR
C204 Behind lower center of I/P, near RH side of ashtray assembly (F3) Terminal: 04 Color: BK
C205 LH rear of engine compartment, in safety wall (A7) Terminal: 24 In-Line
C206 At base of LH "A" pillar (A1) Terminal: 10 In-Line
C207 Behind lower LH side of I/P, on fuse panel (D10) Terminal: 01 Color: W
C209 Behind RH cowl panel (F8) Terminal: 16 Color: BK In-Line
C210 Behind lower center of I/P, on trailer electronic brake control unit (F2) Terminal: 06 Color: G In-Line
C211 Radio, with Premium Sound, Behind center of I/P, on radio (A4) Terminal: 08
C212 Premium Sound Amplifier, Behind center of I/P, on premium sound amplifier (A5) Terminal: 14
C213 Behind RH cowl panel (F7) Terminal: 08 In-Line
C214 Behind LH cowl panel (E1) Terminal: 08 Color: G In-Line
C217 Air Bag Diagnostic Monitor, Behind LH side of I/P, on air bag diagnostic monitor (F3) Terminal: 12 Color: GY
C218 Air Bag Diagnostic Monitor, Behind LH side of I/P, on air bag diagnostic monitor (F3) Terminal: 12 Color: BK
C219 Speed Control/Horn Switch Assembly, Lower steering column, to speed control/horn switch assembly (F8) Terminal: 10 Color: GY
C220 Transfer Case Assembly, Below center of vehicle, near transfer case assembly (F5) Terminal: 10 Color: BK
C221 Electronic Shift Control Module, Behind RH cowl panel, on electronic shift control module (F6) Terminal: 08 Color: W
C222 Electronic Shift Control Module, Behind RH cowl panel, near electronic shift control module (F6) Terminal: 08 Color: GY
C223 Electronic Shift Control Module, Behind RH cowl panel, on electronic shift control module (F6) Terminal: 05 Color: BR
C224 Wiper Control Module, Behind RH side of I/P, on wiper control module (C1) Terminal: 14
C226 In steering column, on clockspring assembly (A7) Terminal: 03
C227 Top of steering column, on steering column air bag (A8) Terminal: 03
C228 Behind RH cowl panel (A5) Terminal: 08 Color: GY In-Line
C229 Behind LH cowl panel (C1) Terminal: 16 Color: GY In-Line
C230 Multi-Function Switch, Top of steering column, on multi-function switch (B10) Terminal: 07
C231 Multi-Function Switch, Top of steering column, on multi-function switch (B10) Terminal: 1o Color: GY
C232 Behind lower RH side of I/P, below glove compartment (E1) Terminal: 01 Color: BR
C234 Behind lower center of I/P, on auxiliary power socket (F6) Terminal: 01 Color: BR
C236 In steering column, on shift lock actuator (A6) Terminal: 03
C240 Remote/Keyless Entry Module, Behind LH side of I/P, on remote keyless entry module (B10)Terminal: 13
C241 Remote/Keyless Entry Module, Behind LH side of I/P, on remote keyless entry module (B10) Terminal: 16
C242 Remote/Keyless Entry Module, Behind LH side of I/P, on remote keyless entry module (B10) Terminal: 1
C243 Behind LH side of I/P, on RKE program connector Terminal: 02
C250 Instrument Cluster, Behind top LH side of I/P, on instrument cluster (A6) Terminal: 14 Color: BR
C251 Instrument Cluster, Behind top LH side of I/P, on instrument cluster (A9) Terminal: 14 Color: GY
C252 Programmable Speedometer/Odometer Module (PSOM), Behind top LH side of I/P, on PSOM (A7) Terminal: 12 Color: B
C257 Radio Jumper, with Premium Sound, Behind I/P, near radio (A4) Terminal: 08 Color: BK
C258 Radio Jumper, with Premium Sound, Behind I/P, near radio (A4) Terminal: 08 Color: BK
C260 Behind center of I/P, on blower motor switch (A4) Terminal: 04 Color: GY
C261 Clutch Pedal Position (CPP) Switch, Automatic, Behind LH side of I/P, on clutch pedal position switch jumper (F4) Terminal: 06 Color: G
C261, Manual, Behind LH side of I/P, on clutch pedal position switch (F4) Terminal: 06 Color: G
C262 In front of RH front door jamb, on right courtesy lamp switch (F4) Terminal: 03 Color: N
C263 In lower rear of LH front door jamb, on left front courtesy lamp switch (F2) Terminal: 03 Color: GY
C267 BW 1356 Electronic Shift Control Switch, Behind top LH side of I/P, on electronic shift control switch (A6) Terminal: 08 Color: GY
C268 Behind RH cowl panel (A5) Terminal: 04
C269 Ignition Switch, Top RH side of steering column, on ignition switch Terminal: 15
C270 Top front of RH front door (A7) Terminal: 03
C271 Behind RH cowl panel, on inertia fuel shutoff (A4) Terminal: 03 Color: GY
C273 Main Light Switch, Behind top LH side of I/P, on main light switch (C10) Terminal: 09 Color: GY
C274 Master Tailgate Window Switch, Behind top LH side of I/P, on master tailgate window switch (C10)Terminal: 05 Color: G
C275 Top of steering column, near transmission control switch (C10) Terminal: 03
C276 Behind LH side of I/P, on park brake switch (F8) Terminal: 01 Color: BK
C278 Rear Window Defrost Control, ehind top LH side of I/P, on rear window defrost control Terminal: 05 Color: N
C279 Behind LH side of I/P, on brake ON/OFF (BOO) switch (F7) Terminal: 02 Color: BK
C280 Warning Chime Module, Behind lower center of I/P, on warning chime module (F6) Terminal: 07 Color: GY
C282 Radio, with Premium Sound, Behind center of I/P, on radio (A4) C283 Premium Sound Amplifie, Terminal: 08
C283 Premium Sound Amplifier, Behind center of I/P, on premium sound amplifier (A5) Terminal: 08
C292 Behind RH side of I/P, on glove compartment lamp (B1) Terminal: 02 Color: BR
C293 Behind lower center of I/P, on ashtray illumination (F5) Terminal: 02 Color: BK
C294 Behind lower center of I/P, on cigar lighter (F4) Terminal: 01
C295 Below lower center of I/P, on cigar lighter (F4) Terminal: 01 Color: B
C296, with A/C Behind center of I/P, on A/C-heater control assembly (A2) Terminal: 04 Color: W
C296, without A/C Behind center of I/P, on heater control assembly (A2) Terminal: 04 Color: W
C298 Behind center of I/P, on heater control illumination (A4) Terminal: 02 Color: BK
C299 At base of LH "A" pillar (A1) Terminal: 08 In-Line
C300 At base of LH "B" pillar (A2)Terminal: 04 Color: GY
C302 Below RH side of LH front seat, to seat belt switch (A3) Terminal: 02 Color: GY
C305 Under LH side of LH front seat, to left power lumbar switch (F8) Terminal: 02 Color: GY
C306 Under RH side of RH front seat, to right power lumbar switch (D1) Terminal: 02 Color: GY
C310 LH side of tailgate, near rear window, on rear window defrost grid (A7Terminal: 01 Color: B
C311 Center of tailgate, near rear window, on rear window defrost grid (A7) Terminal: 01 Color: BK
C312 Under front of LH seat, on left power lumbar compressor motor (F6) Terminal: 02 Color: BK
C313 Below LH front seat (C9) Terminal: 02 Color: GY
C314 Below RH front seat (A3) Terminal: 02 Color: GY
C315 At base of LH "B" pillar (F3) Terminal: 04 Color: BR
C317 Under front of RH front seat, on right power lumbar compressor motor (F3) Terminal: 02 Color: BK
C318 LH rear of cargo area, near center of "D" pillar (F6) Terminal: 06 Color: B In-Line
C326 LH side of cargo area, on left rear speaker (A3) Terminal: 02 Color: GY
C327 RH side of cargo area, on right rear speaker (B10) Terminal: 02 Color: GY
C328 Air Bag Safing Sensor, Mounted on RH side of frame rail, on safing sensor (C10) Terminal: 05
C329 Mounted on LH side of frame rail, to left primary crash sensor (F9) Terminal: 04
C330 Mounted near RH side of cowl panel, to right primary crash sensor (F3) Terminal: 04
C402 Under driver, on LH frame rail on acceleration sensor (E1) Terminal: 03
C404 VSS On rear axle sensor (A7) Terminal: 02
C405 Under LH rear of vehicle, on frame rail, near fuel tank (D10) Terminal: 04 Color: GY
C406 Under LH rear of vehicle, near rear crossmember (F7) Terminal: 04 Color: GY
C407 Under center rear of vehicle, near rear crossmember (E10) Terminal: 04 Color: BK
C417 Under vehicle, near rear crossmember (D10) Terminal: 07 In-Line
C418 Under LH rear of vehicle, near rear lamp assembly (F7) Terminal: 04 Color: N
C424 Under center rear of vehicle, near rear crossmember (D10) Terminal: 04 Color: GY
C428 In LH side of tailgate, on tailgate latch switch (E10) Terminal: 02 Color: B
C429 In lower center of tailgate, to tailgate power window motor (D10) Terminal: 02 Color: GY
C431 LH rear of vehicle, on left rear park/stop/turn lamp (F8) Terminal: 03 Color: BK
C432 RH rear of vehicle, on right rear park/stop/turn lamp (C10) Terminal: 03 Color: B
C433 LH rear of vehicle, on left backup lamp (F6) Terminal: 02 Color: BK
C434 RH rear of vehicle, on right backup lamp (D10) Terminal: 02 Color: BK
C435 Center rear of vehicle, on license lamp (E10) Terminal: 02 Color: BK
C436 Center rear of vehicle, on license lamp (E10) Terminal: 02 Color: BK
C441 Top RH side of fuel tank, on fuel pump module (C10) Terminal: 04 Color: BK
C500 In lower front LH front door, to left front window motor (B1) Terminal: 02 Color: GY
C501 Left Power Mirror, Top front of LH door, on left power mirror (C1) Terminal: 08
C502 In rear of LH front door, on left door lock motor (D1) Terminal: 02 Color: N
C503 Window/Door Lock Control Switch (Master/Left), with Remote/Keyless Entry, In center of LH door, on window/door lock control switch (Master/Left) (C1) Terminal: 15
C503 Window/Door Lock Control Switch (Master/Left), without Remote/Keyless Entry, In center of LH door, on window/door lock control switch (Master/Left) (C1) Terminal: 15
C504 In lower rear of LH door, on left door courtesy lamp (D1) Terminal: 02 Color: B
C507 In top front of LH door, on left door speaker (A1) Terminal: 02 Color: G
C508 In front of LH door, to left power mirror (C1) Terminal: 04
C509 Behind RH cowl panel (A5) Terminal: 03
C550 Power Mirror Switch, In center of LH door, near power mirror switch (C1) Terminal: 08 Color: GY
C600 In lower front of RH door, to right front window motor (F5) Terminal: 02 Color: N
C601 Right Power Mirror, Top front of RH front door, to right power mirror (A6) Terminal: 08
C602 In rear of RH door, on right door lock motor (A10) Terminal: 02 Color: N
C603 Right Window And Door Lock Control Switch, with Remote/Keyless Entry, In center of RH door, on right window and door lock control switch (A9) Terminal: 10
C603 Right Window And Door Lock Control Switch, without Remote/Keyless Entry, In center of RH door, on right window and door lock control switch (A9) Terminal: 10
C606 In lower rear of RH door, on right door courtesy lamp (A10) Terminal: 02 Color: BK
C607 In top front of RH door, on right door speaker (A6) Terminal: 02 Color: GY
C608 In front of RH door, to right power mirror (A6) Terminal: 04 Color: N
C905 Center of roof, on map lamps (A5) Terminal: 01 Color: G
C906 Center of roof, on dome lamp (A5) Terminal: 01 Color: G
C907 Top center rear of vehicle, on outside cargo/high-mount stop lamp (B10) Terminal: 03 Color: G
C908 Center of rear window header, near inside cargo lamp (B10) Terminal: 03 Color: GY
C911 In driver's side visor, on left vanity mirror lamp (A3)Terminal: 01
C912 In passenger's side visor, on right vanity mirror lamp (A5) Terminal: 01
C913 In center of windshield header, on day/night mirror (A4) Terminal: 03
C914 Compass/Outside Temperature Module, In center of windshield header, on overhead console (A4) Terminal: 10
C1005 Front RH side of lower radiator support, on low pitch horn (F3) Terminal: 01 Color: BK
C1006 Front RH side of lower radiator support, on high pitch horn (F2) Terminal: 01 Color: BK
C1007 Top RH front of engine, on idle air control valve (F6) Terminal: 02 Color: BK
C1008 LH rear of engine, on ignition coil (A7) Terminal: 03
C1012 Transmission Range (TR) Sensor, with 4R70W Transmission, Below center of vehicle, LH side of transmission, on transmission range (TR) sensor (F2) Terminal: 08 Color: BK
C1012 Transmission Range (TR) Sensor, with E4OD Transmission, Below center of vehicle, LH side of transmission, on transmission range (TR) sensor (F2) Terminal: 08 Color: BK
C1017 LH side of engine, near radio capacitor (A8) Terminal (none specified)
C1019 LH rear of engine compartment, taped to harness, near ignition control module (ICM), on SPOUT check connector (C10) Terminal: 02 Color: BK
C1020 LH rear of transmission, on output shaft speed sensor (F3) Terminal: 02
C1021 Ignition Control Module (ICM), LH rear of engine compartment, on ignition control module (ICM) (B10) Terminal: 06 Color BK
C1022 Top LH rear of engine, on secondary air injection bypass (AIRB) solenoid (A5) Terminal: 02 Color: BK
C1023 Top LH rear of engine, on secondary air injection diverter (AIRD) solenoid (A5) Terminal: 02 Color: GY
C1024 Top RH front of engine, near throttle position sensor (TPS) (F3) Terminal: 03 Color: BK
C1025 Lower RH rear of engine, near starter on heated oxygen sensor (HO2S) #11 (A2) Terminal: 04
C1028 LH rear of engine, to heated oxygen sensor (HO2S) #21 (A2) Terminal: 04
C1030 Lower LH front of engine compartment, on windshield washer pump motor (D10) Terminal: 02 Color: BK
C1031 LH front of vehicle, on left front park/turn lamp (F7) Terminal: 03 Color: BK
C1032 RH front of vehicle, on right front park/turn lamp (F4) Terminal: 03 Color: BK
C1033 LH front of vehicle, on left headlamp (F8) Terminal: 03 Color: BK
C1034 RH front of vehicle, on right headlamp (F3) Terminal: 03 Color: BK
C1035 LH underside of engine compartment hood, on engine compartment lamp (A7) Terminal: 02 Color: GY
C1048 E4OD Transmission, RH front of vehicle, RH side of E4OD transmission (A2) Terminal: 12 Color: GY
C1049 4R70W Transmission, Below center of vehicle, RH side of 4R70W transmission (A2) Terminal: 10
C1052 RH front of vehicle, on right front side marker lamp (E1) Terminal: 02 Color: BK
C1053 RH front of vehicle, on right front side marker lamp (E1) Terminal: 02 Color: BK
C1054 LH front of vehicle, on left front side marker lamp (E10) Terminal: 02 Color: BK
C1055 LH front of vehicle, on left front side marker lamp (E10) Terminal: 02 Color: BK
C1069 Under vehicle, behind engine, near catalytic converter Terminal: 04

 

[miesk5]

Availability of New Silicone Gasket & Sealant TSB 98-7-4 for 84-96 Bronco; 84-98 Econoline, F-150, F-250 HD, F-250 LD; 84-99 Super Duty F Series, etc.
PUBLICATION DATE: April 13, 1998
FORD
1984-94 Tempo
1984-97 Thunderbird
1984-98 Crown Victoria, Escort, Mustang
1986-98 Taurus
1989-97 Probe
1994-97 Aspire
1995-98 Contour
LINCOLN-MERCURY
1984-94 Topaz
1984-97 Cougar
1984-98 Continental, Grand Marquis, Town Car
1986-98 Sable
1989-98 Tracer
1993-98 Mark VIII
1995-98 Mystique
LIGHT TRUCK
1983-98 Ranger
1984-96 Bronco[/B1984-98 Econoline, F-150, F-250 HD, F-250 LD
1984-99 Super Duty F Series
1986-97 Aerostar
1991-98 Explorer
1993-98 Villager
1996-98 Windstar
1997-98 Expedition, Mountaineer
1998 Navigator
ISSUE A new Silicone Gasket And Sealant (F7AZ-19554-EA) material is now available for routine engine service or repair of engine oil leaks.
ACTION Use the new Silicone Gasket And Sealant for servicing:
Oil pan gaskets and T-joints
Intake end seals
Overhead cam caps
Valve and timing covers
Bearing split lines
Side cover plates
Rear oil seals
The new sealant has better adhesion, flexibility for moving/vibrating joints, resistance to fluids, and is easier to dispense.
NOTE: THIS MATERIAL IS NOT A DIRECT REPLACEMENT FOR A SILICONE RUBBER, GRAPHITE, OR OTHER TYPE OF PRE-FORMED GASKET.
PART NUMBER PART NAME
F7AZ-19554-EA Silicone Gasket And Sealant
Recommend for all engine RTV gasketing applications (except 3.5L/3.7L and 7.3L Power Stroke®, 6.0L and 6.4 L diesel engine)
Form-in-place gasket and multi-purpose adhesive/sealant
Room temperature curing silicone rubber
Does not release acetic acid during curing, non-corrosive
Does not harm O2 sensors
Cartridge fits standard caulking gun

MSDS

 

[miesk5]

Oil Pan Sealing TSB 95-6-8 for 5.0 in 90-95 Bronco, F Series & Econoline & many others
FORD: 1990-1991 CROWN VICTORIA
1990-1993 THUNDERBIRD
1990-1995 MUSTANG
LINCOLN-MERCURY: 1990-1991 GRAND MARQUIS
1990-1992 MARK VII
1990-1993 COUGAR
1990-1995 TOWN CAR
LIGHT TRUCK: 1990-1995 BRONCO, ECONOLINE, F-150, F-250

Beginning 11/29/94, all 5.0L engines are being produced using a rigid carrier-type oil pan gasket. The rigid oil pan gasket design and revised sealing procedure are being introduced to reduce the possibility of mispositioning the cork-type gaskets during assembly which could result in leaks and repeat repairs. The revised sealing procedure is applicable to all 1990-95 5.0L oil pan gasket designs.

ACTION:
Apply Silicone Sealant to the oil pan gasket and block as indicated in Figure 1 when service is required. Refer to the appropriate Service Manual for removal and installation procedures.

NOTE: SEALANT MUST BE APPLIED TO BOTH SIDES OF THE OIL PAN GASKET AS SHOWN IN FIGURE 1. FAILURE TO APPLY SEALANT AS INDICATED TO BOTH SIDES OF THE OIL PAN GASKET MAY CAUSE OIL LEAKS.
Figure 1 - Article 95-6-8

PART NUMBER PART NAME
F5TZ-6710-A Oil Pan Gasket
D6AZ-19562-BA Silicone Sealant

 

[miesk5]

Diagnostic Trouble Code P0385 indicates a Misfire Detection Sensor Ckt Failure

Misfire Detection (MD) Sensor is located on the front of the timing chain cover, and is a two wire sensor.

Here is a pic by Steve83
dead in the middle of this photo - black connector

Is MD sensor disconnected?

However that code could also be generated because of a misfire. Also check for any crossfiring plug wires and make sure that the spark plugs are in good condition. The quick way to check for crossfiring plug wires is to mist the plug wires lightly with water when it is dark and watch for sparks

from 96 Bronco EVTM

The misfire sensor is an electromagnetic inductance coil similar in operation to a camshaft or crankshaft position sensor. A four-point stator, or pulse ring, located behind the crankshaft damper generates an electrical impulse in the sensor at each 90 degrees of rotation. The powertrain control module (PCM) (12A650) monitors the sensor pulses and flags any misfire events. When a specified number of misfires occur within a certain time frame, the powertrain control module will alert the driver to the condition by turning on the malfunction indicator light (MIL).

Note:
Misfire sensor is not required on 49 State/Canada 7.5L engine. It is required on a 7.5L California engine

PIN-POINT TEST
Distributor Ignition
Key On Engine Off:
Key On Engine Running:
«DK1»
Continuous Memory:
«DK1»

Diagnostic Trouble Code (DTC) P0385 indicates that Self-Test has detected a Misfire Detection (MD) Sensor circuit failure.
Possible causes:
MD circuit open.
MD circuit shorted to GND.
MD circuit shorted to PWR.
SIG RTN open
Damaged MD Sensor.
Damaged PCM.
Start engine.
Will the engine start?
Yes GO to «DK2».

No - DTC P0385 is not the cause of the No Start. GO to «Section 4A», Symptom Flowchart
See attachment

DK2 CLEAR AND ATTEMPT TO RE-GENERATE DTC P0385
Complete PCM Reset to clear DTCs (refer to Section 2A, «Powertrain Control Module (PCM) Reset»).
Start engine.
Increase rpm to greater than 1500 rpm for 10 seconds. Repeat two times.
Key off.
Retrieve all Continuous Memory DTCs.
Is DTC P0385 present?
Yes GO to «DK5».

No The fault that produced DTC P0385 is intermittent. GO to Pinpoint Test Step «Z50»
Z50 step should be used with the Intermittent Ignition Analyzer (Part No. Rotunda 007-00075). If this analyzer is not available, or this is a coil on plug application, return to «Z1» and choose another procedure.

DK5
Key off.
MD sensor vehicle harness connector disconnected.
Disconnect PCM. Inspect for damaged or pushed out pins, corrosion, loose wires, etc. Service as necessary.
Install breakout box, leave PCM disconnected.
BOB pins are same as PCM pins; use str8 pin to probe wires w/meter lead attached.
See PCM pin-put diagram from Ford EVTM
Pin Number Circuit Circuit Function
1 315 (P/O) PCM to Transmission Shift Solenoid No. 2
2 658 (P/LG) PCM to Check Engine Indicator Lamp
3 � Not Used
4 � Not Used
5 � Not Used
6 651 (BK/Y) Dedicated Ground
7 � Not Used
8 � Not Used
9 � Not Used
10 � Not Used
11 � Not Used
12 � Not Used
13 107 (P) PCM Flash EEPROM Power Supply
14 784 (LB/BK) 4x4 Low Range Switch to PCM Indicator Lamp
15 915 (PK/LB) J1850 Bus Negative/Data Negative (Return) to PCM
16 914 (T/O) J1850 Bus Positive/Data Positive
17 � Not Used
18 � Not Used
19 � Not Used
20 � Not Used
21 � Not Used
22 � Not Used
23 259 (O/R) Dedicated Ground to TFI Module
24 570 (BK/W) Dedicated Ground � PCM
25 875 (BK/LB) Ground Logic Module
26 � Not Used
27 237 (O/Y) PCM to Transmission Shift Solenoid No. 1
28 � Not Used
29 224 (T/W) Transmission Overdrive Cancel Switch to PCM
30 � Not Used
31 � Not Used
32 � Not Used
33 676 (PK/O) Vehicle Speed Sensor � Negative (Return) to PCM
34 � Not Used
35 392 (P/LG) Heated Exhaust Gas Oxygen Sensor No. 3 to PCM
36 968 (T/LB) Mass Airflow Return
37 923 (O/BK) Transmission Oil Temperature to PCM
38 354 (LG/R) Engine Coolant Temperature Sensor to PCM
39 743 (GY) Air Charge Temperature Sensor to PCM
40 238 (DG/Y) Fuel Pump Monitor to PCM/Fuel Pump Relay to Safety Switch
41 198 (DG/O) A/C Pressure Switch to Control Relay
42 � Not Used
43 � Not Used
44 200 (BR) PCM to Air Management No. 2 (Was TAD)
45 � Not Used
46 � Not Used
47 360 (BR/PK) PCM to Electronic Vacuum Regulator � Constant Current
48 382 (Y/BK) PCM to Test Connector No. 2
49 395 (GY/O) Profile Ignition Pickup to PCM
50 929 (PK) PCM to Spark Angle Pulse Width/Spark Output
51 570 (BK/W) Dedicated Ground � PCM
52 � Not Used
53 924 (BR/O) PCM to Transmission Coast Clutch Solenoid
54 480 (P/Y) PCM to Transmission Converter Clutch Control
55 37 (Y) Battery to Load
56 191 (LG/BK) PCM Top Vapor Management Valve � Constant Current
57 310 (Y/R) Knock Sensor No. 1 to PCM
58 679 (GY/BK) Vehicle Speed Sensor � Positive to PCM
59 917 (DG/LG) Misfire Detection Sensor � Feed
60 74 (GY/LB) Heated Exhaust Gas Oxygen Sensor No. 1 to PCM
61 � Not Used
62 � Not Used
63 � Not Used
64 199 (LB/Y) Manual Lever Position Sensor to PCM
65 352 (BR/LG) Delta Exhaust Pressure Transducer to PCM
66 � Not Used
67 � Not Used
68 � Not Used
69 � Not Used
70 190 (W/O) PCM to Air Management No. 1 (Was TAB)
71 361 (R) Power Output from PCM Relay
72 561 (T/R) PCM to Fuel Injector No. 7 Cylinder
73 559 (T/BK) PCM to Fuel Injector No. 5 Cylinder
74 557 (W) PCM to Fuel Injector No. 3 Cylinder
75 555 (T) PCM to Fuel Injector No. 1 Cylinder or Bank No. 1
76 570 (BK/W) Dedicated Ground � PCM
77 570 (BK/W) Dedicated Ground � PCM
78 � Not Used
79 911 (W/LG) PCM to Output Circuit Indicator Lamp/Overdrive Cancel Indicator
80 926 (LG/O) PCM to Fuel Pump Relay Control
81 925 (W/Y) PCM to Electronic Pressure Control No. 1
82 � Not Used
83 264 (W/LB) PCM to Idle Speed Control Motor No. 1
84 136 (DB/Y) Output Shaft Speed to PCM
85 � Not Used
86 � Not Used
87 94 (R/BK) Heated Exhaust Gas Oxygen Sensor No. 2 to PCM
88 967 (LB/R) Mass Air Flow Sensor to PCM
89 355 (GY/W) Throttle Position Sensor to PCM/Diesel Fuel Injector Pump Lever Sensor
90 351 (BR/W) Power to Engine Sensors
91 359 (GY/R) Sensor Signal Return
92 511 (LG) Stoplamp (Brake On/Off) Switch to Stoplamps
93 387 (R/W) HEGO Sensor Heater Voltage Monitor No. 1 to PCM
94 388 (Y/LB) HEGO Sensor Heater Voltage Monitor No. 2 to PCM
95 389 (W/BK) HEGO Sensor Heater Voltage Monitor No. 3 to PCM
96 � Not Used
97 361 (R) Power Output from PCM Relay
98 562 (LB) PCM to Fuel Injector No. 8 Cylinder
99 560 (LG/O) PCM to Fuel Injector No. 6 Cylinder
100 558 (BR/LB) PCM to Fuel Injector No. 4 Cylinder
101 556 (W) PCM to Fuel Injector No. 2 Cylinder or Bank No. 2
102 � Not Used
103 570 (BK/W) Dedicated Ground � PCM
104 � Not Used


Measure resistance between MD circuit at the MD vehicle harness connector and Test Pin 59 (MD) at the breakout box.
Measure resistance between misfire RTN circuit at the MD vehicle harness connector and Test Pin 6 (SIG RTN) at the breakout box.
Are resistance measurements less than 5.0 ohms?

Yes GO to «DK6».

No SERVICE open circuit. REMOVE breakout box.
RECONNECT all components. RERUN «Quick Test».

DK6 CHECK MD FOR SHORT TO POWER
Key off.
MD sensor disconnected.
Breakout box installed, PCM disconnected.
Key on, engine off.
Measure voltage between Test Pin 59 (MD) and Test Pins 51 and 103 (PWR GND) at the breakout box.
Is voltage less than 1.0 volt?
Yes GO to «DK7».

No SERVICE MD circuit for short to power. REMOVE breakout box. RECONNECT all components. RERUN «Quick Test»

DK7 CHECK MD FOR SHORT TO GND
Key off.
Breakout box installed, PCM disconnected.

MD sensor disconnected.
Measure resistance between Test Pin 59 (MD) and Test Pins 51, 103 (PWR GND) and 6 (misfire RTN).

Is each resistance greater than 10,000 ohms?

Yes GO to «DK8».
No SERVICE MD circuit for short to GND or SIG RTN. REMOVE breakout box. RECONNECT all components. RERUN «Quick Test»

DK8 CHECK FOR SHORTS IN PCM
Key off.
MD sensor disconnected.
Breakout box installed.
Connect PCM to breakout box.
Measure resistance between Test Pin 59 (MD) and Test Pins 51, 103 (PWR GND), 71, 97 (VPWR), and 6 (misfire RTN), and 23 (IGN GND) at the breakout box.
Is each resistance greater than 500 ohms?

Yes GO to «DK9».

No REPLACE PCM. REMOVE breakout box. RECONNECT all components. RERUN «Quick Test».

K9 CHECK MD SENSOR OUTPUT
Key off.
Breakout box installed, PCM connected.
Reconnect MD sensor.
DVOM on AC scale (to monitor less than 5.0 volts).
Measure voltage between Test Pin 59 (MD) and Test Pins 51 and 103 (PWR GND) at the breakout box while running engine at varying rpm.

Does AC voltage vary greater than 0.1 volt AC?

Yes REPLACE PCM. REMOVE breakout box. RECONNECT all components. RERUN «Quick Test».

No GO to «DK10».

K10 INSPECT MD SENSOR TRIGGER WHEEL
Is the MD sensor trigger wheel damaged, i.e., loose or misaligned?

Yes REPLACE or SERVICE as required. REMOVE all test equipment. RECONNECT all components. RERUN «Quick Test».

No REPLACE sensor. REMOVE breakout box. RECONNECT all components. RERUN «Quick Test».
.................


Removal1. Disconnect battery negative cable.
2. If engine is a V-8, proceed to next step. On a 4.9L engine, remove engine cooling fan and shroud. Refer to «Section 03-05».
3. Remove attaching screws and timing pointer.
4. Disconnect wiring and remove sensor.
Installation
1. Follow removal procedures in reverse order.
2. Tighten attaching screws to 8-12 N-m (75-105 lb-in).

--
"...The Misfire Detection Sensor is used with a TFI distributor system. The PIP signal generated by the distributor is not accurate enough to detect misfires. Because of this, a dedicated misfire detection sensor is used along with a crankshaft-mounted toothed wheel.
The following vehicles use the MFDS: 4.9L E and F-Series, 5.0L E, F-Series, and Explorer, 5.8L E, F-Series and Bronco, 7.5L E and F-Series
Misfire Detection Sensor Check
Misfire Detection Sensor Check Operation:
DTC P0385 (MFDS) Monitor execution continuous;
The LDR Misfire Monitor uses a low-data-rate crankshaft position signal, (i.e. one position reference signal at 10 deg BTDC for each cylinder event). Distributor ignition systems utilize a dedicated misfire detection sensor.
The PCM calculates crankshaft rotational velocity for each cylinder from this crankshaft position signal. The acceleration for each cylinder can then be calculated using successive velocity values. The changes in overall engine rpm are removed by subtracting the median engine acceleration over a complete engine cycle. The resulting deviant cylinder acceleration values are used in evaluating misfire in the “General Misfire Algorithm
Processing” section below.
On some vehicles, “profile correction” software is used to “learn” and correct for mechanical inaccuracies in crankshaft tooth spacing under de-fueled engine conditions (requires three 60 to 40 mph no-braking decels after Keep Alive Memory has been reset). These learned corrections improve the high-rpm capability of the monitor formost engines. The misfire monitor is not active until a profile has been learned..."

 

[miesk5]

Instrument Panel Squeak, Top Right & Or Left Sides TSB 94-17-08 in 92-94 BRONCO, F SUPER DUTY, F-150-350 SERIES
Source: by Ford
ISSUE:
Some vehicles may exhibit a "squeak" coming from the instrument panel in the upper right and/or left hand corners. This may be caused by instrument panel coming in contact with the cowl top sheet metal.

ACTION:
Remove a small triangular piece of the material from the top right hand and/or left hand side instrument panel. Refer to the following for service details.

SERVICE PROCEDURE
Determine if the squeak is coming from one or both sides of the instrument panel.
Remove the "A" pillar trim moulding(s) as required.
Scribe a line from the side edge to the top edge of the instrument panel as shown in Figure 1.

Figure 1 - Article 94-17-08


Trim the instrument panel, remove and discard the triangular shaped piece(s).
NOTE: DO NOT EXCEED THE MEASUREMENTS OR THE SIZE OF THE PIECE TO BE REMOVED. IT WILL CAUSE A CUSTOMER APPEARANCE CONCERN WHICH MAY RESULT IN THE REPLACEMENT OF THE INSTRUMENT PANEL.

Install the "A" pillar moulding(s) as required.

=======

Popping/Cracking from Dash Pad during Cooling TSB 92-25-09 for Light Trucks, 92-93 Super Duty & F Series
by Ford via Steve83 (Steve, That dirty old truck) at http://www.supermotors.net/registry/media/723386

Publication Date: DECEMBER 2, 1992
LIGHT TRUCK: 1992-93 F SUPER DUTY, F-150-350 SERIES


ISSUE: A sharp "popping/cracking" noise may be heard from the instrument panel. This condition is most noticable on vehicles in warmer climates. The "popping/cracking" is caused by the rubbing of the mating surfaces between the instrument panel and the instrument pad when they are cooled, such as when air conditioning is being used.

ACTION: Eliminate the "popping/cracking" noise by inserting insulating material between the instrument panel and instrument pad. Refer to the following procedure for service details.

SERVICE PROCEDURE
1. Remove the radio.
2. Open and remove the glove box door assembly.
3. Remove the seven (7) nuts retaining the pad assembly to the instrument panel.
NOTE: THE PAD ASSEMBLY MAY BE DIFFICULT TO REMOVE BECAUSE THE PAINT MAY ACT LIKE AN ADHESIVE.
4. Remove the paint residue and other contaminants from the back of the pad assembly.
5. Install insulating tape at eight places on the instrument panel. Refer to figure for locations of tape.
6. Position pad on instrument panel.
7. Install a 3/16" I.D. X 5/8" O.D. X 1/32" to 1/16" thick, zinc coated washer (which can be obtained locally) and a nut on each stud. Hand tighten until snug.
CAUTION: DO NOT USE POWER TOOLS.
8. Install the radio and glove box assembly.

Procure locally, seven (7) 3/16" I.D. X 5/8" O.D. X 1/32" to 1/16" thick, flat steel washers. The washers must be ZINC coated, not oil coated.
Procure polyethylene tape locally. One roll, 2" wide X 72" long, repairs about eight vehicles and costs $8.09 per roll.

Procure tape from:
Walco Corporation
Adhesive Tapes Division
P.O. Box 9
1652 East Sutter Road
Glenshaw. PA. 15116
Attn: Ron Ruddock
Telephone: (412) 486-4400
Fax: (412) 486-6884

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: Eligible Under 12 Months/12,000 Miles

OPERATION DESCRIPTION TIME
922509A Install Insulating Tape 0.6 Hr.

======================


Dash Exploded '92-96
by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors
IF THE IMAGE IS TOO SMALL, click it.

1 - A/C Side Window Demister and Hose (RH) 19E630
2 - A/C Accumulator Tube Support Clip 19B632
3 - A/C Side Window Demister and Hose (LH) 19E630
4 - A/C Registers 19893
5 - Glove Compartment Door Latch Cover 061A40
6 - Glove Compartment 06024
7 - Glove Compartment Bumpers 06115
8 - Glove Compartment Door Latch 106004
9 - Glove Compartment Bumpers N805979-S
10 - Lamp and Catch Assembly 5A563
11 - Pad and Retainer 04282
12 - Power Point 19N236
13 - Steering Column Opening Insulator 01657
14 - Instrument Panel 04320
15 - Duct and Support Assembly 19E726
16 - Defrost Seal Nozzle 18C367
17 - Connector 19E680
18 - Demister Seal 19C901
19 - A/C Seal 19C901
20 - Instrument Panel Center Bracket 047A32

======

TSB 94-15-13 Dash Right Attachment Tab
IF THE IMAGE IS TOO SMALL, click it.
Publication Date: JULY 27, 1994

LIGHT TRUCK: 1992-94 BRONCO, F SUPER DUTY, F-150-350 SERIES

ISSUE: A "rattling" noise may come from the right hand side of the instrument panel. This occurs when the cowl attachment cracks causing the instrument panel to become loose.

ACTION: Install a metal bracket to the right side of the instrument panel to secure instrument panel to cowl. Refer to Instruction Sheet #6551.

NOTE: For steps 1-7 and 16-23, refer to the 1994 Bronco/F-series Service Manual, Section 01-12A, for assistance.

NOTE: It is important for your hands and all equipment to be free of grease or oil since they can degrade plastic parts of the instrument panel, making them weak and less resistant to fracture.

1. Disconnect the battery ground cable.
2. Remove the right and left kick panels (pushpins).
3. Remove the right side windshield garnish molding (Ph#2).
4. Remove the bolt securing the broken right hand lower instrument panel attachment (8mm).
5. Remove the 2 screws connecting the bottom of the instrument panel to the 2 braces (8mm).
6. Remove the 4 instrument panel top attaching screws (7mm).
7. Remove the steering column opening cover (7mm).
8. Loosen (do not remove) the 3 bolts (15mm) securing the left hand instrument panel aluminum brace to the cowl. (Figure 1)
9. Carefully pull the right side of the instrument panel toward the rear of the vehicle. Insert a 2x4 wood block between the back of the instrument panel & the cowl. (Figure 2)
NOTE: Steps 10-17 require eye protection.
10. Grind off the remaining plastic tab on the duct. (Figure 3)
11. Align the new bracket on the duct with the large flange between the duct and the outer skin of the instrument panel. (Figure 4)
12. Insert a 3/8" x 1" bolt through the large hole of the bracket into the duct to locate the bracket into position. (Figure 5)
13. Using the bracket as a template, drill a 1/4" hole through the lower hole of the bracket into the duct. (Figure 6)
NOTE: Make sure the bracket is pressed firmly against the duct before drilling.
14. Attach the bracket at the bottom with a truss-head rivet. (Figure 7)
15. Drill 2 remaining holes, using the bracket as a template, into the right side of the duct and fasten with truss-head rivets. (Figure 8 )
16. Position the instrument panel in its installed location.
17. If needed for clearance, grind tab (Figure 8 ) so it fits to cowl side without forcing into position. The tab is made long to accomodate variations in the body sheet metal.
18. Install attaching bolt finger tight through the bracket into the A-pillar. Do not tighten.
19. Install 4 instrument panel top screws. Torque to 20 in-lb (2.2 N-m).
20. Torque 3 left hand attachment bolts to 22 ft-lb (30 N-m).
21. Install the bottom braces to the instrument panel. Torque bolts to 62 in-lb (7 N-m).
22. Torque right hand bolt in new bracket to 62 in-lb (7 N-m).
23. Install steering column opening cover. Torque screws to 20 in-lb (2.2 N-m).
24. Replace kick panels and right windshield garnish molding.
25. Connect the battery ground cable.

PART NUMBER PART NAME PRICE
F4TZ-1504366-A Instrument Panel Service Kit $30.08 (as of May 2011)
Service Kit (F4TZ-1504366-A) consists of:
One (1) bracket
Three (3) rivets
One (1) Instruction Sheet #6551

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: Eligible Under The Provisions Of Bumper To Bumper Warranty Coverage

OPERATION DESCRIPTION TIME
941513A Install Bracket 1.0 Hr.
======

why stop now?, I have time....

Dash Pad Replacement in 92-96
Source: by miesk5 & hoghappy (Robert) at Ford Bronco Zone Forums
Pad, Instrument Panel Depiction, PN 0482, 92-96 by miesk5
http://www.broncolinks.com/gallery_images/ctrconsoledashinstrpancowlpg841.jpg w/Ford pn

Remove radio using Radio Removing Tool T87P-19061-A or equivalent. it is a U shaped item; use a bent Coat hanger or buy it from Wally Mart, etc. for under $5.
see here;
Radio Removal Tool, Ford pic

& Radio Removal Info for 92-95 by installdr @ http://www.installdr.com/InstallDocs/FLM.asp
Remove glove compartment door finish panel (06036).
Note: If the door and bin assembly is forcibly removed from the hinges, the keeper feature located on the back side of each hinge is designed to break away without harming normal operation.
Depress right and left tabs on side of glove compartment door finish panel (06036) and rotate the door and bin assembly until the keeper feature engages, holding the assembly in the open and fully down position.
If necessary to remove the complete door and bin assembly, pull down and out on the door and bin assembly. Wedge and rotate the blade of a flat-head screwdriver between each hinge and tension tab.
(glove compartment Installation
Position bottom of door assembly on instrument panel.
Rotate door assembly to a closed position. Right and left tabs should be in the opening stop position)
Using the radio and glove box door opening, remove the seven nuts retaining instrument panel pad (04282).
Remove the instrument panel pad from vehicle.

Installation
Follow removal procedures in reverse order.

 

[miesk5]

Instrument Panel Squeak, Top Right & Or Left Sides TSB 94-17-08 in 92-94 BRONCO, F SUPER DUTY, F-150-350 SERIES
Source: by Ford
ISSUE:
Some vehicles may exhibit a "squeak" coming from the instrument panel in the upper right and/or left hand corners. This may be caused by instrument panel coming in contact with the cowl top sheet metal.

ACTION:
Remove a small triangular piece of the material from the top right hand and/or left hand side instrument panel. Refer to the following for service details.

SERVICE PROCEDURE
Determine if the squeak is coming from one or both sides of the instrument panel.
Remove the "A" pillar trim moulding(s) as required.
Scribe a line from the side edge to the top edge of the instrument panel as shown in Figure 1.

Figure 1 - Article 94-17-08


Trim the instrument panel, remove and discard the triangular shaped piece(s).
NOTE: DO NOT EXCEED THE MEASUREMENTS OR THE SIZE OF THE PIECE TO BE REMOVED. IT WILL CAUSE A CUSTOMER APPEARANCE CONCERN WHICH MAY RESULT IN THE REPLACEMENT OF THE INSTRUMENT PANEL.

Install the "A" pillar moulding(s) as required.

=======

Popping/Cracking from Dash Pad during Cooling TSB 92-25-09 for Light Trucks, 92-93 Super Duty & F Series
by Ford via Steve83 (Steve, That dirty old truck) at http://www.supermotors.net/registry/media/723386

Publication Date: DECEMBER 2, 1992
LIGHT TRUCK: 1992-93 F SUPER DUTY, F-150-350 SERIES


ISSUE: A sharp "popping/cracking" noise may be heard from the instrument panel. This condition is most noticable on vehicles in warmer climates. The "popping/cracking" is caused by the rubbing of the mating surfaces between the instrument panel and the instrument pad when they are cooled, such as when air conditioning is being used.

ACTION: Eliminate the "popping/cracking" noise by inserting insulating material between the instrument panel and instrument pad. Refer to the following procedure for service details.

SERVICE PROCEDURE
1. Remove the radio.
2. Open and remove the glove box door assembly.
3. Remove the seven (7) nuts retaining the pad assembly to the instrument panel.
NOTE: THE PAD ASSEMBLY MAY BE DIFFICULT TO REMOVE BECAUSE THE PAINT MAY ACT LIKE AN ADHESIVE.
4. Remove the paint residue and other contaminants from the back of the pad assembly.
5. Install insulating tape at eight places on the instrument panel. Refer to figure for locations of tape.
6. Position pad on instrument panel.
7. Install a 3/16" I.D. X 5/8" O.D. X 1/32" to 1/16" thick, zinc coated washer (which can be obtained locally) and a nut on each stud. Hand tighten until snug.
CAUTION: DO NOT USE POWER TOOLS.
8. Install the radio and glove box assembly.

Procure locally, seven (7) 3/16" I.D. X 5/8" O.D. X 1/32" to 1/16" thick, flat steel washers. The washers must be ZINC coated, not oil coated.
Procure polyethylene tape locally. One roll, 2" wide X 72" long, repairs about eight vehicles and costs $8.09 per roll.

Procure tape from:
Walco Corporation
Adhesive Tapes Division
P.O. Box 9
1652 East Sutter Road
Glenshaw. PA. 15116
Attn: Ron Ruddock
Telephone: (412) 486-4400
Fax: (412) 486-6884

OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: Eligible Under 12 Months/12,000 Miles

OPERATION DESCRIPTION TIME
922509A Install Insulating Tape 0.6 Hr.

======================


Dash Exploded '92-96
by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors
IF THE IMAGE IS TOO SMALL, click it.

1 - A/C Side Window Demister and Hose (RH) 19E630
2 - A/C Accumulator Tube Support Clip 19B632
3 - A/C Side Window Demister and Hose (LH) 19E630
4 - A/C Registers 19893
5 - Glove Compartment Door Latch Cover 061A40
6 - Glove Compartment 06024
7 - Glove Compartment Bumpers 06115
8 - Glove Compartment Door Latch 106004
9 - Glove Compartment Bumpers N805979-S
10 - Lamp and Catch Assembly 5A563
11 - Pad and Retainer 04282
12 - Power Point 19N236
13 - Steering Column Opening Insulator 01657
14 - Instrument Panel 04320
15 - Duct and Support Assembly 19E726
16 - Defrost Seal Nozzle 18C367
17 - Connector 19E680
18 - Demister Seal 19C901
19 - A/C Seal 19C901
20 - Instrument Panel Center Bracket 047A32

======


Dash Pad Replacement in 92-96
Source: by miesk5 & hoghappy (Robert) at Ford Bronco Zone Forums
Pad, Instrument Panel Depiction, PN 0482, 92-96 by miesk5
http://www.broncolinks.com/gallery_images/ctrconsoledashinstrpancowlpg841.jpg w/Ford pn

Remove radio using Radio Removing Tool T87P-19061-A or equivalent. it is a U shaped item; use a bent Coat hanger or buy it from Wally Mart, etc. for under $5.
see here;
Radio Removal Tool, Ford pic

& Radio Removal Info for 92-95 by installdr @ http://www.installdr.com/InstallDocs/FLM.asp
Remove glove compartment door finish panel (06036).
Note: If the door and bin assembly is forcibly removed from the hinges, the keeper feature located on the back side of each hinge is designed to break away without harming normal operation.
Depress right and left tabs on side of glove compartment door finish panel (06036) and rotate the door and bin assembly until the keeper feature engages, holding the assembly in the open and fully down position.
If necessary to remove the complete door and bin assembly, pull down and out on the door and bin assembly. Wedge and rotate the blade of a flat-head screwdriver between each hinge and tension tab.
(glove compartment Installation
Position bottom of door assembly on instrument panel.
Rotate door assembly to a closed position. Right and left tabs should be in the opening stop position)
Using the radio and glove box door opening, remove the seven nuts retaining instrument panel pad (04282).
Remove the instrument panel pad from vehicle.

Installation
Follow removal procedures in reverse order.