You are on page 1of 44

2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.

90 Page 1

Cruise Control: Testing and Inspection

Diagnostic Strategies
The contents of this article/image reflects the changes identified in TSB 06-8-3

SPEED CONTROL DIAGNOSTIC TIPS-PCM -- TSB 06-8-3

ACTION
The vehicles in this article are equipped with a 6-pin powertrain control module (PCM) controlled speed control system. Follow the Service
Procedures and Diagnostic Tips in this TSB to assist with accurate diagnosis and repair of speed control issues.

Disclaimer

Disclaimer

GENERAL SERVICE PROCEDURE


1. Visually inspect the vehicle. Any after market modifications, including but not limited to those listed below, may cause speed control to not
operate correctly:
- Any wiring or lamp modifications affecting brake lamp operation
- LED brake lamps
- Non-factory installed trailer wiring
- Radios (speed sensitive, auto mute)
- Remote starters and alarms
- Lighting and electrical accessories modifications
2. Visually inspect the servo and accelerator controls:
- Visually inspect speed control cable without removing and ensure smooth cable operation. Inspect cable connection to the throttle body
- Visually inspect accelerator cable without removing and ensure smooth cable operation. Inspect cable connection to throttle body. Also check
for interference with carpet, bulkhead grommet, insulation, and instrument panel wiring

SERVICE PROCEDURE
Start by running speed control self test diagnostics. The self test diagnostics are a key tool in quickly and accurately diagnosing speed control system
faults. Self test diagnostics are also the basis for starting speed control trouble shooting.

NOTE: Diagnostic flash codes and/or DTCs are not available to assist with diagnosis of the 6-pin system. The dynamic throttle pull at the end of the
self test is the only confirmation available to verify if the system is operating correctly at the time of service.

WARNING: THIS test is a Key On Engine Off (KOEO) test that is conducted only while parked with the parking brake fully engaged.
Failure to follow these instructions may result in personal injury.

NOTE: The self-test is comprised of two parts. The first part is a static check of the speed control electronics module and system. The second part is
a dynamic pull-test to check the actuator motor and gear mechanism.

NOTE: The module times out if each button is not pressed within 1 second of the previous button. If a module time out occurs (speed control lamp
stops flashing part way through the test), the procedure must be re-initiated.

NOTE: Review the following steps before carrying out the self-test diagnostic procedure.

1. Self Test Diagnostic Procedure - Static Test

NOTE: For 6-pin servos, the lamp flash is too slow and must be ignored. Switches must be pressed within one second of each other. waiting for
the cluster lamp to flash could result in a self test time out condition. Ignore cluster lamp flashes but observe dynamic throttle pull which occurs
at the end of the button sequence.

a. Connect the Diagnostic Scan Tool (DST) to a power source that is not interrupted when the ignition switch changes positions. With the
ignition switch in the RUN position, set the DST to monitor the Powertrain Control Module (PCM) throttle position PID while the speed
control actuator carries out the self-test.
b. Enter self-test diagnostics by firmly pressing and holding the speed control OFF switch while quickly cycling the ignition switch from
RUN-to-OFF-to-RUN, making sure the engine does not start and is not running.
c. The speed control indicator lamp on the instrument panel will flash once to indicate that the speed control module has entered the diagnostic
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 2

mode. Release the OFF switch. If 5 flashes are displayed at this point, a speed control subsystem concern exists. Refer to the Symptom Chart.
See: Diagnosis By Symptom

Figure 1

Figure 1

d. Then firmly press and release the remaining switches within 1 second of other following the sequence in Figure 1.

NOTE: Monitor the PCM throttle position PID after the last button is pressed.

NOTE: If the self-test will not start or cannot be completed after multiple attempts, Go to the Symptom Chart. See: Diagnosis By Symptom

2. Self Test Diagnostic Procedure - Dynamic Test

NOTE: The dynamic test occurs automatically after the static test completes. If the static test fails, there will be no dynamic pull test.

a. Within 0.25 seconds after the static test has completed, the speed control actuator carries out a dynamic pull test. The actuator automatically
pulls the speed control cable 0.04 to 0.39 inch (1 to 10 mm) to move the throttle from the idle position and then releases the speed control
cable returning the throttle to the idle position. You should hear one sharp clicking sound which indicates the servo clutch engagement
followed by a gear sound indicating the servo motor turning (try this on a known good unit for reference). If you have one sound without the
other, it will help indicate which circuits are inoperative.
b. If the throttle position PID voltage value does not change during the dynamic throttle pull, GO to the Symptom Chart for Dynamic pull test
failure. See: Diagnosis By Symptom

SPEED CONTROL DIAGNOSTIC TIPS

Servo Pin-Out Test Tips

NOTE: Measuring the resistance of a servo will indicate that a servo is bad if readings are outside the ranges specified below. However, a servo
can have resistance readings within the specified ranges and still be faulty.

The following readings are the expected values for a good servo.

Resistance between Pins: 1 and 2, 1 and 3, and 1 and 4 should measure between 1 and 5 ohms and should be similar in value between pin sets.
These are the three phases of the motor. Resistance between Pins 5 and 6, should measure between 20 and 30 ohms. This is the winding of the
clutch. These readings should not change with polarity.

DST Testing Tips (TPS PID)


Pinpoint Test: The Speed Control Does Not Disengage When The Brakes Are Applied

With the vehicle speed above 30 MPH (48 Km/h) engage the speed control. Then check to see if the TPS PID returns to base voltage when the
brakes are applied. If it does return to base voltage, then the speed control system is working. Need to advise customer that tapping the brakes
deactivates speed control and that the brakes must be applied to make the vehicle slow down.

NOTE: Check for calibration service messages relating to dashpot or idle speed control updates.

Deactivator Switch Inspection Tips


A faulty deactivator switch can result in intermittent or inoperative speed control. There are two types of deactivator switches; a brake line
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 3

pressure switch, which is integrated into the brake master cylinder, and a pedal travel switch, which is connected to the brake pedal arm.

Proper switch function should be confirmed. Inoperative switches of both types should be inspected for connector corrosion or pin push-out.
Pedal travel switches should also be inspected for proper mechanical adjustment relative to brake pedal travel.

Intermittent Speed Control Operation Tips


Intermittent or irregular speed control operation may be traced to poor pin contact between the PCM pins and the mating wiring harness
connector terminals. Indication of this condition is that the speed control indicator lamp on the instrument panel will illuminate but the servo will
not actuate the throttle. This can be tested by using a test lamp at the servo connector while running the self test. Pins 2, 3, and 4 to B+ the lamp
should flicker slightly at the end of the test for 4 seconds. This indicates the phases of the motor firing in sequence. Pin 5 top B+ the lamp should
glow solid at the end of the test for 4 seconds. This represents the speed control clutch circuit operation. Pins 1, and 6 to ground should glow
brightly when the ignition is on.

ADDITIONAL REFERENCE INFORMATION

Speed Control Servo Operation and Function


PIN 1 - Motor Common: Hot in run or start. Load test circuit to ensure current carrying capability. Disconnect C122 then with the key in the run
position, measure voltage from Pin 1 to ground, then re-measure with a test lamp (1156) from Pin 1 to ground. The difference between the two
measurements should be less than 0.3 VDC. If the voltage drop test fails, check the speed control system related terminals at the PCM connector
to make sure they are not spread too far. If the terminals are okay, check the wiring.

PIN 2 - Motor Phase C: The PCM completes the circuit to ground as each motor phase is sequentially fired. This circuit carries the same current
as the motor common. It is important to load test this circuit without back feeding the PCM or risk damaging the internals. With the key off,
remove C122 and PCM connectors and conduct a voltage drop test on the Pin 2 circuit. Apply B+ (with a fused jumper) to the terminal on the
servo end of the harness and with a DVOM set to DC Volts record the voltage at the PCM terminal to ground. Next re-measure voltage while a
test lamp is connected from the PCM terminal to ground. The difference between the two measurements should be less than 0.3 VDC, otherwise
check the wiring.

PIN 3 - Motor Phase B: The PCM completes the circuit to ground as each motor phase is sequentially fired. This circuit carries the same current
as the motor common. It is important to load test this circuit without back feeding the PCM or risk damaging the internals. With the key off,
remove C122 and PCM connectors and conduct a voltage drop test on the Pin 3 circuit. Apply B+ (with a fused jumper) to the terminal on the
servo end of the harness and with a DVOM set to DC Volts record the voltage at the PCM terminal to ground. Next re-measure voltage while a
test lamp is connected from the PCM terminal to ground. The difference between the two measurements should be less than 0.3 VDC, otherwise
check the wiring.

PIN 4 - Motor Phase A: The PCM completes the circuit to ground as each motor phase is sequentially fired. This circuit carries the same current
as the motor common. It is important to load test this circuit without back feeding the PCM or risk damaging the internals. With the key off,
remove C122 and PCM connectors and conduct a voltage drop test on the Pin 4 circuit. Apply B+ (with a fused jumper) to the terminal on the
servo end of the harness and with a DVOM set to DC Volts record the voltage at the PCM terminal to ground. Next re-measure voltage while a
test lamp is connected from the PCM terminal to ground. The difference between the two measurements should be less than 0.3 VDC, otherwise
check the wiring.

PIN 5 - Servo Clutch Control Return: The PCM will complete this circuit to ground when speed control is active. This circuit carries the same
current as the deactivator switch. It is important to load test this circuit without back feeding the PCM or risk damaging the internals. With the
key off, remove C122 and PCM connectors and conduct a voltage drop test on the Pin 5 circuit. Apply B+ (with a fused jumper) to the terminal
on the servo end of the harness and with a DVOM set to DC Volts record the voltage at the PCM terminal to ground. Next re-measure voltage
while a test lamp is connected from the PCM terminal to ground. The difference between the two measurements should be less than 0.3 VDC,
otherwise check the wiring.

PIN 6 - Brake Deactivator Switch: This is a redundant shutoff switch. Without depressing the brake pedal, measure voltage on Pin 6, and
re-measure with a test lamp (1156) from Pin 6 to ground, to ensure current carrying capability. The difference between the two measurements
should be less than 0.3 VDC. The system requires enough current at this pin to engage properly. If voltage drop test fails, check for corroded
wiring or deactivation switch. You should measure 0.0 volts at Pin 6 when the brake pedal is depressed firmly.

An alternate to the voltage drop test would be to disconnect the switch connector and measure the switch resistance. It should be less than 5
ohms. If the switch is suspected, a bypass test may also be done: On the harness side of the BPS connector, connect a jumper between the two
deactivation switch pins and drive vehicle above 30 MPH (48 Km/h). If speed control engages then the brake deactivation switch was faulty,
otherwise wiring is at fault.

Speed Control Switch Operation

NOTE: Performed with key in OFF position.


2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 4

Figure 2

Figure 2

Steering wheel speed control switch operation is checked at the PCM connector. Determine PCM pins which correspond to Control Switch Input
and Control Switch Return. Remove PCM connector, using a DVOM set to resistance, individually press each button and measure the resistance
between control switch input and return pin. See table of resistance readings (Figure 2) for each switch when it is depressed.
Speed Control Diagnostic Tips - PCM
The contents of this article/image reflects the changes identified in TSB 06-8-3

SPEED CONTROL DIAGNOSTIC TIPS-PCM -- TSB 06-8-3

ACTION
The vehicles in this article are equipped with a 6-pin powertrain control module (PCM) controlled speed control system. Follow the Service
Procedures and Diagnostic Tips in this TSB to assist with accurate diagnosis and repair of speed control issues.

Disclaimer

Disclaimer

GENERAL SERVICE PROCEDURE


1. Visually inspect the vehicle. Any after market modifications, including but not limited to those listed below, may cause speed control to not
operate correctly:
- Any wiring or lamp modifications affecting brake lamp operation
- LED brake lamps
- Non-factory installed trailer wiring
- Radios (speed sensitive, auto mute)
- Remote starters and alarms
- Lighting and electrical accessories modifications
2. Visually inspect the servo and accelerator controls:
- Visually inspect speed control cable without removing and ensure smooth cable operation. Inspect cable connection to the throttle body
- Visually inspect accelerator cable without removing and ensure smooth cable operation. Inspect cable connection to throttle body. Also check
for interference with carpet, bulkhead grommet, insulation, and instrument panel wiring

SERVICE PROCEDURE
Start by running speed control self test diagnostics. The self test diagnostics are a key tool in quickly and accurately diagnosing speed control system
faults. Self test diagnostics are also the basis for starting speed control trouble shooting.

NOTE: Diagnostic flash codes and/or DTCs are not available to assist with diagnosis of the 6-pin system. The dynamic throttle pull at the end of the
self test is the only confirmation available to verify if the system is operating correctly at the time of service.

WARNING: THIS test is a Key On Engine Off (KOEO) test that is conducted only while parked with the parking brake fully engaged.
Failure to follow these instructions may result in personal injury.
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 5

NOTE: The self-test is comprised of two parts. The first part is a static check of the speed control electronics module and system. The second part is
a dynamic pull-test to check the actuator motor and gear mechanism.

NOTE: The module times out if each button is not pressed within 1 second of the previous button. If a module time out occurs (speed control lamp
stops flashing part way through the test), the procedure must be re-initiated.

NOTE: Review the following steps before carrying out the self-test diagnostic procedure.

1. Self Test Diagnostic Procedure - Static Test

NOTE: For 6-pin servos, the lamp flash is too slow and must be ignored. Switches must be pressed within one second of each other. waiting for
the cluster lamp to flash could result in a self test time out condition. Ignore cluster lamp flashes but observe dynamic throttle pull which occurs
at the end of the button sequence.

a. Connect the Diagnostic Scan Tool (DST) to a power source that is not interrupted when the ignition switch changes positions. With the
ignition switch in the RUN position, set the DST to monitor the Powertrain Control Module (PCM) throttle position PID while the speed
control actuator carries out the self-test.
b. Enter self-test diagnostics by firmly pressing and holding the speed control OFF switch while quickly cycling the ignition switch from
RUN-to-OFF-to-RUN, making sure the engine does not start and is not running.
c. The speed control indicator lamp on the instrument panel will flash once to indicate that the speed control module has entered the diagnostic
mode. Release the OFF switch. If 5 flashes are displayed at this point, a speed control subsystem concern exists. Refer to the Symptom Chart.
See: Diagnosis By Symptom

Figure 1

Figure 1

d. Then firmly press and release the remaining switches within 1 second of other following the sequence in Figure 1.

NOTE: Monitor the PCM throttle position PID after the last button is pressed.

NOTE: If the self-test will not start or cannot be completed after multiple attempts, Go to the Symptom Chart. See: Diagnosis By Symptom

2. Self Test Diagnostic Procedure - Dynamic Test

NOTE: The dynamic test occurs automatically after the static test completes. If the static test fails, there will be no dynamic pull test.

a. Within 0.25 seconds after the static test has completed, the speed control actuator carries out a dynamic pull test. The actuator automatically
pulls the speed control cable 0.04 to 0.39 inch (1 to 10 mm) to move the throttle from the idle position and then releases the speed control
cable returning the throttle to the idle position. You should hear one sharp clicking sound which indicates the servo clutch engagement
followed by a gear sound indicating the servo motor turning (try this on a known good unit for reference). If you have one sound without the
other, it will help indicate which circuits are inoperative.
b. If the throttle position PID voltage value does not change during the dynamic throttle pull, GO to the Symptom Chart for Dynamic pull test
failure. See: Diagnosis By Symptom

SPEED CONTROL DIAGNOSTIC TIPS

Servo Pin-Out Test Tips


2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 6

NOTE: Measuring the resistance of a servo will indicate that a servo is bad if readings are outside the ranges specified below. However, a servo
can have resistance readings within the specified ranges and still be faulty.

The following readings are the expected values for a good servo.

Resistance between Pins: 1 and 2, 1 and 3, and 1 and 4 should measure between 1 and 5 ohms and should be similar in value between pin sets.
These are the three phases of the motor. Resistance between Pins 5 and 6, should measure between 20 and 30 ohms. This is the winding of the
clutch. These readings should not change with polarity.

DST Testing Tips (TPS PID)


Pinpoint Test: The Speed Control Does Not Disengage When The Brakes Are Applied

With the vehicle speed above 30 MPH (48 Km/h) engage the speed control. Then check to see if the TPS PID returns to base voltage when the
brakes are applied. If it does return to base voltage, then the speed control system is working. Need to advise customer that tapping the brakes
deactivates speed control and that the brakes must be applied to make the vehicle slow down.

NOTE: Check for calibration service messages relating to dashpot or idle speed control updates.

Deactivator Switch Inspection Tips


A faulty deactivator switch can result in intermittent or inoperative speed control. There are two types of deactivator switches; a brake line
pressure switch, which is integrated into the brake master cylinder, and a pedal travel switch, which is connected to the brake pedal arm.

Proper switch function should be confirmed. Inoperative switches of both types should be inspected for connector corrosion or pin push-out.
Pedal travel switches should also be inspected for proper mechanical adjustment relative to brake pedal travel.

Intermittent Speed Control Operation Tips


Intermittent or irregular speed control operation may be traced to poor pin contact between the PCM pins and the mating wiring harness
connector terminals. Indication of this condition is that the speed control indicator lamp on the instrument panel will illuminate but the servo will
not actuate the throttle. This can be tested by using a test lamp at the servo connector while running the self test. Pins 2, 3, and 4 to B+ the lamp
should flicker slightly at the end of the test for 4 seconds. This indicates the phases of the motor firing in sequence. Pin 5 top B+ the lamp should
glow solid at the end of the test for 4 seconds. This represents the speed control clutch circuit operation. Pins 1, and 6 to ground should glow
brightly when the ignition is on.

ADDITIONAL REFERENCE INFORMATION

Speed Control Servo Operation and Function


PIN 1 - Motor Common: Hot in run or start. Load test circuit to ensure current carrying capability. Disconnect C122 then with the key in the run
position, measure voltage from Pin 1 to ground, then re-measure with a test lamp (1156) from Pin 1 to ground. The difference between the two
measurements should be less than 0.3 VDC. If the voltage drop test fails, check the speed control system related terminals at the PCM connector
to make sure they are not spread too far. If the terminals are okay, check the wiring.

PIN 2 - Motor Phase C: The PCM completes the circuit to ground as each motor phase is sequentially fired. This circuit carries the same current
as the motor common. It is important to load test this circuit without back feeding the PCM or risk damaging the internals. With the key off,
remove C122 and PCM connectors and conduct a voltage drop test on the Pin 2 circuit. Apply B+ (with a fused jumper) to the terminal on the
servo end of the harness and with a DVOM set to DC Volts record the voltage at the PCM terminal to ground. Next re-measure voltage while a
test lamp is connected from the PCM terminal to ground. The difference between the two measurements should be less than 0.3 VDC, otherwise
check the wiring.

PIN 3 - Motor Phase B: The PCM completes the circuit to ground as each motor phase is sequentially fired. This circuit carries the same current
as the motor common. It is important to load test this circuit without back feeding the PCM or risk damaging the internals. With the key off,
remove C122 and PCM connectors and conduct a voltage drop test on the Pin 3 circuit. Apply B+ (with a fused jumper) to the terminal on the
servo end of the harness and with a DVOM set to DC Volts record the voltage at the PCM terminal to ground. Next re-measure voltage while a
test lamp is connected from the PCM terminal to ground. The difference between the two measurements should be less than 0.3 VDC, otherwise
check the wiring.

PIN 4 - Motor Phase A: The PCM completes the circuit to ground as each motor phase is sequentially fired. This circuit carries the same current
as the motor common. It is important to load test this circuit without back feeding the PCM or risk damaging the internals. With the key off,
remove C122 and PCM connectors and conduct a voltage drop test on the Pin 4 circuit. Apply B+ (with a fused jumper) to the terminal on the
servo end of the harness and with a DVOM set to DC Volts record the voltage at the PCM terminal to ground. Next re-measure voltage while a
test lamp is connected from the PCM terminal to ground. The difference between the two measurements should be less than 0.3 VDC, otherwise
check the wiring.

PIN 5 - Servo Clutch Control Return: The PCM will complete this circuit to ground when speed control is active. This circuit carries the same
current as the deactivator switch. It is important to load test this circuit without back feeding the PCM or risk damaging the internals. With the
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 7

key off, remove C122 and PCM connectors and conduct a voltage drop test on the Pin 5 circuit. Apply B+ (with a fused jumper) to the terminal
on the servo end of the harness and with a DVOM set to DC Volts record the voltage at the PCM terminal to ground. Next re-measure voltage
while a test lamp is connected from the PCM terminal to ground. The difference between the two measurements should be less than 0.3 VDC,
otherwise check the wiring.

PIN 6 - Brake Deactivator Switch: This is a redundant shutoff switch. Without depressing the brake pedal, measure voltage on Pin 6, and
re-measure with a test lamp (1156) from Pin 6 to ground, to ensure current carrying capability. The difference between the two measurements
should be less than 0.3 VDC. The system requires enough current at this pin to engage properly. If voltage drop test fails, check for corroded
wiring or deactivation switch. You should measure 0.0 volts at Pin 6 when the brake pedal is depressed firmly.

An alternate to the voltage drop test would be to disconnect the switch connector and measure the switch resistance. It should be less than 5
ohms. If the switch is suspected, a bypass test may also be done: On the harness side of the BPS connector, connect a jumper between the two
deactivation switch pins and drive vehicle above 30 MPH (48 Km/h). If speed control engages then the brake deactivation switch was faulty,
otherwise wiring is at fault.

Speed Control Switch Operation

NOTE: Performed with key in OFF position.

Figure 2

Figure 2

Steering wheel speed control switch operation is checked at the PCM connector. Determine PCM pins which correspond to Control Switch Input
and Control Switch Return. Remove PCM connector, using a DVOM set to resistance, individually press each button and measure the resistance
between control switch input and return pin. See table of resistance readings (Figure 2) for each switch when it is depressed.
Inspection and Verification
1. Verify the customer concern by operating the speed control to duplicate the condition.
2. Verify the speedometer operates correctly without speed control by test driving the vehicle. If the speedometer does not operate correctly, refer to
Instrument Panel, Gauges and Warning Indicators.
3. Verify the stoplamps operate correctly with the ignition switch in the OFF position. If the stoplamps do not operate correctly, refer to Lighting
and Horns.
4. Verify the parking brake is not applied and is operating correctly.

Visual Inspection Chart

5. Visually inspect for obvious signs of mechanical and electrical damage.


6. If the concern remains after the inspection, connect the diagnostic tool to the Data Link Connector (DLC) located beneath the instrument panel,
and select the vehicle to be tested from the diagnostic tool menu. If the diagnostic tool does not communicate with the vehicle:
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 8

^ check that the program card is correctly installed.


^ check the connections to the vehicle.
^ check the ignition switch position.

7. If the diagnostic tool still does not communicate with the vehicle, refer to the diagnostic tool manual.
8. Carry out the DATA LINK DIAGNOSTICS test. If the diagnostic tool responds with:
^ CKT914, CKT915 or CKT70 = ALL ECUS NO RESP/NOT EQUIP, refer to Module Communications Network (Information Bus).
^ NO RESP/NOT EQUIP for PCM, go to Pinpoint Test A. See: Pinpoint Tests/Test A: No Communication With Powertrain Contrl Mod.
(PCM)
^ SYSTEM PASSED, retrieve and record the continuous Diagnostic Trouble Codes (DTCs), erase the continuous DTCs and carry out the
KOEO Test.

9. If the DTCs retrieved are related to the concern, go to the PCM Diagnostic Trouble Code (DTC) Index to continue diagnostics.
10. If no DTCs related to the concern are retrieved, proceed to the Symptom Chart to continue diagnostics. See: Diagnosis By Symptom

Trouble Code Diagnostic Charts

DTC Index P0500 - P0703

NOTE: DTC P0703 and DTC P1572 must be repaired before any other DTC.
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 9

A1 - A2
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 10

A2

Test B: P1565 - Speed Control Switch, High/Out Of Range

B1
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 11

B2 - B3
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 12

B4 - B5
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 13

B5 - B6
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 14

B7 - B8

Test C: P1566 - Speed Control Switches Low/Out Of Range


2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 15

C1 - C2
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 16

C3 - C4
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 17

C4 - C6
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 18

C6 - C8
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 19

C8 - C9
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 20

C10 - C11
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 21

C11

Test D: P1567 - NGSC Driver Fault

D1 - D2
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 22

D2 - D3
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 23

D4 - D5
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 24

D5 - D7
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 25

D8 - D10
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 26

D10 - D12
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 27

D12

Test E: P1568 - NGSC Servo Self-Failure

E1 - E2
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 28

E2 - E3
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 29

E4 - E5
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 30

E5 - E6
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 31

E6 - E8
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 32

E8 - E9

Test F: P1572, DTC P0703 - Brake On/Off Failure


2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 33

F1 - F3
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 34

F3 - F5
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 35

F5 - F6

Test G: Speed Control Is Inoperative - No DTCs


2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 36

G1 - G2
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 37

G3 - G5
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 38

G6 - G7
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 39

G7 - G8
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 40

G9 - G10
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 41

G11 - G12

Test H: Speed Control Indicator Lamp Is Always On

H1
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 42

H1 - H2
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 43

H2 - H3
2002 Ford Truck Explorer 4WD V6-4.0L VIN E Copyright © 2008, ALLDATA 9.90 Page 44

Symptom Chart

Special Tool(s)