19336922-1FESARM-1994 Ford Explorer Service and Repair Manual

1991-1994 Ford Explorer
Service & Repair Manual

AUTOMATIC TRANSMISSIONS
A4LD Electronic Controls
APPLICATION
A4LD APPLICATIONS
Model Axle/Engine Equipment Type
1988
Aerostar 2WD/3.0L Optional
Bronco II 4WD/2.9L Standard
Mustang 2WD/2.3L Optional
Ranger 2WD & 4WD/2.9L Optional
Thunderbird 2WD/2.3L Optional
Scorpio 2WD/2.9L Standard
1989-90
Aerostar 2WD/4.0L (1) Optional
Aerostar AWD/4.0L Standard

Bronco II 2WD & 4WD/2.9L Standard
Ranger 2WD/2.3L Optional
Scorpio 2WD/2.9L Standard
1991-92
Aerostar 2WD/4.0L (1) Optional
Aerostar AWD/4.0L Standard

Explorer 2WD & 4WD/4.0L Optional
Mazda Navajo 2WD & 4WD/4.0L Optional
(1) Extended length model only.
DESCRIPTION & OPERATION

The center of the EEC-IV system is the Electronic Control Assembly (ECA). The ECA receives information
from various sensors and switches. Based on information received, the ECA generates output signals to control
engine and transmission operation. The EEC-IV system controls 3 major areas of engine operation: air/fuel
mixture, ignition and emission control. In addition, the system controls A/C compressor clutch operation, idle
speed, transmission converter clutch and 3-4 shift solenoids. The system has self-diagnostic capabilities.
The engine control system consists of the ECA, sensors, switches and solenoids. In order for the ECA to
perform properly, it must be kept constantly informed of engine operating conditions. It is the task of the engine
sensors to supply the ECA, via electrical signals, with specific information required to determine engine
operating conditions. The ECA will then send out electrical signals to control air/fuel ratio, emission controls,
idle speed, ignition timing, and transmission solenoids.
Perform all possible test steps under TROUBLE SHOOTING in the AUTO TRANS OVERHAUL - FORD
A4LD article. If referred here by trouble shooting charts or testing procedure, proceed with self-diagnostics.
CIRCUIT TEST TC under CIRCUIT TEST may also be used to help bench test and diagnose solenoids.
Transmission fault codes are only output in the KOEO Self-Test.
NOTE: Only 2 transmission fault codes are used for this transmission. Additional fault
codes may be output during QUICK TEST procedure. These fault codes may
pertain to engine performance and must be repaired first, as engine
performance will greatly affect transmission operation. For information and
testing procedures of engine related components, see appropriate TESTS
W/CODES - EEC-IV article in the ENGINE PERFORMANCE section.
SELF-DIAGNOSTIC SYSTEM
DIAGNOSTIC FORMATS
QUICK TEST and CIRCUIT TEST are diagnostic formats used to test and service EEC-IV system. QUICK
TEST allows technician to identify problems and retrieve service codes. CIRCUIT TEST check circuits, sensors
and actuators.
Before starting any circuit test, follow all steps under QUICK TEST to find correct circuit test. If vehicle passes
QUICK TEST and no driveability symptoms or intermittent faults exist, EEC-IV system is okay.
SERVICE CODES
During QUICK TEST, 3 types of service codes are retrieved: KOEO, KOER and Continuous Memory codes.
See QUICK TEST for self-test procedures. Codes may be cleared from ECA memory after they have been
recorded or repaired. See CLEARING CODES .
KOEO & KOER Codes (Hard Faults)
These codes indicate faults are present at time of testing. A hard fault may cause CHECK ENGINE or
MALFUNCTION INDICATOR LIGHT (MIL) to glow and remain on until fault is repaired. If KOEO or
KOER codes are retrieved during KOEO SELF-TEST or KOER SELF-TEST, use SERVICE CODE
REFERENCE CHART to find correct testing and repair procedures.
Continuous Memory Codes (Soft Faults)
These codes indicate a fault that may or may not be present at time of testing. These codes are used to diagnose
intermittent problems. Continuous Memory Codes are retrieved during KOEO SELF-TEST. Some codes may
turn on MIL or CHECK ENGINE light. Corresponding soft trouble code will be retained in ECA memory. If
fault does not reoccur within 40 warm-up cycles (80 cycles on some models), ECA will automatically clear
code. Technician may clear service codes from memory. See CLEARING CODES . Intermittent faults may be
caused by a sensor, connector or wiring-related problem.
CAUTION: Continuous Memory Codes should be recorded when retrieved during

KOEO SELF-TEST. These codes may be used to identify intermittent
problems that exist after all KOEO and KOER codes have been repaired
and a Code 11 or 111 (pass code) has been obtained. Failure to follow this
procedure may result in unnecessary testing. Some Continuous Memory
Codes faults may not be valid after KOEO and KOER codes are repaired.
RETRIEVING CODES
Service codes are retrieved from EEC-IV system through self-test connector. Various methods and test
equipment may be used to access these codes:
 Analog Volt-Ohmmeter (VOM)

 Scan tester
 In-Dash Malfunction Indicator Light (MIL) or CHECK ENGINE light
SELF-TEST CONNECTOR LOCATIONS

Application Location
Aerostar On Left Front Fender Panel, Near Starter
Relay
Explorer Right Rear Of Engine Compartment
Mustang Left Shock Tower, Near Ignition Coil
Ranger
4.0L Right Rear Of Engine Compartment
All Others Behind Engine Compartment Fuse/Relay
Block
READING CODES
KOEO & KOER SELF-TEST Codes
All service codes are 2 or 3-digit numbers. Some vehicles may output a 2 or 3 digit code for the same fault. See
SERVICE CODE REFERENCE CHART. ECA outputs codes one digit at a time. These codes indicate current
faults in system and should be serviced in order of appearance. Codes are shown as voltage pulses (needle
sweeps) on an analog Volt/Ohmmeter (VOM). See Fig. 1 .
If using VOM, pay careful attention to length of pauses in order to read codes correctly. A 1/2-second pause
occurs between number of sweeps in a digit and a 2-second pause occurs between digits in a code. A 4-second
pause occurs between each code. KOEO codes are separated from Continuous Memory codes by a 6-second
delay, a single 1/2-second sweep (Separator) and another 6-second delay. Record codes in order received.
Scan tester, if used, will count pulses and display them as a digital code. STAR Series Tester will add a zero (0)
to single-digit Separator Code (10) and Dynamic Response Code (10). Dynamic Response Code is displayed in
KOER SELF-TEST. See Fig. 1 . If using CHECK ENGINE light, service codes are displayed as flashes.
Separator Pulse
Single 1/2-second separator pulse is issued 6-9 seconds after last KOEO code. Continuous Memory Codes (soft
faults) are then displayed 6-9 seconds after 1/2-second separator pulse. Some digital test equipment may display
separator code as "10" instead of "1".
Pass Codes
A Code 11 or 111 indicates no service codes were recorded in that portion of test; system passes that portion of
test. If Code 11 or 111 is not retrieved in KOEO SELF-TEST, codes retrieved during KOER SELF-TEST may
not be valid. Code 11 or 111 (pass code) must be obtained in KOEO SELF-TEST. A Code 11-1-11 or 111-1-
111 output during KOEO SELF-TEST indicates no KOEO code or Continuous Memory Code was recorded.
Separator code may appear as "10" instead of "1" on some test equipment.
Continuous Memory Codes
These codes result from information stored by ECA during continuous self-test monitoring. Codes are displayed
after separator pulse code in KOEO SELF-TEST. Use these codes for diagnosis only when KOEO SELF-TEST
and KOER SELF-TEST result in Code 11 or 111 (pass code) and all steps under QUICK TEST are successfully
completed. (A few codes are exceptions which may be checked after KOEO codes have been repaired). These
codes indicate faults recorded within last 40 engine starts (80 engine starts on some models). Fault may or may
not be currently present.
Fast Codes
At start of KOEO SELF-TEST and after Wide Open Throttle (WOT) request in KOER SELF-TEST, ECA
outputs short bursts of information, known as FAST CODES, which were used by manufacturer during
assembly. With most equipment, these code bursts are not visible; an entire code sequence lasts less than 1/2
second. If this fluctuation is visible on test equipment, ignore it.
Fig. 1: Reading Service Codes (2-Digit Codes Shown; 3-Digit Codes Are Similar)
Courtesy of FORD MOTOR CO.
CLEARING CODES
To clear codes from ECA memory, start KOEO SELF-TEST. When service codes appear on test equipment or
CHECK ENGINE light, disconnect jumper wire from Self-Test Input (STI) connector. If using STAR Series
Tester, unlatch center button. This procedure erases Continuous Memory Codes from ECA memory. If problem
has not been corrected or fault is still present, hard code will immediately be reset in ECA memory.
CAUTION: DO NOT disconnect vehicle battery to clear codes. This will erase stored
operating information from Keep-Alive Memory (KAM). To clear KAM,
disconnect negative battery terminal for at least 5 minutes.
WARNING: When battery is disconnected, vehicle computer and memory systems

may lose memory data. Driveability problems may exist until computer
systems have completed a relearn cycle. See appropriate COMPUTER
RELEARN PROCEDURES in the APPLICATIONS & IDENTIFICATION
before disconnecting battery.
 For 1986-90 Aerostar, see COMPUTER RELEARN PROCEDURES .

 For 1991-92 Aerostar, see COMPUTER RELEARN PROCEDURES .
 For 1985-90 Bronco II, see COMPUTER RELEARN PROCEDURES .
 For 1991-92 Explorer, see COMPUTER RELEARN PROCEDURES .
 For 1987-90 Mustang, see COMPUTER RELEARN PROCEDURES .
 For 1991-92 Mustang, see COMPUTER RELEARN PROCEDURES .
 For 1985-90 Ranger, see COMPUTER RELEARN PROCEDURES .
 For 1991-92 Ranger, see COMPUTER RELEARN PROCEDURES .
 For 1987-88 Thunderbird, see COMPUTER RELEARN
PROCEDURES .
QUICK TEST
TEST
Description
Following procedures are functional tests of EEC-IV system. See Fig. 3 . The following 5 basic test steps must
be carefully followed in sequence, otherwise misdiagnosis or replacement of non-faulty components may result:
 Visual Check And Vehicle Preparation

 Equipment Hookup
 KOEO (Key On Engine Off) SELF-TEST
 Computed Timing Check
 KOER (Key On Engine Running) SELF-TEST
After each service or repair procedure has been completed, repeat QUICK TEST procedure to ensure all EEC-
IV systems work properly and service codes are no longer present.
VISUAL CHECK & EQUIPMENT HOOKUP
Complete a basic inspection of engine compartment and all components before proceeding to self-diagnostic
tests. Ensure vacuum hoses and EEC-IV wiring harnesses are properly connected.
Apply parking brake, and place shift lever in "P" position. Block drive wheels. Turn off all electrical loads.
Connect appropriate test equipment to vehicle as follows:
Analog Volt-Ohmmeter (VOM)
1. Turn ignition switch to OFF position. Set VOM at 0-15V DC range. Connect positive lead of VOM to
positive battery terminal.
2. Connect negative VOM lead to Self-Test Output (STO) terminal of self-test connector. See Fig. 2 .
Connect timing light, and go to KOEO SELF-TEST . Activate KOEO SELF-TEST by connecting
jumper wire from Self-Test Input (STI) pigtail to signal return terminal of self-test connector with
ignition on.
Scan Tester
Follow manufacturer's instructions to hook up equipment and record service codes.
STAR Series Tester
Turn ignition switch to OFF position. Connect color-coded adapter cable leads to diagnostic tester. Connect 2
service connectors of adapter cable to vehicle self-test connector and STI pigtail connector. Connect timing
light. Go to KOEO SELF-TEST .
Fig. 2: Connecting Self-Test Connector Equipment
KOEO SELF-TEST
Ensure engine is at normal operating temperature. If engine does not start (or stalls after starting), continue
KOEO SELF-TEST. DO NOT depress throttle on gasoline engines. Turn ignition off. Wait 10 seconds. Ensure
test equipment is properly attached. Turn ignition on (engine off). Record all KOEO and Continuous Memory
Codes.
If a Code 11 or 111 (pass code) is not retrieved in KOEO portion of test, service KOEO codes at this time.
Service any engine codes recorded before servicing transmission codes (codes No. 86, 89, 566 and 629). If ECA
will not output codes, see TESTS W/CODES - EEC-IV article in ENGINE PERFORMANCE section. If service
codes are retrieved, observe the following procedures:
 If CHECK ENGINE or SERVICE ENGINE SOON light is on, service codes in order retrieved.
 On vehicles equipped with DIS and EDIS ignition systems, see SYSTEM/COMPONENT TESTS article
in ENGINE PERFORMANCE if Continuous Memory Code 45, 46, 48, 215, 216, 217, 232 or 238 is
retrieved during KOEO SELF-TEST. Repair ignition system as necessary.
 If vehicle has a no-start condition, go to CIRCUIT TESTS in appropriate TESTS W/CODES - EEC-IV
article in ENGINE PERFORMANCE.
 If vehicle displays a Code 11 or 111 (pass code) and does not have any of symptoms described in
previous steps, go to COMPUTED TIMING CHECK .
COMPUTED TIMING CHECK
Turn ignition off, and wait 10 seconds. Using jumper wire or test equipment, activate KOER SELF-TEST . If
engine starts and stalls (or stalls during self-test), go to CIRCUIT TEST S (System Test) in appropriate TESTS
W/CODES - EEC-IV article in ENGINE PERFORMANCE. Start engine, and check for following:
 If Code 98 or 998 is displayed, EEC-IV system is operating in Failure Mode Effects Management
(FMEM). Vehicle cannot be diagnosed in KOER SELF-TEST; rerun KOEO SELF-TEST .
 Check computed timing after last service code has been displayed. Timing will remain fixed for 2
minutes after last code has been retrieved unless self-test is deactivated.
 Computed timing, at crankshaft, should equal base timing (see vehicle emission decal) plus 20 degrees
BTDC. This timing may vary 3 degrees (+/-). If computed timing is within specification, perform KOER
SELF-TEST . If timing is not within specification, go to step 2) of CIRCUIT TEST PA (TFI), PB (DIS)
or PC (EDIS). See TESTS W/CODES - EEC-IV article in the ENGINE PERFORMANCE section.
KOER SELF-TEST
Diagnostic Aids
DO NOT enter this test sequence until a Code 11 or 111 (pass code) has been retrieved in KOEO SELF-TEST.
If system has not passed KOEO SELF-TEST, codes recorded in KOER SELF-TEST may not be valid.
Deactivate self-test by removing and reconnecting jumper wire or by procedure specified by test equipment in
use. Start engine, and run it for 2 minutes at 2000 RPM to warm Heated Exhaust Gas Oxygen (HEGO) sensor.
Turn engine off, and wait 10 seconds. Activate KOER SELF-TEST using a jumper wire or appropriate
procedure for test equipment used. Start engine. Record all service codes displayed. Check following items:
 If engine starts and stalls (or stalls during self-test), go to CIRCUIT TEST S. See TESTS W/CODES -
EEC-IV article in ENGINE PERFORMANCE.
 If Code 98 or 998 is displayed, EEC-IV system is operating in Failure Management Effects Mode
(FMEM) and vehicle has not passed KOEO SELF-TEST. Vehicle cannot be diagnosed while in FMEM
mode. See Code 98 or 998 in SERVICE CODE REFERENCE CHARTS of TESTS W/CODES - EEC-IV
article in ENGINE PERFORMANCE.
 If vehicle is equipped with a Brake On-Off (BOO) switch, brake pedal must be depressed and released
after ID code portion of test.
 On vehicles with Power Steering Pressure Switch (PSPS), turn steering wheel at least 1/2 turn and release
within 1-2 seconds after ID code portion of test.
 If Dynamic Response Code appears, perform a brief Wide Open Throttle (WOT). DO NOT perform
WOT unless requested.
 If a Code 11 or 111 (pass code) is retrieved during KOER SELF-TEST, service Continuous Memory
Codes retrieved in KOEO SELF-TEST. See TESTS W/CODES - EEC-IV article in ENGINE
PERFORMANCE.
 If a Code 11 or 111 (pass code) is retrieved during Continuous Memory Code portion of KOEO SELF-
TEST (Code 11-1-11 or Code 111-1-111) and no driveability problem exists, EEC-IV testing is complete.
If driveability problems are still present, go to TROUBLE SHOOTING in AUTO TRANS OVERHAUL
- FORD A4LD article.
 If KOER codes are present, see SERVICE CODE REFERENCE CHART. If system will not output
codes, go to CIRCUIT TEST QA. See TEST W/CODES - EEC-IV article inENGINE PERFORMANCE.
CONTINUOUS MONITOR MODE (WIGGLE TEST)
Continuous Monitor Mode allows technician to attempt to recreate an intermittent fault while monitoring
system. This mode, also called wiggle test, may be used in both KOEO SELF-TEST and KOER SELF-TEST.
Circuit tests specify use of this procedure to identify intermittent faults in specific circuits or components.
KOEO Wiggle Test Procedure
Connect test equipment. See Fig. 2 . Turn ignition on, and activate self-test using jumper lead or diagnostic
tester. Wait 10 seconds, and then deactivate and reactivate self-test. Wiggle test mode is now activated. Tap,
move and wiggle suspect sensor and/or harness area. If a fault is detected, a service code may be stored in
memory and indicated at diagnostic tester or scan tester. Retrieve code, and perform appropriate test. See
SERVICE CODE REFERENCE CHART .
KOER Wiggle Test Procedure
Connect test equipment. See Fig. 2 . Turn ignition off, and wait 10 seconds. Start engine. Activate self-test
using jumper lead or diagnostic tester. Wait 10 seconds, and then deactivate and reactivate self-test. DO NOT
turn engine off. KOER wiggle test mode is now activated. Tap, move and wiggle suspect sensor and/or harness
area. If a fault is detected, a service code may be stored in memory and indicated at diagnostic tester or scan
tester. Retrieve code, and perform appropriate test. See SERVICE CODE REFERENCE CHART .
ADDITIONAL SYSTEM FUNCTIONS

Additional diagnostic system features are available to help diagnose driveability problems and service EEC-IV
systems.
FUNCTIONS
CHECK ENGINE Light & Malfunction Indicator Light (MIL)
CHECK ENGINE light and MIL are intended to alert driver of certain malfunctions in EEC-IV system.
Light may also be used to retrieve service codes stored in ECA. When hooked up for KOEO SELF-TEST or
KOER SELF-TEST, light will display all codes which turn on light during vehicle operation, not just
Continuous Memory Codes.
If light comes on during vehicle operation, vehicle should be inspected as soon as possible. Immediately turning
off engine is not necessary; vehicle can be driven with light on.
If light comes on and then goes off during vehicle operation, code causing light to glow will be stored in ECA
memory as a Continuous Memory Code.
Light should come on when ignition is turned on and go out when engine is started. If hard fault codes are not
present, ECA turns out light when it receives a Profile Ignition Pick-Up (PIP) signal. If light does not come on,
see SYMPTOMS in appropriate TESTS W/O CODES article in ENGINE PERFORMANCE.
Output State Check
Output State Check is used as an aid in servicing output actuators and solenoids associated with EEC-IV
system. It allows technicians to energize and de-energize most system output actuators on command. This mode
is entered from KOEO SELF-TEST after all codes have been retrieved. Leave KOEO SELF-TEST activated,
and depress throttle to initiate test sequence. Each time throttle is depressed and released, output actuators will
change state (from on to off or off to on).
Failure Mode Effects Management (FMEM), Code 98 Or 998
FMEM mode allows system operation when sensors fail or transmit signals that are out of normal operating
range. During FMEM mode, ECA substitutes a mid-range signal for defective sensor while continuing to
monitor sensor. If faulty sensor's signals return to normal operating range, ECA will use those signals. A Code
98 or 998 will be displayed when FMEM mode is in effect.
Hardware Limited Operational Strategy (HLOS)
If a number of system or sensor failures are present and ECA is not receiving enough information to operate,
ECA will switch to HLOS mode. ECA will output fixed values to allow operation of vehicle. Driveability
concerns will be present. ECA will not output service codes in this mode.
Cylinder Balance Test
This test helps identify a weak or non-contributing cylinder in engines with sequential PFI fuel systems. ECA
shuts off fuel supply to each injector and measures RPM drop. It computes variation between cylinders and
identifies weak ones. This test mode is entered from KOER SELF-TEST after all codes have been displayed.
Within 2 minutes after codes have been displayed, lightly depress throttle (a 2-3 degree throttle angle is
required, not a wide open throttle). After a brief stabilizing period, ECA will activate test procedure. Test will
be repeated if throttle is depressed within 2 minutes of final code output. During second and third test
sequences, percentage of allowable variation between cylinders is reduced. Service codes displayed during this
test identify weak or non-contributing cylinder. See CYLINDER BALANCE TEST SERVICE CODES table.
If Code 90 is displayed during this test, system has passed test. If Code 77 is displayed, repeat cylinder balance
test. If throttle is moved during this test, Code 77 will appear, indicating test is not completed. Total test time is
about 3 minutes.
CYLINDER BALANCE TEST SERVICE CODES

Service Code Application
90 Pass
10 Cylinder No. 1
20 Cylinder No. 2
30 Cylinder No. 3
40 Cylinder No. 4
50 Cylinder No. 5
60 Cylinder No. 6
70 Cylinder No. 7
80 Cylinder No. 8
77 Retest
SUMMARY
If no service codes (or pass code 11-1-11 or 111-1-111) is present but driveability problem still exists, return to
TROUBLE SHOOTING in AUTO TRANS OVERHAUL - FORD A4LD article.
SERVICE CODE REFERENCE CHART

A4LD SERVICE CODE REFERENCE CHART
Code Circuit Test Component
86 or 566 TC 3/4 Shift Solenoid
89 or 629 TC CCO Solenoid
CIRCUIT TEST
NOTE: A breakout box, connected to vehicle harness at ECA, is necessary to perform

most circuit tests. References to Test Pin No. found in CIRCUIT TEST steps
refer to test terminals on manufacturer breakout box. Circuit diagrams in tests
identify circuit and wire colors.
HOW TO USE CIRCUIT TEST
1. Ensure all non-EEC-IV related faults found while performing TROUBLE SHOOTING in AUTO
TRANS OVERHAUL - FORD A4LD article have been corrected. DO NOT perform any CIRCUIT
TEST unless specifically instructed by a QUICK TEST procedure. Follow each test step in order until
fault is found. DO NOT replace any part unless directed to do so. When more than one code is retrieved,
start with first code displayed.
2. CIRCUIT TEST ensures electrical circuits are okay before sensors or other components are replaced.
Always test circuits for continuity between sensor and ECA. Test all circuits for short to power, opens or
short to ground. Voltage Reference (VREF) and Voltage Power (VPWR) circuits should be tested with
KOEO or as specified in CIRCUIT TEST.
3. DO NOT measure voltage or resistance at ECA. DO NOT connect any test light unless specified in
testing procedure. All measurements are made by probing rear of connector. Isolate both ends of a circuit
and turn ignition off when checking for shorts or continuity, unless instructed otherwise.
4. Disconnect solenoids and switches from harness before measuring continuity and resistance or applying
voltage. After each repair, check all component connections and repeat QUICK TEST .
5. An open circuit is defined as a resistance reading of greater than 5 ohms. This specification tolerance may
be too high for some items in EEC-IV system. If resistance approaches 5 ohms, always clean suspect
connector and coat it with protective dielectric silicone grease. A short is defined as a resistance reading
of less than 10 k/ohms to ground, unless stated otherwise in CIRCUIT TEST.
Diagnostic Aids
Fuel-contaminated engine oil may set some codes and effect engine performance. If oil is suspect, remove PCV
valve from valve cover and repeat QUICK TEST . If problem is corrected, change engine oil.
Vacuum leaks in non-EEC-IV related areas may cause Code 41 or 91 to be displayed. Check vacuum motors,
engine seals, EGR system, PCV system, Canister Purge (CANP), HEGO sensor and between airflow meter and
throttle body for unmetered air leaks. Code 42 or 92 may be caused by fuel-contaminated engine oil, ignition
misfire, or EGR system or CANP problems.
CIRCUIT TEST TC (TRANSMISSION SOLENOID TEST)
Diagnostic Aids
Perform this test only when directed by QUICK TEST. To prevent replacing good components, be aware
following non-EEC-IV areas may be at fault:
 Engine base condition (cam timing, valves rings, etc.).

 Brakes.
 Transmission fluid, friction elements and cooling.
This test is not intended to diagnose transmission. This test is intended to diagnose:
 Wiring harness circuits CCO, SS 3/4, and VPWR.

 Faulty ECA.
NOTE: Test Pin numbers in wiring diagram used for Breakout Box (BOB) diagnosis are
identical to pin numbers for EEC-IV Electronic Control Assembly (ECA)
connector.
CIRCUIT TEST TC ACRONYMS

Acronym Definition
CCO Converter Clutch Overdrive
SS 3/4 Shift Solenoid
A4LD SERVICE CODE IDENTIFICATION

Application ECA Pin No. KOEO Code
CCO 14 Or 53 89/629
SS 3/4 51 Or 52 86/566
1) Output State Check Code 629 indicates shift solenoid did not respond to ECA command. Possible
causes for these faults are:
 Circuit open or grounded.
 Faulty ECA.
To enter Output State Check, use only VOM or DVOM. DO NOT use scan tester. Turn ignition off.
Disconnect cruise control servo wiring harness connector. Connect DVOM negative lead to STO terminal
at self-test connector. Connect positive lead to positive battery terminal. Install a jumper wire between
SIG RTN terminal at self-test connector and STI terminal. See Fig. 3 . Perform KOEO SELF-TEST
until continuous memory test is complete. DVOM will read less than 1.0 volt when test is complete to
indicate ECA has entered Output State Check. Depress and release throttle. If voltage increases, remain in
Output State Check and go to step 2). If voltage does not increase, depress throttle to WOT and release. If
STO voltage goes high, go to step 2). If STO voltage does not go high, leave test equipment connected
and check throttle linkage for sticking or binding. Repair or lubricate linkage as necessary. If throttle
linkage is okay, replace Throttle Position (TP) sensor and rerun QUICK TEST procedure.
Fig. 3: Identifying A4LD Transmission Connector

2) Check Solenoid Electrical Condition Turn ignition off. Disconnect transmission wiring harness
connector. Inspect terminals, and repair if damaged. Connect VOM or DVOM positive test lead to
solenoid VPWR connector. Connect negative test lead to appropriate solenoid terminal at transmission
wiring harness connector. Cycle solenoid output on and off by depressing and releasing throttle 3-5 times.
If voltage output changes 0.5 volt or more, fault is in transmission. If voltage output does not change 0.5
volt or more, go to next step.
3) Check Continuity Between Solenoid & VPWR Circuits Turn ignition off. Leave transmission
wiring harness disconnected. Disconnect 60-pin ECA connector. Inspect terminals, and repair if damaged.
Install Breakout Box (BOB), leaving ECA disconnected. Measure resistance between ECA output signal
terminal at ECA wiring harness connector and output signal terminal at transmission wiring harness
connector. Measure resistance between breakout box test pins No. 37 and 57 and VPWR terminal at
transmission wiring harness connector. If either resistance is less than 5 ohms, repair open circuit and
repeat QUICK TEST . If both resistances are 5 ohms or more, go to next step.
4) Check Solenoid Circuit For Short To Power Or Ground Turn ignition off. Leave ECA
disconnected from breakout box. Leave transmission wiring harness disconnected. Measure resistance
between ECA output signal test pin and test pins No. 37 and 57 at breakout box. Measure resistance
between ECA output signal test pin and pins No. 40, 46 and 60 at breakout box. Measure resistance
between ECA output signal test pin and chassis ground. If either resistance is less than 10 k/ohms, repair
short circuit and repeat QUICK TEST . If all resistances are 10 k/ohms or more, replace ECA and repeat
QUICK TEST.
NOTE: A break in step numbering sequence occurs at this point. Procedure skips
from step 4) to step 10). No test procedures have been omitted.
10) Check VPWR To Solenoid Code 86/566 or 89/629 indicates shift solenoid did not respond to ECA
command. Possible causes for these faults are:
 Faulty solenoid.
 Faulty ECA.
Turn ignition off. Disconnect transmission wiring harness connector. Turn ignition on. Measure resistance
between VPWR and EPC PWR terminal at transmission wiring harness connector and chassis ground. If
voltage is less than 10.5 volts, repair open circuit and repeat QUICK TEST . If voltage is 10.5 volts or more,
go to next step.
11) Check Solenoid Resistance Turn ignition off. Leave transmission wiring harness connector disconnected.
Measure resistance between VPWR and suspect solenoid terminal at transmission wiring harness connector. If
resistance is not 26-40 ohms, replace solenoid. If resistance is 26-40 ohms, go to next step.
12) Check Solenoid Signal & VPWR Circuit Continuity Turn ignition off. Disconnect 60-pin ECA
connector. Inspect terminals, and repair if damaged. Install BOB, leaving ECA disconnected. Measure
resistance between breakout box test pins No. 37 and 57 and VPWR terminal at transmission wiring harness
connector. Measure resistance between CCO or SS 3/4 test pin at breakout box and solenoid terminal at
transmission wiring harness connector. If resistance is 5 ohms or more, repair open circuit and repeat QUICK
TEST . If resistance is more than 5 ohms, go to next step.
13) Check Circuit For Short To Power Or Ground Turn ignition off. Leave ECA disconnected from
breakout box. Leave transmission wiring harness connector disconnected. Measure resistance between test pin
No. 52 or 53 and pins No. 37 and 57 at breakout box. Measure resistance between test pin No. 52 or 53 and pins
No. 40, 46 and 60 at breakout box. If either resistance is less than 10 k/ohms, repair short circuit and repeat
QUICK TEST . If all resistances are 10 k/ohms or more, replace ECA and repeat QUICK TEST.
AUTOMATIC TRANSMISSIONS
Ford A4LD Overhaul
APPLICATION
A4LD APPLICATION
Model Axle/Engine Equipment Type
1985
Bronco II 4WD/2.9L Optional
2WD & 4WD/2.8L Optional
1986
2WD/2.8L Optional
2WD/3.0L Optional
Bronco II 2WD & 4WD/2.9L Optional
1987
2WD/3.0L Optional
Bronco II AWD & 4WD/2.9L Optional
Merkur Scorpio 2WD/2.9L Standard
1988
Bronco II AWD & 4WD/2.9L Optional
Merkur Scorpio 2WD/2.9L Standard
1989-90
2WD/4.0L (1) Optional
AWD/4.0L Standard
Bronco II 2WD & 4WD/2.9L Optional
Merkur Scorpio 2WD/2.9L (2) Standard
1991-92
2WD/4.0L (1) Optional
AWD/4.0L Standard
Explorer 2WD & 4WD/4.0L Optional
4WD/2.9L Optional
2WD/3.0L Optional
(1) Extended length model only.
(2) 1989 Only
IDENTIFICATION
The A4LD 4-speed automatic transmission can be identified by the Safety Standard Certification label. Label is
located on driver's door lock pillar. Transmission code on label is under TRANS designation. The code for
automatic 4-speed transmission is "T".
NOTE: Ford Motor Co. uses the code "T" in certification label for both AOD and A4LD
transmissions.
Automatic transmissions are also equipped with service identification tags. See Fig. 1. Tag is attached to lower
left side extension housing bolt. Top line of tag shows transmission model number and line shift code. Bottom
line on tag shows build date code.
Fig. 1: Service Identification Tag
DESCRIPTION
The A4LD is a 4-speed automatic overdrive transmission with lock-up type torque converter. Transmission
consists of torque converter, planetary gear train, 3 multiple disc clutch packs, 3 bands, 2 one-way clutches and
a hydraulic control system.
The on-board EEC-IV system controls operation of a converter clutch solenoid to engage or disengage a
piston/plate clutch located in the torque converter. Piston/plate clutch locks and unlocks torque converter to
provide "solid drive" function when appropriate.
The EEC-IV system also controls operation of a shift solenoid for 3rd-4th gear upshift and downshifts with 4th
gear acting as overdrive. Overdrive (4th gear) is engaged or disengaged as necessary to provide for fuel
economy, and torque or acceleration conditions.
Manual selection of gears is also provided. Park, Neutral and Reverse function is the same as all other Ford
automatic transmissions. If 1st gear is manually selected at speeds above 30 MPH (48 km/h), transmission will
downshift to 2nd gear, followed by downshift to 1st gear when speed decreases to 30 MPH (48 km/h). If 2nd
gear is manually selected, transmission will remain in 2nd gear regardless of vehicle speed. This is useful for
start-up on slippery surfaces or for engine braking on downgrades.
LUBRICATION & ADJUSTMENTS
See appropriate TRANSMISSION SERVICING - A/T article in TRANSMISSION SERVICING.
ON-VEHICLE SERVICE
VALVE BODY
NOTE: Note length and position of valve body bolts for reassembly reference. See Fig.
2.
Removal
1. Raise and support vehicle. Loosen oil pan bolts and drain fluid. Remove oil pan, filter screen and "O"
rings. Remove low-reverse servo cover, piston, spring and gasket. See LOW-REVERSE SERVO under
ON-VEHICLE SERVICE. Disconnect 2 wires at converter clutch solenoid and 2 wires at 3-4 shift
solenoid. See Fig. 2.
NOTE: Note location of 3-4 shift solenoid inner and outer retainers for reassembly
reference.
2. Hold valve body in position and remove control valve body bolts. Remove detent spring from location
"A". See Fig. 2. Carefully ease valve body from case while unlocking and detaching selector lever
connecting rod ("Z" link). Clean and inspect valve body thoroughly. See CLEANING & INSPECTION.
Installation
1. Attach and lock selector lever connecting rod ("Z" link) to manual valve. Using care not to deform "Z"
link, ease valve body into case.
2. Install "A" and "B" bolts finger tight, to locate valve body into case. See Fig. 2. Install remaining bolts
finger tight, except filter screen bolt and 3-4 shift solenoid bolts. Ensure proper bolts are installed in their
correct location.
3. Tighten valve body bolts, starting from center bolts and working to outer edges. See TORQUE
SPECIFICATIONS. Remove bolt "A" and install detent spring to bolt. Reinstall bolt "A"and tighten to
specification.
4. Install low reverse servo cover, piston, spring and gasket. Connect solenoid wires.
5. Clean filter screen with solvent and install filter screen and "O" rings. Using a new gasket, install gasket
and oil pan. Tighten oil pan bolts to specifications.
6. Add 3 Qts. (2.8L) of transmission fluid and start engine. Add fluid as necessary.
Fig. 2: Locating Control Valve Body Bolts
LOW-REVERSE SERVO
Removal & Installation
Remove transmission oil pan and filter screen with "O" rings. Remove low-reverse servo bolts. Remove servo
cover, gasket, piston and spring. See Fig. 3. To install, reverse removal procedure.
Fig. 3: Removing & Installing Low-Reverse Servo Assembly
EXTENSION HOUSING
Removal
1. Raise and support vehicle. Mark drive shaft rear yoke and pinion flange for reassembly reference.
Remove drive shaft. Disconnect speedometer cable from extension housing.
2. Support transmission with transmission jack. Remove rear support bolts. Raise transmission slightly and
remove rear support from extension housing. Loosen extension housing bolts and allow transmission fluid
to drain.
3. Remove bolts and slide extension housing off output shaft. See appropriate component under
CLEANING & INSPECTION.
Installation
1. Ensure parking pawl and spring are installed in housing correctly and are preloaded. Install new housing
gasket and position extension housing on case.
2. Ensure parking pawl actuating rod is seated in extension housing guide cup bore. Install and tighten bolts.
See TORQUE SPECIFICATIONS. To complete installation, reverse removal procedure.
EXTENSION HOUSING SEAL & BUSHING
Removal
1. Raise and support vehicle. Mark drive shaft rear yoke and pinion flange for reassembly reference.
Remove drive shaft.
2. Using Seal Remover (T71P-7657-A), remove extension housing oil seal. Using Bushing Remover (T77L-
7697-E), remove extension housing bushing. See appropriate component under CLEANING &
INSPECTION.
Installation
1. Using Bushing Installer (T77L-7697-F), install bushing. Using Seal Installer (T74P-77052A), install seal.
2. Apply multipurpose long-life lubricant to seal lip and drive shaft yoke. Align index marks and install
drive shaft. Add fluid as necessary
GOVERNOR
Removal
1. Raise and support vehicle. Remove extension housing. See EXTENSION HOUSING under ON-
VEHICLE SERVICE. Remove governor body-to-oil collector body bolts. See Fig. 4.
NOTE: Components are not retained once governor body bolts have been
removed. It is necessary to hold body and components together while
removing and installing governor.
2. Remove governor body from collector body. Remove governor valve, spring and weight from governor
body.
Installation
Reassemble governor body and components. Ensure correct spring is used for model application. Position
governor body over oil feed holes of oil collector body. Install bolts and tighten to specifications. See
TORQUE SPECIFICATIONS. To complete installation, reverse removal.
Fig. 4: Removing & Installing Governor Assembly
NEUTRAL SWITCH

systems have completed a relearn cycle. See COMPUTER RELEARN
PROCEDURES article in APPLICATIONS & IDENTIFICATION before
disconnecting battery.
Disconnect negative battery cable. Disconnect neutral switch wires from switch. Using Neutral Switch Socket
(T74P-77247-A), remove switch and "O" ring from transmission. To install, reverse removal procedure. Tighten
neutral switch to specification. See TORQUE SPECIFICATIONS.
VACUUM DIAPHRAGM
Remove heat shield (if equipped). Disconnect vacuum hose. Remove bolt and clamp. Remove vacuum
diaphragm and control rod from case. To install, reverse removal procedure. Tighten bolt to specification. See
TORQUE SPECIFICATIONS.
TROUBLE SHOOTING
PRELIMINARY CHECKS
NOTE: When TROUBLE SHOOTING symptom indicates computer/computer controlled

device failure, refer to appropriate AUTO TRANS DIAGNOSIS - FORD A4LD
article.
Accelerator Linkage
Ensure accelerator linkage is free from interference and returns to idle when released. Adjust accelerator linkage
or dashpot as necessary.
Computer Controls
Ensure all computer control systems are operating properly before diagnosing transmission shifting problems.
Refer to appropriate AUTO TRANS DIAGNOSIS - FORD A4LD article.
Downshift Linkage
1. Downshift linkage is self-adjusting. With ignition off, press accelerator pedal firmly to the floor, then
release.
2. If kickdown function is difficult or not possible, check for interference to throttle cable and/or kickdown
cable by floormat or pads.
3. Check for interference in engine compartment by hoses, wiring harnesses, etc. Adjust trim or engine
components as required.
Fluid Level
1. Vehicle must be on level surface. Bring vehicle to normal operating temperature. Move shift selector
through all positions, allowing enough time for each position to engage.
2. Securely engage shift lever in Park position. Vehicles with 4WD must have 4WD selector in any position
other than Neutral. Apply parking brake.
3. Check fluid with dipstick and add as necessary. If fluid is low, leakage is indicated. Locate and repair
source of leak.
Manual Shift Cable
When column or console position is selected, ensure transmission detent position corresponds exactly. Adjust
cable or indicator as necessary.
Vacuum Diaphragm
Remove hose from vacuum diaphragm. If transmission fluid is present on vacuum side of diaphragm unit,
replace diaphragm unit. For further tests of vacuum diaphragm and engine vacuum supply, see VACUUM
DIAPHRAGM UNIT TEST and ENGINE VACUUM SUPPLY TEST under TESTING.
Clutch & Band Application Chart
The clutch and band application chart can be used with or without Rotunda Automatic Transmission Tester
(014-00737) to assist the technician with trouble shooting. See Fig. 5.
Fig. 5: Cross Section of A4LD Transmission with Clutch & Band Application Chart
SYMPTOM CHARTS
NOTE: Many symptoms can be caused by improper fluid level or linkage adjustment or
damage. ALWAYS do preliminary checks before trouble shooting by symptom.
See Fig. 6-Fig. 16 for TROUBLE SHOOTING SYMPTOM CHARTS.
Fig. 6: A4LD Trouble Shooting Symptom Charts (1 of 11)

TESTING
After completing PRELIMINARY CHECKS, use initial road test to verify malfunction of transmission.
Ensure engine is operating properly.
SHIFT SPEED TEST

Road Test
This test will determine if electronics, governor and shift control valves are functioning properly. Converter
lock-up is difficult to detect. A vacuum gauge and tachometer should be used to determine lock-up speeds.
1. Check light throttle upshift with transmission in Overdrive (with approximately 10 in. Hg). Transmission
should start in 1st gear and shift automatically into and through each gear, then lock converter at
predetermined speeds. See appropriate SHIFT SPEEDS table.
2. Converter clutch lock-up only occurs after Overdrive gear is obtained. With transmission in "D", all
upshifts are automatic (except for overdrive). With transmission selector in 2nd gear, transmission will
only operate in 2nd gear.
3. When travelling over 45 MPH with transmission in 3rd gear, transmission should downshift into 2nd gear
when selector lever is manually shifted from "D" to 1st gear. This will determine if governor pressure and
shift control valves are functioning properly.
4. When traveling at approximately 45 MPH in Overdrive or "D" and transmission is manually shifted into
1st gear, transmission should shift into 2nd gear. When speed drops below 30 MPH, transmission will
downshift into 1st gear.
5. During coastdown from approximately 45 MPH with transmission in Overdrive and throttle closed, as
vehicle speed drops, downshift sequence is:
 Converter Electronically Unlocks (When Accelerator Pedal Is Released)

 Downshift From Overdrive-To-3rd
 Downshift From 3rd-To-2nd
 Downshift From 2nd-To-1st
In-Shop Test
The shift speed test can be performed in-shop to check shift valve operation, governor circuits, shift delay
pressures, throttle boost and downshift valve action.
CAUTION: DO NOT exceed 60 MPH speedometer reading.
1. Raise and support vehicle so that rear wheels are clear of floor. Disconnect and plug line to vacuum
diaphragm. Connect an adjustable vacuum source to vacuum diaphragm unit.
2. Start vehicle. Apply 18 in. Hg vacuum to vacuum diaphragm unit. Shift transmission into Overdrive
position. At minimum throttle position, allow transmission to shift through gears and into converter lock-
up.
3. Note shift speeds and compare against appropriate SHIFT SPEEDS table. If shift speeds are not within
specifications, proceed to GOVERNOR PRESSURE TEST to isolate problem.
4. If shift speeds are within specifications, the 1-2, 2-3, 3-4 and converter clutch shift valves and governor
are okay. Shift to Neutral position. Run engine at 1000 RPM for 15 seconds to cool transmission. Proceed
to next step.
5. Apply 1-2 in. Hg vacuum to vacuum diaphragm unit. Shift transmission into Overdrive position. Allow
transmission to shift from 1-2.
6. If shift speed is within specification, throttle boost and shift delay systems are functioning properly. Shift
to Neutral position. Run engine at 1000 RPM for 15 seconds to cool transmission. Proceed to next step.
7. Apply 1-2 in. Hg vacuum to vacuum diaphragm unit. Shift transmission into Overdrive position. Move
the kickdown linkage through detent into wide open throttle position. Allow transmission to shift from 1-
2. Shift speed should be higher than normal specification.
Shift Speed Vacuum Gauge Readings (Except Mustang)
All minimum throttle shift speeds should occur with 10-15 in. Hg reading. Part throttle 1-2 and 2-3 shift speeds
should occur with 1.5-2.0 in. Hg reading. All wide open throttle shift speeds and part throttle 3-2 shift speeds
should occur with 1 in. Hg reading. Overdrive 3-4 and 4-3 shifts at minimum throttle or part throttle are
electronically controlled.
SHIFT SPEEDS (3.0L AEROSTAR & RANGER W/3.73 AXLE RATIO)

Throttle Position & Drive Range Shift MPH
Idle (Closed Throttle)
OD, D 3-2 8-14
OD, D 2-1 6-11
Minimum Throttle
OD, D 1-2 9-15
OD, D 2-3 17-25
OD 3-4 35-43
Part Throttle
OD, D 1-2 26-32
OD, D 2-3 35-41
OD 3-2 26-32
Wide Open Throttle
OD, D 1-2 40-46
OD, D 2-3 65-71
OD, D 3-2 60-66
OD, D 3-1, 2-1 35-41
Manual Pull-Down (1st) 2-1 32-42
SHIFT SPEEDS (4.0L AEROSTAR W/3.73 AXLE RATIO)

OD, D 3-2 11-16
OD, D 2-1 6-11
Minimum Throttle
OD, D 1-2 11-15
OD, D 2-3 16-22
OD 3-4 37-44
Part Throttle
OD, D 1-2 23-28
OD, D 2-3 36-41
OD 3-2 29-34
Wide Open Throttle
OD, D 1-2 35-39
OD, D 2-3 59-64
OD, D 3-2 55-60
OD, D 3-1, 2-1 27-33
SHIFT SPEEDS (EXPLORER W/3.08 AXLE RATIO)

OD, D 3-2 14-18
OD, D 2-1 8-12
Minimum Throttle
OD, D 1-2 13-15
OD, D 2-3 19-24
OD 3-4 34-49
Part Throttle
OD, D 1-2 33-37
OD, D 2-3 48-52
OD 3-2 41-45
Wide Open Throttle
OD, D 1-2 40-44
OD, D 2-3 70-75
OD, D 3-2 65-70
OD, D 3-1, 2-1 32-38
SHIFT SPEEDS (2.3L RANGER W/3.73 AXLE RATIO)

OD, D 4-3 16-22
OD, D 3-2 9-15
OD, D 2-1 5-11
Minimum Throttle
OD, D 1-2 10-15
OD, D 2-3 15-24
OD 3-4 37-45
Part Throttle
OD, D 1-2 28-34
OD, D 2-3 39-45
OD 3-4 60-66
OD 4-3 51-57
OD 3-2 32-38
Wide Open Throttle
OD, D 1-2 33-39
OD, D 2-3 57-63
OD, D 3-2 53-59
OD, D 3-1, 2-1 27-33

OD, D 3-2 10-17
OD, D 2-1 9-13
Minimum Throttle
OD, D 1-2 11-17
OD, D 2-3 20-26
OD 3-4 37-47
Part Throttle
OD, D 1-2 32-38
OD, D 2-3 43-49
OD 3-4 82-90
OD 4-3 87-95
OD 3-2 36-42
Wide Open Throttle
OD, D 1-2 41-47
OD, D 2-3 67-73
OD, D 3-2 63-69
OD, D 3-1, 2-1 36-42

OD, D 3-2 13-19
OD, D 2-1 7-13
Minimum Throttle
OD, D 1-2 13-18
OD, D 2-3 19-27
OD 3-4 45-53
Part Throttle
OD, D 1-2 28-34
OD, D 2-3 43-49
OD 3-2 35-41
Wide Open Throttle
OD, D 1-2 42-47
OD, D 2-3 71-77
OD, D 3-2 66-72
OD, D 3-1, 2-1 33-39
Shift Speed Vacuum Gauge Readings (Mustang)
All closed throttle and minimum throttle shift speeds should occur with 10-15 in. Hg reading. Part throttle 4-3
and 3-2 shift speeds should occur with 1.0 in. Hg reading. Converter lock and unlock is hydraulically scheduled
but can be electronically overridden.
SHIFT SPEEDS (MUSTANG W/3.73 AXLE RATIO)

Closed Throttle
OD, D 3-2 9-15
OD, D 2-1 6-12
Minimum Throttle
OD, D 1-2 10-15
OD, D 2-3 14-21
OD 3-4 30-38
Part Throttle
OD, D 1-2 25-31
OD, D 2-3 36-42
OD 3-4 59-65
OD 4-3 47-53
OD, D 3-2 29-35
Wide Open Throttle
OD, D 1-2 32-38
OD, D 2-3 56-62
OD, D 3-2 51-57
OD, D 3-1, 2-1 27-33
CONVERTER CLUTCH TEST
NOTE: Ensure engine coolant temperature is above 128°F (53°C) and below 240°F (116°
C). Due to the difficulty of feeling converter clutch shift, a tachometer and/or
vacuum gauge must be connected to engine.
1. To check converter for engagement and disengagement, drive vehicle at approximately 50 MPH. While
maintaining this speed, lightly tap brake pedal. Engine RPM and vacuum should increase when clutch
disengages, with light brake pedal application.
2. Engine RPM will decrease when pedal is released and clutch engages. If converter clutch does not engage
or is engaged continuously, see AUTO TRANS DIAGNOSIS - FORD A4LD article.
VACUUM DIAPHRAGM UNIT TEST
1. Remove hose from vacuum diaphragm. If transmission fluid is present on vacuum side of diaphragm unit,
replace unit. Fluid indicates diaphragm in unit is defective.
NOTE: If replacing vacuum diaphragm unit, ensure correct replacement is used.

Diaphragm units may appear identical, but cannot be interchanged.
2. Attach a vacuum pump to diaphragm unit. Apply 18 in. Hg of vacuum. If gauge reading holds steady,
diaphragm unit is good. If gauge reading drops, diaphragm unit is defective and must be replaced.
3. Remove diaphragm unit from transmission. Apply 18 in. Hg of vacuum. Hold finger over end of unit
control rod. When hose is removed, diaphragm unit should push control rod out. Replace as necessary.
ENGINE VACUUM SUPPLY TEST
1. Disconnect vacuum line at diaphragm unit. Connect vacuum line to gauge. At idle, engine vacuum must
hold steady at an acceptable level for the altitude at which the vehicle is tested.
2. If vacuum reading is low, check for vacuum leaks in vacuum hoses and engine vacuum related
components (power brake booster, etc.).
3. If vacuum reading is okay, press the accelerator pedal quickly, then release. Vacuum reading should drop
rapidly then recover immediately when pedal is released.
4. If vacuum reading does not change or recover quickly, check supply line for restriction or incorrect
connection.
CONTROL PRESSURE TEST
Using Engine Vacuum
1. If vacuum diaphragm unit is working properly and linkage is adjusted correctly, all shifts should occur
within specified road speed limits. See appropriate SHIFT SPEEDS table. If not within specifications or
slipping occurs, check engine vacuum supply and vacuum operated units for possible defect.
2. Connect tachometer to engine. Connect vacuum gauge to manifold vacuum line, using "T" fitting at
diaphragm unit. Attach pressure gauge to control pressure take-off located on left side of transmission
case. See Fig. 17.
3. Apply parking brake firmly. Start engine and ensure idle RPM is correct. If engine idle cannot be brought
within limits, check throttle and downshift linkages for binding. Check for vacuum leaks in hoses, tubes
and all vacuum components such as power brake booster.
4. With engine at idle, read and record control pressures in all selector positions. Read and record control
pressures with vacuum gauge reading at 10 in. Hg and at one in. Hg (wide open throttle). See appropriate
CONTROL PRESSURE SPECIFICATIONS and CONTROL PRESSURE TEST RESULTS.
Fig. 17: Gauge Hookup for Control Pressure Testing

NOTE: Governor can be checked at same time and in the same manner as control
pressure test.
Using Vacuum Pump
1. Disconnect vacuum line from diaphragm unit and attach vacuum pump. See Fig. 17. Apply parking and
service brakes. Start engine and apply 15 in. Hg of vacuum to diaphragm unit. Read and record control
pressures in all selector positions.
2. Bring engine RPM to 1000. Reduce vacuum to 10 in. Hg. Read and record control pressures in "OD",
"D", "2" and "1" selector positions.
3. Reduce vacuum to one in. Hg. Read and record control pressures in "OD", "D", "2", "1" and "R" selector
positions. See appropriate CONTROL PRESSURE SPECIFICATIONS table and CONTROL
PRESSURE TEST RESULTS.
CONTROL PRESSURE SPECIFICATIONS (PSI @ SEA LEVEL)

Drive Range 15 in. Hg & Above 10 in. Hg WOT Stall Thru Detent
OD, D,2,1 57-78 114-134 205-235
R 67-105 157-177 282-316
P, N 57-78 - -
CONTROL PRESSURE SPECIFICATIONS (PSI @ 5000 FT.)

Drive Range 15 in. Hg & Above 10 in. Hg WOT Stall Thru Detent
OD, D,2,1 57-67 90-110 180-210
R 67-77 124-144 247-280
P, N 57-67 - -
CONTROL PRESSURE TEST RESULTS
Compare recorded control pressures to control pressures listed in table. See appropriate CONTROL
PRESSURE SPECIFICATIONS table. If control pressures are outside of specified ranges, use flow chart to
determine cause of trouble. See Fig. 18.
Fig. 18: Control Pressure Test Result Flow Chart
GOVERNOR PRESSURE TEST
1. Raise vehicle until drive wheels clear ground. Disconnect and plug vacuum line to vacuum diaphragm
unit. Connect a vacuum pump to vacuum diaphragm unit.
CAUTION: DO NOT exceed 60 MPH speedometer reading. After each test, move
selector lever to Neutral position and run engine at 1000 RPM for 15
seconds to cool transmission.
2. Place transmission in "D" position. Apply 10 in. Hg to vacuum diaphragm with no load on engine.
Increase speed slowly and watch speedometer. Note speed at which control pressure cut-back occurs.
3. Pressure cut-back should occur between 5-15 MPH. Decrease vacuum to 0-2 in. Hg and repeat test.
Control pressure cut-back should occur at 7-20 MPH. Governor is okay if cut-back occurs as specified.
4. If cut-back does not occur as specified, check shift speeds to verify problem is in governor and not due to
stuck cut-back valve. See SHIFT SPEED TEST. Repair or replace governor as necessary.
STALL SPEED TEST
Testing Precautions
1. Engine coolant and transmission fluid must be at proper levels and operating temperatures. Linkages must
be set properly. Hold accelerator down just long enough to get a stable tachometer reading. DO NOT
floor accelerator for more than 5 seconds.
2. DO NOT exceed maximum specified RPM for vehicle. Before shifting into each selector position, run
engine in Neutral at 1000 RPM for 15 to 20 seconds to cool transmission. If engine speed exceeds
specification, release accelerator immediately, as this is an indication of clutch or band slippage.
Testing Procedure
Connect tachometer to engine. Apply parking and service brakes firmly. Place selector lever in each gear. Press
accelerator completely to floor and record tachometer reading in each gear. DO NOT exceed 5 second limit.
Engine speed should be within specifications. See STALL SPEED SPECIFICATIONS.
STALL SPEED SPECIFICATIONS

Application Engine Min.-Max. RPM
Mustang 2.3L 2495-2885
Ranger (2WD) 2.3L 2437-2833
Aerostar (2WD) 3.0L (V6) 2720-3165
Ranger (2WD, 4WD) 2.9L (V6) 2781-3288
Aerostar (2WD, AWD) 4.0L (V6) 2550-2950
Explorer (2WD, 4WD) 4.0L (V6) 2550-2950
Ranger (2WD, 4WD) 4.0L (V6) 2550-2950
STALL TEST RESULTS
Low In All Ranges
Poor engine performance. Faulty torque converter stator one-way clutch.
High In All Ranges
General transmission problems are indicated. Perform control pressure tests.
High In "O/D" Only
Forward clutch faulty.

High In "O/D", "D" & "1"
Overdrive one-way clutch or rear one-way clutch faulty.
High In "D", "2" & "1"
Forward clutch or overdrive clutch faulty.
High In "2" Only
Overdrive one-way clutch, intermediate band or servo faulty.
High In "1" Only
Low-reverse band or servo faulty.
High In "R" Only
Overdrive clutch, overdrive one-way clutch. reverse and high clutch, low-reverse band or servo faulty.
AIR PRESSURE TESTS
A "No Drive" condition can exist, even with correct transmission fluid pressure, due to inoperative clutches or
bands. Inoperative units can be located through a series of checks by substituting air pressure for fluid pressure
to determine location of malfunction.
To check unit, drain transmission fluid. Remove oil pan, gasket and control valve body. See VALVE BODY
removal procedure under ON-VEHICLE SERVICE. Using shop air, apply air to indicated points. See Fig. 19.
Check unit operation as follows.
Fig. 19: Air Pressure Testing Points
Forward Clutch
Apply air pressure into forward clutch passage. A dull thud can be heard when clutch piston is applied. If no
thud is heard, movement of piston can be felt by placing fingertips on input shell.
Governor
Apply air pressure into the forward clutch control pressure-to-governor passage. Listen for sharp clicking or
whistling noise indicating governor valve movement.
Overdrive Servo
1. Apply air pressure to overdrive servo apply passage. Operation of servo is indicated by a tightening of
overdrive band around overdrive drum.
2. While continuing to apply air pressure to servo apply passage, apply air pressure to overdrive servo
release passage. The overdrive servo should release overdrive band.
Overdrive Clutch
Apply air pressure to overdrive clutch feed passage. A dull thud indicates the overdrive clutch piston has moved
to the applied position.
NOTE: If air pressure applied to either clutch passage fails to operate clutch or
operates both clutches at once, check fluid passages in case and oil pump. Use
air pressure to detect obstructions.
Reverse-High Clutch
Apply air pressure into reverse-high clutch passage. A dull thud can be heard when clutch piston is applied. If
no thud is heard, movement of piston can be felt by placing fingertips on clutch drum.
Intermediate Servo
1. Hold air nozzle in intermediate servo apply passage. Operation of servo is indicated by tightening of
intermediate band around drum.
2. While continuing to apply air pressure at servo apply passage, apply air pressure to intermediate servo
release passage. Intermediate servo should release band against pressure in apply passage.
Low-Reverse Servo
Apply air pressure to low-reverse servo apply passage. Low-reverse band should tighten around drum if servo is
operating properly.
TRANSMISSION FLUID COOLER FLOW CHECK
NOTE: Before performing TRANSMISSION FLUID COOLER FLOW CHECK, ensure shift
cables and linkages are properly adjusted. Ensure fluid level is correct and
control pressures are within specifications. See CONTROL PRESSURE TEST.
1. Remove transmission dipstick from filler tube. Install a funnel into filler tube. Raise and support vehicle.
Disconnect transmission cooler return line (upper line) from transmission case fitting.
2. Connect one end of a hose to transmission cooler return line. Install other end of hose into filler tube
funnel. With transmission in Neutral position, set idle speed to 1000 RPM.
3. Note fluid flow at funnel. Wait until flow is constant. This indicates air bleeding has been completed.
Fluid flow should be free and heavy. If flow is intermittent or light, check flow from transmission fluid
output line to determine source of restriction.
4. If transmission output line flow is good, restriction is in cooler. Repair as necessary. If output line flow is
poor, check for main oil circuit leakage, oil pump defect or a stuck converter charge relief valve.
TORQUE CONVERTER
TORQUE CONVERTER FLUSHING
Whenever transmission has been disassembled to replace worn or damaged parts or because valve body sticks
due to foreign material, converter must be cleaned using a mechanically agitated cleaner, such as Rotunda (014-
00028). Under no conditions should converter be cleaned by hand agitation using solvent.
After removing torque converter from cleaning equipment, thoroughly drain remaining solvent from converter
hub. Add 2 Qts. (1.9L) of clean transmission fluid to converter and agitate by hand. Thoroughly drain converter
hub.
NOTE: Torque converter is a sealed unit and cannot be disassembled for service.
Replace if found to be defective. Perform the following tests to ensure converter
is defective before replacing unit.
LEAK TEST
If torque converter welds indicate leakage, attach Torque Converter Leak Detector (Rotunda 021-00054) to
converter and follow detector kit instructions.
TURBINE & STATOR END PLAY CHECK
1. Insert Torque Converter End Play Tester (T80L-7902-A) into converter pump drive hub until it bottoms.
Expand sleeve in turbine spline by tightening threaded inner post of tester until it is securely locked into
spline. See Fig. 20.
2. Attach dial indicator to tester with dial indicator tip on converter housing. Zero dial face. Lift tester
upward as far as it will go and note dial indicator reading.
3. Reading is total end play of turbine and stator. If end play exceeds .023" (.58 mm) on new or rebuilt
converter, or .050" (1.27 mm) on used converter, replace torque converter assembly.
Fig. 20: Installing Torque Converter End Play Tester
CONVERTER ONE-WAY CLUTCH CHECK
1. Insert one-way Clutch Holder (D84L-7902-A) into one of the grooves in the stator thrust washer. Insert
Torque Adapter (T77L-7902-B) into converter impeller hub so as to engage one-way clutch inner race.
2. Attach a torque wrench to torque adapter. With clutch holder held stationary, turn torque wrench
counterclockwise. See Fig. 21. Converter one-way clutch should lock-up and hold at 10 Ft. Lbs. (14
N.m). One-way clutch should rotate freely in a clockwise direction.
3. Repeat lock-up test in at least 5 different locations around torque converter. If clutch fails to lock-up and
hold, replace torque converter.
Fig. 21: Checking Converter One-Way Clutch
STATOR INTERFERENCE CHECK
Stator-To-Impeller Interference Check
1. Position front pump assembly on bench with spline end of stator shaft pointing upward. Mount converter
on pump so splines of one-way clutch inner race engage splines of stator support and impeller hub
engages pump drive gear.
2. While holding pump stationary, rotate converter in both directions (clockwise and counterclockwise).
Converter should rotate freely without interference. If an interference or scraping condition exists, replace
torque converter unit.
REMOVAL & INSTALLATION
See appropriate TRANSMISSION REMOVAL - A/T article in TRANSMISSION SERVICING.
TRANSMISSION DISASSEMBLY
NOTE: Disassembly procedures are listed by main components. Disassemble in order

shown. To identify components, see Fig. 22.
Fig. 22: Exploded View of A4LD Transmission
VALVE BODY, OIL PUMP & GOVERNOR
1. Remove torque converter and input shaft. Input shaft ends are different. Note direction of installation for
reassembly reference. Remove oil pan, filter screen and detent spring. Disconnect wires at converter
clutch solenoid and 3-4 shift solenoid.
2. Remove valve body bolts. Unlock and remove selector connecting rod "Z" link and ease valve body and
gasket from case. Remove 5 mm Allen head bolt retaining center support. Remove extension housing.
3. Remove parking pawl and return spring. Remove governor. Remove converter housing-to-case bolts.
Remove converter housing and pump as an assembly. Use a twisting motion to keep clutches in place.
Remove gasket and No. 1 thrust washer.
4. Using Seal Remover (T74P-77428-A), remove oil pump seal from converter housing. Remove oil pump
from converter housing. Remove steel plate with "O" ring from behind oil seal. See related components
under CLEANING & INSPECTION.
NOTE: Ensure thrust washers and bearings are not mixed during reassembly. See Fig.
23.
Fig. 23: Locating Thrust Washers & Bearings (4.0L Model is Similar)
OVERDRIVE CLUTCH ASSEMBLY
1. Loosen overdrive band adjuster lock nut and back off adjusting screw. Discard lock nut. Remove anchor
and apply struts. Lift out overdrive clutch and band. Tag band as overdrive. Tag anchor or apply end of
band for reassembly reference.
2. Lift out overdrive one-way clutch and planetary assembly. Remove center support snap ring from case.
Remove overdrive apply lever and shaft. Remove overdrive control bracket from valve body side of case.
NOTE: Mark apply lever and shaft for reassembly to overdrive assembly.
Overdrive apply lever shaft is longer than the intermediate apply lever
shaft.
3. Remove thrust washer from front of center support. Tag thrust washer for reassembly reference. Remove
center support by prying upward, carefully and evenly. Remove and tag thrust washer behind center
support. See related components under CLEANING & INSPECTION.
REVERSE-HIGH & FORWARD CLUTCH ASSEMBLY
Loosen intermediate band lock nut and back off adjusting screw. Discard lock nut. Remove anchor and apply
struts. Remove reverse-high and forward clutch assembly. Remove intermediate band. Tag band as
intermediate. Tag anchor or apply end of band for reassembly reference. Remove forward planet gear assembly.
Tag thrust washer (or bearing) for reassembly reference. See related components under CLEANING &
INSPECTION.
LOW-REVERSE ASSEMBLY
1. Remove sun gear shell. Remove large snap ring from reverse planet gear carrier (except 4.0L models). On
all models, remove reverse planet assembly. Remove and tag thrust washers from both sides of assembly
for reassembly reference.
2. On models with 4.0L engine, remove output shaft sleeve. On all models, remove small output shaft snap
ring and remove output shaft ring gear. Remove low-reverse drum and one-way clutch assembly. If not
previously removed, remove low-reverse servo. Remove low-reverse band.
3. Remove and tag thrust washer for reassembly reference. On 4.0L models, thrust washer is not removable.
On all models, inner race of rear one-way clutch is not removable. Remove intermediate apply lever and
shaft. Pull output shaft out from rear of transmission.
4. Remove park gear and collector body as an assembly from rear of case. Remove and tag thrust washer for
reassembly reference. Remove vacuum diaphragm retaining bolt. Remove diaphragm and actuator rod.
Ensure actuator rod moves freely in bore. Remove throttle valve.
5. Remove intermediate servo cover snap ring. Remove and mark intermediate servo cover, piston and
spring. Remove overdrive servo cover snap ring. Remove and mark overdrive cover, piston and spring.
NOTE: Servo covers are under spring pressure. Use care during snap ring
removal. If covers stick, lightly tap cover or side of case. Air pressure may
be used, but DO NOT exceed 20 psi (1.4 kg/cm2 ).
6. Remove neutral switch with Neutral Switch Socket (T74P-77247-A). Remove kickdown lever nut, lever
and "O" ring. Using care not to damage case gasket surface, remove manual linkage centering pin.
7. From inside case, remove 7/8" nut from shift lever. Remove lever, internal kickdown lever, park pawl rod
and detent plate assembly. Remove lever shaft seal from case.
8. Depress tab on solenoid wire connector on outside of case. Remove solenoid wire connector. DO NOT
remove solenoid wire connector unless replacing or degreasing case. See related components under
COMPONENT DISASSEMBLY & REASSEMBLY

FORWARD GEAR TRAIN ASSEMBLY
Disassembly
1. Separate clutch hub and sun gear assembly from reverse high clutch and forward clutch assembly.
Remove and tag needle bearing washer from forward planet gear carrier. See Fig. 24.
2. Remove forward planet assembly from forward clutch. On 4.0L models, remove No. 6 needle bearing
from forward clutch. Remove forward clutch thrust washer from internal gear. Tag bearing and thrust
washers for reassembly reference.
3. On all other models, remove integral thrust washer from internal gear. Tag thrust washer for reassembly
reference. On all models, separate forward planet gear carrier and internal gear. Retain and mark No. 7
needle bearing thrust washer.
4. Separate reverse-high clutch assembly from forward clutch assembly. Remove and tag thrust washer No.
5.
NOTE: If repairing clutches, proceed to appropriate clutch DISASSEMBLY AND

REASSEMBLY procedure.
Reassembly
To reassemble, reverse disassembly procedure. Ensure needle bearings and thrust washers are installed in their
original location.
Fig. 24: Exploded View of Forward Gear Train Assembly (Standard Type Shown; 4.0L Model is Similar)
REVERSE-HIGH CLUTCH
Disassembly
1. Remove pressure plate retaining ring. Remove pressure plate and clutch pack. Using Spring Compressor
(T65L-77515-A), compress clutch springs and remove retaining ring. See Fig. 25. Carefully release
pressure on springs.
Fig. 25: Compressing Clutch Springs & Removing Retainer

2. Remove spring compressor, spring retainer and clutch springs. Turn clutch body over and carefully force
piston out with compressed air. DO NOT exceed 20 psi (1.4 kg/cm2 ). Hold finger over opposite hole.
Remove "O" rings from piston and clutch body. See related components under CLEANING &
INSPECTION.
Reassembly
1. Install new "O" rings on clutch piston. Apply transmission fluid to "O" rings and install clutch piston into
body. Install compression springs and spring retainer. Use Spring Compressor (T65L-77515-A) and
compress springs. See Fig. 25. Install retaining ring. Carefully remove spring compressor.
2. Install a steel plate and then a friction plate. Alternately install remaining discs in clutch pack. See Fig.
26. Install pressure plate and secure pack with retaining ring.
NOTE: The number of steel plates and friction plates varies between 4 and 6 of
each type.
3. While pushing downward on clutch pack, use a feeler gauge to check clearance between retaining ring
and pressure plate. If clearance is not between .051-.079" (1.3-2.0 mm), install a different retaining ring.
4. Retaining rings are available in thicknesses .0539", .0681", .0819" and .0961" (1.37, 1.73, 2.08 and 2.44
mm respectively). When clearance is within specification, install retaining ring.
5. Apply air pressure to hole on back side of clutch assembly. Block opposite hole with finger. Piston must
apply under pressure and release when air is removed.
Fig. 26: Exploded View of Reverse-High Clutch

FORWARD CLUTCH
Disassembly
Disassembly of forward clutch is the same as reverse-high clutch with the exception of clutch piston removal.
Install center support on forward clutch cylinder. Apply air pressure to left side (middle-sized) port. Piston will
be forced out. See Fig. 27. See related components under CLEANING & INSPECTION.
Fig. 27: Removing Forward Clutch Piston
Reassembly
1. Reassembly of forward clutch is the same as reverse-high clutch except that a rubber cushion is used over
the piston and spring assembly. Ensure cushion is installed between steel clutch plate and piston. See Fig.
28.
NOTE: The number of steel plates and friction plates varies between 5 and 6 of
each type.
2. The clearance between retaining ring and pressure plate must be .055-.083" (1.4-2.1 mm). Retaining rings
are available in thicknesses .0539", .0681", .0819" and .0961" (1.37, 1.73, 2.08 and 2.44 mm).
Fig. 28: Exploded View of Forward Clutch Assembly
OVERDRIVE CLUTCH
NOTE: On all models, clutch pack consists of 3 steel plates and 3 friction plates.
Disassembly
Disassembly of overdrive clutch is the same as reverse-high clutch. See Fig. 29. See related components under
Reassembly
1. Reassembly of overdrive clutch is the same as reverse-high clutch, except for location of clutch springs
during assembly. Ensure clutch springs are installed in 5 groups with 3 springs in each group and a single
spring space between groups (5 spaces total).
2. Clearance between retaining ring and pressure plate must be .055-.083" (1.4-2.1 mm). Retaining rings are
available in thicknesses .0539", .0681", .0819" and .0961" (1.37, 1.73, 2.08 and 2.44 mm).
Fig. 29: Exploded View of Overdrive Clutch Assembly
OVERDRIVE ONE-WAY CLUTCH
Disassembly
1. Mark and remove overdrive clutch adapter to ensure reassembly to original position. Remove sun
overdrive gear and thrust bearing rear race. Mark thrust bearing race for reassembly reference. See Fig.
31.
2. Remove planet carrier and No. 2 needle bearing. Mark No. 2 needle bearing for reassembly. Remove
retaining ring from overdrive center shaft and ring gear. Separate ring gear and center shaft.
3. Mark and remove washer. Note position of one-way clutch and remove from center shaft. One-way clutch
must be installed properly or damage can occur. See related components under CLEANING &
INSPECTION.
Reassembly
1. For reassembly, reverse disassembly procedure. Ensure part number on adapter faces sun gear. Ensure
No. 2 needle bearing is centered and lip faces toward sun gear.
2. Ensure recessed I.D. of washer faces planet carrier. Ensure one-way clutch flange side faces planet
carrier. Ensure one-way clutch rotates in proper direction. See Fig. 30.
Fig. 30: Overdrive One-Way Clutch Rotation
Fig. 31: Exploded View of Overdrive One-Way Clutch

LOW-REVERSE ONE-WAY CLUTCH
Disassembly & Reassembly

1. Using a screwdriver, remove snap ring. Mark and lift out one-way clutch with springs and roller bearings
as an assembly. Replace assembly if found defective. See related components under CLEANING &
INSPECTION.
2. To reassemble, insert one-way clutch with springs. Using a screwdriver, separate springs and install roller
bearings one at a time. Install snap ring. Ensure one-way clutch is installed properly as marked during
disassembly.
GOVERNOR
Disassembly
1. Remove governor body-to-oil collector body retaining bolts. When these bolts are removed, governor
components are no longer secured in position. Care must be taken not to drop governor body and
components when bolts are removed.
2. Remove outer weight, spring and primary valve from governor body. See Fig. 22. Remove 2 bolts
holding counterweight to collector body and remove counterweight. Remove seals from oil collector body
and discard. See related components under CLEANING & INSPECTION.
Reassembly
Clean and inspect all parts. Replace worn or damaged parts. Without excessive stretching, install new seals on
oil collector. Reassemble counterweight, spring and primary valve in governor body. Reassemble governor
body and counterweight to oil collector body.
CONTROL VALVE BODY
NOTE: During disassembly, place individual parts in order and in relative position for
reassembly reference. Tag all springs as they are removed for reassembly
reference.
Disassembly
1. Remove 3 Torx bolts and remove separator plate and gasket. Note location and remove check ball, shuttle
balls, check valves and relief valves with springs. See Fig. 33.
2. Ensure small filter remains with separator plate when plate is removed from valve body. Filter is located
in corner of separator plate near converter clutch solenoid connector. Remove retaining plates, dowels,
plugs and valves with springs from valve body. See Fig. 32. See related components under CLEANING
& INSPECTION.
Reassembly
Lubricate all parts with transmission fluid. Install valves, springs, plugs, and pins. See Fig. 32. Using new
gasket, apply petroleum jelly to keep gasket in place during separator plate reassembly. Install separator plate.
Fig. 32: Exploded View of Valve Body Assembly
Fig. 33: Locations of Check Ball, Shuttle Balls & Check Valves
CLEANING & INSPECTION

CLEANING
Wash all parts in cleaning solvent, except composition clutch plates, bands and synthetic seals. Use scraper or
brush for heavy deposits. Rotate bearings by hand in cleaning solvent.
Dry all parts and blow out fluid passages with moisture-free compressed air. Hold bearings while drying to
prevent bearing from spinning. DO NOT spin dry bearings.
Lubricate clean bearings with transmission fluid and wrap in lint-free cloth until ready to install. Soak new
clutch plates and bands in transmission fluid for at least 15 minutes prior to installation.
INSPECTION
Case
Inspect case for cracks and stripped threads. Inspect gasket surfaces for flatness and damage. Check vent and all
fluid passages for obstruction or leakage. Inspect case bushing for scoring. Inspect parking linkage for wear or
damage.
Control Valve Body
Inspect all springs for distortion. Roll manual valve on flat surface to check for bent condition. Make a point of
cleaning and inspecting all fluid passages, especially at check balls, valves and other areas where dirt and debris
accumulate. Inspect all valve and plug bores for scores or obstructions. Inspect valves and plugs for burrs or
scoring. Polish with crocus cloth, if necessary. DO NOT round edges of plugs or valves. All valves and plugs
should move freely in bores. Valves and plugs should fall of their own weight into bores.
Extension Housing
Inspect housing for cracks or damage. Inspect bushing and seal bore for scoring and burrs. Using crocus cloth,
remove burrs. Inspect drive shaft yoke for scoring and replace it if scoring is found.
Forward Clutch Assembly
Inspect clutch cylinder thrust surfaces, piston, bore and clutch plates for scores or burrs. Minor burrs and
scoring may be polished with crocus cloth. Inspect piston check ball for proper seating. Check clutch springs for
distortion or cracks. Check clutch plates for flatness and free movement on clutch hub. Check clutch hub thrust
surfaces and splines for wear or scoring. Inspect input shaft for damaged or worn splines.
Governor
Inspect spring for distortion. Inspect fluid passages for obstruction. Inspect valve and bore for burrs or scoring.
Polish with crocus cloth, if necessary. DO NOT round edges of valve. Valves should move freely in bore.
Valve should fall of its own weight into bore.
Pinion Carrier
Inspect pins and shafts in planet assemblies for loose fit or complete disengagement. Ensure proper staking of
shaft retaining pins before installation of planet assembly. Pins should be no more than .040" (1.0 mm) below
surface of carrier. Inspect pinion gears for worn or damaged teeth. Check for free rotation of pinion gears.
Pump
Inspect fluid passages. Inspect mating surfaces of pump body and case for burrs. Inspect gear teeth for burrs.
Inspect gear bearing surfaces and pump bushing for scoring. Minor burrs and scoring may be polished with
crocus cloth.
One-Way Clutches
Inspect outer and inner races for scoring or damage. Inspect rollers and springs for damage. Inspect roller cage
for damaged spring retainers.
Reverse-High and Overdrive Clutches
Inspect drum band surface, bushing and thrust surfaces for scoring. Minor burrs and scoring may be polished
with crocus cloth. Inspect clutch piston, bore and inner and outer bearing surfaces for scoring. Inspect clutch
plates for flatness and free movement on clutch hub. Check clutch plates for scoring or burrs. Check clutch
springs for distortion. Replace as necessary. Inspect clutch cylinder check balls for proper seating.
Servos
Inspect band lining for excessive wear and proper bonding to metal band. Inspect fluid passages for
obstructions. Inspect servo and piston bore for cracks, scoring or other damage. Inspect seals and sealing
surfaces. Repair or replace as necessary.
Stator Support
Inspect stator support splines for burrs and wear. Inspect oil ring grooves in stator support for nicks or damaged
edges. Check front pump support seal and seal rings for damage.
TRANSMISSION REASSEMBLY
NOTE: Lubricate all parts with transmission fluid during reassembly. Thrust washers
and gaskets should be held in place with petroleum jelly. See Fig. 23 for
location of thrust washers & bearings.
1. Before installing center support into case, install new high clutch seals on support hub. It is necessary to
size these seals. Apply liberal amount of petroleum jelly to center support hub and seals.
NOTE: If sizing is not done, the seals may be cut or rolled over when entering
intermediate brake drum cavity.
2. Use overdrive brake drum for sizing. Carefully rotate center support while inserting it into drum housing.
Observe seals as they enter cavity to ensure that they DO NOT roll over or get cut.
3. Ensure center support is seated fully into overdrive drum. Allow assembly to stand for several minutes for
seals to seat in grooves. Set aside until required for reassembly.
NOTE: If new output shaft is being installed, ensure correct shaft is used. The
shaft for the 4.0L model does not have a lubrication hole.
4. Position No. 11 thrust washer in rear of case. Install collector body in rear of case. Install output shaft.
Install governor on collector body. Tighten bolts to specifications. See TORQUE SPECIFICATIONS.
5. Position No. 10 thrust washer into case from front. Using Clutch Replacement Guide (T74P-77193-A),
install low-reverse brake drum (guide not required on 4.0L models). Install output shaft ring gear and new
snap ring. On 4.0L models, install output shaft sleeve. On all models, install No. 9 thrust washer, reverse
planet assembly and No. 8 thrust washer.
6. On all models except 4.0L, install snap ring in drum to hold planet assembly. On all models, install low-
reverse band as marked at disassembly. Replace piston "O" ring and install low-reverse servo piston
assembly to hold band in position. See Fig. 3.
CAUTION: DO NOT mix any of the servo piston assemblies or covers as

transmission failure may occur.
7. Replace piston "O" ring and install intermediate servo piston assembly. Install piston cover and snap ring.
Replace piston "O" ring and install overdrive servo piston assembly. Install piston cover and snap ring.
8. Install intermediate servo apply lever and shaft into case. Install complete forward clutch and reverse-high
clutch assemblies. Turn transmission so output shaft points downward. Install intermediate band and
apply strut. Install intermediate band anchor strut. Temporarily install input shaft.
9. Check transmission rear end play to determine amount of space between thrust washer surface of
overdrive center support and intermediate brake drum. The No. 4 thrust washer is used to obtain end play
of .012-.022" (.30-.56 mm). Use steps 10) through 13) for this procedure.
10. Fabricate a depth gauge from an overdrive center support, if available. See Fig. 34. Drill a 1/8" (3 mm)
hole through thrust washer surface of center support. This will allow a measurement to be taken between
thrust surfaces of support and intermediate brake drum.
11. Place Depth Micrometer (D80P-4201-A) over drilled hole. Extend micrometer probe until it is flush with
thrust washer surface of fixture and record reading. Install fabricated depth gauge fixture into
intermediate brake drum. See Fig. 35.
Fig. 34: Fabricated Depth Gauge Fixture
Fig. 35: Measuring Rear End Play

12. Gently wiggle input shaft to allow center support fixture to slide into intermediate brake drum. Ensure it
is fully seated. Place depth micrometer over drilled hole. Extend micrometer probe until it bottoms
against thrust washer surface. Note reading. Subtract reading obtained in step 11) from this reading.
13. Remove micrometer and measure again 180 degrees from first location. Repeat steps 11) and 12).
Average these 2 measurements to obtain final reading. Select thrust washer to obtain correct end play
specification. See END PLAY SELECTIVE THRUST WASHER. End play should be .012-.022" (.30-
.56 mm).
END PLAY SELECTIVE THRUST WASHER

Thrust Washer
Average Reading Thickness In. Thrust Washer Part
In. (mm) (mm) No.
.057-.064 (1.46- .055 (1.4) 89 DT-7D014-HA
1.65)
.065-.073 (1.66- .055 (1.4) 89 DT-7D014-AA
1.85)
.074-.077 (1.87- .063 (1.6) 89 DT-7D014-BA
1.95)
.078-.081 (1.96- .067 (1.7) 89 DT-7D014-CA
2.05)
.082-.085 (2.06- .071 (1.8) 89 DT-7D014-DA
2.15)
.086-.089 (2.16- .075 (1.9) 89 DT-7D014-EA
2.25)
.090-.093 (2.26- .079 (2.0) 89 DT-7D014-FA
2.35)
.094-.096 (2.36- .083 (2.1) 89 DT-7D014-GA
2.45)
.097-.104 (2.46- .087 (2.2) 89 DT-7D014-MA
2.65)
.105-.112 (2.66- .094 (2.4) 89 DT-7D014-JA
2.84)
.113-.119 (2.86- .102 (2.6) 89 DT-7D014-KA
3.05)
.120-.124 (3.06- .110 (2.8) 89 DT-7D014-LA
3.15)
14. If average reading is outside of specifications, this indicates improper reassembly, missing parts or parts
outside of specifications. Correct before continuing reassembly. If within specifications, remove depth
gauge, fixture and input shaft. Install selected No. 4 thrust washer on center support and retain with
petroleum jelly.
15. Insert input shaft (short splines down), through intermediate brake drum and into splines of forward
clutch cylinder. Carefully place center support into case. DO NOT seat it into intermediate brake drum.
Ensure it is square with case and 5 mm Allen bolt retainer nut aligns with hole in case.
16. DO NOT apply any pressure to center support. Gently wiggle input shaft, allowing center support to slide
into intermediate brake drum of its own weight. Perform this operation until support is fully seated.
Position No. 3 thrust washer on top of center support.
17. Install snap ring to retain center support. Snap ring taper should face front of transmission. Ends of snap
ring should be positioned in wide shallow cavity located in the 5 o'clock position. Install 5 mm Allen
head bolt that retains center support to case. Two types of snap rings are used. Orient snap ring as shown.
See Fig. 36.
Fig. 36: Installing Center Support Snap Ring

18. Install sun gear and adapter into overdrive planet assembly and one-way clutch. Take care to center
needle bearing race inside of planetary assembly. Ensure it stays centered and is positioned with lip
upward (toward sun gear).
19. Install overdrive planet assembly and one-way clutch into case. Install overdrive drum assembly. Install
overdrive bracket, apply lever and shaft. Install overdrive band (tagged at disassembly), and apply strut.
Install anchor strut.
20. Ensure needle bearing race in overdrive planetary assembly is centered and overdrive clutch is fully
seated. Place No. 1 selective washer on top of overdrive clutch drum and temporarily install pump
assembly (without gasket) into case. Ensure pump assembly is fully seated in case and pump body is
below level of case gasket surface.
NOTE: Check for damaged or missing front pump support seal. Replace if
necessary.
21. Mount a dial indicator on oil pump with tip resting on transmission housing. See Fig. 37. Zero dial
indicator and swing indicator around so plunger contacts oil pump.
Fig. 37: Checking End Play

22. Record dial indicator reading. Move dial indicator assembly to opposite side of pump (180 degrees). Take
another end play reading. Average the 2 readings.
23. End play range is .007-.025" (.18-.64 mm). If end play exceeds limits, replace No. 1 selective thrust
washer. See END PLAY SELECTIVE THRUST WASHER.
24. After end play check has been completed, remove oil pump and No. 1 selective thrust washer. Mark
installed position of oil pump gears in relation to one another and remove.
25. Using Seal Replacer (T78L-77248-AH), install new oil pump seal. Position separator plate on converter
housing. Place pump gears into pump housing. The inside edge of small gear has a chamfer on one side.
This chamfer must face toward front of transmission.
26. The larger gear has a dimple on one side which must face toward rear of transmission. Position pump
assembly onto separator plate and converter housing. Install bolts finger tight.
NOTE: The rough appearance of pump stator casting is not a flaw. DO NOT
replace casting due to this appearance.
27. To prevent seal leakage, pump gear breakage or bushing failure, align pump in converter housing with
Pump Alignment Set (T74P-77103-X). Select smallest I.D. sleeve which will fit completely over pump
shaft. Outside diameter of sleeve will center pump in converter housing.
28. Install 5 new Allen bolts. Tighten to specification. See TORQUE SPECIFICATIONS. Remove
alignment tool. Install input shaft into pump. Install converter into pump gears. Rotate converter to check
for free movement. Remove converter and input shaft.
29. Coat converter housing gasket with petroleum jelly and position on converter housing. Install seal ring on
converter housing. Position No. 1 selected thrust washer on rear of pump. Align converter housing and
pump to transmission case. Install bolts with new "O" rings and tighten to specification.
30. Install new lock nut on OVERDRIVE band adjusting screw. Tighten adjusting screw to 120 INCH lbs.
(14 N.m). Back off exactly 2 turns (3 1/2 turns on all 1990-91 4.0L vehicles; these vehicles were
equipped with a "double wrap" type OVERDRIVE band). Hold adjusting screw and tighten lock nut to
35-45 ft. lbs. (47-61 N.m). Repeat procedure for INTERMEDIATE band. Air pressure tests may be
performed to ensure proper transmission operation. See AIR PRESSURE TESTS under TESTING.
31. Install shift lever oil seal using Shift Lever Seal Replacer (T74P-77498-A). Install internal shift linkage,
external manual control lever and centering pin. Tighten nut to 30-40 ft. lbs. (41-54 N.m). Install "O"
ring, kickdown lever and 13 mm nut. Install Neutral switch using Neutral Switch Socket (T74P-77247-
A).
32. Install converter clutch solenoid connector. Install throttle valve, rod, vacuum diaphragm, retaining clamp
and bolt. Tighten to specification. Ensure throttle valve moves freely in its bore.
33. Align valve body to separator plate and gasket using tapered punches. Use a small amount of petroleum
jelly to hold gasket in place. Install 2 bolts and tighten to 53-71 INCH lbs. (6-8 N.m). Attach and lock "Z"
link to manual valve. Carefully ease valve body into case using care not to bend "Z" link. See Fig. 38.
Fig. 38: Connecting Internal Linkage
NOTE: Valve body bolts are of different lengths. Ensure each bolt is installed in
its correct location.
34. Install and finger tighten bolts "A" and "B". See Fig. 2. Position solenoid retainer onto solenoid. Install
and tighten remaining bolts except filter screen bolt. Remove bolt "A" and install detent spring.
35. Connect solenoid wires. Install reverse servo piston assembly into bore along with Servo Check Spring
(D4ZZ-70031-A). Ensure piston rod is seated correctly in reverse band apply end. Install Servo Rod
Selecting Gauge (T74P-77190-A) with new servo cover gasket. See Fig. 39.
Fig. 39: Selecting Servo Piston & Rod

36. Tighten select guide adjusting screw to 35 INCH lbs. (4 N.m). Install dial indicator onto case. Position
indicator tip on one of 3 servo piston pads accessible through cut-out of guide. Zero dial indicator.
37. Back out adjusting screw until servo piston bottoms out on guide. Record distance servo piston moved.
Servo piston travel should be .120-.220" (3.05-5.59 mm). See Fig. 40.
38. If piston travel is greater than specification, use next longest piston and rod. If less than specification, use
next shorter piston and rod. Rods are identified by their number of grooves. Rods with 2 grooves are
shortest in length; rods with no grooves are medium in length; rods with 1 groove are longest.
39. Install selected piston and rod. Recheck piston travel. If correct, remove guide and auxiliary spring.
Reinstall servo assembly, accumulator spring, gasket and cover. Install servo cover bolts and tighten to
specification.
Fig. 40: Measuring Rear Servo Piston Travel

40. Install new "O" rings on filter screen and lube with petroleum jelly. Install filter screen and bolt. Install
oil pan with new gasket. Tighten pan bolts to specification in 2 steps. Refer to TORQUE
SPECIFICATIONS.
41. Install parking pawl and return spring in extension housing and preload. Using new gasket, install
extension housing. Ensure operating parking rod is correctly seated in extension guide cup. Install and
tighten bolts.
42. Install input shaft and torque converter. Ensure torque converter is properly installed. When installation is
correct, measurement between torque converter pilot nose and front face of housing will be .402-
.568" (11.12-14.30 mm).
TORQUE SPECIFICATIONS
Application Ft. Lbs. (N.m)
Band Adjuster Lock Nut 35-45 (47-61)
Converter Housing Cover (Except 2.3L) 12-16 (16-22)
Converter Housing-To-Case 27-39 (37-53)
Converter-To-Flywheel 20-34 (27-46)
Extension Housing-To-Case 27-39 (37-53)
Manual Lever Inner Nut 30-40 (41-54)
Oil Cooler Line-To-Connector
Nut 18-23 (24-31)
5/16" Tube Nut 12-18 (16-24)
Transmission-To-Engine
Except 3.0L Engine 28-38 (38-52)
3.0L Engine 33-44 (45-60)
INCH Lbs. (N.m)
Center Support-to-Case Bolt 89-115 (10-13)
Converter Housing Cover Bolt (2.3L) 27 (3)
Downshift Lever Outer Nut 89-133 (10-15)
Governor-To-Collector Body Bolt 89-115 (10-13)
Neutral Switch 89-115 (10-13)
Oil Pump-To-Converter Housing 89-115 (10-13)
Reverse Servo Cover Bolt 89-115 (10-13)
Separator Plate Bolt 54-71 (6-8)
Transmission Oil Pan Bolt 98-115 (11-13)
Vacuum Diaphragm Clip Bolt 89-106 (10-12)
Valve Body-to-Case Bolt 71-98 (8-11)
GENERAL INFORMATION
Commonly Used Abbreviations
* PLEASE READ THIS FIRST *
NOTE: This article is intended for general information purposes only. This information
may not apply to all makes and models. Not all abbreviations are covered as
manufacturers add new ones every day.
"A"
A
Amperes
ABS
Anti-Lock Brakes
ABRS
Air Bag Restraint System
AC
Alternating Current
A/C
Air Conditioning
ACCS
A/C Cycling Switch
ACCUM
Accumulator
ACCY
Accessory
ACT
Air Charge Temperature Sensor
ADJ
Adjust or Adjustable
ADV
Advance
AFS
Airflow Sensor
AI
Air Injection
AIR or A.I.R.
Air Injection Reactor
AIS
Air Injection System
Alt.
Alternator or Altitude
Amp./amp/amps
Ampere
ASCS
Air Suction Control Solenoid
ASD
Auto Shutdown
ASDM
Air Bag System Diagnostic Module
ASV
Air Suction Valve
A/T
Automatic Transmission/Transaxle
ATC
Automatic Temperature Control
ATDC
After Top Dead Center
ATF
Automatic Transmission Fluid
ATS
Air Temperature Sensor
Aux.
Auxiliary
Avg.
Average
AXOD
Automatic Transaxle Overdrive (Ford Models Only)
"B"
BAC
By-Pass Air Control
BAP
Barometric Absolute Pressure Sensor
BARO
Barometric
Batt.
Battery
Bbl.
Barrel (Example: 4-Bbl.)
BCM
Body Control Module
BHP
Brake Horsepower
BMAP
Barometric and Manifold Absolute Pressure Sensor
BOO
Brake On-Off Switch
B/P
Backpressure
BPS
Barometric Pressure Sensor
BPT
Backpressure Transducer
BTDC
Before Top Dead Center
BTSI
Brake Transmission Shift Interlock
BTU
British Thermal Unit

BVSV
Bimetallic Vacuum Switching Valve
"C"
°C
Celsius (Degrees)
Calif.
California
CANP
Canister Purge
CARB
California Air Resources Board
CAT
Catalytic Converter
CB
Circuit Breaker
CBD
Closed Bowl Distributor
cc
cubic centimeter
CCC
Close Coupled Catalyst
CCC
Computer Command Control
CCD
Computer Controlled Dwell
CCOT
Cycling Clutch Orifice Tube
CCW
Counterclockwise
CDI
Capacitor Discharge Ignition
CEC
Computerized Engine Control
CID
Cubic Inch Displacement
cm
Centimeter
CMP
Camshaft Position Sensor
CO
Carbon Monoxide
CO2
Carbon Dioxide
Cont.
Continued
CONV
Convertible
CP
Canister Purge
CKP
Crankshaft Position Sensor
CTS
Coolant Temperature Sensor
Cu. In.
Cubic Inch
CVC
Constant Vacuum Control
CV
Check Valve or Constant Velocity
CW
Clockwise
CYL or Cyl.
Cylinder
C3 I
Computer Controlled Coil Ignition
C4
Computer Controlled Catalytic Converter
"D"
"D"
Drive
DC
Direct Current Or Discharge
DDD
Dual Diaphragm Distributor
Def.
Defrost
Defog.
Defogger
DERM
Diagnostic Energy Reserve Module
DFI
Digital Fuel Injection
Diag.
Diagnostic
DTC
Diagnostic Trouble Code
DIC
Driver Information Center
DIS
Distributorless Ignition System
DIST
Distribution
DLC
Data Link Connector
DOC
Diesel Oxidation Catalyst
DOHC
Double Overhead Cam
DOT
Department of Transportation
DPF
Diesel Particulate Filter
DRB-II
Diagnostic Readout Box
DVOM
Digital Volt-Ohmmeter
"E"
EACV
Electric Air Control Valve
EATX
Electronic Automatic Transaxle
EBCM
Electronic Brake Control Module
EBL
Electronic Back Light
ECM
Engine Control Module
ECT
Engine Coolant Temperature Sensor

EDIS
Electronic Distributorless Ignition System
EEC
Electronic Engine Control
EECS
Evaporative Emission Control System
EEPROM
Electronically Erasable PROM
EFE
Early Fuel Evaporation
EGO
Exhaust Gas Oxygen Sensor
EGR
Exhaust Gas Recirculation
EOT
Engine Oil Temperature
ESA
Electronic Spark Advance
ESC
Electronic Spark Control
EST
Electronic Spark Timing
EVAP
Fuel Evaporative System

EVIC
Electronic Vehicle Information Center
EVP
EGR Valve Position Sensor
EWMA
Exponentially Weighted Moving Average (MODE 6)
Exc.
Except
"F"
°F
Fahrenheit (Degrees)
F/B
Fuse Block
Fed.
Federal
FI
Fuel Injection
FICU
Fuel Injection Control Unit
FIPL
Fuel Injector Pump Lever
FLI
Fuel Level Indicator
FPR-VSV
Fuel Pressure Regulator Vacuum Switching Valve
Ft. Lbs.
Foot Pounds
FWD
Front Wheel Drive
"G"
g
grams
Gals.
gallons
GND or GRND
Ground
"H"
HAC
High Altitude Compensation
HC
Hydrocarbons
H/D
Heavy Duty
HO2S
Heated Exhaust Gas Oxygen Sensor
Hg
Mercury
Hgt.
Height
HLDT
Headlight
HO
High Output
HO2S
Heated Oxygen Sensor
HP
High Performance
HSC
High Swirl Combustion
HSO
High Specific Output
HTR
Heater
Hz
Hertz (Cycles Per Second)
"I"
IAC
Idle Air Control
IACV
Idle Air Control Valve
IAT
Intake Air Temperature

IC
Integrated Circuit
ID
Identification
I.D.
Inside Diameter
IFS
Independant Front Suspension
IFS
Inertia Fuel Shutoff (Ford)
Ign.
Ignition
IMRC
Intake Manifold Runner Control
In.
Inches
INCH Lbs.
Inch Pounds
in. Hg
Inches of Mercury
Inj.
Injector
IP
Instrument Panel
IRS
Independant Rear Suspension
ISC
Idle Speed Control
IVD
Interactive Vehicle Dynamics (Ford)
IVSV
Idle Vacuum Switching Valve
"J"
J/B
Junction Block
"K"
KAPWR
Keep Alive Power
k/ohms
kilo-ohms (1000 ohms)
kg
Kilograms (weight)
kg/cm2
Kilograms Per Square Centimeter
KM/H
Kilometers Per Hour
KOEO
Key On, Engine Off
KOER
Key On, Engine Running
KS
Knock Sensor
kW
Kilowatt
kV
Kilovolt
"L"
L
Liter
lbs. (Lbs. when used in table)
Pounds
LCD
Liquid Crystal Display
L/D
Light Duty
LDP
Leak Detection Pump (Part of EVAP system.)
LED
Light Emitting Diode
LH
Left Hand
"M"
mA
Milliamps
MA or MAF
Mass Airflow
MAFS
Mass Airflow Sensor
MAP
Manifold Absolute Pressure
MAT
Manifold Air Temperature
Mem.
Memory
MEM-CAL
Memory Calibration Chip
mfd.
Microfarads
MFI
Multiport Fuel Injection
MICU
Multiplex Integrated Control Unit (Acura/Honda)
MIL
Malfunction Indicator Light
MPI
Multi-Point (Fuel) Injection
mm
Millimeters
MPH
Miles Per Hour
mV
Millivolts
"N"
NA
Not Available
NAC
NOx Adsorber Catalyst
NCA
No Color Available (Wiring Diagrams)
NGS
New Generation Star
N.m
Newton Meter
No.
Number
Nos.
Numbers
NOx
Oxides of Nitrogen
"O"
O2
Oxygen
OBD
On-Board Diagnostics
OC
Oxidation Catalyst
OD
Overdrive
O.D.
Outside Diameter
OHC
Overhead Camshaft
OSS
Output Speed Sensor
O/S
Oversize
oz.
Ounce
ozs.
Ounces
"P"
"P"
Park
P/C
Printed Circuit
PCM
Powertrain Control Module
PCS
Purge Control Solenoid
PC-SOL
Purge Control Solenoid
PCV
Positive Crankcase Ventilation
PFI
Port Fuel Injection
PGM-FI
Programmed Fuel Injection
PID
Parameter Identification
PIP
Profile Ignition Pick-up
PNP
Park Neutral Position Switch
P/N
Park/Neutral
PRNDL
Park Reverse Neutral Drive Low
PROM
Programmable Read-Only Memory
psi
Pounds Per Square Inch
P/S
Power Steering
PSPS
Power Steering Pressure Switch
PTC
Positive Temperature Coefficient
PTO
Power Take-Off
Pts.
Pints
Pwr.
Power
"Q"
Qts.
Quarts
"R"
RABS
Rear Anti-Lock Brake System
RECIRC
Recirculation
RH
Right Hand
RPM
Revolutions Per Minute
RWAL
Rear Wheel Anti-Lock Brake
RWD
Rear Wheel Drive
"S"
SAS
Steering Angle Sensor
SBC
Single Bed Converter
SBEC
Single Board Engine Controller
SDARS
Satellite Digital Audio Radio Service
SES
Service Engine Soon
SFI
Sequential (Port) Fuel Injection
SIL
Shift Indicator Light

SIR
Supplemental Inflatable Restraint
SOHC
Single Overhead Cam
SOL or Sol.
Solenoid
SPFI
Sequential Port Fuel Injection
SPK
Spark Control
SPOUT
Spark Output
SRI
Service Reminder Indicator
SRS
Supplemental Restraint System (Air Bag)
STAR
Self-Test Automatic Readout
STO
Self-Test Output
SUB-O2
Sub Oxygen Sensor
Sw.
Switch
Sys.
System
"T"
TAB
Thermactor Air By-Pass
TAC
Throttle Actuator Module
TAD
Thermactor Air Diverter
TBC
Body Control Module (General Motors)
TBI
Throttle Body Injection
TCC
Torque Converter Clutch
TDC
Top Dead Center
Temp.
Temperature
TFI
Thick Film Ignition
THERMAC
Thermostatic Air Cleaner
TPM
Tire Pressure Monitor
TPMS
Tire Pressure Monitor System
TPS
Throttle Position Sensor/Switch
TS
Temperature Sensor
TV
Thermovalve
TWC
Three-Way Catalyst
"V"
V
Valve
Vac.
Vacuum
VAF
Vane Airflow
VAPS
Variable Assist Power Steering
VCC
Viscous Converter Clutch
VCRM
Variable Control Relay Module

VIN
Vehicle Identification Number
VM
Vacuum Modulator
Volt.
Voltage
VOM
Volt-Ohmmeter (Analog)
VRV
Vacuum Regulator Valve
VSS
Vehicle Speed Sensor
VSV
Vacuum Switching Valve
"W"
W/
With
W/O
Without
WAC
Wide Open Throttle A/C Switch
WOT
Wide Open Throttle

EMISSION CONTROL ABBREVIATIONS
Gasoline & Diesel
"A"
A/C
Air Conditioning
A/C-ISUS
A/C Idle Speed-Up Solenoid
A/F
Air/Fuel
AAI
Air Assist Injector
ACL
Air Cleaner (Thermostatic Air Cleaner)
ACL-BMS
ACL Bimetallic Sensor
ACL-CKV
ACL Check Valve
ACL-DV
ACL Delay Valve
ACL-PVS
ACL Ported Vacuum Switch
ACL-RDV
ACL Reverse Delay Valve
ACL-RDVS
ACL Reverse Delay Valve (Single)
ACL-TCV
ACL Thermal Control Valve
ACL-TS
ACL Temperature Sensor
ACL-TSOV
ACL Temperature Sensor Override Valve
ACL-TVS
ACL Thermal Vacuum Switch
ACL-TVV
ACL Thermal Vacuum Valve
ACL-VCDV
ACL Vacuum Control Delay Valve
ACL-VCV
ACL Vacuum Control Valve
ACL-VM
ACL Vacuum Motor
ACL-WP
ACL Wax Pellet Type Motor
ADS
Anti-Dieseling Solenoid
AFR
Air/Fuel Ratio Sensor
AFS
Air/Fuel Ratio Sensor
AIH
Air Intake Heaters
AIH-TS
AIH Temperature Sensor
AIR
AIS
AIS-ACV
AIS Air Control Valve
AIS-AMV
AIS Air Management Valve
AIS-ASV
AIS Air Switching Valve
AIS-BPV
AIS By-Pass Valve
AIS-CC
AIS Computer Controlled
AIS-CKV
AIS Check Valve
AIS-CSV
AIS Control Solenoid Valve

AIS-CV
AIS Combination Valve
AIS-DV
AIS Diverter Valve
AIS-IMCV
AIS Intake Manifold Change-Over Valve
AIS-MCV
AIS Manifold Change-Over Valve
AIS-PAF
AIS Pulse Air Feeder
AIS-PM
AIS Pump Motor
AIS-PV
AIS Pneumatic Valve
AIS-RV
AIS Relief Valve
AIS-SAV
AIS Secondary Air Valve
AIS-SOL
AIS Solenoid
AIS-SV
AIS Solenoid Valve
AIS-VCV
AIS Vacuum Control Valve

AIS-VSV
AIS Vacuum Switching Valve
AIS-VT
AIS Vacuum Tank
AIS-VCV
AIS Vacuum Control Valve
AIS-VSV
AIS Vacuum Switching Valve
AIV
Air Injection Valve
AIV-SOL
Air Injection Valve Solenoid
ALVW
Adjusted Loaded Vehicle Weight
AMV
Air Management Valve
AP
Air Pump Injection System
AP-ACV
AP Air Control Valve
AP-AMV
AP Air Management Valve
AP-ASRV
AP Air Switching Relief Valve

AP-ASS
AP Air Switching Solenoid
AP-ASV
AP Air Switching Valve
AP-BPV
AP By-Pass Valve
AP-CKV
AP Check Valve
AP-CS
AP Control Solenoid
AP-DCTO
AP Dual Coolant Temperature Override
AP-DLY
AP Delay Valve
AP-DV
AP Diverter Valve
AP-EADV
AP Electric Air Control Diverter Valve
AP-EAMR
AP Electric Air Management Relay
AP-EAMS
AP Electric Air Management Solenoid
AP-EAP
AP Electric Air Pump

AP-EC
AP Electromagnetic Clutch
AP-ERLY
AP Electric Air Pump Relay
AP-RDV
AP Reed Valve
AP-RV
AP Relief Valve
AP-SOL
AP Solenoid
AP-SOV
AP Shut-Off Valve
AP-SV
AP Solenoid Valve
AP-SWV
AP Switchover Valve
AP-TV
AP Transmitting Valve
AP-VCS
AP Vacuum Control Solenoid
AP-VCSV
AP Vacuum Controlled Air Shut-Off Valve
AP-VCV
AP Vacuum Control Valve

AP-VSV
AP Vacuum Switching Valve
A/T
Automatic Transmission
ATCV
Air Temperature Control Valve
"B"
BP/EGR
Backpressure EGR System
BP/EGR-BPS
BP/EGR Backpressure Sensor
BP/EGR-BPT
BP/EGR Backpressure Transducer
BP/EGR-BPV
BP/EGR Backpressure Valve
BP/EGR-BS
BP/EGR Bleed Solenoid
BP/EGR-BVSV
BP/EGR Bimetallic Vacuum Switching Valve
BP/EGR-C
BP/EGR Controller
BP/EGR-CLR
BP/EGR Cooler
BP/EGR-CS
BP/EGR Control Solenoid
BP/EGR-CTO
BP/EGR Coolant Temperature Override
BP/EGR-CV
BP/EGR Control Valve
BP/EGR-DCTO
BP/EGR Dual Coolant Temperature Override
BP/EGR-DS
BP/EGR Diagnostic Solenoid
BP/EGR-DSOL
BP/EGR Duty Solenoid
BP/EGR-DTVSW
BP/EGR Distributor Thermal Vacuum Switch
BP/EGR-DV
BP/EGR Delay Valve
BP/EGR-EET
BP/EGR Electric Transducer
BP/EGR-EPV
BP/EGR External Pressure Valve
BP/EGR-FDV
BP/EGR Forward Delay Valve
BP/EGR-LC
BP/EGR Load Control Valve
BP/EGR-PS
BP/EGR Position Sensor
BP/EGR-PT
BP/EGR Pressure Tranducer
BP/EGR-PVS
BP/EGR Ported Vacuum Switch
BP/EGR-RES
BP/EGR Reservoir
BP/EGR-RST
BP/EGR Restrictor
BP/EGR-SOL
BP/EGR Solenoid
BP/EGR-TCTVS
BP/EGR Torque Converter Thermal Vacuum Switch
BP/EGR-TCV
BP/EGR Thermal Control Valve
BP/EGR-TCVLV
BP/EGR Temperature Control Valve
BP/EGR-TS
BP/EGR Temperature Sensor
BP/EGR-TVS
BP/EGR Thermal Vacuum Switch
BP/EGR-TVV
BP/EGR Thermal Vacuum Valve
BP/EGR-VCV
BP/EGR Vacuum Control Valve
BP/EGR-VM
BP/EGR Vacuum Modulator
BP/EGR-VRV
BP/EGR Vacuum Regulator Valve
BP/EGR-VS
BP/EGR Vacuum Switch
BP/EGR-VSOL
BP/EGR Vent Solenoid
BP/EGR-VSV
BP/EGR Vacuum Switching Valve
"C"
C-4
Computer Controlled Catalytic Converter
CAC
Charge Air Cooler
CAS
Clean Air System
CB
Crankcase Breather
CB-VC
Crankcase Breather-Vapor Canister
CBPS
Coasting By-Pass System

CBVC
Crankcase Breather Vapor Canister
CCIEV
Coolant Controlled Idle Enrichment Valve
CCS
Controlled Combustion System
CCV
Closed Crankcase Ventilation
CD-REGVLV
Crankcase Depression Regulator Valve
CDRV
Crankcase Depression Relief Valve
CEAB
Cold Engine Air Bleed
CEAB-TVS
CEAB Thermal Vacuum Switch
CEAB-TVV
CEAB Thermal Vacuum Valve
CEC
Computerized Engine Controls
CESS
Cold Engine Sensor Switch
CETS
Cold Engine Temperature Switch

CFI
Continuous Fuel Injection
CMH
Cold Mixture Heater
CNG
Compressed Natural Gas
CO
Carbon Monoxide
CO2
Carbon Dioxide
CPI
Central Port Injection
CRV
Coasting Richer Valve
CSI
Central Sequential Injection
CTAVS
Cold Temperature Activated Vacuum System
CTOX
Continous Trap Oxidizer
"D"
DCLV
Deceleration Valve
DCS
Deceleration Control System
DDI
Direct Diesel Injection
DFI
Direct Diesel Injection
DI
Direct Injection
DKV
Deceleration Kick Valve
DMCV
Deceleration Mixture Control Valve
DMS
Dual Manifold System
DOC
Diesel Oxidation Catalyst
DOHC
Dual Overhead Cam
DPF
Diesel Particulate Filter
DPFE
Differential Pressure Feedback EGR Valve
DPFEGR
Differential Pressure Feedback EGR Valve
DTM
Deceleration Throttle Modulator
"E"
EAIR
Electric Air Injection System
EAIR-DV
EAIR Diverter Valve
ECM
Electronic Control Module
ECU
Electronic Control Unit
EDC
Electronic Diesel Control
EDS
Electronic Diesel System
EEC
Electronic Engine Control
EFE
Early Fuel Evaporation
EFE-CKV
EFE Check Valve
EFE-CV
EFE Control Valve
EFE-DTVS
EFE Delay Thermal Vacuum Switch

EFE-HTR
EFE Heater
EFE-HCV
EFE Heat Control Valve
EFE-OTS
EFE Oil Temperature Switch
EFE-PTC
EFE Positive Temperature Coefficient (Intake Heater Grid)
EFE-PVS
EFE Ported Vacuum Switch
EFE-SOL
EFE Solenoid
EFE-TVS
EFE Thermal Vacuum Switch
EFE-TVV
EFE Thermal Vacuum Valve
EFE-VSV
EFE Vacuum Switching Valve
EFI
Electronic Fuel Injection
EFI-MA
EFI Mass Airflow Sensor
EFI-MAF
EFI Mass Airflow Sensor

EGR
Exhaust Gas Recirculation System
EGR-BCS
EGR Boost Check Solenoid
EGR-BPBV
EGR By-Pass Backpressure Valve
EGR-BPT
EGR Backpressure Transducer
EGR-BPV
EGR By-Pass Valve
EGR-BS
EGR Bleed Solenoid
EGR-BSSV
EGR Boost Sensor Solenoid Valve
EGR-BVSV
EGR Bimetallic Vacuum Switching Valve
EGR-C
EGR Controller
EGR-CC
EGR Coolant Controlled
EGR-CLR
EGR Cooler
EGR-VSOL
EGR Vacuum Solenoid

EGR-CKV
EGR Check Valve
EGR-CS
EGR Control Solenoid
EGR-CSOL
EGR Cut-Off Solenoid
EGR-CSV
EGR-CTO
EGR Coolant Temperature Override
EGR-CTS
EGR Charge Temperature Sensor
EGR-CTSW
EGR Charge Temperature Switch
EGR-CTTS
EGR Coolant Temperature Thermoswitch
EGR-CV
EGR Control Valve
EGR-CVCV
EGR Constant Vacuum Control Valve
EGR-CVS
EGR Control Vent Solenoid
EGR-DC
EGR Digital Control

EGR-DCTO
EGR Dual Coolant Temperature Override
EGR-DPFE
Differential Pressure Feedback EGR Sensor
EGR-DPFS
EGR Differential Pressure Feedback Sensor
EGR-DS
EGR Diagnostic Solenoid
EGR-DSOL
EGR Duty Solenoid
EGR-DTVS
EGR Delay Thermal Vacuum Switch
EGR-DTVSW
EGR Distributor Thermal Vacuum Switch
EGR-DV
EGR Delay Valve
EGR-EPRS
EGR Exhaust Pressure Regulator Solenoid
EGR-EPRV
EGR Exhaust Pressure Regulator Valve
EGR-EPV
EGR External Pressure Valve
EGR/EVAP-CSV
EGR/EVAP Control Solenoid Valve

EGR-EVR
EGR Vacuum Regulator
EGR-EVRV
EGR Electronic Vacuum Regulator Valve
EGR-FDV
EGR Forward Delay Valve
EGR-FJS
EGR Floor Jet System
EGR-FPS
EGR Feedback Pressure Sensor
EGR-LCV
EGR Load Control Valve
EGR-MAP
EGR Manifold Absolute Pressure Sensor
EGR-PFE
EGR-PFE Sensor
EGR-PS
EGR Position Sensor
EGR-PSW
EGR Pulse Switch
EGR-PVS
EGR Ported Vacuum Switch
EGR-REG
EGR Regulator
EGR-RES
EGR Reservoir
EGR-RST
EGR Restrictor
EGR-SC
EGR Signal Converter
EGR-SEC
EGR, Secondary
EGR-SEN
EGR Sensor
EGR-SOL
EGR Solenoid
EGR-SU
EGR Switchover Valve
EGR-SUB
Sub-EGR Valve
EGR-SVV
EGR Solenoid Vacuum Valve
EGR-T
EGR Temperature Sensor
EGR-TC
EGR Transmission Controlled
EGR-TCTVS
EGR Torque Converter Thermal Vacuum Switch

EGR-TCV
EGR Thermal Control Valve
EGR-TCVLV
EGR Temperature Control Valve
EGR-TRANS
EGR Transducer
EGR-TS
EGR Temperature Sensor
EGR-TSW
EGR Temperature Switch
EGR-TVD
EGR Throttle Valve Diaphragm
EGR-TVS
EGR Thermal Vacuum Switch
EGR-TVSOL
EGR Throttle Valve Solenoid
EGR-TVV
EGR Thermal Vacuum Valve
EGR-VA
EGR Vacuum Amplifier
EGR-VCV
EGR Vacuum Control Valve
EGR-VM
EGR Vacuum Modulator

EGR-VR
EGR Vacuum Regulator
EGR-VRS
EGR Vacuum Regulator Solenoid
EGR-VRSV
EGR Vacuum Regulator Solenoid Valve
EGR-VRV
EGR Vacuum Regulator Valve
EGR-VS
EGR Vacuum Switch
EGR-VSDV
EGR Vacuum Switch Dump Valve
EGR-VSEN
EGR Vacuum Sensor
EGR-VSOL
EGR Vent Solenoid
EGR-VSS
EGR Vacuum Switching Solenoid
EGR-VST
EGR Vacuum Surge Tank
EGR-VSV
EGR Vacuum Switching Valve
EGR-VVCS
EGR Venturi Vacuum Control System

EGRB
EGR Boost Sensor
EGRC
EGRC-BPT
EGR Control Backpressure Transducer
EGRC-SV
EGR Control Solenoid Valve
EHOC
Electronically Heated Oxidation Catalyst
EHTWC
Electronically Heated Three-Way Catalyst
EI
Electronic Ignition System
EIS
Electronic Ignition System
ELB
Electronic Lean Burn
EPR
Exhaust Pressure Regulator
EPR-SOL
EPR Solenoid
ESA
Electronic Spark Advance

EVAP
Fuel Evaporative System
EVAP-AAC
EVAP Auxiliary Air Control
EVAP-BPSV
EVAP By-Pass Solenoid Valve
EVAP-BVSV
EVAP Bimetallic Vacuum Switching Valve
EVAP-CAV
EVAP Canister Air Valve
EVAP-CCV
EVAP Control Canister Close Valve
EVAP-CCVSV
EVAP Control Canister Vent Shut Valve
EVAP-CCVVSV
EVAP Closed Canister Valve Vacuum Switching Valve
EVAP-CDCV
EVAP Canister Drain Cut Valve
EVAP-CKV
EVAP Check Valve
EVAP-CPCS
EVAP Canister Purge Control Solenoid
EVAP-CPCSV
EVAP Canister Purge Control Solenoid Valve

EVAP-CPCV
EVAP Canister Purge Control Valve
EVAP-CPRV
EVAP Canister Purge Regulator Valve
EVAP-CPSV
EVAP Canister Vent Shut Valve
EVAP-CPT
EVAP Canister Purge Timer
EVAP-CPTVS
EVAP Canister Purge Thermal Vacuum Switch
EVAP-CPV
EVAP Canister Vent Valve
EVAP-CPVCSV
EVAP Canister Purge Volume Control
EVAP-CPVCV
EVAP Canister Purge Volume Control Valve
EVAP-CPVDV
EVAP Canister Purge Vacuum Delay Valve
EVAP-CPVR
EVAP Canister Purge Valve Resonator
EVAP-CS
EVAP Control Solenoid
EVAP-CSPS
EVAP Control System Pressure Sensor

EVAP-CST
EVAP Canister Surge Tank
EVAP-CT
EVAP Catch Tank
EVAP-CVCS
EVAP Canister Vent Control Solenoid
EVAP-CVCV
EVAP Canister Vent Control Valve
EVAP-CVS
EVAP Canister Vent Solenoid
EVAP-CVSV
EVAP Carburetor Vent Switching Valve
EVAP-CVV
EVAP Canister Vent Valve
EVAP-DCTO
EVAP Dual Coolant Temperature Override
EVAP-DF
EVAP Drain Filter
EVAP-DPS
EVAP Differential Pressure Sensor
EVAP-DV
EVAP-Drain Valve
EVAP-EV
EVAP Emission Valve

EVAP-FBVV
EVAP Fuel Bowl Vent Valve
EVAP-FBVS
EVAP Fuel Bowl Vent Solenoid
EVAP-FCV
EVAP Fuel Cut Valve
EVAP-FLS
EVAP Fuel Level Sensor
EVAP-FOLV
EVAP Fuel Overflow Limiter Valve
EVAP-FS
EVAP Flow Switch
EVAP-FSV
EVAP Flow Switchover Valve<
EVAP-FTEV
EVAP Fuel Tank EVAP Valve
EVAP-FTPCSV
EVAP Fuel Tank Pressure Control Solenoid Valve
EVAP-FTPS
EVAP Fuel Tank Pressure Sensor
EVAP-FTS
EVAP Fuel Temperature Sensor
EVAP-FVCV
EVAP Fuel Vapor Control Valve

EVAP-FVS
EVAP Fuel Vapor Separator
EVAP-FVTS
EVAP Fuel Vapor Temperature Sensor
EVAP-FVV
EVAP Fuel Vent Valve
EVAP-FVVV
EVAP Fuel Vapor Vent Valve
EVAP-IVS
EVAP Inner Vent Solenoid
EVAP-LDP
EVAP Leak Detection Pump
EVAP-LDPAF
EVAP Leak Detection Pump Air Filter
EVAP-LDPF
EVAP Leak Detection Pump Filter
EVAP-LDPVV
EVAP Leak Detection Pump Vent Valve
EVAP-LSEP
EVAP Liquid Separator
EVAP-NVLD
EVAP Natural Vacuum Leak Detection
EVAP-ORVR
Evaporative On-Board Refueling Vapor Recovery System

EVAP-ORVRCV
Evaporative On-Board Refueling Vapor Recovery Check Valve
EVAP-ORVRFTVRV
EVAP-ORVR Fuel Tank Vapor Recirculation
EVAP-OVCV
EVAP Outer Vent Control Valve
EVAP-OWV
EVAP One-Way Valve
EVAP-PCDV
EVAP Purge Control Diaphram Valve
EVAP-PCSV
EVAP Purge Cut-Off Solenoid Valve
EVAP-PFS
EVAP Purge Flow Sensor
EVAP-PFSVVSV
EVAP Purge Flow Switching Valve Vacuum Switching Valve
EVAP-PRRV
EVAP Pressure Relief Rollover Valve
EVAP-PSVVSV
EVAP Pressure Switching Valve Vacuum Switching Valve
EVAP-PSOL
EVAP Purge Solenoid
EVAP-PSSV
EVAP Pressure Switching Solenoid

EVAP-PSVVSV
EVAP Pressure Switching Valve Vacuum Switching Valve
EVAP-PV
EVAP Purge (Frequency) Valve
EVAP-PVS
EVAP Ported Vacuum Switch
EVAP-RV
EVAP Rollover Valve
EVAP-RV/FTPS
EVAP Rollover Valve/Fuel Tank
EVAP-RVSV
EVAP Rollover Vapor Separator Valve
EVAP-SNR
EVAP Canister Sensor
EVAP-SOL
EVAP Solenoid
EVAP-SOV
EVAP Shutoff Valve
EVAP-SSV
EVAP Shut-Off Solenoid Valve
EVAP-SV
EVAP Solenoid Valve
EVAP-TC
EVAP Trap Canister

EVAP-TS
EVAP Temperature Switch
EVAP-TPBPV
EVAP Tank Pressure By-Pass Valve
EVAP-TPCS
EVAP Tank Pressure Control Solenoid
EVAP-TPCV
EVAP Tank Pressure Control Valve
EVAP-TRWV
EVAP Tree-Way Valve
EVAP-TV
EVAP Thermal Valve
EVAP-TVS
EVAP Thermal Vacuum Switch
EVAP-TVV
EVAP Thermal Vacuum Valve
EVAP-TWV
EVAP Two-Way Valve
EVAP-VC
EVAP Vapor Canister
EVAP-VCAT
EVAP Vapor Canister Air Tank
EVAP-VCF
EVAP Vapor Canister Filter

EVAP-VCSV
EVAP Vapor Canister Shut-off Valve
EVAP-VCTV
EVAP Vacuum Control Valve
EVAP-VCV
EVAP Vacuum Canister Valve
EVAP-VCVS
EVAP Vapor Canister Vent Solenoid
EVAP-VM
EVAP Vacuum Motor
EVAP-VPS
EVAP Vapor Pressure Sensor
EVAP-VPSVSV
EVAP Vapor Pressure Sensor Vacuum Switching Valve
EVAP-VS
EVAP Vacuum Sensor
EVAP-VSOL
EVAP Ventilation Solenoid
EVAP-VSOL/LDP
EVAP Ventilation Solenoid/Leak Detection Pump
EVAP-VST
EVAP Vacuum Surge Tank
EVAP-VSV
EVAP Vacuum Switching Valve

EVAP-VV
EVAP Ventilation Valve
EVRS
EGR Vacuum Regulator Solenoid
"F"
FBC
Feedback Carburetor
FCOV
Fuel Change Over Valve
FF
Flex Fuel
FF-CKV
Fuel Fill Check Valve
FF-FCV
Fuel Tank Fuel Cut-Off Valve
FF-FLVV
Fuel Tank Fill Limit Vent Valve
FGOV
Fuel Gravity/Overflow Valve
FGVV
Fuel Gravity Vent Valve
FI
Fuel Injected
FICD
Fast Idle Control Device
FISR
Fast Idle Solenoid Relay
FLV
Fill Limit Valve
FLVV
Fill Limiting Vent Valve
FP-CKV
Fill Pipe Check Valve
FP-RV
Fill Pipe Rollover Valve
FR
Fill Pipe Restrictor
FT-FLVV
Fuel Tank Fill Limit Vent Valve
FT-GVV
Fuel Tank Grade Vent Valve
FT-OPRV
Fuel Tank Over Pressure Vent Valve
FT-PCV
Fuel Tank Pressure Control Valve
FT-VCV
Fuel Tank Vapor Control Valve
FT-VRV
Fuel Tank Vapor Recirculation Valve
FTCV
Fuel Tank Check Valve
FTDPS
Fuel Tank Differential Pressure Sensor
FTEV
Fuel Tank EVAP Valve
FTPS
Fuel Tank Pressure Sensor
FTT
Fuel Tank Temperature Sensor
FTTS
Fuel Tank Temperature Sensor
FTV/LSV
Fuel Tank Vapor/Liquid Seperation Valve
FTVCV
Fuel Tank Vapor Control Valve
FTVPRV
Fuel Tank Ventilation Pressure Retention Valve
FVPS
Fuel Vapor Pressure Sensor
FTVV
Fuel Tank Vent Valve
FVV
Fuel Vapor Valve
"G"
GVWR
Gross Vehicle Weight Rating
"H"
HAC
High Altitude Compensator
HAFS
Heated Air Fuel Ratio Sensor
HAI
Hot Air Intake
HAS
High Altitude System
HC
Hydrocarbons
HCAC-VSV
Hydrocarbon Absorber Catalyst Vacuum Switching Valve
HDC
Heavy Duty Cooling
HDC-CTO
HDC Coolant Temperature Override
HFM-SFI
Hot Film Engine Management SFI
HIC
Hot Idle Compensator
HIM
Heated Intake Manifold
HO
High Output
HO2S
Heated Oxygen Sensor
HP
High Performance
HP
Horsepower
HPCA
Housing Pressure Cold Advance
HSC
High Swirl Combustion
"I"
IAC
Idle Air Control Valve
IACV-SW
IACV Switch
ICOM
Idle Compensator
IDI
Indirect Diesel Injection

IES
Idle Enrichment System
IMCO
Improved Combustion System
"K"
KS
Knock Sensor
"L"
LH-SFI
Hot Wire Sequential Multiport Fuel Injection
LVFD
Liquid/Vapor Fuel Discriminator
LVW
Loaded Vehicle Weight
"M"
MD-TICS
Timing & Injection rate Control System
MDP
Manifold Differential Pressure sensor
ME-SFI
Motor Electronics Sequential Fuel Injection
MFI
Multiport Fuel Injection

MFI-MAF
MFI Mass Airflow Sensor
MFLS
Main Fuel Level Sensor
MI
Mechanical Fuel Injection
MIL
Malfunction Indicator Light
M/T
Manual Transmission
"N"
NAC
Nitrogen Oxides (NOx) Adsorbing Catalyst
NLV
Non-Linear Valve
NOS
NOx Sensor
NOx
NOx Emission Control
NOxC
Nitrogen Oxide Catalyst
NOxS
Nitrogen Oxide Sensor
NOxTWC
NOx adsorptive TWC
NSC
Nitrogen Oxides (NOx) Storage Catalyst
"O"
OBD
On-Board Diagnostic System
PBD (F)/(P)
Full/Partial On-Board Diagnostic
OC
Oxidation Catalytic Converter
OHC
Overhead Cam
ORVR
On-Board Refueling Vapor Recovery
ORVR-COV
ORVR Cut-Off Valve
ORVR-CV
ORVR Control Valve
ORVR-FMV
ORVR Flow Management Valve
ORVR-FTVCV
ORVR Fuel Tank Vapor Control Valve
ORVR-FTVRV
ORVR Fuel Tank Vapor Recirculation Valve

ORVR-LV
ORVR Leveling Valve
ORVR-OCKV
ORVR Overfill Check Valve
ORVR-RCV
ORVR Refueling Control Valve
ORVR-VCV
ORVR Vapor Cut Valve
ORVR-VRV
ORVR Vapor Recirculating Valve
ORVR-VSV
ORVR Vent Shut Valve
ORVR-VV
ORVR Vent Valve
OVCV
Outer Vent Control Valve
O2S
Oxygen Sensor
"P"
PAIR
Pulsed Secondary Air Injection
PAIR-ABV
PAIR Anti-Backfire Valve
PAIR-ACOV
PAIR Air Cut-Off Valve
PAIR-ACS
PAIR Air Control Solenoid
PAIR-ACV
PAIR Air Control Valve
PAIR-AIV
PAIR Air Injection Valve
PAIR-ASCS
PAIR Air Suction Control Solenoid
PAIR-ASOV
PAIR Air Shutoff Valve
PAIR-ASS
PAIR Air Switching Solenoid
PAIR-ASV
PAIR Air Switching Valve
PAIR-ASVL
PAIR Air Suction Valve
PAIR-AVCS
PAIR Air Valve Control Solenoid
PAIR-CSV
PAIR Control Solenoid Valve
PAIR-CKV
PAIR Check Valve
PAIR-DV
PAIR Diverter Valve
PAIR-PAF
PAIR Pulse Air Feeder
PAIR-PAV
PAIR Pulse Air Valve
PAIR-RES
PAIR Resonator
PAIR-RV
PAIR Reed Valve
PAIR-SCSV
PAIR Swirl Control Solenoid Valve
PAIR-SCV
PAIR Swirl Control Valve
PAIR-SOL
PAIR Solenoid
PAIR-VSV
PAIR Vacuum Switching Valve
PCM
Powertrain Control Module
PCV
Positive Crankcase Ventilation
PCV-DOV
PCV Dual Orifice Valve
PCV-HCB
PCV Heated Crankcase Breather
PCV-HE
PCV Heating Element
PCV-PRV
PCV Pressure Regulator Valve
PCV-SOL
PCV Solenoid
PEVR
Power Enrichment Vacuum Regulator
PPM
Parts Per Million
PTOX
Periodic Trap Oxidizer
PURCV
Purge Crankcase Ventilation
PVCS
Ported Valve Control System
PVCS-A
PVCS Actuator
PVCS-CS
PVCS Control Solenoid
PVLCS
Power Valve Control System
"R"
ROV
Rollover Valve
"S"
SAI-SV
Secondary Air Injection Shutoff Valve
SAIR-CV
Secondary Air Injection Control Valve
SC
Supercharged or Super Charger
SC MFI
Supercharged Multiport Fuel Injection
SCR
Selective Catalytic Reduction
SCSV
Swirl Control Solenoid Valve
SCV
Swirl Control Valve
SCV-A
SCV Actuator
SFI
Sequential Multiport Fuel Injection
SFI-MAF
SFI Mass Airflow Sensor
SFLS
Sub-Fuel Level Sensor
SOHC
Single Overhead Cam
SPK
Spark Controls
SPK-AVM
SPK Advance Vacuum Modulator
SPK-BVSV
SPK Bimetal Vacuum Switching Valve
SPK-CC
SPK Computer Controlled
SPK-CKV
SPK Check Valve
SPK-CSSA
SPK Cold Start Spark Advance System
SPK-CSSH
SPK Cold Start Spark Hold System
SPK-CTO
SPK Coolant Temperature Override
SPK-DAVS
SPK Distributor Vacuum Advance Solenoid
SPK-DCKV
SPK Distributor Check Valve
SPK-DCTO
SPK Dual Coolant Temperature Override
SPK-DDD
SPK Dual Diaphragm Distributor
SPK-DMV
SPK Distributor Modulator Valve
SPK-DPD
SPK Dual Point Distributor
SPK-DPVS
SPK Distributor Ported Vacuum Switch
SPK-DRCV
SPK Distributor Retard Control Valve
SPK-DRS
SPK Distributor Retard Solenoid
SPK-DSVMV
SPK Distributor Spark Vacuum Modulator Valve
SPK-DTVS
SPK Distributor Thermal Vacuum Switch
SPK-DTVV
SPK Distributor Thermal Vacuum Valve
SPK-DV
SPK Delay Valve
SPK-DVA
SPK Distributor Vacuum Advance
SPK-DVAS
SPK Distributor Vacuum Advance Solenoid
SPK-DVCS
SPK Distributor Vacuum Control Solenoid
SPK-DVCSW
SPK Distributor Vacuum Controlled Switch
SPK-DVCV
SPK Distributor Vacuum Control Valve
SPK-DVDV
SPK Distributor Vacuum Delay Valve
SPK-DVRS
SPK Distributor Vacuum Retard Switch
SPK-DVRV
SPK Distributor Vacuum Regulating Valve
SPK-DVVV
SPK Distributor Vacuum Vent Valve
SPK-EAVS
SPK Electronically Actuated Vacuum Switch
SPK-EDM
SPK Electronic Distributor Modulator
SPK-EI
SPK Electronic Ignition
SPK-ESA
SPK Electronic Spark Advance
SPK-ESC
SPK Electronic Spark Control (Retard)
SPK-ESS
SPK Electronic Spark Selection
SPK-EST
SPK Electronic Spark Timing
SPK-FDV
SPK Forward Delay Valve
SPK-HPCA
SPK Housing Pressure Cold Advance
SPK-ITCS
SPK Ignition Timing Control System
SPK-ITVS
SPK Ignition Timing Vacuum Switch
SPK-NLVR
SPK Non-Linear Vacuum Regulator
SPK-OSAC
SPK Orifice Spark Advance Control
SPK-PVA
SPK Ported Vacuum Advance
SPK-PVS
SPK Ported Vacuum Switch
SPK-RDO
SPK Retard Delay Orifice
SPK-RDV
SPK Reverse Delay Valve
SPK-RDVD
SPK Reverse Delay Valve (Dual)
SPK-RDVLV
SPK Retard Delay Valve
SPK-RDVS
SPK Reverse Delay Valve (Single)
SPK-RETS
SPK Retard Switch
SPK-SC
SPK Speed Controlled
SPK-SOL
SPK Solenoid
SPK-SRRV
SPK Spark Relay Regulator Valve
SPK-TAVIA
SPK Temperature Activated Vacuum Ignition Advance
SPK-TCS
SPK Transmission Controlled Spark
SPK-TCSYS
SPK Timing Control System
SPK-TIDC
SPK Thermostatic Ignition Distributor Control
SPK-TV
SPK Thermal Valve
SPK-TVS
SPK Thermal Vacuum Switch
SPK-VACTO
SPK Vacuum Advance Coolant Temperature Override
SPK-VAS
SPK Vacuum Advance Solenoid
SPK-VAV
SPK Vacuum Advance Valve
SPK-VR
SPK Vacuum Retard
SPK-VRSW
SPK Vacuum Retard Switch
SPK-VSV
SPK Vacuum Switching Valve
SPK-VTCS
SPK Vacuum Timing Control System
SPL
Smoke Puff Limiter
SRI
Service Reminder Indicator
SSCA
Stepped Speed Control Actuator
SSCS
Stepped Speed Control Solenoid
STS
Service Throttle Soon Light
STVS
Secondary Throttle Valve System
SUB-HO2S
Sub-Heated Oxygen Sensor (after CAT)
SUB-O2S
Sub-Oxygen Sensor
SUB-TWC
Sub Three-Way Catalytic Converter
"T"
TAA
Turbo Air-To-Air
TAA
Throttle Actuator Assembly
TAB
Thermactor Air By-Pass
TAD
Thermactor Air Diverter
TAC
Thermostatic Air Cleaner
TBI
Throttle Body Injection

TBPCS
Throttle By-Pass Control System
TC
Turbo Charger
TCC
Torque Converter Clutch
TCCL
Torque Converter Control
TCD
Throttle Closing Dashpot
TC-DV
TC Delay Valve
TC-TVC
TC Thermal Vacuum Switch
TC-VS
TC Vacuum Switch
TD
Thermactor Diverter
TFT
Tank Fuel Temperature Sensor
THOS2
Third Heated Oxygen Sensor
TICV
Thermal Ignition Control Valve

TIV
Thermal Idle Valve
TK
Throttle Kicker
TLUC
Transmission Lock-Up Converter
TLUC-TVS
TLUC Thermal Vacuum Switch
TLUC-VS
TLUC Vacuum Switch
TM
Throttle Modulator
TOS
Throttle Opener System
TP
Throttle Positioner
TPI
Tuned Port Fuel Injection
TPV
Throttle Poppet Valve
TR
Thermal Reactor
TRC
Throttle Return Control

TRCS
Throttle Return Control Solenoid
TRCTL
Throttle Return Control Throttle Lever Actuator
TRSCV
Throttle Return Solenoid Control Valve
TRTVV
Temperature Regulator Thermal Vacuum Valve
TRVV
Transmission Vacuum Valve
TSOL
Throttle Solenoid
TVISD
Throttle Vacuum Idle Speed Diaphragm
TVM
Transmission Vacuum Modulator
TWC
Three-Way Catalytic Converter
TWC+OC
Three-Way + Oxidation Catalytic Converter
"V"
VA
Vacuum Advance Unit
VAC-AMP
Vacuum Amplifier
VA-CTO
VA Coolant Temperature Override
VCV
Vacuum Cut Valve
VCV-BV
VCV By-Pass Valve
VLFR
Vent Line Flow Restrictor/Anti-Trickle Fill Valve
"W"
WU
Warm-Up Catalyst
WU-OC
Warm-Up Oxidation Converter
WU-TWC
Warm-Up Three-Way Catalytic Converter

A/C SYSTEM SPECIFICATIONS
GENERAL SERVICING Ford Motor Co. Applications & Oil/R-12 Capacities
COMPRESSOR APPLICATIONS - PASSENGER CARS

Application Compressor
Continental Ford FX-15 10-Cyl.
Cougar & Thunderbird Ford FX-15 10-Cyl.
Crown Victoria, Grand Marquis &
Town Car Ford FX-15 10-Cyl.
Escort & Tracer Nippondenso 10P13 10-Cyl.
Mark VII Nippondenso 10PA17 10-Cyl.
Mustang
2.3L Nippondenso 10P15 10-Cyl.
5.0L Nippondenso 6P-148 6-Cyl.
Probe
2.2L Engine Nippondenso 10P15A 10-Cyl.
3.0L Engine Nippondenso 10P15 10-Cyl.
Sable & Taurus
3.0L (Exc. SHO) & 3.8L Engines Ford FX-15 10-Cyl.
3.0L SHO Engine Nippondenso 10P15F 10-Cyl.
Tempo & Topaz
2.3L Ford FX-15 10-Cyl.
3.0L Nippondenso 10P15C 10-Cyl.
COMPRESSOR APPLICATIONS - LIGHT TRUCKS & VANS

Aerostar Ford FX-15 10-Cyl.
Bronco Ford FX-15 10-Cyl.
"E" Series Ford FS-6 6-Cyl.
Explorer Ford FX-15 10-Cyl.
"F" Series
7.3L Diesel Ford FS-6 6-Cyl.
Gas Engine Models Ford FX-15 10-Cyl.
Ranger
2.3L Engine Ford FX-15 10-Cyl.
2.9L Engine Ford FS-6 6-Cyl.
BODY CODE DESIGNATIONS - LIGHT TRUCKS & VANS

Model Designation
Aerostar "A" Series
Bronco & Explorer "U" Series
Pickups (Full Size) "F" Series
Ranger "R" Series
Vans (Full Size) "E" Series
REFRIGERANT OIL & R-12 CAPACITY - PASSENGER CARS

PASSENGER CAR REFRIGERANT OIL & R-12 CAPACITY
Application (1) Oil Ounces R-12 Ounces
Continental 7.0 40
Cougar & Thunderbird 7.0 40
Crown Victoria, Grand Marquis & Town Car 7.0 40
Escort & Tracer 8.0 36
Mark VII 8.0 40
Mustang 8.0 40
Probe 8.0 40
Sable & Taurus
FX-15 Compressor 7.0 40
10P15F Compressor 8.0 40
Tempo & Topaz
10P15C Compressor 8.0 36
REFRIGERANT OIL & R-12 CAPACITY - LIGHT TRUCKS & VANS

LIGHT TRUCK & VAN REFRIGERANT OIL & R-12 CAPACITY
Aerostar (FX-15 Compressor)
W/Auxiliary Unit 10.0 (1) 64
W/O Auxiliary Unit 7.0 48

Bronco 7.0 44
Explorer 10.0 32
"E" Series
W/Rear Unit 10.0 72
W/O Rear Unit 7.0 55
"F" Series 7.0 44
Ranger
FS-6 Compressor 10.0 32
(1) Models with auxiliary unit may require additional refrigerant. See decal under hood for capacity.
A/C SYSTEM GENERAL SERVICING
A/C GENERAL SERVICING General Servicing Procedures
SAFETY PRECAUTIONS
CAUTION: When discharging air conditioning system, use only approved refrigerant
recovery/recycling equipment. Make every attempt to avoid discharging
refrigerant into the atmosphere.
1. Always work in a well-ventilated, clean area. Refrigerant (R-12) is heavier than oxygen, and will displace
oxygen in a confined area. Always wear eye protection when working around air conditioning systems
and R-12. The system's high pressure can cause severe injury to eyes and skin if a hose were to burst. R-
12 evaporates quickly when exposed to atmosphere, freezing anything it contacts.
2. Use care when handling refrigerant containers. DO NOT drop or strike containers or expose refrigerant
containers to excessive heat. Containers must never be heated more than 125°F (52°C). Never expose R-
12 directly to open flame.
CAUTION: When R-12 is exposed to an open flame, drawn into a running engine, or
detected with a Halide (propane) leak tester, poisonous phosgene gas is
formed. Keep work areas ventilated and avoid running engines near work
area.
USING INDIVIDUAL R-12 CANS

Disposable refrigerant cans (referred to as one pound cans) have a flat type seal or a screw type seal, and proper
can tap must be used for each type. Be sure sealing gasket on can tap is in good condition. A proper safety can
tap will prevent refrigerant from flowing back into open can, as tap has a one-way flow control.
NOTE: Recent findings by the EPA indicate that refrigerant is harmful to the Earth's
protective Ozone layer. When discharging refrigerant avoid allowing refrigerant
to enter the atmosphere. Refrigerant recovery system should be used when
discharging the system.
MULTI-CAN DISPENSING VALVES

A multi-can dispensing valve allows attachment of several cans of refrigerant, and is a good substitute when a
bulk container is not available. Cans are installed onto each leg of multi-can dispensing valve in the same
manner as the individual cans, and each leg has its own can tap.
CAN TAP INSTALLATION

FLAT TYPE SEAL CANS
On cam-lock or one-piece can taps, first turn the handle outward to the fully open position. Securely engage
locking lugs over the can flange, and lock them in place by turning cam lock or locking nut. Screw tap assembly
into adapter so sealing gasket is fully seated against the can top. Turn tap inward to pierce the can and close the
tap. DO NOT open tap until ready to purge the service hose or dispense refrigerant into the system.
On 2-piece can taps, be certain tap handle is turned fully inward to the closed position. Check that locking base
is turned to its outer limit. Securely engage locking lugs over the can flange. Turn entire tap assembly (without
disturbing the closed setting) downward into the locking base to pierce the can. DO NOT open tap until ready to
dispense into system.
SCREW TYPE SEAL CANS
Ensure can tap is fully closed. Screw refrigerant can into can tap fitting until tight. This will pierce the can.
Connect tap to center hose on manifold gauge set. DO NOT open tap until ready to dispense R-12 into system.
WARNING: DO NOT open high side hand valve while air conditioning system is in
operation. This high pressure could rupture can or fitting at safety can
valve, resulting in damage and personal injury.
SIGHT GLASS INDICATORS
NOTE: Receiver-drier may be used on some models, while other models use an
accumulator.
A sight glass (if used) is usually mounted in receiver-drier or in discharge line to expansion valve. Through
sight glass, a visual check of refrigerant condition passing through the system can be made. There are several
"indicators" that help diagnose possible problems. See Fig. 1 . These "indicators" are outlined as follows:
CLEAR SIGHT GLASS
A clear sight glass indicates system has correct charge of refrigerant or is excessively low on refrigerant for
system circulation. Sight glass may be clear and system may contain excessive R-12. This must be verified with
test gauge readings.
BUBBLY/FOAMY SIGHT GLASS
A "bubbly" or "foamy" sight glass indicates system is low on refrigerant, and air has probably entered system.
However, if only occasional bubbles are noticed, during clutch cycling or system start-up, this may be a normal
condition.
OIL STREAKED SIGHT GLASS
If oil streaks appear on sight glass, a lack of refrigerant may be indicated, and the system's compressor oil is
circulating through the system.
CLOUDY SIGHT GLASS

A cloudy sight glass indicates desiccant contained in receiver-drier or accumulator has broken down and is
being circulated through system. Sight glass readings are not necessarily positive identification of a problem.
Readings should be relied upon only in conjunction with other system symptoms.
Fig. 1: Sight Glass Indicators
1992 PASSENGER CAR SERVICE VALVE LOCATIONS

1992 PASSENGER CAR SERVICE VALVE LOCATIONS
Vehicle High Low
Crown Victoria, Grand Marquis & Town Car (1) (3)
Escort & Tracer (1) (2)
All Others (4) (5)
(1) In discharge line between compressor and condenser or liquid line to evaporator.
(2) On compressor head or suction line.
(3) Service valve on accumulator.
(4) Install Adapter D81L-19703-A on valve on discharge line between compressor and condenser or
liquid line to evaporator. Connect gauge to adapter.
(5) Remove pressure switch from accumulator. Install Adapter D87P-19703-A between accumulator and
pressure switch. Connect gauge to adapter.
1992 TRUCK & VAN SERVICE VALVE LOCATIONS TABLE

1992 TRUCKS & VANS SYSTEM SERVICE VALVE LOCATIONS
Vehicle High Low
Aerostar, Explorer & Ranger (1) (2)
Bronco, "E" & "F" Series (1) (3)

(1) In discharge line near condenser.
(2) Service valve on accumulator.
(3) Remove pressure switch from accumulator. Install Adapter D87P-19703-A between accumulator and
pressure switch. Connect gauge to adapter.
STEM-TYPE VALVE OPERATION

This manually operated service valve has adjustable stem, located under a protective cap. Valve stem must be
manually positioned when making gauge connections and/or reading system pressure on the gauges. See Fig. 2 .
BACK-SEATED (OPERATING) POSITION
This is normal operating position, and position used for connecting and disconnecting manifold gauge set. Stem
is turned fully outward to seal the service gauge port.
MID (TEST) POSITION
After service gauge manifold set has been installed (valve stem in back-seated position), turn valve stem 1 1/2
to 2 turns inward. This positions valve stem midway, allowing full system operation and permits refrigerant
pressure to reach gauges.
FRONT-SEATED (OFF) POSITION
With service valve stem turned inward, valve blocks refrigerant flow through system, isolating compressor for
service.
CAUTION: Never operate A/C system with service valves in front-seated position, as
the compressor will be damaged.
Fig. 2: Stem-Type Service Valve Positions
SCHRADER-TYPE VALVE OPERATION

Schrader valve is similar in construction and operation to a tire valve. When a test gauge hose (which has a
valve core depressor) is attached, Schrader stem is pushed inward to the open position and allows system
pressure to reach the gauge.
If test hose being used does not have a built-in core depressor, an adapter must be used. Never attach hoses or
adapters to a Schrader valve unless it is first connected to manifold gauge set.
NOTE: Although similar in construction and operation to a tire valve, the Schrader-type
valve cannot be replaced with a tire valve.
SPECIAL VALVE CONNECTORS

Some Ford systems use a special quick-disconnect fitting to attach a test gauge to high side service valve. This
is an immediate-sealing mechanism which will prevent any accidental discharge while installing or
disconnecting high side service gauge.
MANIFOLD GAUGE SET

A manifold gauge set is used to determine systems high and low side pressures, correct refrigerant charge,
system diagnosis and operating efficiency. High (discharge) and low (suction) pressures must be compared to
determine system operation.
LOW SIDE GAUGE
This gauge, which may have a Blue color identifying feature, is used to measure low side (suction) pressure. It
reads from 0 to 150 psi (pressure scale) and from 0 to 30 inches of mercury (vacuum scale). This low side gauge
is called a compound gauge because it has a dual purpose, to register either pressure or vacuum.
HIGH SIDE GAUGE
The high side gauge, which may have a Red identifying feature, is used to measure high side (discharge)
pressure. It reads from 0 to 500 psi.
CONNECTING GAUGE SET

SCHRADER-TYPE VALVES
1. Put on safety goggles and cover vehicle's fender. Remove protective caps from Schrader valves. Do this
slowly to check for leaky valves.
CAUTION: Be sure hand valves on manifold gauge set are closed before
connecting test hoses to Schrader valves.
2. Be sure service hoses are equipped with valve core depressor to match Schrader valve. If not, install
special adapters for this purpose. Ensure both manifold gauge hand valves are closed.
3. Connect low side service hose to low side (suction) service valve. Tighten finger tight. Connect high side
service hose to high side (discharge) service valve. Tighten finger tight.
STEM-TYPE VALVES
1. Put on safety goggles and cover vehicle's fender. Place valves in back-seated position. Remove protective
caps from service valves. Do this slowly to check for leaky valves.
CAUTION: Be sure hand valves on manifold gauge set are closed before turning
service valve to the mid-position.
2. Attach low side service hose to the low side (suction) service valve. Connect high side service hose to the
high side (discharge) service valve. Tighten both connectors finger tight.
NOTE: After test gauges are installed, you must purge test hoses of all air before
proceeding with testing.
PURGING TEST HOSES

1. Be sure high and low side hoses are properly connected to service valves and all hose connections are
tight.
2. If stem-type service valves are used, turn stems inward 1 1/2 to 2 turns to mid-position. Place clean shop
towel over end of center service hose.
3. Now purge high side test hose by opening hand valve on the high side gauge for 3-5 seconds. This allows
system's refrigerant to force air through test hoses and out center service hose into the shop towel.
Immediately close high side gauge hand valve.
4. Purge low side test hose in the same manner, using hand valve of low side gauge. Close hand valve after
3-5 seconds. Purging of test hoses is complete. System is ready for testing.
STABILIZING A/C SYSTEM

1. Once manifold gauge set is attached to system, and test hoses have been purged, system is ready for
testing. Place all test hoses, gauge set and other equipment away from all engine moving parts.
2. Start engine and turn air conditioner controls to maximum cooling (full cold and "MAX A/C"). Set
blower fan on high speed. Open doors and/or windows and operate system for 5-10 minutes. System
should now be stabilized and ready for test readings.
PRESSURE GAUGE INDICATIONS

The following typical pressure gauge indications represent conditions that may be encountered during system
servicing. See Fig. 3 through Fig. 12 . Temperature and humidity, as well as other factors, affect pressure gauge
readings. Pressure gauge indications should be used only as a guide.
PRESSURE GAUGE READINGS

The following typical pressure gauge indications represent conditions that may be encountered during system
servicing. Temperature and humidity, as well as other factors, affect pressure gauge readings. Pressure gauge
indications should be used only as a guide.
EXCESSIVE MOISTURE GAUGE READINGS

Low Side Gauge - Normal-to-Low
High Side Gauge - Normal
Other Symptoms
Sight Glass - Tiny bubbles.
Discharge Air - Becomes warm as low side cycles into vacuum. As moisture is released by saturated desiccant,
it becomes released by saturated desiccant, it becomes trapped and freezes at expansion valve or orifice tube,
blocking R-12 flow into the evaporator. As low side drops to a vacuum, high side may rise.
Fig. 3: Excessive Moisture Pressure Gauge Indications

Correction
1. Discharge refrigerant from system using approved refrigerant recovery/recycling equipment.

2. Replace receiver-drier, accumulator or desiccant bag.
3. Evacuate system with vacuum pump.
4. Charge system with R-12.
5. Operate system and check performance.
DEFECTIVE THERMOSTATIC SWITCH GAUGE READINGS

Low Side Gauge - Normal

Other Symptoms
Compressor - Cycles on and off too fast.
Low Side Gauge - Not enough range shown on low side gauge.
Fig. 4: Defective Thermostatic Switch Pressure Gauge Indications

Correction
1. Stop vehicle engine and turn air conditioner "OFF".

2. Remove and discard old clutch cycling switch, install a new switch of same type.
MISADJUSTED THERMOSTATIC SWITCH GAUGE READINGS

See DEFECTIVE CLUTCH CYCLING SWITCH PRESSURE GAUGE READINGS below.
DEFECTIVE CLUTCH CYCLING SWITCH PRESSURE GAUGE READINGS

Low Side Gauge - Low-to-Normal/Normal-to-High
Other Symptoms
Compressor - Cycles at incorrect temperature or pressure.

Evaporator - May freeze and restrict airflow if switch is allowing compressor to remain on too long.
Fig. 5: Misadjusted Thermostatic Switch or Defective Clutch Cycling Switch Gauge Indications
Correction With Thermostatic Switch
NOTE: If no adjusting screw is provided, the switch is nonadjustable and must be

replaced.
1. Stop engine and turn air conditioner off.

2. Remove components necessary to gain access to thermostatic adjustment screw.
3. Make certain that all wiring is positioned so that no short-circuiting can occur. Connect battery cable so
that engine can be operated while making switch adjustment. Adjust thermostatic switch.
Correction With Clutch Cycling Switch
NOTE: Switch is non adjustable and is mounted on a Schrader valve fitting. Therefore,
no system discharge is required.
1. Stop engine and turn air conditioner off.

2. Detach electrical connector from pressure sensing switch at accumulator.
3. Remove pressure sensing switch, and install a new switch.
LOW R-12 CHARGE GAUGE READINGS

Low Side Gauge - Low
High Side Gauge - Low
Other Symptoms
Discharge Air - Slightly cool.
Sight Glass - Some bubbles.
Fig. 6: Low R-12 Charge Pressure Gauge Indications

Correction
1. Leak test system.

2. Discharge refrigerant from system if necessary, using approved refrigerant recovery/recycling equipment,
to replace units or lines.
3. Repair leaks.
4. Check compressor oil level. System may have lost oil due to leakage.
5. Evacuate system using vacuum pump.
VERY LOW R-12 CHARGE GAUGE READINGS
Other Symptoms
Discharge Air - Warm.
Sight Glass - Clear or Oil Streaks.
Compressor - Operation may have stopped if system is equipped with a refrigerant pressure sensing switch.
Fig. 7: Very Low R-12 Charge Pressure Gauge Indications

Correction
1. If compressor operation is stopped due to a pressure sensing switch, by-pass switch with jumper wire
until testing and correction are complete.
2. Add a partial refrigerant charge (to at least 50 percent system capacity), then make thorough leak test.
3. Discharge refrigerant from system using approved refrigerant recovery/recycling equipment.
4. Check compressor oil level. System may have lost oil due to leakage.
ORIFICE TUBE PLUGGED GAUGE READINGS

Other Symptoms
Evaporator Inlet Pipe - Sweating or frost build up just ahead of orifice tube.
Testing
If evaporator inlet pipe after orifice tube and accumulator surface are warm, orifice tube is plugged.
Fig. 8: Orifice Tube Plugged Pressure Gauge Indications

Correction

2. Replace orifice tube.
EXPANSION OR "H" VALVE STUCK CLOSED

Other Symptoms
Evaporator Inlet Pipe - Sweating or frost build up.
Testing
1. If evaporator inlet is cool to touch, proceed as follows:

a. Set air conditioner for maximum cooling and operate the system.
b. Spray liquid R-12 on head of valve or capillary tube (if equipped). Note low side gauge reading.
Low side gauge should drop into a vacuum.
c. If low side vacuum reading was obtained, warm expansion valve diaphragm chamber with hand,
then repeat test step b.).
d. If expansion valve test indicates valve operation is satisfactory, clean contact surface of evaporator
outlet pipe and temperature sensing bulb. Make sure bulb is securely in contact with pipe.
e. If expansion valve test indicates the valve is defective, discharge the system using approved
refrigerant recovery/recycling equipment. Replace expansion valve, and proceed with correction
procedure.
2. If expansion valve inlet shows sweating or frost proceed as follows:
a. Discharge system using approved refrigerant recovery/recycling equipment.
b. Disconnect inlet line at expansion valve. Remove and inspect screen.
c. Clean and replace screen and reconnect inlet line.
d. Proceed with correction procedure.
Fig. 9: Expansion or "H" Valve Stuck Closed Gauge Indications
Correction

EXPANSION OR "H" VALVE STUCK OPEN GAUGE READINGS

Low Side Gauge - High
High Side Gauge - High
Other Symptoms
Discharge Air - Warm
Evaporator - Sweating or frost.
Testing
Check for expansion valve stuck open, or incorrect mounting of temperature sensing bulb as follows:
1. Set air conditioner for maximum cooling and operate system several minutes.
2. Spray liquid R-12 on head of valve or capillary bulb, and note low side gauge reading. It should drop into
a vacuum (if not, a stuck open valve or incorrect bulb mounting is indicated). This test may not be
possible on applications where sensing bulb is not accessible.
3. If low side vacuum reading is obtained, warm expansion valve diaphragm chamber with hand, then repeat
test.
Fig. 10: Expansion or "H" Valve Stuck Open Pressure Gauge Indications
Correction
1. If expansion valve test indicates valve operation is satisfactory, proceed as follows:

a. Clean contact surface of evaporator outlet pipe and temperature sensing bulb, then clamp bulb
securely in contact with pipe and recover with proper insulation tape.
b. Operate system and check performance.
2. If expansion valve test indicates valve is defective, proceed as follows:
a. Discharge system using approved refrigerant recovery/recycling equipment.
b. Replace expansion valve, making sure all contacts are clean and secure.
c. Evacuate system using vacuum pump, then charge system with R-12.
d. Operate system and check performance.
COMPRESSOR MALFUNCTION GAUGE READINGS

Other Symptoms
Compressor - Noisy.
Fig. 11: Compressor Malfunction Pressure Gauge Indications

Correction
1. Isolate compressor (if equipped with stem-type service valves) or discharge entire system using approved
refrigerant recovery/recycling equipment.
2. Remove compressor cylinder head and inspect compressor.
a. Replace reed valve plate assembly if necessary.
b. Install cylinder head using NEW gasket.
3. Check compressor oil level.
4. Replace receiver-drier, desiccant or accumulator if:
a. System previously opened.
b. System operated two or more seasons with present unit.
c. Compressor inspection revealed desiccant particles (very fine golden or brown particles).
5. Using vacuum pump, evacuate compressor or entire system (depending on procedure used in step 1).
CONDENSER MALFUNCTION OR R-12 OVERCHARGE GAUGE READINGS

High Side Gauge - High
Other Symptoms
Discharge Air - Warm.
High Side Lines - Very Hot.
Sight Glass - Bubbles.
Fig. 12: Condenser Malfunction or R-12 Overcharge Pressure Gauge Indications

Correction
1. Check electric cooling fan operation.

2. Inspect condenser for clogged air passages, bug screen, or other obstructions preventing airflow through
condenser.
3. Inspect condenser mounting for proper radiator clearance. Inspect clutch type fan for proper operation.
Inspect radiator pressure cap for correct type and proper operation.
After making above corrections, operate system and check performance. If condition is not corrected:
1. Inspect system for overcharge of refrigerant and correct as follows:

a. Discharge refrigerant, using approved refrigerant recovery/recycling equipment, until stream of
bubbles appears in sight glass and both high and low gauge readings drop below normal.
b. Add R-12 until bubbles disappear and pressures are normal, then add an additional 1/4-1/2 lb. of
refrigerant.
2. Operate system and check performance. If Gauge Readings Still Too High
a. Discharge system using approved refrigerant recovery/recycling equipment. Remove and inspect
condenser to ensure free passage of refrigerant or replace condenser.
b. Replace receiver-drier, desiccant bag or accumulator.
c. Evacuate system using vacuum pump.
d. Charge system with R-12.
e. Operate system and check performance.
ORIFICE TUBE REPLACEMENT - AEROSTAR, BRONCO, EXPLORER
CAUTION: The orifice tube is located in the evaporator inlet pipe. The orifice tube
should be replaced whenever the compressor is replaced.
REMOVAL
1. Disconnect negative battery cable. Discharge A/C system using approved refrigerant recovery/recycling
equipment. Disconnect liquid line at evaporator.
2. To disconnect liquid line, fit appropriate spring lock coupling clamp on the line. See SPRING LOCK
COUPLING CLAMP table. Close clamp and push into opening side of cage to expand garter spring and
release female fitting. After garter spring is expanded, pull coupling apart. See Fig. 13 .
Fig. 13: Disconnecting Spring Lock Coupling
3. Pour small amount of refrigeration oil into inlet tube to lubricate orifice tube and "O" rings. Attach
Orifice Tube Remover/Installer (T83L-19990-A) on the 2 tangs of the orifice tube. See Fig. 14 .
NOTE: DO NOT twist or rotate orifice tube in evaporator inlet tube pipe, as it may
break inside the tube.
Fig. 14: Removing Orifice Tube
4. Hold "T" handle of orifice tube remover/installer to keep it from turning, and rotate the nut downward
against inlet line until orifice tube is pulled from inlet tube. If orifice tube breaks in inlet tube, use Broken
Orifice Tube Extractor (T83L-19990-B) to remove the orifice tube. See Fig. 15 .
Fig. 15: Removing Broken Orifice Tube
5. To remove broken orifice tube, insert screw end of extractor into inlet tube and thread into orifice tube.
Rotate extractor nut downward against liquid line and remove orifice tube.
6. If only brass center tube is extracted, insert screw end of extractor into inlet. Screw end of extractor into
fixed orifice tube body. Remove tube body from evaporator core line.
SPRING LOCK COUPLING CLAMP

Refrigerant Line Diameter In Inches Part Number
3/8 T81P-19623-G1
1/2 T81P-19623-G2
5/8 T83P-19623-C
3/4 T85L-19623-A
INSTALLATION
CAUTION: Replacement orifice tube should be the same color as the one removed.
Consult parts department for correct application.
1. Ensure replacement orifice tube is same color as that removed. Lubricate "O" rings on orifice tube with
clean refrigeration oil. Place orifice tube into orifice tube remover/installer. Insert orifice tube into
evaporator inlet tube until orifice tube bottoms against the stop.
2. Remove orifice tube remover/installer. Install liquid on evaporator using a new "O" ring lubricated with
refrigeration oil. Pull backward on liquid line to ensure proper seating of the line. Leak test, evacuate and
recharge the system. Check system for proper operation.
ORIFICE TUBE R & I - E & F SERIES, RANGER
CAUTION: The orifice tube is located in the evaporator inlet pipe. The orifice tube
should be replaced whenever the compressor is replaced.
REMOVAL
equipment. Disconnect liquid line at evaporator.
COUPLING CLAMP table. Close clamp and push into opening side of cage to expand garter spring and
release female fitting. After garter spring is expanded, pull coupling apart. See Fig. 16 .
Fig. 16: Disconnecting Spring Lock Coupling

Orifice Tube Remover/Installer (T83L-19990-A) on the 2 tangs of the orifice tube. See Fig. 17 .
Fig. 17: Removing Orifice Tube

Orifice Tube Extractor (T83L-19990-B) to remove the orifice tube. See Fig. 18 .
Fig. 18: Removing Broken Orifice Tube
Rotate extractor nut downward against liquid line and remove orifice tube.
INSTALLATION
ORIFICE TUBE R & I - CROWN VIC/GRAN MARQUIS/TWN CAR
CAUTION: Orifice tube should be replaced whenever compressor is replaced.
REMOVAL
1. Orifice tube is located in the evaporator inlet pipe. Disconnect negative battery cable. Discharge A/C
system using approved refrigerant recovery/recycling equipment. Disconnect liquid line at evaporator.
COUPLING CLAMP table earlier in article. Close clamp and push into opening side of cage to expand
garter spring and release female fitting. After garter spring is expanded, pull coupling apart. See Fig. 13 .
Orifice Tube Remover/Installer (T83L-19990-A) to 2 tangs on fixed orifice tube. See Fig. 14 .
Orifice Tube Extractor (T83L-19990-B) to remove the orifice tube.
Rotate extractor nut downward against liquid line and remove orifice tube. See Fig. 15 .
INSTALLATION
ORIFICE TUBE REPLACEMENT - ESCORT, PROBE, TRACER

REMOVAL
1. Orifice tube is located in the line, near the condenser. Disconnect negative battery cable. Discharge A/C
system using approved refrigerant recovery/recycling equipment. Disconnect liquid line at condenser.
COUPLING CLAMP table earlier in article. Close clamp and push into opening side of cage to expand
garter spring and release female fitting. After garter spring is expanded, pull coupling apart. See Fig. 13 .
3. Using Orifice Tube Remover/Installer (T83L-19990-A), remove orifice tube from the line. If orifice tube
breaks in inlet tube, use Broken Orifice Tube Extractor (T83L-19990-B) to remove the orifice tube.
INSTALLATION
clean refrigeration oil. Using orifice tube remover/installer, install orifice tube.
2. Reconnect line on condenser using a new "O" ring lubricated with refrigeration oil. Leak test, evacuate
and recharge the system. Check system for proper operation.
ORIFICE TUBE REPLACEMENT - ALL OTHER

REMOVAL
1. Orifice tube is located in condenser-to-evaporator liquid refrigerant line near condenser by the 3 indented
notches or circular depression in the line. See Fig. 19 .
Fig. 19: Determining Orifice Tube Location
equipment. To remove liquid line, fit appropriate spring lock coupling clamp on the line. See SPRING
LOCK COUPLING CLAMP table earlier in article.
3. Close clamp and push into opening side of cage to expand garter spring and release female fitting. After
garter spring is expanded, pull coupling apart. See Fig. 13 . Remove liquid line.
4. Locate orifice tube in metal portion of liquid line (3 indented notches or circular depression). See Fig.
19 . Note angle positions of liquid line ends for reassembly. Cut a 2 1/2" (63.5 mm) section from tube at
orifice location. DO NOT cut closer than 1" (25.4 mm) from start of bend in liquid line. See Fig. 20 .
5. Flush out liquid line. Lubricate "O" rings with refrigeration oil. Assemble orifice tube kit on liquid line.
See Fig. 20 . Ensure replacement orifice tube is the same color as that removed.
6. Ensure flow direction arrow is pointed at evaporator and taper on ferrule is toward the nut. While holding
hex of liquid line in a vise, tighten each compression nut to 65-70 ft. lbs. (88-95 N.m).
Fig. 20: Identifying Orifice Tube Kit Components

7. Reconnect line, using a new "O" ring lubricated with refrigeration oil. Leak test, evacuate and recharge
the system. Check system for proper operation.
REFRIGERANT RECOVERY
protective Ozone layer. When discharging refrigerant, avoid allowing refrigerant
to enter the atmosphere. Refrigerant recovery/recycle system should be used.
CAUTION: If variation is noted in service procedures, follow the manufacturer's

instructions on refrigerant recovery/recycle system.
1. Connect refrigerant recovery/recycle system hoses to high and low side service valves. See SERVICE
VALVE LOCATIONS in this article.
NOTE: Refrigerant recovery/recycle system hoses should contain shut-off valves
or check valves to inimize amount of air that enters the recycle system
when hoses are disconnected.
2. Turn refrigerant recovery/recycle system on. Allow unit to run until vacuum is obtained. Once vacuum
reading is obtained, close inlet valve on refrigerant recovery/recycle system (if equipped). Shut refrigerant
recovery/recycle system off.
NOTE: On some applications, the refrigerant recovery/recycle system will shut off
because of a low pressure switch in the electrical system on the
refrigerant recovery/recycle system. On other applications, the refrigerant
recovery/recycle system must be shut off.
3. Allow system to remain closed for approximately 2 hours while observing pressure readings on the
refrigerant recovery/recycle system.
4. If pressure reading remains at zero, disconnect hoses from service ports. If pressure reading increases to
above zero, repeat steps 2) and 3).
DISCHARGING A/C SYSTEM
protective Ozone layer. When discharging refrigerant, avoid allowing refrigerant
to enter the atmosphere. Refrigerant recovery/recycle system should be used
whenever possible instead of discharging system. Many states now require by
law the use of recovery/recycle systems. Check local laws before proceeding.

1. Close both valves on manifold gauge set. Connect manifold gauge set to high and low side service valves.
See SERVICE VALVE LOCATIONS in this article.
2. If manifold gauges or charging station are not equipped with depressing pins, install Adapters (T71P-
19703-S and R) on high and low pressure hoses.
3. Connect a discharge hose to center connector on manifold gauge set. Place open end of discharge hose in
garage exhaust outlet or in a well ventilated area if recovery system is not used. Slightly open low side
valve and release refrigerant without losing refrigerant oil.
4. When system is nearly discharged, open high side valve to release any pressure trapped in compressor.
Close manifold gauge set valves immediately after discharging to prevent entry of moisture.
FLUSHING A/C SYSTEM .

Manufacturer recommends flushing contaminated system with flushing agent using Rotunda A/C Reclaim
System (158-0000 1).
EVACUATING A/C SYSTEM

1. Close both valves on manifold gauge set. Connect manifold gauge set to high and low side service valves.
See SERVICE VALVE LOCATIONS in this article. Connect a hose to center connector on manifold
gauge set and evacuation pump.
2. Open both valves on manifold gauge set. Start evacuation pump and operate until low side vacuum
reading of at least 25 in. Hg is obtained.
3. Continue operating evacuation pump for 15 minutes. If compressor, evaporator, refrigerant line, etc. have
been replaced, operate evacuation pump for at least 30 minutes.
4. Close both valves on manifold gauge set. Turn off evacuation pump. Observe low side gauge. If vacuum
reading drops in 5 minutes, system has leak. Perform leak testing procedure and repair.
CHARGING A/C SYSTEM
NOTE: See A/C SYSTEM SPECS in the AIR CONDITIONING section for system
capacities. Manufacturer does not recommend using one pound cans. Using a
charging station will allow precise measurement of R-12 charge.
1. System must be evacuated before charging. With manifold gauge set attached from evacuation
procedures, attach R-12 container to hose on center connector of manifold gauge set. Fully open R-12
container valve and purge air from center hose.
2. Disconnect electrical connector from clutch cycling pressure switch, located on the accumulator. Install
jumper wire between connector terminals.connector.
3. Open low side valve on manifold gauge set and allow R-12 to enter system. When no more R-12 is being
drawn into system, start and run engine. Place A/C-heater controls on MAX cold position with blower
speed on high.
NOTE: In high temperature areas, it may be necessary to operate a high volume

fan to blow air through condenser and radiator.
4. When proper amount of R-12 has been added, close low side valve on manifold gauge set. Remove
jumper wire and connect clutch cycling pressure switch. Reinstall electrical connector.
5. Operate system to verify proper operation and normal system pressures. Disconnect manifold gauges set.
Install service port caps. Check system for leaks.
LEAK TESTING
Operate system to stabilize high and low side pressures. Turn engine off. Using an R-12 leak detector, check all
refrigerant line connections for leaks. Check compressor seal area and condenser. R-12 is heavier than air.
Always check for leaks at bottom of refrigerant lines and components. Refrigerant oil will leak with R-12.
Visually check all connections and compressor clutch area for oil stains. If compressor shaft seal is leaking, a
fresh oil streak will normally be seen on underside of hood above compressor clutch.
Always perform leak testing after A/C service. Move R-12 leak detector slowly to check for leaks, as leaks will
not be detected if leak testing is performed too quickly.
AIR CONDITIONING & HEAT
MANUAL A/C
*PLEASE READ THIS FIRST*

Specifications Application
Compressor Type
All Models Except Ranger 2.9L Ford FX-15 10-Cylinder
Ranger 2.9L Ford FS-6 6-Cylinder
Compressor Belt Tension
2.3L & 3.0L
New 150-190 lbs. (68-86 kg)
Used (1) 140-160 lbs. (64-73 kg)
2.9L
New 120-160 lbs. (64-73 kg)
Used (1) 110-130 lbs. (50-59 kg)
4.0L
New 108-132 lbs. (49-60 kg)
Used (1) 108-132 lbs. (49-60 kg)
Refrigerant (R-12) Capacity 32-36 oz.
System Oil Capacity
FX-15 7 oz.
FS-6 10 oz.
System Operating Pressures (2)
High Side 160-250 psi (11-18 kg/cm2 )
Low Side 22-50 psi (2-4 kg/cm2 )
DESCRIPTION
Blend-air type manual A/C-heater with integral split case is used. The term split case refers to the fact that the
plenum assembly, located on passenger compartment side of firewall, attaches to evaporator assembly on
engine compartment side of firewall.
The evaporator case contains the evaporator core, blower motor, blower motor resistor, suction accumulator-
drier, clutch cycling pressure switch, and evaporator core tube with internal fixed-orifice tube. The plenum
assembly includes the heater core outside recirculating-air door, panel defrost door, floor defrost door, and
temperature blend door.
The temperature blend door is controlled by cam and cable. The panel defrost and floor defrost doors are
controlled by separate cams and a common cable. The outside recirculating-air door is controlled by a vacuum
motor.
OPERATION
FUNCTION SELECTOR LEVER
The function selector lever (upper lever) slides horizontally in a slotted opening to detents. Lever can be set at
MAX A/C, PANEL, PNL/FLR, FLOOR, FLR/DEF or DEF position. See Fig. 1 .
TEMPERATURE CONTROL LEVER
The temperature control lever (lower lever) slides horizontally in a slotted opening. Temperature control lever
controls the blend of cool and warm air discharged through registers into the passenger compartment.
With temperature control lever positioned fully to the left (COOL position), blend-air door is closed and
incoming air by-passes heater core. As lever is moved to right, blend-air door gradually opens and directs an
increasing amount of cool air through heater core. With temperature control lever positioned fully to the right
(WARM position), blend-air door is completely open and all incoming air is heated.
Fig. 1: Control Panel Assembly
A/C ON-OFF & BLOWER SPEED SWITCH
The rotary blower control switch on control assembly is a dual function switch. It selects blower speed and also
serves as an on-off switch for energizing or interrupting the compressor clutch field.
THERMAL LIMITER
The blower motor thermal limiter resistor is mounted on passenger's side of evaporator case, behind glove box.
The thermal limiter section of thermal limiter resistor is an over-heating protection device. Should the resistor
circuit open due to excessive heat, it must be replaced with a unit bearing identical part number.
WIDE OPEN THROTTLE (WOT) RELAY & EEC
The A/C system is monitored and regulated by the EEC system. This system, working through the Wide Open
Throttle (WOT) relay, disengages the A/C clutch under the following conditions: immediately after start-up,
wide open throttle, coolant temperature approaches overheating condition, and engine idle RPM approaches
stall speed.
ADJUSTMENTS
CONTROL CABLE
Inspection
1. To check temperature control lever cable adjustment, move temperature control lever to extreme left, then
to extreme right position. Adjustment is necessary if lever will not move to each extreme position.
2. To check function selector lever cable adjustment, ensure function selector lever will reach detents at far
left and right of its travel. Also, determine airflow is correct when function lever is moved through each
detent provided in control assembly.
3. If function or temperature levers cannot be moved left or right, factory adjustment pins may have been
left in control cable cams during assembly. To remove pins, disengage glove box door by squeezing sides
together. Allow door to hang down. Remove glove box liner.
4. Working through glove box opening, feel along cables until cams are reached. Feel upper surface of cams
to locate small snap-in pin. Pin protrudes approximately 3/8" (9.5 mm) above cam surface. Remove and
discard pin. Check for proper control cable operation.
Adjustment
1. Disengage glove box door by squeezing sides together. Allow door to hang free. Remove liner. Working
through glove box opening, remove cable facet from metal attaching clip on top or end of plenum
(depress clip tab and pull cable from clip). Cable end should remain attached to door cams and/or crank
arms.
2. To adjust temperature control lever cable, set temperature control lever to COOL position. Hold lever in
this position. With cable end attached to temperature door cam, push gently on Black cable jacket to seat
the blend door (push until resistance is felt). Reinstall cable to clip by pushing cable jacket into clip until
it snaps in place. Run system blower on HIGH, and actuate lever. Check for proper adjustment. See Fig.
2.
3. To adjust function selector lever cable, set function selector lever in DEFROST detent position. Hold
lever in this position. With cable end attached to function cam, pull on White cam jacket until cam travel
stops. Reinstall cable on clip by pushing cable jacket until it snaps in place. See Fig. 2 . Install glove box.
Run system blower on HIGH and actuate lever. Check for proper adjustment.
Fig. 2: Identifying Control Cables & Cams
TROUBLE SHOOTING
NOTE: See MANUAL A/C HEATER TROUBLE SHOOTING article in this section.

ACCUMULATOR-DRIER
Removal
equipment. Disconnect electrical connector from pressure sensing switch. Unscrew pressure switch from
accumulator. Disconnect suction hose from accumulator and cap hose. See Fig. 3 .
2. Loosen fitting connecting accumulator to evaporator core. Remove lower forward screw holding flanges
of case and bracket together. Remove evaporator core inlet tube-to-accumulator bracket screw.
Disconnect accumulator from evaporator core. Remove bracket from accumulator.
Installation
To install, reverse removal procedure. Use new "O" ring lubricated with clean refrigerant oil. Evacuate,
recharge and leak check system.
BLOWER MOTOR & FAN
Removal
1. Disconnect negative battery cable. Disconnect wiring harness connector from blower motor by pressing
down on tab while pulling connector from motor. Remove air cleaner. Remove solenoid box cover
(forward of blower motor).
2. Disconnect blower motor cooling tube from blower motor. Remove 3 blower motor mounting plate
attaching screws. Remove blower motor and wheel from evaporator assembly. See Fig. 3 . Remove
attaching spring clamp and blower wheel.
Installation
To install, push wheel onto blower motor shaft until it bottoms on blower motor hub. Install new spring clamp.
To complete installation, reverse removal procedure.
Fig. 3: Exploded View of Evaporator Assembly
CLUTCH-CYCLING PRESSURE SWITCH
Disconnect negative battery cable. Disconnect wire connector from clutch-cycling pressure switch. Unscrew
pressure switch from accumulator. See Fig. 3 . To install, use new "O" ring lubricated with clean refrigerant oil.
Screw pressure switch into accumulator and tighten. Connect wire connector to switch and check operation.
NOTE: Hand tighten plastic-base clutch-cycling pressure switch. Tighten metal-base

switch to 60-120 INCH lbs. (7-13 N.m).
CONDENSER
Removal
1. Discharge the refrigerant from the A/C system using approved refrigerant recovery/recycling equipment.
Observe all necessary safety precautions. Disconnect the compressor discharge line from the condenser at
the spring lock coupling, use spring lock coupling tool. Cap the openings to prevent the entry of dirt and
moisture.
2. Disconnect the liquid line from the condenser at the spring lock coupling, use spring lock coupling tool.
Cap the openings to prevent the entry of dirt and moisture.
3. Remove the two nuts attaching the two lower mounting studs.
4. Tilt the top of the radiator rearward, after removing the upper radiator brackets, being careful not to
damage the cooling fan and radiator. Remove the two bolts attaching the two condenser upper mounting
brackets to the rear side of the radiator support. Lift the condenser from the vehicle.
Fig. 4: Exploded View of The Condenser Assembly

Installation
1. Assemble the two "J" nuts and studs to the bottom of the condenser to be installed. Position the condenser
to the vehicle with the lower studs and upper brackets on the rear face of the radiator support.
2. Install the two bolts attaching the two condenser upper mounting brackets to the rear side of the radiator
support. Fasten the two lower studs. Locate the radiator into the correct installed position and install the
two upper retaining brackets.
3. Install hoses to the condenser spring lock connections after checking for a missing or damaged spring
lock coupling garter spring and/or repairing or replacing the spring. Install two new specified (special
material) O-rings lubricated with clean refrigerant oil into the spring lock coupling male fittings.
4. Leak test, evacuate and charge the system. Check the A/C system for proper operation.
Spring Lock Coupling
The spring lock coupling is a refrigerant line coupling held together by a garter spring inside a circular cage.
When the coupling is connected together, the flared end of the female fitting slips behind the garter spring
inside the male fitting cage. The garter spring and cage then prevent the flared end of the female fitting from
pulling out of the cage.
CONTROL PANEL
Removal
1. Disconnect negative battery cable. Remove ashtray. Disconnect cigarette lighter power wire. Remove ash
tray retainer bracket. Disconnect ashtray illumination bulb. Gently pull finish panel away from instrument
panel and cluster.
2. Pull finish panel straight back approximately one inch, then lift up to remove. If vehicle is equipped with
electronic 4WD module, disconnect wire from rear of transfer switch before removing finish panel from
instrument panel.
3. Remove climate control assembly-to-instrument panel screws (4). Pull control panel through instrument
panel opening far enough to remove electrical connections. Remove 2-hose vacuum harness from control
assembly.
4. Release temperature and function selector lever cable snap-on flags from White control bracket. On
bottom side of control panel, remove temperature cable (Black cable with Blue snap-in flag) from control
panel by spinning cable until T-pin releases cable.
5. Pull White cable through instrument panel opening until function selector lever cable (White cable with
Black snap-in flag) can be held vertical to control panel. Remove control cable from function selector
lever. Remove control assembly from instrument panel.
Installation
1. Pull control cables approximately 8" (203 mm) through control opening in instrument panel. Hold control
to instrument panel, with control face pointed to floor (90 degrees to normal plane). Gently bend and
attach function selector lever cable (White cable with Black plastic snap-in) to the White plastic lever on
control.
2. Rotate control panel assembly back to normal position and snap Black cable flag into control assembly
bracket. On reverse side of control assembly, attach temperature cable (Black cable with Blue plastic
snap-in flag) to Blue plastic lever on control.
3. Ensure cable end is securely seated to T-pin on control. Rotate cable into operating position and snap
Blue cable flag into control assembly bracket. To complete installation, reverse removal procedure.
EVAPORATOR CORE
NOTE: All major components of evaporator case assembly can be serviced without
removing evaporator case from vehicle.
Removal
equipment. Disconnect electrical connector from pressure switch on side of accumulator. Remove
pressure switch from accumulator. Disconnect suction hose from accumulator. Disconnect refrigerant
hose from evaporator. Cap openings. See Fig. 3 .
2. Remove screws holding evaporator case service cover and vacuum reservoir to evaporator case assembly.
Remove evaporator core and suction accumulator-drier assembly from vehicle.
Installation
To install, reverse removal procedure. Use new "O" rings lubricated with clean refrigerant oil. Leak test,
evacuate and recharge system.
NOTE: Hand tighten plastic-base clutch-cycling pressure switch. Tighten metal-base

switch to 60-120 INCH lbs. (7-13 N.m).
HEATER CORE
Drain coolant from radiator. Disconnect heater hoses from heater core tubes. Cap hoses. Remove heater core
access cover-to-plenum assembly screws (4). Pull heater core rearward and down, and remove from plenum
assembly. To install, reverse removal procedure.
WIRING DIAGRAMS
Fig. 5: 1991 A/C-Heater Wiring Diagram (Explorer & Ranger)
Fig. 6: 1992 A/C-Heater Wiring Diagram (Explorer & Ranger)
A/C SYSTEM PRECAUTIONS
A/C GENERAL SERVICING A/C System Servicing cautions
BEFORE OPENING THE SYSTEM
Before disconnecting any lines or fittings, the system must be completely discharged using approved refrigerant
recovery/recycling equipment.
NOTE: Recent findings by the EPA indicate that R-11, R-12 and R-113 are harmful to
the Earths' protective Ozone layer. Make every attempt possible, to avoid
discharging R-11, R-12 or R-113 into the atmosphere.
1. Remove service valve caps and install gauges. For high side gauge hose, Adapter (D81L-19703-A) must
be used to connect to high side service valve.
2. Place open end of center hose in garage exhaust outlet or in a well ventilated area. Slightly open low side
gauge valve and let refrigerant escape slowly without loosing refrigerant oil.
3. When system is nearly discharged, using approved refrigerant recovery/recycling equipment, open high
side gauge valve to release any pressure trapped in compressor. Close valves immediately after
discharging to prevent entry of moisture.
DISCONNECTING LINES & FITTINGS

1. After system is discharged, using approved refrigerant recovery/recycling equipment, carefully clean
entire area around coupling nut to prevent dirt entering system. Always use two wrenches to avoid
twisting or distorting lines and fittings (hold fitting with one wrench while loosening coupling nut with
second wrench).
2. Ford spring-coupling fittings require a special coupling tool (Motorcraft YT-1056) to open or close. See
procedure under Connecting Lines and Fittings.
3. Cap or plug all LINES and FITTINGS immediately to prevent entry of air and moisture into system. Do
not remove these caps until connections are being made.
COMPONENT REPLACEMENT
When components are replaced, system oil level must be adjusted. Add refrigeration oil to replacement
component. See Compressor oil Check article, as well as COMPONENT OIL REPLACEMENT QUANTITIES
chart under A/C SYSTEM SPECS article in this section.
USING R-12 REFRIGERANT - SAFETY PRECAUTIONS
1. Always work in a well-ventilated, clean area. Refrigerant (R-12) is heavier than oxygen, and will displace
oxygen in a confined area. Always wear eye protection when working around air conditioning systems
and R-12. The system's high pressure can cause severe injury to eyes and skin if a hose were to burst. R-
12 evaporates quickly when exposed to atmosphere, freezing anything it contacts.
2. Use care when handling refrigerant containers. DO NOT drop or strike containers or expose refrigerant
containers to excessive heat. Containers must never be heated more than 125°F (52°C). Never expose R-
12 directly to open flame.
CAUTION: When R-12 is exposed to an open flame, drawn into a running engine, or
detected with a Halide (propane) leak tester, poisonous phosgene gas is
formed. Keep work areas ventilated and avoid running engines near work
area.
USING INDIVIDUAL R-12 CANS

Disposable refrigerant cans (referred to as one pound cans) have a flat type seal or a screw type seal, and proper
can tap must be used for each type. Be sure sealing gasket on can tap is in good condition. A proper safety can
tap will prevent refrigerant from flowing back into open can, as tap has a one-way flow control.
protective Ozone layer. When discharging refrigerant avoid allowing refrigerant
to enter the atmosphere. Refrigerant recovery system should be used when
discharging the system.
MULTI-CAN DISPENSING VALVES

A multi-can dispensing valve allows attachment of several cans of refrigerant, and is a good substitute when a
bulk container is not available. Cans are installed onto each leg of multi-can dispensing valve in the same
manner as the individual cans, and each leg has its own can tap.
CAN TAP INSTALLATION FLAT TYPE SEAL CANS

On cam-lock or one-piece can taps, first turn the handle outward to the fully open position. Securely engage
locking lugs over the can flange, and lock them in place by turning cam lock or locking nut. Screw tap assembly
into adapter so sealing gasket is fully seated against the can top. Turn tap inward to pierce the can and close the
tap. DO NOT open tap until ready to purge the service hose or dispense refrigerant into the system.
On 2-piece can taps, be certain tap handle is turned fully inward to the closed position. Check that locking base
is turned to its outer limit. Securely engage locking lugs over the can flange. Turn entire tap assembly (without
disturbing the closed setting) downward into the locking base to pierce the can. DO NOT open tap until ready to
dispense into system.
SCREW TYPE SEAL CANS

Ensure can tap is fully closed. Screw refrigerant can into can tap fitting until tight. This will pierce the can.
Connect tap to center hose on manifold gauge set. DO NOT open tap until ready to dispense R-12 into system.
WARNING: DO NOT open high side hand valve while air conditioning system is in
operation. This high pressure could rupture can or fitting at safety can
valve, resulting in damage and personal injury.
CONNECTING LINES & FITTINGS

1. A new "O" ring should be used in all instances when connecting lines and fittings (dip "O" ring in clean
refrigeration oil and make certain it is not twisted during installation). Always use two wrenches to avoid
twisting or distorting lines and fittings, tighten coupling nuts securely.
2. Ford spring-coupling fittings require a special coupling tool (Motorcraft YT-1056) to open or close. Use
the following procedure to connect or disconnect the spring-coupling fitting.
Ford Spring-Coupling Fitting
1. Discharge system using approved refrigerant recovery/recycling equipment. Place proper end of tool over
refrigerant line. Tool fits both 3/8" and 1/2" fittings. Push tool into fitting cage to release spring inside.
Pull lines apart and remove tool.
2. Before connecting, check internal spring for damage. If necessary, pry spring out and replace it. Clean
fittings and install new "O" rings.
CAUTION: Use ONLY "O" rings designed for these Ford fittings (Motorcraft YF-982).
Normal refrigerant "O" rings will NOT seal.
Fig. 1: Assembling Ford Spring-Coupling Fitting
PLACING SYSTEM IN OPERATION

After component replacement and/or system servicing has been completed and all connections have been made,
proceed as follows:
1. Evacuate the system using a vacuum pump.

2. Charge the system with new R-12 (refrigerant) according to each individual vehicle as outlined in the
GENERAL SERVICING article. Also see Refrigerant Capacity in this Section.
3. Leak test the system, with particular attention to all new connections and components.
4. Make a performance test of the system. Never assume that a recharging has automatically corrected a
problem.
COMPRESSOR REMOVAL INFORMATION - ISOLATION METHOD

On systems which have compressors equipped with stem-type service valves (Tecumseh), it is possible to
isolate the compressor for removal.
Isolating
Turn both high and low pressure manual valves to extreme clockwise (front seat) position. Loosen cap on high
pressure manual valve connection to compressor and allow gas to escape until compressor is relieved of
pressure.
COMPRESSOR REMOVAL INFORMATION-DISCHARGE METHOD

This procedure is to be used on vehicles which have compressor equipped with Schrader service valves. In these
cases, the compressor cannot be isolated and the system must be discharged, using approved refrigerant
recovery/recycling equipment, prior to compressor removal.
ALTERNATOR - W/INTERNAL FAN
ELECTRICAL Ford Motor Co. Alternators - W/Internal Fan & Regulator
DESCRIPTION
Major components of the Motorcraft Integral Alternator-Regulator (IAR) system with internal fan are end
frames, rotor, stator, rectifier assembly and electronic voltage regulator mounted on the rear of the alternator.
See Fig. 1.
Fig. 1: Charging System Wiring Schematic

ADJUSTMENTS
BELT TENSION
Check condition and tension of alternator drive belt prior to performing any on-vehicle charging system tests.
Replace belt and/or repair tensioner mechanism if necessary. Belt tension is okay if belt length indicator is
within limit marks on tensioner.
TROUBLE SHOOTING
NOTE: See TROUBLE SHOOTING - BASIC PROCEDURES article in the GENERAL
TROUBLE SHOOTING section.
ON-VEHICLE TESTING
BASE VOLTAGE TEST
NOTE: Prior to performing BASE VOLTAGE TEST, turn on headlights for 10-15
seconds to remove any surface charge from battery.
Ensure battery is in good condition and fully charged. Connect negative voltmeter lead to negative battery post,
and positive voltmeter lead to positive battery post. Record battery voltage. This reading is base voltage.
NO-LOAD TEST
1. Connect tachometer to engine. Start engine and operate at 1500 RPM with no electrical load (foot off
brake and doors closed).
2. Measure voltage when needle stops moving. This may require waiting a few minutes. Voltmeter reading
should increase, but not more than 3 volts greater than base voltage. See BASE VOLTAGE TEST.
3. If the voltage increases at least .5 volt over base voltage, go to LOAD TEST. If voltage increase is more
than 3 volts, proceed to HIGH VOLTAGE TEST. If there is no voltage increase, or voltage increase is
less than .5 volt, proceed to LOW VOLTAGE TEST.
LOAD TEST
1. Connect tachometer to engine. Start engine. Load alternator by switching heater/air conditioner blower
motor to high position and headlights to high beam. Increase engine speed to 2000 RPM.
2. Voltmeter should indicate at least .5 volt more than base voltage. If voltage is within specification,
alternator operation is normal. If volt-meter indicates high voltage (3 volts greater than base voltage), go
to HIGH VOLTAGE TEST. If voltmeter does not indicate at least .5 volt greater than base voltage, go to
LOW VOLTAGE TEST.
HIGH VOLTAGE TEST
1. Set ignition switch to RUN position (engine off). Measure voltage at alternator output connection, at
starter relay and at regulator terminal "A" screw head. See Fig. 2.
2. A voltage difference between 2 locations of greater than .5 volt, indicates high resistance in circuit "A"
wiring. Repair circuit "A" and rerun NO-LOAD TEST and LOAD TEST.
3. If high voltage condition still exists, inspect alternator and regulator ground screws for looseness. Tighten
grounding screws and repeat NO-LOAD TEST and LOAD TEST. See Fig. 3.
Fig. 2: Identifying Regulator Terminal "A" & "F" Screw Heads
Fig. 3: Identifying Regulator Grounding Screw
4. If high voltage condition still exists, connect voltmeter negative lead to ground. Ensure ignition is off.
Measure voltage at regulator terminal "A" screw head and then at regulator terminal "F" screw head.
Different voltages at 2 screw heads indicates a malfunctioning regulator grounded brush lead or a
grounded rotor coil. Replace alternator/regulator assembly.
5. If same voltage (battery voltage) exists at both regulator terminal "A" and "F" screw heads, there is no
short to ground through alternator field/brushes. Replace regulator and repeat NO-LOAD TEST and
LOAD TEST.
LOW VOLTAGE TEST
1. Disconnect wiring harness connector from regulator. Measure resistance regulator terminal "A" and "F"
screw heads. If resistance is greater than 2.4 ohms, go to next step. If resistance is less than 2.4 ohms,
replace alternator. Repeat LOAD TEST.
2. Reconnect wiring harness to regulator. Measure voltage at terminal "A" screw head. If battery voltage
exists, go to next step. If battery voltage does not exist, repair circuit "A" wiring. Repeat LOAD TEST.
3. Ensure ignition is off. Measure voltage at terminal "F" screw head. If battery voltage exists, go to next
step. If battery voltage does not exist, repair open field circuit in alternator. Repeat LOAD TEST.
4. Set ignition switch to RUN position (engine off). Measure voltage at terminal "F" screw head. If voltage
is 2 volts or less, go to next step. If voltage is greater than 2 volts, go to REGULATOR CIRCUIT "S"
TEST. If circuit "I" test is normal, replace regulator and repeat LOAD TEST.
5. Perform LOAD TEST while measuring voltage at alternator output terminal. If voltage increase is greater
than .5 volts above base voltage, repair wiring harness between alternator output terminal and starter relay
battery terminal. If voltage increase is not greater than .5 volts above base voltage, go to next step.
6. Perform LOAD TEST while measuring voltage drop between battery positive terminal and terminal "A"
of regulator (with wiring harness connector connected). If voltage drop does not exceed .5 volt, go to next
step. If voltage drop exceeds .5 volt, repair wiring harness between alternator regulator and starter relay.
7. Connect a jumper wire from alternator rear housing to regulator terminal "F" screw. See Fig. 4. Perform
LOAD TEST while measuring voltage at alternator output terminal. If voltage increases .5 volt or more
greater than base voltage, replace regulator. If voltage increase is not at least .5 volt greater than base
voltage, replace alternator.
Fig. 4: Full-Fielding Alternator

REGULATOR CIRCUIT "S" TEST
1. Unplug wiring harness connector from regulator. Connect jumper wire between regulator terminal "A"
and terminal "A" of harness connector. Connect a jumper wire between regulator terminal "F" screw head
and ground on alternator rear housing. See Fig. 5.
2. Start and idle engine. Measure voltage at terminal "S" and at terminal "I" of wiring harness connector.
Voltage at terminal "S" should be approximately half that at terminal "I". If voltages are normal, remove
jumper wires. Replace regulator. Repeat LOAD TEST.
3. If voltage at terminal "S" is not approximately half that at terminal "I", repair faulty wiring circuit or
replace alternator. Reconnect regulator harness. Repeat LOAD TEST to confirm repair.
Fig. 5: Testing Regulator Circuit "S"

FIELD CIRCUIT DRAIN TEST
NOTE: Connect voltmeter negative lead to alternator rear housing for all the following
voltage readings.
1. Turn ignition off. Measure voltage at terminal "F" screw head. See Fig. 5. If voltage is less than battery
voltage, go to next step. If battery voltage is indicated, system is functioning properly. Further testing is
not needed.
2. Measure voltage at terminal "I" of wiring harness connector. If voltage is zero, go to next step. If voltage
is not zero, repair short to voltage in circuit "I".
3. Measure voltage at terminal "S" of wiring harness connector (with connector connected to regulator). If
voltage is not zero, go to next step. If voltage is zero, replace regulator.
4. Unplug wiring harness connector from regulator. Measure voltage at terminal "S" of harness connector. If
voltage is not zero, repair short to voltage in wiring harness. If voltage is zero, replace alternator.

CAUTION: When battery is disconnected, vehicle computer and memory
systems may lose memory data. Driveability problems may
exist until computer systems have completed a relearn cycle.
See COMPUTER RELEARN PROCEDURES article in the GENERAL
INFORMATION Section before disconnecting battery.
Disconnect battery negative cable. Remove snow/ice shield. Remove fresh air inlet duct. Disconnect wiring
from alternator. Remove connector bracket. Disengage drive belt. Remove attachment bolts and alternator.
Reverse removal procedure to install.
BENCH TESTING
Manufacturer states that alternator is serviced only as an assembly.
OVERHAUL
Manufacturer states that alternator is serviced only as an assembly.
ALTERNATOR - MODELS W/INTEGRAL REGULATOR
ELECTRICAL Ford Motors Corp. Alternators - With Integral Regulator
DESCRIPTION
NOTE: Unless otherwise specified, references to Pickup include the F350 Super Duty
commercial chassis.
Major components of the Motorcraft Integral Alternator-Regulator (IAR) system with external fan are end
frames, rotor, stator, rectifier assembly and electronic voltage regulator mounted on the rear of the alternator.
See Fig. 1.
Fig. 1: Charging System Wiring Schematic

ADJUSTMENTS
BELT TENSION
Check condition and tension of alternator drive belt prior to performing any on-vehicle charging system tests.
Replace belt and/or repair tensioner mechanism if necessary. On vehicles with automatic belt tensioner, belt
tension is okay if belt length indicator is within limit marks on tensioner. On vehicles without automatic belt
tensioner, adjust alternator drive belt to specification. See ALTERNATOR BELT ADJUSTMENT
SPECIFICATIONS table.
ALTERNATOR BELT ADJUSTMENT SPECIFICATIONS

Application New Belt Lbs. (kg) (1) Used Belt Lbs. (kg)
2.9L 120-160 110-130

(54-73) (50-59)
3.0L 120-160 110-130
(54-73) (50-59)
7.3L With 1/2" Belt 140-180 95-115
(64-82) (43-52)
7.3L Ambulance 140-160 140-160
(64-73) (64-73)
7.5L 160-200 110-130
(73-91) (50-59)
(1) Any belt operated for 10 minutes.
TROUBLE SHOOTING

ON-VEHICLE TESTING
SYSTEM TEST
1. Check condition of fuse link, battery terminals, battery cables, connections and belt tension. Make any
required corrections. Ensure battery is in good condition and is fully charged. Go to next step.
2. Connect voltmeter to battery posts. Record voltmeter indication as base voltage. Start and run engine at
1500 RPM with no electrical load. Read voltmeter when voltage stabilizes. If there is no voltage increase,
or if voltage increases to less than .5 volt greater than base voltage, go to step 4). If voltage increase is no
greater than 2.0 volts, go to step 3). If voltage increase is greater than 2.0 volts, go to step 10).
3. Load alternator by switching heater/air conditioner blower motor to high speed and headlights to high
beam. Increase engine speed to 2000 RPM. Voltmeter should indicate at least .5 volt higher than base
voltage. If voltage increase is within specification, alternator operation is normal. If voltage increases to
less than .5 volt higher than base voltage, go to step 4).
4. Unplug connector from voltage regulator. Measure resistance between regulator "A" and "F" terminals. If
resistance is greater than 2.4 ohms, go to step 5). If resistance is not greater than 2.4 ohms, replace
voltage regulator.
5. Connect wiring to regulator. Connect voltmeter negative lead to rear alternator housing. Connect
voltmeter positive lead to terminal "A" screw of regulator. See Fig. 2. Meter should indicate battery
voltage. If battery voltage is not present, service "A" circuit wiring.
Fig. 2: Identifying Alternator And Regulator Terminals
6. With ignition off, connect voltmeter positive lead to terminal "F" screw of regulator. If battery voltage is
present, go to step 7). If battery voltage is not present, repair or replace alternator.
7. Set ignition switch to ON position (engine not running). If meter indicates more than 1.5 volts, go to step
8). If meter indicates less than 1.5 volts, go to step 9).
8. Unplug alternator wiring connector. Connect 12-gauge jumper wires between alternator "B+" terminals
and mating connector terminals. See Fig. 3. Connect voltmeter positive lead to "B+" terminal on
alternator. Repeat step 3). If voltage increases to greater than .5 volt more than base voltage, repair wiring
harness from alternator to starter relay. If increase is less than .5 volt, go to step 9).
Fig. 3: Connecting Jumper Wires
9. Connect jumper wire from rear alternator housing to terminal "F" screw of regulator. Repeat step 3). If
voltage increase is greater than 0.5 volt more than base voltage, replace regulator. If voltage increase is
not greater than .5 volt more than base voltage, repair or replace alternator.
10. With engine off and ignition on, measure voltage at voltage regulator terminal "F" and at starter relay. If
difference between readings is .5 volt or less, go to step 11). If difference between readings is greater
than .5 volt, repair "A" circuit wiring.
11. Check for loose voltage regulator ground screws, poor engine ground, or poor alternator ground. Repair
as necessary. If screws are okay, go to next step.
12. With ignition off, measure voltage at voltage regulator "A" and "F" terminals. If battery voltage does not
exist at each terminal, repair or replace alternator. If battery voltage exists at each terminal, replace
voltage regulator.
BENCH TESTING
STATOR GROUND TEST
1. Remove stator from alternator. Set ohmmeter to X1000 scale. Connect one ohmmeter probe to any stator
lead. Connect other probe to stator core. Ohmmeter indication should be infinity.
2. If meter needle moves, stator winding is shorted to core and must be replaced. Repeat test for each stator
lead. DO NOT touch probes or stator leads, as an incorrect reading will result.
STATOR CONTINUITY TEST
Disconnect stator from rectifier assembly. Set ohmmeter to X1 range. Connect one ohmmeter probe to any
stator lead. Connect other ohmmeter probe to another stator lead. If continuity does not exist, stator is open, and
should be replaced. Repeat test for each pair of stator leads.
ROTOR TEST
1. Remove rotor from alternator. Set ohmmeter to X1 scale. Measure resistance between rotor slip ring.
Resistance should be 2.0-3.9 ohms. Replace rotor if resistance is not within specification.
2. Set ohmmeter to X1000 scale. Connect one ohmmeter probe to either slip ring. Connect other probe to
rotor shaft. Resistance other than infinity indicates rotor is shorted to shaft and must be replaced.
Damaged slip ring terminals or solder touching rotor shaft can cause shorted condition.
NOTE: Digital ohmmeter CANNOT be used for following test. Resistance

measurements may differ slightly from specification, depending on ohmmeter
used.
DIODE TEST
1. Remove rectifier assembly from alternator. Set ohmmeter to X1 scale. Connect one ohmmeter probe to
either terminal screw. Connect other probe to each diode lead terminal in turn. Record resistance
measurements.
2. Transpose probes and repeat test. All diodes should have low resistance (6-10 ohms) in one direction and
show no needle movement with ohmmeter probes transposed. Repeat test for other set of diodes, moving
first probe to other terminal screw. If measurements are not as specified, replace rectifier assembly.
CAUTION: When battery is disconnected, vehicle computer and memory systems

PROCEDURES in the GENERAL INFORMATION before disconnecting
battery.
Disconnect battery negative cable. Disconnect wiring from alternator. Disengage drive belt from alternator
pulley. Remove attachment bolts and alternator. Reverse removal procedure to install.
OVERHAUL
NOTES & CAUTIONS
 Use only high-temperature bearings when rebuilding alternator. Standard bearings will result in alternator
failure.
 Clean rectifier base plate using a clean cloth. Apply a 3/32" ( 2.0 mm) wide by 3/4" (20 mm) long strip of
Heat Sink Compound (ESF-M99G138-A) lengthwise across rectifier base plate.
 Place a small amount of waterproof sealant over brush pin hole. DO NOT use silicone sealant. Rotate
pulley to check for freedom of movement.
 For exploded view of alternator, see Fig. 4.
Fig. 4: Exploded View Of Alternator

GENERAL INFORMATION
Anti-Lock Brake Safety Precautions

This article is intended for general information purposes only. This information may not apply to all makes and
models. If vehicle is equipped with Anti-Lock Brake System (ABS), refer to appropriate ANTI-LOCK BRAKE
SYSTEM article in the BRAKES section for description, operation, depressurizing, testing, system bleeding,
trouble shooting and servicing of specific system.
ANTI-LOCK BRAKE SAFETY PRECAUTIONS
WARNING: Failure to depressurize ABS could lead to physical injury.
 NEVER open a bleeder valve or loosen a hydraulic line while ABS is pressurized.
 NEVER disconnect or reconnect any electrical connectors while ignition is on. Damage to ABS control
unit may result.
 DO NOT attempt to bleed hydraulic system without first referring to the appropriate ANTI-LOCK
BRAKE SYSTEM article in the BRAKES section.
 Only use specially designed brake hoses/lines on ABS equipped vehicles.
 DO NOT tap on speed sensor components (sensor, sensor rings). Sensor rings must be pressed into hubs,
NOT hammered into hubs. Striking these components can cause demagnetization or a loss of polarization,
affecting the accuracy of the speed signal returning to the ABS control unit.
 DO NOT mix tire sizes. Increasing the width, as long as tires remain close to the original diameter, is
acceptable. Rolling diameter must be identical for all 4 tires. Some manufacturers recommend tires of the
same brand, style and type. Failure to follow this precaution may cause inaccurate wheel speed readings.
 DO NOT contaminate speed sensor components with grease. Only use recommended coating, when
system calls for an anti-corrosion coating.
 When speed sensor components have been removed, ALWAYS check sensor-to-ring air gaps when
applicable. These specifications can be found in each appropriate article.
 ONLY use recommended brake fluids. DO NOT use silicone brake fluids in an ABS equipped vehicle.
 When installing transmission devices (CB's, telephones, etc.) on ABS equipped vehicles, DO NOT locate
the antenna near the ABS control unit (or any control unit).
 Disconnect all on-board computers, when using electric welding equipment.
 DO NOT expose the ABS control unit to prolonged periods of high heat (185 °F/85°C for 2 hours is
generally considered a maximum limit).
ANTI-LOCK BRAKE SYSTEM
BRAKES Ford Motor Corp. Anti-Lock Brake System
ANTI-LOCK BRAKE SAFETY PRECAUTIONS

 NEVER open a bleeder valve or loosen a hydraulic line while ABS is pressurized.
 NEVER disconnect or reconnect any electrical connectors while ignition is on. Damage to ABS control
unit may result.
 DO NOT attempt to bleed hydraulic system without first referring to the appropriate article.
 Only use specially designed brake hoses/lines on ABS-equipped vehicles.
 DO NOT tap on speed sensor components (sensor, sensor rings). Speed rings must be pressed, NOT
hammered into hubs. Striking these components can cause demagnetization or a loss of polarization,
affecting the accuracy of the speed signal returning to the ABS control unit.
 DO NOT mix tire sizes. Increasing the width, as long as tires remain close to the original diameter, is
same brand, style and type. Failure to follow this precaution may cause in-accurate wheel speed readings.
 DO NOT contaminate speed sensor components with grease. Only use recommended anti-corrosion
coating.
 When speed sensor components have been removed, ALWAYS check sensor-to-ring air gaps when
applicable. These specifications can be found in each appropriate article.
 ONLY use recommended brake fluids. DO NOT use silicone brake fluids in an ABS-equipped vehicle.
 When installing transmitting devices (CB's, telephones, etc.) on ABS-equipped vehicles, DO NOT locate
the antenna near the ABS control unit (or any control unit).
 Disconnect all on-board computers, when using electric welding equipment.
 DO NOT expose the ABS control unit to prolonged periods of high heat (185°F/85°C for 2 hours is
generally considered a maximum limit).

The Rear Anti-Lock Brake System (RABS) is designed to prevent rear brake lock-up. This is done by
controlling the amount of hydraulic fluid pressure to the rear wheel cylinders. The system consists of 2 warning
lights (Red BRAKE and Yellow REAR ANTI-LOCK), a computer module, an electro-hydraulic valve, speed
sensor and exciter ring. See Fig. 1 -Fig. 6 .
The control module continually monitors rear wheel speed. Wheel speed is sensed by speed sensor mounted on
rear axle. As vehicle moves, teeth on exciter ring, located on ring gear inside the differential case, pass by the
speed sensor probe. This induces an AC voltage signal in sensor circuit.
When brakes are applied, control module senses reduced wheel speed. If rate of deceleration is too great,
indicating lock-up is occurring, the control module activates the electro-hydraulic valve. The valve, located on
frame rail, then closes an internal isolation valve, isolating rear wheel cylinders from master cylinder. This stops
rear brake pressure from increasing further.
If rate of deceleration is still too great, control module will activate dump solenoid with a series of rapid pulses,
bleeding rear wheel cylinder fluid into the electro-hydraulic valve accumulator. This allows rear wheels to spin
back up to vehicle speed. Dump and isolation valves will continue to be pulsed in a way that allows rear wheels
to rotate, while maintaining maximum deceleration during braking.
When vehicle comes to a complete stop and brake pedal has been released, control module de-energizes
isolation valve. Any fluid in accumulator is returned to master cylinder and braking is returned to normal.
Fig. 1: Aerostar (1990-91) - Ctrl Module, Diode/Resistor & Diagnostic Connector Location
Fig. 2: Aerostar (1992) - Ctrl Module, Diode/Resistor & Diagnostic Connector Location
Fig. 3: Bronco & F Series - Ctrl Module, Diode/Resistor & Diagnostic Connector Location
Fig. 4: Explorer & Ranger - Ctrl Module, Diode/Resistor & Diagnostic Connector Location
Fig. 5: E Series (1990-91) - Ctrl Module, Diode/Resistor & Diagnostic Connector Location
Fig. 6: E Series (1992) - Ctrl Module, Diode/Resistor & Diagnostic Connector Location
Hydraulic system bleeding is necessary whenever air enters system. If master cylinder lines have been
disconnected or master cylinder has run dry, bleed master cylinder and brakes at all 4 wheels. Bleed brakes with
pressure bleeding equipment or by manually pumping brake pedal while using bleeder tubes. Always bleed
brake lines in sequence. See BLEEDING SEQUENCE .
BLEEDING BRAKE SYSTEM
MANUAL BLEEDING
CAUTION: DO NOT allow reservoir to run dry during bleeding operation. If brake fluid
is spilled on vehicle paint, immediately rinse off with water.
NOTE: Manual bleeding procedure for Bronco and "E" and "F" Series vehicles is not
available from manufacturer. Procedure is similar to other models.
1. Clean master cylinder cap and surrounding area. Remove cap. Explorer and Ranger models are equipped
with dual type master cylinder. Aerostar has a cartridge type master cylinder. On Explorer and Ranger,
bleed primary and secondary systems separately. Loosen primary or secondary master cylinder hydraulic
line fitting. See Fig. 7 .
Fig. 7: Bleeding Master Cylinder (Typical)

2. On Aerostar, loosen either master cylinder hydraulic line. On all models, wrap a cloth around brake lines
(on Aerostar, bleed longest line first) to absorb escaping brake fluid. Push brake pedal down slowly,
forcing air out. With pedal fully depressed, tighten fittings to prevent air from being sucked into master
cylinder when pedal is released. Release pedal.
3. Loosen fitting, and repeat procedure until air is completely purged from master cylinder. When all air has
escaped, tighten fittings with pedal down. Release pedal and depress again. Pedal should be firm. If not,
repeat bleeding procedure.
4. On Aerostar, attach a rubber drain hose to bleeder fitting on front of master cylinder. Submerge hose in
small container half filled with clean brake fluid. Open bleeder fitting. Loosen bleeder fitting about 3/4
turn. Slowly push brake pedal completely down.
5. Close bleeder fitting, and return pedal to full released position. Repeat procedure until all air is purged
from master cylinder. On all models, repeat procedure at bleeder fitting on rear anti-lock brake electro-
hydraulic valve and each wheel cylinder. See BLEEDING SEQUENCE . See Fig. 8 . When bleeding is
complete, fill master cylinder to proper lever.
Fig. 8: Bleeding Wheel Cylinders

PRESSURE BLEEDING
1. Clean master cylinder cap and surrounding area. Remove cap. See Fig. 7 . With pressure tank at least 1/2
full of specified fluid and charged between 10-30 psi (.7-2.0 kg/cm2 ), connect tank to master cylinder
using adapters. Follow equipment manufacturer's pressure instructions.
CAUTION: NEVER exceed 50 psi (3.5 kg/cm2 ) during bleeding.

2. Open pressure bleeder valve. On Aerostar, attach one end of rubber drain tube to master cylinder bleeder
fitting. Open bleed fitting. On all others, bleed master cylinder primary and secondary hydraulic lines one
at a time. Put shop towels in place to catch brake fluid.
3. Open lines. On all models, allow brake fluid to flow out until all air is purged. Close bleed fitting and
hydraulic line. Close pressure bleeder valve. Attach rubber drain hose to first wheel cylinder bleeder
valve to be serviced. See Fig. 8 . See BLEEDING SEQUENCE .
4. Place other end of hose in clean glass jar partially filled with clean brake fluid so end of hose is
submerged in fluid. Open pressure bleeder valve. Open bleeder fitting. Close bleeder fitting when fluid
flow is free of bubbles. Repeat procedure on remaining wheel cylinders in sequence. See BLEEDING
SEQUENCE .
5. When bleeding operation is complete, close pressure bleeder valve and remove tank hose from adapter
fitting. Check brake pedal operation. Ensure that master cylinder is full of fluid.
BLEEDING SEQUENCE
Before bleeding system, exhaust all vacuum from power unit by depressing brake pedal several times. Bleed
master cylinder first, followed in sequence by RABS electro-hydraulic valve, rear wheel cylinders and front
calipers.
BLEEDING SEQUENCE
Application Sequence
All Models Master Cylinder, RABS Electro-Hydraulic Valve Wheel Cylinders: RR,
LR, RF, LF
TROUBLE SHOOTING
NOTE: ALWAYS disconnect positive battery cable before measuring resistance on

RABS system or incorrect resistance readings may be obtained. Before
condemning circuit, always check connectors for dirty or corroded terminals.
Fig. 9: 1989 RABS Trouble Shooting Chart
Fig. 10: 1990-92 RABS Trouble Shooting Chart (Except 1992 Aerostar)
Fig. 11: 1992 RABS Trouble Shooting Chart (Aerostar)
DIAGNOSIS
RETRIEVING TROUBLE CODES
Except Aerostar
Rear Anti-Lock Brake System (RABS) has a self-test capability. There are 2 warning lights, located on
instrument panel, to inform driver of malfunction. Red BRAKE warning light indicates low fluid level, parking
brake on or low vacuum (diesel models). Yellow REAR ANTI-LOCK warning light comes on when control
module detects a malfunction and/or anti-lock brake system is inoperative. Both lights should come on for
approximately 2 seconds when ignition is turned on or when cranking engine. See Fig. 12 .
When Yellow REAR ANTI-LOCK warning light comes on during normal operation, a trouble code can be
received from control module. Code will be lost if vehicle is shut off before code is retrieved. In some cases,
code may reappear when vehicle is restarted. In other cases, vehicle may have to be driven to reproduce
problem.
WARNING: Block front and rear wheels to prevent vehicle from moving while trouble
codes are being retrieved.
NOTE: If multiple system faults exist, only first detected fault code can be received.
If Red BRAKE warning light is on because of low brake fluid level, together with Yellow REAR ANTI-LOCK
warning light, Yellow warning light will not flash trouble code but will glow steadily. System faults concerning
brake fluid level switch and power loss to control module, will cause anti-lock brake system to deactivate.
Yellow warning light will come on but control module will not generate a trouble code.
Before retrieving trouble code, ensure vehicle is on a level area. Transmission should be in Park or Neutral.
Note if Red BRAKE warning light is on. Apply parking brake. Keep ignition on so code will not be lost. Locate
rear anti-lock brake diagnostic connector and attach jumper wire. See Fig. 1 -Fig. 6 . Momentarily ground other
end of jumper wire. When ground is contacted then broken, Yellow REAR ANTI-LOCK warning light will
flash trouble code. A code consists of a number of short flashes and one long flash. Count each flash, short and
long to obtain code number.
Aerostar
A flashout code of 16 will be obtained when module detects normal system operation. Thus, flashout code of 16
indicates "system OK".
Before obtaining flashout code, drive vehicle to a level area, and place shift lever in PARK for A/T and
NEUTRAL for M/T. Notice whether red BRAKE light is on or not (for future reference), and then apply
parking brake. Keep ignition key in ON position so that code will not be lost.
WARNING: Block front and rear wheels to prevent vehicle from moving while trouble
codes are being retrieved.
To obtain flashout code, locate RABS diagnostic connector (with orange/black wire) on main wire bundle
inside driver's side cab under dash slightly rearward of pin 53 connector. See Fig. 1 or Fig. 2 . Note that
Aerostar will have a mating connector plugged into diagnostic connector. Disconnect this mating connector
prior to following next step.
Attach jumper wire to black/orange wire. Momentarily ground it to chassis. When ground is made and then
broken, Rear ABS light should begin to flash.
CAUTION: Care must be taken to connect only black/orange wire to ground.

Connection of mating connector side wire (light green w/yellow stripe) to
ground will result in a blown fuse.
NOTE: If red Brake light was on (as noticed before parking brake was applied), problem
may be w/low fluid level circuit and, in this case, no flashout code will be
flashed and yellow REAR ABS light will remain on steadily.
The code consists of a number of short flashes and ends with a long flash. Count short flashes and include the
following long flash in count to obtain code number. For example, three short flashes followed by one long
flash indicates Flashout Code 4. The code will continue to repeat itself until key is turned off. It is
recommended that code be verified by reading it several times. In addition, the first code flashed may be too
short because it may have been started in middle. It should be ignored.
TROUBLE CODES
No Codes
Some system faults light REAR ANTI-LOCK warning light, but do not set a trouble code. See RETRIEVING
TROUBLE CODES . If trouble code should be set but cannot be retrieved, refer to RABS TROUBLE
SHOOTING CHART. See Fig. 12 . Ensure a good momentary ground is made at diagnostic connector.
Code 1
Code 1 is not a valid code. Perform RETRIEVING TROUBLE CODES again. If Code 1 appears again, go to
TEST E - YELLOW LIGHT FLASHING & RED LIGHT OFF under TESTING.
Code 2 (Open Isolate Circuit)
1. Turn ignition off. Disconnect battery. Unplug control module harness connector. Measure resistance
between module connector pin No. 13 and ground. If resistance is 6 ohms or less, replace control module,
and retest system.
2. If resistance is greater than 6 ohms, reconnect module connector. On Bronco, "E" and "F" Series,
disconnect electro-hydraulic valve connector. On all others, go to step 4). On Bronco, "E" and "F" Series,
measure resistance between ground pin (harness side) and ground. See Fig. 12 .
3. If resistance is one ohm or more, repair open in ground circuit wire. If resistance is less than one ohm,
measure resistance between isolation solenoid pin and ground pin on valve side. See Fig. 12 . If resistance
is 6 ohms or less, repair open between isolation solenoid valve and control module.
4. On all others, disconnect electro-hydraulic valve connector. See Fig. 12 . Measure resistance between
isolation solenoid pin and ground pin on valve side. If resistance is greater than 6 ohms, replace electro-
hydraulic valve and retest. If resistance is 6 ohms or less, repair open between isolation solenoid valve
and control module.
Fig. 12: Identifying Electro-Hydraulic Valve Connector Pins
Code 3 (Open Dump Circuit)
1. Turn ignition off. Disconnect battery. Unplug control module connector. Measure resistance between pin
No. 8 or 14 and ground on valve side. See Fig. 12 . If resistance is less than 3 ohms, replace control
module. If resistance is 3 ohms or more, reconnect module connector.
2. Unplug electro-hydraulic valve connector. Measure resistance between dump solenoid pin and ground pin
on valve side. If resistance is less than 3 ohms, repair open between dump valve connector and control
module. If resistance is 3 ohms or more, replace electro-hydraulic valve.
Code 4 (Closed Valve Switch Or Open Dump Valve) Bronco, "E" & "F" Series
1. When this occurs, Red BRAKE warning light will be on. Unplug electro-hydraulic valve connector.
Measure resistance between valve switch pin (on valve side) and valve body. See Fig. 12 . If resistance is
less than 10,000 ohms, replace electro-hydraulic valve.
2. If resistance is 10,000 ohms or more, measure resistance between valve switch pin and ground pin on
valve side. See Fig. 12 . If resistance is 10,000 ohms or less, replace electro-hydraulic valve. If resistance
is more than 10,000 ohms, disconnect battery.
3. Unplug control module connector. Measure resistance between module connector pin No. 6 (on harness
side) and ground. See Fig. 13 . If resistance is 100,000 ohms or more, replace control module. If
resistance is less than 100,000 ohms, repair short between valve and control module.
Aerostar, Explorer, Ranger & Navajo
1. When this occurs, Red BRAKE warning light will be on. Unplug electro-hydraulic valve connector.
Measure resistance between valve switch pin (on valve side) and valve body. See Fig. 12 . If resistance is
less than 10,000 ohms, replace electro-hydraulic valve. If resistance is 10,000 ohms or more, check
resistance between valve switch pin (on valve side) and solenoid ground pin. See Fig. 12 .
2. If resistance is more than 26,000 ohms or less than 18,000 ohms, replace electro-hydraulic valve. If
resistance is 18,000-26,000 ohms, check resistance between valve switch pin (on valve side) and valve
body, with hydraulic pressure applied for a minimum of 30 seconds.
3. If resistance is less than 10,000 ohms, replace electro-hydraulic valve. If resistance is 10,000 ohms or
more, check resistance between ground pin (on harness side) and chassis ground. See Fig. 12 . If
resistance is one ohm or more, repair open in isolation solenoid wire. If resistance is less than one ohm,
reconnect valve connector.
4. Disconnect battery. Unplug control module connector. Measure resistance between pin No. 4 and pin No.
6 at module connector, on harness side. See Fig. 13 . If resistance is more than 26,000 ohms or lower than
18,000 ohms, repair open or short between electro-hydraulic valve and control module. If resistance is
18,000-26,000 ohms, replace control module.
Code 5 (System Dumps Too Many Times)
1. This condition occurs in 2WD, on either 2WD or 4WD vehicles. Problem happens when making normal
or hard stops, and rear brakes may lock-up. If problem occurred with 2WD or 4WD vehicle (while in
2WD), go to step 2). If problem occurred with 4WD vehicle (while in 4WD), go to step 3).
2. Disconnect control module connector to disable system. Drive vehicle in 2WD mode and make several
normal stops to check rear brake operation. If rear brake operates properly, replace electro-hydraulic
valve, and retest system. If rear brakes grab or lock-up easily, repair rear brake system (mechanical), and
retest system.
3. Unplug control module connector. Turn ignition on. Shift transfer case into 4WD mode. Measure voltage
between pin No. 5 and chassis ground. See Fig. 13 . If voltage is less than one volt, replace electro-
hydraulic valve. If voltage is one volt or more, repair or replace 4WD indicator switch, located on transfer
case.
Code 6 (Speed Sensor Signal Rapidly Cuts In And Out)
1. This condition only happens while driving. Turn ignition off. Disconnect battery. Measure resistance
between module connector pins No. 3 and 10, while shaking wiring harness between speed sensor and
module connector. See Fig. 13 . If reading is erratic, repair loose connection in sensor leads.
2. If resistance is 1000-2000 ohms and steady, remove speed sensor. Check for build up of metal chips on
sensor pole. If metal chips are present, drain and clean differential. Check exciter ring for broken or
chipped teeth. If no metal chips are present, remove sensor from carrier.
3. Inspect exciter ring for damaged teeth. If teeth are okay and no visible lateral runout is seen, reinstall
speed sensor. If teeth are damaged and lateral runout is visible, repair differential.
4. To check for low or erratic sensor output, raise vehicle to allow rear wheels to spin freely. Start engine.
With rear wheels rotating at 5 MPH, measure voltage between test connector pins. If voltage is 650 mV
or more and steady, replace control module. If voltage is less than 650 mV and/or is erratic, replace speed
sensor and test connector cap. Retest system.
Code 7 (No Isolate Valve Self-Test)
1. Turn ignition off. Unplug electro-hydraulic valve connector. Measure resistance between isolation
solenoid pin and ground pin at valve. See Fig. 12 . If resistance is less than 3 ohms, replace valve. If
resistance is 3 ohms or more, turn ignition off, and disconnect battery.
2. With electro-hydraulic valve connector still apart, unplug control module connector. Measure resistance
between module pin No. 13 and chassis ground. See Fig. 13 . If resistance is 20,000 ohms or more,
replace control module. If resistance is less than 20,000 ohms, repair short between electro-hydraulic
valve and control module.
Code 8 (No Dump Valve Self-Test)
1. Turn ignition off. Unplug electro-hydraulic valve connector. Measure resistance between dump solenoid
pin and ground pin at valve. See Fig. 12 . If resistance is less than one ohm, replace electro-hydraulic
valve. If resistance is one ohm or more, turn ignition off, and disconnect battery.
2. With electro-hydraulic valve connector still apart, unplug control module connector. Measure resistance
between module connector pins No. 8 or 14 and ground. See Fig. 13 . If resistance is 20,000 ohms or
more, replace control module. If resistance is less than 20,000 ohms, repair short between electro-
hydraulic valve and control module.
Code 9 (High Sensor Resistance)

1. Turn ignition off. Unplug RABS sensor connector at sensor. Measure resistance between sensor pins. If
resistance is 2500 ohms or more, replace sensor. If resistance is less than 2500 ohms, disconnect battery.
Reconnect RABS sensor connector. Unplug control module connector.
2. Measure resistance between module connector pins No. 3 and 10. See Fig. 13 . If resistance is less than
2500 ohms, replace control module. If resistance is 2500 ohms or more, repair open between RABS
sensor and control module. If jumper harness between RABS sensor and frame rail is defective, replace
ONLY with original equipment High Flex Wire. Splice Connector (E6EB-14488-AA) MUST be used.
Code 10 (Low Sensor Resistance)
1. Turn ignition off. Unplug RABS sensor connector at sensor. Measure resistance between sensor pins. If
resistance is 1000 ohms or less, replace sensor. If resistance is more than 1000 ohms, disconnect battery.
With RABS sensor connector apart from sensor, unplug control module connector.
2. Measure resistance between module pin No. 10 and chassis ground. See Fig. 13 . If resistance is less than
20,000 ohms, repair short to ground between RABS sensor and control module. If jumper harness
between RABS sensor and frame rail is defective, replace ONLY with original equipment High Flex
Wire. Splice Connector (E6EB-14488-AA) MUST be used.
3. If resistance is 20,000 ohms or more, measure resistance between module connector pins No. 3 and 10. If
resistance is 20,000 ohms or more, replace control module. If resistance is less than 20,000 ohms, repair
short between RABS sensor wires. If jumper harness between RABS sensor and frame rail is defective,
replace ONLY with original equipment High Flex Wire. Splice Connector (E6EB-14488-AA) MUST be
used.
Code 11 (Stoplight Switch Circuit)
1. This condition occurs only when driving above 35 MPH. Depress brake pedal and check stoplight
operation. If stoplights do not operate, repair stoplight circuit, and retest system. If stoplights operate
properly, turn ignition off. Unplug control module connector. Measure voltage at module connector pin
No. 11 while depressing brake pedal. See Fig. 13 .
2. If voltage is less than 9 volts, repair open between stoplight switch and control module. If voltage is 9
volts or more, check 4-way flasher and wiring. A problem with 4-way flasher or wiring could cause
feedback through stoplight circuit.
Code 12 (Fluid Level Switch Closed During A Stop) Bronco, "E" & "F" Series
When this occurs, Red BRAKE warning light will be on. For test procedure, see under TESTING C . Skip step
3).
Code 12 (Loss Of Brake Fluid For One Second During Stop) Aerostar, Explorer, Navajo & Ranger
1. When this occurs, Red BRAKE warning light will be on. Check brake fluid level. If low, check complete
system for leaks, and repair as necessary. Refill master cylinder. If fluid level is okay, go to next step.
2. Check master cylinder fluid level switch. Remove connector from master cylinder. Connect a jumper wire
between the Purple/Yellow wire and Purple/White wire. If Rear ABS and Brake warning lights stay ON,
go to step 3). If warning lights stay OFF, replace master cylinder reservoir.
3. Check for shorts in brake light wiring. Disconnect brake module harness connector from module. Turn
ignition switch ON. If Rear ABS light goes OFF and Brake light stays ON, check for short to ground in
circuits 977 and 128. See WIRING DIAGRAMS . If both warning lamps go OFF, replace control
module.
Code 13 (Speed Sensor Check)
This code indicates control module speed circuit phase lock loop failure, detected during module self-test.
Replace control module.
Code 14 (Program Check)
This code indicates control module program check sum failure detected during self-test. Replace control
module.
Code 15 (Memory Failure)
This code indicates control module RAM failure detected during self-test. Replace control module.
Code 16 (Aerostar)
This code should not occur. Recheck flashing sequence. If codes continue to occur, replace control module.
TESTING
NOTE: References to Red light and Yellow light, refer to Red BRAKE warning light and
Yellow REAR ANTI-LOCK Brake warning light.
TEST A - YELLOW LIGHT OFF & DOES NOT SELF-CHECK
1. Ensure control module connector is fully engaged. If not, engage connector, and retest system. If
connector is engaged, disconnect battery. Unplug control module connector. Measure resistance between
connector pin No. 4 and ground. See Fig. 13 .
Fig. 13: Identifying Control Module Pins
2. If resistance is one ohm or more, check for open circuit between pin No. 4 and ground. If resistance is
less than one ohm, reconnect battery. Turn ignition on. Check voltage at connector pin No. 7. If voltage is
9 volts or more, replace control module.
3. If voltage is less than 9 volts, check Yellow ABS light 15-amp fuse. If fuse is bad, check for short
between fuse and warning lights. Replace fuse and retest system. If fuse is okay, check voltage at fuse. If
voltage is less than 9 volts, check fuse panel or vehicle electrical system.
4. If voltage is 9 volts or more, check warning light bulb. If bulb is bad, replace bulb and retest system. If
bulb is okay, repair open in wiring between warning light fuse and control module connector pin No. 7.
TEST B - RED LIGHT ON, YELLOW LIGHT OFF & DOES SELF-CHECK
1. Turn ignition on. Release parking brake pedal, if applied. If Red light goes off, road test vehicle. If brakes
lock-up, go to step 2). If Red light stays on, go to step 2).
2. Unplug parking brake switch connector. If Red light goes out, adjust or replace parking brake switch. If
Red light remains on, disconnect module harness connector from module (gas engines). On diesel
engines, go to step 4).
3. On gasoline engines, if Red light goes out after disconnecting module connector, replace control module.
If Red light stays on, check for short to ground in wiring between Red light and diode/resistor.
4. On diesel engines, disconnect vacuum warning switch connector. If Red light goes off, repair vacuum
pump. If Red light stays on, unplug control module connector.
5. If Red light goes off, replace control module. If Red light remains on, check for shorted wiring between
Red light and diode/resistor. See Fig. 1 -Fig. 6 for diode/resistor locations.
TEST C - YELLOW & RED LIGHTS ON STEADY
1. Check master cylinder fluid level. If fluid level is low, check for leaks, refill reservoir and retest system.
If fluid level is okay, remove cap from master cylinder. Carefully push down on float in reservoir. If float
does not move downward, replace master cylinder reservoir. Retest system. If float moves downward,
reinstall master cylinder cap.
2. Turn ignition on. Check parking brake and release if applied. If both lights go off, replace diode/resistor.
See Fig. 1 -Fig. 6 . If both lights stay on, remove parking brake switch and diesel low vacuum switch (if
equipped) connectors.
3. If both lights go off, replace diode/resistor. If both lights stay on, attempt to retrieve trouble code. See
RETRIEVING TROUBLE CODES . If trouble code is retrieved, go to appropriate code. See
RETRIEVING TROUBLE CODES . If both lights are still on steady, turn ignition off.
4. Unplug fluid level sensor connector, at master cylinder. Connect a jumper wire between the 2
Purple/Yellow and Purple/White wires. Turn ignition on. If both lights go off, replace master cylinder
reservoir. If both lights stay on, turn ignition off.
5. Unplug control module connector. Turn ignition on. If both lights go off, replace control module. If both
lights stay on, check for short in fluid level and parking brake switch wiring. Repair short in wiring and
retest system.
TEST D - YELLOW LIGHT ON, RED LIGHT OFF
1. Attempt to retrieve trouble code. See RETRIEVING TROUBLE CODES . If trouble code was
retrieved, see appropriate CODE 1 -16 heading. If trouble code cannot be retrieved, ensure master
cylinder connector is plugged in fully. If connector is fully plugged in, check RABS 20-amp fuse.
2. If fuse is bad, check for short in wiring between fuse panel and control module connector. If fuse is okay,
turn ignition off. Unplug control module. Turn ignition on. If Yellow light remains on, repair short in
wiring between Yellow light and control module connector.
3. If light goes off, measure voltage at control module connector pin No. 1 and at pin No. 9. If voltage is less
than 9 volts at either pin, repair open circuit between fuse panel and appropriate pin at connector or power
source to fuse panel. If voltage is 9 volts or more, go to next step.
4. Measure voltage at control module connector pin No. 2. If voltage is 8 volts or more, go to step 6). If
voltage is less than 8 volts, measure voltage at each of 2 Purple/White wires at fluid level switch on
Bronco and "E" and "F" Series (Purple/White wire and Purple/Yellow wire on all other models). DO
NOT unplug switch connector to check voltage. If voltage is 8 volts or more at one wire but less than 8
volts at other, replace master cylinder reservoir.
5. If voltage is less than 8 volts at both wires, replace diode/resistor or repair open in indicator light power
supply wire between fuse panel and instrument panel. See Fig. 1 -Fig. 6 . If voltage is 8 volts or more at
both wires, check for open in Purple/Yellow wire or Purple/White wires.
6. Turn ignition off. Reconnect control module connector to module. Turn ignition on. Measure voltage at
diagnostic connector. If voltage is less than one volt, check for open in Black/Orange wire between
diagnostic connector and control module. If voltage is one volt or more, replace control module and retest
system.
TEST E - YELLOW LIGHT FLASHING & RED LIGHT OFF
1. Turn ignition off. Unplug control module connector. Turn ignition on. Shake instrument panel harness
while measuring voltage. Measure voltage at control module connector pin No. 1 and at pin No. 9. If
voltage is intermittent or is less than 9 volts, check for open in wiring between fuse panel and connector
pin No. 1 and pin No. 9.
2. If voltage is steady and 9 volts or more, turn ignition off. Disconnect battery. Measure resistance between
control module connector pin No. 12 and ground. Shake module harness while measuring resistance. If
resistance is less than 100,000 ohms or resistance varies, repair short in Black/Orange wire between
diagnostic connector and module connector.
3. If resistance was 100,000 ohms or more and steady, measure resistance between module connector pin
No. 4 and ground. Shake module harness while measuring resistance. If resistance is one ohm or more,
repair open in Black/White wire between module connector pin No. 4 and body ground. If resistance is
less than one ohm and is steady, replace control module.
TEST F - LIGHTS OKAY & REAR WHEELS LOCK-UP
1. Ensure stoplights are working properly. If not, repair stoplights and retest. If stoplights are working
properly, operate vehicle at approximately 10 MPH. Apply brakes to attempt lock-up of all brakes, and
observe left rear wheel operation in mirror. If rear wheels do not lock-up, system is operating properly.
2. Intermittent wiring problem may be occurring during normal driving conditions. Go to CODE 6 for
testing. If rear wheels lock up, turn ignition off. Unplug control module connector. Measure voltage at
module connector pin No. 11 while depressing brake pedal. If voltage is less than 9 volts, repair open in
Red/Light Green wire on Aerostar or Light Green wire on all others, between stoplight switch and
module connector pin No. 11.
3. If voltage is 9 volts or more, turn ignition off. Remove speed sensor. Check for presence of exciter ring
and condition of teeth. If damage to component is found, replace damaged component and retest. If
components are okay, reinstall speed sensor. Raise rear of vehicle and support. Block front wheels. On
4WD models, place transfer case in 2WD mode.
WARNING: Use care when working around rotating wheels.
4. Remove cap from sensor test connector. See Fig. 1 -Fig. 6 . Start engine and place transmission in gear.
With wheels rotating at 5 MPH, measure voltage between test connector pins.
5. If voltage is 650 mV or more, reinstall sensor test connector. Go to step 7). If voltage is less than 650 mV,
replace speed sensor and retest system. If voltage is still low after replacing speed sensor, turn engine off.
Remove speed sensor from differential. Measure speed sensor pole height from mounting face to end of
pole piece. Measurement should be 1.07-1.08" (27.2-27.4 mm).
6. Measure between top of exciter ring teeth to sensor mounting face of carrier. Difference between 2
measurements is sensor gap. If difference is more than .050" (1.27 mm), check for defective sensor or
carrier housing. If difference is less than .050" (1.27 mm), go to step 7).
7. Check rear brakes for mechanical problems such as grabbing, locking and pulling. Repair brakes as
necessary. If rear brakes are okay, replace control module and retest.
TEST G - YELLOW LIGHT SELF-CHECKS, RED LIGHT DOES NOT SELF-CHECK
Ensure connector on brake fluid level switch, at the master cylinder, is plugged in fully. If not, reconnect and
retest. If connector is okay, apply parking brake and check Red warning light. If Red warning light does not
come on, check bulb or an open in light circuit. If light comes on, go to TEST D - YELLOW LIGHT ON,
RED LIGHT OFF , step 4).

ELECTRO-HYDRAULIC VALVE
Disconnect and plug brake lines connected to electro-hydraulic valve. Unplug electrical connector. Remove
mounting bolts retaining valve to frame. Remove valve. To install, reverse removal procedure.
SPEED SENSOR
Unplug speed sensor connector. Remove hold-down bolt and sensor. To install, ensure "O" ring is positioned on
sensor and sensor tip is clean of all metal particles. Lightly lubricate "O" ring with engine oil. Install sensor. DO
NOT use force to install sensor. Install hold-down bolt.
CONTROL MODULE
On 1989-91 "E" Series, remove parking brake actuator assembly. Remove screws attaching control module
behind kick panel. Remove control module. On all other models, remove screws attaching control module to
dash panel bracket. Remove control module. To install, reverse removal procedure.
EXCITER RING
Remove differential case from axle housing. See DIFFERENTIAL article in DRIVE AXLES. Exciter ring must
be pressed off differential case, and discarded. To install, reverse removal procedure.
Brake Lines
1/2"-20 10-17 (14-23)
7/16"-24 10-15 (14-20)
3/8"-24 10-15 (14-20)
Electro-Hydraulic Valve Mounting Bolts
Bronco & "F" Series 12-17 (16-23)
Explorer & Ranger 11-14 (15-19)
"E" Series 19-24 (26-32)
Speed Sensor Hold-Down Bolt 25-30 (34-41)
INCH Lbs. (N.m)
Electro-Hydraulic Valve Mounting Bolts
Aerostar 30-40 (3.4-4.5)
WIRING DIAGRAMS
For anti-lock brake system wiring diagrams, see Fig. 14 -21 . Also refer to appropriate chassis wiring diagram
in WIRING DIAGRAMS .
Fig. 14: Rear ABS Wiring Diagram (Aerostar) 1990-91

Fig. 15: Rear ABS Wiring Diagram (Van)
Fig. 16: Rear ABS Wiring Diagram (Bronco & F Series) - 1989
Fig. 17: Rear ABS Wiring Diagram (Explorer & Ranger) - 1990-91
Fig. 18: Rear ABS Wiring Diagram (E Series) - 1990-91
Fig. 19: Rear ABS Wiring Diagram (Aerostar) - 1992
Fig. 20: Rear ABS Wiring Diagram (Bronco & Pickup) - 1992
Fig. 21: Rear ABS Wiring Diagram (Explorer & Ranger) - 1992
AUTOMATIC TRANSMISSIONS Removal & Installation - Ford
Light Trucks & Vans
MANUAL TRANSMISSION
NOTE: For manual transmission removal and installation procedures, see appropriate
article in CLUTCHES.
TRANSFER CASE (A/T)

BORG-WARNER 1354
Removal (Explorer & Ranger)
1. Raise and support vehicle. Remove skid plate (if equipped). Remove damper from transfer case (if
equipped). Remove drain plug, and drain fluid from transfer case. Install drain plug. Disconnect necessary
electrical connections at transfer case.
2. Place reference mark on drive shaft-to-transfer case or axle flange or yoke for reassembly reference.
Remove drive shafts from transfer case and secure out of the way.
3. Disconnect speedometer drive gear from transfer case rear cover. Disconnect vent hose. On models with
manual shift lever, remove retaining nut and remove shift lever.
4. Remove retaining bolts, shift lever assembly and bushing from transmission extension housing. On all
models, support transfer case with jack. Remove transfer case-to-transmission extension housing
retaining bolts.
5. Slide transfer case rearward from transmission output shaft and lower from vehicle. Remove gasket from
transfer case and transmission extension housing.
Installation (Explorer & Ranger)
1. Install transfer case using NEW gasket between transfer case and transmission extension housing. It may
be necessary to use grease to hold gasket in place.
2. Tighten transfer case-to-transmission extension housing bolts to specification in sequence. See Fig. 1. See
appropriate TORQUE SPECIFICATIONS table.
Fig. 1: Transfer Case-to-Transmission Extension Housing Bolt Tightening Sequence (Borg-Warner
1354 & Dana TC-28)
Courtesy of COURTESY OF FORD MOTOR CO.
3. On models with manual shift lever, install shift lever assembly with retaining bolts loosely installed.
Raise manual shift lever boot for access to cam plate. See Fig. 2.
4. Place transfer case shift lever in 4L position. Rotate cam plate around bolt "A" clockwise until bottom
chamfered corner of neutral lug contacts forward right edge of manual shift lever at point "C". See Fig. 2.
5. Hold cam plate in this position. Tighten bolt "A" to 70-90 ft. lbs. (95-122 N.m) and then bolt "B" to 31-42
ft. lbs. (42-57 N.m). Move manual shift lever into all gear positions and check for proper engagement.
6. Ensure clearance exists between manual shift lever and cam plate in 2H and 4H positions and no more
than .13" (3.3 mm) exists when in 4L position. See Fig. 2. Install manual shift lever boot.
Fig. 2: Adjusting Manual Shift Lever (Borg-Warner 1354)
7. On all models, install speedometer driver gear. Install front and rear drive shafts. Ensure reference marks
are aligned on drive shaft flanges.
8. Install vent hose with White reference mark aligned with notch on mounting bracket (models with
electronic shift) or notch on manual shift lever (models with manual shift lever).
9. Tighten drain plug to specification. See appropriate TORQUE SPECIFICATIONS table. Fill transfer
case to bottom of filler plug hole with Motorcraft Mercon ATF (XT-2-QDX). Install filler plug, and
tighten to specification. To install remaining components, reverse removal procedure.
BORG-WARNER 1356
Removal (Bronco & Pickup)
1. Raise and support vehicle. Remove skid plate (if equipped). Remove drain plug, and drain fluid from
transfer case. Install drain plug. Disconnect necessary electrical connections at transfer case.
2. Place reference mark on drive shaft-to-transfer case or axle flange or yoke for reassembly reference.
Remove drive shafts from transfer case and secure out of the way. Disconnect vent hose.
3. On models with manual shift lever, disconnect shift rod between transfer case shift lever and manual shift
control lever assembly. On all models, support transfer case with jack.
4. Remove transfer case-to-transmission extension housing retaining bolts. Slide transfer case rearward from
transmission output shaft and lower from vehicle. Remove gasket from transfer case and transmission
extension housing.
Installation (Bronco & Pickup)
1. To install, reverse removal procedure using NEW gasket between transfer case and transmission
extension housing. It may be necessary to use grease to hold gasket in place.
3. When installing front and rear drive shafts, ensure reference marks are aligned on drive shaft flanges.
Tighten drain plug to specification. See appropriate TORQUE SPECIFICATIONS table.
4. Fill transfer case to bottom of filler plug hole with Motorcraft Mercon ATF (XT-2-QDX). Install filler
plug, and tighten to specification. To install remaining components, reverse removal procedure.
CAUTION: On Borg-Warner 1356 transfer cases with PTO, a filler plug labeled
FOR PTO FILL ONLY is located on front of transfer case. These
transfer cases require an additional 4.1 pts. (1.9L) of lubricant. If
proper amount of lubricant is not installed, transfer case or PTO
failure could result.
Fig. 3: Transfer Case-to-Transmission Housing Extension Housing Bolt Tightening Sequence
(Borg-Warner 1356)
DANA TC-28
Removal (Aerostar)
1. Raise and support vehicle. Remove drain plug, and drain fluid from transfer case. Install drain plug.
Disconnect necessary electrical connections at transfer case by squeezing lock tabs together and pulling
from socket.
2. Remove front drive shaft dust boot retaining clamp at transfer case. Pull dust boot from transfer case.
Place reference mark on drive shaft-to-axle flange or yoke for reassembly reference.
3. Remove retaining bolts. Pull drive shafts from transfer case. Remove retaining bolts and transfer case-to-
cylinder block strut. Support transfer case with jack.
4. Remove transfer case-to-transmission extension housing retaining bolts. Slide transfer case rearward from
transmission output shaft and lower from vehicle. Remove gasket from transfer case and transmission
extension housing.
Installation (Aerostar)
1. To install, reverse removal procedure using NEW gasket between transfer case and transmission
extension housing. It may be necessary to use grease to hold gasket in place.
3. Apply light coat of grease on front drive shaft splines and inner edge of dust boot area on transfer case
before installing. When installing front and rear drive shafts, ensure reference marks are aligned on drive
shafts and flanges.
4. Install and crimp NEW clamp to retain front drive shaft dust boot on transfer case. Tighten drain plug to
specification. See appropriate TORQUE SPECIFICATIONS table.
5. Fill transfer case to bottom of filler plug hole with Motorcraft Mercon ATF (XT-2-QDX). Install filler
plug, and tighten to specification. To install remaining components, reverse removal procedure.
AUTOMATIC TRANSMISSION
A4LD TRANSMISSION

PROCEDURES article in this Section before disconnecting battery.
Removal (Aerostar, Explorer & Ranger)
1. Disconnect negative battery cable. Raise and support vehicle. Loosen oil pan bolts, allowing fluid to
drain. When fluid stops draining, remove all but 2 bolts at the front of oil pan. Allow oil pan to drop down
and drain remaining fluid. Reinstall bolts to hold oil pan in place.
NOTE: On Explorer models, it may be necessary to pry lower clips on

transmission heat shield back slightly for access to oil pan bolts.
2. Remove torque converter access cover. Remove starter motor. Remove torque converter-to-drive plate
retaining nuts. Rotate engine clockwise (viewed from front of engine) for access to retaining nuts.
CAUTION: On 2.3L, DO NOT rotate engine counterclockwise (viewed from front

of engine) or engine damage may result.
3. Place reference mark on drive shaft-to-axle flange or yoke for reassembly reference. Remove drive shaft.
Disconnect speedometer cable, vacuum hoses, electrical connections and shift cable at transmission.
4. Disconnect kickdown cable from ball stud lever. Depress tabs on kickdown cable, and disengage cable
from bracket. Using floor jack, slightly raise transmission.
5. Remove transmission mount-to-crossmember nuts. Remove retaining bolts and crossmember. Lower
floor jack, allowing transmission to hang downward.
6. On Explorer and Ranger models, using floor jack and a piece of wood, slightly raise front of engine. This
must be done for access to the 2 upper transmission-to-cylinder block bolts.
7. On all models, disconnect oil cooler lines at transmission. Plug all oil cooler line openings. Remove lower
transmission-to-cylinder block bolts. Remove transmission filler tube.
8. Secure transmission to floor jack with safety chain. Remove upper transmission-to-cylinder block bolts.
Move transmission rearward and lower from vehicle.
NOTE: If transmission is to be removed for a long period of time, support engine with
safety stand and a wooden block.
Installation (Aerostar, Explorer & Ranger)
1. To install, reverse removal procedure. Ensure torque converter is fully seated and reference mark on drive
shaft and axle flange or yoke are aligned. Tighten bolts/nuts to specification. See appropriate TORQUE
2. Fill transmission with Motorcraft Mercon ATF (XT-2-QDX). For fluid capacity and proper control cable
adjustment, See appropriate TRANSMISSION article in the TRANSMISSION SERVICING Section.
AOD TRANSMISSION

PROCEDURES article before disconnecting battery.
Removal (Bronco, Pickup & Van)
1. Disconnect negative battery cable. Raise and support vehicle. Loosen oil pan bolts, allowing fluid to
drain. When fluid stops draining, remove all but 2 bolts at the front of oil pan. Allow oil pan to drop down
and drain remaining fluid. Reinstall bolts to hold oil pan in place.
2. Remove torque converter cover. Remove drain plug from torque converter (if equipped) and drain torque
converter. Reinstall drain plug. Remove torque converter-to-drive plate nuts.
Remove starter motor. Disconnect speedometer cable, necessary electrical connections and control cables
at transmission.
4. On 4WD, remove transfer case. See appropriate TRANSFER CASE (A/T) listed below. On all models,
support transmission using floor jack. Remove transmission mount-to-crossmember nuts and
crossmember-to-frame bolts. Remove retaining bolts and transmission mount from transmission
extension housing.
 TRANSFER CASE - DANA - TC-28 Aerostar
 TRANSFER CASE - BORG-WARNER 1345 Bronco & "F" Series
 TRANSFER CASE - BORG-WARNER 1350 & 1356 Bronco, Explorer, "F" Series and Ranger
5. Remove crossmember and transmission mount. Disconnect oil cooler lines and filler tube from
transmission. Plug all oil cooler line openings. Secure transmission to floor jack using safety chain.
6. Remove transmission-to-cylinder block bolts. Move transmission rearward, and lower it from vehicle.
Installation (Bronco, Pickup & Van)
1. To install, reverse removal procedure using NEW "O" ring on filler tube. Ensure torque converter is fully
seated and reference mark on drive shaft and axle flange or yoke are aligned.
2. Tighten torque converter drain plug and all bolts/nuts to specification. See appropriate TORQUE
SPECIFICATIONS table at end of article. Fill transmission with Motorcraft Mercon ATF (XT-2-QDX).
For fluid capacity and proper control cable adjustment, See appropriate TRANSMISSION article in the
TRANSMISSION SERVICING Section.
C-6 TRANSMISSION

Removal (Pickup & Van)
1. Disconnect negative battery cable. Raise and support vehicle. On Van models, remove engine cover.
Remove flexible hose from air cleaner heat tube (V8 models only). On all models, loosen oil pan bolts,
allowing fluid to drain.
2. When fluid stops draining, remove all but 2 bolts at the front of oil pan. Allow oil pan to drop down and
drain remaining fluid. Reinstall bolts to hold oil pan in place.
3. Remove torque converter cover. Remove drain plug from torque converter (if equipped) and drain torque
converter. Reinstall drain plug. Remove torque converter-to-drive plate nuts.
Remove starter motor. Disconnect speedometer cable, necessary electrical connections and control cables
or rods at transmission.
5. On Pickup 4WD, remove transfer case. See appropriate TRANSFER CASE (A/T) listed below. On all
models, support transmission using floor jack. Remove transmission mount-to-crossmember nuts and
crossmember-to-frame bolts. Remove retaining bolts and transmission mount from transmission
extension housing.
 TRANSFER CASE - DANA - TC-28 Aerostar
 TRANSFER CASE - BORG-WARNER 1350 & 1356 Bronco, Explorer, "F" Series and Ranger
6. Remove crossmember and transmission mount. Disconnect oil cooler lines and filler tube from
transmission. Plug all oil cooler line openings. Secure transmission to floor jack with safety chain.
7. Remove transmission-to-cylinder block bolts. Move transmission rearward and lower from vehicle.
Installation (Pickup & Van)
1. To install, reverse removal procedure using NEW "O" ring on filler tube. Ensure torque converter is fully
seated and reference mark on drive shaft and axle flange or yoke are aligned.
2. Tighten torque converter drain plug and all bolts/nuts to specification. See appropriate TORQUE
SPECIFICATIONS table at end of article. Fill transmission with Motorcraft Mercon ATF (XT-2-QDX).
For fluid capacity and proper control cable or linkage adjustment, See appropriate TRANSMISSION
article in the TRANSMISSION SERVICING Section.
E4OD TRANSMISSION

PROCEDURES article before disconnecting battery.
1. Disconnect negative battery cable. Raise and support vehicle. Remove dipstick. Place transmission in
Neutral. Remove skid plate (if equipped). Place reference mark on drive shaft-to-axle flange or yoke for
reassembly reference. Remove drive shaft(s).
2. On F350 Super Duty commercial chassis, disconnect speedometer cable from parking brake assembly
mounted on rear of transmission. See Fig. 4. Loosen lock nut on parking brake cable at the clevis.
3. Remove clevis pin, clevis and lock nut from parking brake cable. Remove parking brake cable from
bracket on parking brake assembly.
Fig. 4: Parking Brake Assembly ID

4. On all models, disconnect control cables, shift linkages, speedometer cable from transmission. On 4WD
models, remove shift linkage from transfer case (manual shift models) or disconnect electrical connector
at transfer case (models with electronic shift). Disconnect 4WD switch connector from transfer case.
Disconnect wiring harness from retainers on frame rail.
5. On all models, remove necessary heat shields for access to electrical connectors. Disconnect electrical
connector from Manual Lever Position Sensor (MLPS), mounted at shift lever on transmission.
Disconnect electrical connector from solenoid assembly on side of transmission.
CAUTION: Remove electrical connector from MLPS by squeezing tabs together

and pulling connector from MLPS. Remove electrical connector from
solenoid assembly by pushing inward on center tab. DO NOT pry on
tab(s) with screwdriver.
6. Loosen oil pan bolts, allowing fluid to drain. When fluid stops draining, remove all but 2 bolts at the front
of oil pan. Allow oil pan to drop down and drain remaining fluid. Reinstall bolts to hold oil pan in place.
7. Remove torque converter covers. Remove starter motor. Remove torque converter-to-drive plate nuts.
Support transmission with floor jack. Remove transmission mount-to-crossmember nuts and
crossmember-to-frame bolts.
8. Remove crossmember. Disconnect oil cooler lines and filler tube from transmission. Plug all oil cooler
line openings. Secure transmission to floor jack with safety chain. Remove transmission-to-cylinder block
bolts. Move transmission rearward and lower from vehicle.
9. On F350 Super Duty commercial chassis if necessary to remove parking brake assembly, remove
retaining bolts, parking brake assembly and gasket. See Fig. 4.
CAUTION: Store parking brake assembly with breather assembly facing upward to
prevent oil leakage onto the brake shoes.
Installation (Bronco, Pickup & Van)
1. Reverse removal procedure using NEW "O" ring on filler tube. Ensure torque converter is fully seated
and reference marks on drive shaft and axle flange or yoke are aligned.
2. On F350 Super Duty commercial chassis, use NEW gasket and retaining bolts when installing parking
brake assembly. DO NOT reuse bolt. On all models, tighten all bolts/nuts to specification. See
CAUTION: Pickup F350 Super Duty commercial chassis parking brake assembly
contains a separate reservoir from transmission. Check lubricant
level at filler plug hole on side of parking brake assembly. Fluid lever
should be even with bottom of filler plug hole. Add Motorcraft Mercon
ATF (XT-2-QDX) as needed.
3. Fill transmission with Motorcraft Mercon ATF (XT-2-QDX). For fluid capacity and proper control cable
or linkage adjustment, See appropriate TRANSMISSION article in the TRANSMISSION SERVICING
Section.
TORQUE SPECIFICATIONS - TRANSFER CASE
TORQUE SPECIFICATIONS (TRANSFER CASE)

Damper Bolt
Borg-Warner 1354 25-35 (34-47)
Drain & Filler Plug
Borg-Warner 1356 10-14 (14-19)
All Others 12-20 (16-27)
Shift Lever Assembly Bolt - Borg-Warner 1354
Bolt "A" (1) 70-90 (95-122)
Bolt "B" (1) 31-42 (42-57)
Transfer Case-To-Cylinder Block Strut Bolt/Nut - Dana TC-28
Cylinder Block Side 45-60 (61-81)
Transfer Case Side 55-65 (75-88)
Transfer Case-To-Transmission Extension Housing Bolt
Borg-Warner 1354 (2) 25-35 (34-47)
Borg-Warner 1356 (3) 25-43 (34-58)
Dana TC-28 (2) 25-35 (34-47)
(1) Bolt "A" is large bolt and bolt "B" is the small bolt. See Fig. 2.
(2) Tighten bolts to specification in sequence. See Fig. 1.
(3) Tighten bolts to specification in sequence. See Fig. 3.
TORQUE SPECIFICATIONS - TRANSMISSION
TORQUE SPECIFICATIONS (TRANSMISSION)

A4LD
Crossmember-To-Frame Bolt
2.9L & 3.0L 65-85 (88-115)
Crossmember-To-Frame Through Bolt
4.0L 37-52 (51-71)
2.3L 65-85 (88-115)
Oil Pan Bolt (1)
Torque Converter-To-Drive Plate Nut 20-34 (27-46)

Transmission-to-Cylinder Block Bolt 71-85 (96-115)
Transmission-To-Cylinder Block Bolt
3.0L 33-44 (45-60)
All Others 28-38 (38-52)
AOD
Crossmember-To-Frame Bolt 43-57 (58-77)
Oil Pan Bolt (1)
Torque Converter Drain Plug 10-28 (14-38)

Transmission Mount-To-Crossmember Nut 60-80 (81-109)
Transmission Mount-To-Transmission Extension Housing Bolt 60-80 (81-109)
Transmission-To-Cylinder Block Bolt 40-50 (54-68)
C6
Oil Pan Bolt 10-12 (14-16)
Torque Converter Drain Plug 10-28 (14-38)
Transmission Mount-To-Transmission Extension Housing Bolt 60-80 (81-109)
E4OD
Oil Pan Bolt 10-12 (14-16)
Parking Brake Assembly Filler Plug 25-30 (34-41)
Parking Brake Assembly-To-Transmission Bolt (2) 25-43 (34-58)
(1) Tighten bolts to 97-115 INCH lbs. (11.0-13.0 N.m).
(2) Always use NEW bolts. DO NOT reuse bolts.

TRANSMISSION SERVICING - A/T
TRANSMISSION SERVICING Ford Motor Co. Automatic/Manual Transmission
IDENTIFICATION
commercial chassis.
AUTOMATIC TRANSMISSION APPLICATIONS

Model (1) Transmission
Aerostar, Explorer & Ranger A4LD

Bronco AOD & E4OD
Pickup & Van AOD, C-6 & E4OD
(1) Transmission may be identified by oil pan gasket. See Fig. 1-4.
MANUAL TRANSMISSION APPLICATIONS

Model Transmission
Aerostar, Explorer & Ranger
5-Speed Mazda M5OD
5-Speed (1) Mitsubishi FM146
Bronco
4-Speed Borg-Warner T18
5-Speed Mazda M5OD
Pickup
4-Speed Borg-Warner T18
5-Speed (2)
GVWR Less Than 8500 Lbs. (3855 kg) Mazda M5OD
GVWR Greater Than 8500 Lbs. (3855 kg) ZF S5-42
(1) Used on Ranger models with 2.9L only.
(2) Note vehicle Gross Vehicle Weight Rating (GVWR) for identifying transmission application. GVWR
is listed on safety compliance label on driver door pillar.
TRANSFER CASE APPLICATIONS

Model Transfer Case
Aerostar Dana TC-28
Bronco & Pickup (1) (2) Borg-Warner 1356
Explorer & Ranger (1) Borg-Warner 1354
(1) Available with mechanical or electronic shift.
Some F350 Pickups may be equipped with a Power Take-Off PTO) unit.
(2)
Fig. 1: Oil Pan Gasket (AOD) ID

Fig. 2: Oil Pan Gasket (A4LD) ID
Fig. 3: Oil Pan Gasket (C-6) ID

Fig. 4: Oil Pan Gasket (E4OD) ID
LUBRICATION
SERVICE INTERVALS
Vehicles used in normal service do not require regularly scheduled maintenance. Fluid level should be checked
whenever underhood maintenance is performed or if leakage is detected. Adjust clutch bands on A4LD and C-6
when quality of shifts deteriorates or improper band adjustment is indicated.
On vehicles used for fleet service or those operated under severe conditions (such as police, taxi or towing),
regular transmission fluid change is required every 30,000 miles or when fluid appears discolored.
Manual Transmission
Under normal driving conditions, replace transmission fluid every 60,000 miles. Perform service every 30,000
miles if vehicle is operated under the following severe driving conditions:
 Heavy loads in hilly terrain

 In hot weather greater than 90°F (32°C)
 Maximum loads
 Operating a transmission mounted PTO unit
 Towing trailer or carrying a slide-in camper
Transfer Case
Under normal driving conditions, replace transfer case fluid every 60,000 miles. Under heavy 4WD driving
conditions, replace fluid more frequently.
CHECKING FLUID LEVEL
NOTE: Pickup F350 Super Duty commercial chassis have a parking brake assembly
mounted on rear of the transmission. Parking brake assembly contains a
separate reservoir and fluid level must be checked separately from the
transmission. See PARKING BRAKE ASSEMBLY under CHECKING FLUID
LEVEL.
1. With vehicle on level surface, start engine and operate it until engine and transmission are at normal
operating temperature. Apply parking brake. With engine idling, shift transmission through all gear
ranges, ending in Park. On 4WD models, ensure transfer case is in any gear range EXCEPT Neutral
before checking transmission fluid level.
2. Check transmission fluid level. Fluid level should be within the crosshatched area on the dipstick. Add
fluid through filler tube as needed. DO NOT overfill.
CAUTION: DO NOT drive vehicle if fluid level is below bottom hole on dipstick and
outside temperature is greater than 50°F (10°C).
Manual Transmission
Check lubricant level at filler plug hole on side of transmission. Fluid level should be even with bottom of filler
plug hole. Add lubricant as needed.
Parking Brake Assembly (Pickup F350 Super Duty Commercial Chassis)
Check lubricant level at filler plug hole on side of parking brake assembly mounted on rear of transmission.
Fluid level should be even with bottom of filler plug hole. Add lubricant as needed.
Transfer Case
Remove filler plug. Fluid level should be even with bottom of filler plug hole. Add lubricant as needed.
CAUTION: On Borg-Warner 1356 transfer cases with PTO, a filler plug labeled FOR
PTO FILL ONLY is located on front of transfer case. These transfer cases
require additional lubricant. If proper procedures are not followed, transfer
case or PTO failure could result.
RECOMMENDED FLUID
All automatic transmissions use Motorcraft Mercon ATF (XT-2-QDX).
Manual Transmission
On Mitsubishi FM146 models, use SAE 80W Gear Lube (D8DZ-19C547-A). On all other models, use
Motorcraft Mercon ATF (XT-2-QDX).
Use Motorcraft Mercon ATF (XT-2-QDX).
Transfer Case
All transfer cases use Motorcraft Mercon ATF (XT-2-QDX).
FLUID CAPACITIES
NOTE: Approximate fluid capacities are listed. Determine correct fluid level by mark on
dipstick or by gauging fluid level at filler plug hole.
AUTOMATIC TRANSMISSION REFILL CAPACITIES (1) (2)

Application Qts. (L)
AOD Transmission 12.3 (11.6)
A4LD Transmission
2WD 9.7 (9.2)
4WD 10.0 (9.5)
C-6 Transmission
2WD 11.7 (11.1)
4WD 13.5 (12.8)
E4OD Transmission
2WD 15.7 (14.9)
4WD 16.2 (15.3)
(1) Includes torque converter, cooler and lines.
(2) Pickup F350 Super Duty commercial chassis have parking brake assembly mounted on rear of
transmission. Fluid level must be checked separately from the transmission. See PARKING BRAKE
ASSEMBLY under CHECKING FLUID LEVEL. Parking brake assembly capacity is 3.8 ounces
(.11L).
MANUAL TRANSMISSION REFILL CAPACITIES (1)

Application Pts. (L)
Borg-Warner T18 4-Speed 7.0 (3.3)
Mazda M5OD 5-Speed Overdrive
Aerostar, Explorer & Ranger 5.6 (2.6)
Bronco & Pickup 7.6 (3.6)
Mitsubishi FM146 5-Speed Overdrive 4.8 (2.3)
ZF S5-42 5-Speed 7.0 (3.3)
(1) Pickup F350 Super Duty commercial chassis have parking brake assembly mounted on rear of
transmission. Fluid level must be checked separately from the transmission. See PARKING BRAKE
ASSEMBLY under CHECKING FLUID LEVEL. Parking brake assembly capacity is 3.8 ounces
(.11L).
TRANSFER CASE REFILL CAPACITIES

Borg-Warner 1354 2.5 (1.2)
Borg-Warner 1356
With PTO 8.1 (3.8)
Without PTO 4.0 (1.9)
Dana TC-28 4.5 (2.1)
DRAINING & REFILLING
1. Raise and support vehicle. Loosen oil pan bolts. Tap oil pan to break gasket seal, allowing fluid to drain.
Remove retaining bolts, oil pan and gasket.
2. Remove retaining bolt (if equipped), oil filter/screen and gasket. Install NEW gasket, oil filter/screen and
oil pan. Tighten retaining bolt to specification. See TORQUE SPECIFICATIONS table at end of article.
3. On A4LD applications, add 3 quarts (2.8L) of ATF or 5 quarts (4.7L) on all other applications of ATF to
transmission. Use Motorcraft Mercon ATF (XT-2-QDX).
4. Check fluid level. See CHECKING FLUID LEVEL under LUBRICATION. When filling transmission,
refer to AUTOMATIC TRANSMISSION REFILL CAPACITIES table. Recheck fluid level when
transmission is at normal operating temperature. DO NOT overfill.
Manual Transmission
Raise and support vehicle. Remove drain plug and drain fluid. Install drain plug. Remove filler plug. Refill
transmission with proper fluid to bottom of filler plug hole. See RECOMMENDED FLUID under
LUBRICATION. When filling transmission, refer to MANUAL TRANSMISSION REFILL CAPACITIES
table. Install filler plug.
No servicing information is available from manufacturer.
Transfer Case
Raise and support vehicle. Remove drain plug and drain fluid. Install drain plug. Remove filler plug. Refill
transfer case with proper fluid to bottom of filler plug hole. See RECOMMENDED FLUID under
LUBRICATION. When filling transfer case, refer to TRANSFER CASE REFILL CAPACITIES table. Install
filler plug.
CAUTION: On Borg-Warner 1356 transfer cases with PTO, a filler plug labeled FOR
PTO FILL ONLY is located on front of transfer case. These transfer cases
require additional lubricant. If proper procedures are not followed, transfer
case or PTO failure could result.
ADJUSTMENTS
AUTOMATIC TRANSMISSION BANDS
NOTE: The A4LD has an adjustment for intermediate and overdrive bands and the C-6
has only the intermediate band. See Fig. 5 and Fig. 6.
A4LD & C-6
1. Raise and support vehicle. Ensure area around the band adjusting screw is clean. See Fig. 5 or Fig. 6.
Remove and discard adjusting screw lock nut. Install NEW lock nut and tighten to 120 INCH lbs. (14
N.m).
2. On A4LD models, back off adjusting screw 2 turns. On C-6 models, back off adjusting screw 1 1/2 turns.
Hold adjusting screw in position and tighten NEW lock nut to 35-40 ft. lbs. (47-54 N.m).
Fig. 5: Adjusting Intermediate & Overdrive Bands (A4LD)
Fig. 6: Adjusting Intermediate Band (C-6)
KICKDOWN CONTROL CABLE (A4LD)
NOTE: Kickdown control cable self-adjusts after installation by depressing accelerator

pedal to floor. If kickdown cable is removed, it may need to be reset and then
readjusted.
Initial Resetting Procedure & Adjustment
If kickdown cable has been removed it must be reset when installing. From under the hood, depress adjustment
D-flat while pulling the cable conduit out from the body. See Fig. 7. Adjust kickdown cable by depressing
accelerator pedal to floor.
NOTE: If transmission kickdown is difficult to achieve at wide open throttle, ensure

accelerator pedal travel is not restricted by floor mats.
Fig. 7: Kickdown Cable Components (A4LD) ID

THROTTLE VALVE (T.V.) CONTROL CABLE (AOD)
NOTE: T.V. control cable is locked to proper length during initial assembly. Control
cable may require adjustment if throttle body, control cable or transmission is
replaced.
Cable Adjustment With Engine Off
1. Apply parking brake and place transmission in Neutral. DO NOT place transmission in Park. On
F150/250 and Bronco models, remove cable linkage protective cover. On all models, ensure throttle lever
is resting against idle stop. DO NOT adjust idle stop.
2. Ensure T.V. control cable is properly routed, free of sharp bends and operates freely. Using small
screwdriver, pry lock tab outward to release T.V. control cable at throttle body. See Fig. 8.
Fig. 8: Releasing T.V. Cable At Throttle Body
3. Install a return spring on T.V. control lever at the transmission and hook spring on rear of transmission
case. Ensure T.V. control lever is held in idle position (fully rearward toward rear of transmission).
NOTE: If necessary, use 2 return springs to retain T.V. control lever in position.
4. With T.V. cable lock tab released and return spring in place, rotate T.V. control lever at transmission
approximately 10-30 degrees and return slowly. Push lock tab downward on T.V. control cable at throttle
body until lock tab is flush. Remove return spring.
T.V. Pressure Check & Adjustment With Engine On
1. Remove plug and install Pressure Gauge (T86L-70002-A) in T.V. pressure tap on side of transmission
case. See Fig. 9. Remove cover from T.V. control cable linkage.
2. Insert tapered end of T.V. Cable Control Pressure Gauge Adjuster (T86L-70332-A) between slug on end
of cable and plastic fitting attached to throttle lever. See Fig. 10.
3. Push T.V. cable control pressure gauge adjuster inward as far as possible, forcing slug away from plastic
fitting. Start engine and operate until engine and transmission are at normal operating temperature.
NOTE: Transmission fluid temperature should be 100-150°F (37-65°C) when

checking T.V. pressure. DO NOT perform T.V. pressure check unless
transmission fluid temperature is correct.
4. Apply parking brake. Place transmission in Neutral. DO NOT check T.V. control pressure with
transmission in Park. With engine idling, note T.V. control pressure is 28-38 psi (1.97-2.67 kg/cm2 ).
5. If T.V. control pressure is not within specification, T.V. control cable must be adjusted. To adjust T.V.
control cable, pry up on T.V. control cable locking tab at throttle body. See Fig. 10.
6. The adjuster preload spring should cause adjusting slider to move away from throttle body, causing T.V.
control pressure to increase. Push on adjusting slider from behind throttle body bracket until T.V. control
pressure is 33 psi (2.3 kg/cm2 ). See Fig. 10.
7. While holding slider, push T.V. control cable locking tab downward as far as possible to lock slider into
position. Remove T.V. cable control pressure gauge adjuster. Allow engine to return to idle.
8. With engine idling and transmission in Neutral, T.V. control pressure should be less than 5 psi. (.3
kg/cm2 ), preferably near zero. If T.V. control pressure is not as specified, readjust. Remove pressure
gauge. Install and tighten plug to specification. See TORQUE SPECIFICATIONS table at end of article.
Fig. 9: T.V. Pressure Tap ID

Fig. 10: Checking & Adjusting T.V. Control Pressure
GEARSHIFT LINKAGE (AUTOMATIC TRANSMISSIONS)
Bronco, Pickup & Van
1. Apply parking brake. On models with C-6 transmissions, place gearshift in "D" position. On models with
AOD or E4OD transmissions, place gearshift in the circle "D" (overdrive) position.
2. On all models, hold gearshift lever against stop by hanging a 3-lb. (1.4 kg) weight on gearshift lever.
Loosen shift rod-to-bellcrank assembly retaining nut. See Fig. 11.
3. Move manual lever on transmission to fully rearward position. Move manual lever forward to "D"
position on C-6 models or circle "D" (overdrive) position on AOD and E4OD models.
4. With gearshift lever and manual lever on transmission in "D" or circle "D" (overdrive) position, tighten
retaining nut to specification. See TORQUE SPECIFICATIONS table at end of article. Remove weight
from gearshift lever. Check for normal operation in all selected positions.
Fig. 11: Exploded View Of Typical Shift Linkage
GEARSHIFT CABLE (AUTOMATIC TRANSMISSIONS)
1. With engine off and parking brake applied, place gearshift in OD position. Hang a 3-lb. (1.4 kg) weight
on gearshift lever.
2. Raise and support vehicle. Release lock tab on top of gearshift cable at transmission bracket by pushing
the 2 tangs downward. Disconnect gearshift cable from manual lever on transmission.
3. On Aerostar models, move manual lever all the way forward and then rearward 3 detent positions. On
Explorer and Ranger models, move manual lever all the way rearward and then forward 3 detent
positions.
4. On all models, reconnect gearshift cable at manual lever on transmission. Push lock tab downward.
Ensure lock tab fully engages and gearshift cable is locked in place.
5. Ensure gearshift cable is properly secured to floor panels. Lower vehicle. If shift indicator does not align
with OD position on instrument panel, rotate thumb screw near shift indicator until properly aligned.
Remove weight from gearshift.
NOTE: If necessary, remove steering column covers to access thumb screw for shift
indicator adjustment. Ensure transmission operates in all gear ranges with
correct transmission detent position.
1. Apply parking brake. On models with C-6 transmissions, place gearshift in "D" position. On models with
AOD or E4OD transmissions, place gearshift in the circle "D" (overdrive) position.
2. On all models, raise and support vehicle. Disconnect gearshift cable from manual lever on transmission.
Pull downward on lock tab on gearshift cable at transmission bracket.
3. Move manual lever on transmission to fully forward position. Move manual lever backward 4 detent
positions to "D" position on C-6 models or circle "D" (overdrive) position on AOD and E4OD models.
4. Reconnect gearshift cable to manual lever on transmission. Push lock tab upward. Lower vehicle.
5. If shift indicator does not align with "D" position on C-6 models or circle "D" (overdrive) position on
AOD and E4OD models, rotate thumb screw near shift indicator until properly aligned. Remove weight
from gearshift.
NOTE: If necessary, remove steering column covers to access thumb screw for shift
indicator adjustment. Ensure transmission operates in all gear ranges with
correct transmission detent position.
NEUTRAL SAFETY SWITCH
AOD & A4LD
Neutral safety switch is located on side of transmission case and is non-adjustable. Use Socket (T74P-77247-A)
when replacing neutral safety switch or neutral safety switch will be damaged.
MANUAL LEVER POSITION SENSOR (MLPS)
C-6
1. Ensure gearshift cable or linkage is properly adjusted. See GEARSHIFT CABLE or GEARSHIFT
LINKAGE under ADJUSTMENTS. Apply parking brake. Place gearshift in Neutral.
2. Loosen MLPS retaining screws. Install MLPS Aligner (T92P-70010-AH) in 3 slots on switch and
actuator plate of MLPS. See Fig. 12.
CAUTION: Ensure each leg of MLPS aligner engages with each slot of MLPS.
3. Tighten MLPS retaining screws to specification. See TORQUE SPECIFICATIONS table at end of
article. Remove MLPS aligner.
4. Proper adjustment can be confirmed by ensuring etched line in actuator and housing are aligned with
gearshift in Neutral. Ensure vehicle starts only in Park and Neutral and back-up lights operate in Reverse.
Fig. 12: Adjusting Manual Lever Position Sensor (C-6)

E4OD
Remove shift linkage from transmission. Loosen MLPS retaining screws. Using MLPS Aligner (T89T-70010-
J), align manual lever position sensor for Neutral gear. See Fig. 13. Tighten retaining bolts to specification. See
TORQUE SPECIFICATIONS table at end of article. Install shift linkage.
Fig. 13: Adjusting Manual Lever Position Sensor (E4OD)
FUEL INJECTION PUMP LEVER (FIPL) SENSOR (DIESEL)
NOTE: Checking and adjusting FIPL requires a STAR Tester (007-00004) and Adapter
Cable (007-00010).
Checking FIPL Sensor Operation
1. Perform Key On Engine Off (KOEO) Self-Test. See KOEO SELF-TEST in appropriate G - TEST
W/CODES article in the ENGINE PERFORMANCE Section. During KOEO self-test, hold throttle to
wide open position until fault codes have been displayed.
2. After last fault code has been displayed, press Overdrive Cancel Switch (OCS) to initiate FIPL sensor
adjustment mode. In the adjustment mode, this will allow Star Tester to be used as an audible guide in
checking and adjusting FIPL sensor.
NOTE: Star tester will remain in adjustment mode for 10 minutes. Steps 3) and 4)
must be done within this time frame. If time limit is exceeded, procedure
must be repeated starting at step 1).
3. Remove throttle cable from throttle lever on right side of fuel injection pump. Place a .515" (13.08 mm)
Gauge Block (T83T-7B200-AH) between gauge boss and maximum throttle travel screw. See Fig. 14.
Hold throttle lever open against gauge block.
4. A steady tone from Star Tester indicates proper FIPL sensor adjustment. If FIPL sensor setting is too low,
Star tester will emit a slow beeping sound (one beep per second). If FIPL sensor setting is too high, Star
tester will emit a fast beeping sound (4 beeps per second). Adjust FIPL sensor if necessary.
Fig. 14: Adjusting Fuel Injection Pump Lever (FIPL) Sensor ID
Adjusting FIPL Sensor
1. To adjust FIPL sensor, loosen FIPL sensor retaining screws. See Fig. 14. Rotate FIPL sensor until steady
tone is heard from Star tester. A steady tone indicates FIPL sensor is properly adjusted.
CAUTION: FIPL sensor bracket is permanently attached to fuel injection pump

with tamper-proof screws. DO NOT loosen FIPL sensor bracket
screws or move bracket to adjust FIPL sensor.
2. If FIPL sensor cannot be adjusted to obtain a steady tone, replace FIPL sensor and repeat adjustment
procedure.
3. Remove gauge block. Open throttle to wide open position 5 times. Reinstall gauge block and recheck
FIPL sensor adjustment. Readjust if necessary. Remove gauge block. Attach throttle cable. Start engine.
Check throttle and transmission shift operation.
CAUTION: DO NOT alter maximum throttle travel screw setting. This screw has been
preset and should not be adjusted.
Band Adjusting Screw Lock Nut 35-40 (47-54)
Oil Pan Bolt 10-11 (14-15)
Shift Rod-To-Bellcrank Assembly Nut 12-18 (16-24)
INCH Lbs. (N.m)
Manual Lever Position Sensor Screw 55-75 (6.2-8.5)
Neutral Safety Switch Bolt 96-132 (10.8-14.9)
Oil Filter/Screen Bolt
AOD 80-120 (9.0-13.6)
A4LD 71-97 (8.0-10.9)
C6 40-55 (4.5-6.2)
T.V. Pressure Tap Plug 72-144 (8.1-16.2)
CLUTCH
Clutch Hydraulic
DESCRIPTION
commercial chassis.
The hydraulic clutch control consists of the hydraulic master cylinder, slave cylinder, reservoir, and connecting
hydraulic lines. The clutch disc and pressure plate are single-disc type. The clutch release bearing or bearing
arm is activated by hydraulic pressure.
The pilot bearing is mounted inside the bellhousing and requires no lubrication unless the clutch assembly is
serviced. The clutch linkage or pedal position requires no adjustments.
TRANSMISSION APPLICATION
Vehicle Model Transmission Model
Aerostar & Explorer Mazda M50D 5-Speed O/D
Bronco Borg-Warner T-18 4-Speed
Ford S5-42 ZF 5-Speed
Mazda M50D 5-Speed O/D
Pickup Borg-Warner T-18 4-Speed
Ford S5-42 ZF 5-Speed
Mazda M50D 5-Speed O/D
Ranger
2WD Mazda M50D 5-Speed O/D
4WD Mitsubishi FM146 5-Speed
O/D
Van
E350 Ford S5-42 ZF 5-Speed
TRANSFER CASE APPLICATION

Vehicle Model Transfer Case Model
Aerostar Spicer TC-28
Bronco Borg-Warner 1356
Explorer & Ranger Borg-Warner 1354
Pickup Borg-Warner 1356
Borg-Warner 1345
ADJUSTMENTS
CLUTCH MASTER CYLINDER PUSH ROD LENGTH ADJUSTMENT
Bronco & Pickup
1. Ensure attaching nut on left side of clutch pedal is tight. Remove clutch master cylinder push rod from
cross shaft lever pin. If push rod is in alignment with cross shaft lever pin, adjustment is okay.
2. If push rod is not in alignment with cross shaft lever pin, reinstall push rod to cross shaft lever pin. Pump
clutch pedal several times to reset position of shaft to pedal slot.
3. Remove clutch master cylinder push rod from lever pin and evaluate alignment. If push rod is aligned
with pin, adjustment is okay. If 2 components are still not in alignment, replace cross shaft lever. See Fig.
1.
Fig. 1: Exploded View Of Clutch Pedal Assembly (Bronco & Pickup)

CLUTCH RELEASE BEARING TRAVEL MEASUREMENT
Externally Mounted Slave Cylinder
1. Remove slave cylinder dust shield. With clutch pedal fully depressed, measure external slave cylinder
push rod travel.
2. Push rod should travel a minimum of 0.43" (10.9 mm). DO NOT replace clutch hydraulic system if
measurement exceeds specification. If slave cylinder travel is less than specification, check hydraulic
reservoir fluid level.
Internally Mounted Slave Cylinder
1. Remove rubber plug from inspection port in transmission bellhousing. Position Bearing Travel
Measurement Tool (D87T-4201A) through opening and against slave cylinder. See Fig. 2 .
Fig. 2: Measuring Clutch Release Bearing Travel

2. Using rear edge of Black plastic bearing retainer as an indicator, take a reading with clutch pedal fully up.
With clutch pedal fully depressed, take another measurement.
3. Difference between 2 readings is total bearing travel. If bearing travel is greater than .295" (7.49 mm),
replace pressure plate and or clutch disc.
4. If bearing travel is .295" (7.49 mm) or less, inspect hydraulic system for leaks. Repair leak. If no leak is
found, bleed system. See HYDRAULIC SYSTEM BLEEDING under IN-VEHICLE SERVICE.
Recheck bearing travel after repairs have been completed.
IN-VEHICLE SERVICE
CLUTCH/STARTER INTERLOCK SWITCH
1. Disconnect wiring connector at switch by flexing retaining tab. Test electrical continuity of switch using
an ohmmeter. Switch should be open (infinity) when pedal is up and clutch is engaged. Switch should be
closed (zero ohms) when clutch pedal is pressed to floor. On all models except Van, if switch does not
function as specified, replace switch.
2. On Van, if switch does not operate properly, check position of self-adjusting clip. Adjust switch by
removing both halves of clip and positioning clip closer to switch body. Reset switch by depressing
clutch pedal to floor. If switch still does not operate properly, replace switch. See Fig. 3 or Fig. 4 .
Fig. 3: Clutch/Starter Interlock Switch & Components ID (Van)

Fig. 4: Clutch/Starter Interlock Switch & Components ID (Except Van)
HYDRAULIC SYSTEM BLEEDING
Externally Mounted Slave Cylinder
1. Remove slave cylinder from transmission bellhousing. Using a 3/32" diameter punch, remove pin that
holds hydraulic line in slave cylinder. Remove hydraulic line from slave cylinder.
2. Place hydraulic line into container for waste fluid. Hold slave cylinder so hydraulic line port is at highest
point. Fill slave cylinder through hydraulic line port with DOT 3 brake fluid. Gently push on slave
cylinder push rod to expel all air.
3. When all air has been expelled, install slave cylinder. Remove clutch master cylinder reservoir cap. While
maintaining fluid level in reservoir, observe hydraulic line until all air has been expelled and a steady
stream of fluid is flowing.
4. Install reservoir cap. Install hydraulic line and retaining pin. Top off brake fluid. With transmission in
Neutral and parking brake set, start vehicle. Shift vehicle into Reverse. If gears grind, check for air in
system. Repeat bleeding procedure if necessary. If no air is found and gears grind, clutch components
may be defective or worn out.
Internally Mounted Slave Cylinder
1. Clean area around reservoir cap. Fill reservoir with DOT 3 brake fluid. Place hose on bleeder screw to
prevent brake fluid from entering bellhousing. Loosen bleeder screw and maintain fluid level in reservoir.
2. Fluid and bubbles will flow from hose attached to slave cylinder bleeder screw. Close bleeder screw
when fluid stream is free of air bubbles. Ensure fluid level is correct and install reservoir cap.
3. Place light pressure on clutch pedal and open bleeder screw. Maintain pressure until pedal contacts floor.
Close bleeder screw while pedal is fully depressed. DO NOT allow pedal to return before bleeder screw is
fully closed. Recheck fluid level.
4. Test system operation by starting vehicle, depressing clutch and placing gearshift in Reverse. No grinding
should be heard or felt with clutch pedal within 1/2" (13 mm) of floor. If noise is heard, check for air in
system. Repeat bleeding procedure if necessary.

HYDRAULIC CLUTCH LINE
Removal
Depress the white retainer bushing with T88T-70522-A, or eqivalent, while pulling on the line.
Installation
Push the male connector onto the female connector of the clutch slave cylinder.
NOTE: No loss of fluid should occur during removal and installation, and bleeding
should not be normally be required unless the vehicle shows signs of hard
shifting and lack of clutch reserve.

TRANSFER CASE
Removal (Spicer TC-28 Aerostar)

1. Raise vehicle. Remove drain plug and drain fluid from transfer case. Install plug. Disconnect electrical
connector from rear of transfer case.
2. Disconnect front and rear drive shafts from transfer case output shaft yokes. Disconnect speedometer
drive gear from transfer case rear cover. Remove cylinder block-to-transfer case strut.
3. Support transfer case with jack and remove bolts attaching transfer case to transmission extension
housing. Slide transfer case off transmission output shaft. Lower transfer case from vehicle. Remove
gasket between transfer case and transmission extension housing.
Installation
1. Install new transfer case-to-extension housing gasket. To complete installation, reverse removal
procedure. Tighten transfer case-to-extension housing bolts in sequence. See Fig. 5 .
2. Tighten bolts to specification. See TORQUE SPECIFICATIONS table. Fill transfer case with 2.3 qts.
(2.2L) of Mercon ATF (XT-2-QDX or E4AZ-19582-B).
Fig. 5: Transfer Case-To-Extension Housing Tightening Sequence (Spicer TC-28 & Borg-Warner 1354)
Removal (Borg-Warner 1356 Bronco & Pickup)
1. Raise vehicle. Remove skid plate (if equipped). Remove drain plug and drain fluid from transfer case.
Install plug. Disconnect 4WD indicator switch at transfer case.
drive gear from transfer case rear cover. Disconnect vent hose from mounting bracket. Disconnect shift
rod between transfer case shift lever and control lever assembly.
3. Support transfer case with jack and remove bolts attaching transfer case to transmission extension
housing. Slide transfer case off transmission output shaft. Lower transfer case from vehicle. Remove
gasket between transfer case and transmission extension housing.
Installation
2. Tighten bolts to specification. See TORQUE SPECIFICATIONS table. Fill transfer case with 2.0 qts.
Fig. 6: Transfer Case-To-Extension Housing Tightening Sequence (Borg-Warner 1356)

Removal (Borg-Warner 1354 Explorer & Ranger)
1. Raise vehicle. Remove skid plate (if equipped). Remove damper from transfer case (if equipped).
Remove drain plug and drain fluid from transfer case. Install plug. Disconnect 4WD indicator switch at
transfer case.
drive gear from transfer case rear cover. Disconnect vent hose from control lever. Remove shift lever
retaining nut and lever.
3. Loosen or remove both large and small bolt retaining shifter to extension housing. Remove lever
assembly and bushing. Support transfer case with jack and remove bolts attaching transfer case to
transmission extension housing.
4. Slide transfer case rearward off transmission output shaft. Lower transfer case from vehicle. Remove
gasket from transfer case and transmission extension housing.
Installation
NOTE: When installing shift lever assembly, ensure large bolt is tightened first,
then small bolt.
2. Tighten bolts to specifications. See TORQUE SPECIFICATIONS table. Fill transfer case with 1.3 qts.
Removal (Borg-Warner 1345 F150/250 4WD)
1. Raise vehicle. Remove drain plug and drain fluid from transfer case. Replace plug. Disconnect 4WD
indicator switch connector at transfer case. Remove skid plate (if equipped).
2. Disconnect front and rear drive shafts from transfer case output shaft yokes. Wire drive shaft aside.
Disconnect speedometer drive gear from transfer case rear cover.
3. Remove retaining clips and shift rod from transfer case control and transfer case shift levers. Disconnect
vent hose from transfer case. Remove heat shield. Support transfer case with transmission jack.
4. Remove transfer case-to-extension housing bolts. Slide transfer case off transmission output shaft. Lower
transfer case from vehicle. Remove transfer case-to-extension housing gasket.
Installation
Install new transfer case-to-extension housing gasket. To complete installation, reverse removal procedure.
Tighten transfer case-to-extension housing bolts in sequence. See Fig. 7 . Tighten bolts to specifications. See
TORQUE SPECIFICATIONS table. Fill transfer case with 3.3 qts. (3.0L) of Mercon ATF (XT-2-QDX or
E4AZ-19582-B).
Fig. 7: Transfer Case-To-Extension Housing Tightening Sequence (Borg-Warner 1345)
TRANSMISSION
Removal (Mazda M50D 5-Speed Overdrive
Aerostar, Explorer & Ranger)
1. Disconnect negative battery cable from battery. Shift transmission into Neutral. Remove boot assembly-
to-floor bolts. Remove boot from shift lever assembly.
2. Remove shift lever retaining bolt. Remove shift lever, ball and boot assembly. Raise vehicle on hoist.
Scribe a mark on drive shaft and rear axle flange for installation reference.
3. Disconnect drive shaft at rear drive axle flange. Remove drive shaft. Cap transmission extension housing
to prevent lubricant spillage. Disconnect starter cable and wires. Remove starter.
4. Disconnect clutch slave cylinder hydraulic line by pressing White retainer bushing with Disconnect Tool
(T88T-70522-A) while pulling on line. See Fig. 8 . Cap end of line to prevent fluid leakage.
5. Disconnect back-up lamp switch from sender on transmission. Remove speedometer cable from extension
housing or transfer case (if equipped). Position jack under engine, protecting oil pan with wood block.
6. On 4WD models, remove transfer case. See TRANSFER CASE under REMOVAL & INSTALLATION.
Remove transmission mount/damper-to-crossmember nuts/bolts.
7. Position transmission jack under transmission. Place jack safety chain around transmission. Slightly raise
transmission. Remove nuts and bolts retaining crossmember to frame. Remove crossmember.
8. Remove bellhousing-to-engine bolts. Slide transmission rearward to separate bellhousing from dowel pins
on rear of engine block. Lower transmission from vehicle.
Installation
1. Ensure mating surfaces and locating dowels are clean and free of burrs. Ensure transmission input shaft
splines are clean. Place transmission on transmission jack and position under vehicle.
2. Raise transmission into position and start input shaft into clutch disc. Align splines on input shaft with
splines on clutch disc. Move transmission forward until bellhousing seats on locating dowels.
3. Install bellhousing-to-engine block bolts. Tighten bolts to specification. See TORQUE
SPECIFICATIONS table. To complete installation, reverse removal procedure.
4. Bleed hydraulic clutch system. See HYDRAULIC SYSTEM BLEEDING under IN-VEHICLE
SERVICE. For recommended fluid and capacity, See TRANSMISSION R & I article in the
Fig. 8: Removing Clutch Hydraulic Line (Except 7.3L Diesel)

Removal (Mazda M50D 5-Speed Overdrive Pickup 2WD)
1. Shift transmission into Neutral. Remove carpet or floor mat for access. Remove shifter boot retainer
screws. Slide boot up shift lever shaft. Remove shift lever retainer bolt and shift lever.
2. Raise vehicle on hoist. Disconnect speedometer cable. Disconnect back-up light switch, located on top
left of transmission. Remove drain plug and drain gear oil. Install drain plug. Position transmission jack
under transmission.
3. Disconnect drive shaft from extension housing and wire to one side. On models with 7.3L engine,
disconnect clutch slave cylinder hydraulic line. On all others, remove clutch slave cylinder hydraulic line
by pressing White retainer bushing with Disconnect Tool (T88T-70522-A) while pulling on line. See Fig.
8.
4. Remove transmission rear mount and lower retainer. Remove skid plate (if equipped). Remove catalytic
converter heat shield. Remove 2 upper gusset-to-frame nuts from both sides. Remove transmission-to-
transmission support plate bolts on crossmember. Raise transmission with transmission jack.
5. Remove nut and bolt connecting support plate to crossmember. Remove support plate. Remove right
gusset. Remove nuts and bolts holding crossmember to frame. Remove crossmember.
6. Remove transmission-to-engine block bolts. Move transmission rearward until input shaft clears
flywheel. Lower transmission from vehicle.
Installation
1. Ensure transmission input shaft splines are clean and free of rust. Place transmission on transmission jack.
Install guide studs in engine block. Raise transmission until input shaft splines are aligned with clutch
disc splines.
2. Slide transmission forward into position on guide studs. Remove guide studs and install bell housing-to-
engine bolts. Tighten to specification. See TORQUE SPECIFICATIONS table.
3. To complete installation, reverse removal procedure. Bleed hydraulic clutch system. See HYDRAULIC
SYSTEM BLEEDING under IN-VEHICLE SERVICE. For recommended fluid and capacity, See
TRANSMISSION R & I article in the TRANSMISSION SERVICING Section.
Removal (Mazda M50D 5-Speed Overdrive (Bronco & Pickup 4WD)
1. Shift transmission into Neutral. Remove carpet or floor mat for access. Remove shifter boot retainer
screws. Slide boot up shift lever shaft. Remove shift lever retainer bolt and shift lever.
2. Raise vehicle on hoist. Remove drain plugs and drain gear oil from transmission and transfer case. Install
drain plugs. Disconnect front and rear drive shafts from transfer case.
3. Remove clutch slave cylinder hydraulic line by pressing White retainer bushing with Disconnect Tool
(T88T-70522-A) while pulling on line. See Fig. 8 . Disconnect back-up light switch. Disconnect
speedometer cable from transfer case.
4. Remove skid plate (if equipped). Position transmission jack under transfer case. Remove transfer case-to-
transmission bolts. Lower transfer case. Ensure transfer case shift lever clears opening in floor pan.
Remove transmission rear mount and lower retainer.
5. Remove catalytic converter heat shield. Remove 2 upper gusset-to-frame nuts from both sides. Remove
transmission-to-transmission support plate bolts on crossmember. Raise transmission with transmission
jack. Remove nut and bolt connecting support plate to crossmember.
6. Remove support plate. Remove right gusset. Remove crossmember-to-frame nuts and bolts. Remove
crossmember. Remove bellhousing-to-engine block bolts. Move transmission rearward until input shaft
clears flywheel. Lower transmission from vehicle.
Installation
disc splines.
Removal (Borg-Warner T-18 4-Speed F150/250 2WD)
1. Remove floor mat and body floor pan cover. Remove gearshift lever shift ball and boot. Remove insulator
pad. Raise vehicle on hoist.
2. Remove drain plug and drain transmission. Install drain plug. Remove clutch slave cylinder hydraulic line
by pressing White retainer bushing with Disconnect Tool (T88T-70522-A) while pulling on line. See Fig.
8.
3. Position transmission jack under transmission. Disconnect speedometer cable. Disconnect back-up light
switch connector from rear of gearshift housing cover. Disconnect drive shaft or coupling shaft.
4. Disconnect clutch linkage from transmission and wire it aside. Remove skid plate (if equipped). Remove
nuts connecting upper gusset to frame on both sides of frame. Remove nut/bolt connecting gusset to
crossmember.
5. Remove left side gusset. Remove transmission mount-to-transmission bolts. Raise transmission with
transmission jack. Remove nuts attaching transmission mount-to-crossmember. Remove right side gusset.
Remove nuts/bolts connecting crossmember-to-frame.
6. Remove crossmember. Remove transmission-to-bellhousing bolts. Move transmission to rear until input
shaft clears bellhousing. Lower and remove transmission.
Installation
disc splines.
Removal (Borg-Warner T-18 4-Speed Bronco & F150/250 4WD)

1. Remove floor mat and body floor pan cover. Place shift lever in REVERSE position. Remove gearshift
cover. Remove insulator and dust cover. Remove transfer case shift lever, shift ball and boot as an
assembly.
2. Remove transmission shift lever, shift ball and boot as an assembly. Raise vehicle on hoist. Remove drain
plug and drain transmission and transfer case. Install drain plug.
3. Disconnect rear and front drive shafts and wire them aside. Remove shift linkage from transmission.
Remove speedometer cable. Position transmission jack under transfer case.
4. Remove transfer case-to-transmission bolts. Remove clutch slave cylinder hydraulic line by pressing
White retainer bushing with Disconnect Tool (T88T-70522-A) while pulling on line. See Fig. 8 .
5. Remove transfer case. Remove rear support bracket-to-transmission bolts. Position transmission jack
under transmission. Remove rear support bracket brace. Remove transmission-to-bellhousing bolts.
Remove transmission.
Installation
disc splines.
2. Slide transmission forward onto guide studs. Remove guide studs and install bellhousing-to-engine bolts.
Tighten to specification. See TORQUE SPECIFICATIONS table.
TRANSMISSION article in the TRANSMISSION SERVICING Section.
Removal (Ford S5-42 ZF 5-Speed E350 & Pickup 2WD)
1. Shift transmission into Neutral. Remove carpet or floor mat. Remove ball from upper shift lever. Remove
4 screws and remove boot and bezel assembly from transmission opening cover. Remove upper shift
lever attaching bolts. Remove upper shift lever from lower shift lever.
2. Raise vehicle on hoist. Disconnect speedometer cable. Disconnect back-up light switch, located at top left
side of transmission. Remove drain plug and drain oil from transmission. Install drain plug. Position
transmission jack under transmission.
3. Disconnect drive shaft and clutch linkage from transmission and wire it to one side. On F350 Series Super
Duty vehicles, remove transmission parking brake from transmission. On all models, remove
transmission rear mount and lower retainer.
4. On models with 7.3L engine, disconnect clutch slave cylinder hydraulic line. On all other models, remove
clutch slave cylinder hydraulic line by pressing White retainer bushing with Disconnect Tool (T88T-
70522-A) while pulling on line. See Fig. 8 .
5. Remove skid plate (if equipped). Remove 2 upper gusset-to-frame nuts from both sides. Remove
transmission-to-transmission support plate bolts on crossmember. Raise transmission with transmission
jack. Remove nut and bolt connecting support plate to crossmember.
6. Remove support plate. Remove right gusset. Remove crossmem-ber-to-frame nuts and bolts. Remove
crossmember. Remove bell-housing-to-engine bolts. Move transmission to rear until input shaft clears
engine flywheel. Lower transmission from vehicle.
Installation
disc splines.
2. Slide transmission forward onto guide studs. Remove guide studs and install bellhousing-to-engine bolts.
Tighten to specification. See TORQUE SPECIFICATIONS table.
Removal (Ford S5-42 ZF 5-Speed Bronco & Pickup 4WD)
1. Shift transmission into Neutral. Remove carpet or floor mat. Remove 4 screws and remove boot and bezel
assembly from transmission opening cover. Remove 2 bolts and upper shift lever from lower shift lever.
2. Raise vehicle on hoist. Remove drain plugs and drain transmission and transfer case. Install drain plug.
Disconnect rear drive shaft from transfer case and wire it aside. Disconnect front drive shaft from transfer
case and wire aside.
3. Disconnect back-up light switch. Remove speedometer cable from transfer case. Remove skid plate (if
equipped). Position transmission jack under transfer case.
4. On models with 7.3L engine, disconnect clutch slave cylinder hydraulic line. On all others models,
remove clutch slave cylinder hydraulic line by pressing White retainer bushing with Disconnect Tool
(T88T-70522-A) while pulling on line. See Fig. 8 .
5. Remove transfer case-to-transmission bolts. Remove carrier case-to-transmission bolts. Carefully lower
transfer case from vehicle, ensuring shift lever clears opening in floor pan. Remove transmission rear
mount and lower retainer.
6. Remove 2 upper gusset-to-frame nuts from both sides. Remove transmission-to-transmission support
plate bolts on crossmember. Raise transmission with transmission jack. Remove nut and bolt connecting
support plate to crossmember.
7. Remove support plate. Remove right gusset. Remove crossmem-ber-to-frame nuts and bolts. Remove
crossmember. Remove bell-housing-to-engine bolts. Move transmission to rear until input shaft clears
engine flywheel housing. Lower transmission from vehicle.
Installation
disc splines.
2. Slide transmission forward into position on guide studs. Remove guide studs. Install bell housing-to-
engine bolts and tighten to specification. See TORQUE SPECIFICATIONS table.
3. Bleed hydraulic clutch system. See HYDRAULIC SYSTEM BLEEDING under IN-VEHICLE
SERVICE. To complete installation, reverse removal procedure. For recommended fluid and capacity,
See TRANSMISSION R & I article in the TRANSMISSION SERVICING Section.
Removal (Mitsubishi FM146 5-Speed Overdrive Ranger 4WD)

1. Disconnect negative battery cable. Place gearshift selector in Neutral. Remove shift boot retainer bolts.
Remove bolts attaching retainer cover to gearshift lever retainer.
2. Pull gearshift lever assembly out of control housing. Cover opening in control housing to prevent dirt
from falling into transmission. Raise vehicle. Index rear drive shaft axle flange and front transfer case
flange.
3. Disconnect drive shaft at both rear axle flange and transfer case. Remove front drive shaft. Install plug in
transfer case adapter to prevent lubricant leakage.
4. Pull rear drive shaft rearward and disconnect drive shaft from transmission. Remove bellhousing dust
shield. Disconnect clutch slave cylinder hydraulic line by pressing White retainer bushing with
Disconnect Tool (T88T-70522-A) while pulling on line. See Fig. 8 . Plug line to prevent leakage.
5. Disconnect speedometer cable. Disconnect starter motor cable, back-up light switch wire and neutral
position switch wire. Place jack under engine block, protecting oil pan with wood block. Remove transfer
case. See TRANSFER CASE under REMOVAL & INSTALLATION.
6. Remove starter. Place a transmission jack under transmission. Remove bolts attaching bellhousing-to-
engine. Remove nuts/bolts attaching transmission mount and damper to crossmember.
7. Remove nuts attaching crossmember to frame side rails and remove crossmember. Lower engine jack.
Work bellhousing off locating dowels and slide transmission rearward until input shaft clears clutch disc.
Remove transmission from vehicle.
Installation
1. Ensure mating surfaces and locating dowels are free of burrs. Ensure transmission input shaft splines are
clean. Place transmission on transmission jack and position under vehicle. Raise transmission into
position and start input shaft into clutch disc.
2. Align splines on input shaft with splines on clutch disc. Move transmission forward until bellhousing
seats on locating dowels. Install bolts retaining bellhousing-to-engine block.
3. Tighten bolts to specification. See TORQUE SPECIFICATIONS table. To complete installation, reverse
removal procedure. Bleed hydraulic clutch system. See HYDRAULIC SYSTEM BLEEDING under IN-
VEHICLE SERVICE. For recommended fluid and capacity, See TRANSMISSION R & I article in the
CLUTCH DISC & PRESSURE PLATE
Removal
1. Disconnect negative battery cable. Disconnect clutch master cylinder push rod. Raise vehicle and remove
starter. Disconnect clutch slave cylinder hydraulic line by pressing White retainer bushing with
Disconnect Tool (T88T-70522-A) while pulling on line. See Fig. 8 .
2. Remove transmission. See TRANSMISSION under REMOVAL & INSTALLATION. Place reference
mark on pressure plate and flywheel for reassembly reference. Loosen pressure plate-to-flywheel bolts
evenly until springs are expanded. Remove pressure plate and clutch disc.
Installation
1. Clean pressure plate and flywheel surface with alcohol-based solvent. Place clutch disc on flywheel.
Align disc center with pilot bearing using old input shaft or clutch pilot shaft.
2. Place pressure plate on flywheel and align reference mark. Tighten bolts evenly in a crisscross sequence.
Remove clutch pilot shaft. To complete installation, reverse removal procedure.
CLUTCH RELEASE BEARING
Removal (Internally Mounted Slave Cylinder)
With transmission removed, twist release bearing and carrier assembly until resistance is felt. Turning assembly
further will allow preload spring to push bearing assembly from slave cylinder. See Fig. 9 .
Installation
Prior to installation, lubricate bearing bore and bearing carrier with multipurpose grease. Install release bearing
assembly to clutch slave cylinder by pushing into place.
Fig. 9: Servicing Clutch Release Bearing
CLUTCH PILOT BEARING
Removal
Remove transmission. See TRANSMISSION under REMOVAL & INSTALLATION. Remove pressure plate
and clutch disc. See CLUTCH DISC & PRESSURE PLATE under REMOVAL & INSTALLATION. Use
Impact Slide Hammer Puller (T58L-101-B) to remove pilot bearing.
Installation
Lightly coat crankshaft bore with lithium-based grease. Using Bearing Driver (T71P-7137-H) and Adapter
(T74P-7137-A), install pilot bearing with seal toward transmission. Install clutch disc, pressure plate and
transmission.
NOTE: Use Adapter (T74P-7137-C) on 3.0L engine.
CLUTCH HYDRAULIC SYSTEM
CAUTION: On all models, disconnect master cylinder push rod if slave cylinder is to
be disconnected from release lever or bearing. Permanent damage to
master cylinder will occur if master cylinder is activated with slave
cylinder disconnected.
Removal
1. Note position of clutch pedal push rod. Disconnect master cylinder push rod from clutch pedal by prying
retainer bushing and push rod off shaft. Disconnect clutch/starter interlock switch connector.
2. Remove 2 nuts and support bracket retaining clutch reservoir and master cylinder assembly to firewall.
On models with 7.3L engine, disconnect clutch slave cylinder hydraulic line. On all other models,
disconnect clutch slave cylinder hydraulic line by pressing White retainer bushing with Disconnect Tool
(T88T-70522-A) while pulling on line. See Fig. 8 . Plug line to prevent leakage.
3. On Bronco and Pickup, when master cylinder studs are free of dash panel, rotate cylinder 105 degrees
counterclockwise to permit interlock switch to clear dash panel.
4. On all models, remove master cylinder, reservoir and hydraulic line. See Fig. 10 . Plug lines. If removing
slave cylinder on vehicles with externally mounted slave cylinder, remove slave cylinder from
bellhousing.
5. On vehicles with internally mounted slave cylinder, remove transmission and bellhousing. See
TRANSMISSION under REMOVAL & INSTALLATION. Note position of slave cylinder and remove
from bellhousing.
Fig. 10: Schematic Of Internal Slave Cylinder Hydraulic Clutch System (Typical)
Installation
1. Install slave cylinder (if removed). On models with internally mounted slave cylinders, ensure slave
cylinder is properly engaged in notches of bellhousing. Install transmission and bellhousing. On all
models, insert master cylinder push rod through opening in firewall.
2. Ensure push rod is located on correct side of clutch pedal. Attach master cylinder to firewall. Insert
hydraulic line and fitting in clutch slave cylinder. Install fluid reservoir on access cover.
3. Install push rod on clutch pedal. Bleed hydraulic system. See HYDRAULIC SYSTEM BLEEDING
under IN-VEHICLE SERVICE. Depress clutch pedal at least 10 times to check for proper release and
smooth operation.
CLUTCH PEDAL
Removal (Aerostar, Explorer & Ranger)

1. Disconnect push rod from clutch pedal. Disconnect clutch/starter interlock switch from pedal. Remove
retainer clip from pedal shaft.
2. On Explorer and Ranger, remove left kick panel. Remove parking brake assembly and secure away from
work area. On all models, remove pedal and shaft assembly from bracket.
3. Remove bushings from bracket. Remove retainer clip from end of clutch pedal shaft. Remove clutch
pedal and shaft from mounting bracket.
NOTE: When clutch pedal shaft is removed from bracket, brake pedal, bushings and
spring washer will fall.
Installation
To install, reverse removal procedure. Inspect and lubricate bushings with a light film of SAE 30 engine oil.
Replace bushings if worn.
1. On Bronco and Pickup models, disconnect clutch pedal retracting spring from clutch pedal and bracket.
On Van, disconnect barbed retainer bushing on clutch/starter interlock switch rod from clutch pedal.
2. On all models, remove retainer clip from end of clutch pedal shaft. Remove clutch pedal and shaft from
mounting bracket.
Installation
To install, reverse removal procedure. Compress retracting spring in a vise and secure with wire until it is in
place. Inspect and lubricate bushings with a light film of SAE 30 engine oil or replace bushings.
Bellhousing-To-Engine Bolt 28-38 (38-52)
Drive Shaft U-Bolt 10-15 (14-21)
Starter Bolt 15-20 (21-27)
Transfer Case-To-Extension Housing
Aerostar (Spicer TC-28) (1) 23-35 (31-47)
Explorer & Ranger (Borg-Warner 1354) (1) 25-35 (34-47)
Transmission-To-Bellhousing Bolt 30-40 (41-54)
Crossmember-To-Right Frame Nut 110-140 (149-
190)
Crossmember-To-Left Frame Nut
Except Ranger 2.3L 4WD 110-140 (149-
190)
Ranger 2.3L 4WD 75-95 (102-129)
Pressure Plate Bolts (2) 15-24 (21-33)
Front Drive Shaft-To-Front Output Yoke Nut 10-15 (14-21)
Transfer Case-To-Extension Housing
Bronco & Pickup (Borg-Warner 1356) (3) 25-43 (34-58)
F150/250 4WD (Borg-Warner 1345) (4) 25-43 (34-58)
Pressure Plate-To-Flywheel Bolt (2)
4.9L, 5.0L & 5.8L
10" Clutch 15-20 (21-27)
11" Clutch 20-29 (27-39)
7.3L & 7.5L 15-20 (21-27)
All Other Models 20-29 (27-39)
(1) Tighten in sequence. See Fig. 5 .
(2) Tighten in a crisscross pattern.

A/C COMPRESSOR OIL CHECKING
GENERAL SERVICING Compressor Refrigerant Oil Checking

Continental Ford FX-15 10-Cyl.
Cougar & Thunderbird Ford FX-15 10-Cyl.
Crown Victoria, Grand Marquis &
Town Car Ford FX-15 10-Cyl.
Escort & Tracer Nippondenso 10P13 10-Cyl.
Mark VII Nippondenso 10PA17 10-Cyl.
Mustang
2.3L Nippondenso 10P15 10-Cyl.
5.0L Nippondenso 6P-148 6-Cyl.
Probe
2.2L Engine Nippondenso 10P15A 10-Cyl.
3.0L Engine Nippondenso 10P15 10-Cyl.
Sable & Taurus
3.0L (Exc. SHO) & 3.8L Engines Ford FX-15 10-Cyl.
3.0L SHO Engine Nippondenso 10P15F 10-Cyl.
Tempo & Topaz
2.3L Ford FX-15 10-Cyl.
3.0L Nippondenso 10P15C 10-Cyl.

Aerostar Ford FX-15 10-Cyl.
Bronco Ford FX-15 10-Cyl.
"E" Series Ford FS-6 6-Cyl.
Explorer Ford FX-15 10-Cyl.
"F" Series
7.3L Diesel Ford FS-6 6-Cyl.
Gas Engine Models Ford FX-15 10-Cyl.
Ranger
2.9L Engine Ford FS-6 6-Cyl.

Model Designation
Aerostar "A" Series
Bronco & Explorer "U" Series
Pickups (Full Size) "F" Series
Ranger "R" Series
Vans (Full Size) "E" Series
REFRIGERANT OIL
Only new, pure, moisture-free refrigerant oil should be used in A/C systems. This oil is highly refined with a
very low moisture content. Oil container must be tightly closed at all times when not in use, or moisture from
the air will be absorbed into the refrigerant oil.
On systems with HFC-134a refrigerant, use Polyalkylene Glycol (PAG) wax-free refrigerant oil.
SERVICING PRECAUTIONS
DISCHARGING SYSTEM
If compressor has stem-type service valves, it can be isolated and removed without discharging entire system.
Otherwise, discharge system completely using approved refrigerant recovery/recycling equipment before
loosening any fittings.
DISCONNECTING LINES & FITTINGS
After system is discharged, carefully clean area around all fittings to be opened. Always use 2 wrenches when
tightening or loosening fittings. Some refrigerant lines are connected with a coupling. Special tools may be
required to disconnect lines. Cap or plug all openings as soon as lines are removed. DO NOT remove caps until
connections of lines and fittings are completed.
NOTE: All HFC-134a based systems use 1/2-16 ACME threaded fittings.
CONNECTING LINES & FITTINGS
NOTE: Different fittings and connections are used on systems using HFC-134a
refrigerant. Ensure all replacement parts match the connections of the system
being worked on.
Always use a new gasket or "O" ring when connecting lines or fittings. Coat "O" ring with refrigerant oil and
ensure it is not twisted during installation. Always use 2 wrenches to prevent damage to lines and fittings.
PLACING SYSTEM IN OPERATION
After component service or replacement has been completed, evacuate system thoroughly with a vacuum pump.
Charge system with proper amount of refrigerant. See the A/C SYSTEM SPECS article in this section. Perform
leak test. After system has been leak tested, check system operation.
NOTE: A/C systems normally will not need additional refrigerant oil unless oil loss has
occurred due to ruptured lines, leaking compressor seals, compressor overhaul
or component replacement.
CHECKING COMPRESSOR OIL

FORD FS-6 6-CYLINDER & FX-15 10-CYLINDER
1. Slowly discharge system using approved refrigerant recovery/recycling equipment. Remove A/C
compressor. Drain compressor oil from suction, and discharge ports. Measure amount drained, and
discard oil.
2. If amount drained is 3-5 ounces, add drained amount of new refrigerant oil (use only Motorcraft
Refrigeration Oil YN-9) into compressor through suction port.
3. If amount drained is less than 3 ounces, add 3 ounces. If amount drained is more than 5 ounces, add 5
ounces. Use new "O" rings on refrigerant lines. Install A/C compressor. Evacuate and recharge system.
Perform leak test.
NIPPONDENSO 6P148 6-CYL & 10P13/15/15A/15C/15/A17A 10-CYL
Probe
On 3.0L models with 10P15 compressor, information is not available from manufacturer. On 2.2L models with
10P15A compressor, add specified amounts if components are changed. See 10P15 & 10P15A COMPONENT
REFRIGERANT OIL CAPACITIES (PROBE) table. No other information is available from manufacturer.
10P15 & 10P15A COMPONENT REFRIGERANT OIL CAPACITIES (PROBE)

Component Ounces
Compressor 3.3
Condenser 1.0
Evaporator 3.0
Accumulator (1)
(1) Drain oil from accumulator, and then add drained amount plus one ounce.
Except Probe
1. Start and operate engine at high idle with A/C on for 15 minutes. Stop engine. Slowly discharge system
using approved refrigerant recovery/recycling equipment. Remove A/C compressor. Drain compressor
oil. Measure amount drained, and discard oil.
2. If amount drained is 3-5 ounces, add drained amount into compressor through suction port using new
refrigerant oil. If amount drained is less than 3 ounces, add 3 ounces.
3. If amount drained is more than 5 ounces, add 5 ounces. Use new "O" rings on refrigerant lines. Install
A/C compressor. Evacuate and recharge system. Perform leak test.
REFRIGERANT OIL & R-12 CAPACITY - PASSENGER CARS

PASSENGER CAR REFRIGERANT OIL & R-12 CAPACITY
Continental 7.0 40
Cougar & Thunderbird 7.0 40
Crown Victoria, Grand Marquis & Town Car 7.0 40
Escort & Tracer 8.0 36
Mark VII 8.0 40
Mustang 8.0 40
Probe 8.0 40
Sable & Taurus
10P15F Compressor 8.0 40
Tempo & Topaz
10P15C Compressor 8.0 36
REFRIGERANT OIL & R-12 CAPACITY - LIGHT TRUCKS & VANS

LIGHT TRUCK & VAN REFRIGERANT OIL & R-12 CAPACITY
Aerostar (FX-15 Compressor)
W/Auxiliary Unit 10.0 (1) 56
W/O Auxiliary Unit 7.0 56

Bronco 7.0 44
Explorer 10.0 32
"E" Series
W/Rear Unit 10.0 72
W/O Rear Unit 7.0 55
"F" Series 7.0 44
Ranger
FS-6 Compressor 10.0 32
(1) Models with auxiliary unit may require additional refrigerant. See decal under hood for capacity.
A/C COMPRESSOR OVERHAUL
GENERAL SERVICING Compressor Servicing
FORD FS-6 & NIPPONDENSO 6P148 6-CYLINDER

CLUTCH ASSEMBLY
Removal
1. Remove compressor shaft nut using Spanner (T70P-4067-A) for FS-6 compressor or (T81P-19623-MH)
for 6P148 compressor. Thread Hub Remover (T80L-19703-B) into clutch plate. Tighten center bolt in
hub remover to remove clutch plate and shims.
2. Remove snap ring. Remove pulley assembly from compressor. If assembly cannot be easily removed,
place Shaft Protector (T80L-19703-G) over shaft. Using Puller (D81P-19703-B), remove pulley
assembly. Remove clutch coil retaining snap ring. Remove clutch coil.
3. If bearing replacement is required, place pulley on Support (T80L-19703-E). Using Bearing Remover
(T80L-19703-J), drive bearing from pulley.
Installation
1. Place pulley on support if replacing bearing. Drive replacement bearing into pulley using Bearing
Installer (T80L-19703-C). Stake pulley in 4 places to retain bearing.
2. Install clutch coil on compressor so locating pin on compressor engages hole in clutch coil. Install snap
ring. Using hammer and Pulley Installer (T80L-19703-J), tap pulley assembly onto compressor.
3. Install snap ring with beveled side away from compressor. Using Clutch Plate Installer (T80L-19703-F),
install clutch plate and shims. Install and tighten compressor shaft nut to 10-14 ft. lbs. (14-20 N.m).
CAUTION: DO NOT drive clutch plate onto compressor. Use clutch plate
installer to prevent damaging compressor. DO NOT tighten
compressor shaft nut with air tools.
4. Using feeler gauge, measure air gap between clutch plate and pulley surface in 3 locations around pulley.
Rotate pulley 180 degrees, and recheck clearance. Proper clearance is .021-.036" (.05-.91 mm). Adjust
shim thickness to obtain correct clearance.
Fig. 1: Exploded View of Ford FS-6 & Nippondenso 6P148 6-Cyl. Compressors)
SHAFT SEAL
Removal
1. Discharge A/C system using approved refrigerant recovery/recycling equipment. Remove compressor.
Drain oil from compressor, and measure drained amount.
2. Remove clutch assembly. Ensure compressor outer surface is clean. Mount compressor on Clamp and
Holding Fixture (T81P-19623-D) for Ford FS-6 or (T81P-19623-PH) for Nippondenso 6P148. Place
fixture in vise.
3. Using Key Remover (T81P-19623-NH), remove key from compressor shaft. Remove front head retaining
bolts. Remove front head. See Fig. 1.
4. Remove dowel pins from front head. Lift inlet reed valve assembly from front head. Using Valve Plate
Remover (T81P-19623-B) for Ford FS-6 or (T81P-19623-PH) for Nippondenso 6P148, remove front
valve plate assembly from front head. Remove shaft seal assembly and felt seal from front head.
5. Using hammer and Shaft Seal Seat Remover (T81P-19623-OH), drive shaft seal seat from front head.
Clean components with solvent.
CAUTION: DO NOT dry front valve plate assembly or inlet reed valve with
compressed air.
Installation
1. Place dowel pins in compressor. Lubricate inlet reed valve with refrigerant oil. Install inlet reed valve on
compressor. Install front valve plate assembly on compressor.
CAUTION: DO NOT touch sealing surfaces of shaft seal or shaft seat assembly.
2. Lubricate shaft seal seat with refrigerant oil. Position Seat Installer (T81P-19623-C) on new seat so
installer is placed on raised side of seat. Install shaft seal seat.
3. Install shaft seal assembly in front head so sealing surface is toward end of compressor shaft. Ensure flat
areas on shaft seal assembly engage with flat areas on compressor shaft.
4. Lubricate front head "O" ring with refrigerant oil. Install front head and "O" ring. Tighten retaining bolts
in a crisscross pattern to 19 ft. lbs. (26 N.m). DO NOT use air tools to tighten retaining bolts.
5. Install clutch assembly. Using new refrigerant oil, add to the compressor the same amount of oil drained
from it. Install compressor. Evacuate and recharge system. Perform leak test.
FORD FX-15 10-CYLINDER

CLUTCH ASSEMBLY
Removal
Using Spanner (T70P-4067-A), remove clutch plate retaining bolt and discard. Using an 8-mm bolt
threaded into clutch plate, remove clutch plate and shims.
2. Remove snap ring, and remove pulley assembly. See Fig. 2. Disconnect electrical wiring from clutch coil.
Install Shaft Protector (T89P-19623-FH) on nose opening of compressor.
3. Install 2-jaw puller on compressor. Tighten puller to remove clutch coil from compressor. DO NOT use
air tools when removing clutch coil.
Installation
1. Ensure clutch coil mounting surface is clean. Install clutch coil. Ensure electrical connection is correctly
positioned. Install Coil Installer (T89P-19623-EH) over compressor nose and inner diameter of clutch
coil.
2. Install 2-jaw puller on compressor and coil installer. Engage jaws on puller with compressor front
mounts.
3. Tighten pressure screw, and install clutch coil. DO NOT use air tools when installing clutch coil.
4. Install pulley and snap ring. Install snap ring with beveled side away from compressor. Install shims and
clutch plate. Install NEW clutch plate retaining bolt and tighten it to 96-120 INCH lbs. (11-14 N.m).
5. Using a feeler gauge, check clearance between clutch plate and pulley assembly mating surfaces in 3
places. Clearance should be .018-.033" (.46-.84 mm). If clearance is not as specified, add or remove
shims to obtain proper clearance.
NOTE: When new clutch assembly is installed, cycle clutch assembly 10 times
with engine at idle to burnish clutch and prevent slippage.
Fig. 2: Exploded View of Ford FX-15 Compressor Clutch Assembly

SHAFT SEAL
Removal
Using Spanner (T70P-4067-A), remove clutch plate retaining bolt and discard. Using an 8-mm bolt
threaded into clutch plate, remove clutch plate and shims.
2. Remove shaft felt seal. Thoroughly clean seal area of compressor. Using Snap Ring Remover (T89-
19623-OH), rotate eye of snap ring. Pull up snap ring while holding snap ring at a tilt angle.
3. Position Shaft Seal Remover (T89P-19623-BH) over compressor shaft. Push shaft seal remover
downward against seal. Ensure end of shaft seal remover engages inside of seal.
4. Rotate shaft seal remover handle clockwise to expand remover tip inside seal. Pull shaft seal from
compressor.
Installation
1. Shaft Seal Protector (T89P-19623-CH) is included with replacement seal kit. Lubricate shaft seal
protector and shaft seal with refrigerant oil.
2. Install shaft seal on Shaft Seal Protector (T89P-19623-CH) so lip of seal is toward compressor (large end
of shaft seal protector). Install shaft seal protector on compressor shaft.
3. Using Shaft Seal Installer (T89P-19623-AH), push down shaft seal until it is seated. Remove shaft seal
installer and protector. Install NEW shaft seal retaining snap ring.
4. Install NEW shaft seal felt. Install clutch plate. Install new clutch plate retaining bolt and tighten it to 96-
120 INCH lbs. (11-14 N.m).
5. Using feeler gauge, check clearance between clutch plate and pulley assembly mating surfaces in 3
places. Clearance should be .018-.033" (.46-.84 mm). If clearance is not as specified, add or remove
shims to obtain proper clearance.
NIPPONDENSO 6C-17 6-CYLINDER

CLUTCH ASSEMBLY
Removal
1. Disconnect negative battery cable. Loosen and remove belt. Disconnect electrical connector. With
refrigerant lines attached, remove compressor mounting bolts, and position compressor for service.
2. Using Clutch Hub Holder (6355), remove crankshaft nut. Using Clutch Hub Puller (6354), remove clutch
hub and hub clearance shims.
3. Remove retaining snap ring and pulley assembly. Remove snap ring and clutch coil assembly.
Installation
1. Align hole in back of clutch coil with pin in compressor housing. Ensure clutch coil electrical wiring is
properly routed. To complete installation, reverse removal procedure.
2. Tighten crankshaft nut. Using a feeler gauge, check clutch plate-to-pulley clearance. Clearance should
be .020-.035" (.51-.89 mm). If clearance is incorrect, add or remove shims behind clutch hub as
necessary.
SHAFT SEAL
Removal
1. Discharge A/C system using approved refrigerant recovery/recycling equipment, and remove compressor.
Drain oil from compressor, and measure the amount of oil drained. Remove compressor clutch assembly.
2. Remove compressor crankshaft key. Remove felt packing from nose of front cover. Clean area around
seal.
3. Remove seal retaining snap ring. Using Seal Remover/Installer (6429), remove seal from compressor.
Installation
1. Lubricate shaft seal with refrigerant oil. Install Seal Protector (6231) over compressor shaft. Using flat
end of Seal Remover/Installer (6429), install shaft seal until seal seats in housing.
2. Install NEW seal retaining snap ring. Install clutch assembly. Using new refrigerant oil, add to the
compressor the same amount of oil drained from it. Install compressor. Evacuate and recharge system.
Perform leak test.
NIPPONDENSO 10P13, 10P15, 10P15C & 10P15F 10-CYL

CLUTCH ASSEMBLY
NOTE: Remove compressor if clearance is not adequate for clutch assembly removal.
Removal
1. Using Spanner (1014) on 10P13 or (T81P-19623-MH) on 10P15, 10P15C and 10P15F, hold clutch plate
and remove crankshaft nut. Using Clutch Plate Remover (T80L-19703-B), pull clutch plate from
compressor. Remove clutch plate shims.
2. Remove snap ring and clutch pulley assembly. If pulley assembly cannot be removed by hand, use Shaft
Protector (T80L-19703-G) and 3-jaw puller. Remove snap ring. Disconnect electrical wiring, and remove
clutch coil.
Installation
1. Install clutch coil over locating pin, and install snap ring. Connect electrical wiring.
2. Install pulley assembly using Pulley Installer (T80L-19703-J) and hammer (if necessary). Install snap ring
with beveled side out. Install clutch plate shims.
3. Ensure clutch plate aligns with crankshaft key. Using Clutch Plate Installer (T80L-19703-F), install
clutch plate. Install crankshaft nut. Using spanner, tighten nut to 10-14 ft. lbs. (13-20 N.m). DO NOT
tighten nut with air tools.
4. Using feeler gauge, check clearance between clutch plate and pulley. Rotate compressor clutch, and check
clearance in more than one place. Proper clearance is .021-.036" (.53-.91 mm). If clearance is not as
specified, add or remove shims to correct clearance.
Fig. 3: Exploded View of Nippondenso 10P13, 10P15, 10P15C & 10P15F Compressor
SHAFT SEAL
Removal
Drain oil from compressor, and measure drained amount.
2. Mount compressor in vise clamping on mounting ears. Remove clutch plate and clutch plate shims.
3. Clean compressor front hub area. Remove felt packing and dust seal retainer from inside compressor
nose. See Fig. 3. Using Shaft Key Remover (T81P-19623-NH), remove key from shaft.
4. Remove seal seat retaining snap ring. Clean inner bore of compressor nose. Using Shaft Seat
Remover/Installer (T87P-19623-B), remove seal seat.
5. Using Shaft Seal Remover/Installer (T87P-19623-AH), remove seal by pushing downward on shaft seal
remover/installer and rotating clockwise to engage seal tangs. Pull seal from compressor.
Installation
1. Place Shaft Seal Protector (T71P-19703-H) over compressor shaft. Lubricate shaft seal and nose of
compressor with new refrigerant oil. DO NOT touch sealing surface of seal or shaft. Engage seal tangs on
shaft seal remover/installer.
2. Align flats of seal with flats on crankshaft, and push new seal onto compressor shaft. Push downward on
shaft seal remover/installer and turn counterclockwise to disengage seal tangs.
3. Attach shaft seal seat to shaft seal seat remover/installer, and lubricate seal seat with new refrigerant oil.
Install seal seat and push inward against seal. Install seal seat retaining snap ring.
4. Install dust seal retainer and felt packing. Install clutch plate. Using new refrigerant oil, add to the
compressor the same amount of oil drained from it. Rotate compressor 10 revolutions to distribute oil.
Install compressor. Evacuate and recharge system. Perform leak test.
NIPPONDENSO 10P15A 10-CYLINDER

CLUTCH ASSEMBLY
Removal
1. Hold pulley assembly with Strap Wrench (D85L-6000-A). Apply battery voltage to clutch coil assembly,
and remove crankshaft nut. Screw Clutch Plate Remover (T88C-19703-BH) into clutch plate, and remove
clutch plate from compressor. Remove clutch plate shims.
2. Remove snap ring and clutch pulley assembly. Using a plastic hammer, tap pulley from shaft. Remove
snap ring. Disconnect electrical wiring, and remove clutch coil.
Installation
1. Install clutch coil over locating pin, and install snap ring. Connect electrical wiring. Install pulley.
2. Ensure pulley bearing aligns with compressor head. Gently tap pulley on shaft with plastic hammer (if
necessary). Install pulley retaining snap ring.
3. Install shims and clutch plate. Install crankshaft nut and tighten it to 10-12 ft. lbs. (14-16 N.m). DO NOT
tighten nut with air tools. Using feeler gauge, measure clearance between clutch plate and pulley in
several different areas. Proper clearance is .016-.028" (.41-.71 mm). If clearance is not as specified, add
or remove shims to obtain proper clearance.
SHAFT SEAL
Removal
Drain oil from compressor, and measure drained amount. Remove clutch assembly.
2. Remove manifold assembly from top of compressor. Clean compressor front hub area. Using Ring
Remover (T71P-19703-C), remove retaining ring from front of compressor shaft.
3. Remove felt seal from front of compressor. Remove front head retaining bolts and front head from
compressor. Remove snap ring from rear of front head. Remove seal from rear of front head.
Installation
1. Install seal and snap ring in front head. Install front head on compressor. Tighten bolts to 18-20 ft. lbs.
(24-27 N.m). Install felt packing and retaining ring.
2. Install manifold assembly and tighten bolts to 18-20 ft. lbs. (24-27 N.m). Using new refrigerant oil, add to
the compressor the same amount of oil drained from it. Rotate compressor 10 revolutions to distribute oil
in compressor. Install compressor. Evacuate and recharge system. Perform leak test.
NIPPONDENSO 10PA17 & 10PA17A 10-CYL
CLUTCH ASSEMBLY
Removal (Chrysler, Ford & General Motors)
1. Remove compressor shaft bolt and discard it. Remove clutch plate and shims. Tap on clutch plate using a
soft-faced hammer (if necessary).
2. Remove pulley assembly retaining snap ring. Remove pulley assembly. Remove snap ring, and
disconnect clutch coil electrical wiring. Remove clutch coil.
Installation (Chrysler)
1. Install clutch coil so pin in back of coil aligns with hole in front housing. Install snap ring with beveled
side away from compressor.
2. Install pulley assembly. Install snap ring with beveled side away from compressor. If reusing original
clutch plate and pulley, old shims can be used.
3. If new components are used, install several shims so shim pack thickness is .10" (2.5 mm). Install clutch
plate and hold it tightly against shims.
4. Using feeler gauge, measure air gap between clutch plate and pulley surface. On Laser and Talon,
clearance should be .014-.026" (.36-.66 mm). On all other models, ensure clearance is .020-.035" (.51-.89
mm). Adjust shim thickness to obtain correct clearance. Install NEW compressor shaft bolt and tighten it
to 13 ft. lbs. (18 N.m).
5. Once compressor shaft bolt is tightened, recheck clearance between clutch plate and pulley surface in 4
places. Readjust clearance if necessary.
NOTE: After installing new clutch, ensure voltage is correct. Cycle clutch on for 5
seconds and off for 5 seconds. Repeat cycle 20 times with A/C on, blower fan
on high speed and engine speed at 1500-2000 RPM.
Installation (Ford & General Motors)
1. Align clutch coil pin in back of coil with hole in front housing, and install clutch coil. Install snap ring
with beveled side away from compressor.
2. Install pulley assembly. Install snap ring with beveled side away from compressor. Coat splines of
compressor shaft with White grease. If reusing original clutch plate and pulley, old shims can be used.
3. If installing new components, install one thin shim. Install clutch plate. Tighten compressor shaft bolt to
10 ft. lbs. (14 N.m). DO NOT use air tools to tighten bolt.
4. Using feeler gauge, measure air gap between clutch plate and pulley surface in 3 areas. Proper clearance
is .014-.026" (.36-.66 mm). Adjust shim thickness to obtain correct clearance.
SHAFT SEAL
Removal
Drain oil from compressor, and measure the amount drained. Remove clutch assembly. See Fig. 4.
2. Remove felt dust seal and dust seal retainer from front head. Remove shaft seal retaining snap ring.
Position front head (nose up) on cardboard placed on a flat surface. Using brass drift, press shaft seal
from front head.
Installation
1. Lubricate new shaft seal with refrigerant oil. DO NOT touch sealing surfaces. Press seal into front head,
and install snap ring. Install felt dust seal and dust seal retainer.
2. Lubricate Shaft Seal Protector (J-34614) and front head "O" ring with refrigerant oil. Install shaft seal
protector on crankshaft. Install a new front head "O" ring on cylinder assembly.
3. Install front head on cylinder assembly. Ensure dowel pins are aligned. Use care when guiding shaft seal
protector through seal opening. Remove shaft seal protector.
4. Install through bolts with NEW brass washers. Diagonally tighten bolts to 19 ft. lbs. (26 N.m).
5. Using INCH lb. torque wrench, check compressor shaft rotating torque. Rotating torque should be 26
INCH lbs. (3 N.m). Install clutch assembly.
6. Using new refrigerant oil, add to the compressor the same amount of oil drained from it. Install
compressor. Evacuate and recharge system. Perform leak test.
Fig. 4: Exploded View of Nippondenso 10PA17, 10PA17A & 10PA20 Compressor

NIPPONDENSO 10PA20 10-CYL
CLUTCH ASSEMBLY
Removal
1. Hold clutch using Clutch Holder (J-33027-A). Remove compressor shaft bolt. Remove clutch plate and
shims.
2. Remove pulley assembly retaining snap ring. Remove pulley assembly. Remove snap ring, and
disconnect clutch coil electrical wiring. Remove clutch coil.
Installation
1. Install clutch coil so pin in back of coil aligns with hole in front housing. Install snap ring.
2. Install pulley assembly and snap ring. Install clutch plate and shims. Tighten compressor shaft bolt to 10
ft. lbs. (14 N.m). DO NOT use air tools to tighten bolt.
3. Using feeler gauge, measure air gap between clutch plate and pulley surface in 3 areas. Proper clearance
is .004-.008" (.10-.20 mm). Adjust shim thickness to obtain correct clearance.
SHAFT SEAL
Removal
Drain oil from compressor, and measure amount drained.
2. Remove clutch assembly. Remove front head retaining bolts. Separate front head and "O" ring from
compressor. See Fig. 4.
3. Remove felt dust seal and dust seal retainer from front head. Remove shaft seal retaining snap ring. Press
seal from front head.
Installation
1. Lubricate new shaft seal and seal cavity of front head with refrigerant oil. Press seal into front head, and
install snap ring.
2. Lubricate front head "O" ring with refrigerant oil. Install front head "O" ring on cylinder assembly. Install
Shaft Protector (J-34614) on compressor shaft. Install front head on cylinder assembly. Ensure dowel pins
align.
3. Install all through bolts with NEW washers. Tighten through bolts to 18 ft. lbs. (24 N.m). Remove shaft
protector. Install felt dust seal and dust seal retainer.
4. Using INCH-pound torque wrench, check compressor shaft rotating torque. Rotating torque should be 26
INCH lbs. (3 N.m). Install clutch assembly. Using new refrigerant oil, add to the compressor the same
amount of oil drained from it. Install compressor. Evacuate and recharge system. Perform leak test.
COOLING SYSTEM SPECIFICATIONS
ENGINE COOLING Ford Motor Co.
COOLING SYSTEM SPECIFICATIONS
commercial chassis.
COOLING SYSTEM CAPACITIES

Application Specification
Coolant Replacement Interval 30,000 Miles or 36 Months
Coolant Capacity
Aerostar
3.0L 11.8 Qts. (11.2L)
4.0L
Manual or Automatic Transmission (1) 8.1 Qts. (7.6L)
Automatic Transmission (2) 8.5 Qts. (8.0L)
Bronco & Pickup
4.9L
Manual or Automatic Transmission (1) 13 Qts. (12L)
Manual Transmission (2) 14 Qts. (13L)
Automatic Trans. (3) (4) 15 Qts. (14L)
5.0L
Automatic Transmission (1) 14 Qts. (13L)
5.8L
Automatic Transmission (1) 16 Qts. (15L)
7.3L (6) 29 Qts. (27L)
7.5L 18 Qts. (17L)
Explorer
4.0L
Ranger
2.3L
Manual or Automatic Transmission 7.2 Qts. (6.8L)
2.9L
3.0L
Manual or Automatic Transmission 11.8 Qts. (11.2L)
4.0L
Van
4.9L
5.0L
Manual or Automatic Transmission (1) (3) 17.5 Qts. (16.6L)
5.8L
7.3L (6) 31 Qts. (29L)
7.5L 28 QTs. (26L)

Pressure Cap 13 psi
Thermostat Opens
7.3L Diesel
Starts 180-192°F (82-89°C)
Fully Open 200-212°F (93-100°C)
Gasoline Engines (7)
(1) With standard cooling.
(2) With A/C or super cooling.
(3) With A/C.
(4) With standard or super cooling.
(5) With super cooling.
(6) Include 5 Qts. (4.7L) in reservoir bottle.
(7) Information not available from manufacturer.

COOLING SYSTEM BLEEDING
AEROSTAR, EXPLORER & RANGER
1. Fill cooling system with 50/50 mixture of coolant and water. Pause several minutes for circulation. Fill
radiator to filler neck seat. Install radiator cap fully, then back off to first stop.
WARNING: When engine is operating, NEVER remove radiator cap under any
conditions. Failure to follow instruction may damage cooling system
or engine, or cause personal injury. Always wrap protective material
around radiator cap to avoid injury from hot coolant.
2. Turn heater controls to maximum. Start engine and operate at 2000 RPM for approximately 3-4 minutes.
Turn engine off. Using a protective rag, carefully remove radiator cap. Add coolant to filler neck seat.
3. Install radiator cap fully, then back off to first stop. Start engine and allow to operate at 2000 RPM until
upper radiator hose is warm. Check heater output. Turn engine off. Using a rag, carefully remove radiator
cap. Add coolant to filler neck seat if necessary.
4. Tightly install radiator cap. Remove small cap (large cap is for windshield washer reservoir) on coolant
recovery reservoir. Add 1.1 qt. (1L) of 50/50 water and coolant mixture to reservoir. Install reservoir cap.
BRONCO, PICKUP & VAN
1. To bleed trapped air from cooling system, disconnect heater hose from water pump. Using 50/50 mixture
of coolant and water, fill radiator until coolant flows from heater hose fitting at water pump. Reconnect
heater hose.
2. Fill radiator until coolant is 1.5" (38 mm) below radiator cap seal. Install radiator cap. Run engine until
warm. Turn off engine. CAREFULLY remove radiator cap and check level. Fill as required.
ACCESSORIES & EQUIPMENT
Cruise Control Systems
NOTE: Econoline Vans have a different cruise control system for 1992. See CRUISE
CONTROL SYSTEMS article under 1992 ACCESSORIES/SAFETY EQUIPMENT.
The cruise control system consists of switch buttons (ON, OFF, SET-ACCEL, COAST, and RESUME), servo
throttle actuator assembly, speed control sensor, clutch position sensor switch (M/T), amplifier, vacuum dump
valve, wiring, and vacuum hoses. Vehicles equipped with overdrive or diesel engines also have a vacuum
reservoir.
ENGAGING & DISENGAGING SYSTEM
System is operational at speeds greater than 30 MPH. When ON-OFF switch is set to ON position and SET-
ACCEL switch is pressed, vehicle speed will be maintained until new speed is set, brake pedal is pressed, clutch
pedal is pressed (M/T), ON-OFF switch is set to OFF position, or hazard lights are activated.
Clutch position sensor switch (M/T) disengages speed control system, preventing engine acceleration when
clutch pedal is pressed. If actual vehicle speed drops more than 10 MPH below set speed, because of system
malfunction or vehicle limitation, system will automatically disengage.
ADJUSTMENTS
ACTUATOR CABLE
Remove cable retaining clip. Disengage throttle positioner. Set engine at hot idle. Pull actuator cable to take up
slack. While holding cable, insert cable retaining clip.
Bronco, Pickup & 1991 Van
1. Snap molded actuator cable retainer over accelerator cable end fitting on throttle ball stud. Remove
adjuster retainer clip, if installed, from adjuster mounting tab. Insert actuator cable adjuster mounting tab
into accelerator cable support bracket slot.
2. Pull cable through adjuster until slight tension is felt without opening throttle plate or increasing idle
RPM. Insert adjuster retainer clip slowly until engagement is felt. Push downward until it locks in
position.
VACUUM DUMP VALVE
Firmly pull brake pedal rearward. Push in dump valve until valve collar bottoms against retaining clip.
1. Ensure brake pedal is against stop in released position. Move dump valve in retaining clip until 1/8" or
less of valve plunger is exposed.
2. Tip of valve plunger should contact brake pedal adapter. Ensure brake pedal is against stop (released
position). Press brake pedal. If vacuum still does not release, replace dump valve.
TESTING
NOTE: Vehicles with computerized engine controls should be tested for stored
computer codes. Codes and related problems must be repaired prior to cruise
control diagnosis and repair. For additional information, see appropriate G -
TEST W/CODES article in the ENGINE PERFORMANCE Section.
SPEED CONTROL DOES NOT WORK
1. Inspect all electrical and vacuum connections. Repair as necessary. If all connections are okay, go to net
step.
2. Step on brake pedal. Check for proper stoplight operation. Repair stoplight circuit if necessary. If
stoplights operate properly, go to next step if vehicle has M/T, or to step 4) if vehicle has A/T.
3. Check clutch switch. See CLUTCH SWITCH TEST. Service switch if necessary. If clutch switch
operates properly, go to next step.
4. Check actuator cable. See ACTUATOR CABLE under ADJUSTMENTS. Service actuator cable if
necessary. If actuator cable operates properly, go to next step.
5. Check throttle cable for proper operation. Service if necessary. If throttle cable is okay, go to next step.
6. Check for vacuum at servo. If there is no vacuum, go to next step. If vacuum is okay, go to step 8).
7. Check vacuum dump valve. See VACUUM DUMP VALVE TEST. Service vacuum dump valve if
necessary. If vacuum dump valve is okay, service hose.
8. Check all switches. See CONTROL SWITCH & CIRCUIT TEST. Service as necessary. If switches are
okay, go to next step.
9. Check servo. See SERVO TEST. Replace servo if defective. If servo is okay, go to next step.
10. Check speed sensor. See SPEED SENSOR TEST. Replace speed sensor if defective. If speed sensor is
11. Check amplifier. See AMPLIFIER TEST. Replace amplifier if defective. If amplifier is okay, recheck all
electrical and vacuum connections.
SPEED CONTROL IS INTERMITTENT
1. Road test vehicle to verify condition. Note when intermittent condition occurs.
2. Inspect all electrical and vacuum connections. Repair as necessary. If condition occurs while cruising, go
to next step. If condition occurs while operating switches or while turning steering wheel, go to step 5).
3. Check for vacuum at servo. If there is no vacuum, service vacuum supply. If vacuum is okay, go to next
step.
4. Check servo. See SERVO TEST. Tap servo body lightly while testing. Replace servo if defective. If
servo is okay, substitute known good amplifier, then go to next step.
5. Check all switches. See CONTROL SWITCH & CIRCUIT TEST. Service as necessary.
SPEED CTRL OPERATES BUT DOES NOT RESUME, ACCELERATE OR COAST DOWN
1. Visually inspect system. Check all electrical and vacuum connections. Repair as necessary. If all
connections are okay, go to next step.
2. Check all switches. See CONTROL SWITCH & CIRCUIT TEST. Service as necessary. If switches are
servo is okay, substitute known good amplifier, then go to next step.
4. Check amplifier. See AMPLIFIER TEST. Replace amplifier if defective. If amplifier is okay, recheck all
electrical and vacuum connections.
SPEED VARIES UP & DOWN
1. Check throttle actuator for proper operation and adjustment. See ACTUATOR CABLE under
ADJUSTMENTS. Service as necessary. If okay, go to next step.
2. Check servo. See SERVO TEST. Tap servo body lightly while testing. If servo is okay, go to next step.
Replace servo if defective.
3. Inspect speedometer cables (if equipped) for proper routing, sharp bends, or binding. Service cables if
necessary. Go to next step if cables are okay.
4. Measure speed sensor output voltage. Output voltage at 30 MPH should be 2.5-4.9 volts AC. Replace
speed sensor if output voltage is not within specification. If output voltage is okay, go to next step.
necessary. If vacuum dump valve is okay, go to next step.
7. Check amplifier. See AMPLIFIER TEST. Replace amplifier if defective. If amplifier is okay, check all
connectors and wiring.
1. Check throttle actuator for proper operation and adjustment. See ACTUATOR CABLE under
ADJUSTMENTS. Service as necessary. If actuator is okay, go to next step.
2. Check Yellow/Red, Purple/Light Blue, and Brown/Light Green wires for shorts or open circuits between
servo and amplifier. Repair as necessary. If wires are okay, go to next step.
servo is okay, go to next step.
4. Measure speed sensor output voltage. Output voltage at 30 MPH should be 2.5-4.9 volts AC. Replace
speed sensor if output voltage is not within specification. If output voltage is okay, go to next step.
SPEED CONTROL DOES NOT DISENGAGE WHEN BRAKES ARE APPLIED
1. Step on brake pedal. Check for proper stoplight operation. See BRAKELIGHT SWITCH TEST. Repair
stoplight circuit if necessary. If stoplights operate properly, go to next step.
SPEED WILL NOT SET
1. Inspect throttle actuator for proper operation and adjustment. Service or adjust as necessary. See
ACTUATOR CABLE under ADJUSTMENTS. Go to next step if actuator is okay.
2. Inspect all electrical and vacuum connections. Repair as necessary. If all connections are okay, go to next
step.
3. Check control switch and circuit. See CONTROL SWITCH & CIRCUIT TEST. Service and retest if
necessary. If okay, go to next step.
necessary. If vacuum dump valve is okay, go to next step for vehicles with A/T, or to step 6) for vehicles
with M/T.
5. Check clutch switch (if equipped). See CLUTCH SWITCH TEST. Service clutch switch if necessary. If
clutch switch is okay, go to next step.
6. Step on brake pedal. Check for proper stoplight operation. Repair stoplight circuit if necessary. If
stoplights operate properly, go to next step.
okay, perform AMPLIFIER TEST.
SPEED CONTROL DOES NOT DISENGAGE WHEN CLUTCH PEDAL IS PRESSED
Verify stoplights and clutch switch operate properly. See CLUTCH SWITCH TEST. If stoplights and clutch
switch are okay, service clutch switch wiring.
SPEED GRADUALLY INCREASES OR DECREASES AFTER SPEED IS SET

1. Ensure engine performs normally. Perform SPEED DECREASES ON STEEP GRADES OR UNDER
HEAVY LOADS test. Ensure accelerator pedal and linkage open throttle fully. Go to next step.
servo is okay, perform AMPLIFIER TEST.
SPEED DECREASES ON STEEP GRADES OR UNDER HEAVY LOADS
Road test vehicle. Set speed to about 55 MPH. Proceed up steep grade. When speed decreases 4-6 MPH, press
accelerator pedal. If vehicle can maintain set speed without downshift (downshift is okay with overdrive
transmission), problem exists in speed control system. If set speed cannot be maintained without downshift,
power train capacity is limiting factor.
CONTROL SWITCH & CIRCUIT TEST
WARNING: On models with air bag, observe the following precautions. Disconnect
negative and then positive battery cables. Shield both cables. Air bag
system contains a back-up power supply built into the air bag diagnostic
monitor. Wait a minimum of one minute before servicing any air bag
system components. System is now disabled. See appropriate AIR BAG
article in the ACCESSORIES/SAFTEY EQUIPMENT Section.
NOTE: Horn and/or cruise control may operate intermittently if ground brush is
missing.
1. Press brake pedal. Go to next step if stoplights operate properly. If stoplights do not operate properly,
repair as necessary.
2. Attempt to sound horn. Go to next step if horn operates properly. If horn does not operate properly, repair
as necessary.
3. Locate 6-pin connector at amplifier. See AMPLIFIER LOCATION table under REMOVAL &
INSTALLATION. Using DVOM, check for continuity between circuit No. 57 (Black wire on vehicles
with analog cluster) or circuit No. 397 (Black/White wire on Aerostar with electronic cluster) and ground.
Repair amplifier ground circuit if necessary. If ground circuit is okay, go to next step.
4. Turn ignition on. Check for battery voltage at circuit No. 296 (White/Purple wire on Aerostar) or circuit
No. 302 (Dark Blue wire on Explorer and Ranger). If battery voltage is present, go to next step. If battery
voltage is not present, check fuse and wiring back to fuse panel.
5. Press brake pedal. Check for battery voltage at circuit No. 511 (Light Green wire) on Explorer and
Ranger or circuit No. 810 (Red/Light Green wire) on Aerostar. If battery voltage exists, go to next step. If
battery voltage does not exist, repair wiring between brakelight switch and amplifier and repair as
necessary. If continuity exists between brakelight switch and amplifier, check amplifier. See AMPLIFIER
TEST.
6. Measure voltage at circuit No. 151 (Light Blue/Black wire). If meter indicates approximately 7.8 volts, go
to next step. If meter indicates approximately 12 volts, service sticking speed control ON button or short
to ground on circuit No. 151 (Light Blue/Black wire). If voltage is approximately zero, service shorted
clockspring on Aerostar. If circuit No. 151 (Light Blue/Black wire) and ON-OFF buttons are both okay,
substitute a known good amplifier and repeat test.
7. Measure voltage at circuit No. 151 (Light Blue/Black wire) while turning steering wheel 1/4 turn left and
right with specified control switch pressed. See CONTROL SWITCH VOLTAGE table.
CONTROL SWITCH VOLTAGE

Switch Position Approximate Voltage
No Button Pressed 7.8
ON 12.0
OFF 0
RESUME 6.5
SET-ACCEL 4.5
COAST 1.5
8. If voltages are correct, cruise control switches are operating properly; go to step 15). If voltages are
incorrect or fluctuate, go to next step.
9. Turn ignition off. Unplug 6-pin connector at amplifier. Measure resistances between circuit No. 151
(Light Blue/Black wire) and amplifier ground with specified switch pressed. See CONTROL SWITCH
RESISTANCE table. If values are correct, replace amplifier and retest. If values are incorrect, go to next
step.
CONTROL SWITCH RESISTANCE

Switch Ohms
OFF 0-1
SET-ACCEL 646-714
COAST 114-126
RESUME 2090-2310
10. Remove horn pad or air bag module (if equipped). Unplug 6-pin horn pad connector from steering wheel.
Connect ohmmeter between circuits No. 151 (Yellow/Light Blue wire) and No. 6 (Dark Blue wire) on
horn pad connector.
11. Press ON button. If resistance is greater than one ohm, replace cruise control switch assembly. If
resistance is okay, connect ohmmeter between circuits No. 151 (Yellow/Light Blue wire) and No. 57
(Black wire) on horn pad connector. Check for resistance values specified in CONTROL SWITCH
RESISTANCE table.
12. If values are correct, replace amplifier and retest. If resistance values are incorrect, remove steering
wheel. Check circuits No. 151 (Light Blue/Black wire) and No. 57 (Black wire) for continuity between 6-
pin connector and brush assembly (Explorer and Ranger) or clockspring (Aerostar).
13. If continuity does not exist, check for continuity between 3-pin brush connector and brush assembly. Also
check for continuity of each wire between 3-pin connector and amplifier 6-pin connector. Repair wiring
or replace brush assembly as required.
14. If continuity exists on both circuits, clean brush assembly (Explorer and Ranger) or clockspring
(Aerostar) with solvent, then lubricate with Speed Control Slip Ring Grease (ESA-M1C122-A). Reinstall
steering wheel and horn pad.
15. Measure resistance between circuit No. 150 (Green/White wire) and circuit No. 397 (Black/White wire)
on Aerostar, or between circuit No. 563 (Orange/Yellow wire) and circuit No. 397 (Black/White wire) on
Explorer and Ranger. If resistance is not 180-250 ohms, check for continuity between 6-pin amplifier
connector and 2-pin speed sensor connector at transmission. If wiring is okay, perform SPEED SENSOR
TEST.
1. Unplug 6-pin connector at amplifier. See AMPLIFIER LOCATION table under REMOVAL &
INSTALLATION. Check for battery voltage at circuit No. 151 (Light Blue/Black wire) with speed
control ON switch pressed. If battery voltage is present, circuit is okay. If battery voltage is not present,
go to next step.
2. Check for continuity between Light Blue/Black wire and ground while pressing speed control OFF
switch. If resistance is greater than one ohm, wiring to steering columns, slip rings, or switch is at fault, or
steering column may not be properly grounded.
3. To check steering column ground, measure resistance between ground and steering column upper flange.
Resistance should be less than .5 ohm. Rotate steering wheel to check flexible coupling. If resistance is
greater than 3 ohms, clean horn brush contacts and ground brush.
NOTE: Before performing following steps, ensure resistance between steering

column and ground is less than one ohm.
4. With ohmmeter connected between circuit No. 151 (Light Blue/Black wire) and ground, press and hold
SET-ACCEL switch. If resistance is not approximately 680 ohms, replace switch.
5. Press and hold COAST switch. If resistance is not approximately 120 ohms, replace switch. Press and
hold RESUME switch. If resistance is not approximately 2200 ohms, replace switch.
SPEED SENSOR TEST
NOTE: Not all speed sensor problems can be detected with resistance checks.
Substitution with a known good speed sensor may be necessary.
Locate speed sensor at transmission (Explorer and 2WD Ranger), transfer case (4WD Ranger) or speedometer
head (Aerostar). Disconnect speedometer cable from sensor. Unplug electrical connector from speed sensor.
Measure resistance between speed sensor terminals. If resistance is approximately 180-250 ohms, and
speedometer operates properly, speed sensor is probably good.
Unplug 6-pin connector at amplifier. Measure resistance between circuits No. 150 (Dark Green/White wire) and
No. 57A (Black wire). If resistance is approximately 200 ohms, and speedometer operates properly, speed
sensor is probably good.
SERVO TEST
1. Unplug 8-pin connector at amplifier. See AMPLIFIER LOCATION table under REMOVAL &
INSTALLATION. Measure resistance at specified wires on harness connector. See SERVO
RESISTANCE table.
SERVO RESISTANCE
Circuit Ohms
144 40-70
(Orange/Yellow)
- 145
(Gray/Black)
144 100-150
(Orange/Yellow)
- 146
(White/Pink)
147 35,000-70,000
(Purple/Blue) -
149
(Brown/Green)
147 15,000-35,000
(Purple/Blue) -
148
(Yellow/Red)
148 15,000-35,000
(Yellow/Red) -
149
(Brown/Green)
144 40-125
(Orange/Yellow)
- 145
(Gray/Black)
144 60-190
(Orange/Yellow)
- 146
(White/Pink)
NOTE: Resistance between circuits No. 147 and 148 should be nearly the same as
resistance between circuits No. 148 and 149. If the difference is more than
5 k/ohms and vehicle has a surging problem, perform step 2).
2. If resistances are not correct, unplug 6-pin connector at servo. Ensure terminals are clean. Measure
resistances at connector. If resistance is correct, check wiring harness and repair as necessary. If
resistance is incorrect, replace servo and retest.
CAUTION: If Orange/Yellow wire is shorted to either White/Pink wire or
Gray/Black wire, damage to amplifier may occur.
3. Disconnect servo. Start engine. Ensure vacuum to servo is at least 2.5 in. Hg. Connect circuit No. 144
(Orange/Yellow wire) of servo to positive battery terminal. Connect circuit No. 146 (White/Pink wire) of
servo to ground. Momentarily connect circuit No. 145 (Gray/Black wire) of servo to ground.
4. Servo throttle actuator arm should pull in and engine speed should increase. The throttle should hold in
that position or slowly release. When circuit No. 146 (White/Pink wire) is removed from ground, servo
should release. Replace servo if it fails test.
AMPLIFIER TEST
CAUTION: DO NOT use a test light to perform amplifier tests, as excessive current
draw will damage the amplifier. Use only a DVOM with minimum 10
megohms input impedance.
NOTE: To test for a malfunctioning amplifier on Aerostar, Explorer, and Ranger,

substitute a known good unit. On Bronco, Pickup, and 1991 Van, begin testing
with ON CIRCUIT TEST.
ON Circuit Test
1. DO NOT substitute a new amplifier until throttle actuator has been tested. See SERVO TEST. Turn
ignition on. Connect voltmeter between circuit No. 151 (Light Blue/Black wire) of amplifier connector
and ground.
2. Press speed control ON button. Voltmeter should indicate battery voltage. If battery voltage does not
exist, check horn relay circuit and control switch test. See HORN RELAY CIRCUIT TEST and
CONTROL SWITCH & CIRCUIT TEST.
3. Release ON button. Voltmeter should indicate approximately 7.8 volts. If meter does not indicate
approximately 7.8 volts, check for bad connector on circuit No. 151 (Light Blue/Black wire) of amplifier
connector, ground circuit No. 57 (Black wire) to amplifier, or fuse.
OFF Circuit Test
With ignition on, connect DVOM between ground and circuit No. 151 (Light Blue/Black wire) at amplifier 6-
pin connector. Press OFF switch. If voltage does not drop to zero volts, perform CONTROL SWITCH &
CIRCUIT TEST. If switches are okay, install a known good amplifier and retest.
SET-ACCEL Circuit Test
With ignition on, connect voltmeter between ground and circuit No. 151 (Light Blue/Black wire) of amplifier
connector. Press ON button, then press and hold SET-ACCEL button. Voltmeter should indicate approximately
4.5 volts. Rotate steering wheel while observing voltmeter for variation. If voltage varies more than .5 volt,
perform CONTROL SWITCH & CIRCUIT TEST.
COAST Circuit Test

connector. Press ON switch, then press and hold COAST button. Voltmeter should indicate approximately 1.5
volts. If all functions are okay, perform SERVO TEST and SPEED SENSOR TEST, and substitute a known
good amplifier.
NOTE: DO NOT substitute a new amplifier until actuator coils in servo have been
tested. See SERVO TEST.
RESUME Circuit Test
connector. Press ON switch. Press and hold RESUME switch. Voltmeter should indicate approximately 6.5
volts. If all functions are okay, perform SERVO TEST and install a known good amplifier.
HORN RELAY CIRCUIT TEST
NOTE: Electrical connectors must remain connected during horn relay testing.
1. Locate horn relay. See HORN RELAY LOCATION table. Check for battery voltage at Yellow/Light
Blue wire at horn relay. If battery voltage is not present, check fuse and/or wiring back to fuse panel.
HORN RELAY LOCATION

Vehicle Location
Aerostar Right Side Of Steering Column,
" On Relay Bracket
Bronco, Pickup & 1991 Van Engine Compartment
" Fuse Panel
Explorer & Ranger Behind Lower Dash Panel,
" To Right Of Steering Column
2. If battery voltage is present in step 1), check for battery voltage at Dark Blue wire on socket side of
connector. If battery voltage is present, press horn button. Voltage should drop to zero volts and horn
should sound. If horn does not sound and voltage remains at 12 volts, ground Dark Blue wire.
3. If horn still does not sound, check for battery voltage on Dark Blue wire when horn button is pressed. If
battery voltage is present, repair open between horn and horn relay. If voltage is not present, replace
relay.
CLUTCH SWITCH TEST
NOTE: Test switch only with DVOM. DO NOT use magnetized tools near switch.
Unplug clutch switch connector. Connect ohmmeter to switch terminals No. 3 and 4. See Fig. 1. With clutch
pedal released, continuity should exist. Press clutch pedal. Switch should open before pedal travels 2" (50 mm).
Replace switch if it fails test.
Fig. 1: Identifying Clutch Switch Terminals
BRAKELIGHT SWITCH TEST
NOTE: Perform this test when brake pedal actuation does not disengage speed control
system. On vehicles with M/T, ensure clutch switch operates properly before
performing this test.
1. Check for stoplight operation with maximum brake pedal pressure of 6 lbs. (2.7 kg). If stoplights operate
correctly, go to step 2). Repair stoplight circuit if necessary.
2. Measure voltage on circuit No. 296 (White/Purple wire) of amplifier 6-pin connector. While stepping on
brake pedal, measure voltage on circuit No. 511A (Light Green wire) on Bronco, Pickup, and 1991 Van,
or circuit No. 511B (Light Green wire) on Aerostar, Explorer, and Ranger. If difference between
measurements is greater than 1.5 volts, check circuit to find source of high resistance.
VACUUM DUMP VALVE TEST
1. Check vacuum dump valve whenever brake application does not release speed control. Ensure no more
than 1/8" of plunger tip is extended when brake pedal is fully released. Disconnect vacuum hose from
dump valve to servo, at servo unit. Connect hand-held vacuum pump to hose. Apply vacuum to hose and
dump valve.
2. Press brake pedal. Vacuum should be released. If vacuum is not released, adjust or replace dump valve. If
vacuum cannot be obtained, hose or dump valve leaks, and should be replaced.
VACUUM RESERVOIR TEST
1. Locate vacuum reservoir on right or left fender apron, depending on model. Disconnect vacuum hose at
servo. Connect vacuum gauge to hose. Start engine. Observe vacuum gauge reading.
2. Vacuum should be at least 20 in. Hg. If vacuum is not within specification, check for leaking vacuum
hose or faulty vacuum pump.
3. Turn engine off after vacuum has stabilized at more than 20 in. Hg. Vacuum should hold steady. After 24
hours, vacuum should be a minimum of 15 in. Hg. If vacuum fails to hold, replace vacuum reservoir.
system components. System is now disabled. See AIR BAG article in the
ACCESSORIES/SAFETY EQUIPMENT Section.

PROCEDURES article in the GENERAL INFORMATION section before
SPEED CONTROL SWITCHES
Removal & Installation (Aerostar)
1. Disconnect negative battery cable. Remove air bag module retaining nuts and washers. Lift module away
from steering wheel. Unplug electrical connector. Remove air bag module. Place air bag module on bench
with trim cover facing upward.
2. Unplug horn/speed control harness connector from clockspring. Remove retaining screws from switches.
Remove tape from connectors. Disconnect switch wires. Remove switches. To install switches, reverse
removal procedure. Tighten air bag module nuts to 35-53 INCH lbs. (4-6 N.m).
Removal & Installation (Bronco, Pickup & 1991 Van)
Press inward on sides of horn cover. Unsnap horn cover from steering wheel by pulling outward. Unplug wire
harness from horn cover. Remove horn cover. Remove screws which retain contact plate to horn cover. Press
tabs inward to remove switch assembly. To install, reverse removal procedure. Tighten retaining screws to 18-
20 INCH lbs. (2-2.3 N.m).
Removal & Installation (Explorer & Ranger)
Disconnect negative battery cable. Remove horn pad retaining screws. Unsnap horn pad. Carefully unplug
connector from steering wheel. Remove horn pad and switch assembly. Remove speed control switch retaining
screws. Unplug connectors from horn pad. Remove switch assembly. To install switch assembly, reverse
removal procedure. Tighten retaining screws to 8-11 INCH lbs. (.9-1.2 N.m).
SPEED SENSOR

Speed sensor is located at transmission on Aerostar, Explorer, and Ranger, and at rear axle on Bronco, Pickup,
and 1991 van. Disconnect speedometer cable (if equipped). Unplug connector. Remove retaining bolt. Remove
speed sensor. To install, reverse removal procedure.
AMPLIFIER
Locate amplifier. See the AMPLIFIER LOCATION table. Unplug connectors. Remove amplifier and bracket
as an assembly. Separate amplifier from bracket. To install, reverse removal procedure. Check system for
proper operation.
AMPLIFIER LOCATION
Vehicle Location
Aerostar Behind Right Side Of Instrument Panel, Above
Cowl Panel, Or Behind Left End Of Instrument
Panel
Bronco, Pickup & 1991 Van Behind Lower Center Of Instrument Panel
Explorer & Ranger Behind Left Side Of Instrument Panel, Or Above
Glove Box
SERVO
Unplug connectors from servo. Disconnect adjuster from accelerator cable. Disconnect vacuum hose. Remove
retaining nuts and servo assembly. To install, reverse removal procedure.
VACUUM DUMP VALVE
Vacuum dump valve is located at brake pedal lever. Disconnect vacuum hose. Remove valve from bracket. To
install, reverse removal procedure.
CLUTCH SWITCH
Clutch switch is located at clutch pedal lever. Unplug harness connector. Pull clip downward to separate it from
tab on switch. Rotate switch to expose retainer. Squeeze tabs to permit retainer to slide to rear. Remove switch.
To install, reverse removal procedure.
VACUUM RESERVOIR

Vacuum reservoir is located on left or right fender apron. Disconnect vacuum hoses. Remove retaining nuts and
vacuum reservoir. To install, reverse removal procedure.
WIRING DIAGRAMS
WIRING DIAGRAMS (1991)
Cruise Control System Wiring Diagram (1991 Aerostar)
Fig. 2: Cruise Control System Wiring Diagram (1991 Aerostar)
Cruise Control System Wiring Diagram (1991 Bronco & Pickup)

Fig. 3: Cruise Control System Wiring Diagram (1991 Bronco & Pickup)
Cruise Control System Wiring Diagram (1991 Explorer & Ranger)

Fig. 4: Cruise Control System Wiring Diagram (1991 Explorer & Ranger)
Fig. 5: Cruise Control System Wiring Diagram (1991 Van)

WIRING DIAGRAMS (1992)
For 1992 wiring diagrams, see the following appropriate articles.
 WIRING DIAGRAMS - Aerostasr

 WIRING DIAGRAMS - Bronco & Pickup
 WIRING DIAGRAMS - Explorer & Ranger
DEFOGGER - REAR WINDOW
ACCESSORIES & SAFETY EQUIPMENT Ford Motor Co. Defoggers - Rear Window
DESCRIPTION
The system consists of a control assembly, an indicator light, grid lines on inside surface of window and system
wiring. Each grid line consists of 2 layers. The first layer is Brown as viewed from the exterior. The second
layer is Silver as viewed from interior. A 40-amp in-line circuit breaker and 15-amp fuse protect defogger
circuitry on Aerostar. A fusible link and 15-amp fuse protect Bronco and Explorer defogger circuits.
The 40-amp circuit breaker is in underhood power distribution box. The fusible link is connected near the starter
relay. A control switch turns system on or off. A timer-controlled relay turns system off after about 10 minutes
of operation. When switch is in ON position, contacts in control assembly are mechanically closed. This
provides current to grids, indicator light and control timer.
Contacts will remain closed until control timer turns system off, or ignition switch is turned off. Power to grids
and indicator light is supplied directly from battery side of starter relay through a fusible link on Aerostar and
Bronco. Power for control timer comes from accessory terminal of ignition switch. Power is available when
ignition switch is in RUN or ACC position.
NOTE: Rear defogger test procedure for Bronco and control switch test procedure for
Aerostar are not available from manufacturer.
TESTING
REAR DEFOGGER SWITCH TEST
Explorer
1. Ground pin No. 4, and connect a jumper wire between pins No. 3 and No. 2. See Fig. 1 . Connect a 12
volt test light between pin No. 1 and ground. Apply power to pin No. 2. Test light and indicator light
should not light. If test light and/or indicator light come on, replace switch.
2. Momentarily push right side of defogger rocker switch to on position. Test light and indicator light should
come on and stay on after switch is released. Test light and indicator light should go off when defogger
switch is pushed to OFF position, 10 minutes have passed or jumper wire between pins No. 2 and No. 3 is
removed.
Fig. 1: Testing Rear Defogger Switch (Explorer)
WINDOW GRID TEST
1. Using a bright lamp inside vehicle, visually inspect wire grid from outside. A broken grid wire will
appear as a brown spot. Start engine and run at idle. Put control switch to ON position. Indicator light
should light.
2. Using a voltmeter, check for 10-13 volts at broad Red/Brown strips on rear window. A low voltage
reading indicates a loose ground wire (pigtail) connection at ground screw. With negative voltmeter lead
grounded, touch positive lead to each ground line of heated rear window at its midpoint.
3. A reading of approximately 6 volts indicates proper circuit function. If zero volts are found, circuit is
broken between midpoint and hot side of grid line. A reading of 12 volts indicates circuit is broken
between midpoint of grid line and ground.
WIRING DIAGRAMS
See appropriate chassis wiring diagram in the WIRING DIAGRAMS section.
GENERAL INFORMATION
Diagnostic Connector (DLC) Locations
DOMESTIC CARS
CHRYSLER GROUP LLC
NOTE: This table provides a quick reference for self-diagnostic connector locations,
when available from manufacturer, that ARE NOT located at the lower left side
of the dash, as mandated in 1996 by the Federal government.
CHRYSLER GROUP LLC - DOMESTIC CARS

Application Connector Location
Acclaim
1989-90 Under Left Side Of Dash
1991-92 On Left Front Fender Panel, Near
Shock Tower
1993-94 Near Battery
1995 Behind Left Side Of Dash, Near Fuse
Block
Aries, Caravelle, Dynasty, E Class, Executive Sedan, LeBaron Sedan, New Yorker, Reliant, Town &
Country, 400 & 600
1984-85 On Left Fender Apron, Behind Battery
(2.2L Only)
1986-87 On Front Of Right Shock Tower (2.2L
& 2.5L Only)
1988-89 On Left Fenderwell
1990 Under Left Side Of Dash
Shock Tower
1993 (Except New Yorker) Near Battery
1993 (New Yorker) On Left Fender Panel Near PCM
Under Center Of Dash, Near Center
Avenger (1995-00) Console
Breeze, Cirrus & Stratus (1995) Left Of Steering Column, On BCM
Charger, Horizon, Omni, Rampage, Scamp & Turismo
1985-89
2.2L Carbureted On Left Fender Apron
2.2L Turbo On Front Of Right Shock Tower
Concorde, Intrepid, LHS, New Yorker, Vision & 300M
1993-95 Behind Left Side Of Dash
1996-97 Under Left Side Of Dash, Near Center
Console
Daytona
1984-87 On Front Of Right Shock Tower
Shock Tower
1993 On Left Front Inner Fender Or Under
Steering Column
Dynasty
1991-93 On Left Fender Panel, Near
SBEC/PCM
Fifth Avenue
1991-93 On Left Fender Panel Near SBEC/PCM
Horizon & Omni (1989-90) Under Left Side Of Dash
Imperial
1981-83 CCC Connector Left Of Air Cleaner
1991-93 On Left Fender Panel Near SBEC/PCM
LeBaron Coupe & Convertible
1985-87 On Right Front Shock Tower
Shock Tower
1993 On Left Front Inner Fender Or Under
Steering Column
1994 Near Battery
Block
Lancer
Laser
1990-94 Above Left Kick Panel, Near Fuse
Block
1995 Under Left Side Of Dash, Near Center
Console
Monaco & Premier
1990 On Right Front Fender Panel
1991-92 On Left Fender Panel, Next To SBEC
Under Headlight Switch, Under Left Side

Neon (1995) Of Dash
Shadow
1988 On Left Fenderwell
1989 Under Dash, To Right Of Steering
Column
1990 On Left Fender Front Panel, Near
SBEC
Shock Tower
Spirit & Sundance
Shock Tower
Block
Talon
1990-94 Above Left Kick Panel, Near Fuse
Block
1995-98 Under Left Side Of Dash, Near Center
Console
FORD MOTOR CO.
FORD MOTOR CO. - DOMESTIC CARS

Bobcat & Pinto On Center Of Right Fender Apron
Capri
1980-85 On Center Of Left Front Fender Apron
1986 On Left Rear Corner Of Engine
Compartment
Continental
1984-89 On Right Rear Corner Of Engine
Compartment
1990-91 On Right Rear Corner Of Firewall, On
Electronic Assembly Cover
1992 On Right Fender Apron
1993-94 VIP Connectors (2) On Right Rear Of
Engine Compartment, On PCM Cover
Contour & Mystique
Compartment
Cougar & Thunderbird
1982-90 On Left Fender Apron
1991 On Rear Of Right Front Fender Panel
1992 Front Of Right Shock Tower
1993 2 Connectors In Right Rear Corner Of
Engine Compartment
1994 On Right Side Of Engine Compartment
& Below Glove Box
1995
3.8L On Right Side Of Engine
Compartment & Below Glove Box
4.6L Behind Right Side Of Dash, Below
Glove Box
1996 Lower Right Side Of Dash, Below
Glove Box
Crown Victoria, Grand Marquis & Lincoln Town Car
1983 & 1987 On Right Fender Apron
1985-86 & 1988-90 On Left Fender Apron
1992 On Left Front Fender Panel
1993-94 On Top Of Left Front Wheelwell
Escort, EXP, Lynx & Tracer
1985-90 On Right Fender Apron Near Firewall
1991 On Left Rear Of Engine Compartment
1992 On Right Rear Of Engine
Compartment, Near Cowl
1993-95 On Left Side Of Firewall
LTD & Marquis
1983 On Left Fender Apron
1984-86 On Left Rear Corner Of Engine
Compartment
Mark VII
Compartment
1988-90 Front Of Right Fender Apron
1991 On Right Side Of Engine
Compartment, Near Thermactor
Solenoids
Mark VIII
1993-96 On Top Of Left Wheelwell
Mustang
1980-85 On Center Of Left Front Fender Apron
Compartment
1992 On Left Shock Tower, Near Ignition
Coil
1993 2 Connectors On Right Front Strut
Tower
1994-95 Behind Right Front Strut Tower &
Right Of Steering Column
Probe
Compartment
1993 DLC - Behind Left Side Of Dash; STI
Connector - On Left Inner Fender Panel
1994-95 On Left Front Inner Fender Panel
Sable & Taurus
1986-87 (3.0L Only) Near Alternator
1988-90
2.5L On Engine Harness Near PCV Hose
3.0L On Right Rear Corner Of Engine
Compartment
1991 On Right Rear Corner Of Engine
Compartment, On ECA Cover
1992 On Right Rear Corner Of Engine
Compartment, Below MAP Sensor
1993-95 Right Rear Of Engine Compartment
Tempo & Topaz
Compartment
1993-94 In Engine Compartment, On Left Strut
Tower
GENERAL MOTORS
GENERAL MOTORS - DOMESTIC CARS

Allante Enter Diagnostic Mode By Pressing
OFF & WARM Buttons On Instrument
Panel
Bonneville (1980-81) ECU Connector On Upper Right Kick
Panel
Brougham (1987-92) Bottom Center Of Instrument Panel
Camaro & Firebird (1980) Diagnostic Ground Lead Connector On
Right Shroud Above ECM
Caprice Classic
1980-81 ECU Connector On Upper Right
Kick Panel
1982-88 Under Center Of Instrument Panel
Catalina ECU Connector On Upper Right Kick
Panel
Cavalier (1982-88) On Side Of Fuse Block
Cimarron On Side Of Fuse Block
Century Under Left Of Dash Ashtray
Corvette (1980-83) In Center Console, Under Ashtray
Custom Cruiser
1980-81 ECU Connector On Upper Right
Kick Panel
1982-88 Under Center Of Instrument Panel
DeVille (1981-88) Enter Diagnostic Mode By Pressing
OFF & WARMER Buttons On
Instrument Panel
Delta 88 ECU Connector On Upper Right Kick
Panel
Eldorado (1981-88) Enter Diagnostic Mode By Pressing
Instrument Panel
Electra (1980-81) ECU Connector On Upper Right Kick
Panel
Estate Wagon ECU Connector On Upper Right Kick
Panel
Fiero Under Ashtray Or Cigar Lighter Panel
Within Center Console
Firenza On Side Of Fuse Block
Fleetwood (1981-88) Enter Diagnostic Mode By Pressing
Instrument Panel
Fleetwood Brougham On Bottom Center Of Dash, Near
Ashtray
Impala (1982-88) Under Center Of Instrument Panel
LeMans ECM Connector On Right Kick Panel
Or Under Left Side Of Dash
LeSabre (1980-81) ECU Connector On Upper Right Kick
Panel
LeSabre Wagon (1982-88) Under Center Of Instrument Panel
Monza Under Right Side Of Dash
Ninety-Eight (1980-81) ECU Connector On Upper Right Kick
Pane
Nova Behind Right Strut Tower
Parisienne Under Center Of Instrument Panel
Reatta
1988-92 (MFI) Enter Diagnostic Mode By Pressing
OFF & WARM Buttons On
Instrument Panel
1991-93 Above Parking Brake Pedal
Riviera
1980-85 (Carbureted) Under Left Or Center Of Dash
Instrument Panel
Safari Under Center Of Instrument Panel
Seville (1981-88) Enter Diagnostic Mode By Pressing
Instrument Panel
Skyhawk Under Right Side Of Dash
Starfire Under Right Side Of Dash
Sunbird On Side Of Fuse Block, Under Right
Side Of Dash
Toronado
1980-85 (Carbureted) Under Left Or Center Of Dash
Instrument Panel
Trofeo
Instrument Panel
1991-93 Above Parking Brake Pedal
2000 On Side Of Fuse Block
DOMESTIC LIGHT TRUCKS & VANS

CHRYSLER GROUP LLC
CHRYSLER GROUP LLC - DOMESTIC LIGHT TRUCKS & VANS

Caravan, Grand Caravan, Grand Voyager, Mini Ram Van, Town & Country, & Voyager
1984-92 On Left Side Fender Apron
1993 On Left Fender Front Fender Panel, Near
SBEC
1994-95 On Wiring Harness, On Center Of
Firewall
Dakota
1987-88 On Right Side Fender Apron
1989 On Left Side Of Firewall
1990-92 On Right Side Of Firewall
Compartment
Jeep
Cherokee (1992-95) On Left Front Fender Apron, Behind Air
Cleaner
Comanche On Left Front Fender Apron, Behind Air
Cleaner
Grand Cherokee & Wagoneer
1993-95
PCM On Right Rear Of Engine
Compartment, Near PCM
TCM Behind Left Side Of Instrument
Panel
Wrangler (1992-95) On Left Side Of Firewall, Near PCM
Pickup & Ramcharger
1991-93 On Left Front Fender Panel, Next To
SBEC/PCM
1995 Pickup On Right Side Of Firewall
Ram Wagon & Van
1991-95 On Center Of Firewall, Near SBEC/PCM
FORD MOTOR CO.
FORD MOTOR CO. - DOMESTIC LIGHT TRUCKS & VANS

Aerostar
1986-90 On Left Front Fender
1991 Near Starter Relay
1992 On Left Front Inner Fender Panel
Bronco
1982-85
6-Cylinder On Left Front Fender
V8 On Right Inner Fender Panel
1986-87 On Right Front Fender, Near Starter
Relay
1993-95 2 Connectors In Left Rear Of Engine
Compartment, On Bracket
1996- Below Glove Box
Bronco II
1983-85 On Right Front Inner Fender Panel
(2.3L Only)
1986-90 On Right Front Fender Apron
Excursion Behind Center Of Dash
Explorer & Mountaineer (1991-94) On Right Rear Of Engine Compartment,
Near A/C-Heater Blower
Pickup
1982-85
6-Cylinder On Left Front Fender
V8 On Right Inner Fender Panel
1986-87 On Right Front Fender, Near Starter
Relay
1993-95 2 Connectors In Left Rear Of Engine
Compartment, On Bracket
1996- Below Center Of Instrument Panel
Pickup (F250 Heavy Duty & F350) Under Right Side Of Dash
Ranger
1983-85 On Right Front Inner Fender Panel
(2.3L Only)
1991 Behind Engine Compartment
Fuse/Relay Block
1992 On Left Front Inner Fender Panel
1993-95 On Rear Of Engine Compartment
Fuse/Relay Block
Van
1986-92 On Right Fender Apron
1993-95 On Left Front Corner Of Engine
Compartment
1996
5.8L (49 State, Over 8600 GVW) & 7.5L (Except On Left Front Corner Of Engine
Calif.) Compartment
All Others Under Left Side Of Dash
1997-98
Diesel Under Left Side Of Dash
All Others Left Front Corner Of Engine
Compartment
Villager (1993) On Left Side Of Engine Compartment,
Below Coolant Reservoir
GENERAL MOTORS
GENERAL MOTORS - DOMESTIC LIGHT TRUCKS & VANS

Astro & Safari Van (1986-87) Under Left Corner Of Cowl
"S" & "T" Series Blazer, Bravada, Envoy, Jimmy, Pickup & Sonoma
1982-85
1.9L Under Left Side Of Dash, Behind
ECM
2.0L & 2.8L Under Ashtray
2.5L Under Left Side Of Dash
1986-87 Under Ashtray
Van ("G" Series) (1982-87) Under Driver's Seat
IMPORTED CARS & TRUCKS

ACURA
ACURA - IMPORTED CARS & TRUCKS

Integra
1991-93 Behind Right Kick Panel
1994-97 Behind Glove Compartment
1998-02 Behind Right Side Of Center
Console
Legend
1991-93 Under Right Side Of Dash, Above
PGM-FI ECU/PCM
NSX (1997-01) Under Glove Compartment
SLX Behind Lower Left Corner Of Dash,
Behind Cover
Vigor
1992-93 Under Right Side Of Dash, Near
Center Console
1994 Behind Glove Compartment
2.2CL & 2.3CL In Front Of Shift Lever, Behind Ashtray
2.5TL In Front Of Shift Lever, Behind Ashtray
3.0CL In Front Of Shift Lever, Behind Ashtray
3.2TL & 3.5RL In Front Of Shift Lever, Behind Ashtray
AUDI
AUDI - IMPORTED CARS & TRUCKS

A4
1996 Next To Rear Ashtray
1997-01 (1.8L Turbo) Behind Cover, Under Left Side Of
Steering Column
1997-99 (2.8L V6) Under Cover, Next To Rear Ashtray
1997- Under Left Side Of Dash, Behind
Cover
A6
1995 Under Ashtray, In Front Storage
Compartment Of Center Console
1996-97 Under Cover, Next To Parking
Brake Handle
Cabriolet
1994-96 In Fuse/Relay Block, On Left Side
Of Dash
1997-98 Under Ashtray, At Rear Of Center
Console
Coupe GT, 4000S & 4000S Quattro In Fuse Socket, On Fuel Pump Relay
80 In Fuse Socket, On Fuel Pump Relay
90
1988-92 In Fuse Socket, On Fuel Pump Relay
1993 In Main Fuse/Relay Block, On
Plenum Tray
1994-95 In Fuse/Relay Block, On Left Side
Of Dash
100
1992-94 In Auxiliary Relay Station No. 1, On
Left Rear Of Engine Compartment
5000CS Quattro, 5000CS Turbo & 5000S In Fuse Socket, On Fuel Pump Relay
BENTLEY
BENTLEY - IMPORTED CARS & TRUCKS

1996-00
All Models In Glove Compartment
2001-04
Arnage Below Left Side Of Dash
2001-
Azure Convertible In Glove Compartment
Continental In Glove Compartment
BMW
BMW - IMPORTED CARS & TRUCKS
Z3 Behind Cover, On Right Side Of Center
Console
Z4 & Z8 Under Left Side Of Dash, Left Of Steering
Column, Behind Cover
318 & 325
1991 On Bracket, Above Thermostat Housing
1992-95 On Right Rear Of Engine Compartment
1996 Under Left Side Of Dash, Behind Panel
Labeled OBD
330 Behind Cover, Under Left Side of Dash
Above Hood & Trunk Releases
524t On Top Rear Of Engine
525i & 535i
1990-91 (Black 20-Pin Connector) Left Rear Corner Of Engine Compartment
1992-95 Outside Of Engine Compartment
Fuse/Relay Block
528e On Intake Manifold Bracket, Behind
Thermostat Housing
635CSi On Bracket, Next To Fuse/Relay Block
735i
1986-87 On Bracket, On Top Of Engine
1988-92 On Right Side Of Engine Compartment,
On Shock Tower
740 & 750 Under Left Side Of Dash, Behind Panel
Labeled OBD
740i & 740iL (1993-01) Behind Cover On Lower Left Corner Of A/C
Control Panel
745Li In Left Side Kickpanel, Behind Cover
Labeled OBD
750iL Behind Cover On Lower Left Corner Of A/C
Control Panel
DAIHATSU
DAIHATSU - IMPORTED CARS & TRUCKS

Charade At Upper Section Of Transmission
Rocky On Right Front Fender Panel
CHRYSLER GROUP LLC
CHRYSLER GROUP LLC - IMPORTED CARS & TRUCKS

Colt & Summit
1986-87 Above Inside Of Glove
Compartment
Compartment
1989-98 Under Left Side Of Dash, Near
Fuse/Relay Block
Colt Vista
Hood Release Handle
1990-96 Under Right Side Of Dash
Conquest & Starion Behind Glove Compartment
Expo Under Left Side Of Dash, Near
Fuse/Relay Block
Medallion On Left Side Of Firewall
Pickup Under Left Side Of Dash, Near
Fuse/Relay Block
Ram-50 Under Left Side Of Dash, Near
Fuse/Relay Block
Sigma In Glove Compartment
Stealth
1991-98 Under Left Side Of Dash, On
Fuse/Relay Block
1999 Under Left Side Of Dash, Left Of
Center Console
Summit Wagon Under Right Side Of Dash
Vista Wagon Under Right Side Of Dash
FERRARI
FERRARI - IMPORTED CARS & TRUCKS

All Models
1996- Behind Left Side Of Dash
FORD MOTOR CO.
FORD MOTOR CO. - IMPORTED CARS & TRUCKS

Aspire
Compartment
Capri
1991 Behind Right Side Of Dash, Behind
Glove Compartment
1992
1.3L On Left Rear Corner Of Engine
Compartment
Compartment
Compartment
Festiva
1992-93
1.3L On Left Rear Corner Of Engine
Compartment
Compartment
Merkur XR4Ti On Right Front Fender Apron, Near
Battery
Scorpio On Right Rear Corner Of Engine
Compartment
Tracer On Left Rear Corner Of Engine
Compartment
GENERAL MOTORS
GENERAL MOTORS & GEO - IMPORTED CARS & TRUCKS
LeMans Behind Right Kick Panel, Above ECM
Metro
1989-95 Under Left Side Of Dash, Near Fuse
Block
1996 Under Right Side Of Dash, Near
Center Console
Prizm & Prizm LSi
1989-95 On Left Front Strut Tower
Spectrum Under Right Side Of Dash, Above A/C-
Heater Blower Motor
Sprint On Left Front Shock Tower, Near
Battery
Storm
1990-91 Behind Right Side Of Dash, Above
A/C-Heater Blower Motor
Tracker
Block
1996 In Engine Compartment, Near MAP
Sensor
1997- Under Left Side Of Dash
HONDA
HONDA - IMPORTED CARS & TRUCKS

Accord
1990-95 Behind Right Side Of Dash, Above
Kick Panel
1996-97 Behind Ashtray In Center Console
Civic (1992-95) Behind Right Side Of Dash, Near
PGM-FI ECM
Civic Del Sol
1992-95 Behind Right Side Of Dash, Near
PGM-FI ECM
1996-97 Under Removable Cover On Right
Side Of Center Console
CR-V Behind Passenger Side Of Center
Console
Element
2003-11 Above Gas Pedal, Below Fuse
Block
Insight (2010-11) Below Left-of-Center Of Dash
Odyssey
1995 Behind Right Side Of Dash, Above
Kick Panel
1996-98 Behind Passenger Side Of Center
Console
Passport (1995) Behind Left Kick Panel
Prelude
1992-95 Behind Center Console
1996 Under Beverage Holder In Center
Console
1997-02 Under Removable Cover On Right
Side Of Center Console
S2000 Behind Right Side Of Center Console
HYUNDAI
HYUNDAI - IMPORTED CARS & TRUCKS

Accent (1995) In Coin Box
Sonata
1989 Under Left Side Of Dash, In Fuse
Block
1990
W/Passive Seat Belt Restraints In Fuse Block
W/O Passive Seat Belt Restraints On Lower Left Of Steering Column
INFINITI
INFINITI - IMPORTED CARS & TRUCKS

In ECCS Control Unit, Behind Center
G20 (1993-95) Console
I30 (1995) Beside Fuse Box
J30
1994-95 In ECM, Behind Right Kick Panel
M30 Under Left Side Of Dash, Near Fuse
Block
Q45
Block
1994-95 In ECM, Behind Right Kick Panel
ISUZU
ISUZU - IMPORTED CARS & TRUCKS

Amigo & Pickup
1990-95 Behind Left Kick Panel, Near ECM
1998-00 Lower Left Corner Of Dash, Behind
Small Cover
Hombre Under Lower Left Side Of Dash, Behind
Cover
Impulse
1986-89 Under Left Side Of Dash, Above ECU
1993-95 Behind Left Kick Panel, Near ECM
I-Mark Behind Right Side Of Dash, Above A/C-
Heater Blower Motor
Oasis Behind Right Side Of Center Console
Rodeo
1991-95 Behind Left Kick Panel
1996- Lower Left Side Of Dash, Behind
Small Cover
Stylus Behind Right Kick Panel
Trooper & Trooper II
1987-91 Under Center Console
1992
DOHC Behind Center Of Dash, Right Of
Steering Column
SOHC Under Left Side Of Dash
1993-95 Under Left Side Of Dash, Right Of
Steering Column
1996-02 Lower Left Side Of Dash, Behind
Small Cover
VehiCROSS Under Left Side Of Dash
JAGUAR
JAGUAR - IMPORTED CARS & TRUCKS

XJR (1995-97) Near Center Console
XJS
1992 On Left Rear Trunk Wheel Arch,
Behind Trim Panel
1993-94 Under Battery Tray, On Right Front
Of Luggage Compartment
1995-96 Near Center Console
XJ6
1992 On Left Rear Of Engine
Compartment
1993-94 Under Battery Tray, On Right Front
Of Luggage Compartment
Center Console
XJ12 Near Center Console
KIA
KIA - IMPORTED CARS & TRUCKS

Sephia
1994 On Center Of Firewall
1995 & 1996
1.6L Under Center Of Dash, Mounted On
Floorboard
2.0L Under Right Side Of Dash, Near
Kick Panel
Sportage
1994 On Center Of Firewall
1995 & 1996
1.6L Under Center Of Dash, Mounted On
Floorboard
2.0L Under Right Side Of Dash, Near
Kick Panel
LAND ROVER
LAND ROVER - IMPORTED CARS & TRUCKS

Defender 90 Behind Fuse Cover, In Center Of Console
Range Rover Under Right Side Of Dash, In Footwell
LEXUS
LEXUS - IMPORTED CARS & TRUCKS

ES Series
1990-91
DLC Near Left Shock Tower
Total Diagnostic Communication Link Connector Under Left Side Of Dash
1992-94
DLC No. 1 On Bracket, Behind Right Front
Strut Tower
DLC No. 2 & 3 Under Left Side Of Dash
1995-97 In Fuse Box At Lower Left Of Dash
GS Series
1990-95
DLC No. 1 On Bracket, On Top Of Engine
DLC No. 2 Under Left Side Of Dash
LS Series
1990-94
DLC No. 1 On Bracket, On Top Of Engine
DLC No. 2 Under Left Side Of Dash
SC Series
1992-95
DLC No. 1 On Bracket, Behind Right Front
Strut Tower
DLC No. 2 & 3 Under Left Side Of Dash
MAZDA
MAZDA - IMPORTED CARS & TRUCKS

B-Series
1989-93
Engine Control Check Connector (Black 6-Pin) Near Windshield Washer Motor
Trouble Codes Connector (Green 1-Pin) Near Black 6-Pin Connector (Engine
Control)
1994-95 On Right Front Fender Panel
Miata (1990-95) On Left Rear Of Engine Compartment,
Near Master Cylinder
MPV (1989-95)
Engine Control Unit (Green 6-Pin & 1-Pin Connectors) On Left Side Of Engine Compartment,
Near Inner Fender Panel
MX-3 Mounted On Bracket, On Left Front Strut
Tower
MX-6 & 626
1988 Behind Left Front Shock Tower
1989 On Left Front Corner Of Engine
Compartment
1990-91 At ECU Connector Terminal
Compartment
1993 On Side Of Fuse/Relay Block, Near
Battery
1994-95 On Left Front Fender Apron
Navajo
Compartment
1994-95 On Right Front Fender Panel
Protege
1987-89 On Passenger's Footwell (Left Foot
Area)
1990-95 On Left Side Of Firewall, Near Wiper
Motor
RX7
1986-88 (3 Check Connectors) At Left & Right Corners Of Engine
Compartment
1989-91 (Green 6-Pin Connector) Behind Ignition Coil
1993-95 On Bracket, On Left Front Strut Tower
323
1986-88 Front Left Of Engine Compartment,
Near Ignition Coil
1989 (Green 6-Pin & Green 1-Pin Connectors) On Left Side Of Firewall
1990-95 On Left Side Of Firewall, Near Wiper
Motor
929
1989 Near Air Cleaner
1990-91 (Green 6-Pin Connector) In Left Front Corner Of Engine
Compartment
1992-93 Mounted On Air Cleaner Housing
MERCEDES-BENZ
MERCEDES-BENZ - IMPORTED CARS & TRUCKS
C-Class (1994) On Right Rear Of Engine Compartment
E-Class
1994-97 On Right Rear Of Engine
Compartment
G-Class Under Left Side Of Dash, Behind Cover
ML-Class Under Left Side Of Dash, Behind Cover
S-Class
140 Platform (1994-99) On Right Rear Of Engine
Compartment
190 Series
1986-87 On Left Rear Of Engine Compartment
1988-93
All Models In Engine Compartment, On Left
Front Fender
California (OBD) On Right Side Of Firewall, Near
Battery
1994 On Right Rear Of Engine
Compartment
260E
1987 On Left Front Fender Apron, Next To
Ignition Control Module
1988-89
Front Fender
Battery
300 Series
1986-87 On Left Front Fender Apron, Next To
Ignition Control Module
1988-92
Front Fender
Battery
1993
Except 300E Left Fender Apron
300E Right Rear Corner Of Engine
Compartment
1994-95 (All Models) On Right Rear Of Engine
Compartment
400 & 500 Series
1993
12-Pin Connector On Rear Of Left Front Inner Fender
Panel
38-Pin (Impulse Readout) In Module Box, On Right Rear Of
Engine Compartment
Compartment
420SEL & 560 Series (Except 2.2L)
1986-89
Front Fender
Battery
1990-91 In Engine Compartment, On Left Front
Fender
560 Series (2.2L) On Lower Left Side Of Engine Connector
MITSUBISHI
MITSUBISHI - IMPORTED CARS & TRUCKS

Diamante (1992-98) Under Left Side Of Dash, Near
Fuse/Relay Block
Expo Under Left Side Of Dash, Near
Fuse/Relay Block
Montero
1986-88 Left Rear Corner Of Engine
Compartment
Pickup Under Left Side Of Dash, Near
Fuse/Relay Block
Raider
Compartment
3000GT
1991-98 Under Left Side Of Dash, On
Fuse/Relay Block
1999 Under Left Side Of Dash, Left Of
Center Console
NISSAN
NISSAN - IMPORTED CARS & TRUCKS

Altima
1993-94 On Driver-Side Of Center Console,
Above Accelerator Pedal
1995-96 Below Fuse Box
Maxima
1995-96 Below Fuse Box
NX & Sentra Under Left Side Of Dash, Near Fuse
Block
Pulsar NX
1986 Above Right Side Of Dash, Below
Wiper Motor
1987 Above Steering Column
Quest (1993-95)
CONSULT Tester Connector On Driver-Side Of Center Console,
Above Accelerator Pedal
Self-Test Connector Located Near Starter
Stanza Below Center Of Dash, Near Center
Console
Van On Right Side Of Engine Compartment,
Behind Fuel Filter
200SX (1995-96) Below Fuse Box
240SX
1991-94 Under Left Side Of Dash, Below
Fuse Block
1995-96 In Glove Box
300ZX (1990) Near Parking Brake
PEUGEOT
PEUGEOT - IMPORTED CARS & TRUCKS

505 Series On Lower Left Side Of Engine Connector
PORSCHE
PORSCHE - IMPORTED CARS & TRUCKS

911 Series
1992-95 In Passenger's Footwell
1996 Left Side Of Center Console
928S Top Front Of Engine
944 Series On Left Side Of Engine Compartment
RENAULT
RENAULT - IMPORTED CARS & TRUCKS

Sportwagon
Engine Diagnostic On Center Of Firewall
Fuel Injection Diagnostic Right Rear Of Engine Compartment,
Behind Airflow Meter
ROLLS-ROYCE
ROLLS-ROYCE - IMPORTED CARS & TRUCKS

All Models
1996-00 In Glove Compartment
2001- Under Left Side Of Dash
SAAB
SAAB - IMPORTED CARS & TRUCKS

900 Series
1986-90 In Front Of Fuse/Relay Panel
1991-93 Under Back Seat, On Right Side
1994
Convertible Under Rear Seat
Hatchback Under Steering Column
All Others Under Right Front Seat
9000 Series
1990 On Left Side Of Engine Compartment
1991-92 Under Passenger's Seat
1993 On Left Of Firewall
1994-95 Under Right Front Seat
SUBARU
SUBARU - IMPORTED CARS & TRUCKS

Brat, Coupe, Hatchback, Sedan & Wagon
1987
Read Memory Connector Under Left Side Of Dash, Next To
MFI/SMFI Control Unit
Test Mode Connector
MFI On Left Side Of Dash, Next To MFI
Control Unit
Sequential MFI On Left Side Of Firewall
1988-89 On Left Side Of Dash, Next To ECU
Forester Under Left Side of Dash, Behind Cover
Justy
1987-88
Read Memory Connector (Factory) On Right Front Fender, Near Strut
Tower
Test Mode Connector On Driver-Side Kick Panel Or ECU
1989-95
Read Memory Connector (Factory) Under Left Side Of Dash
Test Mode Connector On Driver-Side Kick Panel Or ECU
Legacy
1990-94
Check Connector (Black Connector) Behind Right Side Of Steering
Column, Near Heater Case
Diagnostic Connector (Black 4-Pin Connector) Behind Right Side Of Steering
Read Memory Connector (Black Connector) Behind Knee Panel, Right Of Steering
Column
Select Monitor Connector (Yellow Connector) Behind Right Side Of Steering
Test Mode Connector (Green Connector) Behind Knee Panel, Right Of Steering
Column
1995- Under Left Side Of Dash, Behind Cover
Loyale
1990-91
MFI (5-Pin Connector) In Front Of ECU
SMFI (Yellow 9-Pin & Black 13-Pin Connectors) Near Brake Booster
1992-95
Diagnostic Check Connector Behind Brake Booster
(Yellow 9-Pin & Black 13-Pin Connectors)
Diagnostic Read-Memory Connector Behind Left Front Strut Tower
(2-Single Wire Connectors)
Outback & Outback Sport Under Center Of Dash
SVX
1997 Right Of Steering Column, On Center
Console
SUZUKI
SUZUKI - IMPORTED CARS & TRUCKS

Esteem (1995) Near Battery
Samurai
1986-90 Under Right Side Of Dash, Behind
Glove Compartment
1991-92 On Right Side Of Firewall
1993-95 Under Left Side Of Dash, In Fuse
Block
Sidekick & X90
Block
1992-93
ALDL Connector Under Left Side Of Dash
Engine Connector Under Left Side Of Dash, Near
Fuse Block
1994-96 In Engine Compartment, Near
Battery
Swift
Block
1992
ALDL Connector Under Left Side Of Dash
Diagnostic Test Terminal In Fuse Block
Block
TOYOTA
TOYOTA - IMPORTED CARS & TRUCKS

Camry
1983-90 Next To Brake Master Cylinder
1991 Near Left Front Shock Tower
1992-95
4-Cylinder Near Wiper Motor
V6 Under Left Side Of Dash
Celica
1983-84 Next To Battery
1985-95 Behind Left Front Shock Tower
Celica Supra Rear Of Battery, Near Relay Panel (2-Pin
Connector)
Corolla
Front Wheel Drive
1987 Side Of Left Front Shock Tower (2-
Pin Connector)
1988-94 Behind Left Front Shock Tower
Rear Wheel Drive
1985-86 Side Of Right Front Shock Tower
(2-Pin Connector)
1987 Right Rear Corner Of Engine
Compartment
Cressida
1988-93
Check Connector On Left Front Shock Tower
Total Diagnostic Communication Link Connector Under Left Side Of Dash
Land Cruiser (1988-94) Near Wiper Motor
MR2
1986-90 Near Airflow Meter
Compartment, Near MAP Sensor
Paseo (1992-95) On Side Of Engine Compartment
Fuse/Relay Block No. 2, Near Battery
Pickup
1984-86 Near Ignition Coil, Near Master
Cylinder (2-Pin Connector)
1987-90 Right Front Inner Fender Panel, Near
Relay Block
1992-94 On Side Of Engine Compartment
Previa
1992-93 Under Front Of Driver's Seat
1994
Except Supercharged Under Center Console, Near Parking
Brake Lever
Supercharged Under Cover, On Top Center Of
Instrument Panel
1995-97 On Top Center Of Instrument Panel
RAV4 Under Dash, Near Center Console
Starlet
1981-82 On Instrument Panel Fuse Block, On
Top Of Dash
1983-84 Right Rear Of Engine Compartment
Supra
1986-90 Rear Of Battery, Near Relay Panel
1991-92 On Left Front Shock Tower
1993-94
DLC No. 1 On Right Side Of Firewall
DLC No. 2 Under Left Side Of Dash, Near Kick
Panel
Tacoma & T100
1993 On Side Of Engine Compartment
1994-95
Except OBD-II DLC On Side Of Engine Compartment
Fuse/Relay Block No. 2, Near
Battery
OBD-II DLC Under Left Side Of Dash
Tercel
1987-90 In Engine Compartment, Next To
Master Cylinder
1995-98 Near Steering Column
Van Near Airflow Meter
4Runner
1985-86 Near Ignition Coil, Next To Master
Cylinder (2-Pin Connector)
VOLKSWAGEN
VOLKSWAGEN - IMPORTED CARS & TRUCKS

Cabrio
1996 In Center Console, Below
Tachometer
1997-02 On Center Dash, Behind Panel Near
Ashtray
Corrado Under Center Console Trim Plate
Fox Under Center Console, Near Shift Lever
Golf
1993 On Center Of Dash, Below A/C-
Heater Control Knobs
1994 Under Center Console
1998-03 In Center Console
Golf III 2.0L
1995-96 Below A/C-Heater Control Panel
1997-98 On Center Dash, Behind Panel
Adjacent To Ashtray
GTI
GTI 2.8L On Center Dash, Behind Panel Adjacent
To Ashtray
Jetta
Jetta III 2.0L
1995-96 Below A/C-Heater Control Panel
1997-98 On Center Dash, Behind Panel
Adjacent To Ashtray
Jetta/Jetta III 2.8L On Center Dash, Behind Panel Adjacent
To Ashtray
New Beetle Lower Part of Dash, In Front Of Shift
Lever
Passat
1992-94 Under Center Console, Forward Of
Shift Lever
1995-97 On Center Dash, Behind Panel Near
Ashtray
Toureg
2004-2007 In the cover of the drivers side
footwell, to right of engine hood
release lever
VOLVO
VOLVO - IMPORTED CARS & TRUCKS

C30 Under Left Center Of Dash
C70 Behind Cover, Below Parking Brake
Lever
S40 Under Left Center Of Dash
S70 Behind Cover, Below Parking Brake
Lever
S90 Behind Cover, Below Parking Brake
Lever
V40 Under Left Center Of Dash
V70 (1997-00) Behind Cover Below Parking Brake Lever
V90 Behind Cover, Below Parking Brake
Lever
240
Compartment
1993 Behind Left Front Strut Tower
740 & 760
1986-92
Ignition System On Left Front Fender Apron
Fuel Injection (1990-92 Only) Left Rear Corner Of Engine
Compartment
780 On Left Front Fender, Behind Air Cleaner
Housing
850
1993 On Center Console, Forward Of Shift
Lever & Near ECM
1994-95
Non-Turbo On Right Front Strut Tower
Turbo Behind Cover, Forward Of Shift
Lever
1996-97 Behind Cover, Forward Of Shift Lever
940
1991-93
Ignition System On Left Front Fender Apron
Fuel Injection Left Rear Corner Of Engine
Compartment
1994-95 Behind Left Front Strut Tower
960
1996 In Center Console, To Right Of
Parking Brake Lever
1997 Behind Cover, Forward Of Shift Lever
BRAKE SYSTEM
BRAKES Ford Motor Co. Disc & Drum
commercial chassis.
NOTE: For any problems with abbreviations please see the ABBREVIATIONS article in
the GENERAL INFORMATION Section.
MODEL IDENTIFICATION
Series (1) Model
"A" Aerostar
"E" RWD Van
"F" Pickup
"R" Ranger
"U" Bronco & Explorer
(1) Vehicle series is fifth character of VIN.
Front disc and rear drum brakes are standard on all models except "F" Series Super Duty, which comes with
front and rear disc brakes. A single anchor, dual piston brake assembly is used on E250/350, F250/350 and front
and rear on "F" Series Super Duty. All other models use a single piston, pin rail sliding caliper front disc brake
system. Rear drum brake assembly consists of a support plate, 2 brake shoes, return springs, automatic adjuster
components and one dual piston wheel cylinder. On Aerostar, Explorer and Ranger, brake drums are available
in 9" and 10" sizes.
On rear drum brake models, parking brake is actuated by a cable, which pulls the parking brake lever located
inside rear brake assembly. The lever pivots parking brake strut between brake shoes. This movement pushes
outward on brake shoes. The brake shoe linings are made of asbestos-free fiberglass material.
"F" Series Super Duty, equipped with rear disc brakes, uses a cable actuated, transmission mounted parking
brake. Transmission mounted parking brake is situated on transmission extension housing, and consists of a
case assembly and cable actuated 9" x 3" Bendix brake assembly. See Fig. 1. Case assembly consists of roller
bearings, companion flange and mainshaft, assembled in a one-piece aluminum housing. Case assembly has a
lubrication supply separate from transmission.
NOTE: All Figures in this article are Courtesy of Ford Motor Co.
Fig. 1: Locating Trans. Mounted Parking Brake ("F" Series Super Duty)
Aerostar is equipped with a cartridge master cylinder and vacuum booster. The cartridge-type master cylinder
has, in addition to the standard primary and secondary pistons, a by-pass proportioning valve and differential
pressure switch.
Bronco, Explorer, Ranger and "E" & "F" Series models are equipped with dual master cylinder and vacuum
booster. The dual master cylinder has primary and secondary pistons and separate primary and secondary fluid
reservoirs. "F" Series Super Duty model uses a dual master cylinder and hydro-boost. On all models, caliper is
secured to steering knuckle by 2 caliper retaining pins. Aerostar, Explorer and Ranger use a dual-diaphragm
vacuum booster; all others use single or dual-diaphragm vacuum booster.
The single and dual-diaphragm (tandem) vacuum boosters are self-contained, vacuum power brake units. The
booster assists in actuating master cylinder push rod. Booster contains either a single or dual vacuum-suspended
diaphragm which uses engine manifold vacuum or atmospheric pressure for power. Diesel powered vehicles use
a belt-driven vacuum pump to provide vacuum for booster actuation.
A mechanically operated booster check valve controls power brake application and release in relation to foot
pressure applied to check valve operating rod. Booster check valve is the only serviceable component of brake
booster assembly. The "F" Series Super Duty hydro-boost is hydraulically operated by the power steering pump
and provides a variable power assist regulated by brake pedal pressure.
Hydro-boost has a reserve system (compressed gas accumulator) which stores enough fluid under pressure to
provide at least 2 power-assisted brake applications if power steering pump fluid flow stops. Brakes can also be
operated manually if reserve system is lost.
Hydro-boost power units in normal condition produce certain noises. These noises occur when brakes are used
more than usual. In general, these noises are hissing, clunks, clicks and chattering. Hydro-boost hisses when
greater than normal braking effort is used. Hissing increases when pedal effort and operating temperatures
increase. Loud hissing at normal pedal effort of 25-35 lbs. (11-16 kg.) or less should be investigated. Clunk,
chatter and clicking noises are heard when brake pedal is quickly released from hard braking.
A fluid level indicator is located in the plastic reservoir of each master cylinder. It is not serviced separately. It
consists of a float, magnet assembly and reed switch. The magnet operates the reed switch when fluid is low
and activates a dash-mounted warning light.
WARNING: Hydro-boost unit should not be carried by accumulator. DO NOT drop

hydro-boost on accumulator. Snap ring should be checked for proper
seating before booster is used. Accumulator contains high pressure
nitrogen gas and can be dangerous if mishandled. Before disposing of
boosters, drill a 1/16" (1.6 mm) hole in end of accumulator can to relieve
gas pressure.
The cartridge-type master cylinder on Aerostar uses a pressure differential warning switch. This switch lights
brake warning light on dash if pressure in either front or rear brake system becomes too low.
Aerostar and some Bronco and "E" & "F" Series vehicles use a proportioning valve integral with master
cylinder. See Fig. 2. This proportioning valve has a by-pass feature. The proportioning valve restricts hydraulic
pressure to the rear brakes to prevent lock-up. The by-pass feature allows full hydraulic pressure to the rear
brakes in case of front brake system failure.
Fig. 2: Examining Master Cylinder & Proportioning Valve (Bronco, "E" & "F" Series)
"F" Series Super Duty vehicles are equipped with a height sensing proportioning valve. See Fig. 3. The height
sensing proportioning valve monitors changes in vehicle height. This valve automatically provides optimum
front-to-rear brake balance, regardless of vehicle load. The valve controls pressure to rear brakes by sensing
vehicle load conditions through movement between rear axle and body. As vehicle load increases (resulting in
decreased vehicle height), higher brake line pressure to rear brakes is allowed. The valve is located on No. 5
crossmember.
CAUTION: If height sensing proportioning valve linkage is disconnected, proper

indexing will be lost. A new sensing valve must be installed. The new
sensing valve will have the shaft pre-set and secured internally. If shaft
turns freely, DO NOT USE.
Fig. 3: Examining Height Sensing Proportioning Valve ("F" Series Super Duty)
CAUTION: Aftermarket load leveling kits, air shocks or modifications which change
curb ride height and/or spring deflection rate provide false readings to
height sensing proportioning valve. These modifications may result in
unsatisfactory brake performance, which in turn could result in an
accident.
BLEEDING BRAKE SYSTEM

Bleed hydraulic system whenever air has been introduced into system. Bleed master cylinder and brakes at all 4
wheels if master cylinder lines have been disconnected or master cylinder has run dry. Bleed brakes with
pressure bleeding equipment or by manually pumping brake pedal while using bleeder tubes. Always bleed
brake lines in sequence. See BLEEDING SEQUENCE.
NOTE: Do not allow reservoir to run dry during bleeding operation.
MANUAL BLEEDING
NOTE: Manual bleeding procedures for Bronco and "E" & "F" Series vehicles are not
available from manufacturer, but should be similar to other manual bleeding
procedures.
1. Clean master cylinder cap and surrounding area. Remove cap. Explorer and Ranger models are equipped
with dual-type master cylinder. Aerostar has a cartridge-type master cylinder. On Explorer and Ranger,
bleed primary and secondary systems separately. On Explorer and Ranger, loosen primary or secondary
master cylinder hydraulic line fitting. See Fig. 4.
Fig. 4: Bleeding Master Cylinder (Typical)
2. On Aerostar, loosen either master cylinder hydraulic line. On all models, wrap a cloth around brake lines
to absorb escaping brake fluid (on Aerostar, bleed longest line first). Slowly push brake pedal down to
force out air. With pedal fully depressed, tighten fittings to prevent air from being sucked into master
cylinder when pedal is released. Release pedal.
3. Repeat procedure until air is completely purged from master cylinder. When all air has escaped, tighten
fittings with pedal down. Release pedal, and depress again. If pedal is not firm, repeat bleeding
procedure.
4. On Aerostar, attach a rubber drain hose to bleeder fitting on front of master cylinder. Submerge hose in
small container half-filled with clean brake fluid. Open bleeder fitting. Loosen bleeder fitting about3/4
turn. Slowly push down brake pedal completely.
5. Close bleeder fitting, and return pedal to fully released position. Repeat procedure until all air is purged
from master cylinder. On all models, repeat procedure at bleeder fitting on Rear Anti-Lock Brake Electro-
Hydraulic Valve and each wheel cylinder. See BLEEDING SEQUENCE under BLEEDING
SEQUENCE. See Fig. 5. When bleeding is complete, fill master cylinder to proper level.
Fig. 5: Bleeding Wheel Cylinders (Typical)
PRESSURE BLEEDING
1. Clean master cylinder cap and surrounding area. Remove cap. With pressure tank at least 1/2 full of
specified fluid and charged between 10-30 psi (.7-2.0 kg/cm2 ), use adapters to connect tank to master
cylinder. Follow equipment manufacturer's pressure instructions.
CAUTION: NEVER exceed 50 psi (3.5 kg/cm2 ) during bleeding.
2. Open pressure bleeder valve. On Aerostar, attach one end of rubber drain tube to master cylinder bleeder
fitting. Open bleed fitting. On all others, bleed master cylinder primary and secondary hydraulic lines
individually. Put shop towels in place to catch brake fluid.
3. Open lines. On all models, allow brake fluid to flow out until all air is purged. Close bleed fitting and
hydraulic line. Close pressure bleeder valve. Attach rubber drain hose to first wheel cylinder bleeder
valve to be serviced. See Fig. 5. Refer to BLEEDING SEQUENCE under BLEEDING SEQUENCE.
4. Place other end of hose in clean glass jar partially filled with clean brake fluid so end of hose is
submerged in fluid. Open pressure bleeder valve. Open bleeder fitting. Close bleeder fitting when fluid
flow is free of bubbles. Repeat procedure on remaining wheel cylinders in sequence. See BLEEDING
SEQUENCE.
5. When bleeding operation is complete, close pressure bleeder valve, and remove tank hose from adapter
fitting. Check brake pedal operation. Ensure master cylinder is full of fluid.
BLEEDING SEQUENCE
Before bleeding system, remove all vacuum from power unit by depressing brake pedal several times. Bleed
master cylinder first, followed in sequence by rear wheel cylinders, anti-lock system components (if equipped)
and calipers. See BLEEDING SEQUENCE.
BLEEDING SEQUENCE
Application Sequence
All Models RR, LR, ABS Valve (if equipped), RF, LF
BLEEDING HYDRO-BOOST UNIT
"F" Series Super Duty
1. Fill power steering pump reservoir with Motorcraft MERCON multipurpose automatic transmission fluid.
Crank engine several seconds with coil wire disconnected. Check and add fluid if necessary. Start engine.
Turn wheels from lock-to-lock twice.
2. Turn engine off. Depress brake pedal several times to discharge accumulator. Start engine, and turn
wheels from lock-to-lock twice. If foaming occurs, stop engine, and allow foam to dissipate. Repeat lock-
to-lock procedure until all air is removed from system.
NOTE: Hydro-boost is generally self-bleeding. Listed procedure will normally bleed air
from system. Normal vehicle operation will remove any additional air.
ADJUSTMENTS
VACUUM POWER BOOSTER PUSH ROD
NOTE: Brake booster push rod on Aerostar should not be readjusted.
1. Push rod has an adjustment screw to maintain correct distance between booster push rod and master
cylinder piston. If push rod is adjusted too long, it prevents master cylinder piston from completely
releasing hydraulic pressure, causing brakes to drag. If push rod is adjusted too short, it causes excessive
pedal travel and an undesirable clunk in booster area.
2. Remove master cylinder to gain access to push rod. To check screw adjustment, fabricate a gauge. See
Fig. 6.
3. Place gauge against master cylinder mounting surface of booster. Adjust push rod screw by turning it
until end of screw just touches inner edge of gauge slot.
Fig. 6: Adjusting Brake Booster Push Rod (All Models Except Aerostar & "F" Series Super Duty)
BRAKE PEDAL LINKAGE
Remove spring clip and washer from lower end of brake pedal rod. Remove lower end of rod from bellcrank
pin. Loosen jam nut. Hold brake pedal against rubber stop. Turn brake rod into clevis until lower hole lines up
with pin on bellcrank. Slide brake rod onto pin of bellcrank, and attach washer and spring clip. See Fig. 7.
Fig. 7: Adjusting Brake Pedal Linkage ("F" Series Super Duty)
HEIGHT SENSING PROPORTIONING VALVE
1. Raise rear of vehicle using body jacks to gain a clearance of 6 5/8" (168 mm) between bottom surface of
each rubber jounce bumper and rear axle housing. See Fig. 8. Remove nut from valve shaft, and remove
leading arm.
Fig. 8: Adjusting Height Sensing Proportioning Valve ("F" Series Super Duty)
2. Remove bushing and clip from leading arm. Install new bushing and clip from linkage kit (E8TZ-2L 193-
A). Rotate valve shaft one full turn in either direction. Position valve shaft with flat at bottom and parallel
with ground. See Fig. 8.
3. Install Indexing Plate (T90T-2588-A) on valve shaft. Install so flat on indexing plate is aligned with flat
on valve shaft. Indexing plate slot must be fully seated on valve shaft. Upper surface of indexing plate
must rest on valve body.
4. Rotate indexing plate counterclockwise until edge of indexing plate touches brake hose block. See Fig. 8.
While holding indexing plate in position, install leading arm of linkage over splined part of valve shaft.
Fully seat leading arm onto splines. Reinstall valve shaft nut. Remove indexing plate.
PARKING BRAKE
NOTE: Aerostar parking brake system is self-adjusting and requires no adjustment. On

all other models except "F" Series Super Duty, initial adjustment procedure
must be performed if tension limiter is replaced. If tensioner limiter has not
been replaced, use field adjustment to remove cable slack.
Field Adjustment (Explorer & Ranger)
1. Adjust service brakes before adjusting parking brake cable. Ensure brake drums are cold. Apply parking
brake to fully depressed position. Grip threaded rod to prevent it from spinning.
2. Thread equalizer nut 6 full turns past its original position on threaded rod. Check cable tension at rear of
equalizer assembly using Cable Tension Gauge (021-00018). If tension is not 400-600 lbs.(182-272 kg),
repeat step 2).
3. Release pedal, and check rear wheel drag. If drag is noted, remove drums, and check for clearance
between parking brake lever and cam plate. Cables should be tight enough to allow full application of rear
brakes and loose enough to allow full release of rear brakes.
NOTE: Tension limiter will reset parking brake tension any time system is
disconnected if distance between bracket and cinch strap hook is reduced
during adjustment. When adjustment has been performed so cinch strap
contacts bracket, system tension will increase greatly. This may cause an over-
tension condition. When available adjustment travel has been used, replace
tension limiter.
NOTE: If rear brake shoes are removed for any reason, parking brake cable tension
should be checked and adjusted.
Initial Adjustment (Bronco, "E" & "F" Series)
1. Adjust rear brakes before adjusting parking brake cables. Press parking brake lever to last detent position.
On models with hand-operated (Orschein) parking brake, turn handle adjustment knob clockwise to end
of travel. Apply parking brake. On all models, grip tension limiter housing to prevent it from spinning.
2. On Bronco and F150/350, thread equalizer nut 2.78-3.02"(70.6-76.7 mm) up rod. On E150/350, thread
equalizer nut 2.98-3.22" (75.7-81.8 mm) up rod. Ensure cinch strap has slipped so less than 1.50" (38.1
mm) remains exposed. See Fig. 9.
3. On models with Orschein parking brake, release parking brake. Turn handle adjustment knob
counterclockwise to obtain a minimum tension of 350 lbs. (159 kg) on Cable Tension Gauge (021-00018)
with parking brake fully applied.
Fig. 9: Adjusting Parking Brake (Except Aerostar & "F" Series Super Duty)
Field Adjustment (Bronco, "E" & "F" Series)
1. Adjust rear brakes before adjusting parking brake cables. Use this procedure to correct slack in cable.
Ensure brake drums are cold. Press parking brake to fully applied position. On models with Orschein
parking brake, apply parking brake. On all models, grip tension limiter housing to prevent it from
spinning.
2. Thread equalizer nut 6 turns past original position until cinch strap begins to slip. Check cable tension at
rear of equalizer assembly using Cable Tension Gauge (021-00018). Tension should be at least 310 lbs.
(140 kg) on models with Orschein parking brake and 350 lbs. (159 kg) on all others. If tension is below
specifications, adjust equalizer nut again.
3. Release parking brake pedal or parking brake handle, and check for rear wheel drag. If drag is noted,
remove drums, and check for clearance between parking brake lever and cam plate. Clearance should
be .015" (.38 mm) with parking brake fully released. If clearance is incorrect, readjust parking brake
cable.
NOTE: Tension limiter will reset parking brake tension any time system is
disconnected if distance between bracket and cinch strap hook is reduced
during adjustment. When adjustment has been performed so cinch strap
contacts bracket, system tension will increase greatly. This may cause an over-
tension condition. When available adjustment travel has been used, replace
tension limiter.
Field Adjustment For Tight System (Bronco, "E" & "F" Series)
1. Ensure brake drums are cold. Press parking brake pedal to floor. Release parking brake. Apply and
release once again. Pressing park brake pedal to floor causes tension limiter to automatically set cable
tension and pedal feel.
2. Release parking brake lever. Install Cable Tension Gauge(021-00018) on cable, 2 1/2" behind equalizer.
Apply parking brake. Cable tension should be a minimum of 350 lbs. (159 kg). If tension is below
specification, repeat procedure.
Transmission Mounted Parking Brake Field Adjustment ("F" Series Super Duty)
1. Use this procedure to correct excess parking brake actuation lever travel. On foot actuated lever, raise
vehicle and set on jack stands. Shift transmission to Neutral, and release parking brake. Loosen parking
brake clevis adjusting jam nut several turns.
2. Remove lock pin and clevis pin from clevis. See Fig. 10. Hold lever and cable, removing slack. Screw
adjusting clevis onto threaded end of cable until parking brake lever hole and clevis hole meet. Rotate
clevis about 10 turns. Tighten jam nut. Rotate driveshaft to ensure rear brakes are not dragging. Lower
vehicle to ground. Check parking brake for proper operation.
3. On vehicles with Orschein hand-actuated parking brake lever, turn handle adjustment knob to obtain one
inch of travel. See Fig. 10. Release parking brake. Loosen parking brake clevis adjusting jam nut several
times. Install parking brake cable into parking brake mounting bracket.
4. Hold parking brake actuation lever in applied position. Screw adjusting clevis onto threaded end of cable
until parking brake lever hole and clevis hole meet. Rotate clevis about 10 turns. Tighten jam nut.
Assemble clevis to parking brake actuation lever. Check parking brake for proper operation. Turn
adjustment knob on parking brake actuation lever for additional adjustment.
Fig. 10: Adjusting Parking Brake ("F" Series Super Duty)
BRAKE SHOES
NOTE: Rear brake shoes are automatically adjusted when vehicle is driven forward and
backward and brakes are applied sharply. Manual adjustment is required if
brakes do not self-adjust or after brake shoes have been removed or replaced.
Drums Removed
1. Adjust with brake drums cold and parking brake correctly adjusted. Measure brake drum inside diameter
using brake shoe adjustment gauge. See Fig. 11.
Fig. 11: Measuring Brake Drum & Shoe Diameter
2. Reverse adjustment gauge. Apply gauge to brake shoes on a line parallel to ground and through center of
axle. Hold adjusting lever away from adjusting screw. Turn screw until outside diameter of shoes contacts
gauge. See Fig. 11.
3. Install brake drum and wheel assembly. Complete adjustment by applying brakes quickly several times
while driving vehicle alternately forward and backward. Check brake operation by stopping often while
driving forward.
Drums Installed
1. Raise vehicle, and support with safety stands. Remove adjusting hole cover rubber plug. Turn adjusting
screw and expand brake shoes until drag is felt against brake drum.
2. Loosen adjusting screw 10-12 notches. Drum should rotate freely without drag. If drum does not rotate
freely, remove wheel and drum. Lubricate brake shoe contact areas on backing plate.
3. Reinstall wheel and drum. Install adjusting hole cover. Apply brakes. If brake pedal travels more than
halfway to floor, clearance between brake shoes and drums is too great. Additional adjustment is
required.
DISC PADS
As brake pads wear, caliper piston remains in constant contact with brake pad, eliminating need for adjustment.
TROUBLE SHOOTING
MASTER CYLINDER
Changes in brake pedal feel or travel signal something could be wrong in brake system. When diagnosing brake
system problems, use brake warning light, pedal feel/travel and fluid level as indicators. Following symptoms
indicate brake trouble:
Pedal goes down fast.
 This could be caused by leaks or air in system.
Pedal goes down slowly.
 This could be caused by external or internal leaks.
Pedal is low and/or feels spongy.
 This may be caused by empty master cylinder reservoir, reservoir cap vent holes clogged, rear brakes out
of adjustment or air in system.
Pedal effort too high.
 Check for binding or obstruction in pedal linkage. Check for poor booster assist.
Brake warning light is on.
 Check for low fluid level, ignition wires too close to fluid level indicator assembly, damaged indicator
float, low vacuum (diesel) or applied parking brake.
HYDRO-BOOST UNIT
Use following list of symptoms to aid in diagnosing hydro-boost problems:

Brake pedal returns slowly.
 Check for restriction in return line between hydro-boost and power steering reservoir.
 Check for incorrectly connected return line.
 Reposition brake pedal or add return spring.
 Replace hydro-boost.
Brakes grab.
 Tighten power steering belt.

 Flush steering system while pumping brake pedal.
Hydro-boost chatter/Pedal vibration.
 Tighten power steering belt.

 Check for low fluid level.
Accumulator leaks down/No reserve brake application.
High brake pedal effort.
 Tighten or replace power steering belt.

 Low fluid level.
Brakes apply by themselves.
 Restriction in return line.

 Return line not connected correctly.
TESTING
POWER BRAKE FUNCTION TEST
1. With engine stopped, remove all vacuum in system by pumping brake pedal several times. Push pedal
down as far as it will go. If pedal moves downward slowly, hydraulic system is leaking. Check hydraulic
system for leaks.
2. With pedal pushed down as far as it will go, start engine. If pedal moves downward, vacuum system is
okay. If pedal does not change position, a problem exists in vacuum system. Check vacuum system for
leaks.
MASTER CYLINDER
Bronco, "E" & "F" Series
1. To check master cylinder for internal leak, fill reservoir as necessary. If fluid level remains constant after
several brake applications, measure wheel turning torque necessary to rotate wheels with brakes applied.
2. To measure, shift transmission into Neutral, and raise front wheels. Apply brakes with a minimum force
of 100 lbs. (45 kg), and hold about 15 seconds. With brakes applied, attempt to rotate front wheels with
75 ft. lbs. (102 N.m) of torque. If either wheel rotates, check front chamber of master cylinder, and
replace parts as necessary. Repeat test for rear wheels.
BRAKE WARNING LIGHT
1. Brake warning light should only come on when ignition is in start position or when ignition is on with
parking brake applied or fluid level low. On diesel vehicles, brake warning light should also come on
when vacuum is low.
2. If brake warning light does not come on when brake fluid is low, manually push reservoir float to bottom
of reservoir. If light still does not come on, check circuit fuse, wiring and bulb. Repair as necessary. If
bulb and related circuitry are okay, replace reservoir assembly.
3. If brake warning light does not come on when parking brake is applied, check parking brake switch,
circuit wiring and bulb. Repair as necessary. With parking brake released and master cylinder reservoir
full, turn ignition on. If warning light is on, check for shorted, grounded or defective warning switches or
wiring. Repair as necessary. Turn ignition to start position. If brake warning light does not come on as a
bulb check function, check fuse, bulb and wiring. Repair as necessary.
BRAKE PEDAL RESERVE
1. If complaint is low or bottoming out brake pedal, run engine at idle with transmission in Park or Neutral.
Lightly depress brake pedal 3 or 4 times. Wait 15 seconds for vacuum to build in booster. Depress brake
pedal until it stops moving downward.
2. While holding pedal down, raise engine speed to about 2000 RPM. Release accelerator pedal. Brake
pedal should move downward as engine speed returns to idle. If results are correct, system has proper
pedal reserve. If results are not correct, check for adequate vacuum. If vacuum is okay, replace vacuum
booster.
HYDRO-BOOST RESERVE
Charge system with pressure by holding steering wheel on steering stop or by holding brake pedal down with
100 lbs. (45 kg) of force for 5 seconds with engine idling. Turn engine off. After 8-12 hours, depress brake
pedal with engine off. If power reserve is not present, replace hydro-boost unit.
CAUTION: DO NOT hold brake pedal with 100 lbs. (45 kg) of force for longer than 5
seconds at a time.
VACUUM POWER BOOSTER

1. With a "T" fitting, connect vacuum gauge into vacuum line between engine and power brake booster.
With engine at operating temperature, gauge should read 15-19 in. Hg (51-64 kPa) at idle with
transmission in Neutral. If reading is below specifications, stop engine, disconnect vacuum hose at power
brake booster and cap open end of hose and open port of vacuum "T".
2. Start engine, and allow it to idle. If vacuum reading is still less than 15-19 in. Hg (51-64 kPa), engine is
producing low vacuum and problem must be corrected. If vacuum is to specification, check plastic check
valve, rubber grommet and vacuum hose connection at power brake booster.
3. With low engine vacuum corrected and/or leaking components replaced, start engine, and allow it to idle.
Stop engine, and depress brake pedal, holding down a few seconds. If vacuum drops to zero, booster is
leaking and requires replacement.

DISC BRAKE CALIPERS & PADS
Removal (All But E250/350)
1. To prevent master cylinder overflow when caliper piston is depressed, remove and discard some brake
fluid from master cylinder. Raise vehicle, and support with safety stands.
2. Remove front wheel assembly. Place a large "C" clamp on caliper. Tighten clamp to bottom piston in
cylinder bore. Remove clamp.
3. Remove dirt around caliper pin tabs. Tap upper caliper pin toward inboard side of vehicle until pin tabs
touch spindle face.
4. Insert screwdriver into slot provided behind pin tabs on inboard side of pin. Using pliers, compress end of
pin while using screwdriver to pry until tabs slip into spindle groove.
5. Place a 7/16" diameter punch on end of pin, and drive caliper pin out of caliper slide groove. Repeat
procedure for lower pin. Remove caliper from rotor. Remove outer brake pad. Compress anti-rattle spring
clip, and remove inner brake pad. Support caliper aside.
6. On Aerostar, Explorer and Ranger, replace pads if lining is less than .12" (3.0 mm) thick at any point. On
Bronco, E150 and F150, replace pads if lining is less than .06" (1.5 mm) above backing plate at any point.
On E250/350, F250/350 and "F" Series Super Duty, replace pads if lining is less than .03" (.8 mm) above
backing plate at any point.
CAUTION: During installation, DO NOT tap caliper pin too far into spindle groove. If
this happens, tap pin in other direction until tabs snap back into place.
Tabs on each end of caliper pin must be free to catch on spindle flanks.
Installation
Use "C" clamp to push caliper piston into piston bore until it bottoms out. To install, reverse removal procedure.
Bleed air from brake system.
Removal (E250/350)
1. To prevent master cylinder overflow when caliper piston is depressed, remove and discard some brake
fluid from master cylinder. Raise vehicle, and support with safety stands.
2. Remove front wheel assembly. Place a large "C" clamp on caliper. Tighten clamp to bottom piston in
cylinder bore. Remove clamp.
CAUTION: DO NOT use a screwdriver or similar tool to pry piston away from
rotor.
3. Remove upper anchor bolt only.
NOTE: The caliper does not have to be completely removed to remove and install
brake shoe assemblies.
4. Swing caliper down. Remove brake shoe assemblies from spindle. To remove caliper first disconnect
brake line from caliper.
5. Plug end of line to prevent fluid loss and entry of air into system. Remove lower anchor bolt and remove
caliper.
6. Inspect slide pin assemblies from any damage or wear. Replace if necessary. Inspect rubber boots over
anchor bolts. Replace if torn or deteriorated.
Installation
1. Install slide pin assemblies. Lubricate slides with Disc Brake Caliper Slide Grease D7AZ-19590-A (ESA-
M1C172-A) or equivalent. Position shoes onto spindle.
2. Rotate caliper back up into position. Position caliper to spindle.
3. Install anchor bolt(s) through caliper and spindle. Tighten bolts to 85-100 ft.lbs. (115-135 N.m). Replace
bolt washers (each side of inlet block). Reconnect fluid line. Tighten inlet block bolt to 10-15 ft.lbs.
(13.6-20.3 N.m). Bleed system.
4. Install wheel and tire assemblies. Remove safety stands and lower vehicle. If brakes were not bled, check
fluid level in master cylinder reservoir and fill if required. Pump brake several times to make sure you get
a firm pedal. Operate vehicle to check brake operation.
BRAKE SHOES
Removal (Except E250/350 & F250/350)
1. Remove wheel assembly and drum. Place a wheel cylinder clamp over ends of wheel cylinder. Disengage
adjusting lever from adjusting screw by pulling backwards on lever cable. See Fig. 12.
Fig. 12: Examining Rear Brake Assemblies (Except E250/350 & F250/350)
2. Move outboard side of adjusting screw upward, and back off pivot nut as far as possible. Pull adjusting
lever, cable and adjusting spring down and toward rear to unhook pivot hook from large hole in
secondary shoe. DO NOT pry pivot hook from hole.
3. Remove adjusting spring and adjusting lever. Remove secondary shoe-to-anchor spring. Remove primary
shoe-to-anchor spring. Unhook cable anchor, and remove anchor pin plate.
4. Remove cable guide, shoe hold-down springs, brake shoes, adjusting screw, pivot nut and socket.
Remove parking brake link spring and link. Note color and position of springs for reassembly.
5. Disconnect parking brake cable from lever. Remove secondary shoe. Disassemble parking brake lever
from shoe by removing retaining clip and spring washer.
Installation
Clean and sand brake shoe contact points on backing plate. Apply a light coating of lithium base grease to
contact points. Lubricate adjusting cable eye and anchor pin area. Lubricate adjusting screw, pivot and socket.
Removal (E250/350 & F250/350)
1. Remove wheel assembly and brake drum. Remove parking brake lever assembly retaining nut from
backing plate. Remove parking brake lever assembly. See Fig. 13. Remove adjusting cable assembly
from anchor pin, cable guide and adjusting lever.
2. Remove brake shoe return springs, hold-down springs and brake shoes. Remove and disassemble
adjusting screw assembly.
Fig. 13: Examining Brake Assemblies (E250/350 & F250/350)

Installation
Clean and sand brake shoe contact points on backing plate. Apply a light coating of lithium base grease to
contact points. Lubricate adjusting cable eye and anchor pin area. Lubricate adjusting screw, pivot and socket.
BRAKE ROTOR
Removal & Installation (2WD Models)
1. Raise vehicle, and support with safety stands. Remove wheel and caliper assemblies. Remove dust cap,
cotter pin, nut, washer and outer bearing. Carefully remove hub and rotor assembly. Remove inner
bearing and seal.
2. To install, reverse removal procedure. Adjust front wheel bearings. While rotating rotor, tighten adjusting
nut to 17-25 ft. lbs. (23-34 N.m). Back off adjusting nut 120-180 degrees. Install bearing retainer and new
cotter pin.
Removal & Installation (Aerostar 4WD)
Raise vehicle, and support with safety stands. Remove wheel and caliper assemblies. See DISC BRAKE
CALIPERS & PADS under REMOVAL & INSTALLATION. Remove rotor retainer clips. Remove rotor. To
NOTE: Information for rotor removal on vehicles with Dana 28 Series front axle is not
available from manufacturer.
Removal (Explorer & Ranger 4WD W/Automatic Locking Hubs)
1. Raise vehicle, and support with safety stands. Remove wheel assembly and caliper. See DISC BRAKE
CALIPERS & PADS under REMOVAL & INSTALLATION. Remove retainer washers from lug nut
studs. Remove automatic locking hub housing from spindle.
2. Remove snap ring from end of spindle shaft. Remove axle spacer. See Fig. 14. Carefully pull plastic
moving cam off wheel bearing adjusting nut. Remove 2 plastic thrust spacers from adjusting nut. Using a
magnet, remove locking key.
CAUTION: DO NOT pry on plastic cam or spacers during removal as damage

may result. To prevent damaging spindle threads, remove locking
key before removing adjusting nut.
3. If necessary, rotate adjusting nut slightly to relieve pressure on locking key. Using Hex Lock Nut Wrench
(T70T-4252-B), remove wheel bearing adjusting nut. Remove outer wheel bearing, and then remove
rotor.
Fig. 14: Removing Front Rotor (4WD Explorer & Ranger W/Automatic Locking Hubs)
Installation
When installing rotor, outer bearing and adjusting nut, tighten adjusting nut to 35 ft. lbs (47 N.m) to seat
bearings. Spin rotor, and back off adjusting nut 1/4 turn. Tighten adjusting nut to 16 INCH lbs. (1.8 N.m). To
install remaining components, reverse removal procedure. See Fig. 14. After assembly is complete, wheel to
spindle end play should be .001-.003" (.02-.08 mm).
CAUTION: Extreme caution must be used when aligning adjusting nut lug with
spindle locking key slot to prevent damage to locking key. Extreme
caution must be used when aligning fixed cam key with spindle key slot to
prevent damage to fixed cam.
Removal (Explorer & Ranger 4WD W/Manual Locking Hubs)
1. Raise vehicle, and support with safety stands. Remove wheel assembly and caliper. See DISC BRAKE
CALIPERS & PADS under REMOVAL & INSTALLATION. Remove retainer washers from lug nut
studs. Remove manual locking hub housing from spindle.
2. Remove snap ring from end of spindle shaft. Remove axle spacer. See Fig. 15. Using Lock Nut Wrench
(T86T-1197-A), remove outer wheel bearing lock-nut. Remove lock washer. Using Lock Nut Wrench
(T86T-1197-A), remove inner wheel bearing lock nut, outer wheel bearing and rotor.
Fig. 15: Removing Front Rotor (4WD Explorer & Ranger W/Manual Locking Hubs)
Installation
When installing rotor, outer bearing and inner lock nut, tighten inner lock nut to 35 ft. lbs (47 N.m) to seat
bearings. Spin rotor, and back off inner lock nut 1/4 turn. Tighten inner lock nut to 16 INCH lbs. (1.8 N.m). To
install remaining components, reverse removal procedure. See Fig. 15. After assembly is complete, wheel to
spindle end play should be .001-.003" (.02-.08 mm).
Removal (Bronco & F150 4WD W/Automatic & Manual Locking Hubs, F250, F250 H.D. & F350 4WD W/Manual
Locking Hubs)
1. Raise vehicle, and support with safety stands. Remove wheel assembly and caliper. On Bronco and F150
Series with automatic locking hubs, separate hub cap from hub body assembly by removing 5 Torx
(TX25) head cap screws. See Fig. 16. Remove cap. DO NOT drop spring, ball bearing, bearing race or
retainer.
NOTE: Information for rotor removal on F250/F350 with automatic locking hubs is
not available from manufacturer. Procedure should be similar to other
locking hub procedures.
Fig. 16: Removing Front Rotor (4WD Bronco & "F" Series)
2. Remove rubber seal and seal bridge from retainer ring space. Remove retainer ring by squeezing ends
together. Remove hub body assembly. Remove "C" washer and splined spacer from spindle. On Bronco
and "F" Series with manual locking hubs, separate hub cap from hub body assembly by removing 6 Allen
head screws.
3. Remove snap ring attaching hub body assembly to spindle. Remove lock ring seated in groove of hub.
See Fig. 17. Remove hub body assembly. If hub body does not come out easily, install 2 hub cap screws
into hub body, and pull hub body out of hub.
4. On Bronco and F150 with automatic locking hubs and on F250 Heavy Duty and F350 with manual
locking hubs, use Spanner Lock Nut Wrench (D85T-1197-A) to remove outer lock nut. See Fig. 18.
Remove lock washer. Using Spanner Lock Nut Wrench (D85T-1197-A), remove inner lock nut. Remove
outer wheel bearing and rotor.
5. On Bronco and F150/F250 Light Duty with manual locking hubs, use Spanner Lock Nut Wrench (T86T-
1197-A) to remove wheel bearing adjusting nut. Remove outer wheel bearing, and then rotor.
Fig. 17: Removing Front Hub (4WD Bronco & "F" Series)
Fig. 18: Removing Outer Lock Nut (Bronco & F150 W/Auto Locking Hubs, F250 H.D. & F350
W/Manual Locking Hubs)
Installation
1. On Bronco and F150 with automatic locking hubs and on F250 Heavy Duty and F350 with manual
locking hubs, install rotor and outer wheel bearing. Install inner lock nut. While rotating disc back and
forth, seat bearing by using Spanner Lock Nut Wrench (D85T-1197-A) to tighten inner lock nut to 50 ft.
lbs. (68 N.m). Back off inner lock nut, and retighten to 30-40 ft. lbs. (41-54 N.m).
2. Install lock washer so key is in spindle groove. Tighten inner lock nut to engage lock nut pin in nearest
lock washer hole. Install outer lock nut, and tighten to 160-205 ft. lbs. (217-278 N.m). Spindle end play
should be less than .004" (.10 mm).
3. On Bronco and F150/250 Light Duty with manual locking hubs, install rotor and outer wheel bearing.
Install adjusting nut. While rotating disc back and forth, seat bearing by using Spanner Lock Nut Wrench
(T86T-1197-A) to tighten adjusting nut to 70 ft. lbs. (95 N.m).
4. Back off adjusting nut 90 degrees, and retighten to 15-20 ft. lbs. (20-27 N.m). Spindle end play should be
zero. To install remaining hub body components, reverse removal procedure. See Fig. 16.
Removal ("F" Series Super Duty)
1. Set parking brake, and loosen axle shaft bolts. Raise rear of vehicle, and place on jack stands. Release
parking brake. Remove and discard axle shaft attaching bolts and washers. Use heavy duty wheel dolly to
lift wheel, taking weight off wheel bearings.
2. If dolly is not available, remove wheel assembly. Remove axle shaft, and discard gasket. Remove disc
brake caliper. Refer to DISC BRAKE CALIPERS & PADS under REMOVAL & INSTALLATION.
Using Hub Wrench (T88T-4252-A), remove wheel bearing hub nut. See Fig. 19. Remove outer bearing.
Remove hub and rotor assembly. To remove rotor from hub, remove 10 External Torx (E-18) head
machine screws.
Fig. 19: Removing Hub & Rotor Assembly ("F" Series Super Duty)
Installation
1. Put electrical wiring over axle housing spindle to prevent damage. Apply sealant to hub-to-rotor screws.
Place hub and rotor assembly onto axle housing spindle. Remove electrical tape. Install outer wheel
bearing race and bearing. Install hub nut, ensuring hub nut tab is in hub tab slot before starting threads.
2. Use Hub Wrench (T88T-4252-A) to tighten hub nut. Push inward on socket to prevent ratcheting action
of hub nut. Rotate hub while tightening hub nut to 65-75 ft. lbs. (88-102 N.m). Back off hub nut 90
degrees, and retighten to 15-20 ft. lbs (20-27 N.m). End play of hub and rotor should be zero.
NOTE: Hub nuts are right-hand thread on both sides. Each hub is stamped RH to show
thread direction. DO NOT use power impact tools to remove or install hub nuts.
Hub nuts will ratchet unless Hub Wrench (T88T-4252-A) is used for removal and
installation.
WHEEL CYLINDERS
Remove wheel assembly, drum and brake shoes. Remove wheel cylinder connecting links. Disconnect
hydraulic brake line from cylinder. Remove wheel cylinder retaining bolts and lock washers. Remove wheel
cylinder from backing plate. To install, reverse removal procedure. Adjust brakes, and bleed hydraulic system.
Refer to BLEEDING BRAKE SYSTEM.
MASTER CYLINDER

1. On "F" Series Super Duty, with engine off, pump brake pedal several times to discharge hydro-boost
accumulator. On all others, disconnect brake warning light indicator wire from indicator switch. With
engine off, depress brake pedal to bleed vacuum from brake booster.
2. On all models, disconnect brake lines at master cylinder. Remove nuts retaining master cylinder to brake
booster. Remove master cylinder. To install, reverse removal procedure. Bleed brake system. See
BLEEDING BRAKE SYSTEM.
VACUUM POWER BOOSTER
Removal & Installation (All Except "F" Series Super Duty)
1. Disconnect stoplight switch to prevent battery discharge. Support master cylinder. Remove vacuum hose
from booster check valve. Remove master cylinder mount nuts. Pull master cylinder away from booster to
allow booster removal.
2. From inside cab, remove cotter pin holding stoplight switch to brake pedal arm. See Fig. 20. Remove
bushing and spacers. Remove booster mount nuts, and then remove booster. To install, reverse removal
procedure.
Fig. 20: Removing Vacuum Power Booster (Typical)

HYDRO-BOOST
Removal & Installation ("F" Series Super Duty)
1. With engine off, pump brake pedal several times to discharge accumulator. Remove master cylinder from
hydro-boost, and prop aside.
2. Disconnect 3 hydraulic lines from hydro-boost. Disconnect input push rod from brake pedal. Remove 4
hydro-boost mount nuts, and then remove hydro-boost. To install, reverse removal procedure. Bleed
power steering system.
TRANSMISSION MOUNTED PARKING BRAKE
Removal ("F" Series Super Duty)
1. Shift transmission into gear, and disconnect parking brake cable. Pedal or lever must be in fully released
position. Set vehicle on jack stands. Disconnect speedometer cable. Remove bolts attaching driveshaft to
parking brake assembly output flange.
2. Remove driveshaft, and secure aside. Remove bolts attaching parking brake assembly to transmission
extension housing. See Fig. 21. Remove assembly from transmission.
Fig. 21: Removing Trans Mounted Parking Brake ("F" Series Super Duty)
Installation
Using 6 new bolts, attach parking brake assembly to transmission extension housing. Fill parking brake
assembly to bottom of fill hole with Motorcraft MERCON multipurpose automatic transmission fluid. To
complete installation, reverse removal procedure.
STOPLIGHT SWITCH
Removal
Disconnect wire harness from connector. Remove hairpin clip. Slide stoplight switch, booster push rod, washer
and bushing away from brake pedal arm. Since stoplight switch side plate nearest brake pedal arm is slotted,
booster push rod and one spacer from pedal arm do not need removal. See Fig. 22.
Fig. 22: Removing Stoplight Switch

Installation
Position switch so slotted side is facing pedal arm. Swing switch up and down, trapping booster push rod
between switch side plates. Push switch and push rod firmly against pedal arm. Install remaining parts, and
check stoplight operation.
HEIGHT SENSING PROPORTIONING VALVE
CAUTION: If height sensing proportioning valve linkage is disconnected, proper

indexing will be lost. A new sensing valve must be installed. New sensing
valve will have shaft pre-set and internally secured. If shaft turns freely,
DO NOT USE.
Removal & Installation ("F" Series Super Duty)
1. With rear wheels on ground, lift frame to obtain 6 5/8" of clearance between bottom edge of rubber
jounce bumper and top axle housing on both sides. See Fig. 8. Use this position to install pre-indexed
height sensing proportioning valve.
CAUTION: Aftermarket load leveling kits, air shocks or modifications which

change curb ride height and/or spring deflection rate provide false
readings to height sensing proportioning valve. These modifications
may result in unsatisfactory brake performance, which in turn could
result in an accident.
2. Remove linkage arm mount nut, and remove linkage arm. Disconnect brake line from valve. Remove
height sensing proportioning valve mount bolts. Remove height sensing proportioning valve. To install,
reverse removal procedure. Bleed system. Refer to BLEEDING BRAKE SYSTEM.
NOTE: When servicing other rear suspension components, remove 2 nuts attaching
height sensing proportioning valve linkage to rear axle cover plate, thus
eliminating need to replace height sensing proportioning valve.
BRAKE BOOSTER VACUUM PUMP
Removal & Installation (7.3L Diesel)
Remove hose from vacuum pump outlet. Remove vacuum pump belt. Remove pivot and adjustment bolts.
Remove vacuum pump. To install, reverse removal procedure. Brake warning light comes on until vacuum
builds up to normal level.
NOTE: Vacuum pump is serviced only as a unit. Vacuum pump pulley can be replaced
separately.
LOW VACUUM SWITCH
Removal & Installation (7.3L Diesel)
Low vacuum switch on E250/350 is located on left front fender. On F250/350, switch is mounted next to
vacuum pump. Disconnect vacuum hose from vacuum switch. Remove 2 attaching screws, and remove switch.
CABLE TENSION RELEASE
NOTE: If any parking brake system component needs to be removed, parking brake
cable tension must be released.
Releasing Cable Tension (Except Aerostar)
Have an assistant pull on intermediate cable until all cable is unwound from parking brake foot pedal assembly.
Insert a 5/16 inch drill bit or equivalent into hole in foot pedal assembly. See Fig. 23. Disconnect front cable
from cable connector under vehicle. Disconnect barrel end of cable from foot pedal assembly. Compress
conduit snap fitting and pull cable from foot pedal assembly.
Fig. 23: Releasing Park Brake Cable Tension (Except Aerostar)
Releasing Cable Tension (Aerostar)

1. Remove boot cover from parking brake control lever. Place control lever in released position. Insert a
steel pin through pawl lock-out pin hole. See Fig. 24.
Fig. 24: Releasing Park Brake Cable Tension (Aerostar)

2. Insert pin from inboard side at a slightly upward and forward angle and sweep downward and rearward to
move self-adjusting pawl. This procedure locks out self-adjusting pawl.
3. Raise vehicle with helper inside on hoist. Pull rearward on equalizer about 1-2 1/2" (25.4-57.1 mm),
rotating self-adjuster reel backward.
4. With equalizer pulled rearward, have helper inside vehicle insert a steel pin through self-adjusting spring
lock-out holes in lever arm and lever body, locking ratchet wheel in cable released position.
CAUTION: DO NOT remove steel pin until cables are connected to equalizer. If pin is
removed too soon, ratchet wheel spring will unwind, releasing tension.
Entire assembly must be removed to reset tension.
Resetting Cable Tension (Aerostar)
Connect parking brake cables to equalizer. Remove steel pin from spring lock-out hole, keeping fingers clear.
Remove steel pin from pawl lock-out hole, restoring tension to parking brake cable. Apply and release parking
brake several times to set cable tension.
Resetting Control Assembly Spring Tension (Aerostar)
1. Parking brake control assembly spring tension is lost when coil spring unwinds and disengages from tab
on wheel. This occurs when a cable breaks, when servicing system without inserting lock pin or if lock
pin is removed before brake cables are connected.
2. Remove parking brake control lever assembly. Hook end of coil spring on wheel tab. See Fig. 25. Insert a
steel pin through pawl lock-out pin holes. Insert pin from inboard side at a slightly upward and forward
angle and sweep downward and rearward to move self-adjusting pawl. This procedure locks out self-
adjusting pawl.
Fig. 25: Resetting Spring Tension (Aerostar)

3. Slip a spare front cable around pulley. Insert cable anchor pin into pivot hole in ratchet plate assembly.
With cable on floor, place foot on cable, or clamp end of cable in a vise.
4. Pull on brake control assembly, holding mounting bracket tightly against body of control assembly. Pull
until cable tension rotates cable track in order to fully insert lock pin. Insert lock pin so control assembly
is in released position. Install parking brake control lever assembly.
OVERHAUL
DISC BRAKE CALIPER
NOTE: Use same disassembly procedures for single and dual piston calipers.
Disassembly
1. Remove caliper. See DISC BRAKE CALIPERS & PADS under REMOVAL & INSTALLATION.
Drain fluid from caliper. Secure caliper in a vise. Place a block of wood between caliper and piston(s).
See Fig. 26. Apply low air pressure to brake hose inlet. Air pressure forces piston(s) outward.
CAUTION: DO NOT place fingers between wood and piston as piston leaves
caliper.
Fig. 26: Removing Caliper Piston
2. If piston is jammed or seized and does not come out easily, use a brass hammer to lightly tap caliper
while applying air pressure. DO NOT pry piston from bore. After piston comes out, remove seal and dust
boot. Discard seals and boots.
Cleaning & Inspection
1. Carefully clean rust and corrosion from caliper machined surfaces using a wire brush. DO NOT get wire
brush in cylinder bores. Clean all components with isopropyl alcohol, and dry with compressed air.
2. Inspect cylinder bore, seal grooves and boot grooves for wear or damage. If bores are scored, corroded or
worn, replace caliper. Replace anti-rattle clip, caliper support spring and key.
Reassembly
1. Lubricate piston seal with clean brake fluid, and install in cylinder bore groove. Lubricate cylinder with
clean brake fluid. Coat piston and outside beads of dust boot with clean brake fluid.
2. Push piston through boot until boot is around bottom (closed end) of piston. See Fig. 27 and Fig. 28 .
Position piston and boot directly over cylinder bore. Spread dust boot over piston as it is installed.
3. With bead seated in groove, carefully press straight down on piston until it bottoms in cylinder bore. DO
NOT cock or jam piston in cylinder. If necessary, use a "C" clamp and a block of wood to bottom piston
in cylinder.
Fig. 27: Exploded View Of Single Piston Caliper (Bronco, E150 & F150; Others Similar)
Fig. 28: Exploded View Of Dual Piston Caliper (E250/350 & F250/350; "F" Series Super Duty Similar)
MASTER CYLINDER
NOTE: Aerostar recessed cartridge master cylinder cannot be overhauled; replace

complete assembly if excessive wear or damage is apparent.
Disassembly
1. Remove master cylinder. Clean outside of master cylinder. Remove filler cap and diaphragm. Drain any
remaining fluid from cylinder. On dual master cylinder used on Bronco and "E" & "F" Series vehicles,
remove stop bolt from bottom of master cylinder.
2. On all models, remove proportioning valve (if equipped). Depress piston, and remove snap ring from end
of master cylinder bore. See Fig. 29 and Fig. 30 . Remove piston assembly from cylinder bore. Carefully
apply air pressure in outlet port of cylinder to remove remaining piston assembly from bore.
NOTE: Manufacturer does not recommend honing of cylinder bore.
Inspection
Clean all parts with isopropyl alcohol, and blow dry with compressed air. Ensure all ports and vents are open
and free of foreign matter. Inspect master cylinder bore and all parts for excessive wear or damage. If bore is
damaged, replace master cylinder.
Reassembly
Lubricate all components, including cylinder bore, with clean brake fluid. Install new grommets and plastic
reservoir. Carefully insert piston assembly into master cylinder bore. If cylinder is equipped with piston stop
pin, depress piston, and install pin. Install other piston assembly into cylinder. Depress piston, and install snap
ring in groove.
Fig. 29: Exploded View Of Master Cylinder Assembly (Aerostar, Explorer & Ranger)
Fig. 30: Exploded View Of Master Cylinder Assembly (Bronco, "E" & "F" Series)
ROTOR
Lateral Runout (Front & Rear Disc)
1. On front disc brakes, tighten wheel bearing adjusting nut to eliminate bearing end play. Ensure rotor can
be rotated by hand. When checking runout on rear disc brakes ("F" Series Super Duty only), make sure
rear axle bearings are adjusted properly.
2. Once adjusted, do not change rear bearing setting. Attach dial indicator to suspension, with indicator tip
set one inch from outer edge of rotor face. Set dial indicator to zero, and slowly turn rotor. Take reading
within a 6.00" (152.4 mm) radius on rotor. Runout must not exceed specification. See DISC BRAKE
SPECIFICATIONSat end of article. Resurface or replace rotor as required.
Parallelism
1. Parallelism can be tested by 2 testing procedures. Using a micrometer, measure rotor thickness at 12
points, approximately 30 degrees apart and 1.00" (25.4 mm) from outer edge of rotor. Difference must not
exceed specification. See DISC BRAKE SPECIFICATIONSat end of article. Resurface or replace rotor
as required.
2. Mount rotor on a brake lathe. Attach 2 dial indicators, one on each side of rotor, with tip of indicators
contacting rubbing surface of rotor directly opposite each other and 1.00" (25.4 mm) from outer edge of
rotor. Zero both indicators, and rotate rotor. Note indicator reading. If reading exceeds specification,
resurface or replace as required. See DISC BRAKE SPECIFICATIONS.
Discard Thickness
Using micrometer, measure thickness of rotor. Disc brake rotors have a minimum wear thickness. Minimum
wear thickness is not refinishing dimension. See DISC BRAKE SPECIFICATIONSat end of article.
CAUTION: Never refinish a rotor down to minimum wear or discard thickness.
Maximum Allowable Stock Removal
1. To measure maximum allowable stock remaining for refinishing on inner rotor face, use Disc Rotor
Surface Gauge And Ball (T71P-1102-A). See Fig. 31. Remove inner grease seal and bearing from rotor.
Wipe inner and outer bearing cups clean.
Fig. 31: Measuring Maximum Allowable Refinishing Stock
2. Carefully place gauge ball in inner bearing cup. DO NOT drop. Set micrometer at base line setting
number. Using a 2 1/8" (54 mm) gauge ball, base line setting is .256" (6.50 mm). Position micrometer
gauge bar on inner rotor face with micrometer centered over gauge ball.
3. To measure distance between micrometer base line setting and gauge ball, turn micrometer down to touch
top of ball. Calculate difference between reading and base line setting; difference is maximum allowable
stock which can be removed from inner rotor face.
4. When micrometer is set at base line setting and micrometer end touches top of ball, no additional material
may be removed from rotor. If micrometer must be retracted from base line setting to allow gauge bar
legs to rest on rotor face, rotor has been refinished beyond allowable limit. Replace rotor.
WHEEL CYLINDERS
Disassembly
With wheel cylinder removed from vehicle, remove rubber boots from ends of cylinders. Remove pistons,
piston cups, return spring and piston expander from cylinder. Remove bleeder screw. Inspect cylinder bore for
damage.
Reassembly
If cylinder bore is lightly pitted or scratched, hone or replace as necessary. Coat all parts with clean brake fluid.
To assemble, reverse disassembly procedures. Clamp brake cylinder pistons against ends of cylinder.
PARKING BRAKE (TRANSMISSION MOUNTED)
Disassembly ("F" Series Super Duty)
1. Remove parking brake assembly. Refer to TRANSMISSION MOUNTED PARKING BRAKE under
REMOVAL & INSTALLATION. Mount parking brake assembly in vise using brass jaw protectors.
Using Lock Nut Socket (T70T-4252-D), remove lock nut from mainshaft. Using a 3-jaw puller or a press
with Adapter, remove mainshaft, brake drum and output flange. See Fig. 32.
Fig. 32: Removing Lock Nut, Mainshaft, Brake Drum & Output Flange ("F" Series Super Duty)
2. Remove snap ring holding speedometer drive gear onto shaft, and then remove speedometer drive gear.
Using Puller (D80L-1002-L) with Bearing Cone Remover (D79L-4621-A) and Step Plate (D80L-630-6),
remove inner bearing cone from mainshaft.
3. Remove parking brake assembly from vise. Turn brake assembly over, and mount threaded end of
mainshaft in vise using brass jaw protectors. Remove 4 nuts attaching output flange and brake drum to
output shaft. Remove brake drum and flange from output shaft.
NOTE: Drum, flange and mainshaft are balanced as a unit. They must be marked
to ensure parts are assembled in same position.
4. Using Bearing Cup Puller (T77F-1102-A), remove output shaft oil seal, spacer, "O" ring, bearing and
bearing cup from input shaft end of case. Remove splash shield and brake assembly from case. See Fig.
33. Remove brake actuating lever and lever spring from case.
5. Using Bearing Cup Puller (T77F-1102-A), remove outer bearing cup. Unscrew and remove vent from
case.
Fig. 33: Removing Splash Shield & Brake Assembly ("F" Series Super Duty)
Reassembly
1. Using Bearing Cup Installer (T88T-2598-E), install bearing cup into case. Install inner bearing. Apply a
light coat of sealer to outer edge of oil seal. Place oil seal in case with sealing lip facing inward. Press seal
into case flush with bore surface using Seal Installer (T88T-2598-C).
2. Install actuating lever spring on boss in case. See Fig. 34. Apply a light coat of lithium base grease to
actuating lever ball. Install ball end of lever into hole in boss through coiled end of spring. Position
backing plate and brake assembly onto case.
Fig. 34: Installing Lever Spring, Actuating Lever, Backing Plate & Brake Assembly ("F" Series
Super Duty)
3. Insert actuating lever (cam end) into position in brake assembly. Install and tighten brake assembly mount
bolts. Attach return spring to actuating lever, and bend long end of spring to snap over lever. Place
mainshaft with flanged end up in vise using brass jaw protectors.
4. Install brake drum and output flange onto flanged end of mainshaft. Install output flange onto brake drum,
aligning marks made during disassembly. Proper installation maintains proper component balance. Install
and tighten output flange mount nuts. Remove mainshaft and drum assembly from vise. Turn assembly
over, and clamp in vise again.
5. Install case onto mainshaft, guiding shaft through oil seal and bearing. Using Bearing Installer (T88T-
2598-F), seat output bearing onto mainshaft. Install speedometer drive gear and snap ring onto mainshaft.
Using Bearing Cup Installer (T88T-2598-D), install input bearing cup into housing.
NOTE: Mainshaft shim determines end play. Shims are available in thicknesses
of .0019" (.048 mm).
6. Install shim on mainshaft. Install inner bearing onto mainshaft. To measure end play, install bearing
spacer, without "O" ring, onto mainshaft. Clamp case assembly and mainshaft in vise. Use Lock Nut
Socket (T70T-4252-D) to screw hex nut onto mainshaft.
7. Mount a dial indicator between mainshaft and case. While rotating case assembly on mainshaft to center
bearings, apply up and down pressure to take a reading. End play should be .0019-.0039"(.048-.099 mm).
Select proper shim to reach specified end play.
8. Coat outer surface of new input oil seal with sealant. Install oil seal into case with sealing lip facing
inward. Press seal in until it is fully seated. Install a new "O" ring in notch of bearing spacer. See Fig. 35.
Install "O" ring and bearing spacer onto mainshaft until spacer butts against input bearing.
Fig. 35: Installing "O" Ring & Bearing Spacer ("F" Series Super Duty)
9. Use Lock Nut Socket (T70T-4252-D) to install a new lock nut onto shaft. Screw vent into case. Remove
parking brake assembly from vise. Install onto vehicle. Fill case with Motorcraft MERCON multipurpose
automatic transmission fluid. Fill to bottom of fill hole. To install remaining components, reverse removal
procedure.
Anchor Bolt(s) (E250/350) 85-100 (115-135)
Backing Plate-to-Axle Bolt
Aerostar, Explorer & Ranger 25-35 (34-47)
Bronco, E150 & F150 20-40 (27-54)
F250/350 50-70 (68-95)
Booster-To-Dash 13-25 (18-34)
Height Sensing Proportioning Valve
Flex Hose Bolt 28-34 (38-46)
Linkage Arm 8-10 (11-14)
Mounting Bolts 12-18 (16-24)
Hydraulic Tube Nuts
3/8" & 7/16" 10-15 (14-20)
1/2" & 9/16" 10-17 (14-23)
Master Cylinder-To-Booster 13-25 (18-34)
Pressure Differential Valve (1) 13-16 (18-22)
(1) On Ranger only.
DISC BRAKE SPECIFICATIONS

DISC BRAKE SPECIFICATIONS
Application In. (mm)
Lateral Runout (1)
Aerostar, Explorer & Ranger .003 (.08)
Bronco & F150 Integral (4WD) .003 (.08)
Bronco & F150 2-Piece (4WD) .005 (.13)
E150 & F150 (2WD) .003 (.08)
E250/350 & F250/350 (2WD) Integral (Single Rear Wheels) .003 (.08)
E350 & F350 (2WD) 2-Piece (Dual Rear Wheels) .005 (.13)
F250/350 (4WD) .005 (.13)
"F" Series Super Duty .008 (.20)
Parallelism
Aerostar, Explorer & Ranger (2)
Bronco & F150 Integral (4WD) .0005 (.013)

Bronco & F150 2-Piece (4WD) .0007 (.018)
E150 & F150 (2WD) .0005 (.013)
E250/350 & F250/350 (2WD) Integral (Single Rear Wheels) .0007 (.018)
E350 & F350 (2WD) 2-Piece (Dual Rear Wheels) .0010 (.025)
F250/350 (4WD) .0010 (.025)
"F" Series Super Duty .0010 (.025)
Discard Thickness
Aerostar, Explorer & Ranger .810 (20.60)
Bronco & E150/F150 1.120 (28.45)
E250/350 & F250/350 1.180 (29.97)
"F" Series Super Duty 1.43 (36.3)
(1) Maximum runout before resurfacing is .010" (.25 mm). Maximum runout after resurfacing
is .003" (.08 mm).
(2) Information not available from manufacturer.
DRUM BRAKE SPECIFICATIONS

DRUM BRAKE SPECIFICATIONS
Drum Diameter
Aerostar, Explorer & Ranger (9") 9.00 (228.6)
Bronco, E150 & F150 11.00 (279.4)
E250/350 (1) & F250 (1)/350 (2) 12.00 (304.8)
Maximum Drum Refinish Diameter
Bronco, E150 & F150 11.060 (280.92)
E250/350 (1) & F250 (1)/350 (2) 12.060 (306.32)
Discard Thickness
Bronco, E150 & F150 11.090 (281.69)
E250/350 (1) & F250 (1)/350 (2) 12.090 (307.09)
(1) Includes Heavy Duty.
(2) Includes "F" Series Super Duty.

DIFFERENTIAL - 8.75" & 10.25"
Drive Axles - 8 3/4" & 10 1/4" Ring Gear Differentials
commercial chassis.
Series (1) Model
"A" Aerostar
"E" RWD Van
"F" Pickup
"R" Ranger
AXLE RATIO & IDENTIFICATION

A metal tag stamped with axle model, date of manufacture, ratio, ring gear diameter and assembly plant is
attached to rear cover. Use information on tag to order replacement parts. See Fig. 1 . Vehicle axle application
can also be determined by axle code on the Safety Certification Label located on left door pillar. See DRIVE
AXLE RATIO IDENTIFICATION article in the DRIVE AXLES Section.
Fig. 1: Rear Axle Tag ID

DESCRIPTION
Rear axle is a hypoid-design ring and pinion gear encased in an integral cast iron axle housing. A one-piece
differential case contains a conventional 2-pinion differential assembly.
To signal rear anti-lock brake system operation, rear axles use an exciter ring pressed on the differential case
behind the ring gear, and a sensor mounted in axle housing. A space is provided between ring gear and exciter
ring for measuring ring gear runout.
Aerostar, Bronco, Explorer, Ranger, E150 and F150 are equipped with 8 3/4 ring gear differential. The F250
Heavy Duty (HD) and F350 with full-floating axles, and the F250 with semi-floating axles are equipped with 10
3/4 ring gear differential. On all models except Aerostar, rear axle housing is equipped with leaf springs. On
Aerostar, rear axle housing is equipped with coil springs.
LUBRICATION
CAPACITY
REAR AXLE CAPACITY (1)

Aerostar & Ranger 5.0 (2.4)
Bronco, Explorer, E150 & F150 5.5 (2.6)
All Others 6.5 (3.0)
(1) Approximate capacity is listed. Fill differential until fluid level is approximately 1/4" below bottom
of filler plug hole.
FLUID TYPE
Use Hypoid Gear Lubricant (EQAZ-19580-AA ) for differentials.
CAUTION: On models with limited slip differential, add an additional 4 ozs. of Friction
Modifier (C8AZ-19B546-A ). Friction modifier must be added to prevent
damage to differential.
TROUBLE SHOOTING


AXLE SHAFT & BEARING
Removal (Semi-Floating)
1. Raise and support vehicle. Remove wheel assembly and brake drum. Remove housing cover, and drain
lubricant.
2. Remove differential pinion shaft lock bolt and remove pinion shaft. See Fig. 2 . Push axle shaft inward
and remove "C" locks.
CAUTION: DO NOT damage "O" ring in axle shaft groove under "C" lock.
3. Remove axle shaft, being careful not to cut axle seal. Using a slide hammer and puller, remove bearing
and oil seal as a unit.
NOTE: Aerostar and Explorer models use a plastic housing cover. Housing cover
and retaining bolts must be replaced. DO NOT reuse housing cover or
retaining bolts. All other models use a metal housing cover and can be
reused. No gasket, other than silicone sealant, is used. Housing cover
must be installed within 15 minutes of sealant application.
Installation (Semi-Floating)
1. Lubricate bearing with rear axle lubricant and install bearing with a driver. Install oil seal. If seal becomes
cocked during installation, remove seal and replace with a new one.
2. Carefully insert axle in housing to avoid damaging oil seal. Install "C" locks, and push shafts outward to
seat locks in counterbore of differential side gears.
3. Replace pinion gears and thrust washers (if removed). Turn gear assembly to align pinion gear and thrust
washer bores with pinion shaft holes on case. Install pinion shaft. Apply Loctite to lock bolt and tighten to
specification. See TORQUE SPECIFICATIONS table.
4. Clean gasket mating surfaces and apply 1/8 - 3/16" wide bead of silicone sealant on axle housing cover.
Install housing cover. Tighten cover bolts to specification in a crisscross pattern. See TORQUE
SPECIFICATIONS table. Fill differential until fluid level is approximately 1/4" below bottom of filler
plug hole.
Fig. 2: Exploded View Of 8 3/4" & 10 1/4" Semi-Floating Axle Assembly (Typical)
Removal (Full-Floating)
1. Set parking brake and loosen 8 axle shaft bolts. Raise vehicle, keeping axle parallel to floor. Release
parking brake.
2. Remove wheel assembly and brake drum (back off rear brake adjustment if necessary). See Fig. 3 .
Discard push-on drum retainer nuts. Remove axle shaft bolts and remove axle shaft.
NOTE: Left-side hub nut has left-hand threads. Right-side hub nut has right-hand
threads. Hub nut is stamped with RH for right side, or LH for left side.
3. Install Hub Wrench (T85T-4252-AH ) so drive tangs engage 4 slots in hub nut. Remove hub nut. Hub nut
will ratchet during removal.
4. Install Step Plate Adapter (D80L-630-7 ) onto spindle. Install Hub Puller (D80L-1002-L ) onto hub
assembly. Loosen hub to point of removal. Remove puller and step plate. Remove hub assembly.
5. Place hub in soft-jawed vise. Remove hub oil seal and inner bearing. Reposition hub in vise and remove
inner and outer bearing race with brass drift.
Fig. 3: Exploded View Of Full Floating Axle Assembly
Installation (Full-Floating)
1. While holding Driver Handle (T80T-4000-W ) and Bearing Race Replacer (T75T-1225-A ) straight,
install outer and inner bearing races. Pack inner bearing with lithium-based lubricant and place into inner
race.
2. Install oil seal using Hub Oil Seal Installer (T85T-1175-AH ), ensuring Ford logo on seal faces up. Strike
tool handle until oil seal seats fully. Coat inner diameter of oil seal lip with axle lubricant.
3. Clean spindle and coat with axle lubricant. Pack outer bearing with lithium-based lubricant. Push hub
onto spindle. Install outer bearing into hub. Install hub nut on spindle.
CAUTION: Ensure hub nut tab is located in spindle keyway before thread
engagement.
4. Install Hub Wrench (T85T-4252-AH ) onto hub nut. Tighten hub nut to 55-65 ft. lbs. (75-88 N.m). After
tightening to specification, ratchet back 5 clicks on hub nut. Clicking will be heard if procedure is
performed correctly.
5. Check axle shaft "O" ring and replace if necessary. Install axle shaft. Coat axle shaft bolt threads with
Loctite. Install axle shaft bolts until seated, but DO NOT tighten.
6. Install brake drum and wheel assembly. Check lubricant level and add if necessary. Tighten wheel lug
nuts and adjust brakes (if necessary). Lower vehicle and tighten axle shaft bolts to specification. See
TORQUE SPECIFICATIONS table.
AXLE HOUSING ASSEMBLY
Removal (Aerostar)
1. Raise and support vehicle. Ensure parking brake is released. Remove rear wheels and brake drums. From
underneath vehicle, pull front cable for parking brake rearward approximately 2".
2. Carefully clamp cable behind crossmember, ensuring cable coating is not damaged. Remove parking
brake cables from equalizer. Compress tabs on retainers; pull cables through rear crossmember.
3. Place jack stands on frame lift points or under rear bumper support brackets. Place reference mark on
drive shaft flanges for reassembly reference. Remove drive shaft. Install plug in transmission extension
housing to prevent oil leakage.
4. Disconnect hydraulic brake lines. Support axle housing with floor jack. Disconnect shock absorbers from
lower control arms. Lower axle housing until coil springs are no longer under compression. Remove
lower coil spring retainer first, then remove upper retainer. Remove coil springs and spring insulators.
5. Raise axle housing to normal load position. Note axle housing-to-lower control arm bolt position for
installation reference. Remove lower control arms. Remove upper control arm-to-axle housing bolt.
6. Remove upper control arm from axle housing. Mark cam adjuster-to-axle housing bushing position for
installation reference. See Fig. 4 . Lower axle housing and remove from vehicle.
CAUTION: Upper control arm bushing is an eccentric-type bushing which,

depending on its position, controls drive pinion angle. When
removing upper control arm, ALWAYS mark cam adjuster-to-axle
housing bushing position for installation reference. Nominal position
(zero degree) of drive pinion angle is with axle housing bushing
notch at 6 o'clock position. See Fig. 4 .
Fig. 4: Referencing Cam Adjuster To Axle Housing Bushing
1. Raise axle housing assembly so upper control arm fits over cam adjuster and bushing. Ensure reference
mark on bushing and cam adjuster are still aligned. Install bolt and nut in upper control arm. Tighten bolt
and nut until snug. DO NOT tighten to specification at this time.
2. Lower axle housing assembly for coil spring installation. Install lower insulator for coil spring on lower
control arm. Install upper insulator on tapered coil (White colored end) of coil spring.
CAUTION: Coil spring must be installed with tapered coil (White colored end)
toward vehicle body.
3. Install coil spring. Install upper and lower coil spring retainers and tighten nut to specification. See
4. Raise axle housing assembly to normal load position. Install lower control arm-to-axle housing bolt.
Tighten upper and lower control arm-to-axle housing bolts to proper specification. See TORQUE
CAUTION: Ensure bushing and cam adjuster mark are still aligned. Components
must be in original location to obtain correct rear axle pinion angle.
Upper and lower control arm-to-axle housing assembly bolts must be
tightened to specification with axle housing assembly at normal
operating height.
5. To install remaining components, reverse removal procedure. Apply Loctite to drive shaft flange bolt
threads before installing. Ensure reference mark on drive shaft flanges are aligned. Tighten all bolts/nuts
to specification. See TORQUE SPECIFICATIONS table. Bleed brake system. Fill differential until
fluid level is approximately 1/4" below bottom of filler plug hole.
Removal (Explorer)
1. Raise and support vehicle. Remove wheel assembly and brake drum. Manufacturer recommends
removing brake backing plates so that the brake lines are not disconnected. Remove the axle shaft. See
AXLE SHAFT & BEARING under REMOVAL & INSTALLATION. Remove retaining nuts and brake
backing plates.
2. Disconnect vent hose from axle housing. Disengage brake lines from clips on axle housing. Remove
hydraulic brake junction block from axle housing. DO NOT disconnect brake lines from block. Place
reference mark on drive shaft flanges for reassembly reference. Remove drive shaft. Install plug in
transmission extension housing to prevent oil leakage.
3. Support axle housing with transmission jack. Remove nuts, "U" bolts and shock absorber mounting
plates. Remove stabilizer bar bracket bolts from axle housing. Position stabilizer bar away from axle
housing. Raise axle housing off leaf spring toward right side of vehicle. Lower left side of axle housing
below leaf spring. Remove axle housing from vehicle.
Installation (Explorer)
1. To install, reverse removal procedure. Apply Loctite to drive shaft flange bolt threads before installing.
Ensure reference mark on drive shaft flanges are aligned. Apply thread sealant to brake junction block
bolt prior to installation. Tighten all bolts and nuts to specification.
2. Clean gasket mating surfaces and apply 1/8 - 3/16" wide bead of silicone sealant on axle housing cover.
Install NEW housing cover. Tighten NEW cover bolts to specification in a crisscross pattern. See
TORQUE SPECIFICATIONS table. Fill differential until fluid level is approximately 1/4" below
bottom of filler plug hole.
NOTE: Explorer models use a plastic housing cover. Housing cover and retaining
bolts must be replaced. DO NOT reuse housing cover or retaining bolts.
No gasket, other than silicone sealant, is used. Housing cover must be
installed within 15 minutes of sealant application.
Removal (Bronco, Pickup, Ranger & Van)

1. Raise and support vehicle. Remove wheel assembly and brake drum. Manufacturer recommends
removing the brake backing plates so that the brake lines are not disconnected. Remove the axle shaft.
See AXLE SHAFT & BEARING under REMOVAL & INSTALLATION. Remove retaining nuts and
brake backing plates.
2. Disconnect vent hose from axle housing. Disengage brake lines from clips on axle housing. Remove
hydraulic brake junction block from axle housing. DO NOT disconnect brake lines from block. Place
reference mark on drive shaft flanges for reassembly reference. Remove drive shaft. Install plug in
transmission extension housing to prevent oil leakage.
3. Support axle housing with floor jack. Remove retaining nuts and disconnect shock absorbers from plates
on axle housing. Remove nuts, "U" bolts and plates. Lower floor jack and remove axle housing.
Installation (Bronco, Pickup, Ranger & Van)
1. To install, reverse removal procedure. Apply thread sealant to brake junction block bolt prior to
installation. Connect vent hose to axle housing. Apply Loctite to drive shaft flange bolt threads before
installing. Ensure reference mark on drive shaft flanges are aligned.
2. Before installing housing cover, ensure all sealing surfaces are clean. Apply a 3/16" diameter bead of
silicone sealant on housing cover sealing surface on inside area of bolt holes. Install housing cover and
retaining cover bolts. Tighten all bolts and nuts to specification. See TORQUE SPECIFICATIONS
table. Fill differential until fluid level is approximately 1/4" below bottom of filler plug hole.
Removal (All Others)
1. Loosen wheel lug nuts and axle shaft retaining bolts. Disconnect shock absorbers from axle housing.
Disconnect stabilizer bar mounts. Raise vehicle until weight is off rear springs.
2. Disconnect hydraulic brake hose. Remove axle housing vent hose and brake junction block. Remove
parking brake cable from cable support and brackets. Mark drive shaft for installation reference.
Disconnect rear "U" joint and remove drive shaft. Install plug in transmission extension housing to
prevent oil leakage.
3. Disconnect anti-lock wiring from axle sensor and height sensing linkage (if equipped). Support axle
housing assembly with floor jack. Remove spring "U" bolt nuts and remove "U" bolts. Carefully lower
axle housing from vehicle. Roll axle housing out from vehicle. Drain lubricant. Remove wheels and
mount axle housing on workbench.
InstallationRemoval (All Others)
To install, reverse removal procedure. Apply locking compound to threads holding axle housing brake junction
block to axle housing. Adjust parking brake. Bleed brakes. Fill differential until fluid level is approximately
1/4" below bottom of filler plug hole.
PINION FLANGE & OIL SEAL
NOTE: Pinion flange and oil seal replacement affects bearing preload. Preload must be
carefully reset during reassembly.
Removal
1. Raise and support vehicle. Scribe alignment marks on companion flange and drive shaft end yoke for
installation reference. Remove drive shaft.
2. Install plug in transmission extension housing to prevent oil leakage. Using an INCH lb. torque wrench,
measure and record torque required to rotate pinion through several revolutions.
3. Mark companion flange or end yoke in relation to pinion shaft for installation reference. Hold companion
flange or end yoke and remove pinion nut. Using Puller (T77FP-4220-B1 ), remove companion flange.
Using screwdriver, remove pinion seal.
Installation
1. Ensure pinion shaft splines are free of burrs. Remove burrs with fine crocus cloth if necessary. Lubricate
area between oil seal lip, and install oil seal into axle housing using Pinion Oil Seal Replacer (T83T-
4676-A ).
NOTE: If oil seal becomes cocked during installation, remove seal and install new
oil seal.
2. Align marks on companion flange and pinion. Apply a small amount of lubricant to companion flange
splines. Install companion flange and NEW pinion nut. Hold companion flange or end yoke, and
gradually tighten nut while rotating pinion.
3. Check pinion bearing preload often, until correct preload is obtained. DO NOT back off pinion nut to
reduce preload. See DIFFERENTIAL ASSEMBLY SPECIFICATIONS table under DIFFERENTIAL
SPECIFICATIONS.
NOTE: If desired preload is exceeded, a new collapsible spacer must be installed.

Tighten nut to obtain proper preload.
4. Remove plug from transmission extension housing. Install front end of drive shaft on transmission output
shaft. Connect rear end of drive shaft to companion flange, aligning scribed marks.
5. Apply locking compound to drive shaft bolt threads and tighten bolts to specification. See TORQUE
SPECIFICATIONS table. Fill differential until fluid level is approximately 1/4" below bottom of filler
plug hole.
DIFFERENTIAL ASSEMBLY
Removal and installation procedure is included in overhaul procedure. See DIFFERENTIAL ASSEMBLY
under OVERHAUL.
REAR ANTI-LOCK BRAKE SENSOR ASSEMBLY
Removal
Rear anti-lock brake sensor is located on top of axle housing assembly. Clean area around rear anti-lock brake
sensor. Disconnect electrical connector. Remove retaining bolt, rear anti-lock brake sensor and "O" ring.
Installation
Replace "O" ring if using original rear anti-lock brake sensor. Lubricate "O" ring with engine oil. Hold rear anti-
lock brake sensor on both sides and install. DO NOT push downward on electrical connector area. Install
retaining bolt and tighten to specification. See TORQUE SPECIFICATIONS table. Install electrical
connector.
OVERHAUL
NOTE: Differential case and drive pinion may be serviced in vehicle.
Disassembly
1. Raise and support vehicle. Drain lubricant and remove housing cover. Mount dial indicator and measure
and record ring gear runout. See RING GEAR & DIFFERENTIAL CASE RUNOUT CHECKING
PROCEDURE . Measure and record ring gear backlash. See Fig. 7 and DIFFERENTIAL BEARING
PRELOAD & RING GEAR BACKLASH procedure.
2. Remove axle shafts. See AXLE SHAFT & BEARING under REMOVAL & INSTALLATION. Place
alignment marks on drive shaft, yoke and companion flange for reassembly reference.
3. Remove drive shaft. Install plug in transmission extension housing to prevent oil leakage. Mark
differential bearing caps for reassembly reference and note arrow position. Loosen bearing cap bolts. Pry
out differential case, bearing races and shims until loose in bearing caps.
NOTE: Bearing races and caps must be installed in original positions.
4. Remove bearing caps and differential. Remove pinion nut and companion flange. Drive pinion out of
front bearing using soft-faced hammer. Remove pinion from housing. Remove oil seal using slide
hammer.
5. Remove front bearing. Mount bearing puller on pinion shaft, and press shaft out of bearing. Remove,
measure, and record thickness of shim located behind bearing. Remove differential side bearings with a
puller.
NOTE: DO NOT remove pinion bearing races unless damaged. If races are
replaced, bearings must also be replaced.
6. Mark differential case and ring gear for reassembly reference. Remove and discard ring gear mounting
bolts. Press or tap off ring gear. Remove exciter ring from differential case (if necessary). If exciter ring is
removed from differential case, a NEW exciter ring must be installed. Remove pinion shaft lock bolt and
remove shaft. Remove pinion gears, side gears and thrust washers.
NOTE: Tab on exciter ring must be aligned with slot in differential case.

Clean all parts thoroughly in solvent. Examine pinion and ring gear teeth for scoring, excessive wear, nicks and
chipping. Check bearing races for deep scores or galling. Check carrier bearings for wear or damage. Replace
components as necessary.
Anti-Lock Brake Sensor
Check sensor pole piece for loose metal particles. Clean if necessary.
Exciter Ring
Ensure exciter ring is properly pressed onto differential case. Examine ring for chips or missing teeth.
Bearing Races
Check bearing races for scores or galling. If a .0015" (.038 mm) feeler gauge can be inserted between a race and
bottom of its bore at any point around the race, race must be reseated.
Bearing & Roller Assemblies
When operated in races, bearing rollers must turn without roughness. Examine roller ends for step wear. If
damaged, both parts should be replaced.
Companion Flange
Ensure flange half-rounds and lugs have not been damaged. End of flange contacting bearing, counterbore and
seal surface must be smooth and free of damage.
Gears
Examine pinion and ring gear teeth for scoring, excessive wear, and excessive chipping. Worn or damaged
gears CANNOT be rebuilt to correct noisy condition.
Axle Housing
Ensure differential and pinion bearing bores are smooth. Remove any nicks or burrs from mounting surfaces.
Differential Case
Ensure hubs where bearings mount are smooth. Check differential case bearing shoulders for damage. Bearing
assemblies will fail if they DO NOT seat firmly against shoulders. Ensure differential side gears rotate freely in
counterbores.
NOTE: Ring and pinion gear set must be replaced in matched sets.
Reassembly & Adjustments
1. Lubricate all parts with axle lubricant. Place side gears and thrust washers into case. Place pinion gears
and thrust washers opposite each other in case openings, and in mesh with side gears.
2. Install ring gear with NEW mounting bolts. If bolts are covered with Green coating over 1/2" of threaded
area, install and tighten bolts. If new bolts DO NOT have Green coating, apply small amount of Loctite
to bolt threads then tighten bolts.
3. If bearing races have been replaced, NEW bearing and roller assemblies should be installed. Races must
be seated in bores so a .0015" (.038 mm) feeler gauge will not fit between race and bottom of bore.
Pinion Depth
1. Assemble Axle Pinion Depth Gauge Set (T79P-4020-A ) and install aligning adapter, gauge disc, gauge
block screw and gauge block.
2. Place rear pinion bearing over aligning disc and into bearing race of axle housing. Install front pinion
bearing into front bearing race. Place tool handle onto screw and finger tighten. See Fig. 5 .
Fig. 5: Installing Pinion Depth Measuring Tools (Tools Are Included In Axle Pinion Depth Gauge
Set)
3. Ensure pinion depth measuring tools are properly installed and tightened. Apply a light film of oil to
pinion bearings. Rotate gauge block several times to seat bearings.
4. Tighten tool handle to 20 ft. lbs. (27 N.m). Final position of gauge block should be 45 degrees above axle
shaft centerline. Clean differential bearing bores thoroughly and install gauge tube.
5. Tighten the bearing cap bolts to proper specification. See TORQUE SPECIFICATIONS table. Using
flat pinion shims as a gauge for shim selection, hold gauge block in proper position and measure
clearance between gauge block and tube.
6. Correct shim selection is accomplished when a slight drag is felt as shim is drawn between gauge block
and tube.
Pinion Bearing Preload
1. Place pre-selected shim on pinion shaft. Press bearing onto shaft until bearing and shim are firmly seated
against shoulder of shaft. Install NEW collapsible spacer on pinion shaft.
2. Lubricate bearings with axle lubricant. Install front pinion bearing in housing. Install NEW pinion oil
seal. Insert companion flange into oil seal and hold firmly in place.
3. From rear of axle housing, insert pinion shaft into flange. Install a NEW pinion nut on pinion shaft and
gradually tighten pinion nut while holding flange.
NOTE: If installing a new companion flange, disregard scribed mark on pinion

shaft.
4. Check bearing preload often. As soon as preload is measured, turn pinion shaft in both directions several
times to seat bearings. Hold companion flange with Companion Flange Holder (T78P-4851-A) while
tightening nut.
5. Tighten pinion nut and continue to measure pinion bearing preload until the specified pinion torque is
obtained. See DIFFERENTIAL ASSEMBLY SPECIFICATIONS table under DIFFERENTIAL
SPECIFICATIONS. If bearing preload is exceeded before torque specification is reached, replace
collapsible spacer.
6. Install NEW pinion nut and repeat procedures. DO NOT loosen pinion nut to reduce pinion bearing
preload.
Differential Bearing Preload & Ring Gear Backlash
1. With pinion depth set and pinion installed, place differential case and gear assembly with bearings and
races into axle housing.
2. Install a .265" (6.73 mm) shim on left (ring gear side) side of differential. Install left bearing cap and
bolts. Tighten bolts finger tight.
3. Select and install largest shim that will fit, with a slight drag, on pinion gear side (right side) of
differential. Install right bearing cap and bolts and tighten all cap bolts to specification. See TORQUE
4. Rotate gear assembly to ensure free operation. Check ring and pinion backlash. See Fig. 7 . If backlash
is .008-.015" (.20-.38 mm), proceed to step 6). If backlash is zero, add .020" (.51 mm) to shim size on
right side, and subtract .020" (.51 mm) from shim size on left side.
5. If backlash is less than .008" (.20 mm) or more than .015" (.38 mm), increase or decrease shim size where
necessary to correct reading. See Fig. 6 and BACKLASH-TO-SHIM THICKNESS CONVERSION
table.
6. Retighten bearing cap bolts and rotate gear assembly several times. Recheck backlash and correct if
necessary. Increase both left and right shim sizes .006" (.15 mm), and reinstall for correct preload.
7. Ensure shims are seated and gear assembly turns freely. Using marking compound, check gear tooth
contact pattern. See GEAR TOOTH CONTACT PATTERNS article in the DRIVE AXLES Section.
Final Assembly
Clean differential housing surface and apply a continuous bead of silicone sealant to housing cover. Install
cover and tighten bolts to specification. See TORQUE SPECIFICATIONS table. Install drive shaft. To
complete assembly, reverse disassembly procedure. Fill differential until fluid level is approximately 1/4" below
bottom of filler plug hole. Adjust brakes if required.
Fig. 6: Adjusting Backlash

Fig. 7: Measuring Ring Gear Backlash
BACKLASH-TO-SHIM THICKNESS CONVERSION

Required Change In Backlash In. (mm) Change In Shim Thickness In. (mm)
.001 (.03) .002 (.05)
.002 (.05) .002 (.05)
.003 (.08) .004 (.10)
.004 (.10) .006 (.15)
.005 (.13) .006 (.15)
.006 (.15) .008 (.20)
.007 (.18) .010 (.25)
.008 (.20) .010 (.25)
.009 (.23) .012 (.30)
.010 (.25) .014 (.35)
.011 (.28) .014 (.35)
.012 (.30) .016 (.41)
.013 (.33) .018 (.46)
.014 (.35) .018 (.46)
.015 (.38) .020 (.51)
RING GEAR & DIFFERENTIAL CASE RUNOUT CHECKING PROCEDURE
Ring Gear Runout
NOTE: Ring gear runout should be checked before disassembling differential

assembly.
1. Assemble dial indicator on axle housing assembly with tip of dial indicator contacting back face of ring
gear.
NOTE: A space is provided between exciter ring and ring gear for measuring ring
gear runout.
2. Adjust dial indicator to zero. Rotate ring gear and note ring gear runout. Maximum ring gear runout
is .004" (.10 mm). If ring gear runout exceeds .004" (.10 mm), check for improper tightening on ring gear
bolts or foreign material between ring gear and differential case.
3. If ring gear runout still exceeds .004" (.10 mm), check for warped ring gear, worn differential bearings or
warped differential case by checking differential case runout. See DIFFERENTIAL CASE RUNOUT .
Differential Case Runout
1. Remove differential case from axle housing assembly. Remove retaining bolts and ring gear. Install
differential case with bearing races and preload shims into axle housing assembly.
2. Install bearing caps and retaining bolts. Tighten bearing cap retaining bolts to specification. See
TORQUE SPECIFICATIONS table. Rotate differential case to ensure bearings are properly seated.
3. Assemble dial indicator on axle housing assembly with tip of dial indicator contacting ring gear surface of
differential case. Adjust dial indicator to zero.
4. Rotate differential case and note differential case runout. If differential case runout is within .003" (.08
mm), install a NEW ring gear and pinion.
5. If differential case runout exceeds .003" (.08 mm), ring gear is okay. The problem area is damaged axle
housing assembly or worn bearings on differential case.
6. Visually check for damaged bearings. If bearings are okay, replace both bearings and differential case.
Recheck differential case runout using NEW components.
7. If differential case is now within .003" (.08 mm), use components for reassembly. If differential case
runout exceeds .003" (.08 mm), axle housing assembly is damaged and should be replaced.
DIFFERENTIAL SPECIFICATIONS
DIFFERENTIAL ASSEMBLY SPECIFICATIONS

Differential Case Flange Runout .003" (.08 mm)
Maximum Backlash Variation Between Teeth .004" (.10 mm)
Nominal Pinion Shim Thickness .030" (.76 mm)
Pinion Gear Thrust Washer Thickness .030-.032" (.76-.81 mm)
Ring Gear Back Face Runout .004" (.10 mm)
Ring Gear Backlash (1) .008-.015" (.20-.38 mm)
Side Gear Thrust Washer Thickness .030-.032" (.76-.81 mm)
INCH Lbs. (N.m)
Pinion Bearing Preload
New Bearings 16-29 (1.8-3.2)
Original Bearings (With Oil Seal) 8-14 (.9-1.6)
(1) Preferred setting is .012-.015" (.30-.38 mm).
ABS Sensor Bolt 26-30 (35-41)
Axle-To-Hub Bolts (1)
"E" Series 83-113 (113-153)
"F" Series 90-120 (122-163)
Backing Plate Retainer Nut 20-40 (27-54)
Bearing Cap Bolt
8 3/4" Ring Gear 70-85 (95-115)
10 1/4" Ring Gear 80-95 (108-129)
Brake Junction Block Bolt 25-30 (34-41)
Coil Spring Retainer Nut (Aerostar)
Lower 41-64 (56-87)
Upper 30-40 (41-54)
Driveshaft-To-Circular Companion Flange Bolt 70-95 (95-129)
Driveshaft-To-Half Round Companion Flange Bolt 10-15 (14-21)
Housing Cover Bolt
8 3/4" Ring Gear 15-20 (21-27)
10 1/4" Ring Gear 25-35 (34-47)
Hub Nut (Full-Floating) (2) 55-65 (75-88)
Lower Control Arm-To-Axle

Housing Bolt (Aerostar) 95-130 (129-176)
Pinion Nut (Minimum) (3) 160 (217)
Pinion Shaft Lock Bolt 15-30 (21-41)

Ring Gear Bolt
8 3/4" Ring Gear 70-85 (95-115)
10 1/4" Ring Gear 100-120 (136-163)
Shock Absorber Nut
Aerostar
Lower 41-65 (56-88)
Upper 25-35 (34-47)
Bronco & Pickup
Lower 52-74 (71-100)
Upper 40-60 (54-81)
Explorer
Lower 27-41 (37-56)
Upper 41-63 (56-85)
Van
Lower 50-68 (68-92)
Upper 25-34 (34-46)
Ranger
Lower & Upper 39-53 (53-72)
Stabilizer Bar Nut 30-42 (41-57)
"U" Bolt Nut
Ranger 66-80 (89-108)
Explorer 88-108 (119-146)
Pickup 75-115 (102-156)
Van 72-98 (98-133)
Wheel Lug Nut
Aerostar 85-115 (115-156)
Bronco, Explorer & Ranger 100 (136)
All Others 140 (190)
(1) Use NEW axle-to-hub bolts.
(2) Ratchet back 5 clicks after initial torque.
(3) If bearing preload exceeds specification before torque specification is reached, install NEW
collapsible spacer.
DRIVE AXLE RATIO IDENTIFICATION
Drive Axles - Axle Ratio Identification
IDENTIFICATION
commercial chassis.
Series (1) Model
"A" Aerostar
"E" RWD Van
"F" Pickup
"R" Ranger
Front axle identification tag is located under cover-to-carrier bolt. Rear axle identification tag is located under
cover-to-carrier bolt or on front side of differential carrier. See appropriate DIFFERENTIAL article in the
DRIVE AXLES Section, for identification tag interpretation. Vehicle axle application can also be determined
through axle code on the Safety Certification Label located on left door pillar.
NOTE: All differential codes listed in the appropriate AXLE RATIO IDENTIFICATION
tables are Ford Motor Co. production number codes.
AXLE RATIO IDENTIFICATION
AXLE RATIO IDENTIFICATION (FRONT AXLES - 4WD)

Application Ratio
Aerostar (Dana 28-2)
519A-BA 3.27:1
519A-AB 3.73:1
Bronco & F150 (Dana 44 IFS)
F2TA-PA (2), F2TA-RA (2), F2TA-RB (2) 3.07:1
F2TA-SA (2), F2TA-SB (2), F2TA-TA (2), F2TA-UA 3.54:1
F2TA-VA (2) 4.09:1
Explorer & Ranger (Dana 35 IFS)
E87A-GB (2), E87A-DB (2) 3.45:1
FO7A-GC (2), FO7A-LB (2) F17A-JA (2), F27A-LA (2), F27A-MA (2) 3.55:1
FO7A-EB (2), FO7A-EC (2), FO7A-BB (2) F17A-HB (2), F27A-LA (2), F27A- 3.73:1
NA (2), FO7A-BC (2)
E87A-JB (2), E87A-FB (2) 4.10:1
F250 (Dana 44 IFS-HD)
F1TA-LA (2), F1TA-LA (2) 3.54:1
E8TA-TC (2), E8TA-UC (2), E8TA-ZC (2) 3.55:1
F1TA-MA (2) 4.09:1
F250 Heavy Duty Dana 50 IFS, E8TA-YC (2), F1TA-PA (2) 4.10:1
F350 (Dana 60 Monobeam)
F2TA-AA (1), F2TA-AB (1), F2TA-DA (2), F2TA-DB (2) 3.54:1
F2TA-FA (2), F2TA-FB (2), F2TA-BA (1), F2TA-BB (1) F2TA-CA (2), F2TA- 4.10:1
CB (2), F2TA-EA (2), F2TA-EB (2)
(1) Non-limited slip differential.
(2) Limited slip differential.
AXLE RATIO IDENTIFICATION (REAR AXLES)

Application Ratio
Aerostar
7 1/2" Ring Gear (1)
S688-A, S688-B 3.27:1
S692-A, S692-C, S692-W 3.45:1
S696-A, S696-C, S696-W 3.73:1
S668-A (2) 4.10:1
S697-A, S697-C, S697-W 3.73:1
S699-A, S699-C, S699-W 4.10:1
S672-A, S672-B 3.27:1
S674-A, S674-B, S675-A, S675-B 3.55:1
Bronco, E150 & F150
S812-D, S842-A, S842-B, S736-A, S736-D, S736-G 2.73:1
S806-D, S836-A, S836-B, S738-A, S738-D, S738-G 3.08:1
S740-G 3.31:1
S808-D, S814-P, S838-B, S844-A, S844-B, S742-A, S742-D, 3.55:1
S742-G, S744-A, S744-D, S744-G
S805-D, S805-D, S835-A, S835-B, S739-A, S739-D, S739-G, 3.08:1
S739-A, S739-D, S739-G
S741-G 3.31:1
S807-D, S817-P, S837-A, S837-B, S847-A, S847-B, S743-A, 3.55:1
S743-D, S743-G, S745-A, S745-D, S745-G
S815-D, S845-A, S845-B 4.10:1
Explorer
S624-B, S624-D 3.08:1
S622-B, S622-D 3.27:1
S626-B 3.55:1
S628-A 3.73:1
E250/350 (Dana 60)
F2UA-KD, F0UA-YA, F2UA-KC 3.54:1
F0UA-JB, F2UA-BD, F2UA-UA 3.73:1
F0UA-LB, F2UA-PA, F2UA-EC, F2UA-ED 4.10:1
F0UA-RB, F2UA-JD, F2UA-CC, F2UA-CC, F2UA-CD, F2UA-PB 3.54:1
F0UA-HB, F2UA-AD, F2UA-TA 3.73:1
F0UA-KB, F2UA-DC, F2UA-DD, F2UA-NA, F2UA-DD 4.10:1
E350 (Dual Rear Wheel, Dana 70)
10 1/2" Ring Gear (2) F0UA-NC, F0UA-ND, F2UA-HC, F2UA-HD, 4.10:1
F2UA-SA, F2US-DB
10 1/2" Ring Gear (1) F0UA-SC, F0UA-SD, F0UA-MC, F0UA-MD, 4.10:1
F0US-AA, F0US-AB, F0US-AC, F2UA-GC, F2UA-GC, F2UA-GD,
F2UA-RA, F2US-AB, F2US-AC
"F" Series Super Duty, Stripped & Motorhome, Dana 80)
11 1/4" Ring Gear (1)
F1TA-AA, F2TA-LA 4.63:1
F0TA-XA, F0TD-AA, F1TA-BA, F2TA-MA, F2TD-AB 5.13:1
Ranger
S314-C, S314-F, S360-A 3.08:1
S366-A, S302-C, S302-F, S304-C, S304-F, S362-A 3.45:1
S308-C, S308-F, S310-C, S310-F, S368-A, S370-A 3.73:1
S312-C, S312-F, S322-C, S322-F 4.10:1
S307-C, S307-F, S309-C, S309-F, S363-A, S367-A 3.73:1
S313-C, S313-F 4.10:1
S324-A, S324-C, S326-A, S326-C, S350-A, S352-A 3.08:1
S328-C, S356-A 3.27:1
S336-A, S336-C, S358-A 3.55:1
S354-A 3.73:1
8 3/4 Ring Gear (2)
S335-A, S335-C, S337-A, S337-C, S355-A, S357-A 3.55:1
S329-A, S329-C, S359-A 3.73:1
(1) Non-limited slip differential.
(2) Limited slip differential.
SAFETY CERTIFICATION LABEL AXLE CODE

Code Type Ratio
Aerostar
B2 Limited Slip 4.10:1
23 Conventional 3.45:1
24 & 34 Conventional 3.73:1
Bronco & Pickup (1)
C5 Limited Slip 4.10:1
D5 Limited Slip 4.10:1
F5 Limited Slip 4.10:1
H5 Limited Slip 4.10:1
W5 Limited Slip 4.00:1
Explorer (Rear)
D4 Limited Slip 3.73:1
Ranger (Rear)
Van (Rear)
E2 Limited Slip 4.10:1
(1) On front axles, when "2" is used as the third digit in axle code, front axle is limited slip design.
DRIVE AXLE
Drive Axles - Dana IFS Front Axle
IDENTIFICATION
Axle application can be determined through the axle code on the Safety Certification Label on left door pillar.
Additionally, a metal identification tag stamped with gear ratio and diameter, is secured to carrier housing. If
axle is equipped with limited slip differential, gear ratio will have letter "L" in the number. To further identify
differential ring gear size and drive axle ratio, see DRIVE AXLE RATIO IDENTIFICATION article in the
DRIVE AXLES Section.
NOTE: References to Pickup include the F150 & F250 but NOT F350 Super Duty
commercial chassis.
Independent Front Suspension (IFS) front axle is of integral carrier housing, hypoid gear type. Centerline of
drive pinion is mounted above centerline of ring gear. Drive pinion and ring gear bearing adjustments are all
accomplished with shims.
Dana 35 IFS axle is used on 4WD Explorer and 4WD Ranger models. Dana 44 IFS axle is used on Bronco and
F150 4WD. Dana 44 IFS-HD axle is used on F250 4WD. Dana 50 IFS axle is used on F250 HD 4WD. Dana 35
IFS and 44 IFS axles are equipped with coil springs. Dana 44 IFS-HD and 50 IFS axles are equipped with leaf
springs.
Power is transmitted through transfer case driveshaft to the drive pinion located in the differential carrier
housing. See Fig. 1 . Drive pinion shaft is supported by 2 opposed tapered roller bearings. Power is transmitted
from pinion gear through ring gear and differential pinion gears to axle shafts and wheels.
LUBRICATION
CAPACITY
DIFFERENTIAL LUBRICATION CAPACITY

Application Pts. (Liters)
Model 35 3.6 (1.7)
Model 44 3.9 (1.8)
Model 50 4.1 (1.9)
FLUID TYPE
All models use Hypoid Gear Lubricant (C6AZ-19580-E). Limited Slip Differentials (LSD) require an additional
4 ozs. of Friction Modifier (C8AZ-19B546-A)
TROUBLE SHOOTING

NOTE: For removal and installation procedures of front drive axle component parts not
covered in this article, see LOCKING HUBS and STEERING KNUCKLES - 4WD
articles in this Section.
HUBS & BEARINGS
Removal (Explorer & Ranger With Dana 35 IFS)
1. Raise and support vehicle. Remove wheels and tires. Remove retainer washers from wheel lug nut studs.
Remove caliper with brake line attached and secure to frame with wire. DO NOT hang caliper with any
tension on brake hose. Remove manual or automatic locking hub assemblies.
2. On models with manual locking hubs, remove snap ring and axle shaft spacer from spindle. Remove outer
bearing lock nut with Spanner Lock Nut Wrench (T86T-1197-B). Remove lock nut washer and inner
bearing adjusting nut.
3. On models with automatic locking hubs, remove snap ring and axle shaft spacer. Carefully pull plastic
cam assembly from bearing adjusting nut. Remove 2 plastic thrust washers from adjusting nut.
CAUTION: Before removing adjusting nut, remove locking key from spindle
keyway. Failure to clear keyway will result in thread damage on
spindle.
4. Using magnet, remove locking key from spindle keyway. It may be necessary to rotate adjusting nut
slightly to relieve pressure for locking key removal. Remove adjusting nut with 2 3/8" Hex Socket (T70T-
4252-B).
5. On all models, remove hub and rotor. Remove outer bearing. Using Seal Remover (1175-AC), remove
grease seal from rotor. Remove inner bearing. If bearings require replacement, remove races from hub
using Internal Puller (D80L-943-A) and attached slide hammer.
Installation & Adjustment (With Manual Locking Hubs)
1. If bearings are replaced, drive new races into hub. Lubricate bearings with lithium base multipurpose
wheel bearing grease. Install inner bearing and seal into hub. Install hub and rotor assembly on spindle.
Install outer bearing and adjusting nut. Tighten adjusting nut to 35 ft. lbs. (47 N.m) while turning hub
back and forth to seat bearings.
2. Spin hub and back off adjusting nut 1/4 turn (90 degrees). Install lock washer on spindle. Mount lock
washer over pin on adjusting nut, turning nut slightly if necessary to align pin. Install and tighten outer
lock nut to 150 ft. lbs. (203 N.m) using spanner lock nut wrench.
3. Install axle shaft spacer. Install snap ring on end of spindle. Install manual hub assembly. Install retaining
washers, wheel and tire. Check hub and rotor assembly end play. End play should be 0-.003" (0-.08 mm).
Installation & Adjustment (With Automatic Locking Hubs)
wheel bearing grease. Install inner bearing and seal into hub. Install hub on spindle.
2. Install outer bearing and adjusting nut. Tighten adjusting nut to 35 ft. lbs. (47 N.m) while turning hub
back and forth to seat bearings. Spin hub and back off adjusting nut 1/4 turn (90 degrees). Retighten
adjusting nut to 16 INCH lbs. (1.8 N.m).
3. Align nearest hole in adjusting nut with center of spindle keyway slot. Advance nut to next lug, if
necessary. Install locking key into spindle keyway under adjusting nut. Install 2 thrust washers. Press
plastic cam assembly onto adjusting nut while lining up key in fixed cam with spindle keyway.
4. Install axle shaft spacer. Clip snap ring onto end of spindle. Install automatic locking hub assembly with 3
legs of hub assembly inserted into 3 pockets of cam assembly. Install retaining washers, wheel and tire.
Check hub and rotor assembly end play. End play should be 0-.003" (0-.08 mm). To complete
installation, reverse removal procedure.
5. Use great care in aligning spindle nut lug with center of spindle keyway. Damage to locking key may
allow wheel assembly to come off vehicle while in motion.
Removal (Bronco & F150/250 With Manual Locking Hubs)
1. Raise and support front of vehicle. Remove front wheels. Remove locking hubs. See LOCKING HUBS
article in the DRIVE AXLES Section. Remove caliper with brake line attached and secure to frame with
wire. DO NOT hang caliper with any tension on brake hose.
2. Remove hub bearing lock nut, lock ring and adjusting nut. Using Spanner Lock Nut Wrench (T86T-1197-
A), remove nuts. Remove hub and rotor. Outer bearing will slide off with hub. Remove grease seal and
inner bearing. If bearings require replacement, remove races from hub with Internal Puller (T77F-1102-
A) and attached slide hammer.
Installation & Adjustment (Bronco & F150/250 With Manual Locking Hubs)
wheel bearing grease. Install inner bearing and seal into hub.
2. Install hub and rotor assemble on spindle. Install outer bearing and adjusting nut. Using torque wrench
and Spanner Lock Nut Wrench (T86T-1197-A) tighten adjusting nut to 50-60 ft. lbs. (68-81 N.m) while
turning wheel back and forth.
3. Applying inward pressure to spanner lock nut wrench to disengage locking splines, back off adjusting nut
approximately 1/2 turn (180 degrees). Retighten adjusting nut to 15 ft. lbs. (20 N.m). Check hub and rotor
assembly end play. End play should be 0-.004" (0-.10 mm). To complete installation, reverse removal
procedure.
Removal (Bronco & F150 With Dana 44 IFS & Automatic Locking Hubs & F250 HD With Dana 50 IFS)
1. Raise and support front of vehicle. Remove wheels. Remove locking hub assembly. See LOCKING
HUBS article in the DRIVE AXLES Section. Remove caliper with brake line attached and secure to
frame with wire. DO NOT hang caliper with any tension on brake hose.
2. Remove hub bearing lock nut, lock ring and adjusting nut. Using Spanner Lock Nut Wrench (T85T-1197-
A), remove nuts. Remove hub and rotor. Outer bearing will slide off with hub. Remove grease seal and
inner bearing. If bearings require replacement, remove races from hub using Internal Puller (T77F-1102-
A) and attached slide hammer.
Installation & Adjustment (Bronco & F150 With Dana 44 IFS & Automatic Locking Hubs & F250 HD With Dana 50
IFS)
1. If bearings are replaced, drive new races into hub. Install inner bearing and seal into hub. Install hub on
spindle. Install outer bearing and adjusting nut.
2. Using spanner lock nut wrench, tighten inner lock nut to 50 ft. lbs. (68 N.m). Back off inner lock nut and
retighten to 30-40 ft. lbs. (41-54 N.m). While rotating hub, back off inner lock nut 1/4 turn (90 degrees).
3. Install lock washer so key is positioned into spindle groove. Rotate inner lock nut so pin is aligned into
nearest lock washer hole. Install and tighten outer lock nut to 160-205 ft. lbs. (217-278 N.m). Check hub
and rotor assembly end play. End play should be 0-.004" (0-.10 mm). To complete installation, reverse
removal procedure.
Fig. 1: Exploded View Of Dana Model 35 IFS Front Drive Axle Assembly (Typical)
SPINDLES & AXLE SHAFTS

Removal
1. Raise and support vehicle. Remove locking hub assemblies. See LOCKING HUBS article in the DRIVE
AXLES Section. Remove wheel and tire. Remove brake caliper assembly and tie to frame without any
tension on brake hose. Remove hub and rotor. See HUBS & BEARINGS under REMOVAL &
INSTALLATION. Unbolt spindle from knuckle studs. See Fig. 1 It may be necessary to tap spindle with
soft mallet to break spindle loose.
2. Remove splash shield. On left side, remove axle shaft and joint assembly by pulling assembly through
steering knuckle. On right side, remove keystone clamps holding rubber boot onto right axle shaft and
stub shaft. Slide rubber boot onto stub shaft.
3. Pull right axle shaft and joint assembly from splined stub shaft. Clamp spindle in soft-jawed vise on
spindle second step. Using slide hammer and seal remover, remove grease seal and needle bearing from
spindle. Remove oil seal from axle.
Inspection
Inspect sealing surfaces of spindle for corroded, pitted, worn or galled sealing surfaces. Replace spindle if
damaged. Inspect outer shaft of axle for pitted, corroded, worn or galled surfaces in inner oil seal and/or needle
bearing areas. Replace outer shaft as necessary.
Installation
1. Clean spindle bearing bores thoroughly. Place bearing into bore with manufacturer's identification facing
outward. Drive bearing into spindle using spindle bearing driver and driver handle. See SPINDLE
BEARING REPLACER & DRIVER HANDLE table.
SPINDLE BEARING REPLACER & DRIVER HANDLE

Application Tool Number
Spindle Bearing Replacer
Dana 35 T80T-4000-S
& 44
Dana 50 T80T-4000-R
Driver T80T-4000-W
Handle
2. Position new needle bearing seal with seal lip facing away from spindle. Using driver handle and Seal
Replacer (T80T-4000-T), install seal. Coat seal lip and axle shaft splines with multipurpose grease. Install
new axle shaft oil seal.
3. Slide left axle shaft and joint assembly through knuckle. Ensure shaft splines engage properly inside
differential carrier. Install new axle shaft seal on right axle if removed.
4. On right side stub shaft, install rubber boot with new keystone clamps. Install right axle shaft and joint
assembly. Ensure wide male spline on axle shaft is aligned with wide tooth space in stub shaft slip yoke.
Ensure splines fully engage.
NOTE: On Explorer and Ranger with Dana 35 IFS, axle shafts DO NOT have a
blind spline. Ensure axle shaft and stub shaft slip yoke are in phase.
5. Slide rubber boot over assembly junction. Crimp clamps with Keystone Clamp Pliers (T63P-9171-A).
Install splash shield and spindle onto knuckle. Tighten spindle retaining nuts to specification. See
6. Pack wheel bearings with lithium base multipurpose wheel bearing grease. Install inner wheel bearing
and grease seal into rotor. Position rotor on spindle and install bearing, lock nut, thrust bearing, snap ring
and locking hub. Install wheel and tire. Adjust wheel bearings. See HUBS & BEARINGS under
REMOVAL & INSTALLATION.
STUB SHAFT & SLIP YOKE, CARRIER & BEARING
Removal
1. Mark pinion yoke and drive shaft alignment for reassembly reference. Disconnect drive shaft from yoke
and secure away from the work area. Remove both spindles and the axle shaft assemblies. See
SPINDLES & AXLE SHAFTS under REMOVAL & INSTALLATION.
2. Support differential carrier and remove bolts holding carrier to support arm. Separate carrier from support
arm and drain lubricant. Remove carrier from vehicle. Install carrier into Holding Fixture (T57L-500-B)
using Adapter (T90T-4000-A) and Spacer (T80T-4000-B2) for Dana 35 axles or Adapter (T80T-4000-B)
for Dana 44 and 50 axles.
3. Rotate slip yoke and stub shaft until open side of snap ring on inner end of stub shaft can be reached.
Remove snap ring. Remove stub shaft and slip yoke from carrier assembly. On Dana 35 axles, remove
right oil seal using slide hammer and Seal Puller (1175-AC).
4. Remove left oil seal using slide hammer and Seal Puller (T74P-77248-A). Remove caged needle bearings
using slide hammer and Axle Bearing Remover (T90T-1225-A). On Dana 44 and 50 axles, remove oil
seal and caged needle bearings together, using slide hammer and Collet (D80L-100-A).
Installation
1. Ensure bearing bore is clean and has no nicks. On Dana 35 axles, place needle bearing on Needle Bearing
Installer (T90T-1175-A). On Dana 44 and 50 axles, use Needle Bearing Installer (T83T-1244-A).
2. On all models, bearing manufacturer's name and part number should face toward tool when installed into
carrier bore. Coat lip of seal with multipurpose grease. Drive seal into carrier. Install slip yoke and stub
shaft so that groove on shaft is visible inside differential case.
3. Locate screwdriver into snap ring notch and push snap ring into place. DO NOT tap on center of snap
ring as ring will be damaged. Clean all sealant, oil and dirt from carrier and support arm. Apply
continuous bead of RTV sealant 1/4-3/8" wide on carrier. Bead should not pass over or outside holes.
NOTE: Carrier must be installed on support arm within 5 minutes after applying
RTV sealant.
4. Using jack, install carrier on support arm with guide pins to align carrier. Install and tighten bolts in
clockwise pattern to specification. See TORQUE SPECIFICATIONS table.Install and tighten support
arm-to carrier bolts to specification.
5. Install both spindles. Install left and right axle shaft assemblies. See SPINDLES & AXLE SHAFTS
under REMOVAL & INSTALLATION. Align marks made previously and install drive shaft. Let RTV
sealant cure for one hour before filling assembly with hypoid gear lubricant.
AXLE PIVOT BUSHING
Removal
Remove carrier housing assembly. See CARRIER HOUSING ASSEMBLY under REMOVAL &
INSTALLATION. Install Forcing Screw (T78P-5638-A1), Bushing Remover (T80T-5638-A2) and Receiver
Cup (T78P-5638-A4) for Dana 35 axle or Bushing Remover (T80T-5638-A1) and Receiver Cup (T78P-5638-
A3) for Dana 44 and 50 axle on pivot bushing. Turn forcing screw to remove pivot bushing.
Installation
1. Place new pivot bushing into carrier housing. On Dana 35 axle, using Receiver Cup (T78P-5638-A4),
forcing screw and Bushing Replacer (T82T-3006-A), install bushing. On Dana 44 and 50 axles, using
Receiver Cup (T78P-5638-A2), forcing screw and Bushing Replacer (T80T-6538-A2), install bushing.
2. On Dana 35 axles, bushings must be flared to prevent movement after installation. Use forcing screw,
Receiver Cup (T83T-3006-A1) and Flaring Flange (T83T-3006-A) to flare bushing lip. To complete
installation, reverse removal procedure.
CARRIER HOUSING ASSEMBLY
Removal (Coil Spring Models)
1. Raise vehicle on hoist. Place safety stands under radius arm brackets. Mark drive shaft position for
installation reference. Disconnect drive shaft at pinion yoke and tie out of way. Remove wheels and brake
calipers. Support caliper to side with no weight on brake hose. Disconnect steering linkage from steering
knuckles.
2. On Explorer, remove left stabilizer bar link from radius arm bracket. On all models, place jack under axle
arm assembly and compress coil spring slightly. On Dana 35 axle, remove nut which holds lower part of
spring to axle arm. On Dana 44 axle, remove upper spring retainers.
3. On all models, lower jack. Remove coil spring, spring cushion, lower spring seat and stud. Disconnect
shock absorber at radius arm bracket. Remove radius arm bracket and radius arm. Disconnect vent tube
fitting (if equipped) and install 1/8" pipe plug into fitting hole. Remove pivot bolt holding right side axle
arm assembly to crossmember.
4. Remove and discard keystone clamps. Remove right axle shaft assembly from slip joint. Lower jack and
remove right axle arm assembly. Place jack under differential housing. Unbolt left axle arm assembly
from crossmember. Remove left axle arm assembly.
Installation (Coil Spring Models)
To install, reverse removal procedure. Check alignment and adjust, if necessary.
Removal (Leaf Spring Models)
1. Raise and support vehicle. Remove tires and wheels. Remove brake calipers. Support caliper to side with
no tension on brake hose. Place jack under right axle arm assembly. Remove 2 "U" bolts holding shock
absorber mounting plate and leaf springs to tube and yoke assembly.
2. Disconnect vent tube. Remove vent fitting and install 1/8" pipe plug. Remove pivot bolt holding right
axle arm to crossmember. Remove keystone clamps from rubber boot. Move rubber boot off axle shaft
assembly onto slip joint. Remove right axle arm assembly.
3. Pull right axle shaft out of slip joint. Place jack under left axle arm assembly. Remove 2 "U" bolts holding
shock absorber mounting plate and leaf springs to tube and yoke assembly. Place jack under differential
housing. Remove pivot bolt holding left axle arm assembly to crossmember. Remove left axle arm
assembly.
Installation (Leaf Spring Models)
To install, reverse removal procedure. Check alignment and adjust, if necessary.
OVERHAUL
Disassembly
1. With carrier housing removed from vehicle, remove differential carrier from axle arm. Note matched
numbers or letters on differential bearing caps for reassembly reference. Remove bearing caps. Install
Housing Spreader (4000-E) and Spreader Adapter (T80T-4000-B). See Fig. 2 .
Fig. 2: Spreading Differential Carrier Housing

2. Rotate slip yoke and shaft assembly so open side of snap ring on shaft is exposed. Remove snap ring from
shaft. Remove slip yoke and shaft assembly from carrier. Mount dial indicator on carrier housing to
measure amount of spread.
CAUTION: DO NOT spread carrier housing more than .010" (.25 mm). Permanent
damage to housing could result.
3. Spread carrier housing to a maximum of .010" .25 mm. Remove dial indicator. Carefully pry differential
assembly out of housing. Remove spreader immediately so that housing does not distort permanently.
4. Place carrier assembly into holding device. Using Yoke Holder (T57T-4851-B) for Dana 35 axle or Yoke
Holder (T78P-4851-A) for Dana 44 and 50 axles, hold yoke while removing drive pinion nut and washer.
5. Using Yoke Remover (T77F-4220-B1) for Dana 35 axle or Yoke Remover (T65L-4851-B) for Dana 44
and 50 axles, remove yoke from drive pinion. If yoke shows wear in seal contact area, replace yoke.
Remove drive pinion by tapping with soft-faced mallet.
NOTE: Pinion bearing adjusting shims may remain on pinion shaft, stick to
bearing or fall loose. Collect shims and save for reassembly.
6. Remove and discard drive pinion oil seal. Remove pinion outer bearing and oil slinger. On Dana 35 axle,
remove collapsible spacer. On all models, drive the out drive pinion inner bearing race using the pinion
bearing race remover and the driver handle. See PINION BEARING RACE REMOVER & DRIVER
HANDLE table.
7. Remove shims and oil baffle from bearing bore. Mark and keep shims and baffle together. Turn carrier
over and drive out pinion outer bearing race using bearing race remover and driver handle. See PINION
BEARING RACE REMOVER & DRIVER HANDLE table.
PINION BEARING RACE REMOVER & DRIVER HANDLE

Driver Handle
Dana 35 T80T-4000-W
Dana 44 D81L-4000-W
& 50
Pinion Bearing Race Remover
Inner Bearing Race
Dana T86T-4628-AH
35
Dana D81T-4628-C
44
Dana D81T-4628-D
50
Outer Bearing Race
Dana T86T-4628-BH
35
Dana D81T-4628-D
44 &
50
NOTE: If oil baffle or slinger are damaged during disassembly procedure,

measure them and replace with new units during reassembly. Baffle and
slinger affect pinion depth and preload adjustments and are included in
shim pack thickness.
8. Place Universal Bearing Remover (D81L-4220-A) into vise to secure tool while removing differential
side bearings. On Dana 35 axle, use Step Plate (D80L-630-4) under bearing to protect bearing from
puller. On Dana 44 and 50 axles, use Step Plate (D80L-630-5). On all models, keep bearings, bearing
races and shims in sets, marked as to location on carrier.
9. Place differential case into vise with rags underneath to protect ring gear. Remove and discard ring gear
bolts. Tap ring gear with soft-faced mallet to remove ring gear from case. Using drift and hammer, drive
out pinion shaft lock pin. Remove pinion shaft.
10. Rotate side gears until pinion gears are aligned with case opening. Remove pinion gears and spherical
washers. Remove side gears with thrust washers.
1. Clean all components in solvent. Allow bearings to air dry. Inspect all machined surfaces for smoothness
or raised edges. Inspect all gear teeth for wear or chipping and replace as necessary.
2. Check all bearings and races for nicks, roller end wear, grooves or any damage. Replace as needed.
Check pinion yoke for wear in seal contact area. Replace as necessary.
3. Check differential pinion shaft, pinion gears, side gears and thrust washers for wear or damage. Replace
all defective parts. Pinion gears must be replaced as sets.
Reassembly & Adjustments
1. When reassembling ring and pinion assembly, pinion depth, pinion bearing preload, side bearing preload
and backlash between ring and pinion must be adjusted.
2. If only pinion shaft and ring gear are to be replaced and carrier housing can be reused, compare pinion
depth adjustment numbers etched into faces of old and new pinion heads. See Fig. 3 . Using appropriate
PINION DEPTH SHIM ADJUSTMENT SPECIFICATIONS chart, select correct shims for new
pinion shaft depth adjustment.
NOTE: Old pinion shaft shim pack dimensions MUST be determined accurately to
use PINION DEPTH SHIM ADJUSTMENT SPECIFICATIONS chart
procedure. If original shim pack dimension cannot be determined or if the
carrier housing is new, see DRIVE PINION DEPTH under OVERHAUL.
Fig. 3: Locating Pinion Gear Markings
3. The pinion depth adjustment number is determined by manufacturer at time of assembly. Number
represents nominal distance that pinion shaft deviates from distance between pinion gear face and
centerline of axle. Nominal distance is measured from centerline of ring gear to face of gear on drive
pinion shaft.
4. Ring gear and pinion gear are supplied in matched sets only. Matching numbers are etched on ring and
pinion gears. If NEW gearset is being used, verify matching gearset numbers. See Fig. 3 .
5. Pinion Depth Gauge Set (T80T-4020-A) allows shim pack adjustment without having to remove and
replace differential bearings when setting up shim packs. See Fig. 4 .
Fig. 4: Pinion Depth Gauge Set (T80T-4020-A) ID
PINION DEPTH SHIM ADJUSTMENT SPECIFICATIONS

Fig. 5: Pinion Depth Shim Adjustment Chart (Inches)
Fig. 6: Pinion Depth Shim Adjustment Chart (Millimeters)
DIFFERENTIAL CASE
1. Place differential case into vise. Use multipurpose grease to lubricate side gears, pinion gears and all
thrust washers. Install components into differential case. Rotate side gears until holes in pinion gears and
washers line up with holes in case.
2. Install differential pinion shaft. Install lock pin. Using a punch and hammer, peen metal of differential
case over lock pin at 2 locations, 90 degrees to the left and right of lock pin slot.
3. Install ring gear and tighten new bolts evenly to specification. See TORQUE SPECIFICATIONS table.
Install master differential bearings on differential case. See MASTER DIFFERENTIAL BEARINGS
table.
MASTER DIFFERENTIAL BEARINGS

Application Bearing Number
Dana 35 T86T-4222-AH
Dana 44 D81T-4222-B
Dana 50 D81T-4222-C
4. Install case (without shims) into carrier housing. Install side bearing caps. Mount dial indicator with
indicator tip at 90 degrees to flat surface on head of ring gear bolt or flat machined surface of ring gear.
Measure and record amount of end play of differential case by moving case back and forth with
screwdriver. See Fig. 7 .
Fig. 7: Measuring Differential Case End Play

5. This measurement is total differential case end play and will be used later to determine proper shim pack
dimension. Remove case from housing. Leave master bearings on case at this time.
DRIVE PINION BEARING RACE INSTALLATION
1. Place pinion inner and outer bearing races into bores of carrier. Place inner race installer on inner bearing
race. See Fig. 8 . See PINION BEARING RACE INSTALLER & FORCING SCREW table.
2. Place outer race installer on outer bearing race. Install forcing screw through bearings. Tighten screw
until both bearing races are seated in carrier bore.
PINION BEARING RACE INSTALLER & FORCING SCREW

Forcing T75T-1176-A
Screw
Pinion Bearing Race Installer
Inner Bearing Race
Dana T60K-4616-A
35
Dana T80T-4000-D
44
Dana T80T-4000-F
50
Outer Bearing Race
Dana T71P-4616-A
35
Dana T80T-4000-E
44 &
50
Fig. 8: Pinion Bearing Race Installer ID

DRIVE PINION DEPTH
1. Put new drive pinion inner bearing on aligning adapter and assemble using gauge disc. See Fig. 4 . See
PINION DEPTH GAUGE table. Put pinion outer bearing (new or good used) into race. Place depth
gauge assembly into housing with screw extending through outer bearing.
NOTE: Tools in Pinion Depth Gauge Set (T80T-4020-A) must be checked before
each use for nicks or damage. Any high spots on tools must be removed
to ensure accurate readings.
PINION DEPTH GAUGE

Aligning T75P-4020-A2
Adapter
Gauge Block
Dana 35 T76P-4020-A10
Dana 44 T80T-4020-F42
& 50
Gauge Disc
Dana 35 PS88B878-1
Dana 44 T80T-4020-F44
Dana 50 T80T-4020-F40
Gauge Tube
Dana 35 D80T-4020-F49
Dana 44 D80T-4020-F47
Dana 50 T80T-4020-F41
Handle T76P-4020-A11
Screw
Dana 35 T76P-4020-A9
Dana 44 T80T-4020-F43
& 50
2. Thread handle onto screw finger tight. Using 3/8" drive torque wrench in square drive on handle, tighten
handle until preload on bearings is 15-25 INCH lbs. (1.7-2.8 N.m) on Dana 35 axle or 20-40 INCH lbs.
(2.3-4.5 N.m) on Dana 44 and 50 axles. Center gauge tube in side bearing bore. Install side bearing caps
and tighten bolts to specification. See TORQUE SPECIFICATIONS table.
3. Place gauge block on top of face of drive pinion underneath gauge tube. Determine clearance between
gauge block and gauge tube using feeler gauge. Correct feeler gauge will give feeling of slight drag as
gauge passes between tube and block.
4. On Dana 35 axles, thickness of correct feeler gauge is thickness of selective oil slinger that is to be
installed between drive pinion head and pinion inner bearing, if drive pinion has zero marking.
5. On Dana 44 and 50 axles, thickness of correct feeler gauge is thickness of shim pack that is to be installed
under inner bearing race, if drive pinion has zero marking.
6. On all models, if drive pinion has plus (+) marking on face, subtract that number from thickness
dimension. If drive pinion has minus (-) marking on face, add that number to thickness dimension.
NOTE: Pinion inner bearing used during depth measurement procedure MUST be
used for final assembly. Oil slinger and/or baffle (if equipped) are to be
measured as part of shim pack.
7. On Dana 35 axle, using a micrometer, measure oil slinger to verify size. Place oil slinger on drive pinion.
Press drive pinion inner bearing and oil slinger on drive pinion, using Axle Bearing/Seal Plate (T75L-
1165-B), appropriate Pinion Bearing Replacer and arbor press. See PINION BEARING REPLACER
table.
8. On Dana 44 and 50 axles, remove pinion inner bearing race and install shim pack with oil baffle (if
equipped) into carrier bearing bore. Reinstall inner bearing race into carrier.
9. Press drive pinion inner bearing and oil slinger (if equipped) on drive pinion, using the Axle Bearing/Seal
Plate (T75L-1165-B), appropriate Pinion Bearing Replacer and arbor press. See PINION BEARING
REPLACER table.
PINION BEARING REPLACER

Dana 35 T85M-4621-B
Dana 44 T53T-4621-B
Dana 50 T70P-4625
DRIVE PINION BEARING PRELOAD & FINAL DEPTH CHECK
Dana 35 Axle
1. Install drive pinion into carrier. Install new collapsible spacer. Install pinion outer bearing and thrust
washer. Lubricate and install drive pinion oil seal. Install pinion yoke, washer and new nut on pinion
shaft.
2. Using Yoke Installer (T85T-4851-AH), install pinion yoke. Tighten pinion yoke nut until rotational
torque necessary to turn pinion is 15-25 INCH lbs. (1.7-2.8 N.m). If reading exceeds 25 INCH lbs (2.8
N.m), collapsible washer must be replaced.
CAUTION: Always use NEW collapsible spacer when reassembling drive pinion.
NEVER tighten pinion yoke nut more than 350 ft. lbs. (475 N.m) as
collapsible spacer will be compressed too far.
Dana 44 & 50 Axles
1. Measure original preload shim pack and replace with new shims of equal thickness. Install drive pinion
into carrier. Install new preload shim pack on pinion shaft. Install outer bearing and oil slinger. Install
drive pinion yoke with washer, deflector, slinger and new nut, using Yoke Installer (T78T-4851-A).
2. Tighten pinion yoke nut to 200-220 ft. lbs. (271-298 N.m). Using torque wrench, check rotational torque
necessary to turn drive pinion. Torque reading should be 20-40 INCH lbs. (2.3-4.5 N.m) if preload is
correct. If preload reading is too low, remove preload shims from drive pinion. If preload reading is too
high, add preload shims to drive pinion.
3. Install appropriate gauge tube. Install side bearing caps and tighten bolts to specification. See TORQUE
SPECIFICATIONS table. With drive pinion at correct depth, remove pinion yoke with holder and yoke
remover. Coat pinion yoke oil seal with hypoid gear oil. Install seal using Oil Seal Replacer (T80T-4000-
C).
4. Ensure spring behind lip of seal does not jump out while seal is being installed. If spring does jump out,
remove and replace seal. Install drive pinion yoke and tighten nut.
RING & PINION GEAR BACKLASH
Dana 35 Axle
1. With drive pinion depth and preload adjustments properly made, install differential case into housing.
Differential master bearings should still be on case. Force differential case away from drive pinion gear so
that case is fully seated into cross bores of carrier.
2. Set dial indicator so that tip is against head of ring gear bolt at 90 degrees to bolt. Rock ring gear so that
teeth of ring gear mesh fully with drive pinion gear teeth. Force ring gear teeth against drive pinion gear
teeth and zero dial indicator. Force ring gear and case away from drive pinion gear. Repeat this procedure
until same reading is obtained each time.
3. This reading, less .008" (.20 mm) for backlash, is thickness of shim pack that must go under differential
side bearing on ring gear side of case. Remove case from carrier. Remove master bearings from case.
Place correct shim pack on ring gear hub of case. Place side bearing on hub of case. Drive bearing onto
case using Step plate (D80L-630-4), Side Bearing Replacer (T85M-4221-A) and Handle (T80T-4000-W).
4. To determine the correct amount of shims to place on pinion gear side hub, subtract thickness of shim
pack installed on ring gear side of case from total of differential case end play. Total differential case end
play was recorded in step 4) under DIFFERENTIAL CASE . Add a preload of .002" (.05 mm) to figure
calculated for shim pack thickness on side opposite ring gear.
5. Place required thickness shim pack on hub of case opposite ring gear. Place step plate on ring gear side
bearing to protect bearing. Drive remaining side bearing onto case with side bearing replacer. Install side
bearing races on side bearings.
6. Install housing spreader and dial indicator on carrier. Spread case to maximum of .010" (.25 mm). Install
differential case into carrier. Use soft-faced hammer to ensure that case seats fully into carrier bore. Use
care to avoid damaging teeth of ring and pinion gears.
7. If partial or non-hunting/partial ring and pinion gear set is being used, line up mating marks on gears.
Remove spreader and dial indicator. Install side bearing caps, making sure that letters stamped on caps
match letters stamped on housing.
8. Tighten the bearing cap bolts to proper specification. See TORQUE SPECIFICATIONS table. Check
ring and pinion gear backlash in 3 places equally spaced around ring gear. Backlash range is .005-
.008" (.13-.20 mm) with maximum variation between 3 measurements of .003" (.08 mm).
9. If backlash figure is too high, ring gear must be moved closer to drive pinion gear. If backlash figure is
too low, ring gear must be moved away from drive pinion gear. To change backlash readings, move shims
from one side of differential case to other. Total thickness of end play shim packs must not change.
10. When backlash adjustment is completed, check tooth contact pattern. See GEAR TOOTH CONTACT
PATTERNS article in the GENERAL INFORMATION section. Pattern will be correct if assembly and
adjustments have been done properly.
11. When backlash is correct, apply bead of sealant to mating surfaces of carrier mounting face support arm.
Bead should be 1/8" to 1/4" high and 1/4" to 1/2" wide. Install carrier on left axle arm assembly, using 2
carrier bolts as guide pins and being careful not to smear sealant.
12. Install remaining carrier bolts and tighten to specification in clockwise pattern. Install and tighten carrier
shear bolt and nut. Allow one hour curing time for sealant. Fill assembly with hypoid lubricant.
Dana 44 & 50 Axles
1. With drive pinion depth and preload adjustments properly made, install differential case into housing.
Differential master bearings should still be on case. Ensure differential case is fully seated in carrier
bores. Set dial indicator so that tip is against head of ring gear mounting bolt at 90 degrees to bolt.
2. Rock ring gear so that teeth of ring gear mesh fully with drive pinion gear teeth. Force ring gear teeth
against drive pinion gear teeth and zero dial indicator. Force ring gear and case away from drive pinion
gear. Note dial indicator reading. Repeat this procedure until same reading is obtained each time.
3. This reading is thickness of shim pack that must go under differential side bearing on ring gear side of
case. Remove master bearings. Place shim pack of correct thickness on ring gear hub.
4. Drive side bearing onto case using Side Bearing Installer (T80T-4000-J). Subtract thickness of shim pack
installed on ring gear side of case from total differential case end play. Total differential case end play
was recorded in step 4) under DIFFERENTIAL CASE .
5. Add .010" (.25 mm) preload to remaining end play figure obtained in previous step. Total is thickness of
shim pack that is to be installed on hub of differential case opposite ring gear (drive pinion side of case).
6. Place shim pack on case hub and drive side bearing onto case using side bearing installer. Support case
with Step Plate (D80L-630-5) to protect side bearing already installed on ring gear side of case. Install
housing spreader and dial indicator on carrier housing. Spread housing maximum of .010" (.25 mm).
Remove dial indicator.
7. Place side bearing races on side bearings. Install case into carrier housing. Use soft-faced hammer to seat
case assembly in carrier bore. If partial or non-hunting/partial ring and pinion gear set is being used, line
up mating marks on gears. Remove housing spreader and dial indicator.
8. Install side bearing caps. Ensure letters stamped on caps match letters stamped on housing. Tighten
bearing cap bolts to specification. See TORQUE SPECIFICATIONS table. Check ring and pinion gear
backlash in 3 places equally spaced around ring gear. Backlash range is .005-.009" (.13-.23 mm) with
maximum variation between 3 measurements of .003" (.08 mm).
9. To change backlash readings, move shims from one side of differential case to other. Total thickness of
end play shim packs must not change. When backlash adjustment is completed, check tooth contact
pattern. See GEAR TOOTH CONTACT PATTERNS article in the DRIVE AXLES Section.
10. When backlash is correct, apply bead of sealant to mating surfaces of carrier mounting face support arm.
Bead should be 1/8" to 1/4" high and 1/4" to 1/2" wide. Using 2 guide pins, install carrier on left axle arm
assembly.
11. Use new carrier bolts with adhesive-treated threads or clean old bolts and apply locking compound.
Tighten carrier bolts. Install and tighten support arm tab bolts on side of carrier. Allow one hour curing
time for sealant. Fill assembly with hypoid lubricant.
Axle Pivot Bolt 120-150 (163-203)
Axle Pivot Bracket-To-Frame Nut 70-92 (95-125)
Differential Carrier-To-Carrier Housing Bolt
Dana 35 40-50 (54-68)
Dana 44 & 50 30-40 (41-54)
Pinion Shaft Yoke Nut
Dana 35 (1) 200-350 (271-475)
Dana 44 & 50 200-220 (271-298)

Ring Gear Bolt
Dana 35 70-90 (95-122)
Dana 44 & 50
Grade 8 50-60 (68-81)
Grade 9 75-85 (102-115)
Side Bearing Cap Bolt
Dana 35 47-67 (64-91)
Dana 44 & 50 80-90 (108-122)
Spindle-To-Knuckle Nut
Dana 35 40-50 (54-68)
Dana 44 & 50 50-60 (68-81)
Support Arm-To-Carrier Housing Bolt
Dana 35 75-95 (102-129)
Dana 44 & 50 85-100 (115-136)
Wheel Lug Nuts
All Except Bronco, Ranger & F150 140 (190)
Bronco, Ranger & F150 100 (136)
(1) See DRIVE PINION BEARING PRELOAD & FINAL DEPTH CHECK .
DRIVE AXLE - DANA LIMITED-SLIP
Drive Axles - Dana Limited-Slip Differential

Axle can be identified by axle code on Safety Certification Label on left door pillar. See DRIVE AXLE
RATIO IDENTIFICATION article in the DRIVE AXLES Section. Also, a metal identification tag, stamped
with gear ratio and diameter, is attached to axle housing. See Fig. 1. Limited-slip differential is identified by "L-
S" on tag.
Fig. 1: Axle Tag ID

NOTE: Limited-slip and conventional axle assemblies are identical except for
differential case. Most information in this article is related to differential case
overhaul. For all other information, see DRIVE AXLE - FRONT (DANA IFS) or
DRIVE AXLE - DANA 60, 70 & 80 article in this section.
Limited-slip differential has the same power flow as the conventional differential. Dana models 44 IFS, 44 IFS-
HD and 60-1U (2-pinion) differential are Trac-Lok differentials. See Fig. 2. Dana model 70 (4-pinion)
differential is a Power-Lok differential. See Fig. 3.
Fig. 2: Differential Case (Models 44 IFS, 44 IFS-HD & 60-1U
Fig. 3: Exploded View Of Differential Case (Model 70)

Limited slip differential uses clutch packs to automatically provide more direct power flow to drive wheels as
driving conditions demand. Clutch packs permit regular differential action for turning corners and transmit
equal torque to both wheels when driving straight ahead. If one wheel begins to slip because of reduced traction,
clutch packs automatically provide more torque to wheel with greater traction.
LUBRICATION
CAPACITY
LUBRICANT CAPACITY (1)

Model 44 IFS & 44 IFS-HD 3.9 (1.8)
Model 60-1U
Front 5.8 (2.7)
Rear 6.3 (3.0)
Model 70 6.6 (3.1)
(1) Add an additional 2 oz. (front axle) or 8 oz. (rear axle) of Friction Modifier (C8AZ-19B546-A ).
FLUID TYPE
Use Hypoid Gear Lubricant (C6AZ-19580-E or ESW-M2C105-A ) and Friction Modifier (C8AZ-19B546-A ).
CAUTION: DO NOT clean internal components of differential case with solvent. Clean
components with lint-free shop towel only.
Model 44 IFS & 44 IFS-HD
Information is not available from manufacturer.
Model 60-1U & 70
1. Drive vehicle until lubricant is warm. Remove housing cover to drain lubricant. Remove gasket. Clean all
lubricant from gasket surfaces. Install new gasket. Apply continuous bead of silicone sealant to housing,
ensuring bead is inside of bolt hole pattern. Install housing cover within 15 minutes of silicone
application.
2. Tighten bolts to specification. See TORQUE SPECIFICATIONS table. Allow at least 1 hour for sealant
to cure before filling housing. Fill housing with lubricant until fluid level is at bottom of fill hole. Drive
vehicle for 10 miles, making 10 or more figure-8 turns to flush old lubricant from clutch packs.
3. Drain and refill housing again. If slight noise or roughness remains after vehicle has been driven an
additional 100 miles (to flush old lubricant from clutch packs), disassemble and repair differential.
TROUBLE SHOOTING


See DRIVE AXLE - FRONT (DANA IFS) or DRIVE AXLE - DANA 60, 70 & 80 article in the DRIVE
AXLES Section.
OVERHAUL
DIFFERENTIAL CASE
NOTE: When overhauling differential case, it is not necessary to remove differential
case bearings. An axle shaft, secured in a vise with the splines extending about
3" above the jaws, can be used as a holding fixture for differential case after it
is removed.
Disassembly (Models 44 IFS, 44 IFS-HD & 60-1U)
1. Remove ring gear. Remove roll pin or lock screw retaining cross shaft. Remove cross shaft using hammer
and drift (by hand on 60-1U). Position Step Plate (T83T-4205-A4 ) onto bottom side gear. See Fig. 4.
Apply grease to centering hole of step plate.
2. Install Forcing Nut (T83T-4205-A2 ) and Forcing Screw (T83T-4205-A3 ) into differential case. See Fig.
5. Guide forcing screw into step plate. Lightly tighten forcing screw. This will move side gears away
from pinion gears and relieve the normal loaded condition. Using a .030" (.76 mm) thick shim or piece of
gauge stock, push out spherical thrust washers. See Fig. 6.
Fig. 4: Installing Step Plate (Models 44 IFS, 44 IFS-HD & 60-1U)

Fig. 5: Installing Forcing Nut & Forcing Screw
Fig. 6: Removing Thrust Washers
3. Momentarily loosen forcing screw (this is very important as it relieves pressure on clutch pack).
Retighten forcing screw until a very slight movement of pinion gears is seen. Insert Handle (T83T-4205-
A1 ) into pinion mate shaft bore. Handle is used to rotate differential case.
4. Rotate differential case until pinion gears can be removed through large opening of differential case.
When attempting to rotate side gear, it may be necessary to tighten or loosen forcing screw to permit gear
movement.
5. While holding top side gear and clutch pack in case by hand, remove forcing screw and handle. Remove
top side gear and clutch pack. Keep clutch pack discs and plates in exact order. Turn differential case over
so ring gear side is up.
6. Remove step plate, other side gear and clutch pack. Remove retainer clips from both clutch packs.
Separate discs and plates for cleaning and inspection. Replace complete clutch pack, even if only one
component is defective.
DO NOT clean clutch plates or discs with solvent; clean parts with a shop towel only. Inspect plates, discs and
clips for excessive wear or scoring. Inspect gears for extreme wear, cracks or chips. Inspect case for scoring,
wear or metal pick-up on machined surfaces.
NOTE: If any clutch pack component needs replacing, replace entire clutch pack for
both sides. If any gear(s) needs replacing, replace all gears and thrust washers.
NOTE: Model 60-1U discs of newer coated design (without grooves) must be soaked
for 20 minutes in Friction Modifier (C8AZ-19B546-A ) before reassembly.
Reassembly (Models 44 IFS, 44 IFS-HD & 60-1U)
1. Lubricate thrust face of side gear, discs and plates with gear lubricant or friction modifier. Assemble discs
and plates onto side gear splines. See Fig. 2. Install retainer clips to ears of plates. Assemble clutch pack
and side gear into differential case.
2. Hold clutch pack in place by hand. Reposition case and assemble step plate into side gear. Apply
lubricant to centering hole of step plate. Assemble other clutch pack and side gear. Ensure retainer clips
are fully seated in pockets of differential case.
3. Install step plate on top of side gear. Insert forcing screw through top of case. Install forcing nut onto
threads. Position pinion gears in place and hold in place by hand. Tighten forcing screw to move side
gears away from pinion gears. While holding pinion gears in place, use Handle (T83T-4205-A1 ) inserted
into pinion mate shaft hole to rotate case.
4. Pinion gears should rotate into differential case. Tighten forcing screw to increase clearance for spherical
washers. Remove forcing screw, forcing nut, step plate and handle.
Disassembly (Model 70)
1. Mark both halves (flange half and cover half) of differential case, and mark pinion mate shafts and ramps
for reassembly See Fig. 7. Clamp differential in a soft-jawed vise. Loosen, but DO NOT remove, bolts
holding case halves together. Place case assembly on bench with ring gear side down.
2. Insert axle shaft into top of case to aid removal of case bolts. Remove case bolts. Remove cover half of
case. Remove pinion mate gear, side gear ring and clutch pack. Keep these parts in cover half of case so
they will be assembled in their original positions. Remove other parts from flange half of case.
Fig. 7: Marking Case & Pinion Mate Shaft (Model 70)
DO NOT clean clutch discs or plates with solvent; clean parts with clean shop towel. Inspect plates, discs and
clips for excessive wear or scoring. Inspect gears for extreme wear, cracks or chips. Inspect case for scoring,
wear or metal pick-up on machined surfaces.
NOTE: If any clutch pack component needs replacing, replace entire clutch pack for
both sides. If any gear(s) needs replacing, replace all gears and thrust washers.
Reassembly (Model 70)
1. Position side gear ring from flange half of case on large socket or similar device so it is about 4" above
bench. Coat clutch plates with Hypoid Gear Lubricant (C6AZ-19580-E or ESW-M2C105-A ). Assemble
parts in correct order. See Fig. 8.
2. Install flange half of case over clutch pack and side gear ring. Ensure clutch pack lugs enter slots in case
and case bottoms on clutch pack. Hold assembly together and turn upside down.
3. Install gear in side gear ring. Install mate shaft and pinions on side gear ring. Align mate shaft and case
markings. Install cover half mate shaft and pinions. Align case markings. See Fig. 7.
4. Install side gear on pinions. Position side gear ring on side gear and pinions. Assemble clutch pack on
side gear. Align clutch plate lugs and install all parts in case. Position cover half of case over assembly.
5. Align case marks made during disassembly. Lubricate bolt threads with axle lubricant. Install case bolts.
Using both axle shafts, align side gear and side gear ring splines. Tighten case bolts to specification. See
6. Remove axle shafts. If properly assembled, each pinion mate cross shaft should be tight on its ramp. If
clearance exists, it should not exceed .010" (.254 mm).
Fig. 8: Exploded View Of Clutch Pack (Model 70)

Case Bolt (Model 70) (1)
Ring Gear Bolt

Models 44 IFS & 44 IFS-HD
Grade 8 50-60 (68-81)
Grade 9 75-85 (102-116)
Model 60-1U 70-90 (95-122)
Model 70 100-120 (136-163)
Housing Cover (Models 60-1U & 70) 25-35 (34-47)
(1) Tighten case bolts to 65-70 ft. lbs. (88-95 N.m). If bolt heads are marked "180" or have 7 radial lines,
tighten case bolts to 90-100 ft. lbs. (122-136 N.m).
LOCKING HUBS
Drive Axles - Locking Hubs
DESCRIPTION
commercial chassis.
Series (1) Model
"F" Pickup
"R" Ranger
The front driving axle hub locks are either automatically or manually actuated. When actuated, hub lock
assembly locks hub, wheel and tire assembly to front drive axle. When released, front drive axle is disengaged
from hub assembly. Tire and wheel assembly rotate freely on spindle. Two opposed tapered roller bearings
allow hub and wheel and tire assembly to rotate on spindle. A hub seal is installed behind inner bearing to
prevent wheel bearing lubricant from contaminating brake pads and rotor surfaces.
OPERATION
AUTOMATIC LOCKING HUBS
When using 2WD, shift transfer case into 2H position by pushing selector LOW RANGE and/or 4 X 4 push
buttons until both Amber indicator lights are off. To disengage automatic locking hubs, move vehicle in
opposite direction (forward or reverse) and drive a minimum of 10 feet in a straight line. Always disengage hub
locks before driving vehicle on dry, hard pavement.
Shifting Between 2H & 4H
Transfer case can be shifted between 2H and 4H with vehicle stopped or at normal road speed by depressing
selector 4 X 4 button. The Amber indicator light will illuminate when vehicle is in 4WD.
Shifting Between High/Low Ranges
Stop vehicle and shift transmission to Neutral. On manual transmission models, disengage the clutch before
depressing LOW RANGE button. On all models, LOW RANGE light should illuminate. DO NOT attempt to
shift from or to low range with vehicle in motion.
MANUAL LOCKING HUBS
CAUTION: DO NOT shift to or from 4L when vehicle is in motion or gear clash will
damage transfer case. Also, transfer case will be damaged if shifted from
2H to 4H with hub locks in the FREE position when vehicle is in motion.
When using 2WD, shift transfer case into 2H position and manually turn hub lock selector knob
counterclockwise to FREE position. When using 4WD, lock both hubs by turning selector knob clockwise to
LOCK position. If hub teeth DO NOT engage with knob in this position, a slight movement of wheel in either
direction will complete locking procedure.
If vehicle is stopped, place transmission in Neutral and select transfer case shift position. If vehicle is moving,
transfer case may be shifted between 2H and 4H only, providing hub locks are in LOCK position. Shifting to or
from 4L position requires vehicle be fully stopped and transmission in Neutral. Both hubs must be set in same
function to avoid excess front differential wear on non-traction-lock front axles or steering pull on traction-lock
front axles.
ADJUSTMENTS
FRONT WHEEL BEARINGS
Bronco & F150 W/Dana 44 IFS/HD & Manual Locking Hubs
1. Raise and support front of vehicle. Remove front wheels. Remove locking hubs. See MANUAL
LOCKING HUBS under REMOVAL & INSTALLATION.
2. Using a torque wrench and Spanner Lock Nut Wrench (T86T-1197-A), unlock wheel bearing adjusting
nut locking splines by applying inward pressure. Tighten adjusting nut to 70 ft. lbs. (95 N.m) while
turning wheel back and forth. See Fig. 1 .
NOTE: Adjusting nut will not tighten past 70 ft. lbs. (95 N.m). Threaded portion of
nut will ratchet in assembly.
3. Applying inward pressure to spanner lock nut wrench to disengage locking splines, back off adjusting nut
approximately 90 degrees. Retighten adjusting nut to 15-20 ft. lbs. (20-27 N.m).
4. Final end play of hub and rotor assembly should be zero. Install locking hub and wheels. Install wheels
and tighten wheel lug nuts to specification. See TORQUE SPECIFICATIONS .
Fig. 1: Wheel Bearings (Bronco/F150 W/ Dana 44 IFS/HD/Locking Hubs)
Bronco & F150 W/Dana 44-IFS & Automatic Locking Hubs, F250 w/Dana 50-IFS & F350 W/Dana 60 Monobeam &
Manual Locking Hubs
1. Raise and support front of vehicle. Remove wheels. Remove the locking hub assembly. See
AUTOMATIC LOCKING HUBS or MANUAL LOCKING HUBS under REMOVAL &
INSTALLATION.
2. Remove outer lock nut with Spanner Lock Nut Wrench (D85T-1197-A). See Fig. 2 . Remove lock
washer. Tighten inner lock nut to 50 ft. lbs. (68 N.m). Back off inner lock nut and retighten to 30-40 ft.
lbs. (41-54 N.m). While rotating hub, back off inner lock nut 90 degrees.
3. Install lock washer so key is positioned in spindle groove. Rotate inner lock nut so pin is aligned in
nearest lock washer hole. Install and tighten outer lock nut to 160-205 ft. lbs. (217-278 N.m). Final end
play of hub and rotor assembly should be 0-.004" (0-.10 mm).
4. If end play is beyond specification remove hub and bearing assembly and inspect components for
excessive wear or damage. Replace hub and/or bearing assemblies as necessary, then reinstall
components. Install hub locks. Install wheels and tighten wheel lug nuts to specification. See TORQUE
Fig. 2: Wheel Bearings (Bronco & F150 w/ Dana 44-IFS)
Explorer & Ranger W/Dana 35-IFS & Automatic Locking Hubs
1. Raise and support vehicle. Remove wheels and tires. Remove retaining washers from wheel lug nut studs.
See Fig. 3 .
2. Remove automatic locking hub assemblies. Remove snap ring and axle shaft spacer. Carefully pull plastic
cam assembly from bearing adjusting nut. Remove 2 plastic thrust washers from adjusting nut.
CAUTION: Before removing adjusting nut, remove locking key from spindle
keyway. Failure to clear keyway will result in thread damage on
spindle.
3. Using magnet, remove locking key from spindle keyway. It may be necessary to rotate adjusting nut
slightly to relieve pressure for locking key removal. Loosen adjusting nut with 2 3/8" Hex Socket (T70T-
4252-B).
4. Tighten adjusting nut to 35 ft. lbs. (47 N.m) while turning hub back and forth to seat bearings. Spin hub
and back off adjusting nut 90 degrees. Retighten adjusting nut to 16 INCH lbs. (1.8 N.m).
5. Align nearest hole in adjusting nut with center of spindle keyway slot. Advance nut to next lug, if
necessary. Install locking key in spindle keyway under adjusting nut. Install 2 thrust washers. Press
plastic cam assembly onto adjusting nut while lining up key in fixed cam with spindle keyway.
6. Install axle shaft spacer. Clip snap ring onto end of spindle. Install automatic locking hub assembly with 3
legs of hub assembly inserted into 3 pockets of cam assembly. Install retaining washers, wheel and tire.
Check hub and rotor assembly end play. End play should be 0-.003" (0-.08 mm).
Fig. 3: Exploded View Of Automatic Locking Hub (Explorer & Ranger)
Explorer & Ranger W/Dana 35-IFS & Manual Locking Hubs

1. Raise and support vehicle. Remove wheels and tires. Remove retaining washers from wheel lug nut studs.
See Fig. 4 . Remove manual locking hub assemblies.
2. Remove snap ring and axle shaft spacer from spindle. Remove outer bearing lock nut using Spanner Lock
Nut Wrench (T86T-1197-B). Remove lock nut washer from spindle. Using spanner wrench, loosen inner
wheel bearing lock nut.
3. It may be necessary to rotate adjusting nut slightly to relieve pressure for locking key removal. Loosen
adjusting nut with 2 3/8" Hex Socket (T70T-4252-B). Tighten adjusting nut to 35 ft. lbs. (47 N.m) while
turning hub back and forth to seat bearings.
4. Spin hub and back off adjusting nut 90 degrees. Install lock washer on spindle. Mount lock washer over
pin on adjusting nut, turning nut slightly if necessary to align pin. Install and tighten outer lock nut to 150
ft. lbs. (203 N.m) using spanner lock nut wrench.
5. Install axle shaft spacer. Install snap ring on end of spindle. Install manual hub assembly. Install retaining
washers, wheel and tire. Check hub and rotor assembly end play. End play should be 0-.003" (0-.08 mm).
Fig. 4: Exploded View Of Manual Locking Hubs (Explorer & Ranger)

AUTOMATIC LOCKING HUBS
Removal (Bronco & F150)
1. Raise vehicle and install safety stands. Using T25 Torx bit, remove locking hub cap assembly-to-body
assembly screws. Remove cap assembly and bearing components. See Fig. 5 .
NOTE: DO NOT drop ball bearing, race, spring retainer or spring during
disassembly.
2. Remove rubber seal. Remove seal bridge retainer (small metal stamping) from spring retainer ring space.
Remove retainer ring by closing ends with needle-nose pliers while pulling hub lock from wheel hub.
3. If wheel hub and spindle are to be removed, remove "C" washer from stub shaft groove. Remove splined
spacer from shaft.
Fig. 5: Exploded View Of Automatic Locking Hub (Bronco & F150)

Inspection
Wash locking hub cap bearing, race and retainer in clean solvent. Inspect components for excessive wear or
damage. Replace components as needed. Thoroughly blow dry parts with compressed air. Repack bearing with
lithium grease. Position bearing assembly in race.
Installation
1. Install splined spacer and "C" washer onto axle shaft. Remove excess grease from hub lock and hub
splines before installation.
2. Start locking hub assembly into hub. Ensure large tangs are lined up with lock washer and outside
diameter and inside diameter splines are in line with hub and axle shaft splines.
3. Install retainer ring by closing ring ends with needle-nose pliers and, at the same time, push locking hub
assembly into hub. Install seal bridge retainer (narrow end first).
4. Install rubber seal over locking hub. Install locking hub cap assembly. Ensure ball bearing, race, spring
and retainer are in proper position. Tighten the Torx screws to proper specification. See TORQUE
To remove and install automatic locking hub assembly, See EXPLORER & RANGER with DANA 35-IFS &
AUTOMATIC LOCKING HUBS under ADJUSTMENTS.
MANUAL LOCKING HUBS
Removal (Bronco & Pickup)
1. Remove Allen screws securing locking hub cap assembly. See Fig. 6 . Remove cap assembly and bearing
components. Remove snap ring (retainer ring) from end of axle shaft.
2. Remove lock ring (seated in groove of wheel hub). Slide hub body assembly out of wheel hub. If
necessary, install 2 cap screws and pull body from hub.
NOTE: DO NOT pack grease into cap assembly. Excess grease can cause an increase
in dialing effort.
Installation
To install locking hub assembly components, reverse removal procedure. Install locking hub cap assembly and
tighten cap screws to specification. See TORQUE SPECIFICATIONS .
Fig. 6: Exploded View of Manual Locking Hub (Bronco & Pickup)
1. Raise and support vehicle. Remove wheel assembly. Remove retainer washers from lug nut studs and
remove locking hub body assembly.
2. To remove internal hub lock assembly from locking hub body assembly, remove outer lock ring seated in
hub body groove. Internal assembly, spring and clutch gear will now slide out of hub body. DO NOT
remove screw from plastic dial. Reassemble hub assembly in reverse order of disassembly.
Installation
Install reassembled manual locking hub body assembly on spindle. Install retainer washers and wheel. Torque
wheel lug nuts to specification. See TORQUE SPECIFICATIONS .
TRANSFER CASES BORG-WARNER 1350 & 1356 EXPLORER, F SERIES

PICKUP AND RANGER
DESCRIPTION
All models are a chain driven, part time 4WD unit. Some models are equipped with an Electronic Shift Transfer
Case which is activated by push button controls located in an overhead console on Bronco II and Ranger or
lower right hand corner on instrument panel on Bronco. This system allows the vehicle to be shifted from 2WD
high to 4WD high at any vehicle speed.
ELECTRONIC SHIFT CONTROL SYSTEM OPERATION
Electronic Shift Operation
The system consist of a push button control, electronic control motor with integral shift position sensor and a
speed sensor.
The transfer case is equipped with a magnetic clutch located inside the case next to the 2WD/4WD shift collar.
The clutch is used to spin up the front drive system from zero to vehicle speed in less than a second. This spin-
up allows the 2WD to 4WD shift to be made at any speed.
When the transfer case rear and front output shafts reach the same rotating speed, the spring loaded shift collar
mechanically engages the mainshaft hub to the chain drive sprocket. The magnetic clutch is then deactivated.
Shifts between 4WD high and 4WD low only occur with clutch interlock or transmission safety switches
closed. Vehicle speed must also be 3 MPH or under.
When the operator selects the 4WD or 2WD drive mode, the actual shifting is carried out by electric motor
mounted on the transfer case.
Electronic Control Module
This module controls operation of transfer case using inputs from push button controls, speed sensor and shift
position sensor. On Bronco and "F" Series, module is located in right kick panel. On Bronco II and Ranger,
module is located to left of right side speaker in instrument panel. Instrument panel pad must be removed to
replace module. Module is equipped with a self-test capacity.
When either of the 2 switches in the overhead console are depressed, the electronic control module will analyze
information from the transfer cases shift position sensor to verify its current position. The module also receives
data from the speed sensor and clutch interlock switch, or Neutral safety switch depending on application.
If all design conditions are met, the electronic control module will signal the electronic shift motor to shift gear
positions. After shift takes place, the module will read the input from the shift position sensor to determine if
transfer case is in desired position. The electronic control module also will illuminate push buttons on overhead
console indicating shift is completed.
Speed Sensor
Mounted on the rear of the transfer case, the speed sensor tells the electronic control module the correct speed to
shift the transfer case. Speed sensor picks up rotating speed of output shaft from 2 notches cut in opposite sides
of outer ring of clutch housing assembly. See Fig. 7 .
Shift Position Sensor
The shift position sensor tells the electronic control module the shift position of the transfer case. It is an
integral part of the transfer case. See Fig. 7 .
Electric Shift Motor

Mounted externally on the rear of the transfer case, this motor is responsible for shifting between 4WD and
2WD. The motor drives a rotary helical cam which moves the 2WD/4WD shift fork and 4H-4L reduction shift
fork to selected drive position.
Fig. 7: Electronic Shift Control Transfer Case

ELECTRONIC SHIFT TRANSFER CASE TESTING
Circuit Protection
The battery feed circuit, through a circuit breaker, provides memory capability for the electronic control
module. Ignition "RUN", and "ACC" circuits, through a fuse, supply power for switches and electric shift
motor. The side marker light circuit supplies power for illumination of overhead console.
Control Module Self-Test
1. To perform electronic control module self-test, remove the 5-wire connector and the 8-wire connector
from the module. Turn ignition switch to "RUN" position.
2. Activate the self-test switch and note result. A flashing indicator light indicates control module is okay. A
steady indicator light indicates control module is inoperative and must be replaced.
8-Wire Pigtail Connector Test

1. With ignition off, unplug the 8-wire connector from the module. Connect voltmeter between terminal No.
8 and ground. Battery voltage should be present at all times. See Fig. 8 .
2. Connect voltmeter between terminal No. 7 and ground. Turn ignition to "RUN" position. Battery voltage
should be present.
CAUTION: Turn off ignition before proceeding with ohmmeter test. Never
connect an ohmmeter to powered circuit.
3. Connect ohmmeter between terminal No. 6 and ground. There should be less than 10 ohms present.
Connect ohmmeter between terminals No. 4 and 5 of connector. Resistance should be less than 10 ohms.
4. Connect ohmmeter between terminal 3 and ground. There should be zero ohms. Resistance between
terminal 2 and ground should be zero ohms.
Fig. 8: 8-Wire Pigtail Connector & Function Chart
5-Wire Connector Test
1. Connect ohmmeter between terminal No. 1 and 2. Depress "4x4" switch in overhead console. Resistance
should be less than 50 ohms while switch is depressed. See Fig. 10 .
2. Connect ohmmeter between terminal No. 1 and 3. Depress "LOW RANGE" switch in overhead console.
Resistance should be less than 50 ohms with switch depressed.
3. Connect jumper wire between terminal No. 4 and ground. Turn ignition switch to "RUN" position. Light
in overhead console low range bar should illuminate. Turn ignition off and remove jumper wire.
4. Connect jumper wire between No. 5 and ground. Turn ignition to "RUN" position. The "4x4" bar should
illuminate on overhead console.
8-Wire Harness Connector Test
1. Turn ignition off. Connect ohmmeter between terminal No. 1 and ground. On manual transmission,
depress clutch pedal and observe ohmmeter. There should be less than 50 ohms.
2. On automatic transmission, shift transmission into Neutral and observe ohmmeter. There should be less
than 50 ohms.
3. Measure resistance between terminal Nos. 2 and 3. There should be 200-350 ohms. This checks speed
sensor continuity. Connect ohmmeter between terminal No. 8 and, in turn, terminals No. 4, 5, 6 and 7.
Resistance should be as specified. See Fig. 9 .
Fig. 9: 8-Wire Harness Connector & Function Charts
Fig. 10: 5-Wire Harness Connector & Function Chart
Main Feed Connector
Main feed connector is located near middle of instrument panel. See Fig. 12 .
10-Pin Connector
For functions of 10-pin connector, See Fig. 11 .

Fig. 11: 5-Wire Connector Harness & Function Chart
Fig. 12: Main Feed Connector

2-Pin Connector
For functions of 2-pin connector, See Fig. 13 .
Fig. 13: 2-Pin Connector Harness & Function Chart

Electronic Transfer Case Feed
For functions of transfer case feed, See Fig. 14 .

Fig. 14: Electronic Transfer Case Feed
FRONT OUTPUT SHAFT OIL SEAL (SERVICE (IN-VEHICLE))

Removal (Bronco & "F" Series)
Raise vehicle. Remove front drive shaft from transfer case yoke. Remove front drive shaft from transfer case
yoke. Wire drive shaft out of way. Remove yoke. Using Seal Remover (T74P-77248-A) and Slide Hammer
(T50T-100-A), remove oil seal. Remove oil slinger from yoke.
Installation
Apply oil seal with Dexron II ATF. Using Oil Seal installer (T83T-7065-B) and Handle (T80T-4000-W), install
new oil seal. To complete installation, reverse removal procedure.
Wheel Lug Nuts
F250/350 140 (190)
Except F250/350 100 (136)
INCH Lbs. (N.m)
Locking Cap Assembly Screws (1)
Bronco & Pickup
Automatic Locking Hub 40-50 (4.5-5.6)
Manual Locking Hub 40-60 (4.5-6.8)
(1) Tighten in a circular pattern.
DRIVE AXLE - 7.5" & 8.75" TRAC-LOK LIMITED SLIP
Drive Axles - Traction-Lok 7 1/2" & 8 3/4" Differentials

Axle can be identified by axle code on the Safety Certification Label on left door pillar. See DRIVE AXLE
RATIO IDENTIFICATION article in the DRIVE AXLES Section. Also, a metal identification tag, stamped
with gear ratio and ring gear diameter, is attached to rear cover bolt.
DESCRIPTION
NOTE: Traction-lok and conventional rear axle assemblies are identical except for
differential case. Most information in this article is related to differential case
overhaul. For all other information, see DIFFERENTIAL - 7.5" article or
DIFFERENTIAL - 8.75" & 10.25" article in the DRIVE AXLES Section.
Traction-lok differential has limited-slip function (7 1/2" ring gear on Aerostar and Ranger; 8 3/4" ring gear on
Bronco, E150 and F150). See Fig. 1 . Two sets of multiple disc clutches control differential action.
On 7 1/2" ring gear, side gear mounting distance is controlled by 7 plates on each side: 3 steel, 4 friction and a
maximum of 2 steel shims selectively fit to control side gear position. On 8 3/4" ring gear, side gear mounting
distance is controlled by 7 plates on each side: 4 steel, 3 friction and one steel shim selectively fit to control side
gear position.
Plates are stacked on side gear hubs and housed in differential case. An "S"-shaped preload spring between side
gears applies initial force to clutch packs.
Fig. 1: Exploded View Of Typical Traction-Lok Differential
LUBRICATION
CAPACITY
LUBRICANT CAPACITY (1)

Aerostar 3.5 (1.7)
Bronco, E150 & F150 5.5 (2.6)
Ranger 5.0 (2.4)
(1) If refilling, add 4 ounces (.12L) of friction modifier in addition to normal lubricant.
FLUID TYPE
Use Ford Hypoid Gear Lubricant (E0AZ-19580-AA or ESP-M2C154-A ) and Friction Modifier (C8AZ-
19B546-A or EST-M2C118-A ).
CAUTION: DO NOT clean internal components of differential case with solvent. Clean
components with lint-free shop towel only. On Aerostar with plastic rear
cover, replace rear cover when removed.
Drive vehicle until lubricant is warm. Remove rear cover to drain lubricant. Remove gasket. Clean all lubricant
from gasket surfaces. Install new gasket. Apply continuous bead of silicone sealant to axle housing, ensuring
bead is inside of bolt hole pattern. Install rear cover within 15 minutes of silicone application. Tighten bolts to
specification. See TORQUE SPECIFICATIONS table. Fill axle housing with lubricant until level with
bottom of fill hole.
TROUBLE SHOOTING

NOTE: A slight stick-slip noise in differential on tight turns after extended highway
driving is considered acceptable and has no detrimental effect.
ON-VEHICLE TESTING
NOTE: Torque required to rotate wheel may decrease when wheel is turning.
1. Raise one wheel off ground, leaving opposite wheel firmly on ground. Install Traction-Lok Torque
Adapter (T59L-4204-A) on mounting studs of raised wheel. Shift transmission into Neutral. Attach
traction-lok torque adapter to torque wrench.
2. Using torque wrench to rotate wheel, note torque required to keep wheel rotating through several
revolutions. If break-away torque (torque required to start wheel rotating) is not at least 20 ft. lbs. (27
N.m), and wheel does not turn smoothly without slipping, adjust clutch pack preload (part of clutch pack
removal and installation procedure). See CLUTCH PACKS under REMOVAL & INSTALLATION.
NOTE: Because traction-lok and conventional rear axle assemblies are identical except
for differential case, removal and installation procedures for both axle
assemblies are the same. For removal and installation of components other
than clutch packs, see DIFFERENTIAL - 7.5" article or DIFFERENTIAL - 8.75" &
10.25" article in the DRIVE AXLES Section.
CLUTCH PACKS
CAUTION: Carefully remove axle shafts to avoid damaging axle seals. Axle shafts
must be completely removed from axle housing. DO NOT interchange
clutches or shims. DO NOT clean clutch discs or plates with solvent; use
shop towel only. Preload spring is under pressure; remove carefully.
Removal
1. Remove axle shafts. Using drift, drive "S"-shaped preload spring half-way out of differential case. See
Fig. 2 . Rotate differential case 180 degrees. Grasp preload spring with pliers. Pull and tap preload spring
until it is removed.
2. Using Pinion Gear Rotator (T84P-4205-A for 7 1/2" ring gear; T80P-4205-A for 8 3/4" ring gear) with a
12" extension, rotate pinion gears until they can be removed from differential case. Remove both side
gear and clutch pack assemblies, marking each assembly for installation reference.
Adjusting Clutch Pack Preload
1. Disassemble clutch packs, noting order of disassembly for reassembly reference. DO NOT clean clutch
plate friction surfaces with solvent; wipe with clean shop towel only. Inspect clutch plates. Replace plates
if they are uneven or extremely worn. Reassemble side gear and clutch pack assembly without shim.
2. Install Differential Clutch Gauge Base (T84P-4946-A for 7 1/2" ring gear; T87P-4946-A for 8 3/4" ring
gear) in vise. With side gear facing down, slide assembly onto base without shim. Install Differential
Clutch Gauge Disc (part of T84P-4946-A for 7 1/2" ring gear; T80P-4946-A for 8 3/4" ring gear) on top
of assembly without shim. See Fig. 3 .
3. Install nut on threaded end of gauge base. Tighten nut to 60 INCH lbs. (6.7 N.m). Using feeler gauge,
select thickest blade that will enter between clutch gauge and clutch pack. This reading will be thickness
of new shim for that clutch pack. Repeat procedure for opposite clutch pack.
Fig. 2: Removing Clutch Pack Preload Spring

Fig. 3: Measuring Clutch Pack To Determine Shim Size

Installation
1. Disassemble gauge and clutch packs. Lubricate clutch pack friction plates with Friction Modifier (C8AZ-
19B546-A or EST-M2C118-A ). Reassemble side gear and clutch pack with appropriate size shim. Install
assemblies into differential case.
2. Place pinion gears and thrust washers 180 degrees apart on side gears. Install pinion gear rotator. Using
12" extension, rotate pinion gears until they are aligned with pinion shaft hole. Remove pinion gear
rotator from differential case.
3. Using soft-faced hammer, drive "S"-shaped preload spring into position. Ensure spring is undamaged.
Install axle shafts and "C" locks. Push axle shaft as far outboard as possible. Apply Thread Lock & Sealer
(E0AZ-19554-B ) to pinion shaft lock bolt. Install pinion shaft lock bolt. Tighten to specification. See
4. Install rear drums and wheels. Perform ON-VEHICLE TESTING to ensure unit is set up correctly.
Apply continuous bead of silicone sealant to axle housing inside of bolt hole pattern. Install rear cover
within 15 minutes of silicone application. Tighten bolts to specification. See TORQUE
SPECIFICATIONS table. Fill axle housing with lubricant until level with bottom of fill hole.
OVERHAUL
NOTE: This procedure involves overhauling differential case with case removed from
axle housing. Also, it is not necessary to remove differential bearings to
overhaul differential case.
DISASSEMBLY
WARNING: Preload spring is under pressure; remove carefully.
CAUTION: DO NOT clean clutch plate friction surfaces with solvent; wipe with clean
shop towel only. DO NOT interchange clutches or shims.
1. Remove ring gear. DO NOT remove ABS sensor ring (if equipped). If sensor ring is removed, it must be
replaced. Remove pinion shaft lock bolt and pinion shaft. Grasp preload spring with pliers. Pull and tap
preload spring until it is removed.
2. Using Pinion Gear Rotator (T84P-4205-A for 7 1/2" ring gear; T80P-4205-A for 8 3/4" ring gear) with a
12" extension, rotate pinion gears until they can be removed from differential case. Remove both side
gear and clutch pack assemblies, marking each assembly for installation reference. Disassemble side gear
and clutch pack assemblies; note order of disassembly for reassembly reference.
INSPECTION
DO NOT clean clutch plate friction surfaces with solvent; wipe with clean shop towel only. Inspect parts for
uneven or extreme wear. Replace if necessary.
CLUTCH PACK SET-UP
1. Reassemble side gear and clutch pack assemblies without shim. Install Differential Clutch Gauge Base
(T84P-4946-A for 7 1/2" ring gear; T87P-4946-A for 8 3/4" ring gear) in vise. With side gear facing
down, slide assembly onto base without shim. Install Differential Clutch Gauge Disc (part of T84P-4946-
A for 7 1/2" ring gear; T80P-4946-A for 8 3/4" ring gear) on top of assembly without shim.
2. Install nut on threaded end of gauge base. Tighten nut to 60 INCH lbs. (6.7 N.m). Using feeler gauge,
select thickest blade that will enter between clutch gauge and clutch pack. See Fig. 3 . This reading will
be thickness of new shim for that clutch pack. Repeat procedure for opposite assembly. Disassemble
gauge and assembly.
REASSEMBLY
1. Lubricate friction plates with Friction Modifier (C8AZ-19B546-A or EST-M2C118-A ). Reassemble side
gear and clutch pack assemblies with appropriate size shim. Install assemblies into cavity of differential
case.
2. Place pinion gears and thrust washers 180 degrees apart on side gears. Install pinion gear rotator with 12"
extension. Rotate pinion gears until they are aligned with pinion shaft hole. Remove pinion gear rotator
from differential case.
3. Using soft-faced hammer, drive "S"-shaped preload spring into position. Ensure spring is not damaged.
Install pinion shaft and pinion shaft lock bolt. DO NOT tighten pinion shaft lock bolt. Before installing
differential case in axle housing, bench-test differential case clutch packs using Traction-Lok Torque
Adapter (T59L-4204-A ). See Fig. 4 .
4. This checks torque required to rotate one side gear while other is held stationary. If break-away torque
(torque required to rotate side gear) is not at least 20 ft. lbs. (27 N.m) and rotation is not smooth, different
shim must be installed in clutch pack.
5. If break-away torque is as specified and rotation is smooth, tighten pinion shaft lock bolt to proper
Fig. 4: Bench-Testing Traction-Lok Differential
Filler Plug 15-30 (20-41)
Pinion Shaft Lock Bolt 15-30 (20-41)
Rear Cover Bolt 25-35 (34-47)
Ring Gear Bolt 70-85 (95-115)
DRIVE BELT ROUTING
ENGINE COOLING Ford Motor Co. Drive Belt Routing
BELT ADJUSTMENT
commercial chassis.
Inspect belt for fraying. If fraying has occurred, ensure belt and tensioner are aligned properly. See Fig. 1. If
tensioner has reached its limit of travel, belt is excessively stretched and replacement of belt is required. If
excessive noise is noticed from tensioner or idler, check for possible bearing failure. Belt tension adjustment is
not required on vehicles with automatic belt tensioners. DO NOT apply belt dressing or any other additive to
belt(s). Ensure belts are properly installed. See Fig. 2-Fig. 10 . See BELT TENSION ADJUSTMENT
Fig. 1: Aligning Serpentine Belt

BELT TENSION ADJUSTMENT SPECIFICATIONS

Application New Belt Lbs. (kg) Used Belt Lbs. (kg) (1)
2.3L, 3.0L (2) 110-140 (50-64) 110-130 (50-59)
2.9L 120-160 (54-73) 110-130 (50-59)
3.0L (2) 110-140 (50-64) 110-130 (50-59)
4.0L (2) 108-132 (49-60) 108-132 (49-60)
4.9L (2) 90-117 (41-53) (3) 90-117 (41-53) (3)
5.0L & 5.8L (2) 77-111 (35-50) (4) 77-111 (35-50) (4)
7.3L Except Ambulance Vac. 90-130 (41-59) 110-150 (50-68) 65-85 (30-39) 75-95 (34-43)
Pump W/ 3/8" Belt Vac. Pump W/
1/2" Belt
All Other W/ 1/2" Belt 140-180 (64-82) 95-115 (43-52)
7.3L Ambulance Alternator Vac. 140-160 (64-73) 90-130 (41-59) 140-160 (64-73) 65-85 (30-39) 95-
Pump A/C & P/S 140-180 (64-82) 115 (43-52)
7.5L With Tensioner (2) Alt. & Air (5) 160-200 (73-91) (5) 110-130 (50-59)
Pump
(1) Any belt that has been in operation for 10 minutes.
(2) Tension is correct if tensioner is within indicator marks.
(3) For vehicles with 60, 75 and 100-amp alternators.
(4) For vehicles with 60, 75 and 100-amp alternators.
(5) 94 lbs. (43 kg) minimum tension.
DRIVE BELT ROUTING

For proper installation of drive belts. See Fig. 2-Fig. 10 .
DRIVE BELT ROUTING (2.3L)

Fig. 2: Drive Belt Routing & Tension (2.3L)

DRIVE BELT ROUTING (3.0L RANGER)

Fig. 4: Drive Belt Routing & Tension (3.0L Ranger)
DRIVE BELT ROUTING (3.0L AEROSTAR)

Fig. 5: Drive Belt Routing & Tension (3.0L Aerostar)


Fig. 7: Drive Belt Routing (4.9L)
DRIVE BELT ROUTING (5.0L & 5.8L)
Fig. 8: Drive Belt Routing (5.0L & 5.8L)

DRIVE BELT ROUTING (7.3L DIESEL)

Fig. 9: Drive Belt Routing (7.3L Diesel)

Fig. 10: Drive Belt Routing (7.5L)
DRIVE SHAFT
Drive Axles - Drive Shafts
DESCRIPTION
commercial chassis.
Drive shaft assemblies may have one shaft, 2 shafts or 3 shafts, depending on application. Locations of slip
joints vary with model application.
INSPECTION
If abnormal vibration or driveline noise is present, check the following:
Drive Shaft
Check drive shaft for damage or dents that could affect balance. Remove any undercoating which adheres to
shaft. Check for index marks on yoke and companion flange. If marks are not aligned, disconnect shaft and
align index marks so they are as close as possible. Check for missing balance weight(s) or improperly seated or
defective universal joint(s).
Center Bearing
Check for loose drive shaft center bearing mounting bolts. Replace bearing insulator if deteriorated or oil
soaked.
Universal Joints
Check for foreign material stuck in joints. Check for play between bearing races and cross. Check for loose
bolts and worn or seized bearings.
Engine & Transmission Mounts
Ensure transmission mounting bolts are tight. If mounts are deteriorated, replace them.
Tires & Wheels
Check tire inflation and wheel balance. Check for foreign objects in tread, damaged tread, mismatched tread
patterns, or incorrect tire size.
MAINTENANCE
Whenever drive shaft is removed from vehicle, clean yoke with solvent. Lubricate inside diameter of seal with
hydraulic seal lubricant, and outside diameter of seal with transmission fluid.
ADJUSTMENTS
DRIVE SHAFT PHASING
Except 2-Piece Shafts
Ensure yoke on each end of drive shaft is in same plane. Check for arrows on slip joint and drive shaft to aid in
alignment. When drive shaft is correctly installed, center line of yokes at each end of individual shafts will be
parallel. See Fig. 1. If center lines are not in same plane, remove drive shaft. Install drive shaft with center lines
aligned.
Fig. 1: Aligning Typical Drive Shaft

2-Piece Shafts
This type drive shaft has a "blind" spline on the slip joint which makes it impossible to assemble the shaft with
incorrect phasing.
DRIVE SHAFT BALANCE
1. Raise and support vehicle. Remove drive wheels. Reinstall lug nuts. Rotate shaft by turning brake drum
or rotor. Use dial indicator to measure runout. If runout at front and/or center of shaft exceeds .035" (.89
mm), replace drive shaft.
2. If runout at front and/or center is okay but rear runout exceeds .035" (.89 mm), rotate and mark high spot
on drive shaft. Scribe index mark on drive shaft. Disconnect drive shaft at rear flange.
3. Rotate shaft 180 degrees. Reconnect shaft. Repeat runout check. If runout is now less than .035" (.89
mm), but vibration persists, go to step 5). If runout still exceeds .035" (.89 mm), rotate shaft and scribe
another mark on high spot of shaft.
4. If the 2 marks made are approximately 1" (25 mm) apart, replace drive shaft. If the 2 marks made are
approximately 180 degrees apart, replace companion flange or yoke. See Fig. 2.
Fig. 2: Reading Drive Shaft Runout Marks

5. If drive shaft is within specification, but still vibrates, place 4 marks approximately 6" forward of weld at
rear end of shaft, spaced equally around shaft. Label marks 1, 2, 3 and 4. Place screw-type hose clamp so
clamp head is in No. 1 position. Start engine. Spin drive shaft at road speed.
6. If there is little or no change, move clamp head to No. 2 position, and repeat test. Continue procedure
until vibration is at lowest level. If no difference is noted with clamp head moved to all 4 positions,
vibration may not be drive shaft imbalance.
7. If vibration is lessened but not completely gone, place 2 clamps at that point, and run test again.
Combined weight of clamps in one position may increase vibration. If vibration is increased, rotate
clamps approximately 1/2" (13 mm) apart, above and below best position, and repeat test.
8. Continue to rotate clamps as necessary, until vibration is at lowest point. If vibration level is still
unacceptable, leave rear clamp(s) in position and repeat procedure at front end of drive shaft. If vibration
cannot be reduced to acceptable range using this procedure, replace drive shaft.
DRIVELINE ANGULARITY
Driveline angularity is the angular relationship between engine crankshaft, drive shaft, and drive axle pinion.
Driveline angles are given in relation to a zero-degree frame rail angle and are specified for individual
components and models. See Fig. 3
Fig. 3: Drive Line Angles ID

RIDE HEIGHT
Measure distance between points specified in RIDE HEIGHT MEASUREMENT LOCATIONS table. This
distance is ride height.
RIDE HEIGHT MEASUREMENT LOCATIONS

Model Measurement Location
Aerostar Top Of Rear Axle Tube And Bottom Of
Frame Rail
Bronco Top Of Front Axle Tube And Bottom Of
Spring Tower, Measured AT Center Face
Of Jounce Bumper
Explorer Top Of Rear Axle Tube And Bottom Of
Jounce Bumper
Pickup
2WD Top Of Front Axle And Bottom Of
Spring Tower, Measured At Center
Face Of Jounce Bumper
F250 4WD Top Of Front Axle Tube And Bottom
Of Frame
F350 4WD Top Of Front Spring Spacer Plate And
Bottom Of Bottom Of Jounce Stop
Metal
F350 Super Duty Top Of Front Spring Plate At Center
Of Spring And Bottom Of Frame
Ranger Top Of Rear Axle Tube And Bottom Of
Jounce Bumper
Van Top Of "A" Frame To Bottom Of Spring
Tower
FRAME ANGLE
Install bubble protractor (spirit level) on bottom of level portion of frame, below driver seat. Measure angle.
Repeat measurement on other side of vehicle. Average readings from both sides to obtain a more accurate
reading. Average of both readings is frame angle.
ENGINE ANGLE
1. Rotate drive shaft until transmission slip yoke ear is parallel to floor. Place protractor flush against ear on
slip yoke. If slip yoke is not machined, place protractor against bottom of starter. See Fig. 4. Measure and
record reading. Subtract frame angle from reading obtained in this step to obtain engine angle.
2. If engine angle is greater than specification by one degree or more, loosen but DO NOT remove engine
and transmission mount fasteners. See Fig. 5-Fig. 18 . Tighten engine and transmission mount fasteners.
Repeat step 1). If angle is still out of specification, install shims under transmission mount and rear
crossmember until correct angle is obtained.
Fig. 4: Measuring Engine Angle

Fig. 5: Determining Rear Driveline Angles (Aerostar)

Fig. 6: Determining Rear Driveline Angles (4WD Bronco)

Fig. 7: Determining Rear Driveline Angles (Explorer & Ranger)
Fig. 8: Determining Rear Driveline Angles (F150 4WD)



Fig. 14: Determining Rear Driveline Angles (F350 Super Duty)
Fig. 15: Determining Rear Driveline Angles (Van)

Fig. 16: Determining Front Driveline Angles (4WD Pickup)
Fig. 17: Determining Coupling Shaft Angles (E350)

Fig. 18: Determining Pinion Angles (Van)

DRIVE SHAFT ANGLE
1. Measure ride height. See RIDE HEIGHT. Vehicle must be at curb weight (unloaded) condition.
Specified pinion angles correspond to measured ride height. See Fig. 5-Fig. 18 . Place protractor at any
location along bottom of drive shaft. See Fig. 19.
2. Read and record angle. Subtract frame angle to obtain drive shaft angle. On Bronco, Pickup, and Van,
adjust drive shaft angle by installing tapered shims between rear springs and rear spring seats.
Information is not available from manufacturer for adjustment procedure on Aerostar, Explorer and
Ranger.
Fig. 19: Measuring Drive Shaft Angle

PINION ANGLE
Aerostar
1. Position protractor in vertical position, flush against 2 differential cover retaining bolts. Rotate protractor
bubble indicator so that 90-degree mark aligns with indexing mark. Read protractor and calculate pinion
angle. For example, if protractor indicates 85 degrees, pinion angle is 5 degrees.
2. If necessary, adjust pinion angle by installing new upper control arm bushing. Install bushing so that
notch is at 12 o'clock, 9 o'clock or 3 o'clock position as necessary. See Fig. 20.
Fig. 20: Adjusting Pinion Angle (Aerostar)
Except Aerostar
1. Place protractor in vertical position, flush against 2 differential cover retaining bolts. Rotate protractor
bubble indicator so that 90-degree mark aligns with indexing mark.
2. Read protractor and calculate pinion angle. For example, if protractor indicates 85 degrees, pinion angle
is 5 degrees. Adjust pinion angle by installing tapered shims between rear springs and spring seats.
OVERHAUL
NOTE: Universal joints should not be disassembled unless external leakage or damage
has occurred.
CAUTION: DO NOT clamp drive shaft in vise or similar holding fixture; damage may
occur.
SINGLE CARDAN UNIVERSAL JOINTS
Removal & Disassembly
1. Mark drive shaft and differential companion flange or yoke for reassembly reference. Remove drive shaft
from vehicle. Scribe alignment marks on yoke and shaft for reassembly reference. If joints are rusted or
corroded, apply penetrating oil before pressing out bearing races or trunnion pin. Disconnect yoke or
flange bolts.
NOTE: DO NOT use pry bar to hold drive shaft while loosening bolts; damage to
bearing seals may result.
2. Remove retaining strap (if equipped). Remove bushing retainers from yoke. Press out rollers and
bearings. Remove last roller and bushing assembly by pressing on end of cross.
3. Remove cross from yoke. DO NOT remove seal retainers from cross. Cross and retainers are serviced as
an assembly.
Reassembly & Installation
1. Coat roller and bearing assemblies with lubricant, and fill reservoirs in ends of cross. Install cross into
drive shaft yoke. Install roller and bushing assemblies into position.
2. Press both bushing assemblies into yoke until retainers can be installed, keeping cross aligned in center of
bushings. Install retainers. Repeat procedure for remaining bushings. Install strap (if equipped). Install
drive shaft into vehicle, aligning scribe marks.
DOUBLE CARDAN UNIVERSAL JOINTS
NOTE: When handling drive shaft after removal, support shafts on both sides when
moved horizontally. DO NOT allow shaft to hang freely or bend at sharp angle.
1. Mark drive shaft and differential companion flange or yoke for reassembly reference. Remove drive shaft
from vehicle. If joints are rusted or corroded, apply penetrating oil before pressing out bearing races or
cross.
NOTE: To obtain correct clearance, cross must be installed onto bosses in

original positions.
2. Place drive shaft assembly onto workbench. Mark position of cross, center yoke and centering socket
yoke in relation to drive shaft tube. See Fig. 21. Cross MUST be installed with bosses in original position
to provide proper clearance.
3. Remove snap rings. Using "U" Joint Remover and Installer (T745P-4635-C ), press cross until bearing
protrudes 3/8" (10 mm). Clamp protruding part of bearing in vise. Tap center yoke with hammer until
bearing is free of yoke.
4. Using this method, remove all bearings from cross. Remove cross from center yoke. Remove centering
socket yoke and seal from centering ball stud. Remove snap rings from center yoke and drive shaft yokes.
NOTE: Centering ball is located inside center yoke socket. If centering ball
replacement is required, replace center yoke socket.
5. Install "U" Joint Remover and Installer. Press bearing outward until inside of center yoke almost contacts
slinger ring. Clamp exposed end of bearing in vise. Tap center yoke with soft mallet until bearing is free.
6. Press cross to remove remaining bearing. Remove center yoke from cross. Clean all serviceable parts in
solvent.
Fig. 21: Exploded View Of Double Cardan Universal Joint

Reassembly
1. Install cross into drive shaft yoke. Ensure cross bosses (or lubrication plugs in kits) are installed in
original position. Using "U" Joint Remover and Installer, press in bearings. Install snap rings. Fill center
socket and coat centering ball with grease.
2. Position center yoke over cross. Press in bearings. Install snap rings. Install new seal onto centering ball
stud. Install centering socket over stud. Install front cross into yoke. Ensure cross bosses (or lubrication
plugs) are installed in original position.
3. Position cross loosely onto center stop. Press first set of bearings into center yoke, then install second set.
Install snap rings. Apply pressure to center yoke socket and install remaining bearing cup. If replacement
kit is used, remove plugs, lubricate "U" joints, and reinstall plugs.
NOTE: Install drive shaft assembly so yoke ears at each end of shaft are on same
plane.
Installation (1-Piece Shaft - Front)
1. Clean yoke. Inspect machined surface for scratches, nicks, or burrs. Check for arrows on slip joint and
drive shaft to aid in alignment.
2. Connect single end of drive shaft to front axle. Install "U" bolts and tighten nuts. Connect double cardan
joint end to transfer case. Install "U" bolts.
Installation (1-Piece Shaft - Rear)
1. Clean yoke. Inspect machined surface for scratches, nicks, or burrs. Check for arrows on slip joint and
drive shaft to aid in alignment. Lubricate yoke splines and install into transmission output shaft.
2. Connect drive shaft to rear companion flange. On all models except E350, install "U" bolts and tighten to
15 ft. lbs. (20 N.m). On E350, connect drive shaft flange to rear axle flange, and tighten bolts to 70-95 ft.
lbs. (95-129 N.m).
Installation (2-Piece & 3-Piece Shafts)
1. Rotate transmission until yoke ears are on a horizontal plane. Clean yoke. Inspect machined surface for
scratches, nicks or burrs. Lubricate splines.
2. Provide support for drive shaft during installation to prevent damage to universal joints. Align marks
noted during removal. Connect front joint coupling shaft to transmission yoke. Tighten bolts to
3. Ensure center bearing does not twist in support plate. Connect front and rear coupling shaft (if equipped).
Attach universal joint to rear axle flange. Tighten nuts to proper specification. See TORQUE
Center Bearing Bracket Support Bolts 37-54 (50-73)
Circular Flange-To-Rear Axle Flange Bolts 70-95 (95-129)
Coupling Shaft-To-Yoke Bolt
5/8" 148-164 (201-222)
3/4" 175-240 (237-325)
7/8" 250-300 (339-407)
Universal Joint Adapter-To-Rear Axle Bolts 60-70 (81-95)
Universal Joint-To-Rear Yoke Bolts 90-110 (122-149)
Universal Joint-To-Transfer Case Bolts 25 (34)
Universal Joint "U" Bolts
5/16" 15 (20)
3/8" 26 (35)
7/16" 40 (54)
ENGINE PERFORMANCE
Ford Motor Co. - EGR Function Testing
TESTING
PORTED EGR VALVE
1. Check vacuum hoses for correct routing. Connect a vacuum gauge directly to EGR vacuum source. With
engine running, open throttle. If gauge indicates vacuum, EGR vacuum supply is okay.
2. If gauge indicates no vacuum, EGR vacuum port is plugged. Disconnect vacuum hose at EGR valve, and
plug hose. Connect a vacuum pump to EGR valve.
3. Start engine. Apply 6-10 in. Hg to EGR valve. Engine should run rough or stall and EGR valve should
hold vacuum. If engine speed does not change, check for plugged EGR passages or faulty EGR valve.
ELECTRONIC EGR VALVE
1. Connect vacuum gauge to EGR valve. Start engine. Ensure there is less than 1 in Hg to EGR valve at idle
with engine at normal operating temperature.
NOTE: EGR Vent Solenoid (EVRV) allows a small vacuum signal (less than 2.5 in.
Hg) at idle.
2. Install tachometer. Disconnect Idle Air By-Pass Valve (IABV) harness connector (if equipped).
Disconnect and plug vacuum hose to EGR valve. Start engine and idle in Neutral. Note idle speed. Using
a hand-held vacuum pump, slowly apply 5-10 in. Hg to EGR valve.
3. Engine should either stall or idle should drop at least 100 RPM. Idle speed should return to normal when
vacuum is released at EGR valve. Repair or replace EGR valve if none of the conditions occur.
ELECTRICAL COMPONENT LOCATOR
ELECTRICAL COMPONENT LOCATOR Ford Motor Co. Electrical Component Locations
BUZZERS, TIMERS & RELAYS

BUZZERS, TIMERS & RELAYS LOCATION
Component Location
A/C-Heater Blower Motor Relay Next to blower motor.
A/C-WOT Cut-Out Relay
Ranger
2.3L On engine bay fuse/relay
block. See Fig. 1 .
block. See Fig. 2 .
block. See Fig. 3 .
Explorer/Ranger (4.0L) On engine bay fuse/relay block.
See Fig. 4 .
EEC Power Relay
Ranger
block. See Fig. 1 .
block. See Fig. 2 .
block. See Fig. 3 .
See Fig. 4 .
Fuel Pump Relay
Ranger
block. See Fig. 1 .
block. See Fig. 2 .
block. See Fig. 3 .
See Fig. 4 .
Hazard Flasher On passenger compartment
fuse/relay block.
Horn Relay Behind lower dash panel, right of
steering column.
Left Stop/Turn Signal Relay On left rear quarter panel.
Low Oil Level Sensor Relay
Explorer Behind right side of dash, above
EEC module.
Ranger Behind lower left side of dash, on
bracket.
Right Stop/Turn Signal Relay On left rear quarter panel.
Starter Relay On right fender panel, near battery.
Taillight Relay On left rear quarter panel.
Turn Signal Flasher On front of passenger compartment
fuse/relay block.
CIRCUIT PROTECTION DEVICES

CIRCUIT PROTECTION DEVICES LOCATION
Component Location
Circuit Breakers
Cigar, Flash-To-Pass & Lumbar Seats In cavity No. 12 of passenger
compartment fuse/relay block.
Power Windows In cavity No. 14 of passenger
Rear Wiper Under right side of dash, below
glove box.
Windshield Wiper In cavity No. 2 of passenger
Fusible Links (Charging System)
Explorer (Gray 12 Ga.) At starter relay.
Ranger
2.9L (Dk. Green 14 Ga.) At starter relay.
Except 2.9L (Dk. Green 12 Ga.) At starter relay.
Fuse/Relay Block
Engine Compartment On right front fender panel.
Passenger Compartment Behind trim panel, left of
steering column.
CONTROL UNITS
CONTROL UNITS LOCATION
Component Location
ABS Control Module Behind center of dash, left of ashtray.
Daytime Running Lights (DRL) Module (Ranger)
2.3L Behind left headlight. See Fig. 1 .
Distributorless Ignition (DIS) Module
Explorer/Ranger (4.0L) Behind right headlight. See Fig.
4.
Ranger (2.3L) Behind alternator, near intake
manifold. See Fig. 1 .
Electronic Distributorless Ignition (EDIS) Module Mounted on right upper radiator
support.
Electronic Engine Control (EEC) Module
Explorer Behind right side of dash, near
kick panel.
Ranger Behind right kick panel.
Electronic Shift Control Module
Explorer Over left rear wheelwell.
Ranger
Regular Cab In lower left rear of cab.
Super Cab Behind driver door pillar trim
panel.
One-Touch Module Behind left front door panel.
TFI Ignition Module (Ranger)
2.9L On distributor. See Fig. 2 .
3.0L On left radiator support. See Fig.
3.
Warning Chime Module Behind center of dash, below ashtray.
Windshield Wiper Interval Governor (Explorer) Behind center of dash, with rear ABS
module.
Windshield Wiper Module (Ranger) Behind center of dash, left of ashtray.
SENDING UNITS & SENSORS

SENDING UNITS & SENSORS LOCATION
Component Location
Air Charge Temperature (ACT) Sensor
Explorer/Ranger (4.0L) On left side of intake manifold.
See Fig. 4 .
Ranger
2.3L On right side of engine.
2.9L Above right valve cover. See
Fig. 2 .
3.0L Top left rear of engine. See
Fig. 3 .
Barometric Absolute Pressure (BAP) Sensor (Explorer) On right side firewall, on cowl
panel.
Barometric/Manifold Absolute Pressure (BMAP) Sensor (Ranger) On firewall, near evaporator case.
Brake Fluid Level Sensor On left side of master cylinder.
Coolant Temperature Sending Unit
Ranger
2.3L On left rear of engine, above
oil pressure switch. See Fig.
1.
2.9L Near thermostat housing. See
Fig. 2 .
3.0L Near thermostat housing. See
Fig. 3 .
Explorer/Ranger (4.0L) On left front corner of engine.
See Fig. 4 .
Coolant Temp. (ECT) Sensor
Ranger
2.3L At top right front of engine.
See Fig. 1 .
2.9L On top front of engine. See
Fig. 2 .
3.0L On top left front of engine.
See Fig. 3 .
Explorer/Ranger (4.0L) Left of throttle body. See Fig. 4 .
Crankshaft Position Sensor (CPS) Explorer (4.0L) & Ranger (2.3L) Behind timing cover, above
crankshaft pulley.
EGR Valve Position Sensor (Ranger 2.3L) On back of EGR valve. See Fig. 1 .
Manifold Absolute Pressure (MAP) Sensor (Ranger 2.9L) On right side of firewall. See Fig. 2 .
Mass Airflow (MAF) Sensor (Explorer/Ranger 4.0L) On air cleaner assembly. See Fig. 4 .
Oil Pressure Sending Unit (Explorer) Next to power steering pump.
Rear Axle Sensor On rear differential.
Throttle Position Sensor (TPS)
Ranger
2.3L On throttle body assembly.
See Fig. 1 .
See Fig. 2 .
See Fig. 3 .
Explorer/Ranger (4.0L) On throttle body assembly.
See Fig. 4 .
Variable Reluctance Sensor (Explorer/Ranger 4.0L) Near crankshaft pulley. See Fig. 4 .
Vehicle Speed Sensor (VSS)
Explorer On left side of transmission.
Ranger
2WD On left rear of transmission.
4WD On top of transfer case.
MOTORS
MOTORS LOCATION
Component Location
A/C-Heater Blower Motor On right side of firewall.
Electronic Transfer Case Shift Motor (4WD) On rear of transfer case.
Front Washer Pump Motor On left fender, in washer container.
Front Wiper Motor On center of firewall.
Fuel Pump Motor In fuel tank.
Liftgate Washer Motor Behind right rear quarter panel.
Liftgate Wiper Motor In center of liftgate.
Power Window Motors In bottom of each door.
SOLENOIDS & SOLENOID VALVES

SOLENOIDS & SOLENOID VALVES LOCATION
Component Location
Canister Purge Solenoid
Ranger (3.0L) In-line between throttle body and
carbon canister. See Fig. 3 .
Explorer/Ranger (4.0L) In-line between throttle body and
carbon canister. See Fig. 4 .
Converter Clutch Solenoid On transmission valve body.
EGR Vacuum Regulator Sol. (EVR) (Ranger 2.3L - M/T) On right side of blower motor. See
Fig. 1 .
ISC Air By-Pass Solenoid Valve
Ranger
2.3L On top right side of engine.
See Fig. 1 .
2.9L On top center of engine. See
Fig. 2 .
3.0L On top left front of engine.
See Fig. 3 .
Explorer/Ranger (4.0L) On left side of intake
manifold. See Fig. 4 .
Transmission Solenoid (A4LD) On left side of transmission.
SWITCHES
SWITCHES LOCATION
Component Location
A/C Clutch Cycling Pressure Switch (Ranger 2.3L) On A/C accumulator. See Fig. 1 .
Back-Up Light Switch
Explorer 4WD (M/T) On left side of transmission.
Ranger
Mazda Transmission (M/T) On top left side of transmission.
Mitsubishi Transmission (M/T) On right side of transmission.
Brake/Stoplight Switch On bracket above brake pedal.
Clutch (Triple Function) Switch On top of clutch pedal support.
Dual Brake Warning Switch On master cylinder.
Fuel Pump Inertia Switch
Explorer On right side of transmission
hump, underneath carpet on toe
board.
Ranger Under right side of dash, below
glove box.
Low Oil Level Switch On left side of oil pan.
Neutral Safety/Back-Up Light Switch
Explorer (A/T) On left side of transmission.
Ranger On left side of transmission.
Neutral Sensing Switch (M/T) On transmission.
Oil Pressure Switch
Explorer Next to power steering pump.
Ranger
2.3L On left rear side of cylinder
head. See Fig. 1 .
2.9L On lower left side of engine.
See Fig. 2 .
3.0L On right rear of engine. See Fig.
3.
4.0L On lower left front of engine.
See Fig. 4 .
Parking Brake Switch On right side of parking brake lever.
Power Steering Pressure Switch (Ranger 2.3L) On power steering gear. See Fig. 1 .
Rear ABS Proportioning Valve Switch
Explorer On left frame rail, behind
crossmember.
Ranger On left frame rail, below
passenger compartment.
Seat Belt Switch In driver's seat belt buckle.
4WD Indicator Switch On front of transfer case.
MISCELLANEOUS
MISCELLANEOUS LOCATION
Component Location
A/C Clutch Diode
Ranger
2.3L In harness, near A/C clutch. See
Fig. 1 .
2.9L In harness, at top left front of
engine. See Fig. 2 .
3.0L In harness, at top left front of
engine. See Fig. 3 .
Explorer & Ranger (4.0L) Near A/C compressor.
A/C-Heater Blower Motor Resistor (Ranger)
2.3L Near blower motor. See Fig. 1 .
Brake Warning Resistor/Diode
Ranger
2.3L In harness, above left front
wheelwell. See Fig. 1 .
Explorer/Ranger (4.0L) In harness, above left front
Capacitor On left side of ignition coil.
Cargo Light In-Line Diode (Ranger) Near cargo light, taped in harness.
Clutch Triple Function Switch Jumper Left of steering column.
Courtesy Light Diode In harness, near cargo light.
Cruise Control Amplifier Behind right side of dash, near glove
box.
Daytime Running Lights Jumper
Ranger
2.3L Next to DRL module. See Fig. 1 .
EEC/Octane Shorting Bar
Explorer/Ranger (4.0L) With self-test (EEC) connector. See
Fig. 4 .
Ranger (2.3L) At rear of engine bay fuse/relay
block. See Fig. 1 .
Ignition Coil
Ranger
2.3L Top right side of engine. See Fig.
1.
2.9L On left front wheelwell. See Fig.
2.
3.0L Top right side of engine. See Fig.
3.
Explorer/Ranger (4.0L) Above left valve cover. See Fig. 4 .
Ignition Suppression Resistor (Ranger 2.9L) At left rear of engine bay, in harness.
See Fig. 2 .
Noise Capacitor (Ranger 2.3L) On each ignition coil. See Fig. 1 .
Radio Noise Capacitor
Explorer/Ranger 4.0L Near Ignition coil. See Fig. 4 .
Ranger 2.9L & 3.0L On ignition coil. See Fig. 2 .
Rear ABS Proportioning Valve Inside left frame rail.
Rear ABS Speed Control Amplifier Behind glove box.
Stereo Amplifier (Explorer) Above right rear wheelwell.
Sensor Test Connector
Ranger
2.3L Above left front wheelwell, on
fender. See Fig. 1 .
Explorer & Ranger (4.0L) At top of left fender panel, near
wheelwell.
Rear ABS (RABS) Diagnostic Connector Behind left side of dash, near park brake
assembly.
Self-Test (EEC)
Explorer & Ranger (4.0L) In right rear of engine bay.
Ranger (2.3L) Behind engine bay fuse/relay block.
See Fig. 1 .
Spark Angle Word (SAW) (Explorer/Ranger 4.0L) In front of battery. See Fig. 4 .
Spark Output (SPOUT)
Explorer Next to self-test (EEC) connector.
Ranger
2.3L Near DIS module. See Fig. 1 .
2.9L Near MAP sensor. See Fig. 2 .
3.0L Near A/C heater case. See Fig. 3 .
Tachometer
Explorer/Ranger (4.0L) Behind engine bay fuse/relay block.
See Fig. 4 .
Ranger (2.3L) Near DIS module. See Fig. 1 .
COMPONENT LOCATION GRAPHICS
NOTE: Figures may show multiple component locations. Refer to appropriate table for
proper figure references.
Fig. 1: Component Locations (1 Of 4)

EMISSION APPLICATIONS
Ford Trucks
EMISSION APPLICATIONS
1992 Domestic Trucks
Model, Engine & Fuel System (1) Emission Control Systems & Devices (2) EGR Test No.
Light Duty Emissions (8500 GVWR Or Less)

2.3L (140") 4-Cyl. MFI-MAF PCV, ACL, EVAP, TWC, FR, (4) EGR, 4
SPK, O2S, CEC, MIL
EVAP-VC, EGR-EVRV, SPK-CC, AP-BPV
2.9L (177") V6 MFI PCV, ACL, EVAP, TWC, FR, SPK, O2S, ...
CEC, MIL
EVAP-VC, SPK-CC, AP-BPV
3.0L (183") V6 MFI PCV, ACL, EVAP, TWC, FR, SPK, O2S, ...
CEC, MIL
3.0L (183") V6 MFI-MAF PCV, ACL, EVAP, TWC, FR, SPK, O2S, ...
CEC, MIL
4.0L (246") V6 MFI-MAF PCV, ACL, EVAP, TWC, FR, SPK, O2S, ...
CEC, MIL
4.9L (300") 6-Cyl. MFI PCV, EVAP, TWC+OC, FR, EGR, SPK, 4
AP, O2S, CEC, MIL
5.0L (302") V8 EFI PCV, EVAP, TWC+OC, FR, EGR, SPK, 4
AP, O2S, CEC, MIL
5.8L (351") V8 MFI PCV, EVAP, TWC, FR, EGR, SPK, AP, 4
O2S, CEC, MIL
Heavy Duty Emissions (8501 GVWR Or More) (3)
4.9L (300") 6-Cyl. MFI PCV, EVAP, TWC+OC, FR, EGR, SPK, 4
AP, O2S, CEC, MIL
5.8L (351") V8 EFI PCV, EVAP, TWC, FR, EGR, SPK, AP, 4
O2S, CEC, MIL
7.0L (425") V8 MFI PCV, EVAP, FR, (6) EGR, SPK, AP 4
7.5L (460") V8 MFI PCV, EVAP, (5) OC, FR, EGR, SPK, AP, 4
O2S, CEC, MIL
(1) Major emission control systems and devices are listed in bold type. Components and other related
devices are listed in light type.
(2) See FORD - TRUCKS in EGR FUNCTION TESTING section. Use specified test number.
(3) For emission applications on gasoline-powered motor homes 8501 GVWR or more and built on a
motor home chassis, see appropriate CLASS "A" MOTOR HOMES table.
(4) Some models.
(5) 14,000 GVWR or less only.
(6) Explorer & Ranger use 2 O2S.

ENGINE PERFORMANCE BASIC
DIAGNOSTIC PROCEDURES
commercial chassis.
Series (1) Model
"A" Aerostar
"E" RWD Van
"F" Pickup
"R" Ranger
INTRODUCTION
The following diagnostic steps will help prevent overlooking a simple problem. This is also where to begin
diagnosis for a no-start condition.
The first step in diagnosing any driveability problem is verifying the customer's complaint with a test drive
under the conditions the problem reportedly occurred.
Before entering self-diagnostics, perform a careful and complete visual inspection. Most engine control
problems result from mechanical breakdowns, poor electrical connections or damaged/misrouted vacuum hoses.
Before condemning the computerized system, perform each test listed in this article.
NOTE: Perform all voltage tests with a Digital Volt-Ohmmeter (DVOM) with a minimum
10-megohm input impedance, unless stated otherwise in test procedure.
PRELIMINARY INSPECTION & ADJUSTMENTS

VISUAL INSPECTION
Visually inspect all electrical wiring, looking for chafed, stretched, cut or pinched wiring. Ensure electrical
connectors fit tightly and are not corroded. Ensure vacuum hoses are properly routed and are not pinched or cut.
See VACUUM DIAGRAMS article to verify routing and connections (if necessary). Inspect air induction
system for possible vacuum leaks.
MECHANICAL INSPECTION
Compression
Check engine mechanical condition using a compression gauge, vacuum gauge or engine analyzer. If using
engine analyzer, see engine analyzer manual for specific instructions. Compression pressures are considered
within specifications if lowest reading cylinder is within 75 percent of highest reading cylinder.
WARNING: Because fuel injectors on many models are triggered by the ignition
switch, DO NOT use ignition switch during compression tests on fuel
injected vehicles. Use a remote starter to crank engine to prevent fire
hazard or engine oiling system contamination.
Exhaust System Backpressure
Using a vacuum or pressure gauge, check exhaust system. Remove O2 sensor or air injection check valve (if
equipped). Connect a 0-5 psi pressure gauge, and run engine at 2500 RPM. If exhaust system backpressure is
greater than 2 psi, exhaust system or catalytic converter is plugged.
If using a vacuum gauge, connect vacuum gauge hose to intake manifold vacuum port, and start engine.
Observe vacuum gauge. Open throttle part way and hold steady. If vacuum gauge reading slowly drops after
stabilizing, check exhaust system for restrictions.
NO-START DIAGNOSIS
NOTE: For diesel information, see TESTS W/O CODES article.
DEFINITION
No-start is defined as engine cranks okay, but does not start. Engine may fire a few times.
PRELIMINARY CHECKS
Before diagnosing problems in ignition system, ensure following systems and components are in good condition
and operating properly.
 Battery
 State of tune
 Fuel delivery and injection system
 All wiring and vacuum connections
 Air cleaner and ducts
 Cooling system
DISTRIBUTORLESS IGNITION SYSTEM (DIS)
Spark Output Check

1. Check EEC-IV system for fault codes and repair if necessary. See QUICK TEST in TESTS W/CODES
article. If no fault codes are retrieved, check ignition system wiring harness connectors for corrosion and
tight fit. See Fig. 1.
2. If wiring and connectors are okay, use Neon Bulb Spark Tester (D89P-6666-A) to check for spark at each
spark plug wire while cranking engine. If spark is consistent and equal at each spark plug (one spark per
crankshaft revolution), ignition system is okay. If spark is not present, go to IGNITION SYSTEMS in
SYSTEM/COMPONENT TESTS article.
Fig. 1: Identifying DIS Module Pin Locations
ELECTRONIC DISTRIBUTORLESS IGNITION SYSTEM (EDIS)
Spark Output Check
1. Check EEC-IV system for fault codes and repair if necessary. See QUICK TEST in TESTS W/CODES
article. If no fault codes are retrieved, check ignition system wiring harness connectors for corrosion and
tight fit. Repair or replace as necessary.
2. If wiring and connectors are okay, use Neon Bulb Spark Tester (D89P-6666-A) to check for spark at each
spark plug wire while cranking engine. If spark is consistent and equal at each spark plug (one spark per
crankshaft revolution), ignition system is okay. If spark is not present, go to IGNITION SYSTEMS in
SYSTEM/COMPONENT TESTS article.
THICK FILM IGNITION (TFI) IV
Spark Check
1. Using a high output spark tester, check for spark at coil wire while cranking engine. If spark is present, go
to step 2). If spark is not present, remove distributor cap, and crank engine to check for distributor
rotation. If distributor rotation is okay, check coil secondary wire resistance. Resistance should not be
greater than 7000 ohms per foot.
2. Place transmission in Neutral. Disconnect TFI wiring harness connector. Attach TFI Ignition Tester (105-
000003). Connect Red lead of tester to 12 volts. Attach remote starter to "S" terminal of starter relay.
While observing 2 LED lights on tester, use remote starter to crank engine. If PIP light blinks, go to step
4). If PIP light does not blink, remove distributor.
3. Remove TFI module from distributor. Using an ohmmeter, ensure all circuit resistance values are correct.
See TFI MODULE CIRCUIT RESISTANCE SPECIFICATIONS. See Fig. 2. If readings are
incorrect, replace TFI module. If readings are correct, check stator for open winding or short to ground.
See SYSTEM/COMPONENT TESTS article.
TFI MODULE CIRCUIT RESISTANCE SPECIFICATIONS

TFI Terminals (1) Ohms
Ground Pin - PIP More Than 500
Power Pin - PIP Input Pin Less Than 2000
Power Pin - TFI Power Less Than 200
Ground Pin - Ignition Ground Less Than 2
PIP Input Pin - PIP Less Than 200
(1) See Fig. 2 for terminal identification.
4. If PIP light did not blink in step 2), replace TFI module, and repeat step 1). If spark is still not present,
replace ignition coil and module connector. If PIP light did blink in step 2), substitute ignition coil with a
known working unit, and repeat step 1). If spark is now present, ensure coil secondary wire resistance is
not greater than 7000 ohms per foot, and replace ignition coil.
5. If spark was not present in step 4), connect original vehicle coil and spark tester. Remove pin-in-line
connector located near distributor. Crank engine while checking for spark. If spark is present, inspect PIP
and ignition ground circuits to verify continuity, and repair as necessary.
6. If spark was not present in step 5), measure battery voltage with negative lead from voltmeter attached to
base of distributor. Measure voltage at ignition coil positive (+) terminal. Ignition coil positive (+)
terminal voltage should be at least 90 percent of battery voltage. If not, check circuitry between ignition
coil and ignition switch for wear or damage. Repair as necessary.
7. If ignition coil positive (+) terminal voltage was at least 90 percent of battery voltage in step 6), remove
connector from ignition module. Disconnect starter relay "S" terminal. Turn ignition on. Measure voltage
at ignition module connector power terminals No. 3 and 4. See Fig. 2. See TFI MODULE VOLTAGE
TEST TERMINALS. Voltage should be at least 90 percent of battery voltage.
8. If voltage is not at least 90 percent of battery voltage, check circuitry between ignition coil and ignition
switch for wear or damage. Repair as necessary. If voltage was at least 90 percent of battery voltage in
step 7), inspect wiring between ignition module terminal No. 2 and coil. If okay, check all related
circuitry. Replace or repair as necessary.
TFI MODULE VOLTAGE TEST TERMINALS

TFI Terminal Ignition Switch Position
With CCD (1): No. 3 Run & Start
Without CCD (1)
No. 3 Run & Start
No. 4 Start
(1) Computer Controlled Dwell.
Fig. 2: TFI Ignition Module Connector Terminal ID
IGNITION COIL RESISTANCE
IGNITION COIL RESISTANCE

Application Primary Secondary
DIS, EDIS .5 (1)
TFI-IV 0.8-1.6 8000-11,500

(1) Resistance values are not available.
FUEL SYSTEM
PRELIMINARY CHECKS
Ensure following systems and components are in good condition and operating properly before diagnosing
problems in fuel injection system.
 Battery
 State of tune
 Fuel delivery system
 All wiring and vacuum connections
 Air cleaner and ducts
 Cooling system
Engine Does Not Crank
Check for hydrostatic lock (liquid in cylinder). Repair as needed. Check for starting and charging system
problems.
Engine Cranks But Will Not Start
1. Check fuel tank contents and fuel gauge accuracy. Check for dirt, water or other contamination in fuel.
2. Check ignition system for strong secondary current at spark plugs. If no spark exists or if spark is weak,
repair ignition system problem.
3. Check fuel lines and fittings for leaks. If no leaks are found, check fuel delivery system for proper
pressure and volumes. Reset inertia switch (if necessary).
4. Check for a defective fuel injector or coolant temperature sensor. Ensure TPS does not stick.
WARNING: Always relieve fuel pressure before disconnecting any fuel injection-
related component. DO NOT allow fuel to contact engine or electrical
components.
FUEL PRESSURE RELEASE
Gasoline Engines
Disconnect negative battery cable. Remove fuel cap to release fuel tank pressure. Using EFI Pressure Gauge
(T80L-9974-B), release fuel pressure from relief valve. Relief valve is located on fuel supply manifold.
FUEL PRESSURE
WARNING: Inspect fuel system for leaks or damage before testing fuel pump.
NOTE: Fuel pressure procedure for diesel engines is not available.
NOTE: For fuel pressure specifications, see FUEL PRESSURE SPECIFICATIONS

article.
Gasoline Engines
Release fuel pressure. Install fuel pressure gauge. Fuel pump may be activated by grounding fuel pump lead at
Self-Test connector. Using a jumper lead, ground FP terminal with ignition on. This activates fuel pump. See
Fig. 3. For fuel pressure specifications, see FUEL PRESSURE SPECIFICATIONS article. For additional
circuit test information, perform related circuit test. See TESTS W/CODES article.
Fig. 3: Identifying Fuel Pump Self-Test Connector

FUEL INJECTORS
Fuel Injector Check
1. Connect tachometer to engine. Run engine at idle. Disconnect and reconnect injectors individually. If
each injector causes a momentary drop in engine speed of at least 100 RPM, injectors are providing
proper fuel delivery. RPM drop should only be momentary, as ISC will attempt to re-establish correct idle
RPM.
2. Replace any injectors not causing sufficient drop in engine speed. When test is complete, turn engine off.
To check curb idle, refer to emission control specifications on decal in engine compartment or IDLE
SPEED & MIXTURE in ADJUSTMENTS article.
Fuel Injector Circuit

Disconnect all injector harness connectors. Using digital ohmmeter, check resistance across terminals of each
injector. See INDIVIDUAL INJECTOR RESISTANCE table. Disconnect injector bank harness connector,
and check resistance of injector bank. See INJECTOR BANK RESISTANCE table. Repair injector bank or
any injector not within specifications.
INDIVIDUAL INJECTOR RESISTANCE (1)

Engine Ohms
2.3L & 3.0L 15-18
All Others 13-16
(1) Resistance values are for a single injector.
INJECTOR BANK RESISTANCE

Engine Ohms
2.3L 7.0-9.5
2.9L, 3.0L & 4.9L 5.0-6.5
4.0L 4.0-5.5
5.0L, 5.8L & 7.5L 3.0-4.0
NOTE: For further component testing and information, see TESTS W/CODES article.
INERTIA SWITCH
WARNING: DO NOT reset inertia switch until fuel system has been inspected for
leaks.
1. In event of a collision, electrical contacts in inertia switch open, automatically shutting off fuel pump.
Fuel pump shuts off even if engine does not stop running. Engine eventually stops due to lack of fuel.
2. Engine cannot be restarted until inertia switch is manually reset. To reset inertia switch, depress button on
switch. Inertia switches may be found in following locations:
 Aerostar & Van - On right kick panel, just forward of door opening.
 Bronco & Pickup - On floorboard, left of and above steering column.
 Explorer & Ranger - Under instrument panel, right of transmission hump.
IDLE SPEED & IGNITION TIMING

BASE IGNITION TIMING
NOTE: Ignition timing is not adjustable on models with DIS or EDIS.
Ensure idle speed and ignition timing are set to specification. For adjustment procedures, see ADJUSTMENTS
article. Ensure all accessories are off and transmission is in Park or Neutral. Set parking brake. Disconnect
automatic parking brake release (if equipped). Ensure vehicle front wheels are in straight-ahead position and
curb idle speed set to specification.
4-CYLINDER BASE IGNITION TIMING

Application Degrees BTDC @ RPM
2.3L (1) **
(1) Timing is not adjustable.
6-CYLINDER BASE IGNITION TIMING

4.9L 10 @ Idle
V6 BASE IGNITION TIMING

Application (1) Degrees BTDC @ RPM
2.9L
Automatic Transmission 10 @ 800
Manual Transmission 10 @ 850
3.0L 10 @ Idle
4.0L (2)
(1) With SPOUT in-line connector disconnected.
(2) Timing is not adjustable.
V8 BASE IGNITION TIMING

5.0L
Automatic Transmission 10 @ 525-825
Manual Transmission 10 @ 550-850
5.8L
C6 Automatic Transmission 10 @ 630-930
E4OD Automatic Transmission 10 @ 580-880
7.5L 10 @ 500-800
IDLE SPEED
Idle speed is controlled by ECA and idle speed control air by-pass valve on all engines. If control system is
operating properly, engine idle RPM is fixed and cannot be changed by standard adjustments. RPM
specifications for many engines are not available. A scan tester must be used on these systems because control
strategy and idle speed specification are controlled by ECA. See ADJUSTMENTS article.
Before performing idle speed adjustment procedure, complete a thorough basic inspection and self-test (KOEO,
KOER, Continuous Memory self-tests) to confirm operation of sub-systems contributing to idle speed control.
See TESTS W/CODES article.
IDLE MIXTURE ADJUSTMENT
NOTE: No idle mixture adjustments are possible on any models. See TESTS W/CODES
article for diagnosis of incorrect idle mixture.
THROTTLE POSITION SENSOR (TPS) ADJUSTMENT
NOTE: Throttle Position Sensor (TPS) on gasoline engines is not adjustable. Replace
TPS if sensor is not within specifications.
TPS VOLTAGE SPECIFICATIONS (1)

Application Idle Wide Open Throttle
2.3L, 2.9L (2), 3.0L & 4.0L 0.20 4.84
2.9L (3), 4.9L, 5.0L, 5.8L & 7.5L 0.34 4.84
(1) Minimum and maximum specifications are given.
(2) Vehicles equipped with mass airflow sensor only.
(3) Except vehicles equipped with mass airflow sensor.
FUEL INJECTION PUMP LEVER (FIPL) SENSOR ADJUSTMENT

For Fuel Injection Pump Lever (FIPL) sensor adjustment, see ADJUSTMENTS article.
SUMMARY
If no faults were found while performing BASIC TESTING, proceed to TESTS W/CODES article. If no hard
codes are found in self-diagnostics or if vehicle does not have a self-diagnostic system, proceed to TESTS W/O
CODES article for diagnosis by symptom (i.e., ROUGH IDLE, NO START, etc.) or intermittent diagnostic
procedures.
ENGINE PERFORMANCE
Removal, Overhaul & Installation
INTRODUCTION
NOTE: Unless specified otherwise, references to Pickup include F350 Super Duty
commercial chassis.
Removal, overhaul and installation procedures are covered in this article. If component removal and installation
is primarily an unbolt and bolt-on procedure, only a torque specification may be furnished.
IGNITION SYSTEM
DISTRIBUTOR
1. Disconnect distributor from wiring harness. Mark position of No. 1 cylinder wire tower on distributor
base for reference when installing distributor.
2. Loosen distributor cap hold-down screws. Remove cap carefully to prevent damaging rotor blade and
spring. Position cap and attached wires aside.
3. Remove rotor by pulling upward from the distributor shaft. Remove distributor hold-down bolt and
clamp. Remove distributor. Cover distributor opening in cylinder block or head with clean shop towel. To
Fig. 1: TFI-IV Open Bowl Distributor (2.9L, 4.9L, 5.0L & 5.8L)
Fig. 2: TFI-IV Open Bowl Distributor (3.0L & 7.5L)
CRANKSHAFT SENSOR - 2.3L

Removal (2.3L)
1. Disconnect negative battery cable. Remove accessory belt(s). Remove crankshaft pulley, hub and belt
guide. Remove timing belt outer cover retaining bolt. Release 8 cover interlocking tabs.
2. Remove timing belt cover. Disconnect crankshaft sensor wire connector from engine harness. Remove
crankshaft sensor 4-wire connector by prying out on Red retaining clip. See Fig. 3.
CAUTION: Always turn engine in direction of normal rotation (clockwise as

viewed from front of engine).
3. Rotate crankshaft and position crankshaft keyway at 10 o'clock position to place vane window of inner
and outer vane cups over crankshaft timing sensor. Remove crankshaft sensor retaining bolts and plastic
wire harness retainer. Remove crankshaft sensor.
Fig. 3: Crankshaft Sensor Connector Terminal ID

Installation
1. Position crankshaft sensor wires behind inner timing belt cover. Hold crankshaft sensor in place and
install bolts finger tight. DO NOT tighten. Reconnect wire connectors to engine harness.
2. With Crankshaft Sensor Positioner (T89P-6316-A) in place, rotate crankshaft until outer vane of
crankshaft pulley hub assembly engages both sides of crankshaft sensor positioner. See Fig. 4. Tighten
crankshaft sensor bolts.
CAUTION: Always turn engine in direction of normal rotation (clockwise as
viewed from front of engine).
3. Rotate crankshaft until vane on crankshaft pulley hub assembly is no longer engaged in crankshaft sensor
positioner. Remove crankshaft sensor positioner. Install NEW plastic wire harness retainer and trim off
excess.
4. Rotate crankshaft 90 degrees (1/4 turn) clockwise and measure outer vane-to-sensor air gap. Air gap must
be .018-.039" (.46-1.0 mm). To complete installation, reverse removal procedure.
Fig. 4: Positioning Crankshaft Sensor (2.3L)

CRANKSHAFT SENSOR - 4.0L
Removal (4.0L)
Disconnect negative battery cable. Disconnect crankshaft (variable reluctance) sensor wire connector from
engine harness. Remove crankshaft sensor mounting screws. Remove crankshaft sensor. See Fig. 5.
Installation
Place crankshaft sensor in correct position. Install mounting screws and tighten. Reconnect crankshaft sensor
wire connector.
Fig. 5: Locating Crankshaft Sensor (4.0L)

FUEL SYSTEM (GASOLINE)

WARNING: ALWAYS relieve fuel pressure before disconnecting any fuel injection-
related component. DO NOT allow fuel to contact engine or electrical
components.
Disconnect negative battery cable. Remove fuel cap to release fuel tank pressure. Using EFI Pressure Gauge
(T80L-9974-B), release fuel pressure from relief valve. Relief valve is located on fuel supply manifold.
FUEL PUMP - EXCEPT VAN
Removal (Except Van)

Release fuel pressure. See FUEL PRESSURE RELEASE under FUEL SYSTEM (GASOLINE). Remove fuel
tank. Using hammer and brass drift punch, carefully tap lock ring counterclockwise to release pump. Remove
fuel pump from tank.
Installation
Wipe seal area of tank clean. Position a new "O" ring seal on pump. Position fuel pump in tank so fuel return
hose is not kinked. Install lock ring. Using hammer and brass drift punch, drive ring around clockwise to lock
pump in place. DO NOT overtighten pump lock ring, as it may leak. Install fuel tank.
FUEL PUMP - VAN
Removal & Installation (Van - High Pressure Fuel Pump)
Release fuel pressure. See FUEL PRESSURE RELEASE under FUEL SYSTEM (GASOLINE). Locate fuel
pump on left rail. Remove fuel pump bracket attaching screws. Remove fuel pump hoses. Remove fuel pump
from bracket. See Fig. 6. To install, reverse removal procedure.
Removal & Installation (Van - Low Pressure Fuel Pump)
Van low pressure (boost) fuel pump is located inside the fuel tank. Removal and installation procedures are the
same as removal and installation procedures for Aerostar, Bronco, Explorer, Pickup and Ranger.
Fig. 6: Locating High Pressure Fuel Pump (Van)

FUEL SUPPLY MANIFOLD ASSEMBLY - 2.3L
Removal (2.3L)
1. Release fuel pressure. See FUEL PRESSURE RELEASE under FUEL SYSTEM (GASOLINE).
Disconnect fuel supply and return lines. See PUSH-CONNECT FITTINGS under FUEL SYSTEM
(GASOLINE).
2. Remove upper intake manifold and throttle body assembly. See UPPER INTAKE MANIFOLD &
THROTTLE BODY - 2.3L under FUEL SYSTEM (GASOLINE). Disconnect wiring harness from
injectors. Remove fuel supply manifold retaining bolts. Carefully disengage manifold and fuel injectors
from engine. Remove manifold and injectors. See Fig. 7.
Installation
1. To install, reverse removal procedure. Lubricate NEW "O" rings with a light oil. Install 2 "O" rings on
each injector (one per injector if injectors were not removed from fuel supply manifold). DO NOT use
silicone grease.
2. Install fuel injector supply manifold and injectors in intake manifold; ensure injectors are seated. Secure
fuel manifold assembly with retaining bolts. Connect injector wiring harness.
Fig. 7: Multi-Point Fuel Injection System (2.3L)

Removal (2.9L)
1. Disconnect negative battery cable. Remove air inlet tube from air cleaner to throttle body. Release fuel
pressure. See FUEL PRESSURE RELEASE under FUEL SYSTEM (GASOLINE).
NOTE: Ensure engine is clean before removing fuel supply manifold assembly.
THROTTLE BODY - 2.9L under FUEL SYSTEM (GASOLINE). Disconnect crossover fuel hose, fuel
supply, and fuel return line from fuel supply manifold. See PUSH-CONNECT FITTINGS under FUEL
SYSTEM (GASOLINE).
3. Remove fuel supply manifold retaining bolts. Carefully remove fuel supply manifold from lower intake
manifold. Remove fuel injector retainer clips, and inspect for corrosion and damage. Remove injector(s)
from fuel supply manifold and wipe injector recesses clean with dry cloth.
Installation
1. To install, clean injectors and injector recesses. Lightly grease recesses. Check "O" rings for correct
seating. Install 3 injectors on right recess of intake manifold, then install 3 on left.
2. Position and press down firmly on fuel rail to ensure fuel injectors are fully seated in fuel rail and intake
manifold. Install fasteners. To complete installation, reverse removal procedure. See Fig. 8.
Removal (3.0L)
Remove throttle body. Disconnect fuel supply and return lines. See PUSH-CONNECT FITTINGS
under FUEL SYSTEM (GASOLINE).
2. Disconnect wiring harness at fuel injectors. See Fig. 9. Disconnect vacuum hose from fuel pressure
regulator. Remove fuel assembly manifold bolts (2 on each side). Carefully disengage fuel supply
manifold from fuel injectors by lifting and gently rocking rail.
3. Remove injectors from fuel supply manifold using a slight lifting/rocking motion. Place removed
components in a clean container to avoid dirt or other contamination.
Installation
Lubricate NEW injector "O" rings with a light oil. DO NOT use silicone grease. Carefully install fuel supply
manifold and injectors into lower manifold, one side at a time. To complete installation, reverse removal
procedure.

Removal (4.0L)
1. Disconnect negative battery cable. Remove snow/ice shield. Remove air inlet tube from air cleaner to
throttle body. Release fuel pressure. See FUEL PRESSURE RELEASE under FUEL SYSTEM
(GASOLINE).
NOTE: Ensure engine is clean before removing fuel supply manifold assembly.
THROTTLE BODY - 4.0L under FUEL SYSTEM (GASOLINE). Disconnect fuel supply line fitting at
fuel manifold.
3. Disconnect fuel return line from fuel pressure regulator. See PUSH-CONNECT FITTINGS under
FUEL SYSTEM (GASOLINE). Remove fuel manifold retaining bolts. Remove fuel manifold. Remove
injectors from manifold. See Fig. 10.
Installation
Lubricate NEW injector "O" rings with a light oil. DO NOT use silicone grease. Carefully install fuel supply
manifold and injectors into lower manifold, one side at a time. To complete installation, reverse removal
procedure.


Removal & Installation (4.9L)
1. Disconnect negative battery cable. Release fuel pressure. See FUEL PRESSURE RELEASE under
FUEL SYSTEM (GASOLINE). Remove upper intake manifold assembly. See UPPER INTAKE
MANIFOLD & THROTTLE BODY - 4.9L under FUEL SYSTEM (GASOLINE). Disconnect fuel
supply and fuel return lines. See PUSH-CONNECT FITTINGS under FUEL SYSTEM (GASOLINE).
2. Disconnect vacuum hose from fuel pressure regulator. Remove strap surrounding fuel supply manifold,
injector electrical harness, and main vacuum harness.
3. Remove fuel supply manifold retaining studs. Carefully disengage fuel supply manifold from fuel
injectors, and remove manifold. To install, reverse removal procedure. Ensure injectors are well seated in
manifold assembly.
FUEL SUPPLY MANIFOLD ASSEMBLY - 5.0L, 5.8L & 7.5L
Removal & Installation (5.0L, 5.8L & 7.5L)
FUEL SYSTEM (GASOLINE). Remove upper intake manifold and throttle body assembly. See UPPER
INTAKE MANIFOLD & THROTTLE BODY - 5.0L, 5.8L & 7.5L under FUEL SYSTEM
(GASOLINE).
2. Disconnect fuel supply and return line connections at fuel supply manifold. See PUSH-CONNECT
FITTINGS under FUEL SYSTEM (GASOLINE). Remove fuel supply manifold retaining bolts.
Carefully disengage fuel supply manifold from fuel injectors. To install, reverse removal procedure. See
Fig. 11 and Fig. 12.
Fig. 11: Multi-Point Fuel Injection System (5.0L & 5.8L)
FUEL INJECTORS - 2.3L & 3.0L
Removal (2.3L & 3.0L)
Disconnect wiring harness from each injector.
2. Remove fuel supply manifold. See FUEL SUPPLY MANIFOLD ASSEMBLY - 2.3L or FUEL
SUPPLY MANIFOLD ASSEMBLY - 3.0L under FUEL SYSTEM (GASOLINE). Remove injectors
from fuel supply manifold using a rocking/pulling motion.
Installation
Lubricate NEW injector "O" rings with a light oil. DO NOT use silicone grease. To complete installation,
reverse removal procedure.
FUEL INJECTORS - 2.9L & 4.0L

Removal (2.9L & 4.0L)
Remove upper intake manifold and throttle body assembly. See UPPER INTAKE MANIFOLD &
THROTTLE BODY under FUEL SYSTEM (GASOLINE).
2. Remove fuel supply manifold. See FUEL SUPPLY MANIFOLD ASSEMBLY - 2.9L or FUEL
SUPPLY MANIFOLD ASSEMBLY - 4.0L under FUEL SYSTEM (GASOLINE). Remove wiring
harness from injector(s). Remove injector retaining clip(s). Remove injectors from fuel supply manifold
using a rocking/pulling motion.
Installation
FUEL INJECTORS - 4.9L, 5.0L, 5.8L & 7.5L
Removal (4.9L, 5.0L, 5.8L & 7.5L)
FUEL SYSTEM (GASOLINE). Remove upper intake manifold assembly. See UPPER INTAKE
MANIFOLD & THROTTLE BODY - 4.9L or UPPER INTAKE MANIFOLD & THROTTLE
BODY - 5.0L, 5.8L & 7.5L under FUEL SYSTEM (GASOLINE).
2. Carefully disconnect electrical lead(s) from injector(s). Remove injector(s) from fuel supply manifold
using a slight rocking/pulling motion.
Installation
FUEL PRESSURE REGULATOR - 2.3L, 2.9L 3.0L & 4.0L
Removal (2.3L, 2.9L 3.0L & 4.0L)
FUEL SYSTEM (GASOLINE). Remove vacuum hose at fuel pressure regulator. Remove fuel line.
2. On 3.0L models, loosen or remove fuel rail-to-intake manifold bolts for access to regulator housing
screws. On all models, remove screws from regulator housing. Remove pressure regulator, gasket, and
"O" ring.
Installation
Lubricate "O" ring with a light oil. DO NOT use silicone grease. Ensure regulator and manifold gasket surfaces
are clean and dry. To complete installation, reverse removal procedure.
FUEL PRESSURE REGULATOR - 4.9L, 5.0L, 5.8L & 7.5L

Removal (4.9L, 5.0L, 5.8L & 7.5L)
FUEL SYSTEM (GASOLINE).
2. Remove vacuum hose from fuel pressure regulator. Remove Allen head screws from fuel pressure
regulator housing. Remove fuel pressure regulator, gasket, and "O" ring.
Installation
Lubricate "O" ring with a light oil. DO NOT use silicone grease. Ensure regulator and manifold gasket surfaces
are clean and dry. To complete installation, reverse removal procedure.
HEATED EXHAUST GAS OXYGEN (HEGO) SENSOR
Removal
1. Disconnect negative battery cable. locate O2 sensor mounted in the exhaust pipe below exhaust manifold
or "Y" pipe junction, near catalytic converter inlet. Ensure sensor is free of contaminants. DO NOT use
cleaning solvents of any type.
2. Disconnect electrical connector from O2 sensor. Sensor may be difficult to remove when engine
temperature is less than 120°F (48°C). Carefully remove O2 sensor from exhaust pipe.
Installation
Whenever replacing O2 sensor, coat threads with anti-seize compound before installation. New O2 sensors
should already have this compound applied to threads. Install O2 sensor. Reconnect electrical connector to O2
sensor. Tighten sensor to 30 ft. lbs. (41 N.m). Reconnect negative battery terminal.
PUSH-CONNECT FITTINGS
Removal & Installation (3/8", 1/2" & 5/8" Spring Lock Coupling)
1. Release fuel pressure. See FUEL PRESSURE RELEASE under FUEL SYSTEM (GASOLINE). Place
indicated spring lock coupler over coupling. See SPRING LOCK COUPLER IDENTIFICATION
table. To release female fitting from garter spring, push coupler along tube into coupling. See Fig. 13.
2. Pull spring lock coupling apart. Remove coupler from disconnected spring lock coupling. Check for
damaged garter spring and "O" rings. Wipe end of lines with clean cloth.
3. To install, place NEW "O" rings onto tube. Lubricate ends of lines with clean refrigerant oil. Locate
White indicator ring (if equipped) which may have slipped down length of tube. Insert White indicator
ring into cage of male fitting.
4. Push fitting together with a slight twisting motion. The White indicator ring should pop free of cage to
indicate that male fitting is properly seated over flared end of female fitting.
SPRING LOCK COUPLER IDENTIFICATION

3/8" Line D87L-9280-A
1/2" Line D87L-9280-B
5/8" Line T83P-19623-C
Fig. 13: Disconnecting Fuel Lines With Spring Lock Coupler

Removal & Installation (Fuel Line Coupler)
1. Disengage locking tabs on connector retainer and separate retainer halves. Disengage fitting from
regulator by pushing fitting toward regulator and inserting Fuel Line Coupling Key (T90P-9550-A). See
Fig. 14.
2. Remove fuel supply manifold assembly. To install (re-engage) fuel line coupling, push coupler tube
assembly firmly into coupler body recess until fully engaged. Pull gently on both ends of coupler to
ensure engagement See appropriate FUEL SUPPLY MANIFOLD ASSEMBLY procedure under FUEL
SYSTEM (GASOLINE).
Fig. 14: Disconnecting Fuel Line Coupler With Coupling Key
UPPER INTAKE MANIFOLD & THROTTLE BODY - 2.3L
Removal (2.3L)
1. Remove throttle linkage shield. Disconnect throttle linkage, cruise control and kickdown cable. Unbolt
accelerator cable and position aside. Disconnect wire connectors from throttle position sensor and air by-
pass valve.
2. Disconnect air intake hose from throttle body. Remove air intake and PCV hoses from throttle body.
Disconnect water by-pass hose. Disconnect EGR tube by removing flange nut. Remove 5 upper intake
manifold retaining bolts. Remove intake manifold and throttle body assembly.
Installation
Clean gasket surfaces. DO NOT allow gasket material to fall into intake manifold. Reverse removal procedure
to complete installation.
Removal (2.9L)
1. Disconnect electrical connectors at air by-pass valve, throttle position sensor, EGR sensor and Air Charge
Temperature (ACT) sensor. Remove air cleaner-to-throttle body air inlet tube.
2. Remove snow/ice shield to expose throttle linkage. Disconnect throttle cable from ball stud. Disconnect
upper intake manifold vacuum connectors, both front and rear fittings including EGR valve, and vacuum
line to fuel pressure regulator.
3. Disconnect PCV closure tube from under throttle body. Disconnect PCV vacuum tube from under
manifold. Remove canister purge line from fitting near power steering pump. Disconnect EGR tube from
EGR valve by removing flange nut.
4. Loosen bolt retaining A/C line at upper rear of upper manifold. Disengage retainer. Remove 6 upper
intake manifold retaining bolts. Remove upper intake manifold and throttle body as an assembly.
Installation
Clean and inspect mounting faces of lower and upper intake manifolds. Install the upper intake manifold and
throttle body assembly to the lower manifold. To complete installation, reverse removal procedure.
Removal (3.0L)
1. Ensure ignition switch is in OFF position. Loosen clamps and remove engine air outlet tube between air
cleaner and throttle body. Remove snow/ice shield to expose throttle linkage.
2. Remove throttle cable bracket, and disconnect cable from ball stud on throttle body. Disconnect and mark
vacuum hoses at vacuum fittings on intake manifold.
3. Remove accelerator and cruise control cables from accelerator mounting bracket and throttle lever.
Remove alternator support brace. Disconnect wiring harness at throttle position sensor, air by-pass valve,
and air charge temperature sensor.
4. Remove 4 retaining bolts and 2 stud bolts. Lift air intake throttle body assembly from guide pins on lower
intake assembly. Remove and discard gasket from lower intake manifold assembly. See Fig. 15.
Installation
Clean and oil manifold bolt threads. Install new manifold gasket. If injectors were removed, lubricate NEW
injector "O" rings with a light oil. DO NOT use silicone grease. To complete installation, reverse removal
procedure.
Fig. 15: Upper Intake Manifold Tightening Sequence (3.0L)

Removal (4.0L)
1. Disconnect electrical connectors at air by-pass valve, throttle position sensor and air charge temperature
sensor. Remove snow/ice shield to expose throttle linkage. Remove throttle cable bracket.
2. Disconnect cable from ball stud on throttle body. Remove air cleaner-to-throttle body air inlet tube.
Disconnect upper intake manifold vacuum connectors. Disconnect PCV valve from rocker cover.
3. Disconnect spark plug wires at rear of manifold. Remove canister purge line from fitting in throttle
housing. On Aerostar, remove bolt retaining engine oil dipstick tube.
4. On all models, remove A/C line-to-upper upper manifold bolt. Remove 6 upper manifold retaining bolts.
Remove upper intake and throttle body, as an assembly, from lower intake and fuel supply manifolds. See
Fig. 16.
Installation
Clean and oil manifold bolt threads. Install NEW manifold gasket. If injectors were removed, lubricate NEW
injector "O" rings with a light oil. DO NOT use silicone grease. To complete installation, reverse removal
procedure.
Fig. 16: Upper Intake Manifold Assembly (4.0L)

Removal (4.9L)
1. Disconnect electrical connectors at EGR Valve Positioner (EVP) sensor located on EGR valve.
Disconnect throttle position sensor and air by-pass valve. Label and disconnect all vacuum hoses
connected to upper intake manifold and throttle body assembly.
2. Disconnect PCV hose from fitting located on side of intake manifold. See Fig. 17. Remove throttle
linkage shield. Disconnect throttle linkage and cruise control cables. Disconnect accelerator cable from
bracket and position cable aside.
3. Disconnect air inlet hoses from throttle body. Disconnect EGR tube from EGR valve and exhaust
manifold. Remove thermactor (air injection) tube assembly from lower intake manifold.
4. Remove nut attaching thermactor by-pass valve bracket to lower intake manifold. On van, remove nut
attaching transmission filler tube. Remove tube bracket from intake manifold stud.
5. On all models, remove 7 studs retaining upper intake manifold. Remove screw and washer attaching
upper intake manifold support bracket to intake manifold. Remove upper intake manifold and throttle
body as an assembly.
Installation
To install, reverse removal procedure. Use NEW gasket between upper and lower intake manifolds.
Fig. 17: Exploded View Of Upper Intake Manifold Assembly (4.9L)
UPPER INTAKE MANIFOLD & THROTTLE BODY - 5.0L, 5.8L & 7.5L
Removal (5.0L, 5.8L & 7.5L)
1. Disconnect electrical leads at air by-pass valve, throttle position sensor, and EGR position sensor.
Disconnect throttle linkage at pivot ball. On 5.0L A/T models, remove transmission linkage from throttle
body.
2. On all models, remove bracket-to-intake manifold bolts. Position bracket and cables out of way. Remove
vacuum hoses at upper intake manifold vacuum tee, EGR valve, and fuel pressure regulator.
3. Disconnect PCV system by removing hose from fitting on rear of upper intake manifold. Remove 2
canister purge lines from fitting on throttle body. Disconnect heater hoses from throttle body.
4. Disconnect EGR tube from EGR valve. Remove upper intake manifold support bracket. Remove
manifold retaining bolts. Remove upper intake manifold and throttle body as an assembly.
Installation
To install, reverse removal procedure. Use NEW gasket between upper and lower intake manifolds.
FUEL SYSTEM (DIESEL)

FUEL INJECTION LINES
Removal
1. Clean nozzle and surrounding area. Disconnect negative battery terminal. On van, remove engine cover.
On all models, disconnect air cleaner.
2. Disconnect accelerator cable and bracket from intake manifold. Disconnect fuel filter-to-injection pump
fuel line. Remove fuel filter-to-injection pump fuel line. Remove fuel line caps. Remove fuel line clamps
from fuel lines to be removed.
3. Remove injection pump inlet elbow and inlet fitting adaptor. Remove injection nozzle lines from
injection pump using Fuel Line Nut Wrench (T83T-9396-A). Tag lines for reassembly reference. Cap all
openings.
Installation
Remove caps and install injection lines. Ensure lines are properly positioned. Reverse removal procedure to
complete installation. Start engine and check for leaks.
FUEL PUMP
1. Loosen but DO NOT remove fuel lines and fuel pump retaining bolts. Fuel pump should be loose. If fuel
pump is not loose, apply hand pressure to break gasket seal.
2. Rotate engine until fuel pump is loose. Remove fuel lines and fuel pump retaining bolts. Remove fuel
pump and gasket. To install, reverse removal procedure.
INJECTION PUMP
CAUTION: Fuel system contamination will damage finely machined parts within
injection pump and injector nozzles. Clean fittings with fuel oil or solvent
and blow dry with compressed air before disconnecting fuel lines. Cap all
open fittings. Injection pump can be severely damaged if engine is washed
or steam cleaned while engine is hot or running.
Removal
1. Disconnect ground cables from both batteries. On van, remove engine cover. On all models, remove air
cleaner. Cover intake opening in manifold. Remove injection pump drive gear cover plate. Ensure timing
marks are aligned.
2. Rotate crankshaft until No. 1 piston is at TDC of compression stroke. Remove injection pump-to-drive
gear bolts. Disconnect electrical connectors at injection pump. Remove fast idle solenoid bracket
assembly for access to injection pump mounting nuts.
3. Disconnect accelerator cable and speed control cable from throttle lever. Remove accelerator cable
bracket and cables. If necessary, remove fuel filter and bracket. Disconnect 90-degree fuel return hose
elbow at governor on injection pump.
NOTE: Unless pump is being replaced or serviced, DO NOT disconnect injection

lines from pump when removing pump from engine. Reference mark lines-
to-pump position before disconnecting.
4. If removing injection pump with injection lines connected to pump, disconnect lines at injector nozzles. If
removing injection pump without lines connected to pump, remove line retaining clips.
5. Disconnect lines from pump using Fuel Line Nut Wrench (T83T-9396-A). Remove injection lines in the
following sequence: 5-6-4-8-3-1-7-2. Odd number cylinders are on right bank, with No. 1 cylinder closest
to front of engine.
CAUTION: Ensure No. 1 piston is at TDC of compression stroke before removing

injector pump. Pulley "Y" marks should be aligned.
6. On all applications, remove 3 injection pump-to-injection pump drive gear cover nuts using Injection
Pump Mounting Wrench (T86T-9000-C). On Pickup, lift injection pump (or pump with lines connected)
out of engine compartment. On Van, remove injection pump (or pump with lines attached) through
passenger compartment.
Installation
1. Install NEW "O" ring on injection pump drive gear end. Install pump into position, aligning dowel on
pump drive shaft with hole in drive gear. If necessary, rotate pump drive shaft to align dowel with hole.
2. Install and hand tighten 3 injection pump-to-drive gear cover nuts. Align timing mark on top radius of
injection pump with mark on injection pump drive gear cover. To complete installation, reverse removal
procedure.
INJECTION NOZZLE
Removal
1. Before removing nozzle assemblies, clean surrounding area and connections with clean fuel or solvent to
prevent contamination. Blow area dry with compressed air. Remove fuel line retaining clamps from lines
being removed.
2. Remove and cap line sensor on No. 1 cylinder to permit removal of leak-off "T" fitting to fuel filter.
Disconnect fuel return hose and position out of way. Cap all open connections.
3. Remove injector and copper gasket from engine. Use "O" Ring Remover (T71P-19703-C) to remove
gasket if it is not attached to injector tip. DO NOT strike injector tip against any hard surface during
removal.
4. Cap both ends of injector and store in numbered holder or rack in the same way they were removed, such
that injector may be installed in original cylinder.
Installation
1. Clean nozzle bore in cylinder head thoroughly before installing injector. Remove protective cap from tip.
Coat threads with anti-seize compound. Install a new copper gasket on injector using a small amount of
grease to retain gasket on injector.
2. Install injector into cylinder head bore and tighten. Remove caps from fuel lines and fittings. Install fuel
inlet and return "T" fittings on injector. Install 2 new "O" rings on each "T" fitting. Connect fuel line to
injectors.
3. Install fuel line retainer clamps and tighten. Purge injector lines if needed by loosening connector 1/2 to
one turn and cranking engine until a solid stream of fuel flows from connector. Run engine and check for
fuel leaks.
FUEL/WATER SEPARATOR
Removal
1. Remove all hose connections attached to fuel filter assembly. Place suitable container at end of drain hose
to catch fuel and open filter drain. Remove water drain hose from fuel filter assembly.
2. Remove fuel outlet hose, located between fuel pump and filter housing. Remove fuel return hose from
fuel pressure regulating valve. Remove two fuel supply hoses connecting regulator block to cylinder head
fuel rails.
3. Loosen clamp at fuel pump end on hose connecting fuel filter to inlet of high pressure stage to fuel pump.
Unclip wiring harness from right side of filter housing. Disconnect electrical connectors from water in
fuel sensor and fuel heater.
4. Remove 2 cap screws securing fuel filter base to crankcase and remove fuel filter. Using a screwdriver or
bar, remove fuel filter cap. Fuel filter element will come out with cap. Remove and discard bevel gasket.
Carefully clean mating surfaces. Press in on fuel filter element locking tabs to separate element from cap.
NOTE: The engine will not run if fuel filter in not correctly installed in housing.
Installation
1. Apply a coating of clean diesel fuel to new bevel gasket and install onto fuel filter housing gland. Install
new fuel filter element onto cap. Place new fuel filter element and cap into fuel filter housing. Allow fuel
to soak into fuel filter element.
2. Tighten cap onto fuel filter housing until cap contacts aluminum housing. Mount fuel filter base to
crankcase with 2 cap screws. Tighten to 24-38 ft. lbs. (33-52 N.m). To install remaining hose
connections, reverse removal procedure.
Fig. 18: Fuel Filter Assembly
THROTTLE POSITION SENSOR (TPS)

NOTE: On 7.3L engines, a Fuel Injection Pump Lever (FIPL) sensor is used instead of a
TPS. For FIPL service procedures, see appropriate ADJUSTMENTS article in the
ENGINE PERFORMANCE Section.
2.3L, 2.9L, 3.0L, 4.0L & 4.9L
Removal (2.3L, 2.9L, 3.0L, 4.0L & 4.9L)
Remove air by-pass valve (if necessary). Disconnect TPS wiring harness connector. Remove TPS retaining
screws. Remove TPS and gasket.
Installation
Position TPS and gasket on throttle body, with tangs correctly aligned with throttle shaft blade. Reverse
removal procedure to complete installation.
5.0L, 5.8L & 7.5L
Removal (5.0L, 5.8L & 7.5L)
Disconnect TPS wiring harness connector. Scribe a reference line across TPS and throttle body. Remove TPS
retaining screws. Remove TPS and gasket.
CAUTION: Slide tangs into position over throttle shaft blade, then rotate TPS,
CLOCKWISE only, to installed position. Failure to do so may cause
excessive idle speeds.
Installation
Position TPS and gasket on throttle body, with wiring harness connector parallel to venturi boxes. Rotate TPS
clockwise to align scribe marks. Reverse removal procedure to complete installation.
Fuel Supply Manifold Bolts
2.3L 15-22 (20-30)
3.0L & 4.0L 7-10 (10-14)
4.9L & 5.0L 12-15 (16-20)
Injection Line Fittings (Diesel) 22 (30)
Injection Pump Gear Cover Bolts (Diesel) 14 (19)
Injection Pump Gear Mounting Bolts (Diesel) 25 (34)
Lower Intake Manifold Bolts
2.3L & 7.5L 15-22 (20-30)
2.9L 11-15 (15-20)
3.0L 24 (32)
4.0L 15-18 (20-24)
7.3L (Diesel) 24 (33)
4.9L, 5.0L & 5.8L 22-32 (30-43)
Thermostat Housing Bolts (Diesel) 120 (27)
Throttle Body-To-Manifold Bolts
2.3L 12-18 (16-24)
2.9L, 3.0L & 4.0L 6-9 (8-12)
4.9L, 5.0L, 5.8L & 7.5L 12-18 (16-24)
Upper Intake Manifold Bolts
2.3L & 3.0L 15-22 (20-30)
2.9L 11-15 (15-20)
4.0L 15-18 (20-24)
4.9L, 5.0L, 5.8L & 7.5 12-18 (16-24)
INCH Lbs. (N.m)
Crankshaft Sensor Bolts
2.3L 22-31 (2.5-3.5)
4.0L 75-106 (9-12)
Fuel Pressure Regulator Bolts
Except 2.9L & 4.0L 26-40 (3-4.5)
2.9L & 4.0L 72-96 (8-11)
Fuel Supply Manifold Bolts
2.9L & 3.0L 72-84 (8-11)
Pressure Relief Valve Cap 4-6 (.5-.7)
Thermostat Housing Bolts (Except Diesel) 72-96 (8-11)
Throttle Position Sensor Screws
2.3L & 2.9L 25-33 (2.8-3.8)
3.0L 15 (1.5)
4.0L 11-16 (1.2-2.8)
4.9L, 5.0L & 5.8L 18-27 (2.0-3.0)
ENGINE PERFORMANCE
SYSTEM/COMPONENT TESTS
commercial chassis.
Series (1) Model
"A" Aerostar
"E" Van
"F" Pickup
"R" Ranger
INTRODUCTION
Prior to testing separate components or systems, it is recommended that all procedures listed in BASIC
TESTING article in the ENGINE PERFORMANCE Section be performed. Since many computer controlled
and monitored components will set a service code if they malfunction, check EEC-IV system and retrieve
service codes. See Quick Test procedure in TESTS W/CODES article in the ENGINE PERFORMANCE
Section. If service codes are present see appropriate CIRCUIT TEST in TESTS W/CODES article in the
NOTE: Testing individual components does not isolate wiring circuit shorts or opens.
Perform all voltage tests with a Digital Volt-Ohmmeter (DVOM) that has a
minimum 10-megohm input impedance, unless stated otherwise in test
procedure. Use ohmmeter to isolate wiring harness shorts or opens.
NOTE: For wiring diagrams not shown in testing procedures, see WIRING DIAGRAMS
article in the ENGINE PERFORMANCE Section.
COMPUTERIZED ENGINE CONTROLS

ELECTRONIC CONTROL ASSEMBLY (ECA)
Ground Circuits
1. Using a DVOM, check for continuity to ground on ECA terminals No. 20, 40 and 60. See Fig. 1.
Resistance should be zero ohms. If resistance is not zero ohms, repair open to ground.
2. Using a voltmeter, touch negative lead of voltmeter to a good ground. Touch positive lead of voltmeter to
each ground terminal. With vehicle running, voltmeter should indicate less than one volt. If volt-meter
reading is greater than one volt, check for open, corrosion or loose connection on ground lead.
Power Circuits
Using a voltmeter, check for battery voltage between ECA terminal No. 1 (KAPWR) and ground. Check for
battery voltage at terminals No. 37 and 57 (VPWR). If battery voltage is not present, power is not being
supplied from EEC power relay. See CIRCUIT TEST B in TESTS W/CODES article in the ENGINE
PERFORMANCE Section.
ECA LOCATION (1)

Aerostar Left Of Master Cylinder
Bronco & Pickup Below Brake Fluid Reservoir
Explorer & Ranger Behind Right Kick Panel
Van Right Fender Apron, Under Blower Motor
(1) See Fig. 2-Fig. 5 for ECA location diagrams (except Bronco and Pickup).
Fig. 1: ECA 60-Pin Connector Terminal ID

Fig. 2: ECA Location (Aerostar)
Fig. 3: ECA Location (Van)
Fig. 4: ECA Location (Explorer)
Fig. 5: ECA Location (Ranger)
ENGINE SENSORS & SWITCHES
NOTE: For additional sensor testing specifications, see SENSOR RANGE CHARTS
article in the ENGINE PERFORMANCE section.
ECA INPUTS
1. Sensor is located in intake runner. Sensor requires a 5-volt reference signal during engine operation. With
sensor disconnected, sensor may be checked by measuring resistance between sensor terminals.
NOTE: Engine Coolant Temperature (ECT) sensor and ACT sensor terminal
connectors are identical. Ensure testing is done on proper component.
2. For specifications, see SENSOR RANGE CHARTS article in the ENGINE PERFORMANCE Section.
For additional testing information and circuit testing of sensor, see CIRCUIT TEST DA in TESTS
W/CODES article in the ENGINE PERFORMANCE Section.
Barometric Pressure Sensor (BP)
Faults in barometric pressure sensor or circuit should set a service code. See Quick Test procedure in TESTS
W/CODES article in the ENGINE PERFORMANCE Section. If no service code has been set, see CIRCUIT
TEST DF in TESTS W/CODES article in the ENGINE PERFORMANCE Section for sensor specifications.
Clutch Switch
See NEUTRAL DRIVE SWITCH (NDS) A/C INPUT.
Cylinder Identification Sensor (CID) & Crankshaft Sensor
CID sensor is mounted at crankshaft. Disconnect sensor connector and measure resistance across sensor
terminals. Resistance should be 300-750 ohms. If resistance is not as specified, replace sensor.
Engine Coolant Temperature (ECT) Sensor
Sensor is located in intake manifold coolant passage at front of most engines. On 2.3L, sensor is mounted on
left side of engine, above oil filter. Sensor requires a 5-volt reference signal during engine operation. With
sensor disconnected, sensor may be checked by measuring resistance between sensor terminals. For
specifications, see SENSOR RANGE CHARTS article in the ENGINE PERFORMANCE Section. For
additional testing information and circuit testing of sensor, see CIRCUIT TEST DA in TESTS W/CODES
EGR Valve Position (EVP) Sensor/EGR Vacuum Regulator (EVR)
Solenoid
Faults in sensor or circuit should set a service code. See Quick Test procedure in TESTS W/CODES article in
the ENGINE PERFORMANCE Section. If no service code has been set, see CIRCUIT TEST DN in TESTS
W/CODES article in the ENGINE PERFORMANCE Section for sensor specifications and circuit testing
procedure.
Engine RPM Sensor (RPMS)
This sensor is used only on diesel engines. Disconnect RPMS electrical connector. Using DVOM, measure
resistance across sensor terminals. Resistance should be 2400-2800 ohms. Replace sensor if not as specified.
Faults in RPMS or sensor circuit should set a service code. See Quick Test procedure in TESTS W/CODES
article in the ENGINE PERFORMANCE Section. If no service code has been set, see CIRCUIT TEST DJ in
TESTS W/CODES article in the ENGINE PERFORMANCE Section for additional sensor testing and
specifications.
Heated Exhaust Gas Oxygen (HEGO) Sensor
Vehicle may be equipped with one or 2 HEGO sensors. They are located in the exhaust pipe upstream of the
catalytic converters. Faults in sensor or circuit should set a service code. See Quick Test procedure in TESTS
W/CODES article in the ENGINE PERFORMANCE Section. If no service code has been set, see CIRCUIT
TEST H in TESTS W/CODES article in the ENGINE PERFORMANCE Section for additional sensor
specifications and circuit testing procedures. Ensure that none of the following conditions exist.
 Moisture inside sensor/harness connector

 HEGO sensor coated with contaminants
 Sensor circuit open or shorted to ground
Inertia Switch
Ensure key is off. Inertia switches may be found in the following locations:
 On Aerostar & Van, on right kick panel, just forward of door opening.
 On Bronco & Pickup, on floorboard to left and above steering column.
 On Explorer, under instrument panel, to right of transmission hump.
Push down on reset button to ensure switch is closed. Measure resistance between terminals on switch. If
resistance is 5 ohms or less, switch is okay. For additional circuit testing information refer to CIRCUIT TEST J
in TESTS W/CODES article in the ENGINE PERFORMANCE Section. If resistance is greater than 5 ohms,
replace switch.
NOTE: In closed position, reset button can be depressed an additional 1/16" against
spring. This is normal and does not affect switch operation.
Knock Sensor (KS)
KS is located on cylinder block. Faults in sensor or circuit should set a service code. See Quick Test procedure
in TESTS W/CODES article in the ENGINE PERFORMANCE Section. If no service code has been set, see
CIRCUIT TEST DG in TESTS W/CODES article in the ENGINE PERFORMANCE Section for additional
sensor specifications and circuit testing procedures. Sensor is tested by substitution or by manually generating a
knock to ensure sensor will set a service code.
Manifold Absolute Pressure (MAP) Sensor
Sensor is located on engine or firewall and is connected to intake manifold by a vacuum supply hose. Remove
vacuum supply hose to sensor. Install vacuum pump to sensor and apply 18 in. Hg vacuum. Sensor should hold
vacuum. If sensor does not hold vacuum, replace sensor. Faults in MAP sensor or circuit should set a service
code. See Quick Test procedure in TESTS W/CODES article in the ENGINE PERFORMANCE Section. If no
service code has been set, see CIRCUIT TEST DF in TESTS W/CODES article in the ENGINE
PERFORMANCE Section for additional sensor testing and specifications.
Mass Airflow (MAF) Sensor
Faults in MAF sensor or circuit should set a service code. See Quick Test procedure in TESTS W/CODES
article in the ENGINE PERFORMANCE Section. If no service code has been set, see CIRCUIT TEST DC in
TESTS W/CODES article in the ENGINE PERFORMANCE Section for sensor and circuit testing and
specifications.
Neutral Drive Switch (NDS) A/C Input
With ignition switch in OFF position, set DVOM to 200-ohm scale. Locate NDS switch (on transmission) and
clutch switch (on clutch pedal linkage). Disconnect harness at both switches. Measure resistance across NDS
terminals with transmission in Neutral and across clutch switch terminals with clutch pedal fully depressed. If
any resistance is greater than 5 ohms, switch is open. Replace switch as necessary. Faults in switches or switch
circuits should set a service code. See Quick Test procedure in TESTS W/CODES article in the ENGINE
PERFORMANCE Section. If no service code has been set, see CIRCUIT TEST TA in TESTS W/CODES
article in the ENGINE PERFORMANCE Section for additional switch testing and specifications.
Power Steering Pressure Switch (PSPS)
1. Disconnect PSPS connector at steering gearbox or line. Set DVOM to 200-ohm scale and connect test
leads to switch. With steering wheel centered, resistance should be less than 10 ohms. Start engine and
turn steering wheel one-half turn and then return it to centered position.
2. Resistance should change from less than 10 ohms to infinity and return to less than 10 ohms when
steering wheel is returned to centered position. Faulty PSPS or circuit should set a service code. See
Quick Test procedure in TESTS W/CODES article in the ENGINE PERFORMANCE Section. If no
service code has been set, see CIRCUIT TEST FF in TESTS W/CODES article in the ENGINE
PERFORMANCE Section for additional switch testing and specifications.
Throttle Position Sensor (TP Or TPS Gasoline)
For diesel TPS, see FUEL INJECTION PUMP LEVER (FIPL) SENSOR. Faults in TP sensor or circuit should
set a service code. See Quick Test procedure in TESTS W/CODES article in the ENGINE PERFORMANCE
Section. If no service code has been set, see CIRCUIT TEST DH in TESTS W/CODES article in the ENGINE
PERFORMANCE Section for additional sensor testing and specifications. Ensure none of the following
conditions exist:
 Binding throttle linkage

 TP sensor loose or not seated properly
 Throttle plate not fully closed
Disconnect VSS electrical connector. Using DVOM measure resistance across sensor terminals. Resistance
should be 190-250 ohms. Replace sensor if not within specification. Faults in VSS sensor or circuit should set a
service code. See Quick Test procedure in TESTS W/CODES article in the ENGINE PERFORMANCE
Section. If no service code has been set, see CIRCUIT TEST DP in TESTS W/CODES article in the ENGINE
PERFORMANCE Section for additional sensor testing and specifications.
MODULES, MOTORS, RELAYS & SOLENOIDS

RELAYS
Fuel Pump Relay
Remove relay from vehicle. Connect battery voltage to terminal "C". Ground terminal "D". See Fig. 6. Measure
resistance between terminals "A" and "B". Resistance should be less than one ohm with power applied and
greater than 10 k/ohms with power removed.
NOTE: For more fuel delivery system testing, see CIRCUIT TEST J in TESTS W/CODES
Fig. 6: Testing Fuel Pump Relay

SOLENOIDS
Air Management Solenoids (AM1 & AM2)
Disconnect solenoid harness connectors, and measure resistance across terminals. Resistance should be 50-100
ohms. If resistance is not as specified, replace solenoid. Faults in AM1 or AM2 solenoids or circuits should set a
service code. See Quick Test procedure in TESTS W/CODES article in the ENGINE PERFORMANCE
Section. If no service code has been set, see CIRCUIT TEST KC in TESTS W/CODES article in the ENGINE
PERFORMANCE Section for additional solenoid and circuit testing.
Canister Purge (CANP) Solenoid
See FUEL EVAPORATIONunder EMISSION SYSTEMS & SUB-SYSTEMS.
EGR Solenoid
See EXHAUST GAS RECIRCULATION (EGR)under EMISSION SYSTEMS & SUB-SYSTEMS.
Idle Speed Control (ISC) Solenoid
1. Solenoid is by-pass air type. Ensure ignition is off. Disconnect ISC solenoid harness connector. Set
DVOM to 200-ohm scale. Measure resistance between ISC solenoid terminals. See Fig. 7. There is a
diode in solenoid, connect DVOM (+) test lead to VPWR terminal and DVOM (-) lead to ISC terminal.
2. Resistance should be 7-13 ohms. If resistance is not as specified, replace solenoid. Faults in ISC solenoid
or circuit should set a service code. See Quick Test procedure in TESTS W/CODES article in the
ENGINE PERFORMANCE Section. If no service code has been set, see CIRCUIT TEST KE in TESTS
W/CODES article in the ENGINE PERFORMANCE Section for additional solenoid testing and
specifications.
Fig. 7: Identifying ISC Solenoid Connector

FUEL SYSTEM
NOTE: In testing procedures, references to KOEO refer to Key On Engine Off.

References to KOER refer to Key On Engine Running.
FUEL SYSTEM PRESSURE RELEASE
1. Remove fuel tank cap. Using Fuel Pressure Gauge (T80L-9974-B), release pressure from system at
pressure relief valve (Schrader valve), located on fuel injection manifold rail.
2. If fuel pressure gauge is not available, disconnect electrical connector to inertia switch located on left side
of luggage compartment. Remove fuel cap to release fuel tank pressure. Crank engine for 15 seconds to
release system pressure.
FUEL DELIVERY

article.
NOTE: For fuel system pressure testing and fuel pressure specifications, see BASIC
TESTING article in the ENGINE PERFORMANCE Section.
Fuel Pump Relay
See MODULES, MOTORS, RELAYS & SOLENOIDS.
Fuel Pump Testing
1. Visually inspect entire fuel delivery system for leaks, damaged or kinked lines and hoses. Ensure battery
is fully charged and fuses are okay. Ensure adequate fuel is available in fuel tank. Release fuel pressure.
SeeFUEL SYSTEM PRESSURE RELEASE. Install fuel pressure gauge. With Key On Engine Off
(KOEO) to activate pump, check and record fuel pressure. For fuel pressure specifications, see FUEL
PRESSURE SPECIFICATIONS article. Proceed to appropriate step, as indicated:
 If fuel pressure is within specification, go to step 2).
 If fuel pressure is zero, go to step 5).
 If fuel pressure is low, go to step 11).
 If fuel pressure is high, go to step 12).
2. Check fuel injectors. See FUEL CONTROL. Crank or run engine. Using a mechanic's stethoscope, listen
for regularly spaced operating sounds at each injector. If sound is present, check fuel injectors for flow
and leakage. Clean or replace injectors as necessary.
3. If injector operating sound is not present, check fuel injector resistance. See FUEL CONTROL. If injector
is not within specification, replace as necessary. If injector is within specification, check injector
electrical connections for continuity to ECA. If no continuity exists in circuit, check for 12 volts at each
injector lead.
4. If voltage is not present at injector, see Quick Test procedure in TESTS W/CODES article in the
ENGINE PERFORMANCE Section. Faults in injector circuit should set a service code. If no service
code has been set, see CIRCUIT TEST H in TESTS W/CODES article in the ENGINE PERFORMANCE
Section.
5. If fuel pressure is zero, ensure battery is fully charged and key is off. Ground fuel pump lead. Using a
jumper lead, ground FP terminal at SELF-TEST connector. See Fig. 8. Ensure connection is okay at
pump/sender unit. Turn ignition on, engine off. Listen for sound of fuel pump running. If pump is
running, proceed to next step. If fuel pump is not running, proceed to step 7).
Fig. 8: Identifying Fuel Pump & Self-Test Connectors
6. Check condition of high-pressure fuel filter. If filter is free of contamination check fuel pressure
regulator, go to step 12). If filter is contaminated, replace filter and recheck system pressure as outlined in
step 1).
7. Turn ignition off and disconnect fuel pump/sender or high pressure pump connector. Set DVOM on 200-
ohm scale. Measure resistance between pump ground at connector and chassis ground. If resistance is one
ohm or more, repair open circuit to ground. If resistance is less than one ohm, go to next step.
8. Ensure ignition is off and battery is fully charged. Disconnect harness connector from pump/sender unit.
Ground FP terminal at SELF-TEST connector. With KOEO and DVOM on 20-volt scale, measure
voltage at Pump Power terminal of pump/sender or high pressure pump connector. If voltage is 10.5 volts
or more, replace pump/sender assembly. If voltage is not as specified, go to next step.
9. With KOEO, check voltage at fuel pump inertia switch. If voltage is 10.5 volts or more at both inertia
switch terminals, repair wire between inertia switch and pump. If voltage is not as specified, reset or
replace inertia switch as necessary and go to next step.
10. Ensure ignition is off and battery is fully charged. Ground FP terminal at SELF-TEST connector. With
KOEO and DVOM on 20-volt scale, measure voltage at fuel pump relay (Brown wire). If voltage is 10.5
volts or more at relay, repair Brown wire between fuel pump relay and inertia switch. If voltage is not as
specified, check voltage supply to fuel pump relay and to terminal No. 1 at ECA. For additional circuit
testing information see CIRCUIT TEST J in TESTS W/CODES article in the ENGINE
11. Ground FP terminal at SELF-TEST connector. Using a DVOM, check voltage at fuel pump terminal
(Pink/Black wire). If voltage at fuel pump is within .5 volt of battery voltage, go to step 6). If voltage is
not as specified, go to step 5).
12. Check engine compartment vacuum hose for leaks and ensure engine produces normal engine vacuum.
See appropriate FUEL PRESSURE REGULATOR test procedure.
CAUTION: Inspect fuel system for leaks or damage before testing fuel pump.
Fuel Pressure Regulator (Gasoline)
1. Ensure key is off. Connect fuel pressure gauge to Schrader valve on fuel rail. Ensure manifold vacuum
supply tube is connected to fuel pressure regulator. Start and run engine for 10 seconds. Stop engine and
wait 10 seconds. Start and operate engine for 10 seconds. Stop engine and remove pressure regulator
vacuum hose. See Fig. 9. Check vacuum port for fuel.
Fig. 9: Identifying Fuel Pressure Regulator Components
2. If fuel is present, replace fuel pressure regulator and repeat test. If fuel is not present, start and run engine
for 30 seconds. Stop engine and check fuel pressure gauge. If fuel pressure does not drop, go to step 4). If
fuel pressure drops more than 5 psi (.4 kg/cm2 ) in 60 seconds, disconnect and plug fuel return line at
engine. Cycle ignition key on and off until normal fuel pressure is obtained.
3. Turn key off and check fuel pressure gauge. If gauge drops more than 5 psi (.4 kg/cm2 ) in 30 seconds,
replace high pressure fuel pump (dual pump system) or fuel sender/pump assembly (single pump type). If
gauge does not drop more than 5 psi (.4 kg/cm2 ) in 30 seconds, replace fuel pressure regulator.
4. Ensure key is off. Relieve fuel pressure. Remove fuel pressure regulator. Check "O" ring, gasket and
mounting surfaces for cracks, cuts or other damage. Connect vacuum pump to fuel return tube and apply
20 in. Hg. If maximum vacuum loss exceeds 10 in. Hg in 10 seconds, replace regulator. If maximum
vacuum loss does not exceed 10 in. Hg in 10 seconds, recheck entire fuel delivery system for cause of
fuel pressure loss.
Fuel Selector Valve (Diesel)
1. Disconnect electrical connector from tank selector valve. Turn ignition to RUN position. Move selector
switch to FRONT position and check for voltage at selector valve terminals No. 1 and 2. See Fig. 10. If
voltage is present, go to step 2). If voltage is not present, check fuse No. 15 (10A) or related circuit.
2. Check voltage between selector valve motor terminal No. 2 and ground. If voltage is present, go to step
3). If voltage is not present, check fuse No. 15 (10A) or related circuit. Replace fuse or repair circuit as
necessary. Test system. If system is still inoperative, go to next step.
3. Jumper selector valve terminal No. 2 to battery positive and terminal No. 1 to frame ground. See Fig. 10.
Valve motor should operate. Reverse jumper leads to motor. Motor should operate in opposite direction.
If motor does not operate in one or both directions, replace fuel selector valve assembly.
Fig. 10: Diesel Fuel Selector Valve Wiring Schematic (F250/350)

Fuel Selector Valve (Gasoline)
Fuel selector valve is mechanically operated and uses in-tank pump pressure to control fuel supply and return.
Front or rear tank indication is controlled by the selector switch.
FUEL CONTROL
Fuel Injectors
1. Connect tachometer to engine. Run engine at idle. Disconnect and reconnect injectors individually. If
each injector causes a momentary drop in engine speed of at least 100 RPM, injectors are giving proper
fuel delivery. RPM drop should only be momentary as ISC will attempt to re-establish correct idle RPM.
2. Replace any injectors that do not cause sufficient drop in engine speed. When test is complete and all
injectors cause equal drop in speed, shut off engine. In order to check curb idle, refer to emission control
specifications on decal in engine compartment.
Injector Circuit
1. Disconnect all injector harness connectors. Using a DVOM, check resistance across terminals of each
injector. See INDIVIDUAL INJECTOR RESISTANCE.
2. Disconnect injector bank harness connector, and check resistance of injector bank. See INJECTOR
BANK RESISTANCE. Repair wiring or replace any injector circuit not within specification.
INDIVIDUAL INJECTOR RESISTANCE

Engine Ohms
2.3L & 3.0L 15.0-18.0
All Others 13.0-16.0

Engine Ohms
2.3L 7.0-9.5
2.9L, 3.0L & 4.9L 5.0-6.5
5.0L, 5.8L & 7.5L 3.0-4.0
IDLE CONTROL SYSTEM
NOTE: See IDLE SPEED CONTROL (ISC) SOLENOID test procedures under
SOLENOIDS. Curb idle and fast idle speed is controlled by ECA and is not
adjustable. Some throttle bodies have a sludge-tolerant design with a special
coated throttle bore. A Yellow/Black warning decal on these units warns against
backing off throttle plate adjustment screw to avoid throttle plate sticking in
bore. Faults in idle control system components or circuit should set a service
code. See Quick Test procedure in TESTS W/CODES article in the ENGINE
IGNITION SYSTEMS
NOTE: For additional information and descriptions see IGNITION SYSTEMS in TESTS
W/O CODES article in the ENGINE PERFORMANCE Section. Perform spark
output check in TESTS W/O CODES article in the ENGINE PERFORMANCE
Section before entering these tests. Some ignition systems require that Quick
Test procedure be performed prior to testing. This will retrieve trouble codes
from the EEC-IV system. See TESTS W/CODES article in the ENGINE
IGNITION SYSTEM ACRONYMS (1)

Acronym Definition
BAT+ Or BAT (+) Battery Positive
BAT- Or BAT (-) Battery Negative
BOB Breakout Box
CBD Closed Bowl Distributor (TFI-IV)
CCD Computer Controlled Dwell (TFI-IV)
CID Cylinder Identification
C1, C2, C3 Coil Drive (Coils 1, 2 & 3)
DIS Distributorless Ignition System
ECA Electronic Control Assembly (EEC-Processor, Computer, Processor)
EDIS Electronic Distributorless Ignition System
DPI Dual Plug Inhibit (High Signal - Right Plugs Fire, Low Signal - Both Sides Fire)
IDM Ignition Diagnostic Monitor (Diagnostic Signal To ECA)
IGGND Ignition Ground (Low Current Ground Reference)
KOEC Key On Engine Cranking (Testing Condition)
KOEO Key On Engine Off (Testing Condition)
KOER Key On Engine Running (Testing Condition)
PIP Profile Ignition Pickup (Crankshaft Sensor Signal)
PWR GND Power Ground Circuit To DIS Module
SAW Spark Angle Word
SPOUT Spark Output (ECA Spark Control Signal)
TFI Or TFI-IV Thick Film Ignition (IV Is 4th Generation)
VPWR Or VBAT Battery Power Or Battery Voltage
VRS Or VR Sensor Variable Reluctance Sensor (Crankshaft)
(1) Not all circuits and components are used in all systems.
IGNITION SYSTEM IDENTIFICATION

Application System
2.3L Ranger DIS
2.9L Ranger TFI-IV
3.0L Aerostar & Ranger TFI-IV
4.0L Aerostar, Explorer & Ranger EDIS
4.9L Bronco, Pickup & Van TFI-IV
7.5L Pickup & Van (1) TFI-IV
(1) Closed Bowl Distributor (CBD)
TFI-IV SYSTEM
(2.9L & 3.0L RANGER, 3.0L AEROSTAR & 4.9L, 5.0L, 5.8L & 7.5L BRONCO, PICKUP & VAN)
NOTE: Before testing components and circuits of this system, ensure system is
identified as to location of TFI module (distributor mounted or CBD type) and if
dwell is controlled by TFI module or ECA (Non-CCD or CCD type). Additional
system and circuit testing for this system is located in appropriate CIRCUIT
TESTS in TESTS W/CODES article in the ENGINE PERFORMANCE Section.
Preliminary Check
Ensure the following preliminary checks have been performed:
 Visually inspect engine compartment to ensure all vacuum hoses and spark plug wires are properly routed
and securely connected.
 Examine all wiring harnesses and connectors for damage.
 Ensure TFI module is securely fastened to distributor base or cowl.
 Ensure battery is fully charged.
 Turn all accessories off during diagnosis.
Test Equipment
The following test equipment or equivalent should be used in TFI-IV ignition system tests.
 Spark Tester (D81P-6666-A)

 Volt-Ohmmeter
 12-Volt Test Light
 Small Straight Pin
 Remote Starter Switch
 E-Core Ignition Coil (E73F-12029-AB)
 Ignition Coil Secondary Wire
Diagnostic Aids
Following information should be noted during testing:
 A spark plug with a broken side electrode is NOT sufficient to check for spark and may lead to incorrect
results.
 When instructed to inspect a wiring harness, both a visual inspection and a continuity test should be
performed.
 When making measurements on a wiring harness or connector, perform a WIGGLE test while measuring.
 References to SPOUT in-line connector apply to both in-line and shorting-bar type connectors.
 Test procedures are intended to identify faulty components or wiring while fault is present. If complaint is
an intermittent condition, refer to TESTS W/O CODES article in the ENGINE PERFORMANCE
Section.
Primary Circuit Test (Except Closed Bowl Distributor)
1. Disconnect terminal "S" at starter relay to allow testing of ignition primary circuit without cranking
motor. Ensure ignition is off. Push down on connector tab and disconnect harness connector from TFI
module. Ensure TFI module connector is not corroded or swollen. Repair or replace connector as
necessary.
NOTE: If connector is damaged or has broken tabs due to misuse, replace

connector. A loose or damaged connector may cause ignition signal faults
during KOER operation.
2. Use a straight pin or terminal spade from an old TFI module to probe connector. Attach negative DVOM
lead to distributor base. Avoid ground contact with straight pin or positive terminal lead during testing.
Turn ignition on and measure voltage at following TFI module harness connector terminals: See Fig. 11.
Key On Engine Cranking (KOEC)
 No. 3 (Power/Run Circuit)

 No. 4 (Start Circuit)
Key On Engine Off (KOEO)

Fig. 11: TFI-IV Ignition Module & Connector Terminal ID
3. Turn ignition off and remove test pin. Reconnect wire to "S" terminal on relay. If approximately 90% of
Battery Voltage (VBAT) is not present at these terminals, repair open circuits in wiring harness as
necessary. Check ignition switch for faults. See appropriate wiring diagram. If voltage was as specified,
reconnect module and go to next step.
4. Attach a 12-volt test light between ground and coil negative (-)/tach terminal No. 2 at TFI module. Turn
ignition on, and crank engine. If test light flashes brightly during cranking, go to appropriate PIP
SENSOR/STATOR TEST. If test light stays on during cranking, check for open in coil negative circuit
between coil and TFI module connector. Repair circuit as necessary. If no open circuits are found,
ignition module is shorted internally. Replace TFI module and retest.
5. If test light is always dim or off during cranking, check voltage to coil positive (+) terminal. If voltage is
not present with key on or during cranking, repair open in primary circuit between battery and coil
positive (+). If light flashes intermittently, check ignition module resistance. If voltage is available at coil,
go to COIL TEST and check ignition coil.
Primary Circuit Test (Closed Bowl Distributor)
1. Disconnect terminal "S" at starter relay to allow testing of ignition primary circuit without cranking
motor. Ensure ignition is off. Push down on connector tab and disconnect harness connector from TFI
module. Ensure TFI module connector is not corroded or swollen. Repair or replace connector as
necessary.
NOTE: If connector is damaged or has broken tabs due to misuse, replace

connector. A loose or damaged connector may cause ignition signal faults
during KOER operation.
2. Use a straight pin or terminal spade from an old TFI module to probe connector. Avoid ground contact,
between straight pin and ground, during testing. Using a DVOM, turn ignition on and measure voltage at
following vehicle harness connector terminals of cowl mounted TFI module: See Fig. 11.
Key On Engine Cranking (KOEC)

 No. 4 (Start Circuit)
Key On Engine Off (KOEO)
If approximate Battery Voltage (VBAT) is not present at these terminals, repair open circuits in wiring
harness as necessary. See appropriate wiring diagram in WIRING DIAGRAMS article in the ENGINE
3. If battery voltage is as specified, check module ground circuit. With TFI module disconnected and
KOEO, measure voltage at terminal No. 6. If voltage is greater than .5 volt, ground circuit has high
resistance or is open. Repair as necessary.
4. Ensure ignition is off. Disconnect distributor connector. Turn ignition on. With DVOM set on DC voltage
scale, connect positive (+) lead to terminal No. 8 (terminal No. 4 on 3.0L Aerostar and Ranger). Connect
negative (-) lead to distributor or engine ground. See Fig. 12.
Fig. 12: TFI-IV Distributor Vehicle Harness Connector ID
5. Cycle ignition switch between ON and START positions. Battery voltage should be present in both
positions. If not, service or repair circuit as necessary. If okay, go to next step.
6. Using a DVOM, check ignition ground circuits continuity. Measure resistance between distributor base
and terminals No. 2 and No. 6 at distributor connector (terminal No. 3 on 3.0L Aerostar and Ranger).If
resistance at each terminal is less than 3 ohms, circuit is okay. If resistance is 3 ohms or greater, repair
ground circuit as necessary. See Fig. 13.
Fig. 13: TFI-IV Distributor Connector ID

TFI Module Resistance Test
1. Remove TFI module from distributor or disconnect cowl. Measure resistance of TFI module circuits. See
TFI MODULE RESISTANCE. See Fig. 11-Fig. 13.
2. If resistance is as specified, suspect faulty PIP sensor/stator. If resistance is NOT as specified, replace
TFI-IV module.
TFI MODULE RESISTANCE

Between Terminals Ohms
GND & PIP IN Greater Than 500
PIP PWR & PIP IN Less Than 2000
PIP PWR & TFI PWR Less Than 200
GND & IGN GND Less Than 2
PIP IN & PIP Less Than 200
PIP Sensor/Stator Test (Except Closed Bowl Distributor)
1. Ensure TFI module mounting screws are tight on distributor. Turn ignition off. Remove coil wire at
distributor cap and ground end of coil wire. Ensure coil wire does not break contact with ground during
this test.
2. Disconnect SPOUT connector located near distributor. Connect positive (+) lead of DVOM to TFI
module side of SPOUT connector and negative lead to distributor base.
3. Turn ignition switch on and bump starter to rotate engine a small amount. Measure and record voltage
(allow DVOM voltage reading to stabilize). Repeat procedure 10 times. Voltage should vary as hall
sensor vanes and windows rotate through PIP sensor.
4. Voltage reading should vary between .5 volt and 11.5 volts (90% of battery voltage). If the higher voltage
readings are only about 70% of battery voltage, go to TFI MODULE RESISTANCE TEST. If TFI
module resistance is greater than specified, replace TFI module. If resistance is less than specified,
replace PIP sensor.
5. If the lower voltage readings are greater than .5 volt and ignition module resistance is within
specification, replace PIP sensor. If PIP sensor and module test okay, go to next step to check for PIP
signal at ECA during cranking.
6. Turn ignition off and install Break Out Box (BOB) at ECA connector. Connect a DVOM between test
terminals No. 56 (PIP) and No. 16 (IGN GND). Measure PIP signal voltage while cranking engine.
Voltage should vary between 4 and 6 volts. If not, check for an open or grounded PIP circuit or an open
IGN GND circuit at test terminal No. 16. Repair circuits as necessary. If circuits are okay, but PIP signal
is erratic or not present, go to next step.
7. With ECA and TFI module disconnected, connect DVOM positive (+) lead to PIP circuit at harness
connector and ensure circuit is not shorted to power during engine cranking. If circuit is okay, replace TFI
module and retest system.
PIP Sensor/Stator Test (Closed Bowl Distributor)

1. With ignition off, ensure distributor is connected to vehicle harness. Disconnect vehicle harness
connector at TFI module. Connect DVOM positive (+) lead to terminal No. 6 at TFI vehicle harness
connector. Connect negative (-) lead to ground. See Fig. 12.
2. Crank engine and measure DC voltage. Voltage should vary between 4 and 6 volts. If voltage varies, refer
to SPARK TIMING ADVANCE TEST. If voltage does not vary, go to next step.
3. With ignition off, disconnect distributor connector. Using DVOM, measure resistance between terminals
No. 1 and No. 5 at distributor connector. If resistance is 200 ohms or more, replace faulty PIP sensor. See
Fig. 13.
4. Disconnect vehicle harness connector at TFI module. Measure resistance between terminal No. 6 (PIP) at
TFI module vehicle harness connector and terminal No. 5 (PIP to TFI Module) at distributor vehicle
harness connector. See Fig. 12. If resistance is 5 ohms or more, repair open in circuit and retest. Check
circuit for short to ground. Test circuit for short to power with KOEO. Service or replace wiring as
necessary.
5. Disconnect ECA connector and measure resistance between terminal No. 56 (PIP) at ECA 60-pin
connector and terminal No. 1 (PIP to ECA Module) at distributor vehicle harness connector. If resistance
is 5 ohms or more, repair open in circuit and retest. Check circuit for short to ground. Test circuit for
short to power with KOEO. Service or replace wiring as necessary.
6. Measure resistance between distributor connector terminal No. 2 (PIP Sensor Ground) and ground.
Measure resistance between IGN GND, distributor connector terminal No. 6 (terminal No. 3 on 3.0L
Aerostar or Ranger) and ground. If resistance is less than one ohm in both cases, ground circuit is okay. If
resistance is one ohm or more in both cases, check PIP sensor mounting screws in distributor base for
corrosion and tightness.
Coil Test
1. Connect negative (-) DVOM lead to distributor base and measure battery voltage. Turn ignition switch to
RUN position. Measure voltage at coil positive (+) terminal and turn ignition off. Voltage should be 10.5-
12 volts. If voltage is as specified, go to next step. If voltage is not as specified, repair or replace ignition
switch or wiring circuit to coil. See appropriate wiring diagram in WIRING DIAGRAMS article in the
2. Ensure ignition is off. Disconnect coil primary connector and inspect both contacts for corrosion or
damage. Service or replace as necessary. Using a DVOM, measure primary circuit resistance. If
resistance is not .3-1.0 ohm at 70°F, replace coil and retest system.
3. Remove secondary coil wire from coil tower and inspect contact for signs of arcing or corrosion. Using a
DVOM, measure resistance between coil tower connector and coil negative (-) terminal. If resistance is
not 8000-11,500 ohms, replace coil.
Spark Timing Advance Test
1. This procedure is applicable to all TFI-IV equipped vehicles. Spark advance is controlled by ECA. This
procedure checks capability of ignition module to receive spark timing commands from ECA on the
SPOUT circuit. A varying voltage signal is necessary on SPOUT circuit for ECA to transmit data. A
KOER Code 18 or Code 213 may be set when SPOUT circuit is open or shorted. For additional
information on TFI ignition systems, see THEORY/OPERATION article in the ENGINE
2. Check SPOUT circuit voltage at TFI module. Ensure ignition switch is in OFF position. Disconnect
SPOUT in-line connector near TFI module. If connector is SHORTING BAR type, remove SHORTING
BAR.
3. Attach negative (-) voltmeter lead to distributor base and positive (+) lead to TFI module side of the
SPOUT connector. Start engine and measure voltage at idle. Measure voltage at ECA side of SPOUT
connector.
4. Voltage readings should be 4-8 volts. If voltage on TFI module side is okay, TFI module is okay. This
voltage signal is necessary for TFI module to receive ECA SPOUT signal. If voltage signal from ECA to
SPOUT connector is as specified, circuit from ECA to SPOUT connector is okay. If either voltage signal
is not as specified, go to next test. If both voltage signals are as specified, check ignition timing advance.
5. Check SPOUT circuit continuity. Push TFI module connector tab to release connector. Separate wiring
harness connector from ignition module. Inspect for dirt, corrosion and damage.
6. Using a small straight pin inserted into harness connector terminal No. 5, measure resistance between
terminal and TFI module side of SPOUT connector. Resistance should be less than 5 ohms. If resistance
is 5 ohms or more, repair wiring as necessary.
7. Measure resistance between ECA side of SPOUT connector and pin No. 36 at ECA connector. If
resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair wiring between
SPOUT connector and ECA.
8. Check Ignition Timing Advance. With SPOUT connector disconnected, run engine at idle and ensure
timing is at base timing adjustment. See ADJUSTMENTS article in the ENGINE PERFORMANCE
Section. Stop engine.
9. Connect SPOUT connector and start engine. Timing should advance from base timing specification.
Increase engine RPM and ensure timing advances. If time does not advance, check TFI module. If
module is okay, replace ECA.
Fig. 14: Ignition System Wiring Diagram (Except Closed Bowl Dist.)
Fig. 15: Ignition System Wiring Diagram (Closed Bowl Distributor)
DIS SYSTEM
NOTE: Start all diagnostics with EEC-IV Quick Test. See TESTS W/CODES article in the
ENGINE PERFORMANCE Section. These tests are dependent on results and
service codes received during Quick Test procedures.
CAUTION: DO NOT connect ECA to DIS diagnostic cable. The 60-pin connector on
this harness may be connected to an additional Breakout Box (BOB) only.
If ECA is connected to DIS diagnostic cable, it may be damaged.
(2.3L RANGER)
Preliminary Check
Ensure following preliminary checks have been performed:
 Visually inspect engine compartment to ensure all vacuum hoses and spark plug wires are properly and
securely connected.
 Check all wiring harnesses and connectors for damaged insulation, burned, overheating, damaged pins,
loose or broken conditions. Check sensor shield connector. Ensure DIS module mounting screws are
tight.
 Ensure battery is fully charged.
 Turn all accessories off during diagnosis.
Test Equipment
Following test equipment is necessary to complete DIS ignition system tests.
 DIS Diagnostic Cable (Rotunda 007-00044)

 Spark Tester (Neon Bulb Type)
 Digital Volt-Ohmmeter (DVOM)
 Breakout Box (BOB) With 2.3L DP DIS Overlay
 High Voltage Spark Tester (A spark plug with a broken side electrode is not sufficient to check for spark
and may lead to incorrect results.)
 Tachometer
 Inductive Type Timing Light (DO NOT use "advance knob", if equipped, as it will not work correctly
with DIS Ignition Systems.)
 Test Light (LED Type) Or Logic Probe (LED Type)
CAUTION: A 12-volt incandescent (high voltage) test light SHOULD NOT be used to
test CID or PIP circuit signals. It will load the circuit and may cause
incorrect measurements or faulty DIS/ECA operations (engine stall).
Diagnostic Aids
PINPOINT TESTS A through F are intended to diagnose hard faults. Intermittent failures may be difficult to
diagnose using these procedures.
A Breakout Box (BOB) connected to DIS diagnostic cable is referred to as DIS BOB. If a second BOB is
connected to the ECA vehicle harness connector it is referred to as ECA BOB. This test setup allows testing of
DIS components and vehicle harness circuits.
Circuits are identified in all capitals, example: IGND = Ignition Ground. Manufacturers BOB overlay
identification is in brackets, example: (J2) = IGND (J2). This indicates test terminal number or circuit
identification number.
NOTE: Unless specified otherwise in a specific test step, all voltage and resistance
tests of DIS ignition system are performed at the BOB connected to the DIS
diagnostic cable.
NOTE: When performing PINPOINT TEST procedures for the 2.3L DIS (Ranger) system,
refer to Fig. 16 and Fig. 17.
Fig. 16: DIS Ignition System Wiring Diagram (2.3L Ranger)

Fig. 17: DIS Diagnostic Cable Diagram (2.3L Ranger)
2.3L RANGER DIS PINPOINT TEST INDEX

Application Pinpoint Test & Step
No Start & No Ignition Service Codes Present A1
No Start & Code 211 (PIP Circuit Fault) A1
Hard Start Or No Start With Erratic Cranking B1
Normal Start & Code 222 (Loss Of IDM, Right Side) B1
Code 218 (Loss Of IDM, Left Side) C1
Code 224 (Erratic IDM) D1
Code 223 (Loss Of Dual Plug Input) E1
Code 213 (SPOUT Open) F1
Lack Of Power Complaint F1
PINPOINT TEST A
1. Perform EEC-IV Quick Test See TESTS W/CODES article in the ENGINE PERFORMANCE Section.
If service codes are not present, go to step 2). If service codes (KOEO, KOER or Continuous Memory
Codes) are present, service the codes first. If vehicle still will not start, go to step 2).
2. Check For Spark During Cranking Using a Neon Bulb Spark Tester (D89P6666-A), check for spark at
each right side spark plug wire while cranking. If spark is consistent on all right side plug wires (one
spark per crank revolution), go to step 3). If spark is not consistent, go to step 8).
3. Check PIP Circuit At DIS Module When Cranking Connect DIS diagnostic cable to BOB (DIS BOB).
Use 2.3L DP DIS overlay. Connect LED test light positive lead to BOB PIP EEC (J31) and negative lead
to BOB BAT - (J60). Crank engine. If LED test light blinks continuously during cranking, go to step 4).
If LED test light does not blink continuously during cranking, replace DIS module, there is no PIP output.
Remove all test equipment. Reconnect all components. Clear Continuous Memory Codes and rerun Quick
Test.
4. Check PIP Circuit To ECA Continuity With Key Off Ensure ignition is off. Disconnect vehicle
harness from ECA. Set DVOM on 200-ohm scale. Measure resistance between PIP EEC (J31) at DIS
BOB and vehicle harness connector pin PIP (No. 56). If resistance is less than 5 ohms, go to CIRCUIT
TEST AB in TESTS W/CODES article in the ENGINE PERFORMANCE Section. If resistance is 5
ohms or more, PIP circuit is open, repair harness or connectors as necessary. Remove all test equipment.
Reconnect all components. Clear Continuous Memory Codes and rerun Quick Test.
5. Spark Fault, Determine Missing Spark Combination As a result of an inconsistent spark test in step
No. 2), determine if spark is missing from cylinders No. 1 and 4 or from cylinders No. 2 and 3. If spark is
missing from either pair of cylinders, go to step 7). If spark is not missing from a pair of cylinders, go to
step 6).
6. Spark Fault, Check Plugs & Wires Ensure ignition is off. Check plug wires for insulation damage,
looseness, shorting or other damage. Remove plugs and check for damage, wear, carbon deposits and
proper plug gap. If plugs and wires are okay, reinstall and proceed to step 7). If plugs and wires are not
okay, service or replace defective plugs or wires as necessary. Remove all test equipment. Reconnect all
components. Clear Continuous Memory Codes and rerun Quick Test.
7. Spark Fault, Check VBAT At DIS BOB Ensure DIS diagnostic cable is connected to BOB. Select 2.3L
DP DIS overlay. Connect LED test light negative lead to IGN D (J2) and positive LED test light lead to
VBAT D (J5). Turn ignition on. If LED test light is on, go to step 8). If LED test light is not on, service
harness and connectors. Remove all test equipment and reconnect all components. Clear Continuous
Memory Codes and rerun Quick Test.
8. Check Ignition Ground Circuit (IGND) At DIS Module Ensure ignition is off. Set DVOM on 200-ohm
scale. Measure resistance between IGND D (J2) at DIS BOB and ground (J60 or VBAT-). If resistance is
less than 5 ohms, go to step 10). If resistance is 5 ohms or more, go to step 9).
9. IGND Circuit Fault, Check DIS Mounting Screws Ensure ignition is off. If mounting surface and
screws are clean and tight, fault is an open in ignition ground circuit, replace DIS module. If they are not,
clean, tighten or replace mounting screws. Clean mounting surface area of DIS module. Ensure mounting
surface is coated with heat sink compound. Remove all test equipment and reconnect all components.
Clear Continuous Memory Codes and rerun Quick Test.
10. Spark Fault, Check Voltage At RC1D & RC2D During Engine Cranking With ignition off, install
right side ignition coil (C1 and C2) diagnostic cable tee. Turn ignition on. Connect LED test light positive
lead to RC1D (J18) and connect negative lead to BAT - (J60). Then connect LED test light positive lead
to RC2D (J10) and connect negative lead to BAT - (J60). If test light was on in both test positions, go to
step 14). If test light was not on in both test positions, go to next step.
11. Right Coil Fault, Isolate DIS Module With ignition off, disconnect DIS diagnostic cable module tee
(pins No. 7-12) from DIS module. Repeat procedure in step 10). If LED test light was on in both test
positions, replace DIS module. Coil packs may be damaged as module was shorting C1 and C2 driver
circuit to ground. Remove all test equipment and reconnect all components. Clear Continuous Memory
Codes and rerun Quick Test. If LED test light was not on in both test positions, go to step 12).
12. Check VBAT, Right Coil Pack Connect LED test light positive lead to VBAT R (J26) and negative lead
to BAT - (J60). Turn ignition on. If LED test light is on, go to step 13). If LED test light is not on, locate
and repair open circuit in right side coil VBAT. Remove all test equipment and reconnect all components.
13. Check Right Coil Circuit Connect LED test light positive lead to RC1C (J23) and connect negative lead
to BAT - (J60). Then connect LED test light positive lead to RC2C (J24) and connect negative lead to
BAT - (J60). Turn ignition on in each test position and observe test light. If test light was on in both test
positions, one or both coil wires are shorted to VBAT. Repair or replace harness or connectors. Remove
all test equipment and reconnect all components. Clear Continuous Memory Codes and rerun Quick Test.
If test light was not on in both test positions, replace right coil pack. Remove all test equipment and
reconnect all components. Clear Continuous Memory Codes and rerun Quick Test.
14. Check PIP D At DIS Module Connect LED test light positive lead to PIP D (J32) and negative lead to
BAT - (J60). Crank engine and observe test light. If test light blinks continuously during cranking, go to
step 15). If test light does not blink continuously during cranking, go to step 19).
15. Check DIS Module Coil Drivers Connect LED test light positive lead to RC1D (J18) and negative lead
to BAT - (J60). Then connect LED test light positive lead to RC2D (J10) and negative lead to BAT -
(J60).Crank engine and observe test light. If test light blinks continuously during cranking in both test
positions, go to step 16). If test light does not blink continuously during cranking, replace DIS module.
Remove all test equipment and reconnect all components. Clear Continuous Memory Codes and rerun
Quick Test.
16. Check VBAT, Right Coil Pack Connect LED test light positive lead to VBAT R (J26) and negative lead
to BAT - (J60). Turn ignition on. If LED test light is on, go to step 17). If LED test light is not on, locate
and repair open circuit in right side coil VBAT. Remove all test equipment and reconnect all components.
17. Check Right Coil Circuit Connect LED test light positive lead to RC1C (J23) and connect negative lead
to BAT - (J60). Then connect LED test light positive lead to RC2C (J24) and connect negative lead to
BAT - (J60). Turn ignition on in each test position and observe test light. If test light was on in both test
positions, go to step 18). If test light was not on in both test positions, one or both coil wires may be
shorted to ground. Repair or replace harness or connectors. Remove all test equipment and reconnect all
18. Check Right Coil Circuit Repeat test procedure in step 17) and crank engine at each test position. If test
light blinks continuously during cranking, replace right coil pack. Remove all test equipment and
reconnect all components. Clear Continuous Memory Codes and rerun Quick Test. If test light does not
blink continuously, one or both coil wires may be open. Check connections, repair or replace harness as
necessary. Remove all test equipment and reconnect all components. Clear Continuous Memory Codes
and rerun Quick Test.
19. Isolate DIS Module From PIP D During Cranking With ignition off, disconnect DIS diagnostic cable
module tee (pins No. 1-6) from DIS module. Connect LED test light positive lead to PIP D (J32) and
negative lead to IGND S (J55). Crank engine and observe test light. If test light blinks continuously
during cranking, go to step 26). If test light does not blink during cranking, go to step 20).
20. Check Crankshaft Sensor VBAT With ignition on, connect LED test light positive lead to VBAT (J56)
and negative lead to IGND D (J2). If test light is on, go to step 21). If test light is not on, locate and repair
open in VBAT circuit to sensor. Remove all test equipment and reconnect all components. Clear
Continuous Memory Codes and rerun Quick Test.
21. Check Crankshaft Sensor Ignition Ground Turn ignition off and disconnect ECA. Disconnect
diagnostic cable from crankshaft sensor. Set DVOM to 200-ohm scale. Measure resistance between
IGND S (J55) and BAT - (J60). If resistance is less than 5 ohms, go to step 22). If resistance is 5 ohms or
greater, locate and repair open or high resistance in circuit. Remove all test equipment and reconnect all
22. Check Crankshaft Sensor PIP S Circuit Turn ignition off and reconnect ECA to harness. Connect
diagnostic cable to crankshaft sensor. Connect LED test light positive lead to PIP S (J33) and negative
lead to IGND D (J2). Crank engine and observe test light. If test light blinks continuously, locate and
repair open circuit between sensor and DIS module. Remove all test equipment and reconnect all
components. Clear Continuous Memory Codes and rerun Quick Test. If test light does not blink, go to
step 23).
23. Check PIP Circuit For Short To Ground Turn ignition off and disconnect diagnostic cable from DIS
module (pins No. 1-6). Connect LED test light positive lead to PIP S (J33) and negative lead to BAT +
(J57). Turn ignition on and observe test light. If test light is on, locate and repair short to ground in PIP
circuit. Remove all test equipment and reconnect all components. Clear Continuous Memory Codes and
rerun Quick Test. If test light is not on, go to step 24).
24. Check PIP S Circuit For Short To VBAT With ignition on, connect LED test light positive lead to PIP
S (J33) and negative lead to BAT - (J60). If test light is on, locate and repair short to VBAT in sensor
harness. Remove all test equipment and reconnect all components. Clear Continuous Memory Codes and
rerun Quick Test. If test light is not on, go to step 25).
25. PIP Fault, Check Crankshaft Vane If crankshaft vane moves through sensor air gap when engine is
cranked, replace crankshaft sensor. Remove test equipment and reconnect all components. Clear
Continuous Memory Codes and rerun Quick Test. If vane does not move through air gap, repair damaged
crankshaft vane.
26. PIP Fault, Isolate ECA & Check PIP D While Cranking With ignition off, reconnect DIS diagnostic
cable module tee (pins No. 1-6) to DIS module and disconnect ECA. Connect LED test light positive lead
to PIP D (J32) and negative lead to BAT - (J60). Crank engine and observe test light. If test light blinks
continuously while cranking, replace ECA processor. PIP circuit is shorted internally. Remove test
equipment and reconnect all components. Clear Continuous Memory Codes and rerun Quick Test. If test
light does not blink, go to step 27).
27. Check For PIP EEC Short To Power With KOEO With ignition off, disconnect DIS diagnostic cable
module tee (pins No. 1-6). Connect LED test light positive lead to PIP EEC (J31) and negative lead to
BAT - (J60). If test light is on, repair harness and connectors for PIP short to power. Remove test
light is not on, go to step 28).
28. Check PIP EEC For Short To Ground With ignition off, connect LED test light positive lead to PIP
EEC (J31) and negative lead to BAT + (J57). If test light is on, repair harness and connectors for PIP EEC
short to ground. Remove test equipment and reconnect all components. Clear Continuous Memory Codes
and rerun Quick Test. If test light is not on, replace DIS module. No PIP output. Remove test equipment
and reconnect all components. Clear Continuous Memory Codes and rerun Quick Test.
PINPOINT TEST B
1. Verify Hard Cranking Attempt to start vehicle 5 times. If engine starts normally at least once out of 5
attempts, but when it fails to start cranking RPM is erratic, ignition is firing out of time due to CID signal
fault. If engine fails to start at least once, go to step 2). If engine starts at least once, go to step 8).
2. CID Fault, Check CID D Circuit During KOER With ignition off, install DIS diagnostic cable module
tee (pins No. 1-6) to DIS module. Connect diagnostic cable negative lead to battery. Connect diagnostic
cable to DIS BOB. Use 2.3L DP DIS overlay. Connect LED test light positive lead to CID D (J51) and
negative lead to IGND D (J2). Start engine and observe test light. If test light blinks continuously, replace
DIS module. Module does not respond to CID input. Remove test equipment and reconnect all
step 3).
3. Isolate DIS Module From CID Circuit Turn ignition off and disconnect diagnostic cable from DIS
module (pins No. 1-6). Crank engine and observe test light. If test light blinks continuously, replace DIS
module. Remove all test equipment and reconnect all components. Clear Continuous Memory Codes and
rerun Quick Test. If test light does not blink, go to step 4).
4. Check Crankshaft Sensor CID Signal Output Turn ignition off and reconnect diagnostic cable
connector to DIS module (pins No. 1-6). Connect LED test light positive lead to CID S (J35) and negative
lead to BAT - (J60). Start engine and observe test light. If test light blinks continuously, locate and repair
open in CID circuit. Remove all test equipment and reconnect all components. Clear Continuous Memory
Codes and rerun Quick Test. If test light does not blink, go to step 5).
5. Check CID For Short To Ground With ignition off, disconnect diagnostic cable CID sensor tee from
CID sensor. Disconnect diagnostic cable from DIS module (pins No. 1-6). Connect LED test light
positive lead to BAT + (J57) and negative lead to CID D (J51). Turn ignition on and observe test light. If
test light is on, service or repair connectors or harness. CID is shorted to ground. Remove test equipment
and reconnect all components. Clear Continuous Memory Codes and rerun Quick Test. If test light is not
on, go to step 6).
6. Check For CID Short To Power With ignition still on, connect LED test light positive lead to CID D
(J51) and negative lead to BAT - (J60). If test light is on, check and repair connectors and harness as
necessary. CID is shorted to power. Remove test equipment and reconnect all components. Clear
Continuous Memory Codes and rerun Quick Test. If test light is not on, go to step 7).
7. Check CID Vane If crankshaft vane moves through sensor air gap when engine is cranked, replace
crankshaft sensor. Remove test equipment and reconnect all components. Clear Continuous Memory
Codes and rerun Quick Test. If vane does not move through air gap, repair damaged crankshaft vane.
8. Check DPI Signal At DIS Module With ignition off, install DIS diagnostic cable module tee (pins No.
1-6) to DIS module. Connect DIS diagnostic cable to ECA BOB. Use 2.3L DP DIS overlay. Turn ignition
on and connect LED test light positive lead to DPI (J54) and negative lead to BAT - (J60). If test light is
on, go to step 11). If test light is not on, go to step 9).
9. Isolate DIS Module From DPI Circuit With ignition off, disconnect DIS diagnostic cable module tee
(pins No. 1-6) from DIS module and turn ignition on. If test light is off, replace DIS module. Remove test
light is on, go to step 10).
10. Isolate ECA From DPI Circuit With ignition off, disconnect ECA from vehicle harness. Connect LED
test light positive lead to DPI (J54) and negative lead to BAT - (J60). Turn ignition on and observe test
light. If test light is on, locate and repair short to VBAT in harness. Remove all test equipment and
reconnect all components. Clear Continuous Memory Codes and rerun Quick Test. If test light is not on,
replace ECA. Remove test equipment and reconnect all components. Clear Continuous Memory Codes
11. Check IDM Signal At DIS Module Connect LED test light positive lead to IDM (J4) and negative lead
to BAT - (J60). Start engine and observe test light. If test light blinks continuously, replace ECA. IDM is
okay at DIS module. If test light does not blink, go to step 12).
12. Isolate ECA From IDM Circuit Turn ignition off and disconnect ECA. Crank engine and observe test
light. If test light blinks continuously, replace ECA as it is holding the IDM signal low. If test light does
not blink, go to step 13).
13. Check IDM For Short To Ground Turn ignition off and disconnect HEGO sensor. Disconnect
diagnostic cable from DIS module (pins No. 7-12). Set DVOM to 20 k/ohm scale. Measure resistance
between IDM (J4) and BAT - (J60). If resistance is less than 10 k/ohms, locate and repair short to ground
in harness between DIS module and ECA. Remove all test equipment and reconnect all components.
Clear Continuous Memory Codes and rerun Quick Test. If resistance is 10 k/ohms or more, replace DIS
module. Remove all test equipment and reconnect all components. Clear Continuous Memory Codes and
rerun Quick Test.
PINPOINT TEST C
1. Check For Left Side Spark With KOER Start engine and using spark tester, check for spark at each left
spark plug wire. If spark is present at any left spark plug wire, go to step 2). If spark is not present, go to
PINPOINT TEST D, Step 1).
2. Check IDM With KOER With ignition off, install DIS diagnostic cable module tee (pins No. 7-12) to
DIS module. Connect DIS diagnostic cable to BOB. Use 2.3L DP DIS overlay. Connect LED test light
positive lead to IDM (J4) and negative lead to BAT - (J60). Start engine and observe test light. If test light
blinks continuously, go to step 3). If test light does not blink, go to step 4).
3. Check IDM To ECA Continuity To ECA With ignition off, disconnect ECA. Crank engine and observe
test light. If test light blinks continuously, replace ECA. ECA does not respond to IDM input. Remove
test equipment and reconnect all components. Clear Continuous Memory Codes and rerun Quick Test. If
test light does not blink, go to step 4).
4. Isolate ECA & Check IDM Circuit During Cranking With ignition off, disconnect ECA. Crank engine
and observe test light. If test light blinks continuously, replace ECA, the ECA is shorting IDM circuit. If
test light does not blink, go to step 5).
5. Check IDM For Short To Power With ignition off, and disconnect HEGO sensor. Disconnect DIS
diagnostic cable module tee (pins No. 7-12) from DIS module. Set DVOM on 20 k/ohm scale. Measure
resistance between IDM (J4) and VBAT D (J5). If resistance is less than 10 k/ohms, check connectors
and service or replace harness. IDM is shorted to VBAT. Remove test equipment and reconnect all
components. Clear Continuous Memory Codes and rerun Quick Test. If resistance is 10 k/ohms or more,
go to step 6).
6. Check IDM For Short To Ground With ignition off, disconnect diagnostic cable connector from DIS
module (pins No. 7-12). Set DVOM on 20 k/ohm scale. Measure resistance between IDM (J4) and BAT -
(J60). If resistance is 10 k/ohm or less, check connectors and service or replace harness. IDM is shorted to
ground. Remove test equipment and reconnect all components. Clear Continuous Memory Codes and
rerun Quick Test. If resistance is 10 k/ohm or more, replace DIS module. IDM is shorted in DIS module.
Remove test equipment and reconnect all components. Clear Continuous Memory Codes and rerun Quick
Test.
PINPOINT TEST D
1. Check For Spark During Cranking Using a spark tester, check for spark at all spark plug wires with
engine running. If spark is consistent on all spark plug wires, go to PINPOINT TEST E, step 1). If spark
us not consistent, go to step 2).
2. Check For Spark At Right Plug Wires During Cranking If spark is present on all right side spark plug
wires, go to step 3). If spark is not present on all right side spark plug wires, go to step 10).
3. Left Spark Fault, Isolate Plugs & Wires If spark was missing from both cylinders No. 1 and 4 or both
cylinders No. 2 and 3, go top step 5). If not go to step 4).
4. Check Left Side Spark Plugs & Wires Check left spark plug wires for insulation damage, looseness,
shorting or damage. Remove and check left spark plugs for damage, wear, carbon deposits and proper
plug gap. If spark plugs and wires are okay, reinstall plugs and wires and go to step 5). If spark plugs or
wires are defective, service or replace damaged component. Remove test equipment and reconnect all
5. Left Spark Fault, Check Module Output With ignition off, install diagnostic cable. Connect diagnostic
cable to breakout box. Use 2.3L overlay. Disconnect diagnostic cable connector from DIS module vehicle
harness connector (pins No. 7-12). Connect a jumper wire between IGND S (J55) and BAT - (J60).
Connect a jumper wire between DPI (J54) and IGND S (J55). If spark was missing from cylinders No. 1
and 4, connect LED test light positive lead to VBAT D (J5) and negative lead to LC3D (J3). If spark was
missing from cylinders No. 2 and 3, connect LED test light positive lead to VBAT D (J5) and negative
lead to LC4D (J6). Crank engine and observe test light. If test light blinks continuously, go to step 6). If
test light does not blink, replace DIS module. Remove all test equipment and reconnect all components.
6. Left Spark Fault, Check Left Coil Pack VBAT Turn ignition off and remove jumper wires. Reconnect
diagnostic cable connector to DIS module harness (pins No. 7-12). Connect LED test light positive lead
to BAT L (J15) and negative lead to BAT - (J60). Turn ignition on and observe test light. If test light is
on, go to step 7). If test light is not on, locate and repair open circuit in left coil pack. Remove all test
equipment and reconnect all components. Clear Continuous Memory Codes and rerun Quick Test.
7. Left Spark Fault, Isolate Left Coil Pack Turn ignition off and disconnect HEGO sensor. Disconnect
diagnostic cable from left coil pack. If spark was missing from cylinders No. 1 and 4 in step 3), connect
LED test light positive lead to BAT + (J57) and negative lead to LC3C (J30). If spark was missing from
cylinders No. 2 and 3 in step 3), connect LED test light positive lead to BAT + (J57) and negative lead to
LC4C (J28). Crank engine and observe test light. If test light blink continuously. replace left coil pack.
Quick Test. If test light does not blink, go to step 8).
8. Check For Open Circuit Turn ignition off and disconnect diagnostic cable connector from DIS module
(pins No. 7-12). Set DVOM to 20-ohm scale. If spark was missing from cylinders No. 1 and 4, measure
resistance between LC3D (J3) and LC3C (J30). If spark was missing from cylinders No. 2 and 3, measure
resistance between LC4D (J6) and LC4C (J28). If resistance is less than 5 ohms, go to next step. If
resistance is 5 ohms or more, locate and repair open circuit between left coil pack and DIS module.
Quick Test.
9. Check For Shorts If spark was missing from cylinders No. 1 and 4, measure resistance between LC3D
(J3) and BAT - (J57). If spark was missing from cylinders No. 2 and 3, measure resistance between
LC4D (J6) and BAT - (J57). If resistance is less than 10 k/ohms, locate and repair short VBAT between
DIS module and coil pack. Remove all test equipment and reconnect all components. Clear Continuous
Memory Codes and rerun Quick Test. If resistance is 10 k/ohms or more, locate and repair short to
ground. Remove all test equipment and reconnect all components. Clear Continuous Memory Codes and
rerun Quick Test.
10. Check Module Output Turn ignition off and disconnect HEGO sensor. Install diagnostic cable and
disconnect diagnostic cable from DIS module harness (pins No. 7-12). Connect diagnostic cable to
breakout box and select 2.3L DIS overlay. Connect jumper wire between IGNDS (J55) and BAT - (J60)
at breakout box. If spark was missing from cylinders No. 1 and 4, connect LED test light positive lead to
RC1D (J18) and negative lead to BAT + (J57). If spark was missing from cylinders No. 2 and 3, connect
LED test light positive lead to RC2D (J10) and negative lead to BAT + (J57). Crank engine and observe
test light. If test light blinks continuously, go to step 11). If test light does not blink, replace DIS module.
Quick Test.
11. Isolate Right Coil Pack Turn ignition off and disconnect diagnostic cable from right coil pack. If spark
was missing from cylinders No. 1 and 4, connect LED test light positive lead to RC1C (J23) and negative
lead to BAT + (J57). If spark was missing from cylinders No. 2 and 3, connect LED test light positive
lead to RC2C (J24) and negative lead to BAT + (J57). Crank engine and observe test light. If test light
blinks continuously, replace right coil pack. Remove all test equipment and reconnect all components.
Clear Continuous Memory Codes and rerun Quick Test. If test light did not blink, go to step 12).
12. Check For Open Circuit Turn ignition off and disconnect diagnostic cable connector from DIS module
(pins No. 7-12). Set DVOM to 20-ohm scale. If spark was missing from cylinders No. 1 and 4, measure
resistance between RC1D (J18) and RC1C (J23). If spark was missing from cylinders No. 2 and 3,
measure resistance between RC2D (J10) and RC1C (J23). If resistance is less than 5 ohms, go to step 13).
If resistance is 5 ohms or more, locate and repair open circuit between right coil pack and DIS module.
Quick Test.
13. Check For Shorts Disconnect HEGO sensor. If spark was missing from cylinders No. 1 and 4, measure
resistance between RC1D (J18) and BAT - (J60). If spark was missing from cylinders No. 2 and 3,
measure resistance between RC2D (J10) and BAT - (J60). If resistance is less than 10 k/ohms, locate and
repair short to ground between DIS module and coil pack. Remove all test equipment and reconnect all
locate and repair short to VBAT. Remove all test equipment and reconnect all components. Clear
PINPOINT TEST E
1. Isolate SPOUT High Circuit With ignition off, disconnect HEGO sensor. Install DIS diagnostic cable to
DIS BOB and DIS module. Use 2.3L DP DIS overlay. Connect LED test light positive lead to SPOUT
(J36) and negative lead to BAT - (J60). Start engine and observe test light. If test light blinks
continuously, go to step 2). If test light does not blink, go step 3) and check SPOUT.
2. Check Dual Plug Operation Using a Neon Spark Tester, check for spark at each left side plug wire with
engine running. If spark is present at one or more wires, go to step 6). If spark was not present at one or
more wires, go to step 11).
3. Isolate SPOUT To ECA Turn ignition off. Remove SPOUT harness plug from SPOUT in-line vehicle
harness connector. Connect LED test light positive lead to ECA side of SPOUT vehicle harness connector
and negative lead to main ground. See Fig. 18. If test light blinks continuously after engine is started, go
to step 5). If test light does not blink continuously after engine is started, go to step 4).
Fig. 18: SPOUT Connector Terminal ID
4. Check For Short To VBAT Turn ignition off and disconnect ECA. Disconnect positive battery cable.
Set DVOM to 20 k/ohm scale. Measure resistance between VBAT + (J57) and ECA side of SPOUT
vehicle harness connector. See Fig. 18. If resistance is 10 k/ohms or more, locate and repair short to
VBAT in harness between SPOUT connector and ECA. Remove all test equipment and reconnect all
replace ECA. Remove all test equipment and reconnect all components. Clear Continuous Memory Codes
5. Check For Short To VBAT Turn ignition off. Disconnect diagnostic cable connector from DIS module
(pins No. 1-6). Set DVOM to 20 k/ohm scale. Measure resistance between VBAT + (J57) and DIS side of
SPOUT vehicle harness connector. See Fig. 18. If resistance is less than 10 k/ohms, locate and repair
short to VBAT + in harness between SPOUT connector and DIS module. Remove all test equipment and
reconnect all components. Clear Continuous Memory Codes and rerun Quick Test. If resistance is 10
k/ohms or more, replace DIS module. Remove all test equipment and reconnect all components. Clear
6. Check DIS Module IDM Output Connect LED test light positive lead to IDM D (J4) and negative lead
to BAT - (J60). Crank or start engine and observe test light. If test light blinks continuously, go to step 7).
If test light does not blink, go to step 8).
7. Check IDM Circuit Continuity Turn ignition off and set DVOM to 20-ohm scale. Measure resistance
between test pin No. 4 (IDM) at ECA vehicle harness connector and IDM (J4) at DIS connector. If
resistance is less than 5 ohms, replace ECA. Remove all test equipment and reconnect all components.
Clear Continuous Memory Codes and rerun Quick Test. If resistance is 5 ohms or more, locate and repair
open in IDM circuit between DIS module and ECA. Remove all test equipment and reconnect all
8. Isolate ECA Turn ignition off and disconnect ECA. Crank engine and observe test light. If test light
blinks continuously, replace ECA. Remove all test equipment and reconnect all components. Clear
Continuous Memory Codes and rerun Quick Test. If test light does not blink, go to step 9).
9. Check For Short To Ground Turn ignition off. Disconnect diagnostic cable connector from DIS module
(pins No. 7-12). Remove LED test light. Set DVOM to 20-ohm scale. Measure resistance between IDM
(J4) and BAT - (J60). If resistance is less than 5 ohms, locate and repair short to ground in IDM circuit.
Quick Test. If resistance is 5 ohms or more, go to step 10).
10. Check For Short To VBAT Measure resistance between IDM (J4) and BAT + (J57). If resistance is less
than 5 ohms, locate and repair short to VBAT between DIS module and ECA. Remove all test equipment
and reconnect all components. Clear Continuous Memory Codes and rerun Quick Test. If resistance is 5
ohms or more, replace DIS module. Remove all test equipment and reconnect all components. Clear
11. Check Continuity Turn ignition off and install diagnostic cable. Disconnect diagnostic cable connector
from DIS module (pins No. 1-6). Connect diagnostic cable to breakout box. Select 2.3L overlay.
Disconnect ECA. Set DVOM to 20-ohm scale. Measure resistance between DPI (pin No. 32) of ECA
harness connector and DPI (J54) of breakout box. If resistance is less than 5 ohms, go to step 12). If
resistance is 5 ohms or more, locate and repair open DPI circuit between DIS module and ECA. Remove
12. Check For Short To VBAT Measure resistance between DPI (J54) and BAT + (J57). If resistance is 5
ohms or more, go to step 13). If resistance is less than 5 ohms, locate and repair to VBAT in harness
between DIS module and ECA. Remove all test equipment and reconnect all components. Clear
CAUTION: In the next step, be careful not to jumper the DPI (J54) circuit to VBAT
+ or BAT + as high voltage will damage the ECA on this circuit.
13. Isolate ECA Turn ignition off. Reconnect ECA and connect a jumper wire between DPI (J54) and BAT -
(J60). Start engine and check for spark at any left side spark plug or wire. If spark is present, replace
ECA. Remove all test equipment and reconnect all components. Clear Continuous Memory Codes and
rerun Quick Test. If spark is not present, replace DIS module. Remove all test equipment and reconnect
all components. Clear Continuous Memory Codes and rerun Quick Test.
PINPOINT TEST F
1. Check Timing At Idle With ignition off, install timing light. Ensure transmission is in Park or Neutral.
Check timing with engine running at normal operating temperature. If timing advance is greater than 19
degrees BTDC, timing advance is okay, check engine mechanical condition, see BASIC TESTING article
in the ENGINE PERFORMANCE Section. If timing is not as specified, go to step 2).
2. Check SPOUT Function Turn ignition off and disconnect HEGO sensor. Install diagnostic cable and
connect diagnostic cable to breakout box. Use 2.3L overlay. Disconnect diagnostic cable from DIS
module (pins No. 1-6). Connect LED test light positive lead to SPOUT (J36) and negative lead to BAT -
(J60). Crank or start engine and observe test light. If test light blinks continuously, replace DIS module.
Quick Test. If problem still exists, replace ECA. Remove all test equipment and reconnect all
step 3).
3. Isolate SPOUT Fault Turn ignition off. Remove SPOUT harness jumper plug from SPOUT vehicle
harness connector. Connect diagnostic cable to DIS module (pins. No. 1-6). Connect LED test light
positive lead to EEC side of SPOUT vehicle harness connector and negative lead to BAT - (J60). Start
engine and observe test light. If test light blinks continuously, reconnect diagnostic cable connector to
DIS module (pins No. 1-6) and go to step 6). If test light does not blink continuously, reconnect
diagnostic cable connector to DIS module (pins No. 1-6) and go to step 4).
4. Check Continuity Turn ignition off and disconnect ECA. Set DVOM to 20-ohm scale. Measure
resistance between SPOUT (pin No. 36) of ECA vehicle harness connector and ECA side of SPOUT
vehicle harness connector. If resistance is less than 5 ohms, go to step 5). If resistance is 5 ohms or more,
locate and repair open circuit between SPOUT connector and ECA. Remove all test equipment and
reconnect all components. Clear Continuous Memory Codes and rerun Quick Test.
5. Check SPOUT For Short To Ground Turn ignition off and disconnect ECA. Set DVOM to 20 k/ohm
scale. Measure resistance between BAT - (J60) and ECA side of SPOUT vehicle harness connector. If
resistance is less than 10 k/ohms, locate and repair short to ground between ECA and SPOUT connector.
Quick Test. If resistance is 10 k/ohms or more, replace ECA. Remove all test equipment and reconnect all
6. Check SPOUT Circuit Continuity Turn ignition off. Measure resistance between SPOUT (J36) and DIS
side of SPOUT vehicle harness connector. If resistance is less than 5 ohms, go to step 7). If resistance is 5
ohms or more, locate and repair open circuit between DIS module and SPOUT vehicle harness connector.
Quick Test.
7. Check SPOUT For Short To Ground Turn ignition off. Disconnect diagnostic cable connector from
DIS module (pins No. 1-6). Measure resistance between BAT - (J60) and SPOUT (J36). If resistance is
less than 10 k/ohms, locate and repair short to ground in harness between DIS module and SPOUT
vehicle harness connector. Remove all test equipment and reconnect all components. Clear Continuous
Memory Codes and rerun Quick Test. If resistance is 10 k/ohms or more, replace DIS module. Remove
EDIS SYSTEM
NOTE: Start all diagnostics with charts in TESTS W/CODES article in the ENGINE
PERFORMANCE Section. Perform Quick Test procedure in TESTS W/CODES
article in the ENGINE PERFORMANCE Section before entering this test. These
tests are dependent on results of Quick Test procedure.
NOTE: The EDIS Diagnostic Cable (Rotunda 007-00059) should be used to diagnose
this system. This cable is equipped with additional resistors, circuits and
components used to enhance and modify signals for testing purposes. If an
aftermarket test cable is used, or diagnosis is being performed using only a
DVOM, ensure technician is familiar with system wiring diagram and system
operation.
(4.0L - AEROSTAR, EXPLORER & RANGER)
Preliminary Checkout
Visually inspect engine compartment to ensure all vacuum hoses and spark plug wires are properly and securely
connected. Examine all wiring harnesses and connectors for damaged insulation, burned, overheated, damaged
pins, loose or broken conditions. Check sensor shield connector. Ensure EDIS module mounting screw is tight.
Ensure battery is fully charged and all accessories are off during diagnosis.
Test Equipment
Following test equipment or equivalent should be used in these test procedures.
 EDIS Diagnostic Cable (Rotunda 007-00059)

 Spark Tester (Neon Bulb Type)
 Volt-Ohmmeter (Rotunda 007-00001)
 2 Breakout Boxes (BOB), For DIS (DIS BOB) And ECA (ECA BOB)
 Spark Tester (D81P-6666-A Or equivalent)
 Inductive Timing Light
 Test Light (LED Type) Or Logic Probe (LED Type)
Diagnostic Aids
When making measurements on a wiring harness, both a visual inspection and a continuity test should be
performed. Inspect terminal connector pins for damage and corrosion, when directed to remove a connector.
 Spark timing adjustments are not possible. Timing is controlled by the EDIS module with input from the
ECA.
 When checking voltage drop to GROUND, circuit must have a voltage drop of less than one volt.
 Battery voltage (VBAT) is any voltage reading within 2 volts of actual battery voltage.
 Spark timing will vary at idle due to feedback spark strategy used to control idle speed.
 DO NOT connect positive lead of EDIS diagnostic cable to battery or connect cable to VR sensor until
directed to.
 SAW and IDM signal detectors in EDIS diagnostic cable will not work unless diagnostic cable battery
leads are connected to battery.
 When using DVOM to measure DC voltage always connect positive lead to BOB terminal A (+) and
negative lead to A (-).
CAUTION: DO NOT use a 12-volt incandescent (high voltage) test light to test circuit
signals, as it will load the circuit and may cause incorrect measurements
or faulty EDIS/ECA operations (engine stall).
NOTE: When using PINPOINT TEST procedures for the 4.0L EDIS (Aerostar, Explorer &
Ranger) system, refer to Fig. 19 & Fig. 20.
Fig. 19: EDIS Ignition System Wiring Diagram (4.0L EDIS Aerostar, Explorer & Ranger)
Fig. 20: EDIS Diagnostic Cable Diagram (4.0L EDIS Aerostar, Explorer & Ranger)
4.0L EDIS PINPOINT TEST INDEX

Result Pinpoint Test & Step
No Start
No Codes A1
Continuous Memory Code 14 (PIP Signal At ECA fault) A1
KOEO Code 16 (IDM, GND and IGN GND at EAC fault) A1
KOER Code 18 (EAC/EDIS fault) A1
"CHECK ENGINE" Light Stays On During Engine Cranking A1
Engine Runs
Continuous Memory Code 18 (IDM To ECA Circuit Fault) B1
Continuous Memory Code 45 (Coil Fault) D1
Lack Of Power Or Poor Fuel Economy C1
WARNING: DO NOT connect ECA to EDIS diagnostic cable. The 60-pin connector on
this harness may be connected to a Breakout Box (BOB) only. If ECA is
connected to EDIS diagnostic cable it may be damaged. Some tests may
require a second BOB (ECA BOB) to be connected to ECA 60-pin
connector. When a second BOB is used, ECA should be disconnected at
all times. Never connect ECA to BOB when performing EDIS diagnostics
WARNING: DO NOT bring a fluorescent trouble light (drop light) close to vehicle
ignition system wiring. If ignition is on and VR sensor is disconnected,
fluorescent light may cause EDIS module to fire ignition coil.
PINPOINT TEST A
1. Perform EEC-IV Quick Test If Quick Test was performed according to procedures in TESTS
W/CODES article in the ENGINE PERFORMANCE Section, go to step 2). If Quick Test was not tested
as specified, go to article and perform Quick Test procedure.
2. Check For Spark During Cranking Using a spark tester, check for spark at all spark plug wires while
cranking. If spark was present and consistent on ALL spark plug wires (one spark per crankshaft
revolution), go to next step. If spark was not available, go to step 7).
3. Check PIP Signal At EDIS Module With ignition off, connect EDIS diagnostic cable to BOB, EDIS
module and coil pack. DO NOT connect VR sensor tee. Use EDIS diagnostic "6" overlay on BOB (if
available). Connect EDIS diagnostic cable negative lead to battery, leaving positive lead disconnected.
Set EDIS diagnostic cable box switch to "4/6 Cylinder" position. Set DVOM on 20-volt AC scale. Crank
engine, and measure voltage between PIP E (43) and BAT- (7) at BOB. If stabilized AC voltage reading
is 4.5 volts or greater, go to next step. If reading was less than 4.5 volts, go to step 8).
4. Check For PIP Open To ECA With ignition off, disconnect ECA. Connect ECA BOB to ECA harness
connector. Set DVOM on 200-ohm scale. Measure resistance between PIP E (43) at BOB and PIP (56) at
ECA BOB. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair open
circuit. Remove test equipment and reconnect all components. Clear Continuous Memory Codes and
rerun Quick Test.
5. Check IGN GND At EDIS Module With ignition off and ECA disconnected, set DVOM on 2 k/ohm
scale. Measure resistance between IGN GND E (47) and BAT- (7) at BOB. If resistance is less than 1025
ohms, go to next step. If resistance is 1025 ohms or greater, go to step 11).
6. Check IGN GND Open Circuit To ECA With ignition off, and ECA disconnected, set DVOM on 2
k/ohm scale, measure resistance between IGN GND E (47) at BOB and terminal No. 16 (IGN GND) of
ECA BOB. If resistance is less than 1025 ohms, remove test equipment. Reconnect all components. Clear
Continuous Memory Codes and rerun Quick Test. If Continuous Memory Code 16 and/or 18 is still
present, go to PINPOINT TEST B, Step 1). If no codes are present, go to TESTS W/O CODES article in
the ENGINE PERFORMANCE Section for no start problems. If resistance is 1025 ohms or greater,
repair ignition ground to ECA open circuit. Remove test equipment and reconnect all components. Clear
7. Check Spark Plugs & Wires Check spark plug wires for insulation damage, looseness or shorts.
Remove and check spark plugs for damage, wear, carbon deposits and correct plug gap. If spark plugs
and wires are okay, reinstall plugs and wires and go to step 12). If spark plugs and wires are defective,
repair or replace damaged components as necessary. Remove test equipment and reconnect all
8. Isolate EDIS Module - PIP Fault With ignition off, connect EDIS diagnostic cable positive lead to
battery. Set DVOM to 20-volt AC scale. Hold the EDIS diagnostic cable PIP Push Button down. Crank
engine and measure voltage between PIP E (43) and BAT- (7) at BOB. If settled AC voltage reading is 4
volts or greater, go to next step. If voltage is less than 4 volts, repair or replace damaged component.
Remove test equipment, and reconnect all components. Clear Continuous Memory Codes, and Rerun
Quick Test.
9. Check For PIP Short To Ground - Isolate EDIS Module & ECA With ignition off, disconnect ECA.
Disconnect EDIS module from EDIS module tee. Leave EDIS diagnostic cable connected to EDIS
module side of vehicle harness connector. Disconnect EDIS diagnostic cable positive lead at battery. Set
DVOM on 200-ohm scale. Measure resistance between PIP E (43) and BAT- (7) at BOB. If resistance is
less than 10 ohms, repair PIP short circuit to ground. Remove test equipment and reconnect all
components. Clear Continuous Memory and Rerun Quick Test. If resistance is 10 ohms or greater, go to
next step.
10. Check For PIP Short To VBAT - Isolate EDIS Module & ECA With ignition off and ECA
disconnected, set DVOM on 20-volt DC scale. With KOEO, measure voltage between PIP E (43) and
BAT- (7) at BOB. If DC voltage is .5 volt or greater, repair short circuit. PIP is shorted to power. Remove
voltage less than .5 volt, replace ECA. PIP circuit is shorted internally in ECA. Remove test equipment
and reconnect all components. Clear Continuous Memory and Rerun Quick Test.
11. Check PWR GND To EDIS Module - IGN GND Fault With ignition off, set DVOM on 2 k/ohm scale.
Measure resistance between PWR GND E (27) and BAT- (7) at BOB. If resistance is less than 1050
ohms, replace EDIS module. Ground circuit is open in EDIS module. Remove test equipment and
ohms or greater, repair open circuit. PWR GND circuit to EDIS module is open. Remove test equipment
and reconnect all components. Clear Continuous Memory and Rerun Quick Test.
12. Check Vehicle Performance If the original problem was vehicle cranks but does not start, go to next
step. If not, go to PINPOINT TEST D step 1).
13. Check PWR GND to EDIS Module With ignition off and ECA disconnected, connect EDIS diagnostic
cable to BOB, EDIS module, and coil pack. Do not connect VR sensor tee. Use EDIS "6" overlay (if
available). Connect EDIS diagnostic cable negative lead to battery, leave positive lead disconnected. Set
EDIS diagnostic cable box switch to "4/6 cylinder" position. Set DVOM on 2 k/ohm scale. measure
resistance between PWR GND (27) and BAT- (7) at BOB. If resistance is less than 5 ohms, go to next
step. If resistance is 5 ohms or greater, repair open circuit. Remove all test equipment and reconnect all
14. Check For VBAT Open To EDIS Module With ignition off and ECA disconnected, set DVOM on 20-
volt DC scale. With KOEO, measure voltage between VBAT E (51) and BAT- (7) at BOB. If DC voltage
is 10.5 volts or greater, go to next step. If voltage is less than 10.5 volts, repair open VBAT to EDIS
module circuit. Remove all test equipment and reconnect all components. Clear Continuous Memory and
Rerun Quick Test.
15. Check VRS (+) Bias At EDIS Module With ignition off and ECA disconnected, set DVOM on 20-volt
DC scale. With KOEO, measure voltage between VRS+ E (35) and BAT- (7) at BOB. If the DC voltage
is .8-2.2 volts, proceed to next step. If voltage is not as specified, proceed to step 17).
16. Check VRS Amplitude At EDIS Module With ignition off, reconnect ECA. Disconnect EDIS
diagnostic cable negative lead from battery. Set DVOM on 20-volt AC scale. Crank engine, and measure
voltage between VRS+ E (35) and VRS- E (48) at BOB. If stabilized AC voltage reading is .4 volt or
greater, go to PINPOINT TEST D, step 1). If voltage is less than .4 volt, go to step 25).
17. Check VRS (+) Bias - Isolate VR Sensor With ignition off and ECA disconnected, disconnect VR
sensor from vehicle harness connector. Set DVOM on 20-volt DC scale. With KOEO, measure voltage
between VRS+ E (35) and BAT- (7) at BOB. If DC voltage is .8-2.2 volts, go to step 21). If voltage is
not .8-2.2 volts, go to next step.
18. Check VRS (+) High Or Low If bias voltage reading in step 17) was less than .8 volt, go to next step. If
bias voltage reading in step 17) was .8 volt or greater, go to step 20).
19. Check VRS (+) For Short To Ground - Isolate EDIS Module With ignition off and ECA disconnected,
disconnect EDIS module from EDIS diagnostic cable module tee, leave diagnostic cable connected to
vehicle harness connector. Set DVOM on 2 k/ohm scale. Measure resistance between VRS+ E (35) and
BAT- (7) at BOB. If resistance is less than 1025 ohms, repair short circuit. VRS (+) is shorted to ground.
Test. If resistance is 1025 ohms or greater, replace EDIS module. VRS (+) is shorted to ground. Remove
test equipment and reconnect all components. Clear Continuous Memory Codes and rerun Quick Test.
20. Check VRS (+) For Short To Power - Isolate EDIS Module With ignition off and ECA disconnected,
disconnect EDIS module from EDIS diagnostic cable module tee, leave EDIS diagnostic cable connected
to vehicle harness connector. Set DVOM on 20-volt DC scale. With KOEO, measure voltage between
VRS+ E (35) and BAT- (7) at BOB. If DC voltage is .5 volt or greater, repair short circuit. VRS (+)
circuit is shorted to power. Remove test equipment and reconnect all components. Clear Continuous
Memory Codes and rerun Quick Test. If voltage is less than .5 volt, replace EDIS module. VRS (+)
circuit is shorted to power. Remove test equipment and reconnect all components. Clear Continuous
21. Check VRS (-) Bias With ignition off and ECA disconnected, set DVOM on 20-volt DC scale. With
KOEO, measure voltage between VRS- E (48) and BAT- (7) at BOB. If DC voltage is .8-2.2 volts,
replace VR sensor. Short to ground in VR sensor. Remove test equipment and reconnect all components.
Clear Continuous Memory Codes and rerun Quick Test. If voltage is not .8-2.2 volts, proceed to next
step.
22. Check VRS (-) Signal High Or Low If DC bias voltage reading in step 21) is less than .8 volt, go to next
step. If voltage is .8 volt or greater, go to step 24).
23. Check VRS (-) For Short To Ground - Isolate EDIS Module With ignition off and ECA disconnected,
disconnect EDIS module from EDIS diagnostic cable module tee, leave diagnostic cable connected to
vehicle harness connector. Set DVOM on 2 k/ohm scale. Measure resistance between VRS- E (48) and
BAT- (7) at BOB. If resistance is less than 1025 ohms, repair short circuit. VRS circuit is shorted to
rerun Quick Test. If resistance is 1025 ohms or greater, replace EDIS module. VRS circuit is shorted to
rerun Quick Test.
24. Check VRS (-) For Short To VBAT - Isolate EDIS Module With ignition off and ECA disconnected,
disconnect EDIS module from EDIS diagnostic cable module tee, leaving EDIS diagnostic cable
connected to vehicle harness connector. Set DVOM on 20-volt DC scale. With KOEO, measure voltage
between VRS- E (48) and BAT- (7) at BOB. If DC voltage is .5 volt or greater, repair short circuit. VRS
(-) circuit is shorted to VBAT. Remove test equipment, and reconnect all components. Clear Continuous
Memory Codes, and rerun Quick Test. If voltage is less than .5 volt, replace EDIS module. VRS (-)
circuit is shorted to VBAT. Remove test equipment, and reconnect all components. Clear Continuous
Memory Codes, and rerun Quick Test.
25. Check VRS Amplitude At EDIS Module - Isolate EDIS Module With ignition off and ECA
disconnected, disconnect EDIS module from EDIS diagnostic cable module tee, leave diagnostic cable
connected to vehicle harness connector. Set DVOM on 20-volt AC scale. Crank engine and measure
voltage between VRS+ E (35) and VRS- E (48) at BOB. If stabilized AC voltage reading is .4 volt or
greater, replace EDIS module. VRS (+) circuit is shorted to VRS (-). Remove test equipment and
reconnect all components. Clear Continuous Memory Codes and rerun Quick Test. If stabilized AC
voltage reading is less than .4 volt, go to next step.
26. Check VRS Resistance With ignition off and ECA disconnected, disconnect EDIS diagnostic cable
negative lead from battery. Set DVOM on 20 k/ohm scale. Measure resistance between VRS- E (48) and
VRS+ E (35) at BOB. If resistance is 2580-2700 ohms, go to next step. If resistance is not 2580-2700
ohms, go to step 28).
27. Check VRS Air Gap With ignition off, check VRS air gap. Ensure there is an air gap between sensor
and trigger wheel. Air gap is not adjustable. If air gap is okay, replace VR sensor. Remove all test
equipment and reconnect all components. Clear Continuous Memory Codes and rerun Quick Test. If air
gap is not okay, repair or replace components as required. Remove test equipment and reconnect all
28. Check VRS High Or Low Resistance With ignition off and ECA disconnected, disconnect EDIS
diagnostic cable negative lead from battery. Set DVOM on 20 k/ohm scale. Measure resistance between
VRS- E (48) and VRS+ E (35) at BOB. If resistance is less than 2550 ohms, go to next step. If resistance
is 2550 ohms or greater, go to step 30).
29. Check VRS (+) For Short To VRS (-) (Isolate VRS) With ignition off and ECA disconnected,
disconnect VR sensor from vehicle harness connector. Set DVOM on 200 k/ohm scale. Measure
resistance between VRS+ E (35) and VRS- E (48) at BOB. If resistance is 3000 ohms or greater, replace
VR sensor. Sensor windings are shorted. Remove test equipment and reconnect all components. Clear
Continuous Memory Codes and rerun Quick Test. If resistance is less than 3000 ohms, repair short
circuit. VRS (+) shorted to VRS (-). Remove test equipment and reconnect all components. Clear
30. Check For VRS (+) Open Circuit (Resistance High Fault) With ignition off and ECA disconnected,
connect EDIS diagnostic cable VR sensor tee to VR sensor and vehicle harness connector. Set DVOM on
20 k/ohm scale. Measure resistance between VRS+ S (31) and VRS+ E (35) at BOB. If resistance is 2025
ohms or greater, repair open circuit. VRS (+) circuit is open. Remove test equipment and reconnect all
components. Clear Continuous Memory Codes and rerun Quick Test. If resistance is less than 2025 ohms,
go to next step.
31. Check For VRS (-) Open Circuit (Resistance High Fault) With ignition off and ECA disconnected, set
DVOM on 20 k/ohm scale. Measure resistance between VRS- S (32) and VRS- E (48) at BOB. If
resistance is less than 2025 ohms, replace VR sensor. Resistance is high. Remove test equipment and
ohms or greater, repair open circuit. VRS (-) circuit is open. Remove test equipment and reconnect all
CAUTION: Never connect ECA to ECA BOB when performing EDIS diagnostics
unless directed to do so.
PINPOINT TEST B
1. Check For IDM Short High With ignition off, connect EDIS diagnostic cable to BOB, EDIS module,
and coil pack. Do not connect VR sensor tee. Use EDIS "6" overlay. Connect EDIS diagnostic cable
negative and positive leads to battery. Set EDIS diagnostic cable box switch to "4/6 cylinder" position.
Set DVOM on 20-volt DC scale. Start engine and measure voltage between diagnostic cable IDM
DETECTOR (30) and BAT- (7) at BOB. If pulses are present, the IDM detector output will be 5-7 volts
DC. If DC voltage is 5-7 volts, go to next step. If DC voltage is not 5-7 volts, go to step 3).
2. Check For IDM Open With ignition off, disconnect ECA. Disconnect EDIS module from EDIS module
tee, leave EDIS diagnostic cable connected to vehicle harness connector. Connect ECA BOB to ECA
harness connector. Set DVOM on 200-ohm scale. Measure resistance between IDM E (41) at BOB, and
terminal No. 4 at ECA BOB. If resistance is less than 5 ohms, replace ECA. IDM signal at ECA is okay.
Test. If resistance is 5 ohms or greater, repair open circuit. Remove test equipment and reconnect all
3. Check IDM Output From EDIS Module - Isolate Harness With ignition off, ensure ECA is connected.
Set DVOM on 20-volt DC scale. Start engine and push EDIS IDM button at the EDIS diagnostic cable
connector to BOB. Measure voltage between diagnostic cable IDM DETECTOR (30) and BAT- (7) at
BOB. If DC voltage is 5-7 volts, go to next step. If voltage is not 5-7 volts, replace EDIS module. No
IDM output from module. Remove test equipment and reconnect all components. Clear Continuous
4. Check For IDM Short In ECA - Isolate ECA With ignition off, disconnect ECA. Set DVOM on 20-
volt DC scale. Crank engine and measure voltage between diagnostic cable IDM DETECTOR (30) and
BAT- (7) at BOB. If DC voltage is 4.4-6.0 volts, replace ECA. IDM circuit is shorted in ECA. Remove
voltage is not as specified, go to next step.
5. Check For IDM Short To Ground In Harness With ignition off, disconnect ECA. Disconnect EDIS
module from diagnostic cable module tee, leave EDIS diagnostic cable connected to vehicle harness
connector. Set DVOM on 20 k/ohm scale. Measure resistance between IDM E (41) and BAT- (7) at BOB.
If resistance is less than 5 ohms, repair short circuit. IDM is shorted to VBAT. Remove test equipment
and reconnect all components. Clear Continuous Memory Codes and rerun Quick Test. If resistance is 5
ohms or greater, go to next step.
6. Check For IDM Short To VBAT In Harness With ignition off, disconnect ECA. Set DVOM on 20-volt
DC scale. With KOEO, measure voltage between IDM E (41) and BAT- (7) at BOB. If DC voltage is .5
volt or greater, repair short circuit. IDM is shorted to VBAT between EDIS module and ECA. Remove
voltage is not as specified, repair short circuit or replace harness IDM is shorted to another wire between
EDIS module and ECA. Remove test equipment and reconnect all components. Clear Continuous
PINPOINT TEST C
1. Check Base Ignition Timing With ignition off, install EDIS diagnostic cable to BOB, EDIS module, and
coil pack. Do not connect VR sensor tee. Use EDIS "6" overlay (if available). Connect EDIS diagnostic
cable negative and positive leads to battery. Set EDIS diagnostic cable box switch to "4/6 cylinder"
position. Connect timing light (must be EDIS/DIS compatible). Start engine and allow it to warm up. If
timing is 10+/-2 degrees BTDC when EDIS diagnostic cable SAW button is pushed, go to step 2). If
timing is not as specified, proceed to step 8).
2. Check For Advance Spark Angle If engine timing is greater than 15 degrees BTDC when diagnostic
cable SAW button is released, EDIS Ignition System is okay. Go to TESTS W/O CODES article in the
ENGINE PERFORMANCE Section for further driveability symptom diagnosis. If timing is not as
specified, go to next step.
3. Check SAW At EDIS Module With ignition off, set DVOM on 20-volt DC scale. Start engine and
measure voltage between EDIS diagnostic cable SAW DETECTOR (21) and BAT- (7) at BOB. If DC
voltage reading is 5-7 volts, replace EDIS module. SAW input to EDIS module is okay but no spark
advance is present. Remove test equipment and reconnect all components. Clear Continuous Memory
Codes and rerun Quick Test. If DC voltage is not 5-7 volts, proceed to next step.
4. Check For SAW Short In EDIS Module - Isolate EDIS Module With ignition off and ECA connected,
set DVOM on 20-volt DC scale. Push EDIS diagnostic cable SAW button at EDIS diagnostic cable
connector to BOB. Start engine and measure voltage between SAW DETECTOR (21) and BAT- (7) at
BOB. If DC voltage reading is 5-7 volts, replace EDIS module. SAW circuit is shorted in EDIS module.
Test. If DC voltage is not 5-7 volts, proceed to next step.
5. Check For SAW Short To Ground In Harness With ignition off, disconnect ECA. Disconnect EDIS
module from EDIS diagnostic cable module tee. Leave EDIS diagnostic cable connected to vehicle
harness connector. Disconnect HEGO connector. Set DVOM on 200-ohm scale. Measure resistance
between SAW E (45) and BAT- (7) at BOB. If resistance is less or greater than 100 ohms, repair short
circuit. Remove test equipment and reconnect all components. Clear Continuous Memory Codes and
rerun Quick Test. If resistance is 100 ohms or greater, reconnect HEGO sensor and go to next step.
6. Check For SAW Short To VBAT In Harness With ignition off, and ECA disconnected, set DVOM on
20-volt DC scale. With KOEO, measure voltage between SAW E (45) and BAT- (7) at BOB. If DC
voltage reading is less than .5 volt, repair short circuit. SAW is shorted to VBAT. Remove test equipment
and reconnect all components. Clear Continuous Memory Codes and rerun Quick Test. If voltage is .5
volt or greater, go to next step.
7. Check For SAW Open With ignition off and ECA disconnected, connect ECA BOB to ECA harness
connector. Set DVOM on 200-ohm scale. Measure resistance between SAW E (45) at BOB and terminal
No. 36 at ECA BOB. If resistance is less than 5 ohms, replace ECA. SAW is not being transmitted by
ECA. Remove test equipment and reconnect all components. Clear Continuous Memory Codes and rerun
Quick Test. If resistance is not as specified, repair open circuit. Remove test equipment and reconnect all
8. Inspect VR Sensor/Trigger Wheel If VR sensor or trigger wheel is damaged, loose or misaligned,
replace or repair components as required. Remove test equipment and reconnect all components. Clear
Continuous Memory Codes and rerun Quick Test. If trigger wheel and VR sensor are not damaged or
loose, replace EDIS module. Module cannot control timing. Remove test equipment and reconnect all
PINPOINT TEST D
1. Check For VBAT Open To Coil With ignition off and ECA connected, install EDIS diagnostic cable to
BOB, EDIS module, and coil pack. Do not connect VR sensor tee. Use EDIS "6" overlay (if available).
Connect EDIS diagnostic cable negative lead to battery. Set EDIS diagnostic cable box switch to "4/6
cylinder" position. Set DVOM on 20-volt DC scale. With KOEO, measure voltage between VBAT C (5)
and BAT- (7) at BOB. If DC voltage is 10.5 volts or greater, go to next step. If voltage is less than 10.5,
repair open VBAT to EDIS module circuit. Remove test equipment and reconnect all components. Clear
2. Verify Vehicle Operating Mode If vehicle will crank and start, go to step 4). If vehicle will not crank
and start, go to next step.
3. Check C1, C2, C3 In Sequence At Coil Pack During Cranking With ignition off and ECA connected,
set DVOM on 20-volt AC scale, crank engine and measure voltage between BAT- (7) and each coil C1C
(3), C2C (6), C3C (10) at BOB. If stabilized AC voltage reading is less than .2 volt, replace coil pack.
Quick Test. If voltage is .2 volt or greater, go to step 5).
4. Check C1, C2, C3 In Sequence At Coil Pack With Engine Running With ignition off and ECA
connected, set DVOM on 20-volt AC scale, crank engine and measure voltage between BAT- (7) and
each coil C1C (3), C2C (6), C3C (10) at BOB. If stabilized AC voltage reading is less than 1.0 volt,
replace coil pack. Remove all test equipment, and reconnect all components. Clear Continuous Memory
Codes, and rerun Quick Test. If voltage is 1.0 volt or greater, go to next step.
5. Check C1, C2, C3 In Sequence At Coil Pack - KOEO Coil Fault With ignition off and ECA
disconnected, set DVOM on 20-volt DC scale. With KOEO, measure voltage between BAT- (7) and each
coil C1C (3), C2C (6), C3C (10) at BOB. If each DC voltage reading is 10.5 volts or greater, go to next
step. If voltage is less than 10.5 volts, go to step 10).
6. Check C1, C2, C3 In Sequence At EDIS Module - KOEO Coil Fault With ignition off and ECA
disconnected, set DVOM on 20-volt DC scale. With KOEO, measure voltage between BAT- (7) and each
coil C1E (53), C2E (55), C3E (54) at BOB. If each DC voltage reading is 10.5 volts or greater, go to step
7). If voltage is less than 10.5 volts, repair open circuit. Remove all test equipment and reconnect all
7. Check C1, C2, C3 In Sequence At Coil Pack - Isolate Coil With ignition off and ECA disconnected,
disconnect coil pack from coil tee. Leave EDIS diagnostic cable connected to vehicle harness connector.
Set DVOM on 20-volt DC scale. With KOEO, measure voltage between BAT- (7) and each coil C1C (3),
C2C (6), C3C (10) at BOB. If each DC voltage reading is less than .5 volt, go to step 9). If voltage is .5
volt or greater, go to next step.
8. Check C1, C2, C3 In Sequence At Coil Pack - Isolate EDIS Module With ignition off and ECA
disconnected, disconnect EDIS module from EDIS module tee. Leave EDIS diagnostic cable connected
to vehicle harness connector. Set DVOM on 20-volt DC scale. With KOEO, measure voltage between
BAT- (7) and each coil C1C (3), C2C (6), C3C (10) at BOB. If each DC voltage reading is less than .5
volt, replace EDIS module. Remove all test equipment and reconnect all components. Clear Continuous
Memory Codes and rerun Quick Test. If voltage is .5 volt or greater, repair short circuit. Remove all test
equipment and reconnect all components. Clear Continuous Memory Codes and rerun Quick Test.
9. Check C1, C2, C3 Coil Primary With ignition off and ECA disconnected, reconnect coil pack to coil
tee. Set DVOM on 20-ohm scale. Measure resistance between VBAT C (5) and each coil C1C (3), C2C
(6), C3C (10) at BOB. If each resistance reading is .8 ohms or greater, replace EDIS module. Remove all
resistance reading is less than .8 ohm, replace coil pack. Remove all test equipment and reconnect all
10. Check C1, C2, C3 Short To Ground In Coil Pack With ignition off and ECA disconnected, set DVOM
on 2 k/ohm scale. Measure resistance between BAT- (7) and each coil C1C (3), C2C (6), C3C (10) at
BOB. If each resistance reading is less than 1200 ohms, go to next step. If resistance reading is 1200
ohms or greater, replace coil pack. Remove all test equipment, and reconnect all components. Clear
Continuous Memory Codes, and rerun Quick Test.
11. Check C1, C2, C3 Short To Ground In Harness With ignition off and ECA disconnected, disconnect
EDIS coil tee from coil pack and vehicle harness connector. Disconnect EDIS module from EDIS module
tee, leaving EDIS cable connected to vehicle harness connector. Set DVOM on 2 k/ohm scale. Measure
resistance between BAT- (7) and each coil C1C (3), C2C (6), C3C (10) at BOB. If any resistance reading
is less than 5 ohms, repair short. Remove all test equipment, and reconnect all components. Clear
Continuous Memory Codes, and rerun Quick Test. If any resistance reading is 5 ohms or greater, replace
EDIS module. Remove all test equipment, and reconnect all components. Clear Continuous Memory
Codes, and rerun Quick Test.
EMISSION SYSTEMS & SUB-SYSTEMS

AIR INJECTION
Air Supply Pump
Check belt tension and adjust to proper tension, if necessary. Disconnect air supply hose from by-pass control
valve. Start engine. Pump is operating satisfactorily if airflow is felt at pump outlet and airflow increases as
engine speed is increased. If pump does not operate as specified, replace pump.
CAUTION: DO NOT pry on the air supply pump to adjust belt tension. Aluminum
housing of pump may collapse.
Air Silencer/Filter (Air Pump & Pulse Air Inlet)
Inspect hoses and air silencer for leaks. Disconnect hose from air silencer outlet. Remove silencer from vehicle,
and visually inspect for plugging. If no plugging or leaks are found, silencer is okay. If any plugging or leaks
are found, repair or replace as required.
Air By-Pass Valve (Normally Closed)
1. Disconnect air supply hose at valve outlet. See Fig. 21. Remove vacuum line from vacuum nipple and
check for presence of vacuum at nipple. There must be vacuum present at nipple before proceeding.
Fig. 21: Testing Normally Closed Air By-Pass Valve
2. Reconnect vacuum line to vacuum nipple. With engine at 1500 RPM, air pump supply air should be heard
and felt at air by-pass valve outlet.
3. With engine still at 1500 RPM, disconnect vacuum line. Air at outlet should decrease significantly or shut
off. Air pump supply air should now be heard or felt at silencer ports or at dump port.
4. If the normally closed air by-pass valve does not perform as described in steps 2) and 3), check the air
pump for faults. If air pump is operating satisfactorily, replace air by-pass valve.
Air Check Valve
1. Visually inspect thermactor hoses, tubes, control valve(s) and check valve(s) for leaks that may be due to
backflow of exhaust gases. If holes are found and/or traces of exhaust gas products are evident, check
valve may be suspect.
2. Valve should allow free flow of air in direction of arrow only. See Fig. 22. The valve(s) should check (or
block) the free flow of exhaust gas air in the opposite direction.
3. If air does not flow as indicated or if exhaust gas backflows opposite of direction of arrow in illustration,
replace check valve.
Fig. 22: Testing Air Check Valve
Air Supply Control Valve
1. Disconnect air supply hose at inlet. Accelerate engine to 1500 RPM and verify presence of airflow in
hose. Reconnect air supply hose to valve inlet.
2. Disconnect air supply hoses at outlets "A" and "B". See Fig. 23. Remove vacuum line at vacuum nipple.
Accelerate engine to 1500 RPM. Airflow should be heard and felt at outlet "B" with little or no airflow at
outlet "A".
Fig. 23: Testing Air Supply Control Valve
3. Connect a vacuum line from manifold vacuum fitting to air supply control valve vacuum nipple.
Accelerate engine to 1500 RPM. Airflow should be heard and felt at outlet "A" with little or no airflow at
outlet "B".
4. If valve does not operate as specified, replace valve. If airflow operates as described in steps 1), 2) and 3),
valve is okay. Reinstall hoses and clamps.
Air Control Valve (Switch-Relief)
1. Disconnect air supply hose at inlet. Accelerate engine to 1500 RPM and verify presence of airflow in
hose. Reconnect air supply hose to valve inlet.
2. Carefully disconnect the air supply hoses at outlets "A" and "B". See Fig. 24. Carefully remove vacuum
line at vacuum nipple. Accelerate engine to 1500 RPM. Airflow should be heard and felt at outlet "B"
with little or no airflow at outlet "A".
Fig. 24: Testing Air Control Valve (Switch-Relief)

3. Connect a vacuum line from manifold vacuum fitting to air control valve vacuum nipple. Accelerate
engine to 1500 RPM. Airflow should be heard and felt at outlet "A" with little or no airflow at outlet "B".
4. If conditions in steps 2) and 3) are not as specified, replace air control valve. If the valve operates
satisfactorily, restore all hose and vacuum connections.
Air Pump Resonator
Visually inspect for holes. Remove hoses and check for restricted ports. Replace resonator if holes or ports are
restricted. Reconnect hoses and install clamps.
Combination Air By-Pass/Air Control Valve
1. Disconnect hoses from outlets "A" and "B". See Fig. 25. Disconnect and plug vacuum line to port "D".
With engine operating at 1500 RPM, airflow should be flowing from by-pass vents.
Fig. 25: Testing Combination Air By-Pass/Air Control Valve

2. Reconnect vacuum line to port "D". Disconnect and plug vacuum line to port "S". Ensure vacuum is
present in line to vacuum port "D". Accelerate engine to 1500 RPM. Airflow should be noted coming out
of outlet "B". No airflow should be detected at outlet "A".
3. Apply 8-10 in. Hg vacuum to port "S". With engine operating at 1500 RPM, airflow should be noted
coming out of outlet "A". If valve is bleed type, less air will flow from outlet "A" or "B", and the main
discharge will change when vacuum is applied to port "S".
4. If the conditions in the above steps are not met, replace valve. If above conditions are met, valve is okay.
Reconnect hoses and vacuum lines.
Dual Thermactor Air Control Solenoid Valve
Function of each valve can be determined by externally energizing valve with vacuum lines attached. Check
resistance of each solenoid. Resistance should be 51-108 ohms when checked at coil terminals. If resistance is
not 51-108 ohms, solenoid should be replaced.
Thermactor Idle Vacuum (TIV) Valve
1. With engine at idle and transmission in Neutral, apply vacuum to small nipple and place fingers over the
TIV valve atmospheric vent holes. See Fig. 26. If no vacuum is sensed, the TIV is damaged and must be
replaced. If vacuum is sensed, go to next step.
2. With engine still at idle, apply vacuum to TIV valve large nipple using a vacuum pump. See TIV
VALVE (LARGE NIPPLE) VACUUM SPECIFICATIONS. If vacuum is not held, the TIV is
damaged and must be replaced. If no vacuum is sensed, replace valve.
Fig. 26: Locating Thermactor Idle Vacuum (TIV) Valve Vents

TIV VALVE (LARGE NIPPLE) VACUUM SPECIFICATIONS

TIV Decal Color Code In. Hg
Ash 5.1-10
Red 11.8-15.2
Vacuum Control Valve (VCV)
1. A 2-port valve may be in open or closed position when engine is cold, but should reverse when engine is
warmed to operating temperature.
2. For 3-port valves, with a cold engine, passage "A" to "B" should be closed and passage "A" to "C" should
be open. See Fig. 27. With engine at normal operating temperature, the VCV should be open between "A"
and "B" and closed between "A" and "C".
Fig. 27: Identifying Vacuum Control Valve Ports
3. For the 4-port valve, check "A1" to "B1" and "A2" to "B2" separately. See Fig. 27. A 4-port valve may be
in open or closed position when engine is cold, but should reverse when engine is warmed to operating
temperature. If valve does not operate as specified, replace the valve.
Electrical Vacuum Control Valve
1. Electrical vacuum control valve may be either open or closed at room temperature, but should reverse the
position when engine is at full operating temperature. While engine is cold, measure continuity across
switch terminals. See Fig. 28. Note if switch is open or closed.
Fig. 28: Identifying Electrical Vacuum Control Valve Ports

2. Warm engine to normal operating temperature. Measure continuity across switch terminals again.
Continuity should be opposite of cold condition. If switch continuity does not switch, replace valve.
Check vacuum function of valve as described in VACUUM CONTROL VALVE.
Vacuum Check Valve
Apply 16 in. Hg vacuum to check side of valve and trap. If vacuum remains greater than 15 in. Hg for 10
seconds, valve operation is normal. If vacuum drops faster, replace valve.
Vacuum Reservoir
When charged with 15-20 in. Hg vacuum, vacuum loss should not exceed .5 in. Hg in 60 seconds. If vacuum
loss is faster, replace reservoir.
Pulse Air Valve
With engine at normal operating temperature and at curb idle, remove inlet hose from valve. A suction should
be felt at valve inlet. If suction is not felt, replace valve.
EXHAUST GAS RECIRCULATION (EGR)
Electronic EGR Valve (EEGR) & Pressure Feedback Electronic (PFE)
1. Ensure all vacuum hoses are correctly routed and securely attached. Replace any crimped or broken
hoses. Ensure there is less than one in. Hg vacuum to EGR valve at idle with engine at normal operating
temperature.
NOTE: EVR solenoid has a constant internal leak. You will notice a small vacuum
signal of less than one in. Hg vacuum at idle.
2. Install tachometer. Disconnect Idle Air By-Pass Valve electrical connector (if equipped). Remove and
plug vacuum hose at EGR valve. Start engine and idle in neutral. Note idle speed. Using hand vacuum
pump, slowly apply 5-10 in. Hg vacuum to EGR valve. When vacuum is fully applied to EGR valve,
engine should do one or more of the following:
 Engine should stall.
 Idle speed should drop more than 100 RPM.
 Idle speed should return to normal when vacuum is released.
3. Repair or replace EGR system if none of the above occurs. Reconnect idle air by-pass valve electrical
connector. Unplug and reconnect vacuum hose at EGR valve.
EGR Vacuum Regulator (EVR)
Faults in EVR or circuit should set a service code. See QUICK TEST procedure in TESTS W/CODES article in
the ENGINE PERFORMANCE Section. If no service code has been set, see CIRCUIT TEST DN in TESTS
W/CODES article in the ENGINE PERFORMANCE Section for diagnostic procedures.
On 2.3L Ranger (1989-92), intermittent operation or failure of EVR may be caused by water in EVR or vacuum
hoses connected to it. If water or moisture is found in EVR or hoses connected to it, install new service part,
available from manufacturer, in an inverted position. Use shop air to clear water and moisture from vacuum
hoses. Clear Continuous Memory Codes if set and run Quick Test to verify repair.
EGR Solenoid
Remove EGR solenoid harness connector. Measure resistance across solenoid terminals. Resistance should be
65-110 ohms. Set DVOM to 200 k/ohm scale. Measure resistance between each solenoid terminal and ground
or side of solenoid. Resistance should be 10 k/ohms or more. If resistance is not as specified in either test,
replace solenoid.
Vacuum Check Valve
Apply 16 in. Hg vacuum to check side of valve and trap. If vacuum remains greater than 15 in. Hg for 10
seconds, valve operation is normal. If vacuum does not remain greater than 15 in. Hg for 10 seconds, replace
valve.
Vacuum Reservoir
When charged with 15-20 in. Hg vacuum, vacuum loss should not exceed .5 in. Hg in 60 seconds. If vacuum
loss is greater than specified, replace reservoir.
FUEL EVAPORATION
Canister Purge Regulator (CPR) Valve
With CPR valve de-energized, apply 5 in. Hg vacuum to source port. Valve should not pass air. Apply 9-14
volts to one electrical terminal and ground the other. Valve should open and pass air. If valve does not operate
as described, replace valve.
Canister Purge (CANP) Solenoid
1. Disconnect CANP solenoid harness connector. Set DVOM to 200-ohm scale. Measure resistance across
CANP solenoid terminals. Resistance should be 40-90 ohms. If resistance is not as specified, replace
CANP solenoid.
2. Disconnect vacuum hose at CANP solenoid on manifold vacuum side. Apply 16 in. Hg vacuum to
manifold vacuum side of solenoid. CANP solenoid should hold vacuum for 20 seconds.
3. Faults in CANP solenoid or circuit should set a service code. See Quick Test procedure in TESTS
W/CODES article in the ENGINE PERFORMANCE Section. If no service code has been set, see
CIRCUIT TEST KD in TESTS W/CODES article in the ENGINE PERFORMANCE Section for
additional solenoid and circuit testing.
EVAP Canister
There are no moving parts in canister. Check for loose, missing, cracked or broken connections or parts. Repair
or replace as necessary. There should be no liquid in canister.
POSITIVE CRANKCASE VENTILATION (PCV)
PCV Valve
1. Remove PCV valve from rocker cover grommet. Shake valve. Valve should rattle when shaken. If valve
does not rattle, replace valve.
2. Start engine and warm to normal operating temperature. On 2.3L, 2.9L and 4.9L engines, remove
corrugated hose from oil separator nipple. Place stiff piece of paper over nipple end and wait 60 seconds.
3. On all other engines, disconnect hose from remote air cleaner or outlet tube. Place stiff piece of paper
over hose end and wait 60 seconds. Vacuum should hold paper in place. If vacuum does not hold paper in
place, replace valve.
THERMOSTATIC AIR CLEANER (TAC)
Air Cleaner Temperature Sensor
Bring temperature of sensor to less than 75°F (24°C), and apply 8 in. Hg vacuum to source port. Duct door
should close. If door does not close, replace sensor. Sensor will bleed off vacuum to allow duct door to open
and let in fresh air at specific temperatures. See AIR CLEANER TEMPERATURE SENSOR OPENING.
AIR CLEANER TEMPERATURE SENSOR OPENING

Color Temperature
Brown 70°F (21°C)
Pink, Black Or Red 90°F (32°C)
Blue, Yellow Or Green 105°F (41°C)
Air Control Door
When a vacuum of 8 in. Hg or more is applied to vacuum motor, door should stay in proper position for as long
as vacuum is applied. If vacuum bleeds off and door returns to rest position, replace vacuum motor.
ENGINE PERFORMANCE
TESTS W/CODES - 4.0L
INTRODUCTION
Perform all steps in BASIC TESTING article in the ENGINE PERFORMANCE Section. If no fault is found
while performing BASIC DIAGNOSTIC PROCEDURES, proceed with self-diagnostics. If no service code or
only pass codes are found during self-diagnostics, proceed to TESTS W/O CODES article in the ENGINE
PERFORMANCE Section for diagnosis by symptoms.

article in the GENERAL INFORMATION Section before disconnecting
battery.
DIAGNOSTIC FORMATS
QUICK TEST and CIRCUIT TESTS are diagnostic formats used to test and service EEC-IV system. QUICK
TEST allows technician to identify problems and retrieve service codes. CIRCUIT TESTS check circuits,
sensors and actuators.
Before starting any CIRCUIT TEST, follow all steps under QUICK TEST to find correct CIRCUIT TEST. If
vehicle passes QUICK TEST and no driveability symptoms or intermittent faults exist, EEC-IV system is okay.
SERVICE CODES
During QUICK TEST, 3 types of service codes are retrieved: KOEO, KOER and Continuous Memory codes.
See QUICK TEST for self-test procedures. Codes may be cleared from ECA memory after they have been
recorded or repaired. See CLEARING CODES.
KOEO & KOER CODES (HARD FAULTS)
These codes indicate faults are present at time of testing. A hard fault may cause CHECK ENGINE or
Malfunction Indicator Light (MIL) to glow and remain on until fault is repaired. If KOEO or KOER codes are
retrieved during KOEO SELF-TEST or KOER SELF-TEST, use SERVICE CODE REFERENCE CHARTS
to find correct testing and repair procedures.
CONTINUOUS MEMORY CODES (SOFT FAULTS)
These codes indicate a fault that may or may not be present at time of testing. These codes are used to diagnose
intermittent problems. Continuous Memory Codes are retrieved during KOEO SELF-TEST. Some codes may
turn on MIL or CHECK ENGINE light. Corresponding soft trouble code will be retained in ECA memory. If
fault does not reoccur within 40 warm-up cycles (80 cycles on some models), ECA will automatically clear
code.
Technician may clear service codes from memory. See CLEARING CODES. Intermittent faults may be caused
by a sensor, connector or wiring-related problems. See INTERMITTENTS in TESTS W/O CODES article in
the ENGINE PERFORMANCE Section.
CAUTION: Continuous Memory Codes should be recorded when retrieved during

KOEO SELF-TEST. These codes may be used to identify intermittent
problems that exist after all KOEO and KOER codes have been repaired
and a Code 11 or 111 (pass code) has been obtained. Failure to follow this
procedure may result in unnecessary testing. Some Continuous Memory
Codes faults may not be valid after KOEO and KOER codes are repaired.
RETRIEVING CODES
Service codes are retrieved from EEC-IV system through self-test connector. Various methods and test
equipment may be used to access these codes:
 Analog Volt-Ohmmeter (VOM)

 Scan Tester
 In-Dash Malfunction Indicator Light (MIL) Or CHECK ENGINE Light
SELF-TEST CONNECTOR LOCATIONS

Aerostar Left front inner fender panel
Explorer & Ranger Right front inner fender panel
READING CODES
KOEO & KOER SELF-TEST CODES
All service codes are 2 or 3-digit numbers. ECA outputs codes one digit at a time. These codes indicate current
faults in system and should be serviced in order of appearance. Use SERVICE CODE REFERENCE
CHARTSto find correct CIRCUIT TEST.
Codes are shown as voltage pulses. If using CHECK ENGINE light, service codes are displayed as light pulses.
If using Volt-Ohmmeter (VOM), service codes are displayed as needle sweeps. See Fig. 1.
Pay careful attention to length of pauses in order to read codes correctly. A 1/2-second pause occurs between
number of sweeps in a digit and a 2-second pause occurs between digits in a code. A 4-second pause occurs
between each code. KOEO codes are separated from Continuous Memory Codes by a 6-second delay, a single
1/2-second sweep (Separator) and another 6-second delay. Record codes in order received.
Scan tester, if used, will count pulses and display them as a digital code. STAR Series Tester will add a zero (0)
to single-digit Separator Code (10) and Dynamic Response Code (10). Dynamic Response Code is displayed in
KOER SELF-TEST. See Fig. 1.
SEPARATOR CODE
Single 1/2-second separator pulse is issued 6-9 seconds after last KOEO code. Continuous Memory Codes (soft
faults) are then displayed 6-9 seconds after 1/2-second separator code. Some digital test equipment may display
separator code as "10" instead of "1".
PASS CODES
Code 11 or 111 indicates system passes that portion of test. If Code 11 or 111 is not retrieved in KOEO SELF-
TEST, codes retrieved during KOER SELF-TEST may not be valid. Code 11-1-11 or 111-1-111, output during
KOEO SELF-TEST, indicates no KOEO code or Continuous Memory Code was recorded.
CONTINUOUS MEMORY CODES
Continuous Memory Codes are displayed after separator pulse code in KOEO SELF-TEST. These codes result
from information stored by ECA during continuous self-test monitoring. These codes indicate faults recorded
within last 40 engine starts (80 engine starts on some models). Fault may or may not be currently present. See
SERVICE CODE REFERENCE CHARTS. Use these codes for diagnosis only when KOEO SELF-TEST
and KOER SELF-TEST result in Code 11 or 111.
FAST CODES
At start of KOEO SELF-TEST and after Wide Open Throttle (WOT) request in KOER SELF-TEST, ECA
outputs short bursts of information, known as FAST CODES, which were used by manufacturer during
assembly. With most equipment, these code bursts are not visible; an entire code sequence lasts less than 1/2
second. If this fluctuation is visible on test equipment, ignore it.
Fig. 1: Reading Service Codes (Typical)
CLEARING CODES
CAUTION: DO NOT disconnect vehicle battery to clear codes, as this will erase stored
operating information from Keep-Alive Memory (KAM).
To clear codes from ECA memory, start KOEO SELF-TEST. When service codes appear on test equipment or
CHECK ENGINE light, disconnect jumper wire from Self-Test Input (STI) connector. If using STAR Series
Tester, unlatch center button. This procedure erases Continuous Memory Codes from ECA memory. If problem
has not been corrected or fault is still present, hard code will immediately be reset in ECA memory.
NOTE: To clear KAM, disconnect negative battery terminal for at least 5 minutes.
QUICK TEST
Description
Following procedures are functional tests of EEC-IV system. See Fig. 3. These 5 basic test steps must be
carefully followed in sequence to avoid misdiagnosis or replacement of non-faulty components.
 Visual Check & Vehicle Preparation
 Equipment Hookup
 KOEO (Key On Engine Off) SELF-TEST
 Computed Timing Check
 KOER (Key On Engine Running) SELF-TEST
Diagnostic Aids
After each service or repair procedure has been completed, repeat QUICK TEST to ensure all EEC-IV systems
work properly and fault codes are no longer present.
VISUAL CHECK & EQUIPMENT HOOKUP
Complete all steps in BASIC TESTING article in the ENGINE PERFORMANCE Section before proceeding to
self-diagnostic tests. Ensure vacuum hoses and EEC-IV wiring harnesses are properly connected.
Apply parking brake, and place shift lever in PARK (A/T) or NEUTRAL (M/T) position. Block drive wheels.
Turn off all electrical loads. Connect appropriate test equipment to vehicle as follows:
Analog Volt-Ohmmeter (VOM)
1. Turn ignition switch to OFF position. Set VOM at 0-15V DC range. Connect positive lead of VOM to
positive battery terminal.
2. Connect negative VOM lead to Self-Test Output (STO) terminal of self-test connector. See Fig. 2.
Connect jumper wire from Self-Test Input (STI) pigtail to signal return terminal of self-test connector.
KOEO SELF-TEST will activate when ignition is turned on.
Scan Tester
Follow manufacturer instructions to hook up equipment and record service codes.
STAR Series Tester
Turn ignition switch to OFF position. Connect color-coded adapter cable leads to diagnostic tester. Connect
2service connectors of adapter cable to vehicle self-test connector and STI pigtail connector. Connect timing
light. Go to KOEO SELF-TEST.
Fig. 2: Connecting Self-Test Connector Equipment
Fig. 3: Fault Diagnosis Flow Chart (EEC-IV)
KOEO SELF-TEST
Ensure engine is warmed to normal operating temperature. If engine does not start (or stalls after starting),
continue KOEO SELF-TEST. DO NOT depress throttle on gasoline vehicles. Turn ignition off. Wait 10
seconds. Ensure test equipment is properly attached. Turn ignition on (engine off). Record all KOEO and
If a Code 11 or 111 (pass code) is not retrieved in KOEO portion of test, service KOEO codes. See SERVICE
CODE REFERENCE CHARTS. If ECA will not output codes, go to CIRCUIT TEST QA. If service codes
are retrieved:
 Service codes in order retrieved. See SERVICE CODE REFERENCE CHARTS.

 On DIS and EDIS models, see IGNITION SYSTEM in I - SYS/COMP TESTS article in the ENGINE
PERFORMANCE Section if Continuous Memory Code 45, 46, 48, 215, 216, 217, 232 or 238 is retrieved
during KOEO SELF-TEST.
 If vehicle has a no-start condition, go to CIRCUIT TEST AC (EDIS).
 If vehicle displays a Code 11 or 111 (pass code) and does not have any of symptoms described in
previous steps, go to COMPUTED TIMING CHECK.
COMPUTED TIMING CHECK
Turn ignition off. Connect timing light. Using jumper wire or test equipment, activate KOER SELF-TEST. If
engine starts and stalls (or stalls during self-test), go to CIRCUIT TEST S. Start engine, and check for
following:
 If Code 98 or 998 is displayed, EEC-IV system is operating in Failure Mode Effects Management
(FMEM). Vehicle cannot be diagnosed in KOER SELF-TEST; rerun KOEO SELF-TEST.
 Check computed timing after last service code has been displayed. Timing will remain fixed for 2
minutes after last code has been retrieved unless self-test is deactivated.
 Computed timing, at crankshaft, should equal base timing (see vehicle emission decal) plus 20 degrees
BTDC. This timing may vary 3 degrees (+/-). If computed timing is within specification, perform KOER
SELF-TEST. If timing is not within specification, go to step 2 of CIRCUIT TEST PC - SPARK TIMING
CHECK (EDIS VEHICLES).
KOER SELF-TEST
Diagnostic Aids
DO NOT enter this test sequence until a Code 11 or 111 (pass code) has been retrieved in KOEO SELF-TEST.
If system has not passed KOEO SELF-TEST, codes recorded in KOER SELF-TEST may not be valid.
Deactivate self-test by removing and reconnecting jumper wire or by procedure specified by test equipment in
use. Start engine, and run it for 2 minutes at 2000 RPM to warm Heated Exhaust Gas Oxygen (HEGO) sensor.
Turn engine off, and wait 10 seconds. Activate KOER SELF-TEST using a jumper wire or appropriate
procedure for test equipment used. Start engine. Record all service codes displayed. Check following items:
 If engine starts and stalls (or stalls during self-test), go to CIRCUIT TEST S.
 If Code 98 or 998 is displayed, EEC-IV system is operating in Failure Management Effects Mode
(FMEM) and vehicle has not passed KOEO SELF-TEST. Vehicle cannot be diagnosed while in FMEM
mode. See Code 98 or 998 in SERVICE CODE REFERENCE CHARTS.
 If vehicle is equipped with a Brake On-Off (BOO) switch, brake pedal must be depressed and released
after ID code portion of test.
 On vehicles with Power Steering Pressure Switch (PSPS), turn steering wheel at least 1/2 turn and release
within 1-2 seconds after ID code portion of test.
 On vehicles with E4OD transmissions, Overdrive Cancel Switch (OCS) must be cycled after ID code
portion of test.
 If Dynamic Response Code appears, perform a brief Wide Open Throttle (WOT). DO NOT perform
WOT unless requested.
 If a Code 11 or 111 (pass code) is retrieved during KOER SELF-TEST, service Continuous Memory
Codes retrieved in KOEO SELF-TEST. See SERVICE CODE REFERENCE CHARTS.
 If a Code 11 or 111 (pass code) is retrieved during Continuous Memory Code portion of KOEO SELF-
TEST (Code 11-1-11 or Code 111-1-111) and no driveability problem exists, EEC-IV testing is complete.
If driveability problems are still present, go to TESTS W/O CODES article in the ENGINE
 If KOER codes are present, see SERVICE CODE REFERENCE CHARTS. If system will not output
codes, go to CIRCUIT TEST QA.
CONTINUOUS MONITOR MODE (WIGGLE TEST)
Continuous Monitor Mode allows technician to attempt to recreate an intermittent fault while monitoring
system. This mode, also called wiggle test, may be used in both KOEO SELF-TEST and KOER SELF-TEST.
CIRCUIT TESTS specify use of this procedure to identify intermittent faults in specific circuits or components.
KOEO Wiggle Test
Connect test equipment. Turn ignition on, and activate self-test using jumper lead or diagnostic tester. Wait 10
seconds, and then deactivate and reactivate self-test. Wiggle test mode is now activated. Tap, move and wiggle
suspect sensor and/or harness area. If a fault is detected, a service code may be stored in memory and indicated
at diagnostic tester or scan tester. Retrieve code, and perform appropriate test. See SERVICE CODE
REFERENCE CHARTS.
KOER Wiggle Test
Connect test equipment. Turn ignition off, and wait 10 seconds. Start engine. Activate self-test using jumper
lead or diagnostic tester. Wait 10 seconds, and then deactivate and reactivate self-test. DO NOT turn engine off.
KOER wiggle test mode is now activated. Tap, move and wiggle suspect sensor and/or harness area. If a fault is
detected, a service code may be stored in memory and indicated at diagnostic tester or scan tester. Retrieve
code, and perform appropriate test. See SERVICE CODE REFERENCE CHARTS.
ADDITIONAL SYSTEM FUNCTIONS

Additional diagnostic system features are available to help diagnose driveability problems and service EEC-IV
systems.
Check Engine Light & Malfunction Indicator Light (MIL)
CHECK ENGINE light and MIL are intended to alert driver of certain malfunctions in EEC-IV system.
Light may also be used to retrieve service codes stored in ECA. When hooked up for KOEO SELF-TEST or
KOER SELF-TEST, light will display all codes which turn on light during vehicle operation, not just
If light comes on during vehicle operation, vehicle should be inspected as soon as possible. Immediately turning
off engine is not necessary; vehicle can be driven with light on.
If light comes on and then goes off during vehicle operation, code causing light to glow will be stored in ECA
memory as a Continuous Memory Code.
Light should come on when ignition is turned on and go out when engine is started. If light does not come on,
see SYMPTOMS in TESTS W/O CODES article in the ENGINE PERFORMANCE Section. If hard fault codes
are not present, ECA turns out light when it receives a Profile Ignition Pick-Up (PIP) signal.
Output State Check
Output state check is used as an aid for servicing EEC-IV system output actuators. It allows technicians to
operate most output actuators on command. This mode is entered from KOEO SELF-TEST after all codes have
been retrieved. Leave SELF-TEST activated, and depress throttle to initiate test sequence. Each time throttle is
depressed and released, output actuators will change from on to off or off to on.
Failure Mode Effects Management (FMEM), Code 98 Or 998 -FMEM mode allows system operation when
sensors fail or transmit signals that are out of normal operating range. During FMEM mode, ECA substitutes a
mid-range signal for defective sensor while continuing to monitor sensor. If faulty sensor's signals return to
normal operating range, ECA will use those signals. A Code 98 or 998 will be displayed when FMEM mode is
in effect.
Hardware Limited Operational Strategy (HLOS)
If a number of system or sensor failures are present and ECA is not receiving enough information to operate,
ECA will switch to HLOS mode. ECA will output fixed values to allow operation of vehicle. Driveability
performance will be reduced.
Cylinder Balance Test
This test helps identify a weak or non-contributing cylinder in engines with sequential PFI fuel systems. ECA
shuts off fuel supply to each injector and measures RPM drop. It computes variation between cylinders and
identifies weak ones. This test mode is entered from KOER SELF-TEST after all codes have been displayed.
Within 2 minutes after codes have been displayed, lightly depress throttle (a 2-3 degree throttle angle is
required, not a wide open throttle). After a brief stabilizing period, ECA will activate test procedure. Test will
be repeated if throttle is depressed within 2 minutes of final code output. During second and third test
sequences, percentage of allowable variation between cylinders is reduced. Service codes displayed during this
test identify weak or non-contributing cylinder. See CYLINDER BALANCE TEST SERVICE CODES. If
Code 90 is displayed during this test, system has passed test. If Code 77 is displayed, repeat cylinder balance
test. If throttle is moved during this test, Code 77 will appear, indicating test is not completed. Total test time is
about 3 minutes.

90 Pass
10 Cylinder No. 1
20 Cylinder No. 2
30 Cylinder No. 3
40 Cylinder No. 4
50 Cylinder No. 5
60 Cylinder No. 6
70 Cylinder No. 7
80 Cylinder No. 8
77 Retest
SUMMARY
If no service code or Code 11-1-11 or 111-1-111 (pass code) is present, but driveability problem still exists,
proceed to EEC-IV DIAGNOSIS BY SYMPTOM. If driveability problem still cannot be located, go to
TESTS W/O CODES article in the ENGINE PERFORMANCE Section for diagnosis by symptoms or
intermittent diagnostic procedures.
EEC-IV DIAGNOSIS BY SYMPTOM

Symptom Application Circuit Test
A/C Compressor Runs 2.3L & 4.9L KM - Step 35)
Continuously
A/C Does Not Cut Off During All Models KM - Step 15)
WOT
A/C Not Functioning All Models KM - Step 1)
Black Exhaust Smoke Except 7.3L H - Step 1)
CHECK ENGINE Light Always (1) Except 7.3L ML - Step 1)
On
CHECK ENGINE Light Flashing (1) Except 7.3L ML - Step 15)
With Erratic Idle
CHECK ENGINE Light Never On (1) Except 7.3L ML - Step 4)
CHECK ENGINE Light On (1) Except 7.3L ML - Step 10)
Intermittently
Engine Detonates 2.3L & 4.0L KP - Step 5)
Engine Hesitates After Hot Restart (1) Except 7.3L H - Step 21)
Engine Hesitation (1) Except 7.3L S - Step 2)
Engine Lacks Power Or Loses (1) Except 7.3L S - Step 2)
Power
Engine Miss At Idle, Acceleration (1) Except 7.3L S - Step 2)
Or Cruise
Engine Runs Rough At All Times (1) Except 7.3L S - Step 2)
Engine Stalls Except 7.3L S - Step 2)
Engine Stalls During Models With E4OD TC - Step 1)
Transmission Downshift
Engine Stalls During Models With E4OD TC - Step 1)
Transmission Engagement
Engine Surge At Acceleration Or (1) Except 7.3L S - Step 2)
Cruise
Engine Surge At Idle With A/C (1) 2.3L KM - Step 30)
On
Erratic RPM Except 7.3L S - Step 2)
Gasoline Fumes Models With CANP KD - Step 1)
Late Shift Into 4x4 High Models With E4OD TB - Step 5)
Low Idle With A/C on Except 7.3L KM - Step 43)
Overdrive Cancel Indicator Off Models With E4OD TB - Step 4)
4x4 Low Light Always Off & Models With E4OD TB - Step 2)
Harsh Shift
4x4 Low Light Always On & Shift Models With E4OD TB - Step 2)
Slipping
(1) On models equipped with mass airflow system, ensure air induction and electrical connections are
clean and tight.
DIAGNOSTIC TROUBLE CODE REFERENCE CHARTS

DIAGNOSTIC TROUBLE CODE REFERENCE CHARTS (2-DIGIT)
Fig. 4: Diagnostic Trouble Code Reference Chart (Codes 11-56)
DIAGNOSTIC TROUBLE CODE REFERENCE CHARTS (3-DIGIT)

DIAGNOSTIC TROUBLE CODE DEFINITION CHARTS

DIAGNOSTIC TROUBLE CODE (DTC) DEFINITION (AEROSTAR, EXPLORER & RANGER 4.0L)
DIAGNOSTIC TROUBLE CODE (DTC) DEFINITION

Service Code & Test Condition(s) Service Code Definition
111 - KOEO, KOER Continuous Memory System Pass
112 - KOEO, Continuous Memory ACT indicated 123°C (254°F)/circuit grounded
113 - KOEO, Continuous Memory ACT indicated -40°C (-40°F)/circuit open
114 - KOEO, KOER Air Charge Temp (ACT) out of Self-Test Range
116 - KOEO, KOER Engine Coolant Temp (ECT) out of Self-Test Range
117 - KOEO, Continuous Memory ECT indicated 123°C (254°F)/circuit grounded
118 - KOEO, Continuous Memory ECT indicated -40°C (-40°F)/circuit open
121 - KOEO, KOER, Continuous Memory Throttle Position (TP) out of Self-Test Range
122 - KOEO, Continuous Memory Throttle Position (TP) circuit below minimum
voltage
123 - KOEO, Continuous Memory Throttle Position (TP) circuit above maximum
voltage
124 - Continuous Memory Throttle Position (TP) Sensor voltage higher than
expected
125 - Continuous Memory Throttle Position (TP) Sensor voltage lower than
expected
129 - KOER Insufficient MAF change during Dynamic Response
Test
157 - Continuous Memory MAF circuit below minimum voltage
158 - KOEO, Continuous Memory MAF circuit above maximum voltage
159 - KOEO, KOER Mass Air Flow (MAF) out of Self-Test range
167 - KOER Insufficient TP change during Dynamic Response
Test
171 - Continuous Memory Fuel system at adaptive limits, Oxygen Sensor
(HEGO) unable to switch
172 - KOER, Continuous Memory Lack of Oxygen Sensor (HEGO) switches, indicates
lean
173 - KOER, Continuous Memory Lack of Oxygen Sensor (HEGO) switches, indicates
rich
179 - Continuous Memory Fuel system at lean adaptive limit at part throttle,
system rich
181 - Continuous Memory Fuel system at rich adaptive limit at part throttle,
system lean
184 - Continuous Memory Mass Air Flow (MAF) higher than expected
185 - Continuous Memory Mass Air Flow (MAF) lower than expected
186 - Continuous Memory Injector pulse width higher than expected
187 - Continuous Memory Injector pulse width lower than expected
211 - Continuous Memory PIP circuit failure
212 - Continuous Memory Loss of IDM input to processor/SAW circuit
grounded
213 - KOER SAW circuit open
226 - KOEO Ignition Diagnostic Monitor (IDM) signal not
received
232 - Continuous Memory Coil 1, 2 or 3 failure
341 - KOEO Octane Adjust circuit open
411 - KOER Cannot control rpm during Self-Test low rpm check
412 - KOER Cannot control rpm during Self-Test high rpm check
452 - Continuous Memory Insufficient input from the Programmable
Speedometer/Odometer Module (PSOM, Aerostar
only)
511 - KOEO EEC processor Read Only Memory (ROM) test
failed
512 - Continuous Memory EEC processor Keep Alive Memory (KAM) test
failed
513 - KOEO Failure in EEC processor internal voltage
522 - KOEO Vehicle not in PARK or NEUTRAL during KOEO
528 - Continuous Memory Clutch Switch circuit failure
536 - KOER Brake On/Off (BOO) circuit failure/not actuated
during Self-Test
538 - KOER Operator error (Dynamic Response/Cylinder
Balance Tests)
539 A/C ON/Defrost ON during Self-Test
542 - KOEO, Continuous Memory Fuel Pump circuit open - ECA to motor ground
543 - KOEO, Continuous Memory Fuel Pump circuit open - battery to ECA
556 - KOEO, Continuous Memory Primary Fuel Pump circuit failure
565 - KOEO Canister Purge (CANP) circuit failure
566 - KOEO Shift Solenoid (SS) circuit failure
629 - KOEO Clutch Converter Override (CCO) circuit failure
998 - KOER Hard fault present
NO CODES Unable to initiate Self-Test or unable to output Self-
Test Codes
CODES NOT LISTED Service codes displayed are not applicable to the
vehicle being tested
CIRCUIT TESTS
NOTE: A breakout box, connected to vehicle harness at ECA, is necessary to perform

most circuit tests. References to Test Pin No. found in CIRCUIT TEST steps
refer to test terminals on manufacturer breakout box overlay. Circuit diagrams
at beginning of each test identify circuit and wire colors.
HOW TO USE CIRCUIT TESTS

1. Ensure all non-EEC-IV related faults found while performing steps in BASIC TESTING article in the
ENGINE PERFORMANCE Section have been corrected. DO NOT perform any CIRCUIT TEST unless
instructed by a QUICK TEST procedure. Follow each test step in order until fault is found. When more
than one code is retrieved, start with first code displayed.
2. CIRCUIT TESTS ensure electrical circuits are okay before sensors or other components are replaced.
Always test circuits for continuity between sensor and ECA. Test all circuits for short to power, opens or
short to ground. Voltage Reference (VREF) and Voltage Power (VPWR) circuits should be tested with
ignition on unless otherwise specified in CIRCUIT TESTS.
3. DO NOT measure voltage or resistance at ECA. DO NOT connect any test light unless specified in
testing procedure. All measurements are made by probing rear of connector. Isolate both ends of a circuit
and turn ignition off when checking continuity, unless instructed otherwise.
4. Disconnect solenoids and switches from harness before measuring continuity and resistance or applying
voltage. After each repair, check all component connections and repeat QUICK TEST.
5. An open circuit is defined as a resistance reading of greater than 5 ohms. This specification tolerance may
be too high for some items in EEC-IV system. If resistance approaches 5 ohms, always clean suspect
connector and coat it with protective dielectric silicone grease. A short is defined as a resistance reading
of less than 10,000 ohms to ground, unless stated otherwise in CIRCUIT TEST.
Diagnostic Aids
Fuel-contaminated engine oil may affect some codes. If oil is suspect, remove PCV valve from valve cover and
repeat QUICK TEST. If problem is corrected, change engine oil.
On CIRCUIT TEST H and CIRCUIT TEST J, vacuum leaks in non-EEC related areas may cause Code 41 or 91
to be displayed. Check vacuum motors, engine seals, EGR system, PCV system, Canister Purge (CANP),
HEGO sensor and between airflow meter and throttle body for unmetered air leaks. Code 42 or 92 may be
caused by fuel-contaminated engine oil, ignition misfire, or EGR system or CANP problems.
NOTE: In following tests, circuit diagrams and illustrations are courtesy of Ford Motor
Co.
CIRCUIT TESTS are grouped as follows.
 A-C - No Start & Voltage Tests

 DA-DS - Input Sensor Tests
 FD-FF - Additional Input Component Tests
 G-J - Fuel Control System Tests
 KD-TG - ECA (Processor) Output Tests
CIRCUIT TEST INDEX

Circuit Test Title Circuit Tested
No-Start & Voltage Tests
AC No Start (EDIS)
B Vehicle Battery
C Reference Signal
Input Sensor Tests
DA ACT/ECT Sensor
DC Mass Airflow Sensor
DF MAP Sensor
DH Throttle Position Sensor
DP Vehicle Speed Sensor
DS Programmable
Speedometer/Odometer Module
Additional Input Component Tests
FD Brake On-Off (BOO) Switch
FE Electrical Load Inputs
Fuel Control System Tests
G MAF/TPS Fuel Injector Pulse
Width Test
H Fuel Control
HA Adaptive Fuel
J Fuel Pump Circuit
ECA (Processor) Output Tests
KA EVR Solenoid
KD Canister Purge
KE Idle Speed Control
KM WAC & A/C Demand Switch
KP Octane Adjust
M Dynamic Response Test
ML STO/MIL
NC EDIS Ignition Diagnostic Monitor
PC Spark Timing Check (EDIS)
QA No Codes/Codes Not Listed
QB Continuous Memory Service Code
15 Or 512
QC Output State Check Not
Functioning
S System Check
TA Neutral Drive Input
TB 4x4 Low/Overdrive Cancel Switch
TC Transmission Solenoids
TD Manual Lever Position Sensor
TE Transmission Oil Temperature
Sensor
DIAGNOSTIC CIRCUIT TESTS

CIRCUIT TEST AC - NO START (EDIS IGNITION SYSTEMS)
CAUTION: Stop this test at first sign of a fuel leak. DO NOT allow smoking or an open
flame in vicinity of vehicle during these tests.
Diagnostic Aids
Enter this CIRCUIT TEST only when all steps under QUICK TEST have been successfully completed and
engine still does not start or if directed here from another test or chart. This test is only intended to diagnose:
 Spark (ECA-controlled).
 Wiring harness circuits (PIP, IGN GND and VPWR).
 ECA.
To prevent replacement of good components, be aware following non-EEC related areas and components may
be cause of problem:
 Fuel Quality And Quantity

 Ignition (General Condition)
 Engine Mechanical Components
 Starter And Battery Circuits
 Variable Reluctance Sensor (VRS)
 EDIS Module
 Coil Packs
Fig. 10: EDIS Module Circuits (4.0L)
CIRCUIT TEST AC TEST PIN WIRE COLOR ID

Application Pin No. Wire Color
All Models 4 (IDM) Tan/Yellow
Aerostar 36 (SAW) Yellow/Lt. Green
Explorer & Ranger 36 (SAW) Pink
All Models 56 (PIP) Gray/Orange
1. Starting System Ensure fuel pump inertia switch is closed (button pushed in). Try to start engine. If
engine does not crank, check vehicle starting and charging systems. If engine cranks, go to next step.
2. Check VREF Signal At TPS Turn ignition off. Disconnect Throttle Position Sensor (TPS). Turn ignition
on (engine off). Measure voltage between VREF and SIG RTN at TPS harness connector. See Fig. 11. If
voltage is not 4-6 volts, go to CIRCUIT TEST C. If voltage is 4-6 volts, reconnect TPS and go to next
step.
Fig. 11: TPS Harness Connector Terminal ID

3. Check For Spark At Plugs Disconnect any spark plug wire. Connect spark tester between plug wire and
engine ground. Crank engine and check for spark. If spark is present, reconnect spark plug wire and go to
step 4). If spark is not present, check ignition system. See EDIS SYSTEM in I - SYS/COMP TESTS
4. Check IGN GND Continuity Turn ignition off and wait 10 seconds. Disconnect ECA 60-pin connector.
Inspect for damage and repair as necessary. Install Breakout Box (T83L-50-EEC-IV), leaving ECA
disconnected. Disconnect EDIS module. Measure resistance between test pin No. 16 at breakout box and
IGN GND terminal at EDIS module wiring harness connector. If resistance is 5 ohms or more, repair
open in IGN GND circuit and repeat QUICK TEST. If reading is less than 5 ohms, go to next step.
5. Check PIP For Short To Power Ensure ignition is turned off. Disconnect EDIS module. Measure
voltage between test pin No. 56 at breakout box and negative battery terminal. If voltage is greater than 7
volts, repair PIP circuit short to power and repeat QUICK TEST. If voltage is not greater than 7 volts, go
to next step.
6. Check PIP Circuit Continuity Ensure ignition is turned off. Measure resistance between test pin No. 56
at breakout box and PIP terminal at EDIS module wiring harness connector. If resistance is less than 5
ohms, go to next step. If resistance is 5 ohms or more, repair open PIP circuit and repeat QUICK TEST.
7. Check PIP Circuit For Shorts To Ground Ensure ignition is turned off. Measure resistance between
test pin No. 56 (PIP) and test pins No. 16, 40, 46 and 60 for short to ground. If any reading is less than
10,000 ohms, repair short in PIP circuit and repeat QUICK TEST. If engine still does not start, go to next
step. If all readings are 10,000 ohms or more, go to step next step.
8. Isolate Shorts In ECA Ensure ignition is turned off. With breakout box installed, connect ECA to
breakout box. Disconnect EDIS module. Measure resistance between test pin No. 56 (PIP) and test pins
No. 37 and 57 for short to power. Measure resistance between test pin No. 56 and test pins No. 40 and 60
for short to ground. If any resistance is not 20,000-150,000 ohms, replace ECA and repeat QUICK TEST.
If all resistances are 20,000-150,000 ohms, go to next step.
9. Check PIP Signal Turn ignition off. Wait 10 seconds. With breakout box installed, disconnect ECA.
Reconnect EDIS module. Measure voltage between test pin No. 56 and test pin No. 16 at breakout box
while cranking engine. Record voltage. If voltage is 3-7 volts, go to next step. If voltage is not 3-7 volts,
replace EDIS module and repeat QUICK TEST.
10. Fuel Pump Check Connect fuel pressure gauge to vehicle. Note initial pressure reading. Pressurize fuel
system by turning ignition on for one second. Record system pressure. Turn ignition off, and wait 10
seconds. Repeat sequence 5 times. If pressure increases, go to CIRCUIT TEST S. If pressure does not
increase, go to FUEL SYSTEM in SYSTEM & COMPONENT TESTING - EEC-IV.
CIRCUIT TEST B - CHECKING VEHICLE BATTERY
Diagnostic Aids
Enter this CIRCUIT TEST only when directed by CIRCUIT TEST C, CIRCUIT TEST J, CIRCUIT TEST PA,
CIRCUIT TEST PB or CIRCUIT TEST PC. To prevent replacement of good components, be aware following
non-EEC related areas may be cause of problem: battery cables, ground straps, voltage regulator, alternator and
ignition switch. This test is intended to diagnose ECA, power relay, battery voltage and following harness
circuits.
 Signal Return
 PWR GND
 VPWR
 KAPWR
 VREF
 Ignition Switch
Fig. 12: Identifying Power Relay Circuits Terminals
CIRCUIT TEST B TEST PIN WIRE COLOR ID

All Models 1 (KAPWR) Yellow
Aerostar 17 (STO) Tan/Red
Explorer & Ranger 17 (STO) Yellow/Black

article in the GENERAL INFORMATION Section before disconnecting
battery.
1. Battery Voltage Check Turn ignition on (engine off). Measure battery voltage. If voltage is less than
10.5 volts, recharge or replace battery. If voltage is 10.5 volts or more, go to next step.
2. Check Continuity Of PWR GND Circuit Turn ignition off. Wait 10 seconds. Disconnect ECA. Inspect
connector pins for damage and repair as necessary. Install Breakout Box (T83L-50-EEC-IV). Connect
ECA to breakout box. Measure resistance between test pins No. 40 and 60 at breakout box and negative
battery terminal. If resistance is 5 ohms or more, repair open in PWR GND circuit. Remove breakout box,
and repeat QUICK TEST. If both resistances are less than 5 ohms, go to next step.
3. Check For Open Between SIG RTN & PWR GND Circuits At ECA Ensure ignition is turned off.
With breakout box installed and ECA connected, set DVOM on 200-ohm scale. Measure resistance
between test pin No. 46 and test pins No. 40 and 60 at breakout box. If readings are 5 ohms or more,
disconnect ECA connector. Inspect connector pins for damage and repair as necessary. If fault is still
present, replace ECA and repeat QUICK TEST. If readings are less than 5 ohms, go to next step.
4. Check Continuity Of SIG RTN Circuit Ensure ignition is turned off. Measure resistance between test
pin No. 46 at breakout box and SIG RTN terminal at self-test connector. If resistance is 5 ohms or more,
repair open in SIG RTN circuit. Remove breakout box, and repeat QUICK TEST. If reading is less than 5
ohms, go to next step.
5. Check KAPWR Circuit Voltage At EEC Power Relay Turn ignition off. Locate relay block in engine
compartment. Disconnect EEC power relay from relay block. Turn ignition on. Measure voltage between
negative battery terminal and KAPWR terminal at EEC power relay connector. If voltage is 10.5 volts or
less, check KAPWR circuit between EEC power relay and battery power for open circuit. If voltage is
10.5 volts or more, go to next step.
6. Check Ignition Circuit Voltage At EEC Power Relay Ensure EEC power relay is disconnected. Turn
ignition on. Measure voltage between negative battery terminal and IGNITION terminal at EEC power
relay connector. If voltage is less than 10.5 volts, check for open in ignition switch circuits. Repair
wiring, and repeat QUICK TEST. If voltage is 10.5 volts or more, go to next step.
7. Check PWR GND Circuit Continuity Turn ignition off, and wait 10 seconds. With ECA connected to
breakout box, measure resistance between negative battery terminal and PWR GND terminal at EEC
power relay connector. If resistance is 10 ohms or more, repair open circuit in ground circuit. Repeat
QUICK TEST. If reading is less than 10 ohms, go to next step.
8. Check VPWR Circuit Continuity Turn ignition off. Measure resistance between test pins No. 37 and 57
(VPWR) at breakout box and VPWR terminal of EEC power relay connector. If resistance is 5 ohms or
more, repair VPWR open circuit between EEC power relay and ECA. Repeat QUICK TEST. If reading is
less than 5 ohms, go to next step.
9. Check VPWR Circuit Voltage Turn ignition off. Install EEC power relay. Turn ignition on. With ECA
connected, measure voltage between test pins No. 37 and 57 (VPWR) and test pins No. 40 and 60 (PWR
GND) and 46 (SIG RTN) at breakout box. If voltage is 10.5 volts or more, repair circuit between ECA
and EEC power relay. Repeat QUICK TEST. If voltage is less than 10.5 volts, replace EEC power relay.
Repeat QUICK TEST.
CIRCUIT TEST C - REFERENCE VOLTAGE
Diagnostic Aids
Perform this test when a check for VREF signal has failed in sensor input CIRCUIT TEST DA and CIRCUIT
TEST DS, or if directed by CIRCUIT TEST A or CIRCUIT TEST QA. SIG RTN is a dedicated ground used by
most EEC-IV system sensors. VREF is a 5-volt reference voltage that is continuously output by ECA. This
consistent voltage signal is used on all 3-wire sensors. This circuit test is only intended to diagnose SIG RTN,
VREF, TP, EVP, PFE, DPFE, MAP and BP circuits.
Fig. 13: Reference Voltage Circuit & Connector Terminal ID
CIRCUIT TEST C TEST PIN WIRE COLOR ID

All Models 26 (VREF) Brown/White
All Models 46 (SIG RTN) Gray/Red
1. Check Battery Power Circuit Turn ignition off, and wait 10 seconds. Disconnect ECA 60-pin
connector. Inspect for damage and repair as necessary. Install Breakout Box (T83L-50-EEC-IV), leaving
ECA connected. Turn ignition on. Measure and record voltage between breakout box test pin No. 37 and
SIG RTN terminal of self-test connector. Measure and record voltage across battery terminals. If both
readings are less than 10.5 volts, or if they differ by more than 1.0 volt, reconnect sensor (if applicable)
and go to CIRCUIT TEST B. If voltages are 10.5 volts or more and do not differ from one another by
more than one volt, go to next step.
2. Check VREF Voltage With breakout box installed and ECA connected, set DVOM on 20-volt scale.
Turn ignition on. Measure voltage between test pins No. 26 and 46 at breakout box. If voltage is 4-6
volts, go to step 3). If voltage is more than 6 volts, go to step 4). If voltage is less than 4 volts, go to next
step.
3. Check VREF & SIG RTN Circuit Continuity Turn ignition off. If directed here by a sensor test, ensure
sensor is disconnected. Measure resistance between test pin No. 26 and VREF terminal at wiring harness
connector of applicable sensor. Measure resistance between test pin No. 46 and SIG RTN circuit terminal
at wiring harness connector of applicable sensor. If both readings are less than 5 ohms, VREF circuit is
okay. If either reading is 5 ohms or more, repair open in VREF or SIG RTN circuit and repeat QUICK
TEST.
4. Check For Excess VREF Circuit Voltage Turn ignition off. With breakout box installed, disconnect
ECA and scan tester or STAR tester (if applicable). Turn ignition on. Measure voltage between test pin
No. 26 and battery ground. If voltage is less than 0.5 volt, replace ECA and repeat QUICK TEST. If
voltage is 0.5 volt or more, repair short to battery power in wiring harness. Remove breakout box and
repeat QUICK TEST. Replace ECA if fault still occurs.
5. Check For Shorted TPS Turn ignition off. Connect ECA to breakout box. Disconnect Throttle Position
Sensor (TPS) from wiring harness. Turn ignition on. Measure voltage between test pins No. 26 and 46 at
breakout box. If voltage is 4 volts or more, replace TPS and repeat QUICK TEST. If voltage is less than 4
volts on models with EVP, PFE or DPFE sensor, go to next step; if voltage is less than 4 volts on all other
models, go to step 7.
6. Check For Shorted EVP/PFE/DPFE Sensor Turn ignition off. Disconnect EVP/PFE/DPFE sensor.
Turn ignition on. Measure voltage between test pins No. 26 and 46. If voltage is 4 volts or more, replace
EVP/PFE/DPFE sensor and repeat QUICK TEST. If voltage is less than 4 volts, reconnect
EVP/PFE/DPFE sensor and go to next step.
7. Check For Shorted MAP/BP Sensor On models not equipped with a MAP/BP sensor, go to next step;
on all other vehicles, turn ignition off. Disconnect MAP/BP sensor. Turn ignition on. Measure voltage
between test pins No. 26 and 46. If voltage is 4 volts or more, replace MAP/BP sensor. Remove breakout
box, and repeat QUICK TEST. If voltage is less than 4 volts, reconnect MAP/BP sensor and go to next
step.
8. Check VREF Circuit For Short To Ground Turn ignition off. Disconnect TPS, MAP/BP sensor and
EVP/PFE/DPFE sensor (if equipped). Measure resistance between test pin No. 26 and test pins No. 20,
40, 46 and 60. If any resistance is less than 5 ohms, repair short to ground. Remove breakout box, and
repeat QUICK TEST. If original problem still exists, replace ECA and repeat QUICK TEST. If readings
are 5 ohms or more, replace ECA and repeat QUICK TEST.
CIRCUIT TEST DA - TEMPERATURE SENSOR TEST (ACT & ECT)
Diagnostic Aids
Perform this test only when directed by QUICK TEST. Ambient air temperature must be at least 50°F (10°C) to
receive valid input from ACT and VAT sensors. Engine coolant temperature must be greater than 50°F (10°C)
to pass KOEO SELF-TEST and greater than 180°F (82°C) to pass KOER SELF-TEST. Voltage values in this
test are based on a 5-volt VREF signal. Values may vary up to 15% due to sensor and VREF variations.
This circuit test is intended to diagnose following components and circuits:
 Air Charge Temperature (ACT) sensor.

 Engine Charge Temperature (ECT) sensor.
 Wiring harness circuits (ACT, ECT and SIG RTN).
 Electronic Control Assembly (ECA).
To prevent replacing good components, ensure following non-EEC areas or components are not cause of
problem:
 Coolant Level Low

 Cooling System, Water Pump Or Fan
 Electro Drive Cooling Fan
 Engine Operating Temperature Low
 Engine Oil Level Low
 Thermostat
 Air Cleaner Duct
 Ambient Temperature Too Low
Fig. 14: Temperature Sensor Circuit & Connector Terminal ID

CIRCUIT TEST DA TEST PIN WIRE COLOR ID

All Models 7 (ECT) Lt. Green/Red
All Models 25 (ACT) Gray
1) Code 21/116 Or 24/114 Code 21/116 (ECT) or 24/114 (ACT)indicates corresponding sensor is out of
self-test range. Correct range for measurement is .3-3.7 volts. Check for following possible causes:
 Low ambient temperature (less than 50°F).
 Low coolant level.
 Faulty harness connector.
 Faulty sensor.
 ACT sensor improperly mounted in air cleaner.
If vehicle cannot be started, go to step 3). If vehicle stalls, go to CIRCUIT TEST S. Ensure upper
radiator hose is hot and pressurized. Repeat QUICK TEST. If Code 21, 24, 114 or 116 is present, go to
next step. If none of these codes are present, service other codes as necessary.
2) Check VREF Circuit Voltage At TPS Turn ignition off. Disconnect Throttle Position Sensor (TPS).
Turn ignition on. Measure voltage at TPS wiring harness connector between VREF and SIG RTN. See
Fig. 15. If voltage is 4-6 volts, reconnect TPS and go to next step. If voltage is not 4-6 volts, go to
CIRCUIT TEST C.
3) Check Temperature Sensor Resistance Turn ignition off. Disconnect suspect sensor. Measure
resistance between sensor signal circuit and SIG RTN circuit at sensor. If resistance is not within
specification, replace suspected sensor. See ACT & ECT SENSOR SPECIFICATIONS. Reconnect
wiring harness, and repeat QUICK TEST. If resistance is within specification, perform following step as
applicable.
 For diagnosing vehicles with ECT sensor and a no-start condition, DO NOT service Code 21/116 at
this time. Go to CIRCUIT TEST AC (EDIS).
 For other vehicles, go to step 4).
ACT & ECT SENSOR SPECIFICATIONS

Temperature °F (°C) Voltage Ohms
50 (10) 3.5 58,750
68 (20) 3.1 37,300
86 (30) 2.6 24,270
104 (40) 2.1 16,150
122 (50) 1.7 10,970
140 (60) 1.3 7700
158 (70) 1.0 5370
176 (80) .8 384
194 (90) .6 280
212 (100) .5 207
230 (110) .4 155
Fig. 15: TPS Harness Connector Terminal ID

4) Warm engine to normal operating temperature. Turn ignition off. Disconnect suspect sensor. Run
engine at 2000 RPM for 2 minutes. Measure resistance between sensor signal circuit and SIG RTN circuit
at temperature sensor. See ACT & ECT SENSOR SPECIFICATIONS. If resistance is within
specification, replace ECA and repeat QUICK TEST. If sensor is not within specification, replace sensor
and repeat QUICK TEST.
10) Code 51/118 Or 54/113: Induce Opposite Code (Code 61/117 Or 64/112) Code 51/118 (ECT) or
54/113 (ACT) indicate corresponding sensor signal is greater than self-test maximum. Maximum signal
voltage for ECT and ACT sensor is 4.6 volts. Possible causes for excess voltage signals are:
 Open circuit in wiring harness (ACT or ECT).
 Faulty connection.
 Faulty sensor.
 Faulty ECA.
Turn ignition off. Disconnect suspect temperature sensor. Connect a jumper wire between sensor SIG
RTN terminal and SIG RTN terminal at temperature sensor wiring harness connector. Repeat QUICK
TEST. If Code 61, 64, 112 or 117 is displayed, replace suspect sensor and repeat QUICK TEST. If Code
61, 64, 112 or 117 is not displayed, remove jumper wire and go to next step.
11) Check Continuity Of Sensor Signal & SIG RTN Circuits Turn ignition off. Ensure suspect
temperature sensor is disconnected. Disconnect ECA 60-pin connector. Check for damaged wiring, and
repair as necessary. Install Breakout Box (T83L-50-EEC-IV), leaving ECA disconnected. Measure
resistance of sensor signal circuit between test pin No. 7 (ECT sensor) or test pin No. 25 (ACT sensor) at
breakout box and sensor signal circuit terminal at sensor wiring harness connector. Also measure
resistance between test pin No. 46 and SIG RTN circuit at sensor wiring harness connector. If both
readings are less than 5 ohms, replace ECA and repeat QUICK TEST. If either reading is 5 ohms or more,
repair open circuit. Remove breakout box and repeat QUICK TEST.
20) Code 61/117 or 64/112: Induce Opposite Code (51/118 or 54/113) Code 61/117 (ECT) or 64/112
(ACT) indicates sensor signal is less than self-test minimum. Minimum signal for ACT and ECT sensor is
0.2 volt. Possible causes for this fault are:
 Circuit grounded in wiring harness (ACT or ECT).
 Faulty sensor.
 Faulty ECA.
 Faulty connection.
Turn ignition off. Disconnect wiring harness connector from suspect sensor. Check for damaged wiring,
and repair as necessary. Repeat KOEO SELF-TEST. If Code 51, 54, 113 or 118 is displayed, replace
sensor repeat QUICK TEST. If Codes 51, 54, 113 and 118 is not displayed, go to next step.
21) Check VREF Circuit Voltage At TPS Turn ignition off. Disconnect wiring harness connector from
suspect sensor. Disconnect TPS. Turn ignition on. Measure voltage between VREF and SIG RTN at TPS
wiring harness connector.If voltage is not 4-6 volts, go to CIRCUIT TEST C. If voltage is 4-6 volts,
connect TPS and go to next step.
22) Check Temperature Sensor Signal For Shorts To Ground Turn ignition off. Disconnect suspect
sensor. Disconnect ECA 60-pin connector. Inspect for damage and repair as necessary. Install Breakout
Box (T83L-50-EEC-IV), leaving ECA disconnected. Measure resistance between test pin No. 7 (ECT) or
25 (ACT) and pins No. 40, 46 and 60. If any reading is less than 10,000 ohms, repair short circuit and
repeat QUICK TEST. If all readings are 10,000 ohms or more, replace ECA and repeat QUICK TEST.
90) Continuous Memory Code 51/118, 54/113, 61/117 Or 64/112 A Continuous Memory Code 51/118
or 54/113 indicates sensor signal is greater than self-test maximum of 4.6 volts. Code is set during normal
driving conditions. Continuous Memory Code 61/117 or 64/112 indicates sensor signal is less than self-
test minimum of 0.2 volt. Code is set during normal driving conditions. Possible causes for these faults
are:
 Faulty sensor.
 Open or grounded circuit in harness.
 Faulty ECA.
SENSOR CODES
Sensor Continuous Memory Code
ACT 54/113, 64/112
ECT 51/118, 61/117
Enter KOEO wiggle test mode. See CONTINUOUS MONITOR MODE (WIGGLE TEST) under
QUICK TEST. Observe analog voltmeter or scan tester for indication of fault while tapping sensor lightly
and wiggling sensor connector. If fault is indicated, disconnect and inspect connector and terminals. If
connector and terminals are okay, replace sensor, clear continuous memory and repeat QUICK TEST. If
fault is not indicated, go to next step.
91) Check EEC-IV Wiring Harness While in CONTINUOUS MONITOR MODE (WIGGLE TEST),
observe analog voltmeter or scan tester while wiggling and bending wiring harness, a small section at a
time, from sensor to cowl. Also check harness from cowl to ECA. If fault is indicated, isolate fault and
repair as necessary. Clear continuous memory, and repeat QUICK TEST. If no fault is found, go to next
step.
92) Inspect ECA & Wiring Harness Connectors Turn ignition off. Disconnect ECA 60-pin connector.
Inspect both connector and connector terminals for damage. If connectors and terminals are damaged,
repair as necessary and repeat QUICK TEST. If connectors and terminals are okay and fault cannot be
duplicated at this time, see INTERMITTENTS in TESTS W/O CODES article in the ENGINE
100) Continuous Memory Code 338 A Continuous Memory Code 338 indicates cooling system has not
reached normal operating temperature. Possible causes for this fault are:
 Thermostat stuck open.
 Coolant outlet gasket leak.
 Water pump gasket leak.
Repair cooling system as necessary. Clear continuous memory, and repeat QUICK TEST.
101) Continuous Memory Code 339 A Continuous Memory Code 339 indicates cooling system has
overheated. Possible causes for this fault are:
 Coolant level low.
 Thermostat stuck closed.
 Coolant system clogged.
 Radiator fins clogged.
 Water pump damaged or worn.
 Radiator cap damaged or worn.
 Cooling fan damaged or worn.
Repair cooling system as necessary. Clear continuous memory, and repeat QUICK TEST.
CIRCUIT TEST DC - MASS AIRFLOW (MAF) SENSOR
Diagnostic Aids
Perform this test when directed by QUICK TEST. This test procedure is only intended to diagnose MAF sensor,
ECA and wiring harness circuits (VPWR, PWR GND, MAF and MAF RTN).
To prevent replacement of good components, be aware following non-EEC related areas may be cause of
problem:
 Air Cleaner Element

 Inlet Air Duct
 Throttle Body
Code 26/159, retrieved during KOEO SELF-TEST, indicates voltage exceeded .7-volt test range. Code 26/159,
retrieved during KOER SELF-TEST, indicates voltage is not within .2-1.5 volts operating range. Possible
causes are faulty MAF sensor or ECA.
Fig. 16: Mass Airflow (MAF) Sensor Circuit & Connector Terminal ID
CIRCUIT TEST DC TEST PIN WIRE COLOR ID

All Models 14 or 50 (MAF) Lt. Blue/Red
All Models 9 or 15 (MAF RTN) Tan/Lt. Blue
All Models 37 & 57 (VPWR) Red
Aerostar 40 & 60 (PWR GND) Black/Lt. Green
Explorer & Ranger 40 & 60 (PWR GND) Black/White
MAF SIGNAL VOLTAGE (1)

Application Volts
Idle .6
20 MPH 1.1
40 MPH 1.7
60 MPH 2.1
(1) MAF signal voltage is typical for normal operating temperature. Voltage signal may vary due to
engine load and temperature.
NOTE: Code 26/159 may be caused by use of a garage exhaust ventilation system.
Ensure vehicle is vented to outside atmosphere before repeating QUICK TEST.
1) Code 26/159: Check VPWR Circuit Voltage Turn ignition off. Disconnect MAF sensor connector.
Set DVOM on 20-volt scale. Turn ignition on. Measure voltage between VPWR terminal at MAF sensor
wiring harness connector and negative battery terminal. If voltage is less than 10.5 volts, repair open in
VPWR circuit and repeat QUICK TEST. If voltage is 10.5 volts or more, go to next step.
2) Check MAF Sensor Ground Turn ignition on. Disconnect MAF sensor. Measure voltage between
VPWR terminal and PWR GND terminal at MAF sensor connector. If voltage is less than 10.5 volts,
repair open PWR GND circuit. Connect MAF sensor, and repeat QUICK TEST. If voltage is 10.5 volts or
more, go to next step.
NOTE: A break in step numbering sequence occurs at this point.Procedure skips

10) Code 66/157 Or 72/129: Check Continuity Of MAF & VPWR Circuits Continuous Memory Code
66/157 indicates MAF signal was less than 0.4 volt sometime during last 80 warm-up cycles. Code
72/129 indicates insufficient MAF change during DYNAMIC RESPONSE TEST. Possible causes for this
fault are:
 Open MAF circuit.
 Open VPWR circuit to MAF sensor.
 Open PWR GND circuit to MAF sensor.
 Open MAF RTN circuit to MAF sensor.
 MAF circuit shorted to ground.
 Faulty ECA or MAF sensor.
 Air leak before or after MAF sensor.
 MAF sensor disconnected.
Turn ignition off. Disconnect MAF sensor. Disconnect ECA 60-pin connector. Inspect for damage and
repair as necessary. Install EEC-IV Breakout Box (T83L-50-EEC-IV), leaving ECA disconnected.
Measure resistance between VPWR terminal at MAF sensor wiring harness connector and test pins No.
37 and 57 at breakout box. Measure resistance between MAF terminal at MAF sensor wiring harness
connector and test pin No. 14 at breakout box. If all resistances are less than 5 ohms, go to next step. If
any resistance is 5 ohms or more, repair open MAF circuit and repeat QUICK TEST.
11) Check MAF & MAF RTN Circuit Measure resistance between test pin No. 14 and test pins No. 15,
40 and 60 at breakout box. If resistance in any circuit is less than 10,000 ohms, repair short circuit and
repeat QUICK TEST. If all circuit resistances are 10,000 ohms or more, go to next step.
12) Check Continuity Of PWR GND Circuit Turn ignition off. Set DVOM on 200-ohm scale. Measure
resistance between PWR GND terminal at MAF sensor wiring harness connector and negative battery
terminal. If resistance is 10 ohms or more, repair open PWR GND circuit and repeat QUICK TEST. If
resistance is less than 10 ohms, go to next step.
13) Check Continuity Of MAF RTN Circuit Measure resistance between MAF RTN terminal at MAF
sensor wiring harness connector and test pin No. 15 at breakout box. If resistance is less than 5 ohms, go
to next step. If resistance is 5 ohms or more, repair open MAF RTN circuit and repeat QUICK TEST.
14) Check MAF Signal For Short To Ground Turn ignition off. Disconnect MAF sensor. Connect
ECA to breakout box. Measure resistance between test pin No. 14 and pins No. 15, 40 and 60 at breakout
box. If any circuit resistance is less than 10,000 ohms, replace ECA and repeat QUICK TEST. If each
circuit resistance is 10,000 ohms or more, go to next step.
15) Check MAF Circuit Output Turn ignition off. Connect MAF sensor wiring harness connector. Set
DVOM on 20-volt scale. Start engine. Measure voltage between test pin No. 14 at breakout box and
negative battery terminal. If voltage is 0.4-1.5 volts, go to next step. If voltage is not 0.4-1.5 volts, replace
MAF sensor. Repeat QUICK TEST.
16) Start engine. Measure voltage between test pins No. 14 and 15 at breakout box. If voltage is 0.4-1.5
volts, replace ECA and repeat QUICK TEST. If voltage is not 0.4-1.5 volts, replace MAF sensor and
repeat QUICK TEST.
20) Code 56/158 Turn ignition off. Disconnect MAF sensor wiring harness connector. Start engine, and
allow it to idle for one minute. Turn ignition off. Repeat KOEO SELF-TEST. If Code 66 or 157 is
present, replace MAF sensor and repeat QUICK TEST. If Code 66 or 157 is not present, go to next step.
21) Check MAF Circuit For Short To VPWR Turn ignition off. Disconnect ECA 60-pin connector,
and inspect it for damaged or corroded terminals. Service if necessary. Measure resistance between MAF
and VPWR terminals at MAF sensor wiring harness connector. If resistance is 10,000 ohms or more,
replace ECA and repeat QUICK TEST. If resistance is less than 10,000 ohms, repair short circuit and
repeat QUICK TEST.
CIRCUIT TEST DF - MANIFOLD ABSOLUTE PRESSURE (MAP/BP) BAROMETRIC PRESSURE

SENSOR
Diagnostic Aids
Perform this test when directed by QUICK TEST or CIRCUIT TEST S. Barometric pressure sensor output is
digital and must be measured using an oscilloscope or MAP/BP tester. To prevent replacement of good
components, be aware following non-EEC related areas may be cause of problem:
 Unusually high or low atmospheric barometric pressure.

 Kinked or blocked vacuum lines.
 Engine mechanical condition (valves, vacuum leaks, valve timing, EGR valve, etc.).
This test is intended to diagnose following:
 MAP/BP sensor.
 Wiring harness circuits (VREF, MAP/BP SIG and SIG RTN).
 MAP vacuum line.
 ECA.
Fig. 17: MAP/BP Sensor Ckt., Connector Terminal & Tester Hookup ID
CIRCUIT TEST DF TEST PIN WIRE COLOR ID

All Models 45 (MAP/BP SIG) Lt. Green/Black
MAP SENSOR SPECIFICATIONS

Manifold Vacuum: In. Hg Frequency: Hz
0 159
3 150
6 141
9 133
12 125
15 117
18 109
21 102
24 95
27 88
30 80
MAP/BP SENSOR SPECIFICATIONS

Barometric Pressure: In. Hg Frequency: Hz
17.1 122.4
18.3 125.5
19.5 128.7
20.7 131.9
21.8 135.1
23.0 138.3
24.2 141.8
25.4 145.4
26.6 148.9
27.7 152.5
28.9 156.1
30.1 159.6
31.0 162.4
1) Code 22/126: Check Power To MAP/BP Sensor Code 22/126 indicates MAP/BP sensor is out of
self-test voltage range (1.4-1.6 volts). Following are possible causes of this code:
 Vacuum trapped at MAP/BP sensor.
 High atmospheric pressure.
 MAP/BP signal circuit open between sensor and ECA.
 MAP/BP signal circuit shorted to VREF, SIG RTN or ground.
 VREF circuit open at sensor.
 SIG RTN circuit open at sensor.
 Faulty MAP/BP sensor.
 Faulty ECA.
Turn ignition off. Disconnect MAP/BP sensor from wiring harness.Connect MAP/BP tester between
wiring harness and MAP/BP sensor. Connect banana plugs of tester into DVOM. Set DVOM on 20-volt
scale. Turn ignition on. If Red light or no light is on, VREF is out of range. Go to next step. If Green light
is on, VREF is okay. Go to step 3).
2) Check Power At Sensor Wiring Harness Connector Disconnect MAP/BP sensor. Turn ignition on.
If Green light on tester is lit, replace MAP/BP sensor and repeat QUICK TEST. If Green light is not on,
remove MAP/BP tester. Connect MAP/BP sensor, and go to CIRCUIT TEST C.
3) Check MAP/BP Sensor Output With MAP/BP tester connected and ignition on, measure sensor
output voltage. If output voltage is within range for altitude in which vehicle is being tested, remove
MAP/BP tester and go to next step. If output reading is not within range, remove MAP/BP tester and go
to step 5).
Diagnostic Aids If possible, measure output voltage of several known good MAP/BP sensors on
available vehicles. Average voltage reading will be typical for location and time of testing.
MAP SENSOR VOLTAGE OUTPUT

Elevation (Feet) Volts
0 1.55-1.63
1000 1.52-1.60
2000 1.49-1.57
3000 1.46-1.54
4000 1.43-1.51
5000 1.40-1.48
6000 1.37-1.45
7000 1.35-1.43
4) Check MAP/BP SIG Circuit Continuity Turn ignition off. Disconnect MAP/BP sensor wiring
harness connector. Disconnect ECA 60-pin connector. Inspect for damage and repair as necessary. Install
EEC-IV Breakout Box (T83L-50-EEC-IV), leaving ECA disconnected. Measure resistance between
MAP/BP SIG terminal at sensor wiring harness connector and test pin No. 45. If reading is less than 5
ohms, replace ECA and repeat QUICK TEST. If reading is 5 ohms or more, repair open MAP/BP SIG
circuit and repeat QUICK TEST.
5) Check MAP/BP SIG Circuit For Shorts To VREF, SIG RTN & Ground Turn ignition off, and
wait 10 seconds. Disconnect ECA60-pin connector. Inspect for damage and repair as necessary. Install
EEC-IV Breakout Box (T83L-50-EEC-IV), leaving ECA disconnected. Disconnect wiring harness at
MAP/BP sensor. Measure resistance between test pin No. 45 and test pins No. 26, 40, 46 and 60. If any
resistance is less than 10,000 ohms, repair short circuit. Repeat QUICK TEST. If all readings are 10,000
ohms or more, replace MAP/BP sensor. Repeat QUICK TEST.
7) KOER Code 22/126: Check For EGR-Related Codes Code 22/126 indicates MAP/BP signal is out
of self-test range during KOER SELF-TEST. If Code 31, 32, 33, 34, 35, 326, 327, 328, 332, 334, 336 or
337 is present, perform applicable CIRCUIT TEST. See SERVICE CODE REFERENCE CHARTS. If
codes are not present, go to next step.
8) Check MAP Sensor Operation Turn ignition off. Disconnect vacuum hose from MAP sensor.
Connect vacuum pump to MAP sensor, and apply 18 in. Hg. If vacuum is not held, replace sensor and
repeat QUICK TEST. If MAP sensor holds vacuum, release vacuum and go to next step.
9) Attempt To Eliminate Code 22/126 Plug MAP sensor vacuum supply hose. Start engine, and run it at
1400-1600 RPM. Slowly apply 15 in. Hg to MAP sensor. Perform KOER SELF-TEST. Check for Code
22/126, disregarding any other codes at this time. If Code 22/126 is still present, replace MAP sensor. If
Code 22/126 is not present, inspect MAP sensor vacuum supply hose. If hose is okay, service other codes
at this time. If no other code is present, check engine mechanical condition for cause of low vacuum.
10) Code 72/129: Repeat Dynamic Response Test Code 72/129 indicates MAP sensor output did not
change enough during dynamic response test. Possible causes for this code are:
 System failed to detect Wide Open Throttle (WOT).
 Incorrect MAP sensor vacuum hose routing.
 Faulty MAP sensor.
Repeat KOER SELF-TEST. Ensure complete WOT is performed during dynamic response portion of
test. If Code 72/129 is still present, go to step next step. If code is not present, service any other codes as
necessary.
11) Code 81/128 Continuous Memory Code 81/128 indicates MAP sensor vacuum has not changed more
than 2 in. Hg during normal vehicle operation. Possible causes for this code are:
 MAP sensor vacuum hose is improperly routed, blocked or is leaking.
 MAP sensor is leaking.
Check vacuum lines for correct routing. Refer to Vehicle Emission Control Identification (VECI) decal.
Check for loose connections, kinks and blockage. Repair vacuum lines as necessary. If vacuum lines are
12) Check MAP Sensor Operation Turn ignition off. Disconnect vacuum supply hose from MAP
sensor. Attach vacuum pump to MAP sensor. Apply 18 in. Hg to MAP sensor. If MAP sensor holds
vacuum, release vacuum and go to next step. If sensor does not hold vacuum, replace MAP sensor and
repeat QUICK TEST.
13) Verify Vacuum To MAP Sensor Decreases During Dynamic Response Test Turn ignition off. Use
a "T" fitting to install a vacuum gauge in MAP sensor vacuum hose. Perform KOER SELF-TEST while
observing vacuum gauge. If vacuum decreases by more than 10 in. Hg during dynamic response test,
replace MAP sensor and repeat QUICK TEST. If vacuum does not decrease by more than 10 in. Hg,
EEC-IV system is okay. Check for engine mechanical problems affecting engine vacuum.
90) Code 22/126 Continuous Memory Code 22/126 indicates MAP/BP sensor was out of self-test range
(1.4-1.6 volts) during normal driving conditions. Possible causes for this code are:
 Faulty MAP/BP sensor.
 Faulty wiring harness or connectors.
 Unusually high or low barometric pressure.
Enter CONTINUOUS MONITOR MODE (WIGGLE TEST). Observe test equipment while
performing following:
 Connect a vacuum pump to MAP/BP sensor.
 Slowly apply 25 in. Hg to sensor.
 Slowly bleed off vacuum from sensor.

 Lightly tap on sensor (to simulate road shock).
 Wiggle sensor connector.
If a fault is indicated, disconnect sensor and inspect connectors. Repair if necessary. If connectors are
okay, replace MAP/BP sensor. Repeat QUICK TEST. If a fault is not indicated, go to next step.
91) Check EEC-IV Wiring Harness Stay in wiggle test. Observe analog VOM or scan tester for
indication of fault while bending or wiggling small sections of harness from sensor connector to firewall
and from firewall to ECA. If fault is indicated, isolate fault in harness and repair as necessary. Repeat
QUICK TEST. If no fault is indicated, go to next step.
92) Check ECA & Wiring Harness Connectors Turn ignition off, and wait 10 seconds. Disconnect
ECA 60-pin connector. Inspect connectors and terminals for damage. Repair if necessary. If connectors
and terminals are okay, fault cannot be duplicated at this time. Testing is complete. Refer to
INTERMITTENTS in TESTS W/O CODES article in the ENGINE PERFORMANCE Section.
CIRCUIT TEST DH - THROTTLE POSITION SENSOR (TPS)
Diagnostic Aids
Perform this test only when directed by QUICK TEST. This test is intended to diagnose the following:
 Throttle Position Sensor (TPS).

 Wiring harness circuits (TP, SIG RTN and VREF).
 ECA.
Normal range of throttle angle measurement for TPS is 0-85 degrees. To pass QUICK TEST procedure, range
of throttle rotation (in degrees) must be within 3 percent of specification. See Fig. 19. To prevent replacement
of good components, be aware following non-EEC related areas may be at fault:
 Idle speed.
 Binding throttle shaft or linkage.
 Throttle stop adjustment.
 Throttle Position Sensor (TPS) not seated.
Fig. 18: TPS Circuits & Connector Terminal ID
CIRCUIT TEST DH TEST PIN WIRE COLOR ID

All Models 47 (TP) Gray/White
Fig. 19: TPS Specification Chart
1) Code 23/121: Check For Other Codes Code 23/121 indicates TPS rotational setting may be out of
self-test range. Possible causes for this fault are:
 Binding throttle linkage.
 TPS not seated correctly.
 Faulty TPS.
 Faulty ECA.
Perform KOER SELF-TEST. Check for Code 31/327. If either of these codes are present with Code
23/121, service Code 31/327 and repeat QUICK TEST. If these codes are not present, go to
 Idle speed.
 Binding throttle shaft or linkage.
 Throttle stop adjustment.
 Throttle Position Sensor (TPS) not seated.
2) Code 23/121: Check For Binding Throttle Plate Inspect throttle body and linkage for binding. If
throttle plate is binding, check for binding throttle or cruise control linkage, vacuum line or harness
interference, etc. Repair as necessary, and repeat QUICK TEST. If no mechanical problem is found, go to
next step.
3) Code 53/123: Attempt To Generate Code 63/122 Code 53/123 indicates TPS signal is greater than
self-test maximum value. Possible causes for this fault are:
 TPS not seated properly.
 Faulty TPS.
 VREF circuit shorted in wiring harness.
 Faulty ECA.
Turn ignition off. Disconnect TPS wiring harness connector. Inspect and repair connector pins if
damaged. Repeat KOEO SELF-TEST. Ignore all other codes at this time. If Code 63/122 is not displayed,
go to step 5). If Code 63/122 is displayed, go to next step.
4) Check VREF Circuit Voltage Turn ignition on. Measure voltage between VREF and SIG RTN
terminals at TPS wiring harness connector. If reading is 4-6 volts, replace TPS and repeat QUICK TEST.
If reading is not 4-6 volts, reconnect sensor and go to CIRCUIT TEST C.
5) Check TP Circuit For Short To Power Turn ignition off. Disconnect TPS from wiring harness.
Disconnect ECA 60-pin connector. Inspect for damage and repair as necessary. Install EEC-IV Breakout
Box (T83L-50-EEC-IV), leaving ECA disconnected. Measure resistance between test pin No. 47 and test
pins No. 26 and 57. If either resistance is less than 10,000 ohms, repair short circuit in wiring harness and
repeat QUICK TEST. If both resistances are 10,000 ohms or more, replace ECA and repeat QUICK
TEST.

10) Code 63/122: Attempt To Generate Code 53/123 Or 23/121 Code 63/122 indicates TP signal is less
than minimum self-test value. Possible causes for this fault are:
 TPS not seated correctly.
 Faulty TPS.
 Open circuit in wiring harness.
 Grounded circuit in wiring harness.
 Faulty ECA.
Turn ignition off, and wait 10 seconds. Disconnect TPS from harness. Install a jumper wire between
VREF and TP terminals at TPS wiring harness connector. Perform KOEO SELF-TEST. If either Code
53/123 or 23/121 is present, replace TPS and repeat QUICK TEST. If Codes 53/123 and 23/121 are not
present, remove jumper wire and go to next step. If any other codes are present, ignore at this time. If no
codes are present, remove jumper wire and go to step 13).
11) Check VREF Circuit Voltage Turn ignition on. Measure voltage between VREF and SIG RTN
terminals at TPS wiring harness connector. If voltage is not 4-6 volts, reconnect all components and go to
CIRCUIT TEST C. If voltage is 4-6 volts, go to next step.
12) Check TPS Circuit Continuity Turn ignition off. Leave TPS disconnected. Disconnect ECA 60-pin
connector. Inspect for damage and repair as necessary. Install EEC-IV Breakout Box (T83L-50-EEC-IV),
leaving ECA disconnected. Measure resistance between TP terminal at TPS wiring harness connector and
test pin No. 47. If resistance is 5 ohms or more, repair open circuit and repeat QUICK TEST. If resistance
is less than 5 ohms, go to next step.
13) Check TP Circuit For Shorts To Ground Turn ignition off. Leave TPS disconnected. Disconnect
ECA 60-pin connector. Inspect for damage and repair as necessary. Measure resistance between test pin
No. 47 and test pins No. 40, 46 and 60. If any reading is less than 10,000 ohms, repair short circuit and
repeat QUICK TEST. If all readings are 10,000 ohms or more, replace ECA and repeat QUICK TEST.

20) KOER Code 73/167: Repeat Dynamic Response Test KOER Code 73/167 indicates TPS did not
exceed 25% rotation during dynamic response portion of KOER SELF-TEST. A complete Wide Open
Throttle (WOT) must be performed during dynamic response portion of test.Perform KOER SELF-TEST.
Ensure WOT is obtained during dynamic response portion of test. If Code 73/167 is still present, go to
next step. If code is not present, system is unable to duplicate Code 73/167 at this time. Service any other
KOER codes. If no other service codes are present, testing is complete.
21) Check TPS Movement During Dynamic Response Test Turn ignition off. Disconnect ECA 60-pin
connector. Inspect for damage and repair as necessary. Install EEC-IV Breakout Box (T83L-50-EEC-IV),
leaving ECA connected. Connect DVOM between test pins No. 46 and 47 at breakout box. Perform
KOER SELF-TEST. Ensure a WOT is obtained during dynamic response portion of test. If DVOM
reading exceeds 3.5 volts, replace ECA and repeat QUICK TEST. If reading does not exceed 3.5 volts,
ensure TPS is correctly installed and adjusted. If TPS is correctly installed and adjusted, replace TPS.
Repeat QUICK TEST.

90) Continuous Memory Code 53/123 This test monitors TPS under simulated road conditions. Enter
wiggle test. See CONTINUOUS MONITOR MODE (WIGGLE TEST) under QUICK TEST. Fully
open throttle while observing DVOM or diagnostic tester for indication of fault. Slowly bring throttle to
closed position. Lightly tap TPS and wiggle harness connector. If no fault is indicated, go to step 92). If
fault is indicated, go to next step.
91) Measure TP Circuit Voltage While Exercising TPS Turn ignition off, and wait 10 seconds.
Disconnect ECA 60-pin connector. Inspect it for damaged wiring, and repair if necessary. Install EEC-IV
Breakout Box (T83L-50-EEC-IV), leaving ECA connected. Stay in wiggle test (as in previous step).
Connect DVOM between test pins No. 47 and 46. Set DVOM on 20-volt scale. Turn ignition on. Observe
DVOM and repeat step 90). If fault occurs at less than 4.25 volts, inspect TPS connectors and terminals.
If connectors and terminals are okay, replace TPS and repeat QUICK TEST. If fault does not occur at less
than 4.25 volts, TPS over-travel may have caused Continuous Memory Code 53/123. TPS is okay. Go to
next step to check wiring harness.
92) Check EEC-IV Wiring Harness While in wiggle test, bend and shake small sections of EEC-IV
harness from TPS connector to firewall and from firewall to ECA while observing analog voltmeter or
scan tester. If fault is indicated, isolate fault in wiring and repair as necessary. Clear codes, and repeat
QUICK TEST. If no fault is indicated, go to next step.
93) Check ECA & Harness Connectors Turn ignition off, and wait 10 seconds. Disconnect ECA 60-pin
connector from breakout box and inspect for damage. If connectors and terminals are okay, fault cannot
be duplicated at this time. Continuous Memory Code 53/123 testing is complete. If connector or terminals
are damaged, repair as necessary. Clear codes from ECA memory, and repeat QUICK TEST.
94) Continuous Memory Code 63/122 This test checks for open or short circuit in TPS and wiring
harness under simulated road conditions. Enter wiggle test. See CONTINUOUS MONITOR MODE
(WIGGLE TEST) under QUICK TEST. Observe VOM or diagnostic tester for indication of fault while
performing following:
 Fully open throttle to WOT.
 Slowly bring throttle to closed position.
 Lightly tap TPS and wiggle connector.
If fault is indicated, disconnect TPS. Inspect connectors and terminals. If connectors and terminals are
okay, replace TPS. Clear codes from ECA memory, and repeat QUICK TEST. If no fault is indicated, go
to next step.
95) Check EEC-IV Wiring Harness Stay in wiggle test (as in previous step). Bend, wiggle and shake
small sections of EEC-IV harness from TPS wiring harness connector to firewall and from firewall to
ECA while observing analog voltmeter or scan tester. If fault is indicated, isolate fault in wiring and
repair as necessary and repeat QUICK TEST. If no fault is indicated, go to next step.
96) Check ECA & Harness Connectors Turn ignition off, and wait 10 seconds. Disconnect ECA 60-pin
connector. Inspect connectors and terminals for damage. If connectors and terminals are damaged, repair
as necessary and repeat QUICK TEST. If connectors and terminals are okay, fault cannot be duplicated at
this time. Continuous Memory Code 63/122 testing is complete.
CIRCUIT TEST DP - VEHICLE SPEED SENSOR (VSS)
Diagnostic Aids
Perform this test when directed by QUICK TEST. This CIRCUIT TEST is intended to diagnose:
 Vehicle Speed Sensor (VSS)

 VSS Wiring Harness Circuits
 ECA
Fig. 20: Vehicle Speed Sensor Circuit
CIRCUIT TEST DP TEST PIN WIRE COLOR ID

Explorer & Ranger 3 (VSS +) Gray/Black
Explorer & Ranger 6 (VSS -) Pink/Orange
Preliminary Instructions (A/T)
Record and clear continuous memory codes. Warm engine to normal operating temperature. In Low gear,
accelerate hard to 35 MPH and coast down to a stop. Shut off engine. Perform KOEO SELF-TEST. Go to step
1.
Preliminary Instructions (M/T)
Record and clear continuous memory codes. Warm engine to normal operating temperature. Accelerate
moderately to 40 MPH. Start in first gear, shifting no higher than second gear. Coast down to idle, and stop.
Shut engine off. Perform KOEO SELF-TEST, and record continuous memory codes. Go to step 1.
1. Continuous Memory Code 29/452 Code 29/452 indicates ECA detected incorrect output from VSS
sometime during vehicle operation. Possible causes for this code are:
 Faulty VSS
 Open Or Shorted Circuit
 Faulty ECA
Perform appropriate drive cycle procedure. See PRELIMINARY INSTRUCTIONS (A/T) or

PRELIMINARY INSTRUCTIONS (M/T) . Ensure driveability complaint can be verified. If Code
29/452 is still present or driveability complaint can be verified, go to step 2). If code is not present or
complaint cannot be verified, fault cannot be duplicated at this time. Clear codes, and see SYMPTOMS in
TESTS W/O CODES article in the ENGINE PERFORMANCE Section.
2. Check VSS Circuit Continuity Turn ignition off. Disconnect VSS sensor. Remove ECA 60-pin
connector. Inspect terminals, and repair if damaged. Install EEC-IV Breakout Box (T83L-50-EEC-IV)
leaving ECA disconnected. Measure resistance between VSS DIF (+) terminal at VSS wiring harness
connector and test pin No. 3 at breakout box. Measure resistance between VSS DIF (-) terminal at VSS
wiring harness connector and test pin No. 6 at breakout box. If any resistance reading is more than 5
ohms, service open circuit in VSS wiring harness and repeat step 1). If both resistance readings are 5
ohms or less, go to next step.
3. Check VSS Circuits For Shorts To Power Or Ground Turn ignition off. Ensure ECA and VSS are
disconnected. Measure resistance between test pin No. 3 and test pins No. 6, 37 and 40 at breakout box. If
any reading is less than 500 ohms, repair shorts in VSS wiring harness and repeat step 1). If all readings
are greater than 500 ohms, go to next step.
4. Check VSS Resistance Turn ignition off, and wait 10 seconds. Disconnect VSS wiring harness
connector. Measure resistance across VSS terminals. If reading is 190-250 ohms, replace ECA and repeat
step 1). If reading is not 190-250 ohms, replace VSS and repeat step 1).
CIRCUIT TEST DS - PROGRAMMABLE SPEEDOMETER/ODOMETER MODULE (PSOM)
Diagnostic Aids
Perform this test when directed by QUICK TEST. This CIRCUIT TEST is intended to diagnose:
 PSOM output to ECA.

 PSOM (+) and PSOM (-) wiring harness circuits.
 ECA.
To prevent replacement of good components, be aware following non-EEC related areas and components may
be cause of problem:
 Cruise control system.

 Rear anti-lock brake system.
 Instrumentation system.
Fig. 21: Programmable Speedometer/Odometer Module (PSOM) Circuit
Fig. 22: Programmable Speedometer/Odometer Module (PSOM) Connector Terminal ID

CIRCUIT TEST DS TEST PIN WIRE COLOR ID

Aerostar 3 (PSOM +) Dk. Green/White
Except Aerostar 3 (PSOM +) Red/Lt. Green
Aerostar 6 (PSOM -) Black/Yellow
Except Aerostar 6 (PSOM -) Pink/Orange
1) Continuous Memory Code 29/452 Code 29/452 indicates ECA detected incorrect output from VSS
sometime during vehicle operation. Following are possible causes of code.
 PSOM Output To ECA
 PSOM (+) And PSOM (-) Wiring Harness Circuits
 ECA
Turn ignition off. Remove ECA 60-pin connector. Inspect terminals, and repair if damaged. Install EEC-
IV Breakout Box (T83L-50-EEC-IV), leaving ECA disconnected. Measure resistance between test pins
No. 3and 6 at breakout box. If reading is 21,000-55,000 ohms, go to step 4). If resistance is not 21,000-
55,000 ohms, go to next step.
2) Check PSOM Circuit Continuity Ensure ignition is off. Disconnect PSOM wiring harness connector.
Measure resistance between test pin No. 3 at breakout box and PSOM + circuit at PSOM wiring harness
connector. If resistance is less than 5 ohms, repair open circuit and repeat QUICK TEST. If resistance is
more than 5 ohms, go to next step.
3) Check PSOM Circuit For Open Ensure ignition is off. Measure resistance between test pin No. 3 and
test pins No. 6, 37 and 40 at breakout box. If resistance is 10,000 ohms or less, repair open circuit and
repeat QUICK TEST. If resistance is more than 10,000 ohms, go to next step.
4) Turn ignition off. Connect ECA to breakout box. Connect wiring harness connector to PSOM. Set
DVOM on 20-volt AC scale. Start engine, and warm it to normal operating temperature. Measure voltage
between test pins No. 3 and 6 while gradually increasing vehicle speed to 50 MPH. If maximum voltage
is less than 4.5 volts, fault is in instrument cluster. If maximum voltage received is more than 4.5 volts,
replace ECA.
CIRCUIT TEST FD - BRAKE ON-OFF (BOO) SWITCH
Diagnostic Aids
Perform this test when directed by QUICK TEST. This test is intended to diagnose a faulty BOO switch circuit
or ECA. To prevent replacement of good components, be aware following non-EEC related areas may be at
fault:
 Brakelight bulb.
 Brakelight switch or brakelight fuse.
Fig. 23: BOO Switch Circuit
TEST PIN 2 (BOO) WIRE COLOR ID

Application Wire Color
Aerostar Red/Light Green
Except Aerostar Light Green
1) Code 74/536: Verify Brake Pedal Was Depressed Code 74/536 indicates that when brake pedal is
depressed during KOER SELF-TEST, BOO signal did not cycle high and low. Possible causes for this
fault are:
 Brake pedal not depressed during self-test.
 Brake pedal pressed during entire self-test.
 Open brakelight circuit.
 Short to ground or power.
 Faulty ECA.
If brake was not depressed during KOER SELF-TEST, repeat test. Depress and release brake pedal only
once during test. If pedal was depressed, go to next step.
2) Check Operation Of Brakelights With ignition on, check operation of brakelights. If brakelights
operate normally, go to next step. If brakelights do not operate, go to step 4). If brakelights are always
on,go to step 5).
3) Check For BOO Switch Circuit Cycling Turn ignition off. Wait 10 seconds. Disconnect ECA 60-pin
connector. Inspect terminals, and repair if damaged. Install EEC-IV Breakout Box (T83L-50-EEC-IV),
leaving ECA disconnected. Set DVOM on 20-volt scale. Measure voltage between test pins No. 2 and 40
while applying and releasing brake. If voltage cycles, replace ECA and repeat QUICK TEST. If voltage
does not cycle, repair open circuit in BOO switch circuit between ECA and BOO switch connection to
brakelight circuit. Repeat QUICK TEST.
4) Check For Power To Brake Switch Ensure related fuses and brakelight bulbs are in good condition.
Turn ignition off. Disconnect brakelight switch (located on brake pedal). Measure voltage between BATT
(+) input to brakelight switch and ground. If voltage is greater than 10 volts, check condition of brakelight
switch. If brakelight switch is okay, repair open circuit between brakelight switch and brakelight ground.
Repeat QUICK TEST. If voltage is less than 10 volts, repair open BATT (+) circuit to brakelight switch
and repeat QUICK TEST.
5) Verify Brake Switch Is Not Always Closed Turn ignition off. Disconnect brakelight switch (located
on brake pedal). Turn ignition on. If brakelights are still on, go to next step. If brakelights are not on,
verify correct installation of brakelight switch. If installation is okay, replace brakelight switch and repeat
QUICK TEST.
6) Check For Short To Power In ECA Turn ignition off. Disconnect ECA. Turn ignition on, and check
brakelights. If brakelights are on, repair short to power between ECA and harness connector and repeat
QUICK TEST. If brakelights are not on, replace ECA and repeat QUICK TEST.

10) Code 75/531 Code 75/531 indicates that while brake pedal was released during KOER SELF-TEST,
BOO switch signal was high. Possible causes for this fault are:
 Brake pedal depressed during entire self-test.
 Open BOO switch/brakelight circuit (between ECA and brakelight ground).
 Short to POWER.
 Faulty brakelight switch.
 Faulty ECA.
Turn ignition on. Check brakelight operation. If brakelights operate normally, go to next step. If
brakelights are always on, go to step 5). If brakelights are off, inspect brakelight bulbs. If bulb is okay,
repair open circuit between BOO switch connection to brakelight circuit and brakelight ground.
11) Check Continuity Of BOO Switch Circuit Turn ignition off. Disconnect brakelight switch (located
on brake pedal). Install EEC-IV Breakout Box (T83L-50-EEC-IV), leaving ECA disconnected. Measure
resistance between test pin No. 2 at breakout box and BOO switch terminal at switch wiring harness
connector. If resistance is less than 5 ohms, replace ECA and repeat QUICK TEST. If resistance is 5
ohms or more, repair open circuit between ECA and BOO switch connection to brakelight circuit and
repeat KOER SELF-TEST.
90) Continuous Memory Code 536 Code 536 indicates a BOO switch circuit failure. If BOO switch
input does not cycle after a predetermined number of transitions from zero MPH to a specific speed, BOO
switch input failure is presumed and Code 536 is set. Possible causes for this code are:
 Brakelight switch improperly installed.
 Open brakelight/BOO switch circuit.
 Damaged brakelight switch.
 Poor brakelight ground connection.
Inspect brakelight switch for incorrect installation, poor alignment with pedal and damaged wiring.
Repair if necessary, and repeat QUICK TEST. If all components are in good condition, go to next step.
91) Check Brakelight For Ground Check brakelight connector and wires for corrosion and damage. If
connector or wires are corroded or damaged, repair as necessary, and repeat QUICK TEST. If brakelight
connector and wires are okay, go to next step.
92) Check BOO Switch Circuits For Short To Power DO NOT depress brake pedal during this test.
Turn ignition on. While watching brakelights, wiggle brakelight/BOO switch circuit wires and
connectors. If brakelights flash, isolate and repair short to power. Repeat QUICK TEST. If brakelights do
not flash, go to next step.
93) Check Brakelight Circuit Continuity Turn ignition off. Depress and hold brake pedal. Observe
brakelights. Tap brakelight switch to simulate road shock. Wiggle brakelight circuit wires and connectors.
If brakelights blink or go off, isolate and repair open in brakelight circuit. Clear codes, and repeat QUICK
TEST. If brakelights are on constantly and do not blink or go off, go to next step.
94) Check Continuity Of BOO Switch Circuit Turn ignition off. Disconnect ECA 60-pin connector.
Inspect and repair any damaged terminals. Install EEC-IV Breakout Box (T83L-50-EEC-IV), leaving
ECA disconnected. Set DVOM on 200-ohm scale. Measure resistance between test pin No. 2 at breakout
box and brakelight circuit at brakelight switch connector. While observing DVOM, wiggle BOO switch
circuit wires and connectors. If resistance is 5 ohms or more, isolate and repair open circuit in BOO
switch circuit. Repeat QUICK TEST. If resistance is less than 5 ohms, fault cannot be duplicated at this
time. See SYMPTOMS in TESTS W/O CODES article in the ENGINE PERFORMANCE Section.
CIRCUIT TEST FE - ELECTRICAL LOAD INPUTS
Diagnostic Aids
Perform this test when directed by QUICK TEST or CIRCUIT TEST S. This CIRCUIT TEST is intended to
diagnose:
 Blower motor input circuit.

 Daytime Running Lights (DRL) input circuit.
 Headlight input circuit.
 Rear window defrost input circuit.
 ECA.
Electrical load inputs are used for idle speed control strategy so correct idle can be maintained regardless of
electrical demands on engine. ECA uses 4 accessories to determine electrical load status: blower motor,
headlights, rear window defroster, and daytime running lights (if equipped).
Fig. 24: Electrical Load Input Circuit
1) Isolate Faulty System If idle speed fault occurs when blower motor is on, go to step 10). If idle speed
fault occurs when daytime running lights are on, go to step 20). If idle speed fault occurs when headlights
are on, go to step 30). If idle speed fault occurs when rear window defroster is on, go to step 40).
10) Check Blower Motor Switch (Low Speed) Turn ignition and all accessories off. Remove ECA 60-
pin connector. Inspect terminals, and repair if damaged. Install EEC-IV Breakout Box (T83L-50-EEC-
IV), leaving ECA disconnected. Turn ignition on. Turn climate control motor switch to low-speed
position "1" or "2". Measure voltage between test pin No. 14 at breakout box and chassis ground. If
voltage is not 10-17 volts, go to step 13). If voltage is 10-17 volts, go to next step.
11) Check Blower Motor Switch (High Speed) Turn ignition and all accessories off. Turn climate
control motor switch to high-speed position "3" or "4". Turn ignition on. Measure voltage between test
pin No. 14 at breakout box and chassis ground. If voltage is less than 1.5 volts, replace ECA and confirm
idle speed fault has been corrected. If voltage is 1.5 volts or more, go to next step.
12) Check Blower Circuit For Short To Power Turn ignition off. Disconnect blower motor relay.
Measure resistance between test pin No. 14 and pins No. 37 and 57 at breakout box. If resistance is more
than 10,000 ohms, check for damaged blower motor or relay. If resistance is 10,000 ohms or less, repair
short circuit.
13) Check Blower Circuit Continuity Turn ignition off. Disconnect blower motor relay. Measure
resistance between BLR terminal at power distributor box and test pin No. 14 at breakout box. If
resistance is 5 ohms or more, repair open circuit. If resistance is less than 5 ohms, go to next step.
14) Check Blower Circuit For Short To Power Turn ignition off. Disconnect blower motor relay.
Measure resistance between test pin No. 14 and test pins No. 40, 46 and 60 at breakout box. If resistance
is more than 10,000 ohms, check for damaged blower motor or relay. If resistance is 10,000 ohms or less,
repair short circuit.
20) Check DRL Circuit Voltage (Headlights On) Turn ignition and all accessories off. Remove ECA
60-pin connector. Inspect terminals, and repair if damaged. Install EEC-IV Breakout Box (T83L-50-EEC-
IV), leaving ECA disconnected. Apply parking brake. Turn ignition on. Turn headlights on. Measure
voltage between test pin No. 42 at breakout box and chassis ground. If voltage is not 10-17 volts, go to
step 23). If voltage is 10-17 volts, go to next step.
21) Check DRL Circuit Voltage (Headlights Off) Turn headlights off. Release parking brake. Turn
ignition on. Measure voltage between test pin No. 42 at breakout box and chassis ground. If voltage is
less than 1.5 volts, replace ECA and confirm idle speed fault has been corrected. If voltage is 1.5 volts or
22) Check DRL Circuit For Short To Power Turn ignition off. Disconnect DRL relay. Measure
resistance between test pin No. 42 and pins No. 37 and 57 at breakout box. If resistance is more than
10,000 ohms, check daytime running lights module for malfunction. If resistance is 10,000 ohms or less,
repair short circuit and confirm idle speed fault has been corrected.
23) Check DRL Circuit Continuity Turn ignition off. Disconnect daytime running lights relay. Measure
resistance between DRL relay connector and test pin No. 42 at breakout box. If resistance is 5 ohms or
more, repair open circuit and confirm idle speed fault has been corrected. If resistance is less than 5 ohms,
go to next step.
24) Check DRL Circuit For Short To Power Turn ignition off. Disconnect daytime running lights
relay. Measure resistance between test pin No. 42 and test pins No. 40, 46 and 60 at breakout box. If
resistance is more than 10,000 ohms, check daytime running lights module for malfunction. If resistance
is 10,000 ohms or less, repair short circuit and confirm idle speed fault has been corrected.
30) Check Headlight Circuit Voltage (Headlights Off) Turn ignition and all accessories off. Remove
ECA 60-pin connector. Inspect terminals, and repair if damaged. Install EEC-IV Breakout Box (T83L-50-
EEC-IV), leaving ECA disconnected. Turn ignition on. Measure voltage between test pin No. 45 at
breakout box and chassis ground. If voltage is 1.5 volts or more, go to step 34). If voltage is less than 1.5
volts, go to next step.
31) Check Headlight Circuit Voltage (Headlights On) Turn all accessories off. Turn ignition on. Turn
headlights on. Measure voltage between test pin No. 45 at breakout box and chassis ground. If voltage is
10-17 volts, replace ECA and confirm idle speed fault has been corrected. If voltage is not 10-17 volts, go
to next step.
32) Check HDL Circuit Continuity Turn ignition off. Disconnect headlight relay. Measure resistance
between HDL terminal at power distribution box and test pin No. 45 at breakout box. If resistance is 5
ohms or more, repair open circuit and confirm idle speed fault has been corrected. If resistance is less
than 5 ohms, go to next step.
33) Check HDL Circuit For Short To Ground Turn ignition off. Disconnect headlight relay. Measure
resistance between test pin No. 45 and test pins No. 40, 46 and 60 at breakout box. If each resistance is
more than 10,000 ohms, check headlight switch for malfunction. If any circuit resistance is 10,000 ohms
or less, repair short circuit and confirm idle speed fault has been corrected.
34) Check HDL Circuit For Short To Power Turn ignition off. Disconnect headlight relay. Measure
resistance between test pin No. 45 and pins No. 37 and 57 at breakout box. If resistance is more than
10,000 ohms, check headlight switch for malfunction. If resistance is 10,000 ohms or less, repair short
circuit and confirm idle speed fault has been corrected.
40) Check DEF Circuit Voltage (Defrost Off) Turn ignition off. Turn all accessories off. Remove ECA
60-pin connector. Inspect terminals, and repair if damaged. Install EEC-IV Breakout Box (T83L-50-EEC-
IV), leaving ECA disconnected. Turn ignition on. Measure voltage between test pin No. 15 at breakout
box and chassis ground. If voltage is 10-17 volts, go to next step. If voltage is not 10-17 volts, go to step
43).
41) Check DEF Circuit Voltage (Defrost On) Turn ignition on. Turn rear window defroster on.
Measure voltage between test pin No. 15 at breakout box and chassis ground. If voltage is less than 3
volts, replace ECA and confirm idle speed fault has been corrected. If voltage is 3 volts or more, go to
next step.
42) Check DEF Circuit For Short To Power Turn ignition off. Disconnect rear window defroster relay.
Measure resistance between test pin No. 15 and test pins No. 37 and 57 at breakout box. If resistance is
more than 10,000 ohms, check DEF switch or relay for malfunction. If resistance is 10,000 ohms or less,
repair short circuit and confirm idle speed fault has been corrected.
43) Check DEF Circuit Continuity Turn ignition off. Disconnect rear window defroster switch.
Measure resistance between DEF terminal at power distribution box and test pin No. 15 at breakout box.
If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open circuit and
confirm idle speed fault has been corrected.
44) Check DEF Circuit For Short To Ground Turn ignition off. Disconnect rear window defroster
relay. Measure resistance between test pin No. 15 and test pins No. 40, 46 and 60 at breakout box. If each
circuit resistance is more than 10,000 ohms, check DEF switch and relay circuit for malfunction. If any
circuit resistance is 10,000 ohms or less, repair short circuit and confirm idle speed fault has been
corrected.
CIRCUIT TEST G - MAF/TPS FUEL INJECTOR PULSE WIDTH TEST
Diagnostic Aids
To prevent replacement of good components, be aware following non-EEC related areas may be at fault:
 PCV malfunction.
 Excessive blow-by.
 PCV malfunction.
 Vacuum leaks.
 Incorrect fuel pressure.
 Throttle binding.
Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is only
intended to diagnose:
 MAP/BP sensor.
 Throttle Position Sensor (TPS).
 Mass Airflow (MAF) sensor.
 Air Charge Temperature (ACT) sensor.
 Fuel injectors.
1) Throttle Position Sensor (TPS) Integrity Code 121 indicates TPS is inconsistent with MAF value.
Code 124 indicates TPS value is higher than expected. Code 125 indicates TPS value is lower than
expected. Turn ignition off. Disconnect ECA 60-pin connector. Inspect terminals, and repair if damaged.
Install EEC-IV Breakout Box (T83L-50-EEC-IV). Connect ECA to breakout box. Set DVOM on 20-volt
scale. Connect DVOM to test pins No. 46 and 47. Slowly apply throttle to wide open position and release
to closed position. See CIRCUIT TEST DH for schematic and specific TPS values. If voltage varies
suddenly, ensure TPS is properly installed on throttle body. If TPS is properly installed, replace TPS and
repeat QUICK TEST. If voltage does not vary suddenly, go to step 6) for Continuous Memory Code 121
or next step for all other codes.
2) Check Throttle Body Check throttle and/or cruise control linkage for binding or rough operation.
Inspect throttle body for sludge build-up. Check engine vacuum hoses. Refer to Vehicle Emission Control
Information (VECI) decal for proper vacuum hose routing. Check for air leak between ISC solenoid and
MAF sensor. Repair as necessary and repeat QUICK TEST. If no problems are found, go to next step.
3) Check MAP/BP Sensor Output Refer to CIRCUIT TEST DF for MAP/BP sensor output check. See
Fig. 17 for connector terminal identification and MAP/BP tester hookup. With tester connected and
ignition on, measure sensor output voltage. If output voltage is within range for specified altitude, remove
MAP/BP tester and go to next step. See MAP SENSOR VOLTAGE OUTPUT for specification. If
output voltage is not within range, replace MAP/BP sensor and repeat QUICK TEST.
Diagnostic Aids If possible, measure several known good MAP/BP sensors. Average voltage reading
will be typical for location and day of testing.

0 1.55-1.63
1000 1.52-1.60
2000 1.49-1.57
3000 1.46-1.54
4000 1.43-1.51
5000 1.40-1.48
6000 1.37-1.45
7000 1.35-1.43
4) Check ACT Sensor Ensure ambient temperature is more than 50°F (10°C) before performing this test.
Check and repair any air leaks in front of ACT sensor. Turn ignition off. Connect ECA to breakout box.
Connect DVOM to breakout box test pins No. 25 and 46. Start engine, and let it idle. Monitor voltage as
engine warms up. See CIRCUIT TEST DA for voltage specifications. If voltage does not decrease
smoothly and stabilize after engine reaches operating temperature, replace ACT sensor and repeat
QUICK TEST. If voltage decreases smoothly and stabilizes when engine reaches operating conditions,
system is operating properly at this time. Reconnect all components, and repeat QUICK TEST.
5) Code 184 Or 185: Visually Inspect MAF Sensor Code 184 indicates MAF sensor signal is higher
than expected. Code 185 indicates MAF sensor signal is lower than expected. Turn ignition off. Check for
air leaks between ISC solenoid and MAF sensor. Inspect MAF sensor for oil contamination caused by
excessive blow-by or malfunctioning PCV. If problems are found, repair as necessary. Clear codes, and
repeat QUICK TEST. If all checks are okay, go to step 8).
6) Check MAF Sensor Turn ignition off. Disconnect ECA 60-pin connector. Inspect and repair any
damaged terminals. Connect ECA to breakout box. Set DVOM on 20-volt scale. Start engine, and warm it
to normal operating temperature. Measure voltage between test pins No. 40 and 60 and MAF test pin at
breakout box. See MAF TEST PIN NO. IDENTIFICATION. If voltage is not within specification,
replace MAF sensor and repeat QUICK TEST. See MAF SENSOR DATA. See Fig. 25. If voltage is
within acceptable range, system is operating normally at this time. See SYMPTOMS in TESTS W/O
CODES article in the ENGINE PERFORMANCE Section.
MAF TEST PIN NO. ID

Application Test Pin No.
All Models 14
MAF SENSOR DATA

Engine Condition (1) Voltage
Idle 0.8
20 MPH 1.0
40 MPH 1.7
60 MPH 2.1
(1) With engine at normal operating temperature.
Fig. 25: MAF Sensor Graph
7) Visual Vacuum Checks Code 186 indicates fuel injector pulse width is longer than expected (rich).
Code 187 indicates fuel injector pulse width is shorter than expected (lean). Inspect air cleaner and air
inlet duct. Replace or repair an necessary. Check for unmetered air leaks between MAF sensor and ISC
by-pass solenoid. Check all engine vacuum hoses for damage, blockage and improper routing. Make
necessary repairs, and repeat QUICK TEST. If all checks are okay, go to next step.
8) Check Fuel Pressure Turn ignition off. Install fuel pressure gauge. Ensure fuel pressure regulator
vacuum hose is connected (if applicable). Start engine, and allow it to idle. If fuel pressure is within
specifications, go to next step. For fuel pressure specifications, see FUEL PRESSURE
SPECIFICATIONS article. If fuel pressure is not within specifications, repair as necessary. See FUEL
SYSTEM in I - SYS/COMP TESTS article in the ENGINE PERFORMANCE Section.
9) Verify Fuel Pressure Retention Ability Turn ignition on. If fuel pressure remains at specification for
60 seconds, go to next step (SEFI) or go to CIRCUIT TEST H - FUEL CONTROL, step 7) (except
SEFI). If fuel pressure does not remain at specification, repair fuel delivery system as necessary. See
FUEL SYSTEM in I - SYS/COMP TESTS article in the ENGINE PERFORMANCE Section.
10) Cylinder Balance Test Perform KOER SELF-TEST. After last code, wait 5-10 seconds, and then
goose throttle lightly (not wide open throttle). This will activate cylinder balance test. If Code 90 is
present after test, go back to step 5). If Code 90 is not present after test, go to CIRCUIT TEST H -
FUEL CONTROL, step 4).
CIRCUIT TEST H - FUEL CONTROL

article.
Diagnostic Aids
Perform this test when instructed during QUICK TEST or if directed by other test procedures. Fuel-
contaminated engine oil may affect Codes 41/172, 91/136, 42/173 and 92/137. If fuel-contaminated engine oil is
suspected, remove PCV valve from valve cover and repeat QUICK TEST. If problem is corrected, change
engine oil and filter. Only use this test to diagnose:
 HEGO sensor.
 HEGO signal, ground circuit and sensor connection.
 Vacuum systems.
 Fuel injector and/or fuel injector circuitry.
 ECA.
 Electrical circuits (HEGO GND, HEGO, INJ 1-8, VPWR and SIG RTN).
To prevent replacement of good components, be aware following non-EEC areas may be cause of driveability
concerns:
 Ignition system.
 Faulty evaporative emission system.
 EGR system.
 Air intake system.
 Engine oil contamination.
 Fuel system.
 Intake or exhaust system leaks.
 Engine cooling system.
INDIVIDUAL INJECTOR RESISTANCE (1)

Engine Ohms
All Models 13-16
(1) Resistance values are for a single injector.

Engine Ohms
4.0L 4.0-6.0
Fig. 26: Circuit Test H Schematic

1) Check For Contaminated Engine Oil Turn ignition off. Remove PCV valve from valve cover.
Inspect PCV system for damage. Inspect valve for blockage and movement of valve plunger. Repair as
necessary. Perform KOER SELF-TEST. If vehicle is a no-start, KOER Code 41/172, 42/173, 91/136 or
92/137 or Continuous Memory Code 41/144, 91/139, or 172 is present, install PCV valve and go to step
2). If no codes are set, change engine oil and filter. Install PCV valve, and drive vehicle for 5 miles at 55
MPH. Repeat QUICK TEST.
2) Check Fuel Pressure Turn ignition off. Install fuel pressure gauge. Ensure manifold vacuum supply is
connected to fuel pressure regulator (if equipped). Run engine at idle and check fuel pressure. If vehicle
will not start, cycle ignition on and off several times. Check fuel pressure. For fuel pressure
specifications, see FUEL PRESSURE SPECIFICATIONS article. If fuel pressure is within specification,
go to next step. If pressure is not within specification, go to FUEL SYSTEM in I - SYS/COMP TESTS
3) Check System Ability To Hold Fuel Pressure Turn ignition on. If fuel pressure remains at
specification for 60 seconds, go to next step (no-starts), step 5) (non-SEFI) or step 6) (SEFI). If fuel
pressure is not as described, repair fuel delivery system as necessary.
4) Fuel Delivery Test Release fuel system pressure. Install fuel pressure gauge, and pressurize fuel
system as in step 1). Disconnect inertia switch. Crank engine 5 seconds. If fuel pressure drop is greater
than 5 psi after 5 seconds of cranking, EEC-IV system is not causing no-start condition. Check additional
no-start tests in TESTS W/O CODES article in the ENGINE PERFORMANCE Section. If fuel pressure
drop is less than 5 psi, remove fuel pressure gauge. Connect inertia switch. Go to step 7) for non-SEFI or
step 8) for SEFI.
5) Cylinder Balance Test (Non-SEFI) Connect a tachometer to engine. Start engine, and run it at idle.
Disconnect and reconnect injectors individually, noting RPM drop as each injector is disconnected. ISC
motor will attempt to re-establish RPM. If each injector does not produce a momentary drop in RPM, go
to step 7). If each injector produces a momentary drop in RPM, go to step 13) for Codes 41/172, 91/136
or 176. For Codes 42/173, 92/137 or 177, go to step 24). Go to step 14) for all other codes.
6) Cylinder Balance Test (SEFI) Perform KOER SELF-TEST. After last code is displayed, wait 5-10
seconds. Enter CYLINDER BALANCE TEST by lightly goosing throttle (not WOT). Test time is about
2-3 minutes. To interpret codes retrieved from test, refer to CYLINDER BALANCE TEST SERVICE
CODES. If cylinder balance fault code is present, go to step 8). If a cylinder balance fault code is not
present, fuel delivery is okay; fault is in area common to all cylinders. Code 77/538 indicates throttle was
touched when test was ran and test is not completed. Code 538 could also be output if Continuous
Memory Code 214 (CID) is present. If Continuous Memory Code 214 is present, see appropriate chart
under SERVICE CODE REFERENCE CHARTS for instruction. For symptoms or Code 41/172,
91/136 or 176, go to step 13). For Code 42/173, 92/137 or 177, go to step 24). For all other codes, go to
step 14).

90 Pass
10 Cylinder No. 1
20 Cylinder No. 2
30 Cylinder No. 3
40 Cylinder No. 4
50 Cylinder No. 5
60 Cylinder No. 6
70 Cylinder No. 7
80 Cylinder No. 8
77/538 Retest
7) Check Injector & Harness Resistance (Non-SEFI) Turn ignition off. Wait 10 seconds. Disconnect
ECA 60-pin connector. Inspect pins for damage and repair if necessary. Install breakout box, leaving
ECA disconnected. Set DVOM on 200-ohm scale. Measure resistance of injector banks between test pins
No. 37 and 58 at breakout box. Measure resistance of injector banks between test pins No. 37 and 59 at
breakout box. Record resistances. Refer to INJECTOR BANK RESISTANCE in this circuit test. If
each resistance is within specifications, go to step 12). If resistance is not as specified, repair open circuit
on VPWR circuit (for no-start) or go to step 9) (for all other conditions).
8) Check Injector & Harness Resistance (SEFI) Turn ignition off and wait 10 seconds. Disconnect
ECA 60-pin connector. Install EEC-IV Breakout Box (T83L-50-EEC-IV), leaving ECA disconnected. Set
DVOM on 200-ohm scale. Measure and record resistance between suspected injector circuit test pin and
test pin No. 37. For no starts, measure and record resistance between any injector circuit test pin and test
pin No. 37. Refer to INJECTOR BANK RESISTANCE table in this circuit test. If each resistance is
within specification, go to step 12). If resistance is not as specified, repair open circuit on VPWR circuit
(for no-start) or go to step 9 (for all other conditions).
9) Check Continuity Of Fuel Injector Harness Turn ignition off. Disconnect injector wiring harness
connector at injectors. Set DVOM to 200-ohm scale. Measure resistance between test pins No. 37 and 57
at breakout box and each injector VPWR terminal at wiring harness connector. Measure resistance
between injector test pin(s) at breakout box and same injector circuit terminal at each injector wiring
harness connector. If each resistance is less than 5 ohms, go to step 10). If each resistance is 5 ohms or
more, repair open circuit. Remove breakout box, reconnect all components and drive vehicle for 5 miles
at 55 MPH. Repeat QUICK TEST.
10) Check Injector Harness Circuit For Short To Power Or Ground Turn ignition off, and wait for
10 seconds. With breakout box installed and ECA disconnected, disconnect fuel injector wiring harness.
Set DVOM to 200-k/ohm scale. Measure resistance between injector test pin(s) and test pins No. 37, 40,
46, 57 and 60. Measure resistance between injector test pin(s) at breakout box and chassis ground. If each
resistance is 10,000 ohms or more, replace injector per cylinder balance test service code and repeat
QUICK TEST (SEFI) or go to next step (non-SEFI). If each resistance is less than 10,000 ohms, repair
short. Remove breakout box, reconnect all components and drive vehicle for 5 miles at 55 MPH. Repeat
QUICK TEST.
11) Isolate Faulty Injector Circuit Turn ignition off. Install breakout box, and disconnect ECA.
Disconnect all injectors on suspect bank. With DVOM set on 200-ohm scale, connect one injector and
measure resistance between test pins No. 37 and 58 (injector bank No. 1) or 59 (injector bank No. 2).
Disconnect injector, and repeat process for all other injectors. See INDIVIDUAL INJECTOR
RESISTANCE. If all injectors are within specification, go to next step. If injectors are not as specified,
replace injector. Remove breakout box, and reconnect components. Drive vehicle for 5 miles at 55 MPH.
Repeat QUICK TEST.
12) Check Injector Drive Signal With ignition off and breakout box installed, connect ECA to breakout
box. Use a non-powered 12-volt test light, and connect as follows:
 Non-SEFI Connect test light between test pins No. 37 and 58 at breakout box. Connect light
between test pins No. 37 and 59 at breakout box.
 SEFI Connect test light between test pin No. 37 and suspect injector test pin at breakout box.
Crank or start engine. If test light glows dimly, system is operating correctly. Clean injectors, and drive
vehicle for 5 miles at 55 MPH. Repeat QUICK TEST and CYLINDER BALANCE TEST. If test light
does not glow dimly (no light/bright light), replace ECA. Reconnect all components, and drive vehicle for
5 miles at 55 MPH. Repeat QUICK TEST.
13) Check Thermactor Operation If vehicle is equipped with pulse-air or does not have thermactor
system, go to next next step. A HEGO which is always lean could be caused by thermactor air being
diverted upstream from HEGO sensor. With dual HEGO, Code 41/172 applies to right or rear HEGO and
Code 91/136 or 176 applies to left or front HEGO. Turn ignition off. Disconnect thermactor air hose(s)
from thermactor pump. Run KOER SELF-TEST. If Code 41/172, 91/136 or 176 is present, reconnect
thermactor air hoses and go to step 90). If no codes are present, repair thermactor system as necessary.
14) Check HEGO Integrity A HEGO sensor which is always lean, slow to switch or does not switch
could be caused by:
 Moisture inside HEGO sensor or connector causing a short to ground.
 HEGO sensor coated with contaminants.
 HEGO circuit open.
 HEGO circuit shorted to ground.
Turn ignition off. Inspect HEGO wiring harness for damage. Inspect HEGO sensor and connector for
signs of fluid entry. Repair or replace as necessary. Start engine, and run it at 2000 RPM for 2 minutes.
Turn ignition off. Run KOER SELF-TEST. If fault codes are present, go to next step (MAP sensor-
equipped models) or step 16) (MAF sensor-equipped models). If no code is present, go to step 21).
15) Check HEGO Sensor (Engines With MAP Sensors) Vacuum or air leaks in non-EEC-IV areas
could cause Code 41, 91, 136, 172 or 176. Check following possibilities before continuing:
 Leaking vacuum actuated motor.
 Leaking intake gasket.
 EGR system.
 PCV system.
 Lead-contaminated HEGO sensor.
Turn ignition off. Ensure MAP sensor output voltage is correct. See CIRCUIT TEST DF, step 3).
Disconnect appropriate HEGO sensor from wiring harness. Connect DVOM to HEGO SIGNAL lead at
sensor from wiring harness. On 3-wire HEGO, connect DVOM to HEGO SIGNAL lead at sensor
connector and battery negative terminal. On 4-wire HEGO, connect DVOM to HEGO SIGNAL and
HEGO GND leads at sensor connector. On all models, disconnect and plug vacuum line at MAP sensor.
Start engine, and apply 10-14 in. Hg to MAP sensor. Run engine at 2000 RPM for 2 minutes. If reading is
0.5 volt or more, go to step 17). If reading is less than 0.5 volt, replace HEGO sensor and repeat QUICK
TEST.
16) Check HEGO Sensor (Engines With MAF Sensor) Purpose of this test is to verify HEGO sensor
can generate a voltage signal of greater than 0.5 volt during KOER SELF-TEST. With ignition off and
DVOM set on 20-volt scale, disconnect appropriate HEGO sensor from harness. On 4-wire HEGO,
connect DVOM between HEGO SIGNAL and HEGO GND at HEGO sensor connector. On 3-wire
HEGO, connect DVOM to HEGO SIGNAL at sensor and battery negative terminal. On all models, run
engine at 2000 RPM for 2 minutes. Repeat KOER SELF-TEST and monitor HEGO sensor voltage. If
voltage is 0.5 volt or more at end of self-test, go to next step. If voltage is less than 0.5 volt, replace
HEGO sensor and repeat QUICK TEST.
17) Check Continuity Of HEGO Circuits Turn ignition off. Install breakout box, leaving ECA
disconnected. Disconnect suspect HEGO sensor from wiring harness. Inspect both ends of connector for
damage, moisture and corrosion. Repair as necessary. Set DVOM on 200-ohm scale. Measure resistance
between HEGO SIGNAL (test pin No. 29) at breakout box and HEGO SIGNAL at wiring harness
connector. On 3-wire HEGO, measure resistance between HEGO GROUND test pin at breakout box and
battery negative terminal. On 4-wire HEGO, measure resistance between HEGO GROUND test pin at
breakout box and HEGO GND at wiring harness connector. Where applicable, measure resistance
between HEGO GND and SIG RTN at breakout box. On all models, go to next step if each resistance is
less than 5 ohms. If any resistance is 5 ohms or more, repair open circuit. Remove breakout box, and
reconnect all components. Drive vehicle for 5 minutes at 55 MPH. Repeat QUICK Test.
18) Check HEGO Circuit For Short To Ground Turn ignition off. Leave breakout box installed and
ECA disconnected. Disconnect HEGO sensor. Measure resistance between HEGO SIGNAL and test pins
No. 40, 46 and 49 at breakout box. If any reading is less than 10,000 ohms, repair short to ground.
Reconnect all components, and repeat QUICK TEST. If reading is 10,000 ohms or more, go to next step.
19) Check HEGO Sensor For Short To Ground Disconnect HEGO sensor. On 4-wire HEGO, measure
resistance between PWR GND, HEGO GND, SIG RTN and HEGO SIG at HEGO sensor connector. On
all HEGO sensors, measure resistance between PWR GND and HEGO SIGNAL at HEGO sensor
connector. If resistance is less than 10,000 ohms, replace HEGO sensor. Connect all components, and
drive vehicle for 5 miles at 55 MPH. Repeat QUICK TEST. If resistance is 10,000 ohms or more,
perform following procedure as applicable.
 For Codes 144/41, 139/91, 171, 174, 175 and 178, go to step 90).
 For all other codes, go to next step if engine is equipped with MAP sensor. If engine is equipped
with MAF sensor, replace ECA. Drive vehicle for 5 miles at 55 MPH, and repeat QUICK TEST.
20) Attempt To Eliminate Code 41/172, 91/136 Or 176 (Engines With MAP Sensor) Turn ignition
off. Connect ECA to breakout box. Connect HEGO sensor. Disconnect and plug MAP sensor vacuum
hose. Apply 10-14 in. Hg to MAP sensor. Start and run engine at 2000 RPM for 2 minutes. Allow engine
to return to idle. Perform KOER SELF-TEST. If diagnosing continuous memory codes, drive vehicle 5
miles at 55 MPH. If Code 41/172, 91/136 or 176 is still present, remove breakout box. Connect all
components. If engine runs rough, go to step 2) of CIRCUIT TEST S. If engine does not run rough,
replace ECA, drive vehicle 5 miles at 55 MPH and repeat QUICK TEST. If code is not present, remove
breakout box and connect all components. HEGO input circuit and fuel delivery are okay; fault is in area
common to all systems. See TESTS W/O CODES article in the ENGINE PERFORMANCE Section.
21) Check Resistance Of HEGO Heating Element Turn ignition off. Disconnect suspect HEGO sensor.
Inspect both ends of connector for damage, moisture and corrosion. Repair if necessary. Set DVOM on
200-ohm scale. Measure resistance between IGNITION RUN circuit and PWR GND circuit at HEGO
sensor connector. Hot to warm engine resistance should be 5-30 ohms. Cold engine resistance is 2-5
ohms. If resistance is within specification, go to next step. If resistance is not as specified, replace HEGO
sensor and repeat QUICK TEST.
22) Check For Power At HEGO Harness Connector Disconnect HEGO sensor. Turn ignition on.
Measure voltage between IGNITION RUN and PWR GND circuits at HEGO wiring harness connector.
If voltage is 10.5 volts or more, HEGO system and fuel delivery are okay. HEGO sensor may have cooled
before KOER SELF-TEST. If driveability symptom continues, fault is in area common to all cylinders.
See TESTS W/O CODES article in the ENGINE PERFORMANCE Section. If voltage is less than 10.5
volts, go to next step.
23) Check Continuity Of Power Ground Circuit Turn ignition off. Measure resistance between PWR
GND circuit at HEGO wiring harness connector and negative battery terminal. If resistance is less than 5
ohms, repair open in IGNITION RUN circuit and repeat QUICK TEST. If resistance is 5 ohms or more,
repair open in PWR GND circuit and repeat QUICK TEST.
24) Check HEGO SIGNAL For Short To Power On dual HEGO systems, Code 42/173 applies to right
or rear HEGO. Codes 92/137 and 177 applies to left or front HEGO. Turn ignition off. Disconnect
appropriate HEGO sensor. Turn ignition on. Measure voltage between HEGO SIG and PWR GND at
HEGO wiring harness connector. If reading is less than 0.5 volt, go to step 26). If reading is 0.5 volt or
25) Check For Short To Power Turn ignition off. Disconnect HEGO sensor. Inspect both ends of
connector for damage, moisture and corrosion. Repair if necessary. Drive vehicle 5 miles at 55 MPH and
repeat QUICK TEST. If connector is okay, go to next step.
26) Check HEGO Sensor For Short To IGNITION RUN Circuit Turn ignition off, and wait 10
seconds. Disconnect HEGO. Set DVOM to 200-k/ohm scale. Measure resistance between IGNITION
RUN circuit and HEGO SIG circuit at HEGO sensor connector. If resistance is 10,000 ohms or more, go
to next step for Codes 42/173, 92/137 and 177; for codes 171, 174, 175 and 178, go to step 28) (MAP
sensor) or 30) (MAF sensor). If resistance is less than 10,000 ohms, replace HEGO sensor. Drive vehicle
for 5 miles at 55 MPH, and repeat QUICK TEST.
27) Attempt To Generate Code 41/172, 91/136 Or 176 Turn ignition off. Disconnect appropriate
HEGO sensor. Using jumper wire, connect HEGO SIG circuit at HEGO wiring harness connector to
negative battery terminal. Repeat KOER SELF-TEST. If Code 41/172, 91/136 or 176 is present, remove
jumper wire and go to next step for engines with MAP sensor or step 30) for engines with MAF sensor. If
Codes 41/172, 91/136 and 176 are not present, remove jumper wire. Disconnect ECA connector, and
inspect it for damage. If connector is okay, replace ECA. Drive vehicle for 5 miles at 55 MPH. Repeat
QUICK TEST.
Diagnostic Aids Because MAP sensor greatly influences fuel control, MAP sensor may malfunction
without setting Code 22/126. Next 2 steps test MAP vacuum circuit.
28) Check MAP Sensor For Vacuum Leaks Turn ignition off. Disconnect vacuum hose from MAP
sensor. Connect vacuum pump to sensor. Apply 18 in. Hg to MAP sensor. If sensor does not hold
vacuum, replace MAP sensor. Drive vehicle for 5 miles at 55 MPH. Repeat QUICK TEST. If sensor
holds vacuum, release vacuum and go to step 29).
Check For Loss Of Vacuum To MAP Sensor Using vacuum "T", connect vacuum gauge in MAP
sensor vacuum hose. Start engine. Note vacuum reading at idle stabilizes. Turn ignition off. Remove "T"
and vacuum gauge. Reconnect hose to MAP sensor. Connect vacuum gauge at a different manifold
vacuum location. Start engine, and note vacuum reading. If readings do not differ by more than 1 in. Hg,
go to next step. If readings differ by more than 1 in. Hg, inspect vacuum hoses for leaks, kinks and
blockage. Repair as necessary. Connect all components, and drive vehicle for 5 miles at 55 MPH. Repeat
QUICK TEST.
30) HEGO Sensor Check Turn ignition off. Disconnect HEGO sensor. For 4-wire HEGO sensor,
connect DVOM to HEGO and HEGO GND or SIG RTN at HEGO sensor connector. For 3-wire HEGO
sensor, connect DVOM to HEGO SIGNAL at HEGO sensor connector and negative battery terminal. On
all models, remove PCV valve from hose. Start engine, and run it at about 2000 RPM. DVOM should
indicate less than 0.4 volt within 30 seconds. If voltage is not as specified, replace HEGO sensor.
Reconnect vacuum hoses, and drive vehicle for 5 miles at 55 MPH. Repeat QUICK TEST. If voltage is as
specified, go to next step.
90) Check Continuous Monitor Mode Start engine, and warm it to normal operating temperature. Raise
engine speed to 2000 RPM for 2 minutes and then return to idle. Enter KOER wiggle test. See
CONTINUOUS MONITOR MODE (WIGGLE TEST) under QUICK TEST. While observing DVOM
or scan tester, shake or bend small sections of wiring harness from HEGO sensor to ECA. Wiggle, shake
or bend small sections of wiring harness from HEGO GND to ECA. If no fault is indicated, remain in
CONTINUOUS MONITOR MODE and go to next step. If fault is indicated, isolate and repair fault as
necessary. Clear codes. Repeat QUICK TEST.
91) Continuous Monitor Test Drive Check While still in KOER wiggle test, drive vehicle for 5 miles at
55 MPH over smooth roads. Drive an additional 5 miles at 55 MPH over rough roads. If possible, drive
vehicle through a pool of water to wet HEGO sensor and connector. If fault is indicated, isolate fault and
repair as necessary. Clear codes, and remove breakout box. Repeat QUICK TEST. If no codes are
indicated, exit KOER wiggle test and go to next step.
92) Check HEGO Switching Turn ignition off. Inspect wire harness for proper routing. Check for burnt,
chaffed or open wires. Repair if necessary. Disconnect ECA 60-pin connector. Inspect it for damaged or
pushed-out pins and repair as necessary. Install breakout box. Connect ECA to breakout box. Connect
analog voltmeter to suspect HEGO sensor test pin and HEGO GND at breakout box. Test drive vehicle
for 5 miles at 55 MPH while observing voltmeter. HEGO should switch fluctuate between .3 and .9 volt
in 3 second cycles. If HEGO does not switch as described, replace HEGO sensor. Connect all
components, and repeat QUICK TEST. If HEGO switches as described, fault cannot be identified at this
time. See INTERMITTENTS in TESTS W/O CODES article in the ENGINE PERFORMANCE Section.
CIRCUIT TEST HA - ADAPTIVE FUEL

article.
Diagnostic Aids
Perform this test when directed by QUICK TEST. ECA uses adaptive fuel logic to compensate for normal
variances in fuel system components. If fuel system appears to be too rich or too lean, adaptive fuel will make
appropriate shift in fuel delivery calculations to compensate.
If possible, measure several known good MAP/BP sensors. Average voltage reading will be typical for location
and day of testing.

0 1.55-1.63
1000 1.52-1.60
2000 1.49-1.57
3000 1.46-1.54
4000 1.43-1.51
5000 1.40-1.48
6000 1.37-1.45
7000 1.35-1.43
CIRCUIT TEST HA ACRONYMS

Acronym Definition
HEGO Heated Exhaust Gas Oxygen Sensor
KAM Keep-Alive Memory
SEFI Sequential Electronic Fuel Injection
1) Continuous Memory Codes 181, 183, 189 & 192 This test identifies areas which could cause HEGO
sensor to detect excessive oxygen, resulting in adaptive fuel enriching system to compensate. Excessive
oxygen will be detected with lean conditions and certain rich conditions. For models with dual HEGO
sensors, a related fuel code from both HEGO sensors could indicate a problem common to all cylinders.
If a code is present from only one HEGO, this may help isolate a problem or be an early indication of a
common problem.
 Code 183 Indicates single right or rear HEGO detected a problem and adaptive fuel rich limit has
been reached at idle.
 Code 192 Indicates left or front HEGO detected a problem and adaptive fuel rich limit has been
reached at idle.
 Code 181 Indicates single right or rear HEGO detected a problem and adaptive fuel rich limit has
been reached.
 Code 189 Indicates left or front HEGO detected a problem and adaptive fuel rich limit has been
reached.
Ensure a pass Code (111) is retrieved during both KOEO SELF-TEST and KOER SELF-TEST.
Whenever a repair is made, clear KAM. If driveability symptoms are not present, be aware of other
temporary conditions which may have set this code, such as fuel contamination or vehicle is out of fuel.
For SEFI models, go to next step. For non-SEFI models, go to step 3).
2) Run Cylinder Balance Test Run KOER SELF-TEST. After last repeated code, wait 5-10 seconds
then goose throttle lightly (not WOT). Cylinder balance test will be activated. If Code 90 is present, go to
next step. If Code 90 is not present, go to step 35).
3) Check For Vacuum/Air Induction Leaks Check vacuum hoses, air induction system and EGR tube
for leaks and damage. Repair if necessary. Clear KAM, and repeat QUICK TEST. If leak or damage is
not found, go to go to next step.
4) Check For Low Fuel Pressure Turn ignition off. Release fuel system pressure. Install fuel pressure
gauge. Cycle ignition from OFF to RUN position twice. Observe KOEO fuel pressure. Start engine.
Observe and record KOER fuel pressure. For fuel pressure specifications, see FUEL PRESSURE
SPECIFICATIONS article. If fuel pressure is within specification, go to next step. If fuel pressure is not
within specification, repair fuel system. Clear KAM, and repeat QUICK TEST.
5) Check System Ability To Hold Fuel Pressure With fuel pressure gauge installed, cycle ignition from
OFF to ON position twice to pressurize fuel system (DO NOT start engine). If fuel pressure remains at
specification for 60 seconds, go to next step (MAP/BP equipped vehicles) or step 7) (all other vehicles).
If fuel pressure does not remain at specification for 60 seconds, repair fuel system as necessary. Clear
KAM, and repeat QUICK TEST.
6) Check MAP/BP Frequency Turn ignition off. Connect MAP/BP tester to MAP/BP sensor. See Fig.
17 in CIRCUIT TEST DF. Turn ignition on. If MAP/BP voltage is within specification, go to next step.
See MAP SENSOR VOLTAGE OUTPUT. If voltage is not within specification, check wiring to
MAP/BP sensor for corrosion and other damage. Repair as necessary. Clear KAM, and repeat QUICK
TEST. If wiring is okay, replace MAP/BP sensor. Clear KAM, and repeat QUICK TEST.
7) Check For Proper Battery Voltage To Fuel Injectors Turn ignition on. Measure and record voltage
across battery terminals. Disconnect any fuel injector harness connector. Measure and record voltage
between VPWR circuit at fuel injector wiring harness connector and battery negative terminal. If both
voltage readings are within one volt of each other, go to next step. If voltage readings differ by more than
one volt, fuel injectors are not getting correct voltage. Repair as necessary. Clear KAM, and repeat
QUICK TEST.
8) Verify CANP Solenoid Is Not Stuck Closed Enter OUTPUT STATE CHECK. See ADDITIONAL
SYSTEM FUNCTIONS. Disconnect hose to manifold vacuum at CANP solenoid. Check for blockage.
Repair or replace hose as necessary. With outputs off, apply 16 in. Hg vacuum to manifold vacuum side
of CANP. Apply throttle to cycle outputs on. If vacuum releases, reconnect vacuum hose to CANP and go
to next step (thermactor-equipped vehicles) or step 25) (all other vehicles). If vacuum does not release,
repeat this step to verify results. If vacuum now releases, go to next step (thermactor-equipped vehicles).
If vacuum will not release, replace CANP solenoid. Clear KAM, and repeat QUICK TEST.
9) Check Thermactor System For Upstream Air Leak Check thermactor air control and vacuum
control valves. See I - SYS/COMP TESTS article in the ENGINE PERFORMANCE Section. If air
control valve is operating properly, go to step 25). If air control valve is not operating properly, repair or
replace valve as necessary. Clear KAM, and repeat QUICK TEST.
15) Continuous Memory Codes 179, 182, 188 & 191 This test identifies areas which could cause engine
to run rich, resulting in adaptive fuel reducing system to compensate. For vehicles with dual HEGO
sensors, a related fuel code from both HEGO sensors could indicate a problem common to all cylinders.
If a code is present from only one HEGO, this may help isolate a problem or it may be an early indication
of a common problem.
 Code 179 Indicates single right or rear HEGO detected a problem and adaptive fuel lean limit has
been reached.
 Code 182 Indicates single right or rear HEGO detected a problem and adaptive fuel lean limit has
been reached at idle.
 Code 188 Indicates left or front HEGO detected a problem and adaptive fuel lean limit has been
reached.
 Code 191 Indicates left or front HEGO detected a problem and adaptive fuel lean limit has been
reached at idle.
Ensure a pass Code (111) is received during both KOEO SELF-TEST and KOER SELF-TEST.
Whenever a repair is made, clear KAM. For SEFI vehicles, go to step 16). For non-SEFI vehicles, go to
step 17).
16) Run Cylinder Balance Test Run KOER SELF-TEST. After last repeated code, wait 5-10 seconds
and then goose throttle lightly (not WOT). Cylinder balance test will be activated. If Code 90 is present,
go to next step. If Code 90 is not present, go to step 35).
17) Check For Low Fuel Pressure Turn ignition off. Release fuel system pressure. Install fuel pressure
gauge. Cycle ignition from OFF to RUN position twice. Observe KOEO fuel pressure. Start engine.
Observe and record KOER fuel pressure. For fuel pressure specifications, see FUEL PRESSURE
SPECIFICATIONS article. If fuel pressure is within specification, go to next step. If fuel pressure is not
within specification, repair fuel system as necessary. Clear KAM, and repeat QUICK TEST.
18) Check System Ability To Hold Fuel Pressure With fuel pressure gauge installed, cycle ignition
from OFF to ON position twice to pressurize fuel system (do not start engine). If fuel pressure remains at
specification for 60 seconds, go to next step (MAP/BP-equipped vehicles) or step 20) (all other vehicles).
If fuel pressure does not remain at specification for 60 seconds, repair fuel system as necessary. Clear
KAM, and repeat QUICK TEST.
19) Check MAP/BP Frequency Turn ignition off. Connect MAP/BP tester to MAP/BP sensor. Turn
ignition on. Refer to MAP SENSOR VOLTAGE OUTPUT. If voltage is not within specification, check
wiring to MAP/BP sensor for corrosion or other damage. Repair if necessary. Clear KAM, and repeat
QUICK TEST. If wiring is okay, replace MAP/BP sensor. Clear KAM, and repeat QUICK TEST. If
MAP/BP voltage is within specification, go to next step.
20) Check Throttle Body & Air Induction System Check throttle body and air induction system for
contamination and obstruction. Repair if necessary. Clear KAM, and repeat QUICK TEST. If throttle
body and air induction system are okay, go to next step.
21) Check PCV Valve Turn ignition off. Remove and shake PCV valve. If PCV valve rattles freely when
shaken, go to next step. Replace PCV valve if it does not rattle. Clear KAM, and repeat QUICK TEST.
26) Check HEGO Heater Circuit Turn ignition off. Disconnect HEGO sensor(s). Measure resistance
between IGNITION RUN circuit and PWR GND circuit at HEGO sensor connectors. Resistance should
be 2 ohms (cold) or 35 ohms (hot). Set DVOM to 20-volt scale. Turn ignition on. Measure voltage
between IGNITION RUN circuit and PWR GND circuit at HEGO sensor connectors. Voltage should be
10.5 volts. If HEGO circuit checks are within specification, go to next step. If HEGO circuit check are not
within specification, isolate problem and repair as necessary. Clear KAM, and repeat QUICK TEST.
27) Inspect HEGO Sensor For Contamination Remove HEGO sensor(s) from exhaust manifold.
Visually inspect for contamination and other damage. If HEGO sensors appear okay, go to next step
(models with EGR) or step 30) (models without EGR). If HEGO sensors are contaminated or damaged,
replace HEGO sensor. Clear KAM, and repeat QUICK TEST.
28) Check EGR Vacuum Supply At Idle Disconnect vacuum line at EGR valve. Connect vacuum gauge
to EGR vacuum line. Start engine, and let it idle. If vacuum reading is less than 2.5 in. Hg, go to next
step. If vacuum reading is 2.5 in. Hg or more, check EVR solenoid filter for obstructions. Repair as
necessary. If EVR filter is okay, replace EVR solenoid. Connect all components, clear KAM, and repeat
QUICK TEST.
29) Verify EGR Valve Is Fully Seated Inspect EGR valve to ensure proper seating. If EGR valve is
fully seated, reconnect vacuum line to EGR valve and go to next step. If EGR valve is not fully seated,
service or replace EGR valve as necessary. Clear KAM, and repeat QUICK TEST.
30) Check Cooling System Ensure cooling system is in good condition and all components are operating
properly. If cooling system is okay, go to next step. If cooling system requires service, repair or replace as
necessary. Clear KAM, and repeat QUICK TEST.
35) Check Ignition System Ensure ignition system is operating properly. Scope check engine to verify
no abnormal primary or secondary ignition firing lines exist. If ignition system is operating properly, go
to next step. If system is not operating properly, make necessary repairs. See IGNITION SYSTEMS in I -
SYS/COMP TESTS article in the ENGINE PERFORMANCE Section. Clear KAM, and repeat QUICK
TEST.
36) Injector Flow Check Check fuel injector flow using Fuel Injector Tester (Rotunda 113-00001). If
injector flow is okay, go to next step. If injectors are restricted, clean or replace injectors as necessary.
Clear KAM, and repeat QUICK TEST.
37) Check Cylinder Compression Check cylinder compression. See MECHANICAL INSPECTION in
BASIC TESTING article in the ENGINE PERFORMANCE Section. If cylinder compression is not
within specifications, repair or replace engine as necessary. Clear KAM, and repeat QUICK TEST. If
cylinder compression is within specification, go to next step.
WARNING: Following road test is an optional procedure. Follow all applicable

safety procedures and traffic laws. This road test requires a driver
and an assistant. Assistant should make measurements, observe
changes and record notes. If this test is not performed, go to TESTS
W/O CODES article in the ENGINE PERFORMANCE Section for other
possible causes.
40) Road Test Vehicle Purpose of this test is to identify faults by monitoring certain controlled
parameters while trying to recreate a driveability fault or symptom. To prepare for road test:
 Install fuel pressure gauge.
 Install MAP/BP tester.
 Disconnect ECA 60-pin connector, install breakout box and reconnect ECA to breakout box.
 Connect "T" vacuum gauge into manifold vacuum line.
 Have DVOM, writing materials, appropriate schematics and pin voltage charts available.
With ignition on and negative lead of DVOM connected to battery negative terminal, ensure following
signals are correct:
 POWERS: KAPWR (pin No. 1) is more than 10.5 volts, VPWR (pins No. 37 and 57) is more than
10.5 volts and VREF (pin No. 26) is 4-6 volts.
 GROUNDS: PWR GND (pins No. 40 and 60), SIG RTN (pin No. 46) and IGN GND (pin No. 16)
are 0-.5 volt.
 OPTIONAL GROUNDS: HEGO GND (pin No. 49), CSE GND (pin No. 20) and MAF RTN (pin
No. 9 or 15) are 0-.5 volt.
Drive vehicle and attempt to induce symptom. Information provided by vehicle operator may help when
trying to recreate symptom. When symptom occurs, assistant should observe and record changes in
voltage signals. Information about symptom, operating condition value of voltage signal and any other
information available should be recorded for analysis. If unable to duplicate symptom during road test,
verify EEC-IV values are within acceptable range. After road test is completed, analyze results to locate
and repair fault causing symptom. If problem cannot be identified, go to TESTS W/O CODES article in
the ENGINE PERFORMANCE Section for other possible causes of symptom.
CIRCUIT TEST J - FUEL PUMP CIRCUIT (RELAY & INERTIA SWITCH)
Diagnostic Aids
Perform this test when instructed by QUICK TEST. This test is only intended to diagnose:
 Fuel pump relay.

 Inertia switch.
 Wiring harness circuits (BATT +, VPWR, FUEL PUMP, GND and POWER-TO-PUMP).
 ECA.
Fig. 27: Fuel Pump Monitor Circuit. Diagram
CIRCUIT TEST J TEST PIN WIRE COLOR ID

Aerostar 8 (FPM) Pink/Black
Except Aerostar 8 (FPM) Dk. Green/Yellow
All Models 22 (FP) Lt. Blue/Orange
1) No Fuel System Pressure: Check Fuel Pump Operation Turn ignition switch from OFF to RUN
position several times (DO NOT turn to START position). If fuel pump runs briefly each time ignition is
turned to RUN position, fuel pump circuit is okay. If fuel pump does not run, go to next step.
2) Check For VPWR To ECA Turn ignition off. Install EEC-IV Breakout Box (T83L-50-EEC-IV).
Connect ECA to breakout box. Turn ignition on. Measure voltage between test pins No. 37 and 40 at
breakout box. Measure voltage between test pins No. 57 and 60 at breakout box. If both voltage readings
are more than 10.5 volts, go to next step. If voltage is 10.5 volts or less, go to CIRCUIT TEST B -
CHECKING VEHICLE BATTERY, step 1).
3) Check Voltage To POWER-TO-PUMP Circuit With ignition on, measure voltage between chassis
ground and POWER-TO-PUMP circuit at fuel pump relay while cranking engine. If reading is less than 8
volts, go to step 4). If reading is 8 volts or more, check fuse to fuel pump relay. If fuse is okay, repair
open in BATT+ circuit between fuel pump relay and battery positive terminal. Remove breakout box, and
repeat QUICK TEST.
4) Checking BATT (+) Circuit To Fuel Pump Relay Turn ignition on. Leave breakout box installed
and ECA connected. Locate fuel pump relay. Measure voltage between chassis ground and BATT (+)
circuit at fuel pump relay. If voltage is less than 10.5 volts, repair open in BATT (+) circuit between fuel
pump relay and positive battery terminal. Repeat QUICK TEST. If reading is 10.5 volts or more, go to
next step.
5) Check Voltage At POWER-TO-PUMP Circuit Turn ignition off. Connect jumper wire from test pin
No. 22 to test pin No. 40 or 60 at breakout box. Turn ignition on. Measure voltage between chassis
ground and POWER-TO-PUMP circuit at fuel pump relay. If voltage is 10.5 volts or more, replace ECA
and repeat QUICK TEST. If voltage is less than 10.5 volts, replace fuel pump relay, and repeat QUICK
TEST.
7) Code 87/556: Check VPWR To Fuel Pump Relay Code 87/556 indicates a fuel pump primary circuit
failure. Possible causes for this fault are:
 Inertia switch not reset or circuit open.
 Open or shorted circuit.
 Faulty fuel pump relay.
 Faulty ECA.
Disconnect fuel pump relay. Turn ignition on. Measure voltage between chassis ground and VPWR
circuit at fuel pump relay wiring harness connector. If reading is 10.5 volts or more, go to next step. If
reading is less than 10.5 volts, verify inertia switch is in ON position. If switch is okay, repair open in
VPWR circuit between EEC power relay and fuel pump relay. Connect fuel pump relay and repeat
QUICK TEST.
8) Check Fuel Pump Relay Turn ignition off. Disconnect fuel pump relay. See Fig. 28. Set DVOM on
200-ohm scale. On Bronco, Pickup and Van relays, measure resistance between terminals No. 85 and 86.
On all other relays, measure resistance between VPWR pin and FUEL PUMP circuit pin at fuel pump
relay. Both resistances should be 40-85 ohms. Set DVOM to 20-k/ohm scale. On Bronco, Pickup and Van
relays, measure resistance between terminal No. 85 and terminals No. 30 and 87. On all other relays,
measure resistance between FUEL PUMP circuit pin and both POWER-TO-PUMP and BATT (+) pins at
fuel pump relay. All resistances should be greater than 10,000 ohms. If resistances are as specified, go to
next step. If resistances are not as specified, replace fuel pump relay and repeat QUICK TEST.
Fig. 28: Fuel Pump Relay Connector Terminal ID
9) Check For Short To Power Turn ignition off. Disconnect fuel pump relay. Disconnect 60-pin ECA
leaving ECA disconnected. Turn ignition on. Measure voltage between test pin No. 22 and negative
battery terminal. If voltage is less than 1.0 volt, go to next step. If voltage is 1.0 volt or more, repair short
circuit. Reconnect ECA, and attempt to start vehicle. If vehicle fails to start, replace ECA. Repeat QUICK
TEST.
10) Check For Shorts To Ground Turn ignition off. Leave fuel pump relay disconnected. Measure
resistance between test pin No. 22 and test pins No. 40 and 60. If resistance is less than 10,000 ohms,
repair short in FUEL PUMP circuit. Remove breakout box, and repeat QUICK TEST. If resistance is
10,000 ohms or more, go to next step.
11) Check Fuel Pump Circuit Continuity Turn ignition off. Leave fuel pump relay disconnected.
Measure resistance between FUEL PUMP circuit at fuel pump relay wiring harness connector and test pin
No. 22 at breakout box. If resistance is less than 5 ohms, replace ECA and repeat QUICK TEST. If
resistance is 5 ohms or more, repair open circuit. Reconnect all components, and repeat QUICK TEST.
20) Code 95/542 A KOEO Code 95/542 indicates one of following conditions:
Engine Starts:
 Fuel pump secondary circuit shorted to power.

 Fuel pump relay contacts always closed.
 Open in Fuel Pump Monitor (FPM) circuit between ECA and connection to POWER-TO-PUMP
circuit.
 HEGO short to power (dual HEGO applications).
 Faulty ECA.
No Start:
 Inertia switch not reset or electrically open.

 Open circuit in or between ECA and fuel pump.
 Faulty ground connection at fuel pump.
If engine starts, go to step 21). If engine does not start, go to step 24).
21) Check Fuel Pump Operation Turn ignition on. Wait 5 seconds. Listen for fuel pump operation. If
fuel pump is off, go to step 23). If fuel pump is on, go to next step.
22) Check For Fuel Pump Relay Always Closed Turn ignition off. Disconnect fuel pump relay. Turn
ignition on. If fuel pump is off with relay disconnected, replace fuel pump relay and repeat QUICK
TEST. If fuel pump is on with relay disconnected, repair short to power in POWER-TO-PUMP/FPM
circuit. (For models with relay block, also check fuel pump prime plug circuit). Repeat QUICK TEST.
23) Check Continuity Of Fuel Pump Monitor (FPM) Circuit Turn ignition off. Disconnect ECA 60-
pin connector. Inspect and repair any damaged terminals. Install EEC-IV Breakout Box (T83L-50-EEC-
IV), leaving ECA disconnected. Disconnect fuel pump relay. Measure resistance between test pin No. 8 at
breakout box and POWER-TO-PUMP circuit at fuel pump relay wiring harness connector. If resistance is
less than 5 ohms, go to step 35) (dual HEGO) or replace ECA and repeat QUICK TEST (single HEGO).
If resistance is 5 ohms or more, repair open circuit and repeat QUICK TEST.
24) Check Inertia Switch Turn ignition off. Disconnect fuel pump inertia switch. Ensure switch is reset.
Measure resistance of inertia switch. If resistance is less than 5 ohms, reconnect switch and check for
open in POWER-TO-PUMP circuit, poor fuel pump ground or open in fuel pump. If resistance is 5 ohms
or more, reset or replace inertia switch. Repeat QUICK TEST.
30) Code 96/543 Code 96/543 indicates fuel pump secondary circuit failure between BATT (+) supply
and FPM connection to POWER-TO-PUMP circuit. Following are possible causes:
No Start:
 Open circuit between BATT (+) supply and FPM connection to POWER-TO-PUMP circuit.
 Fuel pump relay contacts are always open.
Engine Starts:
 HEGO short to power (dual HEGO models).

 Faulty ECA.
If engine starts, go to step 35) (dual HEGO) or replace ECA and repeat QUICK TEST (single HEGO). If
engine does not start, go to step 31).
31) Check For BATT (+) To Fuel Pump Relay Turn ignition off. Disconnect fuel pump relay. Connect
DVOM between BATT (+) terminal at fuel pump relay wiring harness connector and negative battery
terminal. If voltage is 10.5 volts or more, go to next step. If voltage is less than 10.5 volts, check
fuse/fusible link for BATT (+) supply to fuel pump relay. If fuse/fusible link is okay, repair open circuit
in BATT (+) circuit. Repeat QUICK TEST.
32) Check POWER-TO-PUMP Circuit Continuity Turn ignition off. With fuel pump relay
disconnected, measure resistance between POWER-TO-PUMP terminal at fuel pump relay wiring
harness connector and negative battery terminal. If resistance is less than 10 ohms, replace fuel pump
relay. Reconnect relay and repeat QUICK TEST. If resistance is 10 ohms or more, repair open circuit in
POWER-TO-PUMP circuit between FPM splice and fuel pump relay. Repeat QUICK TEST.
Diagnostic Aids Due to internal circuitry of ECA, a left/front HEGO signal short to power could produce
a Code 95/542 or 96/543.
35) Check Left/Front HEGO Sensor For Short To Power Turn ignition off. Disconnect left or front
HEGO sensor. See Fig. 29. Measure resistance between HEGO SIGNAL terminal and KEY POWER
terminal at HEGO sensor wiring harness connector. See Fig. 30. If resistance is 10,000 ohms or more, go
to step 36). If resistance is less than 10,000 ohms, replace HEGO sensor. Clear KAM, and repeat QUICK
TEST.
Fig. 29: HEGO Sensor Connector
Fig. 30: HEGO Sensor Vehicle Harness Connector

36) Check HEGO Circuit For Short To Power Turn ignition off. Disconnect ECA. Inspect and repair
any damaged terminals. Turn ignition on. With left or front HEGO sensor disconnected, measure voltage
between HEGO SIGNAL at HEGO wiring harness connector and chassis ground. If voltage is less than 2
volts, replace ECA and repeat QUICK TEST. If voltage is 2 volts or more, repair short circuit. Reconnect
ECA and HEGO sensor. Clear KAM, and repeat QUICK TEST.
90) Continuous Memory Code 95/542 Code 95/542 indicates one of following conditions:
 Faulty ground circuit at fuel pump.
 FPM or POWER-TO-PUMP circuit short to power.
 Fuel pump relay contacts stuck closed.
 Open circuit in or between fuel pump and FPM circuit at ECA.
 Left or front HEGO circuit short to power (dual HEGO system).
 FUEL PUMP circuit is activated at a time that is not programmed into ECA strategy.
Start engine, and enter wiggle test. See CONTINUOUS MONITOR MODE (WIGGLE TEST) under
QUICK TEST. Check for engine miss or intermittent fuel pump deactivation while performing following:
 Shake and bend POWER-TO-PUMP circuit wiring harness connector between fuel pump relay and
fuel pump.
 Shake and bend fuel pump ground circuit between fuel pump and ground.
 Lightly tap fuel pump to simulate road shock.
 Lightly tap inertia switch to simulate road shock.
With ignition off, check harness connectors for corrosion and damage. Isolate and repair any faults. Clear
continuous memory, and repeat QUICK TEST. If no faults are found, go to next step.
91) Check FPM Circuit Turn ignition off. Disconnect ECA 60-pin connector. Inspect terminals, and
repair if damaged. Install EEC-IV Breakout Box (T83L-50-EEC-IV), leaving ECA disconnected. Connect
test light between test pin No. 8 and test pin No. 37 at breakout box. With test light on, perform wiggle
test on FPM circuit between fuel pump and ECA. Light will go out if fault is found, indicating an open
circuit. If a fault is found, repair as necessary and repeat QUICK TEST. If no fault is found, go to next
step.
92) Check For Shorts To Power Connect a test light between breakout box test pin No. 8 and test pin
No. 40. Test light should be off. Observe test light while bending and shaking FPM circuit and POWER-
TO-PUMP circuit. Lightly tap fuel pump relay to simulate road shock. Fault is indicated if test light
comes on. Isolate and repair fault as necessary, and repeat QUICK TEST. If no fault is found, go to step
96) (dual HEGO) or step 99) (single HEGO).
93) Continuous Memory Code 96/543: Check For Continuous Memory Code 87/556 If Code 87 or
556 is present, go to step 95). If Codes 87 and 556 are not displayed, go to next step.
94) Check EEC-IV Harness A Continuous Memory Code 96/543, without an accompanying Continuous
Memory Code 87/556, indicates one of following conditions has occurred during vehicle operation:
 An open in BATT (+) circuit between BATT (+) and fuel pump relay.
 Fuel pump relay contacts open.

 Open in POWER-TO-PUMP circuit between fuel pump relay to FPM splice (if applicable).
 Left/front HEGO circuit short to power (dual HEGO).
Start engine. Check for engine miss or intermittent fuel pump deactivation while performing following:
 Shake and bend BATT (+) circuit wiring harness between power source and fuel pump relay.
 Shake and bend POWER-TO-PUMP circuit wiring harness connector between fuel pump relay and
FPM splice (if applicable).
 Lightly tap fuel pump relay to simulate road shock.
Turn ignition off. Inspect all fuel pump relay and BATT (+) connectors for damage and corrosion. If fault
is found, repair as necessary. Clear and repeat QUICK TEST. If no fault is found, a Continuous Memory
Code 95/543 may have been set without a Continuous Memory Code 87/556 under certain conditions,
even though a fault has occurred in fuel pump primary circuit. Go to next step for fuel pump primary
circuit check.
95) Continuous Memory Code 87/556: Check EEC-IV Harness A Continuous Memory Code 87 or
556 indicates primary fuel pump circuit has failed during vehicle operation. Possible causes for this fault
are:
 Open in VPWR circuit between EEC power relay and fuel pump relay.
 Open coil in fuel pump relay.
 Open in fuel pump circuit (pin No. 22).
 Faulty inertia switch.
Start engine. Check for engine miss or intermittent fuel pump deactivation while performing following:
 Shake and bend VPWR circuit wiring harness between EEC and fuel pump relay.
 Shake and bend FP circuit wiring harness connector between fuel pump relay and ECA.
 Lightly tap fuel pump relay to simulate road shock.
 Lightly tap inertia switch to simulate road shock (if equipped).
Turn ignition off. Disconnect ECA 60-pin connector. Inspect terminals, and repair if damaged. Install
EEC-IV Breakout Box (T83L-50-EEC-IV), leaving ECA disconnected. If fault is found, isolate and repair
as necessary. Repeat QUICK TEST. If no faults are found but Code 96/543 is present, go to next step
(dual HEGO). If fault can not be duplicated at this time, go to step 99).
Diagnostic Aids Due to internal circuitry of ECA, an intermittent left/front HEGO signal short to power
could produce a Continuous Memory Code 95/542 or 96/543.
96) Check Left/Front HEGO Circuit For Short To Power Turn ignition off. Breakout box should be
installed with ECA disconnected. Connect test light between left/front HEGO test pin and pin No. 40 at
breakout box. Test light should be off. Observe test light while bending and shaking left/front HEGO
circuit from HEGO sensor to ECA. Lightly tap HEGO SENSOR to simulate road shock. Fault is
indicated if test light comes on. Isolate and repair as necessary. Clear Keep-Alive Memory (KAM), and
repeat QUICK TEST. If no fault is indicated, go to next step.
WARNING: Following road test is an optional procedure. Follow all applicable

safety procedures and traffic laws. This road test requires a driver
and an assistant. Assistant should make measurements, observe
changes and record notes. If this test is not performed, go to TESTS
W/O CODES article in the ENGINE PERFORMANCE Section for other
possible causes.
99) Road Test Vehicle Purpose of this test is to identify faults by monitoring certain controlled
parameters while trying to recreate a driveability or MIL light symptom. To prepare for road test:
 Install fuel pressure gauge.
 Install MAP/BP tester.
 Disconnect ECA 60-pin connector, install breakout box and reconnect ECA to breakout box.
 Connect "T" vacuum gauge into manifold vacuum line.
 Have DVOM, writing materials and appropriate schematics and pin voltage charts available.
With ignition on and negative lead of DVOM connected to negative battery terminal, ensure following
signals are correct:
 POWERS: KAPWR (pin No. 1) is greater than 10.5 volts, VPWR (pins No. 37 and 57) is greater
than 10.5 volts and VREF (pin No. 26) is 4-6 volts.
 GROUNDS: PWR GND (pins No. 40 and 60), SIG RTN (pin No. 46) and IGN GND (pin No. 16)
are 0.0-0.5 volt.
 OPTIONAL GROUNDS: HEGO GND (pin No. 49), CSE GND (pin No. Step 20) and MAF RTN
(pin No. 9 or 15) are 0.0-0.5 volt.
Diagnostic Aids
Test lights and DVOM are useful during diagnosis. For example: with Continuous Memory Code 87/556 (fuel
pump primary circuit failure) and a surge or stall symptom, connect a test light to fuel pump relay between
VPWR and ground. Connect DVOM between FP circuit at fuel pump relay and breakout box test pin No. 1.
Under normal driving conditions, test light will be on and DVOM will read battery voltage. If vehicle stalls,
ECA will open FP circuit and DVOM voltage will be low. If fault is in fuel pump circuit, test light and DVOM
status will change as fault occurs. If test light at VPWR circuit goes out, fault is in VPWR circuit to fuel pump
relay. If test light and DVOM status do not change and Continuous Memory Code 87/556 is set again, replace
fuel pump relay. If only FP voltage goes low, fault is in FP circuit or ECA. To diagnose FP circuit and ECA,
connect DVOM between breakout box test pin No. 1 and 22. If voltage goes low as symptom occurs, replace
ECA. If voltage stays high as symptom occurs, fault is in FP circuit. For fuel pump secondary circuit Codes
95/542 and 96/543, circuits BATT (+), POWER-TO-PUMP and FPM can be diagnosed using same procedure.
Drive vehicle and attempt to induce symptom. Information provided by vehicle operator may help when trying
to recreate symptom. When symptom occurs, assistant should observe and record changes in voltage signals.
Information about symptom and operating condition value of voltage signal and any other information available
should be recorded for analysis. If unable to duplicate symptom during road test, verify EEC-IV values are
within acceptable range. After test is completed, analyze results to locate and repair fault causing symptom. If
problem cannot be identified, go to TESTS W/O CODES article in the ENGINE PERFORMANCE Section for
other possible causes of symptom.
CIRCUIT TEST KA - EGR VACUUM REGULATOR (EVR) SOLENOID
Diagnostic Aids
Perform this test when instructed by QUICK TEST. To prevent replacement of good components, be aware
following non-EEC related areas may be at fault:
 Damaged vacuum hoses.

 Damaged Backpressure Transducer (BPT).
 EGR valve.
 EVP sensor.
This test is only intended to diagnose:
 EVR solenoid.
 ECA.
 EVR and VPWR harness circuits.
EVR solenoid regulate vacuum to EGR valve by way of Backpressure Transducer (BPT). When energized,
EVR opens a port between manifold vacuum and EGR valve. When not energized, EVR closes port to EGR and
vacuum is vented to atmosphere.
Fig. 31: EGR Valve Regulator (EVR) Solenoid Circuits & Connector Terminal ID
1. Code 558 Code 558 indicates failure in EVR solenoid circuit. Possible causes for this fault are:
 Faulty EVR solenoid.
 Faulty vacuum hoses.
 Open or ground circuit in wiring harness.

 Faulty ECA.
Turn ignition off. Remove scan tester (if applicable). Disconnect cruise control servo wiring harness
connector. Connect DVOM negative lead to STO terminal at Self-Test connector. Connect positive lead
to positive battery terminal. Install a jumper wire between STI terminal and SIG RTN terminal at Self-
Test connector. See Fig. 12 in CIRCUIT TEST B. Perform KOEO SELF-TEST until continuous memory
test is complete. DVOM will read less than 1.0 volt when test is complete to indicate ECA has entered
OUTPUT STATE CHECK. Depress and release throttle. If voltage does not increase, fully apply throttle
and release. If STO voltage remains low, go to CIRCUIT TEST QC. If voltage increases, remain in
OUTPUT STATE CHECK and go to next step.
2. Check EVR Solenoid Electrical Turn ignition off. Disconnect EVR solenoid wiring harness connector.
Connect DVOM positive lead to VPWR terminal and negative test lead to EVR terminal at EVR solenoid
wiring harness connector. Depress and release throttle 3-5 times to cycle solenoid output. If EVR
solenoid voltage output change is 0.5 volt or more, go to next step. If EVR solenoid voltage output
change is less than 0.5 volt, go to step 5).
3. Check EVR Solenoid Vacuum Turn ignition on. Disconnect EVR solenoid vacuum hoses. Install
vacuum pump on EVR solenoid vacuum source port. Install vacuum gauge on solenoid output port.
Apply 6 in. Hg, and hold. Depress and release throttle 3-5 times to cycle solenoid output. Turn ignition
off. If vacuum gauge shows vacuum cycling at output port, go to next step. If vacuum gauge does not
show vacuum cycling at output port, replace EVR solenoid and repeat QUICK TEST.
4. Check EVR Vacuum Hoses Remove jumper wire, vacuum pump and gauge. Remove vacuum hoses
individually. Plug one end of hose. Connect vacuum pump at opposite end. Apply vacuum and observe
gauge. If vacuum is not held, replace hose and repeat QUICK TEST. If vacuum is held, ensure vacuum
port between BPT and EGR is not restricted. If vacuum port is clear, go to next step.
5. Check EVR Solenoid VPWR Turn ignition off. Disconnect EVR solenoid wiring harness connector.
Turn ignition on. Measure voltage between VPWR at EVR solenoid wiring harness connector and
negative battery terminal. If voltage is 10.5 volts or more, go to next step. If voltage is less than 10.5
volts, repair open VPWR circuit and repeat QUICK TEST.
6. Check EVR Solenoid Circuit Continuity Turn ignition off. Disconnect ECA 60-pin connector. Inspect
terminals, and repair if damaged. Install EEC-IV Breakout Box (T83L-50-EEC-IV), leaving ECA
disconnected. Measure resistance between EVR terminal at EVR solenoid wiring harness connector and
test pin No. 31. If reading is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open
7. Check EVR Solenoid Circuit For Short Turn ignition off. Measure resistance between test pin No. 31
and test pins No. 37 and 57 at breakout box. If each resistance is 10,000 ohms or more, replace ECA and
repeat QUICK TEST. If reading is less than 10,000 ohms, repair short circuit and repeat QUICK TEST.
CIRCUIT TEST KD - CANISTER PURGE (CANP)
Diagnostic Aids
Perform this test when instructed by QUICK TEST or if directed by other test procedures. This test is only
intended to diagnose:
 CANP solenoid.
 Harness circuits (CANP and VPWR).
 ECA.
Fig. 32: Canister Purge (CANP) Circuit

CIRCUIT TEST KD TEST PIN WIRE COLOR ID

All Models 11 or 31 (CANP) Gray/Yellow
1. Check System Function Use only VOM or DVOM for this step. DO NOT use scan tester. Turn ignition
off. Disconnect cruise control servo wiring harness connector. Connect DVOM negative lead to STO
terminal at self-test connector. Connect positive lead to positive battery terminal. Install a jumper wire
between STI terminal and SIG RTN terminal at self-test connector. See Fig. 12 in CIRCUIT TEST B.
Perform KOEO SELF-TEST until continuous memory test is complete. DVOM will read less than one
volt when test is complete to indicate ECA has entered OUTPUT STATE CHECK. Depress and release
throttle. If voltage increases, remain in OUTPUT STATE CHECK and go to next step. If voltage does not
increase, apply full throttle and release. If STO voltage does not increase, leave test equipment hooked up
and go to CIRCUIT TEST QC.
2. Check CANP Solenoid Electrical Function Turn ignition on. Disconnect CANP solenoid. Connect
DVOM positive test lead to VPWR terminal and negative test lead to CANP terminal at solenoid wiring
harness connector. While observing DVOM, depress and release throttle several times to cycle output on
and off. If CANP circuit voltage does not cycle 0.5 volt or more, remove jumper wire and go to step 6. If
CANP circuit voltage cycles, remain in OUTPUT STATE CHECK and go to next step.
3. Check Solenoid For Vacuum Leaks Turn ignition on. Leave CANP solenoid disconnected. Disconnect
vacuum hose at CANP solenoid from manifold vacuum side of solenoid. Apply 16 in. Hg vacuum to
manifold vacuum side of CANP solenoid. If CANP solenoid does not hold vacuum for 20 seconds,
replace solenoid and repeat QUICK TEST. If fault is still present, service fuel evaporation canister or
hoses. If CANP holds vacuum for 20 seconds, remain in OUTPUT STATE CHECK, leave vacuum pump
attached and go to next step.
4. Check Solenoid Mechanical Operation Connect CANP solenoid connector. Apply 16 in. Hg vacuum to
manifold vacuum side of CANP solenoid. Depress and release throttle. If vacuum is released, check hose
from CANP solenoid to canister for leaks and cracks. If hose is okay, remove jumper wire from STI to
SIG RTN and go to next step. If vacuum is not released, check hose from CANP solenoid to canister for
leaks and cracks. If hose is okay, replace CANP solenoid and repeat QUICK TEST.
5. Check Vacuum Supply To CANP Solenoid Disconnect vacuum hose from CANP solenoid on manifold
vacuum (PCV) side. Start engine. If vacuum is present at vacuum hose, EEC system is okay. Check
evaporative canister. If vacuum is not present at hose, check vacuum hose for improper routing, kinks and
blockage. If hose is okay, check engine for cause of low vacuum.
6. Code 85/565 Or 569: Check CANP Solenoid Resistance Code85/565 or 569 indicates fault in CANP
solenoid circuit. For vehicles with dual CANP systems, Code 565 refers to CANP 1; Code 569 refers to
CANP 2. Possible causes for this fault are:
 Faulty CANP solenoid.
 Open in wiring harness circuit.
 Shorted wiring harness circuit.
 Faulty ECA.
Turn ignition off. Set DVOM on 200-ohm scale. Disconnect CANP solenoid connector. Measure CANP
solenoid resistance. If resistance is 40-90 ohms, go to next step. If resistance is not 40-90 ohms, replace
CANP solenoid and repeat QUICK TEST.
7. Check Voltage Of VPWR Circuit With CANP solenoid disconnected, turn ignition on. Measure voltage
between VPWR terminal at CANP solenoid harness connector and negative battery terminal. If resistance
is 10.5 volts or more, go to next step. If resistance is less than 10.5 volts, repair open circuit and repeat
QUICK TEST.
8. Check Continuity Of CANP Circuit Turn ignition off. Disconnect CANP solenoid. Disconnect 60-pin
ECA connector. Inspect terminals, and repair if damaged. Install EEC-IV Breakout Box (T83L-50-EEC-
IV), leaving ECA disconnected. Measure resistance between test pin No. 31 and CANP terminal at
solenoid wiring harness connector. If resistance is less than 5 ohms, go to next step. If resistance is 5
ohms or more, repair open circuit and repeat QUICK TEST.
9. Check CANP Circuit For Short To Ground Turn ignition off. With CANP solenoid disconnected,
measure resistance between test pin No. 31 and pins No. 40, 46 and 60 at breakout box. If all resistances
are 10,000 ohms or more, go to next step. If any resistance is less than 10,000 ohms, repair short to
ground and repeat QUICK TEST.
10. Check CANP Circuit For Short To Power Turn ignition off. With CANP solenoid disconnected,
measure resistance between test pin No. 31 and test pins No. 37 and 57 at breakout box. If all resistances
are 10,000 ohms or more, replace ECA and repeat QUICK TEST. If any resistance is less than 10,000
ohms, repair circuit short to power and repeat QUICK TEST. If code is repeated, replace ECA and repeat
QUICK TEST.
CIRCUIT TEST KE - IDLE SPEED CONTROL - (AIR BY-PASS)
Diagnostic Aids
Perform this test when instructed by QUICK TEST or if directed by other test procedures. If engine is running
rough or has rough idle, correct these conditions before performing test. Causes may be in ignition system, fuel
system or EGR system. This test is terminals intended to diagnose:
 RPM during SELF-TEST mode.

 ISC solenoid.
 Wiring harness circuits (ISC and VPWR).
 ECA.
To prevent replacement of good components, be aware following non-EEC related areas may be at fault:
 Engine temperature under or over correct operating range.

 A/C input (electrical problem).
 Incorrect idle speed or throttle stop adjustment.
 Faulty cruise control linkage.
Fig. 33: Idle Speed Control (Air By-Pass) Circuit

CIRCUIT TEST KE TEST PIN WIRE COLOR ID

All Models 21 (ISC) White/Lt. Blue
1) Code 12/412 Or 16 Code 12/412 indicates engine RPM could not be controlled within upper RPM
limit during KOER SELF-TEST. Code 16 indicates engine RPM was too low to perform HEGO test
during KOER SELF-TEST. Possible causes for this fault are:
 Open or shorted circuit.
 Sticking or binding throttle linkage.

 Incorrect idle airflow setting.
 Throttle body or ISC solenoid contaminated.
 Faulty ISC solenoid.
 Faulty ECA.
 Mechanical faults unrelated to EEC-IV which could affect RPM.
Turn ignition off. Connect tachometer to engine. Start engine. Disconnect Idle Speed Control (ISC)
harness. If RPM drops or engine stalls, go to next step. If RPM does not drop or engine does not stall, go
to step 3).
2) Check For EGR Codes If EGR service Code 31/327, 32/326/328, 33/332, 34/336/334 or 213 is
displayed, reconnect ISC solenoid. Go to appropriate KOER SELF-TEST. See SERVICE CODE
REFERENCE CHARTS. If these codes are not displayed, go to next step.
3) Check For Other EEC-IV Codes If Code 22/126, 41/172, 42/173, 91/136 or 92/137 is displayed,
reconnect ISC solenoid. Go to appropriate KOER SELF-TEST. See SERVICE CODE REFERENCE
CHARTS. If these codes are not displayed, go to next step.
4) Measure ISC Solenoid Resistance Turn ignition off. Disconnect ISC solenoid. Connect DVOM
positive lead to VPWR terminal and negative lead to ISC terminal. See Fig. 34. Measure resistance of
ISC solenoid. If resistance is not 6-13 ohms, replace ISC solenoid and repeat QUICK TEST. If resistance
is 6-13 ohms, go to next step.
Fig. 34: ISC Solenoid Connector

5) Check For Internal Short To ISC Solenoid Case Turn ignition off. With ISC solenoid disconnected,
measure resistance from either ISC terminal pin to ISC solenoid housing. If resistance is more than
10,000 ohms, go to next step. If resistance is 10,000 ohms or less, replace ISC solenoid. Repeat QUICK
TEST.
6) Check VPWR Circuit Voltage Leave ISC harness disconnected. Turn ignition on. Measure voltage
between VPWR terminal at ISC harness connector and battery ground terminal. If voltage is 10.5 volts or
more, go to next step. If voltage is less than 10.5 volts, repair open in circuit and repeat QUICK TEST.
7) Check ISC Circuit Continuity Turn ignition off. Leave ISC solenoid disconnected. Disconnect 60-
pin ECA connector. Inspect terminals, and repair if damaged. Install EEC-IV Breakout Box (T83L-50-
EEC-IV), leaving ECA disconnected. Measure resistance between test pin No. 21 and ISC terminal at ISC
wiring harness connector. If resistance is 5 ohms or less, go to next step. If resistance is more than 5
ohms, repair open circuit and repeat QUICK TEST.
8) Check ISC Circuit For Short To Ground Turn ignition off. Leave ISC solenoid disconnected.
Measure resistance between test pin No. 21 and test pins No. 40, 46 and 60. If any resistance is less than
10,000 ohms, repair short to ground and repeat QUICK TEST. If all resistances are 10,000 ohms or more,
go to next step.
9) Check ISC Circuit For Short To Power Turn ignition on. Measure voltage between breakout box
test pin No. 21 and chassis ground. If voltage is more than 1.0 volt, repair short circuit. Reconnect all
components, and repeat QUICK TEST. If code or symptom is still present, replace ECA. If voltage is 1.0
volt or less, go to next step.
10) Check ISC Signal From ECA Turn ignition off. Reconnect ISC solenoid. Connect ECA to breakout
box. Set DVOM on 20-volt scale. Connect DVOM between test pins No. 21 and 40 at breakout box. Start
engine. Observe DVOM while slowly increasing engine speed to 3000 RPM. If DVOM voltage reading is
3.0-11.5 volts, go to next step. If DVOM voltage reading is not 3.0-11.5 volts, remove ISC solenoid to
confirm that it is not open. If ISC is okay, replace ECA and repeat QUICK TEST.
11) Check Base Idle Verify base idle speed is correct. See ADJUSTMENTS article in the ENGINE
PERFORMANCE Section. If base idle speed is within specification, remove ISC solenoid and inspect for
contamination. Repair or replace as necessary. Repeat QUICK TEST. If code or symptom is still present,
replace ISC solenoid. If base idle speed is not correct, reset idle speed to specification. Repeat QUICK
TEST. If unable to set idle to specification, go to step 12).
12) Check For Faults Affecting Idle Speed Check following mechanical items for faults:
 Throttle linkage and/or cruise control linkage (sticking or binding).
 Throttle body (contamination).
 Vacuum hoses. Check Vehicle Emission Control Information (VECI).
 Check for leaks around ISC solenoid (gaskets, etc.).
If all of these items are okay, remove ISC solenoid and inspect for contamination. Repair or replace as
necessary. Repeat QUICK TEST. If code or symptom is still present, replace ISC solenoid. If any of these
items are faulty, service as necessary. Remove breakout box. Reconnect components, and repeat QUICK
TEST.
15) Code 13/411 Code 13/411 indicates engine RPM could not be controlled within lower RPM limit
during KOER SELF-TEST. Possible causes for this fault are:
 Incorrect idle airflow setting.
 Vacuum leaks.
 Sticking or binding throttle linkage.
 Throttle plates open.
 Incorrect ignition timing (TFI ignition only).
 Throttle body or ISC solenoid contamination.
 ISC circuit shorted to ground.
 Faulty ISC solenoid.
If above items are okay and idle is set to specification, remove ISC solenoid and inspect for
contamination. Repair or replace as necessary. Repeat QUICK TEST. If code or symptom is present,
replace ISC solenoid. If idle speed is not set to specification, reset and repeat QUICK TEST. If idle speed
cannot be set to specification, go to next step.
16) Check For Conditions Affecting Idle Speed Check following mechanical components:
 Vacuum hoses. Check Vehicle Emission Control Information (VECI).
 Throttle linkage and/or cruise control linkage (sticking or binding).
 Induction system (vacuum leaks).
 Throttle body (contamination).
 Ensure throttle plates are fully closed.
 Ensure CANP solenoid is not stuck open.
 Ensure base ignition timing is to specification on emission decal (TFI vehicles only).
If above items are okay, go to next step. If fault is found, service as necessary and repeat QUICK TEST.
17) Check For Internal Short To ISC Solenoid Case With ignition off and ISC solenoid disconnected,
set DVOM on 200-k/ohm scale. Measure resistance from either ISC terminal pin to ISC solenoid housing.
If resistance is more than 10,000 ohms, go to next step. If resistance is 10,000 ohms or less, replace ISC
solenoid. Repeat QUICK TEST.
18) Check ISC Circuit For Short To Ground Turn ignition off. Leave ISC solenoid disconnected.
Disconnect 60-pin ECA connector. Inspect terminals, and repair if damaged. Install EEC-IV Breakout
Box(T83L-50-EEC-IV), leaving ECA disconnected. Measure resistance between test pin No. 21 and test
pins No. 40, 46 and 60. If any resistance is less than 10,000 ohms, repair short to ground. Reconnect
components, and repeat QUICK TEST. If all resistances are 10,000 ohms or more, go to next step.
19) Check ISC Signal From ECA Turn ignition off. Connect ECA to breakout box. Reconnect ISC
solenoid. Set DVOM on 20-volt scale. Connect DVOM between test pins No. 21 and 40. Start engine.
Observe DVOM while slowly increasing and decreasing engine RPM. If voltage is 3.0-11.5 volts, remove
ISC solenoid and inspect for contamination. Repair or replace as necessary, and repeat QUICK TEST. If
code or symptom is still present, replace ISC solenoid. If voltage is not 3.0-11.5 volts, replace ECA and
repeat QUICK TEST.
CIRCUIT TEST KM - WIDE OPEN THROTTLE A/C CUT-OUT (WAC) & A/C DEMAND SWITCH
Diagnostic Aids
Perform this test when diagnosing a symptom. To prevent replacing good components, check following non-
EEC components and systems:
 Refrigerant charge.
 Low ambient temperature (less than 45°F).
 Wiring harness circuits (WAC, VPWR, GND, POWER-TO-CLUTCH and ACD).

 WAC relay.
 A/C fan controller.
 ECA.
Fig. 35: WOT A/C Cut-Out Circuit

CIRCUIT TEST KM TEST PIN WIRE COLOR ID

Aerostar 10 (ACCS) Black/Yellow
Except Aerostar 10 (ACCS) Dk. Green/Orange
Aerostar 54 (WAC) Gray/White
Except Aerostar 54 (WAC) Pink/Yellow
1) No A/C: Check For Voltage At A/C Clutch Check all A/C-related fuses in fuse panel before
proceeding with this test. Turn ignition off. Disconnect A/C clutch wiring harness connector. Turn A/C
switch to A/C position. Start engine, and wait 10 seconds. Measure voltage between power side of A/C
clutch wiring harness connector and negative battery terminal. If voltage is 10.5 volts or more, EEC-IV
system is okay. Check A/C system. If voltage is less than 10.5 volts, go to next step.
2) Check Continuity Of POWER-TO-CLUTCH Circuit Turn ignition off. Disconnect A/C clutch and
WAC relay wiring harness connectors. Measure resistance between power side of A/C clutch wiring
harness connector and POWER-TO-CLUTCH terminal at WAC relay wiring harness connector. If
resistance is 5 ohms or less, reconnect A/C clutch and go to next step. If resistance is more than 5 ohms,
repair open circuit and retest system.
3) Check For Power On A/C Demand Circuit Turn ignition on. Turn A/C switch on. Set DVOM to 20-
volt scale. Measure voltage between A/C demand input terminal at WAC relay wiring harness connector
and chassis ground.
If voltage is 10.5 volts or more, go to step 5). If voltage is less than 10.5 volts, verify operation of A/C
clutch cycling pressure switch and A/C demand switch. If components are okay, repair open circuit and
reconnect all components. Recheck system.
4) Check Continuity Between WAC Relay & A/C Relay Turn ignition off. Disconnect WAC and A/C
relays. Set DVOM on 200-ohm scale.Measure resistance between A/C relay output to WAC relay circuit
at A/C relay wiring harness connector and A/C relay input at WAC relay wiring harness connector. If
resistance is less than 5 ohms, reconnect WAC relay and check A/C system. If resistance is 5 ohms or
more, repair open circuit. Connect relays, and check system operation.
5) Check WAC Circuit For Short To Ground Turn ignition off. Disconnect 60-pin ECA connector.
Disconnect WAC relay. Inspect wiring, and repair if damaged. Measure resistance between WAC
terminal at WAC relay and chassis ground. If resistance is less than 10,000 ohms, repair short and
recheck system operation. If resistance is 10,000 ohms or more, go to next step.
6) Check For Voltage At ACCS Input To ECA Turn ignition off. Install EEC-IV Breakout Box (T83L-
50-EEC-IV), leaving ECA disconnected. Set A/C switch to A/C position. Turn ignition on. Measure
voltage between test pins No. 10 and 40 at breakout box. If voltage is 10.5 volts or less, repair open
circuit. Connect all components, and check system operation. If voltage is more than 10.5 volts, go to
next step.
7) Check WAC Relay Turn ignition off. Connect WAC relay, leaving A/C clutch disconnected. Turn
ignition on. Set A/C switch to A/C position. Measure voltage between power side of A/C clutch wiring
harness connector and negative battery terminal. If voltage is 10.5 volts or more, replace ECA. If voltage
is less than 10.5 volts, replace WAC relay.
15) No A/C Output At WOT: Enter Output State Check Use only VOM or DVOM for this step. DO
NOT use scan tester. Turn ignition off. Disconnect cruise control servo wiring harness connector.
Connect DVOM negative lead to STO terminal at self-test connector. Connect positive lead to positive
battery terminal. Install a jumper wire between STI terminal and SIG RTN terminal at self-test connector.
See Fig. 41 in CIRCUIT TEST QA. Perform KOEO SELF-TEST until continuous memory test is
complete. DVOM will read less than 1.0 volt when test is complete to indicate ECA has entered
OUTPUT STATE CHECK. Depress and release throttle. If voltage increases to 10.5 volts or more,
remain in OUTPUT STATE CHECK and go to next step. If voltage does not increase to 10.5 volts,
depress throttle to WOT and release. If STO voltage does not go high, leave test equipment connected
and go to CIRCUIT TEST QC, step 2).
16) Check For VPWR To Relay With vehicle in OUTPUT STATE CHECK, disconnect wiring harness
from WAC relay. Measure voltage between VPWR circuit at WAC relay wiring harness connector and
chassis ground. If voltage is less than 10.5 volts, repair open in VPWR circuit between EEC power relay
and WAC relay. Remove test equipment, and retest system. If voltage is 10.5 volts or more, go to next
step.
17) Check WAC System For Cycling Leave vehicle in OUTPUT STATE CHECK. Disconnect WAC
relay wiring harness connector. Connect DVOM positive test lead to VPWR circuit and connect negative
test lead to WAC circuit at WAC relay wiring harness connector. Check DVOM while depressing and
releasing throttle several times to cycle output on and off. If voltage cycles from high to low, replace
WAC relay. If voltage does not cycle, remove test leads. Reconnect speed control servo, and go to next
step.
18) Check Continuity Of WAC Circuit Turn ignition off. Disconnect 60-pin ECA connector. Inspect
disconnected. Measure resistance between test pin No. 54 and WAC terminal at WAC relay wiring
harness connector. If resistance is 5 ohms or more, repair open circuit. Reconnect all components, and
retest system. If resistance is less than 5 ohms, go to next step.
19) Check WAC Circuit For Short To Power Turn ignition off. Leave ECA and WAC relay
disconnected. Turn ignition on. Measure voltage between test pin No. 54 and chassis ground. If voltage is
1.0 volt or less, replace ECA and retest system. If voltage is more than 1.0 volt, repair short circuit. If
symptom is still present, replace ECA.
30) Cycle A/C Demand Switch Turn ignition off. Disconnect 60-pin ECA connector. Inspect terminals,
and repair if damaged. Install EEC-IV Breakout Box (T83L-50-EEC-IV), leaving ECA disconnected.
Connect DVOM negative test lead to test pin No. 40 and positive test lead to test pin No. 43. Turn
ignition on. Cycle A/C switch. If voltage goes high and low as switch is cycled, go to step 43). If voltage
does not cycle, go to next step.
31) Check Continuity Of A/C Demand (ACD) Circuit Turn ignition off. Measure resistance between
test pin No. 43 at breakout box and A/C Demand switch. If resistance is more than 5 ohms, repair open in
ACD circuit and repeat QUICK TEST. If resistance is 5 ohms or less, EEC-IV system is okay. Remove
breakout box, and reconnect components. Fault is in A/C system.
35) Check A/C Demand Circuit For Short To Power Turn ignition off. Disconnect WAC relay.
Box (T83L-50-EEC-IV), leaving ECA disconnected. With A/C Demand switch in OFF position, turn
ignition on. Measure voltage between chassis ground and test pin No. 43 at breakout box. If voltage is 1.0
volt or less, EEC-IV system is okay. Fault is in A/C system. If voltage is more than 1.0 volt, check
operation of A/C Demand switch. If switch operation is okay, repair short circuit and retest system.
Diagnostic Aids Before entering this test, ensure A/C selector is in OFF position and shift selector is in
PARK position (AXOD-E and E4OD vehicles). If A/C was on, repeat QUICK TEST. If Code 67 or
79/539 is present, continue with this test.
40) Check A/C Input Code 79/539 indicates ACCS input to ECA was high during SELF-TEST. Code 67
indicates Neutral Drive Switch (NDS) or ACCS circuit voltage was high during SELF-TEST. Turn
ignition off. Disconnect 60-pin ECA connector. Inspect terminals, and repair if damaged. Install EEC-IV
Breakout Box (T83L-50-EEC-IV), leaving ECA disconnected. Set DVOM to 20-volt scale. Turn ignition
on. Measure voltage between test pin No. 10 at breakout box and chassis ground. If voltage is 1.0 volt or
more, repair short to power in A/C circuit and repeat QUICK TEST. If voltage is less than 1.0 volt, go to
next step for vehicles with 2-digit codes and E4OD transmission. On all other vehicles, replace ECA and
repeat QUICK TEST.
41) Check For Short To Power In ECA Turn ignition off. Disconnect A/C clutch connector. Set
DVOM to 20-volt scale. Turn ignition on. Measure voltage between test pins No. 10 and 40 at breakout
box. If voltage is 5 volts or more, replace ECA and repeat QUICK TEST. If voltage is less than 5 volts,
go to CIRCUIT TEST TD.
Diagnostic Aids A low idle with A/C on may be caused by ECA not receiving or recognizing A/C input
from pin No. 10
42) Check A/C Input Circuit Turn A/C switch to A/C position. Perform KOEO SELF-TEST. If Code 67
or 79/539 is present, ECA is receiving and recognizing A/C input from pin No. 10. Check for other
possible causes of low idle. If Codes 67 and 79/539 are not present, go to next step.
43) Check A/C Input Circuit Turn ignition off. Install breakout box, leaving ECA disconnected. Set
DVOM to 20-volt scale. Turn A/C on. Turn ignition on. Measure voltage between test pins No. 10 and
40. If voltage is 10.5 volts or more, replace ECA and repeat QUICK TEST. If voltage is less than 10.5
volts, repair open A/C circuit. Remove breakout box, reconnect all components and repeat QUICK TEST.
CIRCUIT TEST KP - OCTANE ADJUST
Diagnostic Aids
Enter this test when directed by QUICK TEST. This test is only intended to diagnose:
 Harness circuits (SIG RTN and OCT ADJ).

 Octane shorting bar connector.
Purpose of Octane Adjust Shorting Bar is to provide optimum spark advance for fuel used. If engine detonates
(spark knock), remove Octane Shorting Bar. This retards spark advance about 3-4 degrees. If engine continues
to detonate, use fuel with a higher octane rating.
Fig. 36: Octane Adjust Circuit
CIRCUIT TEST KP TEST PIN WIRE COLOR ID

Aerostar 44 (OCT ADJ) Orange
Except Aerostar 44 (OCT ADJ) Dk. Green
1. Code 57/341 Code 57/431 indicates Octane Adjust Shorting Bar is not in place or OCT ADJ circuit is
open. Turn ignition off. Inspect Octane Adjust in-line connector. If shorting bar has been removed, go to
next step. If shorting bar is in place, go to step 4.
2. Check For Modification Decal If vehicle has modification decal indicating OCT ADJ shorting bar was
removed as a factory authorized procedure, testing is complete. If engine is detonating, go to TESTS W/O
CODES article in the ENGINE PERFORMANCE Section. If vehicle does not have modification decal,
go to next step.
3. Check For Code 57/341 Replace OCT ADJ shorting bar. Perform KOEO SELF-TEST. If Code 57/341 is
present, go to next step. If code is not present, testing is complete. If driveability faults are present, go to
TESTS W/O CODES article in the ENGINE PERFORMANCE Section.
4. Check Octane Adjust Circuit Continuity Continuity should exist from OCT ADJ circuit, through in-
line connector and shorting bar, to SIG RTN circuit. Turn ignition off. Disconnect 60-pin ECA connector.
Inspect terminals, and repair if damaged. Install EEC-IV Breakout Box (T83L-50-EEC-IV), leaving ECA
disconnected. Measure resistance between test pin No. 46 and OCT ADJ test pin at breakout box. If
resistance is more than 5 ohms, repair open OCT ADJ circuit, shorting bar or SIG RTN circuit. Repeat
QUICK TEST. If resistance is 5 ohms or less, replace ECA and repeat QUICK TEST.
5. Check For Code 11 Start engine. Warm it to normal operating temperature. Turn ignition off. Perform
KOEO SELF-TEST. If Code 11 or 111 is present, go to next step. If Code 11 or 111 is not present, use
higher octane fuel or check for other possible causes for Code 57/341. For all other codes, return to
QUICK TEST.
6. Verify In-Line Shorting Bar Is Installed Turn ignition off. Inspect Octane Adjust in-line connector. If
shorting bar is installed, go to step 8. If shorting bar is not installed, go to next step.
7. Check For Modification Decal If vehicle has modification decal indicating OCT ADJ shorting bar was
removed as a factory authorized procedure, testing is complete. If engine is detonating, go to TESTS W/O
CODES article in the ENGINE PERFORMANCE Section. If vehicle does not have modification decal,
go to step 10.
8. Check For Technical Service Bulletin (TSB) If a TSB authorizing removal of OCT ADJ shorting bar
exists, go to next step. If a TSB authorizing removal of OCT ADJ shorting bar does not exist, testing is
complete. If driveability faults are present, go to TESTS W/O CODES article in the ENGINE
9. Verify Drive Concern Turn ignition off. Locate and remove shorting bar. Test drive vehicle to verify
complaint. If detonation is present, go to next step. If detonation is not present, EEC-IV is okay; testing is
complete.
10. Check Octane Adjust Circuit For Short To Ground Turn ignition off. Disconnect 60-pin ECA
leaving ECA disconnected. Measure resistance between OCT ADJ circuit at in-line connector and test
pins No. 40 and 60 at breakout box. If resistance is 10,000 ohms or less, repair short circuit and repeat
QUICK TEST. If each resistance is more than 10,000 ohms, go to next step.
11. Check ECA Turn ignition off. Disconnect OCT ADJ shorting bar. Turn ignition on. Measure voltage
between breakout box OCT ADJ test pin terminal and test pins No. 40 and 60. If voltage is less than 4
volts, replace ECA. If engine still detonates, go to TESTS W/O CODES article in the ENGINE
PERFORMANCE Section. If voltage is 4 volts or more, remove breakout box and go to TESTS W/O
CODES article in the ENGINE PERFORMANCE Section.
CIRCUIT TEST M - DYNAMIC RESPONSE TEST
Diagnostic Aids
following non-EEC related areas may be cause of problem:
 Technician did not perform brief Wide Open Throttle (WOT) after Dynamic Response Code.
 Faulty mechanical engine components.
 Engine did not go over 2000 RPM during WOT.
 Throttle movement (minimum 3/4 throttle).

 RPM increase is more than 2000 RPM.
If throttle is snapped open briefly, it may not pass WOT test. Ensure throttle is depressed fully to WOT and
engine speed exceeds 2000 RPM.
1. Code 77/538 Displayed: System Failed To Recognize WOT Test Repeat KOER SELF-TEST as
follows:
 Activate SELF-TEST.
 Start engine.
 Observe ID Code start of test.
 Observe Dynamic Response Code 1 (Code 0 with STAR tester).
 Perform brief WOT.
 Testing is complete; service code output begins.
Ensure vehicle speed reached 2000 RPM during WOT. If Code 77/538 is present, replace ECA. If Code
77/538 is not present, vehicle has passed dynamic response test. Service other codes if necessary.
CIRCUIT TEST ML - SELF-TEST OUTPUT (STO) OR MALFUNCTION INDICATOR LIGHT (MIL)
Diagnostic Aids
Perform this test only when instructed by QUICK TEST or if directed by CIRCUIT TEST QA. This circuit test
does not apply to vehicles with electronic instrument cluster. To prevent replacing good components, be aware
that fuse, bulb or bulb socket may be cause of problem. This test is only intended to diagnose:
 STO/MIL circuit.
 ECA.
Fig. 37: Identifying Data Communication Link (DCL) Circuit

CIRCUIT TEST ML TEST PIN WIRE COLOR ID
Aerostar 17 (STO/MIL) Tan/Red
Aerostar 28 (DATA +) Orange/Black
Aerostar 9 (DATA -) Black/Orange
Except Aerostar 17 (STO/MIL) Pink/Lt. Green
Except Aerostar 28 (DATA +) Tan/Orange
Except Aerostar 9 (DATA -) Pink/Lt. Blue
1) Malfunction Indicator Light (MIL) Always On If vehicle will not start, go to CIRCUIT TEST AC
Service all KOEO and Continuous Memory Codes before proceeding with this test. Turn ignition off.
Box (T83L-50-EEC-IV), leaving ECA disconnected. Measure resistance between test pins No. 17 and 40
at breakout box. If resistance is more than 5 ohms, replace ECA and repeat QUICK TEST. If resistance is
5 ohms or less, repair short between test pin No. 17 and self-test connector or between test pin No. 17 and
MIL light. Reconnect all components, and repeat QUICK TEST.
4) Malfunction Indicator Light (MIL) Does Not Light If vehicle will not start, go to step 1). Turn
ignition on. Measure voltage between negative battery terminal to ground side of MIL fuse. If voltage is
more than 10.5 volts, go to step 6). If voltage is 10.5 volts or less, go to next step.
5) Check For Voltage At Fuse Turn ignition on. Measure voltage from negative battery terminal to
power side of MIL fuse. If voltage is more than 10.5 volts, replace fuse. Verify repair by turning ignition
switch to RUN position. If voltage is 10.5 volts or less, repair open MIL/VBAT circuit. Verify repair by
turning ignition switch to RUN position.
6) Check Voltage At VBAT Circuit Turn ignition on. Measure voltage between VBAT side of MIL
bulb and negative battery terminal. If voltage is 10.5 volts or less, repair open in MIL circuit between fuse
and bulb. Verify repair by turning ignition switch to RUN position. If voltage is more than 10.5 volts, go
to next step.
7) Check MIL Bulb Response To Grounding Turn ignition off. Attach jumper wire between ground
side of MIL bulb socket and chassis ground. Turn ignition on. If MIL light comes on, turn ignition off.
Remove jumper wire, and go to next step. If MIL light does not come on, turn ignition off and remove
jumper wire. Replace MIL bulb socket. Turn ignition on to verify correct MIL operation.
8) Check Continuity Of MIL Circuit Turn ignition off. Disconnect 60-pin ECA connector. Inspect
disconnected. Measure resistance between test pin No. 17 at breakout box and MIL terminal at wiring
harness connector. If resistance is less than 5 ohms, replace ECA. If resistance is 5 ohms or more, repair
open MIL circuit. Turn ignition on to verify correct MIL operation.
10) MIL On Intermittently, Check For Intermittent Short From STO To Ground If vehicle does not
start, go to step 1). Light comes on when a fault code is present. Service all fault codes before proceeding.
If no codes are output, proceed with this test. Enter KOEO wiggle test. See CONTINUOUS MONITOR
MODE (WIGGLE TEST) under QUICK TEST. Check DVOM for indication of fault while performing
wiggle test on harness in following areas:
 From self-test connector to dash panel.
 Dash panel to ECA.
 Dash panel to Malfunction Indicator Light (MIL).
If a fault is indicated, repair as necessary and repeat QUICK TEST. If a fault is not indicated, fault cannot
be duplicated at this time. Testing is complete.
15) MIL Flashes With Erratic Idle Symptoms indicate STI is grounded and ECA is performing self-test
without tester installed. Turn ignition off. Disconnect 60-pin ECA connector. Inspect terminals, and
repair if damaged. Install EEC-IV Breakout Box (T83L-50-EEC-IV), leaving ECA disconnected.
Measure resistance between STI connector and engine block ground. If resistance is 10,000 ohms or less,
repair short circuit. Reconnect ECA, and turn ignition on to verify correct MIL operation. If resistance is
more than 10,000 ohms, MIL circuit is okay. Verify symptom, and test for other rough idle symptoms.
20) CHECK ENGINE Message Displayed If vehicle will not start, go to step 1). Perform KOEO SELF-
TEST. If result is Code 11-10-11 or Code 111-10-111 (pass code), fault is in instrument cluster. If pass
code is not displayed, service codes as necessary.
25) Continuous Memory Code 529 Or 533: CHECK ENGINE Or CHECK DCL Message Displayed
Codes 529 and 533 indicate circuit fault has occurred on Data Communications Link (DCL). These codes
can occur alone or with another code. Fault will occur under following conditions:
 Code 529 indicates ECA or Data Communicator Link (DCL) circuit failure.
 Code 533 indicates Data Communication Link to Electronic Instrument Cluster circuit failure.
If vehicle does not start, go to step 1). If vehicle starts, clear continuous memory codes. Wait 5 minutes,
and repeat KOEO SELF-TEST. If result is pass code (Code 11-10-11 or 111-10-111), fault is in
instrument cluster. If pass code is not displayed, service codes as necessary.
CIRCUIT TEST NC - EDIS IGNITION DIAGNOSTIC MONITOR (IDM)
Diagnostic Aids
Perform this test when directed by QUICK TEST. This test is only intended to diagnose EEC-IV portion of
ignition system. For additional information on ignition system and component testing, see I - SYS/COMP
TESTS article in the ENGINE PERFORMANCE Section. To prevent replacing good components, be aware
following non-EEC related areas may be at fault:
 EDIS ignition module.

 EDIS coil packs.
 Spark plugs and/or wires.
 Variable reluctance sensor.
 Secondary ignition short to ground.
This test is intended to diagnose:
 IDM and SAW harness circuits.

 ECA assembly.
Fig. 38: IDM Circuit Schematic (4.0L)

1. Continuous Memory Code 211: Erratic Ignition Code 211 indicates 2 successive erratic Profile
Ignition Pick-Up (PIP) pulses occurred. Possible causes for this fault are:
 Loose wires or connectors.
 Secondary ignition short to ground.
 On-board transmitter equipment (2-way radio).
Repair any problems found as necessary. Clear codes, and repeat QUICK TEST. If problem is not found,
go to step 4).
2. Code 226: IDM Circuit Failure Code 226 indicates ECA did not receive IDM signal from EDIS module
in KOEO SELF-TEST. Possible causes for this problem are:
 Open or short in IDM or IGN GND circuit wiring harness.
 Faulty EDIS module.
If engine does not start, go to IGNITION SYSTEMS in I - SYS/COMP TESTS article in the ENGINE
PERFORMANCE Section. If engine starts, go to step 4.
3. Continuous Memory Code 212: Check For Other Codes Code 212 indicates loss of IDM input signal
to ECA. Possible causes for this fault are:
 Open or short circuit in wiring harness.
 Faulty EDIS module.
 Faulty ECA.
If Continuous Memory Code 215, 216 or 217 is also present, go to IGNITION SYSTEMS in I -
SYS/COMP TESTS article in the ENGINE PERFORMANCE Section. If Code 215, 216 or 217 is not
also present, go to next step.
4. Continuous Memory Code 212: Check IDM Circuit Continuity Turn ignition off. Disconnect EDIS
module. Disconnect 60-pin ECA connector. Inspect terminals, and repair if damaged. Install EEC-IV
Breakout Box (T83L-50-EEC-IV), leaving ECA disconnected. Measure resistance between test pin No. 4
at breakout box and pin No. 2 at EDIS module wiring harness connector. If resistance is 5 ohms or more,
repair open circuit. Clear codes, and repeat QUICK TEST. If resistance is less than 5 ohms, go to next
step.
5. Check IDM Circuit For Short To Power (Except VREF) Turn ignition off. Ensure ECA and EDIS
module are disconnected. Monitor circuit voltage by connecting DVOM between test pin No. 4 and test
pins No. 40 and 60. To check VBAT circuit, turn ignition off. To check VPWR circuit, turn ignition on. If
either voltage reading is more than 10.5 volts, repair short circuit and repeat QUICK TEST. If voltage is
10.5 volts or less, go to next step.
6. Check IDM Circuit For Short To VREF & PIP Turn ignition off. Ensure ECA and EDIS module are
disconnected. To check for shorts to VREF, use DVOM to measure resistance between test pins No. 4
and 26 at breakout box. To test for shorts to PIP, measure resistance between test pins No. 4 and 56 at
breakout box. If either resistance is 10,000 ohms or less, repair short circuit and repeat QUICK TEST. If
each resistance is more than 10,000 ohms, go to next step.
Diagnostic Aids When 4-wire HEGO is connected to vehicle harness, a short to SIG RTN (pin No. 46)
may be indicated along with an actual short to PWR GND.
7. Check IDM Circuit For Short To Ground Turn ignition off. Ensure ECA and EDIS module are
disconnected. Measure resistance between test pin No. 4 and test pins No. 40, 46 and 60 at breakout box.
If any resistance is less than 10,000 ohms, repair short to ground in IDM circuit and repeat QUICK
TEST. If all resistances are 10,000 ohms or more, go to next step.
8. Check EDIS Module Turn ignition off. Connect EDIS module to wiring harness connector. Connect
ECA to breakout box. Start engine, and allow it to idle. Connect positive lead of DVOM to test pin No. 4
and negative lead to test pin No. 16. Observe DVOM for voltage surge (fault) while lightly tapping on
ignition components to simulate road shock. Wiggle all EDIS harness connectors. If fault is not indicated,
disconnect and inspect EDIS wiring harness connectors and terminals for damage. If connectors and
terminals are okay, check ignition system. See I - SYS/COMP TESTS article in the ENGINE
PERFORMANCE Section. If fault is indicated, leave DVOM connected to breakout box and go to next
step.
9. Check EEC-IV Harness Ensure engine is idling at correct RPM. Wiggle, shake or bend small sections of
harness, working from DIS connectors to firewall. Observe DVOM for indication of fault. Repeat process
from firewall to ECA. If fault is indicated, isolate fault and repair wiring harness. Repeat QUICK TEST.
If no fault is indicated, go to next step.
10. Check ECA & Harness Connectors Turn ignition off. Disconnect ECA 60-pin connector. Inspect
connector for damaged pins, corrosion and loose wires. If connector is damaged, repair as necessary and
repeat QUICK TEST. If connector is okay, go to next step.
11. Check ECA For Short To Ground Turn ignition off. Disconnect EDIS module connector. Connect
ECA to breakout box. Measure resistance between test pin No. 4 and test pins No. 16, 20, 40, 46 and 60.
If each resistance is more than 10,000 ohms, check ignition system. See I - SYS/COMP TESTS article in
the ENGINE PERFORMANCE Section. If any resistance is 10,000 ohms or less, replace ECA and repeat
QUICK TEST.
CIRCUIT TEST PC - SPARK TIMING CHECK (EDIS VEHICLES)
Diagnostic Aids
Perform this test when checking computed timing or if directed by QUICK TEST. This test is intended to
diagnose:
 SAW wiring harness circuit.

 Base timing.
 Faulty ECA.
To prevent replacing good components, be aware following non-EEC related areas may be at fault:
 Basic engine condition (valves, vacuum leaks, valve timing, etc.).

 EDIS module.
Fig. 39: EDIS Connector Terminal ID (4.0L)
TEST PIN NO. 36 (SAW) WIRE COLOR ID

Aerostar Yellow/Light Green
Explorer & Ranger Pink
1. Check For Power To ECA Turn ignition off. Disconnect 60-pin ECA connector. Inspect terminals, and
repair if damaged. Install EEC-IV Breakout Box (T83L-50-EEC-IV), leaving ECA disconnected. Turn
ignition on. Measure voltage between test pins No. 37 and 40 at breakout box. Measure voltage between
test pins No. 57 and 60 at breakout box. If both readings are 10.5 volts or more, go to next step. If either
reading is less than 10.5 volts, go to CIRCUIT TEST B.
2. Check SAW Circuit For Continuity Turn ignition off. Disconnect EDIS module. Measure resistance
between test pin No. 36 at breakout box and SAW terminal at EDIS module wiring harness connector.
See Fig. 40. If resistance is 5 ohms or less, go to next step. If resistance is more than 5 ohms, repair open
circuit. Reconnect all components, and check ignition timing.
3. Check SAW Circuit For Shorts To Power (Except VREF) Turn ignition off. Leave ECA and EDIS
module disconnected. Measure voltage between test pin No. 36 and test pin No. 40 or 60 at breakout box.
To check for short to VBAT, turn ignition off. To check for short to VPWR, turn ignition on. If any
reading is more than 10.5 volts, repair short circuit and repeat QUICK TEST. If voltage is 10.5 volts or
less, go to next step.
Fig. 40: Module Connector Terminal ID

4. Check SAW Circuit For Shorts To VREF, Ground & PIP Turn ignition off. Leave ECA and EDIS
module disconnected. To check for shorts to ground, measure resistance between test pin No. 36 and test
pins No. 16, 20, 40, 46 and 60. To check for shorts to VREF, measure resistance between test pins No. 26
and 36. To check for shorts to PIP circuit, measure resistance between test pins No. 36 and 56. If each
resistance is more than 10,000 ohms, go to next step. If resistance is 10,000 ohms or less, repair short
Diagnostic Aids During this test, a short to SIG RTN (pin No. 46) may be indicated along with an actual
short to PWR GND when 4-wire HEGO is connected to vehicle wiring harness.
5. Check SAW Voltage At ECA Turn ignition off. Connect ECA to breakout box. Reconnect EDIS
module. Place timing switch on breakout box in DIST position. Set DVOM on 20-volt AC scale. Start
engine. Measure voltage between test pin No. 36 and negative battery terminal. If AC voltage is not 0.1-
1.9 volts, replace ECA and repeat QUICK TEST. If AC voltage within specification, EEC-IV system is
okay. Remove breakout box, reconnect ECA and check ignition system. See I - SYS/COMP TESTS
CIRCUIT TEST QA - NO CODES/CODES NOT LISTED
Diagnostic Aids
Perform this test when directed by QUICK TEST or other test procedures. This test is intended to diagnose:
 ECA.
 EEC power relay.
 Harness circuits (SIG RTN, STO, STI, VPWR and VREF).
Aftermarket devices, such as alarm system, may cause SELF-TEST to abort if wiring is connected to certain
EEC components. If a device is installed, disconnect it completely from EEC system. Before continuing with
this circuit test, restore EEC circuits to original state and repeat QUICK TEST.
Fig. 41: No Codes/Codes Not Listed Circuits

CIRCUIT TEST QA TEST PIN WIRE COLOR ID

Aerostar 17 (STO & MIL) Tan/Red
Except Aerostar 17 (STO & MIL) Pink/Lt. Green
Aerostar 48 (STI) White/Red
Except Aerostar 48 (STI) White/Pink
1. Check VREF Voltage At Self-Test Connector Turn ignition off. Disconnect 60-pin ECA connector.
Inspect terminals, and repair if damaged. Install EEC-IV Breakout Box (T83L-50-EEC-IV). Connect
ECA to breakout box. Set DVOM on 20-volt scale. Turn ignition on. Measure voltage between test pin
No. 26 at breakout box and SIG RTN terminal at self-test connector. If reading is 4-6 volts, go to step 3).
If reading is not 4-6 volts, go to next step.
2. Check SIG RTN Circuit Continuity Turn ignition off. Disconnect ECA from breakout box. Measure
resistance between test pin No. 46 at breakout box and SIG RTN terminal at self-test connector. If
resistance is less than 5 ohms, go to CIRCUIT TEST C. If resistance is 5 ohms or more, repair open
3. Check STI Circuit Continuity Turn ignition off. Disconnect ECA from breakout box. Measure
resistance between test pin No. 48 at breakout box and Self-Test Input (STI) terminal at pigtail connector.
If resistance is 5 ohms or more, repair open circuit and repeat QUICK TEST. If resistance is less than 5
ohms, go to next step.
4. Check STO Circuit Continuity Turn ignition off. Leave ECA disconnected from breakout box. Measure
resistance between test pin No. 17 at breakout box and STO terminal at self-test connector. If resistance is
less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open circuit and repeat QUICK
TEST.
5. Check EGO Signal For Short To Power Turn ignition off. Leave ECA disconnected from breakout
box. Measure voltage between test pin No. 40 or 60 and HEGO SIGNAL test pin No. 29 or 44 at
breakout box. For HEGO circuit schematics, see Fig. 26 in CIRCUIT TEST H. If voltage is more than 2
volts, go to next step. If voltage is 2 volts or less, go to step 7).
6. Isolate Short To Harness Or HEGO Sensor Turn ignition off. Leave ECA disconnected from breakout
box. Disconnect right/rear HEGO sensor connector. Turn ignition on. Measure voltage between HEGO
SIGNAL test pin No. 29 or 44 and test pin No. 40 or 60 at breakout box. If voltage is 2 volts or more,
repair short to power in HEGO SIGNAL circuit. Reconnect all components, and repeat QUICK TEST. If
voltage is less than 2 volts, replace right/rear HEGO sensor. Reconnect all components, and repeat
QUICK TEST.
7. Check STO Circuit For Short To Ground Turn ignition off. Leave ECA disconnected from breakout
box. Measure resistance between STO terminal at self-test connector and engine ground. If resistance is
more than 5 ohms, go to next step. If resistance is 5 ohms or less, repair STO or MIL circuit for short to
ground and repeat QUICK TEST.
8. Check If Power Relay Is Always On Turn ignition off. Leave ECA disconnected from breakout box.
Connect DVOM between test pin No. 37 or 57 and pin No. 40 or 60 at breakout box. Turn ignition on and
then off. Wait 10 seconds. If voltage does not change from 10.5 volts (or more) to less than 1.0 volt, go to
next step. If voltage changes from 10.5 volts (or more) to less than 1.0 volt, go to step 10).
9. Check VPWR Circuit For Short To Power Turn ignition off. Leave ECA disconnected from breakout
box. Disconnect EEC power relay. Connect DVOM to test pin No. 37 or 57 and test pin No. 40 or 46 at
breakout box. If voltage is more than 1.0 volt, repair VPWR circuit short to power. Reconnect ECA, and
repeat QUICK TEST. If voltage is 1.0 volt or less, replace EEC-IV power relay. Reconnect ECA, and
repeat QUICK TEST.
10. Check Malfunction Indicator Light (MIL) Function If MIL is always on, go to CIRCUIT TEST ML,
step 1). If MIL is always off, go to CIRCUIT TEST ML, step 4). If MIL is working normally, replace
ECA and repeat QUICK TEST.
CIRCUIT TEST QB - CONTINUOUS MEMORY CODE 15 OR 512
Diagnostic Aids
Perform this test when directed by QUICK TEST. This test is intended to diagnose:
 ECA.
 KAPWR wiring harness circuits.
Fig. 42: KAPWR Circuit

TEST PIN NO. 1 (KAPWR) WIRE COLOR ID

All Models Yellow
1. Check KAPWR Circuit Voltage Code 15/512 indicates ECA power interruption in Keep-Alive Memory
(KAM). Turn ignition off. Disconnect 60-pin ECA connector. Inspect terminals, and repair if damaged.
Install EEC-IV Breakout Box (T83L-50-EEC-IV), leaving ECA disconnected. Measure voltage between
test pin No. 1 and pin No. 40 or 60 at breakout box. Observe voltage reading while wiggling, bending and
shaking small sections of EEC-IV wiring harness from ECA to dash. If reading is less than 10.5 volts,
repair open circuit and repeat QUICK TEST. If reading is 10.5 volts or more, go to next step.
Diagnostic Aids Continuous Memory Code 15/512 may be displayed when power between ECA and
KAPWR is interrupted. This code may be set when a breakout box is installed or battery is disconnected.
2. Inspect Engine Compartment Wire Routing Ensure EEC-IV wiring is not routed close to ignition
components or secondary ignition wires. If necessary, reroute EEC wiring. Clear codes, and wait 5
minutes. Repeat KOEO SELF-TEST. If Continuous Memory Code 15/512 is no longer displayed,
Continuous Memory Code 15/512 testing is complete. If Continuous Memory Code 15/512 is still
present, replace ECA and repeat QUICK TEST.
CIRCUIT TEST QC - OUTPUT STATE CHECK NOT FUNCTIONING
Diagnostic Aids
Perform this circuit test when directed by other CIRCUIT TESTS. This test is only intended to diagnose:
 ECA.
 Throttle plate linkage.
1. Check For Codes 23, 53, 63, 121, 122 & 123 Disconnect cruise control servo wiring harness connector.
Perform KOEO SELF-TEST. If Code 23, 53, 63, 121, 122 or 123 is present, go to appropriate CIRCUIT
TEST. See SERVICE CODE REFERENCE CHARTS. Service code(s) as necessary. If pass code
(11/111) is displayed, go to step 2). If no code is displayed, go to CIRCUIT TEST QA.
2. Check Throttle Linkage Check throttle and linkage for sticking and binding. If throttle and linkage are
okay, replace Throttle Position Sensor (TPS) and repeat QUICK TEST. If throttle and linkage are
binding, repair as necessary and repeat QUICK TEST.
CIRCUIT TEST S - SYSTEM CHECK
Diagnostic Aids
Perform this test only when directed by CIRCUIT TEST AC. This test is intended to diagnose:
 ISC by-pass air system.

 MAP system.
 EGR system.
 MAF system.
To prevent replacing good components, be aware following non-EEC-IV areas may be at fault:
 Faulty power or ground connections.

 Ignition system (distributor cap, rotor, wires, coil and plugs).
 Engine mechanical components (cam timing, valves, etc.).
1. ISC-BPA Check Try to start engine at part throttle. If engine starts and runs smoothly at part throttle, go
to CIRCUIT TEST KE, step 4). If engine does not run as described, go to next step.
2. Check For RPM Drop Turn ignition off. Connect a tachometer to engine. Start engine. Disconnect ISC
solenoid. If RPM drops or engine stalls, reconnect ISC solenoid and go to step 3). If RPM does not drop,
go to step 4.
3. Power To MAP/BP Sensor If vehicle is not equipped with a MAP/BP sensor, go to step 8. Test MAP/BP
using Ford Motor Co. MAP/BP tester. Disconnect MAP/BP sensor. Turn ignition off. Connect MAP/BP
tester between wiring harness and MAP/BP sensor. See Fig. 43. Connect banana plugs of tester into
DVOM. Set DVOM on 20-volt scale. With tester connected, turn ignition on. If Green light is on, go to
next step. If light is not on, repair open in VREF circuit and remove MAP/BP tester. Reconnect
components, and retest symptom.
Fig. 43: MAP/BP Tester & Circuit
4. MAP/BP Tester Output Reading Measure several known good MAP/BP sensors to obtain average
voltage for location and date of testing. With MAP/BP tester and DVOM connected, turn ignition on.
Measure MAP/BP voltage at MAP sensor. If voltage is in within specification for specific altitude, go to
next step. See MAP VOLTAGE OUTPUT. If voltage is not within specification for specific altitude,
replace MAP/BP sensor.
MAP VOLTAGE OUTPUT

Approximate Elevation (Ft.) Voltage Output (Volts)
0 1.59
1000 1.56
2000 1.53
3000 1.50
4000 1.47
5000 1.44
6000 1.41
7000 1.39
5. Check Vacuum Lines Check vacuum lines for correct routing.Refer to VECI decal. Check MAP sensor
vacuum line for leaks and blockage. If vacuum lines are okay, go to next step. If vacuum lines are not
okay, repair as necessary. Repeat QUICK TEST.
6. Check MAP Sensor Turn ignition off. Disconnect vacuum hose from manifold vacuum source. Install
vacuum pump to MAP sensor hose. Apply 18 in. Hg vacuum to MAP sensor. If MAP sensor holds
vacuum, release vacuum and remove vacuum pump. Reconnect vacuum hose to MAP sensor, and go to
next step. If MAP sensor does not hold vacuum, replace MAP sensor or hose and repeat QUICK TEST.
7. Check Vacuum Manifold Source Turn ignition off. Disconnect MAP sensor vacuum hose from
manifold vacuum source. Install vacuum gauge at manifold vacuum source. Start engine and observe
vacuum gauge. If manifold vacuum is present, remove vacuum gauge. Reconnect MAP sensor vacuum
hose, and go to next step. If vacuum is not present, remove obstruction. Reconnect all components, and
repeat QUICK TEST.
8. Check EGR Vacuum If vehicle is not equipped with EGR system, go to CIRCUIT TEST H, step 2).
9. Check EGR Valve Inspect EGR valve for leaks. If valve is fully closed, go to CIRCUIT TEST H, step
2). If EGR valve is leaking or is not fully seated, repair or replace valve as necessary.
CIRCUIT TEST TA - NEUTRAL DRIVE INPUT
Diagnostic Aids
Perform this test only when directed by QUICK TEST. This test is intended to diagnose:
 Clutch Engage/Interlock Switch.

 Neutral Drive/Gear Switch.
 ECA.
 Wiring harness circuits CES, CIS, NDS, NGS and SIG RTN.
Fig. 44: Neutral Drive Input Circuit (/T)

Fig. 45: Neutral Drive Input Circuit (M/T)
CIRCUIT TEST TA TEST PIN WIRE COLOR ID

All Models 30 (NDS/NGS) Lt. Blue/Yellow
1) Code 67/522, 525, 527, 528 Or 634 System Identification Code67/522, 525, 527 or 528 is a result of
voltage being high at either pin No. 10 (A/C input) or 30 (neutral drive) while cranking engine or during
KOEO SELF-TEST. Possible causes for these faults are:
 A/C circuit shorted to power.
 Clutch engage/interlock circuits open.
 Neutral drive/gear switch open.
 Faulty ECA.
 Starter relay disconnected during self-test.
On all A/T models, go to step 8). On M/T models, go to step 2).
2) Check Neutral Gear/Clutch Input Turn ignition off. Turn A/C off (if equipped). Disconnect 60-pin
ECA connector. Inspect terminals, and repair if damaged. Install EEC-IV Breakout Box (T83L-50-EEC-
IV), leaving ECA disconnected. Measure resistance between test pins No. 30 and 46 with transmission in
Neutral and clutch pedal up. Measure resistance between test pins No. 30 and 46 with transmission in
gear and clutch pedal down. If each resistance is less than 5 ohms, go to step 3). If resistance is 5 ohms or
more, go to step 5).
3) Check Neutral Gear/Clutch Input Integrity Turn ignition off. Leave ECA disconnected from
breakout box. Measure resistance between test pins No. 30 and 46 with transmission in any gear and
clutch pedal up. See Fig. 46. If resistance is less than 5 ohms, go to CIRCUIT TEST KM, step 40)
(models with A/C) or replace ECA and repeat QUICK TEST (all others). If resistance is 5 ohms or more,
go to next step.
Fig. 46: Neutral Gear/Clutch Input Circuit

4) Check For Short To Ground Turn ignition off. Leave ECA disconnected from breakout box.
Disconnect clutch engage switch. Measure resistance between test pins No. 30 and 46. If resistance is
10,000 ohms or more, go to CIRCUIT TEST KM, step 40) (models with A/C) or replace ECA and
repeat QUICK TEST (all others). If resistance is less than 10,000 ohms, repair short circuit. Reconnect all
components, and repeat QUICK TEST.
5) Check Neutral Gear/Clutch Engage Switch Turn ignition off. Leave ECA disconnected from
breakout box. Locate neutral gear switch (on transmission) and clutch engage switch (at clutch pedal
linkage). Disconnect wiring harness at both switches, and inspect connectors for pushed-back pins.
Measure resistance across neutral gear switch terminals with transmission in Neutral. Measure resistance
across clutch engage switch with clutch pedal down. If each resistance is 5 ohms or less, go to next step.
If resistance is more than 5 ohms, replace open switch. Reconnect all components, and repeat QUICK
TEST.
6) Check Neutral Gear/Clutch Harness Turn ignition off. Leave ECA disconnected from breakout box.
Disconnect neutral gear and clutch switches. Measure resistance between test pin No. 30 and neutral gear
switch wiring harness connector. Measure resistance between test pin No. 30 and clutch engage switch
harness connector. Measure resistance between test pin No. 46 and neutral gear switch wiring harness
connector. Measure resistance between test pin No. 46 and clutch engage switch wiring harness
connector. If any resistance is 5 ohms or more, repair open circuit. Remove breakout box, reconnect all
components and repeat QUICK TEST. If each resistance is less than 5 ohms, go to CIRCUIT TEST
KM, step 40) (models with A/C) or replace ECA and repeat QUICK TEST (all others).
7) Check Clutch Engage Switch (4.9L) Turn ignition off. Disconnect 60-pin ECA connector. Inspect
disconnected. Hold clutch pedal down and measure resistance between test pins No. 30 at breakout box
and starter relay. If resistance is less than 5 ohms, go to CIRCUIT TEST KM, step 40) (models with
A/C) or replace ECA and repeat QUICK TEST (all others). If each resistance is 5 ohms or more, repair
open circuit. Reconnect all components, and repeat QUICK TEST.
8) Check Neutral Drive Input Turn ignition off. Disconnect 60-pin ECA connector. Inspect terminals,
and repair if damaged. Install EEC-IV Breakout Box (T83L-50-EEC-IV), leaving ECA disconnected.
Ensure A/C is off (if equipped). Ensure transmission is in Neutral or Park. Turn ignition on. Measure
voltage between test pin No. 30 and chassis ground. If voltage is less than 1.0 volt, go to CIRCUIT
TEST KM, step 40) (models with A/C) or replace ECA and repeat QUICK TEST (all others). If voltage
is 1.0 volt or more, go to step next step.
9) Check Neutral Drive Switch Resistance Turn ignition off. Leave ECA disconnected from breakout
box. Disconnect wiring harness from neutral drive switch. Measure resistance across switch terminals. If
resistance is less than 5 ohms, repair open in NDS circuit. Reconnect all components, and repeat QUICK
TEST. If resistance is 5 ohms or more, replace neutral drive switch. Reconnect all components, and repeat
QUICK TEST.
12) Check NDS Circuit For Short To Ground Or Closed Neutral Drive Switch Turn ignition off.
Leave ECA disconnected from breakout box. Place transmission in Drive. Measure resistance between
test pin No. 30 and test pins No. 40 and 60 at breakout box. If resistance is 10,000 ohms or more, NDS
circuit is okay. Diagnose other possible causes. If resistance is less than 10,000 ohms, repair closed
neutral drive switch or short circuit. Reconnect all components, and repeat QUICK TEST.
CIRCUIT TEST TB - 4X4 LOW & OVERDRIVE CANCEL SWITCH (OCS)
Diagnostic Aids
following non-EEC areas may be at fault:
 Engine base condition (cam timing, valves, rings, etc.).

 Brakes.
 Transfer case linkage or internal condition.

 Harness circuits 4x4 LOW/ OCIL and OCS.
 Faulty ECA.
Fig. 47: 4x4 Low & Overdrive Cancel Ckts. (Touch Drive Option)
Fig. 48: 4x4 Low & Overdrive Cancel Ckts. (W/O Touch Drive Option)
1. Code 47/633, 65/632 Or 97/631 Code 47/633 indicates 4x4 Low selector lever is not in 4x2 or 4x4 HIGH
position during KOEO SELF-TEST. Code 65/632 indicates Overdrive Cancel Switch (OCS) is not cycled
between engine ID code and WOT check during KOER SELF-TEST. Code 97/631 indicates OCS circuit
fault during KOEO SELF-TEST. Possible causes for these faults are:
 Faulty 4x4 Low switch or 4x4 selector lever position.
 Faulty OCS switch or switch not cycled.
 OCS bulb burned out.
 OCS circuit open or grounded.
 Faulty ECA.
Perform QUICK TEST. If no codes are present, fault is intermittent and cannot be duplicated at this time.
If Code 47/633 or 65/632 is present, go to step 2). If Code 97/631 is present, go to step 3).
2. Cycle 4x4 Or Overdrive Cancel Switch Turn ignition off. Disconnect 60-pin ECA connector. Inspect
disconnected. Turn ignition on. To check 4x4 LOW circuit, measure voltage between test pin No. 12 and
test pins No. 40 and 60 at breakout box. To check OCS circuit, measure voltage between test pin No. 41
and test pins No. 40 and 60 at breakout box while cycling overdrive cancel switch. If voltage cycles,
replace ECA and repeat QUICK TEST. If voltage does not cycle, go to step 3).
3. Check Circuits For Short To Ground Turn ignition off. Leave ECA disconnected from breakout box.
Disconnect switch. To check 4x4 LOW circuit, measure resistance between test pin No. 12 and test pins
No. 40 and 60 at breakout box. To check OCS circuit, measure resistance between test pin No. 41 and
pins No. 40 and 60 at breakout box. If resistance is more than 10,000 ohms, go to step 4) (Code 97/631)
or step 6) (Code 47/633 or 65/632). If resistance is 10,000 ohms or less, repair short circuit. Repeat
QUICK TEST. If code is still present, go to step 5).
4. Check Power Through OCIL Circuit Turn ignition off. Leave ECA disconnected from breakout box.
Measure voltage between test pin No. 32 and test pins No. 40 and 60 at breakout box. If voltage is more
than 10.5 volts, replace ECA and repeat QUICK TEST. If voltage is 10.5 volts or less, go to step 5).
5. Check Output Driver Voltage Signal Turn ignition off. Leave ECA disconnected from breakout box.
Disconnect switch. To check 4x4 LOW circuit, connect DVOM positive lead on KEY POWER terminal
of fuse panel and negative lead on test pin No. 12 at breakout box. See Fig. 49. To check OCS circuit,
connect DVOM positive lead on KEY POWER terminal of fuse panel and negative lead on test pin No.
32 at breakout box. If either voltage reading is less than 2 volts, check bulb and fuse. If bulb and fuse are
okay, repair open circuit and repeat QUICK TEST. If both voltage readings are 2 volts or more, go to step
6).
Fig. 49: Identifying KEY POWER Terminal in Fuse Panel
6. Check Circuit Continuity Turn ignition off. Leave ECA disconnected from breakout box. Disconnect
switch. To check 4x4 LOW circuit, connect DVOM positive lead on KEY POWER terminal of fuse panel
and negative lead on test pin No. 12 at breakout box. To check OCS circuit, connect DVOM positive lead
on KEY POWER terminal of fuse panel and negative lead on power side of OCS wiring harness
connector. Connect DVOM positive lead on test pin No. 41 at breakout box and negative lead on power
side of OCS wiring harness connector. If either resistance reading is 5 ohms or more, repair open circuit
and repeat QUICK TEST. If both resistance readings are less than 5 ohms, go to step 7).
7. Check Circuits For Short To Power Turn ignition off. Leave ECA disconnected from breakout box.
Disconnect switch. To check 4x4 LOW circuit, measure resistance between test pin No. 12 and test pins
No. 37 and 57 at breakout box. To check OCS circuit, measure resistance between test pin No. 32 and test
pins No. 37 and 57 at breakout box. Measure resistance between test pin No. 41 and test pins No. 37 and
57 at breakout box. If resistances are more than 10,000 ohms, replace switch and repeat QUICK TEST. If
any resistance is 10,000 ohms or less, repair short circuit and repeat QUICK TEST.
CIRCUIT TEST TC - TRANSMISSION SOLENOIDS
Diagnostic Aids

 Brakes.
 Wiring harness circuits M/CCC, CCO, CCS, EPC, SS3/4, SS1, SS2, SS3, SIG RTN, EPC PWR and
VPWR.
 Faulty ECA.
CIRCUIT TEST TC ACRONYMS

Acronym Definition
CCO Converter Clutch Overdrive
CCS Coast Clutch Control
CCC Converter Clutch Control
EPC Electronic Pressure Control
MCCC Modulated Converter Clutch Control
SS Shift Solenoid
Fig. 50: A4LD Solenoid Circuits
A4LD SERVICE CODE IDENTIFICATION

Application ECA Pin No. KOEO Code
CCO 14 Or 53 89/629
SS3/4 51 Or 52 86/566
1) OUTPUT STATE CHECK Code 91/621, 92/622, 93/626, 94/627, 629, 641 or 652 indicates shift
solenoid did not respond to ECA command. Possible causes for these faults are:
 Faulty Manual Lever Position (MLP) sensor.
 Faulty ECA.
To enter OUTPUT STATE CHECK, use only VOM or DVOM. DO NOT use scan tester. Turn ignition
off. Disconnect cruise control servo wiring harness connector. Connect DVOM negative lead to STO
terminal at self-test connector. Connect positive lead to positive battery terminal. Install a jumper wire
between SIG RTN terminal at self-test connector and STI terminal. See Fig. 41 in CIRCUIT TEST QA.
Perform KOEO SELF-TEST until continuous memory test is complete. DVOM will read less than 1.0
volt when test is complete to indicate ECA has entered OUTPUT STATE CHECK. Depress and release
throttle. If voltage increases, remain in OUTPUT STATE CHECK and go to next step. If voltage does not
increase, depress throttle to WOT and release. If STO voltage goes high, go to next step. If STO voltage
does not go high, leave test equipment connected and go to CIRCUIT TEST QC, step 2).
2) Check Solenoid Electrical Condition Turn ignition off. Disconnect transmission wiring harness
connector. Inspect terminals, and repair if damaged. Connect VOM or DVOM positive test lead to
solenoid VPWR connector. Connect negative test lead to appropriate solenoid terminal at transmission
wiring harness connector. Cycle solenoid output on and off by depressing and releasing throttle 3-5 times.
If voltage output changes 0.5 volt or more, fault is in transmission. If voltage output does not change 0.5
volt or more, go to next step.
3) Check Continuity Between Solenoid & VPWR Circuits Turn ignition off. Leave transmission
wiring harness disconnected. Disconnect 60-pin ECA connector. Inspect terminals, and repair if damaged.
Install EEC-IV Breakout Box (T83L-50-EEC-IV), leaving ECA disconnected. Measure resistance
between ECA output signal terminal at ECA wiring harness connector and output signal terminal at
transmission wiring harness connector. Measure resistance between breakout box test pins No. 37 and 57
and VPWR terminal at transmission wiring harness connector. If either resistance is less than 5 ohms,
repair open circuit and repeat QUICK TEST. If both resistances are 5 ohms or more, go to next step.
4) Check Solenoid Circuit For Short To Power Or Ground Turn ignition off. Leave ECA
disconnected from breakout box. Leave transmission wiring harness disconnected. Measure resistance
between ECA output signal test pin and test pins No. 37 and 57 at breakout box. Measure resistance
between ECA output signal test pin and pins No. 40, 46 and 60 at breakout box. Measure resistance
between ECA output signal test pin and chassis ground. If either resistance is less than 10,000 ohms,
repair short circuit and repeat QUICK TEST. If all resistances are 10,000 ohms or more, replace ECA and
repeat QUICK TEST.
10) Check VPWR To Solenoid Code 86/566 or 89/629 indicates shift solenoid did not respond to ECA
command. Code 99/624 indicates failure of EPC circuit. Code 98/625 indicates EPC driver failure.
Possible causes for these faults are:
 Faulty solenoid.
 Faulty ECA.
Turn ignition off. Disconnect transmission wiring harness connector. Turn ignition on. Measure
resistance between VPWR and EPC PWR terminal at transmission wiring harness connector and chassis
ground. If voltage is less than 10.5 volts, repair open circuit and repeat QUICK TEST. If voltage is 10.5
volts or more, go to next step.
11) Check Solenoid Resistance Turn ignition off. Leave transmission wiring harness connector
disconnected. Measure resistance between VPWR and EPC PWR terminal and suspect component
terminal at transmission wiring harness connector. If resistance is not 26-40 ohms (A4LD) or 3-7 ohms
(except A4LD), fault is in transmission. If resistance is 26-40 ohms (A4LD) or 3-7 ohms (except A4LD),
go to next step.
12) Check Solenoid Signal & VPWR Circuit Continuity Turn ignition off. Disconnect 60-pin ECA
leaving ECA disconnected. Measure resistance between breakout box test pins No. 37 and 57 and
VPWR/EPC PWR terminal at transmission wiring harness connector. On A4LD models, measure
resistance between CCO or SS3/4 test pin at breakout box and solenoid terminal at transmission wiring
harness connector; on all models except A4LD, measure resistance between test pin No. 32 at breakout
box and EPC solenoid terminal at transmission wiring harness connector. If resistance is 5 ohms or more,
repair open circuit and repeat QUICK TEST. If resistance is more than 5 ohms, go to next step.
13) Check Circuit For Short To Power Or Ground Turn ignition off. Leave ECA disconnected from
breakout box. Leave transmission wiring harness connector disconnected. On A4LD models, measure
resistance between test pin No. 52 or 53 and pins No. 37 and 57 at breakout box. Measure resistance
between test pin No. 52 or 53 and pins No. 40, 46 and 60 at breakout box. On all models except A4LD,
measure resistance between test pin No. 38 and test pins No. 37 and 57 at breakout box. Measure
resistance between test pin No. 38 and test pins No. 40, 46 and 60 at breakout box. If either resistance is
less than 10,000 ohms, repair short circuit and repeat QUICK TEST. If all resistances are 10,000 ohms or
more, replace ECA and repeat QUICK TEST.
20) Check Solenoid Resistance KOEO Code 621 (SS1), 622 (SS2), 641 (SS3) or 643 (CCC) indicates
failure in shift solenoid circuit. Possible causes for these faults are:
 Faulty shift solenoid.
 Faulty ECA.
Turn ignition off. Disconnect transmission wiring harness connector. Measure resistance between suspect
shift solenoid at transmission wiring harness connector and chassis ground. If resistance is 13-17 ohms,
go to next step. If resistance is not 13-17 ohms, go to step 22).
21) Check Shift Solenoid For Short To Power Turn ignition off. Disconnect transmission wiring
harness connector. Disconnect 60-pin ECA connector. Inspect terminals, and repair if damaged. Turn
ignition on. Measure voltage between suspect shift solenoid at transmission wiring harness connector and
chassis ground. If voltage is more than 0.5 volt, repair short to power and repeat QUICK TEST. If voltage
is 0.5 volt or less, go to next step.
22) Check Shift Solenoid For Short To Ground Turn ignition off. Leave transmission wiring harness
connector disconnected. Measure resistance between suspect shift solenoid at transmission wiring harness
connector and chassis ground. Measure resistance between suspect shift solenoid and other circuits at
transmission wiring harness connector. If either resistance is less than 10,000 ohms, repair short circuit
and repeat QUICK TEST. If all resistances are 10,000 ohms or more, go to next step.
23) Check Shift Solenoid Circuit Continuity Turn ignition off. Leave transmission wiring harness
connector disconnected. Install EEC-IV Breakout Box (T83L-50-EEC-IV) or 4EAT tester, leaving ECA
disconnected. Measure resistance between suspect shift solenoid at breakout box and suspect shift
solenoid terminal at transmission wiring harness connector. If resistance is 5 ohms or more, repair open
circuit and repeat QUICK TEST. If resistance is less than 5 ohms, go to next step.
24) Check Shift Solenoid For Short To Power In Transmission Turn ignition off. Leave ECA
disconnected from breakout box. Reconnect transmission wiring harness connector. Measure voltage
between test pin No. 60 and suspect shift solenoid terminal at breakout box. If voltage is 0.5 volt or more,
replace or repair solenoid short to power. If voltage is less than 0.5 volt, replace ECA and repeat QUICK
TEST.
30) Continuous Memory Codes 621, 622, 641 & 643 Continuous Memory Code 621 (SS1), 622 (SS2),
641 (SS3) or 643 (CCC) indicates a failure was detected in shift solenoid circuit during last 80 warm-up
cycles. Possible causes for these faults are:
 Faulty shift solenoid.
Turn ignition off. Check shift solenoid circuit between ECA and transmission. Repair or replace as
necessary. If circuits are okay, go to next step.
31) Check For Intermittent Short Or Open Turn ignition off. Disconnect 60-pin ECA connector.
Inspect terminals, and repair if damaged. Install EEC-IV Breakout Box (T83L-50-EEC-IV), leaving ECA
disconnected. Turn ignition on. Connect test light between test pin No. 37 and suspect shift solenoid
terminal at breakout box. Test light should be at partial brightness. Observe test light while wiggling and
bending shift solenoid circuit between transmission and ECA. An open or short to power will be indicated
by light going off. A short to ground will be indicated by light getting bright. Repeat procedure for all
solenoids. If fault is indicated, isolate and repair as necessary. If no fault is indicated, go to next step.
SHIFT SOLENOID TEST CIRCUITS ID

Shift Solenoid Test Pin No.
SS1 11
SS2 51
SS3 52
CCC 55
32) Check For Intermittent Short To Ground Turn ignition off. Leave ECA disconnected from
breakout box. Disconnect transmission wiring harness connector. Turn ignition on. Connect test light
between test pin No. 37 and suspect shift solenoid terminal at breakout box. Test light should be off.
Observe test light while wiggling and bending shift solenoid circuit between transmission and ECA. A
short to ground will be indicated by light turning on. Repeat procedure for all solenoids. If fault is
indicated, isolate and repair as necessary. If no fault is indicated, problem is intermittent and cannot be
duplicated at this time.
CIRCUIT TEST TD - MANUAL LEVER POSITION (MLP) SENSOR
Diagnostic Aids

 Electrical (alternator, battery, add-on devices, etc.).
 Transmission shift linkage.
 Wiring harness circuits MLP, TSR, TSL, TSD, TSOD and SIG RTN.
 ECA.
Fig. 51: Manual Lever Position (MLP) Sensor Circuit
1) KOEO Codes 67/634, 522 & 654 KOEO Codes 67/634 522 and 654 indicate MLP sensor is out of
self-test range (3770-4607 ohms) when gear selector is in PARK position. Possible causes for these faults
are:
 Linkage not adjusted correctly.
 Faulty Manual Lever Position (MLP) sensor.
 Faulty ECA.
Turn ignition off. Apply parking brake. Place transmission gear selector in NEUTRAL position. Place
Manual Lever Position Sensor Gauge (T89T-70010-J) in sensor slot. If gauge does not fit, loosen MLP
mounting bolts and adjust sensor as necessary. If gauge fits, go to next step.
2) Check MLP Sensor Circuit Continuity Turn ignition off. Disconnect MLP sensor wiring harness
connector. Disconnect 60-pin ECA connector. Inspect terminals, and repair if damaged. Install EEC-IV
Breakout Box (T83L-50-EEC-IV), leaving ECA disconnected. Measure resistance between MLP terminal
at MLP sensor wiring harness connector and test pin No. 30 at breakout box. Measure resistance between
SIG RTN terminal at MLP sensor wiring harness connector and test pin No. 46 at breakout box. If either
resistance is more than 5 ohms, repair open circuit and repeat QUICK TEST. If both resistances are 5
ohms or less, go to next step.
3) Check MLP Sensor For Short To Power & Ground Turn ignition off. Leave ECA and MLP sensor
disconnected. Measure resistance between test pin No. 30 and test pins No. 40, 46 and 60 at breakout box.
Measure resistance between test pin No. 30 and chassis ground. If resistance is less than 10,000 ohms,
repair short circuit and repeat QUICK TEST. If resistance is 10,000 ohms or more, go to next step.
4) Check MLP Sensor Resistance Turn ignition off. Connect MLP sensor. Leave ECA disconnected
from breakout box. Measure resistance between test pins No. 30 and 46 at breakout box while cycling
gear selector. See MLP SENSOR RESISTANCE. If resistance is within specification, replace ECA and
repeat QUICK TEST. If resistance is not within specification, replace MLP sensor and repeat QUICK
TEST.
MLP SENSOR RESISTANCE

Gear Selected Ohms
Park 3770-4607
Reverse 1304-1593
Neutral 660-807
Overdrive 361-442
Drive 190-232
First 190-232
7) Incorrect Shift/No Shift Turn ignition off. Check transmission fluid. Add or replace if necessary. Test
drive vehicle to determine transmission shift patterns. If transmission always remains in 3rd gear when
vehicle is operated with shift lever in Drive or Overdrive position, go to next step. If transmission does
not operate as described, go to step 9).
8) Visual Inspection Visually check select switch and solenoid wiring harness between ECA and
transmission. Repair or replace wiring harness if necessary and repeat QUICK TEST. If wiring harness is
9) Diagnose Transmission Shift Patterns If transmission upshifts and downshifts correctly, EEC-IV
system is okay. Fault is in transmission. If transmission does not shift correctly, turn ignition off. Inspect
transmission switches and harness connectors for corrosion and damaged pins. Inspect wiring harness for
incorrect routing. If any faults are found, repair or replace as necessary. If no faults are found, problem is
intermittent and cannot be found at this time.
CIRCUIT TEST TE - TRANSMISSION OIL TEMPERATURE (TOT) SENSOR
Diagnostic Aids
 Transmission fluid level.

 Transmission fluid temperature.
 Ambient temperature.
This test is intended to diagnose:
 TOT sensor.
 Wiring harness circuits TOT and SIG RTN.
 Faulty ECA.
TOT SENSOR (AXOD-E) SPECIFICATIONS

Temperature: °F (°C) (1) Volts (1) Ohms
32 (0) 3.88 96,255

41 (5) 3.71 75,201
50 (10) 3.53 59,175
59 (15) 3.32 46,883
68 (20) 3.10 37,387
77 (25) 2.86 30,000
86 (30) 2.62 24,215
95 (35) 2.38 19,657
104 (40) 2.15 16,043
113 (45) 1.92 13,161
122 (50) 1.71 10,050
131 (55) 1.51 8990
140 (60) 1.33 7487
149 (65) 1.17 6265
158 (70) 1.03 5260
167 (75) 0.90 4450
176 (80) 0.78 3775
185 (85) 0.69 3215
194 (90) 0.60 2750
200 (95) 0.52 2361
(1) Value may vary by 15 percent.
1) KOEO Code 26/636 KOEO Code 26/636 indicate TOT sensor is out of self-test range. Possible
causes for these faults are:
 Transmission fluid incorrect temperature.
 Incorrect sensor resistance.
 Faulty ECA.
Ensure transmission fluid temperature is more than 50°F (10°C). Repeat QUICK TEST. If Code 26/636 is
present, go to next step. If Code 26/636 is not present, test is complete.
2) Check VREF At Throttle Position Sensor (TPS) Turn ignition off. Disconnect TPS sensor wiring
harness connector. Disconnect 60-pin ECA connector. Inspect terminals, and repair if damaged. Install
EEC-IV Breakout Box (T83L-50-EEC-IV). Connect ECA to breakout box. Turn ignition on. Measure
voltage between VREF and SIG RTN terminals at TPS wiring harness connector. If voltage is 4-6 volts,
go to next step. If voltage is not 4-6 volts, go to CIRCUIT TEST C.
3) Check TOT Sensor Resistance Turn ignition off. Disconnect ECA from breakout box. Allow
transmission to cool. Turn ignition on. Measure and record voltage between test pin No. 46 and TOT test
pin at breakout box. Start engine, and warm transmission to normal operating temperature. Disconnect
ECA from breakout box. Measure voltage between test pin No. 46 and TOT test pin at breakout box. If
voltage is within specification, replace ECA and repeat QUICK TEST. If voltage is not within
specification, replace TOT sensor and repeat QUICK TEST.
10) KOEO Code 56 Or 637 KOEO Code 56 and 637 indicate TOT sensor output exceeds self-test
maximum voltage. Possible causes for these faults are:
 Transmission fluid temperature incorrect.
 Open wiring harness circuit.
 Faulty ECA.
Turn ignition off. Disconnect TOT wiring harness connector. Inspect terminals, and repair if damaged.
Connect jumper wire between TOT and SIG RTN terminals. Perform KOER SELF-TEST. If Code
66/638 is present, replace TOT sensor and repeat QUICK TEST. If Code 66/638 is not present, go to next
step.
11) Check TOT & SIG RTN Circuit Continuity Turn ignition off. Leave TOT sensor disconnected.
Box(T83L-50-EEC-IV), leaving ECA disconnected. Measure resistance between TOT circuit at TOT
wiring harness connector and TOT test pin at breakout box. Measure resistance between SIG RTN circuit
at TOT wiring harness connector and TOT test pin at breakout box. If either resistance is more than 5
ohms, repair open circuit and repeat QUICK TEST. If each resistance is 5 ohms or less, go to next step.
12) Check TOT Sensor For Short To VPWR Turn ignition off. Leave ECA and TOT sensor
disconnected. Measure resistance between TOT test pin and test pins No. 37 and 57 at breakout box. If
resistance is more than 10,000 ohms, replace ECA and repeat QUICK TEST. If resistance is 10,000 ohms
or less, repair short circuit and repeat QUICK TEST.
20) KOEO Code 66 Or 638 KOEO Code 66 and 638 indicate TOT sensor output is lower than self-test
minimum voltage. Possible causes for these faults are:
 Damaged TOT sensor.
 Shorted wiring harness circuit.
 Faulty ECA.
Turn ignition off. Disconnect transmission wiring harness connector. Inspect terminals, and repair if
damaged. Perform KOEO SELF-TEST. If Code 56 or 637 is present, replace TOT sensor and repeat
QUICK TEST. If Code 66/638 is not present, go to next step.
21) Check VREF At Throttle Position Sensor (TPS) Turn ignition off. Disconnect TPS sensor wiring
harness connector. Disconnect 60-pin ECA connector. Inspect terminals, and repair if damaged. Install
EEC-IV Breakout Box (T83L-50-EEC-IV). Connect ECA to breakout box. Turn ignition on. Measure
voltage between VREF and SIG RTN terminals at TPS wiring harness connector. See Fig. 52. If voltage
is 4-6 volts, go to next step. If voltage is not 4-6 volts, go to CIRCUIT TEST C.
Fig. 52: Throttle Position Sensor (TPS) Connector Terminal ID
22) Check TOT Sensor Resistance Turn ignition off. Disconnect ECA from breakout box. Measure
resistance between TOT test pin at breakout box and test pins No. 40, 46 and 60. If resistance is more
than 10,000 ohms, replace ECA and repeat QUICK TEST. If resistance is 10,000 ohms or less, repair
short circuit and repeat QUICK TEST.
25) Check Transmission Wiring Harness Turn ignition off. Check transmission internal and external
wiring and connectors for damage and corrosion. Repair or replace if necessary. If wiring is okay, replace
TOT sensor and repeat QUICK TEST.
90) Continuous Memory Code 637/638 Continuous Memory Code 637/638 indicates that a fault has
been detected in TOT circuit at one or more times during previous 80 warm-up cycles. Possible causes for
these faults are:
 Intermittent fault in TOT sensor.
 Intermittent short or open in wiring harness.

Turn ignition off. Disconnect 60-pin ECA connector. Inspect terminals, and repair if damaged. Install
EEC-IV Breakout Box (T83L-50-EEC-IV). Connect ECA to breakout box. Connect DVOM between test
pins No. 2 and 46 at breakout box. Turn ignition on. Shake and bend TOT and SIG RTN wires between
transmission and ECA. Voltage should remain stable or change gradually. If voltage drops or surges
abruptly, fault in circuit is indicated. If fault is indicated, isolate and repair as necessary. If no faults are
found, problem cannot be located at this time.
ENGINE PERFORMANCE
Trouble Shooting - No Codes
INTRODUCTION
commercial chassis.
Use this article to diagnose driveability problems or for reference to correct component repair procedure.
Follow diagnostic or test procedures listed in the articles referenced by these charts. Intermittent faults may also
be diagnosed using the procedures in this article.
NOTE: Some driveability problems may have been corrected by manufacturer with a
revised computer calibration chip or computer control unit. Check with
manufacturer for latest chip or computer application.
Symptom checks can direct the technician to malfunctioning component(s) for further diagnosis. A symptom
should lead to a specific component or system test and/or adjustment.
Use intermittent test procedures to locate driveability problems that DO NOT occur when the vehicle is being
tested. These test procedures should also be used if a soft (intermittent) trouble code was present, but no
problem was found during self-diagnostic testing.
NOTE: For specific testing procedures, see I - SYS/COMP TESTS article in the ENGINE
PERFORMANCE Section. For specifications, see SPECIFICATIONS or
ADJUSTMENTS article in the ENGINE PERFORMANCE Section.
SYMPTOMS
SYMPTOM DIAGNOSIS
Symptom checks cannot be used properly unless problem occurs while vehicle is being tested. To reduce
diagnostic time, ensure steps in BASIC TESTING article in the ENGINE PERFORMANCE Section. and
TESTS W/CODES articles in the ENGINE PERFORMANCE Section were performed before diagnosing a
symptom.
Use diagnostic charts to identify systems and components that should be checked for fault. See DIAGNOSTIC
CHART INDEX Perform check or adjustment procedure indicated in appropriate diagnostic chart.
DIAGNOSTIC CHART INDEX

Driveability Symptom See Chart #
Starting
No Crank 1
Hard Start/Long Crank 2
Stall After Start 3
No Start/Normal Crank 4
Idle
Slow To Return To Idle 5
Rough Idle 6
High Idle 7
Low/Slow Idle 8
Stalls/Quits
At Idle 3
On Acceleration 9
At Cruising Speed 9
On Deceleration 8
Runs Rough
At Idle 6
On Acceleration 10
At Cruising Speed 10
Misses
At Idle 6
On Acceleration 10
Buck/Jerk 9
Hesitation
On Acceleration 9
Surge
On Acceleration 9
Backfires 12
Lack/Loss Of Power 13
Spark Knock (Pings) 14
Diesels/Runs On 7
Poor Fuel Economy 15
Improper Shift 17
Emissions Compliance 16
Engine
High Oil Consumption 18
Noise 23
Runs Cold 20
Runs Hot 19
Exhaust Smoke 21
Fuel Odor 22
Vibration 24
INTERMITTENTS
INTERMITTENT PROBLEM DIAGNOSIS
Intermittent fault testing requires duplicating circuit or component failure to identify the problem. These
procedures may lead to the computer setting a fault code (on some systems), which may help in diagnosis.
If vehicle does not produce fault codes, monitor voltage or resistance using a DVOM while attempting to
reproduce conditions causing intermittent fault. A status change on DVOM indicates a fault has been located.
Use a DVOM to pinpoint faults. When monitoring voltage, ensure ignition switch is in ON position or engine is
running. Ensure ignition switch is in OFF position or negative battery cable is disconnected when monitoring
circuit resistance. Status changes on DVOM during test procedures indicate area of fault.
TEST PROCEDURES
Intermittent Simulation
To reproduce the conditions creating an intermittent fault, use the following methods:
 Lightly vibrate component.

 Heat component.
 Wiggle or bend wiring harness.
 Spray component with water.
 Remove/apply vacuum source.
Monitor circuit/component voltage or resistance while simulating intermittent. If engine is running, monitor for
self-diagnostic codes. See TESTS W/CODES article in the ENGINE PERFORMANCE Section. Use test results
to identify a faulty component or circuit.
NOTE: For test equipment connection and CONTINUOUS MONITOR MODE test
operation, see TESTS W/CODES article in the ENGINE PERFORMANCE Section.
Continuous Monitor Mode (WIGGLE TEST)
In this mode, the technician can attempt to re-create an intermittent fault while monitoring the system. This
mode, also called the WIGGLE TEST, may be used in Key On Engine Off (KOEO) and Key On Engine
Running (KOER) self-test modes. See TESTS W/CODES article in the ENGINE PERFORMANCE Section for
instructions on the use of this procedure to identify intermittent faults in specific circuits or components.
KOEO WIGGLE TEST Procedure
Connect test equipment. See TESTS W/CODES article in the ENGINE PERFORMANCE Section. Turn
ignition on. Activate self-test using jumper lead or diagnostic tester. Wait 10 seconds, and then deactivate and
reactivate self-test to enter WIGGLE TEST. Tap, move and wiggle the suspected sensor and/or harness area. If
a fault is detected, a code may be stored in memory and indicated at the diagnostic tester or Scan tool. Record or
retrieve code, and perform CIRCUIT TEST indicated in TESTS W/CODES article in the ENGINE
KOER WIGGLE TEST Procedure
Connect test equipment. See TESTS W/CODES article in the ENGINE PERFORMANCE Section. Turn
ignition off, and wait 10 seconds. Start engine. Activate self-test using jumper lead or diagnostic tester. Wait 10
seconds, and then deactivate and reactivate self-test to enter WIGGLE TEST. DO NOT turn engine off. Tap,
move and wiggle the suspected sensor and/or harness area. If a fault is detected, a code may be stored in
memory and indicated at the diagnostic or scan tester. Record or retrieve code, and perform CIRCUIT TEST
indicated in TESTS W/CODES article in this section.
DIAGNOSTIC CHARTS
NOTE: For SYSTEM & COMPONENT TESTING references, refer to the I - SYS/COMP
TESTS article in this Section.
CHART 1-NO CRANK
DIAGNOSTIC CHART 1-NO CRANK

System & Component(s) Reference
STARTING Charge or replace battery. Check charging and
starting systems.
 Battery
 Starter Relay
 Starter
 Neutral Drive Switch/Clutch Switch
 Brake Interlock Switch
 Ignition Switch
 Transmission Linkage Adjustment
EEC See TESTS W/CODES article.
Neutral Drive Switch/Clutch Switch


BASE ENGINE Check engine mechanical condition.
Flywheel

FUEL/THROTTLE BODY See FUEL SYSTEM in I - SYS/ COMP TESTS

article.
Injectors (hydro-lock)

IGNITION See I - SYS/COMP TESTS article
 Harness (START Wire Short to Ground)
CHART 2-CRANKS NORMALLY BUT SLOW TO START

DIAGNOSTIC CHART 2-CRANKS NORMALLY BUT SLOW TO START
IGNITION All Types: See IGNITION SYSTEMS in I - SYS/ COMP
TESTS article.
 Scope engine for:
 Spark Plugs, Coil, Secondary
 Ignition Wires, Spark Plugs
 Fouled TFI IV:
 Distributor Cap, Adapter and
 Rotor DIS/EDIS:
 Single or Dual Hall Crank- shaft Sensors,

Hall Cam- shaft Sensor, DIS/EDIS
 Ignition Module, Coil Pack
EEC-IV Quick Test

FUEL/THROTTLE BODY Perform a visual inspection. See FUEL SYSTEMS
in I - SYS/COMP TESTS article.
Filter
 Pump
 Water/Dirt/Rust Contamination in Fuel
 Fuel Lines
 Fuel Pressure Regulator
 Sender Filter
 Injectors
 Improper Fuel
 Idle Airflow
EXHAUST Inspect exhaust system.
 Component (Restricted)
AIR INTAKE & VACUUM DISTRIBUTION Perform visual & audible inspection.
Vacuum Leaks
 Air Cleaner Element Restricted
COOLING Check cooling system.
 Electric Fan (Hot Start Only)

EGR See I - SYS/COMP TESTS article.
 Valve
PCV See I - SYS/COMP TESTS article.
Valve
EVAP See I - SYS/COMP TESTS article.
 Valve
CHART 3-CRANKS NORMALLY BUT WON'T RUN (STALLS)
DIAGNOSTIC CHART 3-CRANKS NORMALLY BUT WON'T RUN (STALLS)


Idle Airflow
 Electrical & Vacuum Com- ponents
 Fuel Filter
 Fuel Pump
 Water/Dirt/Rust Contamina- tion in Fuel
 Fuel Lines
 Tank (Fuel Supply)
 Sender Filter
 Injectors
 Improper Fuel
VACUUM DISTRIBUTION Perform a visual and audible inspection
Vacuum Leaks
IGNITION All Models: See IGNITION SYSTEMS in I - SYS/ COMP
TESTS article.
Electrical Connections
 Secondary Ignition Wires
 Ignition Switch TFI IV:
 Ignition Coil
 Ignition Module
 Rotor Alignment
 Distributor Cap, Adapter, Rotor and Stator
 Ballast Resistor
 Valve
AIR INTAKE SYSTEM Check connections.
Air Tube
 Camshaft and Valve Train.
CHART 4-CRANKS NORMALLY BUT WON'T START
NOTE: Extended cranking, due to no-start condition, can load the exhaust system with
raw fuel, which can ruin the catalytic converter after the engine is started. After
servicing no-start condition, disconnect the thermactor air supply, operate
engine until surplus fuel is used up, and then reconnect the thermactor air
supply.
DIAGNOSTIC CHART 4-CRANKS NORMALLY BUT WON'T START


IGNITION All Models: See IGNITION SYSTEMS in I - SYS/ COMP
TESTS article.
Electrical Connections
 Spark Plugs Fouled
 Ignition Switch TFI IV:
 Ignition Coil
 Ignition Module
 Rotor Alignment
 Distributor Cap, Adapter, Rotor and Stator

DIS/EDIS:
 Single and Dual Hall Crank- shaft Sensors
 Hall Camshaft Sensor
 DIS/EDIS Ignition Module
 Coil Pack(s)
FUEL/THROTTLE BODY Perform a visual inspection. See I - SYS/COMP

TESTS article.
 Fuel Filter
 Fuel Pump
Water/Dirt/Rust Contamina- tion in Fuel
 Fuel Lines
 Tank (Fuel Supply)
 Fuel Sender Filter
 Injectors
 Inertial Switch
 Compression Camshaft Timing.

Valve

 Air Tube
CHART 5-SLOW RETURN TO IDLE
DIAGNOSTIC CHART 5-SLOW RETURN TO IDLE


FUEL/THROTTLE BODY Perform a visual inspection.
Fuel Contamination
 Throttle Linkage
VACUUM DISTRIBUTION Perform a visual and audible inspection.
 Vacuum Leaks
AIR INTAKE Perform a visual and audible inspection.
 Air Leak
CHART 6-ROUGH IDLE
DIAGNOSTIC CHART 6-ROUGH IDLE

IGNITION See BASIC TESTING article.
 Scope Engine For: Spark Plug Coil,
Secondary Ignition Wires, Distributor Cap,
Adapter and Rotor, Ignition Timing

Idle Airflow
 Injectors
 Fuel Rail
 Fuel Lines
Vacuum Leaks

COOLING Check Cooling System.
 Thermostatic Fan (Loose or Cracked)

Valve
BASE ENGINE Check Engine Mechanical Condition.
 Compression
 Valve Train
 Camshaft
 Intake Manifold Gaskets
Valve
 Components
Air Tube

CHARGING SYSTEM Check charging system.
Components

EXHAUST SYSTEM Inspect exhaust system.

Components
THERMACTOR See I - SYS/COMP TESTS article.
 Thermactor System Components
CHART 7-HIGH IDLE (ENGINE "DIESELS")
DIAGNOSTIC CHART 7-HIGH IDLE (ENGINE "DIESELS")

 Idle Airflow
 Throttle Plate & Linkage
 Speed Control Chain
 Vacuum Leaks
 EEC-IV Quick Test

AIR INTAKE SYSTEM Perform a visual & audible inspection.
Air Tube
 Intake Manifold Gasket
 Overheating
AIR CONDITIONING Check air conditioning system
 A/C Clutch
 A/C Demand
 A/C Cyclic Pressure Switch
 A/C Refrigerant Charge
CHART 8-LOW IDLE (STALLS ON DECELERATION OR QUICK STOP)
DIAGNOSTIC CHART 8-LOW IDLE (STALLS ON DECELERATION OR QUICK STOP)

 Idle Airflow

Valve
BASE TRANSMISSION (A/T WITH See TESTS W/CODES article.
OVERDRIVE
 Transmission Oil Level

 Converter Clutch Control Solenoid
 Modulated Converter Clutch Control
Solenoid
CHART 9-HESITATES OR STALLS
DIAGNOSTIC CHART 9-HESITATES OR STALLS

Scope Engine For: Spark Plug Coil,

Secondary Ignition Wires, Distributor Cap
and Rotor, Crossed Wires
 Ignition Timing

Idle Airflow
 Fuel Filter
 Fuel Pump
 Fuel Lines
 Injectors
 Vacuum Leaks
 Air Tube
 Valve
Valve

EXHAUST See I - SYS/COMP TESTS article.
Restriction (W/Backpressure EGR system

(PFE))
BASE TRANSMISSION (A/T WITH See I - SYS/COMP TESTS article.
OVERDRIVE
Converter Clutch Control Solenoid

 Converter Clutch Override
 Converter Clutch

Solenoid
 Components
CHART 10-MISSES UNDER LOAD
DIAGNOSTIC CHART 10-MISSES UNDER LOAD

 Scope Engine For: Spark Plug Coil,

Secondary Ignition Wires, Distributor Cap,
Adapter and Rotor
 Ignition Timing

FUEL/THROTTLE BODY Perform a visual inspection. See FUEL SYSTEM in
I - SYS/COMP TESTS article.
 Fuel Filter
 Fuel Pump
 Fuel Lines
 Injectors
Valve


Vacuum Leaks
 Components
CHART 11-SURGES AT STEADY SPEED
DIAGNOSTIC CHART 11-SURGES AT STEADY SPEED


FUEL/THROTTLE BODY Perform a visual inspection. See FUEL SYSTEM in
I - SYS/COMP TESTS article.
Fuel Filter
 Fuel Pump
 Fuel Lines
 Octane
 Idle Airflow
Scope Engine For: Spark Plugs, Wires, Coil,

etc.
 Timing
 Vacuum Leaks
 Valve
AIR INTAKE SYSTEM Perform a visual inspection.
Air Intake Components

 Components
 Valve Train
 Camshaft
Intake Manifold and Gaskets
Thermactor System Components

OVERDRIVE
 Converter Clutch Control Components
CHART 12-BACKFIRE (INTAKE OR EXHAUST)
DIAGNOSTIC CHART 12-BACKFIRE (INTAKE OR EXHAUST)

Scope Engine For: Spark Plugs, Wires, Coil,

etc.
 Crossed Wires, Ignition Timing
 Vacuum Hoses, Connections



Intake Manifold and Gaskets

 Compression Checks
 Camshaft
 Valves
Component (Restricted)
 Fuel Filter
 Fuel Pump
 Fuel Lines
 Injectors
 Octane
CHART 13-LACK OF POWER
DIAGNOSTIC CHART 13-LACK OF POWER

 Scope Engine For: Spark Plugs, Wires, Coil,

etc.
 Crossed Wires, Ignition Timing

Fuel Filter
 Fuel Pump
 Fuel Lines
 Injectors
 Idle Airflow
Component (Restricted)

Thermostat

 Vacuum Leaks
AIR INTAKE SYSTEM See I - SYS/COMP TESTS article.
 Air Cleaner Duct & Element

Valve
 Compression Check
Camshaft
 Valves
DRIVETRAIN Check transmission & drivetrain components.
 Clutch, Automatic Trans. Brakes
CHART 14-SPARK KNOCK (PINGS)
DIAGNOSTIC CHART 14-SPARK KNOCK (PINGS)

IGNITION See ADJUSTMENTS article.
 Timing
EEC-IV Quick Test


Overheating
Oil Level
 Compression Check
 Intake Manifold Gasket

 Fuel Filter
 Fuel Pump
 Fuel Lines
 Injectors
 Valve
 Verify Correct Application, then Diagnose

Air Cleaner Duct & Element

BASE TRANSMISSION (E4OD, AODE, AXOD- See TESTS W/CODES article.
E)
 Transmission Controls
CHART 15-POOR FUEL ECONOMY
NOTE: Fuel consumption increases drastically in city driving, short-run operation,

stop-and-go driving, trailer towing, extended winter warm-up periods, etc.
Determine if these are factors are the cause of poor fuel mileage before
proceeding with diagnostic procedure.
DIAGNOSTIC CHART 15-POOR FUEL ECONOMY

 Fuel Return Line Blocked
Air Cleaner Duct & Element

IGNITION See IGNITIONS SYSTEMS in I - SYS/ COMP
TESTS article.
 Scope Engine For: Spark Plugs, Wires, Coil,
etc.
 Ignition Timing
EEC-IV Quick Test


Thermostat
FACTORS EXTERNAL TO THE ENGINE Perform a manual & visual inspection.
 Tire Pressure
 Clutch Operation
 Converter Clutch Override
 Automatic Transmission Shift Pattern and
Fluid Level
 Brake Drag
 Exhaust System
 Speedometer/Odometer Gear Ratio
Axle Ration

 Vehicle Load
 Road and Weather Conditions
 Aftermarket Add Ons

OVERDRIVE
 Converter Clutch Control Components

Solenoid
 Valve Operation
CHART 16-STATE EMISSION TEST FAILURE
NOTE: Canada and some states or metropolitan areas in the United States require
periodic idle emission tests. All Ford products have been designed to pass
these tests. If a Ford product fails an idle Emission test, it is probable that 1),
the engine temperature was not warm and stabilized prior to the test, or 2), the
vehicle had idled excessively long prior to the test.
Before starting any services, verify complaints of idle emission test failure by using test procedure of area that
failed vehicle.
The following encompasses most of the emissions measurement modes of current state idle test procedures:
 Ensure engine is at normal operating temperature and all accessories are turned off.
 Read emissions at idle.
 Operate engine at 2200-2800 RPM.
 Read emissions within 30 seconds.
 Return engine speed to idle.
 Read emissions within 30 seconds.
If any emission component is changed, Keep-Alive Memory (KAM) should be cleared before repeating state
emission test procedure. See TESTS W/CODES article in the ENGINE PERFORMANCE Section.
DIAGNOSTIC CHART 16-STATE EMISSION TEST FAILURE

EEC-IV Quick Test



Scope Engine For: Spark Plugs, Wires, Coil,

Timing, etc.
 Vacuum Leaks/Blockage

 Idle Airflow
 Injectors
 Fuel Rail
 Fuel Pressure
 Valve
 Vacuum Regulator
Valve
Valve
Thermactor System Components


Pipes, Muffler, Catalysts, Resonator, etc.


Unstabilized Engine Temperature

 Scheduled Maintenance
 Compression
 Valve Train
 Camshaft
 Intake Manifold Leaks
CHART 17-IMPROPER SHIFT
DIAGNOSTIC CHART 17-IMPROPER SHIFT

BASE TRANSMISSION (4EAT, A4LD, AOD-E, See TESTS W/CODES article.
AXOD-E, E4OD)
Converter Clutch Solenoid

 Converter Clutch
 Electronic Pressure Control Solenoid
 Shift Solenoids

Solenoid
 4X4 Low Switch
EEC CONTROLLED ELECTRONIC See TESTS W/CODES article.

TRANSMISSION
CHART 18-HIGH OIL CONSUMPTION
DIAGNOSTIC CHART 18-HIGH OIL CONSUMPTION

EXTERNAL LEAKS Perform a visual inspection.
Rocker Cover Gasket, Camshaft Seals, etc.

PROPER DIPSTICK Perform a visual inspection.
 Over/Under Filling of Crank- case

PCV Perform a visual inspection.
Valve
INTERNAL LEAKS (BLUE SMOKE FROM Check engine mechanical condition.
THE TAILPIPE)
 Valve Guides
 Valve Stem Seals
 Intake Manifold Gaskets
 Cylinder Head Drain Passages
 Piston Rings
CHART 19-ENGINE RUNS HOT
DIAGNOSTIC CHART 19-ENGINE RUNS HOT

COOLING Perform a visual inspection. Check cooling system.
 Thermostat
Coolant Level
 Radiator or A/C Condenser
 Pressure Cap and/or Overflow System
 External Leaks
 Belts and Tension
 Fan and Fan Clutch
 Electric Fan (If Equipped)
GAUGES See appropriate INSTRUMENT PANELS article in

the ACCESSORIES/SAFETY EQUIPMENT
 Sending Unit Section.

IGNITION See ADJUSTMENTS article.
Timing
Water Pump
 Core Sand in Block/Heads
 Internal Leaks
BRAKES Check brake system.
 Brakes Dragging
CHART 20-ENGINE RUNS COLD
DIAGNOSTIC CHART 20-ENGINE RUNS COLD

GAUGE SYSTEM See appropriate INSTRUMENT PANELS article in
the ACCESSORIES/SAFETY EQUIPMENT
 Gauge Section.
 Sender
 Thermostat
CHART 21-EXHAUST SMOKE
DIAGNOSTIC CHART 21-EXHAUST SMOKE

BLACK SMOKE (RICH MIXTURE) Perform a visual inspection. See I - SYS/COMP
Air Cleaner Element Restricted TESTS article. See TESTS W/CODES article.
 Injectors Return Fuel Line Restricted
 EEC Components
BLUE SMOKE (BURNING OIL) Check engine mechanical condition.
PCV
 Valve Guides/Stems/Seals
 Oil Drain Passages in Heads
 Piston Rings (not seated, seized, etc.)
 Cylinder Bores (scuffed)
WHITE SMOKE (COOLANT IN Perform a visual inspection. Checkcooling system.

COMBUSTION)
 Intake Manifold Gasket Leaks, Cracked,

Porous
 Cylinder Head Gasket Leaks, Cracked,
Porous
 Engine Block Cracked, Porous
CHART 22-GAS SMELL
DIAGNOSTIC CHART 22-GAS SMELL

Fuel Filter Leaks
 Injector Leaks
 Fuel Pump Leaks
 Fuel Lines Leaks
 Fuel Tank Leaks
 Fuel Tank Filler Neck Leaks
 Fuel Tank Sender Leaks
 Fuel Return Line Blocked
 Fuel Pressure Regulator Leaks
CANP See I - SYS/COMP TESTS article.
 Carbon Canister, Solenoid,

 Hoses Leak
CHART 23-ENGINE NOISE
DIAGNOSTIC CHART 23-ENGINE NOISE

SQUEAL, CLICK, CHIRP Perform a visual and audible inspection. Check
engine mechanical condition.
Oil Level Low
 Valve Train
 Drive Belts (loose, worn)
 Drive Belt Components
 EEC Solenoids
RUMBLE, GRIND Perform a visual and audible Inspection
Belt Driven Components

RATTLE Perform a visual and audible inspection.
 Loose Components
HISS Perform a visual and audible inspection.
Thermactor System Leaks

 Vacuum Distribution System Leaks
 Air Induction System Leaks
 Spark Plugs Loose
 Cooling System Leaks
 EVAP System Leaks
SNAP Perform a visual and audible inspection.
 Secondary Ignition
RAP, ROAR Perform a visual and audible inspection. Inspect
exhaust system.
Exhaust System Leaks
 Thermactor System
KNOCK Check engine mechanical condition.
 Connecting Rod Bearings Worn

 Main Bearings Worn
 Piston Pins Loose
 Piston to Bore Clearance
 Detonation (Spark Knock), See CHART 14
CHART 24-ENGINE VIBRATES AT NORMAL SPEEDS
DIAGNOSTIC CHART 24-ENGINE VIBRATES AT NORMAL SPEEDS

ENGINE ACCESSORIES Perform a manual and visual inspection.
Fan
 Belt Drive Components
 Engine Mounts
 Engine Vibration Damper
NON-ENGINE Perform a manual and visual inspection.
 Driveline
 Tires, Wheels
 Tire Balance
ENGINE PERFORMANCE
Theory & Operation
INTRODUCTION
commercial chassis.
This article covers basic description and operation of engine performance-related systems and components.
Read this article before diagnosing vehicles or systems with which you are not completely familiar.
COMPUTERIZED ENGINE CONTROLS

ELECTRONIC CONTROL ASSEMBLY (ECA)
During system operation, ECA transmits electrical reference signals to engine sensors and analyzes return
signals to determine engine operating conditions. See Fig. 1. If a sensor or actuator fails, ECA initiates an
alternative strategy, allowing vehicle to maintain driveability. This strategy is called Failure Mode Effects
Management (FMEM).
The CHECK ENGINE light will illuminate and remain on whenever FMEM is in operation. The ECA,
overriding failed component with a FMEM substitute operation value, continues to monitor failed sensor.
Should signals from faulty sensor return to within operational limits, ECA will cancel FMEM and resume
control based on sensor signals.
ECA LOCATION
Aerostar Under Left Instrument Panel
Bronco & Pickup Behind Left Kick Panel
Explorer & Ranger Behind Right Kick Panel
Van Under Right Instrument Panel
Fig. 1: EEC-IV System Component Diagram (Typical)
NOTE: Components are grouped into 2 categories. The first category is INPUT
DEVICES, covering components which control or produce voltage signals
monitored by the ECA. The second category is OUTPUT SIGNALS, covering
components controlled by the ECA.
INPUT DEVICES
Vehicles are equipped with different combinations of input devices. Not all devices are used on all models. To
determine the input device usage on a specific model, see WIRING DIAGRAMS article in the ENGINE
PERFORMANCE Section. The available input signals include:
A/C Compressor Clutch Signal
When battery voltage is supplied to A/C compressor clutch, ECA receives a signal, which it uses to increase
engine idle speed to compensate for A/C compressor load.
Threaded into a cylinder runner of intake manifold, the ACT sensor provides electronic fuel injection system
with mixture temperature information. The ACT sensor is used both as a density corrector for airflow
calculation and to proportion cold enrichment fuel flow.
Barometric Pressure (BP) Sensor
BP sensor measures barometric pressure of atmosphere. Variations in atmospheric pressure (changes in altitude)
modify an electrical signal monitored by ECA. The BP sensor input affects spark advance, EGR flow and
air/fuel mixture adjustments by ECA. Sensor input is updated during key-on and wide open throttle
applications. The sensor looks identical to Manifold Absolute Pressure (MAP) sensor, except tubing nipple on
BP sensor is open to atmosphere, while tubing nipple on MAP sensor is connected to intake manifold.
Brake On-Off (BOO) Switch
The BOO switch is mounted on brake pedal. It signals deceleration for air/fuel ratio adjustment.
Clutch Engage Switch
This switch is mounted at clutch pedal and signals ECA when transmission is in gear. Clutch engage switch
signal to ECA affects air/fuel ratio and idle speed.
Coolant Temperature Sensor
See ENGINE COOLANT TEMPERATURE (ECT) SENSOR.
Crankshaft Sensor
A dual Hall Effect crankshaft sensor, mounted at crankshaft pulley, is used on 2.3L dual-plug Distributorless
Ignition System (DIS). Sensor signals are generated when 2 trigger wheels, mounted on pulley assembly, pass
through air gap of 2 Hall Effect switches. One switch produces a Profile Ignition Pick-up (PIP) signal,
monitored by DIS ignition module to provide RPM signal to ECA. The second switch produces Cylinder
Identification (CID) signal, used by DIS ignition module to identify which coil pack to trigger. If CID signal is
not present, vehicle will be hard to start.
EGR Valve Position (EVP) Sensor
Mounted on EGR valve, EVP sensor detects EGR valve position and transmits this information to ECA. The
EVP signal affects EGR flow and ignition timing.
Engine Coolant Temperature (ECT) Sensor
Threaded into an engine coolant passage near thermostat housing, ECT sensor inputs coolant temperature to
ECA. The signal from ECT affects air/fuel ratio, idle speed, EGR flow, purge flow, fuel pressure, boost
pressure (turbo engine) and ignition timing output signal from ECA.
Fuel Injection Pump Lever (FIPL) Sensor
The FIPL sensor is used on 7.3L vehicles with E40D automatic transmission. FIPL is mounted to fuel injection
pump and actuated by throttle lever. FIPL transmits a signal, proportional to level of fuel delivery, to the
Transmission Electronic Control Assembly (TECA) for assisting in transmission shift and torque capacity.
If FIPL circuit malfunctions, TECA will recognize erroneous signals and provide high capacity operating mode
to protect transmission from damage. High capacity operating mode includes singular shift schedule at
maximum throttle valve pressure, resulting in harsh shifting.
Heated Exhaust Gas Oxygen (HEGO) Sensor
The O2 sensor is mounted in exhaust manifold. When at operating temperature, the O2 sensor monitors oxygen
content of exhaust gases. A heating circuit is used to warm O2 sensor to operating temperature, enabling faster
conversion of feedback system to closed loop operation.
The O2 sensor produces low voltage (less than .4 volt) to indicate a lean mixture (high amount of oxygen) and a
high voltage (more than .6 volt) to indicate a rich mixture (low amount of oxygen). This voltage signal is
transmitted to ECA.
Manifold Absolute Pressure (MAP) Sensor
Manifold pressure and temperature are used by the ECA to calculate the airflow rate. The MAP sensor responds
to manifold vacuum changes due to engine load and speed changes.
The MAP sensor uses frequency to measure manifold vacuum. The MAP sensor is used as a barometric sensor
for altitude compensation, updating the ECA during Key On, Engine Off (KOEO) and at Wide Open Throttle
(WOT). By monitoring MAP sensor output voltage, the ECA can determine correct rate of spark advance, EGR
flow and air/fuel ratio. If MAP sensor fails, the ECA will supply a fixed MAP value and use the Throttle
Position Sensor (TPS) to control fuel distribution.
Mass Airflow (MAF) Sensor
MAF sensor measures flow of air entering the engine. This measurement of airflow is a reflection of engine
load (throttle opening). The sensing element (hot wire) is a thin platinum wire wound on a ceramic bobbin and
coated with glass. The hot wire is maintained at 392°F (200°C) above cold wire (ambient) temperature. Cold
wire is located downstream of hot wire. As air passes through the airflow sensor, the air temperature is
measured as air passes over the cold wire sensor. The ECA uses this information to control fuel delivery.
Neutral Gear Switch (NGS)
The NGS monitors in-gear conditions and signals ECA. This signal affects air/fuel ratio, idle speed and ignition
timing.
Neutral Safety Switch (NSS)
Mounted on side of transmission, this switch monitors gear position on automatic transmission vehicles. The
signal affects air/fuel ratio, idle speed and EGR flow.
Power Steering (P/S) Pressure Switch
The P/S pressure switch monitors power steering pressure, signaling ECA to adjust engine idle speed under load
conditions. The switch is located in high pressure line from P/S pump to steering rack assembly.
Profile Ignition Pick-Up (PIP)
On 2.3L DIS ignition systems, modulated PIP and CID signals are produced by dual Hall Effect crankshaft
sensor and monitored by DIS ignition module. See CRANKSHAFT SENSOR under INPUT DEVICES.
Ignition module relays the PIP signal to ECA, which uses it as an RPM reference to determine timing
adjustments.
ECA timing control returns to ignition module in form of a Spark Output (SPOUT) signal. The leading edge of
SPOUT signal fires coil, and trailing edge controls dwell on-time.
On 4.0L EDIS ignition systems, PIP signal is generated by Variable Reluctance Sensor (VRS), located near
crankshaft pulley. The VRS is a Permanent Magnet (PM) generator, which produces an AC voltage signal
which increases with RPM. The EDIS ignition module monitors this signal, passes this information on to ECA
and modifies coil triggering signal based upon a Spark Angle Word (SAW) signal sent from ECA.
On distributor-type ignition systems, PIP signal is provided by a 12-volt reference from ignition module to Hall
Effect switch, inside distributor. This reference voltage is modulated by window/shutter Hall Effect switch.
Monitored reference is pulled low when shutter blade is out of Hall Effect switch window.
When shutter blade enters window, 12-volt reference returns, and TFI ignition module sends PIP signal to ECA.
ECA uses the PIP signal as an RPM reference to calculate timing adjustments. ECA timing control returns to
ignition module in form of a Spark Output (SPOUT) signal.
Self-Test Output/Self-Test Input (STO/STI) Connectors
The STO connector is a 6-pin connector used to perform self-test diagnostic procedure. The STI is a single-pin
connector, located next to STO. When STI is grounded, it activates fault code output function. Codes are
retrieved through STO connector.
Throttle Position Sensor (TPS)
Mounted on throttle body at throttle plate rod, TPS monitors throttle plate opening. The TPS signal to ECA is
proportional to throttle opening angle. The TPS signal affects air/fuel ratio, injector timing, idle speed, EGR
flow and fuel pressure. If TPS system malfunctions, Code 12 will be set in ECA memory.
Variable Reluctance Sensor (VRS)
The VRS is used on 4.0L Electronic Distributorless Ignition System (EDIS). The VRS transmits crankshaft
position and RPM information. It is a passive electromagnetic device, which senses movement of a 35-tooth
wheel (with a gap at 60 degrees BTDC, where the 36th tooth would have been, for triggering). The VRS is
located behind crankshaft pulley.
An AC voltage signal, generated by VRS, increases with engine RPM and provides basic spark timing
information to EDIS ignition module. Ignition module uses this input to produce a PIP signal to ECA. The ECA
responds with a Spark Angle Word (SAW) signal, which, along with VRS signal, is used by ignition module to
compute basic spark timing and to determine which coil pack to trigger.
The transmission-mounted VSS sends a pulsing signal to ECA when vehicle is moving. The VSS generates
pulses with axle shaft revolution. The ECA interprets speed sensor input along with TPS closed throttle input.
This input enables ECA to differentiate between closed throttle deceleration and closed throttle idle (vehicle
stopped) conditions. During deceleration, ECA controls Idle Speed Control (ISC) Valve to maintain a desired
manifold pressure. During idle, ECA controls ISC motor to maintain a desired idle speed.
OUTPUT SIGNALS
NOTE: Vehicles are equipped with different combinations of computer-controlled

components. Not all components listed below are used on every vehicle. For
theory and operation on components, refer to indicated system.
A/C Clutch Cycling Switch
See MISCELLANEOUS CONTROLS
Canister Purge Solenoid Valve
See EMISSION SYSTEMS.
CHECK ENGINE Light
See SELF-DIAGNOSTIC SYSTEM.
Cooling Fan
See MISCELLANEOUS CONTROLS.
EGR System
See EMISSION SYSTEMS.
Fuel Injectors
See FUEL SYSTEMS.
Fuel Pump
See FUEL SYSTEMS.
Fuel Pressure Regulator
See FUEL SYSTEMS
Idle Speed Control (ISC) Valve

See FUEL SYSTEMS.
Self-Diagnostic
See SELF-DIAGNOSTIC SYSTEM.
Self-Test Output/Self-Test Input Connectors - See SELF
-DIAGNOSTIC SYSTEM.
Wide Open Throttle Cutoff
See MISCELLANEOUS CONTROLS.
FUEL SYSTEMS
FUEL DELIVERY
System Types
Fuel delivery systems differ in design depending upon model. System designs use one of the following
configurations:
 Single tank with single pump.

 Single tank with dual pump.
 Dual tank with mechanical selector valve/reservoir.
Low Pressure Fuel Pump
All vehicles are equipped with a high pressure pump, but some vehicles use multiple pump systems. These
systems have a primary, low pressure in-tank pump for supplying fuel to reservoir. The low pressure pump rests
in a sump (depression) in fuel tank. A nylon screen protects low pressure pump inlet from contaminating
particles, but allows passage of small amounts of water which may accumulate in fuel tank sump.
When dual tanks are used, each tank is equipped with a low pressure pump. Such a system has a total of 3
pumps: 2 low pressure and one high pressure.
High Pressure Fuel Pump
The high pressure fuel pump is positioned inside fuel tank. A reservoir is built onto pump and sender assembly,
instead of as part of tank.
In a 2-tank system, sender assembly handles switching of high pressure fuel through internal valves. Should one
tank overfill during use (return line returns fuel to wrong tank), pump and sender unit in overfilling tank need
replacement.
The high pressure fuel pump is capable of pumping over 33 gallons (125 liters) of fuel per hour at a working
pressure of 39.2 psi (2.75 kg/cm2 ). This pump also has internal pressure relief and discharge check valves.
Mechanical Fuel Pump
The 7.3L diesel engine uses a mechanical fuel pump to pump fuel from fuel tank to a combination fuel
filter/fuel heater/water separator.
Mechanical Selector Valve
A driver-operated selector switch controls selector valve for switching fuel supply from one tank to other. The
mechanical selector valve is contained within 6-port reservoir assembly. This valve switches fuel supply and
return lines from one tank to other in response to fuel pressure from in-tank pumps acting on its actuating
diaphragm.
The diaphragm switches tank connection when less than 2 psi of fuel pressure is acting on upper side of front
tank and lower side of rear tank. Valve functioning depends upon proper operation of in-tank low pressure
pumps. In all dual tank vehicles, excess fuel not used by engine is returned to same tank from which it was
pumped.
Reservoirs & Filters
Fuel reservoirs are used to prevent fuel flow interruptions during extreme vehicle maneuvers with low tank fill
levels. Models using multiple pumps use in-line reservoirs, frame mounted between low and high pressure
pumps. On models using one pump, reservoir is either molded or welded into either tank or fuel pump and
sender plastic housing.
There are 2 types of in-line reservoirs: single function and dual function. Both contain a fine mesh in-filter; the
dual function contains a mechanical selector valve.
Fuel Supply Manifold Assembly
Fuel supply manifold assembly (fuel rail) delivers high pressure fuel from fuel pump supply line to fuel
injectors. Fuel rail consists of tubular rail or stamping with injector connectors. Fuel pressure regulator is
mounted on flange attached to rail. Rail also has mounting attachments which secure fuel injectors in intake
manifold.
Fuel Pressure Regulator
The fuel pressure regulator is attached to fuel supply manifold assembly, downstream of fuel injectors. It
regulates fuel pressure supplied to injectors. Regulator is a diaphragm-operated valve with one side responding
to fuel pressure and the other side to intake manifold vacuum.
When intake manifold vacuum is low, an internal spring increases pressure on diaphragm, blocking off fuel
return passage and increasing fuel pressure. When manifold pressure is high, spring pressure is overcome by
vacuum, opening fuel return passage and lowering fuel pressure. Excess fuel is by-passed through regulator and
returned to fuel tank.
The regulator also controls fuel line vapor formation, allowing for rapid restarts, assistance in engine idle
stabilization and maintenance of fuel pressure when engine is turned off. Pressure is adjusted at factory to
compensate for fuel flow differences between injectors.
Fuel Pump Actuation
When ignition switch is turned to START position, ECA operates fuel pump relay to provide fuel for starting
engine. ECA senses engine speed and shuts off fuel pump by opening ground circuit to fuel pump relay when
engine stops or speed drops to less than 120 RPM. When ignition switch is in ON position, EEC power relay is
energized (contacts closed). Power is provided to fuel pump relay and timer in ECA. Fuel pump receives power
through fuel pump relay contacts.
Fuel Pump Shutoff (Inertia) Switch - All models use an electrical interrupt switch in fuel system. During a
collision or vehicle roll-over, electrical contacts within inertia switch open, shutting off fuel supply to electric
fuel pump. Fuel supply is interrupted even when engine is running.
A reset button is located on switch assembly. If electrical circuit trips, vehicle will not re-start until switch is
reset. Fuel system should be inspected before resetting switch.
On Aerostar, inertia switch is located in right kick panel. On Van, inertia switch is located on right cowl panel,
near front of door. On Bronco and Pickup, inertia switch is located on left toe board, near parking brake
assembly. On Ranger and Explorer, inertia switch is located on toe board, near right side of transmission hump.
NOTE: DO NOT reset fuel pump shutoff (inertia) switch after an accident until
inspecting entire fuel system for leaks.
FUEL CONTROL (GASOLINE ENGINES)
Precise fuel metering is accomplished with EEC-IV system. The ECA continually monitors engine operating
conditions based on information received from various sensors and switches. In response to information
received, ECA calculates optimum air/fuel mixture in relation to present engine operating conditions and affects
required metering adjustments through output actuators control.
Fuel Injection
The ECA controls fuel injectors to meter pulse width or time each injector is energized. Each injector receives
battery voltage through ignition switch circuit. The ECA-controlled ground circuit completes circuit to energize
injector. The ECA receives inputs from engine sensors to compute fuel flow necessary to maintain air/fuel
mixture ratio throughout entire engine operational range.
Each cylinder has a solenoid-operated injector which sprays fuel toward back of each intake valve. Injector
bodies consist of solenoid-actuated pintle and needle valve assembly. Injector flow orifice is fixed, and fuel
pressure at injector tip is constant. Atomizing spray is obtained by shape of pintle.
Throttle Body Assembly
The throttle body assembly controls air-flow to engine through a butterfly valve. Throttle position is controlled
by either linkage or cable/cam mechanism. Body is one-piece aluminum casting with single bore and air by-
pass channel.
FUEL CONTROL (7.3L DIESEL)
The fuel pump delivers fuel from fuel tank to the fuel filter. After being filtered, fuel enters the injection pump
and is delivered under high pressure through injection nozzles into cylinders. Injectors are equipped with a fuel
return outlet. Excess fuel collected at the injectors and injector pump are recirculated back to the fuel tank.
IDLE SPEED (GASOLINE ENGINES)
Idle Speed Control (ISC) Valve
The ISC valve, mounted on the throttle body, controls idle smoothness by regulating throttle plate by-pass air.
ISC valve consists of an air by-pass valve, which functions during cold engine conditions below 122°F (50°C),
and the idle speed control solenoid valve, which works throughout the entire temperature range. The air by-pass
valve is affected by the engine coolant temperature. The idle speed control solenoid is controlled by ECA.
Idle is controlled by idle speed control air by-pass valve. The throttle air by-pass valve is a solenoid-operated
valve controlled by ECA. The valve allows air to by-pass throttle plates to control cold engine fast idle, no-
touch start, dashpot, over-temperature idle boost and engine load idle correction.
Air by-pass channel carries idle airflow regulated by air by-pass valve. Air by-pass valve is controlled by ECA
to adjust both cold and warm idle speeds. Air by-pass valve uses solenoid valve to vary idle airflow volume
allowed to enter engine.
IDLE SPEED (7.3L DIESEL)
Idle is controlled by curb idle speed adjustment screw, located on injection pump. Fast (cold) idle is controlled
by cold idle solenoid, located by curb idle speed adjustment screw. For additional information, see
ADJUSTMENTS article in the ENGINE PERFORMANCE Section.
IGNITION SYSTEMS
DISTRIBUTORLESS IGNITION SYSTEM (DIS)
The DIS system, used on 4-cylinder engines, is a dual plug system consisting of a crankshaft-mounted dual Hall
Effect sensor, two 4-tower DIS coil packs and a DIS ignition module.
The DIS eliminates distributor by using multiple coils, each of which simultaneously fires 2 paired spark plugs.
The first time a pair of spark plugs is fired, one fires during compression stroke and other during exhaust stroke.
The next time same pair of spark plugs is fired, the roles are reversed. Although spark in exhaust stroke is
wasted, little of coil's energy is lost.
Two ignition coils are mounted together in a coil pack. Since there are 2 plugs per cylinder, 2 coil packs are
required. The right coil pack operates continuously, whereas left coil pack may be switched on or off by ECA.
The ECA computes spark angle and dwell for ignition system. The crankshaft-mounted dual Hall Effect sensor
is a dual digital output device, which responds to 2 rotating metallic shutters mounted on crankshaft. One output
from hall effect sensor, Profile Ignition Pick-Up (PIP), is a 50 percent duty cycle signal, providing base spark
timing information. The other output signal, Cylinder Identification (CID) signal, is required for DIS module to
know which coil to fire. CID is high (battery voltage) for half of crankshaft revolution (180 degrees) and low
(zero volts) for other half of revolution.
The ECA determines Spark Output (SPOUT) by using PIP signal to establish base timing. The SPOUT signal is
produced and sent by ECA to DIS module and serves 2 purposes: the leading edge of signal fires coil, and
trailing edge of signal controls dwell on-time. This feature is called Computer Controlled Dwell (CCD).
Another feature of system is Ignition Diagnostic Monitor (IDM). This is an output from DIS module to ECA
which provides diagnostic information about ignition system for self-test.
Dual Plug Inhibit (DPI), another system feature, allows ECA processor to switch ignition system from single-
to-dual plug operation. During cranking, vehicle is in single plug mode: only plugs on right side of engine fire.
When engine starts, ECA sends a command to DIS module to switch to dual plug operation.
If CID circuit fails, DIS module will randomly select one of 2 coils to fire. If hard starting results, turning key
off and then cranking again will result in another random selection. Several attempts may be needed before DIS
module selects proper coil, which will allow vehicle to start and be driven until repairs can be made.
The Failure Mode Effects Management (FMEM) system will keep vehicle drivable in event of an EEC-IV
system or ignition failure, which would otherwise prevent spark angle or dwell commands. During FMEM,
ECA opens SPOUT line and DIS module fires coils directly from PIP output. This results in a fixed spark angle
of 10 degrees and a fixed dwell.
Electronic Distributorless Ignition System (EDIS)
System is used on 4.0L engines and consists of a Variable Reluctance Sensor (VRS), an EDIS ignition module,
an ECA and one 6-tower coil pack.
During system operation, EDIS ignition module receives crankshaft position information from VRS. In turn,
EDIS ignition module generates a Profile Ignition Pick-Up (PIP) signal and sends it to ECA. The ECA responds
with a Spark Angle Word (SAW) signal containing advance or retard timing information, which it sends to
EDIS module. The EDIS ignition module then processes VRS and SAW signals to decide which coils to fire. In
addition, EDIS ignition module generates an Ignition Diagnostic Monitor (IDM) signal and sends it to ECA,
which uses it during failure mode to provide a tach output signal.
The EDIS ignition module is a microprocessor and makes decisions about spark timing and coil firing. The
EDIS ignition module turns coils on and off at correct times and in proper sequence, based on VRS and SAW
signals. The EDIS ignition module, upon receiving VRS and SAW signals, produces PIP and IDM output
signals and sends these signals to ECA.
The ECA receives IGN GND and PIP signals from EDIS ignition module, and then generates a SAW output
signal, based upon fuel, air and other sensor information. ECA also receives an IDM signal from EDIS ignition
module to determine if a failure mode should be recorded.
The coil pack receives active low signals from EDIS ignition module and fires 2 spark plugs at a time. One plug
is for cylinder which is to be fired (on compression stroke) and other goes to mating cylinder (on exhaust
stroke). The next time coil is fired, situation is reversed. Coils are fired according to engine firing order.
Thick Film Ignition (TFI)
All engines, except those with distributorless ignition systems, use TFI ignition systems. The TFI distributor is a
gear-driven, die-cast unit. A Hall Effect stator assembly is used to trigger ignition coil. This distributor does not
use conventional centrifugal/vacuum advance mechanisms. The TFI ignition module may be mounted in base of
distributor bowl or on cowl behind engine. Vehicles which have a remotely mounted module are often referred
to as Closed Bowl Distributor (CBD) TFI systems.
The TFI distributor uses a Hall Effect switch mechanism to switch primary voltage and send a Profile Ignition
Pick-Up (PIP) signal to ECA. The ECA uses PIP input signal to produce a Spark Output signal (SPOUT), which
is sent to TFI ignition module to trigger coil secondary voltage discharge.
On manual transaxle vehicles, the TFI ignition module features a push start mode, which allows vehicle to be
push started if necessary. An "E" core ignition coil is used.
EMISSION SYSTEMS
Several systems and components are used to control emissions. Operation and actuation method is provided for
most devices. For testing procedures, refer to specific system in I - SYS/COMP TESTS article in the ENGINE
VALVES AND SWITCHES
Temperature Vacuum Switch (TVS)
The TVS incorporates a bimetallic disc which opens and closes vacuum ports. TVS may be used in conjunction
with distributor, canister purge or EGR systems.
Vacuum Control Valve
This temperature-operated vacuum switch has 2 or more ports. Valve uses a wax pellet or bimetallic material to
open or close vacuum ports at normal engine operating temperatures.
Vacuum control valve is usually mounted in some part of cooling system with its base immersed in coolant.
Valve may be either normally open or closed.
Vacuum Delay Valve
Vacuum delay valve is inserted in vacuum lines to provide gradual application or vacuum release to engine or
emission control devices. One-way or two-way valve may be used, depending on function and system.
Vacuum Reservoir
The vacuum reservoir stores vacuum and provides an amplified vacuum signal, preventing rapid fluctuations or
sudden drops in a vacuum signal during such conditions as acceleration.
Vacuum Restrictor
This orifice-type flow restrictor is used as an emission calibration to control flow rate and/or actuation timing of
components and systems.
Vacuum Vent Valve
Vacuum vent valve controls induction of fresh air into system, preventing accumulation of fuel vapors which
could cause decay of vacuum diaphragms. Valve may be vent only or combined vent and delay valve. Valve
should always be mounted with ports pointing downward.
AIR INJECTION SYSTEM
The air injection system reduces carbon monoxide (CO) and hydrocarbon (HC) content of exhaust gases. It
injects fresh air into exhaust gas stream, which continues combustion of unburned gases. Air can be by-passed
to atmosphere by a thermactor air by-pass valve and/or directed near exhaust manifold or catalytic converter.
Depending upon engine size and application, individual systems may vary in number and type of components.
All systems use same basic components: air supply pump, air by-pass valve, filter, check valve(s), air control
valve, air manifold and air hoses. Some models may use a combined air by-pass/air control valve.
Air By-Pass Valve
Valve directs airflow from thermactor air pump to exhaust system or atmosphere as required. Valve may be
mounted on air pump or in-line (remote). Air by-pass valve is vacuum operated and may be either normally
open or closed.
Normally closed valve supplies air to exhaust system with medium and high applied vacuum signals during
normal modes, short idles and some acceleration. With low or no vacuum applied, pump air is dumped through
silencer valve ports.
Normally open valve with a vacuum vent provides a timed air dump during deceleration. Valve also dumps
when a vacuum pressure difference is maintained between signal and vent ports.
Air Pump
The air pump is a belt-driven, positive displacement, vane-type pump which provides air for air injection
system. Air is received from a remote silencer/filter, attached to air inlet nipple of pump, or through a
centrifugal fan on front of pump. The by-pass valve performs pressure relief.
The air pump supplies air under pressure to exhaust port near exhaust valve by either an external air manifold or
through an internal drilled passage in cylinder head or exhaust manifold. This pressurized air, combined with
hot exhaust gases, creates a secondary combustion stage, which produces carbon dioxide and water.
Air Supply Control Valve
Operated by vacuum, this valve directs air pump output upstream to exhaust manifold or downstream to
catalytic converter.
Check Valves
Check valves are used on all thermactor systems in various locations. These valves allow airflow in one
direction only.
Combination Air By-Pass & Air Control Valve
By-pass valve routes thermactor air to either the exhaust system or atmosphere. When air is routed to exhaust
system, control valve routes air either upstream to exhaust manifolds or downstream to catalytic converter.
Both valves are normally closed and come in either a bleed or non-bleed type. Bleed-type valves will have
bleed percentage molded into plastic case.
Dual Thermactor Air Control Solenoid Valve
The dual thermactor air control solenoid valve assembly consists of 2 normally closed solenoid valves with
vents. One valve controls thermactor air by-pass valve and other controls thermactor air diverter valve. Both
valves pass air when deactivated and do not pass air when activated.
Thermactor Idle Vacuum (TIV) Valve
The TIV valve vents vacuum signal to atmosphere when preset manifold vacuum or pressure is exceeded.
During periods of extended idle, this valve is used to divert thermactor airflow to limit exhaust temperature.
This prevents excessive underbody temperature. TIV valve also cuts EGR in a heavy boost mode for
turbocharged applications.
EGR SYSTEM
NOTE: Not all vehicles use EGR systems. EGR system usage depends on engine
application.
The Exhaust Gas Recirculation (EGR) system distributes exhaust gas into intake mixture. This lowers
combustion temperatures due to lower concentrations of oxygen. Lowering combustion temperatures reduces
NOx emissions.
Electronic EGR Valve
The Electronic EGR valve is required in EEC systems where EGR flow is controlled according to computer
demands of EGR Valve Position (EVP) sensor. The EGR valve is operated by a vacuum signal from EGR
Vacuum Regulator (EVR).
EGR valve is mounted on top of an intake and exhaust gas port. The EGR pintle blocks exhaust gas from
entering intake system. When vacuum is applied to EGR valve, the diaphragm is actuated. This lifts EGR pintle
(attached to diaphragm) and allows exhaust gas to recirculate into intake system.
EGR Vacuum Regulator (EVR)
The vacuum regulator is an electromagnetic device controlling vacuum to EGR valve. Regulator operation is
measured as a duty cycle: increased duty means increased vacuum to EGR.
EGR Valve Position (EVP) Sensor
This sensor is attached to EGR valve assembly and indicates EGR valve position to ECA.
EVAPORATIVE EMISSION CONTROL
NOTE: Not all listed components are used on every vehicle system. Component usage
depends on calibration of vehicle.
The function of evaporative emission control system is to store gasoline fumes from fuel system in a carbon
canister when engine is not running. During engine operation, fumes are drawn into engine for burning during
combustion process, purging canister.
Three basic components are used in evaporative emission system:
 Activated carbon canister.

 Computer-controlled solenoid.
 Tank pressure control cap.
For specific component application and vacuum hose routing, see VACUUM DIAGRAMS article in the
Carbon Canister
Carbon canister storage is used for evaporative fuel control on all vehicles.
Canister Purge Solenoid Valve
This normally closed solenoid valve controls fuel vapor flow from canister to intake manifold. It is opened or
closed by a signal from ECA during various engine operating modes.
Fill Control/Vent System
Fill limiting is accomplished through configuration of fill neck and/or internal vent lines. Vent system is
designed to permit air space in 10-12 percent of tank to allow for thermal expansion.
Vapor generated in fuel supply line is continuously vented back to fuel tank. Venting prevents engine surging
from fuel enrichment and assists in hydrocarbon (HC) emission control.
Pressure/Vacuum Relief Fuel Cap
This system consists of a sealed filler cap with an integral pressure/vacuum relief valve. Fuel system vacuum
relief is provided after 1.0 in. Hg of vacuum. Pressure relief is provided after 1.8 psi (.13 kg/cm2 ). Under
normal conditions, fill cap allows air to enter fuel tank as fuel is used, without allowing fuel vapors to escape.
Vapor Vent System

System provides a vapor space above gasoline surface in fuel tank. This area is sufficient to permit adequate
breathing room for tank vapor valve assembly.
All vapor valves are mounted on fuel tank and use a small orifice which allows vapor (but not liquid) fuel to
pass into line running to canister. Fuel vapors in fuel tank are vented though vapor valve assembly on top of
fuel tank. Vapors are routed through a vapor line to carbon canister in engine compartment.
POSITIVE CRANKCASE VENTILATION (PCV)
The PCV system uses intake manifold vacuum to eliminate blow-by gases from crankcase. Manifold vacuum
draws gases from crankcase, through PCV hose, into combustion chamber. The PCV valve is positioned in hose
through which blow-by gases flow on their way to combustion chamber.
By opening and closing in direct relation to engine vacuum, the PCV valve meters blow-by gas flow to
combustion chamber. During periods of high manifold vacuum, such as at idle and deceleration, valve is almost
completely closed, limiting flow of gases. During cruise speeds, valve permits greatest flow of gases.
Under conditions in which excessively high amounts of blow-by gases are produced (such as worn cylinders or
rings), system allows excess gases to flow back through crankcase vent hose and into intake manifold.
NOTE: All systems have self-diagnostic capabilities. For information on procedures for
entering self-test modes and reading service codes, see appropriate TESTS
W/CODES article in the ENGINE PERFORMANCE Section.
CHECK ENGINE LIGHT
The CHECK ENGINE light (if equipped) will illuminate whenever ignition is turned to ON position (bulb
check) or systems related to the EEC-IV system malfunction during normal engine operation. For additional
information, see appropriate TESTS W/CODES article in the ENGINE PERFORMANCE Section.
SELF-TEST OUTPUT/SELF-TEST INPUT (STO/STI) CONNECTORS
The STO connector is a 6-pin connector used to perform self-test diagnostic procedure. The STI is a single-pin
connector, located next to STO. When STI is grounded, it activates fault code output function. Codes are
retrieved through STO connector.
MISCELLANEOUS CONTROLS
A/C CLUTCH CYCLING PRESSURE SWITCH (CCPS)
On models with manual A/C system, the CCPS is mounted on top of the receiver-drier. Based on refrigerant
system pressure, a signal is sent to the ECA. The ECA uses this signal to maintain system pressure within the
programmed range.
COOLING FAN
The ECA regulates operation of the electric cooling fan through an ECA-controlled relay, which controls the
ground or power circuit of the cooling fan. This allows the ECA to operate the cooling fan based on engine
temperature. A malfunction of the cooling fan will cause engine overheating and possible detonation.
WIDE OPEN THROTTLE A/C (WAC) CUTOFF
During wide open throttle, WAC circuit interrupts power to A/C compressor clutch. The A/C remains off for
about 3 seconds after returning from WOT.
WAIT TO START INDICATOR LIGHT
On 7.3L models, this light comes on when engine is cold and ignition is in the RUN position. The light will
remain on for 5-10 seconds, depending on time required for glow plugs to warm.
WATER IN FUEL INDICATOR LIGHT
On 7.3L models, this light comes on when engine is in the START position. The light will remain on if fuel
filter water separator has a water level that exceeds predetermined level.
ENGINE OVERHAUL
ENGINES Ford Motor Co. 4.0L V6
ENGINE IDENTIFICATION
Engine may be identified by Vehicle Identification Number (VIN). VIN is stamped on a metal tab attached to
left side of instrument panel, and is visible through the windshield. VIN is also stamped on the Safety
Certification Decals (on driver's front door lock panel) and on the Engine Identification Label (on valve cover).
The eighth character of VIN identifies the engine, and tenth character indicates model year. All label numbers
are necessary for determining correct parts for specific engine. DO NOT remove labels at any time.
ENGINE IDENTIFICATION CODES

Application VIN Code
4.0L V6 PFI X
ADJUSTMENTS
VALVE CLEARANCE
NOTE: Information on valve clearance check is not available from manufacturer.
The 4.0L engine uses nonadjustable hydraulic roller lifters and nonadjustable rocker arms. If lifters are
excessively worn or noisy, repair or replace as necessary.

PROCEDURES article in GENERAL INFORMATION before disconnecting
battery.
NOTE: Discharge A/C system using approved refrigerant recovery/recycling

equipment.
To release fuel pressure, disconnect negative battery cable. Remove fuel cap to release fuel tank pressure.
Remove relief valve cap from fuel rail. Connect fuel pressure gauge to fuel rail, and release fuel into a suitable
container.
Alternate Method
Remove fuel cap to relieve tank pressure. Disconnect wiring from inertia switch, and crank engine for 20
seconds.
COOLING SYSTEM BLEEDING
1. Fill cooling system with 50/50 mixture of coolant and water. Pause several minutes for circulation. Fill
radiator to filler neck seat. Install radiator cap fully then back off to first stop.
WARNING: When engine is operating, NEVER remove radiator cap under any
conditions. Failure to follow instruction could damage cooling
system or engine, and cause personal injury. Always wrap protective
material around radiator cap to avoid injury from hot coolant.
2. Place heater controls to maximum heat. Start engine and operate at 2000 RPM for approximately 3-4
minutes. Turn engine off. Use a protective rag, and carefully remove radiator cap. Add coolant to filler
neck seat.
3. Install radiator cap fully, then back off to first stop. Start engine and allow to operate at 2000 RPM until
upper radiator hose is warm. Check heater output. Turn engine off. Use protective rag, and carefully
remove radiator cap. Add coolant to filler neck seat if necessary.
4. Tightly install radiator cap. Remove small cap (large cap is for windshield washer reservoir) on coolant
recovery reservoir. Add 1.1 qt. (1L) of 50/50 mixture of coolant and water to reservoir. Install reservoir
cap.
MOTOR MOUNTS
NOTE: For some applications , it may be necessary to remove the motor mount
brackets to gain access to the lower stud nuts of the motor mount.
Removal & installation
1. Remove the rubber overflow tube from the radiator coolant recovery reservoir and detach it from the fan
(if necessary). Remove the fan shroud attaching screws and lift the fan shroud back and drape it onto the
fan blade.
2. Support the engine using a wood block and a jack placed under the oil pan. Remove the nut and washer
assemblies attaching motor mounts to motor mount brackets.
3. Lift the engine sufficiently to disengage motor mounts from motor mount brackets. Remove bolt
attaching fuel pump shield to left motor mount bracket, if required. Remove motor mount nuts securing
motor mount to frame. Remove motor mounts. To install, reverse removal procedure. Tighten bolts and
nuts to specification. See TORQUE SPECIFICATIONS.
Fig. 1: Identifying Motor Mount Components
ENGINE
Removal
1. Disconnect negative battery cable. Remove air cleaner tube and assembly. Drain engine oil. Disconnect
and remove power steering and transmission coolers.
2. Drain cooling system. Remove upper and lower radiator hoses. Disconnect radiator fan shroud and
position over fan. Remove radiator. Remove accessory drive belt(s). Remove center hood latch support.
3. Remove A/C compressor (if equipped). Remove hood. Remove alternator. Disconnect exhaust system
from exhaust manifolds. Disconnect and remove starter.
4. On A/T models, remove converter-to-flexplate bolts. Remove bolt securing transmission oil cooler
bracket. Remove engine mount-to-frame bolts. Remove converter housing-to-engine bolts, except 2 upper
bolts. Remove left motor mount from engine. Remove 2 upper converter housing bolts.
5. On M/T models, disconnect electrical connectors at transmission and transfer case. Release fuel pressure.
See FUEL PRESSURE RELEASE. Using Fuel Line Coupling Key (T90P-9550-A), disconnect fuel
supply and return lines at fuel supply manifold. See Fig. 2. Disconnect throttle linkage and bracket.
Remove heater hoses.
6. Mark and disconnect all engine vacuum hoses. Disconnect throttle position switch connector. Remove
throttle body from upper intake manifold. Disconnect engine wiring harness main connectors. Install
engine lifting brackets on right front and left rear of engine. Remove engine.
Installation
To install, reverse removal procedure. Evacuate and recharge A/C system (if equipped). Check and top off all
fluid levels. Fill and bleed air from cooling system. See COOLING SYSTEM BLEEDING.
Fig. 2: Disconnecting Fuel Lines

INTAKE MANIFOLDS
Removal (Upper)
1. Remove negative battery cable. Remove air cleaner intake duct from throttle body. Remove snow/ice
shield to expose throttle linkage. Remove throttle cable and bracket from throttle body.
2. Disconnect all vacuum hoses. Disconnect all electrical connectors. Relieve fuel pressure. See FUEL
PRESSURE RELEASE. Using Fuel Line Coupling Key (T90P-9550-A), disconnect fuel supply and
return lines at fuel supply manifold. See Fig. 2. Remove ignition coil. Remove upper intake manifold
bolts. Remove upper intake manifold and throttle body as an assembly.
Installation
Clean and inspect mounting surfaces. Position NEW gasket on mounting studs. Install upper intake manifold
and tighten bolts to specifications. See TORQUE SPECIFICATIONS. To complete installation, reverse
removal procedure.
Removal (Lower)
With upper intake manifold removed, remove valve covers. See VALVE COVERS. Remove manifold
attaching bolts. Remove lower intake manifold assembly and gasket.
Installation
Clean gasket mating surfaces. Install intake manifold gaskets. Apply silicone sealer at 4 corners of cylinder
block sealing surface. Install lower intake manifold within 15 minutes of silicone sealer application. Tighten
bolts in sequence to specification. See Fig. 3. See TORQUE SPECIFICATIONS.
Fig. 3: Lower Intake Manifold Tightening Sequence

EXHAUST MANIFOLDS
Removal
1. On left exhaust manifold, remove oil dipstick tube support bracket. It may be necessary to remove power
steering pressure and return hose. If removing right exhaust manifold, disconnect heater hoses.
2. On both exhaust manifolds, remove exhaust pipe-to-manifold attaching bolts. Remove exhaust manifold-
to-cylinder head bolts. Remove exhaust manifolds.
Installation
Clean all mating surfaces. Lightly oil all bolt/stud threads before installation. Install exhaust manifold on
cylinder head and tighten to specification. See TORQUE SPECIFICATIONS. To complete installation,
reverse removal procedure. Fill and bleed cooling system if necessary. See COOLING SYSTEM
BLEEDING.
VALVE COVERS
Removal
1. Disconnect negative battery cable. Remove intake air tube. On right valve cover, remove ignition coil and
alternator. Remove spark plug wires. Remove engine harness clips from valve cover. Remove valve cover
bolts and valve cover.
2. If removing left valve cover, remove upper intake manifold. Disconnect necessary vacuum hoses.
Remove wiring harness from valve cover. Remove spark plug wires.
3. Remove PCV hose and breather. Keeping in removal order, remove valve cover attaching bolts and load
distribution washers. Remove valve covers.
CAUTION: Failure to use NEW valve cover gaskets and valve cover load distribution
washers will result in oil leaks.
Installation
Clean all gasket surfaces. Position NEW gasket in place. Install valve cover. Install valve cover load
distribution washers in their original location. Install valve cover screws and tighten to specification. See
TORQUE SPECIFICATIONS. To complete installation, reverse removal procedure.
CYLINDER HEAD
Removal
1. Disconnect negative battery cable. Drain cooling system. Release fuel pressure. See FUEL PRESSURE
RELEASE. Remove upper and lower intake manifolds. See INTAKE MANIFOLDS. Remove exhaust
manifold. See EXHAUST MANIFOLDS.
2. Remove valve covers. See VALVE COVERS. Remove spark plugs. Remove accessory drive belt. If
removing left cylinder head, remove A/C compressor (if equipped). Remove power steering pump and
bracket, and position aside.
3. If removing right cylinder head, remove alternator and bracket. On all cylinder heads, remove rocker arm
shaft bolts evenly by loosening bolts 2 turns at a time. Remove rocker arm shaft assembly.
CAUTION: If rocker arm shafts are not loosened gradually, shafts may become
bent or damaged.
4. Mark push rod location for installation reference, and remove push rods. Remove and discard cylinder
head bolts. Remove cylinder head(s) and gaskets.
Inspection
Check dowels in cylinder block and replace if necessary. Check cylinder head warpage. Resurface cylinder
head if warpage exceeds specification. See CYLINDER HEAD table under ENGINE SPECIFICATIONS. DO
NOT machine more than .010" (.25 mm) from original cylinder head surface.
CAUTION: Always use NEW cylinder head bolts when installing cylinder heads.
Installation
1. Ensure all bolt holes in cylinder block are clean. Install gaskets and cylinder heads. Install NEW cylinder
head bolts. Tighten cylinder head bolts in sequence to specification in Step 1. Refer to Fig. 4. See
2. Install lower intake manifold. See INTAKE MANIFOLD. Tighten lower intake manifold bolts to Step 1.
See TORQUE SPECIFICATIONS. Tighten cylinder head bolts to Step 2. Tighten lower intake
manifold bolts to Step 2. See TORQUE SPECIFICATIONS.
3. Tighten cylinder head bolts to Step 3. Tighten lower intake manifold bolts to Steps 3 and 4. See
4. Coat push rods with Oil Conditioner (D9AZ-19579-CA) and install in original position. Install rocker arm
shaft assembly to cylinder head. Guide rocker arms onto push rods.
5. Tighten rocker arm bolts evenly to specification. To complete installation, reverse removal installation.
Fill and bleed cooling system. See COOLING SYSTEM BLEEDING.
Fig. 4: Cylinder Head Bolt Tightening Sequence
CRANKSHAFT FRONT OIL SEAL
1. Remove accessory drive belts. Remove crankshaft damper retaining bolt. Using Crankshaft Damper
Remover (T74P-6316-A), remove crankshaft damper. Carefully pry seal from timing chain cover; DO
NOT damage timing chain cover or crankshaft.
2. To install, lubricate NEW seal lip with engine oil. Using Timing Chain Cover Aligner (T74P-6019-A)
and Crankshaft Front Seal Installer (T90T-6701-A), install front crankshaft seal. Apply silicone sealer to
crankshaft keyway.
3. Coat crankshaft damper sealing surface with engine oil. Install crankshaft damper. Tighten to
specification. See TORQUE SPECIFICATIONS. Install accessory drive belts.
TIMING CHAIN COVER
Removal
1. Remove oil pan. See OIL PAN. Drain cooling system. Remove upper and lower radiator hoses. Remove
radiator. Remove coolant hoses from water pump. Remove A/C compressor and power steering bracket
(if equipped).
2. Remove alternator and drive belt(s). Using Fan Clutch Pulley Holder (T84T-6312-C) and Fan Clutch Nut
Wrench (T84T-6312-D), remove fan and clutch assembly. See Fig. 9.
CAUTION: Fan clutch nut has left-hand threads. Remove nut by turning
clockwise as viewed from front of engine.
3. If equipped with A/C, remove alternator and bracket. Remove water pump pulley. Remove water pump
attaching bolts, and remove pump. Remove gasket. Using Crankshaft Damper Remover (T74P-6316-A),
remove crankshaft damper.
4. Remove crankshaft position sensor. Remove timing chain cover bolts (note bolt location for installation
reference). Remove cover and gasket.
Installation
1. Clean timing chain cover mating surfaces. Apply sealing compound to gasket surfaces. Place NEW
timing chain cover gasket into position. Replace crankshaft seal. Position timing chain cover on engine.
Insert bolts in their original location.
2. Tighten bolts to specification. See TORQUE SPECIFICATIONS. Apply silicone sealer to crankshaft
keyway. To complete installation, reverse removal procedure. Install oil pan. See OIL PAN. Fill or top
off all fluids. Fill and bleed air from cooling system. See COOLING SYSTEM BLEEDING.
TIMING CHAIN & SPROCKETS
Removal
1. Position No. 1 piston at TDC of compression stroke. Remove timing chain cover. See TIMING CHAIN
COVER. Remove oil pan. Refer to OIL PAN.
2. Ensure all timing marks are aligned. See Fig. 5. Check camshaft end play. If end play is not within
specification, replace camshaft thrust plate. See CAMSHAFT table under ENGINE SPECIFICATIONS.
3. Remove camshaft sprocket retaining bolt and crankshaft sprocket Woodruff key. Remove tensioner and
guide rail; replace worn parts as necessary. Remove crankshaft, camshaft sprockets and timing chain as
an assembly.
4. If crankshaft sprocket is difficult to remove, carefully pry off with a pair of screwdrivers positioned
evenly on sprocket.
Fig. 5: Identifying Timing Chain & Components
Installation
1. Install guide rail to cylinder block, with pin inserted into oil hole of block. Install 2 tensioner retaining
bolts. Ensure timing marks are aligned. See Fig. 5. If camshaft thrust plate was removed, install thrust
plate so that it covers main oil gallery. See Fig. 6.
2. Install crankshaft, camshaft sprocket and timing chain as an assembly. Install tensioner with clip in place
to lock tensioner in retracted position. See Fig. 5. Install camshaft sprocket bolt and tighten to
specification. See TORQUE SPECIFICATIONS.
3. Remove clip from tensioner. Rotate crankshaft 2 revolutions clockwise, and recheck timing marks. To
complete installation, reverse removal procedure. Fill and bleed cooling system. See COOLING
SYSTEM BLEEDING.
CAUTION: Ensure tensioner side of timing chain is held inward, and guide side is
straight and tight. Ensure clip is removed from tensioner before installing
timing chain cover.
Fig. 6: Installing Camshaft Thrust Plate
VALVE LIFTERS
Removal
Remove cylinder head. See CYLINDER HEAD. Note original location of lifter during removal for installation
reference.
CAUTION: If rocker arm shafts are not loosened gradually, shafts may be bent or
damaged.
Inspection
Inspect lifter for damage. Ensure roller rotates smoothly. Measure lifter O.D. and cylinder block lifter bore I.D.
Replace components if oil clearance is not within specification. See VALVE LIFTERS table under ENGINE
SPECIFICATIONS.
Installation
1. Lubricate lifter and cylinder block bore with Oil Conditioner (D9AZ-19579-CA) or heavy engine oil.
Install lifter in original location, with alignment tab in locating groove of bore. See Fig. 7. Ensure lifters
slide freely in bore.
2. To install cylinder head, reverse removal procedure. See CYLINDER HEAD. Tighten retaining
bolts/nuts to specification. See the TORQUE SPECIFICATIONS table. To install remaining
components, reverse removal procedure.
Fig. 7: Installing Hydraulic Lifters

CAMSHAFT
Removal
1. Disconnect negative battery cable. Remove timing chain cover. See TIMING CHAIN COVER. Remove
upper and lower intake manifolds. See INTAKE MANIFOLDS. Remove bolt, hold-down clamp and oil
pump drive assembly from rear of engine. See Fig. 8.
2. Remove valve covers. See VALVE COVERS. Remove valve lifters. See VALVE LIFTERS. Remove
timing chain and camshaft sprocket. See TIMING CHAIN & SPROCKETS. Remove thrust plate
attaching bolts, and remove thrust plate. Slowly remove camshaft from block; DO NOT damage
camshaft bearings.
Fig. 8: Removing Oil Pump Drive Assembly
Inspection
Inspect components for damage. Check camshaft journal diameter, lobe lift and oil clearance. Replace
components if damaged or not within specification. See CAMSHAFT table under ENGINE
SPECIFICATIONS.
Installation
1. Lubricate camshaft lobes and bearing surfaces with Oil Conditioner (D9AZ-19579-CA). Install camshaft
carefully to prevent damaging bearings and journal surfaces. Install thrust plate so it covers main oil
gallery. See Fig. 6.
2. Ensure camshaft end play is within specification. See CAMSHAFT table under ENGINE
SPECIFICATIONS. To complete installation, reverse removal procedure. Fill and bleed cooling system.
See COOLING SYSTEM BLEEDING.
CRANKSHAFT REAR OIL SEAL
1. Rear main bearing oil seal is a one-piece seal. Remove transmission. On M/T models, remove clutch
assembly. Remove flywheel/flexplate. Punch hole in metal portion of seal with an awl. Remove seal
using a slide hammer.
2. To install, lubricate seal and mating surfaces with engine oil. Install seal on crankshaft, with spring side
toward crankshaft. Using Crankshaft Rear Oil Seal Replacer (T72C-6165-R), install seal into position
until seal is firmly seated. To install remaining components, reverse removal procedure.
WATER PUMP
Removal
1. Remove negative battery cable. Drain cooling system. Disconnect lower radiator hose and heater return
hose from water pump. Using Fan Clutch Pulley Holder (T84T-6312-C) and Fan Clutch Nut Wrench
(T84T-6312-D), remove radiator fan and clutch assembly. See Fig. 9.
CAUTION: Fan clutch nut has left-hand threads. Remove nut by turning it
clockwise as viewed from front of engine.
2. Remove alternator drive belt. If equipped with A/C, remove alternator and bracket. Remove water pump
pulley. Remove water pump bolts, and remove pump. Remove gasket.
Installation
Clean all gasket surfaces. Apply sealer to both sides of NEW gasket, and position gasket on water pump. Install
water pump. To complete installation, reverse removal procedure. Fill and bleed cooling system. See
COOLING SYSTEM BLEEDING.
Fig. 9: Removing Fan Clutch
OIL PAN
Removal
Remove engine. See ENGINE. Mount engine on engine stand with oil pan facing up. Remove oil pan, gasket
and rear main bearing cap wedge seal. Clean gasket mating surfaces.
Installation
1. Install NEW crankshaft rear main bearing cap wedge seal. Wedge seal should fit snugly into sides of rear
main bearing cap. Position NEW oil pan gasket into groove in oil pan. Position oil pan on engine.
2. Install oil pan retaining bolts/nuts and tighten to specification. See TORQUE SPECIFICATIONS.
Position a straightedge along rear of engine block so it extends over one of the oil pan spacer mounting
pads. See Fig. 11.
3. Using a feeler gauge, measure gap between mounting pad and straightedge. Repeat procedure for other
mounting pad. Determine spacer thickness from measured clearance. See SPACER SELECTION table.
To complete installation, reverse removal procedure. Fill or top off all fluids. Start engine and check for
leaks.
CAUTION: Oil pan spacers must be installed before bolting engine to transmission.
Fig. 10: Exploded View Of Oil Pan Assembly

SPACER SELECTION
Clearance: In. (mm) Shim Thickness: In. (mm) Shim Color Code
0.011-.020 (.28-.51) .010 (.25) Yellow
0.021-.029 (.53-.74) .020 (.51) Blue
0.030-.039 (.76-.99) .030 (.76) Pink
Fig. 11: Measuring Oil Pan Spacer Clearance

OVERHAUL
CYLINDER HEAD
Cylinder Head
1. Clean head gasket mating surface. Clean carbon from combustion chambers. Use care not to damage
surfaces. Check cylinder head for cracks, burrs, nicks and warpage.
2. Check cylinder head warpage. Resurface cylinder head if warpage exceeds specification. See
CYLINDER HEAD table under ENGINE SPECIFICATIONS. DO NOT machine more than .010" (.25
mm) from original cylinder head surface.
Valve Springs
1. Measure valve spring installed height from surface of cylinder head spring pad to underside of spring
retainer. If installed height is greater than specification, a .03" (.8 mm) shim can be installed between
cylinder head and valve spring to obtain correct height.
2. Inspect valve spring free length and pressure. Replace valve spring if free length and pressure are not
within specification. See VALVES & VALVE SPRINGS table under ENGINE SPECIFICATIONS.
CAUTION: DO NOT install valve spring spacers unless necessary. Using more
spacers than required can result in spring breakage or worn camshaft
lobes.
Valve Stem Oil Seals
Different types of valve stem oil seals are used on intake and exhaust valves. Use Valve Stem Seal Installer
(T90T-6571-A) to install NEW valve stem seals. Ensure seal bottoms on valve guide. Oversized seals must be
installed when using oversized valves.
Valve Guides
1. Valve guides must be reamed for an oversized valve if valve stem oil clearance exceeds specification. See
CYLINDER HEAD table under ENGINE SPECIFICATIONS. Valves are available in .008" (.20 mm)
and .016" (.41 mm) oversize.
2. If oversized valves or oversized valve stem seals are not available, valve guide may be bored out to use a
service bushing. Always use reamers in proper sequence (smallest first).
CAUTION: Always grind valve seat after valve guide has been reamed or service
bushing has been installed.
Valve Seat
Ensure valve seat angle, seat width and seat runout are within specification. See CYLINDER HEAD table
under ENGINE SPECIFICATIONS. Valve seats must be ground when valve guide is reamed or replaced.
Replacement information is not available from manufacturer.
Valves
1. Ensure head diameter, valve face runout, stem diameter and valve margin are within specification. See
VALVES & VALVE SPRINGS table under ENGINE SPECIFICATIONS.
2. Oversize valves are available in .008" (.20 mm) and .016" (.41 mm). When servicing valve stem tip, DO
NOT remove more than .010" (.25) from end of valve stem.
Valve Seat Correction Angles
Grind valve seat to 45-degree angle. If seat is too wide after grinding, use a 30-degree stone to lower seat or a
60-degree stone to raise seat. See CYLINDER HEAD table under ENGINE SPECIFICATIONS.
CYLINDER BLOCK ASSEMBLY
Piston & Rod Assembly

Ensure pistons and rods are installed in cylinder from which they were removed. Note direction of connecting
rod installation on piston before removal. Ensure arrow on piston dome is facing front of engine, and
connecting rod oil squirt hole is pointed toward center of engine. See Fig. 12.
Fig. 12: Positioning Piston & Rod Assembly

Fitting Pistons
Measure cylinder bore out-of-round, taper and piston-to-cylinder bore clearance. Measure with components at
about 70°F (21°C). If measurements are not within specification, hone or bore cylinders and fit suitable pistons.
See CYLINDER BLOCK and PISTONS PINS & RINGS tables under ENGINE SPECIFICATIONS.
Piston Rings
1. Select rings for bore diameter. Place ring in cylinder bore in which it will be installed. Using piston to
square ring in bore, place ring below normal ring wear area. Measure ring end gap. If gap is too small, file
material from end of ring. If ring gap exceeds specification, try another ring set. See PISTONS PINS &
RINGS table under ENGINE SPECIFICATIONS.
2. Check side clearance of rings after installing on piston. Ensure clearance is within specification around
entire circumference. Replace piston and/or rings if clearance is not within specification. See PISTONS
PINS & RINGS table. Ensure rings are properly spaced on piston before installing pistons into cylinder.
See Fig. 13.
Fig. 13: Positioning Piston Ring End Gaps

Rod Bearings
1. Use Plastigage to check rod bearing clearance. If proper oil clearance cannot be obtained with standard
bearings, try a combination of undersize bearings. DO NOT use any bearing combination other than
listed. See UNDERSIZE MAIN & ROD BEARING COMBINATIONS table.
2. If use of bearing combinations does not bring clearance within specification, machine or replace
crankshaft as necessary. Always replace bearings in pairs. Refer to, at the end of this article
CRANKSHAFT MAIN & CONNECTING ROD BEARINGS table under ENGINE
SPECIFICATIONS.
UNDERSIZE MAIN & ROD BEARING COMBINATIONS (1)

Use Upper Bearing: In. Use Lower Bearing: In.
Excess Clearance: In. (mm) (mm) (mm)
0.0-.0005 (.0-.013) .001 (.025) (2)
0.0005-0010 (.013-.025) .001 (.025) .001 (.025)

0.0010-.0015 (.025-.039) .002 (.050) .001 (.025)
0.0015-.0020 (.039-.050) .002 (.050) .002 (.050)
(1) DO NOT use any bearing combination other than listed. If use of bearing combinations does not
bring clearance within specification, machine or replace crankshaft as necessary.
(2) Use standard bearing.
Crankshaft & Main Bearings
1. When checking main bearing clearance in vehicle, position a jack under adjoining bearing counterweight
being checked. Remove only one main bearing cap at a time.
2. Use Plastigage to check main bearing clearance. If proper oil clearance cannot be obtained with standard
bearings, try a combination of undersize bearings. DO NOT use any bearing combination other than
listed. See UNDERSIZE MAIN & ROD BEARING COMBINATIONS table.
3. If use of bearing combinations does not bring clearance within specification, machine or replace
crankshaft as necessary. Always replace bearings in pairs. Refer to, at the end of this article,
CRANKSHAFT MAIN & CONNECTING ROD BEARINGS table under ENGINE
SPECIFICATIONS.
4. To install thrust bearing, tighten main bearing cap bolts finger tight. Pry crankshaft forward while prying
thrust bearing cap rearward. Tighten bearing caps to specification. See, in this article, TORQUE
SPECIFICATIONS.
5. Mount dial indicator, and pry on crankshaft to check crankshaft end play. Replace thrust bearing, and
inspect crankshaft thrust faces if end play is not within specification. Refer to CRANKSHAFT MAIN &
CONNECTING ROD BEARINGS table under ENGINE SPECIFICATIONS.
Cylinder Block
1. Using a feeler gauge and straightedge, check cylinder block head gasket surface for warpage. Check
cylinder bore for wear, taper, out-of-round and piston fit. See CYLINDER BLOCK table under
ENGINE SPECIFICATIONS.
CAUTION: DO NOT machine more than .010" (.25 mm) of material from original
cylinder-to-block head surface.
2. Install all main bearing caps and tighten to specification before honing cylinder bore. See TORQUE
SPECIFICATIONS. Ensure bearing caps are installed in their original location, with arrow on cap
pointing toward front of engine.
3. Use ONLY a spring-loaded type cylinder hone. After honing, thoroughly clean bore with detergent and
water solution. Rinse solution from bore thoroughly with clean water. Wipe bore clean with lint-free
cloth. Lubricate cylinder bores with engine oil.
LUBRICATION
ENGINE OILING SYSTEM
Engine lubrication system is a force-feed type. Oil is supplied under full pressure to crankshaft, connecting
rods, camshaft bearings and valve lifters. See Fig. 14. A controlled volume of oil is supplied to rocker arms and
push rods. All other moving parts are lubricated by splash or gravity flow. Oil flows through oil filter before
entering main oil gallery.
Fig. 14: Cross-Sectional View Of Engine Oiling Circuit
Crankcase Capacity
Crankcase capacity is 5 qts. (4.75L) with oil filter.
Oil Pressure
Oil pressure with engine at normal operating temperature is 40-60 psi (2.8-4.2 kg/cm2 ) at 2000 RPM.
OIL PUMP

Remove oil pan. See OIL PAN. Remove oil pump attaching bolts. Remove oil pump and oil pump drive shaft.
Disassemble oil pump. Note direction of component installation for reassembly reference.
Inspection
Inspect components for damage. Measure rotor end play and the outer rotor-to-housing oil clearance. Measure
the relief valve-to-housing oil clearance and relief valve tension. Replace the oil pump assembly if
measurements are not within specifications. Refer to the OIL PUMP SPECIFICATIONS table.
NOTE: Oil pump is serviced as an assembly only. Replace assembly if measurements

are not within specifications. See the OIL PUMP SPECIFICATIONS table.
OIL PUMP SPECIFICATIONS

Outer Rotor-To-Housing Clearance .001-.013 (.03-.33)
Rotor End Play .004 (.10) Max.
Shaft-To-Housing Clearance .0015-.0030 (.038-.076)
Relief Valve Spring Tension (1)
Relief Valve-To-Bore Clearance .0015-.0030 (.038-.076)

(1) Spring tension is 13.6-14.7 lbs. @ 1.39" (6.2-6.7 kg @ 35 mm).
Reassembly & Installation
1. To reassemble, reverse disassembly procedure. Ensure components are installed in original location. To
install, prime oil pump with engine oil. Rotate oil pump drive shaft to distribute oil within pump body.
2. Insert oil pump drive shaft into engine block, with pointed end of oil pump drive shaft inward. Pointed
end is closest to the pressed-on retainer ring. See Fig. 15.
3. Position NEW gasket in place and install oil pump. To complete installation, reverse removal procedure.
Tighten bolts to specification. See TORQUE SPECIFICATIONS.
Fig. 15: Installing Oil Pump
Camshaft Sprocket Bolt 44-50 (60-68)
Connecting Rod Nut 18-24 (25-32)
Crankshaft Damper-To-Crankshaft Bolt
Step 1 30-37 (40-50)
Step 2 Additional 80-90°
Cylinder Head Bolt (1)
Step 1 44 (60)
Step 2 59 (80)
Step 3 Additional 80-85°
Engine Mount-To-Crossmember Nut 71-94 (96-127)
Engine Mount-To-Engine Bolt 40-60 (54-81)
Exhaust Manifold Bolt 18 (25)
Fan Clutch (2) 30-100 (40-135)
Flexplate-To-Converter Bolt
Step 1 9-11 (12-15)
Step 2 50-55 (68-74)
Flywheel-To-Crankshaft Bolt
Step 1 9-11 (12-15)
Step 2 50-55 (68-74)
Front Cover Bolt 13-15 (17-21)
Lower Intake Manifold Bolts/Nuts (3)
Step 1 (4)
Step 2 6-11 (8-15)

Step 3 11-15 (15-21)
Step 4 15-18 (21-25)
Main Bearing Cap Bolt 66-77 (90-104)
Oil Level Sensor 13-20 (17-27)
Oil Pump Retaining Bolt 13-15 (17-21)
Rear Mount-To-Crossmember Nut 65-87 (88-118)
Rear Mount-To-Transmission Bolt 60-80 (81-109)
Rocker Arm Assembly Bolt (5) 24 + 90° (32 + 90°)
Transmission Crossmember Bolt 65-87 (88-118)
Upper Intake Manifold Bolt 15-18 (20-25)
INCH Lbs. (N.m)
Camshaft Thrust Plate Bolt 80-115 (9-13)
Oil Pan Bolt/Nut 62-89 (7-10)
Valve Cover Bolt 54-71 (6-8)
(1) Using NEW head bolts, tighten in sequence. See Fig. 4. Cylinder head must be tightened in sequence
with intake manifold. See CYLINDER HEAD under REMOVAL & INSTALLATION.
(2) Left hand thread.
(3) Tighten in sequence. See Fig. 3.
(4) Tighten to 35-71 INCH lbs. (4-8 N.m).
(5) Tighten bolts evenly, 2 turns at a time.

ENGINE SPECIFICATIONS
GENERAL SPECIFICATIONS
Displacement 241 Cu. In. (4.0L)
Bore 3.94" (100 mm)
Stroke 3.31" (84 mm)
Compression Ratio 9.0:1
Fuel System PFI
CYLINDER BLOCK SPECIFICATIONS
CYLINDER BLOCK
Cylinder Bore
Standard Diameter 3.9527-3.9543 (100.398-
100.439)
Maximum Taper .010 (.25)
Maximum Out-Of-Round
Standard .0015 (.038)
Service Limit .005 (.13)
Maximum Deck Warpage (1)
(1) .003" (.08mm) within a 6" (152 mm) area or .006" (.15 mm) overall.
VALVES & VALVE SPRINGS SPECIFICATIONS
VALVES & VALVE SPRINGS

Face Angle 44°
Head Diameter
Intake 1.71 (43.5)
Exhaust 1.36 (34.5)
Stem Diameter
Intake .3159-.3167 (8.024-8.044)
Exhaust .3149-.3156 (8.998-8.016)
Valve Margin .031 (.79)
Valve Springs
Free Length 1.91 (48.5)
Installed Height 1.58-1.61 (40.1-40.9)
Out-Of-Square .078 (1.98)
Pressure Lbs. @ In. (Kg @ mm)
Closed 60-68 @ 1.59 (27-31 @ 37.8)
Open 138-149 @ 1.22 (63-68 @ 31.0)
CYLINDER HEAD SPECIFICATIONS
CYLINDER HEAD
Maximum Warpage (1) .003 (.08)
Valve Seats
Seat Angle 45°
Seat Width .060-.079 (1.52-2.00)
Maximum Seat Runout .0015 (.038)
Valve Guides
Valve Guide Bore I.D. .3174-.3184 (8.062-8.087)
Stem-To-Guide Clearance
Intake .0008-.0025 (.020-.064)
Exhaust .0018-.0035 (.046-.089)
(1) Specification listed is within 6" (152 mm). Overall warpage is .006" (.15 mm). DO NOT machine
more than .010" (.25 mm) from original gasket surface.
CAMSHAFT SPECIFICATIONS
CAMSHAFT
Camshaft Bearing I.D.
No. 1 1.954-1.955 (49.64-49.66)
No. 2 1.939-1.940 (49.26-49.28)
No. 3 1.919-1.920 (48.75-48.77)
No. 4 1.924-1.925 (48.88-48.90)
End Play
Standard .025-.064 (.065-.165)
Journal Runout .005 (.13)
Lobe Lift Wear Limit .005 (.13)
Oil Clearance
Standard .0010-.0026 (.025-.066)
Valve Lift .4024 (10.220)
VALVE LIFTERS SPECIFICATIONS
VALVE LIFTERS
Lifter Diameter .8742-.8755 (22.205-22.238)
Oil Clearance
Standard .0005-.0022 (.013-.056)
CRANKSHAFT MAIN & CONNECTING ROD BEARINGS SPECIFICATIONS
CRANKSHAFT MAIN & CONNECTING ROD BEARINGS

Crankshaft End Play
Standard .0020-.0125 (.05-
.32)
Main Bearings
Journal Diameter 2.2433-2.2441
(56.980-57.000)
Journal Out-Of-Round .0006 (.015)
Journal Taper Per 1 INCH (25.4 mm) .0006 (.015)
Journal Runout (Max.) .002 (.05)
Oil Clearance
Desired .0008-.0015
(.020-.038)
Allowable .0005-.0019
(.013-.048)
Connecting Rod Bearings
Journal Diameter 2.1252-2.1260
(53.980-54.000)
Journal Out-Of-Round .0006 (.015)
Journal Taper Per 1 INCH (25.4 mm) .0006 (.015)
Oil Clearance
Desired .0005-.0022
(.013-.056)
Allowable .0003-.0024
(.008-.061)
CONNECTING RODS SPECIFICATIONS
CONNECTING RODS
Bore Diameter
Pin Bore .9432-.9439 (23.957-23.975)
Crankpin Bore 2.2370-2.2378 (56.820-56.840)
Center-To-Center Length 5.1386-5.1413 (130.520-130.589)
Maximum Bend (1) .002 (.05)
Maximum Twist (1) .006 (.15)
Side Play
Standard .0002-.0025 (.005-.063)
(1) Specification listed is measured at the ends of an 8" (203 mm) bar, 4" (102 mm) on each side of rod
center line.
PISTONS PINS & RINGS SPECIFICATIONS
PISTONS PINS & RINGS

Piston
Clearance .0008-.0019 (.020-.048)
Diameter (1) 3.9524-3.9531 (100.390-100.409)
Pin Bore Diameter .9450-.9452 (24.003-24.008)
Pins
Diameter
Red Pin .9446-.9448 (23.993-23.998)
Blue Pin .9448-.9449 (23.998-24.000)
Length 2.84-2.87 (72.1-72.9)
Piston Fit .0003-.0006 (.008-.015)
Rod Fit Press Fit
Rings
No. 1 & 2
End Gap .015-.023 (.38-.58)
Side Clearance .0020.0033 (.051-.084)
No. 3 (Oil)
End Gap (Steel Rail) .015-.055 (.38-1.40)
Side Clearance Snug Fit
(1) Measure at piston pin bore, 90 degrees to pin.
GENERAL INFORMATION
Engine Overhaul Procedures
NOTE: Examples used in this article are general in nature and do not necessarily relate
to a specific engine or system. Illustrations and procedures have been chosen
to guide mechanic through engine overhaul process. Descriptions of processes
of cleaning, inspection, assembly and machine shop practice are included.
Always refer to appropriate engine overhaul article, if available, in the ENGINES

section for complete overhaul procedures and specifications for the vehicle
being repaired.
DESCRIPTION
Examples used in this article are general in nature and do not necessarily relate to a specific engine or system.
Illustrations and procedures have been chosen to guide mechanic through engine overhaul process. Descriptions
of cleaning, inspection, and assembly processes are included.
ENGINE IDENTIFICATION
Engine may be identified from Vehicle Identification Number (VIN) stamped on a metal tab. Metal tab may be
located in different locations depending on manufacturer. Engine identification number or serial number is
located on cylinder block. Location varies with each manufacturer.
INSPECTION PROCEDURES

being repaired.
GENERAL

being repaired.
Engine components must be inspected to meet manufacturer's specifications and tolerances during overhaul.
Proper dimensions and tolerances must be met to obtain proper performance and maximum engine life.
Micrometers, depth gauges and dial indicator are used for checking tolerances during engine overhaul.
Magnaflux, Magnaglo, dye-check, ultrasonic and x-ray inspection procedures are used for parts inspection.
MAGNETIC PARTICLE INSPECTION

being repaired.
Magnaflux & Magnaglo
Magnaflux is an inspection technique used to locate material flaws and stress cracks. Component is subjected to
a strong magnetic field. Entire component or a localized area can be magnetized. Component is coated with
either a wet or dry material that contains fine magnetic particles.
Cracks which are outlined by the particles cause an interruption of magnetic field. Dry powder method of
Magnaflux can be used in normal lighting and crack appears as a bright line.
Fluorescent liquid is used along with a Black light in the Magnaglo Magnaflux system. Darkened room is
required for this procedure. The crack will appear as a glowing line. Complete demagnetizing of component
upon completion is required on both procedures. Magnetic particle inspection applies to ferrous materials only.
PENETRANT INSPECTION

being repaired.
Zyglo
The Zyglo process coats material with a fluorescent dye penetrant. Component is often warmed to expand
cracks that will be penetrated by the dye. Using darkened room and Black light, component is inspected for
cracks. Crack will glow brightly.
Developing solution is often used to enhance results. Parts made of any material, such as aluminum cylinder
heads or plastics, may be tested using this process.
Dye Check
Penetrating dye is sprayed on the previously cleaned component. Dye is left on component for 5-45 minutes,
depending upon material density. Component is then wiped clean and sprayed with a developing solution.
Surface cracks will show up as a bright line.
ULTRASONIC INSPECTION

being repaired.
If an expensive part is suspected of internal cracking, ultrasonic testing is used. Sound waves are used for
component inspection.
X-RAY INSPECTION

being repaired.
This form of inspection is used on highly stressed components. X-ray inspection may be used to detect internal
and external flaws in any material.
PRESSURE TESTING

being repaired.
Cylinder heads can be tested for cracks using a pressure tester. Pressure testing is performed by plugging all but
one of the holes of cylinder head and injecting air or water into the open passage.
Leaks are indicated by the appearance of wet or damp areas when using water. When air is used, it is necessary
to spray the head surface with a soap solution. Bubbles will indicate a leak. Cylinder head may also be
submerged in water heated to specified temperature to check for cracks created during heat expansion.
CLEANING PROCEDURES

being repaired.
GENERAL

being repaired.
All components of an engine do not have the same cleaning requirements. Physical methods include bead
blasting and manual removal. Chemical methods include solvent blast, solvent tank, hot tank, cold tank and
steam cleaning of components.
BEAD BLASTING

being repaired.
Manual removal of deposits may be required prior to bead blasting, followed by some other cleaning method.
Carbon, paint and rust may be removed using bead blasting method. Components must be free of oil and grease
prior to bead blasting. Beads will stick to grease or oil soaked areas causing area not to be cleaned.
Use air pressure to remove all trapped residual beads from component after cleaning. After cleaning internal
engine parts made of aluminum, wash thoroughly with hot soapy water. Component must be thoroughly cleaned
as glass beads will enter engine oil resulting in bearing damage.
CHEMICAL CLEANING

being repaired.
Solvent tank is used for cleaning oily residue from components. Solvent blasting sprays solvent through a
siphon gun using compressed air.
The hot tank, using heated caustic solvents, is used for cleaning ferrous materials only. DO NOT clean
aluminum parts such as cylinder heads, bearings or other soft metals using the hot tank. After cleaning, flush
parts with hot water.
A non-ferrous part will be ruined and caustic solution will be diluted if placed in the hot tank. Always use eye
protection and gloves when using the hot tank.
Use of a cold tank is for cleaning aluminum cylinder heads, carburetors and other soft metals. A less caustic and
unheated solution is used. Parts may be left in the tank for several hours without damage. After cleaning, flush
parts with hot water.
Steam cleaning, with boiling hot water sprayed at high pressure, is recommended as the final cleaning process
when using either hot or cold tank cleaning.
COMPONENT CLEANING

being repaired.
SHEET METAL PARTS

being repaired.
Examples of sheet metal parts are rocker covers, front and side covers, oil pan and bellhousing dust cover. Glass
bead blasting or hot tank may be used for cleaning.
Ensure all mating surfaces are flat. Deformed surfaces should be straightened. Check all sheet metal parts for
cracks and dents.
INTAKE & EXHAUST MANIFOLDS

being repaired.
Using solvent cleaning or bead blasting, clean manifolds for inspection. If intake manifold has an exhaust
crossover, all carbon deposits must be removed. Inspect manifolds for cracks, burned or eroded areas, corrosion
and damage to fasteners.
Exhaust heat and products of combustion cause threads of fasteners to corrode. Replace studs and bolts as
necessary. On "V" type intake manifolds, sheet metal oil shield must be removed for proper cleaning and
inspection. Ensure all manifold parting surfaces are flat and free of burrs.
CYLINDER HEAD REPLACEMENT


being repaired.
REMOVAL

being repaired.
Remove intake and exhaust manifolds and valve cover. Cylinder head and camshaft carrier bolts (if equipped)
should be removed only when engine is cold. On many aluminum cylinder heads, removal while hot will cause
cylinder head warpage. Mark rocker arm or overhead cam components for location.
Remove rocker arm components or overhead cam components. Components must be installed in original
location. Individual design rocker arms may utilize shafts, ball-type pedestal mounts or no rocker arms. For all
design types, wire components together and identify according to corresponding valve. Remove cylinder head
bolts. Note length and location. Some applications require cylinder head bolts be removed in proper sequence to
prevent cylinder head damage. See Fig. 1. Remove cylinder head.
INSTALLATION

being repaired.
Ensure all surfaces and head bolts are clean. Check that head bolt holes of cylinder block are clean and dry to
prevent block damage when bolts are tightened. Clean threads with tap to ensure accurate bolt torque.
Install head gasket on cylinder block. Some manufacturers may recommend sealant be applied to head gasket
prior to installation. Note that all holes are aligned. Some gasket applications may be marked so that certain area
faces upward. Install cylinder head using care not to damage head gasket. Ensure cylinder head is fully seated
on cylinder block.
Some applications require head bolts be coated with sealant prior to installation. This is done if head bolts are
exposed to coolant passages. Some applications require head bolts be coated with light coat of engine oil.
Install head bolts. Head bolts should be tightened in proper steps and sequence to specification. See Fig. 1.
Install remaining components. Tighten all bolts to specification. Adjust valves if required. See VALVE
ADJUSTMENT.
NOTE: Some manufacturers require that head bolts be retightened after specified
amount of operation. This must be done to prevent head gasket failure.
Fig. 1: Typical Cylinder Head Tightening or Loosening Sequence
VALVE ADJUSTMENT

being repaired.
Engine specifications will indicate valve train clearance and temperature at which adjustment is to be made on
most models. In most cases, adjustment will be made with a cold engine. In some cases, both a cold and a hot
clearance will be given for maintenance convenience.
On some models, adjustment is not required. Rocker arms are tightened to specification and valve lash is
automatically set. On some models with push rod actuated valve train, adjustment is made at push rod end of
rocker arm while other models do not require adjustment.
Clearance will be checked between tip of rocker arm and tip of valve stem in proper sequence using a feeler
gauge. Adjustment is made by rotating adjusting screw until proper clearance is obtained. Lock nut is then
tightened. Engine will be rotated to obtain all valve adjustments to manufacturer's specifications.
Some models require hydraulic lifter to be bled down and clearance measured. Push rods of different length can
be used to obtain proper clearance. Clearance will be checked between tip of rocker arm and tip of valve stem in
proper sequence using a feeler gauge.
Overhead cam engines designed without rocker arms actuate valves directly on a cam follower. A hardened,
removable disc is installed between the cam lobe and lifter. Clearance will be checked between cam heel and
adjusting disc in proper sequence using a feeler gauge. Engine will be rotated to obtain all valve adjustments.
On overhead cam engines designed with rocker arms, adjustment is made at valve end of rocker arm. Ensure
valve to be adjusted is riding on heel of cam on all engines. Clearance will be checked between tip of rocker
arm and tip of valve stem in proper sequence using a feeler gauge. Adjustment is made by rotating adjusting
screw until proper clearance is obtained. Lock nut is then tightened. Engine will be rotated to obtain all valve
adjustments to manufacturer's specifications.
CYLINDER HEAD OVERHAUL


being repaired.
CYLINDER HEAD DISASSEMBLY

being repaired.
Mark valves for location. Using valve spring compressor, compress valve springs. Remove valve locks.
Carefully release spring compressor. Remove retainer or rotator, valve spring, spring seat and valve. See Fig. 2.
Fig. 2: Exploded View of Valve Assemblies
CYLINDER HEAD CLEANING & INSPECTION

being repaired.
Clean cylinder head and valve components using approved cleaning methods. Inspect cylinder head for cracks,
damage or warped gasket surface. Place straightedge across gasket surface. Determine clearance at center of
straightedge. Measure across both diagonals, longitudinal center line and across cylinder head at several points.
See Fig. 3.
On cast iron cylinder heads, if warpage exceeds .003" (.08 mm) in a 6" span, or .006" (.15 mm) over total
length, cylinder head must be resurfaced. On most aluminum cylinder heads, if warpage exceeds .002" (.05
mm) in any area, cylinder head must be resurfaced. Warpage specification may vary by manufacturer. If
warpage exceeds specification on some cylinder heads, cylinder head must be replaced.
Cylinder head thickness should be measured to determine amount of material which can be removed before
replacement is required. Cylinder head thickness must not be less than the manufacturer's specification.
If cylinder head required resurfacing, it may not align properly with intake manifold. On "V" type engines,
misalignment is corrected by machining intake manifold surface that contacts cylinder head. Cylinder head may
be machined on surface that contacts intake manifold. Using oil stone, remove burrs or scratches from all
sealing surfaces.
Fig. 3: Checking Cylinder Head for Warpage
VALVE SPRINGS

being repaired.
Inspect valve springs for corroded or pitted valve spring surfaces which may lead to breakage. Polished spring
ends caused by a rotating spring indicate that spring surge has occurred. Replace springs showing evidence of
these conditions.
Inspect valve springs for squareness using a 90-degree straightedge. See Fig. 4. Replace valve spring if out-of-
square exceeds manufacturer's specification.
Fig. 4: Checking Valve Spring Squareness
Using vernier caliper, measure free length of all valve springs. Replace springs if not within specification.
Using valve spring tester, test valve spring pressure at installed and compressed heights. See Fig. 5.
Usually compressed height is installed height minus valve lift. Replace valve spring if not within specification.
It is recommended to replace all valve springs when overhauling cylinder head. Valve springs may need to be
installed with color coded end or small coils at specified area according to manufacturer.
Fig. 5: Checking Valve Spring Pressure
VALVE GUIDE

being repaired.
Measuring Valve Guide Clearance
Check valve stem-to-guide clearance. Ensure valve stem diameter is within specification. Install valve in valve
guide. Install dial indicator assembly on cylinder head with tip resting against valve stem just above valve
guide. See Fig. 6.
Fig. 6: Measuring Valve Stem-to-Guide Clearance
Lower valve approximately 1/16" below valve seat. Push valve stem against valve guide as far as possible.
Adjust dial indicator to zero. Push valve stem in opposite direction and note reading. Clearance must be within
specification.
If valve guide clearance exceeds specification, valves with oversize stems may be used and valve guides are
reamed to larger size or valve guide must be replaced. On some applications, a false guide is installed, then
reamed to proper specification. Valve guide reamer set is used to ream valve guide to obtain proper clearance
for new valve.
Reaming Valve Guide
Select proper reamer for size of valve stem. Reamer must be of proper length to provide clean cut through entire
length of valve guide. Install reamer in valve guide and rotate to cut valve guide. See Fig. 7.
Fig. 7: Reaming Valve Guides
Replacing Valve Guide
Replace valve guide if clearance exceeds specification. Valve guides are either pressed, hammered or shrunk in
place, depending upon cylinder head design and type of metal used.
Remove valve guide from cylinder head by pressing or tapping on a stepped drift. See Fig. 8. Once valve guide
is installed, distance from cylinder head to top of valve guide must be checked. This distance must be within
specification.
Aluminum heads are often heated before installing valve guide. Valve guide is sometimes cooled in dry ice
prior to installation. Combination of a heated cylinder head and cooled valve guide ensures a tight guide fit
upon assembly. The new guide must be reamed to specification.
Fig. 8: Typical Valve Guide Remover & Installer
VALVES & VALVE SEATS

being repaired.
Valve Grinding
Valve stem O.D. should be measured in several areas to indicate amount of wear. Replace valve if not within
specification. Valve margin area should be measured to ensure that valve can be ground. See Fig. 9.
If valve margin is less than specification, the valves will be burned. Valve must be replaced. Due to minimum
margin dimensions during manufacture, some new type valves cannot be reground. Some manufacturers use
stellite coated valves that must NOT be machined. Valves can only be lapped into valve seat.
CAUTION: Some valves are sodium filled. Extreme care must be used when
disposing of damaged or worn sodium-filled valves.
Fig. 9: Measuring Valve Head Margin
Resurface valve to proper angle specification using valve grinding machine. Follow manufacturer's instructions
for valve grinding machine. Specifications may indicate a different valve face angle than seat angle. Measure
valve margin after grinding. Replace valve if not within specification. Valve stem tip can be refinished using
valve grinding machine.
Valve Lapping
During valve lapping of recently designed valves, be sure to follow manufacturer's recommendations. Surface
hardening and materials used with some valves do not permit lapping. Lapping process will remove excessive
amounts of the hardened surface.
Valve lapping is done to ensure adequate sealing between valve face and seat. Use either a hand drill or lapping
stick with suction cup attached.
Moisten and attach suction cup to valve. Lubricate valve stem and guide. Apply a thin coat of fine valve
grinding compound between valve and seat. Rotate lapping tool between the palms or with hand drill.
Lift valve upward off the seat and change position often. This is done to prevent grooving of valve seat. Lap
valve until a smooth polished seat is obtained. Thoroughly clean grinding compound from components. Valve-
to-valve seat concentricity should be checked. See VALVE SEAT CONCENTRICITY.
CAUTION: Valve guides must be in good condition and free of carbon deposits prior
to valve seat grinding. Some engines contain an induction hardened valve
seat. Excessive material removal will damage valve seats.
Valve Seat Grinding
Select coarse stone of correct size and angle for seat to be ground. Ensure stone is true and has a smooth
surface. Select correct size pilot for valve guide dimension. Install pilot in valve guide. Lightly lubricate pilot
shaft. Install stone on pilot. Move stone off and on the seat approximately 2 times per second during grinding
operation.
Select a fine stone to finish grinding operation. Various angle grinding stones are used to center and narrow the
valve seat as required. See Fig. 10.
Fig. 10: Adjusting Valve Seat Width
Valve Seat Replacement
Replacement of valve seat inserts is done by cutting out the old insert and machining an oversize insert bore.
Replacement oversize insert is usually cooled and the cylinder head is sometimes warmed. Valve seat is pressed
into the head. This operation requires specialized machine shop equipment.
Valve Seat Concentricity
Using dial gauge, install gauge pilot in valve guide. Position gauge arm on the valve seat. Adjust dial indicator
to zero. Rotate arm 360 degrees and note reading. Runout should not exceed specification.
To check valve-to-valve seat concentricity, coat valve face lightly with Prussian Blue dye. Install valve and
rotate it on valve seat. If pattern is even and entire seat is coated at valve contact point, valve is concentric with
the valve seat.
CYLINDER HEAD REASSEMBLY

being repaired.
Valve Stem Installed Height
Valve stem installed height must be checked when new valves are installed or when valves or valve seats have
been ground. Install valve in valve guide. Measure distance from tip of valve stem to spring seat. See Fig. 11.
Distance must be within specification to allow sufficient clearance for valve operation.
Remove valve and grind valve stem tip if height exceeds specification. Valve tips are surface hardened. DO
NOT remove more than .010" (.25 mm) from tip. Chamfer sharp edge of reground valve tip. Recheck valve
stem installed height.
Fig. 11: Measuring Valve Stem Installed Height
VALVE STEM OIL SEALS

being repaired.
Valve stem oil seals must be installed on valve stem. See Fig. 2. Seals are needed due to pressure differential at
the ends of valve guides. Atmospheric pressure above intake guide, combined with manifold vacuum below
guide, causes oil to be drawn into the cylinder.
Exhaust guides also have pressure differential created by exhaust gas flowing past the guide, creating a low
pressure area. This low pressure area draws oil into the exhaust system.
Some manufacturers require that special color code or specified height valve stem oil seal be installed in
designated area.
Replacement (On-Vehicle)
Mark rocker arm or overhead cam components for location. Remove rocker arm components or overhead cam
components. Components must be installed in original location. Remove spark plugs. Valve stem oil seals may
be replaced by holding valves against seats using air pressure.
Air pressure must be installed in cylinder using an adapter for spark plug hole. An adapter can be constructed by
welding air hose connection to spark plug body with porcelain removed.
Rotate engine until piston is at top of stroke. Install adapter in spark plug hole. Apply a minimum of 140 psi
(9.8 kg/cm2 ) line pressure to adapter. Air pressure should hold valve closed. If air pressure does not hold valve
closed, check for damaged or bent valve. Cylinder head must be removed for service.
Using valve spring compressor, compress valve springs. Remove valve locks. Carefully release spring
compressor. Remove retainer or rotator and valve spring. Remove valve stem oil seal.
If oversize valves have been installed, oversize oil seals must be used. Coat valve stem with engine oil. Install
protective sleeve over end of valve stem. Install new oil seal over valve stem and seat on valve guide. Remove
protective sleeve. Install spring seat, valve spring and retainer or rotator. Compress spring and install valve
locks. Remove spring compressor. Ensure valve locks are fully seated.
Install rocker arms or overhead cam components. Tighten all bolts to specification. Adjust valves if required.
Remove adapter. Install spark plugs, valve cover and gasket.
VALVE SPRING INSTALLED HEIGHT

being repaired.
Valve spring installed height should be checked during reassembly. Measure height from lower edge of valve
spring to the upper edge. DO NOT include valve spring seat or retainer. Distance must be within specification.
If valves and/or seats have been ground, a valve spring shim may be required to correct spring height. See Fig.
12.
Fig. 12: Measuring Valve Spring Installed Height
ROCKER ARMS & ASSEMBLIES

being repaired.
Rocker Studs
Rocker studs are either threaded or pressed in place. Threaded studs are removed by locking 2 nuts on the stud.
Unscrew the stud by turning the jam nut. Coat new stud threads with Loctite and install. Tighten to
specification.
Pressed-in stud can be removed using a stud puller. Ream stud bore to proper specification and press in a new
oversize stud. Pressed-in studs are often replaced by cutting threads in the stud bore to accept a threaded stud.
Rocker Arms & Shafts
Mark rocker arms for location. Remove rocker arm retaining bolts. Remove rocker arms. Inspect rocker arms,
shafts, bushings and pivot balls (if equipped) for excessive wear. Inspect rocker arms for wear in valve stem
contact area. Measure rocker arm bushing I.D. Replace bushings if excessively worn.
The rocker arm valve stem contact point may be reground, using special fixture for valve grinding machine.
Remove minimum amount of material as possible. Ensure all oil passages are clear. Install rocker arm
components in original location. Ensure rocker arm is properly seated in push rod. Tighten bolts to
specification. Adjust valves if required. See VALVE ADJUSTMENT.
PUSH RODS

being repaired.
Remove rocker arms. Mark push rods for location. Remove push rods. Push rods can be steel or aluminum,
solid or hollow. Hollow push rods must be internally cleaned to ensure oil passage to rocker arms is cleaned.
Check push rods for damage, such as loose ends on steel tipped aluminum types.
Check push rod for straightness. Roll push rod on a flat surface. Using feeler gauge, check clearance at center.
Replace push rod if bent. The push rod can also be supported at each end and rotated. A dial indicator is used to
detect a bent area in the push rod.
Lubricate ends of push rod and install push rod in original location. Ensure push rod is properly seated in lifter.
Install rocker arm. Tighten bolts to specification. Adjust valves if required. See VALVE ADJUSTMENT.
LIFTERS

being repaired.
Hydraulic Lifters
Before replacing a hydraulic lifter for noisy operation, ensure noise is not caused by worn rocker arms or valve
tips. Also ensure sufficient oil pressure exists. Hydraulic lifters must be installed in original location. Remove
rocker arm assembly and push rod. Mark components for location. Some applications require intake manifold,
cylinder head or lifter cover removal. Remove lifter retainer plate (if used). To remove lifters, use a hydraulic
lifter remover or magnet. Different type lifters are used. See Fig. 13.
On sticking lifters, disassemble and clean lifter. DO NOT mix lifter components or positions. Parts are select-
fitted and are not interchangeable. Inspect all components for wear. Note amount of wear in lifter body-to-
camshaft contact area. Surface must have smooth and convex contact face. If wear is apparent, carefully inspect
cam lobe.
Inspect push rod contact area and lifter body for scoring or signs of wear. If body is scored, inspect lifter bore
for damage and lack of lubrication. On roller type lifters, inspect roller for flaking, pitting, loss of needle
bearings and roughness during rotation.
Measure lifter body O.D. in several areas. Measure lifter bore I.D. Ensure components or oil clearance is within
specification. Some models offer oversize lifters. Replace lifter if damaged.
If lifter check valve is not operating, obstructions may be preventing it from closing or valve spring may be
broken. Clean or replace components as necessary.
Check plunger operation. Plunger should drop to bottom of the body by its own weight when assembled dry. If
plunger is not free, soak lifter in solvent to dissolve deposits.
Lifter leak-down test can be performed on lifter. Lifter must be filled with special test oil. New lifters contain
special test oil. Using lifter leak-down tester, perform leak-down test following manufacturer's instructions. If
leak-down time is not within specifications, replace lifter assembly.
Lifters should be soaked in clean engine oil several hours prior to installation. Coat lifter base, roller (if
equipped) and lifter body with ample amount of Molykote or camshaft lubricant. See Fig. 13. Install lifter in
original location. Install remaining components. Valve lash adjustment is not required on most hydraulic lifters.
Preload of hydraulic lifter is automatic. Some models may require adjustment.
NOTE: Some manufacturers require that a crankcase conditioner be added to engine

oil and engine operated for specified amount of time to aid in lifter break-in
procedure if new lifters or camshaft are installed.
Fig. 13: Typical Hydraulic Valve Lifter Assemblies
Mechanical Lifters
Lifter assemblies must be installed in original locations. Remove rocker arm assembly and push rod. Mark
components for location. Some applications require intake manifold or lifter cover removal. Remove lifter
retainer plate (if used). To remove lifters, use lifter remover or magnet.
Inspect push rod contact area and lifter body for scoring or signs of wear. If body is scored, inspect lifter bore
for damage and lack of lubrication. Note amount of wear in lifter body-to-camshaft contact area. Surface must
have smooth and convex contact face. If wear is apparent, carefully inspect cam lobe.
Coat lifter base, roller (if equipped) and lifter body with ample amount of Molykote or camshaft lubricant.
Install lifter in original location. Install remaining components. Tighten bolts to specification. Adjust valves.
See VALVE ADJUSTMENT.
PISTONS, CONNECTING RODS & BEARINGS


being repaired.
RIDGE REMOVAL

being repaired.
Ridge in cylinder wall must be removed prior to piston removal. Failure to remove ridge prior to removing
pistons will cause piston damage in piston ring lands or grooves.
With piston at bottom dead center, place rag in bore to trap metal chips. Install ridge reamer in cylinder bore.
Adjust ridge reamer using manufacturer's instructions. Remove ridge using ridge reamer. DO NOT remove an
excessive amount of material. Ensure ridge is completely removed.
PISTON & CONNECTING ROD REMOVAL
being repaired.
Note top of piston. Some pistons may contain a notch, arrow or be marked FRONT. Piston must be installed in
proper direction to prevent damage with valve operation.
Check that connecting rod and cap are numbered for cylinder location and which side of cylinder block the
number faces. Proper cap and connecting rod must be installed together. Connecting rod cap must be installed
on connecting rod in proper direction to ensure bearing lock procedure. Mark connecting rod and cap if
necessary. Pistons must be installed in original location.
Remove cap retaining nuts or bolts. Remove bearing cap. Install tubing protectors on connecting rod bolts. This
protects cylinder walls from scoring during removal. Ensure proper removal of ridge. Push piston and
connecting rod from cylinder. Connecting rod boss can be tapped with a wooden dowel or hammer handle to
aid in removal.
PISTON & CONNECTING ROD

being repaired.
Disassembly
Using ring expander, remove piston rings. Remove piston pin retaining rings (if equipped). Note direction of
piston installation on connecting rod. On pressed type piston pins, special fixtures and procedures according to
manufacturer must be used to remove piston pins. Follow manufacturer's recommendations to avoid piston
distortion or breakage.
Cleaning
Remove all carbon and varnish from piston. Pistons and connecting rods may be cleaned in cold type chemical
tank. Using ring groove cleaner, clean all deposits from ring grooves. Ensure all deposits are cleaned from ring
grooves to prevent ring breakage or sticking. DO NOT attempt to clean pistons with wire brush.
Inspection
Inspect pistons for nicks, scoring, cracks or damage in ring areas. Connecting rod should be checked for cracks
using Magnaflux procedure. Piston diameter must be measured in manufacturer's specified area.
Using telescopic gauge and micrometer, measure piston pin bore of piston in 2 areas, 90 degrees apart. This is
done to check diameter and out-of-round.
Install proper bearing cap on connecting rod. Ensure bearing cap is installed in proper location. Tighten bolts or
nuts to specification. Using inside micrometer, measure inside diameter in 2 areas, 90 degrees apart.
Connecting rod I.D. and out-of-round must be within specification. Measure piston pin bore I.D. and piston pin
O.D. All components must be within specification. Subtract piston pin diameter from piston pin bore in piston
and connecting rod to determine proper fit.
Connecting rod length must be measured from center of crankshaft journal inside diameter to center of piston
pin bushing using proper caliper. Connecting rods must be the same length. Connecting rods should be checked
on an alignment fixture for bent or twisted condition. Replace all components which are damaged or not within
specification.
PISTON & CYLINDER BORE FIT

being repaired.
Ensure cylinder is checked for taper, out-of-round and properly honed prior to checking piston and cylinder
bore fit. See CYLINDER BLOCK. Using dial bore gauge, measure cylinder bore.
Measure piston skirt diameter at 90 degree angle to piston pin at specified area by manufacturer. Subtract piston
diameter from cylinder bore diameter to determine piston-to-cylinder clearance. Clearance must be within
specification. Mark piston for proper cylinder location.
ASSEMBLING PISTON & CONNECTING ROD

being repaired.
Install piston on connecting rod for corresponding cylinder. Ensure reference marking on top of piston
corresponds with connecting rod and cap number. See Fig. 14.
Lubricate piston pin and install in connecting rod. Ensure piston pin retainers are fully seated (if equipped). On
pressed type piston pins, follow manufacturer's recommended procedure to avoid distortion or breakage.
Fig. 14: Installing Typical Piston Pin
CHECKING PISTON RING CLEARANCES

being repaired.
Piston rings must be checked for side clearance and end gap. To check end gap, install piston ring in cylinder in
which it is to be installed. Using an inverted piston, push ring to bottom of cylinder in smallest cylinder
diameter.
Using feeler gauge, check ring end gap. See Fig. 15. Piston ring end gap must be within specification. Ring
breakage will occur if insufficient ring end gap exists.
Some manufacturers permit correcting insufficient ring end gap by using a fine file while other manufacturers
recommend using another ring set. Mark rings for proper cylinder installation after checking end gap.
Fig. 15: Checking Piston Ring End Gap
For checking side clearance, install rings on piston. Using feeler gauge, measure clearance between piston ring
and piston ring land. Check side clearance in several areas around piston. Side clearance must be within
specification.
If side clearance is excessive, piston ring grooves can be machined to accept oversize piston rings (if available).
Normal practice is to replace piston.
PISTON & CONNECTING ROD INSTALLATION

being repaired.
Cylinders must be honed prior to piston installation. See CYLINDER HONING under CYLINDER BLOCK.
Install upper connecting rod bearings. Lubricate upper bearings with engine oil. Install lower bearings in rod
caps. Ensure bearing tabs are properly seated. Position piston ring gaps according to manufacturer's
recommendations. See Fig. 16. Lubricate pistons, rings and cylinder walls.
Fig. 16: Positioning Typical Piston Ring End Gap
Install ring compressor. Use care not to rotate piston rings. Compress rings with ring compressor. Install plastic
tubing protectors over connecting rod bolts. Install piston and connecting rod assembly. Ensure piston notch,
arrow or FRONT mark is toward front of engine. See Fig. 17.
Fig. 17: Installing Piston & Connecting Rod Assembly
Carefully tap piston into cylinder until rod bearing is seated on crankshaft journal. Remove protectors. Install
rod cap and bearing. Lightly tighten connecting rod bolts. Repeat procedure for remaining cylinders. Check
bearing clearance. See MAIN & CONNECTING ROD BEARING CLEARANCE.
Once clearance is checked, lubricate journals and bearings. Install bearing caps. Ensure marks are aligned on
connecting rod and cap. Tighten rod nuts or bolts to specification. Ensure rod moves freely on crankshaft.
Check connecting rod side clearance. See CONNECTING ROD SIDE CLEARANCE.
CONNECTING ROD SIDE CLEARANCE

being repaired.
Position connecting rod toward one side of crankshaft as far as possible. Using feeler gauge, measure clearance
between side of connecting rod and crankshaft. See Fig. 18. Clearance must be within specification.
Check for improper bearing installation, wrong bearing cap or insufficient bearing clearance if side clearance is
insufficient. Connecting rod may require machining to obtain proper clearance. Excessive clearance usually
indicates excessive wear at crankshaft. Crankshaft must be repaired or replaced.
Fig. 18: Measuring Connecting Rod Side Clearance
MAIN & CONNECTING ROD BEARING CLEARANCE
being repaired.
Plastigage Method
Plastigage method may be used to determine bearing clearance. Plastigage can be used with an engine in service
or during reassembly. Plastigage material is oil soluble.
Ensure journals and bearings are free of oil or solvent. Oil or solvent will dissolve material and false reading
will be obtained. Install small piece of Plastigage along full length of bearing journal. Install bearing cap in
original location. Tighten bolts to specification.
CAUTION: DO NOT rotate crankshaft while Plastigage is installed. Bearing clearance

will not be obtained if crankshaft is rotated.
Remove bearing cap. Compare Plastigage width with scale on Plastigage container to determine bearing
clearance. See Fig. 19. Rotate crankshaft 90 degrees. Repeat procedure. This is done to check journal
eccentricity. This procedure can be used to check oil clearance on both connecting rod and main bearings.
Fig. 19: Measuring Bearing Clearance
Micrometer & Telescopic Gauge Method
A micrometer is used to determine journal diameter, taper and out-of-round dimensions of the crankshaft. See
CLEANING & INSPECTION under CRANKSHAFT & MAIN BEARINGS in this article.
With crankshaft removed, install bearings and caps in original location on cylinder block. Tighten bolts to
specification. On connecting rods, install bearings and caps on connecting rods. Install proper connecting rod
cap on corresponding rod. Ensure bearing cap is installed in original location. Tighten bolts to specification.
Using a telescopic gauge and micrometer or inside micrometer, measure inside diameter of connecting rod and
main bearings bores. Subtract each crankshaft journal diameter from the corresponding inside bearing bore
diameter. This is the bearing clearance.
CRANKSHAFT & MAIN BEARINGS


being repaired.
REMOVAL

being repaired.
Ensure all main bearing caps are marked for location on cylinder block. Some main bearing caps have an arrow
stamped on them. The arrow must face timing belt or timing chain end of engine. Remove main bearing cap
bolts. Remove main bearing caps. Carefully remove crankshaft. Use care not to bind crankshaft in cylinder
block during removal.


being repaired.
Thoroughly clean crankshaft using solvent. Dry with compressed air. Ensure all oil passages are clear and free
of sludge, rust, dirt and metal chips.
Inspect crankshaft for scoring and nicks. Inspect crankshaft for cracks using Magnaflux procedure. Inspect rear
seal area for grooving or damage. Inspect bolt hole threads for damage. If pilot bearing or bushing is used,
check pilot bearing or bushing fit in crankshaft. Inspect crankshaft gear for damaged or cracked teeth. Replace
gear if damaged. Ensure oil passage plugs are tight (if equipped).
Using micrometer, measure all journals in 4 areas to determine journal taper, out-of-round and undersize. See
Fig. 20. Some crankshafts can be reground to the next largest undersize, depending on the amount of wear or
damage. Crankshafts with rolled fillet cannot be reground and must be replaced.
Fig. 20: Measuring Crankshaft Journals
Crankshaft journal runout should be checked. Install crankshaft in "V" blocks or bench center. Position dial
indicator with tip resting on the main bearing journal area. See Fig. 21. Rotate crankshaft and note reading.
Journal runout must not exceed specification. Repeat procedure on all main bearing journals. Crankshaft must
be replaced if runout exceeds specification.
Fig. 21: Measuring Crankshaft Main Bearing Journal Runout
INSTALLATION

being repaired.
Install upper main bearing in cylinder block. Ensure lock tab is properly located in cylinder block. Install
bearings in main bearing caps. Ensure all oil passages are aligned. Install rear seal (if removed).
Ensure crankshaft journals are clean. Lubricate upper main bearings with clean engine oil. Carefully install
crankshaft. Check each main bearing clearance using Plastigage method. See MAIN & CONNECTING ROD
BEARING CLEARANCE.
Once clearance is checked, lubricate lower main bearing and journals. Install main bearing caps in original
location. Install rear seal in rear main bearing cap (if removed). Some rear main bearing caps require sealant to
be applied in corners to prevent oil leakage.
Install and tighten all bolts except thrust bearing cap to specification. Tighten thrust bearing cap bolts finger
tight only. Some models require that thrust bearing be aligned. On most applications, crankshaft must be moved
rearward then forward. Procedure may vary with manufacturer. Thrust bearing cap is then tightened to
specification. Ensure crankshaft rotates freely. Crankshaft end play should be checked. See CRANKSHAFT
END PLAY.
CRANKSHAFT END PLAY

being repaired.
Dial Indicator Method
Crankshaft end play can be checked using dial indicator. Mount dial indicator on rear of cylinder block.
Position dial indicator tip against rear of crankshaft. Ensure tip is resting against flat surface.
Pry crankshaft rearward. Adjust dial indicator to zero. Pry crankshaft forward and note reading. Crankshaft end
play must be within specification. If end play is not within specification, check for faulty thrust bearing
installation or worn crankshaft. Some applications offer oversize thrust bearings.
Feeler Gauge Method
Crankshaft end play can be checked using feeler gauge. Pry crankshaft rearward. Pry crankshaft forward. Using
feeler gauge, measure clearance between crankshaft and thrust bearing surface. See Fig. 22.
Fig. 22: Checking Crankshaft End Play
Crankshaft end play must be within specification. If end play is not within specification, check for faulty thrust
bearing installation or worn crankshaft. Some applications offer oversize thrust bearings.
CYLINDER BLOCK

being repaired.
Block Cleaning
Only cast cylinder blocks should be hot tank cleaned. Aluminum cylinder blocks should be cleaned using cold
tank method. Cylinder block is cleaned in order to remove carbon deposits, gasket residue and water jacket
scale. Remove oil gallery plugs, freeze plugs and cam bearings before cleaning block.
Block Inspection
Visually inspect the block. Check suspected areas for cracks using the Dye Penetrant inspection method. Block
may be checked for cracks using the Magnaflux method.
Cracks are most commonly found at the bottom of cylinders, main bearing saddles, near expansion plugs and
between cylinders and water jackets. Inspect lifter bores for damage. Inspect all head bolt holes for damaged
threads. Threads should be cleaned using tap to ensure proper head bolt torque. Consult machine shop
concerning possible welding and machining (if required).
Cylinder Bore Inspection
Inspect bore for scoring or roughness. Cylinder bore is dimensionally checked for out-of-round and taper using
dial bore gauge. For determining out-of-round, measure cylinder parallel and perpendicular to the block center
line. Difference in the 2 readings is the bore out-of-round. Cylinder bore must be checked at top, middle and
bottom of piston travel area.
Bore taper is obtained by measuring bore at the top and bottom. If wear has exceeded allowable limits, block
must be honed or bored to next available oversize piston dimension.
Cylinder Honing
Cylinder must be properly honed to allow new piston rings to properly seat. Cross-hatching at correct angle and
depth is critical to lubrication of cylinder walls and pistons.
A flexible drive hone and power drill are commonly used. Drive hone must be lubricated during operation. Mix
equal parts of kerosene and SAE 20W engine oil for lubrication.
Apply lubrication to cylinder wall. Operate cylinder hone from top to bottom of cylinder using even strokes to
produce 45 degree cross-hatch pattern on the cylinder wall. DO NOT allow cylinder hone to extend below
cylinder during operation.
Recheck bore dimension after final honing. Wash cylinder wall with hot soapy water to remove abrasive
particles. Blow dry with compressed air. Coat cleaned cylinder walls with lubricating oil.
Deck Warpage
Check deck for damage or warped gasket surface. Place a straightedge across gasket surface of the deck. Using
feeler gauge, measure clearance at center of straightedge. Measure across width and length of cylinder block at
several points.
If warpage exceeds specifications, deck must be resurfaced. If warpage exceeds manufacturer's maximum
tolerance for material removal, replace block.
NOTE: Some manufacturers recommend that a total amount of material (cylinder head
and cylinder block) can only be removed before components must be replaced.
Deck Height
Distance from crankshaft center line to block deck is called the deck height. Measure and record front and rear
main journals of crankshaft. To compute this distance, install crankshaft and retain with center main bearing and
cap only. Measure distance from crankshaft journal to block deck, parallel to cylinder center line.
Add one half of main bearing journal diameter to distance from crankshaft journal to block deck. This
dimension should be checked at front and rear of cylinder block. Both readings should be the same.
If difference exceeds specification, cylinder block must be repaired or replaced. Deck height and warpage
should be corrected at the same time.
Main Bearing Bore & Alignment
For checking main bearing bore, remove all bearings from cylinder block and main bearing caps. Install main
bearing caps in original location. Tighten bolts to specification. Using inside micrometer, measure main bearing
bore in 2 areas 90 degrees apart. Determine bore size and out-of-round. If diameter is not within specification,
block must be align-bored.
For checking alignment, place a straightedge along center line of main bearing saddles. Check for clearance
between straightedge and main bearing saddles. Block must be align-bored if clearance exists.
Expansion Plug Removal
Drill hole in center of expansion plug. Remove with screwdriver or punch. Use care not to damage sealing
surface.
Expansion Plug Installation
Ensure sealing surface is free of burrs. Coat expansion plug with sealer. Using wooden dowel or pipe of slightly
smaller diameter, install expansion plug. Ensure expansion plug is evenly located.
Oil Gallery Plug Removal
Remove threaded oil gallery plugs using appropriate wrench. Soft press-in plugs are removed by drilling into
plug and installing a sheet metal screw. Remove plug with slide hammer or pliers.
Oil Gallery Plug Installation
Ensure threads or sealing surface is clean. Coat threaded oil gallery plugs with sealer and install. Replacement
soft press-in plugs are installed with a hammer and drift.
CAMSHAFT

being repaired.

being repaired.
Clean camshaft with solvent. Ensure all oil passages are clear. Inspect cam lobes and bearing journals for
pitting, flaking or scoring. Using micrometer, measure bearing journal O.D.
Support camshaft at each end with "V" blocks. Position dial indicator with tip resting on center bearing journal.
Rotate camshaft and note camshaft runout reading. If reading exceeds specification, replace camshaft.
Check cam lobe lift by measuring base circle of camshaft using micrometer. Measure again at 90-degree angle
to tip of cam lobe. Cam lift can be determined by subtracting base circle diameter from tip of cam lobe
measurement.
Different lift dimensions are given for intake and exhaust cam lobes. Reading must be within specification.
Replace camshaft if cam lobes or bearing journals are not within specification.
Inspect camshaft gear for chipped, eroded or damaged teeth. Replace gear if damaged. On camshafts using
thrust plate, measure distance between thrust plate and camshaft shoulder. Replace thrust plate if not within
specification.
CAMSHAFT BEARINGS

being repaired.
Remove camshaft rear plug. Camshaft bearing remover is assembled with shoulder resting against bearing to be
removed according to manufacturer's instructions. Tighten puller nut until bearing is removed. Remove
remaining bearings, leaving front and rear bearings until last. These bearings act as a guide for camshaft bearing
remover.
To install new bearings, puller is rearranged to pull bearings toward the center of block. Ensure all lubrication
passages of bearing are aligned with cylinder block. Coat new camshaft rear plug with sealant. Install camshaft
rear plug. Ensure plug is even in cylinder block.
CAMSHAFT INSTALLATION

being repaired.
Lubricate bearing surfaces and cam lobes with ample amount of Molykote or camshaft lubricant. Carefully
install camshaft. Use care not to damage bearing journals during installation. Install thrust plate retaining bolts
(if equipped). Tighten bolts to specification. On overhead camshafts, install bearing caps in original location.
Tighten bolts to specification. On all applications, check camshaft end play.
CAMSHAFT END PLAY

being repaired.
Using dial indicator, check camshaft end play. Position dial indicator on front of engine block or cylinder head.
Position indicator tip against camshaft. Push camshaft toward rear of cylinder head or engine and adjust
indicator to zero.
Move camshaft forward and note reading. Camshaft end play must be within specification. End play may be
adjusted by relocating gear, shimming thrust plate or replacing thrust plate depending on each manufacturer.
TIMING CHAINS & BELTS


being repaired.
TIMING CHAINS

being repaired.
Timing chains will stretch during operation. Limits are placed upon amount of stretch before replacement is
required. Timing chain stretch will alter ignition timing and valve timing.
To check timing chain stretch, rotate crankshaft to eliminate slack from one side of timing chain. Mark
reference point on cylinder block. Rotate crankshaft in opposite direction to eliminate slack from remaining side
of timing chain. Force other side of chain outward and measure distance between reference point and timing
chain. See Fig. 23. Replace timing chain and gears if not within specification.
Fig. 23: Measuring Timing Chain Stretch
Timing chains must be installed so timing marks on camshaft gear and crankshaft gear are aligned according to
manufacturer. See Fig. 24.
Fig. 24: Typical Gear Timing Mark Alignment
TIMING BELTS

being repaired.
Cogged tooth belts are commonly used on overhead cam engines. Inspect belt teeth for rounded corners or
cracking. Replace belt if it is cracked, damaged, missing teeth or oil soaked.
Used timing belt must be installed in original direction of rotation. Inspect all sprocket teeth for wear. Replace
all worn sprockets. Sprockets are marked for timing purposes. Engine is positioned so that crankshaft sprocket
mark will be upward. Camshaft sprocket is aligned with reference mark on cylinder head or timing belt cover
and then timing belt can be installed. See Fig. 25.
Fig. 25: Typical Camshaft Belt Sprocket Alignment
TENSION ADJUSTMENT

being repaired.
If guide rails are used with spring loaded tensioners, ensure at least half of original rail thickness remains.
Spring loaded tensioner should be inspected for damage.
Ensure all timing marks are aligned. Adjust belt tension using manufacturer's recommendations. Belt tension
may require checking using tension gauge. See Fig. 26.
Fig. 26: Adjusting Typical Timing Belt Tension
TIMING GEARS

being repaired.
TIMING GEAR BACKLASH & RUNOUT

being repaired.
On engines where camshaft gear operates directly on crankshaft gear, gear backlash and runout must be
checked. To check backlash, install dial indicator with tip resting on tooth of camshaft gear. Rotate camshaft
gear as far as possible. Adjust indicator to zero. Rotate camshaft gear in opposite direction as far as possible and
note reading.
To determine timing gear runout, mount dial indicator with tip resting on face edge of camshaft gear. Adjust
indicator to zero. Rotate camshaft gear 360 degrees and note reading. If backlash or runout exceeds
specification, replace camshaft and/or crankshaft gear.
REAR MAIN OIL SEAL INSTALLATION

being repaired.
One-Piece Type Seal
For one-piece type oil seal installation, coat block contact surface of seal with sealer if seal is not factory
coated. Ensure seal surface is free of burrs. Lubricate seal lip with engine oil and press seal into place using
proper oil seal installer. See Fig. 27.
Fig. 27: Installing Typical One-Piece Oil Seal
Rope Type Seal
For rope type rear main oil seal installation, press seal lightly into seat area. Using seal installer, fully seat seal
in bearing cap or cylinder block.
Trim seal ends even with cylinder block parting surface. Some applications require sealer to be applied on main
bearing cap before installing. See Fig. 28.
Fig. 28: Installing Typical Rope Seal
Split-Rubber Type Seal
Follow manufacturer's procedures when installing split-rubber type rear main oil seals. Installation procedures
vary with manufacturer and engine type. See Fig. 29.
Fig. 29: Installing Typical Split-Rubber Seal
OIL PUMP

being repaired.
ROTOR TYPE
being repaired.
Mark oil pump rotor locations before removing. See Fig. 30. Remove outer rotor and measure thickness and
diameter. Measure inner rotor thickness. Inspect shaft for scoring or wear. Inspect rotors for pitting or damage.
Inspect cover for grooving or wear. Replace worn or damaged components.
Measure outer rotor-to-body clearance. Replace pump assembly if clearance exceeds specification. Measure
clearance between rotors. See Fig. 31. Replace shaft and both rotors if clearance exceeds specification.
Install rotors in pump body. Position straightedge across pump body. Using feeler gauge, measure clearance
between rotors and straightedge. Pump cover wear is measured using a straightedge and feeler gauge. Replace
pump if clearance exceeds specification.
Fig. 30: Typical Rotor Type Oil Pump

Fig. 31: Measuring Rotor Clearance
GEAR TYPE

being repaired.
Mark oil pump gear location before removing. See Fig. 32. Remove gears from pump body. Inspect gears for
pitting or damage. Inspect cover for grooving or wear. Measure gear diameter and length. Measure gear housing
cavity depth and diameter. See Fig. 33. Replace worn or damaged components.
Pump cover wear is measured using a straightedge and feeler gauge. Replace pump or components if warpage
or wear exceeds specification, or mating surface of pump cover is scratched or grooved.
Fig. 32: Typical Gear Type Oil Pump
Fig. 33: Measuring Oil Pump Gear Cavity
BREAK-IN PROCEDURE

being repaired.
ENGINE PRE-OILING

being repaired.
Pre-oil engine prior to operation to prevent engine damage. Lightly oiled oil pump will cavitate unless oil pump
cavities are filled with engine oil or petroleum jelly.
Engine pre-oiling can be done using pressure oiler (if available). Connect pressure oiler to cylinder block oil
passage such as oil pressure sending unit. Operate pressure oiler long enough to ensure correct amount of oil
has filled crankcase. Check oil level while pre-oiling.
If pressure oiler is not available, disconnect ignition system. Remove oil pressure sending unit and replace with
oil pressure test gauge. Using starter motor, rotate engine starter until gauge shows normal oil pressure for
several seconds. DO NOT crank engine for more than 30 seconds to avoid starter motor damage. Ensure oil
pressure has reached the most distant point from the oil pump.
NOTE: If new lifters or camshaft are installed, some manufacturers require that a
crankcase conditioner be added to engine oil. The engine should be operated
for specified amount of time to aid in lifter break-in procedure.
INITIAL START-UP

being repaired.
Start engine and operate engine at low speed while checking for coolant, fuel and oil leaks. Stop engine.
Recheck coolant and oil level. Adjust if necessary.
CAMSHAFT
being repaired.
Break-in procedure is required when new or reground camshaft has been installed. Operate and maintain engine
speed between 1500-2500 RPM for approximately 30 minutes. Procedure may vary due to manufacturer's
recommendations.
PISTON RINGS

being repaired.
Piston rings require a break-in procedure to ensure seating of rings to cylinder walls. Serious damage may occur
to rings if correct procedures are not followed.
Extremely high piston ring temperatures are obtained during break-in process. If rings are exposed to
excessively high RPM or high cylinder pressures, ring damage can occur. Follow piston ring manufacturer's
recommended break-in procedure.
FINAL ADJUSTMENTS

being repaired.
Check or adjust ignition timing and dwell (if applicable). Adjust valves (if necessary). Adjust idle speed and
mixture. Retighten cylinder heads (if required). If cylinder head or block is aluminum, retighten bolts when
engine is cold. Follow the engine manufacturer's recommended break-in procedure and maintenance schedule
for new engines.
NOTE: Some manufacturers require that head bolts be retightened after specified
amount of operation. This must be done to prevent head gasket failure.
A - ENGINE/VIN ID
Introduction
APPLICATION
MODEL COVERAGE
Model Engine Engine Id Fuel System Ignition System
Aerostar 3.0L U PFI TFI-IV
Aerostar 4.0L X PFI-MA EDIS
Bronco 4.9L Y PFI TFI-IV
Bronco 5.0L N PFI TFI-IV
Bronco 5.8L H PFI TFI-IV
"E" Series Van 4.9L Y PFI TFI-IV
(E150/350)
"E" Series Van 5.0L N PFI TFI-IV
(E150/350)
"E" Series Van 5.8L H PFI TFI-IV
(E150/350)
"E" Series Van 7.3L M Diesel ---
(E150/350)
"E" Series Van 7.5L G PFI TFI-IV
(E150/350)
Explorer 4.0L X PFI-MA EDIS
"F" Series Pickup 4.9L Y PFI TFI-IV
(F150/350)
"F" Series Pickup 5.0L N PFI TFI-IV
(F150/350)
"F" Series Pickup 5.8L H PFI TFI-IV
(F150/350)
"F" Series Pickup 7.3L M Diesel ---
(F150/350)
"F" Series Pickup 7.5L G PFI TFI-IV
(F150/350)
Ranger 2.3L A PFI-MA DIS
Ranger 2.9L T PFI TFI-IV
Ranger 3.0L U PFI-MA TFI-IV
Ranger 4.0L X PFI-MA EDIS
VIN DEFINITION
Fig. 1: VIN Definition
MODEL YEAR VIN CODE APPLICATION

VIN Code Model Year
L 1990
M 1991
N 1992
ENGINE CODE LOCATION
NOTE: Emission calibration number label is located on driver's door or door post pillar
as well as engine. It also identifies engine code number and revision number.
Engine code and calibration number may be needed when ordering parts.
Fig. 2: Engine Code Location (4 & 6 Cylinder)
Fig. 3: Engine Code Location (V6)
Fig. 4: Engine Code Location (V8)
ENGINE PERFORMANCE
Fuel Pressure Specifications
FUEL SYSTEMS
FUEL PRESSURE
1992 FUEL PRESSURE SPECIFICATIONS (CARS)

Engine KOER psi (kg/cm2 ) KOEO psi (kg/cm2 )
1.3L 25-31 (1.8-2.2) 64-85 (4.5-6.0)
1.6L 28-31 (2.0-2.2) 64-85 (4.5-6.0)
1.8L (1) 64-85 (4.5-6.0)
2.2L 27-33 (1.9-2.3) 64-85 (4.5-6.0)
2.2L Turbo 27-33 (1.9-2.3) 64-85 (4.5-6.0)
2.3L HSC EFI SEFI 45-60 (3.2-4.2) 50-60 (3.5-4.2)
3.0L SHO SEFI 28-33 (2.0-2.3) 30-45 (2.1-3.2)
3.8L SC SEFI 30-40 (2.1-2.8) 35-40 (2.5-2.8)
All Others 30-45 (2.1-3.2) 35-40 (2.5-2.8)
(1) Fuel pressure should be 30-37 psi (2.1-2.6 kg/cm2 ) with engine running and vacuum hose connected
to fuel pressure regulator. Fuel pressure should be 38-45 psi (2.7-3.2 kg/cm2 ) with engine running
and vacuum hose disconnected to fuel pressure regulator.
1992 FUEL PRESSURE SPECIFICATIONS (TRUCKS - GASOLINE)

Engine KOER psi (kg/cm2 ) KOEO psi (kg/cm2 )
4.9L EFI 45-60 (3.2-4.2) 50-60 (3.5-4.2)
All Others 30-45 (2.1-3.2) 35-45 (2.5-3.2)
1992 FUEL PRESSURE SPECIFICATIONS (TRUCKS - DIESEL)

Engine psi (kg/cm2 )
6.6L & 7.8L
At Fuel Filter Inlet 15-30 (1.05-2.11)
At Fuel Filter Outlet 15-28 (1.05-1.96)
At Fuel Return Line 6 (.42)
7.3L
At Fuel Filter Inlet (1) 2 (.14)
At Fuel Filter Outlet (2) 1 (.07)
At Fuel Return Line (2) 2 (.14)
(1) Measured at idle.
(2) Measured at 3300 RPM.

1992 FUEL PRESSURE SPECIFICATIONS (LPG)
Engine psi (kg/cm2 )
All Models 1.25-1.5 (.09-.11)
FUSES & CIRCUIT BREAKERS
FUSES & CIRCUIT BREAKERS Ford Motor Co.

FUSE PANEL LOCATIONS
The fuse panel is located under the instrument panel to the left of the steering column. The Power Distribution
Box is located on the right side of the engine compartment.
FUSE PANEL IDENTIFICATION (1992)
Fig. 1: Fuse Panel Identification (1992)

Fuse & Circuit Breaker Identification
1 - 15 Amp
Dome/Courtesy Lamp, Radio Memory, Power Mirror

2 - 6 Amp (Circuit Breaker)
Windshield Wiper/Washer, Interval Wiper/Washer
3 - Not Used
4 - 15 Amp
Stop/Hazard Lamps
5 - 15 Amp
Turn Lamps, Backup Lamps, Daytime Running Lamps,
Heated Backlite
6 - 15 Amp
Liftgate Wiper/Washer
7 - 10 Amp
A/C Clutch
8 - 20 Amp
Horns
9 - 30 Amp
A/C Heater Blower Motor Relay
10 - 15 Amp
Parking/License Lamps, Trailer Park Lamp Relay Coil
11 - 15 Amp
Speed Control, Radio, Clock Display
Cigar Lighter, Flash to Pass
13 - 10 Amp
Instrument Panel Illumination Lamps

Power Windows
15 - 20 Amp
Anti-Lock Brakes
16 - 20 Amp
Premium Radio Amp., Trailer Adapter Relay Feeds
17 - 15 Amp
Warning Gauge/Lamps, 4-Wheel Drive
18 - 10 Amp
HEGO
POWER DISTRIBUTION BOX IDENTIFICATION (1992)

Fig. 2: Power Distribution Box Identification (1992)

1 - 30 Amp
Fuel Relay
2 - 40 Amp
Headlights
3 - 50 Amp
Blower Motor, Not Used (Ranger)
4 - 40 Amp
Fuse Panel
5 - 30 Amp
Power Locks
6 - 40 Amp
Rear Defroster, Not Used (Ranger)
7 - 60 Amp
Power Seats, Not Used (Ranger 2.3L/2.9L)
8 - 30 Amp
E.E.C. Relay
9 - 20 Amp/40 Amp (Ranger 4.0L)
Electric Shift
10 - 60 Amp
Ignition
11 - 15 Amp
Underhood Lamp, DRL (Canada Only) (If Equipped)
12 - 15 Amp
Alternator Field (If Equipped)

CAUTIONS & WARNINGS
BATTERY REMOVAL
DO NOT use excessive pressure on end walls of a plastic-cased battery. Acid could be forced through the vent
caps resulting in injury. Lift battery with a battery carrier or with hands on opposite corners.
FUEL PUMP SHUT-OFF SWITCH
This switch stops the fuel pump after a collision. The impact does not have to be great to trigger the switch. To
reset, press the White reset button on the switch located under the instrument panel, to the right of the
transmission hump.
ANTI-LOCK BRAKE SYSTEM
On models with anti-lock brake systems, ALWAYS observe the following cautions:
 DO NOT attempt to bleed or add hydraulic fluid to system without first referring to the ANTI-LOCK
BRAKE SYSTEM article in the BRAKES Section.
 Use ONLY recommended brake fluids. DO NOT use silicone brake fluids in ABS-equipped vehicles.
 DO NOT mix tire sizes. As long as tires remain close to the original diameter, increasing the width is
acceptable. Rolling diameter must be identical on all 4 tires.
CHECKING AUTOMATIC TRANSMISSION FLUID
When checking ATF level, always have the 4WD gear selector in any position other than Neutral.
FUEL CONDITIONER (DIESEL ENGINES)
Allowing water to remain in the fuel conditioner could result in extensive damage to or failure of the fuel
injection system. Diesel fuel can damage asphalt and other surfaces. Always place a drain pan under the fuel
conditioner to collect the fuel, and dispose of fuel properly.
HEATER SYSTEM
HEATER SYSTEMS Explorer & Ranger
DESCRIPTION
Heater system is a blend-air design consisting of control panel, heater blower assembly and plenum assembly.
Heater blower assembly is located in engine compartment, and contains blower motor, fan wheel and blower
resistor. The plenum assembly is located in passenger compartment, and contains heater core, floor/defroster
door, panel/defrost door and temperature blend door.
OPERATION
TEMPERATURE LEVER
The temperature lever mechanically operates a cable to adjust the temperature blend door. Temperature blend
door is in the plenum assembly. When temperature lever is in COOL position, blend-air door closes off airflow
to heater core. When lever is in the WARM position, air is directed through the heater core. In intermediate
positions, heated air is blended with cooler incoming air to achieve desired temperature.
FUNCTION SELECTOR LEVER
Function selector lever can be placed in OFF, PANEL, PANEL/FLOOR, FLOOR, FLOOR/DEFROST and
DEFROST positions. The function selector lever mechanically operates the floor/defroster and panel/floor
function doors.
Outside/recirculation door is controlled by a vacuum selector valve and vacuum motor. When function selector
lever is in the OFF position, vacuum is applied to outside/recirculation door vacuum motor to close off outside
air flow. When function lever is in any other position, no vacuum is applied to outside/recirculation door
vacuum motor, and outside air is allowed to enter the vehicle.
BLOWER SPEED SWITCH
Blower speed rotary switch has LO (low), medium-low, medium-high, and HI (high) speed positions. When
function selector lever is in the OFF position, the blower speed switch is open.
ADJUSTMENTS
TEMPERATURE CONTROL CABLE
1. Slide temperature control lever to its maximum left and right positions. When temperature control levers
are moved back and forth firmly, the temperature damper door should be heard seating.
2. If temperature damper door is not heard seating, squeeze glove box sides together to disengage tabs, and
let door hang freely. Working through glove box opening, remove cable housing from metal clip on top
of plenum by depressing clip tab, and pull cable away from clip.
3. Leave core wire end loop attached to temperature control cam on plenum. To adjust temperature control
cable, move control lever to COOL position, and ensure it does not move.
4. Push cable housing (Black) to seat blend door (push until resistance is felt). Install cable housing to clip
by pushing it from top until it snaps into place.
FUNCTION CONTROL CABLE
1. Slide function control lever to its maximum left and right positions. Cable should reach detents on both
ends of travel. Ensure proper airflow in each cable position.
2. To adjust function control cable, move control lever to DEFROST position and hold. Pull on cam jacket
until cam travel stops. Reinstall cable housing to clip by pushing it from top until it snaps into place.
X1TROUBLE SHOOTING
BLOWER MOTOR INOPERATIVE
Check fuses. Check heater function selector switch. Check for battery voltage at blower motor. Check for open
in blower motor ground circuit.
BLOWER MOTOR ONLY RUNS IN LOW
Check blower motor switch. Check wiring for open circuit. Check ground circuit for open circuit. Check for
open blower motor resistor.
BLOWER MOTOR ONLY RUNS IN HIGH
Check for open blower motor resistor. Check for open thermal limiter. Check blower motor switch.
AIRFLOW FROM WRONG OUTLETS
Check for pinched, broken or improperly adjusted cable.
INSUFFICIENT HEAT
Ensure cooling system is operating properly. Check heater system hoses and core for coolant flow. Check for
loose or misaligned cable to temperature blend door.
TESTING
BLOWER MOTOR VOLTAGE TEST
1. Place temperature selector lever in mid-range position and function control lever in PANEL position.
Connect voltmeter probes to connector at rear of blower motor.
2. With engine running, measure voltage drop across motor. Voltage reading for each blower switch
position should be as specified. See BLOWER MOTOR TEST SPECIFICATIONS table.
BLOWER MOTOR CURRENT DRAW TEST

1. Disconnect blower motor. Connect ammeter between left (positive) terminal on motor and corresponding
terminal of wire harness connector. Connect a jumper wire between right (ground) terminal on blower
motor and corresponding terminal of wire harness connector.
2. Place temperature control lever in mid-range position. Place function control lever in PANEL position.
With engine running, record current draw for each blower speed. Current draw (amperage) should be as
specified for each blower speed. See BLOWER MOTOR TEST SPECIFICATIONS table.
BLOWER MOTOR TEST SPECIFICATIONS

Switch Position Volts Amperes
Low 5.0 3.5-5.5
Medium-Low 8.0 5.0-7.5
Medium-High 10.0 7.0-9.5
High 12.0 9.5-11.5

CONTROL PANEL
1. Disconnect negative battery cable. Remove ashtray, ashtray retainer and illumination bulb. On 4WD
vehicles, disconnect 4WD transfer switch wiring from finish panel. On all models, gently pull out finish
panel from instrument panel.
2. Remove 4 screws attaching control panel assembly to instrument cluster. Pull control panel assembly
through instrument panel assembly. Remove electrical connections from blower switch and illumination
light.
3. Remove vacuum hose harness connector from vacuum switch on control panel. See Fig. 1 . Release
temperature and function cable snap-in flags from White control bracket.
4. Remove temperature control cable (Black cable with Blue snap-in flag) from control panel by rotating
cable until "T" pin releases cable. Pull enough cable through instrument panel until function cable (White
cable with Black snap-in flag) can be held vertical to control panel.
5. Remove control cable from function lever. Remove control panel assembly from instrument panel. To
Fig. 1: Exploded View of Heater Control Panel Assembly
Fig. 2: Identifying Heater Assembly
PLENUM ASSEMBLY
1. Disconnect negative battery cable. Loosen instrument panel attaching bolts, and pull panel back for
access to plenum assembly. Remove heater hoses from heater core, and plug hoses. See Fig. 2 .
2. Remove blower motor assembly. See BLOWER MOTOR ASSEMBLY below. Remove 2 nuts from
plenum studs at firewall in engine compartment. Pull plenum away from firewall, and remove plenum
assembly. To install, reverse removal procedure.
BLOWER MOTOR ASSEMBLY
1. Disconnect negative battery cable. Remove air cleaner. Disconnect wire harness connector from blower
motor. Disconnect blower motor cooling tube at blower motor.
2. Remove 3 screws attaching blower motor assembly. Hold cooling tube aside. Remove blower motor
assembly from vehicle. To install, reverse removal procedure.
HEATER CORE
1. Drain coolant from radiator. Disconnect heater hoses from heater core, and plug openings. See Fig. 2 . In
passenger compartment, remove 4 screws from heater core access cover on plenum assembly.
2. Remove access cover. Pull heater core rearward and down while removing it from plenum. To install,
WIRING DIAGRAM
Fig. 3: Heater System Wiring Diagram (Explorer & Ranger)

OIL CIRCUIT DIAGRAMS
Ford A4LD
Fig. 1: "P" Range - Park

Fig. 2: "R" Range - Reverse
Fig. 3: "N" Range - Neutral
Fig. 4: "OD" Range - 1st Gear
Fig. 5: "OD" Range - 2nd Gear
Fig. 6: "OD" Range - 3rd Gear
Fig. 7: "OD" Range - 4th Gear (Lock-Up Converter Clutch Off)
Fig. 8: "OD" Range - 4th Gear (Lock-Up Converter Clutch On)
Fig. 9: "D" Range - 1st Gear
Fig. 10: "D" Range - 2nd Gear
Fig. 11: "D" Range - 3rd Gear (Lock-Up Converter Clutch Off)
Fig. 12: "D" Range - 3rd Gear (Lock-Up Converter Clutch On)
Fig. 13: "2" Range - 2nd Gear (Manual Select)
Fig. 14: "1" Range - 1st Gear (Manual Select)
Instrument Panels - Standard
NOTE: Unless specified otherwise, references to "F" Series Pickup include F350 Super
Duty.
The analog instrument cluster is equipped with the following standard gauges: voltage/temperature gauge and
oil pressure/fuel gauge. The tachometer is available as optional equipment on all models except Aerostar. All
models use magnetic-type gauges to monitor fuel level, coolant temperature and oil pressure. The magnetic
gauge system does not use Instrument Voltage Regulator (IVR).
RESET CONVERSION CONSTANT
Aerostar
Use the following steps to program a new speed conversion constant for conventional cluster.
1. Locate PSOM conversion constant service wire underneath instrument panel. This is a single terminal
ground wire, Circuit 571 (Black/Orange wire).
2. Insert a metal clip in service wire connector and clip other end to vehicle ground while ignition switch is
in OFF position.
3. Turn ignition switch to RUN (not crank) position while holding down trip odometer RESET button on
speedometer. Release RESET button.
4. The speedometer will prove out (sweep across dial and back). The English/metric and revision levels will
be displayed.
5. Press and release RESET button again and PSOM conversion constant (without the decimal point)
followed by word "CAL" will appear.
6. Press and release odometer SELECT button as many times as is necessary to change conversion constant
to correct value. The count can be changed to display all possible values.
7. When correct new value is displayed in odometer window, press and release RESET button to lock in
new conversion constant.
NOTE: Doing this reduces maximum number of times PSOM can be re-
programmed by one count. The module can only be re-programmed three
times. If you change your mind and want to go back to old conversion
constant, turn ignition switch off before you lock in new constant.
8. Turn ignition switch off and remove ground wire. Verify proper operation.
SPEEDOMETER CALIBRATION TOLERANCE SPECIFICATIONS

Odometer Measure Over Actual
30 mph (48 km/h) Actual Speed 60 mph (97 km/h) Actual Speed 10 miles (16.1 km) Distance
28-34 mph 58-65 mph 9.6-10.3 miles
(45-55 km/h) (93-108 km/h) (15.4-16.6 km/h)
Bronco, F-Series, E-Series Van
1. Refer to SPEEDOMETER CALIBRATION TOLERANCE SPECIFICATIONS table. Check

odometer calibration. If both odometer and speedometer are incorrect in the same direction, it is usually a
sign that the conversion constant, tire size or speed sensor ring are different than programmed. A
speedometer inaccurate with an accurate odometer is usually a problem with the speedometer module
itself. If speedometer and odometer are within specified limits, speedometer is normal. If not within
limits, go to next step.
2. If ERROR 3 message alternates with normal odometer display, go to step 6 and reset conversion constant
referred to. If ERROR 3 message does not appear, go to next step.
3. If tires are the same size and properly inflated, determine conversion constant and go to step 5. If tires are
different sizes or improperly inflated, correct condition and go to step 1.
4. Use the following procedure to check whether conversion constant in speedometer is correct.
 Press and hold RESET button on front of speedometer while turning key to RUN.
 Release RESET button. Pointer will prove out and some codes will appear on odometer display. If
an "E" is on the left side of display, module is programmed for English display mode and should
have English (MPH) graphics. A lower case "o" signifies overseas (km/h) graphics. Verify that
graphics and display mode agree.
NOTE: The number appearing after the type is the microprocessor revision
level and is not used in this test.
Press and release RESET button again. The conversion constant and the word CAL will be shown
on the odometer display.
 Verify programmed conversion constant is the same as displayed in the chart. See Fig. 1. Turn
ignition switch to OFF to exit test. If programmed conversion constant is the same as displayed on
chart and programmed display mode matches the speedometer graphics, replace instrument cluster.
See INSTRUMENT CLUSTER under REMOVAL & INSTALLATION. If conversion constant
is incorrect and programmed display mode is okay, go to step 7. If conversion constant is okay and
programmed display mode is incorrect, replace instrument cluster. See INSTRUMENT
CLUSTER under REMOVAL & INSTALLATION.
5. Check tire size and type on vehicle rear axle or SAE average revolutions/mile. Refer to tire/axle capacity
and note conversion constant. See Fig. 1. If conversion constant can be determined, verify conversion
constant and go to step 4. If constant cannot be determined, go to next step.
Fig. 1: Speedometer Conversion Constant Chart
6. To determine conversion constant, perform the following procedure:

 Hoist vehicle.
 Measure Tire Outside Diameter (TOD).
 Note number of rear axle speed sensor teeth, speed sensor ring diameter or axle capacity/tape
group.
 Verify speed sensor ring diameter with identification tag attached to rear axle cover retaining bolts.
If tag is missing, manually count teeth. (7.5" rear axles have 102 teeth, 8.8" axles have 108 teeth,
10.25", 10.5" & 11.0" rear axles have 120 teeth.)
If TOD is greater than 25.2", use formula revs/miles = 1528 - (28 x TOD) to calculate SAE average
revs/mile. Example: 1528 - (28 x 28) = 744 revs/mile. If TOD is less than 25.2", revs/mile = 20,850/TOD.
Example: 20,850 divided by 24 = 859. After revs/miles is determined, calculate the Speedometer
Conversion Constant using the speedometer conversion formula. See Fig. 2. After Speedometer
Conversion Constant has been determined, go to step 4.
Fig. 2: Speedometer Conversion
NOTE: Pressing and releasing RESET button to lock in new conversion constant
reduces the number of times the PSOM can be reprogrammed by one
count. The module can only be reprogrammed 6 times. If it is determined
the original conversion constant is satisfactory, to cancel adjustments
BEFORE new constant is locked in, turn ignition switch to OFF.
7. Reprogram speed conversion constant with the following procedure:

 Locate dealer mode programming enable connection at the bottom of the instrument panel below
the center of the glove box.
 Insert metal clip in repair wire panel connector. Clip other end to ground while ignition switch is in
OFF position.
 Turn ignition switch to RUN (not crank) position while holding down trip odometer RESET button
on speedometer. Release RESET button.
 Speedometer will prove out (sweep across dial and back). English, Metric and revision levels will
be displayed. Last number on right side of display is reprogramming lockout count. This number
shows remaining number of allowable conversion constants. When count is zero, no additional
changes can be made to this instrument cluster. If a conversion constant change is necessary, a new
instrument cluster must be installed.
 Press and release RESET button again and PSOM conversion constant (without decimal point)
followed by the word CAL, will be displayed.
 Press and release odometer SELECT button as many times as necessary to change conversion
constant to correct value.
 When correct new value is displayed in odometer window, press and release RESET button to lock
in new conversion constant.
 Turn ignition switch to OFF position and remove ground wire. Verify proper operation of
speedometer. If conversion constant is set to desired value, procedure is complete. If constant is not
set to desired value, go to step 5.
SPEEDOMETER CALIBRATION TOLERANCE SPECIFICATIONS (1)

Actual Speed MPH (km/h) Allowable Range MPH (km/h)
30 (48) 28-34 (45-55)
60 (97) 58-67 (93-108)
(1) Odometer measured over actual 10 miles (16.1 km); allowable tolerance is 9.6-10.3 miles (15.4-16.6
km).
TESTING
NOTE: All figures in this article are Courtesy of Ford Motor Co.
LOW OIL LEVEL WARNING LIGHT
1. With ignition on and engine off, light should come on. If light does not come on, check fuse in fuse panel
and wiring. Start engine. Light will go out if oil level is not low.
2. If oil level is low by 1.5 qts. (1.4L) or more, the oil pan sensor will be grounded, causing light to remain
on until ignition is turned off. If low oil level light does not come on, check the following:
 Circuit fuse
 Low oil level relay located on right side of steering column reinforcement
 Indicator light
3. To test oil pan sensor, disconnect wire at sensor and verify proper oil level in engine.
4. Connect a Digital Volt-Ohmmeter (DVOM) to sensor terminal and ground. With oil at proper full level,
reading should be greater than 100,000 ohms (sensor open). Drain 2 qts. of oil from oil pan and recheck.
Reading should be less than 1000 ohms.
NOTE: It may take 5 minutes or more for oil to drain from sensor to get low oil level
reading. Sensor must be horizontal when performing this test.
CHARGE INDICATOR LIGHT
1. The Integral Alternator Regulator (IAR) has a circuit that will indicate a high or low battery voltage
condition. The charge indicator light will come on if alternator is not charging, or is overcharging. If
either of these conditions exists, see appropriate 2) If charge indicator light does not come on with
ignition switch in RUN position (engine off), check ignition switch-to-regulator terminal "I" circuit.
Verify circuit is not open or indicator bulb is not blown. Replace bulb if necessary and recheck.
2. If indicator light still does not come on, disconnect wiring connector from regulator. Connect a jumper
wire from "I" terminal to negative battery cable. See Fig. 3. Turn ignition switch to RUN position (engine
off). If indicator light does not come on, check bulb for continuity and replace if necessary. If bulb is
good on Aerostar, Explorer and Ranger, perform voltage regulator "I" circuit tests. See appropriate
ALTERNATORS article in the ELECTRICAL Section.
3. On Bronco, Pickup and Van, if indicator light does not come on, check 500-ohm resistor across indicator
light. Replace as necessary. On Aerostar, Explorer and Ranger, if indicator light comes on when jumper is
connected between "I" terminal and negative battery cable, remove jumper wire and reconnect regulator
connector.
4. Connect DVOM negative lead to negative battery post. Connect positive lead to voltage regulator
terminal "A" screw at alternator. Battery voltage should be indicated.
5. If battery voltage is not indicated, repair circuit "A" wiring. If battery voltage is present, clean and tighten
ground connections of alternator and regulator. Turn ignition on (engine off). If indicator light still does
not come on, replace regulator.
Fig. 3: Checking Regulator "I" Circuit

4WD INDICATOR
If the 4WD or low range indicator lights do not come on when 4WD or low range is engaged, check fuse No.
18. If fuse is okay, check indicator bulbs. If bulbs are okay, check indicator switch continuity. Replace switch as
necessary.
ANTI-LOCK BRAKE INDICATOR
See appropriate ANTI-LOCK BRAKES article in the BRAKES Section.
VOLTMETER
Turn ignition and headlights on with engine off. Voltmeter should read approximately 12-12.5 volts. If gauge
does not move, check battery-to-circuit breaker wire connections. If connections are tight and volt-meter shows
no movement, check wire continuity. If continuity is okay, replace voltmeter.
FUEL LEVEL GAUGE
Calibration Test (With Tester)
1. Use Rotunda Gauge Tester (021-00055) to check fuel gauge. Turn ignition off. Install rotunda gauge
tester in circuit. Set tester to 22-ohm position. Turn ignition on. Wait 60 seconds, and then read fuel
gauge.
2. If gauge reads "E", go to step 5). If gauge does not read "E", turn ignition switch off, then turn it back on.
Tap on instrument panel and wait one minute. If gauge goes to "E", check for intermittent B+ connection
at cluster connector, or for damaged printed circuit.
3. Repair as necessary and repeat test. If after repeating test, gauge does not read "E", turn ignition off.
Remove instrument cluster and inspect printed circuit for damage. Remove slosh module located on back
of cluster. Connect jumper wire from gauge tester to fuel gauge connector terminal "S" (Yellow/White
wire).
4. Turn ignition on and observe gauge. If gauge does not read "E", replace gauge. If gauge reads "E",
replace slosh module.
5. If gauge reads "E" in step 2), turn ignition off. Set rotunda gauge tester to 145-ohm setting. Turn ignition
on, wait 60 seconds, and read fuel gauge. If gauge reads "F", check sender circuit wiring for shorts or
opens with ohmmeter. If gauge does not read "F", turn ignition off and remove instrument cluster. See
INSTRUMENT CLUSTER under REMOVAL & INSTALLATION.
6. Inspect printed circuit to ensure loop connecting fuel sender input to fuel gauge is cut. If loop is not cut,
correctly cut printed circuit at loop. Remove slosh module from rear of cluster, and connect jumper wire
from gauge tester to fuel gauge connector terminal "S" (Yellow/White wire). Reconnect cluster connector
and recheck gauge.
7. If fuel gauge reads "F", replace slosh module. If gauge does not read "F", replace gauge. Check fuel
gauge resistance using ohmmeter. Gauge should read EMPTY at 22.5 ohms and FULL at 145 ohms.
Calibration Test (Without Tester)
1. Use a DVOM to check gauge calibration. With sending unit float arm in empty stop position, resistance
should be 15 ohms. With sending unit float arm in full stop position, resistance should be 160 ohms.
2. Fuel gauge should begin to read empty at 22.5 ohms and full at 145 ohms.
OIL PRESSURE GAUGE

1. Disconnect connector from oil sender and connect to Rotunda Gauge Tester (021-00055). Connect other
tester lead to ground on vehicle. Turn ignition switch to ACC position.
2. Place tester switch in LOW (73 ohms) position. If gauge does not move, go to next step. If gauge reads
"L", set gauge tester to HIGH (9.7 ohms) position. If gauge reads approximately midrange on scale,
replace sender. If gauge does not read approximately midrange on scale, go to next step.
3. Check sender circuit wiring for shorts and opens with ohmmeter. If wiring is okay, replace gauge. If
wiring is shorted or open, repair wiring as necessary. See appropriate chassis wiring diagram in the
WIRING DIAGRAMS Section.
1. Test oil pressure gauge with a 10-ohm resistor for high calibration, and a 73-ohm resistor for low
calibration. Turn ignition on and connect a 10-ohm resistor between gauge lead and ground. Oil pressure
gauge pointer should read at midrange on scale.
2. Remove 10-ohm resistor, and connect 73-ohm resistor. Oil pressure gauge pointer should be around the
"L" mark. If gauge readings are not as indicated, replace gauge and retest. If readings are as indicated,
replace oil pressure sender.
TEMPERATURE GAUGE
1. Disconnect connector from temperature sender and connect to Rotunda Gauge Tester (021-00055).
Connect other tester lead to ground on vehicle. Turn ignition switch to ACC position.
2. Place tester switch in LOW (73 ohms) position. If gauge does not move, go to next step. If gauge reads
"C", set gauge tester to HIGH (9.7 ohms) position. If gauge reads "H", replace sender. If gauge does not
read "H", go to next step.
3. Check sender circuit wiring for shorts and opens with ohmmeter. If wiring is okay, replace gauge. If
wiring is shorted or open, repair wiring as necessary. See appropriate chassis wiring diagram in the
WIRING DIAGRAMS Section.
1. Test temperature gauge with a 10-ohm resistor for high calibration, and a 73-ohm resistor for low
calibration.
2. Turn ignition on and connect a 10-ohm resistor between gauge lead and ground. Temperature gauge
pointer should read within band around "H" mark. Connect 73-ohm resistor in place of 10-ohm resistor.
3. Gauge should now read around "C" mark. If gauge readings are not as indicated, replace gauge and retest.
If readings are as indicated, replace temperature sender.
SPEEDOMETER (AEROSTAR, BRONCO, ECONOLINE, F-PICKUP)
Speedometer is inoperative; CHECK ENGINE light is illuminated and/or Speed Control is inoperative. The
probable cause could be one or more of the following:
 No power to Programmable Speedometer/Odometer Module

 No vehicle speed support
 Open ground
 Inoperative Programmable Speedometer/Odometer Module
1. If there is no power to Programmable Speedometer/Odometer Module, check for voltage at Pins 1 and 3.
2. If there is no vehicle speed support check for approximately 3.5 volts AC between Pins 4 and 5 of
Programmable Speedometer/Odometer Module with vehicle speed approximately 30 mph.
3. If there is an open ground, check for continuity to ground at Pin 2 of Programmable
Speedometer/Odometer Module.
4. If Programmable Speedometer/Odometer Module inoperative,. check module
TACHOMETER
NOTE: Information is not available on Aerostar, Explorer and Ranger.

PROCEDURES in the GENERAL INFORMATION before disconnecting
battery.
Bronco, Pickup & Van Series (Gasoline Engines)
1. The tachometer on Bronco and Pickup can be used on 6-cylinder or 8-cylinder engines. Tachometer
terminals "B" (12 volts), "C" (coil negative) and "G" (ground) are connected when used on 6-cylinder
engines. A fourth terminal, "8" (ground), is grounded through wiring harness for operation on 8-cylinder
engines. See Fig. 4.
Fig. 4: Tachometer Wiring Schematic (Gasoline Engines)
2. Check fuse and replace if blown. Check for loose wiring connections in engine compartment or at
instrument cluster. Secure where necessary. Disconnect negative battery cable. Remove instrument
cluster. See INSTRUMENT CLUSTER under REMOVAL & INSTALLATION. Check resistance and
voltage using a Volt-Ohmmeter (VOM).
3. Check pin No. 2 of instrument cluster harness connector "B" for resistance to ground. Reading should be
one ohm or less. See Fig. 5. Check pin No. 3 of instrument cluster harness connector "A" for resistance to
ground (8-cylinder), or open circuit (6-cylinder). Reading should be one ohm or less.
Fig. 5: Instrument Cluster Harness Connectors "A" & "B" Terminal ID (Gasoline Engines)
4. Check pin No. 9 of connector "A" for resistance to negative terminal of ignition coil. Reading should be
one ohm or less. Connect battery and turn ignition on. Check voltage at pin No. 13 of connector "A".
Voltage should be 12 volts. Turn ignition off. Disconnect battery.
5. If readings are not as specified, problem is not in tachometer. Check wiring. If readings are as specified,
check for loose or missing cluster connection clips. Check for damaged printed circuit. Reseat or replace
missing clips. Replace printed circuit as necessary. If connection clips and printed circuit are okay,
replace tachometer.
E250/350 & F250/350 (7.3L Diesel)
1. The electronically-operated tachometer, mounted in the instrument cluster assembly, indicates engine
speed in Revolutions Per Minute (RPM). The tachometer receives its signal from the Variable Reluctance
Sensor (VRS) mounted in injection pump timing gear cover.
2. If tachometer is inoperative or erratic, check fuse. If fuse is blown, check for short circuit. Check for
loose wire connections in engine compartment or at instrument cluster. If connections are okay, go to next
step.
3. Disconnect battery. Remove instrument cluster. See INSTRUMENT CLUSTER under REMOVAL &
INSTALLATION. Using DVOM, check resistance and voltage at instrument cluster harness connectors.
4. Check resistance to ground at pin No. 3 of connector "A". See Fig. 6-7. Check resistance between pin No.
9 of connector "A" and corresponding mating connector pin of diesel sensor. Reading should be one ohm
or less.
Fig. 6: E250/350 & F250/350 - 7.3L Diesel A/T - Tachometer Wiring Schematic
Fig. 7: E250/350 & F250/350 - 7.3L Diesel M/T - Tachometer Wiring Schematic
Fig. 8: Instrument Cluster Harness Connectors "A" & "B" Terminal ID (7.3L Diesel)
5. On vehicles with E4OD transmissions, check resistance between diesel sensor and Electronic
Distributorless Ignition System (EDIS) module. Reading should be one ohm or less.
6. On all models, connect battery. Turn ignition on. Check voltage at pin No. 13 of connector "A". Voltage
should be 12 volts. If readings are not as indicated, problem is not in tachometer. Turn ignition off and
disconnect battery. Repair wiring as necessary.
7. If resistance and voltage readings are as indicated, check for loose tachometer retention clips at rear of
instrument cluster. Check for damaged printed circuit. Check VRS in injection pump timing gear cover.
Repair or replace as necessary.
8. Remove sensor and check resistance across sensor terminals. If reading is not 2000-3000 ohms, replace
sensor.

INSTRUMENT CLUSTER
NOTE: In some cases, it may be necessary to remove speedometer cable at the

transmission and pull cable through cowl.
1. Disconnect negative battery cable. Remove cluster housing-to-cluster screws. Remove cluster housing.
Remove transmission shift indicator cable from stud on shift lever. Remove thumb wheel bracket from
steering column.
2. Remove 4 cluster-to-instrument panel screws. See Fig. 9. Pull cluster from dash bottom first. Disconnect
wiring harness connectors from rear of cluster. Remove instrument cluster.
3. To install, reverse removal procedure. Check operation of all gauges, lights and signals.
Fig. 9: Exploded View Of Instrument Panel (Aerostar)

1. Disconnect negative battery cable. Open ash tray and remove 2 screws attaching ashtray to dash. Remove
ashtray. Unsnap cluster trim panel by pulling rearward. Press hazard switch and remove cluster trim
panel.
2. Remove 4 cluster-to-panel screws. Pull cluster slightly away from panel. See Fig. 10. On A/T models, the
PRNDL indicator needs to be removed. Remove 2 PRNDL indicator-to-cluster screws. Slide PRNDL
indicator down and out of cluster. On all models, disconnect speedometer cable at speedometer.
3. If there is not enough room, detach cable at transmission. Disconnect wiring harness connector from
printed circuit. Before installation, apply a 3/16" ball of silicone lubricant to drive hole of speedometer
head.
4. To install, reverse removal procedure. Check operation of all gauges, lights and signals.
Fig. 10: Exploded View Of Instrument Panel (Explorer & Ranger)

Removal & Installation (Bronco, Pickup & Van)
1. Disconnect negative battery cable. On models with tilt column, position steering wheel in full down
position. On models with column shift, set parking brake and move shift lever to lowest position. On all
models, unsnap right and left molding.
2. Remove headlight knob. Use a hook tool to release knob lock spring. Remove 2 exposed screws under
right and left molding. Unsnap 5 retaining clips by pulling cluster trim panel rearward. On A/T models,
remove loop on shift indicator cable from column retainer pin.
3. On all models, remove thumb wheel bracket screw and detach bracket from steering column. Remove
cluster finish panel. Remove 4 cluster-to-panel screws. Pull cluster away from panel to disconnect
electrical connectors. To install, reverse removal procedure.
WIRING DIAGRAMS
See appropriate chassis wiring diagram in the WIRING DIAGRAMS.
MAINTENANCE INFORMATION
MAINTENANCE Ford Motor Co. Maintenance Information
VIN LOCATION
The Vehicle Identification Number (VIN) is located on the left side of the dash panel at the base of the
windshield. The VIN chart explains the code characters.
VIN CODE ID EXPLANATION
Numbers preceding the explanations in the legend below refer to the sequence of characters as listed on VIN
identification label. See VIN example below.
Fig. 1: VIN Code ID Explanation
MAINTENANCE SERVICE INFORMATION

SEVERE & NORMAL SERVICE DEFINITIONS
NOTE: Use the Severe Service schedule if the vehicle to be serviced is operated under
ANY (one or more) of these conditions:
Service is recommended at mileage intervals based on vehicle operation. Normal Service and Severe Service
are based on the following primary operating conditions:
Normal Service
 Driven More Than 10 Miles Daily

 No Operating Conditions From Severe Service List
Severe Service
 Short Trips (About 10 Miles) In Freezing Temperatures

 Towing Or Heavily Loaded.
 Severe Dust Conditions
 Hot Weather, Stop-And-Go Driving
 Extensive Idling Conditions (Taxi Or Delivery Type Service)
 Snow Plowing
 High Speed Operation With Fully Loaded Vehicle
ADDITIONAL MAINTENANCE
The following maintenance items should be performed every 6 months or 7500 miles on gasoline engines and
every 6 months or 5000 miles on diesel engines: check wheel lug nut torque, inspect clutch reservoir fluid level,
inspect exhaust system shielding, lubricate automatic transmission shift linkage and inspect fluid level (cable
system), lubricate steering linkage joints and driveshaft if equipped with fittings, lubricate rear driveshaft
double cardan joint centering ball.
REAR AXLE LUBRICATION
Rear axle lube quantities must be replaced every 100,000 miles, or if the axle has been submerged in water.
Otherwise lube should not be checked unless a leak is suspected or repair required.
OFF-HIGHWAY VEHICLES
If vehicle is operated off-highway, perform the following items every 1000 miles. If vehicle is operated in mud
and/or water, perform the following items daily:
 Lubricate Front Axle, Steering And Clutch Linkages, Axle And Driveshaft U-Joints, And Slip Yoke If
Equipped With Fittings.
 Lubricate Automatic Transmission External Controls (Cable System).
 Inspect Front Wheel Bearings And Lubrication.
 Inspect Disc And Drum Brake Systems, Hoses And Lines, And Lube Caliper Slide Rails.
 Inspect Exhaust System For Leaks, Damage, Or Loose Parts And Remove Any Foreign Material Trapped
By Shielding.
SERVICE POINT LOCATIONS

Fig. 2: Service Point Locations (4.0L Engine)
Fig. 3: Service Point Locations (5.0L Engine)
Fig. 4: Lift Points

NOTE: For more information regarding jacking or hoisting the vehicle, refer to the
JACKING & HOISTING article.
SERVICE LABOR TIMES
NOTE: Labor times are provided, where available, within appropriate SERVICE
INTERVAL table in SCHEDULED SERVICES article.
WHEEL & TIRE SPECIFICATIONS

TIRE INFLATION
Inflation pressure and recommended tire size can be found on the Safety Compliance Certification Label decal
attached to the rear face of the left door or door pillar.
WHEEL TIGHTENING
Tighten all wheel lug nuts to 100 ft. lbs. (136 N.m). If wheels are equipped with locking type lug nuts,
ALWAYS position the keyed nut opposite the valve stem.
BATTERY SPECIFICATIONS
CAUTION: When battery is disconnected, vehicles equipped with computers may lose
memory data. When battery power is restored, driveability problems may
exist on some vehicles. These vehicles may require a relearn procedure.
See COMPUTER RELEARN PROCEDURES article in the GENERAL
INFORMATION section.
CAUTIONS & WARNINGS

SUPPLEMENTAL RESTRAINT SYSTEM (AIR BAG) - 1995-96 MODELS
NOTE: See the AIR BAGS article in the ACCESSORIES/SAFETY EQUIPMENT Section.
Modifications or improper maintenance, including incorrect removal and installation of the Supplemental
Restraint System (SRS), can adversely affect system performance. DO NOT cover, obstruct or change the
steering wheel horn pad in any way, as such action could cause improper function of the system. Use only plain
water when cleaning the horn pad. Solvents or cleaners could adversely affect the air bag cover and cause
improper deployment of the system.
WARNING: To avoid injury from accidental air bag deployment, read and carefully
follow all warnings and service precautions. See appropriate AIR BAGS
article in ACCESSORIES/SAFETY EQUIPMENT.
Modification to the air bag system component or wiring can adversely affect system performance and possibly
cause injury.
CAUTION: The Diagnostic Energy Reserve Module (DERM) can maintain enough
voltage to cause a deployment of the inflator module for up to 10 minutes
after the ignition switch is turned off and the battery is disconnected.
Many of the service procedures require disconnection of the inflator
module to avoid an accidental deployment.
CAUTION: Disconnect negative battery cable before servicing any air bag system,
steering column or passenger side dash component. After any repair, turn
ignition key to the ON position from passenger's side of vehicle in case of
accidental air bag inflation
AIR CONDITIONING SERVICING (1994-96)
CAUTION: Avoid breathing R-134a refrigerant and PAG lubricant vapors, exposure
may irritate eyes, nose and throat. To remove R-134a from system use R-
134a recycling equipment that meets SAE J2210 specifications. If
accidental system discharge occurs, ventilate work area before resuming
service.
WARNING: R-134a service equipment or vehicle A/C systems SHOULD NOT be

pressure tested or leak tested with compressed air. Some mixtures of
air/R134a have shown to be combustible at elevated pressures. These
mixtures are dangerous and may cause fire and/or explosions. See AIR
CONDITIONING SERVICE article in GENERAL INFORMATION section.
ANTI-LOCK BRAKE SYSTEM (IF EQUIPPED)
The anti-lock brake system contains electronic equipment that can be susceptible to interference caused by
improperly installed or high output radio transmitting equipment. Since this interference could cause the
possible loss of the anti-lock braking capability, such equipment should be installed by qualified professionals.
On models equipped with anti-lock brake systems, ALWAYS observe the following cautions:
 DO NOT attempt to bleed hydraulic system without first referring to the appropriate ANTI-LOCK
BRAKE SYSTEM article in the BRAKES Section.
 DO NOT mix tire sizes. As long as tires remain close to the original diameter, increasing the width is
same brand, style and type. Failure to follow this precaution may cause inaccurate wheel speed readings.
 Use ONLY recommended brake fluids. DO NOT use silicone brake fluids in an ABS-equipped vehicle.
REPLACING BLOWN FUSES
CAUTION: Before replacing a blown fuse, remove ignition key, turn off all lights and
accessories to avoid damaging the electrical system. Be sure to use fuse
with the correct indicated amperage rating. The use of an incorrect
amperage rating fuse may result in a dangerous electrical system
overload.
BATTERY REMOVAL
DO NOT use excessive pressure on end walls of a plastic-cased battery. Acid could be forced through the vent
caps resulting in injury. Lift battery with a battery carrier or with hands on opposite corners.
BATTERY WARNING
WARNING: When battery is disconnected, vehicles equipped with computers may

lose memory data. When battery power is restored, driveability problems
may exist on some vehicles. These vehicles may require a relearn
procedure. See COMPUTER RELEARN PROCEDURES article in GENERAL
INFORMATION section.
BRAKE PAD WEAR INDICATOR
Indicator will cause a squealing or scraping noise, warning that brake pads need replacement.
CATALYTIC CONVERTER
CAUTION: To prevent catalytic converter overheating, DO NOT allow engine to idle

for more than 20 minutes.
CHECKING AUTOMATIC TRANSMISSION FLUID
When checking ATF level, always have the 4WD gear selector in any position other than Neutral.
COOLANT (PROPYLENE-GLYCOL FORMULATIONS)
To avoid possible damage to vehicle use only ethylene-glycol based coolants with a mixture ratio from 44-68%
anti-freeze. DO NOT use 100% anti-freeze as it will cause the formation of cooling system deposits. This
results in coolant temperatures of over 300° F (149°C) which can melt plastics. Full strength anti-freeze has a
freeze point of only -8° F (-22°C).
CAUTION: Propylene-Glycol Mixtures has a smaller temperature range than Etylene-

Gylcol. The temperature range (freeze-boil) of a 50/50 Anti-Freeze/Water
Mix is as follows: Propylene-Glycol -26° F (-32°C) - 257° F (125°C) or
Ethylene-Glycol -35° F (-37°C) - 263° F (128°C).
CAUTION: Propylene-Glycol/Ethylene-Glycol Mixtures can cause the destabilization

of various corrosion inhibitors. Also Propylene-Glycol/Ethylene-Glycol has
a different specific gravity than Ethylene-Glycol coolant, which will result
in inaccurate freeze point calculations.
ELECTROSTATIC DISCHARGE SENSITIVE (ESD) PARTS
WARNING: Many solid state electrical components can be damaged by static

electricity (ESD). Some will display a warning label, but many will not.
Discharge personal static electricity by touching a metal ground point on
the vehicle prior to servicing any ESD sensitive component.
FUEL PUMP SHUT-OFF SWITCH
This switch stops the fuel pump after a collision. The impact does not have to be great to trigger the switch. To
reset, press the White reset button on the switch located under the instrument panel, to the right of the
transmission hump.
FUEL SYSTEM SERVICE
WARNING: Relieve fuel system pressure prior to servicing any fuel system
component (fuel injection models).
HALOGEN BULBS
WARNING: Halogen bulbs contain pressurized gas which may explode if overheated.
DO NOT touch glass portion of bulb with bare hands. Eye protection
should be worn when handling or working around halogen bulbs.
METHANOL GASOLINE
CAUTION: Fuel that is more than 5% methanol should not be used in this vehicle. It
can corrode metal parts in the fuel system, and damage plastic and rubber
parts. Even at 5% methanol or less, solvents and corrosion preventers
must be used with this fuel to avoid these problems.
RADIATOR CAP
CAUTION: Always disconnect the fan motor when working near the radiator fan. The
fan is temperature controlled and could start at any time even when the
ignition key is in the OFF position. DO NOT loosen or remove radiator cap
when cooling system is hot.
RADIATOR FAN
WARNING: Keep hands away from radiator fan.

SPARK PLUGS
NOTE: Allow engine to cool before removing spark plugs from aluminum cylinder
heads.
WARRANTY INFORMATION
CAUTION: Due to the different warranties offered in various regions and the variety of
after-market extended warranties available, please refer to the warranty
package that came with the vehicle to verify all warranty options.
BASIC NEW CAR LIMITED WARRANTY
All parts of the vehicle, except tires, are covered against defects in factory-supplied materials and workmanship
for 12 months or 12,000 miles, whichever occurs first.
POWERTRAIN WARRANTY
NOTE: Powertrain Warranty varies in coverage length (either 4 years/50,000 miles or 6

years/60,000 miles) depending on model year.
Under this warranty, certain parts of the engine, transmission, axle and driveline are warranted against defects
in materials and workmanship. This coverage begins after 12 months or 12,000 miles. See copy of warranty for
specific components covered and length of coverage.
BUMPER-TO-BUMPER COVERAGE
All 1992-93 vehicles have complete warranty coverage against defects in materials and workmanship for 3
years or 36,000 miles, whichever occurs first. There is no deductible with this warranty. Items not covered
include tires and parts that are subject to normal wear and tear, such as windshield wiper blades, brake linings,
brake pads, clutch linings and scheduled maintenance items. There is no extended powertrain coverage included
in this warranty.
BATTERY COVERAGE
Begins at warranty start date and lasts up to 3 years or 36,000 miles, whichever occurs first. For the first 12
months in service (less than 36,000 miles), battery will be replaced at no charge. After that, battery will be
replaced on a customer-participation basis: For the 13th-24th month in service, Ford will pay 50%; for the 25th-
36th month, Ford will pay 25%. Labor is covered for 3 years or 36,000 miles, whichever occurs first.
SAFETY RESTRAINT SYSTEM COVERAGE
Begins at warranty start date and lasts for 5 years or 50,000 miles, whichever occurs first. Covers safety
restraint problems not related to comfort or appearance. Coverage for model years earlier than 1990 is 3 years
with unlimited miles.
CORROSION COVERAGE
Begins at warranty start date and lasts for 6 years or 60,000 miles, whichever occurs first. 1992-93 models are
covered for 6 years or 100,000 miles, whichever occurs first. Covers any holes in body sheet metal caused by
corrosion.
EMISSIONS DEFECT & PERFORMANCE WARRANTIES (EXCEPT CALIFORNIA)
Defect Warranty ensures that vehicle meets applicable EPA regulations and that vehicle's emission control
system is free from defects in materials and workmanship for a period of 5 years or 50,000 miles, whichever
occurs first.
The Performance Warranty covers all costs of repairing or adjusting any components or parts as needed for the
vehicle to pass a Federally required state or local emissions test.
Other emission control parts related to these components are covered by the Performance Warranty, where
applicable. If another part fails due to the failure of one of these components, both parts are covered. See
customer's copy of warranty information for specific items covered. Performance Warranty coverage is limited
to fewer components after 2 years or 24,000 miles.
EMISSIONS PERFORMANCE WARRANTY (CALIFORNIA)
If vehicle fails a Smog Check inspection, all necessary repairs and adjustments will be made by manufacturer to
ensure that vehicle passes the inspection. Warranty begins at warranty start date and lasts for a period of 3 years
or 50,000 miles, whichever occurs first.
EMISSIONS DEFECT WARRANTY (CALIFORNIA)
If any emission-related part on the vehicle is defective, the part will be repaired or replaced by manufacturer.
Warranty begins at warranty start date and lasts for a period of 3 years or 50,000 miles, whichever occurs first.
Some emission-related parts are warranted for 7 years or 70,000 miles whichever occurs first, and will be
repaired or replaced by manufacturer if found to be defective in material or workmanship. See customer's copy
of warranty information for specific items covered.

FUSE PANEL LOCATIONS
The 1991-95 Explorer has a fuse panel and a Power Distribution Box (PDB). The fuse panel for all years is
located under the instrument panel to the left of the steering column. The PDB is located on the right side of the
engine compartment.

 1 - 15 Amp Four-Way Flash, Stoplights, Speed Control Inhibit

 2 - 20 Amp Horns
 3 - 20 Amp (Circuit Breaker) Cigarette Lighter, Flash-to-Pass, Power Lumbar (Explorer), Multifunction
Switch (Explorer)
 4 - 10 Amp Instrument Panel Illumination, Park/H Light Hot (Bronco II & Ranger)
 5 - 15 Amp Premium Radio Amplifier, Trailer Tow (Explorer)
 6 - 30 Amp (Circuit Breaker) Power Windows, Lumbar (Bronco II & Ranger)
 7 - 20 Amp R.A.B.S Module
 8 - 10 Amp HEGO Heater
 9 - 15 Amp (Explorer) Cluster Warning Lights, Electronic All Wheel Drive (1991)
 10 - 15 Amp Speed Control Amplifier & Radio, Electronic All Wheel Drive 1989-90)
 11 - 15 Amp Parking Lights, License Lights
 12 - 30 Amp Blower Motor
 13 - 15 Amp Turn Signals, Back-Up Lights, Turn Indicator, Rear Defrost Control
 14 - 15 Amp Dome/Courtesy Light
 15 - 15 Amp Rear Window Washer/Wiper
 16 - 10 Amp A/C Switches, Clutch Coil
 17 - 6 Amp (Circuit Breaker) Front Washer/Wiper

WARNING: Always disconnect battery ground cable before servicing high-current

fuses. It is recommended that high-current fuses be replaced by a
qualified technician.
 1 - 30 Amp Fuel Relay

 2 - 40 Amp Headlights Fuse Panel
 3 - Not Used (1991) 50 Amp (1992) Blower Motor
 4 - 40 Amp Fuse Panel
 5 - 30 Amp Power Locks
 6 - 40 Amp Rear Defroster
 7 - 60 Amp (1991) Alt. Power 1
 8 - 30 Amp E.E.C. Relay
 9 - 40 Amp Electric Shift
 10 - 60 Amp Ignition
 11 - 15 Amp (Not Shown) Underhood Light (1991)
 12 - 15 Amp (Not Shown) Alt. Field
FUSE PANEL IDENTIFICATION (1992-94)

Fig. 7: Fuse Panel Identification (1992-94)
 1 - 15 Amp Four-Way Flash, Stoplights, Speed Control Inhibit (1992)

 2 - 20 Amp Horns
 3 - 20 Amp (Circuit Breaker) Cigarette Lighter, Flash-To-Pass, Power Lumbar, Multi Function Switch
 4 - 10 Amp Instrument Panel Illumination
 5 - 20 Amp Premium Radio Amplifier, Trailer Tow
 6 - 30 Amp (Circuit Breaker) Power Windows
 7 - 20 Amp (1992) Rear Anti-lock Brake System Module 10 Amp (1993-94) ABS Control Unit
 8 - 10 Amp (1992) HEGO Heater 15 Amp (1993-94) Heated Oxygen sensor
 9 - 15 Amp (1992) Cluster Warning Lights, Electric AWD 15 Amp (1993-94) Rear Washer Wiper
 10 - 15 Amp Speed Control Amplifier (1992), Radio
 11 - 15 Amp Parking/License Lights, Trailer Tow Relay (1993-94)
 12 - 30 Amp (1992) Blower Motor 10 Amp (1993-94) A/C Switches, Clutch Coil
 13 - 15 Amp Turn Signals, Back-Up Lights, Turn Indicator, Rear Defrost Control, Daytime Running
Lamps (1993-94)
 14 - 15 Amp Dome/Courtesy Lights, Radio Memory, Power Mirror (2-Door), Radio Memory (1993-94)
 15 - 15 Amp (1992) Rear Window Washer/Wiper 10 Amp (1993-94) Speed Control
 16 - 10 Amp (1992) A/C Switches, Clutch Coil 15 Amp (1993-94) Warning Gauges/Lights, Electronic
Shift Control (4WD), Chime Module
 16 - 6 Amp (Circuit Breaker) Front Washer/Wiper
POWER DISTRIBUTION BOX IDENTIFICATION (1992-94)

Fig. 8: Power Distribution Box Identification (1992-94)

 2 - 40 Amp Fuse Panel, Headlights
 4 - 30 Amp PCM Power
 6 - 20 Amp Power Locks
 7 - 20 Amp 4-Wheel Drive
 8 - 60 Amp Power Seat
 9 - 30 Amp ABS System
 11 - 40 Amp Heated Backlight
 12 - Not Used
 13 - Diode ABS System
 14 - Diode EEC System
 15 - 20 Amp Foglights
 16 - 15 Amp Alternator
 17 - 15 Amp Underhood Light, Daytime Running Lights
 18 - 20 Amp Fuel Pump
 19 - 20 Amp Trailer Tow
 20 - Not Used
 21 - Not Used
 22 - Not used

 1 - 10 Amp Power Mirror

 2 - 10 Amp Air Bag System, Blower Relay
 3 - 15 Amp Parking Lamps
 4 - 15 Amp Left Headlamp
 5 - 10 Amp OBDII System
 6 - 15 Amp HEGO System
 7 - 10 Amp Illuminated Switches
 8 - 15 Amp Right Headlamp, Fog Lamp System
 10 - 10 Amp Speed Control, GEM System, Brake Interlock
 11 - 10 Amp Warning Lamps
 12 - 10 Amp Front Wash System
 13 - 15 Amp PCM System, Stop Lamps, 4-Wheel Drive, ABS, Speed Control
 14 - 10/20 Amp ABS System
 15 - 15 Amp Air Bag System, Alternator
 16 - 30 Amp Front Wiper
 17 - 30 Amp Cigar Lighter
 18 - 15 Amp A/C System
 19 - 25 Amp Ignition Coil, PCM System
 20 - 10 Amp Radio, GEM System, Anit-Theft
 21 - 15 Amp Hazard Lamps
 22 - 15 Amp Turn Signals
 23 - Not Used
 24 - 15 Amp Starter Relay, Anti-Theft
 25 - 10 Amp Speedometer, GEM System
 26 - 15 Amp 4R44E/4R55E Overdrive, Back-up Lamps
 27 - 15 Amp Under Hood Lamp, Map Lights, Glove Box Lamp, Dome Lamp, Visor Lamps, 4X4 System
 28 - 10 Amp GEM System
 29 - 15 Amp Audio System
 30 - Not Used
 31 - Not Used
 32 - 10 Amp Not Used (Spare)
 33 - 20 Amp High Beam Lamps
 34 - Not Used


 1 - 60 Amp (Blue) Ignition

 2 - 60 Amp (Blue) Fuse Panel
 3 - 50 Amp (Red) Automatic Ride Control Suspension (If Equipped)
 4 - 20 Amp (Yellow) PCM Power, Horn
 5 - 30 Amp (Circuit Breaker) Power Locks, Power Windows, Power Seats
 6 - 50 Amp (Red) Blower Motor
 7 - 20 Amp (Yellow) Parking Lamps
 8 - 20 Amp (Yellow) Trailer Park/Stop Lamps (With Trailer Package)
 9 - 30 Amp (Green) ABS System
 10 - 30 Amp (Green) ABS System
 11 - 20 Amp (Yellow) Headlights
 12 - 20 Amp (Yellow) Fuel System, Anti-Theft System
 13 - 30 Amp (Green) PCM Power
 14 - 30 Amp (Green) Rear Window Defogger
 15 - 15 Amp (Blue) Foglights, Offroad Lights, DRL System
 16 - 20 Amp (Yellow) 4 Wheel Drive System
 17 - 15 Amp (Blue) Alternator
 18 - 15 Amp (Blue) Pusher Fan
 19 - 10 Amp (Red) Air Bag System
 20 - 30 Amp (Green) Power Point
 21 - 15 Amp (Blue) Rear Wiper
 22 - 30 Amp (Green) JBL System
 23 - Fuel Pump Relay
 24 - Diode Rear Wheel Anti-Lock
 25 - Diode PCM
 26 - Diode ABS
 27 - PCM Power Relay
 28 - W.A.C. Relay
 29 - Fog Lamp Relay
 30 - Wiper Hi-Lo Relay
 31 - Horn Relay
 32 - Wiper Run Relay

 1 - 7.5 Amp Power Mirror, Power Antenna

 2 - 7.5 Amp High-mount Stoplight
 4 - 10 Amp Left Headlamp
 5 - 10 Amp OBDII System
 6 - 7.5 Amp Air Bag System, Blower relay
 7 - 7.5 Amp Illuminated Switches
 8 - 10 Amp Right Headlamp, Fog Lamp System
 9 - 10 Amp EATC Memory, Seat Memory, Message Center, Cellular Phone
 10 - 7.5 Amp EATC System, Rear Blower, Speed Control, GEM System, Brake Interlock, Overhead
Console, Automatic Ride Control
 11 - 7.5 Amp Warning Lights
 12 - 10 Amp Front/Rear Wash System
 13 - 15 Amp PCM System, Stop Lamps, 4-Wheel Drive, ABS, Speed Control, Trailer Tow
 15 - 7.5 Amp Air Bag System, Alternator
 16 - 30 Amp Front Wiper
 17 - 15 Amp Cigar Lighter
 18 - 15 Amp A/C System
 19 - 25 Amp Ignition Coil, PCM System
 20 - 7.5 Amp Radio, Power Antenna, GEM System, Anit-Theft, Cellular Phone
 21 - 15 Amp Hazard Lamps
 22 - 10 Amp Turn Signals
 23 - 10 Amp Rear Wiper System
 24 - 10 Amp Starter Relay
 25 - 7.5 Amp Speedometer, GEM System
 26 - 10 Amp 4R44E/4R55E Overdrive, DRL System, Back-up Lamps, 4-Wheel Drive, Rear Defroster
 27 - 15 Amp Under Hood Lamp, Map Lights, Glove Box Lamp, Dome Lamp, Visor Lamps, Accessory
Relay, Dimmer Switch Illumination, 4X4 System
 28 - 7.5 Amp GEM System, Memory Seat
 29 - 10 Amp Audio System
 30 - Not Used
 31 - 7.5 Amp Aux. Power, Blower system
 32 - 7.5 Amp Heated Mirror, Heated Backlight
 33 - 15 Amp High Beam Lamps
 34 - 7.5 Amp Lux. Audio System
POWER DISTRIBUTION BOX ID (1996)

Fig. 12: Power Distribution Box ID (1996)

 3 - 30 Amp Automatic Ride Control Suspension (If Equipped)
 4 - 30 Amp PCM Power, Horn
 5 - 30 Amp Power Locks, Power Windows, Power Seats
 8 - 30 Amp Trailer Park/Stop Lamps (With Trailer Package)
 11 - 30 Amp Headlights
 12 - 30 Amp Fuel System, Anti-Theft System
 13 - 30 Amp PCM Power
 14 - 30 Amp Rear Window Defogger
 15 - 15 Amp Foglights, Offroad Lights, DRL System
 16 - 15 Amp 4 Wheel Drive System
 17 - 20 Amp Alternator
 18 - 15 Amp Pusher Fan
 19 - 15 Amp Air Bag System
 20 - 20 Amp Power Point
 21 - 20 Amp Rear Wiper
 22 - 30 Amp JBL System
 23 - Fuel Pump Relay
 24 - Diode PCM
 25 - Diode ABS
 26 - Not Used
 27 - PCM Power Relay
 28 - W.A.C. Relay
 29 - Wiper Hi-Lo Relay
 30 - 15 Amp HEGO
 31 - Horn Relay
 32 - Wiper Run Relay
REMINDER INDICATOR RESET PROCEDURES
Ford / Lincoln / Mercury - 1985-14
CHANGE OIL SOON/OIL CHANGE REQUIRED MESSAGE
NOTE: CHANGE OIL SOON/OIL CHANGE REQUIRED messages can also refer to Oil
Life monitoring systems.
NOTE: To determine the appropriate reset procedure, refer to CHANGE OIL SOON/OIL
CHANGE REQUIRED MESSAGE RESET INDEX. Only vehicles listed in this index
have a Change Oil Soon/Oil Change Required Message reset.
CHANGE OIL SOON/OIL CHANGE REQUIRED MESSAGE RESET INDEX

Model & Year Reset Procedure
Aviator
2003-05 Change Oil Soon/Oil Change Required Message - Procedure 4
Crown Victoria
C-Max
E-Series
Edge
Escape
Expedition Series
W/Message Center
Cluster
W/Base Inst.
Cluster
Explorer
2005 Change Oil Soon/Oil Change Required Message - Procedure 11
Explorer Sport Trac
F-Series Trucks
F-150
F-250 To F-550
Fiesta
Five Hundred
Flex
Focus
Freestar
Freestyle
Fusion
Grand Marquis
LS
Mariner
Mark VIII
Milan
MKS
2013-14
Change Oil Soon/Oil Change Required Message - Procedure 14
MKT
MKX
MKZ
Montego
Monterey
Mountaineer
Mustang (1)
Navigator
Police Interceptor Sedan & Utility
Sable
Taurus
Taurus X
Town Car
Transit Connect
Windstar
Shelby models are not equipped with the oil life monitor option.
(1)
CHANGE OIL SOON/OIL CHANGE REQUIRED MESSAGE - PROCEDURE 1
Oil Life Reset:
1. Press the SETUP button to display PRESS SELECT TO BEGIN SYSTEM CHECK.
2. Press the SELECT button to display OIL LIFE - PRESS RESET IF NEW OIL.
3. Press and hold the RESET button until OIL LIFE SET TO 100% is displayed.
Oil Life Start Value:
1. Press the SETUP button until OIL LIFE START VALUE PRESS SELECT TO CHANGE is displayed.
2. Press and release the SELECT button until the desired start value is displayed.
Oil Life Reset - Base Instrument Cluster
1. Press and release the ODO/TRIP button to toggle between the odometer and trip odometer displays.
2. Press and release the ODO/TRIP button again to toggle between the trip odometer display and the OIL
LIFE XX% display.
3. Press and hold the ODO/TRIP button for approximately 2 seconds or longer until OIL LIFE 100% is
displayed.
4. Press and release the ODO/TRIP button to return to the odometer display.
Oil Life Reset - Message Center Instrument Cluster
1. Press and release the SETUP button until OIL LIFE XX% RESET IF NEW is displayed.
2. Press and release the RESET button until IF NEW OIL HOLD RESET is displayed (On Freestar &
Freestyle: HOLD RESET TO CONFIRM).
3. Press and hold the RESET button until OIL LIFE SET TO 100% is displayed.
Oil Life Reset:
NOTE: The XXX's in the steps below represent a numeric value and displays the
correct number in a percentage. For example, OIL LIFE = XXX% may display OIL
LIFE = 45%.
1. Press and release the SETUP button until SYSTEM CHECK is displayed.
2. Press and release the SETUP button again to display OIL LIFE = XXX% HOLD RESET = NEW.
3. Press and hold the RESET button for 2 seconds and release to reset the oil life to 100%. "OIL LIFE SET
TO 100%" is displayed.
NOTE: The oil life start value is used to reset the oil life value back to the maximum if
the value was previously changed, or to lower the value by 10% increments
down to 10%.
1. Press and release the SETUP button until SYSTEM CHECK is displayed.
2. Press and release the SETUP button again to display OIL LIFE = XXX% HOLD RESET = NEW.
3. Press and hold the RESET button for 2 seconds and release to reset the oil life to 100%.
4. Press and release the RESET button to lower the percentage by 10% (down to 10%) for each button press
or return the value to 100%.
Oil Life Reset:
1. Press and release the SETUP button twice until OIL LIFE = XXX% HOLD RESET = NEW is displayed.
2. Press and hold the RESET button for 2 seconds until OIL LIFE SET TO 100% is displayed to reset the oil
life to 100%
NOTE: The oil life start value is used to reset the oil life value back to the maximum if
the value was previously changed, or to lower the value by 10% increments
down to 10%.
1. Press and release the SETUP button twice until OIL LIFE = XXX% HOLD RESET = NEW is displayed.
2. Press and hold the RESET button for 2 seconds until OIL LIFE SET TO 100% is displayed to reset the oil
life to 100%.
3. Release the RESET button then press and release the RESET button to lower the percentage by 10%
(down to 10%) for each button press or return the value to 100%.
NOTE: This procedure resets the oil life telltale in the Instrument Panel Cluster (IPC),
and the oil change reminder message in the message center display.
1. Turn the ignition switch to the RUN position (do not start the engine)
NOTE: For vehicles with push-button start, press and hold the start button for two
seconds without pressing the brake pedal. Do not attempt to start the
engine.
2. Press the brake and accelerator pedals at the same time.
3. Keep the pedals fully depressed.
4. After three seconds, the "Service: Oil reset in prog." message will be displayed.
5. After 25 seconds, the "Service: Oil reset complete" message will be displayed.
6. Release both the accelerator and brake pedals.
7. The "Service: Oil reset complete" message will no longer be displayed.
8. Rotate the key to the OFF position.
NOTE: For vehicles with push-button start, push the start/stop switch to turn the
vehicle off completely.
9. Start the vehicle. Make sure that the oil life telltale is not illuminated in the IPC, and the oil change
reminder message is no longer displayed in the message center.
Non-Hybrid
Oil Life Reset:
NOTE: The oil life calculation is set at a maximum of approximately 12,070 km (7,500
miles) or 180 days (non-hybrid) or 16,093 km (10,000 miles) (hybrid).
1. Press and release the SETUP button to display OIL LIFE XXX% HOLD RESET = NEW.
NOTE: Oil Life Start Value: The oil life start value is used to reset the oil life value
back to the if the value was previously changed, or to lower the value from
the maximum in 10% increments down to 10%. To change oil life value to
another value, proceed to next step.
3. Once "OIL LIFE SET TO XXX%" is displayed, release and press the RESET button to change the Oil
Life Start Value. Each release and press will reduce the value by 10%.
Hybrid
Oil Life Reset And Oil Life Start Value
NOTE: The oil life calculation is set at a maximum of approximately 16,093 km (10,000
miles) or 12 months.
NOTE: The message center is displayed on the LH side of the speedometer and is split
into several different viewing panes.
1. Press and release the SETUP button to display VEHICLE SETTINGS in the LH viewing pane of the
message center.
2. Press and release the RESET button to display the next viewing pane.
3. Press and release the SETUP button to select and highlight OIL LIFE in the LH viewing pane of the
message center.
NOTE: Once the RESET button is pressed, the message center highlights the
currently selected oil life start value. This value can be changed or left as
currently selected.
4. Press and release the RESET button to display the move to the RH viewing pane of the message center
and highlight SET TO xxx%.
5. Press and release the SETUP button to highlight the desired oil life start value.
NOTE: A pop-up window appears stating HOLD RESET FOR 2 SECONDS TO

CONFIRM. PRESS INFO TO CANCEL.
6. Press and release the RESET button.

7. Press and hold the RESET button for approximately 2 seconds to select and confirm the desired oil life
start value.
NOTE: To reset the oil service light and clear the oil change message after servicing
use the following procedure:
1. Begin with the ignition off.

2. Turn the key to the accessory position for keyed vehicles and for push button start vehicles press the
Start/Stop button once quickly. DO NOT attempt to start the engine.
3. Press the brake and accelerator pedals at the same time. Hold down fully for at least 20 seconds.
4. Release both the accelerator and brake pedals.
5. ENGINE OIL CHANGE DUE NEXT SERVICE and [Wrench & Oil Can icon] will display in the
message center.
6. Rotate the key to the OFF position.
7. Turn the vehicle off. The message and lights will be cleared.
The message center is used to program/configure various options. The message center display is located in the
instrument cluster.
Use the steering wheel controls to navigate through the message center to locate the Oil Life Reset option: Main
Menu > Settings > Convenience > Oil Life Reset .
Press the up/down arrow buttons to move up/down through the message center choices.
Press the left/right arrow buttons to move left/right through the message center choices.
 Press the left/right, up/down arrow buttons to move through the message center choices. Select
SETTINGS
CONVENIENCE
 Press the left/right, up/down arrow buttons to move through the message center choices. Select OIL LIFE
RESET
Percentage - 100, 90, 80, 70, 60, 50, 40, 30, 20, or 10.
 Press the OK button to select highlighted options and confirm choices/messages.
To reset oil life feature, press and hold the OIL CHANGE RESET control for 5 seconds. The message center
will count down for 5 seconds. If reset is successful, message center will display OIL LIFE RESET TO 100%.
NOTE: All message reset functions are carried out using the single stem
SELECT/RESET button in the Base Instrument Panel Cluster
NOTE: The XX's in the message center displays below represent a numeric value. For
example, the message center may display OIL LIFE = 80%.
Oil Life Reset:
NOTE: The ENGINE OIL CHANGE SOON message will be displayed on message center
when remaining engine oil life is 5% or less. The ENGINE OIL CHANGE NOW
message will be displayed when engine oil life is 0%.
1. Press and release the SELECT/RESET button to scroll through the information displays until the message
center displays HOLD RESET FOR SETUP MENU.
2. For 2007-13 Expedition and Navigator (Message Center Cluster): Press and hold the RESET button
for approximately 2 seconds until the message center displays HOLD RESET FOR SYSTEM CHECK.
For all other models (Base Instrument Cluster), go to next step.
3. Press and release the SELECT/RESET button until the message center displays OIL LIFE XX% HOLD
RESET = NEW.
4. Press and hold the SELECT/RESET button for 2 seconds and release when the message center displays
OIL LIFE SET TO 100%.
5. Press and release the SELECT/RESET button to exit the procedure.
2. For 2007-13 Expedition and Navigator (Message Center Cluster): Press and hold the RESET button
for approximately 2 seconds until the message center displays HOLD RESET FOR SYSTEM CHECK.
For all other models (Base Instrument Cluster), go to next step.
3. Press and release the SELECT/RESET button until the message center displays OIL LIFE XX% HOLD
RESET = NEW.
4. Press and hold the SELECT/RESET button for 2 seconds until the message center displays OIL LIFE
SET TO 100%.
NOTE: The oil life start value can be lowered from 100% to 10% in 10% increments
then the value starts again at 100%.
5. Continue to hold the SELECT/RESET button to lower the oil life in 10% increments from the default
100% until the message center displays OIL LIFE SET TO XX%.
6. Press and release the SELECT/RESET button to exit the procedure.
Oil Life Reset:
1. Press and release the SETUP button until the message center displays PRESS RESET AT OIL CHANGE.
2. Press and release the RESET button until the message center displays HOLD RESET TO CONFIRM.
4. Press the SETUP to exit the procedure and continue with the system check.
1. Press and release the SETUP button until the message center displays PRESS RESET AT OIL CHANGE.
2. Press and release the RESET button until the message center displays HOLD RESET TO CONFIRM.
4. Press the RESET and the SETUP buttons simultaneously for 2 seconds until the message center displays
OIL LIFE XX% RESET TO ALTER.
5. Press the RESET button to lower the percentage by 10% (up to 30%) for each button press or return the
value to 100%.
6. Press the SETUP to exit the procedure and continue with the system check.
With Base Instrument Cluster
Oil Life & Oil Life Start Value Reset:

1. Place the ignition in the RUN position with the engine off (KOEO).
2. Press and release the TRIP/RESET button until SETUP MENU HOLD RESET is displayed.
3. Press and hold the TRIP/RESET button until RESET FOR SYS CHECK (2006 early build) or SYSTEM
CHECK HOLD RESET (2006 late build and later) is displayed.
4. Release the TRIP/RESET button.
5. Press and release the TRIP/RESET button to scroll through the system check menu items until HOLD
RESET IF NEW OIL is displayed.
6. Press and hold the TRIP/RESET button until OIL LIFE SET TO 100% is displayed.
NOTE: If the oil life start value was set to 100%, the next setting would be 90%. If
the oil life start value was set to 10%, the next setting would be 100%
7. Release the TRIP/RESET button. The oil life is now reset.

8. To change the oil life start value, press and hold the TRIP/RESET button until the oil life display
indicates the next oil life start value.
9. Repeat Step 7 for each desired 10% reduction in the oil life start value down to 10%.
With Message Center Instrument Cluster
Oil Life Reset:
NOTE: For 2008 and later vehicles, it may be possible to start with step 2.
1. Press and release the SETUP button until the message center displays PRESS RESET TO BEGIN
SYSTEM CHECK.
2. Press and release the RESET button until the message center displays HOLD RESET IF NEW OIL.
3. Press and hold the RESET button for 2 seconds until the message center displays OIL CHANGE SET TO
100%.
Oil Life Start Value Reset
1. Press and release the SETUP button until the message center displays OIL LIFE START VALUE SET
TO XX%.
2. Press and release the RESET button to lower the percentage by 10% (down to 10%) for each button press
or return the value to 100%.
With Message Center Instrument Cluster
Oil Life Reset
1. Press and release the SETUP button until the message center displays OIL LIFE XXX% HOLD RESET =
NEW OIL.
2. Press and hold the RESET button for 2 seconds and release when the message center displays OIL LIFE
SET TO XXX%.
3. Press and release the SETUP button to exit the procedure.
Oil Life Start Value
NEW OIL.
SET TO XXX%.
3. Press and release the RESET button to decrease the oil life start value (from 100% to 10%) for each 10%
reduction until the desired oil life start value is displayed.
With Base Instrument Cluster
NOTE: All message center functions are carried out using the single stem
SELECT/RESET button in the Instrument Cluster (IC).
Oil Life Reset
2. Press and hold the SELECT/RESET button for approximately 2 seconds until the message center displays
OIL LIFE XXX% HOLD RESET = NEW.
OIL LIFE SET TO XXX%.
4. Release the SELECT/RESET button and allow the setup timer to expire to exit the procedure.
Oil Life Start Value
OIL LIFE XXX% HOLD RESET = NEW.
OIL LIFE SET TO XXX%.
NOTE: The oil life start value reduces by 10% for each second that the
SELECT/RESET button is held once the oil life start value begins
decreasing.
4. Continue to hold the SELECT/RESET button until the oil life begins to decrease in value (from 100%
down to 10%), continuing to hold until the desired start value is displayed.
5. Release the SELECT/RESET button and allow the setup timer to expire to exit the procedure.
instrument cluster.
Use the left steering wheel controls to navigate through the message center to locate the Oil Life Reset option.
Depending on display type, follow menu path to reset: (see Fig. 1)
NOTE: For Fusion, MKS, MKT, MKX, MKZ , use Type 2 instructions.
 Type 1: Main Menu > Settings > Convenience > Oil Life Reset
 Type 2: Main Menu > Settings > Vehicle > Oil Life Reset
SETTINGS
CONVENIENCE or VEHICLE
RESET
Percentage - 100, 90, 80, 70, 60, 50, 40, 30, 20, or 10.
Fig. 1: Identifying Information Display Types (Edge & Flex Shown; Other Models Are Similar)
Base Message Center
NEW OIL.
SET TO XXX%.
NOTE: To change oil life 100% value (if equipped with this feature) to a value less
than 100%, proceed to next step.
Uplevel Message Center
The message center display is located in the instrument cluster. Use the steering wheel mounted buttons to
navigate through the message center to locate the Oil Life Reset option. Go to Main Menu > Settings > Oil Life
Reset .
 Press the up/down arrow buttons to move up/down through the message center choices.
 Press the left/right arrow buttons to move left/right through the message center choices.
The warning message CHANGE OIL SOON is single cycle, non-resettable and repetitive warning messages.
Single cycle warning messages will display once whenever the ignition switch is turned to ON or a fault occurs
in a system and can be cleared by pressing the RESET button.
1. The CHANGE OIL SOON message will be displayed on message center when remaining engine oil life
is 5% or less. The OIL CHANGE REQUIRED message will be displayed when engine oil life is 0%.
2. To reset the oil monitoring system to 100%, press the STATUS control to access the System Check
function. Press RESET control to reset oil percentage (%). Press and hold RESET control to change
setting to 100%.
3. If reset procedure is successful, the message center will display OIL LIFE SET TO 100%.
1. The CHANGE OIL SOON warning will display on the message center when remaining engine oil life is
5% or less. The OIL CHANGE REQUIRED will display when engine oil life is 0%.
2. To reset display after oil change, press VEHICLE SETTINGS control until OIL CHANGE RESET
display appears. On 1993-96 models, press OIL CHANGE RESET switch and hold for 5 seconds as
message center display counts down to trigger an oil change reset. On 1997-98 models, press RESET
switch for 5 seconds to reset display.
3. After a successful reset, the message center will display OIL LIFE RESET TO 100.
The warning message displays once whenever the ignition switch is turned to the ON position or a fault occurs
in a system and can be cleared by pressing the RESET button. Once cleared, the messages are not displayed
again until the next ignition cycle.
NOTE: Oil life calculation is set at a maximum of approximately 5,000 miles (8,000 kms)
or 180 days.
1. Press the INFO button to cycle message to OIL CHANGE message.
2. Press the SET button to display PRESS SET FOR SYS CHCK.
3. Press and release the SET button to display OIL CHNG XXX% HOLD SET NEW.
4. Press and hold the SET button for about 2 seconds to display OIL CHANGE SET TO 100%. The oil life
is now set to 100%.
NOTE: Oil life calculation is set at a maximum of approximately 7,500 miles (12,000
kms) or 180 days.
Without Message Center
center displays HOLD RESET IF NEW OIL.
2. Press and hold the SELECT/RESET button for about 2 seconds until the message center displays OIL
LIFE SET TO 100%.
3. Once OIL LIFE SET TO 100% is displayed, press and hold the SELECT/RESET button for more than 2
seconds until the message center displays OIL LIFE SET TO XXX%.
4. Press and hold SELECT/RESET button to reduce the start value (10% for each button press).
5. Press and release SELECT/RESET button to exit the procedure.
With Message Center
1. From the setup menu, press and release RESET button to display HOLD RESET IF NEW OIL.
3. The message center displays OIL LIFE SET TO 100%.
4. Once message center displays OIL LIFE SET TO 100%, release the RESET button then press and release
the RESET button to reduce the start value (10% for each button press).
The oil life minder has 2-level warnings, both cleared by the RESET button. The critical one turns on the
display after a period of time (if the condition is still active). Oil life minder warning can overwrite normal
mode messages. Pressing RESET button acknowledges the warning.
1. Press the MODE button repeatedly until OIL LIFE XX% is displayed. XX will be between 6-100% when
the oil life is okay. CHANGE OIL SOON is displayed if the oil life is 5% or less. CHANGE OIL NOW is
displayed if the oil life is 0%.
2. Press and hold the MODE button for 5 seconds until RESET FOR NEW OIL LIFE is displayed. If the
RESET button is not pressed, after one minute of inactivity or if the power is interrupted during the reset
oil life mode, the message center resets the oil life to the original value. Press and release the RESET
button. The oil life value will be reset to 100%.
NOTE: See Fig. 2 to identify information display types.
Type 1 Information Display:
1. Press and release the SETUP button to display OIL LIFE XXX% HOLD RESET = NEW.
NOTE: Oil Life Start Value: The oil life start value is used to reset the oil life value
back to the if the value was previously changed, or to lower the value from
the maximum in 10% increments down to 10%. To change oil life value to
another value, proceed to next step.
Type 2 Information Display:
instrument cluster.
Use the left steering wheel controls to navigate through the message center to locate the Oil Life Reset option:
Main Menu > Settings > Vehicle > Oil Life Reset .
SETTINGS
 Press the left/right, up/down arrow buttons to move through the message center choices. Select VEHICLE
RESET
Percentage - 100, 90, 80, 70, 60, 50, 40, 30, 20, or 10.
Fig. 2: Identifying Information Display Types (F-250 - F550)
CHECK A/C (CABIN) FILTER MESSAGE

NOTE: To determine the appropriate reset procedure, refer to CHECK A/C (CABIN)
FILTER MESSAGE RESET INDEX. Only vehicles listed in this index have a
Check A/C (Cabin) Filter Message reset.
CHECK A/C (CABIN) FILTER MESSAGE RESET INDEX

LS
2000-06 Check A/C (Cabin) Filter Message Reset - Procedure 1
CHECK A/C (CABIN) FILTER MESSAGE RESET - PROCEDURE 1
1. To reset the A/C filter monitoring system to 100%, press the STATUS control to access the System
Check function. Message center will display A/C FILTER XXX% RESET FOR NEW.
2. Press and hold RESET control to change setting to 100%. Message center will now display IF NEW
FILTER HOLD RESET.
3. If reset procedure is successful, the message center will display A/C FILTER LIFE SET TO 100%.
OVERHEAD WARNING LIGHTS
NOTE: To determine the appropriate reset procedure, refer to OVERHEAD WARNING

LIGHTS RESET INDEX. Only vehicles listed in this index have an Overhead
Warning Lights reset.
OVERHEAD WARNING LIGHTS RESET INDEX

Cougar
1992-02 Overhead Warning Lights Reset - Procedure 1
OVERHEAD WARNING LIGHTS RESET - PROCEDURE 1
1. One or more of the 7 overhead lights will turn on after about 358 days or 4800 miles to indicate routine
service should be performed.
2. To reset the light, hold the SELECT and UNITS buttons on the trip computer for 5 seconds. The service
interval light will be illuminated, and then turn off after about 4 seconds.
SERVICE INTERVAL REMINDER LIGHT
NOTE: To determine the appropriate reset procedure, refer to SERVICE INTERVAL

REMINDER LIGHT RESET INDEX. Only vehicles listed in this index have a
Service Interval Reminder Light reset.
SERVICE INTERVAL REMINDER LIGHT RESET INDEX

Passenger Cars
1985-89 Service Interval Reminder Light Reset - Procedure 1
Continental
Light Duty Trucks
Non-EEC Light Duty Trucks
1988 Service Interval Reminder Light Reset - Procedure 3
SERVICE INTERVAL REMINDER LIGHT RESET - PROCEDURE 1
Every 5000 or 7500 miles, depending upon engine application, a SERVICE interval reminder light on the dash
will illuminate (for approximately 30 seconds), or begin flashing, indicating an oil change is due.
To reset reminder light, turn ignition on. Simultaneously depress and hold TRIP (ODO SEL on Taurus and
Sable, SYSTEM CHECK or CHECK OUT on Continental) and RESET or TRIP RESET buttons. On Probe,
depress and hold SERVICE RESET button, located on speed alarm keyboard. On all models, 3 beeps will verify
that reminder light has been reset.
During system check sequence, the SERVICE symbol comes on and displays the number of miles to go before
the next normal service. To reset the service interval reminder, press SYSTEM CHECK and RESET buttons
simultaneously. The display should now show 7200 miles. Service interval reminder light has been reset.
A SRI is used to indicate emission system maintenance is required. Control unit (timer) for maintenance light is
located under dash, near steering column or behind glove box. Some models use a non-resettable control unit.
Replace it with a resettable type. After servicing emission system, reset SRI.
1. To reset SRI, turn ignition off. Remove tape over reset hole in timer. Lightly push a small Phillips
screwdriver into hole in timer unit marked RESET. With light pressure on screwdriver, turn ignition
switch to RUN position.
2. Light should stay on while screwdriver is pressed down. Hold screwdriver down for approximately 5
seconds. Remove screwdriver. Light should go out within 2-5 seconds. If light does not go out, repeat
step 1
3. Cycle ignition from OFF to RUN position. Light should glow for 2-5 seconds. This verifies proper reset
of maintenance reminder light.
TIRE PRESSURE MONITOR SYSTEM (TPMS)
NOTE: To determine the appropriate reset procedure, refer to TPMS RESET INDEX.
Only vehicles listed in this index have a TPMS reset.
TPMS RESET INDEX
Model Application Procedure
Ford
C-Max 2013-14 TPMS Reset - Procedure 1
Crown Victoria 2008-11 TPMS Reset - Procedure 1
E-Series Vans 2008-11 TPMS Reset - Procedure 1
2012-13 TPMS Reset - Procedure 4
2014 TPMS Reset - Procedure 6
Edge 2008-11 TPMS Reset - Procedure 1
Escape 2006-11 TPMS Reset - Procedure 1
Expedition/EL 2004-06 TPMS Reset - Procedure 2
Explorer 2004-05 TPMS Reset - Procedure 2
-Intelligent Access (IA) 2012-14 TPMS Reset - Procedure 3
-Integrated Keyhead Transmitter (IKT) 2012-14 TPMS Reset - Procedure 4
Explorer Sport Trac 2008-10 TPMS Reset - Procedure 1
F-Series Pickups 2008-14 TPMS Reset - Procedure 1
Fiesta 2011 TPMS Reset - Procedure 1
Flex 2009-11 TPMS Reset - Procedure 1
2012 TPMS Reset - Procedure 4
Focus 2008-11 TPMS Reset - Procedure 1
Freestar 2004-05 (1) TPMS Reset - Procedure 5
(Indirect)
(Direct)
Fusion 2008-11 TPMS Reset - Procedure 1
Mustang 2007-11 TPMS Reset - Procedure 1
Police Interceptor (Sedan)
-Intelligent Access (IA) 2014 TPMS Reset - Procedure 3
-Integrated Keyhead Transmitter (IKT) 2014 TPMS Reset - Procedure 4
Police Interceptor (Utility)
Ranger 2007-11 TPMS Reset - Procedure 1
Taurus 2008-10 (2) TPMS Reset - Procedure 1
Taurus X 2008-09 TPMS Reset - Procedure 1
Transit Connect 2010-11 TPMS Reset - Procedure 1
Windstar 2001-03 (1) TPMS Reset - Procedure 5
Lincoln
Aviator 2004-05 TPMS Reset - Procedure 2
Mark LT 2007-08 TPMS Reset - Procedure 1
MKS 2009-11 TPMS Reset - Procedure 1
MKT 2010-11 TPMS Reset - Procedure 1
MKX 2008-11 TPMS Reset - Procedure 1
MKZ 2008-11 TPMS Reset - Procedure 1
Navigator/L 2003-06 TPMS Reset - Procedure 2
Town Car 2008-11 TPMS Reset - Procedure 1
Mercury
Grand Marquis 2008-11 TPMS Reset - Procedure 1
Mariner 2006-11 TPMS Reset - Procedure 1
Milan 2008-11 TPMS Reset - Procedure 1
Monterey 2004-05 (1) TPMS Reset - Procedure 5
(Indirect)
(Direct)
Mountaineer 2003-05 TPMS Reset - Procedure 2
Sable 2008-09 TPMS Reset - Procedure 1
(1) This is an Indirect TPM System. A transmitter activation tool is not required for this procedure.
(2) For 2010 models with Integrated Keyhead Transmitter (IKT) or Intelligent Access (IA) type of
Remote Keyless Entry system, see TPMS Reset - Procedure 3 or 4
TPMS SENSOR TYPES
Ford Motor Company uses three different designs of TPMS sensor:
 Banded Sensor
 Valve Mounted Bolt-On Sensor
 Valve Mounted Snap-In Sensor
NOTE: Although the three different system use similar methods for communicating,
the tire pressure sensors are not interchangeable.
Fig. 3: Identifying Valve Stems Used With Ford TPMS Sensors
Banded Sensor
The banded (or band-on) TPMS sensor assembly consists of:
 A metal band around the center of the wheel

 A cradle or bracket to hold the sensor
 A tire pressure sensor
Valve Mounted Bolt-On Sensor
The valve mounted sensors (also known as a Schrader Valve Sensor) are one-piece "bolt-on" valve mounted
sensor where the sensor and valve stem are molded together. The sensor is secured in place by a hex nut and
uses a rubber grommet to prevent any leaks. This sensor was replaced by the Banded Sensor.
Valve Mounted Snap-In Sensor

Beginning in 2009 with the Escape and F-150, a two piece snap-in valve mounted sensor was used. The sensor
and valve stem are separate pieces which are screwed together and can be replaced separately.
The sensor is referred to as "snap-in" because it uses a more traditional rubber valve stem for installation and
does not use a hex nut fastener or rubber o-ring for attachment.
NOTE: Snap-In Sensors MUST USE new style valve stem.
TPMS RESET - PROCEDURE 1
NOTE: If tire pressure sensor is replaced, it will need to be trained. The TPM system is
not affected by wheel and tire rotation.
NOTE: As ambient temperature decreases by 6°C (10°F), tire pressure decreases 1 psi
(7 kPa). Because tire pressures fluctuate with temperature changes, tire
pressures must be set when tires are at outdoor ambient temperatures. If the
tire pressure may drop enough to be detected by the TPM system, which will
activate the low pressure warning light.
NOTE: When the tire pressure warning light comes on solid and message center
displays "LOW TIRE PRESSURE", check the air pressure of all tires and adjust
to the specified cold pressure listed on vehicle certification label (found on
driver's door or door pillar). Drive the vehicle at 20 mph (32 km/h) for at least 2
minutes. If the vehicle has been stationary for more than 30 minutes, a TPM
sensor Activation procedure may be needed. Make sure the warning light goes
off. If the warning light stays on, there is a malfunction in the TPM system. See
appropriate manufacturer service information.
NOTE: When the tire pressure warning light flashes for 70 seconds and then remains
illuminated, after bulb-check has been performed and message center displays
warning messages, there is a malfunction in the TPM system. See appropriate
manufacturer service information.
NOTE: Under the following conditions, the TPM system may not function properly:
 Low tire pressure.

 Tire pressure sensor is missing or damaged.
 Spare tire is installed as a road wheel.
 Incorrect tire pressure sensor is installed.
 Tire pressure sensor installed incorrectly.
 Non-OEM wheels installed (aftermarket rims).
 Non-OEM equipped run-flat tires installed.
 Other non-OEM modifications (roll cages, service barriers, part racks,
ladder racks, etc.)
NOTE: The tire pressure sensor training procedure must be done on a single vehicle,
in an area without Radio Frequency (RF) noise and at least 3 ft. (1 m) away from
any other vehicle equipped with TPM system. RF noise is generated by
electrical motor and appliance operation, cellular telephones and remote
transmitters, power inverters and portable entertainment equipment.
NOTE: A new tire pressure sensor is shipped in an OFF mode (or battery saver mode),
and must be turned ON before it can be trained. To turn the sensor on, inflate
the tire to the recommended inflation pressure and wait at least 2 minutes, then
continue with the sensor training procedure.
1. Turn ignition switch to OFF position, then press and release brake pedal.
2. Turn ignition switch from OFF position to the RUN position 3 times, ending in RUN position. Do not
wait more than one minute between each key cycle.
3. Press and release the brake pedal.
4. Turn ignition switch to OFF position.
NOTE: The horn will sound once and the tire pressure warning light will flash if
train mode has been entered successfully (if equipped, the message
center displays "TRAIN LF TIRE").
6. Depending on TPMS sensor type, place transmitter activation tool on the left front tire wall:
 Band-On Type Sensor: Opposite (180 degrees) from the valve stem. See Fig. 4
 Valve-Mounted Type Sensor: Near the valve stem.
Press the activation button. The horn will sound briefly to indicate that the tire pressure sensor has been
recognized by the Driver's Door Module (DDM).
NOTE: It may take up to 6 seconds to activate a tire pressure sensor. During this
time, the transmitter activation tool must remain in place, in the
appropriate position relative to the valve stem.
NOTE: If a sensor does not respond to the activation tool, move the vehicle to
rotate the wheels at least 1/4 of a turn and attempt to activate the same
sensor again.
NOTE: If the DDM does not recognize any one of the 4 tire pressure sensors
during the 2 minute time limit for each sensor response, the horn will
sound twice and the message center (if equipped) will display "TIRE NOT
TRAINED REPEAT". The training procedure must be repeated from the
beginning.
7. Within 2 minutes after the horn sounds, place transmitter activation tool on the right front tire wall, in the
appropriate position relative to the valve stem. Then press the activation button to train the right front tire
pressure sensor. Repeat procedure for right rear and left rear tires.
NOTE: Do not wait more than 2 minutes between training each sensor. If the wait
time is more than 2 minutes the DDM will stop and the training procedure
must be repeated from the beginning.
8. When the tire training procedure is complete, the message center (if equipped) will display "TIRE
TRAINING COMPLETE". For vehicles not equipped with a message center, successful completion of
the training procedure will be verified by turning the ignition switch to the OFF position without the horn
sounding. If the horn sounds twice when ignition is turned off, the training procedure was not successful.
Fig. 4: Training Tire Pressure Sensors (Wheels With Band-On Sensors)

NOTE: If vehicle is stationary overnight when outside temperature is significantly lower

than daytime temperature, tire pressure may decrease about 3 psi (21 kPa) for a
drop of 30°F (17°C) in ambient temperature. This pressure decrease may
activate TPM warning system.
NOTE: Since tire pressure information is updated once every minute, it may take up to
a minute for warning light to turn off after tire pressure has been adjusted. If
vehicle has been parked for over 15 minutes, system information will be
updated once an hour. In this case, it may take up to an hour for warning light
to turn off after tire pressure has been adjusted.
NOTE: When the tire pressure warning light comes on solid, check the air pressure of
all tires and adjust to the specified pressure listed on tire label (located on the
driver's door or "B" pillar). Drive the vehicle at 20 mph (32 km/h) for at least 2
minutes. Make sure the warning light goes off. If the warning light stays on,
there is a malfunction in the TPM system. See appropriate manufacturer service
information.
NOTE: When the tire pressure warning light flashes for 20-30 seconds either at start-up
or while driving, check to see if a spare tire is being used. Repair as necessary.
Make sure the warning light goes off. If the tires are adjusted to the appropriate
pressure, spare tire is not in use, and warning light continues to flash, there is a
malfunction in the TPM system. See appropriate manufacturer service
information.
WARNING: In the following procedure, a magnet is used. Death or serious injury can
occur if magnetically sensitive devices are exposed to the relearn magnet.
Magnets can affect pacemakers.
NOTE: The tire pressure sensor training procedure must be done on a single vehicle,
in an area without radio frequency (RF) noise. RF noise is generated by
electrical motor and appliance operation, cellular telephones and remote
transmitters, power inverters and portable entertainment equipment.

wait more than one minute between each key cycle. The horn will sound once and the TPMS indicator
will flash if train mode has been entered successfully (if equipped, the message center displays "TRAIN
LF TIRE").
6. Place the TPM Relearn Magnet on the valve stem of the left front tire pressure sensor. The horn will
sound briefly to indicate that the tire pressure sensor has been recognized by the TPMS module.
7. Within 2 minutes after the horn sounds, place the magnet on the valve stem of the right front tire pressure
sensor. Repeat procedure for right rear and left rear tires.
NOTE: If the VSM (TPMS module is integral to VSM) does not recognize any one
of the 4 tire pressure sensors during the tire training procedure, the horn
will sound twice and the message center (if equipped) will display "TIRE
NOT TRAINED REPEAT". If this occurs, procedure must be repeated.
8. When the tire training procedure is complete, the horn will sound once and the message center (if
equipped) will display "TIRE TRAINING MODE COMPLETE".
1. Set the tire pressure of all wheels to pressure specified on the tire and loading information label.
2. Close All Doors.
4. Using the START/STOP button, switch from OFF to ACCESSORY to RUN position 3 times, ending in
RUN position.
7. Using the START/STOP button, switch from OFF to ACCESSORY to RUN position 3 times, ending in
RUN position.
8. Place transmitter activation tool on the left front tire wall at the valve stem. Press the activation button.
The horn will sound briefly to indicate that the tire pressure sensor has been recognized.
9. Within 2 minutes after the horn sounds, place transmitter activation tool on the right front tire wall at the
valve stem. Then press the activation button to train the right front tire pressure sensor. Repeat procedure
for right rear and left rear tires.
1. Set the tire pressure of all wheels to pressure specified on the tire and loading information label.
wait more than one minute between each key cycle. The horn will sound once and the TPMS indicator
will flash if the training mode has been entered successfully. If equipped, the message center will display
TRAIN LF TIRE.
7. Place transmitter activation tool on the left front tire wall at the valve stem. Press the activation button.
The horn will sound briefly to indicate that the tire pressure sensor has been recognized by the DDM.
NOTE: Do not wait more than 2 minutes between training each sensor. If the wait
time is more than 2 minutes the DDM will stop and the training procedure
must be repeated from the beginning.
8. Within 2 minutes after the horn sounds, place transmitter activation tool on the right front tire wall at the
valve stem. Then press the activation button to train the right front tire pressure sensor. Repeat procedure
for right rear and left rear tires.
NOTE: After tire rotation, replacement, balancing, alignment or pressure adjustment,

TPM system will need to be reset.
Vehicles With Message Center
1. To reset the system, turn ignition switch to ON position.

2. Press and hold the SETUP button and wait for the message center to display "SYSTEM CHECK".
3. Press the RESET button and wait for the message center to display "HOLD RESET TO RELEARN".
4. Continue to hold the RESET button for 3 seconds. The message "HOLD RESET TO RELEARN" and the
low tire warning light will flash 3 times, indicating the reset procedure is complete.
5. If the light illuminates, reset the tire pressure to specification, then repeat procedure from step 1.
6. The system normally requires 15-20 minutes of driving in each of 3 speed ranges to learn how the tires
behave after the system has been reset. However, the system will become functional in each speed range
as soon as learning completes in each individual speed range.
TIRE LEARNING SPEED RANGES

Speed Range MPH (KM/H)
Low 25-42 (40-68)
Medium 42-62 (68-100)
High Above 62 (100)
Vehicles Without Message Center
1. To reset the system, turn ignition switch to ON position.

2. Press and hold the Trip/Odometer reset button, and wait until "TIRE RESET" or "CHECK TIRE AND
RESET" is displayed in odometer display window.
3. Continue to press the button for 3 seconds, then release. After 3 seconds, the low tire pressure warning
light will flash 3 times, indicating that the low tire warning system reset procedure is complete.

1. Drive the vehicle above 20 mph (32 km/h) for at least two minutes and then park in a location where you
can easily get to all four tires and have access to an air pump.
2. Turn the ignition ON, with the engine OFF.
3. Turn the hazard flashers on then off three times. This must be accomplished within 10 seconds. If the
reset mode has been entered successfully, the horn will sound once, the system indicator will flash and
the message center (if equipped) will display TRAIN LEFT FRONT TIRE. If this does not occur, please
try again starting at Step 2.
4. Place a transmitter activation tool on the left front tire wall at the valve stem. Press the activation button.
The horn will sound briefly to indicate that the tire pressure sensor has been recognized.
5. Within 2 minutes after the horn sounds, place activation tool on the right front tire wall at the valve stem.
Then press the activation button to train the right front tire pressure sensor. Repeat procedure for right
rear and left rear tires.
6. After all four tires have been trained, remove the valve cap from the valve stem on the left front tire;
decrease the air pressure until the horn sounds. The single horn chirp confirms that the sensor
identification code has been learned by the module for this position. If a double horn is heard, the reset
procedure was unsuccessful, and must be repeated.
7. Repeat the air pressure decrease procedure for the remaining three tires.
8. Training is complete after the horn sounds for the last tire trained (driver's side rear tire), the system
indicator stops flashing, and the message center (if equipped) displays TRAINING COMPLETE.
9. Turn the ignition off. If two short horn beeps are heard, the reset procedure was unsuccessful and must be
repeated.
10. Set all four tires to the recommended air pressure as indicated on the Safety Compliance Certification
Label or Tire Label.
11.
VEHICLE MAINTENANCE MONITOR (VMM)
NOTE: To determine the appropriate reset procedure, refer to VEHICLE MAINTENANCE

MONITOR RESET INDEX. Only vehicles listed in this index have a Vehicle
Maintenance Monitor reset.
VEHICLE MAINTENANCE MONITOR RESET INDEX

Cougar
1989-92 Vehicle Maintenance Monitor Reset - Procedure 1
Probe
(With Standard Instrument
Cluster)
(With Electronic Instrument
Cluster)
Thunderbird
VEHICLE MAINTENANCE MONITOR RESET - PROCEDURE 1
NOTE: For models with Standard Instrument Cluster.
1. The SERVICE light will come on approximately every 7500 miles, indicating routine service is required.
The light will remain on for 3 minutes after vehicle is started.
2. To cancel the message and reset SERVICE light on 1990 models, depress and hold SERVICE RESET
button until 3 beeps are sounded. This will verify that reminder light has been reset. SERVICE RESET
button is located in VMM unit, in center of overhead console.
3. To cancel the message and reset SERVICE light on 1991-92 models, insert a small diameter shank into
hole centered directly above VMM display lights, and press switch once.
NOTE: For models with Electronic Instrument Cluster.
1. SERVICE INTERVAL will be displayed on system scanner every 7500 miles, indicating that routine
service is due. At 7500 miles, the message will remain on for 3 minutes after vehicle is started.
2. To cancel message and reset service interval on 1990 models, press and hold ODO SEL and TRIP
RESET buttons until 3 beeps are heard. Buttons are located on speed alarm keyboard.
3. To cancel message and reset service interval on 1991-92 models, press and hold SERV button until 3
tones are heard. SERV button is located on speed alarm keyboard.
1. Turn ignition switch to ON position. Within 16 seconds of turning ignition on, insert small diameter
shank into reset switch hole, and firmly push in switch. Reset switch hole is located on left side of VMM
panel.
2. Keep switch depressed until left side of display stops flashing. If switch is not kept depressed until left
side of display stops flashing, VMM will not be reset.
Manual A/C-Trouble Shooting
FIXED ORIFICE TUBE CYCLING CLUTCH EVALUATION TABLE

follow all SERVICE PRECAUTIONS and DISABLING & ACTIVATING AIR
BAG SYSTEM procedures in AIR BAG article in the
FIXED ORIFICE TUBE CYCLING CLUTCH EVALUATION

Low (Suction) High (Discharge) Clutch Cycle Time Component Or Cause
Pressure Pressure RATE ON OFF
High High Continuous Run Condenser-Inadequate
Airflow.
Norm-High High Continuous Run Engine Overheating.
Normal Norm-High Continuous Run (1) Air in Refrigerant,
Overcharged, (2) Humidity or

Ambient Temp. Very High.
High Normal Continuous Run Fixed Orifice Tube Missing/
"O" Rings Are Leaking.
High Normal Slow Long Long Clutch Cycling Switch High
Cut-In Temp.
Normal Normal Slow/None Long/Cont. Moisture In System, Excess
Norm/None Refrigerant Oil.
Normal Normal Fast Short Short Clutch Cycling Switch Low
Cut-in or High Cut-Out Temp.
Low Normal Slow Long Long Clutch Cycling Switch Low
Cut-Out Temp.
High Normal-Low Continuous Run Compressor Performance
Poor.
Norm-High Normal-High Continuous Run (3) A/C Suction Line is
Restricted/Plugged
Normal Normal-Low Fast Short Norm Low Airflow Through The
Evaporator.
Normal Normal-Low Fast Very Short Condenser, Fixed Orifice
Norm/Long Tube, Or Liquid Line Is
Restricted/Plugged.
Normal Normal-Low Fast Very Short Very Low Refrigerant Charge.
Short
Normal Normal-Low Fast Very Short Long Evaporator Core Tubes
Restricted/Plugged.
Low Normal-Low Continuous Run (4) A/C Suction Line Is
Restricted/Plugged OR Clutch
Cycling Switch Stuck Closed.
Normal Low Very Fast Very Short Clutch Cycling Switch
Very Short Temperatures Are Too Close
Together.
Erratic Operation/Compressor Doesn't Work None None None Clutch Cycling Switch
Contacts Sticking Open. Poor
Wiring Connections At The
Switches Or Clutch.
(1) If compressor makes noise when first started, it indicates overcharge and liquid refrigerant in
compressor.
(2) Compressor clutch may not cycle off at temperatures above 80°F. if humidity is high.
(3) Low pressure reading will be Normal to High if pressure is measured at accumulator and restriction is
downstream.
(4) Low pressure reading will be Low if pressure is measured at compressor and restriction is upstream.
A/C WIDE OPEN THROTTLE CUT-OUT
NOTE: Aerostar, Continental, Escort, Mark VII, Mustang, Bronco II, Ranger, Tempo,
Thunderbird and Topaz use an A/C wide open throttle cut-out system that is
part of Ford's Electronic Engine Control (EEC) IV system. See appropriate
A/C SYSTEM DIAGNOSTIC CHARTS - CARS

INSUFFICIENT OR NO A/C COOLING

Test Step Result Action To Take:
A1 - VERIFY CONDITION
* Check System Operation System Cooling Properly INSTRUCT Driver On
How To Use System
" System Not Cooling Go To A2
Properly
A2 - CHECK COOLING FAN
* Does Vehicle Have An Electro-Drive Cooling Yes Go To A3
Fan?
" No Go To A5
A3 - CHECK A/C COMPRESSOR CLUTCH
* Does The A/C Compressor Clutch Engage? Yes Go To A4
" No See Clutch Circuit
Diagnosis
A4 - CHECK OPERATION OF COOLING FAN
* Check To Ensure Electro-Drive Cooling Fan Yes Go To A5
Runs When The A/C Compressor Clutch Is
Engaged
" No Refer to engine cooling fan
circuit diagnosis
information in ENGINE
COOLING article in the
ENGINE COOLING
section.
A5 - COMPONENT CHECK
Under Hood Check For: Okay But Still Not Go To A7
Cooling Properly
 Loose, Missing Or Damaged Compressor
Drive Belt
 Loose Or Disconnected A/C Clutch Or
Cycling Pressure Switch Wires/Connectors.
 Disconnected Resistor Assembly.
 Loose Vacuum Lines Or Misadjusted
Control Cables.
In-Car Check For:
 Blown Fuse/Proper Blower Motor

Operation.
 Vacuum Motors/Temperature Door
Movement - Full Travel.
 Control Electrical And Vacuum
Connectors.
" Not Okay Repair And Go To A6
A6 - CHECK SYSTEM OPERATION
* Check System Operation Okay Condition Corrected Go To
A1
" Not Okay Go To A7
A7 - CHECK COMPRESSOR CLUTCH
* Use Refrigerant System Pressure/Clutch Cycle Compressor Cycles Very Go To A8
Rate And Timing Evaluation Charts. Rapidly (1 Second On) (1
Second Off)
1. Hook up Manifold Gauge Set.
2. Set Function Lever At MAX A/C.
3. Set Blower Switch On HIGH.
4. Set Temp Lever Full Cold.
5. Close Doors And Windows.
6. Using Thermometer To Check
Temperature At Center Discharge Register.
Record Outside Temperature.
7. Run Engine At Approximately 1500
RPM W/Compressor Clutch Engaged.
8. Stabilize With Above Conditions For 10-
15 Minutes.
* Check Compressor Clutch OFF/ON; Time With

Watch.
" Compressor Runs Go To A9
Continuously (Normal
Operation In Ambient
Temp. Above 27°C (80°
F) Depending On
Humidity Conditions)
" Compressor Cycles Slow Go To A8
A8 - CHECK CLUTCH CYCLING PRESSURE SWITCH
* Bypass Clutch Cycling Pressure Switch With Outlet Tube Same REPLACE clutch Cycling
Jumper Wire. Compressor on Continuously. * Temperature Pressure Switch. Do Not
Hand Feel Evaporator Inlet And Tubes. (Approximately -2.0°C to Discharge System. Switch
-4.0°C Or 28°F To 40°F) Fitting has Schrader Valve.
Or Slightly Colder Than Go To A9
Inlet Tube (After Fixed
Orifice).
" Inlet Tube Warm Or Go To A10
(After Fixed Orifice)
Colder Than Outlet Tube.
A9 - CHECK SYSTEM PRESSURES
* Compare Readings W/Normal System Pressure Clutch Cycles Within System Okay Go To A1
Ranges. Compressor On Continuously Limits, System Press.
Within Limits.
Temp. Above 27°C (80°
F) Depending On
Humidity Conditions).
" Compressor Cycles High REPLACE Clutch Switch.
Or Low ON Above 359 Do Not Discharge System.
kPa (52 psi), OFF below Switch Fitting Has
144 kPa (21 psi) Schrader Valve. OK-Go To
A1. Not OK-Go To A10
A10 - CHECK SYSTEM
Leak Check System Leak Found Repair, Discharge,
Evacuate And Charge
System. System OK, Go To
A1.
" No Leak Found Low Refrigerant Charge Or
Moisture In System.
Discharge, Evacuate And
Charge System. System
OK.
A11 - CHECK CLUTCH CYCLING
Disconnect Blower Motor Wire And Check For Clutch Cycles OFF At Connect Blower Motor
Clutch Cycling Off At 144 kPa (21 psi) (Suction 144-179 kPa (21-26 psi) Wire. System OK, Go To
Pressure). A1.
" Pressure Falls Below 144 REPLACE Clutch Cycling
kPa (21 psi) Pressure Switch. Do Not
Discharge System. Switch
Fitting Has Schrader Valve.
System OK, Go To A1.
COMPRESSOR CLUTCH CIRCUIT DIAGNOSIS

B1 - CHECK SYSTEM OPERATION
 Turn Blower Switch On.
Clutch & Fan Operate System Okay.
 Depress A/C Push-Button.
 Turn Ignition Switch To
RUN Position
 Compressor Clutch Should
Engage And Engine
Cooling Fan Should Operate
" Clutch & Fan Do Not Operate Go To B2
" Only Clutch Operates See Appropriate ENGINE
COOLING FANS Article in
ENGINE COOLING Section
" Only Fan Operates Go To B5
B2 - CHECK FOR VOLTAGE
Check For Voltage At Circuit 348 Voltage Present Go To B3
(LG/P) Wire At Clutch Cycling
Pressure Switch.
" No Voltage Go To B8
B3 - BY-PASS PRESSURE SWITCH
 Disconnect Connector At Okay Go To B4
Clutch Cycling Pressure
Switch.
 Jumper Connector Pins or
Control Switch.
 Clutch Should Engage.
" Not Okay Go To B5
B4 - CHECK SYSTEM PRESSURE
* Connect Manifold Gauge Set Pressure Above 55 psi REPLACE clutch Cycling
And Check System Pressure Pressure Switch. Go To A1
" Pressure Below 55 psi (Ambient CHECK Refrigerant System For
Temperature Above 50°F) Leaks. REPAIR And CHARGE
System As Necessary. Go To A1
B5 - CHECK VOLTAGE AT CLUTCH
* Check For Voltage At Clutch Voltage Present Go To B7
Field Coil
" No Voltage Present Go To B6
B6 - CHECK VOLTAGE AT CONTROLLER
* Check For Voltage At Pin 23 Voltage Present CHECK For Open In Circuit 347
(Pin 8 Tempo, Topaz And Escort) (Bk/Y H) SERVICE As
At Cooling Fan Controller. Necessary. Go To A1
" No Voltage Go To B8
B7 - CHECK VOLTAGE
Check Circuit 57 (Black) At The No Continuity SERVICE Open In Circuit 57 To
Clutch Field Coil For Continuity Ground.
To Ground.
" Continuity REPLACE Clutch Field Coil. Go
To B1
B8 - CHECK FUSE
Check Fuse 17 In Fuse Panel For Okay Go To B9
Continuity
" Not Okay CHECK For Short, SERVICE As
Necessary. REPLACE Fuse. Go
To B1
B9 - CHECK A/C CONTROLS
* Move Function Selector Lever Voltage Present Go To B11
To DEFROST Position. * Check
For Voltage At Circuit 348 (LG/P)
Wire At The Clutch Cycling
Pressure Switch Connector
" No Voltage Present Go To B10
B10 - CHECK CIRCUIT 296
* Remove Connector From A/C Voltage Present Go To B11
Push-button Switch
* Check For Voltage At Circuit
296 (W/LB).
" No Voltage Present Check For Open In Circuit 296.
SERVICE As Necessary. Go To
B1
B11 - CHECK A/C CONTROLS
Check A/C Push Button Switch No Continuity Through Function REPLACE Function Switch. Go
And Function Switch For Switch. To B1
Continuity.
NOTE:
A/C Push-Button Switch Must
Be Depressed. Function Switch
Must Be In DEFROST Position.
" Continuity Through Function CHECK For Open In Circuit 348
Switch (LG/P) Between Control
Assembly And Clutch Cycling
Pressure Switch. SERVICE As
Necessary. Go To B1.
A/C SYSTEM DIAGNOSTIC CHARTS - TRUCKS


Test Step Result Action To Take
* Verify Condition System Cooling Properly Instruct Driver On How To
Use System.
" System Not Cooling Properly Go To A2
A2 - CHECK A/C CLUTCH
* Does A/C Compressor Clutch Engage? Yes Go To A3
" No See Compressor Clutch Circuit
Diagnosis
A3 - CHECK UNDER HOOD
Under Hood Check For: Components Check Okay, But Go To A5
Still Not Cooling Properly.
 Loose, Missing Or Damaged
Compressor Drive Belt.
 Loose Or Disconnected A/C
Clutch Cycling Pressure Switch
Wires Or Connectors.
 Disconnected Resistor Assembly.
 Loose Vacuum Lines Or

Misadjusted Control Cables.
In-Car Check For:
 Blown Fuse/Proper Blower Motor

Operation.
 Vacuum Motors/Temperature
Door Movement - Full Travel.
 Control Electrical And Vacuum
Connectors.
" Components Do Not Check Repair And Go To A4
Okay Or Improperly Adjusted.
A4 - CHECK SYSTEM OPERATION
* Check System Operation System Cooling Okay Condition Corrected Go To A1
" System Not Cooling Okay Go To A5
A5 - CHECK PRESSURE CLUTCH CYCLE RATE
* Use Refrigerant Pressure/Clutch Cycle Compressor Cycles Very Go To A5
Rate And Timing Evaluation Charts. Rapidly
1. Attachment Manifold Gauge

Set.
2. Set Function Lever At: MAX
A/C.
3. Set Blower Switch On HIGH.
4. Set Temp Lever Full Cold.
5. Close Doors And Windows.
6. Using thermometer, Check
Temperature At Center Discharge
Register. Record Outside
Temperature.
7. Run At Approximately 1500
RPM W/Compressor Clutch
Engaged.
8. Stabilize With Above
Conditions For 10-15 Minutes.
* Check Compressor Clutch OFF/ON;

Time With Watch. See charts for normal
clutch cycle and timing rates.
Temperature Above 26.6°C
(80°F) Depending On
" Compressor Cycles Slow Go To A6
A6 - CHECK EVAPORATOR TUBES TEMPERATURE
 Bypass Clutch Cycling Pressure
Outlet Tube Same Temperature REPLACE Expansion Valve.
Switch With Jumper Wire. (Approximately -2.2°C To - Go To A7
Compressure on Continuously. 4.4°C or (28°F To 40°F) or
Slightly Colder Than Inlet
 Hand Feel Evaporator Inlet And
Tube (After Fixed Orifice).
Tubes.
" Inlet Tube Warm Or (After Go To A8
Fixed Orifice) Colder Than
Outlet Tube.
A7 - CHECK PRESSURES
Check System Pressures. * Compare Clutch Cycles Within Limits. System OK, Go To A1
Readings With Normal System Pressure
Ranges
Temperature Above 26.6°C
(80°F) Depending On
" Compressor Cycles High Or REPLACE Expansion Valve.
Low: ON Above 358 kPa (52
psi) OFF Below 144 kPa (21
psi)
" " System Okay, Go To A1.
" " System Not Okay, Go To A8.
A8 - CHECK FOR LEAKS
Leak System Check Leak Found Repair, Discharge, Evacuate
And Charge System. System
Okay, Go To A1.
" No Leak Found Low Refrigerant Charge Or
Moisture In System. Discharge,
Evacuate And Charge System.
System Okay.
A9 - CHECK CLUTCH CYCLING OFF
Disconnect Blower Motor Wire And Clutch Cycles Off At 144 kPa RECONNECT Blower Motor
Check For Clutch Cycling Off At 144 (21 psi) Wire. System Okay, Go To A1.
kPa (21 psi) (Suction Pressure).
" Pressure Falls Below 144 kPa REPLACE Expansion valve.
(21 psi) System Okay, Go To A1.

 Turn Blower Switch On.
Clutch Operates System OK.
 Depress A/C Push-Button.
 Turn Ignition Switch To
RUN Position.
 Compressor Clutch Should
Engage.
" Clutch Does Not Operate Go To A2
A2 - CHECK FOR VOLTAGE
Check For Voltage At Circuit Voltage Present Go to A3
Wire At Clutch Cycling Pressure
Switch Connector Or A/C Control
Switch (E-150 To E350).
" No Voltage Present Go To A9
A3 - BY-PASS PRESSURE SWITCH
 Disconnect Connector At
Okay Go To A4
Clutch Cycling Pressure
Switch Or Control Switch
(E-150 To E350).
 Jumper Connector Pins Or
Control Switch.
" Not Okay Go To A9
A4 - CHECK SYSTEM PRESSURE
* Connect Manifold Gauge Set Pressure Above 55 psi REPLACE Clutch Cycling
And Check System Pressure. Pressure Switch. Go To A1
" Pressure Below 55 psi (Ambient CHECK Refrigerant System For
Temperature Above 50°F) Leaks. REPAIR And CHARGE
System As Necessary. Go To A1
A5 - CHECK VOLTAGE AT CLUTCH
* Check For Voltage At Clutch Voltage Present Go To A8
Field Coil.
A6 - CHECK CLUTCH GROUND
 Jumper Ground Terminal Of Okay SERVICE Open In Ground Wire.
Clutch Field Coil To Go To A1
Ground.
" Not Okay REPLACE Clutch Field Coil. Go
To A1
A7 - CHECK FUSE
Check Fuse 17 In Fuse Panel For Okay Go To A8
Continuity
" Not Okay CHECK For Short, SERVICE As
Necessary. REPLACE Fuse. Go
To A1
A8 - CHECK A/C CONTROLS
* Move Function Selector Lever Voltage Present Go To A10
To DEFROST Position. * Check
For Voltage At Circuit Wire At
Clutch Cycling Pressure Switch
Connector
A9 - CHECK CIRCUIT 294
 Remove Connector From Voltage Present Go To A10
Push-Button Switch
 Check For Voltage At
Circuit
" No Voltage Present Check For Open In Circuit 294.
A1
A10 - CHECK A/C CONTROLS
Check A/C Push-Button Switch Continuity Through Function REPLACE A/C Push-Button
And Function Switch For Switch Only. Switch. Go To A1
Continuity.
NOTE:
A/C Push-Button Switch Must
Be Depressed. Function Switch
Must Be In DEFROST Position.
" Continuity Through A/C Push- REPLACE Function Switch. Go
Button Switch Only To A1
" Continuity Through Both CHECK For Open In Circuit
Switches Between Control Assembly And
Clutch Cycling Pressure Switch.
A1
MANUAL TRANS OVERHAUL - FORD (MAZDA) M50D 5-SPEED
MANUAL TRANSMISSIONS Ford (Mazda) M50D 5-Speed
APPLICATION
TRANSMISSION APPLICATION
Vehicle Application Transmission Model
Ford Motor Corp.
1988-94 Aerostar M50D
1988-94 Bronco M50D
1988-90 Bronco II M50D
1988-89 Econoline M50D
1988-94 Explorer M50D
1988-94 F-Series Pickup M50D
1988-94 Ranger M50D
Mazda Motor Corp.
1994 B2300 M50D
1994 B3000 M50D
1994 B4000 M50D
1991-94 Navajo M50D
IDENTIFICATION
The M50D identification tag is located on left side of transmission main case. Certification label, located on left
side door lock pillar, also lists applicable transmission identification codes.
DESCRIPTION
The M50D is a fully synchronized, 5-speed, top shift transmission. Fifth gear is equipped with an overdrive gear
ratio. Transmission case is aluminum alloy with steel bearing race inserts.
LUBRICATION & ADJUSTMENTS

See appropriate TRANSMISSION SERVICING - M/T article in the MANUAL TRANS SERVICE section.
 For 1988 Ford Vehicles, see TRANSMISSION SERVICING - M/T

 For 1991-94 Ford Vehicles, see TRANSMISSION SERVICING - M/T
 For 1991 Navajo, see TRANSMISSION SERVICING - M/T
 For 1994 Mazda Vehicles, see TRANSMISSION SERVICING - M/T
ON-VEHICLE SERVICE
GEARSHIFT LEVER REPLACEMENT
Removal
1. Shift transmission to Neutral position. Remove transfer case shift lever knob (if equipped). Remove
carpet or floor mat to expose transmission shift lever boot screws. Remove transmission shift lever boot
screws.
2. Slide boot upward on shift lever to expose transmission shift lever nut and bolt. Remove shift lever nut,
bolt and shift lever.
Installation
Install transmission shift lever. Ensure flat on transmission shift lever aligns with flat on transmission stub shaft
so that shift lever bolt installs fully. Tighten bolt/nut to specification. See TORQUE SPECIFICATIONS table
at end of article. To complete installation, reverse removal procedure.
EXTENSION HOUSING SEAL
Remove drive shaft. Remove seal using Extension Seal Remover (T74P-77248-A). Using Extension Housing
Seal Replacer (T61L-7657-A), install NEW seal on extension housing. Ensure oil seal drain hole faces
downward.
EXTENSION HOUSING BUSHING
Extension housing bushing cannot be serviced. If bushing requires service or replacement, extension housing
must be replaced as a unit.
TROUBLE SHOOTING
See TROUBLE SHOOTING - BASIC PROCEDURES article in GENERAL TROUBLE SHOOTING
section.

See appropriate TRANSMISSION REMOVAL & INSTALLATION - M/T article in MANUAL TRANS
SERVICE section.
 For 1988 Vehicles, see TRANSMISSION REMOVAL & INSTALLATION - M/T

 For 1991-93 Vehicles, see TRANSMISSION REMOVAL & INSTALLATION - M/T
TRANSMISSION DISASSEMBLY
1. Remove transmission drain plug and drain transmission. Remove top cover assembly and extension
housing. Remove speedometer drive gear and steel ball (if equipped). If necessary, remove rear oil
passage.
2. Lock transmission into 1st and 3rd gears. Release staked areas securing output shaft and countershaft lock
nuts. Remove and discard countershaft rear bearing lock nut. Remove countershaft rear bearing and thrust
washer.
3. Remove and discard output shaft lock nut. Remove reverse idler shaft fixing bolt. See Fig. 1. Remove
reverse idler gear assembly by grasping and pulling rearward. Remove output shaft rear bearing from
output shaft using Remover/Replacer Tube (T75L-7025-B), TOD Forcing Screw (T84T-7025-B) and
Bearing Puller (T77J-7025-H).
Fig. 1: Removing Reverse Idler Shaft Fixing Bolt
4. Using brass drift and hammer, drive reverse gear from output shaft. Remove output shaft sleeve. See Fig.
2. Remove countershaft reverse gear with 2 needle bearings and reverse synchronizer ring.
5. Remove thrust washer and split washer from countershaft. Remove 5th and reverse shift rod fixing bolt.
6. Remove the following parts as an assembly: 5th-reverse synchronizer hub and sleeve assembly
(countershaft), 5th-reverse shift fork and rod. DO NOT separate steel ball and spring (removed from shift
fork groove) unless necessary.
7. Remove 5th gear synchronizer ring, 5th-reverse counter lever lock plate bolt, inner circlip and counter
lever assembly from transmission case. DO NOT remove Torx nut retaining counter lever pin at this
time. Remove countershaft 5th gear with needle bearing.
8. Remove output shaft 5th gear using Bearing Collet (for 3 1/2" bearing), Gear Removal Collet Assembly
(T75-7025-G and T88-T7061-A) and Remover/Replacer Tube (T85T-7025-A) with TOD Forcing Screw
(T84T-7025-B). Remove 5th gear sleeve and Woodruff key or lock ball. Remove center and front bearing
cover bolts.
9. To remove front bearing cover, thread 2 bolts into front bearing cover bolt locations at 9 and 3 o'clock
positions. Alternately tighten bolts until bolts bottom out and lift front bearing cover away from
transmission case. DO NOT remove plastic scoop ring from input shaft at this time.
10. Remove oil trough from upper transmission case by removing bolt. See Fig. 3. Pull input shaft forward
and remove input shaft bearing outer race. Pull output shaft rearward.
11. Pull input shaft forward and separate it from output shaft assembly. Incline output shaft upward and lift
from transmission case. Remove input shaft from transmission case.
12. Remove countershaft front and center bearing outer races by moving countershaft forward and rearward.
Pull countershaft rearward to permit clearance for bearing puller behind countershaft front bearing.
Remove countershaft front bearing. Remove countershaft through top of transmission case.
Fig. 2: Exploded View of Rear Housing Components

LEGEND FOR FIGURE NO. 2

Item No. Description
1 Lock Nut (Output Shaft)
2 Lock Nut (Countershaft)
3 Countershaft Rear Bearing
4 Thrust Washer
5 Fixing Bolt (Reverse Idler Gear)
6 Reverse Idler Gear Assembly
7 Bearing (Rear Output Shaft)
8 Reverse Gear (Output Shaft)
9 Sleeve-Output Shaft
10 Countershaft Reverse Gear
11 Needle Bearing
12 Synchronizer Ring (Reverse)
13 Thrust Washer
14 Split Washer (2 pcs.)
15 Fixing Bolt (Shift Rod)
16 Shift Rail Fork Hub/Sleeve Assy.
17 Lock Ball (Shift Rail)
18 Spring (Shift Rail)
19 Synchronizing Ring (5th Gear)
20 5th Gear (Output Shaft)
21 5th Gear (Countershaft)
22 Needle Bearing (5th Gear)
23 Sleeve (5th Gear)
24 Woodruff Key or Lock Ball
25 Center Bearing Cover
26 5th-Reverse Counter Lever Lock Plate Bolt
Fig. 3: Exploded View of Transmission Main Case Components
COMPONENT DISASSEMBLY & REASSEMBLY

INPUT SHAFT
Disassembly
Remove and discard plastic scoop ring. Press tapered roller bearing from input shaft using Bearing Cone
Remover/Installer (T71P-4621-B) and an arbor press. Refer to CLEANING & INSPECTION in this article.
Also, see Fig. 4.
Fig. 4: Removing Input Shaft Bearing
Reassembly
1. Install input shaft bearing onto input shaft using a press and Bearing Cone Remover/Installer (T53T-
4621-B and T88T-7025-B).
2. Install NEW plastic scoop ring onto input shaft. Manually rotate ring clockwise to ensure input shaft
holes properly engage scoop ring. A click should be heard as scoop ring notches align with input shaft
holes.
OUTPUT SHAFT
Disassembly
1. Note location of output shaft flange. See Fig. 5. Use this flange as reference point and dividing line
during assembly procedure. Remove pilot bearing, retaining ring, needle bearing (plain) and spacer from
front of output shaft. See Fig. 6.
2. Position front (short side) of output shaft so that it faces upward. Lift off the following components as a
unit: clutch hub and sleeve assembly (3rd-4th), 3rd gear synchronizer ring, 3rd gear and needle bearing.
See Fig. 6.
Fig. 5: Locating Flange on Output Shaft Assembly

Fig. 6: Exploded View of Front of Output Shaft
3. Position output shaft with rear end (long side) facing upward. Position output shaft into press with press
cradle contacting lower part of 2nd gear. See Fig. 7.
4. Press off the following components as a unit: center bearing, 1st gear sleeve, 1st gear and needle bearing,
1st-2nd clutch hub and sleeve assembly, 1st-2nd synchronizer rings, 2nd gear and needle bearing. See
Fig. 7: Exploded View of Rear of Output Shaft
Reassembly
1. Ensure center bearing outer race is installed into transmission case. Position output shaft so that rear (long
side) faces upward.
2. Install components onto output shaft in the following order: 2nd gear needle bearing, 2nd gear, 2nd gear
synchronizer ring, 1st-2nd clutch hub and sleeve assembly, 1st gear synchronizer ring, 1st gear needle
bearing, 1st gear, 1st gear sleeve and inner center bearing. See Fig. 7.
3. Press center bearing onto rear (long side) of output shaft. Position output shaft front (short side) facing
upward. Install parts in the following order: 3rd gear needle bearing, 3rd gear and 3rd gear synchronizer
ring.
4. Mate 3rd-4th clutch hub synchronizer key groove with reference mark on clutch hub sleeve. Install 3rd-
4th clutch hub and sleeve with reference mark and long clutch hub flange facing rearward. See Fig. 6 and
Fig. 16.
5. Adjust 3rd-4th clutch end hub play to .00-.002" (.00-.05 mm) by selecting proper retaining ring. Retaining
ring comes in sizes .59-.077" (1.50-1.95 mm).
REVERSE IDLER GEAR
1. Remove retaining ring, spacer, idler gear, needle bearing and thrust washer. See CLEANING &
INSPECTION.
2. To install, reverse removal procedure. Ensure that tab on thrust washer mates with groove on reverse idler
shaft to prevent rotation of thrust washer. See Fig. 8.
3. Install original retaining ring onto reverse idler gear shaft. Insert feeler gauge between retaining ring and
reverse idler gear to measure reverse idler gear end play. Adjust reverse idler gear end play to .004-
.008" (.10-.20 mm). Reverse idler gear retaining rings come in thicknesses of .059-.075" (1.50-1.90 mm).
Fig. 8: Assembling Reverse Idler Gear

TOP COVER
Disassembly
1. Position top cover assembly into Top Cover Holding Fixture T88T-7025-C or equivalent.
Fig. 9: Positioning Top Cover Assembly On Special Tool
NOTE: For reference during assembly, notice that grooves in bushing align with
slots in lower shift lever pivot ball. Notice that the notch in the lower shift
lever faces toward front of transmission.
2. If necessary, remove dust boot and shift lever from top cover, if not removed during transmission
disassembly. Remove three dust cover retaining screws using a T30 Torx® wrench. Remove dust cover.
3. Remove backup lamp switch from top cover. Remove backup lamp switch pin from groove in top cover.
Fig. 10: Locating Backup Lamp Switch, Spring & Detent Balls
Spring and Detent Ball Assembly
4. Invert top cover assembly on Top Cover Holding Fixture T88T-7025-C or equivalent. Using a 5/32-inch
drift punch, remove spring pins retaining shift forks to the shift rail.
Fig. 11: Removing Spring Pins Retaining Shift Forks To Shift Rail
NOTE: Discard original spring pins.
5. Make sure that fifth/reverse shift rail is in fully forward position. Remove spring pin from end of
fifth/reverse rail.
6. Remove three rubber plugs sealing shift rod service bores.
CAUTION: Perform the following shift rail removal procedures with great care.
Cover the lock ball bores and friction device and spring seats with a
clean cloth held firmly in place during shift rail removal. Failure to
firmly cover lock ball bores and friction device can result in
component loss when the ball/friction device and spring forcefully
leave their installed positions.
WARNING: WEAR SAFETY GLASSES WHILE PERFORMING SHIFT RAIL

REMOVAL PROCEDURE.
7. Remove fifth/reverse shift rail from top cover through service bore. If necessary, insert a 5/16-inch drift
punch through spring pin bore and gently rock shift rail from side to side while maintaining rearward
pressure.
8. Remove first/second shift rail from top cover through service bore. If necessary, insert a 5/16-inch drift
punch through spring pin bore and gently rock shift rail from side to side while maintaining rearward
pressure.
9. Remove third/fourth shift rail from top cover through service bore. If necessary, insert a drift punch
through spring pin bore and gently rock shift rail from side to side while maintaining rearward pressure.
10. Remove fifth/reverse cam lockout plate retaining bolts using a 10mm socket. Remove fifth/reverse cam
lockout plate
Fig. 12: Removing Fifth/Reverse Cam Lockout Plate Retaining Bolts

Reassembly
NOTE: During assembly, apply Motorcraft MERCON® Multi-Purpose Automatic

Transmission Fluid XT-2-QDX or -DDX (E4AZ-19582-B) or equivalent to all
rotating or sliding parts.
1. Position top cover into Top Cover Holding Fixture T88T-7025-C or equivalent.
2. Position fifth/reverse cam lockout plate to top cover. Install fifth/reverse cam lockout plate retaining bolts
and tighten to 8-10 N.m (6-7 ft. lb.).
3. Position third/fourth shift rail into top cover through service bore. If necessary, insert a 5/16-inch drift
punch through spring pin bore and gently rock shift rail from side to side while maintaining forward
pressure. Position detent ball and spring into top cover spring seats. Compress the detent ball and spring
assembly using a suitable tool, and push shift rail into position over detent ball. Engage third/fourth shift
fork with shift rail. Position friction device and spring into top cover spring seats. Compress friction
device and spring assembly using a suitable tool, and push shift rail into position over friction device.
Install spring pins retaining shift rail to top cover. Install spring retaining third/fourth shift fork to shift
rail.
4. Position first/second shift rail into top cover through service bore. If necessary, insert a 5/16-inch drift
punch through spring pin bore and gently rock shift rail from side to side while maintaining forward
pressure. Position detent ball and spring into top cover spring seats. Compress the detent ball and spring
assembly using a suitable tool and push shift rail into position over detent ball. Engage first/second shift
fork with shift rail. Position friction device and spring into top cover spring seats. Compress friction
device and spring assembly using a suitable tool, and push shift rail into position over friction device.
Install spring pins retaining shift rail to top cover. Install spring pin retaining first/second shift fork to
shift rail.
5. Position fifth/reverse shift rail to top cover through service bore. If necessary, insert a 5/16-inch drift
punch through spring pin bore and gently rock from side to side while maintaining forward pressure.
Position detent ball and spring into spring seats. Compress the detent ball and spring using a suitable tool,
and push shift rail into position over detent ball. Engage fifth/reverse shift fork with shift rail. Install
spring pins retaining shift rail to top cover. Install spring pin retaining fifth/reverse shift fork to shift rail.
6. Install rubber plugs into service bores.
7. Install interlock pins into first/second and third/fourth shift rails. Make sure that large and small interlock
pins are installed into their original positions.
CAUTION: Improper installation of interlock pins will prevent activation of

neutral switch and/or backup lamp switch.
8. Apply sealant to backup lamp switch and neutral switch threads. Install switches to top cover and tighten
to 25-35 N.m (18-26 ft. lb.).
9. Position lower shift lever and dust cover assembly to top cover. Install three retaining screws and tighten
to 8-11 N.m (6-8 ft. lb.).
INPUT SHAFT END PLAY

1. Position transmission with clutch housing upward. Ensure input shaft bearing is squarely positioned in
bore. Using appropriate seal replacer, install front cover oil baffle, if removed. Install countershaft front
bearing by hand.
2. Using depth micrometer, measure height of input shaft bearing above transmission case, record as
Dimension "A". Measure depth of input shaft bearing retainer bore, record as Dimension "B". See Fig.
13.
3. Calculate input shaft end play as follows: Dimension "B" - (Dimension "A" + shim thickness) =.002-
.006" (.05-.15 mm). Select shim to maintain end play within specified limit. See INPUT SHAFT SHIM
SELECTION table.
4. Measure depth of countershaft bearing below transmission case, record as Dimension "C". Measure depth
of countershaft bearing retainer bore, record as Dimension "D". See Fig. 13.
5. Calculate countershaft end play as follows: Dimension "C" + (Dimension "D" + shim thickness) =.006-
.010" (.15-.25 mm). Select shim to maintain end play within specified limit. See COUNTERSHAFT
SPACER SELECTION table.
Fig. 13: Determining End Play Shim Thickness
INPUT SHAFT SHIM SELECTION

Part No. In. (mm)
M5OD-R1
E8TZ-7029-C .106 (2.7)
E8TZ-7029-D .110 (2.8)
E8TZ-7029-E .114 (2.9)
E8TZ-7029-F .118 (3.0)
E8TZ-7029-G .122 (3.1)
E8TZ-7029-H .125 (3.2)
E8TZ-7029-J .129 (3.3)
E8TZ-7029-K .133 (3.4)
E8TZ-7029-L .137 (3.5)
E8TZ-7029-M .141 (3.6)
E8TZ-7029-N .145 (3.7)
E8TZ-7029-P .149 (3.8)
E8TZ-7029-R .153 (3.9)
E8TZ-7029-A .157 (4.0)
E8TZ-7029-B .161 (4.1)
M5OD-R2
E8TZ-7029-FA .0551 (1.4)
E8TZ-7029-GA .0590 (1.5)
E8TZ-7029-HA .0629 (1.6)
E8TZ-7029-JA .0669 (1.7)
E8TZ-7029-S .0708 (1.8)
E8TZ-7029-T .0748 (1.9)
E8TZ-7029-U .0787 (2.0)
E8TZ-7029-V .0826 (2.1)
E8TZ-7029-W .0866 (2.2)
E8TZ-7029-X .0905 (2.3)
E8TZ-7029-Y .0944 (2.4)
E8TZ-7029-Z .0984 (2.5)
E8TZ-7029-AA .1023 (2.6)
E8TZ-7029-BA .1062 (2.7)
E8TZ-7029-CA .1102 (2.8)
E8TZ-7029-DA .1141 (2.9)
E8TZ-7029-EA .1181 (3.0)
COUNTERSHAFT SPACER SELECTION

Part No. In. (mm)
M5OD-R1
E8TZ-7C434-A .090 (2.3)
E8TZ-7C434-B .094 (2.4)
E8TZ-7C434-C .098 (2.5)
E8TZ-7C434-D .102 (2.6)
E8TZ-7C434-E .106 (2.7)
E8TZ-7C434-F .110 (2.8)
E8TZ-7C434-G .114 (2.9)
E8TZ-7C434-H .118 (3.0)
E8TZ-7C434-J .122 (3.1)
M5OD-R2
E8TZ-7C434-K .122 (3.1)
E8TZ-7C434-L .125 (3.2)
E8TZ-7C434-M .129 (3.3)
E8TZ-7C434-N .133 (3.4)
E8TZ-7C434-P .137 (3.5)
E8TZ-7C434-R .141 (3.6)
E8TZ-7C434-S .145 (3.7)
E8TZ-7C434-T .118 (3.0)

CLEANING
1. Wash all parts, except seals, in a suitable cleaning solvent. Brush or scrape all foreign matter from the
parts. Be careful not to damage any parts with the scraper. Do not clean, wash, or soak transmission seals
in cleaning solvent. Dry all parts with compressed air.
2. Rotate the bearings in a cleaning solvent until all lubricant is removed. Hold the bearing assembly to
prevent it from rotating while drying it with compressed air. DO NOT spin bearings with compressed air.
3. Lubricate the bearings with approved transmission lubricant. Wrap them in a clean, lint-free cloth or
paper, until ready for use.
INSPECTION
Bearings
Bearing Raceways
NOTE: Bearings that have been removed using special service tools may have
been damaged simply due to the tool design. Be sure the following checks
are made to determine if the bearing can be put back into service.
1. Inner Ring Raceway - While holding outer ring stationary, rotate inner ring at least three revolutions.
Examine raceway of inner ring for pits or spalling. If pits or spalling are unacceptable, replace the bearing
assembly. Light particle indentation is acceptable.
2. Outer Ring Raceway - While holding inner ring stationary, rotate outer ring at least three revolutions.
Examine raceway of the outer ring from the same side as the raceway of the inner ring. If raceway is
spalled or pitted, similar to that shown, replace the bearing assembly. Light particle indentation is
acceptable.
Bearing External Surfaces
The bearing must be replaced if damage is found in any of the following areas:
1. Radial cracks on front and rear faces of outer or inner rings.

2. Cracks on outside diameter or outer ring (particularly around snap ring groove).
3. Deformation or cracks in ball cage (particularly around rivets).
Bearing Spin Test
1. Lubricate bearing raceways with a slight amount of clean oil. Turn the bearing back and forth slowly until
raceways and balls are coated with oil.
2. Hold bearing by inner ring in a vertical position. Vertical movement between the inner and outer rings is
acceptable. Spin outer ring several times by hand (DO NOT spin bearings with compressed air.). If
roughness or vibration is noticeable or the outer ring stops abruptly, the bearing should be cleaned again
and lubricated. Roughness in a bearing is usually caused by foreign particles in the bearing, which comes
from inside the transmission case. If bearing is still rough after cleaning and relubricating three times, it
must be replaced.
3. Hold bearing by the inner ring in a horizontal position. Spin outer ring several times by hand (do not use
compressed air). If bearing is still rough after cleaning and re-lubricating three times (if not done in Step
2), it must be replaced. If bearing passes the visual inspection and spin tests, it can be re-installed in
transmission.
Countershaft
Inspect splines and gear teeth for damage or wear. Replace countershaft if bent, damaged or worn.
Input Shaft
Replace input shaft if splines are damaged, needle bearing surface in bore of bearing is worn or rough, or if
cone surface is damaged. DO NOT spin bearings with compressed air.
Output Shaft
Mount output shaft in V-blocks. Check runout on shaft at several locations. If runout exceeds .002" (.05 mm),
replace output shaft.
Synchronizers
If teeth on synchronizer ring are chipped, broken or worn, replace synchronizer ring. Note that 3rd gear
synchronizer is different from others. To check for wear, mount synchronizer to mating gear and measure
clearance between gear and synchronizer side faces using a feeler gauge. If clearance is less than .031" (.80
mm), replace synchronizer ring or mating gear.
Transmission
1. Inspect transmission case and housing for cracks, worn or damaged bores, damaged threads, or any other
damage that could affect operation of the transmission. Inspect the machined mating surfaces for burrs,
nicks or damage.
2. Inspect the front face of case for small nicks or burrs that could cause misalignment of transmission with
flywheel housing. Remove all small nicks or burrs with a fine stone.
3. Inspect bell housing for cracks. Make sure the machined mating surfaces are free from burrs, nicks, or
any other damage.
4. Check the condition of shift levers, forks, shift rails and shafts.
TRANSMISSION REASSEMBLY
1. Install countershaft, input shaft and output shaft assemblies into transmission case through top opening.
See Fig. 14.
NOTE: Ensure that needle roller bearing is installed into input shaft and 4th gear
synchronizer ring is installed at this time.
2. Mate input and output shaft assemblies by positioning them at an upward angle and setting them together.
Install output shaft center bearing outer race using a brass drift. Seat center bearing outer races. Install
countershaft center bearing. Ensure center bearing outer races are squarely positioned in bores.
Fig. 14: Installing Output Shaft
3. Position center bearing cover to transmission case with reference arrow pointing upward. Ensure all
center bearing cover bolt heads are marked with an "8". Tighten center bearing cover bolts to
specification. See TORQUE SPECIFICATIONS table at end of article.
NOTE: If any input shaft, output shaft or countershaft related components are
replaced, end play must be readjusted. See INPUT SHAFT END PLAY.
4. Install countershaft front bearing by hand. Apply grease to shim, bearing cover and oil baffle to retain
them in position during assembly. Install shim with groove showing. Install spacer to transmission case
countershaft front bearing bore.
5. Install Woodruff key or lock ball, 5th gear sleeve and 5th gear needle bearing onto 5th gear countershaft.
To install 5th gear assembly, use Gear Installing Spacer (T88T-7025-F). When tool bottoms, add Gear
Installing Spacer (T88T-7025-G) and press 5th gear assembly all the way into position.
6. Position counter lever assembly on transmission and install thrust washer and retaining ring. If removed,
position 5th-reverse shift fork and shift rail to top cover. See Fig. 15. Insert 5th-reverse shift rail through
top cover bore and 5th-reverse shift fork. Install spring and detent ball to lower part of rod.
Fig. 15: Installing 5th-Reverse Shift Fork & Rail

7. Assemble 5th-reverse synchronizer hub, sleeve and 5th gear synchronizer ring to 5th-reverse shift fork
and rod assembly.
8. Install longer flange, on 5th-reverse hub, sleeve and synchronizer assembly, toward front of transmission.
Reference mark on synchronizer sleeve must be installed toward reverse gear. See Fig. 16.
Fig. 16: Installing Synchronizer Assembly
9. Install and mate 5th-reverse shift fork and shift rail assembly to counter lever end. Install assembly in
case, aligning threaded fixing bolt bores, in rail and transmission case. Tighten to specification. See
TORQUE SPECIFICATIONS table at end of article.
10. Position oil passage to transmission case and install bolt. Install split washer and thrust washer onto
countershaft. Install reverse synchronizer ring and needle bearing into reverse gear.
11. Install counter reverse gear and needle bearings onto counter shaft as an assembly. Install thrust washer
and press forward by hand against shoulder on countershaft. Maintain forward pressure and measure end
play with feeler gauge. Counter reverse gear end play should be .010-.014" (.25-.36 mm). Replace thrust
washer to obtain proper end play.
12. Temporarily install a spacer in place of countershaft bearing. Loosely install countershaft lock nut to
retain components. Install reverse idler gear assembly.
13. Drive sleeve and reverse gear assembly onto output shaft. Install reverse gear with longer flange facing
forward. Install output shaft rear bearing.
14. Remove temporary spacer from countershaft. Install countershaft rear bearing by hand. Ensure bearing is
fully seated to avoid damage to output shaft threads.
15. Lock transmission into 1st and 3rd gear. Install NEW output and countershaft lock nuts by hand. Tighten
to specification. See TORQUE SPECIFICATIONS table. Stake lock nuts to bottom of shaft.
16. Install speedometer drive gear (if equipped). Install transmission extension housing and top cover.
Tighten bolts to specification. See TORQUE SPECIFICATIONS table. Fill transmission with Dexron
II transmission fluid.
Center Bearing Cover Bolt 14-19 (19-26)
Countershaft Lock Nut 94-144 (127-195)
Drain Plug 29-43 (39-58)
Extension Housing Bolt 24-34 (33-46)
Filler Plug 29-43 (39-58)
Flywheel-To-Crankshaft Bolts
2.3L 56-65 (76-87)
3.0L 59 (80)
4.0L
Step 1 9-11 (12-15)
Step 2 50-55 (68-74)
Front Bearing Cover Bolt 12-17 (16-23)
Gear Shift Lever Bolt/Nut 12-18 (16-24)
Output Shaft Lock Nut 160-203 (217-275)
Reverse Idler Shaft Fixing Bolt 58-86 (79-117)
Top Cover Bolt 12-16 (16-22)
5th-Reverse Shift Rail Bolt 16-22 (22-30)
INCH Lbs. (N.m)
Front Oil Passage Bolt 72-96 (8-11)
Rear Oil Passage Bolt 60-84 (7-9)
ENGINE PERFORMANCE
On-Vehicle Adjustments
IDENTIFICATION
commercial chassis.
Series (1) Model
"A" Aerostar
"E" RWD Van
"F" Pickup
"R" Ranger
ADJUSTMENTS
ENGINE MECHANICAL
Before performing any on-vehicle adjustments to fuel or ignition systems, ensure engine mechanical condition
is okay.
VALVE CLEARANCE
NOTE: Valve cover(s) must be removed before performing valve adjustment. See
appropriate article in the ENGINES section for removal and installation
procedures.
2.3L Valve Clearance Adjustment
NOTE: Valve clearance is nonadjustable, but clearance can be checked to determine if

worn components exist.
1. Rotate camshaft so base circle of camshaft lobe is positioned on valve to be checked. Using Valve Spring
Compressor (T88T-6565-BH), apply pressure on cam follower until lash adjuster is fully collapsed.
2. While holding lash adjuster in fully collapsed position, use feeler gauge to measure clearance between
base circle of camshaft and camshaft follower. See 2.3L COLLAPSED LIFTER VALVE
CLEARANCE.
3. If clearance is not within specification, inspect camshaft follower for damage. If camshaft follower is not
damaged, check for sticking valve, worn valve spring or camshaft lobe(s). If components are okay, check
for defective lash adjuster. Replace components as necessary.
2.3L COLLAPSED VALVE LIFTER CLEARANCE

Allowable .100-.200 (2.50-5.08)
Desired .035-.055 (.89-1.40)
1. Position camshaft lobe on cylinder to be adjusted so that rocker arm is on the base circle area. Loosen
adjusting screw on rocker arm until a distinct lash between rocker arm pad and valve tip can be noticed.
Plunger of lash adjuster should be fully extended.
2. Carefully screw in the adjusting screw until rocker arm slightly touches valve stem. To achieve nominal
working position of the plunger, screw in adjusting screw an additional 1 1/2 turns, which is equivalent
to .07" (2 mm).
NOTE: Hydraulic valve lifters are used; no valve adjustment is required. If incorrect
valve clearance is suspected, lifter must be collapsed before clearance can be
checked.
1. Position No. 1 piston at TDC of compression stroke. Slowly apply pressure until valve lifter is completely
collapsed on No. 1 intake.
2. Holding lifter in collapsed position, measure clearance between rocker arm and tip of valve stem. If
clearance is not within specification, repair or replace components as necessary. See 3.0L COLLAPSED
VALVE LIFTER SPECIFICATIONS.
3. Repeat procedure for exhaust valves No. 1, No. 2 and No. 4, and intake valves No. 3 and No. 6. Rotate
crankshaft 360 degrees (one revolution). Repeat procedure for exhaust valves No. 3, No. 5 and No. 6, and
intake valves No. 2, No. 4 and No. 5.
3.0L COLLAPSED VALVE LIFTER SPECIFICATIONS

All Valves .088-.189 (2.23-4.77)
NOTE: Hydraulic roller valve lifters and nonadjustable rocker arms are used; valve
adjustment is not possible. Manufacturer supplies no procedure for checking
valve clearance. If valve lifters are found to be excessively worn or noisy, test
and repair or replace as necessary.

NOTE: Hydraulic valve lifters are used; no valve adjustment is required. If valve
clearance is incorrect, use oversize or undersize push rods to correct
clearance.
1. Position crankshaft so No. 1 piston is at TDC on compression stroke. Using chalk, make 2 marks on
vibration damper. The first mark must be 120 degrees from timing mark. Make the second mark 120
degrees from first mark. This will divide the damper into three equal parts to facilitate checking valve
clearance on all cylinders.
2. Ensure rocker arm bolts on cylinder No. 1 are tightened to 17-23 ft. lbs. (23-31 N.m). Using Lifter Bleed
Down Wrench (T70P-6513-A), slowly apply pressure to bleed down lifter until plunger is completely
bottomed.
3. Measure clearance between rocker arm and valve stem. See 4.9L COLLAPSED VALVE LIFTER
CLEARANCE. If clearance is not within specification, install longer or shorter push rod to obtain
correct clearance.
4. Rotate engine to next mark on vibration damper. Repeat procedure on each succeeding cylinder in firing
order (1-5-3-6-2-4), rotating engine to next mark on damper before checking clearance.

Allowable .100-.200 (2.50-5.08)
Desired .125-.175 (3.18-4.45)
clearance is incorrect, use oversize or undersize push rods to correct
clearance.
1. Rotate crankshaft in normal operation direction until No. 1 cylinder is at TDC of compression stroke.
Using Lifter Bleed Down Wrench (T71P-6513-B), apply pressure to No. 1 intake valve lifter tappet until
lifter is completely bottomed.
2. Hold valve lifter in this position while measuring clearance between valve lifter and valve stem. Record
measurement. Repeat this procedure for intake valves No. 7 and No. 8, and exhaust valves No. 1, No. 5
and No. 4.
3. Rotate crankshaft 180 degrees (1/2 turn). Bleed lifter and check intake valves No. 5 and No. 4, and
exhaust valves No. 2 and No. 6. Rotate crankshaft 270 degrees (3/4 turn). Bleed lifter down and check
intake valves No. 2, No. 3 and No. 6, and exhaust valves No. 3, No. 7 and No. 8. Record measurement
and compare it to specification. See 5.0L COLLAPSED VALVE LIFTER CLEARANCE. If clearance
is not within specification, use shorter or longer push rod to obtain correct clearance.

Allowable .071-.193 (1.80-4.90)
Desired .096-.165 (2.44-4.19)
clearance is incorrect, use oversize or undersize push rod to obtain correct
clearance.
Using Lifter Bleed Down Wrench (T71P-6513-B), apply pressure to No. 1 intake valve lifter until lifter is
completely bottomed.
2. Hold valve lifter in this position while measuring clearance between valve lifter and valve stem. Record
measurement. Repeat this procedure for intake valves No. 4 and No. 8, and exhaust valves No. 1, No. 3
and No. 7.
3. Rotate crankshaft 180 degrees (1/2 turn). Bleed lifter and check intake valves No. 3 and No. 7, and
exhaust valves No. 2 and No. 6. Rotate crankshaft 270 degrees (3/4 turn). Bleed lifter down and check
intake valves No. 2, No. 5 and No. 6, and exhaust valves No. 4, No. 5 and No. 8. Record measurement
and compare it to specification. See 5.8L COLLAPSED VALVE LIFTER CLEARANCE. If clearance
is not within specification, use shorter or longer push rod to obtain correct clearance.

Allowable .098-.198 (2.48-5.03)
Desired .123-.173 (3.12-4.39)
7.3L (Diesel) Valve Clearance Adjustment
NOTE: Hydraulic valve lifters are used; no valve adjustment is required. If incorrect
valve clearance is suspected, lifter must be collapsed before clearance can be
checked.
Position each piston at TDC of compression stroke so both valves are closed. Using Lifter Bleed Down Wrench
(T83T-6500-A), bleed down lifters until lifter plunger bottoms. Check valve clearance. See 7.3L (DIESEL)
COLLAPSED VALVE LIFTER SPECIFICATIONS. If clearances are not correct, check valve train
components for wear and damage. Replace as necessary.
7.3L (DIESEL) COLLAPSED VALVE LIFTER SPECIFICATIONS

All Valves .185 (4.70)
NOTE: Hydraulic valve lifters are used and no valve adjustment is required. If valve
clearance is incorrect, use oversize or undersize push rod to obtain correct
clearance.
Using Lifter Bleed Down Wrench (T71P-6513-B), apply pressure to No. 1 intake valve lifter until lifter is
completely bottomed.
2. Hold valve lifter in this position while measuring clearance between lifter and valve stem. Record
measurement. Repeat this procedure for intake valves No. 3, No. 7 and No. 8, and exhaust valves No. 1,
No. 4, No. 5 and No. 8.
3. Rotate crankshaft 360 degrees (one turn). Bleed lifter and check intake valves No. 2, No. 4, No. 5 and No.
6, and exhaust valves No. 2, No. 3, No. 6 and No. 7. Record measurement and compare it to specification.
See 7.5L COLLAPSED VALVE LIFTER CLEARANCE. If clearance is not within specification, use
shorter or longer push rod to obtain correct clearance.

Allowable .075-.175 (1.91-4.45)
Desired .100-.150 (2.54-4.81)
IGNITION TIMING
GASOLINE ENGINES
NOTE: Ignition timing on 2.3L with DIS and 4.0L with EDIS is not adjustable.
INITIAL TIMING (TFI-IV)
1. Place transmission in Park or Neutral. Ensure A/C and heater are off. Connect inductive timing light and
tachometer to engine. With engine off, disconnect the single-wire in-line SPOUT (Yellow/Light Green
wire near distributor) connector or remove shorting bar from the double-wire SPOUT connector. For
location See Fig. 1. Start and warm engine to normal operating temperature.
2. With engine at idle speed, check/adjust initial timing to 10 degrees BTDC. Turn engine off and reconnect
the single-wire in-line SPOUT connector or reinstall shorting bar on double-wire SPOUT connector. Start
engine and check timing advance to verify distributor is advancing beyond initial setting. Remove test
equipment and reconnect all disconnected components.
Fig. 1: Shorting Bar/Spout Connector
INJECTION TIMING - 7.3L DIESEL

STATIC TIMING
1. Remove fast idle bracket and solenoid from injection pump. Using Pump Mounting Wrench (T83T-9000-
B), loosen nuts holding injection pump to pump mounting adapter. Install Rotating Wrench (T83T-9000-
C) on front of pump, and rotate to align timing mark on pump mounting flange with timing mark on
pump mounting adapter. See Fig. 2.
2. Align timing marks to within .030". Remove rotating wrench and tighten nuts to 84 INCH lbs. (9.5 N.m).
Ensure timing marks are aligned. Install fast idle bracket and solenoid.
Fig. 2: Aligning Injection Pump Timing Marks
DYNAMIC TIMING
NOTE: Engine must be at normal operating temperature of 192-212°F (89-100°C) when

checking/setting dynamic timing.
1. Bring engine to normal operating temperature. Stop engine and install Dynamic Timing Meter (078-
00200) into timing probe hole until it almost touches vibration damper. See Fig. 3.
2. Attach clamp from Timing Meter Adapter (078-00201) to line pressure sensor on No. 1 injector nozzle
("F" Series) or No. 4 injector nozzle ("E" Series), and connect to dynamic timing meter. Connect dynamic
timing meter to battery and dial in minus 20 degrees offset on meter.
3. Disconnect cold start advance terminal connector from solenoid terminal. See Fig. 4. With transmission
in Neutral and rear wheels raised, start engine. Using Throttle Control Tool (D83T-9000-E), set engine
speed to 2000 RPM with no accessory load.
4. Observe injection timing on dynamic timing meter. Injection timing should be 8.5 degrees BTDC at 2000
RPM. Apply battery voltage to cold start advance solenoid. Activating cold start advance solenoid
terminal can increase engine speed. Adjust throttle if necessary.
5. Timing at 2000 RPM should be at least one degree before the timing obtained in first timing check. If
advance is less than one degree, replace fuel injection pump top cover assembly. If dynamic timing is not
within +/-2 degrees of specification, adjust pump timing.
Fig. 3: Positioning Magnetic Pick-Up

Fig. 4: Locating Idle Speed Adjusting Screw
IDLE SPEED & MIXTURE

COLD (FAST) IDLE
Gasoline Engines
Fast idle speed is computer controlled. Adjustment procedures are not available.
7.3L Diesel
1. Connect tachometer. Place transmission in Neutral or Park. Start engine and bring to normal operating
temperature. Disconnect fast idle solenoid from harness and apply battery voltage to activate solenoid.
2. Rev engine momentarily to set solenoid. Fast idle should be 800-850 RPM. Adjust by turning solenoid
plunger. See Fig. 4. Recheck fast idle and adjust if necessary. Reconnect solenoid connector.
IDLE ADJUSTMENT PROCEDURES (GASOLINE ENGINES)
Idle Adjustment Precautions
Idle speed, on all engines, is controlled by ECA and idle speed control air by-pass valve. If control system is
operating properly, engine idle RPM is fixed and cannot be changed by standard adjustments. Many engines do
not provide an RPM specification. A scan tester must be used on these systems because control strategy and idle
speed specification is controlled by ECA.
Before performing idle speed adjustment procedure, complete a thorough basic inspection and self-test (KOEO,
KOER, Continuous Memory self-tests) to confirm operation of sub-systems contributing to idle speed control
problems. See appropriate TESTS W/CODES article in the ENGINE PERFORMANCE section.
Before performing idle speed check and adjustment procedures, ensure throttle bore and both sides of throttle
plate(s) are clean. Ensure throttle plate does not stick in bore and/or linkage is not limiting throttle plate
operation. Throttle lever MUST be resting on throttle stop screw. When idle speed control device (air by-pass
solenoid or DC motor) is disconnected to set minimum air rate, engine may stall. This is acceptable only if
throttle plate and linkage are not stuck.
Some throttle bodies use sludge tolerant throttle plate designs. See THROTTLE PLATE COATING INDEX
for application.
THROTTLE PLATE COATING INDEX

Application Engine Equipped with Protective Coating
4-Cylinder Engines 2.3L
6-Cylinder Engines 4.9L
V6 Engines 3.0L & (1) 4.0L
V8 Engines 5.0L, 5.8L & (1) 7.5L
(1) Sludge tolerant throttle body introduced on 1991 1/2 models.
These units must not be cleaned because a protective coating is applied to the lip of throttle plate(s). See Fig. 5
for location of identification label.
Fig. 5: Locating Sludge Tolerant Throttle Plate Labels
Turn off all accessories before checking and adjusting idle speed. Ensure cooling system is filled to correct
level. Ensure there are no vacuum leaks or unmetered air entering the throttle chamber on mass airflow design
systems. If vehicle is equipped with electric cooling fan, check and adjust idle speed when fan is off.
2.3L OHC, 3.0L, 4.0L & 7.5L W/Sludge Tolerant Throttle Body
1. With engine off, disconnect negative battery cable for at least 5 minutes then reconnect it. Start engine
and allow idle speed to stabilize for 2 minutes. Snap throttle open and return to idle. Lightly depress and
release accelerator and allow engine to idle. If engine idles properly, idle speed adjustment is not
required.
2. If engine does not idle properly, disconnect the SPOUT in-line connector and verify base ignition timing
is correct (2.3L only). With ignition off, disconnect idle speed control air by-pass solenoid. Start engine
and run at 2500 RPM for 30 seconds. Place A/T in Park (Neutral on M/T) and apply parking brake.
Check idle speed. If idle speed is less than 475-575 RPM (2.3L), 550-675 RPM (3.0L), 555-725 RPM
(4.0L) or 500-800 RPM (7.5L), go to next step. If idle speed is greater than specified, go to step 5.
3. If idle speed is too low, check throttle body for presence of throttle plate orifice plug. See Fig. 6. If there
is no plug, turn idle adjusting screw CLOCKWISE only to adjust idle speed. If there is a plug from
previous service, remove it and turn screw to obtain correct idle speed. After adjustment, idle adjusting
screw MUST be in contact with throttle lever pad.
4. Turn engine off and disconnect battery for 5 minutes. Reconnect SPOUT in-line connector and ISC by-
pass solenoid power lead. Move throttle plate to ensure it is not stuck in bore. Start engine and stabilize
for 2 minutes. Snap throttle open and let it return to idle. With engine idling, lightly depress and release
accelerator to exercise the ISC solenoid.
Fig. 6: Locating Throttle Plate Orifices & Installing Plug

5. If idle speed is too high, turn ignition off. Disconnect air cleaner hose. Using tape, block off orifice in
throttle plate. See Fig. 6. If orifice is already plugged, go to next step. On mass airflow engines, reconnect
air cleaner hose. On all models, restart engine and check idle speed. If engine stalls, crack throttle plate
open using throttle plate stop screw. See Fig. 7. If idle speed is still too high, go next step. If idle speed
drops to specification, drops lower than specification, or engine stalls, go to step 7.
6. Perform a KOEO self-test. Check for fault codes, especially TPS fault code. If fault codes are present,
repair as necessary. See appropriate TESTS W/CODES article in the ENGINE PERFORMANCE section.
If TPS fault code is present, check for proper TPS output. See THROTTLE POSITION SENSOR
(TPS). If no fault codes are present, remove tape. Exit this procedure and refer to TESTS W/O CODES
7. Turn ignition off. Remove air cleaner hose. Remove tape covering the throttle plate orifice. See Fig. 6.
Select correct plug for the orifice. Plugs are available in Throttle Plate Plug Kit (FOPE-9F652-AA).
8. Reconnect air cleaner hose and start engine. Recheck idle speed. If idle speed is not within specification,
turn adjusting screw CLOCKWISE to obtain correct idle speed. Turn ignition off. Connect SPOUT in-
line connector (2.3L only) and ISC by-pass solenoid power lead.
9. Move throttle plate to ensure it is not stuck in bore and linkage is not keeping throttle from closing. Start
engine and stabilize for 2 minutes. Snap throttle open and return to idle. With engine idling, lightly
depress and release accelerator to exercise ISC solenoid. If idle problem is still present, refer to TESTS
W/O CODES article in the ENGINE PERFORMANCE section to locate other possible causes of high
idle.
Fig. 7: Locating Throttle Plate Stop Adjusting Screw (Typical)

2.9L, 4.0L & 7.5L Without Sludge Tolerant Throttle Body
release accelerator.
2. Allow engine to idle. Ensure electric cooling fan is off. If engine idle is okay, idle speed adjustment is not
required. If engine does not idle properly, turn ignition off. Disconnect idle speed control air by-pass
solenoid.
3. Place A/T in Park (Neutral on M/T). Start engine and run at 2500 RPM for 30 seconds. Apply parking
brake. Check idle speed. If idle speed is not 600-725 RPM (2.9L), 550-725 RPM (4.0L) or 500-800 RPM
(7.5L), turn throttle plate stop screw to obtain specification. See Fig. 7. Turn ignition off. Reconnect idle
speed control air by-pass solenoid and recheck idle speed.
4. If idle speed is still not correct, perform a KOEO self-test. Check for fault codes, especially TPS fault
code. If fault codes are present, repair as necessary. See appropriate TESTS W/CODES article in the
ENGINE PERFORMANCE section. If TPS fault code is present, check for proper TPS output. See
THROTTLE POSITION SENSOR (TPS). If fault codes are not present, exit this procedure and refer to
TESTS W/O CODES article in the ENGINE PERFORMANCE section.
depress and release accelerator. If idle problem is still present, refer to TESTS W/O CODES article in the
ENGINE PERFORMANCE section to locate other possible causes of high idle.
5.0L (Except E4OD)
release accelerator, and allow engine to idle. If engine idles properly, idle speed adjustment is not
required.
2. If engine does not idle properly, turn engine off. Install a .050" (1.27 mm) feeler gauge (A/T)
or .030" (.76 mm) feeler gauge (M/T) between throttle plate stop screw and throttle lever. Disconnect
SPOUT in-line connector and verify base ignition timing is correct. With ignition off, disconnect idle
speed control air by-pass solenoid. Start engine and allow to idle for 120 seconds. Place A/T in Park
(Neutral on M/T) and apply parking brake. Check idle speed. If idle speed is less than 525-825 RPM
(A/T) or 550-850 RPM (M/T), go to next step. If idle speed is greater than specified, go to step 5.
3. If idle speed is too low, check throttle body for presence of throttle plate orifice plug. See Fig. 6. If there
is no plug, turn idle adjusting screw CLOCKWISE only to adjust idle speed. If there is a plug from
previous service, remove it and turn screw to obtain correct idle speed. After adjustment, idle adjusting
screw MUST be in contact with lever pad.
4. Turn engine off and disconnect battery for 5 minutes. Reconnect SPOUT in-line connector and ISC by-
pass solenoid power lead. Move throttle plate to ensure it is not stuck in bore. Start engine and stabilize
for 2 minutes. Snap throttle open and let it return to idle. With engine idling, lightly depress and release
accelerator to activate the ISC solenoid.
5. If idle speed is too high, turn ignition off. Disconnect air cleaner hose. Using tape, block off orifice in
throttle plate. See Fig. 6. If orifice is already plugged, go to next step. On mass airflow engines, reconnect
air cleaner hose. On all models, restart engine and check idle speed. If engine stalls, crack throttle plate
open using throttle plate stop screw. See Fig. 7. If idle speed is still too high, go to next step. If idle speed
drops to specification, drops lower than specification, or engine stalls, go to step 7.
6. Perform a KOEO self-test. Check for fault codes, especially TPS fault code. If fault codes are present,
repair as necessary. See appropriate TESTS W/CODES article in the ENGINE PERFORMANCE section.
If TPS fault code is present, check for proper TPS output. See THROTTLE POSITION SENSOR
(TPS). If fault codes are not present, remove tape. Exit this procedure and refer to TESTS W/O CODES
7. Turn ignition off. Remove air cleaner hose. Remove tape covering throttle plate orifice. See Fig. 6. Select
correct plug for orifice. Plugs are available in Throttle Plate Plug Kit (FOPE-9F652-AA).
8. Reconnect air cleaner hose, remove feeler gauge and start engine. Recheck idle speed. If idle speed is not
within specification, turn adjusting screw CLOCKWISE to obtain correct idle speed. Turn ignition off.
Connect SPOUT in-line connector and ISC by-pass solenoid power lead.
depress and release accelerator to activate ISC solenoid. If idle problem is still present, refer to TESTS
W/O CODES article in the ENGINE PERFORMANCE section to locate other possible causes of high
idle.
10. On vehicles equipped with AOD transmission, check throttle valve pressure adjustment.
NOTE: Engine RPM oscillations may occur if throttle plate is open far enough to
expose canister purge port. To verify, disconnect and plug purge port on
throttle body. If problem no longer exists, close throttle plate just enough to
eliminate oscillations.
4.9L, 5.0L (With E4OD) & 5.8L
1. Connect scan tester to diagnostic connector. Enter KOER self-test. A single-pulse tone indicates entry
mode has been successfully entered. Observe scan tester read-out.
2. If a constant tone, solid light or STO LO is displayed, base idle speed is within range and adjustment is
not necessary. Exit self-test.
3. If a beeping tone, flashing light or STO LO at 8 Hz is displayed, TPS is out of range and adjustment may
be required. Perform adjustment and repeat test.
4. If a beeping tone, flashing light or STO LO at 4 Hz is displayed, base idle speed is too high. Go to step 8.
5. If a beeping tone, flashing light or STO LO at one Hz is displayed, base idle speed is too low. Go to next
step.
6. DO NOT clean throttle bore. Check throttle plate for presence of throttle plate orifice plug. See Fig. 6. If
there is no plug, turn idle adjusting screw CLOCKWISE only to adjust idle speed until conditions in step
2) are obtained. If there is a plug from previous service, remove plug and turn screw to obtain conditions
in step 2. After adjustment, screw MUST be in contact with throttle lever pad.
7. Perform a KOEO Self-Test to ensure TPS fault code is not present. Move throttle plate to ensure it is not
stuck in bore and linkage is not keeping throttle from closing. On models with automatic overdrive
transmissions, check throttle valve adjustment.
8. If idle speed is too high, turn engine off. Using tape, block off orifice in throttle plate. See Fig. 6.
9. If orifice is already plugged, go to next step. On mass airflow engines, reconnect air cleaner hose. On all
models, restart engine and check idle speed. If engine stalls, crack throttle plate open using throttle plate
stop screw. If idle speed is still too high, go to next step. If idle speed drops to specification or drops
lower than specification, go to step 11.
10. Perform KOEO self-test. If fault codes are present, repair as necessary. See appropriate TESTS
W/CODES article in the ENGINE PERFORMANCE section. If TPS fault code is present, check for
proper TPS output. See THROTTLE POSITION SENSOR (TPS). Ensure adjustment screw is in
contact with lever pad. If fault codes are not present, see TESTS W/O CODES article in the ENGINE
PERFORMANCE section.
11. Turn ignition off. Remove air cleaner hose and remove tape covering throttle plate orifice. Select correct
color plug for orifice. Plugs are available in Throttle Plate Plug Kit (FOPE-9F652-AA).
12. Reconnect air cleaner hose and start engine. Recheck idle speed. If idle speed is not within specification,
turn adjusting screw CLOCKWISE to obtain correct idle speed. After adjustment, screw MUST be in
contact with throttle lever pad.
13. On all models, perform a KOEO self-test to ensure TPS fault code is not present. Move throttle plate to
ensure it is not stuck in bore and linkage is not keeping throttle from closing. On models with automatic
overdrive transmissions, check throttle valve pressure adjustment.
IDLE ADJUSTMENT PROCEDURES (DIESEL ENGINES)
1. Place transmission in Neutral or Park and bring engine up to normal operating temperature. Check idle
speed with transmission in Neutral (M/T) or Drive (A/T). Ensure curb idle adjustment screw is against the
stop. If adjustment screw is not against the stop, correct linkage.
2. Connect tachometer and check curb idle speed. Idle speed should be 600-700 RPM. Adjust idle speed
using curb idle speed adjustment screw. See Fig. 4. Repeat check, and adjust again if necessary.

GASOLINE ENGINES
NOTE: Throttle Position Sensor (TPS) on gasoline engines is not adjustable. Replace
TPS if sensor is not within specification.
1. Disconnect ECA 60-pin connector. Inspect connector for damaged pins, corrosion or loose wires; repair
as necessary. Connect Breakout Box (T83L-50-EEC-IV) and reconnect ECA to breakout box. Connect
digital voltmeter positive lead to pin No. 47 and negative lead to pin No. 46. Turn ignition on. Observe
voltmeter reading while moving throttle slowly to Wide Open Throttle (WOT) position. Release throttle
slowly to closed position. See TPS VOLTAGE SPECIFICATIONS.
2. If voltage is not as specified, ensure throttle stop screw and linkage are adjusted correctly. Remove TPS
and check for damaged, corroded or misadjusted pins. If pins are okay, install sensor. Ensure sensor is
seated correctly. Repeat step 1. If voltage is not as specified, perform KOEO self-test. See appropriate
TESTS W/CODES article in the ENGINE PERFORMANCE section.

2.3L 0.20 4.84
2.9L 0.34 4.84
2.9L (2) 0.20 4.84
3.0L 0.20 4.84
4.0L 0.20 4.84
4.9L 0.34 4.84
5.0L 0.34 4.84
5.8L 0.34 4.84
7.5L 0.34 4.84
FUEL INJECTION PUMP LEVER (FIPL) SENSOR

7.3L DIESEL ENGINES
1. Install scan tester and enter Key On Engine Off (KOEO) self-test while holding throttle in Wide Open
Throttle (WOT) position. After last service code has been displayed, remain in self-test. Place a
0.515" (13.08 mm) Gauge Block (T83T-7B200-AH) between fuel pump lever travel screw and gauge
boss. See Fig. 8.
Fig. 8: Checking Fuel Injection Pump Lever (FIPL) Sensor
2. Cycle Overdrive Cancel Switch (OCS) once. Observe Self-Test Output (STO) on scan tester for the
following conditions:
 Constant tone, solid light, or STO LO readout indicates throttle position sensor is within range.
Cycle OCS to exit test.
 Fast beeping tone, flashing light, or STO LO erratic readout (4 per second) indicates throttle
position sensor requires adjustment.
 Slow beeping tone, flashing light, or STO LO erratic readout (one per second) indicates throttle
position sensor requires adjustment.
 No tone, solid light, or STO LO readout indicates throttle position sensor may have worn internal
components. Check by trying to move sensor.
3. If FIPL sensor and bracket screws are tight and there are no signs of wear between mounted parts, loosen
FIPL sensor attachment screws. See Fig. 9. Rotate sensor one way or the other until a constant tone, solid
light, or STO LO readout is obtained. Tighten FIPL sensor attachment screws. Remove gauge block.
Cycle throttle lever to WOT 5 times. Reinsert gauge block to verify setting.
Fig. 9: Adjusting Fuel Injection Pump Lever (FIPL) Sensor

Power Door Locks - Aerostar, Explorer & Ranger
WARNING: Vehicles are equipped with air bag supplemental restraint system. Before
attempting any repairs involving steering column, instrument panel or
related components, see SERVICE PRECAUTIONS and DISABLING &
ACTIVATING AIR BAG SYSTEM in appropriate AIR BAG RESTRAINT
SYSTEMS article.
AEROSTAR
Voltage is present at the master window door lock switch, the right window door lock switch and the power
door lock module, at all times, through Fuse Link C, a 30A In-line Fuse and the Black/White wire. With either
door lock switch moved to the UNLOCK position, current flows through Fuse Link C, the in-line fuse, the door
lock switch and the door lock/unlock control relay unlock coil to ground. The relay UNLOCK coil is energized
and its contacts close. Current now flows through fuse link C, the door lock/unlock control relay unlock
contacts and the Pink/Orange wire to the door lock motors and the power door lock module. All doors unlock.
With either door lock switch moved to the LOCK position, current flows through fuse link C, the in-line fuse,
the door lock switch and the door lock/unlock control relay LOCK coil to ground. The relay lock coil is
energized and its contacts close. Current now flows through fuse link C, the in-line fuse, the door lock/unlock
control relay lock contacts and the Pink/Black wire to the door lock motors and the power door lock module. If
the sliding door is closed, all doors lock. If the sliding door is open, all doors except the sliding door will lock.
Then, when the sliding door is closed, the power door lock module outputs power at pin 7 to operate the sliding
door lock motor and lock the door.
EXPLORER & RANGER
The power door lock system is powered by the 30A fuse, which is hot at all times. The driver and the passenger
side power door lock switches are located in the armrests of the respective doors. When either power door lock
switch is pressed to the LOCK position, current flows from the fuse through the closed switch to the LOCK lead
of all the door lock motors, including the liftgate door lock motor. The UNLOCK lead of the actuator would be
normally grounded. When the power door lock switch is pressed to the UNLOCK position, current flows from
Fuse 5 through the closed switch to the UNLOCK lead of the door lock motors. The LOCK lead would then be
grounded.
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Component Location
Door Lock Control Module (Aerostar) Left Front Of Cargo Area, Behind Left "B" Pillar
Fuse Link C (Aerostar) Center Of Left Fender Apron At Starter Relay
G206 (Aerostar) Lower Right Side Of Instrument Panel Reinforcement
In-line Fuse (Aerostar) Behind Left Side of Instrument Panel, Taped To Main
Harness Near Fuse Panel
Interior Fuse Panel (Explorer) Left Side Of Vehicle Below Instrument Panel
Power Distribution Box (Explorer) Right Side Of Engine Compartment At Fender Apron
Power Distribution Box (Ranger) Center Of Right Fender Apron Above Wheel Well
Relay (Aerostar) Lower Right Side Of Instrument Panel Reinforcement
TROUBLESHOOTING
PRELIMINARY INSPECTION
Aerostar
1. If sliding door lock does not operate, problem could be an open circuit or a faulty door lock motor. Check
or repair open in Pink/Black wire or Yellow/Black wire between sliding door lock motor and power door
lock module. Check or repair open in Pink/Orange wire between sliding door lock motor and door
lock/unlock relay. Test sliding door lock motor. See DOOR LOCK MOTOR under COMPONENT
TESTS.
2. If rear door lock does not operate, problem could be an open circuit or a faulty door lock motor. Check or
repair open in Pink/Black wire between rear door lock motor and connector C500. See WIRING
DIAGRAMS . Check or repair open in Pink/Orange wire between rear door lock motor and connector
C500. Test rear door lock motor. See DOOR LOCK MOTOR under COMPONENT TESTS.
3. If left door lock does not operate, problem could be an open circuit or a faulty door lock motor. Check or
repair open in Pink/Black wire between door lock motor and connector C203. Check or repair open in
Pink/Orange wire between door lock motor and connector C500. See WIRING DIAGRAMS . Test door
lock motor. See DOOR LOCK MOTOR under COMPONENT TESTS.
4. If right door lock does not operate, problem could be an open circuit or faulty door lock motor. Check or
repair open in Pink/Black wire between door lock motor and connector C203. Check or repair open in
Pink/Orange wire between door lock motor and connector C203. See WIRING DIAGRAMS . Test door
lock motor. See DOOR LOCK MOTOR under COMPONENT TESTS.
5. If no door locks operate from one or both switches, problem could be an open circuit or faulty door lock
motor. Check fuse link C. See WIRING DIAGRAMS . Check 30A in-line fuse. Check or repair open in
Black/White wire between fuse link C and inoperative door lock switch. Check or repair open in Black
wire between door lock/unlock control relay and ground. Check or repair open in Pink/Light Green wire
between door lock switches. Check or repair open in Pink/Yellow wire between door lock switches.
Check or repair open in Pink/Black wire between door lock/unlock control relay and connector. Check or
repair open in Pink/Orange wire between door lock/unlock control relay and splice. See WIRING
DIAGRAMS .
Explorer
1. If power door locks do not work, problem could be an open circuit or a faulty ground. Check 30A fuse.
See WIRING DIAGRAMS . Check for 12 volts at Black/White wire at power door lock switches. See
WIRING DIAGRAMS . Check for continuity to ground in Black wires at driver's door lock switch.
2. If one door lock motor does not work, problem could be an open circuit or a faulty door lock motor.
Check for continuity in the Pink/Black and Pink/Orange wires from the door lock motor to the door lock
switch. See WIRING DIAGRAMS . Check for a faulty door lock motor. See DOOR LOCK MOTOR
under COMPONENT TESTS.
3. If one door lock switch does not work, problem could be an open circuit or a faulty door lock motor.
Check for 12 volts in the Black/White wire at the door lock switches. Check for continuity in the
Pink/Yellow and Pink/Light Green wires between door lock switches. Check for an inoperative door lock
motor. See DOOR LOCK MOTOR under COMPONENT TESTS.
Ranger
1. If power door locks are inoperative from both switches, problem could be no voltage to door lock
switches, and open ground circuit or and open power/ground feed to motors. Check fuse 5 in power
distribution box. Check or repair open in Black/White wire. Check continuity to ground through both
contacts of right front door lock switch (Pink/Yellow wire) from left front door lock switch (Pink/Light
Green wire). See WIRING DIAGRAMS . Check continuity of Black wire to ground. Check continuity
through door lock motors through the Pink/Black wire and the Pink/Orange wire from the right front door
lock switch.
2. If power door locks are inoperative from one switch only, problem could be no voltage to inoperative
power door lock switch. Check voltage to inoperative power door lock switch. Check continuity of
switch. See POWER DOOR LOCK SWITCH under COMPONENT TESTS.
3. If one power door lock motor is inoperative, problem could be an incomplete circuit or a faulty power
door lock motor. Check wiring to motor by connecting a test light across the Pink/Black and Pink/Orange
circuits and operating locks. Test power door lock motor. See DOOR LOCK MOTOR under
COMPONENT TESTS.
SYSTEM TESTS
SYMPTOM INDEX
Symptom Perform Test
One Door Lock Does Not Operate A
All Door Locks Do Not Operate B
Door Locks Operate One Way Only (Aerostar Only) C
All Door Locks Work From One Switch Only D
Locks Operate Intermittently E
Door Locks Operate With Engine Running Only F
Locks Do Not Operate In Below Freezing Weather G
TEST A: ONE DOOR LOCK DOES NOT OPERATE
1. If latch or linkage binding, spray Multi-Purpose Grease Spray (D7AZ-19584-AA) or equivalent, into
latch opening and manually cycle 10 times. Check for interference around latch and all linkage.
2. While operating switch in both positions, check for voltage at actuator connector. See WIRING
DIAGRAMS . Service circuit if necessary.
3. If the door lock actuator is malfunctioning, test door lock motor. See DOOR LOCK MOTOR under
COMPONENT TESTS. Replace if necessary.
TEST B: ALL DOOR LOCKS DO NOT OPERATE
1. Check the power door lock fuse. Replace if necessary.

2. Check wiring and connections between circuit breaker and door lock switches for open or short. Service
if necessary. See WIRING DIAGRAMS .
3. On Aerostar, check relay ground circuit. See WIRING DIAGRAMS . Service if necessary.
4. On all models, test power door lock switch. See POWER DOOR LOCK SWITCH under
COMPONENT TESTS. Replace if necessary.
5. Check ground circuit from left power door lock switch for an open. See WIRING DIAGRAMS . Service
if necessary.
TEST C: DOOR LOCKS OPERATE ONE WAY ONLY (AEROSTAR ONLY)
1. Check for an open or shorted circuit. See WIRING DIAGRAMS . Inspect wiring and connections
between relays and door lock switches. Service if necessary.
2. Check for a malfunctioning power door lock relay. If a malfunctioning relay is found, replace relay.
3. Inspect for an open ground circuit from left hand switch. See WIRING DIAGRAMS . Service if
necessary.
TEST D: ALL DOOR LOCKS OPERATE FROM ONE SWITCH ONLY
1. Check wiring and connections between power door lock fuse and inoperative switch. Service as
necessary. See WIRING DIAGRAMS .
2. Inspect for malfunctioning power door lock switch. Test switch. See POWER DOOR LOCK SWITCH
under COMPONENT TESTS. Replace as necessary.
TEST E: LOCKS OPERATE INTERMITTENTLY
1. Check for loose connections in power door lock system. Tighten as necessary.
2. On Aerostar, inspect for poor relay ground. See WIRING DIAGRAMS . Repair as necessary.
3. On all models, inspect for poor ground at left power door lock switch. Repair as necessary.
4. Inspect for malfunctioning door lock switch. See POWER DOOR LOCK SWITCH under
COMPONENT TESTS. Repair or replace as necessary.
TEST F: DOOR LOCKS OPERATE WITH ENGINE RUNNING ONLY
1. Inspect for a low charge on battery. Test battery. Replace as necessary.

2. Inspect for loose or corroded connections. Check wiring connections. Repair as necessary.
3. Inspect for binding latch or linkage in door lock system. Using Multi-Purpose Grease Spray (D7AZ-
19584-AA) or equivalent, spray into latch opening and manually cycle 10 times. Check for interference
around latch and all linkage.
TEST G: LOCKS DO NOT OPERATE IN BELOW FREEZING WEATHER

Inspect for frozen door latch or linkage. Bring vehicle into heated garage to allow lock system to thaw. Verify
that all locks now work. Using Multi-Purpose Grease Spray (D7AZ-19584-AA) or equivalent, spray into latch
opening and manually cycle ten times. May be necessary to remove door trim panel to lubricate entire latch and
linkage system.
COMPONENT TESTS
DOOR LOCK CONTROL MODULE (AEROSTAR)
With connector engaged, test each terminal of door lock control module connector. See Fig. 1 . See DOOR
LOCK CONTROL MODULE TEST (AEROSTAR) .
DOOR LOCK CONTROL MODULE TEST (AEROSTAR)

Input Terminal No.
Voltage When Door Unlock Switch Is Actuated 1
Voltage When Door Lock Switch Is Actuated 2
Ground At All Times 4
Voltage When Door Lock Switch Is Actuated 7
Battery At All Times 8
If power door lock control module does not test as indicated, replace module. Retest system.
Fig. 1: Identifying Power Door Lock Module Connector Terminals (Aerostar)
DOOR LOCK MOTOR
Apply 12 volts directly to one terminal of the motors (actuator) connector and ground the other terminal. The
motor (actuator) should finish its travel in less than one second. Reverse the polarity for opposite travel. Using a
Rotunda Digital Volt-Ohmmeter (007-00001) or equivalent, the motor current draw (stall test) should not
exceed 6.2 amps. Reverse the power and ground leads to the connector and repeat test.
DOOR LOCK CONTROL SWITCH
NOTE: The switch should be oriented so that the raised portion of the switch knob is to
the right and you are looking at the 5 terminals.
Ranger & Explorer
1. Use a Rotunda Digital Volt-Ohmmeter (007-00001) or equivalent to test the power window switch.
2. With the switch in the NEUTRAL position, there should be continuity between terminals No. 1 and 2,
and terminals No. 3 and 4. See Fig. 2 . Terminal No. 5 should be disconnected from all other terminals.
3. When the raised portion of the switch rocker knob is pushed (marked U), there should be continuity
between terminals No. 1 and 5, and terminals No. 3 and 4. Terminal 2 should be disconnected from all
other terminals.
4. When the depressed portion of the switch rocker knob is pushed (marked L), there should be continuity
between terminals No. 1 and 2, and terminals No. 4 and 5. Terminal No. 3 should be disconnected from
all other terminals.
5. If the switch assembly does not test as stated, replace the switch.
Fig. 2: Identifying Power Door Lock Switch Terminals (Ranger & Explorer)
Aerostar
1. Using a self-powered test lamp, there should be no continuity between any terminals with the switch in its
normal position.
2. Continuity should exist between terminals No. 1 and 2 with the switch held in the LOCK position and
between terminals 2 and 3 with the switch held in the UNLOCK position
Fig. 3: Identifying Power Door Lock Switch Terminals
DOOR LOCK/UNLOCK CONTROL RELAY (AEROSTAR)
1. Remove both connectors to perform the relay tests. Verify that terminal point D on the relay is grounded.
See Fig. 4 . If terminal No. D on the relay is not grounded, check the ground screws for tightness. If the
relay ground screws are tight, replace the relay. If not, tighten and re-test.
2. Apply power to terminals A and C on the relay, and ground to terminal D. Connect a 12-volt test lamp
between terminals No. 1 and No. 2 (no longer than two minutes). The test lamp should light. With power
still applied to terminals A and C, and ground to terminal D, connect the 12-volt test lamp between
terminals D and E. The test lamp should light. See WIRING DIAGRAMS . If the operative test lamp
does not light in either of the above cases, replace the relay.
Fig. 4: Identifying Door Lock/Unlock Control Relay Connector Terminals

attempting any repairs involving steering column, instrument panel or
SYSTEMS article.

battery.
DOOR LOCK CONTROL SWITCH
The power door lock switches are located on the front door trim panels. To replace a switch, remove the bezel
by carefully prying the bezel up with a flat-bladed tool. See Fig. 5 . Remove the wiring connector retaining nuts
from the back of the bezel. Using a thin-bladed screwdriver, carefully pry the switch from the connector. To
Fig. 5: Removing Trim Panel & Power Door Lock Switch (Aerostar)

1. Insert a small, thin-bladed screwdriver into the spring tab slots (located at the front and rear of the switch
housing). See Fig. 6 or Fig. 7 . Carefully pry up on the rear of the switch housing and rotate the housing
up and out of the armrest.
2. Remove the connector attaching screws from the switch housing.
3. The switch is held in place by the electrical contact pins. To remove the switch, carefully pry the switch
from the connector with a small screwdriver.
Installation
1. Position the switch to the connector and press firmly into place. The switch is keyed to the connector and
can only be installed one way. Install the connector to the switch housing using the attaching screws.
2. Install the switch housing to the armrest by hooking the front of the housing to the armrest and pushing
the rear of the housing firmly into place.
Fig. 6: Removing Door Lock Control Switch (Explorer 2-Door/Ranger Similar)

Fig. 7: Removing Door Lock Control Switch (Explorer 4-Door)
FRONT DOOR TRIM PANEL
Removal (Aerostar Hi-Series)
1. Remove the screw retaining the front door trim finish panel to the door inner panel. See Fig. 5 .
2. Remove the screws retaining the front door trim panel and armrest assembly to the door inner panel.
3. Remove the screw retaining the door window regulator handle and remove the handle and washer.
4. At each plastic clip location, use the Trim Pad Removing Tool from Rotunda Moulding/Trim Kit (107-
00401) or equivalent to carefully pry the trim panel away from the door inner panel (upward to clear the
door release handle, and door lock control). Then, remove the trim panel. At no time should the trim
panel be used to pull the clips from the inner panel hoses.
Installation
1. Replace any bent, damaged or missing trim clips on door trim panel. Position the trim panel (after
clearing the door release handle and door lock control) to the door inner panel. Locate the push pins on
the counter sunk holes. Firmly push the trim panel at the push pin locations to seat each push pin into the
hole and the door inner panel.
2. To complete installation, reverse removal procedure.
Removal & Installation (Aerostar Lo-Series)
Remove the screws retaining door trim panel, then remove the trim panel. See Fig. 8 . To install, position trim
panel and install retaining screws.
Fig. 8: Removing Door Trim Panel (Aerostar Lo-Series)
Removal (Ranger)
1. Remove the screws retaining the armrest area of the trim panel to the door inner panel.
2. Remove the screw retaining the door inside handle cup.
3. Remove the screw retaining the door window regulator handle. Remove the handle and washer.
4. Remove the power door lock control and/or power window control, if so equipped
5. At each plastic clip location, carefully pry the trim panel away from the door inner panel using the Trim
Pad Removing Tool from Rotunda Moulding/Trim Kit (107-00401) or equivalent. At no time should the
trim panel be used to pull the clips from the inner panel holes. Remove the trim panel. See Fig. 9 .
Fig. 9: Removing Door Trim Panel (Ranger)

Installation
1. Replace any bent, damaged, or missing push pins on the door trim panel. Position the trim panel to the
door inner panel, locating the push pins in the countersunk holes. Firmly push the trim panel at the push
pin locations to seat each push pin into the holes in the door inner panel.
2. To complete installation, reverse removal procedure. See Fig. 9 .
Removal (Explorer Hi-Series)
1. Remove the two screws retaining the door trim panel located above the door handle. Also remove one
screw in the upper front portion of door trim panel.
2. Remove trim cut at the door handle using a screwdriver or sharp object. Retention nibs will flex for easy
removal.
3. To remove power window door lock and mirror control plate, use notch located at lower end of plate
using a screwdriver to lift and remove.
4. Remove plate from door trim panel pulling wire harness from inside of panel.
5. From bottom of plate, remove two screws and disconnect connector from switches; then flex finger on
power mirror switch connector to disconnect.
6. At each plastic clip location, pry the door trim panel away from the door inner panel using the door trim
panel removing tool from Rotunda Moulding Trim Kit (107-00401) or equivalent.
7. When wiring and disengagement of trim clips is completed, it is recommended that to remove panel, lift
slightly to remove flange at the top of door trim panel from trough in the glass weatherstrip. Pay special
attention to the cut-out in the door trim panel for the door handle, so that it clears the handle during
removal without breakage.
8. Do not pull on the trim panel to remove clips from the inner panel holes. Disconnect socket and bulb from
illuminated courtesy lamp before total removal of panel.
Installation
1. Replace any bent, damaged or missing plastic clips on the door trim panel to the door inner panel, firmly
loading clips into slots provided on door trim panel.
2. Hold door trim panel while installing socket and bulb to illuminated courtesy lamp.
3. Load door trim panel to door assembly by first loading flange at top of door trim panel into trough in door
glass weatherstrip. Align plastic clips to holes in door inner panel and top panel slightly to engage clips.
4. Be cautious while loading panel over door handle. Connect the power window and door lock control
switch to the connector on the wire harness. Reinstall two screws and snap connector on harness to power
mirror control switch.
5. Reinstall power control switch plate into the opening provided, loading control switch at front edge first.
Then, feeding clip in slot at rear edge, apply pressure to engage clip.
6. Reinstall trim cup at door handle applying pressure to snap retention nibs into door trim panel.
7. Reinstall two screws retaining door trim panel located above the door handle. Also reinstall one screw in
the upper front portion of door trim panel.
Removal (Explorer Lo-Series)
1. Remove the two screws retaining the door trim panel located above the door handle. See Fig. 10 or Fig.
11 . Also remove one screw in the upper front portion of door trim panel.
2. Remove trim cup at the door handle using a screwdriver or sharp object. Retention nibs will flex for easy
removal.
3. At each plastic clip location, pry the door inner panel using the door trim panel removing tool from
Rotunda Moulding/Trim Kit (107-00401) or equivalent.
attention to the cut-out in the door trim panel for the door handle, so that it clears the handle during
Fig. 10: Replacing Front Door Trim Panel (Explorer Lo-Series 2-Door)
Fig. 11: Replacing Front Door Trim Panel (Explorer Lo-Series 4-Door)
Installation
1. Replace any bent, damaged, or missing plastic clips on the door trim panel to the door inner panel, firmly
2. Hold door trim panel while installing socket and bulb to illuminated courtesy lamp.
glass weatherstrip. Be cautious while loading panel over door handle. Align plastic clips to holes in door
inner panel and tap panel slightly to engage clips.
4. Connect the power window and door lock control switch to the connector on the wire harness. Reinstall
two screws and snap connector on harness to power mirror control switch.
5. Reinstall power control switch plate into the opening provided, loading control switch at front edge first.
Then, feeding clip in slot at rear edge, apply pressure to engage clip.
6. Reinstall trim cup at door handle, applying pressure to snap retention nibs into door trim panel.
ELECTRIC DOOR LOCK MOTOR
Removal (Aerostar)
1. Remove door trim panel. See FRONT DOOR TRIM PANEL .
2. Remove actuator motor and swivel bracket assembly from the door by drilling out the retaining pop rivet.
Remove remote control.
3. Disconnect the actuator motor link from the door latch.
4. Disconnect the wire harness plug at the motor connector.
Installation
1. Connect wire harness plug at actuator motor connector.

2. Install door lock actuator motor in door with pop rivet. Pop rivet must retain the actuator bracket securely.
A loose bracket will affect actuator function by causing a loss of travel, or by causing binding or rattle.
Old motor bracket must be replaced with new bracket which is supplied with replacement actuator motor
assembly.
3. Connect actuator motor link to the door latch.
4. Check operation for correct function.
5. Install door trim panel.
Removal (Ranger & Explorer)
1. Remove door trim panel. See FRONT DOOR TRIM PANEL or REAR DOOR TRIM PANEL .
2. Drill out retaining pop rivet. Fig. 12 or Fig. 13 .
3. Rotate actuator motor forward and twist rod end out of door latch.
4. Disconnect wire harness plug at motor connector.
Fig. 12: Removing Front Door Lock Motor (Explorer Front Door)
Fig. 13: Removing Rear Door Lock Motor (Explorer 4-Door)
Installation
1. Connect wire harness plug at actuator motor connector.
2. Connect actuator motor link to door latch, and rotate down into position.
3. Install door lock actuator motor in door with pop rivet. Pop rivet must retain actuator bracket securely. A
loose bracket will affect actuator function by causing a loss of travel, or by causing binding or rattle. Old
motor bracket must be replaced with new bracket which is supplied with replacement actuator motor
assembly.
4. Check for proper operation.
5. Install door trim panel. See FRONT DOOR TRIM PANEL or REAR DOOR TRIM PANEL .
FRONT DOOR LATCH
Removal (Explorer)
1. Remove the trim panel and watershield from the door. See FRONT DOOR TRIM PANEL .
2. Remove remote control assembly and disconnect rod. Disconnect rod from lock cylinder.
3. Disconnect push button rod and handle rod from latch. See Fig. 14 or Fig. 15 .
4. Remove the latch assembly attaching screws and remove the latch from the door.
Fig. 14: Removing Front Door Latch (Explorer 2-Door)

Fig. 15: Removing Front Door Latch (Explorer 4-Door)
Installation
1. Install the rod retaining clips in the new latch assembly. Remote control rod and lock cylinder rod should
be attached to latch before latch installation.
2. Position the latch in the door and install the latch attaching screws.
3. Connect the rods to the handle, lock cylinder and remote control.
4. Connect handle rod and pushbutton rod to latch. Check the operation of the latch.
5. Install the watershield and trim panel on the door.
Removal & Installation (Aerostar & Ranger)
1. Remove the trim panel and watershield from the door. See FRONT DOOR TRIM PANEL . Disconnect
rod from lock cylinder.
2. Remove latch assembly attaching screws and remove latch from door. See Fig. 16 or Fig. 17 . Disconnect
push button rod from latch. Disconnect remote control cable. To install, reverse removal procedure.
Fig. 16: Removing Door Latch Assembly (Ranger)
Fig. 17: Removing Door Latch Assembly (Aerostar)
LIFTGATE LATCH
Removal (Explorer)
Open liftgate and remove trim panel. See LIFTGATE TRIM PANEL . Remove screws attaching latch to
liftgate. Disconnect actuator rods and remove latch assembly. See Fig. 18 .
Fig. 18: Removing Lift Gate Latch Assembly (Explorer)
Installation
Connect latch actuator rods. Install latch assembly and tighten screws to specification. Adjust latch actuator
rods as outlined. Install trim panel.
Open liftgate and remove trim panel and inside handle assembly, if so equipped. See LIFTGATE TRIM
PANEL . Disconnect latch actuator rod from control assembly. See Fig. 19 . Remove three latch retaining
screws and remove latch cover and latch from liftgate door. On vehicles equipped with liftgate ajar warning
switch, pull latch slightly away from door and disconnect electrical wire harness from the latch. See . To install,
reverse removal procedure. Tighten latch retaining screws to 9-14 N.m (7-10 ft-lb).
Fig. 19: Removing Liftgate Latch (Aerostar)
LIFTGATE LATCH ACTUATOR RODS
Removal & Installation (Explorer)
Open liftgate and remove trim panel. See LIFTGATE TRIM PANEL . Disconnect actuator rods from latch
control. Gently push rods outward to remove slack. At same time, turn barrel screws in or out to adjust rod
length so that both latches open at the same time. Connect actuator rods to latch control and check latch
operation. Install liftgate trim panel.
LIFTGATE TRIM PANEL
1. Remove 10 screws retaining rear window upper garnish moulding to liftgate and remove moulding.
2. Remove two screws retaining liftgate inside handle assembly to liftgate and remove handle.
3. Using the Trim Pad Removing Tool form Rotunda Moulding/Trim Kit (107-00401) or equivalent,
carefully pry six push pins out of their retaining holes (bottom and side of trim panel) and remove trim
panel. See Fig. 20 .
4. Remove screws (if any) retaining inside trim panel to liftgate.
5. To install, reverse removal procedure.
Fig. 20: Removing Liftgate Trim Panel (Aerostar)

1. Remove 4 screws along the top header of the panel.

2. Remove the night latch bezel, this will expose a bracket from the trim panel that is attached to the sheet
with 1 screw that must be removed.
3. Place both hands at each upper corner of the trim panel and pull trim away from the sheet metal. See Fig.
21 . This will release the three Velcro strips along the vertical trim area on each side adjacent to the gas
cylinders.
4. With the upper portion of the trim now loose, apply an upward force with the palm of the hand at the
bottom corners and this will release the 9 hooks that retain the lower large portion of the trim panel.
Fig. 21: Removing Liftgate Trim Panel (Explorer)
LOCK CYLINDERS
NOTE: When a lock cylinder is replaced, both door lock cylinders should be replaced
in a set. This will eliminate carrying an extra key which will fit only one lock. If a
key is to be replaced, the new key code number is stamped on a metal tag
attached to the key. Apply Lock Lubricant (D8AZ-19587-AA) or equivalent to
prevent sticking or binding of all key lock cylinders.
1. Roll the window to the up position.

2. Remove the access hole cover and/or trim panel and pull away the watershield if so equipped. See
FRONT DOOR TRIM PANEL or REAR DOOR TRIM PANEL .
3. Disconnect the door latch control-to-cylinder rod from the lock control retainer clip.
4. Slide the lock cylinder retainer away from the lock cylinder.
5. Remove the lock cylinder. See Fig. 22 .
6. Insert the lock cylinder in the door and connect the lock cylinder retainer.
7. Connect the door latch control-to-cylinder rod to the lock control retainer clip.
8. Install the watershield. Using Rubber Cement (8A-19552-B) or equivalent, cement the top and/or side
edges of the watershield to the inner surface of the inner panel.
9. Install the access hole cover and/or trim panel.
Fig. 22: Removing Door Lock Cylinder

LOWER LATCH & ROD (DUAL REAR DOOR)
Remove trim panel and watershield. Disconnect rod from remote control assembly. See Fig. 23 . Remove four
attaching screws, and remove latch. If vehicle is equipped with courtesy lamp or door ajar lamp, the switch for
these must be removed from right latch (one screw attachment) and installed with latch. To install, reverse
removal procedure.
Fig. 23: Removing Lower Latch & Rod Assembly (Aerostar)
OUTSIDE DOOR HANDLE
Removal (Aerostar)
Remove the trim panel and watershield. See FRONT DOOR TRIM PANEL or SLIDING DOOR TRIM
PANEL . Disconnect the door latch actuator rod from the latch. See Fig. 24 . Remove the two handle retaining
nuts.
Installation
Position door handle to door and install the retaining nuts. Connect the actuator rod to the latch. Install the
watershield and trim panel.
Remove the access hole cover and/or trim panel and pull away the watershield, if so equipped. See FRONT
DOOR TRIM PANEL or REAR DOOR TRIM PANEL . Disconnect door latch actuator rod from latch.
Block handle open. Drill out the two rivets securing outside door handle to door. See Fig. 24 .
Installation
Position door handle to door. Use a block to hold open. From outside, install two blind rivets to secure handle.
Connect actuator rod to latch. See Fig. 24 . Install watershield, if so equipped, and trim panel and/or access hole
cover. See FRONT DOOR TRIM PANEL or REAR DOOR TRIM PANEL .
Fig. 24: Removing Outside Door Handle (Ranger & Explorer; Aerostar Similar)
OUTSIDE DOOR HANDLE (DUAL REAR DOOR)
Remove trim panel and watershield. Remove retaining nuts. Remove and replace outside handle. Install
retaining nuts. Install watershield and trim panel.
OUTSIDE LIFTGATE HANDLE
Removal (Aerostar)
1. Remove liftgate trim panel and inside handle assembly, if so equipped. See LIFTGATE TRIM
PANEL .
2. Disconnect rod from latch control assembly and remove from door handle lever. See Fig. 25 .
3. Tape or otherwise protect area of door around outside door handle to prevent paint damage.
4. Prop open door handle (use wood props).
5. Remove two rivets attaching door handle to door. Use a drift punch to knock out center pin. Drill out
remainder of rivet.
6. Remove prop from door handle and pull handle out of hole in liftgate door.
Fig. 25: Removing Outside Liftgate Handle

Installation
1. Install handle, without control rod, into liftgate door.

2. Prop open door handle and install two rivets to attach door handle.
3. Install control rod to handle lever, then install bottom of rod to latch control assembly.
4. Open and close liftgate door to check operation.
REAR DOOR LATCH

For removal and installation procedures, see Fig. 26 .
Fig. 26: Removing Rear Door Latch (Explorer)

REAR DOOR TRIM PANEL
Removal (Explorer Hi-Series)
1. Remove the two screws retaining the door trim panel located above the door handle. See Fig. 27 .
removal.
3. To remove power window control plate, use notch located at lower end of plate using a screwdriver to lift
and remove.
4. Remove plate from door trim panel pulling wire harness from inside of panel. See Fig. 27 .
5. From bottom of plate, remove two screws and disconnect connector from switch.
panel removing tool from Rotunda Moulding/Trim Kit (107-00401) or equivalent.
slightly to remove flange at the top of door trim panel from trough in the glass weatherstrip. See .
Fig. 27: Removing Rear Door Trim Panel (Explorer Hi-Series)
Installation
glass weatherstrip. Be cautious while loading panel over door handle. Align plastic clips to holes in door
inner panel and tap panel slightly to engage clips.
3. Connect the power window switch to the connector on the wire harness. Reinstall two screws and snap
connector on harness.
4. Reinstall power control switch plate into opening provided, loading control switch at front edge first.
Then feeding clip in slot at rear edge, apply pressure to engage clip.
5. Reinstall trim cup at door handle applying pressure to snap retention nibs into door trim panel.
6. Reinstall two screws retaining door trim panel located above door handle.
Removal (Explorer Lo-Series)
1. Remove the two screws retaining the door trim panel located above the door handle. See Fig. 28 . Also
remove one screw in the upper front portion of door trim panel.
removal.
panel removing tool from Rotunda Moulding/Trim Kit (107-000401) or equivalent. See Fig. 28 .
attention to the cut-out in the door trim panel for the door handle so that it clears the handle during
Fig. 28: Removing Rear Door Trim Panel (Explorer Lo-Series)

Installation
glass weatherstrip. Align plastic clips to holes in door inner panel and tap panel slightly to engage clips.
3. Reinstall trim cup at door handle, applying pressure to snap retention nibs into door trim panel.
SLIDING DOOR REAR LATCH
NOTE: The three latch retainer bolts must not be tightened greater than 9-14 N.m (6-10
ft-lb) when installed.
1. Remove sliding door trim panels, watershield and access hole cover plates. See SLIDING DOOR TRIM
PANEL .
2. Unlatch the sliding door.
3. Remove latch actuator rod retainer from center door retainer hole. See Fig. 29 .
4. Disconnect the rear door latch actuator rod from the remote control assembly by opening the clip.
5. Open the door sufficiently to gain access to the three latch retainer bolts attaching the rear latch to the
sliding door. Remove bolts.
6. Remove the sliding door rear latch with the remote control actuator rod attached to the latch, from the
sliding door. To install, reverse removal procedure.
Fig. 29: Removing Sliding Door Rear Latch Assembly

SLIDING DOOR TRIM PANEL
1. Remove the screws retaining the sliding door window garnish moulding to the sliding door inner panel,
then remove the garnish moulding.
2. Remove the screws retaining the sliding door trim panel to the sliding door inner panel, then remove the
trim panel. See Fig. 30 .
Fig. 30: Removing Sliding Door Trim Panel (Aerostar)

UPPER LATCH & UPPER LATCH CABLE
Removal & Installation (Aerostar - Dual Rear Doors)
1. Remove trim panel and watershield. Release threaded fitting of upper latch cable from door lock rod
retainer on remote control assembly. See Fig. 31 .
2. Disengage cable bushing from tab on remote control assembly. Remove two upper latch attaching screws.
3. Remove latch assembly with cable assembly attached. Separate by removing cable bushing from retaining
tab on latch. See Fig. 31 . Replace either or both parts as required. Reconnect latch and cable. Install
retaining screws as shown in illustration following lock cylinder removal. Note that cable must be routed
down through door pillar.
4. Connect cable bushing and threaded fitting. Install watershield and trim panel.
Fig. 31: Removing Upper Latch & Upper Latch Cable (Aerostar)
WIRING DIAGRAMS
Fig. 32: Power Door Lock Wiring Diagram (Aerostar)
Fig. 33: Power Door Lock Wiring Diagram (Explorer 2-Door)
Fig. 34: Power Door Lock Wiring Diagram (Explorer 4-Door)
Fig. 35: Power Door Lock Wiring Diagram (Ranger)
Power Mirrors - Aerostar, Explorer & Ranger

DUAL ELECTRIC REMOTE CONTROLLED OUTSIDE REAR VIEW MIRRORS (AEROSTAR &
EXPLORER)
The outside rear view mirror control for the dual electric mirrors is located in the upper front area of the front
door trim panel. The same outside rear view mirror control controls both the left and right outside rear view
mirrors. See Fig. 1 . Mirror position may be adjusted by first moving the selector switch to the L or R position.
Then, adjust the outside rear view mirrors by pressing the appropriate arrow. When not adjusting, the outside
selector switch should be kept in center OFF position to avoid inadvertent adjustment.
Fig. 1: Operating Outside Rear View Mirror Control

ELECTRONIC DAY/NIGHT MIRROR (AEROSTAR)
The electronic day/night mirror changes from the normal state to the non-glare state when glare reaches the
mirror. This mirror mainly functions at night, with limited function at dusk or dawn. From the non-glare state,
the mirror will return to the normal state after a short delay. The delay starts when glare goes away, and
prevents excessive changing of the mirror as traffic moves behind and around the vehicle, or on rolling hills and
curves. The sensitivity of the mirror can be adjusted by moving the switch between LOW and HIGH. See Fig.
2.
HIGH is the most sensitive setting and bright headlamps far away will cause the mirror to automatically darken.
At the LOW setting, bright headlamps will have to be closer to darken the mirror. The electronic mirror also
measures the brightness of the light in front of the vehicle. It automatically makes a correction in the glare state
selected on the switch. The mirror automatic function may be turned off by sliding the switch to the OFF
position. It may be turned off in either the normal or non-glare state.
There are two light sensors (photocells) in this mirror. The sensor that detects rear glare is located inside a
window in the upper right corner of the mirror. The second light sensor which determines outside light level is
located on the backside of the mirror case. One important safety feature is that the mirror automatically locks in
the normal state whenever the vehicle is placed in REVERSE. This feature makes sure the view in the mirror is
clear and bright when backing up.
Fig. 2: Operating Electronic Day/Night Mirror (Aerostar)

ELECTRONIC DAY/NIGHT MIRROR (EXPLORER)
The electronic day/night mirror changes from the normal state to the non-glare state when glare reaches the
mirror. This mirror mainly functions at night, with limited function at dusk or dawn. From the non-glare state,
the mirror will return to the normal state after a short delay. The delay starts when glare goes away, and
prevents excessive changing of the mirror as traffic moves behind and around the vehicle, or on rolling hills and
curves.
The electronic mirror also measures the brightness of the light in front of the vehicle. It automatically makes a
correction in the glare state. The mirror automatic function may be turned off by pushing the switch. See Fig. 3 .
It may be turned off in either the normal or non-glare state. There are two light sensors (photocells) in this
mirror. The sensor that detects rear glare is located inside a window in the upper right corner of the mirror. The
second light sensor which determines outside light level is located on the backside of the mirror case.
One important safety feature is that the mirror automatically locks in the normal state whenever the vehicle is
placed in REVERSE. This feature makes sure the view in the mirror is clear and bright when backing up. To
turn on the automatic mirror, have key in the RUN position. Push the ON button once. The light in the center of
the pushbutton will light indicating the mirror is on. To turn the mirror off, push the ON button again. The
mirror can be temporarily darkened if desired by pushing and holding the dimming switch. After releasing the
button, the mirror will return to the previous operation mode.
Fig. 3: Operating Electronic Day/Night Mirror (Explorer)

TROUBLE SHOOTING
Verify customer's complaint. Before performing any testing, perform a visual inspection. See DESCRIPTION
& OPERATION . After performing visual inspection, see SYMPTOM INDEX . SYMPTOM TESTS are
located under SYSTEM TESTS .
SYMPTOM INDEX
Electronic Day/Night Mirror Inoperative (Aerostar & Explorer) A
Both Right & Left Outside Rear View Mirrors Do Not Operate B
Either Right or Left Outside Rear View Mirror Does Not Operate C
Either Right or Left Outside Rear View Mirror Does Not or Functions At D
Variance With System Logic
SYSTEM TESTS
TEST A: ELECTRONIC DAY/NIGHT MIRROR INOPERATIVE (AEROSTAR & EXPLORER)
1. Check mirror operation, both low and high. Cover the sensor on the backside of the mirror with a dark
(preferably black) cloth. With a flashlight, shine light on the sensor located on the upper right side of the
mirror glass. Does the mirror glass darken to the non-reflective state? If yes, mirror is okay. If no, go to
next step.
2. Check for blown fuse. Is the fuse blown? If yes, replace and retest mirror for correct operation. See
ELECTRONIC DAY/NIGHT MIRROR (AEROSTAR & EXPLORER) under REMOVAL &
INSTALLATION. If fuse is not blown, go to next step.
3. Check for voltage between 298 (P/O) (Aerostar) or 640 (R/Y) (Explorer) and 57 (B/K) circuits. See Fig.
4 . See WIRING DIAGRAMS . Remove electrical connector from rear of mirror. Check for voltage at
the harness connectors. Is voltage present between Circuits 298 (P/O) (Aerostar) or 640 (R/Y) (Explorer)
and 57 (B/K)? If yes, carefully and securely PLUG mirror feed connector into back of mirror and again
CHECK for correct operation. If no, go to next step.
4. Check for voltage between Circuit 298 (P/O) (Aerostar) or 640 (R/Y) (Explorer) and a good ground. Is
there voltage? See Fig. 4 . See WIRING DIAGRAMS . If yes, service 57 as required. Go to next step. If
no, service 298 (Aerostar) or 640 (Explorer) as required.
5. Check mirror operation in both low and high. Reconnect mirror. Check mirror as outlined in step 1 . Does
mirror glass darken to the non-reflective state. If yes, mirror is okay. If no, replace mirror. See
ELECTRONIC DAY/NIGHT MIRROR (AEROSTAR & EXPLORER) under REMOVAL &
INSTALLATION.
Fig. 4: Testing Dual Electric Remote Controlled Outside Rear View Mirrors (Aerostar & Explorer)
TEST B: BOTH RIGHT & LEFT OUTSIDE REAR VIEW MIRRORS DO NOT OPERATE
1. Check for blown fuse. Remove fuse and inspect. Is the fuse blown? If yes, replace and retest mirror. If no,
go to next step.
2. Check for voltage at harness connector to switch. Using Rotunda Digital Volt-Ohmmeter 007-00001 or
equivalent, check for voltage across Circuits 54 (LG/Y) and 57 (B/K). See Fig. 4 or Fig. 5 . See
WIRING DIAGRAMS . Is voltage present? If yes, check if outside rear view mirror control is damaged
by jumping across appropriate circuits shown in switch logic table. If no, go to next step.
3. Check for voltage between Circuit 54 (LG/Y) to a good ground. See Fig. 4 or Fig. 5 . See WIRING
DIAGRAMS . Is there voltage? If yes, if outside mirror control wiring can be operated by bypassing
outside rear view mirror control as described in step 2 , then REPLACE damaged outside rear view
mirror control. See POWER OUTSIDE MIRROR SWITCH under REMOVAL & INSTALLATION.
If no, trace back through Circuit 54 (LG/Y) and repair as required.
Fig. 5: Testing Dual Electric Remote Controlled Outside Rear View Mirrors (Ranger)
TEST C: EITHER RIGHT OR LEFT OUTSIDE REAR VIEW MIRROR DOES NOT OPERATE
1. Remove front door trim panel and verify that outside mirror control wiring is connected. See appropriate
POWER DOOR LOCKS article for trim panel removal. Is harness connected? If yes, go to next step. If
no, check outside mirror control wiring connector for damage and reconnect. Check outside rear view
mirror for proper operation.
2. Using Rotunda Digital Volt-Ohmmeter 007-00001 or equivalent, check continuity of Circuits 540 (R),
541 (DB) and 542 (Y) for left outside rear view mirror, or Circuits 542 (Y), or Circuits 542 (Y), 543 (DG)
and 544 (P) for right outside rear view mirror, in outside mirror control wiring connector to outside rear
view mirror by operating outside rear view mirror control. See Fig. 4 or Fig. 5 . See WIRING
DIAGRAMS .
3. Do circuits have continuity? If yes, replace the outside rear view mirror motor (if serviced) or outside rear
view mirror. See POWER OUTSIDE MIRROR MOTOR (EXPLORER) or POWER OUTSIDE
MIRROR under REMOVAL & INSTALLATION.
TEST D: EITHER RIGHT OR LEFT OUTSIDE REAR VIEW MIRROR DOES NOT FUNCTION OR
FUNCTIONS AT VARIANCE WITH SYSTEM LOGIC
1. Using a putty knife, pry the mirror switch up and out of the bezel. Using Rotunda Digital Volt-Ohmmeter
007-00001 or equivalent, verify circuit logic at harness connector to outside rear view mirror with switch
operation. See Fig. 4 or Fig. 5 . Does outside rear view mirror control operate properly? If yes, replace
outside rear view mirror motor. See POWER OUTSIDE MIRROR MOTOR (EXPLORER) If no, go
to next step.
2. Using Rotunda Digital Volt-Ohmmeter 007-00001 or equivalent, verify circuit logic at switch connector.
See Fig. 4 or Fig. 5 . Is circuit logic okay at outside rear view mirror control? If yes, trace along outside
mirror control wiring to determine where cross circuitry took place. Service as required. If no, replace
outside rear view mirror control and retest mirror operation.
COMPONENT TESTS
ELECTRONIC DAY/NIGHT MIRROR (EXPLORER LIMITED)
Self Test
NOTE: The electronic day/night mirror uses a microprocessor with a built-in self-test
capability. Activation shall be triggered by a switch accessible on the mirror
assembly housing. A signal from the mirror/autolamp system that the mirror
assembly functions properly, shall determine that all outputs and inputs are
working as designed and that the microprocessor will respond correctly.
1. With the ignition switch OFF and the gearshift lever in PARK or NEUTRAL, push the self-test buttons
(auto mirror ON, manual dim and autolamp ON) simultaneously. The auto mirror ON, manual dim and
autolamp ON indicators shall blink on and off for 5 seconds. If the mirror assembly microprocessor is
functioning properly it will proceed to the external diagnostics. If the above condition does not occur,
then possibly the circuits connected to headlamp switch power input, pin 2 (221 [O/W]) is open and/or
ground, pin 3 (57 [B/K]) is open. See Fig. 6 . See WIRING DIAGRAMS .
2. The following fault modes are for external diagnostics and are in addition to the internal self-test. After
the mirror assembly completes the 5-second internal self-test, the auto mirror and autolamp pushbutton
indicators shall blink on and off.
NOTE: If this procedure is not started within 15 seconds the mirror will default to
the power-up state.
3. Turn the ignition switch to the RUN position. If the manual dim pushbutton indicator does not illuminate
at a steady state and the mirror does not darken, then the circuit to ignition run input, pin 1 (640 [R/Y]) is
open or disconnected. See Fig. 6 . See WIRING DIAGRAMS .
4. If autolamp status indicator is illuminated, autolamp ON pushbutton indicator illuminates at a steady state
and the headlamps do not switch on, then the circuit connected to the exterior lamps relay output, pin 5
(218 [W/P]) is open or the relay is disconnected or defective. See Fig. 6 . See WIRING DIAGRAMS .
NOTE: If this procedure is not started within 15 seconds the mirror will default to
the power-up state.
5. Place the gearshift lever in REVERSE. If the dim pushbutton indicator does not extinguish and if the
mirror does not return to the full bright condition, then the circuit connected to the reverse override input,
pin 4 (140 [BK/PK]) is open or the backup lamp circuit is disconnected or defective. See Fig. 6 . See
WIRING DIAGRAMS .
6. After the above tests are complete the mirror assembly shall be restored to the OFF (all LED's not
illuminated) state.
Fig. 6: Testing Electronic Day/Night Mirror (Explorer Limited)

ELECTRONIC DAY/NIGHT MIRROR (AEROSTAR & EXPLORER)
Removal
NOTE: If mirror has screwless mounting, remove and install using procedure for
conventional inside rear view mirror.
1. Disconnect the electrical connector at the mirror.

2. If mirror has set screw, loosen the mirror assembly-to-mounting bracket setscrew.
3. Remove the mirror assembly by sliding upward and away from the inside rear view mirror bracket.
Installation
For installation follow removal procedures in reverse order. Tighten the mirror assembly-to-mounting setscrew
to 1.1-2.3 N-m (10-20 in-lb).
ELECTRONIC DAY/NIGHT MIRROR MOUNT-SCREW TYPE (EXPLORER LIMITED)
Removal
1. Loosen screw attaching mirror to bracket.

2. Disconnect wiring plug from back of mirror.
3. Lift up on mirror to remove from windshield mounting bracket.
Installation
For installation follow removal procedures in reverse order. Tighten screw to 1.1-2.3 N-m (10-20 in-lb).
INSIDE MIRROR
Removal
1. Grasp inside rear view mirror firmly as shown. See Fig. 7 .

2. Insert Rotunda mirror removal tool between inside rear view mirror windshield pad and inside rear view
mirror.
3. Slide tool completely in to release inside rear view mirror retainer.
4. Remove inside rear view mirror by using an upward force, while wiggling inside rear view mirror and
removal tool, T91T-17700-A from left to right.
Fig. 7: Removing Inside Mirror
Installation
Slide mirror mount downward onto inside rear view mirror windshield pad, using a force in direction of
windshield glass. See Fig. 8 .
Fig. 8: Installing Inside Mirror
MIRROR MOUNT BRACKET
Removal
1. Locate and mark the location of inside rear view mirror bracket on the outside surface of the windshield
glass with a wax pencil.
2. If the clear vinyl wafer remained on the windshield glass, apply low heat (heat gun) until the wafer
softens. Peel the vinyl wafer from the windshield glass taking care not to scratch or mar the windshield
glass surface.
3. Thoroughly clean inside of the windshield glass with mild abrasive cleaning powder and clean cloth
saturated in alcohol to remove old adhesive. Then, use a paper towel and remove all cleaner from the
windshield glass. Do not contaminate clean area. Roughen the bonding surface of the inside rear view
mirror bracket with fine grit sandpaper. Then, wipe the surface clean with a paper towel soaked in
alcohol. Do not contaminate cleaned bracket.
4. If vinyl wafer is still adhered to the inside rear view mirror bracket, use low heat (heat gun) until the
wafer softens and peel it off.
5. Use fine sandpaper on inside rear view mirror bracket to lightly scuff the surface. Wipe clean with
alcohol moistened cloth.
6. Using the applicator, apply a generous amount of Rear View Mirror Adhesive D9AZ-19554-CA (ESB-
M2G176-A) or equivalent to the bonding surface of the inside rear view mirror bracket and the
windshield glass. Allow the adhesive material to dry for three minutes. Do not touch the mounting
surfaces.
7. Apply two drops of Rear View Mirror Adhesive D9AZ-19554-CA (ESB-M2G176-A) or equivalent to the
mounting surface of the inside rear view mirror bracket. Using a clean toothpick or wooden match,
quickly spread the adhesive evenly over the mounting surface of the inside rear view mirror bracket.
8. Quickly position the inside rear view mirror bracket on the windshield glass, using the locator marked on
the outside of the windshield glass. The 9.525mm (3/8-inch) circular depression in the inside rear view
mirror bracket must be down and toward the inside of the passenger compartment. Press the inside rear
view mirror bracket against the windshield glass for about one minute.
9. Allow the adhesive to set for five minutes. Then remove any excess adhesive material from the
windshield glass with an alcohol-dampened rag.
POWER OUTSIDE MIRROR
Removal (Aerostar)
1. Disconnect wiring from behind outside rear view mirror with front door open. See Fig. 9 .
2. Remove two nuts attaching outside rear view mirror to front door.
3. Remove outside rear view mirror from front door.
For installation follow removal procedures in reverse order. Tighten mirror attaching nuts to 8-10 N-m (6-7 ft-
lb).
Fig. 9: Removing & Installing Power Outside Mirror (Aerostar)
Removal (Explorer)
1. Remove the door trim panel, door speaker and peel back the water shield if necessary to gain access to the
mirror wiring connector and mirror attaching nuts. See appropriate POWER DOOR LOCKS article for
trim panel removal.
2. Disconnect the wiring connector.
3. Remove the three nuts attaching the mirror to the door.
4. Pull mirror away from the door while guiding the wiring out of the door.
1. Guide the wiring through the door.

2. Install the nuts attaching the mirror to the door. Tighten nuts to 6-8 N-m (53-70 in-lb).
3. Connect the wiring connector. Install the water shield using vinyl tape as required. Install the door
speaker and install the door trim panel. See appropriate POWER DOOR LOCKS article for trim panel
Installation.
Removal (Ranger)
1. Remove the front door trim panel. See appropriate POWER DOOR LOCKS article for trim panel
removal.
2. For power mirror, remove speaker and disconnect outside mirror control wiring. See Fig. 10 .
3. Remove three attaching nuts and remove outside rear view mirror.
Installation (Ranger)
For installation follow removal procedures in reverse order. See Fig. 10 . Tighten mirror attaching nuts to 6-8
N-m (53-70 in-lb).
Fig. 10: Removing & Installing Power Outside Mirror (Ranger)
POWER OUTSIDE MIRROR GLASS
Removal (Aerostar & Ranger)
1. Push outer edge of outside rear view mirror glass into outside rear view mirror, as shown. See Fig. 11 .
2. Grip inner edge of outside rear view mirror glass and pull out until outside rear view mirror glass snaps
out of motor assembly. On some vehicles, the cross-tee pivot or drive screw(s) may remain attached to
the outside rear view mirror motor kit. In this case, carefully pry the pivot out of the outside rear view
mirror motor kit and turn the drive screw(s) (counterclockwise) out of the outside rear view mirror motor
kit.
Installation (Aerostar & Ranger)
Position the outside rear view mirror glass as shown. See Fig. 11 . Firmly push the outside rear view mirror
glass into place with the palm of the hand, until it locks.
Fig. 11: Removing & Installing Power Mirror Glass (Aerostar & Ranger)
Removal (Explorer)
1. Push in on the bottom of the glass until it stops. See Fig. 12 .
2. Protect the mirror body with a rag or similar material at the top and insert a flat blade screwdriver
between the mirror body and glass.
3. Pry on the glass until it snaps loose from motor assembly. On Explorer Limited, disconnect the heater
wires from the glass.
4. Remove the screwdriver and continue to pull the glass by hand until it is completely unsnapped from the
motor assembly.
1. Make sure the rubber gasket on the motor is properly installed on the motor assembly.
2. Position the glass assembly in the mirror and move glass around until it drops into place. See Fig. 12 .
3. Push on the center of the glass to snap it in place.
4. Check glass for looseness. If loose, push on glass until it is fully seated.
Fig. 12: Removing & Installing Power Mirror Glass (Explorer)
POWER OUTSIDE MIRROR MOTOR (EXPLORER)

Removal
1. Remove the door trim panel, door speaker and peel back the water shield if necessary to gain access to the
mirror wiring connector. See appropriate POWER DOOR LOCKS article for trim panel removal.
2. Disconnect the wiring connector.
3. Remove the glass assembly as described in this section. See POWER OUTSIDE MIRROR GLASS .
4. Remove the four screws attaching the motor to mirror. See Fig. 13 .
5. Pull motor away from the mirror.
6. Slide gasket off of motor.
7. Open motor top, using your hand and disconnect four wires inside motor.
8. Remove motor.
Installation
For installation follow removal procedure in reverse order. See Fig. 13 . The UP position of the motor shown on
the back of the motor.
Fig. 13: Exploded View Of Power Outside Mirror Motor Assembly (Explorer)
POWER OUTSIDE MIRROR SWITCH

Removal (Aerostar)
1. Remove driver's side door trim panel with mirror switch pigtail still attached to harness.
2. Reach around door trim panel and disengage switch harness from the main wire harness. See Fig. 14 .
3. Using a putty knife pry the outside rear view mirror control switch up from the bezel.
4. Remove switch.
Removal (Explorer)
1. Insert a small, thin-bladed screwdriver into the spring tab slots of the outside rear view mirror bezel and
apply pressure to pop out. See Fig. 15 .
2. The outside rear view mirror control is held in place by snap action fingers. To remove the outside rear
view mirror control, carefully pry the outside rear view mirror control from the bezel with a putty knife.
3. Disengage wire harness connector. Remove switch.
For installation follow the removal procedures in reverse order. See Fig. 14 .
Fig. 14: Exploded View Of Power Mirror Switch & Wiring (Aerostar)
For installation follow removal procedures in reverse order. See Fig. 15 . Both the outside rear view mirror
control and outside rear view mirror bezel are installed by pressing into place.
Fig. 15: Exploded View Of Power Mirror Switch & Wiring (Explorer)
Application INCH Lbs. (N.m)
Electronic Day/Night Inside Mirror Setscrew, Aerostar 10-20 (1.1-2.3)
Manual Outside Rearview Mirror Attaching Nuts, Aerostar 24-39 (2.7-4.5)
Manual/Power Outside Rearview Mirror Attaching Nuts, Ranger and 53-70 (6-8)
Explorer
Power Outside Rearview Mirror Attaching Nuts, Aerostar 70-89 (8-10)
WIRING DIAGRAMS
Fig. 16: Power Mirror Circuit (1990-94 Aerostar)
Fig. 17: Electronic Day/Night Mirror Circuit (1990-91 Aerostar)
Fig. 18: Electronic Day/Night Mirror Circuit (1992-94 Aerostar)
Fig. 19: Power Mirror Circuit (991-94 Explorer)
Fig. 20: Power Mirror Circuit (1993-94 Ranger)
Power Seats & Lumbar Support- Aerostar, Ranger & Explorer

SIX-WAY POWER SEAT
The optional six-way power seat system uses a screw-type drive for seat adjustment. The six-way power seat
provides horizontal, vertical and tilt adjustments. It consists of a reversible armature motor, switch and housing
assembly, vertical screw, and horizontal screw drives.
The mechanical portion of the seat track in the horizontal drive consists of a transmission and lead screw on
each track. The transmission, lead screw and motor are attached to the movable section of the track. When the
switch is actuated, the front armature is energized and the horizontal drive units are activated. The seat is then
moved forward or rearward by the lead screw traveling in a plastic drive block attached to each lower track
section.
In the vertical drive, a transmission and screw drive are used. The drive units are located on the left side of the
movable track. When the switch is actuated, the center and rear armatures are energized simultaneously and the
vertical drive units are activated. The seat is then moved up or down by the lead screws traveling in the drive
nuts.
When the front tilt switch is actuated, the center armature drives the front vertical lead screw and moves the seat
to the desired position. When the rear tilt switch is actuated, the rear armature drives the rear vertical lead screw
and moves the seat to the desired position. The power seat circuit is protected by a circuit breaker mounted in
the fuse panel. The motor assembly, which contains three armatures, the flexible shafts, the screw drive and
gear mechanism are not serviced individually and can be serviced only by replacing the complete track
assembly.
LUMBAR SUPPORT
The lumbar support system consists of the switch, lumbar support (air bag), a pump and motor assembly, related
wiring harness and plastic tubing. During the inflate mode, the compressor pumps air through a hose to the
lumbar switch check valve. The air is then routed through a separate hose to the lumbar support located at the
seat back. Except for the lumbar support-bag, all components are located at or under the seat cushion frame.
The switch performs three functions. First, it turns the motor and thus the air pump on. Second, it acts as a one-
way check valve for air passage to the lumbar bag. Once the bag is inflated and the switch is left to its normal
mode, the check valve closes and prevents air in the bag from leaking out. Third, in the deflate mode, it opens
the check valve and allows the air to leak out and thus deflate the lumbar bag. In this mode the pump does not
operate.
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Component Location
Fuse Panel Left Side Of Instrument Panel, Left Of Steering
Column
TROUBLE SHOOTING
Before performing individual component test, check following for possible cause of system malfunction.
 Faulty Circuit Breaker

 Loose Or Corroded Connectors
 Damaged Wiring
 Damaged Motors
 Faulty Switches
 Damaged Lumbar/Bolster Support Bladders
 Damaged Or Kinked Air Hoses
SYSTEM TESTS
SYMPTOM INDEX
Noisy Power Seat A
Power Seat Moves But Is Loose B
Power Seat Does Not Make Full Travel C
Track Does Not Move Horizontally And/Or Vertically D
Both Lumbar Seats Do Not Operate E
One Lumbar Seat Does Not Operate F
Lumbar Seat Fills But Won't Deflate G
TEST A: NOISY POWER SEAT
Operate power seat and listen for noise. If operation is not noisy, system is okay. If operation is noisy, replace
track assembly. See SEAT TRACK under REMOVAL & INSTALLATION.
TEST B: POWER SEAT MOVES BUT IS LOOSE
1. Operate power seat and check for looseness. If power seat is not loose, system is okay. If power seat is
loose, retighten all attachment hardware and then go to next step.
2. Check if loose condition has been corrected. If power seat is not loose, system is okay. If power seat is
loose, replace track assembly. See SEAT TRACK under REMOVAL & INSTALLATION.
TEST C: POWER SEAT DOES NOT MAKE FULL TRAVEL

1. Operate power seat and verify that seat mechanism does not make full travel. If power seat travel is okay,
system is okay. If power seat does not make full travel, go to next step.
2. Check for an obstruction in track mechanism. If no obstruction is present, power seat okay. If obstruction
in track mechanism is found, go to TEST D: TRACK DOES NOT MOVE HORIZONTALLY
AND/OR VERTICALLY .
TEST D: TRACK DOES NOT MOVE HORIZONTALLY AND/OR VERTICALLY
1. Operate power seat and verify condition. If power seat operation is okay, system is okay. If power seat
operation is not okay, go to next step.
2. Check power seat track drive cables for deflection when the switch is activated. If cables deflect, system
is okay. If cables do not deflect, go to next step.
3. Disconnect motor leads from harness. Check for voltage at power seat harness when switch is activated.
Check fuse. If voltage is present, remove and replace track assembly. See SEAT TRACK under
REMOVAL & INSTALLATION. Repeat step 1 . If no voltage is present, go to next step.
4. Test power seat switch. See POWER SEAT SWITCH under COMPONENT TESTS. If switch is okay,
go to next step. If switch is not okay, replace switch assembly. See SWITCH under REMOVAL &
INSTALLATION. Repeat step 1 .
5. Check power seat motor for tight ground connections. If ground connections are okay, check for damaged
connectors, shorts or open circuit. Service as necessary. See WIRING DIAGRAMS . Repeat step 1 . If
ground connections are loose, tighten ground connection and then repeat step 1 .
TEST E: BOTH LUMBAR SEATS DO NOT OPERATE
1. Inspect for broken fuse. If fuse is broken, replace fuse. If fuse is not broken, go to next step.
2. Inspect for poor ground connection. See WIRING DIAGRAMS . If problem is found, tighten ground
connection and retest system.
TEST F: ONE LUMBAR SEAT DOES NOT OPERATE
1. Inspect for no battery voltage at lumbar seat switch. See WIRING DIAGRAMS . If problem is found,
repair and retest system. If problem is not found, go to next step.
2. Inspect for continuity to ground at (Black) wire at inoperative lumbar seat pump motor. See WIRING
DIAGRAMS . If problem is found, repair and retest system. If problem is not found, go to next step.
3. Inspect for inoperative lumbar seat switch. If problem is found, replace switch. If problem is not found,
go to next step.
4. Inspect for inoperative lumbar seat pump motor. If problem is found, replace lumbar seat pump motor.
See LUMBAR SUPPORT COMPRESSOR under REMOVAL & INSTALLATION. If problem is not
found, go to next step.
5. Inspect for open in Black/White (Aerostar and Ranger) wire or Dark Green wire (Explorer) at lumbar seat
pump motor. See WIRING DIAGRAMS . If problem is found, repair and retest system.
TEST G: LUMBAR SEAT FILLS BUT WONT DEFLATE
Inspect for a stuck air bleed valve inside seat switch. If problem if found, replace lumbar seat switch.
COMPONENT TESTS
POWER SEAT SWITCH
Test switch with a self-powered test lamp or ohmmeter when the switch is disconnected from the wiring.
1. With all switch knobs in the NEUTRAL position, there should be continuity between terminals No. 1, 3,
4, 5, 6, 7 and 8. Terminal No. 2 should be disconnected from all others. See Fig. 1 .
2. With stud knob A depressed, there should be continuity between terminals No. 1, 3, 4, 5, 6 and 8 and
terminals No. 2 and 7.
3. With switch knob B depressed, there should be continuity between terminals No. 1, 3, 4, 6, 7 and 8 and
4. With switch knob C pushed up, there should be continuity between terminals No. 1, 2 and 7 and terminals
No. 3, 4, 5, 6 and 8.
5. With switch knob C pushed down, there should be continuity between terminals No. 1, 3, 4, 7 and 8 and
terminals No. 2, 5 and 6.
6. With switch knob C pushed down, there should be continuity between terminals No. 1, 4, 5, 6, 7 and 8
and terminals No. 2 and 3.
7. With switch knob C pushed to the left, there should be continuity between terminals No. 1, 3, 4, 5, 6 and
7 and terminals No. 2 and 8.
8. With switch knob D depressed, there should be continuity between terminals No. 1 and 2 and terminals
No. 3, 4, 5, 6, 7 and 8.
9. With switch knob E depressed, there should be continuity between terminals No. 1, 3, 4, 5, 7 and 8 and
10. If any part of the switch fails to test as stated, replace the entire switch assembly. See SWITCH under
REMOVAL & INSTALLATION.
Fig. 1: Identifying Power Seat Switch Buttons & Terminals

attempting ANY repairs involving steering column, instrument panel or
SYSTEMS article.

battery.
LUMBAR SUPPORT PAD
1. Remove seat support bolt insulator and seat assembly from the vehicle. See SEATS .
2. Disconnect the lumbar support pad hose under the seat cushion assembly near the lumbar switch.
3. Remove the seat back assembly from the cushion frame assembly.
4. Remove seat back trim cover and pad assembly from seat back frame.
5. Using a screwdriver or similar tool, bend lumbar support pad retaining tabs upward and remove pad from
seat back frame. See Fig. 2 .
Fig. 2: Removing Lumbar Support Pad
LUMBAR SUPPORT COMPRESSOR
1. Remove seat support bolt insulator and seat assembly from vehicle. See SEATS .
2. Remove seat tracks/supports from seat cushion, if so equipped.
3. Remove front seat trim cushion as necessary to gain access to compressor mounting screws.
4. Remove mounting screws, disconnect hose and electrical connector and remove compressor.
5. To install, reverse removal procedures. Check seat tracks, if equipped, for proper operation.
SEAT TRACK
CAUTION: Use care when handling seat and track assembly. Dropping the assembly
or sitting on seat not secured in vehicle may result in damaged
components.
Removal
1. Remove heat shield covers to expose nuts from right rear of the track by opening the locking tabs.
2. Position seat track to full-up position.
3. Remove the nuts (rear) and bolts (front) retaining the seat and track assembly to the floorpan.
4. Remove plug to expose bolt securing slide bar to floor pan. Remove bolt and boot and save.
5. Lift the seat and track assembly high enough to disconnect the wire harness. Remove the seat and track
assembly from the vehicle. See Fig. 3 .
6. Place the seat upside down on a clean bench.
7. Remove bolt and nut attaching buckle slide bar to track assembly and remove slide bar and buckle
assembly.
8. Disconnect the track motor connector, six-way switch, lumbar and bolster from seat wiring harness. See
Fig. 4 .
9. Remove cushion side cover from seat track assembly and disconnect pneumatic tubes from switches
(lumbar and bolster).
10. Remove the four bolts retaining the seat track to the seat cushion. Remove the track assembly.
Fig. 3: Removing Power Seat
Fig. 4: Removing Power Seat Moulding

Installation
1. Position the track assembly to the seat cushion.

2. Secure the seat track assembly to the seat cushion using the four previously removed attaching bolts.
Tighten the bolts to specification. See TORQUE SPECIFICATIONS .
3. Secure inboard buckle and slide bar assembly to track with previously removed bolt and nut.
4. Install power seat lumbar and bolster switch to side shield.
5. Reattach pneumatic tubes to switches on side cover cushion frame.
6. Connect the power seat switch, bolster, lumbar, track motor to seat wiring harness. See Fig. 5 or Fig. 6 .
7. Install side shield to seat cushion using previously removed screws.
8. Position the seat and track assembly in vehicle.
9. Lift seat and track assembly high enough to permit the connection of the wire harness; then connect
wires.
10. Install the seat track-to-floorpan attaching bolts. Tighten the bolts to specification. See TORQUE
SPECIFICATIONS .
11. Install heat shield covers.
12. Install boot to slide bar and secure slide bar to floor pan with bolt previously removed.
13. Install plug to slide bar boot.
14. Check seat tracks for proper operation.
Fig. 5: Power Seat Wiring Connectors (Driver Side)
Fig. 6: Power Seat Wiring Connectors (Passenger Side)
SEATS
Removal (Aerostar)
1. Remove the seat support insulator screw and insulator.

2. Remove the three seat support-to-floor pan attaching bolts and one seat belt bolt.
3. Remove the seat assembly from vehicle.
4. To remove the seat supports, position the seat assembly upside down on a clean bench.
5. Remove four seat support-to-seat track attaching nuts. Remove the seat support from the seat assembly.
6. To remove the seat tracks, disconnect the seat latch tie rod assembly from both seat tracks.
7. Remove four seat track-to-seat cushion attaching screws. Remove both seat tracks from the seat
assembly.
Installation
1. Position the seat tracks to the seat cushion. Install the four seat tracks to the seat cushion attaching screws
(two per each seat track) and tighten to specification. See TORQUE SPECIFICATIONS .
2. Connect the latch tie rod assembly to both seat tracks.
3. Position the seat support on the four bolts of the seat tracks.
4. Install four seat support-to-seat track attaching nuts.
5. Position the seat assembly in the vehicle and install the three seat support-to-floorpan attaching bolts.
6. Place seat belt assembly on rear inboard support foot and install seat belt bolt. Tighten to specification.
See TORQUE SPECIFICATIONS .
7. Place seat support insulator on rear outboard support foot and install the insulator screw.
1. Remove the seat track plastic cover (Ranger passenger and Explorer).
2. Remove the four seat track-to-floorpan screws (two each side) and lift the seat and track assembly from
the vehicle. See Fig. 7 or Fig. 8 .
3. To remove the seat tracks from the seat cushion, position the seat upside down on a clean bench.
4. Disconnect the latch tie rod assembly and assist spring from the tracks.
5. Remove four track-to-seat cushion screws (two each side) from track assemblies. Remove tracks from
seat cushion.
Fig. 7: Removing Bucket Seat (Ranger)
Fig. 8: Removing Bucket Seat (Explorer)
Installation
1. Position the tracks to the seat cushion. Install the four track-to-seat cushion screws (two each side) and
tighten to specification. See TORQUE SPECIFICATIONS .
2. Connect the latch tie rod assembly and assist spring to the tracks.
3. Position the seat and track assembly in the vehicle.
4. Install four track-to-floorpan screws and tighten to specification. See TORQUE SPECIFICATIONS .
5. Install the seat track insulators (Ranger passenger only).
SWITCH
1. Disconnect battery ground cable.

2. Remove three screws retaining seat cushion side shield.
3. Remove two screws securing switch.
4. Remove switch and housing assembly. Disconnect electrical connector. Remove assembly. See Fig. 9 .
5. To install switch, reverse removal procedure.
Fig. 9: Removing Power Seat Switch
Seat Belt Bolt 20-37 (27-50)
Seat Track-To-Seat Bolt 9-17 (12-24)
Seat Track-To-Floor Pan Bolt 9-17 (12-24)
WIRING DIAGRAMS
Fig. 10: Lumbar Wiring Diagram (Aerostar)
Fig. 11: Lumbar Wiring Diagram (Explorer)
Fig. 12: Power Seat Wiring Diagram (Explorer)
Fig. 13: Lumbar Wiring Diagram (Ranger)
STEERING SYSTEM - INTEGRAL POWER
STEERING Ford Motor Co. - Power Steering - Integral
DESCRIPTION
commercial chassis.
Integral power steering unit consists of a rotary hydraulic control valve housing, input shaft/worm gear/valve
sleeve assembly, sector shaft, and 1-piece piston containing 27-29 recirculating balls. The 1-piece piston's teeth
are meshed to sector shaft teeth. Sector shaft is connected to Pitman arm. Rotary hydraulic control valve
assembly contains upper input shaft/valve sleeve, sleeve Teflon seals, and internal torsion bar. The input
shaft/control valve sleeve is retained inside control valve housing by bearing and lock nut. Hydraulic action is
generated by relative rotary motion between input shaft/control valve sleeve and worm/piston assembly. See
Fig. 1 and Fig. 7 .
Fig. 1: Identifying Steering Gear Unit Components
Fig. 2: Exploded View Of C-II Power Steering Pump (Except Van)

The C-II power steering pump is used on all models except Van. The C-II pump is a belt-driven, slipper-type
integral pump with a fiberglass/nylon reservoir. Reservoir is attached to rear of pump housing plate. See Fig. 2 .
The C-II pump high-pressure hose is attached to pump using a swivel type fitting with "O" ring seal. This type
fitting allows for hose movement without stressing line or fitting. Pump low pressure hose is slip-on design with
hose clamp. Pump's high pressure hose fitting and low pressure hose pipe are located below filler neck at
outboard side of reservoir. A pump identification tag with basic model number is attached to reservoir. See Fig.
2.
The Saginaw power steering pump is used on Van. Pump is a constant displacement vane-type pump. The
reservoir is "O" ring sealed onto the pump housing. All integral pump moving parts are submerged in fluid. The
fluid filler opening is on top of reservoir, unless engine type requires alternate remote reservoir. Pump reservoir
cap is sealed when using remote reservoir.
Rectangular pump vanes are mounted into rotor and cam, and are driven by main pump shaft. Vanes move fluid
from reservoir into cam ring. Fluid is pressurized by vanes in cam ring, then forced into cavities of thrust plate
and through flow control valve. The flow control valve, regulates pressurized fluid to the steering gear unit. See
Fig. 3 .
TROUBLE SHOOTING
Refer to TROUBLE SHOOTING - BASIC PROCEDURES article in the GENERAL TROUBLE
SHOOTING section.
LUBRICATION
FLUID TYPE
Use Ford Premium Power Steering Fluid (E6AZ-19582-AA) or use Type "F" ATF fluid.
FLUID LEVEL CHECK
Fluid level may be checked when fluid is either hot or cold. If fluid is cold, below 75°F (24°C), check fluid
level using the COLD full mark on dipstick. If fluid is hot, about 177°F (77°C), check fluid level using the HOT
full mark on dipstick. If fluid is low, add small amount of fluid through dipstick opening and recheck fluid
level. DO NOT overfill. On some van applications, check remote reservoir for proper fluid level. Remote
reservoir has "full" and "low" lines on side of reservoir.
HYDRAULIC SYSTEM BLEEDING
1. Raise front wheels off surface and support vehicle. Fill reservoir to specified level. Run engine until
power steering fluid reaches normal operating temperature, about 165-175°F (74-79°C). Recheck fluid
level in reservoir and top off as necessary. With engine running, eliminate trapped air in system by
turning steering wheel from lock-to-lock until fluid level no longer decreases and no bubbles exist in
reservoir.
2. DO NOT hold steering wheel against lock (in far left or far right position). This action will create
extremely high pressure and damage pump. Recheck fluid level in reservoir and top off as necessary.
Fig. 3: Exploded View Of Saginaw Pump (Van)
ADJUSTMENTS
BELT ADJUSTMENT
NOTE: For proper serpentine belt routing, see ADJUSTMENTS article in the ENGINE
PERFORMANCE section.
BELT ADJUSTMENT
(1) Used Belt: Lbs.
Application New Belt: Lbs. (kg) (kg)
2.3L
Fixed 150-190 (68-86) 140-160 (64-73)
W/Tensioner (2) 150-190 (68-86) 140-160 (64-73)
2.9L 120-160 (54-73) 110-130 (50-59)
3.0L
Fixed 120-160 (54-73) 110-130 (50-59)
W/Tensioner (2) 150-190 (68-86) 140-160 (64-73)
4.0L W/Tensioner (2) 108-132 (49-60) 108-132 (49-60)
4.9L W/Tensioner (2) (3) (3)
5.0L W/Tensioner (2) (4) (4)
5.8L W/Tensioner (2) (4) (4)
7.3L Except Ambulance

Vac. Pump W/ 3/8" Belt 90-130 (41-59) 65-85 (30-39)
Vac. Pump W/ 1/2" Belt 110-150 (50-68) 75-95 (34-43)
All Other W/ 1/2" Belt 140-180 (64-82) 95-115 (43-52)
7.3L Ambulance
Alternator 140-160 (64-73) 140-160 (64-73)
Vac. Pump 90-130 (41-59) 65-85 (30-39)
A/C & P/S 140-180 (64-82) 95-115 (43-52)
7.5L
W/Tensioner (2) (5) (5)
Alt. & Air Pump 160-200 (73-91) 110-130 (50-59)

(3) 90 lbs. (41 kg) minimum for vehicles with 60-amp and 75-amp alternators. 117 lbs. (53 kg) minimum
for vehicles with 100-amp alternators.
(4) 77 lbs. (35 kg) minimum for vehicles with 60-amp and 75-amp alternators. 111 lbs. (50 kg) minimum
for vehicles with 100-amp alternators.
(5) 94 Lbs. (43 kg) minimum tension.
STEERING GEAR MESHLOAD
1. Reference mark pitman arm to sector shaft. Using Pitman Arm Puller (T64P-3590-F), remove pitman arm
from sector shaft. Disconnect fluid return line at pump reservoir. Cap reservoir return line pipe. Place end
of return line in suitable container.
2. Turn steering wheel in both directions several times to drain fluid. DO NOT reuse this fluid. Remove
horn button from steering wheel to access steering wheel nut. Turn steering wheel until positioned 45
degrees from left or right steering stop.
3. Using an INCH lb. torque wrench on steering wheel nut, record torque required to turn steering shaft 1/8
turn toward top center from present 45 degrees position. (This is torque required to "start" steering wheel
to move.)
4. Turn steering gear to center position. (This is steering wheel normal center position, half way between
lock-to-lock.) Using an INCH lb. torque wrench on steering wheel nut, record torque required to move
steering wheel and shaft, back and forth across top center position. Compare the two readings.
5. If vehicle is new (less than 5000 miles), center reading should be 12-24 INCH lbs. (1.4-2.7 N.m). Adjust
as required, go to step 6). If vehicle has more than 5000 miles or sector shaft has been replaced, compare
over center torque reading with torque recorded in step 3). If centering torque is greater than or less than
recorded "starting" torque by 10 INCH lbs. (1.1 N.m), adjust to 9-13 INCH lbs. (1.0-1.5 N.m). To adjust,
go to next step.
6. To adjust meshload, loosen sector shaft lock nut, turn sector shaft adjustment screw until proper torque
reading across center position is obtained, Repeat Steps 3) -5). See Fig. 1 . Tighten lock nut while holding
adjusting screw in place.
7. Install horn button/pad. Attach pitman arm nut and tighten to specifications. See TORQUE
SPECIFICATIONS . Reconnect pump hose. Add fluid and bleed system. See HYDRAULIC SYSTEM
BLEEDING under LUBRICATION.
TESTING
PRESSURE TEST
NOTE: For testing, use Power Steering Analyzer (D79L-33610-A) with flow meter.
Preparation
1. Ensure belt tension correct. Disconnect power steering pump high pressure hose. Keep hose end raised to
prevent fluid loss. Connect pressure hose of analyzer gauge to power steering pump fitting. Connect
power steering pump high pressure hose to analyzer gauge hose at valve side of tester.
2. Open valve. Check fluid level and add fluid as required. Run engine until fluid reaches normal operating
temperature of 165-175°F (74-79°C).
Pressure Test
1. With engine idling, record flow reading on analyzer gauge. If minimum flow is less than 1.6 gallon per
minute (6.1L per minute) on Explorer and Ranger, OR less than 2 gallons per minute (7.6L per minute)
on Bronco, Pickup and Van, pump may require repair or replacement. Continue test.
2. At idle, if pressure is greater than 150 psi (11 kg/cm2 ), check hoses for restrictions. Replace as required.
Partially close analyzer gate valve to build up pressure to 740 psi (52 kg/cm2 ) for C-II pump or 620 psi
(44 kg/cm2 ) on Saginaw pump (Van).
3. If flow drops below specification, disassemble pump and replace cam pack assembly. If pressure plates
are cracked or worn, replace.
4. DO NOT close analyzer gate valve for more than 5 seconds. Completely close and partially open gate
valve 3 times. Record highest reading each time. If pressure is higher or lower than specified, repair or
replace flow control valve or pump. Refer to appropriate PRESSURE TEST SPECIFICATIONS table.
PRESSURE TEST SPECIFICATIONS

Idle Pressure (1) psi Relief Pressure psi
Application (kg/cm )2 (kg/cm2 )
Ford C-II Pump
Model 740 (52) 1050-1230 (74-86)
HBC-
KC
(1) Engine idle RPM must be set to engine decal
specification to obtain idle pressure.

Application (kg/cm2 ) (kg/cm2 )
Ford C-II Pump 740 (52) 1300-1480 (91-
104)
(1) Engine idle RPM must be set to engine decal specification
to obtain idle pressure.

Application (kg/cm2 ) (kg/cm2 )
Saginaw Pump
Model 620 (44) 1250-1450 (88-
HBA- 102)
HA/HB
Ford C-II Pump
Model 740 (52) 1300-1530 (91-
HBC-JX 108)
Ford C-II Pump
Model 740 (52) 1350-1530 (95-
HBC-JY 108)
(1) Engine idle RPM must be set to engine decal
specification to obtain idle pressure.
5. Set engine speed at 1500 RPM. Record flow. If flow varies more than 1 gallon (3.8L) per minute from
pressure measured in step 1), flow control valve in pump must be repaired or replaced.
6. Turn steering wheel to left and right stops, holding at each stop for 3 seconds. Pressure should be nearly
the same as maximum relief pressure. See appropriate PRESSURE TEST SPECIFICATIONS table. Flow
should drop below .5 gallon (1.9L) per minute.
7. If pressure and flow are not as specified, steering gear is leaking internally. Remove steering gear unit.
Remove flow control valve. Repair or replace damaged parts. Check control valve seals for damage. See
STEERING GEAR UNIT under OVERHAUL.
8. If pressure and flow are good, turn steering wheel slightly in both directions and release quickly while
watching pressure gauge. Needle should move from normal backpressure reading when steering wheel is
turned, and needle should snap back as wheel is released. If gauge reacts slowly, or sticks, rotary valve
sleeve assembly in steering gear is sticking. Repair or replace rotary valve sleeve assembly.
9. Check fluid for signs of contamination. If system is severely contaminated, both hoses, control valve, and
pump must be disassembled and cleaned. After reassembly, if problem still exists, check ball joints,
linkage and other front suspension members.
ROTARY VALVE CENTERING
NOTE: Power steering fluid must be at normal operating temperature and at correct
level.
1. Install Power Steering Analyzer (D79L-33610-A) or equivalent (i.e. 0-2000 psi pressure gauge and valve
assembly) between power steering pump and high pressure line. ENSURE analyzer gauge gate valve is
completely OPEN. Remove horn button/pad from steering wheel.
2. Attach an INCH lb. torque wrench to steering wheel nut. Center steering wheel. Set engine idle to 1000
RPM. Using torque wrench, rotate steering wheel to either side of center to obtain gauge reading of 250
psi (17.5 kg/cm2 ) in each direction.
3. Torque wrench reading should be equal in both directions when gauge is at 250 psi (17.5 kg/cm2 ). If
difference between torque readings exceeds 6 INCH lbs. (.68 N.m), remove steering gear unit. Replace
worm shaft/valve sleeve Teflon sealing rings, and replace control valve housing assembly. See Fig. 7 .

POWER STEERING PUMP R & I
Removal
1. Disconnect fluid return hose at reservoir and drain fluid into suitable container. Remove high pressure
hose and power steering pressure switch (if equipped) from pump and drain fluid into container.
Depending on vehicle, to remove drive belt loosen either belt tensioner, alternator, or power steering
pump adjustment bracket bolts. Remove steering pump adjustment bracket bolts (if equipped ).
2. On most models, pump pulley must be removed before pump can be removed from support bracket on
engine. Remove pulley from pump using Pulley Remover (T69L-10300-B). See Fig. 4 . DO NOT use
conventional type puller to remove pulley, pulley damage will result.
3. Remove pump, and adjustment bracket (if equipped) from support bracket. On some models, air
conditioning compressor must be removed from support bracket to access power steering pump mounting
bolts.
Fig. 4: Power Steering Pump Pulley Removal & Installation Tools
Installation
1. Install pump assembly to support bracket. Tighten bolts to specification. If equipped, install adjustment
bracket-to-support bracket and tighten bolts to specification. See TORQUE SPECIFICATIONS .
2. Install pulley to pump shaft using Pulley Installer (T65P-3A733-C). See Fig. 4 . Pulley must be
within .010" (.25 mm) of end of pump shaft to align with other pulleys for proper belt operation.
3. Apply lifting pressure to tensioner pulley and install belt on pump pulley. Ensure proper belt routing. See
SPECIFICATIONS article in the ENGINE PERFORMANCE section. If equipped with adjustment
bracket, adjust belt and tighten pump adjustment bracket bolts to specification.
4. Install hoses to pump. Tighten pressure hose fitting to specification. See TORQUE
SPECIFICATIONS . Fill reservoir with new fluid. Start engine and let idle. Turn wheel from stop-to-
stop to bleed air from system. Recheck reservoir and refill as necessary.
SAGINAW POWER STEERING PUMP SHAFT SEAL
Removal
1. Remove pump from engine. See POWER STEERING PUMP R & I . Drain fluid from reservoir. If
pulley was not previously removed, remove pulley using Pulley Remover (T69L-10300-B). See Fig. 4 .
DO NOT use conventional type puller to remove pulley, pulley damage will result.
2. Insert sharp, strong tool between rotor shaft seal and pump housing. DO NOT insert tool between shaft
and seal, damage to shaft surface will result in fluid leak. Pry out seal from housing and remove seal from
shaft.
Installation
1. Install new seal onto shaft with metal backing facing outward (toward pulley end of shaft). Install seal
using appropriate seal installer. Tap seal installer lightly with hammer until seal is properly seated flush
with housing.
2. If required, install pump assembly to support bracket before installing pulley to pump shaft. Also if
required, install adjustment bracket-to-support bracket and tighten all bolts to specification. See
TORQUE SPECIFICATIONS .
3. Install pulley to pump shaft using Pulley Installer (T65P-3A733-C). See Fig. 4 . Pulley must be
within .010" (.25 mm) of end of pump shaft to align with other pulleys for proper belt operation. To
complete installation, see POWER STEERING PUMP R & I .
STEERING GEAR R & I
Removal
1. Place drain pan under vehicle, under steering gear unit. Disconnect hydraulic lines at power steering gear
control valve. Quickly cap lines and gear unit ports to prevent contamination and loss of fluid. Remove
splash shield from steering shaft-to-gear unit flex coupling. Remove coupling clamp bolt. Raise and
support vehicle.
2. Mark relation of pitman arm to sector shaft for reassembly reference. Remove pitman arm nut and
washer. Using Pitman Arm Puller (T64P-3590-F), remove pitman arm from sector shaft.
3. Remove steering gear-to-frame attaching bolts. Work steering gear free of flex coupling splines and
remove steering gear from vehicle. Use care not to damage flex coupling material. It may be necessary to
spread coupling clamp slightly to remove gear unit input shaft.
Installation
1. Center steering wheel. If equipped, install lower splash shield over upper gear unit input shaft. Center
steering gear input shaft with indexing flat facing down. Slide steering gear input shaft into position in
flex coupling. Install steering gear-to-frame and tighten bolts to 50-62 ft. lbs. (68-84 N.m). Install
coupling clamp bolt and tighten to 26-34 ft. lbs. (35-46 N.m).
2. With wheels in straight-ahead position and/or aligning reference marks, install pitman arm on sector
shaft. Install washer and nut on pitman arm. Tighten to 170-228 ft. lbs. (230-309 N.m). Install steering
shaft splash shield to flex coupling. Connect and tighten hydraulic lines to steering gear control valve
housing. Tighten hose fittings to 20-30 ft. lbs. (27-41 N.m).
3. Fill reservoir to proper level. Disconnect primary and secondary coil wires and isolate them from ground.
Crank engine while turning steering wheel left to right to distribute fluid. Recheck fluid level, add if
needed. Check for fluid leaks. If no leaks exist, reconnect primary and secondary coil wires. Start vehicle
and bleed system. See HYDRAULIC SYSTEM BLEEDING under LUBRICATION.
OVERHAUL
POWER STEERING PUMP
NOTE: Before disassembly, drain fluid from pump and thoroughly clean exterior of
pump with solvent. Seals are not reusable after being washed by solvent.
Disassembly (C-II Type)
1. Remove outlet fitting, seals, flow control valve, and spring. Lift reservoir from pump housing. See Fig.
2 . Place "C" Clamp Tool (T74P-3044-A1) in vise. Install Lower Support Plate (T78P-3733-A2) over
pump rotor shaft.
2. Place pump assembly into "C" clamp hole with rotor shaft facing down. See Fig. 5 . Install Upper
Compressor Plate (T78P-3733-A1) into "C" clamp and snug clamp/plate to valve body.
Fig. 5: Mounting Pump For Disassembly
Fig. 6: Removing Retaining Ring
3. Tighten "C" clamp until slight bottoming of valve cover is felt. Insert small drift through hole in side of
pump housing plate. Push valve cover retaining ring inward and remove ring. See Fig. 6 .
4. Loosen "C" clamp and remove pump. Remove valve cover from pump assembly. Remove "O" ring seal
from valve cover. Slowly push on pulley end of rotor shaft to remove rotor shaft, rotor and slippers, upper
plate, and cam insert and 2 dowel pins from housing. Be careful not to push rotor completely out of cam
causing slippers and springs to fall or jump out. See Fig. 2 .
5. By tapping housing on flat surface, remove lower plate and disc spring. Discard all "O" ring seals. Using
a screwdriver, remove rotor shaft seal and seal retainer. Use care not to gouge or scratch pump housing
seal surface.
Reassembly
1. Place rotor onto rotor shaft splines, with rotor's large counterbore facing upward. Install retaining ring in
rotor shaft groove. Place insert cam over rotor with recessed flat facing toward reservoir.
2. With rotor held half way out of cam, insert spring into rotor spring pocket. Use a slipper to compress
spring. Install slipper with narrow groove facing cam. Slippers must be installed with narrow groove rail
spacing facing cam, otherwise pump will not function.
3. Hold cam stationary. Turn rotor one space at a time and install all 10 rotor springs and slippers. Ensure
springs and slippers do not fall out when turning rotor.
4. Using a plastic mallet and Seal Driver (T78P-3733-A3), install a new rotor shaft seal to housing by
driving seal and then seal retainer into bore until bottomed. Turn pump housing over and position pump
housing plate on a flat surface with pulley/seal side down. See Fig. 2 .
5. Insert 2 dowel pins and disc spring (dished surface upward) into housing plate. Lubricate lower pressure
plate "O" ring seals with power steering fluid. Install seals to lower pressure plate.
6. Insert lower pressure plate with "O" ring seals toward front of pump, into bottom of pump housing plate
and over dowel pins. Place pump housing plate assembly into "C" clamp using lower support plate on
pump rotor shaft to protect new seal. See Fig. 5 . Place Driver (T78P-3733-A3) in center rotor shaft hole.
7. Tighten "C" clamp to press driver and lower plate lightly until it is "felt" to be bottomed in pump plate
housing. This operation will seat lower pressure plate "O" ring. Install cam/rotor assembly (containing
cam, rotor, slippers, and rotor shaft), into pump housing plate over dowel pins.
NOTE: When installing cam/rotor assembly, stepped holes must be used for
dowel pins. Recessed notch in cam insert must face reservoir and be
about 180° opposite square pump mounting boss.
8. Place upper pressure plate over dowel pins. Side of plate with square recessed notch must face reservoir
end and be positioned 180° opposite the pump's square mounting boss. Place new "O" ring seal on valve
cover. Lubricate with power steering fluid.
NOTE: Ensure plastic baffle is securely in place in valve cover. If not, apply
petroleum jelly to baffle. Install baffle.
9. Place valve cover over dowel pins. Ensure valve cover outlet fitting hole is directly in line with square
mounting boss of pump housing plate.
10. Place entire pump housing assembly in "C" clamp tool. Install upper compressor plate to valve cover and
tighten "C" clamp to compress valve cover into pump housing plate, until retaining ring groove is
exposed in pump housing plate.
11. Install valve cover retaining ring with ends near access hole in pump housing plate. See Fig. 6 . Remove
pump assembly from "C" clamp tool. Place new large "O" ring seal on outside of pump housing plate.
Lubricate "O" ring seal with power steering fluid. Install power steering reservoir to pump housing,
aligning outlet fitting hole in reservoir with threaded fitting hole in valve cover. See Fig. 2 .
12. Install flow control spring and flow control valve into valve cover. Place new "O" ring seals on outlet
fitting. Lubricate seals with power steering fluid.
13. Install pump outlet fitting into valve cover. Tighten fitting to specification. See TORQUE
SPECIFICATIONS .
CAUTION: When clamping pump cast iron housing in vise, be careful not to exert
excessive force on front hub or pump. Hammering on ANY pump
components during assembly/disassembly may cause damage.
Disassembly (Saginaw Type)
1. Drain pump reservoir. Clean exterior of unit with solvent. Remove mounting bracket(s). If pulley was not
previously removed, remove pulley using Pulley Remover (T69L-10300-B). See Fig. 4 . DO NOT use
conventional type puller to remove pulley, pulley damage will result.
2. Turn pump over to point pulley shaft down. Clamp square boss of pump shaft housing in a soft jawed
vise. Remove high pressure line union fitting and "O" ring seal from rear of reservoir. Remove reservoir
mounting bolts and studs. See Fig. 3 .
3. Using plastic hammer, tap against filler tube and around reservoir beaded edge to loosen and remove
reservoir from pump body. Remove and discard large "O" ring seal.
4. Using 1/8" punch, tap end plate retaining ring around until end of ring is near hole in pump body. See
Fig. 6 . Inserting punch into hole, disengage ring from groove in pump bore. Using a screwdriver, pry
ring from body.
5. Tap end plate with a soft-faced hammer to loosen. Spring tension will push plate up. Remove pressure
plate spring. Remove pump from vise. See Fig. 3 .
6. Remove end plate "O" ring. Invert pump and place on flat surface. Using soft-faced hammer, tap end of
drive shaft to loosen and remove pressure plate, cam ring and rotor vanes. Remove rotor and shaft
assembly by pushing end of shaft through pump housing while lifting pump housing.
7. Lift pump housing off rotor and shaft assembly. Flow control valve and spring should slide out of bore.
Clamp rotor drive shaft in soft-jawed vise, with rotor and thrust plate facing up. Pry rotor retaining ring
from shaft. Use care not to nick shaft or rotor. Slide rotor and thrust plate off shaft. Remove shaft from
vise.
8. Remove both dowel pins from housing. Remove pressure plate "O" ring from pump housing bore and
discard. Using a screwdriver, pry drive shaft oil seal from pump housing.
1. Clean all pump components in clean solvent. Blow dry. Inspect flow control valve assembly for wear,
scoring, burrs or other damage. Inspect seal bore for burrs, nicks, or score marks that would allow oil to
by-pass outer seal surface.
2. Check all machined surfaces of body for scratches or burrs which might allow leaks. Check "O" ring
mating surfaces. Inspect pump housing drive shaft bushing for excessive wear.
3. If replacement is required, replace pump and bushing as an assembly. Inspect end plate "O" ring mating
surface for nicks and burrs. Polish with oil stone (if required).
4. Inspect rotor ring for roughness or irregularities. Use oil stone to correct minor irregularities. Replace ring
if outside cam surface is worn or scored.
5. Check thrust plate and pressure plate for scoring and wear. To remove light scoring, lap with crocus cloth
until surface is smooth and flat. Clean thoroughly. Check that vanes slide freely but fit snugly into slots.
Replace as required.
6. If vanes are loose in rotor slots, replace rotor and/or vanes. Scoring on rotor may be removed with crocus
cloth. Clean all components thoroughly.
Reassembly
1. Lubricate all "O" rings, seals and seal surfaces with power steering fluid, or petroleum jelly. With pump
on flat surface, drive new shaft seal in until it bottoms on bore shoulder.
2. Clamp pump housing in vise with shaft pointing down. Install pressure plate "O" ring in housing bore and
into third groove from end of housing. Remove housing from vise.
3. Clamp shaft, splined end up, in soft-jawed vise. Install thrust plate with smooth, ported side upward, onto
shaft. Slide rotor over shaft splines with counter bore down toward thrust plate. Install new rotor retaining
ring to shaft. Ensure ring is seated in groove.
4. Install 2 dowel pins into holes in pump housing bore. Lubricate shaft with power steering fluid. Insert
drive shaft, rotor, and thrust plate assembly into pump bore. Align thrust plate locating holes with dowel
pins. Ensure thrust plate slides properly on dowel pins.
5. Slide cam ring over rotor and onto dowel pins, with arrow on cam ring facing toward rear of housing.
Install vanes in rotor slots with rounded edge of vane facing out towards cam ring inner surface. Vanes
should slide freely in rotor.
6. Lubricate pressure plate with power steering fluid. Position pressure plate on dowel pins with circular
spring depression facing rear of housing. Narrow slots in plate should engage dowel pins. Using a 1 1/4"
socket in groove of pressure plate, press down on socket with both thumbs to seat plate assembly over
"O" ring in pump housing bore. Lubricate end plate "O" ring with power steering fluid and install in
second groove from end of housing.
7. Place pressure plate spring in groove in pressure plate. Lubricate end plate with power steering fluid.
Place end plate over spring. Using thumb pressure or arbor press, press end plate down to just slightly
below retaining ring groove. Seat retaining ring in groove. Take care to prevent cocking end plate in bore
or distorting assembly. Release pressure on end plate.
8. Using a punch, tap retaining ring ends around in groove until opening is opposite flow control valve bore.
This ensures maximum retention of retaining ring. Install flow control valve spring in hole. Install flow
control valve assembly with screened end towards front of housing.
9. Install new large "O" ring to outside of pump housing. Install "O" ring seals to countersunk holes for
mounting studs and flow control valve. Lubricate inside edge of reservoir and install reservoir onto pump
housing, aligning mounting stud holes. Install studs and snug tighten.
10. If necessary, tap reservoir down on pump housing using a soft-faced hammer. Install new "O" ring on
pressure union groove next to hex head of fitting.
CAUTION: DO NOT install "O" ring in lower groove on pressure union fitting.
This will restrict relief outlet orifice.
11. Install pressure union fitting to pump housing and tighten to 11-16 ft. lbs. (15-22 N.m). Tighten mounting
studs to 35 ft. lbs. (47 N.m). Remove pump from vise. Install mounting bracket and pulley. See POWER
STEERING PUMP R & I .
STEERING GEAR UNIT
Disassembly
1. Remove steering gear unit. See STEERING GEAR R & I . Drain steering gear by holding gear unit
upside down and turning input shaft several times. Mount gear in a soft-jawed vise with sector shaft cover
upward. See Fig. 1 .
2. Remove lock nut from sector shaft adjusting screw. Center steering gear by turning input shaft lock-to-
lock while counting turns, then divide by two. From lock, turn shaft number of turns required to center
sector shaft. If properly centered, flat surface on input shaft should be facing down.
3. Remove sector shaft cover bolts. Tap lower end of sector shaft with a soft faced hammer to loosen shaft
in housing bore. Lift shaft and cover assembly from housing. Discard cover "O" ring. Remove sector
shaft adjusting screw from cover.
4. Remove control valve housing attaching bolts and identification tag. Lift control valve housing and piston
assembly from gear housing. Discard housing gasket. Remove Teflon ring and "O" ring from piston
assembly. See Fig. 7 .
5. Hold piston assembly over a clean container. Remove ball guide clamp screws, let guide tubes and balls
fall into container. Rotate input shaft lock to lock until all 27-29 balls fall from piston into container.
Remove worm and valve assembly from piston. Ensure that all balls have been removed from piston.
6. Install valve body assembly in bench mounted Holding Fixture (T57L-500-B) or soft jawed vise. Loosen
Allen head race nut screw from valve housing. Remove worm bearing race nut using Wrench (T66P-
3553-B), and Valve Housing-to-Piston Spacer (T66P-3553-C). See Fig. 8 . Carefully slide input shaft,
and worm and valve assembly out of control valve housing.
Fig. 7: Exploded View Of Piston & Control Valve Housing

Fig. 8: Removing Worm Bearing Race Nut
NOTE: Before reassembly, worm and valve sleeve, and control valve housing must be
rebuilt. See WORM & VALVE SLEEVE and CONTROL VALVE HOUSING under
OVERHAUL. Also, sector shaft seals must be replaced. See SECTOR SHAFT
SEALS under OVERHAUL.
Reassembly
1. Mount control valve housing in Holding Fixture (T57L-500-B) or vise with flanged end up. Using power
steering fluid, lightly lubricate inside control housing bore and Teflon rings on valve sleeve. Carefully
install input shaft and valve sleeve into control housing bore.
2. Install worm bearing race nut to housing. Tighten nut to 55-90 ft. lbs. (75-122 N.m). Install Allen head
race nut set screw into control housing and tighten to 15-25 INCH lbs. (1.7- 2.8 N.m).
3. Place piston on bench with ball guide holes facing up. See Fig. 9 . Insert worm shaft into piston so first
part of worm groove lines up with first hole in center of piston. Place ball guide in piston. Place 27-29
ball bearings in ball guide while turning worm counterclockwise as viewed from input end of shaft.
Fig. 9: Installing Ball Bearings Into Piston
4. If all balls have not been fed into guide upon reaching left stop, rotate input shaft in one direction and
then other while inserting remaining balls. DO NOT rotate input shaft more than 3 turns from left stop or
balls will fall out of circuit.
5. Secure guides in ball nut area of piston with ball guide clamp. Tighten ball guide clamp screw to 42-70
INCH lbs. (4.7-7.9 N.m). Dip new piston "O" ring in power steering fluid. Install it into piston groove.
See Fig. 7 . Install new Teflon seal ring to piston end groove using care not to over-stretch ring.
6. Apply petroleum jelly to Teflon seal ring on piston. Place new large "O" ring on control valve housing.
Slide piston and control valve assembly into gear housing being careful not to damage piston Teflon seal
ring.
7. Align oil passage in control valve housing with passage in gear housing. Place new small "O" ring in oil
passage hole of gear housing. Loosely install housing attaching bolts and identification tag. Rotate piston
so teeth are in same plane as sector shaft teeth. Tighten control valve housing-to-gear housing bolts to 30-
45 ft. lbs. (41-61 N.m).
8. Place sector shaft cover "O" ring in gear housing. Turn input shaft to center piston. Apply petroleum jelly
to sector shaft journal. Install sector shaft and cover into gear housing. Install and tighten sector shaft
cover bolts to 55-70 ft.lbs. (75-95 N.m). Perform steering gear meshload over-center adjustment. See
STEERING GEAR MESHLOAD under ADJUSTMENTS.
CONTROL VALVE HOUSING
Disassembly
1. After removing control valve from gear unit, remove dust seal from rear of valve housing using Puller
Attachment (T58L-101-B) and Slide Hammer (T59L-100-B). Discard dust seal. Remove snap ring from
valve housing. See Fig. 10 .
Fig. 10: Exploded View Of Control Valve Housing

2. Turn valve housing over. Insert Driver Handle (T65P-3524-A2) and Bearing/Seal Remover (T65-3524-
A3). Tap bearing and seal out of housing. Discard oil seal. If inlet tube seats are damaged, remove seats
using Tube Seat Remover (T74P-3504-L).
Reassembly
1. If inlet tube seats were removed, coat new seats with petroleum jelly and install using Tube Seat Installer
(T74P-3504-M). Coat bearing and seal surface of housing with petroleum jelly.
2. Using Installer (T65P-3524-A1), press pre-lubed bearing into housing with metal covering facing out.
Bearing should rotate freely after installation. If bearing does not rotate freely, to much pressure was used
to install. Replace bearing.
3. Coat new housing oil seal in power steering fluid. Position seal into housing with metal side out. Using
Installer (T65P-3524-A1), drive seal into housing but DO NOT fully seat seal yet. Remove Installer,
squeeze snap ring and place on top of seal. Finish driving snap ring and seal inward until snap ring seats
in groove.
4. Place new dust seal in housing with dished rubber side out. Using Installer (T65P-3524-A1), press inward
until seal is located just behind undercut on input shaft. Apply generous amount of multi-purpose grease
to area between seal lips.
SECTOR SHAFT SEALS
Disassembly
After sector shaft has been removed from gear unit housing, remove snap ring from lower end of gear housing
(sector shaft seal end). Using Puller Attachment (T58L-101-B) and Slide Hammer (T59L-100-B), remove dust
seal and pressure seal from housing. Discard seals.
Reassembly
1. Lubricate new seals and seal bore with multi-purpose grease (Ford DOAZ-19584-AA). Place dust seal on
Seal Installer (T77L-3576-A) so raised lip of seal faces installer. Place pressure seal on installer so lip
faces away from installer. Flat side of each seal should be against each other. See Fig. 11 .
2. Insert installer into sector shaft bore. Drive seals into bore until seals just clear snap ring groove. DO
NOT bottom seals against bearing. Seals will not function properly if bottomed against bearing. Install
snap ring into bore. Apply grease lightly to area between seal lips.
Fig. 11: Installing Steering Gear Sector Shaft Seals

WORM & VALVE SLEEVE
NOTE: Use only Seal Installation Set (T75L-3517-A) to install Teflon sealing ring to
sleeve. Failure to use proper installation tools will cause damage to sealing
rings and result in internal fluid leaks.
1. Remove Teflon sealing rings from valve sleeve using small-bladed knife. See Fig. 7 . DO NOT scratch
sleeve seal grooves. Wrap worm end of sleeve in shop towel and mount in soft-jawed vise. Place Mandrel
(T75L-3517-A1) on sleeve. Install one valve sleeve Teflon ring over mandrel.
2. Using Pusher (T75L-3517-A2), rapidly push down on pusher forcing Teflon ring down mandrel cone and
into fourth groove of valve sleeve. Repeat procedure for 3 more rings, adding another Spacer (T75L-
3517-A3) under mandrel for each ring to line up with next open groove.
3. After all sleeve rings are installed, remove installation tools. Apply a light coat of power steering fluid to
sleeve and Teflon rings. Reinstall one Spacer (T75L-3517-A3) on input shaft as a pilot for Sizing Tube
(T75L-3517-A4). Slide sizing tube carefully over valve sleeve Teflon rings. Ensure rings are NOT being
deformed when tube is slid over rings.
4. Allow sizing tube to sit over rings for minimum 5 minutes to help contract Teflon rings. Remove sizing
tube. Check that rings turn freely in grooves. Install sleeve into control valve assembly soon after
removing sizing tube.
Control Valve Housing-To-Gear Housing Bolts 35-50 (47-68)
Flex Coupling Bolt 25-34 (34-46)
Mesh Load Adjusting Screw Lock Nut 35-45 (47-61)
Piston End Cap 70-110 (95-149)
Pitman Arm Nut 190-230 (258-312)
Pressure Hose-to-Gear Fitting 16-25 (22-34)
Pump Bracket Brace nuts 13-17 (18-23)
Pump Mounting Bracket Bolts 23-30 (31-41)
Pump Outlet Fitting (C-II) 30-40 (41-54)
Pump Pressure Union Outlet Fitting (Saginaw) 11-16 (15-22)
Pump-To-Bracket Bolts 30-40 (41-54)
Return Hose-to-Gear Unit Fitting 17-32 (23-43)
Sector Shaft Cover Bolts 55-70 (75-95)
Steering Gear-to-Frame Bolts 50-62 (68-84)
Worm Bearing Race Nut 55-90 (75-122)
INCH Lbs. (N.m)
Allen Head Race Nut Set Screw 15-25 (1.7-2.8)
Ball Guide Clamp Screw 42-70 (4.7-7.9)
Power Window Systems - Aerostar, Explorer & Ranger

DESCRIPTION
The power window system consists of a regulator, motor and switch. The power window switch sends a signal
to the power window module which in turn sends a voltage signal to the motor to move the window up or down.
See Fig. 9 , Fig. 11 , Fig. 12 or Fig. 13 .
OPERATION
One-Touch Driver's Side Window (Explorer)
1. With the ignition switch in the accessory position, depress (tap) the driver's side window switch in the
down position for less than 0.4 seconds.
 The window will continue downward until the window is fully lowered.
 If the window stops beforehand then possible binding within the window mechanism could exist.
2. Raise the window to its full up position.

3. Depress (tap) the driver's side window switch in the down position. Momentarily depress the switch again
in either the up or down position. The window should stop the automatic down feature.
4. Raise the window to its full up position.
5. Depress the driver's side window for more than 0.5 seconds. The window will move downward until the
switch is released.
Driver's Side Window (Ranger)
Pushing up on the power window switch moves the window up. Pushing the power window switch down moves
the window down. See Fig. 8 ,Fig. 19 or Fig. 10 .
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Component Location
Ground G101 (Aerostar) Left Front of Engine Compartment, To Left of Battery
One-Touch Module (Explorer) In Left Door Panel
ON VEHICLE SERVICE
LUBRICATION
The door window mechanism should be properly lubricated to provide ease of operation. The window glass
mechanism should be lubricated whenever the glass channel or window regulators are removed or excessive
effort is required to operate the windows. To lubricate a door window mechanism, apply an even coating of
Premium Long-Life Grease XG-1-C or -K (ESA-M1C75-B) or equivalent to the window regulator rollers,
shafts and the entire length of the roller guides as illustrated by the shaded areas. See Fig. 1 .
Fig. 1: View Of Window Roller Guides

ADJUSTMENTS
FRONT WINDOW MECHANISM (EXPLORER & RANGER)
1. Remove door trim panel and watershield. See DOOR TRIM PANEL in REMOVAL &
INSTALLATION.
2. Lower glass approximately 2-3 inches (51-76 mm) from full UP position.
3. Loosen three guide assembly nut and washer assemblies.
4. Push glass rearward, within the door glass run assembly, until it bottoms out within the door frame.
5. Move window guide post rearward within retention slot in inner panel. Tighten three guide assembly nut
and washer assemblies. See TORQUE SPECIFICATIONS .
6. Cycle glass up and down to check position.
7. Install watershield and trim panel. See DOOR TRIM PANEL in REMOVAL & INSTALLATION.
REAR WINDOW MECHANISM (EXPLORER)
1. Remove door trim panel and watershield. See DOOR TRIM PANEL in REMOVAL &
INSTALLATION.
2. Loosen, but do not remove, upper regulator attachment nuts.
3. Raise the glass to full up position and tighten nuts. See TORQUE SPECIFICATIONS .
4. Loosen, but do not remove, front glass retainer bolt.
5. Lower glass to full down position and tighten retainer bolt. See TORQUE SPECIFICATIONS .
NOTE: On Explorer with rear door cable-drive window regulator cable, when servicing
the door glass system, window regulator or window regulator drive assembly
(motor), the tension on the window regulator cable must not be altered. The
proper cable tension has been pre-set at the production plant to insure correct
function of the window regulator through the total life of the unit. Improper
cable adjustment may result in premature window regulator failure or erratic
window operation.
WINDOW MECHANISM (AEROSTAR)
There are no adjustments on Aerostar.
COMPONENT TESTS
DRIVER'S MASTER SWITCH (EXPLORER 4-DOOR ONLY)
1. Use a self-powered test lamp or Rotunda Digital Volt-Ohmmeter (007-00001) or equivalent to test the
power window switch.
2. With the switch in the NEUTRAL position, there should be continuity between terminals No. 1, 2, 3, 4, 5,
6, 7, 8 and 9 and terminals No. 10 and 11. See Fig. 2 . See WIRING DIAGRAMS .
3. When the raised portion of all the switch rocker knobs is pushed (to raise the windows), there should be
continuity between terminals No. 1, 3, 5, 7, 10 and 11 and terminals No. 2, 4, 6, 8 and 9. See Fig. 2 . See
WIRING DIAGRAMS .
4. When the depressed portion of all the switch rocker knobs is pushed (to lower the windows), there should
be continuity between terminals No. 1, 3, 5, 7 and 9 and terminals No. 2, 4, 6, 8, 10 and 11. See Fig. 2 .
See WIRING DIAGRAMS .
5. With the lockout switch button depressed into its detented position, terminal No. 11 should not have
continuity with any other terminal. See Fig. 2 . See WIRING DIAGRAMS .
6. If the switch does not test as stated, replace the switch.
Fig. 2: Identify Driver's Master Switch Terminals (Explorer 4-Door Only)

ONE-TOUCH DRIVER'S SIDE WINDOW SWITCH (EXPLORER)
1. Use a 12-volt test lamp or Rotunda Digital Volt-Ohmmeter (007-00001) or equivalent to test the one-
touch control module.
2. With the ignition switch in the accessory position, connect a test lamp between terminal 5 (ground),
Circuit 57 and terminal 3 (power), Circuit 400. The lamp should light. See Fig. 3 . See WIRING
DIAGRAMS .
3. With the test lamp connected to terminal 3 (power), Circuit 400, connect the other end of the test light to.
See Fig. 3 . See WIRING DIAGRAMS .
 Terminal No. 1 (motor), Circuit 903. The lamp should light.
 Terminal 2 (driver's power window switch down), Circuit 226. The lamp should light.
 Terminal No. 4 (driver's power window switch up), Circuit 227. The lamp should light.
4. Use a self-powered test lamp or ohmmeter to test the one-touch control module.
5. With the one touch control module removed from the vehicle, check continuity between terminals No. 1
and 2. The lamp should light. See Fig. 3 . See WIRING DIAGRAMS .
6. Check continuity between terminals No. 1 and 3. The lamp should not light.
Fig. 3: One-Touch Control Module (Explorer)
POWER WINDOW SWITCH
Single Switch
1. Use a self-powered test lamp or an ohmmeter to test the power window switch.
2. With the switch in the neutral position, there should be continuity between terminals No. 1 and 3, 2 and 5,
and 4 and 6. See Fig. 4 . See WIRING DIAGRAMS .
3. With the toggle switch pushed downward, there should be continuity between terminals No. 2, 4 and 5,
and 1 and 3. Terminal No. 6 should be disconnected from any other terminal.. See Fig. 4 . See WIRING
DIAGRAMS .
4. With the toggle switch pushed upward, there should be continuity between terminals No. 2, 3 and 5, and 4
and 6. Terminal No. 1 should be disconnected from any other terminal.. See Fig. 4 . See WIRING
DIAGRAMS .
5. If the switch does not test as stated, replace the switch.
Fig. 4: Identify Power Window Single Switch Terminals (Aerostar)
Multiple Switch
NOTE: Testing of the power window multiple switch should be performed with the
switch removed from the vehicle. Refer to the appropriate procedures in this
section. Use a self-powered test lamp or an ohmmeter such as Rotunda Digital
Volt-Ohmmeter (007-00001), or equivalent.
1. Clip one test lead probe on pin Terminals No. 6 which is grounded. See Fig. 5 . See WIRING
DIAGRAMS .
2. With both switches in the neutral position, terminals No. 1 through 4 should have continuity to terminal
No. 6. See Fig. 5 . See WIRING DIAGRAMS .
3. Push both window switches upward (toward window when in installed position). Both terminals No. 1
and 3 should have no continuity to terminal No. 6. See Fig. 5 . See WIRING DIAGRAMS .
4. Push both window switches downward (away from window when in installed position). Both terminals
No. 2 and 4 should have no continuity to terminal No. 6. See Fig. 5 . See WIRING DIAGRAMS .
5. Remove the test lead from terminal No. 6 and connect to terminal No. 5 (hot feed pin). With both
switches in the neutral position, terminal No. 5 should have continuity only with itself. See Fig. 5 . See
WIRING DIAGRAMS .
6. Push both window switches upward (toward the window when in installed position). Both terminals No. 1
and 3 should have continuity to terminal No. 5. See Fig. 5 . See WIRING DIAGRAMS .
7. Push both window switches downward (away from the window when in installed position). Both
terminals No. 2 and 4 should have continuity to terminal No. 5. See Fig. 5 . See WIRING DIAGRAMS .
8. If any one switch does not test as stated, replace the complete switch assembly.
Fig. 5: Power Window Multiple Switch Terminal Locations (Aerostar)

POWER WINDOW SWITCH (EXPLORER & RANGER)

NOTE: The switch should be oriented so that the raised portion of the switch knob is to
the right and you are looking at five terminals. See Fig. 6 .
1. Use a self-powered test lamp or Rotunda Digital Volt-Ohmmeter (007-00001) or equivalent to test the
power window switch.
2. With the switch in the NEUTRAL position there should be continuity between terminals No. 1 and 2 and
terminals No. 3 and 4. Terminal No. 5 should be disconnected from all other terminals. See Fig. 6 and
Fig. 7 . See WIRING DIAGRAMS .
3. When the raised portion of the switch rocker knob is pushed (to raise the window), there should be
continuity between terminals No. 1 and 5 and terminals No. 3 and 4. Terminal 2 should be disconnected
from all other terminals. See Fig. 6 or Fig. 7 .
4. When the depressed portion of the switch rocker knob is pushed (to lower the window), there should be
continuity between terminals No. 1 and 2 and terminals No. 4 and 5. Terminal 3 should be disconnected
from all other terminals. See Fig. 6 or Fig. 7 and Fig. 21 or Fig. 22 .
5. If the switch assembly does not test as stated, replace the switch.
Fig. 6: Identify Power Window Switch Terminals (Ranger)

Fig. 7: Single Switch Terminals - All Doors (2-Door Explorer) & Passenger Doors (4-Door Explorer)
POWER WINDOW MOTOR
NOTE: To test the current draw of a power window motor, remove the door trim panel.
See DOOR TRIM PANEL in REMOVAL & INSTALLATION.
1. Disconnect the motor lead.

2. Disconnect the regulator mechanism from the motor.
3. Supply power to motor lead connector with an ammeter in series.
4. Operate the motor and observe the current draw. The current draw for the no-load test should not exceed
four amps and should not fluctuate. Reversal of the motor wire connections will reverse the direction of
motor rotation. Replace the motor if the current draw exceeds four amps.

battery.
DOOR TRIM PANEL
Removal
1. Remove the screws retaining the armrest area of the trim panel to the door inner panel.
2. Remove the screw retaining the door inside handle cup.
3. Remove the screw retaining the door window regulator handle. Remove the handle and washer.
4. Remove the power door lock control and/or power window control, if so equipped.
5. At each plastic clip location, carefully pry the trim panel away from the door inner panel using the Trim
Pad Removing Tool from Rotunda Moulding/Trim Kit 107-00401 or equivalent. Remove the trim panel.
NOTE: At no time should the trim panel be used to pull the clips from the inner
panel holes.
Fig. 8: Identifying Door Trim Panel Components (Ranger)

Installation
1. Replace any bent, damaged, or missing push pins on the door trim panel. Position the trim panel to the
door inner panel, locating the push pins in the countersunk holes. Firmly push the trim panel at the push
pin locations to seat each push pin into the holes in the door inner panel.
2. To complete installation, reverse removal procedure.
DOOR WINDOW REGULATOR (AEROSTAR & RANGER)
Removal
1. Remove the door trim panel and watershield. See DOOR TRIM PANEL .
2. If vehicle is equipped with power windows, disconnect the wire from the regulator.
3. Remove the door glass.
4. Remove the window guide, if equipped, (three nuts and washers) and remove guide from door belt
opening.
5. Remove the glass bracket assembly, if equipped, from the door, sliding the bracket C-channel off the
regulator arm side/roller.
6. Remove the center pin from the regulator attaching rivets with drift punch. Then, drill out remainder of
rivet heads using a 1/4-inch (6.35 mm) drill. Be careful not to damage sheet metal holes during drilling.
7. Remove regulator from the door.
Fig. 9: Front Door Window Glass & Mechanism (Aerostar)

Fig. 10: Exploded View Of Power Window Components(Ranger)

Fig. 11: Front Door Window Glass & Mechanism (Ranger)
Installation
1. Position door window regulator in door and align retention holes to door inner panel.
2. Install four rivets attaching regulator to door inner panel using Rotunda Blind Fastener Installation Tool
(107-00600) or equivalent.
NOTE: A 1/4 20 x 1/2-inch screw and washer assembly and a 1/4 20 nut and
washer assembly may be used for retention if 1/4-inch rivets are not
available (equivalent metric retainers may also be used).
3. Assemble glass bracket to regulator arm slide.

4. Insert center guide through door access hole, sliding C-channel onto glass bracket slides and three
retaining studs through door inner panel.
5. Install three nut and washer assemblies to window guide retention studs; do not tighten at this time.
6. Install door glass.
7. Adjust door glass. See ADJUSTMENTS . Tighten the three nut and washer assemblies-to-window guide
retention studs. See TORQUE SPECIFICATIONS .
8. Reconnect wire to regulator for power window if equipped.
9. Check operation of window regulator.
10. Install door watershield and trim panel. See DOOR TRIM PANEL .
FRONT DOOR POWER WINDOW MOTOR (EXPLORER)
Removal
1. Raise the window to the full-up position, if possible. If the glass cannot be raised and is in a partially
down position, it must be supported so that it will not fall into the door well during motor removal.
NOTE: On vehicles equipped with EEC, when the battery has been disconnected
and reconnected, some abnormal drive symptoms may occur while the
EEC processor relearns its adaptive strategy. The vehicle may need to be
driven 10 miles or more to relearn the strategy.
3. Remove door trim panel and watershield. See DOOR TRIM PANEL .
4. Disconnect window motor connector.
5. Position the motor wiring harness out of the way. There are two holes and one drill dimple located on the
door inner panel adjacent to the motor.
CAUTION: Prior to motor removal, make sure that the regulator arm is in a fixed
position to prevent counterbalance spring unwind.
6. Remove the three window motor mounting screws and disengage the motor and drive assembly from the
regulator quadrant gear.
Fig. 12: Front Door Window & Glass Mechanism (Explorer 2-Door)
Fig. 13: Front Door Window & Glass Mechanism (Explorer 4-Door)
Installation
1. Position the motor and drive to the regulator and install the three screws snug, not tight.
2. Connect the motor wires at the connector and cycle the glass to ensure gear engagement. After the gears
are engaged, tighten the three motor and drive attaching screws. See TORQUE SPECIFICATIONS .
3. Install watershield and trim panel. See DOOR TRIM PANEL .
NOTE: Appropriate plug buttons may be installed to cover the exposed hole at the
trim panel edge, if necessary.
4. Connect battery ground cable.

5. Check the drain holes at the bottom of the doors to ensure that each is open to prevent water buildup over
the motor.
FRONT DOOR WINDOW REGULATOR (EXPLORER)
Removal
WARNING: If the regulator counterbalance spring must be removed or replaced for

any reason, make sure that the regulator arms are in a fixed position prior
to removal to prevent possible injury during c-spring unwind.
1. Remove the door trim panel and watershield. See DOOR TRIM PANEL .
2. Remove inside door belt weatherstrip and glass stabilizer.
3. Remove door glass.
4. Remove two nut and washer assemblies attaching the equalizer bracket.
5. Remove three rivets (manual) or four rivets (power) attaching the regulator base plate to door inner panel.
6. Remove regulator and glass bracket assembly from vehicle.
7. Working on a bench, carefully bend tab flat to remove arm slides from glass bracket C-channel.
8. Install new regulator arm plastic guides into glass bracket C-channel and bend tab back to 90 degrees.
(Use care not to break tab; if tab is cracked or broken, replace glass bracket assembly. Make sure rubber
bumper is installed properly on new glass bracket, if replacement is made). See Fig. 14 .
Installation
1. Install regulator with preassembled glass bracket into vehicle. Set the regulator base plate to door inner
panel using base plate locator tab as a guide.
2. Install four rivets to attach regulator to door inner panel.
3. Install equalizer bracket.
4. Install inside door belt weatherstrip and glass stabilizer.
5. Lower regulator arms to access holes in door inner panel. Install door glass.
6. Adjust glass to ensure proper alignment with glass run. See ADJUSTMENTS . Cycle glass for smooth
operation.
Fig. 14: Removing Regulator From Bracket C-Channel (Explorer)

POWER WINDOW MOTOR (AEROSTAR)
WARNING: Aerostar has a counterbalance spring. Window must be in up position to

remove power motor or blocked to prevent window from suddenly raising,
causing possible injury.
Removal
1. Disconnect the battery ground cable.
NOTE: On vehicles equipped with EEC, when the battery has been disconnected
and reconnected, some abnormal drive symptoms may occur while the
EEC processor relearns its adaptive strategy. The vehicle may need to be
driven 10 miles or more to relearn the strategy.
2. Remove the door trim panel. See DOOR TRIM PANEL .

3. Disconnect power window motor wire harness connector. See Fig. 15 .
4. Check inside the door to make sure electrical wires are not in line with holes to be drilled in the door
inner panel. Using a 12.7mm (1/2-inch) diameter drill bit, drill two holes in the door inner panel at the
drill dimples located opposite the two unexposed motor drive retainer screws. See Fig. 16 .
5. Remove the three motor mount retainer screws using two drilled holes and existing larger hole access to
screw heads.
6. Push the motor toward the outside sheet metal to disengage the motor and drive from the regulator gear.
After the motor and drive are disengaged, prop the window in full up position.
7. Remove the motor and drive from inside the door.
Installation
1. Install a new motor and assembly. Tighten motor retaining screws. See TORQUE SPECIFICATIONS .
2. Install two pieces for Pressure Sensitive Waterproof Tape D6AZ-19627-A or equivalent body tape
25.4mm (1 inch) square over drilled holes.
3. Connect power window motor wiring, and battery ground cable.
4. Remove glass prop and check window operation.
5. Make sure door drain holes are open.
6. Install trim panel. See DOOR TRIM PANEL .
Fig. 15: Power Window Switch Wire Routing
Fig. 16: Installing Regulator Assembly
POWER WINDOW MOTOR (RANGER)
Removal
NOTE: When the battery has been disconnected and reconnected, some abnormal
drive symptoms may occur while the EEC processor relearns its adaptive
strategy. The vehicle may need to be driven 10 miles or more to relearn the
strategy.

3. Disconnect power window motor wire from wire harness connector.
4. Remove motor and regulator assembly.
5. Remove motor and drive from regulator (three retaining screws).
Installation
1. Install new motor and drive assembly to regulator. Tighten motor retaining screws. See TORQUE
SPECIFICATIONS .
2. Install motor and regulator assembly in door. See Fig. 17 .
3. Connect power window motor wiring, and battery ground cable.
4. Check window operation.
5. Make sure door drain holes are open.
6. Install watershield and trim panel. See DOOR TRIM PANEL .
Fig. 17: View Of Power Window Motor Assembly (Ranger)
POWER WINDOW SWITCH (AEROSTAR)
1. The power window switches are located on the front door trim panels. To replace a switch, remove the
bezel by carefully prying the bezel up with a flat-bladed tool. See Fig. 18 .
2. Remove the wiring connector retaining nuts from the back of the bezel. Using a thin-bladed screwdriver,
carefully pry the switch from the connector. See Fig. 18 .
3. To install the switch, reverse the above procedure.
Fig. 18: Power Window Switch (Aerostar)

POWER WINDOW SWITCH (EXPLORER & RANGER)
Removal
NOTE: The power window switches are located on the front door trim panels (Ranger).
The power window switches are located on the front door armrests (Explorer).
1. On Ranger, insert a small, thin-bladed screwdriver into the spring tab slots (located at the front and rear of
the switch housing) and apply pressure to make the switch housing pop out. On Explorer, using a thin-
bladed tool, carefully pry up the rear of the switch housing and rotate the housing up and out of the
armrest.
2. On Ranger, remove the three or on Explorer four connector attaching screws from the switch housing.
3. The switch is held in place by the electrical contact pins. To remove the switch, carefully pry the switch
from the connector with a small screwdriver.
Fig. 19: Exploded View Of Power Window Switch (Ranger)

Installation
1. Position the switch to the connector and press firmly into place.
NOTE: The switch is keyed to the connector and can only be installed one way.
See Fig. 20 .
2. Install the connector to the switch housing using, the three on Ranger or four on Explorer, attaching
screws. See Fig. 20 .
3. On Ranger, position the switch housing to the door trim panel and press firmly into place. On Explorer,
install the switch housing to the armrest by hooking the front of the housing to the armrest and pushing
the rear of the housing firmly into place. See Fig. 20 .
Fig. 20: View Of Power Window Switch (Ranger & Explorer)
REAR DOOR POWER WINDOW MOTOR (EXPLORER)
Removal

3. Disconnect power window motor wire from wire harness connector.
4. Remove three 1/4-inch rivets attaching the motor bracket to inner panel. Use drift pin to knock out the
center pins from each rivet. Using a 1/4-inch diameter drill, drill out the remainder of the rivet. Use care
not to enlarge sheet metal holes in the door inner panel.
5. Working through access holes, remove motor attaching screws and separate motor from bracket and cable
drum housing.
6. Remove motor from inside door.
Installation
1. Position the motor and drive to cable drum housing and motor mounting bracket and install three motor
screws. Tighten screws. See TORQUE SPECIFICATIONS
2. Connect power window motor wiring and battery ground cable.
3. Check window operation. Install watershield, door trim panel, and armrest. DOOR TRIM PANEL
REAR DOOR WINDOW REGULATOR (EXPLORER)
Removal
1. Remove the door trim panel and watershield . See DOOR TRIM PANEL .
2. If vehicle is equipped with power windows, disconnect the wire from the regulator.
3. Remove the door glass.
4. Remove the window guide, if equipped, (nuts and washers) and remove guide from door belt opening.
5. Remove three 1/4-inch rivets attaching motor bracket (electric) to inner panel and two 1/4-inch rivets
attaching lower bracket of regulator to inner panel. Use drift punch to knock out center pins for each rivet.
Using a 1/4-inch diameter drill, drill out the remainder of the rivet. Use care not to enlarge sheet metal
holes in the door inner panel.
6. Remove two upper regulator attaching nuts.
7. Remove regulator from the door.
Installation
1. Lubricate regulator mechanism with Multi-Purpose Grease D0AZ-19584-AA or equivalent.

2. Install regulator into access hole in inner panel.
3. Position regulator using upper regulator studs and tabs on motor mounting bracket.
4. Install rivets attaching regulator to door inner panel (1/4-20 x 1/2 inch bolt and 1/4-20 nut and washer
assemblies or equivalent metric fasteners may be used as alternates).
5. Install two upper regulator attachment nuts.
6. Install door glass.
7. Adjust glass. See ADJUSTMENTS .
8. Reconnect wire to regulator.
9. Check operation of window regulator.
Application INCH Lbs. (N.m)
Aerostar & Ranger
Motor Retaining Screw 50-84 (5.6-9.5)
Guide Retention Stud Nut 62-97 (7-11)
Explorer
Motor And Drive Screws 50-84 (5.6-9.5)
Rear Door Motor Screw 25-50 (2.82-5.6)
Upper Regulator Nut 79.7-123.9 (9-14)
Retainer Bolt 79.7-123.9 (9-14)
WIRING DIAGRAMS
Fig. 21: System Wiring Diagram (Aerostar)

Fig. 22: System Wiring Diagram (Explorer 2-Door)
Fig. 23: System Wiring Diagram (Explorer 4-Door)
Fig. 24: System Wiring Diagram (Ranger)
WHEEL ALIGNMENT
Pre-Alignment Inspection Procedures
PRE-ALIGNMENT CHECKS
Before making wheel alignment adjustment, perform the following checks:
1. Tires should be equal in size and runout must not be excessive. Tires and wheels should be in balance,
and inflated to manufacturer's specifications.
2. Wheel bearings must be properly adjusted. Steering linkage and suspension must not have excessive
looseness. Check for wear in tie rod ends and ball joints.
3. Steering gear box must not have excessive play. Check and adjust to manufacturer's specifications.
4. Vehicle must be at curb height with full fuel load and spare tire in vehicle. No extra load should be on
vehicle.
5. Vehicle must be level with floor and with suspension settled. Jounce front and rear of vehicle several
times and allow it to settle to normal curb height.
6. If steering wheel is not centered with front wheels in straight-ahead position, correct by shortening one tie
rod adjusting sleeve and lengthening opposite sleeve equal amounts.
7. Ensure wheel lug nuts are tightened to torque specifications.
ENGINE PERFORMANCE
Sensor Operating Range Charts
INTRODUCTION
commercial chassis.
Sensor operating range information can help determine if a sensor is out of calibration. An out-of-calibration
sensor may not set a trouble code, but it will cause driveability problems.
NOTE: Unless specified otherwise, perform all voltage tests using a Digital Volt-
Ohmmeter (DVOM) with a minimum 10-megohm input impedance.
AIR CHARGE TEMP (ACT) & ENGINE COOLANT TEMP (ECT) SENSORS
ACT & ECT SENSORS SPECIFICATIONS

Temperature: °F (°C) (1) Volts Ohms
50 (10) 3.51 58,700
68 (20) 3.07 37,300
86 (30) 2.60 24,200
104 (40) 2.13 16,150
122 (50) 1.70 10,970
140 (60) 1.33 7700
158 (70) 1.04 5370
176 (80) 0.78 3840
194 (90) 0.60 2800
212 (100) 0.46 2007
(1) Voltage calculations are based on a Voltage Reference (VREF) of 5 volts. Actual values may vary by
as much as 15 percent due to sensor and VREF variations.
EGR VALVE POSITION (EVP) SENSOR
EVP SENSOR VOLTAGE

EGR Valve Opening (%) (1) Volts
0 0.40
10 0.75
20 1.10
30 1.45
40 1.80
50 2.15
60 2.50
70 2.85
80 3.20
90 3.55
100 3.90
(1) Voltage calculations are based on a Voltage Reference (VREF) of 5 volts. Actual values may vary by
as much as 15 percent due to sensor and VREF variations.
EXHAUST GAS OXYGEN (EGO) SENSOR
EGO SENSOR VOLTAGE

Condition (1) Voltage
Rich Increases
Lean Decreases
(1) Measure between oxygen sensor connector and ground. Range should be 0.2-0.8 volt.
MASS AIRFLOW (MAF) SENSOR
MAF SENSOR VOLTAGE

Engine Condition (1) (2) Volts
Idle 0.8
20 MPH 1.0
40 MPH 1.7
60 MPH 2.1
(1) Engine at normal operating temperature.
(2) Voltage may vary depending on engine load and temperature.
MANIFOLD ABSOLUTE PRESSURE/BAROMETRIC PRESSURE (MAP/BP)
SENSOR
MAP/BP FREQUENCY (BAROMETRIC PRESSURE)

Barometric Pressure (In. Hg) (1) Frequency (Hz)
17.1 122.4
18.3 125.5
19.5 128.7
20.7 131.9
21.8 135.1
23.0 138.3
24.2 141.8
25.4 145.4
26.6 148.9
27.7 152.5
28.9 156.1
30.1 159.6
31.0 162.4
(1) Values may vary by as much as 6 Hz.
MAP/BP FREQUENCY (MANIFOLD VACUUM) (1)

Manifold Vacuum (In. Hg) (2) Frequency (Hz)
0 159
3 150
6 141
9 133
12 125
15 117
18 109
21 102
24 95
27 88
30 80
(1) Based on barometric pressure of 30.0 in. Hg.
(2) Values may vary by as much as 6 Hz.
MAP/BP VOLTAGE (ELEVATION)

0 1.55-1.63
1000 1.52-1.60
2000 1.49-1.57
3000 1.46-1.54
4000 1.43-1.51
5000 1.40-1.48
6000 1.37-1.45
7000 1.35-1.43
MANUAL LEVER POSITION (MLP) SENSOR
MLP SENSOR SPECIFICATIONS

Position (1) Volts (1) Ohms
P 4.41 4160
R 3.60 1440
N 2.83 733
D 2.09 401
2 1.37 211
1 0.68 81
(1) Values may vary by as much as 15 percent.
PRESSURE FEEDBACK EGR (PFE) SENSOR
PFE SENSOR VOLTAGE

psi (1) Volts
0.46 3.63
0.91 4.00
1.36 4.38
1.82 psi 4.75
In. Hg (2) Volts
0 3.25
5.0 1.22
7.4 0.25
(1) To avoid sensor damage, DO NOT exceed 1.82 psi. Hg during testing.
(2) To avoid sensor damage, DO NOT exceed 7.4 in. Hg during testing.
TPS VOLTAGE
Throttle Angle (1) Volts
0° 0.50
10° 0.97
20° 1.44
30° 1.90
40° 2.37
50° 2.84
60° 3.31
70° 3.78
80° 4.24
(1) Voltage may vary by as much as 15 percent.
TRANSMISSION OIL TEMPERATURE (TOT) SENSOR
TOT SENSOR SPECIFICATIONS

Temperature: °F (°C) (1) Volts (1) Ohms
50 (10) 3.52 58,750

68 (20) 3.06 37,300
86 (30) 2.62 24,270
104 (40) 2.16 16,150
122 (50) 1.72 10,970
140 (60) 1.35 7600
158 (70) 1.04 5370
176 (80) 0.80 3840
194 (90) 0.61 2800
212 (100) 0.47 2070
230 (110) 0.36 1550
248 (120) 0.28 1180
(1) Values may vary by as much as 15 percent.
ENGINE PERFORMANCE
Service & Adjustment Specifications
INTRODUCTION
Use this article to find specifications related to servicing and on-vehicle adjustments. This article may be used
as a quick reference when you are familiar with proper adjustment procedures but need a specification.
CAPACITIES
Application & Group Amp Hour Rating
Aerostar, Bronco, Explorer & "F" Series
Standard BXT-65 650
Optional BXT-65 850
Ranger
Regular Cab 2.3, 2.9L & 3.0L BX-58C N/A
Optional BXT-65 650
Regular Cab 4.0L BXT-65 650
Optional BXT-65 850
Super Cab All Engines BXT-65 650
Optional BXT-65 850
"E" Series
Standard BXT-64A N/A
Auxiliary BH-27A N/A

Application Qts. (L)
2.3L: Automatic or Manual Transmission 7.2 (6.8)
2.9L
Automatic or Manual Transmission (1) 7.2 (6.8)
3.0L
Automatic or Manual Transmission 11.8 (11.2)
4.0L
Automatic Transmission (2) (3) 8.3 (7.9)
Bronco & "F" Series
4.9L
Automatic or Manual Transmission (1) 13 (12)
Automatic Transmission (2) (5) 15 (14)
Automatic Transmission (5) 14 (13)
Manual Transmission (4) 14 (13)
Manual Transmission (2) (3) 15 (14)
5.0L
5.8L
7.3L (6) 29 (27)
7.5L 18 (17)
"E" Series
4.9L
5.0L
Automatic or Manual Transmission (1) (2) 17.5 (16.6)
5.8L
7.3L (6) 31 (29)
7.5L 28 (26)
(1) With Standard Cooling.
(2) With A/C.
(3) With Super Cooling.
(4) With A/C or Super Cooling.

(5) With Standard or Super Cooling.
(6) Include 5 quarts (4.7L) in reservoir bottle.
ENGINE OIL CAPACITIES
CRANKCASE CAPACITIES
Application (1) Qts. (L)
All Engines Except 3.0L & 7.3L (2) 5.0 (4.7)
3.0L 4.5 (4.25)

7.3L 10.0 (9.5)
(1) Add 1/2 qt. if equipped with oil cooler.
(2) "F" Series, 6 quarts (5.6L).
TRANSMISSION & TRANSFER CASE CAPACITIES
TRANSMISSION & TRANSFER CASE CAPACITIES

Application Specification Quantity
Aerostar
A4LD Auto. Mercon 9.7 Qts. (9.2L)
E4WD Auto. Mercon 10.0 Qts. (9.5L)
5-Speed Overdrive
(Mazda R-1) Mercon 5.6 Pts. (2.65L)
Transfer Case
(TC-28 Dana) Mercon 4.5 Qts. (4.3L)
Bronco
AOD Auto. Mercon 12.3 Qts. (11.6L)
C-6 Auto. (4X4) Mercon 13.5 Qts. (12.7L)
E4OD Auto. (4X2) Mercon 16.2 Qts. (15.3L)
4-Speed
(Warner T-18) SAE 80W-90 3.5 Qts. (3.3L)
5-Speed Overdrive
(Mazda R-2) Mercon 3.8 Qts. (3.6L)
Transfer Case
(1356 Warner) Mercon 2.0 Qts. (1.9L)
Explorer
A4LD Auto. (4X2) Mercon 9.7 Qts. (9.2L)
5-Speed Overdrive
Transfer Case
13-54 Warner Mercon 2.5 Pts. (1.2L)
Ranger
5-Speed Overdrive
5-Speed Overdrive
(Mitsubishi) SAE 80W-85 4.8 Pts. (2.3L)
Transfer Case:
13-54 Warner Mercon 2.5 Pts. (1.2L)
"E" Series
AOD Auto. Mercon 12.3 Qts. (11.6L)
C-6 Auto. Mercon 12.0 Qts. (11.4L)
E4OD Auto. Mercon 15.7 Qts. (14.8L)
5-Speed Overdrive
(ZF HD) Mercon 3.4 Qts. (3.2L)
"F" Series
AOD Auto. (4X2) Mercon 12.3 Qts. (11.6L)
4-Speed
(Warner T-18) SAE 80W-90 3.5 Qts. (3.3L)
5-Speed Overdrive
(Mazda R-2) Mercon 3.8 Qts. (3.6L)
5-Speed Overdrive
(ZF S5-42) Mercon 3.4 Qts. (3.2L)
Transfer Case
(1356 Warner) Mercon 2.0 Qts. (1.9L)
DIFFERENTIAL FLUID CAPACITIES
AXLE CAPACITIES
Aerostar
Front 2.2 (1.0)
Rear
7.5" Ford (1) (2) 3.5 (1.65)
8.8" Ford (1) (2) 5.0 (2.4)
Bronco
Front 3.8 (1.8)
Rear (8.8" Ford (1)) (2) 5.5 (2.6)
Explorer
Front (Dana 35) 3.5 (1.65)
Rear (8.8" Ford (1)) (2) 5.5 (2.6)
Ranger
Front (Dana 35) 3.5 (1.65)
Rear (7.5" & 8.8" Ford) (1) (2) 5.0 (2.4)
"E" Series: Rear

8.8" Ford (1) (2) 5.5 (2.6)
9.75" Dana M60-1U 6.3 (3.0)

10.5" Dana M70-2U 6.6 (3.1)
"F" Series
Front
Dana 44-IFS L.D. 3.6 (1.7)
Dana 50-IFS H.D. 3.8 (1.8)
Dana 60 Monobeam 5.8 (2.8)
Rear
8.8" Ford 5.5 (2.6)
10.25" Ford (3) 7.5 (3.5)
11.25" Dana 80 8.3 (3.9)
(1) Conventional and Traction-Lok.
(2) Add 4 oz. Friction Modifier for Traction-Lok Axles.
(3) Conventional and Traction-Lok, Semi and Full Float.
QUICK-SERVICE
SERVICE INTERVALS & SPECIFICATIONS
REPLACEMENT INTERVAL
Component Interval (Miles)
Air Filter 30,000
Cam Timing Belt 60,000
Coolant 30,000
Crankcase Ventilation Filter 30,000
Oil & Filter 7500
PCV Valve 60,000
Spark Plugs (Standard) 30,000
Spark Plugs (Platinum) 60,000
Spark Plug Wires 60,000
Transfer Case Oil 60,000
Transmission Oil
Automatic Transmission 30,000
Manual Transmission 60,000
REPLACEMENT INTERVALS - DIESEL ENGINES

Component Interval (Miles)
Air Filter 30,000
Coolant 30,000
Oil & Filter 5000
Transfer Case Oil 60,000
Transmission Oil
Automatic Transmission 30,000
Manual Transmission 60,000
BELT ADJUSTMENT
(1) Used Belt: Lbs.
Application New Belt: Lbs. (kg) (kg)
2.3L
Fixed 150-190 (68-86) 140-160 (64-73)
With Tensioner (2) 150-190 (68-86) 140-160 (64-73)
2.9L 120-160 (54-73) 110-130 (50-59)
3.0L
Fixed 100-140 (45-64) 80-100 (36-45)
With Tensioner (2) 150-190 (68-86) 140-160 (64-73)
4.0L With Tensioner (2) 108-132 (49-60) 108-132 (49-60)
4.9L With Tensioner (2) (3) (3)
7.3L Except Ambulance

Vac. Pump W/ 3/8" Belt 90-130 (41-59) 65-85 (30-39)
Vac. Pump W/ 1/2" Belt 110-150 (50-68) 75-95 (34-43)
All Others W/ 1/2" Belt 140-180 (64-82) 95-115 (43-52)
7.3L Ambulance
Alternator 140-160 (64-73) 140-160 (64-73)
Vac. Pump 90-130 (41-59) 65-85 (30-39)
A/C & P/S 140-180 (64-82) 95-115 (43-52)
7.5L
With Tensioner (2) (5) (5)
Alt. & Air Pump 160-200 (73-91) 110-130 (50-59)
(3) 90 lbs. (41 kg) minimum for vehicles with 60 and 75 amp alternators. 117 lbs. (53 kg) minimum for
vehicles with 100 amp alternators.
(4) 77 lbs. (35 kg) minimum for vehicles with 60 & 75 amp alternators. 111 lbs. (50 kg) minimum for
vehicles with 100 amp alternators.
(5) 94 lbs. (43 kg) minimum tension.
Drive Belt Routing (2.3L)
Fig. 1: Checking Belt Routing & Tension (2.3L)





Fig. 5: Checking Belt Routing (4.9L)
Drive Belt Routing (5.0L & 5.8L)
Fig. 6: Checking Belt Routing (5.0L & 5.8L)

Drive Belt Routing (7.3L Diesel)

Fig. 7: Checking Belt Routing (7.3L Diesel)

Fig. 8: Checking Belt Routing (7.5L)
MECHANICAL CHECKS
ENGINE COMPRESSION
Check engine compression at specified cranking speed with engine at normal operating temperature, all spark
plugs removed (on dual plugs, remove exhaust side only) and throttle wide open. Ensure crankcase is full and
oil is of correct viscosity. With compression gauge installed, use remote starter to crank engine.
Crank engine at least 5 revolutions, and record highest reading. Repeat procedure for all cylinders using
approximately same number of revolutions. Lowest compression reading should not be less than 75 percent of
highest compression reading. No cylinder compression reading should be less than 100 psi (7 kg/cm2 ).
COMPRESSION RATIO SPECIFICATIONS - 4-CYLINDER

Application Compression Ratio
2.3L 9.5:1

4.9L 8.8:1
COMPRESSION RATIO SPECIFICATIONS - V6

2.9L & 4.0L 9.0:1
3.0L 9.3:1

5.0L 9.0:1
5.8L 8.8:1
7.3L (Diesel) 21.5:1
7.5L 8.0:1
VALVE CLEARANCE
NOTE: On 2.9L models, valve clearance is set by turning adjusting screw an additional
1 1/2 turns past zero lash. On all other models, no valve adjustment is required
as hydraulic valve lifters are used. If incorrect valve clearance is suspected,
collapse lifter before checking clearance.
COLLAPSED VALVE LIFTER CLEARANCE - 4-CYLINDER

2.3L OHC .035-.055 (.89-1.39)

4.9L
Allowable .100-.200 (2.54-5.10)
Desired .125-.175 (3.18-4.45)
COLLAPSED VALVE LIFTER CLEARANCE - V6

2.9L (1)
3.0L .088-.189 (2.23-4.77)

4.0L (2)
(1) Valve clearance is set by turning adjusting screw an additional 1 1/2 turns past zero lash.
(2) Information not available.

5.0L
Allowable .071-.193 (1.80-4.90)
Desired .096-.165 (2.44-4.19)
5.8L
Allowable .098-.198 (2.48-5.03)
Desired .123-.173 (3.12-4.39)
7.3L (Diesel) (1) .185 (4.70)
7.5L
Allowable .075-.175 (1.91-4.45)
Desired .100-.150 (2.54-4.81)
(1) Maximum clearance value.
IGNITION SYSTEM
5.0L SPARK PLUG WIRE ROUTING
NOTE: Spark plug wire routing for 5.0L V8 engines must be correct. For additional
information and illustrations, see 5.0L BUCK/JERK/MISS/SPARK KNOCK:
INDUCTION CROSSFIRE .
IGNITION COIL
IGNITION COIL RESISTANCE - 4-CYLINDER

Application Primary Ohms Secondary Ohms
2.3L DIS .5 (1)

4.9L TFI-IV .8-1.6 8000-11,500
IGNITION COIL RESISTANCE - V6

2.9L & 3.0L TFI-IV .8-1.6 8000-11,500
4.0L EDIS .5 (1)

5.0L & 5.8L TFI-IV .8-1.6 8700-11,500
7.5L TFI-IV/(CBD) .8-1.6 8700-11,500
HIGH TENSION WIRE RESISTANCE
HIGH TENSION WIRE RESISTANCE

Application Ohms
DIS, EDIS & TFI-IV 7000 Per Foot
SPARK PLUGS
SPARK PLUG GAP SPECIFICATION
Application (1) Specification: In. (mm)
2.3L .044 (1.1)

2.9L .044 (1.1)
3.0L .044 (1.1)
4.0L .054 (1.3)
4.9L .044 (1.1)
5.0L .044 (1.1)
5.8L .044 (1.1)
7.5L .044 (1.1)
(1) If Vehicle Emissions Information decal contradicts spark plug gap specification in table, use
information on decal.
SPARK PLUG TYPE

Application Motorcraft No.
2.3L AWSF-32C
2.9L AWSF-42C
3.0L AWSF-32P
4.0L AWSF-42PP
4.9L BSF-44C
5.0L ASF-42C
5.8L ASF-32C
7.5L ASF-44P
FIRING ORDER & TIMING MARKS
2.3L Firing Order & Timing Marks

Fig. 9: 2.3L Firing Order & Timing Marks
2.3L Spark Plug Wire Routing

Fig. 10: 2.3L Spark Plug Wire Routing
2.9L & 3.0L Firing Order & Timing Marks
Fig. 11: 2.9L & 3.0L Firing Order & Timing Marks

4.0L Spark Plug Wire Routing

Fig. 13: 4.0L Spark Plug Wire Routing

5.0L & 7.5L Firing Order & Timing Marks

Fig. 15: 5.0L & 7.5L Firing Order & Timing Marks

7.3L Diesel Firing Order

Fig. 17: 7.3L Diesel Firing Order
IGNITION TIMING
BASE IGNITION TIMING - 4-CYLINDER

2.3L Timing Not Adjustable

4.9L 10 @ (1)
BASE IGNITION TIMING - V6

2.9L
Automatic Transmission 10 @ 800
Manual Transmission 10 @ 850
3.0L 10 @ (2)
4.0L Timing Not Adjustable.

5.0L
Automatic Transmission 10 @ 525-825
5.8L
C6 Automatic Transmission 10 @ 630-930
E4OD Automatic Transmission 10 @ 580-880
7.5L 10 @ 500-800
NOTE: For 7.3L injection pump timing procedures, see ADJUSTMENTS article in the
DISTRIBUTOR SPECIFICATIONS
NOTE: All models use computed timing advance. No adjustment is possible.
FUEL SYSTEM
FUEL PUMP

article.
NOTE: Fuel pump performance is a measurement of fuel pressure and volume

availability, not regulated fuel pressure.
FUEL PUMP PERFORMANCE

Gasoline Engines
Pressure (1)
Volume 1.5 Pts. (.72L) In 30 Seconds

Diesel Engines
Pressure (1)
Volume 1 Pt. (.5L) In 30 Seconds

(1) For fuel pressure specifications, see FUEL PRESSURE SPECIFICATIONS article.
IDLE SPEED & MIXTURE
NOTE: No idle mixture adjustments are possible. If engine performance is

unsatisfactory, see TESTS W/CODES article in the ENGINE PERFORMANCE
Section.
FAST IDLE SPEED
NOTE: Refer to underhood engine decal for engine fast idle RPM specification.
THROTTLE POSITION SENSOR/SWITCH

2.3L, 2.9L (2), 3.0L & 4.0L 0.20 4.84
2.9L (3) & 4.9L 0.34 4.84
5.0L, 5.8L & 7.5L 0.34 4.84
(3) Except vehicles equipped with mass airflow sensor.

SERVICE INDICATOR & WARNING LIGHTS
MAINTENANCE Ford Motor Co. Service Indicator & Warning Lights
SERVICE INDICATOR & WARNING LIGHTS
Fig. 1: Dash Gauges & Warning Lights (1983-88)

Fig. 2: Dash Gauges & Warning Lights (1989-92)

CHECK ENGINE WARNING LIGHT
The CHECK ENGINE warning light indicates malfunctions in the electronic engine control system. If
functioning correctly, the light comes on when ignition switch is turned to the ON position and goes out after
engine is started. If light fails to glow with ignition switch or remains on when running, a service need is
indicated.
BRAKE WARNING LIGHT
The BRAKE light indicates two things; either the parking brake is on or the brake fluid level is low. The light
should come on briefly when ignition switch is turned to the ON position and goes out after engine is started,
and the parking brake is released. If the light stays on, servicing is needed.
CHARGING SYSTEM LIGHT
This light will glow with the ignition switch in the ON or START position until the engine catches. The light
may also glow when there is a heavy electrical load on the system. If the electrical load is reduced and the light
remains on, the electrical system needs to be checked.
BATTERY VOLTAGE GAUGE
Gauge should register in the "Normal" range during operation. If gauge falls below "Normal" range during
regular driving, the system should be checked.
ENGINE OIL PRESSURE GAUGE
Under regular operating conditions, gauge should register within "Normal" range. If gauge drops below
"Normal" operating band, stop immediately and check oil level.
CAUTION: DO NOT operate vehicle if oil pressure gauge continues to operate below
"Normal" operating range.
ENGINE COOLANT TEMPERATURE GAUGE
Gauge should register within "Normal" band under regular operating conditions. If gauge rises into "Hot" range,
stop the vehicle, let the engine cool and check the coolant level.
COOLANT TEMPERATURE LIGHT
This light comes indicates that the engine coolant temperature level is high and the engine is overheating. If the
light glows while driving, stop the vehicle and let the engine cool and check the coolant level. If the light glows
again shortly after adding coolant, have the engine cooling system serviced.
CHECK EMISSIONS WARNING LIGHT
When this light stays on continuously with the ignition switch in the ON position it indicates that maintenance
of the emissions control devices is required. Have the emissions control system checked as soon as possible.
WATER IN FUEL LIGHT (DIESEL ENGINES ONLY)
This light indicates water that the fuel conditioner has removed a significant amount of water from the fuel
system. If this light glows while driving, stop the vehicle as soon as possible, turn off the engine and drain the
fuel conditioner.
CAUTION: Allowing water to remain in the fuel conditioner could result in extensive
damage to or failure of the fuel injection system.
REAR ANTI-LOCK BRAKE WARNING LIGHT
If functioning correctly, this light comes on when the ignition switch is turned to the ON position and goes out
after engine is started. If the light glows while driving, the rear anti-lock brake system may be inoperative.
Service system immediately.
CHECK OIL LEVEL LIGHT
This warning light indicates a possible low oil level or low oil pressure. If functioning correctly, the light comes
on when ignition switch is turned to the ON position and goes out after engine has started. If light remains on
when running, check the oil level and add oil if necessary.
STARTER - MOTORCRAFT
ELECTRICAL Ford Motors Co. Starters - Motorcraft Gear Reduction
DESCRIPTION
commercial chassis.
The permanent magnet, gear reduction type starter is used on all Ford gasoline engines. An internal planetary
gear reduction unit provides increased cranking torque. The starting system consists of a starter, ignition/starter
switch, relay, neutral start switch (A/T) or clutch switch (M/T), battery and wiring.
TROUBLE SHOOTING

ON-VEHICLE TESTING
CAUTION: Before testing starter, ensure transmission is in Park on A/T models, or

Neutral on M/T models.
STARTER MOTOR TEST
1. Ensure battery is fully charged and in good condition. Ensure battery cables and connections are in good
condition. Measure voltage at starter solenoid battery cable terminal. If voltage is battery voltage, go to
step 2). If voltage is less than 12 volts, recheck battery cables and connections. Service as necessary.
2. Connect one lead of remote starter switch to starter solenoid battery cable terminal. Connect other lead to
"S" terminal on starter solenoid. See Fig. 1. Operate remote starter switch. If engine does not crank, repair
or replace starter. If engine cranks vigorously, starter is okay; go to STARTER RELAY TEST. If
cranking is sluggish, go to LOAD TEST.
STARTER RELAY TEST
1. Disconnect terminal "S" of starter relay. See Fig. 1. Connect remote starter switch between terminal "S"
and positive battery terminal. Ensure transmission is in Park on A/T models or Neutral on M/T models.
2. Crank engine with remote starter. If engine cranks, relay is okay. Check ignition switch, neutral or clutch
switch and circuitry for open or loose connections. If engine does not crank, replace relay.
Fig. 1: Starter System Schematic
LOAD TEST
1. Connect starter load tester and voltmeter to battery terminals. Ensure no current is flowing through the
ammeter and carbon pile of tester. Disconnect terminal "S" of starter relay. See Fig. 1.
2. Connect remote starter switch between terminal "S" and positive battery terminal. Ensure transmission is
in Park on A/T models, or Neutral on M/T models.
3. Crank engine with ignition off. Note voltmeter reading then stop cranking engine. Turn tester carbon pile
rheostat knob to match voltage obtained while cranking. Note ammeter reading. Replace or repair starter
if current exceeds specification. See STARTER SPECIFICATIONS.
BENCH TESTING
NO-LOAD TEST
1. Mount starter securely in vise. Connect voltmeter to battery terminals. Connect battery, jumper cables and
starter load tester to starter. See Fig. 2. Ensure no current is flowing through the ammeter and carbon pile
of tester.
2. Note voltmeter reading. Disconnect battery from starter. Turn carbon pile to achieve voltage obtained
while starter was operating. Note ammeter reading. Replace or repair starter if current exceeds
specification. See STARTER SPECIFICATIONS.
Fig. 2: Testing Starter No-Load

ARMATURE OPEN CIRCUIT TEST
An open armature circuit can sometimes be detected by inspecting the commutator for evidence of burning. If
burning is present, replace armature. Check for damage to other related components.
ARMATURE GROUNDED CIRCUIT TEST
Connect ohmmeter leads to the armature and commutator. See Fig. 3. Ohmmeter should indicate no continuity.
If continuity exists, replace armature.
Fig. 3: Checking Armature For Grounded Circuit

Removal
Disconnect negative battery cable. Raise vehicle. Disconnect battery cable from starter. Disconnect starter
solenoid wiring. Remove starter mounting bolts or nuts. Remove starter from vehicle.
Installation
1. Position starter assembly onto flywheel housing. Start bolts. Hold starter against mounting surface, fully
inserted into pilot hole. Tighten bolts or nuts to specification.
2. Connect battery cable and solenoid wiring to starter. Tighten to specification. Lower vehicle. Connect
negative battery cable. Check starter operation.
OVERHAUL
NOTE: To assist with overhaul, use exploded view of starter. See Fig. 4.
Fig. 4: Exploded View Of Motorcraft Gear Reduction Starter

STARTER SPECIFICATIONS
STARTER SPECIFICATIONS
Application Specifications
Brush Length Wear Limit .66" (16.8 mm)
Current Draw
No-Load 60-80 Amps
Under Load 140-200 Amps
Normal Cranking RPM 170-220
Mounting Bolts 15-20 (20-27)
INCH Lbs. (N.m)
"B" & "M" Terminal Nut 80-120 (9.0-13.6)
Brush Plate Screws 20-30 (2.3-3.4)
Cable Terminal Nut 70-130 (7.9-14.7)
Solenoid Bolts 45-54 (5.1-6.1)
Through Bolts 55-75 (6.2-8.5)
ACCESSORIES & SAFETY EQUIPMENT
Ford Motor Co. - Steering Column Switches
NOTE: Unless otherwise specified, references to "F" Pickup include the F350 Super
Duty commercial chassis.
Multifunction switch includes headlight dimmer, flash-to-pass, and windshield wiper/washer switches.
Multifunction switch is mounted on steering column. Ignition switch and lock cylinder are also mounted on
steering column, and actuated by ignition key.
TESTING
WARNING: On models with air bag, observe the following precautions. The air bag is
powered directly from the battery and back-up power supply. Before
performing any repairs, disconnect and shield negative battery cable.
Disconnect back-up power supply before servicing ANY air bag system
component. Use caution when working around steering column. See AIR
BAG article in the ACCESSORIES/SAFETY EQUIP Section.

HAZARD SWITCH POWER TEST
Connect test light to ground. Touch test light probe to hazard or multifunction switch harness connector
terminal (circuit No. 385, White/Red wire). See Fig. 1, Fig. 2 or Fig. 3. If test light glows, power circuit to
hazard switch is okay. If test light does not glow, check for open circuit between hazard switch and fuse block.
Repair as necessary. See appropriate MULTIFUNCTION SWITCH CONTINUITY table.
TURN SIGNAL SWITCH POWER TEST
1. Set ignition switch to RUN position. Connect test light to ground. Touch test light probe to turn signal or
multifunction switch feed terminal (circuit No. 44, Light Blue wire). See Fig. 1, Fig. 2 or Fig. 3. If test
light flashes, power circuit to turn signal switch is okay.
2. If test light does not flash, replace flasher or check for open circuit No. 44 (Light Blue wire) and repair as
necessary. See appropriate MULTIFUNCTION SWITCH CONTINUITY table.
Fig. 1: Testing Multifunction Switch (Aerostar, Bronco & Pickup)
Fig. 2: Testing Multifunction Switch (Van)
Fig. 3: Testing Multifunction Switch (Explorer & Ranger)
MULTIFUNCTION SWITCH CONTINUITY (AEROSTAR)

Switch Position & Condition Between Circuit No.
Turn Signal Off
No Continuity 2-3-511; 2-3-5-9-44
Continuity 5-9-511
Left Turn
No Continuity 2-3-9-511; 2-5-44
Continuity 3-9-44; 5-511; 15-380
Right Turn
No Continuity 2-3-5-511; 3-9-44
Continuity 2-5-44; 9-511; 15-379
Hazard
No Continuity 44-385-511; 44-511
Continuity 2-3-9-385
Headlight Dimmer (Low)
No Continuity 12-15; 12-13-196
Continuity 13-15
Headlight Dimmer (High)
No Continuity 13-15-196
Continuity 12-15
Flash-To-Pass
No Continuity 12-15
Continuity 12-196; 13-15
Turn Signal Off/Wash Off
No Continuity 590-993
Wash On
Continuity 590-993
Wiper Off
Continuity (1) 589-993; 590-993
Wiper LO
Continuity (2) 589-993; 590-993
Wiper HI
Continuity (3) 590-993
MAX Interval
MIN Interval
Continuity (5) 589-993; 590-993
(1) Resistance: 589-993, 47.6 k/ohms; 590-993, 103.3 k/ohms
(3) Resistance: 590-993, 3.3 k/ohms
(4) Resistance: 590-993, 103.3 k/ohms
MULTIFUNCTION SWITCH CONTINUITY (BRONCO, PICKUP & VAN)

Turn Signal Off
Continuity 5-9-511
No Continuity 2-3-511; 2-3-5-9-44
Left Turn
Continuity 5-511; 3-9-44; 15-380
No Continuity 2-3-5-9-511; 2-5-44
Right Turn
Continuity 9-511; 2-5-44; 15-379
No Continuity 2-3-5-511; 3-9-44
Hazard
Continuity 2-3-5-9-385
No Continuity 44-511; 44-385-511
Continuity 12-15
Continuity 13-15
No Continuity 12-15; 12-13-196
Flash-To-Pass
No Continuity 12-15
Windshield Washer Off
Windshield Washer On
Continuity 590-993
Wiper Off
Low Speed
Continuity (1) 589-993; 590-993
High Speed
Continuity (2) 589-993; 590-993
Interval Wiper (MAX)
Continuity (3) 589-993; 590-993
Interval Wiper (MIN)
Continuity (4) 589-993; 590-993
MULTIFUNCTION SWITCH CONTINUITY (EXPLORER & RANGER)

Turn Signal Off
Continuity 511-5-9
No Continuity 2-3-44-385-511; 2-3-5-9-44-385;
2-3-385
Left Turn
Continuity 5-511; 3-9-44
No Continuity 3-9-44-385-511; 2-5-44-385; 2-
385
Right Turn
Continuity 9-511;2-5-44
No Continuity 2-5-511; 44-385;3-9-44-385; 2-
385
Hazard
Continuity 2-3-5-9-385-511
No Continuity 44-385; 2-3-5-9-44
Continuity 12-15
No Continuity 13-15-196; 12-196
Continuity 13-15
No Continuity 12-15-196; 13-196
Flash-To-Pass
Windshield Washer Off
Windshield Washer On
Continuity 63-941
Wiper Off
No Continuity 56-63-65-941-993
Low Speed
Continuity 63-993
No Continuity 56-63-65-941
High Speed
Continuity 56-63-993
Interval Wiper (1)
(1) Knob turned to maximum time interval.
(2) Resistance between circuits No. 61 and 589 should 7000-13,000 ohms. When knob is rotated to
minimum interval position, resistance should be 420-880 ohms.
IGNITION SWITCH
1. To check steering column ignition system for mechanical operation, rotate lock cylinder through all
switch positions. Lock cylinder should not bind, and should return from START to RUN position without
assistance.
2. If binding or incorrect modes occur, ignition switch should be adjusted. After adjustment, if binding or
incorrect modes are still evident, lock cylinder should either be disassembled and inspected for damage,
or ignition switch should be replaced.
3. To check electrical function of ignition switch, lower steering column and unplug ignition switch
connector. Test switch continuity using a self-powered test light or ohmmeter. Continuity should not exist
between chassis ground and any terminal, except circuits No. 41 and 977 in START position only.
4. See IGNITION SWITCH CONTINUITY table. See Fig. 4. If continuity is not as specified, replace
ignition switch.
IGNITION SWITCH CONTINUITY

Switch Position Continuity Between Circuit No.
Accessory 37 & 297
Lock No Continuity
Off No Continuity
Run 37-16-687-297
Start 977-41-Ground; 37-32-262-Possibly 16
Fig. 4: Testing Ignition Switch Continuity
ADJUSTMENTS

IGNITION SWITCH
Ignition switch is properly adjusted if:
 In ACCESSORY, accessory circuit is operative and steering wheel is locked. Automatic shift lever
cannot be moved.
 In LOCK, all ignition switch electrical circuits are inoperative and steering wheel is locked. Automatic
shift lever cannot be moved.
 In OFF, all ignition switch electrical circuits are inoperative and steering wheel is unlocked. Automatic
shift lever can be moved.
 In ON (RUN), all ignition switch circuits or accessory circuits are operative except starter circuit and
warning light check circuit. Steering wheel is unlocked and automatic shift lever can be moved.
 In START, only engine ignition, warning light check, and starter circuits are operative. Steering wheel is
unlocked and automatic shift lever can be moved.
Aerostar, Bronco, Pickup & Van
Disconnect negative battery cable. Set ignition switch to ON position. Align switch pin with slot in lock/column
assembly. Position slots in column/lock assembly with index mark on casting.
Explorer & Ranger
1. Disconnect negative battery cable. Locate ignition switch on top of steering column tube. Remove
ignition switch connector. Rotate ignition key back and forth to each side of LOCK position until a 5/64
" (1.98 mm) drill bit can be inserted into ignition switch lock pin hole.
2. Loosen 2 ignition switch mounting nuts, turn switch to LOCK position (feel for detent) and remove
ignition key from cylinder. Move switch up or down along column tube. Locate mid-position of rod lash.
Tighten 2 mounting nuts to 40-65 INCH lbs. (4.51-7.34 N.m).
3. Remove drill bit. Connect wiring. Ensure all accessories are deactivated when switch is in OFF position,
and ensure all modes function correctly.
WARNING: On models with air bag, observe the following precautions. The air bag is
powered directly from the battery and back-up power supply. Before
performing any repairs, disconnect and shield negative battery cable.
Disconnect back-up power supply before servicing ANY air bag system
component. Use caution when working around steering column. See AIR
BAG article in the ACCESSORIES/SAFETY EQUIP Section.

STEERING WHEEL
Removal (Models With Air Bag)
1. Position front wheels straight ahead. Disconnect negative battery cable and back-up power supply.
Remove air bag module retaining nuts. Unplug wire harness from air bag module. Remove air bag
module.
2. Disconnect speed control wiring (if equipped). Mark steering wheel and shaft for installation reference.
Remove and discard steering wheel bolt. Using Steering Wheel Puller (T67L-3600-A), remove steering
wheel. Route contact assembly wiring through steering wheel as it is removed.
Installation
1. Ensure front wheels are straight ahead. Route contact assembly wire harness through steering wheel at 3
o'clock position. Position steering wheel onto shaft, ensuring marks are aligned. Ensure air bag wiring is
not pinched.
2. Install NEW steering wheel bolt. Tighten bolt to 23-33 ft. lbs. (31-45 N.m) . Connect speed control
wiring (if equipped). Ensure wiring is not trapped between steering wheel and contact assembly. To
complete installation, reverse removal procedure.
Removal & Installation (Models Without Air Bag)
1. Disconnect negative battery cable. Position front wheels straight ahead. On pickup and van, unsnap horn
cover by grasping sides and pulling away from column. On Explorer and Ranger, remove retaining bolts
and steering wheel pad. Disconnect wiring. Mark steering wheel and shaft for installation reference.
Remove steering wheel bolt.
2. Using Steering Wheel Puller (T67L-3600-A), remove steering wheel. To install, reverse removal
procedure. Align reference marks. Install retaining nut. See TORQUE SPECIFICATIONS table.
MULTIFUNCTION SWITCH
Disconnect negative battery cable. Remove steering column shroud. Remove retaining screws and multifunction
switch. Unplug electrical connector. Remove switch. To install, reverse removal procedure.
IGNITION SWITCH
Removal
Disconnect negative battery cable. Remove steering column shroud and lower column. Unplug switch
connector. Remove retaining nuts or screws. Lift switch vertically to disengage actuator. Remove switch.
Installation
1. With lock cylinder and switch in LOCK position, position ignition switch onto column and actuator rod.
New ignition switches come positioned in LOCK position with shipping pin in side of switch. Position
switch on column, and install, but do not tighten, retaining nuts.
2. Move switch up and down along column to locate mid-position of rod lash. Tighten retaining nuts to 40-
65 INCH lbs. (4.5-7.3 N.m). Remove shipping pin from side of ignition switch. Connect battery cable.
Check for proper starter operation in Park and Neutral. Ensure accessories are not on with ignition switch
in OFF position and are on with switch in RUN position.
LOCK CYLINDER
Removal (Aerostar, With Key)
Disconnect negative battery cable. Rotate lock cylinder to RUN position. Using a 1/8" drift, through access hole
in cylinder, press retaining pin inward and remove lock cylinder.
Installation
Rotate lock cylinder to RUN position. Push retaining pin inward. Insert lock cylinder into housing. Ensure lock
cylinder is fully seated and aligned in interlocking washer before turning to OFF position. Rotate lock cylinder
with key to check for proper mechanical operation.
Removal (Aerostar, Without Key)
1. Disconnect negative battery cable. Remove steering wheel. See STEERING WHEEL. Using vise-type
pliers, twist lock cylinder cap until it separates from lock cylinder. Using 3/8" bit, drill center of key slot
approximately 1 3/4" (44 mm) deep until lock cylinder breaks away from base.
2. Remove retainer, washer, ignition switch, and actuator. Clean all drill shavings and other foreign material
from housing. Inspect housing for damage. If damage exists, replace housing.
Installation
Install actuator, ignition switch, trim, and electrical parts. Rotate lock cylinder to RUN position. Push retaining
pin inward. Insert lock cylinder into housing. Ensure lock cylinder is fully seated and aligned in interlocking
washer before turning to OFF position. Rotate lock cylinder with key to check for proper mechanical operation.
Removal & Installation (Except Aerostar, With Key)
1. Disconnect negative battery cable. Remove steering wheel. See STEERING WHEEL. Remove trim
shrouds. Set ignition switch to RUN position. On vehicles with A/T, set selector lever to Park position.
2. Push retaining pin inward and pull out lock cylinder. Unplug wiring from lock cylinder. To install,
lubricate lock cylinder. Turn lock cylinder to ON position. Push retaining pin inward and insert lock
cylinder into housing. To install remaining components, reverse removal procedure.
Removal (Except Aerostar, Without Key)
1. Use this procedure to remove ignition lock cylinder if key is missing or cylinder is frozen. Disconnect
negative battery cable. Remove steering wheel. See STEERING WHEEL. Remove steering column trim
shrouds and tilt lever (if equipped). Use a 1/8" (3.17 mm) bit to drill out retaining pin. DO NOT drill
deeper than 1/2" (12.7 mm).
2. Place a chisel at base of lock cylinder cap. Strike chisel with sharp blows to break cap away from lock
cylinder. Using a 3/8" (9.52 mm) bit, drill out center of lock cylinder key slot. Drill approximately 1
3/4" (44 mm) deep until lock cylinder breaks away from base.
3. Remove metal shavings from lock cylinder housing. Remove drive gear, bearing retainer, and actuator.
Thoroughly clean all metal shavings and other foreign materials from housing. Carefully inspect housing
for damage. If damage is apparent, replace housing.
Installation
1. Lubricate and install drive gear, bearing, and retainer. Lubricate cylinder cavity. Rotate lock cylinder to
RUN position. Press retaining pin inward and insert new lock cylinder into lock cylinder housing.
2. Before turning key to OFF position, ensure cylinder is fully seated and aligned. Use key to rotate cylinder
to check that mechanical operation is okay in all positions.
Steering Wheel Retaining Bolt 23-33 (31-45)
INCH Lbs. (N.m)
Ignition Switch Nuts 40-63 (4.5-7.1)
Ignition Switch Screws 50-63 (5.6-7.1)
Steering Wheel Pad Bolts 8-11 (.9-1.3)
STEERING COLUMN
STEERING Ford Motor Co. - Steering Columns - Except Stripped Chassis
DESCRIPTION
All steering columns are energy-absorbing and collapse upon frontal impact. On Explorer and Ranger, steering
column is available in standard and tilt column models.
Aerostar, Bronco, Pickup and Van are equipped with tilt steering wheel. Aerostar and Van are equipped with air
bag. Wiper/washer, turn signal/hazard and horn/dimmer operate using a multifunction switch. Multifunction
and ignition switches are mounted on steering column.
WARNING: On models with Supplemental Restraint System (SRS), observe the

following precautions. Before any repairs are performed, disconnect and
shield battery ground. Disconnect SRS connector at control unit. Use
caution when working around steering column (air bag could deploy).
TROUBLE SHOOTING
Refer to TROUBLE SHOOTING - BASIC PROCEDURES article in the GENERAL TROUBLE
SHOOTING section.
AIR BAG SERVICE PRECAUTIONS

The following precautions should be observed when working with air bag systems.
 Disable air bag system before servicing any air bag system or steering column components. Failure to do
so may result in accidental air bag deployment and cause personal injury. See DISABLING AIR BAG
SYSTEM .
 Back-up power supply will hold a deployment charge for approximately one minute after battery positive
cable is disconnected. Servicing SRS before one-minute period may cause accidental air bag deployment
and possible personal injury.
 Because of critical system operating requirements, DO NOT service sensors, clockspring, monitor, or air
bag module. Corrections are made by replacement only.
 Always wear safety glasses whenever servicing an air bag equipped vehicle or handling an air bag.
 When carrying a live air bag module, ensure air bag module and trim cover are pointed away from your
body. This minimizes chance of injury in event of an accidental deployment.
 When placing a live air bag module on a bench or other surface, always face air bag module and trim
cover up, away from surface. This will reduce motion of module if it is accidentally deployed.
 After deployment, air bag surface may contain deposit of sodium hydroxide, which may irritate skin.
Sodium hydroxide is a product of gas generant combustion. Always wear gloves and safety glasses when
handling a deployed air bag. Wash your hands using mild soap and water. Follow correct disposal
procedures.
 If a part is replaced and new part does not correct condition, reinstall original part and perform diagnostic
procedure again.
 Never probe connectors on air bag module. Doing so may cause air bag deployment and/or personal
injury.
 The instruction to DISCONNECT always refers to a connector. DO NOT disconnect a component from
vehicle when instructed to DISCONNECT.
 After repairs, ensure AIR BAG warning light does not indicate any other faults.
DISABLING AIR BAG SYSTEM
WARNING: Back-up power supply will hold a deployment charge for approximately
one minute after battery positive cable is disconnected. Servicing SRS
before one-minute period may cause accidental air bag deployment and
possible personal injury.

NOTE: The following disabling procedure should be used for component replacement
purposes only. If vehicle was involved in a collision and air bag did not deploy,
or SRS is not functioning properly, and vehicle needs to be driven, complete
system deactivation is required.
Disconnect battery negative and then positive cables. Shield both cables. Air bag system contains a back-up
power supply built into the air bag diagnostic monitor. Wait a minimum of one minute before servicing any air
bag system components. System is now disabled.

STEERING WHEEL & AIR BAG
Removal & Installation (Aerostar & Van)
1. Set front wheels in straight-ahead position. Disconnect and shield battery negative and positive cables.
Wait at least one minute to deplete charge in air bag back-up power supply. Remove air bag module-to-
steering wheel retaining nuts. Remove air bag from steering wheel and disconnect air bag module
electrical connector.
2. Disconnect horn switch and speed control (if equipped) electrical connectors. Mark steering wheel-to-
steering shaft position for installation reference. Remove steering wheel retaining bolt. Using Steering
Wheel Remover (T67L-3600-A), remove steering wheel.
3. To install, reverse removal procedure. Tighten steering wheel retaining bolt and air bag retaining nuts to
specification. See TORQUE SPECIFICATIONS .
STEERING WHEEL & HORN PAD
Removal & Installation (Bronco, Explorer, Pickup, Ranger & Van)
1. Set front wheels in straight-ahead position. Disconnect battery negative cable. On Explorer and Ranger,
remove horn pad retaining screws. Disconnect horn switch electrical connector and remove horn pad. On
Bronco, Pickup and Van, grasp sides of horn pad and pull upward to unclip retainers. Disconnect horn
switch electrical connector and remove horn pad.
2. Mark steering wheel-to-steering shaft position for installation reference. Remove steering wheel retaining
bolt. Using Steering Wheel Remover (T67L-3600-A), remove steering wheel.
3. To install, reverse removal procedure. Tighten steering wheel retaining bolt and horn pad retaining screws
(if equipped) to specification. See TORQUE SPECIFICATIONS .
MULTIFUNCTION SWITCH
Disconnect battery negative cable. Remove upper and lower steering column shrouds. Remove 2 multifunction
switch retaining screws. Disconnect multifunction switch electrical connector and remove multifunction switch
from steering column. To install, reverse removal procedure.
LOCK CYLINDER
Removal (With Key)
1. Disconnect battery negative cable. Remove steering wheel. See STEERING WHEEL & AIR BAG or
STEERING WHEEL & HORN PAD under REMOVAL & INSTALLATION. Remove upper and
lower steering column shrouds. Disconnect key warning switch electrical connector. Using key, turn lock
cylinder to RUN position.
2. On Ranger and Explorer A/T models, shift selector must be in Park. On all models, place a 1/8" (3.17
mm) diameter pin in hole located in outer edge of lock cylinder housing. Depress retaining pin and pull
out lock cylinder. See Fig. 1 .
Installation
1. To install, lubricate lock cylinder with grease. Turn lock cylinder to RUN position. Depress retaining pin.
Insert lock cylinder into housing. Ensure tab on end of lock cylinder aligns with slot in ignition drive
gear.
2. Using key, turn lock cylinder to OFF position to engage cylinder retaining pin into cylinder housing hole.
To complete installation, reverse removal procedure. Check lock cylinder functions. Ensure column locks
when switch is in LOCK position.
Fig. 1: Removing Ignition Lock Cylinder

Removal (Without Key)
1. Use this procedure to remove ignition lock cylinder if key is missing or cylinder lock is frozen.
Disconnect battery negative cable. Remove steering wheel. See STEERING WHEEL & AIR BAG or
STEERING WHEEL & HORN PAD under REMOVAL & INSTALLATION. Remove upper and
lower steering column shrouds. Disconnect key warning switch electrical connector. Use a 1/8" (3.17
mm) drill bit to drill out retaining pin. DO NOT drill deeper than 1/2" (12.7 mm).
2. Place a chisel at base of lock cylinder cap. Using a hammer, strike chisel with sharp blows to break cap
away from lock cylinder. Using a 3/8" (9.52 mm) drill bit, drill out center of lock cylinder key slot. Drill
down approximately 1 3/4" (44 mm) until lock cylinder breaks away from base of lock cylinder.
3. Remove metal shavings from lock cylinder housing. Remove bearing retainer, bearing and ignition drive
gear from lock cylinder. Thoroughly clean all metal shavings and other foreign materials from housing.
Carefully inspect housing for damage. If damage is apparent, replace housing.
Installation
1. Install ignition drive gear, bearing and bearing retainer. Lubricate cylinder cavity with lock cylinder
lubricant. Turn ignition switch to RUN position. Depress retaining pin and insert NEW lock cylinder into
housing.
2. Ensure tab on end of lock cylinder aligns with slot in ignition drive gear. Using key, turn lock cylinder to
OFF position to engage cylinder retaining pin into cylinder housing hole. To complete installation,
reverse removal procedure. Check lock cylinder functions. Ensure column locks when switch is in LOCK
position.
IGNITION SWITCH
Removal & Installation (Aerostar, Bronco, Pickup & Van)
1. Set front wheels in straight-ahead position. Disable air bag (if equipped). See DISABLING AIR BAG
SYSTEM . Remove steering wheel. See STEERING WHEEL & AIR BAG or STEERING WHEEL
& HORN PAD under REMOVAL & INSTALLATION. Remove steering column. See STEERING
COLUMN under REMOVAL & INSTALLATION. Remove 2 ignition switch retaining screws.
Disconnect ignition switch electrical connector and remove ignition switch from steering column.
2. Install ignition switch onto steering column. Ensure actuator pin on ignition switch is aligned with slot in
actuator housing. Ensure slot in actuator housing is aligned with mark on steering column casting.
Ignition switch should be in RUN position. Connect ignition switch electrical connector and tighten
retaining screws to specification. See TORQUE SPECIFICATIONS . To complete installation, reverse
removal procedure.
1. Disconnect battery negative cable. Remove steering wheel. See STEERING WHEEL & HORN PAD
under REMOVAL & INSTALLATION. Remove lower steering column shroud. On tilt columns,
unscrew and remove tilt lever. Remove steering column collar by squeezing it at 6 and 12 o'clock
positions. On all models, remove upper steering column shroud. On A/T models, remove selector
indicator cable by removing screw and plastic plug from column casting.
2. On all models, remove screws attaching toe plate to body panel. Support steering column. Remove bolts
holding steering column to bracket. Turn column to right. Disconnect ignition switch electrical connector.
Remove ignition switch retaining nuts and remove ignition switch from steering column.
3. Before ignition switch is installed, turn ignition lock cylinder to LOCK position. To preset ignition
switch, place a wire in opening in side of switch. Using actuator rod, move switch through positions until
wire drops down into slot in bottom of switch where actuator rod is to be inserted. Place actuator rod on
switch and switch on column studs while aligning rod hole with rod. Tighten retaining nuts to
specification. See TORQUE SPECIFICATIONS . Remove wire from hole in ignition switch.
4. Ensure switch is operating smoothly and all functions are engaged. Turn key through each position from
LOCK to START. To complete installation, reverse removal procedure.
STEERING COLUMN
Removal & Installation (Aerostar, Bronco, Pickup & Van)
1. Set front wheels in straight-ahead position. Disable air bag (if equipped). See DISABLING AIR BAG
SYSTEM . Remove steering wheel. See STEERING WHEEL & AIR BAG or STEERING WHEEL
& HORN PAD under REMOVAL & INSTALLATION. Remove right and left instrument panel lower
moldings. Remove instrument panel lower trim cover.
2. Remove screws from lower steering column shroud. Remove lower steering column shroud by pulling
shroud down and toward rear of vehicle. Disconnect air bag clockspring contact assembly electrical
connectors (if equipped). Place tape across contact assembly stator and rotor to prevent accidental rotation
(if equipped). Remove clockspring contact assembly retaining screws and remove contact assembly from
steering column (if equipped).
3. Unscrew and remove tilt lever from column. Using key, turn lock cylinder to RUN position. Place a
1/8" (3.17 mm) diameter pin in hole located in outer edge of lock cylinder housing. Depress retaining pin
and pull out lock cylinder. Remove upper steering column shroud from column. Remove 6 instrumental
panel lower reinforcement brace retaining bolts and remove reinforcement brace.
4. Remove PRND21 cable retaining screw and disconnect cable from actuator housing. Disconnect
PRND21 cable loop from shift tube hook. Remove 2 screws attaching multifunction switch to steering
column. Disconnect multifunction switch electrical connector and remove switch.
5. Remove bolt attaching intermediate shaft to steering column shaft. Disconnect shift cable from selector
lever pivot. Push in tab on shift cable and slide cable off shaft cable bracket. Disconnect ignition switch
electrical connector. Support steering column assembly and remove 4 steering column-to-support bracket
retaining nuts. Carefully remove column from vehicle.
6. To install steering column, reverse removal procedure. Tighten all nuts and bolts to specifications. See
1. Disconnect battery negative cable. On A/T models, place transmission in Neutral. On all models, remove
bolt attaching intermediate shaft-to-steering column shaft. Compress intermediate shaft until clear of
steering column shaft.
2. On A/T models, remove nuts attaching shift cable bracket to steering column bracket. Disconnect shift
cable from column lever. On tilt columns, ensure steering wheel is in full-up position before removing
steering wheel.
3. On all models, remove steering wheel. See STEERING WHEEL & HORN PAD under REMOVAL &
INSTALLATION. On tilt columns, unscrew and remove tilt lever. Remove steering column collar by
squeezing it at 6 and 12 o'clock positions.
4. On all models, remove screws attaching panel trim cover and remove trim cover. Remove screws from
lower steering column shroud. Remove lower steering column shroud by pulling shroud down and toward
rear of vehicle. Remove upper steering column shroud from column.
5. On A/T models, disconnect selector indicator actuation cable by removing screw from column casting
and plastic plug at end of cable. To remove plastic plug from shift lever socket casting, push on nose of
plug until head clears casting, and then pull plug from casting.
6. On all models, remove plastic clip holding multifunction switch wiring to steering column bracket.
Remove screws attaching multifunction switch. Remove multifunction switch from column, leaving
wiring connected to switch. Position switch and wiring aside.
7. Disconnect key warning buzzer electrical connector from horn brush. Remove screw holding horn brush
electrical connector to column. Disconnect horn brush electrical connector. Remove screws attaching toe
plate to body panel. Loosen toe plate clamp bolt.
8. Support steering column. Remove bolts holding steering column to bracket. Disconnect ignition switch
wiring connector. Carefully remove column from vehicle.
9. To install steering column, reverse removal procedure. Tighten all nuts and bolts to specifications. See
OVERHAUL
When overhauling steering columns, refer to exploded view illustrations. See Fig. 2 -Fig. 6 .
NOTE: The following figures are Courtesy of Ford Motor Co.
Fig. 2: Exploded View Of Steering Column W/Air Bag (Typical)

Fig. 3: View Of Standard Steering Column With A/T (Explorer & Ranger)
Fig. 4: View Of Standard Steering Column With M/T (Explorer & Ranger)
Fig. 5: View Of Tilt Steering Column With A/T (Explorer & Ranger)
Fig. 6: View Of Tilt Steering Column With M/T (Explorer & Ranger)
Intermediate Shaft-To-Steering Column Shaft Bolt 30-42 (41-57)
Steering Column-To-Support Bracket Retaining Nuts 10-14 (14-19)
INCH Lbs. (N.m)
Air Bag Clockspring Contact Assembly Retaining Screws 18-26 (2-3)
Air Bag-To-Steering Wheel Retaining Nuts 35-53 (4-6)
Ignition Switch Retaining Screws 47-64 (5.3-7.2)
Multifunction Switch Screws 18-26 (2-3)
PRND21 Cable Retaining Screw 60-96 (7-11)
Steering Column-To-Support Bracket Retaining Nuts 10-14 (14-19)
INCH Lbs. (N.m)
Ignition Switch Retaining Screws 47-64 (5.3-7.2)
PRND21 Cable Retaining Screw 60-96 (7-11)
Shift Cable Bracket Bolt 13-22 (18-30)
Steering Column-To-Bracket Bolts 19-27 (26-37)
INCH Lbs. (N.m)
Column Toe Plate Clamp Bolt 71-159 (8-18)
Column Toe Plate-To-Body Screws 60-96 (7-11)
Horn Pad Retaining Screws 8-11.5 (.9-1.3)
Ignition Switch Retaining Nuts 40-64 (4.5-7.2)
Lock Cylinder Housing-To-Column Screws 71-97 (8-11)
STEERING KNUCKLES - 4WD
Drive Axles - 4WD Steering Knuckles
DESCRIPTION
On Aerostar, steering knuckles are attached to upper and lower control arms by ball joints. On all models except
Aerostar, steering knuckles are attached to front axle by ball joints.

Removal (Except Aerostar & F350)
1. Raise and support vehicle. Remove wheel and tire assemblies. Remove spindle and axle shaft. See
SPINDLES & AXLE SHAFTS under REMOVAL & INSTALLATION in DANA IFS FRONT AXLE
article in the DRIVE AXLES Section. Disconnect steering linkage (as necessary). Disconnect tie-rod
from knuckle.
2. On F150 and 250, remove upper ball joint cotter pin. Loosen upper and lower ball joint stud nuts.
Remove stud nuts. On Explorer and Ranger, remove upper ball joint snap ring and remove ball joint
pinch bolt. Loosen lower ball joint stud nut.
3. On all models, break ball joints loose from axle housing and separate components. Remove camber
adjuster. Remove knuckle. To remove ball joints, place steering knuckle in vise and remove snap ring
from bottom ball joint socket (if equipped). Remove lower ball joint first, and then upper ball joint.
NOTE: Install lower ball joint first.
Installation
Install lower and upper ball joints in steering knuckle (if removed). Install NEW nut on lower ball joint. Place
knuckle onto axle arm. Install camber adjuster in same position as when removed. Install nuts and snap rings
onto ball joints. To complete installation, reverse removal procedure.
CAUTION: If proper tightening sequence is not followed, excessive steering knuckle

turning effort may result. See TORQUE SPECIFICATIONS table at end of
article. When aligning ball joint nut to install cotter pin, always tighten nut
to align. NEVER loosen nut to align hole.
Fig. 1: Exploded View Of Ball Joint-Type Steering Knuckle (Except Aerostar & F350)
Removal (Aerostar)
1. Position front wheels in straight-ahead position. Raise vehicle with weight resting on lower control arms
to keep chassis springs compressed. Remove wheel and tire assemblies. Remove wheel cover, hub nut
and washer. Remove brake caliper and rotor. See REMOVAL & INSTALLATION in appropriate
BRAKE article in the BRAKES Section.
WARNING: DO NOT remove nut from lower control arm ball joint unless chassis
spring is compressed by weight of vehicle resting on lower control
arm.
2. Remove cotter pin and nut from tie rod end. See Fig. 2 . Disconnect tie rod end from steering knuckle.
Using Hub Remover/ Installer (T81P-1104-A and C) with Hub Knuckle Adapters (T83P-1104-BH1 and
T88P-1104-A1) or equivalent, free outer axle shaft from splines in center of hub and bearing assembly.
3. Remove cotter pin and nut from lower control arm ball joint at steering knuckle. Separate lower control
arm from steering knuckle. Remove bolt and nut retaining steering knuckle to upper control arm ball
joint. Separate and remove steering knuckle from upper control arm ball joint. Wire axle shaft to body to
maintain in level position.
Installation
1. With hub attached to steering knuckle, position hub over outer axle shaft. Ensure outer axle shaft splines
are aligned in center of hub. Position steering knuckle over lower ball joint stud on lower control arm.
Install lower ball joint nut and tighten to specification. See TORQUE SPECIFICATIONS table at end
of article.
2. Install cotter pin. Install washer and hub nut. Lightly tighten hub nut to seat CV joint on back side of the
steering knuckle. DO NOT tighten to specification at this time.
3. Position steering knuckle to upper control arm ball joint stud. Install bolt and nut and tighten to proper
specification. See TORQUE SPECIFICATIONS table. Connect tie rod end to steering knuckle. Tighten
nut and install cotter pin.
4. Tighten hub nut to 170-210 ft. lbs. (230-285 N.m). Install rotor and caliper. Install wheel and tire
assemblies. Install wheel lug nuts and tighten to specification. Lower vehicle.
Fig. 2: Exploded View Of Ball Joint-Type Steering Knuckle Assembly (Aerostar)
Removal (F350)
1. Raise and support vehicle. Remove wheel and tire assemblies. Remove brake caliper. See REMOVAL &
INSTALLATION in appropriate BRAKE article in the BRAKES Section. Remove locking hub. See
LOCKING HUBS article in the DRIVE AXLES Section.
2. Remove hub and rotor assembly. See REMOVAL & INSTALLATION in appropriate BRAKE article in
the BRAKES Section. Remove spindle and axle. See HUB, BEARING & AXLE SHAFTS under
REMOVAL & INSTALLATION in DANA 60/70/80 DIFFERENTIAL article in the DRIVE AXLES
Section.
3. Disconnect steering linkage at steering knuckle. Remove cotter pin from upper ball joint stud. Loosen
both upper and lower ball joint stud nuts. Remove stud nut. Brake top ball joint loose from tube yoke.
Remove lower ball joint stud nut. Remove knuckle from tube yoke.
Installation
1. Coat grease retainer-to-lower kingpin contact surface with RTV sealant. Install grease retainer in axle
housing with concave portion toward upper kingpin.
2. Install bearing cup until it bottoms on grease retainer. Pack bearing and axle housing area with grease and
install bearing. Using Seal Installer (T86T-3110-AH), install NEW grease seal.
3. Install upper kingpin and tighten to specification. Install steering knuckle and tapered bushing. Install
lower kingpin and retainer. Evenly tighten retainer bolts to specification. See TORQUE
4. Install retainer, compression spring and spindle cap. Tighten spindle cap bolts to specification. Lubricate
upper and lower kingpins through grease fittings.
Ball Joint Nut
Aerostar
Lower 59-81 (80-110)
Upper 27-37 (37-50)
Bronco & F150/250
Lower 90-110 (122-149)
Upper 100 (136)
Explorer & Ranger
Lower 80-120 (108-163)
Upper 27-37 (37-50)
F350
Lower 35 (47)
Upper 150 (203)
Tie Rod End Nut
Aerostar 52-74 (70-100)
All Others 50-75 (68-102)
Wheel Lug Nut
Aerostar, Explorer & Ranger 100 (136)
Bronco & F150 100 (136)
F250/350 140 (190)
SUSPENSION - FRONT (2WD)
SUSPENSION Ford Motor Corp. Front
DESCRIPTION
Front suspension is coil spring, twin "I" beam-type. Suspension consists of coil spring, "I" beam axle arms,
radius arm, upper and lower ball joint, spindle, tie rod, shock absorber and optional stabilizer bar. One end of
each axle is attached to spindle and radius arm assembly. Other end is attached to a frame pivot bracket.
Spindle is connected to axle by upper and lower ball joints. Ball joints are sealed and do not require lubrication.
Spindle movement is controlled by tie rods and steering linkage.
WHEEL BEARING ADJUSTMENT

1. Raise and support vehicle. Remove wheel cover and grease cap. Remove cotter pin and retainer.
2. Loosen adjusting nut 3 turns. Obtain running clearance between brake rotor surface and lining by rocking
entire wheel assembly several times to push caliper and brake pads away from rotor.
3. An alternate method of obtaining running clearance is to lightly tap on brake caliper housing. Do not tap
on any area that may damage the rotor and lining. DO NOT pry on brake caliper piston.
4. Running clearance must be maintained throughout bearing adjustment procedure. If proper clearance
cannot be maintained, brake caliper must be removed.
5. While rotating wheel, tighten adjusting nut to 17-25 ft. lbs. (23-34 N.m). Back off adjusting nut 1/2 turn
(180 degrees). Tighten adjusting nut to 18-20 INCH lbs. (2.0-2.3 N.m). Install lock cap and new cotter
pin.
6. Place retainer on adjusting nut. Align nut with cotter pin hole in spindle. If retainer will not align, remove
retainer and reposition on adjusting nut. DO NOT turn adjusting nut to align cotter pin holes.
7. Install cotter pin. Check front wheel rotation. If wheel rotates properly, install grease cap and wheel
cover.
8. If rotation is noisy or rough, remove, inspect and lubricate bearings. Before driving vehicle, pump brake
pedal several times to restore normal pedal position.
BALL JOINT CHECKING

LOWER & UPPER BALL JOINT
Raise and support vehicle under axle. Move lower edge of tire in and out while watching lower spindle arm and
lower part of axle jaw. If movement exceeds 1/32" (.8 mm), replace lower ball joint. To check upper ball joint,
move upper edge of tire in and out. If movement between upper spindle arm and upper axle exceeds 1/32" (.8
mm), replace upper ball joint.
AXLE R & I
REMOVAL
1. Remove spindle, coil spring and stabilizer bar (if equipped). See SPINDLE R & I, COIL SPRING R & I
and STABILIZER BAR R & I.
2. Remove spring lower seat from radius arm. Remove stabilizer bar bracket and radius arm-to-front axle
bolt. Remove axle-to-frame pivot bolt and remove axle.
INSTALLATION
1. Install axle and axle-to-frame pivot bolt finger tight. See Fig. 1. Install opposite end of axle on radius
arm. Install axle-to-radius arm bolt from underneath bracket and tighten to specification.
2. Install lower spring seat on radius arm. Ensure spring seat hole indexes over radius arm-to-axle bolt.
Install remaining components. Tighten axle-to-frame pivot bolt to specification with vehicle at normal
operating height. See TORQUE SPECIFICATIONS TABLE at end of article.
Fig. 1: Exploded View of Axle Pivot Bracket Assembly

AXLE PIVOT BRACKET R & I

REMOVAL
Remove spindle and front axle. See SPINDLE and AXLE R & I. Remove axle pivot bracket bolts and bracket.
INSTALLATION
1. Install axle pivot bracket on the frame. Install front and rear mounting bolts and retainers from inside of
pivot bracket out through crossmember. See Fig. 1.
2. Loosely install nuts on outside of crossmember. Tighten nuts to specification. To complete installation,
NOTE: Special nuts are used for this application to provide proper clearance. Use
proper nuts or install a 0.20" (5.1 mm) thick hardened washer under each nut if
standard nuts are used.
AXLE PIVOT BUSHING R & I

REMOVAL
1. Remove coil spring. See COIL SPRING R & I. If left axle bushing is to be replaced, remove axle pivot
bolt. Pull pivot end of axle downward until bushing is exposed.
2. If pivot bushing in right axle is to be removed, axle must be removed to gain access to pivot bushing.
Remove axle. See AXLE R & I.
3. Install Forcing Screw (T78P-5638-A1), Bushing Remover (T80T-5638-A2) and Receiver Cup (T78P-
5638-A3) onto pivot bushing. Turn forcing screw and remove pivot bushing. See Fig. 2.
Fig. 2: Replacing Axle Pivot Bushing
INSTALLATION
Install bushing in axle using receiver cup, forcing screw, and installation cup. To complete installation, reverse
removal procedure. Lower vehicle. With weight on suspension, tighten pivot bushing nut to specification.
BALL JOINT (UPPER & LOWER) R & I
NOTE: Always remove lower ball joint prior to removing upper ball joint. Install lower
ball joint prior to installing upper ball joint. DO NOT heat ball joint or spindle
during ball joint replacement procedure.
REMOVAL
1. Remove spindle. See SPINDLE R & I. Install spindle assembly in vise and remove snap ring from ball
joint. Assemble "C" Frame (T74P-4635-C), and installation cup on lower ball joint. See Fig. 3.
Fig. 3: Removing & Installing Ball Joint
2. Turn forcing screw clockwise until lower ball joint is removed from spindle. Assemble "C" frame and
installation cup on upper ball joint. Turn forcing screw clockwise until upper ball joint is removed from
spindle.
INSTALLATION
To install, reverse removal procedure using installation cup, adapters and receiver cup. See Fig. 3. Install lower
ball joint prior to installing upper ball joint. Install spindle.
CAMBER ADJUSTER R & I

REMOVAL
Remove cotter pin and loosen lower ball joint nut to the end of stud ONLY. Remove upper ball joint camber
adjuster clamp bolt from top of axle. Using Ball Joint Remover (D81T-3010-B), remove camber adjuster from
upper ball joint stud. See Fig. 4.
INSTALLATION
Install camber adjuster into axle. Ensure slot of adjuster aligns with axle. Install adjuster on upper ball joint
stud. Install clamp bolt in axle and tighten to specification. Tighten lower ball joint nut to specification. See
TORQUE SPECIFICATIONS TABLE at end of article.
COIL SPRING R & I

1. Raise and support front of vehicle with safety stands under frame and place a jack under axle. Disconnect
shock absorber from lower bracket. Remove nut holding lower retainer to spring seat. Remove lower
retainer.
NOTE: Axle must be supported by jack during removal and installation procedure.
If brake hose length does not permit adequate clearance, remove brake
caliper or compress spring with Spring Compressor (T81P-5310-A).
2. Lower axle as far as possible without stretching brake hose. Using pry bar, lift coil spring over bolt that
passes through lower spring seat. Rotate spring so retainer on upper spring seat is cleared and remove
spring. To install, reverse removal procedure.
Fig. 4: Removing Spindle
RADIUS ARM R & I

1. Remove coil spring. See COIL SPRING R & I. Loosen axle pivot bolt. Remove lower spring seat from
radius arm. Remove radius arm-to-axle bolt. See Fig. 5.
2. Remove nut and radius arm bushing from rear of radius arm. Remove inner bushing and retainer from
radius arm stud. See Fig. 5. To install, reverse removal procedure.
NOTE: Figure 5 is a courtesy of Ford Motor Co.

Fig. 5: Exploded View of Coil Spring & Radius Arm Components (Ranger Shown Explorer Similar)
RADIUS ARM BUSHING R & I

1. Loosen radius arm-to-axle pivot bolt. Loosen upper shock absorber bolt and compress shock. Remove nut
and washer attaching radius arm to radius arm bracket.
2. Remove bushing and components from rear of radius arm. Move radius arm and axle assembly forward,
out of radius arm bracket. Remove inner bushing and retainer. To install, reverse removal procedure.
SHOCK ABSORBER R & I

Remove nut and washer attaching shock absorber to spring seat. Remove nut and bolt retaining shock absorber
to radius arm and lower shock bracket. Compress and remove shock absorber. To install, fully extend shock
absorber and reverse removal procedure.
SPINDLE R & I
REMOVAL
1. Raise and support front of vehicle. Remove wheel and tire assembly. Remove brake caliper from rotor
and wire it to underbody to prevent damage to brake hose.
2. Remove dust cap, cotter pin, nut retainer, nut, washer and outer bearing. Remove rotor from spindle.
Remove inner bearing and seal. Discard seal. Remove brake dust shield.
3. Remove tie rod end from spindle arm with Tie Rod End Remover (Tool-3290-D). Remove cotter pin
from lower ball joint stud. Remove axle clamp bolt from axle. Note position of camber adjuster on top of
axle.
4. Using Ball Joint Remover (D81T-3010-B), remove camber adjuster from upper ball joint stud and axle.
Strike inside area of axle to release lower ball joint. See Fig. 4. Remove spindle and ball joint assembly
from axle.
CAUTION: DO NOT use pickle fork to separate ball joint. This will damage the seal
and ball joint socket.
INSTALLATION
1. Ensure upper and lower ball joint seals are in place. Install spindle and ball joints in axle. Install camber
adjuster in upper spindle over upper ball joint stud. Ensure slot of adjuster aligns with axle. See Fig. 6.
Fig. 6: Exploded View of Spindle & Components
2. If camber adjustment is required, special adapters must be installed. Install and tighten lower ball joint nut
to specification. See TORQUE SPECIFICATIONS TABLE at end of article. Continue tightening
castellated nut until it lines up with hole in stud. Install cotter pin.
3. Install axle clamp bolt and tighten to specification. Install dust shield. Pack wheel bearings with bearing
grease. Install hub and rotor on spindle. Install outer bearing, washer and nut.
4. Adjust wheel bearings. See WHEEL BEARING ADJUSTMENT. Install brake caliper. Connect tie rod
end to spindle and tighten nut to specification.
STABILIZER BAR R & I
CAUTION: Note direction of link installation between stabilizer bar and axle.
Protrusion side of link must be installed facing outward.
EXPLORER
Remove stabilizer link-to-front axle nut. Remove stabilizer mounting bolts. Remove stabilizer bar. To install,
RANGER
Remove "U" bolts and mount bolts retaining stabilizer bar bushing and shock absorber bracket to radius arm.
Remove retainers and stabilizer bar and bushings. To install, reverse removal procedure.
Axle Clamp Bolt 48-65 (65-88)
Axle Pivot Bolt (1) 120-150 (163-203)
Axle Pivot Bracket-To-Frame Bolt
Explorer 77-110 (104-149)
Ranger 70-92 (95-125)
Axle-To-Radius Arm Bolt 191-231 (258-312)
Ball Joint Stud Nut (2) 104-146 (141-198)
Explorer 95-110 (129-149)
Ranger 104-146 (141-198)
Bumper-To-Spring Seat Bolt 11-19 (15-26)
Radius Arm Bracket-To-Frame Bolt 77-110 (104-149)
Radius Arm-To-Frame Nut 81-120 (110-163)
Shock Absorber-To-Radius Arm Nut 40-63 (54-85)
Shock Absorber-To-Spring Seat Nut 25-35 (34-47)
Stabilizer Bar
Explorer
Mount Bolt 35-50 (47-68)
Stabilizer Link-To-Axle Bracket Bolt 29-44 (39-60)
Stabilizer Link-To-Stabilizer Bar Nut 40-60 (54-81)
Ranger
Mount Bolt 35-50 (47-68)
Stabilizer Bar "U" Bolt 35-50 (47-68)
Stabilizer Link-To-Stabilizer Bar Nut 30-44 (41-60)
Tie Rod Nut (2) 51-75 (69-102)
(1) Tighten to specification with vehicle in normal ride height position and all other fasteners tightened
to specification.
(2) Tighten to specification and, if required, advance to next castellation to install cotter pin.
WHEEL ALIGNMENT SPECIFICATIONS & PROCEDURES

NOTE: See ALIGNMENT SPECS/PROCEDURES article in the WHEEL ALIGNMENT
section.
SUSPENSION - FRONT (4WD COIL)
SUSPENSION Ford Motor Corp. Front 4WD Coil Spring Except Aerostar
DESCRIPTION
Independent Front Suspension (IFS) consists of a 2-piece axle assembly, 2 coil springs and 2 radius arms. Front
driving axle consists of 2 independent axle arm assemblies. One end of each axle arm assembly is anchored to
the frame. The other end of each axle arm assembly is supported by coil spring and radius arm.
NOTE: For additional information on 4WD drive axles, see appropriate article in DRIVE
AXLES.
WHEEL BEARING ADJUSTMENT

BRONCO & F150 (AUTOMATIC LOCKING HUB)
1. Raise and support front of vehicle. Remove wheels. Remove locking hub assembly. See AUTOMATIC
LOCKING HUBS R & I. Remove outer lock nut with Spanner Lock Nut Wrench (D85T-1197-A). See
Fig. 1.
2. Remove lock washer. Tighten inner lock nut to 50 ft. lbs. (68 N.m). Back off inner lock nut and retighten
to 30-40 ft. lbs. (41-54 N.m). While rotating hub, back off lock nut 90 degrees. Install lock washer so key
is positioned in spindle groove.
3. Rotate inner lock nut so pin is aligned in nearest lock washer hole. Install and tighten outer lock nut to
160-205 ft. lbs. (217-278 N.m). Final end play of hub should be .00-.004" (.00-.11 mm). Torque required
to rotate hub and rotor should not exceed 20 INCH lbs. (2.3 N.m). Install hub locks and wheels.
Fig. 1: Adjusting Wheel Bearing (Automatic Locking Hub)
BRONCO & F150 (MANUAL LOCKING HUB)
1. Raise and support front of vehicle. Remove front wheels. Remove locking hubs. See MANUAL
LOCKING HUBS R & I.
2. Use a torque wrench and Spanner Lock Nut Wrench (T86T-1197-A) to unlock wheel bearing adjusting
nut locking splines by applying inward pressure. See Fig. 2. Tighten adjusting nut to 70 ft. lbs. (95 N.m)
while turning wheel back and forth to seat bearing.
3. Apply inward pressure to spanner lock nut wrench to disengage locking splines, and back off adjusting
nut approximately 1/4 turn (90 degrees). Retighten adjusting nut to 15-20 ft. lbs. (20-27 N.m). Final end
play of hub on spindle should be 0.00" (0.00 mm). Torque required to turn hub and rotor assembly should
not exceed 20 INCH lbs. (2.3 N.m). Install locking hub and wheels.
Fig. 2: Adjusting Wheel Bearing (Manual Locking Hub)

EXPLORER & RANGER (AUTOMATIC LOCKING HUBS)
1. Raise and support vehicle. Remove front wheels. Remove retainer washers from lug nut studs and remove
automatic locking hub assembly from spindle. See AUTOMATIC LOCKING HUBS under R & I.
2. Using Lock Nut Wrench (T70T-4252-B) or 2 3/8" Hex Lock Nut Wrench, loosen wheel bearing adjusting
nut. While rotating hub and rotor assembly, tighten adjusting nut to 35 ft. lbs. (47 N.m) to seat bearings.
Spin rotor and back off nut 1/4 turn (90 degrees). Retighten adjusting nut to 16 INCH lbs. (1.8 N.m).
3. Align closest lug in wheel bearing adjusting nut with center of spindle keyway slot. Advance nut to next
lug if necessary. Install double-hump locking key in keyway under adjusting nut. Install locking hub
assembly. Final end play of hub on spindle should be .00-.003" (.00-.08 mm). Torque required to turn hub
and rotor assembly should not exceed 25 INCH lbs. (2.8 N.m). Install locking hub assembly and wheels.
EXPLORER & RANGER (MANUAL LOCKING HUB)

1. Raise and support vehicle. Remove wheels. Remove manual locking hub assembly. See MANUAL
LOCKING HUB R & I. Remove outer wheel bearing lock nut from spindle using 4-Prong Lock Nut
Wrench (T86T-1197-A).
2. Remove lock nut washer from spindle. Loosen inner wheel bearing lock nut using 4-Prong Lock Nut
Wrench (T86T-1197-A). Ensure tabs on wrench engage slots in inner lock nut, and lock nut pin fits in slot
on spanner wrench.
3. Tighten inner lock nut to 35 ft. lbs. (47 N.m) while spinning rotor. Spin rotor and loosen lock nut 1/4 turn
(90 degrees). Retighten inner lock nut to 16 INCH lbs. (1.8 N.m). Install lock washer on spindle. If
necessary, turn inner lock nut slightly to engage lock nut pin with nearest lock washer hole.
4. Install and tighten outer wheel bearing lock nut to 150 ft. lbs. (203 N.m). Install axle shaft spacer. Install
manual locking hub assembly. Final end play of hub on spindle should be .00-.003" (.00-.08 mm). Torque
required to turn hub and rotor assembly should not exceed 25 INCH lbs. (2.8 N.m). Install locking hub
and wheels.
BALL JOINT CHECKING

Raise and support vehicle. Ensure wheel bearings are properly adjusted. See WHEEL BEARING
ADJUSTMENT. Hold wheel and move in and out while watching front spindle. Spindle movement must not
exceed 1/32" (.794 mm) at upper or lower arms, relative to the axle. Replace ball joints if worn beyond limit.
AUTOMATIC LOCKING HUBS R & I

REMOVAL (BRONCO & F150)
1. Using Torx Bit (T-25), remove 5 bolts from cap assembly. Remove cap assembly. See Fig. 3. DO NOT
drop spring, ball bearing, bearing race or spring retainer.
2. Remove rubber sealing ring and seal bridge retainer. Remove retainer ring by closing ends with needle
nose pliers while pulling hub lock from wheel hub.
3. If wheel hub and spindle are to be removed, remove "C" washer from stub shaft groove. Remove splined
spacer from axle shaft. Remove wheel bearing lock nuts and lock washer.
Fig. 3: Exploded View of Automatic Locking Hub (Bronco & F150)
INSTALLATION
1. Install splined spacer and "C" washer on axle shaft. See Fig. 3. Remove excessive grease from hub lock
and splines. Align all splines, and install body assembly into wheel. Ensure large tangs line up with wheel
bearing lock washer cutouts. Install lock ring.
2. Install seal bridge retainer with narrow end first. Install rubber sealing ring over hub lock. Install cap
assembly, ensuring ball bearing, spring, race and retainer are in place. Tighten cap assembly bolts to 40-
50 INCH lbs. (4.5-5.6 N.m) as follows: tighten one, skip one, tighten one, etc.
REMOVAL (EXPLORER & RANGER)

1. Raise and support vehicle. Remove front wheels. Remove retainer washers from lug nut studs and remove
automatic locking hub assembly from spindle. See Fig. 4. Remove snap ring from end of spindle shaft.
Remove axle shaft spacer. Being careful not to damage plastic moving cam or thrust spacers, pull cam
assembly off wheel bearing adjusting nut, and remove 2 plastic thrust spacers from adjusting nut.
CAUTION: DO NOT pry on cam or spacers during removal, as it may damage

cam or spacers.
2. Using a magnet, remove double-hump locking key. It may be necessary to rotate adjusting nut slightly to
relieve pressure against locking key before key can be removed.
CAUTION: To prevent damage to spindle threads, look into spindle keyway under
adjusting nut and remove separate locking key before removing adjusting
nut (if necessary).
INSTALLATION
To install, reverse removal procedure. Ensure cam assembly key is aligned with spindle keyway. Ensure
automatic locking hub assembly legs are aligned with 3 cam assembly pockets. Final end play of hub on spindle
should be .00-.003" (.00-.08 mm). Torque required to turn hub and rotor assembly should not exceed 25 INCH
lbs. (2.8 N.m).
Fig. 4: Exploded View of Automatic Locking Hub (Explorer & Ranger)

MANUAL LOCKING HUBS R & I

BRONCO & F150
1. Remove Allen head bolts and remove manual locking hub cover. Remove snap ring retaining axle shaft in
hub body assembly. Remove locking hub body-to-wheel hub lock ring.
2. Install 2 bolts to remove locking hub body. See Fig. 5. To install locking hub, reverse removal procedure.
Tighten Allen head bolts to 40-60 INCH lbs. (4-6 N.m). DO NOT pack locking hub cover with grease.
Fig. 5: Removing Manual Locking Hub (Bronco & F150)
1. Raise and support vehicle. Remove front wheels. Remove retainer washers from lug nut studs. Remove
manual locking hub assembly from spindle. See Fig. 6.
2. Remove snap ring from end of spindle. Remove axle shaft spacer, needle thrust bearing and bearing
spacer from spindle.
INSTALLATION
To install hub assembly, reverse removal procedure. Final end play of hub on spindle should be .00-.003" (.00-
.08 mm). Torque required to turn hub and rotor assembly should not exceed 25 INCH lbs. (2.8 N.m).
Fig. 6: Exploded View of Manual Locking Hub (Explorer & Ranger)
SHOCK ABSORBER R & I

Remove nut and washer holding shock absorber to upper spring seat. Remove lower shock absorber-to-radius
arm retaining bolts. Remove shock absorber from lower bracket. Compress shock absorber and remove. To
QUAD SHOCK ABSORBERS R & I

BRONCO & F150
Remove nut, washer and rubber bushings from upper end of shock absorbers. Remove nut from lower end of
shock absorber, and remove shock absorber. Replace rubber bushings when replacing shock absorbers. To
SPINDLE & SHAFT ASSEMBLY R & I

REMOVAL
1. Raise and support vehicle. Remove wheel assembly. Remove caliper from rotor. Remove locking hub.
See AUTOMATIC LOCKING HUBS R & I or MANUAL LOCKING HUBS R & I.
2. Remove wheel bearings, lock nuts, hub and rotor. Remove spindle-to-steering knuckle nuts. Tap spindle
with plastic hammer to free spindle from steering knuckle. See Fig. 7. Remove spindle, spindle seat (if
equipped) and splash shield.
3. On right side applications, remove and discard keystone clamp from shaft assembly and stub shaft. Slide
rubber boot onto stub shaft. Remove shaft assembly from right axle. See Fig. 7.
4. Remove left shaft assembly (if required). On all applications, wrap spindle in protective cloth and place
second step of spindle in soft-jawed vise.
5. Remove oil seal using slide hammer and Seal Remover (TOOL-1175-AC) for Explorer and Ranger, or
Cup Puller (T77F-1102-A) for all others. Remove needle bearing from spindle. Press seal (Explorer and
Ranger) or "V" seal and slinger (all others) from shaft assembly. See Fig. 7.
INSTALLATION
1. Clean all dirt and grease from spindle bearing bore. Ensure bearing bore is free of nicks and burrs. On
Explorer and Ranger, install seal on shaft assembly using press and Seal Installer (T83T-3132-A).
2. On all other models, press slinger on shaft assembly. Install "V" seal on shaft assembly, with seal lip
toward spindle. Install plastic spacer (located against "V" seal) on shaft assembly, with chamfered edge
against shaft assembly.
3. On right side applications, install rubber boot and NEW keystone clamps on stub shaft. Install right shaft
assembly into stub shaft, with stub shaft missing spline aligned with shaft assembly.
4. Ensure splines are fully engaged. Install rubber boot over assembly and tighten keystone clamps. On left
axle applications, install shaft assembly through steering knuckle, and engage in splines.
5. Install needle bearing in spindle, with manufacturer identification mark facing away from spindle bore.
For bearing installation, use Handle (T80T-4000-W), and Bearing/Seal Installer (T83T-3123-A) for
Explorer and Ranger, or (T80T-4000-S) for all others.
CAUTION: Install spindle needle bearing with manufacturer's identification mark

away from spindle bore.
6. Using Bearing/Seal Installer (T83T-3123-A) for Explorer and Ranger, or (T80T-4000-T) for all others,
install seal in spindle with seal lip facing away from spindle. Coat seal lip with multipurpose grease.
Install spindle and splash shield.
7. To install remaining components, reverse removal procedure. Adjust wheel bearings. See WHEEL
BEARING ADJUSTMENT.
Fig. 7: Exploded View of Spindle & Components

STEERING KNUCKLE R & I

REMOVAL
1. Remove spindle and shaft assembly. See SPINDLE & SHAFT ASSEMBLY R & I. Disconnect steering
linkage from steering knuckle.
2. Remove cotter pin and loosen ball joint nuts. Strike steering knuckle near ball joint to release ball joint.
Remove ball joint nuts. Note position of camber adjuster on top of axle. See Fig. 7. Remove camber
adjuster and steering knuckle.
CAUTION: Camber adjuster must be installed in original location to maintain proper

wheel alignment.
INSTALLATION
To install, reverse removal procedure. Ensure camber adjuster is installed in original position. Install NEW nuts
on ball joints. Install remaining components.
Fig. 8: Identifying Front Suspension Components (Explorer & Ranger)
Fig. 9: Identifying Front Suspension Components (Bronco & F150)

BALL JOINT R & I
NOTE: Always remove lower ball joint before removing upper ball joint. Install lower
ball joint before installing upper ball joint. DO NOT heat ball joint or axle to aid
in installation.
REMOVAL
1. Remove steering knuckle. See STEERING KNUCKLE R & I. Remove snap ring from bottom ball joint
socket.
2. Assemble "C" Frame (T74P-4635-C) and Receiver Cup (T83T-3050-A for Explorer and Ranger, or
D81T-3010-A4 for all others) on the lower ball joint. Fig. 10.
3. Turn forcing screw clockwise until lower ball joint is removed from spindle. Repeat procedure to remove
upper ball joint. See Fig. 10.
INSTALLATION
1. Lower ball joint must be installed first. Assemble "C" Frame, Receiver Cup (T80T-3010-A for Explorer
and Ranger, or T80T-3010-A3 for all others), and Installation Cup (T83T-3050-A for Explorer and
Ranger, or D81T-3010-A for all others). See Fig. 10.
2. Turn forcing screw to install ball joint. Ensure ball joint is fully seated. To install upper ball joint,
assemble "C" Frame, Receiver Cup (T80T-3050-A for Explorer and Ranger, or T80T-3010-A3 for all
others), and Installation Cup (T83T-3050-A for Explorer and Ranger, D81T-3010-A for all others). See
Fig. 10.
3. Turn forcing screw to install ball joint. Ensure ball joint is fully seated. Install snap ring on ball joints, and
install steering knuckle.
Fig. 10: Removing & Installing Ball Joint

COIL SPRING R & I

NOTE: Axle must be supported by jack during removal and installation procedure. If
brake hose length does not permit adequate clearance, remove brake caliper.
Raise and support vehicle under frame rails and support axle with jack. Remove shock absorber-to-lower shock
mount bolt. Remove lower spring retainer nut. Remove spring upper retainer. See Fig. 11. Lower axle to relieve
spring tension. Remove coil spring and lower spring mount.
INSTALLATION
Place spring into position. Ensure top of coil is correctly seated in upper spring seat. To complete installation,
Fig. 11: Exploded View of Coil Spring (Bronco & F150)
1. Raise and support vehicle. Support axle with jack. Disconnect shock absorber from radius arm.
2. Remove coil spring-to-axle nut and remove retainer. See Fig. 12. Lower axle until spring tension is
removed and adequate clearance exists for spring removal.
3. Remove spring by rotating upper coil out of tabs in upper spring seat. Remove spacer and lower seat.
Stud in axle may need to be removed to provide clearance.
INSTALLATION
Install stud in axle (if removed). Install lower seat and spacer over stud bolt. Position upper end of spring coil in
spring stop area of upper spring seat. To complete installation, reverse removal procedure.
Fig. 12: Exploded View of Coil Spring (Explorer & Ranger)
RADIUS ARM R & I

1. Remove coil spring. See COIL SPRING R & I. Loosen axle pivot bolt. Remove spring lower seat and
stud from radius arm.
2. Remove radius arm-to-axle and radius arm bracket bolts. See Fig. 12. Remove nut, washer and bushing
from rear of radius arm at frame bracket. Remove radius arm.
INSTALLATION
To install, reverse removal procedure. DO NOT tighten stud until rear nut on radius arm has been tightened to
specification. See appropriate TORQUE SPECIFICATIONS TABLE at end of article.
1. Remove coil spring. See COIL SPRING R & I. Loosen axle pivot bolt. Remove spring lower seat and
stud from radius arm.
2. Remove radius arm-to-axle and radius arm bracket bolts. Remove nut, washer and bushing from rear of
radius arm at frame bracket. Move axle forward and remove radius arm.
INSTALLATION
To install, reverse removal procedure. Clean and apply Loctite to radius arm-to-axle bolt and stud before
installation. To install remaining components, reverse removal procedure.
FRONT AXLE ASSEMBLY R & I

For removal and installation procedure, see appropriate article in DRIVE AXLES.
STABILIZER BAR R & I

EXPLORER & RANGER
Remove bolts and retainers from center and right end of stabilizer bar. Remove stabilizer bar-to-stabilizer bar
link bolt. Remove stabilizer bar and bushings. To install, reverse removal procedure.
BRONCO & F150
Remove stabilizer bar-to-stabilizer link bolts. Remove stabilizer bar retainer bolts. Remove stabilizer bar and
bushings. To install, reverse removal procedure.
TORQUE SPECIFICATIONS (BRONCO & F150)
Axle Pivot Bracket-To-Frame Bolt 77-110 (104-149)
Ball Joint Nut
Lower 90-110 (122-149)
Upper 100 (136)
Lower Spring Retainer Nut 70-100 (95-136)
Radius Arm Bracket-To-Frame Bolt 77-110 (104-149)
Radius Arm-To-Axle Lower Bolt 320-340 (434-461)
Radius Arm-To-Axle Upper Stud 240-260 (325-353)
Rear Radius Arm Nut 80-120 (109-163)
Shock Absorber Mounting Bolt
Lower 52-74 (71-100)
Upper 25-35 (34-47)
Spindle-To-Steering Knuckle Bolt 50-60 (68-81)
Stabilizer Bar
To Stabilizer Link 52-74 (71-100)
Retaining Nut 27-37 (37-50)
Stabilizer Bar Link-To-Bracket Bolt 52-74 (71-100)
Upper Spring Retainer Bolt 13-18 (18-24)
Wheel Lug Nut 100 (136)
TORQUE SPECIFICATIONS (EXPLORER & RANGER)

Axle Pivot Bolt 120-150 (163-203)
Ball Joint Nut
Lower 95-110 (129-149)
Upper 85-100 (115-136)
Radius Arm Bracket
Front Bolt 27-37 (37-50)
Lower Bolt 160-220 (217-298)
Upper Stud 190-230 (258-312)
Radius Arm-To-Frame Bracket Nut 80-120 (109-163)
Shock Absorber-To-Radius Arm Bolt 41-63 (56-85)
Shock Absorber-To-Upper Seat Bolt 25-35 (34-47)
Spindle-To-Steering Knuckle Bolt 40-50 (54-68)
Spring Retainer Nut 70-100 (95-136)
Stabilizer Bar Retainer Bolt 35-50 (47-68)
Stabilizer Bar "U" Bolt Nut 35-50 (47-68)
Wheel Lug Nut 100 (136)
NOTE: See ALIGNMENT SPECS/PROCEDURES article in the WHEEL ALIGNMENT

section.
SUSPENSION
Rear - 1991-96 Explorer & 1990-96 Ranger
DESCRIPTION
Semi-elliptic, leaf-type springs are used for the rear axle suspension. The forward end of each spring is attached
to a bracket on the frame side member. The rear end of each spring is shackled to a bracket on the frame side
member. See Fig. 1 or Fig. 2 .
The low pressure gas shock absorbers are of direct, double-acting type. They provide a continuous dampening
effect both on compression and rebound. These shock absorbers are of telescopic design with rubber bushings at
the mounting points for quiet operation. The low pressure gas shock absorbers are sealed and charged with
nitrogen gas to reduce shock absorber fade and improve vehicle ride. They are non-adjustable units and must be
replaced as complete assemblies.
Fig. 1: Identifying Rear Suspension Components (Ranger)

Fig. 2: Identifying Rear Suspension Components (Explorer)
INSPECTION
REAR LEAF SPRING SQUEAK
To correct a squeaking condition at the rear leaf springs, first determine whether it is the spring or the shackle
bushings squeaking. If it is determined to be the bushings, replace them. If it is the springs, install spring tip
liners to correct the squeak. See LEAF SPRING TIP LINER under REMOVAL & INSTALLATION. If the
original spring clip is damaged during removal, install a new service spring clip. See SERVICE SPRING
CLIP under REMOVAL & INSTALLATION.

LEAF SPRING
Removal (Explorer)
1. Raise the vehicle frame until the weight is off the rear springs with the tires still touching the floor.
2. Remove the nuts from spring U-bolts and drive the U-bolts from the U-bolt plate. See Fig. 3 .
3. Remove the spring-to-bracket nut and bolt at the front of the spring. See Fig. 4 .
4. Remove the shackle upper and lower nuts and bolts at the rear of the spring. Remove the spring and
shackle assembly from the rear shackle bracket. See Fig. 5 .
Fig. 3: Removing Leaf Spring From Rear Axle (Explorer)
Fig. 4: Removing Leaf Spring From Front Frame Bracket (Explorer)
Fig. 5: Removing Leaf Spring From Rear Frame Bracket (Explorer)
1. Position the spring in the shackle, and install the upper shackle spring bolt and nut with the bolt head
facing outboard.
2. Position the front end of the spring in the bracket and install the bolt and nut.
3. Position the shackle in the rear bracket and install the bolt and nut.
4. Position the spring on bottom of the axle with the spring tie bolt centered in the hole provided in the seat.
5. Install the spring U-bolts, U-bolt plate and nuts.
6. Lower the vehicle to the floor. Tighten all fasteners to specification. See TORQUE
SPECIFICATIONS .
Removal (Ranger)
1. Raise the vehicle frame, until the weight is off the rear spring, with the tires still touching the floor.
2. Remove the nuts from spring U-bolts and drive the U-bolts from the U-bolt plate. See Fig. 6 or Fig. 7 .
3. Remove the spring-to-bracket nut and bolt at the front of the spring. See Fig. 8 .
4. Remove the shackle upper and lower nuts and bolts at the rear of the spring. Remove the spring and
shackle assembly from the rear shackle bracket. See Fig. 9 .
Fig. 6: Removing Leaf Spring From Rear Axle (Ranger 4X4)
Fig. 7: Removing Leaf Spring From Rear Axle (Ranger 4X2)
Fig. 8: Removing Leaf Spring From Front Frame Bracket (Ranger)
Fig. 9: Removing Leaf Spring From Rear Frame Bracket (Ranger)
Installation (Ranger)
1. Position the spring in the shackle, and install the upper shackle spring bolt and nut with the bolt head
facing outboard.
2. Position the front end of the spring in the bracket, and install the bolt and nut.
3. Position the shackle in the rear bracket, and install the bolt and nut.
4. Position the spring on top of the axle with the spring tie bolt centered in the hole provided in the seat.
5. Install the spring U-bolts, U-bolt plate and nuts.
6. Lower the vehicle to the floor. Tighten all fasteners to specification. See TORQUE
SPECIFICATIONS .
LEAF SPRING TIP LINER

Installation
1. Raise the vehicle by the frame so that the rear axle hangs freely.
2. Bend the spring clip to provide clearance between the spring leaves, allowing insertion of the liners. A
pry-bar may be used between the leaves to provide additional clearance for insertion of liners.
3. Slide the liner between the leaves until the liner extends approximately 6.35mm (0.25 inch) beyond the
tip of the lower leaf. Do no attempt to install a liner between the lowest primary leaf and the short
12.70mm (0.50 inch) thick secondary leaf found at the bottom of the leaf stack on some assemblies.
4. Set the rear axle on a stand to load the rear leaf springs, placing the leaves in contact with one another at
the clip locations.
5. Reinstall production clips or install the replacement service clip. See SERVICE SPRING CLIP . On
some of the tip liners, sections of the edge used to center the liner on the spring leaves may need to be
trimmed off to accommodate spring clip.
SERVICE SPRING CLIP
Installation
1. Load the rear leaf springs with the rear of the vehicle supported either directly by the rear axle or by the
tires. The spring leaves should all be in contact with one another at the intended clip location.
2. Remove the damaged clip by prying back the ends of the clip which are folded across the leaf spring until
the clip can be freed from the spring. On some clips it will also be necessary to pry the locating pin out of
the locating hole. (Locating holes are the holes punched out of the lowest leaf the clip encircles which
indicate the proper spring clip location.)
3. Make sure the locating hole is clean and free of debris. See Fig. 10 .
Fig. 10: Installing Rear Leaf Spring Service Clip
4. Position the lower part of the service clip across the width of the underside of the spring, so that the hole
in the clip lines up with the locating hole in the spring. The legs of the clip lower half should extend down
from the bottom of the spring.
5. Insert the drive rivet that comes with the clamp through the hole in the lower part of the service clip into
the hole in the spring leaf. The flat face of the rivet flange should rest against the clip lower half.
6. Fully seat the rivet with a hammer. If there is not enough room to hit the rivet directly with a hammer, a
punch may be used. The slotted legs of the clip lower half should extend downward, the outer surface of
legs flush with the sides of the leaf spring.
7. Place the rubber service clip liner across the top of the leaf spring directly above where the bottom half of
the clip attaches to the spring, with the flat surface against the leaf and the clip locating edges extending
upward.
8. Place the clip upper half between the locating edges of the rubber liner and align the threaded holes in the
clip upper half with the slots in the clip lower half.
9. Hand start the two screws through the clip lower half slot into the clip upper half threaded hole. The
screw heads will be located under the spring, ultimately pressing against the clip lower half.
10. Squeeze the clip to the spring with one hand while tightening the screws.
SHOCK ABSORBER
CAUTION: The low pressure gas shock absorbers are charged with nitrogen gas to
931 kPa (135 psi). Do not attempt to open, puncture or apply heat to the
shock absorbers.
Removal
1. Raise the vehicle on a hoist. Place safety stands under the axle or wheel to take the load off the shock
absorber.
2. Remove the shock absorber lower attaching nut and bolt, and swing the lower end free of the mounting
bracket on the axle housing.
3. Remove the attaching nut from the upper mounting stud, and remove the shock absorber. See Fig. 11 .
Installation
1. Position the replacement shock absorber with rubber bushings and steel washers to the upper mounting
bolt.
2. Swing the lower end of the shock absorber into the mounting bracket on the axle housing. Install the
mounting bolt, and self-locking nut.
3. Install upper mounting nut. Tighten all fasteners to specification. See TORQUE SPECIFICATIONS .
Fig. 11: Exploded View Of Shock Absorber Assembly
REAR STABILIZER BAR
1. Remove the nuts, bolts and washers and disconnect the stabilizer from the links. See Fig. 12 .
2. Remove the bolts from the stabilizer bar axle retainers. Remove the retainers and stabilizer bar.
3. To install, reverse removal procedure. Tighten all fasteners to specification. See TORQUE
SPECIFICATIONS .
Fig. 12: Installing Rear Stabilizer Bar (Explorer)

Removal (Ranger)
1. Remove the nuts, bolts and washers and disconnect the stabilizer from the links.
2. Remove the U-bolts and nuts from the mounting brackets and retainers. Remove the mounting brackets,
retainers and stabilizer bars.
Installation
1. Position the U-bolts and mounting brackets on the axle with the brackets having the UP marking in the
position shown. See Fig. 13 .
2. Install the stabilizer bar and retainers on the mounting brackets with the retainers having the UP marking
in the position shown. See Fig. 13 .
3. Connect the stabilizer bar to the rear links. Install nuts, bolts and washers and tighten.
4. Tighten the mounting bracket U-bolt nuts.
Fig. 13: Installing Rear Stabilizer Bar (Ranger)
Rear Leaf Spring-To-U-Bolt Plate Nut
Explorer 88-108 (119-146)
Ranger 66-80 (88-108)
Rear Shackle-To-Spring Nut 74-115 (100-155)
Rear Shock Absorber-To-Lower Bracket Nut
Explorer 27-41 (36-56)
Ranger 39-53 (53-72)
Rear Shock Absorber-To-Upper Bracket Nut
Explorer 41-63 (55-85)
Ranger 39-53 (53-72)
Rear Spring-To-Front Bracket Bolt
Explorer 64-91 (87-123)
Ranger 74-115 (100-155)
Rear Spring Shackle-To-Rear Bracket Nut
Explorer 74-114 (100-156)
Ranger 74-115 (100-155)
Stabilizer-To-U-Bolt Nuts (Ranger) 30-42 (40-57)
Stabilizer-To-Mounting Bracket Bolt (Explorer) 30-42 (40-57)
Stabilizer-To-Bar Link Nut (Explorer) 50-68 (68-92)
Stabilizer Link-To-Bar Nut (Ranger) 40-63 (54-85)
Stabilizer Link-To-Frame Nut 40-60 (54-85)
GENERAL INFORMATION
Symptom Check List Worksheets
NOTE: This article is intended for general information purposes only. It does not apply
specifically to one make or model.
PURPOSE
NOTE: This article is intended for general information purposes only. It does not apply
specifically to one make or model.
WHY USE THE SYMPTOM CHECK LIST WORKSHEETS?
One of the most difficult and critical lines of communication is between the service customer and the
technician. The clearer the technician understands the customer's concerns, the more likely the problem will be
"fixed right the first time".
The Symptom Check List Worksheets in this article are designed to improve this communication. When used
consistently, they can be helpful in reducing shop comebacks, increasing technician productivity, and producing
satisfied customers. They also provide other benefits:
 Reduce "No Trouble Found" problems

 Increase customer involvement
 Customer perceive that "they really care and listen"
 Save time during peak write-up periods
 Reduce recontacting customers for additional information
 Improve night drop information
 Insure all the right questions are asked at write-up
MAKING THE WORKSHEETS A PART OF YOUR NORMAL ROUTINE
The following information contains ideas that may be helpful in forming habits that promote daily use of the
Symptom Check Lists:
 HAVE THE SERVICE ADVISER FILL OUT THE FORM(S) WITH THE CUSTOMER WHENEVER
POSSIBLE.
 Place them in your night drop for the customer to fill out, along with an instruction sheet to help them
understand what to do.
 Hand out the worksheets to customers while they wait in line during the peak morning rush and ask them
to fill it out. It will save time for all concerned and improve the quality of information received from the
customer.
 Make sure it is attached to the hard copy when it goes to the technician.
 Place a copy with the final repair papers and review it with the customer at delivery.
 Put a new worksheet in the glovebox of all departing customers.
 Require that you personally see a copy of all worksheets filled out for shop comebacks.
 Hold a shop meeting to get employee buy-in and their ideas on how to make it effective in your shop.
There are many other ways to utilize the concept, but as with every other idea, successful implementation
depends on employee involvement and buy-in.
SYMPTOM CHECK LIST WORKSHEETS

CONDENSED VERSION - ALL ON ONE PAGE
NOTE: Have the service adviser fill out this form with the customer whenever possible.
Fig. 1: Entire Vehicle - Symptom Check List For Customer
FULL VERSION - ALL ON FOUR PAGES
NOTE: Have the service adviser fill out these forms with the customer whenever
possible.
Fig. 2: Symptom Check List - Page 1
INDIVIDUAL SYSTEM-BASED CHECK LISTS

NOTE: Have the service adviser fill out these forms with the customer whenever
possible.
Fig. 6: Engine Driveability & Automatic Transmission

Fig. 7: Brakes, Steering, & Suspension
Fig. 8: Air Conditioning, Heater & Ventilation
Fig. 9: Electrical, Radio & Tape/CD Player
Fig. 10: Manual Transmission & Clutch
Fig. 11: Squeak, Rattle, & Noise Conditions
Fig. 12: Water Leak & Wind Noise
System Wiring Diagrams
Ford - Explorer
DEFOGGERS
Fig. 1: Defogger Circuit
HORN
Fig. 2: Horn Circuit
POWER DOOR LOCKS
Fig. 3: Power Door Lock Circuit, 2 Door
Fig. 4: Power Door Lock Circuit, 4 Door
POWER MIRRORS
Fig. 5: Power Mirror Circuit
POWER SEATS
Fig. 6: Lumbar Circuit
Fig. 7: Power Seat Circuit
POWER WINDOWS
Fig. 8: Power Window Circuit, 2 Door
Fig. 9: Power Window Circuit, 4 Door
RADIO
Fig. 10: Radio Circuits
Fig. 11: Radio Circuits, Base Radio
STARTING/CHARGING
Fig. 12: Charging Circuit
Fig. 13: Starting Circuit
WIPER/WASHER
Fig. 14: Interval Wiper/Washer Circuit
Fig. 15: Rear Wiper/Washer Circuit
GENERAL INFORMATION
Trouble Shooting - Basic Procedures
NOTE: This is GENERAL information. This article is not intended to be specific to any
unique situation or individual vehicle configuration. The purpose of this Trouble
Shooting information is to provide a list of common causes to problem
symptoms. For model-specific Trouble Shooting, refer to SUBJECT,
DIAGNOSTIC, or TESTING articles available in the section(s) you are accessing.
ACCESSORIES & ELECTRICAL

CHARGING SYSTEM TROUBLE SHOOTING
BASIC CHARGING SYSTEM TROUBLE SHOOTING CHART

CONDITION & POSSIBLE CAUSE CORRECTION
Vehicle Will Not Start
Dead battery Check battery cells, alternator
belt tension and alternator
output
Loose or corroded battery connections Check all charging system
connections
Ignition circuit or switch malfunction Check and replace as necessary
Alternator Light Stays On With Engine Running
Loose or worn alternator drive belt Check alternator drive tension
and condition, See Belt
Adjustment in TUNE-UP
article in the TUNE-UP section
Loose alternator wiring connections Check all charging system
connections
Short in alternator light wiring See Indicator Warning Lights in
STANDARD INSTRUMENTS
in the ACCESSORIES &
EQUIPMENT section
Defective alternator stator or diodes See Bench Tests in
ALTERNATOR article
Defective regulator See Regulator Check in
ALTERNATOR article
Alternator Light Stays Off With Ignition Switch ON
Blown fuse See WIRING DIAGRAMS
Defective alternator See Testing in ALTERNATOR
article
Defective indicator light bulb or socket See Indicator Warning Lights in
STANDARD INSTRUMENTS
in the ACCESSORIES &
EQUIPMENT section
Alternator Light Stays OFF With Ignition Switch ON
Short in alternator wiring See On-Vehicle Tests in
ALTERNATOR article
Defective rectifier bridge See Bench Tests in
ALTERNATOR article
Lights or Fuses Burn Out Frequently
Defective alternator wiring See On-Vehicle Tests in
ALTERNATOR article
Defective regulator See Regulator Check in
ALTERNATOR article
Defective battery Check and replace as necessary
Ammeter Gauge Shows Discharge
Loose or worn drive belt Check alternator drive belt
tension and condition. See Belt
Adjustment in TUNE-UP
article in the TUNE-UP section
Defective wiring Check all wires and wire
connections
Defective alternator or regulator See Bench Tests and On-
Vehicle Tests in
ALTERNATOR article
Defective ammeter, or improper ammeter wiring connection See Testing in STANDARD
INSTRUMENTS in the
ACCESSORIES &
EQUIPMENT section
Noisy Alternator
Loose drive pulley Tighten drive pulley attaching
nut
Loose mounting bolts Tighten all alternator mounting
bolts
Worn or dirty bearings See Bearing Replacement
ALTERNATOR article
Defective diodes or stator See Bench Test in
ALTERNATOR article
Battery Does Stay Charged
Loose or worn drive belt Check alternator drive belt
tension and condition. See Belt
Adjustment in appropriate
TUNE-UP article in the TUNE-
UP section
Loose or corroded battery connections Check all charging system
connections
Loose alternator connections Check all charging system
connections
Defective alternator or battery See On-Vehicle Tests and
Bench Tests in ALTERNATOR
article
Add-on electrical accessories exceeding alternator capacity Install larger alternator
Battery Overcharged-Uses Too Much Water
Defective battery Check alternator output and
repair as necessary
Defective alternator See On-Vehicle Test and Bench
Tests in ALTERNATOR article
Excessive alternator voltage Check alternator output and
repair as necessary
IGNITION SYSTEM TROUBLE SHOOTING
Fig. 1: Ignition Secondary Trouble Shooting Chart
Fig. 2: Ignition Primary Trouble Shooting Chart
STARTER TROUBLE SHOOTING
BASIC STARTER TROUBLE SHOOTING CHART

Starter Fails to Operate
Dead battery or bad connections between starter and battery Check battery charge and all
wires and connections to
starter
Ignition switch faulty or misadjusted Adjust or replace ignition
switch
Open circuit between starter switch ignition terminal on starter Check and repair wires and
relay connections as necessary
Starter relay or starter defective See Testing in STARTER
article
Open solenoid pull-in wire Testing in STARTER article
Starter Does Not Operate and Headlights Dim
Weak battery or dead cell Charge or replace battery as
necessary
Loose or corroded battery connections Check that battery connections
are clean and tight
Internal ground in starter windings See Testing in STARTER
article
Grounded starter fields See Testing in STARTERS
Armature rubbing on pole See STARTER article shoes
Starter Turns but Engine Does Not Rotate
Starter clutch slipping See STARTER article
Broken clutch housing See STARTER article
Pinion shaft rusted or dry See STARTER article
Engine basic timing incorrect See Ignition Timing in TUNE-
UP article
Broken teeth on engine flywheel Replace flywheel and check
for starter pinion gear damage
Starter Will Not Crank Engine
Faulty overrunning clutch See STARTER article
Broken flywheel teeth Replace flywheel and check
for starter pinion gear damage
Armature shaft sheared or reduction gear teeth stripped See STARTER article
Weak battery Charge or replace battery as
necessary
Faulty solenoid See On-Vehicle Tests in
STARTER article
Poor grounds Check all ground connections
for tight and clean connections
switch as necessary
Starter Cranks Engine Slowly
Battery weak or defective Charge or replace battery as
necessary
Engine overheated See ENGINE COOLING
SYSTEM article
Engine oil too heavy Check that proper viscosity oil
is used
Poor battery-to-starter connections Check that all between battery
and starter are clean and tight
Current draw too low or too high See Bench Tests in STARTER
article
Bent armature, loose pole shoes screws or worn bearing See STARTER article
Burned solenoid contacts Replace solenoid
Faulty starter Replace starter
Starter Engages Engine Only Momentarily
Engine timing too far advanced See Ignition Timing in TUNE-
UP article
Overrunning clutch not engaging properly Replace overrunning clutch.
See STARTER article
Broken starter clutch See STARTER article
starter pinion gear for damage
Weak drive assembly thrust spring See STARTER article
Weak hold-in coil See Bench Tests in STARTER
article
Starter Drive Will Not Engage
Defective point assembly See Testing in STARTER
article
Poor point assembly ground See Testing in STARTER
article
Defective pull-in coil Replace starter solenoid
Starter Relay Does Not Close
Dead battery Charge or replace battery as
necessary
Faulty wiring Check all wiring and
connections leading to relay
Neutral safety switch faulty Replace neutral safety switch
Starter relay faulty Replace starter relay
Starter Drive Will Not Disengage
Starter motor loose on mountings Tighten starter attach bolts
Worn drive end bushing See STARTER article
Damaged engine flywheel teeth Replace flywheel and starter
pinion gear for damage
Drive yolk return spring broken or missing Replace return spring
Faulty ignition switch Replace ignition switch
Insufficient clearance between winding leads to solenoid terminal Replace starter solenoid
and main contact in solenoid
Starter clutch not disengaging Replace starter clutch
Ignition starter switch Replace ignition switch
contacts sticking
Starter Relay Operates but Solenoid Does Not
Faulty solenoid switch, switch connections or relay Check all wiring between relay
and solenoid or replace relay
or solenoid as necessary
Broken lead or loose soldered connections Repair wire or wire
connections as necessary
Solenoid Plunger Vibrates When Switch is Engaged
necessary
Solenoid contacts corroded Clean contacts or replace
solenoid
Faulty wiring Check all wiring leading to
solenoid
Broken connections inside switch cover Repair connections or replace
solenoid
Open hold-in wire solenoid
Low Current Draw
Worn brushes or weak brush springs Replace brushes or brush
springs as necessary
High Pitched Whine During Cranking Before Engine Fires but Engine Fires and Cranks Normally
Distance too great between starter pinion and flywheel Align starter or check that
correct starter and flywheel are
being used
High Pitched Whine After Engine Fires With Key released. Engine Fires and Cranks Normally
Distance too small between starter pinion and flywheel Flywheel runout contributes to
the intermittent nature
AIR CONDITIONING TROUBLE SHOOTING
WARNING: This is GENERAL information. This article is not intended to be specific to

any unique situation or individual vehicle configuration. The purpose of
this Trouble Shooting information is to provide a list of common causes
to problem symptoms. For model-specific Trouble Shooting, refer to
SUBJECT, DIAGNOSTIC, or TESTING articles available in the section(s)
you are accessing.
BASIC AIR CONDITIONING TROUBLE SHOOTING CHART

CONDITION POSSIBLE CAUSE
Compressor Not Working Compressor clutch circuit open.
..... Compressor clutch coil inoperative.
..... Poor clutch ground connection.
..... Fan belts loose.
..... Thermostatic switch inoperative.
..... Thermostatic switch not adjusted.
..... Ambient temperature switch open.
..... Superheat fuse blown.
Excessive Noise or Vibration Missing or loose mounting bolts.
..... Bad idler pulley bearings.
..... Fan belts not tightened correctly.
..... Compressor clutch contacting body.
..... Excessive system pressure.
..... Compressor oil level low.
..... Damaged clutch bearings.
..... Damaged reed valves.
..... Damaged compressor.
Insufficient or No Cooling; Expansion valve inoperative.
Compressor Working
..... Heater control valve stuck open.
..... Low system pressure.
..... Blocked condenser fins.
..... Blocked evaporator fins.
..... Vacuum system leak.
..... Vacuum motors inoperative.
..... Control cables improperly adjusted.
..... Restricted air inlet.
..... Mode doors binding.
..... Blower motor inoperative.
..... Temperature above system capacity.
HEATER SYSTEM TROUBLE SHOOTING
symptoms. For model-specific Trouble Shooting, refer to DIAGNOSTIC, or
TESTING articles available in the section(s) you are accessing.
BASIC HEATER SYSTEM TROUBLE SHOOTING CHART

Insufficient, Erratic, or No Heat Low Coolant Level
..... Incorrect thermostat.
..... Restricted coolant flow through core.
..... Heater hoses plugged.
..... Misadjusted control cable.
..... Sticking heater control valve.
..... Vacuum hose leaking.
..... Vacuum hose blocked.
..... Vacuum motors inoperative.
..... Blocked air inlet.
..... Inoperative heater blower motor.
..... Oil residue on heater core fins.
..... Dirt on heater core fins.
Too Much Heat Improperly adjusted cables.
..... Sticking heater control valve.
..... No vacuum to heater control valve.
..... Temperature door stuck open.
Air Flow Changes During Vacuum system leak.
Acceleration
..... Bad check valve or reservoir.
Air From Defroster At All Times Vacuum system leak.
..... Improperly adjusted control cables.
..... Inoperative vacuum motor.
Blower Does Not Operate Correctly Blown fuse.
..... Blower motor windings open.
..... Resistors burned out.
..... Motor ground connection loose.
..... Wiring harness connections loose.
..... Blower motor switch inoperative.
..... Blower relay inoperative.
..... Fan binding or foreign object in housing.
..... Fan blades broken or bent.
BRAKES
BRAKE SYSTEM TROUBLE SHOOTING
BRAKE SYSTEM TROUBLE SHOOTING CHART

Brakes Pull Left or Right
Incorrect tire pressure Inflate tires to proper pressure
Front end out of alignment See WHEEL ALIGNMENT
Mismatched tires Check tires sizes
Restricted brake lines or hoses Check hose routing
Loose or malfunctioning caliper See DISC BRAKES or
BRAKE SYSTEM
Bent shoe or oily linings See DRUM BRAKES or
BRAKE SYSTEM
Malfunctioning rear brakes See DRUM, DISC BRAKES
or BRAKE SYSTEM
Loose suspension parts See SUSPENSION
Noises Without Brakes Applied
Front linings worn out Replace linings
Dust or oil on drums or rotors See DRUM, DISC BRAKES
or BRAKE SYSTEM
Noises With Brakes Applied
Insulator on outboard shoe damaged See DISC BRAKES or
BRAKE SYSTEM
Incorrect pads or linings Replace pads or linings
Brake Rough, Chatters or Pulsates
Excessive lateral runout Check rotor runout
Parallelism not to specifications Reface or replace rotor
Wheel bearings not adjusted See SUSPENSION
Rear drums out-of-round Reface or replace drums
Disc pad reversed, steel against rotor Remove and reinstall pad
Excessive Pedal Effort
Malfunctioning power unit See POWER BRAKES or
BRAKE SYSTEM
Partial system failure Check fluid and pipes
Worn disc pad or lining Replace pad or lining
Caliper piston stuck or sluggish See DISC BRAKES or
BRAKE SYSTEM
Master cylinder piston stuck See MASTER CYLINDERS
or BRAKE SYSTEM
Brake fade due to incorrect pads for linings Replace pads or linings
Linings or pads glazed Replace pads or linings
Worn drums Reface or replace drums
Excessive Pedal Travel
Partial brake system failure Check fluid and pipes
Insufficient fluid in master cylinder See MASTER CYLINDERS
or BRAKE SYSTEM
Air trapped in system See BRAKE BLEEDING or
BRAKE SYSTEM
Rear brakes not adjusted See Adjustments in DRUM
BRAKES or BRAKE
SYSTEM
Bent shoe or lining See DRUM BRAKES or
BRAKE SYSTEM
Plugged master cylinder cap See MASTER CYLINDERS
or BRAKE SYSTEM
Improper brake fluid Replace brake fluid
Pedal Travel Decreasing
Compensating port plugged See MASTER CYLINDERS
or BRAKE SYSTEM
Swollen cup in master cylinder See MASTER CYLINDERS
or BRAKE SYSTEM
Master cylinder piston not returning See MASTER CYLINDERS
or BRAKE SYSTEM
Weak shoe retracting springs See DRUM BRAKES
BRAKE SYSTEM
Wheel cylinder piston sticking See DRUM BRAKES or
BRAKE SYSTEM
Dragging Brakes
Master cylinder pistons not returning See MASTER CYLINDERS
BRAKE SYSTEM
Restricted brake lines or hoses Check line routing
Incorrect parking brake adjustment See DRUM BRAKES
BRAKE SYSTEM
Parking Brake cables frozen See DRUM BRAKES
BRAKE SYSTEM
Incorrect installation of inboard disc pad Remove and replace correctly
Power booster output rod too long See POWER BRAKE UNITS
BRAKE SYSTEM
Brake pedal not returning freely See DISC, DRUM BRAKES
BRAKE SYSTEM
Brakes Grab or Uneven Braking Action
Malfunction of combination valve See CONTROL VALVE or
BRAKE SYSTEM
Malfunction of power brake unit See POWER BRAKE UNITS
or BRAKE SYSTEM
Binding brake pedal See DISC, DRUM BRAKES
or BRAKE SYSTEM
Pulsation or Roughness
Uneven pad wear caused by caliper See DISC BRAKES or
BRAKE SYSTEM
Uneven rotor wear See DISC BRAKES or
BRAKE SYSTEM
Drums out-of-round Reface or replace drums
ENGINE MECHANICAL
COOLING SYSTEM TROUBLE SHOOTING
COOLING SYSTEM TROUBLE SHOOTING

Overheating
Coolant Leak Fill/Pressure Test System
A/C Condenser Fins Clogged Remove/Clean Condenser
Radiator Fins Clogged Remove/Clean Radiator
Thermostat Stuck Closed Replace Thermostat
Clogged Cooling System Passages Clean/Flush Cooling System
Water Pump Malfunction Replace Water Pump
Fan Clutch Malfunction Replace Fan Clutch
Retarded Ignition Timing Reset Ignition Timing
Cooling Fan Malfunction Test Cooling Fan/Circuit
Cooling Fan Motor Malfunction Test Fan Motor
Cooling Fan Relay Malfunction Test Fan Relay
Faulty Radiator Cap Replace Radiator Cap
Broken/Slipping Fan Belt Replace Fan Belt
Restricted Exhaust Repair Exhaust System
Corrosion
Impurities In Coolant Clean/Flush System
Coolant Leakage
Damaged hose Replace Hose
Leaky Water Pump Replace Water Pump
Damaged Radiator Seam Replace/Repair Radiator
Leaky Thermostat Cover Replace Thermostat Cover
Cylinder Head Problem Check Head/Head Gasket
Leaky Freeze Plugs Replace Freeze Plugs
Recovery System Inoperative
Loose and/or Defective Radiator Cap Replace Radiator Cap
Overflow Tube Clogged and/or Leaking Repair Tube
Recovery Bottle Vent Restricted Clean Vent
No Heater Core Flow
Collapsed Heater Hose Replace Heater Hose
Plugged Heater Core Clean/Replace Heater Core
Faulty Heater Valve Replace Heater Valve
GASOLINE ENGINE - MECHANICAL TROUBLE SHOOTING
BASIC GASOLINE ENGINE - MECHANICAL TROUBLE SHOOTING CHART

Engine Lopes At Idle
Intake manifold-to-head leaks Replace manifold gasket, See
ENGINES
Blown head gasket Replace head gasket, See
ENGINES
Worn timing gears, chain or sprocket Replace gears, chain or
sprocket
Worn camshaft lobes Replace camshaft, See
ENGINES
Overheated engine Check cooling system, See
COOLING
Blocked crankcase vent valve Remove restriction
Leaking EGR valve Repair leak and/or replace
valve
Faulty fuel pump Replace fuel pump
Engine Has Low Power
Leaking fuel pump Repair leak and/or replace
fuel pump
Excessive piston-to-bore clearance Install larger pistons, See
ENGINES
Sticking valves or weak valve springs Check valve train
components, See ENGINES
Incorrect valve timing Reset valve timing, See
ENGINES
ENGINES
Blown head gasket Replace head gasket. See
ENGINES.
Clutch slipping Adjust pedal and/or replace
components, See ENGINES
Engine overheating Check cooling system, See
COOLING
Auto. Trans. pressure regulator valve faulty Replace pressure regulator
valve
Auto. Trans. fluid level too low Add fluid as necessary
Improper vacuum diverter valve operation Replace vacuum diverter
valve
Vacuum leaks Inspect vacuum system and
repair as required
Leaking piston rings Replace piston rings, See
ENGINES
Faulty High Speed Operation
Low fuel pump volume Replace fuel pump
Leaking valves or worn Replace valves and/or springs,
See ENGINES
Incorrect valve timing Reset valve timing,See
ENGINES
Intake manifold restricted Remove restriction
Worn distributor shaft Replace distributor
Faulty Acceleration
Improper fuel pump stroke Remove pump and reset pump
stroke
Incorrect ignition timing Reset ignition timing, See
TUNE-UP
Leaking valves Replace valves, See
ENGINES
Worn fuel pump diaphragm or piston Replace diaphragm or piston
Intake Backfire
Improper ignition timing Reset ignition timing, See
TUNE-UP
Faulty accelerator pump discharge Replace accelerator pump
Improper choke operation Check choke and adjust as
required
Defective EGR valve Replace EGR valve
Fuel mixture too lean Reset air/fuel mixture, See
TUNE-UP
Choke valve initial clearance too large Reset choke valve initial
clearance
Exhaust Backfire
Vacuum leak Inspect and repair vacuum
system
Faulty vacuum diverter valve Replace vacuum diverter
valve
Faulty choke operation Check choke and adjust as
required
Exhaust system leak repair exhaust system leak
Engine Detonation
Ignition timing too far advanced Reset ignition timing, See
TUNE-UP
Faulty ignition system Check ignition timing, See
TUNE-UP
Spark plugs loose or faulty Retighten or replace plugs
Fuel delivery system clogged Inspect lines, pump and filter
for clog
EGR valve inoperative Replace EGR valve
PCV system inoperative Inspect and/or replace hoses
or valve
Vacuum leaks Check vacuum system and
repair leaks
Excessive combustion chamber deposits Remove built-up deposits
Leaking, sticking or broken valves Inspect and/or replace valves
External Oil Leakage
Fuel pump improperly seated or worn gasket Remove pump, replace gasket
and seat properly
Oil pan gasket broken or pan bent Straighten pan and replace
gasket
Timing chain cover gasket broken Replace timing chain cover
gasket
Rear main oil seal worn Replace rear main oil seal
Oil pan drain plug not seated properly Remove and reinstall drain
plug
Camshaft bearing drain hole blocked Remove restriction
Oil pressure sending switch leaking Remove and reinstall sending
switch
Excessive Oil Consumption
Worn valve stems or guides Replace stems or guides, See
ENGINES
Valve "O" ring seals damaged Replace "O" ring seals, See
ENGINES
Plugged oil drain back holes Remove restrictions
Improper PCV valve operation Replace PCV valve
Engine oil level too high Remove excess oil
Engine oil too thin Replace thicker oil
Valve stem oil deflectors damaged Replace oil deflectors
Incorrect piston rings Replace piston rings, See
ENGINES
Piston ring gaps not staggered Reinstall piston rings, See
ENGINES
Insufficient piston ring tension Replace rings, See ENGINES
Piston ring grooves or oil return slots clogged Replace piston
rings, See ENGINES
Piston rings sticking in grooves Replace piston rings, See
ENGINES
Piston ring grooves excessively worn Replace piston and rings, See
ENGINES
Compression rings installed upside down Replace compression rings
correctly, See ENGINES
Worn or scored cylinder walls Rebore cylinders or replace
block
Mismatched oil ring expander and rail Replace oil ring expander and
rail, See ENGINES
Intake gasket dowels too long Replace intake gasket dowels
Excessive main or connecting rod bearing clearance Replace main or connecting
rod bearings, See ENGINES
No Oil Pressure
Low oil level Add oil to proper level
Oil pressure sender or gauge broken Replace sender or gauge
Oil pump malfunction Remove and overhaul oil
pump, See ENGINES
Oil pressure relief valve sticking Remove and reinstall valve
Oil pump passages blocked Overhaul oil pump, See
ENGINES
Oil pickup screen or tube blocked Remove restriction
Loose oil inlet tube Tighten oil inlet tube
Loose camshaft bearings Replace camshaft bearings,
See ENGINES
Internal leakage at oil passages Replace block or cylinder
head
Low Oil Pressure
Low engine oil level Add oil to proper level
Engine oil too thin Remove and replace with
thicker oil
Excessive oil pump clearance Reduce oil pump clearance,
See ENGINES
Oil pickup tube or screen blocked Remove restrictions
Main, rod or cam bearing clearance excessive Replace bearing to reduce
clearance, See ENGINES
High Oil Pressure
Improper grade of oil Replace with proper oil
Oil pressure relief valve stuck closed Eliminate binding
Oil pressure sender or gauge faulty Replace sender or gauge
Noisy Main Bearings
Inadequate oil supply Check oil delivery to main
bearings
Excessive main bearing clearance Replace main bearings, See
ENGINES
Excessive crankshaft end play Replace crankshaft, See
ENGINES
Loose flywheel or torque converter Tighten attaching bolts
Loose or damaged vibration damper Tighten or replace vibration
damper
Crankshaft journals out-of-round Re-grind crankshaft journals
Excessive belt tension Loosen belt tension
Noisy Connecting Rods
Excessive bearing clearance or missing bearing Replace bearing, See
ENGINES
Crankshaft rod journal out-of-round Re-grind crankshaft journal
Misaligned connecting rod or cap Remove rod or cap and
realign
Incorrectly tightened rod bolts Remove and re-tighten rod
bolts
Noisy Pistons and Rings
Excessive piston-to-bore clearance Install larger pistons, See
ENGINES
Bore tapered or out-of-round Rebore block
Piston ring broken Replace piston rings, See
ENGINES
Piston pin loose or seized Replace piston pin, See
ENGINES
Connecting rods misaligned Realign connecting rods
Ring side clearance too loose or tight Replace with larger or smaller
rings
Carbon build-up on piston Remove carbon
Noisy Valve Train
Worn or bent push rods Replace push rods, See
ENGINES
Worn rocker arms or bridged pivots Replace push rods, See
ENGINES
Dirt or chips in valve lifters Remove lifters and remove
dirt/chips
Excessive valve lifter leak-down Replace valve lifters, See
ENGINES
Valve lifter face worn Replace valve lifters, See
ENGINES
Broken or cocked valve springs Replace or reposition springs
Too much valve stem-to-guide clearance Replace valve guides, See
ENGINES
Valve bent Replace valve, See ENGINES
Loose rocker arms Retighten rocker arms, See
ENGINES
Excessive valve seat run-out Reface valve seats, See
ENGINES
Missing valve lock Install new valve lock
Excessively worn camshaft lobes Replace camshaft, See
ENGINES
Plugged valve lifter oil holes Eliminate restriction or
replace lifter
Faulty valve lifter check ball Replace lifter check ball, See
ENGINES
Rocker arm nut installed upside down Remove and reinstall correctly
Valve lifter incorrect for engine Remove and replace valve
lifters
Faulty push rod seat or lifter plunger Replace plunger or push rod
Noisy Valves
Improper valve lash Re-adjust valve lash, See
ENGINES
Worn or dirty valve lifters Clean and/or replace lifters
Worn valve guides Replace valve guides, See
ENGINES
Excessive valve seat or face run-out Reface seats or valve face
ENGINES
Loose rocker arm studs Re-tighten rocker arm studs,
See ENGINES
Bent push rods Replace push rods, See
ENGINES
Broken valve springs Replace valve springs, See
ENGINES
Burned,Sticking or Broken Valves
Weak valve springs or warped valves Replace valves and/or springs,
See ENGINES
Improper lifter clearance Re-adjust clearance or replace
lifters
Worn guides or improper guide clearance Replace valve guides, See
ENGINES
Out-of-round valve seats or improper seat width Re-grind valve seats
Gum deposits on valve stems, seats or guide Remove deposits
Improper spark timing Re-adjust spark timing
Broken Pistons/Rings
Undersize pistons Replace with larger pistons,
See ENGINES
Wrong piston rings Replace with correct rings,
See ENGINES
Out-of-round cylinder bore Re-bore cylinder bore
Improper connecting rod alignment Remove and realign
connecting rods
Excessively worn ring grooves Replace pistons, See
ENGINES
Improperly assembled piston pins Re-assemble pin-to-piston,
See ENGINES
Insufficient ring gap clearance Install new rings, See
ENGINES
Engine overheating Check cooling system
Incorrect ignition timing Re-adjust ignition timing, See
TUNE-UP
Excessive Exhaust Noise
Leaks at manifold to head, or to pipe Replace manifold or pipe
gasket
Exhaust manifold cracked or broken Replace exhaust manifold,
See ENGINES
ENGINE PERFORMANCE
CARBURETOR TROUBLE SHOOTING:
BASIC COLD START SYMPTOMS TROUBLE SHOOTING CHART

Engine Won't Start
Choke not closing Check choke operation, see
FUEL SYSTEMS
Choke linkage bent Check linkage, see FUEL
SYSTEM
Engine Starts, Then Dies
Choke vacuum kick setting too wide Check setting and adjust see,
FUEL SYSTEMS
Fast idle RPM too low Reset RPM to specification,
see TUNE-UP
Fast idle cam index incorrect Reset fast idle cam index, see
FUEL SYSTEMS
Vacuum leak Inspect vacuum system for
leaks
Low fuel pump outlet Repair or replace pump, see
FUEL SYSTEMS
Low carburetor fuel level Check float setting see FUEL
SYSTEM
Engine Quits Under Load
Choke vacuum kick setting incorrect Reset vacuum kick setting,see
FUEL SYSTEMS
FUEL SYSTEM
Incorrect hot fast idle speed RPM Reset fast idle RPM, see
TUNE-UP
Engine Starts, Runs Up, Then Idles, Slowly With Black Smoke
Choke vacuum kick set too narrow Reset vacuum kick, see FUEL
SYSTEMS
FUEL SYSTEMS
Hot fast idle RPM too low Reset fast idle RPM, see
TUNE-UP
BASIC HOT START SYMPTOMS TROUBLE SHOOTING CHART

Engine Won't Start
Engine flooded Allow fuel to evaporate
BASIC COLD ENGINE DRIVEABILITY SYMPTOMS TROUBLE SHOOTING CHART

Engine Stalls in Gear
Choke vacuum kick setting incorrect Reset choke vacuum kick, see
FUEL SYSTEMS
Fast idle RPM incorrect Reset fast idle RPM, see
TUNE-UP
Fast idle cam index incorrect Reset fast idle cam see FUEL
SYSTEMS
Acceleration Sag or Stall
Defective choke control switch Replace choke control switch
Choke vacuum kick setting incorrect Reset choke vacuum kick see,
FUEL SYSTEMS
Float level incorrect (too low) Adjust float level, FUEL
SYSTEMS
Accelerator pump defective Repair or replace pump see
FUEL SYSTEMS
Secondary throttles not closed Inspect lockout adjustment,
see FUEL SYSTEMS
Sag or Stall After Warmup
Defective choke control switch Replace choke control switch,
see FUEL SYSTEMS
Defective accelerator pump Replace pump, see FUEL
SYSTEMS
Float level incorrect (too low) Adjust float level, see FUEL
SYSTEMS
Backfiring & Black Smoke
Plugged heat crossover system Remove restriction
BASIC WARM ENGINE DRIVEABILITY SYMPTOMS TROUBLE SHOOTING CHART

Hesitation With Small Amount of Gas Pedal Movement
Vacuum leak Inspect vacuum lines
Accelerator pump weak or inoperable Replace pump, see FUEL
SYSTEMS
Float level setting too low Reset float level, see,FUEL
SYSTEMS
Metering rods sticking or binding Inspect and/or replace rods,
see FUEL SYSTEMS
Carburetor idle or transfer system plugged Inspect system and remove
restriction
Frozen or binding heated air inlet Inspect heated air door for
binding
Hesitation With Heavy Gas Pedal Movement
Defective accelerator pump Replace pump, see FUEL
SYSTEMS
Metering rod carrier sticking or binding Remove restriction
Large vacuum leak Inspect vacuum system and
repair leak
Float level setting too low Reset float level, see FUEL
SYSTEMS
Defective fuel pump, lines or filter Inspect pump, lines and filter
Air door setting incorrect Adjust air door setting, see
FUEL
DIESEL ENGINE TROUBLE SHOOTING
NOTE: Diesel engines mechanical diagnosis is the same as gasoline engines for items
such as noisy valves, bearings, pistons, etc. The following trouble shooting
covers only items pertaining to diesel engines.
BASIC DIESEL ENGINE TROUBLE SHOOTING CHART

Engine Won't Crank
Bad battery connections or dead batteries Check connections and/or
replace batteries
Bad starter connections or bad starter Check connections and/or
replace starter
Engine Cranks Slowly, Won't Start
Bad battery connections or dead batteries Check connections and/or
replace batteries
Engine oil too heavy Replace engine oil
Engine Cranks Normally, But Will Not Start
Glow plugs not functioning Check glow plug system, see
FUEL SYSTEMS
Glow plug control not functioning Check controller, see FUEL
SYSTEMS
Fuel not injected into cylinders Check fuel injectors, see
FUEL SYSTEMS
No fuel to injection pump Check fuel delivery system
Fuel filter blocked Replace fuel filter
Fuel tank filter blocked Replace fuel tank filter
Fuel pump not operating Check pump operation and/or
replace pump
Fuel return system blocked Inspect system and remove
restriction
No voltage to fuel solenoid Check solenoid and
connections
Incorrect or contaminated fuel Replace fuel
Incorrect injection pump timing Re-adjust pump timing, see
FUEL SYSTEMS
Low compression Check valves, pistons, rings,
see ENGINES
Injection pump malfunction Inspect and/or replace
injection pump
Engine Starts, Won't Idle
Incorrect slow idle adjustment Reset idle adjustment, see
TUNE-UP
Fast idle solenoid malfunctioning Check solenoid and
connections
Fuel return system blocked Check system and remove
restrictions
Glow plugs go off too soon See glow plug diagnosis in
FUEL SYSTEMS
Injection pump timing incorrect Reset pump timing, see FUEL
SYSTEMS
No fuel to injection pump Check fuel delivery system
Low compression Check valves, piston, rings,
see ENGINES
Injection pump malfunction Replace injection pump, see
FUEL SYSTEMS
Fuel solenoid closes in RUN position Check solenoid and
connections
Engines Starts/Idles Rough W/out Smoke or Noise
Incorrect slow idle adjustment Reset slow idle, see TUNE-UP
Injection line fuel leaks Check lines and connections
Fuel return system blocked Check lines and connections
Air in fuel system Bleed air from system
Injector nozzle malfunction Check nozzles, see FUEL
SYSTEMS
Engines Starts and Idles Rough W/out Smoke or Noise, But Clears After Warm-Up
SYSTEMS
Engine not fully broken in Put more miles on engine
Air in system Bleed air from system
Injector nozzle malfunction Check nozzles, see FUEL
SYSTEMS
Engine Idles Correctly, Misfires Above Idle
Blocked fuel filter Replace fuel filter
SYSTEMS
Engine Won't Return To Idle
Fast idle adjustment incorrect Reset fast idle, see TUNE-UP
Internal injection pump malfunction Replace injection pump, see
FUEL SYSTEMS
External linkage binding Check linkage and remove
binding
Fuel Leaks On Ground
Loose or broken fuel line Check lines and connections
Internal injection pump seal leak Replace injection pump, see
FUEL SYSTEMS
Cylinder Knocking Noise
Injector nozzles sticking open Test injectors, see FUEL
SYSTEMS
Very low nozzle opening pressure Test injectors and/or replace
Loss of Engine Power
Restricted air intake Remove restriction
EGR valve malfunction Replace EGR valve
Blocked or damaged exhaust system Remove restriction and/or
replace components
Blocked fuel tank filter Replace filter
Restricted fuel filter Remove restriction and/or
replace filter
Block vent in gas cap Remove restriction and/or
replace cap
Tank-to-injection pump fuel supply blocked Check fuel lines and
connections
Blocked fuel return system Remove restriction
Blocked injector nozzles Check nozzle for blockage, see
FUEL SYSTEMS
Low compression Check valves, rings, pistons,
see ENGINES
Loud Engine Noise With Black Smoke
Basic timing incorrect Reset timing, see FUEL
SYSTEMS
Internal injection pump malfunction Replace injection pump, see
FUEL SYSTEMS
Incorrect injector pump housing pressure Check pressure, see FUEL
SYSTEMS
Engine Overheating
Cooling system leaks Check cooling system and
repair leaks
Belt slipping or damaged Check tension and/or replace
belt
Thermostat stuck closed Remove and replace
thermostat, see ENGINE
COOLING
Head gasket leaking Replace head gasket
Oil Light on at Idle
Low oil pump pressure Check oil pump operation, see
ENGINES
Oil cooler or line restricted Remove restriction and/or
replace cooler
Engine Won't Shut Off
Injector pump fuel solenoid does not return fuel valve to OFF Remove and check solenoid
position and replace if needed
VACUUM PUMP DIAGNOSIS

Excessive Noise
Loose pump-to-drive assembly screws Tighten screws
Loose tube on pump assembly Tighten tube
Valves not functioning properly Replace valves
Oil Leakage
Loose end plug Tighten end plug
Bad seal crimp Remove and re-crimp seal
FUEL INJECTION TROUBLE SHOOTING
BASIC FUEL INJECTION TROUBLE SHOOTING CHART

Engine Won't Start (Cranks Normally)
Cold start valve inoperative Test valve and circuit
Poor connection;vacuum or wiring Check vacuum and electrical
connections
Contaminated fuel Test fuel for water or alcohol
Defective fuel pump relay or circuit Test relay and wiring
Battery too low Charge and test battery
Low fuel pressure Test pressure regulator and
fuel pump, check for restricted
lines and filters
No distributor reference pulses Repair ignition system as
necessary
Open coolant temperature sensor circuit Test sensor and wiring
Shorted W.O.T. switch in T.P.S. Disconnect W.O.T. switch,
engine should start
Defective ECM Replace ECM
Fuel tank residual pressure valve leaks Test for fuel pressure drop
after shut down
Hard Starting
Disconnected hot air tube to air cleaner Reconnect tube and test
control valve
Defective Idle Air Control (IAC) valve Test valve operation and
circuit
Shorted, open or misadjusted T.P.S. Test and adjust or replace
T.P.S.
EGR valve open Test EGR valve and control
circuit
Poor Oxygen sensor signal Test for shorted or circuit
Incorrect mixture from PCV system Test PCV for flow, check
sealing of oil filter cap
Poor High Speed Operation
Low fuel pump volume Faulty pump or restricted fuel
lines or filters
Poor MAP sensor signal Test MAP sensor, vacuum
hose and wiring
Poor Oxygen sensor signal Test for shorted or open
sensor or circuit
Open coolant temperature sensor circuit Test sensor and wiring
Faulty ignition operation Check wires for cracks or poor
connections, test secondary
voltage with oscilloscope
Contaminated fuel Test fuel for water or alcohol
Intermittent ECM ground Test ECM ground connection
for resistance
Restricted air cleaner Replace air cleaner
Restricted exhaust system Test for exhaust manifold
back pressure
Poor MAF sensor signal Check leakage between sensor
and manifold
Poor VSS signal If tester for ALCL hook-up is
available check that VSS
reading matches speedometer
Ping or Knock on Acceleration
Poor Knock sensor signal Test for shorted or open
sensor or circuit
Poor Baro sensor signal Test for shorted or open
sensor or circuit
Improper ignition timing See VEHICLE EMISSION
CONTROL LABEL (where
applicable)
Check for engine overheating problems Low coolant, loose belts or
electric cooling fan
inoperative
NOTE: For additional electronic fuel injection trouble shooting information, see the
appropriate article in the ENGINE PERFORMANCE section (not all vehicles have
Computer Engine Control articles). Information is provided there for diagnosing
fuel system problems on vehicles with electronic fuel injection.
IGNITION SYSTEM TROUBLE SHOOTING
Fig. 3: Ignition Secondary Trouble Shooting Chart
Fig. 4: Ignition Primary Trouble Shooting Chart
STARTER TROUBLE SHOOTING
BASIC STARTER TROUBLE SHOOTING CHART

Starter Fails to Operate
Dead battery or bad connections between starter and battery Check battery charge and all
wires and connections to
starter
switch
Open circuit between starter switch ignition terminal on starter relay Check and repair wires and
Starter relay or starter defective See Testing in STARTER
article
Open solenoid pull-in wire See Testing in STARTER
article
Starter Does Not Operate and Headlights Dim
Weak battery or dead cell Charge or replace battery as
necessary
Loose or corroded battery connections Check that battery
connections are clean and
tight
Internal ground in starter windings See Testing in STARTER
article
Grounded starter fields See Testing in STARTERS
Armature rubbing on pole shoes See STARTER article
Starter Turns but Engine Does Not Rotate
Starter clutch slipping See STARTER article
Pinion shaft rusted or dry See STARTER article
Engine basic timing incorrect See Ignition Timing in
TUNE-UP article
for starter pinion gear
damage
Starter Will Not Crank Engine
Faulty overrunning clutch See STARTER article
Broken flywheel teeth Replace flywheel and check
for starter pinion gear
damage
Armature shaft sheared or reduction gear teeth stripped See STARTER article
necessary
Faulty solenoid See On-Vehicle Tests in
STARTER article
Poor grounds Check all ground connections
for tight and clean
connections
switch as necessary
Starter Cranks Engine Slowly
Battery weak or defective Charge or replace battery as
necessary
Engine overheated See ENGINE COOLING
SYSTEM article
Engine oil too heavy Check that proper viscosity
oil is used
Poor battery-to-starter connections Check that all between
battery and starter are clean
and tight
Current draw too low or too high See Bench Tests in
STARTER article
Bent armature, loose pole shoes screws or worn bearings See STARTER article
Burned solenoid contacts Replace solenoid
Faulty starter Replace starter
Starter Engages Engine Only Momentarily
Engine timing too far advanced See Ignition Timing in
TUNE-UP article
Overrunning clutch not engaging properly Replace overrunning clutch.
See STARTER article
Broken starter clutch See STARTER article
starter pinion gear for
damage
Weak drive assembly thrust spring See STARTER article
Weak hold-in coil See Bench Tests in
STARTER article
Starter Drive Will Not Engage
Defective point assembly See Testing in STARTER
article
Poor point assembly ground See Testing in STARTER
article
Defective pull-in coil Replace starter solenoid
Starter Relay Does Not Close
Dead battery Charge or replace battery as
necessary
Faulty wiring Check all wiring and
connections leading to relay
Neutral safety switch faulty Replace neutral safety switch
Starter relay faulty Replace starter relay
Starter Drive Will Not Disengage
Starter motor loose on mountings Tighten starter attach bolts
Worn drive end bushing See STARTER article
Damaged engine flywheel teeth Replace flywheel and starter
pinion gear for damage
Drive yolk return spring broken or missing Replace return spring
Faulty ignition switch Replace ignition switch
Insufficient clearance between winding leads to solenoid terminal Replace starter solenoid
and main contact in solenoid
Starter clutch not disengaging Replace starter clutch
Ignition starter switch contacts sticking Replace ignition switch
Starter Relay Operates but Solenoid Does Not
Faulty solenoid switch, switch connections or relay Check all wiring between
relay and solenoid or replace
relay or solenoid as necessary
Broken lead or loose soldered connections Repair wire or wire
Solenoid Plunger Vibrates When Switch is Engaged
necessary
Solenoid contacts corroded Clean contacts or replace
solenoid
Faulty wiring Check all wiring leading to
solenoid
Broken connections inside switch cover Repair connections or replace
solenoid
Open hold-in wire Replace solenoid
Low Current Draw
Worn brushes or weak Replace brushes or brush
springs as necessary
High Pitched Whine During Cranking Before Engine Fires but Engine Fires and Cranks Normally
Distance too great between starter pinion and flywheel Align starter or check that
correct starter and flywheel
are being used
High Pitched Whine After Engine Fires With Key released. Engine Fires and Cranks Normally
Distance too small between starter pinion and flywheel Flywheel runout contributes
to the intermittent nature
TUNE-UP TROUBLE SHOOTING - GAS ENGINE VEHICLES
BASIC SPARK PLUG TROUBLE SHOOTING CHARTS

Normal Spark Plug Condition
Light Tan or Gray deposits No Action
Electrode not burned or fouled No Action
Gap tolerance not changed No Action
Cold Fouling or Carbon Deposits
Overrich air/fuel mixture Adjust air/fuel mixture, see
ENGINE PERFORMANCE
section
Faulty choke Replace choke assembly, see
ENGINE PERFORMANCE
section
Clogged air filter Clean and/or replace air filter
Incorrect idle speed or dirty carburetor Reset idle speed and/ or clean
carburetor
Faulty ignition wires Replace ignition wiring
Prolonged operation at idle Shut engine off during long
idle
Sticking valves or worn valve guide seals Check valve train
Wet Fouling or Oil Deposits
Worn rings and pistons Install new rings and pistons
Excessive cylinder wear Rebore or replace block
Excessive valve guide clearance Worn or loose bearing
Gap Bridged
Deposits in combustion chamber becoming fused to electrode Clean combustion chamber of
deposits
Blistered Electrode
Engine overheating Check cooling system
Wrong type of fuel Replace with correct fuel
Loose spark plugs Retighten spark plugs
Over-advanced ignition timing Reset ignition timing see
ENGINE PERFORMANCE
Pre-Ignition or Melted Electrodes
Incorrect type of fuel Replace with correct fuel
Incorrect ignition timing Reset ignition timing see
ENGINE PERFORMANCE
Burned valves Replace valves
Engine Overheating Check cooling system
Wrong type of spark plug, too hot Replace with correct spark
plug, see ENGINE
PERFORMANCE
Chipped Insulators
Severe detonation Check for over-advanced
timing or combustion
Improper gapping procedure Re-gap spark plugs
Rust Colored Deposits
Additives in unleaded fuel Try different fuel brand
Water In Combustion Chamber
Blown head gasket or cracked head Repair or replace head or head
gasket
NOTE: Before diagnosing an electronic ignition system, ensure that all wiring is
connected properly between distributor, wiring connector and spark plugs.
Ignition problem will show up either as: Engine Will Not Start or Engine Runs
Rough.
BASIC ELECTRONIC IGNITION TROUBLE SHOOTING CHARTS

Engine Won't Start
Open circuit between distributor and bulkhead connector Repair circuit
Open circuit between bulkhead connector and ignition switch Repair circuit
Open circuit between ignition switch and starter solenoid Repair circuit
Engine Runs Rough
Fuel lines leaking or clogged Tighten fitting, remove
restriction
Initial timing incorrect Reset ignition timing see
ENGINE PERFORMANCE
Centrifugal advance malfunction Repair distributor advance
Defective spark plugs or wiring Replace plugs or plug wiring
Component Failure
Spark arc-over on cap, rotor or coil Replace cap, rotor or or coil
Defective pick-up coil Replace pick-up coil
Defective ignition coil Replace ignition coil
Defective vacuum unit Replace vacuum unit
Defective control module Replace control module
BASIC ELECTRONIC IGNITION TROUBLE SHOOTING CHARTS - USING OSCILLOSCOPE

PATTERNS
Firing Voltage Lines are the Same, but Abnormally High
Retarded ignition timing Reset ignition timing, see
ENGINE PERFORMANCE
section
Fuel mixture too lean Readjust carburetor, see
ENGINE PERFORMANCE
High resistance in coil wire Replace coil wire
Corrosion in coil tower terminal Clean and/or replace coil
Corrosion in distributor coil terminal Clean and/or replace
distributor cap
Firing Voltage Lines are the Same but Abnormally Low
Fuel mixture too rich Readjust carburetor, see
ENGINE PERFORMANCE
Breaks in coil wire causing arcing Replace coil wire
Cracked coil tower causing arcing Replace coil
Low coil output Replace coil
Low engine compression Determine cause and repair
One or More, But Not All Firing Voltage Lines are Higher Than Others
Carburetor idle mixture not balanced Readjust carburetor, see
ENGINE PERFORMANCE
EGR valve stuck open Clean and/or replace valve
High resistance in spark plug wires Replace spark plug wires
Cracked or broken spark plug insulator Replace spark plugs
Intake vacuum leak Repair leak
Defective spark plugs Replace spark plugs
Corroded spark plug terminals Replace spark plugs
One or More, But Not All Firing Voltage Lines Are Lower Than Others
Curb idle mixture not balanced Readjust carburetor, see
ENGINE PERFORMANCE
Breaks in plug wires Replace plug wires causing
arcing
Cracked coil tower causing arcing Replace coil
Low compression Determine cause and repair
Corroded spark plugs Replace spark plugs
Cylinders Not Firing
Cracked distributor cap terminals Replace distributor cap
Shorted spark plug wire Determine cause and repair
Mechanical problem in engine Determine cause and repair
Spark plugs fouled Replace spark plugs
BASIC DRIVEABILITY PROBLEMS TROUBLE SHOOTING

Hard Starting
Binding carburetor linkage Eliminate binding
Binding choke linkage Eliminate binding
Binding choke piston Eliminate binding
Restricted choke vacuum Check vacuum lines for
blockage
Worn or dirty needle valve and seat Clean carburetor, see
ENGINE PERFORMANCE
Float sticking Readjust or replace float see
the ENGINE
PERFORMANCE section
Incorrect choke adjustment Reset choke adjustment see
ENGINE PERFORMANCE
Defective coil Replace coil
Improper spark plug gap Regap spark plugs
ENGINE PERFORMANCE
Detonation
Over-advanced ignition timing Reset ignition timing see
ENGINE PERFORMANCE
Fuel lines clogged Clean fuel lines
EGR system malfunction Check and repair EGR system
PCV system malfunction Repair PCV system
Vacuum leaks Check and repair vacuum
system
Loose fan belts Tighten or replace fan belts,
see ENGINE
PERFORMANCE
Restricted airflow Remove restriction
Vacuum advance malfunction Check distributor operation
Dieseling
Binding throttle linkage Eliminate blinding
Binding choke linkage or fast idle cam Eliminate binding
Defective idle solenoid Replace idle solenoid see
ENGINE PERFORMANCE
Improper base idle speed Reset idle speed, see see
ENGINE PERFORMANCE
ENGINE PERFORMANCE
Incorrect idle mixture setting Reset idle mixture, see
ENGINE PERFORMANCE
Faulty Acceleration
ENGINE PERFORMANCE
Engine cold and choke too lean Adjust choke and allow
engine to warm-up
Defective coil Replace coil
Faulty Low Speed Operation
Clogged idle transfer slots Clean idle transfer slots, see
FUEL
Restricted idle air bleeds and passages Disassemble and clean
carburetor, see FUEL
Clogged air cleaner Replace air filter
Defective ignition wires Replace ignition wire see
ENGINE PERFORMANCE
Defective distributor cap Replace distributor cap
Faulty High Speed Operation
ENGINE PERFORMANCE
Defective distributor centrifugal advance Replace advance mechanism
Defective distributor vacuum advance Replace advance unit
Incorrect spark plugs or plug gap Check gap and/or replace
spark plugs
Faulty choke operation Check choke and repair as
required
Clogged vacuum passages Remove restrictions
Improper size or clogged main jet Check jet size and clean, see
FUEL
Restricted air cleaner Check filter and replace as
necessary
Defective distributor cap, rotor or coil Replace cap, rotor or coil
Misfire at All Speeds
Defective spark plug wires Replace spark plug wires
Defective distributor cap, rotor, or coil Replace cap, rotor, or coil
Cracked or broken vacuum hoses Replace vacuum hoses
Vacuum leaks Repair vacuum leaks
Fuel lines clogged Remove restriction
Hesitation
Cracked or broken vacuum Replace vacuum hoses hoses
Vacuum leaks Repair Vacuum leaks
Binding throttle linkage Eliminate binding
Binding choke linkage or fast idle cam Eliminate binding
Improper float setting Readjust float setting, see
FUEL
Cracked or broken ignition wires Replace ignition wires
Rough Idle, Missing or Stalling
Incorrect curb idle or fast idle speed Reset idle speed, see see
ENGINE PERFORMANCE
Incorrect basic timing Reset ignition timing see
ENGINE PERFORMANCE
Improper idle mixture adjustment Reset idle mixture, see
ENGINE PERFORMANCE
Improper feedback system operation Check feedback system see
ENGINE PERFORMANCE
Incorrect spark plug gap Reset spark plug gap, see
ENGINE PERFORMANCE
Moisture in ignition components Dry components
Loose or broken ignition wires Replace ignition wires
Damaged distributor cap or or rotor Replace distributor cap or
rotor
Faulty ignition coil Replace ignition coil
Fuel filter clogged or worn Replace fuel filter
Damaged idle mixture screw Replace idle mixture screw,
see FUEL
Improper fast idle cam adjustment Reset fast idle cam
adjustment, see TUNE- see
ENGINE PERFORMANCE
Improper EGR valve operation Replace EGR valve
Faulty PCV valve air flow Replace PCV valve
Choke binding or improper choke setting Reset choke or eliminate
binding
Vacuum leak Repair vacuum leak
Improper float bowl fuel level Reset float adjustment, see
FUEL
Clogged air bleed or idle passages Clean carburetor passages, see
FUEL
Clogged or worn air cleaner filter Replace air filter
Faulty choke vacuum diaphragm Replace diaphragm, see
ENGINE PERFORMANCE
Exhaust manifold heat valve inoperative Replace heat valve
Improper distributor spark advance Check distributor operation
Leaking valves or valve components Check and repair valvetrain
Improper carburetor mounting Remove and remount
carburetor
Excessive play in distributor shaft Replace distributor
Loose or corroded wiring connections Repair or replace as required
Engine Surges
Improper PCV valve airflow Replace PCV valve
Clogged air bleeds Remove restriction
Restricted air cleaner filter Replace air filter
Cracked or broken vacuum hoses Replace vacuum hoses
Cracked or broken ignition wires Replace ignition wires
Vacuum advance malfunction Check unit and replace as
necessary
Defective or fouled spark plugs Replace spark plugs
Ping or Spark Knock
ENGINE PERFORMANCE
Distributor centrifugal or vacuum advance malfunction Check operation and replace
as necessary
Carburetor setting too lean Readjust mixture setting, see
ENGINE PERFORMANCE
Vacuum leak Eliminate vacuum leak
Poor Gasoline Mileage
Cracked or broken vacuum Replace vacuum hoses hoses
Defective ignition wires Replace wires
Incorrect choke setting Readjust setting, see ENGINE
PERFORMANCE
Defective vacuum advance Replace vacuum advance
Binding carburetor power piston Eliminate binding
Dirt in carburetor jets Clean and/or replace jets
Incorrect float adjustment Readjust float setting, see
FUEL
Defective power valve Replace power valve, see
ENGINE PERFORMANCE
Incorrect idle speed Readjust idle speed
Engine Stalls
Improper float level Readjust float level
Leaking needle valve and seat Replace needle valve and seat
Vacuum leaks Eliminate vacuum leaks
VACUUM PUMP - DIESEL TROUBLE SHOOTING
NOTE: Diesel engines mechanical diagnosis is the same as gasoline engines for items
such as noisy valves, bearings, pistons, etc. The following trouble shooting
covers only items pertaining to diesel engines.
VACUUM PUMP (DIESEL) TROUBLE SHOOTING CHART

Excessive Noise
Loose pump-to-drive assembly screws Tighten screws
Loose tube on pump assembly Tighten tube
Valves not functioning properly Replace valves
Oil Leakage
Loose end plug Tighten end plug
Bad seal crimp Remove and re-crimp
seal
MANUAL TRANSMISSION
MANUAL TRANSMISSION TROUBLE SHOOTING
MANUAL TRANSMISSION/TRANSAXLE TROUBLE SHOOTING
Condition Possible Cause
Noisy In Forward Gears Low gear oil level, Loose bell housing bolts, Worn
bearings or gears
Clunk On Deceleration (FWD Only) Loose engine mounts, Worn inboard CV joints,
Worn differential pinion shaft, Side gear hub
counterbore in case worn oversize
Gear Clash When Shifting Forward Gears Clutch Out Of Adjustment, Shift linkage damaged
or out of adjustment, Gears or synchronizers
damaged, Low gear oil level
Transmission Noisy When Moving (RWD Only) Worn rear outputshaft bearing
Quiet In Neutral With Clutch Engaged
Gear Rattle Worn bearings, Wrong gear oil, Low gear oil, Worn
gears
Steady Ticking At Idle (Increases With RPM) Broken tooth on gear
Gear Clash When Shifting Forward Gears Worn or broken synchronizers
Loud Whine In Reverse Normal condition (1)
Noise When Stepping On Clutch Bad release bearing, Worn pilot bearing
Ticking Or Screeching As Clutch Is Engaged Faulty release bearing, Uneven pressure plate
fingers
Click Or Snap When Clutch Is Engaged Worn clutch fork, Worn or broken front bearing
retainer
Transmission Shifts Hard Clutch not releasing, Shift mechanism binding,
Clutch installed backwards
Will Not Shift Into One Gear, Shifts Into All Others Bent shift fork, Worn detent balls
Locked Into Gear, Cannot Shift Clutch adjustment, Worn detent balls
Transmission Jumps Out Of Gear Pilot bearing worn, Bent shift fork, Worn gear teeth
or face, Excessive gear train end play, Worn
synchronizers, Missing detent ball spring, Shift
mechanism worn or out of adjustment, Engine or
transmission mount bolts loose or out of adjustment,
Transmission not aligned
Shift Lever Rattle Worn shift lever or detents, Worn shift forks, Worn
synchronizers sleeve
Shift Lever Hops Under Acceleration Worn engine or transmission mounts
(1) Most units use spur cut gears in reverse and are noisy
POWERTRAIN
CLUTCH TROUBLE SHOOTING
BASIC CLUTCH TROUBLE SHOOTING CHART

Chattering or Grabbing
Incorrect clutch adjustment Adjust clutch
Oil, grease or glaze on facings Disassemble and clean or replace
Loose "U" joint flange See DRIVE AXLES article
Worn input shaft spline Replace input shaft
Binding pressure plate Replace pressure plate
Binding release lever See CLUTCH article
Binding clutch disc hub Replace clutch disc
Unequal pressure plate contact Replace worn/misaligned
components
Loose/bent clutch disc Replace clutch disc
Incorrect transmission alignment Realign transmission
Worn pressure plate, disc or flywheel Replace damaged components
Broken or weak pressure springs Replace pressure plate
Sticking clutch pedal Lubricate clutch pedal & linkage
Incorrect clutch disc facing Replace clutch disc
Engine loose in chassis Tighten all mounting bolts
Failure to Release
Oil or grease on clutch facings Clean or replace clutch clutch
disc
Incorrect release lever or pedal adjustment See CLUTCH article
Worn or broken clutch facings Replace clutch disc
Bent clutch disc or pressure plate Replace damaged components
Clutch disc hub binding on input shaft Clean or replace clutch disc
and/or input shaft
Binding pilot bearing Replace pilot bearing
Sticking release bearing sleeve Replace release bearing and/or
sleeve
Binding clutch cable See CLUTCH article
Defective clutch master Replace master cylinder
Defective clutch slave Replace slave cylinder
Air in hydraulic system Bleed hydraulic system
Rattling
Weak or broken release lever spring Replace spring and check
alignment
Damaged pressure plate Replace pressure plate
Broken clutch return spring Replace return spring
Worn splines on clutch disc or input shaft Replace clutch disc and/or input
shaft
Worn clutch release bearing Replace release bearing
Dry or worn pilot bearing Lubricate or replace pilot bearing
Unequal release lever contact Align or replace release lever
Incorrect pedal free play Adjust free play
Warped or damaged clutch disc Replace damaged components
Slipping
Pressure springs worn or Release pressure plate
Oily, greasy or worn facings Clean or replace clutch disc
Incorrect clutch alignment Realign clutch assembly
Warped clutch disc or pressure plate Replace damaged components
Binding release levers or clutch pedal Lubricate and/or replace release
components
Squeaking
Worn or damaged release Replace release bearing
Dry or worn pilot or release bearing Lubricate or replace assembly
Pilot bearing turning in crankshaft Replace pilot bearing and/or
crankshaft
Worn input shaft bearing Replace bearing and seal
Incorrect transmission alignment Realign transmission
Dry release fork between pivot Lubricate release fork and pivot
Heavy and/or Stiff Pedal
Sticking release bearing sleeve Replace release bearing and/or
sleeve
Dry or binding clutch pedal hub Lubricate and align components
Floor mat interference with pedal Lay mat flat in proper area
Dry or binding ball/fork pivots Lubricate and align components
Faulty clutch cable Replace clutch cable
Noisy Clutch Pedal
Faulty interlock switch Replace interlock switch
Self-adjuster ratchet noise Lubricate or replace self-adjuster
Speed control interlock switch Lubricate or replace interlock
switch
Clutch Pedal Sticks Down
Binding clutch cable See CLUTCH article
Springs weak in pressure plate Replace pressure plate
Binding in clutch linkage Lubricate and free linkage
Noisy
Dry release bearing Lubricate or replace release
bearing
Dry or worn pilot bearing Lubricate or replace bearing
Worn input shaft bearing Replace bearing
Transmission Click
Weak springs in pressure Replace pressure plate plate
Release fork loose on ball stud Replace release fork and/or
ball stud
Oil on clutch disc damper Replace clutch disc
Broken spring in slave cylinder Replace slave cylinder
DRIVE AXLE - NOISE DIAGNOSIS
Unrelated Noises
Some driveline trouble symptoms are also common to the engine, transmission, wheel bearings, tires, and other
parts of the vehicle. Ensure cause of trouble actually is in the drive axle before adjusting, repairing, or replacing
any of its parts.
Non-Drive Axle Noises
A few conditions can sound just like drive axle noise and have to be considered in pre-diagnosis. The 4 most
common noises are exhaust, tires, CV/universal joints and wheel trim rings.
In certain conditions, the pitch of the exhaust gases may e gear whine. At other times, it may be mistaken for a
wheel bearing rumble.
Tires, especially radial and snow, can have a high-pitched tread whine or roar, similar to gear noise. Also, some
non-standard tires with an unusual tread construction may emit a roar or whine.
Defective CV/universal joints may cause clicking noises or excessive driveline play that can be improperly
diagnosed as drive axle problems.
Trim and moldings also can cause a whistling or whining noise. Ensure none of these components are causing
the noise before disassembling the drive axle.
Gear Noise
A "howling" or "whining" noise from the ring and pinion gear can be caused by an improper gear pattern, gear
damage, or improper bearing preload. It can occur at various speeds and driving conditions, or it can be
continuous.
Before disassembling axle to diagnose and correct gear ke sure that tires, exhaust, and vehicle trim have been
checked as possible causes.
Chuckle
This is a particular rattling noise that sounds like a stick against the spokes of a spinning bicycle wheel. It
occurs while decelerating from 40 MPH and usually can be heard until vehicle comes to a complete stop. The
frequency varies with the speed of the vehicle.
A chuckle that occurs on the driving phase is usually caused ive clearance due to differential gear wear, or by a
damaged tooth on the coast side of the pinion or ring gear. Even a very small tooth nick or a ridge on the edge
of a gear tooth is enough the cause the noise.
This condition can be corrected simply by cleaning the gear tooth nick or ridge with a small grinding wheel. If
either gear is damaged or scored badly, the gear set must be replaced. If metal has broken loose, the carrier and
housing must be cleaned to remove particles that could cause damage.
Knock
This is very similar to a chuckle, though it may be louder, and occur on acceleration or deceleration. Knock can
be caused by a gear tooth that is damaged on the drive side of the ring and pinion gears. Ring gear bolts that are
hitting the carrier casting can cause knock. Knock can also be due to excessive end play in the axle shafts.
Clunk
Clunk is a metallic noise heard when an automatic transmission is engaged in Reverse or Drive, or when throttle
is applied or released. It is caused by backlash somewhere in the driveline, but not necessarily in the axle. To
determine whether driveline clunk is caused by the axle, check the total axle backlash as follows:
1. Raise vehicle on a frame or twinpost hoist so that drive wheels are free. Clamp a bar between axle
companion flange and a part of the frame or body so that flange cannot move.
2. On conventional drive axles, lock the left wheel to keep it from turning. On all models, turn the right
wheel slowly until it is felt to be in Drive condition. Hold a chalk marker on side of tire about 12" from
center of wheel. Turn wheel in the opposite direction until it is again felt to be in Drive condition.
3. Measure the length of the chalk mark, which is the total axle backlash. If backlash is one inch or less,
drive axle is not the source of clunk noise.
Bearing Whine
Bearing whine is a high-pitched sound similar to a whistle. It is usually caused by malfunctioning pinion
bearings. Pinion bearings operate at drive shaft speed. Roller wheel bearings may whine in a similar manner if
they run completely dry of lubricant. Bearing noise will occur at all driving speeds. This distinguishes it from
gear whine, which usually comes and goes as speed changes.
Bearing Rumble
Bearing rumble sounds like marbles being tumbled. It is usually caused by a malfunctioning wheel bearing. The
lower pitch is because the wheel bearing turns at only about 1/3 of drive shaft speed.
Chatter On Turns
This is a condition where the entire front or rear of vehicle vibrates when vehicle is moving. The vibration is
plainly felt as well as heard. Extra differential thrust washers installed during axle repair can cause a condition
of partial lock-up that creates this chatter.
Axle Shaft Noise
Axle shaft noise is similar to gear noise and pinion bearing whine. Axle shaft bearing noise will normally
distinguish itself from gear noise by occurring in all driving modes (Drive, cruise, coast and float), and will
persist with transmission in Neutral while vehicle is moving at problem speed.
If vehicle displays this noise condition, remove suspect parts, replace wheel seals and install a new set of
bearings. Re-evaluate vehicle for noise before removing any internal components.
Vibration
Vibration is a high-frequency trembling, shaking or grinding condition (felt or heard) that may be constant or
variable in level and can occur during the total operating speed range of the vehicle.
The types of vibrations that can be felt in the vehicle can d into 3 main groups:
 Vibrations of various unbalanced rotating parts of the vehicle.

 Resonance vibrations of the body and frame structures caused by rotating of unbalanced parts.
 Tip-in moans of resonance vibrations from stressed engine or exhaust system mounts or driveline flexing
modes.
DRIVE AXLE - RWD TROUBLE SHOOTING
For definitions of listed noises or sounds, see DRIVE AXLE - NOISE DIAGNOSIS
under POWERTRAIN.
DRIVE AXLE (RWD) TROUBLE SHOOTING

Knocking or Clunking
Differential Side Gear Clearance Check Clearance
Worn Pinion Shaft Replace Pinion Shaft
Axle Shaft End Play Check End Play
Missing Gear Teeth Check Differential/Replace
Gear
Wrong Axle Backlash Check Backlash
Misaligned Driveline Realign Driveline
Clinking During Engagement
Side Gear Clearance Check Clearance
Ring and Pinion Backlash Check Backlash
Worn/Loose Pinion Shaft Replace Shaft/Bearing
Bad "U" Joint Replace "U" Joint
Sticking Slip Yoke Lube Slip Yoke
Broken Rear Axle Mount Replace Mount
Loose Drive Shaft Flange Check Flange
Click/Chatter On Turns
Differential Side Gear Clearance Check Clearance
Wrong Turn On Plates (1) Replace Clutch Plates
Wrong Differential Lubricant (1) Change Lubricant
Knock Or Click
Flat Spot on Rear Wheel Bearing Replace Wheel Bearing
Low Vibration At All Speeds
Faulty Wheel Bearing Replace Wheel Bearing
Faulty "U" Joint Replace "U" Joint
Faulty Drive Shaft Balance Drive Shaft
Faulty Companion Flange Replace Flange
Faulty Slip Yoke Flange Replace Flange
(1) Limited slip differential only.
FWD AXLE SHAFTS & CV JOINTS TROUBLE SHOOTING
BASIC FWD AXLE SHAFTS & CV JOINTS TROUBLE SHOOTING CHART

Grease Leaks CV boot torn or cracked
Clicking Noise on Cornering Damaged outer CV
Clunk Noise on Acceleration Damaged inner CV
Vibration or Shudder on Acceleration Sticking, damaged or worn CV Misalignment or
spring height
STEERING & SUSPENSION

MANUAL STEERING GEAR TROUBLE SHOOTING
BASIC MANUAL STEERING GEAR TROUBLE SHOOTING CHART

Rattle or Chucking Noise in Rack and Pinion
Rack and pinion mounting bracket loose Tighten all mounting bolts
Lack of/or incorrect lubricant Correct as necessary
Steering gear mounting bolts loose Tighten all mounting bolts
Excessive Play
Front wheel bearing improperly adjusted See FRONT SUSPENSION
article
Loose or worn steering linkage See STEERING LINKAGE
article
Loose or worn steering gear shift See MANUAL STEERING
GEAR article
Steering arm loose on gear shaft See MANUAL STEERING
GEAR article
Steering gear housing bolts loose Tighten all mounting bolts
Steering gear adjustment too loose See MANUAL STEERING
GEAR article
Steering arms loose on knuckles Tighten and check steering
linkage
Rack and pinion mounting loose Tighten all mounting bolts
Rack and pinion out of adjustment See adjustment in STEERING
article
Tie rod end loose Tighten and check steering
linkage
Excessive Pitman shaft-to-ball nut lash Repair as necessary
Poor Returnability
Lack of lubricant in ball joint or linkage Lubricate and service systems
Binding in linkage or ball joints See STEERING LINKAGE
and SUSPENSION article
Improper front end alignment See WHEEL ALIGNMENT
article
Improper tire pressure Inflate to proper pressure
Tie rod binding Inflate to proper pressure
Shaft seal rubbing shaft See STEERING COLUMN
article
Excessive Vertical Motion
Tires, wheels or rotors out of balance Balance tires then check
wheels and rotors
Worn or faulty shock absorbers Check and replace if necessary
Loose tie rod ends or steering Tighten or replace if necessary
Loose or worn wheel bearings See SUSPENSION article
Steering Pulls to One Side
Front tires are different sizes Rotate or replace if necessary
Wheel bearings not adjusted properly See FRONT SUSPENSION
article
Bent or broken suspension components See FRONT SUSPENSION
article
Improper wheel alignment See WHEEL ALIGNMENT
article
Brakes dragging See BRAKES article
Instability
Low or uneven tire pressure Inflate to proper pressure
Loose or worn wheel bearings See FRONT SUSPENSION
article
Loose or worn idler arm bushing See FRONT SUSPENSION
article
Loose or worn strut bushings See FRONT SUSPENSION
article
Incorrect front wheel alignment See WHEEL ALIGNMENT
article
Steering gear not centered See MANUAL STEERING
GEARS article
Springs or shock Check and replace if necessary
Improper cross shaft See MANUAL STEERING
GEARS article
POWER STEERING TROUBLE SHOOTING
BASIC POWER STEERING TROUBLE SHOOTING CHART

Rattle or Chucking Noise
Pressure hoses touching engine parts Adjust to proper clearance
Loose Pitman shaft Adjust or replace if necessary
Tie rods ends or Pitman arm loose Tighten and check system
Rack and pinion mounts loose Tighten all mounting bolts
Free play in worm gear See POWER STEERING
GEAR article
Loose sector shaft or thrust bearing adjustment See POWER STEERING
GEAR
Free play in pot coupling See STEERING COLUMN
article
Worn shaft serrations See STEERING COLUMN
article
Growl in Steering Pump
Excessive pressure in hoses Restricted hoses, see POWER
STEERING GEAR article
Scored pressure plates See POWER STEERING
GEAR article
Scored thrust plates or rotor See POWER STEERING
GEAR article
Extreme wear of cam ring See POWER STEERING
GEAR article
Rattle in Steering Pump
Vanes not installed See POWER STEERING
PUMP article
Vanes sticking in rotor See POWER STEERING
PUMP article
Swish noise in Pump
Defective flow control valve See POWER STEERING
PUMP article
Groan in Steering Pump
Air in fluid See POWER STEERING
PUMP article
Poor pressure hose connection Tighten and check, replace if
necessary
Squawk When Turning
Damper "O" ring on valve spool cut See POWER STEERING
PUMP article
Moan or Whine in Pump
Pump shaft bearing scored Replace bearing and fluid
Air in fluid or fluid level low See POWER STEERING
PUMP article
Hose or column grounded Check and replace if
necessary
Cover "O" ring missing or damaged See POWER STEERING
PUMP article
Valve cover baffle missing or damaged See POWER STEERING
PUMP article
Interference of components in pump See POWER STEERING
PUMP article
Loose or poor bracket alignment Correct or replace if necessary
Hissing When Parking
Internal leakage in steering gear Check valved assembly first
Chirp in Steering Pump
Loose or worn power steering belt Adjust or replace if necessary
Buzzing When Not Steering
Noisy pump See POWER STEERING
PUMP article
Free play in steering shaft bearing See STEERING COLUMN
article
Bearing loose on shaft serrations See STEERING COLUMN
article
Clicking Noise in Pump
Pump slippers too long See POWER STEERING
PUMP article
Broken slipper springs See POWER STEERING
PUMP article
Excessive wear or nicked rotors See POWER STEERING
PUMP article
Damaged cam contour See POWER STEERING
PUMP article
Poor Return of Wheel
Wheel rubbing against turn signal See STEERING COLUMN
SWITCHES article
Flange rubbing steering gear adjuster See STEERING COLUMN
article
Tight or frozen steering shaft bearing See STEERING COLUMN
article
Steering gear out of adjustment See POWER STEERING
GEAR article
Sticking or plugged spool valve See POWER STEERING
PUMP article
Improper front end alignment See WHEEL ALIGNMENT
article
Wheel bearings worn or loose See FRONT SUSPENSION
article
Ties rods or ball joints binding Check and replace if
necessary
Intermediate shaft joints binding See STEERING COLUMN
article
Kinked pressure hoses Correct or replace if necessary
Loose housing head spanner nut See POWER STEERING
GEAR article
Damaged valve lever See POWER STEERING
GEAR article
Sector shaft adjusted too tight See ADJUSTMENTS in
POWER STEERING GEAR
article
Worm thrust bearing adjusted too tight See ADJUSTMENTS in
POWER STEERING GEAR
article
Reaction ring sticking in cylinder See POWER STEERING
GEAR article
Reaction ring sticking in housing head See POWER STEERING
GEAR article
Steering pump internal leakage See POWER STEERING
PUMP article
Steering gear-to-column misalignment See STEERING COLUMN
article
Lack of lubrication in linkage Service front suspension
Lack of lubrication in ball joints Service front suspension
Increased Effort When Turning Wheel Fast Foaming, Milky Power Steering Fluid, Low Fluid Level or
Low Pressure
High internal pump leakage See POWER STEERING
PUMP article
Power steering pump belt slipping Adjust or replace if necessary
Low fluid level Check and fill to proper level
Engine idle speed to low Adjust to correct setting
Air in pump fluid system See POWER STEERING
PUMP article
Pump output low See POWER STEERING
PUMP article
Steering gear malfunctioning See POWER STEERING
GEAR article
Wheel Surges or Jerks
Low fluid level Check and fill to proper level
Loose fan belt Adjust or replace if necessary
Insufficient pump pressure See POWER STEERING
PUMP article
Sticky flow control valve See POWER STEERING
PUMP article
Linkage hitting oil pan at full turn Replace bent components
Kick Back or Free Play
Air in pump fluid system See POWER STEERING
PUMP article
Worn poppet valve in steering gear See POWER STEERING
PUMP article
Excessive over center lash See POWER STEERING
GEAR article
Thrust bearing out of adjustment See POWER STEERING
GEAR article
Free play in pot coupling See POWER STEERING
PUMP article
Steering gear coupling loose on shaft See POWER STEERING
PUMP article
Steering disc mounting bolts loose Tighten or replace if
necessary
Coupling loose on worm shaft Tighten or replace if
necessary
Improper sector shaft adjustment See POWER STEERING
GEAR article
Excessive worm piston side play See POWER STEERING
GEAR article
Damaged valve lever See POWER STEERING
GEAR article
Universal joint loose Tighten or replace if
necessary
Defective rotary valve See POWER STEERING
GEAR article
No Power When Parking
Sticking flow control valve See POWER STEERING
PUMP article
Insufficient pump pressure output See POWER STEERING
PUMP article
Excessive internal pump leakage See POWER STEERING
PUMP article
Excessive internal gear leakage See POWER STEERING
PUMP article
Flange rubs against gear adjust plug See STEERING COLUMN
article
Loose pump belt Adjust or replace if necessary
Low fluid level Check and add proper amount
of fluid
Engine idle too low Adjust to correct setting
Steering gear-to-column misaligned See STEERING COLUMN
article
No Power, Left Turn
Left turn reaction seal "O" ring worn See POWER STEERING
GEAR article
Left turn reaction seal damaged/missing See POWER STEERING
GEAR article
Cylinder head "O" ring damaged See POWER STEERING
PUMP article
No Power, Right Turns
Column pot coupling bottomed See STEERING COLUMN
article
Right turn reaction seal "O" ring worn See POWER STEERING
GEAR article
Right turn reaction seal damaged See POWER STEERING
GEAR article
Internal leakage through piston end plug See POWER STEERING
GEAR article
Internal leakage through side plugs See POWER STEERING
GEAR article
Lack of Effort in Turning
Left and/or right reaction seal sticking in cylinder head Replace, see POWER
STEERING GEAR article
Wanders to One Side
Front end alignment incorrect See WHEEL ALIGNMENT
article
Unbalanced steering gear valve See POWER STEERING
GEAR article
Low Pressure Due to Steering Pump
Flow control valve stuck or inoperative See POWER STEERING
PUMP article
Pressure plate not flat against cam ring See POWER STEERING
PUMP article
Extreme wear of cam ring Replace and check
adjustments
Scored plate, thrust plate or rotor See POWER STEERING
PUMP article
Vanes not installed properly See POWER STEERING
PUMP article
Vanes sticking in rotor slots See POWER STEERING
PUMP article
Cracked/broken thrust or pressure plate See POWER STEERING
PUMP article
STEERING COLUMN TROUBLE SHOOTING
BASIC STEERING COLUMN TROUBLE SHOOTING CHART
Noise in Steering
Coupling pulled apart See STEERING COLUMNS
article
Column not correctly aligned See STEERING COLUMNS
article
Broken lower joint Replace joint
Horn contact ring not See STEERING COLUMN
article
Bearing not lubricated See STEERING COLUMN
article
Shaft snap ring not properly seated Reseat or replace snap ring
Plastic spherical joint not lubricated See STEERING COLUMN
article
Shroud or housing loose Tighten holding screws
Lock plate retaining ring not seated See STEERING COLUMN
article
Loose sight shield Tighten holding screws
High Steering Shaft Effort
Column assembly misaligned See STEERING COLUMN
article
Improperly installed dust shield Adjust or replace
Tight steering universal joint See STEERING COLUMN
article
High Shift Effort
Column is out of alignment See STEERING COLUMN
article
Improperly installed dust shield Adjust or replace
Seals or bearings not lubricated See STEERING COLUMNS
article
Mounting bracket screws too long Replace with new shorter
screws
Burrs on shift tube Remove burrs or replace tube
Lower bowl bearing assembled wrong See STEERING COLUMN
article
Shift tube bent or broken Replace as necessary
Improper adjustment of shift levers See STEERING COLUMN
article
Improper Trans. Shifting
Sheared shift tube joint Replace as necessary
Sheared lower shaft lever Replace as necessary
Improper shift lever adjustment See STEERING COLUMN
article
Improper gate plate adjustment See STEERING COLUMN
article
Excess Play in Column
Instrument panel bracket bolts loose Tighten bolts and check
bracket
Broken weld nut on jacket See STEERING COLUMN
article
Instrument bracket capsule sheared See STEERING COLUMN
article
Column bracket/jacket bolts loose Tighten bolts and check
bracket
Steering Locks in Gear
Release lever mechanism See STEERING COLUMN
article
SUSPENSION TROUBLE SHOOTING
BASIC SUSPENSION TROUBLE SHOOTING CHART

Front End Noise
Loose or worn wheel See Wheel Bearing
Adjustment in SUSPENSION
Worn shocks or shock mountings Replace struts or strut
mountings
Worn struts or strut mountings Replace struts or strut
mountings
Loose or worn lower control arm See SUSPENSION
Loose steering gear-to-frame bolts See STEERING
Worn control arm bushings See SUSPENSION
Ball joints not lubricated Lubricate ball joints & see
Ball Joint Checking in
SUSPENSION
Front Wheel Shake, Shimmy, or Vibration
Tires or wheels out of balance Check tire balance
Incorrect wheel alignment See WHEEL ALIGNMENT
Drive shaft unbalanced Check drive shaft balance
Loose or worn wheel bearings See WHEEL ALIGNMENT
Loose or worn tie rod ends See SUSPENSION
Worn upper ball joints See Ball Joint Checking in
SUSPENSION
Worn shock absorbers Replace shock absorbers
Worn strut bushings Replace strut bushings
Car Pulls to One Side
Mismatched or uneven tires Check tire condition
Broken or sagging springs See SUSPENSION
Loose or worn strut bushings See SUSPENSION
Improper wheel alignment See WHEEL ALIGNMENT
Improper rear axle alignment Check rear axle alignment
Power steering gear unbalanced See STEERING
Front brakes dragging See BRAKES
Abnormal Tire Wear
Unbalanced tires Check tire balance & rotation
Sagging or broken springs See SUSPENSION
Incorrect front end alignment See WHEEL ALIGNMENT
Faulty shock absorbers Replace chock absorbers
Scuffed Tires
Toe-In incorrect See WHEEL ALIGNMENT
Suspension arm bent or twisted See appropriate
SUSPENSION article
Springs Bottom or Sag
Bent or broken springs See SUSPENSION
Leaking or worn shock absorbers Replace shock absorbers
Frame misalignment Check frame for damage
Spring Noises
Loose "U" Bolts See SUSPENSION
Loose or worn bushings See SUSPENSION
Worn or missing interliners See SUSPENSION
Shock Absorber Noise
Loose shock mountings Check & tighten mountings
Worn bushings Replace bushings
Air in system Bleed air from system
Undercoating on shocks Remove undercoating
Car Leans or Sways on Corners
Loose stabilizer bar See SUSPENSION
Faulty shocks or mountings Replace shocks or mountings
Broken or sagging springs See SUSPENSION
Shock Absorbers Leaking
Worn seals or reservoir tube crimped See SUSPENSION
Broken Springs
Loose "U" bolts See SUSPENSION
Inoperative shock absorbers Replace shock absorbers
WHEEL ALIGNMENT TROUBLE SHOOTING
BASIC WHEEL ALIGNMENT TROUBLE SHOOTING CHART

Premature Tire Wear
Improper tire inflation Check tire pressure
Front alignment out of tolerance See ALIGNMENT SPECS in
WHEEL ALIGNMENT
section
Suspension components worn See SUSPENSION section
Steering system components worn See STEERING section
Improper standing height See WHEEL ALIGNMENT
Uneven or sagging springs See SUSPENSION section
Bent wheel See WHEEL ALIGNMENT
Improper torsion bar adjustment See SUSPENSION section
Loose or worn wheel bearings See WHEEL BEARING ADJ.
in SUSPENSION section
Worn or defective shock Replace shock absorbers
Tires out of balance Check tire balance
Pulls to One Side
Brake dragging See BRAKE section
Mismatched tires See WHEEL ALIGNMENT
Broken or sagging spring See SUSPENSION section
Broken torsion bar See SUSPENSION section
Power steering valve not centered See STEERING section
Front alignment out of tolerance See WHEEL ALIGNMENT
section
Defective wheel bearing See WHEEL BEARINGS in
SUSPENSION section
Uneven sway bar links See SUSPENSION section
Frame bent Check for frame damage
Steering system bushing worn See STEERING section
Hard Steering
Idler arm bushing too tight See STEERING LINKAGE in
STEERING section
Ball joint tight or seized See SUSPENSION section
Steering linkage too tight See STEERING LINKAGE in
STEERING section
Power steering fluid low Add proper amount of fluid
Power steering drive belt loose See STEERING section
Power steering pump defective See STEERING section
Steering gear out of adjustment See STEERING section
Incorrect wheel alignment See WHEEL ALIGNMENT
Damaged steering gear See STEERING section
Damaged suspension See SUSPENSION section
Bent steering knuckle or supports See SUSPENSION section
Vehicle "Wanders"
Strut rod or control arm bushing worn See SUSPENSION section
Loose or worn wheel bearings See WHEEL BEARINGS in
SUSPENSION section
Stabilizer bar missing or defective See SUSPENSION section
Wheel alignment out of tolerance See Adjustment in WHEEL
ALIGNMENT section
Broken spring See SUSPENSION section
Defective shock absorber Replace shock absorbers
Worn steering & suspension components See SUSPENSION section
Front End Shimmy
Tire out of balance/round Check tire balance
Excessive wheel runout See WHEEL ALIGNMENT
Insufficient or improper caster See WHEEL ALIGNMENT
section
Worn suspension or steering components See SUSPENSION section
Defective shock absorbers Replace shock absorber
Wheel bearings worn or loose See WHEEL BEARING ADJ.
in SUSPENSION section
Power steering reaction Bracket loose See STEERING section
Steering gear box (rack) mounting loose See STEERING section
Steering gear adjustment loose See STEERING section
Worn spherical joints See SUSPENSION section
Toe-In Not Adjustable
Lower control arm bent See SUSPENSION section
Frame bent Check frame for damage
Camber Not Adjustable
Control arm bent See SUSPENSION section
Frame bent Check frame for damage
Hub & bearing not seated properly See SUSPENSION section
ENGINE PERFORMANCE
Vacuum Diagrams
INSTRUCTIONS
comercial chassis.
engine calibration numder can be found on Emission Calibration Label located on driver's door or "B" pillar
post. See . Using calibrated number and appropriate VACUUM DIAGRAM INDEX, determine which vacuum
diagram is used for vehicle being serviced.
Fig. 1: Emission Control Label Example

VACUUM HOSE DIAGRAM(S)

VACUUM DIAGRAM INDEX - 2.3L 4-CYLINDER
Model Application Trans. A/C NonA/C Calibration Fig. No.
Ranger Fed. Auto./Man. X X 2-49S-R00 Fig. 2
Ranger Calif./Fed. Auto./Man. X X 2-49T-R00 Fig. 2
Ranger Calif./Fed. Auto./Man. X X 2-50S-R00 Fig. 2
VACUUM DIAGRAM INDEX - 2.9L V6

Ranger Calif./Fed. Auto./Man. X X 9-65H-R00 Fig. 3
Ranger Calif./Fed. Auto./Man. X X 0-66H-R10 Fig. 3

Aerostar (1) Calif./Fed. Auto./Man. X X 2-55F-R00 Fig. 4
Aerostar Calif./Fed. Auto./Man. X X 2-55J-R00 Fig. 4
Aerostar Calif./Fed. Auto./Man. X X 2-55T-R00 Fig. 4
Aerostar Calif./Fed. Auto./Man. X X 2-56F-R00 Fig. 4
Aerostar Calif./Fed. Auto./Man. X X 2-56J-R00 Fig. 5
Aerostar Calif./Fed. Auto./Man. X X 2-56T-R00 Fig. 5
(1) Equipped with A/CL-DV.

Aerostar, Fed. Auto./Man. X X 2-57B-R00 Fig. 6
Explorer,
Ranger (1) (2)
Aerostar, Calif./Fed. Auto./Man. X X 2-57F-R00 Fig. 6
Explorer,
Ranger (1) (2)
Aerostar, Calif./Fed. Auto./Man. X X 2-57H-R00 Fig. 6
Explorer,
Ranger (1) (2)
Aerostar, Calif./Fed. Auto./Man. X X 2-57R-R00 Fig. 6
Explorer,
Ranger (1) (2)
Aerostar, Fed. Auto./Man. X X 2-58A-R00 Fig. 6
Explorer,
Ranger (1)
Aerostar, Fed. Auto./Man. X X 2-58B-R00 Fig. 6
Explorer,
Ranger (1)
Aerostar, Calif./Fed. Auto./Man. X X 2-58F-R00 Fig. 6
Explorer,
Ranger (1)
Aerostar, Calif./Fed. Auto./Man. X X 2-58H-R00 Fig. 6
Explorer,
Ranger (1) (2)
Aerostar, Fed. Auto./Man. X X 2-58J-R00 Fig. 6
Explorer,
Ranger (2)
Aerostar, Fed. Auto./Man. X X 2-58K-R00 Fig. 7
Explorer,
Ranger(2)
Aerostar, Calif. Auto./Man. X X 2-58L-R00 Fig. 7
Explorer,
Ranger(2)
Aerostar, Calif. Auto./Man. X X 2-58P-R00 Fig. 6
Explorer,
Ranger (1)
Aerostar, Calif. Auto./Man. X X 2-58Q-R00 Fig. 6
Explorer,
Ranger (1)
Aerostar, Calif. - Over Auto./Man. X X 2-58R-R00 Fig. 6
Explorer, 3450 lbs. Curb
Ranger Weight.
(1) Equipped with A/CL-DV.
(2) Over 3450 lbs. curb weight.
VACUUM DIAGRAM INDEX - 4.9L 6-CYLINDER STANDARD DUTY

Bronco/E150 Fed. Auto./Man. X X 2-51E-R00 Fig. 8
Van/ F150
Pickup
Bronco/E150 Fed. Auto./Man. X X 2-51F-R00 Fig. 8
Van/ F150
Pickup
Bronco/E150 Fed. Auto./Man. X X 2-51G-R00 Fig. 8
Van/ F150
Pickup
Bronco/E150 Fed. Auto./Man. X X 2-51H-R00 Fig. 8
Van/ F150
Pickup
Bronco/E150 Fed. Auto./Man. X X 2-51R-R00 Fig. 8
Van/ F150
Pickup
Bronco/E150 Fed. Auto./Man. X X 2-52H-R00 Fig. 9
Van/ F150
Pickup
Bronco/E150 Fed. Auto./Man. X X 2-52J-R00 Fig. 9
Van/ F150
Pickup
Bronco/E150 Fed. Auto./Man. X X 2-52K-R00 Fig. 9
Van/ F150
Pickup
Bronco/E150 Fed. Auto./Man. X X 2-52L-R00 Fig. 9
Van/ F150
Pickup
Bronco/E150 Fed. Auto./Man. X X 2-52Q-R00 Fig. 9
Van/ F150
Pickup
Bronco/E150 Fed. Auto./Man. X X 2-52R-R00 Fig. 9
Van/ F150
Pickup
Bronco/E150 Fed. Auto./Man. X X 2-52S-R00 Fig. 9
Van/ F150
Pickup
VACUUM DIAGRAM INDEX - 4.9L 6-CYLINDER HEAVY DUTY (1)

Bronco, Fed. Man. X X 1-71J-R10 (2)
Pickup, Van
Bronco, Fed. Auto. X X 1-72J-R10 (2)
Pickup, Van
Bronco, Fed. Auto,/Man. X X 2-52K-R00 (2)
Pickup, Van
Bronco, Fed. Auto./Man. X X 2-52L-R00 (2)
Pickup, Van
Bronco, Fed. - Auto./Man. X X 2-72M-R00 (2)
Pickup, Van Information not
available.
(1) Over 6000 lbs. GVWR.
VACUUM DIAGRAM INDEX - 5.0L V8 (1)

Bronco, (2) Auto./Man. X X 2-53E-R10 (2)
Pickup, Van
Bronco, (2) Auto./Man. X X 2-53F-R10 (2)
Pickup, Van
Bronco, (2) Auto./Man. X X 2-54E-R10 (2)
Pickup, Van
Bronco, (2) Auto./Man. X X 2-54J-R10 (2)
Pickup, Van
Bronco, (2) Auto./Man. X X 2-54K-R10 (2)
Pickup, Van
Bronco, (2) Auto./Man. X X 2-54L-R10 (2)
Pickup, Van
Bronco, (2) Auto./Man. X X 2-54P-R10 (2)
Pickup, Van
Bronco, (2) Auto./Man. X X 2-54T-R10 (2)
Pickup, Van
Bronco, (2) Auto./Man. X X 2-54V-R10 (2)
Pickup, Van
Bronco, (2) Auto./Man. X X 2-54W-R10 (2)
Pickup, Van
Bronco, (2) Auto./Man. X X 2-54X-R10 (2)
Pickup, Van
Bronco, (2) Auto./Man. X X 2-54Z-R10 (2)
Pickup, Van
VACUUM DIAGRAM INDEX - 5.8L V8 STANDARD DUTY

Model Application (1) Trans. A/C NonA/C Calibration Fig. No.
Bronco, Fed. Auto./Man. X X 1-64E-R10 Fig. 10
Pickup, Van
Bronco, Calif./Fed. Auto./Man. X X 1-64H-R10 Fig. 11
Pickup, Van
Bronco, Fed. Auto./Man. (3) (3) 1-64J-R10 Fig. 11
Pickup, Van
(2)
Bronco, Fed. Auto./Man. (3) (3) 1-64M-R10 Fig. 11

Pickup, Van
(2)
Bronco, (3) Auto./Man. (3) (3) 1-64P-R10 (3)

Pickup, Van
(2)
Bronco, (3) Auto./Man. (3) (3) 1-64R-R10 (3)

Pickup, Van
(2)
Bronco, Fed. Auto./Man. (3) (3) 2-64E-R10 Fig. 11

Pickup, Van
(2)
Bronco, Fed. Auto./Man. (3) (3) 2-64H-R10 Fig. 11

Pickup, Van
(2)
Bronco, Fed. Auto./Man. (3) (3) 2-64J-R10 Fig. 11

Pickup, Van
(2)
Bronco, Fed. Auto./Man. (3) (3) 2-64K-R10 Fig. 11

Pickup, Van
(2)
Bronco, Fed. Auto./Man. (3) (3) 2-64M-R10 Fig. 11

Pickup, Van
(2)
Bronco, (3) Auto./Man. (3) (3) 2-64P-R10 Fig. 11
Pickup, Van
(2)
Bronco, Calif. Auto./Man. - (3) (3) 2-64R-R10 Fig. 11

(2) available.
Bronco, - Over 6000 lbs. Auto./Man. (3) (3) 2-64S-R10 (3)
Pickup, Van GVWR.
(2)
(1) M/T in F250 HD and F350.
VACUUM DIAGRAM INDEX - 5.8L V8, HEAVY DUTY

Model (1) Application (2) Trans. A/C NonA/C Calibration Fig. No.
Bronco, Calif. Auto./Man. (3) (3) 1-75A-R00 Fig. 12
Pickup, Van
Bronco, Calif. Auto./Man. (3) (3) 1-76A-R00 Fig. 12
Pickup, Van
Bronco, Calif. Auto./Man. - (3) (3) 1-76C-R00 Fig. 12
available.
Bronco, Calif./Fed. - Auto./Man. (3) (3) 2-64K-R00 Fig. 11
Pickup, Van M/T in F250 HD
and F350.
(2) M/T is F250 HD and F350.

F250/350 Calif./Fed. Auto./Man. (2) (2) 1-98F-R00 Fig. 13
Pickup,
E250/350
Van (1)
F250/350 Calif./Fed. (4) Auto./Man. (2) (2) 1-97A-R00 Fig. 13
Pickup,
E250/350
Van (3)
Pickup,
E250/350
Van (3)
F250/350 Calif./Fed. (4) Auto./Man. (2) (2) 1-98B-R00 Fig. 13
Pickup,
E250/350
Van (3)
Pickup,
E250/350
Van (3)
F250/350 Calif. (4) Auto./Man. (2) (2) 2-98B-R00 Fig. 13
Pickup,
E250/350
Van (3)
F250/350 Calif./Fed. (4) Auto./Man. (2) (2) 2-98E-R00 Fig. 13
Pickup,
E250/350
Van (3)
F250/350 Calif./Fed. (4) Auto./Man. (2) (2) 2-98E-R10 Fig. 13
Pickup,
E250/350
Van (3)
(1) With Standard Duty 7.5L V8.
(3) With Heavy Duty 7.5L V8.
(4) E/F Series M/T. E350 A/T. Calif. F Series HD M/T.
VACUUM HOSE DIAGRAM(S)
NOTE: Refer to appropriate VACUUM DIAPHRAGM INDEX to find correct vacuum

diagram.
Fig. 2: Vacuum Diagram - 2.3L 4-Cylinder
Fig. 3: Vacuum Diagram - 2.9L V6
EMISSION CONTROL DEVICE ABBREVIATIONS

EMISSION CONTROL DEVICE ABBREVIATIONS
Component Abbreviation Definition
A/CL-BI MET Air Cleaner Bimetallic Sensor
A/CL-DV Air Cleaner Duct Valve
ACV Air Control Valve
AIR-BPV Air By-Pass Valve
AIS Air Injection System
AM1 Thermactor Air Management 1 (TAB)
AM2 Thermactor Air Management 2 (TAB or TAD)
ASV Air Switching Valve
CAT Catalytic Converter
CPRV Canister Purge Regulator Valve
DIV Diverter
EFCA Electronic Fuel Control Assembly
EGR Exhaust Gas Recirculation
EVR Emission Vacuum Regulator
FPR Fuel Pressure Regulator
MAP Manifold Absolute Pressure
PCV Positive Crankcase Ventilation
SOLV Vacuum Solenoid Valve
SRV AIS Solenoid Valve
TAB Thermactor By-pass
TAD Thermactor Diverter
TB Throttle Body
VCK-V Vacuum Check Valve
VRESER Vacuum Reservoir
V-REST Vacuum Restrictor
WHEEL ALIGNMENT Ford Motor Co. - Specifications & Procedures
RIDING HEIGHT ADJUSTMENT
commercial chassis.
NOTE: Prior to performing wheel alignment, perform visual and mechanical inspection
of wheels, tires and suspension components. See PRE-ALIGNMENT
INSTRUCTIONS in ALIGNMENT SPECS/PROCEDURES article in the WHEEL
ALIGNMENT section.
Before adjusting alignment, check riding height. Riding height must be checked with vehicle on level floor and
tires properly inflated. Bounce vehicle several times and allow suspension to settle. Visually inspect vehicle for
signs of abnormal height from front to rear or side to side. Check passenger compartment or vehicle bed for
extra heavy items and remove if present.
Ride height is measured at center of front and rear wheel house opening. See Fig. 1 . Maximum front side-to-
side height difference is 5/8" (16 mm). Maximum rear side-to-side height difference is 3/4" (19 mm). If riding
height is not as specified, check, repair or replace suspension components as necessary.
Fig. 1: Measuring Vehicle Height

JACKING & HOISTING
FLOOR JACK
Aerostar
To raise front of vehicle, position floor jack under horizontal portion of underbody frame member, behind front
wheel of side to be lifted. See Fig. 2 . To raise rear of vehicle, position floor jack under horizontal portion of
underbody frame member, ahead of wheel on side to be lifted. Floor jack may also be used under front
suspension lower control arms or rear axle.
All Other Models
Floor jack may be used under front suspension lower control arms or rear axle. See Fig. 3 -Fig. 8 . Observe
following precautions:
 Never use jack on any part of underbody.

 DO NOT raise entire vehicle at side rail, with jack midway between front and rear wheels, or permanent
body damage may result.
 DO NOT allow lifting plate fingers to contact axle cover plate when lifting at rear axle housing.
 If vehicle is equipped with a stabilizer bar, DO NOT lift at rear axle housing.
AXLE CONTACT HOIST
Ensure hoist contacts lower control arms or front crossmember, and rear axle.
FRAME CONTACT HOIST
Aerostar
Vehicle may be raised on single-post or twin-post swiveling arm, or ramp-type drive hoist. If using single-post
hoist, ensure lifting arms, pads or ramps are positioned at proper lifting points, and adequate underbody
clearance is maintained. To ensure underbody clearance, place wooden blocks between lifting pads and frame at
lift points. See Fig. 2 .
If vehicle is raised on a twin-post hoist, use caution not to damage suspension, rear axle cover and/or steering
linkage components. Front end adapters should be carefully positioned, as near wheels as possible, to ensure
maximum contact under center of lower suspension arms or spring supports.
Rear suspension hoist adapters (forks) should be placed under rear axle tubes. These adapters must not interfere
with lower control arm mounting brackets or hydraulic brake tubes. To avoid damage, DO NOT allow hoisting
forks to contact axle housing rear cover, stabilizer bar or brackets.
All Other Models
Vehicle may be raised on single-post or twin-post swiveling arm, or ramp-type drive hoist as long as wide hoist
adapters are used. If using single-post hoist, ensure lifting arms, pads or ramps are positioned at proper lifting
points, and adequate underbody clearance is maintained.
If vehicle is to be raised on a twin-post hoist, use caution not to damage suspension, rear axle cover and/or
steering linkage components. DO NOT allow lift pads to contact exhaust system components. See Fig. 3 -Fig.
8.
CAUTION: If single-post hoist is being used, add additional weight on rear end of
vehicle before removing rear axle, fuel tank, spare tire or liftgate. This will
prevent vehicle from tipping as center of gravity changes.
Fig. 2: Hoisting & Jacking Contact Points (Aerostar)

Fig. 3: Front Jacking Point (Bronco & F150/350 4WD)
Fig. 4: Front Jacking Point (E150/250/350 & F250/350 2WD)
Fig. 5: Rear Jacking Point (E150/350 & F150/350 2WD & 4WD)
Fig. 6: Front Jacking Point (Explorer & Ranger 2WD)

Fig. 7: Front Jacking Point (Explorer & Ranger 4WD)
Fig. 8: Rear Jacking Point (Bronco, Explorer & Ranger)
WHEEL ALIGNMENT PROCEDURES

CAMBER & CASTER ADJUSTMENT
Aerostar
To adjust front camber, loosen 2 upper control arm nuts. Add or remove equal amount of shims from shim pack.
Adding or removing an unequal amount of shims from shim pack will change caster. See Fig. 9 . Tighten upper
control arm nuts to specification when adjustment is complete. See TORQUE SPECIFICATIONS .
Fig. 9: Adjusting Front Camber/Caster (Aerostar)
NOTE: DO NOT bend axles or radius arms to change alignment.
Explorer & Ranger (Dana 35)
1. Raise and support vehicle. Remove front wheel assembly. On 4WD vehicles, remove snap ring on top of
camber/caster adjuster. Remove pinch bolt at upper ball joint and pry out adjuster from axle. See Fig. 10 .
2. Install appropriate NEW camber/caster adjuster and rotate to desired adjustment. See
CAMBER/CASTER ADJUSTER SPECIFICATION table. Tighten pinch bolt and install wheel
assembly. Check wheel alignment to verify correct adjustment.
CAMBER/CASTER ADJUSTER SPECIFICATION

Adjuster Type Degree Range
0.5° 0.75
1.0° 2.0
1.5° 3.0
Fig. 10: Adjusting Camber/Caster (Explorer & Ranger 2WD & 4WD)
E150/350 & F150/350
1. Measure camber and caster to determine adjustment required. Record specifications for use in selection of
camber/caster adjusters. To adjust, raise and support vehicle. Remove wheel assembly. Loosen pinch bolt
at top of upper ball joint and pry adjuster out of axle.
2. Install appropriate NEW camber/caster adjuster and rotate to desired adjustment. See
CAMBER/CASTER ADJUSTER SPECIFICATION table. Tighten pinch bolt to specification. See
TORQUE SPECIFICATIONS . Install wheel assembly. Check wheel alignment to verify correct
adjustment.
Bronco & F150/350
1. Camber and caster can be adjusted by changing the upper ball joint mounting sleeve. If adjustment is
required, raise vehicle and remove front wheel assembly.
2. Remove caliper. Remove upper ball joint cotter pin and nut. See Fig. 11 . Loosen lower ball joint nut to
end of stud. Break spindle loose from ball joint studs. Remove camber adjuster sleeve. Install replacement
ball joint mounting sleeve.
3. If increased camber is required, point arrow on mounting sleeve outward. If decreased camber is required,
point arrow on mounting sleeve inward. Install spindle. Apply Loctite and partially tighten lower ball
joint nut.
4. Install NEW upper ball joint nut and tighten upper and lower ball joint nuts to specification. See
TORQUE SPECIFICATIONS . Install caliper and wheel assembly. Check alignment to verify correct
adjustment.
NOTE: The following figures are Courtesy of Ford Motor Co.
Fig. 11: Adjusting Camber/Caster (Bronco & Pickup Shown; Others Similar)
F250 & F350 (4WD)

1. Caster is adjustable on vehicles with leaf spring suspension systems. Adjustment is performed by
inserting shims between spring and axle. Shims are available in zero, 1 and 2 degree increments. Zero
degree shim is used to adjust side-to-side height. To adjust caster, raise vehicle and support front axle.
CAUTION: Caster should always be adjusted on right front axle to avoid

changing front driveshaft alignment.
2. Loosen "U" bolt nuts and separate spring from axle. Install caster shim between spring and axle. Position
thin edge of shim to front of vehicle to increase caster. Position thin edge of shim to rear of vehicle to
decrease caster. Tighten "U" bolt nuts to specification. See TORQUE SPECIFICATIONS . Check
alignment to verify correct adjustment.
F350 (4WD)
Camber and caster are not adjustable on 4WD and F350 Super Duty monobeam-design vehicles.
TOE-IN ADJUSTMENT
Aerostar
Start engine. Center steering wheel. Secure steering wheel with holder and turn engine off. Loosen tie rod end
lock nut. Loosen steering gear dust boot clamp(s) at tie rod end. Turn tie rod end to obtain correct toe-in.
Tighten lock nut to specification. See TORQUE SPECIFICATIONS . Ensure steering gear dust boot is
straight after adjustment. Tighten dust boot clamp.
All Other Models
1. Measure toe-in with front wheels straight ahead, and steering wheel locked in a centered position. Adjust
toe-in by loosening clamps, and adjusting sleeve to obtain correct specification and maintain steering
wheel in centered position.
2. If steering wheel is not centered prior to wheel alignment, determine which wheel assembly is out of
adjustment, and compensate that side to center steering wheel. Multiple attempts may be necessary to
properly center steering wheel.
3. When tightening clamps, ensure clamp bolts are positioned so there will be no interference with other
parts throughout entire travel of steering linkage.
WHEEL ALIGNMENT SPECIFICATIONS

WHEEL ALIGNMENT SPECIFICATIONS
Application Preferred Range
Aerostar (2WD)
Camber (1) 0 -0.75 to 0.75
Caster (1) 3.5 2.5 to 4.5
Toe-In (2) 0.03 -0.1 to 0.16
Toe-In (1) 0.06 -0.2 to 0.32
Aerostar (4WD)
Camber (1) 0 -0.75 to 0.75
Caster (1) 4.5 3.75 to 5.25
Toe-In (2) -0.03 -0.16 to 0.1
Toe-In (1) -0.06 0.32 to 0.2
Bronco (3)
Camber (1) 0.25 -0.75 to 1.25
Caster (1) 4 2 to 6
Toe-In (2) 0.03 -0.08 to 0.15
Toe-In (1) 0.06 0.16 to 0.3
Explorer (2WD)
Camber (1) 0.25 -0.75 to 1.25
Caster (1) 5 4 to 6
Toe-In (2) 0 -0.13 to 0.13
Toe-In (1) 0 -0.25 to 0.25
Explorer (4WD)
Camber (1) 0.25 -0.75 to 1.25
Caster (1) 4.25 2.5 to 6
Toe-In (2) 0 -0.13 to 0.13
Toe-In (1) 0 -0.25 to 0.25
Ranger (2WD)
Camber (1) 0.25 -0.75 to 1.25
Caster (1) 4.75 3.5 to 6
Toe-In (2) 0 -0.13 to 0.13
Toe-In (1) 0 -0.25 to 0.25
Ranger (4WD)
Camber (1) 0.25 -0.75 to 1.25
Caster (1) 4.25 2.5 to 6
Toe-In (2) 0 -0.13 to 0.13
Toe-In (1) 0 -0.25 to 0.25
E150 (3)
Camber (1) 0.25 -0.75 to 1.25
Caster (1) 4.5 2 to 7
Toe-In (2) 0.03 -0.08 to 0.15
0.06 0.16 to 0.3
Toe-In (1)
E250 (3)
Camber (1) 0.5 -0.5 to 1.5
Caster (1) 4.5 2 to 7
Toe-In (2) 0.03 -0.08 to 0.15
Toe-In (1) 0.06 0.16 to 0.3
F150/250 (2WD) (3)
Camber (1) 0.25 -0.75 to 1.25
Caster (1) 4 2 to 6
Toe-In (2) 0.03 -0.08 to 0.15
Toe-In (1) 0.06 -0.16 to 0.3
F150 (4WD) (3)
Camber (1) 0.25 -0.75 to 1.25
Caster (1) 4 2 to 6
Toe-In (2) 0.03 -0.08 to 0.15
Toe-In (1) 0.06 -0.16 to 0.3
F250 (4WD)
Camber (1) 0.25 -0.75 to 1.25
Caster (1) 3.5 2 to 5
Toe-In (2) 0.03 -0.08 to 0.15
Toe-In (1) 0.06 -0.16 to 0.3
(1) Measurement in degrees.
(2) Measurement in inches.
(3) Specifications are for vehicles without aftermarket modifications. For vehicles with aftermarket
modifications, see Fig. 12 -Fig. 31 .
Fig. 12: Measuring Front Axle Gap - Explorer (2WD - Right & Left) & Ranger (2WD - Left)
Fig. 13: Measuring Front Axle Gap - Ranger (2WD - Right)
Fig. 14: Measuring Front Axle Gap - F150/250/350 (2WD)
Fig. 15: Measuring Front Axle Gap - F150 (4WD)
Fig. 16: Measuring Front Axle Gap - Explorer & Ranger (4WD)
Fig. 17: Measuring Front Axle Gap - E150/250/350
Fig. 20: Camber Angle - Explorer (2WD)
Fig. 21: Caster Angle - Explorer (2WD)

Fig. 22: Camber Angle - Ranger (2WD)

Fig. 23: Caster Angle - Ranger (2WD)
Fig. 24: Camber Angle - Explorer & Ranger (4WD)
Fig. 25: Caster Angle - Explorer & Ranger (4WD)
Fig. 26: Camber Angle - E-150/250/350
Fig. 27: Caster Angle - E-150/250/350
Fig. 28: Camber Angle - F-150 Pickup (2WD)
Fig. 29: Caster Angle - F-150/250/350 Pickup (2WD)
Fig. 30: Camber & Caster Angle - Bronco & F150 (4WD)
Fig. 31: Camber & Caster Angle - F250/350 (4WD)
Camber Adjuster Pinch Nut 48-65 (65-88)
Control Arm Nut 70-100 (95-136)
Lower Ball Joint Nut 95-110 (129-149)
Tie Rod End Clamp Nut 30-42 (41-57)
Tie Rod Lock Nut 43-50 (58-68)
"U" Bolt Nut 105 (142)
Upper Ball Joint Nut 85-100 (115-136)
WIPER/WASHER SYSTEM
ACCESSORIES & SAFETY EQUIPMENT Ford Motor Co. Wiper/Washer Systems

Windshield wipers are operated by a permanent magnet motor. Wiper arms and blades are mounted on pivot
shafts at each side of windshield.
Aerostar uses standard and interval wipers. Explorer and Ranger are equipped only with the interval
wiper/washer system. The circuit is protected by a circuit breaker located at the fuse block.
Aerostar and Explorer rear window wiper system consists of a motor mounted inside liftgate, arm and blade
assembly, control switch, and circuit breaker.
INTERVAL WIPER/WASHER
Low and high speed wiper operation is the same as standard wiper system. When wiper control switch is in
interval (INT) position, wipers make single sweeps, separated by a pause. The control wheel above wiper
control switch lever sets length of pause, from about one second to about 12 seconds.
ADJUSTMENTS
WIPER ARM ADJUSTMENT
On Aerostar, distance between wiper blade and top of cowl grille should be 2.4 - 3.5" (61-89 mm) on
windshield and 2.3 - 3.3" (56-84 mm) on rear window. On Explorer and Ranger, measurement is 2 - 3.2" (51-81
mm) on driver's side and 2.2 - 3.4" (56-86 mm) on passenger's side.
TROUBLE SHOOTING
WIPERS INOPERATIVE IN ALL POSITIONS
Battery Voltage Test
1. Unplug wiper motor connector. Set control switch to HIGH position. Check for battery voltage on circuits
No. 63 (Red wire) and No. 56 (Dark Blue/Orange wire). See appropriate chassis wiring diagram in
WIRING DIAGRAMS.
2. If battery voltage is present on both terminals, go to GROUND TEST. If battery voltage does not exist on
Dark Blue/Orange wire, check for the following conditions, and service as necessary.
 Malfunctioning interval governor
 Malfunctioning wiper switch
 Open connector
 Open in circuit No. 56 (Dark Blue/Orange)
3. If voltage is not present at either terminal, check for the following conditions, and service or repair as
necessary.
 Open circuit breaker in fuse panel
 Open connector
 Open in circuit No. 63 (Red wire)
Ground Test
Ground wiper motor case to good body ground. If wiper motor runs, repair wiper motor ground wire. If wiper
motor does not run, perform wiper motor current draw test. See WIPER MOTOR CURRENT DRAW TEST
under TESTING.
WIPERS INOPERATIVE OR ERRATIC IN INTERMITTENT OR LOW
1. Run wipers in HIGH position. If wipers do not hesitate, go to step 2). If wipers hesitate when they pass
through park position, check interval governor ground under mounting screw. If ground is okay, interval
governor is defective; service as required. If ground is not secure, tighten interval governor mounting
screws.
2. Unplug wiper motor connector. Set wiper switch to LOW position. Check circuit No. 58 (White wire) for
battery voltage. If battery voltage exists, check for malfunctioning wiper motor. Perform WIPER
MOTOR CURRENT DRAW TEST and service as required.
3. If voltage is not present, check for the following conditions, and service or replace as necessary.
 Open connector
 Malfunctioning wiper switch
 Open in circuit No. 58 (White wire)
WIPERS RUN IN OFF POSITION
Unplug wiper control switch. Turn ignition on. If wipers park, replace wiper control switch. If wipers continue
to run, check for a malfunctioning interval governor or wiper motor.
WIPERS WILL NOT PARK
Turn off ignition to stop wipers so they are not in park position. Unplug wiper motor. Connect jumpers to motor
connector. See Fig. 1 or Fig. 2 . If wipers park, check for the following conditions.
 Open connection
 Open in circuits No. 58 (White wire) or 28 (Black/Pink wire)
Service or repair as required. If wipers do not park, replace wiper motor.

Fig. 1: Performing Wiper Motor Park Test (Aerostar)
Fig. 2: Performing Wiper Motor Park Test (Explorer & Ranger)
WIPERS DO NOT RUN WHEN WASHER IS ACTIVATED
Ensure wipers operate with switch in LOW and HIGH positions. If wipers work, replace interval governor. If
wipers do not work, check for malfunctioning wiper switch and interval governor. Service or replace as
required.
TESTING
article in the ACCESSORIES/SAFETY EQUIP Section.
WIPER MOTOR CURRENT DRAW TEST
1. Disconnect negative battery cable. Disconnect linkage from motor. Unplug wiper connector. Connect
Green lead from Starting and Charging System Tester (078-00005) to positive battery post.
2. First, connect Red tester lead to low speed connection (White wire on mating connector), and observe
ammeter. Then connect Red tester lead to high speed connection (Dark Blue/Orange wire on mating
connector), and again observe ammeter. See Fig. 3 or Fig. 4 . Motor current draw should not exceed 3
amps for either measurement.
Fig. 3: Testing Wiper Motor Current Draw (Aerostar)
Fig. 4: Testing Wiper Motor Current Draw (Explorer & Ranger)
CIRCUIT BREAKER TEST
NOTE: To check for correct circuit breaker operation, perform both of the following
tests.
1. Before connecting circuit breaker to tester, short tester leads together, and adjust current draw until it
equals circuit breaker rating. Connect breaker to tester. Leave breaker connected to tester for 10 minutes
while maintaining rated current. If circuit breaker opens within 10 minutes, replace circuit breaker.
2. Again short tester leads together. Adjust current draw until it is twice rated current. Connect breaker.
Maintain twice rated current. Circuit breaker should open within 30 seconds. If not, replace circuit
breaker.
WIPER SWITCH CONTINUITY TEST
1. Check continuity between switch terminals. See Fig. 5 or Fig. 6 . See appropriate WIPER SWITCH
CONTINUITY table. Either a self-powered test light or an ohmmeter can be used with standard system.
An ohmmeter must be used with interval wiper system.
2. To detect marginal operation of switch, move switch lever while making measurements. If continuity or
resistance is not as specified, or if continuity is poor in any position, replace switch.
WIPER SWITCH CONTINUITY (Aerostar)

Position Terminals Condition
Wash OFF 590-993 No Continuity
Wash ON 590-993 Continuity
Wiper OFF 589-590 No Continuity
Wash OFF 590-993 103.3 k/ohms
" 589-993 47.6 k/ohms
Wiper LO 589-590 No Continuity
" 589-993 4.1 k/ohms
Wiper HI 589-993 No Continuity
Interval Wipe 589-590 No Continuity
(Maximum Delay) 590-993 103.3 k/ohms
Interval Wipe 589-590 No Continuity
(Minimum Delay) 590-993 3.3 k/ohms
" 589-993 11.3 k/ohms
WIPER SWITCH CONTINUITY (Explorer & Ranger)

Position Terminals Condition
Wash OFF 63-941 No Continuity
Wash ON 63-941 Continuity
Wiper OFF 56, 63, 65, No Continuity
Wash OFF 941, 993 **
Wiper LO 63-993 Continuity
Wash OFF 63-641, 65-941 No Continuity
Wiper HI 65, 63, 993 Continuity
Wash OFF 63, 65, 941 No Continuity
Interval Wipe 63-65 Continuity
(Maximum Delay) 63-993, 56-941 No Continuity
Wash OFF 61-589 7-13 k/ohms
Interval Wipe 63-65 Continuity
(Minimum Delay) 63-993, 56-941 No Continuity
Wash OFF 61-589 420-880 ohms
Fig. 5: Identifying Wiper Switch Terminals (Aerostar)
Fig. 6: Identifying Wiper Switch Terminals (Explorer & Ranger)
PARK TEST
1. Turn wipers on. Use ignition switch to stop wiper blades so blades are not in park position. Connect
jumper wires as shown. See Fig. 1 or Fig. 2 . Wiper should run one full cycle and then park. If motor
does not park or will not run to park position, replace motor.
2. If motor stops, check windshield wiper manual control switch and wiring for continuity. If switch and
wiring are okay and wiper does not stop in OFF or INT positions of switch, replace interval governor.
INTERVAL GOVERNOR TEST
If interval operation is not correct, check wiper motor current draw, wiper control switch, and all connecting
wires for continuity. If these components and wiring are okay, replace interval governor.
WASHER PUMP CURRENT DRAW TEST
Connect ammeter in series with washer pump. Acceptable current draw is 1.7-4 amps while washer pump is
running. If draw is too high, check for plugged outlet lines or a dirty screen in reservoir.
article in the ACCESSORIES/SAFETY EQUIP Section.

REAR WIPER MOTOR
Removal & Installation (Aerostar & Explorer)
1. Disconnect negative battery cable. Remove wiper arm and blade assembly. Remove pivot shaft attaching
nut, washer and pivot block. Remove liftgate trim panel.
2. On Aerostar, unplug electrical connector and remove motor wiring pins from inner panel. Remove rear
wiper motor.
3. On Explorer, remove motor bracket attaching screw and rectangular plate. Unplug the electrical
connector. Disengage wiring locator pins. Remove motor assembly. To install, reverse removal
procedure.
WINDSHIELD WIPER MOTOR
1. Turn wipers on. Use ignition switch to stop wipers when blades are vertical. Unplug wiper motor
connector. Remove wiper arms and cowl grille.
2. Remove linkage retaining clip and linkage from motor crank arm. Remove wiper motor retaining nuts and
motor. To install, reverse removal procedure.
1. Turn wipers on. Use ignition switch to stop wipers when blades are vertical. Unplug wiper motor
connector. Remove right wiper arm and blade. Disconnect negative battery cable. Remove right pivot nut.
Allow linkage to drop into cowl.
2. Remove linkage access cover. Reach through access cover opening and unsnap wiper motor clip. Push
clip away from linkage until it clears nib on crank pin. Push clip from linkage. Remove wiper linkage
from motor crank pin. Remove wiper motor retaining screws and motor. To install, reverse removal
procedure.
REAR WIPER CONTROL SWITCH
Disconnect negative battery cable. Remove trim shrouds. Remove left switch pod. Disconnect electrical
connector. Remove 2 cross-recessed screws. Remove switch. To install, reverse removal procedure.
Disconnect negative battery cable. Remove 2 ashtray retaining screws and ashtray. Remove instrument cluster
trim panel. Remove switch mounting bezel. Disconnect electrical connector. Push from connector side
mounting bezel until snap-in mounting clips release switch. To install, reverse removal procedure.
WINDSHIELD WIPER CONTROL SWITCH
Disconnect negative battery cable. Remove steering column shrouds. Remove switch retaining screws. Unplug
electrical connectors. To install, reverse removal procedure. Ensure PRNDL adjustment is correct after
installation.
INTERVAL GOVERNOR
Interval governor is located under left center of instrument panel. Disconnect negative battery cable. Remove
steering column shroud. Unplug interval governor connector from wiper control switch. Unplug interval
governor connector from instrument panel wiring harness. Remove mounting screws and interval governor. See
Fig. 7 . To install, reverse removal procedure.
Fig. 7: Locating Windshield Wiper Interval Governor
WIPER ARMS
Removal
Raise wiper blade away from windshield. Move slide latch away from pivot shaft to unlock wiper arm from
pivot shaft. Pull off wiper arm.
Installation
1. Ensure pivot shaft is in park position. Push main arm head over pivot shaft. Hold main arm head onto
pivot shaft while raising blade end of wiper arm.
2. Push slide latch into lock under pivot shaft head. Lower blade to windshield. If blade does not touch
windshield, slide latch is not properly positioned.
PIVOT SHAFT & LINKAGE
Remove wiper arms. Remove cowl top grille. Remove clip retaining linkage to crank arm of wiper motor.
Remove pivot retaining screws. Remove linkage from vehicle. To install, reverse removal procedure.
Remove wiper arms. Remove left or right linkage access cover (left and right linkage assemblies are serviced
separately). Remove left pivot nut. Lower linkage. Slide linkage out through left access opening.
Installation
Install clip completely onto right linkage. Ensure clip is completely on. DO NOT put linkage on motor crank
pin and then attempt to install clip. Slide left pivot shaft and linkage through access opening. Position pivot
shaft in place. Reinstall left wiper pivot shaft nut and linkage cover.
REAR WASHER PUMP & RESERVOIR
Remove right side quarter trim panel. Disconnect filler hose. Unplug pump electrical connector. Remove
reservoir retaining screws. Remove reservoir. To install, reverse removal procedure.
FRONT WASHER PUMP & RESERVOIR
1. Remove reservoir assembly from vehicle. Remove pump washer retaining ring. Using pliers, grasp
washer pump wall and pull pump out. Remove seal and impeller assembly. Clean reservoir.
2. To install washer pump, align small projection on motor end cap with slot in reservoir. Using a one-inch,
12-point socket, press retaining ring with hand pressure against motor end plate. Install reservoir.
WIRING DIAGRAMS
See appropriate chassis wiring diagram in the WIRING DIAGRAMS Section.
WIRING DIAGRAMS
WIRING DIAGRAMS Ford Motor Co. Wiring Diagrams
IDENTIFICATION
COMPONENT LOCATION MENU

COMPONENT LOCATIONS
Component Figure No. (Location)
A/C WOT CUTOUT RELAY 8 (C 29)
ALTERNATOR 1 (B-C 1-2)
ASHTRAY ASSEMBLY 12 (C 47)
BACK-UP LIGHT SWITCH 7 (A-D 25)
BATTERY 1 (A 3)
BEAM SELECT SWITCH 10 (C-D 37-38)
BLOWER MOTOR 8 (C 28)
BLOWER MOTOR RELAY 8 (C 28)
BRAKE DIODE/RESISTOR 6 (B 23)
BRAKE FLUID LEVEL SWITCH 6 (B 20)
CARGO LIGHT 13 (B-D 50)
CIG LIGHTER 12 (C 47)
CLUTCH TRIPLE FUNCTION SWITCH 7 (A-D 27)
CLUTCH TRIPLE FUNCTION SWITCH JUMPER 6 (A 20)
CRUISE CONTROL MODULE 8 (A-B 31)
CRUISE CONTROL SWITCH 8 (C 30)
DAYTIME RUNNING LIGHTS 17
DIRECTIONAL FLASHER 6 (E 22)
DIRECTIONAL HAZARD SWITCH 10 (C-D 36-37)
DISTRIBUTORLESS IGNITION MODULE (2.3L) 2 (E 4)
ELECTRONIC ENGINE CONTROL POWER RELAY (2.3L) 2 (A 4)
ELECTRONIC DISTRIBUTORLESS IGNITION SYSTEM 5 (E 16)
ELECTRONIC ENGINE CONTROL (EEC) (2.3L) 2 (A-D 4)
ELECTRONIC SHIFT CONTROL MODULE 9 (B-C 32, D-E 32)
ELECTRONIC SHIFT CONTROL SWITCH 9 (C 32, E 32)
FUEL PUMP RELAY (2.3L) 2 (A 7)
FUEL TANK SENDER 11 (A 43, D 41)
FUSE PANEL 6 (C-E 21-22)
GEAR SELECT SWITCH 7 (A-B 24, D-E 24)
GLOVE BOX LIGHT 10 (C 36)
HEADLIGHT SWITCH 10 (C-D 38-39)
HEATED EXHAUST GAS O2 SENSOR (HEGO)#1 (3.OL) 4 (C 15)
HEATED EXHAUST GAS O2 SENSOR (HEGO)#2 (3.0L) 4 (C-D 15)
HEATED EXHAUST GAS O2 (HEGO) SENSOR (2.3L) 2 (C 7)
HEATER/A/C CONTROL SWITCH 8 (D-E 28)
HIGH LEVEL STOP LIGHT 14 (A 54)
HORN RELAY 8 (A 30)
HORN SWITCH 8 (A 30)
IGNITION COIL (2.9L) 3 (E 8)
IGNITION SWITCH 6 (A 21-22)
INSTRUMENT CLUSTER (EXPLORER) 11 (A-C 40)
INSTRUMENT CLUSTER (RANGER) 11 (C-E 42-43)
INTERVAL GOVERNOR 10 (B 38-39)
LEFT FRONT DIRECTIONAL/STOP LIGHT RELAY 14 (B 52)
LEFT FRONT DOOR COURTESY LIGHT 13 (B 50)
LEFT FRONT DOOR LIGHT SWITCH 13 (A 50, D 48)
LEFT FRONT POWER DOOR LOCK SWITCH 12 (D 44, D 46)
LOW OIL LEVEL RELAY 10 (A 36)
LUMBAR SEAT SWITCH 13 (B-C 48, C-D 48)
MAF SENSOR (2.3L) 2 (A 7)
MAF SENSOR (3.0L) 4 (A 15)
MAP SENSOR (4.0L) 5 (A 19)
MASTER POWER WINDOW SWITCH 12,13 (A 45-47, C-D 50-51)
ONE TOUCH MODULE 12 (B 44)
POWER DISTRIBUTION BOX 1 (C-E 3)
POWER MIRROR SWITCH 12 (C-D 44)
POWER SEATS 15,16
RABS MODULE 8 (D 31)
RABS VALVE SWITCH ASSEMBLY 8 (E 31)
REAR DEFOGGER CONTROL 14 (C 52)
REAR WASHER MOTOR 14 (D 53)
REAR WIPER SWITCH 14 (C 53-54)
RIGHT DIRECTIONAL STOP LIGHT RELAY
14 (A 52)
RIGHT FRONT DOOR COURTESY LIGHT 13 (B 50)
SELF TEST OUTPUT CONNECTOR (2.3L) 2 (B 7)
SPEED SENSOR 8 (B 29-30)
STARTER RELAY 1 (B 3)
STOP LIGHT SWITCH 10 (E 38)
TAILLIGHT RELAY 14 (A 52)
TFI IGNITION MODULE (3.0L) 4 (E 12)
TRAILER CONNECTOR 14 (B 52)
WARNING CHIME MODULE 10 (A 37)
WASHER MOTOR 10 (A 37-38)
WIPER SWITCH 10 (A 38-39)
GROUND LOCATIONS TABLE

GROUND LOCATIONS
Component Figure No. (Location)
GROUNDA: (RIGHT SIDE OF ENGINE N/A
COMPARTMENT
ATTACHED TO RIGHT QUARTER PANEL) 1 (A 2)
GROUNDB: (LOWER RIGHT SIDE OF ENGINE N/A
COMPARTMENT
ON FRAME RAIL) 1 (A 2)
GROUNDC: (IN FRONT OF STARTER MOTOR) 1 (A 2)
GROUNDD: (LEFT FRONT OF ENGINE N/A
COMPARTMENT
NEAR RADIATOR) 1 (E 2)
GROUNDE: (RIGHT SIDE OF KICK PANEL) 5 (B 17)
GROUNDF: (LEFT SIDE OF VEHICLE BEHIND 7 (C 25)
KICK PANEL)
GROUNDG: (BEHIND RIGHT COWL PANEL N/A
BELOW
ELECTRONIC ENGINE CONTROL) 8 (A 29)
GROUNDH: (BEHIND RIGHT COWL PANEL IN N/A
FRONT
OF ELECTRONIC ENGINE CONTROL) 8 (B 29)
GROUNDI: (RIGHT SIDE OF INSTRUMENT N/A
PANEL
MOUNTED TO RIGHT SIDE OF KICK PANEL) 8 (B 29)
GROUNDJ: (TOP OF RIGHT FENDER APRON) 8 (E 30)
GROUNDK: (TOP CENTER OF LEFT FENDER 9 (A-B 33)
APRON)
GROUNDL: (GROUND TO SHEET METAL AT N/A
ELECTRONIC
SHIFT CONTROL MODULE) 9 (B 33)
GROUNDM: (ON FLOOR PAN BELOW LEFT 9 (D 33)
FRONT SEAT)
GROUNDN: (NEAR CENTER OF VEHICLE IN 14 (C-D 55)
LIFTGATE)
GROUNDO: (REAR CENTER OF VEHICLE N/A
ABOVE ROOF PANEL) 14 (C-D 55)
GROUNDP: (L;EFT REAR CORNER OF 14 (D 55)
VEHICLE)
WIRING DIAGRAMS
Fig. 1: Engine Compt./Headlights/Power Distribution Box (Grids 1-3)
Fig. 2: Electronic Engine Control (EEC) (2.3L) (Grids 4-7)
Fig. 6: Fuse Block & Ignition Switch (Grids 20-23)
Fig. 7: Gear Select Switch Ranger/Explorer (Grids 24-27)
Fig. 8: A/C Heater/Cruise Control/RABS Switches (Grids 28-31)
Fig. 9: Electronic Shift Control Module (Grids 32-35)
Fig. 10: Wiper/Beam Select/Hazard Sw./Warn. Chime Mod. (Grids 36-39)
Fig. 11: Instrument Clusters (Grids 40-43)
Fig. 12: Master Pw. Window (EXPLORER) Door/Mirror Sw. (Grids 44-47)
Fig. 13: Master Power Window (RANGER) Seat Switches (Grids 48-51)
Fig. 14: Passenger Compartment & Taillights (Grids 52-55)
Fig. 15: Power Seats (1 of 2)
Fig. 16: Power Seats (2 of 2)
Fig. 17: Daytime Running Lights
ENGINE PERFORMANCE
Wiring Diagrams
WIRING DIAGRAMS
Fig. 1: Wiring Diagram (2.3L - Ranger)
Fig. 3: Wiring Diagram (3.0L - Aerostar)
Fig. 5: Wiring Diagram (4.0L - Aerostar)
Fig. 6: Wiring Diagram (4.0L - Explorer & Ranger)
Fig. 7: Wiring Diagram (4.9L - Bronco & Pickup)
Fig. 8: Wiring Diagram (4.9L - Van)
Fig. 9: Wiring Diagram (5.0L & 5.8L - Bronco & Pickup)
Fig. 10: Wiring Diagram (5.0L & 5.8L - Van)
Fig. 11: Wiring Diagram (7.3L Diesel - Pickup)
Fig. 12: Wiring Diagram (7.3L Diesel - Van)
Fig. 13: Wiring Diagram (7.5L - Pickup)
Fig. 14: Wiring Diagram (7.5L - Van)

19336922-1FESARM-1994 Ford Explorer Service and Repair Manual

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19336922-1FESARM-1994 Ford Explorer Service and Repair Manual

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1991-1994 Ford Explorer

Service & Repair Manual

A4LD Electronic Controls

Aerostar AWD/4.0L Standard

Aerostar AWD/4.0L Standard

DESCRIPTION & OPERATION

KOEO & KOER Codes (Hard Faults)

CAUTION: Continuous Memory Codes should be recorded when retrieved during

 Analog Volt-Ohmmeter (VOM)

SELF-TEST CONNECTOR LOCATIONS

KOEO & KOER SELF-TEST Codes

Continuous Memory Codes

WARNING: When battery is disconnected, vehicle computer and memory systems

 For 1986-90 Aerostar, see COMPUTER RELEARN PROCEDURES .

 Visual Check And Vehicle Preparation

VISUAL CHECK & EQUIPMENT HOOKUP

Analog Volt-Ohmmeter (VOM)

Follow manufacturer's instructions to hook up equipment and record service codes.

STAR Series Tester

COMPUTED TIMING CHECK

CONTINUOUS MONITOR MODE (WIGGLE TEST)

KOEO Wiggle Test Procedure

KOER Wiggle Test Procedure

ADDITIONAL SYSTEM FUNCTIONS

CHECK ENGINE Light & Malfunction Indicator Light (MIL)

Output State Check

Failure Mode Effects Management (FMEM), Code 98 Or 998

Hardware Limited Operational Strategy (HLOS)

Cylinder Balance Test

CYLINDER BALANCE TEST SERVICE CODES

SERVICE CODE REFERENCE CHART

NOTE: A breakout box, connected to vehicle harness at ECA, is necessary to perform

HOW TO USE CIRCUIT TEST

CIRCUIT TEST TC (TRANSMISSION SOLENOID TEST)

 Engine base condition (cam timing, valves rings, etc.).

 Wiring harness circuits CCO, SS 3/4, and VPWR.

CIRCUIT TEST TC ACRONYMS

A4LD SERVICE CODE IDENTIFICATION

Fig. 3: Identifying A4LD Transmission Connector

 Circuit open or grounded.

Ford A4LD Overhaul

(2) 1989 Only

Removal & Installation

EXTENSION HOUSING SEAL & BUSHING

WARNING: When battery is disconnected, vehicle computer and memory systems

Removal & Installation

Removal & Installation

NOTE: When TROUBLE SHOOTING symptom indicates computer/computer controlled

Clutch & Band Application Chart

Fig. 6: A4LD Trouble Shooting Symptom Charts (1 of 11)

SHIFT SPEED TEST

 Converter Electronically Unlocks (When Accelerator Pedal Is Released)

CAUTION: DO NOT exceed 60 MPH speedometer reading.

Shift Speed Vacuum Gauge Readings (Except Mustang)

SHIFT SPEEDS (3.0L AEROSTAR & RANGER W/3.73 AXLE RATIO)

SHIFT SPEEDS (4.0L AEROSTAR W/3.73 AXLE RATIO)

SHIFT SPEEDS (EXPLORER W/3.08 AXLE RATIO)

SHIFT SPEEDS (2.3L RANGER W/3.73 AXLE RATIO)

SHIFT SPEEDS (2.9L RANGER W/3.45 AXLE RATIO)

SHIFT SPEEDS (4.0L RANGER W/3.08 AXLE RATIO)

Shift Speed Vacuum Gauge Readings (Mustang)

SHIFT SPEEDS (MUSTANG W/3.73 AXLE RATIO)

VACUUM DIAPHRAGM UNIT TEST