***************************************************************************************************************************************************
- Acid Rain/Iron Particle/Industrial Fallout TSB 99-12-10 by Ford for 96
- JUNE 7, 1999
- This TSB article is being republished in its entirety to add vehicles and model years, and to revise the procedure to use Ford brand service parts.
- ISSUE: Ford Motor Company has released a private labeled material to be used for iron particle/acid rain service repairs.
- ACTION: To remove these particles/contaminates, use ONLY the following products and procedure. No polishing, compounding, color sanding, or repainting should be done before this procedure is performed. This procedure uses products that are acidic, alkaline, and neutral and must be properly mixed and used in their specific order. Refer to the following Service Procedure for details.
- SERVICE PROCEDURE
- NOTE: ANY CHANGES TO THIS PROCEDURE WILL CAUSE AN INCOMPLETE OR UNSATISFACTORY REPAIR. THE USE OF ANY OTHER PRODUCT OR PROCEDURE MAY CAUSE DAMAGE TO ALUMINUM OR PAINTED SURFACES.
- NOTE: THE PRODUCTS USED TO REMOVE SURFACE CONTAMINATION FROM PAINT ARE DESIGNED FOR VEHICLES WHICH HAVE EXPERIENCED EXPOSURE FOR LESS THAN 120 DAYS. VEHICLES THAT EXCEED 120 DAYS OF EXPOSURE MAY REQUIRE THE PROCEDURE BE REPEATED TO RESOLVE THE CONCERN. ONCE THIS PROCEDURE IS COMPLETED, IT MAY BE NECESSARY TO PERFORM POLISHING OR REFINISHING PROCEDURES AFTER VEHICLE INSPECTION.
- IDENTIFICATION
- Ferrous metal particles (hot iron dust) are generated by manufacturing facilities, rail shipments, etc. These particles mechanically bond to a vehicle's painted surfaces. Moisture and temperature combine with particles to create a chemical reaction. This reaction creates an acid, causing the iron to corrode and enter the paint surface. Industrial fallout and acid rain generate corrosive compounds that fall on the vehicle's painted surfaces. When subjected to moisture and temperature, chemical compounds are created that etch the paint surface.
- To assist in identifying surface contamination, use a (Tandy-Radio Shack #63-851) 30x lighted magnifier.
- Concern Description
- Ferrous Metal
- Light Colored Vehicles: Small orange stains the size of "mechanical pencil lead." The surface is rough to the touch.
- Dark Colored Vehicles: Small white or silver appearing dots with a rainbow ring around the dot. The surface is rough to the touch.
- Industrial Fallout
- Water spots with ferrous metal are present and the surface is rough to the touch.
- Acid Rain/Etching
- Surface will exhibit irregular discolored spotting.
- Dark colored vehicles may exhibit cloudy or graying spots where the acid has begun to etch the paint.
- Extreme cases of etching will be visible and may be felt.
- Decontamination Procedure
- Use Ford Acid Neutralizer, Alkaline Neutralizer, and Detail Wash to decontaminate and neutralize the paint surface. Perform the procedure only on vehicle when the paint surface temperature is cool. Follow the step-by-step procedure listed below to perform this service operation.
- 1. Rinse off dust, dirt, and debris with cold water. Flush liberally.
- 2. Prepare Acid Neutralizer by mixing 8 parts of water to 1 part Acid Neutralizer in a bucket.
- 3. Use a clean wash mitt and apply mixture of Acid Neutralizer to the entire vehicle starting at the top of the vehicle working toward the side. Keep the vehicle wet with solution, lightly agitating for 5 to 7 minutes. For vehicles with severe conditions, work the product for up to 8 minutes.
- NOTE: USE A SEPARATE MITT FOR EACH PRODUCT. DO NOT INTERMIX MITTS.
- 4. Rinse the vehicle thoroughly with cold water to remove Acid Neutralizer.
- 5. Dry only the horizontal surfaces of the vehicle at this time. Do not dry glass.
- 6. Alkaline Neutralizer is ready to use. Do not mix with water. Pour the contents into a dispenser squirt bottle. Squirt Alkaline Neutralizer directly onto a clean wash mitt. Do not spray Alkaline Neutralizer on the painted surface. Apply the product to the vehicle, keeping the areas wet and lightly agitated for 5 to 7 minutes. For vehicles with severe conditions, work the product for up to 8 minutes.
- 7. Rinse the vehicle thoroughly with cold water.
- 8. Prepare Detail Wash by mixing 29.5 mL (1 ounce) of Detail Wash to 3.7 L (1 gallon) of water.
- 9. Shampoo the vehicle with Detail Wash using a clean wash mitt. Rinse the vehicle with cold water and dry the vehicle completely.
- NOTE: DETAIL WASH IS A HEAVY DUTY NEUTRAL SHAMPOO CONCENTRATE (pH 7) AND MAY BE USED FOR HAND CAR WASHING OR IN AUTOMATIC CAR WASH SYSTEMS.
- Surface Correction Following Decontamination/Neutralization
- 1. Visually inspect paint surface for evidence of removal of ferrous metal particles and water spots.
- NOTE: ACID RAIN DISCOLORING OR ETCHING WILL REQUIRE ADDITIONAL PROCEDURES DEPENDENT ON DEPTH OF DAMAGE; POLISHING, BUFFING, COLOR SANDING, OR IN EXTREME CASES, REFINISHING.
- 2. Do Not Intermix Buffing Products. Use only one manufacturer's products.
- 3. Always follow the manufacturer's product usage sequence. Use the appropriate recommended pad at recommended buffing speeds as specified by the product manufacturer.
- NOTE: WHEN ATTEMPTING TO AFFECT A REPAIR BY BUFFING, POLISHING, OR COLOR SANDING, DO NOT REMOVE AN EXCESS OF 0.3 MIL OF PAINT FILM OR REFINISHING WILL BE REQUIRED. USE OF AN ELECTRONIC MIL GAUGE (ROTUNDA 164-R4025) IS HIGHLY RECOMMENDED TO INSURE CONTROL OF PAINT FILM REMOVAL.
- 4. Use a dual action sander with a Velcro backing plate and a foam pad to fine polish and remove any swirls created by a rotary buffer or pad.
- 5. Use an alcohol and water mixture (1 to 1 ratio) to clean the buffed areas and to verify removal of scratches and swirls before application of the final polish.
OTHER APPLICABLE ARTICLES: NONE
SUPERSEDES: 97-21-3
WARRANTY STATUS: Eligible Under The Provisions Of 12 Month/12,000 Mile Basic Warranty Coverage
LABOR ALLOWANCE
DEALER CODING
OASIS CODES: 106000, 190000
Figure 1 - Article 99-12-10
---------------
- Air Conditioning Insufficient Refrigerant Oil TSB 97-10-5 by Ford for 93-96
- MAY 12, 1997
- This TSB article is being republished in its entirety to include 1997 F-Series.
- ISSUE: Some vehicles may exhibit air conditioner compressor failure due to an insufficient amount of refrigerant oil in the system.
- ACTION: Whenever service is required on the A/C system, add the appropriate refrigerant oil to the system. Refer to the following Service Procedure for details.
- NOTE: USE MOTORCRAFT YN-9 REFRIGERANT COMPRESSOR OIL FOR 1993 MODELS EQUIPPED WITH AN R-12 SYSTEM. FOR 1994 AND LATER MODELS USING AN R-134a SYSTEM, USE MOTORCRAFT YN-12-B POLYALKYLENE GLYCOL (PAG) REFRIGERANT COMPRESSOR OIL.
- SERVICE PROCEDURE
- 1. Remove all refrigerant from the A/C system using the appropriate R-12 or R-134a refrigerant recovery equipment following the manufacturer's operating instructions.
- 2. Service the A/C system as required.
- 3. Check for Modification Label indicating additional refrigerant oil is already in place.
- 4. If no label was found, add additional clean refrigerant oil (over and above the amount of oil required for the system being serviced). The oil may be poured directly into the accumulator assembly or it may be injected by the refrigerant charging station, if so equipped.
- 5. Recharge the A/C system using the appropriate refrigerant.
- Obtain an Authorized Modifications Decal (FPS 8262 - orderable through DOES II, 25/pkg) and list the date, dealer number, and summary of alterations performed. Select a prominent place adjacent to the Vehicle Emission Control Information Decal suitable for installing the Authorized Modifications Decal. Clean the area, install the decal, and cover it with a clear plastic decal shield.
- OTHER APPLICABLE ARTICLES: NONE
- SUPERSEDES: 96-22-6
- WARRANTY STATUS: INFORMATION ONLY
- OASIS CODES: 208000, 208200, 208999
- -----------------------------
- Automatic Hub Lock, Ratcheting Noise - Self-Engagement of, TSB 97-6-28 by Ford for 95-96
- Date: 03/17/97
- Noise - "Ratcheting" - Front Axle - 4x4 - Self-Engagement Of Automatic Hub Locks - Bronco, F-150 And F-250 Under 8500 # GVW
- Axle - 4x4 - "Ratcheting" Noise - Self-Engagement Of Automatic Hub Locks - Bronco, F-150 And F-250 Under 8500 # GVW
- ISSUE: A "ratcheting" noise from the front axle and/or a self-engagement of the automatic hub locks may occur on some vehicles. This may be caused by a combination of high axle motoring torque and hub locks that require little torque input to engage.
- ACTION: Reduce the axle motoring torque by replacing the differential side gear thrust washers and adjusting the pinion pre-load. This procedure will reduce the axle motoring torque to a level below the required hub lock torque to engage. Refer to the following Service Procedure for details.
- NOTE: the front axle should be "broken-in" for 402 km (250 miles) prior to proceeding with additional diagnosis or repairs. To break-in the front axle, engage four-wheel-drive, drive forward and then shift out of four-wheel-drive without disengaging the hub locks. Driving with the hubs engaged will break-in the axle. If the vehicle is backed up during this time period, the hub locks will disengage and will have to be engaged again by repeating this procedure.
- SERVICE PROCEDURE:
- Remove the front drive shaft and tie a 12-pound test monofilament fish line between the front output yoke of the transfer case and the round locator hole on the side of the transfer case (Figure 1). Drive the vehicle in two-wheel-drive with the hubs unlocked for a minimum of 3 km (2 miles), including some lock-to-lock figure eight turns. Refer to the following two conditions.
- If the fish line breaks, the concern is being generated by the transfer case. It will require further diagnosis and possible repair. Refer to Section C - Transfer Case Diagnosis And Repair of this article.
- If the fish line did not break, proceed to Section A - Measure The Motoring Torque Of The Front Drive Axle of this article and follow through all of the service procedure until the concern is resolved.
- -----------------------------
- Brake Shift Interlock, Inadvertent Disablement TSB 99-13-9 by Ford for 94-96
- ISSUE: Corporate, municipal, or police fleets may have had their 1992-1999 Ford Motor Company vehicle modified to flash the brake lamps whenever the police lights or other aftermarket lights are turned on, which may disable the brake shift interlock. The brake shift interlock is a feature that prevents the vehicle from being shifted from Park unless the brake pedal is depressed. Disabling of the brake shift interlock feature may enable the operator to inadvertently apply the accelerator instead of the brake pedal and simultaneously shift from Park to a Drive gear.
- ACTION: As appropriate, dealers should advise owners (including corporate, municipal, and police agencies) that any vehicle that has been modified with a connection to the brake circuit, or that electrically interfaces with the brake lamps in any manner, should be disconnected IMMEDIATELY and the emergency lighting system should be modified in a manner that does not interfere with normal vehicle operation or the brake shift interlock. In addition, if the high-mount stoplamp flashes when the police lights are on, the modification does not conform with Federal Motor Vehicle Safety Standard (FMVSS) 108 which requires that the high-mount stoplamp only illuminate when applying the brakes.
- Installation of warning lights should only be performed with a completely separate electrical system, without connection to any existing vehicle wiring. Connection of aftermarket electrical equipment into the brake lamp circuit or any other circuit which is connected to the Powertrain Control Module (PCM), anti-lock brake computer, air bag system, or any other vehicle system, will cause vehicle malfunction.
- OTHER APPLICABLE ARTICLES: NONE
- WARRANTY STATUS: INFORMATION ONLY
- OASIS CODES: 203000, 203200, 205000, 301000, 503300
- -----------------------------
- Child Safety Seat, Tether Attachment, Bronco; 80-96
- Part # for rear seat center Kit is F2TZ-98613D74-A (Kit - CHILD SE);
Dealer will order it if not in stock & it is Free
Ford will pay their dealers to install tether anchors (Program R7C);
One thAng tho; in the Service Instructions, Ford has one error, in this paragraph: "Locate the rear seat cushion latch and the rear seat back latch striker (62440). The rear bolt holding the rear seat back latch striker to the floor pan is the bolt ____ (Ford forgot to include "hole" here; & the Kit contains a new Bolt that is slightly longer than this original bolt) used for mounting the tether strap bracket (refer to illustration). Refer to Tether Strap Attachment for the Second Row Center Seating Position in this section. - General Instructions
- Read these instructions carefully prior to installation of the child tether strap anchor kit. (Refer to kit content.)
- Some manufacturers make child safety seats with a tether strap that goes over the back of the vehicle seat and attaches to an anchoring point behind the vehicle seat.
- Ford recommends placement of tethered child safety seats in a rear seating position with the tether strap attached to the tether anchoring point as shown.
- If a tethered child safety seat is installed in the front seat, Ford recommends the center front seating position, with the tether strap secured to the center rear lap belt tongue or to the webbing of the buckled center rear lap belt behind the child safety seat. The front, right-hand seating position may be used if it is the only seating position available.
WARNING: FAILURE TO FOLLOW
THESE PRECAUTIONS COULD INCREASE THE CHANCE AND/OR SEVERITY OF INJURY IN
AN ACCIDENT.- This vehicle has provisions to attach a tether anchorage in the front,
right-hand and all second row seating positions. It is easiest to
install a tether anchor at the second row, rear, center seating
position.
Tether Anchor Kit Parts
- Item
- Part Number
- Description
- 1
- —
- Thread Lock
(Part of 613D74) - 2
- —
- Instructions (Part of 613D74)
- 3
- N605533-S40
- Bolt, Tether Anchor
(Do Not Substitute) - 4
- —
- Tether Anchor Plate
(Part of 613D74) - 5
- —
- Tether Bracket, Black
(Part of 613D74) - 6
- —
- Tether Bracket, Chrome (Part of 613D74)
- A
- —
- Tighten to 16-24 Nm
(12-18 Lb-Ft) - Locating
- Tether Strap Anchor Drill Dimples for the Front Right-Hand Seating Position
-
- The second row bench seat must be removed to gain access to the tether anchor installation area beneath the carpet.
-
- To remove the rear fold-down seat:
-
- Unlock the rear seat cushion latch and fold the seat forward.
-
- Remove the rear seat cushion torsion bar. Release it from the right-hand rear seat cushion pivot bracket (60520) by pushing forward and up.
-
- Remove the spring retainers and the hinge pivot pins from both the rear seat cushion pivot brackets.
-
- Remove the seat assembly.
-
- Remove the front bolts that fasten the rear seat cushion pivot brackets to the floor.
-
- Remove the plug buttons from the springs. Remove the bolts from the springs. Remove the springs, the washers and the retainers from the rear seat cushion pivot brackets.
-
- NOTE: Pulling the floor carpet back reveals a colored (51mm x 51mm) 2 inch x 2 inch square box with a large block letter T inside of it. This marks the approximate area of the floor where the drill dimple is located.
- Lift front flap of the floor carpeting and pull it back to expose the drill dimple provided for location of the drilling point.
-
- Locate the drill dimple. It is approximately 14.3 cm (5-5/8 in.) toward the center of the vehicle from the front RH rear seat cushion pivot bracket bolt hole location. A letter T is stamped next to the drill dimple to aid find its location.
-
- Refer to Instructions for Installing Tether Strap Anchor in this section.
Removing the Rear Fold-Down Seat
- Item
- Part Number
- Description
- 1
- 67412
- Latch, Rear Seat Cushion
- 2
- 387871-S2
- Bolt, Rear Seat Cushion Pivot Bracket
- 3
- 387871-S2
- Bolt, Rear Seat Back Latch Striker
- 4
- 111B42
- Rear Floor Pan Opening Cover Plate
- 5
- 62440
- Rear Seat Back Latch Striker
- 6
- 388092-S2
- Spring Retainer
- 7
- 63120
- Rear Seat Cushion Spring
- 8
- 63022
- Hinge Pivot Pin
- 9
- 67438
- Spring
- 10
- 60520
- Rear Seat Cushion Pivot Bracket
- 11
- 604K22
- Rear Seat Cushion Torsion Bar
- 12
- 378444-S
- Plug
- 13
- 387871-S2
- Bolt, Spring
- A
- —
- Tighten to 54-81 Nm
(40-60 Lb-Ft)
- Tether Strap Anchor Drill Dimples for the Second Row Right-Hand and Left-Hand Seating Positions, Bronco
-
- Lower the tailgate. Remove the attaching screws retaining the rear floor scuff plate to the body.
-
- Fold the rear bench seat forward.
-
- Fold back the rear floor carpet and lift the carpet assembly to expose the floor sheet metal. (Refer to illustration.)
-
- From inside the cargo area, locate the two (2) drill dimples (one for each side of the vehicle) in the floor near the embossed letter T. The drill dimples are located approximately 44.4 cm (17.5 in.) from the rear striker bolt. (Refer to illustrations.)
-
- Refer to Instructions for Installing Tether Strap Anchor in this section.
- Tether Strap Anchor Drill Dimples for the Second Row Rear Center Seating Position ONLY
-
- Locate the rear seat cushion latch and the rear seat back latch striker (62440). The rear bolt holding the rear seat back latch striker to the floor pan is the bolt (HOLE) used for mounting the tether strap bracket (refer to illustration). Refer to Tether Strap Attachment for the Second Row Center Seating Position in this section.
Removing the Rear Fold-Down Seat
- Item
- Part Number
- Description
- 1
- 67412
- Latch, Rear Seat Cushion
- 2
- 387871-S2
- Bolt, Rear Seat Cushion Pivot Bracket
- 3
- 387871-S2
- Bolt, Rear Seat Back Latch Striker
- 4
- 111B42
- Rear Floor Pan Opening Cover Plate
- 5
- 62440
- Rear Seat Back Latch Striker
- 6
- 388092-S2
- Spring Retainer
- 7
- 63120
- Rear Seat Cushion Spring
- 8
- 63022
- Hinge Pivot Pin
- 9
- 67438
- Spring
- 10
- 60520
- Rear Seat Cushion Pivot Bracket
- 11
- 604K22
- Rear Seat Cushion Torsion Bar
- 12
- 378444-S
- Plug
- 13
- 387371
- Bolt, Spring
- A
- —
- Tighten to 54-81 Nm
(40-60 Lb-Ft)
- Item
- Part Number
- Description
- 1
- 387871
- Bolt, Rear Seat Back Latch Striker
- 2
- 383493-S2
- Washer
- 3
- 62440
- Rear Seat Back Latch Striker
- 4
- —
- Tether Bracket, Black
(Part of 613D74)
- A
- —
- Tighten to 54-81 Nm
(40-60 Lb-Ft)
- Installing, Bronco
- Tether Strap Anchor Attachments for the Front Right-Hand and Rear Outboard Seating Positions ONLY
-
- From inside the cargo area, drill a 9mm (.354 in.) hole through the desired dimple(s). Verify, before drilling the hole through the floor pan, that the drill will not damage any underbody components. Refer to the following illustrations.
-
- NOTE: Do not install the black-colored tether bracket at any location not specified in the instructions included with the kit.
- An assistant will be needed underneath the vehicle to attach the tether anchor. Before installing the tether hardware, read the instructions on the package containing thread locking material, then open the capsule and apply thread locking material to all threads on the tether attachment bolt. Install the child tether hardware as shown in the following illustrations. It is important that the tether attachment bolt be torqued to 16-24 Nm (12-18 lb-ft).
-
- WARNING: THE TETHER
BRACKET MUST BE BOLTED DIRECTLY TO THE FLOOR SHEET METAL. INTERIOR
TRIM MUST NOT BE TRAPPED BETWEEN THE ANCHOR AND THE SHEET METAL.
FAILURE TO PROPERLY INSTALL THE ANCHOR COULD RESULT IN IMPROPER
PERFORMANCE IN THE EVENT OF AN ACCIDENT.
- WARNING: THE THREADED
HOLE IN THE TETHER ANCHOR HAS AN 8MM METRIC THREAD. A WRENCH WILL BE
NEEDED TO TIGHTEN THE 8MM BOLT TO THE REQUIRED TORQUE. SOME CHILD
RESTRAINTS COME WITH A NON-METRIC BOLT WITH A DIFFERENT THREAD. DO
NOT USE A NON-METRIC BOLT AS IT MAY BE IMPOSSIBLE TO SCREW IT ALL
THE WAY INTO THE HOLE, RESULTING IN INADEQUATE RETENTION OF THE
CHILD RESTRAINT. USE ONLY THE METRIC ANCHOR BOLT SUPPLIED IN THIS
KIT. IF YOU NEED A REPLACEMENT METRIC BOLT OR ASSISTANCE, ANY FORD
DEALER WILL BE HAPPY TO ASSIST YOU.
- WARNING: IF THE ANCHOR
BOLT(S) ARE EVER REMOVED, THE HOLE(S) IN THE FLOOR MUST BE SEALED TO
PREVENT THE POSSIBILITY OF EXHAUST FUMES ENTERING THE PASSENGER
COMPARTMENT.
- Refer to Cutting the Carpet in this section.
- Floor Pan Installation, Typical
- Item
- Part Number
- Description
- 1
- —
- Thread Lock Application
(Part of 613D74)
- 2
- N605533-S40
- Bolt, Tether Anchor
(Do Not Substitute)
- 3
- 11215
- Rear Floor Pan
- 4
- —
- Tether Anchor
(Part of 613D74)
- 5
- —
- "T" Reference Point
(Part of 11215)
- 6
- —
- 9mm (0.354-In.) Hole Location
- 7
- —
- Tether Bracket, Chrome (Part of 613D74)
- A
- —
- Tighten to 16-24 Nm
(12-18 Lb-Ft)
- Tether Strap Anchor Attachment for the Second Row Center Seating Position, Bronco
-
- With the rear seat folded forward, remove the bolt retaining the rear seat back latch striker to the floor pan sheet metal.
-
- Before installing the tether hardware, read the instructions on the package containing the thread locking material, then open the capsule and apply thread locking material to all threads on the tether attachment bolt.
-
- NOTE: Use the black-colored tether strap bracket at THIS LOCATION ONLY.
- Assemble the bolt, black tether bracket and washer. The black tether bracket must be pointing rearward and assembled as shown.
-
- Install the bolt assembly and torque the bolt to 54-81 Nm (40-60 lb-ft).
- Item
- Part Number
- Description
- 1
- 387871
- Bolt, Rear Seat Back Latch Striker
- 2
- 383493-S2
- Washer
- 3
- 62440
- Rear Seat Back Latch Striker
- 4
- —
- Tether Bracket, Black
(Part of 613D74)
- A
- —
- Tighten to 54-81 Nm
(40-60 Lb-Ft)
- Cutting the Carpet
- Front Right-Hand and Rear Outboard Seating Positions (After Tether Bracket Has Been Installed)
-
- Pull back the carpet and find the 51 x 51mm (2 x 2 in.) colored square below the carpet. The colored square is the approximate location of the required cut-out in the carpet. Using the colored square as a guide, establish the location where a 51 x 51mm (2 x 2 in.) cut-out in the carpet will expose the chrome tether bracket. Cut the carpet as shown in the following illustrations.
-
- Refer to Installing the Seat and Trim in this section.
RH Front Installation, Typical
- Installing the Seat and Trim
-
- If the rear fold-down seat was removed, install the seat as follows.
-
- Align the holes in the rear seat cushion pivot bracket with the holes in the floor pan. Put a washer and a retainer in the bottom of each spring. Place the assembly so the retainers are on the rear seat cushion pivot bracket. Install the bolts through the springs and tighten to 54-81 Nm (40-60 lb-ft).
-
- Install the remaining bolts and washers that fasten the brackets to the floor. Tighten to 54-81 Nm (40-60 lb-ft).
-
- Put the seat assembly in position and install the hinge pivot pins and spring retainers.
-
- Install the rear seat cushion torsion bar.
-
- Check the seat for correct operation.
-
- Return the folding rear seat to the upright position and make sure it is latched in place.
-
- Position the rear floor carpeting and the trim.
-
- WARNING: FOLLOW THE
CHILD SEAT MANUFACTURER'S INSTRUCTIONS TO ATTACH THE TETHER STRAP TO
THE TETHER BRACKET.
- Install the tailgate scuff plate if it was removed.
- Installing the Rear Fold-Down Seat
- Item
- Part Number
- Description
- 1
- 67412
- Latch, Rear Seat Cushion
- 2
- 387871-S2
- Bolt, Rear Seat Cushion Pivot Bracket
- 3
- 387871-S2
- Bolt, Rear Seat Back Latch Striker
- 4
- 111B42
- Rear Floor Pan Opening Cover Plate
- 5
- 62440
- Rear Seat Back Latch Striker
- 6
- 388092-S2
- Spring Retainer
- 7
- 63120
- Rear Seat Cushion Spring
- 8
- 63022
- Hinge Pivot Pin
- 9
- 67438
- Spring
- 10
- 60520
- Rear Seat Cushion Pivot Bracket
- 11
- 604K22
- Rear Seat Cushion Torsion Bar
- 12
- 378444-S
- Plug
- 13
- 38771-S2
- Bolt, Spring
- A
- —
- Tighten to 54-81 Nm
(40-60 Lb-Ft)
- Cruise (Speed) Control (Vacuum ) TSB 90-25-12 by Ford for 86-91 Aerostar, Bronco, Econoline, Explorer, F-150, F-250, F-350, Ranger & cars
- NOTE:
THE DIAGNOSTIC INFORMATION ON THE FOLLOWING PAGES WILL APPLY TO THE STAND ALONE AND INTEGRATED VEHICLE SPEED CONTROL SYSTEMS UNLESS A SPECIFIC VEHICLE TYPE IS REFERENCED. - Before performing speed control diagnosis, the customer concern should be verfied. Occasionally, the customer does not completely understand operation of the speed control system. If this is the case, the customer should be referred to the Owner Guide for complete speed control operating instructions.
- Most misunderstanding involves operation of the RESUME feature. RESUME should be used to return to a previously set speed after speed control operation has been interrupted. The RESUME feature will not operate if the vehicle speed has been lowered through use of the COAST button. The release of the COAST button sets the new lower speed into the control memory. Also, RESUMEwill not work if the vehicle speed is below the minimum speed control operating speed of about 30 mph (48 km/h).
- The RESUME function for the Stand-Alone Speed Control System may not activate with a momentary tap of the RESUME button. The RESUME button must be held down for a short time to make sure of engagement.
- Speed drops of more than 1 or 2 mph may occur while in speed control operation on grades or under other load conditions. This is especially true on vehicles that are equipped with automatic overdrive transmissions or with manual 5 speed transmissions. These speed drops are due to limited engine power available in the overdrive (or the highest gear of a manual transmission) mode of operation. Under heavy load conditions, such as hilly or mountainous areas or during trailer tow, the vehicle speed may drop even more. When speed drops of 10 - 13 mph (16 - 21 km/h) occur the speed control system will, by design, automatically disengage.
Systems- The speed control system obtains vehicle speed information from the vehicle speed sensor. In most cars and trucks the sensor is mounted on the transmission or in-line with the speedometer cable. The sensor is driven from gearing in the transmission. On 1986-90 Lincoln Town Car, Crown Victoria, Grand Marquis and Mark VII vehicles the speed signal comes from a speed sensor located in the Electronic Instrument Cluster. If the speedometer system is erratic or inoperative, it must be serviced before the speed control system is evaluated.
- Does the horn work? If not, check the horn circuit fuse, horn relay and horn circuit wiring.
- Do the stoplamps light when the brake pedal is depressed? If not, check the stop lamp circuit fuse, stoplamps, wiring and stop lamp switch.
- Look for loose or unseated connector pins.
- Check for broken wires at the connectors.
- Disconnected or cut vacuum hose from the servo to the manifold source.
- Loose or disconnected electrical connector, or broken wire.
- Loose, or cracked plastic elbow at the servo.
- Disconnected, or loose, dump valve hose at the servo.
- Misadjusted Bowden cable/bead chain. If misadjustment is suspected due to set speed error or excessive speed drop, the cable or chain should be readjusted.
- Cable loose, or not connected to the engine bracket (screw loose or missing).
- Hose pinched or not connected to the dump valve.
- Dump valve is not fully seated into the retaining clip in the brake pedal support bracket.
- Check the dump valve adjustment. Readjust the dump valve if the yellow plunger is extended more than 1/4" when the brake pedal is not depressed.
- Defroster Poor Performance TSB 98-3-18 by Ford for 92-96
- FEBRUARY 16, 1998
- This TSB article is being republished in its entirety to include 1992-96 Bronco.
- ISSUE: Defroster performance can be enhanced by reducing air leakage between the defroster nozzle and the dash panel seal.
- ACTION: Install a Defroster Nozzle Seal Kit. The seal kit should reduce the amount of lost air flow and enhance defroster performance. Refer to the following Service Procedure for details.
- SERVICE PROCEDURE
- 1. Remove the instrument panel cover as outlined in the appropriate Service Manual.
- 2. Install the defroster seals as shown in Figure 1.
- Figure 1 - Article 98-3-18
- 3. Reinstall the instrument panel cover.
- 4. Verify proper operation of the Fresh/Recirc door following the procedures outlined in the appropriate Service Manual.
- 5. Verify proper A/C refrigerant system operation following procedures outlined in the appropriate Service Manual.
- 6. Verify no plugged A/C condensate drain tube or excessive moisture inside of the vehicle.
- OTHER APPLICABLE ARTICLES: NONE
- SUPERSEDES: 98-1-22
- WARRANTY STATUS: Eligible Under The Provisions Of Bumper To Bumper Warranty Coverage
- LABOR ALLOWANCE
- DEALER CODING
- OASIS CODES: 208000, 208300, 208999
- -----------------------------
- Door, Side, Wind Noise TSB 99-6-5 by Ford for 94-96
- MARCH 23, 1999
- This TSB article is being republished in its entirety to add model year coverage and specify a standard door weatherstrip service push pin.
- ISSUE: Wind noise from the side doors may be heard on some vehicles. This may be caused by the door weatherstrip seal. This TSB article provides Service Tips for correcting this concern.
- ACTION: Diagnose and repair any windnoise from door weatherstrip concerns using the following Wind noise Service Tips.
- WIND NOISE SERVICE TIPS
- DO NOT REPLACE THE WEATHERSTRIP UNLESS IT IS:
- Torn, Ripped, Cut, Deteriorated excessively, Material defect/abnormalities, or
- TSB specifies the replacement of the weatherstrip
- NOTE: REPLACEMENT SHOULD BE DUE TO NORMAL USE, NOT DUE TO CUSTOMER MISUSE.
- WEATHERSTRIP WINDNOISE OR APPEARANCE SERVICE TIPS
- The following text explains attachment methods for Ford Motor Company's generic repair standards for loose and/or misaligned weatherstrips.
- Flanges are typically used on the body opening where weatherstrip retention fins grab onto each side of the sheet metal flange to retain the weatherstrip with a press fit. In cases where these weatherstrips become loose and/or misaligned, they can be reinstalled by pressing the locking retention fins back onto the sheet metal flange and stretching to provide better retention around corners. If the weatherstrip retention fins or metal carrier become damaged, it is also required that the U-section be carefully bent back into the proper shape to properly lock onto the sheet metal flange. Once replaced, check the weatherstrip for proper retention. If required, Weatherstrip and Rubber Adhesive (E8AZ-19552-A or equivalent meeting Ford specification ESB-M2G14-A) should be applied to the inside of the weatherstrip U-section to bond with the sheet metal flange for proper retention force.
- Sheet Metal C-Channels are typically used on the upper perimeter of the door assembly or body panel to hold the weatherstrip molded base inside the C-channel. In cases where these weatherstrips pop out of the channel, repair by first removing the weatherstrip from the entire channel, and reassemble by sliding the molded base back into the channel. If the sheet metal channel has been damaged, it is also required that the C-channel be carefully bent back into the proper shape to retain the weatherstrip molded base.
- Push Pins are typically used on the lower perimeter of the door assembly attached to the weatherstrip. They are press fit into sheet metal holes for retention. Push pins can be gently removed by pulling the actual pin normal to the surface, out of the hole, and reinserted without damage. If a push pin is damaged, it should be replaced by first removing the existing push pin. Then, the base of a new push pin should be inserted into the weatherstrip hole, and finally press fit into the corresponding sheet metal hole. All door perimeter weatherstrip push pins should be repaired using Ford standard N806340-S.
- Rivets are used to attach some weatherstrips to the sheet metal body. In cases where a rivet becomes loose, the entire rivet should be removed and replaced with a new rivet.
- Adhesive Tape is used to adhere smaller weatherstrip sections to the painted sheet metal surface. All surfaces must be clean and dry before any weatherstrip reattachment is performed. Adhesive tears should be reattached to the painted surface using general purpose Instant Adhesive (E8AZ-19554-A or equivalent).
- VERIFICATION
- 1. If the weatherstrip is not attached properly, reattach it correctly.
- 2. If the condition of the weatherstrip is good and it is attached properly, test drive the vehicle to diagnose the root cause of the windnoise. Verify the sealing contact between the door and the weatherstrip is sufficient with the 3X5" Card Test or a Chalk Test found in this TSB article.
- 3. If sealing contact between the weatherstrip and the door is the root cause of the windnoise, readjust the doors to contact the weatherstrips.
- NOTE:
- WEATHERSTRIP REPAIRS SHOULD NOT CREATE UNACCEPTABLE DOOR CLOSING EFFORTS, WINDNOISE CONCERNS, OR WATER LEAK CONCERNS WITH THE DOOR SYSTEM.
- 3X5" CARD TEST
- 1. Insert a 3x5" card between the door and the weatherstrip at the base of the A-pillar with the door closed.
- 2. Run the card up along the A-pillar.
- If the card easily moves at any location along the A-pillar, then the sealing contact between the door and the weatherstrip is insufficient and the door should be adjusted to increase the sealing contact. This test can only be used to evaluate the A-pillar sealing contact at the margin. To evaluate sealing contact of the primary and secondary weatherstrips, a Chalk Test must be performed.
- CHALK TEST
- 1. Lightly and evenly spray the sheet metal sealing surface of the door and body with a tracing powder (chalk spray).
- 2. Gently close the door, applying pressure only at the latch to prevent overslam (which will give an inaccurate reading).
- 3. Open the door and inspect the seals for degree of compression and possible skips.
- To provide adequate sealing contact, the weatherstrip-to-sheet metal contact should provide a tracing powder footprint width of 4-6mm on the weatherstrips. Any skips or tracing powder footprints less than 3mm in width indicate insufficient door-to-weatherstrip sealing contact and the door should be adjusted to increase the sealing contact.
- DOOR ADJUSTING
- Refer to Figure 1 and Figure 2.
- 1. The upper and lower door hinges provide sufficient in/out adjustment to increase door contact with the dynamic weatherstrips. The door should not be pried or forced into alignment. To properly correct the door fit to the weatherstrips, the door striker and/or hinge bolts to the door must be loosened and adjusted to perform the alignment procedure. Note that the door striker only controls the in/out location of the door at the rear latch area. The hinges control the in/out location of the door at the front, and the overall tip or tilt of the door when viewed from the front or rear.
- 2. Review the overall fit of the door to the surrounding panels, and the amount of compression of the weatherstrip at all locations around the door. The fitting procedure is mastered sequentially from the rear of the vehicle to the front:
- l from the quarter panel to the rear door
- l from the rear door to the front door
- l then the front door to the fender
- All mating surfaces should be reviewed and, if necessary, refit starting with correcting the rear door to the quarter panel and working forward.
- 3. The door should be adjusted to obtain proper seal compression while maintaining a good door fit. An adjustment may be required only at one hinge. For example: if the top of the door is outboard, causing a lack of seal compression around the upper door frame area, and the fit of the lower part of the door is good to the adjacent panels, an inward adjustment at only the upper hinge would be appropriate (refer to Step 5). Note that adjustments to the rear door may require additional adjustments to the front door, and then also possibly to the front fender to maintain the proper panel fit and alignment.
- 4. The rear of the door should be set in/out with the striker to align at the door latch area with the mating panel. If the upper or lower part of the door doesn't align to the adjacent panel, the amount of door tip must be corrected by adjustment at the hinges in order to get both the upper and lower surfaces of the door aligned or flushed to the adjacent panels.
- 5. The in/out setting at the front of the doors is controlled by the hinge adjustment.
- l It should be set to obtain the proper amount of seal contact, which can be determined using the 3X5" Card Test or the Chalk Test.
- l As a guideline, if there is insufficient weatherstrip contact of the door, the hinge(s) should be adjusted 2-4mm inboard. This is accomplished by loosening the hinge-to-door bolts just enough to permit movement of the door with a padded pry bar.
- l Only one hinge should be adjusted at a time. The other tight hinge helps to prevent any drastic door movement (which may result due to the weight of the door) which will result in a complete door refitting for both up/down as well as in/out positions.
- l The amount of movement can be determined by outlining the hinge mounting area on the door prior to adjustment, and measuring the hinge movement relative to this outline after adjustment. A 2-4mm adjustment should be sufficient to return the door to within its nominal operating range.
- 6. Finally, the door closing effort should be checked to be sure the seal compression has not increased so much that a closing effort concern has been created. If the efforts are unacceptably high, the door may have been moved excessively inward, and should be refitted outward to a location that balances the seal compression for windnoise with closing efforts. It may be necessary to perform another 3X5" Card Test or Chalk Test to verify the final seal compression.
-
- OTHER APPLICABLE ARTICLES: NONE
- SUPERSEDES: 98-18-5
- WARRANTY STATUS: INFORMATION ONLY
- OASIS CODES: 110000, 701000
-
- Figure 1 - Article 99-6-5
-
- Figure 2 - Article 99-6-5
- --------------------
- Fuel Pressure Regulator (FPR) Delay TSB 93-22-14 by Ford for 90-93
- This TSB article is being republished in its entirety to include calibration 1-52J-R00 and to correct a typographical error in calibration 0-51H-R00.
- CALIBRATION:
- 0-51R-R00, 0-51R-R02, 0-51F-R00, 0-51F-R02, 0-51H-R00, 0-51H-R02, 0-51G-R00, 0-51G-R02, 0-51E-R00, 0-51E-R02, 0-52L-R00, 0-52L-R02, 0-52R-R00, 0-52R-R02, 0-52S-R00, 0-52S-R02, 0-52Q-R00, 0-52Q-R02, 0-52K-R00, 0-52K-R01, 0-52K-R10, 0-52J-R00, 0-52J-R01, 0-52H-R00, 0-71J-R00, 0-71J-R01, 0-71J-R02, 0-72J-R00, 0-72J-R02, 1-51R-R00, 1-51F-R00, 1-51H-R00, 1-51G-R00, 1-51E-R00, 1-52L-R00, 1-52R-R00, 1-52S-R00, 1-52Q-R00, 1-52K-R00, 1-52J-R00, 1-52H-R00, 1-71J-R00, 1-72J-R00, 2-51R-R00, 2-51F-R00, 3-51F-R00, 2-51H-R00, 2-51G-R00, 2-51E-R00, 2-52L-R00, 2-52R-R00, 2-52S-R00, 2-52Q-R00, 2-52K-R00, 2-52J-R00, 2-52H-R00, 1-71J-R10, 1-72J-R10, 2-72M-R00
- WARNING:
- THIS MODIFICATION IS AUTHORIZED ONLY FOR THE LISTED ENGINE. PERFORMING THIS MODIFICATION ON OTHER ENGINE CALIBRATIONS IS UNAUTHORIZED AND COULD CREATE LIABILITY UNDER APPLICABLE FEDERAL OR LOCAL LAWS.
- ISSUE: A stall may occur in NEUTRAL or PARK on initial start-up, within 15 seconds, as the engine RPM is coming off fast idle. This occurs because of insufficient fuel pressure on the cold start.
- ACTION: Install a ported vacuum switch in the heater inlet hose to delay vacuum to the fuel pressure regulator and boost fuel pressure. Refer to the following procedure for service details.
- SERVICE PROCEDURE
- 1. Confirm that the vehicle has been properly maintained. Verify a pass code 11 or 111 in EEC IV Self Test.
- 2. Confirm no other concerns are present such as ignition, fuel pressure, air intake, exhaust, etc. After all these areas have been checked and no other concerns exist, then proceed to Step 3.
- 3. Install an 85° F (29° C) ported vacuum switch (D5VY-9D473-B) in the heater inlet hose to delay vacuum to the fuel pressure regulator, boosting fuel pressure about 10 PSI on the cold start.
- a. Cut the heater inlet hose about 12" (305 mm) from the inlet tube on the the thermostat housing, Figure 1.
- Figure 1 - Article 93-22-14
- b. Install tee assembly (F2TZ-18B402-A) and clamp both sides, Figure 1. Install switch into truck.
- c. Install a 12" (305 mm) piece of 5/32" (4mm) vacuum hose to the lower fitting (labeled S) of the ported vacuum switch. Using a vacuum elbow fitting (387065-S), connect it to the red vacuum line that goes to the fuel pressure regulator, Figure 1.
- d. Add another 12" (305 mm) piece of 5/32" (4mm) vacuum hose to the top fitting (labeled E) of the ported vacuum switch. Connect it to the fuel pressure regulator.
- 4. Install a fuel pressure gauge and verify that the fuel pressure drops about 10 PSI, at idle, when the engine temperature nears 85° F (29° C).
- Obtain an Authorized Modifications Decal and list the date, dealer number, and summary of alterations performed. Select a prominent place adjacent to the Vehicle Emission Control Information Decal suitable for installing the Authorized Modifications Decal. Clean the area, install the decal, and cover it with a clear plastic decal shield.
- OTHER APPLICABLE ARTICLES:² 91-22-8 ² 92-12-17 ² 92-18-11 ² 92-9-13
- SUPERSEDES: 93-9-15
- WARRANTY STATUS: Eligible Under Bumper To Bumper Warranty Coverage For 1992/1993 Models, Basic Warranty Coverage For 1990/1991 Models
- OASIS CODES: 602300, 607000, 607400, 607500
- -----------------------------
- Fuel Pump Noise in Speakers TSB 98-7-3 by Ford for 90-96
- ISSUE: A "whining/buzzing" noise in the speakers of the entertainment radio or two-way radio on vehicles with an
- in-tank electric fuel pump may be caused by electrical noise from the fuel pump.
- ACTION: Install an electronic noise Radio Frequency Interference (RFI) filter (F1PZ-18B925-A) on the fuel pump
- inside the fuel tank. Refer to the following Test Procedure to confirm that the concern exists, then
- refer to the Service Procedure for repair details.
- NOTE: SOME LIGHT TRUCKS REQUIRE ONE (1) RFI FILTER FOR EACH IN-TANK ELECTRIC FUEL PUMP ON MULTI-TANK VEHICLES.
- TEST PROCEDURE
- Fuel pump radio noise is relatively constant and changes only slightly with vehicle speed. If the frequency of the noise varies or the noise comes and goes with the vehicle speed, then it is not the fuel pump and this fix will not be effective. The following procedure will help determine if the fuel pump is the cause of the radio noise:
- 1. Turn on the radio before the key is turned on (assuming the radio will operate without the ignition key - you may need to put the ignition key in the Accessory position).
- 2. Turn the ignition key to the Run position (do not start the engine).
- 3. The fuel pump should run for about 1 second with the key in the Run position with the engine not running. Listen for noise in the radio. If noise is present while the pump is running and stops when the pump stops, then the noise is being generated by the pump and this procedure should help.
- SERVICE PROCEDURE
- 1. Remove the fuel pump sender assembly from the fuel tank. Refer to the appropriate Service Manual, Section 24-35 for cars/light trucks and Section 10-01 for compact trucks, for removal procedure.
- 2. On vehicles without a fuel delivery module, remove the negative and positive connectors from the fuel pump, Figure 1.
- Figure 1 - Article 98-7-3
- a. Cut the wires to the fuel pump 76mm (3") from the flange of the fuel pump and discard the wires.
- b. Connect the RFI filter connectors to the spade terminal on the fuel pump.
- c. Cut and solder both the red and black wires of the RFI filter to the red and black wires of the flange. Use Heat Shrink Tubing (F5AZ-14A099-AA) over the solder connections.
- NOTE: HEAT SHRINK TUBING MUST BE USED OVER ALL SOLDERED CONNECTIONS MADE PRIOR TO THIS TSB. USE SUFFICIENT TUBING (ABOUT 50mm (2")) OF THE SPECIFIED TYPE TO ENTIRELY COVER EACH SOLDERED CONNECTION AND SHRINK APPROPRIATELY TO PREVENT EXPOSURE OF THE CONNECTIONS.
- NOTE: FOR SOME VEHICLES WITH EXTREMELY LONG FUEL PUMP GROUND WIRE CIRCUITS, IT MAY BE NECESSARY TO SHORTEN THE GROUND WIRE TO A POINT CLOSE TO THE FUEL TANK. IF THE GROUND IS MOVED, BE SURE IT IS SECURE AND PROTECTED FROM CORROSION SINCE IT IS THE OPERATING GROUND FOR THE PUMP. CHECK SERVICE LITERATURE (EVTM, ETC.) FOR GROUND LOCATIONS.
- WARNING: ALL SOLDERING AND HEAT SHRINKING MUST BE COMPLETED AWAY FROM THE FUEL TANK AREA. USE A SOLDERING IRON ONLY FOR SOLDERING AND HEAT GUN ONLY FOR APPLYING SHRINK TUBING.
- 3. On light trucks and compact trucks with a fuel delivery module, cut the fuel pump wires to the fuel delivery module 50mm (2") from the flange and discard the wires, Figure 2.
- Figure 2 - Article 98-7-3
- a. Cut the connectors from the RFI filter and solder wires to the fuel delivery module (red to red and black to black). Use heat shrink tubing over solder connections.
- b. Solder wires from the RFI filter to the flange wires (red to red and black to black). Use heat shrink tubing over soldered connections.
- NOTE:
- HEAT SHRINK TUBING MUST BE USED OVER ALL SOLDERED CONNECTIONS MADE PRIOR TO THIS TSB. USE SUFFICIENT TUBING (ABOUT 50mm (2")) OF THE SPECIFIED TYPE TO ENTIRELY COVER EACH SOLDERED CONNECTION AND SHRINK APPROPRIATELY TO PREVENT EXPOSURE OF THE CONNECTIONS.
- NOTE: FOR SOME VEHICLES WITH EXTREMELY LONG FUEL PUMP GROUND WIRE CIRCUITS, IT MAY BE NECESSARY TO SHORTEN THE
- GROUND WIRE TO A POINT CLOSE TO THE FUEL TANK. IF THE GROUND IS MOVED, BE SURE IT IS SECURE AND PROTECTED FROM CORROSION SINCE IT IS THE OPERATING GROUND FOR THE PUMP. CHECK SERVICE LITERATURE (EVTM, ETC.) FOR GROUND LOCATIONS.
- WARNING: ALL SOLDERING AND HEAT SHRINKING MUST BE COMPLETED AWAY FROM THE FUEL TANK AREA. USE A SOLDERING IRON
- ONLY FOR SOLDERING AND HEAT GUN ONLY FOR APPLYING SHRINK TUBING.
- 4. Secure the RFI filter to the fuel pump and sender assembly with a Bundling Strap (95873-S) to prevent rattling in the tank, Figures 1 and 2.
- 5. Reinstall the fuel pump sender assembly into the fuel tank.
- CAUTION: INSTALL NEW GASKETS WHEN REINSTALLING SENDER TO PREVENT LEAKS. REFER TO THE PARTS CATALOG FOR PROPER APPLICATIONS.
- 6. Check the appropriate Electrical and Vacuum Troubleshooting Manual (EVTM) (or other service literature) for the location of the fuel pump ground. If ground is more than 0.9m (3') from the tank, cut wire and ground fuel pump end within 0.9m (3') of the tank to prevent ground wire from acting as an antenna. Be sure ground is secure and protected from corrosion since it is the operating ground for the fuel pump.
- 7. Install the fuel tank in the vehicle as outlined in the appropriate Service Manual.
- F1PZ-18B925-A ³ Radio Frequency Interference (RFI) Filter ³
- 95873-S ³ Bundling Strap ³
- F5AZ-14A099-AA ³ Heat Shrink Tubing ³
- OTHER APPLICABLE ARTICLES: ² 90-18-3 ² 91-17-5 SUPERSEDES: 96-3-7
- WARRANTY STATUS: Eligible Under The Provisions Of Bumper To Bumper Warranty Coverage For All 1992-98 Models And 1991 Lincolns, Basic Warranty Coverage For All Other Models
- -----------------------------
- Fuel Volatility TSB 98-26-2 by Ford for 87-96
- This TSB
article is being republished in its entirety to expand vehicle model coverage
and revise the text.
- ISSUE:
- ACTION:
- NOTE:
- 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.
- 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: ² 91-8-13
- SUPERSEDES:
96-5-4 WARRANTY STATUS: INFORMATION
ONLY
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Contact - Site FAQ - Top |  |
-----------------------
OASIS CODES:
402000, 404000, 602300, 603300, 607000, 607400, 608000, 608400, 609000,
609400, 610000, 611000, 611500, 612000, 614000, 614500, 623000
- ------------
- Heated
Oxygen Sensor (HEGO), Catalyst, & Fuel Sys Monitor Related Diagnostic
Trouble Codes TSB 01-9-7 by Ford for 96
- 4/10/03
- ISSUE: This article is intended to be an aide in diagnosing conditions related to Heated Oxygen Sensor (HO2S), Catalyst, and Fuel System Monitor related Diagnostic Trouble Codes (DTCs). Additional information is included to assist in diagnosing certain vehicle symptoms. This article is NOT intended to be a shortcut to the Powertrain Control/Emissions Diagnosis (PC/ED) Workshop Manual pinpoint tests. The pinpoint tests in the PC/ED Manual should ALWAYS be followed when diagnosing vehicle conditions.
- ACTION: Use the following information and Service Tips to assist in the diagnosis of HO2S, Catalyst, and Fuel System Monitor related DTCs.
- INDEX
- A. Description of Terms and Acronyms
- B. HO2S Location Diagrams
- C. Heated Oxygen Sensor (HO2S) Monitor
- C1. Heated Oxygen Sensor (HO2S) Monitor - Information
- C2. Heated Oxygen Sensor (HO2S) Monitor - Diagnostic Trouble Codes (DTCs)
- D. Catalyst Efficiency Monitor
- D1. Catalyst Efficiency Monitor - Information
- D2. Catalyst Efficiency Monitor - Diagnostic Trouble Codes (DTCs)
- E. Fuel System Monitor
- E1. Fuel System Monitor - Information
- E2. Fuel System Monitor - Diagnostic Trouble Codes (DTCs)
- F. Diagnostic Service Tips
- F1. Tips - General
- F2. Tips Related to Heated Oxygen Sensor (HO2S) Monitor
- F3. Tips Related to Catalyst Monitor
- F4. Tips Related to Fuel System Monitor
- A.) Description of Terms and Acronyms
- CHT - Cylinder Head Temperature Sensor or PID
- CKP - Crankshaft Position Sensor or PID
- DTC - Diagnostic Trouble Code
- ECT - Engine Coolant Temperature Sensor or PID
- EGR - Exhaust Gas Recirculation
- EEC - Electronic Engine Control
- EVR - EGR Vacuum Regulator
- FMEM - Failure Mode Effects Management
- GND - Ground
- HC - Hydrocarbons
- HO2S - Heated Oxygen Sensor or PID
- IAT - Inlet Air Temperature Sensor or PID
- KAM - Keep Alive Memory
- KOEO - Key On Engine Off
- KOER - Key On Engine Running
- LONGFT - Long Term Fuel Trim
- MAF - Mass Air Flow Sensor or PID
- MIL - Malfunction Indicator Lamp ("Check Engine")
- NGS - New Generation Star Tester (Scan Tool)
- OBD II - On-Board Diagnostics II
- OSM - Output State Monitor
- PC/ED - Powertrain Control/Emissions Diagnosis
- PCM - Powertrain Control Module
- PCV - Positive Crankcase Ventilation
- PID - Parameter Identification Display
- RAM - Random Access Memory
- RPM - Revolutions Per Minute
- SHRTFT - Short Term Fuel Trim
- Stoichiometric - 14.7:1 Air/Fuel Ratio (Gasoline Engines)
- TP - Throttle Position Sensor or PID
- VMV - Vapor Management Valve
- VPWR - Vehicle Power (Battery Voltage)
- VREF - Vehicle Reference Voltage (5 volts)
- B.) HO2S Location Diagrams
- Refer to Figure 1 to better understand the HO2S sensor names and locations. Regardless of how the engine is mounted in the vehicle, conventional or transverse, the HO2S naming convention stays the same in relationship to engine banks 1 and 2. Bank 1 will always be the bank containing the #1 cylinder.
- C.) HEATED OXYGEN SENSOR (HO2S) MONITOR
- C1.) Heated Oxygen Sensor (HO2S) Monitor - Information
- The HO2S Monitor is an on-board strategy designed to monitor the HO2S sensors for a malfunction or deterioration that can affect emissions. Under specific conditions, the fuel control or upstream HO2S sensors ( Figure 1 and Figure 3 ) are checked for proper output voltage and response rate (the time it takes to switch from lean to rich or rich to lean). Downstream HO2S sensors (Figures 1 and 3) used for Catalyst Monitor are also monitored for proper output voltage. Input is required from the ECT or CHT, IAT, MAF, TP and CKP sensors to activate the HO2S Monitor. The Fuel System Monitor and Misfire Detection Monitor must also have completed successfully before the HO2S Monitor is enabled.
- The HO2S sensor senses the oxygen content in the exhaust flow and outputs a voltage between zero and 1.0 volt. Lean of stoichiometric (air/fuel ratio of approximately 14.7:1 for gasoline engines), the HO2S will generate a voltage between zero and 0.45 volt. Rich of stoichiometric, the HO2S will generate a voltage between 0.45 and 1.0 volt.
- The HO2S Monitor evaluates both the upstream (Fuel Control) and downstream (Catalyst Monitor) HO2S for proper function.
- Once the HO2S Monitor is enabled, the upstream HO2S signal voltage amplitude and response frequency are checked. Excessive voltage is determined by comparing the HO2S signal voltage to a maximum calibratable threshold voltage.
- A fixed frequency closed loop fuel control routine is executed and the upstream HO2S voltage amplitude and output response frequency are observed. A sample of the upstream HO2S signal is evaluated to determine if the sensor is capable of switching or has a slow response rate.
- An HO2S heater circuit fault is determined by turning the heater on and off and looking for a corresponding change in the OSM and by measuring the current going through the heater circuit.
- The MIL is activated after a fault is detected on two consecutive OBD II drive cycles.
- The HO2S Monitor DTCs can be categorized as follows:
- HO2S signal circuit malfunction - P0131, P0136, P0151, P0156
- HO2S slow response rate - P0133, P0153
- HO2S heater circuit malfunction - P0135, P0141, P0155, P0161
- Downstream HO2S not running in on-demand self test - P1127
- Swapped HO2S connectors - P1128 and P1129
- HO2S lack of switching - P1130, P1131, P1132, P1150, P1151, P1152
- HO2S lack of switching (sensor indicates lean) - P1137
- HO2S lack of switching (sensor indicates rich) - P1138
- C2.) Heated Oxygen Sensor (HO2S) Monitor - Diagnostic Trouble Codes
-
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Description |
Possible Causes |
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P1130 - Lack of HO2S-11 Switch, Fuel Trim at Limit |
The HEGO Sensor is monitored for switching. The code will set when the HO2S fails to switch due to circuit or fuel at or exceeding a calibrated limit. |
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Possible Causes |
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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 switching from 0 volts to -1 volts during testing and DTC P0131 is present, the PCM will be in FMEM. |
Electrical: |
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P0136 - HO2S Sensor Circuit Malfunction (HO2S-12) |
The downstream HO2S sensor(s) are continuously checked for maximum and minimum voltages. The code will set when the voltages fail to meet the calibrated limits. |
· Disconnected
sensor |
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P0151 - HO2S Sensor Circuit Out of Range Low Voltage (HO2S-21) |
Same as DTC P0131, but Bank 2. |
See Possible Causes for DTC P0131 |
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- D.) CATALYST EFFICIENCY MONITOR
- D1.) Catalyst Efficiency Monitor - Information
- The Federal Test Procedure Catalyst Monitor monitors for deterioration in the catalyst system and illuminates the MIL when tailpipe emissions exceed the appropriate HC emission thresholds. The Catalyst Monitor is enabled after the upstream and downstream HO2S sensors have been tested and verified to be functional. This monitor relies on the front and rear heated oxygen sensors (HO2S) to infer catalyst efficiency based upon oxygen storage capacity. Under normal closed loop fuel conditions, high efficiency catalysts have oxygen storage which makes the switching frequency of the rear HO2S quite slow compared with the frequency of the front HO2S. As catalyst efficiency deteriorates, its ability to store oxygen declines, and the rear HO2S begins to switch more rapidly, approaching the frequency of the front sensor. In general, as catalyst efficiency decreases, the switch ratio increases from a switch ratio of 0 for a low mileage catalyst to a switch ratio of 0.8 or 0.9 for a low efficiency catalyst.
- Some vehicles will monitor substantially less than the entire catalyst volume in order to meet the stringent catalyst monitoring malfunction thresholds. In many cases, only the front, light-off catalyst is monitored.
- Front and rear HO2S switches are counted under specified closed loop fuel conditions. After the required number of front switches are obtained, a rear-to-front HO2S switch ratio is calculated. The switch ratio is compared against a threshold value. If the switch ratio is greater than the calibrated maximum limit, the catalyst has failed. The test entry conditions for the Catalyst Efficiency Monitor are as follows: ECT or CHT (warmed engine), IAT (not at extreme ambient temperatures), MAF (greater than minimum engine load), VSS (within vehicle speed window) and TP (at part throttle) are required.
- Because an exponentially weighted moving average is used for malfunction determination, up to six OBD II drive cycles may be required to illuminate the MIL.
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- The Steady-State Catalyst Monitor performs a 20 second test during steady state rpm and load conditions. The Monitor transfers closed loop fuel control from the front to the rear O2 sensors. The Monitor then observes the switching frequency and compares it to a threshold frequency stored in an rpm/load table. A frequency higher than the maximum calibrated threshold indicates a malfunction.
- The Catalyst Monitor DTCs can be categorized as follows:
- Catalyst system efficiency below threshold (Bank 1) - P0420
- Catalyst system efficiency below threshold (Bank 2) - P0430
- D2.) Catalyst Efficiency Monitor - Diagnostic Trouble Codes
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Possible Causes |
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P0420 - Catalyst System Efficiency Below Threshold (Bank 1) |
Indicates Bank 1 catalyst system efficiency is below the acceptable threshold. |
· Malfunctioning
ECT/CHT |
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P0430 - Catalyst System Efficiency Below Threshold (Bank 2) |
Same as DTC P0420, but opposite bank. |
See Possible Causes for DTC P0420 |
- E.) FUEL SYSTEM MONITOR
- E1.) Fuel System Monitor - Information
- The Fuel System Monitor is an on-board strategy designed to monitor the fuel trim system. The fuel control system uses fuel trim tables stored in the PCM's KAM to compensate for variability in fuel system components due to normal wear and aging. Fuel trim tables are based on vehicle speed and engine load. During closed loop vehicle operation, the fuel trim strategy learns the corrections needed to correct a "biased" rich or lean fuel system. The correction is stored in the fuel trim tables. The fuel trim has two means of adapting; a LONGFT and a SHRTFT. LONGFT relies on the fuel trim tables and SHRTFT refers to the desired air/fuel ratio parameter "LAMBSE". LAMBSE is calculated by the PCM from HO2S inputs and helps maintain a 14.7:1 air/fuel ratio during closed loop operation. SHRTFT and LONGFT work together. If the HO2S indicates the engine is running rich, the PCM will correct the rich condition by moving SHRTFT in the negative range (less fuel to correct for a rich combustion). If after a certain amount of time SHRTFT is still compensating for a rich condition, the PCM "learns" this and moves LONGFT into the negative range to compensate and allows SHRTFT to return to a value near 0%. Input from the ECT or CHT, IAT, and MAF sensors is required to activate the fuel trim system, which in turn activates the Fuel System Monitor. Once activated, the Fuel System Monitor looks for the fuel trim tables to reach the adaptive clip (adaptive limit) and LAMBSE to exceed a calibrated limit. The Fuel System Monitor will store the appropriate DTC when a fault is detected as described below.
- The HO2S detects the presence of oxygen in the exhaust and provides the PCM with feedback indicating a rich or lean condition.
- A correction factor is added to the fuel injector pulsewidth calculation according to the Long and Short Term Fuel Trims as needed to compensate for variations in the fuel system.
- When deviation in the parameter LAMBSE increases, air/fuel control suffers and emissions increase. When LAMBSE exceeds a calibrated limit and the fuel trim table has clipped (reached adaptive limit), the Fuel System Monitor sets a DTC.
- The MIL is activated after a fault is detected on two consecutive OBD II drive cycles.
- The Fuel System Monitor DTCs can be categorized as follows:
- Fuel Delivery Error - P0148
- Lean shift in fuel system operation - P0171 (Bank 1) and P0174 (Bank 2)
- Rich shift in fuel system operation - P0172 (Bank 1) and P0175 (Bank 2)
- E2.) Fuel System Monitor - Diagnostic Trouble Codes
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P0171 - System Too Lean (Bank 1) |
The Adaptive Fuel Strategy continuously monitors fuel delivery hardware. The code is set when the adaptive fuel tables reach a rich calibrated limit. |
Fuel System: |
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P0174 - System Too Lean (Bank 2) |
Same as DTC P0171, but Bank 2. |
See Possible Causes for DTC P0171 |
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FUEL SYSTEM MONITOR |
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Diagnostic Trouble
Code |
Description |
Possible Causes |
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P0172 - System Too Rich (Bank 1) |
The Adaptive Fuel Strategy continuously monitors fuel delivery hardware. The code sets when the adaptive fuel tables reach a lean calibrated limit. |
Fuel System: |
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- F.) DIAGNOSTIC SERVICE TIPS
- F1.) Diagnostic Service Tips - General
- Always reset KAM after performing a repair: After performing a repair on a vehicle with the MIL on, and/or DTCs present, always clear KAM. When a malfunction is present, the PCM adapts (attempts to correct) for this condition. Once the vehicle has been repaired, if the KAM is not reset, the PCM will once again have to adapt back to the normal operating conditions. Clearing the KAM will erase what the PCM has learned, so the PCM will be able to start with "base tables".
- Always view and record Freeze Frame Data: Freeze Frame Data can be a valuable asset in duplicating and diagnosing concerns. This data (a snapshot of certain PID values, recorded at the time the MIL was activated) indicates the manner in which the vehicle was being driven at the time the fault occurred. This can be especially useful on intermittent concerns. Freeze Frame Data, in some cases, can also help to isolate possible areas of concern, as well as ruling out others. Always record (write down) the Freeze Frame Data.
- Multiple DTCs (with the same meaning): When multiple (paired) DTCs with the same meaning are set for multiple sensors, it is unlikely that replacing both HO2S sensors will resolve the concern. In most cases, there will be another issue that is causing the codes. Examples of multiple (paired) DTCs: (P0135/P0155), (P0141/P0161), (P1131/P1151), (P1132/P1152).
- To further clarify this, see the more detailed scenario as follows:
- A vehicle comes in with a MIL On concern. KOEO self test reveals DTCs P0135 and P0155 (HTR-11 and HTR-21 circuit malfunction), with no other DTCs present. The most likely cause of these DTCs would be something in the heater power circuit that both of these HO2S sensors have in common (Example: open or shorted heater circuit wiring or splice). It is highly unlikely that multiple sensors would fail at the same time. When multiple DTCs of this nature are encountered, reviewing the appropriate wiring diagram(s) can help to isolate possible areas of concern. When reviewing the wiring diagram, look for things that the affected sensors have in common.
- In this example, the most likely cause of DTCs P0135 and P0155 (with no other DTCs present) would be a concern with Splice "B" (refer to Figure 2 ).
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- View HO2S PID data carefully: NGS PIDs for HO2S sensors that do not exist (with certain exhaust configurations) will show a value of "0" volts (refer to Figure 3 and Figure 4 ).
- In this example, the vehicle (equipped with a 4-cylinder engine) has one upstream and one downstream HO2S. Notice that the NGS (scan tool) display shows two upstream and two downstream HO2S PIDs, and that the "unused" HO2S sensor PIDs display "0" volts.
- HO2S sensors measure oxygen in the exhaust, not fuel: The exhaust gas condition reported by the HO2S sensor is based on the presence of oxygen in the exhaust, not the presence of unburned fuel.
- Example: In the event of an ignition-related misfire, you might expect a rich HO2S reading, due to the amount of unburned fuel in the exhaust system. However, there is also a large amount of unburned oxygen, since no combustion took place in the misfiring cylinder. Since the HO2S senses oxygen only, it would report a lean condition in this particular situation.
- F2.) Tips Related to Heated Oxygen Sensor (HO2S) Monitor
- OBD II Response Rate Monitor: The OBD II Response Rate Monitor (P0133/P0153) is only run at vehicle speeds between approximately 50-95 km/h (30-60 mph), during steady-state conditions. The test lasts approximately 6 seconds. Therefore, P0133/P0153 cannot be diagnosed at idle in the repair bay.
- Do not compare HO2S switch rate - Bank-to-Bank or vehicle-to-vehicle: Different HO2S switch rates, from Bank-to-Bank, are considered normal. The HO2S switch rate, from one Bank to the other, should not be compared as a gauge of the HO2S's ability to switch/react. The PCM is continuously adjusting spark and fuel in reaction to engine operating conditions (rpm, load, air flow, throttle angle, etc.). The PCM is also continuously adapting to certain conditions (customer driving habits, engine and component wear, etc.).
- F3.) Tips Related to Catalyst Efficiency Monitor
- Determining catalyst efficiency/switch ratio: The upstream HO2S sensors will have a high switch frequency, due to normal closed loop fuel control. With an efficient catalyst, the downstream HO2S will have a low switch frequency. The switch ratio is determined by dividing the number of downstream switches by the number of upstream switches over a given period of time. As the catalyst ages (or if the catalyst is damaged or contaminated), the downstream switches will increase. When the downstream switch rate crosses a threshold value (approximately 0.75 switch ratio), a code is stored (P0420 and/or P0430) and the MIL illuminates (refer to Figure 5 and Figure 6 ).
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- Use care in handling HO2S sensors: In the event of catalyst replacement, use care in the handling of HO2S sensors to prevent damage or contamination. Do not use power tools in the removal or installation of sensors. Use a 22mm wrench or crow foot to remove and install HO2S sensors; do not use slotted sockets, as these sockets may damage wires. HO2S sensors should be torqued to 41 ±5 N-m (30 ±4 lb-ft).
- Do not replace downstream HO2S sensors (HO2S12/HO2S22) for DTCs P0420 and/or P0430: When diagnosing a vehicle with a customer concern of MIL On and DTCs P0420/P0430 in continuous memory, do not replace the downstream HO2S sensors (HO2S12/HO2S22). Damaged or malfunctioning downstream HO2S sensors will not cause these DTCs to be set. Always verify the vehicle concern, then perform the pinpoint diagnostics in the appropriate PC/ED Service Manual.
- F4.) Tips Related to the Fuel System Monitor
- HO2S sensors are not likely to be the cause of adaptive DTCs P0171, P0172, P0174, P0175: Most warranty-returned HO2S sensors (replaced for these DTCs) are found to function normally. Additional related DTCs will normally be present if there is a concern with the HO2S sensors. Do not replace an HO2S sensor unless verified through pinpoint diagnostic tests found in the PC/ED Service Manual.
- DTCs P0171, P0172, P0174, and P0175 are not related to downstream HO2S sensors: When diagnosing a vehicle with a MIL On and DTC(s) P0171, P0172, P0174, and/or P0175 in continuous memory, do not replace the downstream HO2S sensors. These DTCs have no connection to the downstream HO2S sensor function nor its diagnosis for faults. Always verify the vehicle concern, then perform the pinpoint diagnostics from the appropriate PC/ED Service Manual.
- Diagnosing lean conditions and lean DTCs P0171, P0174: Freeze Frame Data can often help to identify the type of lean condition, even if the fault is intermittent, by indicating how the vehicle was being driven when the fault occurred. Diagnosis of lean conditions and lean adaptive DTCs can be difficult, especially if the concern is intermittent. Verifying the concern is extremely important. There are different types of lean conditions. The ability to identify the type of lean condition causing the concern can be crucial to a correct diagnosis. When DTCs P0171 and P0174 are both present, there is a strong likelihood of another concern being present:
- Vacuum leaks/unmetered air: In this type of condition, the engine may actually run lean of stoichiometry (14.7:1 air/fuel ratio) if the PCM is not able to compensate enough to correct for the condition. This condition is typically caused by air entering the engine through an abnormal source (opening), or due to a MAF malfunction. In this situation, the volume of air entering the engine is actually greater than what the MAF is indicating to the PCM. Vacuum leaks will normally be most apparent when high manifold vacuum is present, during idle or light throttle. If Freeze Frame Data indicates that the fault occurred at idle, a check for vacuum leaks/unmetered air when the engine is cold might be the best starting point.
- Examples: Loose, leaking or disconnected vacuum lines, intake manifold gaskets or O-rings, throttle body gaskets, brake booster, air inlet tube, stuck/frozen/aftermarket PCV valve, unseated engine oil dipstick, MAF reading lower than normal, etc.
- Insufficient fueling: In this type of condition, the engine may actually run lean of stoichiometry (14.7:1 air/fuel ratio) if the PCM is not able to compensate enough to correct for the condition. This condition is typically caused by a fuel delivery system concern that restricts or limits the amount of fuel being delivered to the engine. This condition will normally be most apparent when the engine is under a heavy load, when a higher volume of fuel is required. If Freeze Frame Data indicates that the fault occurred under a heavy load, a check of the fuel delivery system (checking fuel pressure with engine under a load) might be the best starting point.
- Examples: Low fuel pressure (fuel pump, fuel filter, fuel leaks, restricted fuel supply lines), fuel injector concerns, etc.
- Exhaust system leaks: In this type of condition, the engine may actually be running near stoichiometry (14.7:1 air/fuel ratio), but the exhaust gas mixture will be lean. This condition is caused by oxygen-rich air entering the exhaust system through an external source. This condition will cause the exhaust gas mixture to be lean, even though the actual combustion in the engine may not be.
- Examples: Exhaust system leaks upstream or near HO2S, malfunctioning Secondary Air Injection system.
- MAF concerns: If a MAF concern is suspected, see TSB 98-23-10 .
- Checking fuel pressure: Check fuel pressure with engine under a load when diagnosing a lean concern. A partially plugged fuel filter can be difficult to detect and can be easily overlooked if fuel pressure is only checked at idle. The same is true for other types of fuel supply concerns (e.g., bent or kinked lines, degraded fuel pump).
- At idle, an engine requires only a small volume of fuel. Due to the fact that there is a small volume of fuel needed at idle, a restriction in the fuel supply line in many cases will not cause the fuel pressure to be low. When the vehicle is under a load, the engine requires much more fuel than at idle. Under a load, a restriction in the fuel supply line will prevent the high rate of fuel flow that is needed to maintain the correct fuel pressure.
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- Figure 2
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- ---------
- 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
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- -----------------------------------
- NOISE—“RATTLE” COMING FROM RIGHT SIDE OF INSTRUMENT PANEL
- FORD: 1992-1994 BRONCO, F SUPER DUTY, F-150-350 SERIES
- ISSUE
- A “rattling” noise may come from the right hand PART NUMBER PART NAME
- side of the instrument panel. This occurs when the F4TZ-1504366-A Instrument Panel Service Kit
- cowl attachment cracks causing the instrument
- panel to become loose. OTHER APPLICABLE ARTICLES: NONE
- WARRANTY STATUS: Eligible Under The
- ACTION Provisions Of Bumper To
- Install a metal bracket to the right side of the Bumper Warranty Coverage
- instrument panel to secure instrument panel to cowl. OPERATION DESCRIPTION TIME
- Refer to Instruction Sheet #6551. 941513A Install Bracket 1.0 Hr.
- DEALER CODING
- Service Kit (F4TZ-1504366-A) consists of:
- CONDITION
- • One (1) bracket BASIC PART NO. CODE
- • Three (3) rivets 04366 01
- • One (1) Instruction Sheet #6551 OASIS CODES: 107000, 702300
- -----------------------------
- MAF Contamination TSB 98-23-10 by Ford for 94-96
- ISSUE: This TSB article is a diagnostic procedure to address vehicles that exhibit lean driveability symptoms and may or may not have any Diagnostic Trouble Codes (DTCs) stored in memory.
- ACTION: Follow the diagnostic procedures described in the following Service Tip. The revised diagnostic procedure is a more accurate means of diagnosing the symptoms.
- SERVICE TIP MASS AIR FLOW (MAF) DISCUSSION
- MAF sensors can get contaminated from a variety of sources: dirt, oil, silicon, spider webs, potting compound from the sensor itself, etc. When a MAF sensor gets contaminated, it skews the transfer function such that the sensor over-estimates air flow at idle (causes the fuel system to go rich) and under-estimates air flow at high air flows (causes fuel system to go lean). This means Long Term Fuel Trims will learn lean (negative) corrections at idle and learn rich (positive) corrections at higher air flows.
- If vehicle is driven at Wide Open Throttle (WOT) or high loads, the fuel system normally goes open loop rich to provide maximum power. If the MAF sensor is contaminated, the fuel system will actually be lean because of under-estimated air flow. During open loop fuel operation, the vehicle applies Long Term Fuel Trim corrections that have been learned during closed loop operation. These corrections are often lean corrections learned at lower air flows. This combination of under-estimated air flow and lean fuel trim corrections can result in spark knock/detonation and lack of power concerns at WOT and high loads.
- One of the indicators for diagnosing this condition is barometric pressure. Barometric pressure (BARO) is inferred by the Powertrain Control Module (PCM) software at part throttle and WOT (there is no actual BARO sensor on MAF-equipped vehicles, except for the 3.8L Supercharged engine). At high air flows, a contaminated MAF sensor will under-estimate air flow coming into the engine, hence the PCM infers that the vehicle is operating at a higher altitude. The BARO reading is stored in Keep Alive Memory (KAM) after it is updated. Other indicators are Long Term Fuel Trim and MAF voltage at idle.
- NOTE: THE FOLLOWING PROCEDURE MAY ALSO BE USED TO DIAGNOSE VEHICLES THAT DO NOT HAVE FUEL SYSTEM/HO2S SENSOR DTCs.
- Symptoms
- Lack of Power
- Spark Knock/Detonation
- Buck/Jerk
- Hesitation/Surge on Acceleration
- Malfunction Indicator Lamp (MIL) Illuminated - DTCs P0171, P0172, P0174, P0175 may be stored in memory
- OBDII DTCs
- P0171, P0174 (Fuel system lean, Bank 1 or 2)
- P0172, P0175 (Fuel system rich, Bank 1 or 2)
- P1130, P1131, P1132, (HO2S11 lack of switching, Bank 1)
- P1150, P1151, P1152, (HO2S21 lack of switching, Bank 2)
- OBDI DTCs
- 181, 189 (Fuel system lean, Bank 1 or 2)
- 179, 188 (Fuel system rich, Bank 1 or 2)
- 171, 172, 173 (HO2S11 lack of switching, Bank 1)
- 175, 176, 177 (HO2S21 lack of switching, Bank 2)
- 184, 185 (MAF higher/lower than expected)
- 186, 187 (Injector pulse width higher/lower than expected)
- NOTE: DO NOT DISCONNECT THE BATTERY. IT WILL ERASE KEEP ALIVE MEMORY AND RESET LONG TERM FUEL TRIM AND BARO TO THEIR STARTING/BASE VALUES. THE BARO PARAMETER IDENTIFICATION DISPLAY (PID) IS USED FOR THIS DIAGNOSTIC PROCEDURE. ALL OBDII APPLICATIONS HAVE THIS PID AVAILABLE. THERE ARE SOME OBDI VEHICLES THAT DO NOT HAVE THE BARO PID, FOR THESE VEHICLES OMIT THE BARO CHECK AND REFER ONLY TO STEPS 2, 3, AND 4 IN THE DIAGNOSTIC PROCEDURE.
- 1. Look at the BARO PID. Refer to the Barometric Pressure Reference Chart in this article. At sea level, BARO should read about 159 Hz (29.91 in. Hg). As a reference, Denver, Colorado at 1524 meters (5000 ft.) altitude should be about 144 Hz (24.88 in. Hg.). Normal learned BARO variability is up to ±6 Hz (±2 in. Hg.). If BARO indicates a higher altitude than you are at (7 or more Hz lower than expected), you may have MAF contamination. If available, Service Bay Diagnostic System (SBDS) has a Manifold Absolute Pressure (MAP) sensor that can be used as a barometric pressure reference. Use "MAP/BARO" test under "Powertrain," "Testers and Meters." Ignore the hookup screen. Connect GP2 to the reference MAP on the following screen.
- NOTE: REMEMBER THAT MOST WEATHER SERVICES REPORT A LOCAL BAROMETRIC PRESSURE THAT HAS BEEN CORRECTED TO SEA LEVEL. THE BARO PID, ON THE OTHER HAND, REPORTS THE ACTUAL BAROMETRIC PRESSURE FOR THE ALTITUDE THE VEHICLE IS BEING OPERATED IN. LOCAL WEATHER CONDITIONS (HIGH AND LOW PRESSURE AREAS) WILL CHANGE THE LOCAL BAROMETRIC PRESSURE BY SEVERAL INCHES OF MERCURY (±3 Hz, ±1 in. Hg.).
- NOTE: BARO IS UPDATED ONLY WHEN THE VEHICLE IS AT HIGH THROTTLE OPENINGS. THEREFORE, A VEHICLE WHICH IS DRIVEN DOWN FROM A HIGHER ALTITUDE MAY NOT HAVE HAD AN OPPORTUNITY TO UPDATE THE BARO VALUE IN KAM. IF YOU ARE NOT CONFIDENT THAT BARO HAS BEEN UPDATED, PERFORM THREE OR FOUR HEAVY, SUSTAINED ACCELERATIONS AT GREATER THAN HALF-THROTTLE TO ALLOW BARO TO UPDATE.
- 2. On a fully warmed up engine, look at Long Term Fuel Trim at idle, in Neutral, A/C off, (LONGFT1 and/or LONGFT2 PIDs). If it is more negative than -12%, the fuel system has learned lean corrections which may be due to the MAF sensor over-estimating air flow at idle. Note that both Banks 1 and 2 will exhibit negative corrections for 2-bank system. If only one bank of a 2-bank system has negative corrections, the MAF sensor is probably not contaminated.
- 3. On a fully warmed up engine, look at MAF voltage at idle, in Neutral, A/C off (MAF V PID). If it's 30% greater than the nominal MAF V voltage listed in the Powertrain Control/Emissions Diagnosis (PC/ED) Diagnostic Value Reference Charts for your vehicle, or greater than 1.1 volts as a rough guide, the MAF sensor is over-estimating air flow at idle.
- 4. If at least two of the previous three steps are true, proceed to disconnect the MAF sensor connector. This puts the vehicle into Failure Mode and Effects Management (FMEM). In FMEM mode, air flow is inferred by using rpm and throttle position instead of reading the MAF sensor. (In addition, the BARO value is reset to a base/unlearned value.) If the lean driveability symptoms go away, the MAF sensor is probably contaminated and should be replaced. If the lean driveability symptoms do not go away, go to the PC/ED Service Manual for the appropriate diagnostics.
- NOTE:
- DUE TO INCREASINGLY STRINGENT EMISSION/OBDII REQUIREMENTS, IT IS POSSIBLE FOR SOME VEHICLES WITH MAF SENSOR CONTAMINATION TO SET FUEL SYSTEM DTCs AND ILLUMINATE THE MIL WITH NO DRIVEABILITY CONCERNS. DISCONNECTING THE MAF ON THESE VEHICLES WILL, THEREFORE, PRODUCE NO IMPROVEMENTS IN DRIVEABILITY. IN THESE CASES, IF THE BARO, LONGFT1, LONGFT2, AND MAF V PIDs INDICATE THAT THE MAF IS CONTAMINATED, PROCEED TO REPLACE THE MAF SENSOR.
- After replacing the MAF sensor, disconnect the vehicle battery (5 minutes, minimum) to reset KAM, or on newer vehicles, use the "KAM Reset" feature on the New Generation Star (NGS) Tester and verify that the lean driveability symptoms are gone.
- OTHER APPLICABLE ARTICLES: NONE
- WARRANTY STATUS: INFORMATION ONLY
- OASIS CODES: 206000, 610000, 610500, 610600, 610700, 611000, 611500, 612000, 612500, 614000, 614500, 614600, 698298
- -------------------------
- MAF Servicing TSB 96-22-5 by Ford for 94-96
- ISSUE: The Mass Air Flow (MAF) sensor is not designed to be removed from its body (die-cast or plastic) for servicing. The sensing elements located inside the by-pass tube can be damaged by poking/probing/touching.
- ACTION: Service the MAF sensor as an assembly (refer to Figure 1).
- Figure 1 - Article 96-22-5
- WARNING: DO NOT DISASSEMBLE THE MAF SENSOR.
- OTHER APPLICABLE ARTICLES: NONE
- WARRANTY STATUS: INFORMATION ONLY
- OASIS CODES: 203000, 204000, 206000, 607000, 610000, 610500, 611000, 611500, 614000, 614500, 698298
- -------------------------
- FPR Delay TSB 93-22-14 by Ford for 90-93
- This TSB article is being republished in its entirety to include calibration 1-52J-R00 and to correct a typographical error in calibration 0-51H-R00.
- CALIBRATION:
- 0-51R-R00, 0-51R-R02, 0-51F-R00, 0-51F-R02, 0-51H-R00, 0-51H-R02, 0-51G-R00, 0-51G-R02, 0-51E-R00, 0-51E-R02, 0-52L-R00, 0-52L-R02, 0-52R-R00, 0-52R-R02, 0-52S-R00, 0-52S-R02, 0-52Q-R00, 0-52Q-R02, 0-52K-R00, 0-52K-R01, 0-52K-R10, 0-52J-R00, 0-52J-R01, 0-52H-R00, 0-71J-R00, 0-71J-R01, 0-71J-R02, 0-72J-R00, 0-72J-R02, 1-51R-R00, 1-51F-R00, 1-51H-R00, 1-51G-R00, 1-51E-R00, 1-52L-R00, 1-52R-R00, 1-52S-R00, 1-52Q-R00, 1-52K-R00, 1-52J-R00, 1-52H-R00, 1-71J-R00, 1-72J-R00, 2-51R-R00, 2-51F-R00, 3-51F-R00, 2-51H-R00, 2-51G-R00, 2-51E-R00, 2-52L-R00, 2-52R-R00, 2-52S-R00, 2-52Q-R00, 2-52K-R00, 2-52J-R00, 2-52H-R00, 1-71J-R10, 1-72J-R10, 2-72M-R00
- WARNING:
- THIS MODIFICATION IS AUTHORIZED ONLY FOR THE LISTED ENGINE. PERFORMING THIS MODIFICATION ON OTHER ENGINE CALIBRATIONS IS UNAUTHORIZED AND COULD CREATE LIABILITY UNDER APPLICABLE FEDERAL OR LOCAL LAWS.
- ISSUE:
- A stall may occur in NEUTRAL or PARK on initial start-up, within 15 seconds, as the engine RPM is coming off fast idle. This occurs because of insufficient fuel pressure on the cold start.
- ACTION:
- Install a ported vacuum switch in the heater inlet hose to delay vacuum to the fuel pressure regulator and boost fuel pressure. Refer to the following procedure for service details.
- SERVICE PROCEDURE
- 1. Confirm that the vehicle has been properly maintained. Verify a pass code 11 or 111 in EEC IV Self Test.**//
- 2. Confirm no other concerns are present such as ignition, fuel pressure, air intake, exhaust, etc. After all these areas have been checked and no other concerns exist, then proceed to Step 3.
- 3. Install an 85° F (29° C) ported vacuum switch (D5VY-9D473-B) in the heater inlet hose to delay vacuum to the fuel pressure regulator, boosting fuel pressure about 10 PSI on the cold start.
- a. Cut the heater inlet hose about 12" (305 mm) from the inlet tube on the the thermostat housing, Figure 1.
- Figure 1 - Article 93-22-14
- b. Install tee assembly (F2TZ-18B402-A) and clamp both sides, Figure 1. Install switch into truck.
- c. Install a 12" (305 mm) piece of 5/32" (4mm) vacuum hose to the lower fitting (labeled S) of the ported vacuum switch. Using a vacuum elbow fitting (387065-S), connect it to the red vacuum line that goes to the fuel pressure regulator, Figure 1.
- d. Add another 12" (305 mm) piece of 5/32" (4mm) vacuum hose to the top fitting (labeled E) of the ported vacuum switch. Connect it to the fuel pressure regulator.
- 4. Install a fuel pressure gauge and verify that the fuel pressure drops about 10 PSI, at idle, when the engine temperature nears 85° F (29° C).
- Obtain an Authorized Modifications Decal and list the date, dealer number, and summary of alterations performed. Select a prominent place adjacent to the Vehicle Emission Control Information Decal suitable for installing the Authorized Modifications Decal. Clean the area, install the decal, and cover it with a clear plastic decal shield.
- OTHER APPLICABLE ARTICLES: ² 91-22-8 ² 92-12-17 ² 92-18-11 ² 92-9-13
- SUPERSEDES: 93-9-15
- WARRANTY STATUS: Eligible Under Bumper To Bumper Warranty Coverage For 1992/1993 Models, Basic Warranty Coverage For 1990/1991 Models
- OASIS CODES: 602300, 607000, 607400, 607500
- --------------------
- MIL Explanation with No Self Test Codes TSB 92-24-3 by Ford for 91-93
- Publication Date: NOVEMBER 18, 1992
- This TSB article is being republished in its entirety to include the Taurus and Sable models.
- ISSUE: Occasionally, there are reports of the Malfunction Indicator Lamp (MIL) "Check Engine" or "Service Engine Soon" lamp being lit with no Self-Test codes in Continuous Memory. An explanation of three digit EEC IV Self-Test Codes has been developed along with reasons for the MIL lamp being lit with no accompanying Continuous Memory Self-Test codes.
- ACTION: Refer to the following explanation of three digit EEC IV Self Test Codes to determine why the MIL lamp is sometimes lit with no accompanying Continuous Memory Self-Test codes.
- OVERVIEW OF THREE DIGIT EEC IV SELF-TEST CODES
- Ford went from two-digit to three-digit EEC IV Self-Test codes in 1991 to service the increasing number of service codes required to support various government On-Board Diagnostic (OBD) regulations. The phase-in from two-digit to three-digit codes started in the 1991 model year and is largely complete except for some medium/heavy trucks that will retain two digit codes through the 1994 model year.
- MIL LAMP ACTIVATION
- Following is a list of reasons why a technician may see the MIL lamp lit with no accompanying Continuous Memory Self-Test codes.
- 1) Technician Not Familiar With Self-Test Code Output
- There are two types of EEC Self-Tests, Key On Engine Off (KOEO) and Key On Engine Running (KOER). While both of these will test for various "hard faults" that are present when the test is run, the processor continuously monitors various operating parameters whenever the engine is running. If the processor detects a problem, it will store a "Continuous Memory" code and light the MIL. These Continuous Memory codes are put out during KOEO Self-Test after any codes associated with hard faults are output.
- Self-Test Codes are displayed by flashing the MIL. They are also output as voltage pulses on the Self-Test Output (STO) circuit in the Self-Test connector. In either Self-Test mode, all codes are output twice and in KOEO, the hard fault codes are separated from the Continuous Memory codes by a "separator" pulse.
- A technician that is unfamiliar with the EEC Self-Test can mistakenly believe that continuous Memory codes are not present when they really are. He may run KOER Self-Test and get a pass code (111) and not realize that KOEO Self-Test must be run to receive any Continuous Memory codes. He may run KOEO Self-Test while counting MIL flashes and misinterpret the repeated hard fault pass code (111) to mean that Continuous Memory does not contain any codes.
- 2) Inadvertent Erasure Of Continuous Memory Self-Test Codes
- Continuous Memory Self-Test codes are erased by ungrounding STI before KOEO Self-Test is complete and all KOEO and Continuous Memory codes have been displayed. It is possible to inadvertently erase Continuous Memory codes by ungrounding STI without realizing that KOEO Self-Test is not complete or the processor has not finished displaying all the codes.
- The EEC Self-Test codes are not only used by service technicians, they are used as a final system test in the assembly plants. To make this test as efficient as possible, Self-Test codes are output as a very fast, short pulsewidth signal before the codes are displayed by the flashing MIL. These "FAST" codes can only be interpreted by end-of-line equipment or code-reading testers like Ford's Self-Test Automatic Readout (STAR) testers.
- The EEC IV processor puts out both 2-digit and 3-digit Self-Test codes in both formats, "FAST" pulsewidth mode and "SLOW" pulsewidth mode. While all "STAR" type testers display 2-digit codes, the original STAR tester cannot display 3-digit service codes. If the STAR tester is used on 3-digit service code applications, the display will be blank but the tester will beep. The beeps can be counted to determine service codes. The SUPER STAR II tester will only display 3-digit service codes in "FAST" code mode. If slow code mode is used on 3-digit service code applications, the display will be blank but the tester will beep. The beeps can be counted to determine service codes. For more information on running Self-Test, refer to the "EEC IV Quick Test Procedures and Appendix" section of the Powertrain Control/Emissions Diagnosis Service Manual.
- Since certain STAR testers are capable of reading and displaying fast codes before the slow codes are finished being output on the MIL, a technician can assume that since he sees codes displayed, he can unground STI and move on. If he ungrounds STI before all slow codes are output, Continuous Memory will be erased and could put out a pass code (11/111) the next time KOEO Self-Test is run. The technician may also realize that his tester is in "SLOW" mode after he has initiated the KOEO test and stop the test to change tester settings. Another possibility is that another person, a vehicle owner or another technician, could have erased the codes before the technician reporting the situation has run Self-Test. In any of these situations, the vehicle must be driven until the Continuous Memory codes are reset.
- 3) The Concern That Set The Continuous Memory Code Is No Longer Present
- The EEC processor will erase a Continuous Memory code if the concern that caused it has not been present for 40 or 80 warm-up cycles, depending on the vehicle. A warm-up cycle occurs when the vehicle is started with the coolant temperature below 120° F (49° C) and then shutdown with the coolant temperature above 150° F (66° C). If a vehicle is brought in for service with a MIL complaint and the vehicle is driven or otherwise allowed to warm-up before Self-Test is run, the code may be cleared before the technician tests it.
- 4) Grounded STO/MIL Circuit
- The processor controls the MIL by grounding the STO/MIL circuit (Pin 17). If this circuit shorts to ground, whether the processor is controlling it or not, the MIL will be lit. Starting in 1991, if the processor has lit the MIL, it will hold it on for a minimum of 10 seconds. If the MIL flashes quickly, the concern is probably the STO/MIL circuit shorting intermittently to ground.
- 5) Engine Running In HLOS
- The EEC processor will enter Hardware Limited Operation Strategy (HLOS) if it detects a problem that could cause further damage to the system. Under HLOS, the processor modifies its operating strategy so that certain functions are disabled but the vehicle can be safely driven in for service. If the vehicle is in HLOS, Continuous Memory codes will not be set and Self-Test cannot be initiated. However, Continuous codes that were set before the processor entered HLOS will be retained.
- 6) Misinterpretation Of MIL Bulb Check
- The MIL will light as a bulb check if the key is on and the engine is not running. If the engine is running and stalls or stops for any reason with the key on, the MIL will be lit and no Continuous Memory codes will be set. When the key is first turned on, the MIL will stay lit briefly after the engine is started as part of the bulb check feature.
- 7) MIL Flashes During Self-Test
- The circuit that controls the MIL is also the Self-Test Output (STO) circuit that goes to the Self-Test connector. The MIL will flash during Self-Test as the STO circuit is cycled on and off. This is normal and no Continuous codes are set.
- 8) Processor KAM Is Erased Or Fails
- The Keep Alive Memory (KAM) within the processor must always have voltage supplied to it. This voltage is supplied by the Keep Alive Power (KAPWR) circuit (Pin 1) that connects directly to the battery. KAM contains adaptive parameter tables that allow the processor to adapt to different operating requirements. It also contains the Continuous Memory codes. Continuous Memory codes will be erased any time KAPWR is disconnected (i.e. battery disconnected, processor disconnected, breakout box installed, open in the wire, etc.). If KAM fails within the processor, all Continuous codes will also be erased.
- 9) Damaged STAR Tester
- A damaged STAR tester can produce erroneous code output or accidentally erase Continuous Memory.
- 10) KOEO Processor RAM Test Failed
- The processor's Random Access Memory (RAM) is tested during KOEO Self-Test. If the processor's RAM has failed, the MIL will light and no codes are output.
- 11) Intermittent VSS Fault Detected In Wiggle Mode
- If in wiggle mode (STI grounded) and an intermittent Vehicle Speed Sensor (VSS) fault is detected, the MIL can be lit momentarily. If the VSS signal returns to normal, the associated code is erased. In normal operation, the VSS will not light the MIL.
- 12) IDM Pulsewidth Not Recognized By Processor (EDIS Vehicles)
- EDIS vehicles can have the MIL on with no Continuous codes if the processor does not recognize the Ignition Diagnostic Monitor (IDM) pulsewidth. In this case, coil pack failure codes may not be set since the fault filters can be erased before they reach the threshold that sets the code.
- 13) Intermittent Ignition System Fault
- Vehicles with a Cylinder Identification (CID) sensor can light the MIL with no Continuous codes present if an intermittent ignition system fault is present long enough to activate the MIL and then goes away. The CID sensor can indicate that the fault was momentary and clear the coil pack faults but the CID fault may not register if the fault goes away fast enough.
- 14) Intermittent Open STI Circuit
- If the Self-Test Input (STI) circuit opened during KOEO Self-Test or code output, Continuous Memory would be cleared.
- 15) Power Lost To EEC Processor
- On some applications, the processor can lose power while the MIL stays powered. The MIL can light if a ground path is present through the processor.
- 16) Other Warning Lamps Mistaken For MIL
- The MIL can sometimes be confused with other warning lamps like the amber Air Bag lamp if they are located near each other in the dash panel.
- 17) Development Testing Or Wrong Processor Released To Production
- The MIL can be lit without Continuous codes during testing or if the wrong processor is installed.
- ------------
- Oil, SAE Viscosity Recommendation TSB 98-8-16 by Ford for 89-96
- APRIL 26, 1999
- ISSUE: Ford Motor Company now recommends SAE 5W-30 viscosity grade forservicing any Ford gasoline-powered vehicle regardless of model year.
- ACTION: When servicing any Ford gasoline-powered vehicle, use SAE 5W-30 viscosity grade motor oil. Refer to the following text for further details.
- Both SAE 10W-30 and SAE 5W-30 viscosity grade motor oils have been recommended in the past depending on vehicle model and model year.
- Tests have proven SAE 5W-30 viscosity grade motor oil provides the optimum protection and benefits for Ford gasoline engines. At both high and low ambient temperature conditions, SAE 5W-30 provides the best overall protection. It allows faster starts under cold ambient temperatures.
- SAE 5W-30 also provides approximately 1/2% increase in fuel economy over SAE 10W-30.
- SAE 5W-30 viscosity grade motor oils certified for gasoline engines by the American Petroleum Institute (API) should be used for all service procedures requiring replacement of the motor oil.
- OTHER APPLICABLE ARTICLES: NONE
- WARRANTY STATUS: INFORMATION ONLY
- OASIS CODES: 401000, 490000, 499000
- ....................
- MIL ON, DTC P1359 Stored in Memory TSB 97-21-12 by Ford for 95-96 Ranger
- Paint Color Chart - Aftermarket Supplier Cross-Reference List TSB 95-24-04 by Ford for 94
- ISSUE: The following color charts provide all of the supplier paint code numbers from the Ford two-digit paint codes listed on the Vehicle Certification Label.
Figure 1 - Article 93-24-04
Figure 2 - Article 93-24-04
Figure 3 - Article 93-24-04- OTHER APPLICABLE ARTICLES: NONE WARRANTY STATUS: INFORMATION ONLY OASIS CODES: 106000
- ------------
- Power Steering Noise TSB 93-26-5 by Ford for 90-94
- This TSB Article is being republished in its entirety to include 1994 model year vehicles and to update the service procedure. This TSB article supersedes TSB 93-7-3 and TSB 93-3-4.
- ISSUE: Noise heard from the Power Steering Pump may be caused by air in the system.
- ACTION: Purge all air from the system to eliminate any noise caused by air. Perform the following "Purge Air From Power Steering System" service procedure for either of the following conditions:
- l For Pre-Delivery vehicles with power steering noise complaints and evidence of aerated fluid. If noise persists, proceed with service diagnostics and repair procedures.
- l For all other vehicles following the disconnecting/decoupling of any power steering hydraulic connections/couplings or for vehicles with evidence of aerated fluid. This does not include fluid top off procedures.
- NOTE: IF THE AIR IS NOT PURGED FROM THE POWER STEERING SYSTEM CORRECTLY, A SECOND CUSTOMER CONCERN OR PUMP FAILURE COULD RESULT. THIS CONDITION CAN ONLY OCCUR ON PRE-DELIVERY VEHICLES WITH EVIDENCE OF AERATED FLUID OR VEHICLES THAT HAVE HAD STEERING COMPONENT SERVICE.
- FLUID LEVEL TOP OFF - PROCEDURE
- 1. Check and fill pump reservoir to dipstick FULL COLD or remote reservoir center mark.
- 2. Disable ignition by disconnecting the EDIS/DIS/TFI module or, for remote TFI, disconnect CMP/Hall Effect/PIP sensor.
- NOTE:
- ON 7.3L DIESEL VEHICLES, THE FUEL SHUTOFF SOLENOID (ON THE INJECTION PUMP) MUST BE DISCONNECTED TO PREVENT STARTING.
- 3. Crank engine 30 seconds, check fluid level and add if required.
- 4. Crank engine 30 seconds while cycling the steering wheel lock to lock.
- NOTE: DO NOT HOLD STEERING WHEEL ON STOPS.
- 5. Check fluid level and add fluid if required.
- AIR PURGE WITH VACUUM EXTERNAL SOURCE - PROCEDURE
- 1. Tightly insert the rubber stopper of the air evacuator assembly into pump reservoir.
- 2. Reconnect connection used to disable ignition and start vehicle.
- 3. Apply 20-25 in-Hg. (68-85 kPa) maximum vacuum for minimum of three minutes at idle; maintain maximum vacuum with vacuum source. Refer to Figure 1.
Figure 1 - Article 93-26-5- 4. Release vacuum and remove vacuum source.
- 5. Add fluid to FULL WARM or reservoir center mark.
- 6. Reinstall vacuum source and apply 20-25 in-Hg (68-85 Kpa) vacuum.
- 7. Cycle steering wheel from lock to lock every 30 seconds for approximately 5 minutes.
- NOTE:
- DO NOT HOLD STEERING WHEEL ON STOPS.
- 8. Shut engine off, release vacuum and remove vacuum source.
- 9. Add fluid if necessary and install dipstick or reservoir cap.
- 10. Start engine and cycle steering wheel from lock to lock every 30 seconds for approximately 5 minutes.
- NOTE:
- DO NOT HOLD STEERING WHEEL ON STOPS.
- 11. Check for oil leaks at all connections.
- NOTE:
- IN SEVERE CASES IT MAY BE NECESSARY TO REPEAT AIR PURGE WITH VACUUM SOURCE PROCEDURE.
- OTHER APPLICABLE ARTICLES: NONE
- SUPERSEDES: 93-7-3
- WARRANTY STATUS: Eligible Under Basic Warranty Coveraage For 1990-91 Model Ford, Mercury And Light Trucks, Major Component Coverage For 1990 Model Lincolns, Bumper To Bumper Warranty Coverage For 1992 And Later Model Ford, Mercury And Light Trucks And 1991 And Later Model Lincolns
- LABOR ALLOWANCE
- DEALER CODING
- OASIS CODES: 303000, 702000, 702100
- -----------------------
- PSOM Pointer Waiver TSB 96-21-11 by Ford for 92-96
- Programmable Speedometer/Odometer Module Pointer Waiver Article No. 96-21-11
- ISSUE: The speedometer needle may waver and/or a light surge may occur on some vehicles when speed control is used
- at highway speeds between 80-113 km/h (50-70 mph). This may be due to slight dents/chips in either the exciter ring
- or the Vehicle Speed Sensor (VSS) and air gaps between the VSS and the exciter ring.
- ACTION: Replace the Programmable Speedometer/Odometer Module (PSOM) if required. New PSOM's come with increased immunity to system
- variability. Refer to the following Diagnostic Procedure for details.
- DIAGNOSTIC PROCEDURE
- BRONCO/F-SERIES - Perform normal PSOM diagnostics per Pinpoint Tests "H" and "J" of the 1996 F-Series/Bronco
- Body/Chassis Service Manual, Pages 13-01-30 through 13-01-32 and Pinpoint "B" of the 1996 Powertrain/Drivetrain Service Manual,
- Page 10-03-11.
- 1. Any slight dents, chips, etc., in either the exciter ring or VSS will create needle waver. Measure air gap between
- the VSS and exciter ring. It should be 0.38-0.51 mm (0.015-0.020").
- 2. Check exciter ring runout per the same ring gear backface runout procedure of the appropriate model 1996
- Powertrain/Drivetrain Service Manual, Section 05-00. Make sure the exciter ring is mounted correctly to the
- ring gear. If runout is more than 0.1 mm (0.004"), perform the differential runout check per the procedure in the
- appropriate model 1996 Powertrain/Drivetrain Service Manual, Section 05-02A or 05-02D, to find cause and repair as needed.
- 3. If all items listed above check good, replace the Instrument Cluster Assembly. Obtain the correct service part number from the Parts Catalogue
- and then contact the Electronic Odometer Exchange Center at (800) 259-9700 for U.S. Dealers and (800) 663-9974 for Canadian Dealers.
- NOTE: DEALERSHIP MUST TELL THE ODOMETER EXCHANGE CENTER THAT YOU NEED A PSOM3 LEVEL CLUSTER FOR A SPEEDOMETER NEEDLE WAVER CONCERN.
- OTHER APPLICABLE ARTICLES: NONE
- WARRANTY STATUS: Eligible Under The Provisions Of Bumper To Bumper Warranty Coverage
- Bronco 962111B Replace Programmable 0.7 Hr.
- BASIC PART NO. CODE 10849 06
- OASIS CODES: 204000, 204100, 204200, 205000
- -----------------------
- 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
- -----------------------
- Roof Cracks Repair Procedure TSB 96-20-11 by Ford for 80-96
- This TSB is being republished in its entirety to include Bronco through the current model year of 1996.
- ISSUE: Cracks may appear on the roof panel or on the corner panel sheet metal near the end of the drip rail at the B-pillar.
- ACTION: Repair roof sheet metal cracks by using the Roof Repair Kit (F5TZ-9850223-A). Refer to Instruction Sheet #6661, included in the kit, for service details.
- NOTE: BE SURE TO REPAIR BOTH SIDES AT THE SAME TIME. IF ONLY ONE SIDE IS CRACKED, ALSO REPAIR THE SIDE THAT IS NOT CRACKED.
- The Roof Repair Kit (F5TZ-9850223-A) contains the following: <
- One (1) Reinforcement -Body Side RH One (1) Reinforcement -Body Side LH
- One (1) Reinforcement -Roof Inner Panel RH .One (1) Reinforcement -Roof Inner Panel LH .Two (2) Plates -Roof Side Rail Enforcement .One (1) Epoxy -2 Part
- Fourteen (14) Rivets One (1) Instruction Sheet (I.S. #6661)
- PART NUMBER F5TZ-9850223-A PART NAME Roof Repair Kit
- OTHER APPLICABLE ARTICLES: NONE SUPERSEDES: 95-14-9
- WARRANTY STATUS: Eligible Under The Provisions Of Bumper-to-Bumper Warranty Coverage For 1992-96 Vehicles, Basic Coverage For All Others
- OPERATION 962011A DESCRIPTION Repair Roof Cracks (Includes Installation of New Headliner If Necessary) TIME 3.5 Hrs.
- DEALER CODING CONDITION CODE 01 BASIC PART NO. 7050202 OASIS CODES: 106000, 110000
- ROOF REPAIR SERVICE PROCEDURE – BRONCO
- Kit Contents – F5TB-9850223-AA
- Part Number
- Description
- Quantity
- 372820
- Rivet (2 Extra Supplied)
- 14
- F5TB-9827946-AA
- Reinforcement – Body Side Inner Panel RH (Sail)
- 1
- F5TB-9827947-AA
- Reinforcement – Body Side Inner Panel LH (Sail)
- 1
- F5TB-98500A54-AA
- Reinforcement – Roof Inner Panel RH
- 1
- F5TB-98500A55-AA
- Reinforcement – Roof Inner Panel LH
- 1
- F5TB-98514B12-AA
- Plate Roof Side Rail Reinforcement
- 2
- 10581 (Kent Ind.)
- Epoxy (2 Part) with Mixing Nozzle
- 1
- I.S. 6661
- Instruction Sheet
- 1
- NOTE: This kit contains parts to repair both sides of vehicle. Always repair both sides, even if only one side is cracked, otherwise the repair may not be effective.
- REMOVAL:
- Remove dome light fuse or equivalent to prevent battery from draining during the repair.
- Move both seats forward and place protective cover of the interior of the vehicle including the carpets, front seats, rear seat, and B-pillar trim. It is not necessary to remove the seats.
- Remove header and side fiberglass roof molding. For removal, refer to Service Manual Section 45-16 (before 1991) or 01-05 (after 1990).
- Remove fiberglass roof bolts and slide roof back about one foot. For removal, refer to Service Manual Section 46-51 (before 1991) or 01-08 (after 1990).
- Remove A-pillar and windshield garnish moldings. For removal, refer to Service Manual Section 45-16 (before 1991) or 01-05 (after 1990).
- Remove sun visors and dome lamp. For removal, refer to Service Manual Section 45-41 and 32-61 (before 1991) or 01-05 and 17-02 (after 1990).
- Remove roof console if equipped. For removal, refer to Service Manual Section 13-07 (1994-1996).
- Remove B-pillar trim panels. For removal, refer to Service Manual Section 45-11 (before 1991) or 01-05 (after 1990).
- Remove the headliner (if equipped). For removal, refer to Service Manual Section 45-41 (before 1991) or 01-05 (after 1990).
- Remove seat belt anchor bolts in B-pillars. For removal, refer to Service Manual Section 41-50 (before 1991) or 01-20 (after 1990).
- CUTTING THE 3.5" X 5" ACCESS HOLE
- Use the template which locates off the seat belt anchor in the B-pillar and the scribed line to orient the template. Then mark the rectangular hole using a grease pencil (refer to Figures 1A and 1B). Center punch hole location for ¼" hole using template.
- Use a ¾" hole saw at the four corners of the rectangle and drill ¼" hole (refer to Figure 2).
- Use a nibbler saw or equivalent between the drilled holes to make the access hole.
- NOTE: On the driver’s side of the vehicle, there is a wire for the high-mount stop lamp, which runs down the pillar along the inner roof. Cut away the rear portion of the access hole first and bend it out of the way. Then use a wire hook to grab the wire and pull it out the way before cutting the rear of the access hole (refer to Figure 3).
- If the wire is accidentally cut, then splice using butt splice or equivalent, and wrap with electrical tape. Check and replace fuse No.8 if it has been blown.
- Use a pair of pliers or vice-grips to bend the curled down portion of the left hand drip rail straight for better access to the sail panel underneath it (refer to Figure 4).
- NOTE: The remainder of this repair must be performed with all four wheels in the same plane. If repair is performed with the body twisted, then the braces will be stressed when the vehicle is level.
- OUTER SKIN CRACK REPAIR
- Remove the weather strip on the aft end of the roof for the fiberglass cap. For removal, refer to Service Manual Section 46-51 (before 1991) or 01-08 (after 1990).
- Sand the localized area to bare metal.
- Drill out the ends of the cracks with a 1/8" bit (refer to Figure 5).
- MIG weld the crack using ER70S-6 wire.
- Metal finish and prepare for prime coat.
- PREPARING THE METAL, APPLYING THE METAL REINFORCEMENTS AND EPOXY
- NOTE: To dispense epoxy, use Kent Ind. Dual Syringe Gun (Part No. 90375). If needed, order from Kent Ind., 1-800-554-6333, the cost is$49.95.
- Use a grinding stone, sandpaper, or wire brush on a drill to remove surface rust on the inside of the roof and sail panels and to clean the surface where the two-part epoxy will be applied (refer to Figure 6).
- Use a grinding stone, sandpaper, or wire brush on a drill to score the periphery of the access hole for better adhesion of the two-part epoxy for the cover plate (refer to Figure 6).
- Prepare the surfaces for the two-part epoxy by wiping them with a solvent using a clean cloth. Ensure that there is no residue left on the surfaces. All surfaces should be scored and cleaned (refer to Figure 7).
- Score the surfaces of the metal reinforcements. Use a solvent and clean cloth to wipe the surfaces clean for better adhesion with the two-part epoxy (refer to Figure 8).
- If the unit is equipped with a brace (refer to Figure 9), then pump the two-part epoxy between the brace, the outer sheet metal roof, and the sail panel. Use a blunt chisel and hammer to bend the forward standing flange on the brace as close to the outboard side of the roof and sail panels as possible, without contacting the roof and sail panels (refer to Figure 9).
- To prevent loss of reinforcement down the B-pillar, stuff it with cloth towels or block by other means. Practice inserting and removing the reinforcements to get used to handling the parts in the confined space. Determine if the reinforcement for the sail panel fits snug; if not, bend the reinforcement so that it does (refer to Figure 10B).
- Apply the two-part epoxy to the sail panel and the sail panel reinforcement, and place into position (refer to Figures 10A and 10B). The reinforcement should fit snug and should not require clamping. If the unit is not equipped with a brace from the factory, then ensure that the offset is filled with two-part epoxy material.
- Apply the two-part epoxy to the roof panel and the roof panel reinforcement, and place into position (refer to Figures 11A and 11B). The reinforcement should rest in place on top of the drip molding and should not require clamping.
- Apply 10 degree F direct heat for five minutes using a heat gun. Hold the heat gun 8-10 inches from the inside surface of roof and sail panels and apply heat through the 3.5" x 5" access hole.
- COVERING THE ACCESS HOLE
- Shape cover plate by hand, to conform to contour of inner roof (refer to Figure 12).
- Secure upper rear attachment with standard part sheet metal screw (refer to Figure 13).
- Align cover plate over access hole and drill. Secure attachment holes in sequence (refer to Figure 14). Install each screw right after drilling hole. Do not drill several holes at once, otherwise holes may not match perfectly.
- Remove sheet metal screws (refer to Figure 15).
- Score the periphery of the plate and wipe clean (refer to Figure 16).
- Apply two-part epoxy around the perimeter of the cover plate (refer to Figure 17).
- Secure the cover plate in the inner roof with 6 rivets (refer to Figure 18).
- PRIME, PAINT, AND HOLD UNIT
- Sand and clean the roof for priming.
- Mix and apply (2.0 mils) urethane primer surfacer per manufacturer’s label.
- Mix and apply (2.0 mils) topcoat material per manufacturer’s label instructions.
- Re-install the fiberglass roof and all trim panels.
- NOTE: If the vehicle was not equipped with a headliner, install one for the customer.
- Hold the vehicle for 24 hours to ensure sufficient curing time for the two-part epoxy material.
- FIGURE 1A FIGURE 1B
- FIGURE 2 FIGURE 3
- FIGURE 4 FIGURE 5
- FIGURE 6 FIGURE 7
- FIGURE 8 FIGURE 9
- FIGURE 10A FIGURE 10B
- FIGURE 11A FIGURE 11B
- FIGURE 12 FIGURE 13
- FIGURE 14 FIGURE 15
- FIGURE 16 FIGURE 17
- FIGURE 18
- BRONCO INNER ROOF ACCESS HOLE TEMPLATE
- -------------------
- Tailgate Applique Appearance TSB 95-1-6 by Ford for 90-95
- ISSUE: In
some cases, tailgate appliques are being replaced because of the
appearance of cracks in the plastic around the FORD letters. This is
due to the manufacturing process where the plastic material flows
around the FORD letter depressions.
- It
then cools at different rates and comes back together but does not
mix, resulting in a “knit line” that appears to be a crack.
- ACTION: This
applique should not be replaced because of the “knit
lines”. Every part will have this appearance (98425A34 for Bronco
and 99425A34 for F-Series).
- OTHER
APPLICABLE ARTICLES: NONE
- WARRANTY
STATUS: INFORMATION
ONLY
- OASIS CODES: 106000, 108000
- -------------------
- Throttle Position Sensor (TPS) Function & Diagnosis TSB 94-26-4 by Ford for 93-95
- ISSUE: The following Throttle Position Sensor (TPS) TSB has been developed
for service use. This TSB includes the following topics:
Description And Background Of TPS
(A1) and (A2) - Diagnostic Trouble Codes (Service Tips)
(B) - Troubleshooting The TPS
(C) - TPS Application Charts
ACTION: If TPS diagnosis or repair is required, refer to the following procedures for service details.
DESCRIPTION The Throttle Position Sensor (TPS) is a rotary potentiometer that provides a voltage signal to the Powertrain Control Module (PCM) that is linearly proportional to the throttle plate/shaft angular position. The TP sensor has a three-blade electrical connector that is plated. The plating increases the corrosion resistance on terminals and increases the connector durability. The TP sensor is mounted on the throttle body and is non-adjustable. As the TP sensor is rotated by the throttle shaft, four (4) operating conditions are determined by the PCM from the TP sensor.
The four (4) vehicle operating conditions are:
Closed throttle (idle or deceleration)
Part throttle (cruise, moderate acceleration)
Wide open throttle (maximum acceleration, de-choke on crank and A/C shut-off)
Throttle angle rate.
BACKGROUND: Recently, revisions have been made to the TPS, which have improved reliability and durability.
(A1) - DIAGNOSTIC TROUBLE CODES (DTC)
A key difference between EEC-IV, OBD I and EEC-V, OBD II is the monitors. EEC-IV monitors are designed to identify system and component issues. EEC-V monitors are designed to measure the ability of systems and components to maintain low emission levels.
To minimize the replacement of good components, be advised that the following non-EEC areas may be the issue:
Excessive blow-by
PCV malfunction
Vacuum leaks
Fuel pressure
Throttle sticking or linkage binding.
(A2) - EEC-IV DIAGNOSTIC TROUBLE CODES (DTC)
When a Diagnostic Trouble Code (DTC) 121, 124 or 125 are set in continuous memory, the technician is directed to Pinpoint Test G of the Powertrain Control/Emissions Diagnosis (PC/ED) Manual. Pinpoint Test G is named: In-Range MAF/TP/Fuel Injector Pulse Width Test. The description of the test is as follows:
EEC-IV DTC Code 121, 124, and 125 Description.
This In-Range Self-Test was designed to identify in-range concerns of the MAF sensor, TP sensor, or the fuel delivery system. The PCM will use information from these three (3) areas based on vehicle load to generate three (3) independent values. The three (3) independent values will be continuously monitored by the PCM. If one (1) of the values differs significantly from the others during normal vehicle operation, a Continuous Memory Diagnostic Trouble Code (DTC) will be stored.
EEC codes for the TPS are intended as a supplemental aid to diagnostics. They do not indicate the root cause since more than one (1) component can set the same code.
For example: EEC-IV, OBD I Codes 122 and 123 and EEC-V, OBD II Codes P0122 and P0123 for "TP circuit too low" or "TP circuit too high", limit the condition to the TP circuit, connector, or vehicle harness.
EEC-IV, OBD I Codes: 121, "TP inconsistent with air meter", 124, "TP higher than expected", 125, "TP lower than expected" and OBD II Code P1121, "TP inconsistent with MAF sensor" are a result of a comparison of the TP signal to a given airflow. Any un-metered air (downstream of MAF) that enters the engine, either due to a mechanical situation or electrical sensor condition, may result in these codes. PC/ED Pinpoint Tests will guide you to the root cause and avoid customer repeat repairs.
EEC-IV (OBD I) Codes 124 and 125 are set in memory as follows: Codes 124-125 are a comparison of a given airflow to the TPS voltage (throttle plate position).
Code 124: The PCM has indicated that the airflow rate is too low for the position of the throttle plate angle.
Causes for EEC-IV, OBD I Code 124:
Air bypass solenoid flow low/blocked (MAF may indicate low during the event).
Throttle body obstructed.
EGR flow low.
TPS circuit concern when accompanied by Codes 122 or 123.
BP sensor low.
Code 125: The PCM has indicated that the airflow rate is too high for the position of the throttle plate.
Causes of EEC-IV, OBD I Code 125:
Air bypass solenoid high/stuck open (MAF may indicate high during this event).
Throttle plate not closing.
EGR flow high.
TPS circuit concern when accompanied by Codes 122 or 123.
BP sensor high.
These codes are designed to set while in the part throttle drive mode, and often the MIL light flashes on and off until the condition is gone. In some cases, it is difficult to repeat the codes in a test drive since the PCM requires a long drive time to calculate the error in the system. At other times, it may be difficult to repeat because the condition that set the code may be intermittent. Pinpoint Test G of the PC/ED Manual will guide you to the root cause.
Causes of EEC Codes 122: TPS sensor circuit voltage above maximum.
Causes of EEC codes 123: TPS sensor circuit voltage below minimum.
Harness damage.
Connector damage or water in connector.
Defective TPS, open or short.
Check VREF for correct output.
(B) - TROUBLESHOOTING THE TPS
The following is a list of vehicle symptoms which have been associated with the TPS, but can also be related to other vehicle components.
Check engine light
Stalls/quits
Hesitation/stumble
Fast idle
If an EEC error code has identified the TPS as suspect, perform PC/ED Manual pinpoint tests on the TPS.
Testing the TPS in the vehicle electrical circuit:
The TPS is supplied with a 5.0 volt reference signal. As the TPS senses throttle plate rotation, the output voltage changes to a value in the range of 0.4 volts to 4.8 volts depending on vehicle application. A voltmeter, New Generation Star Tester (NGS) or Service Bay Diagnostics System (SBDS) is the recommended test equipment for checking the TPS output.
The reason SBDS or NGS are the preferred tools is that they allow TPS voltage monitoring without disturbing the connector. Many conditions can be caused by loose, dirty, oxidized, or poor connections that may correct themselves for a short time if the connector is disturbed during testing. This can mislead technicians into replacing a TPS that is okay, and the true cause, a bad connection, may return at some future time.
Measuring the TPS voltage at idle is key when diagnosing a TPS since most of its operational life is within 10 degrees of idle. Figures 2 and 3 include a guide to TPS output voltages for 1993-95 model year vehicles.
Figure 2 - Article 94-26-4
Figure 3 - Article 94-26-4
Figure 1 is a graph that shows how the TPS output voltage changes between engine idle and WOT conditions.
Figure 1 - Article 94-26-4
The TPS voltage increases when the throttle is depressed. Idle is typically in the 0.4 volt to 1.2 volt range. (Refer to idle voltage range chart.) As the TPS senses plate rotation toward Wide Open Throttle (WOT), the voltage increases. WOT is typically in the 4.0 volt range. A voltmeter, NGS, or SBDS is the recommended test equipment for checking the TPS output.
CAUTION:
MANY VOLTMETERS WILL AUTOMATICALLY CHANGE RANGES WHEN MEASURING TPS OUTPUT FROM IDLE TO WOT. WHEN A VOLTMETER IS USED TO MEASURE TPS OUTPUT FROM IDLE TO WOT, THE METER SCALES OR CHANGES RANGES AUTOMATICALLY. THERE MAY BE AN ERRONEOUS METER DISPLAY UNTIL THE VOLTMETER HAS LOCKED TO THE APPROPRIATE VOLTAGE READING. THE ERRONEOUS METER DISPLAY DOES NOT REPRESENT A DEFECTIVE TPS.
NOTE: IT IS RECOMMENDED THAT THE "RANGE LOCK" FEATURE ON MANY METERS BE SET FOR CHECKING TPS VOLTAGE.
Use the 0.00 range to measure TPS voltage.
If your voltmeter does not change ranges automatically and the meter is set to millivolt scale when reading full range voltages, the meter display may not indicate a valid value. This can be misinterpreted as an open circuit or suspect TPS. Ensure the meter is set to volts for measuring full range voltage levels.
(C) - APPLICATION CHARTS
Figures 2 and 3 are 1993-95 Throttle Position Sensor Service Part Application Charts for car and light truck. The charts also contain TPS idle voltage ranges. These idle voltage values should be used instead of the values published in the 1993-95 PC/ED Manuals. - ----------------------
- Water
Intrusion of MLP/TR Sensor TSB 95-2-12 by Ford for 89-94
01/30/95
TRANSMISSION - E40D - DIAGNOSTIC TROUBLE CODES - WATER INTRUSION OF THE MLP/TR SENSOR
TRANSMISSION - E40D - POSSIBLE WATER INTRUSION INTO THE MLP/TR SENSOR CAUSING SHIFT CONCERNS AND/OR HARSH ENGAGEMENT CONCERNS
TRANSMISSlON - E40D - SHIFT CONCERNS AND/OR HARSH ENGAGEMENT CONCERNS DUE TO WATER INTRUSION OF THE MLP/TR SENSOR
1989-94 BRONCO, ECONOLINE, F-150-350 SERIES, F-47, F-53, F-59
ISSUE: Some vehicles may exhibit a shift concern and/or a harsh engagement concern due to water intrusion into the MLP/TR sensor and vehicle harness. There may also be a number of different DTC's along with those concerns.
ACTION: Replace the MLP/TR sensor and vehicle harness connector if signs of water penetration are evident. Refer to the following for service details.
SERVICE PROCEDURE
1. Verify the customer concern.
2. Perform normal on-board diagnostics.
3. Inspect the MLP/TR sensor for signs of water contamination.
4. If water penetration is present and/or DTC's have been set, replace the MLP/TR sensor and the vehicle harness connector with the TR Sensor Service Kit (F5TZ-7A247-A).
The TR Service Kit contains:
One (1) TR Sensor
One (1) Connector Assembly
One (1) "Red" Pin Separator Plate
One (1) 6-Pin Grommet
One (1) 8-Pin Grommet
One (1) 7-Pin Grommet
One (1) Instruction Sheet
PART NUMBER PART NAME
F5TZ-7A247-A TR Sensor Service Kit
OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: Eligible Under The Provisions Of Bumper To Bumper Warranty Coverage For 1992-94 Models, Basic Warranty Coverage For All Other Model Years
OPERATION DESCRIPTION TIME 950212A Perform Electronic 2.0 Hrs.
Transmission Diagnostics, Replace MLP/TR Sensor
DEALER CODING BASIC PART NO. CONDITION CODE 7F293 08 - ----------------------------------------------
- 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.
- Figure 1 - Article 98-5A-4
- 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
- ----------------------------------------------
- Windshield & Interior Glass Fog Film TSB 96-22-01 by Ford for 86-96
- This TSB article is being republished in its entirety to update the model years.
- ISSUE: Customers with concerns of glass fogging (film) and with the chemicals that cause this fog can be advised that Ford Motor Company has extensively tested this material and found that it is not a health hazard. The film is caused by some of the chemicals used during the manufacture of the interior trim.
- ACTION: At the present time, there is no known field fix to prevent the window fogging, however, glass cleaner such as Ford Glass Cleaner (E4AZ-19C507-AA) has been found to be the best for film removal.
- PART NUMBER
- PART NAME
- E4AZ-19C507-AA
- Ford Glass Cleaner
- OTHER APPLICABLE ARTICLES: NONE
- SUPERSEDES: 86-13-06
- WARRANTY STATUS: INFORMATION ONLY
- OASIS CODES: 102000, 107000
- ----------------------------------------------
- Universal Joint TSB 97-20-15 by Ford for 90-96
- ISSUE: Available U-joints for driveshaft service are not always identifiable through model application charts. Some customers may request greaseable U-joints as a personal preference.
- ACTION: Refer to the following Service Information for availability of U-joint with grease fittings.
- SERVICE INFORMATION
- TO IDENTIFY U-JOINT BY MEASUREMENT:
- 1. Remove the old U-joint.
- 2. Measure U-joint using the following measuring procedure.
- a. Remove bearing cups.
- b. Remove excess grease from bottom of bearing cups and trunnions.
- c. Remove seals from bearing cups and trunnions.
- d. Reinstall bearing cups on trunnions.
- e. Measure as follows, permitting a tolerance of ±0.005" at Dimension "G" in Figure 1 with Dimension "D" and "E" at ±0.003".
-
- Figure 1 - Article 97-20-15
-
- 3. Identify U-joint part number using reference dimensions in the Light Truck Cross Reference Chart found at the end of this TSB article.
- TO IDENTIFY GREASEABLE U-JOINT FOR SERVICE:
- For customers who demand greaseable U-joints due to their specific vehicle duty cycle, refer to Light Truck Cross Reference Chart found at the end of this TSB article.
- Greaseable U-joints are typically recommended only for vehicles which operate 100% of the time in a high grit environment (e.g., coal mines).
- NOTE: GREASEABLE U-JOINTS DO NOT CONTAIN END PLAY THRUST WASHERS AND MAY CAUSE NOISE/VIBRATION/HARSHNESS (NVH) CONCERNS ON CERTAIN APPLICATIONS.
-
-
-
-
- OTHER APPLICABLE ARTICLES: NONE
- WARRANTY STATUS: INFORMATION ONLY
- OASIS CODES: 509000, 590000, 597997
- ---------------------------------------------
- E4OD Transmission Control Indicator Lamp (TCIL) Flashing Diagnostic Trouble Codes 62, 628 and/or 1728 & transmission shifts hard by Ford for 90-96
- ---------------------------
- Back to:
- The Miesk5 Home Page
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