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"...There are two types of EEC Self-Tests, Key On Engine Off (KOEO) & 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 Test after any codes associated with hard faults are output. 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...." READ MORE; "...The self-test plugs were mounted on the passenger side fender on 1985-86 EFI trucks; The self-test plugs are located along the driver's side fender behind the air filter box on 87-95 EFI trucks..."; miesk5 NOTE; Self-Test Input (STI) is the Pin in the Lt gray Connector and Signal Return Ground (STO/SIGRET) is Pin E in black Connector in 87-95; The engine temperature must be greater than 50°F (10°C) to pass the KOEO Self-Test and greater than 180°F (82°C) to pass the KOER Self-Test. Run it around to heat the engine up and shift thru all gears incl Reverse. Then turn off all accessories/lights, etc. Make sure A/C is off and transmission is in Park (automatic) or in Neutral for a Manual & release clutch. Do Key On Engine Off (KOEO) portion first. On all vehicles equipped with a 4.9L engine, the clutch must be depressed during the KOEO Test. On all vehicles equipped with a 7.3L diesel engine, the throttle must be depressed (WOT) during the entire Key On Engine Off Self-Test. Engine ID codes are issued at the beginning of the KOER Test and are one-digit numbers represented by the number of pulses sent out. During KOER; For gasoline engines, the engine ID code is equal to one-half the number of engine cylinders (i.e. 2 pulses = 4 cylinders). For the 7.3L Diesel engine, the ID code = 5. These codes are used to verify the proper PCM is installed and that the Self-Test has been entered. The Dynamic Response code is a single pulse that occurs 6-20 seconds after the engine identification code. When/if the Dynamic Response code occurs, perform a brief Wide-Open Throttle (WOT). The dynamic response check is used on some applications to verify operation of the TP, MAF, MAP & KS sensors. On vehicles equipped with the Power Steering Pressure (PSP) switch, within 1 to 2 seconds after the ID code, the steering wheel must be turned at least one-half turn and released. The PSP Switch signals the EEC Module when power steering pressure exceeds 350 psi ±50. The engine then increases idle speed to compensate for the additional load. It appears the PSP switch was deleted from the 94 model year. PSP Switch is screwed into the high pressure port of the PS pump(5.0L Only). On vehicles equipped with Brake On/Off (BOO) input (such as E4OD), the brake pedal MUST be depressed and released AFTER the ID Code has been displayed. This tests the ability of the EEC system to detect a change of state in the Brake Lamp Switch. On vehicles equipped with Transmission Control Switch (TCS) such as da E4OD, the switch must be cycled after the ID code has been displayed. This tests the ability of the EEC system to detect a change of state in the TCS. TCS = Transmission Control Indicator Light (TCIL) on E4OD it is also ref to as the OD on/off LED/Switch @ end of tranny gear stalk. Look Codes up in my broncolinks.com site using the new Search function.
Source: by Ford via Miesk5 at broncolinks.com
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Check Engine Light (CEL) Overview in 92-96; "...The check engine warning indicator comes on when the electronic engine control system is not working properly. The check engine warning indicator comes on briefly when the ignition switch lock cylinder is turned to ON, and should turn off when the engine starts. If the check engine warning indicator does not come on when the ignition switch lock cylinder is turned to ON or if it comes on while the vehicle is moving, the system is malfunctioning..." read more
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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SELF TEST - COMPREHENSIVE & Connector Location pics, Bronco & Ford; "...The self-test plugs were mounted on the passenger side fender on 1985-86 EFI trucks; The self-test plugs are located along the driver's side fender behind the air filter box on 87-95 EFI trucks..."; miesk5 NOTE; Self-Test Input (STI) is the Pin in the Lt gray Connector and Signal Return Ground (STO/SIGRET) is Pin E in black Connector in 87-95; The engine temperature must be greater than 50°F (10°C) to pass the KOEO Self-Test and greater than 180°F (82°C) to pass the KOER Self-Test. Run it around to heat the engine up and shift thru all gears incl Reverse. Then turn off all accesories/lights, etc. Make sure A/C is off and transmission is in Park (automatic) or in Neutral for a Manual & release clutch. Do Key On Engine Off (KOEO) portion first. Look Codes up in my broncolinks.com site using the new Search function.
Source: by BroncoJoe19 (Joe) at Ford Bronco Zone Forums
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"...Ford has NEVER used a coffee can style vacuum reservoir for the A C on 80-96 FS trucks. It's either a plastic ball, or an irregular box glued to the evaporator cover...''
Source: by Steve83 (Steve, That dirty old truck) at FSB
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"...The vacuum gauge should show 18-22 in-Hg @ idle, and maintain a steady needle. Rev it up to ~2500 rpm, hold it steady, and you should see the needle drop, then slowly increase to a level close to the idle reading (though slightly lower is normal)..."
Source: by SigEpBlue (Steve) at FSB
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"...The vacuum hoses used in the passenger compartment control circuit are constructed from PVC plastic material. The vacuum hoses used in the engine compartment are constructed of Hytrel. Because of the materials used, the vacuum hoses should never be pinched off during diagnosis to locate a leak. Use Rotunda Vacuum Tester 014-R1054 or equivalent to locate vacuum leaks. A wood golf tee can be used as a plug when it is necessary to plug one end of a vacuum hose for leak test purposes..." from F-150, F-250, F-350, F-Super Duty and Bronco, F-Super Duty Motorhome Chassis Workshop Manual
Source: by Ford via thedieselstop.com
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"...Use "Hard (Heavy Duty)" vacuum line for booster. Regular rubber hose such as used for WS washer fluid line will likely collapse after about say, 20 years. Inspect for any sign of kinking or collapse. Check vacuum draw available with a gauge connected between engine and booster. At idle, healthy engines draw somewhere between 17 and 22 in Hg. Check vacuum by depressing brake pedal firmly until it stops. The gauge should read a drop to approximately 10 in. Hg and then quickly recover to a normal reading. If vacuum takes too long to recover, there is a restriction in the volume, i.e.: fitting clogged or vacuum hose collapsed. Repair as necessary. While a defective booster will cause a hard pedal, a spongy or low pedal requires a hydraulic system check..."
Source: by miesk5 at Ford Bronco Zone Forums
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300 CID, 84-85, Feedback Carbureted Problem Areas; "...This pickup/Bronco application typically suffers from abuse, neglected service and a poorly designed manifold and feedback system. The vehicle will drive tolerably in open loop all the time, suffering from poor driveability and fuel economy (typically in the 8-10 mpg range). Check the mixture control solenoid on the carburetor for a varying duty cycle. A fixed 50 percent duty cycle is the open-loop default value. Check the oxygen sensor for switching (frequency) and amplitude. Verify powers and grounds to the ECU (computer - located inside, above the accelerator pedal). The ECU and 02 sensor grounds are on the firewall in the engine compartment low on the driver's side. Other critical inputs to the computer are the coolant temperature sensor and manifold absolute pressure (MAP) sensor (frequency-based), which both ground ahead and above the battery on the right inner fender well. Manifold leaks are very common (both intake and exhaust). Check all manifold, carburetor mounting and manifold preheat bolts and gaskets for tightness and leaks (flowing propane around gasket areas makes this fairly simple). The exhaust manifold is a relatively thin casting and can be badly warped, particularly if the vehicle has been heavily loaded, used for towing or driven through deep water. A leaking exhaust manifold will dump raw oxygen on the O2 sensor and can make the feedback system attempt to go rich. Carburetor throttle shaft wear is an area for particular attention. Some of the carburetor screws have a propensity for vibrating loose and having the carb literally disassemble itself in normal use. When rebuilding the carburetor pay careful attention to the reassembly of the accelerator pump components -- the washer goes on top of the diaphragm, not below it. This problem has been seen on several remanufactured carburetors as supplied from the rebuilder. Rejetting should be considered a last resort. Air injection switching (upstream, downstream), exhaust system integrity, and catalyst function are areas of common problems on these trucks as well..."
Source: by aircarecolorado.com
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3mm - 8mm Silicone Vacuum Tubing & Fittings Source
Source: by forgemotorsport.com
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4WABS DTC 16 ABS Warning Light On Intermittently with Code 16 & Possible Causes; miesk5 Note; for all Resistance tests, battery needs to be disconnected; remove Negative cable at battery
Source: by Steve83 (Steve, That dirty
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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4WABS DTCs for 96, Search
Source: by Wells
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4WABS Hard or Soft Brake Pedal; Stuck shut inlet (isolation) valve (hard) or leaky outlet (dump) valve (soft). Leaky inlet (isolation) valve during ABS (soft). Hydraulic leak in brake line or hose, fitting, brake master cylinder, wheel cylinder, or caliper. Air in brake system. Little or no vacuum boost. Stuck or inoperative wheel cylinder or caliper. Pinched or crimped brake line or hose.
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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4WABS Hydraulic Control Unit (HCU) & Valves Wiring Diagram & Overview; "...The front inlet valves should read 5-8 Ohms each; all other valves should read 3-6 Ohms each. Sensors should read 800-1400 Ohms across the pins, and more than 10 Ohms from the metal shell to either pin. The pump motor sensor should be 5-40 Ohms. The acceleration sensor is a group of switches which should be closed when the truck is stationary & level. When the sensor is tilted ~1" up in the rear, pins 2-3 should go open; when tilted ~1.5" up in the front, pins 1-3 should go open..."; miesk5 Note; for all Resistance tests, battery needs to be disconnected; remove Negative cable at battery
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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4WABS Lack of Deceleration During Medium/Hard Brake Application; Stuck shut inlet (isolation) valve or leaky outlet (dump) valve -- rear axle ONLY.
Possible Source(s):
� Hydraulic leak in brake line or hose, fitting, brake master cylinder, wheel cylinder, or caliper.
� Air in brake system.
� Little or no vacuum boost.
� Stuck or inoperative wheel cylinder or caliper.
� Pinched or crimped brake line or hose.
� Ineffective brake shoe or pad linings
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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4WABS Pulls During Braking; Fully or partially blocked right front inlet (isolation) valve. Fully or partially blocked left front inlet (isolation) valve. Frozen or binding caliper (one side of vehicle). Uneven brake pad or shoe wear. Pinched or crimped brake line or hose
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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4WABS Self Test & Connector Diagram, Component Locations, DTCs, 93-96; USE THIS PROCESS! "...The 4WABS TEST Connector is red; located at the left-hand side (driver's side) of the engine compartment and marked ANTI-LOCK TEST; Light Flash Technique 1. Note: If 12V test light is not available, the amber ABS warning light also flashes during this test. Locate test connector in the engine compartment and install 12V test light between Pins C and E. 2. With the ignition off, jumper Pin E to B. 3. Turn key to RUN position. 4. Remove jumper between Pins E and B after 5 seconds. 5. Count light flashes of test light or amber ABS warning light..." read more
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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4WABS Self Test Connector pic in a 95 (near driver's side hood hinge)
Source: by s8c2 (the wagon) at SuperMotors.net
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4WABS Troubleshooting; miesk5 Note; for all Resistance tests, battery needs to be disconnected; remove Negative cable at battery
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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4WABS Wheels Lock Up During Braking; Hydraulic outlet (dump) valve.
� Damp or contaminated rear brake shoe linings, stuck/leaking wheel cylinder, overadjusted rear brakes.
� Hung-up parking brake.
� Leaking rear axle seal
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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5.0L Thrust Bearing or Crankshaft Premature Wear, Metal to Metal Sound, Due to Torque Converter Flexing in AOD Transmission TSB 92-18-6 for 82-90 Bronco, E & F Series, & Many Others
Source: by Ford via Chilton
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A/C Switches to Defrost in MAX Mode; "...If MAX A/C only blows out the defrost registers, or if it switches to defrost during hard acceleration, this vacuum line (to the recirculate motor) is the reason. The white plastic is far more susceptible to UV light than any other color, and the gap along the edge of the hood allows it to degrade..."
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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ABS System Application Chart, Bronco & Ford; KELSEY-HAYES RWAL & RABS ABS Overview, Faults & Troubleshooting (Rear-wheel, Nonintegral) 92 to 93
Source: by Larry C CarleySoftware.com via aa1car.com
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Air Bag Diagnostic Codes, 92 Up, Bronco & Ford
Source: by screwy at clubfte.com
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Air Bag Diagnostic Monitor Location pic in 94-96; as Steve83 pointed-out, "...The module I MIS-labelled as "Airbag" is actually the Wiper Control Module (WCM). The Airbag Diagnostic Module (ADM) is light blue, wrapped in black foam, above the gas pedal..."
Source: by Ryan M (fireguy50) at fordfuelinjection.com
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Air Bag Diagnostic Monitor Location pic in 94-96; as Steve83 pointed-out, "...The module I MIS-labelled as "Airbag" is actually the Wiper Control Module (WCM). The Airbag Diagnostic Module (ADM) is light blue, wrapped in black foam, above the gas pedal..."
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Air Bag DTC 32, Driver Side Air Bag Circuit High Resistance or Open; "...indicates that the driver's side airbag circuit has high resistance or is open. In simpler terms, there may be a broken wire. This problem may have some relationship to the horn and cruise control failure that your experiencing as well. Has any work been performed on the steering column or under the dash of your vehicle? In either case, you should have the problem checked out. If the wrong wires get crossed with the airbag wires you could be in for a sudden surprise..."
Source: by Jim G at alldata.com
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Air Bag DTC 33 TSB BC0326961129 for 94-96 Bronco & F 150; "...WHEN DIAGNOSING AN AIR BAG LAMP FLASH-OUT CODE 33 (PASSENGER SIDE AIR BAG HIGH RESISTANCE OR OPEN) ON A 1994-1996 F150 OR BRONCO THAT IS NOT EQUIPPED WITH A PASSENGER SIDE AIR BAG, CHECK FOR PROPER GROUND FROM PIN 7, CIRCUIT 629, AT THE AIR BAG DIAGNOSTIC MONITOR CONNECTOR C218, TO THE NEGATIVE BATTERY POST; NHTSA #50734 ..."
Source: by Ford via miesk5 at broncolinks.com
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Air Bag DTC 45: LH Front Air Bag Sensor and Bracket Not Mounted to Vehicle Properly; "...Check: connector first and see if it or wire strands, etc. is corroded or disconnected; damaged sensor; corrosion or damage @he sensor mounting surface...then the TS goes back along w/da wires to da Mod.; as shown in Steve's diagrams(s)..."
Source: by miesk5 at FSB
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Air Bag DTC 51 The diagnostic monitor contains an internal thermal fuse that is not serviceable. "...The thermal fuse is controlled by the diagnostic monitor. The diagnostic monitor will blow the thermal fuse whenever a short on the deployment circuits occurs...: read more
Source: by Ford via miesk5 at FSB
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Air Bag DTC 52 Backup Power Supply Voltage Boost Fault; "... it is a capacitor that is located inside the air bag's diagnostic monitor (AKA computer). When you turn the ignition switch on the air bag computer monitors the voltage at this capacitor. Within about 45 seconds there has to be about 23 volts (yes 23 volts) present. In the air bag computer there is a voltage boost circuit that provides the extra kick to turn the voltage up to that level. The capacitor is a storage device or back-up power supply for the air bag system. If the voltage doesn't reach the correct level the air bag warning light will flash code 52 to alert you that the air bag system is not operating correctly. To find the cause for the failure or bad part will require some diagnostic time..."
Source: by Jim G at alldatadiy.com
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Air Bag Falsing Sensor location, pass. side B pillar pic in 94-96
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Air Bag Wiring Diagram for a 93 Taurus but Similar; includes possible short locations where the HEAVY DARK LINES are in the wiring diagram; read more
Source: by Ford via tbird100636 at fordforums.com
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Air Bag Wiring Diagram, Operation & Troubleshooting for 94-96
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Air Conditioning & Heater Vacuum Diagram in 92-96; "...80-91 similar, except 87-early 88 w/factory air; The 80-86 vacuum tank is a plastic ball on the R wheelwell..."
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Air Conditioning & Heater Vacuum Diagram in a 94
Source: by Richard B at Supermotors.net
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Air Conditioning & Heater Wiring Diagram in a 79 w/AC
Source: by Ranger429 (Trailer Special) at SuperMotors.net
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Alternator Diode Leakage Test; "...To check alternator diode leakage, connect the multimeter in series with the alternator output terminal when the car is not running. Leakage current should be a couple of milliamps at most; more often, it will be on the order of 0.5 milliamps. Use care when disconnecting the alternator output wire; make sure the battery is disconnected first..."
Source: by assets.fluke.com
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Alternator Power Loss Chart, GENERAL: A chart graphing engine power losses at different alternator outputs
Source: by performanceunlimited.com
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Alternator Test; "...The battery must be fully charged (see fig. 1). Run the engine and verify that no-load voltage is 13.8 - 15.3V (check as in fig. 1). Next, load the alternator to rated output current with a carbon pile across the battery. Run the engine @ 2000 RPM. Check the current with an 80i-410 or 80i-1010 current clamp. The unit must maintain at least 12.6V @ rated output..." read more
Source: by assets.fluke.com
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Anti-Theft & Keyless Entry Module & Connector Location Diagram Ford Part Numbers, Depictions, etc. from Ford Workshop Manual in 96 Bronco, F-150, F-250, F-350, F-Super Duty Chassis Cab & Motorhome Chassis; use your Browser's SEARCH (or FIND) function to locate what you seek in each Diagram, such as key, etc.
Source: by Ford via thedieselstop.com
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AOD 1 to 2 Upshift Troubleshooting
Source: by Jem270 at SuperMotors.net
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Audiovox Alarms, Remote Start & Keyless Entry Owners Manuals
Source: by audiovox
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Automatic Transmission Fluid Oxidation Chart; "...Automatic transmission fluid will provide 100,000 miles of service before oxidation occurs under normal operating temperatures of about 170°F. Above normal operating temperatures, the oxidation rate doubles (useful life of fluid is cut in half) with each 20° increase in temperature. The approximate life expectancy at various temperatures is as follows: 175°F 100,000 miles; 195°F 50,000 miles; 212°F 25,000 miles; 235°F 12,000 miles; 255°F 6,250 miles; 275°F 3,000 miles; 295°F 1,500 miles; 315°F 750 miles; 335°F 325 miles; 355°F 160 miles; 375°F 80 miles; 390°F 40 miles; 415°F Less than 30 minutes. This information clearly shows why transmission oil coolers and the various maintenance intervals are recommended for severe usage. Above 300°F, the metals inside the transmission will warp and distort in varying degrees depending on the severity of overheat. Because this damage occurs and fluid life is so seriously impaired, rocking out of snow, mud or sand should never exceed a very few minutes..."
Source: by niehoff.com
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Bad Fusible Link pic & depiction; "...most fusible links have melted/charred insulation when they burn out..."
Source: by miesk5 at FSB
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Battery Dead Cell; "... Sometimes, a battery will have just one cell go bad or short out. When this happens, the battery will seem fully charged, but fail to start the car, or it may start the car right after charging, but then fail to start the car an hour or more later. If this happens measure the S.G. in each cell. If one cell has a lower S.G. than the rest by a significant amount, replace the battery - there is no way to fix this problem. This condition most often happens to batteries subjected to lots of vibration, and sometimes to new and almost new batteries that have a bad cell from the factory..."
Source: by Gordon via miesk5 at FSB
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Battery Drain; "...Disconnect the positive clamp on your battery but take care not to touch the body metal with the wrench when doing this. Now connect an small light between the + terminal and the clamp. Put the clamp on a rag so it can't touch the sheet metal. If any drain is present the light will glow. Or you can check the amount of drain with an small ammeter. An drain of 1-2 Watts can be tolerated. Next pull the fuse for the mechanic clock and the radio. Still any current flowing (light on)? Ok, so you really have a problem. Now start pulling the fuses in the fuse box one by one until the light goes off. This is the circuit in which the problem lies. Check your manual or the indications in the cover of the fuse box to see which systems are connected to that fuse. The next steps depend on the systems concerned. Try disconnecting each one of the parts connected in the circuit. Again it's the same - when the light goes out you've found the problem. Even better than a light bulb is an buzzer. Many people have one of those annoying little rascals lying around. Use it..."
Source: by Alain H at landroverclub.net
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Blower Motor Current Draw and Voltages in a 96 Bronco, from Workshop Manual; Low 3-5 / 3-4 volts; Medium Low 6-8 / 5-7 volts; High 15-22 / 11-14 volts;Blower Circuit System Protection 30 Amp Mini-Fuse (Light Green) in Panel F-14 (D9ZB-14A094-GA)
Source: by Ford via miesk5 at Bronco Zone Forums
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Borg Warner (BW) 1356 Electric Shift Speed Sensor Location in Parts Break-Out Diagram
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Borg Warner (BW) 1356 Electric Shift Troubleshooting & Repair - BEST PROCESS! in Four Wheel Drive (4X4) General Information, Operation & Troubleshooting TSB 92-1-8 for Bronco, F Series & Ranger (COMPLETE); Includes Electric Shift On The Fly (ESOF) Troubleshooting & Hub Operation
Source: by Ford via Chilton
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Borg Warner 1356 Electric Shift Control Module Location pic; as Steve83 pointed-out, "...The module I MIS-labelled as "Airbag" is actually the Wiper Control Module (WCM). The Airbag Diagnostic Module (ADM) is light blue, wrapped in black foam, above the gas pedal..."
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Borg Warner 1356 Electric Shift Operation, Troubleshooting & Control Module Self-Test in a 93 F 250, but similar; "...Remove the five-wire connector and the eight-wire connector from the bottom of the electronic control module. Turn the ignition switch to the RUN position. Activate the self-test switch located on the module and note the result: A flashing indicator lamp (approximately one flash per second) indicates that the control module is functioning properly. A steady indicator lamp indicates that the control module is inoperative and must be replaced. The Control Module is located behind the instrument panel on the right hand side, behind the wiring harnesses..."
Source: by Vincent C at autorepair.about.com
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Borg Warner 1356 Electric Shift Speed Sensor Location & pic in a 92
Source: by yoomooman (eddy) at SuperMotors.net
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Borg Warner 1356 Electric Shift Speed Sensor Overview in a 93 F 250, but similar; "...The vehicle's speed must also be within specified limits as determined by the transfer case speed sensor (3 mph or under)...The electronic control module also analyzes input information from the speed sensor and the clutch interlock switch (M/T) (or neutral safety switch (A/T) depending upon transmission application)....read more; Miesk5 Note Ford Part Number is 7f293, speed sensor
Source: by Vincent C at autorepair.about.com
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Borg Warner 1356 Electric Shift Speed Sensor pics in a 96
Source: by drinkbrew (Jason) at FSB
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Borg Warner 1356 Electric Shift Speed Sensor Replacement Information & in an 89; "...took about 45 minutes to remove the yoke, tail housing, and solder/splice/heat shrink the new sensor in place..."
Source: by kf4amu (Will H, The Beast) at FSB
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Borg Warner 1356 Electric Shift Speed Sensor Wiring Diagram
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Borg Warner 1356 Electric Shift Speed Sensor Wiring Diagram & "...The speed sensor is important because the vehicle must be stopped for a shift into or out of 4L. The shift module won't make the shift if the vehicle is moving. speed sensor should show 225-275 ohms with the vehicle stopped. Check at the module connection..." Miesk5 Note Ford Part Number is 7f293 speed sensor
Source: by Dustin S (Dustball, Mellow Yellow, Mr. Laser Boy) at ylobronc.users.superford.org
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Brake Light (Feed-Through Circuit in Multi-Function Switch (MFS), Hazard, Turn, Flash-to-Pass, Dimmer High & Low Headlight Testing & Wiring Diagram in 92-96; "...the MFS testing is done with connectors disconnected; it's strictly an internal test of the MFS; There is no testing for the WCM - you test the MFS, the wiper & spray motors, and the wiring. If they're good but don't operate, it has to be the WCM by elimination..." Miesk5 NOTE; Brake Light & Turn, High & Low Headlight Dimmer, Flash-to-Pass & Hazard CKTs are a Feed-Through Circuit in Multi-Function Switch (MFS)
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Brake Light Overview in 92-96; "...All vehicles use a brake warning light in the instrument cluster to warn of system malfunctions. The red warning light for the brakes can show three things; that either the parking brake is not fully released, that the brake fluid level is low in the master cylinder reservoir or the vacuum pressure is low on diesel engine vehicles. The anti-lock brake system uses one amber ABS warning light to alert the driver of malfunctions in the system. The amber ABS warning light will come on for numerous reasons. It warns the driver that the ABS has been disabled. Normal power-assisted braking remains but the wheels can lock during a panic stop while the indicator is on. Certain procedures must be followed to find the concern in this situation. Refer to «Section 06-09B» in the Powertrain/Drivetrain Manual for diagnosis and testing of the system.The yellow anti-lock brake indicator lights up for approximately two seconds when the ignition switch lock cylinder is first moved to ON or START for circuit prove out. The indicator also lights up when the RABS module detects a malfunction in the system. The self-test feature contains codes that indicate the area of the malfunction. When a malfunction is detected, the RABS control module shuts down the system and the yellow anti-lock warning indicator comes on. This permits normal braking. A code can be retrieved by momentarily grounding the diagnostic pigtail (black with orange stripe wire) after it is disconnected from KAM (keep-alive power red wire) and counting the flashes of the yellow ABS lamp. To make sure the diagnostic trouble code (DTC) is not lost from memory, the ignition switch lock cylinder must be left in the ON position before the diagnostic lead is disconnected from KAM power. If more than one diagnostic trouble code exists, only the first code stored will be displayed. Additional codes will be output only after the first fault is corrected..." read more
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Brake On/Off (BOO) Switch 13480: The brake on/off switch tells the powertrain control module when the brakes are applied. The switch is closed when the brakes are applied and open when they are released. The PCM uses this signal to disengage torque converter clutch when brake is applied. Failed on or not connected — Torque converter clutch will not engage at less than 1/3 throttle. Failed off — Torque converter clutch will not disengage when brake is applied. DTC: 536, P1703. ..." READ MUCH MORE
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Brake Pull Troubleshooting, General; "...The normal checks include: a) Oil, fluid or grease contaminated friction. b) Unmatched friction — never replace friction on only one side of an axle set. c) Rough surface on one rotor, in comparison to opposite rotor. d) Front end alignment. e) Brake hose or line restriction. f) Uneven tire pressure, size or tire wear characteristics. g) Loose hardware on caliper, mounting bolts, guide pins, etc. h) Worn suspension components. i) Seized caliper piston. j) Excessive runout or parallelism. k) Loose wheel bearings. l) Damaged wheel...."
Source: by Larry H at mightyautoparts.com
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Brake Related Vibration/Inspection Service Tips TSB 99-19-4 for 93-96 Bronco, F Series, Windstar, Econoline, Explorer, Ranger, Villager & many others
Source: by Ford via scribd.com
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Brake Shift Interlock - Moving a locked gearshift
Source: by Ford Vehicles Help - Glossary at fordvehicles.com
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Brake Shift Interlock Overview & Location in Parts Break-Out Diagram in 92-96
Source: by Ford via miesk5 at broncolinks.com/gallery
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Brake Shift Interlock Troubleshooting & Overview Compendium in 92-96
Source: by Ford via miesk5 at FSB
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Brake Shift Interlock Wiring Diagram in a 92 from Ford EVTM
Source: by Ford via Seabronc (Rosie, Fred W) at Ford Bronco Zone Forums
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Brake Shift Interlock, Inadvertent Disablement TSB 99-13-9 for 94-96; "...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..."
Source: by Ford via miesk5 at MIESK5's BIG BRONCO LINKS
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Brake Shift Interlock, Inadvertent Disablement TSB 99-13-9 for 94-96; "...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..."
Source: by Ford via performanceprobe.com
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Brake Shift Interlock; "These (and many other) vehicles are equipped with a Brake/Shifter interlock for safety. This system requires the driver to hold the brake depressed before the shift lever can be moved from the Park position. There is an actuator (solenoid) on the left side of the steering column under the dash that disengages the shifter lock when the brake is depressed. In the event this system malfunctions, the shift lever may be stuck in the Park position. One cause of this complaint may be due to a faulty brake switch circuit. If you experience this complaint always check for blown fuses and brake light switch operation before proceeding with other work."
Source: by ATC-Distribution Group Inc. atcdg.com via web.archive
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Brake, Turn, Hazard Lights Inoperative, Similar to 80-91 Bronco & F-Series;"...have a friend stand behind your truck and when you are pressing the brake pedal move the turn signal arm ever so slightly, if the brake like comes on, your switch is shorted out and must be replaced..."
Source: by Ford via miesk5 at Ford Bronco Zone Forums
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Bronco Troubleshooting, Various Topics
Source: by all-parts.com
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Buzzing-Rattling Noise TSB 98-20-10 for 93-96 Bronco F Series, and many more; "A "buzzing" or "rattling" noise from the exhaust system may be caused by a loose heat shield attachment to the catalytic converter, catalytic pipes, muffler pipes and/or muffler. The noise is noticeable during normal driving conditions or at engine idle..."
Source: by Ford via Chilton
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Carbon Canister (Charcoal, Vapor, Evaporative Emission (EVAP) & Vacuum Tank for AC (plastic ball type) Location & Vacuum Hose Routing Video in an 86 5.0
Source: by JKossarides ("The Bronco", Jean) at SuperMotors.net
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Carburetor, Ford, Carter, Autolite Troubleshooting, Specs, etc. (under license from Delmar Publishers, comb of Chilton/Nichols/Delmar & Haynes); some may be incorrect, as reported by Seabronc, thanks Seabronc! NEW SITE URL!!! MUST REGISTER TO VIEW; select year, make, model, engine size and go to appropriate section
Source: by Chilton via AutoZone
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Charge Indicator Wiring Diagram in 87-89 & F Series
Source: by miesk5 at broncolinks.com/gallery
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Charging System Troubleshooting, General
Source: by icarumba.com
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Chilton Online Auto Repair Manuals ($19.95 per year for 1 vehicle), Ford & other makes
Source: by Chilton at chiltondiy.com
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Chime/Buzzer System Symptom Chart & Pin-Point Testing in a 96 from Workshop Manual
Source: by Ford via thedieselstop.com
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CLIMATE CONTROL Vacuum Circuit, Floor Panel Door, Temperature Blend Door (Cable Controlled), Floor & Defrost Door etc. Diagrams in a 96 from Workshop Manual
Source: by Ford via thedieselstop.com
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Climate Control Vacuum Line Harness Pic in 80-96; "...80-96 similar, except 87-early 88 w/factory air; The 80-86 vacuum tank is a plastic ball on the R wheelwell..."
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Clunk from Steering Column on Accelerating & Braking TSB 96-25-21 for 96
Source: by Ford via thedieselstop.com
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Clunk noise in the steering column may call for a new lower steering column shaft assembly (TSB 96-25-21, Dec. 96)
Source: by CanadianDriver.com
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Clunk on Take-Off Bulletin Info, Borg Warner 1356 (in GEARS Magazine, Sep 01), Figures are missing
Source: by Mike W at atra.com via web.archive.org
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Clunk on Take-Off Bulletin Info, Borg Warner 1356 (original Link cited was gone, see above) Figures are missing; see http://web.archive.orghttp://www.atra.com/gears/sep01/taming.html
Source: by miesk5 at FSB
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Clunk or grunt from the driveline during acceleration or stopping may be caused by engine torque preventing the slip yoke from sliding smoothly on the transmission output shaft splines (TSB 96-23-20, Nov 96)
Source: by CanadianDriver.com
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Clunk, Driveshaft AREA in a 96; "...could be a few things.. U-joints going out on the driveshaft, slip shaft needs greasing or 3rd member is warn and loose. get under and see if there is any side to side movement with the ujoints on the shaft, there shouldnt be any side movement at all; than grease your slip-joint (search) and go from there...& by ElKabong (Ken, El Kabong); Instead of sliding into the t-case like a car driveshaft would into a trans, a Bronco driveshaft normally is two pieces that slide together. The slipshaft is normally covered by a rubber boot in the middle like in the pic below; When you check the u-joints as Spiked described, park it on a flat spot, block the wheels & put it in neutral. That way the driveshaft will be free to move if the u-joints are bad..."
Source: by spikedzombies (O' Black Betty) & by ElKabong (Ken, El Kabong) at FSB
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Clunk; "... A clunking noise may be heard from the upper and lower ball joints on some vehicles. Early Wear TSB 96-23-15 for 73-96; This may be due to early wear of the joints caused by entry of water and contamination into the ball area. ACTION: Replace the ball joints with a new integral seal design ball joint. Refer to the following Application Chart for correct part usage. The new ball joint should reduce the possibility of moisture and contamination into the ball joint. Refer to the appropriate Service Manual for removal and installation procedure..."
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Clutch Interlock Switch Wiring Diagram in a 91
Source: by Ford via Ryan M (Fireguy50) at fordfuelinjection.com
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Code Reader Will NOT Power up; 96 Bronco & all Ford; "Check fuse 16 (Bronco) for the cigarette lighter. It is shared with the OBDII connector power and is commonly blown" miesk5 note; our 96's lighter wiring shorted out @ ashtray support..."
Source: by miesk5 at FSB
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Cold Start; Any Ford E4OD regardless of gas or diesel will not lock the converter until the coolant temp reaches 100 degrees. The transmission fluid temperature sensor is located on the solenoid body assembly in the transmission sump. It is a temperature-sensitive device called a thermistor. The resistance value of the transmission fluid temperature sensor will vary with temperature change. The powertrain control module monitors voltage across the transmission fluid temperature sensor to determine the temperature of the transmission fluid. The powertrain control module uses this signal to determine whether a cold start shift schedule is necessary. The cold start shift schedule lowers shift speeds to allow for the reduced performance of cold engine operation. The powertrain control module also uses the transmission fluid temperature sensor input to adjust electronic pressure control pressure for temperature effects and inhibit torque converter clutch operation during the warm-up period..."
Source: by miesk5 at FSB
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Color Codes, Bronco, 1996 for example; Alarm/Remote Start, Cruise Control & Stereo
Source: by the12volt.com
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Color Codes, Bronco, 1996 for example; Alarm/Remote Start, Cruise Control & Stereo
Source: by the12volt.com
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Compass & Outside Temperature Component Location Diagram in a 94
Source: by Ken B (Kenny's 94) at SuperMotors.net
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Compass & Outside Temperature Component Operating Instructions in a 94
Source: by Ken B (Kenny's 94) at SuperMotors.net
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Computer Controlled Dwell (CCD) Testing; using Ford's EEC Breakout Box, but many tests can be performed w/a MM, Air Gap Spark Tester or Neon Bulb Spark Tester or equivalent, etc.
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Connector Corrosion @ driver side seatbelt retractor panel in an 88
Source: by Jem270 at SuperMotors.net
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Connector Location Diagram in a 94 (part of overhead console wiring diagram series); C911 (left vanity mirror lamp), C1048 (E4OD), C913 (day/night mirror auto-lamp sensor), C271 (inertia fuel shut-off), C223 (electronic shift control module), C1012 (MLPS), C1020 ($r70W output shaft speed sensor), C1049 (4R70W), C328 (safing sensor), C404 (DSS/VSS/ABS rear axle sensor), C417 (trailer lamps), C440 (fuel level sender), C220 (to transfer case), C 117 (C6), C127 (neutral safety switch NSS), C161 (hi/low indicator switch), C510 (left front door disarm switch), C299 (RABS valve assembly), C1012 (MLPS), C117, C1025 (C6 for (7.5 & 5.8 over 8500 GVW only), C440 (front fuel tank pump/sending unit Gasoline engines) , C421 (front fuel level tank sending unit Diesel), C403 (chassis cab & 185 in wheelbase only), C427 (rear tank fuel level sender Diesel only), C441 (rear tank fuel level tank sending unit Diesel), C441 (rear tank pump/sending unit chassis cab & 185 in wheelbase only)
Source: by Ford via Ken B (Kenny's 94) at SuperMotors.net
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Connector Location Diagram, Engine Area in 92-93 4.9
Source: by Ford via chiltonlibrary.com
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Connector Location Diagram, Engine Area in a 91 4.9
Source: by Ford via chiltonlibrary.com
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Connector Location Diagram, in 92-96 (part of Keyless Entry Wiring Diagram for 92-96; scroll to the right); C200, C1048 (E4OD), C911 (left vanity mirror lamp), C271 (inertia fuel shutoff, C268, C509, C203, & C228, C912 (right vanity mirror lamp), right power mirror, C601 or C608, C404 (rear axle sensor-VSS/ABS), C311 & C310 (rear window defroster), manual transmission, C166 (back-up lamp switch), C117, C441 (fuel pump module), C429 (tailgate power window switch), tailgate window switch, C428 (tailgate latch switch, key operated), G401, C209, G200, C213, C221/C222/C223 (electronic shift control module), C220, transfer case assembly, to C161 (4x4 high/low indicator switch), C1020 (BW 1356 Electric Shift on the Fly transfer case (ESOF) output shaft speed (OSS) sensor location), C1012 (transmission range sensor(TR/MLPS), C214, C504 (left door courtesy lamp), C502 (left door lock motor), C503 (window/door lock control switch master, left), C500 (left window motor), C507 (left door speaker)
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Connector Locations in an 84; C101 at batty ground pigtail; C105 at ignition module; C121 below junction block; C128 near dual brake warning switch; C208A attached to instr cluster; C221 at radio noise capacitor near ign. coil; C230 front of eng. near distributor; C311, C321 & C325 LH fender apron near ign. module; C322 at distributor; C323 at ign. module; C327 behind center of IP; C332 fwd of RH side of dash panel; C352 near TPS; C1983 near BAP
Source: by Seabronc (Rosie, Fred W) at Ford Bronco Zone Forums
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Connector Re-Pin/Repair Video
Source: by pfun41 at youtube.com
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Console, Overhead Display Flicker Repair; "... my overhead console display started flickering and then went out completely. I disassembled the console module that houses the board and display, I noticed the faint smell of something that had burnt. I also noticed that the 5 pin heatsinked voltage regulator (ST brand L4947H www.st.com) was dissapating quite a bit of heat when powered. Using a meter and the spec sheets on the two regulators (the other was LM2940CT-12 or NTE1954) I noticed that the output from the L4947H was around 2 volts where it should have been 5 volts. Noting the amount of heat being dissapated and the low voltage reading, I determined that another component must have failed. I started looking at the nearest component which was a 100uF 6.3 volt electrolytic capacitor. Closer inspection revealed some brown crud under the bottom of it which meant that the capacitor had failed. I dug around in some spare parts and found a 100uF 16 volt capacitor which I installed in the circuit. Put the console back together and display is working fine.." READ MORE
Source: by kc5mhb at FSB
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Contaminated Oxygen Sensor pics w/Diagnosis, General
Source: by Tomco
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Coolant Leak May Occur at the Radiator Hose Joints, Hose Clamp TSB 95-6-16 for 95-96 BRONCO, ECONOLINE, F-150-350 SERIES; A coolant leak may occur at the radiator hose joints. This can be caused by: Debris on the sealing surface; Misassembly of the hose and/or clamp; Defective or damaged hose clamp; "Mega" hose clamps are to be used, if needed, because they have 30% more clamping force than clamps used in the past. They expand and contract with the thermal cycling of the joint, thus retaining their clamp load and efficiently sealing the joint over long periods of time. The screw-type dual-wire and worm gear style band clamps are less robust under climatic and system thermal cycling. THE "MEGA" CLAMPS WERE SPECIFICALLY SIZED FOR 1995 AND LATER VEHICLES. THEY ARE NOT APPROPRIATE FOR VEHICLES BEFORE THE 1995 MODEL YEAR BECAUSE THE JOINT SEAL CONFIGURATION AND DIMENSIONS ARE DIFFERENT. IF A 1995 VEHICLE IS RECEIVED WITH A DUAL-WIRE CLAMP, REPLACE IT WITH A COMPARABLE BAND CLAMP..." read more
Source: by Ford via thedieselstop.com
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Cruise (Speed) Control (Vacuum) "TRICKS OF THE TRADE" Troubleshooting TSB 90-25-12 by Ford for 86-91 Bronco, Aerostar, Econoline, Explorer, F-150, F-250, F-350, Ranger & cars
Source: by Ford via miesk5 (Al) at comcast.net
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Cruise (Speed) Control (Vacuum) "TRICKS OF THE TRADE" Troubleshooting TSB 90-25-12 by Ford for 86-91 Bronco, Aerostar, Econoline, Explorer, F-150, F-250, F-350, Ranger & cars
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Cruise (Speed) Control Diagnosis, Electronic Servo System in 93-96
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Cylinder Balance Test; "...NOTE: This test is only available on 95 Bronco w/1995 CA/MAF/SFI PCM (BIO0) & 96 Bronco; & Sequential Fuel Injection (SFI) Engines. Start an engine running test and press the accelerator lightly within 2 minutes after the last code is output. The PCM will cancel each cylinder in turn and measure the RPM drop. If any weak cylinders are noted their number will be output as a multiple of 10 (e.g. 30, 40). The output is the actual cylinder number, not the number in the firing order. NOTE: Will not always pinpoint bad injectors...."
Source: by muscularmustangs.com
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Cylinder Balance Test; NOTE: This test is only available on 95 Bronco w/1995 CA/MAF/SFI PCM (BIO0) & 96 Bronco; & Sequential Fuel Injection (SFI) Engines
Source: by SigEpBlue (Steve) & Bronco4Life at FSB
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Cylinder Balance Test; NOTE: This test is only available on 95 Bronco w/1995 CA/MAF/SFI PCM (BIO0) & 96 Bronco; & Sequential Fuel Injection (SFI) Engines. "...The Cylinder Balance test on the 5.0L SEFI and 5.0L SEFI MA vehicles is designed to aid in the detection of a noncontributing cylinder. The Cylinder Balance test, first reads engine rpm, with all injectors activated. Next, each injector is turned "off and on," one at a time. The rpm drop that results, if any, is then read. These two rpm's are compared to verify that the rpm drop was greater than a calibrated level. The Cylinder Balance Test service codes correspond with cylinder number followed by a "O" on a scanner. Example 20 = cyl #2. 1. Perform Engine Running Self-Test. 2. After the last repeated service code is received, wait 5-10 seconds. 3. Lightly depress and release throttle (not wide-open throttle) within two mintutes of the last repeated service code. 4. Cylinder Balance Test will be per formed at the first test level.Test time is approximately three minutes..." read more
Source: by Tomco Inc. tomco-inc.com
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Dash Harness pic in a 96 F 150; "...some connectors have been removed..."
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Daytime Running Light (DRL) Module Location Diagram in 92-96
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Defroster Wiring Diagram (color codes are correct)
Source: by Seabronc (Rosie, Fred W) at Ford Bronco Zone Forums
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Delayed or No second-to-third Upshifts may be caused by fluid leaking past the transmission Accumulator Seat (TSB No. 99-9-6, May '99)
Source: by CanadianDriver.com
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Detonation and/or Malfunction Indicator Lamp (MIL) Illumination with DTCs 332, P1407, and/or P1408 May Occur Under Normal Driving Conditions TSB 96-23-4 for Various Cars; Just because the vehicle is not listed in the TSB doesn’t mean you may not have a clogging problem; Figures are missing see Tomco Link Titled, DTC 332, P1407 and P1408 or detonation
Source: by Ford via way2old at fordforum.com
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Diagnosis & Troubleshooting, Chapter 10, from Ford Fuel Injection and Electronic Engine Control: How to Understand, Service and Modify, 1988-1993
Source: by Charles O. Probst via yunost.ru
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Diagnostic Link Connector (DLC) Diagram for a 96 (look up other years too)
Source: by autocenter.weber.edu
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Differential Pressure Feedback EGR Sensor (DPFE) or Pressure Feedback EGR Sensor (PFE) Sensor Code Repeated Troubleshooting, bucking or trailer hitching condition during shifting in 86-94: Miesk5 Note, Trucks never used a Pressure Feedback Exhaust (PFE) Sensor; "... Ford vehicles equipped with a Pressure Feedback EGR Sensor, (PFE) or a Differential Pressure Feedback EGR Sensor, (DPFE) may experience repeated occurrence of false EGR system codes and possible incorrect replacement of components due to limitations of the factory diagnostic procedures. While the Ford "H" manual does include reference to the EGR valve as a possible source of an EGR PFE Sensor code it does not address valves that "Hang" momentarily. Our testing has found that contaminant build-up in the area of the EGR pintle shaft, or pintle seat may cause the valves on these applications to be slow in opening when the PCM commands additional vacuum be applied to the valve. Sensing that insufficient EGR is occurring, the PCM commands for more vacuum to the EGR valve. When the valve does pop open, the combination of valve inertia and vacuum build-up cause the valve to over travel. This creates the sensed excessive EGR condition that triggers the false code. Drivers’ complaints usually include a bucking or trailer hitching condition during shifting or initial off-idle acceleration as part of the drivability complaint, which can be especially noticeable on manual transmission equipped vehicles. EGR valve replacement is the recommended service. A similar false code may also occur if the metering orifice located in the intake below the EGR valve and DPFE sensor is restricted. This type of problem will not create a trailer hitching condition but loss of fuel economy will be noted. Cleaning the orifice will correct this condition. Always check to make sure that the ground straps are in place and complete connections are made..."
Source: by Ford via napaechlin.com
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Differential Pressure Feedback EGR Sensor (DPFE) or Pressure Feedback EGR Sensor (PFE) Sensor Code Repeated Troubleshooting, bucking or trailer hitching condition during shifting in 86-94: Miesk5 Note, Trucks never used a Pressure Feedback Exhaust (PFE) Sensor; "... Ford vehicles equipped with a Pressure Feedback EGR Sensor, (PFE) or a Differential Pressure Feedback EGR Sensor, (DPFE) may experience repeated occurrence of false EGR system codes and possible incorrect replacement of components due to limitations of the factory diagnostic procedures. While the Ford "H" manual does include reference to the EGR valve as a possible source of an EGR PFE Sensor code it does not address valves that "Hang" momentarily. Our testing has found that contaminant build-up in the area of the EGR pintle shaft, or pintle seat may cause the valves on these applications to be slow in opening when the PCM commands additional vacuum be applied to the valve. Sensing that insufficient EGR is occurring, the PCM commands for more vacuum to the EGR valve. When the valve does pop open, the combination of valve inertia and vacuum build-up cause the valve to over travel. This creates the sensed excessive EGR condition that triggers the false code. Drivers’ complaints usually include a bucking or trailer hitching condition during shifting or initial off-idle acceleration as part of the drivability complaint, which can be especially noticeable on manual transmission equipped vehicles. EGR valve replacement is the recommended service. A similar false code may also occur if the metering orifice located in the intake below the EGR valve and DPFE sensor is restricted. This type of problem will not create a trailer hitching condition but loss of fuel economy will be noted. Cleaning the orifice will correct this condition. Always check to make sure that the ground straps are in place and complete connections are made..."
Source: by niehoff.com
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Dimmer High & Low Headlight, Flash-to-Pass, Hazard, Multi-Function Switch (MFS), Turn & Brake Light Testing & Wiring Diagram in 92-96; "...the MFS testing is done with connectors disconnected; it's strictly an internal test of the MFS; There is no testing for the WCM - you test the MFS, the wiper & spray motors, and the wiring. If they're good but don't operate, it has to be the WCM by elimination..." Miesk5 NOTE; Brake Light & Turn, High & Low Headlight Dimmer, Flash-to-Pass & Hazard CKTs are a Feed-Through Circuit in Multi-Function Switch (MFS)
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Diode Identification & Service Replacements TSB 96-24-6 for 84-97 F Series & Econoline, 84-90 Bronco II, 86-97 Aerostar & many others; Bronco is not Listed but this TSB probably applies; "...Electrical system concerns that are due to diode failure may be serviced with an approved Ford service diode. Some electrical diodes used in early production vehicles are color coded for the purpose of size identification while others are stamped with a manufacture number. All Ford service diodes and current production diodes are identified by manufacture number. If service is required, refer to the appropriate model/year Electrical and Vacuum Troubleshooting Manual (EVTM) to determine the size and location of the diode (s). Refer to the following Electrical Diode Application Chart for the correct service part number. IF THE DIODE REQUIRING REPLACEMENT DOES NOT HAVE THE SAME RATING AS LISTED IN THE APPLICATION CHART, USE THE NEXT HIGHER RATED DIODE.
Source: by Ford via performanceprobe.com
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Diode Pattern Waveforms, Bad; "...This waveform was captured using the diode pattern test located in the engine tests menu. This particular alternator has a bad rectifier, causing an AC voltage to ride on top of the DC voltage signal. This AC voltage affected the pip and spout signals (Ford primary ignition signals) causing a no code driveability problem. The fix was to replace the alternator. This waveform was captured using the diode pattern test located in the engine tests menu. This alternator, like the previous alternator, has a bad rectifier. This is another example of how a bad rectifier can affect the diode pattern. The fix was to replace the alternator. This waveform was captured using the lab scope. This is a good example of how an alternator with a bad diode can affect other signals that the ECM looks at. In this case it is an IAC motor. When viewing waveforms that have a lot of hash always look at the alternator diode pattern as a possible cause..."
Source: by omitec.com
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DLC Location pic for a 96
Source: by autocenter.weber.edu
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Dome Light Circuit Wiring Diagram & Testing in 92-96; "...The only significant difference between '92-96 and '80-91 is that the MFS's DIMMER switch replaced the older beam select switch, but they perform the same function..."
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Dome Light Connector Corrosion in Driver's Side B Pillar Info & pic; "...This is a picture of the connector behind the driver side seat belt retractor. This is a common area of problems. On mine, the wires had corroded and fell out of the connector. These wires go to the dome light..."
Source: by Jem270 at FSB
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Dome Light Connector Corrosion in Driver's Side B Pillar pic; "...This is a picture of the connector behind the driver side seat belt retractor. This is a common area of problems. On mine, the wires had corroded and fell out of the connector. green wire had corroded on the connector and preventing power getting to the dome light..."
Source: by Jem270 at SuperMotors.net
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DPFE Sensor Overview, Construction, Testing & Depiction, Older Aluminum Version; "...DPFE SIG is This voltage at idle is approximately 0.45 volts; SIG RET is GROUND; V REF is 5 volt reference. DTC PO1400, P1401, PO402, P1403, P1408; "There are a number of tests that the EGR system is put through. First the DPFE is checked. It is continuously monitored for opens or shorts. The OBD II system looks for the DPFE signal to exceed the minimum or maximum values. If it finds these values out of specs a DTC P01400 or 1401 will be set The OBD II system also monitors the EGR flow rate. At a steady state condition when the engine load and speed are moderate and the EVR duty cycle is high the DPFE voltage is checked. It then compares this DPFE value to a stored desired DPFE value for those conditions. If the two values are inconsistent, the EGR flow is insufficient (Fig. 11). A [B]DTC P0401 [/B]will be set for this condition. This test is also performed during a Key On Engine Running (KOER) test. If it fails during this test a DTC 1408 will be set; The OBDII system monitors continuosuly the DPFE signal at idle. Since there should be no EGR flow at idle, the DPFE signal should show a no flow voltage signal. The system compares the Key On Engine Off (KOEO) stored voltage to the DPFE signal at idle. If the signal is not consistent with this value, it may indicate a stuck open EGR valve. The DTC for this condition is a P0402. The EVR is continuously tested for opens or shorts. The OBDII system looks for a circuit voltage that is out of range or inconsistent with the EVR commanded output state. If it finds a fault in the EVR circuit voltage a DTC P1409 will be set. There are a number of tests that the EGR system is put through. First the DPFE is checked. It is continuously monitored for opens or shorts. The OBD II system looks for the DPFE signal to exceed the minimum or maximum values. If it finds these values out of specs a DTC P01400 or 1401 will be set. The system then looks for a DPFE voltage value that is inconsistent with a no flow situation. If the DPFE voltage increases or decreases this may indicate a fault with the upstream hose. A DTC P1405 will be set for this condition. A DTC P1406 will be set if there is a problem with the downstream hose. The OBD II system also monitors the EGR flow rate. At a steady state condition when the engine load and speed are moderate and the EVR duty cycle is high the DPFE voltage is checked. It then compares this DPFE value to a stored desired DPFE value for those conditions. If the two values are inconsistent, the EGR flow is insufficient (Fig. 11). A DTC P0401 will be set for this condition. This test is also performed during a Key On Engine Running (KOER) test. If it fails during this test a DTC 1408 will be set. The OBD II system also checks the DPFE signal when the EGR valve is open for a negative voltage. If a negative voltage is detected the hoses may be reversed. If it fails this test a DTC 1403 will be set. The EVR is continuously tested for opens or shorts. The OBDII system looks for a circuit voltage that is out of range or inconsistent with the EVR commanded output state. If it finds a fault in the EVR circuit voltage a DTC P1409 will be set..." READ MORE
Source: by tomco-inc.com
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DPFE Testing & Vacuum/Voltage Parameters & pics on both older Aluminum & Newer Plastic Version - MIESK5 NOTE: only 95 5.8L California models & all 96 have the DPFE Sensor instead of EGR Valve Position Sensor (EVP); Ford also calls the DPFE Sensor an EGR Pressure Valve - my 96's Ford pn is F4ZZ9J460-B
Source: by tomco-inc.com
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Drift or Pull While Braking TSB 98-5A-46 for 88-96; Radius Arm Replacement; "...A steady state drift to the left or pull to the left while braking may occur on some vehicles. This may be caused by the negative caster split (caster variation with less caster on the left side versus the right side) being out of specification. Determine vehicle alignment readings. If negative caster split is out of specification (0 ±0.4 degrees), select the appropriate right side radius arm to bring caster split back to specification. Refer to the following Service Procedure for details. CURRENT PRODUCTION RADIUS ARMS HAVE 1.2 DEGREE (BRONCO) OR 1.5 DEGREE (F-150) CASTER BIAS BUILT INTO THE RIGHT SIDE RADIUS ARM. REPLACEMENT OF THE RADIUS ARMS WILL NOT AFFECT CAMBER. 1.Determine the amount of caster split the vehicle has by measuring the caster of both front wheels on an alignment machine. 2.Subtract the left front wheel's caster figure from the right front wheel's caster figure to determine caster split. If this figure is positive (left side caster figure is smaller than the right side figure), then the vehicle is exhibiting negative caster split and this procedure will apply to the vehicle. Caster split of ±0.4 degrees is within specification. 3.Obtain the paint color marking on the right side radius arm (white or yellow). Yellow paint markings represent a caster bias of 1.2 degrees; White paint markings represent a caster bias of 1.5 degrees. 4.Subtract the caster split figure obtained in Step 2 from the caster bias figure obtained in Step 3. EXAMPLE: If the result from Step 2 is 0.5 degree, and you have a white striped right side arm (1.5 degrees caster bias), subtract the caster split result of 0.5 degree from the caster biased arm of 1.5 degrees. The final result is 1.0 degree. 5.Select a replacement right side radius arm based on your result of Step 4 from the following chart (choose replacement arm which most closely matches your Step 4 result): 6.Install the new right side radius arm. Refer to the appropriate Bronco/F-150 Service Manual, Section 04-01B, for service procedure on right side radius arm replacement. 7. Recheck caster and determine that caster split is within specification..." See Chart
Source: by Ford via Chilton
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DRIVEABILITY - HO2S (HEATED OXYGEN SENSOR), CATALYST, AND FUEL SYSTEM MONITORS - SERVICE TIPS - OBD II VEHICLES ONLY - 96 Bronco, TSB 01-9-7
Source: by Ford via v8sho.com
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DRIVEABILITY - HO2S (HEATED OXYGEN SENSOR), CATALYST, AND FUEL SYSTEM MONITORS - SERVICE TIPS - OBD II VEHICLES ONLY - 96 Bronco, TSB 01-9-7
Source: by Ford via Ryan M (Fireguy50) at fordfuelinjection.com
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DRIVEABILITY - HO2S (HEATED OXYGEN SENSOR), CATALYST, AND FUEL SYSTEM MONITORS SERVICE TIPS - OBD II VEHICLES ONLY TSB 01-9-7 for 96 Bronco (must register to view entire TSB)
Source: by Ford via fte
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DTC & Possible Causes, P1131, P1132, P1137, P1138, P1151, P1157, P1152, P1158, P1401, P1405, P1406, P1443, P1506 & P1507, P1537, P1538
Source: by tradervar.com
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DTC 10 is "...snap throttle is not a code, it is a command- literally telling you to blip the vehicle throttle. Snapping the throttle open is required to run one of the tests. If you don't do it, you get the 538 code..."
Source: by jake at explorerforum.com
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DTC 112 to 114, Intake Air charge temperature sensor (ACT or IAT)Troubleshooting & Possible Causes; "...Codes 112 to 114 will set a IAT sensor code in the EEC, remove and inspect the sensor it could get contaminated by engine oil , K&N oil or dust. Clean the sensor with isopropyl alcohol. If the sensor still fails replace the unit..."
Source: by allfordmustangs.com
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DTC 113 Intake Air Temp (IAT); (Air Charge Temperature [ACT] prior to 1992); "...The sensor signal is greater then the Self Test max volt of 4.6 or higher - "...indicates that the corresponding sensor signal is greater than the Self-Test maximum. The maximum for ECT and IAT sensors is 4.6 volts. Possible causes: Open in harness (IAT or ECT), Faulty connection, Faulty sensor, Faulty Powertrain Control Module (PCM)..."
Source: by miesk5 at FSB
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DTC 116 Engine coolant temp. higher or lower than expected Possible causes: Low coolant level (ECT), Ambient temperature below 10°C (50°F) (IAT), Faulty harness connector, Faulty sensor
Source: by fordbronco1995 ("JUICE") at FSB
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DTC 116 to 118 ECT Troubleshooting & Possible Causes; "...The ECT sensor is a thermistor, basically a resistor that changes voltage accordingly to temperature changes. It provides a reading that\'s used by the EEC to change fuel delivery at engine startup to reduce emissions and monitors the temperature of the engine. If you see some rust in it clean it by sanding the surface using a fine grit sandpaper, Also check the connector and wiring..."
Source: by allfordmustangs.com
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DTC 116 to 118 ECT Troubleshooting & Possible Causes; "...The ECT sensor is a thermistor, basically a resistor that changes voltage accordingly to temperature changes. It provides a reading that\'s used by the EEC to change fuel delivery at engine startup to reduce emissions and monitors the temperature of the engine. If you see some rust in it clean it by sanding the surface using a fine grit sandpaper, Also check the connector and wiring..."
Source: by allfordmustangs.com
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DTC 121, 122, 123, 124, 125 & P0122 and P0123 in TSB 94-26-4; "...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; 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. 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..."
Source: by Ford via miesk5 at cc
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DTC 121, 122, 123, 124, 125 & P0122 and P0123 in TSB 94-26-4; "...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; 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. 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..."
Source: by Ford via tccoa.com
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DTC 122 through 125 Troubleshooting & Possible Causes; "... The TPS is located at the end of the throttle shaft on the throttle body. Using the TPS voltage signal the EEC determines fuel delivery based on throttle position. A bad TPS can be the cause of bad idle, which is caused by the injector pulse fluctuating. Some loss in performance can also be expected..."
Source: by allfordmustangs.com
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DTC 126-129, P0235-P0237; "...On gasoline engines, the manifold absolute pressure (MAP) sensor senses atmospheric pressure to produce an electrical signal. The frequency of this signal varies with intake manifold pressure. The powertrain control module monitors this signal to determine altitude. The PCM then adjusts the E4OD shift schedule and EPC pressure for altitude. On diesel engines, the MAP sensor measures boost pressure. The PCM monitors this signal and adjusts EPC pressure. Symptoms: Firm shift feel, late shifts at altitude..."
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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DTC 13 Cannot control RPM during ER Self-Test, low RPM & Possible Causes; "...vacuum leak, use garden hose section to listen for leak noise; TB base idle off- Idle Air Control (IAC) Sludge; Poor Idle TSB 91-25-07 for 85-92 Bronco & F Series & many others; air bypass valve dirty or bad..." READ MORE
Source: by miesk5 at FSB
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DTC 136 Left front Heated Oxygen Sensor (HO2S) lean Possible Causes: Fuel injectors, HO2S, Secondary Air Injection (AIR) system, Positive Crankcase Ventilation (PCV) /Hose, Vacuum, Evaporative Cannister Purge, Manifold Absolute Pressure (MAP) sensor, Electronic Ignition Coil Failure
Source: by fordbronco1995 ("JUICE") at FSB
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DTC 136, 137, 139, 144 and 171 through 178
Source: by GTRaptor at allfordmustangs.com
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DTC 14 & 18; Profile Ignition Pickup (PIP) & Troubleshooting; "...The top three leads (for PIP signal) can lose continuity with the back plate (ground) on the module when the unit is hot. You should consider a remote mounted TFI. If your TFI is failing from heat, it can give off computer codes 14 (PIP) and 18 (SPOUT). stalling/dieing or sputtering when hot but runs when it cools off. This can be caused by a faulty TFI and the biggest culprits are heat. Another culprit can be a wire grounding out. Problematic TFI's can give off codes 14 (PIP) and 18 (SPOUT)..." read more
Source: by therangerstation.com
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DTC 15 Engine Control Module (ECM) Failure Symptoms, & other makes (part ad)
Source: by CARDONE® cardone.com
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DTC 172 lean Heated O2; "...Backprobe the MAF (+) and MAF-RTN (-) lines with a DVOM. You should see ~1.0V or slightly less at warm idle. If not, check the +12V and GND lines to make sure there's battery voltage between those terminals with the ignition key turned ON. You also may want to try using the proper spray cleaner on the MAF wires, especially if you have a K&N oily filter (in which case I can almost guarantee there's oily junk on your MAF's wires). Also make certain that the tube(s) leading from the MAF to the throttle body are /100%.jpg intact. The red wire (on the right in the first above picture) is supposed to have battery voltage with the key on. Measure between that wire and the one right next to it. You measure the MAF voltage at idle, because the MAF voltage is what's interpreted by the PCM..."
Source: by SigEpBlue (Steve) at FSB
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DTC 172, 173 or 41 for HO2S failure in TSB 95-02-11 for 92-95 Bronco & F Series; "the HO2S wires in the 12A690 (subassembly of the 14B060 battery cable) harness may be cut on the lower right engine mount causing improper signals to be sent to the PCM. Damage may be under the electrical tape..." SEE MORE ON REPAIR; Miesk5 Note; also see TSB 95-5-21 for 92-95 Bronco & F Series
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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DTC 172, 173 or 41 for HO2S Failure Or Fuse \"E\" Inoperative, ABS Light On, Back-Up Lamps Inoperative, DRLs Inoperative, MIL On, Inadvertent Self-Test, Speedometer Inoperative & Trailer Battery Charge Relay Inoperative in TSB 95-5-21 for 92-95 Bronco & F Series; "...the HO2S wires in the 12A690 (subassembly of the 14B060 battery cable) harness may become chafed and the vehicle could exhibit any one of the following conditions....Lack of proper HEGO operation may cause, or be the result of a rich or lean fuel condition, which could cause additional heat in the catalyst. Perform self test KOEO and KOER, service any codes. CHECK FOR PROPER HEGO GROUND. If the HEGO ground is good, the following areas may be at fault: ..." READ MORE
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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DTC 173 Oxygen sensor not switching - system is or was rich - Single, Right or Rear HO2S; "...I'd guess there's either an obstruction in the exhaust pipe directing the exhaust away from it, preventing it from detecting & operating normally (not likely), OR there may be a fault in the heating element circuit (more likely). It comes off the purple/yellow circuit (can't remember which fuse) which also feed A LOT of other things and runs around the front of the radiator to the R side near the battery where it drops down by the engine mount & goes to the sensor. Make sure you have good power & ground to the appropriate terminals in the connector, and test for a signal voltage. Then, using the old & the new sensors, trace the fault..."
Source: by Steve83 (Steve, That dirty old truck) at forums.off-road.com
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DTC 18 - Profile Ignition Pickup (PIP)
Source: by Matthew W at autorepair.about.com
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DTC 18 IDM circuit failure or SPOUT circuit grounded; "...The computer sends out a timing advance correction to the ICM over the SPOUT wire and then looks for the change on the IDM wire. You might check the ECT or the IAT sensor for your problem. Also check the SPOUT/IDM wire going to ground.
Source: by freeautomechanic.com
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DTC 18 or 212; Ignition Diagnostic Monitor (IDM)
Source: by Joe D via fordfuelinjection.com
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DTC 18 or 212; Ignition Diagnostic Monitor (IDM) Troubleshooting; "...Identifying the correct module for your vehicle can be accomplished in a number of ways. First, always refer to the correct application in the Engine Management catalog. If that information is not available, check the wiring of the vehicle. If pin # 4 of the module gets a start signal (which should be battery voltage) from the starter circuit, it's a "Push Start" system. On the other hand, if pin #4 of the module is wired directly to pin #4 of the ECM, then it's a CCD system (refer to diagram #5)..." READ MUCH MORE Miesk5 NOTE; use BLACK Modules in 94-96 Broncos
Source: by Joe D at carquest.com
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DTC 186; "...VISUALLY INSPECT MAF SENSOR This code is usually caused by a vacuum leak. Check for unmetered air between the Mass Air Flow (MAF) sensor and Idle Air Control (IAC) solenoid. Then check all engine vacuum hoses for damage, leaks, cracks, blockage and proper routing. If the vacuum lines check out okay, then it's possible you have a bad MAF or injector(s). Ck the fuel filter. & if all looks good, ck FP
Source: by miesk5 at FSB
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DTC 186; "...VISUALLY INSPECT MAF SENSOR, Continuous Memory DTC 184 indicates MAF value is higher than expected. Continuous Memory DTC 185 indicates MAF value is lower than expected. NOTE: If further description is required for the In-Range Test, refer to Quick Test Appendix, �Section 5A�. l Key off. Check for air leaks between IAC solenoid and MAF sensor. l Inspect MAF sensor for oil contamination. -- Excessive blow-by -- PCV malfunction (refer to �Section 14A�). l Are the above checks OK? Yes GO to G9. No SERVICE as necessary. CLEAR Continuous Memory (REFER to Quick Test Appendix, Section 5A). RERUN Quick Test
Source: by Caimanlx93 at wiki.answers.com
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DTC 21 ECT out of self test range 0.3 to 3.7 volts; "... ECT is bad, engine not warmed up, bad thermostat, low coolant..Coolant is less than 50 deg F for KOEO, or less than 180 deg F for KOER, or greater than 250 deg F for either. If coolant temp is in proper range, suspect ECT sensor or it's connector/wiring..." read more
Source: by miesk5 at FSB
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DTC 21, 51, 61 or 116, 117, 118 "...Failure in either the circuit or temperature sensor will show code 21, 51, 61 or 116, 117, 118.Unplug the harness connector. First, check the signal voltage at the connector with the key on, engine off. Should be approximately 5.0v. Then, check the resistance of the sensor cold. Should be between 58,750 to 40,500 ohms. Plug in the harness connector and warm up the engine to normal operating temperature. Then, unplug and check the resistance of..." read more
Source: by Seattle FSB (SeattleFSB) at FSB
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DTC 211 indicates two successive erratic Profile Ignition Pickup (PIP) pulses occurred, resulting in a possible engine miss or stall. Possible causes: Loose wires/connectors. Arcing secondary ignition components (coil, cap, rotor, wires, plugs, etc.). On-board transmitter (2-way radio).*
Source: by Jim at justanswer.com
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DTC 211; "...code set when the ignition module fails, the pickup coil inside the distributor, or the engine computer. The most common of the three is the coil inside the distributor..."
Source: by RIP at justanswer.com
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DTC 211; Hesitation, Stumble, Stall, Miss, No Start, No Spark and/or Diagnostic Trouble Code (DTC) 211 TSB 95-15-11 for 93-95; Shorts in Profile Ignition Pickup (PIP) & Spark Output (SPOUT)
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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DTC 212 (Ignition module circuit failure-SPOUT circuit grounded); "...Check to see if the spout connector is good by running a piece of wire where the connector is supposed to go. If that doesn't help any try checking the wiring all the way until it goes into the connectors..."
Source: by NoSlow5oh at allfordmustangs.com
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DTC 212 - Loss of IDM input to EEC or SPOUT circuit grounded. Continuous Memory DTC 212 indicates a loss of IDM input to the PCM. "..Possible causes: 1. Check for the short to ground possibility in the SPOUT wire (to ECM side and to ICM side) as suggested above. 2. IDM wire from Ignition Control Module (ICM) to ECM integrity (open, short to ground or power). 3. ICM was already replaced 4. If all the above checks OK......the ECM will be the one to blame..."
Source: by Joel5.0 at allfordmustangs.com
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DTC 212; "...IDM is a feedback signal generated by the ignition system and is monitored at pin #4 of the ECM. Its purpose is to diagnose missed ignition primary pulses at the time the ECM commands the Spout signal to fire the coil. Since it is used solely for diagnostic purposes, if this circuit is not operating properly, it will not affect vehicle driveability; & by Seattle FSB- The Ignition Diagnostic Monitor (IDM) signal is a diagnostic signal for the PCM to to verify a coil firing for each PIP signal. If an erratic or missing IDM signal is received, a Diagnostic Trouble Code (DTC 212) is set. An occasional IDM signal may not affect drivability, but can still throw a trouble code. As SigEpBlue has stated, check for an intermittent ground on the spOUT and/or IDM circuit. Also, ensure that you have the correct Ignition Control Module (ICM) and it is wired correctly to the PCM..."
Source: by SMP via SigEpBlue (Steve) & by Seattle FSB (SeattleFSB) at FSB
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DTC 213 Spout Circuit Open; "...EZ check first; Ck to see if the SPOUT (Spark Output) connector is missing. da connector is a little "jumper" that fits into two wire connector; located near da distributor (it is removed to adjust timing). Location pic @ distributor by unknown via Jem270 Check to see if it is in-place, if connector/wiring is damaged or corrosion is in conn or wiring..."
Source: by miesk5 at FSB
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DTC 22 - Manifold Absolute Pressure (MAP)/Barometric Pressure (BARO) sensor is out of Self-Test range. Testing & Diagrams; "...Correct MAP/BARO range of measurement is typically from 1.4 to 1.6 volts...." READ MORE
Source: by miesk5 at Ford Bronco Zone Forums
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DTC 22 or 126 indicates the Manifold Absolute Pressure (MAP)/Barometric Pressure (BARO) sensor is out of Self-Test range. "...Correct MAP/BARO range of measurement is typically from 1.4 to 1.6 volts; Possible causes: MAP/BARO circuit open between sensor vehicle harness connector and PCM. MAP/BARO circuit shorted to VREF, SIG RTN, or GND. Damaged MAP/BARO sensor. Vacuum trapped at MAP/BARO sensor. High atmospheric pressure. Damaged PCM. VREF circuit open at MAP/BARO sensor. SIG RTN circuit open at MAP/BARO sensor..." Read More
Source: by Brian at justanswer.com
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DTC 225 - Knock Sensor (KS) signal not sensed during dynamic response test (ignore if not pinging)
Source: by miesk5 at FSB
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DTC 225 - Knock Sensor (KS) signal not sensed during dynamic response test (ignore if not pinging)
Source: by miesk5 at Ford Bronco Zone
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DTC 25 Knock sensor not tested (KOER); ignore if not pinging
Source: by miesk5 at FSB
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DTC 26, 56, 66, or 76, Mass Air Flow (MAF) Failure Symptoms, Bronco (part ad)
Source: by CARDONE® cardone.com
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DTC 27, 29, 452, P0502, P0503, PO716, PO718; Insufficient input from VSS.; "...A more difficult problem to identify is a VSS that works, but sends out the wrong signal for a given vehicle speed. In some cases, a wrong reading from the VSS may still cause a code to be set. For example, if the VSS signal tells the computer the vehicle is traveling 60 miles an hour, but the throttle position sensor and MAP sensor tell the computer that the engine is idling, the computer will be confused. And a confused computer should set any of the following codes: Ford 27, 29, 452. On a vehicle that uses the VSS as a safety device, a defective sensor may send out a wrong "too fast" signal, shutting down fuel flow at the wrong time. Although this doesn’t happen often, it can be a difficult problem to identify. The customer will probably describe it as a random or intermittent sudden loss of power and poor performance, onlyto have the engine resume normal operation. Routine diagnostic checks of the engine in the shop won’t show any problem because there isn’t a problem with the engine or the ECM..." read more
Source: by wellsmfgcorp.com
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DTC 29 & 452 Erratic Harsh Shift; PSOM Operates Correctly; "...Continuous Memory DTC 29 indicates that during the last 80 warm-up cycles, the PCM detected an error in the PSOM output signal. DTC 452 indicates the PCM detected an error in the PSOM output signal during the last 40 warm-up cycles. his procedure EXACTLY, from the Ford TSP/PCED..." READ MORE
Source: by SigEpBlue (Steve) at FSB
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DTC 31 "... This code could be caused by several different factors. If the pintle position sensor (Ford calls it the EVP sensor) is shorted or open, you could have a code set. If the EGR valve becomes carboned up and does not seat fully, the EVP sensor gives a high reading and a code is set. If the diaphragm of the EGR valve is bad, then it, too, is flagged..."
Source: by Harry G at asashop.org
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DTC 31 EGR Valve Position (EVP) Sensor; "...On-Demand codes have been coming up and the voltage on the EVP sensor (EGR valve position sensor that is mounted to the EGR valve) is reading correctly on Fords. The problem seems to be that sometimes the wrong sensors are being installed and are therefore sending the improper voltage signals to the powertrain control module. Ford uses two different EVP sensors: a black and a white (or gray). And both will send a different voltage in the same position. At rest, the black sensor will read .75 to .95 volts and the white (or gray) will read .35 to .45 volts..." read more...
Source: by Dan J at asashop.org
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DTC 31, 32. 33. 34. 35. 38 or 84 - EGR Valve Position (EVP) Sensor & EGR Vacuum Regulator Solenoid (EVR) Testing
Source: by Dustin S (Dustball, Mellow Yellow, Mr. Laser Boy) at ylobronc.users.superford.org
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DTC 311 - Thermactor air system inoperable. "...The computer determined that for some reason the fresh air injection from the Thermactor system was not present. There are several components that make up this system. The initial component is the smog pump. The first checks I would make are the hoses and plumbing from the smog pump back to the diverter valve (behind the pass. cylinder head) and then on to the crossover pipe at the back of the heads and down to the catalytic converter. The check valves that are at the center of the cross over pipe and the top of the metal tube from the cat are often the culprits as they can and do snap in half as the get old. If the plumbing looks to be in good order we can discuss the slightly more complicated aspects of the system. The diverter valve also has two vacuum lines running to it. Make certain they are in place and intact. (Computer needs to be able to control the flow of fresh air by the Thermactor system)..."
Source: by greystreak92 (Joe B) at fte
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DTC 311 - Thermactor air system inoperable; "...because of the possibility that (following is an excerpt of a condensed discussion of how a [B]bad TAB[/B]/TAD/vac line DTC 311 ... and so-on problem could cause the rich aroma; Your smog pump... blows fresh clean air up through a hose to the diverter valve. The solenoid next to the diverter valve which has a .... pink little hose plugged into ... it, creates a vacuum (sucking) that opens up the valve, and allows the fresh air to pass through the valve and make it's way to the exhaust, where the cats burn the unburnt gas more efficiently since this all happens during "open loop mode". Open loop mode happens when you turn on your car and it revs at 1200rpms for the first 15-20 seconds. During this process, your ECU feeds more gas to the engine to warm up the car quickly before driving. (also known as choke on older cars). During this open loop procedure, the extra unburnt gasoline will usually cause your exhaust to smell very rich, and the air that this diverter valve sends to the cats, causes it to burn the extra unburnt gas more efficiently like I mentoined above...thus eliminating the rich gasoline smell that us older mustangs sometimes suffer from..."
Source: by 006 (Speedconcepts) via miesk5 at FSB
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DTC 311, 312, 313 & 314; "...311 and 314 indicate the Secondary Air Injection system is inoperative. DTC 312 indicates that Secondary Air is misdirected. DTC 313 indicates that Secondary Air is not being bypassed when requested. Possible causes: Visually inspect vacuum lines for disconnects in the AIR system. Visually inspect for proper vacuum line routing. Refer to VECI decal. Visually inspect Air Pump for broken or loose Air Pump Belt. Refer to Section 13A for adjustment/replacement..." READ MUCH MORE
Source: by Jim at justanswer.com
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DTC 312 Secondary Air Injection (AIR) misdirected during KOER Troubleshooting from Ford Bronco PCED/EVTM
Source: by miesk5 at FSB
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DTC 313 indicates that Secondary Air is not being bypassed when requested from Ford PCED/EVTM; Possible causes: Vacuum hoses damaged. AIRB/AIRD valve inoperative. Air pump inoperative. AIRB/AIRD solenoids damaged. Visually inspect vacuum lines for disconnects in the AIR system. Visually inspect for proper vacuum line routing. Refer to VECI decal. Visually inspect Air Pump for broken or loose Air Pump Belt. Refer to Section 13A for adjustment/replacement. Were any problems found? YES, SERVICE as necessary. RERUN Quick Test. NO, to KC2 . READ MORE
Source: by Jim at justanswer.com
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DTC 32 EVP circuit below minimum voltage of 0.24 volts; EGR Valve Position (EVP) Sensor Operation & Testing, Ford
Source: by tomco-inc.com
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DTC 32 or 326; "...DTC 32/326 typically means that the EGR valve is not fully seated. This can be due to a bad EGR valve, vacuum trapped in the EGR hose, a clogged EVR filter, or a bad EVR solenoid. It is also important to note that if you have an exhaust ventilation system hooked up, that this can also cause an inaccurate reading. Try disconnecting the system and retesting..."
Source: by tomco-inc.com
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DTC 32, Driver Side Air Bag Circuit High Resistance or Open & Testing Advoce
Source: by Steve83 (Steve, That dirty old truck) at FSB
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DTC 32, Driver Side Air Bag Circuit High Resistance or Open; "...for a 93 Aerostar, from a Ford PCED/EVTM Service Disc... procedure is similar to Bronco...The diagnostic monitor measures the resistance across pin 10 (Circuit 615, GY/W) and pin 11 (Circuit 614, GY/O) every time the ignition switch is turned to the ON position. Normal resistance across these circuits is between 1.5 and 2.0 ohms. This resistance comes from the air bag itself (approximately 1.0 ohms) and the clockspring windings (approximately 0.25 to 0.5 ohms per winding, two windings in all). If the resistance across these two circuits exceeds 4.0 ohms, this indicates a high resistance and the diagnostic monitor will flash code 32.The connectors for the air bag and the clockspring have metal spring clips that act as shorting bars. These shorting bars are built into the plastic hardshell connectors. The shorting bars are designed to short Circuits 614 and 615 together when the connectors are not mated. Do not attempt to remove the air bag shorting bar and measure the resistance of the air bag..."
Source: by Ford via 96_4wdr at fte
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DTC 327 DPFE or EVP circuit below minimum voltage of 0.2 volts; "..indicates the Pressure Feedback EGR (PFE) / Differential Pressure Feedback EGR (DPFE) sensor signal is less than the Self-Test minimum value of 0.2 volt. Possible causes: Damaged PFE/DPFE sensor. Open harness circuits. Shorted harness circuits. Damaged Powertrain Control Module (PCM). DTC 335 indicates the Pressure Feedback EGR (PFE) / Differential Pressure Feedback EGR (DPFE) sensor is out of Self-Test range. Possible causes: Damaged PFE/DPFE sensor. Obstructed pressure inlet hose(s). Garage exhaust ventilation system affecting PFE/DPFE sensor operation. DTC 536 indicate that when the brake pedal was depressed and released during the Key On Engine Running (KOER) Self-Test, the Brake On/Off (BOO) signal did not cycle high and low. When Diagnostic Trouble Code (DTC) 521 is received in Key On Engine Running (KOER) , check to see if the vehicle is equipped with PSP switch. If not, disregard servicing DTC 521. Return to Diagnostic Routines to service other DTCs..." Trucks never used a Pressure Feedback Exhaust (PFE) Sensor
Source: by autorepair.about.com
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DTC 327; "...It's not that the engine problem causes the transmission problem, it's just that engine problems can easily be mistaken for transmission problems. If you have a shudder under load it could be a problem with the converter clutch, or it could be due to a problem with the EGR system causing the engine to misfire under load. If the converter clutch is unlocked and slipping the converter slippage can mask the misfire, and when the converter locks the misfire is noticable because the converter slip is gone. I would definitely take care of the EGR system first since it can cause misfires, and is likely to be much less expensive to repair than a transmission problem..." Page 2
Source: by Baumann Electronic Controls, LLC becontrols.com
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DTC 32: Driver Side Air Bag Circuit High Resistance or Open Pinpoint Test in 1994 Bronco/Econoline/F-Series Service Manual
Source: by Ford via ww2.justanswer.com
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DTC 32; "...Continuous Memory DTC 332 indicates the EGR valve did not open with the engine stabilized and the EVR solenoid duty cycle present sometime during vehicle operation. Possible causes: "...Obstructed or cracked hose to EGR valve,Icing, Damaged EGR valve, Damaged EVR solenoid harness..."
Source: by Ford via SigEpBlue (Steve) at FSB
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DTC 33 & 34 "...DTC 33 is triggered when the EVP sensor is not closing.... To prevent the EGR valve from opening when the engine is cold, the vacuum line to the EGR valve may be connected to a parted vacuum switch or a computer-controlled solenoid. Vacuum is not allowed to pass to the valve until the engine is warm. EGR isn't needed when the engine is cold, only when it is warm and under load. Any of these codes could indicate a faulty EGR valve as well. as well as a problem in the ...vacuum solenoids' Miesk5 note; TAB & TAD; so repair those vac lines 1st..."
Source: by Larry C at aa1car
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DTC 33 is triggered when the EVP sensor is not closing; so EZiest & cheapest checks are to inspect & repair/replace repair any bad vac lines. for a <$ vac line test; I pull em off and use the straw sucking test; one finger over one end; includes EVP testing & Links
Source: by miesk5 at FSB
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DTC 33 TSB BC0326961129 for 94-96 Bronco & F 150; "...WHEN DIAGNOSING AN AIR BAG LAMP FLASH-OUT CODE 33 (PASSENGER SIDE AIR BAG HIGH RESISTANCE OR OPEN) ON A 1994-1996 F150 OR BRONCO THAT IS NOT EQUIPPED WITH A PASSENGER SIDE AIR BAG, CHECK FOR PROPER GROUND FROM PIN 7, CIRCUIT 629, AT THE AIR BAG DIAGNOSTIC MONITOR CONNECTOR C218, TO THE NEGATIVE BATTERY POST; NHTSA #50734 ..."
Source: by Ford via miesk5 at cc
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DTC 33, 332 EGR valve opening not detected; "When performing computer Self-Test after installing this kit it is normal to get code...The computer is acknowledging that the EGR is permanently closed. This is your desired result. However if you get the following codes: 31 / 327 - EVP circuit failed below the closed EGR limit of 0.24 volts 32 / 328 - EVP circuit failed below the closed EGR limit of 0.24 volts 34 / 334 - EVP circuit failed above the closed EGR limit of 0.67 volts 35 / 337 - EVP circuit failed above the open EGR limit of 4.81 volts;Check your connection again; make sure there is no resistance in the harness;..." in Eliminator Installation Manual
Source: by Ryan M (Fireguy50) at fordfuelinjection.com
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DTC 332 & Possible Causes; "...EGR Valve Insufficient EGR Flow; EGR valve sticking closed EGR valve diaphragm leaks; EVR solenoid sticking closed; Loss of vacuum to or from EVR Open in EVR VPWR or driver circuits; Leak or restriction in PFE/DPFE signal hoses..."
Source: by latechsho at Super High Output
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DTC 332 - Insufficient EGR flow detected. "...Atop the EGR valve there is a sensor called the EVP (EGR Valve Position) sensor. It detects movement of the pintle iside the EGR valve. You can apply vacuum to the vacuum barb on the EGR valve and observe through the holes in the casting whether the valve is moving or not. It may just be dirty which requires some careful scrubbing and NO SOLVENTS. Otherwise, if the EGR valve is functioning and moving when vacuum is applied, the EVP sensor is suspect and the electrical connections to it should be checked first. (Computer needs to know the EGR valve position for emissions control)..."
Source: by greystreak92 (Joe B) at fte
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DTC 332, P1407 and P1408 or detonation; "...We have run into many situations where a code for insufficient flow has been set and the system is functioning correctly. Then it is time to check the EGR passages. There is a Ford Technical Service Bulletin (TSB 96-23-4) that addresses this for some vehicles. This TSB includes: 1992-1995 Crown Victoria 1994-1995 Thunderbird 1991-1995 Town Car 1992-1995 Grand Marquis 1994-1995 Cougar The concerns have to do with intermittent MILs; DTCs 332, P1407 and P1408; or detonation. If exercising the EGR valve does not result in a change in rpm, then the passages may be clogged. There are “U” shaped passages (Fig. 6) under the throttle body adapter that get clogged with carbon. Remove the adapter, clean the passages and reinstall with a new gasket. Just because the vehicle you are working on is not listed in the TSB doesn’t mean you may not have a clogging problem. Make sure you check the passages and be sure they are clean. Just a slight restriction can cause a flow code to be set, and you may still have an rpm drop that can mislead you..."
Source: by tomco-inc.com
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DTC 332, P1407, and/or P1408: TSB 96-23-4 detonation Caused by buildup in the Exhaust Gas Re-circulation (EGR) groove of the intake manifold (throttle body base)...basically you have to take the throttle body off, clean out the passages and put it back together with new gaskets...read more & view depiction
Source: by Ford via autorepair.about.com
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DTC 334 EGR (EVP) closed valve voltage higher than expected; "...Failed sensor, & as rla2005 (Randy) wrote; carbon between EGR pintle valve and seat holding the valve off its seat. Remove the EGR valve and clean it with carbon remover. Prior to re-installing see if you can blow air through the flange side of the EGR by mouth. the egr is not closing properly which can cause detonation. remove the egr and clean off any carbon built up on it with carb cleaner and a brush if necessary. read more
Source: by rla2005 (Randy) & miesk5 at FSB
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DTC 34- EGR voltage above closed limit - Failed sensor, carbon between EGR pintle valve and seat holding the valve off its seat. Remove the EGR valve and clean it with carbon remover. Prior to re-installing see if you can blow air through the flange side of the EGR by mouth. the egr is not closing properly which can cause detonation. remove the egr and clean off any carbon built up on it with carb cleaner and a brush if necessary.
Source: by miesk5 at Ford Bronco Zone Forums
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DTC 41, 42, 85 OR THREE DIGIT CODES 171, 172, 173, 179, 181, 182, 183 & 565 are received , Check for proper HEGO Ground; in Catalytic Converter Diagnosis TSB 91-12-11 for 86-91 Bronco, F Series, & Econoline
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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DTC 41, 42, 85 OR THREE DIGIT CODES 171, 172, 173, 179, 181, 182, 183 & 565 are received , Check for proper HEGO Ground; in Catalytic Converter Diagnosis TSB 91-12-11 for 86-91 Bronco, F Series, & Econoline
Source: by Ford via Steve83 (Steve, That dirty old truck) at fourdoorbronco.com
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DTC 41, 42, 91, 92, 136, 137,139, 144, 171, 172, 173, 175, 176, 177 & some Possible Causes for Rich & Lean HEGO The engine temperature must be greater than 50°F (10°C) to pass the KOEO Self-Test and greater than 180°F (82°C) to pass the KOER Self-Test. To accomplish this, the engine should be at normal operating temperature
Source: by Ryan M (Fireguy50) at fordfuelinjection.com
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DTC 411 Idle speed system not controlling idle properly (generally idle too high); "...DTC 411 indicates a dirty/ bad or connector issue w/daIdle Air Control valve (IAC). inspect it for crapola. Some can be cleaned. But our's shouldn't since the TSB says; "...Cleaning is not required on sludge tolerant throttle body designs released for 1991 and newer model years...." in Idle Air Control (IAC) Sludge; Poor Idle TSB 91-25-07 for 85-92 Bronco & F Series & many others; "...Hard cold starts, hesitation and stalls on initial start-up or during idle or decel may be caused by sludge in the throttle body and/or idle by-pass valve. Sludge deposits or oil film on the throttle body bore and plate or the idle air by-pass valve may cause one or more of the following conditions. Hard Cold Start, Stall On Initial Start-Up, Stall During Idle, Stall During Decel, Rough Idle, Rolling Idle, Hesitation During Acceleration. A new idle air by-pass service kit (F2PZ-9F939-A) is now available for service use to correct sludge contamination concerns of the throttle bore and plate only. It eliminates the need to clean the majority of past model throttle body applications. Cleaning is not required on sludge tolerant throttle body designs released for 1991 and newer model years..."
Source: by miesk5 at FSB
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DTC 412 Cannot control RPM during KOER self-test high RPM check. \"...indicates that during the Engine Running Self-Test, engine rpm could not be controlled within the Self-Test upper limit band. Possible causes: Open or shorted circuit. Throttle linkage binding. Improper idle airflow set. Idle Air Control (IAC) solenoid contamination. Items external to Idle Air Control system that could affect engine rpm. Damaged IAC solenoid. Damaged Powertrain Control Module (PCM). Turn the key \"OFF\", connect a tachometer. Then start the engine and disconnect the Idle Air Control (IAC) harness connector. Does the rpm drop or engine stall? If it does, turn the key \"OFF\" and disconnect the IAC. With an Digital Volt/Ohm Meter (DVOM) check the resistance of the IAC solenoid. It should be between 6.0 and 13.0 ohms. Due to diode in the solenoid, place the DVOM (+) lead on the VPWR pin and the (-) lead on the IAC pin. If it is not within specification, replace the IAC solenoid...\" miesk5 Note; Ford says the range is 7-13 ohms
Source: by Vincent C at autorepair.about.com
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DTC 41; "...KOEO; No HEGO sensor switching detected or disconnected. HEGO is bad, not connected, or missing. KOER; HEGO sensor indicates system lean. HEGO is going bad, missing." read more
Source: by miesk5 at FSB
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DTC 42 "...HEGO is going bad, fuel pressure regulator is set too high, or exhaust leak..."
Source: by WestCoastFords.com via web.archive.org
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DTC 42 O2 sensor voltage was stuck high for too long. (Rich).; "...Bad O2, or it's connector/wiring bad MAP sensor, Bad fuel pressure regulator, pull vac hose off, any gas in it or gas aroma means it's bad; Leaking injectors,restriction in fuel return line,or exhaust leak or clogged exhaust, lowering vacuum..." read more
Source: by miesk5 at FSB
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DTC 42 O2 sensor voltage was stuck high for too long. (Rich).; "...Bad O2, or it's connector/wiring bad MAP sensor, Bad fuel pressure regulator, pull vac hose off, any gas in it or gas aroma means it's bad; Leaking injectors,restriction in fuel return line,or exhaust leak or clogged exhaust, lowering vacuum..." read more
Source: by miesk5 at FSB
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DTC 44 (KOER) - Right Thermactor Inoperative - "...The thermactor system injects air into the exhaust ports in the heads downstream from the valves. Air is supplied from the smog pump through tubing and the TAD/TAB valves to a copper pipe between the heads on the firewall side of the engine, and ultimately to the exhaust passages. If your smog pump is disabled, or your disconnected the tubing or blocked the thermactor holes in the back of the heads, or if the TAD/TAB valves are bad, you will get these codes. My car has all of this stuff removed and used TFS Track Heat heads (with no thermactor provision), and naturally pulls these codes..."
Source: by Matthew at corral.net
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DTC 44 (KOER); Right Thermactor Inoperative; "...I had a similar issue that turned out to be the vacuum line to the Thermactor Air Bypass Valve. No CEL, just a code; 1. First check that the two vacuum lines are connected to the Vacuum Reservoir (coffee can) and the resevoir is in good repair with no leaks on the bottom. Frequently the can leaks or the vacuum lines are accidentally knocked off. Check the vacuum hose to the bottom of the Bypass Valve. Check the vacuum hose to the Diverter Valve. Check the vacuum hoses to the TAB/TAD Solenoids. Then check your TAB/TAD Solenoids. These are common easy to miss problems. Once these are ruled out all that is left is: Thermactor Air Supply Hoses. One-way Check Valves. Main TAB/TAD Valves..."
Source: by Seattle FSB (SeattleFSB) at FSB
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DTC 44 (KOER); Right Thermactor Inoperative; "...indicates a Thermactor Air System leak which could be anywhere from the smog pump up front to include EGR solenoiids over on the right inside fender liner and all the way to the back of the engine which is what you see in the photos. There is also a smog tube that runs along the passenger side engine below the valve cover which runs to the back of the FI plenum up to a Air Bypass Valve (plastic) crossing over to the cross-over tube (exhaust) which is connected to that and the CAT, check valve and tube below. the Thermactor system is designed to capture spent gases and ultimatley send them down to the CAT to burn off etc.If you look closely you'll see the chek valve and CO tube is pipe threaded, use some anti-seize and don't over tighten and when putting the valve on the tube, you don't need a gasket for the CO tube ends but rather just use some bearing grease which melts and forms a nice gasket seal.....this is a tip from Steve83; gaskets burn off and go away after a while and you're back with another vacuum leak etc..."
Source: by JKossarides ("The Bronco", Jean) at FSB
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DTC 45/95 Thermactor air system inoperative-right side: "...The code 45/95 is an Air Management fault. These particular codes are used for the Thermactor Air Diverter (TAD)/Thermactor Air Bypass (TAB) valve system (Fig. 3). In following the diagnostic tree we were to first check for vacuum lines that could possibly be broken or disconnected. One line was found disconnected. One line was found disconnected. We also discovered that this particular vacuum line got its source vacuum at the same place the MAP sensor did. This leak, we believed, was the cause of the erratic readings that set the MAP sensor code 72. At this point the codes were cleared and the emissions were checked. The emissions were lower, but not good enough. And a code 95 was still present. We continued with the diagnostic tree and determined that the diverter valve was not at fault. We entered the output state check and cycled both the TAB and TAD solenoids on/off. They both worked correctly. Finally, we supplied vacuum to the solenoid to make sure that the vacuum did not leak down. The TAD solenoid would not hold vacuum. It slowly bled off. We replaced the solenoid. We then performed a KOEO and KOER test. No codes were present and emissions looked excellent. HCs were averaging about 97 to 112 ppm, and the CO was down around .2%. We concluded that the emissions readings were being affected by the vacuum bleeding off of the TAD solenoid. This allowed vacuum to be applied to the diverter valve at the TAD portion continuously. This resulted in the air always being diverted to the manifold before the oxygen sensor. The oxygen sensor would read lean, because of the extra oxygen, and therefore the computer would enrich the mixture. This is why the vehicle failed emissions..."
Source: by tomco-inc
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DTC 45/95 Thermactor air system inoperative-right side: "...The code 45/95 is an Air Management fault. These particular codes are used for the Thermactor Air Diverter (TAD)/Thermactor Air Bypass (TAB) valve system (Fig. 3). In following the diagnostic tree we were to first check for vacuum lines that could possibly be broken or disconnected. One line was found disconnected. One line was found disconnected. We also discovered that this particular vacuum line got its source vacuum at the same place the MAP sensor did. This leak, we believed, was the cause of the erratic readings that set the MAP sensor code 72. At this point the codes were cleared and the emissions were checked. The emissions were lower, but not good enough. And a code 95 was still present. We continued with the diagnostic tree and determined that the diverter valve was not at fault. We entered the output state check and cycled both the TAB and TAD solenoids on/off. They both worked correctly. Finally, we supplied vacuum to the solenoid to make sure that the vacuum did not leak down. The TAD solenoid would not hold vacuum. It slowly bled off. We replaced the solenoid. We then performed a KOEO and KOER test. No codes were present and emissions looked excellent. HCs were averaging about 97 to 112 ppm, and the CO was down around .2%. We concluded that the emissions readings were being affected by the vacuum bleeding off of the TAD solenoid. This allowed vacuum to be applied to the diverter valve at the TAD portion continuously. This resulted in the air always being diverted to the manifold before the oxygen sensor. The oxygen sensor would read lean, because of the extra oxygen, and therefore the computer would enrich the mixture. This is why the vehicle failed emissions..."
Source: by tomco-inc
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DTC 452 Erratic Harsh Shift; PSOM Operates Correctly, OD light blinks in a 95; "...test the other sensor and it is way out of wack 1855Ohms. So this has to be the problem. Tomorrow I will replace it with a new one from the ford dealer..."
Source: by miesk5 and JRose 89 at Ford Bronco Zone Forums
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DTC 452 Erratic Harsh Shift; Short Circuits, Common Locations TSB 95-02-11 on 94-95 Bronco & Trucks; SEE D: Code 452 - see Poss. Short Locations: 1. Driver's side A pillar trim screws may have been installed thru da 17K745 Sun Visor wire assy & .. bullet connector;
3. Scuff plate screws (driver's side) may pinch the 14A504 wire assy;
4 14401 wire assy may be trapped/pinched between Half car beam & instrument panel attachment (repeated as #7. the wire harness may be pinched/shorted behind the dash where the 14401 wire assy may come in contact w/a sharp edge on dash panel wall
5. shift cable assy near tranny may chaf the wire harness; the wire harness ;
7. repeated above..brake pedal-to-dash panel wall weld.
Source: by Ford via Chilton
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DTC 46; "...Thermactor air unable to dump to atmosphere. Suspect diverter valve, solenoids, harness. Related Thermactor switch is bad or there is a vacuum leak in the line going to the valve closest from the smog pumps air output..."
Source: by miesk5 at FSB
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DTC 49 & Possible Causes; "...Spark Timing has defaulted to 10 degrees before top dead center..."
Source: by latechsho at Super High Output
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DTC 51 --ECT sensor signal is greater than the Self-Test maximum of 4.6 volts...
Source: by miesk5 at Ford Bronco Zone Forums
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DTC 51 Air Bag Diagnostic Monitor Internal Thermal Fuse,Fuse Blown Due to Intermittent Short to ground; "...In the diagram see the Note: "This shorting bar in the gray diagnostic monitor harness connector, Remove the plastic wedge in the gray connector before checking circuit 824 or 817 for a short to ground." Now, I believe the ckts should be 624 or 617. for da Clock Spring/etc. ckt & Front Sensor ckts..." read more
Source: by Ford via miesk5 at Ford Bronco Zone Forums
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DTC 51 for a 93 Taurus but Similar; includes Wiring Diagram that is Same for Broncos with possible short locations where the HEAVY DARK LINES are in the wiring diagram; read more
Source: by Ford via tbird100636 at fordforums.com
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DTC 512 "...indicates the PCM has experienced a power interrupt in its Keep Alive Memory (KAM) circuit. If KAPWR is interrupted to the PCM, for example when installing a breakout box, or when battery is disconnected, DTC 512 may be stored in Continuous Memory. Key off. Disconnect Powertrain Control Module (PCM). Inspect for damaged or pushed out pins, corrosion, loose wires, etc. Service as necessary. Install breakout box, leave PCM disconnected. Measure voltage between Test Pin 1 and Test Pin 40 or 60 at the breakout box. While observing DVOM, grasp the EEC-IV harness and wiggle, shake or bend a small section while working from the PCM to the dash panel. Does DVOM indicate less than 10.5 volts? Make sure you have a good ground at G101 (Passenger of engine compartment, near battery). If so I think I would go ahead and change the PCM as I do not know of any thing else out side the PCM to cause this...."
Source: by subford at fte
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DTC 512 (M) Memory power (PCM pin 1) was interrupted; Was battery disconnected?
Source: by thorssell.net
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DTC 522 & 654 indicate the gear selector was not in Park during Self-Test; "...Possible causes: Misadjusted linkage. Open or short in harness circuits. Damaged TR sensor. Damaged Powertrain Control Module (PCM) . OR CHECK THIS OUT, TECHNICAL BULLETIN # 230A, TRANSMISSION: E4OD SUBJECT: No upshift 4th gear starts, harsh upshifts, neutrals out after shifts
APPLICATION: Ford-E/F Series, Bronco DATE: Jan 1995 NOTE: Click on image to make it larger. All of these concerns can be the result of an inappropriate Manual Lever Position (MLP) sensor signal. The MLP sensor consists of six resistors connected in series (ganged). The resistance of the MLP sensor will vary based on which range the transmission is in. The MLP circuit can be checked using the following steps. (Step 1) Check the MLPS ground: Turn the ignition on. The voltage on pin 46 (sensor ground ) should not exceed .1v. If the voltage is excessive, add an additional ground to the existing ground wire (figure 2). NOTE: Click on image to make it larger. Figure 2 Splice an additional ground from the existing ground wire to a known good ground.The negative post of the battery is the best. This view is of the pins of the MLP connector pins. NOTE: Click on image to make it larger. (Step 2) Check the MLPS voltage: The voltage at pin 30 should vary-in increments- according to the position of the manual lever (figure 3). MLP voltage (ignition on) should be within 20% of these specifications. Note It is recommended that you use a break-out box. If a break-out box is not available, you will need to pierce the wires to pins 30 and 46 for these tests. NOTE: Click on image to make it larger. (Step 3) Check the resistance of the MLPS: The resistance of the MLPS (pins 30 and 46) should change-in increments-with the position of the manual lever (figure 4). Note If this test is being done with a break-out box, disconnect the computer first (make sure the ignition is off). If this test is being done without a break-out box, disconnect the MLPS from the vehicle harness. Note Testing beyond this point will include tests of the harness. Consult the appropriate repair manual for this..."
Source: by fordbronco1995 ("JUICE") at FSB
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DTC 53 (KOEO) TP sensor out of range TP sensor is stuck/sticking or just plain bad
Source: by miesk5 at Ford Bronco Zone Forums
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DTC 536 - Brake On/Off circuit failure / switch not actuated during KOER test or shorted to ground
Source: by miesk5 at Ford Bronco Zone
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DTC 536 - Brake On/Off circuit failure / switch not actuated during KOER test or shorted to ground
Source: by miesk5 at FSB
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DTC 538 Insufficient RPM change during dynamic response test. "...This is another code generated when the dynamic response or "goose" test as some refer to it is not performed during the KOER test. The KOER test requires that after a certain length of time the throttle be opened to bring the idle above 2000 rpm for a short period of time. If the dynamic response test is not performed or the rpm's do not peak ABOVE 2000 rpm's this code will be generated. (Computer needs to compare changes in sensor readings at different RPM's to determine system operation and efficiency)..."
Source: by miesk5 at Ford Bronco Zone Forums
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DTC 538 Insufficient RPM change during dynamic response test. "...This is another code generated when the dynamic response or "goose" test as some refer to it is not performed during the KOER test. The KOER test requires that after a certain length of time the throttle be opened to bring the idle above 2000 rpm for a short period of time. If the dynamic response test is not performed or the rpm's do not peak ABOVE 2000 rpm's this code will be generated. (Computer needs to compare changes in sensor readings at different RPM's to determine system operation and efficiency)..."
Source: by miesk5 at Ford Bronco Zone Forums
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DTC 54 (orc*): ACT (Air Charge Temperature)/IAT (Intake Air Temperature) sensor voltage too high, indidcating -40degF. - suspect shorted sensor, harness
Source: by miesk5 at Ford Bronco Zone Forums
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DTC 542 "...indicates that one of the following has occurred: No Start: Inertia Fuel Shutoff (IFS) switch not reset or electrically open (if in secondary circuit). Open circuit between the fuel pump and FPM circuit connection to the power-to-pump circuit. Poor fuel pump ground. Fuel pump electrically open..."
Source: by Ford via subford (Bill K) at fordf150.net
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DTC 542 "...No Start: Iertia Fuel Shutoff (IFS) switch not reset or electrically open. Open circuit between the fuel pump and FPM circuit connection to the power-to-pump circuit. Poor fuel pump ground. Fuel pump electrically open. Engine Starts: Fuel pump secondary circuit short to power. Fuel pump relay contacts always closed. Open in FPM circuit between PCM and connection to the power-to-pump circuit. Left/front HO2S short to power (dual HO2S applications) Damaged Powertrain Control Module (PCM). Does the engine start? (For trucks with dual fuel tanks, verify tank selector is in the same position it was when KOEO DTC 542 was received.) Yes GO to J11. No GO to J15..."
Source: by SigEpBlue (Steve) at FSB
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DTC 542 (KOEO & Memory code) Fuel pump open, bad ground or always on
Source: by thorssell.net
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DTC 556 (O,M) Fuel pump relay primary circuit fault in a 90 4.9 F 150; "...You will need to trouble shoot the circuit to see if it is a EEC or FP relay, the inertia switch or corroded wiring, relay sockets, etc. The fuel pressure should be in the 45-60 psi range.Fuel Pressure Regulator (FPR) Delay TSB 93-22-14 for 90-93 4.9L (Cold Start & Idle Stall)..." READ MORE
Source: by miesk5 at Ford Bronco Zone Forums
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DTC 56 (KOEO) MAF sensor out of range, MAF sensor is bad, really dirty, or not calibrated correctly
Source: by miesk5 at Ford Bronco Zone Forums
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DTC 61 - ECT sensor is less than the Self-Test minimum of 0.2 volt; indicates coolant temp greater than 250 deg F.
Source: by miesk5 at Ford Bronco Zone Forums
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DTC 617 - 1-2 shift error. "...IF this code persists and you have noticed shift problems while driving, its going to be a shift servo inside the E4OD that has failed. (Computer needs to control when the tranny is shifting)..."
Source: by greystreak92 (Joe B) at fte
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DTC 62 E4OD 4/3 or 3/2 pressure switch circuit failed open
Source: by miesk5 at Ford Bronco Zone Forums
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DTC 62, 628 & 1744 Converter Overheat, High Line Pressure; "...E4OD/4R100 transmissions often have problems with converter overheat, codes 62, 628, 1744, high line pressure and low cooler. The OEM valve can close off critical converter/cooler circuit under high-demand situations, causing the TCC to drag on and glaze the lining at idle, or restricting converter/cooler charge during high load causing converter slip codes, overheat and lube failures. flow. Sonnax now offers an upgraded line-to-lube pressure regulator valve 36424-04K with a patented internal line-to-lube passage with anti-drainback check valve, and a revised balance-end orifice. While drilling the pump casting will allow full-time flow to the cooler circuit, it is not precise and allows converter drainback, causing delayed engagements complaints. A revised balance end orifice is built into the valve and ensures sufficient oil is fed to the end of the PR valve to keep the valve in the proper regulating position and further preventing converter/ cooler flow restrictions. This is a drop in replacement that requires no machining..."
Source: by sonnaflow.com
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DTC 62, 628 and/or 1728 Transmission Shifts Hard TSB 98-4-19 in 90-96
Source: by miesk5 at FSB
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DTC 622, Shift Solenoid 2: Improper gear selection depending on failure mode and manual lever position; refer to the Shift Solenoid Operation Chart. May flash transmission control indicator lamp. Diagnostic Trouble Codes: 617, 618, 619, 622, P0755, P0781, P0782, P0783, P0756. (Output circuit check, generated only by electrical conditions. May also be generated by other non-electronic related transmission hardware condition.)
Source: by Ford via miesk5 at FSB
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DTC 624, 625, P1746, P1747 The Electronic Pressure Control solenoid is a variable force solenoid. The variable-force type solenoid is an electro-hydraulic actuator combining a solenoid and a regulating valve. It supplies electronic pressure control which regulates transmission line pressure and line modulator pressure. This is done by producing resisting forces to the main regulator and the line modulator circuits. These two pressures control clutch application pressures. Failed off — maximum electronic pressure control pressure, harsh engagements and shifts. May flash transmission control indicator lamp. CAUTION: The electronic pressure control pressure output from the variable force solenoid is NOT adjustable. Any modification to the electronic pressure control solenoid will affect the transmission warranty. (*Output circuit check, generated only by electrical condition.) Possible causes, Damaged harness connector. Damaged EPC solenoid. Damaged MLP sensor. Intermittent harness continuity. Damaged PCM connector pins. Pin Point testing; READ MUCH MORE
Source: by Ford via miesk5 at FSB
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DTC 624, 625, P1746, P1747 The Electronic Pressure Control solenoid is a variable force solenoid. The variable-force type solenoid is an electro-hydraulic actuator combining a solenoid and a regulating valve. It supplies electronic pressure control which regulates transmission line pressure and line modulator pressure. This is done by producing resisting forces to the main regulator and the line modulator circuits. These two pressures control clutch application pressures. Failed off — maximum electronic pressure control pressure, harsh engagements and shifts. May flash transmission control indicator lamp. CAUTION: The electronic pressure control pressure output from the variable force solenoid is NOT adjustable. Any modification to the electronic pressure control solenoid will affect the transmission warranty. (*Output circuit check, generated only by electrical condition.) Possible causes, Damaged harness connector. Damaged EPC solenoid. Damaged MLP sensor. Intermittent harness continuity. Damaged PCM connector pins. Pin Point testing; READ MUCH MORE
Source: by Ford via miesk5 at FSB
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DTC 626, 628, 643, 652, P0741, P0743, P1754; "...Coast Clutch Solenoid (CCS) 7M107; The Coast Clutch Solenoid provides coast clutch control by shifting the coast clutch shift valve. The solenoid is activated by pressing the transmission control switch or by selecting the 1 or 2 range with the transmission gearshift selector lever. In manual 1 and 2, the coast clutch is controlled by the solenoid and also hydraulically as a fail-safe to ensure engine braking. In reverse, the coast clutch is controlled hydraulically and the solenoid is not on. NOTE: On certain applications, the coast clutch is controlled by the PCM in the overdrive position (TCS OFF) in gears 1, 2, and 3. Symptoms: Failed on â Third gear engine braking with (D) range selected. Failed off â No third gear engine braking in overdrive cancel..."
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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DTC 628; "...code 628 can be caused by a mechanical problem or electrical problem. First thing to do is to check power to the solenoid connector at the transmission. These solenoids are 12 volt solenoids, not 5 volts......I have attached a few pictures for reference. Unplug the transmission connector and check the VPWR wire for 12 volts first with the key on at the harness itself. Then if OK, check the solenoid resistance with an OHM meter on the 200 OHM scale through the pin on the connector coming out of the transmission marked TCC & VPWR pins. Should be 0.98 to 1.6 OHMS as MTB has said. I usually used a special transmission tester tool, but this is the only way you can do it. I have seen many of these code 628 in the past, and I'm sorry to say 95% have been internal Mechanical failure. These tests for the solenoids are only going to tell you if the solenoid is open or within spec. It will not tell you if a piece of junk is stuck in the solenoid causing it to bleed pressure to the TCC, therefore giving you a rough running engine, shuddering feeling or stall in 2nd, 3rd, or 4th gear caused by the Torque converter clutch being applied at the wrong time..."
Source: by Fordace at lincolnsonline.com
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DTC 628; "...I did things in a stupid-simple way when the 628 came up: I tapped into the TCC line, and attached a voltmeter between that line and chassis ground. While driving, I could watch for it to go between zero volts (meaning the PCM was commanding the converter to lock) and battery voltage (meaning the converter should be unlocked). It sounds counterintuitive at first, but that's a matter of perspective, I suppose. Anyhow, if you see the PCM trying to lock the TCC and nothing happens to the engine speed, or if you can give it a little more throttle and the engine speed rises while it's commanded to lock, then you're assured a problem exists. If there was an electrical problem, then the PCM should also be giving you a code 627 as well. The 628 indicates excessive converter slippage. At a steady cruise, say your 60 mph, if you tap the brake the engine speed should rise slightly, and then come back down as the TCC re-engages. This condition can be intermittent, and it's more of a mechanical problem than an electrical one. The fix for a slipping TCC is to replace the torque converter and stator shaft seal, nothing more. You'd be out a little over a hundred bucks probably, and a few hours' labor, if you get one through a reputable transmission shop. I wouldn't buy anything but an OE-type replacement. You may even be able to get a Motorcraft/Ford replacement through a local dealership, but I've no clue how much their price would be..."
Source: by SigEpBlue (Steve) at FSB
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DTC 629,* P0741,** P0743,** P1743, P1742, P1744. "...(*Output circuit check, generated only by electrical condition. **May also be generated by other non-electronic related transmission hardware condition.) Symptoms: Failed on — engine stalls in drive at idle low speeds with brake applied or manual 2. Failed off — converter clutch never engages. May flash transmission control indicator lamp. Torque converter clutch solenoid provides torque converter clutch control by shifting the converter clutch control valve to apply or release the torque converter clutch..." from 1996 All F-Series and Bronco with E4OD Automatic Transmission Workshop Manual
Source: by Ford via thedieselstop.com
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DTC 63 Throttle Position Sensor (TPS) voltage too low. Suspect open TP sensor, harness
Source: by miesk5 at FSB
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DTC 632 - O/D Cancel switch, "...Overdrive cancel switch did not change state during KOER; is possibly the result of the test being done incorrectly. When you do a KOER test, you need to do a Dynamic Response Check is used to verify operation of the Throttle Position Sensor (TPS), Mass Air Flow (MAF), Manifold Absolute Pressure(MAP), and Knock Sensor (KS) during a brief wide open throttle condition. The famed "Goose test"..."
Source: by Vincent C at autorepair.about.com
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DTC 632 - OD cancel switch not changing state. "...During the KOER test, AFTER the initial recognition code is generated, the brake pedal must be applied, the OD switch must be turned off and then back on and finally the "goose" test must be performed. This code is generated when the person performing the KOER test fails to deactivate and reactivate the OD cancel switch at the end of the shift lever. It does NOT indicate a problem unless the switch WAS INDEED deactivated and reactivated and the code still came up. (Computer needs to know if the tranny is in OD or not)..."
Source: by greystreak92 (Joe B) at fte
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DTC 634; "...Hard 1-2 shift after she warms up...1-2 accumulator problem. Also the line modulator valve can cause intermittent harsh shifts, but generally it would happen on more than one gear change..."
Source: by Baumann Electronic Controls, LLC becontrols.com
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DTC 636 Transmission Fluid Temp (TFT) higher or lower than expected; "...Can be caused by a bad connector or harness (an open circuit, or short to Ground / Batt), or the transmission was overheated. Once you remove the pan locate the sensor in the valve body and remove the electrical connector very carefully. The sensor is about the size of a pen cap. To remove the sensor carefully unlock the stop tab and twist it, pull down to remove it. It comes out before a full quarter turn is made. Put it back in the reverse order. When you get the sensor to come out be prepared to catch the trans fluid that follows behind it, you will get less than a quart out of it. It is located in da Pack between Converter Clutch Control (CCC) Solenoid & the Coast Clutch Solenoid. try the connections first. They are usually the root of the problem..."
Source: by miesk5 at FSB
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DTC 636 Transmission Fluid Temp (TFT) higher or lower than expected; "...Can be caused by a bad connector or harness (an open circuit, or short to Ground / Batt), or the transmission was overheated. Once you remove the pan locate the sensor in the valve body and remove the electrical connector very carefully. The sensor is about the size of a pen cap. To remove the sensor carefully unlock the stop tab and twist it, pull down to remove it. It comes out before a full quarter turn is made. Put it back in the reverse order. When you get the sensor to come out be prepared to catch the trans fluid that follows behind it, you will get less than a quart out of it. It is located in da Pack between Converter Clutch Control (CCC) Solenoid & the Coast Clutch Solenoid. try the connections first. They are usually the root of the problem..."
Source: by miesk5 at Ford Bronco Zone
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DTC 636 Transmission Fluid Temp (TFT) higher or lower than expected; "...The DTC 636 is the only one I'd be worried about at this point. You probably smoked the torque converter clutch running..."
Source: by SigEpBlue (Steve) at FSB
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DTC 637 - TOT sensor circuit above maximum voltage possible causes: Damaged TOT sensor. Open harness circuit(s). Damaged processor. or the transmission was overheated. The transmission fluid temperature sensor is located on the solenoid body assembly in the transmission sump. It is a temperature-sensitive device called a thermistor. The resistance value of the transmission fluid temperature sensor will vary with temperature change. The powertrain control module monitors voltage across the transmission fluid temperature sensor to determine the temperature of the transmission fluid. The powertrain control module uses this signal to determine whether a cold start shift schedule is necessary. The cold start shift schedule lowers shift speeds to allow for the reduced performance of cold engine operation. The powertrain control module also uses the transmission fluid temperature sensor input to adjust electronic pressure control pressure for temperature effects and inhibit torque converter clutch operation during the warm-up period. Symptoms: Torque converter clutch and stabilized shift schedule happens too soon after a cold start. Codes P1783 or 657 indicate transmission fluid temperature exceeds 132°C (270° F), results in increased EPC pressure and torque converter clutch engagement. May flash transmission control indicator lamp. Diagnostic Trouble Codes: 636, 637, 638, 657, P0712, P0713, P1711, P1783.
Source: by Ford via miesk5 at FSB
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DTC 64 Intake Air Temp (IAT)/ (Air Charge Temperature (ACT) prior to 1992); sensor out of range (signal voltage too low), sensor is bad/dirty or wiring is grounded
Source: by miesk5 at FSB
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DTC 67 & 634 indicate the MLP sensor is out of Self-Test range when the gear selector is in PARK; "...Possible causes: Misadjusted linkage. Open or short in harness circuits. Damaged MLP sensor. Damaged PCM. miesk5 NOTE;... for Escort/Tracer tranny MLPS etc.; but the Bronco troubleshooting process will be similar exc for connector pins, etc. read more on testing
Source: by Ford via thedieselstop.com
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DTC 67 & DTC 634; "E4OD Nagging Neutral Nonsense & Pinpoint Test, Manual Manual Lever Position (MLPS) also called Transmission Range (TR) Sensor. Some of the problems the MLPS can cause are wrong gear starts, TCC hunting, no 4th gear, engine stalling, high or erratic line pressure & a sudden neutral condition; The negative lead of the multimeter should be placed at the MLPS signal-return ground terminal at the MLPS...This sensor is responsible for more malfunctions than any other sensor in the sys- tem, and the kicker is that it seldom stores a code 67 or 634..."
Source: by Pete L at transonline.com
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DTC 67 & DTC 634; Manual Lever Position/Transmission Range (MLP/TR) Sensor Pin-Point Test in 92-96; from Ford EVTM; "...Check the resistance of the MLPS: The resistance of the MLPS (pins 30 and 46).." read more
Source: by Ford via alldata & justanswer.com
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DTC 67 Neutral Drive Switch (NDS) Circuit Open; "...In some cases all of us at one time or another have had to "jiggle' the column shifter to get the vehicle to start because over time things losen up from DD useage.....in the Haynes Manual transmission section and www.broncolinks.com there's a diagram referring to "Point A" which is the column shift linkage and the transmission tab. A sure way to correct the "jiggling" is to go underneath the BKO on the drivers side and LOSEN the "nut" on column shift linkage and tranny tab JUST ENOUGH to click the tranny tab all the way back until it stops then 2 clicks forward and tighten the "nut".....now the column shift linkage and transmission are in sync when you go thru the grears, assuming the steering column is in resonable condition this should help correct that problem.......TOO MANY TIMES THE NSS IS DEEMED THE CULPRIT for none start when it isn't so this is a simple check to make sure. There is also another PRNDDL adjustment, but you need to remove the black plastic collar on the steering wheel, this is usually done when an actuator breaks and using pliers drive the rod downward with key on to start.....there is usually a white cable that wraps around and attached to a small mm screw IIRC that when lossened a bit it allows you to adjust the "needle" that registers on each letter of the PRNDDL..be careful because it's attached with a very fine wire loop and easily broken. The "upper ignition actuator" is another culprit because they're made of cheap pot metal.....and a PITA job to do..."
Source: by JKossarides ("The Bronco", Jean) at FSB
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DTC 67 Neutral Drive Switch (NDS) Circuit Open; "...This probably is indicating that the neutral drive safety switch is faulty and needs replaced. The purpose of the switch is to prevent activation of the starter (by creating an open circuit) when the transmission is in any gear other than P (park) or N (neutral)..."
Source: by bluelightnin6 at 2carpros.com
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DTC 67 Park/Neutral Position (PNP) switch circuit open - A/C on during Self-Test
Source: by freeautomechanic.com
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DTC 67; "..One poss is that the NSS (or also called the MLPS) was ok...or connector was/is bad/corroded; or AC was left on, or transmission was in gear during the Self Test..." read more
Source: by miesk5 at fordfzone.com
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DTC 84 EGR Vacuum Regulator (EVR); also called EGR Vacuum Solenoid failed; Bad or unplugged EGR solenoid,or circuit is bad
Source: by miesk5 at FSB
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DTC 85 Canister purge solenoid circuit failure; CANP solenoid is bad or circuit is bad.; "...Ck vacuum line between the passenger side of da engine and the vapor canister on frame rail; could have hit the exhaust manifold..." READ MORE
Source: by miesk5 at Ford Bronco Zone Forums
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DTC 87 - FP relay circuit failure- suspect inertia switch, fusible link, FP relay
Source: by miesk5 at Ford Bronco Zone Forums
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DTC 87, 95 & 96; "...These codes relate to low or no power reaching the fuel pump. Start testing at the fuel pump relay. The relay must respond to the EEC processor and the relay contacts must be a low resistance path for fuel pump power. Relay testing can be done in a couple minutes with the fuel pump test table. Fuel pump relay testing;1. Use solenoid test at EEC pin 22 to check relay coil current draw. 2. Voltage at pump power terminal must be within .5v of battery power when relay is turned on with amp meter at pin 22. Check power from battery if voltage is low. Check the inertia switch and fuse if battery voltage is missing. Pin 22- (light blue-orange) Grounded to turn "on". Voltage will drop to about 1v when "on". Current draw will be 160 to 270mA Pin 8- fuel pump monitor (dark green-yellow) 0v engine off, battery voltage with engine running..."
Source: by Dustin S (Dustball, Mellow Yellow, Mr. Laser Boy) at FSB
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DTC 91 & 92 in E4OD; "...1-2 Shift solenoid circuit failure; 93 Coast clutch solenoid circuit failure(e4od), 94 Converter clutch solenoid circuit failure, 99 Electronic pressure control circuit failure, and another with two descriptions. 56 TOT reads & minus 40deg. F or circuit open and 56 Vaf or MAF circuit amove maxium voltage; I'd try pulling & cleaning the shift solenoid pack connector, and then inspect the lines from the PCM to that connector for shorts and opens. All of those codes are pointing to a problem with the connections to the solenoid pack, in the harness, or in the solenoid pack itself. I wouldn't keep driving it like you are, though. The 'default' gear is 4th, so you're creating a lot of heat trying to get going..."
Source: by SigEpBlue (Steve) at FSB
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DTC 95 - bad ground or always on. Possible bad fuel pump ground or open between fuel pump and pin 8 at PCM
Source: by miesk5 at Ford Bronco Zone Forums
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DTC 96 Fuel Pump circuit failure, battery to processor; "check batty cables, connectors, grounds for corrosion; check voltage @ pump, etc..."
Source: by miesk5 at Ford Bronco Zone Forums
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DTC 98 Hard fault present; "...Failure Mode Effects Management (FMEM) FMEM is an alternate system strategy in the PCM designed to maintain vehicle operation should one or more sensor inputs fail. When a sensor input is perceived to be out-of-limits by the PCM, an alternative strategy will be initiated. The PCM will substitute a fixed in-limit sensor value and will continue to monitor the faulty sensor input. If the faulty sensor operates within limits, the PCM will return to the normal engine running strategy. Engine Running DTC 98 or 998 will be displayed when FMEM is in effect. The Malfunction Indicator Lamp (MIL)/Message will remain on when FMEM is in effect. The MIL will come on while the engine is operating in Failure Mode Effects Management (FMEM) or Hardware Limited Operation Strategy (HLOS) modes. The light will stay on for at least 10 seconds, then stay on as long as the fault causing it is present. If the MIL flashes quickly (less than 10 seconds), the MIL circuit should be checked for concerns. Refer to «Quick Test». In FMEM mode, the PCM is receiving a sensor signal that is outside the limits set by the calibration strategy. In this mode, the PCM uses an alternate engine control strategy to maintain reasonable vehicle operation in spite of the fault. The DTC associated with this fault is stored in Keep Alive Memory (KAM). If the fault is no longer present, the light will turn off and the vehicle will return to the normal vehicle strategy. The DTC stored when the light was on is kept in Continuous Memory for the next 80 warm-up cycles (40 cycles on some applications) and then erased. This Continuous Memory DTC can be accessed by running the Key On Engine Off Self-Test..."
Source: by miesk5 at Ford Bronco Zone Forums
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DTC 99 Transmission Control Indicator Lamp; "...That would probably be an EPC circuit failure. If this circuit fails line pressure should go to full at all times. The full line pressure puts a good deal of extra load on the engine, and will usually effect the idle. It is especially noticeable if your engine is already in need of a tuneup. You will need to check the electronic pressure control solenoid and its wiring. Either of these could be causing the EPC code..."
Source: by Baumann Electronic Controls, LLC becontrols.com
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DTC P0100 Mass Air Flow (MAF) Circuit Malfunction; Symptoms, Causes & Possible Solutions
Source: by obd-codes.com
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DTC P0102 - "...Mass Air Flow (MAF) Circuit Low Input; The MAF sensor circuit is monitored by the PCM for low air flow (or voltage) input through the comprehensive component monitor (CCM). If during key ON engine running the air flow (or voltage) changes below a minimum calibrated limit, the test fails. MAF sensor disconnectedMAF circuit open to PCM VPWR open to MAF sensor PWR GND open to MAF sensor MAF RTN circuit open to PCM MAF circuit shorted to GND Intake air leak (near MAF sensor) A closed [throttle indication throttle position (TP) sensor system] Damaged MAF sensor Damaged PCM A MAF V PID (MAF PID) reading less than 0.23 volts (Refer to equivalent grams/second chart in GO to Pinpoint Test DC ) in continuous memory or key ON and engine running indicates a hard fault..."
Source: by slingblade at The National Lightning Owners Club
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DTC P0102 Mass Air Flow (MAF) Circuit Low Input; Symptoms, Causes & Possible Solutions
Source: by obd-codes.com
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DTC P0103 - Mass Air Flow (MAF) Circuit High Input; "...The MAF sensor circuit is monitored by the PCM for high air flow (or voltage) input through the comprehensive component monitor (CCM). If during key ON engine OFF or key ON engine running the air flow (or voltage) changes above a maximum calibrated limit, the test fails. MAF sensor screen is blocked MAF circuit shorted to VPWR Damaged MAF sensor Damaged PCM A MAF V PID (MAF PID) reading less than 4.6 volts (Refer to equivalent grams/second chart in. GO to Pinpoint Test DC ) in continuous memory or key ON and engine running indicates a hard fault..."
Source: by slingblade at The National Lightning Owners Club
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DTC P0106 - Barometric (BARO) Pressure Sensor Circuit Performance' "... Baro sensor input to the PCM is monitored and is not within the calibrated value. Slow responding BARO sensor Electrical circuit failure Damaged BARO sensor Damaged PCM VREF voltage should be between 4.0 and 6.0 volts PID reading is in frequency..."
Source: by slingblade at The National Lightning Owners Club
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DTC P0107 - BARO Sensor Low Voltage Detected; "...Sensor operating voltage is less than 5.0 volts (VREF), as a result it failed below the minimum allowable calibrated parameter. Open in the circuit, or short to ground VREF circuit open, or short to ground Damaged BARO sensor Damaged PCM VREF should be greater than 4.0 volts PID reading is in frequency..."
Source: by slingblade at The National Lightning Owners Club
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DTC P0108 - BARO Sensor High Voltage Detected; "... Sensor operating voltage is greater than 5.0 volts (VREF), as a result it failed above maximum allowable calibrated parameter. VREF shorted to VWPR BARO signal shorted to VPWR Damaged BARO sensor Damaged PCM VREF should be less than 6.0 volts. PID reading is in frequency..."
Source: by slingblade at The National Lightning Owners Club
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DTC P0109 - BARO Sensor Circuit Intermittent; "... The sensor signal to the PCM is failing intermittently. Loose electrical connection Damaged BARO sensor Check harness and connection. P0112 - Intake Air Temperature (IAT) Circuit Low Input Indicates the sensor signal is less than Self-Test minimum. The IAT sensor minimum is 0.2 volts or 121°C (250°F). Grounded circuit in harness Damaged sensor Improper harness connection Damaged PCM Using signal simulation, disconnect sensor and simulate 1.0V on sensor signal circuit. Simulated 1.0V signal and scan PID voltage value should be similar. If voltage is similar check sensor, if voltage is not similar check related circuit and PCM..."
Source: by slingblade at The National Lightning Owners Club
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DTC P0113 - Intake Air Temperature (IAT) Circuit High Input; "... Indicates the sensor signal is greater than Self-Test maximum. The IAT sensor maximum is 4.6 volts or -50°C (-46°F). Open circuit in harness Sensor signal short to power Damaged sensor Improper harness connection Damaged PCM Using signal simulation, disconnect sensor and simulate 1.0V on sensor signal circuit. Simulated 1.0V signal and scan PID voltage value should be similar. If voltage is similar check sensor, if voltage is not similar check related circuit and PCM..."
Source: by slingblade at The National Lightning Owners Club
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DTC P0117 - Engine Coolant Temperature (ECT) "...Circuit Low Input Indicates the sensor signal is less than Self-Test minimum. The ECT sensor minimum is 0.2 volts or 121°C (250°F). Note on some vehicles that are not equipped with an ECT sensor, CHT can be used and can set this DTC. Grounded circuit in harness..."
Source: by zx3 focus racer at focaljet.com
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DTC P0117 - Engine Coolant Temperature (ECT) Circuit Low Input; "... Indicates the sensor signal is less than Self-Test minimum. The ECT sensor minimum is 0.2 volts or 121°C (250°F). Note on some vehicles that are not equipped with an ECT sensor, CHT can be used and can set this DTC. Grounded circuit in harness Damaged sensor Improper harness connection Damaged PCM Using signal simulation, disconnect sensor and simulate 1.0V on sensor signal circuit. Simulated 1.0V signal and scan PID voltage value should be similar. If voltage is similar check sensor, if voltage is not similar check related circuit and PCM..."
Source: by slingblade at The National Lightning Owners Club
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DTC P0118 - Engine Coolant Temperature (ECT) Circuit High Input; "... Indicates the sensor signal is greater than Self-Test maximum. The ECT sensor maximum is 4.6 volts or -50°C (-46 °F). Note on some vehicles that are not equipped with an ECT sensor, CHT can be used and can set this DTC. Open circuit in harness Sensor signal short to power Damaged PCM Improper harness connection Damaged sensor Using signal simulation, disconnect sensor and simulate 1.0V on sensor signal circuit. Simulated 1.0V signal and scan PID voltage value should be similar. If voltage is similar check sensor, if voltage is not similar check related circuit and PCM..."
Source: by slingblade at The National Lightning Owners Club
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DTC P0121 - Throttle Position (TP) Circuit Performance Problem; "... The TP sensor circuit is monitored by the PCM for a none closed throttle position at idle. If key ON engine running self-test terminates upon placing the transmission range selector in gear (DRIVE or REVERSE) or when closing the throttle (idle) after opening it (in PARK or NEUTRAL) the TP closed throttle position is not attained, the test fails. Binding throttle linkage Damaged throttle body TP circuit open to PCM Damaged TP sensor SIG RTN circuit open to TP sensor Drive vehicle, bring to a stop, turn key OFF. Start vehicle, run key ON engine running self-test at idle. Access KOER diagnostic trouble codes on scan tool..."
Source: by slingblade at The National Lightning Owners Club
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DTC P0122 - Throttle Position (TP) Circuit Low Input; "... The TP sensor circuit is monitored by the PCM for a low TP rotation angle (or voltage) input through the comprehensive component monitor (CCM). If during key ON engine OFF or key ON engine running the TP rotation angle (or voltage) changes below a minimum calibrated limit, the test fails. TP sensor not seated properly TP circuit open to PCM VREF open to TP sensor TP circuit short to GND Damaged TP sensor Damaged PCM A TP PID (TP V PID) reading less than 3.42% (0.17 volt) in key ON engine OFF, continuous memory or key ON engine running indicates a hard fault..."
Source: by slingblade at The National Lightning Owners Club
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DTC P0123 - Throttle Position (TP) Circuit High Input; "... The TP sensor circuit is monitored by the PCM for a high TP rotation angle (or voltage) input through the comprehensive component monitor (CCM). If during key ON engine OFF or key ON engine running the TP rotation angle (or voltage) changes above maximum calibrated limit, the test fails. TP sensor not seated properly TP circuit short to PWR VREF short to PWR SIG RTN circuit open to TP sensor Damaged TP sensor Damaged PCM A TP PID (TP V PID) reading greater than 93% (4.65 volts) in key ON engine OFF, continuous memory or key ON engine running indicates a hard fault..."
Source: by slingblade at The National Lightning Owners Club
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DTC P0125 - Insufficient Coolant Temperature; "... For Closed Loop Fuel Control Indicates the ECT or CHT sensor has not achieved the required temperature level to enter closed loop operating conditions within a specified amount of time after starting engine. Insufficient warm up time Low engine coolant level Leaking or stuck open thermostat Malfunctioning ECT sensor Malfunctioning CHT sensor Refer to Thermostat Monitor in Section 1, Description and Operation, for system information..."
Source: by slingblade at The National Lightning Owners Club
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DTC P0125 Insufficient Coolant Temperature For Closed Loop Fuel Control "...Indicates the ECT or CHT sensor has not achieved the required temperature level to enter closed loop operating conditions within a specified amount of time after starting engine. Insufficient warm up time; Insufficient warm up time Low engine coolant level Leaking or stuck open thermostat Malfunctioning ECT sensor..." miesk5 Note; Remember to have engine @ Normal Operating Temperature before doing the KOER portion
Source: by slingblade at The National Lightning Owners Club
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DTC P0131 - HO2S Sensor Circuit Out of Range Low Voltage (HO2S-11); ".. The HO2S sensor is monitored for a negative voltage known as characteristic shift downward (CSD). If the sensor is thought to be switching from 0 volts to -1 volts during testing, the PCM will use this input and remain in fuel control. Contaminated HO2S (water, fuel, etc) Crossed HO2S signal/signal return wiring..."
Source: by slingblade at The National Lightning Owners Club
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DTC P0133 - HO2S Sensor Circuit Slow Response (HO2S-11) The HO2S monitor checks the HO2S sensor frequency and amplitude. If during testing, the frequency and amplitude were to fall below a calibrated limit, the code will set; Possible Causes: Electrical: · Shorted/open wiring · PCM Induction System: · MAF sensor (On 4-cylinder engines, if P0133 is present, this could be caused by a MAF issue - on 6- and 8-cylinder engines, this could only be a MAF issue if P0133 and P0153 are both present) · Inlet air leaks (unmetered air) Fuel Concerns: · Poor fuel quality Base Engine: · Exhaust leaks (upstream or near HO2S) HO2S Concerns: · Contaminated HO2S sensor (contamination from the use of silicone-based cleaners and sealants, leaded fuel, excessive oil consumption - Deteriorating HO2S sensor; 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...Most replace the O2 Sensor; but ck for wiring/connector/harness damage and other likely and no $ parts replacement checks 1st; incl testing the sensor ckt; fuses, heater ckt, etc. Fords naming convention is that bank one is the same bank as where the number one cylinder is sensor one is before the cat sensor two is after the cat.
Source: by miesk5 at FSB
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DTC P0133 - HO2S Sensor Circuit Slow Response (HO2S-11); "... The HEGO Monitor checks the HO2S Sensor frequency and amplitude. If during testing the frequency and amplitude were to fall below a calibrated limit, the test will fail. Contaminated HO2S sensor. Exhaust leaks. Shorted /open wiring. Improper fueling. MAF sensor. Deteriorating HO2S sensor. Inlet air leaks. Access HO2S test results from the Generic OBD-II menu to verify DTC..."
Source: by slingblade at The National Lightning Owners Club
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DTC P0135 - HO2S Sensor Circuit Malfunction (HO2S-11)';"... During testing the HO2S Heaters are checked for opens/shorts and excessive current draw. The test fails when current draw exceeds a calibrated limit and/or an open or short is detected. Short to VPWR in harness or HO2S. Water in harness connector. Open VPWR circuit. Open GND circuit. Low battery voltage. Corrosion or poor mating terminals and wiring Damaged HO2S heater. Damaged PCM. wiring. Damaged HO2S heater. Damaged PCM..."
Source: by slingblade at The National Lightning Owners Club
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DTC P0135, P0141, P0155 AND P0161: HO2S HEATER SIGNAL CIRCUIT IS OPEN, SHORTED TO GROUND, SHORTED TO B+ OR EXCESSIVE CURRENT DRAW; POssible Causes & Troubleshooting
Source: by Fishallot & 96broncoman at FSB
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DTC P0136 - HO2S Sensor Circuit Malfunction (HO2S-12); "... The downstream HO2S sensor(s) are continuously checked for maximum and minimum voltages. The test fails when the voltages fail to meet the calibrated limits. Pinched, shorted, and corroded wiring and pins. Crossed sensor wires. Exhaust leaks. Contaminated or damaged sensor..."
Source: by slingblade at The National Lightning Owners Club
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DTC P0141; Bank 1, Sensor 2 (passenger side between cats (or behind the second one in a California vehicle); Short to VPWR in harness or HO2S, Water in harness connector, Open VPWR circuit, Open GND circuit, Low battery voltage, Corrosion or poor mating terminals and wiring, Damaged HO2S heater, Damaged PCM
Source: by diydiagnostics.com
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DTC P0171 - System to Lean (Bank 1); "... The Adaptive Fuel Strategy continuously monitors fuel delivery hardware. The test fails when the adaptive fuel tables reach a rich calibrated limit. For lean and rich DTCs: Fuel system Excessive fuel pressure. Leaking/contaminated fuel injectors. Leaking fuel pressure regulator. Low fuel pressure or running out of fuel. Vapor recovery system. Induction system: Air leaks after the MAF. Vacuum Leaks. PCV system. Improperly seated engine oil dipstick. EGR system: Leaking gasket. Stuck EGR valve. Leaking diaphragm or EVR. Base Engine: Oil overfill. Cam timing. Cylinder compression. Exhaust leaks before or near the HO2Ss ..."
Source: by slingblade at The National Lightning Owners Club
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DTC P0171, P0172, P0174 & P0175 & Possible Causes
Source: by autorepair.about.com
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DTC P0172 - System to Rich (Bank 1); "...The Adaptive Fuel Strategy continuously monitors the fuel delivery hardware. The test fails when the adaptive fuel tables reach a lean calibrated limit. See Possible Causes for DTC P0171 ..."
Source: by slingblade at The National Lightning Owners Club
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DTC P0174 - System to Lean (Bank 2); "... The Adaptive Fuel Strategy continuously monitors the fuel delivery hardware. The test fails when the adaptive fuel tables reach a rich calibrated limit. See Possible Causes for DTC P0171 ..."
Source: by slingblade at The National Lightning Owners Club
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DTC P0174; "...Basically this means that an oxygen sensor in bank 2 detected a lean condition (too much oxygen in the exhaust). On V6/V8/V10 engines, Bank 2 is generally the side of the engine that doesn't have cylinder #1 (driver's side); The MAF (Mass Air Flow) Sensor is dirty or faulty. Note: The use of "oiled" air filters can cause the MAF to become dirty if the filter is over-oiled. There could be a vacuum leak downstream of the MAF sensor..." READ MORE
Source: by obd-codes.com
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DTC P0175 - System too Rich (Bank 2); "... The Adaptive Fuel Strategy continuously monitors the fuel delivery hardware. The test fails when the adaptive fuel tables reach a lean calibrated limit. See Possible Causes for DTC P0171. A SHRTFT-1,2 PID value between -25% to +35% and a LONGFT-1,2 PID value between -35% to +35% is acceptable. Reading beyond these values indicate a failure..."
Source: by slingblade at The National Lightning Owners Club
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DTC P0300 Random; Multiple Cylinder Misfire Detected; Symptoms, Causes & Possible Solutions
Source: by obd-codes.com
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DTC P0300, P0302, P030X, Random; Multiple Cylinder Misfire Detected; Symptoms, Causes & Possible Solutions
Source: by miesk5 at FSB
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DTC P0301 through P0310 - Misfire Detection Monitor; "... The misfire detection monitor is designed to monitor engine misfire and identify the specific cylinder in which the misfire has occurred. Misfire is defined as lack of combustion in a cylinder due to absence of spark, poor fuel metering, poor compression, or any other cause. Ignition system Fuel injectors Running out of fuel EVAP canister purge valve Fuel pressure Evaporative emission system Base engine The MIL will blink once per second when a misfire is detected severe enough to cause catalyst damage. If the MIL is on steady state, due to a misfire, this will indicate the threshold for emissions was exceeded and cause the vehicle to fail an inspection and maintenance tailpipe test..."
Source: by slingblade at The National Lightning Owners Club
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DTC P0325, P0326, P0330, P0331 Knock Sensor
Source: by slingblade at The National Lightning Owners Club
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DTC P0400 to P0409; "...A common EGR problem with many Fords is a bad DPFE (differential pressure) sensor. The DPFE sensor is part of the EGR system and senses EGR flow when the EGR valve is open. It provides a feedback signal to the engine computer so it can vary EGR flow to meet changing engine loads. The DPFE sensor is usually mounted on the engine and is connected to the pipe that runs from the exhaust manifold to the EGR valve with two rubber hoses. When the sensor goes bad, the Check Engine light comes on and typically sets any or all of teh following fault codes: P0171 & P0174 (lean codes), and/or P0401 (insufficient EGR flow). Nine out of ten times, the fault is not a bad EGR valve or a vacuum leak, but a bad DPFE sensor. A replacement costs about $112 at Ford, or about $48 at an aftermarket auto parts store..." - MIESK5 NOTE: only 95 5.8L California models & all 96 have the DPFE Sensor instead of EGR Valve Position Sensor (EVP) Ford also calls the DPFE Sensor an EGR Pressure Valve - my 96's Ford pn is F4ZZ9J460-B
Source: by Larry C at aa1car.com
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DTC P0401 & P0402; EGR Flow Insufficient Detected, EGR FLow Excessive Detected; "...possible cause are a bad DPFE sensor, a bad EGR Vacuum Regulator Solenoid (EVR) or possibly a bad PCM. The first thing to check is the wiring for breaks and be sure the connectors are clean and tight. Also check the vacuum lines for proper routing and that there are no breaks or cracks in them.."
Source: by Matthew W at autorepair.about.com
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DTC P0401 - EGR Flow Insufficient Detected ; "...The EGR system is monitored during steady state driving conditions while the EGR is commanded on. The test fails when the signal from the DPF EGR sensor indicates that EGR flow is less than the desired minimum. Vacuum supply EGR valve stuck closed EGR valve leaks vacuum EGR flow path restricted EGRVR circuit shorted to PWR VREF open to D.P.F. EGR sensor D.P.F. EGR sensor downstream hose off or plugged EGRVR circuit open to PCM VPWR open to EGRVR solenoid D.P.F. EGR sensor hoses both off D.P.F. EGR sensor hoses reversed Damaged EGR orifice tube Damaged EGRVR solenoid Damaged PCM Perform KOER self-test and look for DTC P1408 as an indication of a hard fault. If P1408 is not present, look for contamination, restrictions, leaks, and intermittents..."
Source: by slingblade at The National Lightning Owners Club
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DTC P0401 EGR Flow Insufficient Detected Discussion
Source: by Racerguy at fte
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DTC P0401 EGR Flow Insufficient Detected Possible Causes; "...DTC P0401 is for exhaust gas recirculation (EGR) insufficient flow detected. This most likely means one or more of the following has happened: The EGR valve may not be opening due to a lack of vacuum; There is a blockage in the EGR (most likely carbon buildup); The DPFE sensor is faulty and needs to be replaced; The EGR valve is faulty. In fixing this code, it is quite common for people to just replace the EGR valve only to
have the OBD code return. However, just like many other DTCs, the problem is not always obvious and the EGR valve is not always the culprit..." READ MUCH MORE
Source: by Gateway Clean Air Program dnr.mo.gov
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DTC P0402 - EGR Flow Excessive Detected; "... The EGR system is monitored for undesired EGR flow during idle. The EGR monitor looks at the DPF EGR signal at idle and compares it to the stored signal measured during key ON and engine OFF. The test fails when the signal at idle is greater than at key ON engine OFF by a calibrated amount. EGR valve stuck open Plugged EGR vacuum regulator solenoid vent Plugged EGR tube Slow responding D.P.F. EGR sensor Damaged DPF EGR sensor Improper vacuum hose connection Plugged vacuum hoses EGRVR circuit shorted to ground Damaged EGR vacuum regulator solenoid Damaged PCM A DPFEGR PID reading that is greater at idle than during key ON and engine OFF by 0.5 volt or a rough engine idle, may indicate a hard fault..."
Source: by slingblade at The National Lightning Owners Club
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DTC P0411 & P0412 - Secondary Air Injection (AIR) system upstream flow; P0412 - Secondary Air Injection System (AIR) circuit malfunction The PCM attempts to control when air is injected in the exhaust. The DTC indicates a Secondary Air injection system AIR circuit fault. AIR circuit open; AIR bypass solenoid fault Damaged PCM AIR circuit short to power Solid state relay fault Damaged AIR pump The AIR circuit is normally held high through the AIR bypass solenoid and SSR when the output driver is off. Therefore, a low AIR circuit indicates a driver is always on and a high circuit indicates an open in the PCM..."
Source: by slingblade at The National Lightning Owners Club
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DTC P0411 & P1411; "... indicates Secondary Air not detected. In order to test the pump, it must be capable of driving the HO2S lean; NOTE: Some applications have one or two Air Diverter (AIRD) valves. Key off. l Visually inspect EAP hoses from the EAP to the AIRD valves. l Inspect air hose for cracks, binding and obstructions. l Are EAP hoses OK? Yes GO to «HM8». No SERVICE or REPLACE damaged parts. COMPLETE PCM Reset to clear DTCs (REFER to Section 2A, «Powertrain Control Module (PCM) Reset»). RERUN «Quick Test; HM9 CHECK FOR VACUUM AT AIRD VALVES l Key off. l Reconnect PCM. l Disconnect vacuum control line from the AIRD valve(s). l Key on, engine running. l After a 5 second delay, vacuum will be present between 30-90 seconds. l Is vacuum present at the AIRD valve(s)? Yes GO to «HM10». No GO to «HM30..."
Source: by Fishallot at FSB
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DTC P0420 - Catalyst System Efficiency Below Threshold (Bank 1); "... Indicates Bank 1 catalyst system efficiency is below the acceptable threshold Use of leaded fuel Damaged HO2S Malfunctioning ECT High fuel pressure Damaged exhaust manifold Damaged catalytic converter Oil contamination Cylinder misfiring Downstream HO2S wires improperly connected Damaged exhaust system pipe Damaged muffler/tailpipe assembly Retarded spark timing Compare HO2S upstream & downstream switch rate. Under normal closed loop fuel conditions, high efficiency catalysts have oxygen storage which makes the switching frequency of the downstream HO2S quite slow compared to the upstream HO2S. As catalyst efficiency deteriorates, its ability to store oxygen declines and the downstream HO2S signal begins to switch more rapidly approaching the switching rate of the upstream HO2S. Once beyond an acceptable limit the DTC is set..."
Source: by slingblade at The National Lightning Owners Club
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DTC P0420 Catalyst System Efficiency below Threshold (Bank 1); Symptoms, Causes & Possible Solutions
Source: by obd-codes.com
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DTC P0420, P0430, P0421; Testing For a Bad Convertor; General
Source: by Rick S at BAT Auto Technical
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DTC P0430 - Catalyst System Efficiency Below Threshold (Bank 2); "... Indicates Bank 2 catalyst system efficiency is below the acceptable threshold. Use of leaded fuel Damaged HO2S Malfunctioning ECT High fuel pressure Damaged exhaust manifold Damaged catalytic converter Oil contamination Cylinder misfiring Downstream HO2S wires improperly connected Damaged exhaust system pipe Damaged muffler/tailpipe assembly Retarded spark timing Compare HO2S upstream & downstream switch rate. Under normal closed loop fuel conditions, high efficiency catalysts have oxygen storage which makes the switching frequency of the downstream HO2S quite slow compared to the upstream HO2S. As catalyst efficiency deteriorates, its ability to store oxygen declines and the downstream HO2S signal begins to switch more rapidly approaching the switching rate of the upstream HO2S. Once beyond an acceptable limit the DTC is set..."
Source: by slingblade at The National Lightning Owners Club
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DTC P0431 Warm Up Catalyst Efficiency below Threshold (Bank 2); Symptoms, Causes & Possible Solutions
Source: by obd-codes.com
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DTC P0440; "...If the gas cap is not tight or the tank is filled while the key is on or the engine is idling, it can trigger a false P0440 code causing the MIL light to come on or: The purge solenoid has failed or: The canister is plugged and not working properly..." miesk5 note; check for a loose fuel cap or a bad (hard, new gasket is soft) cap gasket
Source: by obd-codes.com
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DTC P0442, P0443, P0455, P0456, P0457 Evaporative System Possible Causes
Source: by slingblade at The National Lightning Owners Club
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DTC P0442, P0455, P1450, P0455, P1450, P1455, P1442, P1443, P1444, P1445, P1455 & Possible Causes; Vapor Management Valve; miesk5 note the Vapor Management Valve (EVAP SYS) is located on passenger side firewall, high in our 96 5.0L; miesk5 note; for OBD II, The vapor management valve (VMV) replaces the canister purge valve used in EEC IV
Source: by Ford motorcraftservice.com
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DTC P0443 & P0443; "...The most common code that will set with these systems is P0443, which has to do with the circuit of the canister purge solenoid or vapor management valve. This code is caused by an electrical problem inside the solenoid, the wiring to it, or a bad PCM. The other common code is a P1443. This is due to the PCM not seeing enough flow through the purge flow sensor when the canister purge solenoid is energized or the IACV not needing to change enough when the VMV is energized..."
Source: by Bob M at asashop.org
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DTC P0443 Description & Tests; Finding (& fixing) EVAP system leaks; "...If you can't detect a leak at the moment, record the data, clear the DTC and talk to the customer. There are a number of reasons why the system might not appear to be leaking when you test. Sure, the gas cap might be bad or may have been left loose. The gas tank may be too full to run an accurate test. Some leaks seal up when the temperature increases. You may need to retest the vehicle when it's cold..."
Source: by Ludlow B at motor.com
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DTC P0443, P1443, P1444, P1445, P1451; "...Canister Purge (CANP) solenoid output circuit is checked for opens and shorts internally in the PCM by monitoring the status of the duty-cycled output driver. When the output driver is fully energized, or de-energized, the feedback circuit voltage should respond high or low accordingly (P0443). The Purge Flow Sensor is check for circuit continuity (P1444, P1445) The CANP solenoid functional check uses a Purge Flow Sensor (PFS) to check for adequate purge flow. The PFS voltage is checked when the solenoid valve is normally open (75%), then checked when the solenoid valve is commanded closed (0%). Too low a difference between the voltages indicates inadequate canister purge flow or a PFS malfunction (P1443)..." read more
Source: by Ford motorcraftservice.com
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DTC P0443: "... EVAP Control System Canister Purge Valve Circuit Malfunction The PCM monitors the state of the EVAP canister purge valve circuit output driver. The test fails when the signal moves outside the minimum or maximum limit for the commanded state. VPWR circuit open."... read more
Source: by Mike at stangnet.com
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DTC P0443: "...Ford test procedure; INSPECT EVAP CANISTER PURGE VALVE CIRCUIT FOR INTERMITTENT FAILURE"... read more
Source: by Ken via Ford at fte
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DTC P0443: "...Possible Causes: VPWR circuit open, EVAP canister purge valve circuit shorted to GND, Damaged EVAP canister purge valve, EVAP canister purge valve circuit open, EVAP canister purge valve circuit shorted to VPWR, Damaged PCM..."... read more
Source: by bullittarchive.com
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DTC P0455 "...is an EVAP system gross leak. The vent solenoid will usually not set this code because there is enough of a restriction to set a P0456 or P0442. P0455 is usually generated by a failed Vapor management valve located on the firewall near the brake booster, or a cut/broken hose to the tank or carbon cannister. (you have already covered the gas cap) Check to make sure you have vacuum and power to the to the valve first. Test for vacuum at the small vacuum line which is the control source and the large hose wwhich is the operating vacuum for the system. there is a two wire electrical connector on the valve as well. One wire should have 12 volts and the other is ground controlled by the PCM. Check the ground circuit by turning the valve on while checking for a complete circuit at the connector when valve is commanded on. Inspect all evap lines and cannister for damage.. You will need a scan tool capable of taking command of output devices. Next, with engine running, close the cannister vent solenoid and open the Vapor management valve while monitoring the fuel tank pressure sensor. voltage should drop form roughly 2.5 volts to 1 volt or less. If not, a gross leak is present and you will need a smoke generator to locate the leak. If it does, then close vapor management valve and monitor fuel tank pressure voltage. It should not increase more than 1 volt in a minute. If it does, a small leak is present. If no leaks are found then Vapor management valve is suspect..."
Source: by tjzz4 at truckforum.org
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DTC P0500 Vehicle Speed Sensor (VSS) Malfunction; "... Indicates the powertrain control module (PCM) detected an error in the vehicle speed information. Vehicle speed data is received from either the vehicle speed sensor (VSS), transfer case speed sensor (TCSS), anti-lock brake system (ABS) control module, generic electronic module (GEM), or central timer module (CTM). If the engine rpm is above the torque converter stall speed (automatic transmission) and engine load is high, it can be inferred that the vehicle must be moving. If there is insufficient vehicle speed data input, a malfunction is indicated and a DTC is set. On most vehicle applications the malfunction indicator lamp (MIL) will be triggered when this DTC is set. Open in VSS+/VSS- harness circuit. Open in TCSS signal or TCSS signal return harness circuit. Short to GND in VSS harness circuit. Short to GND in TCSS harness circuit. Short to PWR in VSS harness circuit. Short to PWR in TCSS harness circuit. Open or short in the vehicle speed circuit(s) (VSC) between the PCM and appropriate control module. Damaged VSS or TCSS. Damaged wheel speed sensors. Damaged wheel speed sensor harness circuits. Damage in module(s) connected to VSC/VSS circuit. Damage drive mechanism for VSS or TCSS. Diagnostic Aids: - Monitor VSS PID while driving vehicle. This DTC is set when the PCM detects a sudden loss of VSS signal over a period of time. If vehicle speed data is lost, check source of where vehicle speed signal originates. Note TCSS does not have a PID, circuitry frequency must be checked for sudden loss of sensor signal..."
Source: by slingblade at The National Lightning Owners Club
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DTC P0500 Vehicle Speed Sensor (VSS) (also called called ABS) Malfunction; Symptoms, Causes & Possible Solutions
Source: by obd-codes.com
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DTC P0501 - Vehicle Speed Sensor (VSS) Range/ Performance; "... Indicates the powertrain control module (PCM) detected an error in the vehicle speed information. This DTC is set the same way as P0500, however the malfunction indicator lamp (MIL) is not triggered. Refer to possible causes for P0500. Refer to diagnostic aids for P0500..."
Source: by slingblade at The National Lightning Owners Club
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DTC P0501 - Vehicle Speed Sensor (VSS) Range/ Performance; "... Indicates the powertrain control module (PCM) detected an error in the vehicle speed information. This DTC is set the same way as P0500, however the malfunction indicator lamp (MIL) is not triggered. Refer to possible causes for P0500. Refer to diagnostic aids for P0500..."
Source: by slingblade at The National Lightning Owners Club
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DTC P0503 - Vehicle Speed Sensor (VSS) Intermittent; "... Indicates poor or noisy VSS performance. Vehicle speed data is received from either the vehicle speed sensor (VSS), transfer case speed sensor (TCSS), anti-lock brake system (ABS) control module, generic electronic module (GEM), or central timer module (CTM). Noisy VSS/TCSS input signal from Radio Frequency Interference/Electro- Magnetic Interference (RFI/EMI) external sources such as ignition components or charging circuit. Damaged VSS or driven gears. Damaged TCSS. Damaged wiring harness or connectors. Malfunction in module(s) or circuit connected to VSS/TCSS circuit. After market add-on. Monitor VSS PID while driving vehicle, check for intermittent vehicle speed indication. Verify ignition and charging system are functioning Verify ignition and charging system are functioning correctly. Check for good VSS (-) to ground..."
Source: by slingblade at The National Lightning Owners Club
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DTC P0505 - Idle Air Control System Malfunction; "... The PCM attempts to control engine speed during KOER self-test. The test fails when the desired rpm could not be reached or controlled during the self-test. IAC circuit open VPWR to IAC solenoid open IAC circuit shorted to PWR Air inlet is plugged Damaged IAC valve Damaged PCM The IAC solenoid resistance is from 6 to 13 ohms..."
Source: by slingblade at The National Lightning Owners Club
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DTC P0553 - Power Steering Pressure (PSP) Sensor Circuit Malfunction; "... The PSP sensor input signal to PCM is continuously monitored. The test fails when the signal is shorted to power. PSP sensor damagedSIG RTN circuit shorted to power VREF circuit shorted to power PSP sensor signal circuit shorted to power Damaged PCM The code indicates the PSP sensor circuit is shorted to power..."
Source: by slingblade at The National Lightning Owners Club
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DTC P1000; "...P1000 - Monitor Testing Not Complete The on board diagnostic II (OBD II) monitors are performed during the OBD II Drive Cycle. The DTC will be stored in continuous memory if any of the OBD II monitors do not complete. Vehicle is new from the factory Battery or PCM had recently been disconnected An OBD II monitor failure had occurred before completion of an OBD II drive cycle PCM DTCs have recently been cleared with a scan tool PTO circuit is shorted to VPWR or B+ or PTO is on during testing The DTC does not need to be cleared from the PCM except to pass an inspection/maintenance test..."
Source: by slingblade at The National Lightning Owners Club
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DTC P1100 - Mass Air Flow (MAF) Sensor Intermittent; "... The MAF sensor circuit is monitored by the PCM for sudden voltage (or air flow) input change through the comprehensive component monitor (CCM). If during the last 40 warm-up cycles in key ON engine running the PCM detects a voltage (or air flow) change beyond the minimum or maximum calibrated limit, a continuous memory diagnostic trouble code (DTC) is stored. Poor continuity through the MAF sensor connectors Poor continuity through the MAF sensor harness Intermittent open or short inside the MAF sensor. While accessing the MAF V PID on the scan tool, lightly tap on the MAF sensor or wiggle the MAF sensor connector and harness. If the MAF V PID suddenly changes below 0.23 volt or above 4.60 volts, an intermittent fault is indicated..."
Source: by slingblade at The National Lightning Owners Club
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DTC P1101 - Mass Air Flow (MAF) Sensor Out of Self-Test Range; "... The MAF sensor circuit is monitored by the PCM for an out of range air flow (or voltage) input. If during key ON engine OFF the air flow (or voltage) reading is greater than (GO to Pinpoint Test DC to refer to equivalent grams/second chart [0.27 volt]), the test fails. Likewise, if during key ON engine running an air flow (or voltage) reading is not within (GO to Pinpoint Test DC to refer to equivalent grams/second chart [0.46 volt to 2.44 volts]), the test fails. Likewise, if during key ON engine running an air flow (or voltage) reading is not within (GO to Pinpoint Test DC to refer to equivalent grams/second chart [0.46 volt to 2.44 volts]), the test fails. Low battery charge MAF sensor partially connected MAF sensor contamination PWR GND open to MAF sensor MAF RTN circuit open to PCM Damaged MAF sensor Damaged PCM A MAF V PID reading greater than 0.27 volts (KOEO) or a MAF V PID reading outside the 0.46 volt to 2.44 volts range (KOER) indicates a hard fault..."
Source: by slingblade at The National Lightning Owners Club
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DTC P1109, P1112, P1114, P1115 - Intake Air Temperature & Possible Causes
Source: by slingblade at The National Lightning Owners Club
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DTC P1116 & P1117 - Engine Coolant Temperature & Possible Causes
Source: by slingblade at The National Lightning Owners Club
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DTC P1116 & P1117 - Engine Coolant Temperature & Possible Causes
Source: by slingblade at The National Lightning Owners Club
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DTC P1120, P1121, P1124, P1125 - Throttle Position Sensor & Possible Causes
Source: by slingblade at The National Lightning Owners Club
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DTC P1127, P1128, P1129, P1130, P1131, P1132, P1137, P1138, P1150, P1151, P1152, P1157, P1157, Oxygen Sensors & Possible Causes
Source: by slingblade at The National Lightning Owners Club
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DTC P1351 Ignition Diagnostic Monitor Circuit Input Fault "...P1351 can occur if the Igniton Module was replaced with the Gray one instead of a Black one. The ICM Should be Black in color for the CCD Type Module. Many Ford parts sources are incorrect and show that this vehicle should have a Grey module. The Motorcraft part number for the Black ICM is a DY-679..."
Source: by miesk at FSB
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DTC P1405 - DPF EGR Sensor Upstream Hose Off or Plugged; "... While driving, the EGR monitor commands the EGR valve closed and checks the differential pressure across the EGR orifice. The test fails when the signal from the DPF EGR sensor indicates EGR flow is in the negative direction. Upstream hose is disconnected Upstream hose is plugged (ice) Plugged or damaged EGR tube Look for signs of water or icing in hose Verify hose connection and routing (no excessive dips) Verify DPF EGR sensor proper mounting and function (view DPF EGR PID while applying and releasing vacuum directly to sensor with a hand pump)..."
Source: by slingblade at The National Lightning Owners Club
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DTC P1405 - DPF EGR Sensor Upstream Hose Off or Plugged; "... While driving, the EGR monitor commands the EGR valve closed and checks the differential pressure across the EGR orifice. The test fails when the signal from the DPF EGR sensor indicates EGR flow is in the negative direction. Upstream hose is disconnected Upstream hose is plugged (ice) Plugged or damaged EGR tube Look for signs of water or icing in hose Verify hose connection and routing (no excessive dips) Verify DPF EGR sensor proper mounting and function (view DPF EGR PID while applying and releasing vacuum directly to sensor with a hand pump)..."
Source: by slingblade at The National Lightning Owners Club
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DTC P1405 DPF-EGR Sensor Upstream Hose Off or Plugged; "...These codes are set by the engine computer detecting a vacuum leak or vacuum hose being plugged on the Differential Pressure Flow Exhaust Gas Recirculation (DPF-EGR) sensor. The upstream and downstream hoses are located on the intake manifold. Use a vacuum pump to test the line for a blockage or leak..."
Source: by tradervar.com
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DTC P1406 - DPF EGR Sensor Downstream Hose Off or Plugged; "...While driving, the EGR monitor commands the EGR valve closed and checks the differential pressure across the EGR orifice. The test fails when the signal from the DPF EGR sensor continues to indicate EGR flow even after the EGR valve is commanded closed. Downstream hose is disconnected Downstream hose is plugged (ice) Plugged or damaged EGR tube Look for signs of water or icing in hose Verify connection and routing (no excessive dips) Verify DPF EGR sensor proper mounting and function (view DPFEGR PID while applying and releasing vacuum directly to sensor with a hand pump)..."
Source: by slingblade at The National Lightning Owners Club
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DTC P1406 DPF-EGR Sensor Upstream Hose Off or Plugged; "...These codes are set by the engine computer detecting a vacuum leak or vacuum hose being plugged on the Differential Pressure Flow Exhaust Gas Recirculation (DPF-EGR) sensor. The upstream and downstream hoses are located on the intake manifold. Use a vacuum pump to test the line for a blockage or leak..."
Source: by tradervar.com
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DTC P1409 - EGR Vacuum Regulator Solenoid Circuit Malfunction; "... This test checks the electrical function of the EGRVR solenoid. The test fails when the EGRVR circuit voltage is either too high or too low when compared to the expected voltage range. The EGR system must be enabled for the test to be completed. EGRVR circuit open VPWR open to EGRVR solenoid EGRVR circuit short to VPWR or GND Damaged EGRVR solenoid Damaged PCM The EGR vacuum regulator solenoid resistance is from 26 to 40 ohms..."
Source: by slingblade at The National Lightning Owners Club
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DTC P1411, P1413, P1414 - Secondary Air Injection (AIR) & Possible Causes
Source: by slingblade at The National Lightning Owners Club
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DTC P1443 EVAP Vacuum System, Purge or VMV Fault
Source: by tradervar.com
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DTC P1500 - Vehicle Speed Sensor (VSS) Intermittent; "... Indicates the VSS input signal was intermittent. This DTC is set when a VSS fault interferes with other OBDII tests, such as Catalyst efficiency monitor, EVAP monitor, HO2S monitor, etc. Intermittent VSS connections Intermittent open in VSS harness circuit(s) Intermittent short in VSS harness circuit(s) Damaged VSS Damaged PCM..."
Source: by slingblade at The National Lightning Owners Club
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DTC P1501, P1502 - Vehicle Speed Sensor & Possible Causes
Source: by slingblade at The National Lightning Owners Club
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DTC P1504, P1506, P1507- Idle Air Control (IAC) & Possible Causes
Source: by slingblade at The National Lightning Owners Club
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DTC P1506 & P1507 Idle Air Control Overspeed Error & Overspeed Error; "...A vacuum leak, a damaged IAC assembly, a stuck IAC valve or throttle valve typically sets one or both of these codes. The IAC can be checked with a scan tool, sensor tester or multimeter. A vacuum leak is one of the most common causes and can be checked with a vacuum pump..."
Source: by tradervar.com
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DTC P1550 - Power Steering Pressure (PSP) Sensor Malfunction; "... The PSP sensor input signal to PCM is continuously monitored. The test fails when the signal falls out of a maximum or minimum calibrated range..."
Source: by slingblade at The National Lightning Owners Club
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DTC P1605 - Keep Alive Memory Test Failure; "... Indicates the PCM has experienced an internal memory test failure. However there are external items that can cause this DTC. Battery terminal corrosion Damaged PCM KAPWR to PCM interrupt/open Loose battery connection If KAPWR is interrupted to the PCM, because of a battery or PCM disconnect, DTC can be generated on the first power-up..."
Source: by slingblade at The National Lightning Owners Club
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DTC P1633 - Keep Alive Power Voltage Too Low; "... Indicates that the Keep Alive Power (KAPWR) circuit has experienced a power interrupt. Open KAPWR circuit. Damaged PCM. Intermittent KAPWR Circuit.."
Source: by slingblade at The National Lightning Owners Club
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DTC P1650, P1651 - Power Steering Pressure (PSP) Switch & Possible Causes
Source: by slingblade at The National Lightning Owners Club
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DTC P1703 - Brake Switch Out of Self-Test Range; "... Indicates that during Key On Engine Off (KOEO) Self-Test, BPP signal was high. Or during Key On Engine Running (KOER) Self -Test, the BPP signal did not cycle high and low. Open or short in (BPP) circuit Open or short in stoplamp circuits Damaged PCM Malfunction in module(s) connected to BPP circuit (Rear Electronic Module [REM] Windstar and LS6/LS8 and Lighting Control Module (LCM), Damaged Brake Switch, Misadjusted Brake Switch. Check for proper function of stoplamps. Follow correct Self-Test procedures, refer to Section 2, Quick Test..."
Source: by slingblade at The National Lightning Owners Club
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DTC P1709 - Park/Neutral Position Switch Out of Self-Test Range; "... The DTCs indicate that the voltage is high when it should be low..." read more
Source: by slingblade at The National Lightning Owners Club
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DTC P1728 "...indicates that the transmission is slipping. When the computer that controls the transmission detects a fault code like P1728, it will put the transmission into a "limp" mode. When you unhook the battery, the code is cleared and the transmission will function properly until the slippage occurs again. To resolve this problem, you will need to get your transmission overhauled...."
Source: by 2carpros.com
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DTC P1728 - Transmission Control Indicator Light (TCIL) Illuminated &/or Engine Stall when Reverse and/or Manual Low is Selected May Occur TSB 96-10-14 for 95-96 E-350, F SUPER DUTY, F-250, F-350
Source: by Ford via thedieselstop.com
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DTC P1728 - Transmission Control Indicator Light (TCIL) Illuminated &/or Engine Stall when Reverse and/or Manual Low is Selected May Occur TSB 96-10-14 for 95-96 E-350, F SUPER DUTY, F-250, F-350 (must register to view entire TSB)
Source: by Ford via FTE
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DTC P1729 - 4x4L Switch Malfunction; "... The 4x4L switch is an ON/OFF. If the PCM does not see low voltage when the switch is ON a DTC will set. 4x4L harness open or shorted..." read more
Source: by slingblade at The National Lightning Owners Club
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DTC P1742 TSB 96-6-9 for 96 Bronco & F Series; "...The Check Engine lamp may illuminate and a Code P1742 may be stored in memory. There may be no driveability concerns present. This may be caused by an improper signaling within the Powertrain Control Module (PCM). ACTION: Reprogram or replace the PCM. Refer to the following Service Procedure for details..."
Source: by Ford via diesel-central.com via miesk5 at FSB
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DTC P1742 TSB 96-6-9 for 96 Bronco & F Series; Application Chart; "...The Check Engine lamp may illuminate and a Code P1742 may be stored in memory. There may be no driveability concerns present. This may be caused by an improper signaling within the Powertrain Control Module (PCM). ACTION: Reprogram or replace the PCM. Refer to the following Service Procedure for details..."
Source: by Ford via diesel-central.com via miesk5 at broncolinks.com
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DTC P1780 - Transmission Control Switch Out of Self-Test Range; "... During KOER self-test the TCS has to be cycled, if not cycled a DTC is set. TCS circuit short or open. Damaged TCS switch. Damaged PCM. Verify the TCS switch cycles ON/OFF ..." read more
Source: by slingblade at The National Lightning Owners Club
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DTC P1780 - Transmission Control Switch Out of Self-Test Range; "... During KOER self-test the TCS has to be cycled, if not cycled a DTC is set. TCS circuit short or open. Damaged TCS switch. Damaged PCM. Verify the TCS switch cycles ON/OFF ..." read more
Source: by slingblade at The National Lightning Owners Club
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DTC P1781 - 4x4L Switch Out of Self-Test Range The 4x4L switch is an ON/OFF. If the PCM does not see low voltage when the switch is on a DTC will..." read more
Source: by slingblade at The National Lightning Owners Club
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DTC P1781 - 4x4L Switch Out of Self-Test Range The 4x4L switch is an ON/OFF. If the PCM does not see low voltage when the switch is on a DTC will..." read more
Source: by slingblade at The National Lightning Owners Club
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DTC PO1400, P1401, PO402, P1403, P1408; "There are a number of tests that the EGR system is put through. First the DPFE is checked. It is continuously monitored for opens or shorts. The OBD II system looks for the DPFE signal to exceed the minimum or maximum values. If it finds these values out of specs a DTC P01400 or 1401 will be set
The OBD II system also monitors the EGR flow rate. At a steady state condition when the engine load and speed are moderate and the EVR duty cycle is high the DPFE voltage is checked. It then compares this DPFE value to a stored desired DPFE value for those conditions. If the two values are inconsistent, the EGR flow is insufficient (Fig. 11). A [B]DTC P0401 [/B]will be set for this condition. This test is also performed during a Key On Engine Running (KOER) test. If it fails during this test a DTC 1408 will be set; The OBDII system monitors continuosuly the DPFE signal at idle. Since there should be no EGR flow at idle, the DPFE signal should show a no flow voltage signal. The system compares the Key On Engine Off (KOEO) stored voltage to the DPFE signal at idle. If the signal is not consistent with this value, it may indicate a stuck open EGR valve. The DTC for this condition is a P0402. The EVR is continuously tested for opens
or shorts. The OBDII system looks for a circuit
voltage that is out of range or inconsistent with the EVR commanded output state. If it finds a fault in the EVR circuit voltage a DTC P1409 will be set. There are a number of tests that the EGR system is put through. First the DPFE is checked. It is continuously monitored for opens or shorts. The OBD II system looks for the DPFE signal to exceed the minimum or maximum values. If it finds these values out of specs a DTC P01400 or 1401 will be set. The system then looks for a DPFE voltage value that is inconsistent with a no flow situation.
If the DPFE voltage increases or decreases this may
indicate a fault with the upstream hose. A DTC
P1405 will be set for this condition. A DTC P1406 will be set if there is a problem with the downstream hose. The OBD II system also monitors the EGR
flow rate. At a steady state condition when the
engine load and speed are moderate and the EVR
duty cycle is high the DPFE voltage is checked. It
then compares this DPFE value to a stored desired
DPFE value for those conditions. If the two values
are inconsistent, the EGR flow is insufficient
(Fig. 11). A DTC P0401 will be set for this condition. This test is also performed during a Key On Engine Running (KOER) test. If it fails during
this test a DTC 1408 will be set. The OBD II system also checks the DPFE signal when the EGR valve is open for a negative voltage. If a negative voltage is detected the hoses may be reversed. If it fails this test a DTC 1403 will be set. The EVR is continuously tested for opens or shorts. The OBDII system looks for a circuit voltage that is out of range or inconsistent with the EVR commanded output state. If it finds a fault in the EVR circuit voltage a DTC P1409 will be set..." READ MORE
Source: by tomco-inc.com
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DTC PO141 Troubleshooting in a 96; Bank 1, Sensor 2 (passenger side between cats (or behind the second one in a California vehicle)
Source: by HardMaple at Ford Bronco Zone Forums
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DTC PO1741, 1744 or 1783 - TCC slippage or soft apply, low cooler flow; "...Cooler bypass leaking or opening at lower cracking pressure..."
Source: by transmissionspecialty.com
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DTC PO30_ "misfire detection monitor, a software strategy built into the computer, is designed to detect an engine misfire. The computer can also normally identify the specific cylinder in which the misfire has occurred. A misfire is nothing more than a lack of combustion, which can be caused by poor fuel quality or metering, low compression, lack of spark or unmetered air entering the engine. There are other possible, less obvious causes as well, such as uncommanded Exhaust Gas Recirculatin (EGR), flow. When the misfire monitor detects a misfire, it will trigger the check engine light with the specific cylinder number as the last digit in the P030X code. For instance cylinder 1 misfire is P0301, cylinder 2 is P0302 etc. In this case we are left with a P0306 in the computer memory; Possible Causes: Fuel injectors, related wiring, sensors and computer issues Running out of gas, or poor fuel quality Evaporative emissions system (EVAP) concerns: fuel vapors leaking into engine Incorrect Fuel Pressure EGR system concerns: leaking EGR valve or restricted ports Base engine concerns: low compression, valve train problems and timing issues Ignition system concerns including, but not limited to: Faulty spark plugs Faulty coil or related wiring Ignition module or related wiring issues Ignition related sensor faults or wiring issues..."
Source: by engine-light-help.com
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DTC PO401; Most of da time, because of hot exh gases flowing thru a little device, it is a failed DPFE sensor; Before you buy a new one; ck the two high temperature silicone hoses that go from da EGT Tube's 2 small diameter tubes to the DPFE sensor. They are available at your local Ford Dealer. The dealer sells this special silicone hose by the foot ( I paid $10.00 for each hose & you trim it to exact length. PNs 1L3Z-9P761-AA - 1/4" for REF - Downstream hose (INTAKE) & 1L3Z-9P761-BA - 5/16" for Upstream hose (EXHAUST); For da DPFE Sensor, The new DPFE sensor will be plastic as your original is still probably die cast metal; dealers in area want $150.00 for the DPFE Sensor and will not discount; so I bought the MOTORCRAFT DPFE15 thru Amazon w/free S&H for $60.00 and no tax; Also read the DPFE TEST @ http://www.tomco-inc.com/Tech_Tips/ttt36.pdf
Source: by miesk5 at FSB
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DTC PO411 & P1411 indicates Secondary Air not detected. In order to test the pump, it must be capable of driving the HO2S lean; Troubleshooting
Source: by Fishallot & miesk5 at FSB
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DTC, OBD II Reader Recommendation for 96
Source: by Ryan M (Fireguy50) at FSB
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DTCs 2 & 3 digits
Source: by fordf150.net
|
DTCs 2 & 3 digits & some Possible Causes, MANY CODES!
Source: by Bruce, Alan & Tony at troublecodes.net/Ford/
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DTCs 2 & 3 digits & some Possible Causes, MANY CODES!
Source: by minivanmadness via web.archive.org
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DTCs 2 & 3 digits & some Possible Causes; MANY CODES!
Source: by Bruce, Alan & Tony at TroubleCodes.net
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DTCs 2 digits
Source: by Ryan M (Fireguy50) at fordfuelinjection.com
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DTCs 2 digits
Source: by Tomco Inc. tomco-inc.com
|
DTCs 2 digits
Source: by Tomco Inc. tomco-inc.com
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DTCs 2 digits & some Possible Causes
Source: by Geargambler at svtsnake.com
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DTCs 2 digits & some Possible Causes
Source: by mustangpartstech.com
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DTCs 2 digits & some Possible Causes, MANY CODES!
Source: by massdriven.com
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DTCs 2 digits & some Possible Causes, MANY CODES!
Source: by minivanmadness via web.archive.org
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DTCs 2 digits & some Possible Causes; MANY CODES!
Source: by Bruce, Alan & Tony at troublecodes.net/Ford/
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DTCs 2 digits & some Possible Causes; MANY CODES!
Source: by WestCoastFords.com via web.archive.org
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DTCs 2 digits & some Possible Causes; MANY CODES!
Source: by whateverittakesracing.com
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DTCs 2 digits & some Possible Causes; SOME CODES! (under license from Delmar Publishers, comb of Chilton/Nichols/Delmar & Haynes); some may be incorrect, as reported by Seabronc, thanks Seabronc! NEW SITE URL!!! MUST REGISTER TO VIEW; select year, make, model, engine size and go to appropriate section
Source: by Chilton via AutoZone
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DTCs 3 Digits
Source: by Ryan M (Fireguy50) at fordfuelinjection.com
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DTCs 3 digits
Source: by thorssell.net
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DTCs 3 digits
Source: by Geargambler at svtsnake.com
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DTCs 3 digits
Source: by whateverittakesracing.com
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DTCs 3 digits & OBD II & Possible Causes & Repair Procedures for E4OD from 1996 All F-Series and Bronco with E4OD Automatic Transmission Workshop Manual
Source: by Ford via thedieselstop.com
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DTCs 3 digits & some Possible Causes (under license from Delmar Publishers, comb of Chilton/Nichols/Delmar & Haynes); some may be incorrect, as reported by Seabronc, thanks Seabronc! NEW SITE URL!!! MUST REGISTER TO VIEW; select year, make, model, engine size and go to appropriate section
Source: by Chilton via AutoZone
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DTCs 3 digits & some Possible Causes - MOSTLY FOR DIESELS, MANY CODES!
Source: by Ford via thedieselstop.com
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DTCs 3 digits & some Possible Causes - MOSTLY FOR DIESELS, MANY CODES!
Source: by Ford via thedieselstop.com
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DTCs 3 digits & some Possible Causes - MOSTLY FOR DIESELS, MANY CODES!
Source: by Ford via thedieselstop.com
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DTCs 3 digits & some Possible Causes for Rich & Lean HEGO
Source: by Ryan M (Fireguy50) at fordfuelinjection.com
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DTCs 3 digits & some Possible Causes, MANY CODES!
Source: by minivanmadness via web.archive.org
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DTCs 3 digits & some Possible Causes, MANY CODES!
Source: by muscularmustangs.com
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DTCs 3 digits & some Possible Causes; MANY CODES (for Aussie Fords, but similar)
Source: by fordmods.com
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DTCs 3 digits & some Possible Causes; MANY CODES!
Source: by slingblade at The National Lightning Owners Club
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DTCs, OBD II & Possible Causes
Source: by Focus Fanatics
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DTCs, OBD II & Possible Causes
Source: by zx3 focus racer at Focaljet
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DTCs, OBD II & Possible Causes MANY!
Source: by diydiagnostics.com
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DTCs, OBD II & Possible Causes - MANY
Source: by slingblade at The National Lightning Owners Club
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DTCs, OBD II & Possible Causes MANY
Source: by Pat B & Level Ten Products at FTE
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DTCs, OBD II & Possible Causes MANY for 01-03 Gas & Diesel
Source: by screwy at clubfte.com
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DTCs, OBD II Body 'B'
Source: by bba-reman.com
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DTCs, OBD II Search
Source: by Wells
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DTCs, OBD II, Ford
Source: by BAT at TroubleCodes.net
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DTCs, OBD II, many Makes & Years
Source: by Vincent C at autorepair.about.com
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DTCs. OBD II
Source: by bba-reman.com
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Duraspark 2 Troubleshooting (under license from Delmar Publishers, comb of Chilton/Nichols/Delmar & Haynes); some may be incorrect, as reported by Seabronc, thanks Seabronc! NEW SITE URL!!! MUST REGISTER TO VIEW; select year, make, model, engine size and go to appropriate section
Source: by Chilton via AutoZone
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Duraspark Troubleshooting
Source: by Seabronc (Rosie, Fred W) at Ford Bronco Zone Forums
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Duraspark Troubleshooting
Source: by bobcat.ca
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E4OD Cold Start; "...Any Ford E4OD regardless of gas or diesel will not lock the converter until the coolant temp reaches 100 degrees. I think this is so you don't lug a cold motor which is as bad as revving a cold motor..."
Source: by STROKER DUMP at thedieselstop.com
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E4OD Controls Overview, Sensors, DTC (s) & Diagram; Powertrain Control Module (PCM) 12A650: On vehicles equipped with gasoline engines, the operation of the E4OD automatic transmission is controlled by the powertrain control module. Many input sensors provide information to the powertrain control module, which then controls the actuators that affect transmission operation..." READ MUCH MORE
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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E4OD Diagnosis
Source: by Ian L (stangmata, stangmata50l, Bronco) at FSB
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E4OD Diagnosis Trouble Codes (DTCs)
Source: by drivetrain.com
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E4OD Diagnostic & Repair Process Chart TSB 91-6-4 for 90-91 Bronco, 89-91 Econoline & F SERIES, 91 Taurus & Escort & 89-91 Probe
Source: by Ford via Chilton
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E4OD Diagnostic Trouble Codes, Possible Causes & Repair Procedures
Source: by Pat B & Level Ten Products at FTE
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E4OD Manual Lever Position Sensor (MLPS) Wiring Diagram in a 95 Bronco; from Ford EVTM
Source: by Ford via Ryan M (Fireguy50) at fordfuelinjection.com
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E4OD Shudder; "...If the shudder occurs a) during the 3-4 or 4-3 shift at HEAVY throttle, or b) at 40mph in 2, OD OFF, and OD, or c) at the same RPM in every gear, or d) coasting, cruising, or in R, or e) during extended light braking, then it is NOT TC clutch shudder; The following is a list of common vehicle concerns that have been misdiagnosed as torque converter clutch shudder. For diagnosis of the following items, refer to the appropriate sections of the workshop manual and the Powertrain Control/Emissions Diagnosis manual (PCED).
Spark plugs - check for cracks, high resistance or broken insulators.
Plug wires.
Fuel injector - filter may be plugged.
Fuel contamination - engine runs poorly.
EGR valve - valve may let in too much exhaust gas and cause engine to run lean.
Vacuum leak - engine will not get correct air/fuel mixture.
MAP/MAF sensor - improper air/fuel mixture.
HO2S sensor - too rich/lean air/fuel mixture.
Fuel pressure - may be too low.
Engine mounts -loose/damaged mounts can cause vibration concerns.
Axle joints - check for vibration..."
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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E4OD Sluggish or Harsh Shift & No DTCs Due to Faulty PSOM; "...This is how the system works. The Programmable Speedometer/Odometer Module (PSOM) receives a speed signal input from the Differential Speed Sensor (DSS) and uses a programmed conversion constant to convert the signal to the standard 8000 pulses per mile speed signal output. The speed signal output is proportional to the road speed of the vehicle. The Programmable Speedometer/Odometer Module supplies this signal to all components that require vehicle speed information Including the Speed Control Amplifier, the Transmission Electronic Control Assembly (TECA) (with diesel engine), and the Electronic Engine Control (EEC) Module (with gasoline engine). So it is possible for the PSOM to get a good signal and yet not send it out to one, or more, of the other speed signal users. If this is what they meant by a faulty cluster, then they are correct..."
Source: by autorepair.about.com
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E4OD Solenoid Pack Connector; "...Be careful with the different connectors. The early E4OD solenoid packs had diodes in built into the pack to prevent the voltage spike for the collapsing magnetic field of the solenoid from cooking the computer. In the later (I can't remeber which year, I think 94?) Ford removed the diodes from the solenoid pack in the trans and added protection in the computer. If you end up with a late solenoid pack and an early computer you will likely be buying a new computer. Going from memory which is a couple years old now, the early solenoid packs had a redish orange seal in the electrical connector on the transmission side, the later solenoid packs without diodes have a green seal which goes into the vehicle side harness. I the plugs don't easily plug in wrong, but if you really try you can..."
Source: by heeke via miesk5 at FSB
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E4OD Torque Converter Diagnosis; "Lockup Shudder - Low converter pressure; Intermittent Lock-Up - Shorted low vacuum switch; No Lockup (Diesel)- Shorted RPM sensor; Kills Engine - Loose filter, Cross Leak; Metal Contamination - Clogged cooling systems; Overheated Converter - PCM calibration; look inside the converter at the larges set of splines (stator shaft splines). If the splines are split then the unit has a dual element stator. Do not interchange single element and dual element converters..."
Source: by drivetrain.com
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E4OD Torque Converter Lockup Disengagement; "...I was living with the torque converter unlocking with the R/H turn signal. And low and behold after I changed the L/H brake/turn signal bulb the torque converter stopped unlocking with the R/H turn signal. Don't ask me but it did fix it..." by Mike G & Miesk5; Brake On/Off (BOO) Switch 13480: The brake on/off switch tells the powertrain control module when the brakes are applied. The switch is closed when the brakes are applied and open when they are released. The PCM uses this signal to disengage torque converter clutch when brake is applied. Failed on or not connected; Torque converter clutch will not engage at less than 1/3 throttle. Failed off; Torque converter clutch will not disengage when brake is applied. DTC: 536, P1703; & Discussion by NLOC members in 92-96
Source: by Miesk5 at FSB
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E4OD Transmission Control Indicator Lamp (TCIL) Flashing because wiring may be misrouted causing a short in the steering column and a blown # 17 fuse TSB 92-22-5 for 92 Bronco & all Light Trucks
Source: by miesk5 at FSB
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E4OD Transmission Control Indicator Lamp (TCIL) Flashing because wiring may be misrouted causing a short in the steering column and a blown #17 fuse in TSB 92-22-5 for 92 Bronco & all Light Trucks
Source: by Ford via Chilton
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E4OD Transmission Control Indicator Light (TCIL) & Switch Wiring Diagram in a 91 Bronco; from Ford EVTM
Source: by Ford via Ryan M (Fireguy50) at fordfuelinjection.com
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E4OD Transmission Control Indicator Light (TCIL) & Switch Wiring Diagram in a 95 Bronco; from Ford EVTM
Source: by Ford via Ryan M (Fireguy50) at fordfuelinjection.com
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E4OD Transmission Control Indicator Light (TCIL) Troubleshooting in 92-96; "... need to look for my notes on what fuse blew. think it was 6 or 7 due to a harness short under steering column that affected the OD Cancel Light (it blinked randomly, no Trouble Codes or tranny malfunctions though)..."
Source: by miesk5 at FSB
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E4OD Transmission Control Indicator Light (TCIL) Troubleshooting in 92-96; "... Several different complaints concerning the overdrive cancel indicator may occur due to a faulty O/D cancel LED. At times the light may simply fail to light, flicker erratically, or glow very dim. Tapping the shift knob lightly may affect the operation of the LED, causing it to work temporarily. These complaints are usually due to a faulty O/D indicator LED. To replace the LED carefully pry the cap off the end of the shifter and pull the LED/switch out. Slide the new switch into position and snap the cap back on. Note: Don’t confuse the above conditions with a steady flashing pattern of the O/D cancel light. A steady rhythmic flashing pattern indicates a malfunction has been detected by the computer.; Part #F58Z-7G550-A..."
Source: by ATC-Distribution Group Inc. atcdg.com via web.archive.org
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E4OD Transmission Control Indicator Light (TCIL) Troubleshooting in 92-96; "... The flashing OD light is an indication of a transmission related trouble code in the Powertrain Control Module (PCM). When it has a trouble code related to the transmission it usually commands full line pressure to try to protect the transmission from damage. Normally this is caused by a transmission slip code. Have your computer scanned to see what transmission codes are stored. If it is a torque converter slip code keep in mind it could be stored from converter clutch slippage, or slippage in another transmission clutch pack ..."
Source: by Baumann Electronic Controls, LLC becontrols.com
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E4OD Transmission Control Indicator Light (TCIL) Troubleshooting in 92-96; "...check the wires coming out of the shifter handle, I have had several trucks have those wires short out and cause some strange symptoms. Just pull the plastic cover off the top of the column and take a look, it's pretty obvious when it happens..."
Source: by jrainw at fte
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E4OD Transmission Control Indicator Light (TCIL) Troubleshooting in 92-96; "...Check the wiring from the OD switch at the steering column, the wires there are known to break. Could well be the problem. Check also that your brake lights are working properly and if you have spliced in wiring at the rear lights check the condition of it..."
Source: by Case 7230 at truckforum.org
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E4OD Transmission Control Indicator Light (TCIL) Troubleshooting in 92-96; "...This symptom could be caused by a couple of problems. One is the transmission is malfunctioning. The bulb in the switch at the end of the shifter is flaky. The wire that connects the OD switch/light at the end of the shifter is being worn at the column. Process of elimination. Codes to the computer and the light flashing in a "repetetive pattern" and consistent manner indicate a trani malfunction. A flashing OD light that is sporatic, has no pattern, is accompanied by a also sporatic OD engagement indicated that the wires are being worn and possibly shorted at the column. This is a common problem with these. The light flashing in a sporatic and sometimes on and sometimes off for longer periods indicated a bad switch at the end of the column. (my case) Hope it is one of the easier ones. (Switch light or wires at column)..."
Source: by Mr P at rv.net via web.archive
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E4OD Transmission Oil Temperature Sensor (TOT) Overview & Wiring Diagram; "...The PCM monitors the voltage drop across a temperature sensitive thermistor. The PCM uses this information to determine transmission fluid temperature for adjustment of shift schedules & torque converter engagement schedules when the fluid is cold. Also used to adjust EPC pressure shift & torque converter schedules for temperature..."
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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E4OD Transmission Oil Temperature Sensor (TOT) Testing & Connector Pin-Out Diagram
Source: by zoom-tech.com via web.archive.org
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E4OD Wiring Diagrams in a 96 Bronco & F 150
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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E4OD/AODE Shift Lever Stuck in Park; "These (and many other) vehicles are equipped with a Brake/Shifter interlock for safety. This system requires the driver to hold the brake depressed before the shift lever can be moved from the Park position. There is an actuator (solenoid) on the left side of the steering column under the dash that disengages the shifter lock when the brake is depressed. In the event this system malfunctions, the shift lever may be stuck in the Park position. One cause of this complaint may be due to a faulty brake switch circuit. If you experience this complaint always check for blown fuses and brake light switch operation before proceeding with other work." depiction is gone
Source: by ATC-Distribution Group Inc. atcdg.com via web.archive
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EEC & Fuel Pump Relay Color Codes for Troubleshooting/Swapping to Bosch Style Relays
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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EEC & Fuel Pump Relay Swapping to Bosch Style Relays & Color Codes in all pre-'92 EFI Bronco & F-series; "...Working on ONE relay at a time, remove the terminals from the stock connector & discard it. I collected these Bosch-style sockets in junkyards, but they're available at most parts stores, from Ford, or several online suppliers like RJMInjectionTech.com as crimp-on kits for a near-factory look. Being careful to connect the wires to the proper terminals (using the list below), securely connect the old wires to the terminals of the new sockets. Try to keep the wires the same length so there's not a huge ratnest. EEC PWR 30 - Y (battery always 12V) 87 - Bu, DB, R (out to EEC) 85 - Wh/LB, R/LG (12V in from ig.sw.) 86 - Bk/LG, Bk (ground); FP: 30 - Y (battery always 12V) 87 - Pk/Bk, Br, DG/Y (out to inertia sw.) 85 - R (12V in from EEC PWR relay) 86 - T/LG, LB/Or (ground from EEC)...It's OK to reverse 30 with 87, or 85 with 86 on either relay. It's possible to just use common insulated flat blade terminals to connect the bare wires to the relay terminals without a socket, but it's not as secure or convenient. Now the truck will be MUCH more reliable, and can use the cheaper, heavier-duty, more common ISO relays that are easier to swap. Tape up the harness & secure the relays to a safe mounting location. Not all relays have mounting tabs like these, but the sockets or harness can be zip-tied to something solid..."
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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EEC Ground Location pic in an 89; "...Those wires eventually connect back to the EEC case (which is grounded) and the pins on the connector that need to be grounded...but then again every ground connects to each other on a Bronco..."
Source: by kf4amu (Will H, The Beast) at FSB
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EEC IC ECM (A9x and same years ECM's) Failures Due to Age; "...The patient in question is a remanufactured A9L unit. This ECM is the one from a little notch project I'm working on. It started giving some problems starting up, engine flooding, random hesitation, missing and stalls. I opened up the ECM (the car is running with a A9S unit) after the owner brought it for a checkup.What you see is the typical electrolytic capacitors leak, causing intermittent shorts/opens to the neighboring circuits/components and symptoms as the ones explained. Worst case scenarios with this type of failure, is a permanent no start and permanent damage to the PWB preventing it could be repaired. As soon as I replace the capacitors I'll update with the pictures showing the repairs. The following capacitor does not show any leakage problems however, it will also be replaced as a preventative measure..." read more
Source: by Joel5.0 at sbftech.com
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EEC Identification, Bronco & all Ford
Source: by Ryan M (Fireguy50) at fordfuelinjection.com
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EEC IV 5.0L 49 State & High Altitude Calibration Conversion (EEC IV Processor Change) TSB 92-16-9 for 92 Bronco, Econoline, F 150 & F 250
Source: by Ford via Chilton
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EEC IV Pin Outs, Bronco & Ford Truck & Van: 4.9, 460, 5.0, 5.8
Source: by Ryan M (Fireguy50) at Ford Fuel Injection
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EEC IV Pin-Outs (Partial) in 88-89 & 90-91 Bronco 4.9; 88-90, 91 & 92-93 Bronco 5.0; 88-91 & 92-93 Bronco 5.8; Looking Into Harness Connectors in Ford Electronic Engine Control Overview, Chapter 12, of Ford Fuel Injection and Electronic Engine Control: How to Understand, Service and Modify, 1988-1993
Source: by Charles O. Probst via yunost.ru
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EEC IV Self Test - & Connector Pin-Out Diagram in 87-95;"...The self-test plugs were mounted on the passenger side fender on 1985-86 EFI trucks; The self-test plugs are located along the driver's side fender behind the air filter box on 87-95 EFI trucks..."; miesk5 NOTE; Self-Test Input (STI) is the Pin in the Lt gray Connector and Signal Return Ground (STO/SIGRET) is Pin E in black Connector in 87-95; The engine temperature must be greater than 50°F (10°C) to pass the KOEO Self-Test and greater than 180°F (82°C) to pass the KOER Self-Test. Run it around to heat the engine up and shift thru all gears incl Reverse. Then turn off all accesories/lights, etc. Make sure A/C is off and transmission is in Park (automatic) or in Neutral for a Manual & release clutch. Do Key On Engine Off (KOEO) portion first. Look Codes up in my broncolinks.com site using the new Search function.
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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EEC IV Self Test Connector pic in a 95 (near driver's side hood hinge)
Source: by s8c2 (the wagon) at SuperMotors.net
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EEC IV Ten Pin Connectors; "..These connectors are notorious for developing poor connections and causing strange EEC quirks, like idle fluctuations, check engine lights, & unexplainable diagnostic codes to be triggered..."
Source: by FORDMUSCLE
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EEC IV TFI Module & PIP Sensor New Diagnostic Procedure TSB 87-21-10; "NEW PROCEDURE ALLOWS TECHNICIAN TO TAKE DIRECT PATH WHEN TESTING WITH USE OF NEW TFI IV DIAGNOSTIC TESTER"
Source: by Ford via merkurencyclopedia.com
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EEC Locations, Ford
Source: by Ryan M (Fireguy50) at fordfuelinjection.com (see Powertrain Control Module Locations also)
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EEC Power Relay; "...An inertia switch is used as a safety device in the fuel system. The inertia switch is located in the cab, generally under the dashboard on the right side. It is designed to open the fuel pump power circuit in the event of a collision. The switch is reset by pushing each of 2 buttons on the switch simultaneously (some models use switches with only one reset button). The inertia switch should not be reset until the fuel system has been inspected for damage or leaks. When the ignition switch is ON, it turns the EEC power relay ON. The EEC power relay provides power to the powertrain control module (PCM) and the control side of the fuel pump relay. Power for the fuel pump(s) is supplied through a fuse link or high current fuse attached to the starter solenoid (battery side). From the fuse link or high current fuse, current flows through the fuel pump relay and inertia switch to the fuel pump(s). The fuel pump relay is controlled by the PCM. When the ignition switch is turned ON, the fuel pump(s) will operate. If the ignition switch is not turned to the START position the PCM will shut the fuel pump(s) OFF after 1 second. The PCM will operate the fuel pump(s) operate the fuel pump(s) when the ignition switch is turn to START position to provide fuel while cranking. After the engine starts, the PCM will continue to operate the fuel pump(s) unless the engine stops, drops below 120 rpm or the inertia switch is tripped..." (under license from Delmar Publishers, comb of Chilton/Nichols/Delmar & Haynes); some may be incorrect, as reported by Seabronc, thanks Seabronc! NEW SITE URL!!! MUST REGISTER TO VIEW; select year, make, model, engine size and go to appropriate section
Source: by Chilton via AutoZone
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EEC Processor, MIL On with DTC 173 in Continuous Memory w/Pass Code 111 in KOEO & KOER, Replace EEC TSB 92-18-12 for 91-92 5.8L Bronco, Econoline & F Series
Source: by Ford via Chilton
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EEC Relay Wiring Diagram in an 89 5.0, 5.8 & 7.5
Source: by Seabronc (Rosie, Fred W) at Ford Bronco Zone Forums
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EEC Strategies "...Start / Crank, Cold Start & Warm Up, Cold Drive-Away, Warm Idle, Warm Cruise, Full-Throttle Acceleration, Deceleration; Failure Mode & Adaptive Strategy
Source: by Ryan M (Fireguy50) at fordfuelinjection.com
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EEC Strategies "...Start / Crank, Cold Start & Warm Up, Cold Drive-Away, Warm Idle, Warm Cruise, Full-Throttle Acceleration, Deceleration; Failure Mode & Adaptive Strategy..."
Source: by Ryan M (Fireguy50) at fordfuelinjection.com
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EEC V (OBD II) Connector Pin-Out Diagram & Overview; "...EEC-V uses a new 104-Pin connector to accommodate more sensors and actuators to help it grow beyond just engine and transmission control. The new EEC also had to apply to newer 1996 government regulations, these were labeled as �On-Board-Diagnostics II,� and they required a new test plug called the Diagnostic Link Connector. All brands sold in the USA had to use the same test connector, and it has to be within reach of the driver�s seat..."
Source: by Fireguy50 (Ryan M) at fordfuelinjection.com
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EEC-III Testing, Pin-Out, Wiring & Vacuum Diagrams in an 82; "...Woe was me, when I found out my 82 Ford Bronco was an EEC 3; had searched all over the engine compartment for the infamous "self test connector", only to find NONE..."
Source: by Tommy at home.comcast.net/~TommySpace/EEC3.html
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EEC-IV & EEC V (OBD II) Test, FREE - AutoZone Diagnostic Service
Source: by autozone.com
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EEC-IV & EEC V (OBD II) Test, FREE - For a coupon for a free AAMCO External Diagnostic Service
Source: by AAMCO
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EEC-IV & TFI Diagnostics Manual (geared to Bronco II, but similar to Bronco & Ford Trucks)
Source: by broncoii.org
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EEC-IV Pin-Outs
Source: by Fireguy50 (Ryan M) at fordfuelinjection.com
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EEC-IV SELF TEST - COMPREHENSIVE & Connector Location pic, Bronco & Ford; "...The self-test plugs were mounted on the passenger side fender on 1985-86 EFI trucks; The self-test plugs are located along the driver's side fender behind the air filter box on 87-95 EFI trucks..."; miesk5 NOTE; Self-Test Input (STI) is the Pin in the Lt gray Connector and Signal Return Ground (STO/SIGRET) is Pin E in black Connector in 87-95; The engine temperature must be greater than 50°F (10°C) to pass the KOEO Self-Test and greater than 180°F (82°C) to pass the KOER Self-Test. Run it around to heat the engine up and shift thru all gears incl Reverse. Then turn off all accesories/lights, etc. Make sure A/C is off and transmission is in Park (automatic) or in Neutral for a Manual & release clutch. Do Key On Engine Off (KOEO) portion first. Look Codes up in my broncolinks.com site using the new Search function.
Source: by dabranco at FSB
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EEC-IV Self Test Connector Pin-Out Diagrams & Color Codes
Source: by miesk5 at FSB
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EEC-IV System Has NO Control Over the Following Items; "...Fuel quantity and quality; Damaged or faulty ignition components; Internal Engine Condition - rings, valves, Timing belt, etc.; Starter & Battery circuit; Dual Hall sensor; TFI or DIS module; Distributor condition or function; Camshaft sensor; Crankshaft sensor; Ignition or DIS coil; Engine governor module..."
Source: by Ford via arrc.epnet.com
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EEC-V (OBD II) Diagnostic Link Connector (DLC) Location
Source: by nology.com
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EEC-V (OBD II) Diagnostic Trouble Codes, (DTCs) Oxygen Sensor Related & Possible Causes by Ford
Source: by screwy at clubfte.com
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EEC-V (OBD II) Versus Emissions Testing
Source: by Alexis G via autoiInc.online
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EEC-V (OBD II) 2006 MY OBD-II System Operation Summary
Source: by Ford motorcraftservice.com
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EEC-V (OBD II) Diagnostic Trouble Codes, (DTCs) & Possible Causes
Source: by actron.com
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EEC-V (OBD II) Diagnostic Trouble Codes, Ford Motor Company Group
Source: by autodiagnos.com
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EEC-V (OBD II) Drive Cycle; Recommendations:
"...Most OBDII monitors will complete more readily using a "steady foot" driving style during cruise or acceleration modes. Operating the throttle in a "smooth" fashion will minimize the time required for monitor completion.
Fuel tank level should be between 1/2 and 3/4 fill with 3/4 fill being the most desirable.
The Evaporative Monitor can only operate during the first 30 minutes of engine operation. When executing the procedure for this monitor, stay in part throttle mode and drive in a smooth fashion to minimize "fuel slosh". .."
Source: by obdii.com
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EEC-V (OBD II) DTCs & Possible Causes
Source: by Ford via thedieselstop.com
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EFI Tester, SnEEC-IV Overview & pic; "...This is probably the coolest way to test and diagnosis problems on your Ford EEC-IV EFI vehicle. This is the ultimate Brake-Out-Box, in a class called data-loggers! You don’t need a voltmeter, and all your friends will be jealous. Just like the BOB you mount the SnEEC between the 60-pin connector and the computer...." read more
Source: by Ryan M (Fireguy50) at fordfuelinjection.com
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EGR Valve, Ford, COMPREHENSIVE articles; see:
Ford EGR Valves
Ford EGR Valves (Cont'd)
Ford EGR Valves (Cont'd)
Ford EGR Valves (Cont'd)
Ford EGR Valves (Cont'd)
Ford EGR Valves (Cont'd)
Source: by tomco-inc
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EGR Systems, Ford "...DO NOT engage when: engine is cold; engine is at idle; engine is at WOT; At low ambient temps (water vapor from the exhaust can freeze on the throttle plate); The EVR is a "normally closed" solenoid, which means that when it is de-energized, the position of the disc allows for maximum venting to the atmosphere (resulting in negligible vacuum flow to the EGR valve)..."
Source: by rockledge.home.comcast.net
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EGR Systems, Ford "...PCM will not operate the EGR valve unless it sees: The engine warmed up to normal operating temperature. TPS at partial throttle. TPS not at Wide Open Throttle (WOT). MAP/MAF must be indicating light or moderate load. A certain amount of computer clock time has to be elapsed..."
Source: by tomco-inc.com
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EGR Technical Tips; "...1. E.G.R. lowers combustion temperature which lowers oxides of nitrogen pollution. 2. E.G.R. is not used at idle. (Would cause very rough or no idle at all.) 3. E.G.R. is not used on cold engines in most cars. (Would cause poor, cold driveablity.) 4. E.G.R. is not used at wide open throttle. (Would cause loss of power.) 1. We will assume the fuel and ignition systems are working to specs. 2. If car hesitates on light acceleration, has a tip-in sag, or a flat spot when transmission shifts from first to second gear. Most probable cause is too much E.G.R. flow. 3. If car pings at cruise or light throttle acceleration, and has no pinging under heavy acceleration, the most probable cause is little or no E.G.R. flow. Possible Causes of Too Much E.G.R. Flow 1. Weak calibration spring in E.G.R. valve. Repair: Replace valve. 2. Restricted catalytic converter or exhaust. Repair: Check for exhaust restriction and repair as needed. 3. Idle speed too high. Repair: Adjust idle to factory specs. 4. Wrong E.G.R. valve. Repair: Replace with correct valve. Possible Causes of Too Little E.G.R. Flow 1. Defective E.G.R. valve. Repair: Replace valve. 2. Exhaust back pressure too low. Repair: Check for missing catalytic converter. 3. Plugged E.G.R. passage. Repair: Clean passage. 4. Idle speed too low. Repair: Adjust idle to specs..."
Source: by niehoff.com
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EGR Technical Tips; "...1. E.G.R. lowers combustion temperature which lowers oxides of nitrogen pollution. 2. E.G.R. is not used at idle. (Would cause very rough or no idle at all.) 3. E.G.R. is not used on cold engines in most cars. (Would cause poor, cold driveablity.) 4. E.G.R. is not used at wide open throttle. (Would cause loss of power.) 1. We will assume the fuel and ignition systems are working to specs. 2. If car hesitates on light acceleration, has a tip-in sag, or a flat spot when transmission shifts from first to second gear. Most probable cause is too much E.G.R. flow. 3. If car pings at cruise or light throttle acceleration, and has no pinging under heavy acceleration, the most probable cause is little or no E.G.R. flow. Possible Causes of Too Much E.G.R. Flow 1. Weak calibration spring in E.G.R. valve. Repair: Replace valve. 2. Restricted catalytic converter or exhaust. Repair: Check for exhaust restriction and repair as needed. 3. Idle speed too high. Repair: Adjust idle to factory specs. 4. Wrong E.G.R. valve. Repair: Replace with correct valve. Possible Causes of Too Little E.G.R. Flow 1. Defective E.G.R. valve. Repair: Replace valve. 2. Exhaust back pressure too low. Repair: Check for missing catalytic converter. 3. Plugged E.G.R. passage. Repair: Clean passage. 4. Idle speed too low. Repair: Adjust idle to specs..."
Source: by niehoff.com
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EGR Vacuum Regulator (EVR), Thermactor Air Bypass (TAB) Solenoid (AIRB) & Thermactor Air Diverter (TAD) Solenoid (AIRD) Wiring Diagram in an 89 5.0, 5.8 & 7.5. Diagram #2
Source: by Seabronc (Rosie, Fred W) at Ford Bronco Zone Forums
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EGR Valve Position (EVP) Testing & Operation in a 94; "...There is no PFE on your truck. This is an "either/or" situation with some engines using the PFE sensor and others using the EVP sensor. The Pressure Feedback EGR sensor measures back-pressure in the exhaust system and sends this info to the PCM. In the case of the EVP sensor, the information is sent in the way of sensing the actual position of the EGR valve. 327 indicates the voltage in the EVP circuit was lower than it should EVER be. However, 337 indicates that the voltage coming back to the PCM is too high. These conflicting codes need to be verified. You may have wiring damage with this situation. EVP sensor should have three wires running to it. BROWN/WHITE (pin1), GREY/RED (pin2), BROWN/LT. GREEN (pin3). The GREY/RED is always the signal return. For two-pin sensors the PCM uses the voltage coming back down this wire for information. For three-pin sensors the PCM uses both this and the third pin (in the case of the EVP sensor, the BROWN/LT. GREEN wire) as a comparison voltage to the signal return voltage in the GREY/RED wire. Pin 46 of the PCM is the signal return terminal. The PCM assumes the necessary voltage drop through the wiring harness and takes the voltage from the third (BROWN/LT. GREEN) pin as a comparison. The difference is calculated and the PCM makes adjustments accordingly. The voltage at pin 46 of the PCM should be very close to the same voltage as found at pin 26 or slightly lower. To check that the VREF (reference voltage) generated by the PCM power supply is good, meter between pin 26 of the PCM and a good frame ground. Double check the wiring harness TO the EVP sensor by checking for the same voltage at the BROWN/WHITE wire in the EVP connector in the wiring harness. If you have a good VREF voltage (5VDC approx.) then jump the BROWN/WHITE wire to the BROWN/LT. GREEN wire and check the voltage at pin 27 of the PCM. If you still have good VREF voltage, the problem does NOT lie in the wiring harness. You can do the "wiggle" test on the harness to make sure there are no weak or loose connections between the sensor connector and the PCM. To test the EVP sensor itself, probe the pins that connect to the aforementioned wires and run the test by applying vacuum as described in my previous post. As mentioned, the resistance should change smoothly as the vacuum is slowly released. If it does not, the EVP is bad. Note: Only run this test with the EVP sensor disconnected from the wiring harness or your readings will be tainted by the electronics in the PCM. One thing to note here is that the VREF feed for the EVP sensor splits off to both the TP (throttle position) sensor and the MAP (manifold absolute pressure) sensor somewhere in the main harness between the firewall and the individual sensors. You might do well the check for damaged wires at all of these sensors just in case the harness is damaged and shorting at one of the other sensors being fed VREF..."
Source: by greystreak92 (Joe B) at fte
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EGR valve refuses to open "...(or the EGR passageway in the manifold is clogged) will allow elevated NOX emissions & may also cause a detonation problem..."
Source: by Larry C at aa1car.com
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EGR valve that’s stuck open will act like a vacuum leak and cause a rough idle and stalling
Source: by Larry C at aa1car.com
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Electrical and Vacuum Troubleshooting Manual (EVTM) Partial, Bronco for 86; Speed Control, A/C, Heater, Radio
Source: by Ford via Chris B (Blue, bronco boy) at telus.net
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Electrical Grounds, electronically controlled automatic transmissions depend on, general (scroll to bottom, 94-28); "...Today's electronically controlled automatic transmissions depend on good grounds for proper operation of the various solenoids and switches. Additionally, if there is a grounding problem sometimes the ground path will become the transmission detent, throttle valve or transhift cable. The current flow will burn the cable and cause it to fail. Other times, the driveshaft or torque converter will become the ground path causing the bushings to fail. If you are replacing a transmission cable, check the grounds. If your customer complains that the transmission seems to be shifting slowly, check the grounds. Battery, engine to firewall or frame and accessory grounds should all be inspected. If a ground carries voltage, there is excessive resistance somewhere in the ground circuit. Inspect ground connections and clean as necessary. Many times an engine to firewall ground strap is disconnected or left off after an engine or transmission overhaul. ATP No. Y-300, ground strap, can be used to replace missing or broken ground straps..."
Source: by Bruce R at atp-inc.com
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Electronic Engine Control (EEC) Glossary
Source: by Ford at fordvehicles.com
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Emission Maintenance Warning (EMW) TSB 89-22-08 for 85-89 Bronco, F Series & many others
Source: by Ford via Steve83 (Steve, That dirty old truck) at fourdoorbronco.com
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Emissions Failures, Diagnosis Tech Tips (high CO, O, CO2, etc.)
Source: by interro.com via web.archive.org
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Engine Coolant Temperature (ECT) Sensor Testing; "..."But due to its simplicity of design, the ECT is rarely at fault when problems occur. Before testing the ECT or any other EFI component perform a self-test, trouble codes received during test can be used as a diagnostic tool along with other indicators. To test an ECT sensor you will need a volt meter. You can test the ECT by back probing the harness while reading the voltage returning to the EEC. Or you can removing the connector completely and test the resistance between the 2 pins on the ECT..." READ MORE
Source: by Ryan M (Fireguy50) at fordfuelinjection.com
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Engine Coolant Temperature Sender For Temperature Gauge Testing; "...If you take that single wire that Seabronc is talking about and ground it to the block the guage will imediately go to HOT that will tell you if its the guage or the sender . There is another mounted back farther in the intake and that is for the EEC to determine timing curves and injector pulse time..."
Source: by BLADE262US & Seabronc (Rosie, Fred W) at Ford Bronco Zone Forums
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Engine Coolant Temperature Sender For Temperature Gauge Testing; "...Pull the R/Wh wire straight off the sender & ground it to the block, intake, or head. Then turn the key to RUN. If the needle pegs, replace the sender. If not, diagnose the circuit. Also, read this caption: TSB 95-13-02 Erratic Temperature Sender - Factory temperature senders with a date code before 2774 are known to be defective. The code is stamped into the side of the hex. The format is the Julian date + the last digit of the year, so that's the 277th day of 1994. So 0085 is good; 1934 is bad; 3034 is good; 2765 is good; 3582 is bad. The sender should test at 74 Ohms cold; 9.7 Ohms hot. If you're having trouble with your temp gauge, try to read the date off the sender before any other diagnosis. A new sender from NAPA is under $10..."
Source: by Steve83 (Steve, That dirty old truck) at Ford Bronco Zone Forums
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Engine Hesitation/Surge with No DTCS in 5.0 & 5.8 Engines & with DTC 179 in 4.9 Engines TSB 95-2-10 for 91-92 Bronco & 91-94 F & E Series
Source: by Ford via Chilton
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Engine Knock at start-up may be traced to insufficient oil at the engine bearings caused by oil drainback from the Oil Filter (TSB 95-8-8, April '95); Buyer's Alerts for 80-96 Ford F-Series & Bronco
Source: by CanadianDriver.com
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Engine Stall During Transmission Engagement TSB 97-24-23 for 96 Bronco, 96-97 Vans & F Series, 97 Expedition, 98 Navigator, 96-97 F-53 Motorhome; "...Some vehicles may stall when the transmission is placed into gear. This may be caused by the transmission fluid filter becoming detached and/or loose..."
Source: by Ford via thedieselstop.com
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Erratic Gauges in 78-86; "... believe the 87 (88 for sure) and later Fords do not use an IVR. They use a system of small coils built into the gauge and depend on variable voltage sending units to function. Best indication of a bad IVR use to be the temp and fuel gauges performing radically at the same time since the constant voltage side of the gauges were receiving a wrong or intermittent voltage..."
Source: by Mulletwagon at fte
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Erratic Gauges in 78-86; "...The cluster "Instrument Voltage Regulator (IVR)" is going bad, and staying on too long, sending too much current through the gauges & sensors. It has finally locked on, and is burning out your sensors every time you turn your key on. :( Remove the instrument cluster and then pop the VR off the film circuit - it's a metal box with 2 brass snaps. They're available at most parts stores for a few bucks. The hardest part will be getting the headlight & wiper knobs off, so post again if you need instructions on that.In this photo, counting from the RIGHT, it's between the 2nd & 3rd black bulb holders along the top of the cluster. You can see the hex screw holding the mounting tab, and just below that, you can see the 2 brass snap terminals..."
Source: by Steve83 (Steve, That dirty old truck) at FSB
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Erratic/Hard Shifting Due to Short Circuits, Common Locations TSB 95-02-11 in 94-95 Bronco & Trucks (Also happened in our 96 w/E4OD); Miesk5 NOTE; See: C. & D. Erratic/Hard Shifting
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Evaporative System System Overview for 96; DTC's Troubleshooting, etc.
Source: by Ford motorcraftservice.com
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Explanation of 3-Digit Codes & MIL TSB 92-24-03 for 91-93 Bronco, F Series and Many Others
Source: by Ford via Steve83 (Steve, That dirty old truck) at fourdoorbronco.com
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Explanation of 3-Digit Codes & MIL TSB 92-24-03 for 91-93 Bronco, F Series and Many Others
Source: by Ford via Steve83 & joshhath at FSB
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Failure Mode "...is a stand in strategy in the EEC designed to maintain vehicle operation should one or more sensor inputs fail. When a sensor input is perceived to be out-of-limits by the EEC, memorized data from the computers KAM memory will be initiated. EEC continually checks the sensors against its records of normal readings during operating conditions similar to its current state. Hold on that sounds hard! Not really, randomly EEC looks at the past to see if the engine is somewhat where it usually is. If for some unknown reason a sensor is off the charts, it can’t be trusted. So instead of tuning the engine to a possible faulty sensor reading and harming the engine and drive-ability; EEC replaces the sensor reading with a best guess from a past memory. This is why unplugging the battery to fix something works against you. Unplug the battery causes EEC to memorize all the sensor data as base line and normal. If it memorizes a bad sensor it will take it longer to call it a liar. Ford did however give EEC a very broad idea of what the sensor should be reading in its permanent ROM memory, so it will catch on to failed equipment sooner..."
Source: by Ryan M (Fireguy50) at fordfuelinjection.com
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Failure Mode Effects Management (FMEM) Overview; "...In FMEM mode, the computer is receiving a sensor signal that is outside the limits set by the calibration strategy. In this mode, the computer uses an alternate strategy to maintain reasonable vehicle operation in spite of the fault. The following chart lists the system faults which will turn on the CHECK ENGINE light in this mode. The error code associated with this system fault is stored in Keep Alive Memory (KAM). If the fault is no longer present, the light will turn off and vehicle will return to normal vehicle strategy. The error code stored when the light was on was not erased. This code is one of the continuous error codes and can be accessed by running the KOEO self-test. ..."
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Failure Mode Effects Management (FMEM); FMEM is an alternate system strategy in the PCM designed to maintain vehicle operation should one or more sensor inputs fail. When a sensor input is perceived to be out-of-limits by the PCM, an alternative strategy will be initiated. The PCM will substitute a fixed in-limit sensor value and will continue to monitor the faulty sensor input. If the faulty sensor operates within limits, the PCM will return to the normal engine running strategy. Engine Running DTC 98 or 998 will be displayed when FMEM is in effect. The Malfunction Indicator Lamp (MIL)/Message will remain on when FMEM is in effect..."
Source: by miesk5 at Ford Bronco Zone Forums
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Failure Mode Effects Management (FMEM); FMEM is an alternate system strategy in the PCM designed to maintain vehicle operation should one or more sensor inputs fail. When a sensor input is perceived to be out-of-limits by the PCM, an alternative strategy will be initiated. The PCM will substitute a fixed in-limit sensor value and will continue to monitor the faulty sensor input. If the faulty sensor operates within limits, the PCM will return to the normal engine running strategy. Engine Running DTC 98 or 998 will be displayed when FMEM is in effect. The Malfunction Indicator Lamp (MIL)/Message will remain on when FMEM is in effect..."
Source: by Ford via miesk5 at Ford Bronco Zone Forums
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Feedback Carburetor Test
Source: by assets.fluke.com
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Flash-to-Pass, Hazard, Multi-Function Switch (MFS), Turn, Dimmer High & Low Headlight & Brake Light Testing & Wiring Diagram in 92-96; "...the MFS testing is done with connectors disconnected; it's strictly an internal test of the MFS; There is no testing for the WCM - you test the MFS, the wiper & spray motors, and the wiring. If they're good but don't operate, it has to be the WCM by elimination..." Miesk5 NOTE; Brake Light & Turn, High & Low Headlight Dimmer, Flash-to-Pass & Hazard CKTs are a Feed-Through Circuit in Multi-Function Switch (MFS)
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Fluid Level Low, Low Transmission Fluid Level And Or Shift And Or Engagement Concerns TSB 97-12-13 for 87-96 Bronco & many others; "...transmission may have low fluid level and/or may have either a shift concern and/or an engagement concern. This may be caused by transmission fluid leaking from the transmission into the transfer case through the transfer case input seal. Replace the transfer case input seal..." read more
Source: by Ford via thedieselstop.com
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Ford Bronco Car Answers; Various Troubleshooting Topics
Source: by Techs at fordgenie.com
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Ford EEC IV Operation & Testing. Overview; "... ECT. MAP/BARO. TPS., etc. Used on most Fords. EGR Position (EVP) Feedback (PFE) EVP Linear Potentiometer..." PowerPoint Presentation READ MORE
Source: by Ryan M (FireGuy50) via powershow.com
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Ford EEC IV Operation & Testing. Overview; "... ECT. MAP/BARO. TPS., etc. Used on most Fords. EGR Position (EVP) Feedback (PFE) EVP Linear Potentiometer..." PowerPoint Presentation READ MORE
Source: by Ryan M (FireGuy50) at fordfuelinjection.com
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Ford Fuel Injection and Electronic Engine Control: How to Understand, Service and Modify, 1988-1993; Scroll Down on First Page, Click on each Section, then on next page, click on the pdf file; the complete book is over 85MB pdf and can be downloaded @ http://www.yunost.ru/docs/Ford-injectors-book/Book.pdf
Source: by Charles O. Probst via yunost.ru
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Ford Service Disk Installation & Use; Powertrain Controls and Emission Diagnosis (PCED), Electrical and Vacuum Troubleshooting Manual (EVTM)
Source: by Steve83 (Steve, That dirty old truck) at FSB
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Ford Service Disk Installation & Use; Powertrain Controls and Emission Diagnosis (PCED), Electrical and Vacuum Troubleshooting Manual (EVTM)
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Fuel & Fuel System TECHNICAL SERVICE BULLETIN (TSBs) in Full; Agree and enter year, make/model, etc.
Source: by Airtex at showmetheparts.com
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Fuel Economy Improvements, Owner Related
Source: by Energy and Environmental Analysis, Inc.
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Fuel Economy Service Tips TSB 90-6-15 in 4.9L, 5.0L & 5.8L for 85-90 Bronco, E &, F Series
Source: by Ford via Chilton
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Fuel Economy Tech Tips TSB 99-26-09 for 90-96 Bronco, 90-97 F Series, Aerostar, F 350; 90-92 Ranger & Econoline; 91-2000 Explorer; 95-2000 Windstar; 97-2000 Expedition & Many Others
Source: by Ford via thedieselstop.com
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Fuel Gauge & Sender Testing in 92-96; "...With the sending unit float arm in the empty stop position, resistance should be 15 ohms (below E). With the sending unit float arm in the full stop position, resistance should be 160 ohms (above F). The fuel gauge should read empty at 22.5 ohms and full at 145 ohms..."
Source: by miesk5 at FSB
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Fuel Gauge Sender Wiring Diagram in 90-96
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Fuel Gauge Testing; "...older Broncos...If the guage reads normally for some of its range, but reads full or bounces between full and the real value, the most likely cause is a worn level sender. The fuel level sender is a variable resistor located in the gas tank. A wiper attached to the float rides across the resistor, causing a change in the resistance seen by the dashboard guage. A high resistance (or open circuit) reads as "Full" on Ford gas guages. Over time, the wiper may wear through the resistor, causing dead spots which read as full. The only fix for this problem is to replace the sender. On later model vehicles with in-tank fuel pumps, this can be an expensive proposition. Ford only sells the fuel level sender as part of the fuel pump assembly, which can run well over $150. If the guage behavior doesn't follow any specific pattern, then it is probably related to some other electrical problem. You may want to inspect the wires from the fuel level sender to the guage to see if they are possibly damaged. If other guages are also erratic, there is a good chance that the dashboard voltage regulator is bad..." Note, unit is avai. from Ford Motorcraft
Source: by Matt K at off-road.com via web.archive.org
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Fuel Injection Troubleshooting, Ford
Source: by Ryan M (Fireguy50) at fordfuelinjection.com
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Fuel Injector Test; "...With eveything connected normally & the key in RUN, pierce the OTHER wire (not the Red one) on any ONE injector & tap it BRIEFLY to ground. Do you hear half the injectors click open & then closed? Put a finger on each one to feel which ones are working. If some of them don't open, repeat the test, holding the ground SLIGHTLY longer each time, but never more than 3 sec continuously...Repeat this for the 2nd bank of injectors (just one with a different color wire)..."
Source: by Steve83 (Steve, That dirty old truck) at Ford Bronco Zone Forums
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Fuel Pressure During KOER Self Test for 92; 4.9 (45-60 PSI), 5.0 (30-45 PSI), 5.8 (30-45 PSI) & 7.5 (30-45 PSI); read more for KOEO PSI
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Fuel Pressure in a 96 with; Ignition On, Fuel Pump Running = 35.0 - 45.0 PSI; At Idle = 30.0 - 45.0 PSI (Agree and Punch in year, make/model, etc.
Source: by Airtex at showmetheparts.com
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Fuel Pressure Specification TSB 88-03-13 for 88 Bronco & Light Trucks
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Fuel Pressure Test Gauge Overview & pic; "...To test the fuel pressure you’ll need this tool. You will need to screw it onto the schrader valve on the top of the fuel rail, it looks like a tire air valve stem. After attaching the fuel pressure tester, run the fuel pump for 10 seconds. Check that the pressure is within specs, and it doesn’t leakdown more than 5PSI within 60 seconds after pump shutdown..."
Source: by Ryan M (Fireguy50) at fordfuelinjection.com
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Fuel Pressure, Perfect
Source: by Ryan M (Fireguy50) at FSB
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Fuel Pump & Level Sender Connector Location in 92-96; "... Under center rear of vehicle on rear cross member..."
Source: by miesk5 at Ford Bronco Zone Forums
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Fuel Pump & Level Sender Ground Location in 92-96; "... pump and fuel level sender share a ground) At Rear cross member..."
Source: by miesk5 at Ford Bronco Zone Forums
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Fuel Pump Relay & EEC Relay Color Codes; for troubleshooting/swapping to Bosch Style relays
Source: by Steve83 (Steve, That dirty old truck) at FSB
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Fuel Pump Relay Hanging Up in a 99 F 150, in the "off" position, the fuel pump continues to run
Source: by Marlowe P at asashop.org
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Fuel Pump Relay Socket Corrosion Info; "...if you had corrosion in your relay socket, then you probably have it other places. one at a time unplug all relays and connectors on that fender and spray them down with contact cleaner. then after you let that do it's job for about 30min-1hr, go back and unplug each relay and connector again (one at a time) this time put them together with di-electric grease. you can buy a tube of it from any electrical/electronics supply or auto store. make sure you get everything plugged back in.."
Source: by datrimm (HiTechRedNeck) at FSB
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Fuel Pump Relay Swap with Horn Relay in 92-96 to Test FP Relay
Source: by Steve83 (Steve, That dirty old truck) at FSB
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Fuel Pump Relay Wiring Diagram in an 89 5.0, 5.8 & 7.5
Source: by Seabronc (Rosie, Fred W) at Ford Bronco Zone Forums
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Fuel Pump Relay; "...An inertia switch is used as a safety device in the fuel system. The inertia switch is located in the cab, generally under the dashboard on the right side. It is designed to open the fuel pump power circuit in the event of a collision. The switch is reset by pushing each of 2 buttons on the switch simultaneously (some models use switches with only one reset button). The inertia switch should not be reset until the fuel system has been inspected for damage or leaks. When the ignition switch is ON, it turns the EEC power relay ON. The EEC power relay provides power to the powertrain control module (PCM) and the control side of the fuel pump relay. Power for the fuel pump(s) is supplied through a fuse link or high current fuse attached to the starter solenoid (battery side). From the fuse link or high current fuse, current flows through the fuel pump relay and inertia switch to the fuel pump(s). The fuel pump relay is controlled by the PCM. When the ignition switch is turned ON, the fuel pump(s) will operate. If the ignition switch is not turned to the START position the PCM will shut the fuel pump(s) OFF after 1 second. The PCM will operate the fuel pump(s) operate the fuel pump(s) when the ignition switch is turn to START position to provide fuel while cranking. After the engine starts, the PCM will continue to operate the fuel pump(s) unless the engine stops, drops below 120 rpm or the inertia switch is tripped..." (under license from Delmar Publishers, comb of Chilton/Nichols/Delmar & Haynes); some may be incorrect, as reported by Seabronc, thanks Seabronc! NEW SITE URL!!! MUST REGISTER TO VIEW; select year, make, model, engine size and go to appropriate section
Source: by Chilton via AutoZone
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Fuel Pump Runs w/Ignition Switch Off; "...If it stays running with the truck off, then most likely you have a bad fuel pump relay; EEC Relay hanging closed; If the EEC relay goes bad, it could be sending the signal to the fuel pump relay to turn the fuel pumps on; One easy test for this is: Without the key in ignition, bump the starter over @ the starter relay using a screwdriver. If it is the EEC relay, the truck will start without the key in the ignition..." MIESK5 NOTE; from Ford EVTM; The Control Module (PCM) runs the pump{s} for one second when it receives an ignition- on signal. It also runs the pumps as long as it receives a PTP signal from the Hall-effect devices, it continues pump operation even after the key is released from START. If the PTP signals fall below 120RPM, the control module cuts off the signal to the fuel pump relay or the integrated relay control module. The pump will also run when the terminals of the fuel pump test connector are jumped. the Control module signals the pump when it receives a CRANK signal, and when the Control module gets PIP signals that the engine is running. the pump does not run if the PIP indicates the engine is not running even with ignition ON {except for that first one second}.
Source: by sackman9975 (Scott), Redwagon & miesk5 at FSB
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Fuel Pump Selector Switch Testing in a 90 F 150 w/Dual Tanks & Pumps
Source: by Ford via subford (Bill K) at fte
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Fuel Pump Test & Diagram at the Diagnostic Link Connector in 84-95; "...Connect FP Relay to any ground to force the fuel pump(s) on when the key is in RUN..."
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Fuel Pump Testing in a 90 F 150 w/Dual Tanks & Pumps
Source: by Ford via subford (Bill K) at fte
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Fuel Pump, Relay, Inertia Switch & Fuel Gauge Level Sender Wiring Diagrams in 86 (INCLUDES BRONCO & Single Tank F 150); 89 (INCLUDES BRONCO & Single Tank F 150); 91 (INCLUDES BRONCO & Single Tank & Dual Tanks & Pumps F 150) & 95 F 150 w/Dual Tanks & Pumps
Source: by Ryan M (FireGuy50) at fordfuelinjection.com
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Fuel System Diagnosis (EFI)w/Wiring Diagram in 94-95 F Series; Miesk5 note that this is for F Series w/dual tanks & pumps; the R/Y wire from Inertia Switch to Fuel Pump is PK/BK on Broncos
Source: by seijirou at SuperMotors.net
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Fuel System Related Repair Labor Times in 84-96
Source: by Airtex at showmetheparts.com
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Fuel System Wiring Diagram in a 90 F 150 w/Dual Tanks & Pumps
Source: by Ford via subford (Bill K) at photobucket
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Fuel System Wiring Diagrams & Component Location Diagrams in 86-96 Bronco & Fords; Agree and enter year, make/model, etc.
Source: by Airtex at showmetheparts.com
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Fuse 17 Blown, Short Circuit The transmission control switch wiring may be misrouted causing a short in the steering column and a blown # 17 fuse. The following symptoms may be associated with this concern; Early shifts, Loss of power, Poor acceleration, 3-4 shift cycling, Transmission control light cycling ON/OFF or inoperative, Transmission control switch inoperative, Rear Anti-Lock Brake System (RABS) electronics (dash lights on, etc.) inoperative, Loss of instrumentation (tach, fuel gauge, etc.), Unable to read Self-Test codes (solid tone only)
Source: by miesk5 at FSB
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Fuse 17 Blown, Short Circuit The transmission control switch wiring may be misrouted causing a short in the steering column and a blown # 17 fuse. The following symptoms may be associated with this concern; Early shifts, Loss of power, Poor acceleration, 3-4 shift cycling, Transmission control light cycling ON/OFF or inoperative, Transmission control switch inoperative, Rear Anti-Lock Brake System (RABS) electronics (dash lights on, etc.) inoperative, Loss of instrumentation (tach, fuel gauge, etc.), Unable to read Self-Test codes (solid tone only) in TSB 92-22-5
Source: by coaltruck344 at answers.yahoo.com
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Fuse Block Diagram in an 86 w/ Nomenclature
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Fusible Link A, J & S Location Diagram, Engine Area in a 92 5.0 & 5.8
Source: by Ford via Jem270 at Supermotors.net
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Fusible Link Repair
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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General Repair & Tech Help [Archive]
Source: at FSB
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Ground Location pic, G201 in a 92 (driver kick panel); Note by Steve83; "...that's G201 which is for all the windows, courtesy lights, instrument cluster, lighter sockets, blower, & horn switch. Instead of many wires at the ring like I was remembering, they spliced them together in the harness that year..."
Source: by BeastBronk at FSB
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Ground Locations in an 84; G203 RH side of engine; G208 near TPS; G209 forward of RH side of dash panel; G701 behind IP near LH side of radio; G757 front of engine near distributor
Source: by Seabronc (Rosie, Fred W) at Ford Bronco Zone Forums
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Ground Troubleshooting, using a DVOM, Ford
Source: by Marlowe P at asashop.org
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Guidelines for Modifying Light Truck Drivelines TSB 92-1A-9 for 89 & After Bronco, Econoline & F Series
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Hardware Limited Operation Strategy (HLOS) Overview; "...HLOS mode is used when the system fault(s) is too extreme for the FMEM mode to handle. In HLOS mode, all software operations have stopped and the computer is running on hardware control only. The default strategy for this mode has a minimal calibration just to allow the vehicle to operate until it can be serviced. NOTE: IN HLOS MODE YOU WILL NOT GET ERROR CODES. The MIL light is turned on as a bulb check when the ignition key is first turned "ON". The EEC IV computer turns off the bulb as soon as it receives the PIP (crank) signal. If the light stays on during cranking, the computer is not receiving the PIP signal..."
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Hazard & Turn Switch Wiring Diagram in an 86
Source: by Seabronc (Rosie, Fred W) at Ford Bronco Zone Forums
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Hazard, Turn, High & Low Headlight Dimmer, Flash-to-Pass, Multi-Function Switch (MFS) & Brake Light Testing & Wiring Diagram in 92-96; "...the MFS testing is done with connectors disconnected; it's strictly an internal test of the MFS; There is no testing for the WCM - you test the MFS, the wiper & spray motors, and the wiring. If they're good but don't operate, it has to be the WCM by elimination..." Miesk5 NOTE; Brake Light & Turn, High & Low Headlight Dimmer, Flash-to-Pass & Hazard CKTs are a Feed-Through Circuit in Multi-Function Switch (MFS)
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Head Bolt (Broken) Removal Tip & Tool in an 86 5.0
Source: by Sixlitre (Malcolm H, Eddie Bauer) at SuperMotors.net
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Headlamp Switch On Warning (Available on Some Models) Overview in a 96 from Workshop Manual; "...The warning chime/buzzer sounds when the headlamp switch (11654) is in PARK or HEAD and the driver's door is open, and continues to sound until the headlamp switch is moved to OFF or the door is closed. When the headlamp switch is in PARK or HEAD, power is supplied through Circuit 14 (BR) to the module. When the driver's door is open, the driver's door lamp switch (13713) is closed and power is supplied to the module through Circuit 159 (R/PK)..."
Source: by Ford via thedieselstop.com
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Headlight & Daytime Running Lamps (DRL) Overview, Adjustment, Repair & Wiring Diagrams in 92-96
Source: by Ford via thedieselstop.com & miesk5 at FSB
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Headlight & Parking Lights Switch Color Codes and Pic in a 90
Source: by Worthy at FSB
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Headlight Switch Connector Wiring Diagram in a 96 from 1996 F-150, F-250, F-350, F-Super Duty Chassis Cab and Bronco Vehicles Workshop Manual
Source: by Ford via thedieselstop.com
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Headlight Switch Connector Wiring Diagrams in a 96
Source: by Ford via thedieselstop.com & miesk5 at FSB
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Headlight Switch Fires, Part Number SW-2103: "...Over the past two years, this office has experienced fires caused by another potential problem in Ford vehicles. The problem exists within the dimmer portion of the headlight switch in Ford vehicles. The light switch involved is a Model SW-2103. These are the pull out type headlight switches usually located in the lower left corner of the front dash of Ford vehicles. The headlight portion of the switch has two pullout positions, the first for parking lights only, and fully out for headlights and parking lights. The shaft of this pull-out light switch can be turned clockwise and counterclockwise which activates a dimmer switch, lowering and raising the intensity of the lighting in the instrument panels respectively. Fully rotating the shaft counterclockwise past a notch activates the interior lights within the vehicles. The potential problem exists within the dimmer portion of this switch. The dimmer mechanism consists of a metallic resistive coil set inside a ceramic disc positioned over the shaft of the switch. The coil is exposed on its front side away from the passenger compartment. The front side of the coil passes across a contact permitting a current to flow through a certain portion of the coil when the switch is pulled our in its first or second positions. The greater amount of coil through which the current is permitted to pass (clockwise most position) creates the greatest resistance and therefore dims the dash lighting to its lowest intensity. The opposite position provides greatest intensity. Through our investigations, we have found that the coil can fail owing to wear and/or possible material defects or damage. A fractured coil can maneuver itself free of the ceramic disc permitting it to come in contact with the metal bracket which mounts and grounds the switch to the vehicle. When this occurs, a current can flow through a portion of the coil creating high temperatures melting the metal material of the coil and possibly igniting surrounding combustibles. This mechanism has been observed in three separate incidents by this office. Two of these resulted in a fire. The mechanism is precipitated by wear and/or defect in the coil mechanism. If the former is true, we expect there will be an increase in fires caused through this mechanism given an increase in service time. To this date the problem appears to be somewhat limited. However, this particular light switch has been utilized in numerous Ford vehicles. Therefore, a small increase in failure rate owing to age and wear could result in a significant increase in fire losses. The SW-2103 Light Switch Assembly discussed above is reportedly installed in the following Ford vehicles: 1986 -1997 F100, F150, F300; 1990-1994 Explorer; 1987-1994 Ranger; 1987-1990 Bronco II; 1992-1997 Aerostar..." Miesk5 NOTE: No Bronco Listed, but this may be the result of typos or incomplete research by the company.
Source: by waltersforensic.com
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Headlight Troubleshooting
Source: by 81Bronk36 (1BadBronco, Matt K) at FSB
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Headlight Wiring Diagram & Testing in 92-96; "...The only significant difference between '92-96 and '80-91 is that the MFS's DIMMER switch replaced the older beam select switch, but they perform the same function..."
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Heated Back Window Grid Wire Test in a 96 from Bronco Workshop Manual; Using a strong light inside vehicle, visually inspect wire grid from outside. A broken grid wire will appear as a brown spot. Run engine at idle. Set the heated back window switch and light (18C621) to ON. The indicator lamp should come on.Working inside vehicle with Rotunda Digital Volt-Ohmmeter 014-00407 or equivalent, contact broad (bus bars) red-brown strips on sides of rear window. The meter should read 10-13 volts. A lower voltage reading indicates a loose ground wire (pigtail) connection at grounded side of glass. Contact a good ground point with negative lead of meter. The voltage reading should not change. With negative lead of the meter grounded, touch each grid line of heated back window at its midpoint with positive lead. A reading of approximately 6 volts indicates that the line is good. A reading of zero volts indicates that the line is broken between midpoint and the positive side of the grid line. A reading of 12 volts indicates that the circuit is broken between midpoint of grid line and ground..."
Source: by miesk5 at FSB
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Heater Wiring Diagram in a 79 w/AC
Source: by Ranger429 (Trailer Special) at SuperMotors.net
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Hesitation, Stumble, Stall, Miss, No Start, No Spark and/or Diagnostic Trouble Code (DTC) 211 TSB 95-15-11 in 93-95 (Shorts in Profile Ignition Pickup (PIP) & Spark Output (SPOUT)
Source: by Ford via justanswer.com
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Hesitation, Stumble, Stall, Miss, No Start, No Spark and/or DTC 211, TSB 95-15-11 in 93-95; (Shorts in Profile Ignition Pickup (PIP) & Spark Output (SPOUT)
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Hesitation, Stumble, Stall, Miss, No Start, No Spark and/or DTC 211, TSB 95-15-11 in 93-95; (Shorts in Profile Ignition Pickup (PIP) & Spark Output (SPOUT)
Source: by Ford via Chilton
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Hesitation, tip in surge, engine pinging, no torque converter lockup. "Check Engine" light on. Inspect Throttle Position Sensor (TPS) for the proper operation and adjust voltages when necessary. Check for corrosion on connectors..."
Source: by tomco-inc
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High Idle & Dieseling Troubleshooting Chart in a 94, from PCED Chart 7 for a 94; Preliminary Checks; Vacuum Leaks, Throttle Plate & Linkage, Speed Control Chain Binding/Sticking, Air Intake Tube/ Intake Manifold Leaks..." READ MORE
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Horn Relay Location in an 89; it looks like non-cruise 89's do Not have a Horn Relay; Look at these Haynes Wiring Diagrams for 87-89 Bronco & F series by equivalent (Beetlejuice) at SuperMotors.net; It shows; to Relay with Cruise - and to Horn Switch without Cruise;YEL-LT BLU & BK BLU @ Switch
Source: by miesk5 at FSB
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Idle Air Control (IAC) Sludge; Poor Idle TSB 91-25-07 for 85-92 Bronco & F Series & many others; "...Hard cold starts, hesitation and stalls on initial start-up or during idle or decel may be caused by sludge in the throttle body and/or idle by-pass valve. Sludge deposits or oil film on the throttle body bore and plate or the idle air by-pass valve may cause one or more of the following conditions. Hard Cold Start, Stall On Initial Start-Up, Stall During Idle, Stall During Decel, Rough Idle, Rolling Idle, Hesitation During Acceleration. A new idle air by-pass service kit (F2PZ-9F939-A) is now available for service use to correct sludge contamination concerns of the throttle bore and plate only. It eliminates the need to clean the majority of past model throttle body applications. Cleaning is not required on sludge tolerant throttle body designs released for 1991 and newer model years..."
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Idle is Too High in a 92 - carbon deposits build up on the throttle plate causing it to stick and cause the idle speed to be erratic
Source: by Jim G at alldata.com
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Idle Speed Adjustment in a 90 5.8
Source: by bronco1990bronco at FSB
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Idle Speed Check & Adjustment, EFI
Source: by Steve83 (Steve, That dirty old truck) at FSB
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Ignition Circuit Diagram in 87-91 (figure 3) (from Factory manual and the Factory EVTM guide (electrical, vacuum troubleshooting guide)
Source: by Broncobill78 (Dave) at Bronco Zone Forums
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Ignition Coil Internal Resistance Testing
Source: by assets.fluke.com
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Ignition Control (IC) Module Inspection & Replacement Recall 94E52 for 95 Model E & F Series as follows: Kentucky Truck Plant 11/23 Thru 28, 1994; Lorain Assembly 11/22 Thru 28, 1994; Norfolk Assembly 11/22 Thru 29, 1994
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Ignition Control (IC) Module Location pics (near driver's side hood hinge) & info in a 96 5.8; "...Spout connector wires go into ignition module wiring connector..."
Source: by DNBELOWBRONCO (Kevin, Labor of Love) at SuperMotors.net
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Ignition Control Module Location in Engine Bay Diagram in 92-96
Source: by Ford via miesk5 at broncolinks.com/gallery
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Ignition Control Module pic in a 96
Source: by buzzbronco (BIG HUNY) at SuperMotors.net
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Ignition Diagnostic Monitor (IDM) Location Video in an 86
Source: by JKossarides ("The Bronco", Jean) at SuperMotors.net
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Ignition Diagnostic Monitor (IDM); "...Ford turned to a CCD (computer-controlled dwell) ignition module sometime between 1993 and 1995. One type is referred to as the Push Start type, while the other is called the CCD (Computer Controlled Dwell) type. The Push Start module gets its name from the 4th pin on the module connector, which is a start signal inputfrom the starting system. When the module receives this 12 volt input, it increases or Pushes the ignition coil dwell for maximum coil output for easier starting. The CCD module does not use a start signal input, but does rely upon the ECM Spout input to control ignition coil primary dwell. By the way, ECM Spout controls ignition timing on both module systems. Both Push Start and CCD systems produce an IDM signal, however, they do it in different ways. The Push Start system uses an external 22K ohm resistor (22,000 ohms) that is usually taped to the wiring harness that is connected to the negative terminal of the ignition coil. [On our trucks, it is usually located in the harness between the engine and the driver's side fender] This resistor is used to lower the voltage of the Tach signal being supplied to pin #4 of the ECM. This external resistor is not used on the CCD system since it is part of the internal circuitry of the module, which produces the IDM signal. So, the IDM signal travels from pin #4 of the module directly to pin #4 of the ECM..."
Source: by SMP via SigEpBlue (Steve) at FSB
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Ignition Key Moves Freely & Won't Engage the Starter in an 85; "...Check the ignition switch. It is either out of adjustment or needs to be replaced..."
Source: by all-parts.com
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Ignition Key Moves Freely & Won't Engage the Starter in an 85; and need to shake the wheel to get the truck to start, how do i remove it? in an 85; "...There was a recall on the ing switch but i think it only went back to 1988,that could be your problem,lower column and check,there is also a rod that runs from the key switch to the ing switch,that rod is prone to breaking,remove steering wheel and take off horn assembly and remove steering wheel,you will see what to do from there..."
Source: by all-parts.com
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Ignition Key Moves Freely & Won't Engage the Starter in an 86. Also, the shifter seems to be stuck in Park; "...The part that broke is called the rack actuator. I have enclosed a picture of it for your reference. To replace it, the upper portion of the column needs to be disassembled. If you are comfortable doing that, you will need to remove the following parts to gain access..." read more
Source: by Douglas G at en.allexperts.com
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Ignition Key Moves Freely & Won't Engage the Starter in an 87; all of the accessories come on but there is no action by the starter also even with the key on I can not shift the truck out of park; "...The lock cylinder that you replaced is connected by linkage to a electrical ignition switch on your steering column. This switch is known to come apart. It is plastic mounted to a metal base with small tabs that hold it together. If you replace the switch it should solve your problem..."
Source: by all-parts.com
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Ignition Key Stuck in Park Position; "...This is from da 96 Owners Guide; page 60; "...If the key is stuck in the LOCK position, move the steering wheel left or right until the key turns freely... If your vehicle’s gearshift lever is mounted on the column: 1. Put the gearshift in Park. 2. Set the parking brake fully before removing your foot from the service brake. (This will avoid “binding” or “loading” the park gear if you park on a grade.) 3. Turn the ignition key to LOCK 4. Remove the key; This happens at times on the 96; since it was new; so I do it da Ford way above; good idea too since it ops the parking brake thus avoiding cable/conduit freezes Try "jigglin'" the strg wheel a bit while gently trying the key; if a no-go... You may need to jack-up the front tires..."
Source: by miesk5 at FSB
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Ignition Lock Cylinder Adjustment & Switch Pin-Out Diagram & Continuity Testing (Logic Tables) in an 83; "...The following proceedure is from the 1983 Ford Service manual, with a few minor wording changes, but should work for any year. Also included are a couple of illustrations from the same proceedure to help you visualize it..."
Source: by Seabronc (Rosie, Fred W) at Ford Bronco Zone Forums
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Ignition Module & TFI Test; "...Test ignition module output with a test light put the test light between the two wires at the coil harness if it flashes TFI module and PIP are functioning. test power supply to the TFI module by using the chart; PIP test distributor mounted TFI only, Test for AC voltage from pin 6 of the TFI module with harness connected to negative BATTERY terminal by cranking engine. AC voltage should be 3-8.5 volts; PIP test remote mount TFI only, disconnect the distributor harness and test for 12v+ at pin 8 with the key in the run position now disconnect the S terminal at the starter solenoid/relay to disable the starter and turn key to start position test for voltage again. Hook the S terminal back up to the starter solenoid/relay test for AC voltage from pin 1 of the distributor to the negative BATTERY terminal by cranking engine. AC voltage should be between 3-8.5, measure from module pin 6 to distributor pin 1 resistance should be less than 5 ohms and finally measure from pin 6 of the remote TFI module to ground you should get more than 10,000 ohms..."
Source: by theramsey3 at FSB
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Ignition Modules (Ford & other makes) General Descriptions; "...A major cause of failure is heat... especially typical on Ford, is intermittent failure. The car runs okay for a while, then stops. When it cools, it runs okay for a while longer. Then it stops again. And so on. This is a fairly certain indication of a heat failure fault which can be prevented from recurring by using the heat-resistant module replacement offered by us -- and you. All transistors and other solid state components have specific temperature ranges within which they work. If they go outside the temperature range, they either stop working or destroy themselves. Vibration is another enemy of the module since it causes the circuit path to break on the printed circuit board. Testing with simple, hand-held testers (figures 6) will tell the story. Every mechanic who works on domestic cars and engines needs a tester like this one. And many DIYs will have them, too. A third failure mode (figure 6) is mishandling or poor installation technique, especially with the small and somewhat fragile GM unit. It doesn't take much effort with a screwdriver, nor more than a small particle of sand or dirt on the mounting plate, to fracture the case of the GM module. In addition, heat dissipation (figure 7) is accomplished only if the right type of heat-conductive silicone grease is used between the module and the mounting plate. Poor ground connections are another failure mode. All modules must have a good connection between their cases and their mounting surfaces. A fifth failure mode is corrosion of the terminals. Bad connections fail a lot of systems. A sixth failure mode comes from applying improper voltages to the system. Most of these devices are protected from hooking up the battery or connectors backward. However, none of them is protected from over-voltage -- such as that applied when a mechanic gangs up a couple of 12-volt batteries to give an additional starting boost to a hard starting engine. Recap, Modules, used with trigger mechanisms, replace the points and condenser used in conventional contact-breaker or coil-and-breaker systems. Different manufacturers have different names for their modules. GM calls their a (module) (contacter), Ford calls theirs a (module) (modulator assembly), and Chrysler calls theirs a (controller) (control module)..."
Source: by napaechlin.com via web.archive.org
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Ignition or Static in AM Band TSB 90-3-12 for 89-90 Bronco, F Series, & Econoline; may be caused by a defective radio suppression capacitor or an open circuit at the connector shell.
Source: by Ford via Chilton
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Ignition Suppression Resistor Location Diagram in 92-96
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Ignition Switch could experience an Internal Short Circuit which can cause overheating, smoke, and fire in the steering column area in 88-93
Source: by safetyforum.com
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Ignition Switch Key Hard to Turn in Cold (in Non-Tilt) TSB 95-23-12 for 89-91 Bronco, F Series, Econoline & Medium, Heavy Duty trucks
Source: by Ford via Chilton
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Ignition Switch Location in Parts Break-Out Diagram in an 83
Source: by Seabronc (Rosie, Fred W) at Ford Bronco Zone Forums
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Ignition Switch Pin-Out Diagram & Continuity Testing (Logic Tables) in 80-91 & 92-96
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Ignition Switch Pin-Out Diagram & Continuity Testing in 87-91 (from Factory manual and the Factory EVTM guide (electrical, vacuum troubleshooting guide)
Source: by Broncobill78 (Dave) at Bronco Zone Forums
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Ignition Switch Pin-Out Diagram & Continuity Testing in an 83
Source: by Seabronc (Rosie, Fred W) at Ford Bronco Zone Forums
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Ignition Switch Pin-Out Diagram in a 95
Source: by Chris B (Blue, bronco boy) at chrisb.users.SuperMotors.net
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Ignition Switch Pin-Out Diagrams, early & late models
Source: by Ryan M (Fireguy50) at Ford Fuel Injection
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Ignition Switch Troubleshooting in 87-91 (from Factory manual and the Factory EVTM guide (electrical, vacuum troubleshooting guide)
Source: by Broncobill78 (Dave) at Bronco Zone Forums
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Ignition Switch Wiring Diagram in 87-91 (from Factory manual and the Factory EVTM guide (electrical, vacuum troubleshooting guide)
Source: by Broncobill78 (Dave) at Bronco Zone Forums
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Ignition Switch Wiring Diagram in 87-91 (from Factory manual and the Factory EVTM guide (electrical, vacuum troubleshooting guide)
Source: by Broncobill78 (Dave) at Bronco Zone Forums
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Ignition Troubleshooting & Wiring Diagrams in a 92 from Ford EVTM
Source: by Ford via Seabronc (Rosie, Fred W) at Ford Bronco Zone Forums
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Ignition Wiring Diagram in 92-96; "NOTE: Disconnecting the start wire at the starter relay with the key on will cause the TFI-IV ICM to revert to start mode timing after the vehicle is started. Reconnecting the start wire after the vehicle is running will not correct the timing. Use the ignition key only to start the vehicle for adjusting base timing."
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Ignition, Turn, High & Low Headlight, Dimmer, Dome, Hazard, etc. Wiring Diagram, Haynes for a 78
Source: by Mike S (Broncster, BRONKSTER) at SuperMotors.net
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Inertia Fuel Cut-Off Switch Location pic in 92-96; as Steve83 pointed-out, "...The module I MIS-labelled as "Airbag" is actually the Wiper Control Module (WCM). The Airbag Diagnostic Module (ADM) is light blue, wrapped in black foam, above the gas pedal..."
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Inertia Fuel Cut-Off Switch Location pic in 92-96; as Steve83 pointed-out, "...The module I MIS-labelled as "Airbag" is actually the Wiper Control Module (WCM). The Airbag Diagnostic Module (ADM) is light blue, wrapped in black foam, above the gas pedal..."
Source: by Ryan M (fireguy50) at fordfuelinjection.com
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Instrument Cluster Printed Circuit in 92-96; "...The instrument cluster printed circuit (10K843) which supplies current to the instrument panel indicators, gauges, and some clocks, is made of copper foil which is bonded to a polyester base film (usually referred to as Mylar®). The instrument cluster printed circuit is mounted to the cluster housing and, due to its location, cannot be easily inspected or tested in the vehicle. This makes the instrument cluster printed circuit vulnerable to damage when a probe is used for in-vehicle testing as the probe can pierce the instrument cluster printed circuit or, in some cases, burn the copper conductor.Since there is no approved procedure for in-vehicle testing of the instrument cluster printed circuit, it must be removed for visual inspection. If no visual damage is evident, each circuit should be tested with an ohmmeter. If an open circuit or short is detected, the instrument cluster printed circuit must be replaced..."
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Instrument Cluster Removal in 92-96; but Kusscave's site is now down; see Steve83's or tomtoc's Links; One thAng is, Gauges/cluster need to be stored in vertical or face-up positions. do Not lay any gauge or cluster face down; it will leak the dampening fluid. You can pull the cluster out w/gauges, PSOM and replace the gauge w/out losing your odometer reading. I had my cluster out for a month..it'll hold the mileage indefinitely, make that forever. his # 10); I managed to lift the gauge cluster up and tilted it to disconnect the connector to PSOM, and other gauges... And, Re; "... This is the plastic housing that the little wire loop runs through. The black thumbwheel is threaded around the plastic housing. By spinning the thumbwheel, the housing will back down and out (with the wire loop). You want to spin the housing all the way down and clear... Be gentle with it; I used a small phillips screwdriver to un-hook it; didn't need to spin it; If the cable sheath is white, it's probably about to break no matter how careful you are. If it's black with mesh reinforcement, you almost can't break it..." Shift Indicator Adjustment in 92-96 Source: by Steve83 (Steve, That dirty old truck) at http://www.supermotors.net/vehicles/registry/media/434182 "...I always unhook the cable (shifting to L or 1 makes it easier), then spin the wheel. You can't really get to the indicator end to unhook it - I do it at the shifter (wheel) end. There's nothing inherently wrong with removing the wheel assy. But when you're trying to pull the cluster, it's easier to feed the bare cable end back around the column & thru the wiring harness..." miesk5 NOTE, Electronic modules, such as instrument clusters, powertrain controls and sound systems are sensitive to static electricity and can be damaged by static discharges which are below the levels that you can hear "snap'' or detect on your skin. A detectable snap or shock of static electricity is in the 3,000 volt range. Some of these modules can be damaged by a charge of as little as 100 volts. The following are some basic safeguards to avoid static electrical damage: Leave the replacement module in its original packing until you are ready to install it. Avoid touching the module connector pins. Avoid placing the module on a non-conductive surface. Use a commercially available static protection kit. These kits contain such things as grounding cords and conductive mats.
Source: by miesk5 at Ford Bronco Zone Forums
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Instrument Custer Warning Light(s) May be Dimly Lit or there may be a Malfunction of the four Pin Low Oil Relay on Vehicles so Equipped. This could be due to the Ignition Switch; TSB for 83-91 Bronco, F Series, Aerostar, Ranger, Explorer & many others
Source: by Ford via performanceprobe.com
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Instrument Panel Lighting Dimmer Circuit Wiring Diagram & Testing in 92-96; "...The only significant difference between '92-96 and '80-91 is that the MFS's DIMMER switch replaced the older beam select switch, but they perform the same function..."
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Instrument Voltage Regulator (IVR) Location pic in 78-86; "...The cluster "voltage regulator" is going bad, and staying on too long, sending too much current through the gauges & sensors. It has finally locked on, and is burning out your sensors every time you turn your key on. :( Remove the instrument cluster and then pop the VR off the film circuit - it's a metal box with 2 brass snaps. They're available at most parts stores for a few bucks. The hardest part will be getting the headlight & wiper knobs off, so post again if you need instructions on that.In this photo, counting from the RIGHT, it's between the 2nd & 3rd black bulb holders along the top of the cluster. You can see the hex screw holding the mounting tab, and just below that, you can see the 2 brass snap terminals..."
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Instrument Voltage Regulator (IVR) Pin-Out pic in 78-86; "...Back in the early 60's when Ford originally decided to go to a 5 volt system for the instruments the electrical engineers were faced with the problem of providing the guages with 5 volts. To make a true voltage regulator with 60's era parts would have been extremely expensive and the final product would have been about the size of a bread box. No good for their purposes. But since the guages are a hot wire design that doesn't respond very quickly to changes, the engineers were able to fool the guages into thinking that they had 5 volts by pulsing 12 volts to the guages. With the technology that is now avalible the IVR can be replaced with solid state components that supply a true 5 volts to the guages and put a stop to the wild dance of the guages..." READ MORE
Source: by James J at turbocoupe.org
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Instrument Voltage Regulator (IVR) Repair in 78-86; "...Back in the early 60's when Ford originally decided to go to a 5 volt system for the instruments the electrical engineers were faced with the problem of providing the guages with 5 volts. To make a true voltage regulator with 60's era parts would have been extremely expensive and the final product would have been about the size of a bread box. No good for their purposes. But since the guages are a hot wire design that doesn't respond very quickly to changes, the engineers were able to fool the guages into thinking that they had 5 volts by pulsing 12 volts to the guages. With the technology that is now avalible the IVR can be replaced with solid state components that supply a true 5 volts to the guages and put a stop to the wild dance of the guages..." READ MORE
Source: by James J at turbocoupe.org
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Insulation Shrunk TSB 89-08-12 for 87 Bronco & F Series; "...Wire insulation may shrink away from terminals at three connectors of the 14290 wire harness. The 14290 wire harness is located on the left hand fender apron in the engine compartment. Shrinkage is caused by high ambient engine temperatures and grease filled connectors. ACTION: Check for exposed wire at the terminals and wrap with electrical tape if required. Refer to the following service procedure..." READ MORE
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Intake Air Temp (IAT)/ (Air Charge Temperature (ACT) prior to 1992) Overview & Testing; "...This measures the temperature of the air entering the engine. Which impacts the fuel ratio; the cooler the incoming air is the denser it is. Denser air can utilize more fuel, giving us even greater accuracy in obtaining our desired air to fuel ratio. Before you start blaming the air charge temperature sensor and replacing it make sure the rest of the coolant system is in good condition. All of the following items will affect the ACT; Coolant level, Radiator Fan, Engine Temperature..." READ MORE
Source: by Ryan M (Fireguy50) at fordfuelinjection.com
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Intermittent No-Spark: Spark w/SPOUT Connector Un-Plugged, but Falter and/or No-Spark w/SPOUT Connected (similar to Hesitation, Stumble, Stall, Miss, No Start, No Spark); "It seems that the insulation around many PIP sensors breaks down prematurely - a condition that leads to shorting of the wires leading to the TFI ignition module. I always replace a PIP sensor along with a defective ignition module, if it has "soft" insulation..."; etc. (for a Ranger, but similar); Note, site won't allow you to return to this page, so open URL in a new Window; SEE Hesitation, Stumble, Stall, Miss, No Start, No Spark and/or DTC 211, TSB 95-15-11 for 93-95 (Shorts in Profile Ignition Pickup (PIP) & Spark Output (SPOUT) by Ford via Steve83 at http://www.supermotors.net/vehicles/registry/media/470468 MIESK5 NOTE; from Ford EVTM; The Control Module (PCM) runs the pump{s} for one second when it receives an ignition- on signal. It also runs the pumps as long as it receives a PTP signal from the Hall-effect devices, it continues pump operation even after the key is released from START. If the PTP signals fall below 120RPM, the control module cuts off the signal to the fuel pump relay or the integrated relay control module. The pump will also run when the terminals of the fuel pump test connector are jumped. the Control module signals the pump when it receives a CRANK signal, and when the Control module gets PIP signals that the engine is running. the pump does not run if the PIP indicates the engine is not running even with ignition ON {except for that first one second}.
Source: by Brian M at asashop.org
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Intermittent or Inoperative Speed Control Operation May Occur During Wet Weather Operation TSB 92-7-8 for 86-91 Bronco, Econoline, F-150, F-250, F-350 & Ranger, 91 Explorer, 86-90 Bronco II; "... This may be caused by a corroded connector at the servo..."
Source: by Ford via Chilton
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Key-in-Ignition Warning Overview in a 96 from Workshop Manual; "...The warning chime/buzzer sounds when the driver's door is open with the key in the ignition switch lock cylinder (11582), and continues to sound until the key is removed or the door is closed. When the key is in the ignition switch lock cylinder, the key-in-ignition switch is closed and ground is supplied to the warning chime/buzzer module through Circuit 158 (BK/PK). When the driver's door is open, the driver's door lamp switch (13713) is closed and power is supplied to the module through Circuit 159 (R/PK)..."
Source: by Ford via thedieselstop.com
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Key-in-Ignition Warning Switch Location in Parts Break-Out Diagram in 88-91 Non-Tilt
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Keyless Entry Connector C2 Wiring Diagram in a 96 from 1996 F-150, F-250, F-350, F-Super Duty Chassis Cab and Bronco Vehicles Workshop Manual
Source: by Ford via thedieselstop.com
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Knock Sensor (KS) Overview & Ford Part numbers, Bronco & Ford; "...Detect cylinder block vibrations caused by engine knock and send a signal to the computer to retard ignition timing. FAILURE SYMPTOMS, Engine knock, loss of power, MIL light. Check connection and signal from sensor when complaints of engine knock are present..."
Source: by tomco-inc.com
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Knocking Noise May Occur when Engine is Cold and under Acceleration could be coming from the Secondary Air Injection (AIR) Pump TSB 96-7-27 for 95-96 Bronco, Econoline & F Series; "...Verify the knock noise is coming from the AIR Pump and install the correct AIR Pump Service Kit for the application. Refer to the following diagnosis and service procedures for details. Test drive the vehicle cold. The knock noise is most noticeable while the engine is under load at approximately 1500 rpm. The concern may be verified on automatic transmission-equipped vehicles by first setting the parking brake, and with the wheels chocked, starting the engine and placing the vehicle in gear. Verify the knock noise is coming from the AIR Pump by using a technician’s stethoscope while the engine speed is approximately 1500 rpm. THE NEW AIR PUMP IS ORIENTED IN A POSITION 180 DEGREES OPPOSITE TO THE PRODUCTION AIR PUMP. Install the specified AIR Pump Service Kit for each application using the following charts: 1995 F-SERIES UNDER 8500 LBS GVWR, BRONCO, AND CALIFORNIA F-SERIES; Part Number Description Kit Number Number: 1 F6TE-9A486-FA Air Pump F5PZ-9A486-LB 6834 1 F5TE-9S476-JA Hose - Air Pump-To-Outlet Tube 1 F5TE-9S449-CA Hose - Air Cleaner-To-Air Pump 1 F2TE-9H447-AA Clamp - Hose-To-Tube..." See Charts at Site
Source: by Ford via Chilton
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Leak Detection using LeakMaster™ smoke machines
Source: by thesmokemachine.com
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Left Drift or Pull While Braking “Recession Steer” TSB 92-18-10 or 80-92 Bronco & F 150 & 89-92 F 250
Source: by Ford via Chilton
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Light, Auxiliary/Off-Road
Source: by Ian L (stangmata, stangmata50l, Bronco) at FSB
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Locking Hub Operational Test, MANUAL; "...To CHECK FOR PROPER ENGAGEMENT, dial both hubs to LOCK and raise the front left corner of the vehicle off the ground. Spin the lifted tire. The drive line will turn if the Hub is engaging properly. TO CHECK FOR PROPER DISENGAGEMENT, dial the lifted wheel hub into FREE and spin the lifted wheel. If the drive line does not turn AND you hear NO ratcheting sounds, the hub is disengaging properly. Repeat step 5- 6 with the right wheel & hub. NOTE: The hubs are not required to seat against the wheel housing when installed, they may move in and out quite easily. This “float” is normal and will not affect performance..."
Source: by Warn®
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Locking Hub Operational Test, MANUAL; "...To CHECK FOR PROPER ENGAGEMENT, dial both hubs to LOCK and raise the front left corner of the vehicle off the ground. Spin the lifted tire. The drive line will turn if the Hub is engaging properly. TO CHECK FOR PROPER DISENGAGEMENT, dial the lifted wheel hub into FREE and spin the lifted wheel. If the drive line does not turn AND you hear NO ratcheting sounds, the hub is disengaging properly. Repeat step 5- 6 with the right wheel & hub. NOTE: The hubs are not required to seat against the wheel housing when installed, they may move in and out quite easily. This “float” is normal and will not affect performance..." ; miesk5 NOTE; these instructions are similar to original Warn's, but diagrams are clearer
Source: by Warn® via streetsideauto.com
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Locking Hub Operational Test; Remember to block the wheels. This would work for testing manual hubs too, just lock them 1st; "...Place transfercase in 2HI or Neutrall. 2. Lying under vehicle, turn front drive shaft (one direction only). 3. Automatic hubs should lock after 1 to 5 turns of driveshaft (one direction only). After step 3 the hubs should lock, youll know they are locked becouse you will hear a click from both hubs and you will no longer be able to turn the front drive shaft (in the same direction). If this is not the case then continue to step 4. If you can no longer turn the drive shaft (in the same direction) then skip to step 7. 4. If you can still turn the drive shaft (one direction only) then one or more of your Auto hubs is not working. 5. Continuing to turn the Drive shaft (one direction only). 6. Look at the u-joints for the front stub axles, if both are turning then both front hubs are malfunctioning, if only one is turning then the one that is not turning is locked and the one turning is malfuctioning. Replace as necosary (preferably with manual hubs, Auto hubs have Yams in them) 7. To unlock the hubs, turn drive shaft in opisat direction untill you hear a click from the hubs. To check for transfercase engagement. 1. Place pushbutton transfercase in either 4 HI or 4LO. 2. lie under vehicle. 3. You should not be able to turn front drive-shaft in either direction. 4. If you can turn the front drive shaft then your transfer case is not shifting properly..."
Source: by Gacknar (The Mall-Crawler, Jeremy, "Big grey megga beast") at FSB
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Loss of Instrumentation (tach, fuel gauge, etc.); E4OD transmission control switch wiring may be misrouted causing a short in the steering column and a blown # 17 fuse for 92-96 in TSB 92-22-5 for 92 Bronco & all Light Trucks
Source: by miesk5 at FSB
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Low or Erratic Oil Pressure Readings Repair Tip in 87-88 Bronco & Ford Trucks w/ 4.9, 5.0, 5.8, & 7.3
Source: by Bob R at carquest.com
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Malfunction Indicator Light (MIL) Introduction TSB 88-05-07 for 88 Bronco, F series, & all others
Source: by Ford via Steve83 (Steve, That dirty old truck) at fourdoorbronco.com
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Malfunction Indicator Light (MIL) Introduction TSB 88-05-07 for 88 Bronco, F series, & all others
Source: by Ford via Steve83 (Steve, That dirty old truck) at fordf150.net
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Manifold Absolute Pressure (MAP) Testing, Symptoms & Overview; "... Surging, Rough idle, rich fuel condition, which may cause spark plug fouling,Detonation due to too much spark advance and a lean fuel ratio, loss of power and/or fuel economy due to retarded timing and an excessively rich fuel ratio, vacuum leak will reduce intake vacuum and cause the MAP sensor to indicate a higher than normal load on the engine. The computer will try to compensate by richening the fuel mixture and retarding timing -- which hurts fuel economy, performance and emissions..."
Source: by aa1car.com
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Manifold Absolute Pressure (MAP)/ Barometric Pressure Sensor (BP) Testing w/DVOM that has a frequency measuring ability
Source: by assets.fluke.com
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Manual Lever Position (MLPS) also called Transmission Range (TR) Sensor Connector Pin-Out Diagrams
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Manual Lever Position/Transmission Range (MLP/TR) Sensor - E4OD Controls Overview, Sensors, DTC (s) & Diagram; "... The powertrain control module sends voltage to the Transmission Range (TR) sensor. The TR sensor incorporates a series of step-down resistors which act as a voltage divider. The powertrain control module monitors this voltage which corresponds to the position of the gearshift selector lever (P, R, N, (D), 2 or 1). The powertrain control module uses this information to determine the desired gear and electronic pressure control pressure. The TR sensor is located on the outside of the transmission at the gearshift selector lever. Harsh engagements, firm shift feel. DTC 634, 654, 667, 668, P0705, P0707, P0708, P1705..." READ MUCH MORE
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Manual Lever Position/Transmission Range (MLP/TR) Sensor Connector Re-Pining in a 90; "...Here is what I have on my 1990 after MLPS Upgrade to F5TP-7F293-AA...First, look at this diagram, specifically the lower connector, for reference... Then I have as follows...#1 - Blank, #2 - Light Blue/Yellow Stripe, #3 - Black/White Stripe, #4 - Blank, #5 - Red/Black Stripe, #6 - Violet/Orange Stripe, #7 - Black/Violet Stripe, #8 - White/Red Stripe; Be advised that Red might be Pink and Violet might be Purple, it is hard to see with a flashlight. And, these wires no longer match up to my Haynes MLPS Schematic..."
Source: by Seattle FSB (SeattleFSB) at FSB
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Manual Lever Position/Transmission Range (MLP/TR) Sensor Water Intrusion TSB 95-2-12 for 89-94; 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
Source: by Ford via miesk5 at cc
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Map, Courtesy & Vanity Lamps Wiring Diagrams in a 96
Source: by Ford via thedieselstop.com & miesk5 at FSB
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Map, Courtesy & Vanity Lamps Wiring Diagrams in a 96 from 1996 F-150, F-250, F-350, F-Super Duty Chassis Cab and Bronco Vehicles Workshop Manual
Source: by Ford via thedieselstop.com
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Mass Air Flow (MAF) Diagnosis & Installation Tips, Ford, with or without Codes 26, 56, 66 & 76 (part ad)
Source: by CARDONE® cardone.com
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Mass Air Flow (MAF) Troubleshooting & Possible Causes
Source: by allfordmustangs.com
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Mass Air Sensors (MAF), Troubleshooting & Operation, Bronco & Ford
Source: by sensorland.com
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Mercury Style Switch pic in a 96
Source: by buzzbronco (BIG HUNY) at SuperMotors.net
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Mini-Tube Vacuum Hose Damage Repair in a 92
Source: by JohnMcD348 at FSB
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Mini-Tube Vacuum Hose Service in Climate Control System in a 96; "...Measure the length of the damaged area of the mini-tube vacuum hose. Cut a piece of standard 3mm (1/8-inch) ID vacuum hose approximately 25mm (1 inch) longer than the damaged area of the mini-tube vacuum hose. Cut the mini-tube vacuum hose on each side of the damaged area and remove damaged portion of the mini-tube vacuum hose. Dip the mini-tube hose ends in Tetra Hydro Furan (THF) or Methyl Ethyl Ketone (MEK). Either of these solvents will act as a sealer for the repair of the mini-tube vacuum hose. Insert the ends of the mini-tube vacuum hose approximately 9mm (3/8 inch) into the ends of the standard 3 mm (1/8-inch) ID replacement vacuum hose. Shake the service joint after assembly to make sure solvent is dispersed and vacuum line is not blocked internally. Test system for a vacuum leak in area serviced..." from 1996 F-150, F-250, F-350, F-Super Duty and Bronco, F-Super Duty Motorhome Chassis Workshop Manual
Source: by Ford via thedieselstop.com
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Misfire Diagnosis
Source: by miesk5 at FSB
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Misfiring, Rough Idle, Surge, & Ping-Knock Symptoms, due to a Magnetized Shutter Wheel, (Bronco & all Fords w/EEC IV & TFI); "...Inside the TFI distributor is a Hall-Effect sensor that provides an RPM and POSITION signal to the Ignition module and ECM for fuel and ignition control. Mounted to the distributor shaft is a "shutter-wheel" that passes through the Hall-Effect sensor. The slots or windows cut in the shutter-wheel are what makes the Hall-Effect sensor switch on/off to create the signal it sends out. The shutter-wheel is supposed to be a piece of "dead" steel but can become magnetized. A magnetized wheel can cause very erratic operation of the Hall-Effect and resulting erratic output signal. The Test: There are a couple of ways to check for this condition. One is to simply pull off the distributor cap and see if something steel will "stick" to the shutter-wheel. Make sure that whatever you are using to check the wheel with isn't magnetized itself. A more accurate method would be to watch the wave-form on the "SPOUT" wire with a Vantage or Lab-Scope. The SPOUT is the wire with the connector in it that you unplug to set ignition timing. Monitor the wave-pattern on the SPOUT with the timing-connector in. If there is anything erratic about the wave-form, unplug the timing connector and re-check the wave-form. If the pattern "cleans up" all of a sudden, chances are good that you have a magnetized shutter-wheel. The Fix: Most shutter-wheels can be removed from the distributor shaft with a couple of screws. Everybody seems to have their own way of de-magnetizing the wheels but good success has been had with bulk audio-tape erasers or by placing the wheel in an engine parts cleaning oven and baking it. That last one sounds weird but it works..." Scroll down
Source: by snapon.com via archive.org
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Misfiring/Pinging due to Improper Spark Plug Wire Routing for 94-96 5.0 HO AND ALL 5.8
Source: by Jim G at alldata.com
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Misfiring/Pinging due to Improper Spark Plug Wire Routing for 94-96 5.0 HO AND ALL 5.8; Caused by Crossfire between #7 & #8 Spark Plug Wires (scroll down to page 2, MIS-ROUTED)
Source: by Larry H at mightyautoparts.com
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MPG Improvement Tips
Source: by 96GreenMonster at FSB
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MSD Ignition Testing
Source: by msdignition.com
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MSD Troubleshooting
Source: by msdignition.com
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Multi-Function Switch (MFS) Cleaning; "Just hit hazard switch in and out for about a minture, which cleans the MFS contacts and presto"
Source: by Steve83 (Steve, That dirty old truck) via cawright3 at FSB
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Multi-Function Switch (MFS) Failure Causes; "...Mechanical components wear out or electrical connections are faulty; If the switch assembly is not operating properly, turn signals, hazard warning lamps, windshield wipers/washers and the headlamp beam selection may not operate properly. Related Components to Check; The switch itself, the electrical connections to the switch and the connections to each of the affected components (items such as turn signals, wipers, etc.)..." miesk5 Note; enter applicable info for year, etc.
Source: by MOTORCRAFT®
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Multi-Function Switch (MFS) Wiring Diagram in 92-96 Bronco & F 150; for lighting only, turn signals, head lights, hazards, etc.
Source: by seijirou at SuperMotors.net
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Multi-Function Switch (MFS), Hazard & Brake Light Disengage E4OD Torque Converter Lockup in 2009 MY; miesk5 NOTE; but could be applicable to earlier years; "...Alternative connections or wiring practices are not recommended as certain modifications may result in other circuits becoming nonfunctional...Do not splice into the Powertrain System (PCM PCMV). Connecting to any component or wires to this system may adversely affect Engine/transmission operation..." read more
Source: by fleet.ford.com
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Multi-Function Switch (MFS), Hazard & Brake Light MAY Disengage E4OD Torque Converter Lock-up Discussion in 92-96
Source: by members at nloc.net
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Multi-Function Switch (MFS), Hazard & Brake Light MAY Disengage E4OD Torque Converter Lock-up; "...I was living with the torque converter unlocking with the R/H turn signal. And low and behold after I changed the L/H brake/turn signal bulb the torque converter stopped unlocking with the R/H turn signal. Don't ask me but it did fix it..."
Source: by Mike G & Miesk5 at Ford Bronco Zone Forums
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Multi-Function Switch (MFS), Hazard, Turn, High & Low Headlight Dimmer, Flash-to-Pass & Brake Light Testing & Wiring Diagram in 92-96; "...the MFS testing is done with connectors disconnected; it's strictly an internal test of the MFS; There is no testing for the WCM - you test the MFS, the wiper & spray motors, and the wiring. If they're good but don't operate, it has to be the WCM by elimination..." Miesk5 NOTE; Brake Light & Turn, High & Low Headlight Dimmer, Flash-to-Pass & Hazard CKTs are a Feed-Through Circuit in Multi-Function Switch (MFS)
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Neutral Safety Switch & Clutch Safety Switch Wiring Diagram in 87-89 & F Series (PARTIAL)
Source: by miesk5 at broncolinks.com/gallery
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Neutral Safety Switch (also referred to as Back-Up Switch) Wiring Color Codes in an 85; "...This schematic has a picture of the neutral safety/backup lamp switch in the corner, and gives the wire colors for the back up lamp circuit in the schematic. The neutral safety portion of the connector has a white with pink going in,(if it was equipped with starter interrupt) and a red with light blue going out to the starter relay. Without starter interrupt, both the wires going into and out of the neutral safety switch are red with a lt blue tracer..."
Source: by Mr. EdC at justanswer.com
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Neutral Safety Switch (also referred to as Back-Up Switch) Wiring Diagram in an 86 & Ford truck C6
Source: by Agnem (The Moosestang) at webshots.com
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Neutral Safety Switch (also referred to as Back-Up Switch) Wiring Diagram in an 89 C6 (partial circuit); Red/Lt Blu from Ignition Switch to NSS and then to Starter Relay
Source: by Cucamongan (Scotty) at SuperMotors.net
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Neutral Safety Switch Adjustment & Testing in a 78 C6
Source: by Ranger429 (Trailer Special) at 7879blueovalbronco.com
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Neutral Safety Switch Adjustment in a C6
Source: by Tim O (RED WAGON, redwagon) at FSB
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Neutral Safety Switch Adjustment in an 82 C6
Source: by miesk5 at FSB
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Neutral Safety Switch Part Number SW-2120 for an 87 C6 w/Electric Shift Transfer Case & 6 Pins
Source: by ccbyrd59 at FSB
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Neutral Safety Switch Wiring Color Codes in an 89 AOD
Source: by Uncle_Monkey at FSB
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Neutral Safety Switch Wiring Color Codes in an 89 C6; MIESK5 NOTE; I added the ckt info here based on XRIS's 1986 Diagram; link is below; Red with Blue stripe - from IGN SW thru NSS to Starter Relay; See Page 2, it shows Red/Lt Blu from Ignition Switch to NSS Black with Pink stripe - Could be PNK/BLK from NSS to BACK-UP LIGHTS Purple with Orange stripe - PPL/ORN, based on Xris diagram is from Fuse 5 to BACK-UP SWITCH (NSS) [on page 2 of XRIS's Diagram) Red/Lt Blu from Ignition Switch to NSS Red/Lt Blue from NSS to Starter Relay /Yel from NSS to EEC PIN # 30 READ RYAN'S INFO - DO NOT hook up the EFI to the Neutral Safety Switch That is for the start circuit, between the ignition switch and starter relay. If you put 12volts on pin 30 you risk frying some circuits on the computer! You can view wire diagrams for EFI here http://fordfuelinjection.com/?p=6 Gry = Gray by buddy65; "...This might be of help. The main job of the neutral drive switch (also known as neutral safety) is to keep you from starting your engine with your automatic transmission in a gear other that park or neutral, and has nothing to do with the computer. As a second job, this NDS circuit is used by the computer (connected to pin 30) so that EEC IV can increase engine idle speed slightly when not in neutral or park - this allows the engine to run smoother at these times. I'm not sure why it is used at all for a manual transmission. Anyway, it will pump out a KOEO code 67 if pin 30 is not connected to the NDS circuit. On '88 to '91 V8 EEC wiring, all you need to do is tee the computer pin 30 wire into the NDS circuit which goes from the transmission to the ignition switch, and no more code 67. That's what I did on mine, and the code went away. I was never able to start it other than in park or neutral even though I had pin 30 connected wrong at first..."
Source: by Uncle_Monkey at FSB
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NO 2-3 Upshift TSB 98-16-7 in 90-94 Bronco, Econoline, F-150, F-250, F-350, F-53
Source: by Ford via Chilton
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NO CODE; IN HLOS MODE YOU WILL NOT GET ERROR CODES. Hardware Limited Operation Strategy (HLOS) Overview; "...HLOS mode is used when the system fault(s) is too extreme for the FMEM mode to handle. In HLOS mode, all software operations have stopped and the computer is running on hardware control only. The default strategy for this mode has a minimal calibration just to allow the vehicle to operate until it can be serviced. NOTE: IN HLOS MODE YOU WILL NOT GET ERROR CODES. The MIL light is turned on as a bulb check when the ignition key is first turned "ON". The EEC IV computer turns off the bulb as soon as it receives the PIP (crank) signal. If the light stays on during cranking, the computer is not receiving the PIP signal..."
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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No Spark Troubleshooting, General; "...Secondary ignition voltage can shock you. Do NOT hold or touch a spark plug wire while cranking the engine.
disconnect one of the plug wires from a spark plug and place the end of the wire near a metal surface on the engine. You can insert a small Phillips screwdriver into the end of the wire (the plug boot), or a small bolt or nail to provide a conductive path. Then crank the engine and look for a spark to jump from the screwdriver, bolt or nail in the end of the plug wire to the engine. If you do not see a spark, there is an ignition problem..."
Source: by aa1car.com
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No Spark Troubleshooting, Overview & Operation; "...Ford calls this electronic ignition the Thick Film Integrated-IV (TFI-IV) ignition system. The TFI module is also known as the Ignition Control Module (ICM) which reports engine position and rpm to the PCM. The PCM then determines the proper spark timing and advance, and returns a reference signal to tell the TFI module to switch the coil, thereby creating a spark. The PCM used on these vehicles is referred to by Ford as the Electronic Engine Control-IV (EEC-IV) module..." most is applicable to Broncos, read more
Source: by therangerstation.com
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No Start & Start, but when Starting Runs & No DTCs in a 96 "...As far as the signals in/out for spark and fuel between the EEC-IV/V they are basicly the same. Yes I know there is a makeshift crankshaft positioner for mis-fire detection, but that is probably not the issue here. I looked some info on one of my Service cds to compare the EEC-IV and EEC-V signals. Both use the PIP, SPOUT and IDM signals. According to the manual the PCM uses the PIP signal to trigger the injectors. So I would suspect a possible missing PIP signal. I am not /100%.jpg clear what the IDM signal does. I did have one other thought around midnight last night: Both systems will shut off the injectors if the TPS signal indicates full throttle when in the Start mode. What if the OPs TPS was shorted? This would send the +5V reference signal directly through to the feedback signal. Easy check: disconnect the TPS, then try to start. Next I would start verifying the PIP and possibly the IDM signals are getting back to the PCM..." MIESK5 NOTE; from Ford EVTM; The Control Module (PCM) runs the pump{s} for one second when it receives an ignition- on signal. It also runs the pumps as long as it receives a PTP signal from the Hall-effect devices, it continues pump operation even after the key is released from START. If the PTP signals fall below 120RPM, the control module cuts off the signal to the fuel pump relay or the integrated relay control module. The pump will also run when the terminals of the fuel pump test connector are jumped. the Control module signals the pump when it receives a CRANK signal, and when the Control module gets PIP signals that the engine is running. the pump does not run if the PIP indicates the engine is not running even with ignition ON {except for that first one second}.
Source: by rla2005 (Randy) at FSB
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No Start (TFI module/Hall-Effect Sensor, see #3); Note, site won't allow you to return to this page
Source: by ezinearticles.com
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No Start in an 86; "...He turned the key onto crank(nothing happened), reached low on the column, just below the dash, and shoved his pick tool into the column and pulled down. That thing not only rolled over but it started...SO IN CONCLUSION REACH UNDER YOUR DASH AND PULL DOWN ON THAT COLUMN SWITCH ACTUATOR ROD(with the key on) AND SHE'LL LIKELY START RIGHT UP. He told me yes the switches die but they can also "walk" up the column and and get so loose the rod coming down from the key will not actuate the column switch(it's also a sign the $11 switch is about to die)..."
Source: by Sixlitre (Malcolm H, Eddie Bauer) at FSB
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No Start Troubleshooting and Diagnostics, general
Source: by freeautomechanic.com
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No Start Troubleshooting, Duraspark
Source: by Seabronc (Rosie, Fred W) at Ford Bronco Zone Forums
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No Start Troubleshooting, EFI; for a Mustang but many tips are applicable
Source: by jrichker via Seijirou at FSB
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No Start, Low State of Battery Charge or Buzzing or Humming Noise from the Fuel Pump after the Engine has been Shut Off Caused by Sticking Fuel Pump Relay TSB 90-18-3 for 83-90 Bronco, Bronco II, Econoline, F-150, F-250, F-350, Ranger & Many Others
Source: by Ford via Chilton
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No Start, Testing, Overview & Diagram in a 95 from Electrical and Vacuum Troubleshooting Manual
Source: by Ford via Seabronc (Rosie, Fred W) at Ford Bronco Zone Forums
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No Start; "Here is a quick check for no-startcondition. Turn the ignition key to da ON position to see if the “Check Engine Light" (CEL) turns on. If the CEL does NOT Light Up & it has in past before this NO START condition began, check the EEC relay"
Source: by miesk5 at Ford Bronco Zone Forums
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No Start; & Relay Connection pic in 92-96; "...The relay trigger wire (LG/R) comes from the ignition switch via the clutch switch or MLPS and should only be hot with the key in START and either the clutch fully depressed, OR the auto shifter in P or N. The solenoid trigger wire goes to the small terminal on the starter. If the relay fails, bridge between the 2 large studs to send power to the solenoid. If the starter still doesn't spin, crawl under the truck, remove the red plastic cover, and BRIEFLY bridge between the 2 large studs on the solenoid (using a heavy metal object with an insulated grip, like a screwdriver) to spin the starter (it won't engage the flywheel or crank the engine). If it still doesn't spin, replace the starter. 130A & heavier alternators use 2 fusible link wires. The Yellow wire goes to the stud on the side of the power distribution box, and feeds all other factory loads on the vehicle..."
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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No Start; MIESK5 NOTE; from Ford EVTM; The Control Module (PCM) runs the pump{s} for one second when it receives an ignition- on signal. It also runs the pumps as long as it receives a PTP signal from the Hall-effect devices, it continues pump operation even after the key is released from START. If the PTP signals fall below 120RPM, the control module cuts off the signal to the fuel pump relay or the integrated relay control module. The pump will also run when the terminals of the fuel pump test connector are jumped. the Control module signals the pump when it receives a CRANK signal, and when the Control module gets PIP signals that the engine is running. the pump does not run if the PIP indicates the engine is not running even with ignition ON {except for that first one second}.
Source: by miesk5 at Ford Bronco Zone Forums
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No-Spark: Spark w/SPOUT Connector Un-Plugged, but No-Spark w/SPOUT Connected, due to grounded SPOUT wire, etc. (for a Merkur, but similar, Scroll to EEC-IV, Spout Definition)
Source: by merkurencyclopedia.com
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Noise, Vibration, & Harshness Diagnostic Location Diagram & Worksheet
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Noises, Frame, Snap, Crackle & Pop, transmission crossmember in Ford Trucks mid 80s to 90s
Source: by Paul A at BAT Auto Technical TroubleCodes.net
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OBD II Code Reader Overview & pic
Source: by Ryan M (Fireguy50) at fordfuelinjection.com
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OBD II Diagnostic Link Connector (DLC, Test, under dash) Pin-Out Diagram in a 96
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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OBD II Drive Cycle (scroll down)
Source: by Larry C at aa1car.com
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OBD II Drive Cycle; "...The engine must be warmed up and at operating temperature before proceeding with the drive modes of the following OBD II Drive Cycle. 1. Start the engine. Drive or idle (in neutral) the vehicle for 4 minutes. 2. Idle the vehicle in drive (neutral for manual transmission) for 40 seconds. 3. Accelerate the vehicle to 45 mph (72 km/h) at 1/4 to 1/2 throttle for 10 seconds. 4. Drive the vehicle with a steady throttle at 45 mph (72 km/h) for 30 seconds. 5. Idle the vehicle in drive (neutral for manual transmissions) for 40 seconds. 6. Continue to drive the vehicle in city traffic at speeds between 25 and 40 mph (40-64 km/h) for 15 minutes. During the 15 minute drive cycle the following modes must be achieved: a. at least 5 stop and idle modes at 10 seconds each b. acceleration from idles at 1/4 to 1/2 throttle position, and c. choose 3 different speeds to do 1.5 minute steady state throttle drives. 343 7. Accelerate the vehicle up to between 45 and 60 mph (72-97 km/h). This should take approximately 5 minutes. 8. Drive vehicle and hold the throttle steady at the selected speed between 45 and 60 mph (72-97 km/h) for approximately 5 minutes. 9. Drive the vehicle for 5 minutes at varying speeds between 45 and 60 mph (72-97 km/h). 10. Bring the vehicle back to idle. Idle in drive for 40 seconds. 11. OBD II drive cycle has been completed. Vehicle can be turned off when convenient..."
Source: by Ford via miesk5 at FSB
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OBD II Test Connector Location pic in a 96; Boss Has a cord plugged into it (end rolled up on tranny hum carpet) in this pic; is under of ashtray, to right
Source: by bossind (boss, Steve) at FSB
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OBD II Test Connector Location pic in a 96; Boss Has a cord plugged into it (end rolled up on tranny hum carpet) in this pic; is under of ashtray, to right
Source: by bossind (boss, Steve) at SuperMotors.net
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Occasional or Intermittent Brake Squeal TSB 90-22-6 for 85-91 Bronco, F Seres, Econoline, Ranger & Many Others
Source: by Ford via Chilton
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Odometer & Keyless Entry Inoperative; Fuse 8 Overload, Possible Short In Circuit 54 TSB 95-14-11 for 94-95 Bronco & F Series; also affected Inoperative Courtesy, Map, Engine & Glove Compartment, Dome, Vanity, & Cargo Lamps & Inoperative Power Mirrors
Source: by Ford via thedieselstop.com
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Oil Pressure Loss, 4.9L Bronco, Engines Built On August 1, 2 & 3, 1983 due to mis-machined camshaft journals
Source: by rebuiltautoengines.com
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Open Loop & Closed Loop Overview; "...Open Loop fuel control, the ECU takes its best guess at the injector Pulse Width (PW) to achieve a desired A/F ratio. With a Closed Loop system, the ECU can actually use Exhaust Gas Oxygen sensors to check and see how well it's doing for fuel control, and make adjustments as necessary, including updating its programming..." READ MUCH MORE
Source: by Ed H at musclemustangfastfords.com
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Overhead Console & Compass/Outside Temperature Display Module Connector Wiring Diagram in a 96 from 1996 Eddie Bauer Bronco Workshop Manual
Source: by Ford via thedieselstop.com
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Oxygen (O2) Sensor Connector Pin-Out Diagram; "..I'm pretty sure all the HEGO's are heated on the same circuit...The wire that says +12 volts is the heater wire..."
Source: by Ryan M (Fireguy50) at FSB
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Oxygen (O2) Sensor DTCs, OBD II & Possible Causes MANY! - Part of DRIVEABILITY, HO2S (HEATED OXYGEN SENSOR), CATALYST, AND FUEL SYSTEM MONITORS SERVICE TIPS -in 96 Bronco, TSB 01-9-7
Source: by Ford via miesk5 at cc
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Oxygen (O2) Sensor DTCs, OBD II & Possible Causes MANY! - Part of DRIVEABILITY, HO2S (HEATED OXYGEN SENSOR), CATALYST, AND FUEL SYSTEM MONITORS SERVICE TIPS -in96 Bronco, TSB 01-9-7
Source: by Ford via v8sho.com
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Oxygen (O2) Sensor Location Diagram in a 96; part of DRIVEABILITY - HO2S (HEATED OXYGEN SENSOR), CATALYST, AND FUEL SYSTEM MONITORS - SERVICE TIPS - OBD II VEHICLES ONLY TSB 01-9-7 for 96
Source: by Ford via v8sho.com
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Oxygen (O2) Sensor Testing; "...You can test them, but usually if there's more than ~30k miles on them, I wouldn't bother. I treat them just like spark plugs, as they DO wear out and stop performing like they're supposed to. In fact, the EEC is programmed to observe the HEGO signal and count crossovers to determine the relativistic age of the sensor, and to compensate for it. Usually the cost of HEGOs is more than paid for in terms of mileage and driveability increases, at least IMHO. MANY reference literatures state that you can test them with a voltmeter and a heat source such as a propane torch, or even right in the vehicle. This is bull to me; HEGOs generate voltage through a galvanic reaction, and it's nothing like a DC source such as a battery. They 'swing' high to low, and 'center' around a value to tell the EEC what the mixture is approximately. Also, HEGOs are accurate only within a very very narrow range, something on the order of 14.2:1 to 15:1 (don't have my references here in front of me, sorry). So that bench testing crap won't fly too well. The real problem is reading what the HEGO is outputting without that special circuitry. Many people make do with a resistor (or shunt of some sort) and a DVOM, but it's not accurate enough for ME to accept as reliable..."
Source: by SigEpBlue (Steve) at FSB
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Oxygen (O2) Sensor Wiring Diagram in an 89 5.0, 5.8 & 7.5. Diagram #2
Source: by Seabronc (Rosie, Fred W) at Ford Bronco Zone Forums
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Oxygen Sensor Test; Testing, Bronco & Ford; "...three wire O2 sensors; two gray wires and one black. The black should read ground. One gray wire should read 12V with the ignition on, and the other gray wire is the one we are after. Probe this wire with the engine warm, and running with a voltmeter’s (+) probe, and ground the negative probe. While the vehicle is running, the reading should be approximately 0.5V. A reading below this indicates a lean air fuel mixture; a reading above this indicates a rich mixture. If no reading is present, and all connections are good, the sensor is probably in need of replacement.."
Source: by broncoii.org
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Oxygen Sensor Testing; "...To check the sensors first disconnect and inspect the wiring, remove the sensors and clean them, don't use any type of chemicals to do this, the cleaning should be done by using a PROPANE TORCH, place the sensor tip inside the propane flame for a few seconds at a time until all contaminants get evaporated by the heat. Place the sensors back in place..."
Source: by GTRaptor at allfordmustangs.com
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Oxygen Sensor, Heated (HEGO), Catalyst, & Fuel Sys Monitor Related Diagnostic Trouble Codes TSB 01-9-7 for 96
Source: by Ford via miesk5 at cc
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Oxygen Sensor, Heated (HEGO), pic & Operational Description & Parameters (click on Sensors)
Source: by Ryan M (Fireguy50) at fordfuelinjection.com
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Oxygen Sensor, Malfunction Indicator Light (MIL) Eliminator Resistor pic in a 95
Source: by rem 243 (Drew A) at SuperMotors.net
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Oxygen Sensor, Malfunction Indicator Light (MIL) Eliminator, for a Mustang, but similar, make your own with Radio Shack parts, Scroll to bottom
Source: by fordmuscle.com
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P0141 - HO2S Sensor Circuit Malfunction (HO2S-125) See DTC P0135; P0151 - HO2S Sensor Circuit Out of Range Low Voltage (HO2S-21) See DTC P0131; P0153 - HO2S Sensor Circuit Slow Response (HO2S-21) See DTC P0133; P0155 - HO2S Sensor Circuit Malfunction (HO2S-21) See DTC P0135; P0156 - HO2S Sensor Circuit Malfunction (HO2S-22) See DTC P0136; P0161 - HO2S Sensor Circuit Malfunction (HO2S-22) See DTC P0135 ..."
Source: by slingblade at The National Lightning Owners Club
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P0153 - HO2S Sensor Circuit Slow Response (HO2S-21) Same as DTC P0133, but Bank 2. See Possible Causes for DTC P0133
Source: by miesk5 at Ford Bronco Zone Forums
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P0171 System to Lean (Bank 1) The Adaptive Fuel Strategy continuously monitors fuel delivery hardware. The test fails when the adaptive fuel tables reach a rich calibrated limit. For lean and rich DTCs: read more
Source: by zx3 focus racer at forums.focaljet.com
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Parasitic Current Drain Test; "...you should be able to trace the "parasitic draw" on the battery in the normal way. Pull the (-) cable off & put an ammeter inline set to the 10A range (or higher if possible) to see how much current is being pulled out of the battery with the key OFF, the doors SHUT, & the hood light bulb REMOVED. Make sure absolutely NOTHING is turned on anywhere on the truck. If it registers 0 or below the meter's next range, switch it down a range until it shows some useful numbers. If it ends up being below 0.5A (500mA), then replace the battery. If it's above that, start by disconnecting all the alternator wires & see if the reading drops under 0.5A. Then move to the fuse block & pull them 1 at a time until there's a significant drop in the reading. That's the circuit that's draining the battery. Follow it to find the problem..."
Source: by Steve83 (Steve, That dirty old truck) at FSB
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Parking Light Circuit Wiring Diagram & Testing in 92-96; "...The only significant difference between '92-96 and '80-91 is that the MFS's DIMMER switch replaced the older beam select switch, but they perform the same function..."
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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PIP Magnets Repair Tip in an 88
Source: by chaosmp5 (Big Ugly) at FSB
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PO155; Oxygen Sensor"...if the there is battery voltage across the appropriate terminals, the sensor is most likely faulty. If not, you've got a wiring or fuse problem..."
Source: by SigEpBlue (Steve) at FSB
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PO30_ "misfire detection monitor, a software strategy built into the computer, is designed to detect an engine misfire. The computer can also normally identify the specific cylinder in which the misfire has occurred. A misfire is nothing more than a lack of combustion, which can be caused by poor fuel quality or metering, low compression, lack of spark or unmetered air entering the engine. There are other possible, less obvious causes as well, such as uncommanded Exhaust Gas Recirculatin (EGR), flow. When the misfire monitor detects a misfire, it will trigger the check engine light with the specific cylinder number as the last digit in the P030X code. For instance cylinder 1 misfire is P0301, cylinder 2 is P0302 etc. In this case we are left with a P0306 in the computer memory; Possible Causes: Fuel injectors, related wiring, sensors and computer issues Running out of gas, or poor fuel quality Evaporative emissions system (EVAP) concerns: fuel vapors leaking into engine Incorrect Fuel Pressure EGR system concerns: leaking EGR valve or restricted ports Base engine concerns: low compression, valve train problems and timing issues Ignition system concerns including, but not limited to: Faulty spark plugs Faulty coil or related wiring Ignition module or related wiring issues Ignition related sensor faults or wiring issues..."
Source: by engine-light-help.com
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Power Door Lock & Window Switch Continuity Diagram in 87-96
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Power Door Lock Operation & Diagram; "...The door lock circuit is a common (Ford) polarity-reversing circuit with 2 switches. The switches share the power feed from the battery (always hot). The left (driver's) switch normally holds both motor wires to ground, and the right (passenger's) switch normally holds the motor wires to the left switch wires. When either is operated, it sends one of the wires hot, powering the motors. When operated the other way, the polarity is reversed, reversing the motors' direction. Neither switch is a "master" because neither will work if the other is in the opposite position. Note that the driver's lock motor is not connected to the driver's lock switch..."
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Power Door Lock Wiring Diagram in 87-89 & F Series
Source: by miesk5 at broncolinks.com/gallery
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Power Window & Lock Connector Pin-Out Diagram (driver's side) in 92-96
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Power Window Operation & Diagram; "...The door window circuit is a common (Ford) polarity-reversing circuit with 1 switch for the left motor & 2 switches for the right. The switches share power feed through the ignition switch (key-on only). On Broncos, this feed is also used for the tailgate window motor's dash switch. For the left window, the left (driver's) switch normally holds both motor wires to ground. When operated, it sends one of the wires hot, powering the motor. When operated the other way, the polarity is reversed, reversing the motor's direction. For the right window, the left (driver's) switch normally holds both motor wires to ground, and the right (passenger's) switch normally holds the motor wires to the dash switch wires. When either is operated, it sends one of the wires hot, powering the motor. When operated the other way, the polarity is reversed, reversing the motor's direction. Neither switch is a "master" because neither will work if the other is in the opposite position..."
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Power Window Wiring Diagram for 84 Bronco & F-Series (partial); "...Similar to 80-91 Bronco & F-Series..."
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Power Window, Power Door Lock, Power Mirror & Speaker Harness & Connector Location & Removal from Door in 92-96; "...The passenger door harness disconnects inside that kick panel. But the driver door harness is continuous from the door lock motor all the way over to those passenger connectors. Either pull the dash, or disconnect everything inside the driver door, and then feed the harness out of it as you remove the door. I'd just unbolt the hinges & hang them both from a beam across the roof of the truck, leaving the wiring connected..."
Source: by Steve83 (Steve, That dirty old truck) at FSB
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Power Window, Power Door Lock, Power Mirror & Speaker Harness & Connector Location & Removal from Door in an 88; "...For those pre-92 guys, these are the two connectors behind the kick panel you unplug to remove the door w/o cutting any wires. The upper plug is the power for the windows/locks & the smaller is power for the speaker. On the driver side, the connectors look the same but the green one is gray..."
Source: by Reptillikus ((Project 4D2, Kevin W) at FSB
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Powertrain Control System Electronics Diagnostic Guide for 95-96
Source: by Ford via thedieselstop.com
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Procedure for Drive Axle Vibrations
Source: by vibratesoftware.com
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Programmable Speedometer Odometer Module (PSOM) Overview, Calibration, 4WABS, Overhead Console Temperature Sensor Interface, E4OD & 4R70W; "S" in a circle displayed on the right side of the digital odometer above the last number Info & Diagrams
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Programmable Speedometer Odometer Module (PSOM) Speed Input Signal Test at PSOM connector in 93-96 Bronco from RABS Sensor (also called called VSS); "...NOTE: Only wiring harness end of connector is to be probed. Connect Rotunda Digital Volt-Ohmmeter 014-00407 or equivalent to Pin 4 (speed in ) and Pin 5 (speed in -). Does the voltage increase smoothly and continuously from 0 to approximately 3.5 volts as vehicle speed increases from 0 to 48 km/h (0 to 30 mph)? OR: If available, a frequency counter may be connected to Pin 4 (Speed in ) and Pin 5 (Speed in -). Does the displayed frequency of the signal increase smoothly and continuously from 0 to approximately 667 Hz at approximately 48 km/h (30 mph)? OR: If neither a voltmeter nor frequency counter is available, vehicle speed control may be used as a good indicator. If it works normally, then the speedometer module is at least receiving a speed input signal and the wiring and sensor can be assumed to be good. Rear axle sensor should read 800-1400 Ohms across the pins, and more than 10 Ohms from the metal shell to either pin. To bypass the 4WABS module & feed the ABS signal directly to the PSOM, jumper LG/Bk to LG/Y, and R/Pk to O/LB..."
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Programmable Speedometer Odometer Module (PSOM) Speed Input Signal Test at PSOM connector in 96 F Series, 92-95 are Similar
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Programmable Speedometer Odometer Module (PSOM) Troubleshooting & Wiring Diagram in 96 (similar to 92-95)
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Programmable Speedometer Odometer Module (PSOM) Wiring Diagram in 96 F Series, 92-95 are Similar
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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PSOM & Keyless Entry Inoperative; Fuse 8 Overload, Possible Short In Circuit 54 TSB 95-14-11 for 94-95 Bronco & F Series; also affected Inoperative Courtesy, Map, Engine & Glove Compartment, Dome, Vanity, & Cargo Lamps & Inoperative Power Mirrors
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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PSOM & Odometer Not Working "..due to Bad diode in the alternator that put a rf signal into the speed sensor line. It turned out to be a bad diode in the alternator that put a rf signal into the speed sensor line. I unplugged the alternator electrical connector and it went away. I am a mechanic by trade and this was on a 2001 superduty that would die when it hit 1100rpm. I was doing my key on engine running selftest when the scanner could not complete it due to excessive vss. So i monitered my vss and when my target rpm was hit the pcm would have the speed limiter kick in and since there was no laod on the engine it would stall. Naturally I started unplugging stuff untill my interferance signal went away..."
Source: by Mr Bell & miesk5 at FSB
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PSOM & Odometer Not Working & E4OD Harsh Shift TSB 94-09-12 for 94 Bronco & F Series; "...PSOM (Programmable Speedometer/Odometer Module) may be inoperative or not function properly and the #8 fuse may be blown. In addition, if the vehicle is equipped with an E4OD transmission, it may exhibit a harsh shift. These conditions may be caused by trim screws installed through the 17K745 visor wire between the left hand "A" pillar and the left hand visor bullet connector..."
Source: by Ford via Steve83 (Steve, That dirty old truck) at fourdoorbronco.com
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PSOM & Odometer Not Working & E4OD Harsh Shift TSB 94-09-12 for 94 Bronco & F Series; "...PSOM (Programmable Speedometer/Odometer Module) may be inoperative or not function properly and the #8 fuse may be blown. In addition, if the vehicle is equipped with an E4OD transmission, it may exhibit a harsh shift. These conditions may be caused by trim screws installed through the 17K745 visor wire between the left hand "A" pillar and the left hand visor bullet connector..."
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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PSOM & Odometer Not Working & E4OD Harsh Shift TSB 94-09-12 for 94 Bronco & F Series; "...PSOM (Programmable Speedometer/Odometer Module) may be inoperative or not function properly and the #8 fuse may be blown. In addition, if the vehicle is equipped with an E4OD transmission, it may exhibit a harsh shift. These conditions may be caused by trim screws installed through the 17K745 visor wire between the left hand "A" pillar and the left hand visor bullet connector..."
Source: by Ford via Ron at justanswer.com
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PSOM & Odometer Not Working due to Dome/Map Lamp Short (mounting screws short dome, vanity, map & cargo lights; engine & glove compartment lamps; power mirrors; remote keyless entry system & odometer & fuse 8 blows) in 94-95
Source: by Rich D at alldata.com
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PSOM & Odometer Not Working in RABS Model Years, 87-92 Bronco and ALL F Series through 96 "...If the RABS module is suspect, simply unplug it...WHEREAS; A failed 4WABS module can interfere with the PSOM & everything on the Gy/Bk circuit, but the RABS module won't..."
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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PSOM ERROR Message; "...Turn ignition on. Go to next step. Observe odometer. If odometer display is on and digits appear normal, go to next step. If odometer display is not on and/or digits do not appear normal, go to step 6). Observe odometer. If word ERROR appears, replace speedometer. If word ERROR does not appear, go to next step. Test-drive vehicle. If odometer accumulates mileage, go to step 9). If odometer does not accumulate mileage, go to next step. Test-drive vehicle. If indicated speed on speedometer increases with increasing vehicle speed, speedometer is okay. If operation is not as specified, replace speedometer..."
Source: by Dave H at 2carpros.com
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PSOM Failure Due to a Bad Solder Joint; "...author said this is the cause of late model (95 and up) Bronco and 97+ F series PSOM failures..."
Source: by miesk5 at FSB
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PSOM Pointer Waiver TSB 96-21-11 for 92-96; "..The speedometer needle may waver and or a light surge may occur on some vehicles...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. 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 0.38-0.51mm (0.015-0.020"). 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 0.1mm (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. 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..." read more
Source: by Ford via miesk5 at cc
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PSOM Pointer Waiver TSB 96-21-11 for 92-96; "..The speedometer needle may waver and or a light surge may occur on some vehicles...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. 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 0.38-0.51mm (0.015-0.020"). 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 0.1mm (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. 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..." read more
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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PSOM Pointer Waiver TSB 96-21-11 for 92-96; "..The speedometer needle may waver and or a light surge may occur on some vehicles...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. 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 0.38-0.51mm (0.015-0.020"). 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 0.1mm (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. 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..." read more (2nd Post)
Source: by Ford via Steve83 (Steve, That dirty old truck) at fourdoorbronco.com
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PSOM Pointer Waiver TSB 96-21-11 for 92-96; "..The speedometer needle may waver and or a light surge may occur on some vehicles...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. 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 0.38-0.51mm (0.015-0.020"). 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 0.1mm (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. 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..." read more
Source: by Ford via Steve83 (Steve, That dirty old truck) at fourdoorbronco.com
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Pulling Problems, Ford 4x4, due to U Joints, power steering box, rear tire circumference (click Tech Tip Archives)
Source: by northstarmfg.com
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Pump, Filter, & Single-Function Reservoir Parts Break-Out Diagram in 84-89
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Push Button Start Installation in a 93
Source: by Destructive Mechanic at FSB
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RABS Inoperative (dash lights on, etc.); E4OD transmission control switch (TCIL) wiring may be misrouted causing a short in the steering column and a blown # 17 fuse for 92-96 in TSB 92-22-5 for 92 Bronco & all Light Trucks
Source: by miesk5 at FSB
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RABS Module Location pic in a 92; behind the glove box
Source: by Jeremy M (Big 92, jermil01) at SuperMotors.net
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RABS Self Test Diagnostic Connector Location pic in a 92; under glove box
Source: by Jeremy M (Big 92, jermil01) at FSB
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RABS Self Test Diagnostic Connector Location pic in a 92; under glove box
Source: by Jeremy M (Big 92, jermil01) at SuperMotors.net
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RABS Self Test, Component Locations & Pin-Point Tests in an 88; PARTIAL, does not incl all Trouble Code (has only 2, 4, 5 & 9 tests); Click NEXT to view all pages
Source: by Jem270 at SuperMotors.net
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RABS Troubleshooting in 87-92
Source: by ElKabong (Ken, El Kabong) & members at FSB
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Radio Wiring Diagram in 87-96; AM Radio, Premium Sound AM/FM Compact Disc Radio, Premium Sound Amplifier; from 1996 F-150, F-250, F-350, F-Super Duty and Bronco Workshop Manual
Source: by Ford via miesk5 at FSB
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Rear View (Electrochromatic) Connector Face Pinout (C913, WPT-584) Diagram in 94-96
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Recall, FSA 93S65 for 1993 F-Series and Bronco 4x4 Vehicles with the Touch-Drive Electric Shift-on-the-Fly Transfer Case (ESOF); Electric Shift Motor, Wrong Type Installed
Source: by Ford via Steve83 (Steve, That dirty old truck) at fourdoorbronco.com
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Recall, FSA 93S65 for 1993 F-Series and Bronco 4x4 Vehicles with the Touch-Drive Electric Shift-on-the-Fly Transfer Case (ESOF); Electric Shift Motor, Wrong Type Installed
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Recall, Ignition Switch FSA 95S28 for 88-91 Bronco & F Series & many others
Source: by Ford via Chilton
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Recall, Ignition Switch FSA 95S28 for 88-91 Bronco & F Series & many others
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Recession Steer Due to Radius Arm Front Pivot Bushings in 80-92 Bronco & F150 & 89-92 F250; "...On 80 to 96 and F150s, and 89 to 92 Ford F250s, a condition known as "recession steer" may be encountered. A left drift or pull that occurs while braking but produces no torque or pull in the steering wheel may be caused by the left radius arm front pivot bushings. It is important to make sure the pull isn't due to a sticky brake caliper or contaminated brake linings. If the brakes appear to be working normally but there is a definite pull to the left when braking, the radius arm pivot bushings need to be replaced. Ford says it is okay to reuse the original nylon rear bushing spacer and rear bushing unless excessive wear is found. Torque the radius arm nuts to 80-120 lb. ft. Toe should be also be checked and reset to 1/32 inch toe-in. If a pull still exists after replacing the radius arm pivot bushings, many aftermarket manufacturers sell offset radius arm bushings which allow you to change caster to eliminate the pull..."
Source: by Larry C at aa1car.com
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Recycled Engine Coolant Service Tip TSB 90-4-10 for 84-90 Bronco, F Series, Ranger, Bronco II, & 86-90 Aerostar & Many Others
Source: by Ford via Chilton
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Relay Test, Ford (Bosch Type); "...Fuel pump relay switches, and other relays are similar to the starter solinoid, in that they make a high amperage connection through a switched low amperage connection. There are two smaller connections, and two larger connections. TO test it, apply 12v to one of the smaller connections, and ground the other smaller connection. (I used to small aligator clipped jumper wries separated by a small piece of cardboard to keep them from shorting against each other.) You should hear it click. Then check for continuity between the two larger connections.Now remove the power from the smaller connections and recheck continuity between the larger connections.With power, one should have continuity, without power it should be an open circuit (no continuity)..."
Source: by Poppy at fordforumsonline.com
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Repair Locations Grid & Coding, Bronco; used to pin-point location of a repair or component in a vehicle
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Repair Price Estimator, Bronco from 90-96 and other Fords; including labor & parts, shops in area, by Zip Code
Source: by RepairPal
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Revised Single Connector Wiper Motor pic & Connector Pin-Out Diagrams in 92-96; "...Two 3-pin connectors were combined into this 5-pin by merging their grounds. A 6-pin connector was also superceded by the 5-pin. Retrofit 5-pin connectors have non-OE colors, so observe pin locations..." See wiring color changes @ pins
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Rich Mixture or Blow-By caused by Dirty Intake Air Temp (IAT), pic in a 92 5.8
Source: by Richard C (Bigric, Money Pit) at SuperMotors.net
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Road Test Procedure for Vibrations
Source: by vibratesoftware.com
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Rough idle, hesitation, poor throttle response, induction backfire and stalls during cold start/warm up may be caused by the poor volatility of some high octane premium grade unleaded fuels (91 octane or higher (R+M)/2); in Tips to Avoid Lean Conditions TSB 91-8-13; "...Rough idle, hesitation, poor throttle response, induction backfire and stalls during cold start/warm up may be caused by the poor volatility of some high octane premium grade unleaded fuels (91 octane or higher (R+M)/2). When compared to regular grade unleaded fuel (87 octane (R+M)/2), high octane premium grade unleaded fuel may cause long crank time.ACTION: Use a regular grade unleaded fuel in all vehicles, except where a premium unleaded fuel is recommended in the Owner Guide. If lean air-fuel type symptoms are experienced, determine the grade and brand of fuel used and offer the following service tips. Advise those using a higher octane grade fuel to switch to a regular grade unleaded fuel. For those using a regular grade fuel, advise them to try another brand. Do not advise using a higher octane unleaded fuel than is recommended for that specific engine. Ford engines are designed to perform best using a high quality regular grade unleaded fuel. Only advise using a higher octane unleaded fuel to avoid potentially damaging spark knock or ping, but do so only after mechanical fixes are ineffective. NOTE: ALL UNLEADED GASOLINES USED SHOULD CONTAIN DETERGENT ADDITIVES THAT ARE ADVERTISED AS HAVING "KEEP CLEAN" OR "CLEAN UP" PERFORMANCE FOR BOTH INTAKEVALVES AND FUEL INJECTORS..."
Source: by Ford via A-Train at markviii.org
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Safety Belt Warning Overview in a 96 from Workshop Manual; "...When the key is turned to RUN or START, power is supplied through Circuit 640 (R/Y) to the warning chime/buzzer module, which then supplies power through Circuit 450 (DG/LG) to illuminate the fasten belts indicator for six seconds, whether or not the driver's safety belt is buckled. The safety belt warning will sound for approximately six seconds unless the driver's safety belt is buckled..."
Source: by Ford via thedieselstop.com
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Scan Tool Instructions; Actron, Auto X-Ray, KAL
Source: by tradervar.com
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Scan Tool Won’t Initiate Self-Test Due to Poor Grounds, Corroded Wiring, etc.; read more on how to Ground the STI & Proceed w/ Test
Source: by Jeremy M (Big 92, jermil01) at SuperMotors.net
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Scan Tool Won’t Initiate Self-Tests (solid tone only); E4OD transmission control switch wiring may be misrouted causing a short in the steering column and a blown # 17 fuse for 92-96 in TSB 92-22-5 for 92 Bronco & all Light Trucks
Source: by miesk5 at FSB
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Scan Tool Won’t Initiate Self-Tests Troubleshooting; SIG-RTN, Self-Test Output circuit , etc.
Source: by Ryan M (Fireguy50) at fordfuelinjection.com
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Scan Tool Won’t Initiate Self-Tests, STO/MIL circuit shorting intermittently to ground; "...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; in MIL Explanation with No Self Test Codes TSB 92-24-3 by Ford for 91-93; 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..."; "...The self-test plugs were mounted on the passenger side fender on 1985-86 EFI trucks; The self-test plugs are located along the driver's side fender behind the air filter box on 87-95 EFI trucks..."; miesk5 NOTE; Self-Test Input (STI) is the Pin in the Lt gray Connector and Signal Return Ground (STO/SIGRET) is Pin E in black Connector in 87-95; The engine temperature must be greater than 50°F (10°C) to pass the KOEO Self-Test and greater than 180°F (82°C) to pass the KOER Self-Test. Run it around to heat the engine up and shift thru all gears incl Reverse. Then turn off all accesories/lights, etc. Make sure A/C is off and transmission is in Park (automatic) or in Neutral for a Manual & release clutch. Do Key On Engine Off (KOEO) portion first. Look Codes up in my broncolinks.com site using the new Search function.
Source: by Ford via miesk5 at cc
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Scan Tool Won’t Initiate Self-Tests; malfunctioning Electronic Engine Control (EEC) Relay in a 92; Jeremy wrote on Page 2; "...I was able to get codes the old fashioned way by counting the flashes on dashboard, so I think that would eliminate any prospect of it being something in the wiring; ....As luck would have, it appears that changing out the old EEC relay did the trick. At first I didn't think it would. Instead of using wire from the self test connector to the battery, I plugged it directly into the connector on the tool and went through the KOEO code retreival process and lo and behold I got codes..I even got the KOER test to work as well..."
Source: by Jeremy M (Big 92, jermil01) & miesk5 at FSB
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Scan Tool Won’t Initiate Self-Tests; Vehicle Battery goes Dead, Short Solenoid Body Life, 4th Gear Starts in D/High Pressure may be caused by a malfunctioning Electronic Engine Control (EEC) Relay. The EEC relay is controlled by 12 volts from the ignition switch and is responsible for supplying voltage to the computer and solenoid body. If the relay contacts stick open, the complaints are as follows: Gas engine applications won’t start, Diesel will start and run, but have 4th gear starts in D, 2nd gear in 2 and 1, and maximum line pressure. If the contacts are stuck closed, the complaints may be as follows: Both gas and diesel engine application: Scan tool won’t work, vehicle battery goes dead, short solenoid body life. Note: Watch for corroded relay terminals and connectors on 89-91 E-series vans. The relay is very close to the right side battery and prone to corrosion problems especially on diesel ambulances..." read more, Diagrams are gone
Source: by ATC-Distribution Group Inc. atcdg.com via web.archive.org
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Self Test & Diagnostic Trouble Codes (DTCs) 2 & 3 digits, Bronco & Ford; "...The self-test plugs were mounted on the passenger side fender on 1985-86 EFI trucks; The self-test plugs are located along the driver's side fender behind the air filter box on 87-95 EFI trucks..."; miesk5 NOTE; Self-Test Input (STI) is the Pin in the Lt gray Connector and Signal Return Ground (STO/SIGRET) is Pin E in black Connector in 87-95; The engine temperature must be greater than 50°F (10°C) to pass the KOEO Self-Test and greater than 180°F (82°C) to pass the KOER Self-Test. Run it around to heat the engine up and shift thru all gears incl Reverse. Then turn off all accesories/lights, etc. Make sure A/C is off and transmission is in Park (automatic) or in Neutral for a Manual & release clutch. Do Key On Engine Off (KOEO) portion first. Look Codes up in my broncolinks.com site using the new Search function.
Source: by Steve via Havack (Ben P) at broncodata.com via web.archive.org
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Self Test & DTCs 2 & 3 digits & some Possible Causes, MANY CODES!
Source: by freeautomechanic.com
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Self Test - "...There are two types of EEC Self-Tests, Key On Engine Off (KOEO) & 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 Test after any codes associated with hard faults are output. 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...." READ MORE; "...The self-test plugs were mounted on the passenger side fender on 1985-86 EFI trucks; The self-test plugs are located along the driver's side fender behind the air filter box on 87-95 EFI trucks..."; miesk5 NOTE; Self-Test Input (STI) is the Pin in the Lt gray Connector and Signal Return Ground (STO/SIGRET) is Pin E in black Connector in 87-95; The engine temperature must be greater than 50°F (10°C) to pass the KOEO Self-Test and greater than 180°F (82°C) to pass the KOER Self-Test. Run it around to heat the engine up and shift thru all gears incl Reverse. Then turn off all accessories/lights, etc. Make sure A/C is off and transmission is in Park (automatic) or in Neutral for a Manual & release clutch. Do Key On Engine Off (KOEO) portion first. On all vehicles equipped with a 4.9L engine, the clutch must be depressed during the KOEO Test. On all vehicles equipped with a 7.3L diesel engine, the throttle must be depressed (WOT) during the entire Key On Engine Off Self-Test. Engine ID codes are issued at the beginning of the KOER Test and are one-digit numbers represented by the number of pulses sent out. During KOER; For gasoline engines, the engine ID code is equal to one-half the number of engine cylinders (i.e. 2 pulses = 4 cylinders). For the 7.3L Diesel engine, the ID code = 5. These codes are used to verify the proper PCM is installed and that the Self-Test has been entered. The Dynamic Response code is a single pulse that occurs 6-20 seconds after the engine identification code. When/if the Dynamic Response code occurs, perform a brief Wide-Open Throttle (WOT). The dynamic response check is used on some applications to verify operation of the TP, MAF, MAP & KS sensors. On vehicles equipped with the Power Steering Pressure (PSP) switch, within 1 to 2 seconds after the ID code, the steering wheel must be turned at least one-half turn and released. The PSP Switch signals the EEC Module when power steering pressure exceeds 350 psi ±50. The engine then increases idle speed to compensate for the additional load. It appears the PSP switch was deleted from the 94 model year. PSP Switch is screwed into the high pressure port of the PS pump(5.0L Only). On vehicles equipped with Brake On/Off (BOO) input (such as E4OD), the brake pedal MUST be depressed and released AFTER the ID Code has been displayed. This tests the ability of the EEC system to detect a change of state in the Brake Lamp Switch. On vehicles equipped with Transmission Control Switch (TCS) such as da E4OD, the switch must be cycled after the ID code has been displayed. This tests the ability of the EEC system to detect a change of state in the TCS. TCS = Transmission Control Indicator Light (TCIL) on E4OD it is also ref to as the OD on/off LED/Switch @ end of tranny gear stalk. Look Codes up in my broncolinks.com site using the new Search function.
Source: by Ford via miesk5
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Self Test - "...Code Reader Will NOT Power up; 96 Bronco & all Ford; Check the fuse for the cigarette lighter. It is shared with the OBDII connector power and is commonly blown..."miesk5 note; our 96's lighter wiring shorted out @ ashtray support
Source: by kozloski at obdii.com
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Self Test - & Connector Location & pics, Bronco & Ford; "...The self-test plugs were mounted on the passenger side fender on 1985-86 EFI trucks; The self-test plugs are located along the driver's side fender behind the air filter box on 87-95 EFI trucks..."; miesk5 NOTE; Self-Test Input (STI) is the Pin in the Lt gray Connector and Signal Return Ground (STO/SIGRET) is Pin E in black Connector in 87-95; The engine temperature must be greater than 50°F (10°C) to pass the KOEO Self-Test and greater than 180°F (82°C) to pass the KOER Self-Test. Run it around to heat the engine up and shift thru all gears incl Reverse. Then turn off all accesories/lights, etc. Make sure A/C is off and transmission is in Park (automatic) or in Neutral for a Manual & release clutch. Do Key On Engine Off (KOEO) portion first. Look Codes up in my broncolinks.com site using the new Search function.
Source: by thorssell.net
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Self Test - & Connector Location Info in an 86; "...My Test Connectors and Battery are on the "right side" (passenger) behind a black EGR Vacuum Reservoir, my BKO is an 86 but as long as the Code Reader and Test Connector Plugs are the same it should be fine..."
Source: by JKossarides ("The Bronco", Jean) at FSB
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Self Test - & Connector Location pic in 84-86; "...located on R wheelwell near starter relay..."
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Self Test - & Connector Location Video in an 86; "...My Test Connectors and Battery are on the "right side" (passenger) behind a black EGR Vacuum Reservoir..."
Source: by JKossarides ("The Bronco", Jean) at SuperMotors.net
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Self Test - & Connectors Pic in an 86; "...My Test Connectors and Battery are on the "right side" (passenger) behind a black EGR Vacuum Reservoir
Source: by JKossarides ("The Bronco", Jean) at SuperMotors.net
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Self Test - & Diagnostic Trouble Codes (DTCs) 2 digits & some Possible Causes, MANY CODES!
Source: by Tomco Inc. tomco-inc.com
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Self Test - & DTCs 2 digits & some Possible Causes, MANY CODES!
Source: by muscularmustangs.com
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SELF TEST - & DTCs; COMPREHENSIVE; Includes Steps to Clear Continuous Memory & Keep Alive Memory (KAM) Codes; & a list of reasons why a technician may see the MIL lamp lit with no accompanying Continuous Memory Self-Test codes; "...The self-test plugs were mounted on the passenger side fender on 1985-86 EFI trucks; The self-test plugs are located along the driver's side fender behind the air filter box on 87-95 EFI trucks..."; miesk5 NOTE; Self-Test Input (STI) is the Pin in the Lt gray Connector and Signal Return Ground (STO/SIGRET) is Pin E in black Connector in 87-95; The engine temperature must be greater than 50°F (10°C) to pass the KOEO Self-Test and greater than 180°F (82°C) to pass the KOER Self-Test. Run it around to heat the engine up and shift thru all gears incl Reverse. Then turn off all accesories/lights, etc. Make sure A/C is off and transmission is in Park (automatic) or in Neutral for a Manual & release clutch. Do Key On Engine Off (KOEO) portion first. Look Codes up in my broncolinks.com site using the new Search function.
Source: by Steve83 (Steve, That dirty old truck) at FSB
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SELF TEST - & DTCs; EEC III; "...The EEC-III is one of the engine control computer systems used by Ford since midyear 1978. (We will cover the others in later issues.) This procedure uses an inexpensive voltmeter and other generally available test devices instead of the special diagnostic tester originally specified by Ford. Just follow these steps to get the service codes from cars using this system..."
Source: by tomco-inc.com
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SELF TEST - & DTCs; WITH DIAGRAMS & Connector Location pics, Bronco & Ford - Some steps are omitted; see Steve83's or BroncoJoe19 (Joe)'s Links; "...The self-test plugs were mounted on the passenger side fender on 1985-86 EFI trucks; The self-test plugs are located along the driver's side fender behind the air filter box on 87-95 EFI trucks..."; miesk5 NOTE; Self-Test Input (STI) is the Pin in the Lt gray Connector and Signal Return Ground (STO/SIGRET) is Pin E in black Connector in 87-95; The engine temperature must be greater than 50°F (10°C) to pass the KOEO Self-Test and greater than 180°F (82°C) to pass the KOER Self-Test. Run it around to heat the engine up and shift thru all gears incl Reverse. Then turn off all accesories/lights, etc. Make sure A/C is off and transmission is in Park (automatic) or in Neutral for a Manual & release clutch. Do Key On Engine Off (KOEO) portion first. Look Codes up in my broncolinks.com site using the new Search function.
Source: by Ryan M (Fireguy50) at fordfuelinjection.com
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Self Test - & KOER Self-Test, How To Run a; "...The self-test plugs were mounted on the passenger side fender on 1985-86 EFI trucks; The self-test plugs are located along the driver's side fender behind the air filter box on 87-95 EFI trucks..."; miesk5 NOTE; Self-Test Input (STI) is the Pin in the Lt gray Connector and Signal Return Ground (STO/SIGRET) is Pin E in black Connector in 87-95; The engine temperature must be greater than 50°F (10°C) to pass the KOEO Self-Test and greater than 180°F (82°C) to pass the KOER Self-Test. Run it around to heat the engine up and shift thru all gears incl Reverse. Then turn off all accesories/lights, etc. Make sure A/C is off and transmission is in Park (automatic) or in Neutral for a Manual & release clutch. Do Key On Engine Off (KOEO) portion first. Look Codes up in my broncolinks.com site using the new Search function.
Source: by Ryan M (Fireguy50) at fordfuelinjection.com
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SELF TEST - COMPREHENSIVE & Connector Location pics, Bronco & Ford; "...The self-test plugs were mounted on the passenger side fender on 1985-86 EFI trucks; The self-test plugs are located along the driver's side fender behind the air filter box on 87-95 EFI trucks..."; miesk5 NOTE; Self-Test Input (STI) is the Pin in the Lt gray Connector and Signal Return Ground (STO/SIGRET) is Pin E in black Connector in 87-95; The engine temperature must be greater than 50°F (10°C) to pass the KOEO Self-Test and greater than 180°F (82°C) to pass the KOER Self-Test. Run it around to heat the engine up and shift thru all gears incl Reverse. Then turn off all accesories/lights, etc. Make sure A/C is off and transmission is in Park (automatic) or in Neutral for a Manual & release clutch. Do Key On Engine Off (KOEO) portion first. Look Codes up in my broncolinks.com site using the new Search function.
Source: by BroncoJoe19 (Joe) at Ford Bronco Zone Forums
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Self Test - Diagnostic Trouble Codes (DTCs) NO CODES Troubleshooting; "...The self-test plugs were mounted on the passenger side fender on 1985-86 EFI trucks; The self-test plugs are located along the driver's side fender behind the air filter box on 87-95 EFI trucks..."; miesk5 NOTE; Self-Test Input (STI) is the Pin in the Lt gray Connector and Signal Return Ground (STO/SIGRET) is Pin E in black Connector in 87-95; The engine temperature must be greater than 50°F (10°C) to pass the KOEO Self-Test and greater than 180°F (82°C) to pass the KOER Self-Test. Run it around to heat the engine up and shift thru all gears incl Reverse. Then turn off all accesories/lights, etc. Make sure A/C is off and transmission is in Park (automatic) or in Neutral for a Manual & release clutch. Do Key On Engine Off (KOEO) portion first. Look Codes up in my broncolinks.com site using the new Search function. Hardware Limited Operation Strategy (HLOS) Overview; "...HLOS mode is used when the system fault(s) is too extreme for the FMEM mode to handle. In HLOS mode, all software operations have stopped and the computer is running on hardware control only. The default strategy for this mode has a minimal calibration just to allow the vehicle to operate until it can be serviced. NOTE: IN HLOS MODE YOU WILL NOT GET ERROR CODES. The MIL light is turned on as a bulb check when the ignition key is first turned "ON". The EEC IV computer turns off the bulb as soon as it receives the PIP (crank) signal. If the light stays on during cranking, the computer is not receiving the PIP signal..."
Source: by Ryan M (Fireguy50) at fordfuelinjection.com
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Self Test - ENGINE ID - The engine ID in a running test is a series of pulses equal to one half the number of engine cylinders. A 4 cylinder engine ID is 2 pulses, a 6 cylinder ID is 3 pulses and an 8 cylinder ID is 4 pulses. A diesel ID is 5
Source: by muscularmustangs.com
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Self Test - Erasing Codes
Source: by broncoii.org
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Self Test - 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. 1996 Broncos have OBD II that has 4 numbers beginning with a Letter; usually a P
Source: by Ford via miesk5 at Miesk5's Home Page of Big Bronco Links
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Self Test -Scan Tool Won’t Initiate Self-Tests Troubleshooting; SIG-RTN, Self-Test Output circuit , etc.
Source: by Ryan M (Fireguy50) at fordfuelinjection.com
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Self-Test Connector Jumper Diagram
Source: by Dustin S (Dustball, Mellow Yellow, Mr. Laser Boy) at ylobronc.users.superford.org
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Sensor, Idle Air Control (IAC), Idle or Noise Problems & Troubleshooting; "...For high idle problems, try unplugging the IAC motor. If the idle drops, its usually due to an input signal to the computer which results in the computer raising the idle speed. If this is the case, look at all of the computer inputs to make sure everything is up to par. If the engine RPM does not drop when the IAC motor is disconnected, then either the IAC motor is not functioning properly, or, there is a vacuum leak in the engine. Stop the engine, remove the IAC motor and block off the passages. Restart the engine to see if there is any change in engine RPM. An idle speed higher than base idle specs indicates a vacuum leak. If the engine RPM is at base idle specs, then the IAC motor is bad. Resistance specs are 7-13 ohms. A good resistance reading does not necessarily mean that the IAC motor is good. Occasionally, an IAC motor will become weak, and will actually bypass too much air, causing a high idle condition even though everything else is operating properly..." READ MORE
Source: by Joe D at carquest.com
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Sensor, VSS or RABS; Bronco: "...Pre 85 used a cable-mounted VSS (6 pulses per cable rev) for cruise only; 85-91 used a t-case mounted VSS (6 pulses per cable rev) for cruise and E4OD shifting. The ABS sensor was only used for RABS. The ESOF t-case always had its own dedicated speed sensor in the tailhousing; Miesk5 Note Ford Part Number is 7f293, speed sensor; 92-96 use the ABS sensor (108 pulses per diff rev) in the rear axle (via the ABS module) to feed the PSOM, which then feeds everything else..."
Source: by Steve83 (Steve, That dirty old truck) at FSB
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sewiv Tune-Up Info (scroll through pages to view more tips)
Source: by sewiv (Sandy) at FSB
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Short Circuit; Cigar Lighter & OBD II Diagnostic Link Connector (DLC); "...found that my cig lighter's 12v vehicle power (VPWR) Lt Blue/White wire chaffed & shorted on ashtray frame. It caused Fuse 16 to blow itself..out (& in 96, this also caused the OBD II Diagnostic Link Connector (DLC) not to "power up" @ pin 16)..."
Source: by miesk5 at FSB
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Short Circuits, Common Locations TSB 95-02-11 in 94-95 Bronco & Trucks
Source: by Ford via Chilton
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Short Circuits, Common Locations TSB 95-02-11 on 94-95 Bronco & Trucks; Miesk5 NOTE, the TSB advises on Possible Short Locations, See Repairs for each condition and the location diagram
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Shudders, Bogs, & Intermittent No-Spark: Spark w/SPOUT Connector Un-Plugged, but No-Spark w/SPOUT Connected, due to distributor, in a 93 & KOER test won't begin; "...The engine starts to bogg down and then it shudders before it downshifts and smooths out. (example, when rpm’s drop going up an incline it will shudder for a few seconds before the rpm’s increase and it drops out of OD). If I remove the SPOUT the shuddering downshift problems goes away; then, when I replace the SPOUT the shuddering downshift problems comes back; Distributor was causing the problem..."
Source: by buck45 at Ford Bronco Zone Forums
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Sixlitre Tune-Up Info (scroll through pages to view more tips, especially on Page 5); "...Yes, stock timing is 10 degrees, I find optimum timing to be almost exactly 13.5 but you can play around until you notice ping and then back off 2 degrees if you want to, and/or tune by vacuum if you care to. Cheapest Autolites money can buy, nuthin' platinum, nuthin' fancy, just set out to .055 gap..."
Source: by Sixlitre (Malcolm H, Eddie Bauer) at FSB
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Slow Cranking or a Grinding Noise; "... Problems with the negative battery cable is a major cause of starting problems in Ford, Lincoln, and Mercury vehicles. Bad battery cables can cause slow cranking or a grinding noise when trying to start an engine. On some late model vehicles dating back to 1994, the wire connection inside the battery terminal connector corrodes easily. This will cause a voltage drop in the cable and result in low voltage being supplied to the starter. You can check for voltage drop in the cable using a digital voltmeter. Connect the negative probe of the voltmeter to the negative battery post (not the battery terminal connector). Then connect the positive probe to the starter case and crank the engine. The voltage reading should be less than .5 volts. A higher reading means there is resistance in the cable or the battery terminal connector. Clean the cable end and the battery terminal connector and test again. If the voltage reading is still higher than .5 volts, replace the cable and the battery terminal connector..."
Source: by genco1.com
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Snow Plow TSB 96-2-4 (SRS related) for 94-96 Bronco & F150; "...(*) F-SERIES SUPERCAB AND SHORT WHEELBASE MODELS AS WELL AS BRONCO AND ALL COMPACT TRUCKS ARE NOT RECOMMENDED FOR SNOW REMOVAL..."
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Spark Knock May be Caused by Variability in Ignition PIP (Profile Ignition Pick-up) Output due to a Combination of Engine Torsional Vibrations & Distributor Electrical Characteristics TSB 93-13-10 in 85-93 5.0L & 88-93 5.8L Bronco, Econoline & F SERIES
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Spark Plug Diagnostic Chart, General
Source: by freeautomechanic.com
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Spark Plug Firing End Analysis, General
Source: by gnttype.org
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Spark Plug Wire Routing & Firing Order TSB 94-04-10 for 87-93 5.0 & 94-96 5.0 & all 5.8 - engine miss, spark knock, buck/jerk, surge and other driveability concerns; MIESK5 NOTE; The firing order for 1987-1993 5.0Ls is 1-5-4-2-6-3-7-8. If #7 and #8, or #2 and #4 spark plug wires are routed next to each other at the separation bracket, an induction crossfire condition can occur. & The firing order for 1994 5.0Ls & all 5.8Ls is 1-3-7-2-6-5-4-8. On these vehicles the #1 and #3, or #5 and #6 spark plug wires must be separated to eliminate the possibility of an induction crossfire. To eliminate the possibility of the coil wire becoming disconnected, route the coil wire under the spark plug wires at the distributor cap.
Source: by Ford via ww2.justanswer.com
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Spark Plug Wire Routing for 94-96 5.0 HO AND ALL 5.8 - engine miss, spark knock, buck/jerk, surge and other driveability concerns
Source: by Rusty S at Motor, Dec 99 via findarticles.com
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Speed Control Deactivation Switch Location pic in a 93; "..."The SCDS was located here ONLY in 93 on trucks with cruise; older trucks used a mechanical vaccum valve on the brake pedal to cancel cruise; later trucks had this switch on the master cylinder, where it starts fires..."
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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SPOUT Location (near driver's side hood hinge) in Engine Bay Diagram in 92-96
Source: by Ford via miesk5 at broncolinks.com/gallery
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Stall on Acceleration from Stop (stems from fault in PSOM)
Source: by asashop.com
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Stall-No Start, Crank-No Start, Stumble-Hesitation Possible Reasons in Short Circuits, Common Locations TSB 95-02-11 in 94-95 Bronco & F Series
Source: by Ford via Chilton
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Stall-No Start, Crank-No Start, Stumble-Hesitation Possible Reasons in Short Circuits, Common Locations TSB 95-02-11 in 94-95 Bronco & F Series
Source: Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Starter & Battery Parts Break-Out Diagram & Cable Diagram in 92-96
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Starter & Relay Wiring Diagram in 87-89 & F Series
Source: by miesk5 at broncolinks.com/gallery
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Starter & Relay Wiring Diagram in an 89
Source: by Cucamongan (Scotty) at SuperMotors.net
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Starter Dimension Difference between Automatics & Manual Transmissions; pre-1975 (auto) and pre 1980 (truck) manual transmissions ONLY. "...Part # 9162 is for automatic and 1975 and later (auto) & 1980 and later (truck) manual transmissions ..."
Source: by powermastermotorsports.com
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Starter Pinion does not retract when it is released
Source: powermastermotorsports.com
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Starter Pinion Tips cut off after a few months; "...If the starter pinion is being damaged in this way, the gear meash is too sloppy. The pinion needs to be closer to the ring gear. If there are no shims installed, then material needs to be machined off of the mounting surface of the starter. Optionally, shim the outboard starter mounting bolt only. This will roll the starter toward the ring gear, tightening its engagement. Another possiblity is that the ring gear itself could be out of round, egg-shaped. This is especially possible with new, inexpensive ring gears. Check the pinion to ring gear engagement dimensions in at least six places 60 degrees apart on the flex plate..."
Source: by powermastermotorsports.com
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Starter Relay Connection pic in 92-96; "...The relay trigger wire (LG/R) comes from the ignition switch via the clutch switch or MLPS and should only be hot with the key in START and either the clutch fully depressed, OR the auto shifter in P or N. The solenoid trigger wire goes to the small terminal on the starter. If the relay fails, bridge between the 2 large studs to send power to the solenoid. If the starter still doesn't spin, crawl under the truck, remove the red plastic cover, and BRIEFLY bridge between the 2 large studs on the solenoid (using a heavy metal object with an insulated grip, like a screwdriver) to spin the starter (it won't engage the flywheel or crank the engine). If it still doesn't spin, replace the starter. 130A & heavier alternators use 2 fusible link wires. The Yellow wire goes to the stud on the side of the power distribution box, and feeds all other factory loads on the vehicle..."
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Starter Relay Ground Wire Addition & Location Video in an 86
Source: by JKossarides ("The Bronco", Jean) at SuperMotors.net
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Starter Relay Parts Break-Out Diagram & Corroded Internal Terminal pics in 92-96
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Starter Relay Types, Early & Late Model Year pics & Internal Wiring Diagrams; "...The top 2 (late style) use parallel bolts as terminals, so the copper washer inside always touches the flat bolt heads. The others (early style) use bolts perpendicular to the relay's axis, so the washer touches the sides of the bolt heads. But if the bolt is accidentally rotated (as during overtorquing), the washer will only touch a corner, causing high resistance, arcing, and welding. That's why the new style is far superior. The continuous-duty relay has a metal housing to dissipate the heat, and its S2 terminal allows its coil to be fully isolated (for reverse-polarity duty). Note that all Main terminals are electrically interchangeable. But on the newer relays, they are mechanically different in that the plastic housing restricts access to M2 slightly more, indicating that it should have only 1 wire attached. It's common for these to be MISidentified as "solenoids", but a solenoid operates a mechanism, and a starter solenoid is ON the starter; a relay is an electrical switch. Many '90-up Fords have both a starter solenoid & a starter relay, so it's important to differentiate them. If the details or text are too small, click the pic to view the original (super) size..."
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Starter Relay Wiring Diagrams & pic in an 83
Source: by Seabronc (Rosie, Fred W) at Ford Bronco Zone Forums
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Starter Relay Wiring pics in an 80
Source: by REDBEAST9 (The Beast) at SuperMotors.net
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Starter Runs On after the switch is released; "...This situation develops when the ignition terminal on the starter is “jumpered” to the battery terminal on the starter and a remote solenoid is used. Permanent magnet starters can actually produce power if they are driven from an outside source (i.e. the starter will act like an alternator once the engine fires and starts spinning). The current produced in the starter for this second or so will flow from the starter’s battery terminal to the starter’s ignition terminal and hold the solenoid in. This will cause the one to two second delay in the solenoid release and an irritating noise. The solution is to wire the starter per the instruction sheet, which will ensure that the ignition switch terminal goes dead the instance the key is released..."
Source: by powermastermotorsports.com
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Starter Shim in a 78 4.9 Info; "...the starter is not being shimmed to the proper position. If all you have done in the past is take the old starter off and put a new one on, then stop doing that. If the starter makes a horrible noise during the start, then odds are that it is not shimmed properly. I would suggest putting a couple of shims in front of the bolts and then trying it. If it sounds worse, then look at the bell housing and see if there is any damage. If any welding has been done, then they might not have got it right and it is throwing everything off..."
Source: by Jason at allexperts.com
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Starter Wiring Diagram for 84 Bronco & F-Series (partial); "...Similar to 80-91 Bronco & F-Series..."
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Starting and Charging System Maintenance Intervals, General
Source: by icarumba.com
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Steering Box Troubleshooting & Repairs, All Bronco & Ford, mid-70s to 00
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Steering Column Clunk Noise TSB 96-25-21 for 96 Bronco & 96-97 Ford Trucks; "...A "clunk" noise heard/felt through the steering column when maneuvering in parking lots, driving in stop-and-go traffic, and driving over bumps may occur on some vehicles. This may be due to a "slip-stick" condition of the slider spring to the outer tube of the lower steering shaft. Replace the lower steering column shaft assembly with a revised Lower Steering Column Shaft (-3B676-) assembly. For removal and installation procedure, refer to the appropriate Service Manual..."
Source: by Ford via thedieselstop.com
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STO/MIL circuit shorting intermittently to ground; "...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 in MIL Explanation with No Self Test Codes TSB 92-24-3 by Ford for 91-93...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..."; "...The self-test plugs were mounted on the passenger side fender on 1985-86 EFI trucks; The self-test plugs are located along the driver's side fender behind the air filter box on 87-95 EFI trucks..."; miesk5 NOTE; Self-Test Input (STI) is the Pin in the Lt gray Connector and Signal Return Ground (STO/SIGRET) is Pin E in black Connector in 87-95; The engine temperature must be greater than 50°F (10°C) to pass the KOEO Self-Test and greater than 180°F (82°C) to pass the KOER Self-Test. Run it around to heat the engine up and shift thru all gears incl Reverse. Then turn off all accesories/lights, etc. Make sure A/C is off and transmission is in Park (automatic) or in Neutral for a Manual & release clutch. Do Key On Engine Off (KOEO) portion first. Look Codes up in my broncolinks.com site using the new Search function.
Source: by Ford via miesk5 at cc
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Tail Gate Relay Location in 78-79; "...ok, for the 78-9 People, for us, it is quite easy, under the dash behind the instrument cluster, there is a relay, that relay is to run the main constant power for the rear window when the key is on..."
Source: by origin at FSB
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Tailgate Ground "..."For ~'90-96, in the driver's kick with several other grounds. Look for the green screws with a BUNCH of black wires; Ryan M (FireGuy50) wrote, 1986 Ground 701 Behind Instrument Panel near RH side of Radio..."
Source: by Steve83 (Steve, That dirty old truck) & Ryan M (FireGuy50) at FSB
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Tailgate Ground & Connector Locations, Circuit Overview & Wiring Diagram in 92-96
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Tailgate Latch Safety Switch (also ref to as Limit Switch or Interlock Switch) Compendium
Source: by miesk5 at FSB
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Tailgate Relay Location in 78-79; "...Behind the guage/speedo is a relay that powers the inside switch, check it..."
Source: by Zebrafive at FSB
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Tailgate Switch, In Dash Testing
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Tailgate Troubleshooting Synopsis; "...
Source: by Seabronc (Rosie, Fred W) at Ford Bronco Zone Forums
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Tailgate Troubleshooting Synopsis; "...The tail gate circuit is pretty easy to resolve with a meter. Attached is a diagram of the circuit. Note that there are two fuses which you may have already found out. One powers the dash switch which is powered only when the key is in RUN or ACC. The other powers the tail gate switch and that line is hot at all times. If the motor is definitely good, (which can be verified by using a set of jumper leads directly to the motor connector). Once it is verified that the motor works then the common problems are: 1. The Latch Safety switch in the left side latch, This is often a problem when the tail gate fails from both switches.(you can pull the connector and jumper it out, which many people leave permanently jumpers out). The problem can be as easy as the latch needs adjustment. So if the jumper makes it work then either leave it jumped, adjust the latching stud for a tighter fit, or replace the latch switch if testing indicates it is bad. The function of the switch is to make sure the tail gate is latched before putting the window up. I like it bypassed because it makes it easy to get the window out of the way when working inside the tail gate. I think I'm smart enough to put the window back down before closing the tail gate . The only suggestion if leaving it jumped is to support the window if it is in the up position with the tail gate down. Else it could be broken by someone leaning on it. 2. The ground return for the tail gate switch uses the same two lines the dash switch does, (the grounding point is under the dash. The dash switch changes the function of the two leads running to the tail gate window motor by grounding one and putting 12V on the other. The tail gate switch uses the two leads for the ground connection, (it requires the dash switch to be in the neutral position in order to work). Depending on the year of the truck there are 2 or 3 connectors involved that often get corroded, sometimes to the point that the wires break off the connector. In your truck, there is on connector behind the left tail light, the next common failing connector is the one on the left side of the rear frame crossover member, (it is gray, if you can still see the color, and just under and behind the bumper). So to make it short, if you can operate the motor with a set of jumper leads and the window goes up and down that way, then the problem is a connection or the Latch Safety Switch. If you can't get the tail gate open to work on it, crawl in the back and remove the tail gate panel and find the motor leads attached along the bottom edge of the opening. Disconnect them and use a long set of leads or another battery in the back with you to test the motor. Once the window is down you can open the gate to make it more comfortable to work on the problem. In the diagram you will see a black with white striped wire that goes to the tail gate key switch, you should have 12V there at all times. To get at it, you will need the window in the up position. The other two leads, (with the dash switch in the center position) should indicate that they are grounded when doing a continuity check of them). You can also check the entire path from dash switch to the tail gate key switch by using a meter and probing the wires the purple with light green stripe and the dark green with light green stripe. Have someone (with the key in RUN or ACC) moving the Dash switch from UP to Down while you check those leads for 12V. If you don't get 12V then the problem is in a connector between the two switches or a broken wire (a broken wire would most likely be where they transition between the body and tail gate due to constant flexing). The procedure would be; 12V missing on one of the wires, move back to the connector behind the tail light (missing there), move to the connector on the cross member (missing there) move back to the connectors in front, until you find where you have 12V on the line you are probing. Once you find 12V the problem is between the last point probed and where you find 12V..."
Source: by Seabronc (Rosie, Fred W) at Ford Bronco Zone Forums
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Tailgate Window Circuit "... is a common (Ford) polarity-reversing circuit with 2 switches. Each switch has its own power feed; the dash switch through the ignition switch (key-on only) and the tailgate key switch from the battery (always hot). The dash switch normally holds both motor wires to ground, and the key switch normally holds the motor wires to the dash switch wires. When either is operated, it sends one of the wires hot, powering the motor (assuming the latch switch is closed). When operated the other way, the polarity is reversed, reversing the motor's direction. Neither switch is a "master" because neither will work if the other is in the opposite position..."
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Tailgate Window In Dash Switch Testing
Source: by BroncoJoe19 (Joe) at Ford Bronco Zone Forums
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Tailgate Window In-Dash Switch Ground Location in an 86; 701 "...Behind Instrument Panel near RH side of Radio..."
Source: by Ryan M (Fireguy50) at FSB
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Tailgate Wiring Diagram (color codes are correct)
Source: by Seabronc (Rosie, Fred W) at Ford Bronco Zone Forums
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Tailgate Wiring Diagram (color codes are correct) - copied from Ryan M (Fireguy50)
Source: by KC200787 at SuperMotors.net
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Tailgate Wiring Diagram in 92-96 (part of PW Diagram, from Ford EVTM)
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Tailgate Wiring Harness pics; 78-79; 80-82 & 83-86 (a product)
Source: by Jeff's Bronco Graveyard
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Technical Service Bulletins (TSB), Ford F Series for 96-06 (must register to view entire TSB)
Source: by Ford via FTE
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Technical Service Bulletins (TSB), Ford F Series for 96-06 (must register to view entire TSB)
Source: by Ford via fte
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Terminal, Clamp-On Battery; "...These are the absolute crappiest terminals on the market, and they're becoming the most-popular. The wires are (supposed to be) clamped into a serrated channel in the lead, but if the wire is too thin, there's not enough clamping force. And if there's too much wire (like this), the straps bend & weaken, reducing the clamping force. Also, with all the pockets & threads, they collect acid, causing rapid corrosion. And like like all lead terminals, they stretch over time, even if they're not overtightened. But they're ALWAYS overtightened. And that paint that makes them so popular is another BIG problem: it's usually allowed to coat both the wire channel AND the hole for the post, causing a poor connection in 2 places when new & clean. The connections only get worse as it ages. These were installed less than a month ago, and they've already failed (on Christmas day) which is why I'm replacing them today with solder-on terminals..."
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Testing Wiring with a Multi Meter, General; Opens, Short, Voltage & Voltage Drop, Continuity & Diodes
Source: by freeautomechanic.com
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TFI Module Failure, Troubleshooting Tips, Distributor-Mounted; "...1. Verify charging system operation; specifically, charging voltage. 2. Verify ignition system operation; specifically, there are no open or disconnected plug wires. 3. Remove distributor cap and inspect connections where TFI module hooks to the Hall Effect Switch connector. If there is any sign of deterioration at the connector, the Hall Effect pickup must be replaced. Crankcase vapors are forced into the distributor due to excessive crankcase pressure due to a worn engine or an improperly maintained PCV system. The crankcase vapors cause deterioration of the insulation around the connectors causing the module to short out..."
Source: by napaechlin.com
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TFI Module Failure, Troubleshooting Tips, Distributor-Mounted; "...1. Verify charging system operation; specifically, charging voltage. 2. Verify ignition system operation; specifically, there are no open or disconnected plug wires. 3. Remove distributor cap and inspect connections where TFI module hooks to the Hall Effect Switch connector. If there is any sign of deterioration at the connector, the Hall Effect pickup must be replaced. Crankcase vapors are forced into the distributor due to excessive crankcase pressure due to a worn engine or an improperly maintained PCV system. The crankcase vapors cause deterioration of the insulation around the connectors causing the module to short out..."
Source: by niehoff.com
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TFI Module Gray or Black? Pattern Failures in the modules; driveability & no - start problems; miesk5 NOTE; use BLACK modules in 1994-1996 Broncos
Source: by David S in Motor Service, June, 2001 via web.archive.org
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Thermactor Air Bypass (TAB) Solenoid (AIRB) & Thermactor Air Diverter (TAD) Solenoid (AIRD) Resistance Test; "...Key off. Disconnect both AIRB/AIRD solenoid connectors and measure both solenoid resistances. Is each resistance between 50 and 100 ohms?..." READ MUCH MORE
Source: by Jim at justanswer.com
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Thick Film Ignition (TFI Troubleshooting, Overview & Operation; "...Ford calls this electronic ignition the Thick Film Integrated-IV (TFI-IV) ignition system. The TFI module is also known as the Ignition Control Module (ICM) which reports engine position and rpm to the PCM. The PCM then determines the proper spark timing and advance, and returns a reference signal to tell the TFI module to switch the coil, thereby creating a spark. The PCM used on these vehicles is referred to by Ford as the Electronic Engine Control-IV (EEC-IV) module..." read more
Source: by therangerstation.com
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Thick Film Ignition (TFI) Tester Overview & pic; "...This is a TFI tester. Don’t expect a wonder tool for diagnosis of intermittent TFI problems. This tool will only show a completely failed module or a TFI that will start a vehicle. I haven’t seen any TFI testers that will show a partly failed or intermediate problem. You connect a 9-volt battery and the TFI in question. Then you touch the yellow clip to the Stator pins. An LED will come on if it’s a “good” TFI and no light if it’s failed. A better test is to check the fuel pump relay when cranking the engine over. Not the 2 second run after the key is turned on, but while cranking the engine. If the fuel pump relay kicks on when cranking, the TFI & Stator are good..."
Source: by Ryan M (Fireguy50) at fordfuelinjection.com
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Thick Film Ignition (TFI) Testing, Overview & Diagrams; "...The Thick Film Integrated (TFI-IV) ignition system uses a camshaft driven distributor with no centrifugal or vacuum advance. The distributor has a diecast base, incorporating a Hall effect stator assembly. The TFI-IV system module is mounted on the distributor base, it has 6 pins and uses an E-Core ignition coil, named after the shape of the laminations making up the core. The TFI-IV module supplies voltage to the Profile Ignition Pick-up (PIP) sensor, which sends the crankshaft position information to the TFI-IV module. The TFI-IV module then sends this information to the EEC-IV module, which determines the spark timing and sends an electronic signal to the TFI-IV ignition module to turn off the coil and produce a spark to fire the spark plug. The operation of the universal distributor is accomplished through the Hall effect stator assembly, causing the ignition coil to be switched off and on by the EEC-IV computer and TFI-IV modules. The vane switch is an encapsulated package consisting of a Hall sensor on one side and a permanent magnet on the other side. A rotary vane cup, made of ferrous metal, is used to trigger the Hall effect switch. When the window of the vane cup is between the magnet and the Hall effect device, a magnetic flux field is completed from the magnet through the Hall effect device back to the magnet. As the vane passes through the opening, the flux lines are shunted through the vane and back to the magnet. A voltage is produced while the vane passes through the opening. When the vane clears the opening, the window causes the signal to go to 0 volts. The signal is then used by the EEC-IV system for crankshaft position sensing and the computation of the desired spark advance based on the engine demand and calibration. The voltage distribution is accomplished through a conventional rotor, cap and ignition wires. GENERAL TESTING - Spark Plug Wire Resistance
Whenever the high tension wires are removed from the plugs, coil, or distributor, silicone grease must be applied to the boot before reconnection. Use a clean small screwdriver blade to coat the entire interior surface with Ford silicone grease D7AZ-19A331-A, Dow Corning #111, or General Electric G-627. Use spark plug wire removal pliers, or grasp firmly at the boot (not the wire itself) and remove the wires from the plugs, then remove the distributor cap. Measure the resistance through the distributor cap at that end. Resistance on these wires must not exceed 5,000 ohms per foot. Do not pierce any ignition wire for any reason. Measure only from the two ends. Adjustments - The air gap between the armature and magnetic pick-up coil in the distributor is not adjustable, nor are there any adjustment for the amplifier module. Inoperative components are simply replaced. Any attempt to connect components outside the vehicle may result in component failure. - TROUBLESHOOTING THE TFI-IV SYSTEM; After performing any test which requires piercing a wire with a straight pin, remove the straight pin and seal the holes in the wire with silicone sealer. Wiring Harness - Disconnect the wiring harness connector from the TFI module; the connector tabs must be PUSHED to disengage the connector. Inspect the connector for damage, dirt, and corrosion. Attach the negative lead of a voltmeter to the base of the distributor. Attach the other voltmeter lead to a small straight pin. With the ignition switch in the RUN position, insert the straight pin into the No. 1 terminal of the TFI module connector. Note the voltage reading. With the ignition switch in the RUN position, move the straight pin to the No. 2 connector terminal. Again, note the voltage reading. Move the straight pin to the No. 3 connector terminal, then turn the ignition switch to the START position. Note the voltage reading then turn the ignition OFF .
The voltage readings should all be at least 90 percent of the available battery voltage. If the readings are okay, proceed to the Stator Assembly and Module test. If any reading is less than 90 percent of the battery voltage, inspect the wiring, connectors, and/or ignition switch for defects. if the voltage is low only at the No. 1 terminal, proceed to the ignition coil primary voltage test. Stator Assembly and Module - Remove the distributor from the engine. Remove the TFI module from the distributor. Inspect the distributor terminals, ground screw, and stator wiring for damage. Repair as necessary. Measure the resistance of the stator assembly, using an ohmmeter. If the ohmmeter reading is 800-975 ohms, the stator is okay, but the TFI module must be replaced. If the ohmmeter reading is less than 800 ohms or more than 975 ohms; the TFI module is okay, but the stator module must be replaced. Repair as necessary and install the TFI module and the distributor. - Primary Circuit Continuity; This test is performed in the same manner as the previous Wiring Harness test, but only the No. 1 terminal conductor is tested (ignition switch in Run position). If the voltage is less than 90 percent of the available battery voltage, proceed to the coil primary voltage test..."
Source: by Chilton via autozone.com
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Thick Film Ignition (TFI) Troubleshooting Worksheet; miesk5 Note; this is the Grey Module
Source: by therangerstation.com
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Thick Film Ignition (TFI) Troubleshooting Worksheet; miesk5 Note; this is the Grey Module
Source: by SeattleFSB (Seattle FSB) at SuperMotors.net
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Throttle Body Cleaning Procedures as Shown in Idle Air Control (IAC) Sludge; Poor Idle TSB 91-25-07 for 85-92 Bronco & F Series & many others; "...Hard cold starts, hesitation and stalls on initial start-up or during idle or decel may be caused by sludge in the throttle body and/or idle by-pass valve. Sludge deposits or oil film on the throttle body bore and plate or the idle air by-pass valve may cause one or more of the following conditions. Hard Cold Start, Stall On Initial Start-Up, Stall During Idle, Stall During Decel, Rough Idle, Rolling Idle, Hesitation During Acceleration. A new idle air by-pass service kit (F2PZ-9F939-A) is now available for service use to correct sludge contamination concerns of the throttle bore and plate only. It eliminates the need to clean the majority of past model throttle body applications. Cleaning is not required on sludge tolerant throttle body designs released for 1991 and newer model years..."
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Throttle Plate Orifice Plug Service Installation Procedure
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Throttle Position Sensor (TPS) Test in a 90
Source: by FordXFord ( G.A.B.Y.) at SuperMotors.net
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Throttle Position Sensor (TPS) Test in a 92 (loosen the 2 Phillips screws until voltage is less than 1.0 volts @ idle (.97 volts)
Source: by Richard C (Bigric, Money Pit) at SuperMotors.net
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Throttle Position Sensor (TPS) Test, Location, Operation, etc.
Source: by Xris at FSB
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Throttle Position Sensor (TPS) Testing, Operation, etc., Ford 4.9, 5.0, 5.8 (see Big Ric's Link for voltages @ idle) (under license from Delmar Publishers, comb of Chilton/Nichols/Delmar & Haynes); some may be incorrect, as reported by Seabronc, thanks Seabronc! NEW SITE URL!!! MUST REGISTER TO VIEW; select year, make, model, engine size and go to appropriate section
Source: by Chilton via AutoZone
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Timing Adjustment in Ford EFI Engines
Source: by sackman9975 (Scott) at FSB
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Tire Circumference Differences, Rear, Could Cause Pulling Problems, Ford 4x4; "...One that I've heard of through Ford sources is measuring the circumference of the rear tires and comparing them to each other. ... if it's a four-wheel drive, the four tires need to match. I know that sometimes it's a real tough sell to tell a customer that this is what he needs before you can accurately diagnose the problem, and sometimes you have to do the best you can with the hand you're dealt. But we all have dealt with the reality that even a set of high quality new major brand tires can affect vehicle..."..." Miesk5 Note, Do not just compare tire sidewall labels, you must measure each tire around the center of the tread. A stagger gauge will let you do this with the vehicle on the ground in 5 minutes. The tires must match in size to ¼” (.250)
Source: by northstarmfg.com
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Tire Circumference Differences; "...The ability of four-wheel drive and all-wheel drive vehicles to divide the engine's horsepower between its four tires is especially useful on loose or slippery surfaces such as sand and dirt, as well as on wet, icy or snow-covered roads. However it's important to remember that in order to transfer this extra power, the four-wheel drive and all-wheel drive vehicle's driveline mechanically connects the tires so they work in unison. Four-wheel drive and all-wheel drive vehicles are equipped with additional differentials and/or viscous couplings that are designed to allow momentary differences in wheel speeds when the vehicle turns a corner or temporarily spins a tire. However, if the differentials or viscous couplings are forced to operate /100%.jpg of the time because of mismatched tires, they will experience excessive heat and unwarranted wear until they fail. This necessitates that four-wheel drive and all-wheel drive vehicles use tires that are very closely matched. This is because different diameter tires roll a different number of times each mile as a result of the variations in their circumferences. Tire diameter variations can be caused by accidentally using different sized tires, tires with different tread designs, tires made by different manufacturers, different inflation pressures or even tires worn to different tread depths. As an example of different tire diameters resulting from tires worn to different tread depths, we'll compare two 225/45R17-sized tires, a new tire with its original tread depth of 10/32-inch and a second tire worn to 8/32-inch of remaining tread depth. The new 225/45R17-sized tire has a calculated diameter of 24.97", a circumference of 78.44" and will roll 835 times each mile. The same tire worn to 8/32-inch of remaining tread depth is calculated to be 1/8" shorter with a diameter of 24.84", have a circumference of 78.04" and will roll 839 times per mile. While the difference of 1/8" in overall diameter doesn't seem excessive, the resulting 4 revolutions per mile difference can place a continuous strain on the tires and vehicle's driveline. Obviously, the greater the difference in the tires' circumferences, the greater the resulting strain. This makes maintaining the vehicle manufacturer's recommended tire inflation pressures and using "matched" tires on all wheel positions necessary procedures to reduce strain on the vehicle's driveline. Using "matched" tires means all four tires are the same brand, design and tread depth. Mixing tire brands, tread designs and tread depths may cause components in the vehicle's driveline to fail. Mismatched tires or using improper inflation pressures for all-wheel drive and four-wheel drive vehicles can also result in immediate drivability problems. Some Control Trac equipped vehicles in 4Auto mode may exhibit a shutter on acceleration and/or a noise from the front driveline and transfer case while driving. Some all-wheel drive and four-wheel drive vehicles may exhibit axle windup or binding while driving. Some four-wheel drive vehicles (manual or electronic shift) with a two-wheel drive mode may refuse to shift "on the fly" into 4x4 Auto or 4x4 High at highway speeds..." read more, esp. Matching Tires By Shaving Them to Maintain Equivalent Tire Tread
Source: by tirerack.com
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Tire Circumference Differences; "...Uneven tire and rim sizes on a vehicle will result in inaccurate wheel speed information being transmitted to the ABS Control Unit. This faulty information will cause ABS Lock-Out or erratic operation..."
Source: by priorreman.com
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Tire Speed Related Vibrations; "...As the axle shaft rotates, the U-joints actually speed up and slow down twice per revolution, this is not a constant velocity device. A U-joint which is failing can cause these speed fluctuations to be felt or heard by the driver of the vehicle. This type of vibration will typically be worse when turning corners. Most vehicles will not have the U-Joints rotating on solid front axles unless the hubs (if equipped) are locked..."
Source: by vibratesoftware
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Tire Speed Related Vibrations; "...Drums and rotors can cause first order tire speed related vibrations. Look for missing balance weights on brake drums, and missing roll pin weights in vented rotors. Drums/rotors suspected of causing a vibration should be replaced..."
Source: by vibratesoftware
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Tire Speed Related Vibrations; "...Numerous drive axle problems can result in a vibration which is propshaft speed or tire speed related..."
Source: by vibratesoftware
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Tire Speed Related Vibrations; "...Tire speed related vibrations are caused by a component rotating the same speed as the tires that is out-of-round or out-of-balance..."
Source: by vibratesoftware
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Tire Speed Related Vibrations; "...When tire and wheel lateral runout occurs on the vehicle and does not occur in off-car testing, the hub or axle flange should be checked..."
Source: by vibratesoftware
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Tire Thump Causes and Cures
Source: by Ed P at Popular Mechanics via Google Books
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Top Dead Center (TDC); "...Remove the #1 spark plug (pass-side front) Get a long-handled ratchet and socket set up on the crankshaft bolt. Cover the spark plug hole with a finger and begin rotating the crankshaft clock-wise. As you begin to feel pressure under your finger, you now know that he #1 cylinder is on the compression stroke, and that hte spark plug will fire just before TDC. Now look at the timing marks on the crankshaft damper and align the 0/TDC mark with the pointer. Remove your distributor cap. The rotor should now be pointing at he terminal for #1 cylinder. Mark the cap extension on the outside inline with where the rotor is pointing. Check to see if the terminal on the cap lines up with this mark. If not, loosen and rotate the distributor a little until a terminal lines up with the rotor. This terminal will be where your #1 spark plug cable goes. As your 302 SHOULD use the later firing order, start with that order installing the wires counter-clockwise (ccw.) Reinstall all previously removed components. BE SURE TO REMOVE THE RATCHET FROM THE CRANKSHAFT!! Start the engine. It should now run fairly smoothly. If not, double check your firing order and direction. It's very easy to mix-up the wires fro the pass-side of the engine due to the intake upper manifold.."
Source: by Mr. G at FSB
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Torque Converter Clutch; On/Off vs. Pulse Width Modulated (PWM) ; "...The E4OD used an On/Off style converter clutch; the 4R100 uses a PWM style converter clutch. The difference? Apply feel. Remember back when customersliked how a shift felt? Now, if they feel the shift, they assume we did something wrong, hence the reason for the PWM converter. And this leads to the flare scenario. The complaint usually sounds something like this: “During the 3-4 shift the transmission flares.” My question is always “what did the torque converter clutch do?” read more
Source: by atraonline.com/gears/2003/2003-09/2003
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Torque Converter Lockup Disengagement; Multi-Function Switch (MFS), Hazard & Brake Light Disengage E4OD Torque Converter Lockup in 2009 MY; miesk5 NOTE; but could be applicable to earlier years; "...Alternative connections or wiring practices are not recommended as certain modifications may result in other circuits becoming nonfunctional...Do not splice into the Powertrain System (PCM PCMV). Connecting to any component or wires to this system may adversely affect Engine/transmission operation..." read more
Source: by fleet.ford.com
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Torque Converter Operation Test & Cutaway Depiction; "...If the shudder occurs a) during the 3-4 or 4-3 shift at HEAVY throttle, or b) at 40mph in 2, OD OFF, and OD, or c) at the same RPM in every gear, or d) coasting, cruising, or in R, or e) during extended light braking, then it is NOT TC clutch shudder; The following is a list of common vehicle concerns that have been misdiagnosed as torque converter clutch shudder. For diagnosis of the following items, refer to the appropriate sections of the workshop manual and the Powertrain Control/Emissions Diagnosis manual (PCED).
Spark plugs - check for cracks, high resistance or broken insulators.
Plug wires.
Fuel injector - filter may be plugged.
Fuel contamination - engine runs poorly.
EGR valve - valve may let in too much exhaust gas and cause engine to run lean.
Vacuum leak - engine will not get correct air/fuel mixture.
MAP/MAF sensor - improper air/fuel mixture.
HO2S sensor - too rich/lean air/fuel mixture.
Fuel pressure - may be too low.
Engine mounts -loose/damaged mounts can cause vibration concerns.
Axle joints - check for vibration..."
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Trailer Harness Wiring Colors TSB 89-14-17 for 90 Bronco & F Series
Source: by miesk5 at Ford Bronco Zone Forums
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Trailer Light Wiring Diagram in an 86
Source: by Seabronc (Rosie, Fred W) at Ford Bronco Zone Forums
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Trailer Tire Speed Related Vibrations
Source: by vibratesoftware
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Trailer Tow Ground Wire Location Diagram in a 96; from 1996 F-150, F-250, F-350, F-Super Duty Chassis Cab, Motorhome Chassis, and Bronco Workshop Manual
Source: by Ford via thedieselstop.com
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Transfer Case, Borg Warner 1356 Electric Shift Motor Repairs (for Explorers, parts/info is same/similar for Bronco, Ford Trucks)
Source: by Jeff S at glue.umd.edu, cached version via web.archive.org
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Troubleshooting Basic Charging System Problems, Ford Pick-ups and Broncos 87-96 (under license from Delmar Publishers, comb of Chilton/Nichols/Delmar & Haynes); some may be incorrect, as reported by Seabronc, thanks Seabronc! NEW SITE URL!!! MUST REGISTER TO VIEW; select year, make, model, engine size and go to appropriate section
Source: by Chilton via AutoZone
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Troubleshooting Basic Charging System Problems, Ford Ranger-Bronco II 83-90 Repair Guide (under license from Delmar Publishers, comb of Chilton/Nichols/Delmar & Haynes); some may be incorrect, as reported by Seabronc, thanks Seabronc! NEW SITE URL!!! MUST REGISTER TO VIEW; select year, make, model, engine size and go to appropriate section
Source: by Chilton via AutoZone
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Troubleshooting Questions & Answers, Various, Bronco
Source: by 2carpros.com
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Troubleshooting Synopsis; "...Be aware that: The tailgate latch switch on the driver's side seems to be a common problem, check it early. MIESK5 NOTE; "...The safety switch was moved from the tailgate handle to the left latch by 1983..." per Seabronc; It keeps the window from being moved when the tailgate is open, & if not latched right, it'll keep the window from working at all. Try pushing on the tailgate in while holding the button or key switch in the up or down position. If that makes it work, check out Steve83's How to align a Bronco Tailgate linked below. Ground for the motor connects up front, & at rest runs from there through both switches & both wires to the motor. When either switch is operated, 1 side's ground is disconnected & replaced by hot at that switch. Ground for the motor is not connected to it's case, but supplied through the wires. The 78-79 TG ckt included a 20 a Circuit Breaker @ starter relay & receives 12 v from Ignition Switch; whereas later years don't have the CB there; it is of course in the Fuse Panel or have 2 fuses in the panel; & Relay Location in 78-79; for the 78-9 People, for us, it is quite easy, under the dash behind the instrument cluster, there is a relay, that relay is to run the main constant power for the rear window when the key is on,by origin at FSB; Relay Location in 78-79; Behind the guage/speedo is a relay that powers the inside switch, check it, by Zebrafive at FSB; In other years after 82, there are 2 seperate power sources & 2 fuses/circuit breakers for positive. 1 for each switch. The same 2 wires are used throughout for both up & down (Polarity is reversed by the switches). When the tailgate is open, you have to close the driver's side latch for the window to operate. Remember to open it before closing the tailgate. Testing: Does it make any noise at all? Like the motor's turning, but the window doesn't move? If so, there are torque pins in the motor's drive gear that commonly break & aren't too bad to replace. See the torque pin, Steve83's & Adrianspeeder's links. If it makes no noise, then it's probably in the electrical system. Fireguy50's wiring diagram is linked; To test the electrical system, remove the access panel from inside the tailgate. Run test wires from the battery directly to the window motor connector After 79, (Yellow/r & red/y wires coming right out of the motor) to confirm that the motor works. To lower the window, it should be positive to red/y, & negative to yellow/r. Be ready for the window to move, keep hands & wires clear. Make all the connections but 1, then connect & disconnect the last wire quickly to see if it tries to go the right way. If it tries to go the wrong way, reverse the wires (This also makes it so that you can lower the window & get the tailgate open to continue testing). A- If it runs & the window moves when wired directly to the battery, perform the following tests: A.1- With both switches at rest & the latch switch closed, connect a tester between the positive test wire from the battery & each wire from the tailgate loom at the connector for the motor. Both should read 12v. If they do the ground is good. If they don't, refer to Fireguy50's wiring diagram linked above to trace it down, or tell us what you find. A.2- With the latch switch closed, connect the tester between the negative test wire from the battery & each wire from the loom at the connector for the motor. The red/y wire should read 12v when either switch is in the down position, the yellow/r wire should read 12v when either switch is in the up position. If they don't, refer to Fireguy50's wiring diagram linked above to trace it down, or tell us what you find. A.3- If everything tests ok, but it still doesn't run, there's a couple more possible causes to check: Sometimes the connector for the tailgate motor will test ok, but not make contact when plugged in. You might try backprobing the motor side wires with the plug connected. On mine I removed it & soldered the connections. It's possible for a damaged wire to carry enough load to show 12v on a tester, but not enough to operate the motor. Look for worn areas, especially in the loom between the body & the tailgate. B- If it runs but doesn't move when wired directly to the battery, in addition to your electrical problem, the torque pins in the drive gear are probably broken too. Run the electrical tests in section "A" above, & see the torque pin, Steve83's Tailgate Tech, & Adrianspeeder's links above for the torque pin replacement. C- If it doesn't run at all when wired directly to the battery, it sounds like it's time for a new motor. See Steve83's ...link ... & use the info for removing & replacing the motor. On my truck there were multiple bad connections, so it was hard to isolate the problem. Someone before me used a ton of crimp connectors . Basically I ended up removing them & soldering all the connections, & eliminating the corroded plug to the motor..."
Source: by ElKabong (Ken, El Kabong) at FSB
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Troubleshooting with a Test Light (low resistance)
Source: by Chris B at blog.rv.net
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Troubleshooting with a Test Light (low resistance); "...low resistance test light can sometimes be used in place of a blown fuse. The light will illuminate while a short circuit to ground exists. DO NOT use a medium or high resistance test light in place of a blown fuse. These types of test lights illuminate with very small amounts of current and can be misleading..." read more
Source: by ocw.weber.edu
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Troubleshooting; "If you have a problem when turning on one circuit it causes another to come on partially (dim lights, etc.), check the ground for the part or system that was turned on first. .e., if you press the brake pedal, & the parking lights turn on partially or fully, check the brake lights' ground;This is caused by current going thru da brake light bulb filaments & finding a ground in the parking lt. system instead of its own ground"
Source: by miesk5 at FSB
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Tuning with a Vacuum Gauge
Source: by classicinlines.com
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Turn & Hazard Signal Flasher Location in 92-96; "...Turn Signal Flasher Assembly is in front; lower right of fuse panel; Hazard is on the back of da fuse panel, behind the turn signal flasher..."
Source: by miesk5 at FSB
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Turn Signal & Flasher Trouble Shooting, General
Source: by procarcare.com
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Turn Signal Switch Connector Location in Parts Break-Out Diagram in an 83
Source: by Seabronc (Rosie, Fred W) at Ford Bronco Zone Forums
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Turn, High & Low Headlight Dimmer, Flash-to-Pass, Hazard, Multi-Function Switch (MFS) & Brake Light Testing & Wiring Diagram in 92-96; "...the MFS testing is done with connectors disconnected; it's strictly an internal test of the MFS; There is no testing for the WCM - you test the MFS, the wiper & spray motors, and the wiring. If they're good but don't operate, it has to be the WCM by elimination..." Miesk5 NOTE; Brake Light & Turn, High & Low Headlight Dimmer, Flash-to-Pass & Hazard CKTs are a Feed-Through Circuit in Multi-Function Switch (MFS)
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Turn, Tail, Brake, Head Light, Hazard, Ignition Wiring Diagram for 84 Bronco & F-Series (partial); "...Similar to 80-91 Bronco & F-Series..."
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Vacuum Diagram in a 78 351M
Source: by 78brncoxlt at SuperMotors.net
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Vacuum Diagram in a 78 351M
Source: by 78brncoxlt at SuperMotors.net
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Vacuum Diagram in a 90 5.8
Source: by Seattle FSB (SeattleFSB) at FSB
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Vacuum Gauge Diagnosis
Source: by William R. W at fordf150.net
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Vacuum Gauge Diagnosis
Source: by ULTRA TUNE BROOKVALE at users.bigpond.com via web.archive.org
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Vacuum Gauge Diagnosis - BEST!; Normal engine; Steady gauge 18"-20" at all speeds..." READ MUCH MORE
Source: by Craig U at classictruckshop.com
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Vacuum Gauge Tester Instructions, General
Source: by tradervar.com
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Vacuum Hose in a 95 5.8; "... leaned on this hose and SNAP. I found SigEp's old post that this is my VMV value. VMV takes the fumes from the charcoal canister (connected to gas tank) and other sources and routes them into the TB. The VMV is located in the back of the engine bay, passenger side. The tubing was very brittle and was routed by Ford along the block and to the front of the TB, with ABSOLUTELY no extra slack . So the engine torquing, gas vapors and engine heat has worn away over on the tubing over the past 15 years. It had many small cracks along the length and at the TB elbow, so no noticeable hissing sounds. I replaced with fuel rated 3/8" and 1/4" ID tubing, spliced together with a connector. Nothing fancy or pretty..."
Source: by mnlabgeek (The other girl ) at FSB
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Vacuum Hose; "... Get some vacuum/vapor/emissions hose that fits the SMALLER nipple & put a little soap on the larger nipple. Use needle-nose pliers inside it to pre-stretch that end of the new hose & it'll slip on..."
Source: by Steve83 (Steve, That dirty old truck) at FSB
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Vacuum Leak Symptoms, General; "...Too fast an idle speed; A rough idle or stalling; Hesitation or misfiring when accelerating; An idle mixture that defies adjustment (carburetor)
Source: by aa1car.com
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Vacuum Leak Test, Carburetor Models; "...First, use a mechanic's stethoscope (just the hose, no steel probe) to try to localize the leak with the engine running. Check the carb base, body, hoses, or what have you.
Turn the engine off, then use a small spray bottle of extra-soapy water to spray the suspected area with a moderate amount of water.
Next, find a manifold vacuum port (the brake servo booster hose for example) to apply a small amount of shop air. Apply just enough air pressure to get the soap to bubble. We don't want to ruin any check valves or anything.
Seal the carburetor throat(s), then watch for the bubbles. You'll find the precise location of your leak..."
Source: by niehoff.com
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Vacuum Leak Test, Carburetor Models; "...First, use a mechanic's stethoscope (just the hose, no steel probe) to try to localize the leak with the engine running. Check the carb base, body, hoses, or what have you. Turn the engine off, then use a small spray bottle of extra-soapy water to spray the suspected area with a moderate amount of water. Next, find a manifold vacuum port (the brake servo booster hose for example) to apply a small amount of shop air. Apply just enough air pressure to get the soap to bubble. We don't want to ruin any check valves or anything. Seal the carburetor throat(s), then watch for the bubbles. You'll find the precise location of your leak..."
Source: by niehoff.com
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Vacuum Leak Test; "...Okay, now that we have covered what a vacuum leaks do, how do you find components that leak vacuum? One way is to visually inspect all the vacuum hoses and connections. Look for disconnected, loose or cracked hoses, broken fittings, etc. Hey, you might get lucky and find the problem in a few minutes, or you might waste half the day trying to find the mysterious leak. Vacuum leaks are often the elusive needle in a haystack. And if it is not a hose leaking vacuum but something else such as a gasket, worn throttle shaft, injector O-rings, etc., you may never find it using this technique. A faster technique for finding intake manifold vacuum leaks is to get a bottle of propane and attach a length of rubber hose to the gas valve. Open the valve so you have a steady flow of gas. Then hold the hose near suspected leak points while the engine is idling. If there is a leak, propane will be siphoned in through the leak. The resulting "correction" in the engine's air/fuel ratio should cause a noticeable change in idle speed and/or smoothness (Note: on engines with computerized idle speed control, disconnect the idle speed control motor first). Aerosol carburetor cleaner can also be used the same way. CAUTION: Solvent is extremely flammable, so do not smoke or use it if there are any sparks in the vicinity (arcing plug wires, for example). Spray the solvent on suspected leak points while the engine is idling. If there is a leak, the solvent will be drawn into the engine and have the same effect as the propane. The idle speed will suddenly change and smooth out..."
Source: by aa1car.com
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Vacuum Leak Test; On an idling engine check for vacuum leaks using a mechanic's stethoscope with the probe removed, or a ~3' garden hose section. Don't spray flammables on a running engine. MIESK5 NOTE; Also check: vacuum hoses; intake manifold gasket & throttle body; PCV line; vacuum reservoirs: EGR Sys Vacuum Tank & 2ndry air (coffee can); AC, heater, defroster, vent control ckt & vacuum tank (plastic ball type), under dash & lines to heat/blend/etc. doors; power brake booster; cruise control ckt, etc.... where applicable; (combined w/ Steve83's info, thnx) BEWARE OF BELTS/PULLEYS, FAN AND HOT ENGINE
Source: by miesk5 & Steve83 at Ford Bronco Zone Forums
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Vacuum Leaks, Finding; "...Also, after servicing or installing induction system parts {manifolds, carburetors, TBI or MPFT systems}, vacuum leaks can impair engine idle quality, throttle response and fuel economy. PMAG mechanics do the following: With the engine idling, squirt small amounts of “quick start” {ether} from an atomized can near any suspected leaks…or even areas where you suspect a leak might be. If the engine changes speed {typically an rpm increase}, you’ve found the leak. Take caution not to spray any of the “quick start” near the engine’s air inlet because any change from applications to this area are not leak-related, and will certainly increase rpm..."
Source: by Jim M at n2performance.com
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Vacuum Leaks, Finding; "...Cracked or broken vacuum lines, leaking intake manifold or plenum gaskets, injector o-rings, broken emissions solenoids, open vacuum ports are just a few of the causes of vacuum leaks. Use the under-hood emissions diagram and check every single vacuum circuit with a vacuum tester such as the Mityvac tool. A faster technique for finding intake manifold vacuum leaks is to get a bottle of propane and attach a length of rubber hose to the gas valve. Start the engine, be careful not to come too close to the fan or fan belts. Open the propane tank valve so you have a steady flow of gas. Then hold the hose near suspected leak points while the engine is idling. If there is a leak, the propane will be drawn in through the leak. The propane should cause a noticeable change in idle speed and/or smoothness. Always know where the closest fire extinguisher is and how to use it!..."
Source: by Ryan M (Fireguy50) at fordfuelinjection.com
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Vacuum Line (Hose) Sourcing for a 96 5.8; "...McMaster-Carr: Multple colors of 5/32in reinforced nylon lines. Using a lighter I reproduced/improved the corners where the line breakouts occured in the plastic loom tubing and retaped the vacuum harness back together as a bundle..."
Source: by BlueBronco5.8 at FSB
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Vacuum Line Acronyms & Color Codes
Source: by Steve83 (Steve, That dirty old truck) & Seabronc (Rosie, Fred W) at FSB
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Vacuum Line Acronyms & Color Codes; EMISSION: Red = Main vacuum; Green = EGR function; Orange = Heat control Valve (exhaust & intake) (AKA heat riser but more complex); Yellow = from the TAD Solenoid (driver's side Forward Solenoid) to the TAD (Diverter) Valve located at the rear of the Intake Manifold (Distributor Advance in Carbureted Engines); White = EGR vacuum (source); Black = Mainly used for the Evaporative emissions control; Black = Thermactor ACV or Diverter valve; Blue = Throttle Kicker control; Pink = from the TAB Solenoid (driver's side rear solenoid) to the bottom of the Thermactor Air Bypass Valve (TAB or BPV/AIR Bypass (AIRB) valve); ACV (Air Control Valve) is the TAD (Thermactor Air Diverter) Valve (AIR Bypass (AIRB) and AIR Diverter (AIRD) valve combinations); MAN VAC is Manifold Vacuum; FPR is Fuel Pressure Regulator; EGR is Exhaust Gas Re-circulation Valve SOL V: Thermactor Air Diverter (TAD) Solenoid (SOL V) (AIRD) & Thermactor Air Bypass (TAB) Solenoid; ; EVR is EGR Vacuum Regulator; VRESER is the Vacuum Reservoir Can (Tank); V REST on later years is Vapor Valve (Roll-Over @ Gas tank); V REST on earlier years such as 78/79 & SEABRONC's 83 is a Vacuum Restictor/Delay Valve, it restricts vacuum for a certain amount of time, on most engines a vacuum line from the carburetor base runs to a T & then to V REST to the distributor; Carbon Can is Carbon Canister (Charcoal Canister, Vapor Canister, Evaporative Emission (EVAP) Canister); MAP is Manifold Absolute Pressure Sensor; AIR BPV is the AIR Bypass (AIRB) Valve, also called the TAB (Thermactor Air Bypass) Valve; CPRV is Canister Purge Solenoid Valve/ Canister Purge Solenoid (CANP); VCKV is Vacuum Check Valve; CAT is catalytic converter; ENG is engine; PCV is Positive Crankcase Ventilation Valve. HVAC in 92-96; Black = from engine source to vacuum check valve & to vacuum reservoir tank & to Control Panel; White = actuates the Outside/Recirc air door two-position vacuum control motor; Blue = Mix (actuates the FLOOR/PANEL air door two-position vacuum control motor); Red = Floor Flow & Yellow = Panel, (actuate the FLOOR/DEFROST three-position air vacuum control motor). READ MORE
Source: by Steve83 (Steve, That dirty old truck), Seabronc (Rosie, Fred W), Seattle FSB & miesk5 at Ford Bronco Zone Forums
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Vacuum Line Routing Diagram in a 83 351W
Source: by Seabronc (Rosie, Fred W) at SuperMotors.net
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Vacuum Line Routing Diagram in a 90 5.8
Source: by SeattleFSB (Seattle FSB) at SuperMotors.net
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Vacuum Reading in an 86; "...my 86 351 4bbl pulls 19-21" of vac at idle(warmed up)..."
Source: by 86fn150 at FSB
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Vacuum Reservoir (VRESER) (coffee can style) Location pic in a V8 (Steve Titled it as Emission Vac Reservoir)
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Vacuum Tank (plastic ball type) Location pic in mid 80s; the "right side" (passenger) near the EEC Test Connectors
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Vacuum Tank Replacement TSB 93-8-13 for 92-93 Bronco & F Series; "...The vacuum tank for the heater or heater/air conditioning controls is sonically welded to the side of the heater or evaporator case. If a vacuum leak occurs at the vacuum tank, a different vacuum tank can be used to make the repair without removing the old vacuum tank..." READ MORE
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Vacuum Tank Replacement TSB 93-8-13 for 92-93 Bronco & F Series; "...The vacuum tank for the heater or heater/air conditioning controls is sonically welded to the side of the heater or evaporator case. If a vacuum leak occurs at the vacuum tank, a different vacuum tank can be used to make the repair without removing the old vacuum tank..." READ MORE
Source: by Ford via Steve83 (Steve, That dirty old truck) at fourdoorbronco.com
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Vacuum Test, General (Click Inspections); "...The intent of the vacuum test is to determine if there is a blockage or restriction in the exhaust system. It may or may not indicate converter problems. Ideal backpressure levels vary from one application to another. Different size engines have different flow rates and so do their exhaust systems. Check manufacturer specifications. Readings also depend slightly on where in the exhaust system they are taken. This test can be performed using any suitable engine vacuum source, including the carburetor, intake or injection manifolds. After the pressure gauge is connected to a vacuum source, readings are noted at a variety of engine speeds. To perform the vacuum test at the intake manifold, start with the engine off, and disable the EGR valve by removing or disconnecting its hose or one of its solenoids. Connect the pressure gauge to the manifold and take an idle reading with the transmission in neutral. Turn off the engine and disable the EGR valve by disconnecting its vacuum hose. Plug the hose. With the transmission in neutral, take another reading at 2500 to 3000 RPM. Read at variety of other engine speeds. To perform the vacuum test at the injection manifold, start with the engine cool, and remove the air injection check valve. Connect a rubber adapter cone to the check valve connection. Then, connect gauge hose to the adapter. As engine speeds vary, readings should initially drop slightly, then rise to within 2 to 3 inches of the vacuum level established at idle. Any sudden drop of over 10 inches of vacuum may indicate a blockage problem. Erratic swings of the vacuum indicator may indicate periodic blockages caused by loose components temporarily blocking the exhaust system. Remember that vacuum levels are also affected by factors other than exhaust system restriction, including valve and ignition timing..."
Source: by walkerexhaust.com
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Vacuum Tree Location pic in a 94 5.8
Source: by joelb23 at SuperMotors.net
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Vehicle Can be Shifted Out of PARK; Brake Shift Interlock Troubleshooting & Overview Compendium in 92-96
Source: by Ford via miesk5 at FSB
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Vehicle Emission Control Information (VECI) Decal; Contains Vacuum Diagram & Calibration Parts List for 88 & UP. On-Line for Free at Ford. Click "Quick Guides" in left panel; Scroll to & CLICK VECI Labels "Provides Vehicle Emission Control Information (VECI) and a related calibration parts list." Enter applicable info (need to know your Calibration number from your B-pillar sticker). Vacuum Diagram is the same as the one on the core support or hood or air filter cover. Suggest Right Clicking this Hot Link & Open in New Window
Source: by Ford motorcraftservice.com
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Vehicle Speed Sensor (VSS) 9E731: "... E4OD - The vehicle speed sensor is a variable reluctance sensor that sends an AC/frequency signal to the powertrain control module. The vehicle speed sensor signal is used by the powertrain control module to calculate vehicle speed in mph. Used as an input in determining shift scheduling and electronic pressure control. DTC 452, P0500, P1500, P1501, P0503..." READ MUCH MORE
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Vehicle Speed Sensor (VSS) Test; "...Rear axle sensor should read 800-1400 Ohms across the pins, and more than 10 Ohms from the metal shell to either pin..."
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Vibration/Inspection Service Tips TSB 99-19-4 for 93-96 Bronco, F Series, Windstar, Econoline, Explorer, Ranger, Villager & many others
Source: by Ford via scribd.com
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Voltage Drop Test Video, General
Source: by Federal-Mogul
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Voltage; "...a normal battery that is fully charged produces 12.6 volts, not just 12.0 V. (Remember, when measuring battery voltage, everything in the car should be off, or the battery should be disconnected. Voltage measurements are always "no load" measurements unless the battery is being tested for it's performance under load)..."
Source: by Gordon via miesk5 at FSB
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VSS Speed Input Signal Test at 4WABS Module Connector in 93-96 Bronco; "... jumper 14 (CKT 530, LG/Y)to 21 (CKT 519 (LG/BK) & 39 (CKT 491 (O/LB)to 22 (CKT 523, R/PK)..." MIESK5 NOTE; I did this on our 96; The 4WABS Controller was toasted; 2 yard Controller's were also bad; NO RETURNS!
Source: by Turbo Ghost at photobucket.com
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VSS Speed Input Signal Test at 4WABS Module Connector in 93-96 Bronco; "... jumper 14 (CKT 530, LG/Y)to 21 (CKT 519 (LG/BK) & 39 (CKT 491 (O/LB)to 22 (CKT 523, R/PK)..." MIESK5 NOTE; I did this on our 96; The 4WABS Controller was toasted; 2 yard Controller's were also bad; NO RETURNS!
Source: by Turbo Ghost at FSB
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Warning Chime/Buzzer System; Key-in-Ignition, Fasten Safety Belt & Headlamp-On Module Removal & Installation in a 96 from Workshop Manual
Source: by Ford via thedieselstop.com
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Warning Chime/Buzzer System; Key-in-Ignition, Fasten Safety Belt & Headlamp-On Warning Wiring Diagram in a 96 from Workshop Manual
Source: by Ford via thedieselstop.com
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Warning Light Overview in 92-96; "Check Engine, Charging System, Air Bag (if Equipped), Safety Belt, High Beam, LH/RH Turn Signals, Overdrive/Overdrive Off, 4x4 Low and High Range Indicators with Lever Operated Transfer Case, Anti-Theft, Engine Coolant Temperature, Battery Voltage, Oil Pressure, Fuel Level, Tachometer (if Equipped)..." read more
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Windshield Washer Testing in 92-96
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Windshield Wiper & Washer Pin-Point Testing & Wiring Diagrams in a 96 from 1996 F-150, F-250, F-350, F-Super Duty and Bronco Workshop Manual
Source: by Ford via thedieselstop.com
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Windshield Wiper Circuit in Multi-Function Switch (MFS) Testing & Wiring Diagram in 92-96; "...the MFS testing is done with connectors disconnected; it's strictly an internal test of the MFS; There is no testing for the WCM - you test the MFS, the wiper & spray motors, and the wiring. If they're good but don't operate, it has to be the WCM by elimination..." Miesk5 NOTE; Brake Light & Turn, High & Low Headlight Dimmer, Flash-to-Pass & Hazard CKTs are a Feed-Through Circuit in Multi-Function Switch (MFS)
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Windshield Wiper Circuit in Multi-Function Switch (MFS) Testing & Wiring Diagram in 92-96; "...the MFS testing is done with connectors disconnected; it's strictly an internal test of the MFS; There is no testing for the WCM - you test the MFS, the wiper & spray motors, and the wiring. If they're good but don't operate, it has to be the WCM by elimination..." Miesk5 NOTE; Brake Light & Turn, High & Low Headlight Dimmer, Flash-to-Pass & Hazard CKTs are a Feed-Through Circuit in Multi-Function Switch (MFS)
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Windshield Wiper Wiring Diagram in an 86 & Ford truck
Source: by Agnem (The Moosestang) at webshots.com
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Windshield Wiper Wiring Diagram with interval timer in an 83
Source: by Seabronc (Rosie, Fred W) at Ford Bronco Zone Forums
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Windshield Wiper Wiring Diagram without interval timer in an 83
Source: by Seabronc (Rosie, Fred W) at Ford Bronco Zone Forums
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Wiper Control Module (WCM) Location pic in 92-96; as Steve83 pointed-out, "...The module I MIS-labelled as "Airbag" is actually the Wiper Control Module (WCM). The Airbag Diagnostic Module (ADM) is light blue, wrapped in black foam, above the gas pedal..."
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Wiper Control Module (WCM) Location pic in 92-96; as Steve83 pointed-out, "...The module I MIS-labelled as "Airbag" is actually the Wiper Control Module (WCM). The Airbag Diagnostic Module (ADM) is light blue, wrapped in black foam, above the gas pedal..."
Source: by Ryan M (fireguy50) at fordfuelinjection.com
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Wiper Control Module (WCM) Testing Diagram & Instructions in 92-96
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Wiper Motor & Governor Wiring Diagram in 87-89 & F Series
Source: by miesk5 at broncolinks.com/gallery
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Wire Color Code Abbreviation Chart; see post #4; BK Black, BL Blue, BR Brown, DB Dark Blue, DG Dark Green, GN Green, GY Grey, LB Light Blue, LG Light Green, N Natural, O Orange, P Purple, PK Pink, R Red, T Tan, V Violet, W White, Y Yellow
Source: by miesk5 at FSB
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Wiring Diagrams (Partial, Bronco similar) for F 150 in 86, 89, 91 & 95; EEC, Start/Ignition, EFI/Fuel System, Emissions, E4OD, AOD/C6 (+ clutch interlock switch), etc. from Electrical & Vacuum Troubleshooting Manual (EVTM)
Source: by Ford via Ryan M (Fireguy50) at fordfuelinjection.com
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Wiring Diagrams by Auto Repair Reference Center Repair Manual, Mostly Chilton; many local library's offer free online access for their members; just log-in w/your library Card # and password; incl. all Broncos, & many MAKES! 1951 to 2009; some years (85-96, I believe) include: FULL Technical Service Bulletins and Recalls, Labor Hours per repair (plug in appl info); Wiring Diagrams, Vacuum Diagrams (in DRIVEABILITY AND EMISSIONS CONTROLS Section), Specifications (torques, etc.) & Maintenance Intervals
Source: by arrc.epnet.com
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Wiring Diagrams in 78 Bronco & 76-78 F Series; Ignition Switch, Distributor, Duraspark, C6 Neutral Safety Switch, Windshield Washer & Washer, Starter & Relay, Battery, Alternator, Horn & Relay, etc.
Source: by Blue79 at photobucket via 7879blueovalbronco.com
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Wiring Harness & Component Location Diagram, Ford Part Numbers, Depictions, etc. from Ford Workshop Manual in 96 Bronco, F-150, F-250, F-350, F-Super Duty Chassis Cab & Motorhome Chassis; use your Browser's SEARCH (or FIND) function to locate what you seek in each Diagram, such as Air Bag or E4OD, etc.
Source: by Ford via thedieselstop.com
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Wobble Diagnosis, Bronco's & Ford ½ tons
Source: by Carl J at Jantz4x4.com
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ZF S5-42 Troubleshooting Guide for 87-91 BRONCO, F & E Series
Source: by Ford via thedieselstop.com
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