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1997 Ford Explorer ANTI-THEFT SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Anti-Theft System

ANTI-THEFT SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Anti-Theft System

DESCRIPTION The anti-theft system is designed to prevent unauthorized entry into the passenger or engine compartment. When triggered, the system will provide audible and visual alarms. The horn will sound, and headlights, parking lights and alarm indicator will flash. In addition, the starter system will be disabled, preventing the vehicle from being started until the alarm system has been deactivated. The system is controlled by a Remote Anti-Theft Personality (RAP) module. Whenever the system is armed, unauthorized entry will be detected by switches located in each door, a lock tamper detection switch at the liftgate lock cylinder, a hood switch, or the ignition key lock cylinder sensor. An alarm indicator is located on the instrument panel.

OPERATION ANTI-THEFT SYSTEM Arming System

There are 3 ways to arm the system: z z z

Press remote entry transmitter LOCK button to lock doors. Simultaneously press 7/8 and 9/0 buttons on driver's door keypad. Open a door, then press power door lock button to lock doors.

The system will arm about 30 seconds after all doors are closed. The THEFT warning light will glow steadily until the system is armed, then flash quickly every 2 seconds until the system is triggered or disarmed. Disarming System

There are 4 ways to disarm the system: z z z z

Unlock doors by pressing remote entry transmitter UNLOCK button once. Unlock doors by entering unlock code at driver's door keypad. Unlock any door with key. Press remote entry transmitter PANIC button while the alarm is sounding.

Triggering System

Alarm will be triggered whenever any of the following actions occur while the system is armed: z

Any door is opened without first using key or remote entry transmitter.

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1997 Ford Explorer ANTI-THEFT SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Anti-Theft System

z z z

Hood is opened. Ignition switch is tampered with. PANIC button on remote entry transmitter is pressed.

Tampering with ignition switch will trigger alarm even if system is disarmed. Within 2-3 minutes, horns and lights will shut off automatically. The system will then reset to an armed state and will trigger again if another intrusion occurs. The starting system will remain disabled until the system is disarmed.

COMPONENT TESTING Before performing any tests on anti-theft system, check the following to eliminate common problems. Correct any obvious defects before proceeding. z z z z z z z z

Hood/liftgate alignment. Door locks binding. Blown fuse(s). Loose or corroded connections. Damaged wiring. Damaged RAP module. Faulty horn, headlights, hazard flashers, interior lights or power door locks. Inoperative remote entry transmitter system.

DOOR DISARM SWITCH Measure resistance of door disarm switch with key removed from door lock. Resistance should be more than 25 k/ohms. Measure resistance with key in lock and unlock positions. Resistance should be less than 200 ohms. If resistance is not as specified, replace door switch. IGNITION KEY LOCK CYLINDER SENSOR Unplug RAP module. Module is located above and to rear of left rear wheelwell. Measure resistance between pins No. 14 (Black/White wire) and No. 17 (Dark Green/White wire) at harness connector. If resistance is not 145-175 ohms, replace lock cylinder sensor, or repair Dark Green/White and/or Black/White wire. See WIRING DIAGRAMS . HOOD SWITCH Unplug RAP module. Module is located above and to rear of left rear wheelwell. Measure resistance between pins No. 14 (Black/White wire) and No. 23 (Tan/Light Green wire) at harness connector. Resistance should be more than 25 k/ohms with hood closed, and less than 200 ohms with hood open. If resistance is not as specified, replace hood switch and/or repair Black/White and/or Tan/Light Green wire. See WIRING DIAGRAMS .

SYSTEM TESTING Helpmelearn February-12-08 5:37:33 PM

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1997 Ford Explorer ANTI-THEFT SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Anti-Theft System

TEST INDEX (1) Go To Test Symptom DTC B1562: Door Lock Cylinder Circuit Shorted To Ground A DTC B1522: Hood Switch Circuit Shorted To Ground B DTC B1845: Ignition Lock Anti-Theft Switch Circuit Failure C DTCs B1322, B1330, B1334, B1338 & B1574: Door Ajar Circuit Short To Ground E (Step 8) No Module Communication With RAP Module D Alarm System Does Not Arm Or Disarm Properly E Alarm System Does Not Disarm After Activation F Alarm Indicator Does Not Turn On To Indicate Arming G Horn, Headlights/Exterior Lights Always On Continuously H System Activates Falsely J (1) For DTCs not listed here or communication problems, see MODULE COMMUNICATIONS NETWORK article.

NOTE:

A New Generation Star (NGS) tester is required for system testing.

SELF-TEST 1. Close hood. Doors do not have to be closed. NGS tester does not monitor door ajar switch states during RAP SELF-TEST. Connect NGS tester. Select RAP, diagnostic test modes, on demand SELF-TEST. Perform test. Monitor following outputs: z One horn chirp. z One parking light flash. z THEFT LED lit for 5 seconds. z Anti-theft relay clicking on and off for 5 seconds. If SELF-TEST was completed, go to next step. If SELF-TEST did not run, tester indicates module is not responding. Go to step 3). 2. If NGS tester indicates that system passed, system is operating properly. If system failed or symptoms are present, refer to TEST INDEX table for specific testing. 3. Turn ignition on. Retry SELF-TEST. If SELF-TEST was completed, go to step 2). If SELF-TEST did not run, go to next step. 4. Turn ignition off. Disconnect RAP module. Check voltage at connector C409 terminal No. 12 (White/Light Blue wire). Turn ignition on. Check voltage at connector C410 terminal No. 25 (Black/Pink wire). If voltage is more than 9 volts at both terminals, go to next step. If voltage is less than 9 volts at either terminal, repair or replace fuse and/or wiring. 5. Check continuity between connector C409 terminal No. 14 (Black/White wire) and ground. If resistance is less than 100 ohms, go to next step. If resistance is 100 ohms or more, repair open Black/White wire and retest. 6. Disconnect NGS tester, RAP module, ABS module, air bag module and GEM module. Check ALDL Helpmelearn February-12-08 5:37:33 PM

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1997 Ford Explorer ANTI-THEFT SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Anti-Theft System

connector terminal No. 7 (Light Blue/White wire) for short to power or ground and open circuit. If Light Blue/White wire is okay, go to next step. If Light Blue/White wire is open or shorted, repair and retest. 7. Reconnect NGS tester and RAP module only. Perform SELF-TEST. If system completes SELF-TEST, diagnose and replace other module that interferes with RAP module communication. If system will not complete SELF-TEST, see MODULE COMMUNICATIONS NETWORK article. TEST A: DTC B1562 DOOR LOCK CYLINDER CIRCUIT SHORTED TO GROUND 1. Turn ignition off. Connect and operate NGS tester according to manufacturer's instructions. Select DR_DARM PID from RAP PID list. IF DR_DARM PID reads ACTIVE, go to next step. IF DR_DARM PID does not read ACTIVE, rerun RAP module SELF-TEST. 2. Disconnect RAP module connector C336. Check continuity between connector C336 terminal No. 9 (Dark Green/Purple wire) and ground. If resistance is more than 10,000 ohms, replace RAP module and retest. If resistance is 10,000 ohms or less, repair Dark Green/Purple wire and retest. TEST B: DTC B1522 HOOD SWITCH CIRCUIT SHORTED TO GROUND NOTE:

DTC B1522 will be stored if hood is seen as open for 5 consecutive arming cycles. It will also be stored if hood is open during SELF-TEST.

1. Turn ignition off. Connect and operate NGS tester according to manufacturer's instructions. Select HOOD_SW PID from RAP PID list. If HOOD_SW PID reads PUNCHD with hood closed, go to next step. If HOOD_SW PID does not read PUNCHD with hood closed, rerun RAP module SELF-TEST. 2. Disconnect RAP module connector C336. Check continuity between connector C336 terminal No. 23 (Tan/Light Green wire) and ground. If resistance is more than 10,000 ohms, replace RAP module and retest. If resistance is 10,000 ohms or less, repair or replace hood switch and/or Tan/Light Green wire TEST C: DTC B1845 IGNITION LOCK ANTI-THEFT SWITCH CIRCUIT FAILURE NOTE:

Vehicles produced between 4/1/96 and 7/29/96 are considered early production. Vehicles produced 7/29/96 and later are considered late production.

1. Turn ignition off. Connect and operate NGS tester according to manufacturer's instructions. Select IGN_RES PID from RAP PID list. If PID reads 162 ohms, rerun SELF-TEST. If resistance is not as specified, go to next step. 2. Disconnect RAP connector C336. On early production Mountaineer, check continuity between connector C336 terminal No. 17 (Dark Green/White wire) and C336 terminal No. 14 (Black/White wire). On all others, check continuity between connector C336 terminal No. 17 (Dark Green/White wire) and C338 terminal No. 14 (Black/White wire). 3. If resistance is 140-200 ohms, replace RAP module and retest. If resistance is not as specified, check continuity between Connector C336 terminal No. 17 (Dark Green/White wire) and ground. If resistance is 140-200 ohms, repair open Black/White wire and retest. If resistance is not as specified, repair Dark Green/White wire and/or replace ignition lock anti-theft switch and retest. TEST D: NO MODULE COMMUNICATION WITH RAP MODULE Helpmelearn February-12-08 5:37:33 PM

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1997 Ford Explorer ANTI-THEFT SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Anti-Theft System

1. Check power distribution box fuse No. 3 (20-amp) and fuse panel fuse No. 20 (7.5-amp). If fuses are okay, go to next step. If fuses are blown, repair short to ground and replace fuse(s). 2. Remove fuse No. 20 from fuse panel. Disconnect GEM connector C281. Check continuity between fuse panel and ground. If resistance starts above one megohm and drops to less than 3000 ohms, go to next step. If resistance is not as specified, go to step 4). 3. Disconnect RAP connector C338. Check voltage at connector C338 terminal No. 12 (White/Light Blue wire). If voltage is more than 10 volts, go to next step. If voltage is 10 volts or less, repair White/Light Blue wire and retest. 4. Disconnect RAP connector C336. Ensure resistance between connector C336 terminal No. 25 (Black/Pink wire) and ground is more than 10,000 ohms. Ensure resistance is less than 5 ohms between connector C336 terminal No. 25 (Black/Pink wire) and fuse No. 20 terminal in fuse panel. If resistance is as specified, go to next step. If resistance is not as specified, repair Black/Pink wire and retest. 5. On early production Mountaineer, check continuity between connector C336 terminal No. 14 (Black/White wire) and ground. On all others, check continuity between connector C338 terminal No. 14 (Black/White wire) and ground. If resistance is less than 5 ohms, see MODULE COMMUNICATIONS NETWORK article. If resistance is more than 5 ohms, repair Black/White wire and retest. TEST E: ALARM SYSTEM DOES NOT ARM OR DISARM PROPERLY NOTE:

If RAP module reads shorted door disarm switch or shorted all door unlock signal, RAP will disarm anti-theft system.

1. Turn ignition off. Press door lock switches to lock and unlock doors. Use key to lock and unlock doors. If locks work properly, go to next step. If locks do not work properly, see DOOR LOCKS & TRUNK RELEASE - POWER article. 2. Press remote entry transmitter to lock and unlock doors. If locks work properly, go to next step. If locks do not work properly, see KEYLESS ENTRY SYSTEM - REMOTE article. 3. Press 7/8 and 9/0 buttons on door keypad to lock all doors. Enter unlock code on door keypad to unlock driver door. If locks work properly, go to next step. If locks do not work properly, see KEYLESS ENTRY SYSTEM - REMOTE article. 4. Open driver door window. Arm system using remote entry transmitter. If THEFT indicator does not light, wait at least 45 seconds after all doors are closed and locked then reach through window and open door to trigger alarm system. If system armed and triggered, go to next step. If alarm did not arm or trigger, go to step 7). 5. Confirm system is disarmed by using UNLOCK button on remote entry transmitter. Arm system, without using remote entry transmitter, as described in OPERATION. If system arms, go to next step. If system does not arm, go to step 7). 6. Arm and trigger system. If THEFT indicator does not light for 30 seconds during pre-arming and flash when system is triggered, go to TEST G. If THEFT indicator lights, system is normal. 7. Connect and operate NGS tester according to manufacturer's instructions. Select DOORRAP PID from RAP PID list. Close all doors. DOORRAP PID should read CLOSED. Open any door. DOORRAP PID should read AJAR. Repeat test for each door. If DOORRAP PIDs are normal, go to step 13). If DOORRAP PID reads only CLOSED, go to step 10). If DOORRAP PID reads only AJAR, go to next step. Helpmelearn February-12-08 5:37:33 PM

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1997 Ford Explorer ANTI-THEFT SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Anti-Theft System

8. Check for DTCs. If DTC B1322, B1330, B1574, B1338 or B1334 exist, repair appropriate pin switch and/or circuit. See appropriate wiring diagram in ILLUMINATION/INTERIOR LIGHTS article. See DTC INDEX table for code definitions. If no codes exist, go to next step. DTC INDEX Code B1322 B1330 B1334 B1338 B1574

Description Left Front Door Ajar Circuit Short To Ground Right Front Door Ajar Circuit Short To Ground Liftgate Door/Glass Ajar Circuit Short To Ground Right Rear Door Ajar Circuit Short To Ground Left Rear Door Ajar Circuit Short To Ground

9. Turn ignition off. Disconnect RAP module connector C336. Turn ignition on. Close all doors. Check continuity between connector C336 terminal No. 11 (Light Blue/White wire) and ground. If resistance is more than 10,000 ohms, replace RAP module and retest. If resistance is 10,000 ohms or less, repair Light Blue/White wire and retest. 10. Select D_DR_SW PID from GEM PID list. Close all doors. PID should read CLOSED. Open driver door. PID should read AJAR. Repeat test for P_DR_SW (passenger door), LRDR_SW (left rear door), RRDR_SW (right rear door), and LGATE_SW (liftgate) if equipped. If PIDs are correct, go to next step. If any PID is not correct, diagnose and repair appropriate switch and/or circuit. 11. Turn ignition off. Disconnect RAP module connector C336 and GEM connector C281. Check continuity between connector C336 terminal No. 11 and connector C281 terminal No. 3 (Light Blue/White wire). If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair Light Blue/White wire and retest. 12. Open driver door. Check continuity between connector C336 terminal No. 11 and ground. If resistance is 10,000 ohms or more, replace GEM and retest. If resistance is less than 10,000 ohms, replace RAP module and retest. 13. Select IGN_RAP PID from RAP PID list. Turn ignition off. IGN_RAP PID should read OFF. Turn ignition on. IGN_RAP PID should read RUN/ACC. If PIDs are correct, go to step 16). If PID only reads OFF, go to step 15). If PID only reads RUN/ACC, go to next step. 14. Turn ignition off. Disconnect RAP module connector C336. Check voltage at connector C336 terminal No. 25 (Black/Pink wire). If voltage is more than 10 volts, repair Black/Pink wire and retest. If voltage is 10 volts or less, replace RAP module and retest. 15. Turn ignition off. Disconnect RAP module connector C336. Turn ignition on. Check voltage at connector C336 terminal No. 25 (Black/Pink wire). If battery voltage exists, replace RAP module and retest. If battery voltage does not exist, repair Black/Pink wire and retest. 16. Select DR_DARM PID from RAP PID list. DR_DARM PID should read NOT_ACT. Turn key in each lock while monitoring DR_DARM PID. DR_DARM PID should read ACTIVE when key is in unlock position at each lock. If all PIDs are correct, go to step 19). If DR_DARM PID only reads ACTIVE, go to next step. If DR_DARM PID only reads NOT_ACT, go to step 18). 17. Turn ignition off. Disconnect RAP module connector C336. Check continuity between connector C336 terminal No. 9 (Dark Green/Purple wire) and ground. If resistance is more than 10,000 ohms, replace RAP module and retest. If resistance is 10,000 ohms or less, repair Dark Green/Purple wire and retest. 18. Turn ignition off. Disconnect RAP module connector C336. Check continuity between connector C336 Helpmelearn February-12-08 5:37:33 PM

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1997 Ford Explorer ANTI-THEFT SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Anti-Theft System

19.

20.

21.

22.

terminal No. 9 (Dark Green/Purple wire) and ground while holding key in unlocked position. If resistance is more than 10,000 ohms, repair Dark Green/Purple wire and retest. If resistance is 10,000 ohms or less, replace RAP module and retest. Select DD_LOCK PID from RAP PID list. Turn key in each lock to lock position while monitoring DD_LOCK PID. If DD_LOCK PID reads LOCK for each lock switch, go to step 21). If DD_LOCK PID does not read LOCK for each lock switch, go to next step. Reconnect all connectors. Select DOOR LOCK CONTROL from RAP ACTIVE COMMAND list and lock doors by commanding LOCK ON. Check continuity between connector C338 terminal No. 22 (Pink/Yellow wire) and ground while commanding doors to lock. If resistance is more than 10,000 ohms, replace RAP module and retest. If resistance is 10,000 ohms or less, repair Pink/Yellow wire and retest. Select DD_LOCK PID from RAP PID list. Press door lock switches to unlock position while monitoring DD_LOCK PID. If DD_LOCK PID reads UNLOCK for each lock switch, system is okay. If DD_LOCK PID does not read UNLOCK for each lock switch, go to next step. Select DOOR LOCK CONTROL from RAP ACTIVE COMMAND list and unlock doors by commanding UNLOCK ON. Check continuity between connector C338 terminal No. 11 (Pink/Light Green wire) and ground while commanding doors to unlock. If resistance is more than 10,000 ohms, replace RAP module and retest. If resistance is 10,000 ohms or less, repair Pink/Light Green wire and retest.

TEST F: ALARM SYSTEM DOES NOT DISARM AFTER ACTIVATION 1. Arm system as outlined in OPERATION. Disarm system using remote entry transmitter by pressing UNLOCK. If system disarmed and theft indicator turned off, go to step 3). If system did not disarm, go to next step. 2. Press UNLOCK on remote entry transmitter. If door unlocks, replace RAP module and retest. If door does not unlock, see KEYLESS ENTRY SYSTEM - REMOTE article. 3. Arm system. Disarm system by turning key in driver's door to UNLOCK. Repeat arming and disarming using all other doors. If system disarmed and theft indicator turned off for all locks, go to step 5). If system did not disarm, go to next step. 4. Unlock each door. If doors unlock, go to step 11). If doors do not unlock, repair lock, linkage or latch and retest. 5. Arm system. Disarm system by entering code on door keypad to UNLOCK. If system disarmed and theft indicator turned off, go to step 7). If system did not disarm, go to next step. 6. Unlock door by entering code on door keypad. If door does not unlock, see KEYLESS ENTRY SYSTEM - REMOTE article. If door unlocks, replace RAP module and retest. 7. Arm system. Disarm system by turning ignition switch on. If system disarmed and theft indicator turned off, system is operating properly. If system did not disarm, go to next step. 8. Turn ignition off. Connect and operate NGS tester according to manufacturer's instructions. Enter RAP, PID/DATA. Select IGN_RAP PID.Turn ignition off. IGN_RAP PID should read OFF. Turn ignition on. IGN_RAP PID should read RUN/ACC. If both PIDs were correct, system is operating properly. If IGN_RAP PID only read OFF, go tostep 10). If IGN_RAP PID only read RUN/ACC, go to next step. 9. Turn ignition off. Disconnect RAP module connector C336. Check voltage at connector C336 terminal No. 25 (Black/Pink wire). If voltage is 10 volts or more, repair Black/Pink wire and retest. If voltage is less than 10 volts, replace RAP module and retest. Helpmelearn February-12-08 5:37:33 PM

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1997 Ford Explorer ANTI-THEFT SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Anti-Theft System

10. Turn ignition off. Disconnect RAP module connector C336. Turn ignition on. Check voltage at connector C336 terminal No. 25 (Black/Pink wire). If battery voltage exists, replace RAP module and retest. If battery voltage does not exist, repair Black/Pink wire and retest. NOTE:

If door mechanically unlocks and opens without anti-theft system sensing UNLOCK, door switch will activate alarm.

11. Turn ignition off. Connect and operate NGS tester according to manufacturer's instructions. Select DR_DARM PID. DR_DARM PID should read NOT_ACT. Turn key in each lock while monitoring DR_DARM PID. DR_DARM PID should read ACTIVE when key is in unlock position at each lock. If both PIDs were correct, replace RAP module and retest. If DR_DARM PID only read ACTIVE, go to next step. If DR_DARM PID only read NOT_ACT, go to step 13). 12. Turn ignition off. Disconnect RAP module connector C336. Check resistance between connector C336 terminal No. 9 (Dark Green/Purple wire) and ground. If resistance is more than 10,000 ohms, replace RAP module and retest. If resistance is 10,000 ohms or less, repair Dark Green/Purple wire and retest. 13. Turn ignition off. Disconnect RAP module connector C336. Check resistance between connector C336 terminal No. 9 (Dark Green/Purple wire) and ground while lock is held in unlock position. If resistance is more than 10,000 ohms, repair Dark Green/Purple wire and retest. If resistance is 10,000 ohms or less, replace RAP module and retest. TEST G: ALARM INDICATOR DOES NOT TURN ON TO INDICATE ARMING NOTE:

Do not apply battery voltage to LED alarm indicator.

1. Connect and operate NGS tester according to manufacturer's instructions. Select ACTIVE COMMAND for RAP module, and turn THEFT LED on. If LED lights, system is okay. If LED does not light, go to next step. 2. Disconnect instrument cluster connector C286. Select ACTIVE COMMAND for RAP module, and turn THEFT LED on. Check voltage between connector C286 terminal No. 6 (Dark Blue/Light Green wire) and ground. If voltage is more than 3 volts, go to step 4). If voltage is less than 3 volts, go to next step. 3. Disconnect RAP module connector C338. Check continuity between connector C338 terminal No. 16 and connector C286 terminal No. 6 (Dark Blue/Light Green wire). Check resistance between connector C338 terminal No. 16 (Dark Blue/Light Green wire) and ground. If resistance is less than 5 ohms between terminals and more than 10,000 ohms between terminal and ground, replace RAP module and retest. If resistance is more than 5 ohms between terminals or less than 10,000 ohms between terminal and ground, repair Dark Blue/Light Green wire and retest. TEST H: HORN, HEADLIGHTS/EXTERIOR LIGHTS ALWAYS ON CONTINUOUSLY 1. Perform disarming sequence by turning key in door lock to unlock position. If horn and lights are still activated, go to next step. If alarm is shut off, system is normal. 2. Turn ignition off. Disconnect RAP module. If horn and lights are staying on or cycling on and off, repair White/Purple wire and/or Yellow/Light Green wire and retest. If horn and lights are off, replace RAP module and retest. Helpmelearn February-12-08 5:37:33 PM

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1997 Ford Explorer ANTI-THEFT SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Anti-Theft System

TEST J: SYSTEM ACTIVATES FALSELY 1. Connect and operate NGS tester according to manufacturer's instructions. Enter RAP, PID/DATA. Select AL_EVT1 through AL_EVT8. Write down last 8 alarm events in case display changes. If tester displays 2 DROPEN triggers, go to next step. If tester does not display 2 DROPEN triggers, go to step 8). 2. Enter RAP, PID/DATA. Select DOORRAP. Close all doors, liftgate, and liftgate glass. NGS DOORSTATE display should be CLOSED. Open each door, liftgate, and liftgate glass separately. NGS DOORSTATE display should be AJAR. If both states appear as specified, test for intermittent door switch operation by repeating test. If display is always AJAR, go to next step. If display is always CLOSED, go to step 5). 3. Close all vehicle doors. Perform SELF-TEST. If DTC B1322, B1330, B1574, B1338 or B1334 are present, see ILLUMINATION/INTERIOR LIGHTS article. If DTC B1322, B1330, B1574, B1338 or B1334 are not present, go to next step. 4. Disconnect RAP module connector C336. Close all doors. Check continuity between connector C336 terminal No. 11 (Light Blue/White wire) and ground. If resistance is more than 10,000 ohms, replace RAP module and retest. If resistance is 10,000 ohms or less, repair Light Blue/White wire, and retest. 5. Connect NGS tester and select D_DR_SW PID from GEM PID list. Close all doors. D_DR_SW PID should read CLOSED. Open driver door. D_DR_SW PID should read AJAR. Repeat test with P_DR_SW (passenger door), LR_DR_SW (left rear door), RR_DR_SW (right rear door) and LGATE_SW (liftgate). If PID changed from CLOSE to AJAR, go to next step. If PID did not change, see ILLUMINATION/INTERIOR LIGHTS article. 6. Disconnect RAP module connector C336 and GEM connector C281. Check continuity between connector C336 terminal No. 11 (Light Blue/White wire) and connector C281 terminal No. 3. If resistance is more than 5 ohms, repair Light Blue/White wire and retest. If resistance is 5 ohms or less, reconnect GEM connector and go to next step. 7. Open driver door. Check continuity between connector C336 terminal No. 11 (Light Blue/White wire) and ground. If resistance is more than 10,000 ohms, replace GEM and retest. If resistance is 10,000 ohms or less, replace RAP module and retest. 8. Check list of alarm events from step 1). If two or more PANIC triggers are listed, go to next step. If no PANIC triggers are listed, go to step 10). 9. Two or more PANIC triggers may indicate accidental triggering by owner. If problem is not caused by accidental triggering, go to next step. 10. Check list of alarm events from step 1). If two or more IGNTAMP triggers are listed, go to next step. If no IGNTAMP triggers are listed, go to step 13). NOTE:

The anti-theft system may be triggered by disconnecting RAP module. If connector C336 (26-pin) is disconnected first, an IGNTAMP alarm event will be stored, even though the alarm (horn/lights) may not sound until module is reconnected. Always disconnect connector C338 (22-pin) first and reconnect last.

11. Turn ignition off. Connect NGS tester. Select IGN_RES PID from RAP PID list. If PID reads 162 ohms, sensor input is okay. If PID reading is not 162 ohms, go to next step. 12. Disconnect RAP module connector C336. Check resistance between connector C336 terminal No. 17 Helpmelearn February-12-08 5:37:33 PM

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1997 Ford Explorer ANTI-THEFT SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Anti-Theft System

(Dark Green/White wire) and ground. If resistance is 140-200 ohms, replace RAP module and retest. If resistance is not 140-200 ohms, repair Dark Green/White wire or replace ignition lock anti-theft switch and retest. 13. Check list of alarm events from step 1). If two or more HOODTR triggers are listed, go to next step. If no HOODTR triggers are listed, system tests okay. 14. Connect NGS tester. Select HOOD_SW PID from RAP PID list. If PID reads NOTPUN, switch input is okay, and system tests normal. If PID does not read NOTPUN, go to next step. 15. Disconnect RAP module connector C336. Check resistance between connector C336 terminal No. 23 (Tan/Light Green wire) and ground. If resistance is more than 10,000 ohms, replace RAP module and retest. If resistance is 10,000 ohms or less, repair Tan/Light Green wire or replace hood switch and retest.

REMOVAL & INSTALLATION WARNING: Disable air bag system before working around steering column or removing any air bag system component. See appropriate AIR BAG RESTRAINT SYSTEM article. 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 GENERAL INFORMATION before disconnecting battery. RAP MODULE Removal & Installation

Module is located above and to rear of left rear wheelwell. Disconnect negative battery cable. Remove trim panel. Remove control module bracket screws. Unplug 22-pin connector, then 26-pin connector. Separate control module from retaining bracket. To install, reverse removal procedure. HOOD SWITCH Removal & Installation

Disconnect negative battery cable. Locate hood switch on right side of fender apron. Remove switch screw. Unplug electrical connector. Remove switch. To install, reverse removal procedure. IGNITION KEY LOCK CYLINDER SENSOR Removal & Installation

Disconnect negative battery cable. Remove ignition key lock cylinder from steering column housing. Slide ignition key lock cylinder sensor from steering column. Sensor is located next to key warning buzzer switch. Unplug electrical connector. Remove sensor. To install, reverse removal procedure. Helpmelearn February-12-08 5:37:33 PM

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1997 Ford Explorer ANTI-THEFT SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Anti-Theft System

WIRING DIAGRAMS

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1997 Ford Explorer ANTI-THEFT SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Anti-Theft System

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1997 Ford Explorer ANTI-THEFT SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Anti-Theft System

Fig. 1: Remote Keyless Entry (Anti-Theft) System Wiring Diagram (1 of 2)

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1997 Ford Explorer ANTI-THEFT SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Anti-Theft System

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1997 Ford Explorer ANTI-THEFT SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Anti-Theft System

Fig. 2: Remote Keyless Entry (Anti-Theft) System Wiring Diagram (2 of 2)

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

DESCRIPTION & OPERATION Vehicle has 2 module communications networks. The Powertrain Control Module (PCM) and Electronic Automatic Temperature Control (EATC) module are connected to the multiplex communications network through a pair of twisted wires or BUS. The BUS consists of a (+) circuit No. 914 and a (-) circuit No. 915. The air bag diagnostic monitor and all other optional modules, the Generic Electronic Module (GEM), Remote AntiTheft Personality (RAP) module, 4-wheel anti-lock brake module and Automatic Ride Control (ARC) module, are connected to the ISO 9141 diagnostic communications network through a single wire (circuit No. 70). Both networks are connected to the Data Link Connector (DLC). For module locations, see COMPONENT LOCATIONS TABLE. In the event that a system failure exists, a Diagnostic Trouble Code (DTC) will be stored in the module. A New Generation Star (NGS) scan tester and Data Link Connector (DLC) may be used for retrieving and clearing DTCs from the module. DTC may be used for system diagnosis. COMPONENT LOCATIONS Component Air Bag Diagnostic Monitor Anti-Lock Brake Module Automatic Ride Control (ARC) Module Data Link Connector (DLC) Electronic Automatic Temperature Control Module (EATC) Generic Electronic Module (GEM) Remote Anti-Theft Personality (RAP) Module Powertrain Control Module (PCM)

Location Behind Instrument Panel On Passenger's Side Left Side Of Engine Compartment Behind Left Center Of Instrument Panel Below Driver's Side Of Instrument Panel,To Right Of Steering Column Behind Center Of Instrument Panel Behind Center Of Instrument Panel Behind Left Rear Quarter Panel Mounted Through Cowl, On Passenger's Side

REPAIRING BUS WIRING NOTE:

Following procedure must be used to ensure proper repair is performed on BUS wiring. BUS wiring is sensitive to moisture and oxidation and must be properly sealed to ensure proper operation of the module communications network. Regular heat shrink tubing is NOT sufficient, heat shrink tubing containing hot melt wax is required.

1. When performing a repair on the BUS wiring, ensure the wires on the BUS are twisted at a rate of 33-40 winds per 3.3 ft. (1 meter). The twists should start within approximately 4.9" (124 mm) from any connector. Use only 20 AWG standard wire gauge for repairs. 2. If performing a splice in the wiring, strip .75" (19.0 mm) of insulation from one wire and 1.50" (38.1 mm) Helpmelearn February-12-08 5:34:54 5:34:44 PM

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

of insulation from the other wire. Perform STEP 1. See Fig. 1 . Place hot melt wax heat shrink tubing over one wire. 3. Twist stripped portion of the wires together. Solder connection using resin core RMA solder. DO NOT use acid core solder. Bend wires to allow installation of heat shrink tubing. Perform STEP 2. See Fig. 1 . 4. Position heat shrink tubing over splice area. Using heat gun, evenly heat the heat shrink tubing until wax flows from both ends of heat shrink tubing.

Fig. 1: Repairing BUS Wiring Courtesy of FORD MOTOR CO.

COMMUNICATION NETWORK DIAGNOSTICS NOTE:

When performing diagnostic procedures on module communications network,

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

proper sequence must be used. See DIAGNOSTIC PROCEDURE SEQUENCE. DIAGNOSTIC PROCEDURE SEQUENCE NOTE:

Following diagnostic procedure sequence should be followed for diagnosing module communications network.

1. Verify customer's original problem. Inspect vehicle for any obvious electrical component wiring or connector damage. 2. Inspect pins in 16-pin Data Link Connector (DLC) for damage. See Fig. 2 . The DLC is located below driver's side of instrument panel, to right of steering column. If pins are okay, go to next step. If pins are damaged, repair as necessary and proceed to next step. 3. Ensure transmission is in Park. Ensure all controls and switches are in the OFF position. Connect New Generation Star (NGS) scan tester on Data Link Connector (DLC). 4. Check that all doors, hood and trunk are fully closed. Perform proper hook-up procedure and vehicle selection for scan tester. See EQUIPMENT HOOK-UP . NOTE:

DO NOT touch any handle or switch that may produce a module input unless instructed to do so by the scan tester.

5. Perform data link diagnostics. See DATA LINK DIAGNOSTICS . 6. Retrieve continuous Diagnostic Trouble Codes (DTCs) from selected module. See RETRIEVING DIAGNOSTIC TROUBLE CODES . Record all continuous DTCs. 7. Clear continuous DTCs from selected module. See CLEARING DIAGNOSTIC TROUBLE CODES . 8. Perform On-Demand Self-Test on selected module. See ON-DEMAND SELF-TEST. Record all DTCs obtained when performing On-Demand Self-Test. 9. If no DTCs were obtained when retrieving continuous DTCs or performing On-Demand Self-Test, problem is not related to module communications network. Return to test procedure that sent you here and continue diagnosis by symptom. 10. If DTCs were obtained when retrieving continuous DTCs or performing On-Demand Self-Test, proceed to DIAGNOSTIC TROUBLE CODE (DTC) DEFINITIONS for DTC identification and reference to proper DTC testing procedure. DIAGNOSTIC TROUBLE CODE (DTC) DEFINITIONS are listed after TESTING in this article. NOTE:

When performing specified test procedures, technician may be instructed to retrieve Parameter Identification (PID) information on a specified component. For information on retrieving PID, see RETRIEVING PARAMETER IDENTIFICATION (PID) INFORMATION. Technician may also be instructed to perform an ACTIVE COMMAND on a specified component to verify operation of systems controlled by the module being tested. For ACTIVE COMMAND operation, see DIAGNOSTIC COMMAND. It may also be necessary to verify correct version of module being tested. For module version identification procedure, see MODULE VERSION IDENTIFICATION .

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

EQUIPMENT HOOK-UP NOTE:

Manufacturer recommends using New Generation Star (NGS) scan tester for diagnosis of module communications network.

1. Ensure ignition is off. Select proper program card for scan tester for vehicle application. With scan tester facing away from you, insert program card into scan tester. Ensure program card is properly inserted into scan tester or scan tester will not operate. 2. Connect scan tester to the 16-pin Data Link Connector (DLC). See Fig. 2 . The DLC is located below driver's side of instrument panel, to right of steering column. 3. Connect scan tester power cable to battery source or cigarette lighter socket. Turn ignition on. Scan tester automatically performs a initialization test. Initialization test checks the scan tester memory and verifies that vehicle interface module matches program card for scan tester. If an error message is now displayed on scan tester, refer to scan tester operator's manual for system messages. 4. The menu item VEHICLE AND ENGINE SELECTION should be highlighted on scan tester. Press trigger to select VEHICLE AND ENGINE SELECTION. 5. Rotate dial on scan tester to menu item SELECT NEW VEHICLE MODEL AND YEAR, and press trigger to select. Select model year, vehicle and engine size by rotating dial to highlight the selection, and press trigger to select. If selected vehicle is not displayed, repeat this step.

Fig. 2: Identifying Data Link Connector (DLC) Courtesy of FORD MOTOR CO. DATA LINK DIAGNOSTICS 1. Connect New Generation Star (NGS) scan tester on Data Link Connector (DLC) and perform proper hook-up procedure. See EQUIPMENT HOOK-UP . 2. Turn ignition on. Rotate dial on scan tester to menu item DIAGNOSTIC DATA LINK and press trigger. A test will be performed on the BUS (circuit No. 914 and 915) for the module communications network and the ISO 9141 communication link (circuit No. 70). This is the Light Blue/White wire that goes between terminal No. 7 on DLC and the air bag diagnostic monitor and other optional modules. 3. If scan tester displays CKT 70 = SYSTEM PASSED, ISO 9141 communication link is operating Helpmelearn February-12-08 5:34:44 PM

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

properly. If scan tester does not display CKT 70 = SYSTEM PASSED, go to next step. 4. If scan tester displays CKT 70 = 00000000F, go to TEST H: NO MODULE/NETWORK COMMUNICATIONS - ISO 9141 under TESTING . If scan tester does not display CKT 70 = 00000000F, go to next step. 5. If scan tester displays CKT 70 = (module of interest listed here) NO RESPONSE/NOT EQUIPPED, go to SYMPTOM INDEX TABLE under SYMPTOM TESTING to continue diagnosis. If scan tester does not display CKT 70 = (module of interest listed here) NO RESPONSE/NOT EQUIPPED, test is passed. RETRIEVING DIAGNOSTIC TROUBLE CODES NOTE:

Procedure may be used for retrieving continuous Diagnostic Trouble Codes (DTCs).

1. Connect New Generation Star (NGS) scan tester to Data Link Connector (DLC) and perform proper hook-up procedure. See EQUIPMENT HOOK-UP . NOTE:

If instructed to retrieve Diagnostic Trouble Codes (DTCs) from a specified test procedure, ensure ignition is in proper position as listed in test procedure or the test will fail.

2. Turn ignition on unless otherwise instructed by specified test procedure. Rotate dial on scan tester to DIAGNOSTIC DATA LINK menu and press trigger. 3. Rotate dial on scan tester to highlight the desired module you wish to access. Ensure DIAGNOSTIC TEST MODES is highlighted and press trigger. 4. Rotate dial on scan tester to highlight RETRIEVE/CLEAR CONTINUOUS DTC and press trigger. Press button No. 3 to start. 5. Record all Diagnostic Trouble Codes (DTCs) that are displayed for specified module. Proceed to DIAGNOSTIC TROUBLE CODE (DTC) DEFINITIONS for DTC identification and reference for proper DTC testing procedure. DIAGNOSTIC TROUBLE CODE (DTC) DEFINITIONS are listed after TESTING in this article. CLEARING DIAGNOSTIC TROUBLE CODES 1. Connect New Generation Star (NGS) scan tester on Data Link Connector (DLC) and perform proper hook-up procedure. See EQUIPMENT HOOK-UP . NOTE:

If instructed to clear Diagnostic Trouble Codes (DTCs) from a specified test procedure, ensure ignition is in proper position as listed in test procedure or the test will fail.

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

4. Rotate dial on scan tester to highlight RETRIEVE/CLEAR CONTINUOUS DTC and press trigger. Press button No. 3 to start. 5. To clear an individual DTC from a selected module, rotate dial on scan tool to highlight the DTC to be cleared. Press button No. 8. This will clear only that DTC from that module. 6. To clear all DTCs from a selected module, press button No. 7. This clears all DTCs from that module. ON-DEMAND SELF-TEST NOTE:

On-Demand Self-Test may be used to verify operation of a selected module.

1. Connect New Generation Star (NGS) scan tester on Data Link Connector (DLC) and perform proper hook-up procedure. See EQUIPMENT HOOK-UP . NOTE:

If instructed to perform On-Demand Self-Test from a specified test procedure, ensure ignition is in proper position as listed in test procedure or the test will fail.

2. Turn ignition on unless otherwise instructed by specified test procedure. Rotate dial on scan tester to DIAGNOSTIC DATA LINK menu and press trigger. 3. Rotate dial on scan tester to highlight the desired module to be tested and press trigger. Ensure DIAGNOSTIC TEST MODES is highlighted and press trigger. 4. Rotate dial on scan tester to highlight ON-DEMAND SELF-TEST and press trigger. Press button No. 3 to start the test. Prepare vehicle for entry condition as specified for each module. Press trigger. Record any Diagnostic Trouble Codes (DTCs) that are displayed. RETRIEVING PARAMETER IDENTIFICATION (PID) INFORMATION NOTE:

This procedure may be used to verify operation of input circuitry for selected module being tested.

1. Connect New Generation Star (NGS) scan tester on Data Link Connector (DLC) and perform proper hook-up procedure. See EQUIPMENT HOOK-UP . NOTE:

If instructed to retrieve PID from a specified test procedure, ensure ignition is in proper position as listed in test procedure or the test will fail.

2. Turn ignition on unless otherwise instructed by specified test procedure. Rotate dial on scan tester to DIAGNOSTIC DATA LINK menu and press trigger. 3. Rotate dial on scan tester to highlight the desired module you wish to access and press trigger. Rotate dial on scan tester to PID/DATA MONITOR AND RECORD and press trigger. 4. Rotate dial on scan tester to highlight the PID acronyms you wish to view and press trigger. Repeat this procedure until all desired PIDs are selected. When all PID acronyms have been selected, press button No. 7 to view all selected PIDs. Helpmelearn February-12-08 5:34:44 PM

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

DIAGNOSTIC COMMAND NOTE:

This procedure may be used to verify operation of output circuitry for selected module being tested.

1. Connect New Generation Star (NGS) scan tester on Data Link Connector (DLC) and perform proper hook-up procedure. See EQUIPMENT HOOK-UP . NOTE:

If instructed to retrieve PID from a specified test procedure, ensure ignition is in proper position as listed in test procedure or the test will fail.

2. Turn ignition on unless otherwise instructed by specified test procedure. Rotate dial on scan tester to DIAGNOSTIC DATA LINK menu and press trigger. 3. Rotate dial on scan tester to highlight the desired module you wish to access and press trigger. Rotate dial on scan tester to highlight ACTIVE/COMMAND MODES and press trigger. 4. Rotate dial on scan tester to selected command and press trigger. MODULE VERSION IDENTIFICATION NOTE:

This procedure may be used to verify correct version of module being tested.

1. Connect New Generation Star (NGS) scan tester on Data Link Connector (DLC) and perform proper hook-up procedure. See EQUIPMENT HOOK-UP . NOTE:

If instructed to retrieve PID from a specified test procedure, ensure ignition is in proper position as listed in test procedure or the test will fail.

2. Turn ignition on unless otherwise instructed by specified test procedure. Rotate dial on scan tester to DIAGNOSTIC DATA LINK menu and press trigger. 3. Rotate dial on scan tester to highlight the desired module you wish to access and press trigger. Rotate dial on scan tester to highlight MODULE IDENTIFICATION menu and press trigger. Module version information will be displayed. SYMPTOM TESTING SYMPTOM INDEX Condition Anti-Lock Brake System (ABS) Module Does Not Respond To NGS Tester Remote Anti-Theft Personality (RAP) Module Does Not Respond To NGS Tester Generic Electronic (GEM) Module Does Not Respond To NGS Tester Air Bag Diagnostic Monitor Does Not Respond To NGS Tester Powertrain Control Module (PCM) Does Not Respond To NGS Tester

Go To Test "A" "B" "C" "D" "E"

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

Air Ride Control (ARC) Module Does Not Respond To NGS Tester No Module/Network Communication - BUS No Module/Network Communication - ISO 9141 Electronic Automatic Temperature Control (EATC) Module Does Not Respond To NGS Tester

"F" "G" "H" "J"

TESTING WARNING: Deactivate air bag system before performing any service operation. See AIR BAG RESTRAINT SYSTEM article. Do not apply electrical power to any component on steering column without first deactivating air bag system. Air bag may deploy. COMMUNICATION NETWORK FAILURE NOTE:

When testing for communication network failure, always start by performing DATA LINK DIAGNOSTICS under COMMUNICATION NETWORK DIAGNOSTICS.

TEST A: ANTI-LOCK BRAKE SYSTEM (ABS) MODULE DOES NOT RESPOND TO NGS TESTER 1. Turn ignition off. Disconnect ABS module connector C186 located at left side of engine compartment. Inspect connector for physical damage, bent terminals or corrosion. Repair or replace connector as necessary and retest system. See Fig. 3 . If connector is okay, go to next step. 2. Measure resistance of Light Blue/White wire between ABS module connector C186, terminal No. 16 and Data Link Connector (DLC), terminal No. 7. If resistance is less than 5 ohms, replace ABS module and retest system. If resistance is more than 5 ohms, go to next step. 3. Disconnect and inspect both halves of bulkhead connector C148 located at left rear of engine compartment. Inspect connector for physical damage, bent terminals or corrosion. Repair or replace connector as necessary and retest system. See Fig. 3 . If connector is okay, go to next step. 4. Measure resistance of Light Blue/White wire between ABS module connector C186, terminal No. 16 and bulkhead connector C148, terminal No. 16. See Fig. 3 . If resistance is less than 5 ohms, repair open in Light Blue/White wire between DLC and bulkhead connector, and retest system. If resistance is more than 5 ohms, repair open in Light Blue/White wire between ABS module connector C186 and bulkhead connector C148 and retest system.

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

Fig. 3: Identifying ABS Module Connector C186 & Bulkhead Connector C148 (Male Half) Courtesy of FORD MOTOR CO. TEST B: REMOTE ANTI-THEFT PERSONALITY (RAP) MODULE DOES NOT RESPOND TO NGS TESTER 1. Turn ignition off. Disconnect RAP module connector C336 located behind left rear quarter panel. Inspect connector for physical damage, bent terminals or corrosion. Repair or replace connector as necessary and retest system. See Fig. 4 . If connector is okay, go to next step. 2. Measure resistance of Light Blue/White wire between RAP module connector C336, terminal No. 3 and Data Link Connector (DLC), terminal No. 7. If resistance is less than 5 ohms, replace RAP module and retest system. If resistance is more than 5 ohms, go to next step. 3. Disconnect and inspect both halves of bulkhead connector C212 located at left corner of instrument panel, near cowl panel grommet. Inspect connector for physical damage, bent terminals or corrosion. Repair or replace connector as necessary and retest system. See Fig. 4 . If connector is okay, go to next step. 4. Measure resistance of Light Blue/White wire between RAP module connector C336, terminal No. 3 and bulkhead connector C212 (male half), terminal No. 51. See Fig. 4 . If resistance is less than 5 ohms, repair open in Light Blue/White wire between bulkhead connector C212 (female half) and DLC and retest system. If resistance is more than 5 ohms, repair open in Light Blue/White wire between RAP module connector C336 and bulkhead connector C212 and retest system. Helpmelearn February-12-08 5:34:44 PM

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

Fig. 4: Identifying RAP Module Connector C336 & Bulkhead Connector C212 (Male Half) Courtesy of FORD MOTOR CO. TEST C: GENERIC ELECTRONIC MODULE (GEM) DOES NOT RESPOND TO NGS TESTER 1. Turn ignition off. Disconnect GEM connector C280 located behind center of instrument panel. Measure resistance of Light Blue/White wire between GEM connector C280, terminal No. 25 and Data Link Connector (DLC), terminal No. 7. See Fig. 5 . If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open in Light Blue/White wire between GEM connector and DLC and retest system. 2. Inspect GEM connector C280 for physical damage, bent terminals or corrosion. Repair or replace connector as necessary and retest system. If connector is okay, go to next step. 3. Inspect DLC for physical damage, bent terminals or corrosion. Repair or replace connector as necessary and retest system. If connector is okay, check power and ground circuits to GEM. See WIRING DIAGRAMS . If fault is found, repair as necessary and retest system. If no fault is found, replace GEM and retest system.

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

Fig. 5: Identifying GEM Connector C280 & DLC Courtesy of FORD MOTOR CO. TEST D: AIR BAG DIAGNOSTIC MONITOR DOES NOT RESPOND TO NGS TESTER 1. Turn ignition off. Disconnect air bag diagnostic monitor connector C233 located behind right side of instrument panel. See Fig. 6 . Inspect air bag diagnostic monitor connector C233 for physical damage, bent terminals or corrosion. Repair or replace connector as necessary and retest system. If connector is okay, go to next step. 2. Inspect Data Link Connector (DLC) for physical damage, bent terminals or corrosion. Repair or replace connector as necessary and retest system. If connector is okay, go to next step. 3. Measure resistance of Light Blue/White wire between air bag diagnostic monitor connector C233, terminal No. 12 and DLC, terminal No. 7. See Fig. 6 . If resistance is less than 5 ohms, replace air bag Helpmelearn February-12-08 5:34:45 PM

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

diagnostic monitor and retest system. If resistance is more than 5 ohms, repair open in Light Blue/White wire between air bag diagnostic monitor connector DLC and retest system.

Fig. 6: Identifying Air Bag Diagnostic Monitor Connector C233 & DLC Courtesy of FORD MOTOR CO. TEST E: POWERTRAIN CONTROL MODULE (PCM) DOES NOT RESPOND TO NGS TESTER 1. Turn ignition off. Disconnect Powertrain Control Module (PCM) connector C202 located in engine compartment, at right side of firewall. Inspect PCM connector C202 for physical damage, bent terminals or corrosion. Repair or replace connector as necessary and retest system. If connector is okay, go to next step. 2. Measure resistance of Tan/Orange wire between PCM connector C202, terminal No. 16 and Data Link Helpmelearn February-12-08 5:34:45 PM

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

Connector (DLC), terminal No. 2. See Fig. 2 and Fig. 7 . If resistance is less than 5 ohms, replace PCM and retest system. If resistance is more than 5 ohms, go to next step. 3. Measure resistance of Pink/Light Blue wire between PCM connector C202, terminal No. 15 and DLC, terminal No. 10. See Fig. 2 and Fig. 7 . If resistance is less than 5 ohms, replace PCM and retest system. If resistance is more than 5 ohms, go to next step. 4. Disconnect and inspect both halves of bulkhead connector C147 located at left rear corner engine compartment. Inspect connector for physical damage, bent terminals or corrosion. Repair or replace connector as necessary and retest system. See Fig. 7 . If connector is okay, go to next step. 5. Measure resistance of Tan/Orange wire between PCM connector C202, terminal No. 16 and male half of bulkhead connector C147, terminal No. 21. Measure resistance of Pink/Light Blue wire between PCM connector C202, terminal No. 15 and male half of bulkhead connector C147, terminal No. 25. See Fig. 7 . If resistance is less than 5 ohms, repair connectors and/or appropriate wire between female half of bulkhead connector C147 and DLC and retest system. If resistance is more than 5 ohms, repair connectors and/or appropriate wire between male half of bulkhead connector C147 and PCM connector and retest system.

Fig. 7: Identifying PCM Connector C202 & Bulkhead Connector C147 (Male Half) Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 5:34:45 PM

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

TEST F: AIR RIDE CONTROL (ARC) MODULE DOES NOT RESPOND TO NGS TESTER 1. Turn ignition off. Disconnect Gray Air Ride Control (ARC) module connector C2000 located left center of instrument panel. See Fig. 8 . Inspect ARC module connector C2000 for physical damage, bent te rminals or corrosion. Repair or replace connector as necessary and retest system. If connector is okay, go to next step. 2. Inspect Data Link Connector (DLC) for physical damage, bent terminals or corrosion. Repair or replace connector as necessary and retest system. If connector is okay, go to next step. 3. Measure resistance of Light Blue/White wire between ARC module connector C2000, terminal No. 29 and DLC, terminal No. 7. See Fig. 8 . If resistance is less than 5 ohms, replace ARC module and retes t system. If resistance is more than 5 ohms, repair open in Light Blue/White wire between ARC module connector DLC and retest system.

Fig. 8: Identifying ARC Connector C2000 (Gray) & DLC Courtesy of FORD MOTOR CO. TEST G: NO MODULE/NETWORK COMMUNICATIONS - BUS Helpmelearn February-12-08 5:34:45 PM

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

1. Inspect NGS tester connector for physical damage, bent terminals or corrosion. Repair or replace connector as necessary and retest system. If connector is okay, go to next step. 2. Turn ignition off. Inspect Data Link Connector (DLC) for physical damage, bent terminals or corrosion. Pay particular attention to terminals No. 2 (Tan/Orange wire) and No. 10 (Pink/Light Blue wire). See Fig. 2 or Fig. 9 . Repair or replace connector as necessary and retest system. If connector is okay, go to next step. 3. If vehicle is not equipped with Electronic Automatic Temperature Control (EATC), go to step 11). If vehicle is equipped with EATC, go to next step. 4. Disconnect Black Electronic Automatic Temperature Control (EATC) module connector C297 located behind center of instrument panel. Measure resistance of Tan/Orange wire between EATC module connector C297, terminal No. 14 and DLC, terminal No. 2. See Fig. 9 . If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open in Tan/Orange wire between EATC connector and DLC and retest system. 5. Measure resistance of Pink/Light Blue wire between EATC module connector C297, terminal No. 13 and DLC, terminal No. 10. See Fig. 9 . If resistance is less than 5 ohms, go to next step. If resistan ce is more than 5 ohms, repair open in Pink/Light Blue wire between EATC connector and DLC and retest system.

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

Fig. 9: Identifying EATC Module Connector C297 (Black) & DLC Courtesy of FORD MOTOR CO. 6. Perform data link diagnostics. See DATA LINK DIAGNOSTICS under COMMUNICATION NETWORK DIAGNOSTICS . If DTC 00000003 is displayed, go to next step. If DTC 00000003 is not displayed, replace EATC module and retest system. 7. Ensure ignition is on. Measure voltage between DLC, terminals No. 2 (Tan/Orange wire) and No. 4 (Black wire). See Fig. 2 . If voltage is zero, go to step 9). If voltage is not zero, go to next step. 8. Measure voltage between DLC, terminals No. 2 (Tan/Orange wire) and No. 16 (Orange wire). See Fig. 2 . If voltage is zero, go to next step. If voltage is not zero, replace EATC module and retest system. 9. Turn ignition off. Measure voltage between DLC, terminals No. 4 (Black wire) and No. 10 (Pink/Light Blue wire). See Fig. 2 . If voltage is zero, go to step 11). If voltage is not zero, go to next step. 10. Measure voltage between DLC, terminals No. 10 (Pink/Light Blue wire) and No. 16 (Orange wire). See Fig. 2 . If voltage is zero, go to next step. If voltage is not zero, replace EACT and retest system. 11. Turn ignition off. Disconnect and inspect both halves of bulkhead connector C147 located at left rear corner engine compartment. Inspect connector for physical damage, bent terminals or corrosion. Repair or replace connector as necessary and retest system. If connector is okay, go to next step. 12. Measure resistance of Tan/Orange wire between DLC, terminal No. 2 and female half of bulkhead connector C147, terminal No. 21. See Fig. 10 . If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open in Tan/Orange wire between bulkhead connector and DLC and retest system.

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Fig. 10: Identifying Bulkhead Connector C147 (Female Half) & DLC Courtesy of FORD MOTOR CO. 13. Disconnect and inspect Powertrain Control Module (PCM) connector C202 located in engine compartment, on passenger's side of firewall. Inspect connector for physical damage, bent terminals or corrosion. Repair or replace connector as necessary and retest system. If connector is okay, go to next step. 14. Measure resistance of Tan/Orange wire between PCM connector C202, terminal No. 16 and male half of bulkhead connector C147, terminal No. 21. See Fig. 11 . If resistance is less than 5 ohms, reconnect bulkhead connector C147 and go to next step. If resistance is more than 5 ohms, repair open in Tan/Orange wire between PCM connector and bulkhead connector and retest system.

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Fig. 11: Identifying Bulkhead Connector C147 (Male Half) & PCM Connector C202 Courtesy of FORD MOTOR CO. 15. Measure voltage between DLC, terminals No. 2 (Tan/Orange wire) and No. 4 (Black wire). See Fig. 2 . If voltage is zero, go to step 17). If voltage is not zero, go to next step. 16. Measure voltage between DLC, terminals No. 2 (Tan/Orange wire) and No. 16 (Orange wire). If voltage is zero, go to step 19). If voltage is not zero, Replace PCM and retest system. 17. Disconnect bulkhead connector C147 located at left rear corner of engine compartment. Measure voltage between DLC, terminals No. 2 (Tan/Orange wire) and No. 4 (Black wire). See Fig. 2 . If voltage is zero, go to next step. If voltage is not zero, repair open or short in Tan/Orange wire and/or Pink/Light Blue wire between PCM connector and male half of bulkhead connector and retest system. 18. Measure voltage between DLC, terminals No. 2 (Tan/Orange wire) and No. 16 (Orange wire). See Fig. 2 . If voltage is zero, repair open or short in Tan/Orange wire and/or Pink/Light Blue wire between DLC and female half of bulkhead connector and retest system. If voltage is not zero, repair open or short in Helpmelearn February-12-08 5:34:45 PM

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19.

20.

21.

22.

23. 24. 25.

26.

Tan/Orange wire and/or Pink/Light Blue wire between PCM connector and male half of bulkhead connector and retest system. Disconnect and inspect both halves of bulkhead connector C147 located at left rear corner of engine compartment. Inspect connector for physical damage, bent terminals or corrosion. Repair or replace connector as necessary and retest system. If connector is okay, go to next step. Measure resistance of Pink/Light Blue wire between DLC, terminal No. 10 and female half of bulkhead connector C147, terminal No. 25. See Fig. 10 . If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open in Tan/Orange wire between female half of bulkhead connector and DLC and retest system. Disconnect and inspect Powertrain Control Module (PCM) connector C202 located in engine compartment, on passenger's side of firewall. Inspect connector for physical damage, bent terminals or corrosion. Repair or replace connector as necessary and retest system. If connector is okay, go to next step. Measure resistance of Pink/Light Blue wire between PCM connector C202, terminal No. 15 and male half of bulkhead connector C147, terminal No. 25. See Fig. 11 . If resistance is less than 5 ohms, reconnect bulkhead connector C147 and go to next step. If resistance is more than 5 ohms, repair open in Pink/Light Blue wire between PCM connector and male half of bulkhead connector and retest system. Measure voltage between DLC, terminals No. 4 (Black wire) and No. 10 (Pink/Light Blue wire). If voltage is zero, go to step 25). If voltage is not zero, go to next step. Measure voltage between DLC, terminals No. 10 (Pink/Light Blue wire) and No. 16 (Orange wire). If voltage is zero, go to step 26). If voltage is not zero, replace PCM and retest system. Disconnect bulkhead connector C147 located at left rear corner of engine compartment. Measure voltage between DLC, terminals No. 10 (Pink/Black wire) and No. 16 (Orange wire). If voltage is present, repair/replace Tan/Orange wire or Pink/Light Blue wire between DLC and bulkhead connector and retest system. If voltage is not present, repair/replace Tan/Orange wire or Pink/Light Blue wire between PCM connector and bulkhead connector and retest system. Disconnect bulkhead connector C147 located at left rear corner of engine compartment. Measure voltage between DLC, terminals No. 10 (Pink/Black wire) and No. 16 (Orange wire). If voltage is zero, repair/replace Tan/Orange wire or Pink/Light Blue wire between DLC and bulkhead connector and retest system. If voltage is not zero, repair/replace Tan/Orange wire or Pink/Light Blue wire between PCM connector and bulkhead connector and retest system.

TEST H: NO MODULE/NETWORK COMMUNICATIONS - ISO 9141 NOTE:

Before disconnecting or connecting any module, ensure ignition switch is in OFF position.

1. Turn ignition off. Inspect Data Link Connector (DLC) for physical damage, bent terminals or corrosion. Pay particular attention to terminal No. 7 (Light Blue/White wire). Repair or replace connector as necessary and retest system. If connector is okay, go to next step. 2. Ensure ignition is off. Disconnect negative battery cable. Wait one minute for air bag backup power to be depleted. Disconnect air bag diagnostic monitor connector C233 located behind right side of instrument panel. Measure resistance of Light Blue/White wire between air bag diagnostic monitor connector C233, terminal No. 12 and DLC, terminal No. 7. See Fig. 6 . If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open in Light Blue/White wire between air bag diagnostic monitor Helpmelearn February-12-08 5:34:45 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

6. 7. 8.

10.

11.

12.

13.

14.

connector and DLC and retest system. Reconnect negative battery cable. Perform DATA LINK DIAGNOSTICS under COMMUNICATION NETWORK DIAGNOSTICS . If DTC 00000001F is displayed, go to next step. If DTC 00000001F is not displayed, replace air bag diagnostic monitor and retest system. Verify vehicle is equipped with Automatic Ride Control (ARC) module. ARC module is located behind left center of instrument panel. If vehicle is equipped with ARC module, go to next step. If vehicle is not equipped with ARC module, go to step 6). Disconnect ARC module connector. Perform DATA LINK DIAGNOSTICS under COMMUNICATION NETWORK DIAGNOSTICS . If DTC 00000001F is displayed, go to next step. If DTC 00000001F is not displayed, replace ARC module and retest system. Measure voltage between DLC, terminals No. 7 (Light Blue/White wire) and No. 4 (Black wire). See Fig. 2 . If voltage is zero, go to step 8). If voltage is not zero, go to next step. Measure voltage between DLC, terminals No. 7 (Light Blue/White wire) and No. 16 (Orange wire). If voltage is zero, go to next step. If voltage is not zero, check NGS tester for proper operation. Disconnect bulkhead connector C148 located at left rear corner of engine compartment. Perform DATA LINK DIAGNOSTICS under COMMUNICATION NETWORK DIAGNOSTICS. If DTC 00000001F is displayed, go to step 10). If DTC 00000001F is not displayed, reconnect bulkhead connector C148 and go to next step. Disconnect Anti-Lock Brake System (ABS) module connector C186 located at left side of engine compartment. Perform DATA LINK DIAGNOSTICS under COMMUNICATION NETWORK DIAGNOSTICS . If DTC 00000001F is displayed, repair short on Light Blue/White wire between ABS module connector and bulkhead connector and retest system. If DTC 00000001F is not displayed, replace ABS module and retest system. Verify vehicle is equipped with Remote Anti-Theft Personality (RAP) module. RAP module is located behind left rear quarter panel. If vehicle is equipped with RAP module, go to next step. If vehicle is not equipped with RAP module, go to step 13). Perform DATA LINK DIAGNOSTICS under COMMUNICATION NETWORK DIAGNOSTICS. If DTC 00000001F is displayed, go to step 13). If DTC 00000001F is not displayed, reconnect bulkhead connector and go to next step. Disconnect RAP module connectors. Perform DATA LINK DIAGNOSTICS under COMMUNICATION NETWORK DIAGNOSTICS . If DTC 00000001F is displayed, repair short in Light Blue/White wire between RAP module connector and bulkhead connector and retest system. If DTC 00000001F is not displayed, replace RAP module and retest system. Verify vehicle is equipped with Generic Electronic Module (GEM). GEM is located behind center of instrument panel. If vehicle is equipped with GEM, go to next step. If vehicle is not equipped with GEM, repair short in Light Blue/White wire and retest system. Disconnect GEM connector. Perform DATA LINK DIAGNOSTICS under COMMUNICATION NETWORK DIAGNOSTICS . If DTC 00000001F is displayed, repair short in Light Blue/White wire between GEM connector and DLC and retest system. If DTC 00000001F is not displayed, replace GEM and retest system

TEST J: ELECTRONIC AUTOMATIC TEMPERATURE CONTROL (EATC) MODULE DOES NOT RESPOND TO NGS TESTER Helpmelearn February-12-08 5:34:45 PM

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

1. Turn ignition off. Disconnect Electronic Automatic Temperature Control (EATC) module connector C297 located behind center of instrument panel. Inspect EATC module connector for physical damage, bent terminals or corrosion. Pay particular attention to terminals No. 13 (Pink/Light Blue wire) and No. 14 (Tan/Orange wire). Repair or replace connector as necessary and retest system. If connector is okay, go to next step. 2. Measure resistance of Pink/Light Blue wire between EATC module connector C297, terminal No. 13 and DLC, terminal No. 10. See Fig. 12 . If resistance is less than 5 ohms, go to next step. If resista nce is more than 5 ohms, repair open in Pink/Light Blue wire between EATC module connector and DLC and retest system. 3. Measure resistance of Tan/Orange wire between EATC module connector C297, terminal No. 14 and DLC, terminal No. 2. See Fig. 12 . If resistance is less than 5 ohms, replace EATC module and retest system. If resistance is more than 5 ohms, repair open in Tan/Orange wire between EATC connector and DLC and retest system.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

Fig. 12: Identifying EATC Module Connector C297 & DLC Courtesy of FORD MOTOR CO.

DIAGNOSTIC TROUBLE CODE (DTC) DEFINITIONS AIR BAG DIAGNOSTIC MONITOR DTC DEFINITIONS (1) Description DTC Source Module B1342 AIR BAG ECU Defective B1867 AIR BAG Lost Or Low Battery Voltage B1869 AIR BAG Inoperative Air Bag Indicator B1913 AIR BAG Air Bag Circuit Shorted To Voltage B1914 AIR BAG Air Bag Sensor Shorted To Ground B1921 AIR BAG Faulty Air Bag Monitor Ground/ Improper Mounting B1922 AIR BAG Safing Sensor Output Circuit Shorted to Voltage B1923 AIR BAG Memory Clear Circuit Improperly Grounded B1924 AIR BAG System Disarm Failure/Internal Air Bag Monitor Fault B1932 AIR BAG High Resistance Or Open In Driver's Side Air Bag Circuit B1933 AIR BAG High Resistance Or Open In Passenger's Side Air Bag Circuit B1934 AIR BAG Low Resistance Or Short In Driver's Side Air Bag Circuit B1935 AIR BAG Low Resistance Or Short In Passenger's Side Air Bag Circuit B1941 AIR BAG Right Crash Sensor Feed/Return Circuit Open B1942 AIR BAG Left Crash Sensor Feed/Return Return Circuit Open B1944 AIR BAG Faulty Right Crash Sensor Ground/Improper Mounting B1945 AIR BAG Faulty Left Crash Sensor Ground/Improper Mounting (1) See AIR BAG RESTRAINT SYSTEM article for testing procedures.

ANTI-LOCK BRAKE SYSTEM (ABS) CONTROL MODULE DTC DEFINITIONS DTC B1317 B1318 B1432 C1095 C1096 C1101 C1102 C1145 C1155 C1148 C1158 C1185

Source Module ABS ABS ABS ABS ABS ABS ABS ABS ABS ABS ABS ABS

(1)

Description Battery Voltage High Battery Voltage Low ECU Defective Pump Motor Running But Not Triggered Pump Motor Triggered But Did Not Run Intermittent Valve Failure "G" Sensor Circuit Failure Right Front Wheel Speed Sensor Input Circuit Failure Left Front Wheel Speed Sensor Input Circuit Failure Right Front Wheel Speed Sensor Coherency Fault Left Front Wheel Speed Sensor Coherency Fault Main Relay Output Circuit Failure

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

C1194 ABS Left Front Dump Valve Coil Circuit Failure C1198 ABS Left Front ISO Valve Coil Circuit Failure C1202 ABS Rear Dump Valve Coil Circuit Failure C1206 ABS Rear ISO Valve Coil Circuit Failure C1210 ABS Right Front Dump Valve Coil Circuit Failure C1214 ABS Right Front ISO Valve Coil Circuit Failure C1229 ABS Rear Wheel Speed Sensor Coherency Fault C1230 ABS Rear Wheel Speed Sensor Input Circuit Failure C1233 ABS Left Front Wheel Speed Sensor Input Missing (Long Term) C1234 ABS Right Front Wheel Speed Sensor Input Missing (Long Term) C1237 ABS Rear Wheel Speed Sensor Input Missing Long Term) C1258 ABS Left Front Wheel Speed Sensor Wheel Speed Comparison Fault C1259 ABS Right Front Wheel Speed Sensor Wheel Speed Comparison Fault C1260 ABS Rear Wheel Speed Sensor Wheel Speed Comparison Fault (1) See BRAKES - ANTI-LOCK article in BRAKES section for testing procedures. ELECTRONIC AUTOMATIC TEMPERATURE CONTROL (EATC) MODULE DTC DEFINITIONS (1) Description DTC Source Module B1249 EATC Blend Door Failure B1251 EATC In-Car Temperature Sensor Circuit Open B1253 EATC In-Car Temperature Sensor Circuit Short B1254 EATC Ambient Temperature Sensor Circuit Failure B1255 EATC Ambient Temperature Sensor Circuit Open B1257 EATC Ambient Temperature Sensor Circuit Short B1260 EATC Sunload Sensor Circuit Short To Battery B1261 EATC Sunload Sensor Circuit Short To Ground B1342 EATC ECU Internal Failure Engine Coolant U1073 EATC Engine Coolant Temperature Invalid U1341 EATC Vehicle Speed Missing Message Or Invalid Data (1) See A/C-HEATER SYSTEM - AUTOMATIC article in AIR CONDITIONING & HEAT section.

GENERIC ELECTRONIC MODULE (GEM) DTC DEFINITIONS DTC Source Module Description (1) Accessory Delay Relay Coil Circuit Open Or Short To Ground B1302 GEM (1)

B1304

GEM

B1314

GEM

B1315

GEM

(2)

Battery Saver Relay Coil Circuit Short To Battery

GEM

(2)

Battery Saver Relay Coil Circuit Short To Ground

B1316

Accessory Delay Relay Coil Circuit Open Or Short To Battery (2)

Battery Saver Relay Coil Circuit Open

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

B1317

GEM

(3)

Battery Voltage High

B1318

GEM

(3)

Battery Voltage Low

B1322

GEM

B1323

GEM

B1325

(2)(4)

Left Front Door Open Warning Light Switch Circuit Short To Ground (4) (4)

GEM

B1330

GEM

B1334

GEM

B1338

GEM

B1340

GEM

B1342

GEM

B1345

GEM

B1347

GEM

B1349

GEM

B1352

GEM

B1355

GEM

B1359

GEM

B1365

GEM

B1371

GEM

(2)(4) (2)(4)

Door Ajar Light Output Circuit Failure

Door Ajar Light Output Short To Battery

Right Front Door Open Warning Light Switch Circuit Short To Ground

Deck Lid Door Open Warning Light Switch Circuit Short To Ground (2)(4)

Right Rear Door Open Warning Light Switch Circuit Short To Ground (4)

Chime Input Request Circuit Short To Ground (5)

(6)

Rear Window Defogger Input Circuit Short To Ground (6)

(6)

ECU Defective

Rear Window Defogger Relay Circuit Failure

Rear Window Defogger Relay Circuit Short To Battery (4)(7)

Ignition Key-In Circuit Failure (7)

(7) (7)

Ignition Run/ACC Circuit Failure

Ignition Start Circuit Short To Battery (2)

(2)

Ignition Run Circuit Failure

Interior Light Relay Circuit Failure

B1373

GEM

B1398

GEM

B1400

GEM

(1)

Power Window One-Touch Window Relay Coil Circuit Short To Battery

B1405

GEM

(1)

Power Window Left Down Switch Input Circuit Short To Battery

B1408

GEM

B1410

GEM

B1426

GEM

B1428

GEM

B1431

GEM

B1432

GEM

B1434

GEM

B1436

GEM

B1438

GEM

B1441

GEM

(1)

Interior Light Relay Coil Circuit Short To Battery

Power Window One-Touch Window Relay Circuit Failure

Power Window Left Up Switch Input Circuit Short To Battery (1) (4)

Power Window Left Motor Circuit Failure

Seat Belt Light Output Circuit Short To Battery (4)

(8)

Seat Belt Light Output Circuit Failure

Wiper Run/Park Relay Coil Open Or Short To Ground (8)

(8)

Wiper Run/Park Relay Coil Short To Battery

Wiper Hi/Low Relay Coil Open Or Short To Ground (8)

Wiper Hi/Low Relay Circuit Short To Battery (8)

(8)

Wiper/Washer Switch Input Circuit Failure

Wiper/Washer Switch Input Short To Ground

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

B1445

GEM

B1446

GEM

(2)

Interior Light Handle Switch Circuit Short To Ground (8) (8)

Wiper Park Sense Circuit Open

B1450

GEM

B1453

GEM

(8)

Wiper Interval Delay Switch Input Short To Ground

B1458

GEM

(8)

Washer Pump Relay Coil Open Or Short To Ground

B1460

GEM

B1462

GEM

B1466

GEM

B1467

GEM

B1473

GEM

B1475

GEM

B1476

GEM

B1483

GEM

B1485

GEM

B1574

GEM

B1577

GEM

B1610

GEM

B1611

GEM

B1614

GEM

B1619

GEM

B1622

GEM

B1814

GEM

Wiper Interval Delay Switch Input Circuit Failure

(8)

Washer Pump Relay Coil Short To Battery (4)

Seat Belt Switch Circuit Failure (8)

(8)

Wiper Motor Hi/Low Speed Circuit Short To Battery (8)

(8)

Wiper Motor Low Speed Circuit Failure

Delayed Accessory Relay Contacts Short To Battery (8)

Wiper Motor High Speed Circuit Failure (9)

(9) (2)(4)

Wiper Speed Not Switching

Brake Pedal Input Circuit Failure

Brake Pedal Input Circuit Short To Battery

Left Rear Door Open Warning Light Switch Circuit Short To Ground (10) (2)(11)

Park/Headlight Light Input Circuit Short To Battery

Illuminated Entry Input Request Circuit Short To Ground (8)

(8)

Rear Wiper Mode Select Switch Circuit Failure

Rear Wiper Mode Select Switch Circuit Short To Ground Fault (8) (8)

Rear Wiper Low Limit Input Circuit Short To Ground (8)

(8)

Rear Wiper Low Limit Input Circuit Failure

Rear Wiper Motor Down Relay Circuit Failure

B1816

GEM

B1818

GEM

(8)

Rear Wiper Motor Up Relay Circuit Failure

B1822

GEM

(8)

Rear Wiper Park Sense Input Circuit Failure

B1825

GEM

B1826

GEM

Rear Wiper Motor Down Relay Circuit Short To Battery

(8)

Rear Wiper Park Sense Input Circuit Short To Battery (8)

B1829

GEM

(8)

B1833

GEM

(11)

B1834

GEM

B1836

GEM

B1838

GEM

B1839

GEM

B1840

GEM

Rear Wiper High Limit Input Circuit Short To Battery Door Unlock Disarm Switch Circuit Short To Ground (11)

(11)

Rear Wiper High Limit Input Circuit Failure

Door Unlock Disarm Output Circuit Failure

Door Unlock Disarm Output Circuit Short To Battery (2)

Battery Saver Power Relay Circuit Failure (8)

Rear Wiper Motor Circuit Failure (8)

Wiper Power Circuit Open

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

P0500 (1)

(9)

GEM

Vehicle Speed Signal Circuit Failure

See POWER WINDOWS article for testing procedures.

(2)

Test wiring for opens and/or shorts and repair as necessary. See wiring diagram in SYSTEM WIRING DIAGRAMS article in WIRING DIAGRAMS section. (3) See GENERATOR article in ELECTRICAL section for testing procedures. (4)

Test wiring for opens and/or shorts and repair as necessary. See wiring diagram in SYSTEM WIRING DIAGRAMS article in WIRING DIAGRAMS section. (5) Replace Generic Electronic Module (GEM). (6)

See DEFOGGER - REAR WINDOW article for testing procedures.

(7)

See STEERING COLUMN SWITCHES article for testing procedures.

(8)

See WIPER/WASHER SYSTEM article for testing procedures.

(9)

See TRANSFER CASE article in TRANSFER CASES section for testing procedures.

(10)

Test wiring for opens and/or shorts and repair as necessary. See wiring diagram in SYSTEM WIRING DIAGRAMS article in WIRING DIAGRAMS section. (11) See KEYLESS ENTRY SYSTEM - REMOTE article for testing procedures. REMOTE ANTI-THEFT PERSONALITY (RAP) MODULE DTC DEFINITIONS DTC Source Module Description (1) B1309 RAP Power Door Lock Circuit Shorted To Ground B1341

RAP

B1485

RAP

B1522

RAP

B1526

RAP

B1629

RAP RAP

Power Door Unlock Circuit Shorted To Ground

(1)

Brake Pedal Input Circuit Shorted To Battery (2) (1)

RAP

B1562 B1845

(1)

(2)

Hood Switch Circuit Shorted To Ground

Keypad Switch Circuit Shorted To Ground

Door Lock Cylinder Circuit Shorted To Ground (1)

PRNDL Reverse Input Shorted To Battery

(2)

Ignition Lock Anti-Theft Switch Circuit Failure (1) See KEYLESS ENTRY SYSTEM - REMOTE article for testing procedures. (2)

See ANTI-THEFT SYSTEM article for testing procedures.

AUTOMATIC RIDE CONTROL (ARC) MODULE DTC DEFINITIONS DTC B1318 B1342 B1485 B1565

(1)

Source Module ARC ARC ARC ARC

Description Battery Voltage Low ECU Internal Fault Brakelight Switch Input Short To Battery Door Ajar Input Short To Battery

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

C1439 ARC Acceleration Signal Input Circuit Fault C1724 ARC High Power Input Circuit Fault C1725 ARC Front Pneumatic Fault C1726 ARC Rear Pneumatic Fault C1756 ARC Front Height Sensor Circuit Fault C1760 ARC Rear Height Sensor Circuit Fault C1770 ARC Vent Solenoid Circuit Fault C1830 ARC Air Compressor Relay Circuit Fault C1845 ARC Front Fill Solenoid Circuit Fault C1865 ARC Rear Fill Solenoid Circuit Fault C1869 ARC Rear Gate Solenoid Circuit Fault C1901 ARC Right Rear Shock Absorber Circuit Fault C1905 ARC Left Rear Shock Absorber Circuit Fault C1909 ARC Right Front Shock Absorber Circuit Fault C1909 ARC Left Front Shock Absorber Circuit Fault P1807 ARC 4 X 4 High Range Input Short To Ground P1808 ARC 4 X 4 Low Range Input Short To Ground (1) See SUSPENSION - ELECTRONIC article in SUSPENSION section for testing procedures.

WIRING DIAGRAMS

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

Fig. 13: Data Link Connectors Wiring Diagram

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

Fig. 14: Ground Distribution Wiring Diagram (1 Of 4)

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

Fig. 15: Ground Distribution Wiring Diagram (2 Of 4)

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

Fig. 16: Ground Distribution Wiring Diagram (3 Of 4)

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

Fig. 17: Ground Distribution Wiring Diagram (4 Of 4)

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

Fig. 18: Power Distribution Wiring Diagram (1 Of 5)

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

Fig. 19: Power Distribution Wiring Diagram (2 Of 5)

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

Fig. 20: Power Distribution Wiring Diagram (3 Of 5)

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

Fig. 21: Power Distribution Wiring Diagram (4 Of 5)

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

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1997 Ford Explorer MODULE COMMUNICATIONS NETWORK 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Module Communications Network

Fig. 22: Power Distribution Wiring Diagram (5 Of 5)

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1997 Ford Explorer CRUISE CONTROL SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Cruise Control Systems

CRUISE CONTROL SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Cruise Control Systems

DESCRIPTION The cruise control system consists of control switches (ON, OFF, SET-ACCEL, COAST, and RSM), servo/actuator, deactivator switch, stoplight switch, clutch switch (M/T), and wiring.

OPERATION The system is operational only at speeds greater than 30 MPH. When ON and SET-ACCEL switches have been pressed, vehicle speed will be maintained until new speed is set, brake pedal is pressed, OFF switch has been pressed, or hazard lights are activated. On vehicles with M/T, a clutch switch disengages the system to prevent engine overspeed when the clutch is operated. System is deactivated when servo pin No. 4 loses continuity to ground (through stoplights) or senses 12 volts from stoplight switch.

ADJUSTMENTS ACTUATOR CABLE Remove cable retaining clip near throttle body. Set throttle plate to closed position. Pull actuator cable to take up slack. Back off at least one notch so that there is 0.04" (1 mm) slack in cable. While holding cable, insert cable retaining clip. Check throttle operation.

DIAGNOSIS & TESTING NOTE:

If Malfunction Indicator Light (MIL) stays lit or flashes, check for stored Diagnostic Trouble Codes (DTCs). Repair DTCs and related problems prior to cruise control diagnosis. For additional information, see appropriate TESTS W/CODES article in ENGINE PERFORMANCE section.

PRELIMINARY CHECKS Perform a visual inspection of speed control system wiring and components. Look for damaged or disconnected wires and damaged components. Check all fuses. Ensure throttle operates without sticking. Ensure ABS indicator is off. Ensure horn operates. Check stoplight operation and repair if necessary. SELF-DIAGNOSTIC TEST 1. While holding the speed control OFF button, turn ignition switch to ON position. Ensure engine does not start. The speed control indicator on insrtument panel should flash once to indicate successful entry into self-diagnostic mode. 2. Whithin 5 seconds of entering self-diagnostics, press speed control ON button. Press remaining speed control buttons in the following sequence; ON, RSM, CST and SET/ACCEL. As each button is pressed, Helpmelearn February-12-08 5:36:46 5:36:43 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer CRUISE CONTROL SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Cruise Control Systems

speed control indicator will flash. Wait until indicator light goes out to press next button. 3. After sequence has been completed, the indicator light will flash to indicate pass or fail as follows: z 1 flash = Passed self-test. z 2 flashes = Brake on/off switch faulty or misadjusted. z 3 flashes = Brake deactivation switch or circuit open. z 4 flashes = Vehicle speed sensor out of range. z 5 flashes = Servo/actuator is defective. 4. Immediately after a passed results, actuator performs a dynamic test by automatically operating throttle .04-.40" (1-10 mm). Observe throttle movement to witness any sticking of cable or linkage. Ensure throttle returns properly. Turn igntion off. Proceed to symptom tests if self-diagnostics does not pinpoint fault. NO POWER TO SERVO 1. Check IGN Power - Unplug sevo harness connector. Turn ignition on. Test for battery voltage between servo harness connector pin No. 7 (Gray/Yellow wire) and chassis ground. If battery voltage exists, go to next step. If battery voltage does not exist, repair Gray/Yellow wire as appropriate. 2. Check Ground Circuit - Turn ignition off. Measure resistance between servo harness connector pin No. 10 (Pink/Orange wire) and ground. If resistance is less than one ohm, go to SPEED CONTROL INOPERATIVE test. If resistance is not less than one ohm, repair Pink/Orange wire to ground. SPEED CONTROL INOPERATIVE 1. Check Power To Servo - Unplug harness connector from servo located at right rear of engine compartment. Turn ignition on. Test for battery voltage between servo harness connector pins No. 7 (Gray/Yellow wire) and No. 10 (Pink/Orange wire). If battery voltage exists, go to next step. If battery voltage does not exist, go to NO POWER TO SERVO test.

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1997 Ford Explorer CRUISE CONTROL SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Cruise Control Systems

Fig. 1: Identifying Servo/Actuator Harness Connector Terminals Courtesy of FORD MOTOR CO. 2. Check For Stuck Stoplight Switch - With brake pedal in released position, test for voltage between servo harness connector pins No. 4 (Tan/Light Blue wire) and No. 10 (Pink/Orange wire). If voltage is zero, stoplight switch is not stuck on. Go to next step. If battery voltage exists, replace stoplight switch. 3. Check Brake/Clutch Circuit - Turn ignition off. Measure resistance between servo harness connector pins No. 4 (Tan/Light Blue wire) and No. 10 (Pink/Orange wire). If resistance is less than 20 ohms, go to next step. If resistance is greater than 20 ohms, repair stoplight circuit (including burnt bulbs). See WIRING DIAGRAMS . 4. Check Deactivator Circuit - Turn ignition on. With brake pedal released, measure voltage between servo harness connector pins No. 9 (Black/Yellow wire) and No. 10 (Pink/Orange wire). If battery voltage does not exist, go to next step. If battery voltage exists, go to step 7). 5. Check Power At Deactivator Switch - Unplug connector from brake pressure deactivator switch located in master cylinder area. Test for voltage between Gray/Yellow wire at deactivator switch harness connector and ground. If battery voltage exists, go to next step. If battery voltage does not exist, repair open Gray/Yellow wire from fuse panel. 6. Check For Open Deactivator Circuit - Measure resistance between Black/Yellow wire at deactivator switch connector and pin No. 9 (Black/Yellow wire) at servo harness connector. If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair Black/Yellow wire. 7. Check For Stuck ON Switch - With no steering wheel switches pressed, measure voltage between servo harness connector pins No. 5 (Light Blue/Black wire) and No. 10 (Pink/Orange wire). If voltage is zero, ON switch is not stuck. Go to next step. If battery voltage exists, replace ON switch. 8. Check ON Switch - Measure voltage between servo harness connector pins No. 5 (Light Blue/Black wire) and No. 10 (Pink/Orange wire) while pressing ON switch. If less than battery voltage exists, go to next step. If battery voltage exists, go to step 12). WARNING: Before performing following steps, completely deactivate air bag system. See appropriate AIR BAG RESTRAINT SYSTEM article. DO NOT attempt to make any measurements at the clockspring connector before system is deactivated, air bag modules are removed, and air bag simulators are installed. 9. Check Power To Clockspring - Unplug clockspring connector at base of steering column. Test for voltage between Yellow/Light Green wire at harness connector and terminal No. 10 (Pink/Orange wire) of servo harness connector. If battery voltage exists, go to next step. If battery voltage does not exist, repair Yellow/Light Green wire to clockspring, or Yellow/Light Blue wire to horn relay. See appropriate WIRING DIAGRAMS . 10. Check Clockspring - Disconnect negative battery cable. Unplug 5-pin clockspring connector. Unplug speed control switch connector in steering wheel. Measure resistance of Light Blue/Black and Dark Green/Orange wires through clockspring. If resistance is less than one ohm for each measurement, reactivate air bag system, then go to next step. If any measurement exceeds one ohm, replace clockspring. See appropriate AIR BAG RESTRAINT SYSTEM article. 11. Check Circuit In Steering Wheel - Reconnect wiring at base of steering column. Reconnect battery cables. Unplug connector at ON/OFF switch. Turn ignition on. Test for voltage at Light Blue/Black wire Helpmelearn February-12-08 5:36:43 PM

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1997 Ford Explorer CRUISE CONTROL SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Cruise Control Systems

12.

13.

14.

15.

16. 17.

at switch connector. If battery voltage exists, replace ON/OFF switch. If battery voltage does not exist, replace steering wheel wiring harness. Check For Stuck Switches - With no steering wheel switches pressed, measure resistance between servo harness connector pins No. 5 (Light Blue/Black wire) and No. 6 (Dark Green/Orange wire). If resistance is greater than 3000 ohms, no switches are stuck. Go to next step. If resistance is less than 100 ohms, replace ON/OFF command switch. If resistance is 100-3000 ohms, replace RSM/SET/ACCEL/CST switch assembly. Check Switch Return Circuit - Measure resistance between servo harness connector pin No. 6 (Dark Green/Orange wire) and ground. Rotate steering wheel through full range while making measurement. If resistance is greater than one ohm, go to next step. If resistance is not greater than one ohm, repair shorted Dark Green/Orange wire. Check VSS Circuit - Measure resistance between servo harness connector pins No. 3 (Gray/Black wire) and No. 10 (Pink/Orange wire). If resistance is not 200-300 ohms, go to next step. If resistance is 200-300 ohms, go to step 16). Check VSS - Unplug Vehicle Speed Sensor (VSS) connector threaded into transmission (2WD), or into transfer case (4WD). Measure resistance between sensor terminals. If resistance is 200-300 ohms, repair Gray/Black or Pink/Orange wire between VSS and servo. If resistance is not 200-300 ohms, replace VSS. Road Test - Road-test vehicle. Observe speedometer. If pointer does not waver, go to next step. If pointer wavers, replace VSS. Check Cable - Disengage cable from servo. Inspect for broken cable by pulling end of cable and observing throttle movement. Replace cable if necessary. If cable is okay, replace servo.

SET SPEED FLUCTUATES 1. Road Test - Ensure engine operates properly. If condition occurs only when speed control is engaged, go to next step. If condition occurs with speed control disengaged, problem is elsewhere. 2. Check Servo Cable - Inspect actuator cable, throttle plate, and throttle linkage for binding. Repair as necessary. If all are okay, go to next step. 3. Check VSS Signal - Unplug connector from servo. Measure resistance between servo harness connector pins No. 3 (Gray/Black wire) and No. 10 (Pink/Orange wire). If resistance is not 200-300 ohms, go to next step. If resistance is 200-300 ohms, go to step 5). 4. Check VSS - Unplug Vehicle Speed Sensor (VSS) connector threaded into transmission (2WD), or into transfer case (4WD). Measure resistance between sensor terminals. If resistance is 200-300 ohms, repair wiring between VSS and servo. If resistance is not 200-300 ohms, replace VSS. 5. Check Speedometer - Road-test vehicle. Observe speedometer. If pointer does not waver, temporarily substitute a known-good servo and road test. If pointer wavers, replace VSS. SPEED CONTROL DOES NOT DISENGAGE WHEN BRAKES ARE APPLIED 1. Check Deactivator Circuit - Ensure stoplights operate. Turn ignition off. Unplug connector from servo. Turn ignition on. With brakes released, test for battery voltage between servo harness connector terminals No. 9 (Black/Yellow wire) and No. 10 (Pink/Orange wire). If battery voltage exists, go to next step. If battery voltage does not exist, go to SPEED CONTROL INOPERATIVE test. 2. Check Deactivator Switch Operation - With brakes applied, test for battery voltage between servo Helpmelearn February-12-08 5:36:43 PM

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1997 Ford Explorer CRUISE CONTROL SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Cruise Control Systems

harness connector terminals No. 9 (Black/Yellow wire) and No. 10 (Pink/Orange wire). If battery voltage exists, replace deactivator switch. If battery voltage does not exist, go to next step. 3. Check Stoplight Switch - With brakes applied, test for battery voltage between servo harness connector terminals No. 4 (Tan/Light Blue wire) and No. 10 (Pink/Orange wire). If battery voltage exists, go to next step. If battery voltage does not exist, repair stoplight circuit or replace clutch pedal position switch (M/T). 4. Check Servo Cable - Disengage cable from servo. Inspect for broken cable by pulling end of cable and observing throttle movement. Replace cable if necessary. If cable is okay, temporarily substitute a known-good servo, then retest.

1. Remove servo bracket. Unplug connector. While assistant presses accelerator pedal, press locking arm on actuator, then rotate cap counterclockwise. Disengage cable ball slug from servo rotor. 2. Disengage cable slug from servo pulley. Gently push slug past retaining spring with a small screwdriver. Separate bracket from servo. To install, reverse removal procedure. VEHICLE SPEED SENSOR Removal & Installation

Unplug sensor connector. Sensor is threaded into transmission (2WD), or into transfer case (4WD). Removing retaining bolt or nut. Remove sensor. To install, reverse removal procedure. DEACTIVATOR SWITCH Removal & Installation

Unplug deactivator switch connector located at master cylinder. Unscrew switch. To install, reverse removal procedure. Tighten switch to 12-14 ft. lbs. (16-20 N.m). Bleed brake system. See BRAKE SYSTEM article in BRAKES section. Helpmelearn February-12-08 5:36:43 PM

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1997 Ford Explorer CRUISE CONTROL SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Cruise Control Systems

CONTROL SWITCH ASSEMBLIES NOTE:

Right and left switch assemblies can be replaced individually.

Removal & Installation

Set front wheels to straight-ahead position. Disable air bag system. Remove driver's air bag module. See appropriate AIR BAG RESTRAINT SYSTEM article. Disconnect wiring at switches to be replaced. Remove switches. To install, reverse removal procedure.

WIRING DIAGRAMS

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1997 Ford Explorer CRUISE CONTROL SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Cruise Control Systems

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1997 Ford Explorer CRUISE CONTROL SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Cruise Control Systems

Fig. 2: Cruise Control System Wiring Diagram (Explorer & Mountaineer)

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1997 Ford Explorer CRUISE CONTROL SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Cruise Control Systems

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1997 Ford Explorer CRUISE CONTROL SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Cruise Control Systems

Fig. 3: Cruise Control System Wiring Diagram (Ranger)

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1997 Ford Explorer DEFOGGER - REAR WINDOW 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Rear Window Defoggers

DEFOGGER - REAR WINDOW 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Rear Window Defoggers

DESCRIPTION & OPERATION The rear defogger system consists of a control switch and indicator light assembly, a relay and defroster grid on the inner surface of the rear window. The rear defogger control switch sends a signal to the Generic Electronic Module (GEM). In turn, GEM grounds defogger relay coil sending power to rear defogger grid. GEM turns system off after about 10 minutes of operation.

SYSTEM TESTING REAR WINDOW WILL NOT DEFOG NOTE:

This test is associated with DTCs B1342, B1347 and B1349.

1. Check Ignition PID Using New Generation Star (NGS) scan tester or equivalent, access Generic Electronic Module (GEM). Check IGN PID data while turning ignition switch to each position. If PID values agree with actual switch positions, go to next step. IF PID values disagree with actual switch positions, repair Black/Pink wire between ignition switch and GEM. 2. Check DTCs Retrieve DTCs from GEM. For additional information on code retrieval procedure, see MODULE COMMUNICATIONS NETWORK article. If no DTCs are displayed, go to next step. If DTC B1347 or B1349 are displayed, go to next step. If DTC B1343 is displayed, go to step 13). If DTC B1342 is displayed, replace GEM and retest system. 3. Check Rear Defog Relay PID Using NGS scan tester, access GEM. Turn ignition on. Check RDEFRLY PID data. Toggle active command RLY CNTRL ON and OFF. If RDEFRLY PID data agrees with command from scan tool, go to step 10). If PID data indicates OFFO-G, go to next step. If PID data indicates ON-B-, go to step 8). 4. Check Power To Rear Defogger Relay Remove rear defogger relay (located in upper right side of dash near glove box). Measure voltage between ground and pin No. 4 (Purple/Orange wire) at defogger relay harness connector. See Fig. 1 . If battery voltage exists, go to next step. If battery voltage does not exist, check fuse No. 26 in interior fuse panel. If fuse is okay, repair open Purple/Orange wire. If blows repeatedly, repair shorted Purple/Orange wire.

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1997 Ford Explorer DEFOGGER - REAR WINDOW 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Rear Window Defoggers

Fig. 1: Identifying Rear Defogger Relay Connector Terminals Courtesy of FORD MOTOR CO. 5. Check Rear Defogger Relay Helpmelearn February-12-08 5:46:00 PM

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1997 Ford Explorer DEFOGGER - REAR WINDOW 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Rear Window Defoggers

Remove rear defogger relay. Test relay. See REAR DEFOGGER RELAY under COMPONENT TESTING . Replace relay if necessary. If relay is okay, go to next step. 6. Check Orange/Yellow Wire Turn ignition off. Disconnect 18-cavity harness connector from GEM (in center of dash). Measure resistance of Orange/Yellow wire between GEM module pin No. 16 and defogger relay harness connector. If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair open Orange/Yellow wire and retest system. 7. Check Orange/Yellow Wire For Short Measure resistance between GEM module pin No. 16 (Orange/Yellow wire and ground. If resistance is less than 10 k/ohms, repair short to ground in Orange/Yellow wire. If resistance is greater than 10 k/ohms, replace GEM. 8. Check Rear Defogger Relay Remove Rear defogger relay. Test relay. See REAR DEFOGGER RELAY under COMPONENT TESTING . Replace relay if necessary. If relay is okay, go to next step. 9. Check Orange/Yellow Wire For Short To Power Turn ignition off. Disconnect 18-cavity harness connector from GEM. Turn ignition on. Measure voltage between Orange/Yellow wire between GEM module pin No. 16 and ground. If any voltage is indicated, repair short to power in Orange/Yellow wire and retest system. If no voltage is indicated, replace GEM and retest system. 10. Check Power To Switch Remove fuse No. 32 from interior fuse panel. Using scan tool, access GEM. Using active command, turn defogger RLY CNTRL to ON. Measure voltage between fuse No. 32 cavity and ground. If battery voltage does not exist, go to next step. If battery voltage exists, install fuse and go to step 13). 11. Check Power To Relay Turn ignition off. Remove rear defogger relay. Measure voltage between defogger relay harness connector pin No. 5 (Gray/Light Blue wire) and ground. See Fig. 1 . If battery voltage exists, go to next step. If battery voltage does not exist, check fuse No. 14 (30-amp maxi-fuse) in power distribution panel. 12. Check Rear Defogger Relay Remove Rear defogger relay. Test relay. See REAR DEFOGGER RELAY under COMPONENT TESTING . Replace relay if necessary. If relay is okay, repair Brown/Light Blue wire between defogger relay and fuse cavity No. 32. 13. Check RDEF_SW PID Helpmelearn February-12-08 5:46:00 PM

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1997 Ford Explorer DEFOGGER - REAR WINDOW 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Rear Window Defoggers

Monitor RDEF_SW PID while pressing and hold down rear defogger switch. If RDEF_SW PID indicates ON when pressed and held and OFF when released, go to step 17). If switch position and PID do not agree, go to next step. 14. Check Ground To Switch Turn ignition off. Disconnect rear defogger switch. Measure resistance between Black wire at rear defogger switch harness connector and ground. If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair open ground (Black) wire. 15. Bypass Switch Monitor RDEF_SW PID data. Connect a jumper wire between rear defogger switch harness connector pins No. 3 (Dark Blue/Orange wire) and No. 4 (Black wire). See Fig. 2 . If RDEF_SW PID indicates ON, replace rear defogger switch and retest system. If RDEF_SW PID indicates OFF, go to next step.

Fig. 2: Identifying Rear Defogger Switch Harness Connector Terminals Courtesy of FORD MOTOR CO. 16. Check Dark Blue/Orange Wire For Open Turn ignition off. Disconnect 26-pin harness connector from GEM located in center of instrument panel. Helpmelearn February-12-08 5:46:00 PM

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1997 Ford Explorer DEFOGGER - REAR WINDOW 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Rear Window Defoggers

Measure resistance of Dark Blue/Orange wire between rear defogger switch connector pin No. 3 and GEM harness connector pin No. 1. If resistance is less than 5 ohms, replace GEM. If resistance is greater than 5 ohms, repair open Dark Blue/Orange wire. 17. Check Power To Grid Disconnect defogger grid power harness connector at back window. Turn ignition on. Using scan tool, command defogger RLY CNTRL ON. Measure voltage between defogger grid connector and ground. If battery voltage exists, go to next step. If battery voltage does not exist, repair open Brown/Light Blue wire changing to Black wire between rear defogger relay and defogger grid connector. 18. Check Grid Ground Circuit Measure resistance between ground connector at rear defogger grid and ground. If resistance is less than 5 ohms, repair defogger grid or replace rear window. If resistance is greater than 5 ohms, repair open ground wire. Chassis ground point is on upper/left portion of liftgate. REAR WINDOW DEFOGGER STAYS ON CONTINUOUSLY NOTE:

This test is associated with DTCs B1342, B1347 and B1345.

1. Check DTCs Retrieve DTCs from GEM. See MODULE COMMUNICATIONS NETWORK article for additional information on code retrieval procedure. If no DTCs are displayed, go to next step. If DTC B1345 is displayed, go to step 4). If DTC B1347 is displayed, go to next step. If DTC B1342 is displayed, replace GEM and retest system. 2. Check Rear Defogger Relay Remove rear defogger relay. Test relay. See REAR DEFOGGER RELAY under COMPONENT TESTING . Replace relay if necessary. If relay is okay, leave relay disconnected and go to next step. 3. Check For Short To Power Remove fuse No. 32 from interior fuse panel. Disconnect defogger grid power harness connector at back window. Turn ignition on. Using voltmeter, measure voltage between defogger grid connector and ground. If battery voltage exists, repair short to battery voltage in Brown/Light Blue wire changing to Black wire between rear defogger relay and defogger grid connector. If battery voltage does not exist, reconnect relay and go to next step. 4. Check RDEF_SW PID Monitor RDEF_SW PID while pressing rear defogger switch on and off. If RDEF_SW PID indicates ON continuously, go to step 6). If RDEF_SW PID toggles ON and OFF with switch position, go to next step. 5. Check Orange/Yellow Wire Helpmelearn February-12-08 5:46:00 PM

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1997 Ford Explorer DEFOGGER - REAR WINDOW 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Rear Window Defoggers

Turn ignition off. Remove rear defogger relay located behind top right of instrument panel. Disconnect 18-cavity harness connector from GEM (in center of dash). Measure resistance of Orange/Yellow wire between GEM module pin No. 16 and ground. If resistance is more than 10 k/ohms, replace GEM. Clear all DTCs and retest system. If resistance is less than 10 k/ohms, repair short to ground in Orange/Yellow wire and retest system. 6. Check RDEF_SW PID Disconnect rear defogger switch and monitor RDEF_SW PID. If RDEF_SW PID indicates ON continuously, go to next step. If RDEF_SW PID indicates OFF, replace rear defogger switch and retest system. 7. Check Dark Blue/Orange Wire For Open Turn ignition off. Disconnect 26-pin harness connector from GEM located in center of instrument panel. Measure resistance of Dark Blue/Orange wire between rear defogger switch connector pin No. 3 and ground. If resistance is less than 10 k/ohms, replace GEM. Clear all DTCs and retest system. If resistance is greater than 10 k/ohms, repair open in Dark Blue/Orange wire.

COMPONENT TESTING REAR DEFOGGER RELAY 1. Unplug relay, located behind top right of instrument panel. Test for continuity between relay terminals No. 1 (Brown/Light Blue wire on mating connector) and No. 5 (Gray/Light Blue wire on mating connector). Continuity should not exist. 2. Connect battery voltage between relay terminals No. 2 (Orange/Yellow wire on mating connector) and No. 4 (Purple/Orange wire on mating connector). Again test for continuity between terminals No. 1 and 5. Continuity should exist. If continuity is not as specified, replace relay. REAR DEFOGGER SWITCH 1. Unplug rear defogger switch. Connect switch terminal No. 4 (Black wire on mating connector) to ground. Apply battery voltage to terminal No. 6 (Dark Green/Purple wire on mating connector). Defogger indicator light should come on. 2. Apply battery voltage to switch terminal No. 5 (Red/Black wire on mating connector). Switch illumination light should come on. 3. Disconnect jumper wires from switch. Depress and hold switch button while checking for continuity between switch terminals No. 3 (Dark Blue/Orange wire on mating connector) and No. 4 (Black wire on mating connector). Continuity should exist. Continuity should not exist with switch released (OFF position). If operation is not as specified, replace switch. WINDOW GRID 1. Using a bright light inside vehicle, visually inspect wire grid from outside. A broken grid wire will appear Helpmelearn February-12-08 5:46:00 PM

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1997 Ford Explorer DEFOGGER - REAR WINDOW 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Rear Window Defoggers

as a Brown spot. Start and idle engine. Turn defogger on. Defogger indicator light should come on. 2. Test for battery voltage at broad Red/Brown strips on rear window. A low voltage indicates a loose ground wire (pigtail) connection at ground screw. With negative voltmeter lead grounded, touch positive voltmeter lead to each grid line of heated rear window at its midpoint. 3. A reading of approximately 5 volts indicates proper circuit function. If no voltage exists, 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 DIAGRAM

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1997 Ford Explorer DEFOGGER - REAR WINDOW 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Rear Window Defoggers

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1997 Ford Explorer DEFOGGER - REAR WINDOW 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Rear Window Defoggers

Fig. 3: Rear Window & Mirror Defogger System Wiring Diagram

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1997 Ford Explorer AUTOLAMP SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Autolamp System

AUTOLAMP SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Autolamp System

DESCRIPTION The autolamp system provides automatic on-off control of the headlights in addition to normal headlight switch operation. The headlights will automatically turn on when outside light dims. The system also includes a delay feature which keeps the headlights on for a pre-selected time period after ignition is turned off. Major components of the system are a light sensor amplifier assembly, autolamp headlight relay, autolamp parking light relay, and headlight switch.

OPERATION The headlight switch must be in the OFF position for automatic operation. The light sensor must be exposed to ambient light to operate properly. Time delay can be varied up to 3 minutes before lights turn off automatically. Time delay is controlled by delay switch knob on bottom of inside rear view mirror. Sliding delay switch knob to the right increases time headlights are on after ignition is turned off.

TROUBLE SHOOTING Manufacturer's sequence for diagnosing and repairing autolamp system is as follows: z z z

Verify Customer's Complaint Perform Visual Inspection Perform appropriate test under SYMPTOM TESTS .

INITIAL CHECKS Verify customer's complaint. Check fuses No. 9 and 11 in instrument panel fuse box. Fuse box is located on left end of instrument panel. Also, check fuse No. 7 in Power Distribution Center (PDC). PDC is located in right front of engine compartment. Replace fuse(s) as necessary and recheck system operation. Check or replace any suspect bulbs. Check for damaged wiring harness and loose or corroded connector terminals. Check for good clean connections at chassis ground point locations. See wiring diagram in HEADLIGHT SYSTEMS article. Correct any obvious problems before continuing test. If all checks are okay, go to SYMPTOM TESTS .

SYMPTOM TESTS SYMPTOM CHART Symptom Autolamps Inoperative Autolamps Always On Autolamp Time Delay Inoperative

Perform Symptom Test A B C

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1997 Ford Explorer AUTOLAMP SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Autolamp System

NOTE:

After a repair is completed, always recheck system operation to ensure repair procedure has corrected the problem.

TEST A: AUTOLAMPS INOPERATIVE NOTE:

Autolamp time delay switch and panel dim switch are integral to headlight switch. If autolamp time delay switch or panel dim switch is defective, headlight switch assembly must be replaced.

1. Check Headlight Switch Operation Ensure headlight switch is off. Disconnect headlight switch connectors. If headlights are off, replace headlight switch. If headlights are still on, go to next step. 2. Check Fuses If autolamp system related fuses have already been checked, go to next step. If fuses have not been checked, inspect fuses No. 9 and 11 in instrument panel fuse box. Also, check fuse No. 8 in power distribution center. If fuses are okay, go to next step. If fuse(s) is blown, replace fuse(s) as necessary and recheck system operation. If fuse No. 9 blows again, go to step 11). If fuse No. 11 blows again, go to step 12). If fuse No. 8 blows again repair short to ground in circuit No. 88 (Black/White wire). 3. Check Relay Remove autolamp headlight relay from relay box. Remove autolamp headlight relay from relay box. Relay box is located behind right side of instrument panel, above passenger air bag. Test relay. See COMPONENT TESTING . Replace relay as necessary. If relay is okay, go to next step. 4. Check Circuit No. 15 Remove autolamp headlight relay from relay box. Relay box is located behind left side of instrument panel, right side of steering column. Measure resistance of Red/Yellow wire between autolamp headlight relay connector and headlight switch 11-pin connector. If resistance is 5 ohms or less, go to next step. If resistance is more than 5 ohms, repair open Red/Yellow wire. Recheck system operation. 5. Check Light Sensor Amplifier Reconnect all components. Disconnect light sensor amplifier, located on inside rear view mirror. Turn ignition on. Measure voltage between ground and terminal No. 6 (Red/Yellow wire) at light sensor amplifier wiring harness connector. See Fig. 1 . If battery voltage is present, go to next step. If battery voltage is not present, repair circuit No. 640 (Red/Yellow wire). 6. Check Circuit No. 54 Measure voltage between ground and terminal No. 5 (Light Green/Yellow wire) at light sensor amplifier wiring harness connector. If battery voltage is present, go to next step. If battery voltage is not present, Helpmelearn February-12-08 5:41:10 PM

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1997 Ford Explorer AUTOLAMP SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Autolamp System

repair circuit No. 54 (Light Green/Yellow wire). 7. Check Circuit No. 196 (Dark Blue/Orange Wire) Measure voltage between ground and terminal No. 3 (Dark Blue/Orange wire) at autolamp headlight relay wiring harness connector. See Fig. 2 . If battery voltage is present, go to next step. If battery voltage is not present, repair circuit No. 196 (Dark Blue/Orange wire). Recheck system operation. 8. Check Circuit No. 88 (Black/White Wire) Measure voltage between ground and terminal No. 1 (Black/White wire) at autolamp headlight relay wiring harness connector. If battery voltage is present, install relay and go to next step. If battery voltage is not present, repair circuit No. 88 (Black/White wire. Recheck system operation. 9. Check Circuit No. 218 (White/Purple Wire) Measure voltage between ground and terminal No. 2 (White/Purple wire) at light sensor amplifier wiring harness connector. See Fig. 1 . If battery voltage is present, go to next step. If battery voltage is not present, repair circuit No. 218 (White/Purple wire). 10. Check Ground Circuit Measure resistance between ground and terminal No. 4 (Black wire) at light sensor amplifier wiring harness connector. If resistance is 5 ohms or less, replace light sensor amplifier. If resistance is more than 5 ohms, repair open in Black wire ground circuit. Recheck system operation. 11. Check For Short To Ground In Circuit No. 54 Disconnect light sensor amplifier. Measure resistance between ground and terminal No. 5 (Light Green/Yellow wire) at light sensor amplifier wiring harness connector. If resistance is more than 10 k/ohms, circuit is okay. Replace light sensor amplifier. Replace fuse and recheck system operation. If resistance is 10 k/ohms or less, repair short to ground in circuit No. 54 (Light Green/Yellow wire). 12. Check For Short To Ground In Circuit No. 640 Disconnect light sensor amplifier connector. Measure resistance between ground and terminal No. 6 (Red/Yellow wire) at light sensor amplifier wiring harness connector. If resistance is more than 10 k/ohms, replace light sensor amplifier. Replace fuse and recheck system operation. If resistance is 10 k/ohms or less, repair short to ground in circuit No. 640 (Red/Yellow wire).

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1997 Ford Explorer AUTOLAMP SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Autolamp System

Fig. 1: Identifying Autolamp Light Amplifier Sensor Connector Terminals Courtesy of FORD MOTOR CO.

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1997 Ford Explorer AUTOLAMP SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Autolamp System

Fig. 2: Identifying Autolamp Headlight Relay & Parking Light Relay Terminals Courtesy of FORD MOTOR CO. TEST B: AUTOLAMPS ALWAYS ON 1. Verify Condition Turn ignition off. Ensure autolamp time delay switch is in OFF position. Disconnect headlight switch 11pin connector. If headlights are on, go to next step. If headlights are off, replace headlight switch and recheck system operation. 2. Check Headlight Relay Remove autolamp headlight relay from relay box. Relay box is located behind left side of instrument panel, right side of steering column. Measure resistance between relay terminals No. 3 and 5. See Fig. 2 . Helpmelearn February-12-08 5:41:10 PM

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1997 Ford Explorer AUTOLAMP SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Autolamp System

If resistance is more than 10 k/ohms, go to next step. If resis tance is 10 k/ohms or less, replace relay. Recheck system operation. 3. Check For Short To Ground Disconnect light sensor amplifier, located on inside rear view mirror. Remove autolamp parking light relay from relay box. Measure resistance between ground and terminal No. 2 (White/Purple wire) at autolamp headlight relay wiring harness connector. See Fig. 2 . If resistance is more than 10 k/ohms, replace light sensor amplifier. If resistance is 10 k/ohms or less, replace short to ground in circuit No. 218 (White/Purple wire). Recheck system operation. TEST C: AUTOLAMP TIME DELAY INOPERATIVE Check parking light operation. If parking lights are functioning properly, replace light sensor amplifier assembly. If parking lights are not functioning properly, check and repair headlight switch and/or headlight switch circuits as necessary. See wiring diagram in HEADLIGHT SYSTEMS article.

COMPONENT TESTING AUTOLAMP RELAY 1. Remove autolamp headlight relay from relay box. Relay box is located behind left side of instrument panel, right side of steering column. Measure resistance between terminal No. 2 and all other relay terminals. See Fig. 2 . If all resistance readings are more than 5 ohms, go to next step. If any resistance reading is 5 ohms or less, replace relay. 2. Using 2 jumper wires, connect positive battery voltage to relay terminals No. 1 and 3. Measure voltage between ground and terminal No. 4. If battery voltage is present, go to next step. If battery voltage is not present, replace relay. 3. Connect another jumper wire between ground and relay terminal No. 5. If battery voltage is present, relay is okay. If battery voltage is not present, replace relay.

WIRING DIAGRAM For autolamp system wiring diagram, see HEADLIGHT SYSTEMS article.

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1997 Ford Explorer INSTRUMENT PANEL - STANDARD 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Analog Instrument Panels

INSTRUMENT PANEL - STANDARD 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Analog Instrument Panels

DESCRIPTION & OPERATION WARNING: Deactivate air bag system before performing any service operation involving steering column components. Refer to the AIR BAG RESTRAINT SYSTEM article. DO NOT apply electrical power to any component on steering column without first deactivating air bag system. Air bag may deploy. INSTRUMENT PANEL Analog instrument cluster is equipped with speedometer, tachometer (if equipped), voltmeter, fuel, oil pressure and temperature gauges. Use magnetic gauges to monitor fuel quantity, coolant temperature and oil pressure. When ignition switch is turned to ON position, the following warning indicators will light momentarily for function proof: z z z z z z z

Air Bag Readiness Brake System Charging System MIL (CHECK ENGINE) Door Ajar Rear ABS Safety Belt

COMPONENT TESTING FUEL GAUGE SENDING UNIT TEST 1. Inspect fuel pump module, float and float rod for damage. If fuel pump module, float and float rod are okay, go to next step. If fuel pump module, float and float rod are damaged, replace fuel pump module and retest system. 2. Connect ohmmeter between ground and fuel pump module signal lead (Yellow/White wire). Slowly move float rod from full stop to empty stop. If ohmmeter reading slowly decreases, replace fuel gauge and retest system. If ohmmeter reading does not decrease, replace fuel pump module and retest system. ODOMETER TEST Test drive vehicle over a measured distance of at least 10 consecutive miles. Check measured distance against odometer measured distance. Acceptable odometer measured distance is 9.6-10.4 miles. OIL PRESSURE GAUGE TEST Helpmelearn February-12-08 5:44:39 5:41:55 PM

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1997 Ford Explorer INSTRUMENT PANEL - STANDARD 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Analog Instrument Panels

1. Turn ignition off. Disconnect oil pressure switch harness connector. Connect Instrument Gauge System Tester (014-R1063) to oil pressure switch connector Dark Green/White wire. Set tester to infinite resistance. Turn ignition on, wait 60 seconds and read gauge. 2. Center line on oil pressure gauge needle should fall on or below the "L" mark. Connect oil pressure switch connector Dark Green/White wire to ground. Center line on oil pressure gauge needle should fall slightly above mid-scale. If oil pressure gauge does not function as specified, replace gauge. If oil pressure gauge functions as specified, replace oil pressure switch. SPEEDOMETER CALIBRATION TEST Test drive vehicle and time number of seconds taken to travel one measured mile at an indicated 10, 30 and 60 MPH. Compare results with specifications. See SPEEDOMETER CALIBRATION table. Calculate actual vehicle speed using the following formula: 3600 divided by seconds equals MPH. SPEEDOMETER CALIBRATION Indicated Speed 10 30 60

Seconds 275-345 115-125 57-62

Actual Speed 13.1-10.4 31.3-28.8 63.2-58.1

TEMPERATURE GAUGE TEST 1. Turn ignition off. Disconnect temperature sensor harness connector. Connect Instrument Gauge System Tester (014-R1063) to temperature sensor harness connector Red/White wire. Set tester at 300 ohms. Turn ignition on, wait 60 seconds and read gauge. Temperature gauge should read cold. Turn ignition switch off. Set tester to 45 ohms. 2. Turn ignition switch on, wait 60 seconds. Temperature gauge should read one quarter to mid range. Turn ignition switch off. Set tester to 18 ohms. Turn ignition switch on, wait 60 seconds. Temperature gauge should read hot. If temperature gauge does not function as specified, replace gauge.

TROUBLE SHOOTING CAUTION: Electronic modules are sensitive to static electrical charges. Proper grounding of technician and component is essential to prevent damage. INSPECTION & VERIFICATION Preliminary Information

Verify customer concern by operating system in question. Visually inspect all components. Mechanical

Check the following: Helpmelearn February-12-08 5:41:56 PM

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1997 Ford Explorer INSTRUMENT PANEL - STANDARD 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Analog Instrument Panels

z z z z z z z z z z z z z z

Low Brake Fluid Level Damaged Engine Oil Filter Damaged Oil Pan Damaged Vehicle Speed Sensor Gear Damaged Washer Fluid Reservoir Door Adjustment Low Engine Oil Low Washer Fluid Stuck Coolant Temperature Gauge Needle Stuck Oil Pressure Gauge Needle Stuck Voltage Gauge Needle Stuck Fuel Gauge Needle Stuck Speedometer Needle Worn Or Damaged Generator Drive Belt

Electrical

Check the following: z z z z z z z

Blown Fuse(s): (Relays, Turn, Hazard, High/Low Headlights) Damaged Miniature Bulbs Damaged Wiring Harness Loose Or Corroded Connections Damaged Vehicle Speed Sensor Damaged Instrument Cluster Damaged Light Switches

Summary

Verify charging system, safety belt warning chime, turn signals, headlights and cruise control are working properly. Inspect wiring harness for obvious signs of shorts, opens, bad connections or damage.

SYMPTOM TESTING FUEL GAUGE INACCURATE 1. Turn ignition switch off. Remove instrument cluster. See INSTRUMENT CLUSTER under REMOVAL & INSTALLATION. Disconnect instrument cluster connector C287. See Fig. 1 . Turn ignition switch on. Measure voltage between ground and instrument cluster connector C287, terminal No. 8 (Red/Yellow wire). If voltage is more than 10 volts, go to next step. If voltage is less than 10 volts, repair open in Red/Yellow wire between instrument cluster connector and fuse No. 11 in interior fuse Helpmelearn February-12-08 5:41:56 PM

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1997 Ford Explorer INSTRUMENT PANEL - STANDARD 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Analog Instrument Panels

panel and retest system.

Fig. 1: Identifying Instrument Cluster Connector C287 Courtesy of FORD MOTOR CO. 2. Measure resistance between ground and instrument cluster connector C287, terminal No. 2 (Black/White wire). If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open in Black/White wire between instrument cluster connector and ground and retest system. 3. Turn ignition switch off. Disconnect fuel tank module connector C311. See Fig. 2 . Measure resistance between ground and fuel tank module connector C311, terminal No. 8 (Black/Yellow wire). If resistance is less than 5 ohms, reconnect instrument cluster connector C287 and go to next step. If resistance is more than 5 ohms, repair open in Black/Yellow wire between fuel tank module connector and ground and retest system.

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1997 Ford Explorer INSTRUMENT PANEL - STANDARD 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Analog Instrument Panels

Fig. 2: Identifying Fuel Tank Module Connector C311 Courtesy of FORD MOTOR CO. 4. Turn ignition switch off. Connect one lead of Instrument Gauge System Tester (014-R1063) to fuel tank module connector C311, terminal No. 5 (Yellow/White wire). Connect other tester lead to ground and set tester to 22 ohms. Turn ignition switch on and wait one minute. Observe fuel gauge. If fuel gauge indicates "E" (empty), go to step 6). If fuel gauge does not indicate "E" (empty), go to next step. 5. Turn ignition switch off. Measure resistance of Yellow/White wire between fuel tank module connector C311, terminal No. 5 and instrument cluster connector C287, terminal No. 12. See Fig. 1 and Fig. 2 . If resistance is more than 10 k/ohms, repair open in Yellow/White wire between fuel tank module connector and instrument cluster connector and retest system. If resistance is less than 10 k/ohms, go to step 8). 6. Turn ignition switch off. Set tester to 145 ohms. Turn ignition switch on and wait one minute. Observe fuel gauge. If fuel gauge indicates "F" (full), replace fuel level sensor and retest system. If fuel gauge does not indicate "F" (full), disconnect tester and go to next step. Helpmelearn February-12-08 5:41:56 PM

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1997 Ford Explorer INSTRUMENT PANEL - STANDARD 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Analog Instrument Panels

7. Turn ignition switch off. Disconnect instrument cluster connector C287. See Fig. 1 . Measure resistance between ground and instrument cluster connector C287, terminal No. 12 (Yellow/White wire). If resistance is less than 5 ohms, repair short to ground in Yellow/White wire and retest system. See WIRING DIAGRAMS . If resistance is more than 5 ohms, go to next step. 8. Turn ignition switch off. Measure resistance of instrument cluster printed circuit between the following: z Fuel gauge SIG terminal and gauge amplifier. z Fuel gauge terminals and instrument cluster printed circuit connector C287, terminals No. 2 and 8. z Fuel gauge ground terminal and gauge amplifier. z Gauge amplifier and instrument cluster printed circuit connector C287, terminals No. 2 and 12. z Gauge amplifier and instrument cluster printed circuit connector C288, terminal No. 1. See Fig. 3 . If resistance in all tests is less than 5 ohms, replace fuel gauge and instrument cluster gauge amplifier and retest system. See GAUGES under REMOVAL & INSTALLATION. If any resistance is more than 5 ohms, replace instrument cluster printed circuit and retest system. See PRINTED CIRCUIT under REMOVAL & INSTALLATION.

Fig. 3: Identifying Instrument Cluster Connector C288 Courtesy of FORD MOTOR CO. COOLANT TEMPERATURE INACCURATE 1. Perform TEMPERATURE GAUGE TEST under COMPONENT TESTS. If temperature gauge performs properly, replace temperature sensor and retest system. If temperature gauge does not perform properly, go to next step. 2. Turn ignition switch off. Disconnect temperature sensor harness connector. Remove instrument cluster. Helpmelearn February-12-08 5:41:56 PM

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1997 Ford Explorer INSTRUMENT PANEL - STANDARD 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Analog Instrument Panels

See INSTRUMENT CLUSTER under REMOVAL & INSTALLATION. Disconnect instrument cluster connector C287. See Fig. 1 . Measure resistance of Red/White wire between instrument cluster connector C287, terminal No. 3 and temperature sensor harness connector. Resistance should be less than 5 ohms. Measure resistance between ground and instrument cluster connector C287, terminal No. 3 (Red/White wire). Resistance should be more than 10 k/ohms. If resistance is as specified, go to next step. If resistance is not as specified, repair open or short in Red/White wire and retest system. 3. Disconnect instrument cluster connector C288. See Fig. 3 . Turn ignition switch on. Measure voltage between ground and instrument cluster connector C288, terminal No. 1 (Red/Yellow wire). If voltage is more than 10 volts, go to next step. If voltage is less than 10 volts, repair open in Red/Yellow wire between instrument cluster connector and fuse No. 11 in interior fuse panel and retest system. 4. Turn ignition switch off. Measure resistance between ground and instrument cluster connector C287, terminal No. 2 (Black/White wire). If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open in Black/White wire between instrument cluster connector and ground and retest system. 5. Measure resistance between instrument cluster temperature gauge clips "B" and "S". Resistance should be 215-256 ohms. Measure resistance between instrument cluster temperature gauge clips "G" and "S". Resistance should be 90-110 ohms. If resistances are as specified, replace instrument cluster printed circuit and retest system. See PRINTED CIRCUIT under REMOVAL & INSTALLATION. If resistances are not as specified, replace temperature gauge and retest system. See GAUGES under REMOVAL & INSTALLATION. OIL PRESSURE GAUGE INACCURATE NOTE:

Ensure engine oil is at proper level and oil pressure switch connector is securely connected. Momentary drop in oil pressure is normal during hard breaking.

1. Turn ignition switch on and observe oil pressure gauge. If oil pressure gauge indicates "L" (low) or below, go to step 4). If oil pressure gauge does not indicate "L" (low) or below, go to next step. 2. Turn ignition switch off. Partially remove instrument cluster. See INSTRUMENT CLUSTER under REMOVAL & INSTALLATION. Disconnect instrument cluster connector C286. See Fig. 4 . Turn ignition switch on. Measure resistance between ground and instrument cluster connector C286, terminal No. 12 (Dark Green/White wire). If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, replace oil pressure gauge and retest system. See GAUGES under REMOVAL & INSTALLATION.

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1997 Ford Explorer INSTRUMENT PANEL - STANDARD 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Analog Instrument Panels

Fig. 4: Identifying Instrument Cluster Connector C286 Courtesy of FORD MOTOR CO. 3. Turn ignition switch off. Disconnect oil pressure switch. Measure resistance between ground and instrument cluster connector C286, terminal No. 12 (Dark Green/White wire). If resistance is more than 10 k/ohms, replace oil pressure switch and retest system. If resistance is less than 10 k/ohms, repair short to ground in Dark Green/White wire between instrument cluster connector and oil pressure switch connector and retest system. 4. Turn ignition switch off. Disconnect oil pressure switch harness connector. Turn ignition switch on. Connect fused jumper wire between ground and oil pressure switch harness connector Dark Green/White wire. Observe oil pressure gauge. If oil pressure gauge indicates in normal range or in upper half of normal range, replace oil pressure switch and retest system. If oil pressure gauge does not indicate in normal range or in upper half of normal range, go to next step. 5. Turn ignition switch off. Disconnect instrument cluster connector C286. See Fig. 4 . Measure resistance of Dark Green/White wire between instrument cluster connector C286, terminal No. 12 and oil pressure switch harness connector. If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open in Dark Green/White wire between instrument cluster connector and oil pressure switch harness connector and retest system. 6. Measure resistance between instrument cluster printed circuit connector C286, terminal 12 and oil pressure gauge terminal clip. If resistance is approximately 20 ohms, replace oil pressure gauge and retest system. See GAUGES under REMOVAL & INSTALLATION. If resistance is not approximately 20 ohms, replace instrument cluster printed circuit and retest system. See PRINTED CIRCUIT under REMOVAL & INSTALLATION. VOLTMETER INACCURATE 1. Start engine and observe voltmeter. If voltmeter does not operate, go to next step. If voltmeter needle is at mid-scale in NORMAL band, voltmeter is okay. If voltmeter needle is below or above mid-scale, check battery and charging system and repair or replace as necessary. If voltmeter needle is below or above mid-scale and battery and charging system are okay, replace voltmeter and retest system. See GAUGES under REMOVAL & INSTALLATION.

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1997 Ford Explorer INSTRUMENT PANEL - STANDARD 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Analog Instrument Panels

NOTE:

Some models may have a calibrated 190 ohm resistor in printed circuit between battery input and gauge.

2. Turn ignition switch off. Remove instrument cluster. See INSTRUMENT CLUSTER under REMOVAL & INSTALLATION. Measure resistance of printed circuit between voltmeter gauge clips and instrument cluster connector C286, terminal No 13 and instrument cluster connector C287, terminal No. 2. See Fig. 1 and Fig. 4 . 3. If all resistances are less than 5 ohms (180-200 ohms for circuit with resistor), replace voltmeter. See GAUGES under REMOVAL & INSTALLATION. If any resistance is more than 5 ohms (180-200 ohms for circuit with resistor), replace instrument cluster printed circuit. See PRINTED CIRCUIT under REMOVAL & INSTALLATION. SPEEDOMETER/ODOMETER INACCURATE 1. Access Vehicle Speed Sensor (VSS). Ensure harness connector is clean, tight and securely attached. Clean, repair or replace as necessary. If VSS harness connector is okay, go to next step. 2. Perform ODOMETER TEST under COMPONENT TESTS. If odometer is operating and is accurate, go to next step. If odometer is not operating or is not accurate, go to step 4). 3. Perform SPEEDOMETER CALIBRATION TEST under COMPONENT TESTS. If speedometer is operating and is within specification, speedometer is operating properly. If speedometer is not operating or is not within specification, go to next step. 4. Remove VSS. Ensure proper driven gear is installed. If correct driven gear is installed, go to next step. If driven gear is not correct, replace with correct gear and repeat step 3). 5. Check for proper drive gear, axle, tires and ratio adapter. If all components are correct and speedometer/odometer reads inaccurately, replace speedometer and retest system. See GAUGES under REMOVAL & INSTALLATION. If any component is incorrect, replace with correct component and repeat step 3). SPEEDOMETER/ODOMETER INOPERATIVE 1. Turn ignition switch off. Remove instrument cluster. See INSTRUMENT CLUSTER under REMOVAL & INSTALLATION. Measure voltage between ground and instrument cluster connector C288, terminal No. 7 (White/Yellow wire). See Fig. 3 . If voltage is more than 10 volts, go to next step. If voltage is less than 10 volts, repair open in White/Yellow wire between instrument cluster connector and fuse No. 25 located in interior fuse panel and retest system. 2. Disconnect Vehicle Speed Sensor (VSS) harness connector. Measure resistance of Gray/Black wire between instrument cluster connector C287, terminal No. 1 and VSS harness connector. See Fig. 1 . If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open in Gray/Black wire between instrument cluster connector and VSS harness connector and retest system. NOTE:

Measurements must be made at speedometer gauge pins inside instrument cluster printed circuit clips.

3. Measure resistance of printed circuit between speedometer pins (in center of clips) and corresponding instrument cluster connector terminal. See SPEEDOMETER PRINTED CIRCUIT CHECK table. If Helpmelearn February-12-08 5:41:56 PM

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1997 Ford Explorer INSTRUMENT PANEL - STANDARD 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Analog Instrument Panels

all resistances are less than one ohm, go to next step. If any resistance is more than one ohm, replace instrument cluster printed circuit and retest system. See PRINTED CIRCUIT under REMOVAL & INSTALLATION. SPEEDOMETER PRINTED CIRCUIT CHECK (1) Speedometer Pin "B" "G" "I" "S" (1) See Fig. 1 , Fig. 3 and Fig. 4 .

Connector-Terminal C288-7 C287-2 C266-4 C287-1

4. Remove VSS from transmission. Measure resistance between VSS terminals. If resistance is 200-300 ohms, go to next step. If resistance is not 200-300 ohms, replace VSS and retest system. 5. Measure AC voltage between VSS terminals while spinning VSS shaft. If voltage changes, go to next step. If voltage does not change, replace VSS and retest system. 6. Inspect VSS driven gear for damage or wear. If driven gear is damaged or worn, replace driven gear and retest system. If driven gear is not damaged or worn, replace speedometer and retest system. See GAUGES under REMOVAL & INSTALLATION. TACHOMETER INOPERATIVE 1. Turn ignition switch off. Remove instrument cluster. See INSTRUMENT CLUSTER under REMOVAL & INSTALLATION. Measure resistance between ground and instrument cluster connector C286, terminal No. 16 (Black/White wire). See Fig. 4 . If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open in Black/White wire between instrument cluster connector and ground and retest system. 2. Disconnect negative battery cable and Powertrain Control Module (PCM). Install EEC-V 104-Pin Breakout Box (014-00950) following manufacturer's instructions. Measure resistance between instrument cluster connector C286, terminal No. 11 (Tan/Yellow wire) and breakout box test pin No. 48. If resistance is less than 5 ohms, remove breakout box. Reconnect PCM and negative battery cable and go to next step. If resistance is more than 5 ohms, repair open in Tan/Yellow wire between instrument cluster connector and PCM and retest system. 3. Start engine and allow to idle. Measure voltage between ground and instrument cluster connector C286, terminal No. 11 (Tan/Yellow wire). If voltage is 5-8 volts, go to next step. If voltage is not 5-8 volts, temporally substitute a known good PCM and retest system. 4. Measure resistance of printed circuit between tachometer pins (in center of clips) and corresponding instrument cluster connector C286, terminals No. 13, 15 and 16 and connector C287, terminal No. 2. If all resistances are less than 5 ohms, replace tachometer and retest system. See GAUGES under REMOVAL & INSTALLATION. If any resistance is more than 5 ohms, replace instrument cluster printed circuit. See PRINTED CIRCUIT under REMOVAL & INSTALLATION. TACHOMETER INACCURATE Helpmelearn February-12-08 5:41:56 PM

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1997 Ford Explorer INSTRUMENT PANEL - STANDARD 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Analog Instrument Panels

1. Turn ignition switch off. Remove instrument cluster. See INSTRUMENT CLUSTER under REMOVAL & INSTALLATION. Measure resistance between ground and instrument cluster connector C286, terminal No. 16 (Black/White wire). See Fig. 4 . If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open in Black/White wire between instrument cluster connector and ground and retest system. 2. Measure resistance of printed circuit between tachometer pins (in center of clips) and corresponding instrument cluster connector C286, terminals No. 13, 15 and 16 and connector C287, terminal No. 2. If all resistances are less than 5 ohms, replace tachometer and retest system. See GAUGES under REMOVAL & INSTALLATION. If any resistance is more than 5 ohms, replace instrument cluster printed circuit. See PRINTED CIRCUIT under REMOVAL & INSTALLATION. CHARGE WARNING INDICATOR INOPERATIVE 1. Remove and inspect fuse No. 15 from interior fuse panel. If fuse is okay, go to next step. If fuse is blown, replace fuse and retest system. If fuse blows again, repair short to ground in Yellow wire between fuse and instrument cluster connector and retest system. 2. Disconnect generator voltage regulator 3-pin connector. Turn ignition switch on. Connect fused jumper wire between ground and generator voltage regulator connector Light Green/Red wire. Observe charge warning indicator. If indicator illuminates repair charging system as necessary and retest system. If indicator does not illuminate, go to next step. 3. Turn ignition switch off. Remove instrument cluster. See INSTRUMENT CLUSTER under REMOVAL & INSTALLATION. Turn ignition switch on. Measure voltage between ground and instrument cluster connector C288, terminal No. 2 (Yellow wire). See Fig. 3 . If voltage is more than 10 volts, go to next step. If voltage is less than 10 volts, repair open in Yellow wire between instrument cluster connector and fuse panel and retest system. 4. Turn ignition switch off. Measure resistance of Light Green/Red wire between instrument cluster connector C288, terminal No. 3 and generator voltage regulator connector. If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open in Light Green/Red wire between instrument cluster connector and generator voltage regulator connector and retest system. 5. Check continuity between terminals of charging system warning indicator bulb. If continuity exists, replace instrument cluster printed circuit and retest system. See PRINTED CIRCUIT under REMOVAL & INSTALLATION. If continuity does not exist, replace bulb and retest system. ANTI-LOCK BRAKE WARNING INDICATOR INOPERATIVE 1. Turn ignition switch off. Disconnect anti-lock brake control module. Turn ignition switch on. Connect fused jumper wire between ground and anti-lock brake control module Dark Green wire. If anti-lock brake warning indicator illuminates, repair anti-lock brake system as necessary and retest system. If antilock brake warning indicator does not illuminate, go to next step. 2. Check continuity between terminals of anti-lock brake warning indicator bulb. If continuity exists, go to next step. If continuity does not exist, replace bulb and retest system. 3. Turn ignition switch off. Measure resistance of Dark Green wire between instrument cluster connector C288, terminal No. 6 and anti-lock brake control module connector. See Fig. 3 . If resistance is less than 5 ohms, replace instrument cluster printed circuit and retest system. See PRINTED CIRCUIT under REMOVAL & INSTALLATION. If resistance is more than 5 ohms, repair open in Dark Green wire Helpmelearn February-12-08 5:41:56 PM

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1997 Ford Explorer INSTRUMENT PANEL - STANDARD 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Analog Instrument Panels

between instrument cluster connector and anti-lock brake control module connector and retest system. ANTI-THEFT ALARM INDICATOR INOPERATIVE 1. Turn ignition switch off. Remove instrument cluster. See INSTRUMENT CLUSTER under REMOVAL & INSTALLATION. Open any door and press power door lock switch to lock doors. This sets Remote Anti-Theft Personality (RAP) module in prearm mode. Measure voltage between ground and instrument cluster connector C286, terminal No. 6 (Dark Blue/Light Green wire). See Fig. 4 . If voltage is more than 3 volts, go to step 4). If voltage is less than 3 volts, go to next step. 2. Disconnect RAP module connector C338 (Black 22-pin). See Fig. 5 . RAP module is located at left rear quarter panel. Measure resis tance of Dark Blue/Light Green wire between RAP module connector C338, terminal No. 16 and instrument cluster connector C286, terminal No. 6. If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open in Dark Blue/Light Green wire and retest system.

Fig. 5: Remote Anti-Theft Personality (RAP) Module Connector C338 Courtesy of FORD MOTOR CO. 3. Measure resistance between ground and instrument cluster connector C286, terminal No. 6 (Dark Blue/Light Green wire). If resistance is more than 10 k/ohms, repair anti-theft system. See ANTITHEFT SYSTEM article. If resistance is less than 10 k/ohms, repair short to ground in Dark Blue/Light Green wire between instrument cluster connector and RAP module connector. 4. Measure resistance between ground and instrument cluster connector C286, terminal No. 7 (Black wire). If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open in Black wire between instrument cluster connector and ground and retest system. NOTE:

DO NOT apply battery voltage to anti-theft indicator LED.

5. Remove and check anti-theft indicator LED. If LED is okay, replace instrument cluster printed circuit and Helpmelearn February-12-08 5:41:56 PM

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1997 Ford Explorer INSTRUMENT PANEL - STANDARD 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Analog Instrument Panels

retest system. See PRINTED CIRCUIT under REMOVAL & INSTALLATION. If LED is not okay, replace LED and retest system. FUEL RESET INDICATOR INOPERATIVE 1. Turn ignition switch off. Disconnect inertia fuel shutoff switch connector. Switch is located under instrument panel, below radio. Turn ignition switch on. Connect fused jumper wire between grou. Connect fused jumper wire between ground and inertia fuel shutoff switch connector Gray/Orange wire. If fuel reset indicator illuminates, go to TESTS W/CODES article in ENGINE PERFORMANCE section. If fuel reset indicator does not illuminate, go to next step. 2. Remove instrument cluster. See INSTRUMENT CLUSTER under REMOVAL & INSTALLATION. Remove and inspect fuel reset indicator bulb. If bulb is good, go to next step. If bulb is defective, replace bulb and retest system. 3. Measure resistance of Gray/Orange wire between instrument cluster connector C286, terminal No. 11 and inertia fuel shutoff switch connector. See Fig. 4 . If resistance is less than 5 ohms, replace instrument cluster printed circuit and retest system. See PRINTED CIRCUIT under REMOVAL & INSTALLATION. If resistance is more than 5 ohms, repair open on Gray/Orange wire between instrument cluster connector and inertia fuel shutoff switch connector and retest system. HIGH BEAM INDICATOR INOPERATIVE 1. Turn ignition switch off. Remove instrument cluster. See INSTRUMENT CLUSTER under REMOVAL & INSTALLATION. Turn ignition switch on. Turn headlight switch on. Set multi-function switch to high-beam. Measure voltage between ground and instrument cluster connector C287, terminal No. 6 (Gray/White wire). See Fig. 1 . If more than 10 volts is present, go to next step. If less than 10 volts is present and equipped with daytime running lights, go to step 4). If less than 10 volts is present and not equipped with daytime running lights, repair open in Gray/White wire between instrument cluster connector and multi-function switch and retest system. See WIRING DIAGRAMS . 2. Turn ignition switch off. Measure resistance between ground and instrument cluster connector C287, terminal No. 7 (Black wire). If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open in Black wire between instrument cluster connector and ground and retest system. 3. Measure continuity between high beam indicator bulb terminals. If continuity exists, replace printed circuit and retest system. See PRINTED CIRCUIT under REMOVAL & INSTALLATION. If continuity does not exist, replace bulb and retest system. 4. Turn ignition switch off. Disconnect Daytime Running Light (DRL) module connector C134. DRL module is located at left front corner of engine compartment. See Fig. 6 . Ensure headlights are on and set to high beam. Measure voltage between ground and DRL module connector C134, terminal No. 8 (Light Green/Black wire). If voltage is more than 10 volts, go to next step. If voltage is less than 10 volts, repair open in Light Green/Black wire between DRL module connector and fuse No. 33 located in interior fuse panel and retest system. 5. Measure resistance of Gray/White wire between DRL module connector C134, terminal No. 1 and instrument cluster connector C287, terminal No. 6. If resistance is less than 5 ohms, replace DRL module and retest system. If resistance is more than 5 ohms, repair open in Gray/White wire between DRL module connector and instrument cluster connector and retest system.

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1997 Ford Explorer INSTRUMENT PANEL - STANDARD 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Analog Instrument Panels

Fig. 6: Daytime Running Light (DRL) Module Connector C134 Courtesy of FORD MOTOR CO. CHECK ENGINE WARNING INDICATOR INOPERATIVE Helpmelearn February-12-08 5:41:56 PM

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1997 Ford Explorer INSTRUMENT PANEL - STANDARD 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Analog Instrument Panels

1. Disconnect negative battery cable and Powertrain Control Module (PCM). Install EEC-V 104-Pin Breakout Box (014-00950) following manufacturer's instructions. Reconnect negative battery cable and turn ignition switch on. Connect fused jumper wire between breakout box test pins No. 2 and 24. If check engine warning indicator illuminates, go to TESTS W/CODES article in ENGINE PERFORMANCE section. If check engine warning indicator does not illuminate, go to next step. 2. Turn ignition switch off. Remove instrument cluster. See INSTRUMENT CLUSTER under REMOVAL & INSTALLATION. Measure continuity between check engine warning indicator bulb terminals. If continuity exists, go to next step. If continuity does not exist, replace bulb and retest system. 3. On early production models, measure resistance between breakout box test pin No. 2 and instrument cluster connector C288, terminal No. 7 (Pink/Light Green wire). See Fig. 3 . On late production models, measure resistance between breakout box test pin No. 2 and instrument cluster connector C287, terminal No. 11 (Pink/Light Green wire). See Fig. 1 . If resistance is less than 5 ohms, replace instrument cluster printed circuit and retest system. See PRINTED CIRCUIT under REMOVAL & INSTALLATION. If resistance is more than 5 ohms, repair open in Pink/Light Green wire between instrument cluster connector and powertrain control module connector and retest system. See WIRING DIAGRAMS . LEFT TURN SIGNAL INDICATOR INOPERATIVE 1. Turn ignition switch off. Remove instrument cluster. See INSTRUMENT CLUSTER under REMOVAL & INSTALLATION. Turn ignition switch on. Place multifunction switch in left turn position. Measure voltage between ground and instrument cluster connector C287, terminal No. 5 (Light Green/White wire). See Fig. 1 . If voltage is more than 10 volts, go to next step. If voltage is less than 10 volts, repair open in Light Green/White wire between instrument cluster connector and multifunction switch and retest system. 2. Turn ignition switch off. On early production vehicles, measure resistance between ground and instrument cluster connector C287, terminal No. 7 (Black wire). See Fig. 1 . On late production vehicles, measure resistance between ground and instrument cluster connector C286, terminal No. 9 (Black wire). See Fig. 4 . On all models, if resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open in Black wire between instrument cluster connector and ground and retest system. 3. Measure continuity between terminals of left turn indicator bulb. If continuity exists, replace instrument cluster printed circuit and retest system. See PRINTED CIRCUIT under REMOVAL & INSTALLATION. If continuity does not exist, replace bulb and retest system. RIGHT TURN SIGNAL INDICATOR INOPERATIVE 1. Turn ignition switch off. Remove instrument cluster. See INSTRUMENT CLUSTER under REMOVAL & INSTALLATION. Turn ignition switch on. Place multifunction switch in right turn position. Measure voltage between ground and instrument cluster connector C286, terminal No. 10 (White/Light Blue wire). See Fig. 4 . If voltage is more than 10 volts, go to next step. If voltage is less than 10 volts, repair open in White/Light Blue wire between instrument cluster connector and multifunction switch and retest system. 2. Turn ignition switch off. On early production vehicles, measure resistance between ground and instrument cluster connector C286, terminal No. 7 (Black wire). See Fig. 4 . On late production vehicles, measure resistance between ground and instrument cluster connector C286, terminal No. 9 (Black wire). See Fig. 4 . On all models, if resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open in Black wire between instrument cluster connector and ground and retest system. Helpmelearn February-12-08 5:41:56 PM

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3. Measure continuity between terminals of right turn indicator bulb. If continuity exists, replace instrument cluster printed circuit and retest system. See PRINTED CIRCUIT under REMOVAL & INSTALLATION. If continuity does not exist, replace bulb and retest system. OVERDRIVE OFF INDICATOR INOPERATIVE 1. Turn ignition switch off. Disconnect negative battery cable and Powertrain Control Module (PCM). Install EEC-V 104-Pin Breakout Box (014-00950) following manufacturer's instructions. Reconnect negative battery cable and turn ignition switch on. Ensure headlights are off. Connect fused jumper wire between breakout box test pins No. 24 and 79. If O/D OFF indicator is illuminated, see appropriate AUTO TRANS DIAGNOSIS article in the AUTO TRANS DIAGNOSIS section. If O/D OFF indicator is not illuminated, go to next step. 2. Turn ignition switch off. Disconnect the headlight switch connector C216 located under the left side of the instrument panel. See Fig. 7 . Turn ignition switch on. Measure voltage between ground and headlight switch connector C216, terminal No. 4 (Brown/White wire). If voltage is more than 10 volts, go to step 5). If voltage is less than 10 volts, go to next step.

Fig. 7: Identifying Headlight Switch Connector C216 Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 5:41:56 PM

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1997 Ford Explorer INSTRUMENT PANEL - STANDARD 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Analog Instrument Panels

3. Turn ignition switch off. Disconnect dimmer relay located in relay module behind center of instrument panel. See Fig. 8 . Turn ignition switch on. Measure voltage between ground and dimmer relay connector cavity No. 4 (Red/Yellow wire). If voltage is more than 10 volts, go to next step. If voltage is less than 10 volts repair open in Red/Yellow wire between relay connector and fuse No. 11 located in interior fuse panel and retest system.

Fig. 8: Identifying Relay Module Components Courtesy of FORD MOTOR CO. 4. Turn ignition switch off. Measure resistance between dimmer relay terminals No. 3 and 4. See Fig. 8 . If resistance is less than 5 ohms, repair open in Brown/White wire between dimmer relay connector and headlight switch connector and retest system. If resistance is more than 5 ohms, replace dimmer relay and retest system. 5. Turn ignition switch off. Disconnect dimmer module connector C219 located on left side of steering column. See Fig. 9 . Measure resistance of Light Blue/Red wire between headlight switch connector C216, terminal No. 9 and dimmer module connector C219, terminal No. 4. See Fig. 7 and Fig. 9 . If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open in Light Blue/Red wire between headlight switch connector and dimmer module connector and retest system.

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Fig. 9: Identifying Dimmer Module Connector C219 Courtesy of FORD MOTOR CO. 6. Ensure headlight switch is off. Measure resistance between headlight switch terminals No. 4 and 8. Turn headlight switch on (headlights on). Measure resistance between headlight switch terminals No. 8 and 9. See Fig. 10 . If resistance in both tests is less than 5 ohms, go to next step. If any resistance is more than 5 ohms, replace headlight switch and retest system.

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1997 Ford Explorer INSTRUMENT PANEL - STANDARD 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Analog Instrument Panels

Fig. 10: Identifying Headlight Switch Terminals Courtesy of FORD MOTOR CO. 7. Turn ignition switch off. Remove instrument cluster. See INSTRUMENT CLUSTER under REMOVAL & INSTALLATION. Measure resistance of Orange/Black wire between instrument cluster connector C286, terminal No. 5 and headlight switch connector C216, terminal No. 8. See Fig. 4 and Fig. 7 . If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open in Orange/Black wire between instrument cluster connector and headlight switch connector and retest system. 8. Measure resistance between instrument cluster connector C286, terminal No. 1 (White/Light Green wire) and breakout box test pin No. 79. If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open in White/Light Green wire between instrument cluster connector and powertrain control module connector and retest system. 9. Measure continuity between terminals of O/D OFF indicator bulb. If continuity exists, replace instrument cluster printed circuit and retest system. See PRINTED CIRCUIT under REMOVAL & INSTALLATION. If continuity does not exist, replace bulb and retest system. CRUISE CONTROL INDICATOR INOPERATIVE 1. Turn ignition switch off. Disconnect cruise control servo connector C171 located at right rear of engine compartment. See Fig. 11 . Turn ignition switch on. Connect fused jumper wire between ground and cruise control connector C171, terminal No. 1 (Orange/Light Blue wire). If cruise control indicator Helpmelearn February-12-08 5:41:56 PM

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illuminates, replace cruise control servo and retest system. If cruise control indicator does not illuminate, go to next step.

Fig. 11: Identifying Cruise Control Servo Connector C171 Courtesy of FORD MOTOR CO. 2. Turn ignition switch off. Disconnect headlight switch connector C216 located under the left side of the instrument panel. See Fig. 7 . Turn ignition switch on. Measure voltage between ground and headlight switch connector C216, terminal No. 4 (Brown/White wire). If voltage is more than 10 volts, go to step 5). If voltage is less than 10 volts, go to next step. 3. Turn ignition switch off. Disconnect dimmer relay located in relay module behind center of instrument panel. See Fig. 8 . Turn ignition switch on. Measure voltage between ground and dimmer relay connector cavity No. 4 (Red/Yellow wire). If voltage is more than 10 volts, go to next step. If voltage is less than 10 volts repair open in Red/Yellow wire between relay connector and fuse No. 11 located in interior fuse panel and retest system. 4. Turn ignition switch off. Measure resistance between dimmer relay terminals No. 3 and 4. See Fig. 8 . If resistance is less than 5 ohms, repair open in Brown/White wire between dimmer relay connector and headlight switch connector and retest system. If resistance is more than 5 ohms, replace dimmer relay and retest system. 5. Turn ignition switch off. Disconnect dimmer module connector C219 located on left side of steering column. See Fig. 9 . Measure resistance of Light Blue/Red wire between headlight switch connector C216, terminal No. 9 and dimmer module connector C219, terminal No. 4. See Fig. 7 and Fig. 9 . If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open in Light Blue/Red wire between headlight switch connector and dimmer module connector and retest system. 6. Ensure headlight switch is off. Measure resistance between headlight switch terminals No. 4 and 8. Turn headlight switch on (headlights on). Measure resistance between headlight switch terminals No. 8 and 9. See Fig. 10 . If resistance in both tests is less than 5 ohms, go to next step. If any resistance is more than 5 Helpmelearn February-12-08 5:41:56 PM

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ohms, replace headlight switch and retest system. 7. Turn ignition switch off. Remove instrument cluster. See INSTRUMENT CLUSTER under REMOVAL & INSTALLATION. Measure resistance of Orange/Black wire between instrument cluster connector C286, terminal No. 5 and headlight switch connector C216, terminal No. 8. See Fig. 4 and Fig. 7 . If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open in Orange/Black wire between instrument cluster connector and headlight switch connector and retest system. 8. Measure resistance between instrument cluster connector C286, terminal No. 4 (Orange/Light Blue wire) and cruise control servo connector C171, terminal No. 1. If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open in Orange/Light Blue wire between instrument cluster connector and cruise control servo connector and retest system. 9. Measure continuity between terminals of cruise control indicator bulb. If continuity exists, replace instrument cluster printed circuit and retest system. See PRINTED CIRCUIT under REMOVAL & INSTALLATION. If continuity does not exist, replace bulb and retest system. RED BRAKE WARNING INDICATOR INOPERATIVE 1. Turn ignition switch on and apply parking brake. If Red brake warning indicator illuminates, release parking brake and go to next step. If Red brake warning indicator does not illuminate, go to next step. 2. Turn ignition switch off. Disconnect brake fluid level switch connector (Gray 3-pin). Turn ignition switch on. Connect fused jumper wire between ground and brake fluid level switch connector Purple/White wire. If Red brake warning indicator illuminates, repair/replace brake fluid level switch and retest system. If Red brake warning indicator does not illuminate, go to next step. 3. Turn ignition switch off. Remove instrument cluster. See INSTRUMENT CLUSTER under REMOVAL & INSTALLATION. Measure resistance of Purple/White wire between instrument cluster connector C288, terminal No. 5 and brake fluid level switch connector. See Fig. 3 . If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open in Purple/White wire between instrument cluster connector and brake fluid level switch connector and retest system. 4. Measure continuity between terminals of Red brake warning indicator bulb. If continuity exists, replace instrument cluster printed circuit and retest system. See PRINTED CIRCUIT under REMOVAL & INSTALLATION. If continuity does not exist, replace bulb and retest system. 5. Turn ignition switch off. Disconnect parking brake switch. Turn ignition switch on. Connect fused jumper wire between ground and parking brake switch connector. If Red brake warning indicator illuminates, repair/replace parking brake switch and retest system. If Red brake warning indicator does not illuminate, go to next step. 6. Turn ignition switch off. Remove instrument cluster. See INSTRUMENT CLUSTER under REMOVAL & INSTALLATION. Measure continuity between terminals of Red brake warning indicator bulb. If continuity exists and vehicle is not equipped with daytime running lights, go to next step. If continuity exists and vehicle is equipped with daytime running lights, go to step 8). If continuity does not exist, replace bulb and retest system. 7. Measure resistance between instrument cluster connector C288, terminal No. 5 (Purple/White wire) and parking brake switch connector Light Green/Red wire. See Fig. 3 . If resistance is less than 5 ohms, replace instrument cluster printed circuit and retest system. See PRINTED CIRCUIT under REMOVAL & INSTALLATION. If resistance is more than 5 ohms, repair open in Purple/White and/or Light Green/Red wire and retest system. See WIRING DIAGRAMS . Helpmelearn February-12-08 5:41:57 PM

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8. Ensure ignition switch off. Disconnect Daytime Running Light (DRL) module connector C134. DRL module is located at left front corner of engine compartment. See Fig. 6 . Measure resistance of Light Green/Red wire between DRL connector C134, terminal No. 4 and parking brake switch connector. If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open in Light Green/Red wire between DRL connector and parking brake switch connector and retest system. 9. Measure resistance of Purple/White wire between instrument cluster connector C288, terminal No. 5 and DRL module connector C134, terminal No. 5. See Fig. 3 and Fig. 6 . If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open in Purple/White wire between instrument cluster connector and DRL module connector and retest system. 10. Measure resistance between Red brake warning indicator bulb socket and instrument cluster connector C287, terminal No. 8 and connector C288, terminal No. 5. If resistances in both tests is less than 5 ohms, replace DRL module and retest system. If any resistance is more than 5 ohms, replace instrument cluster printed circuit and retest system. See PRINTED CIRCUIT under REMOVAL & INSTALLATION. CHECK GAUGE INDICATOR INOPERATIVE 1. Start engine and observe gauges. If all gauges operate properly, go to next step. If all gauges do not operate properly, reevaluate symptom. 2. Turn ignition switch off. Remove instrument cluster. See INSTRUMENT CLUSTER under REMOVAL & INSTALLATION. Measure continuity between terminals of check gauge indicator bulb. If continuity exists, go to next step. If continuity does not exist, replace bulb and retest system. 3. Measure resistance of instrument cluster printed circuit between check gauge indicator bulb and connector C287, terminal No. 8. Measure resistance of instrument cluster printed circuit between check gauge indicator bulb and instrument cluster gauge amplifier. If all resistances are less than 5 ohms, replace fuel gauge and instrument cluster gauge amplifier and retest system. See GAUGES under REMOVAL & INSTALLATION. If any resistance is more than 5 ohms, replace instrument cluster printed circuit and retest system. See PRINTED CIRCUIT under REMOVAL & INSTALLATION.

When battery is disconnected and reconnected, some abnormal drive symptoms may occur while powertrain control module relearns its adaptive strategy. Vehicle may need to be driven 10 or more miles to relearn strategy.

FUEL PRESSURE RELIEF Disconnect inertia fuel shutoff switch located under instrument panel, below radio. Crank engine 15-20 seconds to relieve pressure. Helpmelearn February-12-08 5:41:57 PM

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FUEL GAUGE SENDING UNIT CAUTION: Before disconnecting any fuel line, release fuel pressure from fuel system to reduce possibility of injury or fire. See FUEL PRESSURE RELIEF . Use a rag as protection from fuel spray when disconnecting hoses. Plug hoses after disconnecting them. Removal & Installation

1. Drain fuel from tank. Loosen fuel tank filler pipe clamp. Remove fuel tank heat shield from vehicle. Support tank and remove bolt from rear fuel tank support strap. Remove rear fuel tank support strap. 2. Remove bolt from front fuel tank support strap. Remove front fuel tank support strap. Partially lower fuel tank to gain access to fuel lines. Remove feed and return lines from sender ports. Remove electrical connector from sender unit. Remove fuel vapor hose from evaporative emission valve. Lower tank from vehicle. 3. Place tank on bench and clean dirt and debris from around fuel pump attaching flange to prevent contamination of fuel. Using Fuel Tank Lock Ring Wrench (T90T-9275-A), turn locking retainer ring counterclockwise to remove fuel tank sending unit locking retainer ring. 4. Remove fuel pump and sender assembly. Remove and discard fuel pump mounting gasket. To install, reverse removal procedure. Use a NEW fuel pump mounting gasket lubricated with premium grade longlife grease to hold it in place during assembly. GAUGES NOTE:

Fuel gauge and instrument cluster gauge amplifier are calibrated together and cannot be serviced separately.

Removal & Installation

Remove instrument cluster. See INSTRUMENT CLUSTER . Remove instrument cluster gauge amplifier from back of instrument cluster. Remove 7 screws and instrument cluster lens and mask assembly from instrument cluster. Gently remove desired gauge block by grasping outside edges of gauge and lifting. To install, reverse removal procedure. INSTRUMENT CLUSTER CAUTION: If gauges are being removed from cluster assembly, DO NOT remove gauge pointer. Magnetic gauges cannot be recalibrated. Removal & Installation

1. Disconnect negative battery cable. Remove rear wiper/washer switch knob. Remove center instrument panel finish panel screws. Disconnect electrical connectors and remove finish panel. 2. Remove screws and parking brake release handle. Remove hood latch release handle from lower steering column cover. Remove screws and lower instrument panel steering column cover. Helpmelearn February-12-08 5:41:57 PM

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3. Remove 6 screws and instrument panel steering column opening cover reinforcement. Remove bolt and disconnect transmission range indicator cable from steering column (if equipped). 4. Remove 5 screws and instrument cluster finish panel. Disconnect electrical connectors from panel. Disconnect transmission range indicator (if equipped). Remove 4 instrument cluster screws. Pull instrument cluster rearward and disconnect connectors. Remove instrument cluster from vehicle. To install, reverse removal procedure. INSTRUMENT CLUSTER GAUGE AMPLIFIER NOTE:

Instrument cluster gauge amplifier is a printed circuit board assembly located in a pocket on back of instrument cluster. There are no provisions for calibration or adjustment. Amplifier and fuel gauge must be replaced as an assembly.

Removal & Installation

1. Remove instrument cluster. See INSTRUMENT CLUSTER . Carefully depress retaining clip on component side of board and pull board assembly out of instrument cluster pocket. 2. To install instrument cluster gauge amplifier, insert into slots in instrument cluster and press home firmly with thumb on edge of board. An audible click will be heard as retaining clip engages. To complete installation, reverse removal procedure. PRINTED CIRCUIT Removal & Installation

1. Remove instrument cluster. See INSTRUMENT CLUSTER . Remove instrument cluster gauge amplifier. See INSTRUMENT CLUSTER GAUGE AMPLIFIER . 2. Remove all instrument panel illumination and indicator bulbs by turning counterclockwise. Remove gauges. See GAUGES . 3. Remove 19 instrument gauge connector clips using long-nose pliers. Squeeze both sides of clip equally so locking ears pass through opening in instrument cluster case. Be careful not to overbend or distort clips. DO NOT reuse instrument gauge clips. 4. Ease instrument cluster printed circuit up and off locating pins and remove from case. To install, reverse removal procedure. Use NEW instrument gauge clips.

WIRING DIAGRAMS

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1997 Ford Explorer INSTRUMENT PANEL - STANDARD 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Analog Instrument Panels

Fig. 12: Analog Instrument Panel Wiring Diagram (1 Of 2)

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1997 Ford Explorer INSTRUMENT PANEL - STANDARD 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Analog Instrument Panels

Fig. 13: Analog Instrument Panel Wiring Diagram (2 Of 2)

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1997 Ford Explorer KEYLESS ENTRY SYSTEM - REMOTE 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Remote Keyless Entry System

KEYLESS ENTRY SYSTEM - REMOTE 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Remote Keyless Entry System

DESCRIPTION & OPERATION The remote keyless entry system consists of a control module, Generic Electronic Module (GEM), antenna, keypad, (Explorer/Mountaineer), hand-held transmitter(s) and necessary wiring. The control module performs the following functions: z z z z

Locks and unlocks all doors and liftgate. Turns on interior and key hole lights. Arms and disarms anti-theft system (if equipped). Activates security feature to sound horn and flash exterior lights.

The remote entry system receives inputs from the following. z z z z z z z z z z

Back-Up And Brakelight Switches Interior Light Switch Door Ajar Switches Door Lock Cylinders Door Lock Switches Hood Switch Ignition Switch Remote Antenna Keypad (Explorer & Mountaineer) Remote Transmitter(s)

Control module sends outputs to the following. z z z z z z z z z

Anti-Theft Module (If Equipped) Headlight Relay Interior Lights Door Lock Actuators Door Lock And Unlock Relays GEM (If Equipped) Horn Relay Keyhole Illumination (Explorer & Mountaineer) Memory Seat Module

To unlock driver's door, press UNLOCK button on transmitter. This also disarms anti-theft system. To unlock Helpmelearn February-12-08 5:40:13 5:40:09 PM

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1997 Ford Explorer KEYLESS ENTRY SYSTEM - REMOTE 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Remote Keyless Entry System

all doors and liftgate, press UNLOCK button twice within 5 seconds. To turn on interior lights and key hole illumination, press UNLOCK or PANIC button. To lock all doors, press LOCK button once. This also arms anti-theft system. To confirm all doors are locked, press LOCK button again. Horn will sound and doors will lock again. To activate security alarm, press PANIC button. Horn will sound and exterior lights will flash for a maximum of 3 minutes. To deactivate security alarm, press PANIC button again or turn ignition switch on.

PROGRAMMING REMOTE TRANSMITTER NOTE:

For additional information on remote transmitter programming and trouble shooting, see REMOTE KEYLESS ENTRY DIAGNOSTIC SERVICE TIPS bulletin (Ford Bulletin No. 97-24-13) in TSB.

To program (or re-program) transmitter(s) into the remote/keyless entry module, perform the following steps: 1. Turn ignition switch from OFF to RUN positions or from OFF to ACC positions 5 times within 10 seconds, ending in RUN or ACC position. All doors should lock then unlock to confirm that program mode has been entered. 2. Press any button on transmitter. All doors will lock and unlock to verify remote transmitter has been programmed. Repeat this step to program additional transmitters. When finished programming all transmitters, turn ignition off. All doors should lock then unlock to confirm completion of programming. Check operation. NOTE:

If doors do not respond, press button again (3 times maximum) with same transmitter. If doors still won't lock, go to SYMPTOM TESTS .

NOTE:

The remote/keyless entry module erases all previous transmitters from memory when the transmitters are programmed or re-programmed. The remote/keyless entry module can store up to four transmitters in memory.

TROUBLE SHOOTING WARNING: Disable air bag system before working around steering column or removing any air bag system component. See AIR BAG RESTRAINT SYSTEM article. 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 the COMPUTER RELEARN PROCEDURES article in the GENERAL INFORMATION section before disconnecting battery. Before performing individual component tests, check the following for possible cause of system malfunction. Helpmelearn February-12-08 5:40:09 PM

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z z z z z z z

Low Battery Charge Blown Fuse(s) Loose Or Corroded Connectors Damaged Wiring Damaged Transmitter(s) Faulty Transmitter Batteries Binding Locks Or Latches

Before proceeding with testing, disconnect and reconnect negative battery cable to reset system. If problem remains, connect and operate New Generation Star (NGS) Tester (007-00500) tester following manufacturer's instructions. Perform ON-DEMAND SELF-TEST. See MODULE COMMUNICATIONS NETWORK article. See following list. z z

Ranger: MODULE COMMUNICATIONS NETWORK Explorer/Mountaineer: MODULE COMMUNICATIONS NETWORK

If self-test is passed and no DTCs are retrieved, go to SYMPTOM TESTS . RAP MODULE DTC DEFINITIONS DTC (1) Description B1309 Power Door Lock Circuit Short To Ground B1341 Power Door Unlock Circuit Short To Ground B1485 Brake Pedal Circuit Short To Voltage B1526 Keypad Switch Circuit Short To Ground B1629 Gearshift Indicator Short To Voltage (1) For DTCs not listed here or to diagnose no communication problems, see MODULE COMMUNICATIONS NETWORK article. See MODULE COMMUNICATIONS NETWORK (Ranger) or MODULE COMMUNICATIONS NETWORK (Explorer/Mountaineer).

DTC TESTING (EXPLORER & MOUNTAINEER) NOTE:

To prevent being locked out of vehicle, keep driver's window rolled down when performing tests.

DTC B1309: POWER DOOR LOCK CIRCUIT SHORT TO GROUND 1. Turn ignition off. Connect NGS tester following manufacturers instructions. Turn ignition on. Select PID DD_LOCK. If display does not read LOCK, go to next step. If display reads LOCK, go to step 4). 2. With PID DD_LOCK selected, press all door lock switches to LOCK position. If display does not change to LOCK, go to next step. If display changes to LOCK, clear DTC's. Perform ON-DEMAND SELFTEST. If DTC B1309 is present, replace RAP module, then retest system. If any other DTC's are present, go to appropriate DTC test. Helpmelearn February-12-08 5:40:09 PM

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1997 Ford Explorer KEYLESS ENTRY SYSTEM - REMOTE 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Remote Keyless Entry System

3. Turn ignition off. Disconnect master window/door lock switch connector. Measure resistance between ground and master window/door lock switch connector Black wire terminal. If resistance is less than 5 ohms, repair open in Pink/Yellow wire, then retest system. If resistance is greater than 5 ohms, repair open in Black wire, then retest system. 4. Turn ignition off. Disconnect RAP module 22-pin connector C338. Measure resistance between ground and RAP module 22-pin connector C338 terminal No. 22 (Pink/Yellow wire). See Fig. 1 . If resistance is less than 10 k/ohms, repair Pink/Yellow wire, then retest system. If resistance is greater than 10 k/ohms, replace RAP module, then retest system.

Fig. 1: RAP Module Connector C336 & C338 Terminals (Explorer & Mountaineer) Courtesy of FORD MOTOR CO. DTC B1341: POWER DOOR UNLOCK CIRCUIT SHORT TO GROUND 1. Turn ignition off. Connect NGS tester following manufacturers instructions. Turn ignition on. Select PID DD_LOCK. If display does not read UNLOCK, go to next step. If display reads UNLOCK, go to step 4). 2. With PID DD_LOCK selected, press all door lock switches to UNLOCK position. If display does not change to UNLOCK, go to next step. If display changes to UNLOCK, clear DTC's. Perform ONDEMAND SELF-TEST. If DTC B1341 is present, replace RAP module, then retest system. If any other Helpmelearn February-12-08 5:40:09 PM

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1997 Ford Explorer KEYLESS ENTRY SYSTEM - REMOTE 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Remote Keyless Entry System

DTC's are present, go to appropriate DTC test. 3. Turn ignition off. Disconnect master window/door lock switch connector. Measure resistance between ground and master window/door lock switch connector Black wire terminal. If resistance is less than 5 ohms, repair open in Pink/Light Green wire, then retest system. If resistance is greater than 5 ohms, repair open in Black wire, then retest system. 4. Turn ignition off. Disconnect RAP module 22-pin connector C338. Measure resistance between ground and RAP module 22-pin connector C338 terminal No. 11 (Pink/Light Green wire). See Fig. 1 . If resistance is less than 10 k/ohms, repair Pink/Light Green wire, then retest system. If resistance is greater than 10 k/ohms, replace RAP module, then retest system. DTC B1485: BRAKE PEDAL CIRCUIT SHORT TO VOLTAGE 1. Turn ignition off. Connect NGS tester following manufacturers instructions. Turn ignition on. Select PID BOO_RAP. If display does not read ON, go to next step. If display reads ON, go to step 4). 2. Monitor PID BOO_RAP while pressing and releasing brake pedal. Ensure display reads ON and OFF as brake pedal is pressed and released. If operation is not as specified, go to next step. If operation is as specified, clear DTC's. Perform ON-DEMAND SELF-TEST. If DTC B1485 is present, replace RAP module, then retest system. If any other DTC's are present, go to appropriate DTC test. 3. Turn ignition off. Disconnect RAP module 26-pin connector C336. Measure voltage between ground and RAP module 26-pin connector C336 terminal No. 26 (Light Green wire). See Fig. 1 . If voltage is 10 volts or less, go to next step. If voltage is greater than 10 volts, repair Light Green wire, then retest system. 4. Depress brake pedal to check brakelight operation. If brakelights turn on, repair Light Green wire, then retest system. If brakelights do not turn on, repair brakelights, then retest system. DTC B1526: KEYPAD SHORT TO GROUND 1. Turn ignition off. Connect NGS tester following manufacturers instructions. Turn ignition on. Select PID KEY_PAD. If PID KEY_PAD does not show any button(s) active, go to next step. If PID KEY_PAD shows any button(s) active, go to step 3). 2. With PID KEY_PAD selected, press each keypad button while observing NGS tester. If NGS tester does not read correct button value as each keypad button is pressed, go to DOORS DO NOT LOCK OR UNLOCK USING KEYPAD (EXPLORER & MOUNTAINEER) test under SYMPTOM TESTS . If NGS tester reads correct button value as each keypad button is pressed, clear DTC's. Perform ONDEMAND SELF-TEST. If DTC B1526 is present, replace RAP module, then retest system. If any other DTC's are present, go to appropriate DTC test. 3. Turn ignition off. Disconnect RAP module connectors. Measure resistance between ground and keypad circuits at RAP module 26-pin connector C336. See WIRING DIAGRAMS . See Fig. 1 . If resistance is greater than 10 k/ohms, replace RAP module, then retest system. If resistance is 10 k/ohms or less, repair short to ground in suspect circuit(s), then retest system. DTC B1629: GEARSHIFT INDICATOR SHORT TO VOLTAGE 1. Turn ignition off. Connect NGS tester following manufacturers instructions. Turn ignition on. Select PID TRANSGR. If PID TRANSGR does not read REV, go to next step. If PID TRANSGR reads REV, go to Helpmelearn February-12-08 5:40:10 PM

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step 3). 2. With PID TRANSGR selected, place gearshift into reverse and back to park while observing NGS tester. If NGS tester does not read REV only when gearshift lever is in reverse, go to next step. If NGS tester reads REV only when gearshift lever is in reverse, clear DTC's. Perform ON-DEMAND SELF-TEST. If DTC B1629 is present, replace RAP module, then retest system. If any other DTC's are present, go to appropriate DTC test. 3. Turn ignition off. Disconnect RAP module 26-pin connector C336. Measure voltage between ground and RAP module 26-pin connector C336 terminal No. 12 (Black/Pink wire). See Fig. 1 . If voltage is greater than 10 volts, repair Black/Pink wire, then retest system. If voltage is 10 volts or less, replace RAP module, then retest system.

SYMPTOM TESTS NOTE:

Keep driver's window rolled down when performing tests to avoid getting locked out of vehicle.

NOTE:

Before beginning any testing, ensure battery is fully charged. Lubricate door lock latch and linkage system. Manually cycle door locks 10 times to ensure proper operation. Retrieve any existing Diagnostic Trouble Codes (DTCs). Repair as necessary. See ON-DEMAND SELF-TEST in MODULE COMMUNICATIONS NETWORK article. See following list.

z z

Ranger: MODULE COMMUNICATIONS NETWORK Explorer/Mountaineer: MODULE COMMUNICATIONS NETWORK

NOTE:

A New Generation Star (NGS) tester is required for testing the power door lock system.

NO COMMUNICATION WITH RAP MODULE (EXPLORER & MOUNTAINEER) 1. Turn ignition off. Check fuse No. 20 (7.5-amp) in instrument panel fuse block and fuse No. 3 (20-amp) in engine compartment power distribution box. If fuses are okay, go to next step. Replace fuse(s) if necessary. If fuse(s) fail again, check for short in Black/Pink or White/Blue wire(s), then retest system. 2. Disconnect RAP module 22-pin connector C338. Measure voltage between ground and RAP module 22pin connector C338 terminal No. 12 (White/Blue wire). See Fig. 1 . If voltage is greater than 10 volts, go to next step. If voltage is 10 volts or less, repair open in White/Light Blue wire, then retest system. 3. Disconnect RAP module 26-pin connector C336. Turn ignition on. Measure voltage between ground and RAP module 26-pin connector C336 terminal No. 25 (Black/Pink wire). If voltage is greater than 10 volts, go to next step. If voltage is 10 volts or less, repair open in Black/Pink wire, then retest system. 4. On early production models, measure resistance between ground and RAP module 26-pin connector C336 terminal No. 14 (Black/White wire). On late production models, measure resistance between ground and RAP module 22-pin connector C338 terminal No. 14 (Black/White wire). If resistance is less than 5 ohms, see MODULE COMMUNICATIONS NETWORK article for further diagnosis. See following list. Helpmelearn February-12-08 5:40:10 PM

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z z

Ranger: MODULE COMMUNICATIONS NETWORK Explorer/Mountaineer: MODULE COMMUNICATIONS NETWORK

If resistance is 5 ohms or more, repair open Black/White wire, then retest system. DOORS DO NOT LOCK OR UNLOCK USING REMOTE TRANSMITTER (EXPLORER & MOUNTAINEER) NOTE:

If vehicle is within 1/2 mile from radio or television towers, remote transmitter operating range may be reduced.

1. Turn ignition off. Check remote transmitter functions while standing 10 feet from vehicle. If remote transmitter functions do not operate, go to next step. If remote transmitter functions operate, system is operating properly at this time. 2. Check remote transmitter functions while standing next to or inside of vehicle. If remote transmitter still will not operate, go to next step. If remote transmitter functions operate, go to step 4). 3. Check all other remote transmitter functions while standing next to or inside of vehicle. If all other remote transmitter functions operate, go to next step. If all other remote transmitter functions do not operate, go to step 6). 4. Check antenna connection at RAP module. Reconnect antenna or repair faulty connection. Test range with remote transmitter. If range has not improved, go to next step. If range has improved, repair is complete. Retest system. 5. Turn ignition off. Disconnect antenna from RAP module. Measure resistance in antenna. If resistance is less than 10 ohms, antenna is okay. Reconnect antenna and go to next step. If resistance is greater than 10 ohms, replace antenna and repeat step 1). 6. Turn ignition off. Connect NGS tester following manufacturers instructions. Turn ignition on. Enter RAP and FUNCTION TESTS. Select TRANSMITTER TIC/DATA. When display comes up, different 8 digit letter or number codes should appear to right of TIC 1 and TIC 2 symbols. TIC 1 is stored for transmitter No. 1. TIC 2 is stored for transmitter No. 2. If one transmitter is stored and displayed next to TIC 1, go to next step. If one transmitter is not stored and displayed next to TIC 1, turn ignition off. Reprogram all remote transmitters. See REMOTE TRANSMITTER under PROGRAMMING. After re-programming, retest system for normal operation. 7. With ignition off, press and release UNLOCK button on transmitter several times. Transmission received contains TIC for transmitter being operated and DATA for which button has been pressed. If an 8 digit letter or number code does not appear under LAST TIC RECEIVED, and UNLOCK does not appear under LAST DATA RECEIVED, go to next step. If an 8 digit letter or number code appears under LAST TIC RECEIVED, and UNLOCK appears under LAST DATA RECEIVED, go to step 10). 8. Using other remote transmitter, repeat step 7). If an 8 digit letter or number code appears under LAST TIC RECEIVED, and UNLOCK appears under LAST DATA RECEIVED, go to next step. If an 8 digit letter or number code does not appear under LAST TIC RECEIVED, and UNLOCK does not appear under LAST DATA RECEIVED, go to step 11). 9. Switch batteries from known good transmitter to malfunctioning transmitter. Press and release UNLOCK button on malfunctioning transmitter several times. If an 8 digit letter or number code appears under LAST TIC RECEIVED, and UNLOCK appears under LAST DATA RECEIVED, replace original Helpmelearn February-12-08 5:40:10 PM

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batteries from malfunctioning transmitter, then retest system. If an 8 digit letter or number code does not appear under LAST TIC RECEIVED, and UNLOCK does not appear under LAST DATA RECEIVED, replace transmitter, then retest system. 10. If TIC under LAST TIC RECEIVED agrees with TIC 1 or TIC 2, go to next step. If TIC under LAST TIC RECEIVED does not agee with TIC 1 or TIC 2, turn ignition off. Re-program all remote transmitters. See REMOTE TRANSMITTER under PROGRAMMING. Retest system. 11. If all buttons pressed for each transmitter create expected LAST DATA RECEIVED output, system is operating properly at this time. If all buttons pressed for each transmitter do not create expected LAST DATA RECEIVED output, turn ignition off. Re-program all transmitters. See REMOTE TRANSMITTER under PROGRAMMING. Retest system. ILLUMINATED ENTRY DOES NOT OPERATE FROM REMOTE TRANSMITTER (EXPLORER & MOUNTAINEER) 1. Press UNLOCK button twice on remote transmitter to unlock all doors and turn interior lights on. Press LOCK button on remote transmitter within 20 seconds of pressing UNLOCK button to lock doors and turn interior lights off. Press any keypad button to activate illuminated entry. If illuminated entry does not work as specified, go to next step. If illuminated entry works as specified, system is operating properly at this time. If doors do not lock or unlock, go to DOORS DO NOT LOCK OR UNLOCK USING REMOTE TRANSMITTER (EXPLORER & MOUNTAINEER) test. 2. Turn ignition off. Connect NGS tester to power supply only. DO NOT connect NGS tester to DLC. Disconnect 16-pin GEM connector C281. Measure voltage between ground and 16-pin GEM connector C281 Brown/Light Green wire terminal while pressing UNLOCK button on remote transmitter. If MIN voltage is less than 1.3 volts when pulse was transmitted, leave meter connected and go to next step. If MIN voltage is greater than 1.3 volts when pulse was transmitted, clear MIN voltage and repeat this step to confirm high voltage. If high voltage is still present, replace RAP module, then retest system. 3. With meter still connected from previous step, measure illuminated entry pulse widths while pressing UNLOCK button on remote transmitter. If pulse widths are between 190 and 210 milliseconds, go to next step. If pulse widths are not between 190 and 210 milliseconds, replace RAP module, then retest system. 4. Disconnect RAP module 22-pin connector C338. Measure resistance between 16-pin GEM connector C281 terminal No. 9 (Brown/Light Green wire) and RAP module 22-pin connector C338 terminal No. 10. See Fig. 1 . Measure resistance between ground and 16-pin GEM connector C281 terminal No. 9 (Brown/Light Green wire). If resistance is less than 5 ohms between GEM and RAP module connectors, and greater than 10 k/ohms between ground and GEM connector, replace GEM. Clear DTCs and retest system. If resistance is greater than 5 ohms between GEM and RAP module connectors, and less than 10 k/ohms between ground and GEM connector, repair Brown/Light Green wire, then retest system. AUTOLOCK DOES NOT OPERATE PROPERLY (EXPLORER & MOUNTAINEER) 1. Ensure autolock and relock features operate as described in owners manual. If autolock operates as specified, no problem is indicated at this time. If autolock does not operate as specified, go to next step. 2. Perform enable/disable sequence for autolock/relock feature as described in owner's manual. If horn chirps once and is followed by a longer honk, autolock is now enabled. Repeat step 1). If only one horn chirp is heard, autolock has been disabled. Repeat step to enable. Go to next step. 3. Connect NGS tester following manufacturers instructions. Turn ignition on. Select PID_RAP to monitor Helpmelearn February-12-08 5:40:10 PM

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6. 7.

10.

11.

12.

BRAKE ON/OFF switch. Ensure display shows ON and OFF state as brake pedal is pressed and released. If operation is as specified, go to step 7). If display shows always ON state, go to next step. If display shows always OFF state, go to step 5). Turn ignition off. Disconnect RAP module 26-pin connector C336. Measure voltage between ground and RAP module 26-pin connector C336 terminal No. 26 (Light Green wire). See Fig. 1 . If voltage is greater than 10 volts, repair Light Green wire, then retest system. If voltage is 10 volts or less, replace RAP module, then retest system. Turn ignition off. Disconnect RAP module 26-pin connector C336. Measure voltage between ground and RAP module 26-pin connector C336 terminal No. 26 (Light Green wire) while depressing brake pedal. If voltage is 10 volts or less, go to next step. If voltage is greater than 10 volts, replace RAP module, then retest system. Depress brake pedal to check operation of brakelights. If brakelights operate, repair Light Green wire, then retest system. If brakelights do not operate, repair brakelights, then retest system. Connect NGS tester following manufacturers instructions. Turn ignition on. Select PID DOORRAP. Close all doors. Display should read CLOSED. Open any door. Display should read AJAR. If display reads as specified, go to step 11). If display always reads AJAR, go to next step. If display always reads CLOSED, go to step 10). Connect NGS tester following manufacturers instructions. Turn ignition on. With all doors closed, perform ON-DEMAND SELF-TEST. If no codes are present, go to next step. If DTC B1322, B1330, B1574, B1338, or B1334 is present, check appropriate door ajar switch circuit for short to ground. Repair as necessary. Turn ignition off. Disconnect RAP module 26-pin connector C336. Disconnect 16-pin GEM connector C281. Measure resistance between ground and RAP module 26-in connector C336 terminal No. 11. See Fig. 1 . If resistance is greater than 10 k/ohms, replace RAP module, then retest system. If resistance is 10 k/ohms or less, repair short to ground in Light Blue/White wire, then retest system. Turn ignition off. Disconnect RAP module 26-pin connector C336. With any door open, measure resistance between ground and RAP module 26-pin connector C336 terminal No. 11 (Light Blue/White wire). See Fig. 1 . If resistance is less than 10 k/ohms, replace RAP module, then retest system. If resistance is 10 k/ohms or greater, repair GEM door ajar output. Select PID IGN_RAP from RAP module PID list. Turn ignition off. Read PID IGN_RAP. Display should read OFF. Turn ignition on. Display should read RUN. If display reads as specified, all inputs are okay at this time. If display always reads ON, go to next step. If display always reads OFF, go to step 13). Turn ignition off. Disconnect RAP module 26-pin connector C336. Measure voltage between ground and RAP module 26-pin connector C336 terminal No. 25 (Black/Pink wire). See Fig. 1 . If voltage is present, repair short to voltage in Black/Pink wire, then retest system. If voltage is not present, replace RAP module, then retest system.

DOORS DO NOT LOCK OR UNLOCK USING KEYPAD (EXPLORER & MOUNTAINEER) 1. Unlock driver's door with keypad code obtained from vehicle owner. Ensure that keypad and interior lights illuminate with first button press. Press 3/4 button within 5 seconds of unlocking driver's doors with keypad code to unlock all doors. Press 7/8 and 9/0 button to lock all doors, and turn off keypad and interior lights. If system operates as specified, no problem is indicated at this time. If keypad code did not work, go to next step. If keypad illuminates but interior lights do not illuminate when buttons are pressed, go to ILLUMINATED ENTRY DOES NOT OPERATE FROM REMOTE TRANSMITTER Helpmelearn February-12-08 5:40:10 PM

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1997 Ford Explorer KEYLESS ENTRY SYSTEM - REMOTE 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Remote Keyless Entry System

(EXPLORER & MOUNTAINEER). If doors unlock but keypad does not illuminate, go to step 5). If only one keypad button does not seem to function, go to step 3). Connect NGS tester following manufacturers instructions. Select PID KEY_CODE. Ensure displayed keycode matches vehicle owners keycode. If keycodes match, go to next step. If keycodes do not match, inform vehicle owner of correct keycode to use. With PID KEY_PAD selected, ensure that numbers do not display when keypad buttons are not pressed. Press all keypad buttons separately. Ensure display shows only button being pressed. If keypad does not operate as specified, go to next step. If keypad operates as specified, replace RAP module, then retest system. Turn ignition off. Disconnect RAP module 26-pin connector C336 and keypad connector. Measure resistance in circuits between keypad connector and RAP module 26-pin connector C336. See WIRING DIAGRAMS . See Fig. 1 . Resistances should be less than 5 ohms. Measure resistance between ground and keypad circuits at keypad connector. Resistances should be greater than 10 k/ohms. If resistances are as specified, replace keypad, then retest system. If resistances are not as specified, repair suspect circuit (s), then retest system. Using NGS tester, enter ACTIVE COMMAND MODES. Select KEYPAD BACK LIGHTING. Turn keypad backlighting on using NGS tester. If keypad does not illuminate, go to next step. If keypad illuminates, repeat step 3). Turn ignition off. Disconnect RAP module 22-pin connector C338. Check for continuity between ground and RAP module 22-pin connector C338 terminal No. 15 (Light Blue wire). See Fig. 1 . If continuity is not present, reconnect RAP module 22-pin connector C338 and go to next step. If continuity is present, repair Light Blue wire, then retest system. If system still does not operate properly, replace RAP module, then retest system. Disconnect keypad connector. Check for continuity between keypad terminals No. 3 and 6. See Fig. 2 . If continuity is present, repair Light Blue or Black wire(s), then retest system. If continuity is not present, replace keypad, then retest system.

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Fig. 2: Keypad Terminals (Explorer & Mountaineer) Courtesy of FORD MOTOR CO. MEMORY SEAT DOES NOT OPERATE PROPERLY USING REMOTE TRANSMITTER (EXPLORER & MOUNTAINEER) 1. Connect NGS tester following manufacturers instructions. Turn ignition off. Press any button on remote transmitter. Enter RAP and FUNCTION TESTS. Select TRANSMITTER TIC/DATA. Using transmitter No. 1, compare LAST TIC RECEIVED with data stored in TIC1, TIC2, TIC3, and TIC4 to remote transmitter being used. Using transmitter No. 2, compare LAST TIC RECEIVED with data stored in TIC1, TIC2, TIC3, and TIC4 to remote transmitter being used. If transmitter one and two are identified, go to next step. If transmitters do not match any stored TICs, go to DOORS DO NOT LOCK OR UNLOCK USING REMOTE TRANSMITTER (EXPLORER & MOUNTAINEER) test. Helpmelearn February-12-08 5:40:10 PM

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1997 Ford Explorer KEYLESS ENTRY SYSTEM - REMOTE 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Remote Keyless Entry System

2. Press UNLOCK button on remote transmitter No. 1. If seat moves to memory seat position No. 1, go to next step. If seat does not move to memory seat position No. 1, go to step 7). 3. Press UNLOCK button on remote transmitter No. 2. If seat does not move to memory seat position No. 2, go to next step. If seat moves to memory seat position No. 2, system is operating properly at this time. 4. Ensure memory No. 1 is OFF. Using NGS tester, select SEAT MEMORY SEAT CONTROL from RAP ACTIVE COMMAND list. Turn MEMORY 2 ON. If seat does not move to memory position No. 2, go to next step. If seat moves to memory position No. 2, replace RAP module, then retest system. 5. Turn ignition off. Using NGS tester, turn MEMORY 2 OFF. Disconnect memory seat module 21-pin connector C335. Disconnect RAP module 22-pin connector C338. Measure resistance between RAP module 22-pin connector C338 terminal No. 18 (Black/Orange wire) and memory seat module 21-pin connector C335 terminal No. 8. If resistance is less than 5 ohms, reconnect RAP module 22-pin connector C338 and go to next step. If resistance is greater than 5 ohms, repair open in Black/Orange wire, then retest system. 6. Using NGS tester, turn MEMORY 2 ON. Measure voltage between ground and memory seat module 21pin connector C335 terminal No. 8 (Black/Orange wire). If voltage is greater than 10 volts, replace memory seat module, then retest system. If voltage is 10 volts or less, replace RAP module, then retest system. 7. Ensure MEMORY 1 is OFF. Using NGS tester, select SEAT MEMORY SEAT CONTROL from RAP ACTIVE COMMAND list. Turn MEMORY 1 ON. If seat does not move to memory position No. 1, go to next step. If seat moves to memory position No. 1, replace RAP module, then retest system. 8. Turn ignition off. Using NGS tester, turn MEMORY 1 OFF. Disconnect memory seat module 21-pin connector C335. Disconnect RAP module 22-pin connector C338. Measure resistance between RAP module 22-pin connector C338 terminal No. 6 (Brown/Light Green wire) and memory seat module 21pin connector C335 terminal No. 18. If resistance is less than 5 ohms, reconnect RAP module 22-pin connector C338 and go to next step. If resistance is greater than 5 ohms, repair open in Brown/Light Green wire, then retest system. 9. Using NGS tester, turn MEMORY 1 ON. Measure voltage between ground and memory seat module 21pin connector C335 terminal No. 18 (Brown/Light Green wire). If voltage is greater than 10 volts, replace memory seat module, then retest system. If voltage is 10 volts or less, replace RAP module, then retest system. POWER DOOR LOCKS INOPERATIVE (RANGER) 1. Manually operate door locks by turning key in door. If locks operate freely, go to next step. If locks bind, lubricate or repair as necessary. 2. Check door lock motor fuses. If fuses are okay, go to next step. If fuses are blown, check for short in power door lock wiring harness and repair. 3. Connect NGS tester following manufacturers instructions. Enter RAP and PID/DATA. Select DD_LOCK to monitor door lock switches. If display reads DD_LOCK OFF, go to next step. If display reads UNLOCK, repair door unlock circuit Pink/Light Green wire(s) or door unlock switch(es) for short to ground. If display reads LOCK, repair lock circuit Pink/Yellow wire or door lock switches for short to ground. 4. Press LOCK button on each door and ensure display changes to LOCK. Press UNLOCK button on each door and ensure display changes to UNLOCK. If display reads as specified, go to next step. If display Helpmelearn February-12-08 5:40:10 PM

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7. 8.

10.

11.

does not read UNLOCK, check for open UNLOCK circuit Pink/Light Green wire or door unlock switches. Check door lock switches for proper ground. If display does not read LOCK, check for open LOCK circuit Pink/Yellow wire or door lock switches. If display always reads LOCK or UNLOCK, repair Pink/Yellow wire or Pink/Light Green wire for short to ground. Check for shorted door lock switches. Using NGS tester, enter RAP ACTIVE COMMANDS and select DOOR LOCK CONTROL. Toggle LOCK to ON. If all doors lock, go to next step. If all doors do not lock, check Pink/Yellow wire between Remote Anti-Theft (RAP) module and door lock relay for open or short. Toggle DD_LOCK to OFF. Toggle DD_UNLOCK to ON. If driver's door unlocks, go to next step. If driver's door does not unlock, check Light Green wire between RAP module and door lock relay for open or short. Toggle UNLOCK to ON. If all doors unlock, go to next step. If all doors do not unlock, check Pink/Light Green wire between RAP module and door lock relay for open or short. Check Pink/Yellow wire for continuity between lock relay and door lock switches. Check resistance between Pink/Yellow wire and ground. If continuity exists between relay and switches and resistance is less than 100 ohms to ground, go to next step. If continuity does not exist between relay and switches or resistance is more than 100 ohms to ground, repair open or loose ground in Pink/Yellow wire. Check Pink/Light Green wire for continuity between unlock relay and door lock switches. Check resistance between Pink/Light Green wire and ground. If continuity exists between relay and switches and resistance is less than 100 ohms to ground, go to next step. If continuity does not exist between relay and switches or resistance is more than 100 ohms to ground, repair open or loose ground in Pink/Light Green wire. Disconnect RAP module and GEM module. Remove ALL door lock, ALL door unlock and DRIVER'S door unlock relays. Jumper battery voltage to terminal No. 3 of ALL door unlock relay harness connector. Jumper terminal No. 4 to terminal No. 3 of ALL doors lock relay harness connector. If all doors unlock, go to next step. If all doors do not unlock, check all wires to door lock/unlock relays for opens or shorts. Replace relays only when wire testing has been completed. Disconnect door lock motors and power separately to ensure correct operation. Ensure RAP module, GEM module, ALL doors lock relay, ALL doors unlock relay and DRIVER'S door unlock relay are disconnected. Jumper battery voltage to terminal No. 3 of ALL doors lock relay harness connector. Jumper terminal No. 4 to terminal No. 3 of All doors unlock relay harness connector. If all doors lock, replace relays. If all doors do not lock, check all wires to door lock/unlock relays for opens or shorts. Replace relays only when wire testing has been completed.

REMOTE TRANSMITTER DOES NOT OPERATE (RANGER) 1. Turn ignition off. Disconnect RAP module connectors. Measure voltage between ground and RAP module 22-pin connector terminal No. 12 (White/Light Blue wire). Turn ignition on. Measure voltage between ground and RAP module 26-pin connector terminal No. 25 (Black/Pink wire). If battery voltage is present, go to next step. If battery voltage is not present, check fuse(s). See WIRING DIAGRAMS . Replace as necessary. If necessary, repair open in White/Light Blue or Black/Pink wire(s). 2. Check remote transmitter functions while standing 10 yards from vehicle. If remote transmitter functions do not operate, go to next step. If remote transmitter functions operate, system is operating properly at this time. 3. Check remote transmitter functions while standing next to or insiill not operate, go to next step. If remote Helpmelearn February-12-08 5:40:10 PM

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10.

11.

12.

13.

transmitter functions operate, go to step 5). Check all other remote transmitter functions while standing 10 yards from vehicle. If all other remote transmitter functions do not operate, go to next step. If all other remote transmitter functions operate, go to step 7). Confirm that while performing step 2) vehicle is more than 1/2 mile away from radio or television towers. If vehicle is closer than 1/2 mile from radio or television towers, a 5 yard range is acceptable. Check antenna connection at RAP module. Reconnect antenna or repair faulty connection. Test range with remote transmitter. If range has not improved, go to next step. If range has improved, repeat steps 1) and 2). Disconnect antenna from RAP module. Measure resistance in antenna. If resistance is less than 10 ohms, antenna is okay. Reconnect antenna and go to next step. If resistance is greater eplace antenna and repeat steps 1) and 2). Connect NGS tester following manufacturer's instructions. Enter RAP and FUNCTION TESTS. Select TRANSMITTER TIC/DATA. When display comes up, different 8 digit letter or number codes should appear to right of TIC 1 and TIC 2 symbols. TIC 1 is stored for transmitter No. 1. TIC 2 is stored for transmitter No. 2. If one transmitter is stored and displayed next to TIC 1, go to next step. If one transmitter is not stored and displayed next to TIC 1, turn ignition off. Re-program all remote transmitters. See REMOTE TRANSMITTER under PROGRAMMING. After re-programming, repeat steps 1) and 2). With ignition off, press and release UNLOCK button on transmitter several times. Transmission received contains TIC for transmitter being operated and DATA for which button has been pressed. If an 8 digit letter or number code does not appear under LAST TIC RECEIVED, and UNLOCK does not appear under LAST DATA RECEIVED, go to next step. If an 8 digit letter or number code appears under LAST TIC RECEIVED, and UNLOCK appears under LAST DATA RECEIVED, go to step 11). Using other remote transmitter, repeat steps 7) and 8). If an 8 digit letter or number code appears under LAST TIC RECEIVED, and UNLOCK appears under LAST DATA RECEIVED, go to next step. If an 8 digit letter or number code does not appear under LAST TIC RECEIVED, and UNLOCK does not appear under LAST DATA RECEIVED, go to step 13). Switch batteries from known good transmitter to malfunctioning transmitter. Press and release UNLOCK button on malfunctioning transmitter several times. If an 8 digit letter or number code appears under LAST TIC RECEIVED, and UNLOCK appears under LAST DATA RECEIVED, replace original batteries from malfunctioning transmitter, then retest system. If an 8 digit letter or number code does not appear under LAST TIC RECEIVED, and UNLOCK does not appear under LAST DATA RECEIVED, replace transmitter, then retest system. If TIC under LAST TIC RECEIVED agrees with TIC 1, go to next step. If TIC under LAST TIC RECEIVED does not agee with TIC 1, turn ignition off. Re-program all remote transmitters. See PROGRAMMING REMOTE TRANSMITTER under DESCRIPTION & OPERATION . Retest system. If all buttons pressed for each transmitter create expected LAST DATA RECEIVED output, system is operating properly at this time. If all buttons pressed for each transmitter do not create expected LAST DATA RECEIVED output, turn ignition off. Re-program all transmitters. See REMOTE TRANSMITTER under PROGRAMMING. Retest system. Using NGS tester, enter RAP and FUNCTION TESTS. Select NOREMOT. If NOREMOT PID displays YES, inspect wiring for shorting pin. If shorting pin is present, remove shorting pin and retest system. If NOREMOT PID does not display YES, replace RAP module, then retest system.

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1997 Ford Explorer KEYLESS ENTRY SYSTEM - REMOTE 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Remote Keyless Entry System

ILLUMINATED ENTRY DOES NOT OPERATE WITH REMOTE TRANSMITTER (RANGER) 1. Press UNLOCK button on remote transmitter to unlock doors and turn interior lights on. Press LOCK button on remote transmitter within 20 seconds of pressing UNLOCK button to lock doors and turn interior lights off. If illuminated entry does not work as specified, go to next step. If illuminated entry works as specified, systen is operating properly at this time. If driver's door does not lock or unlock, repeat this step to ensure transmitter button was pressed. If driver's door still will not lock or unlock, go to REMOTE TRANSMITTER DOES NOT OPERATE (RANGER) test. 2. Using circuit No. 570 Black/White wire as signal ground, measure voltage by backprobing Brown/Light Green wire at RAP module 22-pin connector. While still measuring voltage, press UNLOCK button on remote transmitter. If MIN voltage is less than 1.3 volts when pulse was transmitted, leave meter connected and go to next step. If MIN voltage is greater than 1.3 volts when pulse was transmitted, clear MIN voltage and repeat this step to confirm high voltage. If high voltage is still present, replace RAP module, then retest system. 3. With meter still connected from previous step, measure illuminated entry pulse widths while pressing UNLOCK button on remote transmitter. If pulse widths are between 190 and 210 milliseconds, go to next step. If pulse widths are not between 190 and 210 milliseconds, replace RAP module, then retest system. 4. Check Brown/Light Green wire circuit for open or shorts between RAP module and GEM module. If wiring is okay, go to MODULE COMMUNICATIONS NETWORK article to diagnose GEM module for illuminated entry operation. See following list. z Ranger: MODULE COMMUNICATIONS NETWORK z Explorer/Mountaineer: MODULE COMMUNICATIONS NETWORK Repair Brown/Light Green wire as necessary.

REMOVAL & INSTALLATION KEYPAD Removal & Installation (Explorer & Mountaineer)

Disconnect negative battery cable. Remove driver's door trim panel. Remove speaker from driver's door and disconnect speaker wiring connector. Remove keypad retaining clip. Disconnect keypad wiring harness and remove keypad. To install, reverse removal procedure. REMOTE ANTI-THEFT PERSONALITY (RAP) MODULE Removal & Installation (Explorer & Mountaineer)

Disconnect negative battery cable. Remove left-side quarter trim panel. Disconnect electrical connectors and antenna. Remove attaching bolts and module. To install, reverse removal procedure. Removal & Installation (Ranger)

Disconnect negative battery cable. Remove interior trim panel behind driver's side "B" pillar. Remove 2 attaching screws. Remove brackets by lifting plastic tabs to unlock from module. When disconnecting electrical Helpmelearn February-12-08 5:40:10 PM

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1997 Ford Explorer KEYLESS ENTRY SYSTEM - REMOTE 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Remote Keyless Entry System

connectors, disconnect 22-pin connector first, then 26-pin connector. Disconnect antenna plug. To install, reverse removal procedure. ANTENNA Removal & Installation

Antenna is part of harness and cannot be removed. If damaged or faulty, disconnect antenna connector from RAP module. Secure connector aside. Connect NEW antenna to RAP module. Using plastic tape, complete installation by securing antenna along path followed by original antenna.

WIRING DIAGRAMS

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1997 Ford Explorer KEYLESS ENTRY SYSTEM - REMOTE 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Remote Keyless Entry System

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1997 Ford Explorer KEYLESS ENTRY SYSTEM - REMOTE 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Remote Keyless Entry System

Fig. 3: Remote Keyless Entry System Wiring Diagram (Explorer & Mountaineer - 1 Of 2)

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1997 Ford Explorer KEYLESS ENTRY SYSTEM - REMOTE 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Remote Keyless Entry System

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1997 Ford Explorer KEYLESS ENTRY SYSTEM - REMOTE 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Remote Keyless Entry System

Fig. 4: Remote Keyless Entry System Wiring Diagram (Explorer & Mountaineer - 2 Of 2)

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1997 Ford Explorer KEYLESS ENTRY SYSTEM - REMOTE 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Remote Keyless Entry System

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1997 Ford Explorer KEYLESS ENTRY SYSTEM - REMOTE 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Remote Keyless Entry System

Fig. 5: Remote Keyless Entry System Wiring Diagram (Ranger)

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1997 Ford Explorer 1997 ACCESSORIES & EQUIPMENT Power Door Locks & Trunk Release

1997 ACCESSORIES & EQUIPMENT Power Door Locks & Trunk Release

DESCRIPTION & OPERATION NOTE:

For power door lock testing on Expedition, see the KEYLESS ENTRY SYSTEM REMOTE article.

Power door lock system consists of power door lock switches, relays, door lock actuators, power door lock control module (Aerostar) and necessary wiring. Explorer and Mountaineer also uses a Generic Electronic Module (GEM) to control body and engine electronic controls. Switches are located in front door armrests or door trim panels. To lock all doors, press switch on either door to lock position. To unlock all doors, press switch to unlock position. Side and rear doors (if equipped) are also controlled by power locks. Exterior key lock will only lock or unlock that individual door. Exterior key lock will not operate all door locks from outside vehicle unless equipped with Keyless Entry system.

TROUBLE SHOOTING NOTE:

z z z z

For trouble shooting information on GEM equipped vehicles, see appropriate MODULE COMMUNICATIONS NETWORK article.

Aerostar/Ranger: MODULE COMMUNICATIONS NETWORK Expedition: MODULE COMMUNICATIONS NETWORK Explorer/Mountaineer: MODULE COMMUNICATIONS NETWORK Van: MODULE COMMUNICATIONS NETWORK

Manufacturer's sequence for diagnosing and repairing power door lock system is as follows: z z z z

Verify customer's complaint. Perform visual inspection. Perform INITIAL CHECKS. If problem remains after performing visual inspection, determine symptom(s) and go to SYMPTOM TESTS.

INITIAL CHECKS Check all system related fuses. See WIRING DIAGRAMS. Operate all switches. Check battery condition and battery terminals. Check connectors for loose or corroded terminals. Check for good clean connections at chassis ground point locations. See WIRING DIAGRAMS. Correct any obvious problems before continuing testing. Helpmelearn February-12-08 5:38:35 5:38:29 PM

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1997 Ford Explorer 1997 ACCESSORIES & EQUIPMENT Power Door Locks & Trunk Release

SYMPTOM TESTS SYMPTOM CHART Symptom One Power Door Lock Inoperative All Power Door Locks Inoperative Aerostar Explorer & Mountaineer Ranger Van All Power Door Locks Operate From One Switch Only Aerostar & Ranger Van Power Door Locks Operate In One Direction Only Aerostar Explorer & Mountaineer Ranger Van Sliding Door Lock Inoperative Aerostar Van Liftgate Door Lock Inoperative (Aerostar/Explorer/Mountaineer) Power Door Locks Operate Only With Engine Running Power Door Locks Operate Intermittently (Except Van) NOTE:

Perform Symptom Test A B C D E F G H I J K L M N O P

Door lock actuator may also be referred to as door lock motor.

TEST A: ONE POWER DOOR LOCK INOPERATIVE 1. Manually operate inoperative door lock and check for binding or sticking lock. If door lock is not binding or sticking, go to next step. If door lock is binding or sticking, repair as necessary and recheck system operation. 2. Remove door trim panel and disconnect suspect door lock actuator connector. Connect a test light between ground and Pink/Black wire at door lock actuator connector. Press door lock switch to lock position. If test light is on, remove test light and go to next step. If test light is off, repair open in Pink/Black wire. See WIRING DIAGRAMS. Recheck system operation. 3. Connect a test light between ground and Pink/Orange wire (Red/Orange wire it testing left front door lock actuator on Explorer and Mountaineer with remote keyless entry system) at door lock actuator connector. Press door lock switch to unlock position. If test light is on, remove test light and go to next step. If test light is off, repair open in Pink/Orange wire or Red/Orange wire. See WIRING DIAGRAMS. Recheck system operation. 4. Using jumper wires (10-gauge wire), apply battery voltage to door lock actuator. Reverse actuator jumper Helpmelearn February-12-08 5:38:30 PM

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1997 Ford Explorer 1997 ACCESSORIES & EQUIPMENT Power Door Locks & Trunk Release

wires to reverse actuator direction. If actuator functions properly, go to next step. If actuator does not function properly, replace actuator. Recheck system operation. 5. Repeat step 4) and measure door lock actuator current draw. Reverse leads at actuator terminals to measure reverse current draw. If current draw is more than 6 amps, replace door lock actuator. Recheck system operation. If current draw is less than 6 amps, no problem is indicated at this time. TEST B: ALL POWER DOOR LOCKS INOPERATIVE (AEROSTAR) 1. Remove door lock/unlock relay. Relay is located in bottom of right B-pillar. Measure voltage between ground and Black/White wire at door lock/unlock relay connector. If battery voltage is not present, go to next step. If battery voltage is present, go to step 4). 2. Disconnect fuselink "C" (16-gauge Brown) from starter relay. Measure resistance of Black/White wire between fuselink "C" eyelet and door lock/unlock relay connector. If resistance is 5 ohms or less, go to next step. If resistance is more than 5 ohms, repair open in Black/White wire. Recheck system operation. 3. Measure resistance between ground and Black/White wire at door lock/unlock relay connector. If resistance is more than 5 ohms, go to next step. If resistance is 5 ohms or less, repair short to ground in Black/White wire. Recheck system operation. 4. Measure resistance between ground and Black wire at door lock/unlock relay connector. If resistance is 5 ohms or less, go to next step. If resistance is more than 5 ohms, repair open in Black wire. Recheck system operation. 5. Remove door lock switches. Measure voltage between ground and Black/White wire at each door lock switch connector. If battery voltage is present at both wires, go to next step. If battery voltage is not present at one or both wires, go to step 2). 6. Measure voltage between ground and Pink/Yellow wire at door lock/unlock relay connector. Press door lock switch to lock position. If battery voltage is present, go to next step. If battery voltage is not present go to step 8). 7. Measure voltage between ground and Pink/Light Green wire at door lock/unlock relay connector. Press door lock switch to unlock position. If battery voltage is not present, go to step 9). If battery voltage is present go to step 14). 8. Connect a jumper wire between Black/White wire and Pink/Yellow wire at door lock switch connector. Measure voltage between ground and Pink/Yellow wire at door lock/unlock relay connector. If battery voltage is not present, go to step 10). If battery voltage is present, check power door lock switch. See COMPONENT TESTING. 9. Connect a jumper wire between Black/White wire and Pink/Light Green wire at door lock switch connector. Measure voltage between ground and Pink/Light Green wire at door lock/unlock relay connector. If battery voltage is not present, repair Pink/Light Green wire. Recheck system operation. If battery voltage is present, check power door lock switch. See COMPONENT TESTING. 10. Measure resistance of Pink/Yellow wire between left power door lock switch connector and door lock/unlock relay connector. If resistance is 5 ohms or less, go to next step. If resistance is more than 5 ohms, repair open in Pink/Yellow wire. Recheck system operation. 11. Measure resistance between ground and Pink/Yellow wire at left power door lock switch connector. If resistance is more than 5 ohms, go to next step. If resistance is 5 ohms or less, repair short to ground in Pink/Yellow wire. Recheck system operation. 12. Measure resistance of Pink/Light Green wire between left power door lock switch connector and door Helpmelearn February-12-08 5:38:30 PM

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1997 Ford Explorer 1997 ACCESSORIES & EQUIPMENT Power Door Locks & Trunk Release

13.

14.

15.

16.

17.

lock/unlock relay connector. If resistance is 5 ohms or less, go to next step. If resistance is morethan 5 ohms, repair open in Pink/Light Green wire. Recheck system operation. Measure resistance between ground and Pink/Light Green wire at left power door lock switch connector. If resistance is more than 5 ohms, no problem is indicated at this time. Recheck system operation. If resistance is 5 ohms or less, repair short to ground in Pink/Light Green wire. Recheck system operation. Measure resistance of Pink/Orange wire between right power door lock actuator connector and door lock/unlock relay connector. If resistance is 5 ohms or less, go to next step. If resistance is more than 5 ohms, repair open in Pink/Orange wire. Recheck system operation. Measure resistance between ground and Pink/Orange wire at right power door lock actuator connector. If resistance is 10,000 ohms or more, go to next step. If resistance is less than 10,000 ohms, repair short to ground in Pink/Orange wire. Recheck system operation. Measure resistance of Pink/Black wire between right power door lock actuator connector and door lock/unlock relay connector. If resistance is 5 ohms or less, go to next step. If resistance is more than 5 ohms, repair open in Pink/Black wire. Recheck system operation. Measure resistance between ground and Pink/Black wire at right power door lock actuator connector. If resistance is 10,000 ohms or more, check door lock/unlock relay. See COMPONENT TESTING. If resistance is less than 10,000 ohms, repair short to ground in Pink/Black wire. Recheck system operation.

TEST C: ALL POWER DOOR LOCKS INOPERATIVE (EXPLORER & MOUNTAINEER) 1. Check fuse No. 10 (30-amp) in Power Distribution Center (PDC). PDC is located in engine compartment. If fuse is okay, go to next step. If fuse is blown, go to step 5). 2. Locate auxiliary relay box No. 4 at left rear of vehicle, above wheelwell. Remove door lock and unlock relays. Measure voltage between ground and terminals No. 86 (Black/White wire) and No. 87 (Black/White wire) at both lock and unlock relay connectors. See Fig. 1. If battery voltage is present at both terminals, go to next step. If battery voltage is not present at one or both terminals, go to step 4).

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1997 Ford Explorer 1997 ACCESSORIES & EQUIPMENT Power Door Locks & Trunk Release

Fig. 1: Identifying Door Lock & Unlock Relay Connector Terminals (Explorer & Mountaineer) Courtesy of FORD MOTOR CO. 3. Measure resistance between ground and terminal No. 87A (Black wire) at both lock and unlock relay connectors. If resistance is 5 ohms or less, go to next step. If resistance is more than 5 ohms, repair open in Black wire between relay connector and ground location under left side of instrument panel, behind kick panel. Recheck system operation. 4. Measure resistance of Black/White wire between outlet side ofNo. 10 fuse holder and terminals No. 86 and 87 at both lock and unlock relay connectors. If resistance is 5 ohms or less at both terminals, go to next step. If resistance is more than 5 ohms at one or both terminals, repair open in Black/White wire. Recheck system operation. 5. Ensure fuse No. 10 (30-amp) is remove from PDC. Measure resistance between ground and outlet side of No. 10 fuse holder (Black/White wire). If resistance is more than 5 ohms, go to next step. If resistance is 5 ohms or less, repair short to ground in Black/White wire. Recheck system operation. 6. Measure resistance between ground and terminal No. 85 (Pink/Yellow wire) at lock relay connector. Press any door lock switch to lock position. If resistance is more than 5 ohms, go to next step. If resistance is 5 ohms or less, check lock relay. See COMPONENT TESTING. 7. Remove door lock switch. Measure resistance of Pink/Yellow wire between door lock switch and lock relay connector. If resistance is 5 ohms or less, go to next step. If resistance is more than 5 ohms, repair open in Pink/Yellow wire. Recheck system operation. 8. Measure resistance of Pink/Orange wire between right door lock actuator connector and terminal No. 30 at unlock relay connector. If resistance 5 ohms or less, go to next step. If resistance is more than 5 ohms, repair open in Pink/Orange wire. Recheck system operation. 9. Measure resistance between ground and Pink/Orange wire at right door lock actuator. If resistance is Helpmelearn February-12-08 5:38:30 PM

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1997 Ford Explorer 1997 ACCESSORIES & EQUIPMENT Power Door Locks & Trunk Release

10.

11.

12. 13.

10,000 ohms or more, go to next step. If resistance is less than 10,000 ohms, repair short to ground in Pink/Orange wire. Recheck system operation. Measure resistance of Pink/Black wire between right door lock actuator connector and terminal No. 30 at lock relay connector. If resistance 5 ohms or less, go to next step. If resistance is more than 5 ohms, repair open in Pink/Black wire. Recheck system operation. Measure resistance between ground and Pink/Black wire at right door lock actuator. If resistance is 10,000 ohms or more, go to next step. If resistance is less than 10,000 ohms, repair short to ground in Pink/Black wire. Recheck system operation. Check unlock relay. See COMPONENT TESTING. Replace relay as necessary and recheck system operation. If relay is okay, go to next step. Ensure door lock switch is removed. Measure resistance between ground and Black wire at door lock switch connector. If resistance is 5 ohms or less, check door lock switch. See COMPONENT TESTING. Replace switch as necessary and recheck system operation. If resistance is more than 5 ohms, repair open in Black wire. Recheck system operation.

TEST D: ALL POWER DOOR LOCKS INOPERATIVE (RANGER) 1. Check fuse No. 10 (20-amp) in Power Distribution Center (PDC). PDC is located in engine compartment. If fuse is okay, go to next step. If fuse is blown, go to step 5). NOTE:

Lock relay and unlock relay are also referred to as all lock relay and all unlock relay. Door lock actuator is also referred to as door lock motor.

2. Locate relay box No. 1 behind instrument panel, right of steering column. Remove lock and unlock relays. Measure voltage between ground and terminals No. 1 (Black/White wire) and No. 2 (Black/White wire) at both lock and unlock relay connectors. See Fig. 2. If battery voltage is present at both terminals, go to next step. If battery voltage is not present at one or both terminals, go to step 4).

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1997 Ford Explorer 1997 ACCESSORIES & EQUIPMENT Power Door Locks & Trunk Release

Fig. 2: Identifying Door Lock & Unlock Relay Connector Terminals (Ranger) Courtesy of FORD MOTOR CO. 3. Measure resistance between ground and terminal No. 4 (Black wire) at both lock and unlock relay connectors. If resistance is 5 ohms or less, go to next step. If resistance is more than 5 ohms, repair open in Black wire between relay connector and ground location at top center of left fender apron. Recheck system operation. 4. Measure resistance of Black/White wire between outlet side ofNo. 10 fuse holder and terminals No. 1 and 2 at both lock and unlock relay connectors. If resistance is 5 ohms or less at both terminals, go to next step. If resistance is more than 5 ohms at one or both terminals, repair open in Black/White wire. Recheck system operation. 5. Ensure fuse No. 10 (20-amp) is removed from PDC. Measure resistance between ground and output side of No. 10 fuse holder (Black/White wire). If resistance is more than 5 ohms, go to next step. If resistance is 5 ohms or less, repair short to ground in Black/White wire. Recheck system operation. 6. Measure resistance between ground and terminal No. 5 (Pink/Yellow wire) at lock relay connector. Press any door lock switch to lock position. If resistance is more than 5 ohms, go to next step. If resistance is 5 ohms or less, check lock relay. See COMPONENT TESTING. 7. Remove door lock switch. Measure resistance of Pink/Yellow wire between door lock switch and lock relay connector. If resistance is 5 ohms or less, go to next step. If resistance is more than 5 ohms, repair open in Pink/Yellow wire. Recheck system operation. 8. Measure resistance of Pink/Orange wire between right door lock actuator connector and terminal No. 3 at Helpmelearn February-12-08 5:38:30 PM

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10.

11.

12. 13.

unlock relay connector. If resistance 5 ohms or less, go to next step. If resistance is more than 5 ohms, repair open in Pink/Orange wire. Recheck system operation. Measure resistance between ground and Pink/Orange wire at right door lock actuator. If resistance is 10,000 ohms or more, go to next step. If resistance is less than 10,000 ohms, repair short to ground in Pink/Orange wire. Recheck system operation. Measure resistance of Pink/Black wire between right door lock actuator connector and terminal No. 3 at lock relay connector. If resistance 5 ohms or less, go to next step. If resistance is more than 5 ohms, repair open in Pink/Black wire. Recheck system operation. Measure resistance between ground and Pink/Black wire at right door lock actuator. If resistance is 10,000 ohms or more, go to next step. If resistance is less than 10,000 ohms, repair short to ground in Pink/Black wire. Recheck system operation. Check unlock relay. See COMPONENT TESTING. Replace relay as necessary and recheck system operation. If relay is okay, go to next step. Ensure door lock switch is removed. Measure resistance between ground and Black wire at door lock switch connector. If resistance is 5 ohms or less, check door lock switch. See COMPONENT TESTING. Replace switch as necessary and recheck system operation. If resistance is more than 5 ohms, repair open in Black wire. Recheck system operation.

TEST E: ALL POWER DOOR LOCKS INOPERATIVE (VAN) 1. Disconnect right power door lock switch. Measure voltage between ground and Black/White wire at right door lock switch connector. If voltage is more than 10 volts, go to step 3). If voltage is 10 volts or less, go to next step. 2. Remove fuse No. 5 (20-amp) from instrument panel fuse block. Measure voltage between ground and input side of fuse No. 5 holder (Black/Orange wire). If voltage is more than 10 volts, repair open in Black/White wire. See WIRING DIAGRAMS. Recheck system operation. If voltage is 10 volts or less, repair Black/Orange wire. Recheck system operation. 3. Measure resistance between ground and both Black wires at right door lock switch connector. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open in Black wire. Recheck system operation. 4. Reconnect right door lock switch connector. Backprobing connector, measure voltage between ground and Brown wire at right door lock switch connector. Press right door lock switch to unlock position. If voltage is more than 10 volts, go to next step. If voltage is 10 volts or less, replace door lock switch. Recheck system operation. 5. Backprobing connector, measure voltage between ground and Red wire at right door lock switch connector. Press right door lock switch to lock position. If voltage is more than 10 volts, go to next step. If voltage is 10 volts or less, replace door lock switch. Recheck system operation. 6. Backprobing connector, measure voltage between ground and Brown wire at left door lock switch connector. Press right door lock switch to unlock position. If voltage is more than 10 volts, go to next step. If voltage is 10 volts or less, repair Brown wire between right and left door lock switches. Recheck system operation. 7. Backprobing connector, measure voltage between ground and Red wire at left door lock switch connector. Press right door lock switch to lock position. If voltage is more than 10 volts, go to next step. If voltage is 10 volts or less, repair Red wire between right and left door lock switches. Recheck system Helpmelearn February-12-08 5:38:30 PM

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operation. 8. Backprobing connector, measure voltage between ground and Pink/Orange wire at left door lock switch connector. Press left door lock switch to lock position. If voltage is more than 10 volts, go to next step. If voltage is 10 volts or less, replace left door lock switch. Recheck system operation. 9. Backprobing connector, measure voltage between ground and Pink/Black wire at left door lock switch connector. Press left door lock switch to unlock position. If voltage is more than 10 volts, repair Pink/Orange wire or Pink/Black wire between left door lock switch and door lock actuator. See WIRING DIAGRAM. Recheck system operation. TEST F: ALL POWER DOOR LOCKS OPERATE FROM ONE SWITCH ONLY (AEROSTAR & RANGER) 1. Remove suspect power door lock switch. Test switch. See COMPONENT TESTING. Replace switch as necessary and recheck system operation. If switch is okay, go to next step. 2. Check continuity between ground and Black wire at suspect door lock switch connector. If continuity exists, go to next step. If continuity does not exist, repair open in Black wire. Recheck system operation. 3. Remove opposite door lock switch. Check continuity of Pink/Yellow wire between left door lock switch connector and right door lock switch connector. If continuity exists, go to next step. If continuity does not exist, repair open in Pink/Yellow wire. Recheck system operation. 4. Check continuity of Pink/Light Green wire between left door lock switch connector and right door lock switch connector. If continuity exists, replace door lock switch removed in step 3). If continuity does not exist, repair open in Pink/Light Green wire. Recheck system operation. TEST G: ALL POWER DOOR LOCKS OPERATE FROM ONE SWITCH ONLY (VAN) Disconnect inoperative door lock switch. Measure voltage between ground and Black/White wire at door lock switch connector. If voltage is more than 10 volts, replace inoperative door lock switch. Recheck system operation. If voltage is 10 volts or less, repair Black/White wire. See WIRING DIAGRAMS. Recheck system operation. TEST H: POWER DOOR LOCKS OPERATE IN ONE DIRECTION ONLY (AEROSTAR) 1. Press door lock switch to lock position. If doors lock, go to step 6). If doors do not lock, go to next step. 2. Remove door lock/unlock relay. Relay is located in bottom of right B-pillar. Connect a test light between ground and Pink/Yellow wire at door lock/unlock relay connector. Press door lock switch to lock position. If test light is on, check door lock/unlock relay. See COMPONENT TESTING. If test light is off, go to next step. 3. Remove left door lock switch. Measure resistance of Pink/Yellow wire between door lock/unlock relay connector and left door lock switch connector. If resistance is 5 ohms or less, go to next step. If resistance is more than 5 ohms, repair open in Pink/Yellow wire. Recheck system operation. 4. Measure resistance between ground and Pink/Yellow wire at left door lock switch connector. If resistance is more than 5 ohms, go to next step. If resistance is 5 ohms or less, repair short to ground in Pink/Yellow wire. Recheck system operation. 5. Install door lock/unlock relay. Connect a jumper wire between Black/White wire and Pink/Yellow wire at left door lock switch connector. If doors lock, check door lock switch. See COMPONENT TESTING. If Helpmelearn February-12-08 5:38:30 PM

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1997 Ford Explorer 1997 ACCESSORIES & EQUIPMENT Power Door Locks & Trunk Release

doors do not lock, check door lock/unlock relay. See COMPONENT TESTING. Remove door lock/unlock relay. Relay is located in bottom of right B-pillar. Connect a test light between ground and Pink/Light Green wire at door lock/unlock relay connector. Press door lock switch to unlock position. If test light is on, check door lock/unlock relay. See COMPONENT TESTING. If test light is off, go to next step. Remove left door lock switch. Measure resistance of Pink/Light Green wire between door lock/unlock relay connector and left door lock switch connector. If resistance is 5 ohms or less, go to next step. If resistance is more than 5 ohms, repair open in Pink/Light Green wire. Recheck system operation. Measure resistance between ground and Pink/Light Green wire at left door lock switch connector. If resistance is more than 5 ohms, go to next step. If resistance is 5 ohms or less, repair short to ground in Pink/Light Green wire. Recheck system operation. Install door lock/unlock relay. Connect a jumper wire between Black/White wire and Pink/Light Green wire at left door lock switch connector. If doors unlock, check door lock switch. See COMPONENT TESTING. If doors do not unlock, check door lock/unlock relay. See COMPONENT TESTING.

TEST I: POWER DOOR LOCKS OPERATE IN ONE DIRECTION ONLY (EXPLORER & MOUNTAINEER) 1. Press door lock switch to lock position. If doors lock, go to step 6). If doors do not lock, go to next step. 2. Locate auxiliary relay box No. 4 at left rear of vehicle, above wheelwell. Remove lock relay. Measure voltage between ground and terminals No. 86 (Black/White wire) and No. 87 (Black/White wire) at lock relay connector. See Fig. 1. If battery voltage is present at both terminals, go to next step. If battery voltage is not present at one or both terminals, repair power circuit (Black/White wire) between power distribution center and lock relay connector. Recheck system operation. 3. Measure resistance between ground and terminal No. 87A (Black wire) at door lock relay connector. If resistance is 5 ohms or less, go to next step. If resistance is more than 5 ohms, repair open in Black wire between door lock relay connector and ground location under left side of instrument panel, behind kick panel. Recheck system operation. 4. Connect ohmmeter between ground and terminal No. 85 (Pink/Yellow wire) at lock relay connector. Observe ohmmeter and press door lock switch to lock position. If resistance is more than 5 ohms, go to next step. If resistance is 5 ohms or less, check door lock relay. See COMPONENT TESTING. 5. Remove left door lock switch. Connect a jumper wire between Black wire and Pink/Yellow wire at left door lock switch connector. Measure resistance between ground and terminal No. 85 (Pink/Yellow wire) at door lock relay connector. If resistance is 5 ohms or less, check door lock switch. See COMPONENT TESTING. If resistance is more than 5 ohms, repair open in Black wire or Pink/Yellow wire. Recheck system operation. 6. Locate auxiliary relay box No. 4 at left rear of vehicle, above wheelwell. Remove unlock relay. Measure voltage between ground and terminals No. 86 (Black/White wire) and No. 87 (Black/White wire) at unlock relay connector. If battery voltage is present at both terminals, go to next step. If battery voltage is not present at one or both terminals, repair power circuit (Black/White wire) between power distribution center and unlock relay connector. Recheck system operation. 7. Measure resistance between ground and terminal No. 87A (Black wire) at door unlock relay connector. If resistance is 5 ohms or less, go to next step. If resistance is more than 5 ohms, repair open in Black wire between door unlock relay connector and ground location under left side of instrument panel, behind kick panel. Recheck system operation. Helpmelearn February-12-08 5:38:30 PM

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8. Connect ohmmeter between ground and terminal No. 85 (Pink/Light Green wire) at door unlock relay connector. Observe ohmmeter and press door lock switch to unlock position. If resistance is more than 5 ohms, go to next step. If resistance is 5 ohms or less, check door lock relay. See COMPONENT TESTING. 9. Remove left door lock switch. Connect a jumper wire between Black wire and Pink/Light Green wire at left door lock switch connector. Measure resistance between ground and terminal No. 85 (Pink/Light Green wire) at door unlock relay connector. If resistance is 5 ohms or less, check door lock switch. See COMPONENT TESTING. If resistance is more than 5 ohms, repair open in Black wire or Pink/Light Green wire. Recheck system operation. TEST J: POWER DOOR LOCKS OPERATE IN ONE DIRECTION ONLY (RANGER) 1. Press door lock switch to lock position. If doors lock, go to step 6). If doors do not lock, go to next step. 2. Locate relay box No. 1 behind instrument panel, right of steering column. Remove lock relay. See Fig. 2. Measure voltage between ground and terminals No. 1 (Black/White wire) and No. 2 (Black/White wire) at lock relay connector. If battery voltage is present at both terminals, go to next step. If battery voltage is not present at one or both terminals, repair power circuit (Black/White wire) between power distribution center and lock relay connector. Recheck system operation. 3. Measure resistance between ground and terminal No. 4 (Black wire) at door lock relay connector. If resistance is 5 ohms or less, go to next step. If resistance is more than 5 ohms, repair open in Black wire between door lock relay connector and ground location at top center of left fender apron. Recheck system operation. 4. Connect ohmmeter between ground and terminal No. 5 (Pink/Yellow wire) at lock relay connector. Observe ohmmeter and press door lock switch to lock position. If resistance is more than 5 ohms, go to next step. If resistance is 5 ohms or less, check door lock relay. See COMPONENT TESTING. 5. Remove left door lock switch. Connect a jumper wire between Black wire and Pink/Yellow wire at left door lock switch connector. Measure resistance between ground and terminal No. 5 (Pink/Yellow wire) at door lock relay connector. If resistance is 5 ohms or less, check door lock switch. See COMPONENT TESTING. If resistance is more than 5 ohms, repair open in Black wire or Pink/Yellow wire. Recheck system operation. 6. Locate relay box No. 1 behind instrument panel, right of steering column. Remove unlock relay. See Fig. 2. Measure voltage between ground and terminals No. 1 (Black/White wire) and No. 2 (Black/White wire) at unlock relay connector. If battery voltage is present at both terminals, go to next step. If battery voltage is not present at one or both terminals, repair power circuit (Black/White wire) between power distribution center and unlock relay connector. Recheck system operation. 7. Measure resistance between ground and terminal No. 4 (Black wire) at door unlock relay connector. If resistance is 5 ohms or less, go to next step. If resistance is more than 5 ohms, repair open in Black wire between door unlock relay connector and ground location at top center of left fender apron. Recheck system operation. 8. Connect ohmmeter between ground and terminal No. 5 (Pink/Light Green wire) at door unlock relay connector. Observe ohmmeter and press door lock switch to unlock position. If resistance is more than 5 ohms, go to next step. If resistance is 5 ohms or less, check door lock relay. See COMPONENT TESTING. 9. Remove left door lock switch. Connect a jumper wire between Black wire and Pink/Light Green wire at left door lock switch connector. Measure resistance between ground and terminal No. 5 (Pink/Light Helpmelearn February-12-08 5:38:30 PM

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1997 Ford Explorer 1997 ACCESSORIES & EQUIPMENT Power Door Locks & Trunk Release

Green wire) at door unlock relay connector. If resistance is 5 ohms or less, check door lock switch. See COMPONENT TESTING. If resistance is more than 5 ohms, repair open in Black wire or Pink/Light Green wire. Recheck system operation. TEST K: POWER DOOR LOCKS OPERATE IN ONE DIRECTION ONLY (VAN) 1. Press power door lock switch in both directions. If door locks operate in lock position only, go to next step. If door locks operate in unlock position only, go to step 5). 2. Disconnect right power door lock switch connector. Measure resistance between ground and terminal No. 10 (Black wire) at right door lock switch connector. See WIRING DIAGRAMS. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open in Black wire between ground and right door lock switch. 3. Reconnect right door lock switch connector. Press right door lock switch to lock position. Backprobing connector, measure voltage between ground and Red wire at right door lock switch connector. If voltage is more than 10 volts, go to next step. If voltage is 10 volts or less, replace right door lock switch. Recheck system operation. 4. Press right door lock switch to lock position. Backprobing connector, measure voltage between ground and Red wire at left door lock switch connector. If voltage is more than 10 volts, replace left power door lock switch. Recheck system operation. If voltage is 10 volts or less, repair Red wire between left and right door lock switches. Recheck system operation. 5. Disconnect right power door lock switch connector. Measure resistance between ground and terminal No. 9 (Black wire) at right door lock switch connector. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open in Black wire. Recheck system operation. 6. Reconnect right power door lock switch. Backprobing connector, measure voltage between ground and Brown wire at right door lock switch connector. Press right door lock switch to unlock position. If voltage is more than 10 volts, go to next step. If voltage is 10 volts or less, replace right power door lock switch. Recheck system operation. 7. Backprobing connector, measure voltage between ground and Brown wire at left door lock switch connector. Press right door lock switch to unlock position. If voltage is more than 10 volts, replace left power door lock switch. If voltage is 10 volts or less, repair Brown wire between right and left door lock switches. Recheck system operation. TEST L: SLIDING DOOR LOCK INOPERATIVE (AEROSTAR) 1. Manually operate inoperative door lock and check for binding or sticking lock. If door lock is not binding or sticking, go to next step. If door lock is binding or sticking, repair as necessary and recheck system operation. 2. Disconnect power door lock module 10-pin Gray connector. Module is located in left cargo area, above auxiliary A/C blower motor. Measure voltage between ground and Black/White wire at power door lock module connector. If battery voltage is present, go to next step. If battery voltage is not present, repair open in power circuit. See WIRING DIAGRAMS. Recheck system operation. 3. Measure resistance between ground and Black wire at power door lock module connector. If resistance is 5 ohms or less, go to next step. If resistance is more than 5 ohms, repair open in Black wire between power door lock module connector and ground location behind center of instrument panel below left side of radio. Recheck system operation. Helpmelearn February-12-08 5:38:30 PM

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4. Connect a test light between ground and Pink/Black wire at power door lock module connector. Press door lock switch to lock position. If test light is off, go to next step. If test light is on, go to step 6). 5. Remove door lock/unlock relay. Relay is located in bottom of right B-pillar. Measure resistance between ground and Pink/Black wire at power door lock module connector. If resistance is 5 ohms or less, repair short to ground in Pink/Black wire. Recheck system operation. If resistance is more than 5 ohms, repair open in Pink/Black wire. Recheck system operation. 6. Connect a test light between ground and Pink/Orange wire at power door lock module connector. Press door lock switch to unlock position. If test light is off, go to next step. If test light is on, go tostep 8). 7. Remove door lock/unlock relay. Relay is located in bottom of right B-pillar. Measure resistance between ground and Pink/Orange wire at power door lock module connector. If resistance is 5 ohms or less, repair short to ground in Pink/Orange wire. Recheck system operation. If resistance is more than 5 ohms, repair open in Pink/Orange wire. Recheck system operation. 8. Remove trim panel from sliding door. Disconnect sliding door lock actuator. Close sliding door. Measure resistance of Yellow/Black wire between sliding door lock actuator and power door lock module connector. If resistance is 5 ohms or less, go to next step. If resistance is more than 5 ohms, repair open in Yellow/Black wire. Recheck system operation. 9. Measure resistance between ground and Yellow/Black wire at power door module connector. If resistance is more than 5 ohms, go to next step. If resistance is 5 ohms or less, repair short to ground in Yellow/Black wire. Recheck system operation. 10. Measure resistance of Pink/Orange wire between sliding door lock actuator and power door lock module connector. If resistance is 5 ohms or less, go to next step. If resistance is more than 5 ohms, repair open in Pink/Orange wire. Recheck system operation. 11. Measure resistance between ground and Pink/Orange wire at power door module connector. If resistance is more than 5 ohms, go to next step. If resistance is 5 ohms or less, repair short to ground in Pink/Orange wire. Recheck system operation. 12. Check power door lock module. See COMPONENT TESTING. Replace as necessary and recheck system operation. If power door lock module is okay, check door lock actuator. See COMPONENT TESTING. Repair as necessary and recheck system operation. TEST M: SLIDING DOOR LOCK INOPERATIVE (VAN) 1. Disconnect sliding door lock actuator connector. Measure voltage between ground and Pink/Orange wire at sliding door lock actuator. Press power door lock switch to unlock position. If voltage is more than 10 volts, go to next step. If voltage is 10 volts or less, repair Pink/Orange wire. See WIRING DIAGRAMS. Recheck system operation. 2. Disconnect memory lock relay module 10-pin connector. Module is located behind left B-pillar. Measure voltage between ground and terminal No. 3 (Black/White wire) at memory lock relay module connector. See Fig. 3. If voltage is more than 10 volts, go to next step. If voltage is 10 volts or less, repair Black/White wire. Recheck system operation. 3. Measure resistance between ground and terminal No. 7 (Black wire) at memory lock relay module connector. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open in Black wire between memory lock relay module and ground location below left side of instrument panel, near kick panel. Recheck system operation. 4. Measure voltage between ground and terminal No. 10 (Pink/Orange wire) at memory lock relay module Helpmelearn February-12-08 5:38:30 PM

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1997 Ford Explorer 1997 ACCESSORIES & EQUIPMENT Power Door Locks & Trunk Release

connector. Press power door lock switch to unlock position. If voltage is more than 10 volts, go to next step. If voltage is 10 volts or less, repair Pink/Orange wire. See WIRING DIAGRAMS. Recheck system operation. 5. Measure voltage between ground and terminal No. 9 (Pink/Black wire) at memory lock relay module connector. Press power door lock switch to lock position. If voltage is more than 10 volts, go to next step. If voltage is 10 volts or less, repair Pink/Black wire. Recheck system operation. 6. Reconnect sliding door lock actuator connector. Ensure sliding door is closed. Measure voltage between ground and terminal No. 4 (Yellow/Black wire) at memory lock relay module connector. Press power door lock switch to unlock position. If voltage is more than 10 volts, replace memory lock relay module. Recheck system operation. If voltage is 10 volts or less, go to next step. 7. Reconnect memory lock relay module connector. Disconnect sliding door lock actuator connector. Measure voltage between ground and Pink/Black wire at sliding door lock actuator connector. Press power door lock switch to lock position. If voltage is more than 10 volts, replace sliding door lock actuator. Recheck system operation. If voltage is 10 volts or less, repair Pink/Black wire or Yellow/Black wire. See WIRING DIAGRAMS. Recheck system operation.

Fig. 3: Identifying Memory Lock Relay Module Connector Terminals (Van) Courtesy of FORD MOTOR CO. TEST N: LIFTGATE DOOR LOCK INOPERATIVE (AEROSTAR, EXPLORER & MOUNTAINEER) 1. Manually operate liftgate door lock and check for binding or sticking lock. If door lock is not binding or sticking, go to next step. If door lock is binding or sticking, repair as necessary and recheck system operation. 2. Remove door trim panel and disconnect door lock actuator connector. Connect a test light between ground and Pink/Black wire at door lock actuator connector. Press door lock switch to lock position. If test light is on, remove test light and go to next step. If test light is off, repair open in Pink/Black wire. See WIRING DIAGRAMS. Recheck system operation. 3. Connect test light between ground and Pink/Orange wire at door lock actuator connector. Press door lock Helpmelearn February-12-08 5:38:30 PM

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switch to unlock position. If test light is on, remove test light and go to next step. If test light is off, repair open in Pink/Orange wire. Recheck system operation. 4. Using jumper wires (10-gauge wire), apply battery voltage to door lock actuator. Reverse actuator jumper wires to reverse actuator direction. If actuator functions properly, go to next step. If actuator does not function properly, replace actuator. Recheck system operation. 5. Repeat step 4) and measure door lock actuator current draw. Reverse leads at actuator terminals to measure reverse current draw. If current draw is more than 6 amps, replace door lock actuator. Recheck system operation. If current draw is less than 6 amps, no problem is indicated at this time. TEST O: POWER DOOR LOCKS OPERATE ONLY WITH ENGINE RUNNING 1. Measure voltage at battery terminals. If voltage is 10 volts or more, go to next step. If voltage is less than 10 volts, check and repair charging system as necessary. 2. Manually lock and unlock door lock and check for binding or sticking lock. If door lock is not binding or sticking, go to next step. If door lock is binding or sticking, repair as necessary and recheck system operation. 3. Partially remove left door lock switch to access connector. Check connector for corroded, loose or damaged terminals. Repair as necessary and recheck system operation. If connector is okay, no problem is indicated at this time. Recheck system operation. TEST P: POWER DOOR LOCKS OPERATE INTERMITTENTLY (EXCEPT VAN) 1. Check all power door lock system connectors for corroded, loose or damaged terminals. Repair as necessary and recheck system operation. If connectors are okay, go to next step. 2. Measure resistance between ground and Black wire at left or right door lock switch. If resistance is 5 ohms or less, check door lock switch. See COMPONENT TESTING. Replace switch as necessary and recheck system operation. If resistance is more than 5 ohms, repair open in Black wire between ground and door lock switch. See WIRING DIAGRAMS.

COMPONENT TESTING DOOR LOCK ACTUATOR CAUTION: When performing the following test, use a circuit protected DVOM and do not hold power to solenoid more than 5 seconds. 1. Using jumper wires, apply battery power and ground to door lock actuator terminals. Actuator solenoid should operate. Actuator rod should complete its travel in less than one second. Reverse leads to actuator solenoid. Solenoid should operate in reverse direction at same speed. 2. Repeat step 1) and test actuator solenoid current draw. Reverse leads to check reverse current draw. Current draw should not exceed 6 amps. POWER DOOR LOCK SWITCH Helpmelearn February-12-08 5:38:30 PM

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NOTE:

Use self-powered test light or ohmmeter to test power door lock switch. Some switches contain diodes. Reverse test leads during resistance checks before condemning switches.

Aerostar & Ranger

1. Remove door lock switch. With switch in neutral position, measure resistance between terminals No. 1 and 2 and between switch terminals No. 2 and 3. If resistance is more than 10,000 ohms, go to next step. If resistance is 10,000 ohms or less, replace switch. See Fig. 4 or Fig. 5. 2. With switch in unlock position, measure resistance between switch terminals No. 1 and 2. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, replace switch. 3. With switch in lock position, measure resistance between switch terminals No. 2 and 3. If resistance is less than 5 ohms, switch is functioning properly. If resistance is 5 ohms or more, replace switch.

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Fig. 4: Identifying Door Lock Switch Terminals (Aerostar) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1997 ACCESSORIES & EQUIPMENT Power Door Locks & Trunk Release

Fig. 5: Identifying Door Lock Switch Terminals (Ranger) Courtesy of FORD MOTOR CO. Explorer & Mountaineer

Remove door lock switch to be tested. Position switch with terminals facing upward, and raised part of rocker switch on left. See Fig. 6 or Fig. 7. Check continuity between switch terminals with switch in specified position. See TESTING POWER DOOR LOCK SWITCHES (EXPLORER & MOUNTAINEER) table. Replace switch as necessary and recheck system operation. TESTING POWER DOOR LOCK SWITCHES (EXPLORER & MOUNTAINEER) Switch Position Continuity Between Terminals No. Door Lock Switch Neutral 1 & 2; 5 & 6 Lock 1 & 2; 4 & 6 Unlock 1 & 4; 5 & 6 Liftgate Switch Neutral 1 & 2; 2 & 5 Lock 1 & 2; 3 & 4 Unlock 1 & 3; 2 & 5

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1997 Ford Explorer 1997 ACCESSORIES & EQUIPMENT Power Door Locks & Trunk Release

Fig. 6: Identifying Door Lock Switch Terminals (Explorer & Mountaineer) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1997 ACCESSORIES & EQUIPMENT Power Door Locks & Trunk Release

Fig. 7: Identifying Liftgate Switch Terminals (Explorer & Mountaineer) Courtesy of FORD MOTOR CO. DOOR LOCK RELAY NOTE:

On Aerostar, door lock relay is also referred to as door lock/unlock relay.

Aerostar

1. Remove door lock relay located at bottom of right B-pillar. Using ohmmeter, measure resistance between relay terminals No. 2 and 3, and terminals No. 3 and 5. See Fig. 8. If resistance is 5 ohms or less, go to next step. If resistance is more than 5 ohms, replace relay. 2. Apply battery voltage to relay terminal No. 1 and ground terminal No. 3. Measure resistance between terminals No. 2 and 4. If resistance is 5 ohms or less, go to next step. If resistance is more than 5 ohms, replace relay. 3. Apply battery voltage to relay terminal No. 6 and ground terminal No. 3. Measure resistance between terminals No. 4 and 5. If resistance is 5 ohms or less, relay is functioning properly. If resistance is more than 5 ohms, replace relay.

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Fig. 8: Identifying Door Lock Relay Terminals (Aerostar) Courtesy of FORD MOTOR CO. NOTE:

On Ranger, door lock relay and door unlock relay are also referred to as all unlock relay and all lock relay.

Ranger

1. Locate relay box No. 1 behind instrument panel, right of steering column. Remove door lock relay to be tested. Measure resistance between relay terminals No. 3 and 4. See WIRING DIAGRAMS. If resistance is 5 ohms or less, go to next step. If resistance is more than 5 ohms, replace relay. 2. Apply battery voltage to relay terminal No. 2 and ground terminal No. 5. Measure resistance between terminals No. 1 and 3. If resistance is 5 ohms or less, relay is functioning properly. If resistance is more than 5 ohms, replace relay. Explorer & Mountaineer Helpmelearn February-12-08 5:38:31 PM

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1. Locate auxiliary relay box No. 4 at left rear of vehicle, above wheelwell. Remove door lock relay to be tested. Measure resistance between relay terminals No. 30 and 87A. See Fig. 1. If resistance is 5 ohms or less, go to next step. If resistance is more than 5 ohms, replace relay. 2. Apply battery voltage to relay terminal No. 86 and ground terminal No. 85. Measure resistance between terminals No. 87 and 30. If resistance is 5 ohms or less, relay is functioning properly. If resistance is more than 5 ohms, replace relay. POWER DOOR LOCK MODULE Aerostar

Module is located in left cargo area, above auxiliary A/C blower motor and has a 10-pin Gray connector. With module still connected, backprobe terminals with test light. Verify condition of terminals match specification in POWER DOOR LOCK MODULE SPECIFICATIONS table. See Fig. 9. If any terminal fails test, replace module. POWER DOOR LOCK MODULE SPECIFICATIONS Pin No. Switch Position 1 Unlock 2 Lock 4 All 7 Lock 8 All

Terminal Condition Battery Voltage Battery Voltage Ground Battery Voltage Battery Voltage

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1997 Ford Explorer 1997 ACCESSORIES & EQUIPMENT Power Door Locks & Trunk Release

Fig. 9: Identifying Door Lock Module Terminals (Aerostar) Courtesy of FORD MOTOR CO.

REMOVAL & INSTALLATION NOTE:

On Van, removal and installation procedures are not available from manufacturer.

DOOR LOCK ACTUATOR Removal & Installation

Remove door trim panel and peel back watershield. Drill out rivet securing actuator assembly. Disconnect control rod. Disconnect electrical connector. Remove actuator assembly. To install, reverse removal procedure. Secure actuator assembly with NEW rivet. Replace old actuator bracket with new bracket supplied with replacement actuator. DOOR LOCK SWITCHES Helpmelearn February-12-08 5:38:31 PM

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Removal & Installation (Aerostar)

Carefully pry window regulator switch plate from switch housing. Remove screws retaining window regulator wiring connector from back of switch plate. Carefully pry door lock switch from regulator wiring. To install, reverse removal procedure. Removal & Installation (Explorer & Mountaineer - Front)

Disconnect negative battery cable. Remove door trim panel. Remove 4 screws holding wiring connector to switch plate. Using thin-blade screwdriver, carefully pry connector from switch. Remove switch by carefully prying up with a flat-blade tool on switch plate. To install, reverse removal procedure. Removal & Installation (Explorer & Mountaineer - Rear)

Disconnect negative battery cable. Remove 2 screws securing switch plate to door trim. Remove screws holding wiring connector to switch plate. Using thin-blade screwdriver, carefully pry connector from switch. To install, reverse removal procedure. Removal & Installation (Ranger)

Carefully pry window regulator switch assembly and rotate up and out of armrest. Remove retaining screws from window regulator switch housing and remove. Pry door lock switch from wiring connector. Switch is keyed to front window regulator wiring and can only be installed one way. To install, reverse removal procedure.

WIRING DIAGRAMS NOTE:

For Explorer and Mountaineer power door lock system wiring diagram, see KEYLESS ENTRY SYSTEM - REMOTE article.

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1997 Ford Explorer 1997 ACCESSORIES & EQUIPMENT Power Door Locks & Trunk Release

Fig. 10: Power Door Lock System Schematic (Aerostar)

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1997 Ford Explorer 1997 ACCESSORIES & EQUIPMENT Power Door Locks & Trunk Release

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1997 Ford Explorer 1997 ACCESSORIES & EQUIPMENT Power Door Locks & Trunk Release

Fig. 11: Power Door Lock System Schematic (Ranger)

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1997 Ford Explorer 1997 ACCESSORIES & EQUIPMENT Power Door Locks & Trunk Release

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1997 Ford Explorer 1997 ACCESSORIES & EQUIPMENT Power Door Locks & Trunk Release

Fig. 12: Power Door Lock System Schematic (Van With Memory Lock)

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1997 Ford Explorer 1997 ACCESSORIES & EQUIPMENT Power Door Locks & Trunk Release

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1997 Ford Explorer 1997 ACCESSORIES & EQUIPMENT Power Door Locks & Trunk Release

Fig. 13: Power Door Lock System Schematic (Van Without Memory Lock)

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1997 Ford Explorer 1997 ACCESSORIES & EQUIPMENT Power Mirrors

1997 ACCESSORIES & EQUIPMENT Power Mirrors

DESCRIPTION & OPERATION Power side view mirror system consists of mirror head with integral reversible servomotor assembly and mirror control switch. Some models are equipped with an electric heating element in outside mirror glass. Automatic dimming is an option on the inside and left side mirrors on some models. The auto-dimming mirror is controlled by 2 light-sensitive photocells. Outside light level is measured by a sensor on backside of mirror housing. A second sensor, located on reflective side of mirror, detects approaching rear lights. The mirror photochromatically dims when glare is detected from rear of vehicle. Mirror switches to normal state whenever transmission gear selector is placed in Reverse.

TESTING BOTH SIDE MIRRORS INOPERATIVE 1. Power & Ground Circuit Check - Remove power mirror control switch and unplug harness connector. Measure voltage between mirror control switch connector Black wire (Pink/Orange wire on Town Car) and appropriate power wire. See POWER WIRE COLOR IDENTIFICATION TABLE. If battery voltage is present, go to step 6). If battery voltage is not present, go to next step. POWER WIRE COLOR IDENTIFICATION Application Explorer & Mountaineer

Wire Color Orange/Light Green

2. Ground Circuit Check - Disconnect mirror switch harness connector. Measure resistance between ground and mirror switch harness connector Black wire. If resistance is 5 ohms or less, go to next step. If resistance is more than 5 ohms, repair open Black wire. Reconnect harness connector and retest system. 3. Power Supply Check - Turn ignition on. Measure voltage between ground and appropriate mirror switch harness connector power wire. See POWER WIRE COLOR IDENTIFICATION TABLE. If battery voltage is present, go to step 6). If battery voltage is not present, go to next step. 4. Short To Ground Check - Turn ignition off. Remove power mirror system fuse. See WIRING DIAGRAMS , for fuse identification. Measure resistance between chassis ground and power wire at mirror switch harness connector. If resistance is more than 10 k/ohms, go to next step. If resistance is less than 10 k/ohms, repair short to ground in power wire. 5. Power Supply Circuit Continuity Check - Remove power mirror system fuse. See WIRING DIAGRAMS , for fuse identification. Check continuity of power wire between mirror control switch and fuse cavity. If resistance is 5 ohms or less, replace fuse and to next step. If resistance is more than 5 ohms, repair open in power wire and retest system. 6. Mirror Function Check - Unplug mirror control switch. Using fused jumper wires, check mirror operation by applying battery voltage and ground to appropriate wire terminals. See MIRROR FUNCTION TEST TABLE. Mirror should move in one direction. To move mirror in opposite direction Helpmelearn February-12-08 5:47:32 5:47:29 PM

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reverse polarity of jumper wires. If mirrors operate in all directions, replace mirror control switch and retest system. If mirrors do not operate in all directions, go to next step. MIRROR FUNCTION TEST Mirror Function Right Mirror Up/Down Operation Left/Right Operation Left Mirror Up/Down Operation Left/Right Operation

Wire Color Purple & Yellow Dark Green & Yellow Dark Blue & Yellow Red & Yellow

7. Mirror Circuit Continuity Check - Unplug mirror switch. Unplug harness connector at suspect mirror. See SIDE MIRROR ASSEMBLY under REMOVAL & INSTALLATION. Using ohmmeter, check continuity of each wire between mirror and mirror switch harness connectors. For wire color identification, see WIRING DIAGRAMS . Measure resistance between each wire at mirror harness connector and ground. If ohmmeter indicates any wire open or shorted to ground, repair open shorted wire(s). If all mirror circuits are okay, replace mirror motor. ONE SIDE MIRROR INOPERATIVE Check mirror for evidence of damage or foreign object affecting mirror movement. Service as necessary. If mirrors appear okay, perform steps 6) and 7) in BOTH SIDE MIRRORS INOPERATIVE test. Repair as necessary. AUTO-DIMMING MIRRORS INOPERATIVE 1. Check Mirror Operation - Turn ignition on. Place transmission in Park. Set mirror sensitivity to high position (if adjustable). Cover photocell on backside of mirror with a dark cloth. Shine a flashlight on reflective side of mirror. If inside and left side mirrors darken, system is okay. If mirrors do not darken, go to next step. 2. Check Fuse - Check fuses. If fuses are okay, go to next step. If automatic dimming mirror fuse is blown, replace fuse. If fuse repeatedly blows check mirror power circuit for short-to-ground. See WIRING DIAGRAMS . 3. Check Power At Mirror - Unplug harness connector from rear of inside mirror. Turn ignition on. Check for battery voltage at power wire(s). See DIMMING MIRRORS POWER CIRCUIT TABLE. If battery voltage is measured, go to next step. If battery voltage is not measured, repair suspect circuit. See WIRING DIAGRAMS . DIMMING MIRRORS POWER CIRCUIT Application Explorer & Mountaineer

Wire Color Red/Yellow & Light Green/Yellow

4. Check Ground Circuit - Measure resistance of Black wire between inside mirror connector and chassis ground. If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair open Helpmelearn February-12-08 5:47:29 PM

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black wire. 5. Check Reverse Signal - Turn ignition on. Check for battery voltage at Black/Pink wire at inside mirror connector in all transmission ranges. Battery voltage should be present only in Reverse. If battery voltage is present only in Reverse, replace inside mirror assembly. If battery voltage is present in other than Reverse, repair back-up lights system.

REMOVAL & INSTALLATION 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 COMPUTER RELEARN PROCEDURES article in GENERAL INFORMATION before disconnecting battery. INSIDE MIRROR Removal & Installation

If equipped with auto-dimming, unplug harness connectors at rear of mirror. Grasp mirror firmly, insert small flat-bladed screwdriver into slot at base of mirror mount and pry mirror off mount. To install, use Mirror Replacer (T91P-17700-AH). Slide mirror onto mounting bracket. Reconnect wiring. SIDE MIRROR ASSEMBLY Removal & Installation

Remove door panel. Remove mirror mounting hole cover. See Fig. 1 . Disconnect mirror wiring harness connector. Remove mirror attac hing nuts. Remove mirror assembly while guiding wiring and connector through hole in door. To install, reverse removal procedure. Tighten nuts to approximately 53 INCH lbs. (6 N.m).

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Fig. 1: Removing Side Mirror (Typical) Courtesy of FORD MOTOR CO. Removal & Installation

Remove door panel. Disconnect mirror wiring connector. Pivot entire mirror inward to expose mounting bolt. Unscrew bolt while holding nut inside door. Remove mirror assembly while guiding wiring and connector through hole in door. To install, reverse removal procedure. Tighten bolt to 71-88 INCH lbs. (8-10 N.m). SIDE MIRROR GLASS & MOTOR Removal & Installation

Point mirror glass as far inward as possible to allow clearance between glass and mirror housing at outer edge of mirror. Insert fingers into clearance, and pull mirror glass. If fingers will not fit between glass and housing, use a screwdriver and cloth to pry mirror glass out. Glass will snap out without being damaged. Disconnect heater wires (if equipped). Remove motor attaching screws. Unplug motor connector, and remove motor. To Helpmelearn February-12-08 5:47:29 PM

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install, reverse removal procedure. Ensure mirror glass locking tabs align before snapping in glass.

WIRING DIAGRAMS

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Fig. 2: Automatic Day/Night Mirror System Wiring Diagram

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1997 Ford Explorer SEATS - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Seats

SEATS - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Seats

DESCRIPTION NOTE:

Aerostar uses only power lumbar support.

The 6-way power seats provide horizontal, vertical and tilt adjustments. System consists of control switch, seat regulator motor, vertical and horizontal screw drives and gear mechanism, housing assembly and necessary wiring. Seat function switches are mounted on side of seat trim panel. Power seat circuits are protected by fuses and/or circuit breakers located in fuse panel and power distribution box.

OPERATION Horizontal movement is controlled by a transmission, lead screw and motor attached to the movable section of the track. Vertical drive unit is located on left side of the movable track. Vertical operation energizes center and rear armatures and vertical drive units move seat up or down. In tilt operation, armatures move front or rear vertical drive screws to adjust seat. The motor unit is serviced as an assembly.

COMPONENT TESTS NOTE:

Some individual component testing is not available from manufacturer. See SYMPTOM TEST .

MEMORY CONTROL SWITCH (EXPLORER & MOUNTAINEER) Remove memory control switch and disconnect connector. Check resistance between memory control switch terminals with switch in each position. See MEMORY CONTROL SWITCH RESISTANCE (EXPLORER & MOUNTAINEER) TABLE. See Fig. 1 . If resistance is not as specified, replace memory control switch. MEMORY CONTROL SWITCH RESISTANCE Switch Position Terminals (1) 1&6 OFF

Resistance Ohms Greater Than 10,000

SET 1&6 Less Than 5 MEM 1 1&3 Less Than 5 MEM 2 1&4 Less Than 5 (1) Between terminals 8 and 9, the resistance should be infinite. When ohmmeter leads are reversed, resistance should be low resistance. MOTOR ASSEMBLY (EXPLORER & MOUNTAINEER) Disconnect motor assembly connectors. Apply battery voltage across specified terminals and observe operation. See MOTOR ASSEMBLY OPERATION (EXPLORER & MOUNTAINEER) TABLE. See Fig. 2 and Fig. 3 . Helpmelearn February-12-08 5:48:44 5:48:38 PM

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If motor does not operate smoothly and in direction specified, replace motor assembly. MOTOR ASSEMBLY OPERATION Motor Test Positive Voltage Front 2 " 1 FWD/RWD 5 " 4 Rear 3 " 6

Negative Voltage 1 2 4 5 6 3

Motor Direction Up Down Forward Rearward Up Down

SEAT CONTROL SWITCH (EXPLORER & MOUNTAINEER) Remove seat control switch and disconnect connector. Check resistance between seat control switch terminals. See SEAT CONTROL SWITCH RESISTANCE (EXPLORER & MOUNTAINEER) TABLE. See Fig. 4 . If resistance is not as specified, replace seat control switch. SEAT CONTROL SWITCH RESISTANCE Switch Position Terminals Rearward 3&5 " 1 & 2; 4; 6; 7; 8 Forward 3&2 " 1 & 4; 5; 6; 7; 8 Front Down 3&8 " 1 & 2; 4; 5; 6; 7 Front Up 3&6 " 1 & 2; 4; 5; 7; 8 Rear Down 3&7 " 1 & 2; 4; 5; 6; 8 Rear Up 3&4 " 1 & 2; 5; 6; 7; 8 Entire Seat Up 3 & 4; 6 " 1 & 2; 5; 7; 8 Entire Seat Down 3 & 7; 8 " 1 & 2; 4; 5; 6

Resistance Ohms Less Than 5 Less Than 5 Less Than 5 Less Than 5 Less Than 5 Less Than 5 Less Than 5 Less Than 5 Less Than 5 Less Than 5 Less Than 5 Less Than 5 Less Than 5 Less Than 5 Less Than 5 Less Than 5

SEAT CONTROL SWITCH (EXPEDITION) Remove seat control switch and disconnect connector. Check resistance between seat control switch terminals. See SEAT CONTROL SWITCH RESISTANCE (EXPEDITION) TABLE. See Fig. 5 . If resistance is not as specified, replace seat control switch. SEAT CONTROL SWITCH RESISTANCE Helpmelearn February-12-08 5:48:39 PM

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1997 Ford Explorer SEATS - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Seats

Switch Position (1)

Terminals 1&4

Resistance Ohms Greater Than 5

Off Rearward 4&7 Less Than 5 Forward 4&6 Less Than 5 Front Down 4&5 Less Than 5 Front Up 4&1 Less Than 5 Rear Down 4&2 Less Than 5 Rear Up 4&3 Less Than 5 Entire Seat Up 4 & 1; 3 Less Than 5 Entire Seat Down 4 & 2; 5 Less Than 5 (1) Resistance between terminal No. 8 and all other terminals except terminal No. 4 should be less than 5 ohms.

Fig. 1: Identifying Memory Control Switch Terminals (Explorer & Mountaineer) Courtesy of FORD MOTOR CO.

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Fig. 2: Motor Connector Courtesy of FORD MOTOR CO.

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Fig. 3: Identifying Motor Assembly Terminals 96B31345 Sensor Connector Courtesy of FORD MOTOR CO.

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Fig. 4: Identifying Seat Control Switch Terminals (Explorer & Mountaineer) Courtesy of FORD MOTOR CO.

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Fig. 5: Identifying Seat Control Switch Terminals (Expedition) Courtesy of FORD MOTOR CO.

SYMPTOM TESTING NOTE:

To determine appropriate test, see SYMPTOM CHART TABLE. Unless otherwise directed, perform tests in order listed.

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1997 Ford Explorer SEATS - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Seats

Verify the customer complaint by operating power seat. Visually inspect for obvious sign of mechanical and electrical damage. If no visual damage is evident, go to SYMPTOM CHART TABLE. A digital volt-ohmmeter is required to test the power seat system. See WIRING DIAGRAMS for pin numbers. These connectors are identified in illustration. See Fig. 1 -9.

Fig. 6: Identifying Memory Control Module Harness Connectors (Explorer & Mountaineer) Connector C335 Courtesy of FORD MOTOR CO.

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Fig. 7: Identifying Memory Control Module Harness Connectors (Explorer & Mountaineer) Connector C351 Courtesy of FORD MOTOR CO.

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Fig. 8: Identifying Memory Control Module Harness Connectors (Explorer & Mountaineer) Connector C352 Courtesy of FORD MOTOR CO.

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Fig. 9: Identifying Memory Control Module Harness Connectors (Explorer & Mountaineer) Connector C350 Courtesy of FORD MOTOR CO. SYMPTOM CHART Symptom Power Seat Completely Inoperative

Go To Test (1)

Power Seat Noisy Power Seat Loose Power Seat Operation Incomplete Power Seat Does Move Horizontally or Vertically Power Lumbar Seat Inoperative Memory Seat Inoperative (1) If equipped with memory seat, perform TEST G .

A B C D E F G

TEST A: POWER SEAT COMPLETELY INOPERATIVE NOTE:

On Explorer and Mountaineer the 30-amp power seat fuse also supplies voltage

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1997 Ford Explorer SEATS - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Seats

to the following components: driver door lock relay, door lock relay, door unlock relay, accessary delay relay and power lumbar switch. 1. Test Fuse - Ensure ignition switch is off. Remove 30-amp (60-amp on Windstar) power seat fuse, located in power distribution box in engine compartment (in-car fuse panel on Van). Check fuse. If fuse is not blown, go to next step. If fuse is blown, repair short in Dark Green wire (Black/White wire on Van, Explorer and Mountaineer). See WIRING DIAGRAMS . 2. Test Power To Seat Switch - Disconnect seat control switch. Check voltage at Dark Green wire (Black/White wire on Van, Explorer and Mountaineer) of seat control switch harness connector. If battery voltage exists, go to next step. If battery voltage does not exist, repair open in Dark Green wire. 3. Test Ground At Switch - Check resistance in Black wire between seat control switch harness connector and ground. If resistance is 5 ohms or less, go to TEST E . If resistance is greater than 5 ohms, repair open in Black wire. TEST B: POWER SEAT NOISY Check Seat Track Alignment

Ensure ignition switch is off. Check alignment of seat track to floor and seat bottom. If seat track is out of alignment, align seat track. If seat track is not out of alignment, replace seat track. TEST C: POWER SEAT LOOSE Check Hardware

Check fastening hardware for proper installation. If hardware is loose, tighten hardware. If hardware is not loose, replace seat track. TEST D: POWER SEAT OPERATION INCOMPLETE Check For Obstruction

Ensure ignition switch is off. Remove driver seat. If track has obstructions, remove obstructions and grease track. If track has no obstructions, replace seat track. TEST E: POWER SEAT DOES NOT MOVE HORIZONTALLY OR VERTICALLY NOTE:

On Explorer, Mountaineer and Van the seat motors are an assembly and has only one connector that operates all motors. All others have three separate motors and connectors and can be serviced separately.

1. Which Direction Has Failed - Ensure ignition switch is off. Operate seat in all directions. If seat does not move horizontally, go to next step. If seat moves horizontally, go to step 7). 2. Test Voltage At Forward/Reverse Motor - Disconnect forward/reverse motor connector, motor closest to front of seat. Connect voltmeter between Yellow/White and Red/White wires at forward/reverse motor harness connector. Operate forward/reverse switch in both directions, while observing voltmeter. If Helpmelearn February-12-08 5:48:40 PM

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10.

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voltage does not change from less than -10 volts to greater than 10 volts, go to next step. If voltage changes from less than -10 volts to greater than 10 volts, check seat track for smooth operation. If seat track is okay, replace forward/reverse motor. Test Yellow/White Wire For Open - Disconnect seat control switch connector. Check resistance in Yellow/White wire between seat control switch harness connector and forward/reverse motor harness connector. If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Yellow/White wire. Test Yellow/White Wire For Short - Check resistance in Yellow/White wire between seat control switch harness connector and ground. If resistance is 10,000 ohms or greater, go to next step. If resistance is less than 10,000 ohms, repair short in Yellow/White wire. Test Red/White Wire For Open - Check resistance in Red/White wire between seat control switch harness connector and forward/reverse motor harness connector. If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Red/White wire. Test Red/White Wire For Short - Check resistance in Red/White wire between seat control switch harness connector and ground. If resistance is 10,000 ohms or greater, replace seat control switch. If resistance is less than 10,000 ohms, repair short in Red/White wire. Test For Tilting Function Failure - Operate tilting functions. If only forward tilting function works, go to next step. If only rear tilting function works, go to step 13). If no tilting functions work, replace seat control switch. Test Voltage At Rear Tilting Motor - Disconnect rear tilting motor connector. Connect voltmeter between Red/Light Green and Yellow/Light Green wires at rear tilting motor harness connector. Operate rear tilting switch in both directions, while observing voltmeter. If voltage does not change from less than -10 volts to greater than 10 volts, go to next step. If voltage changes from less than -10 volts to greater than 10 volts, check seat track for smooth operation. If seat track is okay, replace rear tilting motor. Test Red/Light Green Wire For Open - Disconnect seat control switch connector. Check resistance in Red/Light Green wire between seat control switch harness connector and rear tilting motor harness connector. If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Red/Light Green wire. Test Red/Light Green Wire For Short - Check resistance in Red/Light Green wire between seat control switch harness connector and ground. If resistance is 10,000 ohms or greater, go to next step. If resistance is less than 10,000 ohms, repair short in Red/Light Green wire. Test Yellow/Light Green Wire For Open - Check resistance in Yellow/Light Green wire between seat control switch harness connector and rear tilting motor harness connector. If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Yellow/Light Green wire. Test Yellow/Light Green Wire For Short - Check resistance in Yellow/Light Green wire between seat control switch harness connector and ground. If resistance is 10,000 ohms or greater, replace seat control switch. If resistance is less than 10,000 ohms, repair short in Yellow/Light Green wire. Test Voltage At Front Tilting Motor - Disconnect front tilting motor connector. Connect voltmeter between Red/Light Blue and Yellow/Light Blue wires at front tilting motor harness connector. Operate front tilting switch in both directions, while observing voltmeter. If voltage does not change from less than -10 volts to greater than 10 volts, go to next step. If voltage changes from less than -10 volts to greater than 10 volts, check seat track for smooth operation. If seat track is okay, replace front tilting motor. Test Red/Light Blue Wire For Open - Disconnect seat control switch connector. Check resistance in

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Red/Light Blue wire between seat control switch harness connector and front tilting motor harness connector. If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Red/Light Blue wire. 15. Test Red/Light Blue Wire For Short - Check resistance in Red/Light Blue wire between seat control switch harness connector and ground. If resistance is 10,000 ohms or greater, go to next step. If resistance is less than 10,000 ohms, repair short in Red/Light Blue wire. 16. Test Yellow/Light Blue Wire For Open - Check resistance in Yellow/Light Blue wire between seat control switch harness connector and front tilting motor harness connector. If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Yellow/Light Blue wire. 17. Test Yellow/Light Blue Wire For Short - Check resistance in Yellow/Light Blue wire between seat control switch harness connector and ground. If resistance is 10,000 ohms or greater, replace seat control switch. If resistance is less than 10,000 ohms, repair short in Yellow/Light Blue wire. TEST F: IMPROPER OR NO POWER LUMBAR SUPPORT OPERATION 1. Switch Circuit Test - Disconnect lumbar switch. Check voltage at Black/White wire (Dark Green wire on Windstar) at lumbar switch harness connector. If battery voltage does not exist, go to next step. If battery voltage exists, go to step 5). 2. Test For Short To Ground - Remove power seat fuse, located in engine compartment fuse box. See WIRING DIAGRAMS for fuse number and amperage. Check resistance in Black/White wire (Dark Green wire on Windstar) between lumbar switch harness connector and ground. If resistance is 10,000 ohms or more, go to next step. If resistance is less than 10,000 ohms, repair short in Black/White wire (Dark Green wire on Windstar). 3. Test Circuit Continuity - Check resistance of Black/White wire (Dark Green wire on Windstar) between lumbar switch harness connector and output side of power seat fuse terminal. If resistance is 5 ohms or less, install power seat fuse and go to next step. If resistance is more than 5 ohms, repair open in Black/White wire (Dark Green wire on Windstar). 4. Test Switch Operation - Connect lumbar switch. Using a voltmeter, backprobe Red wire at lumbar switch connector while activating lumbar switch to inflate position. If battery voltage exists, go to next step. If battery voltage does not exist, replace lumbar switch. 5. Test Pump/Motor - Activate lumbar switch to inflate position. If pump/motor does not run, go to next step. If pump/motor runs, go to step 9). 6. Test Pump/Motor Circuit - Disconnect connector from pump/motor. Check voltage between Black wire and Red wire at pump/motor harness connector. Activate lumbar switch to inflate position. If battery voltage does not exist, go to next step. If battery voltage exists, replace pump/motor. 7. Test Power Supply To Pump/Motor - Check voltage at Red wire of pump/motor harness connector. Activate lumbar switch to inflate position. If battery voltage does not exist, go to next step. If battery voltage exists, repair open in Black wire. 8. Test For Short - Check resistance in Red wire between lumbar switch harness connector and ground. If resistance is 5 ohms or less, repair short in Red wire. If resistance is more than 5 ohms, replace lumbar switch. 9. Test Pump Adjusting System - Activate lumbar switch to inflate position. Observe seatback pad. If seatback does not inflate, go to next step. If seatback inflates, go to step 13). 10. Test Lumbar Support Bladder - Inspect support bladder. If no damage is visible, go to next step. If any Helpmelearn February-12-08 5:48:40 PM

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11.

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damage is visible, replace support bladder. Test Airflow At Pump/Motor - Remove support bladder hose from pump/motor. Activate lumbar switch to inflate position. If air is felt coming from pump/motor, go to next step. If no air is felt coming from pump/motor, replace pump/motor. Test Airflow At Seat Switch - Connect support bladder hose to pump/motor. Disconnect hose from lumbar switch. Activate lumbar switch to inflate position. If air is felt at open hose, go to next step. If no air is felt at open hose, replace hose. Test System For Leaks - Reconnect support bladder hose to lumbar switch. Connect in-line pressure gauge to hose. Hold lumbar switch in inflate position until pressure is 5 psi (0.35 kg/cm2 ). Wait 3 hours. Observe pressure. If pressure does not hold, go to next step. If pressure holds, system is okay. Test Lumbar Support Bladder For Leaks - Disconnect hose from lumbar support bladder. Using hand pump, inflate pad to 5 psi (0.35 kg/cm2 ). Wait 3 hours. Observe pressure. If pressure does not hold, replace lumbar support bladder. If pressure holds, replace lumbar switch.

TEST G: MEMORY SEAT INOPERATIVE NOTE:

If seat is stuck in most rearward and down position, it may be necessary to unbolt seat from car to gain access to self-test switch.

1. Execute Self-Test - Turn ignition switch to RUN position. Press self-test button, located on top of seat module. Observe movement in 4 threaded adjuster and LED light. If nothing was observed, go to next step. If all 4 adjusters moved briefly in both directions and LED flashed 5 times then 2 times, go to step 44). If left-hand front adjust does not operate, go to step 6). If one or more adjusters did not operate, go to step 21). 2. Test Fuses - Check fuse No. 5 (30-amp), located in power distribution box in engine compartment. Check fuse No. 9 (10-amp) and fuse No. 28 (7.5-amp), located in in-car fuse panel. If any fuse is blown, go to next step. If all fuses are not blown, go to step 4). 3. Test For Short - Disconnect seat control switch and memory control switch connectors. Disconnect accessory delay, driver door lock, door lock and door unlock relays. Disconnect memory control module connectors. Check resistance between memory control module harness connectors and ground at the following wires: circuit No. 171 (Black/White wire), circuit No. 1000 (Red/Black wire) and circuit No. 54 (Light Green/Yellow wire). See WIRING DIAGRAMS for appropriate circuit identification. If resistance is 10,000 ohms or less in any wire(s), repair short in appropriate wire(s). If resistance is greater than 10,000 ohms in all wires, replace memory control module if fuse No. 28 or 9 had failed. If fuse No. 5 had failed replace components one at a time until fuse blows, then replace appropriate component. 4. Test For Power - Install fuses. Disconnect memory control module connector. Turn ignition switch to RUN position. Check voltage at wires described in previous step. If 10 volts or greater exists, go to next step. If less than 10 volts exists, repair open in appropriate wire(s). 5. Test Ground At Seat Module - Check resistance in Black wire and Black/White wire between memory control module harness connector and ground. If resistance is 5 ohms or less, replace memory control module. If resistance is greater than 5 ohms, repair open in appropriate wire(s). 6. Test Ground At Switch - Disconnect seat control switch. Check resistance in Black wire between seat control switch harness connector and ground. If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Black wire. Helpmelearn February-12-08 5:48:40 PM

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7. Test Power at Switch - Check voltage at Black/White wire of seat control switch harness connector. If 10 volts or greater exists,go to next step. If less than 10 volts exists, repair open in Black/White wire. 8. Test Seat Control Switch - Test seat control switch. See SEAT CONTROL SWITCH (EXPLORER & MOUNTAINEER) under COMPONENT TESTS . If resistances are as specified, go to next step. If resistances are not as specified, replace seat control switch. 9. Test Yellow/Light Blue Wire For Open - Disconnect memory control module. Check resistance in Yellow/Light Blue wire between memory control module and seat control switch harness connectors. If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Yellow/Light Blue wire. 10. Test Yellow/Light Blue Wire For Short - Check resistance between Yellow/Light Blue wire between seat control switch harness connector and ground. If resistance is 10,000 ohms or greater, go to next step. If resistance is less than 10,000 ohms, repair short in Yellow/Light Blue wire. 11. Test Red/Light Blue Wire For Open - Check resistance in Red/Light Blue wire between memory control module and seat control switch harness connectors. If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Red/Light Blue wire. 12. Test Red/Light Blue Wire For Short - Check resistance between Red/Light Blue wire between seat control switch harness connector and ground. If resistance is 10,000 ohms or greater, go to next step. If resistance is less than 10,000 ohms, repair short in Red/Light Blue wire. 13. Test Yellow/White Wire For Open - Check resistance in Yellow/White wire between memory control module and seat control switch harness connectors. If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Yellow/White wire. 14. Test Yellow/White Wire For Short - Check resistance between Yellow/White wire between seat control switch harness connector and ground. If resistance is 10,000 ohms or greater, go to next step. If resistance is less than 10,000 ohms, repair short in Yellow/White wire. 15. Test Red/White Wire For Open - Check resistance in Red/White wire between memory control module and seat control switch harness connectors. If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Red/White wire. 16. Test Red/White Wire For Short - Check resistance between Red/White wire between seat control switch harness connector and ground. If resistance is 10,000 ohms or greater, go to next step. If resistance is less than 10,000 ohms, repair short in Red/White wire. 17. Test Yellow/Light Green Wire For Open - Check resistance in Yellow/Light Green wire between memory control module and seat control switch harness connectors. If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Yellow/Light Green wire. 18. Test Yellow/Light Green Wire For Short - Check resistance between Yellow/Light Green wire between seat control switch harness connector and ground. If resistance is 10,000 ohms or greater, go to next step. If resistance is less than 10,000 ohms, repair short in Yellow/Light Green wire. 19. Test Red/Light Green Wire For Open - Check resistance in Red/Light Green wire between memory control module and seat control switch harness connectors. If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Red/Light Green wire. 20. Test Red/Light Green Wire For Short - Check resistance between Red/Light Green wire between seat control switch harness connector and ground. If resistance is 10,000 ohms or greater, replace memory control module. If resistance is less than 10,000 ohms, repair short in Red/Light Green wire. 21. Test Red/Light Blue Wire For Open - Disconnect memory control module connectors. Disconnect seat Helpmelearn February-12-08 5:48:40 PM

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motor connectors. Check resistance in Red/Light Blue wire between memory control module and seat motor harness connectors. If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Red/Light Blue wire. Test Red/Light Blue Wire For Short - Check resistance between Red/Light Blue wire between memory control module harness connector and ground. If resistance is 10,000 ohms or greater, go to next step. If resistance is less than 10,000 ohms, repair short in Red/Light Blue wire. Test Yellow/Light Blue Wire For Open - Check resistance in Yellow/Light Blue wire between memory control module and seat motor harness connectors. If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Yellow/Light Blue wire. Test Yellow/Light Blue Wire For Short - Check resistance between Yellow/Light Blue wire between memory control module harness connector and ground. If resistance is 10,000 ohms or greater, go to next step. If resistance is less than 10,000 ohms, repair short in Yellow/Light Blue wire. Test Red/White Wire For Open - Check resistance in Red/White wire between memory control module and seat motor harness connectors. If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Red/White wire. Test Red/White Wire For Short - Check resistance between Red/White wire between memory control module harness connector and ground. If resistance is 10,000 ohms or greater, go to next step. If resistance is less than 10,000 ohms, repair short in Red/White wire. Test Yellow/White Wire For Open - Check resistance in Yellow/White wire between memory control module and seat motor harness connectors. If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Yellow/White wire. Test Yellow/White Wire For Short - Check resistance between Yellow/White wire between memory control module harness connector and ground. If resistance is 10,000 ohms or greater, go to next step. If resistance is less than 10,000 ohms, repair short in Yellow/White wire. Test Red/Light Green Wire For Open - Check resistance in Red/Light Green wire between memory control module and seat motor harness connectors. If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Red/Light Green wire. Test Red/Light Green Wire For Short - Check resistance between Red/Light Green wire between memory control module harness connector and ground. If resistance is 10,000 ohms or greater, go to next step. If resistance is less than 10,000 ohms, repair short in Red/Light Green wire. Test Yellow/Light Green Wire For Open - Check resistance in Yellow/Light Green wire between memory control module and seat motor harness connectors. If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Yellow/Light Green wire. Test Yellow/Light Green Wire For Short - Check resistance between Yellow/Light Green wire between memory control module harness connector and ground. If resistance is 10,000 ohms or greater, go to next step. If resistance is less than 10,000 ohms, repair short in Yellow/Light Green wire. Test Orange/Red Wire For Open - Check resistance in Orange/Red wire between memory control module and seat motor harness connectors. If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Orange/Red wire. Test Orange/Red Wire For Short - Check resistance between Orange/Red wire between memory control module harness connector and ground. If resistance is 10,000 ohms or greater, go to next step. If resistance is less than 10,000 ohms, repair short in Orange/Red wire. Test Light Green/Red Wire For Open - Check resistance in Light Green/Red wire between memory control module and seat motor switch harness connectors. If resistance is 5 ohms or less, go to next step.

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If resistance is greater than 5 ohms, repair open in Light Green/Red wire. Test Light Green/Red Wire For Short - Check resistance between Light Green/Red wire between memory control module harness connector and ground. If resistance is 10,000 ohms or greater, go to next step. If resistance is less than 10,000 ohms, repair short in Light Green/Red wire. Test Light Green/Orange Wire For Open - Check resistance in Light Green/Orange wire between memory control module and seat motor harness connectors. If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Light Green/Orange wire. Test Light Green/Orange Wire For Short - Check resistance between Light Green/Orange wire between memory control module harness connector and ground. If resistance is 10,000 ohms or greater, go to next step. If resistance is less than 10,000 ohms, repair short in Light Green/Orange wire. Test Orange/White Wire For Open - Check resistance in Orange/White wire between memory control module and seat motor switch harness connectors. If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Orange/White wire. Test Orange/White Wire For Short - Check resistance between Orange/White wire between memory control module harness connector and ground. If resistance is 10,000 ohms or greater, go to next step. If resistance is less than 10,000 ohms, repair short in Orange/White wire. Test Light Green/Black Wire For Open - Check resistance in Light Green/Black wire between memory control module and seat motor switch harness connectors. If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Light Green/Black wire. Test Light Green/Black Wire For Short - Check resistance between Light Green/Black wire between memory control module harness connector and ground. If resistance is 10,000 ohms or greater, go to next step. If resistance is less than 10,000 ohms, repair short in Light Green/Black wire. Test Motor Assembly - Check motor assembly operation. See MOTOR ASSEMBLY (EXPLORER & MOUNTAINEER) under COMPONENT TESTS . If motor assembly operates as specified, go to next step. If motor assembly does not operate as specified, replace motor assembly. Test Motor Assembly Hall Effect Sensor - Connect memory control module. Connect motor assembly connectors. Press memory seat recall switch "1". Observe memory seat module LED. If LED flashes 3, 4 or 6 times, replace seat motor assembly and preform self-test. If LED does not flash 3, 4 or 6 times, replace memory seat module and preform self-test. Test Memory Control Switch - Disconnect memory control switch. Check memory control switch operation. See MEMORY CONTROL SWITCH (EXPLORER & MOUNTAINEER) under COMPONENT TESTS . If switch operation is as specified, go to next step. If switch operation is not as specified, replace memory control switch. Test Pink/White Wire For Open - Disconnect memory control module connector. Check resistance in Pink/White wire between memory control module and memory control switch harness connectors. If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Pink/White wire. Test Pink/White Wire For Short - Check resistance between Pink/White wire between memory control switch harness connector and ground. If resistance is 10,000 ohms or greater, go to next step. If resistance is less than 10,000 ohms, repair short in Pink/White wire. Test Brown/Orange Wire For Open - Check resistance in Brown/Orange wire between memory control module and memory control switch harness connectors. If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Brown/Orange wire. Test Brown/Orange Wire For Short - Check resistance between Brown/Orange wire between memory

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control switch harness connector and ground. If resistance is 10,000 ohms or greater, go to next step. If resistance is less than 10,000 ohms, repair short in Brown/Orange wire. Test Light Green/White Wire For Open - Check resistance in Light Green/White wire between memory control module and memory control switch harness connectors. If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Light Green/White wire. Test Light Green/White Wire For Short - Check resistance between Light Green/White wire between memory control switch harness connector and ground. If resistance is 10,000 ohms or greater, go to next step. If resistance is less than 10,000 ohms, repair short in Light Green/White wire. Test White/Orange Wire For Open - Check resistance in White/Orange wire between memory control module and memory control switch harness connectors. If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in White/Orange wire. Test White/Orange Wire For Short - Check resistance between White/Orange wire between memory control switch harness connector and ground. If resistance is 10,000 ohms or greater, go to next step. If resistance is less than 10,000 ohms, repair short in White/Orange wire. Test Brown/Light Green Wire For Open - Disconnect remote anti-theft personality module. Check resistance in Brown/Light Green wire between memory control module and memory control switch harness connectors. If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Brown/Light Green wire. Test Brown/Light Green Wire For Short - Check resistance between Brown/Light Green wire between memory control switch harness connector and ground. If resistance is 10,000 ohms or greater, go to next step. If resistance is less than 10,000 ohms, repair short in Brown/Light Green wire. Test Black/Orange Wire For Open - Check resistance in Black/Orange wire between memory control module and memory control switch harness connectors. If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Black/Orange wire. Test Black/Orange Wire For Short - Check resistance between Black/Orange wire between memory control switch harness connector and ground. If resistance is 10,000 ohms or greater, go to next step. If resistance is less than 10,000 ohms, repair short in Black/Orange wire. Test Brown/Light Green Wire For Short - Connect remote anti-theft personality module. Check resistance between Brown/Light Green wire between memory control switch harness connector and ground. If resistance is 10,000 ohms or greater, go to next step. If resistance is less than 10,000 ohms, replace remote anti-theft personality module. Test Black/Orange Wire For Short - Check resistance between Black/Orange wire between memory control switch harness connector and ground. If resistance is 10,000 ohms or greater, replace memory control module. If resistance is less than 10,000 ohms, replace remote anti-theft personality module.

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1997 Ford Explorer SEATS - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Seats

Removal & Installation (Explorer)

Open locking tabs and remove covers to expose nuts at right rear of front seat track. Position seat track to full forward position. Remove rear nuts and front bolts retaining seat and seat track lower shield. Remove bolt securing slide bar to floorpan. Disconnect electrical connector. Remove seat from vehicle. To install, reverse removal procedure. Removal & Installation (Van)

Remove seat track lower shield, if equipped. Remove insulators covering mounting nuts and/or bolts. Remove mounting nuts, bolts and washers. Lift seat slightly and disconnect harness connectors. Remove seat assembly. To install, reverse removal procedure. Removal & Installation (Windstar)

Remove caps from seat retaining nuts. Remove 2 nuts and 2 bolts retaining seat track to floorpan. Disconnect electrical connectors and remove seat from vehicle. To install, reverse removal procedure. SEAT CUSHION NOTE:

Procedure may vary slightly depending on seat size and power options.

Removal & Installation

1. Remove seat and track assembly. See SEAT ASSEMBLY . Remove screws from left side shield. Carefully disconnect and tag air hoses from lumbar/bolster support switches, if equipped. Disconnect switch-to-motor connectors. Remove left side shield. Remove remaining shields. 2. Remove hog rings securing lower portion of seatback cover. Slide seatback cover up enough to remove seatback frame bolts. Remove seatback. Disconnect air line from lumbar and bolster bladders, if equipped. Remove hog rings securing cover rods to seat frame. Remove cover and cushion. To install, reverse removal procedure. POWER SEAT MOTOR NOTE:

Power seat motors are not serviceable. If power seat motor is defective, entire seat track must be replaced.

LUMBAR SUPPORT BACK PAD ADJUSTER Removal & Installation

Remove seat and track assembly. See SEAT ASSEMBLY . Remove seatback cover. Disconnect seatback adjusting hose. Using a screwdriver, bend adjuster-to-seatback frame retaining tabs inward. Remove adjuster from seatback frame. To install, reverse removal procedure. SEAT CONTROL SWITCH Helpmelearn February-12-08 5:48:40 PM

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1997 Ford Explorer SEATS - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Seats

Removal & Installation

Disconnect negative battery cable. Remove side shield retaining screws. Remove side shield. Remove 2 switch retaining screws. Remove switch and housing. Disconnect electrical connector. Remove control switch. To install, reverse removal procedure. SEAT BACK CONTROL SWITCH Removal & Installation

Disconnect negative battery cable. Remove seat cushion frame and spring assembly. Remove regulator control processor sensor. Remove control switch and housing attaching screws. Disconnect adjusting hose and electrical connector from switch. Remove switch. To install, reverse removal procedure. MEMORY CONTROL SWITCH (EXPLORER) Removal & Installation

Using screwdriver, disengage retaining stud at rear edge of bezel from door panel and remove trim panel. Gently snap switch from bezel. Disconnect electrical connector and remove switch. To install, reverse removal procedure. MEMORY SEAT MODULE (EXPLORER) Removal & Installation

Remove seat and track assembly. See SEAT ASSEMBLY . Place seat upside-down on clean surface. Remove 2 nuts and screw attaching module to seat track. Remove module. To install, reverse removal procedure.

WIRING DIAGRAMS

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1997 Ford Explorer SEATS - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Seats

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1997 Ford Explorer SEATS - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Seats

Fig. 10: Power Seats System Wiring Diagram (Expedition)

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1997 Ford Explorer SEATS - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Seats

Fig. 11: Power Lumbar & Power Seats System Wiring Diagram (Explorer & Mountaineer)

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1997 Ford Explorer SEATS - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Seats

Fig. 12: Power Seats System Wiring Diagram (Explorer & Mountaineer - With Memory Seat)

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1997 Ford Explorer SEATS - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Seats

Fig. 13: Power Seats System Wiring Diagram (Pickup - F150 & F250 Light-Duty)

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1997 Ford Explorer SEATS - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Seats

Fig. 14: Power Lumbar Seats System Wiring Diagram (Pickup - F250 Heavy-Duty & F350 With Captain's Chairs)

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1997 Ford Explorer SEATS - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Seats

Fig. 15: Power Lumbar Seats System Wiring Diagram (Pickup - F250 Heavy-Duty & F350 With Cloth Bench)

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1997 Ford Explorer SEATS - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Seats

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1997 Ford Explorer SEATS - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Seats

Fig. 16: Power Lumbar/Bolster Seats System Wiring Diagram (Pickup - F250 Heavy-Duty & F350 With Captain's Chairs)

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1997 Ford Explorer SEATS - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Seats

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1997 Ford Explorer SEATS - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Seats

Fig. 17: Power Lumbar Seats System Wiring Diagram (Windstar)

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Fig. 18: Power Seats System Wiring Diagram (Ranger)

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Fig. 19: Power Lumbar Seats System Wiring Diagram (Ranger)

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1997 Ford Explorer SEATS - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Seats

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Fig. 20: Power Seats System Wiring Diagram (Van)

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Fig. 21: Power Seats System Wiring Diagram (Windstar)

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1997 Ford Explorer MOON ROOF - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Door Locks & Trunk Release

MOON ROOF - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Door Locks & Trunk Release

DESCRIPTION & OPERATION DOOR LOCKS Power door lock system consists of power door lock switches, door lock cylinder switches, door lock actuators, relays, Generic Electronic Module (GEM) and necessary wiring. Power door lock switches are located in front door trim panels. Door lock cylinder switches are located inside of front doors. To lock all doors, press switch on either door to lock position. To unlock all doors, press switch to unlock position. Station wagon models are equipped with power liftgate lock switch. Switch is located on right trim panel in cargo area. When liftgate switch is pressed, all doors and liftgate lock. TRUNK LID RELEASE The trunk lid release switch is located on left side of instrument panel. When switch is pressed, a signal is sent to the trunk release relay, which in turn activates the trunk lid release solenoid.

TROUBLE SHOOTING Manufacturer's sequence for diagnosing and repairing power door lock system is as follows: z z z z z

Verify customer's complaint. Perform visual inspection. Perform INITIAL CHECKS. Retrieve codes and repair as indicated. If no codes are present or problem still exists, go to SYMPTOM TESTS .

INITIAL CHECKS Check all system related fuses. See WIRING DIAGRAMS . Operate all switches. Check battery condition and battery terminals. Check connectors for loose or corroded terminals. Check for good clean connections at chassis ground point locations. See WIRING DIAGRAMS . Correct any obvious problems before SELFDIAGNOSTICS or SYMPTOM TESTS.

SELF-DIAGNOSTICS 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 the COMPUTER RELEARN PROCEDURES article in the GENERAL INFORMATION section before Helpmelearn February-12-08 5:51:22 5:51:18 PM

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1997 Ford Explorer MOON ROOF - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Door Locks & Trunk Release

disconnecting battery. RETRIEVING & CLEARING CODES NOTE:

All Diagnostic Trouble Code (DTC) tests are for use with New Generation Star (NGS) scan tool. If a generic scan tool is used, ensure scan tool is certified OBD-II standard.

1. To verify module communication circuits and module operation, perform DATA LINK DIAGNOSTIC TEST and ON-DEMAND SELF-TEST before retrieving codes. See appropriate MODULE COMMUNICATIONS NETWORK article. Refer to the following list. z Expedition: MODULE COMMUNICATIONS NETWORK z Explorer/Mountaineer: MODULE COMMUNICATIONS NETWORK 2. To retrieve Diagnostic Trouble Codes (DTCs), connect New Generation Star (NGS) scan tool to 16-pin Data Link Connector (DLC). DLC is located in center dash area. Turn ignition on. 3. Rotate dial on scan tool to DIAGNOSTIC DATA LINK menu, and press trigger to select. Advance to next screen and select Generic Electronic Module (GEM). Advance to next screen and select DIAGNOSTIC TEST MODES. Advance to next screen and select RETRIEVE/CLEAR CONTINUOUS DTC. Advance to next screen and press start (3 button). 4. At this screen, DTCs will be displayed. Record DTCs. To clear individual codes, rotate knob to highlight DTC then press 8 button. To clear all codes from selected module, press 7 button. 5. If diagnostic system cannot communicate with GEM, go to TEST A under SYMPTOM TESTS. After retrieving codes, perform repairs as indicated. See GEM DTC DEFINITIONS TABLE and perform DTC TEST under DIAGNOSTIC TROUBLE CODE TESTS . If symptoms remain or if no DTCs exist, perform symptom test under SYMPTOM TESTS . GEM DTC DEFINITIONS DTC (1) Code Definition B1309 All Door Lock Sense Circuit Short To Ground B1310 Power Door Unlock Circuit Failure B1397 Power Door Unlock Circuit Short To Battery B1833 Door Unlock/Disarm Switch Circuit Short To Ground B1834 Door Unlock/Disarm Output Circuit Failure B1836 Door Unlock/Disarm Output Circuit Short To Battery (1) For testing of DTCs not listed here, see appropriate MODULE COMMUNICATIONS NETWORK article. See MODULE COMMUNICATIONS NETWORK (Expedition) or MODULE COMMUNICATIONS NETWORK (Explorer/Mountaineer). NOTE:

To prevent being locked out, keep driver's door window in the down position during all tests.

DIAGNOSTIC TROUBLE CODE TESTS Helpmelearn February-12-08 5:51:18 PM

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1997 Ford Explorer MOON ROOF - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Door Locks & Trunk Release

NOTE:

Door lock relay and door unlock relay are also referred to as all door lock relay and all door unlock relay. Door unlock relay is not to be confused with driver's unlock relay. They are 2 different relays. See WIRING DIAGRAMS .

DTC B1309: ALL DOOR LOCK SENSE CIRCUIT SHORT TO GROUND 1. Remove door lock relay. Relay is located behind instrument panel, right of steering column. Using scan tool, access Generic Electronic Module (GEM) PID status for DDLCK. If DDLCK status indicates ACTIVE, go to next step. If DDLCK status does not indicate ACTIVE, replace door lock relay. Recheck system operation. 2. Disconnect driver's power door lock switch connector. Using scan tool, access GEM PID status for DDLCK. If DDLCK status indicates ACTIVE, go to next step. If DDLCK status does not indicate ACTIVE, replace driver's power door lock switch. Recheck system operation. 3. Disconnect passenger's power door lock switch connector. Using scan tool, access GEM PID status for DDLCK. If DDLCK status indicates ACTIVE, go to next step. If DDLCK status does not indicate ACTIVE, replace passenger's power door lock switch. Recheck system operation. 4. Remove driver's door trim panel. Disconnect driver's door lock cylinder switch connector. Using scan tool, access GEM PID status for DDLCK. If DDLCK status indicates ACTIVE, go to next step. If DDLCK status does not indicate ACTIVE, replace driver's door lock cylinder switch. Recheck system operation. 5. Remove passenger's door trim panel. Disconnect passenger's door lock cylinder switch connector. Using scan tool, access GEM PID status for DDLCK. If DDLCK status indicates ACTIVE, go to next step. If DDLCK status does not indicate ACTIVE, replace passenger's door lock cylinder switch. Recheck system operation. 6. Disconnect GEM C248 26-pin connector. GEM is mounted on instrument panel fuse block. Measure resistance between ground and terminal No. 11 (Pink/Yellow wire) at GEM C248 connector. See Fig. 1 . If resistance is 10,000 ohms or more, go to next step. If resistance is less than 10,000 ohms, repair short to ground. See WIRING DIAGRAMS . Recheck system operation. 7. Turn ignition on. Using scan tool, select DIAGNOSTIC DATA LINK and press trigger. Select GEM and press trigger. Select DIAGNOSTIC TEST MODES and press trigger. Select WIGGLE TEST and press trigger. Press start button (button 3). Wiggle wiring harnesses between GEM, power door lock switches and door lock cylinder switches. If DTC B1309 sets during wiggle test, repair intermittent short to ground in Pink/Yellow wire. Recheck system operation. If DTC B1309 does not set during wiggle test, repeat ON-DEMAND SELF-TEST. If DTC B1309 exists, replace GEM. Recheck system operation.

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1997 Ford Explorer MOON ROOF - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Door Locks & Trunk Release

Fig. 1: Identifying GEM C248 Connector & RAP Module C253 Connector Courtesy of FORD MOTOR CO. DTC B1310: POWER DOOR UNLOCK CIRCUIT FAILURE 1. Using scan tool, access Generic Electronic Module (GEM) PID status for DD_UNLK. If DD_UNLK status does not indicate ON, go to next step. If DD_UNLK status indicates ON, go to step 5). 2. Remove driver's unlock relay. Relay is located in instrument panel fuse block. Measure voltage between ground and terminal No. 3 at driver's unlock relay connector. See Fig. 2 . If voltage is 10 volts or more, go to next step. If voltage is less than 10 volts, replace instrument panel fuse block. Recheck system operation. 3. Measure resistance between relay terminals No. 2 and 5. If resistance is less than 10,000 ohms, go to next step. If resistance is 10,000 ohms or more, replace relay. Recheck system operation. 4. Disconnect GEM. GEM is mounted on instrument panel fuse block. Measure resistance between terminal No. 5 at driver's unlock relay connector and terminal No. 13 at C201 connector of instrument panel fuse block. See WIRING DIAGRAMS . If resistance is 5 ohms or less, replace GEM. Recheck system operation. If resistance is more than 5 ohms, replace instrument panel fuse block. Recheck system operation. Helpmelearn February-12-08 5:51:19 PM

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1997 Ford Explorer MOON ROOF - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Door Locks & Trunk Release

5. Disconnect C247 Black 27-pin connector from instrument panel fuse block. Using scan tool, access GEM PID status for DD_UNLK. If DD_UNLK status does not indicate ON, go to next step. If DD_UNLK status indicates ON, go to step 7). 6. Disconnect Remote Anti-Theft Personality (RAP) module C253 26-pin connector. RAP module is located behind left side of instrument panel, right of steering column. See Fig. 3 . Measure resistance between ground and terminal No. 1 (Dark Blue/Yellow wire) at RAP module C253 connector. See Fig. 1 . If resistance is less than 10,000 ohms, repair short to ground in Dark Blue/Yellow wire. Recheck system operation. If resistance is 10,000 ohms or more, replace RAP module. Recheck system operation. 7. Remove door unlock relay. Relay is located behind instrument panel, right of steering column. Using scan tool, access GEM PID status for DD_UNLK. If DD_UNLK status does not indicate ON, replace door unlock relay. Recheck system operation. If DD_UNLK status indicates ON, go to next step. 8. Disconnect GEM connectors. GEM is mounted on instrument panel fuse block. Measure resistance between ground and terminal No. 87A (Black wire) at door unlock relay connector. See Fig. 4 . If resistance is less than 10,000 ohms, replace instrument panel fuse block. Recheck system operation. If resistance is 10,000 ohms or more, replace GEM. Recheck system operation.

Fig. 2: Identifying Driver's Unlock Relay Connector Terminals Helpmelearn February-12-08 5:51:19 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer MOON ROOF - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Door Locks & Trunk Release

Courtesy of FORD MOTOR CO.

Fig. 3: Locating Remote Anti-Theft Personality (RAP) Module Courtesy of FORD MOTOR CO.

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1997 Ford Explorer MOON ROOF - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Door Locks & Trunk Release

Fig. 4: Identifying Lock Relay, Unlock Relay & Trunk Lid Release Relay Terminals Courtesy of FORD MOTOR CO. DTC B1397: POWER DOOR UNLOCK SHORT TO BATTERY 1. Remove driver's unlock relay. Relay is located in instrument panel fuse block. Turn ignition on. Using scan tool, access Generic Electronic Module (GEM) PID status for DD_UNLK. If DD_UNLK status indicates SHORTVBAT, go to next step. If DD_UNLK status does not indicate SHORTVBAT, replace driver's unlock relay. Recheck system operation. 2. Disconnect Remote Anti-Theft Personality (RAP) module C253 26-pin connector. RAP module is located behind left side of instrument panel, right of steering column. See Fig. 3 . Using scan tool, access GEM PID status for DD_UNLK. If DD_UNLK status indicates SHORTVBAT, go to next step. If DD_UNLK status does not indicate SHORTVBAT, replace RAP module. Recheck system operation. 3. Disconnect C247 Black 27-pin connector from instrument panel fuse block. Using scan tool, access GEM Helpmelearn February-12-08 5:51:19 PM

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1997 Ford Explorer MOON ROOF - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Door Locks & Trunk Release

PID status for DD_UNLK. If DD_UNLK status indicates SHORTVBAT, go to next step. If DD_UNLK status does not indicate SHORTVBAT, repair short to battery in Dark Blue/Yellow wire between RAP module and instrument panel fuse block. Recheck system operation. 4. Disconnect GEM connectors. GEM is mounted on instrument panel fuse block. Measure voltage between ground and terminal No. 87 (Black/White wire) at door unlock relay. See Fig. 4 . Relay is located behind instrument panel, right of steering column. If voltage is 10 volts or more, replace instrument panel fuse block. Recheck system operation. If voltage is less than 10 volts, replace GEM. Recheck system operation. DTC B1833: DOOR UNLOCK/DISARM SWITCH CIRCUIT SHORT TO GROUND 1. If vehicle is equipped with anti-theft system, go to next step. If vehicle is not equipped with anti-theft system, go to step 5). 2. Disconnect Remote Anti-Theft Personality (RAP) module C253 26-pin connector. RAP module is located behind left side of instrument panel, right of steering column. See Fig. 3 . Turn ignition on. Using scan tool, access GEM PID status for CDR_ULK. If CDR_ULK status indicates ACTIVE, go to next step (sedan) or step 5) (wagon). If CDR_ULK status does not indicate ACTIVE, replace RAP module. Recheck system operation. 3. Disconnect liftgate lock switch. Using scan tool, access GEM PID status for CDR_ULK. If CDR_ULK status indicates ACTIVE, go to next step. If CDR_ULK status does not indicate ACTIVE, replace liftgate lock switch. Recheck system operation. 4. Disconnect door unlock relay. Using scan tool, access GEM PID status for CDR_ULK. If CDR_ULK status indicates ACTIVE, go to next step. If CDR_ULK status does not indicate ACTIVE, replace door unlock relay. Recheck system operation. 5. Remove driver's door trim panel. Disconnect driver's door lock cylinder switch connector. Using scan tool, access GEM PID status for CDR_ULK. If CDR_ULK status indicates ACTIVE, go to next step. If CDR_ULK status does not indicate ACTIVE, replace driver's door lock cylinder switch. Recheck system operation. 6. Remove passenger's door trim panel. Disconnect passenger's door lock cylinder switch connector. Using scan tool, access GEM PID status for CDR_ULK. If CDR_ULK status indicates ACTIVE, go to next step. If CDR_ULK status does not indicate ACTIVE, replace passenger's door lock cylinder switch. Recheck system operation. 7. Disconnect GEM C248 26-pin connector. GEM is mounted on instrument panel fuse block. Measure resistance between ground and terminal No. 12 (Pink/White wire) at GEM C248 connector. See Fig. 1 . If resistance is more than 10,000 ohms, go to next step. If resistance is 10,000 ohms or less, repair short to ground in Pink/White wire. See WIRING DIAGRAMS . Recheck system operation. 8. Turn ignition on. Using scan tool, select DIAGNOSTIC DATA LINK and press trigger. Select GEM and press trigger. Select DIAGNOSTIC TEST MODES and press trigger. Select WIGGLE TEST and press trigger. Press start button (button 3). Wiggle wiring harnesses between GEM module and door lock cylinder switches. If DTC B1830 or B1833 sets during wiggle test, repair intermittent short or open in Pink/White wire. Recheck system operation. If DTC B1830 or B1833 does not set during wiggle test, repeat ON-DEMAND SELF-TEST. If DTC B1833 exists, replace GEM. Recheck system operation. DTC B1834: DOOR UNLOCK/DISARM OUTPUT CIRCUIT FAILURE Helpmelearn February-12-08 5:51:19 PM

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1997 Ford Explorer MOON ROOF - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Door Locks & Trunk Release

1. Turn ignition on. Using scan tool, access Generic Electronic Module (GEM) PID status for DR_UNLK. If DR_UNLK status does not indicate ON, go to next step. If DR_UNLK status indicates ON, go to step 8). 2. Remove door unlock relay. Relay is located behind instrument panel, right of steering column. Using scan tool, access GEM PID status for DD_UNLK. If DR_UNLK status indicates ON, go to next step (models with anti-theft system) or step 4) (models without anti-theft system). If DR_UNLK status does not indicate ON, replace door unlock relay. Recheck system operation. 3. Disconnect Remote Anti-Theft Personality (RAP) module C254 22-pin connector. RAP module is located behind left side of instrument panel, right of steering column. See Fig. 3 . Using scan tool, access GEM PID status for DD_UNLK. If DR_UNLK status indicates ON, go to next step. If DR_UNLK status does not indicate ON, replace RAP module. Recheck system operation. 4. Disconnect driver's power door lock switch connector. Using scan tool, access GEM PID status for DD_UNLK. If DR_UNLK status indicates ON, go to next step. If DR_UNLK status does not indicate ON, replace driver's power door lock switch. Recheck system operation. 5. Disconnect passenger's power door lock switch connector. Using scan tool, access GEM PID status for DD_UNLK. If DR_UNLK status indicates ON, go to next step. If DR_UNLK status does not indicate ON, replace passenger's power door lock switch. Recheck system operation. 6. Disconnect liftgate lock switch connector. Using scan tool, access GEM PID status for DD_UNLK. If DR_UNLK status indicates ON, go to next step. If DR_UNLK status does not indicate ON, replace liftgate lock switch. Recheck system operation. 7. Disconnect GEM C248 26-pin connector. GEM is mounted on instrument panel fuse block. Measure resistance between ground and terminal No. 1 (Pink/Light Green wire) at GEM C248 connector. See Fig. 1 . If resistance is less than 10,000 ohms, repair short to ground in Pink/Light Green wire. See WIRING DIAGRAMS . If resistance is 10,000 ohms or more, replace GEM. Recheck system operation. 8. Press either door lock switch to lock position. If doors do not lock, go to next step. If doors lock, go to step 10). 9. Disconnect C247 Black 27-pin connector from instrument panel fuse block. Measure voltage between ground and terminal No. 26 (Black/White wire) at C247 connector. If battery voltage is present, repair open in Black/White wire between instrument panel fuse block and splice connection. See WIRING DIAGRAMS . Recheck system operation. If battery voltage is not present, replace instrument panel fuse block. Recheck system operation. 10. Remove door unlock relay. Relay is located behind instrument panel, right of steering column. Measure voltage between ground and terminal No. 86 (Black/White) wire at door unlock relay connector. See Fig. 4 . If voltage is 10 volts or more, go to next step. If voltage is less than 10 volts, repair open in Black/White wire between door unlock relay and splice connection. See WIRING DIAGRAMS . Recheck system operation. 11. Measure resistance between door unlock relay terminals No. 85 and 86. See Fig. 4 . If resistance is less than 10,000 ohms, go to next step. If resistance is 10,000 ohms or more, replace relay. Recheck system operation. 12. Disconnect GEM C248 26-pin connector. GEM is mounted on instrument panel fuse block. Measure resistance of Pink/Light Green wire ground and terminal No. 1 at GEM C248 connector and terminal 85 of door unlock relay connector. See Fig. 1 and Fig. 4 . If resistance is less than 5 ohms, replace GEM. Recheck system operation. If resistance is 5 ohms or more, repair open in Pink/Light Green wire. Recheck system operation. Helpmelearn February-12-08 5:51:19 PM

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1997 Ford Explorer MOON ROOF - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Door Locks & Trunk Release

DTC B1836: DOOR UNLOCK/DISARM OUTPUT CIRCUIT SHORT TO BATTERY 1. Remove door unlock relay. Relay is located behind instrument panel, right of steering column. Turn ignition on. Using scan tool, access Generic Electronic Module (GEM) PID status for DD_UNLK. If DR_UNLK status indicates SHORTVBAT, go to next step. If DR_UNLK status does not indicate SHORTVBAT, replace door unlock relay. Recheck system operation. 2. If vehicle is equipped with anti-theft system, go to next step. If vehicle is not equipped with anti-theft system, go to step 4). 3. Disconnect Remote Anti-Theft Personality (RAP) module C254 22-pin connector. RAP module is located behind left side of instrument panel, right of steering column. See Fig. 3 . Using scan tool, access GEM PID status for DD_UNLK. If DR_UNLK status indicates SHORTVBAT, go to next step. If DR_UNLK status does not indicate SHORTVBAT, replace RAP module. Recheck system operation. 4. Disconnect driver's power door lock switch connector. Using scan tool, access GEM PID status for DD_UNLK. If DR_UNLK status indicates SHORTVBAT, go to next step. If DR_UNLK status does not indicate SHORTVBAT, replace driver's door lock switch connector. Recheck system operation. 5. Disconnect passenger's power door lock switch connector. Using scan tool, access GEM PID status for DD_UNLK. If DR_UNLK status indicates SHORTVBAT, go to next step. If DR_UNLK status does not indicate SHORTVBAT, replace passenger's power door lock switch connector. Recheck system operation. 6. Disconnect liftgate lock switch connector. Using scan tool, access GEM PID status for DD_UNLK. If DR_UNLK status indicates SHORTVBAT, go to next step. If DR_UNLK status does not indicate SHORTVBAT, replace liftgate lock switch connector. Recheck system operation. 7. Disconnect GEM C248 26-pin connector. GEM is mounted on instrument panel fuse block. Measure voltage between ground and terminal No. 1 (Pink/Light Green wire) at GEM C248 connector. See Fig. 1 . If battery voltage is present, repair short to battery in Pink/ Light Green wire. See WIRING DIAGRAMS . Recheck system operation. If battery voltage is not present, replace GEM. Recheck system operation.

SYMPTOM TESTS SYMPTOM CHART Symptom No Communication With Generic Electronic Module One Door Lock Inoperative Driver's Door Will Not Lock From Interior Door Lock Switches Or Door Lock Cylinder Switches All Door Locks Inoperative From Interior Door Lock Switches All Locks Inoperative From One Door Lock Cylinder Switch All Locks Inoperative From One Door Lock Switch All Doors Will Not Unlock From Interior Door Lock Switches Or Door Lock Cylinder Switches Door Locks Work With Engine Running Only Door Locks Work Intermittently

Symptom Test A B C D E F G H I

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1997 Ford Explorer MOON ROOF - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Door Locks & Trunk Release

Trunk Lid Inoperative

J K

Inoperative (1)

Trunk Lid Release Switch (1) Only applies to models without anti-theft system. TEST A: NO COMMUNICATION WITH GENERIC ELECTRONIC MODULE

1. Turn ignition off. Remove fuse No. 23 (5-amp) from instrument panel fuse block. Measure resistance between ground and output (right side) terminal of fuse No. 23. If resistance starts at more than one megohm and drops steadily to less than 3000 ohms, go to step 7). If resistance is not as specified, go next step. 2. Using same setup as in step 1), recheck resistance. If resistance is 10 ohms or more, go to next step. If resistance is less than 10 ohms, go to step 4). 3. Remove Generic Electronic Module (GEM). GEM is mounted on instrument panel fuse block. Disconnect then reconnect ohmmeter as in step 1). If resistance starts at more than one megohm (it may drop steadily to less than 3000 ohms), replace GEM. Recheck system operation. If resistance is not as specified, go to next step. 4. Disconnect C247 Black 27-pin connector from instrument panel fuse block. Measure resistance between ground and output (right side) terminal of fuse No. 23. If resistance is less than 10,000 ohms, replace instrument fuse block. Recheck system operation. If resistance is 10,000 ohms or more, reconnect C247 connector and, if equipped with Passive Anti-Theft System/Remote Anti-Theft Personality System (PATS/RAP), go to next step. Go to step 7) if not equipped with PATS/RAP. 5. Disconnect 16-pin PATS module C242 connector (located behind right side of instrument cluster). Disconnect and reconnect ohmmeter as in step 1). If resistance starts at more than one megohm and drops steadily to less than 3000 ohms, replace PATS module. Recheck system operation. If resistance is not as specified, go to next step. 6. Disconnect 22-pin RAP module C254 connector. Disconnect and reconnect ohmmeter as in step 1). If resistance is more than one megohm, replace RAP module. Recheck system operation. If resistance is one megohm or less, repair short to ground in circuit No. 1001 (White/Yellow wire). Recheck system operation. 7. Disconnect GEM C248 connector. Measure resistance between ground and terminals No. 14 (Black wire) and No. 25 (Black wire) at GEM C248 connector. See Fig. 1 . If resistance is 5 ohms or less, go to next step. If resistance is more than 5 ohms at either terminal, repair open in Black wire. Recheck system operation. 8. Disconnect 22-pin GEM C223 connector. Measure resistance between ground and terminal No. 12 (Black/White wire) at GEM C223 connector. If resistance is 5 ohms or less, go to next step. If resistance is more than 5 ohms, repair open in Black/White wire. Recheck system operation. 9. Disconnect 16-pin GEM C236 connector. Turn ignition on. Measure voltage between ground and terminal No. 14 (Red/Yellow wire) at GEM C236 connector. If battery voltage is not present, go to next step. If battery voltage is present, go to step 11). 10. Remove and inspect fuse No. 12 (5-amp) from instrument panel fuse block. If fuse is good, repair open in circuit No. 640 (Red/Yellow wire). Recheck system operation. If fuse is blown, repair short to ground in circuit No. 640 (Red/Yellow wire). Recheck system operation. 11. Measure resistance between ground and terminal No. 22 (Black/Light Green wire) at GEM C223 Helpmelearn February-12-08 5:51:19 PM

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1997 Ford Explorer MOON ROOF - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Door Locks & Trunk Release

connector. If resistance is more than 5 ohms, repair open in Black/Light Green wire. Recheck system operation. If resistance is 5 ohms or less, check diagnostic communication circuit No. 70 (Light Blue/White wire). See appropriate MODULE COMMUNICATIONS NETWORK article. Refer to the following list. z Expedition: MODULE COMMUNICATIONS NETWORK z Explorer/Mountaineer: MODULE COMMUNICATIONS NETWORK TEST B: ONE DOOR LOCK INOPERATIVE 1. Manually operate inoperative door lock and check for binding or sticking lock. If door lock is not binding or sticking, go to next step. If door lock is binding or sticking, repair as necessary and recheck system operation. 2. Remove door trim panel and disconnect suspect door lock actuator connector. Measure voltage between ground and Pink/Black wire at door lock actuator connector. Press power door lock switch to lock position. If voltage is 10 volts or more, go to next step. If voltage is less than 10 volts, repair Pink/Black wire between door lock relay and door lock actuator connector. See WIRING DIAGRAMS . Recheck system operation. 3. Measure voltage between ground and Pink/Orange wire at door lock actuator connector. Press power door lock switch to unlock position. If voltage is 10 volts or more, go to next step. If voltage is less than 10 volts, repair Pink/Orange wire. Recheck system operation. 4. Check door lock actuator. See COMPONENT TESTING . Replace door lock actuator as necessary and recheck system operation. If door lock actuator is okay, lubricate suspect door lock linkages and latch assemblies. Recheck system operation. TEST C: DRIVER'S DOOR WILL NOT LOCK FROM INTERIOR DOOR LOCK SWITCHES OR DOOR LOCK CYLINDER SWITCHES 1. Locate door lock relay behind instrument panel, right of steering column. Measure voltage between ground and terminal No. 30 (Pink/Black wire) at door lock relay connector. See Fig. 4 . If battery voltage is present, go to next step. If battery voltage is not present, repair Pink/Black wire between door lock relay and door lock actuator. See WIRING DIAGRAMS . Recheck system operation. 2. Locate door unlock relay behind instrument panel, right of steering column. Measure resistance between ground and terminal No. 30 (Pink/Orange wire) at door unlock relay connector. See Fig. 4 . If resistance is more than 5 ohms, go to next step. If resistance is 5 ohms or less, replace driver's door lock actuator. Recheck system operation. 3. Remove door unlock relay. Measure resistance between ground and terminal No. 57 (Black wire) at door unlock relay connector. If resistance is 5 ohms or less, go to next step. If resistance is more than 5 ohms, replace open in Black wire between door unlock relay and ground location at left kick panel. Recheck system operation. 4. Remove driver's door trim panel to access door lock actuator connector. Measure resistance of Pink/Orange wire between terminal No. 30 at unlock relay connector and driver's door lock actuator connector. If resistance is 5 ohms or less, replace door unlock relay. Recheck system operation. If resistance is more than 5 ohms, repair open in Pink/Orange wire. Recheck system operation. TEST D: ALL DOOR LOCKS INOPERATIVE FROM ONE INTERIOR LOCK SWITCHES Helpmelearn February-12-08 5:51:19 PM

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1997 Ford Explorer MOON ROOF - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Door Locks & Trunk Release

1. Insert key into driver's outside door lock and turn key to lock position. If doors lock, go to next step. If doors do not lock, go to TEST E: ALL DOOR LOCKS INOPERATIVE FROM ONE DOOR LOCK CYLINDER SWITCH. 2. Remove driver's door trim panel. Disconnect driver's power door lock switch connector and driver's door lock cylinder switch connector. Measure resistance of Pink/Yellow wire between terminal No. 6 at driver's power door lock switch connector and driver's door lock cylinder switch connector. See WIRING DIAGRAMS . If resistance is 5 ohms or more, repair open in Pink/Yellow wire. Recheck system operation. If resistance is less than 5 ohms, no problem is indicated at this time. Check for an intermittent fault in Pink/Yellow wire. TEST E: ALL DOOR LOCKS INOPERATIVE FROM ONE DOOR LOCK CYLINDER SWITCH 1. Remove trim panel from door with inoperative door lock cylinder switch. Disconnect inoperative door lock cylinder switch connector. Connect a jumper wire between ground and Pink/Yellow wire at inoperative door lock cylinder switch connector. If doors lock, disconnect jumper wire and go to next step. If doors do not lock, repair open in Pink/Yellow wire. See WIRING DIAGRAMS . Recheck system operation. 2. Connect a jumper wire between ground and Pink/White wire at inoperative door lock cylinder switch connector. If doors unlock, disconnect jumper wire and go to next step. If doors do not unlock, repair open in Pink/White wire. Recheck system operation. 3. Measure resistance between ground and Black wire at inoperative door lock cylinder switch connector. If resistance is 5 ohms or less, replace door lock cylinder switch. Recheck system operation. If resistance is more than 5 ohms, repair open in Black wire. Recheck system operation. TEST F: ALL LOCKS INOPERATIVE FROM ONE DOOR LOCK SWITCH 1. Remove trim panel from door with inoperative door lock switch. Disconnect power door lock switch connector. Connect a jumper wire between ground and Pink/Yellow wire at power door lock switch connector. If doors lock, remove jumper wire and go to next step. If doors do not lock, repair open in Pink/Yellow wire. See WIRING DIAGRAMS . Recheck system operation. 2. Connect a jumper wire between ground and Pink/Light Green wire at power door lock switch connector. If doors unlock, remove jumper wire and go to next step. If doors do not unlock, repair open in Pink/Light Green wire. Recheck system operation. 3. Measure resistance between ground and Black wire at power door lock switch connector. If resistance is 5 ohms or less, replace power door lock switch. Recheck system operation. If resistance is more than 5 ohms, repair open in Black wire. Recheck system operation. TEST G: ALL DOORS WILL NOT UNLOCK FROM INTERIOR DOOR LOCK SWITCHES OR DOOR LOCK CYLINDER SWITCHES 1. Press driver's power door lock switch to lock position. If doors lock, go to next step. If doors do not lock, go to step 5). 2. Remove door lock relay. Relay is located behind instrument panel, right of steering column. Measure resistance between ground and terminal No. 87A (Black wire) at door lock relay connector. See Fig. 4 . If resistance is 5 ohms or less, go to next step. If resistance is more than 5 ohms repair open in Black wire. Helpmelearn February-12-08 5:51:19 PM

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1997 Ford Explorer MOON ROOF - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Door Locks & Trunk Release

See WIRING DIAGRAMS . Recheck system operation. Remove door unlock relay. Relay is located behind instrument panel, right of steering column. Press driver's power door lock switch to unlock position. Measure resistance between ground and terminal No. 85 (Pink/Light Green wire) at door unlock relay connector. See Fig. 4 . If resistance is 5 ohms or less, go to next step. If resistance is more than 5 ohms, repair open in Pink/Light Green. Recheck system operation. Measure voltage between ground and terminal No. 87 (Black/White wire) at door unlock relay connector. If voltage is 10 volts or more, replace door unlock relay. Recheck system operation. If voltage is less than 10 volts, repair Black/White wire. Recheck system operation. Remove door lock relay. Relay is located behind instrument panel, right of steering column. Measure voltage between ground and terminal No. 86 (Black/White wire) at door lock relay connector. See Fig. 4 . If voltage is 10 volts or more, go to next step. If voltage is more than 10 volts, repair open in Black/White wire. See WIRING DIAGRAMS . Recheck system operation. Measure resistance between ground and Pink/Yellow wire at door lock relay connector. Press driver's power door lock switch to lock position. If resistance is less than 5 ohms, replace door lock relay. Recheck system operation. If resistance is 5 ohms or more, repair open in Pink/Yellow wire. Recheck system operation.

TEST H: DOOR LOCKS WORK WITH ENGINE RUNNING ONLY 1. Check battery and charging system. Repair as necessary and recheck system operation. If battery and charging system are okay, remove door lock relay. Relay is located behind instrument panel, right of steering column. Measure voltage between ground and terminal No. 86 (Black/White wire) at door lock relay connector. See Fig. 4 . If battery voltage is present, go to next step. If battery volt age is not present, repair Black/White wire. See WIRING DIAGRAMS . Recheck system operation. 2. Manually lock and unlock door lock and check for binding or sticking lock. If door lock is not binding or sticking, go to next step. If door lock is binding or sticking, repair as necessary and recheck system operation. 3. Remove door lock switch and relay connectors. Check connectors for corroded, loose or damaged terminals. Repair as necessary and recheck system operation. If connectors are okay, no problem is indicated at this time. Recheck system operation. TEST I: DOOR LOCKS WORK INTERMITTENTLY 1. Remove door lock switch and relay connectors. See WIRING DIAGRAMS . Check connectors for corroded, loose or damaged terminals. Repair as necessary and recheck system operation. If connectors are okay, go to next step. 2. Measure resistance between ground and Black wire at all door lock switches, door unlock relay, door lock relay and door lock cylinder switches. See WIRING DIAGRAMS . If all resistance readings are 5 ohms or less, no problem is indicated at this time. If any resistance reading is more than 5 ohms, repair open in Black wire. Recheck system operation. TEST J: TRUNK LID INOPERATIVE 1. Disconnect trunk lid release solenoid. Solenoid is located on trunk lid latch assembly. Close trunk lid. If Helpmelearn February-12-08 5:51:19 PM

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1997 Ford Explorer MOON ROOF - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Door Locks & Trunk Release

trunk lid locks, go to next step. If trunk lid does not lock, replace trunk lid door lock assembly. Recheck system operation. 2. Disconnect trunk lid release switch connector. Measure resistance between resistance between trunk lid release switch terminals. Resistance should be 5 ohms or less with switch pressed and more than 10,000 ohms with switch released. If resistance is as specified, go to next step. If resistance is not as specified, replace switch. Recheck system operation. 3. Turn ignition on. Measure voltage between ground and Gray/Red wire at trunk lid release solenoid connector. If battery voltage is not present, replace trunk lid release solenoid. Recheck system operation. If battery voltage is present, repair short to battery in Gray/Red wire. See WIRING DIAGRAMS . Recheck system operation. TEST K: TRUNK LID RELEASE SWITCH INOPERATIVE 1. Remove and inspect fuse No. 26 (15-amp) from instrument panel fuse block. Replace fuse as necessary and recheck system operation. If fuse is okay, reinstall fuse and go to next step. 2. Disconnect trunk lid release solenoid. Solenoid is located on trunk lid latch assembly. Press trunk lid release switch. Measure voltage between ground and Gray/Red wire at trunk lid release solenoid connector. If voltage is 10 volts or more, go to next step. If voltage is less than 10 volts, go to step 4). 3. Measure resistance between ground and Black wire at trunk lid release solenoid connector. If resistance is 5 ohms or less, replace trunk lid release solenoid. Recheck system operation. If resistance is more than 5 ohms, repair open in Black wire. See WIRING DIAGRAMS . 4. Disconnect trunk lid release switch. Measure voltage between ground and Purple/Yellow wire at trunk lid release switch connector. If voltage is less than 10 volts, repair open in Purple/Yellow wire between fuse block and trunk lid release switch. Recheck system operation. If voltage is 10 volts or more, go to next step. 5. Check continuity between trunk lid release switch terminals. Continuity should exist with switch pressed. Continuity should not exist with switch released. If continuity is as specified, go to next step. If continuity is not as specified, replace switch. 6. Measure resistance of Gray/Red wire between trunk lid release switch connector and trunk lid release solenoid connector. If resistance is more than 5 ohms, repair open in Gray/Red wire. Recheck system operation. If resistance is 5 ohms or less, go to step 3).

COMPONENT TESTING DOOR LOCK ACTUATOR CAUTION: When performing the following test, use a circuit-protected DVOM. DO NOT apply power to actuator for longer than 5 seconds. 1. Using jumper wires, apply 12 volts to door lock actuator terminals. Actuator rod should complete its travel in less than one second. Reverse leads at door lock actuator terminals. Actuator should operate in reverse direction at same speed. 2. Measure actuator motor current draw. Reverse leads at actuator terminals to measure reverse current draw. Replace actuator if current exceeds 6 amps. Helpmelearn February-12-08 5:51:19 PM

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1997 Ford Explorer MOON ROOF - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Door Locks & Trunk Release

DOOR LOCK SWITCH 1. Remove door lock switch. See DOOR LOCK SWITCH under REMOVAL & INSTALLATION. With switch in neutral position, continuity should not exist between terminal No. 4 and terminals No. 3 and 6. See Fig. 5 . 2. Press switch to unlock position. Continuity should exist between switch terminals No. 3 and 4. Press switch to lock position. Continuity should exist between terminals No. 4 and 6. If continuity is not as specified, replace switch.

Fig. 5: Identifying Door Lock Switch Terminals Courtesy of FORD MOTOR CO. LIFTGATE LOCK SWITCH 1. Remove liftgate lock switch. With switch in neutral position, continuity should not exist between terminal No. 3 and terminals No. 2 and 4. See Fig. 6 . 2. Press switch to unlock position. Continuity should exist between terminals No. 3 and 4. Press switch to Helpmelearn February-12-08 5:51:19 PM

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1997 Ford Explorer MOON ROOF - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Door Locks & Trunk Release

lock position. Continuity should exist between terminals No. 3 and 2. If continuity is not as specified, replace switch.

Fig. 6: Identifying Door Lock Switch Terminals Courtesy of FORD MOTOR CO.

Remove door trim panel and watershield. Remove door lock actuator retaining nut. Disconnect door lock actuator connector. Disengage link from door latch. Remove door lock actuator. To install, reverse removal procedure. Helpmelearn February-12-08 5:51:19 PM

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1997 Ford Explorer MOON ROOF - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Door Locks & Trunk Release

DOOR LOCK SWITCH Removal & Installation

Remove door trim panel. Disconnect door lock switch connector. Using a small screwdriver, carefully pry door lock switch out from door trim panel. Remove door lock switch. To install, reverse removal procedure. REMOTE ANTI-THEFT PERSONALTY (RAP) MODULE Removal & Installation

Locate RAP module under instrument panel, on right side of steering column. See Fig. 3 . Unplug harness connectors. Remove mounting screws. Remove RAP module and bracket from instrument panel. Release each locking tab from module while backing off bracket 1/4". Remove module from bracket when tabs are released. To install, reverse removal procedure.

WIRING DIAGRAMS NOTE:

z z z

For power door lock system wiring diagram, see appropriate KEYLESS ENTRY SYSTEM - REMOTE article. See following list.

Expedition: KEYLESS ENTRY SYSTEM - REMOTE Explorer/Mountaineer: KEYLESS ENTRY SYSTEM - REMOTE Villager: KEYLESS ENTRY SYSTEM - REMOTE

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1997 Ford Explorer MOON ROOF - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Door Locks & Trunk Release

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1997 Ford Explorer MOON ROOF - POWER 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Door Locks & Trunk Release

Fig. 7: Trunk Release Wiring Diagram

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1997 Ford Explorer POWER WINDOWS 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Windows

POWER WINDOWS 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Windows

DESCRIPTION Power windows are operated by reversible motors mounted with each window regulator. Each passenger window has an individual switch for separate control. A master switch is located on the driver's door from which both front and rear (if equipped) windows may be controlled. A lock-out switch is incorporated in master switch. When actuated, it prevents window operation from individual switches. All models are equipped with a one-touch down feature, allowing the driver to lower the left front window fully by momentarily actuating the driver's window down switch at the master power window switch. Holding the switch down longer allows the driver to stop the window as soon as the switch is released. The one-touch down feature is controlled by a Generic Electronic Module (GEM) which incorporates the functions of several different modules into one. The GEM offers diagnostics to locate and repair concerns affecting the subsystem that it controls. The one-touch down feature can only be actuated at the master switch.

TROUBLE SHOOTING ALL POWER WINDOWS INOPERATIVE Preliminary Checks

Confirm concern, operate all switches. Ensure battery is fully charged. Ensure windows are properly aligned. Check the following for possible cause of malfunction: z z z z z z z z z

Faulty fuse. Open or shorted supply circuit. Loose or corroded connectors. Poor ground connections. Faulty master switch. Faulty delayed accessory relay. Faulty one-touch down relay. Faulty battery saver relay. Faulty Generic Electronic Module (GEM).

ONE POWER WINDOW INOPERATIVE Preliminary Checks

Confirm concern. Ensure battery is fully charged. Ensure window in question is properly aligned. Check the following for possible cause of malfunction: Helpmelearn February-12-08 5:53:23 5:53:17 PM

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1997 Ford Explorer POWER WINDOWS 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Windows

z z z z z z

Damaged guide or regulator mechanism. Malfunctioning window motor. See POWER WINDOW MOTOR under COMPONENT TESTING. Open or shorted circuit. Faulty one-touch down relay. Faulty master switch. Faulty Generic Electronic Module (GEM).

ONE-TOUCH DOWN FEATURE INOPERATIVE Preliminary Checks

Confirm concern. Check the following for possible cause of malfunction: z z z z

Open or shorted circuit. Faulty one-touch down relay. Faulty master switch. Faulty Generic Electronic Module (GEM).

WINDOW STUCK OR BINDING Preliminary Checks

Confirm concern. Check the following for possible cause of malfunction: z z z

Damaged window tracks. Damaged window regulator. Damaged window motor.

TESTING 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 GENERAL INFORMATION before disconnecting battery. RETRIEVING TROUBLE CODES Use New Generation Star (NGS) Tester (007-00500) connected to Data Link Connector (DLC), located below instrument panel at right of steering column, to retrieve Diagnostic Trouble Codes (DTCs) and execute self-test diagnostics for Generic Electronic Module (GEM). See MODULE COMMUNICATIONS NETWORK article. Helpmelearn February-12-08 5:53:17 PM

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1997 Ford Explorer POWER WINDOWS 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Windows

If self-test passed and no trouble codes are retrieved, go to appropriate test to continue diagnostics. If DTCs are retrieved, go to appropriate test. POWER WINDOWS DO NOT OPERATE NOTE:

This test is associated with DTCs B1302, B1304, B1313, B1314, B1315 and B1342.

1. Turn ignition switch to OFF position. Connect NGS tester to Data Link Connector (DLC) located below instrument panel, under steering column. Using NGS tester, read IGN_GEM PID while rotating ignition switch through START, RUN, OFF and ACC positions. If PID values agree with ignition switch positions, go to next step. If PID values do not agree with ignition switch positions, go to IGNITION STATE CHECK test. 2. Following manufacturer's instructions, retrieve continuous DTCs from GEM. Using NGS tester, perform ON-DEMAND self-test. If no DTCs are present, go to next step. If DTCs B1302 and B1304 (continuous and self-test) are present, go to step 9). If DTCs B1313, B1314 and B1315 (continuous and self-test) are present, go to next step. If DTC B1342 is present, replace GEM. Clear DTCs and retest. 3. Turn ignition switch to RUN position. Using NGS tester, read BATSAV PID. Access ACTIVE COMMAND MODES. Toggle BATTSAVR on and off. If NGS tester indicates OFFO-G, go to next step. If NGS tester indicates ON-B-, go to step 7). If BATSAV PID values agree with command mode, go to step 9). 4. Turn ignition switch to OFF position. Disconnect battery saver relay, from relay module located behind center of instrument panel. Measure voltage at battery saver relay socket Black/White wire terminals and ground. If voltage is greater than 10 volts, go to step 5). If voltage is less than 10 volts, check fuse No. 8 (30-amp) in engine compartment fuse block. If fuse is okay, repair Black/White wire. Clear DTCs and retest. If fuse is blown, replace fuse and retest. If fuse fails again, repair short to ground in Black/White wire. 5. Check battery saver relay. See BATTERY SAVER & ONE-TOUCH DOWN RELAY under COMPONENT TESTING . If battery saver relay is okay, go to next step. If battery does not test as specified, replace battery saver relay. Clear DTCs and retest system. 6. Disconnect 18-pin GEM connector. Measure resistance in Tan/Yellow wire between 18-pin GEM connector and battery saver relay socket. If resistance is less than 5 ohms, replace GEM. If resistance is greater than 5 ohms, repair Tan/Yellow wire. Clear DTCs and retest system. 7. Turn ignition switch to OFF position. Check battery saver relay. See BATTERY SAVER & ONETOUCH DOWN RELAY under COMPONENT TESTING. If battery saver relay is okay, go to next step. If battery saver relay does not test as specified, replace battery saver relay. Clear DTCs and retest system. 8. Disconnect 18-pin GEM connector. Turn ignition switch to RUN position. Measure voltage at battery saver relay socket Tan/Yellow wire terminal. If voltage is present, repair Tan/Yellow wire. If voltage is not present, replace GEM. Clear DTCs and retest system. 9. Using NGS tester, read ACCDLY PID. Access ACTIVE COMMAND MODES. Toggle ACCY RLY on and off. If NGS tester indicates OFFO-G, go to next step. If NGS tester indicates ON-B-, go to step 19). If ACCDLY PID values agree with command mode and vehicle is 2-door model, go to step 22). If ACCDLY PID values agree with command mode and vehicle is 4-door model, go to step 21). 10. Turn ignition switch to OFF position. Remove accessory delay relay from relay module located behind Helpmelearn February-12-08 5:53:18 PM

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1997 Ford Explorer POWER WINDOWS 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Windows

11.

12.

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14. 15.

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17.

18.

19.

20.

21.

22.

23.

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center of instrument panel. Measure voltage at accessory delay relay socket Light Green/Orange wire terminal. If voltage is greater than 10 volts, go to next step. If voltage is less than 10 volts, go to step 13). Check accessory delay relay. See ACCESSORY DELAY RELAY under COMPONENT TESTING . If accessory delay relay is okay, go to next step. If accessory delay relay does not test as specified, replace accessory delay relay. Clear DTCs and retest system. Ensure 18-pin GEM connector is still disconnected. Measure resistance in Light Blue/Red wire between accessory delay relay and GEM. If resistance is less than 5 ohms, replace GEM. If resistance is greater than 5 ohms, repair Light Blue/Red wire. Clear DTCs and retest system. Remove fuse No. 27 (10-amp) from instrument panel fuse block. If fuse is okay, go to next step. If fuse is blown, replace fuse and retest. If fuse fails again, repair short to ground in Light Green/Orange wire. Clear DTCs and retest system. Measure voltage at input side of fuse No. 27 (10-amp) Pink wire terminal. If voltage is greater than 10 volts, repair Light Green/Orange wire. If voltage is less than 10 volts, go to next step. Remove fuse No. 8 (30-amp) from engine compartment fuse block. If fuse is okay, go to next step. If fuse is blown, replace fuse and retest. If fuse fails again, repair short to ground in Black/White wire. Clear DTCs and retest system. Measure voltage at battery saver relay socket Black/White wire terminal. If voltage is greater than 10 volts, go to next step. If voltage is less than 10 volts, repair open in Black/White wire. Clear DTCs and retest system. Check battery saver relay. See BATTERY SAVER & ONE-TOUCH DOWN RELAY under COMPONENT TESTING . If battery saver relay is okay, go to next step. If battery saver relay does not test as specified, replace battery saver relay. Clear DTCs and retest system. Remove fuse No. 27 (10-amp) from instrument panel fuse block. Measure resistance in Pink wire between input side of fuse No. 27 and battery saver relay socket. If resistance is less than 5 ohms, replace GEM. If resistance is greater than 5 ohms, repair open in Pink wire. Clear DTCs and retest system. Turn ignition switch to OFF position. Check accessory delay relay. See ACCESSORY DELAY RELAY under COMPONENT TESTING. If accessory delay relay is okay, go to next step. If accessory delay relay does not test as specified, replace accessory delay relay. Clear DTCs and retest system. Disconnect 18-pin GEM connector. Turn ignition switch to RUN position. Measure voltage at accessory delay relay socket Light Blue/Red wire terminal. If voltage is present, repair short to power in Light Blue/Red wire. If voltage is not present, replace GEM. Clear DTCs and retest system. Turn ignition switch to OFF position. Remove and disconnect master window switch connector. See POWER WINDOW SWITCH under REMOVAL & INSTALLATION . Turn ignition switch to RUN position. Using NGS tester, access ACTIVE COMMAND MODES. Set active command ACCY RLY on. Measure voltage at master window switch connector Light Blue/Black wire. If voltage is greater than 10 volts, go to step 25). If voltage is less than 10 volts, go to next step. Turn ignition switch to OFF position. Remove fuse No. 10 (30-amp) from engine compartment fuse block. If fuse is okay, go to next step. If fuse is blown, replace fuse and retest. If fuse fails again, repair short to ground in Black/White wire. Clear DTCs and retest system. Remove accessory delay relay from relay module located behind center of instrument panel. Measure voltage at accessory delay relay socket Black/White wire terminal. If voltage is greater than 10 volts, go to next step. If voltage is less than 10 volts, repair open in Black/White wire. Clear DTCs and retest system. Check accessory delay relay. See ACCESSORY DELAY RELAY under COMPONENT TESTING . If

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1997 Ford Explorer POWER WINDOWS 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Windows

accessory delay relay is okay, repair open in Light Blue/Black wire. If accessory delay relay does not test as specified, replace accessory delay relay. Clear DTCs and retest system. 25. Turn ignition switch to OFF position. Measure resistance between ground and Black wire terminal at master window switch connector. If resistance is less than 5 ohms, replace master window switch. If resistance is greater than 5 ohms, repair open in Black wire. Clear DTCs and retest system. DRIVER WINDOW DOES NOT OPERATE (ALL OTHER WINDOWS OPERATE) NOTE:

This test is associated with DTCs B1398, B1400, B1402, B1403, B1404, B1405, B1408, B1410 and B1342.

1. Turn ignition switch to OFF position. Connect NGS tester to Data Link Connector (DLC) located below instrument panel under steering column. Using NGS tester, read IGN_GEM PID while rotating ignition switch through START, RUN, OFF and ACC positions. If PID values agree with ignition switch positions, go to next step. If PID values do not agree with ignition switch positions, go to IGNITION STATE CHECK test. 2. Following manufacturer's instructions, retrieve continuous DTCs from GEM. Using NGS tester, perform ON-DEMAND self-test. If no DTCs are present, go to next step. If DTCs B1402 (continuous and selftest), B1403 (continuous and self-test), B1404 (continuous), B1405 (self-test), B1408 (self-test) and B1410 (continuous and self-test) are present, go to step 9). If DTCs B1398 (continuous and self-test) and B1400 (continuous and self-test) are present, go to next step. If DTC B1342 is present, replace GEM. Clear DTCs and retest. 3. Turn ignition switch to RUN position. Using NGS tester, access ACTIVE COMMAND MODES. Set active command ACCY RLY on. Read D_PWRLY PID. Toggle active command ONE TOUCH on and off. If D_PWRLY PID value agrees with command mode, go to step 9). If NGS tester indicates OFFO-G, go to next step. If NGS tester indicates ON-B-, go to step 7). 4. Turn ignition switch to OFF position. Check one-touch down relay. See BATTERY SAVER & ONETOUCH DOWN RELAY under COMPONENT TESTING. If one-touch down relay is okay, go to next step. If one-touch down relay does not test as specified, replace one-touch down relay. Clear DTCs and retest system. 5. Remove accessory delay relay from relay module located behind center of instrument panel. Measure resistance in Light Blue/Black wire between accessory delay relay socket and one-touch down relay socket. If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open Light Blue/Black wire. Clear DTCs and retest system. 6. Disconnect 18-pin GEM connector. Measure resistance in Yellow/Red wire between one-touch down relay socket and 18-pin GEM connector. If resistance is less than 5 ohms, replace GEM. If resistance is greater than 5 ohms, repair open Yellow/Red wire. Clear DTCs and retest system. 7. Turn ignition switch to OFF position. Check one-touch down relay. See BATTERY SAVER & ONETOUCH DOWN RELAY under COMPONENT TESTING. If one-touch down relay is okay, go to next step. If one-touch down relay does not test as specified, replace one-touch down relay. Clear DTCs and retest system. 8. Disconnect 18-pin GEM connector. Turn ignition switch to RUN position. Measure voltage at one-touch down relay socket Yellow/Red wire. If voltage is present, repair short to voltage in Yellow/Red wire. If voltage is not present, replace GEM. Clear DTCs and retest system. 9. Using NGS tester, read D_PW_SW PID while pressing master window switch in UP and DOWN Helpmelearn February-12-08 5:53:18 PM

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1997 Ford Explorer POWER WINDOWS 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Windows

10.

11.

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16. 17.

18.

19.

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positions. If D_PW_SW PID values agree with master switch positions, go to step 17). If D_PW_SW PID values do not agree with master switch positions, go to next step. If NGS tester indicates SHORT, go to step 15). Turn ignition switch to OFF position. Remove and disconnect master window switch connector. See POWER WINDOW SWITCH under REMOVAL & INSTALLATION. Using NGS tester, read D_PW_SW PID. Connect a jumper wire between ground and master window switch connector Red/Yellow wire terminal. Connect another jumper wire between battery voltage and master window switch connector Tan/Light Blue wire terminal. Turn ignition switch to RUN position. If NGS tester does not indicate DOWN, remove jumper wires and go to next step. If NGS tester indicates DOWN, remove jumper wires and go to step 14). Disconnect 18-pin GEM connector. Measure resistance in Tan/Light Blue wire between 18-pin GEM connector and master window switch connector. If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair open in Tan/Light Blue wire. Clear DTCs and retest system. Measure resistance between ground and Tan/Light Blue wire at 18-pin GEM connector. If resistance is greater than 10 k/ohms, go to next step. If resistance is less than 10 k/ohms, repair short to ground in Tan/Light Blue wire. Clear DTCs and retest system. Measure resistance in White/Black wire between 18-pin GEM connector and master window switch connector. If resistance is less than 5 ohms, replace GEM. If resistance is greater than 5 ohms, repair open in White/Black wire. Clear DTCs and retest system. Turn ignition switch to OFF position. Using NGS tester, read D_PW_SW PID. Connect a jumper wire between ground and master window switch connector Tan/Light Blue wire terminal. Connect another jumper wire between battery voltage and master window switch connector White/Black wire terminal. If NGS tester does not indicate UP, repair White/Black wire. If NGS tester indicates UP, replace master window switch. Clear DTCs and retest system. Turn ignition switch to OFF position. Remove and disconnect master window switch. See POWER WINDOW SWITCH under REMOVAL & INSTALLATION. Disconnect 18-pin GEM connector. Turn ignition switch to RUN position. Measure voltage at 18-pin GEM connector Tan/Light Blue wire. If voltage is present, repair short to voltage in Tan/Light Blue wire. Clear DTCs and retest system. If voltage is not present, go to next step. Measure voltage at 18-pin GEM connector White/Black wire. If voltage is present, repair short to voltage in White/Black wire. If voltage is not present, replace GEM. Clear DTCs and retest system. Turn ignition switch to OFF position. Disconnect left front power window motor connector. See POWER WINDOW MOTOR under REMOVAL & INSTALLATION. Turn ignition switch to RUN position. Measure voltage at power window motor connector Red wire terminal while holding left front power window switch in DOWN position. If voltage is greater than 10 volts, go to step 20). If voltage is less than 10 volts, exit ACTIVE COMMAND MODE and go to next step. Turn ignition switch to OFF position. Remove one-touch down relay from relay module located behind center of instrument panel. Measure resistance in Red wire between one-touch down relay and left front power window motor. If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair open in Red wire. Remove and disconnect master window switch connector. See POWER WINDOW SWITCH under REMOVAL & INSTALLATION. Measure resistance in Tan/Light Blue wire between master window switch and one-touch down relay. If resistance is less than 5 ohms, replace one-touch down relay. If resistance is greater than 5 ohms, repair open in Tan/Light Blue wire. Clear DTCs and retest system. Measure voltage at power window motor connector White/Black wire terminal while holding left front

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1997 Ford Explorer POWER WINDOWS 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Windows

power window switch in UP position. If voltage is greater than 10 volts, replace left front power window motor. If voltage is less than 10 volts, repair open in White/Black wire. Clear DTCs and retest system. RIGHT FRONT WINDOW DOES NOT OPERATE, 4-DOOR MODELS (ALL OTHER WINDOWS OPERATE) 1. Turn ignition switch to OFF position. Remove and disconnect right front power window switch. See POWER WINDOW SWITCH under REMOVAL & INSTALLATION. Ensure window lock-out switch on master switch is in OFF position. Turn ignition switch to RUN position. Measure voltage at right front window switch connector Red/Light Blue wire terminal. If voltage is greater than 10 volts, go to next step. If voltage is less than 10 volts, go to step 3). 2. Turn ignition switch to OFF position. Measure resistance between ground and right front window switch connector White/Yellow wire terminal. Measure resistance between ground and right front window switch connector Tan/Light Blue wire terminal. If resistances are less than 14 ohms, go to step 5). If resistances are greater than 14 ohms, go to step 4). 3. Turn ignition switch to OFF position. Remove and disconnect master window switch. See POWER WINDOW SWITCH under REMOVAL & INSTALLATION. Ensure window lock-out switch on master switch is in OFF position. Measure resistance between master window switch terminals No. 19 and 20. See Fig. 1 . If resistance is less than 5 ohms, repair open in Red/Light Blue wire. If resistance is greater than 5 ohms, replace master switch. Clear DTCs and retest.

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1997 Ford Explorer POWER WINDOWS 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Windows

Fig. 1: Identifying Power Window Master Switch Terminals (4-Door Models) Courtesy of FORD MOTOR CO. 4. Turn ignition switch to OFF position. Remove and disconnect master window switch. See POWER Helpmelearn February-12-08 5:53:18 PM

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1997 Ford Explorer POWER WINDOWS 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Windows

WINDOW SWITCH under REMOVAL & INSTALLATION. Measure resistance in White/Yellow wire between master window switch connector and right front window switch connector. Measure resistance in Tan/Light Blue wire between master window switch connector and right front window switch connector. If resistances are less than 5 ohms, replace master window switch. If resistances are greater than 5 ohms, repair White/Yellow or Tan/Light Blue wire(s). Clear DTCs and retest system. Connect jumper wire between right front window switch connector White/Yellow and Yellow/Red wire terminals. Connect another jumper wire between right front window switch connector Red/Light Blue and Red/Yellow wire terminals. Turn ignition switch to RUN position. If right front window operates in DOWN direction, replace inoperative window switch. Clear DTCs and retest system. If right front window does not operate in DOWN direction, remove jumper wires and go to next step. Turn ignition switch to OFF position. Connect jumper wire between right front window switch connector Red/Yellow and Tan/Light Blue wire terminals. Connect another jumper wire between right front window switch connector Yellow/Red and Red/Light Blue wire terminals. Turn ignition switch to RUN position. If right front window operates in UP direction, replace inoperative window switch. Clear DTCs and retest system. If right front window does not operate in UP direction, remove jumper wires and go to next step. Turn ignition switch to OFF position. Disconnect right front power window motor connector. Measure resistance in Yellow/Red wire between right front window switch connector and right front power window motor connector. If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair open in Yellow/Red wire. Clear DTCs and retest system. Measure resistance in Red/Yellow wire between right front window switch connector and right front power window motor connector. If resistance is less than 5 ohms, replace right front power window motor. If resistance is greater than 5 ohms, repair open in Red/Yellow wire. Clear DTCs and retest system.

RIGHT FRONT WINDOW DOES NOT OPERATE, 2-DOOR MODELS (LEFT FRONT WINDOW OPERATES) 1. Turn ignition switch to OFF position. Remove and disconnect master window switch. See POWER WINDOW SWITCH under REMOVAL & INSTALLATION. Turn ignition switch to RUN position. Measure voltage at left front window switch connector Light Blue/Black wire terminal. If voltage is greater than 10 volts, go to next step. If voltage is less than 10 volts, repair open in Light Blue/Black wire. Clear DTCs and retest system. 2. Turn ignition switch to OFF position. Remove and disconnect right front window switch. Turn ignition switch to RUN position. Measure voltage at right front window switch connector Light BLue/Black wire terminal. If voltage is greater than 10 volts, go to next step. If voltage is less than 10 volts, repair open in Light Blue/Black wire. Clear DTCs and retest system. 3. Turn ignition switch to OFF position. Measure resistance between ground and right front window switch connector White/Yellow wire terminal. Measure resistance between ground and right front window switch connector Tan/Light Blue wire terminal. If resistances are less than 14 ohms, go to step 5). If resistances are greater than 14 ohms, go to next step. 4. Turn ignition switch to OFF position. Remove and disconnect master switch. Measure resistance in White/Yellow wire between master switch connector and right front window switch connector. Measure resistance in Tan/Light Blue wire between master switch connector and right front window switch connector. If resistances are less than 5 ohms, replace left front window switch. If resistances are greater than 5 ohms, repair open White/Yellow or Tan/Light Blue wire. Clear DTCs and retest system. Helpmelearn February-12-08 5:53:18 PM

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1997 Ford Explorer POWER WINDOWS 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Windows

5. Connect jumper wire between right front window switch connector White/Yellow and Yellow/Red wire terminals. Connect another jumper wire between right front window switch connector Light Blue/Black and Red/Yellow wire terminals. Turn ignition switch to RUN position. If right front window operates in DOWN direction, replace inoperative window switch. Clear DTCs and retest system. If right front window does not operate in DOWN direction, remove jumper wires and go to next step. 6. Turn ignition switch to OFF position. Connect jumper wire between right front window switch connector Red/Yellow and Tan/Light Blue wire terminals. Connect another jumper wire between right front window switch connector Yellow/Red and Light Blue/Black wire terminals. Turn ignition switch to RUN position. If right front window operates in UP direction, replace inoperative window switch. Clear DTCs and retest system. If right front window does not operate in UP direction, remove jumper wires and go to next step. 7. Turn ignition switch to OFF position. Disconnect right front power window motor connector. Measure resistance in Yellow/Red wire between right front window switch connector and right front power window motor connector. If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair open in Yellow/Red wire. Clear DTCs and retest system. 8. Measure resistance in Red/Yellow wire between right front window switch connector and right front power window motor connector. If resistance is less than 5 ohms, replace right front power window motor. If resistance is greater than 5 ohms, repair open in Red/Yellow wire. Clear DTCs and retest system. LEFT REAR WINDOW DOES NOT OPERATE, 4-DOOR MODELS (ALL OTHER WINDOWS OPERATE) 1. Turn ignition switch to OFF position. Remove and disconnect left rear window switch. See POWER WINDOW SWITCH under REMOVAL & INSTALLATION. Ensure window lock-out switch on master switch is in OFF position. Turn ignition switch to RUN position. Measure voltage at left rear window switch connector Red/Light Blue wire terminal. If voltage is greater than 10 volts, go to next step. If voltage is less than 10 volts, go to step 3). 2. Turn ignition switch to OFF position. Measure resistance between ground and left rear window switch connector Gray/Orange wire terminal. Measure resistance between ground and left rear window switch connector Yellow/Light Blue wire terminal. If resistances are less than 5 ohms, go to step 6). If resistances are greater than 5 ohms, go to step 4). 3. Remove and disconnect master window switch. Measure resistance between master window switch terminals No. 19 and 20. See Fig. 1 . If resistance is less than 5 ohms, repair open in Red/Light Blu e wire. If resistance is greater than 5 ohms, replace master switch. Clear DTCs and retest. 4. Remove and disconnect master window switch. Measure resistance in Yellow/Light Blue wire between master window switch connector and left rear window switch connector. If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair open in Yellow/Light Blue wire. Clear DTCs and retest system. 5. Measure resistance in Gray/Orange wire between master window switch connector and left rear window switch connector. If resistance is less than 5 ohms, replace master window switch. If resistance is greater than 5 ohms, repair open in Gray/Orange wire. Clear DTCs and retest system. 6. Connect jumper wire between left rear window switch connector Gray/Orange and Yellow/Black wire terminals. Connect another jumper wire between left rear window switch connector Yellow/Light Blue and Red/Light Blue wire terminals. Turn ignition switch to RUN position. If left rear window operates in Helpmelearn February-12-08 5:53:18 PM

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1997 Ford Explorer POWER WINDOWS 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Windows

DOWN direction, replace inoperative window switch. Clear DTCs and retest system. If left rear window does not operate in DOWN direction, remove jumper wires and go to next step. 7. Turn ignition switch to OFF position. Connect jumper wire between left rear window switch connector Yellow/Light Blue wire terminals. Connect another jumper wire between left rear window switch connector Red/Light Blue and Yellow/Black wire terminals. Turn ignition switch to RUN position. If left rear window operates in UP direction, replace inoperative window switch. Clear DTCs and retest system. If left rear window does not operate in UP direction, remove jumper wires and go to next step. 8. Turn ignition switch to OFF position. Disconnect left rear power window motor connector. See POWER WINDOW MOTOR under REMOVAL & INSTALLATION. Measure resistance in Yellow/Black wire between left rear window switch connector and left rear power window motor connector. If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair open in Yellow/Black wire. Clear DTCs and retest system. 9. Measure resistance in Yellow/Light Blue wire between left rear window switch connector and left rear power window motor connector. If resistance is less than 5 ohms, replace left rear power window motor. If resistance is greater than 5 ohms, repair open in Yellow/Light Blue wire. Clear DTCs and retest system. RIGHT REAR WINDOW DOES NOT OPERATE, 4-DOOR MODELS (ALL OTHER WINDOWS OPERATE) 1. Turn ignition switch to OFF position. Remove and disconnect right rear window switch. See POWER WINDOW SWITCH under REMOVAL & INSTALLATION. Ensure window lock-out switch on master switch is in OFF position. Turn ignition switch to RUN position. Measure voltage at right rear window switch connector Red/Light Blue wire terminal. If voltage is greater than 10 volts, go to next step. If voltage is less than 10 volts, go to step 3). 2. Turn ignition switch to OFF position. Measure resistance between ground and right rear window switch connector Red/Black wire terminal. Measure resistance between ground and right rear window switch connector Yellow/Black wire terminal. If resistances are less than 5 ohms, go to step 6). If greater than 5 ohms, go to step 4). 3. Remove and disconnect master window switch. Measure resistance between master window switch terminals No. 19 and 20. See Fig. 1 . If resistance is less than 5 ohms, repair open in Red/Light Blu e wire. If resistance is greater than 5 ohms, replace master switch. Clear DTCs and retest. 4. Remove and disconnect master window switch. Measure resistance in Yellow/Black wire between master window switch connector and right rear window switch connector. If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair open in Yellow/Black wire. Clear DTCs and retest system. 5. Measure resistance in Red/Black wire between master window switch connector and right rear window switch connector. If resistance is less than 5 ohms, replace master window switch. If resistance is greater than 5 ohms, repair open in Red/Black wire. Clear DTCs and retest system. 6. Connect jumper wire between right rear window switch connector Yellow/Black and Brown wire terminals. Connect another jumper wire between right rear window switch connector Red/Light Blue and Brown/Yellow wire terminals. Turn ignition switch to RUN position. If right rear window operates in DOWN direction, replace inoperative window switch. Clear DTCs and retest system. If right rear window does not operate in DOWN direction, remove jumper wires and go to next step. 7. Turn ignition switch to OFF position. Connect jumper wire between right rear window switch connector Brown/Yellow and Red/Black wire terminals. Connect another jumper wire between right rear window Helpmelearn February-12-08 5:53:18 PM

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1997 Ford Explorer POWER WINDOWS 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Windows

switch connector Brown and Red/Light Blue wire terminals. Turn ignition switch to RUN position. If left rear window operates in UP direction, replace inoperative window switch. Clear DTCs and retest system. If left rear window does not operate in UP direction, remove jumper wires and go to next step. 8. Turn ignition switch to OFF position. Disconnect right rear power window motor connector. See POWER WINDOW MOTOR under REMOVAL & INSTALLATION. Measure resistance in Brown wire between right rear window switch connector and right rear power window motor connector. If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair open in Brown wire. Clear DTCs and retest system. 9. Measure resistance in Brown/Yellow wire between right rear window switch connector and right rear power window motor connector. If resistance is less than 5 ohms, replace right rear power window motor. If resistance is greater than 5 ohms, repair open in Brown/Yellow wire. Clear DTCs and retest system. ONE-TOUCH DOWN FEATURE DOES NOT OPERATE NOTE:

This test is associated with DTCs B1398, B1400 and B1342.

1. Turn ignition switch to OFF position. Check one-touch down relay. See ONE-TOUCH DOWN RELAY under COMPONENT TESTING . If one-touch down relay is okay, reconnect one-touch down relay and go to next step. If one-touch down relay does not test as specified, replace one-touch down relay. Clear DTCs and retest system. 2. Following manufacturer's instructions, retrieve continuous DTCs from GEM. Using NGS tester, perform ON-DEMAND self-test. If no DTCs are present, go to next step. If DTCs B1398 (continuous and selftest) and B1400 (continuous and self-test) are present, go to next step. If DTC B1342 is present, replace GEM. Clear DTCs and retest. 3. Turn ignition switch to RUN position. Using NGS tester, access ACTIVE COMMAND MODES. Set active command ACCY RLY on. Read D_PWRLY PID. Toggle active command ONE TOUCH on and off. If D_PWRLY PID value agrees with command mode, go to step 7). If NGS tester indicates OFFO-G, go to next step. If NGS tester indicates ON-B-, go to step 6). 4. Turn ignition switch to OFF position. Remove accessory delay relay and one-touch down relay from relay module located behind center of instrument panel. Measure resistance in Light Blue/Black wire between accessory delay relay socket and one-touch down relay socket. If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair open in Light Blue/Black wire. Clear DTCs and retest system. 5. Disconnect 18-pin GEM connector. Measure resistance in Yellow/Red wire between one-touch down relay socket and 18-pin GEM connector. If resistance is less than 5 ohms, replace GEM. If resistance is greater than 5 ohms, repair open in Yellow/Red wire. Clear DTCs and retest system. 6. Turn ignition switch to OFF position. Remove one-touch down relay from relay module located behind center of instrument panel. Disconnect 18-pin GEM connector. Turn ignition switch to RUN position. Measure voltage at one-touch down relay socket Yellow/Red wire terminal. If voltage is present, repair short to power in Yellow/Red wire. If voltage is not present, replace GEM. Clear DTCs and retest system. 7. Turn ignition switch to OFF position. Remove one-touch down relay from relay module located behind center of instrument panel. Turn ignition switch to RUN position. Measure voltage at one-touch down relay socket Light Blue/Black wire terminals. If voltage is greater than 10 volts, go to next step. If voltage is less than 10 volts, repair Light Blue/Black wire. Clear DTCs and retest system. 8. Disconnect 18-pin GEM connector. Disconnect left power window motor connector. See POWER Helpmelearn February-12-08 5:53:18 PM

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1997 Ford Explorer POWER WINDOWS 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Windows

WINDOW MOTOR under REMOVAL & INSTALLATION. Measure resistance between 18-pin GEM connector Gray wire terminal and left power window motor connector Red wire terminal. If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair open in Gray wire. Clear DTCs and retest system. 9. Measure resistance between 18-pin GEM connector Orange/White wire terminal and left power window motor connector Red wire terminal. If resistance is less than 5 ohms, replace GEM. If resistance is greater than 5 ohms, repair open in Orange/White wire. Clear DTCs and retest system. ALL WINDOWS OPERATE WITH IGNITION OFF Turn ignition switch to OFF position. Remove accessory delay relay and one-touch down relay from relay module located behind center of instrument panel. Turn ignition switch to RUN position. Measure voltage at accessory delay relay socket Light Blue/Black wire terminal. If voltage is present, repair short to power in Light Blue/Black wire. If voltage is not present, replace accessory delay relay. Clear DTCs and retest system. WINDOWS OPERATE FROM MASTER SWITCH ONLY Turn ignition switch to OFF position. Remove and disconnect master window switch. See POWER WINDOW SWITCH under REMOVAL & INSTALLATION. Ensure window lock-out switch on master switch is in OFF position. Measure resistance between master window switch terminals No. 19 and 20. See Fig. 1 . If resistance is less than 5 ohms, repair open in Red/Light Blue wire. If resistance is greater than 5 ohms, replace master switch. Clear DTCs and retest. IGNITION STATE CHECK NOTE:

This test is associated with DTCs B1355, B1359 and B1365.

1. Turn ignition switch to OFF position. Connect NGS tester to Data Link Connector (DLC), located below instrument panel under steering column. Using NGS tester, read IGN_GEM PID while rotating ignition switch through START, RUN, OFF and ACC positions. If unable to communicate with GEM, go to MODULE COMMUNICATIONS NETWORK article. If PID values agree with ignition switch positions, replace GEM. Clear DTCs and retest system. If PID values do not agree with ignition switch positions, go to next step. 2. Turn ignition switch to OFF position. Disconnect 18-pin GEM connector. Remove fuse No. 28 (7.5-amp) from interior fuse panel. Measure resistance in Red/Black wire between interior fuse panel and 18-pin GEM connector. If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair open in Red/Black wire. Clear DTCs and retest system. 3. Remove fuse No. 20 (7.5-amp) from interior fuse panel. Measure resistance in Black/Pink wire between interior fuse panel and 18-pin GEM connector. If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair open in Black/Pink wire. Clear DTCs and retest system. 4. Remove fuse No. 10 (7.5-amp) from interior fuse panel. Measure resistance in Gray/Yellow wire between interior fuse panel and 18-pin GEM connector. If resistance is less than 5 ohms, replace GEM. If resistance is greater than 5 ohms, repair open in Gray/Yellow wire. Clear DTCs and retest system.

COMPONENT TESTING Helpmelearn February-12-08 5:53:18 PM

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1997 Ford Explorer POWER WINDOWS 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Windows

POWER WINDOW MOTOR Remove window motor from vehicle, see POWER WINDOW MOTOR under REMOVAL & INSTALLATION. Using fused jumper wires, connect a fully charged battery to motor terminals. Observe motor. Motor should operate smoothly. Reverse leads. Motor should operate in reverse direction. Replace window motor if it does not operate as specified. POWER WINDOW MASTER SWITCH Remove master switch. See POWER WINDOW SWITCH under REMOVAL & INSTALLATION. Check for continuity between terminals as specified while operating switch. See appropriate MASTER SWITCH TESTING TABLE. If continuity does not exist as specified, replace switch. See Fig. 1 or Fig. 2 . MASTER SWITCH TESTING Switch Position Continuity Between Terminals No. Neutral 6 & 7; 13 & 14; 1 & 11; 1 & 9; 5 & 9; 5 & 11; 12 & 2; 12 & 4; 8 & 2; 8 & 4 Left Up 1 & 11; 1 & 9; 3 & 5 Down 5 & 9; 5 & 11; 1 & 3 Right Up 8 & 2; 8 & 4; 10 & 12 Down 12 & 2; 12 & 4; 8 & 10 MASTER SWITCH TESTING Switch Position Continuity Between Terminals No. Neutral 1 & 5; 12 & 14; 10 & 13; 8 & 13; 9 & 13; 11 & 13; 17 & 13; 15 & 13; 16 & 13; 18 & 13 Left Front Up 8 & 19; 10 & 13 Down 10 & 19; 8 & 13 Right Front Up 9 & 19; 11 & 13 Down 11 & 19; 9 & 13 Left Rear Up 15 & 19; 17 & 13 Down 17 & 19; 15 & 13 Right Rear Up 16 & 19; 18 & 13 Down 18 & 19; 16 & 13 Lockout 19 & 20 Unlocked

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1997 Ford Explorer POWER WINDOWS 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Windows

Fig. 2: Identifying Power Window Master Switch Terminals (2-Door Models) Courtesy of FORD MOTOR CO. POWER WINDOW SINGLE SWITCH Helpmelearn February-12-08 5:53:18 PM

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1997 Ford Explorer POWER WINDOWS 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Windows

Remove suspect window switch. See POWER WINDOW SWITCH under REMOVAL & INSTALLATION. Check for continuity between terminals as specified while operating switch. See appropriate SWITCH TESTING TABLE. If continuity does not exist as specified, replace switch. See Fig. 3 or Fig. 4 . RIGHT FRONT & LEFT REAR SWITCH TESTING Switch Position Neutral Up Down

Continuity Between Terminals No. 3 & 7; 1 & 2; 5 & 6 2 & 4; 5 & 6 4 & 5; 1 & 2

RIGHT REAR PASSENGER SWITCH TESTING Switch Position Neutral Up Down

Continuity Between Terminals No. 3 & 7; 1 & 5; 2 & 6 4 & 5; 2 & 6 2 & 4; 1 & 5

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1997 Ford Explorer POWER WINDOWS 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Windows

Fig. 3: Identifying Right Front & Left Rear Passenger Switch Terminals Courtesy of FORD MOTOR CO.

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1997 Ford Explorer POWER WINDOWS 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Windows

Fig. 4: Identifying Right Rear Passenger Switch Terminals Courtesy of FORD MOTOR CO. ACCESSORY DELAY RELAY Remove accessory delay relay, from relay module located behind center of instrument panel. Check continuity using an ohmmeter. Continuity should exist between relay terminals No. 85 and 86, and also between terminal No. 30 and terminal 87A. See Fig. 5 . Using fused jumper wires, connect battery terminals to relay terminals No. 85 and 86. Continuity should now exist between relay terminals No. 30 and 87. Replace relay if continuity is not as specified.

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1997 Ford Explorer POWER WINDOWS 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Windows

Fig. 5: Identifying Accessory Delay Relay Terminals Courtesy of FORD MOTOR CO. BATTERY SAVER & ONE-TOUCH DOWN RELAY Remove battery saver relay or one-touch down relay from relay module located behind center of instrument panel. Check continuity using an ohmmeter. Continuity should exist between relay terminals No. 1 and 2, and also between terminals No. 3 and 4. See Fig. 6 . Using fused jumper wires, connect battery terminals to relay te rminals No. 1 and 2. Continuity should now exist between relay terminals No. 3 and 5. Replace relay if continuity is not as specified.

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1997 Ford Explorer POWER WINDOWS 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Windows

Fig. 6: Identifying Battery Saver & One-Touch Down Relay Terminals Courtesy of FORD MOTOR CO.

REMOVAL & INSTALLATION POWER WINDOW MOTOR Removal (Front)

1. If glass cannot be raised and is in a partially down position, it must be supported. If not supported, glass will fall into door well during removal. If possible, raise glass to full up position. Disconnect negative battery cable. 2. Remove inside door handle from door. Disconnect rod from inside door handle. Disconnect wiring connector, and position wiring out of way. Using a 1/4" drill, remove 3 window regulator motor bracket rivets from door. Remove one window regulator motor bracket retaining nut. 3. Remove 3 nuts attaching window regulator and motor. Prior to window regulator and motor removal, ensure regulator arm is in a fixed position to prevent counterbalance spring from unwinding. Disengage Helpmelearn February-12-08 5:53:18 PM

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1997 Ford Explorer POWER WINDOWS 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Windows

motor from regulator. Installation

Position motor to regulator and install screws. Do not tighten. Connect wiring and check glass to ensure gear engagement. After gears engage, tighten 3 attaching nuts to 50-80 INCH lbs. (5.6-9.6 N.m). To complete installation, reverse removal procedure. Removal (Rear)

1. Place window glass in full up position and tape window in place. Disconnect negative battery cable. Remove door trim panel and seal. Disconnect wiring harness. Remove 2 nuts securing window motor to inner panel. 2. Prior to window regulator and motor removal, ensure regulator arm is in a fixed position to prevent counterbalance spring from unwinding. Disengage motor from regulator. Installation

Position motor to regulator and install screws. Do not tighten. Connect wiring and check glass to ensure gear engagement. After gears engage, tighten 2 attaching nuts to 50-80 INCH lbs. (5.6-9.6 N.m). To complete installation, reverse removal procedure. POWER WINDOW SWITCH Removal & Installation (Front)

Disconnect negative battery cable. Remove door trim panel. Remove 4 screws holding wiring connector to switch plate. Using thin-blade screwdriver, carefully pry connector from switch. Remove window switch by carefully prying up with a flat-blade tool on switch plate. To install, reverse removal procedure. Removal & Installation (Rear)

WIRING DIAGRAMS

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer POWER WINDOWS 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Windows

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1997 Ford Explorer POWER WINDOWS 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Windows

Fig. 7: Power Window System Wiring Diagram (Explorer 2-Door)

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1997 Ford Explorer POWER WINDOWS 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Windows

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1997 Ford Explorer POWER WINDOWS 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Power Windows

Fig. 8: Power Window System Wiring Diagram (Explorer & Mountaineer 4 Door)

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1997 Ford Explorer STEERING COLUMN SWITCHES 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Steering Column Switches

STEERING COLUMN SWITCHES 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Steering Column Switches

DESCRIPTION & OPERATION The multifunction switch, located on the steering column, includes headlight dimmer, flash-to-pass and front windshield wiper/washer switches. The ignition switch and lock cylinder are also mounted on the steering column. WARNING: Deactivate air bag system before performing any service operation involving steering column components. See AIR BAG RESTRAINT SYSTEM article. Do not apply electrical power to any component on steering column without first deactivating air bag system. Air bag may deploy.

ADJUSTMENTS 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 GENERAL INFORMATION before disconnecting battery. IGNITION SWITCH Expedition & Pickup

Disconnect negative battery cable. Set ignition switch to RUN position. Align switch pin with slot in lock/column assembly. Position slots in column/lock assembly with index mark on casting. Ignition switch is properly adjusted if: z

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.

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1997 Ford Explorer STEERING COLUMN SWITCHES 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Steering Column Switches

SYSTEM TESTING CAUTION: When battery is disconnected, vehicle computer and memory system may lose memory data. Driveability problems may exist until computer systems have completed a relearn cycle. See COMPUTER RELEARN PROCEDURES article in GENERAL INFORMATION before disconnecting battery. IGNITION SWITCH INOPERATIVE (EXPEDITION & PICKUP) 1. Check Fuses Check fuses No. 14 (60-amp), 20 (50-amp) and 21 (50-amp) in power distribution box. If fuses are okay, go to step 4). If any fuse is blown, go to next step. 2. Check System Replace blown fuse. If fuse repeatedly blows, go to next step. If fuse does not fail again, go to step 4). 3. Check For Short To Ground Turn ignition off. Remove failing fuse. Disconnect ignition switch harness connector. Measure resistance between load side (right side terminal) of fuse cavity of failing fuse and ground. If resistance is greater than 10 k/ohms, go to next step. If resistance is less than 10 k/ohms, repair shorted wire in question (Yellow, Orange/Yellow or Light Green/Purple wire) between fuse panel and ignition switch. See wiring diagram in POWER DISTRIBUTION article in WIRING DIAGRAMS. 4. Check Power To Ignition Switch Turn ignition off. Disconnect ignition switch harness connector. Check for battery voltage at ignition switch harness connector terminals B1, B3, B4, and B5. See Fig. 2 . If battery voltage exists at all terminals specified, replace i nition switch. If battery voltage does not exist, repair suspect wire. See wiring diagram in POWER DISTRIBUTION article in WIRING DIAGRAMS. IGNITION SWITCH INOPERATIVE (EXPLORER & MOUNTAINEER) 1. Check Fuse Check fuses No. 14 (60-amp)) in power distribution box. If fuse is okay, go to step 7). If any fuse is blown, replace blown fuse. If fuse repeatedly blows, go to next step. If fuse does not fail again, go to step check system operation. 2. Check Yellow Wire For Short To Ground Turn ignition off. Remove fuse No. 14 (60-amp). Disconnect ignition switch harness connector. Measure resistance between load side (right side terminal) of fuse cavity No. 14 and ground. If resistance is greater than 10 k/ohms, go to next step. If resistance is less than 10 k/ohms, repair shorted Yellow wire between Helpmelearn February-12-08 5:50:26 PM

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1997 Ford Explorer STEERING COLUMN SWITCHES 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Steering Column Switches

power distribution box and ignition switch. 3. Check Light Green/Purple Wires For Short To Ground Measure resistance between ignition switch harness connector terminals I1, I2 (Light Green/Purple wires) and ground. See Fig. 3 . If resistance is greater than 10 k/ohms, go to next step. If resistance is less than 10 k/ohms, repair shorted Light Green Purple wire between interior fuse panel and ignition switch. 4. Check Black/Light Green Wire For Short To Ground Measure resistance between ignition switch harness connector terminal A1 (Black/Light Green wire) and ground. If resistance is greater than 10 k/ohms, go to next step. If resistance is less than 10 k/ohms, repair shorted Black/Light Green wire between interior fuse panel and ignition switch. 5. Check Red/Light Blue Wire For Short To Ground Measure resistance between ignition switch harness connector terminal ST (Red/Light Green wire) and ground. If resistance is greater than 10 k/ohms, go to next step. If resistance is less than 10 k/ohms, repair shorted Red/Light Blue wire between interior fuse panel and ignition switch. 6. Check Gray/Yellow Wire For Short To Ground Measure resistance between ignition switch harness connector terminal A2 (Gray/Yellow wire) and ground. If resistance is greater than 10 k/ohms, replace ignition switch and test system operation. If resistance is less than 10 k/ohms, repair shorted Gray/Yellow wire between interior fuse panel and ignition switch. 7. Check Power To Ignition Switch Turn ignition off. Disconnect ignition switch harness connector. Check for battery voltage at ignition switch harness connector BATT terminals. See Fig. 3 . If battery voltage exists at both BATT terminals, replace ignition switch. If battery voltage does not exist, repair Yellow between power distribution box and ignition switch.

COMPONENT TESTING CAUTION: When battery is disconnected, vehicle computer and memory system may lose memory data. Driveability problems may exist until computer systems have completed a relearn cycle. See COMPUTER RELEARN PROCEDURES article in GENERAL INFORMATION before disconnecting battery. NOTE:

Before performing following tests, ensure all multifunction switch grounds, wiring, and fuses are okay. Also, ensure all circuit connections are clean and tight. For ignition switch circuit identification, see wiring diagram in POWER DISTRIBUTION article in WIRING DIAGRAMS. For multifunction switch circuit identification, see wiring diagram in EXTERIOR LIGHTS article.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer STEERING COLUMN SWITCHES 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Steering Column Switches

DIMMER, FLASH-TO-PASS TURN SIGNAL & HAZARD SWITCH Remove and disconnect multifunction switch. See MULTIFUNCTION SWITCH under REMOVAL & INSTALLATION . Check continuity between specified terminals while operating multifunction switch lever to positions as specified. See Fig. 1 . See DIMMER & TURN SIGNAL SWITCH TESTING TABLE. If continuity is not as specified, replace multifunction switch. DIMMER & TURN SIGNAL SWITCH TESTING Switch Position Neutral Position Left Turn Signal On & Hazard Switch Off Right Turn Signal On & Hazard Switch Off Hazard Switch On Flash-To-Pass On (1) Headlight Dimmer High Beam Low Beam (1) Lever pulled in halfway.

Check For Continuity Between Terminals "D" & "G"; "D" & "I" "A", "G" & "C" "E", "E" & "C" "A", "E", "G", "I" & "B" No. 1 & No. 2; No. 3 & No. 4 No. 1 & No. 3 No. 1 & No. 2

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1997 Ford Explorer STEERING COLUMN SWITCHES 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Steering Column Switches

Fig. 1: Identifying Multifunction Switch Terminals Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 5:50:27 PM

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1997 Ford Explorer STEERING COLUMN SWITCHES 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Steering Column Switches

WIPER/WASHER SWITCH Remove and disconnect multifunction switch. See MULTIFUNCTION SWITCH under REMOVAL & INSTALLATION . Measure resistance between specified terminals while operating multifunction switch lever to positions as specified. See Fig. 1 . See WIPER/WASHER SWITCH TESTING TABLE. If continuity is not as specified, replace multifunction switch. WIPER/WASHER SWITCH TESTING Switch Position Wiper Switch Off Int Lo Hi Intermittent Wipers

Between Terminals

Washer Switch Off On Rear Wiper Switch (3) Off Int 1 Int 2 Rear Washer Switch (3) (1) Specification can vary by as much as 10 percent.

(1)

Ohms

No. 5 & No. 6 No. 5 & No. 6 No. 5 & No. 6 No. 5 & No. 6 No. 6 & No. 7

47,600 11,330 4080 0-4

No. 6 & No. 7 No. 6 & No. 7

103,300 0-4

H & No. 6 H & No. 6 H & No. 6 H & No. 6

2,900 11,000 330 0-4

(2)

Rotate control from maximum delay to minimum delay. Resistance should gradually decrease from approximately 103 k/ohms to 3.3 k/ohms. (3) Expedition only. IGNITION SWITCH 1. To inspect ignition switch 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 still exist, lock cylinder should either be disassembled and inspected for damage, or ignition switch should be replaced. 3. To test electrical function of ignition switch, disconnect ignition switch connector. Check continuity between specified switch terminals using a self-powered test light or ohmmeter. See Fig. 2 or Fig. 3 . See IGNITION SWITCH CONTINUITY TABLE. If continuity is not as specified, replace ignition switch. IGNITION SWITCH CONTINUITY Continuity Between Terminals

Switch Position

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1997 Ford Explorer STEERING COLUMN SWITCHES 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Steering Column Switches

STA & B4 GND & P1 B5 & I1 B1 & A1 B5 & A1 B3 & A3 B2 & A2 B4 & A4

Start Start Run Run ACC Run Run Run

Fig. 2: Identifying Ignition Switch Harness Connector Terminals (Expedition & Pickup) Courtesy of FORD MOTOR CO. IGNITION SWITCH CONTINUITY TEST Continuity Between Terminals BATT & BATT A2 & A2 BATT & ST

Switch Position All All Start Run

BATT & A2 (1) BATT & I1 BATT & I2 BATT & A1 P1, P2 & Switch Case (1) Terminal located next to P2.

Run Start Accessory Start

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1997 Ford Explorer STEERING COLUMN SWITCHES 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Steering Column Switches

Fig. 3: Identifying Ignition Switch Terminals (Explorer & Mountaineer) Courtesy of FORD MOTOR CO.

REMOVAL & INSTALLATION WARNING: Deactivate air bag system before performing any service operation involving steering column components. See AIR BAG RESTRAINT SYSTEM article. Do not apply electrical power to any component on steering column without first deactivating air bag system. Air bag may deploy. CAUTION: When battery is disconnected, vehicle computer and memory system may lose memory data. Driveability problems may exist until computer systems have completed a relearn cycle. See COMPUTER RELEARN PROCEDURES article in GENERAL INFORMATION before disconnecting battery. MULTIFUNCTION SWITCH Removal & Installation

Disconnect negative battery cable. Remove lock cylinder. See LOCK CYLINDER . Remove upper and lower steering column shrouds. Remove retaining screws. Disconnect multifunction switch harness connectors. Remove switch. To install, reverse removal procedure. IGNITION SWITCH Removal & Installation

1. Disconnect negative battery cable. Remove steering column opening cover. See Fig. 4 . Remove hood release handle and position aside. Helpmelearn February-12-08 5:50:27 PM

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1997 Ford Explorer STEERING COLUMN SWITCHES 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Steering Column Switches

2. On Explorer and Mountaineer, remove steering column opening cover reinforcement. Disconnect ignition switch harness connector. Remove 2 ignition switch screws and ignition switch. To install, reverse removal procedure.

Fig. 4: Identifying Steering Column Opening Cover Courtesy of FORD MOTOR CO. LOCK CYLINDER Removal & Installation (With Key)

Disconnect negative battery cable. Set ignition switch to RUN position. Insert a 1/8" drill bit or wire through access hole in trim steering column trim (below lock cylinder). Press retaining pin inward and pull out lock cylinder. To install, lubricate lock cylinder. Turn lock cylinder to RUN position. Press retaining pin inward and insert lock cylinder into housing. To install remaining components, reverse removal procedure. Removal (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. Using pliers, twist cap until it separates from ignition switch lock cylinder. 2. Using a 3/8" drill bit, drill down middle of ignition lock key slot about 3/4-1" (19-25 mm) until ignition switch lock cylinder breaks loose from breakaway base of ignition switch lock cylinder. Remove ignition switch lock cylinder and drill shavings from lock cylinder housing. 3. Remove bearing retainer, bearing and gear. Thoroughly clean all metal shavings and other foreign material from housing. Carefully inspect housing for damage. If damage is apparent, replace housing. Helpmelearn February-12-08 5:50:27 PM

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1997 Ford Explorer STEERING COLUMN SWITCHES 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Steering Column Switches

Installation

1. Install 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 rotating key to OFF position, ensure cylinder is fully seated and aligned. Use key to rotate cylinder to ensure mechanical operation is okay in all positions.

WIRING DIAGRAMS

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1997 Ford Explorer STEERING COLUMN SWITCHES 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Steering Column Switches

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1997 Ford Explorer STEERING COLUMN SWITCHES 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Steering Column Switches

Fig. 5: Horn System Wiring Diagram (Expedition & Pickup - F150 & F250 Light-Duty)

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1997 Ford Explorer STEERING COLUMN SWITCHES 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Steering Column Switches

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1997 Ford Explorer STEERING COLUMN SWITCHES 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Steering Column Switches

Fig. 6: Horn System Wiring Diagram (Explorer & Mountaineer)

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1997 Ford Explorer STEERING COLUMN SWITCHES 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Steering Column Switches

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1997 Ford Explorer STEERING COLUMN SWITCHES 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Steering Column Switches

Fig. 7: Horn System Wiring Diagram (Pickup - F250 Heavy-Duty & F350)

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

DESCRIPTION & OPERATION Windshield wipers are operated by a permanent magnet motor. When wiper control switch is in interval (INT) position, wipers make single sweeps, separated by adjustable-length pauses. On 2WD vehicles not equipped with power windows, all wiper functions are controlled by a Central Timer Module (CTM). On all other applications, wiper functions are controlled by Generic Electronic Module (GEM). CTM and GEM are located under center of instrument panel.

ADJUSTMENTS WIPER ARM & BLADE ASSEMBLY 1. Remove wiper arms from pivot shafts. Turn on wipers to allow motor to operate 3 or 4 cycles, then turn wipers off. Wiper pivot shafts will be in park position. 2. Install arm and blade assemblies onto pivot shafts. Adjust clearance between wiper blade and cowl top. Clearance should be 1.6-2.2" (41-55 mm) for driver's side, and 1.9-2.4" (48-62 mm) for passenger's side.

COMPONENT TESTS WIPER MOTOR 1. Disconnect negative battery cable. Disengage linkage from motor. Disconnect wiper connector. Connect Green lead from Starting and Charging System Tester (078-00005) to positive battery terminal. 2. Connect Red tester lead to wiper motor terminal No. 4 (Yellow/Red wire on mating connector). Connect jumper wire between motor terminal No. 5 (Dark Blue/Orange wire on mating connector) and ground. Measure low speed current. In low speed, current should not exceed 3.5 amps. 3. Connect Red tester lead to motor terminal No. 6 (White wire on mating connector). Measure high speed current. In high speed, current should not exceed 5.5 amps. If current exceeds specification, replace motor. RELAYS NOTE:

Same test procedure may be used for all wiper/washer system relays.

1. Remove relay. Measure resistance between terminal No. 2 and all other terminals. See Fig. 1 . If resistance is 5 ohms or less between terminal No. 2 and any other terminal, replace relay. If all resistances are greater than 5 ohms, go to next step. 2. Using 2 jumper wires, connect terminals No. 1 and 3 to battery positive terminal. See Fig. 1 . Connect voltmeter negative lead to battery negative terminal. With remaining voltmeter lead, check for voltage at terminal No. 4. If battery voltage exists, go to next step. If battery voltage does not exist, replace relay. Helpmelearn February-12-08 5:54:35 5:54:28 PM

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

3. Connect another jumper wire between relay terminal No. 2 and battery negative terminal. See Fig. 1 . Check for battery voltage at relay terminal No. 5. If battery voltage does not exist, replace relay. If battery voltage exists, relay is good.

Fig. 1: Identifying Relay Terminals Courtesy of FORD MOTOR CO. WIPER SWITCH NOTE:

Wiper switch is incorporated into multifunction switch and cannot be serviced separately. If any portion of multifunction switch is defective, switch must be replaced as an assembly.

Disconnect multifunction switch 7-pin connector. Using a DVOM, check resistance between switch terminals. See Fig. 2 . See WIPER SWITCH RESISTANCE TABLE. If resistance is not as specified, replace multifunction switch. Helpmelearn February-12-08 5:54:29 PM

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

MULTIFUNCTION SWITCH RESISTANCE TEST Switch Position Switch Terminals WIPER Off 4&6 Off 1&4 Low 1&4 LOW 4&6 High 1&4 High 4&6 WASH 4&6

Resistance k/ohms 103.3 47.6 4.08 3.3 0 3.3 0

INT (1) MIN 4&6 3.3 MAX 1&4 11.33 MAX 4&6 103.3 (1) Rotate (INT) interval knob from minimum to maximum. Resistance should gradually increase from 3.3 k/ohms (MIN) to 103.3 k/ohms (MAX).

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

Fig. 2: Identifying Wiper Switch Terminals Courtesy of FORD MOTOR CO. REAR WIPER SWITCH For rear wiper switch test procedure, see REAR WIPER SWITCH RESISTANCE TEST. Refer to TEST H: Helpmelearn February-12-08 5:54:29 PM

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

REAR WIPER STAYS ON CONTINUOUSLY under SYSTEM TESTS .

SYSTEM TESTS WARNING: Deactivate air bag system before performing any service operation involving steering column components. Refer to the AIR BAG RESTRAINT SYSTEM article. DO NOT apply electrical power to any component on steering column without first deactivating air bag system. Air bag may deploy. 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 the COMPUTER RELEARN PROCEDURES article in the GENERAL INFORMATION section before disconnecting battery. TROUBLE SHOOTING Before performing any system tests on wiper/washer system, check the following items to eliminate common problems: z z z z z z z z

Wiper/washer related fuses. Damaged/stripped wiper motor shaft. Damaged/stripped wiper pivot arm shaft. Damaged washer pump. Loose or corroded connections. Damaged wiring harness. Binding windshield wiper pivot arm. Inoperative multifunction switch.

Identify wiper/washer symptom and perform appropriate test. See DIAGNOSTIC TEST INDEX TABLE. For individual component testing, see COMPONENT TESTS . SELF-DIAGNOSTICS NOTE:

A New Generation Star (NGS) Tester (007-00500) is required for testing the wiper/washer system controlled by Generic Electronic Module (GEM). Follow manufacturer's instructions.

NOTE:

For further information on Self-Diagnostic System, see the MODULE COMMUNICATIONS NETWORK article.

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

Retrieve Diagnostic Trouble Codes (DTCs) before beginning any testing. Connect NGS tester to Data Link Connector (DLC). DLC is located under left side of instrument panel. Following manufacturer's instructions, retrieve any existing codes from Generic Electronic Module (GEM). Perform appropriate DTC test. If symptoms remain or if no DTCs exist, see DIAGNOSTIC TEST INDEX . NGS tester must be used to clear DTCs. Follow manufacturer's instructions to clear individual DTC or all DTCs stored in GEM. CTM Controlled System

To retrieve DTC(s) stored in CTM, ignition key must be removed. Using jumper wire, connect terminals of CTM test connector. CTM test connector is located behind left kick panel. CTM test mode is now active. To exit test mode, remove jumper wire. Two-digit DTC is evidenced by sounding of CTM indicator chime. Groupings of chime tones are separated by one second pause. For example, 2 tones followed by a pause and then 2 more tones indicate DTC 22. DTCs are cleared when power is removed from CTM. DTCs may also be cleared by moving the ignition switch to START position at any time during diagnostic test procedure. SYMPTOM DIAGNOSIS DIAGNOSTIC TEST INDEX (GEM CONTROLLED SYSTEM) Symptom GEM Controlled System Wipers Inoperative Wipers Stay On Continuously Wipers Operate At Interval Setting, But Not At High & Low Speed Wipers Inoperative At Interval Setting, But Work At High & Low Speed Washer Pump & Wipers Do Not Function Properly Speed Dependent Interval Mode Inoperative Wipers Operater At High Speed Only Rear Wiper Stays On Continuously Rear Washer Pump & Wiper Do Not Function Properly Rear Wiper Inoperative Rear Wiper Does Not Function Properly

Pinpoint Test A B C D E F G H J K L

DIAGNOSTIC TEST INDEX (CTM CONTROLLED SYSTEM) Symptom Wipers Inoperative Wipers Continue To Run When Switch Is Off Wipers Operate At Interval Setting, But Not At High & Low Speed Wipers Inoperative At Interval Setting, But Work At High & Low Speed Washer Pump does Not Function Properly

Pinpoint Test M N P Q R

DIAGNOSTIC TESTING Helpmelearn February-12-08 5:54:29 PM

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

NOTE:

DIAGNOSTIC TESTS A-L apply to Generic Electronic Module (GEM) controlled wiper/washer systems. DIAGNOSTIC TESTS M-R apply to Central Timer Module (CTM) controlled wiper/washer systems.

NOTE:

On 2WD vehicles not equipped with power windows, all wiper functions are controlled by a Central Timer Module (CTM). On all other applications, wiper functions are controlled by Generic Electronic Module (GEM).

TEST A: WIPERS INOPERATIVE 1. Connect New Generation Star (NGS) tester (007-00500) to Data Link Connector (DLC). DLC is located under left side of instrument panel. Monitor PID IGN_GEM while turning the ignition switch through all its positions. If PID values agree with switch position, go to next step. If PID values do not agree with switch position, repair appropriate ignition switch circuit(s) and retest system. See WIRING DIAGRAMS . 2. Retrieve continuous DTC(s) stored in GEM. Clear continuous DTC(s). Following NGS tester manufacturer's instructions, perform on-demand self-test and note all DTC(s). If DTC(s) exist, service DTC(s) in numerical order. See TEST A DTC INDEX TABLE. If no DTC(s) exist, go to next step. TEST A DTC INDEX DTC B1342

Go To Step (1)

B1431 B1432 B1438 B1465 (1) Replace GEM, clear DTC(s) and retest system.

4 4 11 4

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

Fig. 3: Identifying Interior Fuse Panel Terminals Courtesy of FORD MOTOR CO. 3. Check fuse No. 16 (30-amp) at interior panel located behind left kick panel. See Fig. 3 . If fuse is good, Helpmelearn February-12-08 5:54:29 PM

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

5. 6.

9. 10.

11.

12.

13.

14.

15.

go to next step. If fuse is blown, check for short to ground. Repair wiring if necessary. See WIRING DIAGRAMS . Replace fuse, clear any Diagnostic Trouble Codes (DTCs) and test system for proper operation. Turn ignition on. Using NGS tester, monitor PID WPRUN while toggling active command mode WIPER RLY. If WPRUN PID agrees with command mode and displays ON, go to step 11). If WPRUN PID does not agree with command mode and displays OFF O-G, go to step 7). If WPRUN PID does not agree with command mode and displays ON-B-, go to next step. Check wiper run relay. See RELAYS under COMPONENT TESTS. If relay is good, go to next step. If faulty, replace relay, clear DTC(s) and retest system. Disconnect 26-pin GEM connector and wiper run relay. Turn ignition on. Measure voltage at Yellow/White wire terminal of wiper run relay connector. If voltage is indicated, repair short to power in Yellow/White wire. If no voltage is indicated, replace GEM. After repair, clear DTC(s) and retest system. Turn ignition off. Remove wiper run relay. Turn ignition on. Check for voltage at wiper run relay connector terminal No. 1 (Red wire). See Fig. 1 . If 10 or more volts exist, reconnect wiper run relay and go to next step. If reading is less than 10 volts, repair Red wire as necessary, clear DTC(s) and retest system. Disconnect 26-pin GEM connector. Measure resistance of Yellow/White wire between wiper run relay terminal No. 2 and ground. See Fig. 1 . If resistance is greater than 10 k/ohms, go to next step. If resistance is 10 k/ohms or less, repair short to ground in Yellow/White wire. After repair, clear DTC(s) and retest system. Check wiper wiper run relay. See RELAYS under COMPONENT TESTS. If relay is good, go to next step. If faulty, replace relay, clear DTC(s) and retest system. Measure resistance of Yellow/White wire between 26-pin GEM connector terminal No. 19 and wiper run relay connector terminal No. 2. See Fig. 1 and Fig. 4 . If resistance is less than 5 ohms, replace GEM. If resistance is 5 ohms or greater, repair open in Yellow/White wire. After repair, clear DTC(s) and retest system. Using NGS tester, monitor PID WPMODE while turning wiper switch through all positions. If PID values agree with switch position, go to step 16). If PID values do not agree with switch position, go to next step. Turn ignition off. Disconnect multifunction switch 7-pin connector. Check wiper switch portion of multifunction switch. See WIPER SWITCH under COMPONENT TESTS. If switch is good, go to next step. If faulty, replace switch and retest system. Disconnect GEM 26-pin connector. Measure resistance of Gray/Red wire between GEM 26-pin connector terminal No. 21 and multifunction switch 7-pin connector. See Fig. 4 . If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair Yellow/Red wire as necessary, clear DTC(s) and retest system. With GEM 26-pin connector still disconnected, measure resistance of Light Blue/Orange wire between GEM 26-pin connector terminal No. 13 and multifunction switch 7-pin connector. See Fig. 4 . If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair Light Blue/Orange wire as necessary, clear DTC(s) and retest system. With GEM 26-pin connector still disconnected, measure resistance of Pink/Yellow wire between GEM 26-pin connector terminal No. 22 and multifunction switch 7-pin connector. See Fig. 4 . If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair Pink/Yellow wire as necessary, clear DTC(s) and retest system.

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

16. Turn ignition off. Disconnect high/low relay. Measure voltage at high/low relay connector terminal No. 5 (Red wire). See Fig. 1 . If reading is 10 volts or greater, reconnect high/low relay and go to next step. If reading is less than 10 volts, repair Red wire, clear DTC(s) and retest system. 17. Connect a jumper wire between high/low relay connector terminal No. 3 (Black/Pink wire) and terminal No. 4 (White wire). See Fig. 1 . If wipers do not operate, go to next step. If wipers operate, r eplace high/low relay, clear DTC(s) and retest system. 18. Turn ignition off. Disconnect wiper motor harness connector. Measure resistance of Black wire between wiper motor harness connector and ground. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair Black wire, clear DTC(s) and retest system. 19. Turn ignition off. Disconnect high/low relay. Turn ignition on. Using NGS tester, set active command WIPER RLY to ON. Measure voltage at high/low relay connector terminal No. 3 (Black/Pink wire). See Fig. 1 . If reading is 10 volts or greater, go to next step. If reading is less than 10 volts, repair Black/Pink wire, clear DTC(s) and retest system. 20. Turn ignition off. Remove wiper linkage from wiper motor. Check wiper linkage for free operation. If linkage is free of binding and operational resistance, check wiper motor. See WIPER MOTOR under COMPONENT TESTS. Replace motor if necessary. If linkage does not operate freely, repair as necessary. Reconnect linkage, clear DTC(s) and retest system.

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

Fig. 4: Identifying GEM/CTM 26-Pin Connector Terminals Courtesy of FORD MOTOR CO. TEST B: WIPERS STAY ON CONTINUOUSLY 1. Turn ignition off. Connect New Generation Star (NGS) tester (007-00500) to Data Link Connector (DLC). DLC is located under left side of instrument panel. Monitor PID IGN_GEM while turning the ignition switch through all its positions. If PID values agree with switch position, go to next step. If PID values do not agree with switch position, repair appropriate ignition switch circuit(s) and retest system. See WIRING DIAGRAMS . 2. Retrieve continuous DTCs stored in GEM. Clear continuous DTCs. Perform on-demand self-test and note all DTCs. If DTC(s) exist, service DTCs in numerical order. See TEST B DTC INDEX TABLE. If no DTCs exist, go to next step. TEST B DTC INDEX DTC B1342

Go To Step (1)

B1431 B1432 B1441 B1453 B1473 B1476 (1) Replace GEM, clear DTC(s) and retest system.

7 7 3 3 10 10

3. Turn ignition on. Using NGS tester, monitor PID WPMODE while turning wiper switch through all positions. If PID values agree with switch position, go to step 7). If PID values do not agree with switch position, go to next step. 4. Turn ignition off. Disconnect multifunction switch 7-pin connector. Check wiper switch portion of multifunction switch. See WIPER SWITCH . If switch is good, go to next step. If faulty, replace switch, clear DTC(s) and retest system. 5. Disconnect GEM 26-pin connector. Measure resistance of Light Blue/Orange wire between multifunction switch 7-pin connector and ground. If resistance is greater than 10 k/ohms, go to next step. If resistance is 10 k/ohms or less, repair short to ground in Light Blue/Orange wire. After repair, clear DTC(s) and retest system. 6. Disconnect GEM 26-pin connector. Measure resistance of Pink/Yellow wire between multifunction switch 7-pin connector and ground. If resistance is greater than 10 k/ohms, go to next step. If resistance is 10 k/ohms or less, Repair short to ground in Pink/Yellow wire. After repair, clear DTC(s) and retest system. 7. Turn ignition on. Using NGS tester, monitor PID WPRUN while toggling active command mode WIPER RLY. If WPRUN PID agrees with command mode and displays ON--- and OFF---, go to step 10). If WPRUN PID does not agree with command mode and displays OFF O-G, go to next step. 8. Turn ignition off. Remove and check wiper run relay. See RELAYS in COMPONENT TESTS . If relay Helpmelearn February-12-08 5:54:29 PM

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

10. 11.

12.

13.

is good, go to next step. If relay is faulty, replace relay, clear DTC(s), and retest system. Disconnect GEM 26-pin connector. Measure resistance of Yellow/White wire between run/park relay connector terminal No. 2 and ground. See Fig. 1 . If resistance is greater than 10 k/ohms, replace GEM. If resistance is 10 k/ohms or less, repair Yellow/White wire as necessary. After repair, clear DTC(s) and retest system. Turn ignition on. Turn wiper switch on. Remove wiper run relay. If wipers stop operating, replace wiper run relay. If wipers continue to operate, reconnect relay and go to next step. Turn ignition off. Disconnect wiper motor harness connector and high/low relay. Turn ignition on. Measure voltage at high/low relay connector terminal No. 5 (Dark Blue/Orange wire). See Fig. 1 . If no voltage is indicated, go to next step. If voltage is indi cated, repair Dark Blue/Orange wire, clear DTC(s) and retest system. Turn ignition off. Disconnect wiper motor harness connector and high/low relay. Turn ignition on. Measure voltage at high/low relay connector terminal No. 4 (White wire). See Fig. 1 . If no voltage is indicated, go to next step. If voltage is indicated, repair White wire, clear DTC(s) and retest system. Turn ignition off. Disconnect wiper motor harness connector and high/low relay. Turn ignition on. Measure voltage at high/low relay connector terminal No. 3 (Black/Pink wire). See Fig. 1 . If no voltage is indicated, replace wiper motor. If voltage is indicated, repair White wire. After repair, clear DTC(s) and retest system.

TEST C: WIPERS OPERATE AT INTERVAL SETTING BUT INOPERATIVE AT HIGH & LOW SPEED 1. Connect New Generation Star (NGS) tester (007-00500) to Data Link Connector (DLC). DLC is located under left side of instrument panel. Retrieve DTCs stored in GEM. Clear DTC(s). Perform on-demand self-test and note all DTCs. If DTC(s) exist, service DTCs in numerical order. See TEST C DTC INDEX TABLE. If no DTCs exist, go to next step. TEST C DTC INDEX DTC B1342

Go To Step (1)

B1434 B1436 B1438 B1441 B1466 B1473 B1476 (1) Replace GEM, clear DTC(s) and retest system.

8 8 2 2 2 2 2

2. Turn ignition off. Connect New Generation Star (NGS) tester (007-00500) to Data Link Connector (DLC). Monitor PID WPMODE while turning the wiper switch through all its positions. If PID values agree with switch position, go to step 8). If PID values do not agree with switch position, go to next step. 3. Turn ignition off. Disconnect multifunction switch 7-pin connector. Check wiper switch. See WIPER Helpmelearn February-12-08 5:54:29 PM

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

10. 11.

12. 13.

14.

15.

SWITCH under COMPONENT TESTS. If switch is good, go to next step. If faulty, replace switch, clear DTC(s) and retest system. Disconnect GEM 26-pin connector. Turn ignition on. Check Light Blue/Orange wire for voltage at multifunction switch harness connector. If no voltage is indicated, go to next step. If voltage is indicated, repair Light Blue/Orange wire. After repair, clear DTC(s) and retest system. Disconnect GEM 26-pin connector. Turn ignition on. Check Pink/Yellow wire for voltage at multifunction switch harness connector. If no voltage is indicated, go to next step. If voltage is indicated, repair Pink/Yellow wire. After repair, clear DTC(s) and retest system. Measure resistance of Light Blue/Orange wire between GEM 26-pin connector terminal No. 13 and multifunction switch 7-pin connector. See Fig. 4 . If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair Light Blue/Orange wire. After repair, clear DTC(s) and retest system. Measure resistance of Pink/Yellow wire between GEM 26-pin connector terminal No. 22 and multifunction switch 7-pin connector. See Fig. 4 . If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair Pink/Yellow wire. After repair, clear DTC(s) and retest system. Turn ignition on. Using NGS tester, monitor PID WPHISP while toggling active command mode SPEED RELAY. If WPHISP PID agrees with command mode and displays ON--- and OFF---, go to step 15). If WPHISP does not agree with command mode and displays OFF O-G, go to step 11). If WPHISP does not agree with command mode and displays ON-B, go to next step. Turn ignition off. Disconnect GEM 26-pin connector and high/low relay. Turn ignition on. Measure voltage at high/low relay connector terminal No. 2 (Gray/Light Blue wire). See Fig. 1 . If no voltage is indicated, go to next step. If voltage is indicated, repair short to power in Gray/Light Blue wire, clear DTC(s) and retest system. Turn ignition off. Remove high/low relay. Check high/low relay. See RELAYS under COMPONENT TESTS. If relay is good, go to next step. If faulty, replace high/low relay, clear DTC(s) and retest system. Turn ignition off. Disconnect high/low relay. Turn ignition on. Measure voltage at high/low relay connector terminal No. 1 (Red wire). See Fig. 1 . If reading is 10 volts or greater, go to next step. If reading is less than 10 volts, repair Red wire, clear DTC(s) and retest system. Turn ignition off. Remove high/low relay. Check high/low relay. See RELAYS under COMPONENT TESTS. If relay is good, go to next step. If faulty, replace high/low relay, clear DTC(s) and retest system. Disconnect GEM 26-pin connector. Measure resistance between high/low relay connector terminal No. 2 (Gray/Light Blue wire) and ground. See Fig. 1 . If resistance is greater than 10 k/ohms, go to next step. If resistance is 10 k/ohms or less, repair short to ground in Gray/Light Blue wire. Clear DTC(s) and retest system. Disconnect GEM 26-pin connector. Measure resistance of Gray/Light Blue wire between GEM 26-pin connector terminal No. 18 and high/low relay connector terminal No. 2. See Fig. 1 and Fig. 4 . If resistance is less than 5 ohms, replace GEM. If resistance is 5 ohms or greater, repair open in Gray/Light Blue wire. After repair, clear DTC(s) and retest system. Turn ignition off. Disconnect high/low relay. Connect a jumper wire between high/low relay connector terminal No. 3 (Black/Pink wire) and terminal No. 5 (Dark Blue/Orange wire). See Fig. 1 . Turn ignition on. Set wiper switch for high speed operation. Ob serve wiper operation. Move jumper wire from relay connector terminal No. 5 to terminal No. 4 (White wire). Turn wiper switch to low speed operation. If wipers do not operate at correct speeds, remove jumper wire and go to next step. If wipers operate at correct speeds, replace high/low relay, clear DTC(s) and retest system.

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

16. Turn ignition off. Disconnect wiper motor harness connector. Measure resistance of Dark Blue/Orange wire between high/low relay connector terminal No. 5 and wiper motor harness connector. See Fig. 1 . If resistance is less than 5 ohms, go to next step. If resistance is greater 5 ohms or greater, repair Dark Blue/Orange wire, clear DTC(s) and retest system. 17. Turn ignition off. Disconnect wiper motor harness connector. Measure resistance of White wire between high/low relay connector terminal No. 4 and wiper motor harness connector. See Fig. 1 . If resistance is less than 5 ohms, check wiper switch. See WIPER SWITCH under COMPONENT TESTS . If resistance is 5 ohms or greater, repair White wire, clear DTC(s) and retest system. TEST D: WIPERS INOPERATIVE AT INTERVAL SETTING BUT OPERATE AT HIGH & LOW SPEED 1. Connect New Generation Star (NGS) tester (007-00500) to Data Link Connector (DLC). DLC is located under left side of instrument panel. Retrieve DTCs stored in GEM. Clear DTC(s). Perform on-demand self-test and note all DTCs. If DTC(s) exist, service DTCs in numerical order. See TEST D DTC INDEX TABLE. If no DTCs exist, go to next step. TEST D DTC INDEX DTC B1342

Go To Step (1)

B1438 B1446 B1450 B1453 (1) Replace GEM, clear DTC(s) and retest system.

2 8 2 2

2. Turn ignition off. Connect New Generation Star (NGS) tester (007-00500) to Data Link Connector (DLC). DLC is located at instrument panel, below steering column. Monitor PID WPMODE while turning the wiper switch through all positions. If PID values agree with switch position, go to step 8). If PID values do not agree with switch position, go to next step. 3. Turn ignition off. Disconnect multifunction switch 7-pin connector. Check wiper switch. See WIPER SWITCH under COMPONENT TESTS. If switch is good, go to next step. If faulty, replace switch, clear DTC(s) and retest system. 4. Disconnect GEM 26-pin connector. Turn ignition on. Check Light Blue/Orange wire for voltage at multifunction switch harness connector. If no voltage is indicated, go to next step. If voltage is indicated, repair Light Blue/Orange wire, clear DTC(s) and retest system. 5. Check Pink/Yellow wire for voltage at multifunction switch harness connector. If no voltage is indicated, go to next step. If voltage is indicated, repair Pink/Yellow wire, clear DTC(s) and retest system. 6. Measure resistance of Light Blue/Orange wire between GEM 26-pin connector terminal No. 13 and multifunction switch 7-pin connector. See Fig. 4 . If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair Light Blue/Orange wire, clear DTC(s) and retest system. 7. Measure resistance of Pink/Yellow wire between GEM 26-pin connector terminal No. 22 and multifunction switch 7-pin connector. See Fig. 4 . If resistance of both wires is less than 5 ohms, replace Helpmelearn February-12-08 5:54:29 PM

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

10.

11.

12.

13.

14.

15.

GEM. If resistance is 5 ohms or greater, repair Pink/Yellow wire. After repair, clear DTC(s) and retest system. Turn ignition on. Using NGS tester, monitor and record PID WPPRKSW while wipers are operating. Using NGS view recorder function, view WPPRKSW graph. If WPPRKSW PID agrees with status of wipers, replace GEM, clear DTC(s) and retest system. If WPPRKSW PID does not agree with status of wipers, go to next step. Turn ignition off. Disconnect wiper motor harness connector. Measure resistance of Black wires (2) between wiper motor harness connector and ground. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair open in Black wire(s). Clear DTC(s) and retest system. Turn ignition off. Disconnect wiper motor harness connector. Measure voltage of Red wire at wiper motor harness connector. If reading is 10 volts or greater, go to next step. If reading is less than 10 volts, repair Red wire, clear DTC(s) and retest system. Turn ignition off. Disconnect GEM 26-pin connector and wiper run relay. Measure resistance of Black wire between GEM 26-pin connector terminal No. 15 and wiper motor harness connector. See Fig. 4 . If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair Black wire, clear DTC(s) and retest system. Measure resistance of Black wire between wiper run relay connector terminal No. 4 and wiper motor harness connector. See Fig. 1 . If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair Black wire, clear DTC(s) and retest system. Ensure GEM 26-pin connector is disconnected. Measure resistance of Black wire between wiper motor harness connector and ground. If resistance is less than 10 k/ohm, repair short to ground in Black wire. If resistance is less than 10 k/ohms, reconnect GEM harness connector and go to next step. Turn ignition on. Monitor PID WPPRKSW. Using a jumper wire, ground Black wire at wiper motor harness connector terminal No 2. See Fig. 5 . If PID indicates PARKED, remove jumper wire and go to next step. If PID does not indicate PARKED, replace GEM, clear DTC(s) and retest system. Monitor PID WPPRKSW. Using a jumper wire, apply battery voltage to Black wire at wiper motor harness connector terminal No. 2. See Fig. 5 . If PID indicates PARKED with Black wire is grounded and not PRK when battery voltage is applied, replace wiper motor. If PID does not indicate PARKED, replace GEM, clear DTC(s) and retest system.

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

Fig. 5: Identifying Front Wiper Motor Terminals Courtesy of FORD MOTOR CO. TEST E: WASHER PUMP & WIPERS DO NOT FUNCTION PROPERLY 1. Connect New Generation Star (NGS) tester (007-00500) to Data Link Connector (DLC). DLC is located under left side of instrument panel. Retrieve continuous DTCs stored in GEM. Clear continuous DTCs. Perform on-demand self-test and note all DTCs. If DTC(s) exist, service DTCs in numerical order. See TEST E DTC INDEX table. If no DTCs exist, go to next step. TEST E DTC INDEX DTC B1342

Go To Step (1)

B1450 B1453 B1458 B1460 (1) Replace GEM, clear DTC(s) and retest system.

2 2 8 8

2. Turn ignition on. Using NGS tester, monitor PID WPMODE while turning wiper switch through all positions. If PID values agree with switch position, go to next step. If PID values do not agree with switch position, go to step 5). 3. Turn ignition on. Using NGS tester, monitor PID WASH_SW. Press washer switch. If PID WASH_SW indicates ON when switch is pressed and OFF when switch is released, go to step 8). If PID WASH_SW does not indicate as described, go to next step. Helpmelearn February-12-08 5:54:29 PM

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

4. Turn ignition off. Disconnect multifunction switch 7-pin connector. Measure resistance between Gray/Red and Light Blue/Orange wires at multifunction switch 7-pin connector while depressing and releasing washer switch. If resistance is less than 5 ohms with switch depressed and greater than 10 k/ohms with switch released, go to next step. If resistance is not as specified, replace multifunction switch. Clear DTC(s) and retest system. 5. Turn ignition off. Disconnect multifunction switch 7-pin connector and GEM 26-pin connector. Measure voltage of Light Blue/Orange wire at multifunction switch 7-pin connector. If voltage is indicated, repair Light Blue/Orange wire, clear DTC(s) and retest system. If no voltage is indicated, go to next step. 6. Turn ignition off. Disconnect multifunction switch 7-pin connector and GEM 26-pin connector. Measure resistance of Light Blue/Orange wire between multifunction switch 7-pin connector and ground. If resistance is less than 10 k/ohms, go to next step. If resistance is greater than 10 k/ohms, repair open in Light Blue/Orange wire, clear DTC(s) and retest system. 7. Turn ignition off. Disconnect multifunction switch 7-pin connector and GEM 26-pin connector. Measure resistance of Light Blue/Orange wire between multifunction switch 7-pin connector and GEM 26-pin connector terminal No.13. See Fig. 4 . If resistance is less than 5 ohms, replace GEM. If resistance is 5 ohms or greater, repair open in Light Blue/Orange wire. After repair, retest system. 8. Turn ignition on. Using NGS tester, monitor PID WASHRLY while toggling active command WASHRLY. If WASHRLY PID agrees with command WASHRLY and displays ON--- and OFF---, go to step 16). If WASHRLY does not agree with command WASHRLY and displays OFFO-G, go to next step. If WASHRLY does not agree with command WASHRLY and displays ON-B-, go to step 14). 9. Turn ignition off. Check fuse No. 12 (10-amp) located at interior panel behind left kick panel. If fuse is good, go to next step. If faulty, replace fuse and retest system. If fuse blows again, repair short to ground. See WIRING DIAGRAMS . 10. Turn ignition off. Disconnect washer pump relay. Measure voltage at washer pump relay terminals No. 1 and 5 (both have White/Black wire). If both readings are 10 volts or greater, go to next step. If reading(s) is less than 10 volts, repair wire(s)as necessary, clear DTC(s) and retest system. 11. Check washer pump relay. See RELAYS under COMPONENT TESTS. If relay is good, go to next step. If faulty, replace relay, clear DTC(s) and retest system. 12. Disconnect GEM 26-pin connector. Measure resistance of Tan/Red wire between GEM 26-pin connector terminal No. 24 and washer pump relay terminal No. 2. See Fig. 1 and Fig. 4 . If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair open in Tan/Red wire, clear DTC(s) and retest system. 13. Measure resistance of Tan/Red wire between washer pump relay connector terminal No. 2 and ground. If resistance is greater than 10 k/ohms, replace GEM. If resistance is less than 10,000 ohms, repair Tan/Red wire, clear DTCs and retest system. 14. Turn ignition off. Disconnect washer pump relay and GEM 26-pin connector. Turn ignition on. Measure voltage of Tan/Red wire at washer pump relay connector terminal No. 2. See Fig. 1 . If voltage is indicated, repair short to power in Tan/Red wire. If no voltage is indicated, replace GEM. After repair, clear DTC(s) and retest system. 15. Check washer pump relay. See RELAYS under COMPONENT TESTS. If relay is good, replace GEM. If faulty, replay washer pump relay. After repair, clear DTC(s) and retest system. 16. Turn ignition off. Disconnect washer pump relay connector. Turn ignition on. Connect a jumper wire between washer pump relay terminal No. 1 (White/Black wire) and terminal No. 3 (Black/White wire). See Fig. 1 . If washer pump does not operate, remove jumper wire and go to next step. If washer pump Helpmelearn February-12-08 5:54:29 PM

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

operates, replace washer pump relay. After repair, clear DTC(s) and retest system. 17. Turn ignition off. Disconnect washer pump harness connector. Measure resistance of Black/White wire between washer pump harness connector and washer pump relay terminal No. 3. See Fig. 1 . If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair open in Black/White wire, clear DTC(s) and retest system. 18. Measure resistance of Black wire between washer pump harness connector and ground. If resistance is less than 5 ohms, replace washer pump. If resistance is 5 ohms or greater, repair Black wire and ground connection as necessary. After repair, clear DTC(s) and retest system. TEST F: SPEED DEPENDENT INTERVAL MODE INOPERATIVE 1. Connect New Generation Star (NGS) tester (007-00500) to Data Link Connector (DLC). DLC is located under left side of instrument panel. Retrieve continuous DTCs stored in GEM. If No DTC(s) exist or DTC P0500 exists, go to next step. If DTC B1342 exists, replace GEM, clear DTC(s) and retest system. 2. Using NGS tester, set active command SPEED RLY to ON. Monitor PID VSS_GEM while driving vehicle 0-55 MPH. If PID VSS_GEM agrees with speedometer, replace GEM, clear DTC(s) and retest system. If PID VSS_GEM does not agree with speedometer, go to next step. 3. Turn ignition off. Disconnect Vehicle Speed Sensor (VSS) harness connector. VSS is located on transmission. Measure resistance of Pink/Orange wire between VSS harness connector and ground. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair open in Pink/Orange wire, clear DTC(s) and retest system. 4. Disconnect GEM 18-pin harness connector. Measure resistance of Gray/Black wire between VSS harness connector and GEM 18-pin connector terminal No. 9. See Fig. 6 . If resistance is less than 5 ohms, replace VSS. If resistance is 5 ohms or greater, repair open in Gray/Black wire. After repair, clear DTC(s) and retest system

Fig. 6: Identifying GEM 18-Pin Connector Terminals Courtesy of FORD MOTOR CO. TEST G: WIPERS OPERATE AT HIGH SPEED ONLY Helpmelearn February-12-08 5:54:29 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

1. Connect New Generation Star (NGS) tester (007-00500) to Data Link Connector (DLC). DLC is located under left side of instrument panel. Retrieve continuous DTC(s) stored in GEM. If DTC(s) exist, service DTC(s) in numerical order. See TEST G DTC INDEX TABLE. If no DTC(s) exist, go to next step. TEST G DTC INDEX DTC B1342

Go To Step (1)

B1434 B1473 (1) Replace GEM, clear DTC(s) and retest system.

10 2

2. Turn ignition on. Using NGS tester, monitor PID WPMODE while moving wiper switch through all positions. If PID WPMODE does not agree with all switch positions, go to next step. If PID WPMODE agrees with all switch positions, go to step 10). 3. Turn ignition off. Disconnect multifunction switch 7-pin connector. Check wiper switch. See WIPER SWITCH under COMPONENT TESTS. If switch is good, go to next step. If faulty, replace multifunction switch, clear DTC(s) and retest system. 4. Disconnect GEM 26-pin connector. Turn ignition on. Measure voltage of Light Blue/Orange wire at multifunction switch 7-pin connector. If no voltage is indicated, go to next step. If voltage is indicated, repair short to power in Light Blue/Orange wire, clear DTC(s) and retest system. 5. Measure voltage of Pink/Yellow wire at multifunction switch 7-pin connector. If no voltage is indicated, go to next step. If voltage is indicated, repair short to power in Pink/Yellow wire, clear DTC(s) and retest system. 6. Turn ignition off. Measure resistance of Light Blue/Orange wire between GEM 26-pin connector terminal No. 13 and multifunction switch 7-pin connector. See Fig. 4 . If resistance is less than 5 ohms, go to next step. If resistance 5 ohms or greater, repair open in Light Blue/Orange wire, clear DTC(s) and retest system. 7. Measure resistance of Pink/Yellow wire between GEM 26-pin connector terminal No. 22 and multifunction switch 7-pin connector. See Fig. 4 . If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair open in Pink/Yellow wire, clear DTC(s) and retest system. 8. Measure resistance of Pink/Yellow wire between multifunction switch 7-pin connector and ground. If resistance is greater than 10 k/ohms, go to next step. If resistance is less than 10 k/ohms, repair short to ground in Pink/Yellow wire, clear DTC(s) and retest system. 9. Measure resistance of Gray/Red wire between multifunction switch 7-pin connector and ground. If resistance is greater than 10 k/ohms, replace GEM. If resistance is less than 10 k/ohms, repair short to ground in Gray/Red wire, clear DTC(s) and retest system. 10. Using NGS tester, toggle active command SPEED RLY ON and OFF. Monitor PID WPHISP. If PID WPHISP indicates ON--- and OFF---, go to step 16). If PID WPHISP indicates OFFO-G, go to step 13). If PID WPHISP indicates ON-B, go to next step. 11. Turn ignition off. Disconnect GEM 26-pin connector and wiper high/low relay. Turn ignition on. Measure voltage at high/low relay connector terminal No. 2 (Gray/Light Blue wire). See Fig. 1 . If no voltage is indicated, go to next step. If voltage is indicated, repair short to power in Gray/Light Blue wire, clear DTC(s) and retest system. Helpmelearn February-12-08 5:54:29 PM

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

12. Turn ignition off. Remove wiper high/low relay. Check high/low relay. See RELAYS under COMPONENT TESTS. If relay is good, replace GEM. If faulty, replace high/low relay. After repair, clear DTC(s) and retest system. 13. Turn ignition off. Disconnect wiper high/low relay. Turn ignition on. Measure voltage at high/low relay connector terminal No. 1 (Red wire). See Fig. 1 . If voltage is indicated, go to next step. If no voltage is indicated, repair Red wire, clear DTC(s) and retest system. 14. Turn ignition off. Remove wiper high/low relay. Check high/low relay. See RELAYS under COMPONENT TESTS. If relay is good, go to next step. If faulty, replace high/low relay, clear DTC(s) and retest system. 15. Disconnect GEM 26-pin connector. Measure resistance of Gray/Light Blue wire between high/low relay connector terminal No. 2 and ground. See Fig. 1 . If resistance is greater than 10 k/ohms, replace GEM. If resistance is less than 10 k/ohms, repair short to ground in Gray/Light Blue wire. After repair, clear DTC (s) and retest system. 16. Turn ignition off. Remove wiper high/low relay. Connect jumper wire between high/low relay connector terminals No. 3 and 4. See Fig. 1 . Set wiper switch for low speed operation. Turn ignition on. If wipers do not operate at low speed, remove jumper wire and go to next step. If wipers operate at low speed, replace wiper high/low relay, clear DTC(s) and retest system. 17. Turn ignition off. Disconnect wiper motor harness connector. Measure resistance of White wire between wiper high/low relay connector terminal No. 4 and wiper motor harness connector terminal No. 5. See Fig. 1 and Fig. 5 . If resistance is less than 5 ohms, check wiper motor. WIPER MOTOR under COMPONENT TESTS. If resistance 5 ohms or greater, repair open in white wire. After repair, clear DTC (s) and retest system. TEST H: REAR WIPER STAYS ON CONTINUOUSLY 1. Connect New Generation Star (NGS) tester (007-00500) to Data Link Connector (DLC). DLC is located under left side of instrument panel. Monitor PID IGN_GEM while turning the ignition switch through all its positions. If PID values agree with switch position, go to next step. If PID values do not agree with switch position, repair appropriate ignition switch circuit(s) and retest system. See WIRING DIAGRAMS . 2. Retrieve continuous DTC(s) stored in GEM. Clear continuous DTC(s). Following NGS tester manufacturer's instructions, perform on-demand self-test and note all DTC(s). If DTC(s) exist, service DTC(s) in numerical order. See TEST H DTC INDEX TABLE. If no DTC(s) exist, go to next step. TEST H DTC INDEX DTC B1342

Go To Step (1)

B1614 (1) Replace GEM, clear DTC(s) and retest system.

3. Disconnect rear wiper switch harness connector. Measure resistance between rear wiper switch terminals No. 2 and 5 while moving rear wiper switch through all positions. See Fig. 7 . See REAR WIPER SWITCH RESISTANCE TEST TABLE. If resistance is as specified, go to next step. If resistance is not as specified, replace rear wiper switch, clear DTC(s) and retest system. Helpmelearn February-12-08 5:54:29 PM

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

REAR WIPER SWITCH RESISTANCE TEST Switch Position Off First Interval Delay Second Interval Delay High

Resistance (Ohms) 9100 2420 431 110

Fig. 7: Identifying Rear Wiper Switch Terminals Courtesy of FORD MOTOR CO. 4. Disconnect GEM 16-pin harness connector. Measure resistance of Pink/Light Blue wire between GEM 16-pin harness connector and ground. See Fig. 8 . If resistance is greater than 10 k/ohms, replace GEM. If resistance is less than 10 k/ohms, repair short to ground in Pink/Light Blue wire. After repair, clear DTC (s) and retest system.

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

Fig. 8: Identifying GEM 16-Pin Connector Terminals Courtesy of FORD MOTOR CO. TEST J: REAR WASHER PUMP & WIPER DO NOT FUNCTION PROPERLY 1. Check fuse no. 12 (10-amp) located at interior fuse panel behind left side kick panel. See Fig. 3 . If fuse is good, go to next step. If faulty, replace fuse and retest system. If fuse fails again, repair short to ground. See WIRING DIAGRAMS . Clear DTC(s) and retest system. 2. Connect New Generation Star (NGS) tester (007-00500) to Data Link Connector (DLC). DLC is located under left side of instrument panel. Monitor PID R_WP_MD while pressing washer switch. If PID R_WP_MD does not indicate WASH, go to next step. If PID R_WP_MD indicates WASH, go to step 4). 3. Disconnect rear wiper switch harness connector. Measure resistance between rear wiper switch terminals No. 2 and 5 while pressing rear washer switch. See Fig. 7 . If resistance is less than 5 ohms, replace GEM. If resistance is 5 ohms or greater, replace rear wiper switch. After repair, clear DTC(s) and retest system. 4. Disconnect rear washer pump harness connector. Measure resistance of Black wire between washer pump connector and ground. If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair Black wire, clear DTC(s) and retest system. 5. Turn ignition on. Measure voltage of Purple/Light Green wire at rear washer pump harness connector. If reading is less than 10 volts, go to next step. If reading is 10 volts or greater, replace rear washer pump, clear DTC(s) and retest system. 6. Turn ignition off. Disconnect rear wiper switch harness connector. Turn ignition on. Measure voltage at rear wiper switch harness connector terminal No. 4 (White/Black wire). See Fig. 7 . If reading is 10 volts or greater, go to next step. If reading is less than 10 volts, repair White/Black wire, clear DTC(s) and retest system. 7. Turn ignition off. Measure resistance between rear wiper switch connector terminals No. 1 and 4. See Fig. 7 . If resistance is 5 ohms or greater, replace rear wiper switch. If resistance is less than 5 ohms, repair Purple/Light Green wire as necessary. After repair, clear DTC(s) and retest system. Helpmelearn February-12-08 5:54:30 PM

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

TEST K: REAR WIPER INOPERATIVE 1. Connect New Generation Star (NGS) tester (007-00500) to Data Link Connector (DLC). DLC is located under left side of instrument panel. Monitor PID IGN_GEM while turning the ignition switch through all its positions. If PID values agree with switch position, go to next step. If PID values do not agree with switch position, check all wiring circuits and components. See WIRING DIAGRAMS and COMPONENT TESTS . Repair or replace as necessary and retest system. 2. Retrieve continuous DTC(s) stored in GEM. Clear continuous DTC(s). Following NGS tester manufacturer's instructions, perform on-demand self-test and note all DTC(s). If DTC(s) exist, service DTC(s) in numerical order. See TEST K DTC INDEX TABLE. If no DTC(s) exist, go to step 16). TEST K DTC INDEX DTC B1342

Go To Step (1)

B1314 B1315 B1316 B1331 B1334 B1611 B1618 B1619 B1814 B1820 B1839 B1894 (1) Replace GEM, clear DTC(s) and retest system.

8 8 35 8 3 16 3 15 35 20 15 16

3. Verify that liftgate and liftgate glass are closed. Turn ignition on. Using NGS tester, monitor PID LGATESW. If PID LGATESW indicates AJAR, go to next step. If PID LGATESW does not indicate AJAR, go to step 8). 4. Turn ignition off. Disconnect rear wiper disable switch. Switch is located in liftgate under window latch. Turn ignition on. Monitor PID LGATESW. If PID LGATESW indicates AJAR, go to next step. If PID LGATESW does not replace liftgate wiper disable switch, clear DTC(s) and retest system. 5. Turn ignition off. Disconnect right hand liftgate ajar switch. Switch is located in right side of liftgate under trim panel. Turn ignition on. Monitor PID LGATESW. If PID LGATESW indicates AJAR, go to next step. If PID LGATESW does not replace right hand liftgate ajar switch, clear DTC(s) and retest system. 6. Turn ignition off. Disconnect left hand liftgate ajar switch. Switch is located in left side of liftgate under trim panel. Turn ignition on. Monitor PID LGATESW. If PID LGATESW indicates AJAR, go to next step. If PID LGATESW does not replace left hand liftgate ajar switch, clear DTC(s) and retest system. 7. Turn ignition off. Disconnect GEM 26-pin connector. Measure resistance of White/Purple wire between GEM 26-pin connector terminal No. 4 and ground. See Fig. 4 . If resistance is greater than 10 k/ohms, Helpmelearn February-12-08 5:54:30 PM

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

10.

11. 12.

13. 14.

15.

replace GEM. If resistance is less than 10 k/ohms, repair short to ground in White/Purple wire. After repair, clear DTC(s) and retest system. Turn ignition on. Using NGS tester, toggle active command BATT SAV on and off. If PID BATT SAV agrees with active command, go to step 15). If PID BATT SAV indicates OFFO-G, go to next step. If PID BATT SAV indicates ON-B, go to step 13). Turn ignition off. Check fuse No. 8 (30-amp) located in power distribution box. If fuse is good, go to next step. If faulty, replace fuse and retest system. If fuse fails again, repair short to ground. See WIRING DIAGRAMS . Disconnect battery saver relay. Battery saver relay is located in relay module under center of instrument panel. Measure voltage at battery saver relay terminal No. 1 (Black/White wire). See Fig. 1 . If reading is 10 volts or greater, go to next step. If reading is less than 10 volts, repair Black/White wire, clear DTC(s) and retest system. Check battery saver relay. See RELAYS under COMPONENT TESTS. If relay is good, go to next step. If faulty, replace relay, clear DTC(s) and retest system. Disconnect GEM 18-pin connector. Measure resistance of Tan/Yellow wire between battery saver relay connector terminal No. 2 and GEM 18-pin connector terminal No. 8. See Fig. 1 and Fig. 6 . If resistance is 5 ohms or less, replace GEM. If resistance is greater than 5 ohms, repair open in Tan/Yellow wire, clear DTC(s) and retest system. Check battery saver relay. See RELAYS under COMPONENT TESTS. If relay is good, go to next step. If faulty, replace relay, clear DTC(s) and retest system. Disconnect GEM 18-pin connector. Turn ignition on. Measure voltage at battery saver relay connector terminal No. 2 (Tan/Yellow wire). See Fig. 1 . If no voltage is indicated, replace GEM. If voltage is indicated, repair short to power in Tan/Yellow wire. After repair, clear DTC(s) and retest system. Turn ignition off. Disconnect rear wiper up relay and rear wiper down relay. Measure resistance between connector terminal No. 4 (Black wire) and ground of each relay connector. See Fig. 1 . If resistance at both terminals in 5 ohms or less, reconnect relays and go to step 33). If resistance is greater than 5 ohms at either location, repair Black wire(s) as necessary. After repair, clear DTC(s) and retest system. NOTE:

PID R_WP_MD should indicate low when switch in high position.

16. Using NGS tester, monitor PID R_WP_MD while turning rear wiper switch through all its positions. If PID values do not agree with switch position, go to next step. If PID values agree with switch position, go to step 20). 17. Turn ignition off. Disconnect rear wiper switch harness connector. Measure resistance between rear wiper switch terminals No. 2 and 5 while moving rear wiper switch through all positions. See Fig. 7 . See REAR WIPER SWITCH RESISTANCE TEST TABLE. If resistance is a s specified, go to next step. If resistance is not as specified, replace rear wiper switch, clear DTC(s) and retest system. REAR WIPER SWITCH RESISTANCE TEST Switch Position Off First Interval Delay Second Interval Delay High

Resistance (Ohms) 9100 2420 431 110

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

18. Disconnect GEM 26-pin harness connector. Measure resistance of Gray/Red wire between GEM 26-pin connector terminal No. 21 and rear wiper switch harness connector terminal No. 5. See Fig. 4 and Fig. 7 . If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Gray/Yellow wire, clear DTC(s) and retest system. 19. Disconnect GEM 16-pin harness connector. Measure resistance of Pink/Black wire between GEM 16-pin connector terminal No. 12 and rear wiper switch harness connector terminal No. 2. See Fig. 7 and Fig. 8 . If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Pink/Black wire, clear DTC(s) and retest system. 20. Using NGS tester, toggle rear wiper active command UP RELAY on and off. Monitor PID R_WP_UP. If PID R_WP_UP indicates ON--- and OFF---, go to step 31). If PID R_WP_UP indicates OFFO-G, go to next step. If PID R_WP_UP indicates ON-B-, go to step 29). 21. Disconnect rear wiper up relay. Relay is located in auxiliary relay box No.1 on left side of engine compartment. Measure voltage at rear wiper up relay connector terminal No. 2. See Fig. 1 . If reading is 10 volts or greater, go to step 26). If reading is less than 10 volts, go to next step. 22. Turn ignition on. Measure voltage at power feed side (terminal nearest center of panel) of fuse No. 23 (10-amp) located at interior fuse panel behind left kick panel. See Fig. 3 . If reading is less than 10 volts, go to next step. If reading is 10 volts or greater, check fuse. If faulty, test for short to ground. See WIRING DIAGRAMS . Repair wiring as necessary, replace fuse, clear DTC(s) and retest system. 23. Turn ignition off. Check fuse No. 8 (30-amp) located in power distribution box. If fuse is good, go to next step. If faulty, replace fuse and retest system. If fuse fails again, repair short to ground. See WIRING DIAGRAMS . 24. Disconnect battery saver relay. Battery saver relay is located in relay module behind center of center of instrument panel. Measure voltage at battery saver relay terminals No. 1 and 5 (both have Black/White wire). See Fig. 1 . If reading is 10 volts or greater, go to next step. If reading is less than 10 volts, repair Black/White wire(s), clear DTC(s) and retest system. 25. Check battery saver relay. See RELAYS under COMPONENT TESTS. If relay is good, repair Pink wire between battery saver relay connector and interior fuse panel. If faulty, replace battery saver relay, clear DTC(s) and retest system. 26. Check rear wiper up relay. See RELAYS under COMPONENT TESTS. If relay is good, go to next step. If faulty, replace rear wiper up relay, clear DTC(s) and retest system. 27. Disconnect GEM 16-pin connector. Measure resistance of Light Green wire between rear wiper up relay connector terminal No. 1 and GEM 16-pin connector terminal No. 8. See Fig. 1 and Fig. 8 . If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Light Green wire, clear DTC(s) and retest system. 28. Measure resistance of Light Green wire between GEM 16-pin connector terminal No. 8 and ground. See Fig. 8 . If resistance is greater than 10 k/ohms, replace GEM. If resistance is less than 10 k/ohms, repair short to ground in Light Green wire. After repair, clear DTC(s) and retest system. 29. Turn ignition off. Disconnect rear wiper up relay connector and GEM 16-pin connector. Measure voltage at rear wiper up relay connector terminal No. 1. See Fig. 1 . If no voltage is indicated, go to next step. If voltage is indicated, repair short to power in Light Green wire, clear DTC(s) and retest system. 30. Check rear wiper up relay. See RELAYS under COMPONENT TESTS. If relay is good, replace GEM. If faulty, replace rear wiper up relay. After repair, clear DTC(s) and retest system. 31. Turn ignition off. Disconnect rear wiper motor harness connector. Using NGS tester, set active command UP RELAY to ON. Measure voltage at rear wiper motor harness connector terminal No. 1 (White/Orange Helpmelearn February-12-08 5:54:30 PM

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

32.

33.

34.

35.

36.

37. 38.

39.

40. 41.

42.

43.

44.

45.

wire). See Fig. 9 and Fig. 10 . If resistance is less than 10 volts, go to next step. If reading is 10 volts or greater, go to step 35). Measure resistance of White/Orange wire between wiper up relay connector terminal No. 3 and rear wiper motor harness connector terminal No. 1. See Fig. 1 , 91 and 92.If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in White/Orange wire, clear DTC(s) and retest system. Turn ignition off. Check fuse No. 2 (15-amp) located in power distribution box. If fuse is good, go to next step. If faulty, replace fuse and retest system. If fuse fails again, repair short to ground. See WIRING DIAGRAMS . Measure voltage at rear wiper up relay connector terminal No. 5 (White/Purple wire). See Fig. 1 . If reading is 10 volts or greater, replace rear wiper up relay. If reading is less than 10 volts, repair White/Purple wire as necessary. After repair, clear DTC(s) and retest system. Using NGS tester, toggle active command DWN RELAY on and off. If PID R_WP_DN indicates ON--and OFF---, go to step 41). If PID R_WP_DN indicates OFFO-G, go to next step. If PID R_WP_DN indicates ON-B-, go to step 39). Turn ignition off. Disconnect rear wiper down relay. Turn ignition on. Measure voltage at rear wiper down relay connector terminal No. 2. See Fig. 1 . If reading is 10 volts or greater, go to next step. If resistance is less than 10 volts, go to step 22). Check rear wiper down relay. See RELAYS under COMPONENT TESTS. If relay is good, go to next step. If faulty, replace rear wiper down relay. After repair, clear DTC(s) and retest system. Disconnect GEM 16-pin harness connector. Measure resistance of Tan wire between GEM 16-pin connector terminal No. 10 and rear wiper down relay connector terminal No. 1. See Fig. 1 and Fig. 8 . If resistance is 5 ohms or less, replace GEM. If resistance is greater than 5 ohms, repair open in Tan wire. After repair, clear DTC(s) and retest system. Turn ignition off. Disconnect rear wiper up relay and GEM 16-pin harness connector. Measure voltage at rear wiper up relay connector terminal No. 1 (Tan wire). See Fig. 1 . If no voltage is indicated, go to next step. If voltage is indicated, repair short to power in Tan wire, clear DTC(s) and retest system. Check rear wiper down relay. See RELAYS under COMPONENT TESTS. If relay is good, replace GEM. If faulty, replace rear wiper down relay. After repair, clear DTC(s) and retest system. Turn ignition off. Disconnect rear wiper motor harness connector. Turn ignition on. Using NGS tester, set rear wiper active command DWN RELAY to ON. Measure voltage at rear wiper motor harness connector terminal No. 2 (Black/Light Blue wire). See Fig. 9 and Fig. 10 . If reading is 10 volts or greater, go to step 45). If reading is less than 10 volts, go to next step. Disconnect rear wiper down relay. Measure resistance of Black/Light Blue wire between wiper down relay connector terminal No. 3 and rear wiper motor harness connector terminal No. 2. See Fig. 1 and Fig. 9 . If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Black/Light Blue wire, clear DTC(s) and retest system. Turn ignition off. Check fuse No. 2 (15-amp) located in power distribution box. If fuse is good, go to next step. If faulty, replace fuse and retest system. If fuse fails again, repair short to ground. See WIRING DIAGRAMS . Measure voltage at rear wiper down relay connector terminal No. 5 (White/Purple wire). See Fig. 1 . If reading is 10 volts or greater, replace rear wiper down relay. If reading is less than 10 volts, repair White/Purple wire. After repair, retest system. Turn ignition off. Disconnect rear wiper up and rear wiper down relays. Measure resistance of Black wire

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

between each relay connector and ground. If resistances are 5 ohms or less, replace rear wiper motor. If either resistance is greater than 5 ohms, repair Black wire(s), clear DTC(s) and retest system. TEST L: REAR WIPER DOES NOT FUNCTION PROPERLY 1. Connect New Generation Star (NGS) tester (007-00500) to Data Link Connector (DLC). DLC is located under left side of instrument panel. Retrieve continuous DTC(s) stored in GEM. Clear continuous DTC (s). Following NGS tester manufacturer's instructions, perform on-demand self-test and note all DTC(s). If DTC(s) exist, service DTC(s) in numerical order. See TEST L DTC INDEX TABLE. If no DTC(s) exist, go to next step. TEST L DTC INDEX DTC B1342

Go To Step (1)

B1611 B1614 B1619 B1622 B1822 B1825 B1826 B1829 (1) Replace GEM, clear DTC(s) and retest system.

2 2 18 13 6 6 13 18

2. Monitor PID R_WP_MD while turning rear wiper switch through all its positions. If PID R_WP_MD agrees with switch positions, go to step 6). If PID R_WP_MD do not agree with switch positions, go to next step. 3. Turn ignition off. Disconnect rear wiper switch harness connector. Measure resistance between rear wiper switch terminals No. 2 and 5 while moving rear wiper switch through all positions. See Fig. 7 . See REAR WIPER SWITCH RESISTANCE TEST TABLE. If resistance is a s specified, go to next step. If resistance is not as specified, replace rear wiper switch, clear DTC(s) and retest system. REAR WIPER SWITCH RESISTANCE TEST Switch Position Off First Interval Delay Second Interval Delay High

Resistance (Ohms) 9100 2420 431 110

4. Disconnect GEM 16-pin harness connector. Measure resistance of Pink/Black wire between rear wiper switch harness connector terminal No. 2 and ground. See Fig. 7 . If resistance is greater than 10 k/ohms, go to next step. If resistance is less than 10 k/ohms, repair short to ground in Pink/Black wire, clear DTC (s) and retest system. Helpmelearn February-12-08 5:54:30 PM

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

5. Measure resistance of Gray/Red wire between rear wiper switch harness connector terminal No. 5 and ground. See Fig. 7 . If resistance is greater than 10 k/ohms, go to next step. If resistance is less than 10 k/ohms, repair short to ground in Gray/Red wire, clear DTC(s) and retest system. 6. Monitor PID R_WP_PK. Turn wiper switch on and off. On vehicles manufactured through 6/28/96, if PID R_WP_PK indicates PARKED when switch is on and indicates notPARKED when switch is off, go to step 13). On vehicles manufactured after to 6/28/96, if PID response is as described, go to step 12). If PID response is not as described, go to next step. 7. Turn ignition off. Disconnect rear wiper motor harness connector and GEM 16-pin harness connector. Measure resistance of Pink/Yellow wire between GEM 16-pin connector terminal No. 4 and rear wiper motor harness connector terminal No. 5 (terminal No. 3 if manufactured after 6/28/96). See Fig. 8 , Fig. 9 and Fig. 10 . If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Pink/Yellow wire, clear DTC(s) and retest system.

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

Fig. 9: Identifying Rear Wiper Motor Terminals Manufactured Through 6/28/96 Courtesy of FORD MOTOR CO.

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

Fig. 10: Identifying Rear Wiper Motor Terminals Manufactured After 6/28/96 Courtesy of FORD MOTOR CO. 8. Measure resistance of Pink/Yellow wire between GEM 16-pin connector terminal No. 4 and ground. If resistance is greater than 10 k/ohms, go to next step. If resistance is less than 10 k/ohms, repair short to ground in Pink/Yellow wire, clear DTC(s) and retest system. 9. Measure resistance of Black wire between rear wiper motor harness connector terminal No. 6 (terminal No. 4, if manufactured after 6/28/96). See Fig. 9 and Fig. 10 . If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair Pink/Yellow wire between GEM and wiper motor. Clear DTC(s) and retest system. 10. Place wiper arm in parked position. Measure resistance between rear wiper motor harness connector terminals No. 5 and 6 (terminals No. 2 and 3, if manufactured after 6/28/96). See Fig. 9 and Fig. 10 . If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, replace rear wiper motor, clear DTC(s) and retest system. 11. Place wiper arm in any non-parked position. Measure resistance between rear wiper motor harness connector terminals No. 5 and 6 (terminals No. 2 and 3, if manufactured after 6/28/96). See Fig. 9 and Fig. 10 . If resistance is greater than 10 k/ohms, replace GEM. If resist ance is less than 10 k/ohms, replace rear wiper motor. After repair, clear DTC(s) and retest system. 12. Turn ignition off. Remove wiper linkage from wiper motor. Check wiper linkage for free operation. If linkage is free binding and operational resistance, check wiper motor. See WIPER MOTOR under COMPONENT TESTS. If linkage does not operate freely, repair as necessary. Reconnect linkage, clear DTC(s) and retest system. Helpmelearn February-12-08 5:54:30 PM

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

NOTE:

Test steps 13)-22) apply only to vehicles manufactured 4/1/96-6/28/96.

13. Monitor PID R_WP_MD. Set active command UP RELAY to ON. If PID R_WP_MD indicates WPHIGH, go to step 18. If PID R_WP_MD does not indicate WPHIGH, go to next step. 14. Turn ignition off. Disconnect rear wiper motor harness connector and GEM 16-pin harness connector. Measure resistance of Dark Green/Purple wire between rear wiper motor harness connector terminal No. 1 and GEM 16-pin harness connector terminal No. 6. See Fig. 8 , Fig. 9 and Fig. 10 . If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Dark Green/Purple wire, clear DTC(s) and retest. 15. Turn ignition on. Measure voltage at GEM 16-pin harness connector terminal No. 6. See Fig. 8 . If no voltage is indicated, go to next step. If voltage is indicated, repair short to power in Dark Green/Purple wire. Clear DTC(s) and retest system. 16. Measure resistance between GEM 16-pin harness connector terminal No. 6 (Light Blue wire) and ground. See Fig. 8 . If resistance is greater than 10 k/ohms, go to next step. If resistance is less than 10 k/ohms, repair short to ground in Light Blue wire. Clear DTC(s) and retest system. 17. Disconnect rear wiper motor harness connector. Measure resistance between wiper motor Black wire and Pink/Yellow wire terminals. If resistance is less than 5 ohms, replace GEM. If resistance is greater than 5 ohms, replace rear wiper motor. After repair, clear DTC(s) and retest system. 18. Monitor PID R_WP_MD. Set active command DWN RELAY to ON. If PID R_WP_MD indicates WPLOW, check wiper motor. See WIPER MOTOR under COMPONENT TESTS. If PID R_WP_MD does not indicate WPLOW, go to next step. 19. Turn ignition off. Disconnect GEM 16-pin connector and rear wiper motor connector. Measure resistance of Dark Green/Purple wire between GEM 16-pin connector terminal No. 6 and ground. See Fig. 8 . If resistance is greater than 10 k/ohms, go to next step. If resistance is less than 10 k/ohms, repair short to ground in Dark Green/Purple wire, clear DTC(s) and retest system. 20. Measure resistance of Light Blue wire between GEM 16-pin connector terminal No. 7 and rear wiper motor connector terminal No. 2. See Fig. 8 , Fig. 9 and Fig. 10 . If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Light Blue wire, clear DTC(s) and retest system. 21. Measure voltage at GEM 16-pin connector terminal No. 7 (Light Blue wire). See Fig. 8 . If no voltage is indicated, go to next step. If voltage is indicated, repair short to power in Light Blue wire, clear DTC(s) and retest system. 22. Measure resistance between rear wiper motor terminals No. 2 and 6. If resistance is 5 ohms or less, replace GEM. If resistance is greater than 5 ohms, replace rear wiper motor. After repair, clear DTC(s) and retest system. TEST M: WIPERS INOPERATIVE NOTE:

TESTS M-R apply to Central Timer Module (CTM) controlled wiper/washer systems.

1. Check fuse No. 16 (30-amp) at junction fuse/relay panel. If fuse is good, go to next step. If faulty, replace fuse, clear any Diagnostic Trouble Codes (DTCs) and test system for proper operation. 2. Remove key from ignition switch. Connect jumper wire between CTM test connector terminals. CTM output test mode is now active. Retrieve DTCs stored in CTM. If DTC(s) exist, service DTCs in Helpmelearn February-12-08 5:54:30 PM

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

numerical order. See TEST M DTC INDEX TABLE. Remove jumper wire to exit CTM output test mode. If no DTCs exist, go to next step. TEST M DTC INDEX DTC 12 13 14

Go To Step 3 3 (1)

(1)

Replace CTM, clear DTC(s) and retest system.

3. Enter CTM self-diagnostics. See SELF-DIAGNOSTICS . Monitor CTM tone while turning wiper switch through all positions. If tone activates in all switch positions, exit test mode and go to step 8). If tone does not activate in all switch positions, exit test mode and go to next step. 4. Turn ignition off. Disconnect multifunction switch 7-pin connector. Check wiper portion of multifunction switch. See WIPER SWITCH under COMPONENT TESTS . If switch is good, go to next step. If faulty, replace multifunction switch, clear DTC(s) and retest system. 5. Disconnect CTM 26-pin connector. Measure resistance of Light Blue/Orange wire, Gray/Red wire and Pink/Yellow wire between CTM 26-pin connector and multifunction switch 7-pin connector. If resistances are 5 ohms or less, go to next step. If resistance of any wire(s) is greater than 5 ohms, repair wire(s) as necessary. Clear DTC(s) and retest system. 6. Turn ignition on. Measure voltage at multifunction switch 7-pin connector Light Blue/Orange and Pink/Yellow wire terminals. If readings are less than 10 volts, go to next step. If reading(s) is 10 volts or greater, repair wire(s) for short to battery power. Clear DTC(s) and retest system. 7. Turn ignition off. Disconnect CTM 26-pin connector. Measure resistance of Light Blue/Orange wire, Gray/Red wire and Pink/Yellow wire between CTM 26-pin connector and ground. If resistances are 10 k/ohms or greater, replace CTM. If resistance of any wire(s) is less than 10 k/ohms, repair wire(s) as necessary. After repair, clear DTC(s) and retest system. 8. Disconnect wiper run relay. Turn ignition to ACC position. Measure voltage at wiper run relay terminals No. 1 and 5 (Red wire at both terminals). See Fig. 1 . If readings are 10 volts or greater, go to next step. If reading(s) is less than 10 volts, repair wire(s) as necessary, clear DTC(s) and retest system. 9. Turn ignition off. Check wiper run relay. See RELAYS under COMPONENT TESTS. If relay is good, go to next step. If faulty, replace relay, clear DTC(s) and retest system. 10. Disconnect CTM 26-pin connector. Turn ignition on. Measure voltage at wiper run relay connector terminal No. 2 (Yellow/White wire). If reading is less than 10 volts, reconnect relay and go to next step. If reading is less than 10 volts, repair Yellow/White wire as necessary, clear DTC(s) and retest system. 11. Connect jumper wire between CTM 26-pin harness connector terminal No. 19 (Yellow/White wire) and ground. See Fig. 4 . If wipers do not operate, remove jumper wire and go to next step. If wipers operate, replace CTM, clear DTC(s) and retest system. 12. Turn ignition off. Disconnect wiper run relay. Measure resistance of Yellow/White wire between wiper run relay connector terminal No. 2 and CTM 26-pin connector terminal No. 19. See Fig. 1 and Fig. 4 . If resistance is 5 ohms or less, reconnect wiper run relay and go to next step. If resistance is greater than 5 Helpmelearn February-12-08 5:54:30 PM

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

ohms, repair Yellow/White wire, clear DTC(s) and retest system. 13. Disconnect high/low relay. Turn ignition on. Set wiper switch for low speed operation. Measure voltage at high/low relay connector terminal No. 3 (Black/Pink wire). See Fig. 1 . If reading is 10 volts or greater, go to next step. If reading is less than 10 volts, repair Black/Pink wire, clear DTC(s) and retest system. 14. Check wiper high/low relay. See RELAYS under COMPONENT TESTS. If relay is good, go to next step. If faulty, replace relay, clear DTC(s) and retest system. 15. Turn ignition off. Disconnect wiper motor harness connector. Measure resistance of Black wire between wiper motor harness connector and ground. If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair Black wire, clear DTC(s) and retest system. 16 Turn ignition off. Remove wiper linkage from wiper motor. Check wiper linkage for free operation. If linkage is free binding and operational resistance, check wiper motor. See WIPER MOTOR under COMPONENT TESTS. If linkage does not operate freely, repair as necessary. Reconnect linkage, clear DTC(s) and retest system. TEST N: WIPERS STAY ON CONTINUOUSLY 1. Remove key from ignition switch. Connect jumper wire between CTM test connector terminals. CTM output test mode is now active. Retrieve DTCs stored in CTM. If DTC(s) exist, service DTCs in numerical order. See TEST N DTC INDEX TABLE. Remove jumper wire to exit CTM output test mode. If no DTCs exist, go to next step. TEST N DTC INDEX DTC 12 13 14

Go To Step 2 2 (1) (1)

15 (1)

Replace CTM, clear DTC(s) and retest system.

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

7. Turn ignition off. Disconnect CTM 26-pin connector. Measure resistance between wiper run relay connector terminal No. 2 (Yellow/White wire) and ground. If resistance is 10 k/ohms or greater, replace CTM. If resistance is less than 10 k/ohms, repair short to ground in Yellow/White wire. After repair, clear DTC(s) and retest system. 8. Turn ignition off. Disconnect high/low relay and wiper motor harness connector. Turn ignition on. Measure voltage at high/low relay connector terminal No. 4 (White wire) and terminal No. 5 (Dark Blue/Orange wire). If no voltage is indicated, go to next step. If voltage is indicated, repair short to power in White wire and/or Dark Blue/Orange wire. Clear DTC(s) and retest system. 9. Measure voltage at high/low relay connector terminal No. 3 (Black/Pink wire). See Fig. 1 . If voltage is indicated, repair short to power in Black/Pink wire. If no voltage is indicated, replace wiper motor. After repair, clear DTC(s) and retest system. TEST P: WIPERS OPERATE AT INTERVAL SETTING BUT INOPERATIVE AT HIGH & LOW SPEED 1. Remove key from ignition switch. Connect jumper wire between CTM test connector terminals. CTM output mode is now active. Retrieve DTCs stored in CTM. To exit CTM output mode, remove jumper wire. If DTC(s) exist, service DTCs in numerical order. See TEST P DTC INDEX TABLE. If no DTCs exist, go to next step. TEST P DTC INDEX DTC 12 13 14

Go To Step 2 2 (1)

(1)

Replace CTM, clear DTC(s) and retest system.

2. Turn ignition on. To enter CTM input test mode, connect jumper wire between CTM test connector terminals. Monitor CTM tone while turning wiper switch through all positions. If CTM tone activates, exit CTM test mode and go to step 7). Exit CTM input test mode by removing jumper wire. If CTM tone does not activate, exit CTM input test mode and go to next step. 3. Turn ignition off. Disconnect multifunction switch 7-pin connector. Check wiper switch. See WIPER SWITCH under COMPONENT TESTS. If switch is good, go to next step. If faulty, replace switch, clear DTC(s) and retest system. 4. Disconnect CTM 26-pin connector. Turn ignition on. Measure voltage of Light Blue/Orange wire and Pink/Yellow wire at 7-pin multifunction switch connector. If no voltage is indicated, go to next step. If voltage is indicated at one or both wires, repair short to power in suspect wire(s). Clear DTC(s) and retest system. 5. Turn ignition off. Disconnect CTM 26-pin connector and multifunction switch 7-pin connector. Measure resistance of Light Blue/Orange wire and Pink/Yellow wire between CTM 26-pin connector and multifunction switch 7-pin connector. If resistances are 5 ohms or less, go to next step. If resistances are Helpmelearn February-12-08 5:54:30 PM

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

8. 9.

10.

11.

12.

13.

greater than 5 ohms, repair open in Light Blue/Orange wire and/or Pink/Yellow wire. After repair, clear DTC(s) and retest system. Measure resistance of Light Blue/Orange wire and Pink/Yellow wire between CTM 26-pin connector and ground. If resistances are 10 k/ohms or less, repair short to ground in suspect wire(s). If resistances are greater than 10 k/ohms, replace CTM. After repair, clear DTC(s) and retest system. Turn ignition off. Disconnect high/low relay. Turn ignition on. Measure voltage at high/low relay terminal No. 1 (Red wire). See Fig. 1 . If reading is 10 volts or greater, go to next step. If reading is less than 10 volts, repair Red wire as necessary, clear DTC(s) and retest system. Check wiper high/low relay. See RELAYS under COMPONENTS TESTS. If relay is good, go to next step. If faulty, replace relay, clear DTC(s) and retest system. Disconnect CTM 26-pin connector. Turn ignition on. Measure voltage at high/low relay connector terminal No. 2 (Gray/Light Blue wire). If any voltage is indicated, repair short to power in Gray/Light Blue wire, clear DTC(s) and retest system. If no voltage is indicated, reconnect high/low relay and go to next step. Turn ignition off. Ensure CTM 26-pin connector is disconnected. Connect jumper wire between ground and CTM connector terminal No. 19 (Yellow/White wire). Wipers should operate at low speed. Move jumper wire from terminal No. 19 to terminal No. 18 Gray/Light Blue wire. Wipers should operate at high speed. If wipers operate correctly, replace CTM, clear DTC(s) and retest system. If wipers do not operate correctly, remove jumper wire and go to next step. Turn ignition off. Disconnect wiper high/low relay. Measure resistance of Gray/Light Blue wire between HO/LO relay connector and CTM 26-pin connector. If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Gray/Light Blue wire, clear DTC(s) and retest system. Measure resistance between CTM 26-pin connector terminal No. 18 (Gray/Light Blue wire) and ground. If resistance is greater than 10 k/ohms, go to next step. If resistance is less than 10 k/ohms, repair short to ground in Gray/Light Blue wire, clear DTC(s) and retest system. Disconnect wiper motor harness connector. Measure resistance of Dark Blue/Orange wire between high/low relay connector and CTM 26-pin connector. Measure resistance of White wire between high/low relay connector and CTM 26-pin connector. If resistances are 5 ohms or less, check wiper motor. See WIPER MOTOR under COMPONENT TESTS. Replace wiper motor, if necessary. If resistance(s) is greater than 5 ohms, repair wire(s) as necessary. After repair, clear DTC(s) and retest system.

TEST Q: WIPERS INOPERATIVE AT INTERVAL SETTING BUT OPERATE AT HIGH & LOW SPEED 1. Remove key from ignition switch. Connect jumper wire between CTM test connector terminals. CTM output test mode is now active. Retrieve DTCs stored in CTM. If DTC(s) exist, service DTCs in numerical order. See TEST Q DTC INDEX TABLE. If no DTCs exist, go to next step. To exit CTM output test mode, remove jumper wire. TEST Q DTC INDEX DTC 12 13 14

Go To Step 2 2 (1)

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

(1)

15 (1)

Replace CTM, clear DTC(s) and retest system.

2. Turn ignition on. To enter CTM input test mode, connect jumper wire between CTM test connector terminals. Monitor CTM tone while turning wiper switch through all positions. If CTM tone activates, exit CTM test mode and go to step 6). To exit CTM input test mode, remove jumper wire. If CTM tone does not activate, exit CTM input test mode and go to next step. 3. Turn ignition off. Disconnect multifunction switch 7-pin connector. Check wiper switch. See WIPER SWITCH under COMPONENT TESTS. If switch is good, go to next step. If faulty, replace switch, clear DTC(s) and retest system. 4. Disconnect CTM 26-pin connector. Turn ignition on. Measure voltage of Light Blue/Orange wire and Pink/Yellow wire at multifunction switch 7-pin connector. If any voltage is indicated, repair short to power in suspect wire(s). Clear DTC(s) and retest system. If no voltage is indicated, go to next step. 5. Measure resistance of Light Blue/Orange wire between CTM 26-pin connector terminal No. 13 and ground. See Fig. 4 . If resistance is greater than 10 k/ohms, reconnect all components and go to next step. If resistance is 10 k/ohms or less, repair short to ground in Light Blue/Orange wire. Clear DTC(s) and retest system. 6. Measure resistance of Light Blue/Orange wire between CTM 26-pin connector terminal No. 13 and multifunction switch 7-pin connector. See Fig. 4 . If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Light Blue/Orange wire, clear DTC(s) and retest system. 7. Disconnect wiper motor harness connector. Turn ignition on. Measure voltage of Red wire at wiper motor connector terminal No. 3. See Fig. 5 . If reading is 10 volts or greater, go to next step. If reading is less than 10 volts, repair Red wire, clear DTC(s) and retest system. 8. Turn ignition off. Disconnect wipe high/low relay and CTM 26-pin connector. Measure resistance of Black wire between CTM connector terminal No. 15 and wiper motor connector terminal No. 2. See Fig. 4 and Fig. 5 . Measure resistance of Black wire between wiper high/low relay connector terminal No. 4 and wiper motor connector terminal No. 2. See Fig. 1 and Fig. 5 . If resistances are 5 ohms or less, replace CTM. If resistance(s) is greater than 5 ohms, repair open(s) in Black wire. After repair, clear DTC (s) and retest system. 9. Measure resistance of Black wire between wiper motor connector terminal No. 1 and ground. See Fig. 5 . If resistance is 5 ohms or less, check wiper motor. See WIPER MOTOR under COMPONENT TESTS. If faulty, replace motor. If motor is good, replace CTM. If resistance is greater than 5 ohms, repair Black wire as necessary. After repair, clear DTC(s) and retest system. TEST R: WASHER PUMP DOES NOT FUNCTION PROPERLY 1. Remove key from ignition switch. Connect jumper wire between CTM test connector terminals. Retrieve DTCs stored in CTM. If DTC(s) exist, service DTCs in numerical order. See TEST R DTC INDEX TABLE. If no DTCs exist, go to next step. TEST R DTC INDEX DTC 12

Go To Step 2

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

13 14

(1)

Replace CTM, clear DTC(s) and retest system.

2. Turn ignition on. To enter CTM input test mode, connect jumper wire between CTM test connector terminals. Monitor CTM tone while turning wiper switch through all positions. If CTM tone activates, exit CTM test mode by removing jumper wire and go to step 6). If CTM tone does not activate, exit CTM test mode by removing jumper wire and go to next step. 3. Check wiper switch. See WIPER SWITCH under COMPONENT TESTS. If switch is good, go to next step. If faulty, replace switch, clear DTC(s) and retest system. 4. Turn ignition off. Disconnect CTM 26-pin connector and multifunction switch 7-pin connector. Turn ignition on. Measure voltage of Light Blue/Orange wire at multifunction switch 7-pin connector. If no voltage is indicated, go to next step. If any voltage is indicated, repair short to power in Light Blue/Orange wire, clear DTC(s) and retest system. 5. Turn ignition off. Disconnect CTM 26-pin connector and multifunction switch 7-pin connector. Measure resistance of Light Blue/Orange wire between CTM 26-pin connector and multifunction switch 7-pin connector. If resistance is less than 5 ohms, replace CTM. If resistance is 5 ohms or greater, repair open in Light Blue/Orange wire. After repair, clear DTC(s) and retest system. 6. Turn ignition off. Disconnect washer pump relay. Turn ignition on. Measure voltage at washer pump relay connector terminal No. 5 (White/Black wire). See Fig. 1 . If reading is 10 volts or greater, reconnect washer pump relay and go to next step. If reading is less than 10 volts, repair White/Black wire as necessary, clear DTC(s) and retest system. 7. Turn ignition off. Disconnect washer pump relay. Turn ignition on. Connect jumper wire between CTM connector terminal No. 24 (Tan/Red wire) and ground. See Fig. 4 . If washer pump does not operate, remove jumper wire and go to step 9). If washer pump operates, remove jumper wire and go to next step. 8. Turn ignition off. Disconnect washer pump relay. Measure resistance between relay connector terminal No. 2 (Tan/Red wire) and ground. See Fig. 1 . If resistance is greater than 10 k/ohms, replace CTM. If resistance is less than 10 k/ohms, repair short to ground in Tan/Red wire. After repair, clear DTC(s) and retest system. 9. Turn ignition off. Disconnect washer pump relay. Check washer pump relay. See RELAYS under COMPONENT TESTS. If relay is good, go to next step. If faulty, replace washer pump relay, clear DTC (s) and retest system. 10. Measure resistance of Tan/Red wire between washer pump relay connector terminal No. 2 and CTM 26pin connector terminal No. 24. See Fig. 1 and Fig. 4 . If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Tan/Red wire, clear DTC(s) and retest system. 11. Turn ignition on. Measure voltage at CTM 26-pin connector terminal No. 24 (Tan/Red wire). See Fig. 4 . If no voltage is indicated, go to next step. If voltage is indicated, repair short to power in Tan/Red wire. Clear DTC(s) and retest system. 12. Turn ignition off. Disconnect washer pump harness connector. Measure resistance of Black/White wire between washer pump harness connector and washer pump relay connector terminal No. 3. See Fig. 1 . If resistance is 5 ohms or less, go to next step. If resistance is greater than 5 ohms, repair open in Helpmelearn February-12-08 5:54:30 PM

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

Black/White wire, clear DTC(s) and retest system. 13. Turn ignition off. Disconnect washer pump harness connector. Measure resistance of Black wire between washer pump harness connector and ground. If resistance is 5 ohms or less, replace washer pump. If resistance is greater than 5 ohms, repair Black wire as necessary. After repair, clear DTC(s) and retest system.

REMOVAL & INSTALLATION WARNING: Deactivate air bag system before performing any service operation involving steering column components. Refer to the AIR BAG RESTRAINT SYSTEM article. DO NOT apply electrical power to any component on steering column without first deactivating air bag system. Air bag may deploy. 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 the COMPUTER RELEARN PROCEDURES article in the GENERAL INFORMATION section before disconnecting battery. GENERIC ELECTRONIC MODULE (GEM)/CENTRAL TIMER MODULE (CTM) Removal & Installation

Disconnect negative battery terminal. GEM/CTM is located behind center of instrument panel. Remove GEM/CTM retaining screw. Slide GEM/CTM from retainer tabs. Unplug connector. To install, reverse removal procedure. REAR WIPER MOTOR Removal & Installation

1. Disconnect negative battery terminal. Remove wiper arm and blade assembly. Remove liftgate trim panel. 2. Remove motor bracket screws. Pull bracket and motor from grommet. Unplug connector. Disengage wiring locator pins. Remove motor. To install, reverse removal procedure. WINDSHIELD WIPER MOTOR Removal & Installation

1. Turn ignition on. Turn wipers on. Use ignition switch to stop wipers when blades are vertical. Disconnect negative battery terminal. Unplug wiper motor connector. Remove right wiper arm and blade. 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. Remove clip from linkage. Disengage wiper Helpmelearn February-12-08 5:54:30 PM

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

linkage from motor crank pin. Remove wiper motor. To install, reverse removal procedure. REAR WIPER CONTROL SWITCH Removal & Installation

Disconnect negative battery terminal. Remove ashtray. Remove instrument cluster trim panel. Remove switch mounting panel. Unplug electrical connector. Push from connector side mounting bezel until snap-in mounting clips release switch. To install, reverse removal procedure. WINDSHIELD WIPER SWITCH NOTE:

Windshield wiper switch is an integral part of multifunction switch and cannot be service separately. Multifunction switch is serviced as a complete assembly.

Removal & Installation

Disconnect negative battery terminal. Remove steering column shrouds. Remove switch retaining screws. Unplug electrical connectors. To install, reverse removal procedure. Adjust PRNDL indicator after installation. REAR WASHER PUMP & RESERVOIR Removal & Installation

Remove left 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 Removal & Installation

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

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

Helpmelearn February-12-08 5:54:30 PM

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

Fig. 11: Front Wiper/Washer System Wiring Diagram

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

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1997 Ford Explorer WIPER/WASHER SYSTEM 1997 ACCESSORIES & EQUIPMENT Ford Motor Co. - Wiper/Washer System

Fig. 12: Rear Wiper/Washer System Wiring Diagram

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

IDENTIFICATION WARNING: To avoid injury from accidental air bag deployment, read and carefully follow all WARNINGS and SERVICE PRECAUTIONS . Vehicle is equipped with driver-side and passenger-side air bags and are identified by a letter "L" in fourth position of Vehicle Identification Number (VIN). VIN is located on top of instrument panel, near lower left corner of windshield. VIN is also stamped on Vehicle Certification (VC) label, mounted on left front door pillar. The words Supplemental Restraint System (SRS) are embossed on steering wheel center hub and/or on instrument panel above glove box. A label denoting that vehicle is equipped with air bags is affixed to driverside sun visor.

DESCRIPTION & OPERATION The Supplemental Restraint System (SRS) is designed to provide increased accident protection for driver and passenger by deploying air bags in a front-end collision. The air bags, stored in center of steering wheel and in instrument panel above glove box, deploy in about 40 milliseconds after impact sensors close. SRS is designed to be used with 3-point safety belts. During a front-end collision, front impact sensor internal balls are thrown forward. The balls complete an electrical circuit and ignite inflator to deploy air bag. At least 2 sensors, one safing sensor and one front impact sensor, must activate simultaneously to inflate air bag. SRS includes following components: diagnostic monitor, driver-side air bag module, passenger-side air bag module, SRS readiness light (AIR BAG warning light), front impact sensor and safing sensor, ignitor assemblies (in air bag modules), clockspring) and associated wiring harnesses. BACK-UP POWER SUPPLY A back-up power supply is used on all models and is located inside diagnostic monitor. If battery or battery cables are damaged in a collision before front impact sensors close circuit, back-up power supply will deploy air bags. Back-up power supply will hold a deployment charge for approximately one minute after positive battery cable is disconnected. CLOCKSPRING The steering column contains a clockspring contact assembly to transfer electrical signals from steering column wiring harness to driver-side air bag module. Clockspring is mounted to steering column behind steering wheel. Helpmelearn February-12-08 8:11:38 8:11:32 PM

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

DIAGNOSTIC MONITOR The diagnostic monitor is located at center of instrument panel. The diagnostic monitor contains a microcomputer, which monitors electrical system components and connections. Diagnostic monitor performs a system self-check of SRS internal circuits every time ignition switch is turned to RUN position. Monitor also energizes SRS readiness indicator light (AIR BAG warning light) during initial system self-check and whenever a fault is detected. Faults are translated into flash codes and are displayed through AIR BAG warning light. If a system fault exists and/or AIR BAG warning light is malfunctioning, an audible tone will sound, indicating need for service. See TONE GENERATOR . Diagnostic monitor can also disarm SRS if certain faults occur. DRIVER-SIDE AIR BAG MODULE The driver-side air bag module is mounted on front face of steering wheel, covered by steering wheel trim cover. When front impact sensors and safing sensor close, signaling an impact, ignitor triggers inflator. During ignition, sodium azide reacts with copper oxide, producing nitrogen gas, which inflates air bag. When air bag deploys, tear-seams molded into steering wheel trim cover separate, allowing inflation of air bag assembly. Driver-side air bag module is not serviceable and must be replaced as a complete assembly. PASSENGER-SIDE AIR BAG MODULE The passenger-side air bag module is mounted in right side of instrument panel, above glove box. When a front impact sensor and safing sensor close, signaling an impact, air bag igniters trigger inflator. Since passenger-side air bag is larger than driver-side air bag, inflator contains more gas generant in a different configuration to produce more gas. When air bag is activated, instrument panel trim cover tears at seams and hinges, allowing inflation. Passenger-side air bag module is only serviced as a complete assembly. ELECTRICAL SYSTEM SRS is powered directly from battery and can function with ignition switch in any position, including OFF and LOCK. System can also function when driver-side and passenger-side seats are unoccupied. The 3 main functions performed by electrical subsystem are: detecting an impact, switching electric power to igniters for air bags, and monitoring readiness of SRS. IMPACT SENSORS Each impact sensor reacts to impacts according to direction and force. It discriminates between impacts that require air bag inflation and impacts that do not. When an impact occurs requiring air bag inflation, impact sensor contacts close, completing electrical circuit necessary for system operation. At least 2 sensors, one safing and one front impact, must be activated simultaneously to inflate air bags. Front impact sensors are located at left and right sides of radiator support. Safing sensor is integral with air bag diagnostic monitor.

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

Fig. 1: Locating SRS Components Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 8:11:32 PM

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

TONE GENERATOR AIR BAG warning light is prime means of determining SRS condition; however, a series of 5 audible tones, indicating that system requires servicing, will sound if AIR BAG warning light is out, and a fault occurs in system. Unless serviced, SRS may not function properly in an accident.

SERVICE PRECAUTIONS These precautions should be observed when working with SRS: z

z z

Disable SRS before servicing any SRS or steering column components. Failure to do so may result in accidental air bag deployment and personal injury. See procedures under DISABLING & ACTIVATING AIR BAG SYSTEM . Wait one minute after disabling SRS before working on vehicle. Back-up power supply holds a deployment charge for approximately one minute after positive battery cable is disconnected. Servicing SRS before one minute may cause accidental air bag deployment and possible personal injury. Because of critical system operating requirements, DO NOT service impact sensors, clockspring, diagnostic monitor or air bag modules. Repairs 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 facing up and away from surface. This will reduce motion of module if it is accidentally deployed. After deployment, air bag surface may contain deposits 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. See DISPOSAL PROCEDURES . If scrapping a vehicle with an undeployed air bag module, air bag must be deployed. See 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. Instruction to disconnect always refers to connector. DO NOT remove component from vehicle if instructed to disconnect. After any servicing, ensure AIR BAG warning light does not indicate any fault codes. See SYSTEM OPERATION CHECK . Replace air bag module if trim cover (deployment doors) is marred or damaged. DO NOT repaint trim cover. Paint may degrade cover material. Replace air bag module as necessary. See SCRAPPED VEHICLE under DISPOSAL PROCEDURES .

DISABLING & ACTIVATING AIR BAG SYSTEM Helpmelearn February-12-08 8:11:32 PM

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

WARNING: Wait one minute after disabling SRS before working on vehicle. Back-up power supply holds a deployment charge for approximately one minute after positive battery cable is disconnected. Servicing SRS before one minute may cause accidental air bag deployment and possible personal injury. 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 in GENERAL INFORMATION before DISCONNECTING BATTERY. DISABLING SYSTEM NOTE:

Following procedure should be used for component replacement purposes only. If vehicle was involved in a collision and air bag did not deploy or if SRS is not functioning properly, and vehicle needs to be driven, complete system deactivation is required. See COMPLETE SYSTEM DEACTIVATION .

Disconnect negative battery cable and then positive battery cable. Wait at least 1 minute before servicing any air bag components. System is now disabled. ACTIVATING SYSTEM Connect positive battery cable and then negative battery cable. System is now activated. From outside of vehicle, turn ignition switch to RUN position. Check AIR BAG warning light for system fault codes. Perform system operation check to ensure SRS is functioning properly. See SYSTEM OPERATION CHECK . COMPLETE SYSTEM DEACTIVATION WARNING: Back-up power supply will hold a deployment charge for approximately one minute after positive battery cable is disconnected. Servicing SRS before one minute may cause accidental air bag deployment and possible personal injury. Always deactivate driver-side and passenger-side air bag modules before attempting any service procedures. NOTE: z z z

Complete system deactivation sequence is required for following situations:

Vehicle was involved in a collision, air bags did not deploy, and vehicle needs to be driven. SRS is not functioning properly, and vehicle needs to be driven. Diagnosis and testing purposes.

1. Disconnect negative and positive battery cable Wait at least one minute to deplete charge in back-up power supply. Remove driver-side air bag module. See DRIVER-SIDE AIR BAG MODULE under Helpmelearn February-12-08 8:11:32 PM

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

REMOVAL & INSTALLATION. 2. Connect Air Bag Simulator (105-00011) to vehicle harness at top of steering wheel. See Fig. 2 . Remove passenger-side air bag module. See PASSENGER-SIDE AIR BAG MODULE under REMOVAL & INSTALLATION. Connect air bag simulator (105-000-10) to passenger-side air bag vehicle harness connector. Connect negative battery cable. To reactivate SRS, see COMPLETE SYSTEM REACTIVATION .

Fig. 2: Installing Driver-Side Air Bag Simulator Courtesy of FORD MOTOR CO. COMPLETE SYSTEM REACTIVATION 1. Disconnect negative and positive battery cables. Remove air bag simulator from clockspring connector. Remove air bag simulator from passenger-side air bag vehicle harness connector. Install driver-side air bag module. See DRIVER-SIDE AIR BAG MODULE under REMOVAL & INSTALLATION. 2. Install passenger-side air bag module. See PASSENGER-SIDE AIR BAG MODULE under REMOVAL & INSTALLATION. Reconnect positive and negative battery cables. System is now reactivated. Perform system operation check to ensure SRS is functioning properly. See SYSTEM Helpmelearn February-12-08 8:11:32 PM

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

OPERATION CHECK .

POST-COLLISION INSPECTION When a vehicle has been involved in a collision, certain components of the passive restraint system must be inspected or replaced. See PASSIVE RESTRAINT SYSTEM INSPECTION article in the GENERAL INFORMATION section for post-collision inspection information.

ADJUSTMENTS Information is not available from manufacturer. Wiring from clockspring to air bag module must align with hole in steering wheel. If wiring is not aligned properly, wiring may accidentally be cut when steering wheel is installed and rotated.

DISPOSAL PROCEDURES WARNING: Refer to SERVICE PRECAUTIONS before proceeding.

Air bag disposal may be necessary in following situations: z z z z

Scrapping vehicle with deployed air bag. Scrapping vehicle with live air bag. Disposal of a live but electrically faulty air bag module. Disposal of a deployed air bag module.

AIR BAG DISPOSAL PROCEDURES Condition Module Replacement Deployed Air Bag

Instructions (1)

Dispose Of In Usual Manner (2)

Faulty But Live Air Bag Module Vehicle To Be Scrapped Deployed Air Bag

(1)

Return For Disposal

Dispose Of In Usual Manner (2)

Live Air Bag (1)

Contact vehicle manufacturer for proper disposal instructions.

(2)

See SCRAPPED VEHICLE .

Deploy Air Bag

DEPLOYED AIR BAG Dispose of deployed air bag module as any other part. Air bag module components are not reusable. Helpmelearn February-12-08 8:11:32 PM

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

UNDEPLOYED AIR BAG - FAULTY UNIT If an undeployed air bag module is diagnosed as faulty, contact vehicle manufacturer for proper disposal instructions. SCRAPPED VEHICLE CAUTION: DO NOT dispose of undeployed air bag modules without first deploying air bag. If this is not possible through procedure outlined, contact vehicle manufacturer for further instructions. If vehicle is to be scrapped, undeployed air bag module must first be deployed. Use the following procedure for deployment of air bag. Remote Deployment Of Air Bag

This procedure is to be used when a vehicle with a live driver-side or passenger-side air bag is to be scrapped, but a problem in air bag electrical system prevents deployment with air bag still installed in vehicle. WARNING: Perform remote deployment outdoors. Keep all personnel at least 20 feet away to ensure physical and hearing safety from projected objects and loud noise of air bag deployment. 1. Before proceeding, see SERVICE PRECAUTIONS . Deactivate system. See DISABLING & ACTIVATING AIR BAG SYSTEM . 2. Remove air bag modules. See DRIVER-SIDE AIR BAG MODULE and PASSENGER-SIDE AIR BAG MODULE under REMOVAL & INSTALLATION . With air bag modules removed, cut air bag connector from wiring harness near air bag module. Strip 1" of insulation from wire ends. Obtain 2 wires at least 20 feet long. Connect one end of each 20-foot wire to one end of each air bag module wire. WARNING: When placing a live air bag on a bench or other surface, always face air bag and trim cover up and away from surface. This will reduce motion of air bag module if it is accidentally deployed. 3. Place air bag module with trim cover facing upward on a flat surface, in remote area such as parking lot or field. Remain at least 20 feet away from air bag module. Deploy air bag by touching loose ends of both wires to 12-volt battery terminals. 4. If successful, a loud noise will be heard and bag material will be visible. Allow at least 10 minutes for cooling and dissipation of air bag effluents before approaching air bag. Air bag is now inoperative. If air bag does not deploy, air bag module is faulty. Contact vehicle manufacturer for further instructions on disposal procedures.

REMOVAL & INSTALLATION WARNING: Failure to follow service precautions may result in air bag deployment Helpmelearn February-12-08 8:11:32 PM

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

and personal injury. See SERVICE PRECAUTIONS . After component replacement, ensure proper system operation. See SYSTEM OPERATION CHECK . 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 in GENERAL INFORMATION before DISCONNECTING BATTERY. CLOCKSPRING 1. Before proceeding, see SERVICE PRECAUTIONS . Disable SRS. See DISABLING & ACTIVATING AIR BAG SYSTEM . CAUTION: When removing steering wheel, DO NOT use a knock-off type steering wheel puller, or strike steering wheel or shaft with a hammer. A sudden impact could damage bearing or collapse steering column. 2. Remove driver-side air bag module. See DRIVER-SIDE AIR BAG MODULE . Ensure vehicle front wheels are in straight-ahead position and steering column shaft alignment mark is at 12 o'clock position. Remove steering wheel. See STEERING WHEEL . 3. If equipped, twist tilt wheel handle and shank and remove. Remove 3 screws and upper and lower steering column shroud. Insert ignition key into ignition switch and turn to RUN position. Push lock cylinder release tab with punch while pulling out ignition lock cylinder. Use service lock to fix sliding contact in position. If service lock is missing, apply 2 strips of making tape across clockspring to prevent accidental rotation. Remove key-in warning indicator switch. 4. Disconnect clockspring connector and separate air bag electrical connector from bracket. Pry retaining clips loose. Separate wire from 2 retaining clips holding wire to column. Feed wire harness through steering column. Remove clockspring. NOTE:

Service replacement clockspring will contain a Red plastic locking insert to prevent rotation. DO NOT remove insert until clockspring is securely installed on column.

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

Fig. 3: Removing Clockspring From Steering Column Courtesy of FORD MOTOR CO. Installation

1. Install and align clockspring with air bag electrical pigtail pointing at 3 o'clock position and dot on steering shaft should be at 9 o'clock position. Press at 6, 12 and 3 o'clock positions to seat clockspring. Rotate wiring, secure into wire clips, connect 2 electrical connectors and snap into bracket. Install key-in ignition warning indicator switch. If new clockspring is used, remove yellow anti-rotation tab. 2. If clockspring was rotated accidentally during removal from vehicle, adjust clockspring. See CLOCKSPRING . 3. To complete installation, reverse removal procedure. Activate air bag system. Check AIR BAG warning Helpmelearn February-12-08 8:11:33 PM

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

light to assure system is functioning properly. See SYSTEM OPERATION CHECK . DIAGNOSTIC MONITOR CAUTION: When replacing air bag diagnostic monitor, with blown internal thermal fuse, be sure that all short circuits and damaged wiring have been repaired. Diagnostic portion of diagnostic monitor are still intact, and must be used to diagnose and verify repairs before diagnostic monitor replacement. Removal

1. Before proceeding, see SERVICE PRECAUTIONS . Disable SRS. See DISABLING & ACTIVATING AIR BAG SYSTEM . 2. Diagnostic monitor is located behind right side kick panel. See Fig. 4 . Remove front door scuff plate. Remove right kick panel. Diagnostic monitor is the Blue box. Disconnect diagnostic monitor connectors. Remove diagnostic monitor bracket retaining bolts. Remove diagnostic monitor and bracket as an assembly.

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

Fig. 4: Removing Air Bag Diagnostic Monitor Courtesy of FORD MOTOR CO. Installation

To install diagnostic monitor, reverse removal procedure. Tighten retaining screws to specification. See Helpmelearn February-12-08 8:11:33 PM

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

TORQUE SPECIFICATIONS . Activate air bag system. Check AIR BAG warning light to ensure system is functioning properly. See SYSTEM OPERATION CHECK . DRIVER-SIDE AIR BAG MODULE Removal

1. Before proceeding, see SERVICE PRECAUTIONS . Disable SRS. See DISABLING & ACTIVATING AIR BAG SYSTEM . 2. Remove 2 cover plugs from rear of steering wheel. Remove screws and washers which retain air bag module to steering wheel. See Fig. 5 . Disconnect air bag electrical connector from clockspring (clockspring assembly). Remove air bag module from vehicle.

Fig. 5: Removing Driver-Side Air Bag Module Courtesy of FORD MOTOR CO. Installation

Connect air bag module to clockspring connector. Position air bag module onto steering wheel. Install air bag module retaining screws and washers and tighten to specification. See TORQUE SPECIFICATIONS . Activate air bag system. Check AIR BAG warning light to ensure system is functioning properly. See Helpmelearn February-12-08 8:11:33 PM

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

SYSTEM OPERATION CHECK . PASSENGER-SIDE AIR BAG MODULE Removal

1. Before proceeding, see SERVICE PRECAUTIONS . Disable SRS. See DISABLING & ACTIVATING AIR BAG SYSTEM . 2. Open glove box. Remove 2 screws and pull out passenger-side air bag. Disconnect electrical connector. See Fig. 6 .

Fig. 6: Removing/Installing Passenger-Side Air Bag Helpmelearn February-12-08 8:11:33 PM

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

Courtesy of FORD MOTOR CO. Installation

To install, reverse removal procedure. Tighten bracket bolts to specifications. See TORQUE SPECIFICATIONS . Activate air bag system. Check AIR BAG warning light to ensure system is functioning properly. See SYSTEM OPERATION CHECK . FRONT IMPACT SENSORS Removal

1. Front impact sensors are attached to left and right sides of radiator support. Before proceeding, see SERVICE PRECAUTIONS . Disable SRS. See DISABLING & ACTIVATING AIR BAG SYSTEM . 2. Remove radiator grille and opening cover. Remove screws, disconnect connectors and remove sensor and bracket. See Fig. 7 .

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

Fig. 7: Removing Front Impact Sensor Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 8:11:33 PM

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

Installation

To install, reverse removal procedure. Tighten retaining screws to specification. See TORQUE SPECIFICATIONS . If proper torque cannot be achieved, replace stripped mounting bracket and screw with Bracket (14B191), Screw (N806327-S190), and Screw (W620397-S36). Check AIR BAG warning light to ensure system is functioning properly. See SYSTEM OPERATION CHECK . NOTE:

Vehicle sensor orientation is critical for proper system operation. If a vehicle equipped with SRS is involved in a crash, and fenders or grille area have been damaged, inspect sensor mounting brackets for deformation. If damaged, system should be deactivated to ensure air bag does not deploy. See COMPLETE SYSTEM DEACTIVATION under DISABLING & ACTIVATING AIR BAG SYSTEM. Damaged sensor(s) should be replaced, whether or not air bag has been deployed. In addition, ensure body structure in area of sensor mounting is restored to its original construction.

STEERING WHEEL Removal

1. Before proceeding, see SERVICE PRECAUTIONS . Disable SRS. See DISABLING & ACTIVATING AIR BAG SYSTEM . 2. Disconnect speed control wiring harness (if equipped) from steering wheel. Loosen steering wheel retaining bolt 2-3 turns. Install Differential Side Bearing Puller (T77F-4220-B1), at position marked PULL. Unseat steering wheel and remove puller. 3. Remove and discard steering wheel retaining bolt. Remove steering wheel. Route clockspring wiring harness through steering wheel as wheel is lifted from steering shaft. Installation

1. Ensure front wheels are in straight-ahead position. Route clockspring wiring harness through steering wheel opening at 3 o'clock position. Position steering wheel on steering shaft and align installation marks. 2. Ensure air bag clockspring wire is not pinched when positioning steering wheel. Install new steering wheel retaining bolt, and tighten to specification. See TORQUE SPECIFICATIONS . Connect speed control wiring harness (if equipped) to steering wheel, and snap connector assembly into steering wheel clip. 3. Install driver-side air bag module. See DRIVER-SIDE AIR BAG MODULE . Activate SRS. Check AIR BAG warning light to ensure system is functioning properly. See SYSTEM OPERATION CHECK .

SYSTEM OPERATION CHECK 1. When checking SRS operation, and upon completion of each diagnostic test, check for faults in SRS. To check system, turn ignition switch to RUN position. If AIR BAG warning light glows for 4-8 seconds and then goes out, SRS is functioning properly and no fault codes exist. Helpmelearn February-12-08 8:11:33 PM

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

2. If a fault code is detected in SRS during initial system check, AIR BAG warning light will either fail to light, stay on continuously, or flash a code sequence. If AIR BAG warning light flashes, indicating a fault in system, count number of flashes after fault code has cycled twice. Number of flashes represents a code number used to diagnose SRS. See DIAGNOSIS & TESTING . 3. If a system fault exists and AIR BAG warning light fails to light, an audible tone will be heard, indicating AIR BAG warning light is out and service is required. See TONE GENERATOR under DESCRIPTION & OPERATION.

WIRE REPAIR To repair damage to sensor wiring and wiring harnesses, note following conditions and proceed to REPAIR PROCEDURE. z z z z

All wire splice connections must be staggered at least 2" (50 mm) apart. Use proper size butt connectors and shrink tubing for size of wire being spliced. All repaired connections must be waterproofed using heat shrink tubing. Use of transparent butt connectors allows inspection of finished crimped connector to ensure proper connection.

Repair Procedure

Cut shrink tubing 1" longer than butt connector. Slide shrink tubing onto one wire end first. Insert pre-stripped wire ends into proper size butt connector, and crimp connector using appropriate crimping pliers. See Fig. 8 . Slide shrink tubing over butt connector, leaving 1/2" of tubing on each side of connector. Using heat gun, hair dryer or match, heat tubing until it shrinks and adhesive flows from each end of tubing. Connection is now waterproofed.

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

Fig. 8: Repairing & Waterproofing Wiring Connections Courtesy of FORD MOTOR CO.

DIAGNOSIS & TESTING WARNING: Failure to follow service precautions may result in air bag deployment and personal injury. See SERVICE PRECAUTIONS . After component replacement, ensure proper system operation. See SYSTEM OPERATION CHECK . SELF-DIAGNOSTICS During vehicle operation, air bag diagnostic monitor detects and stores both intermittent and hard failure codes in non-volatile memory. The DTCs can be retrieved with the New Generation Star (NGS) tester using the retrieve/clear continuous codes option. If no DTCs are present, NGS Tester will display SYSTEM PASSED message. Once a fault code is logged in air bag diagnostic monitor memory, it will stay in memory until 80 ignition cycles have been recorded or until NGS is used to erase the DTCs. RETRIEVING FAULT CODES 1. To retrieve and/or clear DTCs, follow these step: Connect NGS to Data Link Connector (DLC). Turn ignition switch to RUN position. Select MODEL YEAR and VEHICLE. Select DIAGNOSTIC DATA LINK. Select IABM-INTEGRATED AIR BAG MONITOR. Select DIAGNOSTIC TEST MODES. Select RETRIEVE/CLEAR CONTINUOUS DTCs. 2. After pressing START, all continuous DTCs will be displayed open screen. Before proceeding with clearing operation, make note of DTCs displayed. See FAULT CODE IDENTIFICATION table. See DIAGNOSTIC TESTS . Once cleared, DTCs cannot be retrieved. RETRIEVING STORED FAULT CODES To clear all DTCs, press C ALL. Clearing of individual DTCs (C ONE) is not supported by air bag diagnostic monitor. The NGS will retrieve DTCs again after clearing DTCs, and if any remain they will be displayed. Hard DTCs will be redisplayed after clearing DTCs since they cannot be cleared from air bag diagnostic monitor. FAULT CODE IDENTIFICATION Fault Code Flash Code B1342 24 B1867 12/52 B1869 ***** B1913 13/53 B1914 14/54 B1921 21 B1922 22 B1923 23

Description Internal Microprocessor Fault Low Battery Voltage No Indicator/Inoperative Circuit Air Bag Circuit Shorted To Ground Impact Sensor Short To Ground Diagnostic Monitor Not Mounted To Vehicle Properly Safing Sensor Shorted To Battery Voltage Memory Clear Circuit Improperly Grounded

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B1924 B1932 B1933 B1934 B1935 B1941 B1942 B1944 B1945

24 32 33 34 35 41 42 44 45

System Disarm Failure Or Internal Diagnostic Monitor Fault High Resistance Or Open In Driver-Side Air Bag Circuit High Resistance Or Open In Passenger-Side Air Bag Circuit Low Resistance Or Short In Driver-Side Air Bag Circuit Low Resistance Or Short In Passenger-Side Air Bag Circuit Center/Right Impact Sensor Feed/Return Circuit Open Left Impact Sensor Feed/Return Circuit Open Center/Right Impact Sensor Not Mounted To Vehicle Properly Left Impact Sensor Not Mounted To Vehicle Properly

DIAGNOSTIC TESTS ON-DEMAND SELF-TEST 1. Connect NGS to data link connector. Turn ignition switch to RUN position. Select MODEL YEAR and VEHICLE. Select DIAGNOSTIC DATA LINK. Select IABM-INTEGRATED AIR BAG MONITOR. Select DIAGNOSTIC TEST MODES. Select ON-DEMAND SELF TEST. Press START and then TRIGGER. 2. Air bag diagnostic monitor will run on demand self test and display ON-DEMAND DTCs on the screen. PINPOINT TEST A: LFC52/DTC B1867 - LOW BATTERY VOLTAGE NOTE:

Before proceeding, see SERVICE PRECAUTIONS . After servicing has been performed, recheck AIR BAG warning light. If system is okay, install air bag modules and reactivate air bag system.

1. Check For Hard Or Intermittent DTC Connect NGS tester to DLC. Perform ON-DEMAND SELF-TEST . If DTC B1867 is retrieved, go to step 2). If DTC B1867 is not retrieved, go to step 7). WARNING: Certain fault conditions may cause diagnostic monitor to intentionally blow mini fuse 4 (10A). DO NOT use any other fuse value except a 10-amp fuse. Substituting any other fuse value may cause future disarming failure and may result in danger to vehicle occupants. 2. Check B+ Power Supply Connect NGS to DLC. Select IABM. Select Pid/Data Monitor and Record. Select Pid VBATIAB. If voltage is less than 5 volts, go to step 4). If voltage is more than 5 volts, go to next step. 3. Check Charging System Helpmelearn February-12-08 8:11:33 PM

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Measure charging system voltage. If voltage is more than 9 volts, deactivate system. See COMPLETE SYSTEM DEACTIVATION . Replace air bag diagnostic monitor. Reconnect system. Verify system. Reactivate system and go to step 10). 4. Check Battery Fuses Deactivate system. See COMPLETE SYSTEM DEACTIVATION . Disconnect air bag diagnostic monitor connectors. Check mini fuse 4 (10-amp) in power distribution box feeding diagnostic monitor terminal No. C232-13 and C232-14. See Fig. 9 . If fuse is blown, go to next step. If fuse is not blown, repair circuit 937 (Red/White wire) for open. Check in-line connector, crimps, etc. Connect diagnostic monitor. Go to step 10).

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Fig. 9: Identifying Air Bag Diagnostic Monitor Connectors Courtesy of FORD MOTOR CO. 5. Check For Short in Harness Replace blown fuse. Do not use any substitutions. If fuse blows again, repair short to ground on circuit 937 (Red/White wire). Connect air bag diagnostic monitor. Go to step 10). If fuse does not blow, go to next step. WARNING: Certain fault conditions may cause diagnostic monitor to intentionally blow mini fuse 4 (10A). DO NOT use any other fuse value except a 10-amp fuse. Substituting any other fuse value may cause future disarming failure and may result in danger to vehicle occupants. 6. Confirm Condition Reconnect air bag diagnostic monitor connectors. If fuse blows, replace diagnostic monitor. Replace fuse. Reconnect system. Reactivate system. Go to step 10). If fuse does not blow, go to step 10). 7. Check If repaired Deactivate system. If DTC B1867 has just been repaired, check mini fuse 4 (10A). Go to step 10). If DTC B1867 has not just been repaired, go to step 8). 8. Check Charging System If there is a charging system problem, repair problem. Check mini fuse 4 (10A). Go to step 10). If there is not a charging system problem, go to next step. 9. Check Battery Feed Inspect all crimps, terminals, fuses, wires, etc. in circuit 937 (Red/White wire) feeding terminal No. C232-13 and C232-14 of air bag diagnostic monitor. See Fig. 9 . Look for poor connections, etc. If problems are noted, repair problems, check mini fuse 4 (10A) and go to step 10). If no problems are noted, recheck fault code. Look for causes of intermittent low battery voltage at terminal No. C232-13 circuit 937 (Red/White wire). See Fig. 9 . Correct intermittent fault and go to step 10). 10. Check For Other DTCs Connect NGS to DLC. If other DTCs are retrieved go to proper DTC test. If no other DTCs are retrieved, reactivate system and clear all DTCs. PINPOINT TEST B: LFC13, LFC53/DTC B1913 - AIR BAG CIRCUIT SHORT TO GROUND NOTE:

Before proceeding, see SERVICE PRECAUTIONS . After servicing has been

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performed, recheck AIR BAG warning light. If system is okay, install air bag modules and reactivate air bag system. 1. Check For Hard Or Intermittent DTC Connect NGS tester to DLC. Perform ON-DEMAND SELF-TEST . If DTC B1913 is retrieved, go to step 2). If DTC B1913 is not retrieved, go to step 11). 2. Check For Shorted Air Bag Deactivate air bag system. See COMPLETE SYSTEM DEACTIVATION under DISABLING & ACTIVATING AIR BAG SYSTEM . Connect NGS to DLC. Turn ignition switch to RUN position and perform ON-DEMAND SELF-TEST . If DTC B1913 is retrieved, go to next step. If DTC B1913 is not retrieved, go to step 10). 3. Check Driver-Side Air Bag Circuit Disconnect diagnostic monitor. Inspect clockspring wiring harness connector at base of steering column for damaged, chafed or pinched wires. Repair as necessary. If wiring is okay, measure resistance between terminal No. C232-2 (Gray/Orange wire) and C232-18 (Black/White wire) of diagnostic monitor connector. See Fig. 9 . If resistance less than 1M ohm, go to next step. If resistance not less than 1M ohm, go to step 5). 4. Check Circuit 614 For Short To Ground Disconnect clockspring at base of steering column. Use ohmmeter to check resistance between terminal No. C232-2 and ground. See Fig. 9 . If resistance is less than 1M ohm, repair circuit 614 (Gray/Orange wire) or circuit 615 (Gray/White wire) for short to ground. Reconnect system. Verify system. Reactivate system and go to step 13). If resistance not less than 1M ohm, replace clockspring. Reconnect system. Verify system. Reactivate system and go to step 13). 5. Check Passenger-Side Air Bag Module Circuits For Shorts Inspect wiring and connector where air bag module wiring mates to main vehicle harness. Check for pinched or chafed wires. Use ohmmeter to measure resistance of circuit 607 (Light Blue/Orange wire) to ground. Connect one lead to terminal No. C232-5 and one lead to terminal No. C232-18. See Fig. 9 . If resistance is less than 1M ohm, go to next step. If resistance not less than 1M ohm, go to step 7). 6. Check Circuit 607 For Short To Ground Disconnect passenger side air bag simulator from main harness. Remove shorting bar from harness side connector. Use ohmmeter connected to good ground, connect other lead to terminal No. C232-5. See Fig. 9 . If resistance is less than 1M ohm, repair circuit 607 (Light Blue/Orange wire) for short to ground. Reconnect system. Verify system. Reactivate system and go to step 15). If resistance not less than 1M ohm, repair circuit 616 (Pink/Black wire) for short top ground. Reconnect system. Verify system. Reactivate system and go to step 15). Helpmelearn February-12-08 8:11:33 PM

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

7. Check Impact Sensors Use ohmmeter connected to a good ground to measure resistance of terminal No. C232-15 and terminal No. C232-16. See Fig. 9 . If resistance is greater than 40k/ohms replace air bag diagnostic monitor. Reconnect system. Verify system and go to step 15. If resistance is less than 40k/ohms, go to next step. 8. Check For Open Sensor Disconnect impact sensor that was less than 40k/ohms in step 7). Use ohmmeter to measure resistance across terminals of impact sensor connector. If resistance greater than 40K ohm, replace sensor, reconnect system and go to step 15. If resistance is not greater than 40K ohms, go to next step. 9. Check For Shored Sensor Circuit Disconnect air bag diagnostic monitor and use ohmmeter connected to good ground to check resistance of terminal No. C232-15 or terminal No. C232-16. See Fig. 9 . If resistance is less than 1M ohm, repair circuit 619 (Pink/White wire) or circuit 617 (Pink/Orange wire) for short to ground. Reconnect system. Verify system and go to step 11. If resistance not less than 1M ohm, repair circuit 625 (Yellow/Light Green wire) or 624 (Yellow/White wire) for short to ground. Reconnect system. Verify system and go to step 11. 10. Determine Which Bag is Shorted Disconnect air bag diagnostic monitor. Inspect wiring and connector where clockspring mates to main vehicle harness under steering column. Make sure shorting bar is properly installed in passenger side air bag connector. WARNING: Use a hand held digital ohmmeter with less than 10MA short circuit current on the lowest resistance scale possible (200 ohm setting). Failure to use a meter of this type may cause personal injury due to air bag deployment. Use ohmmeter to measure resistance between either of the terminals in passenger-side air bag connector and metal case of air bag module. If resistance is infinite (open), replace driver-side air bag module. Reconnect system and go to step 11. If resistance is not infinite (open), replace passenger-side air bag module. Reconnect system and go to step 11). 11. Check For DTC Service Deactivate system. See COMPLETE SYSTEM DEACTIVATION . If DTC B1913 has just been repaired, check mini fuse 4 (10A). Do not use substitutions. Reconnect system and go to step 15). If DTC B1913 has not just been repaired, go to next step. 12. Check For Intermittent Shorts Inspect circuits 614 (Gray/Orange wire), 615 (Gray/White wire), 607 (Light Blue/Orange wire) and 616 (Pink/Black wire) for pinched or chafed wires or other problems. If problems are noted, repair wiring, Helpmelearn February-12-08 8:11:33 PM

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check mini fuse 4 (10A), go to step 15). If no problems are noted, go to next step. 13. Check Clockspring Contact Inspect clockspring wiring at harness connector. Inspect wiring in steering wheel hub. Inspect wiring where passenger-side air bag module mates to harness connector. If any problems are noted, repair problem, check mini fuse 4 (10A), reconnect system and go to step 15). If no problems are noted, go to next step. 14. Check Impact Sensors Inspect impact sensors and associated circuits 617 (Pink/Orange wire), 624 (Yellow/White wire), 619 (Pink/White wire), and 625 (Yellow/Light Green wire). If problems are noted, replace impact sensor, check mini fuse 4 (10A), reconnect system and go to step 15. If no problems are noted, re-examine fault code and check for causes of intermittent shorts or resistance to ground. Repair intermittent problems and go to step 15). 15. Check For Other DTCs Connect NGS to DLC. If other DTCs are retrieved go to proper DTC test. If no other DTCs are retrieved, reactivate system and clear all DTCs. PINPOINT TEST C: LFC 14, LFC 54/DTC B1914 - IMPACT SENSOR SHORTED TO GROUND NOTE:

Before proceeding, see SERVICE PRECAUTIONS . After servicing has been performed, recheck AIR BAG warning light. If system is okay, install air bag modules and reactivate air bag system.

1. Check For Hard Or Intermittent DTC Connect NGS tester to DLC. Perform ON-DEMAND SELF-TEST . If DTC B1914 is retrieved, go to step 2). If DTC B1914 is not retrieved, go to step 5). 2. Identify Shorted Circuit Deactivate air bag system. See COMPLETE SYSTEM DEACTIVATION under DISABLING & ACTIVATING AIR BAG SYSTEM . Disconnect diagnostic monitor. Using an ohmmeter set to 200k/ohm scale or Auto, measure resistance between terminal No. C232-18 and terminal No. C232-15, C232-16, C232-23 and C232-24 of diagnostic monitor connector. See Fig. 9 . If all resistance readings are infinite (open), replace diagnostic monitor. If one or more resistance reading is not infinite, go to next step). 3. Determine If Sensor Or Wire Is Shorted Disconnect impact sensor where resistance reading was not infinite in step 2). Measure resistance between terminals of sensor connector. If resistance reading is infinite (open), go to next step. If resistance reading is not infinite, replace impact sensor. Reconnect system and go step 7). Helpmelearn February-12-08 8:11:33 PM

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4. Check For Shorted Sensor Circuit Disconnect air bag diagnostic monitor. Using an ohmmeter connected to good ground, measure resistance at terminal No. C232-15, C232-16, C232-23 and C232-24 of diagnostic monitor connector. See Fig. 9 . If resistance is less than 1M ohm, repair circuit 619 (Pink/White wire), circuit 617 (Pink/Orange wire), 624 (Yellow/White wire), or 625 (Yellow/Light Green wire). Reconnect system. Verify system. Reactivate system, go to step 7). If resistance not less than 1M ohm, repair short between circuit 619 (Pink/White wire), 625 (Yellow/Light Green wire), 620 (Pink/Light Blue wire), 617 (Pink/Orange wire), or 618 (Pink/Light Green wire). Reconnect system. Verify system. Reactivate system and go to step 7). 5. Check For DTC Service Deactivate system. See the COMPLETE SYSTEM DEACTIVATION procedures. Run ONDEMAND SELF-TEST . If DTC B1914 is been retrieved, go to step 6). If DTC 1914 is not retrieved, check mini fuse 4 (10A). Do not use substitutions. Reconnect system and go to step 7). If DTC B1914 has not just been repaired, go to next step. 6. Check For Intermittent Shorts Inspect circuits 617 (Pink/Orange wire), 624 (Yellow/White wire), 619 (Pink/White wire) and 625 (Yellow/Light Green wire) for pinched or chafed wires or other problems. If problems are noted, replace impact sensor. Check mini fuse 4 (10A), go to step 7). If no problems are noted, reexamine fault code and look for causes of intermittent shorts or resistance to ground. Repair intermittent problems and go to next step. 7. Check For Other DTCs Connect NGS to DLC. If other DTCs are retrieved go to proper DTC test. If no other DTCs are retrieved, reactivate system and clear all DTCs. PINPOINT TEST D: LFC21/DTC B1921 - DIAGNOSTIC MONITOR NOT MOUNTED TO VEHICLE PROPERLY NOTE:

Before proceeding, see SERVICE PRECAUTIONS . After servicing has been performed, recheck AIR BAG warning light. If system is okay, install air bag modules and reactivate air bag system.

1. Check For Hard Or Intermittent DTC Connect NGS tester to DLC. Perform ON-DEMAND SELF-TEST . If DTC B1921 is retrieved, go to step 2). If DTC B1921 is not retrieved, go to step 5). 2. Measure Resistance Connect NGS to DLC. Select IABM. Select PID/Data Monitor and Record. Select PID BRACKET. If resistance is more than 3 ohms, deactivate system, Remove air bag diagnostic monitor and bracket. See COMPLETE SYSTEM DEACTIVATION . Thoroughly clean mounting surfaces. Reinstall air bag Helpmelearn February-12-08 8:11:33 PM

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diagnostic monitor and go to next step. If resistance is less than 3 ohms, go to step 4). 3. Recheck Resistance Again, measure resistance between ground and diagnostic monitor bracket. If resistance is less than 3 ohms, cleaning diagnostic monitor mounting surfaces in step 2) has corrected problem. Go to step 8). If resistance is more than 3 ohms, go next step 4. Check Reference Ground Check attachment of ground connections and splices in circuit 570 (Black/White wire) feeding diagnostic monitor harness terminal No. C232-10 and C232-18. See Fig. 9 . If poor connections are noted repair circuit as necessary. Add a ground strap from circuit 570 (Black/White wire) to one of the air bag diagnostic monitor mounting fasteners. Connect air bag diagnostic monitor and go to step 8). If no poor connections are noted, replace air bag diagnostic monitor. Reconnect system. Verify system. Reactivate system and go to step 8) 5. Check For DTC Service Deactivate system. See COMPLETE SYSTEM DEACTIVATION procedures. Run ON-DEMAND SELF-TEST . If DTC B1921 IS retrieved, go to step 6). If DTC B1921 is not retrieved, go to step 8). 6. Check For Corrosion Inspect diagnostic monitor bracket and mounting surfaces. Look for signs of corrosion or poor contact. If significant corrosion is found, replace air bag diagnostic monitor. Verify system. Reactivate system and go to step 8). 7. Check Circuit 570 (Black/White wire) Check attachment of ground connections and splices in circuit 570 (Black/White wire) feeding diagnostic monitor harness connector terminal No. C232-10 and C232-18. See Fig. 9 . If poor connections are noted, repair as necessary. See step 4). Add ground strap from circuit 570 (Black/White wire) to one of diagnostic monitor mounting fasteners. Connect diagnostic monitor and go to step 8). If no poor connections are noted, remove air bag diagnostic monitor and bracket from vehicle and thoroughly clean mounting surfaces. Replace air bag diagnostic monitor. Re-examine fault code and look for causes of high resistance in diagnostic monitor bracket ground. Repair any intermittent faults and go to step 8). 8. Check For Other DTCs Connect NGS to DLC. If other DTCs are retrieved go to proper DTC test. If no other DTCs are retrieved, reactivate system and clear all DTCs. PINPOINT TEST E: LFC22/DTC B1922 - SAFING SENSOR SHORTED TO BATTERY VOLTAGE NOTE:

Before proceeding, see SERVICE PRECAUTIONS . After servicing has been performed, recheck AIR BAG warning light. If system is okay, install air bag

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modules and reactivate air bag system. 1. Check For Hard Or Intermittent DTC Connect NGS tester to DLC. Perform ON-DEMAND SELF-TEST . If DTC B1922 is retrieved, go to step 2). If DTC B1922 is not retrieved, go to step 6). 2. Check Driver-Side Circuit Voltage Deactivate air bag system. See COMPLETE SYSTEM DEACTIVATION under DISABLING & ACTIVATING AIR BAG SYSTEM. Inspect driver-side air bag wiring for potential short to speed control and/or horn wiring. Repair wiring as necessary. If wiring is okay, disconnect diagnostic monitor. Measure voltage between terminal No. C232-2 and C232-18 of diagnostic monitor connector. See Fig. 9 . If voltage is more than zero volts, go to next step. If voltage is zero volts, go to step 4). 3. Check Circuit 614 For Wire-To-Wire Short Remove locking wedge and shorting bar from terminal No. C232-2 of harness side of air bag diagnostic monitor connector. Remove driver-side air bag simulator. Use voltmeter connected to good ground to measure voltage at terminal No. C232-2. See Fig. 9 . If voltage is more than zero volts, repair circuit 614 (Gray/Orange wire) for short to B+. Reconnect system. Verify system and go to step 9. If voltage is zero volts, repair circuit 615 (Gray/White wire) for short to B+. Reconnect system. Verify system. Go to step 9). 4. Measure Passenger-Side Voltage Measure voltage between diagnostic monitor harness connector terminal No. C232-5 and C232-18. See Fig. 9 . If voltage is more than zero volts, go to next step. If voltage is zero volts, replace air bag diagnostic monitor. Reconnect system. Verify system and go to step 9). 5. Check Circuit 607 For Wire-To-Wire Short Remove locking wedge and shorting bar from terminal No. C232-5 of harness side of air bag diagnostic monitor connector. See Fig. 9 . Remove passenger-side air bag simulator. Use voltmeter to measure voltage at between terminal No. C232-5 and C232-18. If voltage is more than zero volts, repair circuit 607 (Light Blue/Orange wire) for short and go to step 9). If voltage is zero volts, repair circuit 616 (Pink/Black wire) for short to B+. Reconnect system. Verify system. Go to step 9). 6. Check For DTC Service Deactivate system. See COMPLETE SYSTEM DEACTIVATION procedures. Run ON-DEMAND SELF-TEST . If DTC B1922 is retrieved, go to step 9). If DTC B1922 is not retrieved, go to next step. 7. Check For Steering Column Shorts Inspect driver-side air bag wiring harness for shorts to speed control or horn wiring. If problems are noted, repair as necessary and go to step 9). If no problems are noted, go to next step. Helpmelearn February-12-08 8:11:33 PM

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8. Check For Steering Column Shorts Inspect circuit 614 (Gray/Orange wire) and 615 (Gray/White wire) to driver-side air bag module and circuits 607 (Light Blue/Orange wire) and 616 (Pink/Black wire) for wire-to-wire shorts. Repair as necessary and go to step 9). If wiring is okay, re-examine fault code and look for causes of intermittent shorts to battery voltage. Repair intermittent problems and go to next step. 9. Check For Other DTCs Connect NGS to DLC. If other DTCs are retrieved go to proper DTC test. If no other DTCs are retrieved, reactivate system and clear all DTCs. PINPOINT TEST F: LFC23/DTC 1923 - MEMORY CLEAR CIRCUIT IMPROPERLY GROUNDED NOTE:

Before proceeding, see SERVICE PRECAUTIONS . After servicing has been performed, recheck AIR BAG warning light. If system is okay, install air bag modules and reactivate air bag system.

1. Check For Hard Or Intermittent DTC Connect NGS tester to DLC. Perform ON-DEMAND SELF-TEST . If DTC B1923 is retrieved, go to step 2). If DTC B1923 is not retrieved, go to step 5). 2. Check If Circuit 631 Is Connected If terminal No. C232-17 of air bag diagnostic monitor has wire connected, go to next step. See Fig. 9 . If it does not, go to step 7). 3. Check If Circuit Is Correct Color Deactivate air bag system. See COMPLETE SYSTEM DEACTIVATION under DISABLING & ACTIVATING AIR BAG SYSTEM. Disconnect diagnostic monitor. See Fig. 9 . Verify terminal No. C232-17 is a Tan/Red wire. If it is, go to next step. If it is not, verify and correct harness pin out. Reconnect system. Verify system and go to step 7). 4. Measure Resistance Use ohmmeter set to 200K ohms scale or AUTO. Measure resistance between diagnostic monitor harness connector terminal No. C232-17 and terminal No. C232-18. See Fig. 9 . If resistance is infinite, replace air bag diagnostic monitor. Reconnect system. Verify system. Reactivate system and go to step 7). If resistance is not infinite, repair short to ground on circuit 631 (Tan/Red wire). Reconnect air bag diagnostic monitor. Go to step 7). 5. Check For DTC Service Deactivate system. See COMPLETE SYSTEM DEACTIVATION . If DTC B1923 has just been Helpmelearn February-12-08 8:11:33 PM

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repaired, go to step 7). If DTC B1923 has not just been repaired, go to next step. 6. Check For Steering Column Shorts Inspect circuit 631 (Tan/Red wire) for pinched or chafed wires leading to intermittent short to ground. If problems are noted, repair as necessary and go to step 7). If no problems are noted, go to next step. 7. Check For Other DTCs Connect NGS to DLC. If other DTCs are retrieved go to proper DTC test. If no other DTCs are retrieved, reactivate system and clear all DTCs. PINPOINT TEST G: LFC 32/DTC B1932 - HIGH RESISTANCE OR OPEN IN DRIVER-SIDE AIR BAG CIRCUIT NOTE:

Before proceeding, see SERVICE PRECAUTIONS . After servicing has been performed, recheck AIR BAG warning light. If system is okay, install air bag modules and reactivate air bag system.

1. Check For Hard Or Intermittent DTC Connect NGS tester to DLC. Perform ON-DEMAND SELF-TEST . If DTC B1932 is retrieved, go to step 2). If DTC B1932 is not retrieved, go to step 6). 2. Check Circuit Resistance Deactivate air bag system. See COMPLETE SYSTEM DEACTIVATION under DISABLING & ACTIVATING AIR BAG SYSTEM. Connect NGS tester to DLC. Perform ON-DEMAND SELFTEST . If DTC B1932 is retrieved, go to next step. If DTC B1932 is not retrieved, go to step 9). 3. Check For Hard Or Intermittent DTC Turn ignition off and disconnect diagnostic monitor connector. Record resistance reading. Remove plastic locking wedge from Gray harness connector at air bag diagnostic monitor. Measure resistance between diagnostic monitor connector terminal No. C232-2 and C232-3. See Fig. 9 . If resistance is less than 3 ohms, replace air bag diagnostic monitor. Reconnect system. Verify system. Go to step 9). If resistance is more than 3 ohms, go to next step. 4. Isolate Resistance Disconnect clockspring connector at base of steering column. Connect air bag simulator to harness connector at base of steering column. Zero ohmmeter by touching leads together and record reading. Measure resistance between diagnostic monitor harness connector terminal No. C232-2 and C232-3. See Fig. 9 . If resistance is less than 2.2 ohms, replace clockspring. Reconnect system. Verify system. Reactivate system and go to step 9). If resistance is more than 2.2 ohms, go to next step. 5. Check Circuit 614 For Open Helpmelearn February-12-08 8:11:34 PM

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

Use ohmmeter to connect one lead to circuit 614 (Gray/Orange wire) at air bag clockspring harness connector. Connect second lead to terminal No. C232-2. If resistance is less than 3 ohms, repair circuit 615 (Gray/White wire) for open. Reconnect system. Verify system. Reactivate system. Go to step 9). If resistance is more than 3 ohms, repair circuit 614 (Gray/Yellow wire) for open. Reconnect system. Verify system. Reactivate system. Go to step 9). 6. Check For DTC Service Deactivate system. See COMPLETE SYSTEM DEACTIVATION procedures. Run ON-DEMAND SELF-TEST . If DTC B1932 is retrieved, go to step 7). If DTC B1932 is not retrieved, go to next step 9) 7. Check Air Bag Connections Disconnect air bag diagnostic monitor. Zero ohmmeter by touching leads together and record reading. Remove plastic locking wedge from Gray harness side connector at base of steering column. See Fig. 9 . Measure resistance between diagnostic monitor harness connector terminal No. C232-2 and C232-3 while wiggling wires at driver-side air bag module connector where it mates to clockspring. If resistance is more than 3 ohms or other problems are noted, replace clockspring. Go to step 9). If resistance is less than 3 ohms, Go to next step. 8. Check Circuits 614 and 615 Inspect circuit 614 (Gray/Yellow wire)and 615 (Gray/White wire) for pinched or chafed wires leading to high resistance. If problems are noted, repair as necessary and go to next step). If no problems are noted, reexamine DTC description. Check for causes of intermittent high resistance or open circuits. Attempt to recreate fault by driving vehicle, flexing wire harnesses or cycling ignition key frequently. Repair any concerns found and go step 9). 9. Check For Other DTCs Connect NGS to DLC. If other DTCs are retrieved go to proper DTC test. If no other DTCs are retrieved, reactivate system and clear all DTCs. PINPOINT TEST H: LFC 33/DTC B1933 - HIGH RESISTANCE OR OPEN IN PASSENGER-SIDE AIR BAG CIRCUIT NOTE:

Before proceeding, see SERVICE PRECAUTIONS . After servicing has been performed, recheck AIR BAG warning light. If system is okay, install air bag modules and reactivate air bag system.

1. Check For Hard Or Intermittent DTC Connect NGS tester to DLC. Perform ON-DEMAND SELF-TEST . If DTC B1933 is retrieved, go to step 2). If DTC B1933 is not retrieved, go to step 5). 2. Check Circuit Resistance Helpmelearn February-12-08 8:11:34 PM

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

Deactivate air bag system. See COMPLETE SYSTEM DEACTIVATION under DISABLING & ACTIVATING AIR BAG SYSTEM. Connect NGS tester to DLC. Perform ON-DEMAND SELFTEST . If DTC B1933 is retrieved, go to next step. If DTC 1933 is not retrieved, go to step 8). 3. Check Circuit 607-To-616 Disconnect diagnostic monitor. Remove plastic locking wedge from Gray harness side connector at diagnostic monitor harness connector. Measure resistance between diagnostic harness connector terminal No. C232-5 and C232-4. See Fig. 9 . If resistance is less than 3 ohms, replace passenger-side air bag.Reconnect system. Verify system. Reactivate system and go to step 8). If resistance is more than 3 ohms, go to next step. 4. Check Air Bag Connections Disconnect passenger-side air bag simulator from main harness. Connect ohmmeter lead to circuit 607 (Light Blue/Orange wire) at passenger-side air bag module harness connector. Connect other lead to terminal No. C232-5. See Fig. 9 . If resistance is less than 3 ohms, repair circuit 616 (Pink/Black wire) for open. Reconnect system. Verify system. Reactive system and go to step 8). If resistance is more than 3 ohms, repair circuit 607 (Light Blue/Orange wire) for open. Reconnect system. Verify system. Reactivate system and go to step 8). 5. Check For DTC Service Deactivate system. See COMPLETE SYSTEM DEACTIVATION under DISABLING & ACTIVATING AIR BAG SYSTEM. Run ON-DEMAND SELF-TEST . If DTC B1933 is retrieved, go to step 6). If DTC B1933 is not retrieved, go to step 6). 6. Check Air Bag Connections Disconnect air bag diagnostic monitor. Zero ohmmeter by touching leads together and record reading. Remove plastic locking wedge from Gray harness side connector at base of steering column. Measure resistance between diagnostic monitor harness connector terminal No. C232-4 and C232-5 while wiggling wires at driver-side air bag module connector where it mates to harness. See Fig. 9 . If resistance is more than 3 ohms or other problems are noted, replace passenger-side air bag module. Go to step 8). If resistance is less than 3 ohms, Go to next step. 7. Check Circuits 607 and 616 Inspect wiring and connections in circuits 607 (Light Blue/Orange wire) and 616 (Pink/Black wire) for poor crimps, corrosion, etc. that could cause high resistance. If problems are noted, repair problems and go to step 8). If no problems are noted, re-examine fault code and look for causes for intermittent faults. Correct any intermittent faults and go to step 8). 8. Check For Other DTCs Connect NGS to DLC. If other DTCs are retrieved go to proper DTC test. If no other DTCs are retrieved, Helpmelearn February-12-08 8:11:34 PM

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reactivate system and clear all DTCs. PINPOINT TEST J: LFC 34/DTC B1934 - LOW RESISTANCE OR SHORT IN DRIVER-SIDE AIR BAG CIRCUIT NOTE:

Before proceeding, see SERVICE PRECAUTIONS . After servicing has been performed, recheck AIR BAG warning light. If system is okay, install air bag modules and reactivate air bag system.

1. Check For Hard Or Intermittent DTC Connect NGS tester to DLC. Perform ON-DEMAND SELF-TEST . If DTC B1934 is retrieved, go to step 2). If DTC B1934 is not retrieved, go to step 5). NOTE:

In the following step, it may be helpful to inspect clockspring-to-main wiring harness connector for an example of a normal shorting bar.

2. Check Circuit Resistance Deactivate air bag system. See COMPLETE SYSTEM DEACTIVATION under DISABLING & ACTIVATING AIR BAG SYSTEM. Connect NGS tester to DLC. Perform ON-DEMAND SELFTEST . If DTC B1934 is retrieved, go to next step. If DTC B1934 is not retrieved, examine shorting bars on driver-side air bag connector. Replace driver-side air bag module if shorting bars are normal. Go to step 9). NOTE:

In the following step, it may be helpful to inspect clockspring-to-main wiring harness connector for an example of a normal shorting bar.

3. Check For DTC B1934 Disconnect Air Bag Simulator from driver-side air bag connector. Disconnect diagnostic monitor. Set ohmmeter for highest scale (200K ohms or AUTO). Remove plastic locking wedge from Gray harness connector at air bag diagnostic monitor. Measure resistance between diagnostic monitor harness connector terminal No. C232-2 and C232-3 while turning steering wheel. If resistance is 1M ohm or more, examine shorting bar and if shorting bar is OK, replace air bag diagnostic monitor if resistance is not 1M or more. Go to step 9). 4. Check For Harness Short Disconnect clockspring from main wiring harness at base of steering column. Measure resistance between terminal No. C232-2 and C232-3 of diagnostic monitor connector. See Fig. 9 . If resistance is 1 MEG ohm or more, check shorting bar on clockspring connector for proper operation. If shorting bar is OK, replace clockspring. If resistance is not 1 MEG ohm or more, locate and repair short between circuits 614 (Gray/Orange wire) and 615 (Gray/White wire). Reconnect system. Verify system. Reactivate system. Go to step 9). Helpmelearn February-12-08 8:11:34 PM

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

5. Check For DTC Service Deactivate system. See COMPLETE SYSTEM DEACTIVATION under DISABLING & ACTIVATING AIR BAG SYSTEM. Run ON-DEMAND SELF-TEST . If DTC B1934 is retrieved, go to step 6). If DTC is not retrieved , go to step 9). 6. Check Shorting Bars Disconnect air bag diagnostic monitor. Set ohmmeter to lowest scale (200 ohms or AUTO). Zero ohmmeter by touching leads together. Remove plastic locking wedge from Gray harness side connector. See Fig. 9 . Measure resistance between diagnostic monitor harness connector terminal No. C232-2 and C232-3 while wiggling wires at driver-side air bag connector where it mates to clockspring. Subtract reading found when zeroing ohmmeter. Inspect shorting bars in driver-side air bag module, clockspring connector at main wiring harness and air bag diagnostic monitor. Look for signs of poor operation of these shorting bars. If problems are noted or resistance reading is less than 3 ohms, repair problems and go to step 9). If resistance is more than 3 ohms, go to next step. 7. Check Clockspring Remove air bag simulator from steering wheel. Measure resistance between diagnostic monitor harness connector terminal No. C232-2 and C232-3 while turning steering wheel. See Fig. 9 . If resistance is infinite, replace clockspring if resistance reading jumps while turning wheel. Go to step 9). If resistance reading is not infinite, go to next step. 8. Check Circuits 614 and 615 Inspect wiring and connections in circuits 614 (Gray/Orange wire) and 615 (Gray/White wire). Look for potential intermittent shorts between these circuits. Examine clockspring wires where clockspring mates to main harness. Examine clockspring contacts and driver-side air bag module wires where clockspring mates to driver-side air bag module. If problems are noted, repair problems. Replace clockspring or driver-side air bag module if clockspring or driver-side air bag module wires are damaged. Go to step 9). Re-examine fault code and look for causes of intermittent faults. Service any intermittent problems and go to step 9). 9. Check For Other DTCs Connect NGS to DLC. If other DTCs are retrieved go to proper DTC test. If no other DTCs are retrieved, reactivate system and clear all DTCs. PINPOINT TEST K: LFC 35/DTC B1935 - LOW RESISTANCE OR SHORT IN PASSENGER-SIDE AIR BAG CIRCUIT NOTE:

Before proceeding, see SERVICE PRECAUTIONS . After servicing has been performed, recheck AIR BAG warning light. If system is okay, install air bag modules and reactivate air bag system.

1. Check For Hard Or Intermittent DTC Helpmelearn February-12-08 8:11:34 PM

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

Connect NGS tester to DLC. Perform ON-DEMAND SELF-TEST . If DTC B1935 is retrieved, go to step 2). If DTC B1935 is not retrieved, go to step 4). NOTE:

In the following step, it may be helpful to inspect clockspring-to-main wiring harness connector for an example of a normal shorting bar.

2. Measure Resistance Deactivate air bag system. See COMPLETE SYSTEM DEACTIVATION under DISABLING & ACTIVATING AIR BAG SYSTEM. Connect NGS to DLC. Perform ON-DEMAND SELF-TEST . If DTC B1935 is retrieved, go to next step. If DTC B1935 is not retrieved, examine shorting bars on passenger-side air bag connector. Replace passenger-side air bag module if shorting bars are normal. Go to step 7). NOTE:

In the following step, it may be helpful to inspect clockspring-to-main wiring harness connector as an example of a normal shorting bar.

3. Check For Open Circuit Disconnect air bag simulator from main harness. Disconnect air bag diagnostic monitor. Set ohmmeter to highest scale (200 ohms or AUTO). Remove plastic locking wedge from Gray harness connector (C232) at air bag diagnostic monitor. See Fig. 9 . Measure resistance between diagnostic monitor harness connector terminal No. C232-4 and C232-5. If resistance is greater than 1M ohm, examine shorting bars on air bag diagnostic monitor connector. Replace air bag diagnostic monitor if shorting bars are normal. Reconnect system. Verify system and go to step 7). If resistance is not greater than 1M ohm, repair circuits 607 (Light Blue/Orange wire) and 616 (Pink/Black wire). Reconnect system. Verify system. Reactivate system. Go to step 7). 4. Check For DTC Service Deactivate system. See COMPLETE SYSTEM DEACTIVATION under DISABLING & ACTIVATING AIR BAG SYSTEM. Run ON-DEMAND SELF-TEST . If DTC B1935 is retrieved, go to step 5). If DTC B1935 is not retrieved, go to step 7). 5. Check Shorting Bars Disconnect air bag diagnostic monitor. Zero ohmmeter by touching leads together and record reading. Remove plastic locking wedge from Gray harness side connector at base of steering column. See Fig. 9 . Measure resistance between diagnostic monitor harness connector terminal No. C-4 and C-5 while wiggling wires at passenger-side air bag module connector where it mates to harness. Subtract reading found when zeroing ohmmeter. If resistance is less than 3 ohms or other problems are noted, repair problems and go to step 7). If resistance is more than 3 ohms, go to next step. 6. Check Circuits 607 and 616 Helpmelearn February-12-08 8:11:34 PM

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

Inspect wiring and connections in circuits 607 (Light Blue/Orange wire) and 616 (Pink/Black wire) for poor crimps, corrosion, etc. that could cause high resistance. If problems are noted, repair problems and go to step 7). If no problems are noted, re-examine fault code and look for causes for intermittent faults. Correct any intermittent faults and go to step 7). 7. Check For Other DTCs Connect NGS to DLC. If other DTCs are retrieved go to proper DTC test. If no other DTCs are retrieved, reactivate system and clear all DTCs. PINPOINT TEST L: LFC 41/DTC B1941 - CENTER/RIGHT IMPACT SENSOR FEED/RETURN CIRCUIT OPEN NOTE:

Before proceeding, see SERVICE PRECAUTIONS . After servicing has been performed, recheck AIR BAG warning light. If system is okay, install air bag modules and reactivate air bag system.

1. Check For Hard Or Intermittent DTC Connect NGS tester to DLC. Perform ON-DEMAND SELF-TEST . If DTC B1941 is retrieved, go to next step. If DTC B1941 is not retrieved, go to step 6). 2. Measure Resistance Deactivate air bag system. See COMPLETE SYSTEM DEACTIVATION under DISABLING & ACTIVATING AIR BAG SYSTEM. Disconnect air bag diagnostic monitor. Set ohmmeter to 200 ohm scale or AUTO. Zero ohmmeter by touching leads together and record resistance reading. Measure resistance between air bag diagnostic monitor harness connector terminal No. C232-16 and C233-24. See Fig. 9 . If resistance is less than 2 ohms, to next step. If resistance is more than 2 ohms, go to step 4). 3. Check For Short To Battery With diagnostic monitor disconnected, Turn ignition switch to RUN position. Measure voltage between ground and terminal No. C232-15, C232-16, C233-23 and C233-24 of diagnostic monitor connector. See Fig. 9 . If each reading is zero volts, replace diagnostic monitor. Reconnect system. Verify system. Go to step 10). If any reading is more than zero volts, repair short to voltage in appropriate circuit between impact sensor and diagnostic monitor. Go to step 10). 4. Verify Concern Access right side impact sensor connector C133F. Disconnect sensor from harness. Measure resistance between terminal No. 1 and 2 If resistance is less than 2 ohms, go to next step. If resistance is more than 2 ohms, replace right side impact sensor. Verify system. Go to step 10). 5. Check Circuit 617 For Open Measure resistance between right side air bag sensor connector C133M-2 circuit 617 (Pink/Orange wire) Helpmelearn February-12-08 8:11:34 PM

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

and diagnostic monitor connector terminal No. C232-16 circuit 617 (Yellow/White wire). If resistance is less than 3 ohms, repair circuit 624 (Yellow/White wire) for open. Reconnect system. Verify system. Reactivate system and go to step 10). If resistance is more than 2 ohms, repair circuit 617 (Pink/Orange wire) for open. Reconnect system. Verify system. Reactivate system and go to step 10) 6. Check For DTC Service Deactivate system. See COMPLETE SYSTEM DEACTIVATION under DISABLING & ACTIVATING AIR BAG SYSTEM. Run ON-DEMAND SELF-TEST . If DTC B1941 is retrieved, go to step 7). If B1941 is not retrieved, go to step. 10). 7. Check Wires Inspect wires, crimps, connectors, etc. on circuits 617 (Pink/Orange wire) and 624 (Yellow/White wire) for signs of poor connection. If problems are noted, repair and go to step 10). If no problems are noted, go to next step. 8. Check For Short To Battery Inspect circuits 617 (Pink/Orange wire), 619 (Pink/White wire), 624 (Yellow/White wire), and 625 (Yellow/Light Green wire). If any problems are noted, repair and go to step 10). If no problems are noted, go to next step. 9. Check Sensor Inspect right side impact sensor. Look for signs of corrosion. If problems are noted, replace impact sensor. Clean contacts. Go to step 10). If no problems are noted, re-examine fault code and look for causes of intermittent faults. Go to step 10) 10. Check For Other DTCs Connect NGS to DLC. If other DTCs are retrieved go to proper DTC test. If no other DTCs are retrieved, reactivate system and clear all DTCs. PINPOINT TEST M: LFC 42/DTC B1942 - LEFT IMPACT SENSOR FEED/RETURN CIRCUIT OPEN NOTE:

Before proceeding, see SERVICE PRECAUTIONS . After servicing has been performed, recheck AIR BAG warning light. If system is okay, install air bag modules and reactivate air bag system.

1. Check For Hard Or Intermittent DTC Connect NGS tester to DLC. Perform ON-DEMAND SELF-TEST . If DTC B1942 is retrieved, go to step 2). If DTC B1942 is not retrieved, go to step 6). 2. Measure Resistance Helpmelearn February-12-08 8:11:34 PM

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

Deactivate system. See COMPLETE SYSTEM DEACTIVATION under DISABLING & ACTIVATING AIR BAG SYSTEM. Disconnect air bag diagnostic monitor. Zero ohmmeter by touching leads together and record resistance reading. Measure resistance between air bag diagnostic monitor harness connector terminal No. C232-15 and C233-23. See Fig. 9 . If resistance is less than 2 ohms, to next step. If resistance is more than 2 ohms, go to step 4). 3. Check For Short To Battery With diagnostic monitor disconnected, Turn ignition switch to RUN position. Measure voltage between ground and terminal No. C232-15, C232-16, C233-23 and C233-24 of diagnostic monitor connector. See Fig. 9 . If all readings are more than zero volts, repair appropriate circuit between impact sensor and diagnostic monitor. Go to step 10). If any reading is zero volts, replace diagnostic monitor. Reconnect system. Verify system and go to step 10). 4. Verify Concern Disconnect left impact sensor. Measure resistance between circuit 619 (Pink/White wire) and 625 (Yellow/Light Green wire) in sensor side of connector terminal No. 132F-1 and 132F-2. If resistance is less than 2 ohms, go to next step. If resistance is more than 2 ohms, replace left impact sensor. Reconnect system, verify system and go to step 10). 5. Check Circuits 619 For Open Disconnect air bag diagnostic monitor. Disconnect left impact sensor. Use ohmmeter to measure resistance of circuit 619 (Pink/White wire) between left impact sensor connector terminal 132M-2 and terminal No. C232-15 of air bag diagnostic monitor. If resistance is less than 2 ohms, repair circuit 625 (Yellow/Light Green wire) for open. Reconnect system. Verify system. Reactivate system. Go to step 10). If resistance is more than 2 ohms, repair circuit 619 (Pink/White wire) for an open. Reconnect system. Verify system. Reactivate system and go to step 10). 6. Check For DTC Service Deactivate system. Run ON-DEMAND SELF-TEST . If DTC B1942 is retrieved, go to step 7). If DTC B1942 is not retrieved, go to step 10). 7. Check Wires Inspect wires, crimps, connectors, etc. on circuits 619 (Pink/White wire) and 625 (Yellow/Light Green wire) for signs of poor connection. If problems are noted, repair and go to step 10). If problems are not noted, go to next step. 8. Check For Short To Battery Inspect circuits 617 (Pink/Orange wire), 619 (Pink/White wire), 624 (Yellow/White wire), and 625 (Yellow/Light Green wire). If any problems are noted, repair and go to step 10). If not, go to next step. Helpmelearn February-12-08 8:11:34 PM

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

9. Check Sensor Inspect left impact sensor. Look for signs of corrosion. If problems are noted, replace left impact sensor. If corrosion is noted, go to step 10). If no problems are noted, re-examine fault code and look for causes of intermittent faults. Go to step 10). 10. Check For Other DTCs Connect NGS to DLC. If other DTCs are retrieved go to proper DTC test. If no other DTCs are retrieved, reactivate system and clear all DTCs. PINPOINT TEST N: LFC 44/DTC B1944 - CENTER IMPACT SENSOR NOT MOUNTED TO VEHICLE PROPERLY NOTE:

Before proceeding, see SERVICE PRECAUTIONS . After servicing has been performed, recheck AIR BAG warning light. If system is okay, install air bag modules and reactivate air bag system.

1. Check For Hard Or Intermittent DTC Connect NGS tester to DLC. Perform ON-DEMAND SELF-TEST . If DTC B1944 is retrieved, go to step 2). If DTC B1944 is not retrieved, go to step 6). 2. Measure Resistance Deactivate air bag system. See COMPLETE SYSTEM DEACTIVATION under DISABLING & ACTIVATING AIR BAG SYSTEM. Disconnect air bag diagnostic monitor. Use ohmmeter to measure resistance between terminal No. C233-21 and ground. See Fig. 9 . If resistance is more than 3 ohms, go to next step. If resistance is less than 3 ohms, go to step 5). 3. Check impact Sensor To Ground Disconnect right impact sensor from harness. Zero multimeter by touching leads together and record reading. Measure resistance between ground and circuit 618 (Pink/Light Green wire) in sensor connector C133F. Subtract recorded reading. If resistance is less than 3 ohms, repair open or high resistance in circuit 618 (Pink/Light Green wire) between air bag diagnostic monitor and center impact sensor. Inspect all connections. Reconnect system and go to step 10). If resistance is not less than 3 ohms, remove screws retaining sensor. Clean mounting surface of sensor and chassis. Install sensor. Tighten screws to specification. See TORQUE SPECIFICATIONS . Go next step. 4. Check Right Impact Sensor Use ohmmeter connected to ground to measure resistance between right impact sensor terminal C133F, circuit 618 (Pink/Light Green wire). If resistance is less than 3 ohms, reconnect system and go to step 10). If resistance is more than 3 ohms, replace right impact sensor. Reconnect system. Go to step 10).

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

5. Check Reference Ground Check ground connections and splices in circuit 570 (Black/White wire) feeding air bag diagnostic monitor harness connector terminal No. 10 and 18. If any poor connections are noted, correct problem and if necessary add a ground strap from circuit 570 (Black/White wire) to one of the diagnostic monitor mounting fasteners. Connect air bag diagnostic monitor. Verify system and go to step 10). If connections are okay, replace air bag diagnostic monitor. Reconnect system. Verify system. Go to step 10). 6. Check For DTC Service Deactivate system. See COMPLETE SYSTEM DEACTIVATION under DISABLING & ACTIVATING AIR BAG SYSTEM. Run ON-DEMAND SELF-TEST . If DTC B1944 is retrieved, go to step 7). If DTC 1944 is not retrieved, go to step 10). 7. Check Wires Inspect wires, crimps, connectors, etc. on circuits 618 (Pink/Light Green wire) for signs of poor connection. Connect NGS to DLC. Select IABM. Select Pid/Data Monitor and Record. Select Pid CRSHSN1. Wiggle wires while watching PID. If reading goes greater than 3 ohms, or other problems are noted, repair and go to step 10). If not, go to next step. 8. Check Sensor Inspect right impact sensor for signs of corrosion. Connect NGS to DLC. Select IABM. Select Pid/Data Monitor and Record. Select Pid CRSHSN1. Wiggle wires while watching PID. If PID goes greater than 3 ohms, or other problems are noted, replace center impact sensor. Repair any other problems and go to step 10). If PID does not go greater than 3 ohms and no other problems are noted, go to next step. 9. Check Circuit 570 (Black/White wire) Inspect attachment of ground connections and splices in circuit 570 (Black/White wire) feeding diagnostic monitor harness connector terminal No. C232-10 and C232-18. See Fig. 9 . If any problems are noted, repair as necessary. If necessary add ground strap from circuit 570 (Black/White wire) to one of the diagnostic monitor mounting fasteners. Connect air bag diagnostic monitor. Go to step 10). If no problems are noted, remove retaining screws for center impact sensor and clean mounting surface of sensor and chassis. Install sensor. Tighten screws to specifications. Go to step 10). 10. Check For Other DTCs Connect NGS to DLC. If other DTCs are retrieved go to proper DTC test. If no other DTCs are retrieved, reactivate system and clear all DTCs. PINPOINT TEST P: LFC 45DTC 1945 - LEFT IMPACT SENSOR NOT MOUNTED TO VEHICLE PROPERLY NOTE:

Before proceeding, see SERVICE PRECAUTIONS . After servicing has been performed, recheck AIR BAG warning light. If system is okay, install air bag

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

modules and reactivate air bag system. 1. Check For Hard Or Intermittent DTC Connect NGS tester to DLC. Perform ON-DEMAND SELF-TEST . If DTC B1945 is retrieved, go to step 2). If DTC B1945 is not retrieved, go to step 6). 2. Measure Resistance Deactivate air bag system. See COMPLETE SYSTEM DEACTIVATION under DISABLING & ACTIVATING AIR BAG SYSTEM. Disconnect air bag diagnostic monitor. Use ohmmeter to measure resistance between terminal No. C233-20 and ground. See Fig. 9 . If resistance is more than 3 ohms, go to next step. If resistance is less than 3 ohms, go to step 5). 3. Check Left Impact Sensor Ground Disconnect left front impact sensor from harness. Zero multimeter by touching leads together and record reading. Measure resistance between circuit 620 (Pink/Light Blue wire) in sensor connector to ground. Subtract recorded reading. If resistance is less than 3 ohms, locate and repair open or high resistance in circuit 620 (Pink/Light Blue wire) between diagnostic monitor and left impact sensor. Go to step 10). Check all terminal crimps and splices. Repair as necessary. If resistance is more than 3 ohms, remove sensor. Clean sensor mounting surfaces. Reinstall sensor. Go step 4. 4. Check PID CRSHSN2 Zero multimeter by touching leads together and record reading. Measure resistance between left impact sensor terminal C132F circuit 620 (Pink/Light Blue wire) and ground. Subtract recorded reading. If resistance is less than 3 ohms, reconnect system and go to step 10). If resistance is more than 3 ohms, replace left impact sensor, reconnect system and go to step 10). 5. Check Reference Ground Check ground connection and splices in circuit 570 (Black/White wire) feeding air bag diagnostic monitor harness connector terminal No. C232-10 and C232-18. See Fig. 9 . Correct poor ground connections (if necessary) by adding ground strap from circuit 570 (Black/White wire) to one of the air bag diagnostic monitor mounting fasteners. Connect air bag diagnostic monitor. Verify system and go to step 10). If no poor ground connections are found, replace air bag diagnostic monitor. Reconnect system. Verify system and go to step 10). 6. Check For DTC Service Deactivate system. See COMPLETE SYSTEM DEACTIVATION under DISABLING & ACTIVATING AIR BAG SYSTEM. Run ON-DEMAND SELF-TEST . If DTC B1945 is retrieved, go to step 7). If DTC 1945 not retrieved, go to step 10). 7. Check Wires Helpmelearn February-12-08 8:11:34 PM

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

Inspect wires, crimps, connectors, etc. on circuits 620 (Pink/Light Blue wire) for signs of poor connection. Connect NGS to DLC. Select IABM. Select Pid/Data Monitor and Record. Select Pid CRSHSN2. Wiggle wires while watching PID. If PID goes greater than 3 ohms, or other problems are noted, repair and go to step 10). If not, go to next step. 8. Check Sensor Inspect left impact sensor for signs of corrosion. Connect NGS to DLC. Select IABM. Select Pid/Data Monitor and Record. Select Pid CRSHSN2. Wiggle wires while watching PID. If PID goes greater than 3 ohms, or other problems are noted, Repair any problems and go to step 10). If does not go greater than 3 ohms, go to next step. 9. Check Circuit 570 (Black/White wire) Inspect attachment of ground connections and splices in circuit 570 (Black/White wire) feeding diagnostic monitor harness connector terminal No. C232-10 and C232-18. If any problems are noted, repair. If necessary add ground strap from circuit 570 (Black/White wire) to one of the diagnostic monitor mounting fasteners. Connect air bag diagnostic monitor. Go to step 10). If no problems are noted, remove retaining screws for center impact sensor and clean mounting surface of sensor and chassis. Install sensor. Tighten screws to specifications. See TORQUE SPECIFICATIONS . Go to step 10). 10. Check For Other DTCs Connect NGS to DLC. If other DTCs are retrieved go to proper DTC test. If no other DTCs are retrieved, reactivate system and clear all DTCs. PINPOINT TEST Q: LFC24/DTC B1342, B1924 - INTERNAL DIAGNOSTIC MONITOR FAULT NOTE:

Before proceeding, see SERVICE PRECAUTIONS . After servicing has been performed, recheck AIR BAG warning light. If system is okay, install air bag modules and reactivate air bag system.

1. Check For Hard Or Intermittent DTC Connect NGS tester to DLC. Perform ON-DEMAND SELF-TEST . If DTC B1342/B1924 is retrieved, go to step 2). If DTC B1342/B1924 is not retrieved, go to step 7). 2. Check If Concern is Module Failure If DTC B1342 retrieved, replace diagnostic monitor, reconnect system, verify system, reactivate system and go to step 14. 3. Check Air Bag Sensor Feeds Turn ignition off, deactivate system and disconnect diagnostic monitor. Measure resistance between diagnostic monitor C232-18 circuit 570 (Black/White wire) and all of the following: Helpmelearn February-12-08 8:11:34 PM

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

z z z z

C232-15 circuit 619 (Pink/White wire) C232-15 circuit 617 (Pink/Orange wire) C233-23 circuit 625 (Yellow/Light Green wire) C233-24 circuit 624 (Yellow/White wire) If resistance readings are infinite (open) go to step 6). If readings are not infinite (open) go to step 4).

4. Check If Sensor Or Wire Is Shorted Disconnect air bag sensor. Measure resistance between circuit 617 (Pink/Orange wire) and circuit 618 (Pink/Light Green wire) terminal on right air bag sensor or between circuit 619 (Pink/White wire) terminal and circuit 620 (Pink/Light Blue wire) on left air bag sensor. If resistance is infinite (open) go to step 5). If resistance not open, replace crash sensor and go to step 14). 5. Check For Shorted Sensor Circuit Measure resistance between air bag diagnostic monitor C232-15 circuit 619 (Pink/white wire)of right crash sensor and ground, and between diagnostic monitor C232-16 circuit 617 (Pink/Orange wire) of right crash sensor and ground. If resistance is greater than 1M ohms, repair circuit 625 of left air bag sensor or circuit 624 of right air bag sensor. Reconnect system, verify system, reactivate system and go to step 14). If resistance is not greater than 1M ohms, repair circuit 619 of left air bag sensor or circuit 617 of right air bag sensor. Reconnect system, verify system, reactivate system and go to step 14). 6. Check For Incorrect Wiring Examine diagnostic monitor C233-22. If a wire is connected, correct incorrect wiring, reconnect diagnostic monitor connector and go to step 14. If a wire is not connected, replace air bag diagnostic monitor. Reconnect system, verify system, reactivate system and go to step 14). 7. Check If repaired Turn ignition off. Deactivate system. Run ON-DEMAND SELF-TEST . If DTC B1342 is retrieved, go to step 8). If B1342 is not retrieved, go to step 14). 8. Check Air Bag Sensor Feeds Turn ignition off. Deactivate system. Disconnect diagnostic monitor. Measure resistance between diagnostic monitor C232-18 circuit 570 (Black/White) and following diagnostic monitor connectors: z C232-15 circuit 619 (Pink/White wire) z C232-15 circuit 617 (Pink/Orange wire) z C233-23 circuit 625 (Yellow/Light Green wire) z C233-24 circuit 624 (Yellow/White wire) If resistances are infinite (open) go to step 11). If resistances are not infinite (open) go to step 9). 9. Identify Short Circuit Helpmelearn February-12-08 8:11:34 PM

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

Disconnect suspect air bag sensor. Measure resistance between circuit 617 (Pink/Orange) terminal and circuit 618 (Pink/Light Green) terminal on right air bag sensor; or between circuit 619 (Pink/White) terminal and circuit 620 (Pink/Light Blue) terminal on left air bag sensor. If resistance is infinite (open) to step 10). If resistance is not infinite (open) replace air bag sensor. Reconnect system. Go to step 14). 10. Check Sensor Circuit Measure resistance between diagnostic monitor C232-15 circuit 619 (Pink/White) of left crash sensor and ground, and between diagnostic monitor C232-16 circuit 617 (Pink/Orange) of right crash sensor and ground. If resistance is greater than 1M ohm repair circuit 625 (yellow/Light Green) of left crash sensor or circuit 624 (Yellow/White) of right crash sensor. Reconnect system, verify system, reactivate system and go to step 14). If resistance is not greater than 1M ohm repair circuit 619 (Pink/White) of left crash sensor, or circuit 617 (Pink/Orange) of right crash sensor. Reconnect system, verify system, reactivate system and go to step 14). 11. Confirm Battery Connection Measure voltage between diagnostic monitor C232-13 circuit 937 (Red/White) and C232-18 circuit 570 (Black/White). If voltage is equal to battery voltage, go to step 12. If not, repair circuit 937 (Red/White). Reconnect diagnostic monitor and go to step 14). 12. Check Fuse 4 (10A) Verify mini fuse 4 (10A) is 10A. If fuse is 10A go to step 13). If not replace fuse with correct value. Reconnect diagnostic monitor connectors, go to step 14). 13. Check For Short to Battery Voltage Measure voltage between diagnostic monitor C232-13 circuit 937 (Red/White) and C232-18 circuit 570 (Black/White). If voltage is zero, replace mini fuse 4 (10A). Replace diagnostic monitor. Reconnect diagnostic monitor connectors. Reconnect system, reactivate system and go to step 14). If voltage is not zero, repair circuit 937 (Red/White). Reconnect diagnostic monitor connectors and go to step 14). 14. Check For Short to Battery Voltage Retrieve continuous DTCs. If any DTCs retrieved, go to proper test. If no other DTCs retrieved, do not clear DTCs until all DTCs are resolved. Reactivate system, clear DTCs. PINPOINT TEST R: MODULE COMMUNICATION ERROR 1. Check Circuit 649 (Black/Orange)For Open Turn ignition off. Deactivate system. Disconnect diagnostic monitor connector, then turn ignition to RUN position. Measure voltage between diagnostic monitor C232-6 circuit 364 (Black/Light Green) and ground. If voltage is equal to battery voltage, go to step 2). If voltage is not equal to battery voltage, repair circuit 364 (Black/Light Green). Replace fuse 6 (7.5A) if necessary. Go to step 6). Helpmelearn February-12-08 8:11:34 PM

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

2. Check Circuit 649 (Black/Orange)For Open Turn ignition off. Measure resistance between diagnostic monitor C232-18 circuit 570 (Black/White) and ground. If resistance is less than 3 ohms, go to step 3). If resistance is not less than 3 ohms, repair circuit 570 (Black/White) and go to step 6). 3. Check For Battery Voltage Measure voltage between diagnostic monitor C232-14 circuit 937 (Red/White) and ground. If voltage equal to battery voltage go to step 6). If voltage is not equal to battery voltage, go to step 4) 4. Check Battery Fuse Deactivate system and check mini fuse 4 (10A). If fuse OK, go to step 6). If fuse not OK, go to step 5). 5. Check For Short In Harness Replace mini fuse 4 (10A). If fuse fails again, repair circuit 937 (Red/White). Go to step 6). If fuse does not fail, go to step 6). 6. Check Module Communications Turn ignition off. Reconnect system components. Turn ignition to RUN position. If diagnostic monitor communicates, reactivate system. If monitor does not communicate, check module communications network. PINPOINT TEST S: INOPERATIVE INDICATOR CIRCUIT 1. Understand Function If function of test is understood, go to step 2). If not, examine wiring diagram for normal function and go to step 2). 2. Check Other Warning Indicators Turn ignition off, then to RUN position. If other warning indicators are inoperative, check electrical system for fault. If no other warning indicators are inoperative, go to step 3). 3. Check Power Supply To Diagnostic Monitor Turn ignition off and deactivate system. Remove plastic locking wedge from diagnostic monitor connector. Turn ignition to RUN position. Measure voltage between diagnostic monitor C233-11 circuit 608 (Black/Yellow) and C233-10 circuit 570 (Black/White). If voltage is greater than 10 volts, go to step 6). If voltage is not greater than 10 volts, to step 4). 4. Check Circuit 570 (Black/White) For Open Battery Voltage Helpmelearn February-12-08 8:11:34 PM

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

Measure voltage between diagnostic monitor C233-11 circuit 608 (Black/Yellow) and ground. If voltage is greater than 10 volts, deactivate system, repair circuit 570 (Black/White), reconnect system, reactivate system. If voltage is not greater than 10 volts, go to step 5). 5. Check Circuit 608 (Black/White) For Open Turn ignition on. Disconnect instrument cluster connector. Measure resistance between diagnostic monitor C233-11 circuit 608 (Black/Yellow) and instrument cluster C288-4 circuit 608 (Black/Yellow). If resistance is less than 5 ohms, check electrical system for fault. If resistance is not less than 5 ohms, repair circuit 608 (Black/Yellow). Reconnect system, reactivate system. 6. Check Bulb Operation Connect jumper between diagnostic monitor C233-11 circuit 608 (Black/Yellow) and ground. If AIR BAG warning light comes on, replace air bag diagnostic monitor, reconnect system. Reactivate system. If warning light does not come on, repair circuit 608 (Black/Yellow). Reactivate system. PINPOINT TEST T: INDICATOR LIGHT ON AT ALL TIMES 1. Understand Function If function of test is understood, go to step 2). If not, examine wiring diagram for normal function and go to step 2). 2. Check Circuit 608 (Black/White) For Short To Ground Turn ignition off. Disconnect diagnostic monitor. Remove plastic locking wedge from diagnostic monitor connector. Turn ignition on. If AIR BAG warning light comes on, repair circuit 608 (Black/Yellow). Reconnect system, reactivate system. If not, go to step 3). 3. Check For Short To Battery Voltage Turn ignition off. Measure voltage between diagnostic monitor C232-6 circuit 364 (Black/Light Green) and ground. If voltage is less than 1 volt, go to step 4). If voltage is not less than 1 volt, repair circuit 364 (Black/Light Green). Reconnect system, reactivate system. 4. Inspect Shorting Bars If shorting bars on plastic locking wedges are in good condition, replace diagnostic monitor. Reconnect system, verify system, reactivate system. If shorting bars are not in good condition, replace plastic locking wedge. Reconnect system, verify system, reactivate system. PINPOINT TEST U: AIR BAG WARNING LIGHT FLASHING, NO DTC Each sensor has 3 wires. The first wire is used for air bag deployment, the second is used to monitor season connector to diagnostic monitor. The third wire is used to monitor mounting ground of sensor. If function of test is understood, go to step 2). If not, examine wiring diagram both air bag sensors are disconnected, diagnostic Helpmelearn February-12-08 8:11:34 PM

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

monitor will flash AIR BAG warning light continuously at a rapid rate. If a fault exists in system, a lamp flash code will flash on AIR BAG warning light but no DTCs will be stored in diagnostic monitor. DTCs can be retrieved by running ON-DEMAND SELF-TEST but will not appear when retrieving continuous DTCs. If both sensors are connected, diagnostic monitor will store DTCs B1941, B1942, B1944 and B1945. Refer to appropriate test for these DTCs.

TORQUE SPECIFICATIONS TORQUE SPECIFICATIONS Application Steering Wheel Bolt

Ft. Lbs. (N.m) 25-34 (34-46) INCH Lbs. (N.m) 97-120 (11-14) 90-107 (10-12) 97-120 (11-14) 97-120 (11-14) 62-97 (7-11)

Air Bag Diagnostic Monitor Bracket Screws Driver-Side Air Bag Module Retaining Screws Left Front Sensor Screws Right Front Sensor Screws Passenger-Side Air Bag Module Retaining Bolts

WIRING DIAGRAM

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

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1997 Ford Explorer AIR BAG RESTRAINT SYSTEM 1997 ACCESSORIES/SAFETY EQUIPMENT Ford Motor Co. - Air Bag Restraint System

Fig. 10: SRS Wiring Diagram

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

DESCRIPTION The 4-wheel Anti-Lock (4WAL) brake system is designed to allow the vehicle to stop in the shortest possible distance while maintaining full steering control. ABS system consists of an ABS Control Module, Hydraulic Control Unit (HCU), 2 front wheel speed sensors and toothed sensor rings, rear axle speed sensor and toothed sensor ring, system diode, main relay, pump motor relay, ANTI-LOCK and BRAKE warning lights and wiring harness. Two warning lights (ABS and BRAKE) alert vehicle operator of problems in braking system. Red BRAKE warning light monitors master cylinder fluid level and parking brake lever status. Amber ABS warning light alerts vehicle operator to problems in ABS system. See DIAGNOSIS & TESTING . NOTE:

For more information on brake system, see BRAKE SYSTEM article in the BRAKES section.

OPERATION ABS control module receives an AC signal from each speed sensor. This information is translated into calculated wheel speed. When ABS control module determines wheel lock-up is about to occur, the appropriate solenoid valve is activated and deactivated to vary hydraulic pressure to prevent wheel lock-up. ABS does not operate during normal braking conditions. ABS is self monitoring. ABS has a self-diagnostic system to obtain trouble codes for testing purposes. See DIAGNOSIS & TESTING . CAUTION: See ANTI-LOCK BRAKE SAFETY PRECAUTIONS article in the GENERAL INFORMATION section.

BLEEDING BRAKE SYSTEM PRESSURE BLEEDING CAUTION: The anti-lock brake system must be bled using the following procedure. If this procedure is not followed, air will be trapped in the Hydraulic Control Unit (HCU), resulting in a spongy pedal. NOTE:

DO NOT allow master cylinder to run dry during bleeding procedure.

1. Turn ignition off. Unplug ABS control module 40-pin connector. ABS control module is located in engine compartment, on left front inner fender panel behind plastic fender liner. Install ABS Harness Adapter (T90P-50-ALA) and Jumper (T93T-50-ALA). Set BLEEDER/HARNESS switch to BLEED Helpmelearn February-12-08 5:55:47 5:55:34 PM

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

position. Turn ignition switch to ON position. Red OFF indicator light will glow. 2. Press MOTOR button on adapter. Pump motor will run. Red indicator light will go out; Green ON indicator will glow. Pump will run for 60 seconds. If pump motor needs to be turned off before 60 seconds has elapsed, press ABORT button. 3. After pump motor runs for 20 seconds, press and hold VALVE button for 20 seconds, then release. Pump will continue to run for an additional 20 seconds. Brakes may now be bled in the conventional manner using the following sequence: right rear, left front, left rear, and right front. BLEEDING SEQUENCE Before bleeding system, remove all vacuum from power unit by depressing brake pedal several times. Bleed master cylinder and HCU first, followed by wheel cylinders and calipers in sequence. See BLEEDING SEQUENCE table. BLEEDING SEQUENCE Application Explorer & Mountaineer

Sequence RR, LR, RF, LF

DIAGNOSIS & TESTING TESTING SEQUENCE 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. Vehicle may need to be driven more than 10 miles to relearn strategy. When trouble shooting ABS system, use test procedures in the order they are presented. Using other than recommended procedure could result in wasted time and/or unnecessary replacement of parts. Follow sequence for diagnosing system. z z z z z

SYSTEM PRECHECKS ABS QUICK CHECK CHART . See Fig. 1 . DRIVE TEST TROUBLE CODE TESTS using TROUBLE CODE DIRECTORY. SYMPTOM TESTS using SYMPTOM DIAGNOSTIC CHART

SYSTEM PRECHECKS NOTE:

Performing system prechecks will identify relatively simple repairs and prepare vehicle for further diagnosis. Warning light faults are also identified and repaired using system prechecks. Perform system prechecks in order given

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

unless specified otherwise. Underhood Checks

1. Verify following connectors are properly connected and free from contaminants and corrosion. z 40-Pin Anti-Lock Brake System (ABS) Control Module Connector z 8-Pin Hydraulic Control Unit (HCU) Connector z 2-Pin Pump Motor Connector z 2-Pin Front Speed Sensor Connectors 2. Open power distribution box and verify system relay, pump motor relay and diode are fully seated. Gently pull on system relay, pump motor relay and diode terminals under power distribution box, verifying secure connections. Check system fuse and pump motor fuse for opens and poor connections. Check system ground eyelet located at left radiator support for looseness and corrosion. Repair or replace components as necessary. If all components are okay, go to UNDER VEHICLE CHECKS. Under Vehicle Checks

Check 3-pin acceleration sensor and 2-pin rear axle sensor connectors for looseness and corrosion. Repair or replace connectors as necessary. If connectors are okay, go to CHECKING ABS WARNING LIGHT SEQUENCE. Checking ABS Warning Light Sequence

Turn ignition switch to ON position with engine off. ABS warning light should come on for 3 seconds, then go out. If ABS warning light operates as specified, go to ROAD TESTING VEHICLE. If ABS warning light comes on and stays on, go to RETRIEVING ABS TROUBLE CODES. If ABS warning light does not come on, go to ABS WARNING LIGHT DOES NOT LIGHT. Retrieving ABS Trouble Codes

1. Verify ABS warning light is on, indicating a malfunction. Turn ignition switch to OFF position. Connect New Generation Star (NGS) tester or equivalent to ABS data link connector located under steering column. Turn ignition switch to ON position. 2. Read and record all trouble codes. After first code is displayed, remaining codes will be displayed in 15second intervals. Ensure all trouble codes are read and recorded. Failure to do so may result in unnecessary repairs and wasted diagnostic time. 3. If any codes are present, see TROUBLE CODE DIRECTORY under TROUBLE CODE TESTS. Perform appropriate test. SYSTEM PASS indicates system is functioning properly. If SYSTEM PASS is present and system is not functioning properly, go to SYMPTOM TESTS . If no trouble codes are present (no communication), go to TEST V under TROUBLE CODE TESTS. Road Testing Vehicle

1. Drive vehicle between 6 and 30 MPH, and observe ABS warning light. When vehicle moves initially, if ABS warning light comes on at or near 6 MPH, malfunction is most likely found during pump check. Helpmelearn February-12-08 5:55:35 PM

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

Retrieve trouble codes. Go to RETRIEVING ABS TROUBLE CODES. Perform appropriate trouble code test. 2. When vehicle is driven less than 25 MPH and ABS warning light comes on, malfunction is most likely a missing wheel speed sensor signal. Retrieve trouble codes. Go to RETRIEVING ABS TROUBLE CODES. Perform appropriate trouble code test. 3. When vehicle is driven at or more than 25 MPH and ABS warning light comes on, malfunction is most likely an erratic wheel speed sensor signal. Retrieve trouble codes. Go to RETRIEVING ABS TROUBLE CODES. Perform appropriate trouble code test. 4. When vehicle is in an anti-lock stop and ABS warning light does not come on, but vehicle has abnormal ABS braking or brake system operation, go to SYMPTOM TESTS . ABS Warning Light Does Not Light

1. Remove and inspect ABS warning light in dash. If ABS warning light is okay, leave ABS warning light out, go to next step. If ABS warning light is blown, replace bulb. Go to CHECKING ABS WARNING LIGHT SEQUENCE. 2. Connect a test light between ABS warning light socket positive terminal and ground. If test light comes on, go to next step. If test light does not light, repair open or short in ABS warning light feed circuit. Reinstall bulb. Go to CHECKING ABS WARNING LIGHT SEQUENCE. 3. Open power distribution box (located on left side of engine compartment, near fenderwell). Remove ABS diode. Verify diode terminals are clean and firmly in place. Using a DVOM, check for continuity between ABS warning light socket ground terminal and diode terminal (Dark Green wire). If continuity exists, go to next step. If continuity does not exist, repair open circuit in Dark Green wire. Reinstall ABS diode. Go to CHECKING ABS WARNING LIGHT SEQUENCE. 4. Remove ABS system relay. Verify relay terminals are clean and firmly in place. Check for continuity between ABS diode connector Orange/Yellow wire and ABS system relay connector Orange/Yellow wire. If continuity exists, go to next step. If continuity does not exist, repair open circuit in Orange/Yellow wire. Reinstall ABS diode. Go to CHECKING ABS WARNING LIGHT SEQUENCE. 5. Check system ground eyelet located at left radiator support for looseness and corrosion. Repair as necessary. Remove ABS system relay. Check for continuity between ABS system relay connector Black wire and ground eyelet located at left radiator support. If continuity does not exist, repair open circuit in Black wire between ABS system relay connector and ground eyelet located at left radiator support. Reinstall ABS system relay. Go to CHECKING ABS WARNING LIGHT SEQUENCE. If continuity exists, reinstall ABS system relay. Replace ABS warning light. While looking for an intermittent failure, repeat steps 2) through 5). If intermittent failure cannot be found, go to ABS QUICK CHECK CHART. ABS QUICK CHECK CHART NOTE:

For measurements, use Breakout Box (014-00322), Overlay (007-00103), ABS Adapter (T93T-50-ALA) or equivalent.

Ensure resistance exists between breakout box pin No. 1 and ground, or invalid results may occur. Incorrect results indicate wiring or component failure. See appropriate test for complete diagnostic procedures before replacing component. Go to TROUBLE CODE TESTS or SYMPTOM TESTS . Helpmelearn February-12-08 5:55:35 PM

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

When testing wheel speed sensor output, measure frequency and voltage. Result of voltage divided by frequency will not change with wheel speed. Take both measurements at same wheel speed. If ABS quick check is okay, go to DRIVE TEST .

Fig. 1: ABS Quick Check Chart Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 5:55:35 PM

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

DRIVE TEST 1. Perform Low Speed ABS Stop - Before performing test, wet down stopping surface to aid test procedure. Drive vehicle at about 10 MPH. Press brake pedal enough to lock all 4 wheels. Momentary lock-up is permissible. If ABS does not cycle and ABS warning light does not come on, go to next step. If ABS does not cycle and other symptoms exist, go to step 6). If ABS cycles and ABS warning light does not come on, go to SYMPTOM B under SYMPTOM TESTS. If ABS cycles and ABS warning light comes on and stays on, go to step 7). 2. Check For Unwarranted ABS Activity - Drive vehicle at approximately 20 MPH. If windshield wipers are on, turn wipers off. Perform light to medium normal stop. Check for brake pedal pulsation. If ABS pump motor runs, brake pedal pulsation is felt at any time during stop and ABS warning light does not come on, go to SYMPTOM A under SYMPTOM TESTS. If pump motor runs, brake pedal pulsation is felt at any time during stop and ABS warning light comes on and stays on, go to step 7). If pump motor does not run and brake pedal pulsation is not felt at any time during stop, but other symptoms exist, go to step 6). If pump motor does not run, brake pedal pulsation is not felt at any time during stop and ABS light is not on, go to next step. If vehicle pulls immediately upon braking and pump motor does not run, go to SYMPTOM E under SYMPTOM TESTS. If vehicle pulls as soon as pump motor runs, check front sensor opposite pull. Go to SYMPTOM A under SYMPTOM TESTS. If pump motor runs and no pull is felt, check rear sensor. Go to SYMPTOM A under SYMPTOM TESTS. 3. High Sensor Gap (Creep) Test - Clear codes. Turn ignition switch to OFF position. Start vehicle and shift into Drive Low (automatic) or 1st gear (manual). Allow vehicle to creep forward at idle for at least 45 seconds. If ABS warning light does not come on, go to next step. If ABS warning light comes on, go to step 8). 4. High Sensor Gap On Acceleration Test - Clear codes. Turn ignition switch to OFF position. Start vehicle and shift into Drive (automatic) or 1st gear (manual). In a time period of at least 45 seconds, accelerate vehicle slowly to 25 MPH. If ABS warning light does not come on, go to next step. If ABS warning light comes on, got step 8). 5. Drive Test Complete - If all symptoms have been corrected, drive test procedure is complete. ABS system is functioning properly. If symptoms still exist, go to SYMPTOM H: INTERMITTENT DIAGNOSIS PROCEDURE under SYMPTOM TESTS. 6. Check Brake Symptoms - Check brake system for following symptoms: hard or soft brake pedal, lack of sufficient vehicle deceleration upon brake application or vehicle pulls during braking, and ABS pump motor does not run. Helpmelearn February-12-08 5:55:35 PM

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

If any of these symptoms exist, go to SYMPTOM DIAGNOSTIC CHART under SYMPTOM TESTS. If none of these symptoms exist, problem is not in ABS. Check brake mechanical or hydraulic system. 7. Check For Trouble Codes - Check for ABS diagnostic codes. If previous code still is present and trouble code test for specified code has been completed, perform SYMPTOM H: INTERMITTENT DIAGNOSIS PROCEDURE under SYMPTOM TESTS. If trouble code test was not completed, return to specified trouble code test and complete test. If code is not previous code, go to appropriate trouble code test for specified code. If no code or SYSTEM PASS is present, go to SYSTEM PRECHECKS . 8. Incorrect Sensor Signal Test - Check for ABS diagnostic codes. If any codes are present, perform appropriate trouble code test. See TROUBLE CODE DIRECTORY . If no codes are present or SYSTEM PASS is present, go to SYSTEM PRECHECKS .

TROUBLE CODE TESTS NOTE:

For measurements, use Breakout Box (014-00322), Overlay (007-00103), ABS Adapter (T93T-50-ALA) or equivalent. If condition is not corrected at completion of specified trouble code test, refer to SYSTEM PRECHECKS .

TROUBLE CODE DIRECTORY DTC Description C1095 Pump Motor Runs Without Trigger C1096 Pump Motor Does Not Run C1101 Intermittent Valve Failure C1102 G-Switch Failure C1145 RF Wheel SPD Sensor CKT Failure C1148 RF Wheel SPD Sensor Coherency Fault C1155 LF Wheel SPD Sensor CKT Failure C1158 LF Wheel SPD Sensor Coherency Fault C1185 Relay Output CKT Failure C1194 LF Dump Valve CKT Failure C1198 LF ISO Valve CKT Failure C1202 Rear Dump Valve CKT Failure C1206 Rear ISO Valve CKT Failure C1210 RF Dump Valve CKT Failure C1214 RF ISO Valve CKT Failure C1229 Rear Wheel SPD Sensor Coherency Fault C1230 Rear Wheel SPD Sensor CKT Failure C1233 LF Wheel SPD Signal Missing (2min)

Test U S A T M MM L LL B F E K J H G NN N LL

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

C1234 C1237 C1258 C1259 C1260 B1317 B1318 B1342

RF Wheel SPD Signal Missing (2min) Rear Wheel SPD Signal Missing (2min) LF Wheel SPD Comparison Fault RF Wheel SPD Comparison Fault Rear Wheel SPD Comparison Fault Battery Voltage High Battery Voltage Low ABS Control Module Failure

MM NN LL MM NN C D (1)

(2)

LF Valve Function Test

(2)

RF Valve Function Test

(2)

Rear Valve Function Test

(2)

No Communication

(1)

Replace ABS control module.

(2)

No trouble code set.

TEST A: INTERMITTENT VALVE FAILURE NOTE:

This test is associated with DTC C1101.

1. Measure Valve Resistance At HCU - Disconnect Hydraulic Control Unit (HCU) 8-pin connector. Measure resistance between designated HCU component pin numbers. See HCU PIN NUMBER IDENTIFICATION table. All inlet valves should have 5-8 ohms resistance. All outlet valves should have 3-6 ohms of resistance. If resistance is as specified, go to next step. If resistance is not as specified, replace HCU and bleed brake system. See BLEEDING BRAKE SYSTEM . Go to step 5). NOTE:

Valve resistance will change rapidly. While monitoring valve resistance, tap ABS HCU lightly with a rubber mallet to simulate rough road driving conditions.

HCU PIN NUMBER IDENTIFICATION Application

(1)

Left Front Inlet Left Front Outlet Rear Inlet Rear Outlet Right Front Inlet Right Front Outlet (1) For pin locations, see WIRING DIAGRAMS .

Pins No. 1 & 6; 4 & 6 1 & 7; 4 & 7 1 & 2; 2 & 4 1 & 3; 3 & 4 1 & 8; 4 & 8 1 & 5; 4 & 5

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

2. Check For Valve Block Short - Measure resistance between ground and pin No. 1 at component side of HCU 8-pin connector and valve block. Measure resistance between ground and pin No. 4 at component side of HCU 8-pin connector and valve block. If resistances are 10 megohms or more, go to next step. If resistances are less than 10 megohms, replace HCU and bleed brake system. See BLEEDING BRAKE SYSTEM . Go to step 5). 3. Check For Intermittent Battery Voltage - Install Breakout Box (014-00322) with proper overlay. Connect a jumper wire between breakout box pins No. 19 and 14. Turn ignition switch to ON position. Measure voltage between breakout box pins No. 17 and 1. While monitoring voltage, tap ABS HCU lightly with a rubber mallet to simulate rough road driving conditions. If voltage drops below 9 volts at any time, locate and repair source of high resistance in Orange/Yellow wire between HCU and main relay, or Tan/Yellow wire between battery and main relay. Go to step 5). If voltage does not drop below 9 volts at any time, go to next step. 4. Perform Intermittent Diagnosis - rform SYMPTOM H: INTERMITTENT DIAGNOSIS PROCEDURE under SYMPTOM TESTS for affected circuits. If wiring fault is located, replace wiring as necessary and go to next step. If no wiring fault is located, replace ABS control module and go to next step. 5. Verification - Turn ignition switch to OFF position. Reconnect and reassemble all components. Clear all codes. Drive vehicle over rough road and through a car wash. Retrieve codes. If SYSTEM PASS is present, condition has been repaired and test is complete. If original code is present, repeat test procedures beginning at step 1). If a different code is present, go to appropriate trouble code test. See TROUBLE CODE DIRECTORY under TROUBLE CODE TESTS. TEST B: MAIN RELAY FAILURE NOTE:

This test is associated with DTC C1185.

1. Check Voltage At Pin No. 17 - Measure and record battery voltage. Disconnect ABS control module 40-pin connector (located on left side of engine compartment). Install Breakout Box (014-00322) with proper overlay. Connect a jumper wire between breakout box pins No. 19 and 14. Turn ignition switch to RUN position. Measure voltage between breakout box pins No. 17 and 1. If voltage is 10-18 volts and within .5 volt of recorded battery voltage, go to next step. If voltage is not 10-18 volts or is not within .5 volt of recorded battery voltage, go to step 4) 2. Verify Code - Reconnect ABS control module connector. Turn ignition switch to ON position. Check ABS warning light. If light is on, go to next step. If light is off, fault is intermittent. Perform SYMPTOM H: Helpmelearn February-12-08 5:55:35 PM

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

INTERMITTENT DIAGNOSIS PROCEDURE under SYMPTOM TESTS. 3. Retrieve Codes - Using New Generation Star (NGS) tester or equivalent, retrieve codes. If DTC C1185 is present, replace ABS control module and go to step 14). If any other codes are present, go to appropriate trouble code test. See TROUBLE CODE DIRECTORY under TROUBLE CODE TESTS. 4. Check Fuse - Turn ignition switch to OFF position. Remove and inspect 30-amp ABS fuse, located in power distribution box (located on left side of engine compartment, near fender well). If fuse is okay, go to step 7). If fuse is blown, go to next step. 5. Check For Short To Ground - Remove ABS main relay (left side of engine compartment). Measure resistance of Tan/Yellow wire between ground and ABS main relay connector. If resistance is 10 k/ohms or more, go to next step. If resistance is less than 10 k/ohms, repair short to ground in Tan/Yellow wire. Replace 30-amp ABS fuse and go to step 14). 6. Check For Short To Ground - Disconnect HCU 8-pin connector. Install Breakout Box (014-00322) with proper overlay. Measure resistance between breakout box pin No. 17 and pins No. 1 (Orange/Yellow wire) and No. 4 (Orange/Yellow wire) at HCU connector. If resistance is less than 10 k/ohms, repair short to ground in Orange/Yellow wire. Go to step 14). If resistance is 10 k/ohms or more, replace ABS main relay and go to step 14). 7. Check Power To Fuse - Remove 30-amp ABS fuse from power distribution box. Turn ignition switch to RUN position. Measure voltage between ground and power side of 30-amp fuse cavity. If battery voltage is present, go to next step. If battery voltage is not present, locate and repair open circuit in power feed circuit. Go to step 14). 8. Check For Open Circuit - Turn ignition switch to OFF position. Remove ABS main relay. Measure resistance of Tan/Yellow wire between 30-amp fuse holder and ABS main relay connector. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, locate and repair open circuit in Tan/Yellow wire. Go to step 14). 9. Check For Short To Ground - Turn ignition switch to OFF position. Measure resistance of Pink/Light Green wire between ground and pin No. 19 at breakout box. If resistance is more than 10 k/ohms, go to next step. If resistance is 10 k/ohms or less, locate and repair short to ground in Pink/Light Green wire and go to step 14). Helpmelearn February-12-08 5:55:35 PM

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

10. Check For Open Circuit - Turn ignition switch to OFF position. Measure resistance of Pink/Light Green wire between main relay connector and pin No. 19 at breakout box. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, locate and repair open circuit in Pink/Light Green wire and go to step 14). 11. Check For Open Circuit - Turn ignition switch to OFF position. Measure resistance of Orange/Yellow wire between main relay connector and pin No. 17 at breakout box. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, locate and repair open circuit in Orange/Yellow wire and go to step 14). 12. Check Relay Coil - Remove ABS main relay. Measure resistance between pins No. 85 (Light Blue/Pink wire) and No. 86 (Pink/Light Green wire) at main relay. If resistance is 60-80 ohms, go to next step. If resistance is not 6080 ohms, replace relay and go to step 14). 13. Check Voltage To Relay Coil - Turn ignition switch to ON position. Measure voltage between ground and Light Blue/Pink wire at ABS main relay connector. If voltage is 10 volts or more, replace relay and check system operation. If voltage is less than 10 volts, repair open circuit in Light Blue/Pink wire. Go to next step. 14. Verify Repair - Turn ignition switch to OFF position. Reconnect and reassemble all components. Clear all codes. Perform step 1) of DRIVE TEST under DIAGNOSIS & TESTING. Retrieve codes. If SYSTEM PASS is set, condition has been repaired and test is complete. If original code is set, repeat step 1). If a different code is set, go to appropriate trouble code test. See TROUBLE CODE DIRECTORY under TROUBLE CODE TESTS. TEST C: BATTERY VOLTAGE HIGH NOTE:

This test is associated with DTC B1317.

1. Check Recent Vehicle History - Most common cause for Code B1317 being set is jump-starting vehicle with a 24-volt system used on many towing services. If vehicle has been jump-started by a towing service in last 2 weeks, clear codes. No repair is necessary. If vehicle has not been jump-started by a towing service in last 2 weeks, go to next step. 2. Measure Voltage At Pin No. 20 - Install Breakout Box (014-00322) with proper overlay. Start engine. Measure voltage between ground Helpmelearn February-12-08 5:55:35 PM

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

and pin No. 20 at breakout box. If voltage is 18 volts or more, repair charging system as necessary. If voltage is less than 18 volts, go to next step. 3. Check ABS Control Module - Turn ignition switch to OFF position. Reconnect and reassemble all components. Install New Generation Star (NGS) tester or equivalent tester. Turn ignition switch to ON position and clear codes. Turn ignition switch to OFF position. Retrieve codes. If SYSTEM PASS is set, service charging system for intermittent over-voltage condition. If DTC B1317 is set, replace ABS control module. If a different code is set, go to appropriate trouble code test. See TROUBLE CODE DIRECTORY under TROUBLE CODE TESTS. TEST D: BATTERY VOLTAGE LOW NOTE:

This test is associated with DTC B1318.

1. Measure Battery Voltage - Measure and record battery voltage. If voltage is more than 9.5 volts, go to next step. If voltage is 9.5 volts or less, service charging system as necessary. 2. Verify Code B1318 - Install New Generation Star (NGS) tester or equivalent tester. Turn ignition switch to ON position and clear codes. Turn ignition switch to OFF position. Retrieve codes. If Code B1318 is set, go to next step. If SYSTEM PASS is set, fault is intermittent. Perform SYMPTOM H: INTERMITTENT DIAGNOSIS PROCEDURE under SYMPTOM TESTS. If a different code is set, go to appropriate trouble code test. See TROUBLE CODE DIRECTORY under TROUBLE CODE TESTS. 3. Check ABS Control Module Ground - Install Breakout Box (014-00322) with proper overlay. Measure resistance between ground and breakout box pins No. 1 and 14. If resistance is less than 5 ohms, replace ABS control module and go to next step. If resistance is 5 ohms or more, locate and repair open circuit in ABS control module ground circuit. 4. Verify Repair - Turn ignition switch to OFF position. Reconnect and reassemble all components. Clear all codes. Perform step 1) of DRIVE TEST under DIAGNOSIS & TESTING. Retrieve codes. If SYSTEM PASS is set, condition has been repaired and test is complete. If DTC B1318 is set, repeat step 1). If a different code is set, go to appropriate trouble code test. See TROUBLE CODE DIRECTORY under TROUBLE CODE TESTS. TEST E: LEFT FRONT INLET SOLENOID

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

NOTE:

This test is associated with DTC C1198.

1. Code C1198 - Turn ignition switch to OFF position. Install Breakout Box (014-00322) with proper overlay. Check connections at pins No. 17 and 40 and repair as necessary. Measure resistance between pins No. 17 and 40. If resistance is not 5-8 ohms, go to next step. If resistance is 5-8 ohms, go to step 5). 2. Check Valve Coil - Disconnect 8-pin valve block connector at Hydraulic Control Unit (HCU). Check terminals and repair as necessary. Measure resistance between pin No. 6 (Tan wire) and pins No. 1 (Orange/Yellow wire) and No. 4 (Orange/Yellow wire) at valve block. If both resistances are not 5-8 ohms, replace HCU and go to step 4). If both resistances are 5-8 ohms, repair open or short to ground in Tan wire or Orange/Yellow wire between valve block connector and ABS control module. Go to step 4). 3. Check If Steps Have Been Completed - If this step is not completed, replacement of any system component without being instructed to do so may not correct system fault. This step requires Code C1198 to be present, completion of test steps 1) and 2), and affected wiring integrity verified. If steps 1) and 2) have been completed, replace ABS control module and go to next step. If steps 1) and 2) have not been completed, return to last test step completed, and continue testing. 4. Check For Codes - Clear all codes. Turn ignition off and back on. Retrieve codes. If SYSTEM PASS is set, condition has been repaired. Go to next step. If Code C1198 is still set, go to step 3). If Code C1198 is still set and ABS control module has been replaced, go to step 6). If a different code is set, go to appropriate test for specified code. 5. Check Wiring Integrity - If all prior steps have been completed, cause of condition may be wiring related. See SYMPTOM H: INTERMITTENT DIAGNOSIS PROCEDURE under SYMPTOM TESTS. Repair wiring as necessary. If wiring is okay and condition still exists, replace HCU and bleed brake system. See BLEEDING BRAKE SYSTEM . Recheck for codes. If condition has been repaired, go to step 4) for verification of repair. 6. Possible Conditions Not Checked - This step assumes that wiring integrity has been verified, and HCU assembly and ABS control module have been replaced. The following is time consuming and should be performed only after all previous possibilities have been exhausted. Inspect Tan wire and Orange/Yellow wire between HCU and ABS control module. Check for chafing or any other damage that could cause an open or shorted condition. Repair wiring as necessary. If wiring is okay, test drive vehicle and repeat step 4). Helpmelearn February-12-08 5:55:35 PM

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

TEST F: LEFT FRONT OUTLET SOLENOID NOTE:

This test is associated with DTC C1194.

1. Code C1194 - Turn ignition switch to OFF position. Install Breakout Box (014-00322) with proper overlay. Check connections at pins No. 17 and 26 and repair as necessary. Measure resistance between pins No. 17 and 26. If resistance is not 3-6 ohms, go to next step. If resistance is 3-6 ohms, go to step 5). 2. Check Valve Coil - Disconnect 8-pin valve block connector at Hydraulic Control Unit (HCU). Check terminals and repair as necessary. Measure resistance between pin No. 7 (Orange wire) and pins No. 1 (Orange/Yellow wire) and No. 4 (Orange/Yellow wire) at valve block. If both resistances are not 3-6 ohms, replace HCU and go to step 4). If both resistances are 3-6 ohms, repair open or short to ground in Orange wire or Orange/Yellow wire between valve block connector and ABS control module connector. Go to step 4). 3. Check If Steps Have Been Completed - If this step is not completed, replacement of any system component without being instructed to do so may not correct system fault. This step requires Code C1194 to be present, completion of test steps 1) and 2), and affected wiring integrity verified. If steps 1) and 2) have been completed, replace ABS control module and go to next step. If steps 1) and 2) have not been completed, return to last test step completed, and continue testing. 4. Check For Codes - Clear all codes. Turn ignition off and back on. Retrieve codes. If SYSTEM PASS is set, condition has been repaired and test is complete. If Code C1194 is still present, go to step 3). If Code C1194 is still present and ABS control module has been replaced, go to step 6). If a different code is set, go to appropriate test for specified code. 5. Check Wiring Integrity - If all prior steps have been completed, cause of condition may be wiring related. See SYMPTOM H: INTERMITTENT DIAGNOSIS PROCEDURE under SYMPTOM TESTS. If condition still exists, replace HCU and bleed brake system. See BLEEDING BRAKE SYSTEM . Recheck for codes. If condition has been repaired, go to step 4) for verification of repair. 6. Possible Conditions Not Checked - This step assumes that wiring integrity has been verified, and HCU assembly and ABS control module have been replaced. The following is time consuming and should be performed only after all previous possibilities have been exhausted. Inspect Orange wire and Orange/Yellow wire between HCU and ABS control module. Check for chafing or any other damage that could cause an open or shorted condition. Repair wiring as necessary. If wiring is okay, test drive vehicle and repeat step 4). Helpmelearn February-12-08 5:55:35 PM

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

TEST G: RIGHT FRONT INLET SOLENOID NOTE:

This test is associated with DTC C1214.

1. Code C1214 - Turn ignition switch to OFF position. Connect breakout box and adapter. Check connections at pins No. 17 and 34 and repair as necessary. Measure resistance between pins No. 17 and 34. If resistance is not 5-8 ohms, go to next step. If resistance is 5-8 ohms, go to step 5). 2. Check Valve Coil - Disconnect 8-pin valve block connector at Hydraulic Control Unit (HCU). Check terminals and repair as necessary. Measure resistance between pin No. 8 (White wire) and pins No. 1 (Orange/Yellow wire) and No. 4 (Orange/Yellow wire) at valve block. If both resistances are not 5-8 ohms, replace HCU and go to step 4). If both resistances are 5-8 ohms, repair open or short to ground in White wire or Orange/Yellow wire between valve block connector and ABS control module connector. Go to step 4). 3. Check If Steps Have Been Completed - If this step is not completed, replacement of any system component without being instructed to do so may not correct system fault. This step requires Code C1214 to be present, completion of test steps 1) and 2), and affected wiring integrity verified. If steps 1) and 2) have been completed, replace ABS control module and go to next step. If steps 1) and 2) have not been completed, return to last test step completed, and continue testing. 4. Check For Codes - Clear all codes. Turn ignition off and back on. Retrieve codes. If SYSTEM PASS is set, condition has been repaired and test is complete. If Code C1214 is still present, go to step 3). If Code C1214 is still present and ABS control module has been replaced, go to step 6). If a different code is set, go to appropriate test for specified code. 5. Verify Wiring Integrity - If all prior steps have been completed, cause of condition may be wiring related. See SYMPTOM H: INTERMITTENT DIAGNOSIS PROCEDURE under SYMPTOM TESTS. If condition still exists, replace HCU and bleed brake system. See BLEEDING BRAKE SYSTEM . Recheck for codes. If condition has been repaired, go to step 4) for verification of repair. 6. Possible Conditions Not Checked - This step assumes that wiring integrity has been verified, and HCU assembly and ABS control module have been replaced. The following is time consuming and should be performed only after all previous possibilities have been exhausted. Inspect White wire and Orange/Yellow wire between HCU and ABS control module. Check for chafing or any other damage that could cause an open or shorted condition. Repair wiring as necessary. If wiring is okay, test drive vehicle and repeat step 4). Helpmelearn February-12-08 5:55:35 PM

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

TEST H: RIGHT FRONT OUTLET SOLENOID NOTE:

This test is associated with DTC C1210.

1. Code C1210 - Turn ignition switch to OFF position. Install Breakout Box (014-00322) with proper overlay. Check connections at pins No. 15 and 17 and repair as necessary. Measure resistance between pins No. 15 and 17. If resistance is not 3-6 ohms, go to next step. If resistance is 3-6 ohms, go to step 5). 2. Check Valve Coil - Disconnect 8-pin valve block connector at Hydraulic Control Unit (HCU). Check terminals and repair as necessary. Measure resistance between pin No. 5 (Pink wire) and pins No. 1 (Orange/Yellow wire) and No. 4 (Orange/Yellow wire) at valve block. If both resistances are not 3-6 ohms, replace HCU and go to step 4). If both resistances are 3-6 ohms, repair open or short to ground in Pink wire or Orange/Yellow wire between valve block connector and ECU connector. Go to step 4). 3. Check If Steps Have Been Completed - If this step is not completed, replacement of any system component without being instructed to do so may not correct system fault. This step requires Code C1210 to be present, completion of test steps 1) and 2), and affected wiring integrity verified. If steps 1) and 2) have been completed, replace ABS control module and go to next step. If steps 1) and 2) have not been completed, return to last test step completed, and continue testing. 4. Check For Codes - Clear all codes. Turn ignition off and back on. Retrieve codes. If SYSTEM PASS is set, condition has been repaired and test is complete. If Code C1210 is still present, go to step 3). If Code C1210 is still present and ABS control module has been replaced, go to step 6). If a different code is set, go to appropriate test for specified code. 5. Verify Wiring Integrity - If all prior steps have been completed, cause of condition may be wiring related. See SYMPTOM H: INTERMITTENT DIAGNOSIS PROCEDURE under SYMPTOM TESTS. If condition still exists, replace HCU and bleed brake system. See BLEEDING BRAKE SYSTEM . Recheck for codes. If condition has been repaired, go to step 4) for verification of repair. 6. Possible Conditions Not Checked - This step assumes that wiring integrity has been verified, and HCU assembly and ABS control module have been replaced. The following is time consuming and should be performed only after all previous possibilities have been exhausted. Inspect Pink wire and Orange/Yellow wire between HCU and ABS control module. Check for chafing or any other damage that could cause an open or shorted condition. Repair wiring as necessary. If wiring is okay, test drive vehicle and repeat step 4). Helpmelearn February-12-08 5:55:35 PM

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

TEST J: REAR AXLE INLET SOLENOID NOTE:

This test is associated with DTC C1206.

1. Code C1206 - Turn ignition switch to OFF position. Install Breakout Box (014-00322) with proper overlay. Check connections at pins No. 17 and 33 and repair as necessary. Measure resistance between pins No. 17 and 33. If resistance is not 5-8 ohms, go to next step. If resistance is 5-8 ohms, go to step 5). 2. Check Valve Coil - Disconnect 8-pin valve block connector at Hydraulic Control Unit (HCU). Check terminals and repair as necessary. Measure resistance between pin No. 2 (Gray/Black wire) and pins No. 1 (Orange/Yellow wire) and No. 4 (Orange/Yellow wire) at valve block. If both resistances are not 5-8 ohms, replace HCU and go to step 4). If both resistances are 5-8 ohms, repair open or short to ground in Gray/Black wire or Orange/Yellow wire between valve block connector and ABS control module connector. Go to step 4). 3. Check If Steps Have Been Completed - If this step is not completed, replacement of any system component without being instructed to do so may not correct system fault. This step requires Code C1206 to be present, completion of test steps 1) and 2), and affected wiring integrity verified. If steps 1) and 2) have been completed, replace ABS control module and go to next step. If Steps 1) and 2) have not been completed, return to last test step completed, and continue testing. 4. Check For Codes - Turn ignition off and back on. Retrieve codes. If SYSTEM PASS is set, condition has been repaired and test is complete. If Code C1206 is still present, go to step 3). If Code C1206 is still present and ABS control module has been replaced, go to step 6). If a different code is set, go to appropriate test for specified code. 5. Verify Wiring Integrity - If all previous steps have been completed, cause of condition may be wiring related. See SYMPTOM H: INTERMITTENT DIAGNOSIS PROCEDURE under SYMPTOM TESTS. If condition still exists, replace HCU and bleed brake system. See BLEEDING BRAKE SYSTEM . Recheck for codes. If condition has been repaired, go to step 4) for verification of repair. 6. Possible Conditions Not Checked - This step assumes that wiring integrity has been verified, and HCU assembly and ABS control module have been replaced. The following is time consuming and should be performed only after all previous possibilities have been exhausted. Inspect Gray/Black wire and Orange/Yellow wire between HCU and ABS control module. Check for chafing or any other damage that could cause an open or shorted condition in wiring. Repair wiring as necessary. If wiring is okay, test drive vehicle and repeat step 4). Helpmelearn February-12-08 5:55:35 PM

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

TEST K: REAR AXLE OUTLET SOLENOID NOTE:

This test is associated with DTC C1202.

1. Code C1202 - Turn ignition switch to OFF position. Install Breakout Box (014-00322) with proper overlay. Check connections at pins No. 17 and 27 and repair as necessary. Measure resistance between pins No. 17 and 27. If resistance is not 3-6 ohms, go to next step. If resistance is 3-6 ohms, go to step 5). 2. Check Valve Coil - Disconnect 8-pin valve block connector at Hydraulic Control Unit (HCU). Check terminals and repair as necessary. Measure resistance between pin No. 3 (Tan/Red wire) and pins No. 1 (Orange/Yellow wire) and No. 4 (Orange/Yellow wire) at valve block. If both resistances are not 3-6 ohms, replace HCU and go to step 4). If both resistances are 3-6 ohms, repair open or short to ground in Tan/Red wire or Orange/Yellow Wire between valve block connector and ABS control module connector. Go to step 4). 3. Check If Steps Have Been Completed - If this step is not completed, replacement of any system component without being instructed to do so may not correct system fault. This step requires Code C1202 to be present, completion of test steps 1) and 2), and affected wiring integrity verified. If steps 1) and 2) have been completed, replace ABS control module and go to next step. If steps 1) and 2) have not been completed, return to last test step completed, and continue testing. 4. Check For Codes - Clear all codes. Turn ignition off and back on. Retrieve codes. If SYSTEM PASS is set, condition has been repaired and test is complete. If Code C1202 is still set, go to step 3). If Code C1202 is still set and ABS control module has been replaced, go to step 6). If a different code is set, go to appropriate test for specified code. 5. Verify Wiring Integrity - If all previous steps have been completed, cause of condition may be wiring related. See SYMPTOM H: INTERMITTENT DIAGNOSIS PROCEDURE under SYMPTOM TESTS. Repair wiring as necessary. If wiring is okay and condition still exists, replace HCU and bleed brake system. See BLEEDING BRAKE SYSTEM . Recheck for codes. If condition has been repaired, go to step 4) for verification of repair. 6. Possible Conditions Not Checked - This step assumes that wiring integrity has been verified, and HCU assembly and ABS control module have been replaced. The following is time consuming and should be performed only after all previous possibilities have been exhausted. Inspect Tan/Red wire and Orange/Yellow wire between HCU and ABS control module. Check for chafing or any other damage that could cause an open or shorted condition in Helpmelearn February-12-08 5:55:35 PM

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

wiring. Repair wiring as necessary. If wiring is okay, test drive vehicle and repeat step 4). TEST L: LEFT FRONT SPEED SENSOR INPUT CIRCUIT FAILURE NOTE:

This test is associated with DTC C1155.

1. Code C1155 - Turn ignition switch to OFF position. Install Breakout Box (014-00322) with proper overlay. Measure resistance between breakout box pins No. 24 and 25. If resistance is 1000-1400 ohms (except AWD/4WD) or 270-330 ohms (AWD/4WD), go to step 8). If resistance is not 1000-1400 ohms (except AWD/4WD) or 270-330 ohms (AWD/4WD), go to next step. 2. Check Left Front Speed Sensor Resistance - Disconnect left front sensor wiring harness connector. Measure resistance between sensor terminals. If resistance is 1000-1400 ohms (except AWD/4WD) or 270-330 ohms (AWD/4WD), go to next step. If resistance is not 1000-1400 ohms (except AWD/4WD) or 270-330 ohms (AWD/4WD), replace wheel speed sensor and go to step 11). 3. Check Circuit No. 521 Continuity - Turn ignition switch to OFF position. Measure resistance of Tan/Orange wire between breakout box pin No. 24 and wheel sensor wiring harness connector. If resistance is not about zero ohms, repair circuit No. 521 (Tan/Orange wire). Go to step 11). If resistance is about zero ohms, go to next step. 4. Check Circuit No. 522 Continuity - Turn ignition switch to OFF position. Measure resistance of Tan/Black wire between breakout box pin No. 25 and wheel sensor wiring harness connector. If resistance is not about zero ohms, repair circuit No. 522 (Tan/Black wire). Go to step 11). If resistance is about zero ohms, circuit is okay and testing is complete. 5. Check Circuit No. 521 Short To Ground - Turn ignition switch to OFF position. Leave left front sensor wiring harness connector disconnected. Check for continuity between pins No. 1 and 24 at breakout box. If continuity exists, repair circuit No. 521 (Tan/Orange wire) short to ground. Go to step 11). If continuity does not exist, go to next step. 6. Check Circuit No. 522 Short To Ground - Turn ignition switch to OFF position. Leave left front sensor wiring harness connector disconnected. Measure resistance between pins No. 1 and 25 at breakout box. If resistance is less than 10 ohms, repair circuit No. 522 (Tan/Black wire) for a short to ground. Go to next step. If resistance is more than 10 ohms, go to step 8). 7. Check For Internal Short Helpmelearn February-12-08 5:55:35 PM

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

- Measure resistance between a known good ground and either terminal of left front wheel speed sensor. If resistance is less than 10 ohms, replace wheel speed sensor and go to step 11). If resistance is more than 10 ohms, go to next step. 8. Check Sensor Wiring For Damage - Inspect sensor wiring for damage. Repair or replace wiring as necessary and go to step 11). If wiring is okay, go to next step. 9. Check For Intermittents - If all previous steps have been completed, cause of condition may be wiring related. See SYMPTOM H: INTERMITTENT DIAGNOSIS PROCEDURE under SYMPTOM TESTS. If condition still exists, go to next step. If condition has been repaired, go to step 11) for verification of repair. 10. Check If Steps Have Been Completed - If this step is not completed, replacement of any system component without being instructed to do so may not correct system fault. This step requires Code C1155 to be present, completion of all previous test steps, and affected wiring integrity verified. If all previous steps have been completed as described above, replace wheel speed sensor and go to next step. If all previous steps have not been completed as described above, return to last test step completed, and continue testing. 11. Check For Codes - Remove breakout box. Reconnect all connectors. Clear all codes. Turn ignition off and back on. Retrieve codes. If SYSTEM PASS is set, condition has been repaired and test is complete. If a code other than Code C1155 is set, go to appropriate test for specified code. If Code C1155 is still set and step 9) has been completed, install Breakout Box (014-00322) with proper overlay. Repeat steps 3) through 6) while driving vehicle. Look for any change in resistance/continuity. Repair wiring as necessary. If no change is observed, go to next step. 12. Check Wiring Harness - The following is time consuming and should be performed only after all previous possibilities have been exhausted. Inspect entire length of Tan/Orange wire and Tan/Black wire between wheel speed sensor connector and ABS control module. Check for chafing or any other damage that could cause an open or shorted condition. Repair wiring as necessary. If wiring is okay, test drive vehicle and repeat step 11). TEST LL: LEFT FRONT SPEED SENSOR COHERENCY FAULT NOTE:

This test is associated with the following DTCs: C1158, C1233 and C1258.

1. Code C1158, C1233 Or C1258 - Turn ignition switch to OFF position. Install Breakout Box (014-00322) with proper overlay. Raise and Helpmelearn February-12-08 5:55:35 PM

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

support vehicle. Check front wheel bearing adjustment. Check sensor tone ring for damage. Check sensor mounting for looseness. Repair as necessary. If components are okay, go to next step. 2. Check Speed Sensor Output - Remove left front tire. Compress caliper slightly to ensure wheel spins freely. Install left front tire. On 2WD models, spin left front wheel at about one revolution per second. On 4WD models, shift transfer case into 4WD low mode. Start engine and allow wheels to rotate at engine idle speed. On all vehicles, set Rotunda Meter (105-R0053) or equivalent, to frequency counter (Hz) setting. Measure and record frequency between breakout box pins No. 24 and 25. Change meter to A/C mV setting. Measure and record voltage output between breakout box pins No. 24 and 25. Ensure both measurements are recorded at same wheel speed. Determine sensor output in mV/Hz, by dividing A/C voltage reading by frequency reading. If sensor output is more than 3.0 mV/Hz on AWD/4WD, or more than 5.0 mV/Hz for 2WD models, output at ABS control module indicates air gap and sensor signal are okay. Go to step 6). If sensor output is less than specified, sensor output at ABS control module is insufficient. Go to next step. 3. Check Output At Speed Sensor - Disconnect sensor connector. Repeat step 2), but measure and record frequency between 2 pins of sensor connector. Change meter to A/C mV setting. Measure and record voltage output between 2 pins of sensor connector. Ensure both readings are measured at same wheel speed. Determine sensor output in mV/Hz, by dividing A/C voltage reading by frequency reading. If sensor output is more than 3.0 mV/Hz on AWD/4WD, or more than 5.0 mV/Hz for 2WD models, output indicates air gap and sensor signal are okay. Go to step 6). If sensor output is less than specified, go to next step (except AWD/4WD) or replace wheel speed sensor (AWD/4WD). 4. Check Speed Sensor Air Gap - Ensure sensor mounting surface is clean, and sensor is mounted correctly. Using feeler gauge, measure air gap between sensor and tone ring teeth. Repeat measurement in at least 2 more positions to ensure air gap does not vary as wheel is turned. Air gap should be less than .070" (1.8 mm) and measurement should be consistent. If air gap is not consistent, tone ring is not pressed on straight or axle end play is excessive. Check and repair as necessary. If air gap is more than specified, replace tone ring. If air gap is as specified, replace sensor. Go to next step. 5. Recheck Sensor Output - Repeat step 3). If sensor output is more than 3.0 mV/Hz on AWD/4WD, or more than 5.0 mV/Hz for 2WD models, problem is corrected. Test drive vehicle. If sensor output is not okay, and tone ring is installed properly, replace sensor and check sensor output. Ensure air gap measurement is correct. 6. Check For Wiring Intermittents - If all previous steps have been performed, and problem still exists, condition may be wiring related. Closely check Tan/Orange wire and Tan/Black wire between sensor and ABS control module. See SYMPTOM H: INTERMITTENT DIAGNOSIS PROCEDURE under SYMPTOM TESTS. If condition still exists after intermittent diagnosis procedure is performed, go to next step. If problem is Helpmelearn February-12-08 5:55:35 PM

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

corrected, test drive vehicle. 7. Check If Steps Have Been Completed - If this step is not completed, replacement of any system component without being instructed to do so may not correct system fault. This step requires that a valid code be present, completion of all prior steps, and affected wiring integrity verified. If all previous steps have not been completed as described above, return to last test step completed, and continue testing. If all prior steps have been completed as described above, replace wheel speed sensor and go to step 8). If condition still exists after completing step 8), replace ABS control module and repeat step 8). 8. Speed Sensor Output Drive Test - Remove breakout box and adapter. Connect all components. Clear fault codes and cycle ignition key. Drive vehicle and complete at least one hard left and right turn. Travel over a rough road at steady speed. Perform one hard acceleration from a stop. At completion of test drive, check for fault codes. If SYSTEM PASS is set, repair is complete. If code other than Code C1158, C1233 or C1258 is set, go to appropriate trouble code test. If Code C1158, C1233 or C1258 still exists and ABS control module has been replaced, go to next step. 9. Possible Conditions Not Checked - This step assumes that wiring integrity has been verified, and wheel speed sensor and ABS control module have been replaced. The following is time consuming and should be performed only after all previous possibilities have been exhausted. Inspect Tan/Orange wire and Tan/Black wire between wheel speed sensor and ABS control module. Check for chafing or any other damage that could cause an open or shorted condition. Repair wiring as necessary. If wiring is okay, inspect for excessive axle vibration, especially over rough road. Ensure front axle is operating correctly. Repair as necessary. If code still exists, repeat step 7). TEST M: RIGHT FRONT SPEED SENSOR INPUT CIRCUIT FAILURE NOTE:

This test is associated with DTC C1145.

1. Code C1145 - Turn ignition switch to OFF position. Install Breakout Box (014-00322) with proper overlay. Measure resistance between pins No. 23 and 36. If resistance is 1000-1400 ohms (except AWD/4WD) or 270-330 ohms (AWD/4WD), go to step 7). If resistance is 1000-1400 ohms (except AWD/4WD) or 270-330 ohms (AWD/4WD), go to next step. 2. Check Resistance At Right Front Speed Sensor - Disconnect right front sensor wiring harness connector. Measure resistance between sensor terminals. If resistance is not 1000-1400 ohms (except AWD/4WD) or 270-330 ohms (AWD/4WD), replace sensor and go to step 10). If resistance is 1000-1400 ohms (except AWD/4WD) or 270-330 ohms (AWD/4WD), go to next step. Helpmelearn February-12-08 5:55:35 PM

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

3. Check Circuit No. 514 Continuity - Turn ignition switch to OFF position. Measure resistance of Yellow/Red wire between breakout box pin No. 36 and wheel sensor wiring harness connector. If resistance is not about zero ohms, repair circuit No. 514 (Yellow/Red wire). Go to step 10). If resistance is about zero ohms, circuit is okay. Go to next step. 4. Check Circuit No. 516 Continuity - Turn ignition switch to OFF position. Measure resistance of Yellow/Black wire between breakout box pin No. 23 and wheel sensor wiring harness connector. If resistance is not about zero ohms, repair circuit No. 516 (Yellow/Black wire). Go to step 10). If resistance is about zero ohms, go to next step. 5. Check Circuit No. 514 Short To Ground - Turn ignition switch to OFF position. Leave right front sensor wiring harness connector disconnected. Measure resistance between breakout box pins No. 1 and 36. If continuity exists, repair circuit No. 514 (Yellow/Red wire) short to ground. Go to step 10). If continuity does not exist, go to next step. 6. Check Circuit No. 516 Short To Ground - Turn ignition switch to OFF position. Leave right front sensor wiring harness connector disconnected. Measure resistance between breakout box pins No. 1 and 23. If continuity exists, repair circuit No. 516 (Yellow/Black wire) short to ground. Go to step 10). If continuity does not exist, go to next step. 7. Check For Internal Short - Measure resistance between a known good ground and either terminal of right front wheel speed sensor. If resistance is less than 10 ohms, replace wheel speed sensor and go to step 10). If resistance is more than 10 ohms, go to next step. 8. Check For Intermittents - If all previous steps have been completed, cause of condition may be wiring related. See SYMPTOM H: INTERMITTENT DIAGNOSIS PROCEDURE under SYMPTOM TESTS. Repair wiring as necessary. If wiring is okay and condition still exists, go to next step. If condition has been repaired, go to step 10) for verification of repair. 9. Check If Steps Have Been Completed - If this step is not completed, replacement of any system component without being instructed to do so may not correct system fault. This step requires Code C1145 to be present, completion of all previous test steps, and affected wiring integrity verified. If all previous steps have been completed as described above, replace wheel speed sensor and go to next step. If all previous steps have not been completed as described above, return to last test step completed, and continue testing. 10. Check For Codes Helpmelearn February-12-08 5:55:35 PM

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

- Remove breakout box. Reconnect all connectors. Clear all codes. Turn ignition off and back on. Retrieve codes. If SYSTEM PASS is set, condition has been repaired and test is complete. If a code other than Code C1145 is set, go to appropriate test for specified code. If Code C1145 is still set and step 8) has been completed, install Breakout Box (014-00322) with proper overlay. Repeat steps 3) thru 6) while driving vehicle. Look for any change is resistance/continuity. Repair wiring as necessary. If no change is observed, go to next step. 11. Check Wiring Harness - The following is time consuming and should be performed only after all previous possibilities have been exhausted. Inspect entire length of Yellow/Red wire and Yellow/Black wire between wheel speed sensor connector and ABS control module. Check for chafing or any other damage that could cause an open or shorted condition. Repair wiring as necessary. If wiring is okay, test drive vehicle and repeat step 10). TEST MM: RIGHT FRONT SPEED SENSOR COHERENCY FAULT NOTE:

This test is associated with the following DTCs: C1148, C1234 and C1259.

1. Code C1148, C1234 Or C1259 - Turn ignition switch to OFF position. Install Breakout Box (014-00322) with proper overlay. Raise and support vehicle. Check front wheel bearing adjustment. Check sensor tone ring for damage. Check sensor mounting for looseness. Repair as necessary. If components are okay, go to next step. 2. Check Speed Sensor Output - Remove right front tire. Compress caliper slightly to ensure wheel spins freely. Install right front tire. On 2WD models, spin right front wheel at about one revolution per second. On 4WD models, shift transfer case into 4WD low mode. Start engine and allow wheels to rotate at engine idle speed. On all models, set Rotunda Meter (105-R0053) or equivalent, to frequency counter (Hz) setting. Measure and record frequency between breakout box pins No. 23 and 36. Change meter to A/C mV setting. Measure and record voltage output between breakout box pins No. 23 and 36. Ensure both measurements are recorded at same wheel speed. Determine sensor output in mV/Hz, by dividing A/C voltage reading by frequency reading. If sensor output is more than 3.0 mV/Hz on AWD/4WD, or more than 5.0 mV/Hz for 2WD models, output at ABS control module indicates air gap and sensor signal are okay. Go to step 6). If sensor output is less than specified, sensor output at ABS control module is insufficient. Go to next step. 3. Check Output At Speed Sensor - Disconnect sensor connector. Repeat step 2), but measure and record frequency between 2 pins of sensor connector. Change meter to A/C mV setting. Measure and record voltage output between 2 pins of sensor connector. Ensure both readings are measured at same wheel speed. Determine sensor output in mV/Hz, by dividing A/C voltage reading by frequency reading. If sensor output is more than 3.0 mV/Hz on AWD/4WD, or more than 5.0 mV/Hz for 2WD models, output indicates air gap and sensor signal are okay. Go to step 6). If sensor output is less than specified, go to next step (except AWD/4WD) or replace wheel speed sensor (AWD/4WD). Helpmelearn February-12-08 5:55:35 PM

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

4. Check Speed Sensor Air Gap - Ensure sensor mounting surface is clean, and sensor is mounted correctly. Using feeler gauge, measure air gap between sensor and tone ring teeth. Repeat measurement in at least 2 more positions to ensure air gap does not vary as wheel is turned. Air gap should be less than .070" (1.8 mm) and measurement should be consistent. If air gap is not consistent, tone ring is not pressed on straight or axle end play is excessive. Check and repair as necessary. If air gap is more than specified, replace tone ring. If air gap is as specified, replace sensor. Go to next step. 5. Recheck Sensor Output - Repeat step 3). If sensor output is more than 3.0 mV/Hz on AWD/4WD, or more than 5.0 mV/Hz for 2WD models, problem is corrected. Test drive vehicle. If sensor output is not okay, and tone ring is installed properly, replace sensor and check sensor output. Ensure air gap is measurement is correct. 6. Check For Wiring Intermittents - If all previous steps have been performed, and problem still exists, condition may be wiring related. Closely check Yellow/Red wire and Yellow/Black wire between sensor and ABS control module. See SYMPTOM H: INTERMITTENT DIAGNOSIS PROCEDURE under SYMPTOM TESTS. Repair wiring as necessary. If wiring is okay and condition still exists after intermittent diagnosis procedure is performed, go to next step. If problem is corrected, test drive vehicle. 7. Check If Steps Have Been Completed - If this step is not completed, replacement of any system component without being instructed to do so may not correct system fault. This step requires that a valid code be present, completion of all prior steps, and affected wiring integrity verified. If all previous steps have not been completed, return to last test step completed, and continue testing. If all prior steps have been completed, replace wheel speed sensor and go to step 8). If condition still exists after completing step 8), replace ABS control module and repeat step 8). 8. Wheel Speed Sensor Output Drive Test - Remove breakout box and adapter. Connect all components. Clear fault codes and cycle ignition key. Drive vehicle and complete at least one hard left and right turn. Travel over a rough road at steady speed. Perform one hard acceleration from a stop. At completion of test drive, check for fault codes. If SYSTEM PASS is set, repair is complete. If code other than Code C1148, C1234 or C1259 is set, go to appropriate trouble code test. If Code C1148, C1234 or C1259 still exists and ABS control module has been replaced, go to next step. 9. Possible Conditions Not Checked - This step assumes that wiring integrity has been verified, and wheel speed sensor and ABS control module have been replaced. The following is time consuming and should be performed only after all previous possibilities have been exhausted. Inspect Yellow/Red wire and Yellow/Black wire between wheel speed sensor and ABS control module. Check for chafing or any other damage that could cause an Helpmelearn February-12-08 5:55:36 PM

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

open or shorted condition. Repair wiring as necessary. If wiring is okay, inspect for excessive axle vibration, especially over rough road. Ensure front axle is operating correctly. Repair as necessary. If code still exists, repeat step 7). TEST N: REAR SPEED SENSOR INPUT CIRCUIT FAILURE NOTE:

This test is associated with DTC C1230.

1. Code C1230 - Turn ignition switch to OFF position. Install Breakout Box (014-00322) with proper overlay. Measure resistance between breakout box pins No. 21 and 22. If resistance is not 800-1400 ohms, go to next step. If resistance is 800-1400 ohms, go to step 7). 2. Measure Sensor Resistance - Disconnect rear sensor wiring harness connector. Measure resistance between sensor terminals. If resistance is not 800-1400 ohms, replace sensor and go to step 11). If resistance is 800-1400 ohms, go to next step. 3. Check Circuit No. 523 Continuity - Turn ignition switch to OFF position. Measure resistance of Light Green/Red wire between breakout box pin No. 22 and wheel sensor wiring harness connector. If resistance is not about zero ohms, repair circuit No. 523 (Light Green/Red wire). Go to step 11). If resistance is about zero ohms, circuit is okay; go to next step. 4. Check Circuit No. 519 Continuity - Turn ignition switch to OFF position. Measure resistance of Light Green/Black wire between breakout box pin No. 21 and wheel sensor wiring harness connector. If resistance is not about zero ohms, repair circuit No. 519 (Light Green/Black wire). Go to step 11). If resistance is about zero ohms, go to next step. 5. Check Circuit No. 523 Short To Ground - Turn ignition switch to OFF position. Leave rear sensor wiring harness connector disconnected. Measure resistance between breakout box pins No. 1 and 22. If resistance is less than 10 ohms, repair circuit No. 523 (Red/Pink wire) short to ground. Go to step 11). If resistance is more than 10 ohms, go to next step. 6. Check Circuit No. 519 Short To Ground - Turn ignition switch to OFF position. Leave rear sensor wiring harness connector disconnected. Check for continuity between breakout box pins No. 1 and 21. If continuity exists, repair circuit No. 519 (Light Green/Black wire) short to ground. Go to step 11). If continuity does not exist, go to next step. 7. Check For Internal Short Helpmelearn February-12-08 5:55:36 PM

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

- Remove rear sensor. Measure resistance between sensor housing and either terminal of sensor connector. Is resistance is less than 10 ohms, replace wheel speed sensor. Go to step 11). If resistance is more than 10 ohms, go to next step. 8. Check Sensor Wiring For Damage - Inspect sensor wiring between sensor and frame. Check for chafing or any other damage. Repair or replace wiring as necessary. If wiring is okay, go to next step. Problem is intermittent and cannot be located at this time. See SYMPTOM H: INTERMITTENT DIAGNOSIS PROCEDURE under SYMPTOM TESTS. 9. Check For Intermittents - If all previous steps have been completed, cause of condition may be wiring related. See SYMPTOM H: INTERMITTENT DIAGNOSIS PROCEDURE under SYMPTOM TESTS. If condition still exists, go to next step. If condition has been repaired, go to step 11) for verification of repair. 10. Check If Steps Have Been Completed - If this step is not completed, replacement of any system component without being instructed to do so may not correct system fault. This step requires Code C1230 to be present, completion of all previous test steps, and affected wiring integrity verified. If all previous steps have been completed, replace rear axle wheel sensor and go to next step. If all previous steps have not been completed, return to last test step completed, and continue testing. 11. Check For Codes - Remove breakout box. Reconnect all connectors. Clear all codes. Turn ignition off and back on. Retrieve codes. If SYSTEM PASS is set, condition has been repaired and test is complete. If a code other than Code C1230 is set, go to appropriate test for specified code. If Code C1230 is still set and step 9) has been completed, install Breakout Box (014-00322) with proper overlay. Repeat steps 3) through 6) while driving vehicle. Look for any change is resistance/continuity. Repair wiring as necessary. If no change is observed, go to next step. 12. Check Wiring Harness - The following is time consuming and should be performed only after all previous possibilities have been exhausted. Inspect entire length of Red/Pink wire and Light Green/Black wire between wheel speed sensor connector and ABS control module. Check for chafing or any other damage that could cause an open or shorted condition. Repair wiring as necessary. If wiring is okay, test drive vehicle and repeat step 11). TEST NN: REAR AXLE SPEED SENSOR COHERENCY FAULT NOTE:

This test is associated with the following DTCs: C1229, C1237 and C1260.

Helpmelearn February-12-08 5:55:36 PM

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

1. Code C1229, C1237 Or C1260 - Turn ignition switch to OFF position. Unplug ABS control module connector. Install Breakout Box (014-00322) with proper overlay. Raise and support vehicle. Check sensor tone ring for damage. Check sensor mounting for looseness. Repair as necessary. If components are okay, go to next step. 2. Check Speed Sensor Output - Ensure 4WD vehicles are in 2WD mode. On all vehicles, start engine and allow rear wheels to rotate at engine idle speed. Set Rotunda Meter (105-R0053) or equivalent, to frequency counter (Hz) setting. Measure and record frequency between breakout box pins No. 21 and 22. Change meter to A/C mV setting. Measure and record voltage output between breakout box pins No. 21 and 22. Ensure both measurements are recorded at same wheel speed. Determine sensor output in mV/Hz, by dividing A/C voltage reading by frequency reading. If sensor output is more than 6.0 mV/Hz, output at ABS control module indicates air gap and sensor signal are okay. Go to step 4). If sensor output is less than specified, sensor output at ABS control module is insufficient. Go to next step. 3. Check Output At Speed Sensor - Disconnect sensor connector at rear differential. Repeat step 2), but measure and record frequency between 2 pins of sensor component connector. Change meter to A/C mV setting. Measure and record voltage output between 2 pins of sensor component connector. Ensure both readings are measured at same wheel speed. Determine sensor output in mV/Hz, by dividing A/C voltage reading by frequency reading. If sensor output is more than 6.0 mV/Hz, output at ABS control module indicates air gap and sensor signal are okay. Go to next step. If sensor output is less than specified, replace sensor and recheck sensor output. 4. Check For Wiring Intermittents - If all previous steps have been performed, and problem still exists, condition may be wiring related. Closely check Red/Pink wire and Light Green/Black wire between sensor and ABS control module. See SYMPTOM H: INTERMITTENT DIAGNOSIS PROCEDURE under SYMPTOM TESTS. If condition still exists after intermittent diagnosis procedure is performed, go to next step. If problem is corrected, test drive vehicle. 5. Check If Steps Have Been Completed - If this step is not completed, replacement of any system component without being instructed to do so may not correct system fault. This step requires that a valid code be present, completion of all prior steps, and affected wiring integrity verified. If all previous steps have not been completed, return to last test step completed, and continue testing. If all prior steps have been completed, replace rear axle speed sensor and go to step 6). If condition still exists after completing step 6), replace ABS control module and repeat step 6). 6. Sensor Output Drive Test - Remove breakout box and adapter. Connect all components. Clear fault codes and cycle ignition key. Helpmelearn February-12-08 5:55:36 PM

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

Drive vehicle and complete at least one hard left and right turn. Travel over a rough road at steady speed. Perform one hard acceleration from a stop. At completion of test drive, check for fault codes. If SYSTEM PASS is set, repair is complete. If code other than Code C1229, C1237 or C1260 is set, go to appropriate trouble code test. If Code C1229, C1237 or C1260 still exists and ABS control module has been replaced, go to next step. 7. Possible Conditions Not Checked - This step assumes that wiring integrity has been verified and rear axle sensor and ABS control module have been replaced. The following is time consuming and should be performed only after all previous possibilities have been exhausted. Inspect Red/Pink wire and Light Green/Black wire between rear axle sensor and ABS control module. Check for chafing or any other damage that could cause an open or shorted condition. Repair wiring as necessary. If wiring is okay, inspect for excessive axle vibration, especially over rough road. Ensure rear axle is operating correctly. Repair as necessary. If code still exists, repeat step 5). TEST P: LEFT HYDRAULIC SYSTEM MALFUNCTION 1. Check Brakelines - Visually inspect brakelines from valve block to front left caliper for damage and correct installation. Repair or replace as necessary. If brakeline is okay, go to next step. 2. Check Left Front Outlet Valve - Turn ignition switch to OFF position. Install Breakout Box (014-00322) with proper overlay. Using a jumper wire, connect breakout box pins No. 1, 19, 26 and 40. Raise front of vehicle. Using an assistant, press hard on brake pedal while attempting to turn left front wheel. If wheel turns, or brake pedal drops slowly, replace Hydraulic Control Unit (HCU). Bleed hydraulic system. If wheel does not turn and brake pedal does not drop slowly, go to next step. 3. Check Valve Operation - Continue applying pressure on brake pedal. Turn ignition on while attempting to turn left front wheel. DO NOT leave ignition on more than 30 seconds. If wheel now turns, outlet valve is okay and test is complete. If wheel does not turn, replace HCU. TEST Q: RIGHT HYDRAULIC SYSTEM MALFUNCTION 1. Check Brakelines - Visually inspect brakelines from valve block to front right caliper for damage and correct installation. Repair or replace as necessary. If brakeline is okay, go to next step. 2. Check Right Front Outlet Valve - Turn ignition switch to OFF position. Install Breakout Box (014-00322) with proper overlay. Using Helpmelearn February-12-08 5:55:36 PM

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

jumper wire, connect breakout box pins No. 1, 15, 19 and 34. Raise front of vehicle. Using an assistant, press hard on brake pedal while attempting to turn right front wheel. If wheel turns, or brake pedal drops slowly, replace Hydraulic Control Unit (HCU). Bleed hydraulic system. If wheel does not turn and brake pedal does not drop slowly, go to next step. 3. Check Valve Operation - Continue applying pressure on brake pedal. Turn ignition on while attempting to turn right front wheel. DO NOT leave ignition on for more than 30 seconds. If wheel now turns, outlet valve is okay and test is complete. If wheel does not turn, replace HCU. TEST R: REAR AXLE HYDRAULIC SYSTEM MALFUNCTION 1. Check Brakelines - Visually inspect brakelines from valve block to rear wheels for damage and correct installation. Repair or replace as necessary. If brakeline is okay, go to next step. 2. Check Rear Axle Outlet Valve - Turn ignition off. Install Breakout Box (014-00322) with proper overlay. Using a jumper wire, connect breakout box test pins No. 1, 19, 27 and 33. Raise rear of vehicle. Using an assistant, press hard on brake pedal while attempting to turn either rear axle wheel. If wheel turns, or brake pedal drops slowly, replace Hydraulic Control Unit (HCU). Bleed hydraulic system. If wheel does not turn and brake pedal does not drop slowly, go to next step. 3. Check Valve Operation - Continue applying pressure on brake pedal. Turn ignition on while attempting to turn either rear wheel. DO NOT leave ignition on for more than 30 seconds. If wheel now turns, outlet valve is okay and test is complete. If wheel does not turn, replace HCU. TEST S: MOTOR TRIGGERED BUT DID NOT RUN NOTE:

This test is associated with DTC C1096.

1. Code C1096 - Ensure battery is fully charged and in good condition. Inspect ABS control module terminals, 30-amp pump motor feed fuse, battery and ground connections, relay connections, and pump motor connections. Disconnect ABS control module and install Breakout Box (014-00322) with proper overlay. Verify ground connection. Connect a jumper wire between breakout box pins No. 1 and 19. Turn ignition on to energize system relay. Install jumper wire between pins No. 1 and 29 of breakout box to energize pump motor relay. If pump motor is running, go to step 7). If pump motor is not running, go to next step. 2. Apply Voltage To Pump Connector Helpmelearn February-12-08 5:55:36 PM

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

- Disconnect and inspect pump motor 2-pin connector. Repair connector as necessary. Connect a jumper between positive battery voltage and Tan/Red wire at pump motor connector. Connect another jumper wire between ground and Black wire at pump motor connector. If pump motor is running, go to next step. If pump motor is not running, replace Hydraulic Control Unit (HCU) and go to step 9). 3. Check Ground - Turn ignition off. Measure continuity between Black wire of 2-pin pump motor harness connector and chassis ground. If continuity exists, go to next step. If continuity does not exist, repair open circuit in Black wire and go to step 9). 4. Check Continuity Of Circuit No. 533 - Ensure ignition is off. Disconnect pump motor relay. Check continuity of Tan/Red wire between relay harness connector and pump motor harness connector. If continuity exists, go to next step. If continuity does not exist, repair open circuit in Tan/Red wire and go to step 9). 5. Check Continuity Of Orange/Yellow wire - Remove main relay. Check continuity between Orange/Yellow wire of pump motor relay harness connector and Orange/Yellow wire of main relay harness connector. If continuity exists, go to next step. If continuity does not exist, repair open circuit in Orange/Yellow wire and go to step 9. 6. Check Continuity Of Yellow/Light Green Wire - Disconnect negative battery cable. Check continuity of Yellow/Light Green wire between pump motor relay harness connector and fuse "K" cavity (battery positive (+) connection) at power distribution box. If continuity exists, go to next step. If continuity does not exist, repair open circuit in Yellow/Light Green wire, or replace 30-amp fuse, and go to step 9). Reconnect negative battery cable when finished. 7. Check Continuity Of Pink/Light Blue Wire - Check continuity between Pink/Light Blue of pump motor relay harness connector and breakout box pin No. 29. If continuity exists, replace pump motor relay and go to step 9). If continuity does not exist, repair open circuit in Pink/Light Blue wire and go to step 9). 8. Check If Steps Have Been Completed - If this step is not completed, replacement of any system component without being instructed to do so may not correct system fault. This step requires that a valid code be present, completion of all prior steps, and affected wiring integrity verified. If all previous steps have not been completed, return to last test step completed, and continue testing. If all prior steps have been completed, replace ABS control module and go to next step. 9. Check For Codes - Remove breakout box. Reconnect all connectors. Clear all codes. Turn ignition off and back on. Helpmelearn February-12-08 5:55:36 PM

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

Retrieve codes. If SYSTEM PASS is set, condition has been repaired and test is complete. If a code other than Code C1096 is set, refer to TROUBLE CODE DIRECTORY and go to appropriate TROUBLE CODE TEST for specified code. If Code C1096 is still set, return to last step completed, and continue testing. If Code C1096 is still set and step 8) has been completed, go to next step. 10. Verify Wiring Integrity - If all prior steps have been completed, cause of condition is wiring related. See SYMPTOM H: INTERMITTENT DIAGNOSIS PROCEDURE under SYMPTOM TESTS. Repair wiring as necessary. Go to step 9) for repair verification. If no fault is found, return to step 8). TEST T: ABS ACCELERATION SWITCH CIRCUIT FAILURE NOTE:

This test is associated with DTC C1102.

1. Code C1102 - Disconnect acceleration sensor harness connector, located on left frame rail under vehicle, below driver's seat. Remove acceleration sensor from vehicle. Inspect harness connector and sensor connector for water or terminal corrosion. Place acceleration sensor on level surface. Measure resistance between terminals No. 1 (Orange/Black wire) and 3 (Orange/White wire) of acceleration sensor. Measure resistance between terminals No. 2 (Yellow wire) and 3 (Orange/White wire) of acceleration sensor. If resistance is less than 5 ohms for both measurements, go to next step. If resistance is 5 ohms or more for both measurements, replace acceleration sensor and go to step 11). 2. Check Sensor Resistance - Raise front of sensor 1.5" (38 mm) above level surface. Measure resistance between pins No. 3 (Orange/White wire) and No. 1 (Orange/Black wire) at sensor. If resistance is more than 5 ohms, go to next step. If resistance is 5 ohms or less, replace sensor. Go to step 11). 3. Check Sensor Resistance - Raise rear of sensor 1" (25 mm) above level surface. Arrow on connector indicates front of sensor. Measure resistance between pins No. 2 (Yellow wire) and No. 3 (Orange/White wire) at sensor. If resistance is more than 5 ohms, go to next step. If resistance is 5 ohms or less, replace sensor. Go to step 11). 4. Check Resistance Of Orange/White Wire - Disconnect ABS control module connector. Install Breakout Box (014-00322) with proper overlay. Measure resistance between breakout box pin No. 32 and sensor harness connector Orange/White wire. If resistance is 5 ohms or less, go to next step. If resistance is more than 5 ohms, repair open circuit in Orange/White wire between ABS control module and acceleration sensor. Go to step 11). 5. Check For Short To Ground Helpmelearn February-12-08 5:55:36 PM

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

- Measure resistance between breakout box pins No. 32, and 1 or 14. If resistance is more than 5 ohms, go to next step. If resistance is 5 ohms or less, repair short to ground in Orange/White wire between ABS control module and acceleration sensor. Go to step 11). 6. Check Resistance Of Orange/Black Wire - Measure resistance of Orange/Black wire between breakout box pin No. 30 and sensor harness connector. If resistance is 5 ohms or less, go to next step. If resistance is more than 5 ohms, repair open circuit in Orange/Black wire between ABS control module and acceleration sensor. Go to step 11). 7. Check For Short To Ground - Measure resistance between breakout box pins No. 30, and 1 or 14. If resistance is more than 5 ohms, go to next step. If resistance is 5 ohms or less, repair short to ground in Orange/Black wire between ABS control module and acceleration sensor. Go to step 11). 8. Check Resistance Of Yellow Wire - Measure resistance of Yellow wire between breakout box pin No. 31 and sensor harness connector. If resistance is 5 ohms or less, go to next step. If resistance is more than 5 ohms, repair open circuit in Yellow wire between ABS control module and acceleration sensor. Go to step 11). 9. Check For Short To Ground - Measure resistance between breakout box pins No. 31, and 1 or 14. If resistance is more than 5 ohms, go to next step. If resistance is 5 ohms or less, repair short to ground in Yellow wire between ABS control module and acceleration sensor. Go to step 11). 10. Verify All Steps Have Been Completed - If all previous steps have been completed, acceleration sensor has been replaced, no problems were found with wiring and connectors and a fault code still exists, replace ABS control module. Go to next step. If all previous steps have not been completed, return to last step completed and continue testing. 11. Check For Codes - Disconnect breakout box and adapter and connect all components. Clear codes. Turn ignition off and back on. Retrieve code(s). If SYSTEM PASS is set, problem has been corrected. If Code C1102 is still set, return to last step completed and continue testing. If a different code is set, go to appropriate TROUBLE CODE TEST for specified code. If Code C1102 is present and short to ground in Yellow wire between ABS control module and acceleration sensor has been repaired, go to next step. 12. If all previous steps have been completed, problem is wiring related. Go to SYMPTOM H: INTERMITTENT DIAGNOSIS PROCEDURE under SYMPTOM TESTS. If problem still exists after performing intermittent diagnosis, go to step 10). If problem does not exist, go to step 11). TEST U: MOTOR RUNNING BUT NOT TRIGGERED Helpmelearn February-12-08 5:55:36 PM

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

NOTE:

This test is associated with DTC C1095.

1. Code C1095 - Ensure battery is okay. Turn ignition switch to OFF position. If pump motor is running, replace motor relay and go to step 4). If pump motor is not running, go to next step. 2. Check Circuit No. 539 - Turn ignition switch to OFF position. Unplug ABS control module connector. Install Breakout Box (014-00322) with proper overlay. Turn ignition switch to ON position. Connect a jumper wire between breakout box pins No. 1 and 19 to energize main relay. If pump motor is running, repair short to ground in Pink/Light Blue wire and go to step 4). If pump motor is not running, go to step 4). 3. Check If Steps Have Been Completed - If this step is not completed, replacement of any system component without being instructed to do so may not correct system fault. This step requires that a valid code be present, completion of all prior steps, and affected wiring integrity verified. If all previous steps have not been completed, return to last test step completed, and continue testing. If all prior steps have been completed, replace ABS control module and go to next step. 4. Check For Codes - Clear all codes. Turn ignition off and back on. Retrieve codes. If SYSTEM PASS is set, condition has been repaired and test is complete. If Code C1095 is still set, return to last step completed and continue testing. If Code C1095 is still set and step 2) has been completed, go to next step. If a different code is set, go to appropriate test for specified code. 5. Verify Wiring Integrity - If all prior steps have been completed, cause of condition may be wiring related. See SYMPTOM H: INTERMITTENT DIAGNOSIS PROCEDURE under SYMPTOM TESTS. Repair wiring as necessary and go to step 4) for repair verification. If condition still exists, go to step 3). TEST V: NO COMMUNICATION 1. Install Breakout Box - Turn ignition switch to OFF position. Disconnect ABS control module connector. Install Breakout Box (014-00322) with proper overlay. Remove ignition fuse No. 14 (10-amp), located in instrument panel fuse block. Using ohmmeter, check fuse continuity. Ensure fuse terminals in fuse block are clean and secure. If continuity exists, install fuse and go next step. If continuity does not exist, replace fuse or clean terminals as necessary. Check ABS Warning Light Sequence. See CHECKING ABS WARNING LIGHT SEQUENCE in SYSTEM PRECHECKS . 2. Check For Short To Battery Helpmelearn February-12-08 5:55:36 PM

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

- Turn ignition switch to OFF position. Measure voltage between breakout box pins No. 1 and 16. If battery voltage is present, go to next step. If battery voltage is not present, repair Light Blue/White between Data Link Connector (DLC) and ABS control module connector. Check ABS Warning Light Sequence. See CHECKING ABS WARNING LIGHT SEQUENCE in SYSTEM PRECHECKS under DIAGNOSIS & TESTING. 3. Verify ABS Control Module Ground - Turn ignition switch to OFF position. Inspect ground connection at left radiator support for excessive dirt, corrosion and looseness. Clean as necessary. Check for continuity between breakout box pin No. 1 and ground stud at left radiator support. Check for continuity between breakout box pin No. 14 and ground stud at left radiator support. If continuity exists at both pins, go to next step. If continuity does not exist at one or both pins, repair open circuit between ABS control module harness connector and ground stud. Check ABS Warning Light Sequence. See CHECKING ABS WARNING LIGHT SEQUENCE in SYSTEM PRECHECKS . 4. Verify Diagnostic Line - Turn ignition switch to OFF position. Measure resistance of Light Blue/White wire between DLC and breakout box pin No. 16. If resistance is less than 10 ohms, go to next step. If resistance is more than 10 ohms, repair open or high resistance in Light Blue/White wire. Check ABS Warning Light Sequence. See CHECKING ABS WARNING LIGHT SEQUENCE in SYSTEM PRECHECKS . 5. Verify Diagnostic Ground - Turn ignition switch to OFF position. Measure resistance of Black wire between a known good ground and DLC. If resistance is less than 10 ohms, go to next step. If resistance is more than 10 ohms, repair open circuit in Black wire. Check ABS Warning Light Sequence. See CHECKING ABS WARNING LIGHT SEQUENCE in SYSTEM PRECHECKS under DIAGNOSIS & TESTING. 6. Voltage Check - Turn ignition switch to ON position. Using voltmeter, measure voltage between breakout box pins No. 20 and 1. If voltage is at least 9.5 volts, replace ABS control module. Check ABS Warning Light Sequence. See CHECKING ABS WARNING LIGHT SEQUENCE in SYSTEM PRECHECKS under DIAGNOSIS & TESTING. If voltage is less than 9.5 but more than zero volts, ABS control module cannot initialize due to insufficient ignition voltage. Problem is not in ABS. Repair charging system as necessary. If voltage is not present, repair open circuit in Light Blue/Pink wire between ignition and ABS control module harness connector. See WIRING DIAGRAMS for circuit identification. Check ABS Warning Light Sequence. See CHECKING ABS WARNING LIGHT SEQUENCE in SYSTEM PRECHECKS under DIAGNOSIS & TESTING.

SYMPTOM TESTS SYMPTOM DIAGNOSTIC CHART Symptom Description

Refer To

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

Unwarranted ABS Activity Wheel Lock-Up Hard Or Soft Brake Pedal Lack Of Deceleration During Medium Or Hard Braking Vehicle Pulls During Braking ABS Warning Light On Intermittent Loss Of Power To ECU Intermittent Diagnosis Procedure

SYMPTOM A SYMPTOM B SYMPTOM C SYMPTOM D SYMPTOM E SYMPTOM F SYMPTOM G SYMPTOM H

SYMPTOM A: UNWARRANTED ABS ACTIVITY 1. Premature loss of speed sensor signal during vehicle deceleration may be caused by a weak or erratic sensor signal or a damaged tone ring. To correct condition, refer to TEST LL (left front sensor), TEST MM (right front sensor) or TEST NN (rear axle sensor) under TROUBLE CODE TESTS. Inspect tone rings. Repair as necessary. 2. Intermittent speed sensor signal to ABS control module during deceleration may be caused by intermittently open or shorted sensor circuit, an open sensor circuit at wire connections (especially at bulkhead connections), chafed wire insulation, or a wire pinched due to improper routing. To correct these conditions, perform SYMPTOM H: INTERMITTENT DIAGNOSIS PROCEDURE on speed sensor circuits and connectors. See WIRING DIAGRAMS for circuit identification. Inspect front and rear sensor wiring harness routing from sensor to frame for worn or chafed wire insulation. 3. Misadjusted rear brakes or brake grab may be caused by rear brake adjustment too tight or defective pads or brake linings. To correct condition, inspect brake pads and linings for uneven wear and contamination. Inspect rotors and drums for out-of-round condition. Repair or replace components as necessary. SYMPTOM B: WHEEL LOCK-UP 1. ABS valve failure may be caused by defective hydraulic outlet (dump) valve. To correct condition, refer to TEST F (left front valve), TEST K (rear axle valve) or TEST H (right front valve) under TROUBLE CODE TESTS. 2. A rear brake mechanical failure may be caused by damp or contaminated rear brake linings, stuck or leaking wheel cylinders, rear brakes adjusted to tight, parking brake not releasing or leaking rear axle seal. To correct this condition, inspect rear brakes and repair or replace components as necessary. SYMPTOM C: HARD OR SOFT BRAKE PEDAL 1. ABS valve failure, causing hard or soft pedal condition, may be caused by stuck shut inlet (isolation) valve, causing hard pedal condition, or leaking inlet (isolation) or outlet (dump) valve, causing soft pedal condition. To correct condition, refer to TEST P (left front valve), TEST Q (right front valve) or TEST R (rear axle valve) under TROUBLE CODE TESTS. 2. A soft brake pedal condition may be caused by a fluid leak or air in hydraulic system. To correct this condition, inspect brake hoses, brake lines, fittings, master cylinder, calipers or wheel cylinders for leaks and repair or replace components as necessary. Bleed brakes as required. See BLEEDING BRAKE Helpmelearn February-12-08 5:55:36 PM

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

SYSTEM . 3. A hard brake pedal condition may be caused by little or no vacuum boost, stuck or inoperative wheel cylinder or caliper, or a pinched or crimped brake hose or brake line. To correct this condition, inspect vacuum booster, check valve and vacuum hose to ensure vacuum system is operating properly. Inspect brake system and repair as necessary. SYMPTOM D: LACK OF DECELERATION DURING MEDIUM OR HARD BRAKING 1. ABS valve failure may be caused by stuck shut inlet (isolation) valve or leaking outlet (dump) valve on rear axle only. To correct condition, refer to TEST R under TROUBLE CODE TESTS. 2. A brake hydraulic system failure may be caused by a fluid leak or air in hydraulic system. To correct this condition, inspect brake hoses, brakelines, fittings, master cylinder, calipers or wheel cylinders for leaks and repair or replace components as necessary. Bleed brakes as required. See BLEEDING BRAKE SYSTEM . 3. A brake mechanical failure may be caused by little or no vacuum boost, stuck or inoperative wheel cylinder or caliper, pinched or crimped brake hose or brake line or defective brake pads or linings. To correct this condition, inspect vacuum booster, check valve and vacuum hose to ensure vacuum system is operating properly. Inspect brake hoses, lines, pads and linings. Repair as necessary. SYMPTOM E: VEHICLE PULLS DURING BRAKING 1. ABS valve failure (vehicle pulls left) may be caused by fully or partially blocked right front inlet (isolation) valve. To correct condition, refer to TEST Q under TROUBLE CODE TESTS. 2. If vehicle pulls right, condition may be caused by fully or partially blocked left front inlet (isolation) valve. To correct this condition, refer to TEST P under TROUBLE CODE TESTS. 3. Brake mechanical failure may be caused by misadjusted rear brakes, frozen or binding caliper on one side of vehicle, uneven brake pad or brake lining wear, or pinched or crimped brake hose or brakeline. To correct condition, inspect brake mechanical system and repair as necessary. 4. Brake hydraulic failure may be caused by pinched or crimped brake hose or brakeline. To correct condition, inspect brake hoses and lines and repair as necessary. SYMPTOM F: ABS WARNING LIGHT ON INTERMITTENT An intermittent ABS warning light may be caused by loose ignition circuit No. 601 (Light Blue/Pink wire). See WIRING DIAGRAMS for circuit identification. To correct this condition, inspect circuit from ignition switch to ABS control module harness connector for opens or shorts, especially at bulkhead connector. Repair harness as necessary. SYMPTOM G: LOSS OF POWER TO ABS CONTROL MODULE Loss of power to ABS control module may be caused by loose ABS control module grounds. To correct this condition, inspect ABS control module ground connections for looseness, corrosion or excessive dirt build-up. Repair as necessary. See WIRING DIAGRAMS for circuit identification. SYMPTOM H: INTERMITTENT DIAGNOSIS PROCEDURE Helpmelearn February-12-08 5:55:36 PM

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

1. Clear Codes & Reconnect Components - Remove breakout box. Reinstall any components previously removed. Clear trouble codes. Turn ignition on with engine off. ABS warning light should come on for 3 seconds, then go out. If ABS warning light comes on for 3 seconds, then goes out, go to step 3). If ABS warning light stays on, go to next step. 2. Connector/Terminal Check - Check all affected component connectors for bent or backed out terminals, damaged connector terminal locks, and damaged connector wedges. Also check intermediate connectors. Repair or replace components as necessary. Go to step 5). If no damaged components are found, go to next step. 3. Wiggle Test - Turn ignition switch to ON position. While observing ABS warning light, wiggle affected or suspect circuit from one end of circuit to other. If ABS warning light comes on, go to step 5). If ABS warning light does not come on, go to next step. 4. Verify All Circuits Have Been Tested - Ensure all affected circuits related to trouble code have been tested. If all affected circuits have been tested, turn ignition off and go to step 6). If all affected circuits have not been tested, repeat step 3). 5. Retrieve Codes - Turn ignition switch to OFF position. Retrieve trouble codes. If trouble code retrieved is different than code being serviced, perform appropriate trouble code. See TROUBLE CODE TESTS . If trouble code retrieved is not different than code being serviced, repair wire or terminal as necessary. Go to next step. 6. Verification - Ensure following items: z Verify SYSTEM PRECHECKS have been performed and a trouble code retrieved. z Verify all steps of trouble code test have been performed. z Verify all steps of SYMPTOM TESTS have been performed. If all items have been performed, return to appropriate test under TROUBLE CODE TESTS . If all items have not been performed, return to appropriate procedure and complete testing.

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

PROCEDURES article in the GENERAL INFORMATION section before disconnecting battery. Vehicle may need to be driven more than 10 miles to relearn strategy. ABS CONTROL MODULE Removal & Installation

1. Disconnect negative battery cable. ABS control module is located in engine compartment, on left front inner fender panel behind plastic fender liner. Disconnect 40-pin connector from ABS control module. Raise and support vehicle. 2. Remove left front wheel. Remove left front fender apron. Remove mounting screws and remove ABS control module. To install, reverse removal procedure. Tighten screws to specification. See TORQUE SPECIFICATIONS . HYDRAULIC CONTROL UNIT (HCU) Removal & Installation

1. HCU is mounted to left front inner fender. Disconnect negative battery cable. Raise and support vehicle. Remove left front fender apron. Remove inner fender-to-HCU bracket nut. 2. Lower vehicle. Unplug connectors from HCU. Remove HCU inlet and outlet tubes. Plug all openings. Remove HCU retaining nuts and HCU assembly. 3. To install, reverse removal procedure. Tighten fittings and retaining nuts to specification. See TORQUE SPECIFICATIONS . Fill reservoir with DOT 3 brake fluid. Bleed brake system using procedure specified in BLEEDING BRAKE SYSTEM . Check for leaks. FRONT WHEEL SPEED SENSORS Removal & Installation

Disconnect sensor harness from inside engine compartment. Remove sensor harness from brake hose clips. Remove sensor retaining bolt from spindle. Remove sensor. To install, reverse removal procedure. Tighten bolt to specification. See TORQUE SPECIFICATIONS . REAR AXLE SPEED SENSOR Removal & Installation

Disconnect sensor harness connector. Remove sensor retaining bolt from axle housing and remove sensor. To install, reverse removal procedure. Lubricate NEW sensor "O" ring and install sensor. Tighten bolt to specification. See TORQUE SPECIFICATIONS .

ADJUSTMENTS Helpmelearn February-12-08 5:55:36 PM

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

NOTE:

For more information on brake system, see BRAKE SYSTEM article in the BRAKES section.

TORQUE SPECIFICATIONS TORQUE SPECIFICATIONS Application Brake & HCU Tube Fittings Rear Wheel Sensor Bolt Wheel Lug Nuts

Ft. Lbs. (N.m) 11-15 (15-20) 25-30 (34-41) 100 (135) INCH Lbs. (N.m) 53-72 (6-8) 72-108 (8-12) 97-115 (11-13) 72-89 (8-10)

ABS Control Module Screws Bleeder Screw HCU Nuts Front Wheel Sensor Bolt

WIRING DIAGRAMS

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

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1997 Ford Explorer ANTI-LOCK BRAKE SYSTEM 1996-97 BRAKES Ford Motor Co. - Anti-Lock - 4WAL

Fig. 2: Anti-Lock Brake System Wiring Diagram Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 BRAKES Disc & Drum

1996-97 BRAKES Disc & Drum

DESCRIPTION & OPERATION BRAKE SYSTEM TYPE IDENTIFICATION Brake Code (1) Brake Type "4" 4-Wheel Disc With ABS (1) Brake code is located on Vehicle Certification Label attached to driver's side door or door jam. BRAKE BOOSTER Vehicles are equipped with a vacuum booster. Vehicles use a dual-diaphragm vacuum booster. The dualdiaphragm (tandem) vacuum boosters are self-contained, vacuum power brake units. 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. 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. An equalizer valve links 2 chambers of brake booster. When valve opens, vacuum in chambers can equalize. When it closes, chambers are separated. A vacuum bleed valve functions to reduce amount of vacuum in chamber "B" When boost is required. See Fig. 1 .

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1997 Ford Explorer 1996-97 BRAKES Disc & Drum

Fig. 1: Identifying Power Booster Vacuum Chambers & Diaphragm (Single Diaphragm Typical) Courtesy of FORD MOTOR CO. FRONT DISC BRAKES Front disc brakes are standard. Vehicles use a single-piston, pin-rail, sliding caliper front disc brake system. Caliper is secured to steering knuckle by 2 caliper retaining pins. REAR DISC BRAKES Vehicles have standard equipment rear disc brakes. A pin-slider, single-piston caliper, similar to front disc brake calipers, are used. Vehicles are equipped with rear drum-in-hat style, solid, full-cast rear disc brake rotors and a cable-actuated, single-anchor, shoe type parking brake. MASTER CYLINDER Vehicles are equipped with dual master cylinder. Dual master cylinder has primary and secondary pistons and a single fluid reservoir.

BLEEDING BRAKE SYSTEM CAUTION: Brake fluid is harmful to painted and plastic surfaces. If brake fluid is spilled onto a painted or plastic surface, immediately wash it with water. Helpmelearn February-12-08 5:56:54 PM

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1997 Ford Explorer 1996-97 BRAKES Disc & Drum

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 brakelines in sequence. See BLEEDING SEQUENCE . NOTE:

DO NOT allow reservoir to run dry during bleeding operation.

MANUAL BLEEDING Master Cylinder Bleeding (Bench)

1. Support brake master cylinder body in a vise, and fill both fluid brake master cylinder reservoirs with brake fluid. Install plugs in front and rear brake outlet ports. Bleed front brake system first. Loosen plug in front brake outlet port and depress primary piston slowly to force air out of master cylinder. 2. Tighten plug while piston is depressed or air will enter brake master cylinder. Repeat procedure until no air bubbles are present. Repeat bleeding procedure for rear brake outlet port with front brake outlet plugged. Tighten plugs and try to depress piston. Piston will not depress if all air is out of master cylinder. Master Cylinder Bleeding (On-Vehicle)

1. Using a tubing wrench, remove front brake tube and master cylinder outlet rear tube from master cylinder. Install short brake tubes in master cylinder and position them so they curve into master cylinder reservoir, and ends of tubes are submerged in brake fluid. 2. Fill master cylinder reservoir with new brake fluid. Have an assistant pump brakes until clear, bubble-free fluid flows from both brake tubes. Remove short brake tubes and reinstall front brake tube and master cylinder inlet rear tube on master cylinder. Bleed each brake tube at master cylinder by having and assistant pump brake pedal 10 times and then hold firm pressure on brake pedal. 3. Loosen rear-most brake tube fittings until a stream of brake fluid comes out. Have an assistant maintain pressure on brake pedal until brake tube fitting is tightened again. Repeat procedure until clear, bubblefree fluid comes out from around tube fitting. Refill master cylinder reservoir as necessary. Repeat this bleeding operation at front brake tube fittings. Gravity Bleeding

Fill brake master cylinder with new brake fluid. Loosen both of wheel cylinder bleeder screws and leave them open until clear brake fluid flows. Be sure to check master cylinder reservoir fluid level often and do not let it run dry. Tighten wheel cylinder bleeder screws. One at a time, loosen caliper bleeder screws. Leave bleeder screws open until clear fluid flows. Check fluid level often. Tighten caliper bleeder screws. Manual Bleeding

1. Clean master cylinder cap and surrounding area. Remove cap. Vehicles are equipped with dual-type master cylinder. Bleed primary and secondary systems separately. Loosen primary or secondary master cylinder hydraulic line fitting. See Fig. 2 . Helpmelearn February-12-08 5:56:54 PM

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1997 Ford Explorer 1996-97 BRAKES Disc & Drum

Fig. 2: Identifying Master Cylinder (Typical) Courtesy of FORD MOTOR CO. 2. Wrap a cloth around brakelines to absorb escaping brake fluid. 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. Repeat procedure at bleeder fitting on rear anti-lock brake electrohydraulic RABS Valve, each wheel cylinder and caliper. See Fig. 3 . See BLEEDING SEQUENCE table under BLEEDING SEQUENCE. When bleeding is complete, fill master cylinder to proper level.

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1997 Ford Explorer 1996-97 BRAKES Disc & Drum

Fig. 3: Bleeding Wheel Cylinders (Typical) Courtesy of FORD MOTOR CO. 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. Bleed master cylinder primary and secondary hydraulic lines individually. Put shop towels in place to catch brake fluid. 3. Open lines. 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. 3 . See BLEEDING SEQUENCE table under BLEEDING SEQUENCE. 4. Place other end of hose in clean glass jar partially filled with clean brake fluid so end of hose is Helpmelearn February-12-08 5:56:55 PM

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1997 Ford Explorer 1996-97 BRAKES Disc & Drum

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 cylinder and calipers 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 table. BLEEDING SEQUENCE Application Anti-Lock Brakes (1)

Sequence RR, LR, (1) , RF, LF

Anti-Lock brake control module.

ADJUSTMENTS WARNING: Shut air suspension off, prior to hoisting vehicle. This can be accomplished by turning off air suspension switch located on right kick panel. VACUUM POWER BOOSTER PUSH ROD 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 groaning noise in booster area. 2. Remove master cylinder to access push rod. To check screw adjustment, fabricate a gauge. See Fig. 4 . With engine running, 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.

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1997 Ford Explorer 1996-97 BRAKES Disc & Drum

Fig. 4: Adjusting Brake Booster Push Rod Courtesy of FORD MOTOR CO. PARKING BRAKE Parking Brake Shoe Adjustment

Using Brake Adjustment Gauge (D81L-1103-A), measure inside diameter of drum portion of rear disc brake rotor. Using parking brake adjuster screw, adjust parking brake shoe and lining to .020" (.508 mm) less than drum measurement. DISC PADS As brake pads wear, caliper piston remains in constant contact with brake pad, eliminating need for adjustment. Helpmelearn February-12-08 5:56:55 PM

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1997 Ford Explorer 1996-97 BRAKES Disc & Drum

TROUBLE SHOOTING NOTE:

Occasional brake squeal can be caused by environmental conditions such as cold ambient temperatures, heat, rain, snow salt, mud, hot ambient temperatures or high humidity. This occasional squeal is not a functional problem and does not indicate any loss in brake effectiveness.

INSPECTION 1. Visually examine front and rear tire and wheel assemblies for damage such as uneven wear, tread washouts, or side-wall damage. Make sure tires are of same size, type and same manufacturer (where possible). Any tire or wheel that is damaged should be replaced. Wheels and tires must be cleared of any foreign matter and tire pressures adjusted to correct specifications. 2. If tires exhibit uneven wear or feathering, cause must be corrected. Check steering and suspension components for damage or wear and check and adjust steering alignment (if necessary). Check hydraulic hoses and tubes for leaks, cracks, chafing and distortions. Check fasteners that hold these components in place should also be checked. NOTE:

DO NOT pry under or otherwise disturb dust boot.

3. Check for proper component installation, leakage, caliper slide lubrication and excessive wear along caliper supports. Check instrument cluster brake warning light. 4. Check that link from brake load sensor proportioning valve to frame is properly connected. Brake load sensor proportioning valve is calibrated for particular vehicle it is installed on. If modifications are made to rear suspension system, brake load sensor proportioning valve will not work properly and must be deactivated. 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. z

Check for leaks or air in system.

Pedal goes down slowly. z

Check for external or internal leaks.

Pedal is low and/or feels spongy. z

Check for empty master cylinder reservoir, reservoir cap vent holes clogged, rear brakes out of adjustment or air in system.

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Pedal effort too high. z

Check for binding or obstruction in pedal linkage. Check for poor booster assist.

Brake warning light is on. z

Check for low fluid level, ignition wires too close to fluid level indicator assembly, damaged indicator float, or applied parking brake.

TESTING POWER BRAKE FUNCTION TEST 1. With engine stopped, remove 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. 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. 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 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, 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 switch 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. VACUUM POWER BOOSTER 1. With a "T" fitting, connect vacuum gauge into vacuum line between engine and power brake booster. Helpmelearn February-12-08 5:56:55 PM

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1997 Ford Explorer 1996-97 BRAKES Disc & Drum

With engine at operating temperature, gauge should read 15-19 in. Hg vacuum at idle with transmission in Neutral. If reading is less than specification, 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 reading is still less than 15-19 in. Hg vacuum, engine is producing low vacuum and mechanical 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 for a few seconds. If vacuum drops to zero, booster is leaking and requires replacement. VACUUM BOOSTER CHECK VALVE 1. Remove vacuum booster hose from power brake booster and check valve connection. Manifold vacuum should be available at check valve end of vacuum booster hose with engine idling and transmission in Neutral. 2. Operate engine a minimum of 10 seconds at fast idle. Stop engine, and let vehicle stand for 10 minutes. Apply brake pedal with about 20 lbs. (9 kg) of force. Brake pedal feel should be same as that noted with engine operating. If brake pedal feels hard, replace check valve and retest.

REMOVAL & INSTALLATION WARNING: Shut air suspension off, prior to hoisting vehicle. This can be accomplished by turning off air suspension switch located on right kick panel. FRONT BRAKE ROTOR Removal & Installation (2WD)

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 (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 body from spindle. 2. Remove snap ring from end of spindle shaft. Remove axle spacer. See Fig. 5 . Carefully pull plastic cam assembly off wheel bearing adjusting nut. Remove 2 plastic thrust spacers from adjusting nut. Using a magnet, remove locking key. Helpmelearn February-12-08 5:56:55 PM

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1997 Ford Explorer 1996-97 BRAKES Disc & Drum

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.

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1997 Ford Explorer 1996-97 BRAKES Disc & Drum

Fig. 5: Removing Front Rotor (4WD W/Automatic Locking Hubs) Courtesy of FORD MOTOR CO. Installation Helpmelearn February-12-08 5:56:55 PM

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1997 Ford Explorer 1996-97 BRAKES Disc & Drum

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. 5 . After assembly is complete, wheel to spindle end play should be 0-.003" (0-.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 (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 body from spindle. 2. Remove snap ring from end of spindle shaft. Remove axle spacer. See Fig. 6 . Using Lock Nut Wrench (T86T-1197-B), remove outer wheel bearing lock-nut. Remove lock washer. Using Lock Nut Wrench (T86T-1197-B), remove inner wheel bearing lock nut, outer wheel bearing and rotor.

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1997 Ford Explorer 1996-97 BRAKES Disc & Drum

Fig. 6: Removing Front Rotor (4WD W/Manual Locking Hubs) Courtesy of FORD MOTOR CO. 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 Helpmelearn February-12-08 5:56:55 PM

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1997 Ford Explorer 1996-97 BRAKES Disc & Drum

install remaining components, reverse removal procedure. See Fig. 6 . After assembly is complete, wheel to spindle end play should be .001-.003" (.02-.08 mm). PARKING BRAKE Removal & Installation (Rear Disc Brake)

Remove the rotor. See REAR BRAKE ROTOR . Remove brake shoe retracting spring and brake shoe adjusting screw spring. See Fig. 7 . Remove brake shoe adjusting screw. Remove brake shoe hold-down springs. Remove parking brake shoes. To install, reverse removal procedure. Adjust parking brake shoes. See PARKING BRAKE under ADJUSTMENTS.

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1997 Ford Explorer 1996-97 BRAKES Disc & Drum

Fig. 7: Identifying Parking Brake Components Courtesy of FORD MOTOR CO. REAR BRAKE ROTOR Removal & Installation

1. Raise and support vehicle. Remove wheel. Remove anchor and caliper assembly, and position aside. See Helpmelearn February-12-08 5:56:55 PM

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1997 Ford Explorer 1996-97 BRAKES Disc & Drum

DISC BRAKE CALIPERS & PADS . Remove press-on keeper nuts from hub studs (if equipped). Remove rotor. 2. To install, reverse removal procedure. Tighten bolts to specification. See TORQUE SPECIFICATIONS . DISC BRAKE CALIPERS & PADS NOTE:

On rear brake calipers DO NOT remove caliper guide pin or caliper guide pin boots unless a problem is suspected. Caliper guide pins are meant to be sealed for life and are not repairable.

Removal

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. Remove front wheel assembly. Place a large "C" clamp on caliper. Tighten clamp to bottom piston in cylinder bore. Remove clamp. 2. Remove dirt around caliper pin tabs. Tap upper caliper pin toward inboard side of vehicle until pin tabs touch spindle face. 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. 3. 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. 4. Replace pads if lining is less than .06" (1.5 mm) thick 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

Lubricate caliper pin and pad contact surfaces. Use "C" clamp to push caliper piston into piston bore until it bottoms out. To install, reverse removal procedure. Bleed air from brake system (if necessary). MASTER CYLINDER Removal & Installation

1. Disconnect brake warning light indicator wire from indicator switch. With engine off, depress brake pedal to bleed vacuum from brake booster. 2. Disconnect brakelines 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 . STOPLIGHT SWITCH Helpmelearn February-12-08 5:56:55 PM

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1997 Ford Explorer 1996-97 BRAKES Disc & Drum

Removal

Disconnect wire harness from connector. Remove pin. Slide stoplight switch, brake pedal rod, spacer and bushing away from brake pedal arm. Since stoplight switch side plate nearest brake pedal arm is slotted, brake pedal rod and one spacer from pedal arm do not need removal. See Fig. 8 . Installation

Position switch so slotted side is facing pedal arm. Swing switch up and down, trapping brake pedal rod between switch side plates. Push switch and rod firmly against pedal arm. Install remaining parts, and check stoplight operation.

Fig. 8: Removing Stoplight Switch Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 5:56:55 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 BRAKES Disc & Drum

VACUUM POWER BOOSTER Removal & Installation

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. 9 . Remove bushing and spacers. Remove booster mount nuts, and then remove booster. To install, reverse removal procedure.

Fig. 9: Removing Vacuum Power Booster (Typical) Courtesy of FORD MOTOR CO.

OVERHAUL DISC BRAKE CALIPER Disassembly Helpmelearn February-12-08 5:56:55 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 BRAKES Disc & Drum

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. 10 . Apply low air pressure to brake hose inlet. Air pressure forces piston(s) outward. WARNING: DO NOT place fingers between wood and piston as piston leaves caliper.

Fig. 10: Removing Caliper Piston Courtesy of FORD MOTOR CO. 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 Helpmelearn February-12-08 5:56:55 PM

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1997 Ford Explorer 1996-97 BRAKES Disc & Drum

boot. Discard seals and boots. Cleaning & Inspection

1. Carefully clean rust and corrosion from caliper machined surfaces using a wire brush. DO NOT use wire brush in caliper bores. Clean all components with isopropyl alcohol and dry with compressed air. 2. Inspect caliper 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 NEW piston seal with clean brake fluid, and install in caliper bore groove. Lubricate caliper bore 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. 11 . Position piston and boot directly over caliper 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 caliper bore. DO NOT cock or jam piston in caliper bore. If necessary, use a "C" clamp and a block of wood to bottom piston in caliper bore.

Fig. 11: Exploded View Of Single Piston Caliper (Typical) Courtesy of FORD MOTOR CO. MASTER CYLINDER Disassembly Helpmelearn February-12-08 5:56:55 PM

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1997 Ford Explorer 1996-97 BRAKES Disc & Drum

1. Remove master cylinder. Clean outside of master cylinder. Remove filler cap and diaphragm. Drain any remaining fluid from cylinder. 2. Remove proportioning valve (if equipped). Depress pinion, and remove snap ring from end of master cylinder bore. See Fig. 12 . 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.

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1997 Ford Explorer 1996-97 BRAKES Disc & Drum

Fig. 12: Exploded View Of Master Cylinder Assembly Courtesy of FORD MOTOR CO. ROTOR Lateral Runout

1. On front disc brakes, tighten wheel bearing adjusting nut to eliminate bearing end play. Ensure rotor can be rotated by hand. 2. Attach dial indicator to suspension, with indicator tip set 1" 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 SPECIFICATIONS . Resurface or replace rotor as required. Parallelism

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1997 Ford Explorer 1996-97 BRAKES Disc & Drum

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 SPECIFICATIONS . 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 tables. 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 SPECIFICATIONS . 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. 13 . Remove inner grease seal and bearing from rotor. Wipe inner and outer bearing cups clean.

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1997 Ford Explorer 1996-97 BRAKES Disc & Drum

Fig. 13: Measuring Maximum Allowable Refinishing Stock Courtesy of FORD MOTOR CO. 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 Helpmelearn February-12-08 5:56:55 PM

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1997 Ford Explorer 1996-97 BRAKES Disc & Drum

Disassembly

With wheel cylinder removed from vehicle, remove rubber boots from ends of cylinders. Remove pistons, piston cups and return spring from cylinder. Remove bleeder screw. Inspect cylinder bore for damage. Reassembly

If cylinder bore is lightly pitted or scratched, hone or replace as necessary. DO NOT hone cylinders more than .003" (.08 mm). Coat all parts with clean brake fluid. To assemble, reverse disassembly procedure. Clamp brake cylinder pistons against ends of cylinder.

TORQUE SPECIFICATIONS TORQUE SPECIFICATIONS Application Backing Plate-To-Axle Nuts/Bolt Booster-To-Dash Nuts Brake Line-To-Wheel Caliper Bolts (Rear) Brake Line-To-Wheel Cylinder Nuts Caliper Anchor Plate Bolts Caliper Bleed Screws Caliper Bracket Bolts

Ft. Lbs. (N.m) 25-35 (34-47) 16-21 (22-28) 29 (40) 11-14 (15-19) 73-97 (98-132) 13-17 (17-24)

Front (1) Rear Caliper Pin Bolts (Front) Master Cylinder Brake Line Nuts Master Cylinder-To-Booster Nut Parking Brake Bracket-To-Frame Bolt Control-To-Cowl Side Bolt Front Cable Clamp Bolt Wheel Lug Nuts

74-96 (100-130) 20 (27) 38-48 (52-65) 11-14 (15-19) 14-24 (19-33)

Speed Sensor Clamp Bolt Speed Sensor-To-Spindle Bolt Wheel Cylinder Bleeder Screw Wheel Cylinder-To-Backing Plate Bolts (1) Install a new bolt or reuse old bolt with thread locking compound.

51-67 (68-92) 13-17 (17-23) 11-14 (15-19) 100 (136) INCH Lbs. (N.m) 53-62 (6-7) 61-90 (7-10) 62-79 (7-9) 106-159 (12-18)

DISC BRAKE SPECIFICATIONS FRONT DISC BRAKE SPECIFICATIONS Helpmelearn February-12-08 5:56:55 PM

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1997 Ford Explorer 1996-97 BRAKES Disc & Drum

Application Lateral Runout Parallelism

In. (mm) .003 (.08) (1)

Discard Thickness (1) Information not available from manufacturer at time of publication. REAR DISC BRAKE SPECIFICATIONS Application Lateral Runout Parallelism

.964 (24.5)

In. (mm) .0002 (.0051) (1)

Nominal Thickness Discard Thickness (1) Information not available from manufacturer at time of publication.

.472 (12.0) .40 (10.5)

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1997 Ford Explorer 1998-99 DRIVE AXLES 4WD Axle Shafts - Front - Explorer, Mountaineer & Ranger

1998-99 DRIVE AXLES 4WD Axle Shafts - Front - Explorer, Mountaineer & Ranger

DESCRIPTION The front wheel axle shafts use a Constant Velocity (CV) joint at both the inboard and outboard ends for operating smoothness. The CV joints do not normally contribute to rotational vibration that may occur. The only replaceable components of the front wheel axle shafts are: z

z z

Axle shaft and CV joint boots (inboard and outboard). This replacement kit includes axle shaft, CV joint boots, clamps, snap rings, retainer ring and grease. Inboard CV joint (plunge type). Half-shaft. Replacement includes the outboard front wheel half-shaft joint (fixed type), outboard boot, clamps, front wheel excluder seal (assembled on interconnecting shaft).

Helpmelearn February-12-08 5:59:42 5:59:39 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1998-99 DRIVE AXLES 4WD Axle Shafts - Front - Explorer, Mountaineer & Ranger

Fig. 1: Identifying Front Axle Shafts Courtesy of FORD MOTOR CO.

LUBRICATION Inner and outer CV joints require Ford High Temp Durability Grease (ESP-M1C207-AH).

TROUBLE SHOOTING See appropriate table in TROUBLE SHOOTING article in GENERAL INFORMATION.

REMOVAL & INSTALLATION Helpmelearn February-12-08 5:59:39 PM

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1997 Ford Explorer 1998-99 DRIVE AXLES 4WD Axle Shafts - Front - Explorer, Mountaineer & Ranger

FWD AXLE SHAFTS WARNING: Electrical power to air suspension system must be shut off prior to hoisting, jacking or towing an air suspension vehicle. This can be accomplished by turning off the air suspension switch located in rear jack storage area. Failure to do so may result in unexpected inflation or deflation of air springs which may result in shifting of vehicle during servicing. Removal & Installation

CAUTION: DO NOT use heat to loosen a seized lug nut. Heat can damage wheel and bearings. 1. On Ranger, remove locking hub assembly. See appropriate LOCKING HUBS aticle. Using snap ring pliers, remove plastic stub shaft retainer. On Explorer and Mountaineer, remove center cap. On all models, with the weight of the vehicle on the wheels, loosen lug nuts. Raise and support vehicle. Remove wheel and tire assembly. Remove and discard wheel hub retainer nut and washer assembly. See Fig. 1 . Remove 2 front brake caliper mounting bolts. Lift brake caliper off of front disc brake caliper anchor plate, and position caliper aside. CAUTION: DO NOT use a hammer to separate half-shaft joint from hub assembly. Damage to outboard CV joint stub shaft housing threads and internal components may result. 2. Install Front Hub Remover/Installer (T81P-1104-C) and separate half-shaft from hub. Support front suspension lower arm. Remove upper ball joint to front wheel knuckle nut and bolt. Rotate front steering knuckle. Compress outboard half-shaft joint and remove outboard half-shaft joint from hub. 3. Using CV Joint Puller (T86P-3514-1) and impact slide hammer, separate front wheel half-shaft from front axle housing. Remove half-shaft from front axle housing. To install, reverse removal procedure. Use a NEW circlip on inboard CV joint stub shaft housing. On Explorer and Mountaineer, tighten NEW wheel hub nut to specification. See TORQUE SPECIFICATIONS .

OVERHAUL FWD AXLE SHAFTS Disassembly

1. Remove axle shaft from vehicle. See FWD AXLE SHAFTS under REMOVAL & INSTALLATION. Place axle shaft assembly on work bench. Remove 2 inboard boot clamps. See Fig. 2 . Slide boot off inboard CV joint housing. Separate CV joint from CV joint housing. Mark half-shaft-to-tripod joint for reassembly reference. Remove snap ring from end of half-shaft. Remove CV joint. 2. Remove inboard CV joint boot from shaft assembly. Remove 2 outboard boot clamps. Remove outboard CV joint boot. Inspect for contaminated grease. If grease is contaminated, clean and inspect joint for Helpmelearn February-12-08 5:59:39 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1998-99 DRIVE AXLES 4WD Axle Shafts - Front - Explorer, Mountaineer & Ranger

wear. Replace outboard CV joint and shaft assembly if worn or damaged.

Fig. 2: Identifying Front Axle Shafts Components Courtesy of FORD MOTOR CO. Reassembly

1. Pack outboard CV joint with Ford High Temp Durability Grease (ESP-M1C207-AH). Spread any remaining grease from service kit evenly inside outboard CV joint boot. 2. Clean excess grease from CV joint boot mounting surfaces before positioning boot in place. Position outboard half-shaft boot on CV joint housing. Position boot clamps on outboard CV joint boot. 3. Using CV Boot Clamp Installer (T95P-3514-A), tighten outboard CV joint boot clamps. Position inboard CV joint boot. Align half-shaft-to-tripod joint marks made during disassembly. Install tripod joint on half-shaft. Install snap ring. Using Ford High Temp Durability Grease, lubricate tripod joint needle bearings. 4. Fill inboard CV joint housing with 235 grams of Ford High Temp Durability Grease. Position CV joint housing onto tripod joint. Remove any excess grease from inboard CV joint boot mating surface before positioning boot into place. 5. Position inboard CV joint boot and boot clamp. Insert a dull-blade screwdriver to relieve built-up air pressure in CV joint boot. Using CV Boot Clamp Installer, tighten inboard boot clamps. Install axle shaft assembly.

TORQUE SPECIFICATIONS Helpmelearn February-12-08 5:59:39 PM

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1997 Ford Explorer 1998-99 DRIVE AXLES 4WD Axle Shafts - Front - Explorer, Mountaineer & Ranger

TORQUE SPECIFICATIONS Application Caliper Bolts Lug Nuts Upper Ball Joint Bolt Wheel Hub Nut Explorer & Mountaineer

Ft. Lbs. (N.m) 21-27 (28-36) 100 (135) 30-41 (40-55) 156-212 (212-288)

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1997 Ford Explorer DRIVE AXLE - 8.8" RING GEAR DIFFERENTIALS 1996-97 Drive Axles - 8.8" Ring Gear Differentials

DRIVE AXLE - 8.8" RING GEAR DIFFERENTIALS 1996-97 Drive Axles - 8.8" Ring Gear Differentials

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 Safety Certification Label located on left door pillar.

Fig. 1: Identifying Rear Axle Tag Courtesy of FORD MOTOR CO.

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 differential case behind ring gear, and a sensor mounted in axle housing. A space is provided between ring gear and exciter ring for measuring ring gear runout. Explorer and Mountaineer are equipped with 8.8" ring gear differential. Rear axle housing is equipped with leaf springs.

LUBRICATION Helpmelearn February-12-08 5:58:09 5:58:02 PM

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1997 Ford Explorer DRIVE AXLE - 8.8" RING GEAR DIFFERENTIALS 1996-97 Drive Axles - 8.8" Ring Gear Differentials

CAPACITY REAR AXLE CAPACITY (1) Application Pts. (L) Explorer & Mountaineer 5.5 (2.6) (1) Approximate capacity is listed. Fill differential until fluid level is about 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 NOTE:

See TROUBLE SHOOTING - BASIC PROCEDURES article in GENERAL INFORMATION.

REMOVAL & INSTALLATION AXLE SHAFT & BEARING Removal (Semi-Floating)

1. Raise and support vehicle. Remove wheel assembly and brake drum. Remove housing cover, and drain lubricant. 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.

2. 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:

Explorer uses a plastic housing cover. Housing cover and retaining bolts must be replaced. DO NOT reuse housing cover or retaining bolts. Mountaineer uses a metal housing cover and can be reused. Silicone sealant is used and cover must be installed within 15 minutes of sealant application.

Installation (Semi-Floating) Helpmelearn February-12-08 5:58:02 PM

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1997 Ford Explorer DRIVE AXLE - 8.8" RING GEAR DIFFERENTIALS 1996-97 Drive Axles - 8.8" Ring Gear Differentials

1. Lubricate bearing with rear axle lubricant. Using a driver, install bearing. 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. Install 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 . 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 . Fill differential until fluid level is about 1/4" below bottom of filler plug hole.

Fig. 2: Exploded View Of Semi-Floating Axle Assembly (Typical) Courtesy of FORD MOTOR CO. Removal (Full-Floating)

1. Set parking brake. 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.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer DRIVE AXLE - 8.8" RING GEAR DIFFERENTIALS 1996-97 Drive Axles - 8.8" Ring Gear Differentials

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. 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. 4. Mount hub in soft-jawed vise. Remove hub oil seal and inner bearing. Reposition hub in vise and remove inner and outer bearing race using brass drift (if necessary).

Fig. 3: Exploded View Of Full Floating Axle Assembly (Typical) Courtesy of FORD MOTOR CO. Installation (Full-Floating)

1. While holding Driver Handle (T80T-4000-W ) and Bearing Race Replacer (T75T-1225-A ) straight, Helpmelearn February-12-08 5:58:03 PM

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1997 Ford Explorer DRIVE AXLE - 8.8" RING GEAR DIFFERENTIALS 1996-97 Drive Axles - 8.8" Ring Gear Differentials

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 (new bearings) or 8 clicks (used bearings) 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 . AXLE HOUSING ASSEMBLY Removal

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. Disconnect rear anti-lock brake sensor electrical connector. 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

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 . Fill differential until fluid level is about1/4" below bottom of filler Helpmelearn February-12-08 5:58:03 PM

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1997 Ford Explorer DRIVE AXLE - 8.8" RING GEAR DIFFERENTIALS 1996-97 Drive Axles - 8.8" Ring Gear Differentials

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. Silicone sealant is used and cover must be installed within 15 minutes of sealant application.

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 (T83T4676-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 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 . Fill differential until fluid level is about 1/4" below bottom of filler plug hole. Helpmelearn February-12-08 5:58:03 PM

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1997 Ford Explorer DRIVE AXLE - 8.8" RING GEAR DIFFERENTIALS 1996-97 Drive Axles - 8.8" Ring Gear Differentials

DIFFERENTIAL ASSEMBLY Removal & Installation

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 . Install electrical connector.

OVERHAUL DIFFERENTIAL ASSEMBLY 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. 6 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 Helpmelearn February-12-08 5:58:03 PM

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1997 Ford Explorer DRIVE AXLE - 8.8" RING GEAR DIFFERENTIALS 1996-97 Drive Axles - 8.8" Ring Gear Differentials

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.

Cleaning & Inspection

Clean all parts thoroughly in solvent. Check 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 scoring or galling. If a .0015" (.038 mm) feeler gauge can be inserted between a race and bottom of its bore at any point, race must be reseated. Bearing & Roller Assemblies

When rotated in races, bearing rollers must turn without roughness. Check 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 Helpmelearn February-12-08 5:58:03 PM

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1997 Ford Explorer DRIVE AXLE - 8.8" RING GEAR DIFFERENTIALS 1996-97 Drive Axles - 8.8" Ring Gear Differentials

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 gears 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. 4 .

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1997 Ford Explorer DRIVE AXLE - 8.8" RING GEAR DIFFERENTIALS 1996-97 Drive Axles - 8.8" Ring Gear Differentials

Fig. 4: Installing Pinion Depth Measuring Tools Courtesy of FORD MOTOR CO. NOTE:

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. Install bearing caps and bolts. Tighten bearing cap bolts to specification. See TORQUE SPECIFICATIONS . 5. Using flat pinion shims as a gauge for shim selection, hold gauge block in proper position and measure clearance between gauge block and tube. 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 Helpmelearn February-12-08 5:58:03 PM

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1997 Ford Explorer DRIVE AXLE - 8.8" RING GEAR DIFFERENTIALS 1996-97 Drive Axles - 8.8" Ring Gear Differentials

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 SPECIFICATIONS . If bearing preload is exceeded before torque specification is reached, replace collapsible spacer. 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. 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 SPECIFICATIONS . 3. Rotate gear assembly to ensure free operation. Check ring and pinion backlash. See Fig. 6 . 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. 4. 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. 5 . See BACKLASH-TO-SHIM THICKNESS CONVERSION . 5. 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. 6. Ensure shims are seated and gear assembly turns freely. Using marking compound, check gear tooth contact pattern. See GEAR TOOTH CONTACT PATTERNS article in GENERAL INFORMATION. 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 . Install drive shaft. To complete assembly, reverse disassembly procedure. Fill differential until fluid level is about 1/4" below bottom of filler plug hole. Adjust brakes if required.

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1997 Ford Explorer DRIVE AXLE - 8.8" RING GEAR DIFFERENTIALS 1996-97 Drive Axles - 8.8" Ring Gear Differentials

Fig. 5: Adjusting Backlash Courtesy of FORD MOTOR CO.

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1997 Ford Explorer DRIVE AXLE - 8.8" RING GEAR DIFFERENTIALS 1996-97 Drive Axles - 8.8" Ring Gear Differentials

Fig. 6: Measuring Ring Gear Backlash Courtesy of FORD MOTOR CO. BACKLASH-TO-SHIM THICKNESS CONVERSION Required Change In Backlash In. (mm) .001 (.03) .002 (.05) .003 (.08) .004 (.10) .005 (.13) .006 (.15) .007 (.18) .008 (.20) .009 (.23) .010 (.25) .011 (.28) .012 (.30) .013 (.33)

Change In Shim Thickness In. (mm) .002 (.05) .002 (.05) .004 (.10) .006 (.15) .006 (.15) .008 (.20) .010 (.25) .010 (.25) .012 (.30) .014 (.35) .014 (.35) .016 (.41) .018 (.46)

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1997 Ford Explorer DRIVE AXLE - 8.8" RING GEAR DIFFERENTIALS 1996-97 Drive Axles - 8.8" Ring Gear Differentials

.014 (.35) .015 (.38)

.018 (.46) .020 (.51)

DIFFERENTIAL SPECIFICATIONS DIFFERENTIAL ASSEMBLY SPECIFICATIONS Application ABS Sensor Air Gap Axle Shaft End Play (Max.) Differential Case Flange Runout Maximum Backlash Variation Between Teeth Nominal Pinion Shim Thickness Pinion Gear Thrust Washer Thickness Ring Gear Back Face Runout Ring Gear Backlash (1) Side Gear Thrust Washer Thickness

Specification .005-.045" (0.127-1.143 mm) .030" (.762 mm) .003" (.08 mm) .004" (.10 mm) .030" (.76 mm) .030-.032" (.76-.81 mm) .004" (.10 mm) .008-.015" (.020-.038 mm) .030-.032" (.76-.81 mm) INCH Lbs. (N.m)

Pinion Bearing Preload New Bearings Original Bearings (With Oil Seal) (1) Preferred setting is .012-.015" (.30-.38 mm).

16-29 (1.8-3.2) 8-14 (.9-1.6)

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 Helpmelearn February-12-08 5:58:03 PM

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1997 Ford Explorer DRIVE AXLE - 8.8" RING GEAR DIFFERENTIALS 1996-97 Drive Axles - 8.8" Ring Gear Differentials

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 . 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 runout 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.

TORQUE SPECIFICATIONS TORQUE SPECIFICATIONS Application ABS Sensor Bolt Axle Shaft Bolt (Full-Floating) Backing Plate Retainer Nut Except F250 F250 Bearing Cap Bolt Brake Junction Block Bolt Driveshaft-To-Circular Companion Flange Bolt Driveshaft-To-Half Round Companion Flange Bolt Housing Cover Bolt Hub Nut (Full-Floating)

Ft. Lbs. (N.m) 25-30 (34-41) 60-80 (81-108) 20-40 (27-54) 50-70 (68-95) 70-85 (95-115) 25-30 (34-41) 70-95 (95-129) 10-15 (14-21) 15-20 (21-27) (1)

55-65 (75-88) (2)

Pinion Nut (Minimum)

160 (217) 15-30 (21-41) 70-85 (95-115)

Pinion Shaft Lock Bolt Ring Gear Bolt Shock Absorber Nut Lower 27-41 (37-56) Upper 41-63 (56-85) Stabilizer Bar Nut 30-42 (41-57) "U" Bolt Nut 88-108 (119-146) Wheel Lug Nut 100 (136) (1) Ratchet back 5 clicks (new bearings) or 8 clicks (used bearings) after initial torque. Helpmelearn February-12-08 5:58:03 PM

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1997 Ford Explorer DRIVE AXLE - 8.8" RING GEAR DIFFERENTIALS 1996-97 Drive Axles - 8.8" Ring Gear Differentials

(2)

If bearing preload exceeds specification before torque specification is reached, install NEW collapsible spacer.

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1997 Ford Explorer 1997-99 DRIVE AXLES Differential - Front - 8.8" Ring Gear - Expedition, "F" Series Light Duty, Mountaineer & Navigator

1997-99 DRIVE AXLES Differential - Front - 8.8" Ring Gear - Expedition, "F" Series Light Duty, Mountaineer & Navigator

DESCRIPTION & OPERATION A half-shaft type front axle is used. Axle is of integral carrier housing, hypoid gear type. Drive pinion and ring gear bearing adjustments are all accomplished with shims. Power is transmitted through transfer case driveshaft to the drive pinion located in the axle housing. 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. On all models except 1999 Expedition and Navigator, a vacuum operated clutch engages front axle. 1999 Expedition and Navigator is an all wheel drive vehicle. Front axle is engaged at all time. See Fig. 1 or Fig. 2 .

Fig. 1: Exploded View Of Front Axle Housing Assembly (Except 1999 Expedition & Navigator) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1997-99 DRIVE AXLES Differential - Front - 8.8" Ring Gear - Expedition, "F" Series Light Duty, Mountaineer & Navigator

Fig. 2: Exploded View Of Front Axle Housing Assembly (1999 Expedition & Navigator) Courtesy of FORD MOTOR CO.

AXLE RATIO & 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 axle housing. See Fig. 3 .

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1997 Ford Explorer 1997-99 DRIVE AXLES Differential - Front - 8.8" Ring Gear - Expedition, "F" Series Light Duty, Mountaineer & Navigator

Fig. 3: Identifying Axle Identification Tag Courtesy of FORD MOTOR CO.

LUBRICATION Capacity is 3.5-3.7 Pts. (1.8-2.0L) of Motorcraft SAE 75W90 Thermally Stable 4X4 Axle Lubricant (XY75W90-QL). Capacities listed are approximate. Fill differential until fluid level is about 1/4" below bottom of filler plug hole.

TROUBLE SHOOTING NOTE:

See appropriate table in TROUBLE SHOOTING article in GENERAL INFORMATION.

REMOVAL & INSTALLATION WARNING: On vehicles with air suspension, power to air suspension must be shut off before hoisting, jacking or towing. Failure to do so can result in unexpected inflation or deflation of air suspension, which can result in shifting of vehicle during servicing. AXLE HOUSING ASSEMBLY Removal & Installation

NOTE:

DO NOT allow drive shaft to hang unsupported.

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1997 Ford Explorer 1997-99 DRIVE AXLES Differential - Front - 8.8" Ring Gear - Expedition, "F" Series Light Duty, Mountaineer & Navigator

1. Raise and support vehicle. Mark pinion yoke and drive shaft alignment for reassembly reference. Disconnect drive shaft from yoke, and wire aside. Remove axle shaft-to-stub axle retaining bolts and wire aside (both sides). Disconnect vent tube. Disconnect front axle actuator motor vacuum line (if equipped). 2. Using a suitable jack, support axle housing assembly and secure axle housing to jack. Remove axle housing support bracket. Remove axle housing retaining bolts. To install, reverse removal procedure. Tighten bolts to specification. See TORQUE SPECIFICATIONS table.

OVERHAUL (EXCEPT 1999 EXPEDITION & NAVIGATOR) WARNING: On vehicles with air suspension, power to air suspension must be shut off before hoisting, jacking or towing. Failure to do so can result in unexpected inflation or deflation of air suspension, which can result in shifting of vehicle during servicing. DISASSEMBLY 1. Remove axle housing. See AXLE HOUSING ASSEMBLY under REMOVAL & INSTALLATION. Drain differential fluid. Remove housing cover. Mount axle housing in Holding Fixture (T57L-500-B) using Adapters (T90T-4000-A) and Spacer (T80T-4000-B2). 2. Pull back clutch boot and remove snap ring. Remove front axle actuator motor. Remove axle housing retaining bolts and remove assembly. Remove cluster gear thrust washer. Remove front axle cluster gear. Lift front axle shift lever and remove gear selector. Remove shift lever and shift fork by removing roll pin. 3. Remove left stub axle retaining clip (inside differential assembly). Remove left stub axle. Install Housing Spreader Adapter Set (T90T-4000-A) and Differential Housing Spreader (TOOL-4000-E). See Fig. 4 . Mount dial indicator on axle housing to measure amount of spread. CAUTION: DO NOT spread axle housing more than .030" (.76 mm); permanent damage to housing could result. 4. Spread axle housing to .030" (.76 mm). Remove dial indicator. Mark bearing cap for installation reference. Remove bearing cap retaining bolts and remove bearing caps. Carefully pry differential assembly out of housing. Remove spreader immediately so housing does not permanently distort. Remove and tag side bearing races to indicate from which side of carrier they were removed. 5. Turn nose of axle housing up. Using an INCH lbs. torque wrench, measure and record pinion bearing preload. Hold pinion flange and remove pinion nut. Scribe index marks on pinion flange and pinion stem for installation reference. Remove pinion flange. Using Converter Seal Remover (T94P-77001-BH) and slide hammer, remove pinion seal. 6. Remove drive pinion by tapping with soft-faced mallet. Remove outer pinion bearing and oil slinger. Using Puller Tool (T77F-1102-A) and Slide Hammer (T50T-100-A), remove inner bearing race. If necessary, remove oil baffle. Remove pinion outer bearing race. Press pinion bearing off pinion. Measure and record inner pinion bearing shim thickness. 7. Place differential case in vise, with rags underneath to protect ring gear. Remove ring gear bolts. Tap ring gear with soft-face mallet to remove ring gear from case. Remove pinion shaft lock bolt. Remove pinion Helpmelearn February-12-08 6:00:25 PM

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1997 Ford Explorer 1997-99 DRIVE AXLES Differential - Front - 8.8" Ring Gear - Expedition, "F" Series Light Duty, Mountaineer & Navigator

shaft. 8. Rotate side gears until pinion gears are aligned with case opening. Remove pinion gears and thrust washers. Remove side gears with thrust washers. Remove differential case side bearings.

Fig. 4: Spreading Axle Housing Courtesy of FORD MOTOR CO. CLEANING & INSPECTION 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 damage. Replace as needed. Check pinion flange for wear in sealing area and replace as necessary. 3. Check differential pinion shaft, pinion gears, side gears and thrust washers for wear or damage. Replace all defective parts. Replace pinion gear and ring gear as a set. REASSEMBLY 1. Install thrust washers on differential side gears. Install differential side gears in differential housing. Helpmelearn February-12-08 6:00:25 PM

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1997 Ford Explorer 1997-99 DRIVE AXLES Differential - Front - 8.8" Ring Gear - Expedition, "F" Series Light Duty, Mountaineer & Navigator

2. 3. 4. 5.

Install thrust washer and pinion gear in differential case. Install pinion shaft. Install pinion shaft lock bolt. Install oil baffle. Using Pinion Bearing Cup Replacer (T53T-4621-C), install pinion bearing races. Apply a light film of oil on pinion bearings. Assemble Pinion Depth Gauge (T79P-4020-A). Install aligning adapter, gauge disc and screw. Place rear pinion bearing over aligning adapter and in to bearing cup of carrier housing. See Fig. 5 . Install front pinion bearing into front bearing cup. Place handle onto screw and tighten to 20 INCH lbs. (2.25 N.m). See Fig. 6 . Ensure pinion depth measuring tool is properly installed and tightened. Rotate gauge block several times to seat bearings. Rotational torque on gauge block assembly should be 20 INCH lbs. (2.25 N.m) with new bearings. Final position of gauge block should be 45 degrees above axle shaft center line. See Fig. 7 . Clean differential bearing bores thoroughly, and install gauge tube. Tighten differential bearing cap bolts to specification. See TORQUE SPECIFICATIONS . Use flat pinion shims as a gauge for shim selection. Hold gauge block in proper position, and measure clearance between gauge block and tube. Correct shim selection is accomplished when a slight drag is felt as shim is drawn between gauge block and tube. Shims are available in various thicknesses. Install correct shim on pinion for reassembly. Pinion bearings must be installed in the same location as during pinion depth measurement. Remove measuring equipment. NOTE:

If oil seal becomes cocked during installation, remove seal and install NEW oil seal.

8. Place pinion shim previously determine on pinion shaft and press on inner pinion bearing. Place NEW collapsible spacer on pinion shaft. Install outer pinion bearing and oil slinger in axle housing. Using Pinion Oil Seal Replacer (T79P-4676-A), install oil seal into axle housing. 9. Position pinion gear in axle housing. Align marks on pinion flange and pinion stem. Apply a small amount of lubricant to pinion flange splines. Install pinion flange and NEW pinion nut. Hold pinion flange, and gradually tighten nut while rotating pinion. NOTE:

If desired preload is exceeded, a NEW collapsible spacer must be installed. Tighten nut to obtain proper preload.

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14.

15.

16. 17. 18.

19. 20.

21.

22. 23.

24.

from housing, and remove master bearing from carrier assembly. Identify and mark right and left bearing for installation reference. Clamp Bearing Preload Tool (T93P4220-AR) base in a soft-jaw vise. Keep bearing mounting surface above vise jaws. Position bearing assembly on bearing preload tool base, and tighten tool bolt to 20 INCH lbs. (2.3 N.m). See Fig. 8 . Invert preload tool and clamp bolt head in vise. Position depth micrometer over top of bearing. With depth micrometer positioned on bearing cone, measure height of each individual bearing assembly. Measure distance from bearing cone to bearing preload tool disc. Record both bearing measurements on Line-D on differential bearing shim selection procedure work sheet. Select appropriate bearing shims using differential bearing shim selection procedure work sheet. See Fig. 9 . For correct shim, see DIFFERENTIAL SHIM SIZE table. Remove master bearing from carrier, and press appropriate differential bearing on appropriate side of differential case. Tighten housing spreader so dial indicator reads .030" (.76 mm). Install selected shims. Install differential assembly in axle housing. Install and tighten bearing caps to correct torque with housing spreader still installed. See TORQUE SPECIFICATIONS . Loosen and remove spreader. Move dial indicator base and mount in line with ring gear. Mount dial indicator, and zero on any ring gear drive tooth. See Fig. 10 . Turn ring gear without turning pinion gear to measure backlash. Preferred backlash is .008-.013" (.203-.330 mm). If backlash is not to specification, adjust backlash by increasing thickness of one shim and decreasing thickness of other shim by same amount. See RING GEAR BACKLASH-TO-SHIM THICKNESS CONVERSION table. See Fig. 11 . Instal NEW "O" ring on shift lever. Position shift fork in axle housing. Lubricate "O" ring, and install shift lever. Install roll pin until flush with top of shift fork. Lift shift lever and install selector gear. Install front axle cluster gear and cluster gear thrust washer. Using Ford Black Silicone Rubber (F4AZ-19562-B), fill grove groove in axle housing and install front axle tube. Tighten axle tube retaining bolts to specification. See TORQUE SPECIFICATIONS . Install left stub axle seal. Install left stub axle and new retaining clip (inside differential assembly). Install front axle actuator motor. Using a vacuum pump, verify front axle actuator motor does not leak down. Also, ensure front axle clutch is engaging completely. To complete assembly, reverse disassembly procedure. Tighten all nuts and bolts to specifications. See TORQUE SPECIFICATIONS . Fill differential with proper lubricant until fluid level is about 1/4" below bottom of filler plug hole. See LUBRICATION .

DIFFERENTIAL SHIM SIZE Color No. Of Stripes Red 1 Red 2 Orange 1 Orange 2 Orange 3 Orange 4 Orange 5 Yellow 1 Yellow 2

Shim Thickness In. (mm) .2410-.2415 (6.121-6.134) .2430-.2435 (6.172-6.185) .2450-.2455 (6.223-6.236) .2470-.2475 (6.274-6.287) .2490-.2495 (6.325-6.337) .2510-.2515 (6.375-6.388) .2530-.2535 (6.426-6.439) .2550-.2555 (6.477-6.490) .2570-.2575 (6.528-6.541)

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997-99 DRIVE AXLES Differential - Front - 8.8" Ring Gear - Expedition, "F" Series Light Duty, Mountaineer & Navigator

Yellow Yellow Yellow White White White White White Green Green Green Green Green Pink Pink Pink Pink Pink Blue Blue Blue Blue Gray Gray

3 4 5 1 2 3 4 5 1 2 3 4 5 1 2 3 4 5 2 3 4 5 1 2

.2590-.2595 (6.579-6.591) .2610-.2615 (6.629-6.642) .2630-.2635 (6.680-6.693) .2650-.2655 (6.731-6.744) .2670-.2675 (6.782-6.795) .2690-.2695 (6.833-6.845) .2710-.2715 (6.883-6.896) .2730-.2735 (6.934-6.947) .2750-.2755 (6.985-6.998) .2770-.2775 (7.036-7.049) .2790-.2795 (7.087-7.099) .2810-.2815 (7.137-7.150) .2830-.2835 (7.188-7.201) .2850-.2855 (7.239-7.252) .2870-.2875 (7.290-7.303) .2890-.2895 (7.341-7.353) .2910-.2915 (7.391-7.404) .2930-.2935 (7.442-7.455) .2970-.2975 (7.544-7.557) .2990-.2995 (7.595-7.607) .3010-.3015 (7.645-7.658) .3030-.3035 (7.696-7.709) .3050-.3055 (7.747-7.760) .3070-.3075 (7.798-7.811)

RING GEAR BACKLASH-TO-SHIM THICKNESS CONVERSION Required Change In Backlash - In. (mm) Required 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 (.36) .011 (.28) .014 (.36) .012 (.30) .016 (.41) .013 (.33) .018 (.46) .014 (.36) .018 (.46) Helpmelearn February-12-08 6:00:25 PM

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1997 Ford Explorer 1997-99 DRIVE AXLES Differential - Front - 8.8" Ring Gear - Expedition, "F" Series Light Duty, Mountaineer & Navigator

.015 (.38)

.020 (.51)

Fig. 5: Assembling Pinion Depth Gauge Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1997-99 DRIVE AXLES Differential - Front - 8.8" Ring Gear - Expedition, "F" Series Light Duty, Mountaineer & Navigator

Fig. 6: Installing Pinion Depth Gauge Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1997-99 DRIVE AXLES Differential - Front - 8.8" Ring Gear - Expedition, "F" Series Light Duty, Mountaineer & Navigator

Fig. 7: Final Position Of Pinion Depth Gauge Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1997-99 DRIVE AXLES Differential - Front - 8.8" Ring Gear - Expedition, "F" Series Light Duty, Mountaineer & Navigator

Fig. 8: Positioning Bearing Preload Tool Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1997-99 DRIVE AXLES Differential - Front - 8.8" Ring Gear - Expedition, "F" Series Light Duty, Mountaineer & Navigator

Fig. 9: Differential Bearing Shim Selection Procedure Work Sheet Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1997-99 DRIVE AXLES Differential - Front - 8.8" Ring Gear - Expedition, "F" Series Light Duty, Mountaineer & Navigator

Fig. 10: Checking Ring Gear Backlash Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1997-99 DRIVE AXLES Differential - Front - 8.8" Ring Gear - Expedition, "F" Series Light Duty, Mountaineer & Navigator

Fig. 11: Adjusting Ring Gear Backlash Courtesy of FORD MOTOR CO.

OVERHAUL (1999 EXPEDITION & NAVIGATOR) WARNING: On vehicles with air suspension, power to air suspension must be shut off before hoisting, jacking or towing. Failure to do so can result in unexpected inflation or deflation of air suspension, which can result in shifting of vehicle during servicing. DISASSEMBLY 1. Remove axle housing. See AXLE HOUSING ASSEMBLY under REMOVAL & INSTALLATION. Drain differential fluid. Remove housing cover. Mount axle housing in Holding Fixture (T57L-500-B) using Adapters (T90T-4000-A) and Spacer (T80T-4000-B2). 2. Remove axle housing retaining bolts and remove assembly. Remove coupler shaft selector gear. Remove front axle cluster gear. 3. Remove left stub axle retaining clip (inside differential assembly). Remove left stub axle. Install Housing Spreader Adapter Set (T90T-4000-A) and Differential Housing Spreader (TOOL-4000-E). See Fig. 4 . Mount dial indicator on axle housing to measure amount of spread. Helpmelearn February-12-08 6:00:25 PM

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1997 Ford Explorer 1997-99 DRIVE AXLES Differential - Front - 8.8" Ring Gear - Expedition, "F" Series Light Duty, Mountaineer & Navigator

CAUTION: DO NOT spread axle housing more than .030" (.76 mm); permanent damage to housing could result. 4. Spread axle housing to .030" (.76 mm). Remove dial indicator. Mark bearing cap for installation reference. Remove bearing cap retaining bolts and remove bearing caps. Carefully pry differential assembly out of housing. Remove spreader immediately so housing does not permanently distort. Remove and tag side bearing races to indicate from which side of carrier they were removed. 5. Turn nose of axle housing up. Using an INCH lbs. torque wrench, measure and record pinion bearing preload. Hold pinion flange and remove pinion nut. Scribe index marks on pinion flange and pinion stem for installation reference. Remove pinion flange. Using Converter Seal Remover (T94P-77001-BH) and slide hammer, remove pinion seal. 6. Remove drive pinion by tapping with soft-faced mallet. Remove outer pinion bearing and oil slinger. Using Puller Tool (T77F-1102-A) and Slide Hammer (T50T-100-A), remove inner bearing race. If necessary, remove oil baffle. Remove pinion outer bearing race. Press pinion bearing off pinion. Measure and record inner pinion bearing shim thickness. 7. Place differential case in vise, with rags underneath to protect ring gear. Remove ring gear bolts. Tap ring gear with soft-faced mallet to remove ring gear from case. Remove pinion shaft lock bolt. Remove pinion shaft. 8. Rotate side gears until pinion gears are aligned with case opening. Remove pinion gears and thrust washers. Remove side gears with thrust washers. Remove differential case side bearings. CLEANING & INSPECTION 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 damage. Replace as needed. Check pinion flange for wear in sealing area and replace as necessary. 3. Check differential pinion shaft, pinion gears, side gears and thrust washers for wear or damage. Replace all defective parts. Replace pinion gear and ring gear as a set. REASSEMBLY 1. Install thrust washers on differential side gears. Install differential side gears in differential housing. Install thrust washer and pinion gear in differential case. Install pinion shaft. Install pinion shaft lock bolt. 2. Install oil baffle. Using Pinion Bearing Cup Replacer (T53T-4621-C), install pinion bearing races. Apply a light film of oil on pinion bearings. 3. Assemble Pinion Depth Gauge (T79P-4020-A). Install aligning adapter, gauge disc and screw. Place rear pinion bearing over aligning adapter and into bearing cup of carrier housing. See Fig. 5 . 4. Install front pinion bearing into front bearing cup. Place handle onto screw and tighten to 20 INCH lbs. (2.25 N.m). See Fig. 6 . Ensure pinion depth measuring tool is properly installed and tightened. 5. Rotate gauge block several times to seat bearings. Rotational torque on gauge block assembly should be 20 INCH lbs. (2.25 N.m) with new bearings. Final position of gauge block should be 45 degrees above axle shaft center line. See Fig. 7 . 6. Clean differential bearing bores thoroughly, and install gauge tube. Tighten differential bearing cap bolts Helpmelearn February-12-08 6:00:26 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997-99 DRIVE AXLES Differential - Front - 8.8" Ring Gear - Expedition, "F" Series Light Duty, Mountaineer & Navigator

to specification. See TORQUE SPECIFICATIONS . Use flat pinion shims as a gauge for shim selection. Hold gauge block in proper position, and measure clearance between gauge block and tube. 7. Correct shim selection is accomplished when a slight drag is felt as shim is drawn between gauge block and tube. Shims are available in various thicknesses. Install correct shim on pinion for reassembly. Pinion bearings must be installed in the same location as during pinion depth measurement. Remove measuring equipment. NOTE:

If oil seal becomes cocked during installation, remove seal and install NEW oil seal.

If desired preload is exceeded, a NEW collapsible spacer must be installed. Tighten nut to obtain proper preload.

10. Check pinion bearing preload often, until correct preload is obtained. DO NOT back off pinion nut to reduce preload. See DIFFERENTIAL SPECIFICATIONS . Install Right Master Bearing (T93P-4222B) and Left Master Bearing (T93P-4222-A) on differential housing. 11. Insert differential and master bearings into axle housing. Position dial indicator to outside mounting hole. Position indicator tip on machined surface of differential case flange. Adjust dial indicator to measure full travel. Push differential case left and right as far as possible. Measure total end play and record on Line-A of differential bearing shim selection procedure work sheet. See Fig. 9 . 12. Remove differential case from carrier to install ring gear. Ensure ring is free of any nicks or burrs. Press ring gear onto case and tighten bolts to correct torque. See TORQUE SPECIFICATIONS . Install differential case with master bearings into axle housing. 13. With dial indicator in place, push ring gear to mesh with pinion gear. Rock ring gear to allow full mesh with pinion gear. Zero dial indicator. Move ring gear away from pinion gear as much as possible. Record measurement on Line-B of differential bearing shim selection procedure work sheet. Remove differential from housing, and remove master bearing from carrier assembly. 14. Identify and mark right and left bearing for installation reference. Clamp Bearing Preload Tool (T93P4220-AR) base in a soft-jaw vise. Keep bearing mounting surface above vise jaws. Position bearing assembly on bearing preload tool base, and tighten tool bolt to 20 INCH lbs. (2.3 N.m). See Fig. 8 . 15. Invert preload tool and clamp bolt head in vise. Position depth micrometer over top of bearing. With depth micrometer positioned on bearing cone, measure height of each individual bearing assembly. Measure distance from bearing cone to bearing preload tool disc. Record both bearing measurements on Line-D on differential bearing shim selection procedure work sheet. 16. Select appropriate bearing shims using differential bearing shim selection procedure work sheet. See Fig. 9 . For correct shim, see DIFFERENTIAL SHIM SIZE table. 17. Remove master bearing from carrier, and press appropriate differential bearing on appropriate side of Helpmelearn February-12-08 6:00:26 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997-99 DRIVE AXLES Differential - Front - 8.8" Ring Gear - Expedition, "F" Series Light Duty, Mountaineer & Navigator

18.

19. 20.

21.

22. 23.

differential case. Tighten housing spreader so dial indicator reads .030" (.76 mm). Install selected shims. Install differential assembly in axle housing. Install and tighten bearing caps to correct torque with housing spreader still installed. See TORQUE SPECIFICATIONS . Loosen and remove spreader. Move dial indicator base, and mount in line with ring gear. Mount dial indicator, and zero on any ring gear drive tooth. See Fig. 10 . Turn ring gear without turning pinion gear to measure backlash. Preferred backlash is .012-.015" (.304-.381 mm). If backlash is not to specification, adjust backlash by increasing thickness of one shim and decreasing thickness of other shim by same amount. See RING GEAR BACKLASH-TO-SHIM THICKNESS CONVERSION table. See Fig. 11 . Install front axle cluster gear and coupler shaft selector gear. Using Ford Black Silicone Rubber (F4AZ19562-B), fill grove groove in axle housing and install front axle tube. Tighten axle tube retaining bolts to specification. See TORQUE SPECIFICATIONS . Install left stub axle seal. Install left stub axle and NEW retaining clip (inside differential assembly). To complete assembly, reverse disassembly procedure. Tighten all nuts and bolts to specifications. See TORQUE SPECIFICATIONS . Fill differential with proper lubricant until fluid level is about 1/4" below bottom of filler plug hole. See LUBRICATION .

DIFFERENTIAL SPECIFICATIONS AXLE ASSEMBLY SPECIFICATIONS Application Differential Case Runout (Maximum) Ring Gear Runout (Maximum) Ring Gear-To-Pinion Backlash 1997-98 1999

In. (mm) .003 (.076) .004 (.10) .008-.013 (.20-.33) (1)

Drive Pinion Bearing Preload New Bearings Used Bearings (1) Preferred backlash is .012-.015 (.30-.38)

.008-.015 (.20-.38) INCH Lbs. (N.m) 16-29 (1.8-3.3) 8-14 (.9-1.6)

TORQUE SPECIFICATIONS TORQUE SPECIFICATIONS Application Axle Housing Mount Bolt Axle Shaft-To-Stub Axle Bolts Axle Tube Bolt Drain & Filler Plug Drive Shaft Bolts

Ft. Lbs. (N.m) 66 (89) 51-67 (69-91) 54 (73) 18 (24) 70-95 (95-129)

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1997 Ford Explorer 1997-99 DRIVE AXLES Differential - Front - 8.8" Ring Gear - Expedition, "F" Series Light Duty, Mountaineer & Navigator

Housing Cover Bolt Pinion Shaft Lock Bolt Ring Gear Bolt Side Bearing Cap Bolt

24 (33) 22 (30) 77 (104) 77 (104)

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1997 Ford Explorer 1996-97 DRIVE AXLES Differentials - Traction-Lok - 7.5", 8.8", 9.75" & 10.25" Ring Gear

1996-97 DRIVE AXLES Differentials - Traction-Lok - 7.5", 8.8", 9.75" & 10.25" Ring Gear

DESCRIPTION NOTE:

Differentials are identified by inside diameter of ring gear. Traction-Lok and conventional rear axle assemblies are identical except for differential case. Information in this article is related to Traction-Lok differential case overhaul. To remove differential case from rear axle housing and for all other information, see appropriate rear differential article.

NOTE:

The 10.25" differential Traction-Lok unit is also referred to as a Limited Slip Differential on 1998 models.

Traction-Lok differential has limited-slip function. See Fig. 1 . Two sets of multiple disc clutches control limited slip differential action. On 7.5" 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 8.8" 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. On 9.75" ring gear, side gear mounting distance is controlled by 8 plates on each side: 4 steel, 4 friction, and one or more steel selective shims. Plates are stacked on side gear hubs and housed in differential case. An "S"-shaped preload spring (7.5" and 8.8") or a Belleville spring plate (9.75") between side gears applies pre-load to clutch packs.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 DRIVE AXLES Differentials - Traction-Lok - 7.5", 8.8", 9.75" & 10.25" Ring Gear

Fig. 1: Exploded View Of Typical Traction-Lok Differential Courtesy of FORD MOTOR CO.

AXLE RATIO & IDENTIFICATION Axle can be identified by axle code on Safety Certification Label on left door pillar. A metal identification tag, stamped with gear ratio and ring gear diameter, is attached to rear cover bolt. DIFFERENTIAL APPLICATION Vehicle Application Explorer Expedition E Series F Series Mountaineer Navigator Ranger

Ring Gear Size 8.8" or 9.75" 8.8" or 9.75" 8.8" or 9.75" 8.8", 9.75" or 10.25" 8.8" or 9.75" 8.8" or 9.75" 7.5"

LUBRICATION CAPACITY LUBRICANT CAPACITY (1) Application Pts. (L) Expedition 5.5 (2.6) Explorer 5.5 (2.6) Mountaineer 5.5 (2.6) Navigator 5.5 (2.6) Ranger 5.0 (2.4) E Series 5.5 (2.6) F Series 8.8" & 9.75" Ring Gear 5.5 (2.6) 10.25" Ring Gear 6.5 (3.0) (1) If refilling, add 4 ounces (.12L) of Ford Friction Modifier (C8AZ-19B546-A) in addition to normal lubricant. FLUID TYPE Use Motorcraft Synthetic Axle Lubricant (F1TZ-19580-B or WSP-M2C192-A equivalent) and Friction Modifier (C8AZ-19B546-A or EST-M2C118-A equivalent). DRAINING & REFILLING Helpmelearn February-12-08 6:01:30 PM

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1997 Ford Explorer 1996-97 DRIVE AXLES Differentials - Traction-Lok - 7.5", 8.8", 9.75" & 10.25" Ring Gear

CAUTION: DO NOT clean internal components of differential case with solvent. Clean components with lint-free shop towel only. 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 applying silicone. Tighten bolts to specification. See TORQUE SPECIFICATIONS . Fill axle housing with lubricant until level with bottom of fill hole.

TROUBLE SHOOTING NOTE:

See appropriate table in TROUBLE SHOOTING article in GENERAL INFORMATION.

NOTE:

A slight "lock-unlock" action and associated sound from the differential on tight turns after extended highway driving is considered normal.

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. See CLUTCH PACKS under OVERHAUL.

REMOVAL & INSTALLATION NOTE:

Because Traction-Lok and conventional rear axle assemblies are identical except for differential case, removal and installation procedures for both differential cases are the same. For removal and installation of components and differential case from axle housing, see appropriate differential article.

OVERHAUL NOTE:

This procedure is with differential case removed from axle housing. It is not necessary to remove differential bearings from differential case to overhaul differential case. Remove ring gear and speed sensor ring from carrier only if necessary. Vehicle speed sensor ring must be replaced if removed. It cannot be reused.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 DRIVE AXLES Differentials - Traction-Lok - 7.5", 8.8", 9.75" & 10.25" Ring Gear

DISASSEMBLY NOTE:

Differential carrier bearings do not need to be removed from differential case during overhaul unless replacement is necessary.

7.5" & 8.8" Differential

WARNING: Preload spring is under pressure; remove carefully.

NOTE:

Thrust washers cannot be removed alone. They must be rotated out of case with pinion gears.

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. 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. 9.75" & 10.25" Differential

NOTE:

Pinion gears are installed with preload. Thrust washers cannot be removed alone. Preload must be released and gears must be rotated out of case with thrust washers.

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. Install Traction-Lok Torque Tool (T97T-4205A) upright in a vise. Position differential case on tool. Install a lubricated Step Plate Adapter (D80L-6305) or equivalent into bottom gear spline. 2. Install Mandrel (T97T-4946-A) in upper facing side gear with nut positioned against mandrel. Tighten hex-head forcing screw until contact is made with step plate adapter. Use a bar to hold the nut and tighten forcing screw until preload pressure is released. See Fig. 2 . 3. Insert pinion gear rotating tool into pinion shaft bore and turn differential case to rotate gears and thrust washers into carrier windows. Remove pinion gears ans thrust washers. Remove differential side gears and clutch packs. Mark gears and clutch packs LEFT and RIGHT for reassembly reference.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 DRIVE AXLES Differentials - Traction-Lok - 7.5", 8.8", 9.75" & 10.25" Ring Gear

Fig. 2: Using Mandrel & Forcing Screw To Relieve Side Gear Preload (9.75" & 10.25" Differentials) Courtesy of FORD MOTOR CO. INSPECTION CAUTION: DO NOT clean clutch plate friction surfaces with solvent. Wipe with clean shop towel only. DO NOT interchange clutches or shims. Inspect parts for Helpmelearn February-12-08 6:01:31 PM

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1997 Ford Explorer 1996-97 DRIVE AXLES Differentials - Traction-Lok - 7.5", 8.8", 9.75" & 10.25" Ring Gear

uneven or extreme wear. Replace if necessary. CLUTCH PACK ADJUSTMENT Adjusting Clutch Pack Clearance

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. 2. Install Differential Clutch Gauge Base (T84P-4946-A for 7.5" ring gear; T97P-4946-A for 8.8" and 9.75" ring gears) in vise. With side gear facing down, slide assembly onto base without shim. Install Differential Clutch Gauge Disc (part of T84P-4946-A for 7.5" ring gear; T80P-4946-A for 8.8", 9.75" and 10.25" ring gears) on top of assembly without shim. See Fig. 4 . 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. Shims are available in .005" (.13 mm) increments. See CLUTCH PACK SHIM SIZES table. Repeat procedure for opposite clutch pack. 4. Disassemble gauge and clutch packs. Lubricate clutch pack friction plates with Friction Modifier (C8AZ19B546-A or EST-M2C118-A). Reassemble side gear and clutch pack with appropriate size shim. DO NOT mix plates from side to side. NOTE:

A Differential Clutch Pack Rebuild Kit (F5ZZ4947-B) is available for the 7.5" differential.

CLUTCH PACK SHIM SIZES Part Number 10.25" Diameter Ring Gear F7TW-4A324-CA F7TW-4A324-DA F7TW-4A324-EA F7TW-4A324-FA F7TW-4A324-GA F7TW-4A324-HA F7TW-4A324-JA F7TW-4A324-KA 9.75" Diameter Ring Gear F7TW-4A324-AA F7TW-4A324-BA F7TW-4A324-CA F75Z-4A324-DA F75Z-4A324-EA F75Z-4A324-FA F75Z-4A324-GA

Shim Thickness - In. (mm) .025 (.64) .030 (.76) .035 (.89) .040 (1.02) .045 (1.14) .050 (1.27) .055 (1.39) .060 (1.52) .015 (.38) .020 (.51) .025 (.64) .030 (.76) .035 (.89) .040 (1.02) .045 (1.14)

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 DRIVE AXLES Differentials - Traction-Lok - 7.5", 8.8", 9.75" & 10.25" Ring Gear

F75Z-4A324-HA F75Z-4A324-JA F75Z-4A324-KA 8.8" Diameter Ring Gear EOAZ-4A324-G EOAZ-4A324-H EOAZ-4A324-C EOAZ-4A324-D EOAZ-4A324-F 7.5" Diameter Ring Gear E4DZ-4A324-G E4DZ-4A324-H E4DZ-4A324-C E4DZ-4A324-D E4DZ-4A324-F

.050 (1.27) .055 (1.40) .060 (1.52) .025 (.64) .030 (.76) .035 (.89) .040 (1.02) .045 (1.14) .025 (.64) .030 (.76) .035 (.89) .040 (1.02) .045 (1.14)

Fig. 3: Removing Clutch Pack Preload Spring Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 6:01:31 PM

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1997 Ford Explorer 1996-97 DRIVE AXLES Differentials - Traction-Lok - 7.5", 8.8", 9.75" & 10.25" Ring Gear

Fig. 4: Measuring Clutch Pack To Determine Shim Size Courtesy of FORD MOTOR CO. REASSEMBLY 7.5" & 8.8" Differential

1. Install side gears and thrust washers into differential case. Place pinion gears and thrust washers 180 degrees apart on side gears and rotate into case. 2. Use soft-faced hammer and drive "S"-shaped preload spring into position. Ensure spring is not damaged. Install pinion shaft and NEW pinion shaft lock bolt (use Threadlock (EOAZ-19554-AA) on lock bolt if new bolt is unavailable). Install bolt finger-tight at this time. 3. Place Traction-Lok Torque Tool (205-022/T66L-4204-A) in a vise. Position carrier on Torque Tool and measure rotating torque. Rotating torque should be 20 ft. lbs. (27 N.m). See Fig. 5 . 4. This checks torque required to rotate one side gear while other is held stationary. If clutch plates are used, break-away torque should be at least 20 ft. lbs. (27 N.m) and rotation should be smooth. If clutch plates are new, break-away torque may vary and be slightly higher than specification. 5. If break-away torque is as specified and rotation is smooth, tighten pinion shaft lock bolt to proper specification. See TORQUE SPECIFICATIONS . If sensor ring has been removed, align notch on new Helpmelearn February-12-08 6:01:31 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 DRIVE AXLES Differentials - Traction-Lok - 7.5", 8.8", 9.75" & 10.25" Ring Gear

sensor ring with notch on case flange and install new ring. Install side bearings and ring gear, if necessary.

Fig. 5: Bench-Testing Traction-Lok Differential Courtesy of FORD MOTOR CO. 9.75" & 10.25" Differential

1. Install Traction Lock Torque Tool (T97T-4205-A) in a vise. Install side gears with differential clutch Helpmelearn February-12-08 6:01:31 PM

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1997 Ford Explorer 1996-97 DRIVE AXLES Differentials - Traction-Lok - 7.5", 8.8", 9.75" & 10.25" Ring Gear

packs, shims and Belleville spring washers into differential case. Position carrier on Torque Tool. Hold upper side gear in place to keep it from falling out. Apply grease to Step Bore Plate and assemble Mandrel and forcing screw in between side gears. See Fig. 2 . 2. Lubricate both sides of pinion gear thrust washers with Motorcraft Synthetic Axle Lubricant (F1TZ19580-B) or equivalent. Place differential pinion gears and thrust washers in carrier windows, 180 degrees apart, on side gears. Install pinion gear rotator handle into pinion gear hole of differential case. Rotate case until pinion gears are aligned with pinion shaft hole. Remove rotator handle from differential case. WARNING: Keep fingers and hands clear of pinion gears while rotating differential case. 3. Remove forcing screw, Mandrel and Step Bore Plate from differential case. Install pinion shaft and pinion shaft lock bolt. DO NOT tighten pinion shaft lock bolt at this time. Before installing differential case in axle housing, bench-test differential case clutch packs using Traction-Lok Torque Adapter (T59L-4204A). With differential carrier positioned on Torque Tool in vise, install second Torque Tool in upper side gear. See Fig. 5 . 4. Measure torque required to turn side gear. This checks torque required to rotate one side gear while other is held stationary. If clutch plates are used, break-away torque should be at least 20 ft. lbs. (27 N.m) and rotation should be smooth. If clutch plates are new, break-away torque may vary and be slightly higher than specification. If break-away torque (torque required to rotate side gear) is not at least 20 ft. lbs. (27 N.m) or 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 specification. See TORQUE SPECIFICATIONS .

TORQUE SPECIFICATIONS TORQUE SPECIFICATIONS Application Filler Plug Differential Bearing Cap Bolt Pinion Shaft Lock Bolt Rear Cover Bolt Ring Gear Bolt 7.5" & 8.8" Differential 9.75" Differential

Ft. Lbs. (N.m) 22 (30) 77 (105) 22 (30) 33 (45) 77 (105) 100-120 (136-163)

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1997 Ford Explorer DRIVE SHAFT 1996-97 Drive Axles - Drive Shafts

DRIVE SHAFT 1996-97 Drive Axles - Drive Shafts

DESCRIPTION Drive shaft assemblies may have one, 2 or 3 shafts, depending on application. Locations of slip joints vary with model application. Solid tube type drive shafts have slip joints on outside of "U" joint flange/yoke. This slip joint slides in and out on transmission's splined main shaft. Drive shafts are balanced, tubular shafts with "U" joints attached at each end. Flanges or yokes are used to connect drive shaft "U" joints to rear differential pinion flange or to transmission output shaft. "U" joint bearing caps are bolted to shaft flanges, or are pressed into shaft yokes. Drive shafts can be steel or aluminum.

INSPECTION WARNING: On vehicles with electronic air suspension, suspension system MUST be disabled prior to hoisting or jacking. See DISABLING ELECTRONIC AIR SUSPENSION under MAINTENANCE. 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 adhering 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. Helpmelearn February-12-08 6:02:38 6:02:34 PM

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1997 Ford Explorer DRIVE SHAFT 1996-97 Drive Axles - Drive Shafts

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. DISABLING ELECTRONIC AIR SUSPENSION On vehicles with electronic air suspension, suspension system MUST be disabled prior to hoisting, jacking or towing. This can be accomplished by turning off air suspension switch located behind right kick panel. Failure to do so may result in unexpected inflation or deflation of air spring. This may result in shifting of vehicle during these operations.

ADJUSTMENTS DRIVE SHAFT PHASING WARNING: On vehicles with electronic air suspension, suspension system MUST be disabled prior to hoisting or jacking. See DISABLING ELECTRONIC AIR SUSPENSION under MAINTENANCE. 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. 2 . If center lines are not in same plane, remove drive shaft. Install drive shaft with center lines aligned. 2-Piece Shafts

This type drive shaft has a "blind" spline on the slip joint which makes it impossible to assemble shaft with incorrect phasing.

Fig. 1: Identifying Drive Line Angles Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 6:02:34 PM

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1997 Ford Explorer DRIVE SHAFT 1996-97 Drive Axles - Drive Shafts

Fig. 2: Aligning Typical Drive Shaft Courtesy of FORD MOTOR CO. DRIVE SHAFT BALANCE WARNING: On vehicles with electronic air suspension, suspension system MUST be disabled prior to hoisting or jacking. See DISABLING ELECTRONIC AIR SUSPENSION under MAINTENANCE. 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. 3 . 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. Helpmelearn February-12-08 6:02:34 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer DRIVE SHAFT 1996-97 Drive Axles - Drive Shafts

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 about 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.

Fig. 3: Reading Drive Shaft Runout Marks Courtesy of FORD MOTOR CO. DRIVELINE ANGULARITY Driveline angularity is 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. 1 . Helpmelearn February-12-08 6:02:34 PM

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1997 Ford Explorer DRIVE SHAFT 1996-97 Drive Axles - Drive Shafts

RIDE HEIGHT Measure distance between points specified. See RIDE HEIGHT MEASUREMENT LOCATIONS . This distance is ride height. Ensure measurement is within specification. See RIDE HEIGHT SPECIFICATIONS . If measurement is not within specification, repair suspension as necessary. See appropriate article in SUSPENSION section listed below: For Explorer & Mountaineer: z z z

SUSPENSION - ELECTRONIC SUSPENSION - FRONT (2WD) SUSPENSION - FRONT (4WD)

For Expedition: z z z

SUSPENSION - ELECTRONIC AIR SUSPENSION - FRONT (2WD) SUSPENSION - FRONT (4WD)

RIDE HEIGHT SPECIFICATIONS Application (1) In. (mm) Expedition (Front) 4WD Base Suspension 4.09-5.28 (104-134) 4WD Air Suspension (Ign. Off) 2.44-3.46 (62-88) Expedition (Rear) 5.79 (147) (1) Specifications not contained in this table refer to appropriate illustration. See Fig. 5 -12. RIDE HEIGHT MEASUREMENT LOCATIONS Model Expedition (Front)

Measurement Location (1)(2)

Expedition (Rear)

(3)

Explorer & Mountaineer (Front)

(2)

Explorer & Mountaineer (Rear) Top Of Rear Axle Tube And Top Of Jounce Bumper (1) On electronic air suspension, see appropriate SUSPENSION - ELECTRONIC AIR article in SUSPENSION. (2) Measure distance between center line of lower control arm bushing and ground. Measure distance between lowest point of steering knuckle and ground. Subtract first measurement from second measurement, this is the ride height. (3) Information unavailable from manufacturer at this time. FRAME ANGLE Helpmelearn February-12-08 6:02:34 PM

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1997 Ford Explorer DRIVE SHAFT 1996-97 Drive Axles - Drive Shafts

NOTE:

Ensure that ride height is with in specifications. See RIDE HEIGHT .

Install bubble protractor (spirit level) on bottom of level portion of frame. On Expedition, use area below driver seat. On Mountaineer and Explorer, use area behind rear axle. 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 WARNING: On vehicles with electronic air suspension, suspension system MUST be disabled prior to hoisting or jacking. See DISABLING ELECTRONIC AIR SUSPENSION under MAINTENANCE. NOTE:

Ensure that all engine and transmission mounts are in good condition before performing this procedure.

1. Rotate drive shaft until transmission yoke ear is parallel to floor. Place protractor flush against ear on 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 -12. 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 Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 6:02:34 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer DRIVE SHAFT 1996-97 Drive Axles - Drive Shafts

Fig. 5: Determining Rear Driveline Angles (1997 Expedition 2WD) Courtesy of FORD MOTOR CO.

Fig. 6: Determining Rear Driveline Angles (1997 Expedition 4WD) Courtesy of FORD MOTOR CO.

Fig. 7: Determining Rear Driveline Angles (1996 Explorer 2WD) Courtesy of FORD MOTOR CO.

Helpmelearn February-12-08 6:02:35 PM

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1997 Ford Explorer DRIVE SHAFT 1996-97 Drive Axles - Drive Shafts

Fig. 8: Determining Driveline Angles (1996 Explorer 4WD) Courtesy of FORD MOTOR CO.

Fig. 9: Determining Rear Driveline Angles (1997 Explorer 2WD) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer DRIVE SHAFT 1996-97 Drive Axles - Drive Shafts

Fig. 10: Determining Driveline Angles (1997 Explorer & Mountaineer 4WD) Courtesy of FORD MOTOR CO. DRIVE SHAFT ANGLE WARNING: On vehicles with electronic air suspension, suspension system MUST be disabled prior to hoisting or jacking. See DISABLING ELECTRONIC AIR SUSPENSION under MAINTENANCE. NOTE:

Ensure that all engine and transmission mounts are in good condition before performing this procedure.

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. 12 . Place protractor at any location along bottom of drive shaft. See Fig. 11 . 2. Read and record angle. Subtract frame angle to obtain drive shaft angle. Information is not available from manufacturer for adjustment procedure on Explorer.

Fig. 11: Measuring Drive Shaft Angle Courtesy of FORD MOTOR CO. PINION ANGLE WARNING: On vehicles with electronic air suspension, suspension system MUST be disabled prior to hoisting or jacking. See DISABLING ELECTRONIC AIR SUSPENSION under MAINTENANCE. 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. Helpmelearn February-12-08 6:02:35 PM

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1997 Ford Explorer DRIVE SHAFT 1996-97 Drive Axles - Drive Shafts

2. Read protractor and calculate pinion angle. For example, if protractor indicates 85 degrees, pinion angle is 5 degrees. If pinion angle is not within specifications inspect rear suspension mounting. COUPLING SHAFT ANGLE WARNING: On vehicles with electronic air suspension, suspension system MUST be disabled prior to hoisting or jacking. See DISABLING ELECTRONIC AIR SUSPENSION under MAINTENANCE. NOTE:

Ensure that all engine and transmission mounts are in good condition before performing this procedure.

Inspect drive line center support. Check engine angle. See ENGINE ANGLE . Place protractor at any location along bottom of coupling shaft. Read and record angle. Subtract frame angle to obtain drive shaft angle. To decrease angle, shim drive shaft center support. To increase angle, shim rear transmission mount.

OVERHAUL NOTE:

DO NOT disassemble universal joints 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 WARNING: On vehicles with electronic air suspension, suspension system MUST be disabled prior to hoisting or jacking. See DISABLING ELECTRONIC AIR SUSPENSION under MAINTENANCE. 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 Helpmelearn February-12-08 6:02:35 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer DRIVE SHAFT 1996-97 Drive Axles - Drive Shafts

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 WARNING: On vehicles with electronic air suspension, suspension system MUST be disabled prior to hoisting or jacking. See DISABLING ELECTRONIC AIR SUSPENSION under MAINTENANCE. 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.

Removal & Disassembly

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. 12 . 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. Helpmelearn February-12-08 6:02:35 PM

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1997 Ford Explorer DRIVE SHAFT 1996-97 Drive Axles - Drive Shafts

Fig. 12: Exploded View Of Double Cardan Universal Joint Courtesy of FORD MOTOR CO. 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) Helpmelearn February-12-08 6:02:35 PM

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1997 Ford Explorer DRIVE SHAFT 1996-97 Drive Axles - Drive Shafts

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. Tighten bolts to specification. See TORQUE SPECIFICATIONS . 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 specification. See TORQUE SPECIFICATIONS . 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 specification. See TORQUE SPECIFICATIONS .

TORQUE SPECIFICATIONS TORQUE SPECIFICATIONS Application Drive Shaft-To-Front Axle Bolt 1996 1997 Expedition Explorer Drive Shaft-To-Rear Axle Bolt 1996 Flange Type (Explorer) 1997 Drive Shaft Vibration Damper-To-Carrier Flange Explorer Front Drive Shaft-To-Transfer Case Bolt 1996 (Explorer) 1997 Lateral Shock-To-Damper 1996 (Explorer)

Ft. Lbs. (N.m) 8-15 (11-20) 22-30 (30-41) 11-15 (15-20)

65-87 (88-118) 70-95 (102-129) 44-59 (60-80) 65-87 (88-118) 70-95 (102-129) 50-68 (68-92)

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1997 Ford Explorer DRIVE SHAFT 1996-97 Drive Axles - Drive Shafts

Rear Drive Shaft Damper-To-Carrier Flange 1996 (Explorer) Rear Drive Shaft-To-Transfer Case 1997 "U" Bolts 5/16" 3/8" 7/16"

44-59 (60-80) 70-95 (102-129) 8-15 (11-20) 18-26 (24-35) 30-40 (41-54)

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1997 Ford Explorer 1996-97 DRIVE AXLES Locking Hubs - Pickup & Ranger

1996-97 DRIVE AXLES Locking Hubs - Pickup & Ranger

DESCRIPTION NOTE:

For 1997 Pickup F250 Heavy Duty models, see Front Axle - Dana IFS - Pickup F250 Heavy Duty article for manual locking hub or automatic locking hub removal and installation procedures.

NOTE:

References to Pickup include Cab and Chassis.

On Ranger, front driving axle hub locks are automatically actuated. When actuated, hub lock assembly engages, locking wheel hub assembly to front drive axle. Front drive axle is then driven by transfer case. When released, front drive axle is disengaged from hub assembly, and wheel assembly rotates freely. On Pickup, front hub locks are manually actuated.

OPERATION AUTOMATIC LOCKING HUBS (RANGER) Shifting Between 2WD & 4X4 HIGH

Transfer case can be shifted from 2WD to 4X4 HIGH at speeds up to 55 MPH. DO NOT shift into 4X4 HIGH when rear wheels slipping. Shifting Between High/Low Ranges

Stop vehicle and shift transmission to Neutral. On manual transmission models, disengage clutch before depressing LOW RANGE button. On all models, 4WD LOW light should illuminate. DO NOT attempt to shift from, or to, low range with vehicle in motion. MANUAL LOCKING HUBS (PICKUP) Shifting Between 2H & 4H

Rotate hub lock control from FREE to LOCK. Move transfer case lever from 2H to 4H. DO NOT shift into 4H with rear wheels slipping. Shifting Between High/Low Ranges

Bring vehicle to a complete stop. Press brake pedal. Shift transmission into Neutral (A/T) or depress clutch (M/T). Move transfer case lever to 4L.

Helpmelearn February-12-08 6:03:33 6:03:30 PM

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1997 Ford Explorer 1996-97 DRIVE AXLES Locking Hubs - Pickup & Ranger

ADJUSTMENTS FRONT WHEEL BEARINGS Bearing preload is set at factory and is not adjustable. DO NOT remove large nut on hub and bearing.

REMOVAL & INSTALLATION AUTOMATIC LOCKING HUBS (RANGER) Removal

CAUTION: DO NOT pry on hub lock. This will crack or break hub lock, causing vacuum leaks. 1. Raise and support vehicle. Remove wheel. Remove brake caliper and caliper bracket. Remove brake rotor. Install Hub Removal Clips (205-404) and Hub Puller (205-405). Use slide hammer to remove hub lock. 2. Remove and discard hub "O" ring. Remove brake rotor shield. Remove axle shaft retainer ring. Disconnect vacuum hose and ABS harness connector (if equipped). Remove tie rod end castle nut. Using Pitman Arm Puller (211-003), disconnect tie rod end from knuckle. CAUTION: If any dirt, metal shavings, moisture or corrosion exists in hub or hub bore, hub lock vacuum valve must be replaced. 3. Remove 3 hub mounting bolts. Pull hub out of knuckle. Remove "O" ring. Remove thrust washer. Using Bearing Cup Puller (308-047) and Slide Hammer (307-003), remove needle bearing. Inspection

Inspect bearing nut and bore slots to ensure slots are aligned. If slots are damaged or not aligned, replace hub and bearing. Inspect axle shaft bore for scoring or excessive wear. Inspect needle bearing bore for scoring and excessive wear. Inspect wheel bearing for excessive looseness or binding. Installation

NOTE:

Needle bearings must be installed with part number facing upward.

1. Lubricate needle bearings with high temperature wheel bearing grease. Insert needle bearings into hub. Position Needle Bearing Replacer (205-402) onto needle bearings. Install Driver Handle (205-153) onto needle bearing replacer. Using a hammer, tap driver handle until needle bearing replacer seats against hub and bearing. CAUTION: To prevent wheel bearing nut from loosening, ensure all 8 locking Helpmelearn February-12-08 6:03:30 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 DRIVE AXLES Locking Hubs - Pickup & Ranger

tabs are seated into groove in hub and bearing assembly. 2. Ensure needle bearing is recessed .354-.394 in. (9.00-10.00 mm) from face of hub. Coat needle bearings with high temperature wheel bearing grease. Install NEW thrust washer. Apply a thin coat of high temperature wheel bearing grease to bore of knuckle. 3. Using Seal Depth Set (205-400) and Seal Replacer (205-399), install axle shaft seal. Lubricate axle shaft seal with at least .1 oz. (3.00 g) of high temperature wheel bearing grease. Install NEW bearing/knuckle "O" ring. Lubricate "O" ring with high temperature wheel bearing grease. 4. Carefully install axle shaft and hub into knuckle. DO NOT damage "O" ring or axle shaft seal. Install hub mounting bolts and tighten to 85 ft. lbs. (115 N.m). Install tie rod end and castle nut. Tighten nut to 52 ft. lbs. (70 N.m). Install a NEW cotter pin. NOTE:

Install NEW retainer ring with steel band facing outward.

5. Place a NEW retainer ring onto Snap Ring Sleeve (205-403) with steel band facing outward. Place snap ring sleeve onto axle shaft. Position Pusher (211-078) onto snap ring sleeve. Position Seal Remover Guide (211-071) onto snap ring sleeve. CAUTION: Ensure retainer ring snaps in place. An audible "click" should be heard. 6. While holding axle shaft into knuckle, push seal remover guide until retainer ring snaps in place. Position hub lock onto hub. Using a rubber mallet, install hub lock. Ensure all hub lock arms are fully seated into hub groove. 7. Using a hand vacuum pump, apply 15 in. Hg of vacuum to wheel-end assembly. Ensure vacuum does not drop more than .5 in. Hg in 30 seconds. To complete installation, reverse removal procedure. MANUAL LOCKING HUBS Removal

1. Raise and support vehicle. Remove wheel and tire. Remove brake caliper and rotor. Remove hub lock retaining ring. Pull hub lock outward to remove. Remove axle shaft snap ring. Remove 3 thrust washers. 2. On vehicles equipped with ABS, disconnect wheel sensor connector and harness routing clips. On all models, remove 4 hub and bearing assembly lock nuts. Remove hub and bearing assembly. Installation

1. Install NEW "O" ring on hub and bearing assembly. Apply high temperature wheel bearing grease to "O" ring area of hub and bearing assembly. Position hub and bearing in place and install 4 lock nuts. 2. Tighten lock nuts to 55 ft. lbs. (74 N.m). Install harness routing clips and reconnect harness connector. On all models, install 3 thrust washers and snap ring on axle shaft. 3. Install NEW "O" ring on hub lock. Install hub lock and retaining ring. To complete installation, reverse removal procedure. Tighten anchor plate bolts to 166 ft. lbs. (225 N.m). Helpmelearn February-12-08 6:03:30 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997 FORD Explorer & Mountaineer

1997 FORD Explorer & Mountaineer

BUZZERS, RELAYS & TIMERS WARNING: When working on vehicles equipped with Supplemental Restraint System (SRS), never apply electrical voltage to the system. This could cause the SRS (air bag) to be deployed. BUZZERS, RELAYS & TIMERS Component Accessory Delay Relay Anti-Theft Relay Blower Motor Relay Blower Motor Relay (Rear) Dimmer Relay Door Lock Relay Door Unlock Relay Driver's Door Unlock Relay Foglight Relay Front Washer Pump Relay Fuel Pump Relay Headlight Relay High Speed Blower Relay Horn Relay Interior Light Relay One Touch Down Relay Park Light Relay PCM Power Relay Starter Relay (4.0L) Starter Relay (5.0L) Torque On Demand (TOD) Relay Trailer Tow Left Turn/Stop Relay Trailer Tow Park Light Relay Trailer Tow Right Turn/Stop Relay Turn/Hazard Flasher Window Defrost Relay (Rear) Wiper Down Relay (Rear) Wiper Hi-Lo Relay Wiper Run Relay

Component Location In relay module. In relay module. In auxiliary relay box No. 2. Behind right side of dash. In relay module. In auxiliary relay box No. 4. In auxiliary relay box No. 4. In auxiliary relay box No. 4. In auxiliary relay box No. 2. In auxiliary relay box No. 2. Mounted in power distribution box, at right fender apron. In relay module. In auxiliary relay box No. 2. In power distribution box. Mounted in auxiliary relay box No. 4. In relay module. In relay module. Mounted in power distribution box, at right fender apron. Left front of engine compartment, at fender apron. See Fig. 1 . Left front of engine compartment, at fender apron. Right side of dash. In auxiliary relay box No. 1. In auxiliary relay box No. 4. In auxiliary relay box No. 1. In steering column. Behind top right side of dash. In auxiliary relay box No. 1. In power distribution box. In power distribution box.

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1997 Ford Explorer 1997 FORD Explorer & Mountaineer

Wiper Up Relay (Rear) WOT A/C Relay 4WABS Main Relay 4WABS Pump Motor Relay

In auxiliary relay box No. 1. In power distribution box. Mounted in auxiliary relay box No. 1. Mounted in auxiliary relay box No. 1.

CIRCUIT PROTECTION DEVICES CIRCUIT PROTECTION DEVICES Component Interior Fuse Panel Power Distribution Box

Component Location Left side of vehicle, below dash. Left side of engine compartment, at fender apron.

CONTROL UNITS CONTROL UNITS Component Automatic Ride Control (ARC) Module Blower Motor Speed Controller Compass/Outside Air Temperature Module Daytime Running Lights (DRL) Module (4.0L)

Component Location Left center of dash. Near blower motor. Near rear view mirror. Left front corner of engine compartment. See Fig. 2 . Left front corner of engine compartment. Left side of steering column. Behind center of dash.

Daytime Running Lights (DRL) Module (5.0L) Dimmer Module Electronic Automatic Temperature Control (EATC) Module Generic Electronic Module (GEM) Light Out Warning Module Memory Seat Module Power Antenna Module Powertrain Control Module (PCM) (4.0L) Powertrain Control Module (PCM) (5.0L) Remote Anti-Theft/Personality (RAP) Module 4WABS Control Module (4.0L) 4WABS Control Module (5.0L)

Behind center of dash. In instrument panel console. Below left front seat. Right rear of vehicle. Mounted through firewall. See Fig. 3 . Mounted through firewall. See Fig. 4 . At left rear quarter panel. Left side of engine compartment. See Fig. 1 . Left side of engine compartment.

MOTORS MOTORS Component Blower Motor (4.0L) Blower Motor (5.0L)

Component Location Right side of engine compartment. See Fig. 2 . Right side of engine compartment.

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Blower Motor (Rear) Electronic Shift Motor Transfer Case Liftgate Washer Pump Motor Liftgate Wiper Motor Power Antenna Motor Washer Pump Motor Wiper Motor (4.0L) Wiper Motor (5.0L) 4WABS Hydraulic Unit (4.0L) 4WABS Hydraulic Unit (5.0L) 4WABS Pump Motor (4.0L) 4WABS Pump Motor (5.0L)

In rear of center console. Attached to transfer case. In liftgate washer reservoir. In liftgate. Base of right "A" pillar In washer reservoir. Left of center, at rear of engine compartment. See Fig. 1 . Left of center, at rear of engine compartment. In left side of engine compartment. See Fig. 2 . In left side of engine compartment. In left side of engine compartment. See Fig. 2 . In left side of engine compartment.

SENDING UNITS & SENSORS SENDING UNITS & SENSORS Component Acceleration Sensor Ambient Air Temperature Sensor (4.0L) Ambient Air Temperature Sensor (5.0L) Axle Sensor (Rear) Camshaft Position (CMP) Sensor (4.0L) Camshaft Position (CMP) Sensor (5.0L) Crankshaft Position (CKP) Sensor (4.0L) Crankshaft Position (CKP) Sensor (5.0L) Day/Night Mirror/Autolight Sensor Differential Pressure Feedback EGR (DPFE) Sensor Digital Transmission Range (DTR) Sensor EGR Valve Position (EVP) Sensor (5.0L) Engine Coolant Temperature Sender (4.0L) Engine Coolant Temperature Sender (5.0L) Engine Coolant Temperature (ECT) Sensor (4.0L) Engine Coolant Temperature (ECT) Sensor (5.0L) Height Sensor (Left Front) Height Sensor (Rear) Heated Oxygen Sensors (HO2S)

Component Location On left frame rail, under driver's seat. Left front of engine compartment. See Fig. 3 . Left front of engine compartment. On axle assembly. On rear of engine. See Fig. 3 . On rear of engine. See Fig. 4 . Centered in lower front of engine compartment. See Fig. 2. Centered in lower front of engine compartment. See Fig. 4. Mounted in rear view mirror. Rear of engine compartment. See Fig. 3 . Left side of automatic transmission. Top right front of engine. See Fig. 4 . On left front corner of engine. See Fig. 3 . On left front corner of engine. See Fig. 4 . Mounted on front of engine, left of throttle body. See Fig. 1 . Mounted on front of engine, left of throttle body. See Fig. 4 . At left front shock. At left rear corner of vehicle. On exhaust pipe of engine.

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1997 Ford Explorer 1997 FORD Explorer & Mountaineer

In-Car Temperature Sensor Intake Air Temperature (IAT) Sensor (4.0L) Intake Air Temperature (IAT) Sensor (5.0L) Knock Sensor Mass Air Flow (MAF) Sensor (4.0L) Mass Air Flow (MAF) Sensor (5.0L) Output Shaft Speed Sensor Outside Air Temperature Sensor (4.0L) Outside Air Temperature Sensor (5.0L) Overdrive Drum Speed Sensor Primary Crash Sensor (Left) Primary Crash Sensor (Right) Steering Rate Sensor Sun Load Sensor Throttle Position (TP) Sensor (4.0L) Throttle Position (TP) Sensor (5.0L) Transmission Range (TR) Sensor Vehicle Speed Sensor (VSS) 4WABS Sensor (Left Front) (4.0L) 4WABS Sensor (Left Front) (5.0L) 4WABS Sensor (Right Front) (4.0L) 4WABS Sensor (Right Front) (5.0L)

Behind top center of dash. On intake manifold. See Fig. 3 . On intake manifold. See Fig. 4 . Near intake manifold. Right rear corner of engine compartment. See Fig. 2 . Right rear corner of engine compartment. See Fig. 4 . Left rear of transmission. Left front of engine compartment, in front of radiator. See Fig. 3 . Left front of engine compartment, in front of radiator. Left rear of transmission. Left front of engine compartment. Right front of engine compartment. In steering column. Top right side of dash, above glove box. Attached to throttle body. See Fig. 3 . Attached to throttle body. See Fig. 4 . Left side of automatic transmission. Attached to transmission. At left front wheel. See Fig. 1 . At left front wheel. At right front wheel. See Fig. 1 . At right front wheel.

SOLENOIDS & SOLENOID VALVES SOLENOIDS & SOLENOID VALVES Component A/C Compressor Clutch Solenoid (4.0L) A/C Compressor Clutch Solenoid (5.0L) Automatic Ride Control (ARC) Compressor Assembly EGR Vacuum Regulator (EVR) Solenoid (4.0L) EGR Vacuum Regulator (EVR) Solenoid (5.0L) Evaporative Emissions (EVAP) Canister Purge Valve Fill Solenoid (Front) Fill Solenoid (Rear) Idle Air Control (IAC) Valve (4.0L) Idle Air Control (IAC) Valve (5.0L)

Component Location On left side of engine compartment. See Fig. 3 . On left side of engine compartment. See Fig. 4 . At rear of vehicle. Left side of engine. See Fig. 2 . Left side of engine. See Fig. 4 . In left front of engine compartment. Left rear corner of engine compartment. On rear axle. Mounted on left side of intake manifold. See Fig. 2. Mounted on left side of intake manifold. See Fig.

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4. Left rear of vehicle, above wheelwell. At each front shock. At each rear shock. Left front corner of engine compartment.

Rear Gate Solenoid Shock Actuators (Front) Shock Actuators (Rear) Vapor Management Valve

SWITCHES SWITCHES Component A/C Clutch Cycling Pressure Switch (4.0L) A/C Clutch Cycling Pressure Switch (5.0L) Back-Up Light Switch (M/T) Brake Fluid Level Warning Switch (4.0L) Brake Fluid Level Warning Switch (5.0L) Brake ON/OFF (BOO) Switch Brake Pressure Switch Clutch Pedal Position Switch Engine Oil Pressure Switch (4.0L) Engine Oil Pressure Switch (5.0L) Engine Low Oil/Temperature Switch Inertia Fuel Shutoff Switch Liftgate Lock Switch Liftgate Disable Switch Parking Brake Switch Seat Belt Warning Switch Transmission Control Switch (TCS) WAC Switch

Component Location In right side of engine compartment, on A/C accumulator. See Fig. 2 . In right side of engine compartment, on A/C accumulator. Left side of transmission adapter. Mounted on left side of master cylinder. See Fig. 2 . Mounted on left side of master cylinder. Left side of vehicle, behind steering column. Left rear corner of engine compartment. On clutch pedal arm. On engine, next to power steering pump. See Fig. 1 . On engine, next to power steering pump. See Fig. 4 . On left side of engine, at oil pan. Behind right front kick panel. In liftgate. In liftgate. On right side of parking brake lever. In driver's seat belt buckle. End of transmission selector lever. Left side of engine compartment, at A/C discharge hose.

MISCELLANEOUS MISCELLANEOUS Component A/C Clutch Diode Air Bag Diagnostic Monitor Amplifier (Premium Sound)

Component Location Left side of engine compartment, near A/C compressor clutch, taped in harness. Behind right side of dash. Right rear of vehicle, attached to sidewall.

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1997 Ford Explorer 1997 FORD Explorer & Mountaineer

Auxiliary Relay Box No. 1 Auxiliary Relay Box No. 2 Auxiliary Relay Box No. 3 Auxiliary Relay Box No. 4 Blower Motor Resistor (4.0L) Blower Motor Resistor (5.0L) Blower Motor (Rear) Clutch Pedal Position (CPP) Switch Jumper (A/T) Data Link Connectors (DLC) Fuel Injectors Nos. 1, 2, 3 & 4 (5.0L) Fuel Injectors Nos. 5, 6, 7 & 8 (5.0L) Generator/Voltage Regulator (5.0L) Ignition Coils (5.0L) Octane Adjust (Shorting Bar) (4.0L EI) Octane Adjust (Shorting Bar) (5.0L) Radio Noise Capacitor (4.0L) Radio Noise Capacitor (5.0L) Relay Module Remote Chassis Unit Speed Control Servo/Amplifier Assembly Sub-Woofer Amplifier Tachometer Data Link Connector

Left side of engine compartment. Right front of engine compartment. Left rear of engine compartment. Left rear of vehicle, above wheelwell. Near blower motor. See Fig. 2 . Near blower motor. In center console. Behind left side of dash, taped to main harness. Behind left side of dash. On right side of engine. See Fig. 4 . On left side of engine. See Fig. 4 . On right front of engine. See Fig. 4 . On side of engine. See Fig. 4 . Right rear corner of engine compartment. See Fig. 2 . Right rear corner of engine compartment. See Fig. 4 . On right side of engine compartment, left of ignition coil. See Fig. 2 . On right side of engine compartment, left of ignition coil. See Fig. 4 . Behind center of dash. Right rear of vehicle, attached to sidewall. In right rear engine compartment. Right rear of vehicle, attached to side wall. Right rear corner of engine compartment.

CONNECTORS CONNECTORS Component C100 (Black, 4 Pin) C113 (Black, 16 Pin) C115 (Gray, 42 Pin) C116 (38 Pin) C118 (Black, 16 Pin) C119 (Black, 4 Pin) C123 (Black, 4 Pin) C124 (Black, 8 Pin) C125 C140 (12 Pin)

Component Location Left side of engine compartment. Rear of engine compartment. Left rear corner of engine compartment. See Fig. 4 . Left rear corner of engine compartment. Rear of engine compartment. See Fig. 1 . Left rear corner of engine compartment, forward of firewall connector. Behind battery. See Fig. 4 . Right front of engine compartment. See Fig. 2 . Near 4WABS control module. Near 4WABS control module.

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C141 (Gray, 16 Pin) C146 (40 Pin) C147 (40 Pin) C148 (40 Pin) C200 (Black, 14 Pin) C212 (84 Pin) C213 (Black, 16 Pin) C226 (Black, 14 Pin) C239 (Black, 14 Pin) C240 (Black, 14 Pin) C242 (Black, 10 Pin) C244 (Black, 10 Pin) C245 (Black, 56 Pin) C257 (Gray, 4 Pin) C258 C267 (Black, 14 Pin) C292 (66 Pin) C293 (12 Pin) C306 (3 Pin) C316 (Black, 10 Pin) C318 (Gray, 8 Pin) C320 (Gray, 3 Pin) C323 (Black, 10 Pin) C326 (Gray, 2 Pin) C327 (Black, 10 Pin) C346 (2 Pin) C360 (White, 2 Pin) C361 (White, 2 Pin) C402 (Black, 8 Pin) C407 (Black, 8 Pin) C409 (Black, 4 Pin) C418 (Black, 4 Pin) C424 (Gray, 8 Pin)

Left side of engine compartment, forward of master cylinder. Left rear corner of engine compartment. Left rear corner of engine compartment. Left rear corner of engine compartment. Below center of dash. Left corner of dash, near kick panel grommet. Right corner of dash, near kick panel grommet. Behind dash, at base of steering column. Behind right side of dash. Behind right side of dash. At right side of vehicle, below dash. In right front door jamb. At left side of vehicle, attached to kick panel. Near right front door. In left front door. On left "A" pillar. Behind center of dash. Behind right side of dash. On left "A" pillar. In right rear door jamb. At left rear of vehicle, above roof panel. At left rear of vehicle, above roof panel. Inside of left rear door jamb. Inside of left rear door jamb. In right rear door jamb. Under driver's seat. Below right front seat. Behind left front seat. In left side of rear bumper. At center of rear bumper. In left side of liftgate, below window. At right rear of vehicle, in liftgate. In liftgate, left of wiper.

GROUNDS GROUNDS Component G100 G101 G102 (4.0L)

Component Location Left rear corner of engine compartment, at fender apron. See Fig. 2 . Left front of engine compartment, near radiator. See Fig. 4 . Right side of engine compartment, attached to right fender. See Fig. 2 .

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G102 (5.0L) G200 G201 G204 G302 G303 G400 G401 G500 G600 G700 G800

Right side of engine compartment, attached to right fender. See Fig. 4 . Under right side of dash. Right kick panel. Behind left kick panel. At rear of vehicle. At rear of vehicle. In top center of liftgate. Top right corner of liftgate. In left front door, near breakout to master window control switch. In right front door, near breakout to power door lock switch. In left rear door, near breakout to door lock motor. In right rear door, near breakout to door lock motor.

SPLICES SPLICES Component S100 S101 S102 S103 S104 S105 S106 S107 S108 S109 S110 S111 S112 S113 S114 S115 S116 S117 S118 S119 S121 S123 S124 S125

Component Location Between diode and breakout to compressor clutch. In breakout for powertrain control module. Approximately 100 mm from breakout to left headlight. Approximately 75 mm from breakout for right headlight. In breakout for wiper motor. In breakout for powertrain control module. In breakout for powertrain control module. Approximately 110 mm from breakout to C148. In breakout for powertrain control module. Near breakout for left front park/turn light. Near breakout for right front park/turn light. Approximately 100 mm from breakout for G101. Near breakout for left headlight. Approximately 200 mm from breakout to battery junction box. Near breakout to power distribution box. Near breakout to 4WABS control module. Approximately 50 mm from breakout to C146. Near breakout for fuel injector No. 7. Near breakout for fuel injector No. 3. Near breakout to EGR valve position sensor. Near breakout to transmission connector. Approximately 135 mm from branch to fuel pump relay. Approximately 30 mm from branch to fuel injector No. 4. Near breakout to transmission connector.

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1997 Ford Explorer 1997 FORD Explorer & Mountaineer

S128 S133 S134 S135 S136 S137 S142 S144 S146 S147 S148 S150 S153 S154 S155 S156 S157 S158 S161 S162 S163 S165 S166 S167 S168 S169 S170 S172 S173 S176 S177 S178 S179 S180 S200 S201 S202 S203 S204 S207 S209

Approximately 75 mm from branch to WOT A/C relay. Approximately 25 mm from breakout to compressor clutch. Near breakout to C123. In breakout to in-line C113. Approximately 405 mm from breakout to BMAP sensor. Near breakout to 4WABS control module. Approximately 100 mm from breakout to C169. Near breakout to power distribution box. Approximately 100 mm from breakout to throttle position sensor. Near breakout to auxiliary box No. 3. Approximately 100 mm from breakout to 4WABS control module. Near breakout for 4WABS pump motor. Near breakout to power distribution box. Near breakout to stater motor relay. Near breakout to ignition control module. Near breakout to auxiliary relay box No. 1. Near breakout to fuel injector No. 6. Near breakout to anti-theft hood switch. Near breakout to anti-theft hood switch. Near breakout to headlight switch. Near breakout to power distribution box. Approximately 200 mm from breakout to C115. Near breakout to fuel injector No. 6. Near breakout to fuel injector No. 6. Near breakout to 4WABS control module. Near breakout to fuel injector No. 6. Near breakout to blower motor. Approximately 150 mm from breakout to G101. In breakout to 4WABS pump motor. Near breakout to brake pressure switch. Near breakout to left front side light. Near breakout to right front side light. In breakout to C118. In breakout to C118. Near breakout to radio. Near breakout for instrument cluster. Near breakout to right vanity mirror light/switch. Near breakout to G204. In breakout to ignition switch. Near breakout for headlight switch. Near breakout for instrument cluster.

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1997 Ford Explorer 1997 FORD Explorer & Mountaineer

S210 S212 S213 S214 S221 S228 S229 S230 S231 S232 S234 S235 S236 S237 S238 S239 S240 S241 S242 S243 S244 S245 S246 S247 S248 S249 S250 S255 S256 S257 S259 S260 S262 S263 S264 S266 S267 S268 S269 S270 S271

Near breakout for rear blower motor relay. Near breakout for data link connector. Near breakout for instrument cluster. Near breakout for instrument cluster. Approximately 50 mm from breakout to instrument cluster. Near breakout for instrument cluster. Near breakout for generic electronic module. Near breakout to data link connector. Near breakout to rear blower motor. Near breakout to rear window defrost relay. Near breakout to seat belt warning switch. Approximately 90 mm from breakout to C326, at left "B" pillar. Near breakout to headlight switch. Near breakout to data link connector. Near breakout to relay module. Near breakout to C213. In breakout to C323. Approximately 50 mm from breakout to instrument cluster. Near breakout to radio. Approximately 200 mm from breakout to CD changer. Near breakout to relay module. Near breakout to instrument cluster. Near breakout to instrument cluster. Near breakout to instrument cluster. Near breakout to instrument cluster. Near breakout to radio. Near breakout for generic electronic module. Near breakout to relay module. Near breakout to instrument cluster. Near breakout to blower motor switch. Near breakout to relay module. Near breakout to parking brake switch. Near breakout to parking brake switch. Near breakout to rear window defrost relay. Near breakout for instrument cluster. Near breakout to headlight switch. Near breakout to G204. In main harness, near breakout to interior fuse panel. In main harness, near breakout to interior fuse panel. Near breakout to relay module. Near breakout to radio.

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1997 Ford Explorer 1997 FORD Explorer & Mountaineer

S272 S273 S277 S278 S279 S280 S281 S300 S301 S302 S303 S305 S307 S314 S317 S322 S334 S337 S338 S339 S340 S352 S355 S392 S393 S394 S400 S402 S405 S407 S409 S500 S501 S504 S601 S602 S700 S800

Near breakout to radio. Near breakout to G204. Near breakout to RICP. Near breakout to RICP. Near breakout to rear blower motor. Near breakout to radio. Near breakout to radio. In breakout for liftgate washer pump motor. In breakout for right stop/park light. Near breakout to liftgate washer pump motor. In breakout for liftgate washer pump motor. In breakout for right park/stop light. In breakout for liftgate washer pump motor. Approximately 200 mm from breakout for C323. Near breakout for left power lumbar seat switch. Near breakout to G204. In breakout for C267. Approximately 520 mm from breakout for C323. Near breakout for C323. Approximately 510 mm from breakout for C323. Near breakout for C323. Near breakout to rear chassis unit. Near breakout for power antenna module. Near breakout to rear chassis unit. Near breakout to rear chassis unit. Near breakout to rear chassis unit. In breakout for left license light. In breakout for left license light. In breakout to heated backlight. Near breakout to left rear door ajar switch. Near breakout to left rear door ajar switch. Approximately 130 mm from branch for left front door lock actuator. Near breakout to left front door courtesy light. Near breakout to left power mirror. Approximately 215 mm from breakout to right front power window motor. Near breakout for G600. Near breakout to left rear power window switch. Near breakout to right rear power window switch.

COMPONENT LOCATION GRAPHICS Helpmelearn February-12-08 6:05:30 PM

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NOTE:

Figures may show multiple component locations. Refer to appropriate table for proper figure references.

Fig. 1: Engine Compartment (4.0L EI Shown, 4.0L SOHC Similar)

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Fig. 2: Engine Compartment (4.0L EI Shown, 4.0L SOHC Similar)

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1997 Ford Explorer 1997 FORD Explorer & Mountaineer

Fig. 3: Engine Compartment (4.0L EI Shown, 4.0L SOHC Similar)

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1997 Ford Explorer 1997 FORD Explorer & Mountaineer

Fig. 4: Engine Compartment (5.0L)

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1997 Ford Explorer 1997 ELECTRICAL Fuses & Circuit Breakers - Explorer & Mountaineer

1997 ELECTRICAL Fuses & Circuit Breakers - Explorer & Mountaineer

IDENTIFICATION 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 GENERAL INFORMATION before disconnecting battery. INTERIOR FUSE PANEL NOTE:

Interior fuse panel is located on driver's side end of instrument panel. See Fig. 1.

Fig. 1: Locating Instrument Panel Electrical Components Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 6:06:30 6:06:26 PM

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1997 Ford Explorer 1997 ELECTRICAL Fuses & Circuit Breakers - Explorer & Mountaineer

Fig. 2: Identifying Interior Fuse Panel Fuses Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1997 ELECTRICAL Fuses & Circuit Breakers - Explorer & Mountaineer

Fig. 3: Interior Fuse Panel Legend (1 Of 2) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1997 ELECTRICAL Fuses & Circuit Breakers - Explorer & Mountaineer

Fig. 4: Interior Fuse Panel Legend (2 Of 2) Courtesy of FORD MOTOR CO. BATTERY JUNCTION BOX NOTE:

Battery junction box is located on the driver's side of engine compartment, near brake master cylinder. See Fig. 5 , Fig. 6 or Fig. 7 .

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1997 Ford Explorer 1997 ELECTRICAL Fuses & Circuit Breakers - Explorer & Mountaineer

Fig. 5: Locating Engine Compartment Electrical Components (4.0 - SOHC) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1997 ELECTRICAL Fuses & Circuit Breakers - Explorer & Mountaineer

Fig. 6: Locating Engine Compartment Electrical Components (4.0L - DOHC) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1997 ELECTRICAL Fuses & Circuit Breakers - Explorer & Mountaineer

Fig. 7: Locating Engine Compartment Electrical Components (5.0L) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1997 ELECTRICAL Fuses & Circuit Breakers - Explorer & Mountaineer

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1997 Ford Explorer 1997 ELECTRICAL Fuses & Circuit Breakers - Explorer & Mountaineer

Fig. 8: Identifying Power Distribution Box Components Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1997 ELECTRICAL Fuses & Circuit Breakers - Explorer & Mountaineer

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1997 Ford Explorer 1997 ELECTRICAL Fuses & Circuit Breakers - Explorer & Mountaineer

Fig. 9: Power Distribution Box Legend Courtesy of FORD MOTOR CO.

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1997 Ford Explorer GENERATOR 1997 STARTING & CHARGING SYSTEMS Ford Motor Co. - Generators - Motorcraft

GENERATOR 1997 STARTING & CHARGING SYSTEMS Ford Motor Co. - Generators - Motorcraft

DESCRIPTION Major components of the Motorcraft integral generator-regulator system with internal fan are: end frames, rotor, stator, rectifier assembly and electronic voltage regulator mounted on the rear of the generator. These generators are rated at 75, 95 or 130 amps, depending on application. See Fig. 1 . NOTE:

The terms generator and alternator are interchangeable. Either may be found within illustrations.

ADJUSTMENTS BELT TENSION Inspect condition and tension of generator 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. Replace belt and/or tensioner mechanism if necessary.

TROUBLE SHOOTING NOTE:

See TROUBLE SHOOTING - BASIC PROCEDURES article in GENERAL INFORMATION.

ON-VEHICLE TESTING 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 GENERAL INFORMATION before disconnecting battery. GENERAL INSPECTION Ensure battery posts and cables are clean and tight. Check drive belt tension. Ensure connections at generator, regulator and engine ground are clean and tight. Check fuses and fusible links, replace as necessary. Check condition of battery to see if battery has the ability to accept and hold a charge. If battery capacity meets requirements, charge battery before proceeding with testing to ensure battery is fully charged. NO-LOAD TEST Helpmelearn February-12-08 6:04:20 6:04:17 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer GENERATOR 1997 STARTING & CHARGING SYSTEMS Ford Motor Co. - Generators - Motorcraft

1. Connect voltmeter positive lead to B+ terminal on generator and negative lead to ground. Start and run engine at 1500 RPM with no electrical load (foot off brake and doors closed). Read voltmeter when voltage stabilizes. This may require waiting a few minutes. Voltage should be 13-15 volts. 2. If voltage increases to proper level, proceed to LOAD TEST . If voltage increases beyond proper level, proceed to OVERCHARGE CONDITION . If there is no voltage increase, proceed to LOW OR NO CHARGE CONDITION .

Fig. 1: Identifying Generator-Regulator Terminals Courtesy of FORD MOTOR COMPANY LOAD TEST 1. Ensure drive belt is in good condition and properly tightened. Connect charging system load tester in accordance with manufacturer's instructions. Start and run engine at 2000 RPM and apply load until generator output amperage levels off. 2. Record maximum generator amperage output. See GENERATOR OUTPUT SPECIFICATIONS TABLE for output values. If generator output is within 20 percent of rated output amperage and voltage remains 12.5-14.5 volts, generator output is okay. If generator does not produce rated output, proceed with appropriate testing. GENERATOR OUTPUT SPECIFICATIONS Helpmelearn February-12-08 6:04:17 PM

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1997 Ford Explorer GENERATOR 1997 STARTING & CHARGING SYSTEMS Ford Motor Co. - Generators - Motorcraft

Application Standard Optional

Amps Rating 95 130

OVERCHARGE CONDITION 1. If voltmeter indicates high voltage (more than 15.4 volts), turn ignition switch to ON position. Connect negative voltmeter lead to ground. Connect positive voltmeter lead to generator output connection at starter solenoid. Record voltage. 2. Connect positive voltmeter lead to regulator "A" terminal screw on rear of generator. See Fig. 1 and Fig. 3 . If voltage difference between both locations exceeds 0.25 volt, repair high resistance condition in "A" circuit wiring. 3. If excessive voltage still exists, check ground connections for both generator and regulator. Tighten regulator ground screws to 16-24 INCH lbs. (1.8-2.7 N.m.), and recheck output voltage. 4. If excessive voltage still exists, connect voltmeter negative lead to ground. Connect positive voltmeter lead first to regulator "A" terminal screw, then to "F" terminal screw. Record readings. Different voltages at each screw head indicates a short in field circuit or a grounded rotor coil. To correct either condition, replace generator. 5. If same voltage appears at both screw heads, no internal short to ground is indicated. Replace voltage regulator. LOW OR NO CHARGE CONDITION 1. Unplug harness connector from regulator at rear of generator. Connect ohmmeter between regulator "A" and "F" terminal screws. See Fig. 1 and Fig. 3 . If resistance is not greater than 2.4 ohms, a short in field circuit or a grounded rotor coil is indicated. Replace generator. If resistance is greater than 2.4 ohms, go to next step. 2. Reconnect regulator wiring plug. Connect negative voltmeter lead to ground. Contact positive voltmeter lead to regulator "A" terminal screw. If voltmeter does not indicate battery voltage, repair open or high resistance in "A" circuit wiring. Perform load test after repairs. 3. If battery voltage is indicated at "A" terminal screw, ensure ignition switch is in OFF position. Connect positive voltmeter lead to regulator "F" terminal screw. If battery voltage is present, go to step 4). If battery voltage is not present, replace generator. 4. Turn ignition switch to ON position (engine off). With voltmeter negative lead to ground, contact positive lead of voltmeter to regulator "F" terminal screw. If voltmeter indicates 2 volts or less, go to next step. If voltage is greater than 2 volts, check circuit between "I" terminal and ignition switch. Repair if necessary. See "S" & "I" CIRCUIT TEST . If "I" circuit is okay, replace regulator. Perform LOAD TEST after repair. 5. Start engine and run at 2000 RPM with headlights on. Measure voltage at "B+" terminal of generator and at generator feed wire at starter relay. If voltage readings differ by more than 0.5 volt, repair high resistance or open in wire between "B+" terminal and junction near starter relay. 6. If generator still does not charge sufficiently, connect a jumper wire to regulator "F" terminal screw and ground it to rear housing. If output voltage increases to 13-15 volts, replace regulator. If output voltage does not increase to at least 13 volts, replace generator. Helpmelearn February-12-08 6:04:17 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer GENERATOR 1997 STARTING & CHARGING SYSTEMS Ford Motor Co. - Generators - Motorcraft

"S" & "I" CIRCUIT TEST 1. Unplug regulator 3-wire harness connector. Connect jumper wire from harness "A" terminal to regulator "A" terminal. See Fig. 1 and Fig. 2 . Connect another jumper wire from regulator "F" terminal screw to generator housing. 2. With engine idling, connect voltmeter negative lead to battery ground terminal. Connect voltmeter positive lead first to "S" terminal and then to "I" terminal of regulator harness connector. See Fig. 2 . Voltage at "S" terminal should be about 7 volts and about 14 vo lts at "I" terminal. If "S" terminal and "I" voltages are okay, replace voltage regulator. Repeat LOAD TEST. If "S" and "I" circuit voltages are not as specified, go to next step. 3. If voltage is present at "S" terminal, but not 6-8 volts, replace generator. If no voltage is present at "S" terminal, disconnect one-wire connector ("S" terminal) on back of generator. See Fig. 1 . Check voltage at single "S" terminal. If about 7 volts are present repair "S" circuit wiring. If no voltage is present at single "S" terminal, replace generator. 4. If no voltage is present at "I" terminal, repair indicator light wiring circuit. Restore wiring connections and repeat LOAD TEST.

Fig. 2: Identifying Regulator Harness Connector Terminals Courtesy of FORD MOTOR CO.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer GENERATOR 1997 STARTING & CHARGING SYSTEMS Ford Motor Co. - Generators - Motorcraft

GENERATOR Removal & Installation

Disconnect negative battery cable. Disengage drive belt from pulley. Disconnect wiring from generator. Remove generator mounting bolts (and mounting bracket if necessary). Remove generator. To install, reverse removal procedure. REGULATOR & BRUSH HOLDER Removal & Installation

1. Remove generator. Remove 4 Torx screws from regulator and separate regulator and brush holder from generator. 2. Holding regulator in one hand, pry off the cap covering "A" terminal screw head with a screwdriver. Remove 2 screws attaching regulator to brush holder ("A" and "F" terminal screws). See Fig. 3 . Separate regulator from brush holder. To install, reverse removal procedure. Tighten screws to 25-35 INCH lbs. (2.8-4.0 N.m).

Fig. 3: Exploded View Of Voltage Regulator & Brush Holder Courtesy of FORD MOTOR CO.

OVERHAUL Overhaul information is not supplied by manufacturer. The only serviceable parts are the integral voltage Helpmelearn February-12-08 6:04:17 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer GENERATOR 1997 STARTING & CHARGING SYSTEMS Ford Motor Co. - Generators - Motorcraft

regulator and brush holder. See Fig. 3 .

WIRING DIAGRAMS

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1997 Ford Explorer GENERATOR 1997 STARTING & CHARGING SYSTEMS Ford Motor Co. - Generators - Motorcraft

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1997 Ford Explorer GENERATOR 1997 STARTING & CHARGING SYSTEMS Ford Motor Co. - Generators - Motorcraft

Fig. 4: Charging System Wiring Diagram

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1997 Ford Explorer 1997 STARTING & CHARGING SYSTEMS Ford Motor Co. - Starters - Gasoline Engines

1997 STARTING & CHARGING SYSTEMS Ford Motor Co. - Starters - Gasoline Engines

DESCRIPTION A gear reduction starter with permanent magnet fields is used. An internal planetary gear reduction unit provides increased cranking torque. The starting system includes a 6-pole, 4-brush starting motor with solenoidactuated drive, battery, starter/ignition switch, transmission range switch (A/T), clutch pedal position switch (M/T), starter relay (some models) and associated circuitry. Power to ignition switch is provided from IGN SW fuse in interior fuse panel.

TROUBLE SHOOTING NOTE:

For "engine not cranking" condition on A/T, determine if condition exists in both Park and Neutral. If condition occurs in one position and not other, manual lever position sensor is probable cause. See TRANSMISSION SERVICING - A/T (4R44E/5R55E) article in the AUTOMATIC TRANS SERVICE section.

ON-VEHICLE TESTING 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 GENERAL INFORMATION before disconnecting battery. STARTER 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 indication, then stop cranking engine. Adjust carbon pile to match voltage obtained while cranking. Read ammeter. Replace or repair starter if current exceeds specification. See STARTER SPECIFICATIONS .

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997 STARTING & CHARGING SYSTEMS Ford Motor Co. - Starters - Gasoline Engines

Fig. 1: Identifying Starter Solenoid Terminals Courtesy of FORD MOTOR CO. STARTER CIRCUIT VOLTAGE DROP TEST NOTE:

If starter cranks slowly and battery is okay, perform following test.

1. Check engine ground strap and negative battery cable connections and repair as necessary. Prevent engine from starting by disabling ignition system. Ensure transmission is in Park or Neutral. Connect remote control starter switch between starter solenoid "S" terminal and positive battery terminal. See Fig. 1 . 2. Connect voltmeter positive lead to positive battery terminal. Connect voltmeter negative lead to "M" terminal on starter solenoid. See Fig. 1 . Crank engine using remote starter switch while observing voltmeter. If voltmeter reads greater than 0.5 volt, go to next step. If voltmeter reading is less than 0.5 volt, starter feed circuit is okay, repair or replace starter. 3. Move voltmeter negative lead to "B" terminal on starter solenoid. Crank engine and record voltmeter reading. If voltmeter reading is still greater than 0.5 volt, excessive resistance is present in positive battery cable or cable connections. If voltmeter reads less than 0.5 volt at "B" terminal, check cable connections at starter solenoid. If okay, replace starter solenoid.

BENCH TESTING STARTER NO-LOAD TEST Helpmelearn February-12-08 6:08:07 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997 STARTING & CHARGING SYSTEMS Ford Motor Co. - Starters - Gasoline Engines

1. Connect starting system test equipment following manufacturer instructions. See Fig. 2 . Ensure carbon pile rheostat of starter tester is turned off. 2. Connect heavy wire between negative battery terminal and starter frame. Connect another heavy wire between positive battery terminal and "B" terminal of starter solenoid. CAUTION: Ensure starter is securely mounted in vise while energizing as starter will move or jump. 3. Connect a jumper wire between battery positive terminal and "S" terminal on starter solenoid. See Fig. 1 . Ensure starter drive ejects completely and starter spins rapidly. Observe ammeter reading. 4. If ammeter is not available, note voltage reading while testing. Using carbon pile load tester, apply load until voltmeter reading is equal to test voltage. Read amperage on carbon pile tester. Replace starter if current draw is more than specified. See STARTER SPECIFICATIONS .

Fig. 2: Identifying Starter No-Load Test Connections (Typical) Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 6:08:07 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997 STARTING & CHARGING SYSTEMS Ford Motor Co. - Starters - Gasoline Engines

ARMATURE OPEN CIRCUIT CHECK An open armature circuit can be detected by inspecting commutator for burning. If burning is present, replace armature assembly. Check for damage to other related components. ARMATURE GROUNDED CIRCUIT TEST Using an ohmmeter, check for continuity between any commutator segment and armature laminations. See Fig. 3 . If ohmmeter indicates less than infinite resistance, armature is shorted and must be replaced.

Fig. 3: Testing Armature For Grounded Circuit Courtesy of FORD MOTOR CO.

OVERHAUL NOTE:

Use illustration for exploded view of Motorcraft starter motor assembly. See Fig. 4.

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1997 Ford Explorer 1997 STARTING & CHARGING SYSTEMS Ford Motor Co. - Starters - Gasoline Engines

Fig. 4: Exploded View Of Motorcraft Starter Motor Assembly (Typical) Courtesy of FORD MOTOR CO.

STARTER SPECIFICATIONS STARTER SPECIFICATIONS Application Brush Length New Service Limit Brush Spring Tension Commutator Diameter

Specification .55-.66" (14-17 mm) .25" (6.4 mm) 64 ozs. (2.3 kg) (1) (2)

Runout Starter Load Test Maximum Current Draw Starter No-Load Test Maximum Current Draw (1) Not specified by manufacturer. (2)

.005" (.13 mm) 130-220 Amps 60-80 Amps

Replace armature if runout exceeds specification.

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1997 Ford Explorer 1997 STARTING & CHARGING SYSTEMS Ford Motor Co. - Starters - Gasoline Engines

TORQUE SPECIFICATIONS TORQUE SPECIFICATIONS Application Starter-To-Engine Bolts

Ft. Lbs. (N.m) 15-20 (20-27) INCH Lbs. (N.m) 55-80 (6-9) 70-130 (7.9-14.7) 45-85 (5-10) 80-124 (9-14) 55-75 (6.2-8.5)

Brush End Plate Bolts Cable Terminal Nut Solenoid Bolts Solenoid Terminal Nuts Through-Bolts

WIRING DIAGRAMS

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1997 Ford Explorer 1997 STARTING & CHARGING SYSTEMS Ford Motor Co. - Starters - Gasoline Engines

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1997 Ford Explorer 1997 STARTING & CHARGING SYSTEMS Ford Motor Co. - Starters - Gasoline Engines

Fig. 5: Starter System Wiring Diagram (A/T)

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1997 Ford Explorer 1997 STARTING & CHARGING SYSTEMS Ford Motor Co. - Starters - Gasoline Engines

Fig. 6: Starter System Wiring Diagram (M/T)

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1997 System Wiring Diagrams Ford - Explorer

AIR CONDITIONING

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Fig. 1: A/C Circuit, Auto A/C

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Fig. 2: A/C Circuit, Manual A/C

ANTI-LOCK BRAKES

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Fig. 3: Anti-lock Brake Circuits

ANTI-THEFT

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Fig. 4: Anti-theft Circuit

BODY COMPUTER

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Fig. 5: Body Computer Circuits (1 of 2)

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Fig. 6: Body Computer Circuits (2 of 2)

COMPUTER DATA LINES

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Fig. 7: Computer Data Lines

CRUISE CONTROL

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Fig. 8: Cruise Control Circuit

DEFOGGERS

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Fig. 9: Defogger Circuit

ELECTRONIC SUSPENSION

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Fig. 10: Electronic Suspension Circuit (1 of 2)

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Fig. 11: Electronic Suspension Circuit (2 of 2)

ENGINE PERFORMANCE 4.0L

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Fig. 12: 4.0L OHV, Engine Performance Circuits (1 of 4)

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Fig. 13: 4.0L OHV, Engine Performance Circuits (2 of 4)

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Fig. 14: 4.0L OHV, Engine Performance Circuits (3 of 4)

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Fig. 15: 4.0L OHV, Engine Performance Circuits (4 of 4)

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Fig. 16: 4.0L SOHC, Engine Performance Circuits (1 of 4)

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Fig. 17: 4.0L SOHC, Engine Performance Circuits (2 of 4)

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Fig. 18: 4.0L SOHC, Engine Performance Circuits (3 of 4)

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Fig. 19: 4.0L SOHC, Engine Performance Circuits (4 of 4) 5.0L

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Fig. 20: 5.0L, Engine Performance Circuits (1 of 4)

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Fig. 21: 5.0L, Engine Performance Circuits (2 of 4)

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Fig. 22: 5.0L, Engine Performance Circuits (3 of 4)

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Fig. 23: 5.0L, Engine Performance Circuits (4 of 4)

EXTERIOR LIGHTS

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Fig. 24: Back-up Lamps Circuit

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Fig. 25: Exterior Lamps Circuit

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Fig. 26: Lamp Outage Module Circuit

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Fig. 27: Trailer/Camper Adapter Circuit

GROUND DISTRIBUTION

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Fig. 28: Ground Distribution Circuit (1 of 4)

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Fig. 29: Ground Distribution Circuit (2 of 4)

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Fig. 30: Ground Distribution Circuit (3 of 4)

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Fig. 31: Ground Distribution Circuit (4 of 4)

HEADLIGHTS

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Fig. 32: Headlamps Circuit, W/ Autolamps

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Fig. 33: Headlamps Circuit, W/ DRL

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Fig. 34: Headlamps/Fog Lamps Circuit, W/O DRL

HORN

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Fig. 35: Horn Circuit

INSTRUMENT CLUSTER

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Fig. 36: Instrument Cluster Circuit (1 of 2)

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Fig. 37: Instrument Cluster Circuit (2 of 2)

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Fig. 38: Overhead Console Circuit

INTERIOR LIGHTS

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Fig. 39: Courtesy Lamps Circuit

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Fig. 40: Instrument Illumination Circuit (1 of 2)

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Fig. 41: Instrument Illumination Circuit (2 of 2)

MEMORY SYSTEMS

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Fig. 42: Memory System Circuits

POWER ANTENNA

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Fig. 43: Power Antenna Circuit

POWER DISTRIBUTION

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Fig. 44: Power Distribution Circuit (1 of 5)

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Fig. 45: Power Distribution Circuit (2 of 5)

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Fig. 46: Power Distribution Circuit (3 of 5)

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Fig. 47: Power Distribution Circuit (4 of 5)

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Fig. 48: Power Distribution Circuit (5 of 5)

POWER DOOR LOCKS

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Fig. 49: Power Door Lock Circuit

POWER MIRRORS

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Fig. 50: Photochromic Mirror Circuit

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Fig. 51: Power Mirror Circuit

POWER SEATS

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Fig. 52: Power & Lumbar Seat Circuit

POWER TOP/SUNROOF

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Fig. 53: Power Top/Sunroof Circuits

POWER WINDOWS

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Fig. 54: Power Window Circuit, 2 Door

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Fig. 55: Power Window Circuit, 4 Door

RADIO

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Fig. 56: Base Radio

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Fig. 57: JBL System

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Fig. 58: Premium Sound Radio Circuit, W/ CD Player

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Fig. 59: Premium Sound Radio Circuit, W/O CD Player

SHIFT INTERLOCKS

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Fig. 60: Shift Interlock Circuit

STARTING/CHARGING

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Fig. 61: Charging Circuit

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1997 Ford Explorer 1997 System Wiring Diagrams Ford - Explorer

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1997 Ford Explorer 1997 System Wiring Diagrams Ford - Explorer

Fig. 62: Starting Circuit, A/T

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1997 Ford Explorer 1997 System Wiring Diagrams Ford - Explorer

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1997 Ford Explorer 1997 System Wiring Diagrams Ford - Explorer

Fig. 63: Starting Circuit, M/T

SUPPLEMENTAL RESTRAINTS

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1997 Ford Explorer 1997 System Wiring Diagrams Ford - Explorer

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1997 Ford Explorer 1997 System Wiring Diagrams Ford - Explorer

Fig. 64: Supplemental Restraint Circuit

TRANSMISSION 4.0L

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1997 Ford Explorer 1997 System Wiring Diagrams Ford - Explorer

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1997 Ford Explorer 1997 System Wiring Diagrams Ford - Explorer

Fig. 65: 4.0L OHV, Transmission Circuit, 5R55E

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1997 Ford Explorer 1997 System Wiring Diagrams Ford - Explorer

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1997 Ford Explorer 1997 System Wiring Diagrams Ford - Explorer

Fig. 66: 4.0L SOHC, Transmission Circuit, 5R55E

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1997 Ford Explorer 1997 System Wiring Diagrams Ford - Explorer

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1997 Ford Explorer 1997 System Wiring Diagrams Ford - Explorer

Fig. 67: Electronic Transfer Case Circuit 5.0L

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1997 Ford Explorer 1997 System Wiring Diagrams Ford - Explorer

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1997 Ford Explorer 1997 System Wiring Diagrams Ford - Explorer

Fig. 68: 5.0L, Transmission Circuit, 4R70W

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1997 Ford Explorer 1997 System Wiring Diagrams Ford - Explorer

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1997 Ford Explorer 1997 System Wiring Diagrams Ford - Explorer

Fig. 69: Electronic Transfer Case Circuit

WARNING SYSTEMS

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1997 Ford Explorer 1997 System Wiring Diagrams Ford - Explorer

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1997 Ford Explorer 1997 System Wiring Diagrams Ford - Explorer

Fig. 70: Warning System Circuits

WIPER/WASHER

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1997 Ford Explorer 1997 System Wiring Diagrams Ford - Explorer

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1997 Ford Explorer 1997 System Wiring Diagrams Ford - Explorer

Fig. 71: Front Wiper/Washer Circuit

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1997 Ford Explorer 1997 System Wiring Diagrams Ford - Explorer

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1997 Ford Explorer 1997 System Wiring Diagrams Ford - Explorer

Fig. 72: Rear Wiper/Washer Circuit

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

BLEEDING COOLING SYSTEM Aerostar, Explorer, Mountaineer, Ranger & Windstar

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 Qts. (1L) of 50/50 mixture of water and coolant 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 engine off. Carefully remove radiator cap and check level. Fill as necessary. Expedition

1. Turn heater controls to maximum and set air discharge to instrument panel vents. Turn blower to high. Fill cooling system with 50/50 mixture of coolant and water. Pause several minutes for circulation. Start engine and allow to idle. While engine is idling, feel for hot air at instrument panel vents. If air discharge remains cool and coolant temperature gauge does not move, coolant level is low. 2. Stop engine and allow it to cool. Top off coolant as necessary. Start engine and allow it to idle until normal operating temperature is reached. Hot air should discharge from instrument panel vents. Coolant temperature gauge should maintain a stable reading in middle of range. Upper radiator hose should feel hot to touch. Stop engine and allow it to cool. Top off coolant as necessary. Check for coolant leaks. Helpmelearn February-12-08 6:23:46 6:23:42 PM

Page 1

ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Villager

1. Loosen engine and radiator air relief plugs. Remove heater pipe air relief cap. See Fig. 1 . Connect one end of 40" clear, heat resistant hose to heater pipe relief. Fill coolant reservoir to MAX mark and place hose from heater pipe air relief into coolant reservoir. Ensure hose is below coolant level at all times. 2. Slowly add coolant through radiator filler neck, allowing several minutes for air to escape. When coolant starts to drip from radiator air relief plug, close plug. Tighten plug to 15-19 ft. lbs. (20-26 N.m). 3. Continue adding coolant while gently moving upper radiator hose up and down until coolant level no longer drops in filler neck. Place wire under radiator filler cap negative pressure relief valve. See Fig. 2 . DO NOT install cap at this time. 4. Start engine and run at 2000 RPM for 10-15 minutes or until lower radiator hose becomes hot. If coolant comes out of engine air relief plug, close plug. Tighten plug to 15-19 ft. lbs. (20-26 N.m). If coolant in radiator neck lowers, add coolant. If coolant overflows filler neck, install radiator cap (with wire installed). 5. Close engine air relief plug if not already done. Stop engine and allow to cool down completely. Refill radiator and reservoir as necessary. Ensure radiator cap (with wire) is installed. Start engine and warm to operating temperature. If engine temperature raises above normal, stop engine and repeat this step. NOTE:

Ensure coolant level in reservoir tank is maintained at MAX mark for the following steps.

6. On vehicles without rear heater, ensure temperature control lever is in full HOT position. Select any fan speed and mode except OFF. Run engine at 3000 RPM for 5 minutes or until outlet air is hot. Repeat this step at least 3 times. Ensure no water noise is present in heater core. 7. On vehicles with rear heater, run engine at 3000 RPM with front temperature control lever in full COLD position. Move rear temperature control lever to full HOT position. Select any fan speed except OFF. Run engine 5 minutes or until rear outlet air is hot. 8. Move rear temperature control lever to full COLD position. Move front temperature control lever to full HOT position. Select any fan speed and mode except OFF. Run engine 5 minutes or until front outlet air is hot. Repeat steps 7) and 8) at least 3 times. Ensure no water noise is present in front or rear heater core. 9. On models equipped with automatic A/C, operate engine at 3000 RPM with front climate control set at 60Â°F and rear A/C control unit temperature switch to full WARM position and fan on for 5 minutes or until rear outlet air is hot. Turn rear control unit to full COOL position and set front climate control to 90Â° F until front outlet air is hot. Repeat process at least 3 times until no water noise is heard at heater core. 10. On all models, stop engine. Fill coolant reservoir to MAX mark. Let engine cool down. Remove radiator cap and remove wire from negative pressure valve. Fill radiator as necessary and reinstall radiator cap. Remove hose from heater pipe relief and quickly install cap on pipe. Fill reservoir as necessary and install reservoir cap.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 1: Locating Air Relief Plug (Villager) Courtesy of NISSAN MOTOR CO., U.S.A.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 2: Holding Negative Pressure Relief Valve Open Courtesy of NISSAN MOTOR CO., U.S.A.

BELT ADJUSTMENT Inspect belt for fraying. If fraying has occurred, ensure belt and tensioner are aligned properly. See Fig. 3 . 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. 4 -Fig. 27 . See BELT TENSION ADJUSTMENT SPECIFICATIONS table.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 3: Aligning Serpentine Belt Courtesy of FORD MOTOR CO. BELT TENSION ADJUSTMENT SPECIFICATIONS Application New Belt Lbs. (kg) 2.3L, 4.0L, 4.2L, 4.6L, 4.9L, 5.0L, 5.4L, 5.8L, 6.8L & 7.3L (2) All Models 3.0L Aerostar & Ranger Villager Generator A/C & P/S Windstar 3.8L 7.5L W/ Tensioner W/O Tensioner Alternator & Air Pump (1) Any belt operated for 5 minutes.

(1)

Used Belt Lbs. (kg) (2)

150-190 (68-87)

140-160 (64-73)

150-170 (68-77) 140-150 (64-68)

130-140 (59-64) 110-130 (50-59)

(3)

160-190 (73-87) (2)

130-160 (50-73) (2)

160-200 (73-91)

110-130 (50-59)

(2)

No adjustment required for serpentine belt with automatic tensioner. Tension is correct if indicator is within limit marks. (3) Information is not available from manufacturer. Helpmelearn February-12-08 6:23:42 PM

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

DRIVE BELT ROUTING

Fig. 4: Drive Belt Routing (2.3L Without A/C Or P/S) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 5: Drive Belt Routing (2.3L With P/S) Courtesy of FORD MOTOR CO.

Fig. 6: Drive Belt Routing (2.3L With A/C & P/S) Helpmelearn February-12-08 6:23:42 PM

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Courtesy of FORD MOTOR CO.

Fig. 7: Drive Belt Routing (3.0L Aerostar & Ranger With P/S) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 8: Drive Belt Routing (3.0L Aerostar & Ranger With A/C & P/S) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 9: Drive Belt Routing (3.0L Villager) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 10: Drive Belt Routing (3.0L Windstar) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 11: Drive Belt Routing (3.8L Windstar) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 12: Drive Belt Routing (4.0L OHV Explorer) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 13: Drive Belt Routing (4.0L SOHC Explorer) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 14: Drive Belt Routing (4.0L Ranger With A/C & P/S) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 15: Drive Belt Routing (4.0L Ranger With P/S) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 16: Drive Belt Routing (4.2L Pickup & Van With A/C - 1997) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 17: Drive Belt Routing (4.2L Pickup & Van Without A/C - 1997) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 18: Drive Belt Routing (4.6L Expedition) Courtesy of FORD MOTOR CO.

Fig. 19: Drive Belt Routing (4.6L, 5.4L & 6.8L Pickup & Van With A/C - 1997) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 20: Drive Belt Routing (4.6L, 5.4L & 6.8L Pickup & Van Without A/C - 1997) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 21: Drive Belt Routing (4.9L Pickup & Van With A/C & P/S - 1996) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 22: Drive Belt Routing (4.9L Pickup & Van With P/S - 1996) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 23: Drive Belt Routing (5.0L Explorer & Mountaineer) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 24: Drive Belt Routing (5.0L - 1996 & 5.8L Pickup & Van) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 25: Drive Belt Routing (5.4L Expedition) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 26: Drive Belt Routing (7.3L Diesel) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 27: Drive Belt Routing (7.5L) Courtesy of FORD MOTOR CO.

SPECIFICATIONS COOLING SYSTEM SPECIFICATIONS COOLING SYSTEM SPECIFICATIONS Application Coolant Replacement Interval All Models Coolant Capacity Aerostar, Explorer & Ranger 2.3L 3.0L 4.0L

Specification 30,000 Miles Or 36 Months

7.2 Qts. (6.8L) 11.8 Qts. (11.2L)

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Automatic Transmission Standard Cooling A/C & Super Cooling Manual Transmission

7.8 Qts. (7.4L) 8.3 Qts. (7.9L) 7.8 Qts. (7.4L)

Bronco (1) & Pickup 4.2L (2)

17.3 Qts. (16.4L)

4.6L & 5.4L (2)

19.4 Qts. (18.4L)

4.9L & 5.0L (1) 5.8L 7.3L

13.0-15.0 Qts. (12.0-14.0L) 15.0-17.0 Qts. (14.0-16.0L) (3)

7.5L Expedition (2) 4.6L 5.4L

29.0 Qts. (27.0L) 18.0 Qts. (17.0L) 19.2 Qts. (18.2L) (4)

Van 4.2L (2)

17.3 Qts. (16.4L)

4.9L (1)

17.0 Qts. (16.0L)

4.6L & 5.4L (2)

19.4 Qts. (18.4L)

5.0L (1) 5.8L Standard Cooling A/C Or Super Cooling

20.0 Qts. (19.0L) 20.0 Qts. (19.0L) 23.0 Qts. (20.0L)

6.8L (2) 7.3L

(4) (3)

7.5L Villager With Rear Heater Without Rear Heater Windstar Pressure Cap

31.0 Qts. (29.0L) 28.0 Qts. (22.0L) 12.8 Qts. (12.1L) 11.4 Qts. (10.7L) 12.1 Qts. (11.5L)

Econoline & Pickup (1)

(4)

Expedition & Pickup (2) Explorer, Mountaineer & Ranger

16 psi (1.1 Kg/cm2 ) 13-18 psi (.9-1.3 kg/cm2 )

Villager

12-16 psi (.8-1.1 kg/cm2 )

Windstar

16-18 psi (1.1-1.3 kg/cm2) 13 psi (.9 kg/cm2 )

All Other Models Thermostat Opens Helpmelearn February-12-08 6:23:43 PM

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

All Models (Except Villager) Starts Fully Open Villager Starts Fully Open (1) For 1996 model year only.

180-195°F (82-91°C) 200-215°F (93-102°C) 180°F (82°C) 195°F (91°C)

(2)

For 1997 model year only.

(3)

Includes 5 Qts. (4.7L) in coolant reservoir bottle.

(4)

Information is not available from manufacturer.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

BLEEDING COOLING SYSTEM Aerostar, Explorer, Mountaineer, Ranger & Windstar

Page 1

ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Villager

Ensure coolant level in reservoir tank is maintained at MAX mark for the following steps.

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Page 2

ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 1: Locating Air Relief Plug (Villager) Courtesy of NISSAN MOTOR CO., U.S.A.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 2: Holding Negative Pressure Relief Valve Open Courtesy of NISSAN MOTOR CO., U.S.A.

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Page 4

ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

(1)

Used Belt Lbs. (kg) (2)

150-190 (68-87)

140-160 (64-73)

150-170 (68-77) 140-150 (64-68)

130-140 (59-64) 110-130 (50-59)

(3)

160-190 (73-87) (2)

130-160 (50-73) (2)

160-200 (73-91)

110-130 (50-59)

(2)

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

DRIVE BELT ROUTING

Fig. 4: Drive Belt Routing (2.3L Without A/C Or P/S) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 5: Drive Belt Routing (2.3L With P/S) Courtesy of FORD MOTOR CO.

Fig. 6: Drive Belt Routing (2.3L With A/C & P/S) Helpmelearn February-12-08 6:22:22 PM

Page 7

1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Courtesy of FORD MOTOR CO.

Fig. 7: Drive Belt Routing (3.0L Aerostar & Ranger With P/S) Courtesy of FORD MOTOR CO.

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Page 8

1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 8: Drive Belt Routing (3.0L Aerostar & Ranger With A/C & P/S) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 9: Drive Belt Routing (3.0L Villager) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 10: Drive Belt Routing (3.0L Windstar) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 11: Drive Belt Routing (3.8L Windstar) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 12: Drive Belt Routing (4.0L OHV Explorer) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 13: Drive Belt Routing (4.0L SOHC Explorer) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 14: Drive Belt Routing (4.0L Ranger With A/C & P/S) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 15: Drive Belt Routing (4.0L Ranger With P/S) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 16: Drive Belt Routing (4.2L Pickup & Van With A/C - 1997) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 17: Drive Belt Routing (4.2L Pickup & Van Without A/C - 1997) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 18: Drive Belt Routing (4.6L Expedition) Courtesy of FORD MOTOR CO.

Fig. 19: Drive Belt Routing (4.6L, 5.4L & 6.8L Pickup & Van With A/C - 1997) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 20: Drive Belt Routing (4.6L, 5.4L & 6.8L Pickup & Van Without A/C - 1997) Courtesy of FORD MOTOR CO.

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Page 21

1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 21: Drive Belt Routing (4.9L Pickup & Van With A/C & P/S - 1996) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 22: Drive Belt Routing (4.9L Pickup & Van With P/S - 1996) Courtesy of FORD MOTOR CO.

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Page 23

1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 23: Drive Belt Routing (5.0L Explorer & Mountaineer) Courtesy of FORD MOTOR CO.

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Page 24

1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 24: Drive Belt Routing (5.0L - 1996 & 5.8L Pickup & Van) Courtesy of FORD MOTOR CO.

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Page 25

1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 25: Drive Belt Routing (5.4L Expedition) Courtesy of FORD MOTOR CO.

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Page 26

1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 26: Drive Belt Routing (7.3L Diesel) Courtesy of FORD MOTOR CO.

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Page 27

1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Fig. 27: Drive Belt Routing (7.5L) Courtesy of FORD MOTOR CO.

SPECIFICATIONS COOLING SYSTEM SPECIFICATIONS COOLING SYSTEM SPECIFICATIONS Application Coolant Replacement Interval All Models Coolant Capacity Aerostar, Explorer & Ranger 2.3L 3.0L 4.0L

Specification 30,000 Miles Or 36 Months

7.2 Qts. (6.8L) 11.8 Qts. (11.2L)

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Page 28

1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

Automatic Transmission Standard Cooling A/C & Super Cooling Manual Transmission

7.8 Qts. (7.4L) 8.3 Qts. (7.9L) 7.8 Qts. (7.4L)

Bronco (1) & Pickup 4.2L (2)

17.3 Qts. (16.4L)

4.6L & 5.4L (2)

19.4 Qts. (18.4L)

4.9L & 5.0L (1) 5.8L 7.3L

13.0-15.0 Qts. (12.0-14.0L) 15.0-17.0 Qts. (14.0-16.0L) (3)

7.5L Expedition (2) 4.6L 5.4L

29.0 Qts. (27.0L) 18.0 Qts. (17.0L) 19.2 Qts. (18.2L) (4)

Van 4.2L (2)

17.3 Qts. (16.4L)

4.9L (1)

17.0 Qts. (16.0L)

4.6L & 5.4L (2)

19.4 Qts. (18.4L)

5.0L (1) 5.8L Standard Cooling A/C Or Super Cooling

20.0 Qts. (19.0L) 20.0 Qts. (19.0L) 23.0 Qts. (20.0L)

6.8L (2) 7.3L

(4) (3)

7.5L Villager With Rear Heater Without Rear Heater Windstar Pressure Cap

31.0 Qts. (29.0L) 28.0 Qts. (22.0L) 12.8 Qts. (12.1L) 11.4 Qts. (10.7L) 12.1 Qts. (11.5L)

Econoline & Pickup (1)

(4)

Expedition & Pickup (2) Explorer, Mountaineer & Ranger

16 psi (1.1 Kg/cm2 ) 13-18 psi (.9-1.3 kg/cm2 )

Villager

12-16 psi (.8-1.1 kg/cm2 )

Windstar

16-18 psi (1.1-1.3 kg/cm2) 13 psi (.9 kg/cm2 )

All Other Models Thermostat Opens Helpmelearn February-12-08 6:22:23 PM

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1997 Ford Explorer 1996-97 ENGINE COOLING Cooling System Specifications & Drive Belt Routing

All Models (Except Villager) Starts Fully Open Villager Starts Fully Open (1) For 1996 model year only.

180-195°F (82-91°C) 200-215°F (93-102°C) 180°F (82°C) 195°F (91°C)

(2)

For 1997 model year only.

(3)

Includes 5 Qts. (4.7L) in coolant reservoir bottle.

(4)

Information is not available from manufacturer.

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1997 Ford Explorer 1996-97 ENGINES 4.0L V6 - VIN X

1996-97 ENGINES 4.0L V6 - VIN X

ENGINE IDENTIFICATION NOTE:

For repair procedures not covered in this article, see ENGINE OVERHAUL PROCEDURES article in GENERAL INFORMATION.

Engine may be identified by Vehicle Identification Number (VIN). See ENGINE IDENTIFICATION CODES table. 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 Engine 4.0L SFI

Code 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.

TROUBLE SHOOTING NOTE:

To trouble shoot engine mechanical components, see ENGINE MECHANICAL in BASIC TROUBLE SHOOTING article in GENERAL INFORMATION.

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1997 Ford Explorer 1996-97 ENGINES 4.0L V6 - VIN X

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. COOLING SYSTEM BLEEDING 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. 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. 2. Set 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. ENGINE Removal

1. Disconnect negative battery cable. Mark hood hinges and remove hood. Discharge A/C system using approved refrigerant recovery/recycling equipment. Remove air cleaner tube and assembly. Drain cooling system and engine oil. 2. Remove upper and lower radiator hoses. Disconnect radiator fan shroud and position over fan. Remove radiator and fan shroud. Using Fan Clutch Nut Wrench (T84T-6312-D) and Fan Clutch Holder (T84T6312-C) remove cooling fan. Remove accessory drive belt. 3. Disconnect A/C manifold tube from compressor (if equipped) and plug openings. Unbolt A/C bracket and position compressor, power steering pump and bracket assembly aside. 4. Remove generator and bracket assembly. Disconnect heater hoses from water pump and intake manifold. Disconnect control cables from throttle body. Disconnect necessary vacuum connections. Disconnect necessary wiring harness connections and ground cables. 5. On Ranger, disconnect A/C manifold tube from condenser and receiver-drier, plug openings. On all models, relieve fuel pressure. See FUEL PRESSURE RELEASE . Using Spring Lock Coupling Remover (T81P-19623-G1) for 3/8" line or (T81P-19623-G2) for 1/2" line, disconnect fuel supply and return lines. See Fig. 1 . 6. Raise and support vehicle. Remove A/C manifold bracket. Remove starter. On models with automatic transmission, disconnect flexplate from torque converter, through starter opening. Remove transmission Helpmelearn February-12-08 6:24:42 PM

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1997 Ford Explorer 1996-97 ENGINES 4.0L V6 - VIN X

cooler line-to-engine bolts. On all models, disconnect transmission wiring harness connectors. 7. Remove transmission-to-engine bolts. Disconnect exhaust pipes from exhaust manifolds. Lower vehicle. Support transmission. Remove right and left top engine mount nuts. Attach engine hoist and remove engine from vehicle. 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. 1: Disconnecting Fuel Lines Courtesy of FORD MOTOR CO. INTAKE MANIFOLDS Removal (Upper)

1. Disconnect negative battery cable. Remove air cleaner outlet tube. Remove splash shield to expose throttle linkage. Remove control cable(s) and bracket from throttle body. 2. Disconnect necessary vacuum hoses. Disconnect necessary wiring harness and ground connections. Disconnect heater hose locating bracket and transmission dipstick tube, position aside. 3. Disconnect spark plug wires and harness connectors from coil pack. Remove coil pack and EGR valve. Remove oil dipstick tube. Remove EGR manifold tube. Remove EGR transducer. Remove upper intake manifold retaining bolts. Remove upper intake manifold and gasket. Helpmelearn February-12-08 6:24:42 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 ENGINES 4.0L V6 - VIN X

Installation

Clean and inspect mounting surfaces. Position NEW gasket on mounting studs. Install upper intake manifold, and tighten bolts to specification. See TORQUE SPECIFICATIONS table. To complete installation, reverse removal procedure. Removal (Lower)

With upper intake manifold removed. Disconnect upper radiator hose from intake manifold. Relieve fuel pressure. See FUEL PRESSURE RELEASE . Using Spring Lock Coupling Remover (T81P-19623-G1) for 3/8" line or (T81P-19623-G2) for 1/2" line, disconnect fuel supply and return lines. See Fig. 1 . Remove valve covers. See VALVE COVERS . Drain cooling system. Remove lower intake manifold retaining bolts. Remove lower intake manifold 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. 2 . See TORQUE SPECIFICATIONS table.

Fig. 2: Lower Intake Manifold Tightening Sequence Courtesy of FORD MOTOR CO. EXHAUST MANIFOLDS Removal

On right manifold, remove heater hose support bracket. Disconnect heater hoses. On left manifold, remove oil dipstick tube. Remove EGR manifold tube and EGR valve. Remove EGR transducer vacuum hoses. Remove EGR-to- intake manifold tube. Remove power steering hoses from power steering pump (if necessary). On both Helpmelearn February-12-08 6:24:42 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 ENGINES 4.0L V6 - VIN X

manifolds, disconnect exhaust pipe at exhaust manifold. Remove exhaust manifold retaining nuts. Remove exhaust manifold and gasket. Installation

Clean all mating surfaces. Lightly oil all bolt/stud threads before installation. Install exhaust manifold on cylinder head, and tighten bolts to specification. See TORQUE SPECIFICATIONS table. 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 and throttle body splash shield. 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. See INTAKE MANIFOLDS . Remove A/C compressor with hoses attached. Position A/C compressor and harness aside. 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. Installation

CAUTION: Failure to use NEW valve cover gaskets and valve cover load distribution washers will result in oil leaks. 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 bolts and tighten in crisscross pattern to specification. See TORQUE SPECIFICATIONS table. To complete installation, reverse removal procedure. CYLINDER HEAD NOTE:

On Explorer and Mountaineer, discharge A/C system using approved refrigerant recovery/recycling equipment. Remove A/C manifold line from compressor and plug openings.

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 with hoses attached, and position aside (if Helpmelearn February-12-08 6:24:42 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 ENGINES 4.0L V6 - VIN X

equipped). Remove power steering pump bracket with power steering pump attached, and position aside. CAUTION: If rocker arm shafts are not loosened gradually, shafts may become bent or damaged. 3. If removing right cylinder head, remove generator and bracket. Remove Ignition coil and bracket as an assembly. Remove Spark plugs. On all cylinder heads, disconnect exhaust pipe at exhaust manifold. Remove rocker arm shaft bolts evenly by loosening bolts 2 turns at a time. Remove rocker arm shaft assembly. 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. Installation

CAUTION: Always use NEW cylinder head bolts when installing cylinder heads.

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. See Fig. 3 . See TORQUE SPECIFICATIONS table. 2. Install lower intake manifold. See INTAKE MANIFOLDS . Tighten lower intake manifold bolts in sequence to specification. See Fig. 2 . See TORQUE SPECIFICATIONS table. 3. Coat push rods with Oil Conditioner (D9AZ-19579-D) and install in original position. Install rocker arm shaft assembly to cylinder head. Guide rocker arms onto push rods. 4. Tighten rocker arm bolts evenly to specification. To complete installation, reverse removal installation. Fill and bleed cooling system. See COOLING SYSTEM BLEEDING .

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 ENGINES 4.0L V6 - VIN X

Fig. 3: Cylinder Head Bolt Tightening Sequence Courtesy of FORD MOTOR CO. CRANKSHAFT FRONT OIL SEAL Removal & Installation

CAUTION: DO NOT reuse crankshaft pulley bolt.

1. Remove fan shroud. 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 table. Install accessory drive belts. TIMING CHAIN COVER NOTE:

It is necessary to remove oil pan to properly reseal timing chain cover. It is necessary to remove engine to remove oil pan.

Removal Helpmelearn February-12-08 6:24:43 PM

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1997 Ford Explorer 1996-97 ENGINES 4.0L V6 - VIN X

CAUTION: Fan clutch nut has left-hand threads. Remove nut by turning clockwise as viewed from front of engine. 1. Remove oil pan. See OIL PAN . Remove air intake tube. Drain cooling system. Remove accessory drive belt. Using Fan Clutch Pulley Holder (T84T-6312-C) and Fan Clutch Nut Wrench (T84T-6312-D), remove fan and clutch assembly. See Fig. 10 . 2. Remove fan shroud. Remove accessory drive belt tensioner. Remove lower radiator hose. Remove power steering pump with bracket and A/C compressor attached (if equipped), and position aside. 3. Remove generator with bracket and position aside. 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 table. 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 NOTE:

It is necessary to remove oil pan to properly reseal timing chain cover. It is necessary to remove engine to remove oil pan.

Removal

1. Position No. 1 piston at TDC of compression stroke. Remove timing chain cover. See TIMING CHAIN COVER . Remove oil pan. See OIL PAN . 2. Ensure all timing marks are aligned. See Fig. 4 . Check camshaft end play. If end play is not within specification, replace camshaft thrust plate. See CAMSHAFT table under ENGINE SPECIFICATIONS. 3. Retract timing chain tensioner and install packaging clip from new tensioner or one that you have fabricated. 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. 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. 4 . If camshaft thrust plate was removed, install thrust Helpmelearn February-12-08 6:24:43 PM

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1997 Ford Explorer 1996-97 ENGINES 4.0L V6 - VIN X

plate so that it covers main oil gallery. See Fig. 5 . 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. 4 . Install camshaft sprocket bolt and tighten to specification. See TORQUE SPECIFICATIONS table. 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. 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 .

Fig. 4: Identifying Timing Chain & Components Courtesy of FORD MOTOR CO.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 ENGINES 4.0L V6 - VIN X

Fig. 5: Installing Camshaft Thrust Plate Courtesy of FORD MOTOR CO. VALVE LIFTERS Removal

CAUTION: If rocker arm shafts are not loosened gradually, shafts may be bent or damaged. Remove lower intake manifold. See INTAKE MANIFOLDS . Note original location of push rods and lifters during removal for installation reference. Gradually loosen rocker shaft and remove rocker shaft. Remove push rods and lifters. 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

Lubricate lifter and cylinder block bore with Oil Conditioner (D9AZ-19579-D) or heavy engine oil. Install lifter in original location, with alignment tab in locating groove of bore. See Fig. 6 . Ensure lifters slide freely in bore. Helpmelearn February-12-08 6:24:43 PM

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1997 Ford Explorer 1996-97 ENGINES 4.0L V6 - VIN X

To complete installation, reverse removal procedure. Tighten nuts and bolts to specification. See TORQUE SPECIFICATIONS table.

Fig. 6: Installing Hydraulic Lifters Courtesy of FORD MOTOR CO. CMP SYNCHRONIZER CAUTION: Special tool and procedure are required to properly install camshaft position sensor synchronizer. Failure to do so during installation will cause fuel injection to be out of time and may cause engine damage. For removal and installation procedures, see: 1996 Explorer REMOVE/INSTALL/OVERHAUL - 4.0L article in ENGINE PERFORMANCE 1997 Explorer & Mountaineer REMOVE/INSTALL/OVERHAUL - 4.0L article in ENGINE PERFORMANCE 1996 Ranger Helpmelearn February-12-08 6:24:43 PM

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1997 Ford Explorer 1996-97 ENGINES 4.0L V6 - VIN X

REMOVE/INSTALL/OVERHAUL - 4.0L article in ENGINE PERFORMANCE 1997 Ranger REMOVE/INSTALL/OVERHAUL - 4.0L article in ENGINE PERFORMANCE CAMSHAFT NOTE:

It is necessary to remove oil pan to properly reseal timing chain cover. It is necessary to remove engine to remove oil pan.

Removal

Disconnect negative battery cable. Remove radiator. Remove oil pump. See OIL PUMP . Remove camshaft position sensor and camshaft position sensor synchronizer. See CMP SYNCHRONIZER . Remove lifters. See VALVE LIFTERS . Remove timing chain. See TIMING CHAIN . Remove camshaft thrust plate. Remove camshaft. 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-D). Install camshaft carefully to prevent damaging bearings and journal surfaces. Install thrust plate so it covers main oil gallery. See Fig. 5 . 2. Ensure camshaft end play is within specification. See CAMSHAFT table under ENGINE SPECIFICATIONS. To complete installation, reverse removal procedure. Tighten nuts and bolts to specification. See TORQUE SPECIFICATIONS table. Ensure CMP synchronizer is installed and adjusted properly. See CMP SYNCHRONIZER . Fill and bleed cooling system. See COOLING SYSTEM BLEEDING . CRANKSHAFT REAR OIL SEAL Removal & Installation

1. Rear main bearing oil seal is a one-piece seal. Remove transmission. See appropriate TRANSMISSION REMOVAL & INSTALLATION article in TRANSMISSION SERVICING. 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 (T95T-6701-A), install seal into position until seal is firmly seated. To complete installation, reverse removal procedure. Tighten nuts and bolts to specification. See TORQUE SPECIFICATIONS table. Helpmelearn February-12-08 6:24:43 PM

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1997 Ford Explorer 1996-97 ENGINES 4.0L V6 - VIN X

RADIATOR Removal & Installation (Explorer; 1996)

WARNING: Do not stand near or in line with engine cooling fan blade when revving engine. 1. Drain the cooling system by removing the radiator cap and attaching a 3/8" (9.5mm) inside diameter hose to the draincock nipple, located at the lower rear corner of the radiator tank. Then, open the radiator draincock and allow the coolant to flow through the hose into a suitable container. 2. Disconnect crankcase ventilation hose from air cleaner outlet tube. Disconnect Mass Airflow (MAF) sensor electrical connector. Disconnect Intake Air Temperature (IAT) sensor electrical connector. 3. Loosen the air cleaner outlet tube-to-throttle body clamp. Carefully lift the engine air cleaner and remove the engine air cleaner and the air cleaner outlet tube together as an assembly. 4. Release tension from the clamp and slide the radiator overflow hose away from the end of the radiator coolant outlet tube. Use Fan Clutch Wrench (T96T-6312-A) and Fan Hub Wrench (T96T-6312-B) to loosen and remove the fan clutch from the water pump pulley. 5. Remove the two fan shroud bolts. Remove the fan shroud along with the fan blade and fan clutch. Loosen the upper and lower radiator hose clamps and position out of the way. Twist and remove the upper and lower radiator hoses from the radiator connectors. 6. Disconnect the two transmission cooling lines. Remove the transmission cooler lines bracket bolt. See Fig. 7 . Remove the 2 radiator-to-support bolts. Remove the radiator-to-condenser bolt located on left side of radiator. Unclip the A/C condenser core retainer from the right side of the radiator. 7. Separate the radiator from the A/C condenser core and remove the radiator. See Fig. 8 . Check the radiator hoses and replace if needed. Remove the lower radiator support rubber insulators. Inspect the rubber insulators and replace if needed. 8. To install, reverse removal procedure. Confirm that the A/C condenser core is fully secured to the radiator. Tighten bolts and nuts to specification. See TORQUE SPECIFICATIONS . Fill and bleed cooling system. See COOLING SYSTEM BLEEDING . Operate the engine for several minutes and check all connections for leaks.

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Fig. 7: Locating Transmission Cooler Lines Bracket Bolt Courtesy of FORD MOTOR CO.

Helpmelearn February-12-08 6:24:43 PM

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1997 Ford Explorer 1996-97 ENGINES 4.0L V6 - VIN X

Fig. 8: Separating Radiator From A/C Condenser Core Courtesy of FORD MOTOR CO. Removal (Explorer; 1997)

WARNING: Do not stand near or in line with engine cooling fan blade when revving engine. Helpmelearn February-12-08 6:24:43 PM

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1997 Ford Explorer 1996-97 ENGINES 4.0L V6 - VIN X

1. Drain the cooling system by removing the radiator cap and attaching a 9.5 mm (3/8 inch) inside diameter hose to the draincock nipple, located at the lower rear corner of the radiator tank. See Fig. 9 . Then, open the radiator draincock and allow the coolant to flow through the hose into a suitable container. 2. Loosen hose clamps at throttle body and engine air cleaner assembly. Remove air cleaner outlet tube and position aside. Remove radiator overflow hose from the radiator, disconnect two hose locators at top of radiator and position hose aside. 3. Remove two fans shroud bolts. Lift the fan shroud out of the lower retaining clips and position it on the fan blade. Position upper and lower radiator hose clamps, remove hose from radiator and position it on the fan blade. 4. Disconnect the two transmission cooling lines from the oil cooler fittings on the radiator, install protective caps over lines and position aside. Remove two upper radiator bolts. 5. Tilt the radiator back (rearward) approximately 1" (25 mm) and lift directly upward, clear of the radiator support bracket and the fan blade. Installation

1. Position the radiator into engine compartments, make sure that mountings on both tanks are inserted into radiator support brackets. Install radiator retaining bolts. Tighten to specification. See TORQUE SPECIFICATIONS . 2. Remove protective caps from cooler lines. Connect the two transmission cooling lines at the oil cooler fittings on radiator. Tighten to specification. Install upper radiator hose and position hose clamp. Tighten to specification. Install lower radiator hose and position hose clamp. Tighten to specification. 3. Position fan shroud in lower retaining clips and install upper bolts. Tighten to specification. Position radiator overflow hose, connect to radiator and locators. 4. Position air cleaner outlet tube to throttle body and air cleaner assembly. Tighten to specification. Fill and bleed the cooling system. See COOLING SYSTEM BLEEDING . Operate the engine for several minutes and check all connections for leaks.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 ENGINES 4.0L V6 - VIN X

Fig. 9: Removing/Installing Radiator (1996 Explorer) Courtesy of FORD MOTOR CO. WATER PUMP Removal

CAUTION: Fan clutch nut has left-hand threads. Remove nut by turning it clockwise as viewed from front of engine. Helpmelearn February-12-08 6:24:43 PM

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1997 Ford Explorer 1996-97 ENGINES 4.0L V6 - VIN X

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. 10 . 2. Remove accessory drive belt. Remove power steering pump with bracket and A/C compressor (if equipped), and position aside. Remove generator bracket with generator, and position aside. Remove accessory drive belt tensioner. Remove water pump pulley. Remove water pump retaining bolts. Remove water pump and 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. Tighten nuts and bolts to specification. See TORQUE SPECIFICATIONS table. Fill and bleed cooling system. See COOLING SYSTEM BLEEDING .

Fig. 10: Removing Fan Clutch Courtesy of FORD MOTOR CO. OIL PAN

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 ENGINES 4.0L V6 - VIN X

NOTE:

It is necessary to remove oil pan to properly reseal timing chain cover. It is necessary to remove engine to remove 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 engines. 2. Install oil pan retaining bolts/nuts and tighten to specification. See TORQUE SPECIFICATIONS table. Position a straightedge along rear of engine block so it extends over one of the oil pan spacer mounting pads. See Fig. 11 . CAUTION: Oil pan spacers must be installed before bolting engine to transmission. 3. Using a feeler gauge, measure gap between mounting pad and straightedge. Repeat procedure for other mounting pad. Determine spacer thickness from measured clearance. To complete installation, reverse removal procedure. Fill or top off all fluids. Start engine and check for leaks.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 ENGINES 4.0L V6 - VIN X

Fig. 11: Measuring Oil Pan Spacer Clearance Courtesy of FORD MOTOR CO.

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

CAUTION: DO NOT install valve spring spacers unless necessary. Using more spacers than required can result in spring breakage or worn camshaft lobes. Helpmelearn February-12-08 6:24:43 PM

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1997 Ford Explorer 1996-97 ENGINES 4.0L V6 - VIN X

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 shim can be installed between cylinder head and valve spring to obtain correct height. See VALVES & VALVE SPRINGS table under ENGINE SPECIFICATIONS. 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. 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

CAUTION: Always grind valve seat after valve guide has been reamed or service bushing has been installed. 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). 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. Grind valve face to 44Â° angle. 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 CAUTION: Beginning 5/13/96, all connecting rod assemblies were redesigned using Helpmelearn February-12-08 6:24:43 PM

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torque-to-yield fasteners. Whenever servicing, it must be determined which assembly is used. See Fig. 12 . Assemblies 7AC or 7AE are torqueto-yield. Assemblies with 7AD are not torque-to-yield. If replacement of a 7AD rod assembly is necessary, all 6 rod assemblies MUST be replaced. 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. 13 . 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. 14 .

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Fig. 12: Identifying Rod Assembly Courtesy of FORD MOTOR CO.

Fig. 13: Positioning Piston & Rod Assembly Courtesy of FORD MOTOR CO.

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Fig. 14: Positioning Piston Ring End Gaps Courtesy of FORD MOTOR CO. Rod Bearings

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1997 Ford Explorer 1996-97 ENGINES 4.0L V6 - VIN X

Excess Bearing Clearance In. (mm) .0-.0005 (.0-.013)

Use Upper Bearing In. (mm) .001 (.025)

Use Lower Bearing In. (mm) (2)

.0005-0010 (.013-.025) .001 (.025) .001 (.025) .0010-.0015 (.025-.039) .002 (.050) .001 (.025) .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. SeeCRANKSHAFT, 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 TORQUE SPECIFICATIONS table. 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. See CRANKSHAFT, MAIN & CONNECTING ROD BEARINGS table under ENGINE SPECIFICATIONS. Cylinder Block

CAUTION: DO NOT machine more than .010" (.25 mm) of material from original cylinder-to-block head surface. 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. 2. Install all main bearing caps and tighten to specification before honing cylinder bore. See TORQUE SPECIFICATIONS table. 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.

ENGINE OILING Helpmelearn February-12-08 6:24:43 PM

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ENGINE LUBRICATION 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. 15 . 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. 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.

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Fig. 15: Cross-Sectional View Of Engine Oiling Circuit Courtesy of FORD MOTOR CO. OIL PUMP Removal & Disassembly

Remove oil pan. See OIL PAN under REMOVAL & INSTALLATION. 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

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Inspect components for damage. Measure rotor end play and outer rotor-to-housing clearance. Measure relief valve-to-bore clearance and relief valve spring tension. Replace oil pump assembly if measurements are not within specifications. See OIL PUMP SPECIFICATIONS table. NOTE:

Oil pump is serviced as an assembly only. Replace assembly if measurements are not within specifications. See OIL PUMP SPECIFICATIONS table.

OIL PUMP SPECIFICATIONS Application Outer Rotor-To-Housing Clearance Rotor End Play Shaft-To-Housing Clearance Relief Valve Spring Tension

Specification In. (mm) .006-.020 (.02-.51) .0014-.0044 (.036-.112) .0015-.0030 (.038-.076) (1)

Relief Valve-To-Bore Clearance (1) Spring tension is 13.6-14.7 lbs. @ 1.39" (6.2-6.7 kg @ 35 mm).

.0015-.0030 (.038-.076)

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. 16 . 3. Position NEW gasket in place and install oil pump. To complete installation, reverse removal procedure. Tighten bolts to specification. See TORQUE SPECIFICATIONS table.

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Fig. 16: Installing Oil Pump Courtesy of FORD MOTOR CO.

TORQUE SPECIFICATIONS TORQUE SPECIFICATIONS Application Bellhousing-To-Engine Bolt Camshaft Position Synchronizer Hold-Down Bolt Camshaft Sprocket Bolt Connecting Rod Nut 7AD 7AC & AE

Ft. Lbs. (N.m) 28-38 (38-51) 14-22 (19-30) 44-50 (60-68) 18-24 (25-32)

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Step 1 Step 2

15 (20) Additional 85-95 Degrees

Crankshaft Damper-To-Crankshaft Bolt (1) Step 1 Step 2

30-37 (40-50) Additional 80-90 Degrees

Cylinder Head Bolt (1)(2) Step 1 Step 2 Step 3 Engine Mount-To-Crossmember Nut Engine Mount-To-Engine Bolt Exhaust Manifold Bolt

22-26 (30-35) 52-56 (70-76) Additional 90 Degrees 72-97 (98-131) 44-59 (60-80) 20 (27) 30-100 (40-135)

Fan Clutch (3) Fan Clutch-To-Water Pump Pulley Bolts/Nut (Explorer) Flexplate-To-Torque Converter Bolt Flywheel-To-Crankshaft Bolt Step 1 Step 2

34-46 (46-63) 22-30 (30-41) 9-11 (12-15) 50-55 (68-75)

Lower Intake Manifold Bolts/Nuts (4) Step 1

(5)

Step 2 Step 3 Main Bearing Cap Bolt Oil Level Sensor Oil Pump Retaining Bolt Power Steering Bracket Bolt Rocker Arm Assembly Bolt (6) Starter Bolt Timing Chain Cover Bolt Transmission Cooler Line Fitting-To-Radiator (1996 Explorer) Transmission Cooler Line Fitting-To-Radiator (1997 Explorer) Transmission Cooler Line Nut-To-Fitting On Radiator (1996 Explorer) Transmission Cooler Tube Support Bracket Screw (1996 Explorer) Transmission Crossmember Bolt Upper Intake Manifold Bolt Water Pump Pulley Air Cleaner Outlet Tube Clamps (1997 Explorer) Air Cleaner Outlet Tube-To-Throttle Body Clamp (1996 Explorer)

11 (15) 16 (22) 66-77 (90-104) 13-20 (17-27) 13-15 (17-21) 30-40 (41-54) 46-52 (62-70) 15-20 (20-27) 13-15 (17-21) 23-25 (31-35) 17-22 (20-30) 17-22 (22-30) 13-16 (17-23) 65-87 (88-118) 15-18 (20-25) 17-20 (23-27) INCH Lbs. (N.m) 28-31 (3.1-4.3) 18-27 (2-3)

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1997 Ford Explorer 1996-97 ENGINES 4.0L V6 - VIN X

Camshaft Position Sensor Screws Camshaft Thrust Plate Bolt Fan Shroud Bolts (Explorer) Oil Pan Bolt/Nut Oil Pan-To-Transmission Bolt Radiator Hose Clamps Radiator-To-A/C Condenser Bolt (1996 Explorer) Radiator-To-Radiator Support Bolts (Explorer) Valve Cover Bolt Water Pump Bolt (1) DO NOT reuse bolts. (2)

Tighten in sequence. See Fig. 3 .

(3)

Left-hand thread.

(4)

Tighten in sequence. See Fig. 2 .

(5)

Tighten to 71 INCH lbs. (8 N.m).

(6)

Tighten bolts evenly, 2 turns at a time.

25-30 (2.5-3.5) 80-115 (9-13) 53-71 (6-8) 62-89 (7-10) 62-89 (7-10) 26 (3) 53-71 (6-8) 53-71 (6-8) 54-71 (6-8) 71-108 (8-12)

ENGINE SPECIFICATIONS GENERAL SPECIFICATIONS Application Displacement Bore Stroke Compression Ratio Fuel System Horsepower @ RPM Torque Ft. Lbs. @ RPM Except Ranger Ranger

Specification 245 Cu. In. (4.0L) 3.94" (100 mm) 3.31" (84 mm) 9.0:1 SFI 160 @ 4200 225 @ 2800 220 @ 3000

CRANKSHAFT, MAIN & CONNECTING ROD BEARINGS Application Crankshaft End Play Standard Service Limit Main Bearings Journal Diameter

In. (mm)

.0020-.0125 (.05-.32) .0125 (.32) 2.2433-2.2441 (56.980-57.000)

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Journal Out-Of-Round Journal Taper

.0006 (.015) (1)

Journal Runout (Max.) Oil Clearance Desired Allowable Connecting Rod Bearings Journal Diameter Journal Out-Of-Round Journal Taper

.0006 (.015) .002 (.05)

.0008-.0015 (.020-.038) .0005-.0022 (.013-.055) 2.1252-2.1260 (53.980-54.000) .0003 (.008) (1)

Oil Clearance Desired Allowable (1) Specification listed is per 1" (25.4 mm).

.0003 (.008)

.0003-.0024 (.008-.061) .0005-.0022 (.013-.056)

CONNECTING RODS Application Bore Diameter Pin Bore Crankpin Bore Center-To-Center Length

In. (mm) .9217-.9236 (23.411-23.459) 2.2370-2.2378 (56.820-56.840) 5.7467-5.7494 (145.966-146.035) .0005 (.013)

Maximum Bend (1)

.0015 (.038) Maximum Twist (1) Side Play Standard .0036-.0106 (.091-.269) Service Limit .014 (.36) (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 Application Pistons Clearance Diameter

In. (mm) .0008-.0019 (.020-.048) (1)

Pin Bore Diameter Pins Diameter Red Pin Blue Pin

3.9524-3.9531 (100.390-100.409) .9450-.9452 (24.003-24.008)

.9446-.9448 (23.993-23.998) .9448-.9449 (23.998-24.000)

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Length Piston Fit Rod Fit Rings No. 1 & 2 End Gap Side Clearance No. 3 (Oil) End Gap (Steel Rail) Side Clearance (1) Measure at piston pin bore, 90 degrees to pin.

2.84-2.87 (72.1-72.9) .0003-.0006 (.008-.015) Press Fit

.015-.023 (.38-.58) .0020-.0033 (.051-.084) .015-.055 (.38-1.40) Snug Fit

CYLINDER BLOCK Application Cylinder Bore Standard Diameter Maximum Taper Maximum Out-Of-Round Standard Service Limit Maximum Deck Warpage (1)

In. (mm) 3.9527-3.9543 (100.398-100.439) .010 (.25) .0015 (.038) .005 (.13) (1)

.003" (.08mm) within a 6" (152 mm) area or .006" (.15 mm) overall.

VALVES & VALVE SPRINGS Application Face Angle Face Runout Head Diameter Intake Exhaust Stem Diameter Intake Exhaust Valve Margin Valve Springs Free Length Installed Height Out-Of-Square

Specification 44° .002" (.051 mm) 1.71" (43.5 mm) 1.36" (34.5 mm) .3159-.3167" (8.024-8.044 mm) .3149-.3156" (8.998-8.016 mm) .031" (.79 mm) 1.91" (48.5 mm) 1.58-1.61" (40.1-40.9 mm) .078" (1.98 mm) Lbs. @ In. (kg @ mm)

Pressure Helpmelearn February-12-08 6:24:44 PM

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1997 Ford Explorer 1996-97 ENGINES 4.0L V6 - VIN X

Closed Open

60-68 @ 1.59 (27-31 @ 37.8) 138-149 @ 1.22 (63-68 @ 31.0)

CYLINDER HEAD Application

Specification .003" (.08 mm)

Warpage (1)

Maximum Valve Seats Seat Angle 45° Seat Width .060-.079" (1.52-2.00 mm) Maximum Seat Runout .0015" (.038 mm) Valve Guides Valve Guide Bore I.D. .3174-.3184" (8.062-8.087 mm) Valve Stem-To-Guide Oil Clearance Intake .0008-.0025" (.020-.064 mm) Exhaust .0018-.0035" (.046-.089 mm) (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 Application Camshaft Bearing I.D. No. 1 No. 2 No. 3 No. 4 End Play Journal Runout Lobe Lift Wear Limit Oil Clearance Standard Service Limit Valve Lift

In. (mm) 1.951-1.952 (49.56-49.58) 1.937-1.938 (49.20-49.23) 1.922-1.923 (48.82-48.84) 1.907-1.908 (48.44-48.46) .002-.013 (.051-.318) .005 (.13) .005 (.13) .0010-.0026 (.025-.066) .006 (.15) .4024 (10.220)

VALVE LIFTERS Application Lifter Diameter Oil Clearance Standard Service Limit

In. (mm) .8742-.8755 (22.205-22.238) .0005-.0022 (.013-.056) .005 (.13)

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1997 Ford Explorer 1997-2001 ENGINES 4.0L V6 - VIN E

1997-2001 ENGINES 4.0L V6 - VIN E

ENGINE IDENTIFICATION NOTE:

This article contains latest information from manufacturer and covers back to year 1997.

Engine is identified by eighth character of Vehicle Identification Number (VIN). See ENGINE IDENTIFICATION CODES table. VIN is stamped on a metal tag, and is visible through windshield on driver's side. VIN is also located on Safety Compliance Certification Label on edge of driver's door. ENGINE IDENTIFICATION CODES Engine 4.0L SOHC SFI

Code E

ADJUSTMENTS VALVE CLEARANCE CHECK NOTE:

Hydraulic valve adjusters are used. No adjustment is necessary.

CAMSHAFT TIMING CAUTION: Camshafts must be re-timed when either camshaft is disturbed. To avoid any mechanical failures, timing procedure must be performed as stated. NOTE:

Procedures in Step 1) may already have been completed if sent here from a another procedure.

1. Remove valve covers. See VALVE COVERS . Remove lower intake manifold. See REMOVAL & INSTALLATION (LOWER INTAKE MANIFOLD) under INTAKE MANIFOLDS. Remove fuel supply manifold. See Fig. 27 . Remove accessory drive belt. Remove thermostat housing. See THERMOSTAT HOUSING . Remove camshaft roller followers. See CAMSHAFT ROLLER FOLLOWERS . 2. While observing timing mark on damper, turn crankshaft clockwise to position number one cylinder at TDC and install Crankshaft Holding Tool (T97T-6303-A) to hold crankshaft in position. This will prepare the engine for cam timing. See Fig. 34 . Install Camshaft Gear Holding Tool (T97T-6256-B) and Adapter (T97T-6256-A) onto right camshaft sprocket and tighten top 2 clamp bolts of Camshaft Gear Holding Tool (T97T-6256-B) to 89 INCH lbs. (10 N.m). See Fig. 36 . CAUTION: Right camshaft sprocket bolt is a LEFT-HAND threaded bolt. Helpmelearn February-12-08 6:26:29 6:26:22 PM

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1997 Ford Explorer 1997-2001 ENGINES 4.0L V6 - VIN E

3. Using Camshaft Gear Removal Tool (T97T-6256-F), loosen right camshaft sprocket bolt. Loosen top bolts of Camshaft Gear Holding Tool (T97T-6256-B). See Fig. 1 .

Fig. 1: Using Camshaft Gear Removal & Holding Tool Adapter Courtesy of FORD MOTOR CO. NOTE:

Camshaft timing slots are off-center.

4. Position the camshaft timing slots below centerline of camshaft to allow proper installation of Camshaft Holding Tool (T97T-6256-C) and Adapter (T97T-6256-0) onto the cylinder head. Then, install both tools onto cylinder head. See Fig. 2 . 5. Raise and support vehicle. Remove right wheel and tire. Remove lower splash shield. Remove right camshaft tensioner and install Timing Chain Tensioner Tool (T97T-6K254-A). See Fig. 3 . Remove vehicle supports and lower vehicle. CAUTION: Right camshaft sprocket bolt is a LEFT-HAND threaded bolt.

NOTE:

If Camshaft Gear Removal Tool (T97T-6256-F) is being used with torque wrench, keep torque wrench IN-LINE with tool and tighten camshaft sprocket to 45 ft. lbs. (61 N.m). This tool will amplify the torque. Otherwise, tighten camshaft sprocket to 63 ft. lbs. (85 N.m).

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1997 Ford Explorer 1997-2001 ENGINES 4.0L V6 - VIN E

Fig. 2: Camshaft Holding Tool & Adapter Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1997-2001 ENGINES 4.0L V6 - VIN E

Fig. 3: Removing/Installing Hydraulic Chain Tensioner Or Tensioner Tool Courtesy of FORD MOTOR CO. 6. Tighten top 2 clamp bolts on Camshaft Gear Holding Tool (T97T-6256-B) to 89 INCH lbs. (10 N.m). Then, tighten camshaft sprocket bolt to 63 ft. lbs. (85 N.m). See Fig. 1 . 7. Raise and support the vehicle. Remove Timing Chain Tensioner Tool (T97T-6K254-A) and install right camshaft tensioner with a NEW washer. Tighten to 32 ft. lbs. (44 N.m). Install lower splash shield, wheel and tire and tighten lug nuts to 100 ft. lbs. (135 N.m) in a star pattern. Remove vehicle supports and lower vehicle. Remove all special tools from the cylinder head. NOTE:

Leave top 2 clamp bolts loose on Camshaft Gear Holding Tool (T97T-6256B).

8. Install Camshaft Gear Holding Tool (T97T-6256-B) and Adapter (T97T-6256-A) onto left camshaft sprocket. See Fig. 36 . CAUTION: It is important that tool be installed correctly. If not, engine may run badly, with one cam being off by 180 degrees. NOTE:

Camshaft timing slots are off center.

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9. Position camshaft timing slots below centerline of camshaft to allow proper installation of Camshaft Holding Tool (T97T-6256-C) and Adapter (T97T-6256-D) onto rear of left cylinder head. Then, install both tools onto cylinder head. See Fig. 2 . 10. Remove left camshaft tensioner and install Timing Chain Tensioner Tool (T97T-6K254-A). See Fig. 4 . Tighten top 2 clamp bolts on Camshaft Gear Holding Tool (T97T-6256-B) to 89 INCH lbs. (10 N.m). Then, tighten camshaft sprocket bolt to 63 ft. lbs. (85 N.m). See Fig. 5 .

Fig. 4: Installing Timing Chain Tensioner Tool Courtesy of FORD MOTOR CO.

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Fig. 5: Installing Clamp Bolts On Camshaft Gear Holding Tool Courtesy of FORD MOTOR CO. 11. Remove Timing Chain Tensioner Tool (T97T-6K254-A) and install left camshaft tensioner with a NEW washer and tighten to 32 ft. lbs. (44 N.m). Remove all special tools from cylinder head. Remove Crankshaft Holding Tool (T97T-6303-A) from crankshaft. Install accessory bracket. Tighten 4 bolts to 31 ft. lbs. (42 N.m). NOTE:

If camshaft cassettes were replaced, install accessory bracket at this time and tighten nut to specification. See TORQUE SPECIFICATIONS .

12. Install radiator. Install the engine coolant temperature sensor and tighten to 11 ft. lbs. (15 N.m). Connect engine coolant temperature connector. Install camshaft roller followers. See CAMSHAFT ROLLER FOLLOWERS . To complete installation, reverse removal procedure.

TROUBLE SHOOTING To diagnose timing chain noise, see OWNER NOTIFICATION PROGRAM 01M01 CAM CHAIN TSB. To trouble shoot engine mechanical components, see ENGINE MECHANICAL in BASIC TROUBLE SHOOTING article in GENERAL INFORMATION.

NOTE:

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PROCEDURES article in GENERAL INFORMATION before disconnecting battery. NOTE:

For reassembly reference, label all harness connectors, vacuum hoses and fuel lines before removal. Also place mating marks on engine hood before removal.

FUEL PRESSURE RELEASE WARNING: Open manual valve slowly to relieve system pressure.

Disconnect negative battery cable. Remove Schrader valve cap and attach EFI/CFI fuel pressure gauge. See Fig. 6 . This may drain fuel from system, if so, place fuel in a suitable container. Open manual valve on EFI/CFI fuel pressure gauge and relieve fuel pressure.

Fig. 6: Identifying Fuel System Schrader Valve Courtesy of FORD MOTOR CO. MOTOR MOUNTS (EXPLORER) Removal & Installation Helpmelearn February-12-08 6:26:22 PM

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WARNING: On 4WD vehicles, secure the axle to the jack with a safety strap. Failure to follow these instructions can result in personal injury. CAUTION: On 4WD vehicles, any time bolts, washers, spacers or nuts are loosened in the differential support for any reason, install new components to prevent damage. NOTE:

Special tools are required for this procedure. See Fig. 7 .

1. Disconnect the battery ground cable. Remove the fan shroud. Remove the left motor mount nuts. Remove the bolt and install the Lifting Eye. See Fig. 8 . 2. Remove the right motor mount nuts. Remove the bolt and install the Lifting Eye. See Fig. 9 . Remove the radiator mounting bolts. See Fig. 10 . 3. Install the three bar support equipment. See Fig. 11 . The weight of the engine should be fully supported by the three bar support. Remove the front wheel and tire assemblies. If equipped, remove the pin-type retainers and the corresponding inner fender well splash shield(s). See Fig. 12 . 4. On 4WD, disconnect the vent hose from the differential housing vent tube. Secure the axle housing to a suitable lift. See Fig. 13 . Remove and discard the differential support bolts. See Fig. 14 . Lower the axle housing approximately 1" (25 mm). It is not necessary to remove driveshaft. 5. On all models, remove the left lower motor mount nut and washer. See Fig. 15 . If equipped, remove the wire harness bracket from the left upper motor mount bracket. Remove the three bolts and the left upper motor mount bracket and the motor mount. See Fig. 16 . 6. Remove the right lower motor mount nut and washer. Remove the bolts and the right upper motor mount bracket and the motor mount. To install, reverse the removal procedure. Remove the jack after the front differential retainers have been installed to provide clearance for torque access. Tighten bolts and nuts to specification. See TORQUE SPECIFICATIONS .

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1997 Ford Explorer 1997-2001 ENGINES 4.0L V6 - VIN E

Fig. 7: Identifying Special Tools To Support Engine Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 6:26:22 PM

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Fig. 8: Installing Left Side Lifting Eye Courtesy of FORD MOTOR CO.

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Fig. 9: Installing Right Side Lifting Eye Courtesy of FORD MOTOR CO.

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Fig. 10: Identifying Radiator Mounting Bolt (Right side Shown; Left Side is Similar) Courtesy of FORD MOTOR CO.

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Fig. 11: Supporting Engine Courtesy of FORD MOTOR CO.

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Fig. 12: Identifying Inner Fender Splash Shield Retainers Courtesy of FORD MOTOR CO.

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Fig. 13: Securing Front Axle Housing Courtesy of FORD MOTOR CO.

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Fig. 14: Locating Front Differential Support Bolts Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 6:26:23 PM

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Fig. 15: Locating Lower Motor Mount Nut (Left Side Shown; Right Side Is Similar) Courtesy of FORD MOTOR CO.

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Fig. 16: Locating Upper Motor Mount Bracket Bolts (Left Side Shown; Right Side Is Similar) Courtesy of FORD MOTOR CO. ENGINE NOTE:

Engine removal procedure is for engine only, without transmission attached. WARNING: Disable air bag system before removing or disconnecting components. To disable air bag system, see appropriate AIR BAG RESTRAINT SYSTEMS article in RESTRAINTS.

Removal & Installation

1. Disconnect negative battery cable. Mark position of hood for proper installation. Remove hood. On vehicles equipped with A/C, recover air conditioning system. Drain cooling system into proper container. Relieve fuel pressure. See FUEL PRESSURE RELEASE . Remove engine air cleaner outlet tube. 2. Remove radiator, fan blade and fan shroud. Remove upper intake manifold. See INTAKE MANIFOLDS . Disconnect engine harness connector. Disconnect Powertrain Control Module (PCM) ground wire. Disconnect powertrain control module (PCM) harness connector. Disconnect engine ground wire. 3. On A/C equipped vehicles, disconnect A/C high pressure switch harness connector. Remove A/C compressor manifold bolt and position A/C lines aside. Disconnect 2 heater hoses. Disconnect fuel lines. See Fig. 17 or Fig. 18 . Raise and support vehicle. Remove starter. Helpmelearn February-12-08 6:26:23 PM

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4. Remove oil drain plug and drain oil into proper container. Install oil drain plug. Remove 2 left side exhaust manifold to exhaust pipe bolts. Remove 2 right side exhaust manifold to exhaust pipe bolts. Disconnect transmission electrical harness connector. Disconnect right and left heated exhaust gas oxygen (HEGO) sensor harness connectors. Remove transmission cooling line bracket bolt and position it aside. 5. Remove A/C line bracket nut and position it aside. Remove power steering cooler return hose. See Fig. 19 . Remove power steering pressure line. See Fig. 20 . Disconnect Vapor Management Valve (VMV) hose connector. See Fig. 21 . 6. Remove transmission-to-engine bolts. Lower vehicle. Remove 2 right side motor mount nuts. Remove 2 left side motor mount nuts. Use floor crane to raise and remove engine. To install, reverse removal procedure. Tighten all fasteners to specification. See TORQUE SPECIFICATIONS . Check and top off all engine fluids.

Fig. 17: Disconnecting 3/8" Fuel Lines Courtesy of FORD MOTOR CO.

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Fig. 18: Disconnecting 1/2" Fuel Lines Courtesy of FORD MOTOR CO.

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Fig. 19: Removing Power Steering Cooler Return Hose Courtesy of FORD MOTOR CO.

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Fig. 20: Removing Power Steering Pressure Line Courtesy of FORD MOTOR CO.

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Fig. 21: Disconnecting Vapor Management Valve Hose Connector Courtesy of FORD MOTOR CO. INTAKE MANIFOLDS Removal & Installation (Upper Intake Manifold)

1. Disconnect negative battery cable. Remove 4 bolts and accelerator control splash shield. Remove accelerator and speed control cables. Pull up on speed control cable to remove. Rotate throttle body cam and remove accelerator cable end from cam. Remove screws and accelerator and speed control cable. Remove air cleaner outlet tube. 2. Disconnect right side upper intake manifold vacuum connection. Disconnect Idle Air Control (IAC) valve harness connector. Disconnect Throttle Position Sensor (TPS) harness connector. Disconnect Engine Vacuum Regulator (EVR) and Variable Induction System (VIS) solenoid harness connectors. Disconnect Positive Crankcase Ventilation (PCV) vacuum hose. 3. Disconnect Intake Manifold Tuning Valve (IMTV) vacuum hose. Disconnect power brake booster vacuum line. Remove 8 upper intake manifold bolts. See Fig. 22 . Inspect "O" rings and replace as necessary. Disconnect left side fuel Vapor Management Valve (VMV) hose. See Fig. 23 . Inspect "O" rings and replace as necessary. Disconnect right side VMV hose and remove upper intake manifold. 4. Ensure gasket mating surfaces are clean and flat. Install NEW gasket. Install upper intake manifold. Evenly tighten bolts to specification. See TORQUE SPECIFICATIONS . To complete installation, reverse removal procedure. Helpmelearn February-12-08 6:26:23 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

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Fig. 22: Identifying Upper Intake Manifold Bolts Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1997-2001 ENGINES 4.0L V6 - VIN E

Fig. 23: Disconnecting Fuel Vapor Management Valve Hose (Left Side Shown; Right Side Similar) Courtesy of FORD MOTOR CO. Removal & Installation (Lower Intake Manifold)

1. Remove upper intake manifold. See REMOVAL & INSTALLATION (UPPER INTAKE) MANIFOLD . Remove 12 bolts and remove lower intake manifold. See Fig. 24 . 2. Ensure gasket mating surfaces are clean and flat. Install NEW gasket. Position lower intake manifold and install bolts. Evenly tighten bolts to specification. See TORQUE SPECIFICATIONS . To complete installation, reverse removal procedure.

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Fig. 24: Identifying Lower Intake Manifold Bolts Courtesy of FORD MOTOR CO.

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Fig. 25: Exploded View Of Upper & Lower Intake Manifold Courtesy of FORD MOTOR CO. EXHAUST MANIFOLD Removal & Installation (Left Side)

1. Disconnect negative battery cable. Raise and support vehicle. Remove 2 right side exhaust manifold-toexhaust inlet pipe bolts. Lower vehicle. Remove bolt and oil level indicator tube. Remove 6 exhaust manifold nuts. Remove right side exhaust manifold and gasket. 2. Ensure gasket mating surfaces are clean and flat. Use NEW exhaust manifold gaskets and exhaust manifold nuts. To install, reverse removal procedure. Tighten all fasteners to specification. See TORQUE SPECIFICATIONS . Removal & Installation (Right Side)

1. Disconnect negative battery cable. Raise and support vehicle. Remove 2 left side exhaust manifold-toHelpmelearn February-12-08 6:26:23 PM

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exhaust inlet pipe bolts. Lower vehicle. Disconnect hoses from Differential Pressure Feedback Exhaust Gas Recirculation (DPFEGR) system ports. Disconnect EGR tube from exhaust manifold. 2. Disconnect EGR tube from EGR valve and remove EGR tube. Remove 6 exhaust manifold nuts. Remove left side exhaust manifold and gasket. Ensure gasket mating surfaces are clean and flat. Use NEW exhaust manifold gaskets and nuts. To install, reverse removal procedure. Tighten all fasteners to specification. See TORQUE SPECIFICATIONS . VALVE COVERS Removal & Installation (Left Side)

1. Remove upper intake manifold. See REMOVAL & INSTALLATION (UPPER INTAKE MANIFOLD)INTAKE MANIFOLDS . Disconnect Camshaft Position (CMP) sensor harness connector. Disconnect Differential Pressure Feedback (DPFE) transducer. Disconnect engine harness connector. Push clip and slide harness connector from valve cover. 2. Disconnect radio ignition interference capacitor harness connector. Disconnect coil pack harness connector. Mark placement and disconnect spark plug wires from coil pack. Remove bolts and valve cover. Discard gasket. To install, reverse removal procedure. Torque all fasteners to specification. See TORQUE SPECIFICATIONS . Removal & Installation (Right Side)

1. Remove upper intake manifold. See REMOVAL & INSTALLATION (UPPER INTAKE MANIFOLD) . Drain cooling system into proper container. Remove upper radiator tube bolt. Remove upper radiator hose. Remove 2 heater hose bracket bolts and disconnect transmission dipstick tube. 2. Mark placement and disconnect spark plug wires. Remove bolts and valve cover. Discard gasket. To install, reverse removal procedure. Torque all fasteners to specification. See TORQUE SPECIFICATIONS . CYLINDER HEADS Removal

1. Disconnect negative battery cable. Relieve fuel pressure. See FUEL PRESSURE RELEASE . Remove upper and lower intake manifolds. See INTAKE MANIFOLDS . Drain cooling system into proper container. Remove fan blade and fan shroud. Squeeze top radiator hose clamps and position aside. Remove top radiator tube bolt. Remove upper radiator top. 2. Remove accessory drive belt by rotating drive belt tensioner counterclockwise. Remove accessory drive belt from vehicle. Disconnect generator harness connectors. Remove 3 bolts and generator bracket. Remove bolts and position engine accessory bracket aside. Disconnect Camshaft Position (CMP) sensor harness connector. Disconnect coil pack harness connector. Disconnect radio ignition interference capacitor harness connector. 3. Disconnect engine harness connector. Disconnect harness connector and hoses from Differential Pressure Feedback Exhaust (DPFE) transducer. Disconnect Crankshaft Position (CKP) sensor harness connector. Remove bolt securing wiring harness. Disconnect coolant temperature sender and Engine Coolant Temperature (ECT) sensor harness connectors. Helpmelearn February-12-08 6:26:23 PM

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4. Disconnect fuel injector harness connectors. Position engine wiring harness aside. Remove EGR upper tube nut. Remove EGR valve bracket bolt and remove EGR valve. Remove 2 heater hoses bracket bolts and disconnect transmission dipstick tube. Squeeze upper heater hose clamp and remove upper heater hose. Remove heater control valve bracket bolt. Squeeze lower heater hose clamp and remove lower heater hose. 5. Compress thermostat housing bypass hose clamp and position aside. Remove 3 thermostat housing bolts and remove thermostat housing. Mark placement and disconnect all spark plug wires. Remove 2 fuel line upper bracket bolts. See Fig. 26 . Remove 4 bolts and fuel injection supply manifold. See Fig. 27 . Remove the roller followers. See CAMSHAFT ROLLER FOLLOWERS .

Fig. 26: Fuel Line Upper Bracket Bolts Courtesy of FORD MOTOR CO.

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Fig. 27: Identifying Fuel Injection Supply Manifold Bolts Courtesy of FORD MOTOR CO. 6. Remove fuel injectors. Remove crankcase vent separator spring steel clip and remove separator. See Fig. 28 . Remove bolt and engine oil dipstick housing. Remove exhaust manifolds. See EXHAUST MANIFOLD .

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Fig. 28: Removing Crankcase Vent Separator Courtesy of FORD MOTOR CO. 7. Remove the engine wiring harness bolts and position the wiring harness aside. Remove the engine compartment ground strap. Remove left hydraulic chain tensioner. See Fig. 3 . Remove left camshaft sprocket bolt. Remove the left cassette bolt. See Fig. 30 . WARNING: To avoid breaking the cassette, remove the camshaft sprocket from the chain and cassette to gain clearance to remove cylinder the head. NOTE:

Hold the chain and cassette with a rubber band to aid in removal and prevent the chain from falling into the cylinder block.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997-2001 ENGINES 4.0L V6 - VIN E

Fig. 29: Removing/Installing Left Cassette Retaining Bolt Courtesy of FORD MOTOR CO.

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Fig. 30: Cylinder Head Bolt Removal Sequence (Left Shown; Right Similar) Courtesy of FORD MOTOR CO. 8. Remove the LH camshaft sprocket from the cassette. Remove 8 (12 mm) and 2 (8 mm) bolts in sequence and remove left cylinder head. See Fig. 30 . Discard gasket. CAUTION: Right camshaft sprocket bolt is a left-hand threaded bolt.

CAUTION: To avoid breaking cassette, camshaft sprocket must be removed from chain and cassette to gain clearance when removing cylinder head. 9. Remove right hydraulic chain tensioner by gaining access through right fender well. See Fig. 3 . Use Cam Gear Torque Adapter Tool (T97T-6256-G) to remove right camshaft sprocket bolt. Remove RH camshaft sprocket. Remove the right cassette bolt. NOTE:

Hold the chain and cassette with a rubber band to aid in removal and prevent the chain from falling into the cylinder block.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997-2001 ENGINES 4.0L V6 - VIN E

Fig. 31: Removing/Installing Right Cassette Retaining Bolt Courtesy of FORD MOTOR CO.

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Fig. 32: Supporting Timing Chain Courtesy of FORD MOTOR CO. 10. Remove 8 (12 mm) and 2 (8 mm) bolts in sequence and remove right cylinder head. Discard gasket. Inspection

Inspect cylinder head for cracks and warpage. Resurface if warpage exceeds specification. See CYLINDER HEAD table under ENGINE SPECIFICATIONS. DO NOT machine more than .010" (.25 mm) from original cylinder head thickness. Clean and tap cylinder head bolt holes in cylinder block. Installation

CAUTION: Camshafts must be re-timed when either camshaft is disturbed. See CAMSHAFT TIMING under ADJUSTMENTS. 1. Install a rubber band on right cassette to hold chain to cassette. Position NEW cylinder head gaskets and cylinder heads. Install 8 (12 mm) bolts and 2 (8 mm) bolts in cylinder heads. Tighten bolts in sequence. See Fig. 33 . Use the following procedure to tighten bolts: z Step 1) 12 mm Bolts - Tighten to 26 ft. lbs (35 N.m). z Step 2) 8 mm Bolts - Tighten to 23-25 ft. lbs. (30-34 N.m). Helpmelearn February-12-08 6:26:23 PM

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z z

Step 3) 12 mm Bolts - Tighten an additional 90 degrees. Step 4) 12 mm Bolts - Tighten an additional 90 degrees. CAUTION: DO NOT tighten 8mm bolts tighter than 23-25 ft. lbs. (30-34 N.m).

Fig. 33: Cylinder Head Bolt Tightening Sequence (Left Shown; Right Similar) Courtesy of FORD MOTOR CO. 2. Install right camshaft sprocket in cassette. Camshaft sprocket must turn freely on camshaft, DO NOT tighten bolt. Install right camshaft sprocket bolt. Install right cassette retaining bolt and tighten to 97 INCH lbs (11 N.m). See Fig. 31 . Camshaft sprocket must turn freely on camshaft. DO NOT tighten bolt. 3. Install left camshaft sprocket in cassette. Install left camshaft sprocket bolt. Install left cassette retaining bolt and tighten to 97 INCH lbs (11 N.m). See Fig. 29 . Install Camshaft Chain Tensioner Tool (T97T6K254-A) on left cylinder head. See Fig. 3 . Turn crankshaft clockwise one revolution. CAUTION: Crankshaft Holding Tool (T97T-6303-A) must be installed flush with rear of damper. Crankshaft Holding Tool must firmly contact cylinder block. NOTE:

Camshaft timing slots are off-center and below center-line of camshafts.

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CAUTION: Camshafts must be re-timed when either camshaft is disturbed. See CAMSHAFT TIMING under ADJUSTMENTS.

Fig. 34: Installing Crankshaft Holding Tool Courtesy of FORD MOTOR CO.

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Fig. 35: Camshaft Holding Tool On Cylinder Head Courtesy of FORD MOTOR CO.

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Fig. 36: Camshaft Gear Positioning/Holding Tool On Cylinder Head Courtesy of FORD MOTOR CO. 4. Position crankshaft at Top Dead Center (TDC) of No. 1 cylinder and install Crankshaft Holding Tool (T97T-6303-A). See Fig. 34 . Position camshaft timing slots to properly fit Camshaft Holding Tool (T97T-6256-C) and position tool on left cylinder head. See Fig. 35 . Install Camshaft Gear Positioning/Holding Tool (T97T-6256-B) on left cylinder head. See Fig. 36 . 5. Tighten bolts on Camshaft Gear Positioning/Holding Tool (T97T-6256-B). Tighten left camshaft sprocket bolt to 63 ft. lbs. (85 N.m). Remove Camshaft Chain Tensioner Tool (T97T-6K254-A). Install left hydraulic camshaft tensioner. If using a new washer, tighten to 32 ft. lbs. (44 N.m). If using old washer, tighten to 49 ft. lbs. (67 N.m). Remove Camshaft Gear Positioning/Holding Tool (T97T-6256-B). Remove Camshaft Holding Tool (T97T-6256-C). Remove Crankshaft Holding Tool (T97T-6303-A). CAUTION: Crankshaft Holding Tool (T97T-6303-A) must be installed flush with rear of damper. NOTE:

Camshaft timing slots are off-center and below center-line of camshafts.

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CAUTION: Camshafts must be re-timed when either camshaft is disturbed. See CAMSHAFT TIMING under ADJUSTMENTS. 6. Install Camshaft Chain Tensioner Tool (T97T-6K254-A) on right cylinder head. Gain access to chain tensioner through fender well. Turn crankshaft one revolution. Position crankshaft at Top Dead Center (TDC) of No. 1 cylinder and install Crankshaft Holding Tool (T97T-6303-A). See Fig. 34 . Position camshaft timing slots to properly fit Camshaft Holding Tool (T97T-6256-C) and position tool on right cylinder head. See Fig. 35 . CAUTION: Right hand camshaft sprocket bolt is a LEFT HAND threaded bolt.

7. Tighten bolts on Camshaft Positioning/Holding Tool. Using Camshaft Gear Torque Adapter (T97T-6256G), tighten camshaft sprocket bolt to 63 ft. lbs. (85 N.m). Remove Camshaft Chain Tensioner Tool (T97T-6K254-A). Install right hydraulic camshaft tensioner. If using a new washer, tighten to 32 ft. lbs. (44 N.m). If using old washer, tighten to 49 ft. lbs. (67 N.m). 8. Remove Camshaft Gear Positioning/Holding Tool (T97T-6256-B). Remove Camshaft Holding Tool (T97T-6256-C). Remove Crankshaft Holding Tool (T97T-6303-A). Install the engine compartment ground strap. Install the wiring harness. Install the exhaust manifolds. See EXHAUST MANIFOLD . Position dipstick housing, install retainer bolt and tighten to 22 ft. lbs. (30 N.m). 9. Install crankcase vent separator and spring steel clip. Lubricate fuel injector seals with engine oil and install fuel injectors. Install the roller followers. See CAMSHAFT ROLLER FOLLOWERS . Position fuel injection supply manifold, install 4 bolts and tighten to 19 ft. lbs (26 N.m). See Fig. 27 . Tighten fuel line bracket bolts to 97 INCH lbs. (11 N.m). See Fig. 26 . 10. Install spark plug wires. Position thermostat housing, install bolts and tighten to specification. See TORQUE SPECIFICATIONS . Compress and move thermostat housing bypass hose clamp into position. Install lower heater hose and hose clamp. Install heater valve bracket bolt. Install upper heater hose and hose clamp. Install heater hose bracket bolts and tighten to 29 ft. lbs. (40 N.m). Connect transmission dipstick tube. Position EGR bracket and tighten bolt to 92 INCH lbs. (10 N.m). 11. Connect upper EGR tube and tighten to 34 ft. lbs. (47 N.m). Position engine wiring harness clips onto 2 fuel rail studs. Connect fuel injector harness connectors. Connect water temperature indicator sender and engine coolant temperature (ECT) sensor harness connectors. Connect PCM harness and tighten bolt to 61 INCH lbs. (7 N.m). Connect CKP harness connector. Connect harness connector and hoses to DPFE backpressure transducer. 12. Connect radio ignition interference capacitor harness connector. Connect coil pack harness connector. Connect camshaft indicator (CID) sensor harness connector. Position engine accessory bracket and tighten 4 bolts to 40 ft. lbs. (54 N.m). Position generator bracket and tighten bolts to 40 ft. lbs. (54 N.m). Connect generator harness connectors. Install accessory drive belt. 13. Install upper radiator hose and tube. Install top radiator tube bolt. Install fan blade and shroud. Install lower intake manifold. See INTAKE MANIFOLDS . Fill cooling system. Fill crankcase with engine oil. Test drive vehicle. CRANKSHAFT PULLEY Removal Helpmelearn February-12-08 6:26:24 PM

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1. Disconnect the battery ground cable. Remove the accessory drive belt. Remove the fan blade assembly and the radiator shroud. Remove the crankshaft pulley bolts. CAUTION: This bolt is torque to yield and cannot be reused.

2. Remove the damper bolt. Using Crankshaft Damper Remover (303-101, T74P-6316-A), remove the crankshaft pulley. See Fig. 37 . Installation

1. Using Crankshaft Damper Replacer (303-102, T74P-6316-B), install the crankshaft pulley. See Fig. 38 . 2. Install a new crankshaft pulley bolt. z Tighten the bolt in two stages: z Stage1: Tighten the bolt to 44 lb-ft (60 Nm). z Stage 2: Tighten the bolt an additional 90 degrees. 3. Install the crankshaft pulley bolts. Install the fan blade and the fan shroud. Connect the battery ground cable. Tighten bolts/nuts to specification. See TORQUE SPECIFICATIONS

Fig. 37: Removing Crankshaft Pulley Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 6:26:24 PM

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Fig. 38: Installing Crankshaft Pulley Courtesy of FORD MOTOR CO. CRANKSHAFT FRONT SEAL CAUTION: Crankshaft pulley and vibration damper are balanced together and must be installed in original location. If vibration damper is being replaced, note if original vibration damper contains balance pins. If balance pins are used, install NEW pins in same location on replacement vibration damper. CAUTION: Pulley bolt cannot be reused. Bolt must be replaced.

Removal & Installation

1. Remove crankshaft pulley. See CRANKSHAFT PULLEY . Use seal remover to remove front cover seal. 2. Install front crankshaft seal using Crankshaft Seal Replacer/Cover Aligner (T74P-6316-B and T74PHelpmelearn February-12-08 6:26:24 PM

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6019-A). Install crankshaft pulley. See CRANKSHAFT PULLEY . ENGINE FRONT COVER Removal

1. Disconnect the negative battery cable. Drain the engine coolant. Remove the crankshaft pulley. See CRANKSHAFT PULLEY . Remove the accessory bracket and position aside. See Fig. 39 . 2. Disconnect the generator electrical connectors. Remove the accessory drive belt tensioner. Remove generator mounting bracket and position aside. See Fig. 40 . 3. Disconnect the crankshaft position (CKP) sensor electrical connector. Remove the fuel vapor tube retaining nut and position aside. See Fig. 41 . 4. Remove the water bypass hose. Remove the lower heater water hose. Disconnect the lower radiator hose. On A/C-equipped vehicles, remove the A/C line bracket and position aside. See Fig. 42 . 5. Remove the wiring harness retainer and position aside. See Fig. 43 . Remove the crankshaft front oil seal. See CRANKSHAFT FRONT SEAL . 6. Remove the engine front cover. See Fig. 44 . Installation

1. Clean and inspect the sealing surfaces. Install the front cover gasket. Install the engine front cover. See Fig. 44 . 2. Install the crankshaft front oil seal. See CRANKSHAFT FRONT SEAL . Install the wiring harness retainer. See Fig. 43 . 3. On A/C equipped vehicles, install the A/C line bracket nut. See Fig. 42 . 4. Connect the lower radiator hose. Connect the lower heater water hose. Install the water bypass hose. 5. Position the fuel vapor tube and bracket, and install the nut. See Fig. 41 . Connect the crankshaft position (CKP) sensor electrical connector. 6. Install the generator mounting bracket. See Fig. 40 . Connect the generator electrical connectors. Install the accessory bracket. See Fig. 39 . Install the crankshaft pulley. See CRANKSHAFT PULLEY . 7. Raise and support the vehicle. Drain the engine oil. Fill the engine with Super Premium SAE 5W-30 Motor Oil (XO-5W30-QSP), or equivalent meeting Ford specification 8. Fill the engine with coolant. Connect the negative battery cable. Bleed cooling system. See COOLING SYSTEM BLEEDING .

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

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Fig. 39: Identifying Accessory Bracket Bolts Courtesy of FORD MOTOR CO.

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Fig. 40: Identifying Generator Mounting Bolts Courtesy of FORD MOTOR CO.

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Fig. 41: Identifying Fuel Vapor Retaining Nut Courtesy of FORD MOTOR CO.

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Fig. 42: Identifying A/C Bracket Retaining Nut Courtesy of FORD MOTOR CO.

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Fig. 43: Identifying Wiring Harness Retaining Nut Courtesy of FORD MOTOR CO.

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Fig. 44: Identifying Engine Front Cover (Water Pump Removed For Clarity) Courtesy of FORD MOTOR CO. TIMING CHAIN To diagnose timing chain noise, see OWNER NOTIFICATION PROGRAM 01M01 - CAM CHAIN TSB. For timing chain removal and installation procedures, see CAMSHAFT CASSETTES . CAMSHAFT CASSETTES NOTE:

To diagnose camshaft timing chain noise, see OWNER NOTIFICATION PROGRAM 01M01 - CAM CHAIN TSB.

Removal

1. Remove left and right camshaft roller followers. See CAMSHAFT ROLLER FOLLOWERS . Disconnect and remove engine coolant temperature sensor. Remove radiator. Remove engine front cover. See ENGINE FRONT COVER . Helpmelearn February-12-08 6:26:24 PM

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CAUTION: Camshaft timing must be performed if either camshaft is disturbed. See CAMSHAFT TIMING . NOTE:

The results of the following inspection will be required later in this procedure.

Fig. 45: Viewing Camshaft Cassette Components Courtesy of FORD MOTOR CO.

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Fig. 46: Identifying Camshaft Sprocket Components Courtesy of FORD MOTOR CO. NOTE:

Camshaft must be held in place to loosen sprocket bolt.

2. Inspect left camshaft cassette for damage to plastic inserts of chain guide. Look for any cracks, broken or small pieces that may enter engine lubrication system. See Fig. 45 . If cracks, broken or small pieces are present, this problem is addressed in step 5 under INSTALLATION. Remove left camshaft chain tensioner. See Fig. 46 . 3. Install Camshaft Gear Holding Tool (T97T-6256-8) and Adapter (T97T-6256-A) onto camshaft sprocket. Loosen, but DO NOT remove, camshaft sprocket bolt. See Fig. 46 . Remove special tools and sprocket bolt. Hold crankshaft from turning with Special Tool (303-674), and loosen jackshaft sprocket bolt. See Fig. 46 . 4. Remove primary chain tensioner. See Fig. 47 . Remove primary chain, jackshaft sprocket and crankshaft sprocket. See Fig. 47 .

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Fig. 47: Identifying Primary Chain Tensioner, Chain & Sprocket Courtesy of FORD MOTOR CO. 5. Remove camshaft drive cassette. 1. Remove upper and lower chain guide bolts. 2. Remove sprockets and chain. 3. Lift chain guide up and out of cylinder head. See Fig. 48 . CAUTION: When cleaning sealing surfaces, be sure to cover the opening to oil pan area with clean shop cloths to ensure no gasket material falls into oil pan area.

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Fig. 48: Removing Camshaft Drive Cassette Courtesy of FORD MOTOR CO. 6. Using clean shop cloths, clock all openings that may allow dirt to enter the oil pan. Clean all surfaces. Clean all debris from engine. Remove all shop cloths placed in the engine. Installation

NOTE:

New camshaft cassettes come assembled, but must be disassembled and individual components installed separately.

1. Install the NEW chain guide through cylinder head. See Fig. 49 . Install new chain. Install NEW chain guide bolts. Tighten upper bolt to 106 INCH lbs. (12 N.m) and lower bolt to 14 ft. lbs. (19 N.m). 2. Install the NEW lower chain sprocket on jackshaft and new upper chain sprocket on camshaft. Install, but DO NOT tighten, camshaft sprocket bolt. Install primary chain, crankshaft sprocket, jackshaft sprocket and NEW jackshaft sprocket bolt. Install primary drive chain tensioner. Tighten bolts to 80 INCH lbs. (9 N.m).

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Fig. 49: Installing New Chain Guide Through Cylinder Head Courtesy of FORD MOTOR CO. 3. Hold crankshaft from turning using Special Tool (303-674) and tighten NEW jackshaft sprocket bolt in 2 stages. Stage 1: tighten bolt to 33 ft lbs. (45 N.m). Stage 2: tighten bolt an additional 90 degrees. Helpmelearn February-12-08 6:26:24 PM

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NOTE:

When performing engine front cover installation, omit installing accessory bracket. This will be performed later in the procedure.

4. Install the engine front cover. See ENGINE FRONT COVER . 5. If the cassette was broken into several small pieces, go to OIL PUMP PICKUP TUBE REPLACEMENT . If cassette was not broken into several small pieces, and if engine oil was not previously drained during engine front cover installation, drain engine oil at this time and remove oil filter. Install a NEW oil filter and fill engine with NEW oil. Camshaft timing must be set. Go to CAMSHAFT TIMING . HYDRAULIC TIMING CHAIN TENSIONER Removal & Installation (Left Side)

Remove upper intake manifold. See INTAKE MANIFOLDS . Remove thermostat housing. See THERMOSTAT HOUSING . Remove left camshaft tensioner. If using a new washer, tighten to 32 ft. lbs. (44 N.m). If using old washer, tighten to 49 ft. lbs (67 N.m). To install, reverse removal procedure. Removal & Installation (Right Side)

Remove wheel and tire. Remove lower splash shield. Remove right camshaft tensioner. See Fig. 3 . If using a new washer, tighten to 32 ft. lbs. (44 N.m). If using old washer, tighten to 49 ft. lbs. (67 N.m). To install, reverse removal procedure. HYDRAULIC LASH ADJUSTERS Removal & Installation

CAUTION: Lubricate parts with motor oil before installation.

Remove the camshaft roller followers. See CAMSHAFT ROLLER FOLLOWERS . Remove the hydraulic lash adjusters. See Fig. 50 . To install, reverse the removal procedure.

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Fig. 50: Locating Hydraulic Lash Adjusters Courtesy of FORD MOTOR CO. OIL PUMP PICKUP TUBE REPLACEMENT NOTE:

The purpose of this procedure is to remove as much of the broken guide material from the crankcase as possible. This procedure is to be followed only if the camshaft cassette was found to be broken-up into small pieces.

1. Raise and support vehicle. Drain oil and remove oil filter. Remove lower section of oil pan. SeeOIL PAN . 2. Remove oil pump screen and pickup tube. Inspect and clean all debris from crankcase area. 3. Clean pickup tube mating surfaces and install the new oil pump screen and pickup tube with a new gasket. Tighten the bolts to 97 INCH lbs. (11 N.m). Clean oil pan, oil pump pickup tube area and all mating surfaces of any debris. 4. Install oil pan and install a new gasket as needed. Install a new oil filter and fill the engine with new oil. Remove vehicle supports and lower vehicle. Ensure camshaft timing is set properly. See CAMSHAFT TIMING . CAMSHAFTS Removal (Left Side)

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CAUTION: Mark position of camshaft bearing caps so they can be installed in original position. Remove camshaft roller followers. See CAMSHAFT ROLLER FOLLOWERS . Remove left hydraulic camshaft tensioner. See Fig. 3 . Remove bolt and camshaft sprocket. Remove bolts in sequence shown. See Fig. 51 . Remove camshaft bearing caps and oil supply tube. Remove camshaft.

Fig. 51: Camshaft Bearing Cap Tightening Sequence Courtesy of FORD MOTOR CO. Inspection

Clean all components and gasket mating surfaces. Check lobe lift and camshaft-to-bearing clearance. See CAMSHAFT table under ENGINE SPECIFICATIONS. Installation

CAUTION: Lubricate camshaft with motor oil before installation.

CAUTION: Camshafts must be re-timed when either camshaft is disturbed. See CAMSHAFT TIMING under ADJUSTMENTS. Helpmelearn February-12-08 6:26:24 PM

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NOTE:

After installing bolts, check camshaft for free rotation.

1. Position oil supply tube, camshaft bearing caps, and bolts. Tighten bolts in sequence shown in 2 stages as follows: z Tighten cam bolts to 53 INCH lbs. (6 N.m). z Tighten cam bolts to 12 ft. lbs. (16 N.m). See Fig. 51 . NOTE:

Sprocket must turn freely on camshaft.

2. Install camshaft sprocket and bolt. DO NOT tighten bolt. Camshaft must be re-timed. See CAMSHAFT TIMING under ADJUSTMENTS. Install camshaft roller followers. To complete installation, reverse removal procedure. Tighten all fasteners to specification. See TORQUE SPECIFICATIONS . Removal (Right Side)

CAUTION: Right camshaft sprocket bolt is a left-hand threaded bolt.

CAUTION: Mark position of camshaft bearing caps so they can be installed in original position. Remove camshaft roller followers. See CAMSHAFT ROLLER FOLLOWERS . Remove right hydraulic camshaft tensioner. See Fig. 3 . Using special tool, remove bolt and camshaft sprocket. Remove bolts in sequence shown. See Fig. 51 . Remove camshaft bearing caps and oil supply tube. Remove camshaft. Inspection

Clean all components and gasket mating surfaces. Check lobe lift and camshaft-to-bearing clearance. See CAMSHAFT table under ENGINE SPECIFICATIONS. Installation

CAUTION: Lubricate camshaft with motor oil before installation.

CAUTION: Camshafts must be re-timed when either camshaft is disturbed. See CAMSHAFT TIMING under ADJUSTMENTS. NOTE:

After installing bolts, check camshaft for free rotation.

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Sprocket must turn freely on camshaft.

CAUTION: Mark each camshaft roller follower to make sure of its original position during reassembly. CAUTION: Lubricate parts with motor oil before installation.

Remove valve covers. See VALVE COVERS . Remove fuel supply manifold. See Fig. 27 . Using Special Tool (T97T-6565-A), remove camshaft roller followers. See Fig. 52 . To install, reverse removal procedure. Tighten all fasteners to specification. See TORQUE SPECIFICATIONS .

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Fig. 52: Removing Camshaft Roller Followers Courtesy of FORD MOTOR CO. JACKSHAFT Manufacturer does not supply separate removal and installation procedure. See ENGINE DISASSEMBLY . BALANCE SHAFT(4WD) Manufacturer does not supply separate removal and installation procedure. See ENGINE DISASSEMBLY . CRANKSHAFT REAR OIL SEAL Removal & Installation

CAUTION: DO NOT scratch crankshaft or sealing surface during seal removal procedure. Disconnect negative battery cable. Remove starter. Remove transmission. See appropriate TRANSMISSION REMOVAL & INSTALLATION article in TRANSMISSION SERVICING. Remove flywheel/flexplate and engine rear cover plate. Using Rear Crankshaft Seal Remover (T95C-6700-CH), remove rear oil seal. Helpmelearn February-12-08 6:26:25 PM

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To install, coat seal surfaces with light engine oil. DO NOT use grease for seal lubrication. Using Seal Installer (T95T-6701-A), install seal until firmly seated. To install remaining components, reverse removal procedure. Tighten all fasteners to specification. See TORQUE SPECIFICATIONS . ENGINE DISASSEMBLY NOTE:

For component reference, refer to illustrations. See Fig. 57 and Fig. 58 .

1. Remove accessory drive belt. Remove bolts and engine accessory bracket. Remove bolts and generator bracket. Disconnect Throttle Position (TP) sensor harness connector. Disconnect Idle Air Control (IAC) valve harness connector. Disconnect Intake Manifold Tuning Valve (IMTV) vacuum hose. Disconnect Exhaust Gas Recirculation (EGR) valve vacuum hose. Disconnect Camshaft Position (CMP) sensor harness connector. 2. Disconnect coil pack harness connector. Disconnect radio ignition interference capacitor harness connector. Disconnect Engine Vacuum Regulator (EVR) and IMTV harness connectors. Disconnect Differential Pressure Feedback EGR (DPFE) transducer. Disconnect Crankshaft Position (CKP) sensor harness connector. Mark placement and remove all spark plug wires. Disconnect vacuum hose on right upper intake manifold. Disconnect Positive Crankcase Ventilation (PCV) hose. 3. Remove 8 bolts for upper intake manifold. Disconnect left and right Vapor Management Valve (VMV) hoses. Remove bolts and lower intake manifold. Remove vacuum reservoir and vacuum lines. Disconnect water temperature indicator sender and Engine Coolant Temperature (ECT) sensor harness connectors. Disconnect fuel injector harness connectors. Remove engine wiring harness. 4. Disconnect EGR tube from EGR valve. Disconnect EGR tube from exhaust manifold. Remove bolt and position lower fuel line bracket aside. Remove bolts and position upper fuel line bracket aside. Remove bolts and fuel injection supply manifold. Remove bolts and both valve covers. Remove fuel injectors. Remove nut and position VMV hose bracket aside. Compress hose clamp and disconnect bypass hose. Remove bolts and thermostat housing. Remove crankcase vent separator spring steel clip and remove separator. 5. Remove bolt and knock sensor. Remove nuts and right exhaust manifold. Remove dipstick housing bolt and remove dipstick. Remove nuts and left exhaust manifold. Remove 12 bolts and water pump. Remove crankshaft pulley bolt. Install Crankshaft Damper Remover Tool (T74P-6316-A) and remove crankshaft pulley. Remove right hydraulic chain tensioner. See Fig. 3 . CAUTION: Right camshaft sprocket bolt is a left-hand threaded bolt.

6. Remove camshaft cassette. See CAMSHAFT CASSETTES . 7. Remove left hydraulic chain tensioner. See Fig. 3 . Remove camshafts. See CAMSHAFTS . 8. Remove 8 (12 mm) and 2 (8 mm) bolts in sequence shown and remove left cylinder head. See Fig. 30 . Remove 12 mm bolts and 8 mm bolts in sequence and remove right cylinder head. Remove 16 bolts and engine front cover. Remove bolts and oil pan. Remove 2 bolts and oil pickup tube. Remove 8 center ladder frame bolts. Remove 2 rear ladder frame bolts. Remove 15 side ladder frame bolts and 2 nuts. Remove ladder frame. Remove bolts and oil pump. 9. Remove chain tensioner. See Fig. 53 . Remove chain guide. Remove jackshaft sprocket bolt. Remove Helpmelearn February-12-08 6:26:25 PM

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jackshaft sprocket and chain. Remove front cassette retaining bolt and remove front cassette. See Fig. 54 . Remove rear jackshaft plug from rear of engine block. Remove rear cassette retaining bolt and spacer. Remove rear jackshaft sprocket bolt and remove cassette. Remove bolt and oil pump drive. Remove 2 jackshaft thrust plate bolts. See Fig. 55 . Remove jackshaft.

Fig. 53: Removing Jackshaft Chain Tensioner Courtesy of FORD MOTOR CO.

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Fig. 54: Removing Front Cassette Retaining Bolt Courtesy of FORD MOTOR CO.

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Fig. 55: Removing Jackshaft Thrust Plate Courtesy of FORD MOTOR CO. CAUTION: Never remove balance shaft bolt.

NOTE:

Balance shaft procedure applies to 4WD models only.

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Fig. 56: Removing Balance Shaft Tensioner Courtesy of FORD MOTOR CO. 10. Install a pin in balance shaft tensioner. See Fig. 56 . Remove 2 balance shaft tensioner bolts and remove balance shaft tensioner. Remove 2 balance shaft front bolts. Remove balance shaft tensioner. Remove balance shaft chain and crankshaft sprocket. Remove balance shaft. Remove 2 rear balance shaft bolts. Remove balance shaft. Use Cylinder Ridge Reamer (T64L-6011-EA) to remove ridge from top of 6 cylinder bores. 11. Remove connecting rods. Install rubber hose on connecting rod bolts to protect crankshaft. Remove pistons. Remove crankshaft main bearing cap bolts. Remove crankshaft main bearing caps. Remove crankshaft rear oil seal from crankshaft. Remove crankshaft from engine. Remove engine main bearings.

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Fig. 57: Exploded View Of Engine (1 Of 2) Courtesy of FORD MOTOR CO.

Fig. 58: Exploded View Of Engine (2 Of 2) Helpmelearn February-12-08 6:26:25 PM

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Courtesy of FORD MOTOR CO. ENGINE REASSEMBLY CAUTION: Camshafts must be re-timed when either camshaft is disturbed. See CAMSHAFT TIMING under ADJUSTMENTS. NOTE: NOTE:

For component reference, refer to illustrations. See Fig. 57 and Fig. 58 . Main bearings are precision selective fit. Rear main bearing cap must be installed within 4 minutes after applying silicone.

1. Lubricate crankshaft main bearings with engine oil. Install crankshaft main bearings. Inspect bearing clearance. See CRANKSHAFT & MAIN BEARINGS in CYLINDER BLOCK ASSEMBLY under OVERHAUL. Install crankshaft. Apply sealant to rear main bearing cap to cylinder block parting line. Install main bearings in main bearing caps. Install main bearing cap. Tighten main bearing cap bolts to 74 ft. lbs. (104 N.m). 2. Inspect piston rings. If replacing piston rings, see PISTON RINGS in CYLINDER BLOCK ASSEMBLY under OVERHAUL. Lubricate piston rings with engine oil. Ensure that piston rings are properly spaced. Install rubber hoses on connecting rod bolts to protect crankshaft. Position piston with indentation arrow on piston toward front of engine block. Use piston ring compressor to install pistons. CAUTION: Old connecting rod nuts and bolts are used for checking clearances. Use NEW connecting rod nuts and bolts for reassembly. 3. Inspect clearance of each connecting rod bearing. See ROD BEARINGS in CYLINDER BLOCK ASSEMBLY under OVERHAUL. Rotate crankshaft until piston is at bottom of its stroke. For cylinders No. 1, 2 and 3, remove connecting rod nut at oil split hole side first. For cylinders No. 4, 5 and 6, remove opposite connecting rod nut first. 4. Loosen first connecting rod nut until face is approximately 2 mm over end of bolt. Tap connecting rod bolt on nut until bolt can be removed by hand. Repeat this step for opposite connecting rod bolt. Install NEW connecting rod bolts making certain that bolt head is parallel to sideward face of connecting rod. Install connecting rod cap in original position. CAUTION: DO NOT exceed 15 ft. lbs. (20 N.m) when tightening connecting rod nuts. 5. Install and tighten connecting rod nuts until they touch connecting surface of connecting rod cap. Tighten connecting rod nuts simultaneously in 2 stages: z 14 ft. lbs. (20 N.m). z Turn an additional 90 degrees. Repeat step 4 and this step for remaining connecting rods. Helpmelearn February-12-08 6:26:25 PM

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NOTE:

Balance shaft procedure applies to 4WD models only.

NOTE:

Due to gear ratio between reversal shaft and balance shaft, up to 7 complete turns of balance shaft may be required to find correct position.

Fig. 59: Aligning Balance Shaft Timing Marks Courtesy of FORD MOTOR CO. 6. Lubricate rear main seal with engine oil. Using Crankshaft Rear Main Oil Seal Adapter Tool (T95T6701-AR), install rear main seal until flush with block. Rotate crankshaft until No. 1 piston is at TDC. Install balance shaft. Install balance shaft chain and crankshaft sprocket. Align balance shaft timing marks. See Fig. 59 . Install a 4 mm pin to hold shaft in place. Install balance shaft tensioner bolts and tighten bolts to 22 ft. lbs. (30 N.m). Position balance shaft chain guide and install 2 bolts to 97 INCH lbs. (11 N.m). Remove pin from tensioner. 7. Install a NEW gasket and oil pump and tighten to 15 ft. lbs. (21 N.m). Install jackshaft. Install jackshaft thrust plate and bolts and tighten to 115 INCH lbs. (13 N.m). Install oil pump drive and tighten to 15 ft. lbs. (21 N.m). Attach cassette and sprocket to jackshaft bolt in 2 stages: z 14.7 ft. lbs. (20 N.m). z Turn an additional 37 degrees. Install rear cassette and retaining bolt and tighten to 10 ft. lbs (14 N.m). Install rear jackshaft plug. Install Helpmelearn February-12-08 6:26:25 PM

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front cassette and retaining bolt and tighten to 15 ft. lbs. (21 N.m). 8. Position jackshaft sprocket and chain. Hold jackshaft sprocket stationary and install jackshaft sprocket bolt in 2 stages: z 35 ft. lbs. (47 N.m). z Turn an additional 75 degrees. Install chain guide and bolts. Install chain tensioner and bolts. Install front cover and tighten bolts to 15 ft. lbs. (21 N.m). Apply RTV sealant to front cover in 4 positions as shown. See Fig. 60 . Apply RTV sealant to rear main bearing cap.

Fig. 60: Applying Sealant To Front Cover Courtesy of FORD MOTOR CO. CAUTION: Ladder frame inserts must be reset to index position or damage to ladder frame and/or oil leaks may result.

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Fig. 61: Resetting Ladder Frame Inserts To Index Position Courtesy of FORD MOTOR CO. 9. Position ladder frame gasket and install ladder frame. Reset ladder frame inserts to index position. See Fig. 61 . Tighten ladder frame inserts to 35 INCH lbs. (4 N.m). 10. Position ladder frame and gasket assembly. Position 15 side ladder frame bolts and 2 nuts. Position 2 rear ladder frame bolts. Ladder frame to block alignment must be within a maximum mismatch of .254 mm ladder frame underflush, or .05 mm ladder frame protrusion. Using a straightedge, align transmission face Helpmelearn February-12-08 6:26:25 PM

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of ladder frame with rear face of block. See Fig. 62 .

Fig. 62: Aligning Transmission Face Of Ladder Frame With Rear Face Of Engine Block Courtesy of FORD MOTOR CO. NOTE:

Assemblies that measure out of specification must have entire ladder frame assembly procedure repeated.

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Fig. 63: Ladder Frame Insert & Bolt Torque Sequence Courtesy of FORD MOTOR CO. 11. Tighten left, then right side ladder frame bolts and nuts to 89 INCH lbs. (10 N.m). Tighten frame inserts in sequence shown. See Fig. 63 . Install NEW seals on 2 Silver "M8" bolts and position them in No. 5 and 6 positions and remaining 6 ladder frame bolts in remaining bolt positions. See Fig. 63 . Tighten ladder frame bolts in sequence in 2 stages: z 13 ft. lbs. (17 N.m). z 27 ft. lbs. (36 N.m). Measure step between rear face of block and transmission face of ladder frame. See Fig. 62 . Repair all assemblies that exceed underflush specification by installing shims on one or both sides of ladder frame. 12. Install NEW gasket and oil pump screen cover and tube. Tighten oil pump tube to 115 INCH lbs. (13 N.m). Position oil pan and gasket and install bolts. Tighten oil pan bolts to 89 INCH lbs. (10 N.m). Position NEW cylinder head gaskets and cylinder heads. Install 12 mm bolts and tighten to 25 ft. lbs. (35 N.m) in sequence shown for both cylinder heads. See Fig. 33 . Tighten 12 mm cylinder head bolts an additional 90° in same sequence. Tighten 12 mm cylinder head bolts another additional 90° in same sequence. Install 8 mm bolts in both cylinder heads and tighten to 22 ft. lbs. (30 N.m) CAUTION: A new crankshaft pulley bolt must be used each time it is removed. Helpmelearn February-12-08 6:26:25 PM

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13. Position water pump and gasket and tighten bolts to 97 INCH lbs. (11 N.m). Install crankshaft pulley and bolt in 2 stages: z 37 ft. lbs. (50 N.m). z Turn an additional 90 degrees. CAUTION: Sprockets must turn freely on camshaft. DO NOT tighten bolt.

14. Install right camshaft sprocket bolt. Install right cassette retaining bolt. Tighten right cassette retaining bolt to 97 INCH lbs. (11 N.m). Install left camshaft sprocket bolt. Install left cassette retaining bolt. Tighten left cassette retaining bolt to 10 ft. lbs. (14 N.m). Install Camshaft Chain Tensioner Tool (T97T6K254-A) on left cylinder head. Turn crankshaft clockwise one revolution. CAUTION: Crankshaft Holding Tool (T97T-6303-A) must be installed flush with rear of damper. Crankshaft Holding Tool must firmly contact cylinder block. NOTE:

Camshaft timing slots are off-center and below center-line of camshafts.

15. Position crankshaft at Top Dead Center (TDC) of No. 1 cylinder and install Crankshaft Holding Tool (T97T-6303-A). See Fig. 34 . Position camshaft timing slots to properly fit Camshaft Holding Tool (T97T-6256-C) and position tool on left cylinder head. See Fig. 35 . Install Camshaft Gear Positioning/Holding Tool (T97T-6256-B) on left cylinder head. See Fig. 36 . 16. Tighten bolts on Camshaft Positioning/Holding Tool. Tighten left camshaft sprocket bolt to 63 ft. lbs. (85 N.m). Remove Camshaft Chain Tensioner Tool (T97T-6K254-A). Install left hydraulic camshaft tensioner. If using a new washer, tighten to 32 ft. lbs. (44 N.m). If using old washer, tighten to 49 ft. lbs. (67 N.m). Remove Camshaft Gear Positioning/Holding Tool (T97T-6256-B). Remove Camshaft Holding Tool (T97T-6256-C). Remove Crankshaft Holding Tool (T97T-6303-A). CAUTION: Crankshaft Holding Tool (T97T-6303-A) must be installed flush with rear of damper. NOTE:

Camshaft timing slots are off-center and below center-line of camshafts.

17. Install Camshaft Chain Tensioner Tool (T97T-6K254-A) on right cylinder head. Gain access to chain tensioner through fender well. Turn crankshaft one revolution. Position crankshaft at TDC of No. 1 cylinder and install Crankshaft Holding Tool (T97T-6303-A). See Fig. 34 . Position camshaft timing slots to properly fit Camshaft Holding Tool (T97T-6256-C) and position tool on right cylinder head. See Fig. 35 . CAUTION: Right hand camshaft sprocket bolt is left hand threaded bolt. Helpmelearn February-12-08 6:26:25 PM

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18. Tighten bolts on Camshaft Positioning/Holding Tool. Using Camshaft Gear Torque Adapter (T97T-6256G), tighten camshaft sprocket bolt to 63 ft. lbs. (85 N.m). Remove Camshaft Chain Tensioner Tool (T97T-6K254-A). Install right hydraulic camshaft tensioner. If using a new washer, tighten to 32 ft. lbs (44 N.m). If using old washer, tighten to 49 ft. lbs. (67 N.m). 19. Remove Camshaft Gear Positioning/Holding Tool (T97T-6256-B). Remove Camshaft Holding Tool (T97T-6256-C). Remove Crankshaft Holding Tool (T97T-6303-A). Install exhaust manifolds and tighten exhaust manifold nuts to 18 ft. lbs (25 N.m). To complete assembly, reverse disassembly procedure. Tighten all fasteners to specification. See TORQUE SPECIFICATIONS . THERMOSTAT (EXCEPT 2001 SPORT & SPORT TRAC) Removal & Installation

NOTE:

Make sure the air cleaner outlet tube screw clamps do not interfere with the throttle body cam.

1. Partially drain the cooling system. Remove the bolts and the accelerator control splash shield. Remove the air cleaner outlet tube. Remove the upper radiator pipe retaining bolt. See Fig. 64 . 2. Disconnect the hose clamp from the pipe-to-thermostat hose at the pipe end. Remove and position hose aside. Remove the thermostat housing bolts, housing and thermostat. See Fig. 65 . Inspect the "O" ring seal. Install a new "O" ring seal if necessary. 3. To install, reverse the removal procedure. Tighten bolts to specification. See TORQUE SPECIFICATIONS .

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1997 Ford Explorer 1997-2001 ENGINES 4.0L V6 - VIN E

Fig. 64: Removing Upper Radiator Pipe Retaining Bolt Courtesy of FORD MOTOR CO.

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Fig. 65: Identifying Thermostat Housing Bolts Courtesy of FORD MOTOR CO. THERMOSTAT (2001 SPORT & SPORT TRAC) Removal & Installation

Partially drain the engine cooling system. Remove the engine appearance cover bolts and cover. Remove the generator wiring harness bracket nut and position the wiring harness aside. See Fig. 66 . Remove the air cleaner outlet tube. Disconnect the upper radiator hose at thermostat housing. Remove the three thermostat housing bolts and remove housing. Remove thermostat. Inspect the "O" ring seal, install a new "O" ring seal if necessary. To install, reverse the removal procedure. Tighten bolts and nuts to specification. See TORQUE SPECIFICATIONS .

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Fig. 66: Locating Generator Harness Bracket Nut Courtesy of FORD MOTOR CO. WATER PUMP Removal

Drain cooling system. Remove radiator. Remove accessory drive belt. Remove belt idler pulley. Slide water bypass hose clamp back. Disconnect heater hose at water pump. Remove hose. Disconnect lower radiator hose at water pump. Remove 4 water pump pulley bolts and water pump pulley. Remove 2 water pump stud bolts. Remove 10 water pump bolts and remove water pump. Installation

Clean sealing surfaces. Position water pump and install 2 stud bolts. Connect water bypass hose and position clamp. Install 10 water pump bolts. Tighten all water pump bolts to 106 INCH lbs. (12 N.m). Position water pump pulley and install 4 water pump pulley bolts. Tighten water pump pulley bolts to 20 ft. lbs. (28 N.m). Connect lower radiator hose to water pump. Install clamp. Connect heater hose to water pump. Install clamp. Install belt idler pulley. Install accessory drive belt. Install radiator. Fill cooling system. OIL PAN Helpmelearn February-12-08 6:26:25 PM

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Removal & Installation

Disconnect negative battery cable. Raise and support vehicle. Remove oil pan plug and drain engine oil. Remove 10 oil pan bolts and remove oil pan. Discard gasket. All sealing surfaces must be cleaned prior to assembly. Tighten oil pan bolts to 89 INCH lbs. (10 N.m). To complete installation, reverse removal procedure. Fill crankcase with oil.

OVERHAUL CYLINDER HEAD 1. Clean head gasket mating surface. Clean carbon from combustion chambers. DO NOT damage surfaces. Check cylinder head for cracks, burrs, nicks and warpage. 2. DO NOT machine more than .010" (.25 mm) from original cylinder head surface to correct warpage. Replace cylinder head as necessary. See CYLINDER HEAD table under ENGINE SPECIFICATIONS. VALVE SPRINGS 1. Measure valve spring installed height from top of spring seat to underside of spring retainer. Ensure installed height is 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. 2. If installed height is not within specification, a spacer can be installed between cylinder head and valve spring to obtain correct height. 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. VALVE STEM OIL SEALS When installing NEW valve stem seals, ensure oil seal bottoms on valve guide. Oversize valve stem seals must be installed when oversize valves are used. VALVE GUIDES 1. Valve guides must be reamed for an oversize valve if valve stem oil clearance exceeds specification. See CYLINDER HEAD table under ENGINE SPECIFICATIONS. Valves are available in .015" (.38 mm) and .030" (.76 mm) oversize. NOTE:

Always grind valve seat after valve guide has been reamed or service bushing has been installed.

2. If oversize valves or oversize valve stem oil seals are not available, valve guide may be bored out to use a Helpmelearn February-12-08 6:26:25 PM

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1997 Ford Explorer 1997-2001 ENGINES 4.0L V6 - VIN E

service bushing. Always use reamers in proper sequence (smallest first). VALVE SEAT 1. Grind valve seat to 45 degrees. If seat width 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. 2. 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 CAUTION: DO NOT remove more than .010" (.25 mm) from end of valve stem when resurfacing tip of valve. Ensure head diameter, valve face runout, stem diameter and valve margin are within specification. See VALVES & VALVE SPRINGS table under ENGINE SPECIFICATIONS. CYLINDER BLOCK ASSEMBLY Piston & Rod Assembly

NOTE:

Take measurements with components at a stabilized room temperature of about 70° F (21° C).

Ensure pistons and rods are installed in cylinder from which they were removed. Ensure arrow on piston top is pointing toward front of engine. Ensure oil hole in rod faces right side of engine block. When installing replacement rods, ensure large-chamfered side of connecting rod bearing bore is toward crankshaft cheek, facing front of engine for right rods, and rear of engine for left rods. Fitting Pistons

1. Check piston-to-bore clearance. See PISTONS, PINS & RINGS table under ENGINE SPECIFICATIONS. Standard size pistons are color-coded Red, Blue or Yellow on piston dome. Oversize pistons are also available. 2. If bore diameter is in lower one-third of specification, use a Red coded piston. If bore diameter is in middle one-third of specification, use a Blue coded piston. If bore diameter is in upper one-third of specification, use Yellow coded piston. Use proper size piston to obtain specified clearance. See PISTONS, PINS & RINGS table under ENGINE SPECIFICATIONS. Piston Rings

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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 under ENGINE SPECIFICATIONS. Ensure rings are properly spaced on piston before installing pistons into cylinder. See Fig. 67 .

Fig. 67: Positioning Piston Ring End Gaps Courtesy of FORD MOTOR CO. Rod Bearings Helpmelearn February-12-08 6:26:25 PM

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1997 Ford Explorer 1997-2001 ENGINES 4.0L V6 - VIN E

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. See CRANKSHAFT, MAIN & CONNECTING ROD BEARINGS table under ENGINE SPECIFICATIONS. UNDERSIZE MAIN & ROD BEARING COMBINATIONS (1) Excess Bearing Clearance - In. (mm) Use Upper Bearing - In. (mm) Use Lower Bearing - In. (mm) (2) 0-.0005 (0-.013) .001 (.025) .0005-.0010 (.013-.025) .001 (.025) .001 (.025) .0010-.0015 (.025-.039) .002 (.050) .001 (.025) .0015-.0020 (.039-.050) .002 (.050) .002 (.050) (1) DO NOT use any bearing combination other than listed. If 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. See CRANKSHAFT, MAIN & CONNECTING ROD BEARINGS table under ENGINE SPECIFICATIONS. 4. Install all bearing caps except thrust bearing cap (No. 3 from front of engine). Tighten main bearing cap bolts to specification. See TORQUE SPECIFICATIONS . Install No. 3 bearing cap and tighten bolts finger tight. 5. Pry crankshaft forward and pry No. 3 bearing cap to rear of engine to align thrust bearing. While retaining forward pressure on crankshaft, tighten bearing cap to specification. See TORQUE SPECIFICATIONS . 6. Ensure crankshaft end play is within specification. Replace thrust bearing if end play is not within specification. See CRANKSHAFT, MAIN & CONNECTING ROD BEARINGS table under ENGINE SPECIFICATIONS. Cylinder Block

CAUTION: DO NOT machine more than .010" (.25 mm) of material from original cylinder block head surface.

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1997 Ford Explorer 1997-2001 ENGINES 4.0L V6 - VIN E

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. 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 towards 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.

ENGINE OILING ENGINE LUBRICATION SYSTEM Crankcase Capacity

Crankcase capacity is 4 qts. (3.8L). Add one additional qt. (.95L) when replacing oil filter. Oil Pressure

Normal oil pressure at 2000 RPM should be 40-60 psi (2.8-4.2 kg/cm2 ) with engine at normal operating temperature. Pressure Relief Valve

Pressure relief valve is located in oil pump, and is not adjustable. OIL PUMP NOTE:

Oil pump removal and installation information is not available from manufacturer.

TORQUE SPECIFICATIONS TORQUE SPECIFICATIONS Application Accessory Drive Bracket Bolt A/C Line Bracket Nut A/C Manifold Bolt Balance Shaft Assembly Bolt Balance Shaft Tensioner Bolt Camshaft Bearing Caps Bolt Step 1

Ft. Lbs. (N.m) 39 (53) 16 (22) 18 (24) 19-21 (26-28) 21-22 (28-30) (1)

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1997 Ford Explorer 1997-2001 ENGINES 4.0L V6 - VIN E

Step 2 Camshaft Chain Cassette Retaining Bolt Lower Camshaft Sprocket Bolt Camshaft Tensioner Left Side Right Side

12 (16) 14 (19) 62 (85) 39 (53) 33 (45)

Connecting Rod Cap Nut (2) Step 1 Step 2

14 (20)

Crankshaft Damper Bolt (2) Step 1 Step 2

44 (60)

Crankshaft Pulley Bolts

28 (38)

Cylinder Head

(3)

Bolts (2)(4) 26 (35)

Step 1) - 12 mm Bolts Step 2) - 8 mm Bolts Step 3) - 12 mm Bolts Step 4) - 12 mm Bolts Engine Mount Bracket Bolt Engine Mount Bracket Bolt/Nut Engine Mount Nut Engine-To-Transmission Bolts Exhaust Manifold Nut Exhaust Pipe-To-Manifold Bolt Front Differential Support Bolts Flexplate-To-Torque Converter Bolt 1997-1999 2000-2001

23-25 (30-34) 90 Degrees 90 Degrees 35 (47) 81 (110) 59 (80) 30-41 (41-56) 18 (24) 30 (40) 49 (66) 22-30 (30-41) 35 (47)

Flywheel-To-Crankshaft Bolt (2) Step 1 Step 2 Front Cover Bolt Front Engine Mounting Bolts/Nuts Fuel Injection Manifold Bolts Generator Bracket Bolt Hydraulic Chain Tensioner Jackshaft Bolt Step 1

10 (13) 52 (71) 14 (19) 59 (80) 19 (26) 31 (42) 49 (67) 33 (45)

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1997 Ford Explorer 1997-2001 ENGINES 4.0L V6 - VIN E

(5)

Step 2 Lower Intake Manifold Bolt 1997-1999 Models 2000 & 2001 Main Bearing Cap Bolt Oil Drain Plug Oil Pan Ladder Frame Bolt Step 1 Step 2 Oil Pump-To-Cylinder Block Bolt

10 (14) 13 (18) 74 (100) 22 (30)

Accelerator Splash Shield Bolts Balance Shaft Chain Guide Bolt Camshaft Chain Cassette Retaining Bolt Upper Camshaft Chain Primary Tensioner Bolt Generator Wiring Harness Bracket Nut (Sport & Sport Trac) Upper Intake Manifold Bolt Oil Pan Bolt Oil Pan Screen Cover Bolt Radiator Mounting Bolts Thermostat Housing Bolt Upper Radiator Hose/Pipe Retaining Bolt Valve Cover Bolt Water Pump Bolt (1) Tighten to 53 INCH lbs. (6 N.m) (2)

DO NOT reuse bolts.

(3)

Tighten an additional 90 Degrees

(4)

Tighten in sequence. See Fig. 30 .

(5)

Tighten bolt an additional 90 degrees.

13 (17) 27 (36) 15 (20) INCH Lbs. (N.m) 27-38 (3.1-4.3) 80-97 (9-11) 106 (12) 80 (9) 89(10) 62 (7) 89 (10) 115 (13) 54-70 (6-8) 89 (10) 27-38 (3.1-4.3) 88 (10) 97 (11)

ENGINE SPECIFICATIONS GENERAL SPECIFICATIONS Application Displacement Bore Stroke Compression Ratio

Specification 244 Cu. In. (4.0L) 3.95" (100.4 mm) 3.31" (84.4 mm) N/A

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1997 Ford Explorer 1997-2001 ENGINES 4.0L V6 - VIN E

Fuel System

SFI

CRANKSHAFT, MAIN & CONNECTING ROD BEARINGS Application Crankshaft End Play Main Bearings Journal Diameter Journal Out-Of-Round Journal Taper Journal Runout Oil Clearance Desired Allowable Connecting Rod Bearings Journal Diameter Journal Out-Of-Round Journal Taper Oil Clearance Desired CONNECTING RODS Application Bore Diameter Pin Bore Crankpin Bore Center-To-Center Length

In. (mm) .002-.013 (.05-.33) 2.243-2.244 (56.97-57.00) .0003 (.008) .0003 (.008) .002 (.05) .0008-.0015 (.020-.038) .0005-.0019 (.013-.048) 2.125-2.126 (53.98-54.0) .0003 (.008) .0003 (.008) .0003-.0024 (.008-.061)

In. (mm) .9432-.9439 (23.958-23.975) 2.2370-2.2378 (56.820-56.840) 5.746-5.749 (145.95-146.02) .0005 (.013)

Maximum Bend (1) Maximum Twist (1) Side Play (1) Specification listed is measured per 1" (25.4 mm). PISTONS, PINS & RINGS Application Pistons Clearance Diameter Pins Diameter Red

.0015 (.038) .0036-.0106 (.091-.269)

In. (mm) .0011-.0023 (.028-.058) 3.9520-3.9527 (100.381-100.399)

.9446-.9447 (23.993-23.995)

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1997 Ford Explorer 1997-2001 ENGINES 4.0L V6 - VIN E

Blue Length Piston Fit Rod Fit Rings Ring Gap Bottom Compression Top Compression Ring Width Bottom Compression Top Compression Side Clearance Bottom Compression Top Compression

.9447-.9448 (23.995-24.000) 2.834-2.866 (72.20-72.80) .0004-.0006 (.010-.015) Press Fit

.018-.028 (.450-.700) .008-.018 (.200-.450) 1.728-1.74 (.068-.069) 1.578-1.598 (.062-.063) .050-.082 (.002-.003) .050-.082 (.002-.003)

CYLINDER BLOCK Application Cylinder Bore Standard Diameter Maximum Taper Maximum Out-Of-Round

In. (mm)

Maximum Deck Warpage (1) (1) DO NOT machine more than .010" (.25 mm) from original gasket surface. VALVES & VALVE SPRINGS Application Face Angle Face Runout Head Diameter Intake Exhaust Stem Diameter Intake Exhaust Valve Margin Valve Springs Free Length Installed Height Out-Of-Square

3.952 (100.38) .001 (.025) .001 (.025) .004 (.1)

Specification 45° .001" (.03 mm) 1.807-1.814" (45.90-46.08 mm) 1.531-1.539" (38.89-39.09 mm) .2740-.2748" (6.960-6.980 mm) .2730-.2740" (6.934-6.960 mm) .031" (.79 mm) 1.696" (43.08 mm) 1.413-1.445" (35.89-36.70 mm) N/A Ft. Lbs. @ In. (N.m @ mm)

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Pressure

203-225 @ 1.413-1.445 (275-305 @ 36-37)

CYLINDER HEAD Application Maximum Warpage Valve Seats Seat Angle Seat Width Intake Exhaust Maximum Seat Runout Valve Guides Intake Valve Valve Guide Bore I.D. Valve Stem-To-Guide Oil Clearance Exhaust Valve Valve Guide Bore I.D. Valve Stem-To-Guide Oil Clearance

Specification .003" (.08 mm) 45° .060-.094" (1.52-2.39 mm) .05-.083" (1.273-2.121 mm) .002" (.05 mm)

.2750-.2760" (6.985-7.010 mm) .0010-.0027" (.025-.069 mm) .2750-.2760" (6.985-7.010 mm) .0010-.0020" (.025-.051 mm)

CAMSHAFT Application Bearing I.D. Diameter End Play Journal Diameter Journal Runout Lobe Lift Oil Clearance

In. (mm) 1.102-1.104 (28.0-28.3) .0003-.007 (.008-.018) 1.100-1.104 (27.935-27.961) .002 (.05) .2590 (6.584) .002-.004 (.04-.09)

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1997 Ford Explorer 1996-97 ENGINES 5.0L V8 - VIN N & P

1996-97 ENGINES 5.0L V8 - VIN N & P

ENGINE IDENTIFICATION Engine may be identified by eighth character of Vehicle Identification Number (VIN). See ENGINE IDENTIFICATION CODES table. VIN plate is attached to upper left corner of instrument panel, near windshield. VIN is also found on the Safety Compliance Certification Label on left door or left door pillar. ENGINE IDENTIFICATION CODES Engine 5.0L SFI 5.0L SFI

Code N P

ADJUSTMENTS VALVE CLEARANCE ADJUSTMENT Hydraulic valve lifters automatically adjust stem-to-rocker arm clearance. Repeated valve and/or valve seat refacing will change stem-to-rocker arm clearance. To compensate for excessive changes in stem-to-rocker arm clearance, a longer or shorter push rod must be installed. Push rods are available in .060" (1.52 mm) longer or shorter than original. Use following procedure to adjust valve clearance. 1. Using a remote starter (ignition off), rotate crankshaft until No. 1 piston is at TDC of compression stroke. Reference mark "A" indicates TDC. With No. 1 piston at TDC, mark references "B" and "C", 90 degrees apart. See Fig. 1 . 2. Slowly bleed lifter down (until bottomed) using Tappet Bleed Down Wrench (T71P-6513-B) on appropriate cylinder. See VALVE CLEARANCE ADJUSTMENT table. With lifter plunger bottomed, use a feeler gauge to measure clearance between rocker arm and valve stem tip. See VALVE LIFTERS table under ENGINE SPECIFICATIONS. 3. If clearance is insufficient, install .060" (1.52 mm) undersize push rod. If clearance is excessive, install .060" (1.52 mm) oversize push rod. Check and/or adjust valve clearance on proper cylinders in relation to crankshaft position. See VALVE CLEARANCE ADJUSTMENT table. 4. After making adjustments at position "A", rotate crankshaft clockwise 180 degrees to position "B". Make necessary adjustment in this position by repeating steps 3 and 4 . Then rotate crankshaft clockwise 270 degrees to position "C". Repeat Steps 3 and 4 . VALVE CLEARANCE ADJUSTMENT Crankshaft Position Check Intake No. A 1, 4, 8 B 3, 7 C 2, 5, 6

Check Exhaust No. 1, 3, 7 2, 6 4, 5, 8

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1997 Ford Explorer 1996-97 ENGINES 5.0L V8 - VIN N & P

Fig. 1: Identifying Crankshaft Positions For Valve Adjustment Courtesy of FORD MOTOR CO.

TROUBLE SHOOTING NOTE:

To trouble shoot engine mechanical components, see ENGINE MECHANICAL in BASIC TROUBLE SHOOTING article in GENERAL INFORMATION.

REMOVAL & INSTALLATION 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 GENERAL INFORMATION before disconnecting battery. FUEL PRESSURE RELEASE Remove fuel cap to release fuel tank pressure. Remove relief valve cap. Relief valve is located on fuel rail. Connect fuel pressure gauge to relief valve. Release fuel into a suitable container. COOLING SYSTEM BLEEDING Helpmelearn February-12-08 6:27:52 PM

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1997 Ford Explorer 1996-97 ENGINES 5.0L V8 - VIN N & P

WARNING: When engine is operating, DO NOT remove radiator cap under any conditions. Failure to follow instruction could damage cooling system or engine, or cause personal injury. Always wrap protective material around radiator cap to avoid injury from hot steam or hot coolant. 1. Fill cooling system with 50/50 mixture of water and coolant. Pause several minutes for circulation. Fill radiator to filler neck seat. Disconnect heater outlet hose at water pump to bleed off trapped air. Fill radiator until coolant begins to escape. 2. Connect heater outlet hose. Fill radiator until coolant is between cap seal in filler neck to 1.5" (38 mm) below cap seal. Install radiator cap. Start engine and allow to warm up. Shut engine off. Allow engine to cool. Remove radiator cap and check coolant level. Top off radiator coolant as necessary. ENGINE NOTE:

Engine removal procedure is for engine only, without transmission attached. WARNING: Disable air bag system before removing or disconnecting components. To disable air bag system, see DISABLING & ACTIVATING AIR BAG SYSTEM in AIR BAG RESTRAINT SYSTEMS article in ACCESSORIES & EQUIPMENT.

Removal (Bronco & Pickup)

1. Drain cooling system and engine oil. Mark hood hinges and remove hood. Disconnect negative battery cable. Remove jack handle. Remove air intake duct. Remove radiator and fan shroud. Remove accessory drive belt and cooling fan. 2. Discharge A/C system using approved refrigerant recovery/recycling equipment (if equipped). Remove upper intake manifold. See UPPER INTAKE MANIFOLD . Disconnect heater hoses from water pump. Remove heater hose bracket from alternator. 3. Disconnect alternator wiring. Disconnect air pump hoses. Disconnect necessary vacuum lines. Release fuel pressure. See FUEL PRESSURE RELEASE . Using Spring Lock Coupling Remover (T81P19623-G1) for 3/8" line or (T81P-19623-G2) for 1/2" line, disconnect fuel supply and return lines. See Fig. 2 . 4. Remove alternator and air pump. Disconnect ground cables from engine block. Disconnect A/C wiring and manifold line from A/C compressor. Plug A/C manifold lines and compressor openings. Disconnect hoses from power steering pump. Remove A/C and power steering pump. Disconnect electrical block from left fender. 5. Raise and support vehicle. Remove starter. Disconnect exhaust pipes from manifolds. Remove inspection cover from transmission. Remove torque converter bolts (if equipped). Remove engine-to-transmission bolts. Remove engine mount-to-subframe nuts. Lower vehicle. Connect engine to engine hoist, and lift engine out of engine compartment.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 ENGINES 5.0L V8 - VIN N & P

Fig. 2: Disconnecting Fuel Lines Courtesy of FORD MOTOR CO. Installation

To install, reverse removal procedure. Tighten bolts to specification. See TORQUE SPECIFICATIONS table. Check and top off all engine fluids. Fill and bleed air from cooling system. See COOLING SYSTEM BLEEDING . Removal (Explorer & Mountaineer)

1. Drain cooling system and crankcase. Mark hood hinges and remove hood. Disconnect negative battery cable. Remove air intake duct. Discharge A/C system using approved refrigerant recovery/recycling equipment and remove condenser (if equipped). Plug A/C manifold lines and condenser openings. 2. Remove radiator and fan shroud. Remove positive battery cable and battery. Remove accessory drive belt. Disconnect power steering reservoir bolts and position reservoir aside. Disconnect power steering pump and position aside. 3. Disconnect A/C lines and electrical connectors at compressor. Plug A/C manifold lines and compressor openings. Remove A/C and power steering pump bracket with A/C compressor still attached. Disconnect plug wires at spark plugs. Remove ignition coil bracket with coil and plug wires attached. Disconnect alternator wiring. 4. Release fuel pressure. See FUEL PRESSURE RELEASE . Using Spring Lock Coupling Remover (T81P-19623-G)1 for 3/8" line or (T81P-19623-G2) for 1/2" line, disconnect fuel supply and return lines. See Fig. 2 . Disconnect lower steering shaft from steering rack. Disconnect necessary water and vacuum hose connections. Helpmelearn February-12-08 6:27:52 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 ENGINES 5.0L V8 - VIN N & P

5. Disconnect control cables from throttle body. Disconnect control cable bracket and position aside. Disconnect necessary wiring harness and ground connections. Raise and support vehicle. Remove power steering cooler retaining nuts and position cooler aside. Remove transmission cooler line-to-engine clips. Remove motor mount-to-subframe bolts. 6. Remove starter. Remove transmission inspection plate. Remove torque converter nuts. Remove shift cable from transmission cable. Remove 6 bellhousing bolts. Remove oil filter. Remove exhaust manifolds. See EXHAUST MANIFOLD . Lower vehicle. Connect engine to engine hoist, and lift engine out of engine compartment. Installation

1. Remove engine cover. Disconnect negative battery cable. Drain cooling system. Remove air cleaner. Remove grille and radiator air deflector. Remove headlight and side marker light assemblies. Remove radiator and fan shroud. 2. Discharge A/C system using approved refrigerant recovery/recycling equipment (if equipped), and remove A/C condenser. Plug A/C manifold lines and condenser openings. Remove hood latch and position aside, leaving cable attached. Remove stone deflector and upper radiator support. Disconnect air bag electrical connector. 3. Remove heater hoses. Remove oil filler tube. Disconnect alternator and junction box. Disconnect lines at A/C compressor and plug all openings. Remove upper intake manifold. See UPPER INTAKE MANIFOLD . Disconnect transmission filler tube. Release fuel pressure. See FUEL PRESSURE RELEASE . 4. Using Spring Lock Coupling Remover (T81P-19623-G1) for 3/8" line or (T81P-19623-G2) for 1/2" line, disconnect fuel supply and return lines. See Fig. 2 . Disconnect air injection lines. Remove distributor cap, rotor and spark plug wires. Remove 3 top engine-to-transmission bolts. Raise and support vehicle. 5. Remove power steering pump hoses. Disconnect starter wiring and remove starter. Disconnect exhaust pipes from manifolds. Remove transmission inspection cover. Remove flexplate-to-torque converter nuts (if equipped). Remove electrical bracket from oil pan. Remove front engine mount-to-subframe nuts. 6. Lower vehicle. Support transmission with jack. Remove remaining engine-to-transmission bolts. Connect engine to engine hoist, and lift engine out of engine compartment. Installation

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 ENGINES 5.0L V8 - VIN N & P

1. Disconnect negative battery cable. Drain cooling system. Remove air cleaner and intake tube assembly. Mark and disconnect electrical connectors at upper intake components. Disconnect control cable by prying with screwdriver. DO NOT pull off by hand. Disconnect control cables from throttle body. Remove control cable bracket and position aside. 2. Mark and disconnect vacuum lines at upper intake. Disconnect PCV hose from rear of upper intake. Remove 2 canister purge lines from throttle body. Disconnect heater hoses attached to throttle body. Disconnect EGR tube from EGR valve. 3. Remove upper intake support bracket. Remove 6 upper intake manifold mounting bolts. Remove upper intake manifold and throttle body as an assembly. Remove intake manifold gasket. Installation

1. Ensure gasket mating surfaces are clean and flat. Install NEW gasket on lower intake manifold. If available, install 2 guide pins in opposite corners. Install upper intake manifold and tighten bolts finger tight. 2. Evenly tighten bolts to specification. See TORQUE SPECIFICATIONS . To complete installation, reverse removal procedure. Tighten bolts and nuts to specification. See TORQUE SPECIFICATIONS . Fill and bleed air from cooling system. See COOLING SYSTEM BLEEDING . CMP SYNCHRONIZER CAUTION: A special tool and procedure are required to properly install camshaft position sensor synchronizer. Failure to use synchro positioner during installation will cause fuel injection to be out of time and may cause engine damage. For camshaft positions sensor synchronizer removal, installation and alignment procedure, see: 1996 Explorer REMOVE/INSTALL/OVERHAUL - 5.0L article in ENGINE PERFORMANCE 1997 Explorer REMOVE/INSTALL/OVERHAUL - 5.0L article in ENGINE PERFORMANCE LOWER INTAKE MANIFOLD Removal (Explorer & Mountaineer)

1. Disconnect negative battery cable. Remove upper intake manifold. See UPPER INTAKE MANIFOLD . Drain cooling system. Disconnect necessary hoses from hot water tube. Disconnect necessary wiring connections. Remove vacuum line assembly. Remove upper radiator hose from thermostat housing. Remove thermostat by-pass hose. 2. Remove camshaft position sensor synchronizer. See CMP SYNCHRONIZER . Release fuel pressure. Helpmelearn February-12-08 6:27:53 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 ENGINES 5.0L V8 - VIN N & P

See FUEL PRESSURE RELEASE . Using Spring Lock Coupling Remover (T81P-19623-G1) for 3/8" line or (T81P-19623-G2) for 1/2" line, disconnect fuel supply and return lines. See Fig. 2 . Remove lower intake manifold bolts evenly. Remove lower intake manifold and gaskets. Removal (Bronco, Pickup & Van)

1. Disconnect negative battery cable. Remove upper intake manifold. See UPPER INTAKE MANIFOLD . Drain cooling system. Mark position of distributor and remove distributor. Disconnect necessary electrical connections. Disconnect necessary vacuum connections. Remove ignition coil and bracket as an assembly. 2. Remove emissions brackets. Release fuel pressure. See FUEL PRESSURE RELEASE . Using Spring Lock Coupling Remover (T81P-19623-G1) for 3/8" line or (T81P-19623-G2) for 1/2" line, disconnect fuel supply and return lines. See Fig. 2 . Disconnect necessary water hoses. Remove lower intake manifold bolts evenly. Remove lower intake manifold and gaskets. Installation (All Models)

1. Clean gasket mating surfaces. Apply a 1/16" (1.6 mm) bead of silicone rubber sealer on full width of each intake manifold seal (4 places). Install NEW lower intake manifold gaskets on cylinder block and heads. 2. Ensure gaskets are interlocked with end rubber gaskets. Install 2 guide pins in opposite corners. Install lower intake manifold and tighten bolts finger tight. Tighten bolts evenly in sequence to specification. See Fig. 3 . See TORQUE SPECIFICATIONS table. Install camshaft position sensor synchronizer. See CMP SYNCHRONIZER . To complete installation, reverse removal procedure. Tighten bolts and nuts to specification. See TORQUE SPECIFICATIONS table. Fill and bleed air from cooling system. See COOLING SYSTEM BLEEDING .

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 ENGINES 5.0L V8 - VIN N & P

Fig. 3: Lower Intake Manifold Bolt Tightening Sequence Courtesy of FORD MOTOR CO. EXHAUST MANIFOLD NOTE:

Exhaust manifold bolts vary in length and type. Mark location for installation reference

Removal (Pickup & Van Right)

Raise vehicle. Remove exhaust pipe-to-exhaust manifold nuts. Lower vehicle. Remove upper intake manifold support bracket and transmission dipstick tube bracket. Remove engine oil dipstick tube bracket and wiring bracket. Remove spark plug heat shield. Remove exhaust manifold retaining bolts. Remove exhaust manifold and gasket. Removal (Pickup & Van Left)

Raise vehicle. Remove exhaust pipe-to-exhaust manifold nuts. Lower vehicle. Remove EGR manifold tube. Remove oil dipstick tube bracket and coil bracket. Remove air injection supply manifold (if equipped). Remove nuts from lifting eye. Remove spark plug heat shield. Remove exhaust manifold retaining bolts. Remove exhaust manifold and gasket. Removal (Explorer & Mountaineer Right)

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 ENGINES 5.0L V8 - VIN N & P

1. Disconnect negative battery cable. Drain cooling system. Remove accessory drive belt and tensioner. Disconnect alternator wiring and bracket. Disconnect heater hose from hot water tube. Disconnect plug wires from spark plugs. 2. Raise and support vehicle. Remove exhaust pipe-to-exhaust manifold nuts. Lower vehicle to suitable height and remove exhaust manifold retaining bolts through wheelwell opening. Lower vehicle and remove exhaust manifold. Removal (Explorer & Mountaineer Left)

1. Remove accessory drive belt. Remove A/C compressor bolts and position compressor aside. Remove oil level indicator tube. Disconnect plug wires from spark plugs. 2. Raise and support vehicle. Remove exhaust pipe-to-exhaust manifold nuts. Lower vehicle to suitable height and remove exhaust manifold retaining bolts through wheelwell opening. Lower vehicle and remove exhaust manifold. Installation (All Models)

Ensure gasket mating surfaces are clean and flat. Install exhaust manifold and bolts. Tighten bolts, starting from center and moving outward, to specification. See TORQUE SPECIFICATIONS table table. To complete installation, reverse removal procedure. Tighten bolts and nuts to specification. CYLINDER HEAD Removal

1. Remove lower intake manifold. See LOWER INTAKE MANIFOLD . Remove valve cover(s). Remove drive belt. On Van, remove ignition coil. On Explorer and Mountaineer, remove exhaust manifolds. See EXHAUST MANIFOLD . On all models, remove air cleaner duct. Disconnect exhaust pipe(s) from manifold(s). 2. To remove left cylinder head, remove A/C compressor (if equipped) and power steering bracket as an assembly. Remove oil dipstick tube and speed control bracket (if equipped). 3. To remove right cylinder head, remove generator and air pump mounting bracket complete with accessories. Swing generator down and position aside. 4. To remove either cylinder head, loosen rocker arm bolts. Mark push rods for installation reference and remove. Disconnect air injection supply hoses at check valves, and plug check valve. 5. Remove cylinder head bolts in reverse order of tightening sequence. See Fig. 4 . Remove cylinder head and gasket.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 ENGINES 5.0L V8 - VIN N & P

Fig. 4: Cylinder Head Bolt Tightening Sequence Courtesy of FORD MOTOR CO. Inspection

1. Ensure gasket mating surfaces are clean and flat. Properly install NEW cylinder head gasket as marked on gasket. DO NOT use sealer on head gasket. Install cylinder head and bolts. Tighten bolts in sequence to specification. See Fig. 4 . See TORQUE SPECIFICATIONS table. CAUTION: If valves/seats were serviced, check and adjust valve clearance. See VALVE CLEARANCE ADJUSTMENT under ADJUSTMENTS. 2. Lubricate push rod ends, valve stem tips, rocker arms and fulcrum seats with Multipurpose Grease (DOAZ-19584-AA). To complete installation, reverse removal procedure. Tighten bolts and nuts to specification. See TORQUE SPECIFICATIONS table. Fill and bleed air from cooling system. See COOLING SYSTEM BLEEDING . CRANKSHAFT FRONT SEAL Removal Helpmelearn February-12-08 6:27:53 PM

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1997 Ford Explorer 1996-97 ENGINES 5.0L V8 - VIN N & P

NOTE:

Front seal can be replaced without removing front cover. Use Seal Remover (T70P-6B070-B) and Crankshaft Seal Installer/Cover Aligner (T88T-6701-A) to remove and install cover seal.

1. Remove fan, fan clutch and fan shroud. Remove accessory drive belt. Remove crankshaft pulley and damper. Place Seal Remover (T70P-6B070-B) onto timing chain cover plate over front seal. 2. Tighten 2 through-bolts, forcing seal remover under seal flange. Alternately tighten puller bolts one-half turn at a time until seal is removed from engine. Installation

Coat seal with grease. Using Seal Installer (T88T-6701-A), install crankshaft front seal. Ensure seal is fully seated and spring is properly positioned in seal. To complete installation, reverse removal procedure. Tighten bolts and nuts to specification. See TORQUE SPECIFICATIONS table. TIMING CHAIN COVER Removal

NOTE:

On Explorer and Mountaineer, manufacturer recommends engine be removed.

Remove water pump. See WATER PUMP . Remove oil pan. See OIL PAN . Disconnect misfire sensor harness connector. Remove timing pointer and misfire sensor. Remove crankshaft pulley and damper. Remove timing chain cover retaining bolts. Remove timing chain cover and gasket. Installation

1. Clean all gasket surfaces. If timing chain cover seal was removed, install NEW timing chain cover oil seal. Apply sealer to oil pan gasket surface and install NEW gasket. 2. Coat block and timing chain cover with gasket sealer, and position NEW gasket on block. Place timing chain cover on cylinder block. Coat timing chain cover bolts with oil-resistant sealer, and install bolts. 3. To complete installation, reverse removal procedure. Tighten bolts and nuts to specification. See TORQUE SPECIFICATIONS table. Fill and bleed air from cooling system. See COOLING SYSTEM BLEEDING . TIMING CHAIN & SPROCKET Removal

NOTE:

On Explorer and Mountaineer, to remove timing chain, manufacturer recommends engine removal.

1. Position No. 1 piston on TDC of compression stroke. Remove timing chain cover. See TIMING CHAIN COVER . Check alignment of camshaft and crankshaft sprocket timing marks. See Fig. 5 . Check timing chain deflection. Helpmelearn February-12-08 6:27:53 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 ENGINES 5.0L V8 - VIN N & P

2. If chain deflection is not within specification, replace timing chain and sprockets. See CAMSHAFT table under ENGINE SPECIFICATIONS. Remove camshaft sprocket bolt and washer. Slide sprockets and timing chain forward, and remove as an assembly. Installation

Install crankshaft sprocket, camshaft sprocket and timing chain as an assembly. Ensure timing marks are properly aligned. See Fig. 5 . Apply oil to timing chain and sprockets. To complete installation, reverse removal procedure. Tighten bolts and nuts to specification. See TORQUE SPECIFICATIONS table.

Fig. 5: Aligning Sprocket Timing Marks Courtesy of FORD MOTOR CO. CAMSHAFT Removal Helpmelearn February-12-08 6:27:53 PM

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1997 Ford Explorer 1996-97 ENGINES 5.0L V8 - VIN N & P

NOTE:

On Explorer and Mountaineer, manufacturer recommends engine be removed.

1. On Van, remove front grille. On all models, drain cooling system. Disconnect upper and lower radiator hoses. Disconnect transmission oil cooler lines (if equipped). Remove A/C condenser (if equipped). Remove radiator. Remove engine timing chain cover. See TIMING CHAIN COVER . 2. Remove A/C and power steering bracket with accessories attached. Remove timing chain. See TIMING CHAIN & SPROCKET . Remove lower intake manifold and throttle body as an assembly. See LOWER INTAKE MANIFOLD . Remove valve covers. 3. Loosen rocker arm fulcrum bolts, and rotate rocker arms to one side. Mark push rods and valve lifters for installation reference. Remove push rods and lifters. Check camshaft end play. If not within specification, replace camshaft thrust plate. See CAMSHAFT table under ENGINE SPECIFICATIONS. 4. Remove camshaft thrust plate and remove camshaft. Use care to avoid damage to camshaft bearings and journals. Inspection

Clean all components and gasket mating surfaces. Check lobe lift and camshaft-to-bearing clearance. See CAMSHAFT table under ENGINE SPECIFICATIONS. Installation

1. Oil camshaft journals and apply multipurpose grease to lobes. Carefully slide camshaft into position. Coat camshaft thrust plate with engine oil, and install with groove toward cylinder block. 2. Lubricate lifters with engine oil and install in bores from which they were removed. Lubricate rocker arms, fulcrum seats, valve stem tips and push rod ends with multipurpose grease before installing. 3. To complete installation, reverse removal procedure using NEW gaskets. Tighten bolts and nuts to specification. See TORQUE SPECIFICATIONS table. Check and adjust valve clearance as necessary. See VALVE CLEARANCE ADJUSTMENT under ADJUSTMENTS. CRANKSHAFT REAR OIL SEAL Removal

1. Disconnect negative battery cable and remove starter. Remove transmission. See TRANSMISSION REMOVAL & INSTALLATION article in TRANSMISSION SERVICING. CAUTION: DO NOT scratch crankshaft or sealing surface during seal removal procedure. 2. Remove flywheel/flexplate and engine rear cover plate. Using a sharp awl, punch a hole into seal metal surface, between lip and block. Using Carburetor Jet Plug Puller (T77L-9533-B), screw in threaded end of puller. Remove rear oil seal. Installation Helpmelearn February-12-08 6:27:53 PM

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1997 Ford Explorer 1996-97 ENGINES 5.0L V8 - VIN N & P

Coat seal surfaces with light engine oil. DO NOT use grease for seal lubrication. Using Seal Installer (T82L6701-A), install seal until firmly seated. To install remaining components, reverse removal procedure. Tighten bolts and nuts to specification. See TORQUE SPECIFICATIONS table. RADIATOR Removal & Installation (Explorer)

WARNING: Do not stand in line with or near engine cooling fan blade when revving engine. NOTE:

Fan Clutch Holding Tool (T84T-6312-C), Fan Clutch Nut Wrench (T84T-6312-D, Fan Clutch Wrench (T96T-6312-A) and Fan Hub Wrench (T96T-6312-B), or equivalent, are required for this procedure. See Fig. 6 .

1. Drain the cooling system by removing the radiator cap and attaching a 3/8" (9.5mm) inside diameter hose to the draincock nipple, located at the lower rear corner of the radiator. Then open the radiator draincock and allow the coolant to flow through the hose into a suitable container. 2. Disconnect the intake air temperature (IAT) sensor electrical connector located on air cleaner outlet tube. Remove the air cleaner outlet tube. Remove the rubber radiator overflow hose from the radiator and store it out of the way. See Fig. 7 . Use Fan Clutch Wrench and Fan Hub Wrench to remove the fan clutch from the water pump pulley (1996). Use Fan Clutch Wrench and Fan Hub Wrench to loosen and remove the fan blade (1997). 3. Remove the two upper screws of the fan shroud or finger guard. Lift the fan shroud out of the lower retaining clips. Remove the fan shroud and fan blade. Loosen upper and lower hose clamps at the radiator and remove upper radiator hose and lower radiator hose from the radiator connectors. 4. For vehicles with automatic transmission, disconnect the two transmission cooling lines from the oil cooler fittings on the radiator. On 1996 models, disconnect the transmission cooler tube support bracket from the bottom flange of the radiator by removing the screw. 5. On 1996 models, unclip the A/C condenser core from the radiator. Remove the A/C condenser-to-radiator bolt. On all models, remove the two radiator upper screws. On 1997 models, Squeeze to release the anti rattle clip and slide the A/C condenser out of the locators. On all models, Separate the radiator from the A/C condenser core and remove. 6. If either upper radiator hose or lower radiator hose is to be replaced, loosen clamp at the engine end and slip the hose off the connections with a twisting motion. Remove the radiator lower support rubber insulators. 7. To install, reverse the removal procedure. Tighten bolts and nuts to specification. See TORQUE SPECIFICATIONS . Confirm that A/C condenser core is fully snapped onto the radiator. Fill and bleed air from cooling system. See COOLING SYSTEM BLEEDING . Operate the engine for several minutes and check all connections for leaks.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 ENGINES 5.0L V8 - VIN N & P

Fig. 6: Identifying Fan Clutch & Hub Wrench Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 ENGINES 5.0L V8 - VIN N & P

Fig. 7: Removing/Installing Radiator (Explorer; 1996 Shown; 1997 Is Similar) Courtesy of FORD MOTOR CO. WATER PUMP Removal (Bronco, Explorer, Mountaineer & Pickup)

Drain cooling system. Remove accessory drive belt. Remove upper radiator hose. Remove fan blade, fan clutch and fan shroud. Disconnect lower radiator hose, heater hose and water by-pass tube from water pump. Remove A/C and power steering bracket bolts and position aside. Remove water pump retaining bolts. Remove water pump and gasket. Helpmelearn February-12-08 6:27:53 PM

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1997 Ford Explorer 1996-97 ENGINES 5.0L V8 - VIN N & P

Removal (Van)

1. Drain cooling system. Remove upper and lower radiator hoses. Remove radiator. Remove accessory drive belt. Remove heater hose and by-pass tube from water pump. Remove fan blade, fan clutch and fan shroud as an assembly. 2. Release fuel pressure. See FUEL PRESSURE RELEASE . Using Spring Lock Coupling Remover (T81P-19623-G1) for 3/8" line or (T81P-19623-G2) for 1/2" line, disconnect fuel supply and return lines. See Fig. 2 . Remove A/C compressor and power steering pump bracket to clear stud bolts on water pump. Remove water pump retaining bolt. Remove water pump and gasket. Installation (All Models)

Clean all gasket mating surfaces. Coat both sides of NEW gasket with gasket sealer. Install water pump and tighten bolts to specification. See TORQUE SPECIFICATIONS table. To complete installation, reverse removal procedure. Tighten bolts and nuts to specification. See TORQUE SPECIFICATIONS table. Fill and bleed air from cooling system. See COOLING SYSTEM BLEEDING . OIL PAN NOTE:

On Explorer and Mountaineer, for oil pan removal, manufacturer recommends engine removal.

Removal (Bronco & Pickup)

1. Remove fan shroud. Remove upper intake manifold. See UPPER INTAKE MANIFOLD . Raise and support vehicle. On A/T models, disconnect oil cooler lines from radiator. 2. On all models, disconnect exhaust pipes from exhaust manifold. Remove front engine mount-to-subframe nuts. Drain engine oil. Raise engine and insert wood block between mounts and subframe. Remove oil pan bolts and lower oil pan onto crossmember. 3. Remove 2 bolts attaching pick-up tube to oil pump. Remove nut attaching pick-up tube to number 3 main bearing cap. Lower oil pick-up tube assembly into pan. Remove oil pan from vehicle. Installation

To install, reverse removal procedure. Apply silicone sealant at front and rear corners of oil pan surface and cylinder block, and where timing chain cover meets cylinder block. To install remaining components, reverse removal procedure. Tighten bolts and nuts to specification. See TORQUE SPECIFICATIONS table. Removal (Van)

1. Disconnect negative battery cable. Remove engine cover and air cleaner. Drain cooling system and engine oil. Remove upper radiator hose. Remove auxiliary heater hoses (if equipped). Remove fan shroud and fan assembly. Remove oil filler tube. 2. Disconnect junction block from bracket. Remove upper intake manifold. See UPPER INTAKE MANIFOLD . Raise and support vehicle. On A/T models, disconnect transmission cooler lines at radiator. Helpmelearn February-12-08 6:27:53 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 ENGINES 5.0L V8 - VIN N & P

3. Disconnect oxygen sensors. Disconnect exhaust pipes from manifold and catalytic converter. Remove exhaust pipe. Remove engine mount-to-subframe nuts. Place a jack with wooden block under oil pan near front of engine and raise engine. 4. Engine and transmission assembly must remain centered in engine compartment in order for it to be raised approximately 4" at front engine mounts. Use wooden blocks to support engine assembly in this position. 5. Remove oil pan bolts and lower oil pan onto crossmember. Remove 2 bolts attaching pick-up tube to oil pump. Remove nut attaching pick-up tube to number 3 main bearing cap. Lower oil pick-up tube assembly into pan. Remove oil pan from vehicle. Installation

1. Apply silicone sealant at front and rear corners of oil pan surface and cylinder block, and where timing chain cover meets cylinder block. Position NEW gasket and seals to engine block. 2. Position oil pan with pump to engine, and install oil pump. To complete installation, reverse removal procedure. Tighten bolts and nuts to specification. See TORQUE SPECIFICATIONS table. Fill or top off all fluids. Fill and bleed air from cooling system. See COOLING SYSTEM BLEEDING .

OVERHAUL CYLINDER HEAD Cylinder Head

1. Clean head gasket mating surface. Clean carbon from combustion chambers. DO NOT damage surfaces. Check cylinder head for cracks, burrs, nicks and warpage. 2. DO NOT machine more than .010" (.25 mm) from original cylinder head surface to correct warpage. Replace cylinder head as necessary. See CYLINDER HEAD table under ENGINE SPECIFICATIONS. Valve Springs

1. Measure valve spring installed height from top of spring seat to underside of spring retainer. Ensure installed height is 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. 2. If installed height is not within specification, a spacer can be installed between cylinder head and valve spring to obtain correct height. Inspect valve spring free length and pressure. Replace valve spring if free length and pressure are not within specification. See VALVES & VALVE SPRINGS table. Valve Stem Oil Seals

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 ENGINES 5.0L V8 - VIN N & P

When installing NEW valve stem seals, ensure oil seal bottoms on valve guide. Oversized valve stem seals must be installed when oversized valves are used. 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 .015" (.38 mm) and .030" (.76 mm) oversize. NOTE:

Always grind valve seat after valve guide has been reamed or service bushing has been installed.

2. If oversized valves or oversized valve stem oil seals are not available, valve guide may be bored out to use a service bushing. Always use reamers in proper sequence (smallest first). Valve Seat

1. Grind valve seat to 45 degrees. If seat width 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. 2. 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

CAUTION: DO NOT remove more than .010" (.25 mm) from end of valve stem when resurfacing tip of valve. Ensure head diameter, valve face runout, stem diameter and valve margin are within specification. See VALVES & VALVE SPRINGS table under ENGINE SPECIFICATIONS. CYLINDER BLOCK ASSEMBLY Piston & Rod Assembly

1. Ensure pistons and rods are installed in cylinder from which they were removed. Ensure indentation on piston top is positioned as shown in illustration. See Fig. 8 . 2. Ensure numbered side of rod faces outward. See Fig. 8 . When installing replacement rods, ensure largechamfered side of connecting rod bearing bore is toward crankshaft cheek, facing front of engine for right rods and rear of engine for left rods.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 ENGINES 5.0L V8 - VIN N & P

Fig. 8: Positioning Piston & Rod Courtesy of FORD MOTOR CO. Fitting Pistons

NOTE:

Take measurements with components at a stabilized room temperature of about 70°F (21°C).

1. Select rings for bore diameter. Place ring in cylinder bore in which it will be installed. Use piston to square ring in bore and place ring below normal ring wear area. Measure ring end gap. If ring gap is too small, file end of ring until within specification. 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. Helpmelearn February-12-08 6:27:53 PM

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1997 Ford Explorer 1996-97 ENGINES 5.0L V8 - VIN N & P

See Fig. 9 .

Fig. 9: Positioning Piston Ring End Gaps Courtesy of FORD MOTOR CO. Rod Bearings

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1997 Ford Explorer 1996-97 ENGINES 5.0L V8 - VIN N & P

2. If use of bearing combinations does not bring clearance within specification, machine or replace crankshaft as necessary. Always replace bearings in pairs. See CRANKSHAFT, MAIN & CONNECTING ROD BEARINGS table under ENGINE SPECIFICATIONS. UNDERSIZE MAIN & ROD BEARING COMBINATIONS (1) Excess Bearing Clearance In. (mm) Use Upper Bearing In. (mm) 0-.0005 (0-.013) .001 (.025)

Use Lower Bearing In. (mm) (2)

.0005-.0010 (.013-.025) .001 (.025) .001 (.025) .0010-.0015 (.025-.039) .002 (.050) .001 (.025) .0015-.0020 (.039-.050) .002 (.050) .002 (.050) (1) DO NOT use any bearing combination other than listed. If 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. See CRANKSHAFT, MAIN & CONNECTING ROD BEARINGS table under ENGINE SPECIFICATIONS. 4. Install all bearing caps except thrust bearing cap (No. 3 from front of engine). Tighten main bearing cap bolts to specification. See TORQUE SPECIFICATIONS table. Install No. 3 bearing cap and tighten bolts finger tight. 5. Pry crankshaft forward and pry No. 3 bearing cap to rear of engine to align thrust bearing. While retaining forward pressure on crankshaft, tighten bearing cap to specification. See TORQUE SPECIFICATIONS table. 6. Ensure crankshaft end play is within specification. Replace thrust bearing if end play is not within specification. See CRANKSHAFT, MAIN & CONNECTING ROD BEARINGS table. Cylinder Block

CAUTION: DO NOT machine more than .010" (.25 mm) of material from original cylinder block head surface. 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. 2. Install all main bearing caps and tighten to specification before honing cylinder bore. See TORQUE Helpmelearn February-12-08 6:27:53 PM

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1997 Ford Explorer 1996-97 ENGINES 5.0L V8 - VIN N & P

SPECIFICATIONS table. Ensure bearing caps are installed in their original location, with arrow on cap pointing towards 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.

ENGINE OILING ENGINE LUBRICATION SYSTEM Engine lubrication system is a force-feed type. Oil is supplied under full pressure to crankshaft, connecting rods, camshaft bearing and valve lifters. 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. See Fig. 10 .

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 ENGINES 5.0L V8 - VIN N & P

Fig. 10: Cross-Sectional View Of Engine Oil Circuit Courtesy of FORD MOTOR CO. Crankcase Capacity

Crankcase capacity is 5 qts. (4.75L). Add one additional qt. (.95L) when replacing oil filter. Oil Pressure

Normal oil pressure at 2000 RPM should be 40-60 psi (2.8-4.2 kg/cm2 ) with engine at normal operating temperature. Pressure Relief Valve Helpmelearn February-12-08 6:27:53 PM

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1997 Ford Explorer 1996-97 ENGINES 5.0L V8 - VIN N & P

Pressure relief valve is located in oil pump, and is not adjustable. OIL PUMP Removal & Disassembly

1. Remove oil pan. See OIL PAN under REMOVAL & INSTALLATION. Remove oil pump from oil pan. Remove oil pump drive shaft. Disassemble oil pump. 2. Note direction of component installation for reassembly reference. Drill a small hole in oil pressure relief valve cap. Install self-threading screw in drilled hole and pull on screw to remove cap. Inspection

Inspect components for damage and wear. Measure rotor end play and outer rotor-to-housing clearance. Measure relief valve-to-bore clearance and relief valve spring tension. Replace oil pump assembly if measurements are not within specifications. See OIL PUMP SPECIFICATIONS table. OIL PUMP SPECIFICATIONS Application Outer Rotor-To-Housing Clearance Relief Valve Spring Tension Relief Valve-To-Bore Clearance Rotor End Play Shaft-To-Housing Clearance NOTE:

Specification .001-.013" (.03-.33 mm) 10.6-12.2 lbs. @ 1.74" (4.8-5.5 kg @ 44.2 mm) .0015-.0030" (.038-.076 mm) .004" (.10 mm) Max. .0015-.0030" (.038-.076 mm)

Oil pump is serviced as an assembly only. Replace assembly if measurements are not to specifications. See OIL PUMP SPECIFICATIONS table.

Reassembly & Installation

1. To reassemble, reverse disassembly procedure. Ensure components are installed in original location. Install NEW oil pressure relief valve cap. To install, prime oil pump by filling inlet opening with oil, and rotating pump shaft until oil emerges from outlet opening. CAUTION: If pump and drive shaft do not seat readily, DO NOT force into position. Realign drive shaft hex with distributor shaft socket and reinstall. 2. Install and tighten oil pump-to-cylinder block bolt to specification. See TORQUE SPECIFICATIONS table. To complete installation, reverse removal procedure.

TORQUE SPECIFICATIONS TORQUE SPECIFICATIONS Helpmelearn February-12-08 6:27:53 PM

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1997 Ford Explorer 1996-97 ENGINES 5.0L V8 - VIN N & P

Application Camshaft Sprocket Bolt Connecting Rod Cap Nut Camshaft Position Synchronizer Bolt Crankshaft Damper Bolt 1996 1997

Ft. Lbs. (N.m) 40-45 (54-61) 19-24 (26-33) 14 (19) 70-90 (95-122) 110-130 (149-176)

Cylinder Head Bolt (1) Step 1 Step 2 Step 3 Damper-To-Crankshaft Engine-To-Transmission Bolts Exhaust Manifold Bolt 1996 1997 Fan Clutch-To-Water Pump Bolts/Nut Flexplate-To-Torque Converter Bolt Flywheel-To-Crankshaft Bolt Front Engine Mounting Bolts/Nuts Intake Manifold Bolts & Stud

25-35 (34-47) 45-55 (61-75) Additional 85-95 Degrees 70-90 (95-122) 50-65 (68-88) 18-24 (24-33) 26-32 (35-43) 34-46 (46-63) 20-34 (27-46) 75-85 (102-115) 50-70 (68-95)

Lower (2) Step 1

(3)

Step 2 Upper Main Bearing Cap Bolt Oil Pan-To-Cylinder Block Bolt 4 Each, 5/16" x 18 18 Each, 1/4" x 20

23-25 (30-34) 12-18 (16-24) 60-70 (81-95) 9-12 (12-16) (4)

Oil Pump Inlet Tube Oil Pump-To-Cylinder Block Bolt Power Steering Pump Bracket Bolts Pulley-To-Damper Rear Mount-To-Crossmember Nut Rocker Arm Fulcrum Bolt Starter Bolt Timing Chain Cover Bolt Transmission Cooler Line Fitting-To-Radiator 1996 1997

10-15 (14-20) 22-32 (30-43) 40-50 (54-68) 40-52 (54-71) 60-80 (81-108) 18-25 (24-34) 15-20 (20-27) 15-21 (20-28) 23-25 (31-35) 17-22 (20-30)

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1997 Ford Explorer 1996-97 ENGINES 5.0L V8 - VIN N & P

Transmission Cooler Line Nut-To-Fitting On Radiator (1996) Transmission Cooler Line-To-Cooler Fitting Nut (1997) Valve Cover Bolt Water Pump Bolts Camshaft Position Sensor Screws Camshaft Thrust Plate Bolt Fan Shroud Bolts Radiator-To-A/C Condenser Bolt (1996) Radiator-To-Radiator Support Bolts Timing Pointer (1) Tighten in sequence. See Fig. 4 . (2)

Tighten in sequence. See Fig. 3 .

(3)

Tighten bolts to 60-120 INCH lbs. (7-14 N.m)

(4)

Tighten bolts to 84-120 INCH lbs. (10-14 N.m)

17-22 (22-30) 17-22 (22-30) 11-14 (15-19) 12-18 (16-24) INCH Lbs. (N.m) 22-31 (2.5-3.5) 108-144 (13-16) 53-71 (6-8) 53-71 (6-8) 53-71 (6-8) 70-106 (8-12)

ENGINE SPECIFICATIONS GENERAL SPECIFICATIONS Application Displacement Bore Stroke Compression Ratio Fuel System Horsepower @ RPM 5.0L (A/T) 5.0L (M/T) Torque Ft. Lbs. @ RPM 5.0L (A/T) 5.0L (M/T)

Specification 302 Cu. In. 4.00" (101.6 mm) 3.00" (76.2 mm) 9.0:1 SFI 195 @ 4000 205 @ 4000 270 @ 3000 275 @ 3000

CAMSHAFT Application Bearing I.D. Diameter No. 1 No. 2 No. 3 No. 4

In. (mm) 2.0825 (52.896) 2.0675 (52.515) 2.0525 (52.134) 2.0375 (51.753)

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1997 Ford Explorer 1996-97 ENGINES 5.0L V8 - VIN N & P

No. 5 End Play Journal Diameter No. 1 No. 2 No. 3 No. 4 No. 5 Journal Runout Lobe Lift Intake Exhaust Lobe Wear Limit Oil Clearance Timing Chain Deflection

2.0225 (51.372) .001-.007 (.03-.18) 2.0805 (52.845) 2.0655 (52.464) 2.0505 (52.083) 2.0355 (51.702) 2.0205 (51.321) .005 (.13) .2637 (6.698) .2801 (7.115) .005 (.13) .001-.003 (.03-.08) .500 (12.70)

CRANKSHAFT, MAIN & CONNECTING ROD BEARINGS Application Crankshaft End Play Main Bearings Journal Diameter Journal Out-Of-Round Journal Taper (1) Journal Runout Oil Clearance Desired Connecting Rod Bearings Journal Diameter Journal Out-Of-Round

(3)

No. 1 bearing .0001-.0020 (.003-.051).

2.2482-2.2490 (57.104-57.125) .0006 (.015) .0005 (.013)

(2)

.0008-.0015 (.020-.038)

(3)

.0008-.0030 (.020-.076)

2.1228-2.1236 (53.919-53.939) .0006 (.015) .0006 (.015)

Journal Taper (1) Oil Clearance Desired Allowable (1) Within a 1" (25 mm) area. No. 1 bearing .0001-.0015 (.003-.038).

.004-.008 (.10-.20)

.002 (.05)

Allowable

(2)

In. (mm)

.0008-.0015 (.020-.038) .0007-.0024 (.018-.061)

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1997 Ford Explorer 1996-97 ENGINES 5.0L V8 - VIN N & P

CONNECTING RODS Application Bore Diameter Pin Bore Crankpin Bore Center-To-Center Length

In. (mm) .9096-.9112 (23.104-23.144) 2.2390-2.2398 (56.871-56.891) 5.0885-5.0915 (129.248-129.324) .012 (.31)

Maximum Bend (1)

.015 (.38) Maximum Twist (1) Side Play Standard .010-.020 (.25-.51) Service Limit .023 (.58) (1) Specification listed is measured at ends of an 8" (203 mm) bar, 4" (102 mm) on each side of rod center line. CYLINDER BLOCK Application Cylinder Bore Standard Diameter Maximum Taper Maximum Out-Of-Round Standard Service Limit

In. (mm) 4.0000-4.0012 (101.600-101.630) .010 (.25) .0015 (.038) .005 (.13) .003 (.08)

Maximum Deck Warpage (1) (1) Specification is within a 6" (152 mm) area. Overall warpage is .006" (.15 mm). DO NOT machine more than .010" (.25 mm) from original gasket surface. VALVES & VALVE SPRINGS Application Face Angle Face Runout Head Diameter Intake Exhaust Stem Diameter Intake Exhaust Valve Margin Valve Springs Free Length Intake

Specification 44° .002" (.051 mm) 1.690-1.694" (42.93-43.03 mm) 1.439-1.463" (36.55-37.16 mm) .3415-.3423" (8.674-8.694 mm) .3410-.3418" (8.661-8.682 mm) .031" (.79 mm)

2.06" (52.3 mm)

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1997 Ford Explorer 1996-97 ENGINES 5.0L V8 - VIN N & P

Exhaust Installed Height Intake Exhaust Out-Of-Square

1.88" (47.8 mm) 1.75-1.81" (44.5-46.0 mm) 1.58-1.64" (40.1-41.7 mm) .078" (1.98 mm) Lbs. @ In. (kg @ mm)

Pressure Intake Exhaust

74-82 @ 1.78 (34-37 @ 45) 76-84 @ 1.60 (35-38 @ 41)

CYLINDER HEAD Application

Specification .003" (.08 mm)

Warpage (1)

Maximum Valve Seats Seat Angle 45° Seat Width .060-.080" (1.5-2.0 mm) Maximum Seat Runout .002" (.05 mm) Valve Guides Intake Valve Valve Guide Bore I.D. .3433-.3443" (8.720-8.745 mm) Valve Stem-To-Guide Oil Clearance .0010-.0027" (.025-.069 mm) Exhaust Valve Valve Guide Bore I.D. .3433-.3443" (8.720-8.745 mm) Valve Stem-To-Guide Oil Clearance .0015-.0032" (.038-.081 mm) (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. PISTONS, PINS & RINGS Application Pistons Clearance

In. (mm) .0012-.0020 (.030-.051)

(1)

Diameter Red Blue Yellow Pins Diameter Length Piston Fit Rod Fit

3.9987-3.9993 (101.567-101.582) 3.9999-4.0005 (101.597-101.613) 4.0011-4.0017 (101.628-101.643) .9121-.9122 (23.167-23.170) 3.01-3.04 (76.45-77.21) .0004-.0007 (.010-.018) Press Fit

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1997 Ford Explorer 1996-97 ENGINES 5.0L V8 - VIN N & P

Rings End Gap No. 1 No. 2 No. 3 (Oil) Side Clearance Except No. 3 No. 3 (1) Standard pistons are color-coded Red, Blue and Yellow on piston dome. VALVE LIFTERS Application Collapsed Lifter Clearance Desired Allowable Lifter Diameter Oil Clearance

.010-.020 (.25-.51) .018-.028 (.46-.71) .010-.040 (.25-1.02) .0013-.0033 (.033-.084) Snug Fit

In. (mm) .091-.151 (2.31-3.83) .071-.171 (1.80-4.34) .8740-.8745 (22.200-22.212) .0007-.0027 (.018-.069)

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1997 Ford Explorer D - ADJUSTMENTS - 4.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - On-Vehicle Adjustments

D - ADJUSTMENTS - 4.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - On-Vehicle Adjustments

INTRODUCTION MODEL IDENTIFICATION MODEL IDENTIFICATION Series (1) "U" (1) Vehicle series is fifth character of VIN.

Model Explorer

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 4.0L article in the ENGINES section for removal and installation procedures.

Valve Clearance Adjustment

NOTE:

Hydraulic valve lifters and nonadjustable rocker arms are used; valve adjustment is not possible. If valve lifters are found to be excessively worn or noisy, test and repair or replace as necessary.

IGNITION TIMING Ignition timing on models equipped with EEC-V is not adjustable. Use timing light to check base timing. See BASE IGNITION TIMING table. BASE IGNITION TIMING Application 4.0L (1)

Degrees BTDC (1)

8-10

With SPOUT in-line connector unplugged.

IDLE SPEED & MIXTURE Helpmelearn February-12-08 6:29:38 6:29:35 PM

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1997 Ford Explorer D - ADJUSTMENTS - 4.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - On-Vehicle Adjustments

NOTE:

Idle mixture is not adjustable. If idle mixture is incorrect, see TESTS W/CODES article.

Cold (Fast) Idle

Fast idle speed is controlled by the PCM. Adjustment is not required. Idle Adjustment Procedures

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. Idle Adjustment Precautions

Idle speed on all engines is controlled by the Powertrain Control Module (PCM) and Idle Air Control (IAC) valve. If control system is operating properly, engine idle RPM is fixed and cannot be changed by standard adjustments. Some engines do not have an idle RPM specification. A scan tester must be used on these systems because control strategy and idle speed are controlled by PCM. Before performing idle speed adjustment procedure, complete a thorough basic inspection and self-test (KOEO, KOER, Continuous Memory self-tests) to verify proper operation of systems which may contribute to idle speed control problems. See TESTS W/CODES article. 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 rest against throttle stop screw. When idle speed control device 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; they are identified with a Yellow/Black label. These units must not be cleaned, because a protective coating is applied to the lip of throttle plate(s). NOTE:

Yellow/Black label is located on air cleaner tube clamp surface.

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.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer D - ADJUSTMENTS - 4.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - On-Vehicle Adjustments

Fig. 1: Installing Throttle Plate Plug Courtesy of FORD MOTOR CO.

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1997 Ford Explorer D - ADJUSTMENTS - 4.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - On-Vehicle Adjustments

Fig. 2: Locating Throttle Return Screw (Typical) Courtesy of FORD MOTOR CO. Idle speed is not adjustable. If engine idle is not near specification, check for contaminated fuel, vacuum leaks and incorrect ignition timing. Ensure throttle bore, EGR system and PCV system are clean. If these are okay, see TESTS W/CODES article for additional procedures. THROTTLE POSITION (TP) SENSOR NOTE:

Throttle Position (TP) sensor on gasoline engines is not adjustable. If TP sensor service is required, see CIRCUIT TEST DH in TESTS W/CODES article.

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Page 4

1997 Ford Explorer D - ADJUSTMENTS - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - On-Vehicle Adjustments

D - ADJUSTMENTS - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - On-Vehicle Adjustments

INTRODUCTION MODEL IDENTIFICATION MODEL IDENTIFICATION Series (1) "U" (1) Vehicle series is fifth character of VIN.

Model Explorer & Mountaineer

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 ENGINES article in the ENGINES section for removal and installation procedures.

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. Rotate crankshaft in normal operating 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 8, and exhaust valves No. 1, 4 and 5. 3. Rotate crankshaft 180 degrees (1/2 turn). Bleed lifter and check intake valves No. 4 and 5, and exhaust valves No. 2 and 6. Rotate crankshaft 270 degrees (3/4 turn). Bleed lifter and check intake valves No. 2, 3 and 6, and exhaust valves No. 3, 7 and 8. See COLLAPSED VALVE LIFTER CLEARANCE table. If clearance is not within specification, use shorter or longer push rod to obtain correct clearance. COLLAPSED VALVE LIFTER CLEARANCE Application Allowable

In. (mm) .071-.171 (1.80-4.34)

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1997 Ford Explorer D - ADJUSTMENTS - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - On-Vehicle Adjustments

Desired

.091-.151 (2.31-3.84)

IGNITION TIMING NOTE:

Depending on model, Pickup models use EEC-IV or EEC-Vsystem. EEC-IV PCM has 60-pin connector. EEC-V PCM has 104-pin connector. See ENGINE/VIN ID article for correct application.

Ignition timing on models equipped with EEC-V is not adjustable. Use timing light to check base timing. See BASE IGNITION TIMING table. BASE IGNITION TIMING Application 5.0L (1)

Degrees BTDC (1)

8-10

With SPOUT in-line connector unplugged.

IDLE SPEED & MIXTURE NOTE:

Idle mixture is not adjustable. If idle mixture is incorrect, see TESTS W/CODES article.

Cold (Fast) Idle

Fast idle speed is controlled by the PCM. Adjustment is not required. Idle Adjustment Procedures

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1997 Ford Explorer D - ADJUSTMENTS - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - On-Vehicle Adjustments

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 rest against throttle stop screw. When idle speed control device 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; they are identified with a Yellow/Black label. These units must not be cleaned, because a protective coating is applied to the lip of throttle plate(s). NOTE:

Yellow/Black label is located on air cleaner tube clamp surface.

Fig. 1: Installing Throttle Plate Plug Courtesy of FORD MOTOR CO.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer D - ADJUSTMENTS - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - On-Vehicle Adjustments

Throttle Position (TP) sensor on gasoline engines is not adjustable. If TP sensor service is required, see CIRCUIT TEST DH in TESTS W/CODES article.

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Page 4

1997 Ford Explorer F - BASIC TESTING - 4.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Basic Diagnostic Procedures

F - BASIC TESTING - 4.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Basic Diagnostic Procedures

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 symptom(s) 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. 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 Heated Oxygen Sensor (HO2S) 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. Helpmelearn February-12-08 7:04:18 7:04:15 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer F - BASIC TESTING - 4.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Basic Diagnostic Procedures

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.

FUEL SYSTEM PRELIMINARY CHECKS Ensure following systems and components are in good condition and operating properly before diagnosing problems in fuel injection system. z z z z z z z z z z z z z z

Check battery and charging system condition. Check all wiring and vacuum connections. Check air cleaner and ducting. Check state of tune. Check fuel delivery system. Check cooling system. Check inertia fuel shutoff switch. Check for hydrostatic lock (liquid in cylinder). Check fuel tank contents and fuel gauge accuracy. Check for dirt, water or other contamination in fuel. Check fuel lines and fittings for leaks. Check fuel delivery system for proper pressure and volume. Check for inoperative fuel injectors. Check for improperly installed electronic equipment such as anti-theft system, CB radio, cellular telephone or stereo.

Engine Does Not Crank

Check for enabled anti-theft system. Check starting and charging system for correct operation. Check for hydrostatic lock (liquid in cylinder). Repair as necessary. Engine Cranks But Will Not Start

1. Check fuel tank contents and fuel gauge accuracy. Check for dirt, water or contamination in fuel. 2. Check fuel lines and fittings for leaks. If no leaks are found, check fuel delivery system for proper pressure and volumes. Reset Inertia Fuel Shutoff (IFS) switch (if necessary). 3. Check for damaged or contaminated fuel injector wiring harness and connector. Ensure fuel injectors pulse when engine is cranked. 4. Check ignition system for strong secondary current at spark plugs. If no spark exists or if spark is weak, go to step 1) of CIRCUIT TEST JD in the TESTS W/CODES - 4.0L article. FUEL SYSTEM PRESSURE RELEASE Helpmelearn February-12-08 7:04:15 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer F - BASIC TESTING - 4.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Basic Diagnostic Procedures

WARNING: Always relieve fuel pressure before disconnecting any component under fuel pressure. DO NOT allow fuel to contact engine or electrical components. 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. Place fuel pressure gauge in a suitable container. Using gauge, release pressure from system. 2. If fuel pressure gauge is not available, disconnect Inertia Fuel Shutoff (IFS) switch. See INERTIA FUEL SHUTOFF (IFS) SWITCH LOCATION table. Remove fuel cap to release fuel tank pressure. Crank engine for 15 seconds to release system pressure. INERTIA FUEL SHUTOFF (IFS) SWITCH LOCATION Application Explorer

Location In Instrument Panel, Below Radio

FUEL PRESSURE WARNING: Inspect fuel system for leaks or damage before testing fuel pump.

1. Release fuel pressure. Install fuel pressure gauge. Turn ignition on and read fuel pressure. Start engine and read fuel pressure. For fuel pressure specifications, see FUEL PRESSURE SPECIFICATIONS article. 2. If fuel pressure is not within specifications, check fuel pressure regulator. With engine running, connect hand vacuum pump and apply vacuum to regulator. 3. Ensure fuel pressure changes as vacuum at regulator is increased and decreased. If no pressure change occurs, replace regulator and recheck system. For additional testing information, go to CIRCUIT TEST HC in TESTS W/CODES - 4.0L article. FUEL PRESSURE SPECIFICATIONS Application Fuel Line Pressure

Specification (1) (2)

Fuel Volume (1)

For fuel pressure specifications, see FUEL PRESSURE SPECIFICATIONS article.

(2)

Volume is one pt. (.5L) in 30 seconds.

FUEL INJECTORS Fuel Injector Resistance

Disconnect injector harness connectors. Using digital ohmmeter, measure resistance between injector terminals. See INDIVIDUAL INJECTOR RESISTANCE table. Replace any injector not within specification. Helpmelearn February-12-08 7:04:15 PM

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1997 Ford Explorer F - BASIC TESTING - 4.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Basic Diagnostic Procedures

Fuel Injector Check

Start engine and allow to idle. If engine will not start, crank engine for 10 seconds. Using a stethoscope, listen for clicking sound at each injector. If clicking sound is heard, fuel injector is operating. If clicking sound is not heard, go to step 8) of CIRCUIT TEST HD in the TESTS W/CODES - 4.0L article. NOTE:

For additional testing and information, see FUEL SYSTEM in SYSTEM/COMPONENT TESTS - 4.0L article.

INDIVIDUAL INJECTOR RESISTANCE (1) Engine 4.0L (1) Resistance values are for a single injector.

Ohms 11-18

INERTIA FUEL SHUTOFF (IFS) SWITCH WARNING: DO NOT reset IFS 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 will 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. See INERTIA FUEL SHUTOFF (IFS) SWITCH LOCATION table under FUEL SYSTEM PRESSURE RELEASE .

NO-START DIAGNOSIS 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. z z z z z z

Battery. Timing belt or chain. Fuel delivery and injection system. All wiring and vacuum connections. Air cleaner and ducts. Cooling system.

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1997 Ford Explorer F - BASIC TESTING - 4.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Basic Diagnostic Procedures

DISTRIBUTORLESS IGNITION SYSTEM Spark Check

1. Perform self diagnostic QUICK TEST to check for ignition-related fault codes, and repair as necessary. See QUICK TEST in TESTS W/CODES - 4.0L article. If no fault codes are retrieved, check ignition system wiring harness connectors for corrosion and tight fit. See the WIRING DIAGRAMS - 4.0L article. Clean or repair connectors as necessary. 2. If wiring and connectors are okay, use Neon Bulb Spark Tester (D8IP-6666-A) to check for spark at each spark plug wire while cranking engine. If spark is strong and consistent at each spark plug (one spark per crankshaft revolution), ignition system is okay. If spark is not present, go to CIRCUIT TEST JD in TESTS W/CODES - 4.0L article. IGNITION COIL RESISTANCE IGNITION COIL RESISTANCE Application Distributorless Ignition (1)

Primary .5

Secondary (1)

Resistance values not available at time of publication.

IDLE SPEED & IGNITION TIMING Ensure idle speed and ignition timing are set to specification. See appropriate table. For adjustment procedures, see the ADJUSTMENTS - 4.0L article. NOTE:

Always refer to Emission Control Label in engine compartment before attempting service. If manual and label differ, always use emission label specifications.

IDLE RPM SPECIFICATION Application 4.0L (1)

RPM (1)

Idle speed is computer controlled and is not adjustable.

BASE IGNITION TIMING Application 4.0L (1)

Degrees BTDC (1)

8-10

With SPOUT in-line connector unplugged.

IDLE MIXTURE ADJUSTMENT

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Page 5

1997 Ford Explorer F - BASIC TESTING - 4.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Basic Diagnostic Procedures

NOTE:

Idle mixture is not adjustable. If idle mixture is incorrect, see TESTS W/CODES 4.0L article.

THROTTLE POSITION (TP) SENSOR ADJUSTMENT NOTE:

Throttle Position (TP) sensor is not serviceable. If TP sensor service is required, see CIRCUIT TEST DH in TESTS W/CODES - 4.0L article.

TP SENSOR OUTPUT (1) Voltage Throttle Angle 0° .65 10° .97 20° 1.44 30° 1.90 40° 2.37 50° 2.84 60° 3.31 70° 3.78 80° 3.90 (1) Values may vary by 15 percent. For testing, refer to CIRCUIT TEST DH in TESTS W/CODES 4.0L article.

SUMMARY If no faults were found while performing BASIC DIAGNOSTIC PROCEDURES, proceed to TESTS W/CODES - 4.0L article. If no trouble codes are found self-diagnostics, proceed to TESTS W/O CODES 4.0L article for diagnosis by symptom (i.e., ROUGH IDLE, NO START, etc.) or intermittent diagnostic procedures.

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1997 Ford Explorer F - BASIC TESTING - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Basic Diagnostic Procedures

F - BASIC TESTING - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Basic Diagnostic Procedures

Perform all voltage tests with a Digital Volt-Ohmmeter (DVOM) with a minimum 10-megohm input impedance, unless stated otherwise in test procedure.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer F - BASIC TESTING - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Basic Diagnostic Procedures

FUEL SYSTEM PRELIMINARY CHECKS Ensure following systems and components are in good condition and operating properly before diagnosing problems in fuel injection system. z z z z z z z z z z z z z z

Engine Does Not Crank

Check for enabled anti-theft system. Check starting and charging system for correct operation. Check for hydrostatic lock (liquid in cylinder). Repair as necessary. Engine Cranks But Will Not Start

1. Check fuel tank contents and fuel gauge accuracy. Check for dirt, water or contamination in fuel. 2. Check fuel lines and fittings for leaks. If no leaks are found, check fuel delivery system for proper pressure and volumes. Reset Inertia Fuel Shutoff (IFS) switch (if necessary). 3. Check for damaged or contaminated fuel injector wiring harness and connector. Ensure fuel injectors pulse when engine is cranked. 4. Check ignition system for strong secondary current at spark plugs. If no spark exists or if spark is weak, go to step 1) of CIRCUIT TEST JD in the TESTS W/CODES - 5.0L article. FUEL SYSTEM PRESSURE RELEASE Helpmelearn February-12-08 7:05:11 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer F - BASIC TESTING - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Basic Diagnostic Procedures

Location In Instrument Panel, Below Radio

FUEL PRESSURE WARNING: Inspect fuel system for leaks or damage before testing fuel pump.

1. Release fuel pressure. Install fuel pressure gauge. Turn ignition on and read fuel pressure. Start engine and read fuel pressure. For fuel pressure specifications, see FUEL PRESSURE SPECIFICATIONS article. 2. If fuel pressure is not within specifications, check fuel pressure regulator. With engine running, connect hand vacuum pump and apply vacuum to regulator. 3. Ensure fuel pressure changes as vacuum at regulator is increased and decreased. If no pressure change occurs, replace regulator and recheck system. For additional testing information, go to CIRCUIT TEST HC in TESTS W/CODES - 5.0L article. FUEL PRESSURE SPECIFICATIONS Application Fuel Line Pressure

Specification (1) (2)

Fuel Volume (1)

For fuel pressure specifications, see FUEL PRESSURE SPECIFICATIONS article.

(2)

Volume is one pt. (.5L) in 30 seconds.

FUEL INJECTORS Fuel Injector Resistance

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1997 Ford Explorer F - BASIC TESTING - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Basic Diagnostic Procedures

Fuel Injector Check

For additional testing and information, see FUEL SYSTEM in SYSTEM/COMPONENT TESTS - 5.0L article.

INDIVIDUAL INJECTOR RESISTANCE (1) Engine 5.0L (1) Resistance values are for a single injector.

Ohms 11-18

INERTIA FUEL SHUTOFF (IFS) SWITCH WARNING: DO NOT reset IFS switch until fuel system has been inspected for leaks.

NO-START DIAGNOSIS Definition

Battery. Timing belt or chain. Fuel delivery and injection system. All wiring and vacuum connections. Air cleaner and ducts. Cooling system.

Helpmelearn February-12-08 7:05:12 PM

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1997 Ford Explorer F - BASIC TESTING - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Basic Diagnostic Procedures

DISTRIBUTORLESS IGNITION SYSTEM Spark Check

1. Perform self diagnostic QUICK TEST to check for ignition-related fault codes, and repair as necessary. See QUICK TEST in TESTS W/CODES - 5.0L article. If no fault codes are retrieved, check ignition system wiring harness connectors for corrosion and tight fit. See the WIRING DIAGRAMS - 5.0L article. Clean or repair connectors as necessary. 2. If wiring and connectors are okay, use Neon Bulb Spark Tester (D8IP-6666-A) to check for spark at each spark plug wire while cranking engine. If spark is strong and consistent at each spark plug (one spark per crankshaft revolution), ignition system is okay. If spark is not present, go to CIRCUIT TEST JD in TESTS W/CODES - 5.0L article. IGNITION COIL RESISTANCE IGNITION COIL RESISTANCE Application Distributorless Ignition (1)

Primary .5

Secondary (1)

Resistance values not available at time of publication.

IDLE SPEED & IGNITION TIMING Ensure idle speed and ignition timing are set to specification. See appropriate table. For adjustment procedures, see the ADJUSTMENTS - 5.0L article. NOTE:

Always refer to Emission Control Label in engine compartment before attempting service. If manual and label differ, always use emission label specifications.

IDLE RPM SPECIFICATION Application 5.0L (1)

RPM (1)

Idle speed is computer controlled and is not adjustable.

BASE IGNITION TIMING Application 5.0L (1)

Degrees BTDC (1)

8-10

With SPOUT in-line connector unplugged.

IDLE MIXTURE ADJUSTMENT

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Page 5

1997 Ford Explorer F - BASIC TESTING - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Basic Diagnostic Procedures

NOTE:

Idle mixture is not adjustable. If idle mixture is incorrect, see TESTS W/CODES 5.0L article.

THROTTLE POSITION (TP) SENSOR ADJUSTMENT NOTE:

Throttle Position (TP) sensor is not serviceable. If TP sensor service is required, see CIRCUIT TEST DH in TESTS W/CODES - 5.0L article.

SUMMARY If no faults were found while performing BASIC DIAGNOSTIC PROCEDURES, proceed to TESTS W/CODES - 5.0L article. If no trouble codes are found self-diagnostics, proceed to TESTS W/O CODES 5.0L article for diagnosis by symptom (i.e., ROUGH IDLE, NO START, etc.) or intermittent diagnostic procedures.

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1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

EMISSION APPLICATIONS 1966-75 FORD MOTOR CO. - DOMESTIC TRUCKS Year, Engine & Fuel System 1966-67 All Engines (Carb.)

Emission Control Systems & Devices PCV, (2) AIS

1968 170" 6-Cyl. Carb. (3)

PCV, ACL, (4) AIS, (5) IMCO

240" 6-Cyl. Carb. (3)

PCV, ACL, (4) AIS, (5) IMCO

289" V8 Carb. (3)

PCV, ACL, (4) AIS, (5) IMCO

300" 6-Cyl. Carb. (3)

PCV, ACL, (4) AIS, (5) IMCO

360: & 390" V8 Carb. (3)

PCV, ACL, (2) AIS, (5) IMCO

1969 170" 6-Cyl. Carb. (3)

PCV, ACL, IMCO PCV, ACL, IMCO PCV, IMCO PCV, ACL, IMCO PCV, IMCO PCV, IMCO

240" 6-Cyl. Carb. (3) 300" 6-Cyl. Carb. (3) 302" V8 Carb. (3) 360" V8 Carb. (3) 390" V8 Carb. (3) 1970-71 All Engines (Carb.) (3)

PCV, ACL, (6) EVAP, EVAP-VC, IMCO

1972 170", 240" & 300" 6-Cyl. Carb.

PCV, ACL, (7) EVAP, EVAP-VC, IMCO

302", 360" & 390" V8 Carb. Helpmelearn February-12-08 6:31:48 6:31:42 PM

Page 1

1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

PCV, ACL, (7) EVAP, 1973 Light Duty Emissions (6000 GVWR Or Less) 200" 6-Cyl. Carb. (8)

PCV, ACL, EVAP, EVAP-VC, IMCO PCV, ACL, EVAP, EVAP-VC, IMCO

240" 6-Cyl. Carb. 300" 6-Cyl. Carb.

PCV, ACL, EVAP, (9) EGR, EVAP-VC, IMCO

302" & 360" V8 Carb.

PCV, ACL, EVAP, (9) EGR, EVAP-VC, IMCO

390" & 460" V8 Carb.

PCV, ACL, EVAP, (9) EGR, EVAP-VC, IMCO

1973 Heavy Duty Emissions (6001 GVWR Or More) (1) 330", 361", 391", 401", 477", & 534" V8 Carb. 1974 Light Duty Emissions (6000 GVWR Or Less) 200" 6-Cyl. Carb.

PCV, ACL, (2)(10) EVAP

PCV, ACL, (10) EVAP

240" 6-Cyl. Carb.

PCV, ACL, (10) EVAP, (2) EGR, (2)(11) SPK

300" 6-Cyl. Carb.

PCV, ACL, (10) EVAP, (2) EGR, (2)(11) SPK

302" V8 Carb. 360", 390" & 460" V8 Carb.

PCV, ACL, (10) EVAP, (13) EGR, (2)(11) SPK, AIS PCV, ACL, (10) EVAP, EGR, (2)(11) SPK, AIS

1974 Heavy Duty Emissions (6001 GVWR Or More) (1) 302" V8 Carb. 330", 361", 401", 477" & 534" V8 Carb. 360" V8 Carb.

PCV, ACL, (6)(10) EVAP, EGR, EFE PCV PCV, ACL, (10) EVAP, (2) EGR, (2)(11) SPK

390" V8 Carb.

PCV, ACL, (2)(7)(10) EVAP, (2) EGR, (2)(11) SPK

460" V8 Carb.

PCV, ACL, (2) EGR, (2)(11) SPK, (12) CTAVS

1975 Light Duty Emissions (6000 GVWR Or Less) 300" 6-Cyl. Carb. PCV, ACL, (10) EVAP, (2)(13) OC, (2)(13) FR, EGR, AIS (2) (2) (13) 302" V8 Carb. PCV, ACL, EVAP, OC, FR, EGR, AIS, EFE, EVAP-VC, EFE-HCV (1) For emission applications on gasoline-powered motor homes 8501 GVWR or more and built on a motor home chassis, see FORD MOTOR CO. - CLASS "A" MOTOR HOMES. (2) Some models. (3)

Heavy duty models (6001 GVWR or more) have PCV only.

Helpmelearn February-12-08 6:31:43 PM

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1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

(4)

M/T models only.

(5)

A/T models only.

(6)

California only.

(7)

California light duty only.

(8)

Used on Bronco models only.

(9)

Light duty only (6000 GVWR or less)..

(10)

Vapor canister type.

(11)

Includes ported vacuum switch or spark delay valve or trans. regulated spark control system.

(12)

California F100.

(13)

F100 & Bronco only.

1975-78 FORD MOTOR CO. - DOMESTIC TRUCKS (Cont.) Year, Engine & Fuel System Emission Control Systems & Devices 1975 Light Duty Emissions (6000 GVWR Or Less) (Cont.) 351" V8 Carb. PCV, ACL, EVAP, (2) OC, (2) FR, EGR, AIS, EFE, EVAP-VC, EFE-HCV (21) (3) 360" V8 Carb. PCV, ACL, EVAP, OC, (3) FR, EGR, (2) AIS 390" V8 Carb.

PCV, ACL, EVAP, (2) OC, (2) FR, EGR, AIS, EFE, EVAP-VC, EFE-HCV

1975 Heavy Duty Emissions (6001 GVWR Or More) (1) (Cont.) 300" 6-Cyl. Carb. 302" V8 Carb.

PCV, ACL, (4) EVAP, (2) EGR PCV, ACL, EGR, EFE, EFE-HCV PCV, (4) AIS

330", 351", 361", 391", 475", 477" & 534" V8 Carb. 360" V8 Carb.

PCV, ACL, (4)(21) EVAP, (4) AIS

390" V8 Carb.

PCV, ACL, (4)(21) EVAP, (4) EGR, (4) AP

460" V8 Carb.

PCV, ACL, (21) EVAP, EGR

1976 Light Duty Emissions (6000 GVWR Or Less) 300" 6-Cyl. Carb. PCV, ACL, EVAP, (2)(17) OC, (2)(17) FR, (5) BP/EGR, (6)(22) SPK,

AIS

302" V8 Carb.

PCV, ACL, EVAP, (2) OC, (2) FR, BP/EGR, (20) AIS, EFE, EVAP-VC, BP/EGR-BPS, EFE-HCV

351" V8 Carb.

PCV, ACL, EVAP, (4) OC, (4) FR, BP/EGR, AIS, EFE, EVAP-VC, BP/EGR-BPS, EFE-HCV

Helpmelearn February-12-08 6:31:43 PM

Page 3

1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

360" V8 Carb.

PCV, ACL, EVAP, (4) OC, (4) FR, EGR, (2) AIS, EFE, EVAP-VC, (7) EFE-HCV

390" V8 Carb.

PCV, ACL, EVAP, (4) OC, (4) FR, EGR, (8)(22) SPK, AIS, EFE, EVAP-VC, EFE-HCV

1976 Heavy Duty Emissions (6001 GVWR Or More) (1) 300" 6-Cyl. Carb.

PCV, ACL, (4)(21) EVAP, (9) EGR PCV, ACL, (4)(21) EVAP, (2) EGR, (4) AP

302", 330", 351", 360", 361" & 391" V8 Carb. 390" & 460" V8 Carb.

PCV, ACL, (4)(21) EVAP, (4) EGR, (12) AIS PCV, (4) AIS

477" & 534" V8 Carb.

1977 Light Duty Emissions (6000 GVWR Or Less) 300" 6-Cyl. Carb. PCV, ACL, EVAP, OC, FR, BP/EGR, (4)(22) SPK, AIS 302" V8 Carb. 351" "M" V8 Carb. 351" "W" V8 Carb.

PCV, ACL, EVAP, OC, FR, BP/EGR, (10) AIS, EVAP-VC, (8) BP/EGR-BPS PCV, ACL, EVAP, (12) OC, (12) FR, BP/EGR, AIS, EVAP-VC, (11) BP/EGR-BPS PCV, ACL, EVAP, OC, FR, BP/EGR, AIS, EVAP-VC, (11) BP/EGR-BPS PCV, ACL, (21) EVAP, OC, FR, EGR, AIS

400" V8 Carb. 1977 Heavy Duty Emissions (6001 GVWR Or More) (1) 300" 6-Cyl. Carb.

PCV, ACL, (4)(21) EVAP PCV, (4)(21) EVAP, (4) EGR, (4) AP

330", 361" & 391" V8 Carb. 351" "M" V8 Carb.

PCV, ACL, (4)(21) EVAP, (12) OC, (12) FR, EGR, (4) AIS

351" "W" V8 Carb.

PCV, ACL, (4)(21) EVAP, (4) EGR, (4) AIS

400" V8 Carb.

PCV, ACL, (4)(21) EVAP, EGR, (4) AIS

460" V8 Carb.

PCV, ACL, (4)(21) EVAP, (4) EGR PCV, (4)(21) EVAP, (4) AIS

477" & 534" V8 Carb.

1978 Light Duty Emissions (6000 GVWR Or Less - Fed; 8000 GVWR Or Less - Calif.) 300" 6-Cyl. Carb. PCV, ACL, EVAP, OC, FR, BP/EGR, (2)(22) SPK, EVAP-VC, (13) BP/EGR-BPS Helpmelearn February-12-08 6:31:43 PM

Page 4

1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

302" V8 Carb.

PCV, ACL, EVAP, OC, FR, BP/EGR, (2)(22) SPK, (14) AIS, (15) EVAP-VC, BP/EGR-BPS, HIC

351" "M" V8 Carb.

PCV, ACL, EVAP, OC, FR, BP/EGR, (16) AIS, EVAP-VC, BP/EGR-BPS

351" "W" V8 Carb.

PCV, ACL, EVAP, OC, FR, BP/EGR, (17)(22) SPK, (17) AIS, EVAP-VC, BP/EGR-BPS

400" V8 Carb.

PCV, ACL, EVAP, OC, FR, BP/EGR, (2)(22) SPK, (18) AIS, EVAP-VC, BP/EGR-BPS

PCV, ACL, EVAP, OC, FR, BP/EGR, (2)(22) SPK, (19) AIS, EVAP-VC, BP/EGR-BPS (1) For emission applications on gasoline-powered motor homes 8501 GVWR or more and built on a motor home chassis, see FORD MOTOR CO. - CLASS "A" MOTOR HOMES. (2) Some models. 460" V8 Carb.

(3)

Except 4X4.

(4)

California only.

(5)

F100 & Bronco only.

(6)

California M/T models.

(7)

Except Federal A/T models.

(8)

Federal only.

(9)

California except Calibration 78J.

(10)

Not on Federal A/T models, except high altitude Bronco.

(11)

M/T only.

(12)

Some California models.

(13)

Some California M/T models.

(14)

High altitude & Federal models.

(15)

Some M/T models.

(16)

Except some Federal models.

(17)

Except some Federal Van.

(18)

Not used on some A/T Federal Pickup.

(19)

Some California Pickup & Van with A/T. California & Federal Bronco only.

Helpmelearn February-12-08 6:31:43 PM

Page 5

1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

(20) (21)

Vapor canister type.

(22)

Includes ported vacuum switch or spark delay valve or trans. regulated spark control system.

1978-81 FORD MOTOR CO. - DOMESTIC TRUCKS (Cont.) Year, Engine & Fuel System Emission Control Systems & Devices 1978 Heavy Duty Emissions (6001 GVWR Or More - Fed; 8501 GVWR Or More - Calif.) (1) (Cont.) 300" 6-Cyl. Carb. PCV, ACL, (2) EVAP, (3) EGR, EVAP-VC, (3) TP PCV, ACL, (2) EVAP, EGR, (3)(10) SPK, (3) AIS EVAP-VC, (3) TP

302" V8 Carb.

PCV, (2) EVAP, (4) EGR, (4) AIS, EVAP-VC, (3) TP

330", 361" & 391" V8 Carb. 351" "M" V8 Carb.

PCV, ACL, (2) EVAP, EGR, (3)(10) SPK, (3) AIS, EVAP-VC, (3) TP

351" "W" V8 Carb.

PCV, ACL, (2) EVAP, EGR, (3)(10) SPK, (3) AIS, EVAP-VC, (3) TP

400" V8 Carb.

PCV, ACL, (2)(9) EVAP, EGR, (3)(10) SPK, (3) AIS

460" V8 Carb.

PCV, ACL, (2)(9) EVAP, (3) EGR, (3)(10) SPK PCV, (2)(9) EVAP, (4) AIS

477" & 534" V8 Carb. 1979 Light Duty Emissions (8500 GVWR Or Less) 300" 6-Cyl. Carb. 302" V8 Carb.

PCV, ACL, (5) EVAP, OC, FR, BP/EGR, AIS, EVAP-VC, BP/EGR-BPS

PCV, ACL, (5) EVAP, OC, FR, BP/EGR, (3)(10) SPK, AIS, EVAP-VC, BP/EGR-BPS

351" "M" V8 Carb.

PCV, ACL, EVAP, OC, FR, BP/EGR, (10) SPK, AIS, EVAP-VC, BP/EGR-BPS

351" "W" V8 Carb.

PCV, ACL, (2) EVAP, OC, FR, BP/EGR, (10) SPK, AIS, EVAP-VC, BP/EGR-BPS

400" V8 Carb.

PCV, ACL, (2) EVAP, OC, FR, BP/EGR, (10) SPK, AIS, EVAP-VC, BP/EGR-BPS

460" V8 Carb.

PCV, ACL, (5) EVAP, OC, FR, BP/EGR, (10) SPK, AIS, EVAP-VC, BP/EGR-BPS

1979 Heavy Duty Emissions (8501 GVWR Or More) (1) Helpmelearn February-12-08 6:31:43 PM

Page 6

1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

300" 6-Cyl. Carb.

PCV, ACL, (2)(9) EVAP, EGR, (10) SPK, AIS

351"M" V8 Carb.

PCV, ACL, (2)(9) EVAP, (2) OC, FR, EGR, (10) SPK, (3) AIS

351" "W" V8 Carb.

PCV, ACL, (2)(9) EVAP, (2) OC, FR, EGR, (10) SPK, (3) AIS

370" V8 Carb.

PCV, ACL, (2)(9) EVAP, EGR, (10) SPK, (3) AIS

400" V8 Carb.

PCV, ACL, (2)(9) EVAP, (2) OC, FR, EGR, (10) SPK, (3) AIS

460" V8 Carb.

PCV, ACL, (2)(9) EVAP, (2) OC, FR, EGR, (10) SPK, (3) AIS PCV, (2)(9) EVAP, (2) AIS

477" & 534" V8 Carb. 1980 Light Duty Emissions (8500 GVWR Or Less) 300" 6-Cyl. Carb. 302" V8 Carb. 351" "M" V8 Carb. 351" "W" V8 Carb. 400" V8 Carb. 460" V8 Carb.

PCV, ACL, EVAP, OC, FR, EGR, SPK, AIS, EVAP-VC, ACL-BMS, SPK-RDVLV, AIS-BPV

PCV, ACL, EVAP, OC, FR, EGR, SPK, (6) AIS, EVAP-VC, ACL-BMS, (2) EVAP-SV, SPK-RDVLV, AIS-BPV PCV, ACL, EVAP, OC, FR, EGR, SPK, AIS, EVAP-VC, (2) EVAP-SV, SPK-RDVLV, AIS-BPV PCV, ACL, EVAP, OC, FR, EGR, SPK, (7) AIS, EVAP-VC, (2) EVAP-SV, SPK-RDVLV, AIS-BPV, (8) HIC PCV, ACL, EVAP, OC, FR, EGR, AIS, EVAP-VC, ACL-BMS, (2) EVAP-SV, AIS-BPV PCV, ACL, EVAP, OC, FR, EGR, (3) AIS, EVAP-VC, ACL-BMS, (2) EVAP-SV, AIS-BPV

1980 Heavy Duty Emissions (8501 GVWR Or More) (1) 300" 6-Cyl. Carb. PCV, ACL, (2) EVAP, (2) OC, (2) FR, EGR, AIS, EVAP-VC, EVAP-FVS, ACL-BMS, AIS-BPV 351" "M" V8 Carb. PCV, ACL, (2) EVAP, (2) OC, (2) FR, EGR, SPK, (3) AIS, EVAP-VC, EVAP-FVS, SPK-RDVLV, AIS-BPV, TK 351 "W" V8 Carb. PCV, ACL, (2) EVAP, (2) OC, (2) FR, EGR, SPK, (3) AIS, EVAP-VC, ACL-BMS, EVAP-FVS, SPK-RDVLV, AIS-BPV 370" & 429" V8 Carb. PCV, (2)(9) EVAP, (2) EGR, (2) AIS 400" V8 Carb.

PCV, ACL, (2) EVAP, (2) OC, (2) FR, EGR, SPK, (3) AIS, EVAP-VC, EVAP-FVS, SPK-RDVLV, AIS-BPV

460" V8 Carb.

PCV, ACL, (2) EVAP, (2) OC, (2) FR, EGR, AIS,

Helpmelearn February-12-08 6:31:43 PM

Page 7

1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

EVAP-VC, ACL-BMS, AIS-BPV, TK 1981 Light Duty Emissions (8500 GVWR Or Less) 4.2L (255") V8 Carb.

PCV, ACL, EVAP, OC, FR, EGR, SPK, AIS, EVAP-VC, SPK-RDVLV, AIS-BPV

PCV, ACL, EVAP, TWC+OC, FR, EGR, SPK, AIS, (2) O2S, (2) CEC, EVAP-VC, ACL-BMS, SPK-RDVLV, AIS-BPV (1) For emission applications on gasoline-powered motor homes 8501 GVWR or more and built on a motor home chassis, see FORD MOTOR CO. - CLASS "A" MOTOR HOMES. (2) California only. 4.9L (300") 6-Cyl. Carb.

(3)

Some models.

(4)

Some California M/T models.

(5)

Used on California "E" models & all "F" models.

(6)

High altitude & some California models.

(7)

Not used on some Federal models.

(8)

A/T only.

(9)

Vapor canister type.

(10)

Includes ported vacuum switch or spark delay valve or trans. regulated spark control system.

1981-83 FORD MOTOR CO. - DOMESTIC TRUCKS (Cont.) Year, Engine & Fuel System Emission Control Systems & Devices 1981 Light Duty Emissions (8500 GVWR Or Less - Cont.) 5.0L (302") V8 PCV, ACL, EVAP, (2) TWC, FR, EGR, SPK, AP, (2) 02S, (2) CEC, Carb. EVAP-VC, ACL-BMS, (2) EVAP-SV, SPK-RDVLV, AIS-BPV 5.8L (351") "M" V8 Carb. 5.8L (351") "W" V8 Carb. 6.6L (400") V8 Carb.

PCV, ACL, EVAP, OC, FR, EGR, SPK, AIS, EVAP-VC, ACL-BMS, SPK-RDVLV, AIS-BPV PCV, ACL, EVAP, OC, (2) TWC, FR, EGR, SPK, (2) O2S, AIS, (2) CEC, EVAP-VC, (2) EVAP-SV, SPK-RDVLV, AIS-BPV, (3) HIC PCV, ACL, EVAP, OC, FR, EGR, AIS, ACL-BMS, EVAP-VC, (2) EVAP-SV, AIS-BPV

1981 Heavy Duty Emissions (8501 GVWR Or More) (1) (Cont.) 4.9L (300") 6PCV, ACL, (2) EVAP, AIS, Cyl. Carb. ACL-BMS, EVAP-VC, EVAP-FVS, AIS-BPV 5.8L (351") "M" V8 Carb.

PCV, ACL, (2) EVAP, EGR, SPK, AIS, ACL-BMS, EVAP-VC, EVAP-FVS, SPK-RDVLV, AIS-BPV, TK

5.8L (351") "W" V8 Carb.

PCV, ACL, (2) EVAP, EGR, SPK, AIS,

Helpmelearn February-12-08 6:31:43 PM

Page 8

1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

ACL-BMS, EVAP-VC, EVAP-FVS, SPK-RDVLV, AIS-BPV PCV, ACL, (2)(8) EVAP, (2) EGR, (2) AIS

6.1L (370") & 7.0L (429") V8 Carb. 6.6L (400") V8 Carb.

PCV, ACL, (2) EVAP, EGR, SPK, AIS, ACL-BMS, EVAP-VC, EVAP-FVS, SPK-RDVLV, AIS-BPV, TK

7.5L (460") V8 Carb.

PCV, ACL, (2) EVAP, EGR, AIS, EVAP-VC, ACL-BMS, AIS-BPV, TK

1982 Light Duty Emissions (8500 GVWR Or Less) 3.8L (232") V6 PCV, ACL, EVAP, OC, FR, BP/EGR, SPK, AIS, Carb. EVAP-VC, ACL-BMS, ACL-VCDV, ACL-VM, BP/EGR-BPT, BP/EGR-VCV, BP/EGR-SOL, (5) SPK-ITVS, SPK-DRCV, AIS-BPV, AIS-CKV 4.2L (240") V8 PCV, ACL, EVAP, OC, FR, BP/EGR, SPK, AIS, Carb. ACL-BMS, ACL-TSOV, ACL-VCV, ACL-VM, EVAP-VC, BP/EGR-BPT, BP/EGR-VCV, SPK-DRCV, AIS-CKV, AIS-BPV (2) 4.9L (300") 6PCV, ACL, EVAP, OC, TWC, FR, BP/EGR, SPK, AIS, (2) O2S, (2) CEC, Cyl. Carb. ACL-BMS, ACL-VCDV, ACL-VM, EVAP-VC, BP/EGR-BPT, BP/EGR-VCV, (2) BP/EGR-SOL, (2) SPK-DMV, SPK-DVCV, AIS-BPV, AIS-CKV 5.0L (302") V8 PCV, ACL, EVAP, (6) OC, (6) TWC, FR, BP/EGR, (9) SPK, AIS, (2) O2S, (2) Carb. CEC, ACL-BMS, ACL-TSOV, ACL-VCDV, ACL-VCV, ACL-VM, EVAP-VC, (4) BP/EGR-BPS, BP/EGR-BPT, (2) BP/EGR-CLR, (2) BP/EGR-PS, BP/EGRVCV, (2) BP/EGR-SOL, AIS-BPV, AIS-CKV 5.8L (351") "M" PCV, ACL, (6) EVAP, (6) OC, (2) TWC, FR, BP/EGR, SPK, AIS, (6)(7) O2S, V8 Carb. (6)(7) CEC,

6.6L (400") V8 Carb.

ACL-VCDV, ACL-VCV, ACL-VM, EVAP-VC, BP/EGR-BPT, (2) BP/EGRCLR, (2) BP/EGR-PS, BP/EGR-VCV, (2) BP/EGR-SOL, SPK-DVCV, AISCKV, AIS-BPV, HIC PCV, ACL, EVAP, EGR, SPK, AIS, ACL-BMS, ACL-VCV, ACL-VM, EVAP-VC, EGR-RES, EGR-SOL, SPKDRCV, SPK-DVCV, AIS-BPV, HIC, TP

1982 Heavy Duty Emissions (8501 GVWR Or More) (1) 4.9L (300") 6PCV, ACL, (2) EVAP, EGR, SPK, AIS, Cyl. Carb. ACL-BMS, (6) ACL-VCDV, ACL-VM, EVAP-VC, EGR-SOL, EGR-RES, EGR-VCV, SPK-DRCV, SPK-DVCV, AIS-BPV, HIC 5.8L (351") "W" V8 Carb.

PCV, ACL, (2) EVAP, EGR, SPK, AIS, ACL-BMS, ACL-TSOV, ACL-VM, EVAP-VC, EGR-RES, EGR-VCV, EGRSOL, SPK-DRCV, SPK-DVCV, AIS-BPV PCV, ACL, (2)(8) EVAP, (2) EGR, (2) AIS

6.1L (370") & 7.0L (429") V8 Carb. Helpmelearn February-12-08 6:31:43 PM

Page 9

1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

6.6L (400") V8 Carb.

PCV, ACL, (2) EVAP, EGR, SPK, AIS, ACL-BMS, ACL-VCV, ACL-VM, EVAP-VC, EGR-RES, EGR-VCV, EGRSOL, SPK-DRCV, SPK-DVCV, AIS-BPV, HIC

PCV, ACL, (2) EVAP, EGR, SPK, AIS, ACL-BMS, ACL-VM, EVAP-VC, EGR-RES, EGR-VCV, EGR-SOL, SPKDVCV, AIS-BPV 1983 Light Duty Emissions (8500 GVWR Or Less) 2.0L (122") 4PCV, ACL, EVAP, OC, FR, BP/EGR, SPK, AIS, O2S, CEC, Cyl. Carb. ACL-BMS, ACL-TSOV, ACL-VCDV, ACL-VM, EVAP-VC, BP/EGR-BPT, BP/EGR-SOL, BP/EGR-VCV, SPK-DVCV, SPK-DMV, SPK-DRCV, AISBPV, AIS-CKV (1) For emission applications on gasoline-powered motor homes 8501 GVWR or more and built on a motor home chassis, see FORD MOTOR CO. - CLASS "A" MOTOR HOMES. (2) California only. 7.5L (460") V8 Carb.

(3)

A/C models only.

(4)

High altitude M/T models only.

(5)

M/T models only.

(6)

Some models only.

(7)

Some models. Not required on Fed. models when modified by Ford Technical Service Bulletin 8415-15. Authorized conversion from EEC-III with 7200-2V carburetor to Dura Spark Ignition with Holley 4140-C 4-bbl. carburetor. Check for Ford Engine Modification label. (8) Vapor canister type. (9)

Includes ported vacuum switch or spark delay valve or trans. regulated spark control system.

1983-84 FORD MOTOR CO. - DOMESTIC TRUCKS (Cont.) Year, Engine & Emission Control Systems & Devices Fuel System 1983 Light Duty Emissions (8500 GVWR Or Less) (Cont.) 2.3L (140") 4PCV, ACL, EVAP, OC, FR, BP/EGR, SPK, AIS, (2) O2S, CEC, Cyl. Carb. ACL-BMS, ACL-TSOV, ACL-DV, ACL-VCV, ACL-VM, EVAP-VC, BP/EGRRES, BP/EGR-VCV, BP/EGR-SOL, BP/EGR-BPS, BP/EGR-BPT, SPK-DMV, SPK-DRCV, AIS-BPV, AIS-CKV 2.8L (170") V6 PCV, ACL, EVAP, OC, FR, EGR, SPK, AIS, O2S, CEC, Carb. ACL-BMS, ACL-VCDV, ACL-VM, EVAP-VC, EGR-PS, EGR-RES, EGR-SOL, AIS-BPV, AIS-CKV, SPK-DRCV 3.8L (242") V6 PCV, ACL, EVAP, OC, FR, BP/EGR, SPK, AIS, (2) Carb. ACL-BMS, ACL-TSOV, ACL-VCDV, ACL-VM, EVAP-VC, BP/EGR-BPT, BP/EGR-SOL, SPK-DRCV, (5) SPK-ITVS, AIS-CKV, AIS-BPV 4.9L (300") 6PCV, ACL, EVAP, OC, (2) TWC, FR, BP/EGR, SPK, AIS, (3) O2S, (3) CEC, Cyl. Carb. Helpmelearn February-12-08 6:31:43 PM

Page 10

1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

ACL-BMS, ACL-TSOV, ACL-VCDV, ACL-VM, EVAP-VC, (4) BP/EGR-BPS, BP/EGR-BPT, BP/EGR-VCV, (3) BP/EGR-SOL, (3) SPK-DMV, SPK-DRCV, SPK-ITVS, AIS-BPV, AIS-CKV 5.0L (302") V8 Carb.

PCV, ACL, EVAP, OC, (3) TWC, FR, BP/EGR, SPK, AIS, (3) O2S, (3) CEC, ACL-BMS, (2) ACL-TSOV, ACL-VCDV, ACL-VCV, ACL-VM, EVAP-CC, (4)(5) BP/EGR-BPS, (7) BP/EGR-BPT, (3) EGR-CLR, (3) EGR-PS, EGR-VCV, (3) EGRSOL, SPK-CC, (7) SPK-DVCV, SPK-DRCV, (7) SPK-DMV, SPK-ITVS, AISBPV, AIS-CKV, HIC

PCV, ACL, EVAP, OC, (2) TWC, FR, BP/EGR, SPK, AIS, (6) O2S, (6) CEC, ACL-BMS, ACL-VCDV, ACL-VCV, ACL-VM, EVAP-VC, BP/EGR-BPT, (2) BP/EGR-CLR, (2) BP/EGR-PS, BP/EGR-VCV, (2) BP/EGR-SOL, EVRS, SPKDVCV, SPK-ITVS, AIS-BPV, AIS-CKV, HIC 1983 Light Duty Emissions (8500 GVWR Or Less) 4.9L (300") 6PCV, ACL, (3) EVAP, EGR, SPK, AIS, Cyl. Carb. ACL-BMS, ACL-TSOV, ACL-VCV, ACL-VM, EVAP-VC, EGR-RES, EGRVCV, EGR-SOL, SPK-DVCV, AIS-BPV 5.8L (351") V8 PCV, ACL, (3) EVAP, EGR, SPK, AIS, Carb. ACL-BMS, ACL-VM, EVAP-VC, EGR-VCV, EGR-SOL, SPK-DVCV, AISBPV, TP (3)(8) (3) (9) 6.1L (370") & PCV, ACL, EVAP, EGR, SPK, AIS 7.0L (429") V8 Carb. 7.5L (460") V8 PCV, ACL, (3) EVAP, EGR, SPK, AIS, Carb. ACL-BMS, ACL-VM, EVAP-VC, EGR-RES, EGR-VCV, EGR-SOL, SPKDVCV, AIS-BPV, HIC, TP 1984 Light Duty Emissions (8500 GVWR Or Less) 2.0L (122") 4PCV, ACL, EVAP, TWC, FR, BP/EGR, SPK, AIS, O2S, CEC, Cyl. Carb. ACL-BMS, ACL-VCDV, ACL-VCV, ACL-VM, EVAP-VC, BP/EGR-BPT, Federal BP/EGR-RES, BP/EGR-VCV, BP/EGR-SOL, SPK-DVCV, AIS-BPV, AIS-CKV 2.3L (140") 4PCV, ACL, EVAP, TWC+OC, FR, BP/EGR, SPK, AIS, (2) O2S, (2) CEC, Cyl. Carb. ACL-BMS, ACL-VCDV, ACL-VCV, ACL-VM, EVAP-VC, BP/EGR-BPT, BP/EGR-RES, BP/EGR-VCV, BP/EGR-SOL, BP/EGR-BPS, SPK-DVCV, AISBPV, AIS-CKV 2.8L (170") V6 PCV, ACL, EVAP, TWC+OC, FR, EGR, SPK, AIS, O2S, CEC, Carb. ACL-BMS, ACL-VCDV, ACL-VM, EVAP-VC, EGR-EPV, EGR-SOL, SPKDRCV, AIS-BPV, AIS-CKV 4.9L (300") 6PCV, ACL, EVAP, TWC+OC, FR, EGR, (9) SPK, (3) O2S, (3) CEC, Cyl. Carb. ACL-BMS, ACL-VCDV, ACL-VM, EVAP-VC, EGR-VCV, EGR-SOL 5.0L (302") V8 PCV, ACL, EVAP, (2) OC, FR, EGR, SPK, AIS, (3) O2S, (3) CEC, EFE, Carb. ACL-BMS, (2) ACL-TSOV, ACL-VCDV, ACL-VCV, ACL-VM, (2) EVAP5.8L (351") V8 Carb.

CPCV, EVAP-VC, (3) EGR-CLR, (3) EGR-EPV, EGR-VCV, (3) EGR-SOL, SPKHelpmelearn February-12-08 6:31:43 PM

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1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

DVCV, (2) SPK-ITVS, SPK-DRCV, SPK-DMV, AIS-BPV, AIS-CKV, (2) HIC, TP 5.8L (351") V8 2-Bbl.

PCV, ACL, EVAP, OC, (2) TWC, FR, EGR, (2) BP/EGR, SPK, AIS, O2S, CEC, EFE, (2) (2) ACL-BMS, ACL-VCDV, ACL-VCV, ACL-VM, EVAP-VC, SPK-ITVS, AIS-CKV, AIS-BPV, (2) HIC, TP

5.8L (351") HO V8 4-Bbl.

PCV, ACL, EVAP, OC, (2) TWC, FR, EGR, (2) BP/EGR, SPK, AIS, EFE, ACL-BMS, (2) ACL-VCDV, ACL-VCV, ACL-VM, EVAP-VC, (2) SPK-ITVS, AIS-CKV, AIS-BPV, (2) HIC, TP

1984 Heavy Duty Emissions (8501 GVWR Or More) (1) 4.9L (300") 6PCV, ACL, (3) EVAP, EGR, SPK, AIS, Cyl. Carb. ACL-BMS, ACL-TSOV, ACL-VCV, ACL-VM, EVAP-VC, EGR-RES, EGRVCV, EGR-SOL, SPK-DVCV, SPK-DRCV, AIS-SV 5.8L (351") V8 PCV, ACL, (3) EVAP, EGR, SPK, AIS, Carb. ACL-BMS, ACL-VM, EVAP-VC, EVAP-CPCV, EGR-VCV, EGR-SOL, SPKDVCV, AIS-BPV, TP 6.1L (370") & PCV, ACL, (3)(8) EVAP, EGR, (9) SPK, AIS 7.0L (429") V8 Carb. 7.5L (460") V8 PCV, ACL, (2)(3) EVAP, EGR, (9) SPK, AIS, Carb. ACL-BMS, ACL-VM, EVAP-VC, (2) EVAP-CPCV, EGR-RES, EGR-VCV, EGR-SOL, AIS-BPV, HIC, TP (1) For emission applications on gasoline-powered motor homes 8501 GVWR or more and built on a motor home chassis, see FORD MOTOR CO. - CLASS "A" MOTOR HOMES. (2) Some models. (3)

California only.

(4)

High altitude only.

(5)

M/T models only.

(6)

Some models. Not required on Fed. models with modified by Ford TSB 84-15-15. Authorized conversion from EEC-III with 7200-2V carburetor to Dura Spark ignition with Holley 4140-C 4-bbl. carburetor. Check for Ford engine modification label. (7) Federal models only. (8)

Vapor canister only.

(9)

Includes ported vacuum switch or spark delay valve or trans. regulated spark control system.

1985-87 FORD MOTOR CO. - DOMESTIC TRUCKS Year, Engine & Fuel System

Emission Control Systems & Devices

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1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

1985 Light Duty Emissions (8500 GVWR Or Less) 2.0L (122") 4-Cyl. PCV, ACL, EVAP, (3) OC, FR, BP/EGR, AIS, (3) O2S, CEC, Carb. EVAP-VC, BP/EGR-BPT, BP/EGR-RES, BP/EGR-VCV, SPK-DMV, SPKDRCV, SPK-DVCV, AIS-BPV, AIS-CKV 2.3L (140") 4-Cyl. PCV Diesel 2.3L (140") 4-Cyl. PCV, ACL, EVAP, TWC, FR, EGR, (7) SPK, O2S, CEC, EFI EVAP-VC, EGR-RES 2.8L (170") V6 PCV, ACL, EVAP, TWC+OC, FR, EGR, SPK, AIS, O2S, CEC, Carb. EVAP-VC, EGR-EPV, EGR-RES, EGR-SOL, SPK-DRCV, AIS-BPV, AISCKV 4.9L (300") 6-Cyl. PCV, ACL, EVAP, TWC+OC, FR, BP/EGR, SPK, AIS, (3) O2S, (3) Carb. CEC, (3) BP/EGR-BPT, BP/EGR-VCV, BP/EGR-SOL, SPK-DVCV, SPK-DRCV, SPK-ITVS, AIS-BPV 5.0L (302") V8 PCV, ACL, EVAP, TWC+OC, FR, BP/EGR, SPK, AIS, (3) O2S, (3) Carb. CEC, (3) EVAP-VC, BP/EGR-BPT, BP/EGR-VCV, BP/EGR-SOL, SPK-DVCV, SPK-DRCV, SPK-DMV, SPK-ITVS, AIS-BPV, HIC 5.0L (302") V8 EFI PCV, EVAP, TWC, FR, EGR, AIS, O2S, CEC, EVAP-VC, AIS-BPV 5.8L (351") V8 4PCV, ACL, EVAP, (2) TWC+OC, FR, (2) EGR, (2) BP/EGR, SPK, AIS, Bbl. EVAP-VC, (2) BP/EGR-BPT, (2) EGR-CLR, (2) EGR-EPV, (2) EGR-VCV, (2)

EGR-SOL, SPK-DVCV, SPK-ITVS, AIS-BPV, AIS-CKV, HIC

1985 Heavy Duty Emissions (8501 GVWR Or More ) (1) 4.9L (300") 6-Cyl. PCV, ACL, EVAP, EGR, SPK, AIS, Carb. EVAP-VC, EGR-RES, EGR-SOL, EGR-VCV, SPK-DVCV, AIS-BPV 5.8L (351") V8 PCV, ACL, EVAP, EGR, AIS, Carb. EVAP-VC, EGR-RES, EGR-SOL, EGR-VCV, SPK-DVCV, AIS-BPV, TP 6.1L (370") & 7.0L PCV, ACL, (6) EVAP, EGR, (7) SPK, AIS (429") V8 Carb. 7.5L (460") V8 Carb.

PCV, ACL, EVAP, EGR, SPK, AIS, EVAP-VC, EGR-RES, EGR-VCV, EGR-SOL, SPK-DVCV, AIS-BPV, HIC, TP 1986 Light Duty Emissions (8500 GVWR Or Less) 2.0L (122") 4-Cyl. PCV, ACL, EVAP, OC, FR, BP/EGR, (7) SPK, AIS, Carb. EVAP-VC, BP/EGR-BPT, BP/EGR-RES, BP/EGR-VCV, SPK-DMV, SPKDRCV, SPK-DVCV, AIS-BPV, AIS-CKV 2.3L (140") 4-Cyl. PCV, (2) ACL, EVAP, TWC, FR, EGR, (7) SPK, O2S, CEC, EFI EVAP-VC, EGR-RES, EGR-VRV 2.8L (170") V6 PCV, ACL, EVAP, OC, FR, EGR, (7) SPK, AIS, O2S, CEC, Carb. Helpmelearn February-12-08 6:31:43 PM

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1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

EVAP-VC, EGR-EPV, EGR-RES, EGR-SOL, SPK-DRCV, AIS-BPV, AISCKV 2.9L (177") V6 EFI

PCV, EVAP, TWC+OC, FR, EGR, (7) SPK, O2S, CEC, EVAP-VC, EGR-VRV

3.0L (183") V6 EFI

PCV, EVAP, TWC, FR, EGR, (7) SPK, O2S, CEC, EVAP-VC, EGR-VRV PCV, ACL, EVAP, TWC+OC, FR, EGR, SPK, AIS, O2S, CEC, EVAP-VC, EGR-VRV, EGR-SOL, (3) SPK-DMV, SPK-ITVS, AIS-BPV, TAD

4.9L (300") 6-Cyl. Carb. 5.0L (302") V8 EFI 5.8L (351") V8 4Bbl.

PCV, EVAP, TWC, FR, EGR, (7) SPK, (2) AIS, O2S, CEC, EVAP-VC, EGR-VRV, (2) AIS-BPV, (2) TAD PCV, ACL, EVAP, TWC+OC, FR, BP/EGR, SPK, (8) AIS, (8) O2S, (8) CEC, EVAP-VC, BP/EGR-BPT, BP/EGR-CLR, BP/EGR-EPV, BP/EGR-VCV, BP/EGR-SOL, SPK-DVCV, SPK-ITVS, AIS-BPV, AIS-CKV, HIC

1986 Heavy Duty Emissions (8501 GVWR Or More) (1) 4.9L (300") 6-Cyl. PCV, ACL, EVAP, EGR, SPK, AIS, Carb. EVAP-VC, EGR-VCV, EGR-VRV, SPK-DVCV, AIS-BPV 5.8L (351") V8 PCV, ACL, EVAP, EGR, SPK, AIS, Carb. EVAP-VC, EGR-VCV, EGR-SOL, SPK-DVCV, AIS-BPV, TP 6.1L (370") & 7.0L PCV, ACL, (6) EVAP, EGR, AIS (429") V8 Carb. 6.9L (420") V8 Diesel 7.5L (460") V8 Carb.

PCV

PCV, ACL, (6) EVAP, EGR, AIS, EVAP-VC, EGR-RES, EGR-VCV, EGR-SOL, SPK-DVCV, AIS-BPV, TP 1987 Light Duty Emissions (8500 GVWR Or Less) 2.0L (122") 4-Cyl. PCV, ACL, EVAP, TWC+OC, FR, BP/EGR, SPK, AIS, O2S, CEC, Carb. EVAP-VC, BP/EGR-BPT, BP/EGR-RES, BP/EGR-VCV, SPK-DMV, SPKDRCV, SPK-DVCV, AIS-BPV, AIS-CKV (6) 2.3L (140") 4-Cyl. PCV, EVAP, TWC, FR, EGR, (7) SPK, O2S, CEC EFI 2.9L (177") V6 EFI

PCV, (3) ACL, (6) EVAP, TWC, FR, EGR, (7) SPK, O2S, CEC

3.0L (183") V6 EFI

PCV, (6) EVAP, TWC, FR, (7) SPK, O2S, CEC

4.9L (300") 6-Cyl. EFI 5.0L (302") V8 EFI & Carb.

PCV, (6) EVAP, TWC, FR, EGR, (7) SPK, AIS, O2S, CEC PCV, TAC, (6) EVAP, TWC, FR, EGR, 8(7) SPK, AIS, (5)(8) O2S, (5)(8) CEC

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1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

5.8L (351") V8 4Bbl.

PCV, ACL, EVAP, TWC, FR, BP/EGR, SPK, AP, (8) O2S, CEC, EVAP-VC, BP/EGR-BPT, BP/EGR-CLR, BP/EGR-EPV, BP/EGR-VCV, BP/EGR-SOL, SPK-ITVS, AIS-BPV, HIC

7.5L (460") V8 EFI (4)

PCV, (6) EVAP, TWC, FR, EGR, AIS, O2S, CEC

(1)

For emission applications on gasoline-powered motor homes 8501 GVWR or more and built on a motor home chassis, see FORD MOTOR CO. - CLASS "A" MOTOR HOMES. (2) Some models. (3)

California only.

(4)

1987 1/2 models only.

(5)

Except carbureted models.

(6)

Vapor canister type.

(7)

Includes ported switch or spark delay valve or trans. regulated spark control system.

(8)

Except High Output (HO) engines.

1987-90 FORD MOTOR CO. - DOMESTIC TRUCKS (Cont.) Year, Engine & Fuel System Emission Control Systems & Devices 1987 Heavy Duty Emissions (8501 GVWR Or More) (1) (Cont.) 4.9L (300") 6-Cyl. EFI PCV, (7) EVAP, TWC+OC, FR, EGR, (8) SPK, AIS, O2S, CEC PCV, ACL, EVAP, (2) TWC, FR, EGR, SPK, AIS, (2) O2S, CEC, EVAP-VC, EVAP-VCV, EGR-SOL, SPK-DVCV, AIS-BPV, TP 6.1L (370"), 7.0L (425") & PCV, ACL, EVAP, EGR, SPK, AIS, 7.5L (460") V8 Carb. EVAP-VC, EGR-RES, EGR-VCV, SPK-DVCV, AIS-BPV, HIC, TP 6.9L (420") V8 Diesel PCV 1988 Light Duty Emissions (8500 GVWR Or Less) 2.0L (122") 4-Cyl. Carb. PCV, ACL, EVAP, OC, (3) TWC, FR, BP/EGR, SPK, AIS, (3) 5.8L (351") V8 Carb.

2.3L (140") 4-Cyl. EFI

O2S, (3) CEC, EVAP-VC, BP/EGR-BPT, BP/EGR-RES, BP/EGR-VCV, SPKDMV, SPK-DVCV, AIS-BPV, AIS-CKV PCV, ACL, EVAP, TWC, FR, EGR, SPK, O2S, CEC, EVAP-VC, EGR-SOL

2.9L (177") V6 EFI

PCV, ACL, (7) EVAP, TWC, FR, SPK, O2S, CEC

3.0L (183") V6 EFI

PCV, (7) EVAP, TWC, FR, SPK, O2S, CEC

4.9L (300") 6-Cyl. EFI 5.0L (302") V8 EFI

PCV, (7) EVAP, TWC, FR, EGR, SPK, O2S, CEC PCV, EVAP, TWC, FR, EGR, SPK, AIS, O2S, CEC,

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1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

5.8L (351") V8 EFI

EVAP-VC, EGR-VRV, AIS-BPV PCV, EVAP, TWC, FR, EGR, SPK, AIS, O2S, CEC, EVAP-VC, EGR-VRV, AIS-BPV

7.5L (460") V8 EFI

PCV, (7) EVAP, TWC, FR, EGR, AIS, SPK, O2S, CEC

1988 Heavy Duty Emissions (8501 GVWR Or More) (1) 4.9L (300") 6-Cyl. EFI PCV, EVAP, TWC, FR, EGR, SPK, AIS, O2S, CEC, EVAP-VC, EGR-VRV 5.8L (351") V8 EFI PCV, EVAP, OC, EGR, SPK, AIS, O2S, CEC, EVAP-VC, EGR-VRV 7.3L (450") V8 Diesel PCV 7.5L (460") V8 EFI

PCV, EVAP, OC, FR, EGR, SPK, AIS, O2S, CEC, EVAP-VC, EVAP-VRV, AIS-SV (6) PCV, ACL, EVAP, EGR, SPK, AIS, 7.5L (460") V8 4-Bbl. EVAP-VC, AIS-BPV 1989 Light Duty Emissions (8500 GVWR Or Less) 2.3L (140") 4-Cyl. EFI PCV, ACL, EVAP, TWC, FR, (4) EGR, SPK, O2S, CEC, EVAP-VC, (4) BP/EGR-SOL 2.9L (177") V6 EFI

PCV, ACL, (7) EVAP, TWC, FR, SPK, O2S, CEC

3.0L (183") V6 EFI

PCV, (7) EVAP, TWC, FR, SPK, O2S, CEC

4.9L (300") 6-Cyl. EFI 5.0L (302") V8 EFI 5.8L (351") V8 EFI

PCV, EVAP, TWC+OC, FR, EGR, SPK, AIS, O2S, CEC, EVAP-VC, EGR-VRV PCV, EVAP, TWC+OC, FR, EGR, SPK, AIS, O2S, CEC, EVAP-VC, EGR-VRV, AIS-BPV PCV, EVAP, TWC, FR, EGR, SPK, AIS, O2S, CEC, EVAP-VC, EGR-VRV, AIS-BPV

1989 Heavy Duty Emissions (8501 GVWR Or More) (1) 4.9L (300") 6-Cyl. EFI PCV, EVAP, TWC+OC, FR, EGR, AIS, O2S, CEC, EVAP-VC, EGR-VRV, AIS-BPV 5.8L (351") V8 EFI PCV, EVAP, OC, FR, EGR, SPK, AIS, O2S, CEC, EVAP-VC, EGR-VRV, AIS-BPV (7) 6.1L (370") V8 2-Bbl. Carb. PCV, ACL, EVAP, OC, FR, EGR, SPK, AIS PCV, ACL, (7) EVAP, (9) OC, FR, EGR, SPK, AIS 7.3L (450") V8 Diesel PCV 7.5L (460") V8 EFI PCV, EVAP, OC, FR, EGR, SPK, AIS, O2S, CEC, EVAP-VC, EGR-VRV, AIS-SV 1990 Light Duty Emissions (8500 GVWR Or Less) 2.3L (140") 4-Cyl. EFI PCV, ACL, EVAP, TWC, FR, (5) EGR, SPK, O2S, CEC, MIL, EVAP-VC, EGR-SOL, EGR-PS, SPK-CC 7.0L (425") 4-Bbl. Carb.

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1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

2.9L (177") V6 EFI & EFIMAF 3.0L (183") V6 EFI

PCV, ACL, EVAP, TWC, FR, SPK, O2S, CEC, MIL, EVAP-VC, SPK-CC PCV, ACL, EVAP, TWC, FR, SPK, O2S, CEC, MIL, EVAP-VC, EVAP-CPCS, SPK-CC (1) For emission applications on gasoline-powered motor homes 8501 GVWR or more and built on a motor home chassis, see FORD MOTOR CO. - CLASS "A" MOTOR HOMES. (2) 1987 1/2 models. (3)

Except low altitude.

(4)

Except Federal calibration 9-50K-R00.

(5)

M/T only.

(6)

Over 14,000 GVWR only.

(7)

Vapor canister only.

(8)

Includes ported switch or spark delay valve or trans. regulated spark control system.

(9)

California only.

1990-92 FORD MOTOR CO. - DOMESTIC TRUCKS (Cont.) Year, Engine & Fuel System Emission Control Systems & Devices 1990 Light Duty Emissions (8500 GVWR Or Less) (Cont.) 4.0L (244") V6 EFI-MAF PCV, (2) ACL, EVAP, TWC, FR, SPK, O2S, CEC, MIL, EVAP-VC, EVAP-CPCS, SPK-CC 4.9L (300") 6-Cyl. EFI PCV, ACL, EVAP, TWC+OC, FR, EGR, SPK, AP, O2S, CEC, MIL, EVAP-VC, EVAP-CPCS, EGR-SOL, EGR-PS, SPK-CC, AP-ACV, AP-BPV, AP-SV 5.0L (302") V8 EFI PCV, ACL, EVAP, TWC+OC, FR, EGR, SPK, AP, O2S, CEC, MIL, EVAP-VC, EGR-SOL, EGR-PS, SPK-CC, AP-ACV, AP-BPV, AP-SV 5.8L (351") V8 EFI PCV, ACL, EVAP, TWC+OC, FR, EGR, SPK, AP, O2S, CEC, MIL, EVAP-VC, EVAP-CPCS, EGR-SOL, EGR-PS, SPK-CC, AP-ACV, AP-BPV, AP-SV 1990 Heavy Duty Emissions (8501 GVWR Or More) (1) 4.9L (300") 6-Cyl. EFI PCV, ACL, EVAP, TWC+OC, FR, EGR, SPK, AP, O2S, CEC, SRI, MIL, EVAP-VC, EVAP-CPCS, EGR-SOL, EGR-PS, SPK-CC, AP-ACV, AP-BPV, AP-SV 5.8L (351") V8 EFI PCV, ACL, EVAP, TWC, FR, EGR, SPK, AP, O2S, CEC, SRI, MIL, EVAP-VC, EVAP-CPCS, EGR-SOL, EGR-PS, SPK-CC, AP-ACV, Helpmelearn February-12-08 6:31:43 PM

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1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

AP-BPV, AP-SV (3)

6.1L (370") V8 2-Bbl.

PCV, ACL, EVAP, EGR, SPK, AP, EVAP-VC, EVAP-CPCS, AP-BPV, VA

PCV, ACL, EVAP, (3) EGR, SPK, AP, EVAP-VC, EVAP-CPCS, AP-BPV, VA 7.3L (450") V8 Diesel PCV 7.5L (460") V8 EFI PCV, ACL, EVAP, TWC, FR, EGR, SPK, AP, O2S, CEC, SRI, MIL, EVAP-VC, EVAP-CPCS, EGR-SOL, EGR-PS, SPK-CC, AP-ACV, AP-BPV, AP-SV 1991 Light Duty Emissions (8500 GVWR Or Less) 2.3L (140") 4-Cyl. MFIPCV, ACL, EVAP, TWC, FR, (4) EGR, SPK, O2S, CEC, MIL, MAF EVAP-VC, 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, EVAP-VC, SPK-CC, AP-BPV 3.0L (183") V6 MFI-MAF PCV, ACL, EVAP, TWC, FR, SPK, O2S, CEC, MIL, EVAP-VC, SPK-CC, AP-BPV 4.0L (244") V6 MFI-MAF PCV, ACL, EVAP, TWC, FR, SPK, O2S, CEC, MIL, EVAP-VC, SPK-CC, AP-BPV 4.9L (300") 6-Cyl. MFI PCV, ACL, EVAP, TWC+OC, FR, EGR, SPK, AP, O2S, CEC, MIL, EVAP-VC, EVAP-EVRV, SPK-CC 5.0L (302") V8 MFI PCV, ACL, EVAP, TWC+OC, FR, EGR, SPK, AP, O2S, CEC, MIL, EVAP-VC, EGR-EVRV, SPK-CC, AP-BPV 5.8L (351") V8 EFI PCV, ACL, (6) EVAP, TWC, FR, EGR, (7) SPK, AP, O2S, CEC, MIL 7.0L (425") V8 4-Bbl.

1991 Heavy Duty Emissions (8501 GVWR Or More) (1) 4.9L (300") 6-Cyl. MFI PCV, ACL, EVAP, TWC+OC, FR, EGR, SPK, AP, O2S, CEC, MIL, EVAP-VC, EGR-EVRV, SPK-CC, AP-BPV 5.8L (351") V8 MFI PCV, ACL, EVAP, TWC, FR, EGR, SPK, AP, O2S, CEC, MIL, EVAP-VC, EVAP-EVRV, SPK-CC, AP-BPV 6.1L (370") V8 2-Bbl. PCV, ACL, EVAP, (3) EGR, SPK, AP, EVAP-VC, EVAP-CPCS, SPK-CC, AP-BPV, VA 7.0L (425") V8 MFI PCV, ACL, (6) EVAP, FR, (5) EGR, (7) SPK, AP 7.0L (425") V8 4-Bbl. 7.3L (450") V8 Diesel

PCV, ACL, EVAP, (3) EGR, SPK, AP, EVAP-VC, EVAP-CPCS, SPK-CC, AP-BPV, VA PCV

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1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

PCV, ACL, EVAP, (8) OC, FR, EGR, SPK, AP, O2S, CEC, MIL, EVAP-VC, SPK-CC, EGR-EVRV 1992 Light Duty Emissions (8500 GVWR Or Less) 2.3L (140") 4-Cyl. MFIPCV, ACL, EVAP, TWC, FR, (2) EGR, SPK, O2S, CEC, MIL, MAF 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, EVAP-VC, SPK-CC, AP-BPV 3.0L (183") V6 MFI-MAF PCV, ACL, EVAP, TWC, FR, SPK, O2S, CEC, MIL EVAP-VC, SPK-CC, AP-BPV (1) For emission applications on gasoline-powered motor homes 8501 GVWR or more and built on a motor home chassis, see FORD MOTOR CO. - CLASS "A" MOTOR HOMES. (2) Some models. 7.5L (460") V8 MFI

(3)

Ported type.

(4)

M/T only.

(5)

Electronically controlled.

(6)

Vapor canister type.

(7)

Includes ported switch or spark delay valve or trans. regulated spark control system.

(8)

14,000 GVWR or less only.

1992-94 FORD MOTOR CO. - DOMESTIC TRUCKS (Cont.) Year, Engine & Fuel System Emission Control Systems & Devices 1992 Light Duty Emissions (8500 GVWR Or Less) (Cont.) 4.0L (246") V6 MFI-MAF PCV, ACL, EVAP, TWC, FR, SPK, O2S, CEC, MIL, EVAP-VC, SPK-CC, AP-BPV 4.9L (300") 6-Cyl. MFI PCV, ACL, EVAP, TWC+OC, FR, EGR, SPK, AP, O2S, CEC, MIL, EVAP-VC, EGR-EVRV, SPK-CC, AP-BPV 5.0L (302") V8 EFI PCV, ACL, EVAP, TWC+OC, FR, EGR, SPK, AP, O2S, CEC, MIL, EVAP-VC, EGR-EVRV, SPK-CC, AP-BPV 5.8L (351") V8 MFI PCV, ACL, EVAP, TWC, FR, EGR, SPK, AP, O2S, CEC, MIL, EVAP-VC, EGR-EVRV, SPK-CC, AP-BPV 1992 Heavy Duty Emissions (8501 GVWR Or More) (1) 4.9L (300") 6-Cyl. MFI PCV, ACL, EVAP, TWC+OC, FR, EGR, SPK, AP, O2S, CEC, MIL, EVAP-VC, EGR-EVRV, SPK-CC, AP-BPV 5.8L (351") V8 EFI PCV, ACL, EVAP, TWC, FR, EGR, SPK, AP, O2S, Helpmelearn February-12-08 6:31:44 PM

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1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

CEC, MIL, EVAP-VC, EGR-EVRV, SPK-CC, AP-BPV PCV, ACL, EVAP, FR, (2) EGR, SPK, AP, EVAP-VC, SPK-CC, AP-BPV PCV

7.0L (425") V8 MFI 7.3L (446") V8 Diesel 7.5L (460") V8 MFI

PCV, EVAP, (3) OC, FR, EGR, SPK, AP, O2S, CEC, MIL, EVAP-VC, EGR-EVRV, SPK-CC, AP-BPV 1993 Light Duty Emissions (8500 GVWR Or Less) 2.3L (140") 4-Cyl. MFI-MAF PCV, ACL, EVAP, TWC, FR, (4)(5) EGR, SPK, HO2S, CEC, MIL, (4)(5) EGR-PS, (4)(5) EGR-EVRV, SPK-CC 3.0L (183") V6 SFI-MAF (6)

PCV, ACL, EVAP, TWC, FR, SPK, (2) HO2S, CEC, MIL, EVAP-VC, SPK-CC

3.0L (183") V6 MFI-MAF (7)

PCV, (8) ACL, EVAP, TWC, FR, EGR, SPK, HO2S, CEC, MIL, EVAP-VC, EGR-PS, SPK-CC

4.0L (246") V6 MFI-MAF

PCV, ACL, EVAP, TWC, FR, EGR, SPK, (7) HO2S, CEC, MIL, EVAP-VC, EGR-DPFE, SPK-CC

4.0L (246") V6 SFI-MAF (9)

4.9L (300") 6-Cyl. MFI

5.0L (302") V8 MFI (10) 5.8L (351") V8 MFI

PCV, (8) ACL, EVAP, TWC, FR, SPK, HO2S, CEC, MIL, EVAP-VC, SPK-CC PCV, EVAP, TWC+OC, FR, EGR, SPK, AP, HO2S, CEC, MIL, EVAP-VC, SPK-CC, AP-BPV, EVP PCV, EVAP, TWC+OC, FR, EGR, SPK, AP, HO2S, CEC, MIL, EVAP-VC, SPK-CC, AP-BPV, EGR-PS PCV, EVAP, TWC, FR, EGR, SPK, AP, HO2S, CEC, MIL, EVAP-VC, SPK-CC, AP-BPV, EGR-PS

1993 Heavy Duty Emissions (8501 GVWR Or More) (1) 4.9L (300") 6-Cyl. MFI PCV, EVAP, TWC+OC, FR, EGR, SPK, AP, HO2S, CEC, MIL, EVAP-VC, SPK-CC, AP-BPV, EGR-PS 5.8L (351") V8 MFI PCV, EVAP, OC, FR, EGR, SPK, AP, HO2S, CEC, MIL, EVAP-VC, SPK-CC, AP-BPV, EGR-PS 7.5L (460") V8 MFI PCV, EVAP, (3) OC, FR, EGR, SPK, AP, HO2S, CEC, MIL, EVAP-VC, SPK-CC, AP-BPV, EGR-PS Helpmelearn February-12-08 6:31:44 PM

Page 20

1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

1994 Light Duty Emissions (8500 GVWR Or Less) PCV, ACL, EVAP, TWC, FR, SPK, HO2S, CEC, MIL, 2.3L (140") 4-Cyl. MFI-MAF (9) & SPK-CC SFI-MAF (4) 3.0L (183") V6 MFI-MAF (7) & SFIMAF (6) 4.0L (246") V6 SFI-MAF

4.9L (300") 6-Cyl. MFI

5.0L (302") V8 MFI (10) 5.8L (351") V8 MFI

PCV, ACL, EVAP, TWC, FR, SPK, (2) HO2S, CEC, MIL, EVAP-VC, SPK-CC PCV, (8) ACL, EVAP, TWC, FR, EGR, SPK, (2) HO2S, CEC, MIL, EVAP-VC, EGR-DPFE, SPK-CC PCV, EVAP, TWC+OC, FR, EGR, SPK, AP, HO2S, CEC, MIL, EVAP-VC, EGR-PS, SPK-CC, AP-BPV PCV, EVAP, TWC+OC, FR, EGR, SPK, AP, HO2S, CEC, MIL, EVAP-VC, EGR-PS, SPK-CC, AP-BP PCV, EVAP, TWC, FR, EGR, SPK, AP, HO2S, CEC, MIL, EVAP-VC, EGR-PS, SPK-CC, AP-BPV

1994 Heavy Duty Emissions (8501 GVWR Or More) (1) 4.9L (300") 6-Cyl. MFI PCV, EVAP, TWC+OC, FR, EGR, SPK, AP, HO2S, CEC, MIL, EVAP-VC, EGR-PS, SPK-CC, AP-BPV 5.8L (351") V8 MFI PCV, EVAP, OC, FR, EGR, SPK, AP, HO2S, CEC, MIL, EVAP-VC, EGR-PS, SPK-CC, AP-BPV 7.5L (460") V8 MFI PCV, EVAP, (3) OC, FR, EGR, SPK, AP, HO2S, CEC, MIL, EVAP-VC, EGR-PS, SPK-CC, AP-BPV (1) For emission applications on gasoline-powered motor homes 8501 GVWR or more and built on a motor home chassis, see FORD MOTOR CO. - CLASS "A" MOTOR HOMES. (2) Explorer & Ranger use 2 O2S. (3)

14,000 GVWR or less only.

(4)

California only.

(5)

M/T only.

(6)

Aerostar & Ranger.

(7)

Villager.

(8)

Except Aerostar.

(9)

Except California.

(10)

On "E" series equipped with AODE (transmission code "U") SFI-MAF is used.

Helpmelearn February-12-08 6:31:44 PM

Page 21

1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

1995-96 FORD MOTOR CO. - DOMESTIC TRUCKS Year, Engine & Fuel System Emission Control Systems & Devices 1995 Light Duty Emissions (8500 GVWR Or Less) 2.3L (140") 4-Cyl. SFI PCV, EVAP, TWC, FR, EGR, SPK, (2) HO2S, CEC, MIL, EVAP-VC, EGR-EVRV, EGR-DPFE, SPK-CC 3.0L (183") V6 SFI PCV, EVAP, TWC, FR, (16) EGR, SPK, (3) HO2S, CEC, MIL, EVAP-VC, EGR-EVRV, EGR-DPFE, SPK-CC (2) 3.8L (232") V6 SFI PCV, EVAP, TWC, FR, EGR, SPK, (7) HO2S, CEC, MIL, EVAP-VC, EGR-EVRV, EGR-DPFE, SPK-CC 4.0L (246") V6 MFI/SFI PCV, EVAP, TWC, FR, EGR, SPK, (4) HO2S, CEC, MIL, EVAP-VC, EGR-EVRV, EGR-DPFE, SPK-CC 4.9L (300") 6-Cyl. PCV, EVAP, TWC+OC, FR, EGR, SPK, AP, HO2S, CEC, MIL, MFI/SFI EVAP-VC, EGR-EVRV, EGR-PS, SPK-CC, (5) AP-BPV 1995 Heavy Duty Emissions (8501 GVWR Or More) (1) 4.9L (300") 6-Cyl. SFI PCV, EVAP, TWC+OC, FR, EGR, SPK, AP, HO2S, CEC, MIL, EVAP-VC, EGR-PS, SPK-CC, (5) AP-BPV 5.0L (302") V8 MFI/SFI PCV, EVAP, TWC+OC, FR, EGR, SPK, AP, HO2S, CEC, MIL, EVAP-VC, EGR-PS, SPK-CC, AP-BPV 5.8L (351") V8 MFI PCV, EVAP, OC, FR, EGR, SPK, AP, HO2S, CEC, MIL, EVAP-VC, EGR-PS, SPK-CC, AP-BPV 5.8L (351") V8 SFI PCV, EVAP, OC, FR, EGR, SPK, AP, (2) HO2S, CEC, MIL, EVAP-VC, EGR-DPFE, SPK-CC, AP-DV 7.3L (446") V8 Diesel PCV 7.5L (460") V8 MFI PCV, EVAP, (15) OC, FR, EGR, SPK, AP, HO2S, CEC, MIL, EVAP-VC, EGR-PS, EGR-EVR, SPK-CC, AP-DV 1996 Light Duty Emissions (8500 GVWR Or Less) 2.3L (140") 4-Cyl. SFI PCV, EVAP, TWC, FR, EGR, SPK, (2) HO2S, CEC, MIL, EVAP-VC, EVAP-CPCS, EGR-SOL, EGR-DPFE, SPK-CC 3.0L (183") V6 SFI (VIN PCV, EVAP, (2) TWC, FR, EGR, SPK, (6) HO2S, CEC, MIL, U) EVAP-VC, EVAP-CPCS, EGR-SOL, EGR-DPFE, SPK-CC 3.0L (183") V6 SFI (VIN PCV, EVAP, (2) TWC, FR, EGR, SPK, (2) HO2S, CEC, MIL, W) EVAP-VC, EVAP-CPCS, BP/EGR-BPT, SPK-CC 3.8L (232") V6 SFI PCV, EVAP, (2) TWC, FR, EGR, SPK, (7) HO2S, CEC, MIL, EVAP-VC, EVAP-CPCV, EGR-SOL, EGR-DPFE, SPK-CC 4.0L (246") V6 SFI PCV, EVAP, (2) TWC, FR, EGR, SPK, (8) HO2S, CEC, MIL, EVAP-VC, EVAP-CPCS, EGR-SOL, EGR-DPFE, SPK-CC 4.9L (300") 6-Cyl. MFI PCV, EVAP, (2) TWC, FR, EGR, SPK, AP, (9) HO2S, CEC, MIL, EVAP-VC, EVAP-CPCV, EGR-SOL, (10) AP-BPV, (10) AP-DV, SPKCC Helpmelearn February-12-08 6:31:44 PM

Page 22

1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

5.0L (302") V8 SFI (VIN N)

PCV, EVAP, (2) TWC, FR, EGR, SPK, AP, (9) HO2S, CEC, MIL, EVAP-VC, EVAP-CPCV, EGR-SOL, (10) AP-BPV, (10) AP-DV, SPKCC

5.0L (302") V8 SFI (VIN P)

PCV, EVAP, (7) TWC, FR, EGR, SPK, (7) HO2S, CEC, MIL, EVAP-VC, EVAP-CPCV, EGR-SOL, SPK-CC

1996 Heavy Duty Emissions (8501 GVWR Or More) (1) 4.9L (300") 6-Cyl. SFI PCV, EVAP, TWC+OC, FR, EGR, SPK, AP, (9) HO2S, CEC, MIL, EVAP-VC, EVAP-CPCV, EGR-SOL, EGR-DPFE, (10) AP-BPV, (10) AP-DV, SPK-CC 5.8L (351") V8 MFI 5.8L (351") V8 SFI

7.3L (446") V8 Turbo Diesel 7.5L (460") V8 MFI (13)

PCV, EVAP, OC, FR, EGR, SPK, (11) AP, HO2S, CEC, MIL, EVAP-VC, EVAP-CPCS, EGR-SOL, (10) AP-DV, SPK-CC PCV, EVAP, (2) TWC, FR, EGR, SPK, (11) AP, (9) HO2S, CEC, MIL, EVAP-VC, EVAP-CPCV, EGR-SOL, EGR-DPFE, SPK-CC PCV, OC PCV, EVAP, (15) OC, FR, EGR, SPK, AP, HO2S, CEC, MIL, EVAP-VC, EVAP-CPCS, EGR-SOL, (10)(12) AP-BPV, (10) AP-DV, SPK-CC

7.5L (460") V8 SFI (14)

PCV, EVAP, OC, FR, EGR, SPK, AP, (9) HO2S, CEC, MIL, EVAP-VC, EVAP-CPCV, EGR-SOL, EGR-DPFE, (10) AP-BPV, (10) AP-DV, SPK-CC (1) For emission applications on gasoline-powered motor homes 8501 GVWR or more and built on a motor home chassis, see FORD MOTOR CO. - CLASS "A" MOTOR HOMES. (2) Equipped with 2. (3)

Ranger is equipped with 3. Windstar is equipped with 4.

(4)

Explorer is equipped with 2. Ranger is equipped with 3.

(5)

Federal emissions vehicles only. Calif. emissions vehicles use a combination by-pass/diverter valve.

(6)

Aerostar is equipped with 2; Ranger is equipped with 3; Windstar is equipped with 4.

(7)

Equipped with 4.

(8)

Aerostar is equipped with 2; Explorer & Ranger are equipped with 3.

(9)

Equipped with 3.

(10)

Electronically controlled.

(11)

Except Bronco.

(12)

Super-Duty only.

(13)

Federal only.

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Page 23

1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

(14)

California only.

(15)

14,000 GVWR or less only.

(16)

Except calibration code 4-56N-R10.

1997-98 FORD MOTOR CO. - DOMESTIC TRUCKS Year, Engine & Fuel System Emission Control Systems & Devices 1997 Light Duty Emissions (8500 GVWR Or Less) 2.3L (140") 4-Cyl. SFI (VIN A) PCV, EVAP, TWC, FR, EGR, SPK, (2) HO2S, CEC, MIL, EGR-BPT, EVRS (2) 3.0L (183") V6 SFI (VIN W) PCV, EVAP, TWC, FR, EGR, SPK, HO2S, CEC, MIL, EGR-BPT, EVRS (3) 3.0L (183") V6 SFI (VIN U) PCV, EVAP, TWC, FR, EGR, SPK, HO2S, CEC, MIL, EGR-BPT, EVRS (4) 3.8L (232") V6 SFI (VIN 4) PCV, EVAP, TWC, FR, EGR, SPK, HO2S, CEC, MIL, EGR-BPT, EVRS (3) 4.0L (246") V6 SFI (VIN X) PCV, EVAP, TWC, FR, EGR, SPK, HO2S, CEC, MIL, EGR-BPT, EVRS 4.0L (246") V6 SFI (VIN P) PCV, EVAP, TWC, FR, EGR, SPK, (4) HO2S, CEC, MIL, EGR-BPT, EVRS 4.2L (256") V6 SFI (VIN 2) PCV, EVAP, TWC, FR, EGR, SPK, (4) HO2S, CEC, MIL, EGR-BPT, EVRS 4.6L (281") V8 SFI (VIN W or PCV, EVAP, TWC, FR, EGR, SPK, (4) HO2S, CEC, MIL 6) 5.0L (302") V8 SFI (VIN P)

PCV, EVAP, TWC, FR, EGR, SPK, (4) HO2S, CEC, MIL EGR-BPT, EVRS

5.4L (330") V8 SFI (VIN L)

PCV, EVAP, TWC, FR, EGR, SPK, (3) HO2S, CEC, MIL, EGR-BPT, EVRS

1997 Heavy Duty Emissions (8501 GVWR Or More) (1) 5.8L (351") V8 MFI (VIN H) PCV, EVAP, OC, FR, EGR, SPK, AP, (5) HO2S, CEC, MIL, AP-BPV, EGR-BPT, EVRS 6.8L (415") V10 SFI (VIN 5) PCV, EVAP, TWC, FR, EGR, SPK, (3) HO2S, CEC, MIL, EGR-BPT, EVRS 7.3L (444") V8 Turbo Diesel PCV, OC, CEC, MIL (VIN F) 7.5L (460") V8 MFI (VIN G) PCV, EVAP, OC, FR, EGR, SPK, (6) AP, (5) HO2S, CEC, MIL, AP-BPV, EGR-BPT, EVRS 1998 Light Duty Emissions (8500 GVWR Or Less) 2.5L (152") 4-Cyl. SFI (VIN C) PCV, EVAP, TWC, FR, (2) EGR, SPK, (2) HO2S, CEC, MIL, Helpmelearn February-12-08 6:31:44 PM

Page 24

1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

EVAP-VC, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVRS, SPKCC 3.0L (183") V6 SFI (VIN U)

PCV, EVAP, TWC, FR, (2) EGR, SPK, (3) HO2S, CEC, MIL, EVAP-VC, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVRS, SPKCC

3.0L (183") V6 SFI (VIN V)

PCV, EVAP, TWC, FR, (2) EGR, SPK, (3) HO2S, CEC, MIL, EVAP-VC, EVAP-CPV, EVRS, SPK-CC

3.0L (183") V6 SFI (VIN W) Calif.

PCV, EVAP, TWC, FR, (2) EGR, SPK, (2) HO2S, CEC, MIL, EVAP-VC, EVAP-VCV, EVAP-CVS, EVAP-PCS, EVAP-FTPS, EVRS

3.0L (183") V6 SFI (VIN W) Federal

PCV, EVAP, TWC, FR, (2) EGR, SPK, (2) HO2S, CEC, MIL, EVAP-VC, EVAP-CPV, EVRS

3.8L (232") V6 SFI (VIN 4)

PCV, EVAP, TWC, FR, (2) EGR, SPK, (4) HO2S, CEC, MIL, EVAP-VC, EVAP-CPV, EVRS, SPK-CC

4.0L (246") V6 SFI (VIN X)

PCV, EVAP, TWC, FR, (2) EGR, SPK, (3) HO2S, CEC, MIL, EVAP-VC, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAPFVCV, EVRS, SPK-CC

4.0L (246") V6 SFI (VIN E)

PCV, EVAP, TWC, FR, (2) EGR, SPK, (4) HO2S, CEC, MIL, EVAP-VC, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAPFVCV, EVRS

4.2L (256") V6 SFI (VIN 2)

PCV, EVAP, TWC, FR, (2) EGR, SPK, (4) HO2S, CEC, MIL, EVAP-VC, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAPFVCV, EVRS, SPK-CC

4.6L (281") V8 SFI (VIN W Or 6)

PCV, EVAP, TWC, FR, (2) EGR, SPK, (4) HO2S, CEC, MIL, EVAP-VC, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAPFVCV, EVRS, SPK-CC

5.0L (302") V8 SFI (VIN P)

PCV, EVAP, TWC, FR, (2) EGR, SPK, (4) HO2S, CEC, MIL, EVAP-VC, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAPFVCV, EVRS

5.4L (330") V8 SFI (VIN L)

PCV, EVAP, TWC, FR, (2) EGR, SPK, (3) HO2S, CEC, MIL, EVAP-VC, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAPFVCV, EVRS, SPK-CC

5.4L (330") V8 SFI (VIN M)

PCV, TWC, SPK, (3) HO2S, CEC, MIL, SPK-CC

6.8L (415") V10 SFI (VIN S)

PCV, EVAP, TWC, FR, (2) EGR, SPK, (3) HO2S, CEC, MIL, EVAP-VC, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAPFVCV, EVRS, SPK-C

1998 Heavy Duty Emissions (8501 GVWR Or More) (1) 5.8L (351") V8 MFI (VIN H) PCV, EVAP, OC, FR, EGR, SPK, AP, (5) HO2S, CEC, MIL, AP-BPV, EGR-BPT, EVRS 6.8L (415") V10 SFI (VIN 5) PCV, EVAP, TWC, FR, EGR, SPK, (3) HO2S, CEC, MIL, Helpmelearn February-12-08 6:31:44 PM

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1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

EGR-BPT, EVRS PCV, OC, CEC, MIL

7.3L (444") V8 Turbo Diesel (VIN F) 7.5L (460") V8 MFI (VIN G)

PCV, EVAP, OC, FR, EGR, SPK, AP, (5) HO2S, CEC, MIL, AP-BPV, EGR-BPT, EVRS (1) For emission applications on gasoline-powered motor homes 8501 GVWR or more and built on a motor home chassis, see FORD MOTOR CO. - CLASS "A" MOTOR HOMES. (2) Equipped with 2. (3)

Equipped with 3.

(4)

Equipped with 4.

(5)

49-state & Super Duty use one HO2S; Calif. (except Super Duty) use 3 HO2S.

(6)

Except California.

1999 FORD MOTOR CO. - DOMESTIC TRUCKS Year, Engine & Fuel System Emission Control Systems & Devices 1999 Light Duty Emissions (8500 GVWR Or Less) 2.5L (152") SFI 4-Cyl. (VIN PCV, EVAP, TWC, FR, EGR, SPK, (2) HO2S, CEC, MIL, C) EVAP-VC, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVRS, SPKCC 3.0L (183") V6 SFI (VIN U) PCV, EVAP, TWC, FR, EGR, SPK, (3) HO2S, CEC, MIL, EVAP-VC, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVRS, SPKCC 3.0L (183") V6 SFI (VIN 2) PCV, EVAP, TWC, FR, EGR, SPK, (3) HO2S, CEC, MIL, EVAP-VC, EVAP-CPV, EVRS, SPK-CC 3.3L (200") V6 SFI (VIN T) PCV, EVAP, TWC, FR, EGR, SPK, (3) HO2S, CEC, MIL, EVAP-VC, EVAP-CPV, EVRS, SPK-CC 3.8L (232") V6 SFI (VIN 4) PCV, EVAP, TWC, FR, EGR, SPK, (4) HO2S, CEC, MIL, EVAP-VC, EVAP-CPV, EVRS, SPK-CC 4.0L (246") V6 SFI (VIN E) PCV, EVAP, TWC, FR, EGR, SPK, (4) HO2S, CEC, MIL, EVAP-VC, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAPFVCV, EVRS 4.0L (246") V6 SFI (VIN X) PCV, EVAP, TWC, FR, EGR, SPK, (3) HO2S, CEC, MIL, EVAP-VC, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAPFVCV, EVRS, SPK-CC 4.2L (256") V6 SFI (VIN 2) PCV, EVAP, TWC, FR, EGR, SPK, (4) HO2S, CEC, MIL, EVAP-VC, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAPFVCV, EVRS, SPK-CC 4.6L (281") V8 SFI (VIN W Or PCV, EVAP, TWC, FR, EGR, SPK, (4) HO2S, CEC, MIL, 6) EVAP-VC, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAPFVCV, EVRS, SPK-CC Helpmelearn February-12-08 6:31:44 PM

Page 26

1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

5.0L (302") V8 SFI (VIN P)

PCV, EVAP, TWC, FR, EGR, SPK, (4) HO2S, CEC, MIL, EVAP-VC, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAPFVCV, EVRS

5.4L (330") V8 SFI (VIN A)

PCV, EVAP, TWC, FR, EGR, SPK, (4) HO2S, CEC, MIL, EVAP-VC, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAPFVCV, EVRS, SPK-CC

5.4L (330") V8 SFI (VIN L)

PCV, EVAP, TWC, FR, EGR, SPK, (4) HO2S, CEC, MIL, EVAP-VC, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAPFVCV, EVRS, SPK-CC

5.4L (330") V8 SFI (VIN M)

PCV, TWC, SPK, (2) HO2S, CEC, MIL, SPK-CC

6.8L (415") V10 SFI (VIN S)

PCV, EVAP, TWC, FR, EGR, SPK, (3) HO2S, CEC, MIL, EVAP-VC, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAPFVCV, EVRS, SPK-CC

1999 Heavy Duty Emissions (8501 GVWR Or More) (1) 6.8L (415") V10 SFI (VIN S) PCV, EVAP, TWC, FR, EGR, SPK, (3) HO2S, CEC, MIL, EGR-BPT, EVRS 7.3L (444") V8 Turbo Diesel PCV, OC, CEC, MIL (VIN F) (1) For emission applications on gasoline-powered motor homes 8501 GVWR or more and built on a motor home chassis, see FORD MOTOR CO. - CLASS "A" MOTOR HOMES. (2) Equipped with 2. (3)

Equipped with 3.

(4)

Equipped with 4.

2000 FORD MOTOR CO. - DOMESTIC TRUCKS Year, Engine & Fuel System Emission Control Systems & Devices 2000 Light Duty Emissions (8500 GVWR Or Less) 2.5L (152") 4-Cyl. SFI (VIN PCV, EVAP, TWC, FR, EGR, SPK, (2) HO2S, CEC, MIL, C) EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-VC, EVRS, SPKCC 3.0L (183") V6 SFI (VIN U & PCV, EVAP, TWC, FR, EGR, SPK, (3) HO2S, CEC, MIL, V) EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-VC, EVRS, SPKCC (3) 3.3L (200") V6 SFI (VIN T) PCV, EVAP, TWC, FR, EGR, SPK, HO2S, CEC, MIL, EVAP-CPV, EVAP-CPCV, EVAP-VC, EVRS, SPK-CC 3.8L (232") V6 SFI (VIN 4) PCV, EVAP, TWC, FR, EGR, SPK, (4) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, EVAPVC, EVRS, SPK-CC (4) 4.0L (246") V6 SFI (VIN E & PCV, EVAP, TWC, FR, EGR, SPK, HO2S, CEC, MIL, Helpmelearn February-12-08 6:31:44 PM

Page 27

1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, EVAPVC, EVRS, SPK-CC

4.2L (256") V6 SFI (VIN 2)

PCV, EVAP, TWC, FR, EGR, SPK, (4) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, EVAPVC, EVRS, SPK-CC

4.6L (281") V8 SFI (VIN W & 6)

PCV, EVAP, TWC, FR, EGR, SPK, (4) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, EVAPVC, EVRS, SPK-CC

5.0L (302") V8 SFI (VIN P)

PCV, EVAP, TWC, FR, EGR, SPK, (4) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, EVAPVC, EVRS, SPK-CC

5.4L (330") V8 SFI (VIN A & L)

PCV, EVAP, TWC, FR, EGR, SPK, (4) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, EVAPVC, EVRS, SPK-CC

5.4L (330") V8 SFI (VIN M)

PCV, TWC, SPK, (2) HO2S, CEC, MIL, SPK-CC

6.8L (415") V10 SFI (VIN S)

PCV, EVAP, TWC, FR, EGR, SPK, (3) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, EVAPVC, EVRS, SPK-CC

2000 Heavy Duty Emissions (8501 GVWR Or More) (1) 6.8L (415") V10 SFI (VIN S) PCV, EVAP, TWC, FR, EGR, SPK, (3) HO2S, CEC, MIL, EGR-BPT, EVRS 7.3L (444") V8 Turbo Diesel PCV, OC, CEC, MIL (VIN F) (1) For emission applications on gasoline-powered motor homes 8501 GVWR or more and built on a motor home chassis, see FORD MOTOR CO. - CLASS "A" MOTOR HOMES. (2) Equipped with 2. (3)

Equipped with 3.

(4)

Equipped with 4.

2001 FORD MOTOR CO. - DOMESTIC TRUCKS Year, Engine & Fuel System Emission Control Systems & Devices 2001 Light Duty Emissions (8500 GVWR Or Less) 2.0L (122") 4-Cyl. SFI (VIN B) PCV, EVAP, TWC, FR, EGR, SPK, (2) HO2S, CEC, MIL, EVAP-FTPS, EVAP-FVCV, EVAP-CPV, EVAP-CVS, EVAP-VC, SPK-CC 2.3L (140") 4-Cyl. SFI (VIN D) PCV, EVAP, TWC, FR, EGR, SPK, (2) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-VC, EVRS, SPK-CC Helpmelearn February-12-08 6:31:44 PM

Page 28

1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

2.5L (152") 4-Cyl. SFI (VIN C)

PCV, EVAP, TWC, FR, EGR, SPK, (2) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-VC, EVRS, SPK-CC

3.0L (183") V6 SFI (VIN U)

PCV, EVAP, TWC, FR, EGR, SPK, (3) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-VC, EVRS, SPK-CC

3.0L (183") V6 SFI (VIN 1)

PCV, EVAP, TWC, FR, EGR, SPK, (4) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-VC, SPKCC

3.3L (200") V6 SFI (VIN T)

PCV, EVAP, TWC, FR, EGR, SPK, (3) HO2S, CEC, MIL, EVAP-CPV, EVAP-FTPS, EVAP-VC, EVAP-VCV, EVRS, SPK-CC

3.8L (232") V6 SFI (VIN 4)

PCV, EVAP, TWC, FR, EGR, SPK, (4) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, EVAP-VC, EVRS, SPK-CC

4.0L (246") SOHC V6 SFI (VIN E)

PCV, EVAP, TWC, FR, EGR, SPK, (4) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, EVAP-VC, EVRS, SPK-CC

4.0L (246") OHV V6 SFI (VIN X)

PCV, EVAP, TWC, FR, EGR, SPK, (3) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, EVAP-VC, EVRS, SPK-CC

4.2L (256") V6 SFI (VIN 2)

PCV, EVAP, TWC, FR, EGR, SPK, (4) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, EVAP-VC, EVRS, SPK-CC

4.6L (281") V8 SFI (VIN W)

PCV, EVAP, TWC, FR, EGR, SPK, (4) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, EVAP-VC, EVRS, SPK-CC

4.6L (281") V8 SFI (VIN 6)

PCV, EVAP, TWC, FR, EGR, SPK, (4) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, EVAP-VC, EVRS, SPK-CC

5.0L (302") V8 SFI (VIN P)

PCV, EVAP, TWC, FR, EGR, SPK, (4) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV,

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1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

EVAP-VC, EVRS, SPK-CC 5.4L (330") DOHC V8 SFI (VIN A)

PCV, EVAP, TWC, FR, EGR, SPK, (4) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, EVAP-VC, EVRS, SPK-CC

5.4L (330") SOHC V8 SFI (VIN L)

PCV, EVAP, TWC, FR, EGR, SPK, (4) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, EVAP-VC, SPK-CC

5.4L (330") SOHC V8 SFI (VIN M) CNG

PCV, TWC, SPK, (2) HO2S, CEC, MIL

5.4L (330") SOHC V8 SFI (VIN Z) BiFuel

PCV, EVAP, TWC, FR, EGR, SPK, (4) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, EVAP-VC, EVRS, SPK-CC

5.4L (330") SOHC V8 SFI (VIN 3) Supercharged

PCV, EVAP, TWC, FR, EGR, SPK, (4) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, EVAP-VC, EVRS, SPK-CC

2001 Medium Duty Emissions (8501-14,000 GVWR) (1) 4.2L (256") V6 SFI (VIN 2) PCV, EVAP, TWC, FR, EGR, SPK, (4) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, EVAP-VC, EVRS, SPK-CC 5.4L (330") SOHC V8 SFI (VIN L) PCV, EVAP, TWC, FR, EGR, SPK, (4) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, EVAP-VC, EVRS, SPK-CC 6.8L (415") V10 SFI (VIN S) PCV, EVAP, TWC, FR, (5) EGR, SPK, (4) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, EVAP-VC, EVRS, SPK-CC 7.3L (444") V8 Turbo Diesel (VIN F) CEC, MIL 2001 Heavy Duty Emissions (14,001 GVWR Or More) (1) 5.4L (330") SOHC V8 SFI (VIN L) PCV, EVAP, TWC, FR, SPK, (4) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, EVAP-VC, EVRS, SPK-CC 6.8L (415") V10 SFI (VIN S) PCV, EVAP, TWC, FR, SPK, (3) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, EVAP-VC, EVRS, SPK-CC 6.8L (415") V10 SFI (VIN Z) Bi-Fuel PCV, EVAP, TWC, FR, SPK, (3) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, Helpmelearn February-12-08 6:31:44 PM

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1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

EVAP-VC, EVRS, SPK-CC (1) For emission applications on gasoline-powered motor homes 8501 GVWR or more and built on a motor home chassis, see FORD MOTOR CO. - CLASS "A" MOTOR HOMES. (2) Equipped with 2. (3)

Equipped with 3.

(4)

Equipped with 4.

(5)

California only.

2002 FORD MOTOR CO. - DOMESTIC TRUCKS Year, Engine & Fuel System

Emission Control Systems & Devices

(1)

2002 2.0L (122") 4-Cyl. SFI (VIN B)

2.3L (140") 4-Cyl. SFI (VIN D)

3.0L (183") OHV V6 SFI (VIN U)

3.0L (183") DOHC V6 SFI (VIN 1)

PCV, EVAP, TWC, FR, EGR, SPK, (2) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, EVAP-VC, EVRS, SPK-CC PCV, EVAP, TWC, FR, EGR, SPK, (2) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, EVAP-VC, SPK-CC PCV, EVAP, TWC, FR, EGR, SPK, (3) HO2S, CEC, MIL, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, EVAP-VC, SPKCC PCV, EVAP, TWC, FR, EGR, SPK, (4) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, EVAP-VC, EVAP-VRV, SPK-CC

3.3L (200") V6 SFI (VIN T)

PCV, EVAP, TWC, FR, EGR, SPK, (3) HO2S, CEC, MIL, EVAP-CPV, EVAP-VC, EVAP-VCV, EVAP-VCVS, SPKCC

3.8L (232") V6 SFI (VIN 4)

PCV, EVAP, TWC, FR, EGR, SPK, (4) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, EVAP-VC, EVRS, SPK-CC

4.0L (246") SOHC V6 SFI (VIN E)

PCV, EVAP, TWC, FR, (5) EGR, SPK, (4) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, EVAP-VC, EVRS, SPK-CC

4.2L (256") V6 SFI (VIN 2)

PCV, EVAP, TWC, FR, (5) EGR, SPK, (4) HO2S, CEC, MIL,

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1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, EVAP-VC, EVRS, SPK-CC 4.6L (281") V8 SFI (VIN W)

PCV, EVAP, TWC, FR, (5) EGR, SPK, (4) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, EVAP-VC, EVRS, SPK-CC

5.4L (330") DOHC V8 SFI (VIN R)

PCV, EVAP, TWC, FR, (5) EGR, SPK, (4) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, EVAP-VC, EVRS, SPK-CC

5.4L (330") SOHC V8 SFI (VIN L)

PCV, EVAP, TWC, FR, (5)(6) EGR, SPK, (7) HO2S, CEC, MIL, (6) (6) EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAPFVCV, EVAP-VC, (6) EVRS, SPK-CC

5.4L (330") SOHC V8 SFI (VIN M) CNG

PCV, TWC, SPK, (2) HO2S, CEC, MIL, SPK-CC

5.4L (330") SOHC V8 SFI (VIN Z) Bi-Fuel

PCV, EVAP, TWC, FR, (5) EGR, SPK, (4) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, EVAP-VC, EVRS, SPK-CC

5.4L (330") SOHC V8 SFI (VIN 3) Supercharged

PCV, EVAP, TWC, FR, (5) EGR, SPK, HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, EVAP-VC, EVRS, SPK-CC

6.8L (415") V10 SFI (VIN S)

PCV, EVAP, TWC, FR, SPK, (7) HO2S, CEC, MIL, EVAP-CPV, EVAP-CVS, (6) EVAP-FTPS, EVAP-FVCV, EVAP-VC, SPK-CC

7.3L (444") V8 Turbo Diesel (VIN CEC, (8) OC, MIL F) (1) For emission applications on gasoline-powered motor homes 8501 GVWR or more and built on a motor home chassis, see FORD MOTOR CO. - CLASS "A" MOTOR HOMES. (2) Equipped with 2. (3)

Equipped with 3.

(4)

Equipped with 4.

(5)

Differential Pressure Feedback EGR Valve.

(6)

Except F250-550 Super Duty models with Fed. emissions.

(7)

On F250-550 Super Duty, 2 HO2S are used with Fed. emissions & 3 HO2S are used with Calif. emissions. (8) All 275 H.P. M/T & some A/T. See emissions label for H.P. rating & OC calibration. Helpmelearn February-12-08 6:31:44 PM

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1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

2003 FORD MOTOR CO. - DOMESTIC TRUCKS Year, Engine & Fuel System

Emission Control Systems & Devices

(1)

2003 2.0L (122") 4-Cyl. SFI (VIN B)

PCV, EVAP, TWC, FR, (3) EGR, SPK, (2) HO2S, CEC, MIL EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAPFVCV, EVAP-VC, EVRS, EGR-VRV, SPK-CC

2.3L (140") 4-Cyl. SFI (VIN D)

PCV, EVAP, TWC, FR, EGR, SPK, (2) HO2S, CEC, MIL EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAPFVCV, EVAP-VC, SPK-CC

3.0L (183") OHV V6 SFI (VIN U)

PCV, EVAP, TWC, FR, (4) EGR, SPK, HO2S, CEC, MIL EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAPFVCV, EVAP-VC, SPK-CC

3.0L (183") DOHC V6 SFI (VIN 1)

PCV, EVAP, TWC, FR, (3) EGR, SPK, (5) HO2S, CEC, MIL EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAPFVCV, EVAP-VC, EVRS, SPK-CC

3.8L (232") V6 SFI (VIN 4)

PCV, EVAP, TWC, FR, (3) EGR, SPK, (5) HO2S, CEC, MIL EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAPFVCV, EVAP-VC, EVRS, SPK-CC

4.0L (246") SOHC V6 SFI (VIN E - Ranger)

PCV, EVAP, TWC, FR, SPK, (4) HO2S, CEC, MIL EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAPFVCV, EVAP-VC, SPK-CC

4.0L (246") SOHC V6 SFI (VIN E & K Explorer Sport & Explorer Sport Trac)

PCV, EVAP, TWC, FR, (3) EGR, SPK, (4) HO2S, CEC, MIL EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAPFVCV, EVAP-VC, SPK-CC

4.0L (246") SOHC V6 SFI (VIN K - Explorer & Mountaineer)

PCV, EVAP, TWC, FR, (3) EGR, SPK, (5) HO2S, CEC, MIL EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAPFVCV, EVAP-VC, EVRS, SPK-CC

4.2L (256") V6 SFI (VIN 2)

PCV, EVAP, TWC, FR, (3) EGR, SPK, (5) HO2S, CEC, MIL EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAPFVCV, EVAP-VC, EVRS, SPK-CC

4.6L (281") DOHC V8 SFI (VIN H)

PCV, EVAP, TWC, FR, EGR, SPK, (5) HO2S, CEC, MIL EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-

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1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

FVCV, EVAP-VC, SPK-CC 4.6L (281") SOHC V8 SFI (VIN W)

PCV, EVAP, TWC, FR, (3) EGR, SPK, (5) HO2S, CEC, MIL EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAPFVCV, EVAP-VC, SPK-CC

5.4L (330") DOHC V8 SFI (VIN R)

PCV, EVAP, TWC, FR, (3) EGR, SPK, (5) HO2S, CEC, MIL EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAPFVCV, EVAP-VC, EVRS, SPK-CC

5.4L (330") SOHC V8 SFI (VIN L - Heavy Duty)

PCV, EVAP, TWC, FR, SPK, (7) HO2S, CEC, MIL (6) (6) EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, EVAP-VC, (6) EVRS, SPK-CC

5.4L (330") SOHC V8 SFI (VIN L - Light & Medium Duty)

PCV, EVAP, TWC, FR, (3) EGR, SPK, (4) HO2S, CEC, MIL EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAPFVCV, EVAP-VC, EVRS, SPK-CC

5.4L (330") SOHC V8 SFI Bi-Fuel (VIN Z)

PCV, EVAP, TWC, FR, (3) EGR, SPK, (5) HO2S, CEC, MIL EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAPFVCV, EVAP-VC, EVRS, SPK-CC

5.4L (330") SOHC V8 CNG (VIN M) 5.4L (330") SOHC V8 SFI Supercharged (VIN 3)

6.0L (365") V8 Turbo Diesel (VIN P)

PCV, TWC, FR, SPK, (2) HO2S, CEC, MIL SPK-CC PCV, EVAP, TWC, FR, (3) EGR, SPK, (2) HO2S, CEC, MIL EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAPFVCV, EVAP-VC, EVRS, SPK-CC CEC, EGR, TWC, MIL

PCV, EVAP, TWC, FR, SPK, (7) HO2S, CEC, MIL (6) (6) EVAP-CPV, EVAP-CVS, EVAP-FTPS, EVAP-FVCV, EVAP-VC, SPK-CC (1) For emission applications on gasoline-powered motor homes 8501 GVWR or more and built on a motor home chassis, see FORD MOTOR CO. - CLASS "A" MOTOR HOMES. (2) Equipped with 2. 6.8L (415") V10 SFI (VIN S)

(3)

Differential Pressure Feedback EGR Valve.

(4)

Equipped with 3.

(5)

Equipped with 4.

(6)

Except Heavy-Duty models over 8500 GVWR with Fed. emissions or Heavy-Duty models over

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Page 34

1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

14,000 GVWR with Calif. & Fed. emissions. (7) On Heavy-Duty models, 2 HO2S are used on OBD-II vehicles and 3 HO2S are used on non OBD-II vehicles. Light Duty Emissions z z z

1966-77 vehicles 6000 GVWR or less. 1978 California vehicles 8500 GVWR or less or Federal vehicles 6000 GVWR or less. 1979 & later vehicles 8500 GVWR or less.

Medium Duty Emissions z

2001 & later vehicles 8501-14,000 GVWR.

Heavy Duty Emissions z z z

1966-77 vehicles 6001 GVWR or more. 1978 California vehicles 8501 GVWR or more or Federal vehicles 6001 GVWR or more. 1979 & later vehicles 8501 GVWR or more.

ABBREVIATIONS A/CL-BM Air Cleaner Bi-Metal Sensor A/CL-TSOV Air Cleaner Temp. Sensor Override Valve A/CL-VCD Air Cleaner Vacuum Control Delay A/CL-VCV Air Cleaner Vacuum Control Valve A/CL-VM Air Cleaner Vacuum Motor ACV Helpmelearn February-12-08 6:31:45 PM

Page 35

1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

Air Control Valve AIR-BPV Air By-Pass Valve AIR-ChV Air Check Valve AIR-IVV Air Idle Vacuum Valve AIS Air Injection System ASV Air Switching Valve BMAPS Barometric/Manifold Absolute Pressure Switch BPS Barometric Pressure Switch CEC Computerized Engine Control CTS Coolant Temperature Sensor DMV Distributor Modulator Valve DRCV Distributor Retard Control Valve Helpmelearn February-12-08 6:31:45 PM

Page 36

1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

DVCV Distributor Vacuum Control Valve EGR Exhaust Gas Recirculation EGR-BPTV EGR Backpressure Transducer Valve EGR-CLR EGR Cooler EGR-DV EGR Delay Valve EGR-EPV EGR External Pressure Valve EGR-RSR EGR Reservoir EGR-SOL EGR Solenoid EGR-VCV EGR Vacuum Control Valve EGR-VSOL EGR Vacuum Solenoid EVAP Evaporative Emission Control EVCR Helpmelearn February-12-08 6:31:45 PM

Page 37

1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

Emission Vacuum Control Regulator FCS Fuel Control System FVEC Fuel Vapor Emissions Control HIC Hot Idle Compensator ITVS Ignition Timing Vacuum Switch MCU Micro Computer Unit OC Oxidation Catalyst O2 Oxygen Sensor PCV Positive Crankcase Ventilation PGV Purge Control Valve SPK Spark TAC Thermostatic Air Cleaner Helpmelearn February-12-08 6:31:45 PM

Page 38

1997 Ford Explorer EMISSION CONTROL APPLICATIONS Emission Applications - Ford Motor Co. - Domestic Trucks (1966-2003)

TP Throttle Positioner TWC Three-Way Catalyst VOTM Vacuum Operated Throttle Modulator VTP Vacuum Throttle Positioner V-RSR Vacuum Reservoir V-RST Vacuum Restrictor

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Page 39

1997 Ford Explorer A - ENGINE/VIN ID 1997 ENGINE PERFORMANCE Ford Motor Co. - Introduction

A - ENGINE/VIN ID 1997 ENGINE PERFORMANCE Ford Motor Co. - Introduction

APPLICATION MODEL COVERAGE MODEL COVERAGE MODEL Aerostar

3.0L V6

ENGINE ID U

Aerostar

4.0L V6

SFI

EDIS(1)

Econoline

4.2L

SFI

EDIS(1)

Econoline

4.6L

SFI

EDIS(1)

Econoline

5.4L

SFI

EDIS(1)

Econoline

6.8L

SFI

Econoline Expedition

7.3L 4.6L

F W or 6

Turbo Diesel SFI

EDIS(1) N/A

Expedition

5.4L

SFI

EDIS(1)

Explorer

4.0L (OHV)

SFI

EDIS(1)

Explorer

4.0L (OHC)

SFI

EDIS(1)

Explorer

5.0L

SFI

EDIS(1)

Pickup F150, Pickup F250 Light Duty Pickup F150, Pickup F250 Light Duty Pickup F150, Pickup F250 Light Duty Pickup F150, Pickup F250 Light Duty Pickup F150, Pickup F250 Light Duty Pickup F250, Heavy Duty Pickup F350 Pickup F250, Heavy Duty Pickup F350

4.2L

SFI

EDIS(1)

4.6L

W or 6

SFI

EDIS

4.6L

CNG

EDIS(1)

5.4

SFI

EDIS(1)

5.4L

CNG

EDIS(1)

5.8L

(2)

7.3L Diesel

Turbo Diesel

7.5L

(2)

TFI-IV(3)

5.0L

SFI

EDIS(1)

Pickup F250, Heavy Duty Pickup F350 Mountaineer

ENGINE

FUEL SYSTEM SFI

IGNITION SYSTEM EDIS(1)

EDIS(1)

TFI-IV(3) N/A

(3)

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1997 Ford Explorer A - ENGINE/VIN ID 1997 ENGINE PERFORMANCE Ford Motor Co. - Introduction

Ranger

2.3L

SFI

EDIS(1)

Ranger

3.0L

SFI

EDIS(1)

Ranger

4.0L

SFI

Villager Windstar

3.0L V6 3.0L

W U

SFI SFI

EDIS(1) Distributor

Windstar

3.8L

SFI

EDIS(1) EDIS(1)

(1)

This system may also be referred to as distributorless or integrated ignition.

(2)

Federal models use bank injection (EFI). California models except super Duty use sequential injection (SFI).

(3)

Distributor ignition.

VIN DEFINITION Sample VIN

Digit: 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17. (VIN): 1 F T B F 2 5 X 5 V L A 0 0 0 0 1. VIN Identification z z z z z z z z

1-3 - Indicates Manufacturer, Make and Type. 4 - Indicates Brake System/GVWR Class. 5-7 - Indicates Model or Line. 8 - Indicates Engine Code. 9 - Indicates Check Digit. 10 - Indicates Model Year. 11 - Indicates Assembly Plant. 12-17 - Indicates Plant Sequential Number.

MODEL YEAR VIN CODE APPLICATION VIN Code S T V

Model Year 1995 1996 1997

ENGINE CODE LOCATION

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1997 Ford Explorer A - ENGINE/VIN ID 1997 ENGINE PERFORMANCE Ford Motor Co. - Introduction

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.

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Page 3

ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer J - PIN VOLTAGE CHARTS 1997 ENGINE PERFORMANCE Pin Voltage/PID Value Charts

J - PIN VOLTAGE CHARTS 1997 ENGINE PERFORMANCE Pin Voltage/PID Value Charts

INTRODUCTION Pin voltage (value) charts are used for diagnosing intermittent symptoms and faults that are unable to be resolved during self-diagnostics. Pin tests ensure the Powertrain Control Module is receiving and transmitting proper voltage and other signals. Parameter Identification (PID) values also check PCM input and output signals. PID values are retrieved using an OBD-II compliant scan tester. PID values can only be accessed on OBD-II models. See PID TESTING under TEST PROCEDURES. Before performing tests, ensure mechanical conditions have been inspected and self-diagnostics has been attempted. Service bulletins may also be helpful in correcting a hard to diagnose problem.

TEST EQUIPMENT OBD-II In order to read Parameter Identification (PID) values, a New Generation Star Tester (007-00500) or other OBD-II compliant scan tester is required. A DVOM, 104-pin Breakout Box (014-00950) and appropriate adapter cable are required to check pin values. Manufacturer does not recommend checking values directly at PCM connector, as damage to wiring harness or Powertrain Control Module (PCM) harness connector may occur.

TEST PROCEDURES 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 GENERAL INFORMATION before disconnecting battery. PIN VOLTAGE TESTING Disconnect negative battery cable. Access PCM, and disconnect PCM connectors. See POWERTRAIN CONTROL MODULE LOCATIONS . Connect breakout box to PCM harness connector and PCM. Reconnect negative battery cable. Take desired measurements between ground pin and specified pin on breakout box. See appropriate PIN VOLTAGE/PID VALUE CHART. PID TESTING Connect OBD-II compliant scan tester to Data Link Connector (DLC). See TEST EQUIPMENT . Access Helpmelearn February-12-08 6:33:00 6:32:57 PM

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1997 Ford Explorer J - PIN VOLTAGE CHARTS 1997 ENGINE PERFORMANCE Pin Voltage/PID Value Charts

DIAGNOSTIC DATA LINK menu, and select PCM. Highlight and select PID/DATA MONITOR AND RECORD. Highlight and select the PID desired abbreviation(s). Press the "7" button to view all selected PIDs. PCM CONNECTORS

Fig. 1: Identifying PCM Connector Terminals (EEC-V) Courtesy of FORD MOTOR CO. TEST DIRECTORY PIN VOLTAGE/PID VALUE CHART DIRECTORY Application Explorer 4.0L A/T M/T 5.0L Mountaineer

Figure No.

Fig. 2 Fig. 4 Fig. 6 Fig. 6

POWERTRAIN CONTROL MODULE LOCATIONS PCM LOCATION Application Explorer, Mountaineer

Location Right Side Of Engine Compartment, Mounted On Firewall

PIN VOLTAGE/PID VALUE CHARTS

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1997 Ford Explorer J - PIN VOLTAGE CHARTS 1997 ENGINE PERFORMANCE Pin Voltage/PID Value Charts

Fig. 2: Pin Voltage/PID Values (Explorer - 4.0L A/T - 1 Of 2)

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1997 Ford Explorer J - PIN VOLTAGE CHARTS 1997 ENGINE PERFORMANCE Pin Voltage/PID Value Charts

Fig. 3: Pin Voltage/PID Values (Explorer - 4.0L A/T - 2 Of 2)

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1997 Ford Explorer J - PIN VOLTAGE CHARTS 1997 ENGINE PERFORMANCE Pin Voltage/PID Value Charts

Fig. 4: Pin Voltage/PID Values (Explorer - 4.0L M/T - 1 Of 2)

Helpmelearn February-12-08 6:32:57 PM

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1997 Ford Explorer J - PIN VOLTAGE CHARTS 1997 ENGINE PERFORMANCE Pin Voltage/PID Value Charts

C:\Users\HELPME~1\AppData\Local\Temp\mric_tmp\~od22D.jpg (2155 x 2143) @ 564.48px

Fig. 5: Pin Voltage/PID Values (Explorer - 4.0L M/T - 2 Of 2)

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1997 Ford Explorer J - PIN VOLTAGE CHARTS 1997 ENGINE PERFORMANCE Pin Voltage/PID Value Charts

C:\Users\HELPME~1\AppData\Local\Temp\mric_tmp\~od22E.jpg (2152 x 1942) @ 564.48px

Fig. 6: Pin Voltage/PID Values (Explorer & Mountaineer - 5.0L - 1 Of 2)

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1997 Ford Explorer J - PIN VOLTAGE CHARTS 1997 ENGINE PERFORMANCE Pin Voltage/PID Value Charts

C:\Users\HELPME~1\AppData\Local\Temp\mric_tmp\~od22F.jpg (2161 x 2528) @ 564.48px

Fig. 7: Pin Voltage/PID Values (Explorer & Mountaineer - 5.0L - 2 Of 2)

Helpmelearn February-12-08 6:32:57 PM

Page 8

1997 Ford Explorer 1997 ENGINE PERFORMANCE Removal, Overhaul & Installation - 4.0L

1997 ENGINE PERFORMANCE Removal, Overhaul & Installation - 4.0L

INTRODUCTION 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. 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 CAMSHAFT POSITION (CMP) SENSOR See CAMSHAFT POSITION (CMP) SENSOR or CMP SYNCHRONIZER under FUEL SYSTEM. CRANKSHAFT POSITION (CKP) SENSOR NOTE:

Engine front cover design precisely locates CKP sensor. No CKP sensor adjustment is necessary.

Removal & Installation

Disconnect negative battery cable. Raise and support vehicle. Unplug Crankshaft Position (CKP) sensor wire connector from engine harness. See Fig. 1 . Remove CKP sensor mounting screws. Remove CKP sensor. To install, reverse removal procedure.

Helpmelearn February-12-08 6:34:15 6:34:12 PM

Page 1

1997 Ford Explorer 1997 ENGINE PERFORMANCE Removal, Overhaul & Installation - 4.0L

Fig. 1: Locating Crankshaft Position (CKP) Sensor (Typical) Courtesy of FORD MOTOR CO. 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. POWERTRAIN CONTROL MODULE Removal & Installation

Disconnect negative battery cable. Remove any component necessary to gain access to PCM. For PCM location, see PCM LOCATION table. Loosen PCM connector retaining bolt (if equipped). Unplug harness connector from PCM. Remove 2 PCM mounting bolts. Remove PCM cover and PCM. To install, reverse removal procedure. PCM LOCATION Model Explorer

Location In Cowl Area (Passenger Side)

FUEL SYSTEM Helpmelearn February-12-08 6:34:12 PM

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1997 Ford Explorer 1997 ENGINE PERFORMANCE Removal, Overhaul & Installation - 4.0L

CAMSHAFT POSITION (CMP) SENSOR Removal & Installation

CMP sensor is located on rear of engine, behind intake manifold. Before removing, note position of electrical connector on CMP sensor. Remove upper intake manifold. See UPPER INTAKE MANIFOLD . Disconnect CMP sensor. Remove CMP sensor screws and CMP sensor. To install, reverse removal procedure. Ensure CMP sensor electrical connector is pointing in original direction. Tighten CMP sensor to specification. See TORQUE SPECIFICATIONS . CMP SYNCHRONIZER CAUTION: Synchro Positioner (T95T-12200-A) is required to properly install synchronizer. See Fig. 2 . Failure to use synchro positioner during installation will cause fuel injection to be out of time and may cause engine damage. CAUTION: DO NOT rotate crankshaft when Synchro Positioner (T95T-12200-A) is positioned on CMP synchronizer. Armature tab will be damaged and synchronizer timing may be shifted. Removal

1. Position crankshaft to TDC of cylinder No. 1, on compression stroke. Note position of electrical connector on CMP sensor. 2. Disconnect negative battery cable. Unplug harness connector from CMP sensor. Remove CMP sensor screws and CMP sensor from positioner. Remove synchronizer hold-down bolt and CMP synchronizer.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997 ENGINE PERFORMANCE Removal, Overhaul & Installation - 4.0L

Fig. 2: Exploded View Of CMP Synchronizer Assembly (Typical) Helpmelearn February-12-08 6:34:12 PM

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1997 Ford Explorer 1997 ENGINE PERFORMANCE Removal, Overhaul & Installation - 4.0L

Courtesy of FORD MOTOR CO. CAUTION: DO NOT rotate crankshaft while synchronizer is removed from engine.

Installation

1. Install Synchro Positioner (T95T-12200-A) on synchronizer housing. See Fig. 3 . Rotate synchronizer shaft until vane on shaft aligns with slot on synchro positioner. Rotate synchro positioner until engaged into notch in housing. Dip drive gear in engine oil.

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1997 Ford Explorer 1997 ENGINE PERFORMANCE Removal, Overhaul & Installation - 4.0L

Fig. 3: Installing Synchro Positioner On Synchronizer Assembly (Typical) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1997 ENGINE PERFORMANCE Removal, Overhaul & Installation - 4.0L

Fig. 4: Positioning Synchronizer For Installation Courtesy of FORD MOTOR CO. 2. Rotate sychronizer assembly so that synchro positioner is 60 degrees counterclockwise of crankshaft centerline before inserting synchronizer assembly into engine. See Fig. 4 . 3. As synchronizer is inserted into engine, synchronizer will rotate. When seated, synchronizer electrical connector should be located in original position. CAUTION: If CMP sensor electrical connector is not positioned correctly, DO NOT reposition connector by rotating synchronizer. This may cause fuel system to be out of time with the engine, causing possible engine damage or an engine misfire. Remove synchronizer and reinstall. See step 3 . 4. Install hold-down clamp and tighten bolt to specification. See TORQUE SPECIFICATIONS . Install CMP sensor to synchronizer and tighten to specification. Ensure CMP sensor electrical connector is in original position. Reconnect wiring to CMP sensor. Connect negative battery cable. Helpmelearn February-12-08 6:34:13 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997 ENGINE PERFORMANCE Removal, Overhaul & Installation - 4.0L

FUEL SYSTEM PRESSURE RELEASE WARNING: ALWAYS relieve fuel pressure before disconnecting any component under fuel pressure. DO NOT allow fuel to contact engine or electrical components. 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 Inertia Fuel Shutoff (IFS) switch. See INERTIA FUEL SHUTOFF (IFS) SWITCH LOCATION table. Remove fuel cap to release fuel tank pressure. Crank engine for 15 seconds to release system pressure. INERTIA FUEL SHUTOFF (IFS) SWITCH LOCATION Application Location Explorer Below Right Side Of Instrument Panel, Behind Front Kick Panel FUEL PUMP Removal

Release fuel pressure. See FUEL SYSTEM PRESSURE RELEASE . Remove fuel tank. Using fuel tank lock ring wrench, carefully rotate lock ring counterclockwise to release pump. See FUEL TANK LOCK RING WRENCH IDENTIFICATION table. Remove fuel pump from tank. FUEL TANK LOCK RING WRENCH IDENTIFICATION Application Explorer

Tool No. T90T-9275-A

Installation

Wipe seal area of tank clean. Position new "O" ring seal onto pump, using grease to hold it in position. Position fuel pump in tank so fuel return hose is not kinked. Install lock ring. DO NOT overtighten pump lock ring, as it may leak. Install fuel tank. FUEL SUPPLY MANIFOLD Removal

1. Disconnect negative battery cable. Remove air inlet tube from air cleaner to throttle body. Release fuel pressure. See FUEL SYSTEM PRESSURE RELEASE . 2. Remove upper intake manifold and throttle body assembly. See THROTTLE BODY . Disconnect fuel supply line fitting at fuel manifold. 3. Disconnect fuel return line from fuel pressure regulator. Remove fuel manifold retaining bolts. Remove fuel manifold. Remove injectors from manifold. See Fig. 5 . Helpmelearn February-12-08 6:34:13 PM

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1997 Ford Explorer 1997 ENGINE PERFORMANCE Removal, Overhaul & Installation - 4.0L

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.

Fig. 5: Multiport Fuel Injection System Courtesy of FORD MOTOR CO. FUEL INJECTORS Removal

Remove fuel supply manifold. See FUEL SUPPLY MANIFOLD . Disconnect wiring harness from injector(s). Remove injector retaining clip(s). Remove injectors from fuel supply manifold, using a rocking/pulling motion. Installation Helpmelearn February-12-08 6:34:13 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997 ENGINE PERFORMANCE Removal, Overhaul & Installation - 4.0L

Lubricate NEW injector "O" rings with light oil. DO NOT use silicone grease. To complete installation, reverse removal procedure. FUEL PRESSURE REGULATOR Removal

1. Disconnect negative battery cable. Release fuel pressure. See FUEL SYSTEM PRESSURE RELEASE . Remove vacuum hose at fuel pressure regulator. Remove fuel line. 2. 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. HEATED OXYGEN SENSOR (HO2S) Removal

Unplug electrical connector from HO2S. Sensor may be difficult to remove when engine temperature is less than 120°F (48°C). Carefully remove HO2S sensor from exhaust pipe. Installation

When replacing HO2S, coat threads with anti-seize compound before installation. New sensors should already have this compound applied to threads. Install HO2S sensor. Reconnect wiring connector to HO2S. Reconnect negative battery terminal. PUSH-CONNECT FITTINGS Spring Lock Coupling

1. Release fuel pressure. See FUEL SYSTEM PRESSURE RELEASE . 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. 6 . 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. White indicator ring will pop free of cage to indicate that male fitting is properly seated over flared end of female fitting. SPRING LOCK COUPLER IDENTIFICATION Application

Tool Number

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1997 Ford Explorer 1997 ENGINE PERFORMANCE Removal, Overhaul & Installation - 4.0L

3/8" Line 1/2" Line 5/8" Line

T81P-19623-G1 T81P-19623-G2 T83P-19623-C

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1997 Ford Explorer 1997 ENGINE PERFORMANCE Removal, Overhaul & Installation - 4.0L

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1997 Ford Explorer 1997 ENGINE PERFORMANCE Removal, Overhaul & Installation - 4.0L

Fig. 6: Disconnecting Fuel Lines With Spring Lock Coupler Courtesy of FORD MOTOR CO. Removal & Installation (Fuel Line Coupler)

1. Disengage locking tabs on connector retainer. Separate retainer halves. Disengage fitting from regulator by pushing fitting toward regulator and inserting Fuel Line Coupling Key (T90P-9550-A). See Fig. 7 . 2. To reconnect 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 FUEL SUPPLY MANIFOLD .

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997 ENGINE PERFORMANCE Removal, Overhaul & Installation - 4.0L

Fig. 7: Disconnecting Fuel Line Coupler With Key Courtesy of FORD MOTOR CO. UPPER INTAKE MANIFOLD Removal Helpmelearn February-12-08 6:34:13 PM

Page 14

1997 Ford Explorer 1997 ENGINE PERFORMANCE Removal, Overhaul & Installation - 4.0L

Clean and inspect mounting surfaces. Position NEW gasket on mounting studs. Install upper intake manifold, and tighten bolts to specification. See TORQUE SPECIFICATIONS . To complete installation, reverse removal procedure. THROTTLE BODY Removal

1. Remove air cleaner and duct assembly. Disconnect accelerator cable from throttle lever. Disconnect cruise control actuator (if equipped). Remove accelerator cable bracket and set aside. 2. Disconnect electrical connectors and vacuum lines as necessary. Remove 4 bolts (or screws) retaining throttle body assembly to intake manifold. Remove throttle body. Installation

Clean gasket mating surfaces. Clean and oil bolt threads. Install NEW gasket. Tighten bolts to specification. See TORQUE SPECIFICATIONS . To complete installation, reverse removal procedure.

TORQUE SPECIFICATIONS TORQUE SPECIFICATIONS Application Fuel Supply Manifold Bolts Throttle Body-To-Manifold Bolts

Ft. Lbs. (N.m) 15-18 (20-24) 19 (25) INCH Lbs. (N.m) 22-31 (2.5-3.5) 80-106 (9-12) 71-97 (8-11) 4-6 (.5-.7) 11-16 (1.2-1.8)

Camshaft Position Sensor Bolts Crankshaft Position Sensor Bolts Fuel Pressure Regulator Bolts Pressure Relief Valve Cap Throttle Position Sensor Screws

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer N - REMOVE/INSTALL/OVERHAUL - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Removal, Overhaul & Installation - 5.0L

N - REMOVE/INSTALL/OVERHAUL - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Removal, Overhaul & Installation - 5.0L

IGNITION SYSTEM CAMSHAFT POSITION (CMP) SENSOR See CAMSHAFT POSITION (CMP) SENSOR or CMP SYNCHRONIZER under FUEL SYSTEM . CRANKSHAFT POSITION (CKP) SENSOR NOTE:

Engine front cover design precisely locates CKP sensor. No CKP sensor adjustment is necessary.

Removal & Installation

Helpmelearn February-12-08 6:36:16 6:36:12 PM

Page 1

1997 Ford Explorer N - REMOVE/INSTALL/OVERHAUL - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Removal, Overhaul & Installation - 5.0L

Location In Cowl Area (Passenger Side)

FUEL SYSTEM Helpmelearn February-12-08 6:36:12 PM

Page 2

1997 Ford Explorer N - REMOVE/INSTALL/OVERHAUL - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Removal, Overhaul & Installation - 5.0L

CAMSHAFT POSITION (CMP) SENSOR Removal & Installation

Note position of electrical connector on CMP sensor. Unplug harness connector from CMP sensor. Remove CMP sensor screws and CMP sensor. To install, reverse removal procedure. Tighten CMP sensor to specification. See TORQUE SPECIFICATIONS .

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1997 Ford Explorer N - REMOVE/INSTALL/OVERHAUL - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Removal, Overhaul & Installation - 5.0L

Fig. 2: Exploded View Of CMP Synchronizer Assembly (Typical) Helpmelearn February-12-08 6:36:12 PM

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1997 Ford Explorer N - REMOVE/INSTALL/OVERHAUL - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Removal, Overhaul & Installation - 5.0L

Courtesy of FORD MOTOR CO. CMP SYNCHRONIZER CAUTION: Synchro Positioner (T96T-12200-A) is required to properly install synchronizer. See Fig. 2 . Failure to use synchro positioner during installation will cause fuel injection to be out of time and may cause engine damage. Removal

Installation

1. Install Synchro Positioner (T96T-12200-A) on synchronizer housing. See Fig. 3 . Rotate synchronizer shaft until vane on shaft aligns with slot on synchro positioner. Rotate synchro positioner until engaged into notch in housing. Dip drive gear in engine oil.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer N - REMOVE/INSTALL/OVERHAUL - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Removal, Overhaul & Installation - 5.0L

Fig. 3: Installing Synchro Positioner On Synchronizer Assembly (Typical) Courtesy of FORD MOTOR CO. NOTE:

If the CMP sensor electrical connector is not properly positioned, do not reposition by rotating the synchronizer assembly. This will cause the fuel system and the engine to be out of time, possibly causing engine damage. Remove the synchronizer and repeat this step.

2. Install synchronizer assembly into engine. Ensure synchro positioner is pointing directly forward (parallel to crankshaft centerline). See Fig. 4 . Synchronizer electrical connector should be located in original Helpmelearn February-12-08 6:36:12 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer N - REMOVE/INSTALL/OVERHAUL - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Removal, Overhaul & Installation - 5.0L

position. 3. Install hold-down clamp and tighten bolt to specification. See TORQUE SPECIFICATIONS . Install CMP sensor to synchronizer and tighten to specification. Reconnect wiring to CMP sensor. Connect negative battery cable.

Fig. 4: Identifying Synchronizer Alignment Courtesy of FORD MOTOR CO. FUEL SYSTEM PRESSURE RELEASE WARNING: ALWAYS relieve fuel pressure before disconnecting any component under fuel pressure. DO NOT allow fuel to contact engine or electrical components. Helpmelearn February-12-08 6:36:12 PM

Page 7

1997 Ford Explorer N - REMOVE/INSTALL/OVERHAUL - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Removal, Overhaul & Installation - 5.0L

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 Inertia Fuel Shutoff (IFS) switch. See INERTIA FUEL SHUTOFF (IFS) SWITCH LOCATION table. Remove fuel cap to release fuel tank pressure. Crank engine for 15 seconds to release system pressure. INERTIA FUEL SHUTOFF (IFS) SWITCH LOCATION Application Explorer

Location In Instrument Panel, Below Radio

FUEL PUMP Removal

Tool No. T90T-9275-A

Installation

1. Disconnect negative battery cable. Release fuel pressure. See FUEL SYSTEM PRESSURE RELEASE . Remove upper intake manifold and throttle body assembly. See THROTTLE BODY . 2. Disconnect fuel supply and return line connections at fuel supply manifold. Remove fuel supply manifold retaining bolts. Remove fuel supply manifold with injectors by pulling upwards on injectors using a rocking action. Carefully disengage fuel injectors from supply manifold. To install, reverse removal procedure. See Fig. 5 .

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1997 Ford Explorer N - REMOVE/INSTALL/OVERHAUL - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Removal, Overhaul & Installation - 5.0L

Fig. 5: Multiport Fuel Injection System Courtesy of FORD MOTOR CO. FUEL INJECTORS Helpmelearn February-12-08 6:36:12 PM

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1997 Ford Explorer N - REMOVE/INSTALL/OVERHAUL - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Removal, Overhaul & Installation - 5.0L

Removal

Remove fuel supply manifold. See FUEL SUPPLY MANIFOLD . Disconnect wiring harness from injector(s). Remove injector retaining clips(s). Remove injectors from fuel supply manifold, using a rocking/pulling motion. Installation

Lubricate NEW injector "O" rings with light oil. DO NOT use silicone grease. To complete installation, reverse removal procedure. FUEL PRESSURE REGULATOR Removal

1. Disconnect negative battery cable. Release fuel pressure. See FUEL SYSTEM PRESSURE RELEASE . 2. Remove vacuum hose from fuel pressure regulator. Remove 2 mounting screws from fuel pressure regulator. Remove fuel pressure regulator, gasket, and "O" ring. Installation

Lubricate "O" ring with light oil. DO NOT use silicone grease. Ensure regulator and manifold gasket surfaces are clean and dry. To complete installation, reverse removal procedure. HEATED OXYGEN SENSOR (HO2S) Removal

Unplug electrical connector from HO2S. Sensor may be difficult to remove when engine temperature is less than 120°F (48°C). Carefully remove HO2S sensor from exhaust pipe. Installation

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1997 Ford Explorer N - REMOVE/INSTALL/OVERHAUL - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Removal, Overhaul & Installation - 5.0L

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. White indicator ring will pop free of cage to indicate that male fitting is properly seated over flared end of female fitting. SPRING LOCK COUPLER IDENTIFICATION Application 3/8" Line 1/2" Line 5/8" Line

Tool Number T81P-19623-G1 T81P-19623-G2 T83P-19623-C

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1997 Ford Explorer N - REMOVE/INSTALL/OVERHAUL - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Removal, Overhaul & Installation - 5.0L

Helpmelearn February-12-08 6:36:13 PM

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1997 Ford Explorer N - REMOVE/INSTALL/OVERHAUL - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Removal, Overhaul & Installation - 5.0L

Fig. 6: Disconnecting Fuel Lines With Spring Lock Coupler Courtesy of FORD MOTOR CO. Removal & Installation (Fuel Line Coupler)

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1997 Ford Explorer N - REMOVE/INSTALL/OVERHAUL - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Removal, Overhaul & Installation - 5.0L

Fig. 7: Disconnecting Fuel Line Coupler With Key Courtesy of FORD MOTOR CO. THROTTLE BODY Removal Helpmelearn February-12-08 6:36:13 PM

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1997 Ford Explorer N - REMOVE/INSTALL/OVERHAUL - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Removal, Overhaul & Installation - 5.0L

Clean gasket mating surfaces. Clean and oil bolt threads. Install NEW gasket. Tighten bolts to specification. See TORQUE SPECIFICATIONS . To complete installation, reverse removal procedure.

TORQUE SPECIFICATIONS TORQUE SPECIFICATIONS Application Throttle Body-To-Manifold Bolts

Ft. Lbs. (N.m) 12-18 (16-24) INCH Lbs. (N.m) 22-31 (2.5-3.5) 27-40 (3-4.5) 71-97 (8-11) 4-6 (.5-.7) 18-27 (2.0-3.0)

Camshaft Position Sensor Bolts Fuel Pressure Regulator Bolts Fuel Supply Manifold Bolts Pressure Relief Valve Cap Throttle Position Sensor Screws

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Page 15

1997 Ford Explorer K - SENSOR RANGE CHARTS - 4.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Sensor Operating Range Charts - EEC-V

K - SENSOR RANGE CHARTS - 4.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Sensor Operating Range Charts - EEC-V

INTRODUCTION 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 VoltOhmmeter (DVOM) with minimum 10-megohm input impedance.

ELECTRONIC ENGINE CONTROL DIFFERENTIAL PRESSURE FEEDBACK EGR (DPFE) SENSOR DPFE SENSOR SPECIFICATIONS Pressure (psi)

(1)

In. Hg

Volts 4.34 8.83 4.56 3.25 6.62 3.54 2.17 4.41 2.51 1.08 2.21 1.48 0 0 0.5 (1) Voltage specifications are calculated for a VREF equaling 5 volts. Specification may differ by as much as 15 percent. See CIRCUIT TEST HE in the TESTS W/CODES - 4.0L article for further testing.

ENGINE COOLANT TEMPERATURE (ECT), INTAKE AIR TEMPERATURE (IAT) & TRANSMISSION FLUID TEMPERATURE (TFT) SENSORS ECT, IAT & TFT SENSOR SPECIFICATIONS (1) Temperature °F (°C) 50 (10) 68 (20) 86 (30) 104 (40) 122 (50) 140 (60) 158 (70) 176 (80) 194 (90)

(2)

Volts 3.51 3.07 2.60 2.13 1.70 1.33 1.02 0.78 0.60

(2)

Ohms 58,750 37,300 24,270 16,150 10,970 7600 5370 3840 2800

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1997 Ford Explorer K - SENSOR RANGE CHARTS - 4.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Sensor Operating Range Charts - EEC-V

212 (100) 230 (110) (1) Measure between sensor terminals. (2)

0.46 0.35

2070 1550

Values may differ by as much as 15 percent.

ENGINE FUEL TEMPERATURE (EFT) SENSOR EFT SENSOR SPECIFICATIONS Temperature °F (°C)

(1)

Volts 3.51 3.07 2.60 2.13 1.70 1.33 1.02 0.78 0.60 0.46 0.27

50 (10) 68 (20) 86 (30) 104 (40) 122 (50) 140 (60) 158 (70) 176 (80) 194 (90) 212 (100) 248 (120) (1) Values may vary by 15 percent.

(1)

Ohms 58,750 27,300 24,270 16,150 10,970 7700 5370 3840 2800 2070 1180

HEATED OXYGEN SENSOR (HO2S) HO2S SPECIFICATIONS Condition

(1)

Voltage Rich Increases Lean Decreases (1) Measure between oxygen sensor connector and ground. Voltage should toggle above and below 0.45 volt when system in closed loop. See the TESTS W/CODES - 4.0L article for terminal identification.

INJECTION PRESSURE (IP) SENSOR IP SENSOR VOLTAGE-TO-FUEL PRESSURE CONVERSION CHART Voltage (DC) 4.5 4.1 3.7 3.3

Pressure (psi) 150 140 130 120

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1997 Ford Explorer K - SENSOR RANGE CHARTS - 4.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Sensor Operating Range Charts - EEC-V

2.9 2.5 2.1 1.7 1.3 0.9 0.5 0.1 0.0

110 100 90 80 70 60 50 40 37.5

MASS AIRFLOW (MAF) SENSOR MAF SENSOR SPECIFICATIONS Engine Condition (1) Idle 20 MPH 40 MPH 60 MPH (1) Engine at normal operating temperature. (2)

(2)

Volts 0.8 1.0 1.7 2.1

Voltage may vary depending on vehicle load and temp. See the TESTS W/CODES - 4.0L article for terminal identification.

TRANSMISSION RANGE (TR) SENSOR TR SENSOR SPECIFICATIONS Selector Position

(1)

Ohms Park 3770-4607 Reverse 1304-1593 Neutral 660-807 Overdrive 361-442 Second/Drive 190-232 First 78-95 (1) Values may differ by as much as 15 percent. Measure between Gray/Red and Light Blue/Yellow wires at TR sensor with transmission selector in specified position.

THROTTLE POSITION SENSOR TP SENSOR SPECIFICATIONS Throttle Angle

(1)

0°

Volts .65

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1997 Ford Explorer K - SENSOR RANGE CHARTS - 4.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Sensor Operating Range Charts - EEC-V

10° 20° 30° 40° 50° 60° 70° 80°

.97 1.44 1.90 2.37 2.84 3.31 3.78 3.90 (1) Values may vary by 15 percent. For testing, refer CIRCUIT TEST DH in TESTS W/CODES - 4.0L article.

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Page 4

1997 Ford Explorer K - SENSOR RANGE CHARTS - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Sensor Operating Range Charts - EEC-V

K - SENSOR RANGE CHARTS - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Sensor Operating Range Charts - EEC-V

Unless specified otherwise, perform all voltage tests using a Digital VoltOhmmeter (DVOM) with minimum 10-megohm input impedance.

ELECTRONIC ENGINE CONTROL DIFFERENTIAL PRESSURE FEEDBACK EGR (DPFE) SENSOR DPFE SENSOR SPECIFICATIONS Pressure (psi)

(1)

In. Hg

(2)

Volts 3.51 3.07 2.60 2.13 1.70 1.33 1.02 0.78 0.60

(2)

Ohms 58,750 37,300 24,270 16,150 10,970 7600 5370 3840 2800

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1997 Ford Explorer K - SENSOR RANGE CHARTS - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Sensor Operating Range Charts - EEC-V

212 (100) 230 (110) (1) Measure between sensor terminals. (2)

0.46 0.35

2070 1550

Values may differ by as much as 15 percent.

ENGINE FUEL TEMPERATURE (EFT) SENSOR EFT SENSOR SPECIFICATIONS Temperature °F (°C)

(1)

Volts 3.51 3.07 2.60 2.13 1.70 1.33 1.02 0.78 0.60 0.46 0.27

50 (10) 68 (20) 86 (30) 104 (40) 122 (50) 140 (60) 158 (70) 176 (80) 194 (90) 212 (100) 248 (120) (1) Values may vary by 15 percent.

(1)

Ohms 58,750 27,300 24,270 16,150 10,970 7700 5370 3840 2800 2070 1180

HEATED OXYGEN SENSOR (HO2S) HO2S SPECIFICATIONS Condition

(1)

INJECTION PRESSURE (IP) SENSOR IP SENSOR VOLTAGE-TO-FUEL PRESSURE CONVERSION CHART Voltage (DC) 4.5 4.1 3.7 3.3

Pressure (psi) 150 140 130 120

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1997 Ford Explorer K - SENSOR RANGE CHARTS - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Sensor Operating Range Charts - EEC-V

2.9 2.5 2.1 1.7 1.3 0.9 0.5 0.1 0.0

110 100 90 80 70 60 50 40 37.5

MASS AIRFLOW (MAF) SENSOR MAF SENSOR SPECIFICATIONS Engine Condition (1) Idle 20 MPH 40 MPH 60 MPH (1) Engine at normal operating temperature. (2)

(2)

Volts 0.8 1.0 1.7 2.1

Voltage may vary depending on vehicle load and temp. See the TESTS W/CODES - 5.0L article for terminal identification.

TRANSMISSION RANGE (TR) SENSOR TR SENSOR SPECIFICATIONS Selector Position

(1)

THROTTLE POSITION SENSOR TP SENSOR SPECIFICATIONS Throttle Angle

(1)

0°

Volts .65

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1997 Ford Explorer K - SENSOR RANGE CHARTS - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Sensor Operating Range Charts - EEC-V

10° 20° 30° 40° 50° 60° 70° 80°

.97 1.44 1.90 2.37 2.84 3.31 3.78 3.90 (1) Values may vary by 15 percent. For testing, refer CIRCUIT TEST DH in TESTS W/CODES - 5.0L article.

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1997 Ford Explorer 1997 ENGINE PERFORMANCE Fuel Pressure Specifications

1997 ENGINE PERFORMANCE Fuel Pressure Specifications

FUEL SYSTEMS FUEL PRESSURE 1997 FUEL PRESSURE SPECIFICATIONS psi (kg/cm2 )

Engine Natural Gas Vehicle

(1)

105-130 (7.4-9.1) (2)

30-80 (2.1-5.6)

Aspire

(3)

38-46 (2.7-3.3)

Contour & Mystique

(3)

35-45 (2.5-3.2)

Probe (2.5L) Villager

(3)

39-45 (2.8-3.2)

All Others

(3)

Diesel Gasoline

(4)

(1)

With engine speed at 2500 RPM.

(2)

Measured at regulator block, at wide open throttle and under full load.

(3)

With key on and engine off.

(4)

With engine running.

34 (2.4)

30-45 (2.1-3.2)

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Page 1

1997 Ford Explorer 1997 ENGINE PERFORMANCE Service & Adjustment Specifications - 4.0L

1997 ENGINE PERFORMANCE Service & Adjustment Specifications - 4.0L

INTRODUCTION Use this article to find specifications related to servicing and on-vehicle adjustments. Use this article as a quick reference when you are familiar with proper adjustment procedures but need a specification.

CAPACITIES BATTERY SPECIFICATIONS Application & Group Standard BXT-65 Optional BXT-65

Cold Cranking Amps 650 850

COOLING SYSTEM CAPACITIES Application 4.0L

Qts. (L) 8.1 (7.6)

CRANKCASE CAPACITIES (1)

Application 4.0L (VIN E) 4.0L (VIN X) (1) Add 1/2 qt. if equipped with oil cooler.

Qts. (L) 4.0 (3.80) 4.5 (4.25)

TRANSMISSION & TRANSFER CASE CAPACITIES (1)

Application 4R44E & 4R55E Auto. 2WD 4WD 4R70W Auto. 5R55E Auto. 2WD 4WD 5-Speed Overdrive: M5OD Transfer Case: Warner 13-54 (1) Use Mercon fluid.

Quantity

9.5 Qts. (9.0L) 9.8 Qts. (9.3L) 13.9 Qts. (13.2L) 9.8 Qts. (9.3L) 10.0 Qts. (9.6L) 5.6 Pts. (2.7L) 2.5 Pts. (1.2L)

AXLE CAPACITIES Application

Pts. (L)

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Page 1

1997 Ford Explorer 1997 ENGINE PERFORMANCE Service & Adjustment Specifications - 4.0L

Front (Dana 35)

3.5 (1.65)

Ford) (1)

(2)

Rear (8.8" (1) Conventional and Traction-Lok. (2)

5.5 (2.60)

Add 4 oz. friction modifier for Traction-Lok axles.

QUICK-SERVICE SERVICE INTERVALS & SPECIFICATIONS REPLACEMENT INTERVALS Component Air Filter Cam Timing Belt Coolant Crankcase Ventilation Filter Oil & Filter PCV Valve Spark Plugs (Standard) Spark Plugs (Platinum) Spark Plug Wires Transfer Case Oil Transmission Oil Automatic Transmission Manual Transmission

Interval (Miles) 30,000 60,000 30,000 30,000 7500 60,000 30,000 60,000 60,000 60,000 30,000 60,000

BELT ADJUSTMENT Application 4.0L

New Belt: Lbs. (kg) (2)

(1)

Used Belt: Lbs. (kg) (2)

(1)

Any belt operated for 10 minutes.

(2)

Tension is correct if indicator is within limit marks.

MECHANICAL CHECKS ENGINE COMPRESSION Check engine compression 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 Helpmelearn February-12-08 6:38:47 PM

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1997 Ford Explorer 1997 ENGINE PERFORMANCE Service & Adjustment Specifications - 4.0L

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 Application 4.0L

Compression Ratio 9.0:1

VALVE CLEARANCE NOTE:

All models are equipped with hydraulic valve lifters; valve adjustment is not required. If incorrect valve clearance is suspected, collapse lifter before checking clearance.

COLLAPSED VALVE LIFTER CLEARANCE Application 4.0L (1)

In. (mm) (1)

Information not available.

IGNITION SYSTEM HIGH TENSION WIRE RESISTANCE HIGH TENSION WIRE RESISTANCE Application 4.0L

Ohms 7000 Per Foot

SPARK PLUGS NOTE:

See vehicle emissions information decal for spark plug gap specification.

SPARK PLUG TYPE(1) Application 4.0L (1) Information not available.

Motorcraft No. AWSF-42PP

SPARK PLUG SPECIFICATIONS Application Gap: In. (mm) 4.0L (VIN X) .052-.056 (1.30-1.40) 4.0L (VIN E) .052-.056 (1.30-1.40)

Torque: Ft. Lbs. (N.m) 7-15 (9-20) 7-15 (9-20)

FIRING ORDER & TIMING MARKS Helpmelearn February-12-08 6:38:47 PM

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1997 Ford Explorer 1997 ENGINE PERFORMANCE Service & Adjustment Specifications - 4.0L

Fig. 1: Identifying Firing Order & Timing Marks (4.0L - VIN "E")

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1997 Ford Explorer 1997 ENGINE PERFORMANCE Service & Adjustment Specifications - 4.0L

Fig. 2: Identifying Spark Plug Wire Routing (4.0L - VIN "E") Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1997 ENGINE PERFORMANCE Service & Adjustment Specifications - 4.0L

Fig. 3: Identifying Firing Order & Timing Marks (4.0L - VIN "X")

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1997 Ford Explorer 1997 ENGINE PERFORMANCE Service & Adjustment Specifications - 4.0L

Fig. 4: Identifying Spark Plug Wire Routing (4.0L - VIN "X") Courtesy of FORD MOTOR CO. IGNITION TIMING BASE IGNITION TIMING Application 4.0L (1)

Degrees BTDC (1)

8-10

With SPOUT in-line connector unplugged.

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1997 Ford Explorer 1997 ENGINE PERFORMANCE Service & Adjustment Specifications - 4.0L

DISTRIBUTOR SPECIFICATIONS NOTE:

All models use computed timing advance. No adjustment is possible.

FUEL SYSTEM FUEL PUMP NOTE:

Fuel pump performance is a measurement of fuel pressure and volume availability, not regulated fuel pressure.

For fuel pressure specifications, see FUEL PRESSURE SPECIFICATIONS article. FUEL PRESSURE SPECIFICATIONS Application Fuel Line Pressure

Specification (1) (2)

Fuel Volume (1)

For fuel pressure specifications, see FUEL PRESSURE SPECIFICATIONS article.

(2)

Volume is one pt. (.5L) in 30 seconds.

IDLE SPEED & MIXTURE NOTE:

Idle mixture is not adjustable. If idle mixture is incorrect, see TESTS W/CODES article.

IDLE RPM SPECIFICATION Application 4.0L (1)

RPM (1)

Idle speed is computer controlled and is not adjustable.

THROTTLE POSITION (TP) SENSOR NOTE:

Throttle Position (TP) sensor is not serviceable. If TP sensor service is required, see CIRCUIT TEST DH in TESTS W/CODES article.

TP SENSOR OUTPUT (1)

Throttle Angle 0° 10° 20°

Voltage .65 .97 1.44

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1997 Ford Explorer 1997 ENGINE PERFORMANCE Service & Adjustment Specifications - 4.0L

30° 40° 50° 60° 70° 80°

1.90 2.37 2.84 3.31 3.78 3.90 (1) Values may vary by 15 percent. For testing, refer CIRCUIT TEST DH in TESTS W/CODES article.

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Page 9

1997 Ford Explorer 1997 ENGINE PERFORMANCE Service & Adjustment Specifications - 5.0L

1997 ENGINE PERFORMANCE Service & Adjustment Specifications - 5.0L

CAPACITIES BATTERY SPECIFICATIONS Application & Group 5.0L (1)

Cold Cranking Amps (1)

Information not available.

COOLING SYSTEM CAPACITIES Application 5.0L

Qts. (L) 13.5 (12.8)

CRANKCASE CAPACITIES (1)

Application 5.0L (1) Add 1/2 qt. if equipped with oil cooler.

Qts. (L) 4.5 (4.25)

TRANSMISSION & TRANSFER CASE CAPACITIES (1)

Application 4R44E & 4R55E Auto. 2WD 4WD 4R70W Auto. 5R55E Auto. 2WD 4WD 5-Speed Overdrive: M5OD Transfer Case: Warner 13-54 (1) Use Mercon fluid.

Quantity

9.5 Qts. (9.0L) 9.8 Qts. (9.3L) 13.9 Qts. (13.2L) 9.8 Qts. (9.3L) 10.0 Qts. (9.6L) 5.6 Pts. (2.7L) 2.5 Pts. (1.2L)

AXLE CAPACITIES Application

Pts. (L)

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Page 1

1997 Ford Explorer 1997 ENGINE PERFORMANCE Service & Adjustment Specifications - 5.0L

Front (Dana 35)

3.5 (1.65)

Ford) (1)

(2)

Rear (8.8" (1) Conventional and Traction-Lok. (2)

5.5 (2.60)

Add 4 oz. friction modifier for Traction-Lok axles.

Interval (Miles) 30,000 60,000 30,000 30,000 7500 60,000 30,000 60,000 60,000 60,000 30,000 60,000

BELT ADJUSTMENT Application 5.0L

New Belt: Lbs. (kg) (2)

(1)

Used Belt: Lbs. (kg) (2)

(1)

Any belt operated for 10 minutes.

(2)

Tension is correct if indicator is within limit marks.

Page 2

1997 Ford Explorer 1997 ENGINE PERFORMANCE Service & Adjustment Specifications - 5.0L

Compression Ratio 9.0:1

VALVE CLEARANCE NOTE:

All models are equipped with hydraulic valve lifters; valve adjustment is not required. If incorrect valve clearance is suspected, collapse lifter before checking clearance.

V8 COLLAPSED VALVE LIFTER CLEARANCE Application Allowable Desired

In. (mm) .071-.171 (1.80-4.34) .091-.151 (2.31-3.39)

IGNITION SYSTEM HIGH TENSION WIRE RESISTANCE HIGH TENSION WIRE RESISTANCE Application 5.0L

Ohms 7000 Per Foot

SPARK PLUGS NOTE:

See vehicle emissions information decal for spark plug gap specification.

SPARK PLUG TYPE Application 5.0L

Motorcraft No. AWSF-32EE

SPARK PLUG SPECIFICATIONS Application Gap: In. (mm) 5.0L .052-.056 (1.30-1.40)

Torque: Ft. Lbs. (N.m) 7-15 (9-20)

FIRING ORDER & TIMING MARKS

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1997 Ford Explorer 1997 ENGINE PERFORMANCE Service & Adjustment Specifications - 5.0L

Fig. 1: Identifying Firing Order & Timing Marks

Helpmelearn February-12-08 6:39:33 PM

Page 4

1997 Ford Explorer 1997 ENGINE PERFORMANCE Service & Adjustment Specifications - 5.0L

Fig. 2: Identifying Spark Plug Wire Routing Courtesy of FORD MOTOR CO. IGNITION TIMING BASE IGNITION TIMING Application 5.0L (1)

Degrees BTDC (1)

8-10

With SPOUT in-line connector unplugged.

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1997 Ford Explorer 1997 ENGINE PERFORMANCE Service & Adjustment Specifications - 5.0L

DISTRIBUTOR SPECIFICATIONS NOTE:

All models use computed timing advance. No adjustment is possible.

FUEL SYSTEM FUEL PUMP NOTE:

Fuel pump performance is a measurement of fuel pressure and volume availability, not regulated fuel pressure.

For fuel pressure specifications, see FUEL PRESSURE SPECIFICATIONS article. FUEL PRESSURE SPECIFICATIONS Application Fuel Line Pressure

Specification (1) (2)

Fuel Volume (1)

For fuel pressure specifications, see FUEL PRESSURE SPECIFICATIONS article.

(2)

Volume is one pt. (.5L) in 30 seconds.

IDLE SPEED & MIXTURE NOTE:

Idle mixture is not adjustable. If idle mixture is incorrect, see TESTS W/CODES article.

IDLE RPM SPECIFICATION Application All Except 3.0L & 7.3L (1)

RPM (1)

Idle speed is computer controlled and is not adjustable.

THROTTLE POSITION (TP) SENSOR NOTE:

Throttle Position (TP) sensor is not serviceable. If TP sensor service is required, see CIRCUIT TEST DH in TESTS W/CODES article.

TP SENSOR OUTPUT (1)

Throttle Angle 0° 10° 20°

Voltage .65 .97 1.44

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1997 Ford Explorer 1997 ENGINE PERFORMANCE Service & Adjustment Specifications - 5.0L

30° 40° 50° 60° 70° 80°

1.90 2.37 2.84 3.31 3.78 3.90 (1) Values may vary by 15 percent. For testing, refer CIRCUIT TEST DH in TESTS W/CODES article.

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Page 7

1997 Ford Explorer I - SYSTEM/COMPONENT TESTS - 4.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - System & Component Testing - EEC-V

I - SYSTEM/COMPONENT TESTS - 4.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - System & Component Testing - EEC-V

INTRODUCTION Before testing separate components or systems, perform appropriate procedures in BASIC TESTING - 4.0L article. Since many computer-controlled and monitored components set a Diagnostic Trouble Code (DTC) if they malfunction, also perform procedures in TESTS W/CODES - 4.0L article. NOTE:

Testing individual components does not isolate short or open circuits. Perform all voltage tests with a Digital Volt-Ohmmeter (DVOM) with a minimum 10megohm input impedance, unless stated otherwise in test procedure. Use ohmmeter to isolate shorted or open wiring harness.

NOTE:

For wiring diagrams not shown in testing procedures, see WIRING DIAGRAMS 4.0L article.

NOTE:

In following tests, circuit diagrams and illustrations are courtesy of Ford Motor Co.

COMPUTERIZED ENGINE CONTROLS POWERTRAIN CONTROL MODULE (PCM) Ground Circuits

1. Using a DVOM, check for continuity to ground at PCM connector terminals No. 24, 25, 51, 76, 77 and 103. See Fig. 1 . Resistance should be approximately zero ohms. If resistance is not approximately zero ohms, repair circuit open to ground. 2. Touch negative lead of voltmeter to a good ground. With vehicle running, backprobe positive lead of voltmeter to each ground terminal. Voltmeter should indicate less than one volt. If reading is greater than one volt, check for open, corrosion or loose connection on ground lead. Power Circuits

Turn ignition off. Using a voltmeter, check for battery voltage between ground and PCM terminal No. 55 (KAPWR). Turn ignition to START or RUN position. Check for battery voltage between ground and PCM connector terminals No. 71 and 97. If battery voltage is not present, power is not being supplied from EEC power relay. See CIRCUIT TEST B in TESTS W/CODES - 4.0L article. PCM LOCATIONS Model Explorer

Location In Cowl Area (Passenger Side)

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1997 Ford Explorer I - SYSTEM/COMPONENT TESTS - 4.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - System & Component Testing - EEC-V

Fig. 1: Identifying PCM 104-Pin Connector Terminals

ENGINE SENSORS & SWITCHES NOTE:

For additional sensor testing specifications, see SENSOR RANGE CHARTS 4.0L article.

SENSORS & SWITCHES Clutch Pedal Position (CPP) Switch

1. Turn ignition off. Locate CPP switch near clutch pedal. Inspect switch and bracket for damage and repair if necessary. Disconnect CPP switch wiring harness connector. Inspect terminals for damage and repair if necessary. 2. Measure resistance between switch terminals. If resistance is 5 ohms or more, replace CPP switch If resistance is less than 5 ohms, see CIRCUIT TEST TA in TESTS W/CODES - 4.0L article for additional testing and specifications. Engine Coolant Temperature (ECT) Sensor

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 ECT SENSOR SPECIFICATIONS table. For additional testing information, see CIRCUIT TEST DA in TESTS W/CODES 4.0L article. ECT SENSOR SPECIFICATIONS (1) Temperature °F (°C)

(2)

Volts 3.51 3.07 2.60 2.13

50 (10) 68 (20) 86 (30) 104 (40)

(2)

Ohms 58,750 37,300 24,270 16,150

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1997 Ford Explorer I - SYSTEM/COMPONENT TESTS - 4.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - System & Component Testing - EEC-V

122 (50) 140 (60) 158 (70) 176 (80) 194 (90) 212 (100) 230 (110) (1) Measure between sensor terminals. (2)

1.70 1.33 1.02 0.78 0.60 0.46 0.35

10,970 7600 5370 3840 2800 2070 1550

Values may differ by as much as 15 percent.

Heated Oxygen Sensor (HO2S)

Ensure that none of following conditions exist: z z z

Moisture inside sensor/harness connector. HO2S coated with contaminants. Sensor circuit open or shorted to ground.

Faults in sensor or circuit should set a Diagnostic Trouble Code (DTC). See QUICK TEST in TESTS W/CODES - 4.0L article. If no diagnostic trouble code has been set, go to step 34) of CIRCUIT TEST H in TESTS W/CODES - 4.0L article to check HO2S heater resistance. Inertia Fuel Shutoff (IFS) Switch

1. Ensure ignition is off. Locate IFS switch. See INERTIA FUEL SHUTOFF (IFS) SWITCH LOCATION table. Push down on reset button to ensure switch is closed. Measure resistance between switch terminals. 2. If resistance is more than 5 ohms, replace switch. If resistance is 5 ohms or less, switch is okay. If vehicle does not start, go to CIRCUIT TEST A in TESTS W/CODES - 4.0L article. NOTE:

In closed position, reset button can be depressed an additional 1/16" against spring. This is normal and does not affect IFS switch operation.

INERTIA FUEL SHUTOFF (IFS) SWITCH LOCATION Application Explorer

Location In Instrument Panel, Below Radio

Intake Air Temperature (IAT) Sensor

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 IAT SENSOR SPECIFICATIONS table. For additional testing information, see CIRCUIT TEST DA in TESTS W/CODES 4.0L article. Helpmelearn February-12-08 7:05:46 PM

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1997 Ford Explorer I - SYSTEM/COMPONENT TESTS - 4.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - System & Component Testing - EEC-V

IAT SENSOR SPECIFICATIONS (1) Temperature °F (°C)

(2)

Volts 3.51 3.07 2.60 2.13 1.70 1.33 1.02 0.78 0.60 0.46 0.35

50 (10) 68 (20) 86 (30) 104 (40) 122 (50) 140 (60) 158 (70) 176 (80) 194 (90) 212 (100) 230 (110) (1) Measure between sensor terminals. (2)

(2)

Ohms 58,750 37,300 24,270 16,150 10,970 7600 5370 3840 2800 2070 1550

Values may differ by as much as 15 percent.

Mass Airflow (MAF) Sensor

Faults in MAF sensor or circuit should set a Diagnostic Trouble Code (DTC). See QUICK TEST in TESTS W/CODES - 4.0L article. If no diagnostic trouble code has been set, go to CIRCUIT TEST DC in TESTS W/CODES - 4.0L article for MAF sensor and circuit testing. Park/Neutral Position (PNP) Switch

1. Turn ignition off. Locate PNP switch near transmission shift linkage. Inspect switch and bracket for damage and repair if necessary. Disconnect PNP switch wiring harness connector. 2. Inspect terminals for damage and repair if necessary. Measure resistance between switch terminals. If resistance is 5 ohms or more, replace PNP switch If resistance is less than 5 ohms, see CIRCUIT TEST TA in TESTS W/CODES - 4.0L article for additional testing procedures. Throttle Position (TP) Sensor

Ensure none of following conditions exist: z z z

Binding throttle linkage. TP sensor loose or not seated properly. Throttle plate not fully closed.

Faults in TP sensor or circuit should set a diagnostic trouble code. See QUICK TEST in TESTS W/CODES 4.0L article. If no diagnostic trouble code has been set, see CIRCUIT TEST DH in TESTS W/CODES - 4.0L article for additional sensor testing and specifications.

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1997 Ford Explorer I - SYSTEM/COMPONENT TESTS - 4.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - System & Component Testing - EEC-V

RELAYS & SOLENOIDS RELAYS Fuel Pump Relay

1. Turn ignition off. Leave fuel pump relay disconnected. Measure resistance between terminals No. 1 or No. 85 and all other terminals. To Identify fuel pump relay terminals, refer to numbers molded on relay. 2. Resistance should be either 40-120 ohms, or greater than 10,000 ohms. Replace fuel pump relay if resistance is not as specified. If resistance is okay, see CIRCUIT TEST KA in TESTS W/CODES - 4.0L article for additional testing procedures. SOLENOIDS Canister Vent (CV) Solenoid

See FUEL EVAPORATION under EMISSION SYSTEMS & SUB-SYSTEMS. Canister Purge (CANP) Solenoid

See FUEL EVAPORATION under EMISSION SYSTEMS & SUB-SYSTEMS. EGR Solenoid

See EXHAUST GAS RECIRCULATION (EGR) under EMISSION SYSTEMS & SUB-SYSTEMS. Idle Air Control (IAC) Solenoid

1. Solenoid is by-pass air type. Ensure ignition is off. Disconnect IAC solenoid harness connector. Measure resistance between IAC solenoid connector terminals. Solenoid has diode. Connect DVOM (+) test lead to terminal VPWR (Red wire) and DVOM (-) lead to the other IAC solenoid terminal. 2. Resistance should be 6-13 ohms. If resistance is not 6-13 ohms, replace solenoid. If resistance is 6-13 ohms, IAC solenoid is okay. See CIRCUIT TEST KE in TESTS W/CODES - 4.0L article for additional testing and specifications.

FUEL SYSTEM FUEL SYSTEM PRESSURE RELEASE With Fuel Pressure Gauge

Remove fuel tank cap to release fuel tank pressure. Connect Fuel Pressure Gauge (T80L-9974-B), to pressure relief valve (Schrader valve), located on fuel injection manifold rail. Using a suitable container, release fuel pressure. Without Fuel Pressure Gauge Helpmelearn February-12-08 7:05:46 PM

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1997 Ford Explorer I - SYSTEM/COMPONENT TESTS - 4.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - System & Component Testing - EEC-V

If fuel pressure gauge is not available, disconnect Inertia Fuel Shutoff (IFS) switch. IFS switch is located behind right kick panel. Remove fuel cap to release fuel tank pressure. Crank engine for 15 seconds to release system pressure. FUEL DELIVERY Fuel Pump Relay

See RELAYS under RELAYS & SOLENOIDS. CAUTION: Inspect fuel system for leaks and damage before testing fuel pump.

1. System Integrity Check Perform the following checks: z Visually inspect fuel system (fuel lines, filter, pump, injectors, pressure regulator, etc.). z Ensure Inertia Fuel Shutoff (IFS) switch reset button is not in upper (tripped) position. z Ensure battery is fully charged and fuel-related fuses are okay. z Check fuel tank contents and fuel gauge accuracy. On vehicles with 2 fuel tanks, check both tanks. If any fault is detected, repair as necessary. If system checks are okay, go to next step. 2. Check Fuel Pressure Install fuel pressure gauge. Check and record fuel pressure. For fuel pressure specifications, see FUEL PRESSURE SPECIFICATIONS article. If fuel pressure is as specified, testing is complete. If fuel pressure is not as specified, go to step 52) of CIRCUIT TEST H in TESTS W/CODES - 4.0L article. FUEL PRESSURE REGULATOR 1. Ensure ignition is off. Connect fuel pressure gauge to Schrader valve on fuel rail. Ensure manifold vacuum supply tube is connected to fuel pressure regulator. Start engine and run for 10 seconds. Stop engine and wait 10 seconds. Start engine and operate for 10 seconds. Stop engine. Remove pressure regulator vacuum hose. Check vacuum port for fuel. 2. If fuel is present, replace fuel pressure regulator and repeat test. If fuel is not present, start engine and run for 30 seconds. Stop engine. Check fuel pressure gauge. If pressure does not drop, go to step 4). If pressure drops more than 5 psi (34 kPa) in 60 seconds, disconnect and plug fuel return line at engine. Cycle ignition on and off until normal fuel pressure is obtained. 3. Turn ignition off. Check fuel pressure gauge. If pressure drops more than 5 psi (34 kPa) in 30 seconds, replace fuel pump assembly. If pressure does not drop more than 5 psi (34 kPa) in 30 seconds, replace fuel pressure regulator. 4. Ensure ignition 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 vacuum. 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 CONTROL Helpmelearn February-12-08 7:05:46 PM

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1997 Ford Explorer I - SYSTEM/COMPONENT TESTS - 4.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - System & Component Testing - EEC-V

Fuel Injector Resistance

Ohms 11-18

IDLE CONTROL SYSTEM 1. Check Idle Air Control (IAC) Solenoid Resistance Turn ignition off. Disconnect IAC wiring harness connector. Connect DVOM positive lead to VPWR (White/Red wire) terminal of IAC solenoid wiring harness connector. Connect DVOM negative lead to IAC terminal. If resistance is 6-13 ohms, go to next step. If resistance is not 6-13 ohms, replace IAC valve assembly. 2. Check IAC Solenoid Internal Short To Case Turn ignition off. Measure resistance between each wiring harness connector terminal and IAC housing. If either resistance is less than 10,000 ohms, replace IAC solenoid assembly. If each resistance is 10,000 ohms or more, IAC solenoid is okay. If fault is still present, go to CIRCUIT TEST KE in TESTS W/CODES - 4.0L article for additional testing.

IGNITION SYSTEM NOTE:

For additional information and descriptions, see IGNITION SYSTEMS in THEORY/OPERATION - 4.0L article.

SYSTEM Preliminary Check

Perform following preliminary checks: z

z z z

Visually inspect engine compartment to verify vacuum hoses and spark plug wires are properly routed and securely connected. Examine all wiring harnesses and connectors for damage. Ensure all ground connections are clean and tight. Ensure battery is fully charged.

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1997 Ford Explorer I - SYSTEM/COMPONENT TESTS - 4.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - System & Component Testing - EEC-V

All accessories should be off during diagnosis.

Test Equipment

Following test equipment should be used: z z z z z z z

Spark Tester (D81P-6666-A Or D89P-6666-A) Digital Volt-Ohmmeter (DVOM) 12-Volt Test Light Remote Starter Switch Hand held scan tester EEC-V Breakout Box (014-00950) Inductive Timing Light

Diagnostic Aids

The following information should be noted during testing: z

z z

All voltage readings given in test procedures are based on values obtained using a standard DVOM such as Rotunda (007-00001) or Fluke (20 or 70 Series). To ensure actual A/C voltage readings taken are consistent with A/C voltage readings in PINPOINT TESTS, DO NOT use a RMS type meter (such as Fluke 8060a). When instructed to inspect a wiring harness, perform both a visual inspection and a continuity test. When making voltage checks, ground connections should be made at negative battery terminal or cast iron surface of engine. When making measurements on a wiring harness or connector, perform a wiggle test while measuring. When making voltage checks, ground readings are defined as a value of less than 1.0 volt. Battery voltage is defined as a value of more than 10 volts. When performing CIRCUIT TEST procedures, circuits are identified in all capital letters; for example: PIP. Manufacturer's breakout box overlay test terminals are identified by a "J" prefix; for example: J15 (PIP). This indicates test terminal number and circuit identification. Test procedures intended to identify faulty components/wiring while fault is present. If complaint is an intermittent condition, refer to TESTS W/O CODES - 4.0L article or CIRCUIT TEST Z in TESTS W/CODES - 4.0L article. 1. Check For Diagnostic Trouble Codes (DTC) Perform QUICK TEST. See TESTS W/CODES 4.0L article. If DTCs are present, service codes as necessary. If codes are not present, go to next step. 2. Check Battery Turn ignition on. Check battery voltage. If battery voltage is less than 12 volts, service battery as necessary. If battery voltage is more than 12 volts, go to next step. 3. Check For Spark Using Spark Tester (D81P-6666-A Or D89P-6666-A), check for spark at each spark plug wire while cranking. If spark is consistent at all spark plug wires, go to next step. If spark is not consistent, go to CIRCUIT TEST JL models, go to CIRCUIT TEST JD in TESTS W/CODES - 4.0L article.

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1997 Ford Explorer I - SYSTEM/COMPONENT TESTS - 4.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - System & Component Testing - EEC-V

4. Check Spark Plugs Remove and inspect spark plugs. Replace plugs as necessary. If spark plugs are okay, testing is complete. If fault is still present, go to TESTS W/O CODES - 4.0L article. If vehicle has a no-start condition, go to CIRCUIT TEST A in TESTS W/CODES - 4.0L article. Problem is not ignition related.

EMISSION SYSTEMS & SUBSYSTEMS SECONDARY AIR INJECTION Faults in idle control system or circuit should set a Diagnostic Trouble Code (DTC). See QUICK TEST in TESTS W/CODES - 4.0L article. If DTC has not been set: z

On models equipped with Electronic Air Injection System (EAIR), go to step 1) of CIRCUIT TEST HM in TESTS W/CODES - 4.0L article. On models equipped with mechanical secondary air injection system (EAIR), go to step 40) of CIRCUIT TEST HM in TESTS W/CODES - 4.0L article.

EXHAUST GAS RECIRCULATION (EGR) EGR Valve

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. 2. Install tachometer. Disconnect Idle Air Control (IAC) wiring harness connector. Remove and plug vacuum hose at EGR valve. Start engine. 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, engine should do one or more of the following: z Engine should stall. z Idle speed should drop more than 100 RPM. z Idle speed should return to normal when vacuum is released. 3. Service or replace EGR valve if engine does not stall or idle speed does not respond as specified. Reconnect IAC harness connector. Unplug and reconnect vacuum hose at EGR valve. EGR Vacuum Regulator (EVR) Solenoid

1. Turn ignition off. Disconnect EVR solenoid wiring harness connector. Measure resistance between EVR terminals. If resistance is 26-40 ohms, EVR solenoid is okay. If resistance is not 26-40 ohms, replace EVR solenoid. 2. Leave ignition off. Disconnect PCM 104-pin connector. Inspect for damage pins and repair if necessary. Connect EEC-V Breakout Box (014-000950) to wiring harness. Connect PCM to breakout box. Connect EVR solenoid to wiring harness connector. Disconnect hose from EGR valve. Connect EGR vacuum hose to vacuum gauge. 3. Start engine and allow to idle. Connect test pin No. 47 (EVR) at breakout box to chassis ground. If Helpmelearn February-12-08 7:05:46 PM

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1997 Ford Explorer I - SYSTEM/COMPONENT TESTS - 4.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - System & Component Testing - EEC-V

vacuum gauge reading is 4 in. Hg or more, replace PCM. If vacuum gauge is less than 4 in. Hg, replace EVR solenoid. FUEL EVAPORATION Canister Vent (CV) Solenoid

Turn ignition off. Disconnect CV solenoid wiring harness connector. Measure resistance between CV solenoid terminals. If resistance is not 45-65 ohms, replace CV solenoid and repeat QUICK TEST. If resistance is 45-65 ohms, solenoid is okay. If fault is still present, go to CIRCUIT TEST HX in TESTS W/CODES - 4.0L article. Vapor Management Valve (VMV)

Turn ignition off. Disconnect VMV solenoid wiring harness connector. Measure resistance between VMV terminals. If resistance is not 30-36 ohms, replace VMV. If resistance is 30-36 ohms, VMV is okay. If fault is still present, go to CIRCUIT TEST HX in TESTS W/CODES - 4.0L article. EVAP Canister

There are no moving parts in canister. Check for loose, missing, cracked or broken connections and parts. Repair or replace as necessary. There should be no liquid in canister. POSITIVE CRANKCASE VENTILATION (PCV) 1. Check PCV Valve Remove PCV valve. Shake valve and listen for rattle. If PCV valve rattles when shaken, go to next step. Replace PCV valve if it does not rattle when shaken. 2. Check PCV System Start engine and warm to normal operating temperature. Disconnect hose from remote air cleaner or outlet tube. Place a stiff piece of paper over end of hose. If vacuum from hose does not hold paper in place for one minute, go to next step. If vacuum from hose holds paper in place for one minute, PCV system is okay and testing is complete. 3. Check Evaporative Emission System Disconnect evaporative emission hose from PCV system and plug connector. Place a stiff piece of paper over end of hose. If vacuum from hose does not hold paper in place for one minute, isolate vacuum leak or restriction and repair as necessary. If vacuum from hose holds paper in place for one minute, proceed as follows: z On models equipped with Fuel Tank Pressure (FTP) sensor, see step 47) of CIRCUIT TEST HX in TESTS W/CODES - 4.0L article. z On models not equipped with Fuel Tank Pressure (FTP) sensor, go to step 10) of CIRCUIT TEST HW in TESTS W/CODES - 4.0L article.

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1997 Ford Explorer I - SYSTEM/COMPONENT TESTS - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - System & Component Testing - EEC-V

I - SYSTEM/COMPONENT TESTS - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - System & Component Testing - EEC-V

INTRODUCTION Before testing separate components or systems, perform appropriate procedures in BASIC TESTING - 5.0L article. Since many computer-controlled and monitored components set a Diagnostic Trouble Code (DTC) if they malfunction, also perform procedures in TESTS W/CODES - 5.0L article. NOTE:

NOTE:

For wiring diagrams not shown in testing procedures, see WIRING DIAGRAMS 5.0L article.

NOTE:

In following tests, circuit diagrams and illustrations are courtesy of Ford Motor Co.

COMPUTERIZED ENGINE CONTROLS POWERTRAIN CONTROL MODULE (PCM) Ground Circuits

Location In Cowl Area (Passenger Side)

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Fig. 1: Identifying PCM 104-Pin Connector Terminals

ENGINE SENSORS & SWITCHES NOTE:

For additional sensor testing specifications, see SENSOR RANGE CHARTS 5.0L article.

SENSORS & SWITCHES Clutch Pedal Position (CPP) Switch

1. Turn ignition off. Locate CPP switch near clutch pedal. Inspect switch and bracket for damage and repair if necessary. Disconnect CPP switch wiring harness connector. Inspect terminals for damage and repair if necessary. 2. Measure resistance between switch terminals. If resistance is 5 ohms or more, replace CPP switch If resistance is less than 5 ohms, see CIRCUIT TEST TA in TESTS W/CODES - 5.0L article for additional testing and specifications. Engine Coolant Temperature (ECT) Sensor

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 ECT SENSOR SPECIFICATIONS table. For additional testing information, see CIRCUIT TEST DA in TESTS W/CODES 5.0L article. ECT SENSOR SPECIFICATIONS (1) Temperature °F (°C)

(2)

Volts 3.51 3.07 2.60 2.13

50 (10) 68 (20) 86 (30) 104 (40)

(2)

Ohms 58,750 37,300 24,270 16,150

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1997 Ford Explorer I - SYSTEM/COMPONENT TESTS - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - System & Component Testing - EEC-V

122 (50) 140 (60) 158 (70) 176 (80) 194 (90) 212 (100) 230 (110) (1) Measure between sensor terminals. (2)

1.70 1.33 1.02 0.78 0.60 0.46 0.35

10,970 7600 5370 3840 2800 2070 1550

Values may differ by as much as 15 percent.

EGR Valve Position (EVP) Sensor

See EXHAUST GAS RECIRCULATION (EGR) under EMISSION SYSTEMS & SUB-SYSTEMS. Heated Oxygen Sensor (HO2S)

Ensure that none of following conditions exist: z z z

Moisture inside sensor/harness connector. HO2S coated with contaminants. Sensor circuit open or shorted to ground.

Faults in sensor or circuit should set a Diagnostic Trouble Code (DTC). See QUICK TEST in TESTS W/CODES - 5.0L article. If no diagnostic trouble code has been set, go to step 34) of CIRCUIT TEST H in TESTS W/CODES - 5.0L article to check HO2S heater resistance. Inertia Fuel Shutoff (IFS) Switch

In closed position, reset button can be depressed an additional 1/16" against spring. This is normal and does not affect IFS switch operation.

INERTIA FUEL SHUTOFF (IFS) SWITCH LOCATION Application Explorer

Location In Instrument Panel, Below Radio

Intake Air Temperature (IAT) Sensor Helpmelearn February-12-08 7:06:21 PM

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1997 Ford Explorer I - SYSTEM/COMPONENT TESTS - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - System & Component Testing - EEC-V

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 IAT SENSOR SPECIFICATIONS table. For additional testing information, see CIRCUIT TEST DA in TESTS W/CODES 5.0L article. IAT SENSOR SPECIFICATIONS (1) Temperature °F (°C)

(2)

Volts 3.51 3.07 2.60 2.13 1.70 1.33 1.02 0.78 0.60 0.46 0.35

50 (10) 68 (20) 86 (30) 104 (40) 122 (50) 140 (60) 158 (70) 176 (80) 194 (90) 212 (100) 230 (110) (1) Measure between sensor terminals. (2)

(2)

Ohms 58,750 37,300 24,270 16,150 10,970 7600 5370 3840 2800 2070 1550

Values may differ by as much as 15 percent.

Mass Airflow (MAF) Sensor

Faults in MAF sensor or circuit should set a Diagnostic Trouble Code (DTC). See QUICK TEST in TESTS W/CODES - 5.0L article. If no diagnostic trouble code has been set, go to CIRCUIT TEST DC in TESTS W/CODES - 5.0L article for MAF sensor and circuit testing. Park/Neutral Position (PNP) Switch

1. Turn ignition off. Locate PNP switch near transmission shift linkage. Inspect switch and bracket for damage and repair if necessary. Disconnect PNP switch wiring harness connector. 2. Inspect terminals for damage and repair if necessary. Measure resistance between switch terminals. If resistance is 5 ohms or more, replace PNP switch If resistance is less than 5 ohms, see CIRCUIT TEST TA in TESTS W/CODES - 5.0L article for additional testing procedures. Throttle Position (TP) Sensor

Ensure none of following conditions exist: z z z

Binding throttle linkage. TP sensor loose or not seated properly. Throttle plate not fully closed.

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1997 Ford Explorer I - SYSTEM/COMPONENT TESTS - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - System & Component Testing - EEC-V

Faults in TP sensor or circuit should set a diagnostic trouble code. See QUICK TEST in TESTS W/CODES 5.0L article. If no diagnostic trouble code has been set, see CIRCUIT TEST DH in TESTS W/CODES - 5.0L article for additional sensor testing and specifications.

RELAYS & SOLENOIDS RELAYS Fuel Pump Relay

1. Turn ignition off. Leave fuel pump relay disconnected. Measure resistance between terminals No. 1 or No. 85 and all other terminals. To Identify fuel pump relay terminals, refer to numbers molded on relay. 2. Resistance should be either 40-120 ohms, or greater than 10,000 ohms. Replace fuel pump relay if resistance is not as specified. If resistance is okay, see CIRCUIT TEST KA in TESTS W/CODES - 5.0L article for additional testing procedures. SOLENOIDS Canister Vent (CV) Solenoid

See FUEL EVAPORATION under EMISSION SYSTEMS & SUB-SYSTEMS. Canister Purge (CANP) Solenoid

See FUEL EVAPORATION under EMISSION SYSTEMS & SUB-SYSTEMS. EGR Solenoid

See EXHAUST GAS RECIRCULATION (EGR) under EMISSION SYSTEMS & SUB-SYSTEMS. Idle Air Control (IAC) Solenoid

1. Solenoid is by-pass air type. Ensure ignition is off. Disconnect IAC solenoid harness connector. Measure resistance between IAC solenoid connector terminals. Solenoid has diode. Connect DVOM (+) test lead to terminal VPWR (Red wire) and DVOM (-) lead to the other IAC solenoid terminal. 2. Resistance should be 6-13 ohms. If resistance is not 6-13 ohms, replace solenoid. If resistance is 6-13 ohms, IAC solenoid is okay. See CIRCUIT TEST KE in TESTS W/CODES - 5.0L article for additional testing and specifications.

FUEL SYSTEM FUEL SYSTEM PRESSURE RELEASE With Fuel Pressure Gauge

Remove fuel tank cap to release fuel tank pressure. Connect Fuel Pressure Gauge (T80L-9974-B), to pressure Helpmelearn February-12-08 7:06:21 PM

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1997 Ford Explorer I - SYSTEM/COMPONENT TESTS - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - System & Component Testing - EEC-V

relief valve (Schrader valve), located on fuel injection manifold rail. Using a suitable container, release fuel pressure. Without Fuel Pressure Gauge

See RELAYS under RELAYS & SOLENOIDS. CAUTION: Inspect fuel system for leaks and damage before testing fuel pump.

1. System Integrity Check Perform the following checks: z Visually inspect fuel system (fuel lines, filter, pump, injectors, pressure regulator, etc.). z Ensure Inertia Fuel Shutoff (IFS) switch reset button is not in upper (tripped) position. z Ensure battery is fully charged and fuel-related fuses are okay. z Check fuel tank contents and fuel gauge accuracy. On vehicles with 2 fuel tanks, check both tanks. If any fault is detected, repair as necessary. If system checks are okay, go to next step. 2. Check Fuel Pressure Install fuel pressure gauge. Check and record fuel pressure. For fuel pressure specifications, see FUEL PRESSURE SPECIFICATIONS article. If fuel pressure is as specified, testing is complete. If fuel pressure is not as specified, go to step 52) of CIRCUIT TEST H in TESTS W/CODES - 5.0L article. FUEL PRESSURE REGULATOR 1. Ensure ignition is off. Connect fuel pressure gauge to Schrader valve on fuel rail. Ensure manifold vacuum supply tube is connected to fuel pressure regulator. Start engine and run for 10 seconds. Stop engine and wait 10 seconds. Start engine and operate for 10 seconds. Stop engine. Remove pressure regulator vacuum hose. Check vacuum port for fuel. 2. If fuel is present, replace fuel pressure regulator and repeat test. If fuel is not present, start engine and run for 30 seconds. Stop engine. Check fuel pressure gauge. If pressure does not drop, go to step 4). If pressure drops more than 5 psi (34 kPa) in 60 seconds, disconnect and plug fuel return line at engine. Cycle ignition on and off until normal fuel pressure is obtained. 3. Turn ignition off. Check fuel pressure gauge. If pressure drops more than 5 psi (34 kPa) in 30 seconds, replace fuel pump assembly. If pressure does not drop more than 5 psi (34 kPa) in 30 seconds, replace fuel pressure regulator. 4. Ensure ignition 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 Helpmelearn February-12-08 7:06:21 PM

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1997 Ford Explorer I - SYSTEM/COMPONENT TESTS - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - System & Component Testing - EEC-V

20 in. Hg vacuum. 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 CONTROL Fuel Injector Resistance

Ohms 11-18

IGNITION SYSTEM NOTE:

For additional information and descriptions, see IGNITION SYSTEMS in THEORY/OPERATION - 5.0L article.

SYSTEM Preliminary Check

Perform following preliminary checks:

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1997 Ford Explorer I - SYSTEM/COMPONENT TESTS - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - System & Component Testing - EEC-V

z z z z

Test Equipment

Following test equipment should be used: z z z z z z z

Spark Tester (D81P-6666-A Or D89P-6666-A) Digital Volt-Ohmmeter (DVOM) 12-Volt Test Light Remote Starter Switch Hand held scan tester EEC-V Breakout Box (014-00950) Inductive Timing Light

Diagnostic Aids

The following information should be noted during testing: z

z z

All voltage readings given in test procedures are based on values obtained using a standard DVOM such as Rotunda (007-00001) or Fluke (20 or 70 Series). To ensure actual A/C voltage readings taken are consistent with A/C voltage readings in PINPOINT TESTS, DO NOT use a RMS type meter (such as Fluke 8060a). When instructed to inspect a wiring harness, perform both a visual inspection and a continuity test. When making voltage checks, ground connections should be made at negative battery terminal or cast iron surface of engine. When making measurements on a wiring harness or connector, perform a wiggle test while measuring. When making voltage checks, ground readings are defined as a value of less than 1.0 volt. Battery voltage is defined as a value of more than 10 volts. When performing CIRCUIT TEST procedures, circuits are identified in all capital letters; for example: PIP. Manufacturer's breakout box overlay test terminals are identified by a "J" prefix; for example: J15 (PIP). This indicates test terminal number and circuit identification. Test procedures intended to identify faulty components/wiring while fault is present. If complaint is an intermittent condition, refer to TESTS W/O CODES - 5.0L article or CIRCUIT TEST Z in TESTS W/CODES - 5.0L article. 1. Check For Diagnostic Trouble Codes (DTC) Perform QUICK TEST. See TESTS W/CODES 5.0L article. If DTCs are present, service codes as necessary. If codes are not present, go to next step.

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2. Check Battery Turn ignition on. Check battery voltage. If battery voltage is less than 12 volts, service battery as necessary. If battery voltage is more than 12 volts, go to next step. 3. Check For Spark Using Spark Tester (D81P-6666-A Or D89P-6666-A), check for spark at each spark plug wire while cranking. If spark is consistent at all spark plug wires, go to next step. If spark is not consistent, go to CIRCUIT TEST JL models, go to CIRCUIT TEST JD in TESTS W/CODES - 5.0L article. 4. Check Spark Plugs Remove and inspect spark plugs. Replace plugs as necessary. If spark plugs are okay, testing is complete. If fault is still present, go to TESTS W/O CODES - 5.0L article. If vehicle has a no-start condition, go to CIRCUIT TEST A in TESTS W/CODES - 5.0L article. Problem is not ignition related.

EMISSION SYSTEMS & SUBSYSTEMS SECONDARY AIR INJECTION Faults in idle control system or circuit should set a Diagnostic Trouble Code (DTC). See QUICK TEST in TESTS W/CODES - 5.0L article. If DTC has not been set: z

On models equipped with Electronic Air Injection System (EAIR), go to step 1) of CIRCUIT TEST HM in TESTS W/CODES - 5.0L article. On models equipped with mechanical secondary air injection system (EAIR), go to step 40) of CIRCUIT TEST HM in TESTS W/CODES - 5.0L article.

EXHAUST GAS RECIRCULATION (EGR) EGR Valve

Turn ignition off. Disconnect EVR solenoid wiring harness connector. Measure resistance across EVR solenoid terminals. If resistance is not 26-40 ohms, replace EVR solenoid. If resistance is 26-40 ohms, solenoid is okay. Helpmelearn February-12-08 7:06:21 PM

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If fault is still present, go to CIRCUIT TEST HJ in TESTS W/CODES - 5.0L article. EGR Valve Position (EVP) Sensor

1. Turn ignition off. Connect scan tester to DLC. Turn ignition on. Using scan tester, access EGRVP PID. With EGR valve closed, EGRVP PID voltage should be 0.2-0.7 volts. If EGRVP PID voltage is less than 0.2 volt, go to next step. If voltage is 0.2 volt or more, go to step 6). 2. Turn ignition off. Disconnect EVP sensor wiring harness connector. Using a jumper wire, connect EVP (Orange/Yellow wire) terminal and VREF (Brown/White wire) terminals at wiring harness connector. Turn ignition on. Using scan tester, access EGRVP PID. If scan tester error occurs, disconnect jumper wire and go to next step. If EGRVP PID value is not 4-6 volts, go to next step. If EGRVP PID value is 46 volts, replace EVP sensor. 3. Leave EVP sensor disconnected. Turn ignition on. Measure voltage between SIG RTN (Gray/Red wire) terminal and VREF terminal at EVP 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 in TESTS W/CODES - 5.0L article. 4. Leave ignition off and EVP sensor disconnected. Disconnect PCM 104-pin connector. Inspect for damaged pins and repair if necessary. Connect EEC-V Breakout Box (014-000950), leaving PCM disconnected. Measure resistance between test pin No. 63 (EVP) and EVP terminal at EVP sensor wiring harness connector. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open in EVP circuit. 5. Leave EVP sensor disconnected. Turn ignition off. Measure resistance between test pin No. 63 (EVP) and test pins No. 91 (SIG RTN), 51 and 103 (PWR GND). If each measurement is 10,000 ohms or more, replace PCM. If any measurement is less than 10,000 ohms, repair short circuit. 6. With ignition off, connect scan tester to DLC. Turn ignition on. Access EGRVP PID with scan tester. Observe EGRVP PID for indication of fault while shaking and bending EVP sensor wiring harness and connector. Tap lightly on EVP sensor to simulate road shock. An indication of fault is a sudden change in EVRVP PID voltage. If fault is indicated, isolate and repair as necessary. If no fault is indicated, go to CIRCUIT TEST Z in TESTS W/CODES - 5.0L article. FUEL EVAPORATION Canister Vent (CV) Solenoid

There are no moving parts in canister. Check for loose, missing, cracked or broken connections and parts. Helpmelearn February-12-08 7:06:22 PM

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Repair or replace as necessary. There should be no liquid in canister. POSITIVE CRANKCASE VENTILATION (PCV) 1. Check PCV Valve Remove PCV valve. Shake valve and listen for rattle. If PCV valve rattles when shaken, go to next step. Replace PCV valve if it does not rattle when shaken. 2. Check PCV System Start engine and warm to normal operating temperature. Disconnect hose from remote air cleaner or outlet tube. Place a stiff piece of paper over end of hose. If vacuum from hose does not hold paper in place for one minute, go to next step. If vacuum from hose holds paper in place for one minute, PCV system is okay and testing is complete. 3. Check Evaporative Emission System Disconnect evaporative emission hose from PCV system and plug connector. Place a stiff piece of paper over end of hose. If vacuum from hose does not hold paper in place for one minute, isolate vacuum leak or restriction and repair as necessary. If vacuum from hose holds paper in place for one minute, proceed as follows: z On models equipped with Fuel Tank Pressure (FTP) sensor, see step 47) of CIRCUIT TEST HX in TESTS W/CODES - 5.0L article. z On models not equipped with Fuel Tank Pressure (FTP) sensor, go to step 10) of CIRCUIT TEST HW in TESTS W/CODES - 5.0L article.

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ENGINE PERFORMANCE Self-Diagnostics - EEC-V - 4.0L

INTRODUCTION Perform all steps in BASIC TESTING - 4.0L article in this section. If no fault is found while performing basic diagnostic procedures, proceed with self-diagnostics. If no diagnostic trouble codes or only pass codes are found during self-diagnostics, proceed to TESTS W/O CODES - 4.0L article in this section for diagnosis by symptom.

SELF-DIAGNOSTIC SYSTEM DIAGNOSTIC FORMATS QUICK TEST and CIRCUIT TESTS are diagnostic formats used to test and service EEC-V system. QUICK TEST allows technician to identify problems and retrieve diagnostic trouble 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-V system is okay. DIAGNOSTIC TROUBLE CODES (DTC) During QUICK TEST, 3 types of diagnostic trouble codes are retrieved: KOEO, KOER and Continuous Memory Codes. See QUICK TEST for self-test procedures. Codes may be cleared from PCM 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 go on and remain on until fault is repaired. If KOEO or KOER codes are retrieved during KOEO SELF-TEST or KOER SELF-TEST, use the DIAGNOSTIC TROUBLE CODE (DTC) REFERENCE CHARTS to find correct testing and repair procedures. Continuous Memory Codes (Intermittent Faults)

These codes are used to diagnose intermittent problems. Continuous Memory Codes are retrieved after KOEO SELF-TEST . These codes indicate a fault that may or may not be present at time of testing. After noting and/or repairing fault, clear codes from memory. See CLEARING CODES . Intermittent faults may be caused by a sensor, connector or wiring-related problem. See INTERMITTENTS in TESTS W/O CODES - 4.0L article. CAUTION: Continuous Memory Codes should be recorded when retrieved. These codes may be used to identify intermittent problems that exist after all Helpmelearn February-12-08 7:09:20 7:09:01 PM

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KOEO and KOER codes have been repaired. Some Continuous Memory Code faults may not be valid after KOEO and KOER codes are serviced. RETRIEVING CODES Fault codes are retrieved from EEC-V system through Data Link Connector (DLC). See Fig. 1 . Self-diagnostic test procedures are for use with New Generation Star (NGS) scan tester. If a generic scan tester is used, ensure tool is certified ODB-II standard. DATA LINK CONNECTOR (DLC) LOCATIONS Application Location All Models Below Instrument Panel To Right Of Steering Wheel DATA LINK CONNECTOR (DLC) TERMINAL IDENTIFICATION Terminal No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

Circuit Ignition Control BUS+ SCP Not Used Chassis Ground Signal Return (SIG RTN) Not Used K Line ISO 9141 Not Used Not Used BUS- SCP Not Used Not Used FEPS (Flash EEPROM) Not Used L Line ISO 9141 Battery Power

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Fig. 1: Data Link Connector (DLC) Terminals Courtesy of FORD MOTOR CO. READING CODES KOEO & KOER SELF-TEST Codes

Record codes in order received. These codes indicate current faults in system and should be serviced in order of appearance. Use DIAGNOSTIC TROUBLE CODE (DTC) REFERENCE CHARTS to identify correct CIRCUIT TEST to perform. NOTE:

If self-test will not activate or TOOL COMMUNICATION ERROR is received, go to CIRCUIT TEST QA , step 1).

Pass Codes

SYSTEM PASS indicates no diagnostic trouble codes were recorded in that portion of test. If SYSTEM PASS is not retrieved in KOEO SELF-TEST , codes retrieved during KOER SELF-TEST may not be valid. Continuous Memory Codes

These codes result from information stored by PCM during continuous self-test monitoring. Use these codes for diagnosis only when KOEO SELF-TEST and KOER SELF-TEST result in SYSTEM PASS and all steps under QUICK TEST are successfully completed. These codes indicate faults previously recorded. Fault may or may not be currently present. See DIAGNOSTIC TROUBLE CODE (DTC) REFERENCE CHARTS . CLEARING CODES PCM Reset

After a PCM reset procedure, the following conditions will be met: Helpmelearn February-12-08 7:09:02 PM

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z z z z z

All DTCs cleared from PCM memory. All freeze frame data cleared from PCM memory. All oxygen sensor test data cleared from PCM memory. OBD-II system monitor status is reset. DTC P1000 set in PCM memory.

To perform PCM reset using NGS scan tester, ensure connectors are properly connected. Program scan tester using the following steps: z z z z z z

Select vehicle and engine selection menu (optional). See Fig. 3 . Select year, engine, model and any additional information requested by scan tester (optional). Follow operating instructions from scan tester menu. Select GENERIC OBD-II FUNCTIONS. Press CONT button if monitors are not complete. Turn ignition on. Select CLEAR DIAGNOSTIC CODES.

All codes should now be cleared from PCM memory. If problem has not been corrected or fault is still present, hard code will immediately be reset in PCM memory. CAUTION: DO NOT disconnect vehicle battery to clear trouble codes. This will erase operating information from Keep-Alive Memory (KAM). To clear KAM, disconnect negative battery terminal for at least 5 minutes. CAUTION: When battery is disconnected, vehicle computer may lose memory data. Driveability problems may exist until computer systems have completed a relearn cycle. See the COMPUTER RELEARN PROCEDURES article in the GENERAL INFORMATION section before disconnecting battery.

QUICK TEST Description

Following procedures are functional tests of EEC-V system. These basic test steps must be followed in sequence to avoid misdiagnosis. z z z z z z

Visual Check Equipment Hookup KOEO (Key On Engine Off) SELF-TEST KOER (Key On Engine Running) SELF-TEST Computed Timing Check Continuous Memory Self-Test

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Diagnostic Aids

After each service or repair procedure has been completed, repeat QUICK TEST to ensure all EEC-V systems work properly and diagnostic trouble codes are no longer present. VISUAL CHECK Complete all steps in BASIC TESTING - 4.0L article before proceeding to self-diagnostic tests. Ensure vacuum hoses and EEC-V 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 accessories. EQUIPMENT HOOKUP Connect appropriate test equipment to vehicle as follows: Generic Scan Tester

Ensure scan tester meets or exceeds OBD-II standard. Follow manufacturer's instructions to hook up equipment and record diagnostic trouble codes. New Generation STAR (NGS) Tester

Turn ignition switch to OFF position. Connect adapter cable lead to diagnostic tester. See Fig. 2 . Connect service connectors of adapter cable to vehicle Data Link Connector (DLC). Go to KOEO SELF-TEST .

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Fig. 2: New Generation Star (NGS) Scan Tester Courtesy of FORD MOTOR CO. KOEO SELF-TEST Ensure engine is warmed to normal operating temperature. If engine does not start (or stalls after starting), continue KOEO SELF-TEST. Turn ignition switch to OFF position. Ensure test equipment is properly attached. Program scan tester using the following steps: z z z

Select vehicle and engine selection menu. See Fig. 3 . Select year, engine, model and any additional information requested by scan tester. Select DIAGNOSTIC DATA LINK.

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z z z z z

Select PCM - POWERTRAIN CTRL MODULE. Select DIAGNOSTIC TEST MODE. Select KOEO ON-DEMAND SELF-TEST. Turn ignition on. Follow operating instructions from scan tester menu.

KOER SELF-TEST Ensure engine is warmed to normal operating temperature. Turn ignition switch to OFF position. Ensure test equipment is properly attached. Program scan tester using the following steps: z z z z z z z z z

Select vehicle and engine selection menu. See Fig. 3 . Select year, engine, model and any additional information requested by scan tester. Select DIAGNOSTIC DATA LINK. Select PCM - POWERTRAIN CTRL MODULE. Select DIAGNOSTIC TEST MODE. Select KOER ON-DEMAND SELF-TEST. Start engine and allow to idle. Follow operating instructions from scan tester menu. Perform BOO and TCS cycling (if equipped).

SERIES THROTTLE ASSEMBLY INSPECTION Turn ignition off. Remove air tube from series throttle assembly. Check throttle plate for binding. Repair or replace as necessary. If fault cannot be isolated, go to CIRCUIT TEST HT , step 20). CONTINUOUS MEMORY SELF-TEST (EMISSION RELATED) Turn ignition switch to OFF position. Ensure test equipment is properly attached. Program scan tester using the following steps: z z z z z z

Select vehicle and engine selection menu (optional). See Fig. 3 . Select year, engine, model and any additional information requested by scan tester (optional). Select GENERIC OBD-II OPTIONS. Press CONT button if monitors are not complete. Select DIAGNOSTIC TROUBLE CODES. Turn ignition on. Follow operating instructions from scan tester menu.

CONTINUOUS MEMORY SELF-TEST (EXPANDED MODE) Turn ignition switch to OFF position. Ensure test equipment is properly attached. Program scan tester using the following steps: Helpmelearn February-12-08 7:09:02 PM

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z z z z z z z z

Select vehicle and engine selection menu. See Fig. 3 . Select year, engine, model and any additional information requested by scan tester. Select DIAGNOSTIC DATA LINK. Select PCM - POWERTRAIN CTRL MODULE. Select DIAGNOSTIC TEST MODES. Select RETRIEVE/CLEAR CONTINUOUS DTCs. Turn ignition on. Follow operating instructions from scan tester menu.

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Fig. 3: New Generation Star (NGS) Main Menu & Mode Paths Courtesy of FORD MOTOR CO.

ADDITIONAL SYSTEM FUNCTIONS Helpmelearn February-12-08 7:09:02 PM

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NOTE:

Additional diagnostic system features are available to help diagnose driveability problems and service EEC-V systems.

GENERIC OBD-II PARAMETER IDENTIFICATION (PID) Turn ignition switch to OFF position. Ensure test equipment is properly attached. Program scan tester using the following steps: z z z z z z z

Select vehicle and engine selection menu (optional). See Fig. 3 . Select year, engine, model and any additional information requested by scan tester (optional). Select GENERIC OBD-II OPTIONS. Press CONT button if monitors are not complete. Select PID/DATA MONITOR. Turn ignition on or start engine and allow to idle. Follow operating instructions from scan tester menu. Select PIDs and press START.

NON-GENERIC OBD-II PARAMETER IDENTIFICATION (PID) Turn ignition switch to OFF position. Ensure test equipment is properly attached. Program scan tester using the following steps: z z z z z z z z z z

Select vehicle and engine selection menu. See Fig. 3 . Select year, engine, model and any additional information requested by scan tester. Select GENERIC OBD-II OPTIONS. Press CONT button if monitors are not complete. Select DIAGNOSTIC DATA LINK. Select PCM - POWERTRAIN CTRL MODULE. Select DIAGNOSTIC TEST MODES. Select PID DATA MONITOR AND RECORD. Turn ignition on or start engine and allow to idle. Follow operating instructions from scan tester menu. Select PIDs and press START.

ON-BOARD SYSTEM READINESS (OSR) TEST MODE All OBD-II scan testers must display OSR test. The OSR will display monitors on the vehicle and status of all monitors; complete or not complete. If not complete, the scan tester will display which monitor has not completed. To enter OSR, turn ignition switch to OFF position. Ensure test equipment is properly attached. Program scan tester using the following steps: z

Select vehicle and engine selection menu (optional). See Fig. 3 .

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z z z z z

Select year, engine, model and any additional information requested by scan tester. Follow operating instructions from scan tester menu. Select GENERIC OBD-II FUNCTIONS. Press TEST button if monitors are not complete. Start engine and allow to idle. Select ON-BOARD SYSTEM READINESS.

FREEZE FRAME DATA MODE This mode allows access to emission related data values from specific generic PIDs. These values are immediately stored in continuous memory when an emission related fault occurs. This provides a snapshot of the conditions that were present when the fault occurred. Freeze frame will be stored until PCM memory is erased. To access FREEZE FRAME DATA MODE, turn ignition switch to OFF position. Ensure test equipment is properly attached. Program scan tester using the following steps: z z z z z z

Select vehicle and engine selection menu (optional). See Fig. 3 . Select year, engine, model and any additional information requested by scan tester (optional). Follow operating instructions from scan tester menu. Select GENERIC OBD-II FUNCTIONS. Press CONT button if OBD-II monitors are not complete. Turn ignition on. Select FREEZE FRAME PID TESTS.

OXYGEN SENSOR TEST MODE This mode allows access to on-board sensor fault limits and actual values during test cycle. The test cycle has specific engine operating conditions that must be met for completion. This information is used to determine the efficiency of the catalytic converter. To access OXYGEN SENSOR TEST mode, turn ignition switch to OFF position. Ensure test equipment is properly attached. Program scan tester using the following steps: z z z z z z

Select vehicle and engine selection menu (optional). See Fig. 3 . Select year, engine, model and any additional information requested by scan tester (optional). Follow operating instructions from scan tester menu. Select GENERIC OBD-II FUNCTIONS. Select OXYGEN SENSOR TESTS. Select appropriate oxygen sensor test and follow menu instructions.

OUTPUT TEST MODE This mode allows a technician to energize and de-energize most of the system output actuators on command. After accessing OUTPUT TEST MODE, outputs and cooling fans can be turned on and off separately. Helpmelearn February-12-08 7:09:02 PM

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To access OUTPUT TEST MODE, turn ignition switch to OFF position. Ensure test equipment is properly attached. Program scan tester using the following steps: z z z z z z z z z z z z z

Select vehicle and engine selection menu. See Fig. 3 . Select year, engine, model and any additional information requested by scan tester. Follow operating instructions from scan tester menu. Select DIAGNOSTIC DATA LINK. Select PCM - POWERTRAIN CTRL MODULE. Select DIAGNOSTIC TEST MODE. Select ACTIVE COMMAND MODE. Select OUTPUT TEST MODE. Turn ignition on. Follow operating instructions from scan tester menu. Select either LOW SPEED FAN, HIGH SPEED FAN or ALL ON mode. Select START to turn outputs on. This step may cause link up to PIDs. Select STOP to turn outputs off.

FAILURE MODE EFFECTS MANAGEMENT (FMEM) FMEM mode allows system operation when sensors fail or transmit signals that are out of normal operating range. During FMEM mode, PCM substitutes a mid-range signal for defective sensor while continuing to monitor sensor. If faulty sensor signals return to normal operating range, PCM will use those signals. Depending on specific failure, a fault code may be set in PCM memory. HARDWARE LIMITED OPERATIONAL STRATEGY (HLOS) If a number of system or sensor failures are present and PCM is not receiving enough information to operate, PCM will switch to HLOS mode. PCM will output fixed values to allow operation of vehicle. Driveability concerns will be present. PCM will not output diagnostic trouble codes in this mode.

ON BOARD DIAGNOSTIC-II MONITOR OBD-II OVERVIEW & SENSOR ILLUSTRATION DESCRIPTION The California Air Resources Board (ARB) began regulation of On Board Diagnostic (OBD) systems for vehicles sold in California beginning with the 1988 model year. The first phase, OBD I, required monitoring of the fuel metering system, Exhaust Gas Recirculation (EGR) system, and additional emission-related components. The Malfunction Indicator Lamp (MIL) was required to light and alert the driver of the malfunction and the need for service of the emission control system. The MIL must be labeled CHECK ENGINE or SERVICE ENGINE SOON. A fault code or Diagnostic Trouble Code (DTC) is associated with the MIL identifying the specific area of the fault. The OBD system was proposed by the California ARB to improve air quality by identifying vehicles exceeding Helpmelearn February-12-08 7:09:02 PM

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emission standards. Passage of the federal Clean Air Act Amendments in 1990 has also prompted the Environmental Protection Agency (EPA) to develop on board diagnostic requirements. California ARB OBD-II regulations will be followed until 1999 when the federal regulations will be used. The OBD-II system meets government regulations by monitoring the emission control system. When a system or component exceeds emission thresholds or a component operates outside of tolerance, a DTC will be stored and the MIL will be turned on. The OBD-II monitors detect system faults and initiate DTC setting and MIL activation. Fault detection strategy and MIL operation are associated with drive cycles. See OBD-II DRIVE CYCLE . A DTC is stored in the PCM keep alive random access memory when a fault is first detected. In most cases the MIL is turned on after two consecutive drive cycles with the fault existing. The DTC is cleared after 40 engine warm-up cycles without the fault being detected once the MIL is turned off. Once a monitor turns on the MIL, it will require 3 consecutive drive cycles without a fault for the MIL to turn off. The operation of each of the OBD-II monitors is discussed in detail within this section. The on board diagnostic computer program in the electronic Engine Control (EC) system Powertrain Control Module (PCM) coordinates the OBD-II self-monitoring system. This program controls all the monitors and interactions, DTC and MIL operation, freeze frame data and scan tool interface. OBD-II Inspection Maintenance (IM) readiness DTC P1000 indicates that not all of the OBD-II monitors have been completed since the PCM's keep alive random access memory was last cleared. In certain states, it may be necessary to operate the vehicle until DTC P1000 is erased from the PCM in order to purchase a vehicle license. Freeze frame data describes stored engine conditions such as state of the engine, state of fuel control, spark, RPM, load, and warm-up status at the point the first fault is detected. Previously stored conditions will be replaced only if a fuel or misfire fault is detected. This data is accessible with the scan tool to assist in repairing the vehicle. This section provides a general description of each OBD-II monitor. In these descriptions, the monitor strategy, hardware, testing requirements and methods are presented together to provide an overall understanding of each monitor operation. An illustration for each monitor is also provided to aid in the description. Refer to illustration, see Fig. 4 . These illustrations should be used as typical examples and are not intended to represent all the possible configurations. Each illustration depicts the Powertrain Control Module (PCM) as the main focus with the primary inputs and outputs for each monitor. The icons to the left of the PCM represent the inputs (for icon identification, refer to illustration. See Fig. 5 ) used by each of the monitor strategies to enable or activate the monitor. The components and subsystems to the right of the PCM represent the hardware and signals used while performing the tests and the systems being tested. See Fig. 6 . The catalyst efficiency monitor illustration has numerous components and signals involved and is shown generically. When referring to the illustrations, match the numbers to the corresponding numbers in the monitor descriptions for a better comprehension of the monitor and associated Diagnostic Trouble Codes (DTCs). These monitor descriptions are intended as general information only. See DRIVE CYCLES for detailed testing instructions for each monitor. These icons are used in the illustrations of the OBD-II monitors and throughout this section.

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Fig. 4: Identifying Catalyst Efficiency Monitor Components Courtesy of FORD MOTOR CO.

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Fig. 5: Identifying Powertrain Control Module Input Sensor Icons Courtesy of FORD MOTOR CO. OBD-II DRIVE CYCLE WARNING: Strict observance of posted speed limits and attention to driving conditions are mandatory when proceeding through the following drive cycles. Description

The purpose of the OBD-II drive cycle is to execute the OBD-II monitors and identify any concerns with the OBD-II system. The DTC P1000 code will be erased of all OBD-II monitors have completed during the OBD-II drive cycle. The scan tool will be used to observe the status of each OBD-II monitor at the completion of the OBD-II drive cycle. The completion status of the Exhaust Gas Recirculation (EGR), Heated Oxygen Sensor (HO2S), Evaporative Emission (EVAP), Secondary Air Injection (AIR) (if applicable) and catalyst efficiency monitors can be monitored during the OBD-II drive cycle by viewing the ON-BOARD READINESS menu on Helpmelearn February-12-08 7:09:02 PM

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the scan tool. For the procedure of each OBD-II drive cycle, see MONITOR REPAIR VERIFICATION DRIVE CYCLES under DRIVE CYCLES. CATALYST EFFICIENCY MONITOR FEDERAL TEST PROCEDURE The federal test procedure catalyst efficiency monitor is an on-board strategy designed to monitor and determine when a catalytic converter has fallen below the minimum level of effectiveness in its ability to control exhaust emission. It relies mainly on the front and rear Heated Oxygen Sensors (HO2S) to infer catalyst efficiency based upon oxygen storage capacity. The front and rear HO2S switches are counted under specified conditions for the purpose of calculating rear to front HO2S switch ratio. After the switch ratio is calculated, it is compared against an emission threshold value. If the switch ratio is greater than the emission threshold, the catalyst has failed. The oxygen storage capacity of a high efficiency catalyst will have a low switch ratio and high HC efficiencies. As catalyst efficiency deteriorates, its ability to store oxygen declines and it will begin to have a higher switch ratio and low HC efficiencies. In general, as catalyst efficiency decreases, the switch ratio increases. Inputs from the Engine Coolant Temp (ECT) sensor, Intake Air Temp (IAT) sensor, and Throttle Position (TP) sensors are required to enable the federal test procedure catalyst monitor. To aid in monitor descriptions. refer to illustration. See Fig. 4 . 1. In the federal test procedure catalyst efficiency monitor test, only switches during steady state cruise conditions of a drive cycle are counted. Switches at idle or other drive modes are not counted. The counting of front and rear HO2S switches continues until a drive cycle is completed. At that time, the ratio of total rear switches to total front HO2S switches is calculated. If the switch ratio is greater than the emission threshold, the catalyst has failed and a Diagnostic Trouble Code (DTC) is stored. The DTC associated with this test is DTC P0420. 2. Catalyst Efficiency DTC is stored in memory, and Malfunction Indicator Light (MIL) is turned on after catalyst efficiency monitor detects a malfunction up to 6 consecutive drive cycles. COMPREHENSIVE COMPONENT MONITOR The Comprehensive Component Monitor (CCM) is an on-board strategy designed to monitor a malfunction in any electronic component or circuit that provides input or output signal to the Powertrain Control Module (PCM) and is not exclusively monitored by another monitor system. Inputs and outputs are considered malfunctioning when at a minimum a failure exists due to a lack of circuit continuity, out-of-range value, or a failed rationality check. The CCM covers many components and circuits and tests them in various ways depending on the hardware, function, and type of signal. See Fig. 6 . For example, analog inputs are typically checked for opens, shorts, and out of range values. This type of monitoring is performed continuously. Some digital inputs rely on rationality checks. These tests may require the monitoring of several components and can only be performed under the appropriate test conditions. Outputs are checked for opens and shorts by monitoring the Output State Monitor (OSM) or circuit associated with the output driver when the output is energized or de-energized. Other outputs, such as relays, require additional OSM circuits to monitor the secondary side of the component. Some outputs are also monitored for the proper function by observing the reaction of the control system to a given change in the output command. An example of this would be the Idle Air Control (IAC) solenoid. In general, the CCM covers a broad range of individual component and circuit checks and testing is performed under various conditions. The CCM is enabled shortly after the engine is started but requires certain conditions Helpmelearn February-12-08 7:09:02 PM

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to occur for some components before it can totally complete. A Diagnostic Trouble Code (DTC) is stored in continuous memory when a fault is determined, and the Malfunction Indicator Lamp (MIL) is activated if the fault detected affects emissions. Most of the CCM monitor tests are also performed during on demand self-test. The following is an example of some of the input and output components monitored by the CCM. The components monitored may belong to the engine, ignition, transmission, air conditioning, traction control, or any other PCM supported subsystem: 1. Inputs: Mass Air Flow (MAF), Intake Air Temperature (IAT), Engine Coolant Temperature (ECT), Throttle Position Sensor A (TP-A), Throttle Position Sensor B (TP-B), Camshaft Position (CMP), Air Conditioning Pressure Sensor (ACPS). 2. Outputs: Fuel Pump (FP), Wide Open Throttle A/C Cutout (WAC), Idle Air Control (IAC), Shift Solenoid (SS), Torque Converter Clutch (TCC), Inlet Manifold Runner Control (IMRC), Vapor Management Valve (VMV). 3. Comprehensive component DTC is stored in memory, and Malfunction Indicator Light (MIL) is turned on after comprehensive component monitor detects a malfunction on 2 consecutive drive cycles, if the fault detected affects emissions.

Fig. 6: Identifying Comprehensive Component Monitor Circuits Courtesy of FORD MOTOR CO. EVAPORATIVE EMISSION (EVAP) PURGE FLOW SYSTEM MONITOR NOTE:

The flow test will not run if a Purge Flow (PF) sensor or an EVAP canister purge valve malfunction is indicated. The Diagnostic Trouble Codes (DTCs) associated with an electrical fault of the PF sensor are P1444 (PF sensor circuit low input) and P1445 (PF sensor circuit high input). The DTC associated with an electrical fault of the EVAP canister purge valve is P0443 (EVAP canister purge

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valve circuit malfunction). The purpose of the EVAP purge flow system monitor is to verify the flow of fuel vapor from the EVAP canister purge valve to the engine. The electrical function of the Purge Flow (PF) sensor is initially checked before the flow test can begin. Inputs from the Intake Air Temp (IAT) sensor, Mass Air Flow (MAF) sensor and Vehicle Speed Sensor (VSS) are used to enable the flow test. The flow test will detect a hose blockage or disconnection between the EVAP canister purge valve and the intake manifold. It will not detect a detached hose from either the valve to the EVAP canister or from the EVAP canister to the fuel tank. The EVAP purge flow test will initiate when a 75% duty cycle is commanded on the EVAP canister purge valve during engine operation. At this time, the Purge Flow (PF) sensor will take a reading while fuel vapor is flowing to the engine. See Fig. 7 . The EVAP canister purge valve is then commanded closed (from 75% to 0% duty cycle). A second reading will be taken by the PF sensor after a calibrated time period of no fuel vapor flow to the engine. If the PF sensor does not react as expected to the sudden lack of fuel vapor flow to the engine, the PCM generates an EVAP canister purge valve fault DTC. If the difference between the two PF sensor readings taken (flow versus no flow) is not greater than a calibrated threshold, DTC P1443 (EVAP canister purge valve malfunction) will be set. The Malfunction Indicator lamp (MIL) is activated for DTCs P0433, P1443, P1444 and P1445 after two occurrences of the same fault.

Fig. 7: Identifying Purge System Monitor Components Courtesy of FORD MOTOR CO. EVAPORATIVE EMISSION (EVAP) VAPOR MANAGEMENT FLOW SYSTEM MONITOR Helpmelearn February-12-08 7:09:02 PM

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NOTE:

The Evaporative Emission (EVAP) vapor management flow test will not run if a EVAP canister purge valve malfunction is indicated. The Diagnostic Trouble Code (DTC) associated with an electrical fault of the EVAP canister purge valve is P0443 (EVAP system control valve circuit malfunction).

The EVAP vapor management flow system monitor is designed to verify that the EVAP canister purge valve is functioning properly and to verify the flow of fuel vapor from the EVAP canister purge valve to the engine. See Fig. 8 . The electrical function of the EVAP canister purge valve is initially checked before the flow test can begin. Inputs from the Engine Coolant Temp (ECT) sensor, Intake Air Temp (IAT) sensor, Mass Air Flow (MAF) sensor and Vehicle Speed Sensor (VSS) are used to enable the flow test. Before the flow test is performed, the PCM will calculate how much fuel vapor is present while purging under engine operation. If the amount of fuel vapor calculated is above a calibrated threshold, the PCM assumes that there must be fuel vapor flow to the engine and that the EVAP canister purge valve is functioning properly. If the amount of fuel vapor calculated is below a calibrated threshold, the idle speed portion of the EVAP vapor management flow test must be executed to verify that the EVAP canister purge valve is functioning properly. An assumption of the flow test is that regardless of the fuel vapor in the EVAP canister, some portion of the fuel vapor flow will be air. The flow test will calculate the increase in the idle air requested by the PCM when the duty cycle on the EVAP canister purge valve is reduced from 75% to 0%. If this condition exists, the idle speed portion of the EVAP vapor management flow test will be bypassed and the test will pass and complete. If the calculated increase in air flow exceeds a calibrated threshold, the PCM assumes the EVAP canister purge valve is functioning properly. If the calculated increase in air flow is negligible, the EVAP canister purge valve is not functioning properly. The DTC associated with this condition is P1443 (EVAP control system purge control valve malfunction). The Malfunction Indicator Lamp (MIL) is activated for DTCs P0443 and P1443 after two occurrences of the same fault.

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Fig. 8: Identifying EVAP Vapor Management Flow System Monitor Components Courtesy of FORD MOTOR CO. EVAPORATIVE EMISSION (EVAP) RUNNING LOSS SYSTEM MONITOR NOTE:

During the Evaporative Emission (EVAP) running loss system monitor repair verification drive cycle a PCM reset with key on, engine off will bypass the minimum soak time required to complete the monitor. The EVAP running loss system monitor will not run if the key is turned off after a PCM reset. The EVAP running loss system monitor will not run if a MAF sensor failure is indicated. The EVAP running loss system monitor will not initiate until the Heated Oxygen Sensor (HO2S) Monitor has completed

The Evaporative Emission (EVAP) running loss system monitor is an on-board strategy designed to detect a leak from a hole (opening) equal to or greater than 1.016 mm (0.040 inch) in the EVAP running loss system. See Fig. 9 . The proper function of the individual components of the EVAP running loss system as well as its ability to flow fuel vapor to the engine is also examined. The EVAP running loss system monitor relies on the individual components of the EVAP running loss system to apply vacuum to the fuel tank and then seal the entire EVAP running loss system from atmosphere. The fuel tank pressure is then monitored to determine the total vacuum lost (bleed-up) for a calibrated period of time. Inputs from the Engine Coolant Temperature (ECT) sensor, Intake Air Temperature (IAT) sensor, Mass Air Flow (MAF) sensor, Vehicle Speed Sensor (VSS), Fuel Level Input (FLI) and Fuel Tank Pressure (FTP) sensor are required to enable the EVAP running loss system monitor. The EVAP running loss system monitor is executed by the individual components of the EVAP running loss system as follows: 1. The function of the EVAP canister purge valve is to create a vacuum on the fuel tank. A minimum duty cycle on the EVAP canister purge valve (75%) must be met before the EVAP running loss system Helpmelearn February-12-08 7:09:03 PM

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monitor can begin. 2. The Canister Vent (CV) solenoid will close (100% duty cycle) with the EVAP canister purge valve at its minimum duty cycle to seal the EVAP running loss system from atmosphere and obtain a target vacuum on the fuel tank. 3. The Fuel Tank Pressure (FTP) sensor will be used by the EVAP running loss system monitor to determine if the target vacuum on the fuel tank is being reached to perform the leak check. Once the target vacuum on the fuel tank is achieved, the change in fuel tank vacuum for a calibrated period of time will determine if a leak exists. 4. If the initial target vacuum cannot be reached, DTC P0455 (large leak or no purge detected) will be set. The EVAP running loss system monitor will abort and not continue with the leak check portion of the test. If the initial target vacuum is exceeded, a system flow fault exists and DTC P1450 (unable to bleed-up fuel tank vacuum) is set. The EVAP running loss system monitor will abort and not continue with the leak check portion of the test. If the target vacuum is obtained on the fuel tank, the change in the fuel tank vacuum (bleed-up) will be calculated for a calibrated period of time. The calculated change in fuel tank vacuum will be compared to a calibrated threshold for a leak from a hole (opening) of 1.016 mm (0.040 inch) in the EVAP running loss system. If the calculated bleed-up is less than the calibrated threshold, the EVAP running loss system passes. If the calculated bleed-up exceeds the calibrated threshold, the test will abort and rerun the test up to 3 times. If the bleed-up threshold is still being exceeded after 3 tests, a vapor generation check must be performed before DTC P0442 (small leak detected) will be set. This is accomplished by returning the EVAP running loss system to atmospheric pressure by closing the EVAP canister purge valve and opening the CV solenoid. Once the FTP sensor observes the fuel tank is at atmospheric pressure, the CV solenoid closes and seals the EVAP running loss system. The fuel tank pressure build-up for a calibrated period of time will be compared to a calibrated threshold for pressure build-up due to vapor generation. If the fuel tank pressure build-up exceeds the threshold, the leak test results are invalid due to vapor generation. The EVAP running loss system monitor will pass and complete. If the fuel tank pressure build-up does not exceed the threshold, the leak test results are valid and DTC P0442 will be set. The Malfunction Indicator Lamp (MIL) is activated for DTCs P0442, P0455 and P1450 (or P446) after two occurrences of the same fault. The MIL can also be activated for any EVAP running loss system component DTCs in the same manner. The EVAP running loss system component DTCs P0443, P0452, P0453 and P1451 are tested as part of the Comprehensive Component Monitor (CCM). 5. The malfunction indicator lamp (MIL) is activated for DTCs P0442, P0455 and P1450 (or P446) after two occurrences of the same fault. The MIL can also be activated for any EVAP running loss system component DTCs in the same manner. The EVAP running loss system component DTCs P0443, P0452, Helpmelearn February-12-08 7:09:03 PM

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P0453 and P1451 are tested as part of the Comprehensive Component Monitor (CCM).

Fig. 9: Identifying EVAP Running Loss System Monitor Components Courtesy of FORD MOTOR CO. EXHAUST GAS RECIRCULATION MONITOR/DIFFERENTIAL PRESSURE FEEDBACK EGR The Differential Pressure Feedback (DPF EGR) monitor is an on-board strategy designed to test the integrity and flow characteristics of the EGR system. The monitor is activated during EGR system operation after certain bases engine conditions are satisfied. Inputs from the Engine Coolant Temperature (ECT), Intake Air Temperature (IAT), Throttle Position (TP) and Crank Position (CKP) sensors are required to activate the EGR monitor. Once activated, the EGR monitor will perform each of the tests described below during the engine modes and conditions indicated. Some of the EGR monitor test are also performed during on demand self-test. To aid in monitor definition, refer to illustration. See Fig. 10 . 1. The differential pressure feedback EGR sensor and circuit are continuously tested for opens and shorts. the monitor looks for the differential pressure feedback EGR circuit voltage to exceed the maximum or minimum allowable limits. The DTCs associated with this test are DTCs P1400 and P1401. 2. The EGR vacuum regulator solenoid is continuously tested for opens and shorts. The monitor looks for an EGR vacuum regulator circuit voltage that is inconsistent with the EGR vacuum regulator circuit commanded output state. The DTC associated with this test is DTC P1409. 3. The test for a stuck open EGR valve or EGR flow at idle is continuously performed whenever at idle (TP sensor indicating closed throttle). The monitor compares the differential pressure feedback EGR circuit voltage at idle to the differential pressure feedback EGR circuit voltage stored during key on engine off to determine if EGR flow is present at idle. The DTC associated with this test is DTC P0402. 4. The differential pressure feedback EGR sensor upstream hose is tested once per drive cycle for disconnect and plugging. The test is performed with EGR valve closed and during a period of acceleration. The PCM will momentarily command the EGR valve closed. The monitor looks for the Helpmelearn February-12-08 7:09:03 PM

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differential pressure feedback EGR sensor voltage to be inconsistent for a no flow voltage. A voltage increase or decrease during acceleration while the EGR valve is closed may indicate a fault with the signal hose during this test. The DTC associated with this test is DTC P1405. 5. The EGR flow rate test is performed during a steady state when engine speed and load are moderate and EGR vacuum regulator duty cycle is high. The monitor compares the actual differential pressure feedback EGR circuit voltage to a desired EGR flow voltage for that state to determine if EGR flow rate is acceptable or insufficient. This is a system type test and may trigger a DTC for any fault causing the EGR system to fail. The DTC associated with this test is DTC P0401. DTC P1408 is similar to P0401 but performed during KOER Self-Test conditions. 6. The Malfunction Indicator Light (MIL) is turned on after one of the above test fails on 2 consecutive drive cycles.

Fig. 10: Identifying EGR Monitor Components (Differential Pressure Feedback) Courtesy of FORD MOTOR CO. FUEL SYSTEM MONITOR The fuel system monitor is an on-board strategy designed to monitor the adaptive fuel control system. The fuel control system uses adaptive fuel tables stored in Keep Alive Memory (KAM) to compensate for variability in fuel system components due to normal wear and aging. During closed looped vehicle operation, the adaptive fuel strategy learns the corrections needed to correct a "biased" rich or lean fuel system. The correction is stored in the adaptive tables. The fuel adaptive system has two means of adapting; a Long Term Fuel Trim (LONGFT) and a Short Term Fuel Trim (SHRTFT). LONGFT relies on adaptive fuel table, indicating long-term fuel adjustments. SHRTFT refers to the desired air/fuel ratio parameter LAMBSE (LAMBSE is calculated by the PCM from HO2S inputs and helps maintain a 14.7:1 air/fuel ratio during closed-loop operation). SHRTFT indicating short-term fuel adjustments. Inputs from the Engine Coolant Temperature (ECT), Intake Air Temperature (IAT), Measuring Core-Variable Air Flow (MC-VAF) or Mass Air Flow (MAF), sensors are required to activate the adaptive fuel control system, which in turn activates the fuel system monitor. Once activated, the fuel system monitor looks for the adaptive tables to reach the adaptive clip and LAMBSE to Helpmelearn February-12-08 7:09:03 PM

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exceed calibrated limit. To aid in monitor definition, refer to illustration. See Fig. 11 . The fuel system monitor will store the appropriate DTC when a fault is detected as described: 1. The Heated Oxygen Sensor (HO2S) detects the presence of oxygen in the exhaust and provides the PCM with feedback indicating the air/fuel ratio. 2. A correction factor is added to the fuel injection pulse-width calculation according to the Long and Short Term Fuel Trims as needed to compensate for variations in the fuel system. 3. When deviation in the parameter lambse gets larger and larger air/fuel control suffers and emissions increase. When lambse exceeds a calibrated limit and the adaptive fuel table has clipped, the fuel system monitor sets a Diagnostic Trouble Code (DTC) as follows: The DTCs associated with the monitor detecting a lean shift in fuel system operation are DTCs P0171 and P0174. The DTCs associated with the monitor detecting a rich shift in fuel system operation are DTCs P0172 and P0175. 4. Fuel system DTC is stored in memory, and Malfunction Indicator Light (MIL) is turned on after fuel system monitor detects a malfunction on 2 consecutive drive cycles.

Fig. 11: Identifying Fuel System Monitor Components Courtesy of FORD MOTOR CO. HEATED OXYGEN SENSOR MONITOR The H02S monitor is an on-board strategy designed to monitor the H02S sensors for a malfunction or deterioration which can affect emissions. The fuel control H02S is checked for proper output voltage and response rate (the time it takes to switch from lean to rich and vice versa). The H02S heater circuit is monitored by detecting proper voltage change as the heater is turned on and off. Downstream H02S used for catalyst monitor are also monitored for proper output voltage. The inputs from the Engine Coolant Temperature (ECT), Intake Air Temperature (IAT), Measuring Core-Variable Air Flow (MC-VAF) or Mass Air Flow (MAF), Throttle Position (TP) and Crank Position (CKP) sensors are required to activate the H02S monitor. The fuel system monitor and misfire monitor must also have completed successfully before the H02S monitor is enabled. Helpmelearn February-12-08 7:09:03 PM

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Some of the H02S monitor checks are also performed during on demand self-test. To aid in monitor definition, refer to illustration. See Fig. 12 . 1. The H02S sensor senses the oxygen content in the exhaust flow and outputs a voltage between zero and 1.0 volt. Lean of stoichiometric (air/fuel ratio of approximately 14.7:1), the H02S will generate a voltage between zero and 0.4 volts. Rich of stoichiometric, the H02S will generate a voltage between 0.5 and 1.0 volt. The H02S monitor evaluates both the upstream (fuel control) and downstream (catalyst monitor) H02S for proper function. 2. Once the H02S monitor is enabled, the upstream H02S signal voltage amplitude and response frequency are checked. Excessive voltage is determined by comparing the H02S signal voltage to a maximum calibration threshold voltage. A fixed frequency closed loop fuel control routine and the upstream HO2S voltage amplitude and output response frequency are observed. A sample of the upsteam HO2S signal is evaluated to determine if the sensor is capable of switching or has a slow response rate. A HO2S heater circuit fault is determined by turning the heater on and off and looking for a corresponding change in the Output State Monitor (OSM) and by measuring the current going through the heater circuit. To aid in monitor definition, refer to illustration. See Fig. 12 . HO2S monitor DTCs can be categorized as follows: z

z z

z z z

The DTCs associated with HO2S/O2S lack of switching are DTCs P1130, P1131, P1132, P1150, P1151 and P1152. The DTCs associated with HO2S/O2S slow response rate are DTCs P0133 and P0153. The DTCs associated with HO2S/O2S signal circuit malfunction are DTCs P0131, P0136, P0151 and P0156. The DTCs associated with a HO2S heater circuit malfunction are DTCs P0135, P0141, P0155 and P0161. The DTC associated with the downstream HO2S not running in on-demand is DTC P1127. The DTCs associated with swapped HO2S connectors are DTCs P1128 and P1129.

Heated Oxygen Sensor (HO2S) system DTC is stored in memory, and Malfunction Indicator Light (MIL) is turned on after HO2S monitor detects a malfunction on 2 consecutive drive cycles.

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Fig. 12: Identifying Heated Oxygen Sensor Monitor Components Courtesy of FORD MOTOR CO. MISFIRE DETECTION MONITOR The misfire monitor is an on-board strategy designed to monitor engine misfire and identify the specific cylinder in which the misfire has occurred. Misfire is defined as lack of combustion in a cylinder due to absence of spark, poor fuel metering, poor compression, or any other cause. The misfire monitor will be enabled only when certain base engine conditions are first satisfied. Input from the Engine Coolant Temperature (ECT), Measuring Core-Variable Air Flow (MC-VAF) or Mass Air Flow (MAF), and Crank Position (CKP) sensors is required to enable the monitor. The misfire monitor is also performed during on demand self-test. To aid in monitor definition, refer to illustration. See Fig. 13 . 1. The PCM synchronized ignition spark based on information received from the CKP sensor. The CKP signal generated is also the main input used in determining cylinder misfire. 2. The input signal generated by the CKP sensor is derived by sensing the passage of teeth from crankshaft position wheel mounted on the end of the crankshaft. 3. The input signal to the PCM is then used to calculate the time between CKP edges and also crankshaft rotational velocity and acceleration. By comparing the accelerations of each cylinder event, the power loss of each cylinder is determined. When the power loss of a particular cylinder is sufficiently less than a calibrated value and other criteria is met, then the suspect cylinder is determined to have misfired. 4. Misfire detection types: z Misfire Type (A). Upon detection of a Misfire type A: (200 revolutions) which would cause catalyst damage, the MIL will blink once per second during the actual misfire, and a DTC will be stored. z Misfire Type (B). Upon detection of a Misfire type B: (1000 revolutions) which will exceed the emissions threshold or cause a vehicle to fail an inspection and maintenance tailpipe emissions test, the MIL will illuminate and a DTC will be stored. Helpmelearn February-12-08 7:09:03 PM

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The DTC associated with multiple cylinder misfire for a Type A or Type B misfire is DTC P0300. The DTCs associated with an individual cylinder misfire for a Type A or Type B misfire are DTCs P0301, P0302, P0303, 0304, 0305, P0306, P0307, and P0308, P0309 and P0310.

Fig. 13: Identifying Misfire Monitor Components Courtesy of FORD MOTOR CO. SECONDARY AIR INJECTION SYSTEM MONITOR (ELECTRIC AIR PUMP SYSTEM) The Secondary Air Injection (AIR) system monitor is an on-board strategy designed to monitor the proper function of the secondary air system. The AIR monitor for the Electric Air Pump system consists of two monitor circuits: an AIR circuit to diagnose problems with the primary circuit side of the Solid State Relay (SSR), and an AIR monitor circuit to diagnose problems with the secondary circuit side of the Solid State Relay. A functional check is also performed that tests the ability of the AIR system to inject air into the exhaust. The functional check relies upon H02S sensor feedback to determine the presence of air flow. The monitor is enabled during AIR system operation and only after certain base engine conditions are first satisfied. Input is required from the Engine Coolant Temperature (ECT) sensor, Intake Air Temperature (IAT) sensor, Crank Position (CKP) sensor, and the H02S monitor test must also have passed without a fault detection to enable the AIR monitor. The AIR monitor is also activated during on demand self-test. To aid in monitor definition, refer to illustration. See Fig. 14 . 1. The EAIR circuit is normally held high through the AIR Bypass solenoid and Solid State Relay when the output driver is off. Therefore a low AIR circuit indicates a driver is always on and a high circuit indicates an open in the PCM. The DTC associated with this test is DTC P0412. 2. The AIR monitor circuit is held low by the resistance path through the air pump when the pump is off. If the AIR monitor circuit is high there is either an open circuit to the PCM from the pump or there is power supplied to the Air Pump. If the AIR monitor is low when the pump is commanded on, there is either an open circuit from the SSR or the SSR has failed to supply power to the pump. The DTCs associated with Helpmelearn February-12-08 7:09:03 PM

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this test are DTCs P1413 and P1414. 3. The functional check may be done in two parts; at startup when the air pump is normally commanded on, or during a hot idle if the startup test was not able to be performed. The flow test relies upon the H02S sensor to detect the presence of additional air in the exhaust when introduced by the secondary air injection system. The DTC associated with this test is DTC P0411. 4. The Malfunction Indicator Light (MIL) is turned on after one of the above tests fails on 2 consecutive drive cycles.

Fig. 14: Identifying Secondary Air Injection System Monitor Components (Electric Air Pump) Courtesy of FORD MOTOR CO. SECONDARY AIR INJECTION SYSTEM MONITOR (BELT DRIVEN AIR PUMP SYSTEM) The Secondary Air Injection (AIR) system monitor is an on-board strategy designed to monitor the proper function of the secondary air system. The AIR monitor for the belt driven air pump system consists of two Output State Monitor configurations in the Powertrain Control Module (PCM); one circuit monitors the electrical circuit of the Secondary Air Injection Bypass (AIRS) solenoid, the second circuit monitors the electrical circuit of the Secondary Air Injection Diverter (AIRD) solenoid. A functional check is also performed that tests the ability of the AIR system to inject air into the exhaust. The functional check relies upon H02S sensor feedback to determine the presence of air flow. The monitor is enabled during AIR system operation and only after certain base engine conditions are first satisfied. Input is required from the Engine Coolant Temperature (ECT) sensor, Intake Air Temperature (IAT) sensor, Crank Position (CKP) sensor, and the H02S monitor must also have passed without a fault detection to enable the AIR monitor. The AIR monitor is also activated during on demand self-test. To aid in monitor definition, refer to illustration. See Fig. 15 . 1. The AIRB solenoid circuit is monitored for open and shorted conditions by the AIRB output state monitor. The DTCs associated with this test are DTCs P0413 and P0414. 2. The AIRD solenoid circuit is monitored for open and shorted conditions by the AIRD output state Helpmelearn February-12-08 7:09:03 PM

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monitor. The DTCs associated with this test are DTCs P0416 and P0417. 3. An upstream and downstream functional air flow test is performed during idle, once per engine start-up, and only after all H02S monitor tests have been successfully performed. The flow test relies upon the upstream and downstream H02S to detect the presence of additional air in the exhaust when introduced by the secondary air injection system. The DTCs associated with this test are DTCs P0411 and P1411. 4. The Malfunction Indicator Light (MIL) is turned on after one of the above tests fail on 2 consecutive drive cycles.

Fig. 15: Identifying Secondary Air Injection System Monitor Components (Belt Driven Air Pump) Courtesy of FORD MOTOR CO.

DRIVE CYCLES OBD-II MONITOR DISPLAY ON SCAN TOOL On-board system readiness function is available on New Generation Star (NGS) tester or generic scan tools. Readiness function indicates status of each OBD-II monitor. One Parameter Identification (PID) display on NGS tester, summarizers the status of all monitors. OBD-II DRIVE CYCLE & DIAGNOSTIC TROUBLE CODES A Diagnostic Trouble Code (DTC) will be stored in PCM memory after a malfunction is first detected. A DTC will be erased from the PCM's memory after 40 engine warm-up cycles without the malfunction being detected after the MIL is turned off. Once a monitor turns on the MIL, it will require 3 consecutive drive cycles without a fault for the MIL to turn off. Another method of erasing the DTC is by initiating a PCM reset. DTC memory storage requirements vary with each monitor. See appropriate monitor under ON BOARD DIAGNOSTIC-II MONITOR . Helpmelearn February-12-08 7:09:03 PM

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VEHICLE PREPARATION FOR OBD-II OR MONITOR REPAIR VERIFICATION DRIVE CYCLE NOTE:

Vehicles equipped with Power Take Off (PTO) must have this system disengaged before proceeding. Verify by viewing the PTO PID for OFF status.

1. Attach a scan tool and access the ECT, FLI, IAT PIDs: z Verify the IAT PID is between 50-100° F (10-38°C). z Verify the FLI PID is between 15% and 85% (only available on EVAP running loss systems). 2. Warm the vehicle until the ECT PID reaches a minimum of 130°F (54° C). 3. Clear all DTC's with the scan tool by pressing clear with the key on engine off. P1000 will remain. Leave the key in the ON position (do not move ignition switch to OFF position), and start the vehicle. 4. Access the ON-BOARD SYSTEM READINESS menu on the scan tool to view the status of the OBD-II monitors. 5. Proceed with the OBD-II drive cycle or selected monitor repair verification drive cycle. Once started, the engine must not be turned off. OBD-II DRIVE CYCLE NOTE:

The IAT PID must be between 50-100° F (10-38°C) during the OBD II drive cycle to enter into all the OBD II monitors. The FLI PID must be between 15% and 85% at all times.

1. Drive in stop-and-go traffic with at least 4 idle periods (30 seconds each) while observing the status of the OBD II monitor on the scan tool. If the Exhaust Gas Recirculation (EGR), Heated Oxygen sensor (HO2S), Evaporative Emission (EVAP), Secondary Air (AIR) (if applicable) or catalyst efficiency monitor have not completed, drive on the highway at a constant speed over 40 MPH (64 km/hr), not to exceed 65 MPH (104 km/hr) for up to 15 minutes. Heavy accelerations, sudden decelerations and wide open throttles are not recommended. If the scan tool sends out a 3 pulse beep at any time, the OBD II drive cycle has completed. NOTE:

Vehicles equipped with the EVAP purge flow system or EVAP vapor management flow system monitor do not require EVAP monitor completion to clear the DTC P1000. See appropriate monitor under ON BOARD DIAGNOSTIC-II MONITOR . If the Exhaust Gas Recirculation (EGR), Heated Oxygen Sensor (HO2S), Evaporative Emission (EVAP), Secondary Air Injection (AIR) (if applicable) or catalyst efficiency monitor has not completed, perform the corresponding monitor verification drive cycle in this section.

2. Bring the vehicle to a stop and retrieve continuous memory DTCs to verify the DTC P1000 has been erased. See QUICK TEST . MONITOR REPAIR VERIFICATION DRIVE CYCLES Helpmelearn February-12-08 7:09:03 PM

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Comprehensive Component Monitor Repair Verification Drive Cycle

1. Refer to and complete the vehicle check and preparation before initiating the following repair verification steps. See VEHICLE CHECK/PREPARATION . 2. Start the engine and go through the entire OBD II drive cycle until the comprehensive component monitor shows the completion status by clearing the code P1000 on the scan tool. 3. If the entire OBD II drive cycle has been performed and the comprehensive component monitor check has not completed, rerun quick test. See QUICK TEST . EGR MONITOR REPAIR VERIFICATION DRIVE CYCLE NOTE:

Ambient air temperature or IAT PID must read a minimum of 32°F (0°C) to initiate the EGR monitor.

1. Refer to and complete the vehicle check and preparation before initiating the following repair verification steps. See VEHICLE CHECK/PREPARATION . 2. Start the engine and drive the vehicle for 6 minutes: z Drive in stop-and-go traffic for 5 minutes with at least 2 idle periods. z Accelerate to 45 MPH (72 km/h) at more than 1/2 throttle (35 MPH [56 km/h] on Escort/Tracer). Maintain speed for one minute. 3. Rerun quick test. See QUICK TEST . EVAP RUNNING LOSS MONITOR SYSTEM REPAIR VERIFICATION DRIVE CYCLE 1. Perform the preparation for OBD II drive cycle section. See VEHICLE PREPARATION FOR OBD-II OR MONITOR REPAIR VERIFICATION DRIVE CYCLE under DRIVE CYCLES. 2. With the scan tool, verify the FTP V PID reads between 2.4 and 2.8 volts with the gas cap removed. Reinstall gas cap. 3. With the scan tool, view the OBD II monitors through the ON-BOARD SYSTEM READINESS menu. 4. Drive the vehicle at a constant speed between 35 MPH (56 km/hr) and 65 MPH (104 km/hr) with throttle as steady as possible. Observe the HO2S monitor on the scan tool until it completes, or refer to FUEL MONITOR OR HO2S MONITOR REPAIR VERIFICATION DRIVE CYCLE . 5. Bring the vehicle to a stop and access the following PIDs with the scan tool: z IAT, FLI, FTP, V, EVAPPDC, EVAPCV. 6. Verify the following EVAP monitor entry condition: z IAT between 50-100°F (10-38°C). 7. Drive the vehicle on the highway with a constant speed over 64 km/hr (40 MPH) with throttle as steady as possible. During this time, verify the following additional EVAP monitor entry conditions using the FLI and FTPV PIDs: z FLI stable +/- 5% between the limits of 15% and 85% tank fill. z FTP V stable within +/-0.1 volt. 8. Prior to running the EVAP monitor, when the EVAPPDC PID is less than 75%, the canister vent solenoid Helpmelearn February-12-08 7:09:03 PM

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is open and the system is unsealed. To initiate the EVAP monitor, the EVAPPDC PID must increase to at least 75%. At this time, the EVAPCV PID will then display 100% (canister vent solenoid closed to seal the system and the monitor will begin to run. Continue to drive at steady throttle with light steering until the EVAPCV PID displays 0% (canister vent solenoid open, system unsealed). If this step does not occur as described, proceed to the following note, otherwise proceed to next step. NOTE:

During the drive cycle or hot ambient temperatures, fuel vapor (from the canister and/or tank) may keep the test from starting. The following be observed on the scan tool when either: z

The EVAPPDC PID never reaches 75% with stable FLI and FTP PID readings. The EVAPCV PID never goes to 100% (canister vent never closes) when the EVAPPDC PID is above the 75% minimum to start the test.

9. Bring vehicle to a stop. 10. With the scan tool, view the EVAP monitor for completion through the On-Board System Readiness Menu. Repeat 7 if the EVAP monitor is not complete. CATALYST MONITOR REPAIR VERIFICATION DRIVE CYCLE 1. Refer to and complete the vehicle check and preparation before initiating the following repair verification steps. See VEHICLE CHECK/PREPARATION . 2. Start the engine and drive the vehicle for 25 minutes: z Drive in stop-and-go traffic for 20 minutes, include 6 different constant speeds between 25 and 45 MPH (40 and 72 km/h). z Drive on expressway or highway for an additional 5 minutes. 3. Rerun quick test. See QUICK TEST . FUEL MONITOR OR HO2S MONITOR REPAIR VERIFICATION DRIVE CYCLE 1. Refer to and complete the vehicle check and preparation before initiating the following repair verification steps. See VEHICLE CHECK/PREPARATION . 2. Start the engine and drive the vehicle for 7 minutes: z Drive in stop-and-go traffic for 6 minutes, include one idle. z Accelerate to 45 MPH (72 km/h) at more than 1/2 throttle (Escort/Tracer 35 MPH [56 km/h]). Maintain speed for one minute. 3. Rerun quick test. See QUICK TEST . MISFIRE MONITOR REPAIR VERIFICATION DRIVE CYCLE 1. For applications with the Fuel Level Input (FLI) circuit to the PCM (pin 12), check the fuel gauge and the FLI PID on the scan tool (if available). The misfire monitor can only be tested if the fuel gauge reads above one quarter full or the FLI PID is above 15% (percentage fuel tank fill). Helpmelearn February-12-08 7:09:03 PM

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2. Start the engine and drive the vehicle to a location where speeds can reach 55 to 60 MPH (88 to 97 km/h) and coast down to 40 MPH (64 km/h) without traffic interference. 3. Accelerate at wide-open throttle to allow vehicle to shift at red-line (if equipped with a tachometer). Immediately return to normal speed limits. 4. Perform the following drive procedure 3 consecutive times: z Accelerate on highway to 60 MPH (97 km/h). Maintain speed for 30 seconds. z Coast down with foot off the accelerator pedal from 60 MPH to 40 MPH (97 km/h to 64 km/h). 5. Rerun quick test. See QUICK TEST . SECONDARY AIR MONITOR REPAIR VERIFICATION DRIVE CYCLE 1. Refer to and complete the vehicle check and preparation before initiating the following repair verification steps. See VEHICLE CHECK/PREPARATION . 2. Start the engine and proceed through the entire OBD II drive cycle until the secondary air monitor shows the ON-BOARD READINESS menu completion status on the scan tool. 3. If the entire OBD II drive cycle has been performed and the secondary air monitor check has not completed, rerun quick test. See QUICK TEST . VEHICLE CHECK/PREPARATION 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. 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 GENERAL INFORMATION before disconnecting battery. Visual Checks z z z

z z z z

Inspect the air cleaner and inlet ducting. Check all engine vacuum hoses for damage, leaks, cracks, kinks, proper routing, etc. Check electronic Engine Control (EC) system wiring harness for proper connections, bent or broken pins, corrosion, loose wires, proper routing, etc. Check the Powertrain Control Module (PCM), sensors and actuators for physical damage. Check the engine coolant for proper level and mixture. Check the transmission fluid level and quality. Make all necessary repairs before continuing with quick test.

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1997 Ford Explorer ENGINE PERFORMANCE Self-Diagnostics - EEC-V - 4.0L

Vehicle Preparation z

Perform all safety steps required to start and run vehicle tests. Apply parking brake, place shift lever firmly into PARK position (NEUTRAL on manual transmission), block drive wheels, etc. Turn off ALL electrical loads: radios, lamps, A/C, blower, fans, etc. Start engine and bring up to normal operating temperature before running quick test. See QUICK TEST .

SUMMARY If no diagnostic trouble code is present but driveability problem still exists, proceed to TESTS W/O CODES 4.0L article for symptom diagnosis or intermittent diagnostic procedures.

DIAGNOSTIC TROUBLE CODE (DTC) REFERENCE CHARTS DTC REFERENCE CHART

DTC Description P0102 Mass Air Flow Circuit Low Input P0103 Mass Air Flow Circuit High Input P0112 Intake Air Temperature Circuit Low Input P0113 Intake Air Temperature Circuit High Input P0117 Engine Coolant Temperature Circuit Low Input P0118 Engine Coolant Temperature Circuit High Input P0121 Throttle Position Circuit Performance Problem P0122 Throttle Position Circuit Low Input P0123 Throttle Position Circuit High Input P0125 Insufficient Coolant Temperature For Closed Loop Fuel Control P0131 HO2S Sensor Circuit Out Of Range Low Voltage (HO2S-11) P0133 HO2S Sensor Circuit Slow Response (HO2S-11) P0135 HO2S Sensor Circuit Malfunction (HO2S11) P0136 HO2S Sensor Circuit Malfunction (HO2S12) P0141 HO2S Sensor Circuit Malfunction (HO2S12) P0151 HO2S Sensor Circuit Out Of Range Low Voltage (HO2S-21)

Circuit Test/Step: KOEO DC/20 DA/20 DA/10 DA/20

Circuit Test/Step: KOER DC/6 DC/20 DA/20 DA/10 DA/20

Circuit Test/Step: CONT. DC/6 DC/20 DA/90 DA/90 DA/90

DA/10

DA/90

DH/22

DH/11 DH/8 -

DH/11 DH/8 DA/100

H/27

H/20

H/30

H/80

H/30

H/27

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P0153 P0155 P0156 P0161 P0171 P0172 P0174 P0175 P0222 P0223 P0230 P0231 P0232 P0300 P0301 P0302 P0303 P0304 P0305 P0306 P0320 P0325 P0326 P0330 P0331 P0340 P0350 P0351 P0352

HO2S Sensor Circuit Slow Response (HO2S-21) HO2S Sensor Circuit Malfunction (HO2S11) HO2S Sensor Circuit Malfunction (HO2S22) HO2S Sensor Circuit Malfunction (HO2S22) System To Lean (Bank 1) System To Rich (Bank 1) System To Lean (Bank 2) System To Rich (Bank 2) Throttle Position Sensor B Low Input Throttle Position Sensor B High Input Fuel Pump Primary Circuit Malfunction Fuel Pump Secondary Circuit Low Input Fuel Pump Secondary Circuit High Input Random Misfire Misfire Detection Monitor - Cylinder No. 1 Misfire Detection Monitor - Cylinder No. 2 Misfire Detection Monitor - Cylinder No. 3 Misfire Detection Monitor - Cylinder No. 4 Misfire Detection Monitor - Cylinder No. 5 Misfire Detection Monitor - Cylinder No. 6 Ignition Engine Speed Input Circuit Malfunction Knock Sensor 1 Circuit Malfunction (Bank 1) Knock Sensor 1 Circuit Range/Performance (Bank 1) Knock Sensor 2 Circuit Malfunction (Bank 2) Knock Sensor 2 Circuit Range/Performance (Bank 2) Camshaft Position Sensor Circuit Malfunction Ignition Coil Primary/Secondary Circuit Malfunction Ignition Coil A Primary/Secondary Circuit Malfunction Ignition Coil B Primary/Secondary Circuit Malfunction

H/20

H/30

H/80

H/30

HT/1 HT/10 KA/1 KA/20 KA/10 -

HT/1 HT/10 KA/1 KA/20 KA/10 HD/1 HD/1 HD/1 HD/1 HD/1 HD/1 HD/1 -

H/41 H/41 H/41 H/41 HT/1 HT/10 KA/40 KA/35 KA/30 HD/1 HD/1 HD/1 HD/1 HD/1 HD/1 HD/1 NC/1

DG/1

DR/1

JE/60

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P0353 Ignition Coil C Primary/Secondary Circuit Malfunction P0401 EGR Flow Insufficient Detected P0402 EGR Flow Excessive Detected P0411 Secondary Air Injection System - Electric Air Pump P0412 Secondary Air Injection System Circuit Malfunction P0413 Secondary Air Injection System P0414 Secondary Air Injection System P0416 Secondary Air Injection System P0417 Secondary Air Injection System P0420 Catalyst System Efficiency Below Threshold (Bank 1) P0430 Catalyst System Efficiency Below Threshold (Bank 2) P0442 Evaporative Emission Control System Leak Detected (Small Leak) P0443 Evaporative Emission Control System Canister Purge Valve Circuit Malfunction P0446 Evaporative Emission Control System Excessive Fuel Tank Vacuum P0452 FTP Sensor Circuit Low Voltage Detected P0453 FTP Sensor Circuit High Voltage Detected P0455 Evaporative Emission Control System Leak Detected (No Purge Flow or Large Leak) P0500 Vehicle Speed Sensor Malfunction P0501 Vehicle Speed Sensor Range/Performance P0503 Vehicle Speed Sensor Intermittent P0505 Vehicle Speed Sensor Intermittent P0603 Powertrain Control Module KAM Test Error P0605 Powertrain Control Module Read Only Memory Error P0703 Brake Switch Circuit Input Malfunction P0704 Clutch Pedal Position Switch Malfunction P0705 Digital Transmission Range Circuit Failure

JE/60

HM/7

HE/20 HM/7

HE/70 HE/20 HM/7

HM/1

HM/75 HM/75 HM/75 HM/75 -

HM/75 HM/75 HM/75 HM/75 HF/1

HF/1

HX/1

HX/7

HX/6

HX/13

HX/22 HX/28 -

HX/22 HX/28 HX/39

QB/1

KE/2 -

DP/1 DP/1 DP/20 -

Replace PCM

TA/1 (1)

FD/3 TA/1 -

(1)

P0707

Digital Transmission Range Sensor/Transmission Range Sensor Circuit Low Voltage P0708 Digital Transmission Range Sensor/Transmission Range Sensor Circuit High Voltage

Replace PCM

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(1)

P0731

Transmission Fluid Temperature Sensor Circuit Grounded Transmission Fluid Temperature Sensor Circuit Open Insufficient Input From Turbine Shaft Speed Sensor Insufficient Input From Output Shaft Speed Sensor Noise Interference On Output Shaft Speed Sensor Signal 1st Gear Error

(1)

P0732

2nd Gear Error

(1)

P0733

3rd Gear Error

(1)

P0734

4th Gear Error

(1)

P0735

5th Gear Error

(1)

P0741

Torque Converter Clutch Slippage

(1)

P0712 P0713 P0715 P0720 P0721

P0743 Torque Converter Clutch Solenoid Circuit Failure P0750 Shift Solenoid 1 Circuit Failure P0751

Shift Solenoid 1 Functional Failure

(1)

P0755

Shift Solenoid 2 Circuit Failure

(1)

P0756

Shift Solenoid 2 Functional Failure

(1)

P0760

Shift Solenoid 3 Circuit Failure

(1)

P0761

Shift Solenoid 3 Functional Failure

(1)

P0765

Shift Solenoid 4 Circuit Failure

(1)

P1000

Monitor Testing Not Complete

(2)

P1001

KOER Not Able To Complete, KOER Aborted Mass Air Flow Sensor Intermittent Mass Air Flow Sensor Out Of Self-Test Range Intake Air Temperature Sensor Intermittent Engine Coolant Temperature Sensor Out Of Self-Test Range Engine Coolant Temperature Sensor Intermittent Throttle Position Sensor Out Of Range Low (RATCH Too Low) Throttle Position Sensor Inconsistent With MAF Sensor

QA/1

DC/2

DC/1

DC/3 -

DA/1

DA/90 -

DA/90

DH/3

DH/15

P1100 P1101 P1112 P1116 P1117 P1120 P1121

QC/1

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P1124 P1125 P1127 P1128 P1129 P1130 P1131 P1132 P1137 P1138 P1150 P1151 P1152 P1157 P1158 P1220 P1224 P1260 P1270 P1285 P1288 P1289 P1290 P1299

Throttle Position Sensor Out Of Self-Test Range Throttle Position Sensor Intermittent Exhaust Not Warm Enough, Downstream Sensor Not Tested Upstream Oxygen Sensors Swapped From Bank To Bank (HO2S-11-21) Downstream Oxygen Sensors Swapped From Bank To Bank (HO2S-12-22) Lack Of HO2S-11 Switch, Fuel Trim At Limit Lack Of HO2S-11 Switch, Sensor Indicates Lean Lack Of HO2S-11 Switch, Sensor Indicates Rich Lack Of HO2S-12 Switch, Sensor Indicates Lean Lack Of HO2S-12 Switch, Sensor Indicates Rich Lack Of HO2S-21 Switch, Fuel Trim At Limit Lack Of HO2S-21 Switch, Sensor Indicates Lean Lack Of HO2S-21 Switch, Sensor Indicates Rich Lack Of HO2S-22 Switch, Sensor Indicates Lean Lack Of HO2S-22 Switch, Sensor Indicates Rich Series Throttle Control System Malfunction Throttle Position Sensor B Voltage Out Of Range Theft Detected - Vehicle Immobilized Engine RPM/Vehicle Speed Limiter Cylinder Head Over Temperature Sensed Cylinder Head Temperature Sensor Circuit Out Of Self-Test Range Cylinder Head Temperature Sensor Circuit High Input Cylinder Head Temperature Sensor Circuit Low Input Cylinder Head Over Temperature Protection Active

DH/1

H/100

DH/20 -

H/110

H/40

H/80

H/40

H/80

HT/20 HT/40

DL/1

QD/1 ND/1 DL/30 -

DL/10

DL/90

DL/20

DL/90

DL/100

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P1309 P1390 P1400 P1401 P1405 P1406 P1408 P1409 P1411 P1413 P1414 P1442 P1443 P1444 P1445 P1450 P1451 P1452 P1455 P1460 P1464 P1500 P1501 P1504 P1505 P1506 P1507

Misfire Monitor Disabled Octane Adjust DPF EGR Sensor Circuit Low Voltage Detected DPF EGR Sensor Circuit High Voltage Detected DPF EGR Sensor Upstream Hose Off Or Plugged DPF EGR Sensor Downstream Hose Off Or Plugged EGR Flow Out Of Self-Test Range EGR Vacuum Regulator Solenoid Circuit Malfunction Secondary Air Injection System Downstream Flow Secondary Air Injection System Monitor Circuit Low Secondary Air Injection System Monitor Circuit High Evaporative Emission Control System Leak Detected (Small Leak) Very Small Or No Purge Flow Condition Purge Flow Sensor Circuit Low Input Purge Flow Sensor Circuit High Input Evaporative Emission Control System Excessive Fuel Tank Vacuum Evaporative Emission Control System Canister Vent Solenoid Circuit Malfunction Evaporative Emission Control System Unable To Bleed Up Fuel Tank Vacuum Evaporative Emission Control System Detected Large Leak Or No Purge Flow Wide Open Throttle A/C Cutout Primary Circuit Malfunction A/C Demand Out Of Self-Test Range Vehicle Speed Sensor Intermittent Vehicle Speed Sensor Out Of Self Test Range Idle Air Control Circuit Malfunction Idle Air Control System Reached Idle Air Trim Limit Idle Air Control Overspeed Error Idle Air Control Underspeed Error

FG/1 HE/1

HE/1

HD/40 HE/1

HE/10

HE/50

HE/60

HE/110

HE/71 HE/110

HE/120

HM/40

HM/18

HM/25

HX/1

HW/6 HW/27 HW/33 HX/56

HX/65

HX/56

HX/40

KM/1

KM/30

KM/19 -

KM/19 DP/15

DP/25 -

KE/2 KE/25

KE/20 KE/2

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P1512

HU/15

HU/15 HU/15 HU/15

HU/15

HU/15 HU/15 HU/15

HU/15

HU/65

QB/1 FF/1

FF/1

P1703 Brake Switch Out Of Self-Test Range P1704 Digital Transmission Range Sensor Failure

FD/2

FD/1

(1)

P1705 Digital Transmission Range Not In PARK Or NEUTRAL P1709 Park/Neutral Position Switch Out Of SelfTest Range P1710 Transmission Fluid Temperature Sensor In Range Malfunction P1711 Transmission Fluid Temperature Out Of Range P1713 Transmission Fluid Temperature Sensor Circuit Open P1714 Shift Solenoid 1 Malfunction

(1)

TA/1

(1)

P1513 P1516 P1517 P1518 P1519 P1520 P1537 P1538 P1549 P1605 P1650 P1651 P1701

Intake Manifold Runner Control Malfunction (Stuck Closed) Intake Manifold Runner Control Malfunction (Stuck Closed) Intake Manifold Runner Control Input Error Intake Manifold Runner Control Input Error Intake Manifold Runner Control Malfunction (Stuck Open) Intake Manifold Runner Control Malfunction (Stuck Closed) Intake Manifold Runner Control Circuit Malfunction Intake Manifold Runner Control Malfunction (Stuck Open) Intake Manifold Runner Control Malfunction (Stuck Open) Intake Manifold Communication Control Circuit Malfunction Keep Alive Memory Test Failure Power Steering Pressure Switch Malfunction Power Steering Pressure Switch Signal Malfunction Reverse Engagement Error

(1)

P1715

Shift Solenoid 2 Malfunction

(1)

P1716

Shift Solenoid 3 Malfunction

(1)

P1717

Shift Solenoid 4 Malfunction

(1)

P1719

Insufficient Input From Overdrive Drum Speed Sensor

(1)

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1997 Ford Explorer ENGINE PERFORMANCE Self-Diagnostics - EEC-V - 4.0L

P1728

Transmission Slippage Error

(1)

P1729 P1740

4x4L Switch Malfunction Torque Converter Clutch Malfunction

TG/1

P1741

Excessive Torque Converter Clutch Engagement Error Excessive Torque Converter Clutch Slippage Shorted Powertrain Control Module Output Driver Electronic Pressure Control Solenoid Circuit Failure Shift Solenoid 3/Shift Solenoid 4/Overdrive Band Failure Torque Converter Clutch Solenoid Circuit Failure Transmission Control Switch Out Of SelfTest Range 4x4L Switch Out Of Self-Test Range Transmission Fluid Temperature Exceeded

(1)

TB/1

TG/1 -

(1)

U1020 Module Communication Network Failure

(3)

U1039 Module Communication Network Failure

(3)

U1051 Module Communication Network Failure

(3)

U1135 Module Communication Network Failure

(3)

U1451 Module Communication Network Failure

(3)

P1744 P1746 P1747 P1762 P1767 P1780 P1781 P1783

(1)

Transmission/transaxle fault is indicated. See appropriate AUTOMATIC TRANSMISSION article.

(2)

DTC P1000 indicates that OBD-II drive cycle has not been completed. Disregard this DTC in KOEO and KOER self-test and continue as directed. (3) Module communication network failure is indicated. See appropriate MODULE COMMUNICATION NETWORK article in ACCESSORIES & EQUIPMENT.

CIRCUIT TESTS NOTE:

A breakout box, connected to vehicle harness at PCM, is necessary to perform most circuit tests. References to Test Pin No. found in CIRCUIT TEST steps refer to test terminals on manufacturer's breakout box. Circuit diagrams at beginning of each test identify circuit and wire colors.

HOW TO USE CIRCUIT TESTS 1) Ensure all non-EEC related faults found while performing steps in BASIC TESTING - 4.0L article have been corrected. Follow each test step in order until fault is found. DO NOT replace any part unless Helpmelearn February-12-08 7:09:04 PM

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directed to do so. 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 PCM. 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 or as specified in CIRCUIT TESTS. 3) DO NOT measure voltage or resistance at PCM. DO NOT connect any test light unless specified in testing procedure. All measurements are made by probing rear of connector (wiring harness side). 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-V 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. NOTE:

In following tests, circuit diagrams and illustrations are courtesy of Ford Motor Co.

CIRCUIT TEST A - NO START VEHICLE WILL NOT START 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: z z z z

Ignition Control Module (ICM). Powertrain Control Module (PCM). Spark (PCM-controlled). Wiring harness circuits (PIP, IGN GND and VPWR).

To prevent replacement of good components, be aware the following non-EEC related areas and components may be cause of problem: z z z z z z

Fuel quality and quantity. Ignition (general condition). Engine mechanical components. Starter and battery circuits. Crankshaft Position (CKP) sensor. Ignition Control Module (ICM).

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Coil packs.

Fig. 16: Ignition System Test Circuits 1)Starting System Check Ensure Inertia Fuel Shutoff (IFS) switch is closed (button pushed in). Try to Helpmelearn February-12-08 7:09:04 PM

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start engine. If engine does not crank, check vehicle starting and charging systems. If engine cranks, go to next step. 2) Attempt to start engine. If engine now starts, go to CIRCUIT TEST Z , step 50). If engine does not start, go to next step. 3)Check VREF At TP Sensor Turn ignition off. Disconnect TP sensor. Measure voltage between terminal VREF and SIG RTN at TP sensor wiring harness connector. See Fig. 18 . If voltage is 4-6 volts, go to step 6). If resistance not 4-6 volts, go to CIRCUIT TEST C . 4)Check Flash EPROM (FEPS) Circuit For Short To Power With ignition on, measure voltage between negative battery terminal and DLC terminal No. 13. See Fig. 1 . If voltage is less than 9 volts, go to next step. If voltage is 9 volts or more, repair circuit for a short to power and repeat quick test. 5)Check For Spark At Plugs Disconnect any spark plug wire. Connect spark tester between spark plug wire and ground. Connect Spark Plug Firing Indicator (D89P-6666-A). Crank engine while checking for spark. If spark is okay go to next step. If spark is not okay, go to CIRCUIT TEST JD , step 1). 6)Check Fuel Pressure Turn ignition off. Release fuel pressure. Install fuel pressure gauge. With scan tester connected, turn ignition on. Using scan tester, access OUTPUT TEST MODE and operate fuel pump to obtain maximum fuel pressure. For fuel pressure specifications, see FUEL PRESSURE SPECIFICATIONS article. If fuel pressure is as specified, go to next step. If fuel pressure is not as specified, go to CIRCUIT TEST HC , step 1). 7)Check Fuel Pressure Leakdown Leave fuel pressure gauge installed and ignition on. Turn ignition on. Using scan tester, access OUTPUT TEST MODE and operate fuel pump to obtain maximum fuel pressure. Exit OUTPUT TEST MODE and turn ignition off. If fuel pressure remains within 5 psi of maximum pressure for one minute after turning ignition off, go to next step. If fuel pressure does not remain as specified, go to CIRCUIT TEST HC , step 1). NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 7) to step 17). NGV test procedures have been omitted.

17)Check PCM Driver To Coils Turn ignition off. Connect 12-volt test light between B+ and coil driver circuit. Crank engine while observing test light. Repeat procedure for each coil driver. Test light should blink brightly, once for each engine revolution. If test light blinks as specified, replace PCM and repeat QUICK TEST . If test light does not blink as specified, go to CIRCUIT TEST JD , step 4). NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 17) to step 20). No test procedures have been omitted.

20)Identify Type Of No-Start Attempt to start engine. If engine now starts, go to CIRCUIT TEST Z , step 50). If engine does not start, go to next step. NOTE:

Ensure fuel pump inertia switch is closed (button pushed in).

21)Starting System Check Try to start engine. If engine cranks, go to next step. If engine does not crank, check vehicle starting and charging systems. 22)Check VREF At TP Sensor Turn ignition off. Disconnect TP sensor. Measure resistance between terminal VREF and SIG RTN at TP sensor wiring harness connector. If resistance is 4-6 volts, go to next Helpmelearn February-12-08 7:09:04 PM

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step. If resistance is not 4-6 volts, go to CIRCUIT TEST C . 23)Check For Spark At Plugs Disconnect any spark plug wire. Connect spark tester between spark plug wire and ground. Crank engine while checking for spark. If spark is okay, go to step 33). If spark is not okay, go to next step. 24)Check For Spark At Coil Disconnect coil secondary wire from distributor. Connect spark tester between wire and ground. Crank engine while checking for spark. If spark is not okay, go to next step. If spark is okay, go to CIRCUIT TEST JB , step 1). 25)Check Resistance Of IGN GND Circuit Ensure ignition is turned off. Disconnect Camshaft Position (CMP) sensor. Disconnect PCM 104-pin connector and inspect for damage. Repair as necessary. Install Breakout Box (014-00950) leaving PCM disconnected. Install EI Diagnostic Harness (007-00059) to breakout box. Connect B- to negative battery terminal. Connect ICM tee and CMP tee in-line with wiring harness. Ensure PIP OPEN/NORMAL/SPOUT OPEN switch or diagnostic is in NORMAL position. Install DI overlay. Measure resistance between test pin No. 23 and 35 (IGN GND) 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 repeat QUICK TEST . 26) Reconnect CMP sensor. Connect PCM to breakout box. Turn breakout box timing switch to DIST position. Try to start engine. If engine starts, go to step 31). If engine does not start, go to next step. 27)Check SPOUT Signal Ensure ignition is off. While cranking engine, measure AC voltage between test pin No. 50 (SPOUT) and negative battery terminal. If voltage is 3-6 volts, go to CIRCUIT TEST JD . If voltage is not 3-6 volts, place timing switch in COMPUTED position and go to next step. 28)Check PIP & SPOUT Circuit For Short To Power Turn ignition off. Disconnect CMP, ICM and PCM. Turn ignition on. Measure voltage between test pin No. 49 (PIP) and negative battery terminal. Measure voltage between test pin No. 50 (SPOUT) and negative battery terminal. If voltage is less than 10.5 volts, go to next step. If voltage 10.5 volts or more, repair short to power and repeat QUICK TEST . 29)Check PIP & SPOUT Circuit For Short To Ground Turn ignition off. Measure resistance between breakout box test pin No. 49 (PIP) and test pins No. 23, 51, 91 and 103. Measure resistance between breakout box test pin No. 50 (SPOUT) and test pins No. 23, 51, 91 and 103. If resistance each is greater than 10,000 ohms, go to next step. If resistance is 10,000 ohms or less, repair short circuit and repeat QUICK TEST . If vehicle will not start, go to next step. 30)Isolate Shorts In PCM Ensure ignition is off. Connect PCM to breakout box. Measure resistance between breakout box test pin No. 49 (PIP) and test pins No. 71 and 97 for short to power. Measure resistance between breakout box test pin No. 49 (PIP) and test pins No. 51 and 103 for short to ground. Measure resistance between breakout box test pin No. 50 (SPOUT) and test pins No. 71 and 97 for short to power. Measure resistance between breakout box test pin No. 49 (PIP) and test pins No. 51 and 103 for short to ground. If resistance each is greater than 10,000 ohms, go to next step. If resistance is 10,000 ohms or less, replace PCM and repeat QUICK TEST . 31)Check PIP Signal Ensure ignition is off and PCM is connected to breakout box. While cranking engine, measure voltage between test pin No. 49 and test pins No. 51 and 103. If voltage is 3-7 volts, replace PCM and repeat QUICK TEST . If voltage is not 3-7 volts, go to next step. 32)Check Resistance Of PIP Circuit Ensure ignition is off. Disconnect PCM from breakout box. Disconnect CMP and ICM. Measure resistance between breakout box test pin No. 49 and EI Diagnostic Harness test pins No. 15 and 34. If resistance is less than 5 ohms, reconnect all components and go to Helpmelearn February-12-08 7:09:04 PM

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CIRCUIT TEST JB . If resistance is 5 ohms or more, repair open circuit and repeat QUICK TEST . 33)Check SPOUT Signal Ensure ignition is off. Connect PCM to breakout box. Ensure breakout box timing switch is in COMPUTED position. While cranking engine, measure voltage between test pin No. 50 and test pins No. 51 and 103. If voltage is 3-6 volts, go to next step. If voltage is not 3-6 volts, go to step 28). 34)Check Fuel Pressure Turn ignition off. Release fuel pressure. Install fuel pressure gauge. With scan tester connected, turn ignition on. Using scan tester, access OUTPUT TEST MODE and operate fuel pump to obtain maximum fuel pressure. For fuel pressure specifications, see FUEL PRESSURE SPECIFICATIONS article. If fuel pressure is as specified, go to next step. If fuel pressure is not as specified, go to CIRCUIT TEST HC , step 1). 35)Check Fuel Pressure Leakdown Leave fuel pressure gauge installed and ignition on. Turn ignition on. Using scan tester, access OUTPUT TEST MODE and operate fuel pump to obtain maximum fuel pressure. Exit OUTPUT TEST MODE and turn ignition off. If fuel pressure remains within 5 psi of maximum pressure for one minute after turning ignition off, fuel system is okay and testing is complete. If fuel pressure does not remain as specified, go to CIRCUIT TEST HC , step 1). CIRCUIT TEST B - EEC-V POWER RELAY This circuit test is only intended to diagnose the following components and circuits: z z z

Vehicle wiring harness circuits (VPWR, IGNITION START/RUN, B+ and Ground). EEC-V power relay. Powertrain Control Module (PCM).

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between VPWR terminal of IAC solenoid connector and VPWR terminal of EEC-V power relay. If resistance is less than 5 ohms, reconnect IAC solenoid and go to next step. If resistance is 5 ohms more, repair open in VPWR circuit between EEC-V power relay and IAC solenoid. 2)Check Voltage To EEC-V Power Relay Leave ignition off and EEC-V power relay disconnected. Connect DVOM negative lead to negative battery terminal. Measure voltage at B+ terminal of EEC-V power relay connector. Turn ignition on. Measure voltage at IGN START/RUN. If voltage is less than 10.5 volts, repair open circuit and repeat QUICK TEST . If voltage is more than 10.5 volts, replace EECV power relay and repeat QUICK TEST. 3)Check Ground Circuit To EEC-V Power Relay Leave ignition off and EEC-V power relay disconnected. Measure voltage between Ground terminal and B+ terminal of EEC-V power relay. If resistance is more than 10.5 volts, replace EEC-V power relay. If resistance is 10.5 volts or less, repair open in Ground circuit and repeat QUICK TEST . CIRCUIT TEST C - REFERENCE VOLTAGE Diagnostic Aids

SIG RTN is a dedicated ground used by most EEC-V system sensors. VREF is a 5-volt reference voltage that is continuously output by PCM. This consistent voltage signal is used on all 3-wire sensors. This circuit test is only intended to diagnose the following components and circuits: z z z

A/C Pressure sensor, DPFE sensor and TP sensor. Vehicle wiring harness circuits (SIG RTN and VREF). Powertrain Control Module (PCM).

Fig. 18: Reference Voltage Circuits & Connector Terminals Diagnostic Aids

If VREF voltage is more than 6 volts, go to step 35). If voltage is less than 6 volts, go to step 1). 1)Check Battery Voltage Turn ignition on. Measure voltage between battery terminals. If battery voltage is more than 10.5 volts, go to next step. If voltage is 10.5 volts or less, recharge or replace battery as Helpmelearn February-12-08 7:09:04 PM

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necessary. 2)Check SIG RTN Circuit Disconnect suspect sensor wiring harness connector. Measure voltage between SIG RTN terminal of suspect sensor and positive battery terminal. If voltage measurement is more than 10.5 volts and within one volt of battery voltage, go to next step. If voltage is less than 10.5 volts, go to step 25). 3)Check Scan Tool Ability To Access Parameter Identification (PID) PID is area of PCM Random Access Memory (RAM) that holds operating information for input and output data. If scan tool is able to access ECT PID, go to step 20). If scan tool is unable to access ECT PID, go to next step. 4)Check VPWR To Idle Air Control (IAC) Solenoid Turn ignition off. Disconnect TP sensor wiring harness connector. Disconnect IAC solenoid. Turn ignition on. Measure voltage between VPWR terminal (Red wire) at IAC 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, reconnect wiring harness connector and go to CIRCUIT TEST B .

Fig. 19: IAC Wiring Harness Connector Terminals 5)Check For Shorted DPFE Or EGR Valve Position (EVP) Sensor Disconnect TP wiring harness connector. Disconnect DPFE sensor. Turn ignition on. Measure voltage between TP sensor wiring harness connector SIG RTN terminal and VREF terminal. If voltage measurement is 4-6 volts, replace DPFE or EVP sensor and repeat QUICK TEST . If voltage measurement is not 4-6 volts, proceed as follows: z For models with Fuel Tank Pressure (FTP) sensor, go to next step. z For models with A/C Pressure (ACP) sensor, go to step 7). z For models with Power Steering Pressure (PSP) sensor, go to step 9). z For models with Fuel Rail Pressure (FRP) sensor, go to step 10) . z For all other vehicles, go to step 15). Helpmelearn February-12-08 7:09:04 PM

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6)Check For Shorted Fuel Tank Pressure (FTP) Sensor Leave DPFE and TP sensor disconnected. Disconnect FTP sensor. Turn ignition on. Measure voltage between TP sensor wiring harness connector SIG RTN terminal and VREF terminal. If voltage measurement is 4-6 volts, replace FTP sensor and repeat QUICK TEST . If voltage measurement is not 4-6 volts, proceed as follows: z For models with A/C Pressure (ACP) sensor, go to next step. z For all other vehicles, go to step 15). 7)Check For Shorted AC Pressure (ACP) Sensor) Leave DPFE and TP sensor disconnected. Disconnect ACP sensor. Turn ignition on. Measure voltage between TP sensor wiring harness connector SIG RTN terminal and VREF terminal. If voltage measurement is 4-6 volts, replace ACP sensor and repeat QUICK TEST . If voltage measurement is not 4-6 volts, proceed as follows: z For models with Traction Assist, go to next step. z For models without Traction Assist, go to step 15). 8)Check For Shorted TP-B Sensor Disconnect Throttle Position sensor B (TP-B). Leave ACP, DPFE and TP sensor disconnected. Turn ignition on. Measure voltage between TP sensor wiring harness connector SIG RTN terminal and VREF terminal. If voltage measurement is 4-6 volts, replace TP-B sensor and repeat QUICK TEST . If voltage measurement is not 4-6 volts, go to step 15). 9)Check For Shorted Power Steering Pressure (PSP) Sensor Leave DPFE and TP sensor disconnected. Disconnect PSP sensor. Turn ignition on. Measure voltage between TP sensor wiring harness connector SIG RTN terminal and VREF terminal. If voltage measurement is 4-6 volts, replace PSP sensor and repeat QUICK TEST . If voltage measurement is not 4-6 volts, go to step 15). 10)Check For Shorted Fuel Rail Pressure (FRP) Sensor Leave DPFE and TP sensor disconnected. Disconnect FPR sensor. Turn ignition on. Measure voltage between TP sensor wiring harness connector SIG RTN terminal and VREF terminal. If voltage measurement is 4-6 volts, replace FPR sensor and repeat QUICK TEST . If voltage measurement is not 4-6 volts, go to step 15). NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 10) to step 13). No test procedures have been omitted.

13)Check For Shorted EGR Valve Position (EGRP) Sensor Leave TP sensor disconnected. Disconnect EGRP sensor. Turn ignition on. Measure voltage between TP sensor wiring harness connector SIG RTN terminal and VREF terminal. If voltage measurement is 4-6 volts, replace EGRP sensor and repeat QUICK TEST . If voltage measurement is not 4-6 volts, go to next step. 14)Check For Shorted EGR Boost (EGRB) Sensor Leave EGRP and TP sensor disconnected. Disconnect EGRB sensor. Turn ignition on. Measure voltage between TP sensor wiring harness connector SIG RTN terminal and VREF terminal. If voltage measurement is 4-6 volts, replace EGRB sensor and repeat QUICK TEST . If voltage measurement is not 4-6 volts, go to next step. 15)Check VPWR To PCM Turn ignition off. Leave all previously disconnected sensors disconnected. Disconnect PCM 104-pin connector. Inspect connector for damage and repair as necessary. Install Breakout Box (014-00950) leaving PCM disconnected. Turn ignition on. Measure voltage between test pins No. 71 (VPWR) and 77 (PWR GND). If voltage is 10.5 volts or more, go to next step. If voltage is less than 10.5 volts, repair open in VPWR circuit between IAC splice and PCM. 16)Check VREF Circuit For Short To Ground Or SIG RTN Turn ignition off. Leave all previously disconnected sensors disconnected. Disconnect scan tester from DLC (if applicable). Measure resistance between test pin No. 90 (VREF) and test pins No. 51 and 103 (PWR GND), and 91 (SIG RTN). If any Helpmelearn February-12-08 7:09:04 PM

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resistance is less than 10,000 ohms, repair VREF short to ground and repeat QUICK TEST . If resistance is 10,000 ohms or more, replace PCM and repeat QUICK TEST. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 16) to step 20). No test procedures have been omitted.

20)Check VREF Resistance To PCM Turn ignition off. Ensure sensor with failed VREF circuit is disconnected. Disconnect PCM 104-pin connector. Inspect connector for damage and repair as necessary. Install Breakout Box (014-00950) leaving PCM disconnected. Measure resistance between test pin No. 90 (VREF) and VREF terminal at suspect sensor wiring harness connector. If resistance is less than 5 ohms, replace PCM and repeat QUICK TEST . If resistance is 5 ohms or more, repair open in VREF and repeat QUICK TEST. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 20) to step 25). No test procedures have been omitted.

25)Check Scan Tool Ability To Access Parameter Identification (PID) If scan tool is able to access ECT PID, go to next step. If scan tool is unable to access ECT PID, go to step 28). 26)Check KOEO DTCs If KOEO DTCs are present for 2 or more sensors connected to SIG RTN circuit, go to next step. If KOEO DTCs are not as specified, repair open in SIG RTN to sensor where VREF circuit failed. 27)Check SIG RTN Circuit Resistance To PCM Turn ignition off. Disconnect scan tester from DLC. Disconnect sensor where VREF circuit failed. Disconnect PCM 104-pin connector. Inspect connector for damage and repair as necessary. Install Breakout Box (014-00950) leaving PCM disconnected. Measure resistance between test pin No. 91 (SIG RTN) and SIG RTN terminal of suspect sensor wiring harness connector. If resistance is less than 5 ohms, reconnect sensor and go to next step. If resistance is 5 ohms or more, repair open in SIG RTN circuit and repeat QUICK TEST . 28)Check PCM PWR GND Circuits Turn ignition off. Leave scan tester disconnected. Measure resistance between negative battery terminal and test pins No. 51, 77 and 103 (PWR GND). 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 . 29)Check Ground Circuits In PCM Leave ignition off and scan tester disconnected. Connect PCM to breakout box. Measure resistance between test pin No. 91 (SIG RTN) and test pins No. 51, 77 and 103 (PWR GND). If each resistance is less than 5 ohms, PWR GND and SIG RTN circuits are okay. Return to step 25) to verify results. If any resistance is 5 ohms or more, replace PCM and repeat QUICK TEST . NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 29) to step 35). No test procedures have been omitted.

35)Check VREF Circuit For Short To Power Turn ignition off. Ensure sensor with failed VREF circuit is disconnected. Leave all components connected to VREF circuit disconnected. See Fig. 20 . Disconnect PCM. Turn ignition on. Measure voltage between VREF terminal at TP sensor wiring harness connector and negative battery terminal. If voltage is less than 0.5 volt, replace PCM and repeat QUICK TEST . If voltage is 0.5 volt or more, repair VREF circuit for a short to power and repeat QUICK TEST. Helpmelearn February-12-08 7:09:04 PM

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Fig. 20: Components Connected To VREF Circuit CIRCUIT TEST DA - TEMPERATURE SENSOR TEST (IAT & 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 IAT sensor. Engine coolant temperature must be more than 50°F (10°C) to pass KOEO SELF-TEST and more 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 percent due to sensor and VREF variations. This circuit test is intended to diagnose the following components and circuits: z z z z

Intake Air Temperature (IAT) sensor. Engine Coolant Temperature (ECT) sensor. Wiring harness circuits (IAT, ECT and SIG RTN). Powertrain Control Module (PCM).

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To prevent replacing good components, ensure the following non-EEC areas or components are not cause of problem: z z z z z z z

Coolant level low. Cooling system, water pump or fan. Engine operating temperature. Engine oil level low. Thermostat. Air cleaner duct. Ambient temperature.

Fig. 21: Throttle Position (TP) Sensor Connector Terminals

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Fig. 22: Temperature Sensor Circuits & Connector Terminals 1)DTC P1116 This trouble code indicates sensor is out of self-test range. Correct range for measurement is .3-3.7 volts. Check for following possible causes: z Low coolant level. z Faulty harness connector. z Faulty sensor. Start engine and run until engine is at normal operating temperature. If vehicle cannot be started, go to step 3). Ensure upper radiator hose is hot and pressurized. Repeat QUICK TEST . If DTC P1116 is present, go to next step. If DTC P1116 is not present, fault is intermittent and cannot be duplicated at this time. testing is complete. 2)Check VREF Circuit Voltage At TP Sensor Turn ignition off. Disconnect Throttle Position (TP) sensor. Turn ignition on. Measure voltage at TP sensor wiring harness connector between VREF and SIG RTN terminal. See Fig. 18 . If voltage is 4-6 volts, reconnect TP sensor and go to step 3). If voltage is not 4-6 volts, go to CIRCUIT TEST C . 3)Check Temperature Sensor Resistance (KOEO) Turn ignition off. Disconnect suspect sensor. Measure resistance between signal circuit (ECT or IAT) terminal and SIG RTN terminal at sensor wiring harness connector. See ACT & ECT SENSOR SPECIFICATIONS table. If resistance is not within specification, replace suspected sensor and repeat QUICK TEST . If resistance is within specification, perform following step as applicable: z For diagnosing vehicles with ECT sensor related fault and a no-start condition, DO NOT service DTC P1116 at this time. Repair no-start condition and repeat QUICK TEST . z For diagnosing vehicles without a no-start condition, go to next step. 4)Check Temperature Sensor Resistance (KOER) Warm engine to normal operating temperature. Turn ignition off. Disconnect suspect sensor. Start engine and operate at 2000 RPM for 2 minutes. Measure resistance between signal circuit (ECT or IAT) terminal and SIG RTN terminal at sensor wiring harness Helpmelearn February-12-08 7:09:04 PM

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connector. See ACT & ECT SENSOR SPECIFICATIONS table. If resistance is within specification, replace PCM, and repeat QUICK TEST . If sensor is not within specification replace sensor, and repeat QUICK TEST. ACT & ECT SENSOR SPECIFICATIONS (1)

Temperature °F (°C) 50 (10) 68 (20) 86 (30) 104 (40) 122 (50) 140 (60) 158 (70) 176 (80) 194 (90) 212 (100) (1) Values may vary by 15 percent. NOTE:

Volts 3.51 3.07 2.60 2.13 1.70 1.33 1.02 0.78 0.60 0.46

(1)

Ohms 58,750 27,300 24,270 16,150 10,970 7700 5370 3840 2800 2070

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)DTC P0118 Or P0113: Induce Opposite DTC (117 Or 112) DTC P0118 (ECT) or P0113 (IAT) indicate corresponding sensor signal is more than self-test maximum. Maximum signal voltage for ECT and IAT sensor is 4.6 volts. Possible causes for excess voltage signals are: z Open circuit in wiring harness (IAT or ECT). z Faulty connection. z Faulty sensor. z Faulty PCM. Turn ignition off. Disconnect suspect temperature sensor. Connect a jumper wire between signal circuit (ECT or IAT) terminal and SIG RTN terminal at sensor wiring harness connector. With scan tester installed, turn ignition on. NOTE:

If communication link error is displayed, remove jumper wire and go to step 12).

Access ECT V or IAT V PID. If the PID is less than 0.2 volt, replace sensor and repeat QUICK TEST . If PID is 0.2 volt or more, remove jumper wire and go to next step. 11)Check Resistance Of Sensor Signal & SIG RTN Circuits Turn ignition off. Ensure suspect temperature sensor is disconnected. Disconnect PCM 104-pin connector. Check for damaged wiring, and repair as necessary. Install Breakout Box (014-00950), leaving PCM disconnected. Measure resistance Helpmelearn February-12-08 7:09:04 PM

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between test pin No. 38 (ECT sensor) or test pin No. 39 (IAT sensor) at breakout box and SIG RTN terminal at sensor wiring harness connector. Also, measure resistance between test pin No. 91 (SIG RTN) and SIG RTN circuit at sensor wiring harness connector. If both readings are less than 5 ohms, replace PCM, and repeat QUICK TEST . If either reading is 5 ohms or more, repair open circuit and repeat QUICK TEST. 12)Check For Sensor Signal Short To VREF Turn ignition off. Ensure suspect temperature sensor is disconnected. Measure resistance between test pin No. 90 (VREF) and test pin No. 38 (ECT sensor) or test pin No. 39 (IAT sensor) at breakout box. If resistance is 10,000 ohms or more, replace PCM and repeat QUICK TEST . If either resistance is less than 10,000 ohms, repair short circuit to VREF and repeat QUICK TEST. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 12) to step 20). No test procedures have been omitted.

20)DTC P0117 Or P0112 DTC P0117 (ECT) or P0112 (IAT) indicates sensor signal is less than self-test minimum. Minimum signal for IAT and ECT sensor is 0.2 volt. Possible causes for this fault are: z Circuit grounded in wiring harness. z Faulty sensor. z Faulty connection. z Faulty PCM. Turn ignition off. Disconnect wiring harness connector from suspect sensor. Check for damaged wiring, and repair as necessary. With scan tester connected, turn ignition on. Using scan tester, access ECT V of IAT V PID. If PID is less than 4.2 volts, go to next step. If PID is 4.2 volts or more, replace sensor and repeat QUICK TEST . 21)Check VREF Circuit Voltage At TP Sensor Turn ignition off. Disconnect TP sensor wiring harness connector. Turn ignition on. Measure voltage between VREF and SIG RTN at TP sensor wiring harness connector. If voltage is 4-6 volts, connect TP sensor and go to next step. If voltage is not 4-6 volts, go to CIRCUIT TEST C . 22)Check Signal Circuit For Short To Ground Turn ignition off. Disconnect suspect sensor. Disconnect PCM 104-pin connector. Check for damaged wiring, and repair as necessary. Install Breakout Box (014-00950), leaving PCM disconnected. Measure resistance between test pin No. 38 (ECT) or No. 39 (IAT) and test pins No. 24, 51 and 91. 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 PCM and repeat QUICK TEST. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 22) to step 90). No test procedures have been omitted.

90)Continuous Memory DTC P0112, P1112, P0113, P0117, P1117 Or P0118: Check Sensor These trouble codes indicate possible intermittent fault. Possible causes for these faults are: z Faulty sensor. z Faulty sensor connector. z Open or grounded circuit in harness. Helpmelearn February-12-08 7:09:04 PM

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Faulty PCM.

With scan tester connected, turn ignition on. Access ECT or IAT PID. While observing PID, tap on sensor to simulate road shock. Wiggle sensor connector. If no change in temperature reading occurs, go to next step. If any change in temperature occurs, isolate fault and repair as necessary. 91)Check EEC-V Wiring Harness While in PID, wiggle and bend small sections of wiring harness working toward PCM. If fault is indicated, isolate fault and repair as necessary. Clear memory, and repeat QUICK TEST . If no fault is found, go to step 92). 92)Inspect PCM & Wiring Harness Connectors Turn ignition off. Disconnect PCM 104-pin connector. Inspect connector for damaged pins, corrosion and loose wires. 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 and testing is complete. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 92) to step 100). No test procedures have been omitted.

100)DTC P0125 These DTCs indicate ECT sensor has not reached normal operating temperature. Possible causes for this fault are: z Insufficient engine warm-up time. z Thermostat leaking or stuck open. z Low coolant. Repair cooling system as necessary. Clear PCM memory, and repeat QUICK TEST . CIRCUIT TEST DC - MASS AIRFLOW (MAF) SENSOR Diagnostic Aids

Perform this test when directed by QUICK TEST. This CIRCUIT TEST is intended to diagnose the following: z z z

MAF sensor. Wiring harness circuits (VPWR, PWR GND, MAF SIG and MAF RTN). Powertrain Control Module (PCM).

To prevent replacement of good components, be aware the following non-EEC related areas may be cause of problem: z z z

Air cleaner element. Inlet air duct. Throttle body.

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Fig. 23: MAF Sensor Extension Circuits & Connector Terminals 1)KOER DTC P1101: Check MAF Sensor Continuous Memory Codes DTC P1101, retrieved during KOER self-test, indicates MAF signal was not 0.34-1.96 volts during self-test. Drive vehicle for 10 minutes and repeat KOEO and Continuous Memory self-test. If any Continuous Memory DTC is present with KOER P1101, proceed as follows: z Continuous Memory DTC P0102, go to step 6). z Continuous Memory DTC P0103, go to step 20). z All other Continuous Memory DTCs, service as necessary. If no Continuous Memory DTCs are present with KOER P1101, go to next step. NOTE:

DTC P1101 may be caused by low battery or by use of a garage exhaust ventilation system. Ensure vehicle is vented to outside atmosphere before repeating QUICK TEST .

2)KOEO/KOER DTC P1101: MAF Output Voltage DTC P1101, retrieved during KOEO or KOER self-test, indicates voltage exceeded.2-volt test range. Possible causes for this fault are: z Air leak before or after MAF sensor. z Faulty or contaminated MAF sensor. z Faulty MAF sensor wiring harness connector. z Open PWR GND or MAF RTN circuit. z Faulty PCM. Turn ignition off. Ensure MAF sensor is connected. Disconnect PCM 104-pin connector and inspect for damage. Repair as necessary. Install Breakout Box (014-00950). Leave PCM connected to breakout box. With scan tester connected, turn ignition on. Measure voltage between test pin No. 88 (MAF SIG) and test pins No. 24 and 103 (PWR GND). If voltage is greater than 0.2 volt, go to step 12). If voltage is 0.2 volt or less, go to step 8). 3)Continuous Memory DTC P1100: Check MAF Circuit Intermittent Voltage Input DTC P1100, Helpmelearn February-12-08 7:09:04 PM

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retrieved from continuous memory indicates voltage went out of range (0.39-3.90 volts) sometime during previous 40 warm-up cycles. Possible causes for this fault are: z Faulty MAF sensor. z Faulty MAF sensor wiring harness circuit or connector. Start engine and allow to idle. If engine does not idle smoothly, repair cause of rough idle condition before continuing. With scan tester connected, raise engine speed to 1500 RPM for 5 seconds, and return to idle. Access MAF PID. While observing PID, tap on sensor to simulate road shock. Wiggle sensor connector. If MAF PID voltage stays within 0.39-3.90 volt range, go to next step. If volt range is not as specified, check MAF sensor and connector. Repair or replace as necessary. 4)Check MAF Sensor Circuit Integrity Turn ignition off. Disconnect PCM 104-pin connector and inspect for damage. Repair as necessary. Install Breakout Box (014-00950). Connect PCM to breakout box. Turn ignition on. Connect voltmeter between test pin No. 36 (MAF RTN) and No. 88 (MAF SIG). While observing voltmeter, wiggle and bend wiring harness between sensor and dash panel. Wiggle and bend wiring harness between dash panel and PCM. If voltage reading goes out of normal range (0.39-3.90 volts), isolate fault and repair as necessary. Reset KAM and repeat QUICK TEST . If voltage does not go out of normal range, fault cannot be duplicated or identified at this time. Go to CIRCUIT TEST Z . NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 4) to step 6). No test procedures have been omitted.

6)Continuous Memory & KOER DTC P0102: Check MAF Low Input Signal To PCM DTC P0102 indicates MAF signal was less than 0.39 volt sometime during normal engine operation. Possible causes for this fault are: z Open or closed MAF circuit. z Open circuit (MAF, MAF RTN, PWR GND, or VPWR). z MAF circuit shorted to ground. z Air leak before or after MAF sensor. z Faulty MAF sensor or connector. z Faulty TP system. z Faulty PCM. Ensure air induction system is okay. Repair if necessary. Start engine and allow to idle. If engine does not idle smoothly, repair cause of rough idle condition before continuing. With scan tester connected, raise engine speed to 1500 RPM and return to idle. Access MAF PID. If MAF PID is less than 0.39 volt, go to next step. If MAF PID is 0.6-1.0 volts, go to step 15). For all other MAF PID readings, go to step 2). 7)Check VPWR Circuit Voltage Turn ignition off. Disconnect MAF sensor. Turn ignition on. Measure voltage between VPWR terminal of MAF sensor 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 in VPWR circuit. 8)Check Resistance Of VPWR Circuit Turn ignition off. Leave MAF sensor disconnected. Disconnect PCM 104-pin connector and inspect for damage. Repair as necessary. Install Breakout Box (014-00950), Helpmelearn February-12-08 7:09:05 PM

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leaving PCM disconnected. Measure resistance between VPWR terminal of MAF sensor wiring harness connector and test pins No. 71 and 97 (VPWR) at breakout box. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open in VPWR circuit and repeat QUICK TEST . 9)Check MAF Circuit For Short To Ground & MAF RTN Circuit Leave ignition off and MAF disconnected. Ensure PCM is disconnected. Disconnect scan tester from DLC (if applicable). Measure resistance between test pin No. 88 (MAF SIG) and test pins No. 36 (MAF RTN), 51 and 103 (PWR GND) at breakout box. If resistance is 10,000 ohms or more, reconnect scan tester and go to next step. If resistance is less than 10,000 ohms, repair circuit short to ground and repeat QUICK TEST . 10)Check MAF RTN Circuit For Short To PWR GND Circuit Leave ignition off, PCM and MAF disconnected. Disconnect scan tester from DLC (if applicable). Measure resistance between test pin No. 36 (MAF SIG) and test pins No. 51 and 103 (PWR GND) at breakout box. If resistance is 10,000 ohms or more, reconnect scan tester and go to next step. If resistance is less than 10,000 ohms, repair circuit short to ground and repeat QUICK TEST . 11)Check Resistance Of MAF SIG Circuit Leave ignition off, PCM and MAF disconnected. Measure resistance between MAF terminal of MAF sensor wiring harness connector and test pin No. 88 (MAF SIG) at breakout box. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open circuit in MAF SIG circuit and repeat QUICK TEST . 12)Check PWR GND Circuit To MAF Sensor Leave ignition off and MAF disconnected. Connect PCM to breakout box. Turn ignition on. Measure voltage between VPWR and PWR GND terminal of MAF sensor wiring harness connector. If voltage is less than 10.5 volts, go to next step. If voltage is 10.5 volts or more, go to step 14). 13)Check PWR GND Circuit Resistance Leave ignition off and MAF sensor disconnected. Disconnect PCM from breakout box. Disconnect scan tester from DLC (if applicable). Measure resistance between PWR GND terminal of MAF sensor wiring harness connector and negative battery terminal. If resistance is less than 10 ohms, go to next step. If resistance is 10 ohms or more, repair open in PWR GND circuit and repeat QUICK TEST . 14)Check MAF RTN Circuit Resistance Leave ignition off, PCM and MAF sensor disconnected. Measure resistance between MAF RTN terminal of MAF sensor wiring harness connector and test pin No. 36 (MAF RTN) at breakout box. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open in MAF RTN and repeat QUICK TEST . 15)Check MAF Circuit For Short To Ground In PCM Leave ignition off and MAF disconnected. Connect PCM to breakout box. Disconnect scan tester from DLC (if applicable). Measure resistance between test pin No. 88 (MAF SIG) and test pins No. 36 (MAF RTN), 51 and 103 (PWR GND) at breakout box. If resistance is 10,000 ohms or more, go to next step. If resistance is less than 10,000 ohms, replace PCM and repeat QUICK TEST . 16) Leave ignition off, PCM and MAF disconnected. Disconnect scan tester from DLC (if applicable). Measure resistance between test pin No. 36 (MAF RTN) and test pins No. 51 and 103 (PWR GND) at breakout box. If resistance is 10,000 ohms or more, go to next step. If resistance is less than 10,000 ohms, replace PCM and repeat QUICK TEST . 17)Check MAF Circuit Output Ensure ignition is off. Reconnect MAF sensor. Connect PCM to breakout box. Start engine and allow to idle. If engine does not idle smoothly, repair cause of rough idle condition before continuing. Measure voltage between test pin No. 88 (MAF SIG) and negative battery cable. If voltage is 0.34-1.96 volts, go to next step. If voltage is not 0.34-1.96 volts, replace MAF sensor and repeat QUICK TEST . 18) Ensure ignition is off, MAF sensor and PCM are connected. With engine idling, measure voltage Helpmelearn February-12-08 7:09:05 PM

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between test pin No. 36 (MAF RTN) and 88 (MAF SIG). If voltage is 0.34-1.96 volts, go to next step. If voltage is not 0.34-1.96 volts, replace MAF sensor and repeat QUICK TEST . 19)Check MAF Circuit Output With Scan Tester Start engine and allow to idle. Access MAF PID on scan tester. If PID voltage is 0.34-1.96 volts, fault is intermittent and cannot be identified at this time. Go to CIRCUIT TEST Z . If voltage is not 0.34-1.96 volts, replace PCM and repeat QUICK TEST . 20)DTC P0103: Check MAF High Input Signal To PCM DTC P0103 indicates MAF signal was more than 4.70 volts sometime during normal engine operation. Possible causes for this fault are as follows: z Restricted MAF sensor screen. z MAF SIG circuit shorted to VPWR. z Faulty MAF sensor or connector. z Faulty PCM. Ensure air induction system is okay. Repair if necessary. Start engine and allow to idle. If engine does not idle smoothly, repair cause of rough idle condition before continuing. With scan tester connected, raise engine speed to 1500 RPM and return to idle. Access MAF PID. PID reading should be more than 4.60 volts. Turn ignition off. Disconnect MAF sensor. Start engine and allow to idle. Access MAF PID. If PID voltage reading does not drop to less than 0.39 volt, go to next step. If PID voltage reading does drop to less than 0.39 volt, replace MAF sensor. 21)Check MAF SIG Circuit For Short To Power Leave ignition off and MAF sensor disconnected. Disconnect PCM 104-pin connector and inspect for damage. Repair as necessary. Install Breakout Box (014-00950), leaving PCM disconnected. Turn ignition on. Measure voltage between test pin No. 88 (MAF SIG) and test pins No. 24 and 103 at breakout box. If voltage is less than 10.5 volts, go to next step. If voltage is 10.5 volts or more, repair MAF SIG circuit short to power. 22)Check MAF SIG Circuit For Short To Power In PCM Leave ignition off and MAF sensor disconnected. Disconnect scan tester from DLC (if applicable). Measure resistance between test pin No. 88 (MAF SIG) and test pins No. 71 and 97 (VPWR) at breakout box. If resistance is more than 10,000 ohms, replace PCM and repeat QUICK TEST . If resistance is 10,000 ohms or less, repair short between MAF SIG and VREF circuit. Repeat QUICK TEST. CIRCUIT TEST DF - VEHICLE SPEED CIRCUIT (VSC) CHECK Diagnostic Aids

Perform this test only when directed by QUICK TEST. This test is intended to diagnose the following: z z

Wiring harness circuits (VSC SIG and VSC GND). Powertrain Control Module (PCM).

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Fig. 24: ABS Module VSC Connector Terminals 1)DTC P0500: Check Vehicle Speed PID DTC P0500 indicates that PCM has detected error in vehicle speed information received from ABS module. Possible causes for this fault are: z Open or short in harness. z Faulty ABS module. z Faulty Powertrain Control Module (PCM). Turn ignition off. Connect scan tester to Diagnostic Link Connector (DLC). Turn ignition on. Using scan tester, access VSS PID. Road test vehicle as follows: z

Gradually accelerate vehicle to 50 MPH while observing VVV PID MPH.

If VSS PID matches speedometer, fault is intermittent; go to step 4). If VSS PID does not match speedometer, go to next step. 2)Check Circuit Resistance Turn ignition off. Disconnect PCM 104-pin connector. Inspect connector for damaged pins, corrosion and loose wires. Repair as necessary. Install EEC-IV Breakout Box (01400950), leaving PCM disconnected. Disconnect ABS wiring harness connector. Measure resistance between VSC GND terminal of ABS module wiring harness connector and test pin No. 33 at breakout box. Measure resistance between VSC SIG terminal of ABS module wiring harness connector and test pin No. 58 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 repeat QUICK TEST . 3)Check Circuit For Short To Ground Leave PCM and ABS module disconnected. Disconnect scan tester from DLC (if applicable). Turn ignition off. Measure resistance between test pin No. 58 and test pins No. 33 (VSC GND), 51 and 103 (PWR GND) No. 71 (VPWR) and No. 91 (SIG RTN). Measure resistance between test pin No. 33 and test pin No. 71. If any reading is less than 10,000 ohms, repair short circuit, and go to step 5). If all readings are 10,000 ohms or more, check for fault in ABS system. If no faults are present, replace PCM. 4)Visual Inspection Turn ignition off. Visually inspect VSC wiring harness for any of the following conditions: z Loose or corroded ABS module connector. Helpmelearn February-12-08 7:09:05 PM

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z z

Loose or corroded PCM connector. Incorrect routing of VSC wiring harness.

If any faults are present, repair as necessary and go to next step. If all readings are 10,000 ohms or more, check for fault in ABS system. 5)Test Drive Vehicle Ensure engine is warmed to normal operating temperature. Perform the following drive cycle 3 times: A/T Equipped Vehicles z z z

Place gear selector in Drive. Accelerate heavily to 35 MPH. Coast down to idle speed and stop vehicle.

M/T Equipped Vehicles z z z

Place gear selector in first gear. Accelerate heavily to 35 MPH, not shifting higher than second gear. Coast down to idle speed and stop vehicle.

After third drive cycle, perform QUICK TEST . If any DTCs are present, go to appropriate CIRCUIT TEST. If DTCs are not present, testing is complete. CIRCUIT TEST DG - KNOCK SENSOR (KS) Diagnostic Aids

Perform this test only when directed by QUICK TEST. This test is intended to diagnose the following: z z z

Knock Sensor (KS). Wiring harness circuits (KS and SIG RTN). Powertrain Control Module (PCM).

To prevent replacement of good components, be aware the following non-EEC related areas may be at fault: z z z z

Poor fuel quality. Ignition system. Ignition or valve timing. Engine mechanical condition.

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Fig. 25: Single KS Sensor Test Circuits & Connector Terminals

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Fig. 26: Dual KS Sensor Test Circuits & Connector Terminals

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Fig. 27: Quad KS Sensor Test Circuits & Connector Terminals 1)Check Sensor Voltage DTC P0325, P0326, P0330 and P0331 indicate that ignition timing was not adjusted after spark knock has occurred. Possible causes for this fault are: z High altitude interference. z Open or short in harness. z Faulty knock sensor. z Faulty Powertrain Control Module (PCM). Turn ignition off. Disconnect PCM 104-pin connector. Inspect connector for damaged and repair as necessary. Install EEC-V Breakout Box (014-00950). Connect PCM to breakout box. Turn ignition on. Measure voltage between suspect sensor test pin and test pin No. 91 (SIG RTN). If voltage is 2.4-2.6 volts, go to next step. If voltage is less than 2.4 volts, go to step 5). If voltage is more than 2.6 volts, go to Helpmelearn February-12-08 7:09:05 PM

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step 6). 2)Check For Intermittent Circuit Fault Leave ignition on. Measure voltage between suspect sensor test pin and test pin No. 91. While observing voltmeter, wiggle small sections of wiring harness starting at the knock sensor and going to the PCM. Lightly tap on knock sensor and PCM. If voltmeter reading stays within normal operating range (2.4-2.6 volts), go to next step. If voltmeter reading goes out of range, isolate fault and repair as necessary. Clear PCM memory and repeat QUICK TEST . 3)Check For Voltage Increase Turn ignition off. Leave PCM connected to breakout box. Disconnect scan tester from DLC. Set voltmeter on AC scale. Start engine and allow to idle. Measure voltage between suspect sensor test pin and test pin No. 91. Raise engine speed to 3000 RPM. If AC voltage increases, replace PCM and repeat QUICK TEST . If AC voltage does not increase, go to next step. 4)Check Circuit Resistance Turn ignition off. Disconnect PCM from breakout box. Disconnect suspect sensor. Measure resistance of KS circuit (KS1 or KS2) between suspect sensor connector terminal and breakout box. Measure resistance of SIG RTN circuit between suspect sensor connector terminal and breakout box. 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 Circuit For Short To Ground Leave suspect sensor disconnected. Measure resistance between KS circuit (KS1 and KS2) test pins and test pin No. 91. Measure resistance between KS circuit test pins and the following power ground test pins No. 24, 51, 76, 77 and 103. Measure resistance between KS circuits and ground. If all resistance measurements are 10,000 ohms or more, replace knock sensor and repeat QUICK TEST . If any resistance measurement is less than 10,000 ohms, repair short circuit and repeat QUICK TEST. 6)Check Circuit For Short To Power Leave ignition on. Measure voltage between KS circuit (KS1 and KS2) test pins and the following power ground test pins No. 24, 51, 76, 77 and 103. If each voltage measurement is less than 0.5 volt, replace PCM and repeat QUICK TEST . If any voltage measurement is 0.5 volt or more, repair circuit short to power and repeat QUICK TEST. 7)Check PCM For Short To Ground Turn ignition off. Connect PCM to breakout box. Leave suspect sensor disconnected. Measure resistance between test pin No. 32 or 57 (KS) and test pin No. 91 (SIG RTN). If resistance measurement is 10,000 ohms or more, go to next step. If resistance measurement is less than 10,000 ohms, replace PCM and repeat QUICK TEST . 8)Check KS Resistance Leave ignition off. Disconnect PCM from breakout box. Measure resistance between test pin No. 32 or 57 (KS) and test pin No. 91 (SIG RTN) at breakout box. If resistance measurement is 5.11 megaohms or more, replace KS. Perform a complete drive cycle and repeat QUICK TEST . If resistance measurement is less than 5.11 megaohm, replace KS and repeat QUICK TEST. If fault is still present, replace PCM. CIRCUIT TEST DH - THROTTLE POSITION (TP) SENSOR Diagnostic Aids

Perform this test only when directed by QUICK TEST. This test is intended to diagnose the following: z z z

TP sensor. Wiring harness circuits (PWR GND, SIG RTN, TP, VPWR and VREF). Powertrain Control Module (PCM).

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Normal range of throttle angle measurement for TP sensor is 0-85 degrees. To pass QUICK TEST procedure, range of throttle rotation (in degrees) must be within 3 percent of specification. To prevent replacement of good components, be aware the following non-EEC related areas may be at fault: z z z

Idle speed. Binding throttle shaft or linkage. TP sensor not seated.

Fig. 28: TP Sensor Schematic

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Fig. 29: TP Sensor Circuit & Connector Terminals 1)KOEO/KOER DTC P1124: Check For Other Codes DTC P1124 indicates TP sensor rotational setting may be out of self-test range. Possible causes for this fault are: z Faulty TP sensor. z Faulty Powertrain Control Module (PCM). Perform KOEO and KOER self-test. Check for DTC P1400. If DTC P1400 is present, service code and repeat QUICK TEST . If DTC P1400 is not present with DTC P1124, go to next step. 2)Check For Binding Throttle Plate Inspect throttle body for binding. If throttle body is binding, check for binding throttle or cruise control linkage, vacuum line or harness interference. Repair as necessary, and repeat QUICK TEST . If no mechanical problem is found, go to step 8). 3)DTC P1120: Check For Binding Throttle Plate DTC P1120 indicates TP sensor closed throttle position is below range of 3.4 percent (.17 volt) Possible causes for this fault are: z Damaged wiring harness or connectors. z Open in VREF circuit. z Faulty TP sensor. z Faulty Powertrain Control Module (PCM). Inspect TP sensor connector for damage or corrosion. Inspect wiring harness between TP sensor and PCM for damage or corrosion. Repair as necessary, and repeat QUICK TEST . If no mechanical problem is found, go to next step. 4)Check For Stuck TP Sensor Turn ignition off. Connect scan tester to DLC. Access TP PID on scan tester. While observing TP PID, slowly move throttle through range from closed to wide open throttle. If TP PID indicates any sudden drops to below 0.49 volt, go to next step. If TP PID increase and decrease is gradual and smooth, go to step 20). 5)Check VREF Circuit Voltage With TP sensor disconnected, turn ignition on. Measure voltage between VREF and SIG RTN terminals at TP sensor wiring harness connector. If voltage is 4-6 volts, go Helpmelearn February-12-08 7:09:05 PM

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to next step. If voltage is not 4-6 volts, reconnect sensor and go to CIRCUIT TEST C . 6)Check TP Circuit Resistance Turn ignition off. Leave TP sensor disconnected. Disconnect PCM 104pin connector. Inspect connector for damage and repair as necessary. Install EEC-V Breakout Box (01400950), leaving PCM disconnected. Measure resistance between test pin No. 89 (TP) and TP terminal of TP sensor wiring harness connector. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open in TP circuit. 7)Check TP Sensor Signal To PCM Turn ignition off. Connect PCM to breakout box. Start engine and idle for 2 minutes. While slowly opening throttle, measure voltage between test pin No. 89 (TP) and 91 (SIG RTN) at breakout box. If at any time voltage enters 0.17-0.40 volt range, replace TP sensor. If voltage does not enter 0.17-0.40 volt range, go to next step. 8)DTC P0123 This code indicates TP signal is more than self-test maximum. Possible causes for this fault are: z TP sensor not seated correctly. z Faulty TP sensor. z TP circuit shorted to VREF or VPWR. z VREF circuit shorted to VPWR. z Open in SIG RTN circuit. z Faulty PCM. Turn ignition off. Disconnect TP sensor wiring harness connector. Inspect for damage and repair as necessary. Turn ignition on. Access TP PID on scan tester. If PID voltage is 0.17 volt or more, go to step 10). If PID voltage is less than 0.17 volt, go to next step. 9)Check VREF Circuit Voltage With TP sensor disconnected, turn ignition on. Measure voltage between VREF and SIG RTN terminals at TP sensor wiring harness connector. If reading is 4-6 volts, go to next step. If reading is not 4-6 volts, reconnect sensor and go to CIRCUIT TEST C . 10)Check TP Circuit For Short To Power Turn ignition off. Leave TP sensor disconnected. Disconnect PCM 104-pin connector. Inspect connector for damage and repair as necessary. Install EEC-V Breakout Box (014-00950), leaving PCM disconnected. Measure resistance between test pin No. 89 (TP) and test pins No. 71, 90 and 97 (VPWR) at breakout box. If any resistance is less than 10,000 ohms, repair TP circuit short to VREF and repeat QUICK TEST . If each resistance is 10,000 ohms or more, replace PCM and repeat QUICK TEST. 11)DTC P0122 This code indicates TP signal is less than self-test minimum of 0.17 volt. Possible causes for this fault are: z TP sensor not seated correctly. z Faulty TP sensor. z Open TP or VREF circuit. z TP circuit shorted to SIG RTN or PWR GND. z Faulty PCM. Turn ignition off. Disconnect TP sensor wiring harness connector. Inspect for damage and repair as necessary. Connect jumper wire between VREF and TP terminals at TP wiring harness connector. Turn ignition on. Access TP PID on scan tester. If PID voltage is more than 4.60 volts, replace TP sensor and Helpmelearn February-12-08 7:09:05 PM

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repeat QUICK TEST . If PID voltage is 4.60 volts or less, remove jumper wire and go to next step. If scan tester is unable to access TP PID, go to step 14). 12)Check VREF Circuit Voltage With TP sensor disconnected, turn ignition on. Measure voltage between VREF and SIG RTN terminals at TP sensor wiring harness connector. If voltage is 4-6 volts, go to next step. If voltage is not 4-6 volts, reconnect sensor and go to CIRCUIT TEST C . 13)Check TP Circuit Resistance Turn ignition off. Leave TP sensor disconnected. Disconnect PCM 104-pin connector. Inspect connector for damage and repair as necessary. Install EEC-V Breakout Box (014-00950), leaving PCM disconnected. Measure resistance between test pin No. 89 (TP) and TP terminal of TP sensor wiring harness connector. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open in TP circuit. 14)Check TP Circuit For Short To SIG RTN Or PWR GND Leave ignition off and TP sensor disconnected. Measure resistance between test pin No. 89 (TP) and test pins No. 91 (SIG RTN), 24 and 103 (PWR GND) at breakout box. If any resistance is less than 10,000 ohms, repair TP circuit short to SIG RTN or PWR GND and repeat QUICK TEST . If both resistances are 10,000 ohms or more, replace PCM and repeat QUICK TEST. 15)Continuous Memory Code P1121 This code indicates TP signal is inconsistent with MAF sensor signal. Possible causes for this fault are as follows: z TP sensor not seated correctly. z Faulty TP sensor. z Air leak between MAF sensor and throttle body. If engine will start, go to next step. If engine is a no-start, check for cracks or openings in air induction system between MAF sensor and throttle body. If air induction system is okay, go to CIRCUIT TEST A. 16)Check Operation Of TP Sensor Start engine and allow to idle. Access TP PID on scan tester. While observing TP PID, slowly move throttle through range from closed position to wide open throttle. If TP PID indicates any sudden drops to below 0.53 volt, or increases to more than 1.27 volts, replace TP sensor and repeat QUICK TEST . If TP PID increase and decrease is gradual and smooth, and within 0.53-1.27 volt range, go to next step. 17)Check Operation Of TP Sensor While Driving Vehicle Connect scan tester to DLC. Drive vehicle while accessing TP PID and LOAD PID. If TP PID is 2.44 volts or less and LOAD PID is more than 25 percent, go to next step. If TP PID is more than 2.44 volts and LOAD PID is less than 25 percent, check for cracks or openings in air induction system between MAF sensor and throttle body. If air induction system is okay, replace TP sensor. 18)Check TP Sensor Low With Engine Under Load Start engine and allow to idle. If engine does not start, go to CIRCUIT TEST A . Access TP PID and LOAD PID on scan tester. If TP PID is 0.24 volt or more and LOAD PID is less than 60 percent, fault is intermittent and cannot be located at this time. Testing is complete. If TP PID is less than 0.24 volts and LOAD PID is 60 percent or more, clear PCM memory. Perform test drive utilizing all phases of vehicle operation. Perform QUICK TEST . If DTC P1121 is still present, replace MAF sensor. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 18) to step 20). No test procedures have been omitted.

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20)Continuous Memory Code P1120 Or P1125 Theses codes indicate TP signal went below 0.49 volt or above 4.60 volts sometime during the last 80 drive cycles. Possible causes for this fault are: z Faulty TP sensor wiring harness or connector. z Faulty TP sensor. With scan tester connected, start engine and allow to idle. Raise engine speed to 1500 RPM for 5 seconds and return to idle. Using scan tester, access TP PID. While observing PID, lightly tap on TP sensor to simulate road shock. Wiggle sensor connector and wiring harness. If TP PID reading stays within normal operating range (0.49-4.60 volts), go to next step. If TP PID reading goes out of range, replace TP sensor. 21)Check Wiring Harness Between TP Sensor & PCM Turn ignition off. Disconnect PCM 104-pin connector. Inspect connector for damage and repair as necessary. Install EEC-V Breakout Box (01400950). Connect PCM to breakout box. Connect DVOM between test pin No. 89 (TP) and 91 (SIG RTN). While observing DVOM, wiggle small sections of wiring harness starting at the TP sensor and going to the PCM. If DVOM reading stays within normal operating range (0.49-4.60 volts), problem is intermittent and cannot be identified at this time. Go to CIRCUIT TEST Z . If DVOM reading goes out of range, isolate fault and repair as necessary. Clear PCM memory and repeat QUICK TEST . 22)DTC P0121: Verify KOER Self-Test Completion Start engine and allow to idle. Using scan tester, enter KOER self test. If DTC P0121 is present or KOER cannot be terminated, go to next step. If specified symptoms are not present, problem is intermittent and cannot be identified at this time. 23) With engine idling, place gear selector in Drive or Reverse. If KOER self-test terminates, go to next step. If KOER self-test does not terminate, turn ignition off and wait for 15 seconds. Start engine and allow to idle. Enter KOER self-test. If DTC P0121 is present or KOER self-test cannot be terminated, go to next step. If specified symptoms are not present, problem is intermittent and cannot be identified at this time. 24)Check Circuit Continuity Turn ignition off. Check continuity in TP circuit between TP sensor connector and PCM connector terminal No. 89. Check continuity in SIG RTN circuit between TP sensor connector and PCM connector terminal No. 91. If continuity is present, replace TP sensor and repeat QUICK TEST . If continuity is not present, repair open circuit and repeat QUICK TEST. CIRCUIT TEST DK - MISFIRE DETECTION (MD) SENSOR Diagnostic Aids

Perform this test only when directed by QUICK TEST. This test is intended to diagnose the following: z z z

Wiring harness circuits (MD and SIG RTN). Faulty MD sensor. Faulty Powertrain Control Module (PCM).

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Fig. 30: MD Test Circuits & Connector Terminals 1)DTC P0385 DTC P0385 indicates that self-test has detected a MD sensor/circuit failure. Possible causes for these faults are: z Wiring harness open (MD or SIG RTN). z MD circuit shorted to power or ground. z Faulty MD sensor. z Powertrain Control Module (PCM). If engine will start, go to next step. If engine will not start, no-start condition has caused DTC P0385. Service or repair as necessary and repeat QUICK TEST . 2)Check For Intermittent Circuit Fault Clear all DTCs from PCM memory. Start engine and raise speed to 1500 RPM for 10 seconds 3 times. Turn ignition off. Connect scan tester to DLC. Using scan tester, retrieve all Continuous Memory DTCs. If DTC P0385 is present, go to step 5). If DTC P0385 is not present, fault is intermittent and cannot be duplicated at this time. Go to CIRCUIT TEST Z . NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 2) to step 5). No test procedures have been omitted.

5)Check Circuit Resistance Turn ignition off. Disconnect MD wiring harness connector. Disconnect PCM 104-pin connector. Inspect connector for damaged and repair as necessary. Install EEC-V Breakout Box (014-00950), leaving PCM disconnected. Measure resistance of MD circuit between wiring harness connector terminal and test pin No. 59 at breakout box. Measure resistance of SIG RTN circuit between wiring harness connector terminal and test pin No. 91 at breakout box. If either resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open circuit and repeat QUICK TEST . 6)Check MD Circuit For Short To Power Leave MD sensor and PCM disconnected. Turn ignition on. Measure voltage between test pin No. 59 (MD) and test pins No. 51 and 103 (PWR GND) at breakout box. If both voltage measurements are 1.0 volt or less, go to next step. If either voltage measurement is more than 1.0 volt, repair circuit short to power and repeat QUICK TEST . 7)Check MD Circuit For Short To Ground Leave MD sensor and PCM disconnected. Turn ignition Helpmelearn February-12-08 7:09:05 PM

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off. Measure resistance between test pin No. 59 (MD) and test pins No. 51, 103 (PWR GND) and 91 at breakout box. If each resistance measurement is 10,000 ohms or more, go to next step. If either resistance measurement is less than 10,000 ohms, repair circuit short and repeat QUICK TEST . 8)Check For Short In PCM Leave ignition off and MD sensor disconnected. Connect PCM to breakout box. Measure resistance between test pin No. 59 (MD) and test pins No. 23 (IGN GND), 51, 103 (PWR GND), 71 and 97 (VPWR) and 91 (SIG RTN) at breakout box. If each resistance measurement is 500 ohms or more, go to next step. If either resistance measurement is less than 500 ohms, replace PCM and repeat QUICK TEST . 9)Check For Short In PCM Leave ignition off and PCM disconnected. Reconnect MD sensor. Set voltmeter on AC scale. Start engine and allow to idle. With engine idling, measure voltage between test pin No. 59 (MD) and test pins No. 51 and 103 (PWR GND) at breakout box. If AC voltage varies more than 0.1 volt, replace PCM and repeat QUICK TEST . If AC voltage does not vary more than 0.1 volt, go to next step. 10)Check MD Sensor Trigger Wheel Turn ignition off. Inspect MD sensor trigger wheel for damage. Ensure trigger wheel is not loose or misaligned. Service or repair as necessary and repeat QUICK TEST . If trigger wheel is okay, replace MD sensor and repeat QUICK TEST. CIRCUIT TEST DL - CYLINDER HEAD TEMPERATURE (CHT) SENSOR Diagnostic Aids

Perform this test only when directed by QUICK TEST. This test is intended to diagnose the following: z z z

Wiring harness circuits (CHT and SIG RTN). Faulty CHT sensor. Faulty Powertrain Control Module (PCM).

Fig. 31: CHT Test Circuits & Connector Terminals CHT SENSOR SPECIFICATIONS (1)

Temperature °F (°C) 32 (0)

Volts 4.80

(1)

Ohms 96,255

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59 (15) 104 (40) 158 (70) 185 (85) 194 (90) 212 (100) (1) Value may vary by 15 percent.

4.61 4.00 2.83 2.22 2.03 1.68

46,883 16,043 5268 3215 2750 2034

1)DTC P1116 Or P1288 DTC P1116 or P1228 indicate CHT sensor is out of self-test range (1.2-3.7 volts). Possible causes for this fault are: z Engine overheating. z Low coolant level. z Faulty sensor. z Faulty sensor connector. z Poor thermostat operation. Start engine and raise speed to 2000 RPM. Ensure upper radiator hose is warm and pressurized. Perform KOER self-test. Check for DTC P1116 or P1288. If DTC P1116 or P1288 is not present, service remaining faults and repeat QUICK TEST . If DTC P1116 or P1288 is present, go to next step. 2)Check VREF Circuit Voltage Turn ignition off. Disconnect TP sensor. Measure voltage between VREF and SIG RTN terminals at TP sensor wiring harness connector. If voltage is 4-6 volts, go to next step. If voltage is not 4-6 volts, reconnect sensor and go to CIRCUIT TEST C . 3)Check CHT Sensor Circuit Resistance Turn ignition off. Disconnect CHT sensor. Measure resistance between CHT sensor terminals. See CHT SENSOR SPECIFICATIONS table. If resistance is within specification, go to next step. If resistance is not within specification, replace sensor and repeat QUICK TEST . 4) Leave CHT sensor disconnected. Start engine and raise speed to 2000 RPM. Measure resistance between CHT sensor terminals. See CHT SENSOR SPECIFICATIONS table. If resistance is within specification, replace PCM and repeat QUICK TEST . If resistance is not within specification, replace sensor 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)DTC P1118 Or P1289 These codes indicate CHP sensor signal is greater than self-test maximum. Possible causes for this fault are: z Open circuit. z Faulty CHT sensor. z Faulty PCM. Turn ignition off. Disconnect CHT sensor wiring harness connector. Inspect for damage and repair as Helpmelearn February-12-08 7:09:05 PM

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necessary. Connect jumper wire between sensor terminals. Connect scan tester to DLC. Access CHT PID on scan tester. Turn ignition on. If PID voltage is less than 0.2 volts, replace CHT sensor and repeat QUICK TEST . If PID voltage is 0.2 volts or more, remove jumper wire and go to next step. If scan tester is unable to access TP PID, go to next step. 11)Check Circuit Resistance Turn ignition off. Disconnect CHT sensor wiring harness connector. Disconnect PCM 104-pin connector. Inspect connector for damaged and repair as necessary. Install EECV Breakout Box (014-00950), leaving PCM disconnected. Measure resistance between CHT sensor wiring harness connector terminal and test pin No. 66 at breakout box. Measure resistance of SIG RTN circuit between CHT sensor wiring harness connector terminal and test pin No. 91 at breakout box. If either resistance is less than 5 ohms, replace PCM and repeat QUICK TEST . If resistance is 5 ohms or more, repair open circuit and repeat QUICK TEST. 12)Check Signal Short To VREF Turn ignition off. Disconnect CHT sensor wiring harness connector. Disconnect PCM 104-pin connector. Inspect connector for damaged and repair as necessary. Install EECV Breakout Box (014-00950), leaving PCM disconnected. Measure resistance between test pins No. 66 and 90 at breakout box. If resistance is more than 10,000 ohms, replace PCM and repeat QUICK TEST . If resistance is 10,000 ohms or less, repair circuit short to VREF and repeat QUICK TEST. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 12) to step 20). No test procedures have been omitted.

20)DTC P0117 Or P1290 These codes indicate CHP sensor signal is less than self-test minimum. Possible causes for this fault are: z Open or grounded circuit. z Faulty CHT sensor. z Faulty PCM. Turn ignition off. Disconnect CHT sensor wiring harness connector. Inspect for damage and repair as necessary. Connect scan tester to DLC. Access CHT PID on scan tester. Turn ignition on. If PID voltage is more than 4.6 volts, replace CHT sensor and repeat QUICK TEST . If PID voltage is 4.6 volts or less, remove jumper wire and go to next step. If scan tester is unable to access TP PID, go to next step. 21)Check VREF Circuit Voltage With TP sensor disconnected, turn ignition on. Measure voltage between VREF and SIG RTN terminals at TP sensor wiring harness connector. If voltage is 4-6 volts, go to next step. If voltage is not 4-6 volts, reconnect sensor and go to CIRCUIT TEST C . 22)Check Signal Circuit For Short To Ground Leave MD sensor and PCM disconnected. Turn ignition off. Disconnect PCM 104-pin connector. Inspect connector for damage and repair as necessary. Install EEC-V Breakout Box (014-00950), leaving PCM disconnected. Measure resistance between test pin No. 66 (CHT) and test pins No. 24, 51 (PWR GND), and 91 (SIG RTN) at breakout box. If each resistance measurement is 10,000 ohms or more, replace PCM and repeat QUICK TEST . If either resistance measurement is less than 10,000 ohms, repair circuit short and repeat QUICK TEST. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 22) to step 30). No test procedures have been omitted.

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30)DTC P1285 This code indicates that PCM has sensed engine overheat condition from CHT sensor. Check cooling system for leaks and restrictions. Repair or replace as necessary and repeat QUICK TEST . NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 30) to step 90). No test procedures have been omitted.

90)Continuous Memory DTC P0117, P0118, P1117, P1289 Or P1290 These codes indicate intermittent CHT sensor failure. Possible causes for this fault are: z Open or grounded circuit. z Faulty IAT or ECT sensor. z Low coolant level. z Faulty PCM. Turn ignition off. Connect scan tester to DLC. Access CHT PID on scan tester. Turn ignition on. While observing CHT PID, lightly tap on CHT sensor to simulate road shock. Wiggle sensor connector. A fault is indicated by a sudden change of CHT PID voltage. If fault is indicated, isolate and repair as necessary. If fault cannot be isolated, replace PCM and repeat QUICK TEST . If no faults are indicated, go to next step. 91)Check Wiring Harness With scan tester connected, and CHT PID still accessed, wiggle and shake small sections of wiring harness. A fault is indicated by a sudden change of voltage. If fault is indicated, isolate and repair as necessary. If no faults are indicated, go to next step. 92)Check PCM Wiring Harness Turn ignition off. Disconnect CHT and PCM wiring harness connector. Inspect connector terminals for damage and repair as necessary. If no faults are found, problem cannot be located at this time. Clear PCM memory and repeat QUICK TEST . If fault is found, repair as necessary and repeat QUICK TEST. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 92) to step 100). No test procedures have been omitted.

100)DTC P1299 This code indicates an engine overheat condition was detected by CHT sensor and failsafe cooling strategy was activated by FMEM. Possible causes for this fault are: z Cooling system fault. z Low coolant level. z Engine mechanical fault. Locate cooling system fault and repair as necessary. Repeat QUICK TEST. CIRCUIT TEST DP - VEHICLE SPEED SENSOR (VSS) Diagnostic Aids

Delayed engagement of transmission may be caused by mechanical malfunction. Harsh shifts and/or erratic Helpmelearn February-12-08 7:09:05 PM

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speedometer reading may be caused by a failed speedometer or an open or intermittent ground within the instrument panel (electronic instrument cluster). Perform this test when directed by QUICK TEST. This CIRCUIT TEST is intended to diagnose: z z z

Vehicle Speed Sensor (VSS). VSS wiring harness circuits. (VSS+ and VSS-). Powertrain Control Module (PCM).

Fig. 32: VSS Circuit & Connector Terminals 1)DTC P0500 Or P0501 These codes indicate PCM detected incorrect output from VSS sometime during vehicle operation. Possible causes for this code are: z Faulty VSS. z Open or shorted circuit. z Faulty PCM. Turn ignition off. Disconnect VSS sensor. Remove PCM 104-pin connector. Inspect connector for damaged pins, corrosion and loose wires. Repair as necessary. Install EEC-V Breakout Box (014000950), leaving PCM disconnected. Measure resistance between test pin No. 58 and VSS(+) terminal at VSS wiring harness connector. Measure resistance between test pin No. 33 and VSS(-) terminal at VSS wiring harness connector. If resistance readings are less than 5 ohms, go to next step. If either resistance reading is 5 ohms or more, repair open circuit in VSS wiring harness. Clear PCM memory and go to step 27). 2)Check VSS Circuits For Shorts To Power Or Ground Turn ignition off. Ensure PCM and VSS are disconnected. Measure resistance as follows: z Between test pin No. 33 and test pin No. 58 and 71 (VPWR). z Between test pin No. 58 and test pins No. 24, 51, 76 and 103 (PWR GND). z Between test pin No. 58 and test pins No. 71 (VPWR) and 91 (SIG RTN). Helpmelearn February-12-08 7:09:05 PM

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If all readings are more than 500 ohms, go to next step. If any reading is 500 ohms or less, repair short in wiring harness. Clear PCM memory and go to step 27). 3)Check VSS Resistance Turn ignition off. Disconnect VSS wiring harness connector. Measure resistance between VSS terminals. If resistance is not 190-250 ohms, replace VSS and go to step 27). If resistance is 190-250 ohms, replace PCM and go to step 27). NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 3) to step 5). No test procedures have been omitted.

5)DTC P0500 This code indicates PCM detected incorrect output from VSS sometime during vehicle operation. Possible causes for this code are: z Faulty VSS. z Open or shorted circuit. z Faulty PCM. Turn ignition off. Disconnect VSS sensor. Remove PCM 104-pin connector. Inspect connector for damaged pins, corrosion and loose wires. Repair as necessary. Install EEC-V Breakout Box (014000950), leaving PCM disconnected. Check voltage between test pins No. 58 and 103 at breakout box while slowly rotating drive wheels. If voltage fluctuates 1.0-5.0 volts as wheels are rotated, replace PCM and go to step 27). If voltage does not fluctuate 1.0-5.0 volts, go to next step. 6)Check VPWR To VSS Turn ignition off. Disconnect VSS wiring harness connector. Turn ignition on. Measure voltage at connector as follows: z Between VPWR and PWR GND terminals. z Between VSS+ and VSS- terminals. If voltage is 10.5 volts or more, go to next step. If voltage is 10.5 volts or less, go to step 10). 7)Check VSS Circuits For Short To Power Turn ignition off. Ensure PCM and VSS are disconnected. Measure voltage between test pins No. 58 and 103 at breakout box. If voltage is 1.0 volt or more, repair short to power and go to step 27). If voltage is less than 1.0 volt, go to next step. 8)Check VSS Circuits For Short To Ground Turn ignition off. Ensure PCM and VSS are disconnected. Measure resistance between test pin No. 58 and 103 at breakout box. If resistance is more than 3000 ohms, go to next step. If resistance is 3000 ohms or less, repair short to ground and go to step 27). 9)Check VSS Circuit Resistance Turn ignition off. Ensure PCM and VSS are disconnected. Measure resistance between test pin No. 58 and the VSS or VSS+ terminal at VSS wiring harness connector. If all resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open circuit and go to step 27). 10)Check VSS Ground Circuit Resistance Turn ignition off. Ensure PCM and VSS are disconnected. Measure resistance between chassis ground and PWR GND or VSS(-) terminal at VSS wiring harness connector. If resistance is less than 5 ohms, repair open in power circuit to VSS and go to step 27). If resistance is 5 ohms or more, repair open in ground circuit and go to step 27).

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NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 10) to step 15). No test procedures have been omitted.

15)KOER DTC P1501: Check PCM VSS PID For Input Signal This code indicates VSS input signal is out of range. A DTC 1501 will be set and self-test will abort whenever PCM detects VSS input signal during KOER self-test. Possible causes for this code are: z Noisy VSS input signal from RFI/EMI external source (ignition wires, charging circuits etc.). Turn ignition off. Connect scan tester to DLC. Start engine and allow to idle. Using scan tester, access VSS PID and observe vehicle speed input to PCM. While observing VSS PID, increase engine speed to 2000 RPM and decrease to idle several times. If VSS PID reading is less than 3 MPH, fault cannot be duplicated at this time. Testing is complete. If VSS PID reading is 3 MPH or more, go to step 22). NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 15) to step 20). No test procedures have been omitted.

20)Continuous Memory P0503: Check For Intermittent Fault This code indicates poor VSS performance. Possible causes for this code are: z Noisy VSS input signal from RFI/EMI external source (ignition wires, charging circuits etc.). z Damaged circuit. z Faulty VSS. z Faulty VSS gear(s). Turn ignition off. Disconnect VSS sensor. Visually inspect VSS and VSS circuits for potential faults as follows: z z z z z

Loose VSS circuit connectors. Loose VSS circuit connector pins. Damaged VSS wiring harness insulation. Incorrect VSS circuit routing. Incorrect VSS installation.

If no faults are found, go to next step. If faults are found, repair or replace as necessary. Clear PCM memory and go to step 27). 21)Check PCM VSS PID For Input Signal Turn ignition off. Connect scan tester to DLC. Test drive vehicle, averaging 30 MPH. While driving at a steady speed, check for VSS PID variations of more than 5 MPH for 10 seconds or more. If any variations occur, go to next step. If variations do not occur, fault cannot be duplicated at this time. Testing is complete. 22) Visually inspect VSS wiring harness. Ensure wiring is not routed near ignition wires or alternator wires. Verify VSS wiring harness is shielded and grounded (if applicable). Repeat step 1) to verify circuit continuity. If faults are found, repair or replace as necessary. Clear PCM memory and go to step 27). If no faults are found, fault cannot be duplicated at this time. Testing is complete. Helpmelearn February-12-08 7:09:06 PM

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NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 22) to step 25). No test procedures have been omitted.

25)DTC P1500 This code indicates PCM detected intermittent input from VSS. Possible causes for this code are: z Intermittent open or shorted circuit. z Faulty VSS. z Faulty PCM. Turn ignition off. Disconnect VSS sensor. Visually inspect VSS and VSS circuits for potential faults as follows: z z z z z

Loose VSS circuit connectors. Loose VSS circuit connector pins. Damaged VSS wiring harness insulation. Incorrect VSS circuit routing. Incorrect VSS installation.

If no faults are found, go to CIRCUIT TEST Z . If faults are found, repair or replace as necessary. Clear PCM memory and go to step 27). NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 25) to step 27). No test procedures have been omitted.

27)VSS Drive Cycle Record and clear continuous memory codes. Warm engine to normal operating temperature. Perform appropriate drive cycle as follows: z On models with A/T, place gear selector in Drive position. Accelerate hard to 35 MPH and coast down to a stop. Repeat procedure 3 times. Shut off engine. Repeat QUICK TEST . Service codes as necessary. If no codes are present, testing is complete. z On models with M/T, start in first gear, shifting no higher than second gear. Accelerate moderately to 40 MPH. Coast down to idle, and stop. Repeat procedure 3 times. Shut engine off. Repeat QUICK TEST . Service codes as necessary. If no codes are present, testing is complete. CIRCUIT TEST DR - CYLINDER IDENTIFICATION (CID) CIRCUIT Diagnostic Aids

CID signal provides PCM information for fuel injector synchronization. The CID signal originates from Camshaft Position (CMP) sensor. Enter this CIRCUIT TEST only when instructed during QUICK TEST. This test is only intended to diagnose the following: z

CID, PWR GND, SIG RTN and VPWR wiring harness circuits.

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z z

Faulty Camshaft Position (CMP) sensor. Faulty Powertrain Control Module (PCM).

Fig. 33: CMP Test Circuit & Connector Terminals (2-Terminal Applications)

Fig. 34: CMP Test Circuit & Connector Terminals (3-Terminal Applications) 1)DTC P0340 This code indicates error has been detected in CMP sensor circuit. Possible causes for this fault are: z CID circuit open or shorted wiring harness. z PWR GND or VPWR circuit open (Hall Type CMP). z SIG RTN circuit open (Variable Reluctance Type CMP). z Faulty CMP sensor. z Faulty ICM. z Faulty PCM. Helpmelearn February-12-08 7:09:06 PM

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If engine starts, go to step 2). If engine does not start, go to CIRCUIT TEST A . 2)Attempt To Generate DTC P0340 Clear PCM memory. Start engine. Raise engine speed to 1500 RPM for 10 seconds. Return to idle speed. Raise speed to 1500 RPM for 10 seconds again. Turn ignition off. Perform QUICK-TEST to retrieve Continuous Memory DTCs. If DTC P0340 is not present, go to CIRCUIT TEST Z . If DTC P0340 is present, go to next step for Hall Type CMP or step 5) for Variable Reluctance Type CMP. 3)Check VPWR Circuit Voltage Turn ignition off. Disconnect CMP wiring harness connector. Turn ignition on. Measure voltage between VPWR terminal at CMP sensor 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 in VREF circuit. Clear PCM memory and repeat QUICK TEST . 4)Check PWR GND To CMP Sensor Turn ignition off. Ensure CMP sensor is disconnected. Measure resistance between PWR GND circuit at CMP sensor wiring harness connector and negative battery terminal. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open in PWR GND circuit. Clear PCM and repeat QUICK TEST . 5)Check Resistance Of CID Circuits Leave ignition off. Disconnect PCM 104-pin connector. Inspect for damaged terminals and repair if necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Measure resistance between test pin No. 85 (CID) at breakout box and CID terminal at CMP sensor wiring harness connector. Also measure resistance between test pin No. 91 (SIG RTN) and SIG RTN terminal at CMP sensor wiring harness connector. If each resistance measurement is less than 5 ohms, go to next step. If either resistance is 5 ohms or more, repair open circuit. Clear PCM memory and repeat QUICK TEST . 6)Check CID Circuit For Short To Power Leave CMP sensor disconnected. Turn ignition on. Measure voltage between test pin No. 85 and test pins No. 51 and 103 (PWR GND) at breakout box. If voltage is less 1.0 volt, go to next step. If voltage is 1.0 volt or more, repair CID circuit short to power. Clear PCM memory and repeat QUICK TEST . 7)Check CID Circuit For Short To Ground Turn ignition off. Leave CMP sensor and PCM disconnected. Disconnect scan tester from DLC (if applicable). Measure resistance between test pin No. 85 and test pins No. 51, 103 (PWR GND) and 91 (SIG RTN) at breakout box. If resistance is 10,000 or more, go to next step. If any resistance measurement is less than 10,000 ohms, repair short to ground or SIG RTN in CID circuit. Clear PCM memory and repeat QUICK TEST . 8)Check For Short In PCM Leave ignition off and CMP sensor disconnected. Connect PCM to breakout box. Measure resistance between test pin No. 85 and test pins No. 23, 51, 71, 91, 97 and 103 at breakout box. If each resistance measurement is 500 ohms or more, go to next step for Variable Reluctance type CMP or step 10) for Hall type CMP. If any resistance measurement is less than 500 ohms, replace PCM and repeat QUICK TEST . 9)Check CMP Sensor Output Turn ignition off. Reconnect CMP sensor wiring harness connector. Set DVOM on AC scale to monitor less than 5 volts. Start engine. Measure voltage between test pins No. 85 and test pins No. 51 and 103 while varying engine speed. If voltage varies more than 0.1 volt, replace PCM and repeat QUICK TEST . If voltage does not vary more than 0.1 volt, replace CMP sensor and repeat QUICK TEST. 10)Check CMP Sensor Output Turn ignition off. Disconnect PCM. Ensure CMP sensor is installed properly. Reconnect CMP sensor wiring harness connector. Using starter, bump engine (do not allow Helpmelearn February-12-08 7:09:06 PM

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engine to start) for at least 10 engine revolutions. Measure voltage between test pins No. 85 and test pins No. 51 and 103. If voltage switches from below 2 volts to more than 8 volts, replace PCM and repeat QUICK TEST . If voltage does not switch as specified, replace CMP sensor and repeat QUICK TEST. CIRCUIT TEST FB - POWER TAKE OFF (PTO) Diagnostic Aids

Perform this test when directed by QUICK TEST. This CIRCUIT TEST is intended to diagnose: z z

PTO wiring harness circuit. Powertrain Control Module (PCM).

Fig. 35: PT0 Test Circuit & Switch Schematic 1)Check PTO Switch For Short To Power PTO signals PCM that additional load is being applied to engine. If PTO circuit failure occurs, a fault code may be set. Possible causes for this code are: z PTO circuit shorted to power. z Faulty Powertrain Control Module (PCM). Turn ignition off. Disconnect PTO switch wiring harness connector. Connect scan tester to DLC. Turn ignition on. Access PTO STAT PID. If PTO STAT PID is on, go to next step. If PTO STAT PID is off, repair or replace switch as necessary. Road test vehicle and repeat QUICK TEST . 2)Check PTO Circuit For Short To Power Leave ignition off and PTO switch disconnected. Disconnect PCM 104-pin connector. Inspect connector for damage and repair as necessary. Measure voltage test pin No. 4 and test pins No. 51 and 103 at breakout box. If voltage is less than one volt, replace PCM and repeat QUICK TEST . If voltage is one volt or more, repair circuit short to power and repeat QUICK TEST. 3)MIL On: Check PTO PID Turn ignition off. Connect scan tester to DLC. Turn ignition on. Access PTO STAT PID. If PTO STAT PID is available and displaying on or off, go to next step. If PTO STAT PID is not as specified, go to step 9). Helpmelearn February-12-08 7:09:06 PM

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4)Check PTO Circuit With Scan Tester With ignition on and PTO STAT PID accessed, cycle PTO switch. If PTO STAT PID cycles on, delays, and then cycles off, PTO input is okay and testing is complete. If PTO STAT PID does not cycle as specified, go to next step. 5)Check PTO Circuit For Short To Ground Turn ignition off. Leave PTO switch disconnected. Disconnect scan tester from DLC. Measure resistance between chassis ground and PTO circuit terminal at PTO switch connector. If resistance is 10,000 ohms or less, go to next step. If resistance is more than 10,000 ohms, go to step 7). 6)Isolate Short To Chassis Ground Leave ignition off and PTO sensor disconnected. Disconnect PCM 104-pin connector. Inspect connector for damage and repair as necessary. Install EEC-V Breakout Box (014-00950), leaving PCM disconnected. Measure resistance between test pin No. 4 (PTO) and test pins No. 77 and 103 at breakout box. If resistance is more than 10,000 ohms, replace PCM and repeat QUICK TEST . If resistance is 10,000 ohms or less, repair PTO circuit short to chassis ground and repeat QUICK TEST. 7) Leave ignition off and PTO sensor disconnected. Connect scan tester to DLC. Connect jumper wire between positive battery terminal and PTO terminal at PTO switch wiring harness connector. Turn ignition on. Access PTO STAT PID. If PTO STAT PID is on, PTO input is okay and testing is complete. Check switch for malfunction and repair as necessary. If PTO STAT PID is off, go to next step. 8)Check Circuit Resistance Leave ignition off and PTO sensor disconnected. Disconnect PCM 104-pin connector. Inspect connector for damage and repair as necessary. Install EEC-V Breakout Box (01400950), leaving PCM disconnected. Measure resistance between test pin No. 4 (PTO) and PTO circuit terminal at PTO switch connector. If resistance is less than 5 ohms, replace PCM and repeat QUICK TEST . If resistance is 5 ohms or more, repair open in PTO circuit and repeat QUICK TEST. 9) Perform KOEO and KOER self-test. If any DTCs are present, repair as necessary. If no DTCs are present, go to next step. 10) Road test vehicle under various conditions. Retrieve all Continuous Memory DTCs and service as necessary. If no DTCs are present, fault cannot be duplicated at this time. If symptom is still present, go to CIRCUIT TEST Z . 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 PCM. To prevent replacement of good components, be aware following non-EEC related areas may be at fault: z z

Brakelight bulb. Brakelight switch or brakelight fuse.

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Fig. 36: BOO Switch Circuit 1)DTC P1703: Verify Brake Pedal Was Depressed This code indicates that when brake pedal is applied during KOER SELF-TEST, BOO signal did not cycle high and low. Possible causes for this fault are as follows: z Brake pedal not applied during self-test. z Brake pedal applied during entire self-test. z Open brakelight circuit. z Short to ground or power. z Faulty brakelight switch. z Faulty Powertrain Control Module (PCM). If brake was not applied during KOER SELF-TEST, repeat test. Depress and release brake pedal only once during test. If pedal was depressed, go to next step. 2)DTC P1703 This code indicates that voltage was present at BOO circuit during KOEO SELF-TEST . Possible causes for this fault are as follows: z Brake pedal applied during KOEO SELF-TEST. z BOO circuit short to power. z Faulty brakelight switch. Helpmelearn February-12-08 7:09:06 PM

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If brake was applied during KOEO SELF-TEST , repeat test. If pedal was not depressed, go to next step. 3)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 5). If brakelights are always on, go to step 7). 4)Check For BOO PID Cycling Turn ignition off. Connect scan tester to DLC. Using scan tester, access BOO PID. Apply and release brake several times while observing BOO PID. If BOO PID voltage does not cycle on and off, go to step 10). If BOO PID voltage cycles, go to step 10) under CIRCUIT TEST Z. 5)Check For Power To Brakelight Switch Ensure related fuses and brakelight bulbs are in good condition. Turn ignition off. Disconnect brakelight switch (located on brake pedal). Measure voltage between B+ input to brakelight switch and ground. If voltage is more than 10 volts, go to next step. If voltage is less than 10 volts, repair open in B+ circuit to brakelight switch and repeat QUICK TEST . 6)Check Brakelight Switch With brakelight switch disconnected, measure resistance between switch terminals. If resistance is 5 ohms or more, replace brakelight switch and repeat QUICK TEST . If resistance is less than 5 ohms, repair open circuit between switch and stoplight ground and repeat QUICK TEST. 7)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 . 8)Check For Short To Power In PCM Turn ignition off. Disconnect PCM. Turn ignition on. Check brakelights. If brakelights are on, go to next step. If brakelights are off, replace PCM and repeat QUICK TEST . 9)Check For Short To Power In Shift Lock Actuator Turn ignition off. Ensure PCM and brakelight switch are disconnected. Disconnect shift lock actuator, cruise control module, ABS module and Generic Electronic Module (if equipped). Turn ignition on. If brakelights are still on, repair short to power in BOO circuit and repeat QUICK TEST . If brakelights are off, repair short circuit in shift lock actuator circuit, cruise control system circuit or ABS circuit. Reconnect all components and repeat QUICK TEST. 10)Check For BOO PID Cycling Turn ignition off. Disconnect PCM 104-pin connector. Inspect connector for damage and repair as necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Using DVOM, measure voltage between test pin No. 92 and test pins No. 51 and 77 while applying and releasing brake. If voltage cycles on and off, replace PCM and repeat QUICK TEST . If voltage does not cycle, repair open in BOO circuit between PCM and BOO circuit connection splice to B+ circuit. CIRCUIT TEST FE - ELECTRICAL LOAD INPUTS Diagnostic Aids

Electrical load inputs are used for idle speed control strategy so correct idle can be maintained regardless of electrical demands on engine. PCM uses blower motor, headlights, rear window defroster, and daytime running lights (if equipped) to determine electrical load status. Perform this test when directed by QUICK TEST, CIRCUIT TEST S or if directed by other test procedures. Helpmelearn February-12-08 7:09:06 PM

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This CIRCUIT TEST is intended to diagnose: z z z z z

Blower (BLR) motor input circuit. Daytime Running Lights (DRL) input circuit. Headlight (HDL) input circuit. Rear window Defroster (DEF) input circuit. Powertrain Control Module (PCM).

SWITCH CIRCUIT LOGIC Application Blower Motor

Switch Position 1 Or 2 3 Or 4

Daytime Running Lights

Off On

Headlights

Off On

Rear Window Defroster

Off On

Voltage 10-17 Less Than 1.5 10-17 Less Than 1.5 Less Than 1.5 10-17 10-17 Less Than 3.0

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). NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 1) to step 10). No test procedures have been omitted.

10)Check Blower Motor Switch (Low Speed) Turn ignition and all accessories off. Remove PCM 104pin connector. Inspect connector for damaged pins, corrosion and loose wires. Repair as necessary. Install EEC-IV Breakout Box (014-000950), leaving PCM disconnected. Turn ignition on. Turn climate control motor switch to low-speed position "1" or "2". Measure voltage between chassis ground and test pin No. 10 at breakout box. 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 chassis ground and test pin No. 10 at breakout box. If voltage is less than 1.5 volts, replace PCM 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 high speed blower motor relay connector. Relay is located behind right side of instrument panel on blower assembly. Measure resistance between test pin No. 10 and test pins No. 71 and 91 at breakout box. If all readings are more than 10,000 ohms, check for damaged blower motor switch or relay. If any reading is 10,000 ohms or less, repair short circuit. Remove breakout box, reconnect all components, and confirm idle speed fault has been corrected. 13)Check Blower Circuit Resistance Turn ignition off. Disconnect blower motor relay. Measure resistance between BLR terminal at power distribution box and test pin No. 10 at breakout box. If Helpmelearn February-12-08 7:09:06 PM

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resistance is 5 ohms or more, repair open circuit. Remove breakout box, reconnect all components, and confirm idle speed fault has been corrected. If resistance is less than 5 ohms, go to next step. 14)Check Blower Circuit For Short To Ground Turn ignition off. Disconnect high speed blower motor relay. Measure resistance between test pin No. 10 and test pins No. 23, 76 and 91 at breakout box. If all readings are more than 10,000 ohms, check for damaged blower motor switch or relay. If any reading is 10,000 ohms or less, repair short circuit. Remove breakout box, reconnect all components, and confirm idle speed fault has been corrected. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 14) to step 20). No test procedures have been omitted.

20)Check DRL Circuit Voltage (Headlights On) Turn ignition off. Disconnect PCM 60-pin connector. Inspect connector for damaged pins, corrosion and loose wires. Repair as necessary. Install EEC-IV Breakout Box (014-000950), leaving PCM disconnected. Apply parking brake. Turn ignition on. Turn headlights on. Turn accessories off. Measure voltage between chassis ground and test pin No. 14 at breakout box. 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 chassis ground and test pin No. 14 at breakout box. If voltage is less than 1.5 volts, replace PCM. Remove breakout box and confirm idle speed fault has been corrected. If voltage is 1.5 volts or more, go to next step. 22)Check DRL Circuit For Short To Power Turn ignition off. Ensure PCM is disconnected. Disconnect daytime running lights relay. Measure resistance between test pin No. 14 and test pins No. 71 and 97 at breakout box. If all readings are more than 10,000 ohms, check daytime running lights module for malfunction. If any reading is 10,000 ohms or less, repair short circuit. Remove breakout box, reconnect all components, and confirm idle speed fault has been corrected. 23)Check DRL Circuit Resistance Turn ignition off. Disconnect daytime running lights relay. Measure resistance between DRL circuit terminal at DRL wiring harness connector and test pin No. 14 at breakout box. If resistance is 5 ohms or more, repair open circuit. Remove breakout box, reconnect all components, 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 Ground Turn ignition off. Measure resistance between test pin No. 14 and test pins No. 23, 76 and 91 at breakout box. If all readings are more than 10,000 ohms, check daytime running lights module for malfunction. If any reading is 10,000 ohms or less, repair short circuit. Remove breakout box, reconnect all components, and confirm idle speed fault has been corrected. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 24) to step 30). No test procedures have been omitted.

30)Check Headlight Circuit Voltage (Headlights Off) Turn ignition off. Remove PCM 60-pin connector. Inspect connector for damaged pins, corrosion and loose wires. Repair as necessary. Install EEC-IV Breakout Box (014-000950), leaving PCM disconnected. Turn all accessories off. Turn ignition on. Measure voltage between chassis ground and test pin No. 49 at breakout box. 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 chassis ground and test pin No. 49 at breakout box. If voltage is 10-17 volts, replace PCM. Remove breakout box and confirm idle speed fault has been corrected. If Helpmelearn February-12-08 7:09:06 PM

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voltage is not 10-17 volts, go to next step. 32)Check HDL Circuit Resistance Turn ignition off. Disconnect headlight relay. Relay is located in engine compartment relay box. Measure resistance between HDL circuit terminal at power distribution box and test pin No. 49 at breakout box. If resistance is 5 ohms or more, repair open circuit. Remove breakout box, reconnect all components, 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. 49 and test pins No. 23, 76 and 91 at breakout box. If all readings are more than 10,000 ohms, check headlight switch for malfunction. If any reading is 10,000 ohms or less, repair short circuit. Remove breakout box, reconnect all components, 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. 49 and test pins No. 71 and 97 at breakout box. If all readings are more than 10,000 ohms, check headlight switch for malfunction. If any reading is 10,000 ohms or less, repair short circuit. Remove breakout box, reconnect all components, and confirm idle speed fault has been corrected. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 34) to step 40). No test procedures have been omitted.

40)Check Rear Window Defroster Turn ignition off. Disconnect rear window defroster coil connector. Turn ignition on. Using DVOM, measure voltage between coil connector and defroster coil. If voltage is 10-127 volts when defroster on and less than one volt with defroster off, go to next step. If voltage is not as specified, repair rear window defroster. 41)Check DEF Circuit Voltage (Defrost Off) Turn ignition off. Turn all accessories off. Remove PCM 104-pin connector. Inspect connector for damaged pins, corrosion and loose wires. Repair as necessary. Install EEC-IV Breakout Box (014-000950), leaving PCM disconnected. Turn ignition on. Measure voltage between chassis ground and test pin No. 66 at breakout box. If voltage is 10-17 volts, go to next step. If voltage is not 10-17 volts, go to step 44). 42)Check DEF Circuit Voltage (Defrost On) Turn ignition on. Turn rear window defroster on. Measure voltage between chassis ground and test pin No. 66 at breakout box. If voltage is less than 3 volts, replace PCM. Remove breakout box and confirm idle speed fault has been corrected. If voltage is 3 volts or more, go to next step. 43)Check DEF Circuit For Short To Power Turn ignition off. Disconnect rear window defroster relay. Relay is located in left side of trunk. Measure resistance between test pin No. 66 and test pins No. 71 and 97 at breakout box. If all readings are more than 10,000 ohms, check DEF switch or relay for malfunction. If any reading is 10,000 ohms or less, repair short circuit. Remove breakout box, reconnect all components, and confirm idle speed fault has been corrected. 44)Check DEF Circuit Resistance Leave ignition off and rear window defroster switch disconnected. Measure resistance between DEF circuit terminal at power distribution box connector and test pin No. 23 at breakout box. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open circuit. Remove breakout box, reconnect all components, and confirm idle speed fault has been corrected. 44)Check DEF Circuit For Short To Ground Leave ignition off and rear window defroster switch disconnected. Measure resistance between test pin No. 66 and test pins No. 23, 76 and 91 at breakout box. Helpmelearn February-12-08 7:09:06 PM

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If all readings are more than 10,000 ohms, check DEF switch and relay circuit for malfunction. If any reading is 10,000 ohms or less, repair short circuit. Remove breakout box, reconnect all components, and confirm idle speed fault has been corrected. CIRCUIT TEST FF - POWER STEERING PRESSURE (PSP) SWITCH Diagnostic Aids

Perform this test when instructed during QUICK TEST or if directed by other test procedures. Some vehicles may not have power steering, but PCM may be equipped with PSP switch software strategy. If a KOEO DTC P1650 or P1651 is displayed, check if vehicle is equipped with power steering. If vehicle is not equipped with power steering, disregard DTC P1650 or P1651. This test is only intended to diagnose: z z z

Wiring harness circuits (SIG RTN and PSP). PSP switch. Powertrain Control Module (PCM).

Fig. 37: PSP Test Circuit & Connector Terminals 1)DTC P1650 Or P1651 DTC P1650 indicates PSP signal is out of self-test range. DTC P1651 indicates PSP signal malfunction. Possible causes for this fault are as follows: z Open or short in wiring harness. z Faulty PSP switch. z Faulty PSP switch/shorting bar damage. z Faulty Powertrain Control Module (PCM). Start engine and allow to idle. Using scan tester, access PSP PID (if scan tester cannot access PSP PID, go to next step). Turn steering wheel left, then right. If scan tester does not indicate on/off switching, go to step 3). If scan tester indicates on/off switching, go to CIRCUIT TEST Z . NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 1) to step 3). No test procedures have been omitted.

3)Check PSP Switch Operation Turn ignition off. Install tachometer. Start engine and allow to idle. Helpmelearn February-12-08 7:09:06 PM

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Disconnect PSP switch. Connect jumper wire between PSP terminal and SIG RTN terminal of connector. If engine speed increases when switch is disconnected, replace switch and repeat QUICK TEST . If engine speed does not increase when switch is disconnected, go to next step. 4)Check PSP Circuit Resistance Turn ignition off. Leave PSP switch disconnected. Turn ignition off. Disconnect 104-pin PCM connector. Inspect connector for damage and repair as necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Measure resistance between test pin No. 31 (PSP) at breakout box and PSP terminal of PSP switch connector. Measure resistance between test pin No. 91 (SIG RTN) at breakout box and SIG RTN terminal of PSP switch connector. If both resistance measurement are less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open circuit and repeat QUICK TEST . 5)Check For Short In PSP Circuit Leave ignition off and PSP switch disconnected. Measure resistance between test pin No. 31 (PSP) and 91 at breakout box. Measure resistance between test pin No. 31 and chassis ground. If both resistance measurements are 10,000 ohms or more, go to next step. If resistance is less than 10,000 ohms, repair short circuit and repeat QUICK TEST . 6)Check Switch Resistance Turn ignition off. Start engine and allow to idle. Disconnect PSP switch. Measure resistance between PSP switch signal and chassis ground while turning steering wheel. If resistance is less than 10 ohms, replace PCM and repeat QUICK TEST . If resistance is 10 ohms or more, replace PSP switch and repeat QUICK TEST. CIRCUIT TEST FG - OCTANE ADJUST Diagnostic Aids

Enter this test when directed by QUICK TEST. This test is only intended to diagnose: z z

Harness circuits (SIG RTN and OCT ADJ). Octane adjust 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.

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Fig. 38: Octane Adjust Components

Fig. 39: Octane Adjust Circuit 1)DTC P1390 This code indicates Octane Adjust (OCT ADJ) shorting bar is not in place or OCT ADJ Helpmelearn February-12-08 7:09:06 PM

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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 - 4.0L article. If vehicle does not have modification decal, go to next step. 3)Check For DTC P1390 Replace OCT ADJ shorting bar. Perform KOEO SELF-TEST . If DTC P1390 is present, go to next step. If DTC P1390 is not present, testing is complete. If there are no codes and driveability faults are present, go to TESTS W/O CODES - 4.0L article. 4)Check Octane Adjust Circuit Resistance Continuity should exist from OCT ADJ circuit, through inline connector and shorting bar, to SIG RTN circuit. Turn ignition off. Disconnect 104-pin PCM connector. Inspect connector for damage and repair as necessary. Install EEC-V Breakout Box (014000950), leaving PCM disconnected. Measure resistance between test pin No. 30 (OCT ADJ) and 91 (SIG RTN) at breakout box. If resistance is less than 5 ohms, replace PCM and repeat QUICK TEST . If resistance is 5 ohms or more, repair open OCT ADJ circuit, shorting bar or SIG RTN circuit. Repeat QUICK TEST. 5)Check For DTC P1390 Start engine. Warm it to normal operating temperature. Turn ignition off. Perform KOEO SELF-TEST . If DTC P1390 is not present, go to next step. If DTC P1390 is present, return to step 1). 6)Verify In-Line Shorting Bar Is Installed Turn ignition off. Inspect OCT ADJ 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, go to step 10). If vehicle does not have a modification decal, replace shorting bar. If engine is detonating, go to TESTS W/O CODES - 4.0L article. 8)Check For Technical Service Bulletin (TSB) If a TSB authorizing removal of OCT ADJ shorting bar exists, go to next step. If authorizing TSB does not exist, testing is complete. If engine is detonating, go to TESTS W/O CODES - 4.0L article. 9)Remove OCT ADJ Shorting Bar Turn ignition off. Remove OCT ADJ shorting bar. Test drive vehicle to verify complaint. If detonation is present, go to next step. If detonation is not present, testing is complete. 10)Check Octane Adjust Circuit For Short To Ground Turn ignition off. Disconnect 104-pin PCM connector. Inspect connector for damage and repair as necessary. Install EEC-V Breakout Box (014000950), leaving PCM disconnected. Measure resistance between OCT ADJ terminal at in-line connector and test pins No. 51, 91 and 103 at breakout box. If each resistance is more than 10,000 ohms, go to next step. If resistance is 10,000 ohms or less, repair short circuit. If engine is still detonating, go to TESTS W/O CODES - 4.0L article. 11)Check PCM Turn ignition off. Disconnect OCT ADJ shorting bar. Connect PCM to breakout box. Turn ignition on. Measure voltage between breakout box OCT ADJ terminal of in-line connector and test pins No. 51 and 103. If voltage is less than 4 volts, replace PCM. If voltage is 4 volts or more, remove breakout box. If engine is still detonating, go to TESTS W/O CODES - 4.0L article. CIRCUIT TEST H - FUEL CONTROL Diagnostic Aids

Perform this test when instructed during QUICK TEST or if directed by other test procedures. Only use this test Helpmelearn February-12-08 7:09:06 PM

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to diagnose the following: z z z z z

HO2S and sensor connection. Vacuum systems. Fuel injector and/or fuel injector circuitry. Powertrain Control Module (PCM). Electrical circuits (HO2S, HO2S GND, INJ 1-8, VPWR and SIG RTN).

NOTE:

HO2S may be displayed on scan tester as 02S.

To prevent replacement of good components, be aware the following non-EEC areas may be cause of driveability concerns: z z z z z z z z

Ignition system. Faulty evaporative emission system. EGR and/or PCV system. Air intake system. Engine oil contamination. Fuel system. Exhaust system leaks or restriction. Engine cooling system.

CIRCUIT TEST ACRONYMS Acronym DLC HO2S PID

Definition Data Link Connector Heated Oxygen Sensor Parameter Identification

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Fig. 40: HO2S Connector Terminals

Fig. 41: Fuel Injector Connector Terminals

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Fig. 42: Locating HO2S (With Dual Exhaust)

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Fig. 43: Locating HO2S (With Single Exhaust) HO2S TEST PIN IDENTIFICATION(1) HO2S Pin No. HO2S SIG 11 60 12 35 21 87 22 61 (1) On all models, SIG RTN is test pin No. 91. VPWR is test pin No. 71 and 97. NOTE:

HO2S HTR 93 95 94 96

Test procedure begins with step 20). No test procedures have been omitted.

20)Perform KOER Self-Test If DTC P1127, P1128 or P1129 are present, service before proceeding. If specified DTCs are not present, go to next step. 21)DTC P0133 & P0153 This code indicates that response rate is below calibration in HO2S as follows: z DTC P0133 for right front HO2S. Helpmelearn February-12-08 7:09:06 PM

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DTC P0153 for left front HO2S.

Possible causes are as follows: z z z z z z

Open or shorted circuit. Exhaust leak. Excessive fueling. HO2S coated with contaminants. Faulty MAF sensor. Leak in air induction system.

With scan tester connected, turn ignition on. Access Generic OBD-II functions and enter. Select Diagnostic Monitoring Test Results and enter. Scroll to Test ID: 01 and enter. Press Start. If measured value is 614 or more, fault cannot be duplicated or identified at this time and testing is complete. If measurement fault is less than 614, go to next step. 22)Check For HO2S Contamination Check following possibilities as potential source of contamination: z Use of unapproved silicon sealers. z Use of unapproved cleaners. z Fuel contaminated by silicon additives. z Fuel contaminated by lead. z Excessive oil burning. z Antifreeze leaking internally. If any of these conditions are present, repair or replace as necessary. Replace HO2S. Change oil, filter and repeat QUICK TEST . If none of these conditions are present, go to next step. 23)Check For Unmetered Air Leaks Vacuum or air leaks in non-EEC-V areas could cause fault code to set. Check the following as potential source of air leak: z Leaking vacuum hoses. z Leaking intake manifold gasket. z EGR system. z PCV system. z Poorly seated oil dip stick and/or dipstick tube. If any of these conditions are present, repair or replace as necessary. Perform drive cycle and repeat QUICK TEST . If none of these conditions are present, go to next step. 24)Check HO2S Circuits Turn ignition off. Disconnect PCM and suspect HO2S wiring harness connector. Inspect connectors for damage and repair as necessary. Connect jumper wire between HO2S SIG and VPWR at sensor wiring harness connector. With scan tester connected to DLC, turn ignition on. Access HO2S PID. If PID voltage is less than 1.5 volts, go to next step. If PID voltage is 1.5 volts or Helpmelearn February-12-08 7:09:06 PM

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more, replace HO2S and change engine oil. Test drive vehicle and repeat QUICK TEST . 25)Check HO2S Signal Circuit Resistance Turn ignition off. Disconnect PCM 104-pin connector. Inspect connector for damage and repair if necessary. Install EEC-V Breakout Box (014-00950), leaving PCM disconnected. Measure resistance between suspect HO2S test pin at breakout box and HO2S terminal at wiring harness connector. Measure resistance between suspect SIG RTN test pin at breakout box and SIG RTN terminal at wiring harness connector. If either resistance is 5 ohms or more, repair open circuit. Drive vehicle at 55 MPH for 5 minutes and repeat QUICK TEST . If each resistance is less than 5 ohms, go to next step. 26)Check HO2S For Short Circuit Ensure ignition is off and PCM is disconnected. Disconnect scan tester from DLC. Measure resistance between suspect HO2S test pin and test pins No. 71 and 97 (VPWR) at breakout box. Measure resistance between suspect HO2S test pin and test pin No. 91 (SIG RTN) at breakout box. If either resistance is less than 10,000 ohms, repair short circuit. Drive vehicle for 5 miles at 55 MPH and repeat QUICK TEST . If each resistance is 10,000 ohms or more, replace PCM. 27)DTC P0131 & P0151: Contaminated HO2S/Voltage Shift These DTCs are set when HO2S generates negative voltage. Possible causes are as follows: z Crossed HO2S SIG / SIG RTN circuit. z HO2S contaminated with water, fuel, etc. Check for moisture in HO2S connector and repair if necessary. If connector is okay, go to next step. 28)Check HO2S For Short Circuit Ensure ignition is off. Disconnect suspect HO2S. Disconnect PCM 104-pin connector. Inspect connectors for damage and repair if necessary. Install EEC-V Breakout Box (014-00950), leaving PCM disconnected. Measure resistance between suspect sensor HO2S SIGNAL and SIG RTN terminal and test pins indicated as follows: z DTC P0131, test pin No. 60. z DTC P0151, test pin No. 87. If resistance is less than 5 ohms, replace HO2S and repeat QUICK TEST . If resistance is 5 ohms or more, repair circuit and repeat QUICK TEST. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 28) to step 30). No test procedures have been omitted.

30)DTC P0135, P0141, P0155 Or P0161: Check HO2S Heater Signal Circuit DTCs P0135, P0141, P0155 and P0161 received separately indicate a short to ground or open in HO2S heater circuit. DTCs received in pairs, such as P0135 and P0155 or P0141 and P0161, indicate HO2S heater signal circuit shorted to a power source greater than 2.0 volts. DTCs received in pairs with one downstream heater code and one upstream heater code are treated as the following separate codes. z z z

DTC P0135 for right front HO2S. DTC P0155 for left front HO2S. DTC P0141 for right rear HO2S.

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DTC P0161 for left rear HO2S.

Possible causes are as follows: z z z z

Signal shorted in wiring harness or HO2S. Water in connectors. Cut or pulled wires. Open in PWR GND or VPWR circuit.

Inspect HO2S connectors for damage or poor connection. Repair or replace connectors as necessary. If HO2S connectors are okay, go to next step. 31)Perform KOEO SELF-TEST Start engine and operate at 2000 RPM for 5 minutes. Turn ignition off. Perform KOEO SELF-TEST. If DTC P0135, P0141, P0155 or P0161 are present, go to next step. If specified DTCs are not present, go to CIRCUIT TEST Z . 32)Check For Voltage At HO2S Heater Wiring Harness Connector Turn ignition off. Disconnect suspect HO2S. Inspect wiring harness for damage and repair as necessary. Turn ignition on. Measure voltage between SIG RTN and VPWR terminal at HO2S wiring harness connector. If voltage is 10.5 volts or less, go to next step. If voltage is more than 10.5 volts, go to step 34). 33) Turn ignition off. With suspect sensor disconnected, measure resistance between VPWR terminal at HO2S wiring harness connector and test pins No. 71 and 97 at breakout box. If resistance is less than 4 ohms, go to next step. If resistance is 4 ohms or more, check circuit fuse. If fuse is okay, repair open circuit and repeat QUICK TEST . 34)Check HO2S Heater Resistance Turn ignition off. With suspect sensor disconnected, measure resistance between HO2S HEATER GND terminal and VPWR terminal at HO2S wiring harness connector. If resistance is 3-30 ohms, go to next step. If resistance is not 3-30 ohms, replace HO2S sensor and repeat QUICK TEST . 35) Leave ignition off and suspect sensor disconnected. Measure resistance between HO2S HEATER GND terminal at HO2S wiring harness connector and HO2S case. Measure resistance between HO2S HEATER GND terminal and SIG RTN terminal at HO2S wiring harness connector. Measure resistance between VPWR terminal at HO2S wiring harness connector and HO2S case. If each resistance measurement is more than 10,000 ohms, go to next step. If any resistance is 10,000 ohms or less, replace HO2S and repeat QUICK TEST . 36)Check For Short Circuit Leave ignition off and sensor disconnected. Disconnect scan tester from DLC (if applicable). Disconnect PCM 104-pin connector. Inspect connector for damage and repair if necessary. Install EEC-V Breakout Box (014-00950), leaving PCM disconnected. Measure resistance between suspect sensor and test pins indicated as follows: z DTC P0135 (RF), test pin No. 93 and test pins No. 24, 91, 97 and 103. z DTC P0141 (RR), test pin No. 95 and test pins No. 24, 91, 97 and 103. z DTC P0155 (LR), test pin No. 94 and test pins No. 24, 91, 97 and 103. z DTC P0161 (LR), test pin No. 96 and test pins No. 24, 91, 97 and 103. If resistance is more than 10,000 ohms, go to next step. If resistance is 10,000 ohms or less, repair short in circuit and repeat QUICK TEST . Helpmelearn February-12-08 7:09:07 PM

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37) Leave ignition off and sensor disconnected. Measure resistance between HO2S HEATER GND terminal at HO2S wiring harness connector and appropriate test pin as follows: z Right front (or front) HO2S sensor; test pin No. 93. z Left front HO2S sensor; test pin No. 94. z Right rear (or rear) HO2S sensor; test pin No. 95. z Left rear HO2S sensor; test pin No. 96. If resistance is 4 ohms or more, repair open circuit or excessive resistance in wiring harness and repeat QUICK TEST . If resistance is less than 4 ohms, replace PCM and repeat QUICK TEST. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 37) to step 40). No test procedures have been omitted.

40)DTC P1130, P1150, P1131, P1151, P1132 Or P1152: HO2S Not Switching DTCs P1131 and P1151 indicate air/fuel ratio is correcting rich for an overly lean condition. DTCs P1132 and P1152 indicate air/fuel ratio is correcting lean for an overly rich condition. DTCs P1130 and P1150 indicate fuel system has reached maximum compensation and HO2S is not switching at the adaptive limits. Possible causes are as follows: z z z z z

Fuel system malfunction. EGR system malfunction. Air intake or vacuum system leak. Engine oil level too high. Excessive internal engine wear.

Inspect engine for obvious defects in specified systems. Repair or replace as necessary. If no faults are found, go to next step. 41)DTC P0171, P0172, P0174 Or P0175: HO2S Not Switching DTCs P0171 and P0174 indicate air/fuel ratio is correcting rich for an overly lean condition. DTCs P0172 and P0175 indicate air/fuel ratio is correcting lean for an overly rich condition. Possible causes are as follows: z z z z z

Fuel system malfunction. EGR system malfunction. Air intake or vacuum system leak. Engine oil level too high. Excessive internal engine wear.

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Inspect engine for obvious defects in specified systems. Repair or replace as necessary. If no faults are found, go to next step. 42)Perform KOER Self-Test With ignition off, connect scan tester to DLC. Disconnect fuel vapor hose from intake manifold. Plug fitting at intake manifold. Start engine, and operate at 2000 RPM for one minute. Perform KOER self-test and proceed as follows: z If DTCs P1127, P1128 or P1129 are present, go to appropriate CIRCUIT TEST. z If DTCs P0131 or P0151 are present in continuous memory, go to step 27). z If DTCs P1131, P1130 or P1151, P1150 are present, go to step 43) . z If DTCs P1130, P1132 or P1150, P1152 are present, go to step 49) . If none of these DTCs are present, proceed as follows: If diagnosing DTCs P1130, P1150, P1171, P1172, P1174 or P1175, go to step 52). z If diagnosing DTCs P1132 or P1152, go to CIRCUIT TEST HW , step 13). z If diagnosing any other DTCs, go to CIRCUIT TEST Z . 43) Disconnect suspect HO2S. Turn ignition on. Using scan tool, access HO2S PID of suspect sensor. Connect jumper wire between HO2S SIG and VPWR circuit at HO2S harness connector. If spark occurs, remove jumper wire and go to step 47). If HO2S voltage is more than 1.3 volts, go to next step. If voltage is 1.3 volts or less, go to step 46). 44)Check Circuit Resistance Turn ignition off. Connect PCM to breakout box. Measure resistance between battery ground terminal and SIG RTN terminal of HO2S harness connector. If resistance is less than 5 ohms, go to step 52). If resistance is 5 ohms or more, go to next step. 45) Turn ignition off. Disconnect PCM from breakout box. Measure resistance between test pin No. 91 (SIG RTN) at breakout box and SIG RTN terminal of HO2S harness connector. If resistance is less than 5 ohms, replace PCM and repeat QUICK TEST . If resistance is 5 ohms or more, repair open circuit and repeat QUICK TEST. 46)Check Resistance Of HO2S Ground Circuits Turn ignition off. Install breakout box, leaving PCM disconnected. Disconnect suspect HO2S wiring harness connector. Inspect connector for damage and repair as necessary. Measure resistance between HO2S test pin at breakout box and HO2S terminal at sensor wiring harness connector. If resistance is less than 5 ohms, go to next step. If any resistance is 5 ohms or more, repair open circuit and repeat QUICK TEST . 47)Check HO2S Circuit For Short To Ground Turn ignition off. Leave breakout box installed and PCM disconnected. Disconnect HO2S. Measure resistance between HO2S SIG circuit test pin and test pins No. 24, 51, 77, 91 and 103 at breakout box. If all readings are 10,000 ohms or more, go to next step. If any reading is less than 10,000 ohms, repair short circuit and repeat QUICK TEST . 48)Check HO2S For Short To Ground Ensure ignition is off and PCM is disconnected. Reconnect HO2S to wiring harness connector. Measure resistance between HO2S SIG RTN test pin and test pin No. 91 at breakout box. If resistance measurement is less than 10,000 ohms, replace HO2S and repeat QUICK TEST . If resistance is 10,000 ohms or more, replace PCM. 49)Check HO2S PID Leave ignition off and HO2S disconnected. Turn ignition on. Using scan tool, access HO2S PID of suspect sensor. If HO2S PID voltage is more than 0.2 volts, go to next step. If HO2S voltage is 0.2 volts or less, go to step 51). 50)Check For Short To Power Turn ignition off. Disconnect scan tester from DLC (if applicable). z

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Disconnect PCM 104-pin connector. Inspect connector for damaged pins, corrosion and loose wires. Repair wiring as necessary. Install EEC-V Breakout Box (014-00950), leaving PCM disconnected. Leave suspect HO2S disconnected. Measure resistance between HO2S terminal of wiring harness connector and following test pins at breakout box: z DTC P01130 and P01132; test pin No. 60 and test pins No. 71, 93 and 97. z DTC P01150 and P01152; test pin No. 87 and test pins No. 71, 94 and 97. If each resistance is more than 10,000 ohms, replace PCM and repeat QUICK TEST . If any resistance is 10,000 ohms or less, repair short to power and repeat QUICK TEST. 51) Turn ignition off. Disconnect suspect HO2S. Turn ignition on. Using scan tool, access HO2S PID of suspect sensor. If HO2S voltage is more than 0.45 volts, replace HO2S and repeat QUICK TEST . If voltage is 0.45 volts or less, go to next step. 52)Check Fuel Pressure Release fuel system pressure. With ignition off, install fuel pressure gauge. Ensure manifold vacuum is connected to fuel pressure regulator. Start engine and operate at 2500 RPM. If vehicle will not start, cycle key on and off. For fuel pressure specifications, see FUEL PRESSURE SPECIFICATIONS article. If fuel system pressure is as specified, go to next step. If fuel system pressure is not as specified, go to CIRCUIT TEST HC . 53)Check System Ability To Hold Fuel Pressure With fuel pressure gauge installed, cycle ignition from OFF to ON position 3-4 times to pressurize fuel system (DO NOT start engine). If fuel pressure does not remain at specification for 60 seconds, go to step 4) under CIRCUIT TEST HC . If fuel pressure remains within 5 psi of highest fuel pressure reading for 60 seconds, proceed as follows: z For no-start vehicles, go to step 55). z For DTCs P1130, P01150, P0171, P0172, P0174 and P0175, go to step 54). z For HO2S DTCs displayed with misfire DTCs, go to step 56). z For all other DTCs, go to step 60). 54)Check Ability To Hold Fuel Pressure With fuel pressure gauge installed, cycle ignition from OFF to ON position 3-4 times to pressurize fuel system (DO NOT start engine). Note fuel pressure. If fuel pressure remains within 5 psi of original pressure for at least 10 seconds, go to step 56). If fuel pressure drops more than 5 psi, go to step 58). 55)Check Ability Of Injectors To Deliver Fuel With fuel pressure gauge installed, cycle ignition from OFF to ON position 3-4 times to pressurize fuel system (DO NOT start engine). Note fuel pressure. Disconnect Inertia Fuel Switch (IFS). Crank engine for 5 seconds. If fuel pressure remains within 5 psi (34 kPa) of original pressure, reconnect IFS switch and go to next step. If fuel pressure drops more than 5 psi (34 kPa), repair fuel system as necessary. See FUEL SYSTEM in SYSTEM/COMPONENT TESTS - 4.0L article. 56)Check Fuel Injector & Circuit Resistance Turn ignition off. Disconnect PCM 104-pin connector. Inspect connector for damage or corrosion and repair as necessary. Install EEC-V Breakout Box (01400950), leaving PCM disconnected. Measure and record resistance between suspected fuel injector circuit test pin and test pin No. 71 and 97 at breakout box. Refer to FUEL INJECTOR INJ CIRCUIT IDENTIFICATION table. Resistance should be 11-18 ohms. If resistance is not correct, go to next step. If resistance is correct, go to step 59). FUEL INJECTOR INJ CIRCUIT IDENTIFICATION Helpmelearn February-12-08 7:09:07 PM

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Injector No. 1 2 3 4 5 (1)

Test Pin No. 75 101 74 100 73

6 (1)

7 (1)

8 (1)

9 (1)

10 (1) (1) If equipped.

57)Check Resistance Of Fuel Injector Circuit Turn ignition off. Disconnect suspect fuel injector wiring harness connector. Measure resistance between test pins No. 71 and 97 at breakout box and fuel injector VPWR terminal at wiring harness connector. Measure resistance between fuel injector signal test pin(s) at breakout box and same fuel injector circuit terminal at each fuel injector wiring harness connector. If each resistance is less than 5 ohms, go to next step. If each resistance is 5 ohms or more, repair open circuit. and repeat QUICK TEST . 58)Check Fuel Injector Circuit For Short To Power Or Ground Turn ignition off. Disconnect suspect fuel injector wiring harness connector. Measure resistance between fuel injector test pin and test pins No. 24, 71, 97 and 103 at breakout box. Also, measure resistance between fuel injector test pin(s) at breakout box and chassis ground. If each resistance is 10,000 ohms or more, go to next step. If any resistance is less than 10,000 ohms, repair short circuit and repeat QUICK TEST . 59)Check Fuel Injector Drive Signal With ignition off, connect PCM to breakout box. Connect nonpowered 12-volt test light between suspect fuel injector and test pins No. 71 and 97. Crank or start engine. If test light glows dimly, go to next step. If test light does not glow dimly (no light/bright light), replace PCM and repeat QUICK TEST . 60)Check Fuel Injector Flow & Leakage Turn ignition off. Remove breakout box. Reconnect PCM. Use Rotunda Injector Tester (113-00001) to flow test fuel injectors. If fuel injector flow or leakage rate is not okay, replace fuel injector, and repeat QUICK TEST . If flow rate for each fuel injector is okay, proceed as follows: z For DTCs P1131 and P1151, go to next step. z For DTCs P0171, P0174, P1130, and P1150, go to step 62). z For DTCs P1132 and P1152, go to step 65). z For DTCs P1172 and P1175, go to CIRCUIT TEST Z . 61)Check Secondary Air Injection If vehicle is not equipped with secondary air injection, go to next step. Turn ignition off. Disconnect secondary air injection hoses. Plug air injection ports. With engine at operating temperature, perform KOER self-test. If DTC P1131 or P01151 are present, reconnect hose and go to next step. If specified DTCs are not present, go to step 7) under CIRCUIT TEST HM . 62) Check air induction system for leaks or restrictions. Check PCV system for leaks or restrictions. Helpmelearn February-12-08 7:09:07 PM

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Check vacuum hoses for damage and tight connection. Repair or replace as necessary. If no faults are found, go to next step. 63)Check Cylinder Compression Using compression gauge, check cylinder compression. If cylinder compression is not okay, repair engine as necessary. Clear PCM memory and repeat QUICK TEST . If compression is okay, go to next step (DTCs P1130, P1150, P1131 and P1151) or step 65) (DTCs P1132 and P1152). If misfire DTCs are displayed with fuel control DTCs, go to CIRCUIT TEST HD , step 20). 64)Check HO2S Integrity DTCs P0130, P0150, P0131, and P0151 indicate HO2S switches slow or doesn't switch, is always lean or fuel is at adaptive limit. Possible causes are as follows: z Moisture inside HO2S causing short to ground. z HO2S coated with contaminates. z HO2S circuit open or shorted to ground. Turn ignition off. Inspect HO2S and circuit for damage or contamination. Repair or replace HO2S or wiring as necessary. Start engine and operate at 2000 RPM for 3 minutes. Turn ignition off. Connect scan tool to DLC. Perform KOER self-test while monitoring HO2S voltage. If HO2S voltage is 0.5 volt or more at the end of test, go to step 70). If voltage is less than 0.5 volt, replace HO2S sensor and repeat QUICK TEST . 65)Perform KOER Self-Test Start engine, and warm it to normal operating temperature. Turn ignition off. Disconnect suspect HO2S. Using a jumper wire, connect HO2S terminal of wiring harness connector to negative battery terminal. Perform KOER self-test. If DTC P1131 or P1151 is present, remove jumper wire and go to next step. If DTC P1131 or P1151 is not present, check PCM connector and service if necessary. If connector is okay, replace PCM. Repeat QUICK TEST . 66)HO2S Check Leave HO2S disconnected. Connect DVOM between HO2S SIG terminal and SIG RTN terminal of HO2S wiring harness connector. Disconnect any vacuum hose from vacuum tree. Start engine and operate at 2000 RPM. If DVOM reads less than 0.4 volt within 30 seconds, go to step 70). If DVOM does not read as specified, replace HO2S and repeat QUICK TEST . NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 66) to step 70). No test procedures have been omitted.

70)Monitor HO2S PID Connect scan tester to DLC. Start engine and allow to idle. Using scan tester, access HO2S PID. Observe HO2S PID while shaking and bending wiring harness between HO2S and PCM. If HO2S voltage stays at 0.45 volt, go to next step. If HO2S voltage is more than 0.45 volt or less than 0.45 volt, isolate fault and repair as necessary. 71)Monitor HO2S PID During Test Drive Leave scan tester connected to DLC. Using an assistant, test drive vehicle under various conditions while observing HO2S PID. If HO2S voltage switches from about 0.4 to 0.6 volt, system is okay and testing is complete. If voltage does not switch, replace HO2S and repeat QUICK TEST . NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 71) to step 80). No test procedures have been omitted.

80)DTC P0136, P1137, P1138, P0156, P1157 & P1158 DTCs P0136 and P0156 indicate that output voltage of downstream HO2S is not within a functional window. If DTC P0136/P0156 is present, go to Helpmelearn February-12-08 7:09:07 PM

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next step. If DTC P0136/P0156 is not present, go to step 82). KOER DTCs P1137, P1138, P1157 and P0158 indicate fuel control malfunction monitored as voltage change downstream HO2S. Possible causes are as follows: z z z

Damaged wiring harness or connector. Exhaust system leaks. Contaminated or defective HO2S.

Inspect for faults. Repair or replace as necessary. If no faults are found, go to next step. 81)Perform KOER Self-Test Start engine, and operate at 2000 RPM for 3 minutes. With scan tester connected, perform KOER self-test. If DTCs P1137 P1138, P1157 or P1158 are present, go to next step. If specified DTCs are not present, fault is intermittent. Go to CIRCUIT TEST Z . 82)Check Exhaust System Leaks in exhaust system can cause DTCs P0136 and P0156. Possible causes are as follows: z Incorrect HO2S torque. z Exhaust system leaks. Inspect entire exhaust system including catalyst and HO2S. Repair or replace as necessary. Clear PCM memory and repeat QUICK TEST . If not faults are present, go to next step. 83)Check HO2S Circuit For Short Circuit Leave ignition off and suspect HO2S disconnected. Disconnect scan tester from DLC. Disconnect PCM 104-pin connector. Inspect connector for damaged pins, corrosion and loose wires. Repair circuit as necessary. Install EEC-V Breakout Box (014-00950), leaving PCM disconnected. Measure resistance between HO2S test pin and test pins No. 24, 71, 90 (VREF), 91 (SIG RTN), 97 (VPWR), and 103 (PWR GND) at breakout box. Measure resistance between HO2S test pin and VPWR test pin at breakout box. If resistance is more than 10,000 ohms, go to next step. If resistance is 10,000 ohms or less, repair short circuit in wiring harness. Clear PCM memory. Drive vehicle for 5 miles and repeat QUICK TEST . 84)Check Ground Circuit Resistance Leave ignition off and suspect HO2S disconnected. Measure resistance between HO2S SIG test pin at breakout box and HO2S SIG terminal at wiring harness connector. Measure resistance between SIG RTN test pin at breakout box and SIG RTN terminal at wiring harness connector. If resistance is 5 ohms or more, repair open circuit in wiring harness and repeat QUICK TEST . If resistance is less than 5 ohms, go to next step. 85)Check HO2S Circuit Turn ignition off. Connect scan tester to DLC. Ensure suspect HO2S and PCM are connected. Turn ignition on. Access HO2S PID of suspect sensor. If voltage reading is 1.5 or more, go to step 88). If voltage is less than 1.5 volts, go to next step. 86)Check Circuit Resistance Turn ignition off. Connect PCM to breakout box. Measure resistance between PWR GND test pin and SIG RTN test pin at breakout box. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, replace PCM and repeat QUICK TEST . 87)Check HO2S PID Leave ignition off and HO2S disconnected. Using jumper wire, connect VPWR and HO2S signal terminal of wiring harness connector. Turn ignition on. Using scan tool, access HO2S PID of suspect sensor. If HO2S PID voltage is more than 1.5 volts, replace HO2S. Clear PCM memory. Drive vehicle for 5 miles and repeat QUICK TEST . If HO2S PID voltage is 1.5 volts or less, replace Helpmelearn February-12-08 7:09:07 PM

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PCM. Clear PCM memory. Drive vehicle for 5 miles and repeat QUICK TEST. 88)Check PCM Voltage Leave suspect HO2S disconnected. Turn ignition on. Measure voltage between SIG RTN terminal at HO2S wiring harness connector and negative battery terminal. Measure voltage between HO2S SIG terminal at wiring harness connector and negative battery terminal. If voltage is 1.5 volts or more, replace PCM and repeat QUICK TEST . If voltage is less than 1.5 volts, replace HO2S and repeat QUICK TEST. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 88) to step 100). No test procedures have been omitted.

100)KOER DTC P0127 DTC P0127 indicates that HO2S heater was not on during KOER self-test and testing of HO2S did not occur. Possible cause is cool exhaust system. Connect scan tester to DLC. Using scan tester, access all HO2S HEATER. If all PIDs indicate ON, repeat QUICK TEST . If any PIDs are off, operate engine until all PIDs are on; repeat QUICK TEST. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 100) to step 110). No test procedures have been omitted.

110)Check For Crossed HO2S Circuit Turn ignition off. Disconnect suspect HO2S. Inspect connector for indication of crossed wires or incorrect installation. Repair or replace if necessary and repeat KOER self-test. If no faults are found, go to next step. 111) Leave ignition off and suspect HO2S disconnected. Disconnect PCM 104-pin connector. Inspect connector for damaged pins, corrosion and loose wires. Repair circuit as necessary. Install EEC-V Breakout Box (014-00950), leaving PCM disconnected. Measure resistance between suspect circuit terminal at wiring harness connector and corresponding test pin at breakout box. If resistance is less than 5 ohms, fault is intermittent and cannot be duplicated at this time. Repeat QUICK TEST to verify DTC is present. If resistance is 5 ohms or more, repair circuit. Clear PCM memory. Drive vehicle for 5 miles and repeat QUICK TEST. CIRCUIT TEST HC - FUEL DELIVERY SYSTEM Diagnostic Aids

Perform this test when directed by QUICK TEST or if directed by other test procedures. This test is used to diagnose: z z z z z z z

Fuel pressure. Fuel filter. Fuel return. Fuel supply. Fuel injector. Engine vacuum systems. Chassis components.

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WARNING: Fuel system remains under high pressure even when engine is not running. To avoid injury, release fuel pressure before disconnecting any fuel system hose or component. CIRCUIT TEST ACRONYMS Acronym DLC PID

Definition Data Link Connector Parameter Identification

1)Check System Integrity Turn ignition off. Inspect fuel system for leaks, damage or kinked hoses. Inspect wiring harness for damage or loose connectors. Ensure battery is fully charged and fuses are okay. Ensure fuel filter has been serviced in the previous 1000 miles. If vehicle does not start, ensure vehicle has fuel in tank and inertia switch is set correctly. Repair or replace as necessary. If no faults are found, go to next step. 2)Check Fuel Pressure Release fuel system pressure. Turn ignition off. Install fuel pressure gauge. Connect scan tester to DLC. Turn ignition on. Access scan tester Output Test Mode. Operate fuel pump at maximum fuel pressure for 8 seconds. For fuel pressure specifications, see FUEL PRESSURE SPECIFICATIONS article. If fuel pressure is as specified, go to next step. If fuel pressure is more than specified, go to step 8). If fuel pressure is less than specified, go to step 11). 3)Check System Ability To Hold Fuel Pressure With fuel pressure gauge installed, turn ignition off. Exit Output Test Mode. If fuel pressure remains within 5 psi of specification for 60 seconds, go to step 5). If fuel pressure does not remain within 5 psi of specification for 60 seconds, go to next step. 4)Check Pressure Regulator Diaphragm With fuel pressure gauge installed, start engine and operate for 10 seconds. Turn ignition off and wait 10 seconds. Start engine again and operate for 10 seconds. Turn ignition off. Disconnect and inspect hose from fuel pressure regulator. If hose is wet with fuel, replace fuel pressure regulator. If hose is dry, go to step 10). 5)Check Fuel Pressure; Test Drive Vehicle With fuel pressure gauge installed, disconnect and plug fuel pressure regulator hose. Ensure fuel pressure gauge can be seen by vehicle operator. Drive vehicle while noting gauge reading during heavy acceleration. If gauge reading stays within 3 psi of original pressure reading, go to next step. If gauge reading does not stay within 3 psi of original pressure reading, go to step 11). 6)Check Fuel Pressure Regulator; Test Drive Vehicle With fuel pressure gauge installed, reconnect fuel pressure regulator hose. Install vacuum gauge to intake manifold. Ensure both gauges can be seen by vehicle operator. Drive vehicle while noting gauges during heavy acceleration. Gauge readings should be as follows: z Fuel pressure gauge reading increases and vacuum gauge reading decreases. z Fuel pressure gauge reading decreases and vacuum gauge reading increases. If gauge readings are correct, fuel system is okay and testing is complete. If gauge readings are not correct, go to next step. 7)Check Vacuum Supply Turn ignition off. Disconnect and plug fuel pressure regulator hose. Install vacuum pump to fuel pressure regulator. Start engine and operate at idle. Observe fuel pressure gauge while applying vacuum to regulator. If fuel pressure changes as vacuum changes, repair restriction in Helpmelearn February-12-08 7:09:07 PM

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vacuum system. If fuel pressure does not change as vacuum changes, replace fuel pressure regulator. 8)Check Fuel Pressure Regulator Leave ignition off and scan tester connected to DLC. Release fuel system pressure. Disconnect fuel hose at fuel rail. Connect hose to fuel rail and put opposite end of hose in clean, one quart container. Turn ignition on. Enter Output Test Mode (OTM) to turn fuel pump on. Note fuel pressure and fuel returning to container. For fuel pressure specifications, see FUEL PRESSURE SPECIFICATIONS article. Exit OTM to turn fuel pump off. If fuel pressure is as specified with fuel returning to container, go to next step. If fuel pressure is not as specified with fuel returning to container, replace fuel pressure regulator. If fuel pressure is zero, go to step 12). 9)Check Fuel Pressure & Return Release fuel system pressure. Turn ignition off. Connect scan tester to DLC. Remove fuel return line at the fuel rail. Connect a hose from fuel rail to a container with a capacity of 1 quart or more. Turn ignition on. Using scan tester, access Output Test Mode. Note fuel pressure and flow into container. For fuel pressure specifications, see FUEL PRESSURE SPECIFICATIONS article. If fuel pressure is as specified and flowing steadily into container, go to next step. If fuel pressure is more than specified, replace fuel pressure regulator. If fuel pressure is less than specified, go to step 11). 10)Check Fuel Return System Turn ignition off. Release fuel system pressure. Disconnect fuel hose at fuel pressure regulator. Check fuel return system for kinked or restricted hoses. Disconnect fuel return hose near fuel tank. Apply 3-5 psi to fuel hose from pressure regulator side. If air flows freely, replace fuel pump. If air does not flow freely, repair or replace hose as necessary. 11)Check Fuel Injector Flow & Leakage Turn ignition off. Use Rotunda Injector Tester (113-00001) to flow test fuel injectors. If flow rate for each fuel injector is within specification, system is okay and testing is complete. If flow rate for any fuel injector is not within specification, replace defective fuel injector and repeat QUICK TEST . 12)Check Fuel Pump Voltage Turn ignition off. Ensure scan tester is connected to DLC. Ensure IFS switch is set correctly. Disconnect fuel pump wiring harness connector. Check connector terminals for damage and repair as necessary. Turn ignition on. Using scan tester, enter Output Test Mode (OTM) and activate fuel pump circuit. Check voltage at fuel pump connector terminals. If voltage is 10.5 volts or more, check fuel pump ground connection. Repair as necessary. If ground connector is okay, replace fuel pump. If voltage is less than 10.5 volts, isolate source of low voltage and repair as necessary. 13)Check Fuel Supply System Turn ignition off. Release fuel system pressure. Check fuel return system for kinked or restricted hoses. Disconnect fuel supply hose at fuel rail and at the fuel pump. Apply 3-5 psi to fuel hose from fuel rail. If air flows freely, replace fuel module. If air does not flow freely, repair or replace hose as necessary. CIRCUIT TEST HD - MISFIRE DETECTION MONITOR Diagnostic Aids

Perform this test when instructed during QUICK TEST or if directed by other test procedures. Only use this test to diagnose: z z z z

Ignition system. Fuel pressure. Fuel injectors. Engine vacuum system.

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z z z

Evaporative system. Canister purge solenoid. Internal engine wear.

Fig. 44: CKP Sensor & Crankshaft Wheel MISFIRE TROUBLE CODES Service DTC P0301 P0302 P0303 P0304 P0305 P0306 P0307 P0308 P0300

Application Cylinder No. 1 (Test Pin No. 75) Cylinder No. 2 (Test Pin No. 101) Cylinder No. 3 (Test Pin No. 74) Cylinder No. 4 (Test Pin No. 100) Cylinder No. 5 (Test Pin No. 73) Cylinder No. 6 (Test Pin No. 99) Cylinder No. 7 (Test Pin No. 72) Cylinder No. 8 (Test Pin No. 98) Multiple Cylinder Misfire Or Defective CKP Sensor

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1)Check Possible Cause Of Misfire If vehicle runs out of fuel, a trouble code may be stored in PCM memory. Ensure vehicle has not recently run out of fuel. Clear PCM memory and repeat QUICK TEST if necessary. If vehicle is equipped with crankshaft pulley-mounted pulse ring, go to next step. If vehicle is not equipped with crankshaft pulley-mounted pulse ring, go to step 3). 2)Check Crankshaft Pulley Turn ignition off. Remove front cover if necessary. Check crank pulley and pulse ring for damage or looseness. Repair or replace as necessary. If no faults are found, go to next step. 3)Check For Continuous DTCs If continuous codes are present, service as necessary. Disregard misfire codes at this time. If no other misfire codes are present, go to next step. 4)Check For KOEO DTCs If any KOEO DTCs are present, service as necessary. Disregard misfire codes at this time. If any other DTCs are present, proceed to appropriate CIRCUIT TEST. If no KOEO DTCs are present, check spark plugs and spark plug wires. If spark plugs and spark plug wires are okay, go to next step. 5)Check For KOER DTCs If any KOER DTCs except P1131 or P1151 are present, service as necessary. Disregard misfire codes at this time. If KOER DTCs P1131 or P1151 are present, go to step 8). If no KOER DTCs are present, check spark plugs and spark plug wires. If spark plugs and spark plug wires are okay, go to next step. 6)Check/Compare PID Values Turn ignition and all accessories off. Connect scan tester to DLC. Ensure engine is warmed to operating temperature. Turn ignition on. Using scan tester, access and record DPFEGR PID. Start engine and allow to idle. Record DPFEGR PID. If both DPFEGR PID voltage values are within 0.15 volts of each other, go to step 8). If DPFEGR PID voltage is not as specified, go to CIRCUIT TEST HE , step 100). NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 6) to step 8). No test procedures have been omitted.

8)Check Fuel Injector & Circuit Resistance Turn ignition off. Disconnect PCM 104-pin connector. Inspect pins for damage and repair if necessary. Install EEC-V Breakout Box (014-00959), leaving PCM disconnected. Measure and record resistance between suspected fuel injector test pin and test pin No. 71 and 97 at breakout box. If resistance is 11-18 ohms, go to step 9). If resistance is not 11-18 ohms, go to step 56) under CIRCUIT TEST H . 9)Check Fuel Injector Drive Signal With ignition off, connect PCM to breakout box. Connect a nonpowered 12-volt test light between test pin No. 71 or 97 and suspect fuel injector test pin at breakout box. Crank or start engine. If test light glows dimly, system is operating correctly. Go to next step. If test light does not glow dimly (no light/bright light), replace PCM and repeat QUICK TEST . 10)Check Fuel Pressure Turn ignition off. Release fuel pressure. Install fuel pressure gauge. Start engine and allow to idle. Note fuel pressure gauge reading. Increase engine speed to 2500 RPM and maintain for one minute. For fuel pressure specifications, see FUEL PRESSURE SPECIFICATIONS article. If fuel pressure is as specified, go to next step. If fuel pressure is not as specified, go to CIRCUIT TEST HC . 11)Check System Ability To Hold Fuel Pressure Start engine and allow to idle. Note fuel pressure gauge reading. Increase engine speed to 2500 RPM and maintain for one minute. Check for fuel leaking from around fuel injectors, fuel pressure regulator and fuel hoses. Repair if necessary. Turn ignition off. Turn ignition on and note fuel pressure gauge reading. If fuel pressure remains at specification for one minute, go to next step. If fuel pressure does not remain at specification for one minute, go to step 3) under CIRCUIT TEST HC . Helpmelearn February-12-08 7:09:07 PM

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12)Check Fuel Injector Flow & Leakage Turn ignition off. Use Rotunda Injector Tester (113-00001) to flow test fuel injectors. If flow rate for each fuel injector is okay, go to step 20). If flow rate for any fuel injector is not okay, replace defective fuel injector and repeat QUICK TEST . NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 12) to step 20). No test procedures have been omitted.

20)Check Vacuum System Inspect all vacuum hoses for kinks or damage. Ensure all vacuum connections are clean and tight. Repair or replace as necessary. If vacuum system is okay, go to next step. NOTE:

The misfire monitor can be affected by the evaporative emission system.

21)Check Evaporative Emission System Inspect carbon canister. Replace carbon canister if it contains liquid fuel. If carbon canister is okay, go to next step. 22)Pressure Test Evaporative System Remove vapor line from canister and install vacuum tee. Connect a pressure gauge to one side of tee and low pressure air pump to other side of tee. Apply 0.75 psi (5.2 kPa). If evaporative emission system holds pressure, reconnect vapor line and go to next step. If system does not hold pressure, isolate fault and repair as necessary. 23)Check Vacuum In Evaporative System Inspect vacuum hoses between engine and carbon canister for restrictions or damage. Ensure all vacuum connections are clean and tight. Repair or replace as necessary. If system is okay, go to next step for vehicles with EVAP canister purge solenoid, or step 26) for vehicles equipped with Vapor Management Valve (VMV). 24)Check Canister Purge Solenoid (CANP) Turn ignition off. Disconnect CANP solenoid wiring harness connector. Inspect connector for damaged pins and repair as necessary. Using jumper wire, apply 12 volts to VPWR (Red wire) terminal of CANP wiring harness connector. Connect CANP (Gray/Yellow wire) terminal to ground. Connect vacuum pump to manifold side of CANP solenoid and apply 16 in. Hg. When 12 volts is applied, solenoid should open and pass air freely. Replace solenoid if it does not function correctly. If solenoid does function correctly, go to next step. 25)Check Engine Condition Inspect engine for obvious faults. Ensure compression is even and within specification. Check PCV system for restrictions or leaks. Repair or replace as necessary. If no faults can be found, misfire trouble code is intermittent. Go to CIRCUIT TEST Z . 26)Check Vapor Management Valve (VMV) Housing Turn ignition off. Ensure vehicle is at room temperature. Connect vacuum pump to fuel vapor port of VMV and apply 16 in. Hg. If vacuum is held, go to next step. If vacuum is not held, replace VMV and repeat QUICK TEST . 27) Leave ignition off. Disconnect hose from vacuum input port of VMV. Connect vacuum pump to VMV vacuum input port and apply 10-15 in. Hg. If little or no vacuum is lost, service VMV filter. If filter is okay, replace VMV. Repeat QUICK TEST . If vacuum is not as specified, go to step 25). NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 27) to step 30). No test procedures have been omitted.

30)Check For Additional Misfire DTCs If any DTCs except P0300 are present, go to step 1). If no other DTCs are present, go to next step. 31)Check For Continuous DTCs If continuous codes are present, service as necessary. If no other Helpmelearn February-12-08 7:09:07 PM

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misfire codes are present, go to next step. 32)Check/Compare PID Values Turn ignition and all accessories off. Connect scan tester to DLC. Ensure engine is warmed to operating temperature. Turn ignition on. Using scan tester, access and record DPFEGR PID. Start engine and allow to idle. Record DPFEGR PID. If both DPFEGR PID voltage values are within 0.15 volts of each other, go to step 8). If DPFEGR PID voltage is not as specified, go to CIRCUIT TEST HE , step 100). NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 32) to step 40). No test procedures have been omitted.

40)DTC P1309 This fault indicates misfire detection monitor malfunction. Turn ignition and all accessories off. Disconnect PCM 104-pin connector. Inspect pins for damage and repair if necessary. Install EEC-V Breakout Box (014-00959), leaving PCM disconnected. Connect DVOM between test pins No. 85 and No. 51 or 103. Using starter, bump engine in short bursts for at least 10 revolutions. DO NOT allow engine to start. If voltage switches from below 0.2 volts to over 8.0 volts, check CMP sensor for correct installation. If sensor is correctly installed, replace PCM and repeat QUICK TEST . If voltage does not switch from below 0.2 volts to over 8.0 volts, replace CMP sensor and repeat QUICK TEST. CIRCUIT TEST HE - EGR SYSTEM Diagnostic Aids

Perform this test when instructed by QUICK TEST. This test is only intended to diagnose: z z z z z z z

Differential Pressure Feedback Electronic (DPFE) sensor. DPFE sensor hoses. Electronic Vacuum Regulator (EVR). Orifice tube assembly. Faulty EGR valve. Wiring harness circuits (DPFE SIG, EVR, EVR PWR, SIG RTN and VREF). Faulty Powertrain Control Module (PCM).

Fig. 45: DPFE Sensor Wiring Harness Connector Terminals Helpmelearn February-12-08 7:09:07 PM

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Fig. 46: EVR Solenoid Wiring Harness Connector Terminals

Fig. 47: DPFE System Components 1)DTC P1400: Check DPFE Voltage This code indicates open in DPFE SIG circuit. Possible causes for this fault are: z Leaking upstream pressure hose. Helpmelearn February-12-08 7:09:07 PM

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z z z z

DPFE SIG shorted to GND or SIG RTN circuit. VREF shorted to GND or SIG RTN circuit. Faulty DPFE sensor. Faulty PCM.

Turn ignition off. Connect scan tester to DLC. Turn ignition on. Using scan tester, access DPFEGR PID. If voltage is less than 0.2 volt, go to next step. If voltage is 0.2 volt or more, go to step 6). 2)Generate Opposite DPFE Signal Turn ignition off. Disconnect DPFE wiring harness connector. Using a jumper wire, connect DPFE SIG and VREF terminals at wiring harness connector. Turn ignition on. Using scan tester, access DPFE SIG PID. If scan tester error occurs, disconnect jumper wire and go to step 3). If DPFEGR PID value is not 4-6 volts, go to step 3). If DPFEGR PID value is 4-6 volts, replace DPFE sensor and repeat QUICK TEST . 3)Measure VREF Voltage At DPFE Sensor Leave DPFE sensor disconnected. Turn ignition on. Measure voltage between SIG RTN terminal and VREF terminal at DPFE wiring harness connector. If voltage is 4-6 volts, go to step 4). If VREF voltage is not 4-6 volts, go to CIRCUIT TEST C . 4)Check DPFE SIG For Short To Ground Leave DPFE sensor disconnected. Turn ignition off. Disconnect PCM 104-pin connector. Inspect for damaged pins and repair if necessary. Connect EEC-V Breakout Box (014-000950), leaving PCM disconnected. Measure resistance between test pin No. 65 (DPFE SIG) and 91 (SIG RTN) and test pins No. 51 and 103 (PWR GND). If each measurement is 10,000 ohms or more, replace PCM and repeat QUICK TEST . If any measurement is less than 10,000 ohms, repair short circuit and repeat QUICK TEST. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 4) to step 6). No test procedures have been omitted.

6)Wiggle Test Sensor & Harness With ignition off, connect scan tester to DLC. Turn ignition on. Access DPFE PID with scan tester. Observe DPFE PID for indication of fault while shaking and bending DPFE sensor wiring harness and connector. Tap lightly on DPFE sensor to simulate road shock. An indication of fault is a sudden change in DPFE PID voltage. If fault is indicated, isolate and repair as necessary. If no fault is indicated, go to CIRCUIT TEST Z . NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 6) to step 10). No test procedures have been omitted.

10)DTC P1401: Check DPFE Signal Voltage This code indicates PCM has detected DPFE SIG circuit input above maximum. Possible causes for this fault are: z Open circuit in DPFE SIG or SIG RTN circuit. z DPFE SIG shorted to VREF or PWR circuit. z VREF shorted to PWR circuit. z Faulty DPFE sensor. z Faulty PCM. Helpmelearn February-12-08 7:09:07 PM

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With ignition off, connect scan tester to DLC. Turn ignition on. Access DPFEGR PID. If DPFEGR PID voltage is more than 4.0 volts, go to next step. If DPFEGR PID voltage is 4.0 volts or less, go to step 19). 11)Check DPFE SIG For Short To Power Turn ignition off. Disconnect DPFE wiring harness connector. Turn ignition on. Measure voltage between DPFE SIG terminal at 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, go to step 13). 12) Leave ignition off and DPFE sensor disconnected. Disconnect PCM 104-pin connector. Inspect for damaged pins and repair if necessary. Connect EEC-V Breakout Box (014-000950), leaving PCM disconnected. Turn ignition on. Measure voltage between test pin No. 65 (DPFE SIG) and test pins No. 51 and 103 (PWR GND) at breakout box. If voltage is 10.5 volts or more, repair short between DPFE SIF and PWR circuit. Repeat QUICK TEST . If voltage is less than 10.5 volts, replace PCM and repeat QUICK TEST. 13)Generate Opposite DPFE Signal Turn ignition off. Disconnect DPFE wiring harness connector. Using a jumper wire, connect DPFE SIG and SIG RTN terminals at wiring harness connector. Turn ignition on. Using scan tester, access DPFEGR SIG PID. If scan tester error occurs, disconnect jumper wire and go to step 18). If DPFEGR PID value is .05 volt or more, go to step 16). If DPFEGR PID value is less than .05 volt, disconnect jumper wire and go to next step. 14)Verify VREF Is Within Range Leave DPFE sensor disconnected. Turn ignition on. Measure voltage between SIG RTN terminal and VREF terminal at DPFE 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 . 15)Check DPFE SIG For Short To VREF Leave DPFE sensor disconnected. Turn ignition off. Disconnect PCM 104-pin connector. Inspect for damaged pins and repair if necessary. Connect EEC-V Breakout Box (014-000950), leaving PCM disconnected. Measure resistance between test pin No. 65 (DPFE SIG) and 90 (VREF) at breakout box. If resistance is 10,000 ohms or more, replace DPFE sensor and repeat QUICK TEST . If resistance is less than 10,000 ohms, repair short circuit and repeat QUICK TEST. 16)Check DPFE SIG For Open Circuit Leave ignition off and DPFE sensor disconnected. Measure resistance between test pin No. 65 (DPFE SIG) and DPFE SIG terminal at DPFE sensor 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 . 17)Check SIG RTN For Open Circuit Leave ignition off and DPFE sensor disconnected. Measure resistance between test pin No. 91 (SIG RTN) and SIG RTN terminal of DPFE sensor wiring harness connector. If resistance is less than 5 ohms, replace PCM and repeat QUICK TEST . If resistance is 5 ohms or more, repair open in SIG RTN circuit and repeat QUICK TEST. 18)Check DPFE SIG For Short To VREF Leave ignition off and DPFE sensor disconnected. Measure resistance between test pin No. 65 (DPFE SIG) and 90 (VREF) at breakout box. If resistance is more than 10,000 ohms, replace PCM and repeat QUICK TEST . If resistance is 10,000 ohms or less, repair short between DPFE SIG and VREF circuit. Repeat QUICK TEST. 19)Wiggle Test Sensor & Harness With ignition off, connect scan tester to DLC. Turn ignition on. Access DPFE PID with scan tester. Observe DPFE PID for indication of fault while shaking and bending DPFE sensor wiring harness and connector. An indication of fault is a sudden change in DPFE PID voltage. Tap lightly on DPFE sensor to simulate road shock. If fault is indicated, isolate and repair as necessary. If no fault is indicated, go to CIRCUIT TEST Z . 20)DTC P0402: Check EGR Flow At Idle This code indicates PCM has detected EGR flow at idle. Helpmelearn February-12-08 7:09:07 PM

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Possible causes for this fault are: z EGR valve stuck open. z EVR solenoid vent plugged. z EVR circuit shorted to ground. z Excessively worn or damaged vacuum hose. z Faulty EVR solenoid. z Faulty PCM. NOTE:

If Continuous Memory Code P1405 is present, go to step 50).

With ignition off, disconnect and plug EGR vacuum hose. Perform KOER self-test. If DTC P0402 is present, service or replace EGR valve. If DTC P0402 is not present or vehicle will not start/run, go to next step. 21) Turn ignition off. Reconnect EGR vacuum hose. Perform KOER self-test. If DTC P0402 is present, go to next step. If DTC P0402 is not present or vehicle will not start/run, go to step 30). 22)Check EGR System Using vehicle's vacuum diagram label, check EGR system vacuum hoses for damage, tight connections and correct routing. If hoses are okay, go to next step. If hoses are not okay, repair as necessary. Clear PCM memory and repeat QUICK TEST . 23)Check DPFE Sensor Output Turn ignition off. Disconnect pressure hoses at DPFE sensor. Connect vacuum pump to DPFE sensor downstream port marked REF. Turn ignition on. Using scan tester, access DPFEGR PID. PID voltage should be 0.35-1.25 volts. Using vacuum pump, apply 8-9 in. Hg. PID voltage should be more than 4 volts. When vacuum is quickly released, PID voltage should drop to less than one volt. If PID voltage is not as specified, replace DPFE sensor and repeat QUICK TEST . If PID voltage is as specified, go to next step. 24)Check EGR Flow At Idle With EVR Solenoid Disconnected Turn ignition off. Disconnect EGR valve vacuum hose. Connect vacuum gauge to hose. Start engine and allow to idle. While observing vacuum gauge, disconnect EVR solenoid. If vacuum gauge reads 1.6 in. Hg or more, go to next step. If vacuum gauge reads less than 1.6 in. Hg, go to step 26). 25)Check EVR Vent Turn ignition off. Disconnect EVR solenoid vent cap and vacuum hoses. Remove EVR filter and inspect for restriction. Using a vacuum pump, apply 15 in. Hg to EVR vent. If EVR solenoid is plugged or restricted, repair or replace as necessary. Clear PCM memory and repeat QUICK TEST . If solenoid is not plugged or restricted, replace EVR solenoid. Clear PCM memory and repeat QUICK TEST. 26)Check EVR Solenoid Coil Resistance Turn ignition off. Disconnect EVR solenoid wiring harness connector. Measure resistance between EVR terminals. If resistance is 26-40 ohms, go to next step. If resistance is not 26-40 ohms, replace EVR solenoid. Clear PCM memory and repeat QUICK TEST . 27)Check EVR Circuit For Short To Ground Leave ignition off and EVR solenoid disconnected. Disconnect PCM 104-pin connector. Inspect for damaged pins and repair if necessary. Connect EEC-V Breakout Box (014-000950), leaving PCM disconnected. Measure resistance between test pin No. 47 (EVR) and test pins No. 51 and 103 (PWR GND) at breakout box. If resistance is more than 10,000 ohms, go to next step. If resistance is 10,000 ohms or less, repair short between EVR circuit and ground. 28)Check EVR Circuit For Short To VREF Leave ignition off and EVR solenoid disconnected. Helpmelearn February-12-08 7:09:07 PM

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Measure resistance between test pin No. 47 (EVR) and test pins No. 90 (VREF) at breakout box. If resistance is more than 10,000 ohms, replace PCM and repeat QUICK TEST . NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 28) to step 30). No test procedures have been omitted.

30)Check DPFE Sensor Output Leave ignition off. Connect scan tester to DLC. Disconnect pressure hoses at DPFE sensor. Connect vacuum pump to DPFE sensor port marked REF. Turn ignition on. Using scan tester, access DPFEGR PID. PID voltage should be 0.35-1.25 volt. Apply 9 in. Hg to DPFE sensor. PID voltage should be more than 4.0 volts. Release vacuum from sensor. PID voltage should drop to less than one volt in less than 3 seconds. If voltage readings are as specified, go to next step. If voltage readings are not as specified, replace DPFE sensor. Clear PCM memory and repeat QUICK TEST . 31)Check DPFE SIG Voltage Leave ignition on. Using scan tester, access DPFEGR PID. PID voltage should be 0.35-1.25 volt. Connect vacuum hose to EGR valve and plug hose. Start engine and allow to idle. Observe DPFEGR PID voltage at idle and compare to KOEO voltage. If voltage is higher at idle, apply 2-3 in. Hg to EGR valve and release vacuum. Repeat several times while observing DPFEGR PID voltage on scan tool. DPFEGR PID voltage should increase as valve begins to open and return to initial value as vacuum is released. A slow to return voltage is an indication of a slow closing EGR valve. If DPFEGR PID does not indicate fault, go to next step. If fault is indicated by DPFE PID, service or replace EGR VALVE. Clear PCM memory and repeat QUICK TEST . 32)Check EGR Valve Vacuum While Wiggling EVR Circuit Turn ignition off. Disconnect vacuum hose at EGR valve and connect to vacuum gauge. Turn ignition on. Observe vacuum gauge for indication of fault while wiggling EVR wiring harness and connector. Fault is indicated by a sudden jump in vacuum reading. Tap lightly on sensor to simulate road shock. If no faults are indicated, go to next step. If fault is indicated, isolate and repair as necessary. Clear PCM memory and repeat QUICK TEST . 33)Check EVR Solenoid For Restriction Turn ignition off. Disconnect EVR solenoid vent filter. Inspect for contamination or water. Remove EGR vacuum hose and inspect for restriction. Repair or replace as necessary. If no faults can be found, problem is intermittent and cannot be identified at this time. Go to CIRCUIT TEST Z . NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 33) to step 40). No test procedures have been omitted.

40)DTC P1403: Check For Reversed Pressure Hoses Check hoses for proper connection. DPFE port marked HI should connect to exhaust side of orifice tube. DPFE port marked REF should connect to intake side of orifice tube. See Fig. 46 . If hoses are not routed correctly, repair as necessary. Clear PCM memory and repeat QUICK TEST . If hoses are routed correctly, problem cannot be identified at this time. Clear PCM memory and repeat QUICK TEST.

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Fig. 48: DPFE Vacuum Circuit NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 40) to step 50). No test procedures have been omitted.

50)DTC P1405: Check For Upstream Pressure Hose Connection Check upstream hose for clean, tight connection. See Fig. 48 . Repair as necessary. Clear PCM memory and repeat QUICK TEST . If hose is okay, go to next step. 51)Inspect Upstream Pressure Hose Check upstream hose for clean, tight connection. Ensure hose is not pinched, wet or contaminated. Repair as necessary. Clear PCM memory and repeat QUICK TEST . If hose is okay, go to next step. 52)Inspect Orifice Tube Assembly & DPFE Sensor Check DPFE sensor port for restriction or damage. Inspect exhaust manifold side pressure pick-up tube at the orifice tube assembly for restriction or damage. Repair as necessary. Clear PCM memory and repeat QUICK TEST . If no faults are found, clear PCM memory and repeat QUICK TEST. If hose is okay, go to next step. 53)Check DPFE Sensor Output Leave ignition off. Connect scan tester to DLC. Disconnect pressure hoses at DPFE sensor. Connect vacuum pump to DPFE sensor port marked REF. Turn ignition on. Using scan tester, access DPFEGR PID. PID voltage should be 0.35-1.25 volt. Apply 9 in. Hg to DPFE sensor. Helpmelearn February-12-08 7:09:08 PM

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PID voltage should be more than 4.0 volts. Release vacuum from sensor. PID voltage should drop to less than one volt in less than 3 seconds. If voltages are not as specified, replace DPFE sensor and repeat QUICK TEST . If voltage readings are as specified, fault is intermittent and cannot be duplicated at this time. Clear PCM memory and repeat QUICK TEST. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 53) to step 60). No test procedures have been omitted.

60)DTC P1406: Check For Downstream Pressure Hose Connection Check downstream hose for clean, tight connection. See Fig. 46 . Repair as necessary. Clear PCM memory and repeat QUICK TEST . If hose is okay, go to next step. 61)Inspect Downstream Pressure Hose Check downstream hose for clean, tight connection. Ensure hose is original equipment. Ensure hose is not pinched, wet or contaminated. Repair as necessary. Clear PCM memory and repeat QUICK TEST . If hose is okay, go to next step. 62)Inspect Orifice Tube Assembly & DPFE Sensor Check DPFE sensor port for restriction or damage. Inspect intake manifold side pressure pick-up tube at the orifice tube assembly for restriction or damage. Repair as necessary. Clear PCM memory and repeat QUICK TEST . If no faults are found, go to next step. 63)Check DPFE Sensor Output Leave ignition off. Connect scan tester to DLC. Disconnect pressure hoses at DPFE sensor. Connect vacuum pump to DPFE sensor port marked REF. Turn ignition on. Using scan tester, access DPFEGR PID. PID voltage should be 0.35-1.25 volt. Apply 9 in. Hg to DPFE sensor. PID voltage should be more than 4.0 volts. Release vacuum from sensor. PID voltage should drop to less than one volt in less than 3 seconds. If voltages are not as specified, replace DPFE sensor and repeat QUICK TEST . If voltage readings are as specified, fault is intermittent and cannot be duplicated at this time. Clear PCM memory and repeat QUICK TEST. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 63) to step 70). No test procedures have been omitted.

70)DTC P0401 These codes indicate self-test has detected no EGR flow. Possible causes are as follows: z EGR valve stuck closed. z EGR valve diaphragm leak. z EGR flow plugged or restricted. z Faulty EGR hose. z EVR VPWR circuit open. z EVR VPWR circuit to PCM open or shorted to PWR. z DPFE sensor VPWR circuit open. z DPFE sensor hoses faulty. z Faulty DPFE sensor. z Faulty EVR solenoid. z Faulty PCM. If fault is currently present, KOER code P1408 should be present. Perform KOER self-test. If DTC P1408 Helpmelearn February-12-08 7:09:08 PM

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is present, go to next step. If DTC P1408 is not present, go to step 90). 71)DTC P1408 This code indicates KOER self-test has detected EGR flow out of range. Possible causes are as follows: z EGR valve stuck closed. z EGR valve diaphragm leak. z EGR flow plugged or restricted. z Faulty EGR hose. z EVR VPWR circuit open. z EVR VPWR circuit to PCM open or shorted to PWR. z DPFE sensor VPWR circuit open. z DPFE sensor hoses faulty or reversed. z Downstream pressure hoses plugged or removed. z Faulty orifice tube assembly. z Faulty DPFE sensor. z Faulty EVR solenoid. z Faulty PCM. Retrieve Continuous Memory DTCs. If any codes except DTCs P1403 or P1406 are present, service as necessary before continuing. If DTC 1406 is present, go to step 60). If no codes are present, go to next step. 72)Perform KOER SELF-TEST While Monitoring EGR Vacuum Disconnect vacuum hose from EGR valve. Connect hose to vacuum gauge. Perform KOER self-test while monitoring gauge. Disregard DTCs set during this test. During test, if EGR vacuum should rise to 3.0 in. Hg or more, go to next step. If vacuum stays below 3.0 in. Hg, go to step 80). 73)Inspect DPFE Pressure Hoses Check both hoses for correct routing. Ensure hoses are not restricted or plugged or leaking. Inspect DPFE sensor and orifice tube assembly for restriction or damage at pick-up tube. If no faults are found, go to next step. If faults are found, repair or replace as necessary. Clear PCM memory and repeat QUICK TEST . 74)Check VREF Voltage At DPFE Sensor Turn ignition off. Disconnect DPFE sensor wiring harness connector. Turn ignition on. Measure voltage between VREF terminal and SIG RTN terminal at DPFE sensor wiring harness connector. If voltage is 4-6 volts, reconnect DPFE sensor and go to next step. If voltage is not 4-6 volts, go to CIRCUIT TEST C . 75)Vacuum Check DPFE Sensor Output Turn ignition off. Connect scan tester to DLC. Disconnect pressure hoses at DPFE sensor. Connect vacuum pump to DPFE sensor port marked REF. Turn ignition on. Using scan tester, access DPFEGR PID. PID voltage should be 0.35-1.25 volt. Apply 8-9 in. Hg to DPFE sensor. PID voltage should be more than 4.0 volts. Release vacuum from sensor. PID voltage should drop to less than one volt in less than 3 seconds. If voltage readings are not as specified, replace DPFE sensor. Clear PCM memory and repeat QUICK TEST . If voltages are as specified, go to next step. 76)Check EGR Valve Function Turn ignition off. Leave scan tester connected to DLC. Disconnect and plug hose at EGR valve. Connect vacuum pump to EGR valve. Start engine and allow to idle. Using scan Helpmelearn February-12-08 7:09:08 PM

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tester, access DPFEGR and RPM PIDs. Slowly apply 5-10 in. Hg to EGR valve and hold for 10 seconds. It may be necessary to increase engine speed to obtain 800 RPM. As vacuum increases, PID voltage should rise (up to 2.5 volts). When vacuum is held steady, PID voltage should hold steady. If vacuum is as specified, reconnect all components and go to step 85). If vacuum is not as specified, service or replace EGR valve. Clear PCM memory and repeat QUICK TEST . NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 76) to step 80). No test procedures have been omitted.

80)Check EVR Solenoid Vacuum Inspect EVR solenoid and EGR vacuum hoses for leaks, restrictions, damage or incorrect routing. Repair as necessary. Disconnect vacuum hoses at EVR solenoid. Connect vacuum pump to EVR solenoid vacuum supply hose. Start engine and allow to idle. If vacuum gauge reading is 15 in. Hg or more, go to next step. If vacuum gauge reading is less than 15 in. Hg, isolate fault and repair as necessary. Clear PCM memory and repeat QUICK TEST . 81)Check VPWR To EVR Solenoid Turn ignition off. Disconnect EVR solenoid wiring harness connector. Turn ignition on. Measure voltage between VPWR terminal at EVR solenoid wiring harness connector and chassis ground. If voltage is 10.5 volts or more, go to next step. If voltage is less than 10.5 volts, repair open in VPWR circuit. Clear PCM memory and repeat QUICK TEST . 82)Check Resistance At EVR Solenoid Turn ignition off. Leave EVR solenoid wiring harness connector disconnected. Measure resistance across EVR solenoid terminals. If resistance is 26-40 ohms, go to next step. If resistance is not 26-40 ohms, replace EVR solenoid. Clear PCM memory and repeat QUICK TEST . 83)Check EVR For Short To PWR Leave EVR solenoid disconnected. Turn ignition off. Disconnect PCM 104-pin connector. Inspect for damage pins and repair if necessary. Connect EEC-V Breakout Box (014-000950), leaving PCM disconnected. Turn ignition on. Measure voltage between test pin No. 47 (EVR) at breakout box and chassis ground. If voltage is less than one volt, go to next step. If voltage is one volt or more, repair EVR circuit short to PWR. Clear PCM memory and repeat QUICK TEST . 84)Check EVR Circuit For Open In Harness Leave ignition off and EVR solenoid disconnected. Measure resistance between test pin No. 47 (EVR) and EVR terminal at EVR solenoid wiring harness connector. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open in EVR circuit. Clear PCM memory and repeat QUICK TEST . 85)Check EVR Solenoid Vacuum Output Capability Leave ignition off. Connect EVR solenoid to wiring harness connector. Connect PCM to breakout box. Disconnect hose from EGR valve. Connect EGR vacuum hose to vacuum gauge. Start engine and allow to idle. Connect test pin No. 47 (EVR) at breakout box to chassis ground. If vacuum gauge reading is 4 in. Hg or more, replace PCM and repeat QUICK TEST . If vacuum gauge is less than 4 in. Hg, replace EVR solenoid. Clear PCM memory and repeat QUICK TEST . NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 85) to step 90). No test procedures have been omitted.

90)Check EGR System Leave ignition off. Check entire EGR system for deterioration or signs of failure. Repair or replace as necessary. If system is okay, go to next step. 91)Check EGR Valve Operation Leave ignition off. Disconnect EGR valve. Connect vacuum pump to EGR valve. Connect scan tester to DLC. Disconnect and plug hose at EGR valve. Connect vacuum pump Helpmelearn February-12-08 7:09:08 PM

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to EGR valve. Start engine and allow to idle. Using scan tester, access DPFEGR PIDs. Slowly apply 5-10 in. Hg to EGR valve and hold for 5 seconds. It may be necessary to increase engine speed to avoid stalling. When vacuum increases, PID voltage should increase as EGR valve opens. EGR operation should be smooth with no binding. If EGR valve opens smoothly and holds vacuum, go to next step. If EGR valve is not as specified, service or replace EGR valve. Clear PCM memory and repeat QUICK TEST . NOTE:

In cold climate, EGR valve may freeze shut and thaw when engine warms, causing intermittent trouble code to be set in PCM memory.

92)Check EVR For Short To PWR Turn ignition off. Leave EGR valve hose connected to vacuum gauge. Disconnect PCM 104-pin connector. Inspect for damage pins and repair if necessary. Connect EEC-V Breakout Box (014-000950), leaving PCM disconnected. Turn ignition on. Connect jumper wire between test pin No. 47 (EVR) at breakout box and chassis ground to turn EVR on. Vacuum gauge reading should be more than 4.0 in. Hg. Observe vacuum gauge for fault while tapping lightly on EVR solenoid. Fault will be indicated by a sudden drop of vacuum. Wiggle EVR vacuum hoses, wiring harness and connector. If fault is indicated, isolate and repair as necessary. Clear PCM memory and repeat QUICK TEST . If no faults are indicated, symptom cannot be identified at this time. Go to CIRCUIT TEST Z . NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 92) to step 100). No test procedures have been omitted.

100)Check EGR Valve & Vacuum Supply Perform QUICK TEST and service any other DTCs if present. If no other DTCs are present, disconnect and plug EGR vacuum supply hose. Turn ignition on. Using scan tester, access DPFEGR PID. PID voltage should be 0.35-1.25 volt. Start engine and allow to idle. DPFEGR PID voltage should increase about 1.5 volts. If voltage is as specified, service or replace EGR valve. If voltage is not as specified, inspect EGR vacuum regulator solenoid vent and vent filter. If no faults are found, replace EGR vacuum regulator solenoid. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 100) to step 110). No test procedures have been omitted.

110)DTC P1409 This code indicates self-test has detected electrical malfunction in EVR circuit. Possible causes are as follows: z EVR circuit open or shorted. z Faulty EVR solenoid. z Faulty PCM. Turn ignition off. Leave EVR solenoid wiring harness connector disconnected. Measure resistance across EVR solenoid terminals. If resistance is 26-40 ohms, go to next step. If resistance is not 26-40 ohms, replace EVR solenoid. Clear PCM memory and repeat QUICK TEST . 111)Check VPWR To EVR Solenoid Turn ignition off. Disconnect EVR solenoid wiring harness connector. Turn ignition on. Measure voltage between VPWR terminal at EVR solenoid wiring harness Helpmelearn February-12-08 7:09:08 PM

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connector and chassis ground. If voltage is 10.5 volts or more, go to next step. If voltage is less than 10.5 volts, repair open in VPWR circuit. Clear PCM memory and repeat QUICK TEST . 112)Check EVR Circuit Continuity Leave ignition off and EVR solenoid disconnected. Disconnect PCM 104-pin connector. Inspect for damage pins and repair if necessary. Connect EEC-V Breakout Box (014-000950), leaving PCM disconnected. Measure resistance between test pin No. 47 (EVR) and EVR terminal at EVR solenoid wiring harness connector. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open in EVR circuit. Clear PCM memory and repeat QUICK TEST . 113)Check EVR For Short To PWR Leave EVR solenoid disconnected. Turn ignition off. Turn ignition on. Measure resistance between test pin No. 47 (EVR) and test pins No. 71 and 97 (VPWR) at breakout box. Measure resistance between test pin No. 47 (EVR) and test pins No. 24 and 103 (PWR GND) at breakout box. If each resistance is more than 10,000 ohms, replace PCM and repeat QUICK TEST . If any resistance is less than 10,000 ohms, repair EVR circuit short to PWR or PWR GND and repeat QUICK TEST. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 113) to step 120). No test procedures have been omitted.

120)Continuous Memory DTC P1409 This continuous DTC indicates self-test has detected electrical malfunction in EVR circuit. Possible causes are as follows: z EVR circuit open or shorted. z Faulty EVR solenoid. z Faulty PCM. Turn ignition off. Disconnect PCM 104-pin connector. Inspect for damaged pins and repair if necessary. Connect EEC-V Breakout Box (014-000950), leaving PCM disconnected. Turn ignition on. Measure voltage between test pin No. 47 (EVR) and No. 24 (PWR GND) at breakout box. Voltage should be more than 10.5 volts. Observe voltmeter for indication of fault while wiggling EVR wiring harness and connector. Fault is indicated by a sudden jump in voltage reading. Tap lightly on sensor to simulate road shock. If fault is indicated, isolate and repair as necessary. If no faults are indicated, symptom cannot be identified at this time. Go to CIRCUIT TEST Z . CIRCUIT TEST HF - CATALYST EFFICIENCY MONITOR & EXHAUST SYSTEMS Diagnostic Aids

Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the exhaust system and downstream HO2S. Internal damage of a catalytic converter is usually caused by abnormal engine operation upstream of catalyst. Conditions that produce higher than normal temperatures in the catalytic converter, such as cylinder misfire, are likely suspects. MISFIRE DIAGNOSTIC TROUBLE CODES (DTC) DTC P0300

Application (1)

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P0301 P0302 P0303 P0304 P0305 P0306 P0307 P0308 (1) Multiple cylinder misfire or faulty CKP sensor.

Cylinder No. 1 (Test Pin No. 75) Cylinder No. 2 (Test Pin No. 101) Cylinder No. 3 (Test Pin No. 74) Cylinder No. 4 (Test Pin No. 100) Cylinder No. 5 (Test Pin No. 73) Cylinder No. 6 (Test Pin No. 99) Cylinder No. 7 (Test Pin No. 72) Cylinder No. 8 (Test Pin No. 98)

1)DTC P0420, P0421, P0430 & P0431: Check Possible Cause Of Misfire DTC P0420 and P0421 indicates bank one catalyst system efficiency is minimum requirement. DTC P0430 and P0430 indicates bank 2 catalyst system efficiency is minimum requirement. Possible causes are as follows: z Use of leaded fuel. z Oil contamination. z Cylinder misfire. z Fuel pressure too high. z HO2S sensor improperly connected. z Damaged exhaust system component. z Faulty ECT sensor. z Faulty HO2S. Ensure ignition timing is correct. Retrieve all Continuous Memory DTCs. If misfire code(s) is not present, go to next step. If misfire code(s) is present, isolate cylinder and repair as necessary. 2)Check HO2S Monitor DTCs If DTCs P0136, P0138, P0140, P0141, P0156, P0158, P0160, or P0161 were present in step 1), service as necessary before continuing. If none of these codes are present in step 1), go to next step. 3)Check ECT Sensor DTCs If DTCs P0117, P0118, P0125 or P1117 were present in step 1), service as necessary before continuing. If none of these codes are present in step 1), go to next step. 4) If any codes except P0420, P0421, P0430 and/or P0430 were present in step 1), service as necessary before continuing. If no codes except P0420 and/or P0430 were present in step 1), go to next step. 5)Check Rear HO2S Wiring Harness Turn ignition off. Ensure HO2S wiring harness is correctly routed and connectors are tight. Repair or replace as necessary. If wiring harness and connectors are okay, go to next step. 6)Check Fuel Pressure Turn ignition off. Release fuel pressure. Install fuel pressure gauge. Start engine and allow to idle. Note fuel pressure gauge reading. Increase engine speed to 2500 RPM and maintain for one minute. For fuel pressure specifications, see FUEL PRESSURE SPECIFICATIONS article. If fuel pressure is as specified, go to next step. If fuel pressure is not as specified, go to CIRCUIT TEST HC . 7)Check For Exhaust System Leaks If exhaust system leaks, it may cause catalyst monitor efficiency test to fail. Inspect exhaust system for cracks, loose connections or punctures. Repair or replace as necessary. If exhaust system is okay, go to next step. Helpmelearn February-12-08 7:09:08 PM

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8)Check For Exhaust System Restrictions Inspect exhaust system for collapsed areas, dents or excessive bending. Repair or replace as necessary. If exhaust system is okay, go to next step. 9)Check Manifold Vacuum Install tachometer. Connect vacuum gauge to intake manifold vacuum source. Start engine and raise engine speed to 2000 RPM. Manifold vacuum should rise to more than 16 in. Hg. If manifold vacuum is okay, go to next step. If manifold vacuum is low, go to step 11). 10) Leave tachometer and vacuum gauge connected. Start engine and raise engine speed to 2000 RPM. On a non-restricted system, manifold vacuum should quickly rise to normal range as increased RPM is maintained. On a restricted system, manifold vacuum will slowly rise to normal range as increased RPM is maintained. If manifold vacuum is okay, no indication of exhaust leak or restriction has been detected and testing is complete. If manifold vacuum is low or slow to respond, go to next step. 11) Leave tachometer and vacuum gauge connected. Remove exhaust pipe from exhaust manifold. Start engine and raise engine speed to 2000 RPM. If manifold vacuum is now okay, fault is downstream from exhaust manifold. Reconnect exhaust pipe to exhaust manifold and go to next step. If manifold vacuum is still low or slow to respond, fault is in exhaust manifold or intake manifold gasket. Repair or replace as necessary and repeat QUICK TEST . 12) Leave tachometer and vacuum gauge connected. Disconnect muffler/tailpipe assembly from rear of catalytic converter. Start engine and raise engine speed to 2000 RPM. If manifold vacuum is now okay, fault is in muffler/tailpipe assembly. Repair or replace as necessary and test drive vehicle to verify elimination of symptom. If manifold vacuum is still not okay, fault is in catalytic converter. Repair or replace as necessary. Check tailpipe/muffler assembly for debris from catalytic converter. Test drive vehicle to verify elimination of symptom. CIRCUIT TEST HG - PCV SYSTEM Diagnostic Aids

Perform this test when instructed during QUICK TEST or if directed by other test procedures. Use this test to diagnose Positive Crankcase Ventilation (PCV) valve and related vacuum hoses.

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Fig. 49: PCV System Schematic 1)Check PCV Valve Remove PCV valve. Shake valve and listen for rattle. If PCV valve rattles when shaken, go to next step. Replace PCV valve if it does not rattle when shaken. 2)Check PCV System Start engine and warm to normal operating temperature. Disconnect hose from remote air cleaner or outlet tube. Place a stiff piece of paper over end of hose. If vacuum from hose does not hold paper in place for one minute, go to next step. If vacuum from hose holds paper in place for one minute, PCV system is okay and testing is complete. 3)Check Evaporative Emission System Disconnect evaporative emission hose from PCV system and plug connector. Place a stiff piece of paper over end of hose. If vacuum from hose does not hold paper in place for one minute, isolate vacuum leak or restriction and repair as necessary. If vacuum from hose holds paper in place for one minute, proceed as follows: z On models equipped with Fuel Tank Pressure (FTP) sensor, go to step 47) of CIRCUIT TEST HX . z On models not equipped with Fuel Tank Pressure (FTP) sensor, go to step 10) of CIRCUIT TEST HW . CIRCUIT TEST HM - SECONDARY AIR INJECTION (AIR) SYSTEM Diagnostic Aids Helpmelearn February-12-08 7:09:08 PM

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Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z z z z z z z z

Wiring harness circuits (BATT+, EAIR, EAIR MONITOR and Ground). Solid State Relay (SSR). Electric Air Pump (EAP). Air injection by-pass solenoid. Air injection diverter solenoid. Air injection diverter valve. Air injection by-pass solenoid. Powertrain Control Module (PCM).

Fig. 50: Electric AIR Test Circuit & Connector Terminals

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Fig. 51: Mechanical AIR Test Circuit & Connector Terminals

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Fig. 52: Electric AIR Pump Components 1)DTC P0412: Check BATT+ At SSR This DTC indicates EAIR primary circuit failure. Possible causes are as follows: z EAIR circuit open or short to power. z AIR by-pass solenoid failure. z Faulty Solid State Relay (SSR). z Faulty PCM. Turn ignition off. Disconnect SSR. Turn ignition on. Measure voltage between SSR connector BATT+ terminal and negative battery terminal. If voltage is 10.5 volts or more, go to next step. If voltage is less than 10.5 volts, go to step 6). 2)Check EAIR Circuit Resistance Turn ignition off. Leave SSR disconnected. Disconnect AIR by-pass solenoid. Temporarily remove secondary air dedicated fuse. Disconnect PCM 104-pin connector. Inspect for damaged pins and repair if necessary. Connect EEC-V Breakout Box (014-000950), leaving PCM Helpmelearn February-12-08 7:09:08 PM

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disconnected. Measure resistance between test pin No. 70 (EAIR) at breakout box and EAIR terminal at SSR 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. 3)Check EAIR Circuit Short To Power Leave ignition off. Measure resistance between test pin No. 70 and test pins No. 51, 71, 90, 97 and 103 at breakout box. If resistance is more than 10,000 ohms, go to next step. If resistance is 10,000 ohms or less, repair short circuit and repeat QUICK TEST . 4) Leave ignition off. Reconnect AIR by-pass solenoid. Measure resistance between test pin No. 70 and test pins No. 51, 71, 90, 97 and 103 at breakout box. If resistance is more than 10,000 ohms, go to next step. If resistance is 10,000 ohms or less, replace AIR by-pass solenoid and repeat QUICK TEST . 5) Leave ignition off. Reconnect SSR. Measure resistance between test pin No. 70 and test pins No. 51, 71, 90, 97 and 103 at breakout box. If resistance is more than 10,000 ohms, go to step 14) if DTC P0411 or P1411 is present or step 9) if specified DTCs are not present. If resistance is 10,000 ohms or less, repair EAIR circuit and repeat QUICK TEST . 6)Check BATT+ Circuit Resistance Leave ignition off. Disconnect SSR. Measure resistance between SSR connector terminal "A" and AIR system dedicated fuse. If resistance is less than 5 ohms, replace dedicated fuse and go to step 8). If resistance is 5 ohms or more, repair open in BATT+ circuit and repeat QUICK TEST . 7)DTC P0411 Or P1411 Check secondary air hoses for damage, wear or poor connections. Repair or replace as necessary. If all hoses are okay, go to next step. 8)Check Electric Pump Operation Turn ignition off. Disconnect air hoses from AIR diverter valve(s). Start engine and allow to idle. After a 5 second delay, airflow should be present for 30-90 seconds. If airflow is present, go to step 15). If airflow is not present, go to step 11). 9)Check For Vacuum At Diverter Valve Turn ignition off. Reconnect PCM. Disconnect vacuum hose from diverter valve. Start engine and allow to idle. After a 5 second delay, vacuum should be present for 30-90 seconds. If vacuum is present, go to next step. If vacuum is not present, go to step 30). 10)Check Diverter Valve Turn ignition off. Reconnect vacuum hose at diverter valve. Disconnect and plug air tube from diverter valve outlet side. Check diverter valve for damage and repair if necessary. Start engine and allow to idle. After a 5 second delay, vacuum should be present for 30-90 seconds. If vacuum is present, go to next step. If vacuum is not present, go to step 30). 11)Check EAIR MONITOR Circuit Voltage Turn ignition off. Disconnect electric air pump. Turn ignition on. Measure voltage between EAIR MONITOR circuit at the connector and chassis ground. Voltage should be 10.5 volts or more for 20-30 seconds after a 5-10 second delay. If voltage is as specified, go to step 13). If voltage is not as specified, go to next step. 12)Check Ground Circuit Leave ignition off and air pump disconnected. Measure resistance between air pump connector ground terminal and chassis ground. If resistance is less than 5 ohms, go to step 19). If resistance is 5 ohms or more, repair open in ground circuit and repeat QUICK TEST . 13)Check Air Pump Hoses Turn ignition off. Inspect hoses between air pump and air control valves. If hoses are damaged or restricted, repair or replace as necessary and repeat QUICK TEST . If hoses are okay, replace electric AIR pump and repeat QUICK TEST. 14)Check For Voltage At SSR Turn ignition off. Reconnect AIR bypass solenoid and SSR. With breakout box installed and PCM connected, turn ignition on. Measure voltage between chassis ground and test pin No. 5 at breakout box. Also, measure voltage between chassis ground and test pin No. 70 at breakout box. If voltage is less than 10.5 volts, replace PCM and repeat QUICK TEST . If voltage is 10.5 volts or more, replace SSR and repeat QUICK TEST. Helpmelearn February-12-08 7:09:08 PM

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15)Check Air Pump For Water Turn ignition off. Disconnect electric AIR hoses and wiring harness connector. Check air pump for water. If water is present, repair or replace as necessary. If water is not present, go to step 9). NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 15) to step 18). No test procedures have been omitted.

18)DTC 1413: Check For Voltage At SSR Leave ignition off. Disconnect SSR. Turn ignition on. Measure voltage between SSR connector BATT+ terminal and chassis ground. If voltage is less than 10.5 volts, go to step 24). If voltage is 10.5 volts or more, go to next step. 19)Check EAIR MONITOR Circuit Voltage Leave ignition off. Reconnect SSR. Disconnect electric AIR pump wiring harness connector. Turn ignition on. Measure voltage between connector EAIR MONITOR terminal and chassis ground. If voltage is less than 10.5 volts and DTC P0411 is present, replace AIR pump. If voltage is less than 10.5 volts and DTC P0411 is not present, go to next step. If voltage is 10.5 volts or less, go to step 23). 20)Check EAIR MONITOR Circuit For Short To Power Turn ignition off. Disconnect PCM 104-pin connector. Inspect for damaged pins and repair if necessary. Connect EEC-V Breakout Box (014000950), leaving PCM disconnected. Turn ignition on. Measure voltage between test pin No. 5 at breakout box and chassis ground. If voltage is 10.5 volts or less, go to next step. If voltage is more than 10.5 volts, replace PCM and repeat QUICK TEST . 21)Check EAIR MONITOR Circuit Continuity Turn ignition off. Disconnect SSR. Measure resistance between test pin No. 5 at breakout box and EAIR MONITOR terminal at SSR connector. Measure resistance between EAIR MONITOR terminal at SSR connector and EAIR MONITOR terminal at air pump connector. If both resistance measurements are 5 ohms or more, repair open in EAIR MONITOR circuit and repeat QUICK TEST . If resistance is less than 5 ohms, go to next step. 22)Check EAIR MONITOR Circuit For Short To Ground Turn ignition off. Leave SSR and air pump disconnected. Measure resistance between test pin No. 5 and test pins No. 51, 76 and 91 at breakout box. If each resistance measurement is more than 10,000 ohms, replace SSR and repeat QUICK TEST . If any resistance measurement is 10,000 ohms or less, repair EAIR MONITOR circuit short to ground and repeat QUICK TEST. 23)Check EAIR MONITOR Circuit Voltage Leave ignition off. Reconnect air pump. Disconnect PCM 104-pin connector. Inspect for damaged pins and repair if necessary. Connect EEC-V Breakout Box (014000950), leaving PCM disconnected. Start engine and allow to idle. Measure voltage between test pin No. 5 and chassis ground. After about 5 seconds, voltage should be 10.5 volts or more. If voltage is as specified, replace PCM and repeat QUICK TEST . If voltage is not as specified, repair open in EAIR MONITOR circuit and repeat QUICK TEST. 24)Check BATT+ Circuit Continuity Turn ignition off. Leave SSR disconnected. Measure resistance between SSR connector terminal "A" and AIR system dedicated fuse. If resistance is less than 5 ohms, replace dedicated fuse and repeat QUICK TEST . If resistance is 5 ohms or more, repair open in BATT+ circuit and repeat QUICK TEST. 25)DTC P1414: Check EAIR MONITOR Circuit Continuity Turn ignition off. Disconnect air pump and SSR wiring harness connectors. Disconnect PCM 104-pin connector. Inspect for damaged pins and repair if necessary. Connect EEC-V Breakout Box (014-000950), leaving PCM disconnected. Measure resistance between test pin No. 5 at breakout box and EAIR MONITOR terminal at air pump connector. If resistance is 5 ohms or more, repair open in EAIR MONITOR circuit and repeat QUICK TEST . If Helpmelearn February-12-08 7:09:08 PM

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resistance is less than 5 ohms, go to next step. 26) Leave ignition off, SSR relay and AIR pump disconnected. Disconnect PCM wiring harness connector. Measure resistance between pump terminals. If resistance is 0.5-5.0 ohms, go to next step. If resistance is not 0.5-5.0 ohms, replace AIR pump and repeat QUICK TEST . 27)Check EAIR MONITOR Circuit For Short To Power Turn ignition off. Disconnect PCM 104-pin connector. Inspect for damaged pins and repair if necessary. Connect EEC-V Breakout Box (014000950), leaving PCM disconnected. Turn ignition on. Measure voltage between test pin No. 5 at breakout box and chassis ground. If voltage is 10.5 volts or less, go to next step. If voltage is more than 10.5 volts, replace PCM and repeat QUICK TEST . 28) Leave ignition on. Measure voltage between test pin No. 5 at breakout box and chassis ground. Measure voltage between test pin No. 70 at breakout box and chassis ground. If either voltage measurements is 10.5 volts or less, replace PCM and repeat QUICK TEST . If both voltage measurements are more than 10.5 volts, replace SSR and repeat QUICK TEST. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 28) to step 30). No test procedures have been omitted.

30)Check Air Pump Hoses Turn ignition off. Inspect air inlet hose. If hose is damaged or restricted, repair or replace as necessary and repeat QUICK TEST . If hose is okay, go to next step. 31)Check Air By-Pass Solenoid Disconnect air injection by-pass solenoid wiring harness connector. Connect scan tester to DLC. Turn ignition on. Using scan tester, access Output Test Mode (OTM). Connect voltmeter to air injection by-pass solenoid connector. Observe voltmeter while cycling outputs on and off. If voltage cycles 0.5 volt or more, go to next step. If voltage does not cycle 0.5 volt or more, go to step 33). 32) Remain in OTM. Reconnect air injection by-pass solenoid wiring harness connector. Disconnect vacuum hose from air injection by-pass solenoid. Connect vacuum hose to vacuum pump. Apply 16 in Hg. to solenoid. Observe voltmeter while cycling outputs on and off. If vacuum releases as outputs cycle, repair vacuum hose between solenoid and air control valve. If vacuum does not release as throttle cycles, replace air injection by-pass solenoid hose. 33)Check Air By-Pass Solenoid Resistance Turn ignition off. Disconnect air injection by-pass solenoid wiring harness connector. Measure resistance between connector terminals. If resistance is 50-100 ohms, go to next step. If resistance is not 50-100 ohms, replace air injection by-pass solenoid. 34)Check BATT+ Circuit Voltage Leave air injection by-pass solenoid disconnected. Turn ignition on. Measure voltage between connector BATT+ terminal 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 in BATT+ circuit and repeat QUICK TEST . 35)Check EAIR Circuit Continuity Leave air injection by-pass solenoid disconnected. Turn ignition off. Disconnect SSR wiring harness connector. Disconnect PCM 104-pin connector. Inspect for damaged pins and repair if necessary. Connect EEC-V Breakout Box (014-000950), leaving PCM disconnected. Measure resistance between test pin No. 70 at breakout box and EAIR terminal at air pump connector. If resistance is 5 ohms or more, repair open in EAIR circuit and repeat QUICK TEST . If resistance is less than 5 ohms, go to next step. 36)Check EAIR Circuit For Short To Ground Turn ignition off. Leave air injection by-pass solenoid and SSR disconnected. Measure resistance between test pin No. 70 and test pins No. 51, 76 and 91 at breakout box. If each resistance measurement is 10,000 ohms or more, go to next step. If any resistance Helpmelearn February-12-08 7:09:08 PM

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measurement is less than 10,000 ohms, repair EAIR circuit short to ground and repeat QUICK TEST . 37)Check EAIR Circuit For Short To Power Leave ignition off. Leave air injection by-pass solenoid and SSR disconnected. Measure resistance between test pin No. 70 and test pins No. 71 and 97 at breakout box. If each resistance measurement is 10,000 ohms or more, replace PCM and repeat QUICK TEST . NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 37) to step 40). No test procedures have been omitted.

40)DTC P0411 Check vacuum hoses for restrictions, damage or improper routing. Check AIR pump condition. If belt is broken or loose, go to step 81). If any other faults are found, repair as necessary. If no faults are found, go to next step. 41)Check For Vacuum At Diverter Valve Turn ignition off. Disconnect control vacuum hose from diverter valve. Start engine and allow to idle. If vacuum is present at hose, go to next step. If vacuum is not present, go to step 63). 42)Check Diverter Valve Turn ignition off. Disconnect vacuum hose at diverter valve outlet. Check diverter valve outlet for heat damage and repair if necessary. If no damage is present, go to next step. 43) Connect vacuum pump to AIR diverter valve. Apply 10 in Hg. If vacuum is held, go to next step. If vacuum is not held, replace AIR diverter valve and verify symptom is not present. 44) Start engine and allow to idle. Increase engine speed to 1500 RPM. If air flow is present at valve outlet, go to next step. If air flow is not present, go to step 71). 45) Vent auxiliary vacuum source. Ensure air flow switches from valve outlet to dump port or silencer port. If air flow does not switch, replace AIR diverter valve. If air flow switches, go to next step. 46) Turn ignition off. Disconnect vacuum hose from AIR bypass valve outlet. Check bypass valve outlet for heat damage and repair if necessary. If no damage is present, go to next step. 47) Remove vacuum supply hose from valve. While checking vacuum, start engine and allow to idle. Vacuum should be present after a 10 second delay. If vacuum is as specified, go to next step. If vacuum is not as specified, go to step 63). 48) Connect vacuum pump to AIR bypass valve. Apply 10 in Hg. and hold. If vacuum is held, go to next step. If vacuum is not held, replace AIR bypass valve and verify symptom is not present. 49) Start engine and allow to idle. Check for vacuum at AIR bypass valve supply hose. If air flow is present, go to next step. If air flow is not present, go to step 71). 50) Connect vacuum pump to AIR bypass valve. Start engine and allow to idle. Apply 10 in Hg to valve. Increase engine speed to 1500 RPM. If air flow is present at valve outlet, go to next step. If air flow is not present, replace AIR diverter valve and verify symptom is not present. 51) Allow engine to idle. Vent auxiliary vacuum source. Ensure air flow switches from valve outlet to dump port or silencer port. If air flow does not switch, replace AIR diverter valve. If air flow switches, go to step 63). NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 51) to step 63). No test procedures have been omitted.

63)Check Air By-Pass & Air Diverter Solenoid Turn ignition off. Disconnect suspect solenoid wiring Helpmelearn February-12-08 7:09:08 PM

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harness connector. Connect scan tester to DLC. Using scan tester, access Output Test Mode (OTM). Connect DVOM positive lead to VPWR circuit terminal of connector. Connect negative lead to signal terminal of connector. Observe voltmeter while cycling outputs on and off. If voltage cycles, go to next step. If voltage does not cycle, remove DVOM and go to step 76). 64)Check Vacuum To AIR Diverter Or AIR Bypass Solenoid Leave ignition off. Remove vacuum hose from suspect solenoid. Start engine and allow to idle. If vacuum is present, replace solenoid. If vacuum is not present, go to next step. 65)Check Vacuum Supply To Reservoir Turn ignition off. Remove vacuum inlet hose at reservoir marked MAN or VAC. Start engine and allow to idle. If vacuum is present at hose, go to next step. If vacuum is not present, go to step 69) (if vehicle has check valve) or repair vacuum hose (if vehicle does not have check valve). 66)Check Reservoir Turn ignition off. Connect vacuum gauge to outlet hose at reservoir (not marked MAN or VAC). Start engine and allow to idle for 30 seconds. If vacuum increases 15-20 in Hg., replace reservoir outlet hose. If vacuum is not as specified, replace reservoir NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 66) to step 69). No test procedures have been omitted.

69)Check Air Flow At Check Valve Turn ignition off. Mark check valve for installation reference. Remove check valve. Connect vacuum pump to Black side of check valve. Connect vacuum gauge to opposite end of valve. Apply 16 in Hg. and hold. If vacuum is held, go to next step. If vacuum is not held, replace check valve. 70) Leave ignition off. Remove vacuum pump from check valve. If vacuum is held, no faults are present and testing is complete. If vacuum is not held, replace check valve. 71)Check Belt Tension Ensure belt tension is correct. If belt tension is correct, go to next step. If belt tension is not correct, go to step 81). 72)Check Air Pump Operation Leave ignition off. Disconnect air supply hose from AIR diverter valve. Start engine and allow to idle. Check air flow at pump outlet while varying engine speed. If air flow does not increase as engine speed increases, go to next step. If air flow increases as engine speed increases, no faults are present and testing is complete. 73)Check Silencer & Filter Remove inlet hose (if equipped). Inspect inlet port for restriction or blockage and repair as necessary. If no faults are found, replace AIR pump. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 73) to step 75). No test procedures have been omitted.

75)DTC P0413, DTC P0414, P0416 Or P0417; Voltage For AIR Solenoid Does Not Change Turn ignition off. Disconnect AIR bypass or diverter solenoid connector. Turn ignition on. Measure voltage between VPWR terminal at 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 circuit and repeat QUICK TEST . 76)Check AIR By-Pass & Diverter Solenoid Resistance Turn ignition off. Disconnect AIR by-pass and diverter solenoid wiring harness connector. Measure resistance between connector terminals. If resistance is 50-100 ohms, go to next step. If resistance is not 50-100 ohms, replace solenoid and repeat QUICK TEST . Helpmelearn February-12-08 7:09:08 PM

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77)Check AIRB & AIRD Circuit Resistance Leave ignition off and solenoids disconnected. Disconnect PCM 104-pin connector. Inspect for damaged pins and repair if necessary. Connect EEC-V Breakout Box (014-000950), leaving PCM disconnected. Measure resistance between test pin No. 11 at breakout box and AIRD terminal at solenoid connector. Measure resistance between test pin No. 51 at breakout box and AIRB terminal at solenoid connector. If either resistance measurement is 5 ohms or more, repair open circuit and repeat QUICK TEST . If both resistance measurements are less than 5 ohms, go to next step. 78)Check AIRB & AIRD Circuit For Short To Ground Leave ignition off and solenoids disconnected. Measure resistance between test pin No. 11 (AIRD) and test pins No. 51, 91 and 103 at breakout box. Measure resistance between test pin No. 51 (AIRB) and test pins No. 51, 91 and 103 at breakout box. If each resistance measurement is 10,000 ohms or more, go to next step. If any resistance measurement is less than 10,000 ohms, repair circuit short to ground and repeat QUICK TEST . 79)Check AIRB & AIRD Circuit For Short To Power Leave ignition off and solenoids disconnected. Measure resistance between test pin No. 11 and test pins No. 71 and 97 at breakout box. Measure resistance between test pin No. 51 and test pins No. 71 and 97 at breakout box. If any resistance measurement is less than 10,000 ohms, repair short to power and repeat QUICK TEST . If each resistance measurement is 10,000 ohms or more, replace PCM and repeat QUICK TEST. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 79) to step 81). No test procedures have been omitted.

81)Excessive Belt Noise Check belt tension. If belt is loose, tighten as necessary. If belt is not loose, check pulley and mounting brackets. Check for seized AIR pump or broken bolts. Repair or replace as necessary. If no faults are present, testing is complete. CIRCUIT TEST HT - TRACTION ASSIST (TA) SYSTEM Diagnostic Aids

Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z z z z

z z

TA series throttle. Series throttle stepper motor. Series throttle controller. Wiring harness circuits (TP-B, VREF, SIG RTN, VPWR, PWR GND, TAPW, TA-B1, TA-B2, BCOMM, TA-A1, TA-A2 & ACOMM). Throttle Position Sensor B (TP-B). Powertrain Control Module (PCM).

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Fig. 53: TP-B Operational Range

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Fig. 54: TA System Connectors & Test Circuits 1)DTC P0222: Verify TP-B Voltage This DTC indicates TP-B voltage was below minimum during selftest. Possible causes are as follows: z Open or shorted TP-B circuit. z Open or shorted VREF circuit. z Faulty TP-B. z Faulty PCM. Turn ignition off. Connect scan tester to Data Link Connector (DLC). Turn ignition on. Using scan tester, access TPB PID. If TPB PID voltage is less than 0.2 volts, go to next step. If TPB PID voltage is 0.2 volt or more, go to step 6). 2) Turn ignition off. Disconnect TP-B wiring harness connector. Inspect connector for damage and repair if necessary. Connect jumper wire between connector terminals TP-B (Yellow/White wire) and VREF (Brown/White wire). Turn ignition on. Using scan tester, access TPB PID. If PID cannot be accessed, go to step 5). If PID voltage is 4-6 volts, replace TP-B and repeat QUICK TEST . If voltage is not 4-6 volts, go to next step. 3) Leave TP-B disconnected. Turn ignition on. Measure voltage between terminals SIG RTN and VREF at TP-B connector. If voltage is 4-6 volts, go to next step. If voltage is not 4-6 volts, go to CIRCUIT TEST C . Helpmelearn February-12-08 7:09:09 PM

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4)Check TP-B For Open Circuit Turn ignition off. Disconnect PCM 104-pin connector. Inspect pins for damage and repair if necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Measure resistance between test pin No. 63 (TP-B) at the breakout box and TP-B terminal of TP-B wiring harness connector. If resistance is 5 ohms or more, repair open in TP-B circuit and repeat QUICK TEST . If resistance is less than 5 ohms, go to next step. 5)Check TP-B Circuit For Short To Ground Or SIG RTN Turn ignition off. Disconnect scan tool from DLC (if applicable). Measure resistance between test pin No. 63 (TP-B) and test pins No. 51, 91 and 103 (PWR GND) at the breakout box. If each resistance measurement is 10,000 ohms or more, replace PCM and repeat QUICK TEST . If any resistance measurement is less than 10,00 ohms, repair TP-B circuit short to ground or SIG RTN and repeat QUICK TEST . 6)Wiggle Test Turn ignition on. Using scan tester, access TPB PID. Observe PID for signs of fault. A fault will be indicated by change in PID voltage. Lightly tap on sensor. Wiggle wiring harness between TP-B and PCM. If fault is indicated, isolate and repair as necessary. If no faults are indicated, go to CIRCUIT TEST Z . NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 6) to step 10). No test procedures have been omitted.

10)DTC P0223: Verify TP-B Voltage This DTC indicates TP-B voltage was above maximum during self-test. Possible causes are as follows: z TP-B circuit shorted to VREF. z TP-B circuit shorted to PWR. z SIG RTN circuit open. z Faulty TP-B. z Faulty PCM. Turn ignition off. Disconnect TP-B wiring harness connector. Connect scan tester to Data Link Connector (DLC). Turn ignition on. Using scan tester, access TPB PID. If PID voltage is more than 4 volts, go to next step. If voltage is 4 volts or less, go to step 16). 11)Check TP-B For Short To Power Turn ignition off. Disconnect TP-B sensor wiring harness connector. Inspect connector for damage and repair if necessary. Turn ignition on. Measure voltage between TP-B terminal at 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, go to step 13). 12) Turn ignition off. Disconnect PCM 104-pin connector. Inspect pins for damage and repair if necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Turn ignition on. Measure voltage between test pin No. 63 (TP-B) and test pins No. 51 and 103 (PWR GND) at the breakout box. If voltage is 10.5 volts or more, repair short between PWR and TP-B circuit. Repeat QUICK TEST . If voltage is less than 10.5 volts, replace PCM and repeat QUICK TEST. 13) Leave TP-B wiring harness connector disconnected. Turn ignition on. Using scan tester, access TPB PID. If PID voltage is less than 0.1 volt, go to next step. If voltage is 0.1 volt or more, go to step 15). 14) Leave TP-B disconnected and ignition on. Measure voltage between SIG RTN and VREF terminals at connector. If voltage is 4-6 volts, replace TP-B sensor and repeat QUICK TEST . If voltage is not 4-6 volts, go to CIRCUIT TEST C . Helpmelearn February-12-08 7:09:09 PM

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15)Check TP-B Circuit For Short To VREF Leave TP-B disconnected and ignition on. Measure resistance between test pin No. 63 (TP-B) and 90 (VREF) at the breakout box. If resistance is 10,000 ohms or more, replace PCM and repeat QUICK TEST . If resistance is less than 10,000 ohms, repair TPB circuit short to VREF and repeat QUICK TEST. 16)Wiggle Test Turn ignition on. Using scan tester, access TPB PID. Observe PID for signs of fault. A fault will be indicated by change in PID voltage. Lightly tap on sensor. Wiggle wiring harness between TP-B and PCM. If fault is indicated, isolate and repair as necessary. If no faults are indicated, go to CIRCUIT TEST Z . NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 16) to step 20). No test procedures have been omitted.

20)DTC P1220: Inspect Series Throttle (ST) System This DTC indicates series throttle control malfunctioned during self-test. Possible causes are as follows: z Stepper motor circuit fault. z PWR GND circuit open to Series Throttle Controller (STC). z SIG RTN circuit open to STC. z VPWR circuit open to STC. z TAPW circuit open or shorted. z Faulty Series Throttle (ST). z Faulty ST stepper motor. z Faulty STC. z Faulty PCM. Turn ignition off. Remove air tube from ST. Inspect ST assembly for loose components or restrictions. Check throttle plate for binding. If throttle plate binds, go to next step. If throttle does not bind, go to step 22). 21)Inspect ST Motor Turn ignition off. Remove TA assembly (do not separate ST from main throttle body). Remove ST stepper motor. Cycle throttle plate through full range of travel. Throttle plate should travel freely and throttle gear should contact stop screws in both directions. If throttle plate binds, replace ST stepper motor and repeat QUICK TEST . If throttle does not bind, replace series throttle and repeat QUICK TEST. 22) Turn ignition on. Using scan tester, access TPB PID. If PID voltage is less than 4.5 volts, go to next step. If voltage is 4.5 volts or more, go to step 33). 23)Measure ST Stepper Motor Coil Resistance Turn ignition off. Disconnect ST stepper motor wiring harness connector. Check for 1-5 ohms resistance at the following ST stepper motor terminals: z TA-B1 and BCOMM. z TA-B2 and BCOMM. z TA-A1 and ACOMM. z TA-A2 and ACOMM. Helpmelearn February-12-08 7:09:09 PM

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If each coil measurement is 1-5 ohms, go to next step. If any measurement is not 1-5 ohms, replace ST stepper motor and repeat QUICK TEST .

Fig. 55: Stepper Motor Terminals 24)Check ST Stepper Motor Coil For Short Circuit Leave ignition off and ST stepper motor disconnected. Measure resistance between ST stepper motor terminals ACOMM and BCOMM. Measure resistance between ST stepper motor terminals ACOMM/BCOMM and motor housing. If either resistance measurement is 10,000 ohms or less, replace ST stepper motor and repeat QUICK TEST . If all resistance measurements are 10,000 ohms or more and DTC P1220 is present, go to next step. If DTC P1220 is not present, check brake system mechanical components for malfunction and repair as necessary. 25)Check ST Stepper Motor Circuit Continuity Leave ignition off and ST stepper motor disconnected. Disconnect Series Throttle Controller (STC). Measure resistance of each circuit between ST stepper Helpmelearn February-12-08 7:09:09 PM

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motor connector and STC connector. If any resistance measurement is 5 ohms or more, repair open circuit and repeat QUICK TEST . If all resistance measurements are less than 5 ohms, go to next step. 26)Check ST Stepper Motor Circuit For Short Leave ignition off. Disconnect scan tester from DLC (if applicable). Measure resistance of each terminal of ST stepper motor connector and all other terminals of ST stepper motor connector. Measure resistance of each terminal of ST stepper motor connector and negative battery terminals. If all resistance measurements are 10,000 ohms or more, go to next step. If any resistance measurements is 10,000 ohms or less, repair short circuit and repeat QUICK TEST . 27)Check Circuit Voltage To STC Leave STC disconnected. Turn ignition on. Measure voltage between VPWR terminal of STC connector and chassis ground. If voltage is 10.5 volts or more, go to next step. If voltage is less than 10.5 volts, repair open in VPWR circuit and repeat QUICK TEST . 28) Turn ignition off. Leave STC disconnected. Measure resistance between SIG RTN terminal of STC connector and chassis ground. Measure resistance between PWR GND terminal of STC connector and chassis ground. If both resistance measurements are less than 5 ohms, go to next step. If either resistance measurements are 5 ohms or more, repair open circuit and repeat QUICK TEST . 29) Leave ignition off and STC disconnected. Disconnect PCM 104-pin connector. Inspect pins for damage and repair if necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Measure resistance between test pin No. 45 (TAPW) and TAPW terminal of STC wiring harness connector. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open in TAPW circuit and repeat QUICK TEST . 30) Leave STC disconnected. Turn ignition on. Measure voltage between test pin No. 45 and negative battery terminal. If voltage is less than .05 volt, go to next step. If voltage is .05 volt or more, repair TAPW circuit short to power and repeat QUICK TEST . 31) Turn ignition off. Leave STC disconnected. Measure resistance between test pin No. 45 (TAPW) and test pins No. 51, 91 and 103 at the breakout box. If resistance is less than 10,000 ohms, repair short circuit and repeat QUICK TEST . If resistance is 10,000 ohms or more and DTC P1220 is present, go to next step. If resistance is 10,000 ohms or more and DTC P1220 is not present, fault is intermittent and cannot be duplicated at this time. Go to CIRCUIT TEST Z . Diagnostic Aid

On every power-up, the series throttle is commanded to self-test from the PCM. To verify this signal, go to next step. 32) Leave ignition off and STC disconnected. Connect DVOM between test pin No. 45 (TAPW) and 91 (SIG RTN) at the breakout box. While observing DVOM, turn ignition on. If DVOM indicates a brief change of voltage (2.0 volt minimum) as ignition is turned on, replace STC and repeat QUICK TEST . If DVOM does not indicate a brief change of voltage, replace PCM and repeat QUICK TEST. 33) Turn ignition off. Disconnect TP-B sensor wiring harness connector. Measure voltage between connector terminals SIG RTN and VREF. If voltage is 4-6 volts, replace TP-B and repeat QUICK TEST . If voltage is not 4-6 volts, go to CIRCUIT TEST C . NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 33) to step 40). No test procedures have been omitted.

40)DTC P1224: Check ST Assembly This DTC should be disregarded if any other DTCs are present. Helpmelearn February-12-08 7:09:09 PM

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DTC P1224 indicates TP-B voltage was out of range during self-test. Possible causes are as follows: z TP-B sensor binding or sticking. z Throttle stop screw misadjusted. z Faulty TP-B. z Faulty ST. Disconnect air tube from ST assembly. Check throttle linkage for binding or sticking. Repair if necessary. If throttle linkage is okay, go to next step. 41) Turn ignition off. Connect scan tester to Data Link Connector (DLC). Turn ignition on. Using scan tester, access TPB PID. While observing PID voltage, push throttle plate shut and then release. Throttle plate should not bind or stick. If TPB-PID is 0.3-0.9 volt at wide open throttle, go to next step. If TPBPID is not 0.3-0.9 volt at wide open throttle, check ST stepper motor and TP-B for damage. If no damage is present, replace TP-B and repeat QUICK TEST . 42)Measure VREF At TP-B Sensor Turn ignition off. Disconnect TP-B wiring harness connector. Inspect connector for damage and repair if necessary. Turn ignition on. Measure voltage between SIG RTN and VREF terminal of TP-B wiring harness connector. If voltage is 4-6 volts, replace TP-B and repeat QUICK TEST. If voltage is not 4-6 volts, go to CIRCUIT TEST C . CIRCUIT TEST HU - AIR INTAKE SYSTEM Diagnostic Aids

Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z z z z z z z z z

Accelerator linkage. Air cleaner assembly. Air inlet tube. Clean air tube and resonator. Throttle body assembly. IMRC actuator assembly. Intake Manifold Runner Control (IMRC) assembly. Wiring harness circuits (IMRC, IMRC MONITOR, SIG RTN, PWR GND and VPWR). Powertrain Control Module (PCM).

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Fig. 56: Air Intake Circuit & Components Schematic

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Fig. 57: IMRC Connector Terminals 1)Confirm Drive Symptom Test drive vehicle. Check for any of the following symptoms: z Accelerator pedal sticking or binding. z Hard start/long cranking. z Hesitation or stalls at idle. z Rough idle. z Lack of power. If symptom is present, go to next step. If symptom is not present, fault cannot be duplicated or identified at this time and testing is complete. 2)Check Accelerator Linkage If linkage sticks, binds or grabs, go to next step. If linkage operation is okay, go to step 7). 3) Turn ignition off. Disconnect accelerator linkage from throttle body. Inspect cable for freedom of travel from accelerator pedal to throttle body linkage cable connector. If cable moves freely, go to next step. If cable does not move freely, repair or replace as necessary. 4)Check Throttle Return Screw Leave ignition off and accelerator linkage disconnected from throttle body. Remove clean air tube from throttle body. Inspect clean air tube for dirt or contamination and repair as necessary. Check throttle return screw. If throttle return screw is in contact with throttle linkage lever arm when throttle is fully closed, go to step 6). If throttle screw is not as specified, place a .002" (.05 mm) feeler gauge between throttle return screw and lever arm. Turn screw until it contacts feeler gauge. Remove feeler gauge. Turn throttle adjust screw 1/2 turn clockwise and go to next step. 5)Check TP Sensor Range Turn ignition off. Connect scan tester to DLC. Turn ignition on. Using scan tester, access TP PID. While observing TP PID, slowly move throttle from closed to open position. TP PID reading changes should be smooth while rotating throttle. At closed position, TP PID reading should be 0.53-1.27 volts (11-25%). If TP PID is as specified, remove scan tester and go to next step. If TP PID is not as specified, replace throttle body assembly. Helpmelearn February-12-08 7:09:09 PM

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6)Check Throttle Body Turn ignition off. Disconnect cable from throttle body. Remove clean air tube. Snap throttle from wide open to closed position several times. Slowly cycle throttle from closed to wide open position. Check for freedom of travel especially during initial throttle opening. If throttle moves freely, fault cannot be duplicated or identified at this time and testing is complete. If throttle does not rotate freely, replace throttle body assembly. 7)Check Air Filter Check air filter and element. Clean or replace as necessary. If air filter and element are okay, go to next step. 8)Check Engine Operation Ensure that the following engine systems are in good operating condition before continuing: z Engine cooling system. z Exhaust system. z Fuel pressure. z PCV system. If systems are operating correctly, go to next step. If systems are not operating correctly, go to CIRCUIT TEST as indicated: Exhaust system; CIRCUIT TEST HF . z Fuel pressure; CIRCUIT TEST HC . z PCV system; CIRCUIT TEST HG . z Engine cooling system; repair as necessary. 9)Check For Vacuum Leaks Start engine and allow to idle. Inspect inlet air system from MAF sensor to intake manifold for cracks, loose connections or faulty gaskets. Inspect intake manifold, EGR diaphragm and vacuum hoses for leaks. Repair or replace as necessary. If no faults are found, go to next step. 10)Check Idle Speed Turn all accessories off. Start engine and warm to normal operating temperature. Connect scan tester to DLC. Using scan tester, access IAC PID, idle air percent duty cycle. IAC PID reading should be approximately 20-45 percent at idle speed. If IAC PID values are as specified, go to next step. If IAC PID values are not as specified, go to step 12). 11)Check Idle Control Pressure Leave accessories off. With engine operating at idle, goose throttle and return to idle position. If engine stalls or engine speed fluctuates excessively before returning to idle, go to next step. If engine does not stall or fluctuate, air intake system is okay and testing is complete. 12)Check IAC Solenoid Function Leave accessories off. With engine operating at idle, disconnect IAC solenoid wiring harness connector. If engine speed does not change, replace IAC solenoid and clear Keep Alive Memory (KAM). If engine speed changes, proceed as follows: z For vehicles without fast idle symptom, go to next step. z For vehicles with fast idle symptom, go to step 14). 13)Check Throttle Body Turn ignition off. Remove throttle body. With throttle fully closed, ensure light cannot be seen between throttle bore and plate. Snap throttle from wide open to closed position several times. Slowly cycle throttle from closed to wide open position. Check for freedom of travel especially during initial throttle opening. If throttle body is okay, fault cannot be duplicated or identified at this time and testing is complete. If faults are present, replace throttle body and clear Keep Alive Memory (KAM). 14)Check IAC Circuit For Short To Ground Leave accessories off and IAC solenoid disconnected. z

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Turn ignition off. Disconnect PCM 104-pin connector. Inspect pins for damage and repair if necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Measure resistance between test pin No. 83 (IAC) and test pins No. 51 and 103 (PWR GND) at the breakout box. If resistance is 10,000 ohms or more, replace PCM and repeat QUICK TEST . If resistance is less than 10,000 ohms, repair short circuit and repeat QUICK TEST. 15)DTC P1512, P1513, P1516, P1517, P1518, P1519, P1520, P1537 & P1538 DTCs P1516 and P1517 indicate control circuit failure. DTCs P1518, P1537 and P1538 indicate IMRC stuck open. DTCs P1512, P1513 and P1519 indicate IMRC stuck closed. DTC P1520 indicates control circuit failure. Possible causes are as follows: z Cables improperly routed, binding or seized. z Damaged or disconnected IMRC housing return springs. z Lever return stop obstructed or bent. z Lever wide open stop obstructed or bent. z IMRC actuator cable or gears seized. Visually inspect IMRC cables for correct routing. Ensure cable core wire has slack at IMRC housing and stop screw contacts plate. If adjustment is required, see INTAKE MANIFOLD RUNNER CONTROL (IMRC) in ADJUSTMENTS - 4.0L article. Operate IMRC plates while checking for binding or sticking. If any faults are found, repair as necessary. If no faults are found, go to next step. 16)Check IMRC Function If IMRC is vacuum controlled, start engine and allow to idle for 20 seconds. Turn ignition off. Connect scan tester to Data Link Connector (DLC). Turn ignition on. Using scan tester, access Output Test Mode (OTM). Turn all outputs on. When IMRC is turned on, both levers should contact wide open stop. One or both levers should contact wide open stop (one lever being slightly off is acceptable). IRMC levers should cycle fully from closed to open position. If faults are present, go to next step. If no faults are present proceed as follows: z With DTC P1512 and/or P1513, go to step 41). z With DTC P1516 and/or P1517, go to step 64). z With DTC P1518, go to step 26). z With DTC P1519, go to step 29). z With DTC P1537 and/or P1538, go to step 52). 17)Check IMRC Operation Start engine and allow to idle. Apply parking brake. Raise engine speed to more than 3500 RPM. When engine speed exceeds 3500 RPM, one or both levers should contact wide open stop (one lever being slightly off is acceptable). When engine speed drops to less than 3000 RPM, one or both levers should contact closed plate stop screw. If levers do not cycle, go to next step. If levers cycle as specified, proceed as follows: z With DTC P1512 and/or P1513, go to step 41). z With DTC P1516 and/or P1517, go to step 64). z With DTC P1518, go to step 26). z With DTC P1519, go to step 29). z With DTC P1537 and/or P1538, go to step 52). 18) Turn ignition off. Disconnect cables from IMRC assembly. Operate both levers while checking for Helpmelearn February-12-08 7:09:09 PM

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binding or sticking. If any faults are found, repair as necessary. If no faults are found, proceed as follows: z With DTC P1512 and/or P1513, go to step 41). z With DTC P1516 and/or P1517, go to step 64). z With DTC P1518, go to step 26). z With DTC P1519, go to step 29). z With DTC P1537 and/or P1538, go to step 52). 19)Verify IMRC Circuit Fault Possible causes are as follows: z IMRC control circuit open or shorted to PWR GND or SIG RTN. z VREF circuit open or shorted to IMRC control circuit. z Faulty IMRC module. z Faulty Powertrain Control Module (PCM). Turn ignition off. Connect scan tester to Data Link Connector (DLC). Turn ignition on. Using scan tester, access IMRCF PID. If IMRCF PID display is on, go to next step. If IMRCF PID display is not on, go to step 36). 20)Check IMRC Voltage Turn ignition off. Disconnect IMRC module wiring harness connector. Turn ignition on. Measure voltage between VPWR terminal at IMRC 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 in VPWR circuit. Clear PCM memory and repeat QUICK TEST . 21) Measure voltage between PWR GND terminal and VPWR terminal at IMRC wiring harness connector. If voltage is 10.5 volts or more, go to next step. If voltage is less than 10.5 volts, repair open in PWR GND circuit. Clear PCM memory and repeat QUICK TEST . 22)Check IMRC Circuit Driver For Short To Ground Turn ignition off. Measure resistance between IMRC terminal at wiring harness connector and negative battery terminal. If resistance is 10,000 ohms or more, go to next step. If resistance is less than 10,000 ohms, go to step 39). 23)Check IMRC Circuit Driver For Short To Ground Leave ignition off and IMRC module disconnected. Disconnect PCM 104-pin connector. Inspect for damaged pins and repair if necessary. Connect EEC-V Breakout Box (014-000950), leaving PCM disconnected. Measure voltage between test pin No. 42 and test pins No. 51 and 103 (PWR GND) at breakout box. If voltage is less than one volt, go to next step. If either voltage is more than one volt, repair short circuit and repeat QUICK TEST . 24)Check IMRC Circuit Driver For Open Circuit Leave ignition off and IMRC module disconnected. Measure resistance between IMRC test at breakout box and IMRC terminal at 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 . 25)Verify PCM IMRC Driver Reconnect IMRC module. Turn ignition on. Connect jumper wire between test pin No. 42 and test pin No. 51 or 103 at breakout box. If IMRC plates open, replace PCM and repeat QUICK TEST . If IMRC plates do not open, replace IMRC module and repeat QUICK TEST. 26)DTC P1518: Check IMRC MONITOR Circuit DTC P1518 indicates low circuit voltage. Possible causes are as follows: z IMRC control circuit shorted. Helpmelearn February-12-08 7:09:09 PM

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z z

Faulty IMRC module. Faulty Powertrain Control Module (PCM).

Ensure IMRC plates are closed. If IMRC plates are open, go to step 20). Turn ignition off. Connect scan tester to Data Link Connector (DLC). Turn ignition on. Using scan tester, access IMRCM PID. If PID voltage is 1.6 volts or more, go to step 34). If PID voltage is less than 1.6 volts, go to next step. 27) Turn ignition off. Disconnect IMRC module wiring harness connector. Turn ignition on. Using scan tester, access IMRCM PID. If PID voltage is 1.6 volts or more of what PID was with IMRC module disconnected, replace IMRC module. If PID voltage is less than 1.6 volts of what PID was with IMRC module disconnected, go to next step. 28) Turn ignition off. Leave IMRC module disconnected. Measure resistance between IMRC terminal at wiring harness connector and negative battery terminal. Measure resistance between IMRC terminal and SIG RTN terminal at wiring harness connector. If resistance is 10,000 ohms or more, replace PCM. If resistance is less than 10,000 ohms, repair short in IMRCM circuit and repeat QUICK TEST . 29)DTC P1519 DTC P1519 indicates IMRC input is greater than expected. Possible causes are as follows: z IMRC circuit open. z IMRC circuit shorted to ground or VREF. z SIG RTN circuit open. z Faulty IMRC module. z Faulty Powertrain Control Module (PCM). Turn ignition off. Disconnect IMRC wiring harness connector. Connect scan tester to Data Link Connector (DLC). Turn ignition on. Connect jumper wire between IMRC wiring harness connector terminal IMRCM and terminal PWR GND or SIG RTN. Using scan tester, access IMRCM PID (if scan tester communication exists, remove jumper wire and go to step 38). If IMRCM PID voltage is 0.2 volt or less, go to step 40). If IMRCM PID voltage is more than 0.2 volt, remove jumper wire and go to next step. 30) Turn ignition off. Leave IMRC module disconnected. Disconnect scan tester from DLC. Measure resistance between SIG RTN terminal at IMRC wiring harness connector and negative battery terminal. If resistance is 5 ohms or less, go to next step. If resistance is more than 5 ohms, repair open in SIG RTN circuit and go to step 33). 31)Check IMRCM Circuit Continuity Leave ignition off and IMRC module disconnected. Disconnect PCM 104-pin connector. Inspect for damaged pins and repair if necessary. Connect EEC-V Breakout Box (014-000950), leaving PCM disconnected. Measure resistance between test pin No. 8 (IMRCM) and IMRCM terminal at wiring harness connector. If resistance is less than 5 ohms, replace PCM and go to step 33). If resistance is 5 ohms or more, repair open in IMRCM circuit and go to step 33). 32)Check Circuit Operation Turn ignition off. Reconnect all components. Connect scan tester to Data Link Connector (DLC). Turn ignition on. Using scan tester, access Output Test Mode (OTM). While in OTM, access IMRCM PID and IMRC PID voltage. Connect DVOM between test pin No. 8 and test pins No. 51 and 103. If PID voltage and DVOM voltage are less than 1.6 volts, go to step 34). If either voltage is more than 1.6 volts, replace IMRC module and go to next step. Helpmelearn February-12-08 7:09:09 PM

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33)IMRC Drive Cycle Clear PCM memory. Using scan tester, access IMRC PID, IMRCM PID and RPM PID. Test drive vehicle with transmission in Overdrive. Complete 3 cycles from complete stop to speed requiring engine speed in excess of 3500 RPM. Stop vehicle. Repeat QUICK TEST and retrieve all DTCs. If any DTCs are present, go to appropriate CIRCUIT TEST. If any other DTCs are present, service as necessary. If no DTCs are present, testing is complete. 34)Wiggle Test Turn ignition off. Disconnect IMRC module. Connect jumper wire between IMRC wiring harness connector terminals IMRCM and SIG RTN. Turn ignition on. Using scan tester, access IMRCM PID. Observe PID for signs of fault. A fault will be indicated by change in PID voltage from less than 0.2 volt to more than 1.6 volts. Wiggle wiring harness between IMRC connector and PCM connector. If fault is indicated, isolate and repair as necessary. If no faults are indicated, remove jumper wire and go to next step. 35) Leave IMRC module disconnected. Turn ignition on. Using scan tester, access IMRCM PID. Observe PID for signs of fault. A fault will be indicated by change in PID voltage to less than 1.6 volt. Wiggle wiring harness between IMRC connector and PCM connector. If fault is indicated, isolate and repair as necessary. If no faults are indicated, go to CIRCUIT TEST Z . 36)Continuous Memory DTC P1520: Intermittent Circuit Malfunction Turn ignition off. Reconnect all components. Connect scan tester to Data Link Connector (DLC). Turn ignition on. Using scan tester, access Output Test Mode (OTM). While in OTM, access IMRCM PID and IMRC PID. Connect DVOM between test pin No. 42 and test pins No. 51 and 103. Command outputs on. Observe PID for signs of fault. A fault will be indicated by sudden change in PID voltage. Wiggle wiring harness between IMRC connector and PCM connector. If fault is indicated, isolate and repair as necessary. If no faults are indicated, go to next step. 37) Turn ignition on. While observing IMRC plates, wiggle wiring harness between IMRC module and PCM connector. If IMRC plates move while wiggling harness, fault is indicated. Isolate and repair if necessary. If no faults are indicated, go to CIRCUIT TEST Z . 38) Leave ignition off and IMRC disconnected. Disconnect PCM 104-pin connector. Inspect for damaged pins and repair if necessary. Connect EEC-V Breakout Box (014-000950), leaving PCM disconnected. Measure resistance between test pin No. 8 (IMRCM) and 90 (VREF) at breakout box. If resistance is 10,000 ohms or more, replace PCM and repeat QUICK TEST . If resistance is less than 10,000 ohms, repair short between IMRCM and VREF circuit. 39) Leave ignition off and IMRC disconnected. Disconnect PCM 104-pin connector. Inspect for damaged pins and repair if necessary. Connect EEC-V Breakout Box (014-000950), leaving PCM disconnected. Measure resistance between test pin No. 42 and test pins No. 51 and 103 (PWR GND) at breakout box. If resistance is 10,000 ohms or more, replace PCM and repeat QUICK TEST . If resistance is less than 10,000 ohms, repair short to PWR GND in IMRC control circuit. 40)Check IMRC Circuit Turn ignition off. Reconnect all components. Connect scan tester to Data Link Connector (DLC). Turn ignition on. Using scan tester, access Output Test Mode (OTM). While in OTM, turn all outputs on. Observe IMRC levers. If levers cycle open during output command, go to step 32). If levers do not cycle open during output command, go to step 20). 41)Check IMRC Actuator DTC P1512, P1513, P1516 and P1517 indicates IMRC plates are stuck open. Possible causes are as follows: z Broken or restricted vacuum hoses. z IMRC circuit open. z IMRC circuit shorted to ground or VREF. Helpmelearn February-12-08 7:09:09 PM

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z z z

SIG RTN circuit open. Faulty IMRC module. Faulty Powertrain Control Module (PCM).

For vacuum operated systems, start engine and allow to idle for 20 seconds. Connect scan tester to Data Link Connector (DLC). Turn ignition on. Using scan tester, access IMRCM PID and IMRC2M PID (if applicable). Manually rotate IMRC levers. If PID voltage is 1.0 volts or more as levers are rotated, go to step 47). If PID voltage is not as specified, go to next step. 42)Check IMRC Monitor Signal For vacuum operated systems, start engine and allow to idle for 20 seconds. With scan tester connected to DLC, turn ignition on. Using scan tester, access IMRCM PID and IMRC2M PID. Disconnect both IMRC actuator wiring harness connectors. Using jumper wire, connect IMRCM and IMRC2M connector terminals to ground. If PID voltage change is less than 1.0 volt, go to next step. If PID voltage change is 1.0 volt or more, go to step 44). 43)Check IMRC Monitor Resistance Turn ignition off. Leave both IMRC actuator wiring harness connectors disconnected. Measure resistance between IMRC terminal and PWR GND terminal at actuator. Measure resistance between IMRC terminal and VPWR terminal at actuator. If resistance is not 100-10,000 ohms, replace IMRC actuator and go to step 33). If resistance is 100-10,000 ohms, fault cannot be duplicated at this time. Go to CIRCUIT TEST Z . 44)Check IMRC Monitor Power Ground Leave ignition off and both IMRC actuator wiring harness connectors disconnected. Measure resistance between PWR GND terminal at actuator and chassis ground. If resistance is less than 100 ohms, go to next step. If resistance is 100 ohms or more, repair open circuit go to step 33). 45)Check IMRC Monitor Signal Short To Power Leave ignition off and both IMRC actuator wiring harness connectors disconnected. Disconnect PCM 104-pin connector. Inspect for damaged pins and repair if necessary. Connect EEC-V Breakout Box (014-000950), leaving PCM disconnected. Turn ignition on. Connect negative lead of DVOM to test pin No. 77 or 103 (PWR GND) at breakout box. Check voltage at test pin No. 8. and 9. If voltage is less than 1.0 volt, go to next step. If voltage is 1.0 volt or more, repair circuit short to VPWR and go to step 33). 46)Check IMRC Monitor Signal Return Turn ignition off. Leave both IMRC actuator wiring harness connectors disconnected. Measure resistance between IMRCM terminal at actuator and test pin No. 8 and 9. If resistance is less than 5 ohms, replace PCM and go to step 33). If resistance is 5 ohms or more, repair open in IMRCM circuit and go to step 33). 47)Check IMRC Output Test Mode Connect scan tester to DLC. Turn ignition on. Using scan tester, access IMRCM PID and IMRC2M PID. Observe PID values. Start engine and allow to idle. Access IMRCM PID and IMRC2M PID. If PID values change, fault is intermittent and cannot be duplicated at this time. Go to CIRCUIT TEST Z . If PID values do not change, go to next step. 48)Check Bank One IMRC Vacuum Signal Turn ignition off. Disconnect left IMRC actuator vacuum hose. Ensure hose is not damaged or restricted. Connect vacuum hose to vacuum gauge. Start engine and allow to idle. If vacuum reading is less than 10 in. Hg, go to next step. If vacuum reading is 10 in. Hg or more, replace IMRC actuator and go to step 33). 49)Check Bank 2 IMRC Vacuum Signal Turn ignition off. Disconnect right IMRC actuator vacuum hose. Ensure hose is not damaged or restricted. Connect vacuum hose to vacuum gauge. Start engine and allow to idle. If vacuum reading is less than 10 in. Hg, go to next step. If vacuum reading is 10 in. Hg or more, replace IMRC actuator and go to step 33). Helpmelearn February-12-08 7:09:09 PM

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50)Check IMRC Circuit To PCM Turn ignition off. Disconnect PCM 104-pin connector. Inspect for damaged pins and repair if necessary. Connect EEC-V Breakout Box (014-000950), leaving PCM disconnected. Measure resistance between test pin No. 42 and test pins No. 77 and 103 at breakout box. If resistance is 10,000 ohms or more, go to next step. If resistance is less than 10,000 ohms, repair IMRCM circuit short to PWR GND and go to step 33). 51)Check IMRC Circuit For Short Turn ignition off. Connect PCM to breakout box. With vacuum gauge connected to IMRC actuator vacuum hose, start engine and allow to idle. Connect jumper wire between test pin No. 42 and test pin No. 77 or 103 (PWR GND) at breakout box. If vacuum reading is less than 10 in. Hg, replace PCM and go to step 33). If vacuum reading is 10 in. Hg or more, replace IMRC actuator and go to step 33). 52)Check IMRC Actuator DTC P1516, P1517, P1537 and P1538 indicates IMRC plates are stuck open. Possible causes are as follows: z Broken or restricted vacuum hoses. z IMRC circuit open. z IMRC circuit shorted to ground or VREF. z SIG RTN circuit open. z Faulty IMRC module. z Faulty Powertrain Control Module (PCM). For vacuum operated systems, start engine and allow to idle for 20 seconds. Connect scan tester to Data Link Connector (DLC). Turn ignition on. Using scan tester, access IMRCM and IMRC2M PID. If PID voltage is less than 1.0 volt, go to next step. If PID voltage is 1.0 volts or more, fault is intermittent. Go to step 54). 53)Check IMRC PID Reading For vacuum operated systems, start engine and allow to idle for 20 seconds. With ignition on, use scan tester to access IMRCM PID and IMRC2M PID. Proceed as follows: z Disconnect left IMRC actuator connector and note PID voltage. z Disconnect right IMRC actuator connector and note PID voltage. z Reconnect right IMRC actuator connector and note PID voltage. z Reconnect left IMRC actuator connector and note PID voltage. If PID values increase is 1.0 volt or more, isolate and replace defective IMRC actuator. Go to step 33). If PID values do not increase more than 1.0 volt, go to step 55). 54)Wiggle Test For vacuum operated systems, start engine and allow to idle for 20 seconds. After about 30 seconds, vacuum will bleed off and PID values will change. Restart engine if necessary. With ignition on, use scan tester to access IMRCM PID and IMRC2M PID. Turn ignition ON. Wiggle IMRC wiring harness between actuator and PCM. Observe PID for signs of fault. A fault will be indicated by a sudden drop in PID voltage. Wiggle wiring harness between IMRC connector and PCM connector. If fault is indicated, isolate and repair as necessary. Go to step 33). If no faults are indicated, fault cannot be duplicated at this time. Go to CIRCUIT TEST Z . 55)Check IMRC Vacuum Supply Turn ignition off. Disconnect IMRC actuator vacuum hose. Ensure hose is not damaged or restricted. Connect vacuum hose to vacuum gauge. Start engine and allow to idle. Helpmelearn February-12-08 7:09:09 PM

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If vacuum reading is 10 in. Hg or more, go to next step. If vacuum reading is less than 10 in. Hg, repair vacuum circuit and go to step 33). 56) Turn ignition off. Disconnect left IMRC actuator vacuum hose. Ensure hose is not damaged or restricted. Connect vacuum hose to vacuum gauge. Start engine. Raise engine speed to 3500 RPM. If vacuum reading is less than 10 in. Hg, go to next step. If vacuum reading is 10 in. Hg or more, go to step 60). 57)Check VPWR Circuit Turn ignition off. Disconnect IMRC actuator wiring harness connector. Turn ignition on. Measure voltage between VPWR terminal of connector and chassis ground. If voltage is 10.5 volts or more, go to next step. If voltage is less than 10.5 volts, repair open circuit and go to step 33). 58)Check IMRC Circuit For Open Turn ignition off. Disconnect PCM 104-pin connector. Inspect for damaged pins and repair if necessary. Connect EEC-V Breakout Box (014-000950), leaving PCM disconnected. Measure resistance between test pin No. 42 at breakout box and IMRC terminal at actuator wiring harness connector. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open in IMRC circuit and go to step 33). 59)Check IMRC Circuit To PCM Turn ignition on. Measure voltage between test pin No. 42 and test pins No. 77 and 103 at breakout box. If voltage is 10.5 volts or more, repair IMRC circuit short to VREF or VPWR. If voltage is less than 10.5 volts, replace IMRC vacuum actuator. Go to step 33). 60)Check VPWR Circuit Turn ignition off. Disconnect both IMRC sensor wiring harness connectors. Turn ignition on. Measure voltage between VPWR terminal of each connector and chassis ground. If voltage is 10.5 volts or more, go to next step. If voltage is less than 10.5 volts, repair open in VPWR circuit and go to step 33). 61)IMRCM Circuit Check For Short To Ground Turn ignition off. Leave both IMRC sensor wiring harness connectors disconnected. Disconnect scan tester from DLC. Measure resistance between IMRCM terminal at both connectors and chassis ground. If resistance is more than 10,000 ohms, go to next step. If resistance is 10,000 ohms or less, go to step 63). 62)IMRC Sensor Check Leave ignition off and both IMRC sensor wiring harness connectors disconnected. Measure resistance between IMRC terminal and PWR GND terminal at both sensors. If resistance is 1000-10,200 ohms, reconnect all components and go to step 33). If resistance is not 100010,200 ohms, replace IMRC sensor and go to step 33). 63)Check PCM For Internal Short Leave ignition off and both IMRC sensor wiring harness connectors disconnected. Measure resistance between test pin No. 8 and test pins No. 77 and 103 at breakout box. 64)Determine IMRC Fault Path DTC P1516 or P1517 indicate IMRC plates are open or closed time exceeded PCM program. For vacuum operated systems, start engine and allow to idle for 20 seconds. Connect scan tester to Data Link Connector (DLC). Turn ignition on. Using scan tester, access IMRCM PID. Access IMRC2M PID. If PID voltage is less than 3.0 volts, go to step 29) for electronic controlled systems or step 41) for vacuum controlled systems. If PID voltage is 3.0 volts or more, go to step 26) for electronic controlled systems or step 55) for vacuum controlled systems. 65)Check IMT Valve & Vacuum Actuator Connection Turn ignition off. Disconnect IMT valve and vacuum actuator wiring harness connector. Inspect for damaged or loose pins and repair if necessary. If no faults are found, go to next step. 66)Check IMT Valve & Vacuum Actuator VPWR Circuit For Open Turn ignition off. Measure resistance between chassis ground and VPWR terminal at IMT valve wiring harness connector. If voltage is 10.5 volts or more, go to next step. If voltage is less than 10.5 volts, repair open in VREF circuit. 67)Check IMT Valve & Vacuum Actuator Circuit For Open Turn ignition off. Leave IMT valve Helpmelearn February-12-08 7:09:09 PM

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wiring harness connector disconnected. Disconnect PCM 104-pin connector. Inspect for damaged pins and repair if necessary. Connect EEC-V Breakout Box (014-000950), leaving PCM disconnected. Measure resistance between test pin No. 46 at breakout box and IMT VALVE terminal at harness connector. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open in IMT VALVE circuit. 68)Check IMT Valve & Vacuum Actuator Circuit For Short To PWR GND Leave ignition off. Disconnect scan tester from DLC (if applicable). Leave PCM and IMT valve wiring harness connector disconnected. Measure resistance between test pin No. 46 and test pins No. 77 and 103 at breakout box. If resistance is more than 10,000 ohms, go to next step. If resistance is 10,000 ohms or less, repair IMT VALVE circuit short to PWR GND circuit. 69)Check IMT VALVE Circuit Short To VREF Or VPWR Leave PCM and IMT valve wiring harness connector disconnected. Turn ignition on. Measure voltage between test pin No. 46 and test pins No. 77 and 103 at breakout box. If voltage is 10.5 volts or more, repair IMT VALVE circuit short to VREF or VPWR. If voltage is less than 10.5 volts, go to next step. 70)Check IMT Valve Actuator Internal Resistance Turn ignition off. Reconnect IMT valve wiring harness connector. Leave breakout box installed and PCM disconnected. Disconnect scan tester from DLC (if applicable). Measure resistance between test pins No. 46 and 97 (VPWR) at breakout box. If resistance is 65-85 ohms (SOHC engine) or 5-300 ohms (all except SOHC engine), replace PCM. If resistance is not as specified, replace IMT VALVE. 71)Perform IMRC Wiggle Test Turn ignition off. Connect scan tester to DLC. Turn ignition on. Using scan tester, access IMRCM PID. Observe PID values while wiggling wiring harness between IMRC monitor connector and PCM. If PID value fluctuates, isolate fault and repair as necessary. If PID value does not fluctuate, replace PCM and go to step 38). CIRCUIT TEST HW - EVAPORATIVE EMISSION PURGE FLOW SYSTEM Diagnostic Aids

Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z z z z z z z

Leaks in fuel tank, filler cap or vapor hoses. Wiring harness circuits (CANP SIG, PF, PWR GND, VMV and VPWR). Faulty Canister Purge (CANP) solenoid. Faulty Purge Flow (PF) Sensor. Faulty Vapor Management Valve (VMV). Faulty carbon canister. Faulty PCM.

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Fig. 58: EVAP Components Using Purge Flow System

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Fig. 59: EVAP Components Using Vapor Management System 1)DTC P0443: Check VPWR Circuit Voltage Disconnect Canister Purge (CANP) solenoid or Vapor Management Valve (VMV) wiring harness connector. Turn ignition on. Measure voltage between VPWR terminal of CANP solenoid or VMV wiring harness connector and battery ground. If voltage is 10.5 volts or more, go to next step. If voltage is less than 10.5 volts, repair open in VPWR circuit and repeat QUICK TEST . 2)Check Component Resistance Turn ignition off. Leave CANP or VMV wiring harness connector disconnected. Measure resistance between CANP solenoid or VMV terminals. For CANP solenoid, if resistance is 30-90 ohms, go to next step. For VMV, if resistance is 30-36 ohms, go to step 4). If resistance is not as specified, replace CANP solenoid or VMV. Clear PCM memory and repeat QUICK TEST . 3)Check CANP Solenoid For Internal Short Turn ignition off. Leave wiring harness connector disconnected. Measure resistance between each solenoid terminal and CANP solenoid housing. If each resistance measurement is more than 90 ohms, CANP solenoid is okay. Go to next step. If resistance is not as specified, replace CANP solenoid. Clear PCM memory and repeat QUICK TEST . 4)Check VMV Circuit Continuity Leave ignition off and CANP or VMV wiring harness connector disconnected. Disconnect PCM wiring harness connector. Inspect pins for damage and repair as Helpmelearn February-12-08 7:09:10 PM

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necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Measure resistance as follows: z For CANP solenoid, between test pin No. 67 at breakout box and EVAP CANP terminal of CANP solenoid wiring harness connector. z For VMV, between test pin No. 56 at breakout box and VMV terminal of VMV 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 . 5)Check Circuit For Short To PWR GND Leave ignition off. Disconnect scan tester from DLC (if applicable). Measure resistance between test pin No. 67 (CANP solenoid) or 56 (VMV) and test pins No. 24 and 103. If each resistance is more than 10,000 ohms, go to step 17). If resistance is 10,000 ohms or less, repair EVAP CANP/VMV circuit short to PWR GND circuit. Clear PCM memory and repeat QUICK TEST . 6)Continuous Memory DTC P1443 This DTC can set by Idle Air Control (IAC) valve speed error during vehicle operation. If Continuous Memory DTC P1507 is also present, go to CIRCUIT TEST KE , step 30). Connect scan tester to Data Link Connector (DLC). Turn ignition on. Using scan tester, access IAC PID, TP PID and RPM PID. Turn all accessories off. Start engine and allow to idle. IAC duty cycle should be 20-45%. Observe IAC PID and RPM PID for indication of fault while shaking and bending IAC valve wiring harness and connector. A fault will be indicated by sudden increase of engine speed and decrease in IAC duty cycle. If fault is indicated, isolate and repair as necessary. If no fault is go to step 8). 7)Check Purge Flow (PF) Sensor Connect scan tester to Data Link Connector (DLC). Start engine and allow to idle. Disconnect PF sensor wiring harness connector. Inspect connector for damage and repair if necessary. Using scan tester, access PF PID. If voltage fluctuates, go to step 9). If voltage does not fluctuate as specified, go to next step. 8)Continuous Memory DTC P1443; Visually Inspect EVAP System Leave ignition off. Ensure fuel fill cap is installed correctly. Check vacuum hose between fuel tank and carbon canister for faults. Check for carbon canister cracks or damage. Check for fuel tank damage. Check for damaged orifice rollover valve. Repair or replace as necessary. If no faults are found on models equipped with CANP solenoid, go to next step. If no faults are found on models equipped with VMV, go to step 21). 9)Check CANP Solenoid For Vacuum Leak Leave ignition off. Disconnect CANP solenoid wiring harness connector. Disconnect hoses from CANP solenoid. Connect vacuum pump to intake manifold side of CANP solenoid. Using vacuum pump, apply 16 in. Hg to solenoid. If vacuum is held for 20 seconds, leave pump connected and go to next step. If vacuum is not held for 20 seconds, replace CANP solenoid and repeat QUICK TEST . 10) Leave ignition off and CANP solenoid wiring harness connector disconnected. Connect scan tester to DLC. Turn ignition on. Using scan tester, access Output Test Mode and command CANP solenoid on. Using vacuum pump, apply 16 in. Hg to solenoid. When CANP solenoid is commanded on, vacuum should be released. If solenoid does not operates as specified, replace CANP solenoid and repeat QUICK TEST . If solenoid operates as specified, check fuel vapor hoses between carbon canister and CANP solenoid for damage or restriction. Repair as necessary. Helpmelearn February-12-08 7:09:10 PM

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11)Check For Vacuum At Purge Flow (PF) Sensor Turn ignition off. Ensure PF sensor is connected. Reconnect CANP solenoid. Remove hose from manifold vacuum at PF sensor and attach vacuum gauge to hose. Start engine and allow to idle. If vacuum is 10 in Hg. or more, check for small vacuum leak between PF sensor and intake manifold. Repair as necessary and repeat QUICK TEST . If vacuum is less than 10 in Hg., repair large vacuum leak or blockage in hose between PF sensor and intake manifold. Repair as necessary and repeat QUICK TEST. If DTC P1443 is still present, go to next step. 12)Check CANP Solenoid Resistance Turn ignition off. Leave CANP wiring harness connector disconnected. Measure resistance between CANP solenoid terminals. If resistance is 30-90 ohms, go to next step. If resistance is not as specified, replace CANP solenoid. Clear PCM memory and repeat QUICK TEST . 13)Check Circuit For Short To VPWR Leave ignition off. Disconnect PCM wiring harness connector. Inspect pins for damage and repair as necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Measure resistance between test pin No. 67 (CANP solenoid) or 56 (VMV) and test pins No. 71 and 97 at breakout box. If each resistance is more than 10,000 ohms, replace PCM and repeat QUICK TEST . If resistance is 10,000 ohms or less, repair EVAP CANP/VMV circuit short to VPWR circuit. Clear PCM memory and repeat QUICK TEST. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 13) to step 21). No test procedures have been omitted.

21)Check VMV Housing Turn ignition off. Reconnect VMV wiring harness connector. Disconnect VMV fuel vapor hose from intake manifold port at VMV. Disconnect VMV fuel vapor hose from vapor canister port at VMV. Attach vacuum pump with gauge to intake manifold port at VMV. Using vacuum pump, apply 16 in. Hg to VMV. If vacuum is not held, replace VMV and repeat QUICK TEST . If vacuum is held, go to next step.

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Fig. 60: VMV Hose Ports 22)Check VMV Filter Turn ignition off. Disconnect vacuum input hose from VMV. Using a vacuum pump, apply 15 in. Hg to VMV. If vacuum is not held, remove vacuum pump and go to next step. If vacuum is held or bleeds off slowly, service VMV filter. If filter cannot be serviced, replace VMV. 23)Check VPWR Circuit Voltage Turn ignition off. Connect PCM to breakout box. Disconnect VMV wiring harness connector. Turn ignition on. Measure voltage between VPWR terminal of VMV wiring harness connector and battery ground. If voltage is 10.5 volts or more, go to next step. If voltage is less than 10.5 volts, repair open in VPWR circuit and repeat QUICK TEST . 24)Check VMV Turn ignition off. Ensure PCM is connected to breakout box. Reconnect VMV vacuum input hose. Disconnect fuel vapor to carbon canister hose. Connect vacuum gauge to vacuum port. Start Helpmelearn February-12-08 7:09:10 PM

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engine and allow to idle for 5 minutes. Vacuum gauge should read zero. Connect jumper wire between test pin No. 56 (VMV) and test pin No. 51 or 103 at breakout box. Vacuum should be about engine manifold vacuum. If vacuum is not as specified, replace VMV and repeat QUICK TEST . If vacuum is as specified, remove vacuum gauge and jumper wire. Go to next step. 25) Turn ignition off. Reconnect VMV wiring harness connector. Disconnect upper and lower hose from VMV. Start engine and allow to idle. Check for vacuum at open end of hoses. If vacuum is present, leave hoses disconnected and go to next step. If vacuum is not present, check hoses for correct routing. Ensure hoses are not damaged or restricted. Repair or replace as necessary. 26) Turn ignition off. Ensure VMV wiring harness connector is connected. Disconnect vacuum input hose from VMV. Using a vacuum pump, apply 16 in. Hg to VMV. If vacuum bleeds off immediately, fault is intermittent and cannot be duplicated at this time. Testing is complete. If vacuum is not bled off immediately, check hoses for damage or restriction. Repair or replace as necessary and repeat QUICK TEST . 27)Continuous Memory DTC P1444 Turn ignition off. Disconnect PF sensor wiring harness connector. Inspect pins for damage and repair as necessary. Reconnect PF sensor wiring harness connector. Connect scan tester to Diagnostic Link Connector (DLC). Turn ignition on. Using scan tester, access PF PID. If PF PID voltage is 0.4 volt or less, go to next step. If PF PID voltage is 0.2 volt or less, go to step 30). If voltage is more than 0.4 volt or more, fault is intermittent. Go to step 32). 28) Turn ignition off. Disconnect PF sensor wiring harness connector. Ensure PF sensor temperature is 55-80°F (13-27°C). Measure resistance between PF sensor terminal No. 1 and No. 2. Resistance should be less than 160 ohms. Measure resistance between PF sensor terminal No. 1 and No. 3. Resistance should be less than 190 ohms. If resistance is as specified, go to next step. If resistance is not as specified, replace PF sensor and repeat QUICK TEST . 29)Check For Open In VPWR Circuit Leave ignition off and PF sensor disconnected. Disconnect PCM wiring harness connector. Inspect pins for damage and repair as necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Measure resistance between pin No. 1 at PF sensor and test pins No. 71 and 91 at breakout box. If resistance is less than 5 ohms, go to next step for DTC P1444 or step 34) for DTC P1445. If resistance is 5 ohms or more, repair open in VPWR and repeat QUICK TEST . 30) Leave ignition off and PF sensor disconnected. Ensure PF sensor temperature is 55-80°F (13-27°C). Measure resistance between PF sensor terminal No. 2 and No. 3. If resistance is more than 25.5 ohms, go to next step. If resistance is not as specified, replace PF sensor and repeat QUICK TEST . 31)Check PF Circuit For Short To VPWR Leave ignition off and PF sensor disconnected. Disconnect PCM wiring harness connector. Inspect pins for damage and repair as necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Disconnect scan tester from DLC (if applicable). Measure resistance between breakout box test pin No. 11 and test pins No. 24 and 103. If each resistance is more than 10,000 ohms, replace PCM and repeat QUICK TEST . If any resistance is 10,000 ohms or less, repair PF circuit short to PWR GND. Clear PCM memory and repeat QUICK TEST. 32)Wiggle Test Solenoid & Harness Turn ignition off. Using scan tester, access PF PID. Observe PF PID for indication of fault while shaking and bending PF sensor wiring harness and connector. A fault will be indicated by sudden change of voltage. Tap lightly on PF sensor to simulate road shock. If fault is indicated, isolate and repair as necessary. If no fault is indicated, go to CIRCUIT TEST Z . 33)Continuous DTC P1445 Turn ignition off. Disconnect PF sensor wiring harness connector. Inspect pins for damage and repair as necessary. Reconnect PF sensor wiring harness connector. Connect scan tester to Diagnostic Link Connector (DLC). Turn ignition on. Using scan tester, access PF PID. If PF PID Helpmelearn February-12-08 7:09:10 PM

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voltage is more than 4.8 volts, go to step 28). If voltage is 4.8 volts or less, go to step 39). 34)Check Purge Flow (PF) Sensor Turn ignition off. Disconnect PF sensor wiring harness connector. Allow sensor to cool to room temperature. Measure resistance between terminal No. 1 and No. 2. If resistance is 40-230 ohms, go to next step. If resistance is not 40-230 ohms, replace PF sensor and repeat QUICK TEST . 35)Check PF Circuit Short To VPWR Leave PF sensor disconnected. Turn ignition on. Measure voltage between PF terminal of sensor wiring harness connector and battery ground. If voltage is 10.5 volts or more, go to next step. If voltage is less than 10.5 volts, go to step 37). 36) Turn ignition off. Leave PF sensor disconnected. Disconnect PCM wiring harness connector. Inspect pins for damage and repair as necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Turn ignition on. Measure voltage between breakout box test pin No. 11 and test pins No. 24 and 103. If voltage is greater than 10.5 volts, repair PF circuit short to VPWR and repeat QUICK TEST . If voltage is 10.5 volts or less, replace PCM and repeat QUICK TEST. 37)Check PF Circuit For Open in Harness Turn ignition off. Leave PF sensor disconnected. Disconnect PCM wiring harness connector. Inspect pins for damage and repair as necessary. Install EECV Breakout Box (014-000950), leaving PCM disconnected. Measure resistance between breakout box test pin No. 11 and PF terminal at sensor wiring harness connector. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open in PF circuit. Clear PCM memory and repeat QUICK TEST . 38)Check PWR GND Circuit For Open in Harness Leave ignition off and PF sensor disconnected. Measure resistance between breakout box test pins No. 24 and 103. If resistance is less than 5 ohms, replace PCM and repeat QUICK TEST . If resistance is 5 ohms or more, repair open in PWR GND circuit and repeat QUICK TEST. 39)Wiggle Test Solenoid & Harness Turn ignition off. Connect scan tester to DLC. Using scan tester, access PF PID. Observe PF PID for indication of fault while shaking and bending PF sensor wiring harness and connector. A fault will be indicated by sudden change of voltage. Tap lightly on PF sensor to simulate road shock. If fault is indicated, isolate and repair as necessary. If no fault is indicated, go to CIRCUIT TEST Z . 40)Continuous Memory DTC P0443: Check VMV Circuit For Intermittent Failure Repeat QUICK TEST . If Continuous Memory DTC P0443 is still present, go to next step. If Continuous Memory DTC P0443 is not present, go to step 1). 41)Wiggle Test Solenoid & Harness Turn ignition off. Disconnect PCM wiring harness connector. Inspect pins for damage and repair as necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Using DVOM, measure resistance between test pin No. 67 (CANP solenoid) or 56 (VMV) and test pins No. 71 and 97. Observe DVOM for indication of fault while shaking and bending VMV wiring harness and connector. A fault will be indicated by resistance measurement of less than 30 ohms or more than 36 ohms (VMV) or 90 ohms (CANP solenoid). Tap lightly on VMV to simulate road shock. If fault is indicated, isolate and repair as necessary. If no fault is indicated, go to CIRCUIT TEST Z. CIRCUIT TEST HX - EVAPORATIVE EMISSION (EVAP) MONITOR & SYSTEM Diagnostic Aids

Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used Helpmelearn February-12-08 7:09:10 PM

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to diagnose the following: z z z z z z z z

Leaks in fuel tank, filler cap or vapor hoses. Faulty Canister Vent (CV) solenoid. Faulty Fuel Tank Pressure (FTP) Sensor. Faulty fuel vapor valve. Faulty fuel vapor control valve (if equipped). Faulty carbon canister. Wiring harness circuits (CV, FTP, PWR GND, VMV, VPWR and VREF). Faulty PCM.

Fig. 61: EVAP Components

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Fig. 62: CV Solenoid Connector & Test Circuit

Fig. 63: FTP Connector & Test Circuit

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Fig. 64: VMV Connector & Test Circuit 1)Continuous Memory DTC P0442 Or P1442 Turn ignition off. Ensure fuel fill cap is correctly installed. Ensure cap is not damaged or excessively worn. Service or replace as necessary and verify symptom is repaired. If fuel fill cap is okay, go to next step. 2) Leave ignition off. Check all fuel vapor hoses for damage or restrictions. Ensure hose connections are tight. Service or replace as necessary and verify symptom is repaired. If fuel vapor hoses are okay, go to step 61). NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 2) to step 6). No test procedures have been omitted.

6)Continuous Memory DTC P0443 Perform QUICK TEST . If DTC P0443 is present in Continuous Memory only, go to step 12). If DTC P0443 is present in KOEO or KOER self-test, go to next step. 7)DTC P0443: Check VPWR Circuit Voltage Turn ignition off. Disconnect Vapor Management Valve (VMV) wiring harness connector. Turn ignition on. Measure voltage between VPWR terminal of VMV wiring harness connector and battery ground. If voltage is 10.5 volts or more, go to next step. If voltage is less than 10.5 volts, repair open in VPWR circuit and repeat QUICK TEST . 8)Check VMV Resistance Turn ignition off. Leave VMV wiring harness connector disconnected. Measure resistance between CANP solenoid or VMV terminals. If resistance is 30-36 ohms, go to next step. If resistance is not as specified, replace VMV and repeat QUICK TEST . 9)Check VMV Circuit Resistance Leave ignition off and VMV wiring harness connector disconnected. Disconnect PCM wiring harness connector. Inspect pins for damage and repair as necessary. Install EECV Breakout Box (014-000950), leaving PCM disconnected. Measure resistance between test pin No. 56 at breakout box and VMV terminal of VMV 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 . 10)Check Circuit For Short To PWR GND Leave ignition off and VMV wiring harness connector disconnected. Disconnect scan tester from DLC (if applicable). Measure resistance between test pin No. Helpmelearn February-12-08 7:09:10 PM

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56 (VMV) and test pins No. 24 and 103. If resistance is 10,000 ohms or less, repair VMV circuit short to PWR GND circuit. Clear PCM memory and repeat QUICK TEST . If each resistance is more than 10,000 ohms, go to step 57) if DTC P1450 is present or go to next step if DTC P1450 is not present. 11) Leave ignition off and VMV disconnected. Turn ignition on. Measure voltage between breakout box test pin No. 56 and test pins No. 51 and 103. If voltage is greater than 10.5 volts, repair VMV circuit short to VPWR and repeat QUICK TEST . If voltage is 10.5 volts or less, replace PCM and repeat QUICK TEST. 12)Wiggle Test VMV & Harness Turn ignition off. Disconnect PCM wiring harness connector. Inspect pins for damage and repair as necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Using DVOM, measure resistance between test pin No. 56 (VMV) and test pins No. 71 and 97. Observe DVOM for indication of fault while shaking and bending VMV wiring harness and connector. A fault will be indicated by resistance measurement of less than 30 ohms or more than 36 ohms. Tap lightly on VMV to simulate road shock. If fault is indicated, isolate and repair as necessary. If no fault is indicated, go to CIRCUIT TEST Z . 13)Continuous Memory DTC P0446 Turn ignition off. Remove fuel fill cap. Connect scan tester to DLC. Turn ignition on. Using scan tester, access FTP V PID. Record FTP V PID voltage. Install fuel fill cap to first click. If FTP V PID voltage is 2.4-2.8 volts, go to step 15). If FTP V PID voltage is not 2.42.8 volts, go to next step. 14)Check VREF At FTP Connector Turn ignition off. Disconnect FTP wiring harness connector. Turn ignition on. Measure voltage between VREF terminal and SIG RTN terminal at wiring harness connector. If voltage is 4-6 volts, replace FTP sensor and repeat QUICK TEST . If voltage is not 4-6 volts, go to CIRCUIT TEST C . 15)Check Carbon Canister Check for restrictions at carbon canister atmosphere vent port. Check for restrictions in purge air inlet tube (large diameter hose) between CV solenoid and atmosphere. Repair or replace as necessary. If no faults are found, go to next step. 16)Check CV Solenoid Filter Port Disconnect purge air inlet tube (large diameter hose) from CV solenoid. If vehicle is not equipped with purge air inlet tube, go to next step. Locate opposite end of tube (in fuel filter housing). Drop a 3/8" ball bearing into tube. If ball bearing passes through tube, go to next step. If ball bearing does not pass through tube, service or replace tube as necessary and repeat QUICK TEST . 17)Check CV Solenoid Mechanical Operation Remove CV solenoid hose. Connect vacuum pump to solenoid. Using vacuum pump, apply 16 in. Hg to solenoid. If vacuum is held for one minute, replace CV solenoid and repeat QUICK TEST . If vacuum is not held for one minute, go to next step. 18)DTC P0446 Turn ignition off. Connect scan tester to DLC. Turn ignition on. Using scan tester, access EVAPCVF PID. If scan tester indicates YES, go to next step. If scan tester does not indicate YES, go to step 21). 19)Check CV Solenoid Resistance Turn ignition off. Disconnect CV solenoid wiring harness connector. Measure resistance between CV and VPWR terminal at solenoid. If resistance is less than 45 ohms, replace CV solenoid and repeat QUICK TEST . If resistance is 45 ohms or more, go to next step. 20)Check Circuit For Short To PWR GND Leave ignition off. Disconnect PCM wiring harness connector. Inspect pins for damage and repair as necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Measure resistance between test pin No. 67 (CV) and test pins No. 51 and 103. If each resistance is more than 10,000 ohms, replace PCM and repeat QUICK TEST . If resistance is 10,000 ohms or less, repair CV circuit short to PWR GND circuit. Clear PCM memory and repeat QUICK TEST. Helpmelearn February-12-08 7:09:10 PM

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21)Wiggle Test CV Solenoid & Harness Turn ignition on. Using scan tester, access EVAPCVF PID. Observe EVAPCVF PID for indication of fault while shaking and bending CV solenoid wiring harness and connector. A fault will be indicated by a change in EVAPCVF PID voltage. Tap lightly on CV solenoid to simulate road shock. If fault is indicated, isolate and repair as necessary. If no fault is indicated, go to CIRCUIT TEST Z . 22)DTC P0452; Check For Fuel Saturation Of FTP Sensor Turn ignition off. Connect scan tester to DLC. Check FTP wiring harness connector for damage or fuel contamination. Repair or replace if necessary. If connector is okay, go to next step. 23)Verify FTP Signal Voltage Leave ignition off. Connect scan tester to DLC. Turn ignition on. Using scan tester, access FTP V PID. If FTP V PID is less than 0.22 volts, go to next step. If FTP V PID is 0.22 volts or more, go to step 27). 24)Induce Opposite FTP Signal Leave ignition off. Disconnect FTP wiring harness connector. Connect jumper wire between FTP terminal and VREF terminal at connector. Turn ignition on. Using scan tester, access FTP V PID. If scan tester error occurs, go to next step. If FTP V PID is 4-6 volts, replace FTP and repeat QUICK TEST . If FTP V PID is not 4-6 volts, remove jumper wire and go to next step. 25)Check VREF At FTP Connector Turn ignition off. Disconnect FTP wiring harness connector. Turn ignition on. Measure voltage between VREF terminal and SIG RTN terminal at 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 . 26)Check Circuit For Short To PWR GND Or SIG RTN Leave ignition off and FTP disconnected. Disconnect PCM wiring harness connector. Inspect pins for damage and repair as necessary. Install EECV Breakout Box (014-000950), leaving PCM disconnected. Disconnect scan tester from DLC. Measure resistance between test pin No. 62 (FTP) and test pins No. 51, 91 and 103. If each resistance is more than 10,000 ohms, replace PCM and repeat QUICK TEST . If resistance is 10,000 ohms or less, repair FTP circuit short to SIG RTN or PWR GND circuit. Clear PCM memory and repeat QUICK TEST. 27)Wiggle Test CV Solenoid & Harness Turn ignition on. Using scan tester, access FTP V PID. Observe FTP V PID for indication of fault while shaking and bending FTP sensor wiring harness and connector. A fault will be indicated by a change in FTP V PID voltage. Tap lightly on FTP sensor to simulate road shock. If fault is indicated, isolate and repair as necessary. If no fault is indicated, go to CIRCUIT TEST Z . 28)DTC P0453 Turn ignition off. Connect scan tester to DLC. Turn ignition on. Using scan tester, access FTP V PID. If FTP V PID is 4.5 volts or less, go to step 37). If FTP V PID is more than 4.5 volts, go to next step. 29)Check FTP Signal For Short To Power Leave ignition off. Disconnect FTP wiring harness connector. Turn ignition on. Measure voltage between negative battery terminal and FTP terminal at wiring harness connector. If voltage is 10.5 volts or more, go to next step. If voltage is less than 10.5 volts, go to step 31). 30)Check FTP Circuit For Short To VPWR Leave FTP disconnected. Disconnect PCM wiring harness connector. Inspect pins for damage and repair as necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Turn ignition on. Measure voltage between test pin No. 62 (FTP) and test pins No. 51 and 103 at breakout box. If either voltage is less than 10.5 volts, replace PCM and repeat QUICK TEST . If all voltages are 10.5 volts or more, repair FTP circuit short to VPWR. Clear PCM memory and repeat QUICK TEST. 31)Induce Opposite FTP Signal Turn ignition off. Leave FTP wiring harness connector disconnected. Connect jumper wire between FTP terminal and SIG RTN terminal at connector. Turn ignition on. Using scan tester, access FTP V PID. If scan tester error occurs, go to step 36). If FTP V PID is less than 0.1 Helpmelearn February-12-08 7:09:10 PM

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volt, remove jumper wire and go to next step. If FTP V PID is 0.1 volts or more, go to step 34). 32)Check VREF At FTP Connector Leave ignition off. Disconnect FTP wiring harness connector. Measure voltage between SIG RTN terminal and VREF terminal at 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. 33)Check FTP Circuit For Short To VREF Leave ignition off and FTP disconnected. Disconnect PCM wiring harness connector. Inspect pins for damage and repair as necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Disconnect scan tester from DLC. Measure resistance between test pins No. 62 (FTP) and 90 (VREF) at breakout box. If resistance is more than 10,000 ohms, replace FTP sensor and repeat QUICK TEST . If resistance is 10,000 ohms or less, repair FTP circuit short to VREF. Clear PCM memory and repeat QUICK TEST. 34)Check FTP Circuit Resistance Leave ignition off and FTP disconnected. Disconnect PCM wiring harness connector. Inspect pins for damage and repair as necessary. Install EEC-V Breakout Box (014000950), leaving PCM disconnected. Disconnect scan tester from DLC. Measure resistance between test pin No. 62 (FTP) and FTP terminal at FTP wiring harness connector. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open in FTP circuit. Clear PCM memory and repeat QUICK TEST . 35)Check SIG RTN Circuit Resistance Leave ignition off and FTP disconnected. Measure resistance between test pin No. 91 and SIG RTN terminal at FTP wiring harness connector. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open in SIG RTN circuit. Clear PCM memory and repeat QUICK TEST . 36)Check FTP Circuit For Short To VREF Leave ignition off and FTP disconnected. Disconnect PCM wiring harness connector. Inspect pins for damage and repair as necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Measure resistance between test pins No. 62 (FTP) and 90 (VREF) at breakout box. If resistance is more than 10,000 ohms, replace PCM and repeat QUICK TEST . If resistance is 10,000 ohms or less, repair FTP circuit short to VREF. Clear PCM memory and repeat QUICK TEST. 37)Wiggle Test CV Solenoid & Harness Turn ignition on. Using scan tester, access FTP V PID. Observe FTP V PID for indication of fault while shaking and bending FTP sensor wiring harness and connector. A fault will be indicated by a change in FTP V PID voltage. Tap lightly on FTP sensor to simulate road shock. If fault is indicated, isolate and repair as necessary. If no fault is indicated, go to CIRCUIT TEST Z . NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 37) to step 40). No test procedures have been omitted.

40)Continuous Memory P0455 Or P1455 Turn ignition off. Ensure fuel fill cap is correctly installed and in good condition. Check carbon canister for damage. Check fuel vapor hoses for correct routing. Check fuel tank and fill pipe for damage. Repair or replace as necessary. If no faults are present, go to step 44) for models with VMV or next step for models with CV solenoid. 41)Check CV Circuit Resistance Turn ignition off. Disconnect CV solenoid wiring harness connector. Disconnect PCM from breakout box. Inspect pins for damage and repair as necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Measure resistance between test pin No. 67 at breakout box and CV terminal at CV solenoid wiring harness connector. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open in CV circuit. Clear PCM memory and repeat QUICK TEST . Helpmelearn February-12-08 7:09:10 PM

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42)Check CV Circuit For Short To Power Turn ignition on. Measure voltage between test pin No. 67 and test pin No. 51 or 103 at breakout box. If voltage is more than 10.5 volts, repair CV circuit short to VPWR. If voltage is 10.5 volts or less, go to next step. 43)Check VPWR Circuit Voltage Turn ignition off. Connect PCM to breakout box. Disconnect CV solenoid wiring harness connector. Turn ignition on. Measure voltage between VPWR terminal of CV solenoid wiring harness connector and battery ground. If voltage is 10.5 volts or more, replace CV solenoid. If voltage is less than 10.5 volts, repair open in VPWR circuit and repeat QUICK TEST . 44)Check Intake Manifold Vacuum At VMV Leave ignition off. Connect VMV wiring harness connector. Disconnect hoses from VMV at intake manifold. Start engine and allow to idle. Check for vacuum at intake manifold. If vacuum is present, go to next step. If vacuum is not present, isolate fault and repair as necessary. 45)Check VMV Ability To Hold Vacuum Leave ignition off. Connect vacuum pump to disconnected end of VMV hose. Using vacuum pump, apply 16 in. Hg. If vacuum bleeds off immediately, go to next step. If vacuum does not bleed off immediately, isolate hose restriction and repair as necessary. 46)Check VMV Turn ignition off. Reconnect VMV wiring harness connector. Disconnect VMV fuel vapor hose from intake manifold port at VMV. Attach vacuum pump with gauge to intake manifold port at VMV. Using vacuum pump, apply 16 in. Hg to VMV. If vacuum bleeds off immediately, go to next step. If vacuum is not bled off immediately, replace VMV. 47)Check VMV Turn ignition off. Ensure PCM is connected to breakout box. Reconnect VMV vacuum input hose. Disconnect fuel vapor to carbon canister hose. Connect vacuum gauge to vacuum port. Start engine and allow to idle for 5 minutes. Vacuum gauge should read zero. Connect jumper wire between test pin No. 56 (VMV) and test pin No. 51 or 103 at breakout box. Vacuum should be about engine manifold vacuum. If vacuum is not as specified, replace VMV. If vacuum is as specified, remove vacuum gauge and jumper wire. Go to next step. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 47) to step 56). No test procedures have been omitted.

56)DTC P1450 Or P1452 Turn ignition off. Remove input vacuum hose from VMV. Connect vacuum pump to VMV. Using vacuum pump, apply 10 in. Hg to solenoid. If vacuum is held for one minute, replace VMV and go to step 61). If vacuum is not held for one minute, remove vacuum pump and go to step 8). 57)Check VREF Connectors Leave ignition off. Check VREF circuit terminal at FTP sensor and PCM. If terminal connectors are okay, go to next step. If terminal connectors are faulty, go to step 61). 58)Check CV Circuit Resistance Turn ignition off. Disconnect FTP solenoid wiring harness connector. Disconnect PCM wiring harness connector. Inspect pins for damage and repair as necessary. Install EECV Breakout Box (014-000950), leaving PCM disconnected. Measure resistance between test pin No. 90 at breakout box and VREF terminal at FTP sensor wiring harness connector. If resistance is less than 5 ohms, replace FTP sensor and go to next step. If resistance is 5 ohms or more, repair open in VREF circuit and go to next step. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 58) to step 61). No test procedures have been omitted.

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61)Verify EVAP System Repair With ignition on and scan tester connected to DLC, clear PCM memory. Start engine and allow to idle for at least 4 minutes. Drive vehicle 45-60 MPH in high gear for about 8 minutes. Drive vehicle in city traffic condition averaging 25-40 MPH. Ensure at least 5 stop with idle periods of 10 seconds or more. Accelerate vehicle to 45-60 MPH and operate in high gear for about 8 minutes. Stop vehicle and repeat QUICK TEST . If DTC P1000 is present, repeat this step. If any other DTCs are present, service as necessary. See DIAGNOSTIC TROUBLE CODE (DTC) REFERENCE CHARTS . If no DTCs are present, testing is complete. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 61) to step 65). No test procedures have been omitted.

65)Continuous Memory DTC P1451: Check VPWR To CV Solenoid Turn ignition off. Disconnect CV solenoid wiring harness connector. Turn ignition on. Measure voltage between VPWR terminal of CV solenoid wiring harness connector and negative battery terminal. If voltage is greater than 10.5 volts, go to next step. If voltage is 10.5 volts or less, replace PCM and repeat QUICK TEST . 66)Check CV Solenoid Resistance Turn ignition off. Disconnect CV solenoid wiring harness connector. Measure resistance between CV and VPWR terminal at solenoid. If resistance is 45-65 ohms, go to next step. If resistance is 45 ohms or more, replace CV solenoid and repeat QUICK TEST . 67)Check CV Circuit Resistance Leave ignition off and CV solenoid disconnected. Disconnect PCM 104-pin wiring harness connector. Inspect pins for damage and repair as necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Measure resistance between test pin No. 67 at breakout box and CV terminal at CV solenoid wiring harness connector. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open in CV circuit and repeat QUICK TEST . 68)Check CV Circuit Short To PWR GND Leave ignition off and CV solenoid disconnected. Disconnect scan tester (if applicable). Measure resistance between test pin No. 67 and test pins No. 51 and 103 at breakout box. If resistance is less than 10,000 ohms, repair CV circuit to PWR GND and repeat QUICK TEST . If resistance is 10,000 ohms or more, reconnect scan tester and go to next step. 69)Check CV Circuit Short To PWR Leave CV solenoid disconnected. Turn ignition on. Measure voltage between chassis ground and test pin No. 67 at breakout box. If voltage is less than 1.0 volt, go to next step. If voltage is 1.0 volt or more, repair CV circuit to PWR, VREF, VPWR or chassis ground. 70)Check CV Signal From PCM Turn ignition off. Reconnect CV solenoid. Connect PCM to breakout box. Start engine and allow to idle. Measure voltage between test pin No. 67 and test pins No. 51 and 103 at breakout box. If voltage is 10-14 volts, replace CV solenoid and repeat QUICK TEST . If voltage is not 10-14 volts, replace PCM and repeat QUICK TEST. CIRCUIT TEST JB - IGNITION MISFIRE UNDER LOAD Diagnostic Aids

Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z z

Spark plugs. Spark plug wires.

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MISFIRE TROUBLE CODES Service Code 90 P0301 P0302 P0303 P0304 P0305 P0306 P0307 P0308

Application Pass Cylinder No. 1 (Test Pin No. 75) Cylinder No. 2 (Test Pin No. 101) Cylinder No. 3 (Test Pin No. 74) Cylinder No. 4 (Test Pin No. 100) Cylinder No. 5 (Test Pin No. 73) Cylinder No. 6 (Test Pin No. 99) Cylinder No. 7 (Test Pin No. 72) Cylinder No. 8 (Test Pin No. 98)

1)Check Possible Cause Of Misfire Connect engine oscilloscope to vehicle. View parade pattern of ignition secondary system. Go to next step. NOTE:

Damaged or contaminated secondary ignition components may cause high catalyst temperatures. Check areas near catalyst and muffler for heat damage.

2) Start engine. Normal spark output voltage is 20,000 volts. Maximum spark output variation is 8000 volts. If spark output is not as specified, go to next step. If spark output voltage is as specified, testing is complete. Go to step 8) under CIRCUIT TEST HD . 3) If average spark output voltage is more than 20,000 volts with spark output variation less than 8000 volts, check spark plugs for wear and spark plug wires for 7000 ohms per foot maximum resistance. If spark output voltage is not as specified, go to next step. 4) If spark output voltage variation is more than 8000 volts, check spark plugs for wide gap or worn electrode. If spark output voltage variation is less than 8000 volts, go to next step. 5) If spark output voltage is consistently high in selected cylinders only, check for defective spark plug or wire. If spark output voltage is not as specified, go to next step. 6) If spark output voltage is consistently low in all cylinders, check spark plugs for narrow gap and spark plug wires for grounding. If spark output voltage is not as specified, go to next step. 7) If average spark output voltage is 15,000 volts or less with spark output variation less than 5000 volts, testing is complete. Go to CIRCUIT TEST HD , step 8). If spark output voltage is not as specified, go to next step. 8) If average spark output voltage is more than 15,000 volts with spark output variation less than 5000 volts, check spark plugs for wear and spark plug wire for 7000 ohms per foot maximum resistance. If spark output voltage is not as specified, go to next step. 9) If spark output voltage variation is more than 5000 volts, check spark plugs for wide gap or worn electrode. If spark output voltage variation is less than 5000 volts, go to next step. 10) If spark output voltage is consistently high in selected cylinders only, check for defective spark plug or wire. If spark output voltage is not as specified, go to next step. 11) If spark output voltage is consistently low in all cylinders, check spark plugs for narrow gap and spark plug wires for grounding. If spark output voltage is not as specified, ignition secondary system is Helpmelearn February-12-08 7:09:10 PM

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okay and testing is complete. CIRCUIT TEST JD - INTEGRATED IGNITION-NO START Diagnostic Aids

When making a voltage check, a ground reading is a value of less than one volt. A power reading is a value of battery voltage, or up to 2 volts less than battery voltage. Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z z z z

Crankshaft Position (CKP) sensor. CKP wiring harness or connector(s). Spark plug wires. Faulty Powertrain Control Module (PCM).

Fig. 65: CKP Sensor Connector Terminals & Test Circuits 1)Check Spark Plugs & Wires Remove and check spark plugs. Check all spark plug wires for damaged insulation or poor connectors. Check primary ignition wiring. Check CKP sensor connector. Repair or replace if necessary. If no faults are found, go to next step. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 1) to step 4). No test procedures have been omitted.

4)Check CKP+ Circuit To PCM Turn ignition off. Disconnect scan tester from DLC. Disconnect PCM. Check PCM wiring harness connector for damage and repair if necessary. Install Breakout Box (014000950). Connect PCM wiring harness connector to breakout box. Turn ignition on. Measure voltage between pin No. 21 (CKP+) at breakout box and negative battery terminal. If voltage is not 1-2 volts, go Helpmelearn February-12-08 7:09:10 PM

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to next step. If voltage is 1-2 volts, go to step 10). 5)Check CKP Sensor Turn ignition off. Disconnect CKP wiring harness connector. Turn ignition on. Measure voltage between pin No. 21 (CKP+) at breakout box and negative battery terminal. If voltage is 1-2 volts, go to next step. If voltage is not 1-2 volts, go to step 18). 6) Leave ignition on. Measure voltage between pin No. 22 (CKP-) at breakout box and negative battery terminal. If voltage is 1-2 volts, replace CKP sensor and repeat QUICK TEST . If voltage is not 1-2 volts, go to next step. 7) If voltage in step 6) was less than 1.0 volt, go to next step. If voltage in step 6) was more than 1.0 volts, go to step 9). 8) Turn ignition off. Disconnect PCM from breakout box. Measure resistance between pin No. 22 (CKP-) at breakout box and negative battery terminal. If resistance is more than 10,000 ohms, replace PCM and repeat QUICK TEST . If resistance is 10,000 ohms or less, repair CKP- circuit short to ground. 9) Leave PCM disconnected from breakout box. Turn ignition on. Measure voltage between pin No. 22 (CKP-) at breakout box and negative battery terminal. If voltage is less than 0.5 volts, replace PCM and repeat QUICK TEST . If voltage is 0.5 volts or more, repair CKP sensor short to power and repeat QUICK TEST. 10) Set DVOM on AC voltage scale. Crank starter while measuring voltage between pin No. 21 (CKP+) and No. 22 (CKP-) at breakout box. After stabilizing, if AC voltage is less than 0.4 volt, go to next step. If AC voltage is 0.4 volt or more, proceed as follows: z With coil on plug, go to step 90) under CIRCUIT TEST JE . z Without coil on plug, go to step 1) under CIRCUIT TEST JF . 11) Turn ignition off. Disconnect PCM from breakout box. Set DVOM on AC voltage scale. Crank starter while measuring voltage between pin No. 21 (CKP+) and No. 22 (CKP-) at breakout box. After stabilizing, if voltage is less than 0.4 volt, go to next step. If voltage is 0.4 volt or more, replace PCM and repeat QUICK TEST . 12) Turn ignition off. Measure resistance between pin No. 21 (CKP+) and No. 22 (CKP-) at breakout box. If resistance is 300-800 ohms, go to step 16). If resistance is not 300-800 ohms, go to next step. 13) If resistance in step 12) was more than 300 ohms, go to next step. If resistance in step 12) was 300 ohms or less, go to step 17). 14)Check CKP Sensor Turn ignition off. Install EI Diagnostic Harness (007-00059) to Breakout Box (014-000950). Connect EI Diagnostic Harness between CKP sensor and wiring harness connector. Use appropriate overlay. Connect diagnostic harness negative lead to battery negative terminal. Leave positive lead disconnected. Set diagnostic harness box type switch to "4/6" or "8" cylinder position. Measure resistance between breakout box test pins No. 21 (CKP+I) and J31 (CKP+S). If resistance is less than 1050 ohms, go to next step. If resistance is 1050 ohms or more, repair open in CKP+ circuit and repeat QUICK TEST . 15) Leave ignition off. Measure resistance between breakout box pin No. 22 (CKP-I) and No. J32 (CKPS). If resistance is less than 1050 ohms, replace CKP sensor and repeat QUICK TEST . If resistance is 1050 ohms or more, repair open in CKP- circuit. 16)Check CKP Sensor & Trigger Wheel Leave ignition off. Check CKP sensor and trigger wheel for damage. Repair or replace as necessary. If CKP sensor and trigger wheel are not damaged, ignition system is okay and testing is complete. If symptom is still present, go to TESTS W/O CODES - 4.0L article. Helpmelearn February-12-08 7:09:11 PM

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17) Leave ignition off. Disconnect CKP sensor from wiring harness connector. Measure resistance between breakout box pin No. 21 (CKP+I) and No. J22 (CKP-I). If resistance is more than 1000 ohms, replace CKP sensor and repeat QUICK TEST . If resistance is 1000 ohms or less, repair CKP- circuit short to CKP+ circuit. 18) If voltage in step 5) was less than 1.0 volt, go to next step. If voltage in step 5) was 1.0 volt or more, go to step 20). 19)Check CKP Sensor For Short To Ground Turn ignition off. Disconnect PCM from PCM breakout box. Measure resistance between breakout box test pins 21 (CKP+I) and negative battery terminal. If resistance is less than 10,000 ohms, repair CKP+ circuit short to ground and repeat QUICK TEST . If resistance is 10,000 ohms or more, replace PCM and repeat QUICK TEST. 20)Check CKP Sensor For Short To Power Turn ignition on. Measure voltage between breakout box test pins 21 (CKP+I) and negative battery terminal. If voltage is more than 0.5 volt, repair CKP+ circuit short to power and repeat QUICK TEST . If resistance is 0.5 volt or less, replace PCM and repeat QUICK TEST. CIRCUIT TEST JE - INTEGRATED IGNITION COIL FAILURE Diagnostic Aids

Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z z z

Ignition coil packs. Ignition coil wiring harness. Powertrain Control Module (PCM).

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Fig. 66: 4-Tower Coil Pack Test Circuits & Connector Terminals

Fig. 67: Horizontal 6-Tower Coil Pack Test Circuits & Connector Terminals

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Fig. 68: Vertical 6-Tower Coil Pack Test Circuits & Connector Terminals 1)DTC P0350, P0351 & P0352 Using a spark tester, check for spark at all spark plug wires while cranking engine. If consistent spark is present at all spark plug wires, system is okay, go to step 50) of CIRCUIT TEST Z . If consistent spark is not present, go to next step. 2)Check Secondary Ignition Check spark plugs, spark plug wires and coils for damage, looseness or shorting. Repair or replace as necessary. If secondary ignition looks okay, go to next step. 3)Check For COIL PWR At Coil Turn ignition off. Install EI Diagnostic Harness (007-00059) to Breakout Box (014-000950) and ICM. Use appropriate overlay. Connect right (Blue) coil tee. Connect diagnostic harness negative lead to battery negative terminal. Leave positive lead disconnected. Set diagnostic harness box type switch to "4/6" cylinder position. Turn ignition on. Measure voltage between breakout box test pins J5 (COIL PWR) and J7 (B-). If voltage is 10 volts or more, go to next step. If voltage is less than 10 volts, repair open in COIL PWR circuit. Clear PCM memory and repeat QUICK TEST . WARNING: Unless otherwise instructed, PCM must not be connected to breakout box when performing ignition system testing. 4)Check C1C Circuit At Coil Pack Turn ignition on. Measure voltage between breakout box test pins J3 (C1C) and J7 (B-). If DC voltage is more than 10.0 volts, go to next step. If voltage is 10.0 volts or less, go to step 12). 5)Check C2C Circuit At Coil Pack Turn ignition on. Measure voltage between breakout box test pins J6 (C2C) and J7 (B-). If DC voltage is more than 10.0 volts, go to next step. If voltage is 10.0 volts or less, go to step 14). 6)Check C1I Circuit At PCM Turn ignition off. Connect PCM wiring harness connector to breakout box. Turn ignition on. Measure voltage between breakout box test pins J7 (B-) and J26 (C1I). If DC voltage is more than 10.0 volts, go to next step. If voltage is 10.0 volts or less, repair open in C1I circuit. Helpmelearn February-12-08 7:09:11 PM

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7)Check C2 Circuit At ICM Leave ignition on. Measure voltage between breakout box test pins J7 (B-) and J52 (C2). If DC voltage is more than 10.0 volts, go to next step. If voltage is 10.0 volts or less, repair open in C2 circuit. 8)Check C1 Circuit At Coil Turn ignition off. Disconnect coil from diagnostic harness coil tee. Turn ignition on. Measure voltage between breakout box test pins J3 (C1) and J7 (B-). If DC voltage is less than 0.5 volt, go to next step. If DC voltage is 0.5 volt or more, go to step 16). 9)Check C2 Circuit At Coil Leave ignition on. Measure voltage between breakout box test pins J6 (C2) and J7 (B-). If DC voltage is 0.5 volt or more, go to step 17). If DC voltage is less than 0.5 volt, go to next step. 10)Check C1C Circuit At Coil While Cranking Connect positive lead of EI Diagnostic Harness (00700059) to battery positive terminal. Connect incandescent test light between breakout box test pins J1 (B+) and J3 (C1). Crank engine. If test light blinks brightly once every engine revolution, go to next step. If test light does not blink as indicated, replace PCM and repeat QUICK TEST . 11)Check C2C Circuit At Coil While Cranking Connect incandescent test light between breakout box test pins J1 (B+) and J6 (C2C). Crank engine. If test light blinks brightly once every engine revolution, replace coil pack and repeat QUICK TEST . If test light does not blink as indicated, replace PCM and repeat QUICK TEST. 12)Check Right Coil Turn ignition off. Disconnect coil from diagnostic harness coil tee. Measure resistance between breakout box test pins J3 (C1C) and J7 (B-). If resistance is less than 2000 ohms, go to next step. If resistance is 2000 ohms or more, replace right coil pack. Clear PCM memory and repeat QUICK TEST . 13) Leave ignition off. Disconnect PCM wiring harness connector. Measure resistance between breakout box test pins J3 (C1C) and J7(B-). If resistance is less than 10,000 ohms, repair short to ground in C1 circuit. If resistance is 10,000 ohms or more, replace PCM. Repeat QUICK TEST . 14)Check Coil No. 2 Turn ignition off. Disconnect coil from diagnostic harness coil tee. Measure resistance between breakout box test pins J6 (C2C) and J7 (B-). If resistance is less than 2000 ohms, go to next step. If resistance is 2000 ohms or more, replace coil pack. Clear PCM memory and repeat QUICK TEST . 15) Leave ignition off. Disconnect PCM wiring harness connector. Measure resistance between breakout box test pins J6 (C2C) and J7(B-). If resistance is less than 10,000 ohms, repair C2C circuit short to ground. If resistance is 10,000 ohms or more, replace PCM and repeat QUICK TEST . NOTE:

If C2 circuit is shorted to ground, coil damage may occur.

16)Check Coil No. 1 Turn ignition off. Disconnect PCM from vehicle harness connector. Turn ignition on. Measure voltage between breakout box test pins J3 (C1C) and J7 (B-). If DC voltage is less than 0.5 volt, replace PCM and repeat QUICK TEST . If voltage is 0.5 volt or more, repair C1C circuit short to power. Clear PCM memory and repeat QUICK TEST . 17)Check Coil No. 2 Turn ignition on. Measure voltage between breakout box test pins J6 (C2C) and J7 (B-). If DC voltage is less than 0.5 volt, replace PCM. Clear PCM memory and repeat QUICK TEST . If voltage is 0.5 volt or more, repair C2C circuit short to power. Clear PCM memory and repeat QUICK TEST. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips

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from step 17) to step 20). No test procedures have been omitted. 20)DTC P0350, P0351, P0352, P0353 & P0354 Using a spark tester, check for spark at all spark plug wires while cranking engine. If consistent spark is present at all spark plug wires, system is okay and testing is complete. If consistent spark is not present, go to next step. 21)Check For Spark At Right Spark Plugs If spark is present at right spark plugs, go to next step. If spark is not present at right spark plugs, go to step 38). 22)Check Left Spark Plugs & Wires Turn ignition off. Check left side spark plugs and wires for damage or wear. Check all wiring harnesses and connectors damage, burned insulation or poor connections. Repair or replace as necessary. If no faults are found, go to next step. 23)Check For COIL PWR At Left Coil Turn ignition off. Install EI Diagnostic Harness (007-00059) to Breakout Box (014-000950) and ICM. Use appropriate overlay. Connect left (Yellow) coil tee. Connect diagnostic harness negative lead to battery negative terminal. Leave positive lead disconnected. Set diagnostic harness box type switch to 8-cylinder position. Turn ignition on. Measure voltage between breakout box test pins J7 (B-) and J11 (COIL VBAT). If voltage is 10 volts or more, go to next step. If voltage is less than 10 volts, repair open in COIL PWR circuit to front coil. Clear PCM memory and repeat QUICK TEST . WARNING: Unless otherwise instructed, PCM must not be connected to breakout box when performing ignition system testing. 24)Check C3 Circuit At Coil Pack Turn ignition on. Measure voltage between breakout box test pins J10 (LC3C) and J7 (B-). If DC voltage is more than 10.0 volts, go to next step. If DC voltage is 10.0 volts or less, go to step 32). 25)Check C4 Circuit At Coil Pack Turn ignition on. Measure voltage between breakout box test pins J18 (LC4C) and J7 (B-). If DC voltage is more than 10.0 volts, go to next step. If DC voltage is 10.0 volts or less, go to step 34). 26)Check C3 Circuit At PCM Turn ignition off. Disconnect PCM wiring harness connector. Inspect pins for damage and repair as necessary. Install a second EEC-V Breakout Box (014-000950). Connect PCM to second breakout box. Turn ignition on. Measure voltage between breakout box test pins J7 (B-) and test pin No. 78 at second breakout box. If DC voltage is more than 10.0 volts, go to next step. If voltage is 10.0 volts or less, repair open in C3 circuit. 27)Check C4 Circuit At PCM Leave ignition on. Measure voltage between breakout box test pins J7 (B) and test pin No 104 at second breakout box. If DC voltage is more than 10.0 volts, go to next step. If voltage is 10.0 volts or less, repair open in C4 circuit. 28)Check C3 Circuit At Coil Turn ignition off. Disconnect left coil from diagnostic harness coil tee. Turn ignition on. Measure voltage between breakout box test pins J10 (LC3C) and J7 (B-). If DC voltage is less than 0.5 volt, go to next step. If DC voltage is 0.5 volt or more, go to step 36). 29)Check C4 Circuit At Coil Leave ignition on. Measure voltage between breakout box test pins J18 (LC4C) and J7 (B-). If DC voltage is less than 0.5 volt, go to next step. If DC voltage is 0.5 volt or more, go to step 37). 30)Check C3 Circuit At Coil While Cranking Connect positive lead of EI Diagnostic Harness (00700059) to battery positive terminal. Connect incandescent test light between breakout box test pins J1 (B+) and J10 (LC3C). Crank engine. If test light blinks brightly once every engine revolution, go to next Helpmelearn February-12-08 7:09:11 PM

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step. If test light does not blink as indicated, replace PCM and repeat QUICK TEST . 31)Check C4 Circuit At Coil While Cranking Connect incandescent test light between breakout box test pins J1 (B+) and J18 (LC4C). Crank engine. If test light blinks brightly once every engine revolution, replace left coil pack and repeat QUICK TEST . If test light does not blink as indicated, replace PCM and repeat QUICK TEST. 32)Check Left Coil Pack Turn ignition off. Disconnect coil from diagnostic harness coil tee. Measure resistance between breakout box test pins J10 (C3C) and J7 (B-). If resistance is less than 2000 ohms, go to next step. If resistance is 2000 ohms or more, replace front coil pack. Clear PCM memory and repeat QUICK TEST . 33)Check C3 Circuit Leave ignition off. Disconnect PCM wiring harness connector. Measure resistance between breakout box test pins J10 (C3C) and J7 (B-). If resistance is less than 10,000 ohms, repair short to ground in C3 circuit. If resistance is 10,000 ohms or more, replace PCM. Repeat QUICK TEST . NOTE:

If C3 circuit is shorted to ground, coil damage may occur.

34)Check C4 Circuit Turn ignition off. Disconnect coil from diagnostic harness coil tee. Measure resistance between breakout box test pins J18 (LC4C) and J7 (B-). If resistance is less than 2000 ohms, go to next step. If resistance is 2000 ohms or more, replace front coil pack. Clear PCM memory and repeat QUICK TEST . 35) Leave ignition off. Disconnect PCM wiring harness connector. Measure resistance between breakout box test pins J18 (LC4C) and J7(B-). If resistance is less than 10,000 ohms, repair C4 circuit short to ground. If resistance is 10,000 ohms or more, replace PCM and repeat QUICK TEST . NOTE:

If C4 circuit is shorted to ground, coil damage may occur.

36) Turn ignition on. Measure voltage between breakout box test pins J10 (LC3C) and J7 (B-). If voltage is less than 0.5 volt, replace PCM and repeat QUICK TEST . If voltage is 0.5 volts or more, repair C3 circuit short to power and repeat QUICK TEST. 37)Check C3 Circuit Turn ignition off. Disconnect PCM from vehicle harness connector. Turn ignition on. Measure voltage between breakout box test pins J18 (LC4C) and J7 (B-). If DC voltage is less than 0.5 volt, replace PCM and repeat QUICK TEST . If voltage is 0.5 volt or more, repair C4 circuit short to power. Clear PCM memory and repeat QUICK TEST. 38)Check Right Spark Plugs & Wires Turn ignition off. Check right side spark plugs and wires for damage or wear. Check all wiring harnesses and connectors damage, burned insulation or poor connections. Repair or replace as necessary and repeat QUICK TEST . If no faults are found, go to next step. 39)Check For COIL PWR At Right Coil Turn ignition off. Connect EI Diagnostic Harness (00700059) to Breakout Box (014-000950). Use appropriate overlay. Connect right coil tee. Connect diagnostic harness negative lead to battery negative terminal. Leave positive lead disconnected. Set diagnostic harness box type switch to 8-cylinder position. Turn ignition on. Measure voltage between breakout box test pins J5 (COIL VBAT) and J7 (B-). If voltage is 10 volts or more, go to next step. If voltage is less than 10 volts, repair open in COIL PWR circuit. Clear PCM memory and repeat QUICK TEST .

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WARNING: Unless otherwise instructed, PCM must not be connected to breakout box when performing ignition system testing. 40)Check C1 Circuit At Right Coil Pack Turn ignition on. Measure voltage between breakout box test pins J3 (RC1C) and J7 (B-). If DC voltage is more than 10.0 volts, go to next step. If DC voltage is 10.0 volts or less, go to step 48). 41)Check C2 Circuit At Right Coil Pack Turn ignition on. Measure voltage between breakout box test pins J6 (RC2C) and J7 (B-). If DC voltage is more than 10.0 volts, go to next step. If DC voltage is 10.0 volts or less, go to step 50). 42)Check C1 Circuit At PCM Turn ignition off. Disconnect PCM wiring harness connector. Inspect pins for damage and repair as necessary. Install a second EEC-V Breakout Box (014-000950). Connect PCM to second breakout box. Turn ignition on. Measure voltage between breakout box test pin J7 (B-) and test pin No. 26 (RC1) at second breakout box. If DC voltage is more than 10.0 volts, go to next step. If voltage is 10.0 volts or less, repair open in C1 circuit. 43)Check C2 Circuit At PCM Leave ignition on. Measure voltage between breakout box test pins J7 (B) and test pin No. 52 (RC2) at second breakout box. If DC voltage is more than 10.0 volts, go to next step. If voltage is 10.0 volts or less, repair open in C2 circuit. 44)Check C1 Circuit At Coil Turn ignition off. Disconnect rear coil from diagnostic harness coil tee. Turn ignition on. Measure voltage between breakout box test pins J23 (RC1C) and J7 (B-). If DC voltage is less than 0.5 volt, go to next step. If DC voltage is 0.5 volt or more, go to step 52). 45)Check C2 Circuit At Coil Leave ignition on. Measure voltage between breakout box test pins J6 (RC2C) and J7 (B-). If DC voltage is less than 0.5 volt, go to next step. If DC voltage is 0.5 volt or more, go to step 53). 46)Check C1 Circuit At Coil While Cranking Connect positive lead of EI Diagnostic Harness (00700059) to battery positive terminal. Connect incandescent test light between breakout box test pins J1 (B+) and J3 (RC1C). Crank engine. If test light blinks brightly once every engine revolution, go to next step. If test light does not blink as indicated, replace PCM and repeat QUICK TEST . 47)Check C2 Circuit At Coil While Cranking Connect incandescent test light between breakout box test pins J1 (B+) and J6 (RC2C). Crank engine. If test light blinks brightly once every engine revolution, replace rear coil pack and repeat QUICK TEST . If test light does not blink as indicated, replace PCM and repeat QUICK TEST. 48)Check C1 Circuit Turn ignition off. Disconnect coil from diagnostic harness coil tee. Measure resistance between breakout box test pins J3 (RC1C) and J7 (B-). If resistance is less than 2000 ohms, go to next step. If resistance is 2000 ohms or more, replace rear coil pack. Clear PCM memory and repeat QUICK TEST . 49) Leave ignition off. Disconnect PCM wiring harness connector. Measure resistance between breakout box test pins J3 (RC1C) and J7 (B-). If resistance is less than 10,000 ohms, repair short to ground in C1 circuit. If resistance is 10,000 ohms or more, replace PCM. Repeat QUICK TEST . NOTE:

If C1 circuit is shorted to ground, coil damage may occur.

50)Check C2 Circuit Turn ignition off. Disconnect coil from diagnostic harness coil tee. Measure resistance between breakout box test pins J6 (RC2C) and J7 (B-). If resistance is less than 2000 ohms, go to next step. If resistance is 2000 ohms or more, replace rear coil pack. Clear PCM memory and repeat Helpmelearn February-12-08 7:09:11 PM

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QUICK TEST . 51) Leave ignition off. Disconnect PCM wiring harness connector. Measure resistance between breakout box test pins J6 (RC2C) and J7 (B-). If resistance is less than 10,000 ohms, repair C2 circuit short to ground. If resistance is 10,000 ohms or more, replace PCM and repeat QUICK TEST . NOTE:

If C2 circuit is shorted to ground, coil damage may occur.

52)Check C1 Circuit Turn ignition on. Measure voltage between breakout box test pins J3 (RC1C) and J7 (B-). If voltage is less than 0.5 volt, replace PCM and repeat QUICK TEST . If voltage is 0.5 volts or more, repair C1 circuit short to power and repeat QUICK TEST. 53)Check C2 Circuit Turn ignition off. Disconnect PCM from vehicle harness connector. Turn ignition on. Measure voltage between breakout box test pins J6 (RC2C) and J7 (B-). If DC voltage is less than 0.5 volt, replace PCM and repeat QUICK TEST . If voltage is 0.5 volt or more, repair C2 circuit short to power. Clear PCM memory and repeat QUICK TEST. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 53) to step 60). No test procedures have been omitted.

60)DTC P0350, P0351, P0352 & P0353 Using a spark tester, check for spark at all spark plug wires while cranking engine. If consistent spark is present at all spark plug wires, system is okay and testing is complete. If consistent spark is not present, go to next step. 61)Check Secondary Ignition Check spark plugs, spark plug wires and coils for damage, looseness or shorting. Repair or replace as necessary. If secondary ignition looks okay, go to next step. 62)Check For COIL PWR At Coil Turn ignition off. Install EI Diagnostic Harness (007-00059) to Breakout Box (014-000950) and ICM. Use appropriate overlay. Connect (Blue) coil tee. Connect diagnostic harness negative lead to battery negative terminal. Leave positive lead disconnected. Set diagnostic harness box type switch to 4/6-cylinder position. Turn ignition on. Measure voltage between breakout box test pins J5 (COIL PWR) and J7 (B-). If voltage is 10 volts or more, go to next step. If voltage is less than 10 volts, repair open in COIL PWR circuit. Clear PCM memory and repeat QUICK TEST . WARNING: Unless otherwise instructed, PCM must not be connected to breakout box when performing ignition system testing. 63)Check C1 Circuit At Coil Pack Turn ignition on. Measure voltage as follows: z For horizontal connector coil pack, between breakout box test pins J3 (C1C) and J7 (B-). z For vertical connector coil pack, between breakout box test pins J6 (C1C) and J7 (B-). If DC voltage is more than 10.0 volts, go to next step. If voltage is 10.0 volts or less, go to step 75). 64)Check C2 Circuit At Coil Pack Turn ignition on. Measure voltage as follows: z For horizontal connector coil pack, between breakout box test pins J6 (C2C) and J7 (B-). z For vertical connector coil pack, between breakout box test pins J3 (C2C) and J7 (B-). Helpmelearn February-12-08 7:09:11 PM

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If DC voltage is more than 10.0 volts, go to next step. If voltage is 10.0 volts or less, go to step 77). 65)Check C3 Circuit At Coil Pack Turn ignition on. Measure voltage between breakout box test pins J10 (C3C) and J7 (B-). If DC voltage is more than 10.0 volts, go to next step. If voltage is 10.0 volts or less, go to step 79). 66)Check C1 Circuit At PCM Turn ignition off. Connect PCM wiring harness connector to breakout box. Turn ignition on. Measure voltage between breakout box test pins J7 (B-) and J26 (C1). If DC voltage is more than 10.0 volts, go to next step. If voltage is 10.0 volts or less, repair open in C1 circuit and repeat QUICK TEST . 67)Check C2 Circuit At PCM Leave ignition on. Measure voltage between breakout box test pins J7 (B) and J52 (C2). If DC voltage is more than 10.0 volts, go to next step. If voltage is 10.0 volts or less, repair open in C2 circuit. 68)Check C3 Circuit At PCM Leave ignition on. Measure voltage between breakout box test pins J7 (B) and J78 (C3). If DC voltage is more than 10.0 volts, go to next step. If voltage is 10.0 volts or less, repair open in C3 circuit. 69)Check C1 Circuit At Coil Turn ignition off. Disconnect coil from diagnostic harness coil tee. Turn ignition on. Measure voltage as follows: z For horizontal connector coil pack, between breakout box test pins J3 (C1C) and J7 (B-). z For vertical connector coil pack, between breakout box test pins J6 (C1C) and J7 (B-). If DC voltage is less than 0.5 volts, go to next step. If voltage is 0.5 volts or more, go to step 81). 70)Check C2 Circuit At Coil Leave ignition on. Measure voltage as follows: z For horizontal connector coil pack, between breakout box test pins J6 (C2C) and J7 (B-). z For vertical connector coil pack, between breakout box test pins J3 (C2C) and J7 (B-). If DC voltage is less than 0.5 volts, go to next step. If voltage is 0.5 volts or more, go to step 82). 71)Check C3 Circuit At Coil Leave ignition on. Measure voltage between breakout box test pins J10 (C3C) and J7 (B-). If DC voltage is less than 0.5 volt, go to next step. If DC voltage is 0.5 volt or more, go to step 83). 72)Check C1 Circuit At Coil While Cranking Connect positive lead of EI Diagnostic Harness (00700059) to battery positive terminal. Connect incandescent test light as follows: z For horizontal connector coil pack, between breakout box test pins J1 (B+) and J3 (C1C). z For vertical connector coil pack, between breakout box test pins J1 (B+) and J6 (C1C). Crank engine. If test light blinks brightly once every engine revolution, go to next step. If test light does not blink as indicated, replace PCM and repeat QUICK TEST . 73)Check C2 Circuit At Coil While Cranking Connect incandescent test light as follows: z For horizontal connector coil pack, between breakout box test pins J1 (B+) and J6 (C2C). z For vertical connector coil pack, between breakout box test pins J1 (B+) and J3 (C2C).

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Crank engine. If test light blinks brightly once every engine revolution, go to next step. If test light does not blink as indicated, replace PCM and repeat QUICK TEST . 74)Check C3 Circuit At Coil While Cranking Connect incandescent test light between breakout box test pins J1 (B+) and J10 (C3C). Crank engine. If test light blinks brightly once every engine revolution, replace coil pack and repeat QUICK TEST . If test light does not blink as indicated, replace PCM and repeat QUICK TEST. 75)Check C1 Circuit For Short To Ground Turn ignition off. Disconnect coil from diagnostic harness coil tee. Measure resistance between breakout box test pins as follows: z For horizontal connector coil pack, between breakout box test pins J3 (C1C) and J7 (B-). z For vertical connector coil pack, between breakout box test pins J6 (C1C) and J7 (B-). If resistance is less than 2000 ohms, go to next step. If resistance is 2000 ohms or more, replace coil pack. Clear PCM memory and repeat QUICK TEST . 76) Leave ignition off. Disconnect PCM wiring harness connector. Measure resistance between breakout box test pins as follows: z For horizontal connector coil pack, between breakout box test pins J3 (C1C) and J7 (B-). z For vertical connector coil pack, between breakout box test pins J6 (C1C) and J7 (B-). If resistance is less than 10,000 ohms, repair short to ground in C1 circuit. If resistance is 10,000 ohms or more, replace PCM. Repeat QUICK TEST . NOTE:

If C1 circuit is shorted to ground, coil damage may occur.

77)Check Coil No. 2 Turn ignition off. Disconnect coil from diagnostic harness coil tee. Measure resistance as follows: z For horizontal connector coil pack, between breakout box test pins J6 (C2C) and J7 (B-). z For vertical connector coil pack, between breakout box test pins J3 (C2C) and J7 (B-). If resistance is less than 2000 ohms, go to next step. If resistance is 2000 ohms or more, replace coil pack. Clear PCM memory and repeat QUICK TEST . 78) Leave ignition off. Disconnect PCM wiring harness connector. Measure resistance as follows: z For horizontal connector coil pack, between breakout box test pins J6 (C2C) and J7 (B-). z For vertical connector coil pack, between breakout box test pins J3 (C2C) and J7 (B-). If resistance is less than 10,000 ohms, repair C2 circuit short to ground. If resistance is 10,000 ohms or more, replace PCM and repeat QUICK TEST . NOTE:

If C1 circuit is shorted to ground, coil damage may occur.

79)Check C3 Circuit Turn ignition off. Disconnect coil from diagnostic harness coil tee. Measure resistance between breakout box test pins J7 (B-) and J10 (C3C). If resistance is less than 2000 ohms, go Helpmelearn February-12-08 7:09:11 PM

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to next step. If resistance is 2000 ohms or more, replace coil pack. Clear PCM memory and repeat QUICK TEST . 80) Turn ignition off. Disconnect PCM wiring harness connector. Measure resistance between breakout box test pins J7 (B-) and J10 (C3C). If resistance is less than 10,000 ohms, repair C3 circuit short to ground. If resistance is 10,000 ohms or more, replace PCM. Clear PCM memory and repeat QUICK TEST . 81)Check C1 Circuit Turn ignition off. Disconnect PCM wiring harness connector. Turn ignition on. Measure voltage as follows: z For horizontal connector coil pack, between breakout box test pins J3 (C1C) and J7 (B-). z For vertical connector coil pack, between breakout box test pins J6 (C1C) and J7 (B-). If voltage is 0.5 volts or more, repair C1 circuit short to power. If DC voltage is less than 0.5 volts, replace PCM. Clear PCM memory and repeat QUICK TEST . 82)Check C2 Circuit Turn ignition off. Disconnect PCM wiring harness connector. Turn ignition on. Measure voltage as follows: z For horizontal connector coil pack, between breakout box test pins J6 (C2C) and J7 (B-). z For vertical connector coil pack, between breakout box test pins J3 (C2C) and J7 (B-). If voltage is 0.5 volts or more, repair C2 circuit short to power. If DC voltage is less than 0.5 volts, replace PCM. Clear PCM memory and repeat QUICK TEST . 83)Check C3 Circuit Turn ignition off. Disconnect PCM wiring harness connector. Measure voltage between breakout box test pins J7 (B-) and J10 (C3C). If voltage is 0.5 volts or more, repair C3 circuit short to power. If DC voltage is less than 0.5 volts, replace PCM. Clear PCM memory and repeat QUICK TEST . NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 83) to step 90). No test procedures have been omitted.

90)DTC P0350, P0351, P0352, P0353 & P0354 Using a spark tester, check for spark at all spark plug wires while cranking engine. If consistent spark is present at all spark plug wires, ignition system is okay. Go to step 50) of CIRCUIT TEST Z . If consistent spark is not present, go to next step. 91)Check For Spark At Right Spark Plugs If spark is present at right spark plugs, go to next step. If spark is not present at right spark plugs, go to step 108). 92)Check Left Spark Plugs & Wires Turn ignition off. Check left side spark plugs and wires for damage or wear. Check all wiring harnesses and connectors damage, burned insulation or poor connections. Check sensor shield connector. Repair or replace as necessary. If no faults are found, go to next step. 93)Check For COIL PWR At Left Coil Turn ignition off. Install EI Diagnostic Harness (007-00059) to Breakout Box (014-000950) and ICM. Use appropriate overlay. Connect left (Yellow) coil tee. Connect diagnostic harness negative lead to battery negative terminal. Leave positive lead disconnected. Set diagnostic harness box type switch to 8-cylinder position. Turn ignition on. Measure voltage between breakout box test pins J11 (COIL VBAT) and J7 (B-). If voltage is 10 volts or more, go to next step. If Helpmelearn February-12-08 7:09:11 PM

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voltage is less than 10 volts, repair open in COIL PWR circuit. Clear PCM memory and repeat QUICK TEST . 94)Check C3 Circuit At Coil Pack Turn ignition on. Measure voltage between breakout box test pins J10 (LC3C) and J7 (B-). If DC voltage is more than 10.0 volts, go to next step. If DC voltage is 10.0 volts or less, go to step 102). 95)Check C4 Circuit At Coil Pack Turn ignition on. Measure voltage between breakout box test pins J18 (LC4C) and J7 (B-). If DC voltage is more than 10.0 volts, go to next step. If DC voltage is 10.0 volts or less, go to step 104). 96)Check C3 Circuit At PCM Turn ignition off. Disconnect PCM wiring harness connector. Inspect pins for damage and repair as necessary. Install a second EEC-V Breakout Box (014-000950). Connect PCM to second breakout box. Turn ignition on. Measure voltage between breakout box test pins J7 (B-) and test pin No. 78 at second breakout box. If DC voltage is more than 10.0 volts, go to next step. If voltage is 10.0 volts or less, repair open in C3 circuit. 97)Check C4 Circuit At PCM Leave ignition on. Measure voltage between breakout box test pins J7 (B) and test pin No 104 (LC4) at second breakout box. If DC voltage is more than 10.0 volts, go to next step. If DC voltage is 10.0 volts or less, repair open in C4 circuit. 98)Check C3 Circuit At Coil Turn ignition off. Disconnect left coil from diagnostic harness coil tee. Turn ignition on. Measure voltage between breakout box test pins J10 (LC3) and J7 (B-). If DC voltage is less than 0.5 volt, go to next step. If DC voltage is 0.5 volt or more, go to step 106). 99)Check C4 Circuit At Coil Leave ignition on. Measure voltage between breakout box test pins J18 (LC4C) and J7 (B-). If DC voltage is less than 0.5 volt, go to next step. If DC voltage is 0.5 volt or more, go tostep 107). 100)Check C3 Circuit At Coil While Cranking Connect positive lead of EI Diagnostic Harness (00700059) to battery positive terminal. Connect incandescent test light between breakout box test pins J1 (B+) and J10 (LC3C). Crank engine. If test light blinks brightly once every engine revolution, go to next step. If test light does not blink as indicated, replace PCM and repeat QUICK TEST . 101)Check C4 Circuit At Coil While Cranking Connect incandescent test light between breakout box test pins J1 (B+) and J18 (LC4C). Crank engine. If test light blinks brightly once every engine revolution, replace cylinder No. 2 coil pack and repeat QUICK TEST . If test light does not blink as indicated, replace PCM and repeat QUICK TEST. 102)Check Left Coil Pack Turn ignition off. Disconnect coil from diagnostic harness coil tee. Measure resistance between breakout box test pins J10 (C3C) and J7 (B-). If resistance is less than 2000 ohms, go to next step. If resistance is 2000 ohms or more, replace cylinder No. 2 coil pack. Clear PCM memory and repeat QUICK TEST . 103)Check C3 Circuit Leave ignition off. Disconnect PCM wiring harness connector. Measure resistance between breakout box test pins J10 (C3C) and J7 (B-). If resistance is less than 10,000 ohms, repair short to ground in C3 circuit. If resistance is 10,000 ohms or more, replace PCM. Repeat QUICK TEST . NOTE:

If C3 circuit is shorted to ground, coil damage may occur.

104)Check C4 Circuit Turn ignition off. Disconnect coil from diagnostic harness coil tee. Measure resistance between breakout box test pins J18 (LC4C) and J7 (B-). If resistance is less than 2000 ohms, go to next step. If resistance is 2000 ohms or more, replace cylinder No. 2 coil pack. Clear PCM memory Helpmelearn February-12-08 7:09:11 PM

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and repeat QUICK TEST . 105) Leave ignition off. Disconnect PCM wiring harness connector. Measure resistance between breakout box test pins J18 (LC4C) and J7(B-). If resistance is less than 10,000 ohms, repair C4 circuit short to ground. If resistance is 10,000 ohms or more, replace PCM and repeat QUICK TEST . NOTE:

If C4 circuit is shorted to ground, coil damage may occur.

106)Check C3 Circuit Turn ignition off. Disconnect PCM from vehicle harness connector. Turn ignition on. Measure voltage between breakout box test pins J10 (LC3C) and J7 (B-). If DC voltage is less than 0.5 volt, replace PCM and repeat QUICK TEST . If DC voltage is 0.5 volt or more, repair C3 circuit short to power. Clear PCM memory and repeat QUICK TEST. 107)Check C4 Circuit Turn ignition off. Disconnect PCM wiring harness connector. Turn ignition on. Measure voltage between breakout box test pins J18 (LC4C) and J7 (B-). If voltage is less than 0.5 volt, replace PCM and repeat QUICK TEST . If voltage is 0.5 volts or more, repair C4 circuit short to power and repeat QUICK TEST. 108)Check Right Spark Plugs & Wires Turn ignition off. Check right side spark plugs and wires for damage or wear. Check all wiring harnesses and connectors damage, burned insulation or poor connections. Repair or replace as necessary and repeat QUICK TEST . If no faults are found, go to next step. 109)Check For COIL PWR At Right Coil Turn ignition off. Connect right coil tee. Turn ignition on. Measure voltage between breakout box test pins J5 (COIL VBAT) and J7 (B-). If voltage is 10 volts or more, go to next step. If voltage is less than 10 volts, repair open in COIL PWR circuit to right coil. Clear PCM memory and repeat QUICK TEST . WARNING: Unless otherwise instructed, PCM must not be connected to breakout box when performing ignition system testing. 110)Check C1 Circuit At Coil Pack Turn ignition on. Measure voltage between breakout box test pins J3 (RC1C) and J7 (B-). If DC voltage is more than 10.0 volts, go to next step. If DC voltage is 10.0 volts or less, go to step 118). 111)Check C2 Circuit At Coil Pack Turn ignition on. Measure voltage between breakout box test pins J6 (RC2C) and J7 (B-). If DC voltage is more than 10.0 volts, go to next step. If DC voltage is 10.0 volts or less, go to step 120). 112)Check C1 Circuit At PCM Turn ignition off. Disconnect PCM wiring harness connector. Inspect pins for damage and repair as necessary. Install a second EEC-V Breakout Box (014-000950). Connect PCM to second breakout box. Turn ignition on. Measure voltage between breakout box test pins J7 (B-) and test pin No. 26 (RC1) at second breakout box. If DC voltage is more than 10.0 volts, go to next step. If DC voltage is 10.0 volts or less, repair open in C1 circuit. 113)Check C2 Circuit At PCM Leave ignition on. Measure voltage between breakout box test pins J7 (B-) and test pin No. 52 (RC2) at second breakout box. If DC voltage is more than 10.0 volts, go to next step. If voltage is 10.0 volts or less, repair open in C2 circuit. 114)Check C1 Circuit At Coil Turn ignition off. Disconnect right coil from diagnostic harness coil tee. Turn ignition on. Measure voltage between breakout box test pins J3 (RC1C) and J7 (B-). If DC voltage is less than 0.5 volt, go to next step. If DC voltage is 0.5 volt or more, go to step 122). Helpmelearn February-12-08 7:09:11 PM

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115)Check C2 Circuit At Coil Leave ignition on. Measure voltage between breakout box test pins J6 (RC2C) and J7 (B-). If DC voltage is less than 0.5 volt, go to next step. If DC voltage is 0.5 volt or more, go to step 123). 116)Check C1 Circuit At Coil While Cranking Turn ignition off. Reconnect coil lead. Connect positive lead of EI Diagnostic Harness (007-00059) to battery positive terminal. Connect incandescent test light between breakout box test pins J1 (B+) and J3 (RC1C). Using starter, crank engine. If test light blinks brightly once every engine revolution, go to next step. If test light does not blink as indicated, replace PCM and repeat QUICK TEST . 117)Check C2 Circuit At Coil While Cranking Connect incandescent test light between breakout box test pins J1 (B+) and J6 (RC2). Using starter, crank engine. If test light blinks brightly once every engine revolution, replace cylinder No. 1 coil pack and repeat QUICK TEST . If test light does not blink as indicated, replace PCM and repeat QUICK TEST. 118)Check C1 Circuit Turn ignition off. Disconnect coil from diagnostic harness coil tee. Measure resistance between breakout box test pins J3 (RC1C) and J7 (B-). If resistance is less than 2000 ohms, go to next step. If resistance is 2000 ohms or more, replace cylinder No. 1 coil pack. Clear PCM memory and repeat QUICK TEST . 119) Leave ignition off. Disconnect PCM wiring harness connector. Measure resistance between breakout box test pins J3 (RC1C) and J7 (B-). If resistance is less than 10,000 ohms, repair short to ground in C1 circuit. If resistance is 10,000 ohms or more, replace PCM. Repeat QUICK TEST . NOTE:

If C1 circuit is shorted to ground, coil damage may occur.

120)Check C2 Circuit Turn ignition off. Disconnect coil from diagnostic harness coil tee. Measure resistance between breakout box test pins J6 (RC2C) and J7 (B-). If resistance is less than 2000 ohms, go to next step. If resistance is 2000 ohms or more, replace cylinder No. 1 coil pack. Clear PCM memory and repeat QUICK TEST . 121) Leave ignition off. Disconnect PCM wiring harness connector. Measure resistance between breakout box test pins J6 (RC2C) and J7 (B-). If resistance is less than 10,000 ohms, repair C2 circuit short to ground. If resistance is 10,000 ohms or more, replace PCM and repeat QUICK TEST . NOTE:

If C2 circuit is shorted to ground, coil damage may occur.

122)Check C1 Circuit Turn ignition off. Disconnect PCM wiring harness connector. Turn ignition on. Measure voltage between breakout box test pins J3 (RC1C) and J7 (B-). If voltage is less than 0.5 volt, replace PCM and repeat QUICK TEST . If voltage is 0.5 volts or more, repair C1 circuit short to power and repeat QUICK TEST. 123)Check C2 Circuit Turn ignition off. Disconnect PCM from vehicle harness connector. Turn ignition on. Measure voltage between breakout box test pins J6 (RC2C) and J7 (B-). If DC voltage is less than 0.5 volt, replace PCM and repeat QUICK TEST . If voltage is 0.5 volt or more, repair C2 circuit short to power. Clear PCM memory and repeat QUICK TEST. CIRCUIT TEST JF - INTEGRATED IGNITION COIL ON PLUG FAILURE Diagnostic Aids Helpmelearn February-12-08 7:09:11 PM

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Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z z z

Ignition Coils. Ignition Coils Harness. Powertrain Control Module (PCM).

Fig. 69: Coil On Plug Ignition Coil Test Circuit & Connector Terminals 1)Continuous Memory DTC P0351, P0352, P0353, P0354, P0355, P0356, P0357, P0358, P0359 & P0360 Check spark plug and connectors for damage, looseness or shorting. Check coils and coil boots for damage, looseness or shorting. Repair or replace as necessary. If no faults are found, go to next step. 2)Check Resistance Between Coil Pins & Spring Terminal Turn ignition off. Remove suspect ignition coil. Measure resistance between B+ circuit terminal and coil spring. Measure resistance between CD circuit terminal and coil spring. If both resistance measurements are 4000-10,000 ohms, go to next step. If resistance is not as specified, replace coil and repeat QUICK TEST . 3)Check Resistance Between Coil Pins Leave ignition off. Measure resistance between coil terminals. If resistance is 0.3-0.8 ohms, go to next step. If resistance is not as specified, replace coil and repeat QUICK TEST . 4)Check Coil B+ Circuit Signal Leave ignition off. Disconnect PCM 104-pin connector. Turn ignition on. Measure voltage between ground and suspect coil B+ terminal. If voltage is 10 volts or more, turn ignition off. Reconnect PCM harness connector and go to next step. If voltage is less than 10 volts, check fuses and B+ circuit for open or short. Repair as necessary and repeat QUICK TEST . 5)Perform QUICK TEST If DTC P0351, P0352, P0353, P0354, P0355, P0356, P0357, P0358, P0359 or P0360 are present, go to step 7). If specified DTCs are not present, go to next step. 6) If DTC P0340 and P0350 are present, go to step 1) of CIRCUIT TEST DR . If specified DTCs are not present, go to step 5) of CIRCUIT TEST HD . 7)Check For Power To Coil Turn ignition off. Install EI Diagnostic Harness (007-00059) to Breakout Box (014-000950). Use appropriate overlay. Connect coil tee. Connect diagnostic harness negative lead to battery negative terminal. Leave positive lead disconnected. Set diagnostic harness box type switch to "8" cylinder position. Turn ignition on. Measure voltage between breakout box test pins J31 (COIL+) and J7 (B-). If voltage is 10 volts or more, go to next step. If voltage is less than 10 volts, repair open in COIL PWR circuit. Clear PCM memory and repeat QUICK TEST . Helpmelearn February-12-08 7:09:11 PM

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8) Measure voltage between breakout box test pins J32 (COIL-) and J7 (B-). If voltage is 10 volts or more, go to next step. If voltage is less than 10 volts, go to step 11). 9)Check For Coil At Connector Turn ignition off. Disconnect coil tee. Turn ignition on. Measure voltage between breakout box test pins J32 (COIL-) and J7 (B-). If voltage is 0.5 volts or less, go to next step. If voltage is more than 0.5 volts, go to step 13). 10)Check Coil While Cranking Connect positive lead of EI Diagnostic Harness (007-00059) to battery positive terminal. Connect incandescent test light between breakout box test pins J1 (B+) and J32 (COIL). Crank engine. If test light blinks brightly once every engine revolution, go to next step. If test light does not blink as indicated, replace PCM and repeat QUICK TEST . 11)Check For Coil Short To Ground Turn ignition off. Disconnect coil from diagnostic harness coil tee. Measure resistance between breakout box test pins J32 (COIL-) and J7 (B-). If resistance is less than 2000 ohms, go to next step. If resistance is 2000 ohms or more, replace coil pack. Clear PCM memory and repeat QUICK TEST . 12) Leave ignition off. Disconnect PCM wiring harness connector. Measure resistance between breakout box test pins J32 (COIL-) and J7 (B-). If resistance is less than 10,000 ohms, repair short to ground in C1 circuit. If resistance is 10,000 ohms or more, replace PCM. Repeat QUICK TEST . 13)Check Coil For Short To Power Turn ignition off. Disconnect PCM from vehicle harness connector. Turn ignition on. Measure voltage between breakout box test pins J32 (Coil-) and J7 (B-). If DC voltage is less than 0.5 volt, replace PCM and repeat QUICK TEST . If voltage is 0.5 volt or more, repair circuit short to power. Clear PCM memory and repeat QUICK TEST. CIRCUIT TEST KA - FUEL PUMP RELAY Diagnostic Aids

Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z z z z

Fuel pump relay. Inertia Fuel Shutoff (IFS) switch. Wiring harness circuits (B+, FUEL PUMP, FPM, POWER-TO-PUMP and VPWR). Powertrain Control Module (PCM).

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Fig. 70: Typical Fuel Pump Relay Schematic

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Fig. 71: Fuel System Test Circuit & Connector Terminals 1)KOEO & KOER DTC P0230 Fuel pump primary circuit has been indicated. Possible causes are as follows: z Open or shorted circuit. z Faulty fuel pump relay. z Faulty PCM. For Continuous Memory DTC P0230, go to step 40). Disconnect fuel pump relay wiring harness connector. Turn ignition on. Measure voltage between VPWR terminal at connector and chassis ground. If 10.5 volts or more are present, go to next step. If less than 10.5 volts are present, repair open in VPWR circuit between EEC power relay and fuel pump relay. NOTE:

To Identify fuel pump relay terminals, refer to numbers molded on relay.

2)Check Fuel Pump Relay Turn ignition off. Leave fuel pump relay disconnected. Measure resistance between terminals No. 1 or No. 85 and all other terminals. Resistance should be either 40-120 ohms, or greater than 10,000 ohms. Replace fuel pump relay if resistance is not as specified. If resistance is okay, go to next step. 3)Check Fuel Pump Circuit Leave ignition off and fuel pump relay disconnected. Disconnect PCM wiring harness connector. Inspect pins for damage and repair as necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Turn ignition on. Measure voltage between test pin No. 80 and chassis ground. If voltage is one volt or less, go to next step. If voltage is more than one volt, repair short to power in FUEL PUMP circuit and repeat QUICK TEST . 4) Leave ignition off and fuel pump relay disconnected. Disconnect scan tester from Data Link Connector (DLC). Measure resistance between test pin No. 80 and test pins No. 51, 91 and 103. If each resistance measurement is more than 10,000 ohms, go to next step. If any resistance measurement is 10,000 ohms or less, repair short circuit and repeat QUICK TEST . 5) Leave ignition off and fuel pump relay disconnected. Measure resistance between FUEL PUMP terminal at fuel pump relay wiring harness connector and test pin No. 80 at breakout box. If resistance is less than 5 ohms and DTC P0231 or P0232 is present with DTC P0230, go to next step. If resistance is less than 5 ohms and specified DTCs are not present, replace PCM and repeat QUICK TEST . If resistance is 5 ohms or more, repair open circuit and repeat QUICK TEST. 6)Check PCM Fuel Pump Circuit Leave ignition off. Reconnect PCM and fuel pump relay. Connect scan tester to DLC. Turn ignition on. Using scan tester, access FPA PID or FPF PID. If scan tester indicates YES or ON, replace PCM and repeat QUICK TEST . If scan tester does not indicate YES or ON, go to next step. 7) Leave scan tester accessed to FPA PID or FPF PID. Using starter, crank engine. If scan tester indicates YES or OFF during crank, replace PCM and repeat QUICK TEST . If scan tester does not indicate YES or ON during crank, fuel pump primary circuit is okay. If DTC P0231 is present, go to step 20). If DTC P0232 is present, go to step 10). NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 7) to step 10). No test procedures have been omitted.

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10)KOEO & KOER DTC P0232 If engine starts, go to next step. If engine does not start, go to step 15). For Continuous Memory DTC P0232, go to step 30). 11)Check Fuel Pump Turn ignition on for 5 seconds. Listen for operational noise from fuel pump. If fuel pump can be heard, go to next step. If fuel pump cannot be heard, go to step 13). 12)Check Fuel Pump Relay Turn ignition off. Disconnect fuel pump relay. Turn ignition on. Listen for operational noise from fuel pump. If fuel pump operates, repair short to power in FPM or POWER-TOPUMP circuit and repeat QUICK TEST . If fuel pump still does not operate, replace fuel pump relay and repeat QUICK TEST. 13)Check FPM Circuit Turn ignition off. Leave fuel pump relay disconnected. Disconnect PCM wiring harness connector. Inspect pins for damage and repair as necessary. Install EEC-V Breakout Box (014000950), leaving PCM disconnected. Measure resistance between test pin No. 40 and POWER-TOPUMP terminal at fuel pump relay 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 . 14)Check PCM Fuel Pump Circuit Leave ignition off. Reconnect PCM and fuel pump relay. Connect scan tester to DLC. Turn ignition on. Using scan tester, access FPM PID. If scan tester indicates OFF, fuel pump primary circuit is okay and testing is complete. If scan tester does not indicate OFF, replace PCM and repeat QUICK TEST . 15)Check IFS Switch Turn ignition off. Locate IFS switch in trunk near left hinge. Measure resistance between terminals "C" and NC of IFS switch. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, reset or replace IFS switch and repeat QUICK TEST . 16) Leave ignition off and IFS switch disconnected. Disconnect fuel pump relay. Measure resistance between POWER-TO-PUMP terminal at fuel pump relay connector and POWER-TO-PUMP terminal at IFS connector. If resistance is less than 7 ohms, go to next step. If resistance is 7 ohms or more, repair open in POWER-TO-PUMP circuit and repeat QUICK TEST . 17) Leave ignition off, fuel pump relay and IFS switch disconnected. Measure resistance between fuel pump motor ground circuit at connector and chassis ground. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open in fuel pump motor ground circuit and repeat QUICK TEST . 18) Leave ignition off, fuel pump relay and IFS switch disconnected. Measure resistance between POWER-TO-PUMP terminal at fuel pump connector and POWER-TO-PUMP terminal at IFS connector. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open in POWERTO-PUMP circuit and repeat QUICK TEST . 19) Leave ignition off, fuel pump relay and IFS switch disconnected. Measure resistance between fuel pump motor terminals. If resistance is less than 10 ohms, fuel pump circuits are okay and testing is complete. If resistance is 10 ohms or more, replace fuel pump and repeat QUICK TEST . 20)KOEO & KOER DTC P0231 If engine starts, replace PCM and repeat QUICK TEST . If engine does not start, go to next step. 21)Check B+ To Fuel Pump Relay Turn ignition off. Disconnect fuel pump relay wiring harness connector. Measure voltage between chassis ground and B+ terminal at fuel pump relay wiring harness connector. If voltage is 10.5 volts or more, go to next step. If voltage is less than 10.5 volts, check circuit fuse. If fuse is okay, repair open in B+ circuit and repeat QUICK TEST . 22)Check POWER-TO-PUMP Circuit Resistance Leave ignition off and fuel pump relay disconnected. Measure resistance between negative battery terminal and POWER-TO-PUMP terminal at fuel pump relay wiring harness connector. If resistance is less than 10 ohms, replace fuel pump relay and Helpmelearn February-12-08 7:09:12 PM

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repeat QUICK TEST . If resistance is 10 ohms or more, repair open in POWER-TO-PUMP circuit and repeat QUICK TEST. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 22) to step 30). No test procedures have been omitted.

30)Continuous Memory DTC P0232 Turn ignition off. Connect scan tester to Data Link Connector. Using scan tester, access FRM PID. Observe PID for indication of fault while wiggling and bending POWER-TO-PUMP circuit between fuel pump relay and fuel pump. Fault will be indicated by FPM PID turning on. Wiggle and bend FPM circuit between PCM and POWER-TO-PUMP circuit splice. Wiggle and bend fuel pump ground circuit at fuel pump. Check connectors for clean tight connection. If any faults are found, isolate and repair as necessary. If no faults are found, fault cannot be duplicated at this time. Go to CIRCUIT TEST Z . NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 30) to step 35). No test procedures have been omitted.

35)Continuous Memory DTC P0231 Turn ignition off. Disconnect PCM wiring harness connector. Inspect pins for damage and repair as necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Connect jumper wire between test pins No. 77 (PWR GND) and 80 (FP). Connect DVOM between test pins No. 40 (FPM) and 51 (GND). Voltage should be 10 volts or more. Observe DVOM for indication of fault while wiggling and bending B+ circuit to fuel pump relay. Fault will be indicated by sudden change in DVOM voltage. Wiggle and bend POWER-TO-PUMP circuit between fuel pump relay and FPM circuit splice. Lightly tap on fuel pump relay. Check connectors for clean tight connection. If any faults are found, isolate and repair as necessary. If no faults are found, fault cannot be duplicated at this time. Go to CIRCUIT TEST Z . NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 35) to step 40). No test procedures have been omitted.

40)Continuous Memory DTC P0230 Turn ignition off. Connect scan tester to Data Link Connector. Turn ignition on and wait 5 seconds. Using scan tester, access FPA PID. Observe PID for indication of fault while wiggling and bending FUEL PUMP circuit between fuel pump relay and PCM. Fault will be indicated by FPA PID turning on. Wiggle and bend FPM circuit between PCM and POWER-TO-PUMP circuit splice. Wiggle and bend VPWR circuit between fuel pump relay and EEC-V power relay. Check connectors for clean tight connection. If any faults are found, isolate and repair as necessary. If no faults are found, fault cannot be duplicate CIRCUIT TEST KC - FUEL SHUTOFF VALVE RELAY Diagnostic Aids

Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z

Fuel shutoff valve relay.

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z z z

Inertia Fuel Shutoff (IFS) switch. Wiring harness circuits (B+, FSV, FSVM, Ground, POWER-TO-FUEL SHUTOFF VALVE and VPWR). Powertrain Control Module (PCM).

Fig. 72: Typical Fuel Pump Relay Schematic

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Fig. 73: Fuel Shutoff System Test Circuit & Connector Terminals 1)KOEO & KOER DTC P0230 Fuel shutoff valve primary circuit has been indicated. Possible causes are as follows: z Open or shorted circuit. z Faulty fuel shutoff valve relay. z Faulty PCM. For Continuous Memory DTC P0230, go to step 40). Disconnect fuel shutoff valve relay wiring harness connector. Turn ignition on. Measure voltage between VPWR terminal at connector and chassis ground. Helpmelearn February-12-08 7:09:12 PM

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If 10.5 volts or more are present, go to next step. If less than 10.5 volts are present, repair open in VPWR circuit between EEC power relay and fuel shutoff valve relay. 2)Check Fuel Shutoff Valve Relay Turn ignition off. Leave fuel shutoff valve relay disconnected. Measure resistance between terminals No. 85 and 86 at fuel shutoff valve relay. Resistance should be 40120 ohms. Measure resistance between terminals No. 30 and 87 at fuel shutoff valve relay. Resistance should be more than 10,000 ohms. If resistance is not as specified, replace fuel shutoff valve relay. If resistance is as specified, go to next step. 3)Check Fuel Shutoff Valve Circuit Leave ignition off and fuel shutoff valve relay disconnected. Disconnect PCM wiring harness connector. Inspect pins for damage and repair as necessary. Install EECV Breakout Box (014-000950), leaving PCM disconnected. Turn ignition on. Measure voltage between test pin No. 80 (FSV) and chassis ground. If voltage is one volt or less, go to next step. If voltage is more than one volt, repair short to power in FSV circuit and repeat QUICK TEST . 4) Leave ignition off and fuel shutoff valve relay disconnected. Disconnect scan tester from Data Link Connector (DLC). Measure resistance between test pin No. 80 (FSV) and test pins No. 51, 103 (PWR GND) and 91 (SIG RTN). If each resistance measurement is more than 10,000 ohms, go to next step. If any resistance measurement is 10,000 ohms or less, repair short circuit and repeat QUICK TEST . 5) Leave ignition off and fuel shutoff valve relay disconnected. Measure resistance between FSV terminal at fuel shutoff valve relay wiring harness connector and test pin No. 80 at breakout box. If resistance is less than 5 ohms and DTC P0231 or P0232 is present with DTC 230, go to next step. If resistance is less than 5 ohms and specified DTCs are not present, replace PCM and repeat QUICK TEST . If resistance is 5 ohms or more, repair open circuit and repeat QUICK TEST. 6)Check PCM Fuel Shutoff Valve Circuit Leave ignition off. Remove breakout box. Reconnect PCM and fuel shutoff valve relay. Connect scan tester to DLC. Turn ignition on. Using scan tester, access FSVF PID. If scan tester indicates YES, replace PCM and repeat QUICK TEST . If scan tester does not indicate YES, go to next step. 7) Leave scan tester accessed to FSV PID. Using starter, crank engine. If scan tester indicates YES during crank, replace PCM and repeat QUICK TEST . If scan tester does not indicate YES during crank, fuel shutoff valve primary circuit is okay. If DTC P0231 is present, go to step 20). If DTC P0232 is present, go to step 10). NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 7) to step 10). No test procedures have been omitted.

10)KOEO & KOER DTC P0232 If engine starts, go to next step. If engine does not start, go to step 15). For Continuous Memory DTC P0232, go to step 30). 11)Check Power To Fuel Shutoff Valve Turn ignition and all accessories off. Disconnect scan tester from DLC (if applicable). Disconnect PCM wiring harness connector. Inspect pins for damage and repair as necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Turn ignition on. Measure voltage between test pin No. 40 (FSVM) and 51 (PWR GND) at breakout box. If voltage is more than 1.5 volts, go to next step. If voltage is 1.5 volts or less, go to step 13). 12)Check Fuel Shutoff Valve Relay Turn ignition off. Disconnect fuel shutoff valve relay. Turn ignition on. Measure voltage between test pin No. 40 (FSVM) and 51 (PWR GND) at breakout box. If voltage is less than 1.5 volts, replace fuel shutoff valve relay and repeat QUICK TEST . If voltage is 1.5 volts or more, repair short to power in FSVM or POWER-TO-FUEL SHUTOFF VALVE circuit and repeat Helpmelearn February-12-08 7:09:12 PM

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QUICK TEST. 13)Check FSVM Circuit Turn ignition off. Leave fuel shutoff valve relay disconnected. Measure resistance between test pin No. 40 and POWER-TO-FUEL SHUTOFF VALVE circuit at fuel pump relay wiring harness connector. If resistance is less than 5 ohms, replace PCM and repeat QUICK TEST . If resistance is 5 ohms or more, repair open circuit and repeat QUICK TEST. 14)Check IFS Switch Turn ignition off. Locate IFS switch in trunk near left hinge. Measure resistance between terminals "C" and NC of IFS switch. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, reset or replace IFS switch and repeat QUICK TEST . 15)Check Circuit Continuity Leave ignition off, IFS switch and fuel shutoff valve relay disconnected. Measure resistance of POWER-TO-FUEL SHUTOFF VALVE circuit between fuel shutoff valve relay connector and IFS connector. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open in POWER-TO-FUEL SHUTOFF VALVE circuit between IFS switch and FSVM connection. Clear PCM memory and repeat QUICK TEST . 16) Leave ignition off, fuel shutoff valve relay and IFS switch disconnected. Measure resistance between POWER-TO-FUEL SHUTOFF VALVE circuit at IFS connector and chassis ground. If resistance is less than 10 ohms, fault cannot be located and testing is complete. If resistance is 10 ohms or more, repair open circuit and repeat QUICK TEST . NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 16) to step 20). No test procedures have been omitted.

20)DTC P0231 If engine starts, replace PCM and repeat QUICK TEST . If engine does not start, go to next step. For Continuous Memory DTC P0231, go to step 35). 21)Check B+ To Fuel Shutoff Valve Relay Turn ignition off. Disconnect fuel shutoff valve relay wiring harness connector. Measure voltage between chassis ground and B+ terminal at wiring harness connector. If voltage is 10.5 volts or more, go to next step. If voltage is less than 10.5 volts, check circuit fuse. If fuse is okay, repair open in B+ circuit and repeat QUICK TEST . 22)Check POWER-TO-FUEL SHUTOFF VALVES Circuit Resistance Leave ignition off and fuel shutoff valve relay disconnected. Measure resistance between negative battery terminal and POWER-TOFUEL SHUTOFF VALVES terminal at wiring harness connector. If resistance is less than 10 ohms, replace fuel shutoff valve relay and repeat QUICK TEST . If resistance is 10 ohms or more, repair open in POWER-TO-FUEL SHUTOFF VALVES circuit and repeat QUICK TEST. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 22) to step 30). No test procedures have been omitted.

30)Continuous Memory DTC P0232 Turn ignition off. Connect scan tester to Data Link Connector (DLC). Using scan tester, access FSVM PID. Observe PID for indication of fault while wiggling and bending POWER-TO-FUEL SHUTOFF VALVES circuit. Fault will be indicated by FSVM PID turning on. Wiggle and bend fuel shutoff valve ground circuit. Check connectors for clean tight connection. If any faults are found, isolate and repair as necessary. If no faults are found, fault cannot be duplicated at this time. Go to CIRCUIT TEST Z . NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 30) to step 35). No test procedures have been omitted.

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35)Continuous Memory DTC P0231 Turn ignition off. Disconnect PCM wiring harness connector. Inspect pins for damage and repair as necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Connect jumper wire between test pins No. 77 (PWR GND) and 80 (FSV). Connect DVOM between test pins No. 40 (FSVM) and 51 (PWR GND). Voltage should be 10 volts or more. Observe DVOM for indication of fault while wiggling and bending B+ circuit to fuel shutoff valve relay. Fault will be indicated by sudden change in DVOM voltage. Wiggle and bend POWER-TO-FUEL SHUTOFF VALVES circuit between fuel shutoff valve relay and FSVM circuit splice. Lightly tap on fuel shutoff valve relay. Check connectors for clean tight connection. If any faults are found, isolate and repair as necessary. If no faults are found, fault cannot be duplicated at this time. Go to CIRCUIT TEST Z. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 35) to step 40). No test procedures have been omitted.

40)Continuous Memory DTC P0230 Turn ignition off. Connect scan tester to Data Link Connector. Turn ignition on and wait 5 seconds. Using scan tester, access FSVF PID. Observe PID for indication of fault while wiggling and bending FUEL shutoff valve circuit between fuel shutoff valve relay and PCM. Fault will be indicated if FSVF PID switches to YES. Wiggle and bend FSV circuit between PCM and fuel shutoff valve relay. Wiggle and bend VPWR circuit between fuel shutoff valve relay and EEC-V power relay. Check connectors for clean tight connection. If any faults are found, isolate and repair as necessary. If no faults are found, fault cannot be duplicated at this time. Go to CIRCUIT TEST Z . CIRCUIT TEST KE - IDLE AIR CONTROL (IAC) VALVE Diagnostic Aids

Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z z z z z

Throttle linkage. Wiring harness circuits (IAC and VPWR). Faulty Idle Air Control (IAC) valve. Faulty throttle body. Faulty Powertrain Control Module (PCM).

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Fig. 74: IAC Circuit & Connector Terminals 1)DTC P0505, P1504 Or P1507 Perform KOER self-test. If DTC P0505, P1504 or P1507 is present, go to next step. If DTC P0505 or P1507 is not present, IAC system is okay and testing is complete. 2)DTC P0505 & P1507 DTC P0505 indicates that IAC system malfunction has been detected. DTC P1504 indicates that IAC circuit malfunction has been detected. DTC P1507 indicates that IAC system under speed fault has been detected. Possible causes are as follows: z IAC circuit open or shorted to PWR. z VPWR circuit open. z Contaminated IAC valve assembly. z Damaged throttle body. z Faulty PCM. Turn ignition off. Disconnect IAC solenoid. Turn ignition on. Measure voltage between VPWR terminal of IAC solenoid wiring 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 VPWR circuit and repeat QUICK TEST . 3)Check IAC Solenoid Resistance Turn ignition off. Connect DVOM positive lead to VPWR terminal of IAC solenoid wiring harness connector. Connect DVOM negative lead to IAC terminal. If resistance is 6-13 ohms, go to next step. If resistance is not 6-13 ohms, replace IAC valve assembly and repeat QUICK TEST . 4)Check IAC Solenoid Internal Short To Case Turn ignition off. Measure resistance between each wiring harness connector terminal and IAC housing. If each resistance is 10,000 ohms or more, go to next step. If either resistance is less than 10,000 ohms, replace IAC solenoid assembly and repeat QUICK TEST . 5)Check Air Inlet System Turn ignition off. Remove air filter. Inspect air filter, MAF sensor and air inlet system for excessive dirt or contamination. Repair or replace as necessary and repeat QUICK TEST . If air filter is okay, go to next step. 6)Check For Vacuum Leaks Start engine and allow to idle. Inspect air inlet system any of the following Helpmelearn February-12-08 7:09:12 PM

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possible faults: z Cracked or punctured air inlet tube. z Loose inlet air tube or air cleaner housing. z Loose or damaged throttle body. z Contaminated or damaged IAC valve assembly. z Faulty EGR valve or gasket. z Faulty PCV valve or hose. Check entire system for vacuum leaks. Repair or replace as necessary. If no vacuum leaks are found, go to next step. 7)Check IAC Circuit Continuity Leave ignition off. Disconnect PCM wiring harness connector. Inspect pins for damage and repair as necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Measure resistance between breakout box test pin No. 83 (IAC) and IAC terminal at IAC solenoid 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. 8)Check IAC Circuit For Short To Power Turn ignition on. Measure voltage between breakout box test pin No. 83 (IAC) and chassis ground. If voltage is one volt or more, repair circuit short to power and repeat QUICK TEST . If voltage is less than one volt, go to next step. 9)Check IAC Circuit For Short To Ground Turn ignition off. Measure resistance between test pin No. 83 (IAC) and test pins No. 51 and 103 (PWR GND) at breakout box. If resistance is more than 10,000 ohms, go to next step. If resistance is less than 10,000 ohms, repair circuit short to ground and repeat QUICK TEST . 10)Check IAC Signal From PCM Leave ignition off. Connect PCM to breakout box. Connect IAC solenoid to wiring harness connector. Connect DVOM between test pin No. 83 (IAC) and test pin No. 51 (PWR GND) at breakout box. Start engine and slowly increase speed to 3000 RPM. If voltage is 3.0-11.5 volts, remove IAC solenoid and check throttle body. If throttle body is okay, replace IAC assembly and repeat QUICK TEST . If voltage is not 3.0-11.5 volts, replace PCM and repeat QUICK TEST. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 10) to step 20). No test procedures have been omitted.

20)DTC P1506 This code indicates that IAC system has reached over speed malfunction. Possible causes are as follows: z IAC circuit short to ground. z IAC assembly stuck open. z Air intake leaks or restrictions. z Damaged throttle body. z Contaminated or damaged IAC valve assembly. z Faulty Powertrain Control Module (PCM). Check entire system for vacuum leaks. Repair or replace as necessary. If no vacuum leaks are found, go to next step. Helpmelearn February-12-08 7:09:12 PM

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21)Check EVAP System Turn ignition off. Disconnect hoses from EVAP canister purge valve or solenoid. Attach vacuum pump with gauge to carbon canister hose port. See Fig. 75 . Using vacuum pump, apply 16 in. Hg to port. If vacuum bleeds off within 20 seconds, replace EVAP canister purge valve or solenoid and repeat QUICK TEST . If vacuum is not bled off immediately, go to next step.

Fig. 75: EVAP Canister Purge Hose Ports 22)Check IAC Solenoid Function Start engine and allow to idle. Ensure transmission is in Park or Neutral and engine is warmed to normal operating temperature. Disconnect IAC solenoid wiring harness Helpmelearn February-12-08 7:09:12 PM

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connector. If engine speed drops, go to next step. If engine speed does not drop, check throttle body for damage. If throttle body is okay, replace IAC solenoid and repeat QUICK TEST . 23)Check IAC Circuit For Short To Ground Turn ignition off. Disconnect scan tester from DLC. Disconnect PCM wiring harness connector. Inspect pins for damage and repair as necessary. Install EECV Breakout Box (014-000950), leaving PCM disconnected. Measure resistance between test pin No. 83 (IAC) and test pins No. 51 and 103 (PWR GND) at breakout box. If resistance is more than 10,000 ohms and idle speed is normal, go to step 30). If resistance is more than 10,000 ohms and high idle speed is present, replace PCM and repeat QUICK TEST . If resistance is less than 10,000 ohms, repair circuit short to ground and repeat QUICK TEST. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 23) to step 25). No test procedures have been omitted.

25)DTC P1505: Check Inlet Air Supply DTC P1505 indicates that IAC system has reached the adaptive learning limit. Possible causes are as follows: z Air intake leaks or restrictions. z Throttle body linkage binding. z Contaminated or damaged IAC valve assembly. z Damaged throttle body. Inspect air intake system for leaks. Repair or replace as necessary. If air intake system is okay, go to next step. 26)Check Air Inlet System Turn ignition off. Remove air filter. Inspect air filter, MAF sensor and air inlet system for excessive dirt or contamination. Repair or replace as necessary and repeat QUICK TEST . If air filter is okay, go to next step. 27)Check Throttle Body Leave ignition off. Disconnect accelerator cable and air cleaner tube from throttle body. Check cable and throttle body linkage for binding or interference. If faults are present, go to step 3) under CIRCUIT TEST HU . If no faults are present, go to step 8) under CIRCUIT TEST HU . NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 27) to step 30). No test procedures have been omitted.

30)Check IAC System For Intermittent Open Or Short Circuit Connect scan tester to DLC. Ensure all accessories are off and engine is warmed to normal operating temperature. Turn ignition on. Access IAC PID and RPM PID. IAC duty cycle should be 20-45 percent. Observe IAC PID and RPM PID for indication of fault while wiggling and bending wiring harness between IAC solenoid and PCM. Fault will be indicated by sudden change in IAC PID or RPM PID value. If any faults are found, isolate and repair as necessary. Repeat QUICK TEST . If no faults are found, problem cannot be duplicated at this time. Go to CIRCUIT TEST Z . CIRCUIT TEST KL - SHIFT INDICATOR LIGHT (SIL) Diagnostic Aids Helpmelearn February-12-08 7:09:12 PM

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Perform this test only when directed here by a driveability symptom. This test is only intended to diagnose: z z z z z

Wiring harness circuits (SIL). Top gear switch. SIL dimmer relay. SIL bulb and SIL circuit fuse. Powertrain Control Module (PCM). 1)Check SIL Operation Inspect SIL while driving vehicle. SIL should turn on when optimum-shift RPM for each gear is reached. Light should be off in top gear. If SIL light is always on, check for short to ground in SIL circuit. If light is always off, check for open in SIL circuit. If light is always on, go to step 4). If light is not always on, go to next step. 2)Check SIL Circuit Fuse Turn ignition off. Remove and inspect SIL fuse. If fuse is okay, go to next step. Replace fuse if blown. If fuse blows again, repair short to ground between fuse and SIL bulb. Check SIL operation. 3)Check SIL Bulb Turn ignition off. Remove and inspect SIL bulb. If bulb is burned out, replace bulb and check SIL operation. If bulb is okay, go to step 5). 4)Check SIL Circuit For Short To Ground Turn ignition off. Put transmission in high gear. Disconnect PCM wiring harness connector. Inspect pins for damage and repair as necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Measure resistance between test pins No. 53 and 60 at breakout box. If resistance is 10,000 ohms or less, repair short between top gear switch and PCM. Reconnect all components, and repeat QUICK TEST . If resistance is more than 10,000 ohms, replace PCM and repeat QUICK TEST. 5)Check For Voltage To SIL Socket Turn ignition off. Remove SIL bulb. Place transmission in any gear except top gear. Turn ignition on. Measure voltage between power contact at SIL socket and chassis ground. If voltage is more than 10.5 volts, go to step 7). If voltage is 10.5 volts or less, connect SIL bulb and go to next step. 6)Check Operation Of Top Gear Switch Top gear switch is normally closed and should only be open when vehicle is shifted into top gear. Turn ignition off. Disconnect top gear switch. Place transmission in any gear except top gear. Measure resistance between top gear switch terminals. If resistance is less than 5 ohms, repair open in IGNITION RUN circuit to SIL bulb socket. Check SIL operation. If resistance is 5 ohms or more, replace top gear switch. Check SIL operation. 7)Check Continuity Of SIL Circuit Turn ignition off. Remove SIL bulb. Disconnect PCM wiring harness connector. Inspect pins for damage and repair as necessary. Install EEC-V Breakout Box (014000950), leaving PCM disconnected. Measure resistance between test pin No. 72 and SIL power contact at SIL bulb socket. If resistance is less than 5 ohms, replace PCM. Check SIL operation. If resistance is 5 ohms or more, repair open circuit. Remove breakout box, reconnect all components and check SIL operation.

CIRCUIT TEST KM - WOT A/C CUT-OFF (WAC) Diagnostic Aids

Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: Helpmelearn February-12-08 7:09:12 PM

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z z z

Wiring harness circuits (ACCS, POWER-TO-CLUTCH, VPWR and WAC). Faulty WAC relay. Faulty Powertrain Control Module (PCM).

Fig. 76: WAC Test Circuits & Connector Terminals 1)DTC P1460: Verify ACCS PID Is Off Turn ignition off. Ensure A/C and defroster are off. Connect scan tester to Data Link Connector (DLC). Start engine and allow to idle. Using scan tester, access ACCS PID. If ACCS PID is off, go to next step. If ACCS PID is on, go to step 20). 2)Check VPWR Circuit Turn ignition off. Disconnect WAC relay wiring harness connector. Turn ignition on. Measure voltage between VPWR terminal at connector and chassis ground. If voltage is 10.5 volts or more, go to next step. If voltage is less than 10.5 volts, repair open in VPWR circuit. Start engine and allow to idle for 15 seconds with A/C on. Turn ignition and A/C off. Repeat QUICK TEST . 3)Check WAC Relay Leave ignition off and WAC relay disconnected. Check resistance between relay terminals No. 85 and 86. Replace WAC relay if resistance is not 40-120 ohms. If resistance is okay, check resistance between relay terminals No. 85 and 30, No. 85 and 87, No. 85 and 87A. If resistance is okay, go to next step. If resistance less than 10,000 ohms, replace WAC relay. Start engine and allow to idle for 15 seconds with A/C on. Turn ignition and A/C off. Repeat QUICK TEST . 4)Check WAC Circuit Turn ignition off. Leave WAC relay disconnected. Disconnect PCM wiring harness connector. Inspect connector for damage or corrosion, and repair as necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Turn ignition on. Measure voltage between test pin No. 69 (WAC) at breakout box and chassis ground. If voltage is less than one volt, go to next step. If voltage is one volt or more, repair circuit short to power. Start engine and allow to idle for 15 seconds with A/C on. Turn ignition and A/C off. Repeat QUICK TEST . Helpmelearn February-12-08 7:09:12 PM

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5) Turn ignition off. Disconnect scan tester from DLC (if applicable). Measure resistance between test pin No. 69 (WAC) and test pins No. 51, 91 and 103 (PWR GND) at breakout box. If resistance is more than 10,000 ohms, go to next step. If resistance is less than 10,000 ohms, repair circuit short to ground. Start engine and allow to idle for 15 seconds with A/C on. Turn ignition and A/C off. Repeat QUICK TEST . 6) Leave ignition off and relay disconnected. Measure resistance between breakout box test pin No. 69 and WAC terminal at relay harness connector. If resistance is less than 5 ohms, replace PCM and repeat QUICK TEST . If resistance is 5 ohms or more, repair open circuit. Start engine and allow to idle for 15 seconds with A/C on. Turn ignition and A/C off. Repeat QUICK TEST. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 6) to step 10). No test procedures have been omitted.

10)Check For Voltage To A/C Cycling Switch Turn ignition off. Disconnect A/C cycling switch. Turn A/C switch on. Measure voltage between chassis ground and A/C Demand terminal of A/C cycling switch. If voltage is 10.5 volts or more, go to next step. If voltage is less than 10.5 volts, check for fault in A/C demand switch, EATC module or related wiring harness. See the A/C-HEATER SYSTEM article in the AIR CONDITIONING & HEAT section. 11)Check Continuity Of ACPSW Contacts Turn ignition off. Leave A/C switch on. Measure resistance between ACPSW high pressure contacts. If resistance is less than 5 ohms, reconnect ACPSW and go to next step. If resistance is 5 ohms or more, check for low refrigerant charge. 12)Check For Voltage To A/C Pressure Switch (ACPSW) Leave ignition off and A/C cycling switch disconnected. Disconnect ACPSW. Turn A/C switch on. Measure voltage between chassis ground and A/C Demand terminal at the ACPSW wiring harness connector. If voltage is 10.5 volts or more, go to next step. If voltage is less than 10.5 volts, check for fault in A/C demand switch, EATC module or related wiring harness. See A/C-HEATER SYSTEM in the AIR CONDITIONING & HEAT section.

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Fig. 77: ACPSW Connector Terminals 13)Check For Voltage To PCM Leave A/C switch on. Turn ignition off. Reconnect ACPSW. Disconnect PCM wiring harness connector. Inspect connector for damage or corrosion, and repair as necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Turn ignition on. Measure voltage between test pin No. 41 (ACCS) and test pin No. 77 (PWR GND) at breakout box. If voltage is one volt or more, repair open circuit between ACPSW and PCM. If voltage is more than 10.5 volts, replace PCM and verify symptom is corrected. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 13) to step 19). No test procedures have been omitted.

19)DTC P1464: Check ACCS PID Turn ignition off. Ensure A/C and defroster are off. Connect scan tester to Data Link Connector (DLC). Turn ignition on. Using scan tester, access ACCS PID. If ACCS PID is on, go to next step. If ACCS PID is off, verify self-test results. Leave A/C and defroster off and repeat QUICK TEST . 20) Turn ignition off. Disconnect ACPSW. Turn ignition on. Using scan tester, access ACCS PID. If ACCS PID is off, check for fault in A/C demand switch, EATC module or related wiring harness. See Helpmelearn February-12-08 7:09:13 PM

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A/C-HEATER SYSTEM article in the AIR CONDITIONING & HEAT section. If ACCS PID is on, go to next step. 21)Check For Short To Power Turn ignition off. Disconnect WAC relay. Turn ignition on. Measure voltage between chassis ground and POWER-TO-CLUTCH terminal of WAC relay connector. If voltage is less than one volt, go to next step. If voltage is one volt or more, repair circuit short to power. Verify symptom is corrected. 22)Check ACCS Circuit For Short To Power Turn ignition off. Leave ACPSW and WAC relay disconnected. Disconnect PCM wiring harness connector. Inspect connector for damage or corrosion, and repair as necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Turn ignition on. Measure voltage between test pin No. 41 (ACCS) and test pins No. 51 and 103 (PWR GND) at breakout box. If voltage is more than one volt, repair circuit short to power. If voltage is one volt or less, proceed as follows: z For vehicles without WAC relay, replace PCM and repeat QUICK TEST. z For all other models, go to next step. 23)Check ACCS Circuit Voltage To PCM Turn ignition off. Reconnect WAC relay. Leave ACPSW disconnected. Turn ignition on. Measure voltage between test pin No. 41 (ACCS) and test pins No. 51 and 103 (PWR GND) at breakout box. If voltage is more than one volt, replace WAC relay and verify symptom is corrected. If voltage is one volt or less, replace PCM and verify symptom is corrected. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 23) to step 30). No test procedures have been omitted.

30)Continuous Memory DTC P1460 This DTC indicates WAC circuit failure. If vehicle is not equipped with A/C, disregard this DTC. Turn ignition off. Disconnect A/C cycling switch or low pressure switch. Connect jumper wire between switch terminals. Turn ignition and A/C switch on. Check for indication of fault while wiggling and bending WAC circuit between WAC relay and PCM. Fault will be indicated by A/C clicking on. Wiggle and bend WAC circuit between PCM (terminal No. 69) and WAC relay. Lightly tap on WAC relay. Check connectors for clean tight connection. If any faults are found, isolate and repair as necessary. If no faults are found, go to next step. 31) Turn ignition off. Connect scan tester to Data Link Connector (DLC). Leave A/C switch on. Turn ignition on. Using scan tester, access Output Test Mode. Turn all outputs off. Check for indication of fault while wiggling and bending WAC or ACON circuit between PCM (terminal No. 69) and WAC and A/C relay. Fault will be indicated by A/C clicking on. Check connectors for clean tight connection. If any faults are found, isolate and repair as necessary. If no faults are found, fault cannot be duplicated at this time. Go to CIRCUIT TEST Z . NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 31) to step 50). No test procedures have been omitted.

50)Check Voltage To A/C Clutch Turn ignition off. Disconnect A/C clutch. Connect scan tester to DLC. Turn ignition on. Using scan tester, access Output Test Mode. Command outputs on. Measure voltage between A/C clutch connector terminals. If voltage is 10.5 volts or less, check for fault in A/C demand switch, EATC module or related wiring harness. See the A/C-HEATER SYSTEM article in the AIR CONDITIONING & HEAT section. 51)Check Voltage To A/C Relay Turn ignition off. Disconnect A/C relay. Turn ignition on. Measure Helpmelearn February-12-08 7:09:13 PM

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voltage between chassis ground and B+ terminal of A/C relay connector. If voltage is 10.5 volts or more, go to next step. If voltage is less than 10.5 volts, check for damaged fuse. If fuse is okay, repair open in circuit. 52)Check Circuit Resistance Turn ignition off. Leave A/C relay and A/C clutch disconnected. Measure resistance between power terminal of A/C relay and A/C clutch harness connectors. Measure resistance between ground terminal of A/C relay and A/C clutch harness connectors. If each resistance measurement is less than 5 ohms, replace A/C relay. If either resistance measurement is 5 ohms or more, repair open circuit.

Fig. 78: A/C Relay Connector Terminals NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 52) to step 60). No test procedures have been omitted.

60)KOEO/KOER DTC P1460; Check Voltage To A/C Relay Turn ignition off. Disconnect A/C relay. Turn ignition on. Measure voltage between chassis ground and IGN RUN terminal of A/C relay connector. If voltage is 10.5 volts or more, go to next step. If voltage is less than 10.5 volts, repair open in IGN RUN circuit. Start engine and allow to idle for 15 seconds with A/C on. Turn ignition and A/C off. Repeat QUICK TEST . 61)Check ACON Circuit For Short To Power Turn ignition off. Leave A/C relay disconnected. Disconnect PCM wiring harness connector. Inspect connector for damage or corrosion, and repair as necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Turn ignition on. Measure voltage between chassis ground and test pin No. 69 (ACON) at breakout box. If voltage is one volt or less, go to next step. If voltage is more than one volt, repair circuit short to power. Start engine and allow to idle for 15 seconds with A/C on. Turn ignition and A/C off. Repeat QUICK TEST . 62)Check ACON Circuit For Short To Ground Turn ignition off. Disconnect scan tester from DLC (if Helpmelearn February-12-08 7:09:13 PM

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applicable). Measure resistance between chassis ground and test pin No. 69 (WAC) at breakout box. If resistance is 10,000 ohms or more, go to next step. If resistance is less than 10,000 ohms, repair circuit short to ground. Start engine and allow to idle for 15 seconds with A/C on. Turn ignition and A/C off. Repeat QUICK TEST . 63)Check ACON Circuit Continuity Leave ignition off and A/C relay disconnected. Measure resistance between test pin No. 69 at breakout box and ACON terminal at A/C relay connector. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open circuit. Start engine and allow to idle for 15 seconds with A/C on. Turn ignition and A/C off. Repeat QUICK TEST . 64)Check A/C Relay Leave ignition off. Reconnect A/C relay. Turn ignition on. While observing A/C clutch, connect and remove jumper wire between ground and breakout box test pin No. 69 (ACON). If A/C clutch does not engage and disengage when jumper wire is connected and removed, replace A/C relay. If A/C clutch engages and disengages when jumper wire is connected and removed, remove jumper wire and breakout box. Start engine and allow to idle for 15 seconds with A/C on. Turn ignition and A/C off. Repeat QUICK TEST . If DTC P1460 is still present, replace PCM. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 64) to step 70). No test procedures have been omitted.

70)DTC P1464: Check ACCS PID Turn ignition off. Ensure A/C and defroster are off. Connect scan tester to Data Link Connector (DLC). Turn ignition on. Using scan tester, access ACCS PID. If ACCS PID is off, go to next step. If ACCS PID is on, go to step 72). 71)Check Low Pressure (LP) Switch Turn ignition off. Disconnect LP switch. Measure resistance between chassis ground and both terminals of LP switch. If each resistance measurement is 10,000 ohms or more, check for faulty A/C demand switch. See A/C-HEATER SYSTEM article in the AIR CONDITIONING & HEAT section. If switch is okay, repair circuit short to ground between LP switch and A/C demand switch. If resistance is less than 10,000 ohms, replace LP switch and verify symptom is corrected. 72)Check ACD Circuit To PCM For Short To Ground Leave ignition off and LP switch disconnected. Disconnect PCM wiring harness connector. Measure resistance between chassis ground and PCM side of LP switch. If resistance is 10,000 ohms or more, replace PCM and verify symptom is corrected. If resistance is less than 10,000 ohms, repair short to ground and verify symptom is corrected. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 72) to step 75). No test procedures have been omitted.

75)Check Power To A/C Clutch Circuit For Short To Power Ensure that A/C relay and A/C clutch are disconnected. Turn ignition on. Measure voltage between negative battery terminal and power side of A/C clutch harness connector. If voltage is one volt or less, go to next step. If voltage is more than one volt, repair circuit short to power and verify symptom is corrected. 76)Check A/C Relay Turn ignition off. Measure resistance between POWER-TO-CLUTCH terminal and IGN RUN terminal at A/C relay. Measure resistance between POWER-TO-CLUTCH terminal and B+ terminal at A/C relay. If either resistance measurement is less than 10,000 ohms, replace A/C relay and verify symptom is corrected. If both resistance measurements are more than 10,000 ohms, no faults are Helpmelearn February-12-08 7:09:13 PM

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present. Testing is complete.

Fig. 79: A/C Relay Terminals NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 76) to step 80). No test procedures have been omitted.

80)Check WOT A/C Cutoff Relay Turn ignition off. Disconnect WOT A/C cutoff relay. Measure resistance between relay terminals No. 3 and 4. If resistance is 5 ohms or more, replace WOT A/C cutoff relay. If resistance is less than 5 ohms, go to next step. 81)Check Voltage To A/C Clutch Relay Turn ignition off. Disconnect A/C clutch relay. Turn ignition on. Measure voltage between negative battery terminal and IGN RUN terminal of relay. If voltage is less than 10.5 volts, check fuse. If fuse is okay, repair open or short in IGN RUN circuit. If voltage is 10.5 volts or more, go to next step. 82)Check Ground To A/C Clutch Relay Turn ignition off. Measure resistance between negative battery terminal and GROUND terminal of relay. If resistance is more than 5 ohms, repair open in ground circuit. If resistance is 5 ohms or less, go to next step. 83)Check A/C Demand Circuit Turn ignition off. Measure resistance of A/C demand circuit between A/C clutch relay connector and WOTA/C cutoff relay connector. If resistance is more than 5 ohms, repair open in circuit. If resistance is 5 ohms or less, go to next step. 84)Check A/C Clutch Circuit Turn ignition off. Disconnect A/C clutch harness connector Measure resistance of A/C demand circuit between A/C clutch relay connector and WOT A/C cutoff relay connector. If resistance is more than 5 ohms, repair open in circuit. If resistance is 5 ohms or less, replace A/C clutch relay. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 84) to step 90). No test procedures have been omitted.

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90)Check ACCS PID Turn ignition off. Disconnect A/C clutch relay and A/C Pressure Switch (ACPSW). Turn ignition on. Using scan tester, access ACCS PID. If ACCS PID is off, replace A/C clutch relay and verify symptom is corrected. If ACCS PID is on, go to next step. 91)Check A/C Demand Circuit With ignition on, measure voltage between negative battery terminal and A/C demand circuit at WOT A/C cutoff relay harness connector. If voltage is more than 1.0 volt, repair circuit short to power. If resistance is 5 ohms or less, replace A/C clutch relay. 92) Turn ignition off. Disconnect WOT A/C cutoff relay. Using scan tester, access ACCS PID. If ACCS PID is off, replace WOT A/C cutoff relay and verify symptom is corrected. If ACCS PID is on, go to next step. 93)Check ACCS Circuit To PCM For Short To Power Turn ignition off. Leave ACPSW, A/C relay and WAC relay disconnected. Disconnect PCM wiring harness connector. Inspect connector for damage or corrosion, and repair as necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Turn ignition on. Measure voltage between test pin No. 41 (ACCS) and test pins No. 51 and 103 (PWR GND) at breakout box. If voltage is more than 1.0 volt, repair circuit short to power and verify symptom is corrected. If voltage is 1.0 volt or less, replace PCM and verify symptom is corrected. CIRCUIT TEST MB - OUTPUT TEST MODE NOT FUNCTIONING Diagnostic Aids

Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z z z

Connection between scan tester and PCM. Connection between scan tester and battery power supply. Correct key sequence executed for outputs. 1)Check Scan Tester Installation Turn ignition off. Check connection between scan tester and Data Link Connector (DLC) for damage or contamination. Service or adjust as necessary. If connector is okay, go to next step. 2) Check connector and wiring harness cable between scan tester and battery power supply for correct installation, damage or poor connection. Repair as necessary. Ensure correct key sequence for outputs is executed. See scan tester manufacturer's instructions.

CIRCUIT TEST NB - MALFUNCTION INDICATOR LIGHT (MIL) Diagnostic Aids

Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z z

Wiring harness circuit (MIL). Faulty Powertrain Control Module (PCM).

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Fig. 80: MIL Circuit Schematic 1)MIL Always On Perform KOEO SELF-TEST. If any trouble codes are present, service as necessary before continuing. If no trouble codes are present, turn ignition off. Disconnect PCM 104-pin connector. Inspect pins for damage. Install EEC-V Breakout Box (014-00950), leaving PCM disconnected. Measure and record resistance between test pins No. 2 and No. 51 and 103 (PWR GND). If resistance is less than 5 ohms, repair short circuit between test pin No. 2 and MIL. If resistance is 5 ohms or more, replace PCM. 2)MIL Does Not Come On Turn ignition on. Measure voltage between ground side of MIL fuse and negative battery terminal. If voltage is 10.5 volts or less, go to next step. If voltage is more than 10.5 volts, go to step 4). 3)Check For B+ At Fuse Leave ignition on. Measure voltage between positive side of MIL fuse and negative battery terminal. If voltage is 10.5 volts or less, repair open in MIL or B+ circuit. If voltage is more than 10.5 volts, replace MIL fuse. 4)Check For B+ At MIL Bulb Leave ignition on. Measure voltage between instrument cluster connector terminal B+ and negative battery terminal. If voltage is 10.5 volts or less, repair open in fuse, MIL bulb or B+ circuit. If voltage is more than 10.5 volts, go to next step. 5)Check Continuity Of MIL Circuit Turn ignition off. Measure resistance between instrument cluster connector MIL terminal and test pin No. 2 of breakout box. If resistance is less than 5 ohms, replace PCM. If MIL is still on, fault is in instrument cluster. If resistance is 5 ohms or more, repair open in MIL Helpmelearn February-12-08 7:09:13 PM

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circuit. CIRCUIT TEST NC - IGNITION DIAGNOSTIC MONITOR (IDM) Diagnostic Aids

Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z

Faulty Powertrain Control Module (PCM).

Continuous Memory DTC P0320

This code indicates that (2) successive erratic Profile Ignition Pulses (PIP) have occurred. Possible causes are as follows: z z z

Loose wires and/or connectors. Short circuit to ground in ignition secondary system. Incorrect 2-way radio installation.

If any of the specified causes were present, repair or replace as necessary. If vehicle will not start, go to CIRCUIT TEST A . If fault is intermittent, go to step 50) of CIRCUIT TEST Z . If vehicle will start and none of the specified causes were present, replace PCM and repeat QUICK TEST . CIRCUIT TEST ND - ENGINE RPM/VEHICLE SPEED LIMITER Diagnostic Aids

Perform this test when instructed during QUICK TEST or if directed by other test procedures. DTC P1270

This DTC indicates that engine or vehicle speed has exceeded calibrated limit. Possible causes are as follows: z z z

Wheel slippage caused by mud, ice, water, snow, etc. Over revved engine. Vehicle driven at excessive rate of speed.

If any of the specified causes have occurred, system is okay. Clear PCM memory. If none of specified causes have occurred, clear PCM memory. If no other faults are present, testing is complete. CIRCUIT TEST QA - UNABLE TO ACTIVATE SELF-TEST/SCP COMMUNICATION ERROR CODE NOT LISTED Diagnostic Aids Helpmelearn February-12-08 7:09:13 PM

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Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z z z

Standard Corporate Protocol (SCP) communication circuits BUS (+) and BUS (-). Wiring harness circuits (CHASSIS GROUND, PWR GND and VBAT). Faulty Powertrain Control Module (PCM).

Fig. 81: Data Link Connector (DLC) Test Circuit & Connector Terminals 1)Verify Self-Test Procedure Is Correct Ensure scan tester is correctly attached to DLC located under dash panel. Ensure scan tester is not damaged or defective. Verify correct self-test procedure is used. Correct as necessary. If no faults are found, go to next step. 2)Check For VREF At TP Sensor Turn ignition off. Disconnect TP sensor. Turn ignition on. Measure voltage between SIG RTN terminal and VREF terminal at TP wiring harness connector. See Fig. 82 . If voltage is 4-6 volts, go to next step. If voltage is not 4-6 volts, go to CIRCUIT TEST C . NOTE:

KOER self-test failure or Communication Error message could result if a failure is present in MAF sensor, MLP sensor, VSS or related circuits.

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Fig. 82: TP Sensor Harness Connector Terminals 3)Ability To Access Continuous Memory DTCs If Continuous Memory DTCs were accessible, go to next step. If Continuous Memory DTCs were not accessible, go to step 7). 4)Ability To Activate KOEO SELF-TEST If KOEO SELF-TEST was entered, go to next step. If KOEO SELF-TEST was not entered, go to step 6). 5)Ability To Activate KOER Self-Test If KOER self-test was entered, DTC is false. Obtain PCM part number and check manufacturer for correct PCM application. If KOER self-test was not entered, go to next step for alternative fuel models or step 7) for all other models. 6) If self-test was performed using gasoline, go to next step. If self-test was performed on alternative fuel, repeat QUICK TEST using gasoline. If still unable to retrieve trouble codes, go to next step. 7) Perform QUICK TEST . If any DTCs are present, service as necessary before continuing. If unable to retrieve trouble codes, go to next step. 8)Check For Voltage At Data Link Connector (DLC) Inspect DLC for damage and repair as necessary. Turn ignition on. Measure voltage between B+ terminal of DLC and engine ground. If 10.5 volts or more are present, go to next step. If less than 10.5 volts are present, repair open in B+ circuit and repeat QUICK TEST . 9)Check DLC Ground Circuit Continuity Turn ignition off. Measure resistance between CHASSIS GROUND terminal of DLC and engine ground. If less than 5 ohms are present, go to next step. If 5 ohms or more are present, repair open in CHASSIS GROUND circuit and repeat QUICK TEST . 10)Check DLC PWR GND Circuit Continuity Turn ignition off. Disconnect PCM 104-pin connector. Inspect pins for damage and repair if necessary. Install EEC-V Breakout Box (014-00950), leaving PCM disconnected. Measure resistance between test pins No. 51 and 103 (PWR GND) at the breakout box and PWR GND terminal of DLC. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open in PWR GND circuit to DLC and repeat QUICK TEST . 11)Check BUS(-) Circuit Leave ignition off. Measure resistance between test pin No. 15 (BUS-) at the Helpmelearn February-12-08 7:09:13 PM

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breakout box and BUS(-) terminal of DLC. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open in BUS(-) circuit to DLC and repeat QUICK TEST . 12) Leave ignition off. Disconnect scan tester from DLC (if applicable). Measure resistance between test pin No. 15 at the breakout box and engine ground. If resistance is 10,000 ohms or more, go to next step. If resistance is less than 10,000 ohms, repair short to ground in BUS(-) circuit and repeat QUICK TEST . 13) Turn ignition on. Measure voltage between test pin No. 15 and test pins No. 51 and 103 (PWR GND) at the breakout box and engine ground. If voltage is less than 6.0 volts, go to next step. If voltage is 6.0 volts or more, repair short to power in BUS(-) circuit and repeat QUICK TEST . 14)Check BUS(+) Circuit Continuity Turn ignition off. Measure resistance between test pin No. 16 (BUS+) at the breakout box and BUS(+) terminal of DLC. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open in BUS(+) circuit to DLC and repeat QUICK TEST . 15)Check BUS(+) Circuit For Short To Ground Leave ignition off and scan tester disconnected from DLC. Measure resistance between chassis ground and test pin No. 16 (BUS+) at the breakout box. If resistance is more than 10,000 ohms, go to next step. If resistance is 10,000 ohms or less, repair BUS(+) circuit short to ground and repeat QUICK TEST . 16)Check BUS(+) Circuit For Short To Power Turn ignition on. Measure voltage between test pin No. 16 and test pins No. 51 and 103 (PWR GND) at the breakout box. If voltage is less than 1.0 volt, go to next step. If voltage is 1.0 volt or more, repair short to power in BUS(+) circuit and repeat QUICK TEST . 17)Power Take Off (PTO) Applications If vehicle is equipped with PTO, go to next step. If vehicle is not equipped with PTO, replace PCM and repeat QUICK TEST . 18)Check PTO On/Off Input Turn ignition off. While toggling switch, measure voltage between test pin No. 4 (PTO) and test pins No. 51 and 103 (PWR GND) at the breakout box. If voltage is less than 1.0 volt with PTO off, and 1.0 volt or more with PTO on, PTO circuit is okay. Replace PCM and repeat QUICK TEST . If voltage is not as specified, go to CIRCUIT TEST FB . CIRCUIT TEST QB - DIAGNOSTIC TROUBLE CODE P0603/P1605 Diagnostic Aids

KAPWR is interrupted when PCM or battery is disconnected. DTC P0603/P1605 may be generated during the next PCM power-up. Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z z z z

Battery terminal condition. Keep Alive Power (KAPWR) circuit routing. KAPWR circuit condition. Faulty Powertrain Control Module (PCM).

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Fig. 83: Keep Alive Power (KAPWR) Circuit Schematic 1)DTC P0603: Check Battery Terminals Inspect battery terminals for corrosion or loose connection. Service or replace as necessary. If battery terminals are okay, go to next step. 2)Check Wiring Harness Inspect wiring harness and connectors for damage or corrosion. Ensure wiring harness is not improperly routed too close to ignition or exhaust components. Service or replace if necessary. If wiring harness looks okay, go to next step. 3)Check KAPWR Circuit Turn ignition off. Disconnect PCM 104-pin connector. Inspect pins for damage. Install EEC-V Breakout Box (014-00950), leaving PCM disconnected. Connect DVOM between test pin No. 55 (KAPWR) and test pins No. 51 and 103 (PWR GND) at breakout box. Shake and bend small sections of wiring harness between PCM and dash panel. If voltage is continuously 10.5 volts or more, go to next step. If voltage drops to less than 10.5 volts, isolate open in KAPWR circuit and repair as necessary. Repeat QUICK TEST . 4)Check For DTC P0603/P1605 Perform KOEO SELF-TEST. If DTC P0603/P1605 is present, replace PCM and repeat QUICK TEST . If any other DTCs are present, service as necessary. If no trouble codes are present, testing is complete. CIRCUIT TEST QC - DIAGNOSTIC TROUBLE CODE P1000 Diagnostic Aids

Perform this test when instructed during QUICK TEST or if directed by other test procedures. This code indicates that On Board Diagnostics II (OBD II) system self-testing has not been completed. To erase DTC P1000, a complete drive cycle, with successful OBD II system self-test, must occur. A drive cycle consists of vehicle warmed to normal engine temperature and operated in all speed ranges. After self-test successfully completes, SYSTEM PASS can be obtained from PCM. DTC P1000 will set in PCM memory when any of the following conditions occur: z

Battery or PCM has been disconnected.

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z z

An OBD II monitor has failed before completion of drive cycle. PCM memory has been erased with a scan tester. 1)Check For Other DTCs If any trouble codes are present, service as necessary. If no trouble codes are present, and vehicle is equipped with PTO, go to next step. If no trouble codes are present, and vehicle is not equipped with PTO, go to step 3). 2)Check PTO PID Turn ignition off. Connect scan tester to Data Link Connector (DLC). Start engine and allow to idle. Using scan tester, access PTO STAT PID. Cycle PTO switch/activator on and off. If PTO STAT PID does not cycle on and off, go to CIRCUIT TEST FB . If PTO STAT PID cycles on, pauses, and then cycles off, PTO is okay. Go to next step. 3)Attempt To Remove DTC P1000 Test drive vehicle to complete drive cycle. Cruise at 20-45 MPH for at least 4 minutes. Cruise at 30-40 MPH for at least 60 seconds. Cruise at 40-65 MPH for at least 80 seconds. If DTC P1000 is still present, go to next step. If DTC P1000 is not present, testing is complete. 4)Check VSS PID Turn ignition off. Connect scan tester to Data Link Connector (DLC). Using scan tester, access VSS PID. Test drive vehicle to complete drive cycle. If VSS PID is more than zero, go to next step. If VSS PID is zero, repair open in VSS circuit and repeat QUICK TEST . 5)Check ECT Temperature Ensure engine is at operating temperature. Using scan tester, access ECT PID. If ECT PID is more than 180°F (82°C), repeat step 3). If ECT PID is less than 180°F (82°C), repair cooling system fault and repeat QUICK TEST .

CIRCUIT TEST QD - DIAGNOSTIC TROUBLE CODE P1260 Diagnostic Aids

Perform this test when instructed during QUICK TEST or if directed by other test procedures. This code indicates that anti-theft system has been activated. When activated, anti-theft system will disable fuel system. To disarm anti-theft system, use key or remote keyless entry to unlock door. 1)Check For Other DTCs If any other DTCs are present, service as necessary. If no DTCs other than P1260 are present, go to next step. 2) Use key or remote keyless entry to disarm anti-theft system. Clear PCM memory. Start engine. If engine starts, testing is complete. If engine does not start, go to next step. 3) Perform QUICK TEST . If DTC P1260 is still present, fault is in anti-theft system. CIRCUIT TEST TA - PARK & NEUTRAL POSITION (PNP) SWITCH/CLUTCH PEDAL POSITION (CPP) SWITCH Diagnostic Aids

Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z z

Wiring harness circuits (CPP, PNP and SIG RTN). Faulty Clutch Pedal Position (CPP) switch.

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z z

Faulty Park & Neutral Position (PNP) switch. Faulty Powertrain Control Module (PCM).

Fig. 84: CPP Switch Test Circuit & Connector Terminals 1)DTC P0704 & P1709: Check CPP/PNP Switch Function These DTCs indicate CPP/PNP switch malfunction. Possible causes are as follows: z Starter relay disconnected during KOER self-test. z CPP/PNP switch circuit damage. z Faulty CPP/PNP switch. z Faulty Powertrain Control Module (PCM). Turn ignition off. Connect scan tester to Data Link Connector (DLC). Ensure shift lever is in Neutral. Turn ignition on. Using scan tester, access CPP/PNP PID. While observing CPP/PNP PID, apply and release clutch pedal. If CPP/PNP PID does not cycle on and off, go to next step. If CPP/PNP PID cycles on and off, check PCM connector. If connector is okay, replace PCM. 2)Check CPP/PNP Switch Turn ignition off. Locate CPP switch near clutch pedal or PNP switch near transmission shift linkage. Inspect switch and bracket for damage and repair if necessary. Disconnect CPP/PNP switch wiring harness connector. Inspect terminals for damage and repair if necessary. Measure resistance between switch terminals. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, replace CPP/PNP switch and repeat QUICK TEST . 3)Check CPP Circuit Turn ignition off. Disconnect scan tester. Disconnect PCM 104-pin connector. Inspect pins for damage. Install EEC-V Breakout Box (014-00950), leaving PCM disconnected. Measure resistance between test pin No. 64 (CPP) at breakout box and CPP terminal at CPP switch wiring harness connector. Measure resistance between test pin No. 91 (SIG RTN) at breakout box and SIG RTN terminal at CPP/PNP switch wiring harness connector. If both resistance measurements are less than 5 ohms, go to next step. If either resistance is 5 ohms or more, repair open circuit and repeat QUICK TEST . Helpmelearn February-12-08 7:09:13 PM

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4) Leave ignition off and CPP switch disconnected. Measure resistance between chassis ground and test pins No. 64 and 91 (SIG RTN) at breakout box. If resistance is more than 10,000 ohms, replace PCM and repeat QUICK TEST . If resistance is 10,000 ohms or more, repair short circuit and repeat QUICK TEST. 5)DTC P0704 & P1709: Check CPP/PNP Switch Function These DTCs indicate CPP/PNP switch malfunction. Possible causes are as follows: z Starter relay disconnected during KOER self-test. z CPP/PNP switch circuit damage. z Faulty CPP/PNP switch. z Faulty Powertrain Control Module (PCM). Turn ignition off. Ensure shift lever is in Neutral. Connect scan tester to Data Link Connector (DLC). Turn ignition on. Using scan tester, access CPP/PNP PID. While observing CPP/PNP PID, apply and release clutch pedal; place shift lever in gear then return to Neutral. If CPP/PNP PID does not cycle on and off, go to next step. If CPP/PNP PID cycles on and off, check PCM connector. If connector is okay, replace PCM. 6)Check CPP/PNP Switch Turn ignition off. Locate CPP switch near clutch pedal or PNP switch near transmission shift linkage. Inspect switch and brackets for damage and repair if necessary. Disconnect CPP/PNP switch wiring harness connector. Inspect terminals for damage and repair if necessary. Measure resistance between CPP switch terminals with clutch pedal down. Measure resistance between PNP switch terminals with shift lever in Neutral. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, replace CPP/PNP switch and repeat QUICK TEST . 7)Check CPP/PNP Circuit Turn ignition off. Disconnect scan tester. Disconnect PCM 104-pin connector. Inspect pins for damage. Install EEC-V Breakout Box (014-00950), leaving PCM disconnected. Measure resistance between test pin No. 64 (CPP) at breakout box and CPP/PNP terminal at CPP/PNP switch wiring harness connector. Measure resistance between test pin No. 91 (SIG RTN) at breakout box and SIG RTN terminal at CPP/PNP switch wiring harness connector. If both resistance measurements are less than 5 ohms, go to next step. If either resistance is 5 ohms or more, repair open circuit and repeat QUICK TEST . 8) Leave ignition off and CPP/PNP switch disconnected. Measure resistance between chassis ground and test pins No. 64 and 91 (SIG RTN) at breakout box. If resistance is more than 10,000 ohms, replace PCM and repeat QUICK TEST . If resistance is 10,000 ohms or more, repair short circuit and repeat QUICK TEST. CIRCUIT TEST TB - TRANSMISSION CONTROL SWITCH (TCS)/TRANSMISSION CONTROL INDICATOR LAMP (TCIL) Diagnostic Aids

Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z z

Wiring harness circuits (TCIL and TCS). Faulty Powertrain Control Module (PCM).

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Fig. 85: TCIL & TCS Circuit Schematic 1)DTC P1780 Turn ignition off. Connect scan tester to Data Link Connector (DLC). Start engine and allow to idle. Using scan tester, access TCS PID. Cycle TCS switch, then hold depressed. If TCS PID is on, go to next step. If TCS PID is off, repeat KOER self-test to cycle TCS. 2)Check TCS Circuit Voltage Turn ignition off. Disconnect PCM 104-pin connector. Inspect pins for damage. Install EEC-V Breakout Box (014-00950), leaving PCM disconnected. Turn ignition on. Measure voltage between test pin No. 29 (TCS) and test pins No. 24 and 77 (PWR GND) at breakout box while cycling TCS. If voltmeter reading does not cycle when TCS is cycled, go to next step. If voltmeter reading cycles when TCS is cycled, replace PCM and repeat QUICK TEST . 3)Check Circuit For Short To Ground Turn ignition off. Disconnect TCS. Inspect pins for damage and repair if necessary. Measure resistance between breakout box test pin No. 29 (TCS) and test pins No. 24 and 77 (PWR GND). If resistance is 10,000 ohms or more, go to next step. If resistance is less than 10,000 ohms, repair short circuit and repeat QUICK TEST . 4)Check Continuity Of TCS Circuits Leave ignition off. Connect ohmmeter positive lead to TCS key power at the fuse panel. Connect negative lead to power terminal of TCS wiring harness connector. Note resistance measurement. Measure resistance between breakout box test pin No. 29 (TCS) and TCS terminal of TCS connector. If both resistance measurements are less than 5 ohms, go to next step. If either resistance measurement is 5 ohms or more, repair open circuit and repeat QUICK TEST . 5)Check Circuit For Short To Power Leave ignition off. Measure resistance between breakout box test pin No. 29 (TCS) and test pins No. 71 and 97 (VPWR). If resistance is 10,000 ohms or more, replace TCS switch and repeat QUICK TEST . If resistance is less than 10,000 ohms, repair short circuit and repeat QUICK TEST. 6)Check TCIL PID Turn ignition off. With scan tester connected to Data Link Connector (DLC), access TCIL PID. Cycle TCS switch. If TCIL PID changes from ON to OFF, fault is intermittent. Go to CIRCUIT TEST Z . If TCIL PID does not change as specified, go to next step. 7)Check For Short to Ground In TCIL Circuit Turn ignition off. Disconnect PCM 104-pin connector. Inspect pins for damage and repair if necessary. Turn ignition on. If TCIL goes off, replace PCM. If TCIL remains on, repair TCIL circuit short to ground. Helpmelearn February-12-08 7:09:14 PM

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8)Check For DTC P1780 Perform KOER self-test. If DTC P1780 is not present, go to next step. If DTC P1780 is present, go to step 1). 9) Turn ignition on. Measure voltage between TCIL test pin and test pins No. 24 and 76 (PWR GND) at breakout box. If voltage is 2 volts or more, replace PCM. If voltage is less than 2 volts, check indicator bulb and fuse. If bulb and fuse are okay, repair open circuit between test pin No. 79 and ignition switch. CIRCUIT TEST TG - 4X4 LOW (4X4L) RANGE Diagnostic Aids

Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z z

Generic electronic module wiring harness circuits. Powertrain Control Module (PCM).

Fig. 86: Electronic Shift Control Module Test Circuit (Electronic Shift)

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Fig. 87: 4x4 Low Switch Test Circuit & Connector Terminals (Mechanical Shift) 1)DTC P1729 & P1781 DTC P1729 indicates 4x4 switch open or short circuit. DTC P1781 indicates 4x4L switch position closed during QUICK TEST. If switch position was not 4x2 or 4x4H during KOEO QUICK TEST, select 4x2 or 4x4H and repeat QUICK TEST. If switch position was as specified, go to next step. 2)Check Intermittent Circuit Failure Turn ignition off. Connect scan tester to DLC. Using scan tester, access 4x4L PID. Turn ignition on. Cycle switch to 4x2. Shake and bend sections of wiring harness between generic electronic module and transfer case wiring harness connector. Shake and bend sections of wiring harness between generic electronic module PCM. Tap wiring harness connector to simulate road shock. If scan tester voltage fluctuates, isolate fault and repair as necessary. If scan tester voltage does not fluctuate, go to next step. 3)Check Signal From PCM Turn ignition off. Disconnect PCM 104-pin connector. Inspect pins for damage and repair if necessary. Install EEC-V Breakout Box (014-00950), leaving PCM disconnected. Turn ignition on. While cycling switch, measure voltage between breakout box test pin No. 14 and No. 24 (PWR GND). If voltage cycles, replace PCM and repeat QUICK TEST . If voltage does not cycle, go to next step. 4)Check Circuit Continuity Turn ignition off. Disconnect electronic shift control module. Inspect pins for damage and repair if necessary. Measure resistance between breakout box test pin No. 14 and 4X4L terminal at module 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 . 5)Check For Short To Power Or Ground Leave ignition off. Reconnect electronic shift control module. Measure resistance between breakout box test pin No. 14 and No. 24. Measure resistance between breakout box test pin No. 14 and test pins No. 71 and 97 (VPWR). If any resistance measurement is more than 10,000 ohms, repair transfer case mechanical fault. If any resistance measurement is 10,000 ohms or less, repair short circuit and repeat QUICK TEST . CIRCUIT TEST Z - INTERMITTENT Diagnostic Aids

Perform this test when instructed during QUICK TEST or if directed by other test procedures. Before Helpmelearn February-12-08 7:09:14 PM

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continuing with this circuit test, ensure that the following areas are in good condition: z z z z z z

Air induction system. Vacuum hoses and connections. Wiring harness connectors. Fuel level and quality. Added aftermarket equipment. Base engine.

Fig. 88: Testing Typical PCM Output Control Circuit 1)Intermittent Test Procedure Proceed to the appropriate circuit test as follows: Helpmelearn February-12-08 7:09:14 PM

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INPUT CIRCUIT TEST PRIORITY Circuit ACCS BOO

(1)

CMP (4) DPFEGR ECT FP IAT IMRCM MAF OCTADJ O2S PF PSP TCS TFT TP TPB TR VSS (1) Input test (sensor) procedure.

(2)

Step 10) 1st 1st 1st 1st 1st 1st 1st 1st 1st 1st 1st 1st 1st 1st 1st 1st 1st 1st 1st

Step 30) 3rd 3rd 2nd

(3)

2nd 2nd 3rd 2nd 2nd 2nd 3rd 3rd 2nd 3rd N/A 3rd 3rd 3rd 3rd 3rd

(2)

Water soak check procedure.

(3)

Road test procedure.

(4)

Go to step 50) before performing WATER SOAK TEST.

Step 40) 2nd 2nd 3rd 3rd 3rd 2nd 3rd 3rd 3rd 2nd 2nd 3rd 2nd 2nd 2nd 2nd 2nd 2nd 2nd

OUTPUT CIRCUIT TEST PRIORITY Circuit ACP AIR EVAPCVA EVAPCP EPC EVRVR FPM HFC HTR11A HTR12A HTR21A

(1)

Step 20) 1st 1st 1st 1st 1st 1st 1st 1st 1st 1st 1st

(2)

Step 30) 3rd 3rd 3rd 3rd 3rd 3rd 3rd 3rd 3rd 3rd 3rd

(3)

Step 40) 2nd 2nd 2nd 2nd 2nd 2nd 2nd 2nd 2nd 2nd 2nd

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HTR22A IAC IMRC INJ LFC MIL SS1 SS2 SS3 TCTC (4) TCC TCIL WAC 4X4L (1) Output test (actuator) procedure.

1st 1st 1st 1st 1st 1st 1st 1st 1st 1st

3rd 3rd 3rd 3rd 3rd N/A 3rd 3rd 3rd 3rd

2nd 2nd 2nd 2nd 2nd 2nd 2nd 2nd 2nd 2nd

1st 1st 1st 1st

3rd N/A 3rd 3rd

2nd 2nd 2nd 2nd

(2)

Water soak check procedure.

(3)

Road test procedure.

(4)

Go to step 50) before performing WATER SOAK TEST.

NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 1) to step 10). No test procedures have been omitted.

10)Intermittent Input Test (Sensor) Procedure Turn ignition off. Connect scan tester to DLC. Access PIDs from the area of suspected wiring or component fault. Turn ignition on. While observing PID value, wiggle and pull on component wiring and connector. See PIN VOLTAGE/PID VALUE CHARTS article. Lightly tap on component. If PID value(s) is okay, go to next step. If sudden change occurs in PID value or PID value drops out of sensor range, isolate fault and repair as necessary. If fault cannot be located, replace suspect component. If replacement component does not repair fault, install original component and go to next step. 11) Leave ignition on with PIDs accessed. While observing PID value, wiggle and pull on wiring harness between suspect component and PCM. Lightly tap on component. If PID value(s) remain within specification, go to next step. If sudden change occurs in PID value or PID value drops out of sensor range, isolate fault and repair as necessary. If fault cannot be located, replace PCM. If replacement PCM does not repair fault, install original PCM. Return to step 1) and choose another procedure. 12)Intermittent Input KOER Wiggle Test Leave ignition on with PIDs accessed. Access PIDs from the area of suspected wiring or component fault. Start engine and allow to idle. While observing PID value, wiggle and pull on component wiring and connector. See PIN VOLTAGE/PID VALUE CHARTS article. Lightly tap on component. If PID value(s) is okay, go to next step. If sudden change occurs in PID value or PID value drops out of sensor range, isolate fault and repair as necessary. If fault cannot be located, replace suspect component. If replacement component does not repair fault, install original component and go to next step. Helpmelearn February-12-08 7:09:14 PM

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13) Leave engine running at idle speed with PIDs accessed. While observing PID value, wiggle and pull on wiring harness between suspect component and PCM. Lightly tap on component. If PID value(s) remain within specification, fault cannot be identified with this procedure. Return to step 1) and choose another procedure. If sudden change occurs in PID value or PID value drops out of sensor range, isolate fault and repair as necessary. If fault cannot be located, replace PCM. If replacement PCM does not repair fault, install original PCM. Return to step 1) and choose another procedure. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 13) to step 20). No test procedures have been omitted.

20)Intermittent Output Test (Actuator) Procedure If no symptoms or trouble codes are present, perform road test procedure specified insteps 40) through 43). Turn ignition off. Connect scan tester to DLC. Access PIDs from the area of suspected wiring or component fault. Record trouble codes in PCM memory, if present. Disconnect 104-pin connector from PCM. Install Breakout Box (014-000959). Connect PCM to breakout box. Connect positive lead of voltmeter to output control circuit of suspect component. See Fig. 88 . Connect negative lead to ground. Turn ignition on. Using scan tester, enter Output Test Mode. Activate suspect component. While observing voltmeter reading and PID value, lightly tap on component. Compare readings to specification. See PIN VOLTAGE/PID VALUE CHARTS article. If readings are correct and remain stable within one volt, go to next step. If readings are incorrect or unstable within one volt, replace component. If replacement component does not repair fault, install original component and go to next step. 21) Leave ignition on with PIDs accessed. While observing voltmeter reading and PID value, wiggle and pull on wiring harness between suspect component and PCM. Lightly tap on component. Compare readings to specification. See PIN VOLTAGE/PID VALUE CHARTS article. If readings are correct and remain stable within one volt, fault cannot be identified with this procedure. Return to step 1) and choose another procedure. If readings are incorrect or unstable within one volt, isolate fault and repair as necessary. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 21) to step 30). No test procedures have been omitted.

30)Intermittent Water Soak Check Procedure Turn ignition off. Connect scan tester to DLC. Access PIDs from the area of suspected wiring or component fault. Start engine and allow to idle. Spray water on suspect component, circuit and connector. Watch for fault indicated by incorrect PID value, sudden change in PID value or fluctuating engine speed. If no faults occur, go to next step. If fault occurs, isolate and repair as necessary. 31) With engine running, spray water on spark plugs, spark plug wires, ICM, CKP sensor and CMP sensor. Watch for fault indicated by incorrect PID value, sudden change in PID value or fluctuating engine speed. See PIN VOLTAGE/PID VALUE CHARTS article. If no faults occur, fault cannot be identified with this procedure. Return to step 1) and choose another procedure. If fault occurs, isolate and repair as necessary. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 31) to step 40). No test procedures have been omitted.

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40)Intermittent Road Test Procedure This procedure will monitor PIDs and components using a scan tester on a road test. An assistant is necessary for some procedures. This procedure is performed under 4 different conditions; KOEO, engine running at idle speed, 30 MPH and 55 MPH. Compare information with specifications listed in PIN VOLTAGE/PID VALUE CHARTS article. Turn ignition off. Connect scan tester to DLC. Access PIDs from the area of suspected wiring or fault. Compare values to KOEO values given in PIN VOLTAGE/PID VALUE CHARTS article. Watch for fault indicated by PID value out of specification. If no faults occur, go to next step. If fault occurs, go to step 10) for input system fault or step 20) for output system fault. 41) With scan tester connected to DLC, remain in PID access mode. Start engine and allow to idle. With engine warmed to operating temperature, watch for fault indicated by incorrect PID value, sudden change in PID value or fluctuating engine speed. Compare values to HOT IDLE values given in PIN VOLTAGE/PID VALUE CHARTS article. If values remain within specification, go to next step. If values do not remain within specification, go to step 10) for input system fault or step 20) for output system fault. 42) Leave scan tester connected to DLC in PID access mode. Ensure all accessories are off. Using an assistant, test drive vehicle at 30 MPH. Watch for fault indicated by incorrect PID value, sudden change in PID value or fluctuating engine speed. Compare values to 30 MPH values given in PIN VOLTAGE/PID VALUE CHARTS article. If values remain within specification, go to next step. If values do not remain within specification, go to step 10) for input system fault or step 20) for output system fault. 43) Leave scan tester connected to DLC in PID access mode. Test drive vehicle at 55 MPH. Watch for fault indicated by incorrect PID value, sudden change in PID value or fluctuating engine speed. Compare values to 55 MPH values given in J- PIN VOLTAGE/PID VALUE CHARTS article. If values remain within specification, fault cannot be identified with this procedure. Return to step 1) and choose another procedure. If values do not remain within specification, go to step 10) for input system fault or step 20) for output system fault. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 43) to step 50). No test procedures have been omitted.

50)Intermittent Ignition Test Procedure Ensure all accessories are off. Perform QUICK TEST . If trouble codes are present, service as necessary before continuing. If no trouble codes are present, connect Intermittent Ignition Analyzer (007-000075) and go to next step. If intermittent ignition analyzer is not available, return to step 1) and choose another procedure. 51) Turn ignition off. Ensure all accessories are off. Install correct overlay on front of tester panel. Install program cartridge in slot. Connect EI HIGH DATA RATE harness adapter to DIST tester. Ensure that CKP SIMULATION switch and WIGGLE TEST switch are off. Disconnect ICM wiring harness connector. Check connector terminals for damage or contamination and repair as necessary. Attach male ICM connector of tester to ICM wiring harness connector. Attach female ICM connector of tester to ICM. Turn ignition on and press tester RESET button. If tester performs self-test and VPWR LED comes on, go to step 53). If tester does not perform self-test or VPWR LED does not come on, go to next step. 52)Scan Tester Check Turn ignition off. Disconnect intermittent ignition analyzer. Connect jumper wire Helpmelearn February-12-08 7:09:14 PM

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between VPWR terminal of tester and positive battery terminal. Connect jumper wire between PWR GND terminal of tester and negative battery terminal. If tester passes self-test, go to step 220). If tester does not pass self-test, repair or replace as necessary and go to next step. 53)Recreate Fault Turn ignition on. Check Fault Memory and System Status LEDs. If LEDs are not on, go to next step. If LEDs are on, go to step 270). 54) Test drive vehicle. If vehicle will not start, crank engine for 5-10 seconds. If FAULT MEMORY or SYSTEM STATUS are not on, go to step 1). If FAULT MEMORY or SYSTEM STATUS LEDs are on, go to step 270). NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 54) to step 190). No test procedures have been omitted.

190)Check For VPWR Turn ignition on. Measure voltage between VPWR jack of intermittent ignition analyzer and negative battery terminal. If voltage is 6 volts or more, go to next step. If voltage is less than 6 volts, repair open in VPWR circuit to ICM. 191)Check PWR GND Circuit Turn ignition off. Measure resistance between PWR GND jack of intermittent ignition analyzer and negative battery terminal. If resistance is less than 5 ohms, go to next step. If voltage is 5 ohms or more, repair open in PWR GND circuit to ICM. 192)Wiggle Check Connect jumper wire between PWR GND jack of intermittent ignition analyzer and negative battery terminal. Shake and bend wiring harness and connectors. If the intermittent ignition analyzer performs reset, repair open in VPWR circuit to ICM. If the intermittent ignition analyzer does not perform reset, repair open in PWR GND circuit to ICM. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 192) to step 220). No test procedures have been omitted.

220)Check For Coil Faults Turn ignition on. Press ignition analyzer RESET button. If COIL FAULT MEMORY LED is off, go to next step. If COIL FAULT MEMORY LED is on or flashing, go to step 229). 221)Check CASE GND/CKP SHIELD Turn ignition on. If CASE GND/CKP SHIELD FAULT MEMORY LED is off, go to next step. If CASE GND/CKP SHIELD FAULT MEMORY is on or flashing, go to step 253). 222)Check CKP BIAS Leave ignition on. If CKP BIAS SYSTEM STATUS LED is on, go to next step. If CKP BIAS SYSTEM STATUS LED is off, go to step 243). 223) Test drive vehicle. If vehicle will not start, crank engine for 5-10 seconds. If COIL FAULT MEMORY LEDs are not on, go to next step. If COIL FAULT MEMORY LEDs are on, go to step 229). 224) Leave ignition on. If CASE GND/CKP SHIELD FAULT MEMORY LEDs are not on, go to next step. If CASE GND/CKP SHIELD FAULT MEMORY LEDs are on, go to step 253). 225) Leave ignition on. If CKP FAULT MEMORY LEDs are not on, go to next step. If CKP FAULT MEMORY LEDs are on, go to step 247). 226) Leave ignition on. If CTO FAULT MEMORY LEDs are not on, go to next step. If CTO FAULT MEMORY LEDs are on, go to step 239). 227) Leave ignition on. If CKP SIGNAL SYSTEM STATUS LEDs are on, ignition system is okay and testing is complete. If CKP SIGNAL SYSTEM STATUS LEDs are not on, go to step 247). Helpmelearn February-12-08 7:09:14 PM

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NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 227) to step 229). No test procedures have been omitted.

229)VBATC Circuit Check Turn ignition off. Disconnect ignition coil packs. Connect Intermittent Ignition Analyzer (007-000075). Turn ignition on. Measure voltage between B+ terminal at ignition coil pack wiring harness connector and PWR GND jack of ignition analyzer. If voltage is 10-14 volts, go to next step. If voltage is not 10-14 volts, repair open in B+ circuit. 230)Check For Short Turn ignition off. Measure resistance between PWR GND jack and COIL jack of ignition analyzer. Measure resistance between VPWR jack and COIL jack of ignition analyzer. If resistance is 6000 ohms or more, go to next step. If resistance is less than 6000 ohms, go to step 236). 231)Check Coil Line Resistance Turn ignition off. Measure resistance between each COIL jack of ignition analyzer and same terminal at ignition coil harness connector. If resistance is 5000 ohms or less, go to next step. If resistance is more than 5000 ohms, repair circuit and retest system. 232)Check Coil Line For Short Leave ignition off. Measure resistance between each COIL jack of ignition analyzer. If resistance is 10,000 ohms or more, go to next step. If resistance is less than 10,000 ohms, go to step 237). 233)Check For Hard Faults Reconnect coil packs. Turn ignition on. Press ignition analyzer RESET button. Wait for initialization and coil test. If COIL FAULT MEMORY LED is off, go to next step. If CKP SHD LED is on or flashing, go to step 238). 234)Wiggle Test Mode B Turn intermittent ignition analyzer WIGGLE TEST switch on. Turn MODE switch to "B". Press RESET button and wait 5 seconds for initialization. If fault memory LEDs are off, go to next step. If any fault memory LEDs are on, press RESET button and continue to test until intermittent is located. 235) Turn ignition off. Disconnect coil packs. Turn ignition on. Press RESET button and wait 5 seconds for initialization. If fault memory LEDs are off, replace PCM. If any fault memory LEDs are on, press RESET button and continue to test until intermittent is located. 236)Circuit Check Turn ignition off. Disconnect PCM. Reconnect DIST to vehicle harness. Measure resistance between each COIL jack and PWR GND jack of ignition analyzer. Measure resistance between COIL jack and VPWR jack. If resistance is 10,000 ohms or more, replace PCM. If resistance is less than 10,000 ohms, repair open in COIL circuit. 237) Turn ignition off. Disconnect PCM. Measure resistance between each COIL jack and all other COIL jacks of intermittent ignition analyzer. If each resistance is 10,000 ohms or more, replace PCM. If resistance is less than 10,000 ohms, repair open in COIL circuit. 238)System Visual Check Leave ignition off. Check ignition system for damage, loose connections or corrosion. Repair if necessary. If ignition system looks okay, replace ignition coil pack(s). 239)Circuit Check Turn ignition off. Measure resistance between CTO jack and PWR GND jack of ignition analyzer. Measure resistance between CTO jack and VPWR jack. If resistance is 1000 ohms or less, go to next step. If resistance is more than 1000 ohms, go to step 241). 240) Leave ignition off. Disconnect PCM. Reconnect DIST to vehicle harness. Measure resistance between CTO jack and PWR GND jack of ignition analyzer. Measure resistance between CTO jack and VPWR jack. If resistance is 1000 ohms or more, replace PCM. If resistance is less than 1000 ohms, repair fault in CTO circuit. 241)Wiggle Test Mode B Turn ignition on. Turn WIGGLE TEST switch on. Set MODE switch to "B". Press intermittent ignition analyzer RESET button and wait 5 seconds for initialization. If all fault Helpmelearn February-12-08 7:09:14 PM

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memory LEDs are off, go to next step. If any fault memory LEDs are on, press RESET button and continue to test until intermittent is located. 242) For 4 or 6 cylinder models, set MODE switch to "A". For 8 cylinder models, set MODE switch to "C". Press intermittent ignition analyzer RESET button and wait 5 seconds for initialization. If all fault memory LEDs are off, replace PCM and retest. If any fault memory LEDs are on, press RESET button and continue to test until intermittent is located. 243)Check CKP BIAS Turn ignition off. Disconnect CKP sensor harness connector. Turn ignition on. Press ignition analyzer RESET button and wait 5 seconds for initialization. If CKP BIAS SYSTEM STATUS LEDs are off, go to next step. If CKP BIAS SYSTEM STATUS LEDs are on, go to step 245). 244) Turn ignition off. Disconnect PCM. Reconnect DIST to vehicle harness. Measure resistance between CKP+ jack and PWR GND jack of ignition analyzer. Measure resistance between CKP+ jack and VPWR jack. If resistance is 10,000 ohms or more, replace PCM. If resistance is less than 10,000 ohms, repair fault in CKP circuit. 245)Circuit Check Leave ignition off. Measure resistance between CKP- jack and PWR GND jack of ignition analyzer. Measure resistance between CKP- jack and VPWR jack. If resistance is 10,000 ohms or less, go to next step. If resistance is more than 10,000 ohms, replace CKP sensor and retest. 246) Turn ignition off. Disconnect PCM. Reconnect DIST to vehicle harness. Measure resistance between CKP- jack and PWR GND jack of ignition analyzer. Measure resistance between CKP- jack and VPWR jack. If resistance is 10,000 ohms or more, replace PCM. If resistance is less than 10,000 ohms, repair fault in CKP circuit. 247)Check CKP Signal Press ignition analyzer RESET button and wait 5 seconds for initialization. Crank or start engine. If CKP SIGNAL SYSTEM STATUS LEDs are off, go to next step. If CKP SIGNAL SYSTEM STATUS LEDs are on, go to step 252). 248)Circuit Check Turn ignition off. Disconnect CKP sensor. Measure resistance between CKP+ terminal of CKP sensor wiring harness connector and CKP+ jack of intermittent ignition analyzer. Measure resistance between CKP- terminal of CKP sensor wiring harness connector and CKP- jack of intermittent ignition analyzer. If both resistance measurements are less than 5000 ohms, go to next step. If resistance is 5000 ohms or more, repair CKP circuit and retest. 249) Leave ignition off. Measure resistance between CKP+ jack and CKP- jack of ignition analyzer. If resistance is less than 10,000 ohms, go to next step. If resistance is 10,000 ohms or more, go to step 251). 250) Leave ignition off. Disconnect PCM. Reconnect DIST to vehicle harness. Measure resistance between CKP+ jack and CKP- jack of ignition analyzer. If resistance is less than 10,000 ohms, repair CKP circuit and retest. If resistance is 10,000 ohms or more, replace PCM and retest. 251)Sensor Check Turn ignition off. Inspect CKP sensor and data wheel for damage, correct alignment and air gap. Service sensor and data wheel as necessary. If no problems are found, replace CKP sensor. 252)Wiggle Test Mode B Turn ignition on. Turn WIGGLE TEST switch on. Set MODE switch to "B". Press intermittent ignition analyzer RESET button and wait 5 seconds for initialization. If any fault memory LEDs are off, go to next step. If any fault memory LEDs are on, press RESET button and continue to test until intermittent is located. 253)Check CKP SHD For Short To Power Measure resistance between CASE GND/CKP SHD jack and VPWR jack of ignition analyzer. If resistance is less than 10,000 ohms, go to next step. If resistance is 10,000 ohms or more, go to step 255). 254)Isolate Short Leave ignition off. Disconnect PCM. Reconnect DIST to vehicle harness. Measure resistance between CASE GND/CKP SHD jack and VPWR jack of ignition analyzer. If resistance is less Helpmelearn February-12-08 7:09:14 PM

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than 10,000 ohms, repair CASE GND/CKP SHD circuit and retest. If resistance is 10,000 ohms or more, replace PCM and retest. 255)Wiggle Test Mode B Turn ignition on. Turn WIGGLE TEST switch on. Set MODE switch to "B". Press intermittent ignition analyzer RESET button and wait 5 seconds for initialization. If any fault memory LEDs are off, repair CASE GND/CKP SHD circuit and retest. If any fault memory LEDs are on, press RESET button and continue to test until intermittent is located. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 255) to step 270). No test procedures have been omitted.

270)Check For Coil Fault If COIL FAULT MEMORY LED is off, go to next step. If COIL FAULT MEMORY LED is on, go to step 277). 271)Check For IDM Fault If IDM FAULT MEMORY LED is off, go to next step. If IDM FAULT MEMORY is on or flashing, go to step 287). 272)Check PIP Active Fault If PIP ACTIVE SYSTEM STATUS LED is on, go to next step. If PIP ACTIVE SYSTEM STATUS LED is off, go to step 291). 273) If PIP FAULT MEMORY LED is off, go to next step. If PIP FAULT MEMORY LED is on, go to step 291). 274) If PIP DUTY FAULT MEMORY LED is off, go to next step. If PIP DUTY FAULT MEMORY LED is on, go to step 291). 275)Check For Base Timing Fault If BASE TIMING SYSTEM STATUS LED is off, go to next step. If BASE TIMING SYSTEM STATUS LED is on, go to step 302). 276)Check For SPOUT Fault If SPOUT FAULT MEMORY LED is off, go to step 59). If SPOUT FAULT MEMORY LED is on, go to step 310). 277)Check Coil Voltage Turn ignition on. Measure voltage between COIL jack and IGN GND jack of ignition analyzer. If voltage is 10-14 volts, go to next step. If voltage is not 10-14 volts, go to step 280). 278)Check For Short To PWR Turn ignition off. Disconnect ignition coil. Measure resistance between COIL jack and ICM PWR jack of ignition analyzer. If resistance is 2000 ohms or less, go to next step. If resistance is more than 2000 ohms, go to step 284). 279) Turn ignition off. Disconnect ICM. Measure resistance between COIL jack and ICM PWR jack of ignition analyzer. If resistance is 10,000 ohms or less, repair circuit and retest. If resistance is less than 2000 ohms, replace ICM. 280)Check Coil Pack PWR Turn ignition off. Disconnect ignition coil. Turn ignition on. Measure voltage between COIL jack and IGN GND jack of ignition analyzer. If voltage is 10-14 volts, go to next step. If voltage is not 10-14 volts, repair circuit and retest. 281)Check For Short To GND Turn ignition off. Measure resistance between COIL jack and ICM GND jack of ignition analyzer. If resistance is 10,000 ohms or more, go to next step. If resistance is less than 10,000 ohms, go to step 283). 282)Check Harness Resistance Turn ignition off. Measure resistance between COIL jack of ignition analyzer and COIL terminal of harness connector. If resistance is 5 ohms or more, repair circuit. If resistance is less than 5 ohms, replace ignition coil. 283)Check Harness For Short To GND Turn ignition off. Disconnect ICM. Measure resistance between COIL jack and ICM GND jack of ignition analyzer. If resistance is 10,000 ohms or more, replace ICM. If Helpmelearn February-12-08 7:09:14 PM

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resistance is less than 10,000 ohms, repair circuit. 284)Check Coil Reconnect coil. Turn ignition on. Press ignition analyzer RESET button and wait 5 seconds for initialization. If COIL FAULT MEMORY LED is on, replace coil. If COIL FAULT MEMORY LED is off, go to next step. 285)Wiggle Test Mode B Turn ignition on. Turn WIGGLE TEST switch on. Set MODE switch to "B". Press RESET button and wait 5 seconds for initialization. If all fault memory LEDs are off, go to next step. If any fault memory LEDs are on, press RESET button and continue to test until intermittent is located. 286) Turn ignition off. Disconnect coil. Turn ignition on. Press ignition analyzer RESET button and wait 5 seconds for initialization. If all fault memory LEDs are off, replace ICM and retest. If any fault memory LEDs are on, press RESET button and continue to test until intermittent is located. 287)Perform QUICK TEST If any KOEO or KOER DTCs are present, go to appropriate CIRCUIT TEST. If Continuous Memory DTC P1351 is present, go to step 289). If no DTCs are present, go to next step. 288)Wiggle Test Mode B Turn ignition on. Turn WIGGLE TEST switch on. Set MODE switch to "B". Press RESET button and wait 5 seconds for initialization. If any fault memory LEDs are on, press RESET button and continue to test until intermittent is located. If all fault memory LEDs are off, fault cannot be duplicated at this time. Go to step 1) and choose another procedure. 289) Turn ignition off. Install EEC-V Breakout Box (014-00950) leaving PCM disconnected. Measure resistance between IDM/START jack of intermittent ignition analyzer test pin No. 48 at the breakout box. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open circuit and retest. 290)Wiggle Test ROVING Turn ignition off. Connect PCM to breakout box. Using jumper wire, connect ROVING jack of intermittent ignition analyzer to test pin No. 48 at the breakout box. Turn WIGGLE TEST switch on. Set MODE switch to "B". Press RESET button and wait 5 seconds for initialization. If all fault memory LEDs are off, fault cannot be duplicated at this time. Go to step 1) and choose another procedure. 291)Check For Short Turn ignition off. Measure resistance between IGN GND jack and PIP jack of intermittent ignition analyzer. Measure resistance between ICM PWR jack and PIP jack of intermittent ignition analyzer. If both resistance measurements are 10,000 ohms or more, go to next step. If resistance is less than 10,000 ohms, go to step 294). 292)Check Circuit Resistance Turn ignition off. Disconnect distributor connector. Measure resistance between PIP jack of ignition analyzer and PIP terminal of distributor connector. If resistance is 5 ohms or more, repair circuit and retest. If resistance is less than 5 ohms, go to next step. 293)Wiggle Test Mode B Turn ignition off. Reconnect distributor connector. Turn ignition on. Turn WIGGLE TEST switch on. Set MODE switch to "B". Press RESET button and wait 5 seconds for initialization. If all fault memory LEDs are off, go to next step. If any fault memory LEDs are on, press RESET button and continue to test until intermittent is located. 294)Wiggle Test Mode A Leave ignition on. Set MODE switch to "A". Press RESET button and wait 5 seconds for initialization. If all fault memory LEDs are off, go to next step. If any fault memory LEDs are on, press RESET button and continue to test until intermittent is located. 295)Wiggle Test Mode C Leave ignition on. Set MODE switch to "C". Press RESET button and wait 5 seconds for initialization. If all fault memory LEDs are off, go to next step. If any fault memory LEDs are on, press RESET button and continue to test until intermittent is located. Helpmelearn February-12-08 7:09:14 PM

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296)Wiggle Test ROVING Turn ignition off. Using jumper wire, connect ROVING jack and PIP jack of intermittent ignition analyzer. Turn ignition on. Set MODE switch to "B". Press RESET button and wait 5 seconds for initialization. If all fault memory LEDs are off, go to next step. If any fault memory LEDs are on, press RESET button and continue to test until intermittent is located. 297)Wiggle Test ROVING At PCM Turn ignition off. Install EEC-V Breakout Box (014-00950) leaving PCM disconnected. Using jumper wire, connect ROVING jack of intermittent ignition analyzer to test pin No. 49 at the breakout box. Turn ignition on. Press RESET button and wait 5 seconds for initialization. If all fault memory LEDs are off, go to next step. If any fault memory LEDs are on, press RESET button and continue to test until intermittent is located. 298)PIP Sensor Check Turn ignition off. Remove distributor cap. Inspect PIP sensor and pulse wheel for damage, correct mounting and alignment. Service sensor and data wheel as necessary. If no problems are found, go to next step. 299)Check For Short Turn ignition off. Disconnect PCM. Measure resistance between IGN GND jack and PIP jack of ignition analyzer. Measure resistance between ICM PWR jack and PIP jack of ignition analyzer. If both resistance measurements are 10,000 ohms or more, replace PCM. If either resistance measurement is less than 10,000 ohms, go to next step. 300) Leave ignition off. Disconnect ICM. Measure resistance between IGN GND jack and PIP jack of ignition analyzer. Measure resistance between ICM PWR jack and PIP jack of ignition analyzer. If both resistance measurements are 10,000 ohms or more, replace ICM. If either resistance measurement is less than 10,000 ohms, go to next step. 301) Leave ignition off. Disconnect distributor harness connector. Measure resistance between IGN GND jack and PIP jack of ignition analyzer. Measure resistance between ICM PWR jack and PIP jack of ignition analyzer. If both resistance measurements are 10,000 ohms or more, repair or replace PIP sensor harness. If either resistance measurement is less than 10,000 ohms, go to next step. 302)Check Base Timing Status If BASE TIMING LED is on continuously with no FAULT MEMORY LEDs, replace ICM. If LEDs are not as specified, go to next step. 303) Turn ignition off. Measure resistance between IGN GND jack and SPOUT jack of ignition analyzer. Measure resistance between ICM PWR jack and SPOUT jack of ignition analyzer. If both resistance measurements are 10,000 ohms or more, go to next step. If either resistance measurement is less than 10,000 ohms, go to step 310). 304)Check SPOUT Circuit Resistance Turn ignition off. Disconnect PCM. Measure resistance between SPOUT jack of ignition analyzer and test pin No. 50 at the breakout box. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair circuit and retest. 305)Check PIP Circuit Resistance Leave ignition off. Measure resistance between PIP jack of ignition analyzer and test pin No. 50 at the breakout box. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair circuit and retest. 306)Check IGN GND Circuit Resistance Leave ignition off. Measure resistance between IGN GND jack of ignition analyzer and test pin No. 23 at the breakout box. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair circuit and retest. 307)Wiggle Test Mode B With ignition off, reconnect PCM. Turn ignition on. Turn WIGGLE TEST switch on. Set MODE switch to "B". Press RESET button and wait 5 seconds for initialization. If all fault memory LEDs are off, go to next step. If any fault memory LEDs are on, press RESET button and continue to test until intermittent is located. 308)Wiggle Test Mode C Leave ignition on. Set MODE switch to "C". Press RESET button and wait 5 Helpmelearn February-12-08 7:09:14 PM

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seconds for initialization. If all fault memory LEDs are off, go to next step. If any fault memory LEDs are on, press RESET button and continue to test until intermittent is located. 309)Wiggle Test ROVING At PCM Turn ignition off. Install EEC-V Breakout Box (014-00950) leaving PCM disconnected. Using jumper wire, connect ROVING jack of intermittent ignition analyzer to test pin No. 36 at the breakout box. Turn ignition on. Press RESET button and wait 5 seconds for initialization. If all fault memory LEDs are off, replace PCM. If any fault memory LEDs are on, press RESET button and continue to test until intermittent is located. 310)Check Harness & PCM For Shorts Turn ignition off. Disconnect ICM. Measure resistance between IGN GND jack and SPOUT jack of ignition analyzer. Measure resistance between ICM PWR jack and SPOUT jack of ignition analyzer. If both resistance measurements are 10,000 ohms or more, replace ICM and retest. If either resistance measurement is less than 10,000 ohms, go to step 310). 311)Check Harness & PCM For Shorts Turn ignition off. Disconnect PCM. Measure resistance between IGN GND jack and SPOUT jack of ignition analyzer. Measure resistance between ICM PWR jack and SPOUT jack of ignition analyzer. If both resistance measurements are 10,000 ohms or more, replace PCM and retest. If either resistance measurement is less than 10,000 ohms, repair or replace harness and retest. 312)Check ICM GND Turn ignition off. Measure resistance between negative battery terminal and IGN GND jack of ignition analyzer. If resistance is 5 ohms or less, go to next step. If resistance is more than 5 ohms, go to step 315). 313)Check ICM PWR Turn ignition on. Measure voltage between negative battery terminal and IGN PWR jack of ignition analyzer. If voltage is 6 volts or more, go to next step. If voltage is less than 6 volts, repair ICM PWR circuit and retest. 314) Turn ignition off. Connect jumper wire between negative battery terminal and IGN GND jack of ignition analyzer. Turn ignition on. Press RESET button and wait 5 seconds for initialization. If ignition analyzer resets, repair ICM PWR circuit and retest. If ignition analyzer does not reset, repair IGN GND circuit and retest. 315)Check Circuit Resistance Turn ignition off. Disconnect distributor connector. Measure resistance between IGN GND jack of ignition analyzer and IGN GND terminal of distributor connector. If resistance is 5 ohms or more, repair circuit and retest. If resistance is less than 10,000 ohms, go to next step. 316)Check Distributor Ground Leave ignition off. Measure resistance between negative battery terminal and metal surface of distributor. If resistance is 5 ohms or more, check distributor for correct mounting, negative battery cable ground connection and distributor ground circuit. If resistance is less than 5 ohms, service or replace PIP sensor or harness.

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ENGINE PERFORMANCE Self-Diagnostics - EEC-V - 5.0L

INTRODUCTION Perform all steps in BASIC TESTING - 5.0L article in this section. If no fault is found while performing basic diagnostic procedures, proceed with self-diagnostics. If no diagnostic trouble codes or only pass codes are found during self-diagnostics, proceed to TESTS W/O CODES - 5.0L article in this section for diagnosis by symptom.

These codes are used to diagnose intermittent problems. Continuous Memory Codes are retrieved after KOEO SELF-TEST . These codes indicate a fault that may or may not be present at time of testing. After noting and/or repairing fault, clear codes from memory. See CLEARING CODES . Intermittent faults may be caused by a sensor, connector or wiring-related problem. See INTERMITTENTS in TESTS W/O CODES - 5.0L article. CAUTION: Continuous Memory Codes should be recorded when retrieved. These codes may be used to identify intermittent problems that exist after all Helpmelearn February-12-08 7:14:17 7:13:16 PM

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Fig. 1: Data Link Connector (DLC) Terminals Courtesy of FORD MOTOR CO. READING CODES KOEO & KOER SELF-TEST Codes

If self-test will not activate or TOOL COMMUNICATION ERROR is received, go to CIRCUIT TEST QA , step 1).

Pass Codes

After a PCM reset procedure, the following conditions will be met: Helpmelearn February-12-08 7:13:17 PM

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z z z z z

To perform PCM reset using NGS scan tester, ensure connectors are properly connected. Program scan tester using the following steps: z z z z z z

QUICK TEST Description

Following procedures are functional tests of EEC-V system. These basic test steps must be followed in sequence to avoid misdiagnosis. z z z z z z

Visual Check Equipment Hookup KOEO (Key On Engine Off) SELF-TEST KOER (Key On Engine Running) SELF-TEST Computed Timing Check Continuous Memory Self-Test

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Diagnostic Aids

After each service or repair procedure has been completed, repeat QUICK TEST to ensure all EEC-V systems work properly and diagnostic trouble codes are no longer present. VISUAL CHECK Complete all steps in BASIC TESTING - 5.0L article before proceeding to self-diagnostic tests. Ensure vacuum hoses and EEC-V 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 accessories. EQUIPMENT HOOKUP Connect appropriate test equipment to vehicle as follows: Generic Scan Tester

Ensure scan tester meets or exceeds OBD-II standard. Follow manufacturer's instructions to hook up equipment and record diagnostic trouble codes. New Generation STAR (NGS) Tester

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Select vehicle and engine selection menu. See Fig. 3 . Select year, engine, model and any additional information requested by scan tester. Select DIAGNOSTIC DATA LINK.

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z z z z z

Select PCM - POWERTRAIN CTRL MODULE. Select DIAGNOSTIC TEST MODE. Select KOEO ON-DEMAND SELF-TEST. Turn ignition on. Follow operating instructions from scan tester menu.

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z z z z z z z z

Select vehicle and engine selection menu. See Fig. 3 . Select year, engine, model and any additional information requested by scan tester. Select DIAGNOSTIC DATA LINK. Select PCM - POWERTRAIN CTRL MODULE. Select DIAGNOSTIC TEST MODES. Select RETRIEVE/CLEAR CONTINUOUS DTCs. Turn ignition on. Follow operating instructions from scan tester menu.

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Fig. 3: New Generation Star (NGS) Main Menu & Mode Paths Courtesy of FORD MOTOR CO.

ADDITIONAL SYSTEM FUNCTIONS Helpmelearn February-12-08 7:13:17 PM

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NOTE:

Additional diagnostic system features are available to help diagnose driveability problems and service EEC-V systems.

GENERIC OBD-II PARAMETER IDENTIFICATION (PID) Turn ignition switch to OFF position. Ensure test equipment is properly attached. Program scan tester using the following steps: z z z z z z z

Select vehicle and engine selection menu (optional). See Fig. 3 . Select year, engine, model and any additional information requested by scan tester (optional). Select GENERIC OBD-II OPTIONS. Press CONT button if monitors are not complete. Select PID/DATA MONITOR. Turn ignition on or start engine and allow to idle. Follow operating instructions from scan tester menu. Select PIDs and press START.

NON-GENERIC OBD-II PARAMETER IDENTIFICATION (PID) Turn ignition switch to OFF position. Ensure test equipment is properly attached. Program scan tester using the following steps: z z z z z z z z z z

Select vehicle and engine selection menu (optional). See Fig. 3 .

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z z z z z

Select vehicle and engine selection menu (optional). See Fig. 3 . Select year, engine, model and any additional information requested by scan tester (optional). Follow operating instructions from scan tester menu. Select GENERIC OBD-II FUNCTIONS. Press CONT button if OBD-II monitors are not complete. Turn ignition on. Select FREEZE FRAME PID TESTS.

Select vehicle and engine selection menu (optional). See Fig. 3 . Select year, engine, model and any additional information requested by scan tester (optional). Follow operating instructions from scan tester menu. Select GENERIC OBD-II FUNCTIONS. Select OXYGEN SENSOR TESTS. Select appropriate oxygen sensor test and follow menu instructions.

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To access OUTPUT TEST MODE, turn ignition switch to OFF position. Ensure test equipment is properly attached. Program scan tester using the following steps: z z z z z z z z z z z z z

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Fig. 4: Identifying Catalyst Efficiency Monitor Components Courtesy of FORD MOTOR CO.

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1997 Ford Explorer ENGINE PERFORMANCE Self-Diagnostics - EEC-V - 5.0L

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1997 Ford Explorer ENGINE PERFORMANCE Self-Diagnostics - EEC-V - 5.0L

Fig. 6: Identifying Comprehensive Component Monitor Circuits Courtesy of FORD MOTOR CO. EVAPORATIVE EMISSION (EVAP) PURGE FLOW SYSTEM MONITOR NOTE:

Helpmelearn February-12-08 7:13:17 PM

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1997 Ford Explorer ENGINE PERFORMANCE Self-Diagnostics - EEC-V - 5.0L

Fig. 7: Identifying Purge System Monitor Components Courtesy of FORD MOTOR CO. EVAPORATIVE EMISSION (EVAP) VAPOR MANAGEMENT FLOW SYSTEM MONITOR Helpmelearn February-12-08 7:13:17 PM

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1997 Ford Explorer ENGINE PERFORMANCE Self-Diagnostics - EEC-V - 5.0L

NOTE:

Helpmelearn February-12-08 7:13:17 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer ENGINE PERFORMANCE Self-Diagnostics - EEC-V - 5.0L

Fig. 8: Identifying EVAP Vapor Management Flow System Monitor Components Courtesy of FORD MOTOR CO. EVAPORATIVE EMISSION (EVAP) RUNNING LOSS SYSTEM MONITOR NOTE:

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1997 Ford Explorer ENGINE PERFORMANCE Self-Diagnostics - EEC-V - 5.0L

P0453 and P1451 are tested as part of the Comprehensive Component Monitor (CCM).

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1997 Ford Explorer ENGINE PERFORMANCE Self-Diagnostics - EEC-V - 5.0L

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1997 Ford Explorer ENGINE PERFORMANCE Self-Diagnostics - EEC-V - 5.0L

z z

z z z

Heated Oxygen Sensor (HO2S) system DTC is stored in memory, and Malfunction Indicator Light (MIL) is turned on after HO2S monitor detects a malfunction on 2 consecutive drive cycles.

Helpmelearn February-12-08 7:13:18 PM

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1997 Ford Explorer ENGINE PERFORMANCE Self-Diagnostics - EEC-V - 5.0L

Fig. 15: Identifying Secondary Air Injection System Monitor Components (Belt Driven Air Pump) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer ENGINE PERFORMANCE Self-Diagnostics - EEC-V - 5.0L

VEHICLE PREPARATION FOR OBD-II OR MONITOR REPAIR VERIFICATION DRIVE CYCLE NOTE:

Vehicles equipped with Power Take Off (PTO) must have this system disengaged before proceeding. Verify by viewing the PTO PID for OFF status.

The IAT PID must be between 50-100° F (10-38°C) during the OBD II drive cycle to enter into all the OBD II monitors. The FLI PID must be between 15% and 85% at all times.

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1997 Ford Explorer ENGINE PERFORMANCE Self-Diagnostics - EEC-V - 5.0L

Comprehensive Component Monitor Repair Verification Drive Cycle

Ambient air temperature or IAT PID must read a minimum of 32°F (0°C) to initiate the EGR monitor.

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1997 Ford Explorer ENGINE PERFORMANCE Self-Diagnostics - EEC-V - 5.0L

During the drive cycle or hot ambient temperatures, fuel vapor (from the canister and/or tank) may keep the test from starting. The following be observed on the scan tool when either: z

The EVAPPDC PID never reaches 75% with stable FLI and FTP PID readings. The EVAPCV PID never goes to 100% (canister vent never closes) when the EVAPPDC PID is above the 75% minimum to start the test.

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1997 Ford Explorer ENGINE PERFORMANCE Self-Diagnostics - EEC-V - 5.0L

z z z z

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1997 Ford Explorer ENGINE PERFORMANCE Self-Diagnostics - EEC-V - 5.0L

Vehicle Preparation z

SUMMARY If no diagnostic trouble code is present but driveability problem still exists, proceed to TESTS W/O CODES 5.0L article for symptom diagnosis or intermittent diagnostic procedures.

DIAGNOSTIC TROUBLE CODE (DTC) REFERENCE CHARTS DTC REFERENCE CHART

Circuit Test/Step: KOEO DC/20 DA/20 DA/10 DA/20

Circuit Test/Step: KOER DC/6 DC/20 DA/20 DA/10 DA/20

Circuit Test/Step: CONT. DC/6 DC/20 DA/90 DA/90 DA/90

DA/10

DA/90

DH/22

DH/11 DH/8 -

DH/11 DH/8 DA/100

H/27

H/20

H/30

H/80

H/30

H/27

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1997 Ford Explorer ENGINE PERFORMANCE Self-Diagnostics - EEC-V - 5.0L

P0153 P0155 P0156 P0161 P0171 P0172 P0174 P0175 P0222 P0223 P0230 P0231 P0232 P0300 P0301 P0302 P0303 P0304 P0305 P0306 P0307 P0308 P0320 P0325 P0326 P0330 P0331 P0340 P0350 P0351

HO2S Sensor Circuit Slow Response (HO2S-21) HO2S Sensor Circuit Malfunction (HO2S11) HO2S Sensor Circuit Malfunction (HO2S22) HO2S Sensor Circuit Malfunction (HO2S22) System To Lean (Bank 1) System To Rich (Bank 1) System To Lean (Bank 2) System To Rich (Bank 2) Throttle Position Sensor B Low Input Throttle Position Sensor B High Input Fuel Pump Primary Circuit Malfunction Fuel Pump Secondary Circuit Low Input Fuel Pump Secondary Circuit High Input Random Misfire Misfire Detection Monitor - Cylinder No. 1 Misfire Detection Monitor - Cylinder No. 2 Misfire Detection Monitor - Cylinder No. 3 Misfire Detection Monitor - Cylinder No. 4 Misfire Detection Monitor - Cylinder No. 5 Misfire Detection Monitor - Cylinder No. 6 Misfire Detection Monitor - Cylinder No. 7 Misfire Detection Monitor - Cylinder No. 8 Ignition Engine Speed Input Circuit Malfunction Knock Sensor 1 Circuit Malfunction (Bank 1) Knock Sensor 1 Circuit Range/Performance (Bank 1) Knock Sensor 2 Circuit Malfunction (Bank 2) Knock Sensor 2 Circuit Range/Performance (Bank 2) Camshaft Position Sensor Circuit Malfunction Ignition Coil Primary/Secondary Circuit Malfunction Ignition Coil A Primary/Secondary Circuit Malfunction

H/20

H/30

H/80

H/30

HT/1 HT/10 KA/1 KA/20 KA/10 -

HT/1 HT/10 KA/1 KA/20 KA/10 HD/1 HD/1 HD/1 HD/1 HD/1 HD/1 HD/1 HD/1 HD/1 -

H/41 H/41 H/41 H/41 HT/1 HT/10 KA/40 KA/35 KA/30 HD/1 HD/1 HD/1 HD/1 HD/1 HD/1 HD/1 HD/1 HD/1 NC/1

DG/1

DR/1

JE/90

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1997 Ford Explorer ENGINE PERFORMANCE Self-Diagnostics - EEC-V - 5.0L

P0352 Ignition Coil B Primary/Secondary Circuit Malfunction P0353 Ignition Coil C Primary/Secondary Circuit Malfunction P0354 Ignition Coil D Primary/Secondary Circuit Malfunction P0401 EGR Flow Insufficient Detected P0402 EGR Flow Excessive Detected P0411 Secondary Air Injection System - Electric Air Pump P0412 Secondary Air Injection System Circuit Malfunction P0413 Secondary Air Injection System P0414 Secondary Air Injection System P0416 Secondary Air Injection System P0417 Secondary Air Injection System P0420 Catalyst System Efficiency Below Threshold (Bank 1) P0430 Catalyst System Efficiency Below Threshold (Bank 2) P0442 Evaporative Emission Control System Leak Detected (Small Leak) P0443 Evaporative Emission Control System Canister Purge Valve Circuit Malfunction P0446 Evaporative Emission Control System Excessive Fuel Tank Vacuum P0452 FTP Sensor Circuit Low Voltage Detected P0453 FTP Sensor Circuit High Voltage Detected P0455 Evaporative Emission Control System Leak Detected (No Purge Flow Or Large Leak) P0500 Vehicle Speed Sensor Malfunction P0501 Vehicle Speed Sensor Range/Performance P0503 Vehicle Speed Sensor Intermittent P0505 Vehicle Speed Sensor Intermittent P0603 Powertrain Control Module KAM Test Error P0605 Powertrain Control Module Read Only Memory Error P0703 Brake Switch Circuit Input Malfunction P0704 Clutch Pedal Position Switch Malfunction P0705 Digital Transmission Range Sensor/Transmission Range Sensor Malfunction

JE/90

HJ/30 HJ/40 HM/7

HM/1

HM/75 HM/75 HM/75 HM/75 -

HM/75 HM/75 HM/75 HM/75 HF/1

HF/1

HX/1

HX/7

HX/6

HX/13

HX/22 HX/28 -

HX/22 HX/28 HX/39

QB/1

KE/2 -

DP/1 DP/1 DP/20 -

Replace PCM

TA/1

(1)

Replace PCM FD/3 TA/1 -

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1997 Ford Explorer ENGINE PERFORMANCE Self-Diagnostics - EEC-V - 5.0L

P0707

P0708

P0712 P0713 P0720 P0721 P0741

Digital Transmission Range Sensor/Transmission Range Sensor Circuit Low Voltage Digital Transmission Range Sensor/Transmission Range Sensor Circuit High Voltage Transmission Fluid Temperature Sensor Circuit Grounded Transmission Fluid Temperature Sensor Circuit Open Insufficient Input From Output Shaft Speed Sensor Noise Interference On Output Shaft Speed Sensor Signal Torque Converter Clutch Slippage

P0743 Torque Converter Clutch Solenoid Circuit Failure P0750 Shift Solenoid 1 Circuit Failure

(1)

P0751

Shift Solenoid 1 Functional Failure

(1)

P0755

Shift Solenoid 2 Circuit Failure

(1)

P0756

Shift Solenoid 2 Functional Failure

(1)

P0781

1-2 Shift Error

(1)

P0782

2-3 Shift Error

(1)

P0783

3-4 Shift Error

(1)

P1000

Monitor Testing Not Complete

(2)

P1001

QA/1

DC/2

DC/1

DC/3 -

DA/1

DA/90 -

DA/90

DH/3

DH/15

DH/1

P1100 P1101 P1112 P1116 P1117 P1120 P1121 P1124

QC/1

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1997 Ford Explorer ENGINE PERFORMANCE Self-Diagnostics - EEC-V - 5.0L

P1125 P1127 P1128 P1129 P1130 P1131 P1132 P1137 P1138 P1150 P1151 P1152 P1157 P1158 P1220 P1224 P1260 P1270 P1285 P1288 P1289 P1290 P1299 P1309 P1390

Throttle Position Sensor Intermittent Exhaust Not Warm Enough, Downstream Sensor Not Tested Upstream Oxygen Sensors Swapped From Bank To Bank (HO2S-11-21) Downstream Oxygen Sensors Swapped From Bank To Bank (HO2S-12-22) Lack Of HO2S-11 Switch, Fuel Trim At Limit Lack Of HO2S-11 Switch, Sensor Indicates Lean Lack Of HO2S-11 Switch, Sensor Indicates Rich Lack Of HO2S-12 Switch, Sensor Indicates Lean Lack Of HO2S-12 Switch, Sensor Indicates Rich Lack Of HO2S-21 Switch, Fuel Trim At Limit Lack Of HO2S-21 Switch, Sensor Indicates Lean Lack Of HO2S-21 Switch, Sensor Indicates Rich Lack Of HO2S-22 Switch, Sensor Indicates Lean Lack Of HO2S-22 Switch, Sensor Indicates Rich Series Throttle Control System Malfunction Throttle Position Sensor B Voltage Out Of Range Theft Detected - Vehicle Immobilized Engine RPM/Vehicle Speed Limiter Cylinder Head Over Temperature Sensed Cylinder Head Temperature Sensor Circuit Out Of Self-Test Range Cylinder Head Temperature Sensor Circuit High Input Cylinder Head Temperature Sensor Circuit Low Input Cylinder Head Over Temperature Protection Active Misfire Monitor Disabled Octane Adjust

H/100

DH/20 -

H/110

H/40

H/80

H/40

H/80

HT/20 HT/40

DL/1

QD/1 ND/1 DL/30 -

DL/10

DL/90

DL/20

DL/90

DL/100

FG/1

HD/40 -

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1997 Ford Explorer ENGINE PERFORMANCE Self-Diagnostics - EEC-V - 5.0L

P1400 P1401 P1405 P1406 P1408 P1409 P1411 P1413 P1414 P1442 P1443 P1444 P1445 P1450 P1451 P1452 P1455 P1460 P1464 P1500 P1501 P1504 P1505 P1506 P1507 P1512

DPF EGR Sensor Circuit Low Voltage Detected DPF EGR Sensor Circuit High Voltage Detected DPF EGR Sensor Upstream Hose Off Or Plugged DPF EGR Sensor Downstream Hose Off Or Plugged EGR Flow Out Of Self-Test Range EGR Vacuum Regulator Solenoid Circuit Malfunction Secondary Air Injection System Downstream Flow Secondary Air Injection System Monitor Circuit Low Secondary Air Injection System Monitor Circuit High Evaporative Emission Control System Leak Detected (Small Leak) Very Small Or No Purge Flow Condition Purge Flow Sensor Circuit Low Input Purge Flow Sensor Circuit High Input Evaporative Emission Control System Excessive Fuel Tank Vacuum Evaporative Emission Control System Canister Vent Solenoid Circuit Malfunction Evaporative Emission Control System Unable To Bleed Up Fuel Tank Vacuum Evaporative Emission Control System Detected Large Leak Or No Purge Flow Wide Open Throttle A/C Cutout Primary Circuit Malfunction A/C Demand Out Of Self-Test Range Vehicle Speed Sensor Intermittent Vehicle Speed Sensor Out Of Self Test Range Idle Air Control Circuit Malfunction Idle Air Control System Reached Idle Air Trim Limit Idle Air Control Overspeed Error Idle Air Control Underspeed Error Intake Manifold Runner Control Malfunction (Stuck Closed)

HJ/1

HJ/10

HE/50

HE/60

HJ/20

HE/71 HJ/20

HJ/20

HM/40

HM/18

HM/25

HX/1

HW/6 HW/27 HW/33 HX/56

HX/65

HX/56

HX/40

KM/1

KM/30

KM/19 -

KM/19 DP/15

DP/25 -

KE/2 KE/25

KE/20 KE/2 -

KE/20 KE/2 HU/15

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1997 Ford Explorer ENGINE PERFORMANCE Self-Diagnostics - EEC-V - 5.0L

P1513

P1714

Intake Manifold Runner Control Malfunction (Stuck Closed) Intake Manifold Runner Control Input Error Intake Manifold Runner Control Input Error Intake Manifold Runner Control Malfunction (Stuck Open) Intake Manifold Runner Control Malfunction (Stuck Closed) Intake Manifold Runner Control Circuit Malfunction Intake Manifold Runner Control Malfunction (Stuck Open) Intake Manifold Runner Control Malfunction (Stuck Open) Intake Manifold Communication Control Circuit Malfunction Keep Alive Memory Test Failure Power Steering Pressure Switch Malfunction Power Steering Pressure Switch Signal Malfunction Brake Switch Out Of Self-Test Range Transmission Range Sensor Out Of SelfTest Range Park/Neutral Position Switch Out Of SelfTest Range Transmission Fluid Temperature Sensor In Range Malfunction Transmission Fluid Temperature Out Of Self-Test Range Shift Solenoid 1 Malfunction

P1715

Shift Solenoid 2 Malfunction

(1)

P1728

Transmission Slippage Error

(1)

P1729 P1740

4x4L Switch Malfunction Torque Converter Clutch Malfunction

TG/1

P1741

Excessive Torque Converter Clutch Engagement Error Torque Converter Clutch Solenoid Failed ON Torque Converter Clutch Solenoid Failed ON Excessive Torque Converter Clutch

(1)

P1516 P1517 P1518 P1519 P1520 P1537 P1538 P1549 P1605 P1650 P1651 P1703 P1705 P1709 P1710 P1711

P1742 P1743 P1744

HU/15

HU/15 HU/15 HU/15

HU/15

HU/15 HU/15 HU/15

HU/15

HU/65

QB/1 FF/1

FF/1

FD/2

FD/1

(1)

TA/1

(1)

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1997 Ford Explorer ENGINE PERFORMANCE Self-Diagnostics - EEC-V - 5.0L

Slippage P1746 Shorted Powertrain Control Module Output Driver P1747 Electronic Pressure Control Solenoid Circuit Failure P1751 Shift Solenoid 1 Functional Failure P1756

Shift Solenoid 2 Functional Failure

(1)

P1767 Torque Converter Clutch Solenoid Circuit Failure P1780 Transmission Control Switch Out Of SelfTest Range P1781 4x4L Switch Out Of Self-Test Range P1783 Transmission Fluid Temperature Exceeded

TB/1

TG/1 -

(1)

U1020 Module Communication Network Failure

(3)

U1039 Module Communication Network Failure

(3)

U1051 Module Communication Network Failure

(3)

U1135 Module Communication Network Failure

(3)

U1451 Module Communication Network Failure

(3)

(1)

Transmission/transaxle fault is indicated. See appropriate AUTOMATIC TRANSMISSION article.

(2)

CIRCUIT TESTS NOTE:

HOW TO USE CIRCUIT TESTS 1) Ensure all non-EEC related faults found while performing steps in BASIC TESTING - 5.0L article have been corrected. 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 TESTS ensure electrical circuits are okay before sensors or other components are replaced. Always test circuits for continuity between sensor and PCM. 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 or as specified in CIRCUIT TESTS. 3) DO NOT measure voltage or resistance at PCM. DO NOT connect any test light unless specified in Helpmelearn February-12-08 7:13:19 PM

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1997 Ford Explorer ENGINE PERFORMANCE Self-Diagnostics - EEC-V - 5.0L

testing procedure. All measurements are made by probing rear of connector (wiring harness side). 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-V 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. NOTE:

In following tests, circuit diagrams and illustrations are courtesy of Ford Motor Co.

CIRCUIT TEST A - NO START VEHICLE WILL NOT START 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

Ignition Control Module (ICM). Powertrain Control Module (PCM). Spark (PCM-controlled). Wiring harness circuits (PIP, IGN GND and VPWR).

To prevent replacement of good components, be aware the following non-EEC related areas and components may be cause of problem: z z z z z z z

Fuel quality and quantity. Ignition (general condition). Engine mechanical components. Starter and battery circuits. Crankshaft Position (CKP) sensor. Ignition Control Module (ICM). Coil packs.

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Fig. 16: Ignition System Test Circuits 1)Starting System Check Ensure Inertia Fuel Shutoff (IFS) 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. Helpmelearn February-12-08 7:13:19 PM

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1997 Ford Explorer ENGINE PERFORMANCE Self-Diagnostics - EEC-V - 5.0L

2) Attempt to start engine. If engine now starts, go to CIRCUIT TEST Z , step 50). If engine does not start, go to next step. 3)Check VREF At TP Sensor Turn ignition off. Disconnect TP sensor. Measure voltage between terminal VREF and SIG RTN at TP sensor wiring harness connector. See Fig. 18 . If voltage is 4-6 volts, go to step 6). If resistance not 4-6 volts, go to CIRCUIT TEST C . 4)Check Flash EPROM (FEPS) Circuit For Short To Power With ignition on, measure voltage between negative battery terminal and DLC terminal No. 13. See Fig. 1 . If voltage is less than 9 volts, go to next step. If voltage is 9 volts or more, repair circuit for a short to power and repeat quick test. 5)Check For Spark At Plugs Disconnect any spark plug wire. Connect spark tester between spark plug wire and ground. Connect Spark Plug Firing Indicator (D89P-6666-A). Crank engine while checking for spark. If spark is okay go to next step. If spark is not okay, go to CIRCUIT TEST JD , step 1). 6)Check Fuel Pressure Turn ignition off. Release fuel pressure. Install fuel pressure gauge. With scan tester connected, turn ignition on. Using scan tester, access OUTPUT TEST MODE and operate fuel pump to obtain maximum fuel pressure. For fuel pressure specifications, see FUEL PRESSURE SPECIFICATIONS article. If fuel pressure is as specified, go to next step. If fuel pressure is not as specified, go to CIRCUIT TEST HC, step 1). 7)Check Fuel Pressure Leakdown Leave fuel pressure gauge installed and ignition on. Turn ignition on. Using scan tester, access OUTPUT TEST MODE and operate fuel pump to obtain maximum fuel pressure. Exit OUTPUT TEST MODE and turn ignition off. If fuel pressure remains within 5 psi of maximum pressure for one minute after turning ignition off, go to next step. If fuel pressure does not remain as specified, go to CIRCUIT TEST HC, step 1). NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 7) to step 17). NGV test procedures have been omitted.

A break in step numbering sequence occurs at this point. Procedure skips from step 17) to step 20). No test procedures have been omitted.

20)Identify Type Of No-Start Attempt to start engine. If engine now starts, go to CIRCUIT TEST Z , step 50). If engine does not start, go to next step. NOTE:

Ensure fuel pump inertia switch is closed (button pushed in).

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wire and ground. Crank engine while checking for spark. If spark is okay, go to step 33). If spark is not okay, go to next step. 24)Check For Spark At Coil Disconnect coil secondary wire from distributor. Connect spark tester between wire and ground. Crank engine while checking for spark. If spark is not okay, go to next step. If spark is okay, go to CIRCUIT TEST JB , step 1). 25)Check Resistance Of IGN GND Circuit Ensure ignition is turned off. Disconnect Camshaft Position (CMP) sensor. Disconnect PCM 104-pin connector and inspect for damage. Repair as necessary. Install Breakout Box (014-00950) leaving PCM disconnected. Install EI Diagnostic Harness (007-00059) to breakout box. Connect B- to negative battery terminal. Connect ICM tee and CMP tee in-line with wiring harness. Ensure PIP OPEN/NORMAL/SPOUT OPEN switch or diagnostic is in NORMAL position. Install DI overlay. Measure resistance between test pin No. 23 and 35 (IGN GND) 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 repeat QUICK TEST . 26) Reconnect CMP sensor. Connect PCM to breakout box. Turn breakout box timing switch to DIST position. Try to start engine. If engine starts, go to step 31). If engine does not start, go to next step. 27)Check SPOUT Signal Ensure ignition is off. While cranking engine, measure AC voltage between test pin No. 50 (SPOUT) and negative battery terminal. If voltage is 3-6 volts, go to CIRCUIT TEST JD . If voltage is not 3-6 volts, place timing switch in COMPUTED position and go to next step. 28)Check PIP & SPOUT Circuit For Short To Power Turn ignition off. Disconnect CMP, ICM and PCM. Turn ignition on. Measure voltage between test pin No. 49 (PIP) and negative battery terminal. Measure voltage between test pin No. 50 (SPOUT) and negative battery terminal. If voltage is less than 10.5 volts, go to next step. If voltage 10.5 volts or more, repair short to power and repeat QUICK TEST . 29)Check PIP & SPOUT Circuit For Short To Ground Turn ignition off. Measure resistance between breakout box test pin No. 49 (PIP) and test pins No. 23, 51, 91 and 103. Measure resistance between breakout box test pin No. 50 (SPOUT) and test pins No. 23, 51, 91 and 103. If resistance each is greater than 10,000 ohms, go to next step. If resistance is 10,000 ohms or less, repair short circuit and repeat QUICK TEST . If vehicle will not start, go to next step. 30)Isolate Shorts In PCM Ensure ignition is off. Connect PCM to breakout box. Measure resistance between breakout box test pin No. 49 (PIP) and test pins No. 71 and 97 for short to power. Measure resistance between breakout box test pin No. 49 (PIP) and test pins No. 51 and 103 for short to ground. Measure resistance between breakout box test pin No. 50 (SPOUT) and test pins No. 71 and 97 for short to power. Measure resistance between breakout box test pin No. 49 (PIP) and test pins No. 51 and 103 for short to ground. If resistance each is greater than 10,000 ohms, go to next step. If resistance is 10,000 ohms or less, replace PCM and repeat QUICK TEST . 31)Check PIP Signal Ensure ignition is off and PCM is connected to breakout box. While cranking engine, measure voltage between test pin No. 49 and test pins No. 51 and 103. If voltage is 3-7 volts, replace PCM and repeat QUICK TEST . If voltage is not 3-7 volts, go to next step. 32)Check Resistance Of PIP Circuit Ensure ignition is off. Disconnect PCM from breakout box. Disconnect CMP and ICM. Measure resistance between breakout box test pin No. 49 and EI Diagnostic Harness test pins No. 15 and 34. If resistance is less than 5 ohms, reconnect all components and go to CIRCUIT TEST JB . If resistance is 5 ohms or more, repair open circuit and repeat QUICK TEST . 33)Check SPOUT Signal Ensure ignition is off. Connect PCM to breakout box. Ensure breakout box Helpmelearn February-12-08 7:13:19 PM

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timing switch is in COMPUTED position. While cranking engine, measure voltage between test pin No. 50 and test pins No. 51 and 103. If voltage is 3-6 volts, go to next step. If voltage is not 3-6 volts, go to step 28). 34)Check Fuel Pressure Turn ignition off. Release fuel pressure. Install fuel pressure gauge. With scan tester connected, turn ignition on. Using scan tester, access OUTPUT TEST MODE and operate fuel pump to obtain maximum fuel pressure. For fuel pressure specifications, see FUEL PRESSURE SPECIFICATIONS article. If fuel pressure is as specified, go to next step. If fuel pressure is not as specified, go to CIRCUIT TEST HC, step 1). 35)Check Fuel Pressure Leakdown Leave fuel pressure gauge installed and ignition on. Turn ignition on. Using scan tester, access OUTPUT TEST MODE and operate fuel pump to obtain maximum fuel pressure. Exit OUTPUT TEST MODE and turn ignition off. If fuel pressure remains within 5 psi of maximum pressure for one minute after turning ignition off, fuel system is okay and testing is complete. If fuel pressure does not remain as specified, go to CIRCUIT TEST HC, step 1). CIRCUIT TEST B - EEC-V POWER RELAY This circuit test is only intended to diagnose the following components and circuits: z z z

Vehicle wiring harness circuits (VPWR, IGNITION START/RUN, B+ and Ground). EEC-V power relay. Powertrain Control Module (PCM).

Fig. 17: EEC-V Power Relay Test Circuits 1)Check VPWR Circuit Resistance Turn ignition off. Disconnect Idle Air Control (IAC) solenoid and EEC-V power relay wiring harness connectors. Disconnect scan tool (if applicable). Measure resistance between VPWR terminal of IAC solenoid connector and VPWR terminal of EEC-V power relay. If resistance is less than 5 ohms, reconnect IAC solenoid and go to next step. If resistance is 5 ohms more, Helpmelearn February-12-08 7:13:19 PM

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1997 Ford Explorer ENGINE PERFORMANCE Self-Diagnostics - EEC-V - 5.0L

repair open in VPWR circuit between EEC-V power relay and IAC solenoid. 2)Check Voltage To EEC-V Power Relay Leave ignition off and EEC-V power relay disconnected. Connect DVOM negative lead to negative battery terminal. Measure voltage at B+ terminal of EEC-V power relay connector. Turn ignition on. Measure voltage at IGN START/RUN. If voltage is less than 10.5 volts, repair open circuit and repeat QUICK TEST . If voltage is more than 10.5 volts, replace EECV power relay and repeat QUICK TEST. 3)Check Ground Circuit To EEC-V Power Relay Leave ignition off and EEC-V power relay disconnected. Measure voltage between Ground terminal and B+ terminal of EEC-V power relay. If resistance is more than 10.5 volts, replace EEC-V power relay. If resistance is 10.5 volts or less, repair open in Ground circuit and repeat QUICK TEST . CIRCUIT TEST C - REFERENCE VOLTAGE Diagnostic Aids

A/C Pressure sensor, DPFE sensor and TP sensor. Vehicle wiring harness circuits (SIG RTN and VREF). Powertrain Control Module (PCM).

Fig. 18: Reference Voltage Circuits & Connector Terminals Diagnostic Aids

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between SIG RTN terminal of suspect sensor and positive battery terminal. If voltage measurement is more than 10.5 volts and within one volt of battery voltage, go to next step. If voltage is less than 10.5 volts, go to step 25). 3)Check Scan Tool Ability To Access Parameter Identification (PID) PID is area of PCM Random Access Memory (RAM) that holds operating information for input and output data. If scan tool is able to access ECT PID, go to step 20). If scan tool is unable to access ECT PID, go to next step. 4)Check VPWR To Idle Air Control (IAC) Solenoid Turn ignition off. Disconnect TP sensor wiring harness connector. Disconnect IAC solenoid. Turn ignition on. Measure voltage between VPWR terminal (Red wire) at IAC 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, reconnect wiring harness connector and go to CIRCUIT TEST B .

Fig. 19: IAC Wiring Harness Connector Terminals 5)Check For Shorted DPFE Or EGR Valve Position (EVP) Sensor Disconnect TP wiring harness connector. Disconnect EVP sensor. Turn ignition on. Measure voltage between TP sensor wiring harness connector SIG RTN terminal and VREF terminal. If voltage measurement is 4-6 volts, replace DPFE or EVP sensor and repeat QUICK TEST . If voltage measurement is not 4-6 volts, proceed as follows: z For models with Fuel Tank Pressure (FTP) sensor, go to next step. z For models with A/C Pressure (ACP) sensor, go to step 7). z For models with Power Steering Pressure (PSP) sensor, go to step 9). z For models with Fuel Rail Pressure (FRP) sensor, go to step 10) . z For all other vehicles, go to step 15). 6)Check For Shorted Fuel Tank Pressure (FTP) Sensor Leave DPFE and TP sensor disconnected. Disconnect FTP sensor. Turn ignition on. Measure voltage between TP sensor wiring harness connector SIG RTN terminal and VREF terminal. If voltage measurement is 4-6 volts, replace FTP sensor and Helpmelearn February-12-08 7:13:20 PM

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repeat QUICK TEST . If voltage measurement is not 4-6 volts, proceed as follows: z For models with A/C Pressure (ACP) sensor, go to next step. z For all other vehicles, go to step 15). 7)Check For Shorted AC Pressure (ACP) Sensor) Leave DPFE and TP sensor disconnected. Disconnect ACP sensor. Turn ignition on. Measure voltage between TP sensor wiring harness connector SIG RTN terminal and VREF terminal. If voltage measurement is 4-6 volts, replace ACP sensor and repeat QUICK TEST . If voltage measurement is not 4-6 volts, proceed as follows: z For models with Traction Assist, go to next step. z For models without Traction Assist, go to step 15). 8)Check For Shorted TP-B Sensor Disconnect Throttle Position sensor B (TP-B). Leave ACP, DPFE and TP sensor disconnected. Turn ignition on. Measure voltage between TP sensor wiring harness connector SIG RTN terminal and VREF terminal. If voltage measurement is 4-6 volts, replace TP-B sensor and repeat QUICK TEST . If voltage measurement is not 4-6 volts, go to step 15). 9)Check For Shorted Power Steering Pressure (PSP) Sensor Leave DPFE and TP sensor disconnected. Disconnect PSP sensor. Turn ignition on. Measure voltage between TP sensor wiring harness connector SIG RTN terminal and VREF terminal. If voltage measurement is 4-6 volts, replace PSP sensor and repeat QUICK TEST . If voltage measurement is not 4-6 volts, go to step 15). 10)Check For Shorted Fuel Rail Pressure (FRP) Sensor Leave DPFE and TP sensor disconnected. Disconnect FPR sensor. Turn ignition on. Measure voltage between TP sensor wiring harness connector SIG RTN terminal and VREF terminal. If voltage measurement is 4-6 volts, replace FPR sensor and repeat QUICK TEST . If voltage measurement is not 4-6 volts, go to step 15). NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 10) to step 13). No test procedures have been omitted.

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NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 16) to step 20). No test procedures have been omitted.

A break in step numbering sequence occurs at this point. Procedure skips from step 20) to step 25). No test procedures have been omitted.

A break in step numbering sequence occurs at this point. Procedure skips from step 29) to step 35). No test procedures have been omitted.

Helpmelearn February-12-08 7:13:20 PM

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Fig. 20: Components Connected To VREF Circuit CIRCUIT TEST DA - TEMPERATURE SENSOR TEST (IAT & ECT) Diagnostic Aids

Intake Air Temperature (IAT) sensor. Engine Coolant Temperature (ECT) sensor. Wiring harness circuits (IAT, ECT and SIG RTN). Powertrain Control Module (PCM).

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To prevent replacing good components, ensure the following non-EEC areas or components are not cause of problem: z z z z z z z

Coolant level low. Cooling system, water pump or fan. Engine operating temperature. Engine oil level low. Thermostat. Air cleaner duct. Ambient temperature.

Fig. 21: Throttle Position (TP) Sensor Connector Terminals

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Temperature °F (°C) 50 (10) 68 (20) 86 (30) 104 (40) 122 (50) 140 (60) 158 (70) 176 (80) 194 (90) 212 (100) (1) Values may vary by 15 percent. NOTE:

Volts 3.51 3.07 2.60 2.13 1.70 1.33 1.02 0.78 0.60 0.46

(1)

Ohms 58,750 27,300 24,270 16,150 10,970 7700 5370 3840 2800 2070

A break in step numbering sequence occurs at this point. Procedure skips from step 4) to step 10). No test procedures have been omitted.

If communication link error is displayed, remove jumper wire and go to step 12).

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A break in step numbering sequence occurs at this point. Procedure skips from step 12) to step 20). No test procedures have been omitted.

A break in step numbering sequence occurs at this point. Procedure skips from step 22) to step 90). No test procedures have been omitted.

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Faulty PCM.

A break in step numbering sequence occurs at this point. Procedure skips from step 92) to step 100). No test procedures have been omitted.

Perform this test when directed by QUICK TEST. This CIRCUIT TEST is intended to diagnose the following: z z z

MAF sensor. Wiring harness circuits (VPWR, PWR GND, MAF SIG and MAF RTN). Powertrain Control Module (PCM).

To prevent replacement of good components, be aware the following non-EEC related areas may be cause of problem: z z z

Air cleaner element. Inlet air duct. Throttle body.

Helpmelearn February-12-08 7:13:20 PM

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DTC P1101 may be caused by low battery or by use of a garage exhaust ventilation system. Ensure vehicle is vented to outside atmosphere before repeating QUICK TEST .

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A break in step numbering sequence occurs at this point. Procedure skips from step 4) to step 6). No test procedures have been omitted.

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Perform this test only when directed by QUICK TEST. This test is intended to diagnose the following: z z

Wiring harness circuits (VSC SIG and VSC GND). Powertrain Control Module (PCM).

Helpmelearn February-12-08 7:13:21 PM

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Gradually accelerate vehicle to 50 MPH while observing VVV PID MPH.

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z z

Loose or corroded PCM connector. Incorrect routing of VSC wiring harness.

Place gear selector in Drive. Accelerate heavily to 35 MPH. Coast down to idle speed and stop vehicle.

M/T Equipped Vehicles z z z

Place gear selector in first gear. Accelerate heavily to 35 MPH, not shifting higher than second gear. Coast down to idle speed and stop vehicle.

Perform this test only when directed by QUICK TEST. This test is intended to diagnose the following: z z z

Knock Sensor (KS). Wiring harness circuits (KS and SIG RTN). Powertrain Control Module (PCM).

To prevent replacement of good components, be aware the following non-EEC related areas may be at fault: z z z z

Poor fuel quality. Ignition system. Ignition or valve timing. Engine mechanical condition.

Helpmelearn February-12-08 7:13:21 PM

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Fig. 25: Single KS Sensor Test Circuits & Connector Terminals

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Fig. 26: Dual KS Sensor Test Circuits & Connector Terminals

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Perform this test only when directed by QUICK TEST. This test is intended to diagnose the following: z z z

TP sensor. Wiring harness circuits (PWR GND, SIG RTN, TP, VPWR and VREF). Powertrain Control Module (PCM).

Helpmelearn February-12-08 7:13:21 PM

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Idle speed. Binding throttle shaft or linkage. TP sensor not seated.

Fig. 28: TP Sensor Schematic

Helpmelearn February-12-08 7:13:21 PM

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A break in step numbering sequence occurs at this point. Procedure skips from step 18) to step 20). No test procedures have been omitted.

Helpmelearn February-12-08 7:13:22 PM

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Perform this test only when directed by QUICK TEST. This test is intended to diagnose the following: z z z

Wiring harness circuits (MD and SIG RTN). Faulty MD sensor. Faulty Powertrain Control Module (PCM).

Helpmelearn February-12-08 7:13:22 PM

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A break in step numbering sequence occurs at this point. Procedure skips from step 2) to step 5). No test procedures have been omitted.

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Perform this test only when directed by QUICK TEST. This test is intended to diagnose the following: z z z

Wiring harness circuits (CHT and SIG RTN). Faulty CHT sensor. Faulty Powertrain Control Module (PCM).

Fig. 31: CHT Test Circuits & Connector Terminals CHT SENSOR SPECIFICATIONS (1)

Temperature °F (°C) 32 (0)

Volts 4.80

(1)

Ohms 96,255

Helpmelearn February-12-08 7:13:22 PM

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59 (15) 104 (40) 158 (70) 185 (85) 194 (90) 212 (100) (1) Value may vary by 15 percent.

4.61 4.00 2.83 2.22 2.03 1.68

46,883 16,043 5268 3215 2750 2034

A break in step numbering sequence occurs at this point. Procedure skips from step 4) to step 10). No test procedures have been omitted.

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A break in step numbering sequence occurs at this point. Procedure skips from step 12) to step 20). No test procedures have been omitted.

A break in step numbering sequence occurs at this point. Procedure skips from step 22) to step 30). No test procedures have been omitted.

Helpmelearn February-12-08 7:13:22 PM

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A break in step numbering sequence occurs at this point. Procedure skips from step 30) to step 90). No test procedures have been omitted.

A break in step numbering sequence occurs at this point. Procedure skips from step 92) to step 100). No test procedures have been omitted.

Delayed engagement of transmission may be caused by mechanical malfunction. Harsh shifts and/or erratic Helpmelearn February-12-08 7:13:22 PM

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Vehicle Speed Sensor (VSS). VSS wiring harness circuits. (VSS+ and VSS-). Powertrain Control Module (PCM).

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A break in step numbering sequence occurs at this point. Procedure skips from step 3) to step 5). No test procedures have been omitted.

Helpmelearn February-12-08 7:13:22 PM

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NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 10) to step 15). No test procedures have been omitted.

A break in step numbering sequence occurs at this point. Procedure skips from step 15) to step 20). No test procedures have been omitted.

Loose VSS circuit connectors. Loose VSS circuit connector pins. Damaged VSS wiring harness insulation. Incorrect VSS circuit routing. Incorrect VSS installation.

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NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 22) to step 25). No test procedures have been omitted.

Loose VSS circuit connectors. Loose VSS circuit connector pins. Damaged VSS wiring harness insulation. Incorrect VSS circuit routing. Incorrect VSS installation.

If no faults are found, go to CIRCUIT TEST Z . If faults are found, repair or replace as necessary. Clear PCM memory and go to step 27). NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 25) to step 27). No test procedures have been omitted.

CID, PWR GND, SIG RTN and VPWR wiring harness circuits.

Helpmelearn February-12-08 7:13:22 PM

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z z

Faulty Camshaft Position (CMP) sensor. Faulty Powertrain Control Module (PCM).

Fig. 33: CMP Test Circuit & Connector Terminals (2-Terminal Applications)

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Perform this test when directed by QUICK TEST. This CIRCUIT TEST is intended to diagnose: z z

PTO wiring harness circuit. Powertrain Control Module (PCM).

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Brakelight bulb. Brakelight switch or brakelight fuse.

Helpmelearn February-12-08 7:13:23 PM

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This CIRCUIT TEST is intended to diagnose: z z z z z

Blower (BLR) motor input circuit. Daytime Running Lights (DRL) input circuit. Headlight (HDL) input circuit. Rear window Defroster (DEF) input circuit. Powertrain Control Module (PCM).

SWITCH CIRCUIT LOGIC Application Blower Motor

Switch Position 1 Or 2 3 Or 4

Daytime Running Lights

Off On

Headlights

Off On

Rear Window Defroster

Off On

Voltage 10-17 Less Than 1.5 10-17 Less Than 1.5 Less Than 1.5 10-17 10-17 Less Than 3.0

A break in step numbering sequence occurs at this point. Procedure skips from step 1) to step 10). No test procedures have been omitted.

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A break in step numbering sequence occurs at this point. Procedure skips from step 14) to step 20). No test procedures have been omitted.

A break in step numbering sequence occurs at this point. Procedure skips from step 24) to step 30). No test procedures have been omitted.

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A break in step numbering sequence occurs at this point. Procedure skips from step 34) to step 40). No test procedures have been omitted.

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Wiring harness circuits (SIG RTN and PSP). PSP switch. Powertrain Control Module (PCM).

A break in step numbering sequence occurs at this point. Procedure skips from step 1) to step 3). No test procedures have been omitted.

3)Check PSP Switch Operation Turn ignition off. Install tachometer. Start engine and allow to idle. Helpmelearn February-12-08 7:13:23 PM

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Enter this test when directed by QUICK TEST. This test is only intended to diagnose: z z

Harness circuits (SIG RTN and OCT ADJ). Octane adjust shorting bar connector.

Helpmelearn February-12-08 7:13:23 PM

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Fig. 38: Octane Adjust Components

Fig. 39: Octane Adjust Circuit 1)DTC P1390 This code indicates Octane Adjust (OCT ADJ) shorting bar is not in place or OCT ADJ Helpmelearn February-12-08 7:13:23 PM

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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 - 5.0L article. If vehicle does not have modification decal, go to next step. 3)Check For DTC P1390 Replace OCT ADJ shorting bar. Perform KOEO SELF-TEST . If DTC P1390 is present, go to next step. If DTC P1390 is not present, testing is complete. If there are no codes and driveability faults are present, go to TESTS W/O CODES - 5.0L article. 4)Check Octane Adjust Circuit Resistance Continuity should exist from OCT ADJ circuit, through inline connector and shorting bar, to SIG RTN circuit. Turn ignition off. Disconnect 104-pin PCM connector. Inspect connector for damage and repair as necessary. Install EEC-V Breakout Box (014000950), leaving PCM disconnected. Measure resistance between test pin No. 30 (OCT ADJ) and 91 (SIG RTN) at breakout box. If resistance is less than 5 ohms, replace PCM and repeat QUICK TEST . If resistance is 5 ohms or more, repair open OCT ADJ circuit, shorting bar or SIG RTN circuit. Repeat QUICK TEST. 5)Check For DTC P1390 Start engine. Warm it to normal operating temperature. Turn ignition off. Perform KOEO SELF-TEST . If DTC P1390 is not present, go to next step. If DTC P1390 is present, return to step 1). 6)Verify In-Line Shorting Bar Is Installed Turn ignition off. Inspect OCT ADJ 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, go to step 10). If vehicle does not have a modification decal, replace shorting bar. If engine is detonating, go to TESTS W/O CODES - 5.0L article. 8)Check For Technical Service Bulletin (TSB) If a TSB authorizing removal of OCT ADJ shorting bar exists, go to next step. If authorizing TSB does not exist, testing is complete. If engine is detonating, go to TESTS W/O CODES - 5.0L article. 9)Remove OCT ADJ Shorting Bar Turn ignition off. Remove OCT ADJ shorting bar. Test drive vehicle to verify complaint. If detonation is present, go to next step. If detonation is not present, testing is complete. 10)Check Octane Adjust Circuit For Short To Ground Turn ignition off. Disconnect 104-pin PCM connector. Inspect connector for damage and repair as necessary. Install EEC-V Breakout Box (014000950), leaving PCM disconnected. Measure resistance between OCT ADJ terminal at in-line connector and test pins No. 51, 91 and 103 at breakout box. If each resistance is more than 10,000 ohms, go to next step. If resistance is 10,000 ohms or less, repair short circuit. If engine is still detonating, go to TESTS W/O CODES - 5.0L article. 11)Check PCM Turn ignition off. Disconnect OCT ADJ shorting bar. Connect PCM to breakout box. Turn ignition on. Measure voltage between breakout box OCT ADJ terminal of in-line connector and test pins No. 51 and 103. If voltage is less than 4 volts, replace PCM. If voltage is 4 volts or more, remove breakout box. If engine is still detonating, go to TESTS W/O CODES - 5.0L article. CIRCUIT TEST H - FUEL CONTROL Diagnostic Aids

Perform this test when instructed during QUICK TEST or if directed by other test procedures. Only use this test Helpmelearn February-12-08 7:13:23 PM

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to diagnose the following: z z z z z

HO2S and sensor connection. Vacuum systems. Fuel injector and/or fuel injector circuitry. Powertrain Control Module (PCM). Electrical circuits (HO2S, HO2S GND, INJ 1-8, VPWR and SIG RTN).

NOTE:

HO2S may be displayed on scan tester as 02S.

To prevent replacement of good components, be aware the following non-EEC areas may be cause of driveability concerns: z z z z z z z z

Ignition system. Faulty evaporative emission system. EGR and/or PCV system. Air intake system. Engine oil contamination. Fuel system. Exhaust system leaks or restriction. Engine cooling system.

CIRCUIT TEST ACRONYMS Acronym DLC HO2S PID

Definition Data Link Connector Heated Oxygen Sensor Parameter Identification

Helpmelearn February-12-08 7:13:24 PM

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Fig. 40: HO2S Connector Terminals

Fig. 41: Fuel Injector Connector Terminals

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Fig. 42: Locating HO2S (With Dual Exhaust)

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HO2S HTR 93 95 94 96

Test procedure begins with step 20). No test procedures have been omitted.

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DTC P0153 for left front HO2S.

Possible causes are as follows: z z z z z z

Open or shorted circuit. Exhaust leak. Excessive fueling. HO2S coated with contaminants. Faulty MAF sensor. Leak in air induction system.

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A break in step numbering sequence occurs at this point. Procedure skips from step 28) to step 30). No test procedures have been omitted.

DTC P0135 for right front HO2S. DTC P0155 for left front HO2S. DTC P0141 for right rear HO2S.

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DTC P0161 for left rear HO2S.

Possible causes are as follows: z z z z

Signal shorted in wiring harness or HO2S. Water in connectors. Cut or pulled wires. Open in PWR GND or VPWR circuit.

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A break in step numbering sequence occurs at this point. Procedure skips from step 37) to step 40). No test procedures have been omitted.

Fuel system malfunction. EGR system malfunction. Air intake or vacuum system leak. Engine oil level too high. Excessive internal engine wear.

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Helpmelearn February-12-08 7:13:24 PM

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Disconnect PCM 104-pin connector. Inspect connector for damaged pins, corrosion and loose wires. Repair wiring as necessary. Install EEC-V Breakout Box (014-00950), leaving PCM disconnected. Leave suspect HO2S disconnected. Measure resistance between HO2S terminal of wiring harness connector and following test pins at breakout box: z DTC P01130 and P01132; test pin No. 60 and test pins No. 71, 93 and 97. z DTC P01150 and P01152; test pin No. 87 and test pins No. 71, 94 and 97. If each resistance is more than 10,000 ohms, replace PCM and repeat QUICK TEST . If any resistance is 10,000 ohms or less, repair short to power and repeat QUICK TEST. 51) Turn ignition off. Disconnect suspect HO2S. Turn ignition on. Using scan tool, access HO2S PID of suspect sensor. If HO2S voltage is more than 0.45 volts, replace HO2S and repeat QUICK TEST . If voltage is 0.45 volts or less, go to next step. 52)Check Fuel Pressure Release fuel system pressure. With ignition off, install fuel pressure gauge. Ensure manifold vacuum is connected to fuel pressure regulator. Start engine and operate at 2500 RPM. If vehicle will not start, cycle key on and off. For fuel pressure specifications, see FUEL PRESSURE SPECIFICATIONS article. If fuel system pressure is as specified, go to next step. If fuel system pressure is not as specified, go to CIRCUIT TEST HC. 53)Check System Ability To Hold Fuel Pressure With fuel pressure gauge installed, cycle ignition from OFF to ON position 3-4 times to pressurize fuel system (DO NOT start engine). If fuel pressure does not remain at specification for 60 seconds, go to step 4) under CIRCUIT TEST HC. If fuel pressure remains within 5 psi of highest fuel pressure reading for 60 seconds, proceed as follows: z For no-start vehicles, go to step 55). z For DTCs P1130, P01150, P0171, P0172, P0174 and P0175, go to step 54). z For HO2S DTCs displayed with misfire DTCs, go to step 56). z For all other DTCs, go to step 60). 54)Check Ability To Hold Fuel Pressure With fuel pressure gauge installed, cycle ignition from OFF to ON position 3-4 times to pressurize fuel system (DO NOT start engine). Note fuel pressure. If fuel pressure remains within 5 psi of original pressure for at least 10 seconds, go to step 56). If fuel pressure drops more than 5 psi, go to step 58). 55)Check Ability Of Injectors To Deliver Fuel With fuel pressure gauge installed, cycle ignition from OFF to ON position 3-4 times to pressurize fuel system (DO NOT start engine). Note fuel pressure. Disconnect Inertia Fuel Switch (IFS). Crank engine for 5 seconds. If fuel pressure remains within 5 psi (34 kPa) of original pressure, reconnect IFS switch and go to next step. If fuel pressure drops more than 5 psi (34 kPa), repair fuel system as necessary. See FUEL SYSTEM in SYSTEM/COMPONENT TESTS - 5.0L article. 56)Check Fuel Injector & Circuit Resistance Turn ignition off. Disconnect PCM 104-pin connector. Inspect connector for damage or corrosion and repair as necessary. Install EEC-V Breakout Box (01400950), leaving PCM disconnected. Measure and record resistance between suspected fuel injector circuit test pin and test pin No. 71 and 97 at breakout box. Refer to FUEL INJECTOR INJ CIRCUIT IDENTIFICATION table. Resistance should be 11-18 ohms. If resistance is not correct, go to next step. If resistance is correct, go to step 59). FUEL INJECTOR INJ CIRCUIT IDENTIFICATION Helpmelearn February-12-08 7:13:24 PM

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Injector No. 1 2 3 4 5 (1)

Test Pin No. 75 101 74 100 73

6 (1)

7 (1)

8 (1)

9 (1)

10 (1) (1) If equipped.

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A break in step numbering sequence occurs at this point. Procedure skips from step 66) to step 70). No test procedures have been omitted.

A break in step numbering sequence occurs at this point. Procedure skips from step 71) to step 80). No test procedures have been omitted.

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Damaged wiring harness or connector. Exhaust system leaks. Contaminated or defective HO2S.

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A break in step numbering sequence occurs at this point. Procedure skips from step 88) to step 100). No test procedures have been omitted.

A break in step numbering sequence occurs at this point. Procedure skips from step 100) to step 110). No test procedures have been omitted.

Perform this test when directed by QUICK TEST or if directed by other test procedures. This test is used to diagnose: z z z z z z z

Fuel pressure. Fuel filter. Fuel return. Fuel supply. Fuel injector. Engine vacuum systems. Chassis components.

Helpmelearn February-12-08 7:13:25 PM

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Definition Data Link Connector Parameter Identification

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Perform this test when instructed during QUICK TEST or if directed by other test procedures. Only use this test to diagnose: z z z z

Ignition system. Fuel pressure. Fuel injectors. Engine vacuum system.

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z z z

Evaporative system. Canister purge solenoid. Internal engine wear.

Fig. 44: CKP Sensor & Crankshaft Wheel MISFIRE TROUBLE CODES Service DTC P0301 P0302 P0303 P0304 P0305 P0306 P0307 P0308 P0300

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A break in step numbering sequence occurs at this point. Procedure skips from step 6) to step 8). No test procedures have been omitted.

8)Check Fuel Injector & Circuit Resistance Turn ignition off. Disconnect PCM 104-pin connector. Inspect pins for damage and repair if necessary. Install EEC-V Breakout Box (014-00959), leaving PCM disconnected. Measure and record resistance between suspected fuel injector test pin and test pin No. 71 and 97 at breakout box. If resistance is 11-18 ohms, go to step 9). If resistance is not 11-18 ohms, go to step 56) under CIRCUIT TEST H . 9)Check Fuel Injector Drive Signal With ignition off, connect PCM to breakout box. Connect a nonpowered 12-volt test light between test pin No. 71 or 97 and suspect fuel injector test pin at breakout box. Crank or start engine. If test light glows dimly, system is operating correctly. Go to next step. If test light does not glow dimly (no light/bright light), replace PCM and repeat QUICK TEST . 10)Check Fuel Pressure Turn ignition off. Release fuel pressure. Install fuel pressure gauge. Start engine and allow to idle. Note fuel pressure gauge reading. Increase engine speed to 2500 RPM and maintain for one minute. For fuel pressure specifications, see FUEL PRESSURE SPECIFICATIONS article. If fuel pressure is as specified, go to next step. If fuel pressure is not as specified, go to CIRCUIT TEST HC. 11)Check System Ability To Hold Fuel Pressure Start engine and allow to idle. Note fuel pressure gauge reading. Increase engine speed to 2500 RPM and maintain for one minute. Check for fuel leaking from around fuel injectors, fuel pressure regulator and fuel hoses. Repair if necessary. Turn ignition off. Turn ignition on and note fuel pressure gauge reading. If fuel pressure remains at specification for one minute, go to next step. If fuel pressure does not remain at specification for one minute, go to step 3) under CIRCUIT TEST HC. Helpmelearn February-12-08 7:13:25 PM

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A break in step numbering sequence occurs at this point. Procedure skips from step 12) to step 20). No test procedures have been omitted.

The misfire monitor can be affected by the evaporative emission system.

A break in step numbering sequence occurs at this point. Procedure skips from step 27) to step 30). No test procedures have been omitted.

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A break in step numbering sequence occurs at this point. Procedure skips from step 32) to step 40). No test procedures have been omitted.

Perform this test when instructed by QUICK TEST. This test is only intended to diagnose: z z z z z z z

Fig. 45: DPFE Sensor Wiring Harness Connector Terminals Helpmelearn February-12-08 7:13:25 PM

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Fig. 46: EVR Solenoid Wiring Harness Connector Terminals

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z z z z

DPFE SIG shorted to GND or SIG RTN circuit. VREF shorted to GND or SIG RTN circuit. Faulty DPFE sensor. Faulty PCM.

A break in step numbering sequence occurs at this point. Procedure skips from step 4) to step 6). No test procedures have been omitted.

A break in step numbering sequence occurs at this point. Procedure skips from step 6) to step 10). No test procedures have been omitted.

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If Continuous Memory Code P1405 is present, go to step 50).

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Measure resistance between test pin No. 47 (EVR) and test pins No. 90 (VREF) at breakout box. If resistance is more than 10,000 ohms, replace PCM and repeat QUICK TEST . NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 28) to step 30). No test procedures have been omitted.

A break in step numbering sequence occurs at this point. Procedure skips from step 33) to step 40). No test procedures have been omitted.

Helpmelearn February-12-08 7:13:26 PM

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Fig. 48: DPFE Vacuum Circuit NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 40) to step 50). No test procedures have been omitted.

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A break in step numbering sequence occurs at this point. Procedure skips from step 53) to step 60). No test procedures have been omitted.

A break in step numbering sequence occurs at this point. Procedure skips from step 63) to step 70). No test procedures have been omitted.

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A break in step numbering sequence occurs at this point. Procedure skips from step 76) to step 80). No test procedures have been omitted.

A break in step numbering sequence occurs at this point. Procedure skips from step 85) to step 90). No test procedures have been omitted.

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In cold climate, EGR valve may freeze shut and thaw when engine warms, causing intermittent trouble code to be set in PCM memory.

A break in step numbering sequence occurs at this point. Procedure skips from step 92) to step 100). No test procedures have been omitted.

A break in step numbering sequence occurs at this point. Procedure skips from step 100) to step 110). No test procedures have been omitted.

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A break in step numbering sequence occurs at this point. Procedure skips from step 113) to step 120). No test procedures have been omitted.

Application (1)

Helpmelearn February-12-08 7:13:26 PM

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P0301 P0302 P0303 P0304 P0305 P0306 P0307 P0308 (1) Multiple cylinder misfire or faulty CKP sensor.

1)DTC P0420, P0421, P0430 & P0431: Check Possible Cause Of Misfire DTC P0420 and P0421 indicates bank one catalyst system efficiency is minimum requirement. DTC P0430 and P0430 indicates bank 2 catalyst system efficiency is minimum requirement. Possible causes are as follows: z Use of leaded fuel. z Oil contamination. z Cylinder misfire. z Fuel pressure too high. z HO2S sensor improperly connected. z Damaged exhaust system component. z Faulty ECT sensor. z Faulty HO2S. Ensure ignition timing is correct. Retrieve all Continuous Memory DTCs. If misfire code(s) is not present, go to next step. If misfire code(s) is present, isolate cylinder and repair as necessary. 2)Check HO2S Monitor DTCs If DTCs P0136, P0138, P0140, P0141, P0156, P0158, P0160, or P0161 were present in step 1), service as necessary before continuing. If none of these codes are present in step 1), go to next step. 3)Check ECT Sensor DTCs If DTCs P0117, P0118, P0125 or P1117 were present in step 1), service as necessary before continuing. If none of these codes are present in step 1), go to next step. 4) If any codes except P0420, P0421, P0430 and/or P0430 were present in step 1), service as necessary before continuing. If no codes except P0420 and/or P0430 were present in step 1), go to next step. 5)Check Rear HO2S Wiring Harness Turn ignition off. Ensure HO2S wiring harness is correctly routed and connectors are tight. Repair or replace as necessary. If wiring harness and connectors are okay, go to next step. 6)Check Fuel Pressure Turn ignition off. Release fuel pressure. Install fuel pressure gauge. Start engine and allow to idle. Note fuel pressure gauge reading. Increase engine speed to 2500 RPM and maintain for one minute. For fuel pressure specifications, see FUEL PRESSURE SPECIFICATIONS article. If fuel pressure is as specified, go to next step. If fuel pressure is not as specified, go to CIRCUIT TEST HC. 7)Check For Exhaust System Leaks If exhaust system leaks, it may cause catalyst monitor efficiency test to fail. Inspect exhaust system for cracks, loose connections or punctures. Repair or replace as necessary. If exhaust system is okay, go to next step. Helpmelearn February-12-08 7:13:26 PM

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Perform this test when instructed during QUICK TEST or if directed by other test procedures. Use this test to diagnose Positive Crankcase Ventilation (PCV) valve and related vacuum hoses.

Helpmelearn February-12-08 7:13:27 PM

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Fig. 49: PCV System Schematic 1)Check PCV Valve Remove PCV valve. Shake valve and listen for rattle. If PCV valve rattles when shaken, go to next step. Replace PCV valve if it does not rattle when shaken. 2)Check PCV System Start engine and warm to normal operating temperature. Disconnect hose from remote air cleaner or outlet tube. Place a stiff piece of paper over end of hose. If vacuum from hose does not hold paper in place for one minute, go to next step. If vacuum from hose holds paper in place for one minute, PCV system is okay and testing is complete. 3)Check Evaporative Emission System Disconnect evaporative emission hose from PCV system and plug connector. Place a stiff piece of paper over end of hose. If vacuum from hose does not hold paper in place for one minute, isolate vacuum leak or restriction and repair as necessary. If vacuum from hose holds paper in place for one minute, proceed as follows: z On models equipped with Fuel Tank Pressure (FTP) sensor, go to step 47) of CIRCUIT TEST HX . z On models not equipped with Fuel Tank Pressure (FTP) sensor, go to step 10) of CIRCUIT TEST HW . CIRCUIT TEST HJ - EGR SYSTEM Diagnostic Aids Helpmelearn February-12-08 7:13:27 PM

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Perform this test when instructed by QUICK TEST. This test is only intended to diagnose: z z z z z z

Wiring harness circuits (EVP, EVR, SIG RTN, VREF and VPWR). EGR vacuum regulator solenoid. EGR Valve Position (EVP) sensor. EGR valve. Faulty vacuum hose(s). Faulty Powertrain Control Module (PCM).

Fig. 50: EGR Vacuum Regulator Solenoid Test Circuit & Connector Terminals

Fig. 51: EGR Position (EVP) Sensor Test Circuit & Connector Terminals 1)DTC P1400: Check EGRVP Voltage This code indicates open in DPFE SIG circuit. Possible causes for this fault are: z EVP circuit shorted to GND or SIG RTN circuit. z Open in EVP or VREF circuit. z Faulty EGR Valve Position (EVP) sensor. Helpmelearn February-12-08 7:13:27 PM

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Faulty PCM.

Turn ignition off. Connect scan tester to DLC. Turn ignition on. Using scan tester, access EGRVP PID. If voltage is less than 0.2 volt, go to next step. If voltage is 0.2 volt or more, go to step 6). 2)Generate Opposite EVP Signal Turn ignition off. Disconnect EVP sensor wiring harness connector. Using a jumper wire, connect EVP (Orange/Yellow wire) terminal and VREF (Brown/White wire) terminals at wiring harness connector. Turn ignition on. Using scan tester, access EGRVP PID. If scan tester error occurs, disconnect jumper wire and go to next step. If EGRVP PID value is not 4-6 volts, go to next step. If EGRVP PID value is 4-6 volts, replace EVP sensor and repeat QUICK TEST . 3)Measure VREF Voltage At EVP Sensor Leave EVP sensor disconnected. Turn ignition on. Measure voltage between SIG RTN (Gray/Red wire) terminal and VREF terminal at EVP wiring harness connector. If voltage is not 4-6 volts, go to CIRCUIT TEST C . If voltage is 4-6 volts, go to next step. 4)Check EVP Circuit Resistance Leave ignition off and EVP sensor disconnected. Disconnect PCM 104-pin connector. Inspect for damaged pins and repair if necessary. Connect EEC-V Breakout Box (014000950), leaving PCM disconnected. Measure resistance between test pin No. 63 (EVP) and EVP terminal at EVP sensor wiring harness connector. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open in EVP circuit and repeat QUICK TEST . 5)Check EVP Circuit For Short To PWR GND Or SIG RTN Leave EVP sensor disconnected. Turn ignition off. Measure resistance between test pin No. 63 (EVP) and test pins No. 91 (SIG RTN), 51 and 103 (PWR GND). If each measurement is 10,000 ohms or more, replace PCM. If any measurement is less than 10,000 ohms, repair short circuit and repeat QUICK TEST . 6)Wiggle Test Sensor & Harness With ignition off, connect scan tester to DLC. Turn ignition on. Access EGRVP PID with scan tester. Observe EGRVP PID for indication of fault while shaking and bending EVP sensor wiring harness and connector. Tap lightly on EVP sensor to simulate road shock. An indication of fault is a sudden change in EVRVP PID voltage. If fault is indicated, isolate and repair as necessary. If no fault is indicated, go to CIRCUIT TEST Z . NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 6) to step 10). No test procedures have been omitted.

10)DTC P1401: Check EVPVP PID Voltage This code indicates PCM has detected EVP circuit input above maximum. Possible causes for this fault are: z Open in SIG RTN circuit. z EVP circuit shorted to VREF or PWR circuit. z Faulty EVP sensor. z Faulty PCM. With ignition off, connect scan tester to DLC. Turn ignition on. Using scan tester, access EVPVP PID. If voltage is more than 4.0 volts, go to next step. If voltage is 4.0 volts or less, go to step 15). 11)Check EVP SIG For Short To Power Turn ignition off. Disconnect EVP wiring harness connector. Turn ignition on. Measure voltage between EVP terminal at 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, go to Helpmelearn February-12-08 7:13:27 PM

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step 13). 12) Leave ignition off and EVP sensor disconnected. Disconnect PCM 104-pin connector. Inspect for damaged pins and repair if necessary. Connect EEC-V Breakout Box (014-000950), leaving PCM disconnected. Turn ignition on. Measure voltage between test pin No. 63 (EVP) and test pins No. 51 and 103 (PWR GND) at breakout box. If voltage is 10.5 volts or more, repair short between EVP and PWR circuit. Repeat QUICK TEST . If voltage is less than 10.5 volts, replace PCM and repeat QUICK TEST. 13)Verify VREF Is Within Range Leave EVP sensor disconnected. Turn ignition on. Measure voltage between SIG RTN terminal and VREF terminal at EVP 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 . 14)Generate Opposite EVP Signal Leave ignition on. Using scan tester, access EGRVP PID. If EGRVP PID value is .05 volt or more, replace PCM and repeat QUICK TEST . If EGRVP PID value is less than .05 volt, replace EVP sensor and repeat QUICK TEST. 15)Wiggle Test Sensor & Harness With ignition off, connect scan tester to DLC. Turn ignition on. Access EGRVP PID with scan tester. Observe EGRVP PID for indication of fault while shaking and bending EVP sensor wiring harness and connector. Tap lightly on EVP sensor to simulate road shock. An indication of fault is a sudden change in EVRVP PID voltage. If fault is indicated, isolate and repair as necessary. If no fault is indicated, go to CIRCUIT TEST Z . NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 15) to step 20). No test procedures have been omitted.

20)DTC P1409 This code indicates self-test has detected electrical malfunction in EVR circuit. Possible causes are as follows: z EVR circuit open or shorted. z Faulty EGR Vacuum Regulator (EVR) solenoid. z Faulty PCM. Turn ignition off. Disconnect EVR solenoid wiring harness connector. Measure resistance across EVR solenoid terminals. If resistance is 26-40 ohms, go to next step. If resistance is not 26-40 ohms, replace EVR solenoid. Clear PCM memory and repeat QUICK TEST . 21)Check VPWR To EVR Solenoid Leave EVR solenoid wiring harness connector disconnected. Turn ignition on. Measure voltage between VPWR terminal at EVR solenoid wiring harness connector and chassis ground. If voltage is 10.5 volts or more, go to next step. If voltage is less than 10.5 volts, repair open in VPWR circuit. Clear PCM memory and repeat QUICK TEST . 22)Check EVR Circuit Continuity Turn ignition off. Leave EVR solenoid disconnected. Disconnect PCM 104-pin connector. Inspect for damage pins and repair if necessary. Connect EEC-V Breakout Box (014-000950), leaving PCM disconnected. Measure resistance between test pin No. 47 (EVR) and EVR terminal at EVR solenoid wiring harness connector. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open in EVR circuit. Clear PCM memory and repeat QUICK TEST . 23)Check EVR Circuit For Short To Power Or VREF Leave EVR solenoid disconnected. Turn ignition on. Measure voltage between test pin No. 47 (EVR) and test pins No. 51 and 103 (PWR GND) at breakout box. If each measurement is less than one volt, go to next step. If any measurement is one volt or more, repair circuit short and repeat QUICK TEST . Helpmelearn February-12-08 7:13:27 PM

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24)Check EVR Circuit For Short To Ground Leave EVR solenoid disconnected. Turn ignition off. Measure resistance between test pin No. 47 and test pins No. 51 and 103 (PWR GND) at breakout box. If resistance is 10,000 ohms or more, go to next step. If any measurement is less than 10,000 ohms, repair short circuit and repeat QUICK TEST . 25)Wiggle Test Solenoid & Harness With ignition off, reconnect EVR solenoid connector. Turn ignition on. Measure voltage between test pin No. 47 and test pins No. 51 and 103 (PWR GND) at breakout box. Voltage should be 10.5 volts or more. Observe voltmeter for indication of fault while shaking and bending EVR solenoid wiring harness and connector. An indication of fault is a sudden change in voltage. Tap lightly on EVR solenoid to simulate road shock. If fault is indicated, isolate and repair as necessary. If no fault is indicated, go to CIRCUIT TEST Z . NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 25) to step 30). No test procedures have been omitted.

30)DTC P0401: Check EGR Solenoid Vacuum This code indicates self-test has detected insufficient EGR flow. Possible causes are as follows: z Faulty vacuum hoses. z Faulty EGR Valve Position (EVP) sensor. z Faulty EGR Vacuum Regulator (EVR) solenoid. Turn ignition off. Disconnect EVR solenoid vacuum supply hose. Install vacuum gauge at unattached end of disconnected vacuum hose. Start engine and allow to idle. If vacuum gauge indicates 10 in. Hg or more, remove vacuum gauge and go to next step. If vacuum gauge indicates less than 10 in. Hg, repair vacuum restriction as necessary and repeat QUICK TEST . 31) Turn ignition off. Check EGR vacuum supply hose. If hose is okay, go to next step. If hose is not okay, repair as necessary and repeat QUICK TEST . 32)Check EGR Valve Leave ignition off. Plug EGR vacuum supply hose. Disconnect IAC solenoid wiring harness connector. Start engine and allow to idle. Using vacuum pump, slowly apply 10 in. Hg to EGR valve and then release. If engine speed drops more than 100 RPM with vacuum applied and then returns to idle with vacuum removed, go to next step. If vacuum is not as specified, repair or replace EGR valve and repeat QUICK TEST . 33)Check EGRVP PID Turn ignition off. Reconnect IAC solenoid. Connect scan tester to DLC. Turn ignition on. Using scan tester, access EGRVP PID. With EGR valve closed, EGRVP PID should be 0.240.67 volts. Using vacuum pump, slowly apply 10 in. Hg to EGR valve. With EGR valve open, EGRVP PID should be more than 3.0 volts. If EGRVP PID is as specified, go to next step. If EGRVP PID is not as specified, replace EVP sensor and repeat QUICK TEST . 34)Check EVR Solenoid Operation Turn ignition off. Leave EGR vacuum supply hose connected to vacuum gauge. Disconnect PCM 104-pin connector. Inspect for damage pins and repair if necessary. Connect EEC-V Breakout Box (014-000950) to PCM connector. Connect PCM to breakout box. Start engine and allow to idle. Connect jumper wire between test pin No. 47 and test pin No. 51 or 103 (PWR GND) at breakout box. Vacuum gauge should indicate 5.0 in. Hg or more. If vacuum is as indicated, leave jumper wire connect and go to next step. If vacuum is not as indicated, replace EVR solenoid and repeat QUICK TEST . Helpmelearn February-12-08 7:13:27 PM

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35)Wiggle Test Solenoid & Harness With engine idling, observe vacuum gauge for indication of fault while shaking and bending EVR solenoid wiring harness and connector. An indication of fault is a sudden drop in vacuum. Tap lightly on EVR solenoid to simulate road shock. If fault is indicated, isolate and repair as necessary. If no fault is indicated, problem is intermittent and cannot be duplicated at this time. Go to CIRCUIT TEST Z . NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 35) to step 40). No test procedures have been omitted.

40)DTC P0402 This code indicates EGR flow has been detected during self-test. Possible causes are as follows: z Restricted vacuum hoses. z EVR circuit shorted to ground. z Faulty EGR valve. z Faulty EGR Valve Position (EVP) sensor. z Faulty EGR Vacuum Regulator (EVR) solenoid. z Faulty PCM. Repeat QUICK TEST . If DTC P1409 is present, go to step 20). If DTC P1409 is not present, go to next step. 41)Check EGRVP PID Turn ignition off. Connect scan tester to DLC. Turn ignition on. Using scan tester, access EGRVP PID. With EGR valve closed, EGRVP PID should be 0.24-0.67 volts. If EGRVP PID is less than 0.67 volts, go to step 44). If EGRVP PID is 0.67 volts or more, go to next step. 42) Leave ignition on. Disconnect EGR vacuum supply hose. With EGR valve closed, EGRVP PID should be 0.24-0.67 volts. If EGRVP PID is now as specified, check vacuum hoses for restrictions. If hoses are okay, replace EVR solenoid and repeat QUICK TEST . If EGRVP PID is not as specified, go to next step. 43)Check EGR Valve Leave ignition off. Disconnect EGR vacuum supply hose. Connect vacuum pump to EGR valve. Start engine and allow to idle. Using scan tester, access EGRVP PID. Using vacuum pump, slowly apply 10 in. Hg to EGR valve and then release several times. If EGRVP PID returns to 0.24-0.67 volts, check EGR valve for binding or contamination and repair as necessary. If EGRVP PID does not return to 0.24-0.67 volts, check EGR valve and EVP sensor for damage and repair as necessary. Repeat QUICK TEST . 44)Check EGRVP PID Leave scan tester connected to DLC. Start engine and allow to idle. Using scan tester, access EGRVP PID. At idle speed, EGRVP PID should be 0.24-0.67 volts. If EGRVP PID is less than 0.67 volts, go to step 46). If EGRVP PID is 0.67 volts for more, fault is indicated; go to next step. 45) Turn ignition off. Remove EVR solenoid vent cap. Inspect vent for restriction and repair if necessary. Ensure vacuum hoses are in good condition and routed properly. If hoses are okay, go to next step. If hoses are not okay, repair as necessary and repeat QUICK TEST . 46)Check EGR System For Intermittent Fault Turn ignition off. Disconnect EGR vacuum supply hose. Connect vacuum pump to EGR valve. Start engine and allow to idle. Using scan tester, access EGRVP PID. Using vacuum pump, slowly apply 10 in. Hg to EGR valve and then release several times. If EGRVP PID returns to 0.24-0.67 volts, go to next step. If EGRVP PID does not return to 0.24-0.67 Helpmelearn February-12-08 7:13:27 PM

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volts, isolate and repair as necessary. Repeat QUICK TEST . 47)Wiggle Test EVP Sensor & EVR Solenoid Using scan tester, access EGRVP PID. With engine idling, EGRVP PID for indication of fault while shaking and bending EVR solenoid wiring harness and connector. An indication of fault is a sudden increase in voltage above 0.67 volts. Tap lightly on EVP sensor and EVR solenoid to simulate road shock. If fault is indicated, isolate and repair as necessary. If no fault is indicated, problem is intermittent and cannot be duplicated at this time. Go to CIRCUIT TEST Z . CIRCUIT TEST HM - SECONDARY AIR INJECTION (AIR) SYSTEM Diagnostic Aids

Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z z z z z z z z

Fig. 52: Electric AIR Test Circuit & Connector Terminals

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Fig. 53: Mechanical AIR Test Circuit & Connector Terminals

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Fig. 54: Electric AIR Pump Components 1)DTC P0412: Check BATT+ At SSR This DTC indicates EAIR primary circuit failure. Possible causes are as follows: z EAIR circuit open or short to power. z AIR by-pass solenoid failure. z Faulty Solid State Relay (SSR). z Faulty PCM. Turn ignition off. Disconnect SSR. Turn ignition on. Measure voltage between SSR connector BATT+ terminal and negative battery terminal. If voltage is 10.5 volts or more, go to next step. If voltage is less than 10.5 volts, go to step 6). 2)Check EAIR Circuit Resistance Turn ignition off. Leave SSR disconnected. Disconnect AIR by-pass solenoid. Temporarily remove secondary air dedicated fuse. Disconnect PCM 104-pin connector. Inspect for damaged pins and repair if necessary. Connect EEC-V Breakout Box (014-000950), leaving PCM Helpmelearn February-12-08 7:13:27 PM

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A break in step numbering sequence occurs at this point. Procedure skips from step 15) to step 18). No test procedures have been omitted.

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A break in step numbering sequence occurs at this point. Procedure skips from step 28) to step 30). No test procedures have been omitted.

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A break in step numbering sequence occurs at this point. Procedure skips from step 37) to step 40). No test procedures have been omitted.

A break in step numbering sequence occurs at this point. Procedure skips from step 51) to step 63). No test procedures have been omitted.

63)Check Air By-Pass & Air Diverter Solenoid Turn ignition off. Disconnect suspect solenoid wiring Helpmelearn February-12-08 7:13:28 PM

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A break in step numbering sequence occurs at this point. Procedure skips from step 66) to step 69). No test procedures have been omitted.

A break in step numbering sequence occurs at this point. Procedure skips from step 73) to step 75). No test procedures have been omitted.

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A break in step numbering sequence occurs at this point. Procedure skips from step 79) to step 81). No test procedures have been omitted.

Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z z z z

z z

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Fig. 55: TP-B Operational Range

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Fig. 56: TA System Connectors & Test Circuits 1)DTC P0222: Verify TP-B Voltage This DTC indicates TP-B voltage was below minimum during selftest. Possible causes are as follows: z Open or shorted TP-B circuit. z Open or shorted VREF circuit. z Faulty TP-B. z Faulty PCM. Turn ignition off. Connect scan tester to Data Link Connector (DLC). Turn ignition on. Using scan tester, access TPB PID. If TPB PID voltage is less than 0.2 volts, go to next step. If TPB PID voltage is 0.2 volt or more, go to step 6). 2) Turn ignition off. Disconnect TP-B wiring harness connector. Inspect connector for damage and repair if necessary. Connect jumper wire between connector terminals TP-B (Yellow/White wire) and VREF (Brown/White wire). Turn ignition on. Using scan tester, access TPB PID. If PID cannot be accessed, go to step 5). If PID voltage is 4-6 volts, replace TP-B and repeat QUICK TEST . If voltage is not 4-6 volts, go to next step. 3) Leave TP-B disconnected. Turn ignition on. Measure voltage between terminals SIG RTN and VREF at TP-B connector. If voltage is 4-6 volts, go to next step. If voltage is not 4-6 volts, go to CIRCUIT TEST C . Helpmelearn February-12-08 7:13:28 PM

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A break in step numbering sequence occurs at this point. Procedure skips from step 6) to step 10). No test procedures have been omitted.

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A break in step numbering sequence occurs at this point. Procedure skips from step 16) to step 20). No test procedures have been omitted.

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If each coil measurement is 1-5 ohms, go to next step. If any measurement is not 1-5 ohms, replace ST stepper motor and repeat QUICK TEST .

Fig. 57: Stepper Motor Terminals 24)Check ST Stepper Motor Coil For Short Circuit Leave ignition off and ST stepper motor disconnected. Measure resistance between ST stepper motor terminals ACOMM and BCOMM. Measure resistance between ST stepper motor terminals ACOMM/BCOMM and motor housing. If either resistance measurement is 10,000 ohms or less, replace ST stepper motor and repeat QUICK TEST . If all resistance measurements are 10,000 ohms or more and DTC P1220 is present, go to next step. If DTC P1220 is not present, check brake system mechanical components for malfunction and repair as necessary. 25)Check ST Stepper Motor Circuit Continuity Leave ignition off and ST stepper motor disconnected. Disconnect Series Throttle Controller (STC). Measure resistance of each circuit between ST stepper Helpmelearn February-12-08 7:13:29 PM

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A break in step numbering sequence occurs at this point. Procedure skips from step 33) to step 40). No test procedures have been omitted.

40)DTC P1224: Check ST Assembly This DTC should be disregarded if any other DTCs are present. Helpmelearn February-12-08 7:13:29 PM

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Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z z z z z z z z z

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Fig. 58: Air Intake Circuit & Components Schematic

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Fig. 59: IMRC Connector Terminals 1)Confirm Drive Symptom Test drive vehicle. Check for any of the following symptoms: z Accelerator pedal sticking or binding. z Hard start/long cranking. z Hesitation or stalls at idle. z Rough idle. z Lack of power. If symptom is present, go to next step. If symptom is not present, fault cannot be duplicated or identified at this time and testing is complete. 2)Check Accelerator Linkage If linkage sticks, binds or grabs, go to next step. If linkage operation is okay, go to step 7). 3) Turn ignition off. Disconnect accelerator linkage from throttle body. Inspect cable for freedom of travel from accelerator pedal to throttle body linkage cable connector. If cable moves freely, go to next step. If cable does not move freely, repair or replace as necessary. 4)Check Throttle Return Screw Leave ignition off and accelerator linkage disconnected from throttle body. Remove clean air tube from throttle body. Inspect clean air tube for dirt or contamination and repair as necessary. Check throttle return screw. If throttle return screw is in contact with throttle linkage lever arm when throttle is fully closed, go to step 6). If throttle screw is not as specified, place a .002" (.05 mm) feeler gauge between throttle return screw and lever arm. Turn screw until it contacts feeler gauge. Remove feeler gauge. Turn throttle adjust screw 1/2 turn clockwise and go to next step. 5)Check TP Sensor Range Turn ignition off. Connect scan tester to DLC. Turn ignition on. Using scan tester, access TP PID. While observing TP PID, slowly move throttle from closed to open position. TP PID reading changes should be smooth while rotating throttle. At closed position, TP PID reading should be 0.53-1.27 volts (11-25%). If TP PID is as specified, remove scan tester and go to next step. If TP PID is not as specified, replace throttle body assembly. Helpmelearn February-12-08 7:13:29 PM

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6)Check Throttle Body Turn ignition off. Disconnect cable from throttle body. Remove clean air tube. Snap throttle from wide open to closed position several times. Slowly cycle throttle from closed to wide open position. Check for freedom of travel especially during initial throttle opening. If throttle moves freely, fault cannot be duplicated or identified at this time and testing is complete. If throttle does not rotate freely, replace throttle body assembly. 7)Check Air Filter Check air filter and element. Clean or replace as necessary. If air filter and element are okay, go to next step. 8)Check Engine Operation Ensure that the following engine systems are in good operating condition before continuing: z Engine cooling system. z Exhaust system. z Fuel pressure. z PCV system. If systems are operating correctly, go to next step. If systems are not operating correctly, go to CIRCUIT TEST as indicated: Exhaust system; CIRCUIT TEST HF . z Fuel pressure; CIRCUIT TEST HC. z PCV system; CIRCUIT TEST HG . z Engine cooling system; repair as necessary. 9)Check For Vacuum Leaks Start engine and allow to idle. Inspect inlet air system from MAF sensor to intake manifold for cracks, loose connections or faulty gaskets. Inspect intake manifold, EGR diaphragm and vacuum hoses for leaks. Repair or replace as necessary. If no faults are found, go to next step. 10)Check Idle Speed Turn all accessories off. Start engine and warm to normal operating temperature. Connect scan tester to DLC. Using scan tester, access IAC PID, idle air percent duty cycle. IAC PID reading should be approximately 20-45 percent at idle speed. If IAC PID values are as specified, go to next step. If IAC PID values are not as specified, go to step 12). 11)Check Idle Control Pressure Leave accessories off. With engine operating at idle, goose throttle and return to idle position. If engine stalls or engine speed fluctuates excessively before returning to idle, go to next step. If engine does not stall or fluctuate, air intake system is okay and testing is complete. 12)Check IAC Solenoid Function Leave accessories off. With engine operating at idle, disconnect IAC solenoid wiring harness connector. If engine speed does not change, replace IAC solenoid and clear Keep Alive Memory (KAM). If engine speed changes, proceed as follows: z For vehicles without fast idle symptom, go to next step. z For vehicles with fast idle symptom, go to step 14). 13)Check Throttle Body Turn ignition off. Remove throttle body. With throttle fully closed, ensure light cannot be seen between throttle bore and plate. Snap throttle from wide open to closed position several times. Slowly cycle throttle from closed to wide open position. Check for freedom of travel especially during initial throttle opening. If throttle body is okay, fault cannot be duplicated or identified at this time and testing is complete. If faults are present, replace throttle body and clear Keep Alive Memory (KAM). 14)Check IAC Circuit For Short To Ground Leave accessories off and IAC solenoid disconnected. z

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Turn ignition off. Disconnect PCM 104-pin connector. Inspect pins for damage and repair if necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Measure resistance between test pin No. 83 (IAC) and test pins No. 51 and 103 (PWR GND) at the breakout box. If resistance is 10,000 ohms or more, replace PCM and repeat QUICK TEST . If resistance is less than 10,000 ohms, repair short circuit and repeat QUICK TEST. 15)DTC P1512, P1513, P1516, P1517, P1518, P1519, P1520, P1537 & P1538 DTCs P1516 and P1517 indicate control circuit failure. DTCs P1518, P1537 and P1538 indicate IMRC stuck open. DTCs P1512, P1513 and P1519 indicate IMRC stuck closed. DTC P1520 indicates control circuit failure. Possible causes are as follows: z Cables improperly routed, binding or seized. z Damaged or disconnected IMRC housing return springs. z Lever return stop obstructed or bent. z Lever wide open stop obstructed or bent. z IMRC actuator cable or gears seized. Visually inspect IMRC cables for correct routing. Ensure cable core wire has slack at IMRC housing and stop screw contacts plate. If adjustment is required, see INTAKE MANIFOLD RUNNER CONTROL (IMRC) in ADJUSTMENTS - 5.0L article. Operate IMRC plates while checking for binding or sticking. If any faults are found, repair as necessary. If no faults are found, go to next step. 16)Check IMRC Function If IMRC is vacuum controlled, start engine and allow to idle for 20 seconds. Turn ignition off. Connect scan tester to Data Link Connector (DLC). Turn ignition on. Using scan tester, access Output Test Mode (OTM). Turn all outputs on. When IMRC is turned on, both levers should contact wide open stop. One or both levers should contact wide open stop (one lever being slightly off is acceptable). IRMC levers should cycle fully from closed to open position. If faults are present, go to next step. If no faults are present proceed as follows: z With DTC P1512 and/or P1513, go to step 41). z With DTC P1516 and/or P1517, go to step 64). z With DTC P1518, go to step 26). z With DTC P1519, go to step 29). z With DTC P1537 and/or P1538, go to step 52). 17)Check IMRC Operation Start engine and allow to idle. Apply parking brake. Raise engine speed to more than 3500 RPM. When engine speed exceeds 3500 RPM, one or both levers should contact wide open stop (one lever being slightly off is acceptable). When engine speed drops to less than 3000 RPM, one or both levers should contact closed plate stop screw. If levers do not cycle, go to next step. If levers cycle as specified, proceed as follows: z With DTC P1512 and/or P1513, go to step 41). z With DTC P1516 and/or P1517, go to step 64). z With DTC P1518, go to step 26). z With DTC P1519, go to step 29). z With DTC P1537 and/or P1538, go to step 52). 18) Turn ignition off. Disconnect cables from IMRC assembly. Operate both levers while checking for Helpmelearn February-12-08 7:13:29 PM

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z z

Faulty IMRC module. Faulty Powertrain Control Module (PCM).

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z z z

SIG RTN circuit open. Faulty IMRC module. Faulty Powertrain Control Module (PCM).

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Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z z z z z z z

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Fig. 60: EVAP Components Using Purge Flow System

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Fig. 61: EVAP Components Using Vapor Management System 1)DTC P0443: Check VPWR Circuit Voltage Disconnect Canister Purge (CANP) solenoid or Vapor Management Valve (VMV) wiring harness connector. Turn ignition on. Measure voltage between VPWR terminal of CANP solenoid or VMV wiring harness connector and battery ground. If voltage is 10.5 volts or more, go to next step. If voltage is less than 10.5 volts, repair open in VPWR circuit and repeat QUICK TEST . 2)Check Component Resistance Turn ignition off. Leave CANP or VMV wiring harness connector disconnected. Measure resistance between CANP solenoid or VMV terminals. For CANP solenoid, if resistance is 30-90 ohms, go to next step. For VMV, if resistance is 30-36 ohms, go to step 4). If resistance is not as specified, replace CANP solenoid or VMV. Clear PCM memory and repeat QUICK TEST . 3)Check CANP Solenoid For Internal Short Turn ignition off. Leave wiring harness connector disconnected. Measure resistance between each solenoid terminal and CANP solenoid housing. If each resistance measurement is more than 90 ohms, CANP solenoid is okay. Go to next step. If resistance is not as specified, replace CANP solenoid. Clear PCM memory and repeat QUICK TEST . 4)Check VMV Circuit Continuity Leave ignition off and CANP or VMV wiring harness connector disconnected. Disconnect PCM wiring harness connector. Inspect pins for damage and repair as Helpmelearn February-12-08 7:13:30 PM

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A break in step numbering sequence occurs at this point. Procedure skips from step 13) to step 21). No test procedures have been omitted.

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Fig. 62: VMV Hose Ports 22)Check VMV Filter Turn ignition off. Disconnect vacuum input hose from VMV. Using a vacuum pump, apply 15 in. Hg to VMV. If vacuum is not held, remove vacuum pump and go to next step. If vacuum is held or bleeds off slowly, service VMV filter. If filter cannot be serviced, replace VMV. 23)Check VPWR Circuit Voltage Turn ignition off. Connect PCM to breakout box. Disconnect VMV wiring harness connector. Turn ignition on. Measure voltage between VPWR terminal of VMV wiring harness connector and battery ground. If voltage is 10.5 volts or more, go to next step. If voltage is less than 10.5 volts, repair open in VPWR circuit and repeat QUICK TEST . 24)Check VMV Turn ignition off. Ensure PCM is connected to breakout box. Reconnect VMV vacuum input hose. Disconnect fuel vapor to carbon canister hose. Connect vacuum gauge to vacuum port. Start Helpmelearn February-12-08 7:13:31 PM

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Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used Helpmelearn February-12-08 7:13:31 PM

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to diagnose the following: z z z z z z z z

Fig. 63: EVAP Components

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Fig. 64: CV Solenoid Connector & Test Circuit

Fig. 65: FTP Connector & Test Circuit

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Fig. 66: VMV Connector & Test Circuit 1)Continuous Memory DTC P0442 Or P1442 Turn ignition off. Ensure fuel fill cap is correctly installed. Ensure cap is not damaged or excessively worn. Service or replace as necessary and verify symptom is repaired. If fuel fill cap is okay, go to next step. 2) Leave ignition off. Check all fuel vapor hoses for damage or restrictions. Ensure hose connections are tight. Service or replace as necessary and verify symptom is repaired. If fuel vapor hoses are okay, go to step 61). NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 2) to step 6). No test procedures have been omitted.

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volt, remove jumper wire and go to next step. If FTP V PID is 0.1 volts or more, go to step 34). 32)Check VREF At FTP Connector Leave ignition off. Disconnect FTP wiring harness connector. Measure voltage between SIG RTN terminal and VREF terminal at wiring harness connector. If voltage is 4-6 volts, go to next step. If voltage is not 4-6 volts, go to CIRCUITTEST C. 33)Check FTP Circuit For Short To VREF Leave ignition off and FTP disconnected. Disconnect PCM wiring harness connector. Inspect pins for damage and repair as necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Disconnect scan tester from DLC. Measure resistance between test pins No. 62 (FTP) and 90 (VREF) at breakout box. If resistance is more than 10,000 ohms, replace FTP sensor and repeat QUICK TEST . If resistance is 10,000 ohms or less, repair FTP circuit short to VREF. Clear PCM memory and repeat QUICK TEST. 34)Check FTP Circuit Resistance Leave ignition off and FTP disconnected. Disconnect PCM wiring harness connector. Inspect pins for damage and repair as necessary. Install EEC-V Breakout Box (014000950), leaving PCM disconnected. Disconnect scan tester from DLC. Measure resistance between test pin No. 62 (FTP) and FTP terminal at FTP wiring harness connector. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open in FTP circuit. Clear PCM memory and repeat QUICK TEST . 35)Check SIG RTN Circuit Resistance Leave ignition off and FTP disconnected. Measure resistance between test pin No. 91 and SIG RTN terminal at FTP wiring harness connector. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open in SIG RTN circuit. Clear PCM memory and repeat QUICK TEST . 36)Check FTP Circuit For Short To VREF Leave ignition off and FTP disconnected. Disconnect PCM wiring harness connector. Inspect pins for damage and repair as necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Measure resistance between test pins No. 62 (FTP) and 90 (VREF) at breakout box. If resistance is more than 10,000 ohms, replace PCM and repeat QUICK TEST . If resistance is 10,000 ohms or less, repair FTP circuit short to VREF. Clear PCM memory and repeat QUICK TEST. 37)Wiggle Test CV Solenoid & Harness Turn ignition on. Using scan tester, access FTP V PID. Observe FTP V PID for indication of fault while shaking and bending FTP sensor wiring harness and connector. A fault will be indicated by a change in FTP V PID voltage. Tap lightly on FTP sensor to simulate road shock. If fault is indicated, isolate and repair as necessary. If no fault is indicated, go to CIRCUIT TEST Z . NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 37) to step 40). No test procedures have been omitted.

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A break in step numbering sequence occurs at this point. Procedure skips from step 47) to step 56). No test procedures have been omitted.

A break in step numbering sequence occurs at this point. Procedure skips from step 58) to step 61). No test procedures have been omitted.

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A break in step numbering sequence occurs at this point. Procedure skips from step 61) to step 65). No test procedures have been omitted.

Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z z

Spark plugs. Spark plug wires.

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MISFIRE TROUBLE CODES Service Code 90 P0301 P0302 P0303 P0304 P0305 P0306 P0307 P0308

1)Check Possible Cause Of Misfire Connect engine oscilloscope to vehicle. View parade pattern of ignition secondary system. Go to next step. NOTE:

Damaged or contaminated secondary ignition components may cause high catalyst temperatures. Check areas near catalyst and muffler for heat damage.

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okay and testing is complete. CIRCUIT TEST JD - INTEGRATED IGNITION-NO START Diagnostic Aids

Crankshaft Position (CKP) sensor. CKP wiring harness or connector(s). Spark plug wires. Faulty Powertrain Control Module (PCM).

Fig. 67: CKP Sensor Connector Terminals & Test Circuits 1)Check Spark Plugs & Wires Remove and check spark plugs. Check all spark plug wires for damaged insulation or poor connectors. Check primary ignition wiring. Check CKP sensor connector. Repair or replace if necessary. If no faults are found, go to next step. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 1) to step 4). No test procedures have been omitted.

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to next step. If voltage is 1-2 volts, go to step 10). 5)Check CKP Sensor Turn ignition off. Disconnect CKP wiring harness connector. Turn ignition on. Measure voltage between pin No. 21 (CKP+) at breakout box and negative battery terminal. If voltage is 1-2 volts, go to next step. If voltage is not 1-2 volts, go to step 18). 6) Leave ignition on. Measure voltage between pin No. 22 (CKP-) at breakout box and negative battery terminal. If voltage is 1-2 volts, replace CKP sensor and repeat QUICK TEST . If voltage is not 1-2 volts, go to next step. 7) If voltage in step 6) was less than 1.0 volt, go to next step. If voltage in step 6) was more than 1.0 volts, go to step 9). 8) Turn ignition off. Disconnect PCM from breakout box. Measure resistance between pin No. 22 (CKP-) at breakout box and negative battery terminal. If resistance is more than 10,000 ohms, replace PCM and repeat QUICK TEST . If resistance is 10,000 ohms or less, repair CKP- circuit short to ground. 9) Leave PCM disconnected from breakout box. Turn ignition on. Measure voltage between pin No. 22 (CKP-) at breakout box and negative battery terminal. If voltage is less than 0.5 volts, replace PCM and repeat QUICK TEST . If voltage is 0.5 volts or more, repair CKP sensor short to power and repeat QUICK TEST. 10) Set DVOM on AC voltage scale. Crank starter while measuring voltage between pin No. 21 (CKP+) and No. 22 (CKP-) at breakout box. After stabilizing, if AC voltage is less than 0.4 volt, go to next step. If AC voltage is 0.4 volt or more, proceed as follows: z Without coil on plug, go to step 90) under CIRCUIT TEST JE . z With coil on plug, go to step 1) under CIRCUIT TEST JF . 11) Turn ignition off. Disconnect PCM from breakout box. Set DVOM on AC voltage scale. Crank starter while measuring voltage between pin No. 21 (CKP+) and No. 22 (CKP-) at breakout box. After stabilizing, if voltage is less than 0.4 volt, go to next step. If voltage is 0.4 volt or more, replace PCM and repeat QUICK TEST . 12) Turn ignition off. Measure resistance between pin No. 21 (CKP+) and No. 22 (CKP-) at breakout box. If resistance is 300-800 ohms, go to step 16). If resistance is not 300-800 ohms, go to next step. 13) If resistance in step 12) was more than 300 ohms, go to next step. If resistance in step 12) was 300 ohms or less, go to step 17). 14)Check CKP Sensor Turn ignition off. Install EI Diagnostic Harness (007-00059) to Breakout Box (014-000950). Connect EI Diagnostic Harness between CKP sensor and wiring harness connector. Use appropriate overlay. Connect diagnostic harness negative lead to battery negative terminal. Leave positive lead disconnected. Set diagnostic harness box type switch to "4/6" or "8" cylinder position. Measure resistance between breakout box test pins No. 21 (CKP+I) and J31 (CKP+S). If resistance is less than 1050 ohms, go to next step. If resistance is 1050 ohms or more, repair open in CKP+ circuit and repeat QUICK TEST . 15) Leave ignition off. Measure resistance between breakout box pin No. 22 (CKP-I) and No. J32 (CKPS). If resistance is less than 1050 ohms, replace CKP sensor and repeat QUICK TEST . If resistance is 1050 ohms or more, repair open in CKP- circuit. 16)Check CKP Sensor & Trigger Wheel Leave ignition off. Check CKP sensor and trigger wheel for damage. Repair or replace as necessary. If CKP sensor and trigger wheel are not damaged, ignition system is okay and testing is complete. If symptom is still present, go to TESTS W/O CODES - 5.0L article. Helpmelearn February-12-08 7:13:32 PM

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Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z z z

Ignition coil packs. Ignition coil wiring harness. Powertrain Control Module (PCM).

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Fig. 68: 4-Tower Coil Pack Test Circuits & Connector Terminals

Fig. 69: Horizontal 6-Tower Coil Pack Test Circuits & Connector Terminals

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Fig. 70: Vertical 6-Tower Coil Pack Test Circuits & Connector Terminals 1)DTC P0350, P0351 & P0352 Using a spark tester, check for spark at all spark plug wires while cranking engine. If consistent spark is present at all spark plug wires, system is okay, go to step 50) of CIRCUIT TEST Z . If consistent spark is not present, go to next step. 2)Check Secondary Ignition Check spark plugs, spark plug wires and coils for damage, looseness or shorting. Repair or replace as necessary. If secondary ignition looks okay, go to next step. 3)Check For COIL PWR At Coil Turn ignition off. Install EI Diagnostic Harness (007-00059) to Breakout Box (014-000950) and ICM. Use appropriate overlay. Connect right (Blue) coil tee. Connect diagnostic harness negative lead to battery negative terminal. Leave positive lead disconnected. Set diagnostic harness box type switch to "4/6" cylinder position. Turn ignition on. Measure voltage between breakout box test pins J5 (COIL PWR) and J7 (B-). If voltage is 10 volts or more, go to next step. If voltage is less than 10 volts, repair open in COIL PWR circuit. Clear PCM memory and repeat QUICK TEST . WARNING: Unless otherwise instructed, PCM must not be connected to breakout box when performing ignition system testing. 4)Check C1C Circuit At Coil Pack Turn ignition on. Measure voltage between breakout box test pins J3 (C1C) and J7 (B-). If DC voltage is more than 10.0 volts, go to next step. If voltage is 10.0 volts or less, go to step 12). 5)Check C2C Circuit At Coil Pack Turn ignition on. Measure voltage between breakout box test pins J6 (C2C) and J7 (B-). If DC voltage is more than 10.0 volts, go to next step. If voltage is 10.0 volts or less, go to step 14). 6)Check C1I Circuit At PCM Turn ignition off. Connect PCM wiring harness connector to breakout box. Turn ignition on. Measure voltage between breakout box test pins J7 (B-) and J26 (C1I). If DC voltage is more than 10.0 volts, go to next step. If voltage is 10.0 volts or less, repair open in C1I circuit. Helpmelearn February-12-08 7:13:32 PM

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If C2 circuit is shorted to ground, coil damage may occur.

A break in step numbering sequence occurs at this point. Procedure skips

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If C3 circuit is shorted to ground, coil damage may occur.

If C4 circuit is shorted to ground, coil damage may occur.

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If C1 circuit is shorted to ground, coil damage may occur.

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If C2 circuit is shorted to ground, coil damage may occur.

A break in step numbering sequence occurs at this point. Procedure skips from step 53) to step 60). No test procedures have been omitted.

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If C1 circuit is shorted to ground, coil damage may occur.

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A break in step numbering sequence occurs at this point. Procedure skips from step 83) to step 90). No test procedures have been omitted.

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If C3 circuit is shorted to ground, coil damage may occur.

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If C4 circuit is shorted to ground, coil damage may occur.

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If C1 circuit is shorted to ground, coil damage may occur.

If C2 circuit is shorted to ground, coil damage may occur.

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Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z z z

Ignition Coils. Ignition Coils Harness. Powertrain Control Module (PCM).

Fig. 71: Coil On Plug Ignition Coil Test Circuit & Connector Terminals 1)Continuous Memory DTC P0351, P0352, P0353, P0354, P0355, P0356, P0357, P0358, P0359 & P0360 Check spark plug and connectors for damage, looseness or shorting. Check coils and coil boots for damage, looseness or shorting. Repair or replace as necessary. If no faults are found, go to next step. 2)Check Resistance Between Coil Pins & Spring Terminal Turn ignition off. Remove suspect ignition coil. Measure resistance between B+ circuit terminal and coil spring. Measure resistance between CD circuit terminal and coil spring. If both resistance measurements are 4000-10,000 ohms, go to next step. If resistance is not as specified, replace coil and repeat QUICK TEST . 3)Check Resistance Between Coil Pins Leave ignition off. Measure resistance between coil terminals. If resistance is 0.3-0.8 ohms, go to next step. If resistance is not as specified, replace coil and repeat QUICK TEST . 4)Check Coil B+ Circuit Signal Leave ignition off. Disconnect PCM 104-pin connector. Turn ignition on. Measure voltage between ground and suspect coil B+ terminal. If voltage is 10 volts or more, turn ignition off. Reconnect PCM harness connector and go to next step. If voltage is less than 10 volts, check fuses and B+ circuit for open or short. Repair as necessary and repeat QUICK TEST . 5)Perform QUICK TEST If DTC P0351, P0352, P0353, P0354, P0355, P0356, P0357, P0358, P0359 or P0360 are present, go to step 7). If specified DTCs are not present, go to next step. 6) If DTC P0340 and P0350 are present, go to step 1) of CIRCUIT TEST DR . If specified DTCs are not present, go to step 5) of CIRCUIT TEST HD . 7)Check For Power To Coil Turn ignition off. Install EI Diagnostic Harness (007-00059) to Breakout Box (014-000950). Use appropriate overlay. Connect coil tee. Connect diagnostic harness negative lead to battery negative terminal. Leave positive lead disconnected. Set diagnostic harness box type switch to "8" cylinder position. Turn ignition on. Measure voltage between breakout box test pins J31 (COIL+) and J7 (B-). If voltage is 10 volts or more, go to next step. If voltage is less than 10 volts, repair open in COIL PWR circuit. Clear PCM memory and repeat QUICK TEST . Helpmelearn February-12-08 7:13:33 PM

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Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z z z z

Fuel pump relay. Inertia Fuel Shutoff (IFS) switch. Wiring harness circuits (B+, FUEL PUMP, FPM, POWER-TO-PUMP and VPWR). Powertrain Control Module (PCM).

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Fig. 72: Typical Fuel Pump Relay Schematic

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Fig. 73: Fuel System Test Circuit & Connector Terminals 1)KOEO & KOER DTC P0230 Fuel pump primary circuit has been indicated. Possible causes are as follows: z Open or shorted circuit. z Faulty fuel pump relay. z Faulty PCM. For Continuous Memory DTC P0230, go to step 40). Disconnect fuel pump relay wiring harness connector. Turn ignition on. Measure voltage between VPWR terminal at connector and chassis ground. If 10.5 volts or more are present, go to next step. If less than 10.5 volts are present, repair open in VPWR circuit between EEC power relay and fuel pump relay. NOTE:

To Identify fuel pump relay terminals, refer to numbers molded on relay.

A break in step numbering sequence occurs at this point. Procedure skips from step 7) to step 10). No test procedures have been omitted.

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repeat QUICK TEST . If resistance is 10 ohms or more, repair open in POWER-TO-PUMP circuit and repeat QUICK TEST. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 22) to step 30). No test procedures have been omitted.

A break in step numbering sequence occurs at this point. Procedure skips from step 30) to step 35). No test procedures have been omitted.

A break in step numbering sequence occurs at this point. Procedure skips from step 35) to step 40). No test procedures have been omitted.

Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z

Fuel shutoff valve relay.

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z z z

Inertia Fuel Shutoff (IFS) switch. Wiring harness circuits (B+, FSV, FSVM, Ground, POWER-TO-FUEL SHUTOFF VALVE and VPWR). Powertrain Control Module (PCM).

Fig. 74: Typical Fuel Pump Relay Schematic

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Fig. 75: Fuel Shutoff System Test Circuit & Connector Terminals 1)KOEO & KOER DTC P0230 Fuel shutoff valve primary circuit has been indicated. Possible causes are as follows: z Open or shorted circuit. z Faulty fuel shutoff valve relay. z Faulty PCM. For Continuous Memory DTC P0230, go to step 40). Disconnect fuel shutoff valve relay wiring harness connector. Turn ignition on. Measure voltage between VPWR terminal at connector and chassis ground. Helpmelearn February-12-08 7:13:34 PM

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A break in step numbering sequence occurs at this point. Procedure skips from step 7) to step 10). No test procedures have been omitted.

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A break in step numbering sequence occurs at this point. Procedure skips from step 16) to step 20). No test procedures have been omitted.

A break in step numbering sequence occurs at this point. Procedure skips from step 22) to step 30). No test procedures have been omitted.

A break in step numbering sequence occurs at this point. Procedure skips from step 30) to step 35). No test procedures have been omitted.

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35)Continuous Memory DTC P0231 Turn ignition off. Disconnect PCM wiring harness connector. Inspect pins for damage and repair as necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Connect jumper wire between test pins No. 77 (PWR GND) and 80 (FSV). Connect DVOM between test pins No. 40 (FSVM) and 51 (PWR GND). Voltage should be 10 volts or more. Observe DVOM for indication of fault while wiggling and bending B+ circuit to fuel shutoff valve relay. Fault will be indicated by sudden change in DVOM voltage. Wiggle and bend POWER-TO-FUEL SHUTOFF VALVES circuit between fuel shutoff valve relay and FSVM circuit splice. Lightly tap on fuel shutoff valve relay. Check connectors for clean tight connection. If any faults are found, isolate and repair as necessary. If no faults are found, fault cannot be duplicated at this time. Go to CIRCUIT TEST Z. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 35) to step 40). No test procedures have been omitted.

Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z z z z z

Throttle linkage. Wiring harness circuits (IAC and VPWR). Faulty Idle Air Control (IAC) valve. Faulty throttle body. Faulty Powertrain Control Module (PCM).

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Fig. 76: IAC Circuit & Connector Terminals 1)DTC P0505, P1504 Or P1507 Perform KOER self-test. If DTC P0505, P1504 or P1507 is present, go to next step. If DTC P0505 or P1507 is not present, IAC system is okay and testing is complete. 2)DTC P0505 & P1507 DTC P0505 indicates that IAC system malfunction has been detected. DTC P1504 indicates that IAC circuit malfunction has been detected. DTC P1507 indicates that IAC system under speed fault has been detected. Possible causes are as follows: z IAC circuit open or shorted to PWR. z VPWR circuit open. z Contaminated IAC valve assembly. z Damaged throttle body. z Faulty PCM. Turn ignition off. Disconnect IAC solenoid. Turn ignition on. Measure voltage between VPWR terminal of IAC solenoid wiring 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 VPWR circuit and repeat QUICK TEST . 3)Check IAC Solenoid Resistance Turn ignition off. Connect DVOM positive lead to VPWR terminal of IAC solenoid wiring harness connector. Connect DVOM negative lead to IAC terminal. If resistance is 6-13 ohms, go to next step. If resistance is not 6-13 ohms, replace IAC valve assembly and repeat QUICK TEST . 4)Check IAC Solenoid Internal Short To Case Turn ignition off. Measure resistance between each wiring harness connector terminal and IAC housing. If each resistance is 10,000 ohms or more, go to next step. If either resistance is less than 10,000 ohms, replace IAC solenoid assembly and repeat QUICK TEST . 5)Check Air Inlet System Turn ignition off. Remove air filter. Inspect air filter, MAF sensor and air inlet system for excessive dirt or contamination. Repair or replace as necessary and repeat QUICK TEST . If air filter is okay, go to next step. 6)Check For Vacuum Leaks Start engine and allow to idle. Inspect air inlet system any of the following Helpmelearn February-12-08 7:13:35 PM

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A break in step numbering sequence occurs at this point. Procedure skips from step 10) to step 20). No test procedures have been omitted.

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21)Check EVAP System Turn ignition off. Disconnect hoses from EVAP canister purge valve or solenoid. Attach vacuum pump with gauge to carbon canister hose port. See Fig. 77 . Using vacuum pump, apply 16 in. Hg to port. If vacuum bleeds off within 20 seconds, replace EVAP canister purge valve or solenoid and repeat QUICK TEST . If vacuum is not bled off immediately, go to next step.

Fig. 77: EVAP Canister Purge Hose Ports 22)Check IAC Solenoid Function Start engine and allow to idle. Ensure transmission is in Park or Neutral and engine is warmed to normal operating temperature. Disconnect IAC solenoid wiring harness Helpmelearn February-12-08 7:13:35 PM

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A break in step numbering sequence occurs at this point. Procedure skips from step 23) to step 25). No test procedures have been omitted.

A break in step numbering sequence occurs at this point. Procedure skips from step 27) to step 30). No test procedures have been omitted.

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Perform this test only when directed here by a driveability symptom. This test is only intended to diagnose: z z z z z

CIRCUIT TEST KM - WOT A/C CUT-OFF (WAC) Diagnostic Aids

Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: Helpmelearn February-12-08 7:13:35 PM

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z z z

Wiring harness circuits (ACCS, POWER-TO-CLUTCH, VPWR and WAC). Faulty WAC relay. Faulty Powertrain Control Module (PCM).

Fig. 78: WAC Test Circuits & Connector Terminals 1)DTC P1460: Verify ACCS PID Is Off Turn ignition off. Ensure A/C and defroster are off. Connect scan tester to Data Link Connector (DLC). Start engine and allow to idle. Using scan tester, access ACCS PID. If ACCS PID is off, go to next step. If ACCS PID is on, go to step 20). 2)Check VPWR Circuit Turn ignition off. Disconnect WAC relay wiring harness connector. Turn ignition on. Measure voltage between VPWR terminal at connector and chassis ground. If voltage is 10.5 volts or more, go to next step. If voltage is less than 10.5 volts, repair open in VPWR circuit. Start engine and allow to idle for 15 seconds with A/C on. Turn ignition and A/C off. Repeat QUICK TEST . 3)Check WAC Relay Leave ignition off and WAC relay disconnected. Check resistance between relay terminals No. 85 and 86. Replace WAC relay if resistance is not 40-120 ohms. If resistance is okay, check resistance between relay terminals No. 85 and 30, No. 85 and 87, No. 85 and 87A. If resistance is okay, go to next step. If resistance less than 10,000 ohms, replace WAC relay. Start engine and allow to idle for 15 seconds with A/C on. Turn ignition and A/C off. Repeat QUICK TEST . 4)Check WAC Circuit Turn ignition off. Leave WAC relay disconnected. Disconnect PCM wiring harness connector. Inspect connector for damage or corrosion, and repair as necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Turn ignition on. Measure voltage between test pin No. 69 (WAC) at breakout box and chassis ground. If voltage is less than one volt, go to next step. If voltage is one volt or more, repair circuit short to power. Start engine and allow to idle for 15 seconds with A/C on. Turn ignition and A/C off. Repeat QUICK TEST . Helpmelearn February-12-08 7:13:35 PM

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A break in step numbering sequence occurs at this point. Procedure skips from step 6) to step 10). No test procedures have been omitted.

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Fig. 79: ACPSW Connector Terminals 13)Check For Voltage To PCM Leave A/C switch on. Turn ignition off. Reconnect ACPSW. Disconnect PCM wiring harness connector. Inspect connector for damage or corrosion, and repair as necessary. Install EEC-V Breakout Box (014-000950), leaving PCM disconnected. Turn ignition on. Measure voltage between test pin No. 41 (ACCS) and test pin No. 77 (PWR GND) at breakout box. If voltage is one volt or more, repair open circuit between ACPSW and PCM. If voltage is more than 10.5 volts, replace PCM and verify symptom is corrected. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 13) to step 19). No test procedures have been omitted.

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A break in step numbering sequence occurs at this point. Procedure skips from step 23) to step 30). No test procedures have been omitted.

A break in step numbering sequence occurs at this point. Procedure skips from step 31) to step 50). No test procedures have been omitted.

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Fig. 80: A/C Relay Connector Terminals NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 52) to step 60). No test procedures have been omitted.

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A break in step numbering sequence occurs at this point. Procedure skips from step 64) to step 70). No test procedures have been omitted.

A break in step numbering sequence occurs at this point. Procedure skips from step 72) to step 75). No test procedures have been omitted.

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present. Testing is complete.

Fig. 81: A/C Relay Terminals NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 76) to step 80). No test procedures have been omitted.

A break in step numbering sequence occurs at this point. Procedure skips from step 84) to step 90). No test procedures have been omitted.

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Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z z z

CIRCUIT TEST NB - MALFUNCTION INDICATOR LIGHT (MIL) Diagnostic Aids

Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z z

Wiring harness circuit (MIL). Faulty Powertrain Control Module (PCM).

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Fig. 82: MIL Circuit Schematic 1)MIL Always On Perform KOEO SELF-TEST. If any trouble codes are present, service as necessary before continuing. If no trouble codes are present, turn ignition off. Disconnect PCM 104-pin connector. Inspect pins for damage. Install EEC-V Breakout Box (014-00950), leaving PCM disconnected. Measure and record resistance between test pins No. 2 and No. 51 and 103 (PWR GND). If resistance is less than 5 ohms, repair short circuit between test pin No. 2 and MIL. If resistance is 5 ohms or more, replace PCM. 2)MIL Does Not Come On Turn ignition on. Measure voltage between ground side of MIL fuse and negative battery terminal. If voltage is 10.5 volts or less, go to next step. If voltage is more than 10.5 volts, go to step 4). 3)Check For B+ At Fuse Leave ignition on. Measure voltage between positive side of MIL fuse and negative battery terminal. If voltage is 10.5 volts or less, repair open in MIL or B+ circuit. If voltage is more than 10.5 volts, replace MIL fuse. 4)Check For B+ At MIL Bulb Leave ignition on. Measure voltage between instrument cluster connector terminal B+ and negative battery terminal. If voltage is 10.5 volts or less, repair open in fuse, MIL bulb or B+ circuit. If voltage is more than 10.5 volts, go to next step. 5)Check Continuity Of MIL Circuit Turn ignition off. Measure resistance between instrument cluster connector MIL terminal and test pin No. 2 of breakout box. If resistance is less than 5 ohms, replace PCM. If MIL is still on, fault is in instrument cluster. If resistance is 5 ohms or more, repair open in MIL Helpmelearn February-12-08 7:13:36 PM

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circuit. CIRCUIT TEST NC - IGNITION DIAGNOSTIC MONITOR (IDM) Diagnostic Aids

Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z

Faulty Powertrain Control Module (PCM).

Continuous Memory DTC P0320

This code indicates that (2) successive erratic Profile Ignition Pulses (PIP) have occurred. Possible causes are as follows: z z z

Loose wires and/or connectors. Short circuit to ground in ignition secondary system. Incorrect 2-way radio installation.

Perform this test when instructed during QUICK TEST or if directed by other test procedures. DTC P1270

This DTC indicates that engine or vehicle speed has exceeded calibrated limit. Possible causes are as follows: z z z

Wheel slippage caused by mud, ice, water, snow, etc. Over revved engine. Vehicle driven at excessive rate of speed.

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Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z z z

Standard Corporate Protocol (SCP) communication circuits BUS (+) and BUS (-). Wiring harness circuits (CHASSIS GROUND, PWR GND and VBAT). Faulty Powertrain Control Module (PCM).

Fig. 83: Data Link Connector (DLC) Test Circuit & Connector Terminals 1)Verify Self-Test Procedure Is Correct Ensure scan tester is correctly attached to DLC located under dash panel. Ensure scan tester is not damaged or defective. Verify correct self-test procedure is used. Correct as necessary. If no faults are found, go to next step. 2)Check For VREF At TP Sensor Turn ignition off. Disconnect TP sensor. Turn ignition on. Measure voltage between SIG RTN terminal and VREF terminal at TP wiring harness connector. See Fig. 84 . If voltage is 4-6 volts, go to next step. If voltage is not 4-6 volts, go to CIRCUIT TEST C . NOTE:

KOER self-test failure or Communication Error message could result if a failure is present in MAF sensor, MLP sensor, VSS or related circuits.

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Fig. 84: TP Sensor Harness Connector Terminals 3)Ability To Access Continuous Memory DTCs If Continuous Memory DTCs were accessible, go to next step. If Continuous Memory DTCs were not accessible, go to step 7). 4)Ability To Activate KOEO SELF-TEST If KOEO SELF-TEST was entered, go to next step. If KOEO SELF-TEST was not entered, go to step 6). 5)Ability To Activate KOER Self-Test If KOER self-test was entered, DTC is false. Obtain PCM part number and check manufacturer for correct PCM application. If KOER self-test was not entered, go to next step for alternative fuel models or step 7) for all other models. 6) If self-test was performed using gasoline, go to next step. If self-test was performed on alternative fuel, repeat QUICK TEST using gasoline. If still unable to retrieve trouble codes, go to next step. 7) Perform QUICK TEST . If any DTCs are present, service as necessary before continuing. If unable to retrieve trouble codes, go to next step. 8)Check For Voltage At Data Link Connector (DLC) Inspect DLC for damage and repair as necessary. Turn ignition on. Measure voltage between B+ terminal of DLC and engine ground. If 10.5 volts or more are present, go to next step. If less than 10.5 volts are present, repair open in B+ circuit and repeat QUICK TEST . 9)Check DLC Ground Circuit Continuity Turn ignition off. Measure resistance between CHASSIS GROUND terminal of DLC and engine ground. If less than 5 ohms are present, go to next step. If 5 ohms or more are present, repair open in CHASSIS GROUND circuit and repeat QUICK TEST . 10)Check DLC PWR GND Circuit Continuity Turn ignition off. Disconnect PCM 104-pin connector. Inspect pins for damage and repair if necessary. Install EEC-V Breakout Box (014-00950), leaving PCM disconnected. Measure resistance between test pins No. 51 and 103 (PWR GND) at the breakout box and PWR GND terminal of DLC. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, repair open in PWR GND circuit to DLC and repeat QUICK TEST . 11)Check BUS(-) Circuit Leave ignition off. Measure resistance between test pin No. 15 (BUS-) at the Helpmelearn February-12-08 7:13:36 PM

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Battery terminal condition. Keep Alive Power (KAPWR) circuit routing. KAPWR circuit condition. Faulty Powertrain Control Module (PCM).

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Fig. 85: Keep Alive Power (KAPWR) Circuit Schematic 1)DTC P0603: Check Battery Terminals Inspect battery terminals for corrosion or loose connection. Service or replace as necessary. If battery terminals are okay, go to next step. 2)Check Wiring Harness Inspect wiring harness and connectors for damage or corrosion. Ensure wiring harness is not improperly routed too close to ignition or exhaust components. Service or replace if necessary. If wiring harness looks okay, go to next step. 3)Check KAPWR Circuit Turn ignition off. Disconnect PCM 104-pin connector. Inspect pins for damage. Install EEC-V Breakout Box (014-00950), leaving PCM disconnected. Connect DVOM between test pin No. 55 (KAPWR) and test pins No. 51 and 103 (PWR GND) at breakout box. Shake and bend small sections of wiring harness between PCM and dash panel. If voltage is continuously 10.5 volts or more, go to next step. If voltage drops to less than 10.5 volts, isolate open in KAPWR circuit and repair as necessary. Repeat QUICK TEST . 4)Check For DTC P0603/P1605 Perform KOEO SELF-TEST. If DTC P0603/P1605 is present, replace PCM and repeat QUICK TEST . If any other DTCs are present, service as necessary. If no trouble codes are present, testing is complete. CIRCUIT TEST QC - DIAGNOSTIC TROUBLE CODE P1000 Diagnostic Aids

Battery or PCM has been disconnected.

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z z

CIRCUIT TEST QD - DIAGNOSTIC TROUBLE CODE P1260 Diagnostic Aids

Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z z

Wiring harness circuits (CPP, PNP and SIG RTN). Faulty Clutch Pedal Position (CPP) switch.

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z z

Faulty Park & Neutral Position (PNP) switch. Faulty Powertrain Control Module (PCM).

Fig. 86: CPP Switch Test Circuit & Connector Terminals 1)DTC P0704 & P1709: Check CPP/PNP Switch Function These DTCs indicate CPP/PNP switch malfunction. Possible causes are as follows: z Starter relay disconnected during KOER self-test. z CPP/PNP switch circuit damage. z Faulty CPP/PNP switch. z Faulty Powertrain Control Module (PCM). Turn ignition off. Connect scan tester to Data Link Connector (DLC). Ensure shift lever is in Neutral. Turn ignition on. Using scan tester, access CPP/PNP PID. While observing CPP/PNP PID, apply and release clutch pedal. If CPP/PNP PID does not cycle on and off, go to next step. If CPP/PNP PID cycles on and off, check PCM connector. If connector is okay, replace PCM. 2)Check CPP/PNP Switch Turn ignition off. Locate CPP switch near clutch pedal or PNP switch near transmission shift linkage. Inspect switch and bracket for damage and repair if necessary. Disconnect CPP/PNP switch wiring harness connector. Inspect terminals for damage and repair if necessary. Measure resistance between switch terminals. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or more, replace CPP/PNP switch and repeat QUICK TEST . 3)Check CPP Circuit Turn ignition off. Disconnect scan tester. Disconnect PCM 104-pin connector. Inspect pins for damage. Install EEC-V Breakout Box (014-00950), leaving PCM disconnected. Measure resistance between test pin No. 64 (CPP) at breakout box and CPP terminal at CPP switch wiring harness connector. Measure resistance between test pin No. 91 (SIG RTN) at breakout box and SIG RTN terminal at CPP/PNP switch wiring harness connector. If both resistance measurements are less than 5 ohms, go to next step. If either resistance is 5 ohms or more, repair open circuit and repeat QUICK TEST . Helpmelearn February-12-08 7:13:36 PM

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Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z z

Wiring harness circuits (TCIL and TCS). Faulty Powertrain Control Module (PCM).

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Fig. 87: TCIL & TCS Circuit Schematic 1)DTC P1780 Turn ignition off. Connect scan tester to Data Link Connector (DLC). Start engine and allow to idle. Using scan tester, access TCS PID. Cycle TCS switch, then hold depressed. If TCS PID is on, go to next step. If TCS PID is off, repeat KOER self-test to cycle TCS. 2)Check TCS Circuit Voltage Turn ignition off. Disconnect PCM 104-pin connector. Inspect pins for damage. Install EEC-V Breakout Box (014-00950), leaving PCM disconnected. Turn ignition on. Measure voltage between test pin No. 29 (TCS) and test pins No. 24 and 77 (PWR GND) at breakout box while cycling TCS. If voltmeter reading does not cycle when TCS is cycled, go to next step. If voltmeter reading cycles when TCS is cycled, replace PCM and repeat QUICK TEST . 3)Check Circuit For Short To Ground Turn ignition off. Disconnect TCS. Inspect pins for damage and repair if necessary. Measure resistance between breakout box test pin No. 29 (TCS) and test pins No. 24 and 77 (PWR GND). If resistance is 10,000 ohms or more, go to next step. If resistance is less than 10,000 ohms, repair short circuit and repeat QUICK TEST . 4)Check Continuity Of TCS Circuits Leave ignition off. Connect ohmmeter positive lead to TCS key power at the fuse panel. Connect negative lead to power terminal of TCS wiring harness connector. Note resistance measurement. Measure resistance between breakout box test pin No. 29 (TCS) and TCS terminal of TCS connector. If both resistance measurements are less than 5 ohms, go to next step. If either resistance measurement is 5 ohms or more, repair open circuit and repeat QUICK TEST . 5)Check Circuit For Short To Power Leave ignition off. Measure resistance between breakout box test pin No. 29 (TCS) and test pins No. 71 and 97 (VPWR). If resistance is 10,000 ohms or more, replace TCS switch and repeat QUICK TEST . If resistance is less than 10,000 ohms, repair short circuit and repeat QUICK TEST. 6)Check TCIL PID Turn ignition off. With scan tester connected to Data Link Connector (DLC), access TCIL PID. Cycle TCS switch. If TCIL PID changes from ON to OFF, fault is intermittent. Go to CIRCUIT TEST Z . If TCIL PID does not change as specified, go to next step. 7)Check For Short to Ground In TCIL Circuit Turn ignition off. Disconnect PCM 104-pin connector. Inspect pins for damage and repair if necessary. Turn ignition on. If TCIL goes off, replace PCM. If TCIL remains on, repair TCIL circuit short to ground. Helpmelearn February-12-08 7:13:37 PM

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Perform this test when instructed during QUICK TEST or if directed by other test procedures. This test is used to diagnose the following: z z

Generic electronic module wiring harness circuits. Powertrain Control Module (PCM).

Fig. 88: Electronic Shift Control Module Test Circuit (Electronic Shift)

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Fig. 89: 4x4 Low Switch Test Circuit & Connector Terminals (Mechanical Shift) 1)DTC P1729 & P1781 DTC P1729 indicates 4x4 switch open or short circuit. DTC P1781 indicates 4x4L switch position closed during QUICK TEST. If switch position was not 4x2 or 4x4H during KOEO QUICK TEST, select 4x2 or 4x4H and repeat QUICK TEST. If switch position was as specified, go to next step. 2)Check Intermittent Circuit Failure Turn ignition off. Connect scan tester to DLC. Using scan tester, access 4x4L PID. Turn ignition on. Cycle switch to 4x2. Shake and bend sections of wiring harness between generic electronic module and transfer case wiring harness connector. Shake and bend sections of wiring harness between generic electronic module PCM. Tap wiring harness connector to simulate road shock. If scan tester voltage fluctuates, isolate fault and repair as necessary. If scan tester voltage does not fluctuate, go to next step. 3)Check Signal From PCM Turn ignition off. Disconnect PCM 104-pin connector. Inspect pins for damage and repair if necessary. Install EEC-V Breakout Box (014-00950), leaving PCM disconnected. Turn ignition on. While cycling switch, measure voltage between breakout box test pin No. 14 and No. 24 (PWR GND). If voltage cycles, replace PCM and repeat QUICK TEST . If voltage does not cycle, go to next step. 4)Check Circuit Continuity Turn ignition off. Disconnect electronic shift control module. Inspect pins for damage and repair if necessary. Measure resistance between breakout box test pin No. 14 and 4X4L terminal at module 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 . 5)Check For Short To Power Or Ground Leave ignition off. Reconnect electronic shift control module. Measure resistance between breakout box test pin No. 14 and No. 24. Measure resistance between breakout box test pin No. 14 and test pins No. 71 and 97 (VPWR). If any resistance measurement is more than 10,000 ohms, repair transfer case mechanical fault. If any resistance measurement is 10,000 ohms or less, repair short circuit and repeat QUICK TEST . CIRCUIT TEST Z - INTERMITTENT Diagnostic Aids

Perform this test when instructed during QUICK TEST or if directed by other test procedures. Before Helpmelearn February-12-08 7:13:37 PM

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continuing with this circuit test, ensure that the following areas are in good condition: z z z z z z

Air induction system. Vacuum hoses and connections. Wiring harness connectors. Fuel level and quality. Added aftermarket equipment. Base engine.

Fig. 90: Testing Typical PCM Output Control Circuit 1)Intermittent Test Procedure Proceed to the appropriate circuit test as follows: Helpmelearn February-12-08 7:13:37 PM

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INPUT CIRCUIT TEST PRIORITY Circuit ACCS BOO

(1)

CMP (4) DPFEGR ECT FP IAT IMRCM MAF OCTADJ O2S PF PSP TCS TFT TP TPB TR VSS (1) Input test (sensor) procedure.

(2)

Step 10) 1st 1st 1st 1st 1st 1st 1st 1st 1st 1st 1st 1st 1st 1st 1st 1st 1st 1st 1st

Step 30) 3rd 3rd 2nd

(3)

2nd 2nd 3rd 2nd 2nd 2nd 3rd 3rd 2nd 3rd N/A 3rd 3rd 3rd 3rd 3rd

(2)

Water soak check procedure.

(3)

Road test procedure.

(4)

Go to step 50) before performing WATER SOAK TEST.

Step 40) 2nd 2nd 3rd 3rd 3rd 2nd 3rd 3rd 3rd 2nd 2nd 3rd 2nd 2nd 2nd 2nd 2nd 2nd 2nd

OUTPUT CIRCUIT TEST PRIORITY Circuit ACP AIR EVAPCVA EVAPCP EPC EVRVR FPM HFC HTR11A HTR12A HTR21A

(1)

Step 20) 1st 1st 1st 1st 1st 1st 1st 1st 1st 1st 1st

(2)

Step 30) 3rd 3rd 3rd 3rd 3rd 3rd 3rd 3rd 3rd 3rd 3rd

(3)

Step 40) 2nd 2nd 2nd 2nd 2nd 2nd 2nd 2nd 2nd 2nd 2nd

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HTR22A IAC IMRC INJ LFC MIL SS1 SS2 SS3 TCTC (4) TCC TCIL WAC 4X4L (1) Output test (actuator) procedure.

1st 1st 1st 1st 1st 1st 1st 1st 1st 1st

3rd 3rd 3rd 3rd 3rd N/A 3rd 3rd 3rd 3rd

2nd 2nd 2nd 2nd 2nd 2nd 2nd 2nd 2nd 2nd

1st 1st 1st 1st

3rd N/A 3rd 3rd

2nd 2nd 2nd 2nd

(2)

Water soak check procedure.

(3)

Road test procedure.

(4)

Go to step 50) before performing WATER SOAK TEST.

NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 1) to step 10). No test procedures have been omitted.

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A break in step numbering sequence occurs at this point. Procedure skips from step 13) to step 20). No test procedures have been omitted.

20)Intermittent Output Test (Actuator) Procedure If no symptoms or trouble codes are present, perform road test procedure specified insteps 40) through 43). Turn ignition off. Connect scan tester to DLC. Access PIDs from the area of suspected wiring or component fault. Record trouble codes in PCM memory, if present. Disconnect 104-pin connector from PCM. Install Breakout Box (014-000959). Connect PCM to breakout box. Connect positive lead of voltmeter to output control circuit of suspect component. See Fig. 90 . Connect negative lead to ground. Turn ignition on. Using scan tester, enter Output Test Mode. Activate suspect component. While observing voltmeter reading and PID value, lightly tap on component. Compare readings to specification. See PIN VOLTAGE/PID VALUE CHARTS article. If readings are correct and remain stable within one volt, go to next step. If readings are incorrect or unstable within one volt, replace component. If replacement component does not repair fault, install original component and go to next step. 21) Leave ignition on with PIDs accessed. While observing voltmeter reading and PID value, wiggle and pull on wiring harness between suspect component and PCM. Lightly tap on component. Compare readings to specification. See PIN VOLTAGE/PID VALUE CHARTS article. If readings are correct and remain stable within one volt, fault cannot be identified with this procedure. Return to step 1) and choose another procedure. If readings are incorrect or unstable within one volt, isolate fault and repair as necessary. NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 21) to step 30). No test procedures have been omitted.

A break in step numbering sequence occurs at this point. Procedure skips from step 31) to step 40). No test procedures have been omitted.

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A break in step numbering sequence occurs at this point. Procedure skips from step 43) to step 50). No test procedures have been omitted.

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A break in step numbering sequence occurs at this point. Procedure skips from step 54) to step 190). No test procedures have been omitted.

A break in step numbering sequence occurs at this point. Procedure skips from step 192) to step 220). No test procedures have been omitted.

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NOTE:

A break in step numbering sequence occurs at this point. Procedure skips from step 227) to step 229). No test procedures have been omitted.

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A break in step numbering sequence occurs at this point. Procedure skips from step 255) to step 270). No test procedures have been omitted.

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1997 Ford Explorer 1997 ENGINE PERFORMANCE Ford Motor Co. - Trouble Shooting - No Codes - EEC-V (4.0L)

1997 ENGINE PERFORMANCE Ford Motor Co. - Trouble Shooting - No Codes - EEC-V (4.0L)

INTRODUCTION Before diagnosing symptoms or intermittent faults, perform basic diagnostic procedures in the BASIC TESTING - 4.0L article and self-diagnostic steps in the TESTS W/CODES - 4.0L article. Use this article to diagnose driveability problems existing when a hard fault code is not present. NOTE:

Some driveability problems may have been corrected by manufacturer with a revised Powertrain Control Module (PCM). Check with manufacturer for latest PCM 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 specifications, see the ADJUSTMENTS - 4.0L or SPECIFICATIONS - 4.0L articles.

SYMPTOMS SYMPTOMS DIAGNOSIS Symptom checks cannot be used properly unless problem occurs while vehicle is being tested. To reduce diagnostic time, ensure basic diagnostic procedures in the BASIC TESTING - 4.0L article and self-diagnostic steps in the TESTS W/CODES - 4.0L article were performed before diagnosing a symptom. Symptom checks are listed in order of probability, ease of accomplishment, and accessibility. Symptoms available for diagnosis are as follows: z z z z z z z z z

No Crank Hard Start/Long Crank Stalls After Start No Start/Normal Crank Slow Return To Idle Rough Idle High Idle (Diesels/Runs On) Low Idle (Stalls On Deceleration) Hesitates Or Stalls

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z z z z z z z z z z z z z z z z z z z z

Surge (On Acceleration Or Cruise) Backfires Loss Of Power Spark Knock Poor Fuel Economy Emissions Compliance Warning Indicator Lights Improper Transmission Shift High Oil Consumption Engine Runs Hot Engine Runs Cold Exhaust Smoke Fuel Pump Always On Gas Smell Sulfur Smell Engine Noise Vibration Climate Control (Lack Of Cooling) Climate Control (A/C Always On) A/C Does Not Go Off During WOT

NO CRANK Preliminary Checks

Check battery connections. Check starter relay connections. Check all fuse links. On A/T models, ensure gearshift is in Park. On M/T models, ensure clutch is fully depressed. If vehicle is equipped with anti-theft devices, ensure system is deactivated. Symptom Checks

Check the following items: z z z z z z z

Check starter relay. Check starter circuit. Check charging circuit. Check for defective flywheel. Check ignition switch. Check for seized/hydro-locked engine. Check transmission linkage adjustment.

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HARD START/LONG CRANK Preliminary Checks

Check for vacuum leaks. Check fuel quality. Check air cleaner/air intake duct. Symptom Checks

Check the following items: z z z z z z z z

Check starting system. Check EGR system. Check for contaminated MAF sensor. Check cooling system for overheating (hard hot start only). Check ignition system. See CIRCUIT TEST JD in TESTS W/CODES - 4.0L article. Check fuel delivery system. See CIRCUIT TEST HC in TESTS W/CODES - 4.0L article. Check PCV system. See CIRCUIT TEST HG in TESTS W/CODES - 4.0L article. Check Evaporative Emission (EVAP) system. See CIRCUIT TEST HW in TESTS W/CODES - 4.0L article. Check air intake system. See CIRCUIT TEST HU in TESTS W/CODES - 4.0L article.

STALLS AFTER START Preliminary Checks

Check for vacuum leaks. Check fuel quality. Check for restricted air filter/air intake duct. Check wiring harness connectors. Symptom Checks

Check the following items: z z z

z z z

z z

Check for restricted air intake duct. Check engine compression and engine mechanical condition. Ensure Idle Air Control (IAC) solenoid controls idle speed. If IAC solenoid does not control idle speed, check IAC valve assembly. See CIRCUIT TEST KE in TESTS W/CODES - 4.0L article. Check fuel delivery system. See CIRCUIT TEST HC in TESTS W/CODES - 4.0L article. Check ignition system. See CIRCUIT TEST JD in TESTS W/CODES - 4.0L article. Check exhaust system for restriction. See step 7) of CIRCUIT TEST HF in TESTS W/CODES - 4.0L article. Check PCV system. See CIRCUIT TEST HG in TESTS W/CODES - 4.0L article. Ensure transmission is functioning properly. If engine stalls during transmission engagement, check transmission solenoids. See TRANSMISSION SERVICING - A/T (4R44E/5R55E) in the

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AUTOMATIC TRANS SERVICE section. NO START/NORMAL CRANK Preliminary Checks

Check fuel quality. Check Inertia Fuel Shutoff (IFS) switch. Check alarm/anti-theft devices. Check wiring harness connectors. Check for disconnected or restricted air intake duct. Check fuses and relays. Symptom Checks

Check the following items: z z z z

Check for restricted air intake duct. Check fuel delivery system. See CIRCUIT TEST HC in TESTS W/CODES - 4.0L article. Check ignition system. See CIRCUIT TEST JD in TESTS W/CODES - 4.0L article. Check engine compression and engine mechanical condition. Check intake manifold gasket and valve timing.

SLOW RETURN TO IDLE Preliminary Checks

Check for vacuum leaks. Check throttle linkage operation. Check air intake system. Check throttle body. Symptom Checks

Check the following items: z z

Check for throttle body contamination. Check for carbon build-up around throttle plate. Ensure Idle Air Control (IAC) solenoid controls idle speed. If IAC solenoid does not control idle speed, check IAC valve assembly. See CIRCUIT TEST KE in TESTS W/CODES - 4.0L article. Check fuel delivery system. See CIRCUIT TEST HC in TESTS W/CODES - 4.0L article.

ROUGH IDLE Preliminary Checks

Check for vacuum leaks. Check air intake duct. Check air filter. Check primary and secondary ignition wiring harness and components. Check for cracked or missing cooling fan blades. Symptom Checks

Check the following items: z

Check for throttle body contamination. Check for carbon build-up around throttle plate.

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z z z

z z

Ensure Idle Air Control (IAC) solenoid controls idle speed. If IAC solenoid does not control idle speed, check IAC valve assembly. See CIRCUIT TEST KE in TESTS W/CODES - 4.0L article. Check fuel delivery system. See CIRCUIT TEST HC in TESTS W/CODES - 4.0L article. Check ignition system. See CIRCUIT TEST JD in TESTS W/CODES - 4.0L article. Check exhaust system for restriction. See step 7) of CIRCUIT TEST HF in TESTS W/CODES - 4.0L article. Check PCV system. See CIRCUIT TEST HG in TESTS W/CODES - 4.0L article. Ensure transmission is functioning properly. If engine stalls during transmission engagement, check transmission solenoids. See TRANSMISSION SERVICING - A/T (4R44E/5R55E) article in the AUTOMATIC TRANS SERVICE section.manual. Check engine compression. Check engine mechanical condition. Check camshaft and valve train components.

HIGH IDLE (DIESELS/RUNS ON) NOTE:

If engine is overheating, go to ENGINE RUNS HOT symptom. If engine runs cold, go to ENGINE RUNS COLD symptom.

Preliminary Checks

Check for vacuum leaks. Check for carbon build-up on throttle plate. Check throttle linkage operation. Check for binding/sticking cruise control chain. Check air intake duct. Check for leaking intake manifold gasket. Symptom Checks

Check the following items: z z z

Check for restricted air intake duct. Check PCV system. See CIRCUIT TEST HG in TESTS W/CODES - 4.0L article. Check air intake system. See CIRCUIT TEST HU in TESTS W/CODES - 4.0L article.

LOW IDLE (STALLS ON DECELERATION) Preliminary Checks

Check Idle Air Control (IAC) wiring harness connector. Check base timing. Check engine mechanical condition. Symptom Checks

Check the following items: z z

Check idle speed. See IDLE SPEED in ADJUSTMENTS - 4.0L article. Ensure Idle Air Control (IAC) solenoid controls idle speed. If IAC solenoid does not control idle speed,

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z z

check IAC valve assembly. See CIRCUIT TEST KE in TESTS W/CODES - 4.0L article. Check fuel delivery system. See CIRCUIT TEST HC in TESTS W/CODES - 4.0L article. Check air intake system. See CIRCUIT TEST HU in TESTS W/CODES - 4.0L article.

HESITATES OR STALLS NOTE:

The PCM is equipped with an over RPM/speed limit function. If programmed speed is exceeded, fuel delivery will shut off and DTC P1270 will be set in PCM memory.

Preliminary Checks

Check for vacuum leaks. Check fuel quality. Check for restricted air filter/air intake duct. Check wiring harness connectors. Symptom Checks

Check the following items: z z z

z z z z z

Check air intake system. Also, ensure throttle plate and linkages operate properly. Check EGR system. See SYSTEM/COMPONENT TESTS - 4.0L article. Ensure Idle Air Control (IAC) solenoid controls idle speed. If IAC solenoid does not control idle speed, check IAC valve assembly. See CIRCUIT TEST KE in TESTS W/CODES - 4.0L article. Check PCV system. See CIRCUIT TEST HG in TESTS W/CODES - 4.0L article. Check PCV system. See CIRCUIT TEST HG in TESTS W/CODES - 4.0L article. Check ignition system. See CIRCUIT TEST JD in TESTS W/CODES - 4.0L article. Check fuel delivery system. See CIRCUIT TEST HC in TESTS W/CODES - 4.0L article. Check Evaporative Emission (EVAP) system. See CIRCUIT TEST HW in TESTS W/CODES - 4.0L article. Check exhaust system for restriction. See step 7) of CIRCUIT TEST HF in TESTS W/CODES - 4.0L article. Ensure transmission is functioning properly. If engine stalls during transmission engagement, check transmission solenoids. See TRANSMISSION SERVICING - A/T (4R44E/5R55E) article in the AUTOMATIC TRANS SERVICE section. Check engine compression. Check engine mechanical condition. Check valve timing.

SURGE (ON ACCELERATION OR CRUISE) Preliminary Checks

Check for vacuum leaks. Check fuel quality. Check for restricted air filter/air intake duct. Check wiring harness connectors. Symptom Checks Helpmelearn February-12-08 7:18:20 PM

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1997 Ford Explorer 1997 ENGINE PERFORMANCE Ford Motor Co. - Trouble Shooting - No Codes - EEC-V (4.0L)

Check the following items: z z z z

Check EGR system. See SYSTEM/COMPONENT TESTS - 4.0L article. Check fuel delivery system. See CIRCUIT TEST HC in TESTS W/CODES - 4.0L article. Check PCV system. See CIRCUIT TEST HG in TESTS W/CODES - 4.0L article. Check Evaporative Emission (EVAP) system. See CIRCUIT TEST HW in TESTS W/CODES - 4.0L article. Check exhaust system for restriction. See step 7) of CIRCUIT TEST HF in TESTS W/CODES - 4.0L article.

BACKFIRES Preliminary Checks

Check vacuum hose routing. Check spark plug wiring for incorrect firing order. Symptom Checks

Check the following items: z z z

Check ignition system. See CIRCUIT TEST JD in TESTS W/CODES - 4.0L article. Check fuel delivery system. See CIRCUIT TEST HC in TESTS W/CODES - 4.0L article. Check exhaust system for restriction. See step 7) of CIRCUIT TEST HF in TESTS W/CODES - 4.0L article. Check engine compression and valve timing. Check engine mechanical condition.

LOSS OF POWER NOTE:

The PCM is equipped with an over RPM/speed limit function. If programmed speed is exceeded, fuel delivery will shut off and DTC P1270 will be set in PCM memory.

Preliminary Checks

Verify symptom is reported under normal driving conditions without engine under excessive load conditions. Check vacuum hose routing. Check for restricted air filter. Check wiring harness connectors. Check for obstructed radiator. Check transmission fluid. Symptom Checks

Check the following items: z z

Check ignition system. See CIRCUIT TEST JD in TESTS W/CODES - 4.0L article. Check fuel delivery system. See CIRCUIT TEST HC in TESTS W/CODES - 4.0L article.

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1997 Ford Explorer 1997 ENGINE PERFORMANCE Ford Motor Co. - Trouble Shooting - No Codes - EEC-V (4.0L)

z z

Check exhaust system. See step 7) of CIRCUIT TEST HF in TESTS W/CODES - 4.0L article. Check engine compression. Check engine mechanical condition. Check intake manifold gasket, camshaft and valves. Ensure transmission is functioning properly. If engine stalls during transmission engagement, check transmission solenoids. See TRANSMISSION SERVICING - A/T (4R44E/5R55E) article in the AUTOMATIC TRANS SERVICE section. Check for binding/dragging brakes. Ensure A/C turns off during Wide Open Throttle (WOT). If A/C does not turn off during WOT, go to step 130) of CIRCUIT TEST X in the TESTS W/CODES - 4.0L article.

SPARK KNOCK Preliminary Checks

Check vacuum hose routing. Check for restricted air intake system. Check engine oil and fuel quality. Symptom Checks

Check the following items: z

z z z z

Check cooling system for overheating. If cooling system is overheating, go to ENGINE RUNS HOT symptom. Check ignition timing. See ADJUSTMENTS - 4.0L article. Check EGR system. See SYSTEM/COMPONENT TESTS - 4.0L article. Check ignition system. See CIRCUIT TEST JD in TESTS W/CODES - 4.0L article. Check engine compression. Check engine mechanical condition. Check intake manifold gasket, camshaft and valves. Check octane adjust system. See CIRCUIT TEST FG in TESTS W/CODES - 4.0L article. If available, check Technical Service Bulletins (TSBs) for OCT ADJ information.

POOR FUEL ECONOMY NOTE:

Fuel consumption will increases during stop-and-go driving, trailer towing, short-run operation, extended winter warm-up periods, etc. Determine if these factors are the cause of poor fuel mileage before proceeding with diagnostic procedure.

Preliminary Checks

Check for restricted air filter/air intake duct. Check transmission fluid level. Check fuel quality. Symptom Checks

Check the following items: Helpmelearn February-12-08 7:18:21 PM

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1997 Ford Explorer 1997 ENGINE PERFORMANCE Ford Motor Co. - Trouble Shooting - No Codes - EEC-V (4.0L)

z z z z

z z z

Check ignition system. See CIRCUIT TEST JD in TESTS W/CODES - 4.0L article. Check fuel delivery system. See CIRCUIT TEST HC in TESTS W/CODES - 4.0L article. Check exhaust system. See step 7) of CIRCUIT TEST HF in TESTS W/CODES - 4.0L article. Check engine compression. Check engine mechanical condition. Check intake manifold gasket, camshaft and valves. Ensure engine operates at normal operating temperature. Ensure transmission operates properly. Check for dragging brakes.

EMISSIONS COMPLIANCE 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 the engine temperature was not warm and stabilized prior to the test or the vehicle had idled excessively long prior to the test. Before starting any services, verify complaints of idle emission test failure. The following encompasses most of the emissions measurement modes of current state idle test procedures: z z z z z z

Ensure engine is at normal operating temperature and all accessories are turned off. Check emissions at idle. Operate engine at 2200-2800 RPM. Check emissions within 30 seconds. Return engine speed to idle. Check emissions within 30 seconds.

If any emission component is changed, Keep-Alive Memory (KAM) should be cleared before repeating state emission test procedure. See the TESTS W/CODES - 4.0L article. To relearn adaptive strategy, operate engine at 2500 RPM for one minute. Operate engine at idle speed for 2 minutes. Preliminary Checks

Check for vacuum leaks/blockage. Check wiring harness connectors. Symptom Checks

Check the following items: z z z z z

Check idle speed. See IDLE SPEED in ADJUSTMENTS - 4.0L article. Check PCV system. See CIRCUIT TEST HG in TESTS W/CODES - 4.0L article. Check ignition system. See CIRCUIT TEST JD in TESTS W/CODES - 4.0L article. Check fuel delivery system. See CIRCUIT TEST HC in TESTS W/CODES - 4.0L article. Check Evaporative Emission (EVAP) system. See CIRCUIT TEST HW in TESTS W/CODES - 4.0L article.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997 ENGINE PERFORMANCE Ford Motor Co. - Trouble Shooting - No Codes - EEC-V (4.0L)

z z

z z z

Check exhaust system for restriction. See step 7) of CIRCUIT TEST HF in TESTS W/CODES - 4.0L article. Check air intake system. See CIRCUIT TEST HU in TESTS W/CODES - 4.0L article. Check engine compression. Check engine mechanical condition. Check intake manifold gasket, camshaft and valves. Ensure engine operates at normal operating temperature. Check EGR system. See SYSTEM/COMPONENT TESTS - 4.0L article. Check engine compression. Check engine mechanical condition. Check intake manifold gasket, camshaft and valves.

WARNING INDICATOR LIGHTS Symptom Checks

Check the following items: z z

z z

If Malfunction Indicator Light (MIL) is always on, go to step 1) of CIRCUIT TEST NB. If Malfunction Indicator Light (MIL) does not come on, go to step 2) of CIRCUIT TEST NB in TESTS W/CODES - 4.0L article. If Transmission Control Indicator (TCIL) does not come on, go to step 6) of CIRCUIT TEST TB. If engine does not start, go to CIRCUIT TEST A in TESTS W/CODES - 4.0L article.

IMPROPER TRANSMISSION SHIFT Preliminary Checks

Check transmission fluid level and condition. Check for transmission leaks. Check wiring harness connectors. Check for vehicle modifications. Check for electronic add-on items. Check for misadjusted shift linkage. Symptom Checks

Check the following items: z

Perform QUICK TEST. See TESTS W/CODES - 4.0L article. If code is present, perform appropriate CIRCUIT TEST. If code is not present, check transmission mechanical components.

HIGH OIL CONSUMPTION Preliminary Checks

Check for external engine oil leaks. Check for proper oil dipstick. Check for proper oil viscosity. Symptom Checks

Check the following items: Helpmelearn February-12-08 7:18:21 PM

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1997 Ford Explorer 1997 ENGINE PERFORMANCE Ford Motor Co. - Trouble Shooting - No Codes - EEC-V (4.0L)

z z

Check PCV system. See CIRCUIT TEST HG in TESTS W/CODES - 4.0L article. Check engine mechanical condition. Check valves, valve guides, valve stem oil seals, intake manifold gaskets, cylinder head oil drain passages and piston rings.

ENGINE RUNS HOT Preliminary Checks

Check coolant level. Check for coolant leaks. Check fan belt. Check radiator fan connectors. Check water/antifreeze mixture. Check radiator condition. Check for collapsed/restricted radiator hose. Check radiator cap. Check overflow system. Symptom Checks

Check the following items: z z z z z

Check radiator cooling fan operation. Check base timing. See ADJUSTMENTS - 4.0L article. Check gauges/senders. Check for brake drag. Check transmission for overheating.

ENGINE RUNS COLD Preliminary Checks

Check radiator cooling fan operation. Symptom Checks

Check the following items: z z

Check cooling system operation. Check temperature gauge and sender.

EXHAUST SMOKE Black Smoke (Rich Mixture) z z z z

Check for restricted air cleaner/air intake duct. Check for restricted fuel return hoses. Check ignition system. See CIRCUIT TEST JD in TESTS W/CODES - 4.0L article. Check fuel delivery system. See CIRCUIT TEST HC in TESTS W/CODES - 4.0L article.

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1997 Ford Explorer 1997 ENGINE PERFORMANCE Ford Motor Co. - Trouble Shooting - No Codes - EEC-V (4.0L)

Blue Smoke (Burning Oil) z z

Check PCV system. See CIRCUIT TEST HG in TESTS W/CODES - 4.0L article. Check engine mechanical condition. Check valve guides, valve stems, valve seals, oil drain passages in cylinder heads (Blue smoke on start-up), piston rings and cylinder bores.

White Smoke (Water In Combustion) z

Check for cylinder head gasket leaks, intake manifold gasket leaks and cracked engine block.

FUEL PUMP ALWAYS ON Symptom Checks

Check the following items: z

Perform QUICK TEST. See TESTS W/CODES - 4.0L article. If any DTCs are present, perform appropriate CIRCUIT TEST. If DTCs are not present, go to step 171) of CIRCUIT TEST X in the TESTS W/CODES - 4.0L article.

GAS SMELL Preliminary Checks

Check fuel system and EVAP system for leaks. Symptom Checks

Check the following items: z z

Check fuel delivery system. See CIRCUIT TEST HC in TESTS W/CODES - 4.0L article. Check Evaporative Emission (EVAP) system. See CIRCUIT TEST HW in TESTS W/CODES - 4.0L article.

SULFUR SMELL Preliminary Checks

Check fuel system and EVAP system for leaks. Symptom Checks

Check the following items: z z

Check fuel delivery system. See CIRCUIT TEST HC in TESTS W/CODES - 4.0L article. Check Evaporative Emission (EVAP) system. See CIRCUIT TEST HW in TESTS W/CODES - 4.0L

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1997 Ford Explorer 1997 ENGINE PERFORMANCE Ford Motor Co. - Trouble Shooting - No Codes - EEC-V (4.0L)

article. ENGINE NOISE Squeal, Click Or Chirp z z z z

Check for low oil level. Check valve train components. Check drive belts. Check EEC-V solenoids.

Rattle z

Check for loose components.

Hiss z z z z z z

Check for cooling system leaks. Check for vacuum leaks. Check for loose spark plugs. Check for air intake leaks. Check for secondary air injection leaks. Check for Evaporative Emission (EVAP) system leaks.

Snap z

Perform a visual/audible check of secondary ignition system.

Rap Or Roar z z

Check for exhaust leak. Check for secondary air injection leaks.

Knock z z z z

Check for worn rod/main bearings. Check for loose piston pins. Check piston to cylinder bore clearance. Knock (Detonation) - See SPARK KNOCK under SYMPTOMS.

VIBRATION z z

Check radiator cooling fan. Check drive belt.

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1997 Ford Explorer 1997 ENGINE PERFORMANCE Ford Motor Co. - Trouble Shooting - No Codes - EEC-V (4.0L)

z z z z z

Check engine mounts. Check crankshaft vibration damper. Check transmission. Check tires and wheels. Check driveline components.

CLIMATE CONTROL (LACK OF COOLING) Preliminary Checks

Perform a visual inspection of A/C system. Check A/C switches. Check fuses. Symptom Checks

Check the following items: z

z z

Perform QUICK TEST. See TESTS W/CODES - 4.0L article. If code is present, perform appropriate CIRCUIT TEST. If no codes are present, go to step 110) of CIRCUIT TEST X in the TESTS W/CODES - 4.0L article. Check voltage at A/C clutch. Connect A/C manifold gauges and perform A/C system function test.

CLIMATE CONTROL (A/C ALWAYS ON) Preliminary Checks

Check for shorted A/C wiring. Check A/C heater control. Check A/C compressor. Symptom Checks

Check the following items: z

Ensure that voltage at A/C clutch is less than 1.0 volt with A/C switch off. If voltage is 1.0 volt or more, go to step 106) of CIRCUIT TEST X in the TESTS W/CODES - 4.0L article.

A/C DOES NOT GO OFF DURING WOT Symptom Checks

Check the following items: z

Perform QUICK TEST. See TESTS W/CODES - 4.0L article. If code is present, perform appropriate CIRCUIT TEST. If no codes are present, go to step 130) of CIRCUIT TEST X in the TESTS W/CODES - 4.0L article.

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1997 Ford Explorer 1997 ENGINE PERFORMANCE Ford Motor Co. - Trouble Shooting - No Codes - EEC-V (4.0L)

INTERMITTENTS INTERMITTENT PROBLEM DIAGNOSIS Intermittent fault testing requires duplicating circuit or component failure to identify the problem. These procedures may lead to the PCM setting a fault code, which may help in diagnosis. If fault code is not present, go to CIRCUIT TEST Z. See TESTS W/CODES - 4.0L article.

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1997 Ford Explorer 1997 ENGINE PERFORMANCE Ford Motor Co. - Trouble Shooting - No Codes - EEC-V (5.0L)

1997 ENGINE PERFORMANCE Ford Motor Co. - Trouble Shooting - No Codes - EEC-V (5.0L)

INTRODUCTION Before diagnosing symptoms or intermittent faults, perform basic diagnostic procedures in the BASIC TESTING - 5.0L article and self-diagnostic steps in the TESTS W/CODES - 5.0L article. Use this article to diagnose driveability problems existing when a hard fault code is not present. NOTE:

Some driveability problems may have been corrected by manufacturer with a revised Powertrain Control Module (PCM). Check with manufacturer for latest PCM application.

For specifications, see the ADJUSTMENTS - 5.0L or SPECIFICATIONS - 5.0L articles.

SYMPTOMS SYMPTOMS DIAGNOSIS Symptom checks cannot be used properly unless problem occurs while vehicle is being tested. To reduce diagnostic time, ensure basic diagnostic procedures in the BASIC TESTING - 5.0L article and self-diagnostic steps in the TESTS W/CODES - 5.0L article were performed before diagnosing a symptom. Symptom checks are listed in order of probability, ease of accomplishment, and accessibility. Symptoms available for diagnosis are as follows: z z z z z z z z z

No Crank Hard Start/Long Crank Stalls After Start No Start/Normal Crank Slow Return To Idle Rough Idle High Idle (Diesels/Runs On) Low Idle (Stalls On Deceleration) Hesitates Or Stalls

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997 ENGINE PERFORMANCE Ford Motor Co. - Trouble Shooting - No Codes - EEC-V (5.0L)

z z z z z z z z z z z z z z z z z z z z

NO CRANK Preliminary Checks

Check the following items: z z z z z z z

Check starter relay. Check starter circuit. Check charging circuit. Check for defective flywheel. Check ignition switch. Check for seized/hydro-locked engine. Check transmission linkage adjustment.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997 ENGINE PERFORMANCE Ford Motor Co. - Trouble Shooting - No Codes - EEC-V (5.0L)

HARD START/LONG CRANK Preliminary Checks

Check for vacuum leaks. Check fuel quality. Check air cleaner/air intake duct. Symptom Checks

Check the following items: z z z z z z z z

Check starting system. Check EGR system. Check for contaminated MAF sensor. Check cooling system for overheating (hard hot start only). Check ignition system. See CIRCUIT TEST JD in TESTS W/CODES - 5.0L article. Check fuel delivery system. See CIRCUIT TEST HC in TESTS W/CODES - 5.0L article. Check PCV system. See CIRCUIT TEST HG in TESTS W/CODES - 5.0L article. Check Evaporative Emission (EVAP) system. See CIRCUIT TEST HW in TESTS W/CODES - 5.0L article. Check air intake system. See CIRCUIT TEST HU in TESTS W/CODES - 5.0L article.

STALLS AFTER START Preliminary Checks

Check for vacuum leaks. Check fuel quality. Check for restricted air filter/air intake duct. Check wiring harness connectors. Symptom Checks

Check the following items: z z z

z z z

z z

Check for restricted air intake duct. Check engine compression and engine mechanical condition. Ensure Idle Air Control (IAC) solenoid controls idle speed. If IAC solenoid does not control idle speed, check IAC valve assembly. See CIRCUIT TEST KE in TESTS W/CODES - 5.0L article. Check fuel delivery system. See CIRCUIT TEST HC in TESTS W/CODES - 5.0L article. Check ignition system. See CIRCUIT TEST JD in TESTS W/CODES - 5.0L article. Check exhaust system for restriction. See step 7) of CIRCUIT TEST HF in TESTS W/CODES - 5.0L article. Check PCV system. See CIRCUIT TEST HG in TESTS W/CODES - 5.0L article. Ensure transmission is functioning properly. If engine stalls during transmission engagement, check transmission solenoids. See TRANSMISSION SERVICING - A/T (4R44E/5R55E) in the

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1997 Ford Explorer 1997 ENGINE PERFORMANCE Ford Motor Co. - Trouble Shooting - No Codes - EEC-V (5.0L)

AUTOMATIC TRANS SERVICE section. NO START/NORMAL CRANK Preliminary Checks

Check the following items: z z z z

Check for restricted air intake duct. Check fuel delivery system. See CIRCUIT TEST HC in TESTS W/CODES - 5.0L article. Check ignition system. See CIRCUIT TEST JD in TESTS W/CODES - 5.0L article. Check engine compression and engine mechanical condition. Check intake manifold gasket and valve timing.

SLOW RETURN TO IDLE Preliminary Checks

Check for vacuum leaks. Check throttle linkage operation. Check air intake system. Check throttle body. Symptom Checks

Check the following items: z z

Check for throttle body contamination. Check for carbon build-up around throttle plate. Ensure Idle Air Control (IAC) solenoid controls idle speed. If IAC solenoid does not control idle speed, check IAC valve assembly. See CIRCUIT TEST KE in TESTS W/CODES - 5.0L article. Check fuel delivery system. See CIRCUIT TEST HC in TESTS W/CODES - 5.0L article.

ROUGH IDLE Preliminary Checks

Check for vacuum leaks. Check air intake duct. Check air filter. Check primary and secondary ignition wiring harness and components. Check for cracked or missing cooling fan blades. Symptom Checks

Check the following items: z

Check for throttle body contamination. Check for carbon build-up around throttle plate.

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1997 Ford Explorer 1997 ENGINE PERFORMANCE Ford Motor Co. - Trouble Shooting - No Codes - EEC-V (5.0L)

z z z

z z

Ensure Idle Air Control (IAC) solenoid controls idle speed. If IAC solenoid does not control idle speed, check IAC valve assembly. See CIRCUIT TEST KE in TESTS W/CODES - 5.0L article. Check fuel delivery system. See CIRCUIT TEST HC in TESTS W/CODES - 5.0L article. Check ignition system. See CIRCUIT TEST JD in TESTS W/CODES - 5.0L article. Check exhaust system for restriction. See step 7) of CIRCUIT TEST HF in TESTS W/CODES - 5.0L article. Check PCV system. See CIRCUIT TEST HG in TESTS W/CODES - 5.0L article. Ensure transmission is functioning properly. If engine stalls during transmission engagement, check transmission solenoids. See TRANSMISSION SERVICING - A/T (4R44E/5R55E) article in the AUTOMATIC TRANS SERVICE section.manual. Check engine compression. Check engine mechanical condition. Check camshaft and valve train components.

HIGH IDLE (DIESELS/RUNS ON) NOTE:

If engine is overheating, go to ENGINE RUNS HOT symptom. If engine runs cold, go to ENGINE RUNS COLD symptom.

Preliminary Checks

Check the following items: z z z

Check for restricted air intake duct. Check PCV system. See CIRCUIT TEST HG in TESTS W/CODES - 5.0L article. Check air intake system. See CIRCUIT TEST HU in TESTS W/CODES - 5.0L article.

LOW IDLE (STALLS ON DECELERATION) Preliminary Checks

Check Idle Air Control (IAC) wiring harness connector. Check base timing. Check engine mechanical condition. Symptom Checks

Check the following items: z z

Check idle speed. See IDLE SPEED in ADJUSTMENTS - 5.0L article. Ensure Idle Air Control (IAC) solenoid controls idle speed. If IAC solenoid does not control idle speed,

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1997 Ford Explorer 1997 ENGINE PERFORMANCE Ford Motor Co. - Trouble Shooting - No Codes - EEC-V (5.0L)

z z

check IAC valve assembly. See CIRCUIT TEST KE in TESTS W/CODES - 5.0L article. Check fuel delivery system. See CIRCUIT TEST HC in TESTS W/CODES - 5.0L article. Check air intake system. See CIRCUIT TEST HU in TESTS W/CODES - 5.0L article.

HESITATES OR STALLS NOTE:

The PCM is equipped with an over RPM/speed limit function. If programmed speed is exceeded, fuel delivery will shut off and DTC P1270 will be set in PCM memory.

Preliminary Checks

Check for vacuum leaks. Check fuel quality. Check for restricted air filter/air intake duct. Check wiring harness connectors. Symptom Checks

Check the following items: z z z

z z z z z

Check air intake system. Also, ensure throttle plate and linkages operate properly. Check EGR system. See SYSTEM/COMPONENT TESTS - 5.0L article. Ensure Idle Air Control (IAC) solenoid controls idle speed. If IAC solenoid does not control idle speed, check IAC valve assembly. See CIRCUIT TEST KE in TESTS W/CODES - 5.0L article. Check PCV system. See CIRCUIT TEST HG in TESTS W/CODES - 5.0L article. Check PCV system. See CIRCUIT TEST HG in TESTS W/CODES - 5.0L article. Check ignition system. See CIRCUIT TEST JD in TESTS W/CODES - 5.0L article. Check fuel delivery system. See CIRCUIT TEST HC in TESTS W/CODES - 5.0L article. Check Evaporative Emission (EVAP) system. See CIRCUIT TEST HW in TESTS W/CODES - 5.0L article. Check exhaust system for restriction. See step 7) of CIRCUIT TEST HF in TESTS W/CODES - 5.0L article. Ensure transmission is functioning properly. If engine stalls during transmission engagement, check transmission solenoids. See TRANSMISSION SERVICING - A/T (4R44E/5R55E) article in the AUTOMATIC TRANS SERVICE section. Check engine compression. Check engine mechanical condition. Check valve timing.

SURGE (ON ACCELERATION OR CRUISE) Preliminary Checks

Check for vacuum leaks. Check fuel quality. Check for restricted air filter/air intake duct. Check wiring harness connectors. Symptom Checks Helpmelearn February-12-08 7:19:00 PM

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1997 Ford Explorer 1997 ENGINE PERFORMANCE Ford Motor Co. - Trouble Shooting - No Codes - EEC-V (5.0L)

Check the following items: z z z z

Check EGR system. See SYSTEM/COMPONENT TESTS - 5.0L article. Check fuel delivery system. See CIRCUIT TEST HC in TESTS W/CODES - 5.0L article. Check PCV system. See CIRCUIT TEST HG in TESTS W/CODES - 5.0L article. Check Evaporative Emission (EVAP) system. See CIRCUIT TEST HW in TESTS W/CODES - 5.0L article. Check exhaust system for restriction. See step 7) of CIRCUIT TEST HF in TESTS W/CODES - 5.0L article.

BACKFIRES Preliminary Checks

Check vacuum hose routing. Check spark plug wiring for incorrect firing order. Symptom Checks

Check the following items: z z z

Check ignition system. See CIRCUIT TEST JD in TESTS W/CODES - 5.0L article. Check fuel delivery system. See CIRCUIT TEST HC in TESTS W/CODES - 5.0L article. Check exhaust system for restriction. See step 7) of CIRCUIT TEST HF in TESTS W/CODES - 5.0L article. Check engine compression and valve timing. Check engine mechanical condition.

LOSS OF POWER NOTE:

The PCM is equipped with an over RPM/speed limit function. If programmed speed is exceeded, fuel delivery will shut off and DTC P1270 will be set in PCM memory.

Preliminary Checks

Check the following items: z z

Check ignition system. See CIRCUIT TEST JD in TESTS W/CODES - 5.0L article. Check fuel delivery system. See CIRCUIT TEST HC in TESTS W/CODES - 5.0L article.

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1997 Ford Explorer 1997 ENGINE PERFORMANCE Ford Motor Co. - Trouble Shooting - No Codes - EEC-V (5.0L)

z z

Check exhaust system. See step 7) of CIRCUIT TEST HF in TESTS W/CODES - 5.0L article. Check engine compression. Check engine mechanical condition. Check intake manifold gasket, camshaft and valves. Ensure transmission is functioning properly. If engine stalls during transmission engagement, check transmission solenoids. See TRANSMISSION SERVICING - A/T (4R44E/5R55E) article in the AUTOMATIC TRANS SERVICE section. Check for binding/dragging brakes. Ensure A/C turns off during Wide Open Throttle (WOT). If A/C does not turn off during WOT, go to step 130) of CIRCUIT TEST X in the TESTS W/CODES - 5.0L article.

SPARK KNOCK Preliminary Checks

Check vacuum hose routing. Check for restricted air intake system. Check engine oil and fuel quality. Symptom Checks

Check the following items: z

z z z z

Check cooling system for overheating. If cooling system is overheating, go to ENGINE RUNS HOT symptom. Check ignition timing. See ADJUSTMENTS - 5.0L article. Check EGR system. See SYSTEM/COMPONENT TESTS - 5.0L article. Check ignition system. See CIRCUIT TEST JD in TESTS W/CODES - 5.0L article. Check engine compression. Check engine mechanical condition. Check intake manifold gasket, camshaft and valves. Check octane adjust system. See CIRCUIT TEST FG in TESTS W/CODES - 5.0L article. If available, check Technical Service Bulletins (TSBs) for OCT ADJ information.

POOR FUEL ECONOMY NOTE:

Preliminary Checks

Check for restricted air filter/air intake duct. Check transmission fluid level. Check fuel quality. Symptom Checks

Check the following items: Helpmelearn February-12-08 7:19:00 PM

Page 8

1997 Ford Explorer 1997 ENGINE PERFORMANCE Ford Motor Co. - Trouble Shooting - No Codes - EEC-V (5.0L)

z z z z

z z z

Check ignition system. See CIRCUIT TEST JD in TESTS W/CODES - 5.0L article. Check fuel delivery system. See CIRCUIT TEST HC in TESTS W/CODES - 5.0L article. Check exhaust system. See step 7) of CIRCUIT TEST HF in TESTS W/CODES - 5.0L article. Check engine compression. Check engine mechanical condition. Check intake manifold gasket, camshaft and valves. Ensure engine operates at normal operating temperature. Ensure transmission operates properly. Check for dragging brakes.

If any emission component is changed, Keep-Alive Memory (KAM) should be cleared before repeating state emission test procedure. See the TESTS W/CODES - 5.0L article. To relearn adaptive strategy, operate engine at 2500 RPM for one minute. Operate engine at idle speed for 2 minutes. Preliminary Checks

Check for vacuum leaks/blockage. Check wiring harness connectors. Symptom Checks

Check the following items: z z z z z

Check idle speed. See IDLE SPEED in ADJUSTMENTS - 5.0L article. Check PCV system. See CIRCUIT TEST HG in TESTS W/CODES - 5.0L article. Check ignition system. See CIRCUIT TEST JD in TESTS W/CODES - 5.0L article. Check fuel delivery system. See CIRCUIT TEST HC in TESTS W/CODES - 5.0L article. Check Evaporative Emission (EVAP) system. See CIRCUIT TEST HW in TESTS W/CODES - 5.0L article.

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z z

z z z

Check exhaust system for restriction. See step 7) of CIRCUIT TEST HF in TESTS W/CODES - 5.0L article. Check air intake system. See CIRCUIT TEST HU in TESTS W/CODES - 5.0L article. Check engine compression. Check engine mechanical condition. Check intake manifold gasket, camshaft and valves. Ensure engine operates at normal operating temperature. Check EGR system. See SYSTEM/COMPONENT TESTS - 5.0L article. Check engine compression. Check engine mechanical condition. Check intake manifold gasket, camshaft and valves.

WARNING INDICATOR LIGHTS Symptom Checks

Check the following items: z z

z z

If Malfunction Indicator Light (MIL) is always on, go to step 1) of CIRCUIT TEST NB. If Malfunction Indicator Light (MIL) does not come on, go to step 2) of CIRCUIT TEST NB in TESTS W/CODES - 5.0L article. If Transmission Control Indicator (TCIL) does not come on, go to step 6) of CIRCUIT TEST TB. If engine does not start, go to CIRCUIT TEST A in TESTS W/CODES - 5.0L article.

IMPROPER TRANSMISSION SHIFT Preliminary Checks

Check the following items: z

Perform QUICK TEST. See TESTS W/CODES - 5.0L article. If code is present, perform appropriate CIRCUIT TEST. If code is not present, check transmission mechanical components.

HIGH OIL CONSUMPTION Preliminary Checks

Check for external engine oil leaks. Check for proper oil dipstick. Check for proper oil viscosity. Symptom Checks

Check the following items: Helpmelearn February-12-08 7:19:01 PM

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z z

Check PCV system. See CIRCUIT TEST HG in TESTS W/CODES - 5.0L article. Check engine mechanical condition. Check valves, valve guides, valve stem oil seals, intake manifold gaskets, cylinder head oil drain passages and piston rings.

ENGINE RUNS HOT Preliminary Checks

Check the following items: z z z z z

Check radiator cooling fan operation. Check base timing. See ADJUSTMENTS - 5.0L article. Check gauges/senders. Check for brake drag. Check transmission for overheating.

ENGINE RUNS COLD Preliminary Checks

Check radiator cooling fan operation. Symptom Checks

Check the following items: z z

Check cooling system operation. Check temperature gauge and sender.

EXHAUST SMOKE Black Smoke (Rich Mixture) z z z z

Check for restricted air cleaner/air intake duct. Check for restricted fuel return hoses. Check ignition system. See CIRCUIT TEST JD in TESTS W/CODES - 5.0L article. Check fuel delivery system. See CIRCUIT TEST HC in TESTS W/CODES - 5.0L article.

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Blue Smoke (Burning Oil) z z

Check PCV system. See CIRCUIT TEST HG in TESTS W/CODES - 5.0L article. Check engine mechanical condition. Check valve guides, valve stems, valve seals, oil drain passages in cylinder heads (Blue smoke on start-up), piston rings and cylinder bores.

White Smoke (Water In Combustion) z

Check for cylinder head gasket leaks, intake manifold gasket leaks and cracked engine block.

FUEL PUMP ALWAYS ON Symptom Checks

Check the following items: z

Perform QUICK TEST. See TESTS W/CODES - 5.0L article. If any DTCs are present, perform appropriate CIRCUIT TEST. If DTCs are not present, go to step 171) of CIRCUIT TEST X in the TESTS W/CODES - 5.0L article.

GAS SMELL Preliminary Checks

Check fuel system and EVAP system for leaks. Symptom Checks

Check the following items: z z

Check fuel delivery system. See CIRCUIT TEST HC in TESTS W/CODES - 5.0L article. Check Evaporative Emission (EVAP) system. See CIRCUIT TEST HW in TESTS W/CODES - 5.0L article.

SULFUR SMELL Preliminary Checks

Check fuel system and EVAP system for leaks. Symptom Checks

Check the following items: z z

Check fuel delivery system. See CIRCUIT TEST HC in TESTS W/CODES - 5.0L article. Check Evaporative Emission (EVAP) system. See CIRCUIT TEST HW in TESTS W/CODES - 5.0L

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article. ENGINE NOISE Squeal, Click Or Chirp z z z z

Check for low oil level. Check valve train components. Check drive belts. Check EEC-V solenoids.

Rattle z

Check for loose components.

Hiss z z z z z z

Snap z

Perform a visual/audible check of secondary ignition system.

Rap Or Roar z z

Check for exhaust leak. Check for secondary air injection leaks.

Knock z z z z

Check for worn rod/main bearings. Check for loose piston pins. Check piston to cylinder bore clearance. Knock (Detonation) - See SPARK KNOCK under SYMPTOMS.

VIBRATION z z

Check radiator cooling fan. Check drive belt.

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z z z z z

Check engine mounts. Check crankshaft vibration damper. Check transmission. Check tires and wheels. Check driveline components.

CLIMATE CONTROL (LACK OF COOLING) Preliminary Checks

Perform a visual inspection of A/C system. Check A/C switches. Check fuses. Symptom Checks

Check the following items: z

z z

Perform QUICK TEST. See TESTS W/CODES - 5.0L article. If code is present, perform appropriate CIRCUIT TEST. If no codes are present, go to step 110) of CIRCUIT TEST X in the TESTS W/CODES - 5.0L article. Check voltage at A/C clutch. Connect A/C manifold gauges and perform A/C system function test.

CLIMATE CONTROL (A/C ALWAYS ON) Preliminary Checks

Check for shorted A/C wiring. Check A/C heater control. Check A/C compressor. Symptom Checks

Check the following items: z

Ensure that voltage at A/C clutch is less than 1.0 volt with A/C switch off. If voltage is 1.0 volt or more, go to step 106) of CIRCUIT TEST X in the TESTS W/CODES - 5.0L article.

A/C DOES NOT GO OFF DURING WOT Symptom Checks

Check the following items: z

Perform QUICK TEST. See TESTS W/CODES - 5.0L article. If code is present, perform appropriate CIRCUIT TEST. If no codes are present, go to step 130) of CIRCUIT TEST X in the TESTS W/CODES - 5.0L article.

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1997 Ford Explorer E - THEORY/OPERATION - 4.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Theory & Operation - EEC-V

E - THEORY/OPERATION - 4.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Theory & Operation - EEC-V

INTRODUCTION 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 Powertrain Control Module (PCM)

PCM monitors engine operating conditions by input received from engine sensors. Control of output actuators determines fuel mixture and idle speed. PCM is located behind right kick panel. The engine control system consists of the PCM, relays, modules, sensors, switches and actuators. The PCM sends out electrical reference signals to engine sensors and then analyzes the return signals. The engine sensors supply the PCM with specific information, in the form of electrical signals, to determine engine operating conditions. In the event of a sensor or actuator failure, the PCM initiates an alternative strategy called Failure Mode Effects Management (FMEM) to allow the vehicle to maintain driveability. In the event of PCM failure, Hardware Limited Operation Strategy (HLOS) will be activated. HLOS is a system of alternate circuitry that provides minimal engine operation if the PCM fails. During HLOS, all self-test function will stop and system will be controlled by electronic hardware. Malfunction Indicator Light (MIL) will remain on whenever FMEM or HLOS is in operation. FMEM and HLOS substitute a fixed signal and continue to monitor system failure. If signal(s) return to within operating limits, PCM will resume normal operation. Constant Control Relay Module (CCRM)

CCRM interfaces with the PCM to control cooling fan, A/C clutch and fuel pump operation. The CCRM also incorporates electronic engine control power relay to supply power to the EEC-V system. Fuel Pump Driver Module (FPDM)

FPDM interfaces with the PCM to control fuel pump operation. By controlling fuel pump operation, noise and the amount of hot fuel returned to the fuel tank is minimized. If FPDM or system fail self-test, DTC P1230, P1233, P1234, P1235 P1236, P1237 or P1238 may be set in PCM memory. Natural Gas (NG) Vehicle Module

NG vehicle module has 2 functions; the first is to operate fuel injectors and is called IDM, the second is to control fuel gauge and is called FIM. Helpmelearn February-12-08 7:19:54 7:19:51 PM

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NOTE:

Components are grouped into 2 categories. The first category covers INPUT DEVICES, which control or produce voltage signals monitored by the control unit. The second category covers OUTPUT SIGNALS, covering components controlled by the PCM.

INPUT DEVICES Vehicles are equipped with different combinations of input devices. Not all devices are used on all models. To determine the input device used on a specific model, see appropriate wiring diagram in WIRING DIAGRAMS article. The available input signals include the following: Brake On/Off (BOO) Switch

BOO switch is wired to brakelight circuit. It signals the PCM when the brake is applied. The BOO input is used to adjust engine idle when A/C is in use and to control torque converter clutch lock/unlock strategy. Camshaft Position (CMP) Sensor

EEC-V uses 2 types of CMP sensors. A variable reluctance sensor is used. CMP sensor is used to determine the position of the camshaft and to identify when piston No. 1 is at TDC of compression stroke. CMP sensor provides cylinder identification information during engine start-up for PCM to initiate correct firing order. Cylinder identification information signal is sent from CMP sensor to PCM through CID circuit. Clutch Pedal Position (CPP) Switch

CPP switch is mounted near clutch pedal. CPP indicates clutch pedal position by means of an on/off switch signal. This signal is used by PCM to determine clutch pedal position and on some models, gear shift selector position. Coolant Temperature Sensor

See ENGINE COOLANT TEMPERATURE (ECT) SENSOR. Crankshaft Position (CKP) Sensor

CKP sensor is a Hall Effect magnetic switch. The Hall Effect switch is activated by vanes on the crankshaft damper and pulley assembly. The Profile Ignition Pick-Up (PIP) is a crankshaft position signal that is sent to the PCM. The PIP signal generated by the Hall Effect sensor provides base timing and RPM information to the PCM. Cylinder Head Temperature (CHT) Sensor

CHT sensor is the input signal used for the cooling system failsafe strategy. CHT sensor signals PCM to activate failsafe strategy if cylinder head temperature exceeds pre-programmed conditions. If CHT sensor or system fail self-test, DTC P1288, P1289, P1290 or P1299 may set in PCM memory. Helpmelearn February-12-08 7:19:51 PM

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Data Link Connector (DLC)

The 16-pin Data Link Connector (DLC) is used to perform the Quick Test diagnostic procedure. When scan tool is connected to DLC, fault code output function can be activated. Differential Pressure Feedback EGR (DPFE) Sensor

See EGR SYSTEM under EMISSION SYSTEMS. Electronic Vacuum Regulator (EVR) Solenoid

See EGR SYSTEM under EMISSION SYSTEMS. Engine Coolant Temperature (ECT) Sensor

ECT sensor is a thermistor device which changes resistance proportionate to temperature changes. ECT sensor inputs coolant temperature to the PCM. ECT sensor is threaded into heater outlet fitting or coolant passage. Engine RPM / Vehicle Speed Limiter System

The engine RPM/vehicle speed limiter system is integrated into PCM. The purpose of this system is to prevent damage to the powertrain in overspeed conditions. Whenever engine RPM or vehicle speed is detected, PCM will disable some or all of the fuel injectors. This will cause engine to run rough and DTC P1270 will set in PCM memory. When overspeed condition has been discontinued, normal engine operating conditions will be restored. Fan Monitor (FANM)

FANM circuit is spliced into the Power-To-Low Speed Fan circuit. PCM monitors FANM circuit for diagnostic purposes. When cooling fan(s) is off, FANM circuit voltage is pulled low by path to ground through cooling fan. With FANM circuit voltage low, PCM can verify FANM circuit and Power-To-Low Speed Fan circuit are complete from FANM splice through cooling fan to ground. This also confirms that circuits are not shorted to power. When fan is on, voltage is supplied from CCRM to the appropriate Power-To-Fan and FANM circuit. With cooling fan on and FANM circuit high, PCM can verify fan control relay contacts in the CCRM are closed and that battery voltage is being supplied to the CCRM for the LFC and HFC relays. See CCRM circuit schematic in CIRCUIT TEST X in TESTS W/CODES article for more information. Flexible Fuel (FF) Sensor

The FF sensor is a capacitive device with a signal processing stage whose frequency varies with dielectric constant, conductivity and temperature of the methanol gasoline fuel mixture in its measuring cell. As the percentage of methanol in fuel mixture increases, the output frequency of the FF sensor signal will increase. A Helpmelearn February-12-08 7:19:51 PM

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fuel mixture with 30 percent methanol will have a FF sensor signal output frequency of 60-100 Hz. A fuel mixture with 60 percent methanol will have a FF sensor signal output frequency of 90-130 Hz. The PCM uses the data to calculate correct air/fuel ratio and ignition spark advance. Fuel Pump Monitor (FPM)

FPM circuit is spliced into the Power-To-Pump circuit and used by the PCM for diagnostic purposes. The PCM sources a low current voltage down the FPM circuit. With the fuel pump off, voltage is pulled low by the path to ground through the fuel pump. With the fuel pump off and the FPM circuit low, the PCM can verify that FPM and, circuit and Power-To-Pump circuit are complete from the FPM splice through the fuel pump to ground. With the fuel pump on, voltage is supplied from the CCRM to the Power-To-Pump and FPM circuits. With the fuel pump on and FPM circuit high, PCM can verify that Power-To-Pump circuit from CCRM to FPM splice is complete. It can also verify that fuel pump relay contacts are closed and battery voltage is supplied to CCRM for the relay. See CCRM circuit schematic in CIRCUIT TEST X in TESTS W/CODES article for more information. Heated Oxygen Sensor (HO2S)

The heated oxygen sensors are mounted in the exhaust manifold and pipe. See Fig. 1 . HO2S sensor uses a built-in heating circuit. The heating circuit is used to bring the HO2S sensor up to operating temperature, enabling faster conversion to closed-loop operation. HO2S monitors oxygen content of exhaust gases. When HO2S is at operating temperature, a voltage signal is produced, which varies according to oxygen content of exhaust gases. Signal is transmitted to the PCM and is translated into a rich or lean mixture signal.

Fig. 1: Locating HO2S Courtesy of FORD MOTOR CO. Mass Airflow (MAF) Sensor Helpmelearn February-12-08 7:19:51 PM

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MAF sensor uses a hot wire sensing element to measure amount of air entering the engine. Air passing over the hot wire causes it to cool. The hot wire is maintained at 392°F (200°C) above ambient temperature, as measure by a constant cold wire. See Fig. 2 . The current required to maintain hot wire operating temperature is proportional to the intake air mass. The PCM calculates the fuel injector pulse width in order to provide the desired air/fuel ratio.

Fig. 2: Cross-Sectional View Of MAF Sensor Courtesy of FORD MOTOR CO. Octane Adjust Shorting Bar

The octane adjust shorting bar is used to retard spark. A diagnostic trouble code will set if Octane Adjust Shorting Bar is removed or, if an open circuit is present. Output Shaft Speed (OSS) Sensor

The OSS sensor is a magnetic pick-up that sends a voltage signal to the PCM. This signal tells the PCM transmission output shaft speed. Voltage is also used for shift schedules, modulated converter clutch control, and determining EPC pressure. OSS sensor is located on the rear of transmission case, on driver's side of vehicle. Control functions associated with OSS sensor are limiting vehicle speed, converter clutch control and shift quality. Park/Neutral Position (PNP) Switch

PNP switch is mounted on transmission selector lever. PNP indicates shift lever position by means of a variable Helpmelearn February-12-08 7:19:51 PM

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resistance signal. This signal is used by PCM to determine gear shift selector position. Power Steering Pressure (PSP) Switch

The PSP switch monitors power steering pressure. When power steering fluid pressure exceeds the preset limit, the PSP switch sends an input signal to the PCM. The PCM then adjusts idle speed. PSP switch is located in power steering pump. Power Take-Off (PTO) Switch

The PTO switch and circuit are used to disable some of the OBD-II monitors when additional load is applied to the engine. The switch is normally open and circuit voltage is normally low. When switch is closed, battery voltage is supplied to the circuit indicating to the PCM of additional load condition. Throttle Position (TP) Sensor

TP sensor is a rotary potentiometer. TP sensor monitors throttle plate opening. Its signal to the PCM is proportional to throttle plate opening angle and rate of angle change. The TP sensor signal affects air/fuel ratio, injector timing, idle speed, EGR flow and ignition timing. The TP sensor is mounted on throttle body, at throttle plate rod. Transmission Control Switch (TCS)

TCS position is controlled by vehicle operator. When equipped, the Transmission Control Indicator Light (TCIL) will come on when the TCS is cycled to disengage overdrive. Transmission Fluid Temperature (TFT) Sensor

TFT sensor is a thermistor that changes resistance as transmission fluid temperature changes. Sensor resistance decreases as fluid temperature increases. Sensor resistance variation is converted into a voltage signal and sent to the PCM. The PCM uses this input signal to determine transmission fluid temperature. Vehicle Speed Sensor (VSS)

VSS is a variable reluctance sensor that generates a waveform with a frequency that is proportional to vehicle speed. When vehicle is moving slowly, sensor produces a low frequency signal. As vehicle speed increases, sensor produces a higher frequency signal. The PCM uses this signal to control fuel injection, ignition timing and transmission shift points. 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 each output component, refer to system indicated after component.

A/C Cycle Switch (ACCS) Helpmelearn February-12-08 7:19:51 PM

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See MISCELLANEOUS CONTROLS. A/C Pressure Sensor

See MISCELLANEOUS CONTROLS. A/C Pressure Switch (ACPSW)

See MISCELLANEOUS CONTROLS. By-Pass Air (BPA) Valve

BPA valve is also known as Idle Air Control (IAC) valve. See IDLE SPEED under FUEL SYSTEM. Canister Purge (CANP) Solenoid Valve

See FUEL EVAPORATIVE SYSTEM under EMISSION SYSTEMS. Canister Purge Solenoid Valve

See FUEL EVAPORATIVE SYSTEM under EMISSION SYSTEMS. EGR System

See EGR SYSTEM under EMISSION SYSTEMS. Fuel Injectors

See FUEL CONTROL under FUEL SYSTEM. Fuel Pump

See FUEL DELIVERY under FUEL SYSTEM. Fuel Pressure Regulator

See FUEL DELIVERY under FUEL SYSTEM. Idle Air Control (IAC) Valve

See IDLE SPEED under FUEL SYSTEM. Inertia Fuel Shutoff (IFS) Switch

See FUEL DELIVERY under FUEL SYSTEM. Malfunction Indicator Light (MIL) Helpmelearn February-12-08 7:19:51 PM

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See SELF-DIAGNOSTIC SYSTEM. Transmission Solenoids

See TRANSMISSION under MISCELLANEOUS CONTROLS.

FUEL SYSTEM FUEL DELIVERY Fuel Pump

Fuel is supplied by an in-tank electric fuel pump. Pump also has a discharge check valve to maintain system pressure during shutdowns and to minimize starting problems. See Fig. 3 . Pump delivers fuel from fuel tank through fuel filter to fuel charging manifold assembly. Fuel charging manifold assembly incorporates electrically actuated fuel injectors directly above each intake port. Injectors spray metered quantity of fuel into intake airstream. Constant fuel pressure is maintained to injector nozzles by fuel pressure regulator.

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Fig. 3: Identifying Fuel Pump Components Courtesy of FORD MOTOR CO. Fuel Pressure Regulator

Fuel pressure regulator controls fuel pressure supplied to injectors. Fuel pressure regulator is attached to fuel supply manifold assembly, downstream of fuel injectors. Regulator is diaphragm operated. One side of diaphragm senses fuel pressure, and other side is subjected to intake manifold pressure. See Fig. 4 . Fuel pressure is controlled by spring preload applied to diaphragm. Balancing one side of diaphragm with manifold pressure maintains constant fuel pressure at injectors. Excess fuel supplied by pump, but not consumed by engine, passes through regulator and returns to fuel tank through fuel return line.

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Fig. 4: Cross-Sectional View Of Pressure Regulator Components Courtesy of FORD MOTOR CO. Inertia Fuel Shutoff (IFS) Switch

In the event of a collision or vehicle rollover, electrical contacts within the inertia switch trip open and voltage supply to the electric fuel pump is shut off. If the electrical circuit trips, it is not possible to restart the vehicle until the switch is reset. A reset button is located on the switch assembly. See Fig. 5 . WARNING: DO NOT reset IFS switch until complete fuel system has been inspected for leaks.

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Fig. 5: Identifying IFS Reset Button Switch Positions Courtesy of FORD MOTOR CO. FUEL CONTROL Fuel Injectors

The PCM controls fuel injector ON time to meter fuel quantity into intake ports. The PCM receives inputs from engine sensors to compute fuel flow necessary to maintain correct air/fuel ratio throughout entire engine operating range. Injector ON time pulse width is the only controlled variable in fuel delivery system. Each cylinder has a solenoid-operated injector that sprays fuel toward the back of each intake valve. Fuel injector nozzles are solenoid-operated valves, which meter and atomize fuel delivered to engine. Each injector receives battery voltage through an ignition switch circuit. The PCM-controlled ground circuit is used to complete the circuit and energize the injector. Injector bodies consist of solenoid-actuated pintle and needle valve assembly. Injector flow orifice is fixed and fuel pressure at injector tip is constant. Fuel flow to engine is regulated according to length of time solenoid is energized. This period is known as pulse width. Atomized spray pattern is obtained by shape of pintle. IDLE SPEED NOTE:

Idle Air Control (IAC) valve is also known as By-Pass Air (BPA) valve.

Idle Air Control (IAC) Valve Assembly

IAC valve assembly is used to control idle speed and provide a dashpot function. IAC valve assembly meters Helpmelearn February-12-08 7:19:51 PM

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inlet air around the throttle plate through a by-pass within the IAC valve assembly and throttle body. See Fig. 6 or Fig. 7 . The PCM determines desired idle speed or air by-pass and signals the IAC valve assembly through specified duty cycle. The IAC solenoid is built into IAC valve assembly. IAC solenoid responds by positioning the IAC valve to control amount of air by-passed. PCM monitors engine speed and adjusts IAC duty cycle to achieve desired RPM.

Fig. 6: Cross-Sectional View Of IAC Valve Assembly Components (Hitachi) Courtesy of FORD MOTOR CO.

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Fig. 7: Cross-Sectional View Of IAC Valve Assembly Components (Nippondenso) Courtesy of FORD MOTOR CO.

IGNITION SYSTEM ELECTRONIC IGNITION (EI) (HIGH DATA RATE) SYSTEM The EI (high data rate) system consists of a Crankshaft Position (CKP) sensor, and Ignition Control Module (ICM). The EI system operates by sending crankshaft position information from CKP sensor to ICM. The ICM generates a Profile Ignition Pick-Up (PIP) signal and sends it to the PCM. The PCM responds with a Spark Output (SPOUT) signal containing advance or retard timing information back to the ICM. The ICM processes the CKP and SPOUT signals and decides which coils to fire. Also, the ICM generates an Ignition Diagnostic Monitor (IDM) signal to PCM, which is used to provide a tach output signal and indicate a failure mode if detected. The CKP sensor is an electromagnetic device that senses movement of a 35 tooth wheel, located behind the crankshaft pulley. Each tooth is positioned in 10 degree increments with an empty slot (missing tooth) located BTDC. The detection of the missing tooth is what enables the PCM to identify crankshaft position and initiate correct firing order. The ICM is a microprocessor with coil drivers. ICM strategy controls spark timing and coil firing. The ICM Helpmelearn February-12-08 7:19:51 PM

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turns coils on and off at the correct time and in proper sequence, based on information from CKP sensor and a pulse width modulated signal (SPOUT) generated from PCM. The ICM receives CKP sensor and SPOUT signals and produces PIP and IDM output signals, which are sent to PCM. The PCM receives ignition ground and PIP signals from the ICM, and then generates a SPOUT output signal based on engine speed, load, temperature and other sensor information. An IDM signal is received from ICM to determine if an ignition failure mode should be recorded. The coil is turned on (coil charging) by ICM, and then turned off, firing 2 spark plugs at once. One plug is fired on the compression stroke; the other plug fires the mating cylinder, which is on the exhaust stroke. On the next cycle, firing strategy is reversed.

EMISSION SYSTEMS Several systems and components are used to control emissions. Operation and method of actuation is provided for most devices. For testing procedures, refer to specific system in SYSTEM/COMPONENT TESTING article. Temperature Vacuum Switch (TVS)

TVS incorporates a bimetallic disc to open or close vacuum ports based on engine temperature. Vacuum Control Switches

Temperature-operated vacuum switches have 2 or more ports. They utilize wax pellet or bimetallic material to either open or close the vacuum ports in conjunction with engine temperature. Switches are normally mounted in some part of cooling system so the base is immersed in coolant. Switches may be normally open or normally closed. One version includes an electrical vacuum switch. Vacuum Reservoir

Vacuum reservoir stores vacuum and provides an amplified vacuum signal. It prevents rapid fluctuations or sudden drops in a vacuum signal, such as during acceleration. Vacuum Restrictor

This orifice-type flow restrictor is used in several emission calibrations to control the flow rate and/or actuation timing of components and systems. Vacuum Vent Valves

Valves control induction of fresh air into system to prevent accumulation of fuel vapors, which could cause decay of vacuum diaphragms. Valve may be vent valve only or combination vent and delay valve. Valves should always be mounted so ports point downward. SECONDARY AIR INJECTION SYSTEM Helpmelearn February-12-08 7:19:51 PM

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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. Electronic Secondary Air Injection (EAIR) System

The electric air pump is controlled by signals from the PCM. EAIR system consists of an electric air supply pump, Air Injection By-Pass (AIRB) solenoid and solid state relay. In the EAIR system, air can be by-passed to the atmosphere by AIRB solenoid, directed to exhaust manifold or catalytic converter. EAIR system is monitored on primary and secondary side of solid state relay. Self-test is performed to confirm input from CKP, ECT, IAT sensor and HO2S. EAIR system must pass self-test before secondary air injection can be enabled. If EAIR system failure is detected in self-test, a Diagnostic Trouble Code (DTC) should set in PCM memory. Testing for secondary air injection system is located in CIRCUIT TEST HM. See TESTS W/CODES article. Mechanical Air Injection System

The mechanical air pump is belt driven by engine RPM. The system consists of an air pump, single or dual air diverter valves, silencer/filter and by-pass solenoids. In the mechanical air injection system, air can be bypassed to the atmosphere, directed to exhaust manifold or catalytic converter. If mechanical air injection system failure is detected in self-test, a Diagnostic Trouble Code (DTC) should set in PCM memory. Testing for secondary air injection system is located in CIRCUIT TEST HM. See TESTS W/CODES article. EGR SYSTEM NOTE:

The self-diagnostic system monitors EGR performance and sets a trouble code if self-test requirements are not obtained.

EGR Valve

EGR valve is vacuum operated. The EGR valve is operated by a vacuum signal from EVR solenoid. Valve should be closed at 1.6 in. Hg and fully open at 4.5 in. Hg. Differential Pressure Feedback Electronic (DPFE) Sensor

DPFE sensor is a capacitive type pressure transducer that monitors the pressure difference across a metering orifice, located inside sensor. The DPFE sensor outputs a voltage signal to the PCM that is proportional to the pressure drop across the metering orifice. The PCM uses the voltage as feedback information on the rate of EGR flow. The PCM uses feedback to adjust the EVR duty cycle and achieve the desired EGR flow. See Fig. 8 . Electronic Vacuum Regulator (EVR) Solenoid

EVR solenoid is an electromagnetic device used to regulate vacuum supply to the EGR valve. EVR solenoid Helpmelearn February-12-08 7:19:51 PM

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contains a coil which magnetically controls the position of a disk to regulate the vacuum. As the duty cycle to coil increases, vacuum signal passed through the EVR solenoid to the EGR valve also increases. Vacuum not directed to the EGR is vented to atmosphere.

Fig. 8: EGR System Schematic Courtesy of FORD MOTOR CO. FUEL EVAPORATIVE SYSTEM Carbon Canister

Carbon canister storage is used for evaporative emission control on all vehicles. The function of evaporative emission control systems is to store gasoline fumes from fuel tank in a carbon canister until fumes can be drawn into engine for burning during combustion process. Canister Purge (CANP) Solenoid Valve

Normally closed solenoid valve controls the flow of fuel vapors from canister to intake manifold. When engine is shut off, vapors from fuel tank flow into canister. After engine is started, CANP solenoid regulates fuel vapor flow by means of manifold vacuum and duty cycle signal from PCM. Fill Control/Vent System

Fill limiting is accomplished through configuration of fuel filler neck and/or internal vent lines within fuel filler neck and tank. Vent system is designed to permit air space in 10-12 percent of tank when tank is filled to capacity. Air space provides for thermal expansion of fuel and also aids in-tank vapor vent system. Pressure/Vacuum Relief Fuel Cap

This system consists of a sealed filler cap with an integral pressure/vacuum relief valve. Under normal Helpmelearn February-12-08 7:19:51 PM

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conditions, filler cap allows air to enter fuel tank as fuel is used, while preventing vapors from escaping. Rollover/Vent Valve

Rollover/vent valve is located on highest point of fuel tank. With fuel in the fuel tank, pressure increases, and the rollover/vent valve releases this extra pressure into the atmosphere. Also, if vehicle is in a rollover situation, the rollover vent valve closes and will not permit fuel or fuel vapors to escape from the fuel tank. Vapor Vent System

System provides a vapor space above gasoline surface in fuel tank. Vapor space prevents liquid fuel from passing to the carbon canister. Fuel vapors trapped in sealed fuel tank are vented though vapor valve assembly on top of fuel tank. Vapors are routed through a single vapor line to carbon canister in engine compartment. Vapors are stored in carbon canister until they are purged into engine during operation. POSITIVE CRANKCASE VENTILATION (PCV) PCV system uses intake manifold vacuum to recycle blow-by vapors from the crankcase to the combustion chamber, where they are burned. PCV valve meters flow of blow-by vapors, according to manifold vacuum. When high amounts of blow-by gases are produced (such as worn piston rings), excess gases flow back through crankcase vent hose into the air inlet and are burned during normal combustion.

SELF-DIAGNOSTIC SYSTEM NOTE:

All systems have self-diagnostic capabilities. For information on procedures for entering self-test modes and reading service codes, see G - TESTS W/CODE article.

MALFUNCTION INDICATOR LIGHT (MIL) The MIL will illuminate when ignition switch is turned to the ON position (bulb check), or when systems related to the EEC-V system malfunction during normal engine operation. For additional information, see TESTS W/CODES article.

MISCELLANEOUS CONTROLS NOTE:

Although not considered true engine performance-related systems, some controlled devices may affect driveability if they malfunction.

A/C Cycle Switch (ACCS)

The ACCS is a voltage input to the PCM which indicates when A/C is requested. When A/C demand switch is turned on, the cyclic pressure switch and the high pressure contacts of the dual function A/C Pressure Switch Helpmelearn February-12-08 7:19:51 PM

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(ACPSW) are closed and voltage supplied to the ACCS circuit signal at the PCM. See CCRM circuit schematic in CIRCUIT TEST X in TESTS W/CODES article for more information. A/C Pressure Sensor

The A/C pressure sensor is located in the high pressure (discharge) side of A/C system. The A/C pressure sensor provides a voltage signal to the PCM that is proportional to A/C system pressure. The PCM uses this data for A/C clutch control, fan control and idle speed. A/C Pressure Switch (ACPSW)

The ACPSW is used for additional A/C system pressure control. The ACPSW is also referred to as the refrigerant containment/fan function switch. The normally open medium pressure contacts close at a predetermined A/C head pressure. This grounds the ACPSW circuit input to the PCM. The PCM will turn on high speed fan to help reduce pressure. TRANSMISSION Solenoids

The AODE transmission uses solenoids to shift transmission gear ratios, connect turbine and impeller inside torque converter and provide coasting on deceleration. Ground signal is controlled by PCM. Power is supplied to solenoids from the power relay.

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E - THEORY/OPERATION - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Theory & Operation - EEC-V

COMPUTERIZED ENGINE CONTROLS Powertrain Control Module (PCM)

NG vehicle module has 2 functions; the first is to operate fuel injectors and is called IDM, the second is to control fuel gauge and is called FIM. Helpmelearn February-12-08 7:20:36 7:20:32 PM

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NOTE:

See ENGINE COOLANT TEMPERATURE (ECT) SENSOR. Crankshaft Position (CKP) Sensor

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Data Link Connector (DLC)

See EGR SYSTEM under EMISSION SYSTEMS. Electronic Vacuum Regulator (EVR) Solenoid

See EGR SYSTEM under EMISSION SYSTEMS. Engine Coolant Temperature (ECT) Sensor

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Fig. 1: Locating HO2S Courtesy of FORD MOTOR CO. Mass Airflow (MAF) Sensor Helpmelearn February-12-08 7:20:32 PM

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Fig. 2: Cross-Sectional View Of MAF Sensor Courtesy of FORD MOTOR CO. Octane Adjust Shorting Bar

The octane adjust shorting bar is used to retard spark. A diagnostic trouble code will set if Octane Adjust Shorting Bar is removed or, if an open circuit is present. Output Shaft Speed (OSS) Sensor

PNP switch is mounted on transmission selector lever. PNP indicates shift lever position by means of a variable Helpmelearn February-12-08 7:20:32 PM

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1997 Ford Explorer E - THEORY/OPERATION - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Theory & Operation - EEC-V

resistance signal. This signal is used by PCM to determine gear shift selector position. Power Steering Pressure (PSP) Switch

A/C Cycle Switch (ACCS) Helpmelearn February-12-08 7:20:32 PM

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See MISCELLANEOUS CONTROLS. A/C Pressure Sensor

See MISCELLANEOUS CONTROLS. A/C Pressure Switch (ACPSW)

See MISCELLANEOUS CONTROLS. By-Pass Air (BPA) Valve

BPA valve is also known as Idle Air Control (IAC) valve. See IDLE SPEED under FUEL SYSTEM. Canister Purge (CANP) Solenoid Valve

See FUEL EVAPORATIVE SYSTEM under EMISSION SYSTEMS. Canister Purge Solenoid Valve

See FUEL EVAPORATIVE SYSTEM under EMISSION SYSTEMS. EGR System

See EGR SYSTEM under EMISSION SYSTEMS. Fuel Injectors

See FUEL CONTROL under FUEL SYSTEM. Fuel Pump

See FUEL DELIVERY under FUEL SYSTEM. Fuel Pressure Regulator

See FUEL DELIVERY under FUEL SYSTEM. Idle Air Control (IAC) Valve

See IDLE SPEED under FUEL SYSTEM. Inertia Fuel Shutoff (IFS) Switch

See FUEL DELIVERY under FUEL SYSTEM. Malfunction Indicator Light (MIL) Helpmelearn February-12-08 7:20:32 PM

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1997 Ford Explorer E - THEORY/OPERATION - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Theory & Operation - EEC-V

See SELF-DIAGNOSTIC SYSTEM. Transmission Solenoids

See TRANSMISSION under MISCELLANEOUS CONTROLS.

FUEL SYSTEM FUEL DELIVERY Fuel Pump

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1997 Ford Explorer E - THEORY/OPERATION - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Theory & Operation - EEC-V

Fig. 3: Identifying Fuel Pump Components Courtesy of FORD MOTOR CO. Fuel Pressure Regulator

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Fig. 4: Cross-Sectional View Of Pressure Regulator Components Courtesy of FORD MOTOR CO. Inertia Fuel Shutoff (IFS) Switch

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1997 Ford Explorer E - THEORY/OPERATION - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Theory & Operation - EEC-V

Fig. 5: Identifying IFS Reset Button Switch Positions Courtesy of FORD MOTOR CO. FUEL CONTROL Fuel Injectors

Idle Air Control (IAC) valve is also known as By-Pass Air (BPA) valve.

Idle Air Control (IAC) Valve Assembly

IAC valve assembly is used to control idle speed and provide a dashpot function. IAC valve assembly meters Helpmelearn February-12-08 7:20:32 PM

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Fig. 6: Cross-Sectional View Of IAC Valve Assembly Components (Hitachi) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer E - THEORY/OPERATION - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Theory & Operation - EEC-V

Fig. 7: Cross-Sectional View Of IAC Valve Assembly Components (Nippondenso) Courtesy of FORD MOTOR CO.

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TVS incorporates a bimetallic disc to open or close vacuum ports based on engine temperature. Vacuum Control Switches

Vacuum reservoir stores vacuum and provides an amplified vacuum signal. It prevents rapid fluctuations or sudden drops in a vacuum signal, such as during acceleration. Vacuum Restrictor

This orifice-type flow restrictor is used in several emission calibrations to control the flow rate and/or actuation timing of components and systems. Vacuum Vent Valves

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The self-diagnostic system monitors EGR performance and sets a trouble code if self-test requirements are not obtained.

EGR Valve

EVR solenoid is an electromagnetic device used to regulate vacuum supply to the EGR valve. EVR solenoid Helpmelearn February-12-08 7:20:33 PM

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Fig. 8: EGR System Schematic Courtesy of FORD MOTOR CO. FUEL EVAPORATIVE SYSTEM Carbon Canister

This system consists of a sealed filler cap with an integral pressure/vacuum relief valve. Under normal Helpmelearn February-12-08 7:20:33 PM

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1997 Ford Explorer E - THEORY/OPERATION - 5.0L 1997 ENGINE PERFORMANCE Ford Motor Co. - Theory & Operation - EEC-V

conditions, filler cap allows air to enter fuel tank as fuel is used, while preventing vapors from escaping. Rollover/Vent Valve

SELF-DIAGNOSTIC SYSTEM NOTE:

All systems have self-diagnostic capabilities. For information on procedures for entering self-test modes and reading service codes, see G - TESTS W/CODE article.

MISCELLANEOUS CONTROLS NOTE:

Although not considered true engine performance-related systems, some controlled devices may affect driveability if they malfunction.

A/C Cycle Switch (ACCS)

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(ACPSW) are closed and voltage supplied to the ACCS circuit signal at the PCM. See CCRM circuit schematic in CIRCUIT TEST X in TESTS W/CODES article for more information. A/C Pressure Sensor

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1997 Ford Explorer ENGINE PERFORMANCE Vacuum Diagrams - Trucks

ENGINE PERFORMANCE Vacuum Diagrams - Trucks

INTRODUCTION This article contains underhood schematics of vacuum hose routing. Use these vacuum diagrams during the visual inspection in appropriate BASIC DIAGNOSTIC PROCEDURES article. This will assist in identifying improperly routed vacuum hoses, which may cause driveability and/or computer-indicated malfunctions.

VEHICLE CALIBRATION Vacuum diagrams are identified by calibration code. Use the Emission Calibration Label to identify calibration. Calibration label is attached to left door or left door pillar. See Fig. 1 . Use calibration code to select vacuum diagram. NOTE:

Vacuum diagrams for calibrations not shown are not available from manufacturer.

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1997 Ford Explorer ENGINE PERFORMANCE Vacuum Diagrams - Trucks

Fig. 1: Identifying Emission Calibration Label Courtesy of FORD MOTOR CO. VACUUM DIAGRAM APPLICATIONS Application & Calibration Codes Aerostar

See Fig.

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1997 Ford Explorer ENGINE PERFORMANCE Vacuum Diagrams - Trucks

3.0L 7-56J-R05, 7-56J-R10, 7-56T-R05, 7-56T-R10 4.0L 7-58J-R05, 7-58J-R10, 7-58K-R05, 7-58K-R10, 7-58N-R05, 7-58N-R10, 7-58QR05, 7-58Q-R10 Expedition 4.6L 7-48J-R05, 7-48J-R10, 7-48U-R05, 7-48U-R10 5.4L 7-46F-R07, 7-46F-R10, 7-46U-R07, 7-46U-R10 Explorer 4.0L - Except SOHC 7-57B-R05, 7-57B-R10, 7-57R-R05, 7-57R-R10, 7-58B-R05, 7-58B-R10, 7-58RR05 4.0L SOHC 7-58C-R06, 7-58C-R10, 7-58C-R11, 7-58V-R06, 7-58V-R10, 7-58V-R11 5.0L 6-54G-R12, 7-54G-R10, 7-54G-R11, 7-54G-R12 F-150 4.2L 6-43E-R07, 6-43E-R10, 6-43F-R07, 6-43F-R10, 6-43R-R07, 6-43R-R10, 6-43SR07, 6-43S-R10, 6-44E-R07, 6-44E-R10, 6-44F-R07, 6-44F-R10, 6-44R-R07, 644R-R10, 6-44S-R07, 6-44S-R10, 7-43E-R10, 7-43E-R11, 7-43F-R10, 7-43F-R11, 7-43R-10, 7-43R-R11, 7-43S-R10, 7-43S-R11, 7-44E-R10, 7-44E-R11, 7-44FR10, 7-44F-R11, 7-44R-R10, 7-44R-R11, 7-44S-R10, 7-44S-R11 4.6L 6-48E-R08, 6-48S-R08, 7-47Q-R11, 7-47R-R11, 7-48C-R11, 7-48D-R11, 7-48ER11, 7-48Q-R11, 7-48R-R11, 7-48S-R11 5.4L 7-46D-R07, 7-46R-R07 F-250 4.6L 7-47F-R05, 7-47G-R05, 7-47S-R05, 7-47T-R05, 7-48G-R05, 7-48P-R05, 7-48TR05 5.4L 7-46E-R07, 7-46T-R07 5.8L Over 8500 GVWR California 6-76T-R11

Fig. 2 Fig. 3

Fig. 4 Fig. 5

Fig. 6

Fig. 7 Fig. 8

Fig. 9

Fig. 10

Fig. 11

Fig. 10

Fig. 11

Fig. 12

Canada & 49-States Helpmelearn February-12-08 7:22:07 PM

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6-75A-R05, 7-76A-R00

Fig. 13

7.3L Turbo Diesel Information Not Available 7.5L Medium-Duty California 6-97Q-R06, 6-98Q-R10

Fig. 14

Fig. 15

Heavy-Duty California 7-97P-R00, 7-98P-R00

Fig. 16

Canada & 49-States 6-97A-R00, 6-98A-R00

Fig. 17

F-350 5.8L California 6-76S-R11, 6-76T-R11 Canada & 49-States 6-75A-R05, 7-76A-R00 7.3L Turbo Diesel Information Not Available 7.5L Medium-Duty California 6-97Q-R06, 6-98Q-R10

Fig. 12 Fig. 13 Fig. 14

Fig. 15

Heavy-Duty California 7-97P-R00, 7-98P-R00

Fig. 16

Canada & 49-States 6-97A-R00, 6-98A-R00

Fig. 17

Mountaineer 5.0L 6-54G-R11, 6-54G-R12, 7-54G-R10, 7-54G-R11, 7-54G-R12 Ranger 2.3L 7-49A-R06, 7-49T-R06, 7-50A-R06, 7-50T-R06

Fig. 8

Fig. 18

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1997 Ford Explorer ENGINE PERFORMANCE Vacuum Diagrams - Trucks

3.0L 7-55F-R05, 7-55F-R10, 7-55H-R05, 7-55H-R10, 7-55R-R05, 7-55R-R10, 7-55SR05, 7-55S-R10, 7-56F-R05, 7-56F-R10 4.0L 7-57F-R05, 7-57F-R10, 7-57H-R05, 7-57H-R10, 7-57S-R05, 7-57S-R10, 7-57TR05, 7-57T-R10, 7-58F-R05, 7-58F-R10, 7-58H-R05, 7-58H-R10, 7-58S-R05, 758S-R10, 7-58T-R05, 7-58T-R10 Super Duty Pickup 7.5L 6-97B-R00 - Codes SGJ, SKL, STT & SZB 6-97B-R00 - Codes SPD, SPS, SUA & SYC & 6-98B-R00 Van 6.8L 7-96J-R06 Van 4.2L 7-44J-R06, 7-44J-R10, 7-44K-R06, 7-44K-R10, 7-44L-R06, 7-44L-R10, 7-44MR06, 7-44M-R10, 7-44T-R06, 7-44T-R10, 7-44U-R06, 7-44U-R10 4.6L 7-48M-R05, 7-48M-R10, 7-48W-R05, 7-48W-R10, 7-48W-R11 5.4L 7-46K-R06, 7-46K-R10, 7-46Q-R06, 7-46Q-R10, 7-74C-R07, 7-74S-R07, 7-74UR06, 7-74U-R10, 7-74V-R06, 7-74V-R10 7-74T-R07 - Code SFS 7-74T-R07 - Code SJF 6.8L 7-96E-R06, 7-96W-R06 7-96T-R06, 7-96T-R10 7-96X-R06 Windstar 3.8L 6-62J-R11, 6-62S-R11

Fig. 2

Fig. 19

Fig. 20 Fig. 21

Fig. 22

Fig. 23

Fig. 24 Fig. 25 Fig. 26 Fig. 27 Fig. 28 Fig. 29 Fig. 22

Fig. 30

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Fig. 2: Vacuum Diagram (Aerostar & Ranger - 3.0L) Courtesy of FORD MOTOR CO.

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Fig. 3: Vacuum Diagram (Aerostar - 4.0L) Courtesy of FORD MOTOR CO.

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Fig. 4: Vacuum Diagram (Expedition - 4.6L) Courtesy of FORD MOTOR CO.

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Fig. 5: Vacuum Diagram (Expedition - 5.4L) Courtesy of FORD MOTOR CO.

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Fig. 6: Vacuum Diagram (Explorer - 4.0L - Except 4.0L SOHC) Courtesy of FORD MOTOR CO.

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Fig. 7: Vacuum Diagram (Explorer - 4.0L SOHC) Courtesy of FORD MOTOR CO.

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Fig. 8: Vacuum Diagram (Explorer & Mountaineer - 5.0L) Courtesy of FORD MOTOR CO.

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Fig. 9: Vacuum Diagram (F-150 - 4.2L) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer ENGINE PERFORMANCE Vacuum Diagrams - Trucks

Fig. 10: Vacuum Diagram (F-150 & F-250 - 4.6L) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer ENGINE PERFORMANCE Vacuum Diagrams - Trucks

Fig. 11: Vacuum Diagram (F-150 & F-250 - 5.4L) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer ENGINE PERFORMANCE Vacuum Diagrams - Trucks

Fig. 12: Vacuum Diagram (F-250 Over 8500 GVWR & F-350 - 5.8L - California) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer ENGINE PERFORMANCE Vacuum Diagrams - Trucks

Fig. 13: Vacuum Diagram (F-250 Over 8500 GVWR & F-350 - 5.8L - Canada & 49-States) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer ENGINE PERFORMANCE Vacuum Diagrams - Trucks

Fig. 14: Vacuum Diagram (F-250, F-350 & Van - 7.3L Turbo Diesel) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer ENGINE PERFORMANCE Vacuum Diagrams - Trucks

Fig. 15: Vacuum Diagram (F-250 Over 8500 GVWR & F-350 - 7.5L Medium Duty - California) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer ENGINE PERFORMANCE Vacuum Diagrams - Trucks

Fig. 16: Vacuum Diagram (F-250 Over 8500 GVWR & F-350 - 7.5L Heavy Duty - California) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer ENGINE PERFORMANCE Vacuum Diagrams - Trucks

Fig. 17: Vacuum Diagram (F-250 Over 8500 GVWR & F-350 - 7.5L Heavy Duty - Canada & 49-States) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer ENGINE PERFORMANCE Vacuum Diagrams - Trucks

Fig. 18: Vacuum Diagram (Ranger - 2.3L) Courtesy of FORD MOTOR CO.

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Fig. 19: Vacuum Diagram (Ranger - 4.0L)

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Fig. 20: Vacuum Diagram (Super Duty - Pickup - 7.5L - Calibration No. 6-97B-R00 - Codes SGJ, SKL, STT & SZB) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer ENGINE PERFORMANCE Vacuum Diagrams - Trucks

Fig. 21: Vacuum Diagram (Super Duty - Pickup - 7.5L - Calibration No. 6-97B-R00 - Codes SPD, SPS, SUA & SYC & Calibration No. 6-98B-R00) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer ENGINE PERFORMANCE Vacuum Diagrams - Trucks

Fig. 22: Vacuum Diagram (Super Duty - Van - 6.8L - Calibration No. 7-96J-R06 & Van - 6.8L Calibration No. 7-96X-R06) Courtesy of FORD MOTOR CO.

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Fig. 23: Vacuum Diagram (Van - 4.2L) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer ENGINE PERFORMANCE Vacuum Diagrams - Trucks

Fig. 24: Vacuum Diagram (Van - 4.6L) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer ENGINE PERFORMANCE Vacuum Diagrams - Trucks

Fig. 25: Vacuum Diagram (Van - 5.4L - Except Calibration No. 7-74T-R07) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer ENGINE PERFORMANCE Vacuum Diagrams - Trucks

Fig. 26: Vacuum Diagram (Van - 5.4L - Calibration No. 7-74T-R07 - Code SFS) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer ENGINE PERFORMANCE Vacuum Diagrams - Trucks

Fig. 27: Vacuum Diagram (Van - 5.4L - Calibration No. 7-74T-R07 - Code SJF) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer ENGINE PERFORMANCE Vacuum Diagrams - Trucks

Fig. 28: Vacuum Diagram (Van - 6.8L - Calibration Nos. 7-96E-R06 & 7-96W-R06) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer ENGINE PERFORMANCE Vacuum Diagrams - Trucks

Fig. 29: Vacuum Diagram (Van - 6.8L - Calibration Nos. 7-96T-R06 & 7-96T-R10) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer ENGINE PERFORMANCE Vacuum Diagrams - Trucks

Fig. 30: Vacuum Diagram (Windstar - 3.8L)

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Commonly Used Abbreviations

GENERAL INFORMATION Commonly Used Abbreviations

"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 Home Tuesday, November 08, 2005 2:19:47 2:19:43 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Commonly Used Abbreviations

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 Home Tuesday, November 08, 2005 2:19:43 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Commonly Used Abbreviations

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. Home Tuesday, November 08, 2005 2:19:43 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Commonly Used Abbreviations

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 BTU British Thermal Unit BVSV Bimetallic Vacuum Switching Valve Home Tuesday, November 08, 2005 2:19:44 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Commonly Used Abbreviations

"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 Computer Command Control CCD Computer Controlled Dwell CCOT Cycling Clutch Orifice Tube Home Tuesday, November 08, 2005 2:19:44 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Commonly Used Abbreviations

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 Home Tuesday, November 08, 2005 2:19:44 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Commonly Used Abbreviations

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 Home Tuesday, November 08, 2005 2:19:44 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Commonly Used Abbreviations

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 DOHC Double Overhead Cam Home Tuesday, November 08, 2005 2:19:44 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Commonly Used Abbreviations

DOT Department of Transportation DRB-II Diagnostic Readout Box DVOM Digital Volt-Ohmmeter

"E" EACV Electric Air Control Valve EBCM Electronic Brake Control Module 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 Home Tuesday, November 08, 2005 2:19:44 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Commonly Used Abbreviations

EFE Early Fuel Evaporation EGO Exhaust Gas Oxygen Sensor EGR Exhaust Gas Recirculation 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 Exc. Except

"F" °F Fahrenheit (Degrees) Home Tuesday, November 08, 2005 2:19:44 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Commonly Used Abbreviations

F/B Fuse Block Fed. Federal FI Fuel Injection FIPL Fuel Injector Pump Lever 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 Home Tuesday, November 08, 2005 2:19:44 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Commonly Used Abbreviations

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 Home Tuesday, November 08, 2005 2:19:44 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Commonly Used Abbreviations

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 Ign. Ignition IMRC Intake Manifold Runner Control In. Inches Home Tuesday, November 08, 2005 2:19:44 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Commonly Used Abbreviations

INCH Lbs. Inch Pounds in. Hg Inches of Mercury Inj. Injector IP Instrument Panel ISC Idle Speed Control 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 Home Tuesday, November 08, 2005 2:19:44 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Commonly Used Abbreviations

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 LED Home Tuesday, November 08, 2005 2:19:44 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Commonly Used Abbreviations

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 MIL Home Tuesday, November 08, 2005 2:19:44 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Commonly Used Abbreviations

Malfunction Indicator Light MPI Multi-Point (Fuel) Injection mm Millimeters MPH Miles Per Hour mV Millivolts

"N" NA Not Available NGS New Generation Star N.m Newton Meter No. Number Nos. Numbers NOx Oxides of Nitrogen

"O" Home Tuesday, November 08, 2005 2:19:44 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Commonly Used Abbreviations

O2 Oxygen OBD On-Board Diagnostics OC Oxidation Catalyst OD Overdrive O.D. Outside Diameter OHC Overhead Camshaft O/S Oversize oz. Ounce ozs. Ounces

"P" "P" Park P/C Printed Circuit Home Tuesday, November 08, 2005 2:19:44 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Commonly Used Abbreviations

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 Home Tuesday, November 08, 2005 2:19:44 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Commonly Used Abbreviations

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 Home Tuesday, November 08, 2005 2:19:44 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Commonly Used Abbreviations

RH Right Hand RPM Revolutions Per Minute RWAL Rear Wheel Anti-Lock Brake RWD Rear Wheel Drive

"S" SBC Single Bed Converter SBEC Single Board Engine Controller SES Service Engine Soon SFI Sequential (Port) Fuel Injection SIL Shift Indicator Light SIR Supplemental Inflatable Restraint SOHC Single Overhead Cam Home Tuesday, November 08, 2005 2:19:44 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Commonly Used Abbreviations

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" Home Tuesday, November 08, 2005 2:19:44 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Commonly Used Abbreviations

TAB Thermactor Air By-Pass TAD Thermactor Air Diverter TBI Throttle Body Injection TCC Torque Converter Clutch TDC Top Dead Center Temp. Temperature TFI Thick Film Ignition THERMAC Thermostatic Air Cleaner TPS Throttle Position Sensor/Switch TS Temperature Sensor TV Thermovalve TWC Home Tuesday, November 08, 2005 2:19:44 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Commonly Used Abbreviations

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 Home Tuesday, November 08, 2005 2:19:44 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Commonly Used Abbreviations

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

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Air Bag Deactivation Procedures

GENERAL INFORMATION Air Bag Deactivation Procedures

SPECIAL CARE DURING MECHANICAL REPAIRS WARNING: To avoid injury from accidental air bag deployment, read and carefully follow all appropriate SERVICE PRECAUTIONS and DISABLING & ACTIVATING AIR BAG SYSTEM procedures. In some instances, it may be necessary to remove the steering column or instrument panel to access blower motor housing, heater assembly, evaporator assembly and other related A/C-heater system components. Observe specific manufacturer SERVICE PRECAUTIONS when working on vehicle with an air bag system. Electrical sources should NEVER be allowed near inflator on back of air bag module. NEVER probe air bag system electrical wires with an analog volt-ohmmeter or test light. Always disable air bag system before servicing vehicle. See appropriate DISABLING & ACTIVATING AIR BAG SYSTEM procedure. Failure to disable system properly may result in accidental air bag deployment and possible personal injury. If air bag system is not fully functional for any reason, DO NOT drive vehicle until system is repaired and functions properly. DO NOT remove bulbs, modules, sensors or other components, or in any way disable system from operating normally. If air bag system is not functional, park vehicle until system is repaired and functions properly.

CHRYSLER CORP. All Chrysler vehicles are equipped with driver-side and passenger-side air bags. Unless specific models are mentioned, the following procedures apply to all models with an air bag system. SYSTEM OPERATION CHECK 1. Ensure negative battery cable or negative battery cable remote terminal is disconnected and isolated. Connect Diagnostic Read-Out Box III (DRB-III) scan tool to 16-pin Data Link Connector (DLC) located left of steering column at lower edge of instrument panel. Turn ignition switch to ON position and exit vehicle. Ensure latest version of correct DRB cartridge is being used. 2. After ensuring there is no one inside vehicle, connect negative battery cable or negative battery cable remote terminal. Using DRB, read and record active and any stored Diagnostic Trouble Codes (DTCs). Diagnose as necessary. Clear DTCs and recheck for DTCs. If a problem still exists DTC data will not clear. 3. Ignition switch should still be in ON position. Ensure no one is inside vehicle. From a position outside vehicle and away from air bag modules (in case of air bag deployment), turn ignition switch to OFF position for about 10 seconds, and then back to ON position. Observe AIR BAG indicator. It should come on for 6-8 seconds and then go out, indicating system is functioning properly. 4. If AIR BAG indicator fails to come on, comes on and stays on, or comes on while driving, a system malfunction exists. Perform air bag system self-diagnostics, and repair air bag system. Home Tuesday, November 08, 2005 3:15:20 3:15:16 PM

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Air Bag Deactivation Procedures

SERVICE PRECAUTIONS Observe the following precautions when working with or near air bag systems: z

z z

Disconnect and isolate negative battery cable before servicing vehicle. Allow system capacitor to discharge for 2 minutes before removing air bag components. Disable air bag system before servicing any air bag system or steering column component. Failure to do this may result in accidental air bag deployment and possible personal injury. See DISABLING & ACTIVATING AIR BAG SYSTEM . Always wear safety glasses when servicing or handling an air bag. Air bag module must be stored in its original special container until used for service. It must be stored in a clean, dry place, away from sources of extreme heat, sparks and high electrical energy. When placing a live air bag on a bench or other surface, always face air bag and trim cover up, away from surface. This will reduce motion of module if accidentally deployed. When a steering column has been removed from vehicle with an air bag module attached, never place column on the floor or any other surface with the steering wheel or air bag module face down. After deployment, air bag surface may contain sodium hydroxide deposits, which irritate skin. Sodium hydroxide is a product of gas generant combustion. Always wear safety glasses, rubber gloves and a longsleeved shirt during clean-up. Wash hands using mild soap and water. Follow correct disposal procedures. When carrying a live air bag module, point trim cover away from your body to minimize injury in case of accidental deployment. DO NOT disconnect or connect air bag module while battery is connected. Never disassemble air bag module. There are no serviceable parts within the module. The air bag control module contains an impact sensor which enables the system to deploy air bags. Never strike the air bag control module. If air bag control module is accidentally dropped, module MUST be replaced. Clockspring, air bag module, and seat belt pre-tensioner (if equipped) MUST be replaced if air bag is deployed. On Caravan, Town & Country and Voyager, when driver-side air bag is deployed because of a collision, the complete steering column assembly, steering column clockspring, steering wheel, driver-side air bag cover/horn module, and lower steering coupler MUST be replaced. On Dakota, Durango and Ram Van/Wagon, driver-side air bag module inflator assembly contains sodium azide and potassium nitrate. These materials are poisonous and extremely flammable; contact with acid, water, or heavy metals may produce harmful and irritating gases. On Dakota and Ram Pickup, ALWAYS remove and replace the air bag control module and its mounting bracket as a unit. DO NOT transfer the module to another bracket. On Ram Pickups, whenever passenger-side air bag module is removed and reinstalled, air distribution panel outlet barrels in passenger-side air bag door panel outlet housings MUST be replaced. Panel outlet barrels must be replaced with NEW barrels. Occupant injuries could result during air bag deployment if outlet barrels are not replaced. On Ram Pickups, after air bag deployment, both air bag modules, clockspring, and the steering column assembly MUST be replaced. During air bag deployment, these components will be damaged or weakened, and are NOT intended to be reused.

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Air Bag Deactivation Procedures

Fasteners, screws and bolts used to fasten air bag components have a special coating and are specifically designed for air bag system. Use only original equipment fasteners.

DISABLING & ACTIVATING AIR BAG SYSTEM WARNING: Wait at least 2 MINUTES after disconnecting negative battery cable. Servicing air bag system before 2 minutes elapse may cause accidental air bag deployment and possible personal injury. WARNING: Ram Pickup models are equipped with a Passenger Air Bag Disarm Switch (PADS) used to disarm passenger-side air bag module. This switch is to be used when child restraint devices are positioned in right front seat. This switch is ONLY used to disarm passenger-side air bag module, it CANNOT disarm entire air bag system and should NOT be used in place of disabling and activating air bag system procedure. Disabling & Activating Air Bag System

1. Turn ignition off. On Avenger, Caravan, Dakota, Durango, Neon, Ram Pickup, Ram Van/Wagon, Sebring Coupe, Talon and Town & Country, disconnect and isolate negative battery cable. 2. On Breeze, Cirrus, Concorde, Intrepid, Sebring Convertible and Stratus, disconnect and isolate negative battery cable remote terminal. On Concorde and Intrepid battery remote cable is located on right strut tower. On Breeze, Cirrus, Sebring Convertible and Stratus, battery remote cable is located on left strut tower. 3. On all models, wait at least 2 MINUTES for system capacitor to discharge before servicing or working near air bag system components. To activate system, turn ignition off and reconnect negative battery cable or negative battery cable remote terminal. See SYSTEM OPERATION CHECK .

FORD MOTOR CO. All Ford vehicles are equipped with a dual air bag system. Unless specific models are mentioned, the following procedures apply to all models with an air bag system. SYSTEM OPERATION CHECK 1. Turn ignition switch to RUN position. Observe AIR BAG indicator with air bags installed. If AIR BAG indicator comes on for approximately 6 seconds then goes out, air bag system is functioning properly and no fault codes exist. 2. If a fault code is detected in air bag system during system check, AIR BAG indicator will fail to light, stay on continuously or flash. 3. The AIR BAG indicator may not start flashing for approximately 30 seconds (16 seconds on Mark VIII) after ignition switch has been turned to RUN position. This time is required for diagnostic monitor to complete test air bag system. 4. If AIR BAG indicator is inoperative and a system fault exists, an audible tone of 5 sets of 5 beeps will be Home Tuesday, November 08, 2005 3:15:16 PM

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Air Bag Deactivation Procedures

heard. If this occurs, air bag system service is required. SERVICE PRECAUTIONS Observe the following precautions when working with air bag systems: z

z z

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 possible personal injury. See DISABLING & ACTIVATING AIR BAG SYSTEM . Because of critical system operating requirements, DO NOT service sensors, clockspring, air bag diagnostic monitor or air bag module. Servicing is made by replacement only. Always wear gloves and safety glasses when servicing an air bag-equipped vehicle or handling an air bag. When carrying a live air bag, point air bag and trim cover away from your body. This minimizes chance of injury in case of accidental deployment. When placing a live air bag on a bench or other surface, always face air bag 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 deposits of sodium hydroxide, which may irritate skin. Sodium hydroxide is a product of the gas generant combustion. Always wear gloves and safety glasses when handling a deployed air bag. Wash hands using mild soap and water. Follow correct disposal procedures. Air bag modules with discolored or damaged cover deployment doors must be replaced, not repainted. Vehicle impact sensor orientation is critical for proper system operation. If vehicle is involved in a collision, inspect sensor mounting brackets for deformation. Ensure body structure in sensor mounting area is restored to its original condition. If damaged, the impact sensor must be replaced regardless of whether or not air bag is deployed. Never probe connectors on air bag module. Doing so may cause air bag deployment and personal injury. The instruction to DISCONNECT always refers to a component connector. DO NOT remove a component from vehicle when instructed to DISCONNECT. Air bag simulators MUST be removed and the air bags reconnected when the air bag system is reactivated. After any servicing, perform SYSTEM OPERATION CHECK .

DISABLING & ACTIVATING AIR BAG SYSTEM WARNING: If vehicle is equipped with a passenger-side air bag, both driver-side and passenger-side air bag modules MUST be disconnected and an air bag simulator installed to wiring harness. Disabling System (Continental, Crown Victoria, Grand Marquis & Town Car)

1. Record preset radio station frequencies. Disconnect negative battery cable. Wait at least one minute. This time is required for back-up power supply in diagnostic monitor to deplete its stored energy. 2. Remove driver-side air bag module. See DRIVER-SIDE AIR BAG MODULE . Disconnect driver-side air bag module connector. Attach air bag simulator to air bag connector to simulate driver-side air bag. Home Tuesday, November 08, 2005 3:15:16 PM

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Air Bag Deactivation Procedures

See AIR BAG SIMULATOR APPLICATION table. See Fig. 1 . 3. Remove passenger-side air bag module. See PASSENGER-SIDE AIR BAG MODULE . Disconnect passenger-side air bag connector. Install air bag simulator to air bag module harness connector to simulate air bag. See AIR BAG SIMULATOR APPLICATION table. Connect negative battery cable. Activating System

1. Disconnect negative battery cable. Wait at least one minute. Remove air bag simulators from driver-side and passenger-side air bag wiring harness connectors. 2. Connect driver-side air bag connector to air bag module. Install driver-side air bag module onto steering wheel. See DRIVER-SIDE AIR BAG MODULE . 3. Connect passenger-side air bag connector to air bag module. Install passenger-side air bag into instrument panel. See PASSENGER-SIDE AIR BAG MODULE . Connect negative battery cable. Perform SYSTEM OPERATION CHECK . Program radio station frequencies. Disabling System (Contour, Mystique & Windstar)

1. Record preset radio station frequencies. Disconnect negative battery cable. Wait at least one minute. This time is required for back-up power supply in diagnostic monitor to deplete its stored energy. 2. Remove driver-side air bag module. See DRIVER-SIDE AIR BAG MODULE . Install air bag simulator to driver-side air bag module harness connector to simulate air bag. See AIR BAG SIMULATOR APPLICATION table. See Fig. 1 . A trouble code will set if an incorrect air bag simulator is installed. 3. Remove passenger-side air bag module. See PASSENGER-SIDE AIR BAG MODULE . Install air bag simulator to passenger-side air bag module harness connector to simulate air bag. A trouble code will set if an incorrect air bag simulator is installed. Connect negative battery cable. Activating System

1. Disconnect negative battery cable. Wait at least one minute. This time is required for back-up power supply in diagnostic monitor to deplete its stored energy. Remove driver-side and passenger-side air bag simulators. 2. Install driver-side and passenger-side air bag modules. Tighten mounting bolts to specification. See TORQUE SPECIFICATIONS . Connect negative battery cable. Perform SYSTEM OPERATION CHECK . Program radio station frequencies. Disabling System (Escort, Escort Coupe, "F" Series Pickups & Tracer)

1. Disconnect negative battery cable. On "F" Series Pickups, remove battery to starter relay cable. Wait at least one minute. This time is required for back-up power supply in air bag Electronic Crash Sensor (ECS) module or diagnostic monitor to deplete its stored energy. 2. Remove driver-side air bag module from vehicle. See DRIVER-SIDE AIR BAG MODULE . Position air bag module on bench with trim cover facing up. 3. Install air bag simulator to driver-side air bag module harness connector to simulate air bag. See AIR BAG SIMULATOR APPLICATION table. See Fig. 1 . A trouble code will set if an incorrect air bag Home Tuesday, November 08, 2005 3:15:16 PM

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Air Bag Deactivation Procedures

simulator is installed. 4. Remove passenger-side air bag module. See PASSENGER-SIDE AIR BAG MODULE . Position air bag module on bench with trim cover facing up. 5. Install air bag simulator to air bag module harness connector to simulate air bag. See AIR BAG SIMULATOR APPLICATION table. See Fig. 1 . A trouble code will set if an incorrect air bag simulator is installed. Connect negative battery cable. Activating System

1. Disconnect negative battery cable. On "F" Series Pickups, remove battery to starter relay cable. On all models, wait at least one minute. This time is required for back-up power supply in ECS or diagnostic monitor to deplete its stored energy. Remove air bag simulators. 2. Install driver-side air bag module and passenger-side air bag module. Tighten mounting bolts to specification. See TORQUE SPECIFICATIONS . Connect negative battery cable. Perform SYSTEM OPERATION CHECK . CAUTION: On all "E" series vans equipped with an auxiliary battery (gas engine) or a secondary battery (diesel engine), both batteries must be disconnected to ensure air bag system is disabled. See DISABLING SYSTEM ("E" SERIES VANS WITH DUAL BATTERIES) . Disabling System ("E" Series Vans With One Battery)

1. Disconnect negative battery cable. Wait at least one minute. This time is required for back-up power supply in diagnostic monitor to deplete its stored energy. 2. Remove driver-side air bag module from vehicle. See DRIVER-SIDE AIR BAG MODULE . Position air bag module on bench with trim cover facing up. Install air bag simulator to driver-side air bag module harness connector to simulate air bag. See AIR BAG SIMULATOR APPLICATION table. See Fig. 1 . A trouble code will set if an incorrect air bag simulator is installed. 3. Remove passenger-side air bag module. See PASSENGER-SIDE AIR BAG MODULE . Position air bag module on bench with trim cover facing up. Install air bag simulator to air bag module harness connector to simulate air bag. See AIR BAG SIMULATOR APPLICATION table. See Fig. 1 . A trouble code will set if an incorrect air bag simulator is installed. Connect negative battery cable. Activating System

1. Disconnect negative battery cable. Wait at least one minute. This time is required for back-up power supply in diagnostic monitor to deplete its stored energy. Remove air bag simulators. 2. Install driver-side air bag module and passenger-side air bag module. Tighten mounting bolts to specification. See TORQUE SPECIFICATIONS . Connect negative battery cable. Perform SYSTEM OPERATION CHECK . Disabling System ("E" Series Vans With Dual Batteries)

1. If vehicle is equipped with a diesel engine, go to next step. If vehicle is equipped with a gas engine, Home Tuesday, November 08, 2005 3:15:16 PM

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Air Bag Deactivation Procedures

disconnect primary battery (engine compartment) negative battery cable. Disconnect auxiliary battery frame ground cable and isolate cable (located on right side frame rail). Wait at least one minute. This time is required for back-up power supply in diagnostic monitor to deplete its stored energy. 2. If vehicle is equipped with a diesel engine, disconnect secondary battery positive cable terminal from primary battery positive terminal (engine compartment). Isolate secondary battery positive cable to ensure battery cable does not contact any ground surface. Disconnect primary battery negative cable. Disconnect primary battery-to-starter relay cable. Wait at least one minute. This time is required for back-up power supply in diagnostic monitor to deplete its stored energy. 3. On all models, remove driver-side air bag module from vehicle. See DRIVER-SIDE AIR BAG MODULE . Position air bag module on bench with trim cover facing up. Install air bag simulator to driver-side air bag module harness connector to simulate air bag. See AIR BAG SIMULATOR APPLICATION table. See Fig. 1 . A trouble code will set if an incorrect air bag simulator is installed. 4. Remove passenger-side air bag module. See PASSENGER-SIDE AIR BAG MODULE . Position air bag module on bench with trim cover facing up. Install air bag simulator to air bag module harness connector to simulate air bag. See AIR BAG SIMULATOR APPLICATION table. See Fig. 1 . A trouble code will set if an incorrect air bag simulator is installed. Connect battery cables in reverse order of disabling procedure. Activating System

1. Disconnect battery cables. Wait at least one minute. This time is required for back-up power supply in diagnostic monitor to deplete its stored energy. Remove air bag simulators. 2. Install driver-side air bag module and passenger-side air bag module. Tighten mounting bolts to specification. See TORQUE SPECIFICATIONS . Connect battery cables in reverse order of disabling procedure. Perform SYSTEM OPERATION CHECK . Disabling System (Explorer, Expedition, Mountaineer, Navigator & Ranger)

1. Disconnect negative battery cable. Wait at least one minute. This time is required for back-up power supply in diagnostic monitor to deplete its stored energy. 2. Remove driver-side air bag from vehicle. See DRIVER-SIDE AIR BAG MODULE . Attach air bag simulator to air bag connector to simulate driver-side air bag. See AIR BAG SIMULATOR APPLICATION table. 3. Remove passenger-side air bag module. See PASSENGER-SIDE AIR BAG MODULE . Attach air bag simulator to air bag connector to simulate passenger-side air bag. See AIR BAG SIMULATOR APPLICATION table. Activating System

1. Disconnect negative battery cable. Wait at least one minute. This time is required for back-up power supply in diagnostic monitor to deplete its stored energy. Remove air bag simulators. 2. Install driver-side and passenger-side air bag modules. Tighten mounting bolts to specification. See TORQUE SPECIFICATIONS . Connect positive battery cable. Perform SYSTEM OPERATION CHECK . Disabling System (Mark VIII, Mustang, Sable & Taurus) Home Tuesday, November 08, 2005 3:15:16 PM

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Air Bag Deactivation Procedures

1. Record preset radio station frequencies. Disconnect negative battery cable. Wait at least one minute. This time is required for back-up power supply in diagnostic monitor to deplete its stored energy. 2. Remove driver-side air bag module from vehicle. See DRIVER-SIDE AIR BAG MODULE . Position air bag module on bench with trim cover facing up. 3. Install air bag simulator to air bag module harness connector to simulate air bag. See AIR BAG SIMULATOR APPLICATION table. See Fig. 1 . A trouble code will set if an incorrect air bag simulator is installed. If vehicle has a passenger-side air bag, go to next step. If vehicle has only a driverside air bag, connect negative battery cable. 4. Remove passenger-side air bag module from instrument panel. See PASSENGER-SIDE AIR BAG MODULE . Position air bag module on bench with trim cover facing up. Install air bag simulator to air bag module harness connector(s) to simulate air bag. See AIR BAG SIMULATOR APPLICATION table. See Fig. 1 . A trouble code will set if an incorrect air bag simulator is installed. Connect negative battery cable. Activating System

1. Disconnect negative battery cable. Wait at least one minute. This time is required for back-up power supply in diagnostic monitor to deplete its stored energy. Remove air bag simulators. 2. Install driver-side and passenger-side air bag modules. See DRIVER-SIDE AIR BAG MODULE and PASSENGER-SIDE AIR BAG MODULE . Connect negative battery cable. Perform SYSTEM OPERATION CHECK . Program radio station frequencies. Disabling System (Villager)

1. Disconnect negative battery cable. Wait at least 10 minutes. This time is required for back-up power supply in diagnostic monitor to deplete its stored energy. 2. Remove panel covering lower portion of steering column to access driver-side air bag module connector. Disconnect driver-side air bag connector from air bag module. Install Air Bag Simulator (T94P-50-A) to air bag module harness connector to simulate air bag. 3. Disconnect passenger-side air bag module connector. Connector is located behind glove box. Install Air Bag Simulator (T96P-50-A) to air bag module harness connector to simulate air bag. Connect negative battery cable. Activating System

1. Disconnect negative battery cable. Wait at least 10 minutes. This time is required for back-up power supply in diagnostic monitor to deplete its stored energy. 2. Remove air bag simulators. Connect negative battery cable. Perform SYSTEM OPERATION CHECK .

Home Tuesday, November 08, 2005 3:15:16 PM

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Air Bag Deactivation Procedures

Fig. 1: Identifying Air Bag Simulator (Typical) Courtesy of FORD MOTOR CO. AIR BAG SIMULATOR APPLICATION Application Continental Contour & Mystique Crown Victoria & Grand Marquis Escort (1) & Tracer "E" Series Vans Expedition & Navigator Explorer & Mountaineer "F" Series Pickups Mark VIII Mustang Ranger Sable & Taurus Town Car Villager Windstar (1)

Driver-Side 105-00012 105-R0012 105-R0010 105-00012

Passenger-Side 105-00012 105-R0012 105-R0010 105-00012

105-R0012 105-R0012 105-R0012 105-R0012 105-R0012 105-R0012 105-00012 105-R0012 105-00012 T94P-50-A 105-R0010

105-R0012 105-R0012 105-R0012 105-R0012 105-R0012 105-R0012 105-00012 105-R0012 105-00012 T96P-50-A 105-R0010

Including Escort Coupe.

DRIVER-SIDE AIR BAG MODULE Removal & Installation (Expedition, Explorer, "E" Series Vans, "F" Series Pickups, Mountaineer, Navigator & Ranger)

1. Disable air bag system. See DISABLING & ACTIVATING AIR BAG SYSTEM . Wait at least one minute. This time is required for back-up power supply in diagnostic monitor to deplete its stored energy. 2. Ensure front wheels are pointed straight ahead. Remove back cover plugs (if equipped) and air bag Home Tuesday, November 08, 2005 3:15:16 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Air Bag Deactivation Procedures

module retaining bolts. Lift air bag module from steering wheel. 3. Disconnect horn connector. Disconnect air bag module connector. Remove driver-side air bag module from vehicle. Position air bag module on bench with trim cover facing up. 4. To install, reverse removal procedure. Tighten mounting bolts to specification. See TORQUE SPECIFICATIONS . Connect battery cable(s). Perform SYSTEM OPERATION CHECK . Removal & Installation (Continental, Crown Victoria, Grand Marquis, Mark VIII, Mustang, Sable, Taurus & Town Car)

1. Record preset radio station frequencies. Disconnect negative battery cable. Wait at least one minute. This time is required for back-up power supply in diagnostic monitor to deplete its stored energy. 2. Remove steering wheel spoke covers (if equipped). Remove back cover plugs and air bag module retaining bolts and washers. Lift air bag module from steering wheel. 3. Disconnect air bag module, horn and speed control connectors (if equipped). Remove driver-side air bag module from vehicle. Position air bag module on bench with trim cover facing up. 4. To install, reverse removal procedure. Tighten mounting bolts to specification. See TORQUE SPECIFICATIONS . Connect negative battery cable. Perform SYSTEM OPERATION CHECK . Program radio station frequencies. Removal & Installation (Contour & Mystique)

1. Disconnect negative battery cable. Disconnect positive battery cable. Wait at least one minute. This time is required for back-up power supply in diagnostic monitor to deplete its stored energy. 2. Remove upper and lower steering column shroud from steering column. Rotate steering wheel to access driver-side air bag module retaining bolts. Remove driver-side air bag module. Disconnect driver-side air bag module connector and remove from vehicle. Position air bag module on bench with trim cover facing up. 3. To install, reverse removal procedure. Tighten mounting bolts to specification. See TORQUE SPECIFICATIONS . Connect positive battery cable. Connect negative battery cable. Perform SYSTEM OPERATION CHECK . Removal & Installation (Escort, Escort Coupe & Tracer)

1. Disconnect negative battery cable. Wait at least one minute. This time is required for back-up power supply in air bag Electronic Crash Sensor (ECS) module to deplete its stored energy. 2. Ensure front wheels are pointed straight ahead. Remove air bag module retaining bolts. Lift air bag module from steering wheel. Disconnect air bag module connector. Remove driver-side air bag module from vehicle. Position air bag module on bench with trim cover facing up. 3. To install, reverse removal procedure. Tighten mounting bolts to specification. See TORQUE SPECIFICATIONS . Connect negative battery cable. Perform SYSTEM OPERATION CHECK . Removal & Installation (Windstar)

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Air Bag Deactivation Procedures

2. Remove back cover plugs and air bag module retaining bolts. Lift air bag module from steering wheel. Disconnect air bag module and horn connectors. Remove driver-side air bag module from vehicle. Position air bag module on bench with trim cover facing up. 3. To install, reverse removal procedure. Tighten mounting bolts to specification. See TORQUE SPECIFICATIONS . Connect negative battery cable. Perform SYSTEM OPERATION CHECK . Program radio station frequencies. PASSENGER-SIDE AIR BAG MODULE Removal & Installation (Continental, Crown Victoria, Grand Marquis & Town Car)

1. Record preset radio station frequencies. Disconnect negative battery cable. Wait at least one minute. This time is required for back-up power supply in diagnostic monitor to deplete its stored energy. 2. On Crown Victoria and Grand Marquis, unsnap and remove upper instrument panel molding. On Town Car, open glove box door, release assist cable, press sides inward and lower glove box door to floor. On Continental, Crown Victoria and Grand Marquis, open glove box door, press sides inward and lower it to floor. On Continental and Town Car, disconnect passenger-side air bag module connector. On all models, remove passenger-side air bag module retaining bolts. 3. On Crown Victoria and Grand Marquis, disconnect passenger-side air bag module connector. On all models, push passenger-side air bag module from inside instrument panel. Remove passenger-side air bag module without handling edges of trim cover. 4. To install, reverse removal procedure. Ensure wiring harness is not pinched between air bag module and instrument panel. On Town Car, ensure trim cover retaining clips on back of air bag module are fully seated in slots. On all models, tighten mounting bolts to specification. See TORQUE SPECIFICATIONS . Removal & Installation (Contour & Mystique)

1. Disconnect negative battery cable. Disconnect positive battery cable. Wait at least one minute. This time is required for back-up power supply in diagnostic monitor to deplete its stored energy. 2. Push sides of glove box inward, and lower glove box to floor. Remove 4 screws, disconnect glove box light, and remove glove box upper cover. Remove A/C duct. 3. Through glove box opening, remove 2 passenger-side air bag module retaining nuts and 2 retaining bolts. Disconnect passenger-side air bag module connector. Remove passenger-side air bag module from vehicle. Position air bag module on bench with trim cover facing up. 4. To install, reverse removal procedure. Tighten mounting bolts and nuts to specification. See TORQUE SPECIFICATIONS . Perform SYSTEM OPERATION CHECK . Removal & Installation ("E" Series Vans)

1. Disable air bag system. See DISABLING & ACTIVATING AIR BAG SYSTEM . Wait at least one minute. This time is required for back-up power supply in diagnostic monitor to deplete its stored energy. 2. Remove right lower instrument panel finish panel and panel reinforcement. Remove 3 passenger-side air bag module retaining nuts. Carefully slide a flat-blade screwdriver (3/8 x 4") under right bottom edge of passenger-side air bag door. Home Tuesday, November 08, 2005 3:15:16 PM

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Air Bag Deactivation Procedures

3. Lift upward and separate door from retaining clip. Using hands, lift door upwards and separate door from remaining clips. Disconnect passenger-side air bag connector and remove passenger air bag module. Remove 6 offset air bag door retaining clips from instrument panel. 4. To install, reverse removal procedure. Tighten air bag mounting bolts to specification. See TORQUE SPECIFICATIONS . Install 6 NEW offset retaining clips onto air bag module door. Activate air bag system. See DISABLING & ACTIVATING AIR BAG SYSTEM . Perform SYSTEM OPERATION CHECK . Removal & Installation (Expedition, "F" Series Pickups & Navigator)

1. Disconnect negative battery cable. Disconnect positive battery cable (battery to starter relay cable on "F" series pickups). Wait at least one minute. This time is required for back-up power supply in diagnostic monitor to deplete its stored energy. 2. Remove instrument panel relay cover from top, right side of instrument panel. Remove 3 passenger-side air bag module retaining bolts. Disconnect passenger-side air bag module connector, located in relay cover opening. 3. Gently pull passenger-side air bag module from instrument panel. To install, reverse removal procedure. Tighten mounting bolts to specification. See TORQUE SPECIFICATIONS . Perform SYSTEM OPERATION CHECK . Removal & Installation (Explorer & Mountaineer)

1. Disconnect negative battery cable. Disconnect battery to starter relay cable. Wait at least one minute. This time is required for back-up power supply in diagnostic monitor to deplete its stored energy. 2. Open glove box. Push sides of glove box toward each other, and lower glove box to floor. Remove passenger-side air bag module retaining bolts. Push passenger-side air bag module from behind instrument panel. 3. Using both hands, gently pull passenger-side air bag module from instrument panel. Disconnect passenger-side air bag module connector, located on left side of air bag. 4. To install, reverse removal procedure. Tighten mounting bolts to specification. See TORQUE SPECIFICATIONS . Perform SYSTEM OPERATION CHECK . Removal & Installation (Escort, Escort Coupe & Tracer)

1. Disconnect negative battery cable. Wait at least one minute. This time is required for back-up power supply in air bag Electronic Crash Sensor (ECS) module to deplete its stored energy. 2. Push in tabs on glove box door, and lower door. Remove 2 glove box hinge-to-instrument panel bolts. Remove glove box. Remove 4 passenger-side air bag module bolts. Pull passenger-side air bag module from instrument panel. Disconnect passenger-side air bag module connector. Remove passenger-side air bag module from vehicle. Position air bag module on bench with trim cover facing up. 3. To install, reverse removal procedure. Tighten mounting bolts to specification. See TORQUE SPECIFICATIONS . Removal & Installation (Mark VIII) Home Tuesday, November 08, 2005 3:15:16 PM

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Air Bag Deactivation Procedures

1. Move steering column to full out and down position. Disconnect negative battery cable. Wait at least one minute. This time is required for back-up power supply in diagnostic monitor to deplete its stored energy. 2. Remove lower instrument panel steering column cover. Disconnect steering column connectors. Remove 4 nuts and lower steering column onto instrument panel reinforcing bar. Remove upper instrument panel steering column cover. Pull headlight switch knob rearward and remove switch knob and shaft. Remove left instrument panel finish panel. Pull left end of finish panel rearward to unsnap retainers. 3. Remove instrument panel dimmer switch and disconnect connector. Remove 4 upper instrument panel cluster finish panel screws located behind left instrument panel finish panel and above steering column. Pull left end of finish panel far enough away from instrument panel to disconnect wiring connectors. Remove instrument panel cluster finish panel. 4. Remove right instrument panel finish panel. Open glove box, release glove box door stops and cable, and lower glove door to full open position. Remove A/C evaporator register duct. Remove 2 lower and 3 upper retaining bolts from passenger-side air bag module. 5. Disconnect air bag module connector. Remove passenger-side air bag module from vehicle. Position passenger-side air bag module on bench with trim cover facing up. 6. To install, reverse removal procedure. Tighten air bag module retaining screws to specification. See TORQUE SPECIFICATIONS . Tighten steering column mounting nuts to 26-33 ft. lbs. (35-45 N.m). Install outside steering column cover screw before installing inside screw. Connect negative battery cable. Perform SYSTEM OPERATION CHECK . Removal & Installation (Mustang & Ranger)

1. Record preset radio station frequencies. Disconnect negative battery cable. Wait at least one minute. This time is required for back-up power supply in diagnostic monitor to deplete its stored energy. 2. Push sides of glove box toward each other, and lower glove box to floor. Remove right side A/C duct (Mustang only). Remove passenger-side air bag module retaining bolts. Disconnect passenger-side air bag module connector, located on left side of air bag. Remove air bag connector from steel reinforcement. 3. Gently pull each corner of air bag cover to disengage cover-to-instrument panel attachments. Push passenger-side air bag module from behind instrument panel. Using both hands, pull passenger-side air bag module from instrument panel. DO NOT handle air bag module by edges of deployment doors. 4. To install, reverse removal procedure. Tighten mounting bolts to specification. See TORQUE SPECIFICATIONS . Perform SYSTEM OPERATION CHECK . Program radio station frequencies. Removal & Installation (Sable & Taurus)

1. Record preset radio station frequencies. Disconnect negative battery cable. Wait at least one minute. This time is required for back-up power supply in diagnostic monitor to deplete its stored energy. 2. Air bag module trim cover is retained by snap-in tabs. Remove air bag module trim cover from instrument panel. Open glove box, press sides inward, and lower glove box to floor. 3. Through glove box opening, remove 2 air bag module retaining screws. Disconnect 2 air bag module connectors. Remove passenger-side air bag module from vehicle. Position air bag module on bench with trim cover facing up. 4. To install, reverse removal procedure. Tighten retaining screws to specification. See TORQUE SPECIFICATIONS . Connect negative battery cable. Perform SYSTEM OPERATION CHECK . Home Tuesday, November 08, 2005 3:15:17 PM

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Air Bag Deactivation Procedures

Program radio station frequencies. Removal & Installation (Windstar)

1. Record preset radio station frequencies. Disconnect negative battery cable. Wait at least one minute. This time is required for back-up power supply in diagnostic monitor to deplete its stored energy. 2. Remove instrument cluster trim panel and left instrument panel finish panel. Remove instrument panel finish panel retaining clips. Open glove box, press sides inward, and lower glove box to floor. 3. Remove 4 passenger-side air bag module front retaining bolts. Disconnect passenger-side air bag module connector located on left side of module. Remove passenger-side air bag module from vehicle. Position air bag module on bench with trim cover facing up. 4. To install, reverse removal procedure. Tighten mounting bolts to specification. See TORQUE SPECIFICATIONS . Connect positive battery cable. Connect negative battery cable. Perform SYSTEM OPERATION CHECK . Program radio station frequencies. TORQUE SPECIFICATIONS AIR BAG MODULE TORQUE SPECIFICATIONS (FORD) Driver-Side INCH Lbs. Passenger-Side INCH Lbs. Application (N.m) (N.m) Continental 90-122 (10.2-13.8) 62-97 (7.0-11.0) Contour & Mystique 35-45 (4.0-5.0) 132-156 (14.9-17.6) (1) Crown Victoria & Grand 24-33 (2.7-3.7) Marquis Escort & Tracer 70-104 (7.9-11.7) 70-104 (7.9-11.7) (2) "E" Series Vans 90-107 (10.2-12.0) Expedition & Navigator Explorer & Mountaineer "F" Series Mustang Mark VIII

79-106 (8.9-12.0) 67-92 (7.6-10.4) 79-106 (8.9-12.0) 90-122 (10.2-13.8) 90-122 (10.2-13.8)

67-92 (7.6-10.4) 67-92 (7.6-10.4) 67-92 (7.6-10.4) 62-97 (7.0-11.0)

Ranger Sable & Taurus Town Car Windstar

67-92 (7.6-10.4) 90-122 (10.2-13.8) 90-122 (10.2-13.8) 98-115 (11.0-13.0)

67-92 (7.6-10.4) 68-92 (7.7-10.4) 67-92 (7.6-10.4) 71-88 (8.0-10.0)

(3)

(1)

On Crown Victoria and Grand Marquis, tighten passenger-side air bag module lower bolts to 67-92 INCH lbs. (7.6-10.4 N.m) and upper bolts to 19-25 INCH lbs. (2.1-2.8 N.m). (2) On "E" Series Vans, tighten passenger-side air bag module nuts to 14-19 ft. lbs. (1926 N.m). (3) On Mark VIII, tighten passenger-side air bag module 2 lower bolts to 62-97 INCH lbs. (7.0-11.0 N.m) and 3 upper bolts to 9-18 INCH lbs. (1.0-2.0 N.m). Home Tuesday, November 08, 2005 3:15:17 PM

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Air Bag Deactivation Procedures

GENERAL MOTORS The following models are equipped with a driver-side only air bag system: 3500 Series "G" Vans with Camper, Cutaway, or RV package. All other models are equipped with driver-side and passenger-side air bag systems. Catera, DeVille, Prizm, Silhouette, Trans Sport and Venture may be equipped with driver and front passenger side-impact air bags and seat belt pretensioners. On "C" and "K" series pickups equipped with an air bag system, AIR BAG will be molded into the middle of the driver-side air bag cover and into the passenger-side air bag vinyl trim cover. There will also be an air bag warning light on the instrument panel which comes on during bulb check. WARNING: On "C" and "K" series pickups equipped with a passenger-side air bag, there is a passenger-side air bag ON/OFF switch. This switch is to be used when child restraint devices are positioned in right front seat. This switch is ONLY used to disarm passenger-side air bag module, it CANNOT disarm entire air bag system and should NOT be used in place of disabling and activating air bag system procedure. SYSTEM OPERATION CHECK Catera

Turn ignition switch from OFF position to RUN position. If air bag system is operating normally, AIR BAG warning light will come on for 3-4 seconds and then go out. If AIR BAG warning light does not operate as specified a system malfunction is indicated. All Other Models

1. On "C" and "K" series pickups equipped with a passenger-side air bag ON/OFF switch, ensure ON/OFF switch is in ON position. 2. On all models, turn ignition switch to RUN position. Ensure AIR BAG warning light flashes 7 times and stays off. If AIR BAG warning light operation is as specified, system is functioning normally. On all models, the following AIR BAG warning light conditions indicate possible system failure: z z z z z

Light does not come on at all. Light comes on while vehicle is driven. Light flashes 7 times and remains on. Light flashes 4 times during bulb check. Light does not flash, but remains on when ignition is turned on.

Air bag system faults are often caused by a disconnected or loose electrical connector due to previous service on vehicle. Always check Yellow 2-pin connector(s) at base of steering column. Home Tuesday, November 08, 2005 3:15:17 PM

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Air Bag Deactivation Procedures

SERVICE PRECAUTIONS Observe the following service precautions when working with air bag systems: z

z z

Disable air bag system before servicing any air bag system or steering column component. Failure to do this may result in accidental air bag deployment and possible personal injury. If vehicle is equipped with passenger-side air bag, both modules (driver and passenger) MUST be disabled. See DISABLING & ACTIVATING AIR BAG SYSTEM . After repairs, stay well away from air bag module(s) and turn ignition switch to RUN position. Ensure AIR BAG warning light is working properly and no system faults are indicated. See SYSTEM OPERATION CHECK . Always wear safety glasses when servicing or handling an air bag. Air bag module must be stored in its original special container until it is ready to be used for service. It must be stored in a clean, dry place, away from sources of extreme heat, sparks or high electrical energy. When placing a live air bag module on a bench or other surface, always face air bag 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 deposits of sodium hydroxide, which can irritate skin. Always wear safety glasses, rubber gloves and a long-sleeved shirt during clean-up. Wash hands using mild soap and water. Follow correct disposal procedures. When carrying a live air bag module, point trim cover away from your body to minimize injury in case of accidental deployment. DO NOT carry seat belt pretensioner by wiring harness or connector. Seat belt pretensioner can be carried by piston tube. When handling a live seat belt pretensioner, DO NOT touch seat belt pretensioner in cable area between buckle and mounting bolt hole. DO NOT cover pretensioner piston tube opening with hands or point open end at yourself or others. Coil assembly must be replaced whenever air bag is deployed. Replace SDM, driver-side air bag module or passenger-side air bag module if it has been dropped from a height greater than 3 feet. Electrical sources should never be allowed near inflator on back of air bag module. If water enters the vehicle's interior and soaks the carpet, the SDM or SDM harness connector may need to be replaced. Inspect the affected area and remove all the water. Repair the water damage, replace the SDM harness connector, and replace the SDM. Failure to do this may result in accidental air bag deployment and possible personal injury. If air bag system is not fully functional for any reason, vehicle should not be driven until system is repaired. DO NOT remove bulbs, modules, sensors or other components, or in any way disable system from operating normally. If air bag system is not functional, park vehicle until repairs can be made.

DISABLING & ACTIVATING AIR BAG SYSTEM WARNING: System reserve capacitor inside DERM or Sensing and Diagnostic Module (SDM) retains sufficient voltage to deploy air bag(s) for at least 10 MINUTES after air bag system fuse is removed. Servicing air bag system before 10 minutes has elapsed may cause accidental air bag deployment and possible personal injury. Home Tuesday, November 08, 2005 3:15:17 PM

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Air Bag Deactivation Procedures

Disabling & Activating System (Corvette)

1. Turn steering wheel to place wheels in straight-ahead position. Turn ignition switch to LOCK position, and remove key. Remove SDM fuse from instrument panel fuse block located on passenger-side floor board, behind carpet. Wait at least 10 MINUTES. 2. Remove sound insulator from under steering column. Remove Connector Position Assurance (CPA) clip, and disconnect driver-side air bag Yellow 2-pin connector located at base of steering column. Remove CPA clip, and disconnect passenger-side air bag Yellow 2-pin connector located near base of steering column. 3. To activate air bag system, connect Yellow 2-pin connectors. Install CPA clips. Install sound insulators. Install SDM fuse. 4. Staying well away from air bag module(s), turn ignition switch to RUN position. Ensure AIR BAG warning light flashes 7 times and stays off. See SYSTEM OPERATION CHECK . Disabling & Activating System (Catera)

1. Turn steering wheel to place front wheels in straight-ahead position. Turn ignition switch to LOCK position, and remove key. Wait one MINUTE. Disconnect negative battery cable and isolate. 2. To activate air bag system, ensure front wheels are in a straight-ahead position. Turn ignition switch to LOCK position and remove ignition key. Connect negative battery cable. Staying well away from air bag modules, turn ignition switch to ON position. Ensure AIR BAG warning light comes on for 3-4 seconds and then goes out. SYSTEM OPERATION CHECK . NOTE:

DeVille and Seville STS are equipped with side-impact air bags. Remove SIR fuse from trunk compartment fuse block. Remove front door trim panels and disconnect side impact air bag module Yellow 2-pin connectors to deactivate side-impact air bags.

Disabling & Activating System (Concours, DeVille, Eldorado & Seville)

1. Turn steering wheel to place front wheels in straight-ahead position. Turn ignition switch to LOCK position, and remove key. Remove SIR fuse from trunk compartment fuse block (behind carpet in left front corner of trunk). Wait at least 10 MINUTES. 2. Remove sound insulator from under steering column. Remove Connector Position Assurance (CPA) clip, and disconnect Yellow 2-pin connector located at base of steering column. Remove CPA clip, and disconnect Yellow 2-pin connector from passenger inflator module pigtail through trap door inside glove box. 3. To activate air bag system, connect Yellow 2-pin connectors. Install CPA clips. Install sound insulator. Install SIR fuse. Staying well away from air bag modules, turn ignition switch to RUN position. Ensure AIR BAG warning light flashes 7 times and stays off. See SYSTEM OPERATION CHECK . Disabling & Activating System (Cutlass & Malibu)

1. Turn steering wheel to place wheels in straight-ahead position. Turn ignition switch to LOCK position, and remove ignition key. Remove AIR BAG fuse from left instrument panel wiring harness junction block located at end of instrument panel. Wait at least 10 MINUTES. Home Tuesday, November 08, 2005 3:15:17 PM

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Air Bag Deactivation Procedures

2. Remove Connector Position Assurance (CPA) clip from driver-side air bag module Yellow 2-pin connector located above left side instrument panel wiring harness junction block. Disconnect driver-side air bag module Yellow 2-pin connector. 3. Remove CPA clip from passenger-side Yellow 2-pin connector located above right side instrument panel wiring harness junction block. Disconnect passenger-side Yellow 2-pin connector. 4. To activate air bag system, ensure ignition switch is in LOCK position and ignition key is removed. Connect air bag module Yellow 2-pin connectors and install CPA clips. Install AIR BAG fuse in left side instrument panel wiring harness junction block. 5. Staying well away from air bag modules, turn ignition switch to RUN position. Ensure AIR BAG warning light flashes 7 times and stays off. See SYSTEM OPERATION CHECK . NOTE:

When fuse is removed and ignition switch is in ON position, AIR BAG warning light will be on. This is a normal operation and does not indicate an SIR system malfunction.

Disabling & Activating System (Grand Prix)

1. Turn steering wheel to place wheels in straight-ahead position. Turn ignition switch to LOCK position, and remove ignition key. Remove SIR fuse from fuse block located behind glove box door. Wait at least 10 MINUTES. 2. Remove left side instrument panel insulator. Remove Connector Position Assurance (CPA) clip from driver-side air bag module Yellow 2-pin connector located at base of steering column. Disconnect driverside air bag module Yellow 2-pin connector. 3. Remove CPA clip from passenger-side Yellow 2-pin connector located at right side of steering column. Disconnect passenger-side Yellow 2-pin connector. 4. To activate air bag system, ensure ignition switch is in LOCK position and ignition key is removed. Connect air bag module Yellow 2-pin connectors and install CPA clips. Install SIR fuse in fuse block. 5. Staying well away from air bag modules, turn ignition switch to RUN position. Ensure AIR BAG warning light flashes 7 times and stays off. See SYSTEM OPERATION CHECK . NOTE:

When fuse is removed and ignition switch is in ON position, AIR BAG warning light will be on. This is a normal operation and does not indicate an SIR system malfunction.

Disabling & Activating System (Lumina & Monte Carlo)

1. Turn steering wheel to place wheels in straight-ahead position. Turn ignition switch to LOCK position, and remove ignition key. Remove fuse No. 21 from instrument panel fuse block, located on end of instrument panel. Wait at least 10 MINUTES. 2. Remove sound insulator from under steering column. Remove Connector Position Assurance (CPA) clip, and disconnect driver-side air bag module Yellow 2-pin connector located at base of steering column. 3. Remove right side sound insulator from under instrument panel. Remove CPA clip from passenger-side Yellow 2-pin connector and disconnect passenger-side Yellow 2-pin connector located behind glove box. 4. To activate air bag system, ensure ignition switch is in LOCK position and ignition key is removed. Home Tuesday, November 08, 2005 3:15:17 PM

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Air Bag Deactivation Procedures

Connect air bag module Yellow 2-pin connectors and install CPA clips. Install left and right sound insulators. Install fuse No. 21 into instrument panel fuse block. 5. Staying well away from air bag modules, turn ignition switch to RUN position. Ensure AIR BAG warning light flashes 7 times and stays off. See SYSTEM OPERATION CHECK . Disabling & Activating System (Metro & Tracker)

1. Turn steering wheel to place wheels in straight-ahead position. Turn ignition switch to LOCK position, and remove key. 2. On Metro, remove AIR BAG fuse from junction block located under instrument panel, near base of steering column. On Tracker, remove AIR BAG fuse from air bag fuse block located near base of steering column. On all models, wait at least 10 MINUTES. Remove steering wheel side cover. Remove Connector Position Assurance (CPA) clip, release driver-side air bag module Yellow 2-pin connector lock and disconnect connector. 3. Open glove box, push right and left stoppers inward and lower glove box door. Remove Connector Position Assurance (CPA) clip, release passenger-side air bag module Yellow 2-pin connector lock and disconnect connector. 4. To activate air bag system, turn ignition switch to LOCK position and remove key. Connect and lock air bag module Yellow 2-pin connectors, and install CPA clips. To complete installation, reverse removal procedure. Install AIR BAG fuse. Staying well away from air bag modules, turn ignition switch to ON position. Ensure AIR BAG warning light flashes 7 times and stays off. If AIR BAG warning light does not operate as described, see SYSTEM OPERATION CHECK . NOTE:

When fuse is removed and ignition switch is in ON position, AIR BAG warning light will be on. This is a normal operation and does not indicate an SIR system malfunction.

NOTE:

Prizm is equipped with driver-side and front passenger-side air bags and driver and front passenger side-impact air bags.

Disabling & Activating System (Prizm)

1. Turn steering wheel to place wheels in straight-ahead position. Turn ignition switch to LOCK position, and remove ignition key. Remove AIR BAG fuse from junction block located near base of steering column. Wait at least 10 MINUTES. 2. Locate driver-side air bag module coil behind steering wheel, release 2-pin connector lock and disconnect Yellow 2-pin connector. Remove right side kick panel. Remove 2 lower bolts and 3 upper screws from glove box. Remove glove box. Release passenger-side air bag module 2-pin connector lock and disconnect Yellow 2-pin connector. 3. Locate driver and front passenger side air bag module Yellow 2-pin connectors under front seats. Release side air bag 2-pin connector locks and disconnect Yellow 2-pin connectors. 4. To activate air bag system, ensure ignition switch is in LOCK position and ignition key is removed. Connect and lock driver and front passenger side air bag Yellow 2-pin connectors located under front seats. 5. Connect and lock passenger-side air bag module Yellow 2-pin connector. Install glove box and tighten Home Tuesday, November 08, 2005 3:15:17 PM

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Air Bag Deactivation Procedures

bolts and screws to 11 ft. lbs. (15 N.m). Connect Yellow 2-pin connector behind steering wheel and lock Yellow 2-pin connector. 6. Install AIR BAG fuse to junction block. Staying well away from air bag modules, turn ignition switch to ON position. Ensure AIR BAG warning light flashes 7 times and stays off. If AIR BAG warning light does not operate as described, see SYSTEM OPERATION CHECK . NOTE:

When AIR BAG fuse is removed and ignition switch is in ON position, AIR BAG warning light will be on. This is a normal operation and does not indicate an SIR system malfunction.

Disabling & Activating System (Saturn)

1. Turn steering wheel to place wheels in straight-ahead position. Turn ignition switch to LOCK position, and remove key. 2. Remove AIR BAG fuse from instrument panel junction block. Wait 10 MINUTES. Locate driver-side air bag module Yellow 2-pin connector near base of steering column. Remove Connector Position Assurance (CPA) clip, and disconnect Yellow 2-pin connector at base of steering column. 3. Passenger-side air bag module connector is located under upper instrument panel trim panel. To access connector, locate upper trim panel screw caps at center of instrument panel. Remove screw caps and upper trim panel screws. 4. Remove upper trim panel by lifting up on rear edge to release clips. Pull panel rearward out of clips at bottom of windshield. Remove upper trim panel insulator. When removing upper trim panel, DO NOT damage VIN plate and upper trim panel seal. Locate passenger-side air bag module Yellow 2-pin connector in center of instrument panel. Remove CPA clip, and disconnect Yellow 2-pin connector. 5. To activate air bag system, turn ignition switch to LOCK position and remove key. Connect Yellow 2-pin connectors, and install CPA clips. To complete installation, reverse removal procedure. Install AIR BAG fuse. Turn ignition switch to RUN position. Ensure AIR BAG warning light flashes 7 times and stays off. If AIR BAG warning light does not operate as described, see SYSTEM OPERATION CHECK . Disabling & Activating System (Silhouette, Trans Sport & Venture)

NOTE:

Silhouette, Trans Sport and Venture are equipped with driver-side, front passenger-side air bags, driver and front passenger side-impact air bags, and seat belt pretensioners.

1. Turn steering wheel to place wheels in straight-ahead position. Turn ignition switch to LOCK position, and remove ignition key. Remove Supplemental Inflatable Restraint (SIR) fuse from instrument panel fuse block. Wait at least 10 MINUTES. 2. Remove left side sound insulator from under steering column. Remove Connector Position Assurance (CPA) clip, and disconnect Yellow 2-pin connector located at base of steering column. 3. Remove right side sound insulator from right side of instrument panel. Remove Connector Position Assurance (CPA) clip, and disconnect 2-pin connector from passenger inflator module pigtail. 4. Locate driver-side air bag Yellow 2-pin connector and driver seat belt pretensioner Yellow 2-pin connector under driver's seat. Remove CPA from each connector and disconnect Yellow connectors. Home Tuesday, November 08, 2005 3:15:17 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Air Bag Deactivation Procedures

5. Locate passenger-side air bag Yellow 2-pin connector and front passenger seat belt pretensioner Yellow 2-pin connector under front passenger's seat. Remove CPA clip from each connector and disconnect Yellow connectors. 6. To activate air bag system, ensure ignition switch is in LOCK position and ignition key is removed. Connect air bag and seat belt pretensioner Yellow 2-pin connectors located under instrument panel and front seats. Install CPA clips. Install knee bolsters, sound insulators. Install SIR fuse. 7. Staying well away from both air bag modules, turn ignition switch to RUN position. Ensure AIR BAG warning light flashes 7 times and stays off. If AIR BAG warning light does not operate as described, see SYSTEM OPERATION CHECK . Disabling & Activating System (All Other Models)

1. Turn steering wheel to place wheels in straight-ahead position. Turn ignition switch to LOCK position, and remove ignition key. Remove AIR BAG fuse, AIRBAG 1C fuse, or Supplemental Inflatable Restraint (SIR) fuse from instrument panel fuse block (underhood junction block on Park Avenue). Wait at least 10 MINUTES. 2. Remove knee bolster, sound insulator, or trim panel (as necessary) from under steering column. Remove Connector Position Assurance (CPA) clip, and disconnect Yellow 2-pin connector located at base of steering column. See Fig. 2 or Fig. 3 . NOTE:

On "C" & "K" Series Pickups, Cavalier, Century, Grand Prix, Intrigue, Regal, Sierra, Suburban and Sunfire, passenger-side air bag Yellow 2-pin connector is located near base of steering column.

3. On models with passenger-side air bag, remove knee bolster, trim panel, sound insulator, glove box or glove box door (as necessary) from right side of instrument panel. Remove CPA clip, and disconnect passenger-side Yellow 2-pin connector from passenger inflator module pigtail. 4. To activate air bag system, ensure ignition switch is in LOCK position and ignition key is removed. Connect air bag module Yellow 2-pin connectors. Install CPA clips. Install AIR BAG fuse, AIRBAG 1C fuse, or SIR fuse. Install knee bolsters, sound insulators, trim panels, glove box or glove box door (if removed). 5. Staying well away from air bag modules, turn ignition switch to RUN position. Ensure AIR BAG warning light flashes 7 times and stays off. If AIR BAG warning light does not operate as described, see SYSTEM OPERATION CHECK . NOTE:

When fuse is removed and ignition switch is in ON position, AIR BAG warning light will be on. This is a normal operation and does not indicate an SIR system malfunction.

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Air Bag Deactivation Procedures

Fig. 2: Identifying Passenger-Side Air Bag Connector (Astro & Safari) Courtesy of GENERAL MOTORS CORP.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Air Bag Deactivation Procedures

Fig. 3: Identifying Passenger-Side Air Bag Connector ("F" Body) Courtesy of GENERAL MOTORS CORP.

JEEP All models are equipped with a with dual air bag system. Unless specific models are mentioned, the following procedures apply to all models with air bag system. SYSTEM OPERATION CHECK 1. Ensure negative battery cable is disconnected and isolated. Connect Diagnostic Read-Out Box III (DRBIII) scan tool to 16-pin Data Link Connector (DLC) located left of steering column at lower edge of instrument panel. Turn ignition switch to ON position and exit vehicle. Ensure latest version of correct DRB cartridge is being used. 2. After ensuring there is no one inside vehicle, connect negative battery cable. Using DRB, read and record active and any stored Diagnostic Trouble Codes (DTCs). If any DTCs are present, diagnose as necessary. Clear DTCs and recheck for DTCs. If a problem still exists DTC data will not clear. Home Tuesday, November 08, 2005 3:15:17 PM

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Air Bag Deactivation Procedures

3. Ignition switch should still be in ON position. Ensure no one is inside vehicle. From a position outside vehicle and away from air bag modules (in case of air bag deployment), turn ignition switch to OFF position for about 10 seconds, and then back to ON position. Observe AIR BAG warning light. It should come on for 6-8 seconds and then go out, indicating system is functioning properly. 4. If AIR BAG warning light fails to come on, comes on and stays on, or comes on while driving, a system malfunction exists. Perform air bag system self-diagnostics, and repair air bag system. SERVICE PRECAUTIONS Observe the following precautions when working with or near air bag systems: z

z z

Disconnect and isolate negative battery cable before servicing vehicle. Allow system capacitor to discharge for 2 minutes before removing air bag components. Disable air bag system before servicing any air bag system or steering column component. Failure to do this may result in accidental air bag deployment and possible personal injury. See DISABLING & ACTIVATING AIR BAG SYSTEM . Always wear safety glasses when servicing or handling an air bag. Air bag module must be stored in its original special container until used for service. It must be stored in a clean, dry place, away from sources of extreme heat, sparks and high electrical energy. When placing a live air bag on a bench or other surface, always face air bag and trim cover up, away from surface. This will reduce motion of module if accidentally deployed. When a steering column has an air bag module attached, never place column on the floor or any other surface with the steering wheel or air bag module face down. The air bag module inflator assembly contains sodium azide and potassium nitrate. These materials are poisonous and extremely flammable; contact with acid, water, or heavy metals may produce harmful and irritating gases. Passenger-side air bag contains argon gas pressurized to over 2500 psi (175.8 kg/cm 2 ). DO NOT attempt to dismantle air bag module or tamper with its inflator. DO NOT puncture, incinerate, or bring air bag into contact with electricity. DO NOT store air bag at temperatures exceeding 200°F (93°C). After deployment, air bag surface may contain sodium hydroxide deposits, which irritate skin. Sodium hydroxide is a product of the gas generant combustion. Always wear safety glasses, rubber gloves and a long-sleeved shirt during clean-up. Wash hands using mild soap and water. Follow correct disposal procedures. When carrying a live air bag module, point trim cover away from your body to minimize injury in case of accidental deployment. The horn switch is integral with the air bag module trim cover. Failure to take the proper precautions could result in accidental, incomplete, or improper air bag deployment and possible personal injury. DO NOT disconnect or connect air bag module while battery is connected. Never disassemble air bag module. There are no serviceable parts within the module. On Wrangler, when both air bag door bracket "J" nuts are removed from the instrument panel armature, they must be replaced with 2 NEW "J" nuts. Ensure all fasteners for air bag door are installed. Failure to do this could result in incomplete, or improper air bag deployment and possible personal injury. The air bag control module contains an impact sensor which enables the system to deploy the air bags.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Air Bag Deactivation Procedures

z z

Never strike the air bag control module. If air bag control module is accidentally dropped, the module MUST be replaced. Clockspring and air bag module MUST be replaced if air bag is deployed. On Grand Cherokee and Wrangler, ALWAYS remove and replace air bag control module and its mounting bracket as a unit. DO NOT transfer the module to another bracket. Fasteners, screws and bolts used to fasten air bag components have a special coating and are specifically designed for air bag system. Use only original equipment fasteners. On Grand Cherokee, if the passengerside air bag module mounting screws cannot be tightened to the specified torque, replace screws with the OEM-approved over-sized screws.

To disable system, turn ignition switch to OFF position. Disconnect negative battery cable, and isolate battery cable end. Wait at least 2 MINUTES for system capacitor to discharge before servicing or working near air bag system components. To activate system, reconnect negative battery cable. See SYSTEM OPERATION CHECK .

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1997 Lexus SC 300 GENERAL INFORMATION Air Bag Deactivation Procedures

GENERAL INFORMATION Air Bag Deactivation Procedures

SPECIAL CARE DURING MECHANICAL REPAIRS WARNING: To avoid injury from accidental air bag deployment, read and carefully follow all SERVICE PRECAUTIONS and DISABLING & ACTIVATING AIR BAG SYSTEM procedures. WARNING: Some vehicles are equipped with a passenger-side air bag ON/OFF switch. This switch should NOT be used in place of specified vehicle air bag system disabling and activating procedures. WARNING: DO NOT use any type of back-up power supply (memory saver) from outside vehicle to avoid memory loss in memory systems (if equipped). Back-up power supplies can provide enough voltage to deploy air bags. In some instances, it may be necessary to remove steering column or instrument panel to gain access to transmission control related components. Observe manufacturer service precautions when working on a vehicle equipped with an air bag system. See appropriate manufacturer's SERVICE PRECAUTIONS. Electrical sources should never be allowed near inflator on back of air bag module. Never probe air bag system electrical wires with analog volt-ohmmeter or test light. Always disable air bag system before servicing vehicle. See appropriate DISABLING & ACTIVATING AIR BAG SYSTEM procedure. Failure to do so could result in accidental air bag deployment and possible personal injury. If air bag system is not fully functional for any reason, DO NOT drive vehicle until system is repaired and is again operational. DO NOT remove bulbs, modules, sensors or other components, or in any way disable system from operating normally. If air bag system is not functional, park vehicle until system is repaired and functions properly.

ACURA NOTE:

For Acura SLX information, see ISUZU Trooper.

SYSTEM OPERATION CHECK When ignition is turned on, SRS indicator light should come on for about 6 seconds and then go off. If indicator does not come on, or does not go off after about 6 seconds or comes on while driving, air bag system must be inspected as soon as possible. SERVICE PRECAUTIONS Observe these precautions when working with air bag systems and seat belt pretensioners (if equipped): Helpmelearn Repair Manuals Wednesday, January 18, 2006 7:48:29 7:48:23 PM

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1997 Lexus SC 300 GENERAL INFORMATION Air Bag Deactivation Procedures

Disable SRS before servicing any SRS, instrument panel or steering column component. Failure to do this could result in accidental air bag deployment, causing personal injury and/or vehicle damage. See DISABLING & ACTIVATING AIR BAG SYSTEM . Wait at least 3 MINUTES after disabling air bag system. A back-up power circuit capacitor (in SRS control unit) maintains system voltage for about 3 minutes after battery is disconnected. Servicing air bag system or seat belt pretensioners before 3 minutes may cause accidental air bag deployment and possible personal injury. After an accident, all SRS components, including wiring harnesses and brackets, must be inspected. If any components are damaged or bent, they must be replaced, even if air bag did not deploy. Check steering column, knee bolster, instrument panel steering column reinforcement plate and lower brace for damage. DO NOT repair any component or wiring. If components or wiring are damaged or defective, replacement is required. Carefully inspect all SRS components before installation. DO NOT install any component that shows signs of being dropped or improperly handled, such as dents, cracks or other deformities. DO NOT install SRS components previously installed on another vehicle. When replacing SRS components, use only NEW, manufacturer supplied components. Always wear safety glasses when servicing SRS or handling an air bag or seat belt pretensioner (if equipped). DO NOT attempt to disassemble air bag assembly or seat belt pretensioner (if equipped). Neither component has any serviceable or reusable parts. A replacement air bag assembly must be stored in its original special container until used for service. Special container must be stored in a clean, dry place, away from sources of extreme heat, sparks and high electrical energy. When placing a live air bag assembly on a bench or other surface, always face air bag and trim cover up, away from surface. This will reduce motion of air bag assembly if accidentally deployed. During installation or replacement of SRS control unit, DO NOT bump, drop or strike unit or immediate area. SRS unit could be damaged and/or air bag deployment could occur. After deployment, air bag assembly is very hot. Wait 30 minutes before handling. After deployment, air bag surface may contain deposits of sodium azide and potassium nitrate, which can irritate skin. Always wear safety glasses, rubber gloves and long-sleeved shirt during clean-up, and wash hands using mild soap and water. Follow correct disposal procedures. After air bag deployment, inspect all SRS wiring harnesses for heat or other damage. Replace, DO NOT repair, any damaged harnesses. Ensure all SRS ground connections are clean and tight. Ensure SRS wiring harnesses are installed so that they are not pinched or interfere with other components. DO NOT allow any electrical source near front or side air bag inflators or near seat belt tensioner connector. When carrying a live air bag assembly, trim cover pad should be pointed away from body to minimize injury in case of accidental air bag deployment. If SRS is not fully functional for any reason, vehicle should not be driven until system is repaired. DO NOT remove any component or in any way disable system from operating normally. If SRS is not functional, park vehicle until repairs can be made.

DISABLING & ACTIVATING AIR BAG SYSTEM Helpmelearn Repair Manuals Wednesday, January 18, 2006 7:48:24 PM

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1997 Lexus SC 300 GENERAL INFORMATION Air Bag Deactivation Procedures

NOTE:

On vehicles with radio anti-theft protection system, obtain security code from vehicle owner before disconnecting battery cable.

Disabling Driver-Side Air Bag (1997 Integra)

1. Turn ignition off. Disconnect both battery cables and wait at least 3 MINUTES. Remove access panel from steering wheel. See Fig. 1 . Remove Red short connector from holder on access panel. 2. WARNING: If SRS Red short connectors are not properly installed, static electricity can deploy air bags and seat belt pretensioners (if equipped). Disconnect air bag connector from cable reel connector. Connect Red short connector to air bag connector. Driver-side air bag is now disabled. Disable passenger-side air bag.

Fig. 1: Disabling Driver-Side Air Bag (1997 Integra) Courtesy of AMERICAN HONDA MOTOR CO., INC. Disabling Passenger-Side Air Bag (1997 Integra) Helpmelearn Repair Manuals Wednesday, January 18, 2006 7:48:24 PM

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1997 Lexus SC 300 GENERAL INFORMATION Air Bag Deactivation Procedures

Remove glove box. Disconnect harness connector from passenger-side air bag connector. Connect Red short connector to passenger-side air bag connector. See Fig. 2 . Passenger-side air bag is now disabled.

Fig. 2: Disabling Passenger-Side Air Bag (1997 Integra) Courtesy of AMERICAN HONDA MOTOR CO., INC. Activating System (1997 Integra)

Ensure ignition switch is in OFF position and both battery cables are disconnected. Remove Red short connector(s) installed during DISABLING SYSTEM. Install Red short connector(s) in holder(s). Reconnect connectors as necessary. Install access panel to steering wheel (install glove box as necessary). Reconnect battery cables. Ensure system is functioning properly. See SYSTEM OPERATION CHECK . Disabling System (1997 2.2CL, 3.0CL, 3.5RL, 2.5TL & 3.2TL)

1. Obtain radio anti-theft code and write down preset radio frequencies. Ensure ignition is OFF. Disconnect both battery cables and wait at least 3 MINUTES. 2. From bottom rear of steering wheel, remove access panel. Disconnect 2-pin driver-side air bag connector. See Fig. 3 . Air bag connector is automatically shorted.

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1997 Lexus SC 300 GENERAL INFORMATION Air Bag Deactivation Procedures

Fig. 3: Disabling Driver-Side Air Bag (1997 2.2CL, 3.0CL, 3.5RL, 2.5TL & 3.2TL) Courtesy of AMERICAN HONDA MOTOR CO., INC. 3. Remove glove box. Disconnect 2-pin passenger-side air bag connector. See Fig. 4 and Fig. 5 . On 3.5RL, remove left and right "B" pillar trim panels. Disconnect 2-pin seat belt pretensioner connectors. See Fig. 6.

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1997 Lexus SC 300 GENERAL INFORMATION Air Bag Deactivation Procedures

Fig. 4: Disabling Passenger-Side Air Bag (1997 2.2CL, 3.0CL & 3.5RL) Courtesy of AMERICAN HONDA MOTOR CO., INC.

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1997 Lexus SC 300 GENERAL INFORMATION Air Bag Deactivation Procedures

Fig. 5: Disabling Passenger-Side Air Bag (1997 2.5TL & 3.2TL) Courtesy of AMERICAN HONDA MOTOR CO., INC.

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1997 Lexus SC 300 GENERAL INFORMATION Air Bag Deactivation Procedures

Fig. 6: Locating Seat Belt Pretensioner Connector (1997 3.5RL) Courtesy of AMERICAN HONDA MOTOR CO., INC. Activating System (1997 2.2CL, 3.0CL, 3.5RL, 2.5TL & 3.2TL)

1. Ensure ignition is OFF and both battery cables are disconnected. Connect 2-pin driver-side air bag connector. 2. NOTE: On 3.5RL, the Powertrain Control Module (PCM) memory MUST be reset after disconnecting the battery. See appropriate COMPUTER RELEARN PROCEDURES article in GENERAL INFORMATION. Connect 2-pin passenger-side air bag connector. On 3.5RL, connect 2-pin seat belt pretensioner connectors. On all models, reconnect battery cables. Check SRS indicator light to ensure system is functioning properly. See SYSTEM OPERATION CHECK . Reset radio frequencies. Disabling Air Bag System (1998 Models) Helpmelearn Repair Manuals Wednesday, January 18, 2006 7:48:24 PM

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1997 Lexus SC 300 GENERAL INFORMATION Air Bag Deactivation Procedures

NOTE:

To release SRS system connector lock, pull spring-loaded sleeve toward stop while holding opposite half of connector. Continue pulling connector sleeve and until connector halves are separated. DO NOT pull on connector half. See Fig. 7 .

1. Obtain radio anti-theft code from vehicle owner and write down preset radio frequencies. Ensure ignition is OFF. Disconnect negative battery cable and then positive battery cable. Wait at least 3 MINUTES. 2. Remove access panel from under steering wheel. Disconnect 2-pin connector between driver-side air bag and cable reel. See Fig. 7 and Fig. 8 . When disconnected, air bag connector power and ground terminals are automatically shorted together. 3. Remove glove box. Disconnect 2-pin connector between passenger-side air bag and SRS main harness. See Fig. 7 and Fig. 9 or Fig. 10 . When disconnected, air bag connector power and ground terminals are automatically shorted together. 4. On 3.5RL, slide front seats fully forward and remove front and rear side trim. Remove front and rear door trim and left and right "B" pillar trim panels. Disconnect 2-pin connector between both front seat belt pretensioners and SRS main harness. See Fig. 7 and Fig. 11 . When disconnected, seat belt pretensioner connector power and ground terminals are automatically shorted together. NOTE:

To reconnect SRS connector, push sleeve-side connector half toward pawl-side connector half without touching sleeve. As connector halves are pressed together pawl will push sleeve back. When connector halves are completely connected, pawl will release spring-loaded sleeve and lock connector.

Activating Air Bag System (1998 Models)

1. Ensure ignition is OFF and both battery cables are disconnected. Connect 2-pin driver-side air bag connector to cable reel connector. Install access panel under steering wheel. 2. Connect 2-pin passenger-side air bag connector to SRS harness connector. Install glove box. On 3.5RL, connect both front seat belt pretensioner 2-pin connector to SRS main harness. Install trim panels. 3. On all models, ensure ignition is off. Connect positive battery cable and then negative battery cable. Ensure air bag system is functioning properly. See SYSTEM OPERATION CHECK . Reset radio antitheft code and preset radio frequencies. NOTE:

On 3.5RL, Powertrain Control Module (PCM) memory must be reset after disconnecting battery. Start and run engine at 3000 RPM with no loads and transmission in Park or Neutral. When radiator fan comes on allow engine to idle for 5 minutes with A/C, headlights and rear defogger off.

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1997 Lexus SC 300 GENERAL INFORMATION Air Bag Deactivation Procedures

Fig. 7: Disconnecting Air Bag Spring-Loaded Locking Connector (1998 Acura) Courtesy of AMERICAN HONDA MOTOR CO., INC.

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1997 Lexus SC 300 GENERAL INFORMATION Air Bag Deactivation Procedures

Fig. 8: Disabling Driver-Side Air Bag (1998 Acura & Honda) Courtesy of AMERICAN HONDA MOTOR CO., INC.

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1997 Lexus SC 300 GENERAL INFORMATION Air Bag Deactivation Procedures

Fig. 9: Disabling Passenger-Side Air Bag (1998 2.3CL & 3.0CL) Courtesy of AMERICAN HONDA MOTOR CO., INC.

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1997 Lexus SC 300 GENERAL INFORMATION Air Bag Deactivation Procedures

Fig. 10: Disabling Passenger-Side Air Bag (1998 2.5TL & 3.2TL) Courtesy of AMERICAN HONDA MOTOR CO., INC.

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1997 Lexus SC 300 GENERAL INFORMATION Air Bag Deactivation Procedures

Fig. 11: Disabling Passenger-Side Air Bag (1998 3.5RL) Courtesy of AMERICAN HONDA MOTOR CO., INC.

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1997 Lexus SC 300 GENERAL INFORMATION Air Bag Deactivation Procedures

Fig. 12: Locating Seat Belt Pretensioner Connector (1998 3.5RL) Courtesy of AMERICAN HONDA MOTOR CO., INC.

AUDI SYSTEM OPERATION CHECK Turn ignition switch to ON position. AIR BAG indicator light should come on for about 4 seconds on A4 and about 10 seconds on A6, and then go out. If light flashes and then remains on, control unit has detected a system fault. If light does not glow, check bulb. If bulb is okay, diagnose air bag system. SERVICE PRECAUTIONS Observe these precautions when working with air bag systems: z

Disable air bag system before servicing any air bag system component or component located in

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1997 Lexus SC 300 GENERAL INFORMATION Air Bag Deactivation Procedures

z z

z z z

instrument panel or steering column. See DISABLING & ACTIVATING AIR BAG SYSTEM . Because of critical operating requirements of air bag system, DO NOT attempt to service any air bag system component. If a component is faulty it must be replaced. DO NOT leave air bag components unattended. Install air bag components in vehicle immediately after they are obtained. NEVER point open end of a seat belt tensioner at another person. Only install NEW air bag system components supplied by manufacturer. DO NOT use components previously installed in another vehicle. DO NOT use air bag components that have been dropped from heights of approximately 20 inches or more. DO NOT allow chemical cleaners, oil or grease to contact vinyl covering on air bag. DO NOT place stickers or covers on steering wheel, passenger-side instrument panel or over front seat backs. Using a seat cushion, mat or pad on front passenger seat, may inhibit operation of seat occupied sensor and side air bags. Disable SRS before performing electric welding on vehicle. DO NOT expose air bag to temperatures greater than 212°F (100°C). DO NOT allow any electrical source near front or side air bag inflators or near seat belt tensioner connector. When carrying a live air bag assembly, trim cover pad should be pointed away from body to minimize injury in case of accidental air bag deployment. If SRS is not fully functional for any reason, vehicle should not be driven until system is repaired. DO NOT remove any component or in any way disable system from operating normally. If SRS is not functional, park vehicle until repairs can be made.

DISABLING & ACTIVATING AIR BAG SYSTEM 1. Obtain radio anti-theft code from vehicle owner and write down preset radio frequencies. To disable air bag system, disconnect and shield negative battery cable. 2. To activate system, ensure no one is in passenger compartment and reconnect negative battery cable. Perform system operation check to ensure system is functioning properly. See SYSTEM OPERATION CHECK . Input radio anti-theft security code and reset radio frequencies.

BMW SYSTEM OPERATION CHECK Turn ignition switch to ON position. SRS is operational if warning light comes on and then goes out after about 4-6 seconds. There is a SRS malfunction if SRS warning light does not come on, comes on briefly or blinks and goes out, and then comes on and stays on. A SRS malfunction is also indicated if SRS warning light comes on and stays on or flickers while driving. SERVICE PRECAUTIONS Helpmelearn Repair Manuals Wednesday, January 18, 2006 7:48:24 PM

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1997 Lexus SC 300 GENERAL INFORMATION Air Bag Deactivation Procedures

Observe these precautions when working on SRS: z

z z

When working around steering column and before any repairs are performed, disable SRS. See DISABLING & ACTIVATING AIR BAG SYSTEM . Before straightening damaged metal or arc-welding, disable SRS and disconnect front sensors, front air bag modules, seat belt tensioners (if equipped) and side air bag modules connectors. See DISABLING & ACTIVATING AIR BAG SYSTEM . After disabling SRS, wait at least 10 MINUTES before servicing vehicle. SRS control unit maintains SRS voltage for about 10 minutes after system is disabled. Servicing SRS before 10 minutes may cause accidental air bag deployment and possible personal injury. Always wear safety glasses and gloves when handling a deployed air bag module. Air bag module may contain sodium hydroxide deposits, which irritates skin. Handle sensors carefully. Never strike or jar sensors. All sensors and mounting bracket bolts must be tightened to specification to ensure proper sensor operation. Never use any SRS component that has been dropped from 2 feet or more. DO NOT repair any SRS component or wiring harness. Wiring harnesses and connectors are Orange for immediate identification. Always handle air bag module with trim cover away from body. Always place air bag module on workbench with trim cover up, away from loose objects. DO NOT leave air bag modules unattended. Never expose SRS components to temperatures greater than 167°F (75°C). Front air bag modules, belt tensioners and side air bag modules (if equipped) can only be checked while installed in vehicle and using a BMW Service Tester/DIS. Only attempt SRS inspections using specified procedures and checking devices. Never expose any SRS system components to cleaning agents such as solvents, gasoline, lye, etc.

DISABLING & ACTIVATING AIR BAG SYSTEM CAUTION: Ensure radio is off before disconnecting battery. This will prevent damage to radio microprocessor. WARNING: After disabling system, wait at least 10 MINUTES before servicing vehicle. Energy capacitor in SRS control unit maintains system voltage for about 10 minutes after system is disabled. Servicing system before 10 minutes may cause accidental air bag deployment and possible personal injury. Disabling System

1. Before proceeding, see SERVICE PRECAUTIONS . Retrieve fault codes before disconnecting battery. Ensure ignition is off. Disconnect and shield negative battery cable. Wait at least 10 MINUTES for energy capacitor in SRS control unit to discharge. 2. To disable driver-side air bag, remove steering column lower casing cover. See Fig. 13 . Remove Orange SRS connector from its holder on steering column and disconnect connector. To disable passenger-side air bag, remove glove box. Disconnect both Orange SRS connectors from passenger-side air bag module. Helpmelearn Repair Manuals Wednesday, January 18, 2006 7:48:24 PM

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1997 Lexus SC 300 GENERAL INFORMATION Air Bag Deactivation Procedures

3. If vehicle is equipped with belt tensioners disconnect belt tensioner Orange connector. If vehicle is equipped side air bags, remove door panel and disconnect side air bag Orange connector. System is now disabled. Activating System

1. Ensure ignition switch is in OFF position. Reconnect all Orange SRS connectors that were disconnected. Position each Orange SRS connector back into appropriate holder. To complete installation, reverse access procedures. 2. Ensure no one is inside vehicle and connect negative battery cable. System is now activated. Perform system operation check to ensure system is functioning properly and no fault codes are set. See SYSTEM OPERATION CHECK .

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1997 Lexus SC 300 GENERAL INFORMATION Air Bag Deactivation Procedures

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1997 Lexus SC 300 GENERAL INFORMATION Air Bag Deactivation Procedures

Fig. 13: Locating Steering Column Orange SRS Connector (BMW) Courtesy of BMW OF NORTH AMERICA

HONDA NOTE:

For Honda Passport information see ISUZU Rodeo.

z z

Disable air bag system before servicing any SRS or steering column component. Failure to do this could result in accidental air bag deployment and possible personal injury. See DISABLING & ACTIVATING AIR BAG SYSTEM . After an accident, all SRS components, including harness and brackets, must be inspected. If any components are damaged or bent, they must be replaced, even if a deployment did not occur. Check steering column, knee bolster, instrument panel steering column reinforcement plate and lower brace for damage. DO NOT service any component or wiring. If components or wiring are damaged or defective, replacement is necessary. DO NOT use components from another vehicle. Only use new replacement components supplied by manufacturer. Always wear safety glasses when servicing or handling an air bag. Air bag module must be stored in its original special container until used for service. It must be stored in a clean, dry place, away from sources of extreme heat, sparks and high electrical energy. When placing a live air bag module on a bench or other surface, always face air bag 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 deposits of sodium hydroxide, which can irritate skin. Always wear safety glasses, rubber gloves and long-sleeved shirt during clean-up, and wash hands using mild soap and water. Follow correct disposal procedures. NEVER allow any electrical source near inflator on back of air bag module. When carrying a live air bag module, trim cover should be pointed away from body to minimize injury in case of deployment. When installing SRS wiring harnesses, ensure they will not be pinched or interfere with other vehicle components. If SRS is not fully functional for any reason, vehicle should not be driven until system is repaired. DO NOT remove any component or in any way disable system from operating normally. If SRS is not functional, park vehicle until repairs can be made.

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DISABLING & ACTIVATING AIR BAG SYSTEM NOTE:

To release SRS connector lock, pull spring-loaded sleeve toward stop while holding opposite half of connector. Continue pulling connector sleeve until connector halves are separated. DO NOT pull on connector half. See Fig. 7 .

Disabling Air Bag System

Activating Air Bag System

1. Ensure ignition is OFF and both battery cables are disconnected. Connect 2-pin driver-side air bag connector. 2. Connect 2-pin passenger-side air bag connector. Reconnect battery cables. Check SRS indicator light to ensure system is functioning properly. See SYSTEM OPERATION CHECK . Reprogram radio frequencies.

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Fig. 14: Disconnecting Air Bag Spring-Loaded Locking Connector (Honda) Courtesy of AMERICAN HONDA MOTOR CO., INC.

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Fig. 15: Disabling Driver-Side Air Bag (Honda) Courtesy of AMERICAN HONDA MOTOR CO., INC.

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Fig. 16: Disabling Passenger-Side Air Bag (Accord) Courtesy of AMERICAN HONDA MOTOR CO., INC.

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Fig. 17: Disabling Passenger-Side Air Bag (Civic & CR-V) Courtesy of AMERICAN HONDA MOTOR CO., INC.

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Fig. 18: Disabling Passenger-Side Air Bag (Prelude) Courtesy of AMERICAN HONDA MOTOR CO., INC.

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Fig. 19: Disabling Passenger-Side Air Bag (Odyssey) Courtesy of AMERICAN HONDA MOTOR CO., INC.

HYUNDAI SYSTEM OPERATION CHECK When ignition is turned to on position SRS indicator light should flash 6 times, then turn off. If SRS indicator light does not function as stated or comes on during vehicle operation, a failure has occurred in SRS and must be repaired. SERVICE PRECAUTIONS Observe these precautions when working with air bag system: z

Disable air bag system before servicing any air bag system, instrument panel or steering column component. See DISABLING & ACTIVATING AIR BAG SYSTEM . After disabling SRS, wait at least 30 SECONDS before working on or near SRS. SRS is equipped with a back-up power source that may allow air bags to deploy up to 30 seconds after negative battery cable is disconnected. Store air bag module in ambient temperatures less than 199°F (93°C), without high humidity and away

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from electrical noise. When placing a live air bag on a bench or other surface, ensure pad top surface is facing up, away from bench surface. This will reduce motion of module if it is accidentally deployed. Because of critical operating requirements of air bag system, DO NOT attempt to service air bag module (s), clockspring, wiring harness or SRS Control Module (SRSCM). Air bag system repairs are only made by replacement of faulty components. DO NOT use any component previously installed on another vehicle. Use NEW components only. If any air bag system component has been dropped, or there are cracks, dents or other defects in case, bracket or connector, replace with NEW component. DO NOT attempt to measure resistance across air bag module squib connector. Accidental air bag deployment is possible which could cause personal injury. After deployment, air bag surface may contain deposits of sodium hydroxide, which irritates skin. Always wear safety glasses, rubber gloves and long-sleeved shirt during clean-up, and wash hands using mild soap and water. SRS control module must be replaced after deploying air bags one time. After deployment of an air bag, replace clockspring with a new one. Before using electric welding, disconnect air bag Yellow connectors located at base of steering column, near multifunction switch connector. After SRS repairs are completed, ensure system is functioning properly. See SYSTEM OPERATING CHECK .

DISABLING & ACTIVATING AIR BAG SYSTEM To disable SRS, turn ignition switch to LOCK position. Disconnect and isolate negative battery cable. Wait at least 30 SECONDS before servicing SRS. To activate SRS, reconnect negative battery cable. Perform SYSTEM OPERATING CHECK .

INFINITI SYSTEM OPERATION CHECK On I30 and QX4, turn ignition ON and verify that AIR BAG indicator light comes on for about 7 seconds, then goes off. On Q45, turn ignition ON and verify that AIR BAG indicator light and SEAT BELT indicator light and chime come on for about 7 seconds, then go off. On all models, if AIR BAG indicator light does not come on or after about 7 seconds does not go out or begins to flash, a SRS malfunction has been detected. On Q45, if SEAT BELT indicator light does not come on or stays on longer than 7 seconds with seat belt fastened, a seat belt pretensioner malfunction has been detected. SERVICE PRECAUTIONS Observe these precautions when working with air bag systems: z

Disable SRS system before servicing any SRS component, instrument panel components, steering column components or seat belt pretensioners (if equipped). Failure to do this could result in accidental activation

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z z

of SRS and causing personal injury and/or vehicle damage. See DISABLING & ACTIVATING AIR BAG SYSTEM . Wait at least 3 MINUTES after disabling SRS before servicing vehicle. System maintains SRS system voltage for about 3 minutes. Servicing air bag system or seat belt pretensioners (if equipped) before 3 minutes could result in accidental SRS activation, causing personal injury and/or vehicle damage. After repairs, ensure AIR BAG indicator light is operating properly and no system faults are indicated. See SYSTEM OPERATION CHECK . Always wear safety glasses when servicing or handling an air bag system components. Air bag modules and seat belt pretensioners (if equipped) must be stored their original special containers until installation. They must be stored in a clean, dry place, away from sources of extreme heat, sparks or high electrical energy. Always place SRS components on a clean flat surface. When placing a live air bag module on a bench, always face air bag and trim cover up, away from surface. This will reduce motion of module if accidentally activated. After deployment, air bag surface may contain deposits of sodium hydroxide, which can irritate skin. Always wear safety glasses, rubber gloves and long-sleeved shirt during clean-up, and wash hands using mild soap and water. Follow correct disposal procedures. At no time should any electrical source be allowed near inflator on back of air bag module. When carrying a live air bag module, trim cover should be pointed away from body to minimize injury in case of accidental air bag deployment. DO NOT probe a wire through insulator; this will damage wire and eventually cause failure due to corrosion. If SRS system is not fully functional for any reason, vehicle should not be driven until system is repaired. DO NOT remove bulbs, modules, sensors or other components or in any way disable system from operating normally. If SRS system is not functional, park vehicle until repairs can be made.

DISABLING & ACTIVATING AIR BAG SYSTEM Disabling Air Bag System

Record preset radio station frequencies. Turn ignition off. Disconnect and shield negative battery cable and then positive battery cable. Wait at least 3 MINUTES. Activating Air Bag System

Ensure ignition is off. Connect positive battery cable and then negative battery cable. Ensure AIR BAG and SEAT BELT indicator lights are operating properly and no system faults are indicated. See SYSTEM OPERATION CHECK .

ISUZU NOTE:

For Isuzu Oasis information, see HONDA Odyssey.

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Turn ignition ON and verify that AIR BAG indicator light flashes 7 times, then turns off. AIR BAG indicator light should not come on during vehicle operation. If AIR BAG indicator light does not function as described, service air bag system. SERVICE PRECAUTIONS Observe these precautions when working with air bag system: z

z z

z z z

z z

Disable SRS system before servicing any SRS system, instrument panel or steering column component. Failure to do this could result in accidental air bag deployment, and possible personal injury and/or vehicle damage. See DISABLING & ACTIVATING AIR BAG SYSTEM . Wait at least 15 SECONDS (10 MINUTES on Hombre) after disabling SRS before servicing vehicle. System maintains SRS system voltage for time specified. Servicing SRS system before time has elapsed could result in accidental air bag deployment, and possible personal injury and/or vehicle damage. After repairs, ensure AIR BAG indicator light is operating properly and no system faults are indicated. See SYSTEM OPERATION CHECK . Always wear safety glasses when servicing or handling an air bag. Air bag modules must be stored in original special container until used for service. They must be stored in a clean, dry place, away from sources of extreme heat, sparks or high electrical energy. When placing a live air bag module on a bench or other flat surface, always face air bag and trim cover up, away from surface. This will reduce motion of module if accidentally deployed. Any SRS component dropped from a height greater than 39 inches must be replaced. DO NOT subject SRS components to temperatures greater than 150°F (66°C). After deployment, air bag surface may contain deposits of sodium hydroxide, which can irritate skin. Always wear safety glasses, rubber gloves and long-sleeved shirt during clean-up, and wash hands using mild soap and water. Follow correct disposal procedures. At no time should any electrical source be allowed near inflator on back of air bag module. When carrying a live air bag module, trim cover should be pointed away from body to minimize injury in case of accidental air bag deployment. DO NOT attempt to disassemble any SRS component. SRS components are serviced as a complete unit and contain no serviceable components. DO NOT probe a wire through insulator; this will damage wire and eventually cause failure due to corrosion. If SRS system is not fully functional for any reason, vehicle should not be driven until system is repaired. DO NOT remove bulbs, modules, sensors or other components or in any way disable system from operating normally. If SRS system is not functional, park vehicle until repairs can be made.

DISABLING & ACTIVATING AIR BAG SYSTEM Disabling System (Hombre)

1. Turn steering wheel to place front wheels in straight-ahead position. Turn ignition switch to LOCK position and remove ignition key. Remove AIR BAG (10-amp) fuse from instrument panel fuse block. Wait at least 10 MINUTES before servicing vehicle. Helpmelearn Repair Manuals Wednesday, January 18, 2006 7:48:25 PM

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2. Remove driver-side sound insulator and knee bolster. Remove Connector Position Assurance (CPA) clip and disconnect driver-side air bag Yellow SRS 2-pin connector at base of steering column. See Fig. 20 . Remove glove box. Remove CPA clip and disconnect passenger-side air bag Yellow SRS 2-pin connector behind glove box. SRS system is now disabled. Activating System (Hombre)

1. Ensure ignition switch is in LOCK position, and ignition key is removed. Reconnect Yellow SRS 2-pin connectors and install CPA clips. Install knee bolster, sound insulator, trim panels and glove box. 2. Staying well away from air bag modules, turn ignition switch to RUN position. Ensure AIR BAG warning light flashes 7 times, and then turns off. If AIR BAG warning light does not operate as described, see SYSTEM OPERATION CHECK . NOTE:

When AIR BAG fuse is removed and ignition switch is in ON position, AIR BAG indicator light will be on. This is a normal operation and does not indicate an SRS malfunction.

Fig. 20: Disconnecting Driver-Side Yellow 2-Pin SRS Connector (Hombre) Courtesy of ISUZU MOTOR, CO. Disabling System (1997 Rodeo)

1. Turn ignition switch to LOCK position and remove key. Wait 15 SECONDS before servicing vehicle. Remove SRS fuses (SRS-1 and SRS-2) from instrument panel fuse block. Helpmelearn Repair Manuals Wednesday, January 18, 2006 7:48:25 PM

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2. Unplug Yellow 3-pin connector at base of steering column. Remove glove box assembly. Unplug 2-pin connector from behind glove box assembly. Activating System (1997 Rodeo)

1. Ensure ignition switch is in LOCK position, and remove key. Reconnect passenger-side Yellow 2-pin connector. Install glove box assembly. Reconnect driver-side Yellow 3-pin connector. 2. Install SRS fuses. Turn ignition switch to RUN position. Check AIR BAG indicator light to ensure it flashes 7 times, then turns off. NOTE:

With fuses removed and ignition switch in RUN position, AIR BAG warning light will be on. This is a normal operation and does not indicate an SRS malfunction.

Disabling System (1997 Trooper)

1. Turn ignition switch to LOCK position and remove key. Wait 15 SECONDS before servicing vehicle. Remove SRS fuses (C-21 and C22) from instrument panel fuse block. 2. Unplug Yellow 3-pin connector at base of steering column. Remove glove box assembly. Unplug Yellow 4-pin connector from behind glove box assembly. Activating System (1997 Trooper)

1. Ensure ignition switch is in LOCK position, and remove key. Reconnect passenger-side Yellow 4-pin connector. Install glove box assembly. Reconnect driver-side Yellow 3-pin connector. 2. Install SRS fuses. Turn ignition switch to RUN position. Check AIR BAG indicator light to ensure it flashes 7 times, then turns off. Disabling System (1998 Rodeo & Trooper)

1. Turn ignition switch to LOCK position and remove ignition key. Wait 15 SECONDS before servicing vehicle. Remove SRS C-21 or SRS-1 (10-amp) fuse located in left side instrument panel lower fuse block or disconnect negative battery cable. 2. Disconnect driver-side air bag Yellow 2-pin connector located at base of steering column. Remove glove box assembly. Disconnect passenger-side air bag Yellow 2-pin connector located behind glove box assembly. Activating System (1998 Rodeo & Trooper)

1. Ensure ignition switch is in LOCK position, and ignition key is removed. Connect passenger-side Yellow 2-pin connector. Install glove box assembly. Connect driver-side Yellow 2-pin connector. 2. Install SRS C-21 or SRS-1 fuse, or connect negative battery cable. Staying well away from air bag modules, turn ignition switch to ON position. Ensure AIR BAG indicator light operates properly, see SYSTEM OPERATION CHECK . Helpmelearn Repair Manuals Wednesday, January 18, 2006 7:48:25 PM

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NOTE:

When SRS C-21 or SRS-1 fuse is removed and ignition switch is in ON position, AIR BAG indicator light will be on. This is a normal operation and does not indicate an SRS malfunction.

KIA SYSTEM OPERATION CHECK Turn ignition on. AIR BAG warning light in instrument cluster should come on for 4-8 seconds and then turn off. If AIR BAG warning light does not function as described, repair air bag system. SERVICE PRECAUTIONS Observe the following precautions when servicing SRS: z

z z

Disable SRS before servicing any SRS or steering column component. Failure to do this could result in accidental air bag deployment and possible personal injury. See DISABLING & ACTIVATING AIR BAG SYSTEM . After turning ignition switch to LOCK position, disconnecting negative battery cables, and turning headlight switch on, wait at least 10 MINUTES before servicing vehicle. SRS is equipped with a back-up power source that may allow air bag to deploy within 10 MINUTES after disconnecting negative battery cable. In a minor collision in which air bags did not deploy, inspect front air bag sensors and steering wheel pad. NEVER use air bag components from another vehicle. Replace air bag components with NEW components. Never disassemble or repair system components. Replace cracked, dented or otherwise damaged system components. DO NOT expose air bag components to heat or flame, high humidity or electrical noise. After servicing SRS, check air bag warning light to ensure system is functioning properly. See SYSTEM OPERATION CHECK . Always wear safety glasses when servicing or handling an air bag. When placing a live air bag on a bench or other flat surface, always face air bag trim cover up, away from surface. This will reduce motion of module if it is accidentally deployed. After deployment, air bag surface may contain deposits of sodium hydroxide, which irritates skin. Always wear safety glasses, rubber gloves and long-sleeved shirt during clean-up. After clean-up, wash hands using mild soap and water. When carrying a live air bag module, trim cover must be pointed away from body to minimize injury in case of accidental air bag deployment. If SRS is not fully functional for any reason, vehicle should not be driven until system is repaired and again becomes operational. DO NOT remove bulbs, modules, sensors or other components or in any way disable system from operating normally. If SRS is not functional, park vehicle until it is repaired and functions properly.

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DISABLING & ACTIVATING AIR BAG SYSTEM To disable SRS, turn ignition switch to LOCK position. Disconnect negative battery cable and then positive battery cable. Wait at least 10 MINUTES before servicing vehicle. To ensure a complete SRS back-up power supply discharge, turn headlights on. To activate SRS, ensure headlights are turned off. Connect positive battery cable and then negative cable. Perform SYSTEM OPERATION CHECK .

LEXUS SYSTEM OPERATION CHECK Turn ignition switch to ACC or ON position. Air bag indicator light in instrument cluster should come on for about 6 seconds, then go out. If indicator light remains on or flashes, a SRS malfunction has been detected. SERVICE PRECAUTIONS Observe the following precautions when servicing SRS: z

z z

z z z

z z

Disable SRS before servicing any SRS, instrument panel or steering column component. Failure to do this could result in accidental air bag deployment and possible personal injury. See DISABLING & ACTIVATING AIR BAG SYSTEM . Before disconnecting battery check for SRS diagnostic trouble codes. DO NOT use any type of back-up power supply from outside vehicle to avoid memory loss in memory systems. Back-up power supplies can provide enough voltage to activate SRS components. After turning ignition switch to LOCK position and disconnecting negative battery cable, wait at least 90 SECONDS before working on vehicle. SRS is equipped with a back-up power source that may allow air bag to deploy within 90 seconds after disconnecting negative battery cable. In a minor collision in which air bags did not deploy, inspect front air bag sensors and steering wheel pad. Remove air bag sensors if an impact is likely to be applied to area close to sensors during repair. Never disassemble or repair system components. Replace cracked, dented or otherwise damaged system components. DO NOT expose front air bag sensors, center air bag sensor assembly, steering wheel pad, passenger-side air bag, side air bags or seat belt pretensioners directly to hot air or flame. DO NOT store air bag modules where they will be exposed to temperatures greater than 199°F (93°C), high humidity or electrical noise. DO NOT store seat belt pretensioners to temperatures greater than 176° F (80°C), high humidity or electrical noise. Information labels are attached to air bag components. Follow all notices on labels. After servicing SRS, check air bag indicator light to ensure system is functioning properly. See SYSTEM OPERATION CHECK . Always wear safety glasses when servicing or handling air bags or seat belt pretensioners. When placing a live air bag on a bench or other flat surface, always face air bag 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 deposits of sodium hydroxide, which irritates skin. Always

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z z

wear safety glasses, rubber gloves and long-sleeved shirt during clean-up. After clean-up, wash hands using mild soap and water. DO NOT install components previously installed on another vehicle. Only use NEW components supplied by manufacturer. When using electric welding, disconnect air bag module and seat belt pretensioner connectors. When carrying a live air bag module, trim cover must be pointed away from body to minimize injury in case of accidental air bag deployment. If SRS is not fully functional for any reason, vehicle should not be driven until system is repaired and again becomes operational. DO NOT remove bulbs, modules, sensors or other components or in any way disable system from operating normally. If SRS is not functional, park vehicle until it is repaired and functions properly. See SYSTEM OPERATION CHECK .

DISABLING & ACTIVATING AIR BAG SYSTEM Disabling System (ES300 & LS400)

1. Obtain radio anti-theft protection code from vehicle owner and record preset radio frequencies before disconnecting battery. 2. Place front wheels in straight-ahead position. Turn ignition switch to LOCK position. Disconnect and shield negative battery cable. Wait at least 90 SECONDS before working on vehicle. 3. Disconnect driver-side air bag module Yellow 2-pin connector located under steering column lower cover, near combination switch connector. See Fig. 22 . Disconnect passenger-side air bag module Yellow 2-pin connector located on finish plate at left side of glove box. See Fig. 23 . Air bag connector terminals are automatically shorted together. See Fig. 21 . 4. Disconnect left and right side air bag module Yellow 2-pin connectors located under each front seat. Disconnect left and right seat belt pretensioner Yellow 2-pin connectors located under lower front scuff plate and floor carpet. Air bag connector terminals are automatically shorted together. See Fig. 21 . Activating System (ES300 & LS400)

Connect all seat belt pretensioner and air bag Yellow 2-pin connectors in reverse order. Install all removed covers. Connect negative battery cable. Staying well away from air bag modules, turn ignition switch to ACC or ON position. Ensure AIR BAG indicator light operates properly, see SYSTEM OPERATION CHECK . Disabling System (GS300 & GS400)

1. Obtain radio anti-theft protection code from vehicle owner and record preset radio frequencies before disconnecting battery. 2. Place front wheels in straight-ahead position. Turn ignition switch to LOCK position. Disconnect and shield negative battery cable. Wait at least 90 SECONDS before working on vehicle. 3. Disconnect driver-side air bag module Yellow 2-pin connector located under steering column lower cover, near combination switch connector. Disconnect passenger-side air bag module Yellow 2-pin connector located on finish plate at right side of glove box. Air bag connector terminals are automatically shorted together. See Fig. 21 . 4. Disconnect left and right side air bag modules Yellow 2-pin connectors located under each front seat. Helpmelearn Repair Manuals Wednesday, January 18, 2006 7:48:25 PM

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Disconnect left and right seat belt pretensioner Yellow 2-pin connectors located at center pillar lower garnish. Air bag connector terminals are automatically shorted together. See Fig. 21 . Activating System (GS300 & GS400)

1. Obtain radio anti-theft protection code from vehicle owner and record preset radio frequencies before disconnecting battery. 2. Place front wheels in straight-ahead position. Turn ignition switch to LOCK position. Disconnect and shield negative battery cable. Wait at least 90 SECONDS before working on vehicle. 3. Disconnect driver-side air bag module connector located under steering column, near combination switch. Air bag connector terminals are automatically shorted together. See Fig. 21 and Fig. 24 . 4. Open glove box. Remove passenger-side air bag connector cover from inside glove box. Disconnect passenger-side air bag connector. Air bag connector terminals are automatically shorted together. See Fig. 21 and Fig. 25 . Activating System (SC300 & SC400)

Connect passenger-side air bag Yellow 2-pin connector. Connect driver-side air bag Yellow 2-pin connector. Install covers. Connect negative battery cable. Staying well away from air bag modules, turn ignition switch to ACC or ON position. Ensure AIR BAG indicator light operates properly, see SYSTEM OPERATION CHECK . Disabling System (LX450)

1. Obtain radio anti-theft protection code from vehicle owner and record preset radio frequencies before disconnecting battery. 2. Place front wheels in straight-ahead position. Turn ignition switch to LOCK position. Disconnect and shield negative battery cable. Wait at least 90 SECONDS before working on vehicle. 3. Disconnect driver-side air bag module Yellow 2-pin connector located under steering column, near combination switch. Air bag connector terminals are automatically shorted together. See Fig. 21 . 4. Remove glove box door. Remove passenger-side air bag connector from air bag bracket. Disconnect passenger-side air bag Yellow 2-pin connector. Air bag connector terminals are automatically shorted together. See Fig. 21 and Fig. 26 . Activating System (LX450)

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Fig. 21: Air Bag Activation Prevention Mechanism Connector (Lexus) Courtesy of TOYOTA MOTOR SALES, U.S.A., INC.

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Fig. 22: Disconnecting Driver-Side Air Bag Connector (ES300 & LS400) Courtesy of TOYOTA MOTOR SALES, U.S.A., INC.

Fig. 23: Disconnecting Passenger-Side Air Bag Connector (ES300 & LS400 Shown; GS300 & GS400 Are Helpmelearn Repair Manuals Wednesday, January 18, 2006 7:48:25 PM

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1997 Lexus SC 300 GENERAL INFORMATION Air Bag Deactivation Procedures

Similar) Courtesy of COURTESY OF TOYOTA MOTOR SALES, U.S.A., INC.

Fig. 24: Disconnecting Driver-Side Air Bag Connector (SC300 & SC400) Courtesy of TOYOTA MOTOR SALES, U.S.A., INC.

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Fig. 25: Disconnecting Passenger-Side Air Bag Connector (SC300 & SC400) Courtesy of COURTESY OF TOYOTA MOTOR SALES, U.S.A., INC.

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Fig. 26: Disconnecting Passenger-Side Air Bag Connector (LX450) Courtesy of COURTESY OF TOYOTA MOTOR SALES, U.S.A., INC.

MAZDA SYSTEM OPERATION CHECK Turn ignition on. AIR BAG indicator light in instrument cluster should come on for 6 seconds and then turn off. If AIR BAG indicator light does not come on, stays on or flashes, a SRS fault has been detected. SERVICE PRECAUTIONS Observe these precautions when working with air bag system: z

Disable air bag system before servicing any air bag system or steering column component. See DISABLING & ACTIVATING AIR BAG SYSTEM . Wait at least ONE MINUTE after disabling air bag system before servicing vehicle. Air bag system activation voltage is maintained for about ONE MINUTE after system is disabled. Failure to wait at least ONE MINUTE before servicing system may cause accidental air bag deployment and possible personal injury. Because of critical system operating requirements, DO NOT service any air bag system component or wiring harness. Corrections are made by component replacement only. DO NOT use an ohmmeter to check resistance of air bag module, as it may cause air bag deployment.

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z z

When carrying a live (undeployed) module, ensure trim cover is pointed away from body. This minimizes chance of injury in event of accidental air bag deployment. When placing a live air bag module on a bench or other flat surface, always face trim cover up to reduce motion of module if it is accidentally deployed. Crash sensors must always be installed with arrow on sensor facing front of vehicle. Also, check sensors for cracks, defects and rust before installation. Replace crash sensor(s) as necessary. Air bag system clockspring MUST be aligned in neutral position, since its rotation ability is limited. DO NOT turn steering wheel or column after removal of steering gear. DO NOT install components previously installed on another vehicle. Only use NEW components supplied by manufacturer. DO NOT store air bag modules where they will be exposed to temperatures greater than 199°F (93°C), high humidity or electrical noise. Information labels are attached to air bag components. Follow all notices on labels. After servicing SRS, check air bag indicator light to ensure system is functioning properly. See SYSTEM OPERATION CHECK . Always wear safety glasses when servicing or handling air bags or seat belt pretensioners. A double-lock mechanism is used on clockspring connectors. DO NOT use excessive force when disconnecting connectors, as damage to connector may occur. If SRS is not fully functional for any reason, vehicle should not be driven until system is repaired and again becomes operational. DO NOT remove bulbs, modules, sensors or other components or in any way disable system from operating normally. If SRS is not functional, park vehicle until it is repaired and functions properly. See SYSTEM OPERATION CHECK .

DISABLING & ACTIVATING AIR BAG SYSTEM Disabling System (Except Protege)

1. Obtain radio anti-theft protection code from vehicle owner prior to servicing vehicle or deactivate radio anti-theft function before disconnecting vehicle battery. 2. Turn ignition switch to LOCK position. Disconnect and shield negative battery cable. Wait at least ONE MINUTE for back-up power supply to be depleted. 3. Remove cover below left side of instrument panel. Disconnect clockspring connector for driver-side air bag. See Fig. 27 or Fig. 28 . Remove glove box cover (MPV) and glove box. Disconnect passenger-side air bag module connector. See Fig. 29 . Activating System (Except Protege)

Ensure negative battery cable is disconnected. Connect passenger-side air bag module connector. Install glove box cover and glove box. Connect driver air bag clockspring connector. Install lower cover. Connect negative battery cable. See SYSTEM OPERATION CHECK . Disabling System (Protege)

1. Obtain radio anti-theft protection code from vehicle owner prior to servicing vehicle or deactivate radio Helpmelearn Repair Manuals Wednesday, January 18, 2006 7:48:25 PM

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anti-theft function before disconnecting vehicle battery. 2. Turn ignition switch to LOCK position. Disconnect and shield negative battery cable. Wait at least ONE MINUTE for back-up power supply to be depleted. 3. Remove cover below left side of instrument panel. Disconnect clockspring connector for driver-side air bag. Remove passenger-side front scuff plate and right kick panel trim. Disconnect passenger air bag module connector. Activating System (Protege)

Ensure negative battery cable is disconnected. Connect passenger air bag module connector. Install right kick panel trim and scuff plate. Connect driver air bag clockspring connector. Install lower cover. Connect negative battery cable. See SYSTEM OPERATION CHECK .

Fig. 27: Locating Driver Air Bag Clockspring Connectors (Miata Shown; Other Models Are Similar) Courtesy of MAZDA MOTORS CORP.

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Fig. 28: Locating Driver Air Bag Clockspring Connectors (MPV) Courtesy of MAZDA MOTORS CORP.

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1997 Lexus SC 300 GENERAL INFORMATION Air Bag Deactivation Procedures

Fig. 29: Locating Passenger Air Bag Clockspring Connectors (Miata Shown; Other Models Are Similar) Courtesy of MAZDA MOTORS CORP.

MERCEDES-BENZ NOTE:

Information CLK, CL500, ML320, SLK, SL320 and SL500 is not available from manufacturer.

NOTE:

Some models may be equipped with side-impact air bag systems. Disabling and activating procedures for these systems are not covered in this article.

SYSTEM OPERATION CHECK Supplemental Restraint System (SRS) warning light indicates air bag and seat belt Emergency Tensioning Retractor (ETR) system readiness. Turn ignition on. SRS warning light will come on, and then go out after approximately 4 seconds indicating system is functioning properly. If SRS warning light does not come on, comes on while driving or is on all the time (for crash related faults), there is a system fault. If SRS warning light stays on for a duration of approximately 2 minutes, a non-crash related fault is present. Repair malfunctioning system. Some vehicles may be equipped with passenger-side/child safety seat air bag deactivation system. System requires a special child safety seat and a specially designed passenger front seat. When child seat is installed in Helpmelearn Repair Manuals Wednesday, January 18, 2006 7:48:25 PM

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passenger seat, the passenger-side front air bag is disabled. When child seat IS properly installed, AIRBAG OFF indicator light will come on and stay on when ignition is in ON or RUN position. When child seat is NOT installed and ignition is turned on, AIRBAG OFF indicator light will come on for approximately 6 seconds and then go out. SERVICE PRECAUTIONS Observe following precautions when working with air bag systems: z

z z

When working around steering column and/or instrument panel components, and before any repairs are performed, disable air bag system. Before straightening any damage to body, or before performing electrical arc-welding, disable air bag system. If air bag module or seat belt tensioner is dropped from a height greater than 20 inches it must be replaced. Always wear safety glasses and gloves when handling a deployed air bag module or ETR module. Air bag module may contain sodium hydroxide deposits which are irritating to the skin. DO NOT repair any SRS component or wiring harness. SRS servicing requires replacement of faulty component. DO NOT use components previously installed on another vehicle. Only use SRS components supplied by manufacturer. Always handle air bag module with trim cover away from body. Always place air bag module on workbench with trim cover up, away from loose objects. DO NOT expose any SRS component to temperatures in excess of 212°F (100°C). DO NOT leave SRS components unattended. If work is interrupted, SRS component should be stored in a secure, locked area. DO NOT expose any SRS component to cleaning agents or other solvents, grease, gasoline, etc. If SRS is not fully functional for any reason, vehicle should not be driven until system is repaired and again becomes operational. DO NOT remove bulbs, modules, sensors or other components or in any way disable system from operating normally. If SRS is not functional, park vehicle until it is repaired and functions properly. See SYSTEM OPERATION CHECK .

DISABLING & ACTIVATING AIR BAG SYSTEM Disabling System (C230 & C280)

1. Turn ignition off and remove ignition key. Disconnect and shield negative battery cable. Remove covers as necessary to access horn/air bag clockspring connector (A45x1) located at base of steering column. See Fig. 30 . 2. Disconnect horn/air bag clockspring connector. Remove passenger floor covering and door sill covers as necessary to access passenger air bag connector (X28/12). See Fig. 31 . Disconnect passenger air bag connector. System is now disabled. Activating System Helpmelearn Repair Manuals Wednesday, January 18, 2006 7:48:26 PM

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1997 Lexus SC 300 GENERAL INFORMATION Air Bag Deactivation Procedures

Ensure ignition is off. Reconnect horn/air bag clockspring connector. Reconnect passenger air bag connector. Reconnect negative battery cable. System is now activated. Perform SYSTEM OPERATION CHECK .

Fig. 30: Locating Air Bag Clockspring Connector (C230 & C280) Courtesy of MERCEDES-BENZ OF NORTH AMERICA

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1997 Lexus SC 300 GENERAL INFORMATION Air Bag Deactivation Procedures

Fig. 31: Locating Passenger Air Bag Connector (C230 & C280) Courtesy of MERCEDES-BENZ OF NORTH AMERICA Disabling System (E300D, E300DT, E320, E420 & E430)

Turn ignition off and remove ignition key. Disconnect and shield negative battery cable. Remove passenger foot mat. Remove passenger footrest. Disconnect SRS system connector (X29/9) located at passenger footwell area. See Fig. 32 . System is now disabled. Activating System

Ensure ignition is off. Reconnect SRS system connector. Reconnect negative battery cable. System is now activated. Perform SYSTEM OPERATION CHECK .

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1997 Lexus SC 300 GENERAL INFORMATION Air Bag Deactivation Procedures

Fig. 32: Locating SRS Connector (E300D, E300DT, E320, E420 & E430) Courtesy of MERCEDES-BENZ OF NORTH AMERICA Disabling System (S320, S420 & S500)

Turn ignition off and remove ignition key. Disconnect and shield negative battery cable. Remove passenger foot mat. Remove passenger footrest. Disconnect Red SRS system connector (X11/13) located at passenger footwell area. See Fig. 33 . System is now disabled. Activating System

Ensure ignition is off. Reconnect Red SRS system connector. Reconnect negative battery cable. System is now activated. Perform SYSTEM OPERATION CHECK .

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1997 Lexus SC 300 GENERAL INFORMATION Air Bag Deactivation Procedures

Fig. 33: Locating Red SRS Connector (S320, S420 & S500) Courtesy of MERCEDES-BENZ OF NORTH AMERICA

MITSUBISHI SYSTEM OPERATION CHECK Turn ignition on. SRS warning light on instrument panel should come on for about 7 seconds then turn off. This indicates SRS is functioning properly. If SRS warning light does not come on, stays on, or comes on while driving, SRS is malfunctioning and needs repair. SERVICE PRECAUTIONS Observe the following precautions when working with SRS: z

Disable SRS before servicing any SRS or steering column component. Failure to do this may result in accidental air bag deployment and possible personal injury. Wait at least ONE MINUTE after disabling air bag system before servicing vehicle. Air bag system maintains enough voltage to deploy air bags for ONE MINUTE after disconnecting battery.

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1997 Lexus SC 300 GENERAL INFORMATION Air Bag Deactivation Procedures

z z z

z z

After servicing, check SRS warning light to verify system operation. See SYSTEM OPERATION CHECK . Always wear safety glasses when servicing or handling an air bag. DO NOT expose air bag module and clockspring to temperatures greater than 200°F (93°C). 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 air bag accidentally deploys. After air bag deploys, air bag surface may contain deposits of sodium hydroxide, which irritates skin. Always wear safety glasses, rubber gloves and long-sleeved shirt during clean-up. Wash hands using mild soap and water. Follow correct clean-up and disposal procedures. Because of critical system operating requirements, DO NOT service any SRS components, including wiring harness. Repairs are only made by replacing defective component(s). DO NOT allow any electrical source near inflator on the back of air bag module. When carrying a live (undeployed) air bag module, trim cover must be pointed away from body to minimize injury in case of accidental air bag deployment. DO NOT probe a wire through insulator, as this will damage wire and eventually cause failure due to corrosion. If SRS is not fully functional for any reason, DO NOT drive vehicle until system is repaired and is fully functional. DO NOT remove bulbs, modules, sensors or other components, or in any way disable system from operating normally. If SRS is not functional, park vehicle until repairs are made.

DISABLING & ACTIVATING AIR BAG SYSTEM To disable system, turn ignition switch to LOCK position. Disconnect and isolate negative battery cable. Wait at least ONE MINUTE before servicing vehicle. To activate system, ensure ignition switch is in LOCK position and reconnect negative battery cable. Staying well away from air bag modules, turn ignition switch to ON position. Ensure AIR BAG indicator light operates properly, see SYSTEM OPERATION CHECK .

NISSAN SYSTEM OPERATION CHECK Turn ignition on. AIR BAG warning light should come on for about 7 seconds and then go off, indicating SRS is okay. If AIR BAG warning light does not come on, service Supplemental Restraint System (SRS). If AIR BAG warning light stays on constantly, service SRS. If AIR BAG warning light comes on for about 7 seconds, goes off, then starts flashing, a fault code is set in memory. NOTE:

On vehicles equipped with seat belt pretensioner, the seat belt warning light should also come on for about 7 seconds and then go off (with seat belt fastened).

SERVICE PRECAUTIONS Observe these precautions when working with air bag systems: Helpmelearn Repair Manuals Wednesday, January 18, 2006 7:48:26 PM

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1997 Lexus SC 300 GENERAL INFORMATION Air Bag Deactivation Procedures

z z

Disable SRS before servicing any SRS or steering column component. See DISABLING & ACTIVATING AIR BAG SYSTEM . Wait at least 3 MINUTES after disabling SRS before servicing vehicle. SRS voltage is maintained for at least 3 minutes after system is disabled. Servicing system before 3-minute period may cause accidental SRS deployment and possible personal injury. Air bag will operate only when ignition switch is in ON or START position. Ignition switch should be in OFF position when working under hood or inside vehicle. When servicing vehicle, SRS and related parts should be pointed away from technician. DO NOT use a circuit tester to check air bag harness connectors. SRS wiring harness and connectors have Yellow insulation for easy identification. Keep all ground points clean. Impact sensor(s), safing sensor and tunnel sensor must be installed with arrow marks facing front of vehicle. Also, check sensors for cracks, defects and rust before installation. Replace sensors as necessary. If steering gear is removed, DO NOT turn steering wheel or column shaft. Rotation of SRS spiral cable under steering wheel air bag module is limited. SRS spiral cable must be aligned in neutral position (centered). On vehicles equipped with passenger-side air bag module ON/OFF switch, ensure ON/OFF switch is in the same position as when vehicle was brought in for service. Handle air bag modules carefully. Always place air bag modules with pad facing upward. DO NOT disassemble air bag module. If accidentally deployed, rubber cap on seat belt pretensioner will be blown out of cylinder tip by high temperature gases. When laying aside seat belt pretensioner, ensure cylinder tip points away from people (place pretensioners in a box if possible). After servicing, perform SYSTEM OPERATION CHECK . DO NOT expose air bag module to temperatures exceeding 194°F (90°C). DO NOT allow oil, grease or water to contact module. If vehicle is damaged in a collision, check impact sensor, tunnel and safing sensors and related wiring harnesses. Before discarding an air bag module or seat belt pretensioner (including scrapping a vehicle with air bag system), always deploy air bag(s) and seat belt pretensioners. Replace used mounting bolts with NEW mounting bolts.

DISABLING & ACTIVATING AIR BAG SYSTEM WARNING: Some vehicles are equipped with a passenger-side air bag ON/OFF switch. This switch should NOT be used in place of specified vehicle air bag system disabling and activating procedures. To disable SRS, turn ignition off. Disconnect and shield BOTH battery cables. Wait at least 3 MINUTES before working on vehicle. To activate SRS, connect battery cables. Turn ignition on. Ensure AIR BAG indicator light operates as specified. See SYSTEM OPERATION CHECK .

SUBARU Helpmelearn Repair Manuals Wednesday, January 18, 2006 7:48:26 PM

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1997 Lexus SC 300 GENERAL INFORMATION Air Bag Deactivation Procedures

SYSTEM OPERATION CHECK Turn ignition on. AIR BAG warning light in instrument cluster should come on and then go out after approximately 7 seconds. If AIR BAG warning light stays on for longer than 7 seconds, or does not come on, SRS is malfunctioning. SERVICE PRECAUTIONS Observe following precautions when working with air bag system: z

z z z z

z z

z z z

Disable SRS before servicing any SRS or steering column component. Failure to disable system could result in accidental air bag deployment and possible personal injury. See DISABLING & ACTIVATING AIR BAG SYSTEM . Wait at least 20 SECONDS after disconnecting battery cable before servicing SRS. See DISABLING & ACTIVATING AIR BAG SYSTEM . Back-up power supply maintains SRS power for 20 seconds after battery is disconnected. Servicing SRS before 20 seconds have elapsed may cause accidental air bag deployment and possible personal injury. Whenever possible when working near, removing, or installing an undeployed air bag module, DO NOT position yourself directly in front of air bag. In a minor collision in which air bag does not deploy, front air bag impact sensors and steering wheel pad should be inspected. If side air bag must be replaced, seat and air bag must be replaced as an assembly. DO NOT use air bag parts from another vehicle. Replace air bag parts with new parts. Remove front impact sensors if shocks are likely to be applied to area near sensors during repairs. DO NOT repair damage or open circuits found in SRS harnesses. Manufacturer recommends replacement of any defective SRS harness with a new part. DO NOT disassemble and attempt repair of front impact sensors or steering wheel pad. If front impact sensors, control unit, or steering wheel pad is dropped, or if there are cracks, dents, or other defects in the case or connector, replace parts with new ones. DO NOT expose front impact sensors, control unit, or steering wheel pad to temperatures greater than 194°F (90°C). DO NOT apply tester probes directly to any SRS harness connector terminal. Information labels are attached to air bag components. Follow all notices on labels. After work on SRS is completed, verify system is functioning properly. See SYSTEM OPERATION CHECK . Always wear safety glasses when servicing or handling an air bag. DO NOT check for air bag module continuity with air bag removed from vehicle. When placing a live air bag on a bench or other surface, always face air bag 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 deposits of sodium hydroxide, which irritates skin. Always wear safety glasses, rubber gloves, and long sleeves shirt during clean-up. Wash hands with mild soap and water.

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1997 Lexus SC 300 GENERAL INFORMATION Air Bag Deactivation Procedures

When carrying a live air bag module, point trim cover away from body to minimize injury in case of deployment. If SRS is not fully functional for any reason, vehicle should not be driven until system is repaired and again becomes operational. DO NOT remove bulbs, modules, sensors, or other components or in any way disable system from operating normally. If SRS is not functional, park vehicle until it is repaired and functions properly.

DISABLING & ACTIVATING AIR BAG SYSTEM To disable SRS, turn ignition off. Disconnect and shield negative battery cable. After battery cable has been disconnected, wait at least 20 SECONDS before servicing SRS. To activate SRS, reconnect negative battery cable. Observe AIR BAG warning light to verify system is functioning properly. See SYSTEM OPERATION CHECK .

SUZUKI SYSTEM OPERATION CHECK Turn ignition switch to ON position. If system is functioning normally, AIR BAG indicator should flash 7 times (6 times on Esteem). If air bag warning light does not operate as specified, service air bag system. SERVICE PRECAUTIONS Observe the following precautions when servicing SRS: z

z z

Disable air bag system before servicing any air bag or steering column component. Failure to disable air bag could result in accidental air bag deployment and possible personal injury. See DISABLING & ACTIVATING AIR BAG SYSTEM . After turning ignition switch to LOCK position and removing AIR BAG or AIR BAG-IG fuse, wait at least 10 SECONDS before working on vehicle. Sensing and Diagnostic Module (SDM) maintains a reserve voltage for up to 10 seconds. Always wear safety glasses when servicing or handling an air bag. Handle air bag module(s) carefully. Always place air bag module(s) with pad facing upward. DO NOT disassemble air bag module. If the air bag system and another vehicle system both need repair, the air bag system must be repaired first to avoid unintended air bag deployment. DO NOT modify steering wheel, dashboard, or any other air bag system component. Modifications can adversely affect air bag system performance and lead to personal injury. Never use air bag parts from another vehicle. Replace air bag parts with new parts. Remove air bag modules and SDM if repairing the vehicle requires exposing the vehicle to temperatures over 200°F (93°C). Never expose air bag system components directly to hot air or flames. Remove air bag components if repairing the vehicle requires impacting (shocking) the vehicle. When using electric welding equipment, always disconnect air bag module connectors.

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1997 Lexus SC 300 GENERAL INFORMATION Air Bag Deactivation Procedures

If painting vehicle, DO NOT expose air bag harness or connectors to paint mist.

DISABLING & ACTIVATING AIR BAG SYSTEM NOTE:

With AIR BAG or AIR BAG-IG fuse removed and ignition on, AIR BAG warning light will be on. This is normal and does not indicate an air bag system malfunction.

Disabling System

1. Ensure wheels are in straight-ahead position. Turn ignition switch to LOCK position. Remove ignition key. Remove AIR BAG or AIR BAG-IG fuse from fuse block, located on left kick panel. Wait at least 10 SECONDS before working on vehicle. Remove left side cap from steering wheel. Release locking lever and disconnect Yellow connector for driver-side air bag module. 2. Pull out glove box while pushing in both right and left sides. Release locking lever and disconnect Yellow connector for passenger-side air bag module (located in glove box opening). Activating System

Reconnect driver-side air bag module and passenger-side air bag module connector. Install AIR BAG or AIR BAG-IG fuse. Perform SYSTEM OPERATION CHECK .

TOYOTA WARNING: Some vehicles are equipped with a passenger-side air bag ON/OFF switch. This switch should NOT be used in place of specified vehicle air bag system disabling and activating procedures. SYSTEM OPERATION CHECK Turn ignition switch to ACC or ON position. Air bag warning light should come on for about 6 seconds, then go out. If air bag warning light does not operate as specified, service air bag system. SERVICE PRECAUTIONS Observe the following precautions when servicing SRS: z

Disable SRS before servicing any SRS or steering column component. Failure to disable air bag could result in accidental air bag deployment and possible personal injury. See DISABLING & ACTIVATING AIR BAG SYSTEM . After turning ignition switch to LOCK position and disconnecting negative battery cable, wait at least 90 SECONDS before working on vehicle. SRS is equipped with a back-up power source that may allow air bag to deploy until 90 seconds after disconnecting negative battery cable. Remove center air bag sensor and front air bag sensors if repairing the vehicle requires impacting (shocking) the vehicle.

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z z z

z z

Center air bag sensor contains mercury. After replacement, DO NOT destroy old part. When scrapping vehicle or replacing center air bag sensor, remove center air bag sensor and dispose of it as toxic waste. Never disassemble and repair front air bag sensors, center air bag sensor or steering wheel pad. Replace dropped, cracked, dented or otherwise damaged component. DO NOT expose front air bag sensors, center air bag sensor or steering wheel pad directly to heat or flame. Information labels are attached to air bag components. Follow all notices on labels. After work on SRS is completed, check air bag warning light to ensure system is functioning properly. See SYSTEM OPERATION CHECK . Always wear safety glasses when servicing or handling an air bag. When placing a live air bag on a bench or other surface, always face air bag and trim cover upward, away from surface. This will reduce motion of module if it is accidentally deployed. After deployment, air bag surface may contain deposits of sodium hydroxide, which irritates skin. Always wear safety glasses, rubber gloves and long-sleeved shirt during clean-up. After clean-up, wash hands using mild soap and water. Carry a live air bag module with trim cover (air bag) pointed away from body to minimize injury in case of accidental air bag deployment. If SRS is not fully functional for any reason, vehicle should not be driven until system is repaired and again becomes operational. DO NOT remove bulbs, modules, sensors or other components or in any way disable system from operating normally. If SRS is not functional, park vehicle until it is repaired and functions properly.

1. Obtain radio anti-theft protection code from owner prior to servicing vehicle or deactivate radio anti-theft function before disconnecting vehicle battery. 2. Place front wheels in straight-ahead position. Turn ignition switch to LOCK position. Disconnect and shield negative battery cable. Wait at least 90 SECONDS before working on vehicle. 3. Remove lower finish panel and steering column lower cover. Remove heater-to-register duct (Supra only). Disconnect driver-side air bag module connector. Air bag connector terminals are automatically shorted together. 4. Disconnect passenger-side air bag connector, accessible through finish plate on top or side of glove box opening. Air bag connector is automatically shorted. Activating Air Bag System

Connect passenger-side air bag connector. Connect driver-side air bag module connector. Install heater-toHelpmelearn Repair Manuals Wednesday, January 18, 2006 7:48:26 PM

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1997 Lexus SC 300 GENERAL INFORMATION Air Bag Deactivation Procedures

register duct (Supra only). Install steering column lower cover and finish panel. Connect negative battery cable. Perform SYSTEM OPERATION CHECK .

VOLKSWAGEN SYSTEM OPERATION CHECK An air bag light is located on left side of instrument cluster. Air bag light is used to indicate readiness of system. This light, which glows when ignition switch is on or engine is started, will stay on a few seconds while air bag control unit performs an electronic test of system. If air bag light does not glow when ignition is on or does not go out after a few seconds, a fault probably exists in system. If a fault occurs while ignition is on, it is stored in fault memory. Warning light will then glow and air bag system will be switched off. If warning light glows or flickers while driving, air bag system should be tested. SERVICE PRECAUTIONS Observe these precautions when working with air bag systems: z

z z z z z

Before disconnecting battery cable(s) and disabling air bag system, obtain radio security code from vehicle owner. DO NOT use a computer memory saver tool. Using computer memory saver tool will keep air bag system active and may cause accidental deployment of air bag. Disable air bag system before servicing any air bag system or steering column component. See DISABLING AIR BAG SYSTEM . Because of critical operating requirements of system, DO NOT attempt to service any air bag system component. Air bag parts should not be left unattended. They should be installed in vehicle immediately after obtaining them. Air bag components which have been dropped more than 20 inches should not be used. DO NOT expose air bag system components to temperatures greater than 212°F (100°C). Chemical cleaners, oil and grease should not contact vinyl covering on air bag. DO NOT place stickers or covers on steering wheel. Always disable air bag system before performing electric welding on vehicle.

DISABLING & ACTIVATING AIR BAG SYSTEM To disable air bag system, disconnect and shield negative battery cable. To activate system, turn ignition switch to ON position. Ensure no one is inside vehicle and connect negative battery cable. Perform a system operational check to ensure proper system operation. See SYSTEM OPERATION CHECK .

VOLVO NOTE:

Information on C70 is not available from manufacturer.

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1997 Lexus SC 300 GENERAL INFORMATION Air Bag Deactivation Procedures

SYSTEM OPERATION CHECK Turn ignition switch to ON position (engine not running). If no fault codes are present, SRS warning light will go out after 10 seconds. If SRS is malfunctioning, SRS fault code will be stored in crash sensor memory during the following conditions: z z z z

SRS warning light does not glow. SRS warning light does not go out after 10 seconds. SRS warning light does not go out after engine is started. SRS warning light comes on while driving.

If SRS warning light indicates a malfunction, diagnose air bag system. Seat Belt Tensioner Inspection

1. There are 2 methods of determining seat belt tensioner activation. Start by pulling seat belt out and releasing it. If belt normally extends easily to full length, tensioner has not been activated. If either belt sticks, jerks when reeling and unreeling or fails to reel, both belts must be replaced. 2. If seat belt tensioner activation cannot be determined, turn ignition switch to OFF position. Disconnect negative battery cable. Remove "B" post inner panel. Insert a steel rod into tensioner tube to establish position of plunger. 3. On 850, S70 and V70, if plunger position is near bottom of tensioner tube, seat belt tensioner has been activated and both belts must be replaced. If plunger position is near top of tensioner tube, seat belt tensioner has not deployed. 4. On 960, S90 and V90, if plunger position is near bottom of tensioner tube, seat belt tensioner has not deployed. If plunger position is near top of tensioner tube, seat belt tensioner has been activated and both belts must be replaced. SERVICE PRECAUTIONS Observe these precautions when working with air bag systems: z

z z z z

Always disable SRS before performing any air bag repairs. See DISABLING & ACTIVATING AIR BAG SYSTEM . Always wear safety glasses and gloves when handling a deployed air bag module and/or seat belt tensioners. Air bag module and/or seat belt tensioners may contain sodium hydroxide deposits, which irritate skin. Use caution when handling sensors. Never strike or jar sensors. All sensors and mounting bracket bolts must be tightened carefully to ensure proper sensor operation. Never apply power to SRS if any SRS crash sensor is not securely mounted to vehicle. Never make any measurement directly on air bag module(s) or seat belt tensioners. Wiring repairs should not be performed on any portion of SRS wiring harness. Always handle air bag modules with trim cover away from body. Always place air bag module on workbench with trim cover facing up, away from loose objects.

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DISABLING & ACTIVATING AIR BAG SYSTEM WARNING: DO NOT disconnect crash sensor connector or standby power unit to disable system. This action could cause air bag to deploy. Disabling System

1. Obtain radio security code from vehicle owner. Ensure radio is off before disconnecting battery. This will prevent damage to radio microprocessor. 2. Before proceeding, see SERVICE PRECAUTIONS . Turn ignition switch to OFF position. Disconnect and shield negative battery cable. Locate and disconnect air bag module and seat belt tensioner connectors and passenger-side air bag module connector. 3. On models with side air bags, remove cover from side seat compartment. Remove transport safety device from inside of cover. Install transport safety device onto side impact sensor. See Fig. 34 . Repeat procedure for opposite front seat. SRS system is now disabled. Activating System

After repairs are performed, ensure all wiring and component connectors are connected. Turn ignition switch to ON position. Connect negative battery cable. Ensure vehicle is not occupied when connecting battery cable. Ensure system is functioning properly. See SYSTEM OPERATION CHECK .

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1997 Lexus SC 300 GENERAL INFORMATION Air Bag Deactivation Procedures

Fig. 34: Disabling Side Air Bags (960, S90 & V90 Shown; 850, S70 & V70 Are Similar) Courtesy of VOLVO CARS OF NORTH AMERICA

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Anti-Lock Brake Safety Precautions

GENERAL INFORMATION Anti-Lock Brake Safety Precautions

* PLEASE READ THIS FIRST * 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.

z z

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 hyudarulic 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 rocommended brake fluids. DO NOT use silicone brake fluids in an ABS equipped vehicle. When instlling transmittion 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).

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1998 Chevrolet Pickup C1500 CANADIAN MODEL REFERENCE Canadian-To-U.S. Model Reference Tables

CANADIAN MODEL REFERENCE Canadian-To-U.S. Model Reference Tables

* PLEASE READ THIS FIRST * NOTE:

All information in this product, unless otherwise noted, is written specifically for vehicles built for the United States market and may or may not apply to vehicles built for the Canadian market. The purpose of this article is to show the relationships between these vehicles and should not be used to determine which repair information applies to vehicles built for the Canadian market.

ASUNA ASUNA MODEL CROSS-REFERENCE Canadian Model US Model 1992-93 Asuna Sunfire 1990-92 Isuzu Impulse & 1990-93 Geo Storm ("R" Body) 1993 Asuna SE 1988-93 Pontiac LeMans ("T Body) 1993 Asuna Sunrunner 1989-99 Geo Tracker ("J" Body)

CHRYSLER CORP. DODGE DODGE MODEL CROSS-REFERENCE Canadian Model 1989-92 Colt 100 1989-92 Colt 200 1989-90 2000 GTX

US Model 1985-88 Colt 1989-92 Colt 1989-90 Mitsubishi Galant

EAGLE EAGLE MODEL CROSS-REFERENCE Canadian Model 1991-93 2000 GTX 1989-91 Vista Notchback 1989-91 Vista Sedan 1989-91 Vista Wagon

US Model 1989-93 Mitsubishi Galant 1989-91 Dodge Colt 1989-91 Dodge Colt 1989-91 Dodge Colt Vista

PLYMOUTH PLYMOUTH MODEL CROSS-REFERENCE Home Tuesday, November 08, 2005 3:09:43 3:09:40 PM

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1998 Chevrolet Pickup C1500 CANADIAN MODEL REFERENCE Canadian-To-U.S. Model Reference Tables

Canadian Model 1978-87 Caravelle (RWD) 1983-88 Caravelle (FWD) 1989-91 Colt 100 1989-91 Colt 200

US Model 1978-87 Dodge Diplomat 1983-88 Dodge 600 1989-91 Dodge Colt 1989-91 Dodge Colt

GENERAL MOTORS CHEVROLET CHEVROLET MODEL CROSS-REFERENCE Canadian Model US Model 1989-91 Chev Sprint 1989-91 Geo Metro 1989-92 Chev Tracker 1989-92 Geo Tracker & 1989-92 Suzuki Sidekick GMC GMC MODEL CROSS-REFERENCE Canadian Model 1989-94 GMC Tracker

US Model 1989-94 Geo Tracker

OPTIMA OPTIMA / PASSPORT MODEL CROSS-REFERENCE Canadian Model US Model 1988-91 Optima Passport 1988-93 Pontiac LeMans ("T" Body) PONTIAC PONTIAC MODEL CROSS-REFERENCE Canadian Model US Model 1989-94 Pontiac Firefly 1989-94 GEO Metro 1987-91 Pontiac Tempest 1987-91 Chevrolet Corsica 1982 Pontiac Grand 1982 Pontiac Bonneville & 1981 Olsmobile Cutlass ("A" Lemans Body) 1985-88 Pontiac Sunbird 1985-88 Chevrolet Spectrum

HYUNDAI HYUNDAI MODEL CROSS-REFERENCE Canadian Model

US Model

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1998 Chevrolet Pickup C1500 CANADIAN MODEL REFERENCE Canadian-To-U.S. Model Reference Tables

1984-87 Hyundai Pony 1984-87 Hyundai Stellar

1987-94 Hyundai Excel & Mitsubish Precis Canadian Only

MAZDA MAZDA MODEL CROSS-REFERENCE Canadian Model US Model 1992-96 MX3 Precidia RS 1992-95 Mazda MX3 1988-97 MX6 Mystere 1988-97 Mazda MX6 & 1988-97 Ford Probe 1992-95 929 Serenia 1988-95 Mazda 929 1993-97 626 Cronos 1988-97 Mazda 626

MERCURY MERCURY MODEL CROSS-REFERENCE Canadian Model 1987 Mercury Tracer

US Model 1988-89 Mercury Tracer

NISSAN NISSAN MODEL CROSS-REFERENCE Canadian Model 1984-86 300 ZX 1991-92 Axxess Wagon 1991-92 Nissan Sentra Classic 1987-89 Nissan Multi Wagon 1984 Nissan Micra

US Model Canadian Only 1990 Axxess Wagon 1987-90 Nissan Sentra 1987-89 Nissan Stanza Wagon Canadian Only

SUZUKI SUZUKI MODEL CROSS-REFERENCE Canadian Model 1985-90 Suzuki Forsa 1982-85 Suzuki SJ410 Samurai

US Model 1985-90 Chevrolet Sprint Canadian Only

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Clutch Trouble Shooting

GENERAL INFORMATION Clutch Trouble Shooting

ALL MODELS CLUTCH TROUBLE SHOOTING Problem & Possible Cause Clutch Chatters/Grabs Incorrect Pedal Adjustment Worn Input Shaft Spline Binding Pressure Plate Binding Throw-Out Lever Uneven Pressure Plate Contact With Flywheel Transmission Misaligned Worn Pressure Plate Oil-Saturated Disc Loose Engine Mounts Clutch Pedal Sticks Down Clutch Cable Binding Weak Pressure Plate Springs Binding Clutch Linkage Broken Clutch Pedal Return Spring Clutch Will Not Release Oil-Saturated Disc Defective Disc Face Disc Sticking on Input Shaft Splines Binding Pilot Bearing Faulty Clutch Master Cylinder Faulty Clutch Slave Cylinder Blown Clutch Hose Sticky Throw-Out Bearing Sleeve Clutch Cable Binding Broken/Loose Bellhousing Rattling/Squeaking Broken Throw-Out Lever Return Spring Faulty Throw-Out Bearing

Action Adjust Free Play Replace Input Shaft Replace Pressure Plate Check Throw-Out Lever, Check Throw-Out Bearing, Check Bearing Retainer Align/Replace Worn Parts Align Transmission Replace Clutch Assembly Replace Clutch Assembly, Repair Oil Leak Replace Engine Mounts Replace Clutch Cable Replace Clutch Assembly Lubricate Linkage Replace Return Spring Replace Clutch Assembly, Repair Oil Leak Replace Clutch Assembly Replace Disc/Input Shaft Replace Pilot Bearing Replace Master Cylinder Replace Slave Cylinder Replace Hose Clean/Lube Sleeve Replace Clutch Cable Check Bellhousing Replace Return Spring Replace Throw-Out Bearing

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Clutch Trouble Shooting

Faulty Clutch Disc Faulty Pilot Bearing Worn Throw-Out Bearing Dry Bearing Retainer Slide For Throw-Out Bearing Sleeve Slipping Faulty Pressure Plate Worn Clutch Disc Incorrect Alignment Faulty Clutch Slave Cylinder No Pedal Pressure Leaky Hydraulic System

Broken Clutch Cable Faulty Throw-Out Lever Broken Clutch Linkage Noisy Clutch Pedal Faulty Safety Switch Noisy Self-Adj. Ratchet Dry Throw-Out Bearing Dry Pilot Bearing Worn Input Shaft

Replace Clutch Disc Replace Pilot Bearing Replace Throw-Out Bearing Lubricate Slide

Replace Clutch Assembly Replace Clutch Assembly Realign Clutch Assembly Replace Slave Cylinder Check Clutch Master Cylinder, Check Clutch Slave Cylinder Check Clutch Hose Replace Clutch Cable Replace Throw-Out Lever Repair Clutch Linkage Check/Replace Switch Replace Ratchet Replace Throw-Out Bearing Replace Pilot Bearing Replace Input Shaft

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1994 Lexus ES 300 GENERAL INFORMATION Computer Relearn Procedures

COMPUTER RELEARN PROCEDURES Vehicles equipped with engine or transmission computers may require a relearn procedure after vehicle battery is disconnected. Many vehicle computers memorize and store vehicle operation patterns for optimum driveability and performance. When vehicle battery is disconnected, this memory is lost. The computer will use default data until new data from each key start is stored. As computer memorizes vehicle operation for each new key start, driveability is restored. Vehicle computers may memorize vehicles operation patterns for 40 of more key starts. Customers often complain of driveability problems during relearn stage because vehicle acts differently then before being serviced. Depending on type and make of vehicle and how it is equipped, the following complaints (driveability problems) may exist: z z z z z

Harsh Or Poor Shift Quality Rough Or Unstable Idle Hesitation Or Stumble Rich Or Lean Running Poor Fuel Mileage

These symptoms and complaints should disappear after a number of drive cycles have been memorized. To reduce the possibility of complaints, after any service which requires battery power to be disconnected, vehicle should be road tested. GENERIC COMPUTER RELEARN PROCEDURES Some manufacturers identify a specific relearn procedure which will help establish suitable driveability during relearn stage. These procedures are especially important if vehicle is equipped with and electronically controlled automatic transmission or transaxle. Always complete procedure before returning vehicle to customer. The following general procedures are to be used if driveability problems are encountered after power loss or battery has been disconnected. These procedures may provide an aid in eliminating these problems. Automatic Transmission z

z z z z z

Set parking brake, start engine in "P" or "N" position. Warm-up vehicle to normal operating temperature or until cooling fan cycles. Allow vehicle to idle for one minute in "N" position. Select "D" and allow engine to idle for one minute. Accelerate at normal throttle position (20-50%) until vehicle shifts into top gear. Cruise at light to medium throttle. Decelerate to a stop, allowing vehicle to downshift, and use brakes normally. Process may be repeated as necessary.

Manual Transmission z

Place transmission in Neutral position.

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1994 Lexus ES 300 GENERAL INFORMATION Computer Relearn Procedures

z z z z

Ensure emergency brake has been set and all accessories are turned off. Start engine and bring to normal operating temperature. Allow vehicle to idle in Neutral for one minute. Initial relearn is complete, and process will be completed during normal driving.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Drive Axle Noise Diagnosis

GENERAL INFORMATION 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. Make sure that cause of trouble actually is in the drive axle before adjusting, repairing, or replacing any 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 trim moldings. In certain conditions, the pitch of exhaust gases may sound like gear whine. At other times, it may be mistaken for a wheel bearing rumble. Tires, especially radial and snow tires, 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 can also cause a whistling or whining noise. Ensure that 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 noise, make 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 by excessive 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 to cause the noise. Home Tuesday, November 08, 2005 2:33:17 2:33:10 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Drive Axle Noise Diagnosis

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 of 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, clunk will not be eliminated by overhauling drive axle.

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 driveshaft 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 driveshaft speed.

CHATTER ON TURNS This is a condition where the whole front or rear vibrates when vehicle is moving. The vibration is easily felt and heard. Extra differential thrust washers installed during axle repair can cause a condition of partial lock-up that creates the chatter.

AXLE SHAFT NOISE Axle shaft noise is similar to gear noise and pinion bearing whine. Axle shaft bearing noise will normally Home Tuesday, November 08, 2005 2:33:10 PM

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Drive Axle Noise Diagnosis

distinguish itself from gear noise by occurring in all driving modes. Noise will persist with transmission in neutral while vehicle is moving at problem speed. If vehicle displays this noise condition, remove suspect axle shafts and replace axle 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 con occur during the total operating speed range of the vehicle. The types of vibrations that can be felt in the vehicle can be divided into 3 main groups: z z z

Vibrations of various unbalanced rotating parts of the vehicle. Resonance vibrations of the body and frame structures caused by rotating of unbalance parts. Tip-in moans of resonance vibrations from stressed engine or exhaust system mounts or driveline flexing modes.

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

2005 Cadillac Escalade EXT GENERAL INFORMATION Using Mitchell1's Wiring Diagrams

COLOR ABBREVIATIONS Color Black Blue Brown Clear Dark Blue Dark Green Green Gray Light Blue Light Green Orange Pink Purple Red Tan Violet White Yellow

Normal BLK BLU BRN CLR DK BLU DK GRN GRN GRY LT BLU LT GRN ORG PNK PPL RED TAN VIO WHT YEL

Optional BK BU BN CR DK BU DK GN GN GY LT BU LT GN OG PK PL RD TN VI WT YL

WIRING DIAGRAM SYMBOLS

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2005 Cadillac Escalade EXT GENERAL INFORMATION Using Mitchell1's Wiring Diagrams

Fig. 1: Identifying Standard Wiring Diagram Symbols

WIRING DIAGRAM GROUND NUMBER LOCATIONS NOTE:

The following illustration depicts standardized ground numbers and locations

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2005 Cadillac Escalade EXT GENERAL INFORMATION Using Mitchell1's Wiring Diagrams

to be used in conjunction with Mitchell1's (R) wiring diagrams applying to 2001 and prior model years only. See Fig. 2 . Wiring diagrams applying to newer model years depict manufacturer-specified ground numbers and locations. Do not utilize the illustration with 2002 and newer model year wiring diagrams.

Fig. 2: Ground Numbers & Locations (2001 & Prior Model Years) Helpmelearn May-13-07 8:02:01 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

2005 Cadillac Escalade EXT GENERAL INFORMATION Using Mitchell1's Wiring Diagrams

WIRING DIAGRAM COMPONENT LOCATIONS When trying to locate a component in a wiring diagram and you don't know the specific system where it is located, use this handy component locator to find the system wiring diagram in which the component is located. Then, go to that system and locate the component within the wiring diagram. For example, if you don't know the specific system in which the ignition switch is located, look up ignition switch in the wiring diagram component location tables and go to the appropriate wiring diagram(s) which contain either full or partial views of the ignition switch. The full view of the ignition switch is located in Power Distribution. The first listing for the component will be the full or most complete view of the component. Additional listings will be partial views of the component. Not all components are used on all models. All components will have a partial view in Ground Distribution and Power Distribution. Data Link Connectors show connecting circuits between modules. Alternate names for components may be listed in wiring diagram component locations tables. WIRING DIAGRAM COMPONENT LOCATIONS Component ABS Electronic Control Unit ABS Hydraulic Unit Acceleration Sensor Accessory Delay Relay A/C Compressor Clutch Relay A/C Sensor A/C Pressure Switch Adaptive Lamp Control Module Air Bag(s) Air Bag Module Air Bag Sensor(s) Air Injection Pump Relay Air Temperature Sensor Alternator (Generator) Anti-Theft Control Module Autolamp Control Relay Automatic Shutdown (ASD) Relay Autostick Switch Auxiliary Battery Relay Back-Up Lights Barometric (BARO) Pressure Sensor Battery

Wiring Diagram Anti-Lock Brakes; Data Link Connectors Anti-Lock Brakes Anti-Lock Brakes Power Windows Engine Performance Engine Performance Engine Performance Exterior Lights Air Bag Restraint System Air Bag Restraint System Air Bag Restraint System Engine Performance Overhead Console Generators & Regulators Anti-Theft System; Starters Headlight Systems; Daytime Running Lights Engine Performance; Generators & Regulators Engine Performance Generators & Regulators Back-Up Lights; Exterior Lights Engine Performance Power Distribution

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

2005 Cadillac Escalade EXT GENERAL INFORMATION Using Mitchell1's Wiring Diagrams

Battery Temperature Sensor Body Control Module Boost Control Solenoid Boost Sensor Brake Fluid Level Switch Brake On/Off (BOO) Switch Buzzer Module Camshaft Position (CMP) Sensor Central Control Module Clockspring Clutch Pedal Position Switch Clutch Start Switch Combination Meter Constant Control Relay Module (CCRM) Convenience Center Convertible Top Motor Convertible Top Switch Crankshaft Position (CKP) Sensor Cruise Control Module Cruise Control Switch Condenser Fan Relay(s) Data Link Connector (DLC) Daytime Running Lights Module Defogger Relay Diagnostic Energy Reserve Module (DERM) Discriminating Sensor (Air Bag) Distributor Door Lock Actuators Door Lock Relay(s) Electrochromic Mirror Electronic Level Control (ELC) Height Sensor Electronic Level Control (ELC) Module Engine Coolant Temperature (ECT) Sending Unit Engine Coolant Temperature

Engine Performance Body Control Computer; Anti-Theft System; Daytime Running Lights; Engine Performance; Headlight Systems; Warning Systems Engine Performance Engine Performance Analog Instrument Panels Cruise Control Systems; Engine Performance; Shift Interlock Systems Warning Systems Engine Performance Anti-Theft System Air Bag Restraint System; Cruise Control Systems; Steering Column Switches Starters Starters Analog Instrument Panels Engine Performance; Electric Cooling Fans Power Distribution; Illumination/Interior Lights Power Convertible Top Power Convertible Top Engine Performance Cruise Control Systems Cruise Control Systems Electric Cooling Fans Engine Performance Daytime Running Lights; Exterior Lights Rear Window Defogger Air Bag Restraint System Air Bag Restraint System Engine Performance Power Door Locks; Remote Keyless Entry Power Door Locks Power Mirrors Electronic Suspension Electronic Suspension Analog Instrument Panels Engine Performance

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

2005 Cadillac Escalade EXT GENERAL INFORMATION Using Mitchell1's Wiring Diagrams

(ECT) Sensor Engine Control Module ETACS ECU Evaporative (EVAP) Emissions Canister EVAP Canister Purge Solenoid EVAP Canister Vent Solenoid Exhaust Gas Recirculation (EGR) Valve Fuel Tank Vacuum Sensor Fog Lights Fog Light Relay Fuel Door Release Solenoid Fuel Gauge Sending Unit Fuel Injectors Fuel Pump Fuel Pump Relay Fuse/Relay Block Fusible Links Generator Generic Electronic Module (GEM) Glow Plug Relay Glow Plugs Grounds Headlight Door Module Headlight Relay Headlights Heated Oxygen Sensor(s) (HO2S) Heated Windshield Control Module Height Sensor Horns Horn Relay Idle Air Control (IAC) Motor/Valve Ignition Coil(s) Ignition Key Lock Cylinder Ignition Module Ignition Switch Illuminated Entry Module

Engine Performance; Generators & Regulators; Starters Warning Systems; Power Windows; Remote Keyless Entry Engine Performance Engine Performance Engine Performance Engine Performance Engine Performance Headlight Systems; Daytime Running Lights Headlight Systems; Daytime Running Lights Power Fuel Door Release Analog Instrument Panels Engine Performance Engine Performance Engine Performance; Power Distribution Power Distribution Power Distribution; Generators & Regulators; Starters Generators & Regulators; Engine Performance; Power Distribution Body Control Modules; Electronic Suspension Engine Performance Engine Performance Ground Distribution Headlight Doors Headlight Systems; Daytime Running Lights Headlight Systems; Daytime Running Lights Engine Performance Heated Windshields Electronic Suspension Steering Column Switches Steering Column Switches Engine Performance Engine Performance Anti-Theft System Engine Performance Power Distribution; Engine Performance; Generators & Regulators; Starters Illumination/Interior Lights

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

2005 Cadillac Escalade EXT GENERAL INFORMATION Using Mitchell1's Wiring Diagrams

Illumination Lights Impact Sensor Inertia Fuel Shutoff Switch Inhibit Relay Instrument Cluster Intake Air Temperature (IAT) Sensor Interior Lights Interlock Switch Junction Block Keyless Entry Receiver Key Reminder Switch Knock Sensor Lamp Control Module License Plate Lamp Lighting Control Module Lower Relay Malfunction Indicator Light (MIL) Manifold Absolute Pressure (MAP) Sensor Mass Airflow (MAF) Sensor Mega Fuse Memory Seat/Mirror Module Mirror Defogger Moon Roof Motor Moon Roof Relay Multi-Function Control Module Neutral Safety Switch Oil Level Switch Oil Pressure Switch/Sending Unit Overhead Console Oxygen Sensor(s) (O2S) Parking Brake Switch Park Lights Park/Neutral Position Switch Perimeter Lighting Control Relay Power Amplifier Power Antenna Module Power Antenna Motor

Illumination/Interior Lights Air Bag Restraint System Engine Performance Starters Analog Instrument Panels Engine Performance Illumination/Interior Lights Starters Power Distribution Remote Keyless Entry Starters Engine Performance Exterior Lights Exterior Lights Lighting Control Modules; Anti-Theft System; Daytime Running Lights; Headlight Systems Power Convertible Top Engine Performance; Instrument Panels Engine Performance Engine Performance Generators & Regulators Memory Systems Rear Window Defogger Power Moon Roof Power Moon Roof Warning Systems Starters Engine Performance Analog Instrument Panels; Engine Performance Overhead Console Engine Performance Analog Instrument Panels Exterior Lights Starters; Engine Performance; Anti-Theft System; Body Control Module Exterior Lights Power Antennas Power Antennas Power Antennas

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

2005 Cadillac Escalade EXT GENERAL INFORMATION Using Mitchell1's Wiring Diagrams

Power Distribution Center Power Door Lock Motors Power Mirror Motors Power Sliding Door Controller Power Seat Motors Power Steering Pressure Switch Power Top Motor Power Top Relay(s) Powertrain Control Module Power Window Motors Power Window Relay(s) Radiator Fan Motor(s) Radiator Fan Relay(s) Rainsense Module Raise Relay Remote Anti-Theft Personality (RAP) Module Seat Belt Pretensioners Seat Belt Retractor Solenoid Seat Belt Switch Shift Interlock Solenoid Shift Lock Actuator Side Marker Lights SIR Coil Assembly (Clockspring) Slip Ring (Clockspring) SRS Control Module Starter Motor Starter Interrupt Relay Starter Solenoid Starter Relay Steering Wheel Position Sensor Stoplights Stoplight Switch Sun Roof ECU Sun Roof Motor Sun Roof Position Sensor Taillights Throttle Position (TP) Sensor Torque Converter Clutch Solenoid/Switch

Power Distribution; Generators & Regulators; Starters Power Door Locks Power Mirrors; Memory Systems Power Sliding Side Door Power Seats; Memory Systems Engine Performance Power Convertible Top Power Convertible Top Engine Performance; Analog Instrument Panels; Cruise Control Systems; Data Link Connectors; Generators & Regulators; Starters Power Windows Power Windows Electric Cooling Fans Engine Performance; Electric Cooling Fans; Wiper/Washer Systems Power Convertible Top Anti-Theft System; Starters; Warning Systems Air Bag Restraint System Passive Restraints Air Bag Restraint System; Passive Restraints Shift Interlock Systems Shift Interlock Systems Exterior Lights Air Bag Restraint System Air Bag Restraint System; Steering Column Switches Air Bag Restraint System Starters Starters Starters Starters Anti-Lock Brakes Exterior Lights Engine Performance; Cruise Control Systems; Anti-Lock Brakes Power Sun Roof Power Sun Roof Power Sun Roof Exterior Lights Engine Performance Engine Performance

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2005 Cadillac Escalade EXT GENERAL INFORMATION Using Mitchell1's Wiring Diagrams

Traction Control Switch Trailer Tow Connector Trailer Tow Relay Transmission/Transaxle Transmission Control Module (TCM) Transmission Range Sensor Transmission Range Switch Turn Signal Flasher Turn Signal Lights Twilight Sentinel Switch Vapor Canister Leak Detection Pump Vehicle Control Module (VCM) Vehicle Dynamic Module Vehicle Speed Control Servo Vehicle Speed Sensor Voltage Regulator Water-In-Fuel Sensor Wheel Speed Sensors Window Timer Module Windshield Intermittent Wiper Relay Windshield Washer Motor Wiper Motor

Anti-Lock Brakes Exterior Lights Exterior Lights Engine Performance Engine Performance; Starters Starters; Back-Up Lights; Engine Performance Back-Up Lights; Engine Performance; Anti-Theft System Exterior Lights Exterior Lights Headlight Systems; Daytime Running Lights Engine Performance Engine Performance Electronic Suspension Cruise Control Systems Data Link Connectors; Analog Instrument Panels; Cruise Control Systems; Electronic Suspension Generators & Regulators Engine Performance; Analog Instrument Panels Anti-Lock Brakes Power Convertible Top Wiper/Washer Systems Wiper/Washer Systems Wiper/Washer Systems

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Electrostatic Discharge (ESD) Warning - Basic Information

GENERAL INFORMATION Electrostatic Discharge (ESD) Warning - Basic Information

INTRODUCTION NOTE:

This article is intended for general information purposes only.

All Electrostatic Discharge (ESD) sensitive components contain solid state circuits (transistors, diodes, semiconductors) that may become damaged when contacted with an electrostatic charge. The following information applies to all ESD sensitive devices. The ESD symbol shown in Fig. Fig. 1 may be used on schematics to indicate which components are ESD sensitive. See Fig. 1 . Although different manufactures may display different symbols to represent ESD sensitive devices, the handling and measuring precautions and procedures are the same.

Fig. 1: Sample ESD Symbol Home Tuesday, November 08, 2005 2:38:40 2:38:38 PM

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Electrostatic Discharge (ESD) Warning - Basic Information

HANDLING STATIC-SENSITIVE CIRCUITS/DEVICES When handling an electronic part that is ESD sensitive, the technician should follow these guidelines to reduce any possible electrostatic charge build-up on the technician's body and the electronic part. 1. Always touch a known good ground source before handling the part. This should be repeated while handling the part and more frequently after sitting down from a standing position, sliding across the seat or walking a distance. 2. Avoid touching electrical terminals of the part, unless instructed by a diagnostic procedure. 3. DO NOT open the package of a new part until it is time to install the part. 4. Before removing the part from its package, ground the package to a known good ground source.

CHECKING STATIC-SENSITIVE CIRCUITS/DEVICES 1. Solid State circuits in electronic devices are shown greatly simplified in schematics. See Fig. 2 . Due to the simplification of the electronic devices on the schematic, resistance measurements could be misleading or could lead to an electrostatic discharge. Always follow the recommended diagnostic procedure.

Fig. 2: Sample Schematic Showing Typical ESD Sensitive Device 2. Only measure resistance at the terminals of the devices when instructed by the recommended diagnostic procedure. 3. When using a voltmeter, be sure to connect the ground lead first.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

GENERAL INFORMATION Engine Overhaul Procedures

* PLEASE READ THIS FIRST * 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 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 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 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 Home Tuesday, November 08, 2005 2:37:12 2:37:05 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

upon completion is required on both procedures. Magnetic particle inspection applies to ferrous materials only. PENETRANT INSPECTION 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 If an expensive part is suspected of internal cracking, ultrasonic testing is used. Sound waves are used for component inspection. X-RAY INSPECTION 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 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 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 Home Tuesday, November 08, 2005 2:37:05 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

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 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 SHEET METAL PARTS 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 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. Home Tuesday, November 08, 2005 2:37:05 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

CYLINDER HEAD REPLACEMENT REMOVAL 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 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.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

Fig. 1: Typical Cylinder Head Tightening or Loosening Sequence VALVE ADJUSTMENT 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 Home Tuesday, November 08, 2005 2:37:05 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

CYLINDER HEAD DISASSEMBLY 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 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. Home Tuesday, November 08, 2005 2:37:05 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

Fig. 3: Checking Cylinder Head for Warpage VALVE SPRINGS 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-ofsquare exceeds manufacturer's specification.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

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.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

Fig. 5: Checking Valve Spring Pressure VALVE GUIDE 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 .

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

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 . Home Tuesday, November 08, 2005 2:37:05 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

Fig. 7: Reaming Valve Guides Replacing Valve Guide Home Tuesday, November 08, 2005 2:37:05 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

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 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.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

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. Valveto-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 Home Tuesday, November 08, 2005 2:37:06 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

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 Home Tuesday, November 08, 2005 2:37:06 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

the valve seat. CYLINDER HEAD REASSEMBLY 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 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. Home Tuesday, November 08, 2005 2:37:06 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

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/cm 2 ) 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 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 .

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Fig. 12: Measuring Valve Spring Installed Height ROCKER ARMS & ASSEMBLIES 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 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. Home Tuesday, November 08, 2005 2:37:06 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

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 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 selectfitted and are not interchangeable. Inspect all components for wear. Note amount of wear in lifter body-tocamshaft 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.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

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 Home Tuesday, November 08, 2005 2:37:06 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

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 RIDGE REMOVAL 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 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 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. Home Tuesday, November 08, 2005 2:37:06 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

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 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 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.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

Fig. 14: Installing Typical Piston Pin CHECKING PISTON RING CLEARANCES 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.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

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 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.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

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 .

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

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 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.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

Fig. 18: Measuring Connecting Rod Side Clearance MAIN & CONNECTING ROD BEARING CLEARANCE 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.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

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 REMOVAL 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. Home Tuesday, November 08, 2005 2:37:06 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

CLEANING & INSPECTION 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 Home Tuesday, November 08, 2005 2:37:06 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

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 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 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 Home Tuesday, November 08, 2005 2:37:06 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

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 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 Home Tuesday, November 08, 2005 2:37:06 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

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 Home Tuesday, November 08, 2005 2:37:06 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

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 CLEANING & INSPECTION 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. Home Tuesday, November 08, 2005 2:37:06 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

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 Removal & Installation

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 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 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 TIMING CHAINS Home Tuesday, November 08, 2005 2:37:06 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

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 .

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

Fig. 24: Typical Gear Timing Mark Alignment TIMING BELTS 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 .

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

Fig. 25: Typical Camshaft Belt Sprocket Alignment TENSION ADJUSTMENT 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 .

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

Fig. 26: Adjusting Typical Timing Belt Tension

TIMING GEARS TIMING GEAR BACKLASH & RUNOUT 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 Home Tuesday, November 08, 2005 2:37:07 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

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 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 .

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

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 Home Tuesday, November 08, 2005 2:37:07 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

OIL PUMP ROTOR TYPE 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

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

Fig. 31: Measuring Rotor Clearance GEAR TYPE 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.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

Fig. 32: Typical Gear Type Oil Pump

Fig. 33: Measuring Oil Pump Gear Cavity

BREAK-IN PROCEDURE ENGINE PRE-OILING 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

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Overhaul Procedures

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 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 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 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 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.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Performance Diagnostic Routine Outline

GENERAL INFORMATION Engine Performance Diagnostic Routine Outline

WHERE DOES DRIVEABILITY DIAGNOSIS START? PERFORM BASIC INSPECTION 1. Verify Customer Complaint 2. Perform Visual Inspection (See Basic Diagnostic Procedures) 3. Test Engine Sub-Systems (See Basic Diagnostic Procedures) z Mechanical Condition (Compression) z Ignition Output z Fuel Delivery 4. Check Air Induction System For Leaks 5. Check & Adjust Basic Engine Settings (See On-Vehicle Adjustments) z Ignition Timing z Idle Speed CHECK FOR TROUBLE CODES 1. Check for Diagnostic Trouble Codes (DTCs). (See Self-Diagnostics) 2. Repair cause of DTCs. 3. Clear PCM memory and repeat self-test. DIAGNOSE SYMPTOM 1. If no self-diagnostics available, or no trouble codes present, identify symptom. 2. See trouble shooting procedure to identify problem. (See Trouble Shooting - No Codes) TEST SYSTEM 1. Perform required tests. (See Systems & Component Testing) 2. Verify complaint is repaired.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Engine Performance Safety Precautions

GENERAL INFORMATION Engine Performance Safety Precautions z

z z

z z z z

Always refer to Emission Decal in engine compartment before servicing vehicle. If manual and decal differ, always use decal specifications. Do not allow or create a condition of misfire in more than one cylinder for an extended period of time. Damage to converter may occur due to loading converter with unburned air/fuel mixture. Always turn ignition off and disconnect negative battery cable BEFORE disconnecting or connecting computer or other electrical components. DO NOT drop or shock electrical components such as computer, airflow meter, etc. DO NOT use fuel system cleaning compounds that are not recommended by the manufacturer. Damage to gaskets, diaphragm materials and catalytic converter may result. Before performing a compression test or cranking engine using a remote starter switch, disconnect coil wire from distributor and secure it to a good engine ground, or disable ignition. Before disconnecting any fuel system component, ensure fuel system pressure is released. Use a shop towel to absorb any spilled fuel to prevent fire. DO NOT create sparks or have an open flame near battery. If any fuel system components such as hoses or clamps are replaced, ensure they are replaced with components designed for fuel system use. Always reassemble throttle body components with new gaskets, "O" rings and seals. If equipped with an inertia switch, DO NOT reset switch until fuel system has been inspected for leaks. Wear safety goggles when drilling or grinding. Wear proper clothing which protects against chemicals and other hazards.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION TROUBLE SHOOTING

GENERAL INFORMATION TROUBLE SHOOTING

ENGINE PERFORMANCE TUNE-UP TROUBLE SHOOTING Problem & Possible Cause Carbon Fouled Plugs Clogged Air Filter Incorrect Idle Speed Faulty Ignition Wiring Sticky Valves/Worn Valve Seal Fuel Injection Operation Wet/Oil Fouled Plugs Worn Rings/Pistons Excessive Cylinder Wear Plug Gap Bridged Combustion Chamber Carbon Deposits Blistered Electrode Engine Overheating Loose Spark Plugs Over-Advanced Timing Wrong Plug Heat Range Melted Electrodes Incorrect Timing Burned Valves Engine Overheating Wrong Plug Heat Range Engine Won't Start Loose Connections No Power Loose/Worn Timing Belt/Chain/Gears Engine Runs Rough Leaky/Clogged Fuel Injectors Leaky/Clogged Fuel Lines Clogged Fuel Filter Incorrect Timing Faulty Plugs/Wires Uneven Compression

Action Replace Air Filter Reset Idle Speed Replace Ignition Wiring Check Valve Train Check Fuel Injection Overhaul/Replace Engine Overhaul/Replace Engine Clean Combustion Chamber Check Cooling System Clean/Torque Plugs Reset Timing Install Correct Plug Reset Timing Replace Valves Check Cooling System Install Correct Plug Check Connections Check Fuses/Battery Check Belt/Chain/Gears Repair Fuel Injectors Repair Fuel Lines Replace Fuel Filter Reset Timing/Check Advance Replace Plugs/Wires Overhaul/Replace Engine

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION TROUBLE SHOOTING

Poor Acceleration Incorrect Ignition Timing Leaky Valves Component Failure Spark Arcing Defective Pick-Up Coil Defective Ignition Coil Defective Control Unit Ignition Diagnosis By Scope Pattern All Firing Lines Abnormally High Retarded Ignition Timing Lean Air/Fuel Mixture High Secondary Resistance All Firing Lines Abnormally Low Rich Air/Fuel Mixture Arcing Coil Wire Cracked Coil Low Coil Output Low Compression Several High Firing Lines Fuel Mixture Unbalanced EGR Valve Stuck Open High Plug Wire Resistance Cracked/Broken Plugs Intake Vacuum Leak Several Low Firing Lines Fuel Mixture Unbalanced Plug Wires Arcing Cracked Coil Arcing Uneven Compression Faulty Spark Plugs Cylinders Not Firing Cracked Distributor Cap Shorted Plug Wires Mechanical Engine Fault Spark Plugs Fouled Carbon Track in Distributor Cap Hard Starting Defective Ignition Coil(s)

Reset Timing Check Compression Replace Faulty Part Replace Pick-Up Coil Replace Ignition Coil Replace Control Unit

Reset Ignition Timing Adjust Fuel Mixture Repair Secondary Ignition Adjust Air/Fuel Mixture Replace Coil Wire Replace Coil Replace Coil Check/Repair Engine Check Fuel System Clean/Replace EGR Valve Replace Plug Wire Replace Plugs Repair Leak Adjust Fuel Mixture Replace Plug Wires Replace Coil Check/Repair Engine Replace Plugs Replace Cap Replace Plug Wires Check/Repair Engine Replace Plugs Replace Cap Replace Coil(s)

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION TROUBLE SHOOTING

Fouled Spark Plugs Incorrect Timing FUEL INJECTION TROUBLE SHOOTING Problem & Possible Cause Cold Start Valve Inoperative Poor Vacuum/Electrical Connection Contaminated Fuel Bad Fuel Pump Relay/Circuit Battery Voltage Low Low Fuel Pressure No Distributor Reference Pulse Coolant Temp. Sensor Defective No Power To Injectors Hard Starting Defective Idle Air Control (IAC) EGR Valve Open Restricted Fuel Lines Poor MAP Sensor Signal Engine Stalls During Parking Maneuver Rough Idle Dirty Fuel Injectors Poor MAP Sensor Signal Intermittent Fuel Injector Operation Erratic Vehicle Speed Sensor Inputs Poor O 2 Sensor Signal

Replace Plugs Reset Ignition Timing

Action Test Cold Start Valve Repair Connections Test Fuel for Water/Alcohol Test Relay/Wiring Charge/Test Battery Test Press. Regulator/Pump Repair Ignition System Test Temp. Sensor/Circuit Check Injector Fuse/Relay Test IAC and Circuit Test EGR Valve/Control Circuit Inspect/Replace Fuel Lines Test MAP Sensor/Circuit Check P.S. Press. Switch Clean/Replace Injectors Test MAP Sensor/Circuit Check Harness Connectors Harness Too Close to Plug Wires Test O 2 Sensor/Circuit

Faulty PCV System Poor Acceleration Weak Fuel Pump Dirty Fuel Injectors Excessive Intake Valve Deposits Poor High Speed Operation Low Fuel Pump Volume Poor MAP Sensor Signal Acceleration Ping/Knock Faulty EGR System Poor Knock Sensor Signal Poor Baro Sensor Signal Improper Ignition Timing

Check PCV Valve and Hoses Replace Fuel Pump Clean/Replace Injectors Clean Intake System Faulty Fuel Pump/Filter Test Speed Sensor/Circuit Check EGR Valve and Hoses Test Knock Sensor/Circuit Test Baro Sensor/Circuit Adjust Timing

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION TROUBLE SHOOTING

Engine Overheating Poor Quality Fuel Carbon Build-Up

Check Cooling System Use Different Fuel Decarbon Engine

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION English-Metric Conversion Chart

GENERAL INFORMATION English-Metric Conversion Chart

METRIC CONVERSIONS Metric conversions are making life more difficult for the mechanic. In addition to increasing the number of tools required, metric-dimensioned nuts and bolts are used alongside English components in many new vehicles. The mechanic has to decide which tool to use, slowing down the job. The tool problem can be solved by trial and error, but some metric conversions aren't so simple. Converting temperature, lengths or volumes requires a calculator and conversion charts, or else a very nimble mind. Conversion charts are only part of the answer though, because they don't help you "think" metric, or "visualize" what you are converting. The following examples are intended to help you "see" metric sizes: LENGTH Meters are the standard unit of length in the metric system. The smaller units are 10ths (decimeter), 100ths (centimeter), and 1000ths (millimeter) of a meter. These common examples might help you to visualize the metric units: z z z

A meter is slightly longer than a yard (about 40 inches). An aspirin tablet is about one centimeter across (.4 inches). A millimeter is about the thickness of a dime.

VOLUME The metric weight system is based on the gram, with the most common unit being the kilogram (1000 grams). Our comparable units are ounces and pounds: z z

A kilogram is about 2.2 pounds. A kilogram is about 2.2 pounds.

TORQUE Torque is somewhat complicated. The term describes the amount of effort exerted to turn something. A chosen unit of weight or force is applied to a lever of standard length. The resulting leverage is called torque. In our standard system, we use the weight of one pound applied to a lever a foot long, resulting in the unit called a foot-pound. A smaller unit is the inch-pound (the lever is one inch long). Metric units include the meter kilogram (lever one meter long with a kilogram of weight applied) and the Newton-meter (lever one meter long with force of one Newton applied). Some conversions are: z z z

A meter kilogram is about 7.2 foot pounds. A foot pound is about 1.4 Newton-meters. A centimeter kilogram (cmkg) is equal to .9 inch pounds.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION English-Metric Conversion Chart

PRESSURE Pressure is another complicated measurement. Pressure is described as a force or weight applied to a given area. Our common unit is pounds per square inch. Metric units can be expressed in several ways. One is the kilogram per square centimeter (kg/cm 2 ). Another unit of pressure is the Pascal (force of one Newton on an area of one square meter), which equals about 4 ounces on a square yard. Since this is a very small amount of pressure, we usually see the kiloPascal, or kPa (1000 Pascals). Another common automotive term for pressure is the bar (used by German manufacturers), which equals 10 Pascals. Thoroughly confused? Try the examples below: z z z z

Atmospheric pressure at sea level is about 14.7 psi. Atmospheric pressure at sea level is about 1 bar. Atmospheric pressure at sea level is about 1 kg/cm 2 . One pound per square inch is about 7 kPa.

CONVERSION FACTORS CONVERSION FORMULA To Convert LENGTH Millimeters (mm) Inches Meters (M) Feet Kilometers (Km) AREA Square Centimeters (cm 2 ) Square Inches VOLUME Cubic Centimeters Cubic Inches Liters Cubic Inches Liters Quarts Liters Pints Liters Ounces WEIGHT Grams

Multiply By

Inches Millimeters Feet Meters Miles

.03937 25.4 3.28084 .3048 .62137

Square Inches

.155

Square Centimeters

6.45159

Cubic Inches Cubic Centimeters Cubic Inches Liters Quarts Liters Pints Liters Ounces Liters

.06103 16.38703 61.025 .01639 1.05672 .94633 2.11344 .47317 33.81497 .02957

Ounces

.03527

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION English-Metric Conversion Chart

Ounces Kilograms Pounds WORK Centimeter Kilograms Pounds/Sq. Inch Bar Pounds/Sq. Inch Atmosphere Pounds/Sq. Inch TEMPERATURE Centigrade Degrees Fahrenheit Degrees

Grams Pounds Kilograms

28.34953 2.20462 .45359

Inch Pounds Kilograms/Sq. Centimeter Pounds/Sq. Inch Bar Pounds/Sq. Inch Atmosphere

.8676 .07031 14.504 .06895 14.696 .06805

Fahrenheit Degrees

(C°x 9 / 5 )+32

Centigrade Degrees

(F°-32)x 5 / 9

EQUIVALENCIES Inches 1/64 1/32 3/64 1/16 5/64 3/32 7/64 1/8 9/64 5/32 11/64 3/16 13/64 7/32 15/64 1/4 17/64 9/32 19/64 5/16 21/64 11/32

Decimals .016 .031 .047 .063 .078 .094 .109 .125 .141 .156 .172 .188 .203 .219 .234 .250 .266 .281 .297 .313 .328 .344

mm .397 .794 1.191 1.588 1.984 2.381 2.778 3.175 3.572 3.969 4.366 4.763 5.159 5.556 5.953 6.350 6.747 7.144 7.541 7.938 8.334 8.731

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION English-Metric Conversion Chart

23/64 3/8 25/64 13/32 27/64 7/16 29/64 15/32 31/64 1/2 33/64 17/32 35/64 9/16 37/64 19/32 39/64 5/8 41/64 21/32 43/64 11/16 45/64 23/32 47/64 3/4 49/64 25/32 51/64 13/16 53/64 27/32 55/64 7/8 57/64 29/32 59/64 15/16 61/64

.359 .375 .391 .406 .422 .438 .453 .469 .484 .500 .516 .531 .547 .563 .578 .594 .609 .625 .641 .656 .672 .687 .703 .719 .734 .750 .766 .781 .797 .813 .828 .844 .859 .875 .891 .906 .922 .938 .953

9.128 9.525 9.992 10.319 10.716 11.113 11.509 11.906 12.303 12.700 13.097 13.494 13.891 14.288 14.684 15.081 15.478 15.875 16.272 16.669 17.066 17.463 17.859 18.256 18.653 19.050 19.447 19.844 20.241 20.638 21.034 21.431 21.828 22.225 22.622 23.019 23.416 23.813 24.209

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION English-Metric Conversion Chart

31/32 63/64 1

.969 .984 1.000

24.606 25.003 25.400

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Gear Tooth Contact Patterns

GENERAL INFORMATION Gear Tooth Contact Patterns

INSPECTION Wipe lubricant from internal parts. Rotate gears and inspect for wear or damage. Mount dial indicator to housing and check backlash at several points around ring gear. Backlash must be within specification at all points. If no defects are found, check gear tooth pattern contact. NOTE:

Drive pattern should be well centered on ring gear teeth. Coast pattern should be centered, but may be slightly toward toe of ring gear teeth.

GEAR TOOTH CONTACT PATTERN 1. Paint ring gear teeth with marking compound. Wrap cloth or rope around drive pinion flange to act as brake. Rotate gear until clear contact pattern is obtained. 2. Contact pattern will indicate whether correct pinion bearing mounting shim has been installed and if drive gear backlash has been set properly. Backlash between drive gear pinion must be maintained within specified limits until correct tooth pattern is obtained.

ADJUSTMENTS GEAR BACKLASH & PINION SHIM CHANGES 1. With no change in backlash, moving pinion further from ring gear moves drive pattern toward heel and top of tooth, and moves coast pattern toward toe and top of tooth. 2. With no change in backlash, moving pinion closer to ring gear moves drive pattern toward toe and bottom of tooth, and moves coast pattern toward heel and bottom of tooth. 3. With no change in pinion shim thickness, an increase in backlash moves ring gear further from pinion. Both drive and coast patterns move toward heel and top of tooth. 4. With no change in pinion shim thickness, a decrease in backlash moves ring gear closer to pinion gear. Both drive and coast patterns move toward toe and bottom of tooth.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Gear Tooth Contact Patterns

C:\DOCUME~1\JAYFOS~1\LOCALS~1\Temp\mric_tmp\~od18C.jpg (2104 x 1532) @ 564.48px

Fig. 1: Drive Axle Gear Tooth Patterns

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION General Cooling System Service

GENERAL INFORMATION General Cooling System Service

DESCRIPTION The liquid cooling system consists of a radiator, water pump, thermostat, electric or belt-driven cooling fan, pressure cap, heater, and various connecting hoses and cooling passages in the engine block and cylinder head.

MAINTENANCE DRAINING Remove radiator cap and open heater control valve to maximum heat position. Open drain cocks or remove plugs in bottom of radiator and engine block. In-line engines usually have one plug or drain cock, while "V" type engines have 2, one in each bank of cylinders. FLUSHING CAUTION: Some manufacturers use an aluminum and plastic radiator. Flushing solution must be compatible with aluminum. Radiator

Connect flushing gun to water outlet of radiator. Disconnect water inlet hose. To prevent flooding engine, use a hose connected to radiator inlet. Use air in short bursts to prevent damage to radiator. Continue flushing until water runs clear. Engine Block

To flush engine, remove thermostat. Connect flushing gun to water outlet of radiator. Use air in short bursts to prevent damage to radiator. Continue flushing until water runs clear. REFILLING To prevent air from being trapped in engine block, engine should be running when refilling cooling system. After system is full, continue running engine until thermostat is open, then recheck fill level. Do not overfill system.

TESTING THERMOSTAT 1. Remove and inspect thermostat for corrosion and proper seating of valve. If okay, suspend thermostat and thermometer in a 50/50 mixture of coolant and water. See Fig. 1 . DO NOT allow thermostat or Home Tuesday, November 08, 2005 2:37:55 2:37:52 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION General Cooling System Service

thermometer to touch bottom or container. Heat water until thermostat begins to open. 2. Read temperature on thermometer. This is the initial opening temperature and should be within specification. Continue heating water until thermostat is fully open and note temperature. This is the fully open temperature. If either reading is not to specification, replace thermostat.

Fig. 1: Testing Thermostat in Coolant/Water Solution PRESSURE TESTING A pressure tester is used to check both radiator cap and complete cooling system. Follow pressure tester manufacturer instructions and test components as follows: Radiator Cap

Visually inspect radiator cap. If cap looks okay, connect pressure tester to cap. See Fig. 2 . Pressurize tester to full radiator cap specification. Replace cap if it fails to hold pressure.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION General Cooling System Service

Fig. 2: Pressure Testing Radiator Cap Cooling System

1. Turn ignition off and allow engine to cool. Ensure radiator if filled to correct level. Remove cap and attach pressure tester to radiator. Pressurize tester to full radiator rating specification. 2. If pressure drops, check for external leaks. If no leaks are found, start engine and allow to idle. If pressure builds up immediately, check cylinder head and block for cracks. If pressure does not build up immediately, go to next step. CAUTION: DO NOT allow excess pressure to build in cooling system or damage may result. 3. Using pressure tester, pump cooling system up to pressure specified on radiator cap. If pump gauge pointer vibrates, compression or combustion leak into cooling system is indicated. Isolate leak by shorting each spark plug wire to cylinder block. Gauge pointer vibration will stop or decrease when leaking cylinder is shorted.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION How To Use The Engine Performance Section - 1989 & Newer Models

GENERAL INFORMATION How To Use The Engine Performance Section - 1989 & Newer Models

HOW TO USE THE ENGINE PERFORMANCE SECTION Congratulations, you have purchased the most advanced automotive repair and service information available. This information can help you, as a professional automotive technician, to maintain top vehicle performance, and correct driveability problems on today's high-tech vehicles. For your convenience and ease in use, all of our engine performance service and repair information is consistently organized by manufacturer, using a progressive diagnostic/workflow approach. Due to the differences in how each manufacturer approaches diagnosis and repair, once started and inside of an article, that manufacturer may drive the workflow in a direction other than what is outlined here. The progressive diagnostic/workflow of our data is as follows: z z z z z z

APPLICATION to identify vehicle and system usage. EMISSION APPLICATION to identify emission system usage. SPECIFICATIONS to quickly find an engine performance service specification. ADJUSTMENTS to perform engine performance related routine adjustments. THEORY & OPERATION to familiarize yourself with new systems and technologies. BASIC DIAGNOSTIC PROCEDURES located under TESTING & DIAGNOSTICS, also referred to as BASIC TESTING, is used for performing a basic vehicle inspection and is also the starting point for diagnosis of a "no-start" condition. SELF-DIAGNOSTICS located under TESTING & DIAGNOSTICS, also referred to as TESTS W/CODES, is where manufacturer specific procedures for retrieving, identifying and diagnosing DTCs (trouble codes) retained in a control modules memory are located. TROUBLE SHOOTING - NO CODES located under TESTING & DIAGNOSTICS, also referred to as TESTS W/O CODES, is where an engine performance problem that does not set a DTC can be potentially isolated through either a SYMPTOM or INTERMITTENTS duplication procedure. SYSTEM & COMPONENT TESTING located under TESTING & DIAGNOSTICS, also referred to as SYSTEM/COMPONENT TESTS, once directed to this article, specific system and component tests can be performed to help isolate faulty component/system prior to replacement. PIN VOLTAGE CHARTS provide supplemental information to help determine correct control module input and output signals. Pin charts may also be referred to as PID charts by some manufacturers. SENSOR RANGE CHARTS help determine if a sensor is out of calibration. In some cases an out-ofcalibration sensor will not set a DTC (trouble code), resulting in difficult to diagnose driveability symptoms. VACUUM DIAGRAMS help determine correct routing of vacuum hoses when reinstalling components or performing emission inspections. REMOVE, OVERHAUL & INSTALL provides procedures necessary for removing and installing engine performance related components.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION How To Use The Engine Performance Section - 1989 & Newer Models

WIRING DIAGRAMS can be used to identify circuits, terminals, wire colors and components referenced in testing procedures. NEW COLOR WIRING DIAGRAMS (system diagrams) provide an easy method of identifying and tracing circuits.

APPLICATION INTRODUCTION/ENGINE/VIN ID Here you will find out how to identify an engine by its Vehicle Identification Number (VIN). The manufacturer's MODEL COVERAGE chart lists each model and engine option, the fuel system, ignition system and engine code. Engine serial number locations are also shown here, as well as the VIN code breakdown. Using model lookup in conjunction with VIN and engine ID will identify application information necessary for servicing vehicle and ordering parts.

EMISSION APPLICATIONS EMISSION APPLICATION TABLES Here you will find a chart listing what emission control devices apply to each model. This can be helpful when performing government-required emissions inspections. For quick reference, major emission systems and devices are listed in bold type in the emission table. Sub components are listed in light type.

SPECIFICATIONS SERVICE & ADJUSTMENT SPECIFICATIONS If you want a specification quickly, this is the place to look. Instead of hunting through a long article, we've separated out the important specifications and arranged them into easy-to-use tables in a centralized location. You can find valuable information like spark plug wire resistance, valve clearance, timing, firing orders, etc.

ADJUSTMENT ON-VEHICLE ADJUSTMENTS The ON-VEHICLE ADJUSTMENTS article contains the type of information that was previously thought of as TUNE-UP information. Procedures for checking and adjusting valves, base ignition timing and idle speed are found in this section. Use this section in conjunction with SERVICE & ADJUSTMENT SPECIFICATIONS for performing routine maintenance. Also, if you have a driveability problem, ensure all on-vehicle adjustments are within specification before attempting further diagnosis.

THEORY & OPERATION This article covers basic THEORY & OPERATION of engine performance-related systems and components. Before diagnosing vehicles or new systems with which you are not completely familiar, read this article. Home Tuesday, November 08, 2005 2:42:13 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION How To Use The Engine Performance Section - 1989 & Newer Models

TESTING & DIAGNOSTICS BASIC DIAGNOSTIC PROCEDURES/BASIC TESTING The procedures listed in this article can help you avoid skipping a simple step early, like checking base timing, which could be costly in both time and money later. This is also a potential starting point for diagnosis of a "nostart" condition. If all systems check out okay here, proceed to SELF-DIAGNOSTICS/TESTS W/CODES or TROUBLE SHOOTING - NO CODES/TESTS W/O CODES article. SELF-DIAGNOSTICS/TESTS W/CODES Use this information to retrieve and interpret Diagnostic Trouble Codes (DTCs) accessed from the vehicle's self-diagnostic system. Once information is retrieved, manufacturer diagnostic procedures are given to help pinpoint and repair computer system/component faults. Also included are steps for clearing trouble codes once these faults are repaired. If there is a driveability symptom with no trouble codes set, proceed to TROUBLE SHOOTING - NO CODES/TESTS W/O CODES article. TROUBLE SHOOTING - NO CODES/TESTS W/O CODES This is where to go when you have a problem that does not set a trouble code. It can help determine cause of problem using driveability symptoms and intermittent testing procedures. Procedures in this information should lead you to a specific component or system test. SYSTEM & COMPONENT TESTING Here you will find various tests for engine performance systems and their components, such as air induction (turbochargers and superchargers), fuel control, ignition control and emission systems.

PIN VOLTAGE CHARTS These are supplied (when available from manufacturer) to quicken the diagnostic process. By checking pin voltages at the Powertrain Control Module (PCM), you can determine if the PCM is receiving and/or transmitting proper voltage signals. Pin charts may also be referred to as PID charts by some manufacturers.

SENSOR RANGE CHARTS SENSOR OPERATING RANGE CHARTS These are supplied (when available from manufacturer) to determine if a sensor is out of calibration. An out-ofcalibration sensor may not set a trouble code, but it may cause driveability problems.

VACUUM DIAGRAMS Here we give you underhood views or schematics of vacuum-hose routing which can help you find incorrectly routed hoses. Remember, a vacuum leak or incorrectly routed vacuum hose on computer-controlled vehicle can cause many driveability problems. Home Tuesday, November 08, 2005 2:42:13 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION How To Use The Engine Performance Section - 1989 & Newer Models

REMOVAL, OVERHAUL & INSTALLATION After you've diagnosed the problem, this is where to go for the nuts-and-bolts of the job. Here you'll find procedures and specifications for removing, overhauling (if available) and installing components.

WIRING DIAGRAMS - ENGINE PERFORMANCE NOTE:

Mitchell's "system" wiring diagrams have been recently enhanced to include COLORS. This will enable you to more easily trace a circuit from its source to its destination, without losing your circuit due to parallel or intersecting lines. Using these diagrams, you can easily identify and trace component circuits, to help locate shorts and opens in circuits. These diagrams can also help you understand how individual circuits function within a system.

2002 & EARLIER On 2002 and earlier models, once ENGINE PERFORMANCE is selected as the service category, the expanded menu will display a WIRING DIAGRAMS - ENGINE PERFORMANCE heading. Once the wiring diagrams article is selected, select the engine performance wiring diagrams for your lookup model. 2003 & LATER On models newer than 2002, we have moved all wiring diagrams under a centralized first level model-specific lookup titled WIRING DIAGRAMS-ALL. When selected, SYSTEM WIRING DIAGRAMS article will display in the center panel. This article contains all available wiring diagrams related to the selected vehicle. These same wiring diagrams can also be found under the ELECTRICAL/WIRING DIAGRAMS heading.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Manual Transmission Trouble Shooting

GENERAL INFORMATION Manual Transmission Trouble Shooting

INTRODUCTION There are many times when the transmission is incorrectly blamed for shifting problems or noises that are actually caused by other reasons. Shift difficulties are frequently caused by conditions outside of the transmission or transaxle. Typical conditions include: shift linkage, shift cables, alignment of engine to transmission, worn engine mounts or clutch problems. Drive train noises may come from many sources such as tires, road surfaces, wheel bearings, differentials, engine or exhaust system. Repairing or overhauling transmission will not cure these problems. No manufacturer makes a perfectly quiet transmission. Gear rollover noise is present in most constant mesh transmissions and will tend to disappear when the clutch is disengaged or transmission is placed in gear. If clutch is properly adjusted, clutch release bearing noise will disappear when release bearing is moved enough to slide release bearing away from pressure plate. Trouble shooting can be helped by driving vehicle on a smooth level road to help eliminate tire and body noise. Note whether noise occurs on acceleration, coasting, deceleration or steady driving conditions. Some problems may only occur when transmission is either hot or cold. Gear lubricant that is too thick can cause hard shifting on cold mornings before engine is warm and vehicle has been driven. MANUAL TRANSMISSION/TRANSAXLE TROUBLE SHOOTING Condition Possible Cause Noisy In Forward Gears Low Gear Oil Level, Loose Bellhousing Bolts, Worn Bearings Or Gears Clunk On Deceleration Loose Engine Mounts, Worn Inboard CV Joints, Worn (FWD Only) Differential Pinion Shaft, Oversized Side Gear Hub Counterbore in Case Gear Clash When Shifting Clutch Out Of Alignment, Shift Linkage Damaged Or Out Forward Gears Of Adjustment, Gears Or Synchronizers Damaged, Low Gear Oil Level Transmission Noisy When Worn Rear Output Shaft Bearing Moving (RWD Only); Quiet In Neutral With Clutch Engaged Gear Rattle Worn Bearings, Worn Gear Oil, Low Gear Oil, Worn Gears Steady Ticking At Idle Broken Tooth On A Gear (Increases With RPM) Gear Clash When Shifting Worn Or Broken Synchronizers, Faulty Clutch Forward Gears Loud Whine In Reverse Normal Condition (1) Noise When Stepping On

Faulty Release Bearing, Worn Pilot Bearing

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Manual Transmission Trouble Shooting

Clutch Ticking Or Screeching As Clutch Is Engaged Click Or Snap When Clutch Is Engaged Transmission Shifts Hard Will Not Shift Into One Gear, Shifts Into All Others Locked Into Gear, Cannot Shift Transmission Jumps Out Of Gear

Shift Lever Rattle Shift Lever Hops Under Acceleration (1)

Faulty Release Bearing, Uneven Pressure Plate Fingers Worn Clutch Fork, Worn Pivot Ball, Worn Or Broken Front Bearing Retainer Clutch Not Releasing, Incorrect Gear Oil, Shift Mechanism Binding, Clutch Installed Backward Bent Shift Fork, Worn Detent Balls

Clutch Adjustment, Worn Detent Balls 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, Transmission Not Aligned Worn Detents Or Shift Lever, Worn Shift Fork, Worn Synchronizer Sleeves Worn Engine Or Transmission Mounts

Most units use spur cut gears in Reverse and are naturally noisy.

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

* PLEASE READ THIS FIRST * NOTE:

This article applies to OBD-II equipped vehicles only.

NOTE:

Some manufacturers do not provide a specific drive cycle test procedure. Some manufacturers include drive cycle procedures as part of self-diagnostics. Always check appropriate Self-Diagnostics or Testing W/Codes article for information related to drive cycle testing procedures. Some manufacturers may incorporate readiness testing as a part of the DTC test.

NOTE:

A number of vehicles have had recalls related to "Readiness Monitor" issues, or may have testability issues. Some vehicles may not be testable for emission controls. See VEHICLE RECALLS, TESTABILITY ISSUES & VEHICLES CURRENTLY NOT TESTABLE for details on these vehicles.

ACURA NOTE:

Drive cycles for Acura models are also known as "System Readiness Codes".

For drive cycle test procedures, see appropriate SELF-DIAGNOSTICS article in ENGINE PERFORMANCE.

CHRYSLER/JEEP NOTE:

For 1995-99 models, also see TSB 25-02-98 NON TURBO GAS ENGINE I/M OBDII "CARB" READINESS MONITOR INFORMATION .

1995 FCC PCM 2.0L FWD FCC PCM Equipped Vehicles

The following procedure has been established to assist technicians in the field with enabling and running OBDII Monitors on 1995 Avenger, Neon, Sebring & Talon 2.0L models equipped with FCC PCM. The order listed in the following procedure is intended to allow the technician to effectively complete each monitor and to set the CARB Readiness Status in the least time possible. Upstream O2S Monitor

Perform the following: z

Ensure engine is at normal operating temperature, above 170°F.

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

z z

Operate the vehicle for a period of time, more than 2 minutes, at a speed above 25 MPH. Bring the vehicle to a complete stop, with foot on the brake and transaxle in gear (A/T) or neutral (M/T).

The monitor should run while vehicle is stopped with the engine idling. Wait for a few minutes to allow the monitor to complete before turning off engine. Downstream O2 Monitor

Perform the following: z z z z

Ensure engine is at normal operating temperature, above 170°F. Decel Fuel Shut-off is Active. Minimum Engine RPM = 1600 RPM. Upstream O2S is less than .471 volts.

The PCM begins the Downstream O2S rationality test. The PCM looks at the Downstream O2S volts for 5 seconds, if less than .295 volts, the test passes. If the Downstream O2S is greater than .295 volts, the test increments a count of 1 and the test is done again. A count of 3 will set a DTC and store Freeze Frame Data. Rich (High Voltage) Output Test

Perform the following: z z z

Engine coolant temperature is above 170°F. At WOT TPS voltage for more than 2 seconds. Upstream O2S volts is above .490 volts.

The PCM begins the Downstream O2S rationality test. The PCM looks at Downstream O2S volts for 5 seconds, if more than .608 volts, the test passes. If the Downstream O2S is less than .608 volts, the test increments a count of 1 and the test is done again. A count of 3 will set a DTC and store Freeze Frame Data. EGR Monitor

Perform the following: z z z z z z z z

EGR Solenoid is enabled. Vehicle speed more than 3 MPH. Time from Start/Run is more than 2:09 minutes. The Fuel Control is in Closed Loop. No Limp-In or OBD-II Monitor faults present. Purge is enabled. Engine coolant temperature more than 144°F. MAP Range during Monitor: 11.70" to 16.20".

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

z z z z

RPM Range during Monitor: 2200 RPM to 2400 RPM. Actual TP Sensor above minimum TP Sensor Range: .295 volts to 1.0 volt. Maximum Short Term Adapt = +6%. The PCM stores the EGR on Short Term Adaptive Memory value.

The PCM begins the monitor. The PCM turns off the EGR Solenoid. The PCM uses a modified ramp rate for Short Term Adaptive Memory. The PCM stores the EGR off Short Term Adaptive Memory value. The PCM determines the Short Term Adaptive Memory shift. Between 3% to 17% Short Term shift adaptive memory, an EGR Monitor passes. Less than 3% rich or more than 17% shift rich will run the test again. 3 failed tests will equal a 1 trip EGR Monitor Failure. Catalyst Monitor

Perform the following: z z z z z z z z

Engine coolant temp above 170Â°F. Accumulated open throttle time of 3:00 minutes. Vehicle speed above 20 MPH TP Sensor is open for 4:00 minutes (A/T) or 5:00 minutes (M/T). MAP range during monitor: 14.60" to 18.20". The RPM range during monitor: 1500 RPM to 2000 RPM. Time spent in MAP and RPM ranges should be more than 3.9 seconds. No Limp-In or OBD-II Monitor faults present.

NOTE:

If the vehicle speed drops below 20 MPH or the throttle is closed, the timer counts back down until the vehicle speed is above 20 MPH, then the counter resumes counting up again.

The PCM begins the monitor. The PCM starts a timer and counts the Upstream O2S switches and counts the Downstream O2S switches until 20 seconds is reached. After 20 seconds is reached, the PCM divides the Downstream O2S switches by the Upstream O2S switches to determine the switching frequency. If it is less than the calibrated amount, the catalyst monitor passes. If it is more than the calibrated amount, the test increments a count of 1 and the test is done again. A count of 2 will cause the monitor to fail 1 trip and store Freeze Frame Data. Purge Flow Monitor

Perform the following: z z

A Purge Free Cell Update must take place. A/T transmission is in gear at idle, Cell 12, or M/T is in Cell 13.

To perform a Purge Free Cell Update: Home Tuesday, November 08, 2005 2:26:52 PM

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

z z z z z

The engine must be running in Closed Loop. Engine coolant temperature above 170Â°F for more than 1 minute. The PCM attempts a Purge Free Updated every other time the Cell is entered. The engine must remain in the Cell for 20 seconds to complete a Purge Free Update. The Purge Free Cell will update once the Purge Duty Cycle returns from 0% to some other value, and the PCM begins Stage I of the Purge Flow Monitor.

Stage I: If any of the Purge Normal Cells are richer than their Purge Free Cell Mirrors by the calibrated amount, Stage I Passes. Stop testing this trip. Stage I Pass Specifications. If less than the specification, continue with Stage II. Stage II: Perform the following: z z z z z z z

Delay for 1 second from Stage I. Minimum BARO more than 21.70". Maximum Throttle Change (TPS) less than .060 volts. Maximum MAP vacuum change less than 0.50" vacuum. Maximum RPM change less than 96 RPM. Maximum charging system voltage change less than 0.99 volts. Maximum generator duty cycle change less than 14% duty cycle.

The PCM updates the Cell with purge on for 1 second. The PCM updates the Cell with purge off for 2 seconds. In Stage II, the PCM subtracts the Purge Normal Cell value from the Purge Free Cell Value. If the difference is greater than calibrated amount, Stage II Passes and no further testing is performed that trip. If the difference is less than the calibrated amount, continue testing. The PCM averages the Short Term Adaptive Memory percent and the RPM for 3 seconds. The PCM stores the averaged Short Term Adaptive Memory and the RPM value and then reads and stores the IAC Steps. The PCM begins increasing the Purge Flow (by increasing the Purge Solenoid Duty Cycle) .40% every 44 milliseconds. The PCM begins a new averaging for Short Term Adaptive Memory and RPM. The PCM continues taking new IAC step readings. The PCM compares Short Term Adaptive, RPM and IAC Steps from before the Purge Duty Cycle was increased during Stage II until 1 of 3 things happen: z z z

Short Term Adaptive % changes by 5.0%. IAC Steps change by 1 Step. RPM changes by approximately: 100 RPM

If any of the above happen, Stage II passes. If not and 99% Purge Solenoid Duty Cycle is reached, Stage II Fails. This will cause the Purge Flow Monitor to Fail 1 Trip and Freeze Frame Data will be stored. Secondary Air Monitor

Stage I runs when the Secondary Air Solenoid is on (Upstream Air Added). The Secondary Air Solenoid is Home Tuesday, November 08, 2005 2:26:52 PM

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

switched on, or goes from blocked to upstream air under the following conditions: z

Secondary Air Solenoid on Times: A. Engine Running. B. Coolant Temp after Start-Up below 120°F ECT = 2:00 minimum, above 120°F ECT = 0:20 minimum. In Decel and all following items met: A. Engine Temp above 0°F. B. Engine Temp below 154°F. C. MAP above 19" vacuum. D. RPM above 1220 RPM. E. RPM below 3500 RPM.

The PCM begins Stage I: The PCM monitors the Downstream O2S while the Secondary Air Solenoid is on (in the Upstream mode). If Downstream O2S is below .725 volts, the PCM goes to Step A. If Downstream O2S is above .745 volts, the PCM goes to Step B. A. If the Downstream O2S is less than .725 volts, the PCM waits for the Secondary Air to be turned off. After the Secondary Air is turned off, the PCM monitors the Downstream O2S for 2 Seconds. If the Downstream O2S voltage is now above .745 volts, Stage I Passes and all testing is stopped this trip. If it is not above .745 volts, Stage I fails and Stage II begins. Or B. If the Downstream O2S is greater than .745 volts with the Secondary Air Solenoid on (Upstream Air Mode), then the PCM fails Stage I and Stage II begins. The PCM begins Stage II after the following: z z z z z

Stage I Failed. Fuel System in Closed Loop. At Idle. Test not already failed this Trip. RPM above 700 RPM.

In Stage II, the PCM richens the mixture until the Downstream O2S switches rich by doing the following: z z z z z z

The PCM changes the Upstream O2S rich switch point from .490 volts to 1.02 volts. The PCM increments a counter by 0.02 volts every 2 seconds. The PCM stops updating Long Term Adaptive Memory. The PCM turns off the purge solenoid (No Purge Flow). The PCM uses the Purge Free Idle Cell value for fuel calculations. The PCM modifies the Fuel Ramps of Short Term Adaptive Memory.

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

If the Downstream O2S does not switch to rich (above .745 volts) before the Upstream O2S counter gets to 1.12 volts, the PCM fails Stage II and the Secondary Air Monitor fails 1 trip and Freeze Frame Data is stored. Or If the Downstream O2S switches to rich (above .745 volts) before the Upstream O2S counter gets to 1.196 volts, the PCM turns the Secondary Air Solenoid on (Upstream Air Mode). The PCM resets Short Term Adaptive Memory to -1.5% and begins reducing the Short Term Adaptive Memory by -0.39% every 0.430 seconds until the Upstream O2S is below .859 volts. Once the Upstream O2S is below .859 volts, the PCM holds the Short term Adaptive Memory at its present value. The PCM checks to see if the Downstream O2S has switched below .725 volts. If so, the PCM Passes Stage II and no further Testing is done this Trip. If the Downstream O2S has not switched below .725 volts, wait a maximum of 20 Seconds. If either 20 Seconds passes or the Downstream O2S has not switched below .725 volts, the PCM fails Stage II and the Secondary Air Monitor fails 1 trip and Freeze Frame Data is stored. Oxygen Sensor Heater Monitor (Both Upstream & Downstream O2)

Perform the following: z z z z z z z

Engine running at least 5 minutes. Shut the Engine off. Minimum battery voltage with engine off is more than 10 volts. The PCM delays for 5 seconds. The PCM keeps the power to the O2S Heaters off (keeps the ASD Relay off for now). The PCM begins pulsing the O2 Sensors with 5 volts for 35 milliseconds every 1.6 Seconds. The PCM then monitors the O2S voltage before and during each pulse.

If the initial voltage difference between the Pulse on and Pulse off minus the next Pulse on and Pulse off difference is more than 1.5 volts, the Oxygen Sensors are too cool and all testing is stopped. If the initial voltage difference minus the next voltage difference is less than 1.5 volts, the Oxygen Sensors are properly heated and the testing continues. Next, the cool-down phase begins. The PCM continues to pulse the Oxygen Sensor with 5 volts and then back to .45 volts. The PCM monitors and stores the first Pulse on and the first Pulse off voltages and then subtracts them from each other. The PCM then subtracts the voltage difference from each new set of Pulse on and Pulse off reads, to the difference of the voltage reads taken just before. Once the PCM sees a difference between readings of at least .490 volts, the sensors have properly cooled and the O2 Sensor Heaters are ready to be tested. If 3:40 minutes have elapsed and still a voltage difference of .490 has not been reached, the PCM begins heating the O2 Sensor that has cooled and disables testing on the O2 Sensor which has not fully cooled. If all Oxygen Sensors have cooled properly, the PCM then grounds the ASD Relay (to provide the O2 Heaters with voltage). The PCM continues to Pulse 5 volts to all O2 Sensors after the ASD Relay is turned on. The O2 Heaters can pass by one of two methods: First, with the 5-volt Pulse on, the PCM compares to the next Home Tuesday, November 08, 2005 2:26:52 PM

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

5-Volt Pulse on value. If the voltages between spikes (on Pulses) has decreased by .157 volts. The O2 Heater monitor passes and all testing is stopped this trip. Secondly, the voltage difference between the Pulse on voltage is compared to next Pulse on voltage and is less than the prior voltage Pulse on, for 10 out of the 30 Pulses (33%), this indicates a Heating Trend and the O2 Heater Passes. If neither a Heating Trend nor the Absolute voltage is reached, the O2 Heater monitor fails 1 trip and the Freeze Frame Data is stored. Misfire Monitor

Misfire monitor is continuously running during engine operation. For the Misfire monitor to be enabled, the Adaptive Numerator must be learned since battery disconnect and every Key on there after (known as Power-on learning). The Adaptive Numerator is a software learning routine that tells the PCM where the crankshaft slots are. Since every crankshaft is different, the PCM must learn exactly where its particular crankshaft slots are; otherwise its RPM calculations would be wrong. After a battery disconnect and then a power-up of the PCM, the Adaptive Numerator is set to a value which it would be at if everything were perfect (crankshaft slots, sensors, PCM hardware, etc.). If the Adaptive Numerator is equal to the default value, no learning has happened and the Misfire Monitor will not run. To allow the PCM to learn the Adaptive Numerator, the following must happen: z z z z z z

Open Throttle. Engine Cool Temp Above 100°F; Or if below 100°F, Wait For ECT Rise Of 59°F. More Than 10" Vacuum. Above 1200 RPM. Below 3000 RPM - A/T. Below 3488 RPM - M/T.

Once the PCM has learned the Adaptive Numerator, the Misfire Monitor will run. Fuel System Monitor

Fuel System monitor is continuously running during engine operation. 1995-2002 JTEC OBD-II Monitor Enabling Criteria RWD/4WD JTEC PCM Equipped Vehicles

The following procedure has been established to assist technicians in the field with enabling and running OBDII Monitors on RWD/4WD trucks and Jeep models equipped with Jeep/Truck Engine Controller (JTEC). The order listed in the following procedure is intended to allow the technician to effectively complete each monitor and to set the CARB Readiness Status in the least time possible. NOTE:

Once the monitor run process has begun, do not turn off the ignition. By turning the ignition key off the monitor enabling conditions will be lost. Only the O2 Heater Monitor runs after key off.

NOTE:

By performing a battery disconnect, or erasing diagnostic trouble codes, the

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

CARB Readiness and all additional OBD information will be cleared. Monitor Run Process Tip

The following is an outline of the Monitoring Run Process, including suggestions and tips in order to aid in the process of meeting the enabling criteria for these monitors. The most efficient order has been outlined below. For example, the first two monitors have very similar enable criteria; it is possible that the Evaporative Leak Detection Monitor will run during the O2 Sensor Heater Monitor. Evaporative Leak Detection Monitor (If Equipped With An LDP System)

This monitor requires a cold start, usually an overnight soak or parked for at least 8 hours without the engine running. The engine coolant temperature must be within 10 degrees of ambient/battery temperature, and the sensed Ambient (outside) Temperature must be between approximately 40°F and 90°F. O2 Sensor Heater Monitor

This monitor requires a cold start, usually an overnight soak or parked for at least 8 hours without the engine running. The engine coolant temperature must be within 10 degrees of ambient/battery temperature, and the sensed Ambient (outside temperature) must be between approximately 0°F and 100°F. The monitor should run directly after starting the engine. Catalyst Monitor

The vehicle will need to be driven at a steady highway speed for a few minutes. The monitor will typically enable and start running at approximately 35 to 40 MPH for 2.5L and 4.0L engines, 50 to 60 MPH for all others). If the vehicle is equipped with a manual transmission, using 4th gear may assist in meeting the monitor running criteria. O2 Sensor Monitor

The vehicle will need to be driven for a period of time at a steady highway speed. Approximately 35 to 40 MPH for 2.5L and 4.0L engines, 50 to 60 MPH for all others and brought to a stop for a short period of time with the A/T left in Drive. The O2 Monitor will not run in Park or Neutral, except for vehicles equipped with a M/T. Purge Monitor

The Purge Free cells must be updated before the monitor will run. The enabling conditions are similar to the O2 Sensor Monitor enabling conditions such as, the vehicle will need to be driven for a period of time at highway speeds and brought to a complete stop. The Purge Flow Monitor will attempt to run every OTHER throttle closure. If all of the parameters are met and it still does not run, with your foot firmly on the Brake, quickly open and close the throttle, this will allow another Purge Free update, and then the Purge Flow Monitor should run. Misfire Monitor

Misfire monitor is continuously running during engine operation. For the Misfire monitor to be enabled, the Home Tuesday, November 08, 2005 2:26:52 PM

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

Adaptive Numerator must be learned since battery disconnect and every Key on there after (known as Power-on learning). The Adaptive Numerator is a software learning routine that tells the PCM where the crankshaft slots are. Since every crankshaft is different, the PCM must learn exactly where its particular crankshaft slots are; otherwise its RPM calculations would be wrong. After a battery disconnect and then a power-up of the PCM, the Adaptive Numerator is set to a value which it would be at if everything were perfect (crankshaft slots, sensors, PCM hardware, etc.). If the Adaptive Numerator is equal to the default value, no learning has happened and the Misfire Monitor will not run. To allow the PCM to learn the Adaptive Numerator, the following must happen: z z z z z z

Open Throttle. Engine Cool Temp Above 100°F Or If Below 100°F, Wait For ECT Rise Of 59°F. More than 10" Vacuum. Above 1200 RPM. Below 3000 RPM - A/T. Below 3488 RPM - M/T.

Once the PCM has learned the Adaptive Numerator, the Misfire Monitor will run. Fuel System Monitor

Fuel System monitor is continuously running during engine operation. 1995-2002 SBEC OBD-II Monitor Enabling Criteria FWD/AWD SBEC PCM Equipped Vehicles

The following procedure has been established to assist technicians in the field with enabling and running OBDII Monitors on FWD cars and FWD/AWD vans equipped with Single Board Engine Controller (SBEC). The order listed in the following procedure is intended to allow the technician to effectively complete each monitor and to set the CARB Readiness Status in the least time possible. NOTE:

Once the monitor run process has begun, DO NOT turn off the ignition. By turning the ignition key off, the monitor enabling conditions will be lost. Only the O2 Heater Monitor runs after key off.

NOTE:

By performing a battery disconnect, or erasing diagnostic trouble codes, the CARB Readiness and all additional OBD information will be cleared.

Monitor Run Process Tip

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

the first two monitors have very similar enable criteria, so it is possible that the Evaporative Leak Detection Monitor will run while operating the vehicle to enable the Catalyst Monitor. Evaporative Leak Detection Monitor (If Equipped)

This monitor requires a cold start, usually an overnight soak or parked for at least 8 hours without the engine running. The engine coolant temperature must be within 10 degrees of ambient/battery temperature, and the sensed Ambient (outside) temperature must be between approximately 40°F and 90°F. Catalyst Monitor

The vehicle will need to be driven at a steady highway speed for a few minutes. The monitor will typically enable and start running around 45 to 60 mph under normal driving conditions. If the vehicle is equipped with a manual transmission, using 4th gear may assist in meeting the monitor running criteria. EGR Monitor

The EGR monitor enable conditions are basically that the vehicle is in closed loop operation and coolant temperature above 170°F. It is necessary to maintain the TPS, MAP, MPH and RPM ranges at a constant with very little fluctuation to allow the monitor to complete during the cycle. O2 Sensor Monitor

The vehicle will need to be driven for a period of time at highway speeds and brought to a complete stop for a short period of time, with the A/T left in Drive the monitor should run. The O2 Monitor will not run in Park or Neutral on A/T equipped vehicles. Purge Monitor

The vehicle will need to be driven for a period of time at highway speeds to satisfy the enabling conditions for the O2 Sensor Heater Monitor. The monitor runs with the ignition key off after vehicle operation. Allow the vehicle to hot soak for a few minutes before checking to determine if the monitor completed the cycle. Turning the key on prematurely will abort the monitor test and the vehicle will have to be driven to arm the enabling conditions again. Misfire Monitor

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

learning). The Adaptive Numerator is a software learning routine that tells the PCM where the crankshaft slots are. Since every crankshaft is different, the PCM must learn exactly where its particular crankshaft slots are; otherwise its RPM calculations would be wrong. After a battery disconnect and then a power-up of the PCM, the Adaptive Numerator is set to a value which it would be at if everything were perfect (crankshaft slots, sensors, PCM hardware, etc.). If the Adaptive Numerator is equal to the default value, no learning has happened and the Misfire Monitor will not run. To allow the PCM to learn the Adaptive Numerator, the following must happen: z z z z z z

Open Throttle. Engine Cool Temp Above 100°F, Or If Below 100°F Wait for ECT Rise of 59°F. More Than 10" Vacuum. Above 1200 RPM. Below 3000 RPM - A/T. Below 3488 RPM - M/T.

Once the PCM has learned the Adaptive Numerator, the Misfire Monitor will run. Fuel System Monitor

Fuel System monitor is continuously running during engine operation.

FORD MOTOR CO. 1996-99 GASOLINE MODELS Introduction

The purpose of the OBD-II drive cycle is to execute the OBD-II monitors and identify any concerns with the OBD-II system. The DTC P1000 code will be erased of all OBD-II monitors have completed during the OBD-II drive cycle. The scan tool will be used to observe the status of each OBD-II monitor at the completion of the OBD-II drive cycle. The completion status of the Exhaust Gas Recirculation (EGR), Heated Oxygen Sensor (HO2S), Evaporative emission (EVAP), secondary Air Injection (AIR) (if applicable) and catalyst efficiency monitors can be monitored during the OBD-II drive cycle by viewing the On-Board Readiness Menu on the scan tool. WARNING: Strict observance of posted speed limits and attention to driving conditions are mandatory when proceeding through the following drive cycles. Vehicle Preparation for OBD-II or Monitor Repair Verification Drive Cycle Home Tuesday, November 08, 2005 2:26:53 PM

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

NOTE:

Vehicles equipped with Power Take Off (PTO) must have this system disengaged before proceeding. Verify by viewing the PTO PID for OFF status.

1. Attach a scan tool and access the ECT, FLI, IAT PIDs. Verify the IAT PID is between 50-100°F (10-38° C). Verify the FLI PID is between 15% and 85% (only available on EVAP Running Loss systems). 2. Warm the vehicle until the ECT PID reaches a minimum of 130°F (54°C). 3. Clear all DTC's with the scan tool by pressing clear with the key on engine off. P1000 will remain. Leave the key in the ON position, and start the vehicle. 4. Access the On-Board System Readiness Menu on the scan tool to view the status of the OBD-II monitors. 5. Proceed with the OBD-II Drive Cycle or selected monitor repair verification drive cycle. Once started, the engine must not be turned off. OBD-II Drive Cycle

NOTE:

The IAT PID must be between 50-100°F (10-38°C) during the OBD-II drive cycle to enter into all the OBD-II monitors. The FLI PID must be between 15% and 85% at all times.

1. Drive in stop-and-go traffic with at least 4 idle periods (30 seconds each) while observing the status of the OBD-II monitor on the scan tool. If the Exhaust Gas Recirculation (EGR), Heated Oxygen Sensor (HO2S), Evaporative (EVAP) emission, secondary Air (AIR) (if applicable) or catalyst efficiency monitor have not completed, drive on the highway at a constant speed over 40 mph not to exceed 65 mph for up to 15 minutes. Heavy accelerations, sudden decelerations and wide open throttles are not recommended. If the scan tool sends out a three pulse beep at any time, the OBD-II drive cycle has completed. NOTE:

Vehicles equipped with the EVAP purge flow system or EVAP vapor management flow system monitor do not require EVAP monitor completion to clear the DTC P1000.

If the EGR, HO2S, EVAP, secondary AIR (if applicable) or catalyst efficiency monitor has not completed, perform the corresponding monitor verification drive cycle. See MONITOR REPAIR VERIFICATION DRIVE CYCLES . 2. Bring the vehicle to a stop and retrieve Continuous Memory DTCs to verify the DTC P1000 has been erased. Monitor Repair Verification Drive Cycles

Comprehensive Component Monitor Repair Verification Drive Cycle 1. Refer to and complete the Vehicle Application Preparation For OBD-II Drive Cycle before initiating the following repair verification steps. See VEHICLE PREPARATION FOR OBD-II OR MONITOR REPAIR VERIFICATION DRIVE CYCLE . 2. Start the engine and go through the entire OBD-II Drive Cycle until the Comprehensive Component Home Tuesday, November 08, 2005 2:26:53 PM

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Monitor shows the completion status by clearing the code P1000 on the scan tool. 3. If the entire OBD-II Drive Cycle has been performed and the Comprehensive Component Monitor check has not completed, rerun Quick Test. See QUICK TEST in appropriate SELF-DIAGNOSTICS article. EGR Monitor Repair Verification Drive Cycle (Except Probe) 1. NOTE:

The ambient air temperature or IAT PID must read a minimum of 32°F (0°C) to initiate the EGR monitor.

Refer to and complete the Vehicle Application Preparation For OBD-II Drive Cycle before initiating the following repair verification steps. See VEHICLE PREPARATION FOR OBD-II OR MONITOR REPAIR VERIFICATION DRIVE CYCLE . 2. Start the engine and drive the vehicle for 6 minutes. Drive in stop-and-go traffic for 5 minutes with at least two idle periods. Accelerate to 45 mph (35 mph on Escort/Tracer at more than 1/2 throttle). Maintain speed for 1 minute. 3. Rerun Quick Test. See QUICK TEST in appropriate SELF-DIAGNOSTICS article. EGR Monitor Repair Verification Drive Cycle For (Probe) 1. Refer to and complete the Vehicle Application Preparation For OBD-II Drive Cycle before initiating the following repair verification steps. See VEHICLE PREPARATION FOR OBD-II OR MONITOR REPAIR VERIFICATION DRIVE CYCLE . 2. Start the engine and drive the vehicle for 24 minutes. Drive in stop-and-go traffic for 19 minutes with at least 4 idle periods. Accelerate to 40 mph at more than 1/2 throttle. Maintain speed for 1 minute. Accelerate on highway to 55 mph. Maintain speed for 4 minutes. 3. Rerun Quick Test. See QUICK TEST in appropriate SELF-DIAGNOSTICS article. EVAP Running Loss Monitor System Repair Verification Drive Cycle 1. Perform the Vehicle Application Preparation for OBD-II Drive Cycle section. See VEHICLE PREPARATION FOR OBD-II OR MONITOR REPAIR VERIFICATION DRIVE CYCLE . 2. With the scan tool, verify the FTP V PID reads between 2.4 and 2.8 volts with the gas cap removed. Reinstall gas cap. 3. With the scan tool, view the OBD-II monitors through the On-Board System Readiness Menu. 4. Drive the vehicle at a constant speed between 35 mph and 65 mph with throttle as steady as possible. Observe the HO2S monitor on the scan tool until it completes (or see FUEL MONITOR OR HO2S MONITOR REPAIR VERIFICATION DRIVE CYCLE). 5. Bring the vehicle to a stop and access the following PIDs with the scan tool: IAT, FLI, FTP, V, EVAPPDC and EVAPCV. 6. Verify the following EVAP monitor entry condition: IAT between 50-100°F (10-38°C). 7. Drive the vehicle on the highway with a constant speed over 40 mph with throttle as steady as possible. During this time, verify the following additional EVAP monitor entry conditions using the FLI and FTPV PIDs. FLI stable, plus or minus 5 percent between the limits of 15 and 85 percent tank fill. FTP V stable Home Tuesday, November 08, 2005 2:26:53 PM

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

within plus or minus 0.1 volt. 8. Prior to running the EVAP monitor, when the EVAPPDC PID is less than 75 percent, the canister vent solenoid is open and the system is unsealed. To initiate the EVAP monitor, the EVAPPDC PID must increase to at least 75 percent. At this time, the EVAPCV PID will then display 100 percent (canister vent solenoid closed to seal the system and the monitor will begin to run. Continue to drive at steady throttle with light steering until the EVAPCV PID displays 0 percent (canister vent solenoid open, system unsealed). If this step does not occur as described, proceed to the following note, otherwise proceed to next step. NOTE:

During the drive cycle or hot ambient temperatures, fuel vapor (from the canister and/or tank) may keep the test from starting. This can be observed on the can tool when either the EVAPPDC PID never reaches 75 percent with stable FLI and FTP PID readings or the EVAPCV PID never goes to 100 percent (canister vent never closes) when the EVAPPDC PID is above the 75 percent minimum to start the test.

9. Bring the vehicle to a stop. 10. With the scan tool, view the EVAP monitor for completion through the On-Board System Readiness Menu. Repeat step 7 if the EVAP monitor is not complete. EVAP Emission Monitor Repair Verification Drive Cycle (Probe) 1. Check the IAT PID on the scan tool to make sure that the intake air temperature (or ambient temperature) is 40°F (4°C) or greater to initiate the drive cycle. 2. Start the engine and drive the vehicle for 6 minutes. Drive in stop-and-go traffic for 5 minutes with at least two idle periods. Accelerate to 40 mph. Maintain speed for 1 minute. 3. Rerun Quick Test. See QUICK TEST in appropriate SELF-DIAGNOSTICS article. Catalyst Monitor Repair Verification Drive Cycle 1. Refer to and complete the Vehicle Application Preparation For OBD-II Drive Cycle before initiating the following repair verification steps. See VEHICLE PREPARATION FOR OBD-II OR MONITOR REPAIR VERIFICATION DRIVE CYCLE . 2. Start the engine and drive the vehicle for 25 minutes. Drive in stop-and-go traffic for 20 minutes, include six different constant speeds between 25 and 45 mph. Drive on expressway or highway for an additional 5 minutes. 3. Rerun Quick Test. See QUICK TEST in appropriate SELF-DIAGNOSTICS article. Fuel Monitor or HO2S Monitor Repair Verification Drive Cycle 1. Refer to and complete the Vehicle Application Preparation For OBD-II Drive Cycle before initiating the following repair verification steps. See VEHICLE PREPARATION FOR OBD-II OR MONITOR REPAIR VERIFICATION DRIVE CYCLE . 2. Start the engine and drive the vehicle for 7 minutes. Drive in stop-and-go traffic for 6 minutes, include one idle. Accelerate to 45 mph (35 mph on Escort/Tracer at more than 1/2 throttle). Maintain speed for 1 Home Tuesday, November 08, 2005 2:26:53 PM

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minute. 3. Rerun Quick Test. See QUICK TEST in appropriate SELF-DIAGNOSTICS article. Misfire Monitor Repair Verification Drive Cycle 1. For applications with the Fuel Level Input (FLI) circuit to the PCM (terminal No. 12), check the fuel gauge and the FLI PID on the scan tool (if available). The Misfire Monitor can only be tested if the fuel gauge reads above one quarter full or the FLI PID is above 15 percent (percentage fuel tank fill). 2. Start the engine and drive the vehicle to a location where speeds can reach 55 to 60 mph and coast down to 40 mph without traffic interference. 3. Accelerate at wide-open throttle to allow vehicle to shift at red-line (if equipped with a tachometer). Immediately return to normal speed limits. 4. Perform the following drive procedure three consecutive times. Accelerate on highway to 60 mph. Maintain speed for 30 seconds. Coast down with foot off the accelerator pedal from 60 mph to 40 mph. 5. Rerun Quick Test. See QUICK TEST in appropriate SELF-DIAGNOSTICS article. Secondary Air Monitor Repair Verification Drive Cycle 1. Refer to and complete the Vehicle Application Preparation For OBD-II Drive Cycle before initiating the following repair verification steps. See VEHICLE PREPARATION FOR OBD-II OR MONITOR REPAIR VERIFICATION DRIVE CYCLE . 2. Start the engine and proceed through the entire OBD-II Drive Cycle until the Secondary Air Monitor shows the On-Board Readiness Menu completion status on the scan tool. 3. If the entire OBD-II Drive Cycle has been performed and the Secondary Air Monitor check has not completed, rerun Quick Test. See QUICK TEST in appropriate SELF-DIAGNOSTICS article. 2000-2004 GASOLINE MODELS Introduction

The following procedure is designed to execute and complete the OBD-II monitors and to clear the Ford P1000, I/M readiness code. To complete a specific monitor for repair verification, follow steps 1 through 4, then continue with the step described by the appropriate monitor found under the "OBD-II Monitor Exercised" column. See Drive Cycle Procedures . When the ambient air temperature is outside 40 to 100°F (4.4 to 37.8° C), or the altitude is above 8000 feet (2438 meters), the EVAP monitor will not run. If the P1000 code must be cleared in these conditions, the PCM must detect them once (twice on some applications) before the EVAP monitor can be "bypassed" and the P1000 cleared. The EVAP "bypassing" procedure is described in the drive cycle. The OBD-II Drive Cycle will be performed using a scan tool. Consult the instruction manual for each described function. Drive Cycle Recommendations

1. Most OBD-II monitors will complete more readily using a "steady foot" driving style during cruise or acceleration modes. Operating the throttle in a "smooth" fashion will minimize the time required for monitor completion. Home Tuesday, November 08, 2005 2:26:53 PM

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

2. Fuel tank level should be between 1/2 and 3/4 fill with 3/4 fill being the most desirable. 3. The Evaporative Monitor can only operate during the first 30 minutes of engine operation. When executing the procedure for this monitor, stay in part throttle mode and drive in a smooth fashion to minimize "fuel slosh". Drive Cycle Procedures

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

Fig. 1: Drive Cycle Procedures (2000-2004 Ford, Lincoln & Mercury Vehicles) Courtesy of FORD MOTOR CO. Home Tuesday, November 08, 2005 2:26:53 PM

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

2003-2004 6.0L DIESEL Description

Primary function of drive cycle procedure is to clear DTC P1000 and to satisfy specifications for SAE J1979. Each OBD-II monitor must run during drive cycle. If drive cycle has been completed and DTC P1000 is not cleared, repeat entire drive cycle. If a particular step is interrupted, repeat drive mode. If drive cycle is interrupted with a key-off, only drive modes that were incomplete must be run. Performing Drive Cycle

NOTE:

Rough road conditions may prevent certain steady state conditions and steady accelerations from validating the transmission and load-related monitors. On models with Power Take-Off (PTO), disengage PTO system before performing drive cycle.

1. Turn ignition on, but do not crank engine until WAIT TO START indicator turns off, or 10 seconds has passed (whichever is greater). 2. Start engine. Allow engine to idle with transmission in Park or Neutral for 40 seconds. 3. The following conditions must be followed to run certain OBD-II monitors that require engine to be under a load. Accelerate steadily to 3rd gear (A/T) or 4th gear (M/T) and keep engine speed at 1500 RPM for 3 seconds. Accelerate steadily from 35 MPH to 65 MPH in about 15 seconds (A/T) or 11 seconds minimum (M/T). Repeat this procedure 3 times while maintaining conditions set in this step. Before proceeding, turn all accessories off and disengage TOW/HAUL. 4. Before continuing, using scan tool, select EOT PID from PID/DATA MONITOR & RECORD menu. Ensure EOT PID value is more than 140°F (60°C). Allow engine to idle for 20 seconds in Park or Neutral. Turn ignition off. Start engine and allow engine to idle for 40 seconds in Park or Neutral. Repeat QUICK TEST in appropriate SELF-DIAGNOSTICS article. Drive cycle is complete. 5. If DTC P1000 is present after performing drive cycle, repeat step 3 maintaining a minimum MFDES PID value of 35 milligrams/stroke with engine speed at more than 2000 RPM for 11 seconds. Also, maintain a minimum MFDES of 30 milligrams/stroke with engine speed at more than 2800 RPM for at least 6 seconds. Repeat step 4 . MFDES PID value must remain less than 12 milligrams/stroke for 11 seconds. 1996-2004 7.3L DIESEL Description

1. Turn ignition on, but do not crank engine until WAIT TO START indicator turns off, or 10 seconds has passed (whichever is greater). Home Tuesday, November 08, 2005 2:26:53 PM

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

2. Start engine. Allow engine to idle with transmission in Park or Neutral for 40 seconds. 3. The following conditions must be followed to run certain OBD-II monitors that require engine to be under a load. On A/T models, select OVERDRIVE CANCEL to perform test in 3rd gear. On all models, turn on accessories (headlights, A/C compressor, blower fan, etc.). DO NOT use hazards or PTO. Select an uphill or level road. DO NOT select a downhill road. Driving downhill will unload engine and defeat test. 4. Accelerate steadily to 3rd gear (A/T) or 4th gear (M/T) and keep engine speed at 1500 RPM for 3 seconds. Accelerate steadily from 35 MPH to 65 MPH in about 15 seconds (A/T) or 11 seconds minimum (M/T). Repeat this procedure 3 times while maintaining conditions set in step 3) . Before proceeding, turn all accessories off and disengage OVERDRIVE CANCEL. On A/T models, go to next step. On M/T models, go to step 6 . 5. On A/T models, drive vehicle in 4th gear continuously for one minute. Accelerate steadily from a full stop to 4th gear and then return to a full stop. Repeat this procedure 10 times, then go to next step. 6. Before continuing, use NGS tester and select EOT PID from PID/DATA MONITOR & RECORD menu. Ensure EOT PID value is more than 140°F (60°C). Allow engine to idle for 20 seconds in Park or Neutral. Turn ignition off. Start engine and allow engine to idle for 40 seconds in Park or Neutral. Repeat QUICK TEST in appropriate SELF-DIAGNOSTICS article. Drive cycle is complete. 7. If DTC P1000 is present after performing drive cycle, repeat step 4 maintaining a minimum MFDES PID value of 37 milligrams/stroke with engine speed at more than 1500 RPM for 11 seconds. Also, maintain a minimum MFDES of 37 milligrams/stroke with engine speed at more than 2300 RPM for at least 6 seconds. Repeat step 6 . MFDES PID value must remain less than 12 milligrams/stroke for 11 seconds.

GENERAL MOTORS WARNING: Strict observance of posted speed limits and attention to driving conditions are mandatory when proceeding through the following drive cycles. NOTE:

A Drive Cycle may be referred to as Inspection/Maintenance (I/M) Complete System Set Procedure.

DRIVE CYCLE (1996-2000 MODELS) Description

Several states require that a vehicle pass On-Board Diagnostic (OBD) system tests and the I/M emission inspection in order to renew license plates. This is accomplished by viewing the I/M system status display on a scan tool. Using a scan tool, the technician can observe the I/M system status in order to verify that the vehicle meets the criteria that complies with the local area requirements. The System Status display indicates only if the PCM has completed the required tests (DTCs). The System Status display does not necessarily mean that the test has passed. If a failure indication is present for a DTC associated with one of the systems, that test has failed. Diagnosis and repair are necessary in order to meet the I/M requirement. Verify that the vehicle passes all of the diagnostic tests associated with the displayed System Status prior to returning the vehicle to the customer. Home Tuesday, November 08, 2005 2:26:53 PM

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

Conditions for Updating I/M System Status

Each system requires at least one, and sometimes several, diagnostic tests. The results of these tests are reported by a Diagnostic Trouble Code (DTC). A system monitor is complete when either all of the DTCs comprising the monitor have run and passed, or any one of the DTCs comprising the monitor have illuminated the MIL. Once all of the tests are completed, the I/M System Status display will indicate YES in the COMPLETED column. For example, when the HO2S Heater Test indicates YES, all of the oxygen sensor heaters have been diagnosed. If the vehicle has four heated oxygen sensors, all four heater circuits have been diagnosed. The I/M System Status will indicate NO under the Completed column when any of the required tests for that system have not run. The following is a list of conditions that would set the I/M system status indicator to NO: z

z z z z

The vehicle is new from the factory and has not yet been driven through the necessary drive conditions to complete the tests. The battery has been disconnected or discharged below operating voltage. The control module power or ground has been interrupted. The control module has been reprogrammed. The control module DTCs have been cleared as part of a service procedure.

Monitored Emission Control Systems

The OBD-II System monitors all emission control systems that are on-board. Not all vehicles have a full complement of emission control systems. For example, a vehicle may not be equipped with secondary Air Injection (AIR) or Exhaust Gas Recirculation (EGR). The OBD-II regulations require monitoring of the following: z z z z z z z z z z z

Air conditioning system. Catalytic converter efficiency. Comprehensive component monitoring. Emission related inputs and outputs. Evaporative (EVAP) emissions system. Exhaust Gas Recirculation (EGR) system. Fuel delivery system. Heated catalyst monitoring. Misfire monitoring. Oxygen Sensor system (O2S or HO2S). Oxygen sensor heater system (HO2S heater). Secondary Air Injection (AIR) system.

Systems such as fuel delivery, misfire, and comprehensive components may not be listed in a system status list. These tests run continuously on some vehicles and may not require an indicator. Drive Cycle

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

Fig. 2: Typical Drive Cycle (1996-2000 GM Vehicles - Except Metro, Prizm, Saturn & Tracker) Courtesy of GENERAL MOTORS CORP. DRIVE CYCLE (2001-2003 MODELS) Description

The following procedure is designed to satisfy the enable criteria necessary to execute all of the I/M readiness diagnostics, and complete the trips for those particular diagnostics. When all diagnostic tests are completed, the I/M System Status indicators are set to YES. Perform this test when more than one or all of the I/M System Status indicators are set to NO. Rough road conditions may prevent some of the tests from running. Extreme high or low ambient temperatures may prevent tests such as Heated Oxygen Sensor (HO2S) heater and Evaporative Emission (EVAP) system from initiating. If a step is interrupted before completion, perform the remaining portion of the set procedures. Any portion of the set procedure that requires the engine at operating temperature may be repeated. This allows most of the diagnostics to run and the remaining tests can be performed using the individual System Set Procedures. If the vehicle has recently run, start the Drive Cycle Procedure at step 3. This will allow the tests that require the engine at operating temperature to run. Using this method allows shorter cool down periods if the tests requiring a cold start do not initiate. The scan tool can be used to monitor each of the I/M System Status indicators during the Drive Cycle Procedure. When all of the indicators for a test step have updated to YES, testing can move on to the next step even if the remaining portion of the test is not complete. For example, step 3 is designed to run the Evaporative Emission (EVAP), Secondary Air Injection (AIR), and Heated Oxygen Sensor (HO2S) tests. The procedure instructs the technician to operate the vehicle in the enable conditions for 6 minutes. If all 3 tests have updated to YES within 4 minutes, it is not necessary to continue with the enable conditions and testing can advance to Home Tuesday, November 08, 2005 2:26:53 PM

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

the next step. Enable Conditions

NOTE:

z z z z z z

It may not be necessary to meet all conditions below to enable specific monitors to run an individual diagnostic test. For more information on enable conditions for running specific monitors, see SELF DIAGNOSTIC SYSTEM in appropriate SELF DIAGNOSTICS article.

Barometric Pressure (BARO) is greater than 74 kPa. Engine Coolant Temperature (ECT) is less than 75°F (24°C). Intake Air Temperature (IAT) is less than 75°F (24°C). The difference between the IAT and the ECT is 11°F (6°C) or less. The battery voltage is 9-18 volts. The fuel level is between 1/4 and 3/4.

Inspection/Maintenance (I/M) System Check

Any DTCs set may prevent the required monitors from running. In most cases, anytime a control module is reprogrammed or the DTCs are cleared as part of a repair procedure, all the I/M system status indicators will reset to NO. Prior to performing Drive Cycle Procedure (Inspection/Maintenance Complete System Set Procedure), perform Inspection/Maintenance System Check. See Fig. 3 .

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

Fig. 3: Inspection/Maintenance System Check (2001-2003 GM Vehicles - Except Metro, Prizm, Saturn & Tracker) Courtesy of GENERAL MOTORS CORP. Inspection/Maintenance (I/M) Complete System Set Procedure

The step numbers below refer to the step numbers in Fig. 4 on 2001-2003 GM vehicles, except Metro, Prizm, Saturn & Tracker. 1. Ensure you perform INSPECTION/MAINTENANCE (I/M) SYSTEM CHECK before performing this test. Failure to do so may result in difficulty updating the status to YES. 2. This step is to run the HO2S Heater Tests and initiate the EVAP System Test. Preprogramming the scan tool will reduce the amount of time the oxygen sensor heaters operate while verifying the enable criteria. The Engine Control Module (ECM) considers the engine to be cold if the following conditions are met: ECT less than 95°F (35°C), ECT and IAT are within 11°F (6°C) of each other at start up. Home Tuesday, November 08, 2005 2:26:53 PM

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

3. This step is to run the EVAP, AIR and the Oxygen Sensor Tests. The EVAP Test begins once the engine coolant reaches a calibrated temperature. The AIR Test, if equipped, begins shortly after Closed Loop and the indicated speed is achieved. The Oxygen Sensor Tests begin once the engine is at operating temperature, in Closed Loop fuel control, and a calibrated amount of time has elapsed. 4. This step is to run the Exhaust Gas Recirculation (EGR) Tests. The EGR Tests are run during a gradual deceleration with a closed throttle. The vehicle speed is required in order to maintain a high, steady Manifold Absolute Pressure (MAP) signal. 5. This step is to run the Catalyst Tests. This test runs during the idle period immediately following a cruise period that meets a minimum calibrated RPM and time period. 6. Perform the individual system test for any of the systems that do not update to YES. 7. The I/M System Status only reports on whether or not a diagnostic has run, not what the outcome of the test was. If any emission related DTC sets after the tests are complete, the DTC will require diagnosis. See appropriate SELF DIAGNOSTICS article.

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

Fig. 4: Inspection/Maintenance Complete System Set Procedure - 1 Of 2 (2001-2003 GM Vehicles Except Metro, Prizm, Saturn & Tracker) Courtesy of GENERAL MOTORS CORP. Home Tuesday, November 08, 2005 2:26:53 PM

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

Fig. 5: Inspection/Maintenance Complete System Set Procedure - 2 Of 2 (2001-2003 GM Vehicles Except Metro, Prizm, Saturn & Tracker) Home Tuesday, November 08, 2005 2:26:53 PM

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

Courtesy of GENERAL MOTORS CORP.

HONDA NOTE:

Drive cycles for Honda models are also known as "System Readiness Codes".

For drive cycle test procedures, see appropriate SELF-DIAGNOSTICS article in ENGINE PERFORMANCE.

LEXUS NOTE:

Drive cycles for Lexus models are also known as "Test Drive Confirmation" tests. These Test Drive Confirmation tests are included in the appropriate Diagnostic Trouble Code tests. For drive cycle test procedures, see appropriate SELF-DIAGNOSTICS article in ENGINE PERFORMANCE.

NISSAN DRIVE CYCLES (1996 & 1997 MODELS) NOTE:

Drive cycles are referred to as System Readiness Test (SRT) drive patterns.

Introduction

To identify the correct drive pattern, the following information is need: z z z z z z z

Vehicle Model Year Engine Type Transmission Type Emissions Certification (California Or Federal) Powertrain (Trucks: 2WD Or 4WD) ECM Part Number

The following tables should be used to identify which Drive Pattern(s) to be used on specified models. See Fig. 6 and Fig. 7 . To identify SRT drive pattern layout, see Fig. 8 . For more information on 1996 and 1997 SRT drive patterns, see Technical Service Bulletin No. NTB98-01C, dated January 3, 2003. See SYSTEM READINESS TEST (SRT) DRIVE PATTERNS .

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

Fig. 6: Nissan SRT System Chart (Part 1)

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

Fig. 7: Nissan SRT System Chart (Part 2)

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

Fig. 8: SRT Drive Pattern Layout Nissan SRT Drive Patterns

Fig. 9: System Readiness Test Drive Pattern #1: 1996 Altima (FED) M/T Home Tuesday, November 08, 2005 2:26:53 PM

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

Fig. 10: System Readiness Test Drive Pattern #2; 1996 Altima (FED) A/T

Fig. 11: System Readiness Test Drive Pattern #3; 1996 Altima (CAL) M/T Home Tuesday, November 08, 2005 2:26:54 PM

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

Fig. 12: System Readiness Test Drive Pattern #4; 1996 Altima (CAL) M/T

Fig. 13: System Readiness Test Drive Pattern #5; 1996 Altima (CAL) A/T

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

Fig. 14: System Readiness Test Drive Pattern #6; 1996 Altima (CAL) A/T

Fig. 15: System Readiness Test Drive Pattern #7; 1997 Altima M/T

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

Fig. 16: System Readiness Test Drive Pattern #8; 1997 Altima A/T

Fig. 17: System Readiness Test Drive Pattern #9; 1997.5 Altima M/T

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

Fig. 18: System Readiness Test Drive Pattern #10; 1997.5 Altima A/T

Fig. 19: System Readiness Test Drive Pattern #11; 1996 Maxima M/T Home Tuesday, November 08, 2005 2:26:54 PM

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

Fig. 20: System Readiness Test Drive Pattern #12; 1996 Maxima A/T

Fig. 21: System Readiness Test Drive Pattern #13; 1997 Maxima M/T Home Tuesday, November 08, 2005 2:26:54 PM

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

Fig. 22: System Readiness Test Drive Pattern #14; 1997 Maxima A/T

Fig. 23: System Readiness Test Drive Pattern #15; 1996 Pathfinder M/T Home Tuesday, November 08, 2005 2:26:54 PM

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

Fig. 24: System Readiness Test Drive Pattern #16; 1996 Pathfinder A/T

Fig. 25: System Readiness Test Drive Pattern #17; 1997 Pathfinder M/T Home Tuesday, November 08, 2005 2:26:54 PM

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

Fig. 26: System Readiness Test Drive Pattern #18; 1997 Pathfinder A/T

Fig. 27: System Readiness Test Drive Pattern #19; 1996 Quest A/T Home Tuesday, November 08, 2005 2:26:54 PM

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

Fig. 28: System Readiness Test Drive Pattern #20; 1997 Quest A/T

Fig. 29: System Readiness Test Drive Pattern #21; 1996 Sentra/200SX (GA16DE) M/T

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

Fig. 30: System Readiness Test Drive Pattern #22; 1996 Sentra/200SX (GA16DE) M/T

Fig. 31: System Readiness Test Drive Pattern #23; 1996 Sentra/200SX (GA16DE) A/T

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

Fig. 32: System Readiness Test Drive Pattern #24; 1997 Sentra/200SX (GA16DE) M/T

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

Fig. 33: System Readiness Test Drive Pattern #25; 1997 Sentra/200SX (GA16DE) A/T

Fig. 34: System Readiness Test Drive Pattern #26; 1996-97 200SX (SR20DE) M/T

Fig. 35: System Readiness Test Drive Pattern #27; 1996-97 200SX (SR20DE) A/T Home Tuesday, November 08, 2005 2:26:54 PM

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

Fig. 36: System Readiness Test Drive Pattern #28; 1996 Truck (2WD) M/T C:\DOCUME~1\JAYFOS~1\LOCALS~1\Temp\mric_tmp\~od171.jpg (2347 x 1652) @ 564.48px

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

Fig. 37: System Readiness Test Drive Pattern #29; 1996 Truck (2WD) M/T C:\DOCUME~1\JAYFOS~1\LOCALS~1\Temp\mric_tmp\~od172.jpg (2347 x 1647) @ 564.48px

Fig. 38: System Readiness Test Drive Pattern #30; 1996 Truck (2WD) A/T

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

C:\DOCUME~1\JAYFOS~1\LOCALS~1\Temp\mric_tmp\~od173.jpg (2347 x 1649) @ 564.48px

Fig. 39: System Readiness Test Drive Pattern #31; 1996 Truck (2WD) A/T C:\DOCUME~1\JAYFOS~1\LOCALS~1\Temp\mric_tmp\~od174.jpg (2351 x 1650) @ 564.48px

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

Fig. 40: System Readiness Test Drive Pattern #32; 1997 Truck (2WD) M/T C:\DOCUME~1\JAYFOS~1\LOCALS~1\Temp\mric_tmp\~od175.jpg (2351 x 1648) @ 564.48px

Fig. 41: System Readiness Test Drive Pattern #33; 1997 Truck (2WD) A/T

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

C:\DOCUME~1\JAYFOS~1\LOCALS~1\Temp\mric_tmp\~od176.jpg (2354 x 1661) @ 564.48px

Fig. 42: System Readiness Test Drive Pattern #34; 1996 Truck (4WD) M/T C:\DOCUME~1\JAYFOS~1\LOCALS~1\Temp\mric_tmp\~od177.jpg (2351 x 1652) @ 564.48px

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

Fig. 43: System Readiness Test Drive Pattern #35; 1996 Truck (4WD) M/T C:\DOCUME~1\JAYFOS~1\LOCALS~1\Temp\mric_tmp\~od178.jpg (2351 x 1659) @ 564.48px

Fig. 44: System Readiness Test Drive Pattern #36; 1997 Truck (4WD) M/T

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

C:\DOCUME~1\JAYFOS~1\LOCALS~1\Temp\mric_tmp\~od179.jpg (2351 x 1645) @ 564.48px

Fig. 45: System Readiness Test Drive Pattern #37; 1996 240SX M/T C:\DOCUME~1\JAYFOS~1\LOCALS~1\Temp\mric_tmp\~od17A.jpg (2351 x 1642) @ 564.48px

Fig. 46: System Readiness Test Drive Pattern #38; 1996 240SX A/T Home Tuesday, November 08, 2005 2:26:54 PM

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

C:\DOCUME~1\JAYFOS~1\LOCALS~1\Temp\mric_tmp\~od17B.jpg (2351 x 1639) @ 564.48px

Fig. 47: System Readiness Test Drive Pattern #39; 1997 240SX M/T C:\DOCUME~1\JAYFOS~1\LOCALS~1\Temp\mric_tmp\~od17C.jpg (2351 x 1645) @ 564.48px

Fig. 48: System Readiness Test Drive Pattern #40; 1997 240SX A/T Home Tuesday, November 08, 2005 2:26:54 PM

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

C:\DOCUME~1\JAYFOS~1\LOCALS~1\Temp\mric_tmp\~od17D.jpg (2351 x 1555) @ 564.48px

Fig. 49: System Readiness Test Drive Pattern #41; 1996 300ZX (Non-turbo) M/T C:\DOCUME~1\JAYFOS~1\LOCALS~1\Temp\mric_tmp\~od17E.jpg (2346 x 1553) @ 564.48px

Fig. 50: System Readiness Test Drive Pattern #42; 1996 300ZX (Non-turbo) M/T

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

C:\DOCUME~1\JAYFOS~1\LOCALS~1\Temp\mric_tmp\~od17F.jpg (2346 x 1554) @ 564.48px

Fig. 51: System Readiness Test Drive Pattern #43; 1996 300ZX (Non-turbo) A/T C:\DOCUME~1\JAYFOS~1\LOCALS~1\Temp\mric_tmp\~od180.jpg (2346 x 1553) @ 564.48px

Fig. 52: System Readiness Test Drive Pattern #44; 1996 300ZX (Non-turbo) A/T

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

C:\DOCUME~1\JAYFOS~1\LOCALS~1\Temp\mric_tmp\~od181.jpg (2349 x 1560) @ 564.48px

Fig. 53: System Readiness Test Drive Pattern #45; 1996 300ZX (Turbo) M/T C:\DOCUME~1\JAYFOS~1\LOCALS~1\Temp\mric_tmp\~od182.jpg (2349 x 1559) @ 564.48px

Fig. 54: System Readiness Test Drive Pattern #46; 1996 300ZX (Turbo) A/T

TOYOTA Home Tuesday, November 08, 2005 2:26:55 PM

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

NOTE:

Drive cycles for Toyota models are also known as "Test Drive Confirmation" tests. These Test Drive Confirmation tests are included in the appropriate Diagnostic Trouble Code tests. For drive cycle test procedures, see appropriate SELF-DIAGNOSTICS article in ENGINE PERFORMANCE.

VEHICLE RECALLS, TESTABILITY ISSUES & VEHICLES CURRENTLY NOT TESTABLE VEHICLE RECALLS NOTE:

Recall information is currently only available for certain 1995-96 DaimlerChrysler vehicles. See Fig. 55. For full text of recall, see RECALL 678 REPROGRAM PCM .

Fig. 55: Vehicle Recalls TESTABILITY ISSUES VEHICLE RECALLS & NOTE INDEX Vehicle Application

Figure Reference

Audi & Volkswagen Home Tuesday, November 08, 2005 2:26:55 PM

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

1996-2002 All Models Chrysler 1996 Cirrus, Concorde, LHS, Sebring & Sebring Convertible Dodge 1996 Avenger, Intrepid, Stratus, Neon & Stealth Eagle 1996 Talon & Vision Hyundai 2003 Tiburon Infiniti 1996 All Models Mercedes-Benz 1996 C220, C280, E320, S320 & SL320 2001-2003 All Models Mitsubishi 1996-1997 Diamante, 3000GT, 3000GT Spyder, Montero & Montero Sport With 3.0L Or 3.5L Engines 1996 All Models (Montero Most Common) 1996-2001 All Models Except Non-Turbo 2.0L Engine, Diamante, 3000GT, 3000GT Spyder, Montero & Montero Sport With 3.0L Or 3.5L Engines Nissan 1996 All Models 1997 2.0L 200SX Plymouth 1996

See Fig. 56 .

See Fig. 57 .

See Fig. 57 . See Fig. 57 .

See Fig. 57 .

See Fig. 57 . See Fig. 58 .

See Fig. 58 . See Fig. 58 .

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

Breeze & Neon

See Fig. 58 .

Saab 1996-1998 All Models Subaru 1996 All Models Toyota 1997 Paseo & Tercel Volkswagen & Audi 1997-2002 All Models With Non-OEM Stereos Volvo 1996 850 Turbo 1996-1998 All Models Except 850 Turbo

See Fig. 58 .

See Fig. 59 . See Fig. 59 .

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

Fig. 56: Vehicles With Testability Issues (1 Of 4) C:\DOCUME~1\JAYFOS~1\LOCALS~1\Temp\mric_tmp\~od185.jpg (1908 x 2257) @ 564.48px

Fig. 57: Vehicles With Testability Issues (2 Of 4)

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

C:\DOCUME~1\JAYFOS~1\LOCALS~1\Temp\mric_tmp\~od186.jpg (1992 x 2544) @ 564.48px

Fig. 58: Vehicles With Testability Issues (3 Of 4)

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

Fig. 59: Vehicles With Testability Issues (4 Of 4) VEHICLES CURRENTLY NOT TESTABLE

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

C:\DOCUME~1\JAYFOS~1\LOCALS~1\Temp\mric_tmp\~od188.jpg (1985 x 2562) @ 564.48px

Fig. 60: Vehicles Currently Not Testable (1 Of 2)

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1998 Chevrolet Pickup C1500 DRIVE CYCLES OBD-II Vehicles - OBD-II Readiness Monitors

Fig. 61: Vehicles Currently Not Testable (2 Of 2)

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Page 62

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Symptom Check List Worksheets

GENERAL INFORMATION Symptom Check List Worksheets

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: z z z z z z z

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: z

z z z z

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.

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Symptom Check List Worksheets

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.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Symptom Check List Worksheets

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.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Symptom Check List Worksheets

Fig. 2: Symptom Check List - Page 1

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Symptom Check List Worksheets

Fig. 3: Symptom Check List - Page 2

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Symptom Check List Worksheets

Fig. 4: Symptom Check List - Page 3

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Symptom Check List Worksheets

Fig. 5: Symptom Check List - Page 4 INDIVIDUAL SYSTEM-BASED CHECK LISTS

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Symptom Check List Worksheets

NOTE:

Have the service adviser fill out these forms with the customer whenever possible.

Fig. 6: Engine Driveability & Automatic Transmission

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Symptom Check List Worksheets

Fig. 7: Brakes, Steering, & Suspension

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Symptom Check List Worksheets

Fig. 8: Air Conditioning, Heater & Ventilation

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Symptom Check List Worksheets

Fig. 9: Electrical, Radio & Tape/CD Player

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Symptom Check List Worksheets

Fig. 10: Manual Transmission & Clutch

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Symptom Check List Worksheets

Fig. 11: Squeak, Rattle, & Noise Conditions

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Symptom Check List Worksheets

Fig. 12: Water Leak & Wind Noise

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

* PLEASE READ THIS FIRST * Placing a non-compatible vehicle on a single-axle dynamometer could result in a safety hazard to technicians and damage to vehicle. Vehicles which use All-Wheel Drive (AWD) or traction control may not be clearly marked. Use common sense and take all necessary precautions when placing any vehicle on the dynamometer. Determine between full-time 4WD and All-Wheel Drive (AWD) for testing purposes. The following tables include information related to full-time 4WD and AWD vehicles, and how to disable the traction control system (if disengageable). WARNING: DO NOT operate vehicle on a 2-wheel dynamometer if the DO NOT TEST column is marked.

ACURA ACURA Application Integra 1996-2001 Legend 1986-92 1993-95

FWD RWD

Part Time 4WD

Full Time 4WD

AWD TCS

Do Not Test

...

X X

... ...

...

... ...

MDX 2001-02 2003

... ...

... X

X ...

X (1)

X X

NSX 1991-2001

...

X (3)

...

2002-03

...

X (2)

...

X (4)

...

RSX 2002-03 SLX 1996-99 Vigor 1991-94 2.2CL 1997

X (2) ...

Home Tuesday, November 08, 2005 3:16:56 3:16:47 PM

Page 1

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

2.3CL 1998-99 3.0CL 1997-99 3.2CL 2001

...

X (3)

...

2002-03

...

X (1)

...

3.5 RL 1996-99

...

X (1)

...

2000-01

...

X (1)

...

2002-03

...

X (1)

...

X X

... ...

... X (1)

... ...

2000-01

...

X (1)

...

2002-03

...

X (1)

...

2.5 TL 1996-98 3.2TL 1996-98 1999

(1)

Turn ignition on. Push TCS/VSA/VSA-OFF switch located on left side of dash. Indicator light will illuminate when system is disabled. (2) Turn ignition on. Push TCS switch located under trip set knob. TCS indicator light will illuminate when system is disabled.. (3) Start engine. Push TCS switch located in instrument panel. TCS indicator light will illuminate when system is disabled. (4) Shift transfer case to 2H.

ALFA ROMEO ALFA ROMEO Application FWD RWD Part Time 4WD Full Time 4WD AWD TCS Do Not Test 164 1991-95 X ... ... ... ... ... ... Milano 1987-89 ... X ... ... ... ... ... Spider 1980-91 ... X ... ... ... ... ...

AM GENERAL Home Tuesday, November 08, 2005 3:16:48 PM

Page 2

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

AM GENERAL Application FWD RWD Part Time 4WD Full Time 4WD AWD TCS Do Not Test Hummer 1992-2003 ... ... ... ... X X (1) ... (1)

Cannot be shifted into 2WD.

AMERICAN MOTORS AMERICAN MOTORS Application FWD RWD Part Time 4WD Full Time 4WD AWD TCS Do Not Test AMX 1980 ... X ... ... ... ... ... Concord 1980-83 ... X ... ... ... ... ... Eagle With Select Drive 1980-87 ... ... ... ... X ... X Eagle Without Select Drive 1980-87 ... ... ... ... X X (1) ... Pacer 1980 ... X ... ... ... ... ... Spirit 1980-83 ... X ... ... ... ... ... (1)

Cannot be shifted into 2WD.

AUDI AUDI Application 80 & 90 1988-91 80 & 90 Quattro 1990-91 AWD

FWD RWD

Part Time 4WD

Full Time 4WD

AWD TCS

Do Not Test

...

X (1)

...

X (1)

...

100 & 200 1989-94 X 100 & 200 Quattro 1989-94 AWD ... 4000 Home

Tuesday, November 08, 2005 3:16:48 PM

Page 3

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

1980-87 4000 Quattro 1984-87 AWD

...

X (1)

...

5000 1980-88 5000 Quattro 1985-88 AWD

...

X (1)

...

A4 & A4 Avant 1996-2001

...

X (2)

...

A4 & A4 Avant 2002-03 FWD

...

X (4)

...

A4 & A4 Avant 2002-03 AWD

...

X (1)

...

A4 Quattro 1996-2001

...

X (1) X (5)

A6 & A6 Avant 1995 1996-2001

X X

... ...

2002-03 AWD

...

2002-03 FWD

...

A6 Quattro 1995-2001

...

2002-03

...

A8 1997-99 FWD

...

2000-03 AWD

...

A8 Quattro 1997-2001

...

Allroad 2001-03

...

Cabriolet 1995-99 Coupe 1980-87 Coupe Quattro 1982-87

... ...

...

X (2) X (1) ... ... X (4)

X ... ... X ...

X (1) X (5) X (1) ...

X (2)

...

X (1) X (4)

...

X (1) X (5)

...

X (1) X (4)

...

X (1)

...

Home Tuesday, November 08, 2005 3:16:48 PM

Page 4

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

S4 & S4 Avant 1992-94

...

X (1)

2002-02

...

X (1) X (4)

S4 Quattro 2000-01

...

X (1) X (3)

S6 & S6 Avant 1995

...

X (1)

2002-03

...

X (1) X (4)

2002-03

...

X (1) X (4)

TT Coupe 2000-01

...

X (2)

2002-03

...

X (4)

...

X (1) X (3)

2002-03

...

X (1) X (4)

V7 Quattro 1989-94

...

X (1)

...

TT Coupe Quattro 2000-01

(1)

...

Cannot be shifted into 2WD.

(2)

To disable, press ASR switch, located above radio. ASR warning light will illuminate when system is disabled. (3) Traction control cannot be disabled. (4)

To disable, press ESP switch, located on center console. ESP warning light will illuminate when system is disabled. (5) Information from manufacturer is not available at time of publication.

BMW BMW Application

FWD

RWD

Part Time 4WD

Full Time 4WD

AWD

TCS

Do Not Test

318 1983-93 1994-96

... ...

X X

... ...

... X (1)

... ...

318 is 1997-99

...

X (1)

...

Home Tuesday, November 08, 2005 3:16:48 PM

Page 5

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

318ti 1997-99

...

X (2)

...

X (1)

...

325 1984-93 1994-95

... ...

X X

... ...

... X (1)

... ...

325Ci 2001-03

...

X (3)

...

325i 2001-03

...

X (3)

...

325ix 1988-91

...

X (4)

...

325xi 2001-03

...

X (4)

...

328 1996-2000

...

X (1)

...

330Ci 2001-03

...

X (3)

...

330i 2001-03

...

X (3)

...

330xi 2001-03

...

X (4)

...

... ...

X X

... ...

... X (1)

... ...

525i 2001-2003

...

X (1)

...

528 1980-88 1997-2000

... ...

X X

... ...

...

... ...

320 1980-83 323 1998-2000

524 1985-86 525 1989-90 1991-95

X (1)

530i Home Tuesday, November 08, 2005 3:16:48 PM

Page 6

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

1994-95

...

X (1)

...

2001-03

...

X (1)

...

535 1985-90 1991-93

... ...

X X

... ...

... X (1)

... ...

540 1993-2003

...

X (1)

...

... ...

X X

... ...

... X (1)

... ...

740 1993-2001

...

X (1)

...

745i 2002-2003

...

X (5)

...

745Li 2002-2003

...

X (5)

...

750 1988-90 1991-2001

... ...

X X

... ...

... X (1)

... ...

760Li 2003

...

X (5)

...

840 & 850 1991-97

...

X (1)

...

M Coupe & Convertible 1999-2002 ...

...

X (1)

...

M3 1987-92 1995-2003

... ...

X X

... ...

...

... ...

M5 1987-90 1991-93

... ...

X X

... ...

X (1)

... ...

2000-03

...

X (1)

...

M6 1987-92

...

633, 635 & L6 1980-89 733, 735 & L7 1985-90 1991-92

X (1) ...

Home Tuesday, November 08, 2005 3:16:48 PM

Page 7

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

X5 2000-03

...

X (4)

...

Z3 1996-2000

...

X (1)

...

2001-02

...

X (1)

...

Z4 2003

...

X (5)

...

Z8 2000-03

...

X (1)

...

(1)

The Automatic Stability Control (ASC) or Dynamic Stability Control (DSC) switch is located on center console. Indicator/warning light on instrument panel will illuminate when system is disabled. (2) The ASC switch is located on left side of dash. Indicator/warning light on instrument panel will illuminate when system is disabled. (3) The ASC or Dynamic Stability Control (DSC) switch is located on center console. Indicator/warning light on instrument panel will illuminate when system is disabled. On models with DSC and Automatic Differential Braking (ADB), depress and hold DSC switch button for 3 seconds. The DSC and Yellow brake warning lights will stay illuminated the entire time the ADB, DSC and the Dynamic Brake Control (DBC) systems are switched off. (4) Cannot be shifted into 2WD. (5)

Information from manufacturer is not available at time of publication.

BUICK BUICK - CARS Application FWD RWD Century 1980-81 1982-98 1999-2003 Electra 1980-84 1985-90 Estate Wagon 1980-90 LeSabre 1980-85

Part time 4WD

Full Time 4WD

AWD TCS

... ...

Do Not Test

... X X

X ... ...

... ... ...

X (6)

... ... ...

... X

X ...

... ...

...

Home Tuesday, November 08, 2005 3:16:48 PM

Page 8

ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

1986-92 1993-94

X X

... ...

(2)

... ...

1995-99

...

X (3)

...

2000-03

...

X (4)

...

Park Avenue 1990-91 1992-96

X X

... ...

... X (5)

... ...

1997-2003

...

X (4)

...

... X ... X

X ... ... ...

... ... ... ...

... ... ... X (5)

... ... ... ...

...

X (1)

...

X (7)

...

Riviera 1980-93 1995-96

X X

... ...

... X

(5)

... ...

1997-99

...

X (1)

...

... X

X ...

... ...

...

Reatta 1988-91 Regal 1980-87 1988-96 1997-98 Except SC SC 1999-2003

Roadmaster 1991-96 Skyhawk 1980 1982-89 Skylark 1980-98 Somerset 1985-86

...

(1)

Traction control button is located on center console. TRAC OFF indicator will illuminate when system is disabled. (2) Traction control switch is part of twilight sentinel/instrument panel dimmer assembly. (3) Traction control button in to left of steering wheel. (4)

Traction control button in shift lever. TRAC OFF indicator will illuminate when system is disabled.

Home Tuesday, November 08, 2005 3:16:48 PM

Page 9

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

(5)

Traction control switch is on instrument panel. TRAC OFF indicator will illuminate when system is disabled. (6) Traction control system is disabled when transmission is in 1st or 2nd gear. TRAC OFF indicator will illuminate when system is disabled. (7) TRACTION switch is located on Black panel located behind the transaxle shift lever. TRAC OFF indicator will illuminate when system is disabled. BUICK - TRUCKS Application FWD RWD

Part Time 4WD

Full Time 4WD

AWD TCS

Do Not Test

... X (1) ... X (2)

Rendezvous 2002-03 AWD

...

2002-03 FWD

...

(1)

Cannot be shifted to 2WD.

(2)

Press TRAC OFF button located near the center console switchbank. TRAC OFF indicator light will illuminate when system is disabled.

CADILLAC CADILLAC - CARS Application FWD Allante 1987-89 X 1990-93 X

RWD

AWD

4WD

AWD

... ...

X (1)

... ...

...

X (2)

...

X (5)

...

DeVille 1980-84 1985-91 1992-94 1995-99

... X X X

X ... ... ...

... ... ... ...

... ... X X (5)

... ... X ...

2000-03

...

X (4)

...

Eldorado 1980-92

...

Catera 1997-2001 Cimarron 1982-88 CTS 2003

TCS Do Not Test ...

Home Tuesday, November 08, 2005 3:16:49 PM

Page 10

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

1993-95

...

X (3)

1996-2002

...

X (5)

...

... X X

X ... ...

... ... ...

... ...

... ... X

Fleetwood Brougham 1985-92 ... 1993-96 ...

X X

... ...

Fleetwood Special 1991 1992-93

X X

... ...

Seville 1980-92 1993-95

X ...

... X

... ...

X (3)

... ...

1996-97

...

X (5)

...

1998-2003

...

X (4)

...

Fleetwood 1980-84 1985-91 1992

X (3) ...

... ...

X (5) ...

... X

X (5) ...

(1)

On 1990-92 models, unplug connector near spare tire. On 1993 models, select PS24 on Driver Information Center (DIC), then press WARMER button to display 99 (TCS disabled). (2) Press TCS OFF button near radio. TRAC OFF indicator will illuminate when system is disabled. (3) Traction control button is located on steering wheel. (4)

TRAC ON/OFF button is on center console. TRACTION CONTROL/TRACTION OFF indicator on instrument panel will illuminate when system is disabled. (5) Traction control button is located in glove box. Indicator light on instrument panel will illuminate when system is disabled. Traction control system cannot be disabled. CADILLAC - TRUCKS Application FWD RWD Escalade 1999-2000 2WD 1999-2000 4WD

Part Time 4WD

Full Time 4WD ...

... ...

X ...

... ...

2002 AWD 2003 AWD

... ...

X ... ...

2002 RWD

...

(1)

AWD TCS

Do Not Test

... ...

... X

X X

... X (4)

X X

...

X (2)

...

Home Tuesday, November 08, 2005 3:16:49 PM

Page 11

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

2003 RWD

...

X (3)

...

Escalade EXT 2002 2003

... ...

X X

... X (3)

X X

Escalade ESV 2003

...

X (3)

(1)

Press button on instrument panel to select 2HI position. The switch indicator light will flash until new position is active, then light will stay on. (2) Press TC switch, located to the right of the steering wheel. TRAC OFF indicator light will illuminate when system is disabled. (3) Stabilitrak(R) and part of the traction control system can be turned off or on by pressing the Stabilitrak button located on the instrument panel. STABILITY SYS DISABLED will be illuminated. (4) Traction control switch has a sliding car icon on it.

CHEVROLET CHEVROLET - CARS Application FWD RWD Beretta 1987-96 Camaro 1980-93 1994-2002 Caprice 1980-96 Cavalier 1982-94 1995-2000 2001-03 Celebrity 1982-90 Chevette 1980-87 Citation 1980-85 Corsica

Part Time 4WD

Full Time 4WD

AWD TCS

Do Not Test

...

... ...

X X

... ...

... X (1)

... ...

...

X X

... ...

... X (2)

... ...

...

X (3)

...

Home Tuesday, November 08, 2005 3:16:49 PM

Page 12

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

1987-96 Corvette 1980-91 1992-2003

...

... ...

X X

... ...

...

... ...

Impala 1980-96 2000-03

... X

X ...

... ...

X (4)

... ...

...

... X

X ...

... ...

...

... X X

X ... ...

... ... ...

... ... X (5)

... ... ...

...

X (6)

...

Lumina 1990-2001 Lumina APV 1990-96 Malibu 1980-83 1997-2003 Metro 1998-2001 Monte Carlo 1981-88 1995-99 2000-03 Monza 1980 Nova 1985-88 Prizm 1998-2002 Spectrum 1985-88 Sprint 1985-91 Venture 1997-2003

X (7) ...

(1)

Press ASR button, located on console. ASR OFF indicator light will illuminate when system is disabled. (2) ETS system will not operate when A/T selector is in 1 or 2 position. ETS indicator light will stay on when system is disabled.. (3) Press ETS button, located on instrument panel. TRAC OFF indicator light will illuminate when system is disabled. Home Tuesday, November 08, 2005 3:16:49 PM

Page 13

ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

(4)

Press TRAC OFF button on left side of dash. Chime will sound. SERVICE TRACTION SYSTEM indicator light will illuminate when system is disabled. (5) Press TRAC ON/OFF button on center console. Chime will sound. TRACTION CONTROL indicator light will illuminate when system is disabled. (6) Press TCS button on dash or center console. TRAC OFF indicator light will illuminate when system is disabled. (7) Press sliding car icon on the console. TRACTION SYSTEM OFF will illuminate when system is disabled. CHEVROLET TRUCKS Application

Astro Van 1985-2003 RWD 1990-2003 AWD

FWD RWD

... ...

X ...

Part Time 4WD

Full Time 4WD

... ...

AWD TCS Do Not Test

... X (1) ,

... ...

... X

(2)

Avalanche 2001

...

X (3) ...

...

X (9)

...

X (5) ...

... ...

X X

... X (4)

... ...

1995-2003 With Push Button Shift Selector 4WD 1995-98 AWD

...

X (3)

...

1999-2003 A/T

...

X (3)

...

X (2) ...

...

Cutaway/RV Cutaway (C-Series) 1990-2002 ... 2003 ...

X X

... ...

... X (8)

... ...

...

2002 2WD

...

2003 2WD 2002-03 4WD Blazer 1980-94 2WD 1980-94 4WD

C10-30 & C1500-3500 Series 1980-2002 El Camino 1980-87 Express Van 1996-2003

Home Tuesday, November 08, 2005 3:16:49 PM

Page 14

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

G10-30 & G1500-3500 Series 1980-2000 K10-30 & K1500-3500 Series 1980-2000 With Shift Lever Selector 1996-2000 With Push Button Shift Selector 1998-2000 With Automatic Selector LUV 1980-82 2WD 1980-82 4WD

...

X (4)

...

X (3)

...

X (3)

...

... ...

X X

... X (4)

... ...

...

... ...

X X

... ...

...

X (4)

...

X (7) ...

... ...

...

X (3)

...

X (3)

...

X (1)

...

SSR 2003

...

X (5)

...

Suburban 1980-2001 2WD 2002-2003 2WD

... ...

X X

... ...

...

X (4)

...

X (5) ...

... ...

...

X (3)

...

X (3)

...

R10-30 & R1500-3500 Series 1987-91 Sierra & Silverado 1999 2WD 2000-03 2WD 1999-2003 With Shift Lever Selector 4WD 1999-2003 With Push Button Shift Selector 4WD 1999-2003 With Automatic Selector 1999-2003 AWD

1980-99 With Shift Lever Selector 4WD 1996-2003 With Push Button Shift Selector 4WD 1998-2003 With Automatic Selector S10 & S15 Pickup 1982-2003 2WD S-Series 2002-03

...

Home Tuesday, November 08, 2005 3:16:49 PM

Page 15

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

Tahoe 1995-99 2WD 2000-03 2WD 1995-99 With Shift Lever Selector 4WD 1996-2003 With Push Button Shift Selector 4WD 1998-2003 With Automatic Selector Tracker 1998-2003 2WD 1998-2003 2WD TrailBlazer 2002-03 2WD 2002-03 NVG126-NP4 Transfer Case Full-Time AWD 2002-03 NVG126-NP4 Transfer Case Part-Time 4WD T10 & T15 Pickup 1982-97 With Shift Lever Selector 4WD 1994-2001 With Push Button Shift Selector 4WD 1999-2001 With Automatic Shift Selector Venture 2002-2003 AWD 2002-2003 2WD (1)

Cannot be shifted to 2WD.

(2)

All wheel drive is optional.

... ...

X X

... ...

... X (7)

... ...

...

X (4)

...

X (3)

...

X (3)

...

... ...

X X

... X (4)

... ...

...

X (3)

...

X (4)

...

X (3)

...

X (3)

...

X (6) X (1) ... ...

X (1) ... ... X (5)

... X

X ...

(3)

Press button on instrument panel to select 2HI position. Switch indicator light will flash until new position is active. Indicator light will stay on. (4) Shift transfer case to 2WD or 2H mode. (5)

Information from manufacturer is not available at time of publication.

(6)

Press traction control switch located on instrument panel. Indicator light will illuminate when system is disabled. Press OFF/ON sliding car icon located near the shift lever. TRAC OFF indicator

Home Tuesday, November 08, 2005 3:16:49 PM

Page 16

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

(7)

light will illuminate when system is disabled.

(8)

Press TRACTION ASSIST switch located left of the steering wheel. TRACTION OFF indicator light will illuminate when system is disabled. (9) Press the switch with the sliding car icon, located left of the steering wheel on the instrument panel. TRACTION OFF will illuminate when system is disabled.

CHRYSLER CHRYSLER - CARS Application FWD RWD Cirrus 1995-2000 Concorde 1993-2001 2002-2003 Conquest 1987-89 Cordoba 1980-83 E Class 1983-84 Executive 1983-85 Fifth Avenue 1983-89 1990-93 Imperial 1981 1990-93 Laser 1984-87 LeBaron 1980-81 1982-95 LeBaron GTS 1985-89 LHS 1994-2001

Part Time 4WD

Full Time 4WD

AWD TCS

Do Not Test

...

X (1)

...

X (3)

...

... X

X ...

... ...

... X

X ...

... ...

...

... X

X ...

... ...

...

Home Tuesday, November 08, 2005 3:16:49 PM

Page 17

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

X (1) New Yorker 1980-83 1983-93 1994-96

... X X

X ... ...

... ... ...

X (1)

... ... ...

...

... ...

...

... ...

...

X X

... ...

...

X (1)

...

X (3)

...

Newport 1980-81 ... Prowler 2001-02 ... Sebring Convertible 1996-97 X 1998-2000 X 2001-03 Sebring Coupe 1995-2000 2001-03 Sebring Sedan 2001-03 TC 1989-91 300 1980 300M 1999-2001 2002-2003

... ...

(3)

X ... ... X

(2)

... ... X

(1)

Press TRAC OFF switch on instrument panel. Indicator light will illuminate when system is disabled. (2) Traction control cannot be disabled. (3)

Traction control switch is to the right of the steering column. Indicator light will illuminate when system is disabled.

CHRYSLER - TRUCKS Application FWD RWD

Part Time 4WD

Full Time 4WD

AWD TCS Do Not Test

PT Cruiser 2001-03

...

X (1)

...

Town & Country 1980-81

...

Home Tuesday, November 08, 2005 3:16:49 PM

Page 18

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

1982-88 1990-96 1991-96 AWD

X X ...

... ... ...

1997-2003 AWD

...

1997-2002 FWD

...

2003 FWD

...

Voyager 2001 AWD

...

2003 FWD

...

... ... X (3)

... ... ...

X (3) X (1) ... X (1) ... X (2) X (3) X (1) ... X (1)

... ... X X ... ... X ...

(1)

Press TRAC OFF switch on instrument panel. Indicator light will illuminate when system is disabled. (2) Press TRAC OFF switch, located on top of the steering column. Indicator light will illuminate when system is disabled. (3) Cannot be shifted to 2WD.

DAEWOO DAEWOO Application FWD RWD Part Time 4WD Full Time 4WD AWD TCS Do Not Test Lanos 1999-2001 X ... ... ... ... ... ... Leganza 1999-2001 X ... ... ... ... X (1) X Nubria 1999-2001 X ... ... ... ... ... ... (1)

Traction control cannot be disabled.

DAIHATSU DAIHATSU Application FWD RWD Part Time 4WD Full Time 4WD AWD TCS Do Not Test Charade 1988-92 X ... ... ... ... ... ... Rocky 1990-92 ... ... ... ... ... ... X (1) (1)

Shift transfer case to 2H position. Place locking hub to FREE position at front axle.

Home Tuesday, November 08, 2005 3:16:49 PM

Page 19

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

DODGE DODGE - CARS Application FWD RWD Aries 1981-89 Aspen 1980 Avenger 1995-2000 Challenger 1980-83 Charger 1983-87 Colt 1980-94 FWD 1980 RWD Colt Vista Wagon 1984-94 2WD 1984-94 AWD Conquest 1984-86 Daytona 1984-93 Diplomat 1980-89 Dynasty 1988-93 Intrepid 1993-2003 Lancer 1985-89 Mirada 1980-83 Monaco 1990-92 Neon 1995-99

Part Time 4WD

Full Time 4WD

AWD TCS

Do Not Test

...

X ...

... X

... ...

X ...

... ...

... X (2)

... ...

... X

...

X (1)

...

Home Tuesday, November 08, 2005 3:16:49 PM

Page 20

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

2000-03

...

X (1)

...

Omni 1980-90 Rampage 1982-84 Shadow 1987-94 Spirit 1989-95 Stealth 1991-96 2WD 1991-96 AWD

...

X ...

... ...

... X (2)

... ...

... X

Stratus Coupe 2001-03

...

X (3)

...

Stratus Sedan 1995-2003 St. Regis 1980-81 Viper 1992-2003 024 1980-82 400 1982-83 600 1983-88 (1)

Press TRAC OFF switch on instrument panel to disable system. Indicator light will illuminate when system is disabled. (2) Cannot be shifted to 2WD. (3)

Traction control cannot be disabled.

DODGE/ PLYMOUTH - TRUCKS Application FWD RWD Part Time 4WD Arrow Pickup 1980-83 ... X ... B-Series Ram Van/Wagon 1980-2003 ... X ...

Full Time AWD TCS Do Not 4WD Test ...

...

Home Tuesday, November 08, 2005 3:16:49 PM

Page 21

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

Cab & Chassis 1990-2003 2WD ... X 1990-2003 4WD ... ... Caravan/Grand Caravan & Voyager 1991-96 AWD ... ...

... ...

... X

... ...

... X

...

X (1)

...

X (1) X (2) ... ... ... X (2)

1997-2003 AWD

...

1984-96 FWD 1997-2003 FWD

X X

... ...

...

X (3)

...

2000 NV231 4WD

...

2000 NV242 AWD

...

X (3) ...

...

X (4)

...

X (1) ...

...

X (1)

...

... ...

X X

...

... ...

2000 NV231 4WD

...

2000 NV242 AWD

...

X (3) ...

...

2001-03 NV233 ... 4WD 2001-03 NV244 ... AWD D50 Pickup 1980 ... D-Series Full Size Pickup 1980-2003 2WD ... 1990-2003 4WD ... Mini Ram Van 1984-91 X Raider 1987-89 2WD ... 1987-89 4WD ...

X (4)

...

X (1) ...

...

X (1)

...

X ...

... ...

... X

... ...

... X

...

X X

...

... ...

Dakota 1987-99 4WD

2001-03 NV233 4WD 2001-03 NV244 AWD Durango 1998-2003 2WD 1998-99 4WD

Ramcharger 1980-93 2WD 1980-93 4WD

... ...

X X

(3)

X (3) ... X (3)

X ... ...

Home Tuesday, November 08, 2005 3:16:49 PM

Page 22

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

Ram Pickup (1500-3500) 1994-2003 2WD ... 1994-2003 4WD ... Ram Van/Wagon 1990-2003 Ram-50 1982-93 2WD 1982-93 4WD Scamp 1983 Sprinter 2003 Trailduster 1980-81 2WD 1980-81 4WD

X X

(3)

... ...

...

... ...

X X

...

... ...

...

... ...

X X

... X (3)

... ...

...

X (3)

...

Voyager Full Size Van 1980-83 ... W-Series Pickup 1980-93 ... (1)

...

(3)

Cannot be shifted to 2WD.

(2)

Press TRAC OFF switch on instrument panel. Indicator light will illuminate when system is disabled. (3) Shift transfer case lever to 2WD or 2H position (4)

Press selector switch on instrument panel. Switch indicator light will flash until new position is active. The indicator light will stay on.

EAGLE EAGLE Application Eagle 1988 Medallion 1988-89 Premier 1988-92 Summit

FWD RWD

Part Time 4WD

Full Time 4WD

AWD TCS

Do Not Test

...

X (1)

...

Home Tuesday, November 08, 2005 3:16:49 PM

Page 23

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

1989-96 Summit Wagon 1992-96 2WD 1992-98 AWD

...

X ...

... ...

...

... ...

... X

Talon 1990-98 2WD 1989-98 AWD

X ...

... ...

... X

Vision 1993-97

...

X (3)

...

(2)

... X

(2)

...

(1)

Mode selector is located in instrument panel. To change mode, stop vehicle. Pull and hold lock pin down, then move switch lever to 2WD. It may be necessary to move vehicle forward or backwards to disengage axle and transfer case. (2) Cannot be shifted to 2WD. (3)

Press switch on instrument panel. TRAC OFF light will illuminate when system is disabled.

FIAT FIAT Application FWD RWD Part Time 4WD Full Time 4WD AWD TCS Do Not Test Bravada 1980-91 ... X ... ... ... ... ... Spider 2000 1980-83 ... X ... ... ... ... ... Strada 1980-82 X ... ... ... ... ... ... X1/9 1980-83 ... X ... ... ... ... ...

FORD FORD - CARS Application FWD RWD Aspire 1994-97 Contour 1995-98 1999-2000

Part Time 4WD

Full Time 4WD

AWD TCS

Do Not Test

...

X X

... ...

...

... ...

X (2)

Home Tuesday, November 08, 2005 3:16:49 PM

Page 24

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

Crown Victoria 1983-91 1992-95

... ...

X X

... ...

(1)

... X

1996-97

...

X (1)

1998-2000

...

X (3)

...

2003

...

X (2)

...

... ...

...

... ...

...

... ...

X X

... ...

... X

(4)

... ...

2001

...

X (2)

...

2002-2003

...

X (9)

...

X X

... ...

...

... ...

...

Custom 500 1980-82 ... Escort, EXP & ZX2 1981-2002 X Fairmont 1980-83 ... Festiva 1987-93 X Fiesta 1980 X Focus 2000-02 X 2003 X Granada 1980-82 LTD 1980-86 Mustang 1980-98 1999-2000

Pinto 1980 Probe 1989-97 Taurus 1986-99 2000-03 Tempo 2WD 1984-94

...

(6)

(5)

...

Home Tuesday, November 08, 2005 3:16:49 PM

Page 25

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

Tempo 4WD 1987-91

...

X (7)

...

Thunderbird 1980-93 1994-96

... ...

X ...

... ...

... X

(2)

... ...

1997

...

X (8)

...

2002-03

...

X (9)

...

ZX2 2002-03

...

(1)

Traction control cannot be disabled.

(2)

Disable by pushing traction control switch. Indicator light will illuminate when system is disabled. (3) Disable by pushing TRAC button on left side of glove compartment. TRAC CNTL indicator light on instrument panel will illuminate when system is disabled. (4) Disable by pushing T/C OFF button in front of shift lever. Switch will illuminate when system is disabled. (5) Disable by pushing T/C OFF button on right side of instrument cluster. OFF indicator light will illuminate when system is disabled. (6) Disable by pushing TCS switch located to the right of the emergency brake. Indicator light on instrument panel will illuminate when system is disabled. (7) 2WD switch is located on overhead console. (8)

Disable by pushing traction control button inside console. T/A OFF indicator light will illuminate when system is disabled. (9) Press OFF TRAC switch on left side of instrument panel. The switch will illuminate when the system is disabled. FORD - TRUCKS Application

FWD RWD Part Time Full Time AWD TCS Do Not 4WD 4WD Test

Aerostar 1985-97 2WD 1990-97 AWD

... ...

X ...

... ...

Bronco 1980-96

...

X (2)

Bronco II 1983-90

...

Club Wagon 1980-2001

...

... X (1)

... ...

... X

...

X (2)

...

Home Tuesday, November 08, 2005 3:16:50 PM

Page 26

ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

Courier 1980-82 Cutaway/RV Cutaway 1990-2003 E-450 Super Duty 1999-2003 E-550 Super Duty 2003 Econoline 1980-2003 Escape 2001-03 FWD 2001-03 4WD

...

X ...

... ...

... X (1)

... ...

... X

Excursion 2001-03

...

X (3)

...

Expedition 1997-2003 2WD 1997-98 4WD

... ...

X X

...

... ...

1999-2003 4WD

...

X (3) ...

... ... X (1)

...

X (1)

...

X (1)

...

... ...

X X

... ...

... X (8)

... ...

1991-94 4WD

...

X (2)

...

1995-96 4WD

...

X (4)

...

Explorer Sport/Sport Trac 2001-03 AWD ...

...

Explorer 1997-2001 With 5.0L AWD 1997-2001 Except 5.0L AWD 1991-2002 2WD 2003 2WD

2001-03 4WD

...

X (4)

...

X (1) ...

F100-350 1980-2003 2WD 1980-96 4WD

... ...

X X

... X

(2)

... ...

1997-2003 4WD

...

X (3)

...

F450-550 2002-2003 2WD

...

Home Tuesday, November 08, 2005 3:16:50 PM

Page 27

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

2002-2003 4WD

...

X (3)

...

Ranger 1983-2003 2WD 1983-1994 4WD

... ...

X X

... X (2)

... ...

1995-97 4WD

...

X (3)

...

1998-2003 4WD

...

X (5)

...

X X

... ...

... X (6)

... ...

...

X (7)

...

Windstar 1995 1996-98 1999-2003 (1)

Cannot be shifted to 2WD.

(2)

Move transfer case shifter to 2WD position.

(3)

Move transfer case shifter to 2H position to shift into 2WD position. On vehicles equipped with Electronic Shift 4WD System or Control-Trac, turn switch to 2H or 2WD to shift into 2WD position. Switch is located to right of steering wheel. On vehicles with manual hubs, place hubs in FREE position. (4) Shift transfer case lever to 2H position. Ensure 4WD indicator light is off. (5)

Turn Electronic Shift 4WD System switch to 2WD position.

(6)

Push traction control switch located on center of dash or in glove compartment. The OFF indicator light will illuminate when system is disabled. (7) Push T/C OFF switch located on center of dash. The T/C OFF indicator light will illuminate or T/C OFF message will be displayed on message center when system is disabled. (8) Hold switch with sliding car icon for 5 seconds. Indicator light will illuminate when system is disabled.

GEO GEO Application FWD RWD Part Time 4WD Full Time 4WD AWD TCS Do Not Test Metro 1989-97 X ... ... ... ... ... ... Prizm 1989-97 X ... ... ... ... ... ... Spectrum 1989 X ... ... ... ... ... ... Storm 1990-93 X ... ... ... ... ... ... Home Tuesday, November 08, 2005 3:16:50 PM

Page 28

ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

Tracker 1989-97 (1)

...

X (1)

...

Shift transfer case lever to 2H position.

GMC - TRUCKS GMC - TRUCKS Application

Jimmy (Full Size) 1980-94 2WD 1980-94 4WD

FWD RWD

... ...

X (4)

... ...

X (3)

...

X (3)

...

X (2) ...

...

... ...

X ...

... ...

... X

... ...

... X

...

X (3) ...

X (1)

...

1992-2001 With Push Button Type Shift Selector 4WD 1999-2001 A/T

...

X (3)

...

X (6) ...

...

2002 W/ NVG126-NP4 Transfer Case

...

X (3) ...

...

X (1)

...

1999-2003 A/T Cab & Chassis 1990-2003 2WD 1990-2003 4WD Caballero 1980-87 C10-30 & C1500-3500 Series 1980-2002 Denali 1999-2000 2001 Envoy 2002-2003 2WD

X X

... ...

X X

...

Full Time AWD TCS Do Not 4WD Test

... ...

Jimmy - S/T Series 1983-2003 2WD 1983-97 With Lever Type Shift Selector 4WD 1992-2003 With Push Button Type Shift Selector 4WD 1995-98 AWD

... ...

Part Time 4WD ... X (4) ...

...

Home Tuesday, November 08, 2005 3:16:50 PM

Page 29

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

2002 W/ NVG226-NP4 Transfer Case G10-30 & G1500-3500 Series 1980-2000 K10-30 & K1500-3500 Series 1980-2000 With Lever Type Shift Selector 4WD 1996-2000 With Push Button Type Shift Selector 4WD 1998-2000 A/T 4WD LUV 1980-82 2WD 1980-82 4WD R10-30 & R1500-3500 Series 1987-91 Safari Van 1985-2003 2WD 1990-2003 AWD

...

X (3)

...

X (4)

...

X (3)

...

X (3)

...

... ...

X X

... X (4)

... ...

...

... ...

X ...

... ...

... X (1)

... X

...

... ...

...

... ...

Savana Special/Savana Camper Special/Savana Van 1996-2003 ... X ... Sierra 1999 2WD ... X ... 2000-03 2WD ... X ... 1999-2003 With Lever Type Shift Selector 4WD 1999-2003 With Push Button Type Shift Selector 4WD 1999-2003 A/T 4WD

...

X (4)

...

X (7) ...

...

X (3)

...

1999-2003 AWD

...

X (3) ...

...

X (1)

...

... ...

X X

... X (4)

... ...

...

X (4)

...

X (3)

...

X (3)

...

Sonoma 1990-2003 2WD 1982-97 With Shift Lever Type Selector 4WD T10 & T15 Pickup 1982-97 With Lever Type Shift Selector 4WD 1994-2001 With Push Button Type Shift Selector 4WD 1999-2001 A/T 4WD

...

Home Tuesday, November 08, 2005 3:16:50 PM

Page 30

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

...

X (5)

...

Yukon 1991-99 2WD 2000-02 2WD

... ...

X X

... ...

...

... ...

2003 2WD

...

1991-99 With Lever Type Shift Selector 4WD 1996-2001 With Push Button Type Shift Selector 4WD 1998-2001 A/T 4WD

...

X (4)

...

X (3)

...

Yukon XL 2000-01 2WD

...

2002 2WD

2002-2003 A/T 2WD

X (8)

...

X (8) ...

...

X (3)

...

X (5)

...

X (8)

...

2003 2WD

...

2000-01 With Push Button Type Shift Selector 4WD 2000-01 A/T

...

X (3)

...

X (8) ...

...

X (3)

...

(1)

Cannot be shifted to 2WD.

(2)

All wheel drive is optional.

...

(3)

Press button on instrument panel to select 2HI position. Switch indicator light will flash until new position is active. Indicator light will stay on. (4) Shift transfer case to 2WD or 2H mode. (5)

Press traction control switch located in instrument panel. Indicator light will illuminate when system is disabled. (6) Press OFF/ON sliding car icon located near the shift lever. TRAC OFF indicator light will illuminate when system is disabled. (7) Press TRACTION ASSIST switch located left of the steering wheel. TRACTION OFF indicator light will illuminate when system is disabled. (8) Press T/C switch, located on the instrument panel. TC indicator light will illuminate when system is disabled.

HONDA HONDA Application Accord - 4-Cylinder 1980-2000

FWD

RWD Part Time Full Time AWD TCS Do Not 4WD 4WD Test ...

...

Home Tuesday, November 08, 2005 3:16:50 PM

Page 31

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

Accord - V6 1995-97 1998-2003

X X

... ...

X (1)

... ...

...

X (2) ...

...

X ...

... ...

...

... ...

... X

...

X X

... ...

... X (1)

... ...

Passport 1994-2002 2WD 1994-97 4WD

... ...

X ...

... X (4)

... ...

1998-2002 4WD

...

X (5)

...

Civic 1980-2003 Civic Wagon 1987-90 1991-2003 CRX 1984-91 CR-V 1997-2000 2WD 1997-2002 AWD Del Sol 1992-96 Insight 2000-02 Odyssey 1995-98 1999-2003

Prelude 1980-2001 S2000 2000-03

(3)

...

(1)

Press TCS switch near left side vent. TCS indicator light will illuminate when system is disabled. (2) On A/T models, locate disengagement plate on rear of transaxle case behind the right front wheel. Loosen lock bolt on plate. Turn middle bolt on plate. Turn middle bolt counterclockwise until plate rotates about 150 degrees and is stopped by lock bolt. Tighten lock bolt. On M/T models, locate Orange disengagement lever at rear of engine. Loosen lock bolt at slotted lever. Turn middle bolt on lever counterclockwise and tighten lock bolt. (3) Cannot be shifted to 2WD. (4)

Shift transfer case lever into 2WD position. Ensure 4WD indicator light is off.

Home Tuesday, November 08, 2005 3:16:50 PM

Page 32

ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

(5)

Shift transfer case lever into HIGH position. The 4WD button is located on left side of dash. Ensure 4WD indicator light is off.

HYUNDAI HYUNDAI Application Accent 1995-2003 Elantra 1992-2003 Excel 1986-94 Scoupe 1991-95 Santa Fe 2001-03 FWD 2001-03 4WD Sonata 1989-2003 Tiburon 2003 XG300 2001 XG350 2002-03

FWD RWD

Part Time 4WD

Full Time 4WD

AWD TCS

Do Not Test

...

X (3)

...

X (2) ...

...

X (1)

...

X (1)

...

(1)

Press TCS switch on dash to disable system. The TCS-OFF indicator light will illuminate when system is disabled. (2) Traction control system cannot be disabled. (3)

Cannot be shifted to 2WD.

INFINITI INFINITI Application

FWD RWD

Part Time 4WD

Full Time 4WD

AWD TCS

Do Not Test

FX35 Home Tuesday, November 08, 2005 3:16:50 PM

Page 33

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

2003

...

X (5)

FX45 2003

...

X (5)

...

X (5)

...

X (1)

...

X (2)

...

X (5)

...

X (5)

...

Q45 1990-2003

...

X (2)

...

QX4 1997-1998 1999

... ...

... X

(3)

... ...

X ...

... ...

X ...

2000-03

...

X (4)

...

G20 1991-2002 G35 2003 I30 1995-97 1998-2001 I35 2002-03 J30 1993-97 M30 1990-92 M45 2003

(1)

Traction control system cannot be disabled.

(2)

To disable system, push TCS switch located on console (early models) or on instrument panel (late models). The TCS-OFF indicator light will illuminate when system is disabled. (3) Shift transfer case lever to 2H position. (4)

To disable system, place 4WD switch located on instrument panel in 2WD position. Indicator light on instrument panel should indicate 2WD. (5) Information from manufacturer is not available at time of publication.

ISUZU ISUZU Application

FWD RWD

Part Time

Full Time

AWD TCS

Do Not

Home Tuesday, November 08, 2005 3:16:50 PM

Page 34

ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

4WD

Test

Ascender 2003 2WD

...

X (1)

...

2003 4WD

...

X (2)

...

X (1)

...

Amigo 1989-2000 2WD 1989-94 4WD

... ...

X X

... X (2)

... ...

1998-2000 4WD

...

X (3)

...

Axiom 2002-03 2WD 2002-03 4WD

... ...

X X

...

... ...

Hombre 1996-2000 2WD 1996-2000 4WD

... ...

X X

X (2)

... ...

1996-2000 4WD

...

X (5)

...

... X

X ...

... ...

... X ...

X ... ...

... ... ...

... ... X (6)

... ... ...

... ... X

I-Mark 1981-85 1986-89 Impulse 1983-89 2WD 1990-92 2WD 1990-92 4WD

X (4) ...

Oasis 1996-99 Pickup 1981-95 2WD 1981-95 4WD

...

... ...

X ...

...

... ...

Rodeo 1991-2003 2WD 1991-97 4WD

... ...

X X

X (2)

... ...

1998-2003 4WD

...

X (3)

...

... ...

X X

... X (2)

... ...

...

Rodeo Sport 2001-03 2WD 2001-03 4WD Stylus 1990-93 Trooper

X (2) ...

Home Tuesday, November 08, 2005 3:16:50 PM

Page 35

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

...

X (2) ...

X (7)

...

X (7)

...

1984-97

...

1998-2002

...

VehiCROSS 1991-2001

...

(1)

Press switch with OFF/ON and swerving car icon, located near the shift lever. Warning light will illuminate when system is disabled. (2) Shift transfer case lever to 2H/2HI position. (3)

Ensure transfer case lever is in HIGH position. Ensure 4WD indicator light is not illuminated. To turn off 4WD, press 4WD button located on left side of dash. (4) Press 2WD switch located on left side of dash. Rear wheels only. Indicator light symbol should illuminate. (5) Press 2HI button on instrument panel. (6)

Cannot be shifted to 2WD.

(7)

Ensure transfer case lever is in HIGH position. Turn system off by pressing 4WD AUTO switch located on center of dash. Indicator light on instrument panel will show rear wheels illuminated.

JAGUAR JAGUAR Application XJR 1995-97

FWD RWD

Part Time 4WD

Full Time 4WD

AWD TCS

Do Not Test

...

X (1)

...

X (2)

...

... ...

X X

... ...

... X

(1)

... ...

XJ8 1998-2003

...

X (3)

...

XJ12 1980 1994 1995-97

... ... ...

X X X

... ... ...

... ...

... ... ...

1998-2003 XJS 1980-96 XJ6 1980-94 1995-97

X (1)

XKR Home Tuesday, November 08, 2005 3:16:50 PM

Page 36

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

2000

...

X (2)

...

2002-03

...

X (5)

...

XK8 1997-2003

...

X (3)

...

S-Type 2000-03

...

X (2)

...

2000-03

...

X (4)

...

(1)

Press switch located on dash. Indicator light on instrument panel will illuminate when system is disabled. (2) Press TRAC OFF or Automatic Stability Control (ASC) switch on console near shift lever disables system. Indicator light on instrument panel will illuminate when system is disabled. (3) Press TRAC OFF switch is located near radio. Indicator light on instrument panel will illuminate when system is disabled. (4) Press Dynamic Stability Control (DSC) switch near shift lever. Indicator light will illuminate when system is disabled. (5) Information from manufacturer is not available at time of publication.

JEEP JEEP Application

FWD RWD Part Time Full Time AWD TCS Do Not 4WD 4WD Test

CJ5 & CJ7 1980-86

...

X (1)

...

Cherokee 1980-2001 2WD 1980-2001 4WD

... ...

X X

...

... ...

1980-86 4WD Select-Trac

...

1987-92 4WD Select-Trac

...

X (3)

...

... ...

X X

... ...

X ...

... ...

... X (2)

... ...

... X

...

X (4)

...

Comanche 1986-93 2WD 1986-93 4WD Grand Cherokee 1993-2003 2WD 1993-2003 With Quadra Trac 4WD 1993-2003 Except Quadra

X (1) X (2) ... ... X

(1)

Home Tuesday, November 08, 2005 3:16:50 PM

Page 37

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

Trac 4WD Grand Wagoneer 1984-92 Selec Trac 4WD

...

X (2) ...

...

X (2)

...

X (2)

...

X (2)

...

X (1)

...

Liberty 2002-03 2WD 2002-03 4WD

... ...

X X

... X (1)

... ...

Scrambler 1980-85

...

X (1)

...

... ...

X X

... X (2)

... ...

...

X (2)

...

X (1)

...

... ...

X X

...

... ...

1993 Quadra Trac AWD Grand Wagoneer 1984-93 Without SelecTrac/ Quadra-Trac J-Series Truck 1980-88 Selec Trac 1980-88 Except Selec Trac

Wagoneer 1980-90 2WD 1980-86 With Selec Trac 4WD 1987-90 With Selec Trac 4WD 1980-89 Except Selec Trac 4WD Wrangler 1987-2003 2WD 1987-2003 4WD

...

(1)

Shift transfer case lever into 2H position.

(2)

Shift transfer case lever into HI position & move mode switch into 2WD position.

(3)

Cannot be shifted to 2WD.

(4)

Shift transfer case lever into 2WD position.

KIA KIA Application

FWD RWD

Part Time 4WD

Full Time 4WD

AWD TCS

Do Not Test

Optima Home Tuesday, November 08, 2005 3:16:50 PM

Page 38

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

2002 2003 Rio 2001-03 Sedona 2002-03 Sephia 1994-2001 Sorento 2003 2WD 2003 4WD Spectra 2001-02 Sportage 1995-2002 2WD 1995-2002 4WD (1)

...

X (3) ...

...

... ...

X X

... X (2)

... ...

...

X (1)

...

Shift transfer case lever to 2H position.

(2)

Turn transfer knob from 2HI to 4HI mode. No need to depress clutch or put into Neutral. (3) TCS switch is below the left vent. Indicator light will illuminate when system is disabled.

LAND ROVER LAND ROVER Application FWD RWD Part Time 4WD Full Time 4WD AWD TCS Do Not Test Defender 90 1994-98 ... ... ... ... X ... X Discovery 1987-98 ... ... ... ... X ... X Discovery II 1999-2003 ... ... ... ... X X (1) X Freelander 2002-03 ... ... ... ... X ... X Range Rover 1987-94 ... ... ... ... X ... X 1995-2003 ... ... ... ... X X Home Tuesday, November 08, 2005 3:16:50 PM

Page 39

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

X (1) (1)

Information from manufacturer is not available at time of publication.

LEXUS LEXUS Application ES250 1990-91 ES300 1992-96 1997-2003

FWD RWD

Part Time 4WD

Full Time 4WD

AWD TCS

Do Not Test

...

X X

... ...

... X (5)

... ...

...

X (1)

...

1998-2003

...

X (4)

...

GS400 1998-2000

...

X (4)

...

GS430 2001-03

...

X (4)

...

GX 470 2003

...

X (3)

...

IS300 2001-03

...

X (2)

...

LS400 1990-2000

...

X (4)

...

LS430 2001-02

...

X (2)

...

2003

...

X (1)

...

LX450 1996-97

...

X (3)

...

LX470 1998-2003

...

X (3)

...

RX300 2002-2003 2WD

...

X (6)

...

1999-2003 4WD

...

X (3) X (6)

GS300 1993-97

Home Tuesday, November 08, 2005 3:16:50 PM

Page 40

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

SC300 1992-2001 A/T

...

1992-97 M/T 1998-2001 M/T

... ...

X X

... ...

...

SC400 1992-97 1998-2000 SC430 2001-03

X (5) ...

...

X (5)

... ...

...

X (4)

...

X (5)

...

X (4)

...

(1)

Press TRAC OFF or VSC OFF switch located on dash. Indicator light on instrument panel will illuminate when system is disabled. (2) Press TRAC OFF or VSC OFF switch located below radio. Indicator light on instrument panel will illuminate when system is disabled. (3) Cannot be shifted to 2WD. (4)

Press TRAC OFF/VSC OFF switch located near shift lever. Indicator light on instrument panel will illuminate when system is disabled. (5) Press TRAC OFF switch located near the ignition. Indicator light on instrument panel will illuminate when system is disabled. (6) Traction control switch is left of the cigarette lighter. TRAC OFF indicator light will illuminate on instrument panel when system is disabled.

LINCOLN LINCOLN Application

FWD RWD

Part Time 4WD

Full Time 4WD

AWD TCS

Do Not Test

Aviator 2003

...

X (8)

...

Blackwood 2002-03

...

X (8)

...

Continental 1980-87 1988-97 1998-2001

... X X

X ... ...

... ... ...

... ... X (1)

... ... ...

2002

...

X (6)

...

LS 2000-02

...

X (2)

...

Home Tuesday, November 08, 2005 3:16:51 PM

Page 41

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

...

X (8)

...

X (6)

...

X (7)

...

... ...

X X

... ...

...

1998 4WD

...

1999-2003 4WD

...

X (3) ...

X (8) ...

... ...

...

X (4)

...

... ...

X X

... ...

... X (5)

... X

1998-2001

...

X (6)

...

2002-2003

...

X (8)

...

2003 Mark VI 1980-83 Mark VII 1983-92 Mark VIII 1993-96 1997-98 Navigator 1998-2002 2WD 2003 2WD

Town Car 1982-91 1992-97

Versailles 1980

...

(1)

On models equipped with traction control system, disable system from Message Center or left of the steering wheel.. T/C OFF Indicator light will illuminate when system is disabled. (2) Push OFF TRAC button to disable traction control system. Also, push OFF ATS button to disable Advance Trac Stability (ATS) enhancement system. Indicator light on buttons will illuminate when systems are disabled. (3) To shift into 2WD, shift transfer case into 2H position. On vehicles equipped with Electronic Shift 4WD system or Control-Trac, turn switch to 2H or 2WD position. On models with manual hubs, place hubs in FREE position. (4) Cannot be shifted to 2WD. (5)

Traction control system cannot be disabled.

(6)

Push TRACTION ASSIST or VSC OFF switch to disable traction control. OFF indicator light will illuminate when system is disabled. (7) Flip traction control toggle switch. Indicator light will illuminate when system is disabled. (8) Push switch that has a spinning wheel or sliding car icon on it. Indicator light will illuminate when system is disabled. Home Tuesday, November 08, 2005 3:16:51 PM

Page 42

ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

MAZDA MAZDA Application B2000 1980-87 B2200 1982-93 B2300 1994-03 2WD 1994-2003 4WD

FWD RWD

Part Time 4WD

Full Time 4WD

AWD TCS

Do Not Test

...

... ...

X ...

... X (2)

... ...

...

... ...

X X

...

... ...

X X

X (2)

... ...

... X

X ...

... ...

...

X (3)

...

MPV 1989-98 2WD 2001-03 2WD

... X

X ...

... ...

...

1989-98 4WD

...

X (6)

...

X ...

... ...

...

... ...

X X

...

... ...

B2500 1998-2001 B2600 1987-93 2WD 1987-93 4WD B3000 & B4000 1994-2003 2WD 1994-2003 4WD GLC 1980-83 1981-85 Miata/MX-5 Miata 1990-2003 Millenia 1995-2002

MX3 1992-95 MX6 1988-97 Navajo 1991-94 2WD 1991-94 4WD

X (1) ...

X (2)

(5)

...

Home Tuesday, November 08, 2005 3:16:51 PM

Page 43

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

Protege 1990-2003 2WD 1994-94 AWD Protege 5 1990-2003 RX-7 1980-95 Tribute 2001-03 2WD 2001-03 4WD 6 2003

X ...

... ...

... X (4)

... ...

... X

...

... ...

X ...

... ...

... X (4)

... ...

... X

...

X (5)

...

323 1986-94 323 Turbo 1987-89

...

X (4)

...

626 1980-82 1983-97 1998-2002

... X X

X ... ...

... ... ...

... ... X (5)

... ... ...

929 1988-95

...

(1)

Shift transfer case lever to 2H position.

(2)

On vehicles with automatic transfer case, twist knob located on instrument panel to 2WD position. On vehicles with manual transfer case, move lever to 2H. (3) To disable system, press TCS OFF button located near shift lever. TCS OFF indicator light will illuminate when system is disabled. (4) Cannot be shifted to 2WD. (5)

To disable system, press TCS button located on left side of dash. TCS OFF indicator light will illuminate when system is disabled. (6) Push shift switch from 4WD to 2WD. A beep will sound to indicate switch.

MERCEDES-BENZ MERCEDES-BENZ Application FWD RWD

Part Time 4WD

Full Time 4WD

AWD TCS

Do Not Test

C32 Home Tuesday, November 08, 2005 3:16:51 PM

Page 44

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

2002-03

...

X (1)

...

C36 AMG 1995-97

...

X (1)

...

C43 AMG 1998-2000

...

X (1)

...

C220 1994

...

X (3)

1995-2000

...

X (1)

...

C230 1997-2003

...

X (1)

...

C240 2001-02 2WD

...

X (1)

...

C240 2003 AWD

...

X (4)

X (1)

C280 1994

...

X (3)

1995-2000

...

X (1)

...

C320 2001-03 2WD

...

X (1)

...

2003 AWD

...

X (4)

X (1)

CL55 AMG 2001-03

...

X (1)

...

CL500 & CL600 1998-2003

...

X (1)

...

CLK55 AMG 2001-03

...

X (1)

...

CLK320 1998-2003

...

X (1)

...

CLK430 1999-2003

...

X (1)

...

CLK500 2003

...

X (1)

...

E55 AMG 1999-2003

...

X (1)

...

E300 Home Tuesday, November 08, 2005 3:16:51 PM

Page 45

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

1995-99

...

X (1)

...

E320 1994-95

...

X (3)

1996-2003

...

X (1)

...

E320 4MATIC 1998-2003

...

X (4)

X (1)

E420 1994-95

...

X (3)

1997

...

X (1)

...

E430 1998-2002

...

X (1)

...

E430 4MATIC 1998-2002

...

X (4)

X (1)

E500 1994

...

X (3)

2003

...

X (1)

...

G55 2003

...

X (4)

...

X (1)

G500 2002-03

...

X (4)

X (1)

ML55 2000-03

...

X (4)

X (1)

ML320 1998-2003

...

X (4)

X (1)

ML350 2003

...

X (4)

...

X (1)

ML430 1999-2001

...

X (4)

X (1)

ML500 AMG 2002-03

...

X (4)

X (1)

S320, S350, S420, S500 & S600 1994 ... X

...

X (3)

S320, S420, S500 & S600 1995-99 ...

...

X (1)

...

S430/S500 Home Tuesday, November 08, 2005 3:16:51 PM

Page 46

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

2000 2WD

...

X (1)

...

2003 AWD

...

X (4)

X (1)

S430, S500, S55 AMG & S600 2001-03 ... X

...

X (1)

...

SL55 2003

...

X (2)

...

SL320, SL500 & SL600 1994 ...

...

X (3)

...

X (1)

...

SL500 2003

...

X (2)

...

SL500 & SL600 1989-02

...

X (1)

...

SLK32 2002-2003

...

X (1)

...

SLK230 1998-2003

...

X (1)

...

SLK320 2001-03

...

X (1)

...

... ...

... X (3)

... X

...

X (4)

X (3)

1995-97

190D 1984 ... X 190E 1984-93 ... X 240D 1980-83 ... X 260E 1986-93 ... X 280CE, 280E & 280SE 1980-81 ... X 300CD, 300D, 300SD & 300TD 1980-85 ... X 300E, 300CE & 300TE 1986-90 ... X 1991-93 ... X 300E 4MATIC 1990-93

...

Home Tuesday, November 08, 2005 3:16:51 PM

Page 47

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

300D & 300 TD 1986-90 1991-93

... ...

X X

... ...

X (3)

... X

300SD 1992-93

...

X (3)

...

... ...

X X

... ...

... X (3)

... X

300SL 1991-93

...

X (3)

350SD & 350SDL 1990 1991

... ...

X X

... ...

... X (3)

... X

...

X (3)

300SDL 1986-87 300SE & 300SEL 1986-90 1991-93

380SE, 380SEC, 380SEL, 380SL & 380SLC 1981-85 ... X ... 300TE 1990-1993 ... ... ... 400E 1992-93 ... X ...

...

400SE & 400SEL 1992-93

...

X (3)

420SEL 1986-90 1991

... ...

X X

... ...

... X (3)

... X

...

X (3)

...

X (3)

...

X (3)

450SL, 450SEL & 450SLC 1980 ... 500E 1992-93 ...

500SEC & 500SEL 1984-85 ... X 500SEC, 500SEL, 600SEC & 600SEL 1992-93 ... X 500SL 1991-93

...

560SEC & 560SEL Home Tuesday, November 08, 2005 3:16:51 PM

Page 48

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

1986-90 1991 560SL 1986-91 600SL 1993

... ...

X X

... ...

... X (3)

... X

...

X (3)

(1)

To disable system, push Acceleration Slip Regulation (ASR) or Electronic Stability Program (ESP) switch located on center console. Indicator light on instrument panel will illuminate when system is disabled. Use of 4-wheel dyno required. (2) OFF ESP switch is left of the shift lever. Indicator light on instrument panel will illuminate when system is disabled. (3) Traction control system cannot be disabled. (4)

Cannot be shifted to 2WD.

MERCURY MERCURY Application Bobcat 1980 Capri 1980-86 1991-94 Cougar 1980-93 1994-96

FWD RWD

Part Time 4WD

Full Time 4WD

AWD TCS

Do Not Test

...

... X

X ...

... ...

X X

... ...

... X (1)

... ...

1997

...

X (1)

...

1999-2002

...

X (1)

...

Grand Marquis 1983-91 1992-95

... ...

X X

... ...

... X (2)

... X

1996-97

...

X (2)

1998-2000

...

X (3)

...

2001-02

...

X (3)

...

2003

...

X (4)

...

Lynx & LN7 Home Tuesday, November 08, 2005 3:16:51 PM

Page 49

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

1981-87 Marquis 1980-86 Marauder 2003

...

X (4)

...

1997-2003 AWD Mystique 1995-98

...

1999-2000

...

Sable 1986-99 2000-01

X X

... ...

2002

2003

Monarch 1980 Mountaineer 1997-2003 2WD

X (1) ... X (5)

...

X (6)

...

X (1)

...

... ...

... X (1)

... ...

...

X (4)

...

X (1)

...

X X

... ...

... X (7)

... ...

...

... ...

X X

... ...

... X (1)

... ...

1997

...

X (1)

...

1999-2002

...

X (1)

...

Topaz 1984-94 2WD 1987-91 4WD Tracer 1987-99 Villager 1993-2002 XR7 1980-93 1994-96

Zephyr 1980-83

...

(1)

Push traction control switch to disable system. The indicator light will illuminate when system is disabled. (2) Traction control system cannot be disabled. Push traction control button on left side of dash to disable system. The TRAC CNTL Home Tuesday, November 08, 2005 3:16:51 PM

Page 50

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

(3)

indicator light will illuminate when system is disabled.

(4)

Push traction control switch. Switch will either click into a toggle-off position or will no longer be illuminated. (5) Cannot be shifted to 2WD. (6)

Push T/C OFF button on left side of dash to disable system. The TRACTION CONTROL indicator light will illuminate when system is disabled. (7) Press switch on overhead console to shift system into FWD mode.

MERKUR MERKUR Application FWD RWD Part Time 4WD Full Time 4WD AWD TCS Do Not Test Scorpio 1988-89 ... X ... ... ... ... ... XR4Ti 1985-89 ... X ... ... ... ... ...

MG MG Application FWD RWD Part Time 4WD Full Time 4WD AWD TCS Do Not Test MGB 1980 ... X ... ... ... ... ...

MINI MINI Application FWD RWD Part Time 4WD Full Time 4WD AWD TCS Do Not Test Cooper 2002-03 X ... ... ... ... ... ... Cooper S 2002-2003 X ... ... ... ... X (1) ... (1)

Information from manufacturer is not available at time of publication.

MITSUBISHI MITSUBISHI Application

FWD RWD

Part Time 4WD

Full Time 4WD

AWD TCS

Do Not Test

Home Tuesday, November 08, 2005 3:16:51 PM

Page 51

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

Cordia 1983-88 Diamante 1992-95 1996

...

X X

... ...

...

... ...

1997-98 1999-2000

X X

... ...

X (2)

... ...

Eclipse 1990-2002

...

X (4)

...

Expo 1990-99 2WD 2000-2003 2WD

X X

... ...

...

... X

1992-96 4WD

...

Galant 1984-98 2WD 1999-2002 2WD

X X

... ...

1989-93 4WD

...

X (4)

...

X (3) ...

...

X (1) ...

X (3) ... X (4) ...

X ... X X

Lancer 2002-03 Mirage 1985-2002 Montero 1983-91

...

X (5)

...

1992-2003

...

X (6)

...

Montero Sport 1997-2003 2WD 1997-2003 4WD

... ...

X X

...

... ...

Outlander 2003 FWD 2003 AWD

X ...

... ...

... X (4)

... ...

... X

Pickup 1983-96 2WD 1983-96 4WD

... ...

X X

...

... ...

...

Precis 1987-93 Sigma 1989-90

(5)

Home Tuesday, November 08, 2005 3:16:51 PM

Page 52

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

Starion 1983-89 Tredia 1983-88 Van 1988-90 3000GT 1991-99 2WD 1991-99 AWD

...

X ...

... ...

...

... ...

... X

X (4)

(1)

Press TCS OFF button near shift lever. The TCS OFF indicator light will illuminate on instrument cluster when system is disabled. (2) Press TCL switch located on left side of dash. The TCL OFF indicator light will illuminate on instrument cluster when system is disabled. (3) Traction control cannot be disabled. (4)

Cannot be shifted to 2WD.

(5)

Shift transfer case lever to 2H position.

(6)

Move switch located on right of steering column to 2WD. Ensure 4WD indicator light is off. Ensure center differential lock is off.

NISSAN NISSAN Application

FWD RWD Part Time Full Time AWD TCS Do Not 4WD 4WD Test

Altima 1993-2003 Axxess 1990 2WD 1990 AWD

...

X ...

... ...

... X (1)

... ...

... X

Frontier 1997-2003 2WD 1997-2003 4WD

... ...

X X

... X (2)

... ...

Maxima 1980-84 1985-98 1999-2003

... X X

X ... ...

... ... ...

... ... X (3)

... ... ...

Murano 2003 2WD

...

Home Tuesday, November 08, 2005 3:16:51 PM

Page 53

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

2003 AWD Pathfinder 1986-2003 2WD 2001-03 All Mode 4WD 1986-2003 w/o All Mode 4WD Pickup 1980-96 2WD 1980-96 4WD Pulsar NX 1983-94 Quest 1993-2002 Sentra 1982-2003 Sentra Wagon 1988-2002 2WD 1988-90 AWD Stanza 1985-92 Stanza Wagon 1985-88 2WD 1985-88 AWD Van 1988-90 Xterra 2000-03 2WD 2000-03 4WD 200SX 1980-88 1995-98 210, 510 & 810 1980-82 310 1980-82 240SX 1989-98

...

X (1)

...

... ...

X X

... X (4)

... ...

...

X (2)

...

... ...

X X

... X (2)

... ...

...

X ...

... ...

...

... ...

... X

...

X ...

... ...

...

... ...

... X

...

... ...

X X

... X (2)

... ...

... X

X ...

... ...

...

(1)

Home Tuesday, November 08, 2005 3:16:51 PM

Page 54

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

280ZX 1980-84 300ZX 1985-96 350Z 2003

...

X (5)

...

(1)

Cannot be shifted to 2WD.

(2)

Shift transfer case to 2H.

(3)

Press TCS switch on left side of dash. The TCS OFF indicator light will illuminate when system is disabled. (4) Place 4WD switch located on left side of dash into 2WD position. Indicator light in instrument panel should indicate 2WD mode. (5) Information from manufacturer is not available at time of publication.

OLDSMOBILE OLDSMOBILE Application

FWD RWD

Part Time 4WD

Full Time 4WD

AWD TCS

Do Not Test

Achieva 1992-1995 1996-98

X X

... ...

X (1)

... ...

Alero 1999-2003

...

X (2)

...

Aurora 1995-99

...

X (3)

...

2000-03

...

X (7)

...

X (5)

...

X (6) ...

...

X (3)

...

Bravada 1991-2003 AWD 1991-2003 4WD 2002-2003 2WD Calais 1985-91 Ciera 1982-96 Custom Cruiser

...

Home Tuesday, November 08, 2005 3:16:52 PM

Page 55

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

1981-92 Cutlass 1980-88 1997-99 Cutlass Cruiser 1980-83 1984-95 Cutlass Supreme 1988-97 Eighty-Eight 1980-85 1986-91 1992-93

...

... X

X ...

... ...

... X

X ...

... ...

...

... X X

X ... ...

... ... ...

... ... X (7)

... ... ...

...

X (7)

...

X (3)

...

LSS 1996-1998

...

X (7)

...

Ninety-Eight 1980-84 1985-91 1992-93

... X X

X ... ...

... ... ...

... ... X (8)

... ... ...

1994-96

...

X (7)

...

X (7)

...

X X

... ...

... (4)

... ...

X X

... ...

(3)

... ...

...

1994-99 Firenza 1982-87 Intrigue 1998-2002

Omega 1980-85 Regency 1997-98 Silhouette 1990-94 1995 1996 1997-2003 Starfire 1980 Toronado

X ... X

...

Home Tuesday, November 08, 2005 3:16:52 PM

Page 56

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

1981-92 Trofeo 1987-92

...

(1)

Press TRAC CTRL button located on the instrument panel. ETS OFF indicator light will illuminate when system is disabled. (2) Press ETS button located on center console. The TRAC OFF indicator light will illuminate when system is disabled. (3) Press traction control button located on center console. The TRAC OFF indicator light will illuminate when system is disabled. (4) Press TRACTION CONTROL button located on the center console. The light on the button will go off when the system is disabled. (5) Cannot be shifted to 2WD. (6)

Press button on instrument panel to select 2HI position. Indicator light will illuminate when position is active. (7) Press T/C button located to right of steering wheel. The TRACTION OFF indicator light will illuminate when system is disabled. (8) On Elite models, button is in front door trim panel. On all other models, button is on instrument panel or center console. The TRAC OFF light will illuminate when system is disabled.

PEUGEOT PEUGEOT Application FWD RWD Part Time 4WD Full Time 4WD AWD TCS Do Not Test 405 1989-92 X ... ... ... ... ... ... 504 1980-83 ... X ... ... ... ... ... 505 1980-91 ... X ... ... ... ... ... 604 1982-84 ... X ... ... ... ... ...

PLYMOUTH PLYMOUTH Application Acclaim 1989-95

FWD RWD

Part Time 4WD

Full Time 4WD

...

AWD TCS

...

Do Not Test ...

Home Tuesday, November 08, 2005 3:16:52 PM

Page 57

ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

Arrow 1980 ... Breeze 1996-2000 X Caravelle 1984-88 FWD X 1980-89 RWD ... Champ 1980-82 X Colt 1983-94 X Colt Wagon & Colt Vista 1984-94 2WD X 1984-94 AWD ... Conquest 1984-86 Duster 1992-94 Gran Fury 1980-89 Horizon 1980-90 Laser 1990-94 2WD 1990-94 AWD Neon 1995-99 2000-02 Prowler 1997-2002 Reliant 1981-89 Sapporo 1980-83 Scamp 1982-84 Sundance 1987-94

...

... X

... ...

...

... ...

... X (1)

... ...

... X

...

X ...

... ...

... X (1)

... ...

... X

X X

... ...

... X (2)

... ...

...

Home Tuesday, November 08, 2005 3:16:52 PM

Page 58

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

TC3 & Turismo 1980-87 Volare 1980 Voyager 1984-96 FWD 1997-2003 FWD

...

X X

... ...

...

1991-96 AWD

...

X (1)

X (2) ...

... ...

1997-2000 AWD

...

X (1)

X X

(1)

System cannot be shifted to 2WD.

(2)

Press switch located on instrument panel to disable system. The TRAC OFF indicator light in message center or instrument panel will illuminate when system is disabled.

PONTIAC PONTIAC Application

FWD RWD

Part Time 4WD

Full Time 4WD

AWD TCS

Aztek 2001-03 2WD

...

2001-03 AWD

...

X (2)

... X X

X ... ...

... ... ...

...

... ...

X X

1995-98

...

1999-2002

Bonneville 1980-86 1987-91 1992-2003 Catalina 1980-81 Fiero 1984-88 Firebird 1980-93 1994

Grand Am 1980

Do Not Test

X (1) ...

...

... ... X (3)

... ... ...

...

... ...

... X (4)

... ...

...

X (3)

...

X (6)

...

Home Tuesday, November 08, 2005 3:16:52 PM

Page 59

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

1985-94 1995-1998

X X

... ...

(3)

... ...

1999-2003

...

X (5)

...

Grand Prix 1980-87 1988-95 1996-2003

... X X

X ... ...

... ... ...

... ... X (6)

... ... ...

... X

X ...

... ...

...

X (7)

...

... X

X ...

... ...

...

X (3)

...

X (5)

...

X X

... ...

... (7)

... ...

1996 1997-98

X X

... ...

(7)

... ...

Vibe 2003 2WD 2003 AWD

X ...

... ...

... X (2)

... ...

... X

...

LeMans 1980-81 1988-93 Montana 1999-2003 Parisienne 1980-86 Phoenix 1980-85 Safari 1980-89 Sunbird 1980 1984-94 Sunfire 1995-2000 2001-03 Trans Am 1982-92 Trans Sport 1990-1994 1995

1000 1980-87 2000

...

X ... X

Home Tuesday, November 08, 2005 3:16:52 PM

Page 60

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

1982-83 6000 1982-91 FWD 1989-90 AWD

...

X ...

... ...

...

... ...

... X

X (2)

(1)

Press TRAC OFF switch located on dash. The TRAC OFF indicator light will illuminate when system is disabled. (2) Cannot be shifted to 2WD. (3)

Press TRACTION CONTROL button located on console or near shift lever to disable system. TRAC OFF indicator light will illuminate when system is disabled. (4) Press TRACTION button to disable system. The TSC OFF indicator light will illuminate when system is disabled. (5) Press ETS button located on instrument panel. The TRAC OFF indicator light will illuminate when system is disabled. (6) Press TRAC or TCS button to disable system. The TRAC OFF or TCS indicator light will illuminate when system is disabled. (7) Press TCS button located on instrument panel or center console to disable system. The TRAC OFF indicator light will illuminate when system is disabled.

PORSCHE PORSCHE Application 911/911 Turbo 1980-98 Except 199697 AWD 1989-2000 AWD

FWD RWD Part Time Full Time AWD TCS Do Not 4WD 4WD Test ...

...

X (3)

...

1996-1997 AWD

...

1999-2003 Except AWD 1999-2003 AWD

...

X (3) ... ... X (2)

...

X (1)

Boxster/Boxster S 1997-2003

...

X (2)

...

Carrera 4 1989-2000

...

X (3)

...

Carrera 4S 1996-1998

...

X (3)

...

Carrera GT Home Tuesday, November 08, 2005 3:16:52 PM

Page 61

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

2003 Cayenne 2003 924 1980-88 944 1983-91 928 1980-95 968 1992-95

...

X (2)

...

X (3)

...

(1)

Push traction control switch on left side of dash to disable system. Indicator light will illuminate when system is disabled. (2) Push PSM-OFF switch located left of cupholder. Indicator light will illuminate when system is disabled. (3) Cannot be shifted to 2WD.

RENAULT RENAULT Application FWD RWD Part Time 4WD Full Time 4WD AWD TCS Do Not Test Alliance 1983-87 X ... ... ... ... ... ... Encore 1983-87 X ... ... ... ... ... ... Fuego 1982-86 X ... ... ... ... ... ... GTA 1987 X ... ... ... ... ... ... LeCar 1980-83 X ... ... ... ... ... ... Sportwagon 1984-86 X ... ... ... ... ... ... 18i 1981-83 X ... ... ... ... ... ...

SAAB SAAB Home Tuesday, November 08, 2005 3:16:52 PM

Page 62

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

Application

FWD RWD

Part Time 4WD

Full Time 4WD

AWD

TCS

Do Not Test

...

9-3 series 1999-2000 2001-03

X X

... ...

X (1)

... ...

9-5 1999-2003

...

X (1)

...

X X

... ...

... X (1)

... ...

9000 1986-91 1992-94

X X

... ...

...

... ...

... X

1995-97

...

99 1980 900 1980-93 1994-98

X (2) ... X (1) 1

...

(1)

Push TCS switch located on dash/console to disable system. TCS OFF/sliding car OFF indicator light on instrument panel will illuminate when system is disabled. (2) Traction control cannot be disabled.

SATURN SATURN Application Ion 2003 L-Series 2000-03

FWD RWD

Part Time 4WD

Full Time 4WD

AWD TCS

Do Not Test

...

X (1)

...

S-Series 1993-2002

...

X (1)

...

Vue 2002-03 AWD

...

2002-03 2WD

...

... X (2) ... X (1)

...

(1)

Press TCS or TRAC switch located on dash to disable system. Switch will no longer be illuminated when system is disabled. (2) Cannot be shifted to 2WD. Home Tuesday, November 08, 2005 3:16:52 PM

Page 63

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

SUBARU SUBARU Application

FWD RWD

Part Time 4WD

Full Time 4WD

AWD TCS

Do Not Test

Baja 2003

...

X (2)

...

Brat 1980-87 2WD 1980-87 4WD

X ...

... ...

... X (2)

... ...

... X

Forester 1998-2003

...

X (2)

...

X (2)

...

X (2) ...

...

... ...

... ... ...

... ... X

Impreza 1993-2003 AWD 1993-98 2WD Justy 1987-94 AWD 1987-94 2WD Legacy 1990-94 2WD 1995-98 2WD 1990-94 4WD

...

X X ...

... ... ...

1995-97 4WD

...

1998-2003 4WD Loyale 1990-94 2WD 1990-94 4WD

...

X ...

... ...

Outback 1997-2003

...

SVX 1992-97

...

XT 1986-91 2WD 1986-91 4WD

X X

... ...

(1)

X (2)

X (2) X (3) X (2) ...

X (2)

... ...

... X

...

X (2)

...

X (2)

...

... ...

...

... ...

X (1)

...

Move drive range selector to FWD position to disengage rear axle.

Home Tuesday, November 08, 2005 3:16:52 PM

Page 64

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

(2)

Cannot be shifted to 2WD.

(3)

Push TC OFF switch located on dash. Indicator light will illuminate when system is disabled.

SUZUKI SUZUKI Application Aerio 2002-2003 2WD 2003 4WD

FWD RWD

Part Time 4WD

Full Time 4WD

AWD TCS

Do Not Test

...

X (2)

...

Esteem 1995-2002 Grand Vitara 1999-2003

...

X (1)

...

Samurai 1986-95 2WD 1986-95 4WD

... ...

X X

...

... ...

Sidekick 1989-98 2WD 1989-98 4WD

... ...

X X

X (1)

... ...

...

X (1)

...

X (1)

...

... ...

X X

...

... ...

Swift 1989-2001 Vitara 1999-2003 2WD 1999-2003 4WD XL-7 2001-03 X90 1996-98 2WD 1996-98 4WD

X (1) ...

X (1)

(1)

Shift transfer case lever to 2H position.

(2)

Cannot be shifted to 2WD.

Home Tuesday, November 08, 2005 3:16:52 PM

Page 65

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

TOYOTA TOYOTA Application

FWD RWD Part Time 4WD

Full Time 4WD

AWD TCS Do Not Test

Avalon 1995-96 1997-2003

X X

... ...

Camry 1983-97 2WD 1998-2003 2WD

X X

... ...

1988-91 4WD

...

Camry Solara 2002-2003

...

X (3)

...

Celica 1980-85 2WD 1986-2003 2WD 1988-93 4WD

... X ...

X ... ...

... ... ...

... ...

... ... ...

... ... X

Corolla 1983-2003 2WD 1980-87 2WD 1998-92 4WD

X ... ...

... X ...

... ... ...

X (5)

... ... ...

... ... X

...

Land Cruiser 1980-90

...

1991-2003

...

X (6) ...

...

X (5)

...

Corolla FX 1987-88 Corona 1980-82 Cressida 1980-92 ECHO 2001-03 Highlander 2001-03 2WD 2001-03 AWD

... X (1) ...

X (2) X (5) ...

X (5) ... ...

X (4) X (5) ... ...

... ... ... ... X

X X

Matrix Home Tuesday, November 08, 2005 3:16:52 PM

Page 66

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

2003 2WD 2003 AWD MR2 1985-89 1991-95 2000-03 Paseo 1992-97 Pickup 1980-95 2WD 1980-95 4WD Previa 1991-97 2WD 1991-97 4WD

X ...

... ...

... ... ...

X X X

... ... ...

...

... ...

X X

...

... ...

...

... ...

... X

... ... ...

...

X (6)

... ...

X ...

... ...

...

... ...

... X

(5)

Prius 2001-03 RAV4 1996-2003 2WD 1996-2003 4WD

...

X ...

... ...

... X (5)

... ...

... X

Sequoia 2001-03 2WD

...

X (1)

...

2001-03 4WD

...

X (7)

...

X (1)

...

Sienna 1998-2000 2001-03

X X

... ...

... X

(2)

... ...

Solara (Camry) 1999-2003

...

X (3)

...

X (1)

...

... ...

X ...

...

... ...

Starlet 1980-84 Supra Non-Turbo 1980-98 Supra Turbo 1993-98 Tacoma 1995-2003 2WD 1995-2003 4WD

X (6)(7)

Tercel - Except 4WD Wagon Home Tuesday, November 08, 2005 3:16:52 PM

Page 67

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

1980-99 Tercel Wagon 1982-88 A/T 4WD 1982-88 M/T 4WD Tundra 2000-03 2WD 2000-03 4WD

...

X (8)

...

X (6)

...

... ...

X X

... (6) , (9)

... ...

T100 1993-97 2WD 1993-97 4WD

... ...

X X

... ...

...

... ...

X X

... ...

...

1984-95 4WD

...

X (6)

...

X ...

... ...

1996-2000 4WD

...

X (6)(7)

...

2001-03 4WD

...

X (7)

...

X (1)

...

Van 1984-89 4Runner 1984-2000 2WD 2001-03 2WD

... X

(6)

(1)

...

(1)

Press TRAC OFF/VSC OFF button on dash to disable system. The TRAC OFF or VSC light will illuminate when system is disabled. (2) TRAC OFF switch is down and left from the steering column. Indicator light will illuminate when system is disabled. (3) TRAC OFF switch is above the gear shifter. Indicator light will illuminate when system is disabled. (4) Traction control system cannot be disabled. (5)

Cannot be shifted to 2WD.

(6)

Shift transfer case lever to H2/FWD position. Ensure 4WD indicator is off.

(7)

Shift transfer case lever to H position, then depress the 4WD switch. Ensure vehicle is in 2WD. (8) Press button on A/T shift selector to FWD mode. (9)

Press the 2WD/4HI switch and ensure that the 4HI and 4LO indicator lights are off.

TRIUMPH TRIUMPH Home Tuesday, November 08, 2005 3:16:52 PM

Page 68

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

Application FWD RWD Part Time 4WD Full Time 4WD AWD TCS Do Not Test TR-7 1980-81 ... X ... ... ... ... ... TR-8 1980-81 ... X ... ... ... ... ...

VOLKSWAGEN VOLKSWAGEN Application FWD RWD

Part Time 4WD

Full Time 4WD

...

X (3)

...

X (3)

...

X X

... ...

...

X X

... ...

... X (2)

... ...

...

X X

... ...

...

... ...

GTI 1982-93 1994-2001

X X

... ...

X (1)

... ...

2002-2003

...

X (4)

...

Jetta/Jetta Wagon 1980-93 X

...

Cabrio 1994-2002 X Cabriolet 1985-93 X Camper Synchro 1986-87 ... Camper GL Synchro 1986-1991 ... Corrado 1990-91 1992-94 Dasher 1980-81 EuroVan 1993-96 1997-2003 Fox 1987-93 Golf 1985-98 1999-2003

AWD TCS

X (1) ...

Do Not Test

Home Tuesday, November 08, 2005 3:16:53 PM

Page 69

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

1994-2003

...

X (1)

...

New Beetle 1998-2003

...

X (1)

...

Passat 1990-92 1993-2003

X X

... ...

... X (1)

... ...

Passat Sedan W8/Passat Wagon W8 2003 ... ... ...

...

X (1)

...

X (3)

...

Quantum 1982-88 X ... Quantum GL Syncro Wagon 1986-1988 ... ... Quattro Syncro 1987-88 Rabbit 1980-84 Rabbit Pickup 1980-84 Scirocco 1980-89 Vanagon 1980-91 Vanagon Syncro 1987-91 (1)

...

X (3)

...

X (3)

...

Press ASR switch. The ASR indicator light will illuminate when system is disabled.

(2)

ESP switch is to the right of the steering column. Indicator light will illuminate when system is disabled. (3) Cannot be shifted to 2WD. (4)

Information from manufacturer is not available at time of publication.

VOLVO VOLVO Application 240 1980-93

FWD RWD Part Time Full Time 4WD 4WD ...

...

AWD TCS Do Not Test ...

...

Home Tuesday, November 08, 2005 3:16:53 PM

Page 70

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

260 1980-82 740 1985-91 760 1983-90 780 1986-90 850 1992-97 940 1991-95 960 1992-97 Coupe 1990-91 C70 & S70 1998-2003

...

X (1)

...

Cross Country 2003

...

X (4)

X (2)

S40 & V40 2000-03

...

X (3)

...

S60 2001-03

...

X (2)

...

S80 1999-2003

...

X (2)

...

X (4)

X (1)

...

X (1)

...

2001-03 AWD

...

X (3)

2001-03 2WD

...

X (4) ...

X (2)

...

S90 1997-98 V70 1998-2000 AWD 1998-2000 2WD

V90 1997-98 XC90 2003 AWD

Home Tuesday, November 08, 2005 3:16:53 PM

Page 71

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Traction Control, 4WD & AWD Identification & Disable Procedures - All Models

2003 2WD

...

X (4) ...

X (2) X (2)

...

(1)

Press TRACS or STC switch located on dash. Indicator light will illuminate when system is disabled. (2) Press STC/DSTC switch on center console and hold down for more than half a second. The light in the switch will go off when system is disabled. (3) Press STC, DSA or DSTC switch located on dash to disable system. Indicator light will illuminate when system is disabled. On models equipped with winter/wet driving mode, depress the "W" switch on center console. The LED on switch will turn off when winter/wet driving mode is disengaged. (4) Cannot be shifted to 2WD.

YUGO YUGO Application FWD RWD Part Time 4WD Full Time 4WD AWD TCS Do Not Test GV & GVL 1985-91 X ... ... ... ... ... ...

Home Tuesday, November 08, 2005 3:16:53 PM

Page 72

ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

GENERAL INFORMATION Trouble Shooting - Basic Procedures

ACCESSORIES & ELECTRICAL 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.

CHARGING SYSTEM TROUBLE SHOOTING NOTE:

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 Check all charging system connections connections Ignition circuit or switch Check and replace as necessary malfunction Alternator Light Stays On With Engine Running Loose or worn alternator Check alternator drive tension and condition, See Belt drive belt Adjustment in TUNE-UP article in the TUNE-UP section Loose alternator wiring Check all charging system connections connections Short in alternator light See Indicator Warning Lights in STANDARD wiring INSTRUMENTS in the ACCESSORIES & EQUIPMENT section Defective alternator stator or See Bench Tests in ALTERNATOR article diodes Defective regulator See Regulator Check in ALTERNATOR article Alternator Light Stays Off With Ignition Switch ON Home Tuesday, November 08, 2005 2:20:33 2:20:27 PM

Page 1

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Blown fuse Defective alternator Defective indicator light bulb or socket

See WIRING DIAGRAMS See Testing in ALTERNATOR article 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 See Bench Tests and On-Vehicle Tests in regulator ALTERNATOR article Defective ammeter, or See Testing in STANDARD INSTRUMENTS in the improper ammeter wiring ACCESSORIES & EQUIPMENT section connection 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 Check all charging system connections connections Loose alternator connections Check all charging system connections Defective alternator or See On-Vehicle Tests and Bench Tests in battery ALTERNATOR article Add-on electrical Install larger alternator accessories exceeding alternator capacity Battery Overcharged-Uses Too Much Water Defective battery Check alternator output and repair as necessary Home Tuesday, November 08, 2005 2:20:27 PM

Page 2

ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Defective alternator Excessive alternator voltage

See On-Vehicle Test and Bench Tests in ALTERNATOR article Check alternator output and repair as necessary

IGNITION SYSTEM TROUBLE SHOOTING NOTE:

Fig. 1: Ignition Secondary Trouble Shooting Chart

Home Tuesday, November 08, 2005 2:20:27 PM

Page 3

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Home Tuesday, November 08, 2005 2:20:28 PM

Page 4

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Fig. 2: Ignition Primary Trouble Shooting Chart STARTER TROUBLE SHOOTING NOTE:

BASIC STARTER TROUBLE SHOOTING CHART CONDITION & POSSIBLE CAUSE CORRECTION Starter Fails to Operate Dead battery or bad connections between Check battery charge and all wires and starter and battery connections to starter Ignition switch faulty or misadjusted Adjust or replace ignition switch Open circuit between starter switch Check and repair wires and connections as ignition terminal on starter relay 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 clutch housing See STARTER article Broken flywheel teeth Replace flywheel and check for starter pinion gear damage Armature shaft sheared or reduction gear See STARTER article teeth stripped Home Tuesday, November 08, 2005 2:20:28 PM

Page 5

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Weak battery Faulty solenoid Poor grounds Ignition switch faulty or misadjusted Starter Cranks Engine Slowly Battery weak or defective Engine overheated Engine oil too heavy Poor battery-to-starter connections Current draw too low or too high Bent armature, loose pole shoes screws or worn bearing Burned solenoid contacts Faulty starter Starter Engages Engine Only Momentarily Engine timing too far advanced Overrunning clutch not engaging properly Broken starter clutch Broken teeth on engine flywheel Weak drive assembly thrust spring Weak hold-in coil Starter Drive Will Not Engage Defective point assembly Poor point assembly ground Defective pull-in coil Starter Relay Does Not Close Dead battery Faulty wiring Neutral safety switch faulty Starter relay faulty Starter Drive Will Not Disengage Starter motor loose on mountings

Charge or replace battery as necessary See On-Vehicle Tests in STARTER article Check all ground connections for tight and clean connections Adjust or replace ignition switch as necessary Charge or replace battery as necessary See ENGINE COOLING SYSTEM article Check that proper viscosity oil is used Check that all between battery and starter are clean and tight See Bench Tests in STARTER article See STARTER article Replace solenoid Replace starter See Ignition Timing in TUNE-UP article Replace overrunning clutch. See STARTER article See STARTER article Replace flywheel and check starter pinion gear for damage See STARTER article See Bench Tests in STARTER article See Testing in STARTER article See Testing in STARTER article Replace starter solenoid Charge or replace battery as necessary Check all wiring and connections leading to relay Replace neutral safety switch Replace starter relay Tighten starter attach bolts

Home Tuesday, November 08, 2005 2:20:28 PM

Page 6

ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Worn drive end bushing Damaged engine flywheel teeth

See STARTER article Replace flywheel and starter pinion gear for damage Replace return spring Replace ignition switch Replace starter solenoid

Drive yolk return spring broken or missing Faulty ignition switch Insufficient clearance between winding leads to solenoid terminal 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 Check all wiring between relay and or relay 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 Weak battery Charge or replace battery as 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 Align starter or check that correct starter and flywheel 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 Flywheel runout contributes to the and flywheel intermittent nature

AIR CONDITIONING & HEAT 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 Home Tuesday, November 08, 2005 2:20:28 PM

Page 7

ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

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; Compressor Working Expansion valve inoperative. ..... 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 NOTE:

Home Tuesday, November 08, 2005 2:20:28 PM

Page 8

ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

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 CONDITION POSSIBLE CAUSE 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 Acceleration Vacuum system leak. ..... 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 Home Tuesday, November 08, 2005 2:20:28 PM

Page 9

ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

NOTE:

BRAKE SYSTEM TROUBLE SHOOTING CHART CONDITION & POSSIBLE CORRECTION CAUSE 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 Remove and reinstall pad rotor 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 Replace pads or linings Home Tuesday, November 08, 2005 2:20:28 PM

Page 10

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

linings Linings or pads glazed Worn drums Excessive Pedal Travel Partial brake system failure Insufficient fluid in master cylinder Air trapped in system Rear brakes not adjusted Bent shoe or lining Plugged master cylinder cap Improper brake fluid Pedal Travel Decreasing Compensating port plugged Swollen cup in master cylinder Master cylinder piston not returning

Replace pads or linings Reface or replace drums Check fluid and pipes See MASTER CYLINDERS or BRAKE SYSTEM See BRAKE BLEEDING or BRAKE SYSTEM See Adjustments in DRUM BRAKES or BRAKE SYSTEM See DRUM BRAKES or BRAKE SYSTEM See MASTER CYLINDERS or BRAKE SYSTEM Replace brake fluid See MASTER CYLINDERS or BRAKE SYSTEM See MASTER CYLINDERS or BRAKE SYSTEM See MASTER CYLINDERS or BRAKE SYSTEM See DRUM BRAKES BRAKE SYSTEM See DRUM BRAKES or BRAKE SYSTEM

Weak shoe retracting springs Wheel cylinder piston sticking Dragging Brakes Master cylinder pistons not See MASTER CYLINDERS BRAKE SYSTEM returning 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 Remove and replace correctly pad 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 Home Tuesday, November 08, 2005 2:20:28 PM

Page 11

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Uneven pad wear caused by caliper Uneven rotor wear Drums out-of-round

See DISC BRAKES or BRAKE SYSTEM See DISC BRAKES or BRAKE SYSTEM Reface or replace drums

ENGINE MECHANICAL COOLING SYSTEM TROUBLE SHOOTING NOTE:

COOLING SYSTEM TROUBLE SHOOTING CONDITION & POSSIBLE CAUSE Overheating Coolant Leak A/C Condenser Fins Clogged Radiator Fins Clogged Thermostat Stuck Closed Clogged Cooling System Passages Water Pump Malfunction Fan Clutch Malfunction Retarded Ignition Timing Cooling Fan Malfunction Cooling Fan Motor Malfunction Cooling Fan Relay Malfunction Faulty Radiator Cap Broken/Slipping Fan Belt Restricted Exhaust Corrosion Impurities In Coolant Coolant Leakage Damaged hose Leaky Water Pump Damaged Radiator Seam Leaky Thermostat Cover Cylinder Head Problem Leaky Freeze Plugs

CORRECTION Fill/Pressure Test System Remove/Clean Condenser Remove/Clean Radiator Replace Thermostat Clean/Flush Cooling System Replace Water Pump Replace Fan Clutch Reset Ignition Timing Test Cooling Fan/Circuit Test Fan Motor Test Fan Relay Replace Radiator Cap Replace Fan Belt Repair Exhaust System Clean/Flush System Replace Hose Replace Water Pump Replace/Repair Radiator Replace Thermostat Cover Check Head/Head Gasket Replace Freeze Plugs

Home Tuesday, November 08, 2005 2:20:28 PM

Page 12

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Recovery System Inoperative Loose and/or Defective Radiator Cap Overflow Tube Clogged and/or Leaking Recovery Bottle Vent Restricted No Heater Core Flow Collapsed Heater Hose Plugged Heater Core Faulty Heater Valve

Replace Radiator Cap Repair Tube Clean Vent Replace Heater Hose Clean/Replace Heater Core Replace Heater Valve

GASOLINE ENGINE - MECHANICAL TROUBLE SHOOTING NOTE:

BASIC GASOLINE ENGINE - MECHANICAL TROUBLE SHOOTING CHART CONDITION & POSSIBLE CAUSE CORRECTION 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 Worn camshaft lobes Replace camshaft, See 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 Replace pressure regulator valve faulty Home Tuesday, November 08, 2005 2:20:28 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Auto. Trans. fluid level too low Improper vacuum diverter valve operation Vacuum leaks Leaking piston rings Faulty High Speed Operation Low fuel pump volume Leaking valves or worn Incorrect valve timing Intake manifold restricted Worn distributor shaft Faulty Acceleration Improper fuel pump stroke Incorrect ignition timing Leaking valves Worn fuel pump diaphragm or piston Intake Backfire Improper ignition timing Faulty accelerator pump discharge Improper choke operation Defective EGR valve Fuel mixture too lean Choke valve initial clearance too large Exhaust Backfire Vacuum leak Faulty vacuum diverter valve Faulty choke operation Exhaust system leak Engine Detonation Ignition timing too far advanced Faulty ignition system Spark plugs loose or faulty Fuel delivery system clogged EGR valve inoperative PCV system inoperative Vacuum leaks Excessive combustion chamber deposits

Add fluid as necessary Replace vacuum diverter valve Inspect vacuum system and repair as required Replace piston rings, See ENGINES Replace fuel pump Replace valves and/or springs, See ENGINES Reset valve timing,See ENGINES Remove restriction Replace distributor Remove pump and reset pump stroke Reset ignition timing, See TUNE-UP Replace valves, See ENGINES Replace diaphragm or piston Reset ignition timing, See TUNE-UP Replace accelerator pump Check choke and adjust as required Replace EGR valve Reset air/fuel mixture, See TUNE-UP Reset choke valve initial clearance Inspect and repair vacuum system Replace vacuum diverter valve Check choke and adjust as required repair exhaust system leak Reset ignition timing, See TUNE-UP Check ignition timing, See TUNE-UP Retighten or replace plugs Inspect lines, pump and filter for clog Replace EGR valve Inspect and/or replace hoses or valve Check vacuum system and repair leaks Remove built-up deposits

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Leaking, sticking or broken valves External Oil Leakage Fuel pump improperly seated or worn gasket Oil pan gasket broken or pan bent Timing chain cover gasket broken Rear main oil seal worn Oil pan drain plug not seated properly Camshaft bearing drain hole blocked Oil pressure sending switch leaking Excessive Oil Consumption Worn valve stems or guides Valve "O" ring seals damaged Plugged oil drain back holes Improper PCV valve operation Engine oil level too high Engine oil too thin Valve stem oil deflectors damaged Incorrect piston rings Piston ring gaps not staggered Insufficient piston ring tension Piston ring grooves or oil return Piston rings sticking in grooves Piston ring grooves excessively worn Compression rings installed upside down Worn or scored cylinder walls Mismatched oil ring expander and rail Intake gasket dowels too long Excessive main or connecting rod bearing clearance No Oil Pressure Low oil level Oil pressure sender or gauge broken Oil pump malfunction Oil pressure relief valve sticking Oil pump passages blocked

Inspect and/or replace valves Remove pump, replace gasket and seat properly Straighten pan and replace gasket Replace timing chain cover gasket Replace rear main oil seal Remove and reinstall drain plug Remove restriction Remove and reinstall sending switch Replace stems or guides, See ENGINES Replace "O" ring seals, See ENGINES Remove restrictions Replace PCV valve Remove excess oil Replace thicker oil Replace oil deflectors Replace piston rings, See ENGINES Reinstall piston rings, See ENGINES Replace rings, See ENGINES slots clogged Replace piston rings, See ENGINES Replace piston rings, See ENGINES Replace piston and rings, See ENGINES Replace compression rings correctly, See ENGINES Rebore cylinders or replace block Replace oil ring expander and rail, See ENGINES Replace intake gasket dowels Replace main or connecting rod bearings, See ENGINES Add oil to proper level Replace sender or gauge Remove and overhaul oil pump, See ENGINES Remove and reinstall valve Overhaul oil pump, See ENGINES

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Oil pickup screen or tube blocked Loose oil inlet tube Loose camshaft bearings Internal leakage at oil passages Low Oil Pressure Low engine oil level Engine oil too thin Excessive oil pump clearance Oil pickup tube or screen blocked Main, rod or cam bearing clearance excessive High Oil Pressure Improper grade of oil Oil pressure relief valve stuck closed Oil pressure sender or gauge faulty Noisy Main Bearings Inadequate oil supply Excessive main bearing clearance Excessive crankshaft end play Loose flywheel or torque converter Loose or damaged vibration damper Crankshaft journals out-of-round Excessive belt tension Noisy Connecting Rods Excessive bearing clearance or missing bearing Crankshaft rod journal out-of-round Misaligned connecting rod or cap Incorrectly tightened rod bolts Noisy Pistons and Rings Excessive piston-to-bore clearance Bore tapered or out-of-round Piston ring broken Piston pin loose or seized Connecting rods misaligned Ring side clearance too loose or tight Carbon build-up on piston Noisy Valve Train Worn or bent push rods

Remove restriction Tighten oil inlet tube Replace camshaft bearings, See ENGINES Replace block or cylinder head Add oil to proper level Remove and replace with thicker oil Reduce oil pump clearance, See ENGINES Remove restrictions Replace bearing to reduce clearance, See ENGINES Replace with proper oil Eliminate binding Replace sender or gauge Check oil delivery to main bearings Replace main bearings, See ENGINES Replace crankshaft, See ENGINES Tighten attaching bolts Tighten or replace vibration damper Re-grind crankshaft journals Loosen belt tension Replace bearing, See ENGINES Re-grind crankshaft journal Remove rod or cap and realign Remove and re-tighten rod bolts Install larger pistons, See ENGINES Rebore block Replace piston rings, See ENGINES Replace piston pin, See ENGINES Realign connecting rods Replace with larger or smaller rings Remove carbon Replace push rods, See ENGINES

Home Tuesday, November 08, 2005 2:20:28 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Worn rocker arms or bridged pivots Dirt or chips in valve lifters Excessive valve lifter leak-down Valve lifter face worn Broken or cocked valve springs Too much valve stem-to-guide clearance Valve bent Loose rocker arms Excessive valve seat run-out Missing valve lock Excessively worn camshaft lobes Plugged valve lifter oil holes Faulty valve lifter check ball Rocker arm nut installed upside down Valve lifter incorrect for engine Faulty push rod seat or lifter plunger Noisy Valves Improper valve lash Worn or dirty valve lifters Worn valve guides Excessive valve seat or face run-out Worn camshaft lobes Loose rocker arm studs Bent push rods Broken valve springs Burned,Sticking or Broken Valves Weak valve springs or warped valves Improper lifter clearance Worn guides or improper guide clearance Out-of-round valve seats or improper seat width Gum deposits on valve stems, seats or guide Improper spark timing Broken Pistons/Rings Undersize pistons Wrong piston rings

Replace push rods, See ENGINES Remove lifters and remove dirt/chips Replace valve lifters, See ENGINES Replace valve lifters, See ENGINES Replace or reposition springs Replace valve guides, See ENGINES Replace valve, See ENGINES Retighten rocker arms, See ENGINES Reface valve seats, See ENGINES Install new valve lock Replace camshaft, See ENGINES Eliminate restriction or replace lifter Replace lifter check ball, See ENGINES Remove and reinstall correctly Remove and replace valve lifters Replace plunger or push rod Re-adjust valve lash, See ENGINES Clean and/or replace lifters Replace valve guides, See ENGINES Reface seats or valve face Replace camshaft, See ENGINES Re-tighten rocker arm studs, See ENGINES Replace push rods, See ENGINES Replace valve springs, See ENGINES Replace valves and/or springs, See ENGINES Re-adjust clearance or replace lifters Replace valve guides, See ENGINES Re-grind valve seats Remove deposits Re-adjust spark timing Replace with larger pistons, See ENGINES Replace with correct rings, See ENGINES

Home Tuesday, November 08, 2005 2:20:28 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Out-of-round cylinder bore Improper connecting rod alignment Excessively worn ring grooves Improperly assembled piston pins Insufficient ring gap clearance Engine overheating Incorrect ignition timing Excessive Exhaust Noise Leaks at manifold to head, or to pipe Exhaust manifold cracked or broken

Re-bore cylinder bore Remove and realign connecting rods Replace pistons, See ENGINES Re-assemble pin-to-piston, See ENGINES Install new rings, See ENGINES Check cooling system Re-adjust ignition timing, See TUNE-UP Replace manifold or pipe gasket Replace exhaust manifold, See ENGINES

ENGINE PERFORMANCE CARBURETOR TROUBLE SHOOTING: NOTE:

BASIC COLD START SYMPTOMS TROUBLE SHOOTING CHART CONDITION & POSSIBLE CAUSE CORRECTION 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 Fast idle cam index incorrect Reset fast idle cam index, see 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 Fast idle cam index incorrect Reset fast idle cam index, see FUEL SYSTEMS Home Tuesday, November 08, 2005 2:20:28 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Hot fast idle RPM too low

Reset fast idle RPM, see TUNE-UP

BASIC HOT START SYMPTOMS TROUBLE SHOOTING CHART CONDITION & POSSIBLE CAUSE CORRECTION Engine Won't Start Engine flooded Allow fuel to evaporate BASIC COLD ENGINE DRIVEABILITY SYMPTOMS TROUBLE SHOOTING CHART CONDITION & POSSIBLE CAUSE CORRECTION Engine Stalls in Gear Choke vacuum kick setting Reset choke vacuum kick, see FUEL SYSTEMS incorrect 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 Reset choke vacuum kick see, FUEL SYSTEMS incorrect 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 CONDITION & POSSIBLE CAUSE CORRECTION 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 Inspect system and remove restriction plugged Home Tuesday, November 08, 2005 2:20:28 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Frozen or binding heated air inlet Hesitation With Heavy Gas Pedal Movement Defective accelerator pump Metering rod carrier sticking or binding Large vacuum leak Float level setting too low Defective fuel pump, lines or filter Air door setting incorrect

Inspect heated air door for binding Replace pump, see FUEL SYSTEMS Remove restriction Inspect vacuum system and repair leak Reset float level, see FUEL SYSTEMS Inspect pump, lines and filter Adjust air door setting, see FUEL

DIESEL ENGINE TROUBLE SHOOTING NOTE:

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 CONDITION & POSSIBLE CAUSE CORRECTION 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 Home Tuesday, November 08, 2005 2:20:28 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Fuel tank filter blocked Fuel pump not operating Fuel return system blocked No voltage to fuel solenoid Incorrect or contaminated fuel Incorrect injection pump timing Low compression Injection pump malfunction Engine Starts, Won't Idle Incorrect slow idle adjustment Fast idle solenoid malfunctioning Fuel return system blocked Glow plugs go off too soon Injection pump timing incorrect No fuel to injection pump Incorrect or contaminated fuel Low compression Injection pump malfunction

Replace fuel tank filter Check pump operation and/or replace pump Inspect system and remove restriction Check solenoid and connections Replace fuel Re-adjust pump timing, see FUEL SYSTEMS Check valves, pistons, rings, see ENGINES Inspect and/or replace injection pump Reset idle adjustment, see TUNE-UP Check solenoid and connections Check system and remove restrictions See glow plug diagnosis in FUEL SYSTEMS Reset pump timing, see FUEL SYSTEMS Check fuel delivery system Replace fuel Check valves, piston, rings, see ENGINES Replace injection pump, see FUEL SYSTEMS Check solenoid and connections

Fuel solenoid closes in RUN position 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 Incorrect or contaminated fuel Replace fuel Injector nozzle malfunction Check nozzles, see FUEL SYSTEMS Engines Starts and Idles Rough W/out Smoke or Noise, But Clears After Warm-Up Injection pump timing incorrect Reset pump timing, see FUEL 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 Home Tuesday, November 08, 2005 2:20:28 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Blocked fuel filter Injection pump timing incorrect Incorrect or contaminated fuel Engine Won't Return To Idle Fast idle adjustment incorrect Internal injection pump malfunction External linkage binding Fuel Leaks On Ground Loose or broken fuel line Internal injection pump seal leak Cylinder Knocking Noise Injector nozzles sticking open Very low nozzle opening pressure Loss of Engine Power Restricted air intake EGR valve malfunction Blocked or damaged exhaust system Blocked fuel tank filter Restricted fuel filter Block vent in gas cap Tank-to-injection pump fuel supply blocked Blocked fuel return system Incorrect or contaminated fuel Blocked injector nozzles Low compression Loud Engine Noise With Black Smoke Basic timing incorrect EGR valve malfunction Internal injection pump malfunction Incorrect injector pump housing pressure Engine Overheating Cooling system leaks Belt slipping or damaged

Replace fuel filter Reset pump timing, see FUEL SYSTEMS Replace fuel Reset fast idle, see TUNE-UP Replace injection pump, see FUEL SYSTEMS Check linkage and remove binding Check lines and connections Replace injection pump, see FUEL SYSTEMS Test injectors, see FUEL SYSTEMS Test injectors and/or replace Remove restriction Replace EGR valve Remove restriction and/or replace components Replace filter Remove restriction and/or replace filter Remove restriction and/or replace cap Check fuel lines and connections Remove restriction Replace fuel Check nozzle for blockage, see FUEL SYSTEMS Check valves, rings, pistons, see ENGINES Reset timing, see FUEL SYSTEMS Replace EGR valve Replace injection pump, see FUEL SYSTEMS Check pressure, see FUEL SYSTEMS Check cooling system and repair leaks Check tension and/or replace belt

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Thermostat stuck closed Head gasket leaking Oil Light on at Idle Low oil pump pressure Oil cooler or line restricted Engine Won't Shut Off Injector pump fuel solenoid does not return fuel valve to OFF position

Remove and replace thermostat, see ENGINE COOLING Replace head gasket Check oil pump operation, see ENGINES Remove restriction and/or replace cooler Remove and check solenoid and replace if needed

VACUUM PUMP DIAGNOSIS CONDITION & POSSIBLE CAUSE Excessive Noise Loose pump-to-drive assembly screws Loose tube on pump assembly Valves not functioning properly Oil Leakage Loose end plug Bad seal crimp

CORRECTION Tighten screws Tighten tube Replace valves Tighten end plug Remove and re-crimp seal

FUEL INJECTION TROUBLE SHOOTING NOTE:

BASIC FUEL INJECTION TROUBLE SHOOTING CHART CONDITION & POSSIBLE CORRECTION CAUSE Engine Won't Start (Cranks Normally) Cold start valve inoperative Test valve and circuit Poor connection;vacuum or Check vacuum and electrical connections wiring Contaminated fuel Test fuel for water or alcohol Defective fuel pump relay or Test relay and wiring circuit Battery too low Charge and test battery Home Tuesday, November 08, 2005 2:20:28 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Low fuel pressure No distributor reference pulses Open coolant temperature sensor circuit Shorted W.O.T. switch in T.P.S. Defective ECM Fuel tank residual pressure valve leaks Hard Starting Disconnected hot air tube to air cleaner Defective Idle Air Control (IAC) valve Shorted, open or misadjusted T.P.S. EGR valve open Poor Oxygen sensor signal Incorrect mixture from PCV system Poor High Speed Operation Low fuel pump volume Poor MAP sensor signal Poor Oxygen sensor signal Open coolant temperature sensor circuit Faulty ignition operation Contaminated fuel Intermittent ECM ground Restricted air cleaner Restricted exhaust system Poor MAF sensor signal Poor VSS signal

Test pressure regulator and fuel pump, check for restricted lines and filters Repair ignition system as necessary Test sensor and wiring Disconnect W.O.T. switch, engine should start Replace ECM Test for fuel pressure drop after shut down

Reconnect tube and test control valve Test valve operation and circuit Test and adjust or replace T.P.S. Test EGR valve and control circuit Test for shorted or circuit Test PCV for flow, check sealing of oil filter cap

Faulty pump or restricted fuel lines or filters Test MAP sensor, vacuum hose and wiring Test for shorted or open sensor or circuit Test sensor and wiring Check wires for cracks or poor connections, test secondary voltage with oscilloscope Test fuel for water or alcohol Test ECM ground connection for resistance Replace air cleaner Test for exhaust manifold back pressure Check leakage between sensor and manifold If tester for ALCL hook-up is available check that VSS reading matches speedometer

Ping or Knock on Acceleration Poor Knock sensor signal Poor Baro sensor signal Improper ignition timing

Test for shorted or open sensor or circuit Test for shorted or open sensor or circuit See VEHICLE EMISSION CONTROL LABEL

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Check for engine overheating problems NOTE:

(where applicable) Low coolant, loose belts or electric cooling fan inoperative

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 NOTE:

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Fig. 3: Ignition Secondary Trouble Shooting Chart

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Fig. 4: Ignition Primary Trouble Shooting Chart STARTER TROUBLE SHOOTING NOTE:

BASIC STARTER TROUBLE SHOOTING CHART CONDITION & POSSIBLE CAUSE CORRECTION Starter Fails to Operate Dead battery or bad connections between Check battery charge and all wires and starter and battery connections to starter Ignition switch faulty or misadjusted Adjust or replace ignition switch Open circuit between starter switch Check and repair wires and connections as ignition terminal on starter relay necessary 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 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 clutch housing See STARTER article Broken flywheel teeth Replace flywheel and check for starter pinion gear damage Armature shaft sheared or reduction gear See STARTER article teeth stripped Home Tuesday, November 08, 2005 2:20:29 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Weak battery Faulty solenoid Poor grounds Ignition switch faulty or misadjusted Starter Cranks Engine Slowly Battery weak or defective Engine overheated Engine oil too heavy Poor battery-to-starter connections Current draw too low or too high Bent armature, loose pole shoes screws or worn bearings Burned solenoid contacts Faulty starter Starter Engages Engine Only Momentarily Engine timing too far advanced Overrunning clutch not engaging properly Broken starter clutch Broken teeth on engine flywheel Weak drive assembly thrust spring Weak hold-in coil Starter Drive Will Not Engage Defective point assembly Poor point assembly ground Defective pull-in coil Starter Relay Does Not Close Dead battery Faulty wiring Neutral safety switch faulty Starter relay faulty Starter Drive Will Not Disengage Starter motor loose on mountings

Home Tuesday, November 08, 2005 2:20:29 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Worn drive end bushing Damaged engine flywheel teeth Drive yolk return spring broken or missing Faulty ignition switch Insufficient clearance between winding leads to solenoid terminal and main contact in solenoid Starter clutch not disengaging Ignition starter switch contacts sticking Starter Relay Operates but Solenoid Does Not Faulty solenoid switch, switch connections or relay

See STARTER article Replace flywheel and starter pinion gear for damage Replace return spring Replace ignition switch Replace starter solenoid

Replace starter clutch Replace ignition switch

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 Weak battery Charge or replace battery as 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 Align starter or check that correct starter and flywheel 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 Flywheel runout contributes to the and flywheel intermittent nature TUNE-UP TROUBLE SHOOTING - GAS ENGINE VEHICLES NOTE:

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

BASIC SPARK PLUG TROUBLE SHOOTING CHARTS CONDITION & POSSIBLE CAUSE CORRECTION 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 Check valve train seals 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 Clean combustion chamber of deposits becoming fused to electrode 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 Home Tuesday, November 08, 2005 2:20:29 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Improper gapping procedure Rust Colored Deposits Additives in unleaded fuel Water In Combustion Chamber Blown head gasket or cracked head NOTE:

combustion Re-gap spark plugs Try different fuel brand Repair or replace head or head gasket

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 CONDITION & POSSIBLE CAUSE CORRECTION Engine Won't Start Open circuit between distributor and Repair circuit bulkhead connector Open circuit between bulkhead connector Repair circuit and ignition switch Open circuit between ignition switch and Repair circuit starter solenoid 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 CONDITION & POSSIBLE CORRECTION CAUSE Firing Voltage Lines are the Same, but Abnormally High Retarded ignition timing Reset ignition timing, see ENGINE PERFORMANCE section Home Tuesday, November 08, 2005 2:20:29 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Fuel mixture too lean

Readjust carburetor, see ENGINE PERFORMANCE Replace coil wire Clean and/or replace coil Clean and/or replace distributor cap

High resistance in coil wire Corrosion in coil tower terminal Corrosion in distributor coil terminal Firing Voltage Lines are the Same but Abnormally Low Fuel mixture too rich Readjust carburetor, see ENGINE PERFORMANCE Breaks in coil wire causing Replace coil wire arcing Cracked coil tower causing Replace coil arcing 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 Readjust carburetor, see ENGINE balanced PERFORMANCE EGR valve stuck open Clean and/or replace valve High resistance in spark plug Replace spark plug wires wires Cracked or broken spark plug Replace spark plugs insulator 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 Replace coil arcing Low compression Determine cause and repair Defective spark plugs Replace spark plugs Corroded spark plugs Replace spark plugs Cylinders Not Firing Cracked distributor cap Replace distributor cap terminals Shorted spark plug wire Determine cause and repair Mechanical problem in engine Determine cause and repair Defective spark plugs Replace spark plugs Home Tuesday, November 08, 2005 2:20:29 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Spark plugs fouled

Replace spark plugs

BASIC DRIVEABILITY PROBLEMS TROUBLE SHOOTING CONDITION & POSSIBLE CAUSE CORRECTION 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 Incorrect ignition timing Reset ignition timing see ENGINE PERFORMANCE Detonation Over-advanced ignition timing Reset ignition timing see ENGINE PERFORMANCE Defective spark plugs Replace spark plugs 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 carburetor linkage Eliminate binding Binding throttle linkage Eliminate blinding Binding choke linkage or fast idle Eliminate binding cam Defective idle solenoid Replace idle solenoid see ENGINE PERFORMANCE Improper base idle speed Reset idle speed, see see ENGINE PERFORMANCE Incorrect ignition timing Reset ignition timing see ENGINE Home Tuesday, November 08, 2005 2:20:29 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Incorrect idle mixture setting Faulty Acceleration Incorrect ignition timing Engine cold and choke too lean Defective spark plugs Defective coil Faulty Low Speed Operation Clogged idle transfer slots Restricted idle air bleeds and passages Clogged air cleaner Defective spark plugs Defective ignition wires Defective distributor cap Faulty High Speed Operation Incorrect ignition timing Defective distributor centrifugal advance Defective distributor vacuum advance Incorrect spark plugs or plug gap Faulty choke operation Clogged vacuum passages Improper size or clogged main jet Restricted air cleaner Defective distributor cap, rotor or coil Misfire at All Speeds Defective spark plugs Defective spark plug wires Defective distributor cap, rotor, or coil Cracked or broken vacuum hoses Vacuum leaks Fuel lines clogged

PERFORMANCE Reset idle mixture, see ENGINE PERFORMANCE Reset ignition timing see ENGINE PERFORMANCE Adjust choke and allow engine to warm-up Replace spark plugs Replace coil Clean idle transfer slots, see FUEL Disassemble and clean carburetor, see FUEL Replace air filter Replace spark plugs Replace ignition wire see ENGINE PERFORMANCE Replace distributor cap Reset ignition timing see ENGINE PERFORMANCE Replace advance mechanism Replace advance unit Check gap and/or replace spark plugs Check choke and repair as required Remove restrictions Check jet size and clean, see FUEL Check filter and replace as necessary Replace cap, rotor or coil

Replace spark plugs Replace spark plug wires Replace cap, rotor, or coil Replace vacuum hoses Repair vacuum leaks Remove restriction

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Hesitation Cracked or broken vacuum Vacuum leaks Binding carburetor linkage Binding throttle linkage Binding choke linkage or fast idle cam Improper float setting Cracked or broken ignition wires Rough Idle, Missing or Stalling Incorrect curb idle or fast idle speed Incorrect basic timing Improper idle mixture adjustment Improper feedback system operation Incorrect spark plug gap Moisture in ignition components Loose or broken ignition wires Damaged distributor cap or or rotor Faulty ignition coil Fuel filter clogged or worn Damaged idle mixture screw Improper fast idle cam adjustment Improper EGR valve operation Faulty PCV valve air flow Choke binding or improper choke setting Vacuum leak Improper float bowl fuel level Clogged air bleed or idle passages Clogged or worn air cleaner filter Faulty choke vacuum diaphragm Exhaust manifold heat valve inoperative Improper distributor spark advance

Replace vacuum hoses hoses Repair Vacuum leaks Eliminate binding Eliminate binding Eliminate binding Readjust float setting, see FUEL Replace ignition wires Reset idle speed, see see ENGINE PERFORMANCE Reset ignition timing see ENGINE PERFORMANCE Reset idle mixture, see ENGINE PERFORMANCE Check feedback system see ENGINE PERFORMANCE Reset spark plug gap, see ENGINE PERFORMANCE Dry components Replace ignition wires Replace distributor cap or rotor Replace ignition coil Replace fuel filter Replace idle mixture screw, see FUEL Reset fast idle cam adjustment, see TUNE- see ENGINE PERFORMANCE Replace EGR valve Replace PCV valve Reset choke or eliminate binding Repair vacuum leak Reset float adjustment, see FUEL Clean carburetor passages, see FUEL Replace air filter Replace diaphragm, see ENGINE PERFORMANCE Replace heat valve Check distributor operation

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Leaking valves or valve components Improper carburetor mounting Excessive play in distributor shaft Loose or corroded wiring connections Engine Surges Improper PCV valve airflow Vacuum leaks Clogged air bleeds EGR valve malfunction Restricted air cleaner filter Cracked or broken vacuum hoses Cracked or broken ignition wires Vacuum advance malfunction Defective or fouled spark plugs Ping or Spark Knock Incorrect ignition timing Distributor centrifugal or vacuum advance malfunction Carburetor setting too lean Vacuum leak EGR valve malfunction Poor Gasoline Mileage Cracked or broken vacuum Vacuum leaks Defective ignition wires Incorrect choke setting Defective vacuum advance Defective spark plugs Binding carburetor power piston Dirt in carburetor jets Incorrect float adjustment Defective power valve Incorrect idle speed Engine Stalls Improper float level

Check and repair valvetrain Remove and remount carburetor Replace distributor Repair or replace as required

Replace PCV valve Repair vacuum leaks Remove restriction Replace EGR valve Replace air filter Replace vacuum hoses Replace ignition wires Check unit and replace as necessary Replace spark plugs Reset ignition timing see ENGINE PERFORMANCE Check operation and replace as necessary Readjust mixture setting, see ENGINE PERFORMANCE Eliminate vacuum leak Replace EGR valve Replace vacuum hoses hoses Repair vacuum leaks Replace wires Readjust setting, see ENGINE PERFORMANCE Replace vacuum advance Replace spark plugs Eliminate binding Clean and/or replace jets Readjust float setting, see FUEL Replace power valve, see ENGINE PERFORMANCE Readjust idle speed Readjust float level

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Leaking needle valve and seat Vacuum leaks

Replace needle valve and seat Eliminate vacuum leaks

VACUUM PUMP - DIESEL TROUBLE SHOOTING NOTE:

NOTE:

VACUUM PUMP (DIESEL) TROUBLE SHOOTING CHART CONDITION & POSSIBLE CAUSE CORRECTION 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 NOTE:

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 Loose engine mounts, Worn inboard CV joints, Worn (FWD Only) differential pinion shaft, Side gear hub counterbore in case worn oversize Home Tuesday, November 08, 2005 2:20:29 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Gear Clash When Shifting Forward Gears Transmission Noisy When Moving (RWD Only) Quiet In Neutral With Clutch Engaged Gear Rattle Steady Ticking At Idle (Increases With RPM) Gear Clash When Shifting Forward Gears Loud Whine In Reverse Noise When Stepping On Clutch Ticking Or Screeching As Clutch Is Engaged Click Or Snap When Clutch Is Engaged Transmission Shifts Hard Will Not Shift Into One Gear, Shifts Into All Others Locked Into Gear, Cannot Shift Transmission Jumps Out Of Gear

Shift Lever Rattle Shift Lever Hops Under Acceleration (1)

Clutch Out Of Adjustment, Shift linkage damaged or out of adjustment, Gears or synchronizers damaged, Low gear oil level Worn rear outputshaft bearing

Worn bearings, Wrong gear oil, Low gear oil, Worn gears Broken tooth on gear Worn or broken synchronizers Normal condition (1) Bad release bearing, Worn pilot bearing Faulty release bearing, Uneven pressure plate fingers Worn clutch fork, Worn or broken front bearing retainer Clutch not releasing, Shift mechanism binding, Clutch installed backwards Bent shift fork, Worn detent balls

Clutch adjustment, Worn detent balls 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 Worn shift lever or detents, Worn shift forks, Worn synchronizers sleeve Worn engine or transmission mounts

Most units use spur cut gears in reverse and are noisy

POWERTRAIN CLUTCH TROUBLE SHOOTING NOTE:

This is GENERAL information. This article is not intended to be specific to any

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

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 CLUTCH TROUBLE SHOOTING CHART CONDITION & POSSIBLE CAUSE CORRECTION 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 See CLUTCH article adjustment 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 Home Tuesday, November 08, 2005 2:20:29 PM

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Broken clutch return spring Worn splines on clutch disc or input shaft Worn clutch release bearing Dry or worn pilot bearing Unequal release lever contact Incorrect pedal free play Warped or damaged clutch disc Slipping Pressure springs worn or Oily, greasy or worn facings Incorrect clutch alignment Warped clutch disc or pressure plate Binding release levers or clutch pedal Squeaking Worn or damaged release Dry or worn pilot or release bearing Pilot bearing turning in crankshaft Worn input shaft bearing Incorrect transmission alignment Dry release fork between pivot Heavy and/or Stiff Pedal Sticking release bearing sleeve Dry or binding clutch pedal hub Floor mat interference with pedal Dry or binding ball/fork pivots Faulty clutch cable Noisy Clutch Pedal Faulty interlock switch Self-adjuster ratchet noise Speed control interlock switch Clutch Pedal Sticks Down Binding clutch cable Springs weak in pressure plate Binding in clutch linkage Noisy Dry release bearing Dry or worn pilot bearing Worn input shaft bearing

Replace return spring Replace clutch disc and/or input shaft Replace release bearing Lubricate or replace pilot bearing Align or replace release lever Adjust free play Replace damaged components Release pressure plate Clean or replace clutch disc Realign clutch assembly Replace damaged components Lubricate and/or replace release components Replace release bearing Lubricate or replace assembly Replace pilot bearing and/or crankshaft Replace bearing and seal Realign transmission Lubricate release fork and pivot Replace release bearing and/or sleeve Lubricate and align components Lay mat flat in proper area Lubricate and align components Replace clutch cable Replace interlock switch Lubricate or replace self-adjuster Lubricate or replace interlock switch See CLUTCH article Replace pressure plate Lubricate and free linkage Lubricate or replace release bearing Lubricate or replace bearing Replace bearing

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Transmission Click Weak springs in pressure Release fork loose on ball stud Oil on clutch disc damper Broken spring in slave cylinder

Replace pressure plate plate Replace release fork and/or ball stud Replace clutch disc 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. Home Tuesday, November 08, 2005 2:20:29 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

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 Home Tuesday, November 08, 2005 2:20:29 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

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: z z z

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 NOTE:

DRIVE AXLE (RWD) TROUBLE SHOOTING CONDITION & POSSIBLE CAUSE Knocking or Clunking Differential Side Gear Clearance Worn Pinion Shaft Axle Shaft End Play Missing Gear Teeth Wrong Axle Backlash Misaligned Driveline Clinking During Engagement Side Gear Clearance Ring and Pinion Backlash Worn/Loose Pinion Shaft Bad "U" Joint

CORRECTION Check Clearance Replace Pinion Shaft Check End Play Check Differential/Replace Gear Check Backlash Realign Driveline Check Clearance Check Backlash Replace Shaft/Bearing Replace "U" Joint

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Sticking Slip Yoke Broken Rear Axle Mount Loose Drive Shaft Flange Click/Chatter On Turns Differential Side Gear Clearance Wrong Turn On Plates

Lube Slip Yoke Replace Mount Check Flange Check Clearance Replace Clutch Plates

(1)

Wrong Differential Lubricant (1) Knock Or Click Flat Spot on Rear Wheel Bearing Low Vibration At All Speeds Faulty Wheel Bearing Faulty "U" Joint Faulty Drive Shaft Faulty Companion Flange Faulty Slip Yoke Flange (1)

Change Lubricant Replace Wheel Bearing Replace Wheel Bearing Replace "U" Joint Balance Drive Shaft Replace Flange Replace Flange

Limited slip differential only.

FWD AXLE SHAFTS & CV JOINTS TROUBLE SHOOTING NOTE:

BASIC FWD AXLE SHAFTS & CV JOINTS TROUBLE SHOOTING CHART CONDITION POSSIBLE CAUSE 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 Sticking, damaged or worn CV Misalignment or Acceleration spring height

STEERING & SUSPENSION MANUAL STEERING GEAR TROUBLE SHOOTING NOTE:

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

symptoms. For model-specific Trouble Shooting, refer to SUBJECT, DIAGNOSTIC, or TESTING articles available in the section(s) you are accessing. BASIC MANUAL STEERING GEAR TROUBLE SHOOTING CHART CONDITION & POSSIBLE CAUSE CORRECTION Rattle or Chucking Noise in Rack and Pinion Rack and pinion mounting bracket Tighten all mounting bolts loose Lack of/or incorrect lubricant Correct as necessary Steering gear mounting bolts loose Tighten all mounting bolts Excessive Play Front wheel bearing improperly See FRONT SUSPENSION article adjusted 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 Repair as necessary lash Poor Returnability Lack of lubricant in ball joint or Lubricate and service systems linkage 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 Improper tire pressure Inflate to proper pressure Tires, wheels or rotors out of Balance tires then check wheels and rotors balance Worn or faulty shock absorbers Check and replace if necessary Loose tie rod ends or steering Tighten or replace if necessary Home Tuesday, November 08, 2005 2:20:30 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Loose or worn wheel bearings Steering Pulls to One Side Improper tire pressure Front tires are different sizes Wheel bearings not adjusted properly Bent or broken suspension components Improper wheel alignment Brakes dragging Instability Low or uneven tire pressure Loose or worn wheel bearings Loose or worn idler arm bushing Loose or worn strut bushings Incorrect front wheel alignment Steering gear not centered Springs or shock Improper cross shaft

See SUSPENSION article Inflate to proper pressure Rotate or replace if necessary See FRONT SUSPENSION article See FRONT SUSPENSION article See WHEEL ALIGNMENT article See BRAKES article Inflate to proper pressure See FRONT SUSPENSION article See FRONT SUSPENSION article See FRONT SUSPENSION article See WHEEL ALIGNMENT article See MANUAL STEERING GEARS article Check and replace if necessary See MANUAL STEERING GEARS article

POWER STEERING TROUBLE SHOOTING NOTE:

BASIC POWER STEERING TROUBLE SHOOTING CHART CONDITION & POSSIBLE CAUSE CORRECTION 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 See POWER STEERING GEAR adjustment Free play in pot coupling See STEERING COLUMN article Worn shaft serrations See STEERING COLUMN article Growl in Steering Pump Home Tuesday, November 08, 2005 2:20:30 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Excessive pressure in hoses Scored pressure plates Scored thrust plates or rotor Extreme wear of cam ring Rattle in Steering Pump Vanes not installed Vanes sticking in rotor Swish noise in Pump Defective flow control valve Groan in Steering Pump Air in fluid Poor pressure hose connection Squawk When Turning Damper "O" ring on valve spool cut Moan or Whine in Pump Pump shaft bearing scored Air in fluid or fluid level low Hose or column grounded Cover "O" ring missing or damaged Valve cover baffle missing or damaged Interference of components in pump Loose or poor bracket alignment Hissing When Parking Internal leakage in steering gear Chirp in Steering Pump Loose or worn power steering belt Buzzing When Not Steering Noisy pump Free play in steering shaft bearing Bearing loose on shaft serrations Clicking Noise in Pump Pump slippers too long Broken slipper springs Excessive wear or nicked rotors Damaged cam contour Poor Return of Wheel Wheel rubbing against turn signal

Restricted hoses, see POWER STEERING GEAR article See POWER STEERING GEAR article See POWER STEERING GEAR article See POWER STEERING GEAR article See POWER STEERING PUMP article See POWER STEERING PUMP article See POWER STEERING PUMP article See POWER STEERING PUMP article Tighten and check, replace if necessary See POWER STEERING PUMP article Replace bearing and fluid See POWER STEERING PUMP article Check and replace if necessary See POWER STEERING PUMP article See POWER STEERING PUMP article See POWER STEERING PUMP article Correct or replace if necessary Check valved assembly first Adjust or replace if necessary See POWER STEERING PUMP article See STEERING COLUMN article See STEERING COLUMN article See POWER STEERING PUMP article See POWER STEERING PUMP article See POWER STEERING PUMP article See POWER STEERING PUMP article See STEERING COLUMN SWITCHES article

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Flange rubbing steering gear adjuster Tight or frozen steering shaft bearing Steering gear out of adjustment Sticking or plugged spool valve Improper front end alignment Wheel bearings worn or loose Ties rods or ball joints binding Intermediate shaft joints binding Kinked pressure hoses Loose housing head spanner nut Damaged valve lever Sector shaft adjusted too tight

See STEERING COLUMN article See STEERING COLUMN article See POWER STEERING GEAR article See POWER STEERING PUMP article See WHEEL ALIGNMENT article See FRONT SUSPENSION article Check and replace if necessary See STEERING COLUMN article Correct or replace if necessary See POWER STEERING GEAR article See POWER STEERING GEAR article 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 Home Tuesday, November 08, 2005 2:20:30 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Excessive over center lash Thrust bearing out of adjustment Free play in pot coupling Steering gear coupling loose on shaft Steering disc mounting bolts loose Coupling loose on worm shaft Improper sector shaft adjustment Excessive worm piston side play Damaged valve lever Universal joint loose Defective rotary valve No Power When Parking Sticking flow control valve Insufficient pump pressure output Excessive internal pump leakage Excessive internal gear leakage Flange rubs against gear adjust plug Loose pump belt Low fluid level Engine idle too low Steering gear-to-column misaligned No Power, Left Turn Left turn reaction seal "O" ring worn Left turn reaction seal damaged/missing Cylinder head "O" ring damaged No Power, Right Turns Column pot coupling bottomed Right turn reaction seal "O" ring worn Right turn reaction seal damaged Internal leakage through piston end plug Internal leakage through side plugs Lack of Effort in Turning Left and/or right reaction seal sticking in cylinder head Wanders to One Side Front end alignment incorrect Unbalanced steering gear valve Low Pressure Due to Steering Pump

See POWER STEERING GEAR article See POWER STEERING GEAR article See POWER STEERING PUMP article See POWER STEERING PUMP article Tighten or replace if necessary Tighten or replace if necessary See POWER STEERING GEAR article See POWER STEERING GEAR article See POWER STEERING GEAR article Tighten or replace if necessary See POWER STEERING GEAR article See POWER STEERING PUMP article See POWER STEERING PUMP article See POWER STEERING PUMP article See POWER STEERING PUMP article See STEERING COLUMN article Adjust or replace if necessary Check and add proper amount of fluid Adjust to correct setting See STEERING COLUMN article See POWER STEERING GEAR article See POWER STEERING GEAR article See POWER STEERING PUMP article See STEERING COLUMN article See POWER STEERING GEAR article See POWER STEERING GEAR article See POWER STEERING GEAR article See POWER STEERING GEAR article Replace, see POWER STEERING GEAR article See WHEEL ALIGNMENT article See POWER STEERING GEAR article

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Flow control valve stuck or inoperative Pressure plate not flat against cam ring Extreme wear of cam ring Scored plate, thrust plate or rotor Vanes not installed properly Vanes sticking in rotor slots Cracked/broken thrust or pressure plate

See POWER STEERING PUMP article See POWER STEERING PUMP article Replace and check adjustments See POWER STEERING PUMP article See POWER STEERING PUMP article See POWER STEERING PUMP article See POWER STEERING PUMP article

STEERING COLUMN TROUBLE SHOOTING NOTE:

BASIC STEERING COLUMN TROUBLE SHOOTING CHART CONDITION & POSSIBLE CAUSE CORRECTION 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 Home Tuesday, November 08, 2005 2:20:30 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Shift tube bent or broken Improper adjustment of shift levers Improper Trans. Shifting Sheared shift tube joint Sheared lower shaft lever Improper shift lever adjustment Improper gate plate adjustment Excess Play in Column Instrument panel bracket bolts loose Broken weld nut on jacket Instrument bracket capsule sheared Column bracket/jacket bolts loose Steering Locks in Gear Release lever mechanism

Replace as necessary See STEERING COLUMN article Replace as necessary Replace as necessary See STEERING COLUMN article See STEERING COLUMN article Tighten bolts and check bracket See STEERING COLUMN article See STEERING COLUMN article Tighten bolts and check bracket See STEERING COLUMN article

SUSPENSION TROUBLE SHOOTING NOTE:

BASIC SUSPENSION TROUBLE SHOOTING CHART CONDITION & POSSIBLE CORRECTION CAUSE Front End Noise Loose or worn wheel See Wheel Bearing Adjustment in SUSPENSION Worn shocks or shock Replace struts or strut mountings mountings Worn struts or strut mountings Replace struts or strut mountings Loose or worn lower control See SUSPENSION arm Loose steering gear-to-frame See STEERING bolts 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 Home Tuesday, November 08, 2005 2:20:30 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Drive shaft unbalanced Loose or worn wheel bearings Loose or worn tie rod ends Worn upper ball joints Worn shock absorbers Worn strut bushings Car Pulls to One Side Mismatched or uneven tires Broken or sagging springs Loose or worn strut bushings Improper wheel alignment Improper rear axle alignment Power steering gear unbalanced Front brakes dragging Abnormal Tire Wear Unbalanced tires Sagging or broken springs Incorrect front end alignment Faulty shock absorbers Scuffed Tires Toe-In incorrect Suspension arm bent or twisted Springs Bottom or Sag Bent or broken springs Leaking or worn shock absorbers Frame misalignment Spring Noises Loose "U" Bolts Loose or worn bushings Worn or missing interliners Shock Absorber Noise Loose shock mountings Worn bushings Air in system Undercoating on shocks Car Leans or Sways on Corners Loose stabilizer bar

Check drive shaft balance See WHEEL ALIGNMENT See SUSPENSION See Ball Joint Checking in SUSPENSION Replace shock absorbers Replace strut bushings Check tire condition See SUSPENSION See SUSPENSION See WHEEL ALIGNMENT Check rear axle alignment See STEERING See BRAKES Check tire balance & rotation See SUSPENSION See WHEEL ALIGNMENT Replace chock absorbers See WHEEL ALIGNMENT See appropriate SUSPENSION article See SUSPENSION Replace shock absorbers Check frame for damage See SUSPENSION See SUSPENSION See SUSPENSION Check & tighten mountings Replace bushings Bleed air from system Remove undercoating See SUSPENSION

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Faulty shocks or mountings Broken or sagging springs Shock Absorbers Leaking Worn seals or reservoir tube crimped Broken Springs Loose "U" bolts Inoperative shock absorbers

Replace shocks or mountings See SUSPENSION See SUSPENSION

See SUSPENSION Replace shock absorbers

WHEEL ALIGNMENT TROUBLE SHOOTING NOTE:

BASIC WHEEL ALIGNMENT TROUBLE SHOOTING CHART CONDITION & POSSIBLE CAUSE CORRECTION 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 Improper tire inflation Check tire pressure 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 Home Tuesday, November 08, 2005 2:20:30 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

Front alignment out of tolerance Defective wheel bearing

See WHEEL ALIGNMENT section See WHEEL BEARINGS in SUSPENSION section See SUSPENSION section Check for frame damage See STEERING section

Uneven sway bar links Frame bent Steering system bushing worn 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 See SUSPENSION section worn Loose or worn wheel bearings See WHEEL BEARINGS in SUSPENSION section Improper tire inflation Check tire pressure 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 See SUSPENSION section components 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 See SUSPENSION section components Defective shock absorbers Replace shock absorber Wheel bearings worn or loose See WHEEL BEARING ADJ. in SUSPENSION section Power steering reaction Bracket See STEERING section Home Tuesday, November 08, 2005 2:20:30 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Trouble Shooting - Basic Procedures

loose Steering gear box (rack) mounting loose Steering gear adjustment loose Worn spherical joints Toe-In Not Adjustable Lower control arm bent Frame bent Camber Not Adjustable Control arm bent Frame bent Hub & bearing not seated properly

See STEERING section See STEERING section See SUSPENSION section See SUSPENSION section Check frame for damage See SUSPENSION section Check frame for damage See SUSPENSION section

Home Tuesday, November 08, 2005 2:20:30 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards BRAKE SYSTEMS

Uniform Inspection and Communication Standards BRAKE SYSTEMS

OVERVIEW The Motorist Assurance Program is the consumer outreach effort of the Automotive Maintenance and Repair Association, Inc. (AMRA). Participation in the Motorist Assurance Program is drawn from retailers, suppliers, independent repair facilities, vehicle manufacturers and industry associations. Our organization's mission is to strengthen the relationship between the consumer and the auto repair industry. We produce materials that give motorists the information and encouragement to take greater responsibility for their vehicles through proper, manufacturer-recommended, maintenance. We encourage participating service and repair shops (including franchisees and dealers) to adopt (1) a Pledge of Assurance to their Customers and (2) the Motorist Assurance Program Standards of Service. All participating service providers have agreed to subscribe to this Pledge and to adhere to the promulgated Standards of Service demonstrating to their customers that they are serious about customer satisfaction. These Standards of Service require that an inspection of the vehicle's (problem) system be made and the results communicated to the customer according to industry standards. Given that the industry did not have such standards, the Motorist Assurance Program successfully promulgated industry inspection communication standards in 1994-95 for the following systems: Exhaust, Brakes, ABS, Steering and Suspension, Engine Maintenance and Performance, HVAC, Electrical Systems, and Drive Train and Transmissions. Further, revisions to all of these inspection communication standards are continually re-published. Participating shops utilize these Uniform Inspection & Communication Standards as part of the inspection process and for communicating their findings to their customers. The Motorist Assurance Program continues to work cooperatively and proactively with government agencies and consumer groups toward solutions that both benefit the customer and are mutually acceptable to both regulators and industry. We maintain the belief that industry must retain control over how we conduct our business, and we must be viewed as part of the solution and not part of the problem. Meetings with state and other government officials (and their representatives), concerned with auto repair and/or consumer protection, are conducted. Feedback from these sessions is brought back to the association, and the program adjusted as needed. To assure auto repair customers recourse if they were not satisfied with a repair transaction, the Motorist Assurance Program offers mediation and arbitration through the Better Business Bureau and other non-profit organizations. MAP conducted pilot programs in twelve states before announcing the program nationally in October 1998. During the pilots, participating repair shops demonstrated their adherence to the Pledge and Standards and agreed to follow the UICS in communicating the results of their inspection to their customers. To put some "teeth" in the program, an accreditation requirement for shops was initiated. The requirements are stringent, and a self-policing method has been incorporated which includes the "mystery shopping" of outlets. We welcome you to join us as we continue our outreach with your support, both the automotive repair industry and your customers will reap the benefits. Please visit MAP at our Internet site www.motorist.org or contact us at: Home Tuesday, November 08, 2005 3:10:32 3:10:28 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards BRAKE SYSTEMS

7101 Wisconsin Avenue Bethesda, MD 20814 Phone (301) 634-4955 - Fax (202) 318-0378 January 2002 Map@motorist.org

OVERVIEW OF SERVICE REQUIREMENTS AND SUGGESTIONS It is MAP policy that all exhaust, brake, steering, suspension, wheel alignment, drive-line, engine performance and maintenance, and heating, ventilation and air conditioning, and electrical services be offered and performed under the standards and procedures specified in these sections. Before any service is performed on a vehicle, an inspection of the appropriate system must be performed. The results of this inspection must be explained to the customer and documented on an inspection form. The condition of the vehicle and its components will indicate what services/part replacements may be "Required" or "Suggested". In addition, suggestions may be made to satisfy the requests expressed by the customer. When a component is suggested or required to be repaired or replaced, the decision to repair or replace must be made in the customer's best interest, and at his or her choice given the options available. This section lists the various parts and conditions that indicate a required or suggested service or part replacement. Although this list is extensive, it is not fully inclusive. In addition to this list, a technician may make a suggestion. However, any suggestions must be based on substantial and informed experience, or the vehicle manufacturer's recommended service interval and must be documented. Some conditions indicate that service or part replacement is required because the part in question is no longer providing the function for which it is intended, does not meet a vehicle manufacturer's design specification or is missing. Example: An exhaust pipe has corroded severely and has a hole in it through which exhaust gases are leaking. Replacement of the exhaust pipe in this case is required due to functional failure. Example: A brake rotor has been worn to the point where it measures less than the vehicle manufacturer's discard specifications. Replacement of the rotor is required because it does not meet design specifications. Some conditions indicate that a service or part replacement is suggested because the part is close to the end of its useful life or addresses a customer's need, convenience or request. If a customer's vehicle has one of these conditions, the procedure may be only to suggest service. Example: An exhaust pipe is rusted, corroded or weak, but no leaks are present. In this case, the exhaust pipe has not failed. However, there is evidence that the pipe may need replacement in the near future. Replacement of the pipe may be suggested for the customer's convenience in avoiding a future problem. Home Tuesday, November 08, 2005 3:10:28 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards BRAKE SYSTEMS

Example: The customer desires improved ride and/or handling, but the vehicle's shocks or struts have not failed. In this case, replacement may be suggested to satisfy the customer's wishes. In this case, replacement of the shocks or struts may not be sold as a requirement. A customer, of course, has the choice of whether or not a shop will service his or her vehicle. He or she may decide not to follow some of your suggestions. When a repair is required , a MAP shop must refuse partial service on that system if, in the judgment of the service provider, proceeding with the work could create or continue an unsafe condition. When a procedure states that required or suggested repair or replacement is recommended, the customer must be informed of the generally acceptable repair/replacement options whether or not performed by the shop. When presenting suggested repairs to the customer, you must present the facts, allowing the customer to draw their own conclusions and make an informed decision about how to proceed. The following reasons may be used for required and suggested services. These codes are shown in the "Code" column of the MAP Uniform Inspection & Communications Standards that follow: Reasons to Require Repair or Replacement A - Part no longer performs intended purpose B - Part does not meet a design specification (regardless of performance) C - Part is missing NOTE:

When a repair is required , the shop must refuse partial service to the system in question, if the repair creates or continues an unsafe condition.

Reasons to Suggest Repair or Replacement 1 - Part is close to the end of its useful life (just above discard specifications, or weak; failure likely to occur soon, etc.) 2 - To address a customer need, convenience, or request (to stiffen ride, enhance performance, eliminate noise, etc.) 3 - To comply with maintenance recommended by the vehicle's Original Equipment Manufacturer (OEM) 4 - Technician's recommendation based on substantial and informed experience NOTE:

Suggested services are always optional. When presenting suggested repairs to the customer, you must present the facts, allowing the customer to draw their own conclusions and make an informed decision about how to proceed.

SERVICE PROCEDURES REQUIRED AND SUGGESTED FOR PROPER VEHICLE OPERATION Some states may have specifications that differ from OEM. Check your local/state regulations. Where state or local laws are stricter, they take precedence over these guidelines. Home Tuesday, November 08, 2005 3:10:28 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards BRAKE SYSTEMS

ACCELEROMETERS (G SENSOR OR LATERAL) Accelerometers (G Sensor or Lateral) Condition Code Procedure Broken A Require replacement. Connector loose A Require repair or replacement. Loose B Require repair or replacement. Missing C Require replacement. Out of position B Require re-positioning to vehicle manufacturer's specifications. Output signal B Require replacement. incorrect

ACCUMULATORS Accumulators Condition Leaking Missing Pre-charge incorrect

Code B C B

Procedure Require replacement. Require replacement. Require replacement.

ANCHOR PINS See Backing Plates.

ANTI-LOCK BRAKE SYSTEMS NOTE:

Anti-lock brakes are an integral part of the brake system. It is essential that the anti-lock brakes function properly when brake service is performed.

Anti-lock brake systems are commonly referred to as "ABS" and will be referred to as "ABS" throughout these guidelines. Some ABS components also function as part of a traction control system (TCS).WARNING: When diagnosing and servicing high pressure components, observe safety procedures and equipment requirements established by the vehicle manufacturer to reduce the possibility of serious personal injury. NOTE:

Intermittent electrical conditions are often caused by a loss of ground, poor connection, or water intrusion into the wiring harness.

Electro-magnetic interference (EMI) may be caused by incorrect installation of accessories or components. EMI can result in improper system operation.

BACKING PLATES Home Tuesday, November 08, 2005 3:10:28 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards BRAKE SYSTEMS

Backing Plates Condition Anchor pin bent Anchor pin broken Anchor pin worn, affecting structural integrity Backing plate bent Backing plate broken Backing plate cracked Corroded, affecting structural integrity Loose Missing Shoe lands worn

Code B A B B A B A B C A

Procedure Require repair or replacement. Require replacement. Require replacement. Require repair or replacement. Require replacement. Require repair or replacement. Require replacement. Require repair or replacement. Require replacement. Require repair or replacement.

BRAKE FLUID CAUTION: Most manufacturers prohibit the use of DOT 5 brake fluid in a system equipped with ABS. DOT 3, DOT 4, and DOT 5.1 brake fluids are clear or light amber in color. DOT 5 brake fluid is violet in color. Correct fluid required for the brake system is stamped on the master cylinder cover. Brake Fluid Condition Beyond service interval

Code 3

Procedure Suggest flushing and refilling with correct fluid. Brake fluid type incorrect B Require flushing and refilling with correct fluid. See note below. NOTE: For example, DOT fluid lower than specified for the vehicle or silicone brake fluid (DOT 5 or 5.1) in an ABS system. Contaminated, for example, fluid other A or B Require service. See note below. than brake fluid present NOTE: If a fluid other than brake fluid is present in the brake system which DOES affect the rubber parts, the required service is to: 1) remove all components having rubber parts from the system, 2) flush lines with denatured alcohol or brake cleaner, 3) repair or replace all components having rubber parts, and 4) flush and fill with correct brake fluid. (Code A) NOTE: If a fluid other than brake fluid is present in the brake system which DOES NOT affect the rubber parts, the required service is to flush and fill with the correct brake fluid. (Code B) Hydraulic component overhaul or 3 Suggest flushing and refilling with replacement correct fluid. Rubber master cylinder cover gasket A Require replacement of gasket. See Home Tuesday, November 08, 2005 3:10:28 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards BRAKE SYSTEMS

distorted and gummy NOTE: This condition may indicate contaminated brake fluid.

note below.

BRAKE FRICTION MATERIAL See Friction Material.

BRAKE PADS See Friction Material.

BRAKE PEDALS Brake Pedals Condition Bent, affecting performance Broken Pedal pad missing Pedal pad worn Pivot bushings worn, affecting performance

Code A A C 1 A

Procedure Require repair or replacement. Require repair or replacement. Require replacement of pedal pad. Suggest replacement. Require replacement of pivot bushings.

BRAKE SHOES See Fraction Material.

BRAKE SHOE HARDWARE See also Self-Adjusting Systems. Brake Shoe Hardware Condition Broken Distorted Missing Surfaces rust-pitted Worn, affecting performance

Code A A C 1 A

Procedure Require replacement. Require replacement. Require replacement. Suggest replacement. Require replacement.

BRAKE STOPLIGHT SWITCHES Brake Stoplight Switches Home Tuesday, November 08, 2005 3:10:28 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards BRAKE SYSTEMS

Condition Code Procedure Bent B Require replacement. Broken A Require replacement. Connector broken A Require repair or replacement. Connector (Weatherpack type) leaking A Require repair or replacement. Connector melted A Require replacement. See note below. NOTE: Determine cause and correct prior to replacement of part. Connector missing C Require replacement. Missing C Require replacement. Out of adjustment B Require adjustment or replacement. Output signal incorrect B Require replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting B Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement.

BULB SOCKETS Bulb Sockets Condition Attaching hardware broken

Code A

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards BRAKE SYSTEMS

Burned, not affecting performance

Suggest repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of socket. Connector broken A Require repair or replacement. Connector missing C Require replacement. Connector (Weatherpack type) leaking A Require repair or replacement. Connector melted A Suggest repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Corroded, affecting performance A Require repair or replacement. Corroded, not affecting performance 2 Suggest repair or replacement. Leaking A Require repair or replacement. Melted A Require replacement. See note below. NOTE: Determine cause and correct prior to replacement of part. Shorted A Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance

BULBS AND LEDS NOTE:

Does not include soldered-in components.

Bulbs and LEDs Condition Code Procedure Application incorrect B Require replacement. See note below. NOTE: Application incorrect includes wrong bulb coating or color. Base burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Base burned, not affecting performance 2 Suggest repair or replacement. See note Home Tuesday, November 08, 2005 3:10:28 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards BRAKE SYSTEMS

below. NOTE: Determine cause and correct prior to repair or replacement of part. Base corroded, affecting performance A Require repair or replacement. Base corroded, not affecting 2 Suggest repair or replacement. performance Base loose, affecting performance B Require repair or replacement. Base loose, not affecting performance 1 Suggest repair or replacement. Burned out A Require replacement. Intermittent A Require replacement. Missing C Require replacement. Seized in socket A Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance

CALIPER HARDWARE Caliper Hardware Condition Code Bent A Broken A Corroded, affecting performance A Dust boots on slider pin (bolt) C missing Dust boots on slider pin (bolt) A torn Missing C Shim bent A

Procedure Require repair or replacement. Require repair or replacement. Require repair or replacement. Require replacement of boots. Require replacement of boots.

Require replacement. Require removal or replacement. See note below. NOTE: Removal is acceptable if shim is not OE. Home Tuesday, November 08, 2005 3:10:28 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards BRAKE SYSTEMS

Shim (OE standard) missing C Require replacement. See note below. NOTE: Aftermarket shims may be suggested to reduce noise. Shim out of position B Require removal or replacement. See note below. NOTE: Removal is acceptable if shim is not OE. Shim worn A Require removal or replacement. See note below. NOTE: Removal is acceptable if shim is not OE. Slider pin (bolt) bent B Require replacement of slider pin or bolt and lubricants. Slider pin (bolt) rust-pitted A Require replacement of slider pin or bolt and lubricants. Slider pin (bolt) worn A Require replacement of slider pin or bolt and lubricants. Threads damaged A Require repair or replacement. Threads stripped (threads A Require replacement. missing) Worn, affecting performance A Require replacement.

CALIPERS You are not required to replace or rebuild calipers in axle sets. However, when replacing or rebuilding a caliper due to the conditions that follow, you may suggest servicing, rebuilding, or replacement of the other caliper (on the same axle) for improved performance and preventive maintenance (for example, the part is close to the end of its useful life, replacing the caliper may extend pad life, or contribute to more balanced braking). CAUTION: When installing loaded calipers, it is required that friction material be matched in axle sets for consistent braking characteristics. Calipers Condition Bleeder port damaged Bleeder screw broken off in caliper

Code Procedure A Require repair or replacement of caliper. A Require repair or replacement of caliper. See note below. NOTE: Only required if the hydraulic system must be opened. Bleeder screw plugged A Require repair or replacement of bleeder screw. See note below. NOTE: Only required if the hydraulic system must be opened. Bleeder screw seized A Require replacement of caliper. See note below. NOTE: Seized is defined as a bleeder screw that cannot be removed after a practical attempt at removing. Only required if the hydraulic system must be opened. Home Tuesday, November 08, 2005 3:10:28 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards BRAKE SYSTEMS

Casting corroded, affecting structural integrity Casting damaged, affecting structural integrity Dust boot around caliper torn Leaking Mounting pin threads damaged

Require replacement.

A A A

Mounting pin threads stripped in caliper bracket (threads missing) Mounting pin threads stripped in steering knuckle (threads missing) Mounting pin threads stripped (threads missing) Parking brake cable support, lever, or return spring bent Parking brake cable support, lever, or return spring broken Parking brake mechanism in caliper inoperative Piston corroded (pitted or peeling chrome plating) Piston damaged, affecting performance

Require replacement of dust boot. Require repair or replacement. Require repair or replacement of component with damaged threads. Require repair or replacement of caliper bracket. Require repair or replacement of steering knuckle. Require repair or replacement of component with stripped threads. Require replacement of parts.

Require replacement of parts.

Require repair or replacement.

Require replacement of piston and rebuilding or replacement of caliper. Require replacement of piston and rebuilding or replacement of caliper. No service suggested or required.

A A

Piston damaged, not affecting performance Piston finish worn off

Piston sticking

Slide mechanism sticking

Require replacement of piston and rebuilding or replacement of caliper. Require rebuilding or replacement of caliper. Require repair or replacement of slide mechanism.

CONTROLLERS See Electronic Controllers.

DIGITAL RATIO AXLE CONTROLLERS AND BUFFERS (DRAC AND DRAB) Digital Ratio Axle Controllers and Buffers (DRAC and DRAB) Condition Code Procedure Connector broken A Require repair or replacement. Home Tuesday, November 08, 2005 3:10:28 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards BRAKE SYSTEMS

Connector (Weatherpack type) leaking A Require repair or replacement. Connector melted A Require replacement. See note below. NOTE: Determine cause and correct prior to replacement of part. Connector missing C Require replacement. Missing C Require replacement. Output signal incorrect B Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance

DISABLE SWITCHES See Switches.

DRUMS Determine the need to recondition based upon individual drum conditions that follow. Friction material replacement does not require drum reconditioning unless other justifications exist. Do not recondition new drums unless they are being pressed or bolted onto an existing hub. It is not necessary to replace drums in axle sets. However, when replacing or reconditioning a drum due to the conditions that follow, you may suggest reconditioning of the other drum on the same axle to eliminate uneven braking behavior. Always wash drums after servicing or before installing. Drums Condition Balance weight missing

Code

Bell-mouthed, affecting performance

Cooling fin broken Cracked

Procedure No service suggested or required. Require reconditioning or replacement. No service suggested or required. Require replacement.

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards BRAKE SYSTEMS

Drum diameter is greater than OEM "machine to" 1 Suggest replacement. specifications but less than "discard at" specifications, and See note below. the drum does not require reconditioning NOTE: Only applies to vehicles for which OEM "machine to" specifications exist. If OEM does not supply "machine to" specifications, the drum may be worn to discard specifications. Drum diameter will exceed OEM "machine to" B Require replacement. specifications after required reconditioning See note below. NOTE: If OEM does not supply "machine to" specifications, you may machine to discard specifications. Hard-spotted 2 Suggest reconditioning or replacement. Measured diameter is greater than OEM discard B Require replacement. specifications Out-of-round (runout), affecting performance A Require reconditioning or replacement. Out-of-round (runout), exceeding manufacturer's B Require specifications reconditioning or replacement. Scored B Require reconditioning or replacement. Surface threaded due to improper machining B Require reconditioning or replacement. Tapered, affecting performance A Require reconditioning or replacement.

ELECTRICAL PUMPS AND MOTORS Copied fuel pump conditions from engine UIGs & deleted pulsator from leaking conditions. Electrical Pumps and Motors Condition Attaching hardware broken

Code A

Attaching hardware missing Attaching hardware not functioning

C A

Connector broken

Procedure Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Require repair or replacement.

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards BRAKE SYSTEMS

Connector (Weatherpack type) leaking Connector melted

A A

Require repair or replacement. Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Contaminated A Require replacement. NOTE: Determine source of contamination. Require repair or replacement. Inoperative A Require repair or replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specifications. Leaking externally A Require repair or replacement. Leaking internally A Require repair or replacement. Noisy 2 Suggest repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement. Wire lead conductors exposed B Require repair or replacement. Wire lead corroded A Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement.

ELECTRONIC CONTROLLERS Electronic Controllers Condition Application incorrect Attaching hardware missing Attaching hardware threads

Code B C A

Procedure Require replacement. Require replacement of hardware. Require repair or replacement of hardware.

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards BRAKE SYSTEMS

damaged Attaching hardware threads A Require repair or replacement of hardware. stripped (threads missing) Code set (if applicable) A Further inspection required. See note below. NOTE: Refer to manufacturer's diagnostic trouble code procedure and require repair or replacement of affected component(s). Connector broken A Require repair or replacement. Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing A Require repair. Contaminated A Require repair or replacement. Inoperative B Require repair or replacement. Further inspection required. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Some components may be serviceable; check for accepted cleaning procedure. Leaking A Require repair or replacement. Missing C Require replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting A Require repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting B Require repair or replacement. performance Terminal loose, not affecting 1 Suggest repair or replacement. performance Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement. Wire lead conductors exposed B Require repair or replacement. Wire lead corroded A Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement.

FLUID Home Tuesday, November 08, 2005 3:10:29 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards BRAKE SYSTEMS

See Brake Fluid.

FLUID LEVEL SENSOR SWITCHES See Switches.

FOUR WHEEL DRIVE SWITCHES See Switches.

FRICTION MATERIAL NOTE:

Original Equipment Manufacturer (OEM) specifications designate replacement at different thicknesses. CAUTION: It is required that friction material be matched in axle sets for consistent braking characteristics.

Friction Material Condition Code Procedure Contaminated, for example, fluid A Require replacement. See note below that leaked from caliper, wheel cylinder, or axle seal NOTE: Identify and repair cause of contamination prior to replacing friction material. Cracked through B Require replacement. Flaking or chunking B Require replacement. Glazed (shiny) No service suggested or required. Grooves or ridges No service suggested or required. See note below. NOTE: When reconditioning or replacing drums or rotors, replacement of friction material may be suggested depending on the severity of the grooves or ridges. Permanently attached hardware A Require replacement. bent Permanently attached hardware A Require replacement. broken Permanently attached hardware A Require replacement. loose Permanently attached hardware C Require replacement. missing Permanently attached hardware A Require repair or replacement. seized Rivets loose B Require replacement. Home Tuesday, November 08, 2005 3:10:29 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards BRAKE SYSTEMS

Separating from backing Shoe table or web bent Shoe table or web cracked Shoe table or web worn, affecting performance Surface cracking

B B A A

Require replacement. Require replacement. Require replacement. Require replacement.

No service suggested or required. Further inspection may be necessary to determine cause. Tapered wear B Suggest replacement See note below. NOTE: Some vehicles use pads that are tapered by design. Refer to specific vehicle application. If not normal, require replacement of pads and correction of cause. Thickness of one pad is greater Replacement of friction material not suggested than opposite pad in the same or required. Further inspection required. See caliper (uneven wear) Calipers and Caliper Hardware. See note below. NOTE: Uneven pad thickness is normal on some vehicles. Refer to specific vehicle applications. Wear indicator device (electronic) B Require replacement of appropriate parts. See contacts rotor caution below. CAUTION: The pad wear indicator light may come on due to other electrical problems. Wear indicator device Further inspection required. See note below. (mechanical) bent NOTE: Explain to the customer that the purpose of the wear indicator is to alert him or her to check for friction wear. Wear indicators may be bent or broken. Therefore, the friction material must be measured. The need for friction material replacement is determined based upon the conditions stated in this section. Periodic inspection is suggested. Wear indicator device Further inspection required. See note below. (mechanical) broken NOTE: Explain to the customer that the purpose of the wear indicator is to alert him or her to check for friction wear. Wear indicators may be bent or broken. Therefore, the friction material must be measured. The need for friction material replacement is determined based upon the conditions stated in this section. Periodic inspection is suggested. Wear indicator device Further inspection required. See note below. (mechanical) contacts rotor NOTE: Explain to the customer that the purpose of the wear indicator is to alert him or her to check for friction wear. Wear indicators may be bent or broken. Therefore, the friction material must be measured. The need for friction material replacement is determined based upon the conditions stated in this section. Periodic inspection is suggested. Worn close to minimum 1 Suggest replacement. See note below. specifications Home Tuesday, November 08, 2005 3:10:29 PM

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NOTE: When the part appears to be close to the end of its useful life, replacement may be suggested. Worn to, or below minimum B Require replacement. specifications

G SENSORS See Accelerometers.

HOSES Hoses Condition Attaching hardware broken

Code A

Attaching hardware missing

Attaching hardware not functioning

Blistered Fitting threads damaged Fitting threads stripped (threads missing) Incorrectly secured Inner fabric (webbing) cut Leaking Missing Outer covering is cracked to the extent that inner fabric of hose is visible Restricted Routed incorrectly

B A A B B A C B

Procedure Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Require replacement. Require repair or replacement. Require replacement. Require repair. Require replacement. Require replacement. Require replacement. Require replacement.

A B

Require replacement. Require repair.

HYDRAULIC MODULATORS NOTE:

Many modulators can only be replaced as complete assemblies. Whenever possible, replace the failed component part. If replacement of the failed part is not possible, then replace the modulator assembly.

Hydraulic Modulators Condition Attaching hardware broken

Code A

Procedure Require repair or replacement of hardware.

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards BRAKE SYSTEMS

Attaching hardware missing Attaching hardware not functioning

C A

Require replacement of hardware. Require repair or replacement of hardware. Connector broken A Require repair or replacement. Connector (Weatherpack type) leaking A Require repair or replacement. Connector melted A Require replacement. See note below. NOTE: Determine cause and correct prior to replacement of part. Connector missing C Require replacement. Disabled A Require repair or replacement. Electrical failure A Require repair or replacement. External leak A Require repair or replacement. Housing cracked B Require repair or replacement. Inoperative A Require repair or replacement. NOTE: Inoperative includes intermittent operation or out of OEM specification. Internal leak A Require repair or replacement. Missing C Require replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement. Valve stuck A Require repair or replacement. Wire lead burned A Require repair or replacement. Wire lead conductors exposed B Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement.

HYDRO-BOOSTERS Hydro-boosters and hydro-electric boosters combined. Hydro-Boosters Home Tuesday, November 08, 2005 3:10:29 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards BRAKE SYSTEMS

Condition Attaching hardware broken

Code A

Procedure Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Connector broken A Require repair or replacement. Connector (Weatherpack type) leaking A Require repair or replacement. Connector melted A Require replacement. See note below. NOTE: Determine cause and correct prior to replacement of part. Connector missing C Require replacement. Does not apply assist, or inadequate A Require repair or replacement. assist Leaking B Require repair or replacement. Leaks fluid at fitting B Require tightening or replacement. Leaks fluid at unit B Require repair or replacement. Leaks fluid from pressure hose(s) B Require replacement of hose(s). Leaks fluid into passenger compartment B Require repair or replacement. Threads damaged A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance Threads stripped (threads missing) A Require replacement.

HYDRO-ELECTRIC BOOSTERS (POWERMASTER) See Hydro-Boosters.

IGNITION DISABLE SWITCHES See Switches. Home Tuesday, November 08, 2005 3:10:29 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards BRAKE SYSTEMS

LATERAL ACCELERATION SWITCHES See Accelerometers.

LEDS See Bulbs and LEDs.

LENSES Lenses Condition Code Application incorrect A Attaching hardware broken A Attaching hardware missing C Attaching hardware not functioning A Broken, affecting performance A Broke n, not affecting performance Cracked A Discolored A Leaking A Melted, affecting performance A Melted, not affecting performance 2 Missing C

Procedure Require replacement. Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Require replacement. No service suggested or required. Require replacement. Require replacement. Require repair or replacement. Require replacement. Suggest replacement. Require replacement.

MASTER CYLINDERS Master Cylinders Condition Brake fluid leaking from rear of master cylinder bore Brake pedal drops intermittently

Code B

Procedure Require repair or replacement..

Require repair or replacement. See note below. NOTE: This condition may be normal on some vehicles equipped with anti-lock brakes. Fluid level low Further inspection required. See note below. NOTE: Refer to OEM procedures for adjusting low fluid level. Inspect for brake hydraulic system leaks and friction material wear. Internal valve failure A Require repair or replacement. Master cylinder leaking brake fluid A Require repair or replacement. internally Home Tuesday, November 08, 2005 3:10:29 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards BRAKE SYSTEMS

Piston does not return A Require repair or replacement. Ports plugged A Require repair or replacement. Rubber master cylinder cover gasket A Require replacement of the gasket. distorted and gummy See note below. NOTE: This condition may indicate contaminated brake fluid. See Brake Fluid.

MODULATORS See Hydraulic Modulators.

MOTORS See Electrical Pumps and Motors.

PARKING BRAKE SWITCHES See Switches.

PARKING BRAKE SYSTEMS NOTE:

The parking brake is an integral part of the brake system. It is important that the parking brake function properly when brake service is performed.

Parking Brake Systems Condition Attaching hardware broken

Code Procedure A Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Cable improperly adjusted B Require cable adjustment. Cable or individual wires in the cable are broken A Require replacement of cable assembly. Cable sticking A Require cable lubrication. Cable stuck inside conduit and cannot be A Require replacement of cable lubricated so that parking brake functions assembly. properly Inoperative A Require replacement of inoperative parts. See note below. NOTE: Inoperative includes intermittent operation. Home Tuesday, November 08, 2005 3:10:29 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards BRAKE SYSTEMS

Parking brake parts bent

Parking brake parts broken

Parking brake parts missing

Threads damaged Threads stripped (threads missing)

A A

Require repair or replacement of bent parts. Require replacement of broken parts. Require replacement of missing parts. Require repair or replacement. Require replacement.

PADS See Friction Material.

PEDAL TRAVEL SWITCHES See Switches.

PEDALS See Brake Pedals.

POWERMASTER See Hydro-Boosters.

PUMPS See Electrical Pumps and Motors.

PRESSURE DIFFERENTIAL SWITCHES See Switches.

PRESSURE SWITCHES See Switches.

RELAYS Relays Condition Attaching hardware broken

Code A

Procedure Require repair or replacement of hardware.

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards BRAKE SYSTEMS

Attaching hardware missing Attaching hardware not functioning

C A

Require replacement of hardware. Require repair or replacement of hardware. Housing broken A Require replacement. Housing cracked 2 Suggest replacement. Inoperative A Require replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Missing C Require replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance

ROTORS Determine the need to recondition based upon individual rotor conditions that follow. Friction material replacement does not require rotor reconditioning unless other justifications exist. Do not recondition new rotors unless they are being pressed or bolted onto an existing hub. It is not necessary to replace rotors in axle sets. However, when replacing or reconditioning a rotor due to the conditions that follow, you may suggest reconditioning of the other rotor on the same axle to eliminate uneven braking behavior. Determine the need to replace based upon the individual rotor conditions that follow. Reconditioning is defined as machining and block sanding, or block sanding only. Block sanding is defined as using 120-150 grit sandpaper with moderate to heavy force for 60 seconds per side. Always wash rotors after servicing or before installing. Rotors Condition Corrosion affecting structural integrity

Code A

Procedure Require replacement. See note below. NOTE: Examples of severe corrosion are: composite plate separated from friction surfaces and cooling fins cracked or missing. Cracked B Require replacement. Home Tuesday, November 08, 2005 3:10:29 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards BRAKE SYSTEMS

Hard spots

Lateral runout (wobble) exceeds OEM specifications

Suggest reconditioning or replacement of rotor according to OEM specifications. Require re-indexing, reconditioning, or replacement according to specifications. Require replacement.

Measured thickness is less than OEM discard B specifications Rotor thickness is less than OEM "machine to" 1 Suggest replacement. See note below. specifications but thicker than "discard at" specifications, and the rotor does not require reconditioning NOTE: Only applies to vehicles for which OEM "machine to" specifications exist. If OEM does not supply "machine to" specifications, the rotor may be worn to discard specifications. Rotor thickness will be less than OEM B Require replacement. See note "machine to" specifications after required below. reconditioning NOTE: If OEM does not supply "machine to" specifications, you may machine to discard specifications. Surface is rust-pitted B Require reconditioning or replacement of rotor according to OEM specifications. Surface is scored B Require reconditioning or replacement of rotor according to OEM specifications. See note below. NOTE: Scoring is defined as grooves or ridges in the friction contact surface. Some vehicle manufacturers require machining when scoring exceeds their allowable specifications. Thickness variation (parallelism) exceeds B Require reconditioning or OEM specifications replacement of rotor according to OEM specifications.

SELF-ADJUSTING SYSTEMS Self-Adjusting Systems Condition Bent Broken Inoperative

Code Procedure A Require repair or replacement of bent part. A Require repair or replacement of broken part. A Require repair or replacement of inoperative parts. See note below. NOTE: Inoperative includes intermittent operation. Home Tuesday, November 08, 2005 3:10:29 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards BRAKE SYSTEMS

Missing Star wheel does not turn freely

C A

Require replacement of missing part. Require repair or replacement.

SHOE HARDWARE See Brake Shoe Hardware.

SHOES See Friction Material.

SOCKETS See Bulb Sockets.

SPEED SENSORS (ELECTRONIC WHEEL AND VEHICLE) Speed Sensors (Electronic Wheel and Vehicle) Condition Code Procedure Air gap incorrect B Require adjustment or replacement. See note below. NOTE: If a sensor is not adjustable, further inspection is required to identify and correct cause. Attaching hardware missing C Require replacement of hardware. Attaching hardware threads A Require repair or replacement of hardware. damaged Attaching hardware threads A Require repair or replacement of hardware. stripped (threads missing) Connector broken A Require repair or replacement. Connector (Weatherpack type) A Require repair or replacement. leaking Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Contaminated A Require repair or replacement. See note below. NOTE: Determine source of contamination, such as metal particles or water. Require repair or replacement. Inoperative B Require repair or replacement. Further inspection required. See note below. Home Tuesday, November 08, 2005 3:10:29 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards BRAKE SYSTEMS

NOTE: Inoperative includes intermittent operation or out of OEM specification. Some components may be serviceable; check for accepted cleaning procedure. Lead routing incorrect B Require rerouting according to vehicle manufacturer's specifications. Leaking A Require repair or replacement. Loose A Require repair or replacement. Missing C Require replacement. Resistance out of specification B Require repair or replacement. Sensor housing cracked 2 Suggest replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting A Require repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting B Require repair or replacement. performance Terminal loose, not affecting 1 Suggest repair or replacement. performance Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement. Wire lead conductors exposed B Require repair or replacement. Wire lead corroded A Require repair or replacement. Wire lead misrouted B Require re-routing according to vehicle manufacturer's specifications. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement.

STEEL BRAKE LINES Steel Brake Lines Condition Attaching hardware broken Attaching hardware missing Attaching hardware not functioning

Code A C A

Procedure Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware.

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards BRAKE SYSTEMS

Corroded, affecting structural integrity Fitting incorrect (for example, compression fitting) Flare type incorrect Leaking Line material incorrect (copper, etc.) Restricted Routed incorrectly Rust-pitted Threads damaged Threads stripped (threads missing)

A B

Require replacement. Require replacement.

B A B A B 1 A A

Require repair or replacement. Require repair or replacement. Require replacement. Require replacement. Require routing correction. Suggest replacement. Require repair or replacement. Require replacement.

STOPLIGHT SWITCHES See Brake Stoplight Switches.

SWITCHES Switches Condition Attaching hardware broken

Code A

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Melted, affecting performance

Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Melted, not affecting performance 2 Suggest repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Missing C Require replacement. Out of adjustment B Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance Won't return A Require repair or replacement. Worn 1 Suggest replacement.

TIRES Consult the vehicle owner's manual or vehicle placard for correct size, speed ratings, and inflation pressure of the original tires. Tires Condition Tire diameter incorrect, affecting ABS or TCS Tire pressure incorrect, affecting ABS or TCS Tire size incorrect, affecting ABS or TCS

Code A A A

Procedure Require replacement. Require repair or replacement. Require replacement.

TOOTHED RINGS (TONE WHEEL) If the toothed ring requires replacement and cannot be replaced as a separate component, replace the assembly of which the ring is a part. Toothed Rings (Tone Wheel) Condition

Code

Procedure

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Alignment incorrect Bent Contaminated, affecting performance Cracked Loose Missing Number of teeth incorrect Teeth broken Teeth damaged, affecting performance

B B A B A C B A A

Require repair or replacement. Require replacement. Require repair. Identify and correct cause. Require replacement. Require replacement of worn parts. Require replacement. Require replacement. Require replacement. Require replacement.

VACUUM BOOSTERS Vacuum Boosters Condition Applies too much assist (oversensitive) Attaching hardware broken

Code A A

Procedure Require replacement. Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Auxiliary vacuum pump inoperative A Require repair or replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Check valve grommet deteriorated, affecting A Require replacement of grommet. performance Check valve grommet deteriorated, not 1 Suggest replacement of grommet. affecting performance Check valve inoperative A Require repair or replacement. See note below. NOTE: Inoperative includes intermittent operation. Check valve leaking A Require replacement of check valve. Check valve missing C Require replacement of check valve. Check valve noisy 2 Suggest replacement. Connector broken A Require repair or replacement. Connector (Weatherpack type) leaking A Require repair or replacement. Connector melted A Require replacement. See note below. NOTE: Determine cause and correct prior to replacement of part. Connector missing C Require replacement. Home Tuesday, November 08, 2005 3:10:29 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards BRAKE SYSTEMS

Leaking Terminal burned, affecting performance

A A

Require replacement. Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting performance 2 Suggest repair or replacement. Terminal corroded, affecting performance A Require repair or replacement. Terminal corroded, not affecting performance 2 Suggest repair or replacement. Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting performance 1 Suggest repair or replacement. Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement. Vacuum hose filter leaking A Require replacement of filter. Vacuum hose filter restricted A Require replacement of filter. Wire lead burned A Require repair or replacement. Wire lead conductors exposed B Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement.

VACUUM HOSES See Hoses.

VALVES Valves Condition Code Procedure Attaching hardware broken A Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Leaking B Require repair or replacement. Linkage bent (rear load valves) A Require repair or replacement of linkage. Linkage broken (rear load valves) A Require repair or replacement of linkage. Linkage disconnected (rear load C Require repair or replacement of linkage. valves) Pressure out of specification B Require adjustment. If not possible, require replacement. Seized A Require replacement. Sticking A Require repair or replacement. Terminal burned, affecting A Require repair or replacement. See note performance below. Home Tuesday, November 08, 2005 3:10:29 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards BRAKE SYSTEMS

NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting B Require repair or replacement. performance Terminal loose, not affecting 1 Suggest repair or replacement. performance Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement. Wire lead burned A Require repair or replacement. Wire lead conductors exposed B Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement.

WHEEL ATTACHING HARDWARE For conditions noted below, also check condition of wheel stud holes. CAUTION: Proper lug nut torque is essential. Follow manufacturer's torque specifications and tightening sequence. DO NOT lubricate threads unless specified by the vehicle manufacturer. Wheel Attaching Hardware Condition Code Procedure Bent A Require replacement. Broken A Require replacement. See note below. NOTE: Some manufacturers require replacement of all studs on any wheel if two or more studs or nuts on the same wheel are broken or missing. Loose B Require repair or replacement of affected component. Lug nut flats rounded A Require replacement of nut. Lug nut installed backward B Require repair. Lug nut mating surface A Require replacement of nut. dished Lug nut mating type B Require replacement of nut. incorrect Lug nut seized A Require replacement of nut and/or stud. Home Tuesday, November 08, 2005 3:10:29 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards BRAKE SYSTEMS

Stud incorrect Threads damaged

B A

Threads stripped (threads missing)

Require replacement of stud. Require repair or replacement of component with damaged threads. Require replacement of component with stripped threads.

WHEEL BEARINGS, RACES, AND SEALS NOTE:

When replacing or repacking wheel bearings, grease seal replacement is required . You are not required to replace these components in axle sets. Determine the need to replace based upon the individual component conditions that follow.

Wheel Bearings, Races, and Seals Condition Code Procedure Axle seal on drive axle leaking A Require replacement of seal and inspection of axle, bearing, housing, and vent tube. Bearing end-play exceeds B Require adjustment of bearing, if possible. If specifications proper adjustment cannot be obtained, require replacement of bearing and race assembly. Bearing rollers, balls or races are B Require replacement of bearing and race worn, pitted, or feel rough when assembly. rotated as an assembly Seal leaking A Require replacement of seal and inspection of bearings. See note below. NOTE: Require inspection of mating and sealing surface and repair or replace as necessary. Check vent. A plugged vent may force fluid past the seal. Seal missing C Require replacement. Spindle worn B Require replacement of spindle and bearings.

WHEEL CYLINDERS You are not required to replace or rebuild wheel cylinders in axle sets. However, when rebuilding or replacing a wheel cylinder due to the conditions that follow, you may suggest rebuilding or replacement of the other wheel cylinder (on the same axle) for preventive maintenance, for example, the part is close to the end of its useful life. Determine the need to rebuild or replace based upon the individual wheel cylinder conditions that follow. Wheel Cylinders Condition Attaching hardware bent Attaching hardware broken

Code B A

Procedure Require replacement of bent parts. Require repair or replacement of hardware.

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards BRAKE SYSTEMS

Attaching hardware corroded, A Require replacement of corroded parts. affecting structural integrity Attaching hardware loose A Require repair or replacement. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Bleeder port damaged (if nonA Require replacement. repairable) Bleeder screw broken off in wheel A Require replacement. See note below. cylinder (if non-repairable) NOTE: Only required if the hydraulic system must be opened. Bleeder screw plugged A Require repair or replacement of bleeder screw. See note below. NOTE: Only required if the hydraulic system must be opened. Bleeder screw seized A Require replacement. See note below. NOTE: Seized is defined as bleeder screw that cannot be removed after a practical attempt at removing. Only required if the hydraulic system must be opened. Bore corroded (pitted) B Require replacement. Bore grooved A Require replacement. Bore oversized B Require replacement. Dust boot missing C Require replacement of dust boot. Dust boot torn A Require replacement of dust boot. See note below. NOTE: Inspect for conditions related to wheel cylinder. Leaking A Require rebuilding or replacement. See note below. NOTE: Leaking is defined as a drop or more. Dampness is normal. Piston corroded, affecting B Require replacement of piston and rebuilding performance or replacement of wheel cylinder. Piston finish worn off B Require replacement of piston and rebuilding or replacement of wheel cylinder. Piston stuck in bore A Require replacement of wheel cylinder. Loose B Require repair or replacement. Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement.

WIRING HARNESSES Wiring Harnesses Condition Application incorrect Attaching hardware broken

Code B A

Procedure Require repair or replacement. Require repair or replacement of

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards BRAKE SYSTEMS

hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Connector broken A Require repair or replacement. Connector (Weatherpack type) leaking A Require repair or replacement. Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Insulation damaged, conductors exposed A Require repair or replacement. Insulation damaged, conductors not 1 Suggest replacement. exposed Open A Require repair or replacement. Protective shield (conduit) melted 2 Suggest repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Protective shield (conduit) missing 2 Suggest repair or replacement. Resistance (voltage drop) out of A Require repair or replacement. specification Routed incorrectly B Require repair. Secured incorrectly B Require repair. Shorted A Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance Voltage drop out of specification A Require repair or replacement.

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards DRIVE TRAIN AND TRANSMISSION

Uniform Inspection and Communication Standards DRIVE TRAIN AND TRANSMISSION

Page 1

ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards DRIVE TRAIN AND TRANSMISSION

7101 Wisconsin Avenue Bethesda, MD 20814 Phone (301) 634-4955 - Fax (202) 318-0378 January 2002 Map@motorist.org

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards DRIVE TRAIN AND TRANSMISSION

When a repair is required , the shop must refuse partial service to the system in question, if the repair creates or continues an unsafe condition.

IMPORTANT -When a procedure states that a required or suggested repair or replacement is recommended, the basis for the recommendation MUST be explained to the customer. If the customer asks whether there are alternatives to the recommendation, generally acceptable repair/replacement options must be explained, whether performed or not by the shop.

NOTE:

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards DRIVE TRAIN AND TRANSMISSION

DRIVE/POWER TRAIN ASSEMBLIES NOTE:

Whenever transmission or drivetrain service is performed that affects the suspension alignment, for example, removing the engine cradle, it is required that the alignment be checked and corrected if necessary.

AUTOMATIC TRANSMISSION/TRANSAXLE ASSEMBLIES Automatic Transmission/Transaxle Assemblies Condition Code Procedure Any internal component failure that A Require repair or replacement of the requires removal of the assembly from automatic transmission/transaxle the vehicle for service. See note below. assembly. See note below. NOTE: It is Required that the torque converter and all other failure-related components be inspected for cause and condition. NOTE: For components not requiring removal of the assembly, refer to the component listing in this document.

DIFFERENTIAL AND FINAL DRIVE ASSEMBLIES NOTE:

Does not include half shafts.

Differential and Final Drive Assemblies Condition Code Procedure Any internal component failure that requires A Require repair or replacement removal of the assembly from the vehicle for of the differential assembly. service. See note below. NOTE: For components not requiring removal of the assembly, refer to the component listing in this document.

MANUAL TRANSMISSION/TRANSAXLE ASSEMBLIES Manual Transmission/Transaxle Assemblies Condition Code Procedure Any internal component failure that A Require repair or replacement of the requires removal of the assembly from the manual transmission/transaxle vehicle for service. See note below. assembly. NOTE: For components not requiring removal of the assembly, refer to the component listing in this document.

TRANSFER CASE ASSEMBLIES Home Tuesday, November 08, 2005 3:11:02 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards DRIVE TRAIN AND TRANSMISSION

Transfer Case Assemblies Condition Code Procedure Any internal component failure that requires A Require repair or replacement of removal of the assembly from the vehicle for the transfer case differential service. See note below. assembly. NOTE: For components not requiring remoaval of the assembly, refer to the component listing in this document.

DRIVE/POWER TRAIN COMPONENTS The conditions listed for the components included in this section assume that the problem has been isolated to the specific component through proper testing.

ACTUATORS (ELECTRICAL) Actuators (Electrical) Condition Attaching hardware broken

Code A

Procedure Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Connector broken A Require repair or replacement. Connector (Weatherpack type) leaking A Require repair or replacement. Connector melted, affecting A Require repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector melted, not affecting 2 Suggest repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Inoperative A Require replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Missing C Require replacement. Noisy 2 Suggest repair or replacement. Out of adjustment B Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 1 Suggest repair or replacement. See note Home Tuesday, November 08, 2005 3:11:02 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards DRIVE TRAIN AND TRANSMISSION

performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 1 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance

ACTUATORS (VACUUM) Actuators (Vacuum) Condition Attaching hardware broken

Code A

Procedure Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Connector broken A Require repair or replacement. Connector (Weatherpack type) leaking A Require repair or replacement. Connector melted, affecting A Require repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector melted, not affecting 2 Suggest repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Inoperative A Require replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Leaking (vacuum) A Require repair or replacement. Linkage bent, affecting performance A Require repair or replacement of linkage. Linkage bent, not affecting performance 2 Suggest repair or replacement of linkage. Linkage binding, affecting performance A Require repair or replacement of linkage. Linkage binding, not affecting 1 Suggest repair or replacement of linkage. performance Linkage broken A Require repair or replacement of linkage. Linkage loose, affecting performance A Require repair or replacement of linkage. Linkage loose, not affecting 1 Suggest repair or replacement of linkage. performance Linkage missing C Require replacement. Home Tuesday, November 08, 2005 3:11:02 PM

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Linkage noisy Missing Noisy Out of adjustment Terminal burned, affecting performance

2 C 2 A A

Suggest repair or replacement. Require replacement. Suggest repair or replacement. Require repair or replacement. Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance NOTE: Determine cause and correct prior to repair or replacement of part. Terminal corroded, affecting A Require repair or replacement. performance NOTE: Determine cause and correct prior to repair or replacement of part. Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance

AXLES Axles Condition Bent Broken End play exceeds specifications Flange bent Flange threads stripped Twisted Worn, affecting performance

Code A A B A A A A

Procedure Require replacement. Require replacement. Require repair or replacement. Require replacement. Require repair or replacement. Require replacement. Require replacement.

BEARINGS AND RACES NOTE:

When replacing or repacking bearings, grease seal replacement is required. You are not required to replace these components in axle sets. Determine the need to replace based upon the individual component conditions that follow.

Bearings and Races Condition Bearing end-play exceeds specifications

Code Procedure B Require adjustment of bearing, if possible. If proper adjustment cannot be obtained, require

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Bearing rollers, balls or races are worn, pitted, or feel rough when rotated as an assembly

replacement of bearing assembly. Require replacement of bearing assembly.

BELL CRANKS Bell Cranks Condition Code Attaching hardware broken A Attaching hardware missing C Attaching hardware not functioning A Bent A Broken A Cracked A Missing C Worn, affecting performance A

Procedure Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Require repair or replacement. Require repair or replacement. Require repair or replacement. Require replacement. Require repair or replacement.

BELL HOUSINGS See Housings (Bell, Case, Tail (Extension) and Auxiliary).

BUSHINGS (EXTERNAL) Bushings (External) Condition Attaching hardware bent

Code B

Attaching hardware broken

Attaching hardware corroded, affecting structural integrity Attaching hardware incorrect

Attaching hardware loose

Attaching hardware missing

Attaching hardware threads damaged

Attaching hardware threads

Procedure Require repair or replacement of bent part if available; otherwise, replace bushing. Require replacement of broken part if available; otherwise, replace bushing. Require replacement of corroded part if available; otherwise, replace bushing. Require replacement of incorrect part if available; otherwise, replace bushing. Require repair or replacement of loose part if available; otherwise, replace bushing. Require replacement of missing part if available; otherwise, replace bushing. Require repair or replacement of part with damaged threads if available; otherwise, replace bushing. Require replacement of part with stripped

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stripped (threads missing) Binding Contaminated Deteriorated, affecting performance Distorted, affecting performance Missing Noisy

A 1 A

threads if available; otherwise, replace bushing. Require repair or replacement. Suggest replacement. Require repair or replacement.

A C 2

Require repair or replacement. Require replacement. Further inspection required. See note and caution below. NOTE: If noise isolated to bushing, suggest repair or replacement. CAUTION: Use only approved lubricant on rubber bushings. Petroleum-based lubricants may damage rubber bushings. Rubber separating from internal A Require replacement. metal sleeve on bonded bushing Seized A Require replacement. Shifted (out of position) B Require repair or replacement. Split A Require replacement. Surface cracking (weather4 No service suggested or required. checked) Worn, affecting performance A Require repair or replacement. Worn close to the end of its useful 1 Suggest replacement. life

CABLES (SPEEDOMETER) Cables (Speedometer) Condition Attaching hardware broken

Code A

Attaching hardware missing Attaching hardware not functioning

C A

A A A A

Procedure Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Require repair or replacement. Require repair or replacement. Require repair or replacement. No service suggested or required. Require replacement. No service suggested or required. Require repair or replacement.

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Bracket corroded, not affecting performance Bracket cracked, affecting performance Bracket cracked, not affecting performance Bracket loose, affecting performance Bracket loose, not affecting performance Bracket missing Broken Cracked Disconnected Kinked Melted

Suggest repair or replacement.

A 1

Require repair or replacement. Suggest repair or replacement.

A 1

Require repair or replacement. Suggest repair or replacement.

C A A A A A

Require replacement. Require replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Missing C Require replacement. Noisy 2 Suggest repair or replacement. Routed incorrectly 2 Suggest repair. Seized A Require repair or replacement.

CABLES (TV, DETENT, AND SHIFT) Cables (TV, Detent, and Shift) Condition Attaching hardware broken

Code A

Attaching hardware missing Attaching hardware not functioning

C A

A A A 2 A 2

Procedure Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Require repair or replacement. Require repair or replacement. Require repair or replacement. No service suggested or required. Require replacement. No service suggested or required.

Require repair or replacement.

Suggest repair or replacement.

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Bracket cracked, affecting performance Bracket cracked, not affecting performance Bracket loose, affecting performance Bracket loose, not affecting performance Bracket missing Broken Cracked Disconnected Frayed Kinked Melted

A 1

Require repair or replacement. Suggest repair or replacement.

A 1

Require repair or replacement. Suggest repair or replacement.

C A A A A A A

Require replacement. Require replacement. Require repair or replacement. Require repair or replacement. Require replacement. Require repair or replacement. Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Missing C Require replacement. Noisy 2 Suggest repair or replacement. Out of adjustment B Require repair or replacement See note below. Note: Cable replacement is required if it cannot be adjusted within specifications. Routed incorrectly 2 Suggest repair. Seized A Require repair or replacement. Self-adjuster inoperative A Require repair or replacement of selfadjuster. Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement.

CARRIER BEARINGS See Intermediate Shaft Support Bearings

CLUTCH CABLES AND CABLE HOUSINGS Clutch Cables and Cable Housings Condition Broken Cable bent Cable binding Cable mounting loose Cable out of adjustment

Code A A A B B

Procedure Require replacement. Require replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement.

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Frayed Housing heat-damaged Missing Noisy Seized Threads damaged Threads stripped (threads missing) Worn, affecting performance

B 1 C 2 A A A A

Require replacement. Suggest replacement. Require replacement. Suggest repair or replacement. Require replacement. Require repair or replacement. Require replacement. Require replacement.

CLUTCH DISCS (MANUAL TRANSMISSION) Clutch Discs (Manual Transmission) Condition Code Procedure Backing plate cracked A Require replacement. Broken A Require replacement. Contaminated with oil A Require replacement. Damper cushion broken A Require replacement. Damper cushion A Require replacement. collapsed Damper spring A Require replacement. collapsed Damper spring missing C Require replacement. See note below. NOTE: Not all clutch discs have springs in all spring chambers on the disc. Friction material B Require replacement. cracked through Friction material flaking B Require replacement. or chunking Friction material surface No service suggested or required. cracking Grooved B No service suggested or required unless the pressure plate or flywheel is being resurfaced or replaced. In this case, replacement of clutch disc is required. Ridged B No service suggested or required unless the pressure plate or flywheel is being resurfaced or replaced. In this case, replacement of clutch disc is required. Splines worn, affecting A Require replacement. performance Warped A Require replacement. Wear exceeds B Require replacement. specifications (where applicable) Home Tuesday, November 08, 2005 3:11:03 PM

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Worn close to the end of 1 its useful life Worn, affecting A performance

Suggest replacement. Require replacement.

CLUTCH FORKS Clutch Forks Condition Bent Broken Cracked Worn close to the end of its useful life Worn, affecting performance

Code B A B 1 A

Procedure Require replacement. Require repair or replacement. Require repair or replacement. Suggest replacement. Require replacement.

CLUTCH LINKAGES (MECHANICAL) See Linkages (External).

CLUTCH MASTER CYLINDERS Clutch Master Cylinders Condition Code Procedure Cover gasket distorted A Require replacement of cover gasket. Cover gasket gummy A Require replacement of cover gasket. Cylinder leaking fluid from rear of A Require repair or replacement. bore Cylinder leaking fluid internally A Require replacement. Dust boot missing C Require replacement of dust boot. Dust boot punctured A Require replacement of dust boot. Dust boot torn A Require replacement of dust boot. Fluid level incorrect B Require fluid level adjustment. Housing damaged, affecting A Require repair or replacement. performance Master cylinder has residue in 2 Further inspection required. See note reservoir below. NOTE: Do not replace master cylinder unless it exhibits conditions listed for replacement. You may suggest fluid change according to OEM service intervals. Threads damaged A Require repair replacement Threads stripped (threads missing) A Require replacement. Home Tuesday, November 08, 2005 3:11:03 PM

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CLUTCH PEDALS Clutch Pedals Condition Bent, affecting performance Broken Pedal pad missing Pivot bushings worn, affecting performance

Code A A C A

Procedure Require repair or replacement. Require repair or replacement. Require replacement of pedal pad. Require replacement of pivot bushings.

CLUTCH PIVOTS Clutch Pivots Condition Bent Broken Cracked Threads damaged Threads stripped (threads missing) Worn close to the end of its useful life Worn, affecting performance

Code A A A A A 1 A

Procedure Require replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. Require replacement. Suggest replacement. Require replacement.

CLUTCH PRESSURE PLATES See Pressure Plates.

CLUTCH RELEASE BEARINGS Clutch Release Bearings Condition Collar broken Cracked Rough when rotated as an assembly Seized Wear exceeds specifications Worn close to the end of its useful life Worn, affecting performance

Code A A B A B 1 A

Procedure Require replacement. Require replacement. Require replacement. Require replacement. Require replacement. Suggest replacement. Require replacement.

CLUTCH SLAVE CYLINDERS (CONCENTRIC) Clutch Slave Cylinders (Concentric) Home Tuesday, November 08, 2005 3:11:03 PM

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Condition Bearing rough when rotated as an assembly Bearing seized Bleeder pipe leaks Carrier assembly worn, affecting performance Collar broken Cracked Housing leaks Inoperative Release binding Spring broken Threads damaged Threads stripped (threads missing) Worn, affecting performance

Code B A A A A A A A A A A A A

Procedure Require replacement. Require replacement. Require repair or replacement. Require replacement. Require replacement. Require replacement. Require replacement. Require replacement. Require replacement. Require replacement. Require repair or replacement. Require replacement. Require replacement.

CLUTCH SLAVE CYLINDERS (CONVENTIONAL OR EXTERNAL) Clutch Slave Cylinders (Conventional or External) Condition Code Procedure Binding A Require repair or replacement. Bleeder port damaged (not repairable) A Require replacement. See note below. NOTE: Only required if the hydraulic system must be opened. Bleeder port damaged (repairable) A Require repair. See note below. NOTE: Only required if the hydraulic system must be opened. Bleeder screw broken off in slave A Require replacement. See note below. cylinder NOTE: Only required if the hydraulic system must be opened. Bleeder screw seized A Require replacement. See note below. NOTE: Seized is defined as a bleeder screw that cannot be removed after a practical attempt at removing it has been made. Bore corroded (pitted) B Require replacement. Bore grooved A Require replacement. Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement.

COMPANION FLANGES See Yokes and Slip Yokes.

CONNECTORS Home Tuesday, November 08, 2005 3:11:03 PM

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See Wiring Harnesses and Connectors.

COOLER BYPASS VALVES Cooler Bypass Valves Condition Inoperative Installed incorrectly Leaking Restricted

Code A A A A

Procedure Require replacement. Require repair. Require repair or replacement. Require repair or replacement.

COOLER LINES Cooler Lines Condition Abrasion damage, affecting structural integrity Abrasion damage, not affecting structural integrity Application incorrect Attaching hardware broken

Code A

B A

Attaching hardware missing

Attaching hardware not functioning

Clamp corroded, not reusable

NOTE: If clamp removed, require replacement Connected incorrectly Corroded, affecting structural integrity Corroded, not affecting structural integrity

A A

Cracked Fitting type incorrect (such as compression fitting) Flange leaking Insufficient clamping force, allowing hose to leak Leaking Melted Missing

Procedure Require repair or replacement. No service suggested or required. Require replacement. Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Suggest replacement. See note below.

A B

Require repair. Require replacement. No service suggested or required. Require repair or replacement. Require replacement.

A A

Require repair or replacement. Require repair or replacement.

A 1 C

Require repair or replacement. Suggest repair or replacement. Require replacement.

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Outer covering damaged to the extent that the inner fabric is visible Protective sleeves damaged Protective sleeves missing Restricted, affecting performance Routed incorrectly Swollen Threads damaged Threads stripped (threads missing) Type incorrect

Require replacement.

2 C A B 1 A A 1

Suggest replacement of sleeves. Require replacement of sleeves. Require repair or replacement. Require repair. Suggest replacement. Require repair or replacement. Require replacement. Suggest repair or replacement.

COOLERS See Transmission Coolers.

CV JOINTS CV Joints Condition Bearing, bushing or seal surface worn, affecting performance Boot clamp broken

Code A

Procedure Require repair or replacement.

Require repair or replacement of clamp. Boot clamp loose A Require repair or replacement of clamp. Boot clamp missing C Require repair or replacement of clamp. Boot leaking A Require replacement of CV boot. See note below. NOTE: Further inspection of joint required before replacing boot. Boot surface cracked, not leaking 2 Suggest replacement of CV boot. Cage broken A Require repair or replacement of CV joint. Housing damaged to the extent that it no A Require repair or replacement of longer performs its intended function CV joint. See note below. NOTE: Housing assembly may appear blue in color from normal manufacturing process of heat-treating the housing. Housing worn to the extent that it no longer A Require repair or replacement of CV joint. (See note below. performs its intended function NOTE: Housing assembly may appear blue in color from normal manufacturing process of heat-treating the housing. Home Tuesday, November 08, 2005 3:11:03 PM

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Holes elongated Internal parts binding Internal parts worn Lubricant missing

A A A C

Threads damaged Threads stripped (threads missing)

A A

Require replacement. Require repair or replacement. Require repair or replacement. Require cleaning, inspection, and repacking of CV joint. Require repair or replacement. Require replacement.

Code A C A A C A C A A

Procedure Require repair or replacement. Suggest repair or replacement. Require repair or replacement. Require repair or replacement. Require replacement. Require repair or replacement. Require replacement. Require repair or replacement. Require replacement.

DIP STICK TUBES Dip Stick Tubes Condition Broken Checkball missing Cracked Hold down bracket broken Hold down bracket missing Leaking Missing Threads damaged Threads stripped (threads missing)

DIP STICKS (FLUID LEVEL INDICATORS) Dip Sticks (Fluid Level Indicators) Condition Code Application incorrect B Broken A Compressed A Missing C Modified A Stretched A

Procedure Require replacement. Require replacement. Require repair or replacement. Require replacement. Require replacement. Require repair or replacement.

DOWEL PINS, GUIDES, AND PILOT HOLES Dowel Pins, Guides, and Pilot Holes Condition Application incorrect Cracked

Code B A

Procedure Require repair or replacement. Require repair or

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Distorted

Missing Positioned incorrectly

C B

Stepped

Worn to the extent that it no longer performs its intended function

replacement. Require repair or replacement. Require replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement.

DRIVE SHAFT FLANGES See Companion Flanges.

DRIVE SHAFTS AND HALF SHAFTS Drive Shafts and Half Shafts Condition Balance weight missing Bearing cap bore distorted Bent Bolt holes elongated Bushing or seal surface worn, affecting performance Leaking through soft yoke plug

Code C A A A A

Procedure Require repair or replacement. Require repair or replacement. Require replacement. Require repair or replacement. Require repair or replacement.

Require repair or replacement of soft yoke plug. Require repair or replacement. Require replacement of retainer strap. Require replacement. Require replacement. Suggest repair or replacement.

Out of balance Retainer strap bent

A A

Slip yoke broken Splines worn, affecting performance Splines worn, not affecting performance, but close to the end of their useful life Threads damaged Threads stripped (threads missing) U-bolt damaged, affecting performance Yoke damaged, affecting performance

A A 1 A A A A

Require repair or replacement. Require replacement. Require replacement of U-bolts. Require repair or replacement of yoke.

DUST BOOTS Home Tuesday, November 08, 2005 3:11:03 PM

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NOTE:

Does not include CV boots.

Dust Boots Condition Cracked, not leaking Missing Leaking Torn Weather checked, surface cracked

Code 1 C A A

Procedure Suggest replacement. Require replacement. Require repair or replacement. Require replacement. No service suggested or required.

ENGINE MOUNTS See Mounts (Engine, Transaxle, and Transmission).

EXCITER RINGS See Toothed Rings (Tone Wheels).

FILLER TUBES See Dip Stick Tubes.

FILTERS AND SCREENS Filters and Screens Condition At service interval Bent Exceeding service interval Missing Near service interval Restricted

Code 3 A 3 C 3 A

Procedure Suggest replacement. Require repair or replacement. Suggest replacement. Require replacement. Suggest replacement. Require repair or replacement. See note below. NOTE: Further inspection may be required to determine the source of restriction or contamination. Torn A Require replacement. Worn, affecting performance (metal or nylon A Require repair or replacement. screen type)

FLANGES Home Tuesday, November 08, 2005 3:11:03 PM

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See Companion Flanges.

FLEX PLATES Flex Plates Condition Bent, affecting performance Bent, not affecting performance

Code A

Bolt or stud holes elongated Broken Cracked Ring gear worn close to the end of its useful life Ring gear worn to the extent that it no longer performs its intended function Weights missing

B A A 1 A A

Procedure Require replacement. No service suggested or required. Require replacement. Require replacement. Require replacement. Suggest replacement. Require replacement. Require repair or replacement.

FLUID LEVEL INDICATORS See Dip Sticks (Fluid Level Indicators).

FLUIDS AND LUBRICANTS Fluids and Lubricants Condition Application incorrect NOTE: Determine and correct cause. At service interval Beyond service interval Burned

Code B

Procedure Require replacement. See note below.

3 3

Suggest replacement. Suggest replacement. Further inspection required. See note below. NOTE: Fluid that is burned indicates a serious problem. Determine and correct the cause. Contaminated, for example, fluid other than A or B Require service. See note below. hydraulic fluid present NOTE: If a fluid other than the correctly specified fluid is present in the hydraulic system which DOES affect the rubber parts, the required service is to: 1) remove all components having rubber parts from the system, 2) flush lines with denatured alcohol or hydraulic cleaner, 3) repair or replace all components having rubber parts, and 4) bleed and flush with correct hydraulic fluid. (Code A) Home Tuesday, November 08, 2005 3:11:03 PM

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NOTE: If a fluid other than the correctly specified fluid is present in the hydraulic system which DOES NOT affect the rubber parts, the required service is to flush and fill with the correct hydraulic fluid. (Code B) Exceeding service interval 3 Suggest replacement. Hydraulic fluid incorrect B Require service. See note below. NOTE: If a fluid other than specification hydraulic fluid is present in the hydraulic system, the required service is to flush and fill with the correct hydraulic fluid. Level incorrect B Require correction of fluid level. Near service interval 3 Suggest replacement. Rubber master cylinder cover gasket distorted A Require service. See note below. and gummy NOTE: If a fluid other than the correctly specified fluid is present in the hydraulic system which DOES affect the rubber parts, the required service is to: 1) remove all components having rubber parts from the system, 2) flush lines with denatured alcohol or hydraulic cleaner, 3) repair or replace all components having rubber parts, and 4) bleed and flush with correct hydraulic fluid. Varnished Further inspection required. See note below. Note: Fluid that is varnished may indicate a serious problem. Determine and correct the cause.

FLYWHEELS NOTE:

Clutch disc replacement does not necessitate flywheel reconditioning, unless other conditions justify the reason to do so.

Flywheels Condition Attaching hardware broken

Code A

Procedure Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Cracked (other than mounting area) A Require resurfacing or replacement. See note below. NOTE: Some manufacturers allow slight surface cracking in the friction surface. Cracks in mounting area B Require replacement. Hard spots B Require repair or replacement. Ring gear broken A Require replacement of ring gear . Ring gear teeth worn, affecting performance A Require replacement of ring gear. Runout exceeds specifications B Require repair or replacement. Scored B Require repair or replacement. Home Tuesday, November 08, 2005 3:11:03 PM

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Surface cracks after resurfacing to manufacturer's minimum specifications Wear exceeds specifications Worn, not affecting performance, but close to the end of its useful life Worn, affecting performance Threads damaged Threads stripped (threads missing)

Require replacement.

B 1

Require replacement. Suggest repair or replacement.

A A A

Require repair or replacement. Require repair or replacement. Require replacement.

FORCE MOTORS See Actuators (Electrical).

GUIDES See Dowel Pins, Guides, and Pilot Holes.

HALF SHAFTS See Drive Shafts and Half Shafts

HOSES, LINES, AND TUBES Hoses, Lines, and Tubes Condition Application incorrect Connected incorrectly Corroded, not reusable Cracked line or tube Surface cracked (weather-checked)

Code B A 1 A 1

Hard hose Inner fabric (webbing) damaged Insufficient clamping force, allowing hose to leak

1 A A

Leaking

Maintenance intervals Melted

3 1

Missing

Procedure Require replacement. Require repair. Suggest replacement. Require replacement. Suggest repair or replacement. Suggest replacement. Require replacement. Require repair or replacement. Require repair or replacement. Suggest replacement. Suggest repair or replacement. Require replacement.

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Outer covering damaged Outer covering damaged to the extent that the inner fabric is visible Protective sleeves damaged

1 A

Suggest replacement. Require replacement.

Protective sleeves missing

Restricted, affecting performance

Restricted, not affecting performance

Routed incorrectly Safety clip missing Spongy

2 C 1

Stripped Swollen Threads damaged

A B A

Threads stripped (threads missing) Type incorrect

A 1

Suggest replacement of sleeves. Suggest replacement of sleeves. Require repair or replacement. Suggest repair or replacement. Suggest replacement. Require replacement. Suggest repair or replacement. Require replacement. Require replacement. Require repair or replacement. Require replacement. Suggest repair or replacement.

HOUSINGS (BELL, CASE, TAIL (EXTENSION) AND AUXILIARY) Housings (Bell, Case, Tail (Extension) and Auxiliary) Condition Code Procedure Bearing race loose in bore A Require repair or replacement. Broken, affecting performance A Require repair or replacement. Cracked A Require repair or replacement. Dowel pin holes worn, affecting performance See Dowel Pins, Guides, and Pilot Holes. Machined surfaces damaged, affecting A Require repair or replacement. performance Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement. Worn, affecting performance A Require repair or replacement.

INTERMEDIATE SHAFT SUPPORT BEARINGS Intermediate Shaft Support Bearings Home Tuesday, November 08, 2005 3:11:03 PM

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Condition Attaching hardware broken

Code A

Attaching hardware missing

Attaching hardware not functioning

Bearing rollers, balls or races are worn, pitted, noisy, or feel rough when rotated as an assembly Bracket bent, affecting performance

A A

Bracket bent, not affecting performance Bracket broken, affecting performance Bracket broken, not affecting performance

A 2

Bracket corroded, affecting performance

Bracket corroded, not affecting performance

Bracket cracked, affecting performance

Bracket cracked, not affecting performance

Bracket holes elongated, affecting performance

Bracket holes elongated, not affecting performances) Bracket loose, affecting performance

Bracket loose, not affecting performance

Bracket missing Cracked Rough (brinelling, spalling) Rubber deteriorated, affecting performance Seized

C A A A A

Procedure Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Require replacement of bearing assembly. Require repair or replacement. No service suggested or required. Require replacement. Suggest repair or replacement of bracket. Require repair or replacement. Suggest repair or replacement. Require repair or replacement. Suggest repair or replacement. Require repair or replacement. No service suggested or required. Require repair or replacement. Suggest repair or replacement. Require replacement. Require replacement. Require replacement. Require replacement. Require replacement.

KEY INTERLOCK SYSTEMS See Shift Interlock Systems (Selector and Key Interlock Systems). Home Tuesday, November 08, 2005 3:11:03 PM

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LIMITED SLIPS See Differential Assembly

LINES See Hoses, Lines, and Tubes.

LINKAGES (EXTERNAL) Linkages (External) Condition Components missing

Code C

Linkage bent, affecting performance

Linkage bent, not affecting performance

Linkage binding, affecting performance

Linkage binding, not affecting performance

Linkage broken

Linkage loose, affecting performance

Linkage loose, not affecting performance

Linkage missing Linkage noisy Out of adjustment Worn to the extent that it no longer performs its intended function

C 2 B A

Procedure Require replacement of missing components. Require repair or replacement of linkage. Suggest repair or replacement of linkage. Require repair or replacement of linkage. Suggest repair or replacement of linkage. Require repair or replacement of linkage. Require repair or replacement of linkage. Suggest repair or replacement of linkage. Require replacement. Suggest repair or replacement. Require repair or replacement. Require repair or replacement.

LOCKING HUB ASSEMBLIES Locking Hub Assemblies Condition Code Inoperative A NOTE: Inoperative includes intermittent operation. Loose A Seized in any position A

Procedure Require repair or replacement. Require repair or replacement. Require repair or replacement.

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LOCKING HUB CONTROL KNOBS Locking Hub Control Knobs Condition Damaged, affecting performance Missing Worn, affecting performance

Code A C A

Procedure Require replacement. Require replacement. Require replacement.

LUBRICANTS See Fluids and Lubricants.

METAL-CLAD SEALS See Seals.

METALASTIC JOINTS See Rubber Joints (Metalastic).

MODULATOR PINS Modulator Pins Condition Application incorrect Missing

Code B C

Procedure Require replacement. Require replacement.

MODULATORS Modulators Condition Code Procedure Bent, affecting performance A Require replacement. Contaminated (water, fuel, etc.) A Require replacement. See note below. NOTE: Further inspection is required to determine the cause of the contamination Housing cracked A Require replacement. Inoperative A Require replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Leaking fluid externally A Require repair or replacement. Leaking fluid internally A Require replacement. Leaking vacuum A Require replacement. Nipple broken A Require replacement. Home Tuesday, November 08, 2005 3:11:03 PM

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Threads damaged Threads stripped (threads missing)

A A

Require repair or replacement. Require replacement.

MOUNTS (ENGINE, TRANSAXLE, AND TRANSMISSION) Mounts (Engine, Transaxle, and Transmission) Condition Code Attaching hardware broken A Attaching hardware missing Attaching hardware not functioning

C A

Broken Leaking (hydraulic mount) Mounting hole worn, affecting performance Mounting hole worn, not affecting performance Rubber deteriorated, affecting performance Rubber deteriorated, not affecting performance Threads damaged Threads stripped (threads missing)

A A A

Procedure Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Require replacement. Require replacement. Require replacement. No service suggested or required.

Require replacement. No service suggested or required.

A A

Require repair or replacement. Require replacement.

ODOMETER DRIVES (MECHANICAL) See Speedometer/Odometer Drives (Mechanical).

ODOMETER HEADS (MECHANICAL) See Speedometer/Odometer Heads (Mechanical).

OIL PANS See Transmission Pans.

PANS See Transmission Pans.

PILOT HOLES Home Tuesday, November 08, 2005 3:11:03 PM

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See Dowel Pins, Guides, and Pilot Holes.

PRESSURE PLATES Pressure Plates Condition Balance weight missing Broken Contact surface distorted Cracks Fingers bent Hard spots Scored Spring rate less than specifications Worn, affecting performance Worn beyond specifications Worn close to the end of its useful life

Code C A B B A B B B A B 1

Procedure Require replacement. Require replacement. Require replacement. Require replacement. Require replacement. Require replacement. Require replacement. Require replacement. Require replacement. Require replacement. Suggest replacement.

PRESSURE SWITCHES See Switches.

RACES See Bearings and Races.

RUBBER JOINTS (METALASTIC) These joints may be found on half and/or drive shafts. They are usually found on European vehicles featuring a three-lug drive flange. They may be equipped with a centering ball or pin. Rubber Joints (Metalastic) Condition Code Drive flange bent A Drive flange damaged, affecting performance A Rubber drive joint cracked 2 Rubber drive joint damaged, affecting A performance Rubber drive joint split between mounting holes A Rubber drive joint torn at mounting holes A Rubber drive joint weather-cracked

Procedure Require repair or replacement. Require replacement. Suggest replacement. Require replacement. Require replacement. Require replacement. No service suggested or

Home Tuesday, November 08, 2005 3:11:03 PM

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required.

SCREENS See Filters and Screens.

SEALS Seals Condition Code Procedure Leaking A Require repair or replacement. See note below. NOTE: Require inspection of mating and sealing surface and repair or replace as necessary. Check vent. A plugged vent may force fluid past the seal.

SEALS (METAL-CLAD) See Seals.

SELECTOR INTERLOCK SYSTEMS See Shift Interlock Systems (Selector and Key Interlock Systems).

SERVOS See Actuators (Vacuum).

SHIFT INTERLOCK SYSTEMS (SELECTOR AND KEY INTERLOCK SYSTEMS) See: Actuators (Electrical), Cables, Linkages (External), Switches.

SENSORS Sensors Condition Attaching hardware broken

Code A

Attaching hardware missing Attaching hardware not functioning

C A

Connector broken Connector (Weatherpack type) leaking

A A

Procedure Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Require repair or replacement. Require repair or replacement.

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards DRIVE TRAIN AND TRANSMISSION

Connector melted

Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Inoperative A Require repair or replacement. See note below. NOTE: Inoperative includes intermittent operation or out of specification. Leaking (vacuum/fluid/air) A Require replacement. Out of adjustment B Further inspection required. See note below. NOTE: Follow OEM recommended adjustment procedures. Repair or replace if out of specification. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement.

SIDE COVERS See Transmission Pans.

SLIP YOKES See Yokes and Slip Yokes.

SOLENOIDS See: Actuators (Electrical), Actuators (Vacuum).

SPEED SENSORS (ELECTRONIC WHEEL AND VEHICLE) Home Tuesday, November 08, 2005 3:11:04 PM

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Speed Sensors (Electronic Wheel and Vehicle) Condition Code Procedure Air gap incorrect B Require adjustment or replacement. See note below. NOTE: If a sensor is not adjustable, further inspection is required to identify and correct cause. Attaching hardware missing C Require replacement of hardware. Attaching hardware threads A Require repair or replacement of hardware. damaged Attaching hardware threads A Require repair or replacement of hardware. stripped (threads missing) Connector broken A Require repair or replacement. Connector (Weatherpack type) A Require repair or replacement. leaking Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Contaminated A Require repair or replacement. See note below. NOTE: Determine source of contamination, such as metal particles or water. Require repair or replacement. Inoperative B Require repair or replacement. Further inspection required. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Some components may be serviceable; check for accepted cleaning procedure. Leaking A Require repair or replacement. Loose A Require repair or replacement. Missing C Require replacement. Resistance out of specification B Require repair or replacement. Sensor housing cracked 2 Suggest replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting A Require repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Home Tuesday, November 08, 2005 3:11:04 PM

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Terminal loose, affecting performance Terminal loose, not affecting performance Threads damaged Threads stripped (threads missing) Wire lead conductors exposed Wire lead corroded Wire lead misrouted

Require repair or replacement.

Suggest repair or replacement.

A A B A B

Require repair or replacement. Require replacement. Require repair or replacement. Require repair or replacement. Require re-routing according to vehicle manufacturer's specifications. Require repair or replacement. Require repair or replacement.

Wire lead open Wire lead shorted

A A

SPEEDOMETER-DRIVEN GEAR HOUSINGS See Speedometer/Odometer Drives (Mechanical).

SPEEDOMETER/ODOMETER DRIVES (MECHANICAL) Speedometer/Odometer Drives (Mechanical) Condition Code Procedure Application incorrect B Require replacement. Attaching hardware broken A Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Inoperative A Require replacement. See note below. NOTE: Inoperative includes intermittent operation. Leaking A Require repair or replacement. Missing C Require replacement. Teeth broken A Require repair or replacement. Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement. Worn close to the end of its useful life 1 Suggest replacement. Worn, affecting performance A Require replacement.

SPEEDOMETER/ODOMETER HEADS (MECHANICAL) Speedometer/Odometer Heads (Mechanical) Condition Code Procedure Attaching hardware broken A Require repair or replacement of hardware. Home Tuesday, November 08, 2005 3:11:04 PM

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Attaching hardware missing Attaching hardware not functioning Lens broken

C A A

Require replacement of hardware. Require repair or replacement of hardware. Require repair or replacement. See note below. NOTE: If lens is available as a separate part, require replacement of lens only. Lens cloudy 2 Suggest repair or replacement. See note below. NOTE: If lens is available as a separate part, suggest replacement of lens only. Lens missing C Require repair or replacement. See note below. NOTE: If lens is available as a separate part, require replacement of lens only. Malfunctioning A Require repair or replacement. See note below. NOTE: Includes inoperative, intermittent operation, failure to perform all functions, out of OEM specification, or out of range. Noisy 2 Suggest repair or replacement. Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement.

SPEEDOMETERS AND ODOMETERS (ELECTRONIC) Speedometers and Odometers (Electronic) Condition Code Attaching hardware broken A

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Lens missing

Require repair or replacement. See note below. NOTE: If lens is available as a separate part, require replacement of lens only. Malfunctioning A Require repair or replacement. See note below. NOTE: Includes inoperative, intermittent operation, failure to perform all functions, out of OEM specification, or out of range. Mechanical head noisy 2 Suggest repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance

SWITCHES Switches Condition Attaching hardware broken

Code A

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Cracked, not affecting performance Leaking Malfunctioning

1 A A

Suggest repair or replacement. Require repair or replacement. Require repair or replacement. See note below. NOTE: Includes inoperative, intermittent operation, or failure to perform all functions. Melted, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Melted, not affecting performance 2 Suggest repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Missing C Require replacement. Out of adjustment B Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance Won't return A Require repair or replacement. Worn 1 Suggest replacement.

TONE WHEELS See Toothed Rings (Tone Wheels).

TOOTHED RINGS (TONE WHEELS) If the toothed ring requires replacement and cannot be replaced as a separate component, replace the assembly of which the ring is a part. Toothed Rings (Tone Wheels) Condition Alignment incorrect

Code B

Procedure Require repair or replacement.

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Bent Contaminated, affecting performance Cracked Loose Missing Number of teeth incorrect Teeth broken Teeth damaged, affecting performance

B A B A C B A A

Require replacement. Require repair. Identify and correct cause. Require replacement. Require replacement of worn parts. Require replacement. Require replacement. Require replacement. Require replacement.

TORQUE CONVERTERS Torque Converters Condition Converter clutch lock-up operation is faulty Cover shell damaged, affecting performance Does not meet stall speed specification End play exceeds specifications Hub broken Hub cracked Internal component failure Leaking Pilot broken Pilot worn, affecting performance Threads damaged Threads stripped (threads missing) Weights missing

Code A A B B A A A A A A A A C

Procedure Require replacement. Require replacement. Require replacement. Require replacement. Require replacement. Require replacement. Require replacement. Require repair or replacement. Require replacement. Require replacement. Require repair or replacement. Require replacement. Require replacement.

TRANSAXLE MOUNTS See Mounts (Engine, Transaxle, and Transmission).

TRANSDUCERS (TRANSMISSION) See Sensors.

TRANSMISSION COOLERS Transmission Coolers Condition Air flow obstruction

Code A

Procedure Require repair.

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Attaching hardware broken

Attaching hardware missing Attaching hardware not functioning

C A

Connection leaking Contaminated Corroded Fins damaged, affecting performance Fins damaged, not affecting performance Internal restrictions Leaking Threads damaged Threads stripped (threads missing) Tubes damaged, affecting performance Tubes damaged, not affecting performance

A A 1 A B A A A A

Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Require repair or replacement. Require repair or replacement. Suggest repair or replacement. Require repair or replacement. No service suggested or required. Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. No service suggested or required.

TRANSMISSION MOUNTS See Mounts (Engine, Transaxle, and Transmission).

TRANSMISSION PANS Transmission Pans Condition Bent, interfering with filter or other internal components Leaking

Code A

Procedure Require repair or replacement. Require repair or replacement.

TRANSMISSION RANGE INDICATORS (PRNDL) Transmission Range Indicators (PRNDL) Condition Code Procedure Binding A Require repair or replacement. Broken A Require repair or replacement. Components missing C Require replacement of missing components. Loose, affecting performance A Require repair or replacement. Out of adjustment A Require repair. Worn, affecting performance A Require repair or replacement. Home Tuesday, November 08, 2005 3:11:04 PM

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TUBES See Hoses, Lines, and Tubes.

UNIVERSAL JOINTS (CARDON OR CROSS TYPE) Universal Joints (Cardon or Cross Type) Condition Code Attaching hardware broken A Attaching hardware missing Attaching hardware not functioning

C A

Bearing cap distorted Binding Cross (trunion) worn, affecting performance Double cardon centering ball damaged Double cardon centering ball worn, affecting performance Double cardon centering spring broken Double cardon centering spring missing Double cardon centering spring weak End cap seal cracked End cap seal missing Grease fitting broken

B A A

Procedure Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Require replacement. Require replacement. Require replacement.

A A

Require replacement. Require replacement.

A C A 2 C A

Require replacement. Require replacement. Require replacement. Suggest replacement. Require replacement of seal. Require replacement of grease fitting. See note below. NOTE: A broken grease fitting does not require replacement of the U-Joint. Grease fitting missing C Require replacement of grease fitting. See note below. NOTE: A missing grease fitting does not require replacement of the U-Joint. Rust-colored powder around end cap seals A Require replacement. Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement. Worn, affecting performance A Require replacement.

VACUUM CONTROLS See Actuators (Vacuum).

VACUUM HOSES Home Tuesday, November 08, 2005 3:11:04 PM

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See Hoses, Lines, and Tubes.

VACUUM MOTORS See Actuators (Vacuum).

VACUUM-OPERATED SWITCHES See Switches.

VEHICLE SPEED SENSORS See Speed Sensors (Electronic Wheel and Vehicle).

VENTS Vents Condition Code Procedure Broken A Require replacement. Missing C Require replacement. Plugged A Require repair or replacement. See note below. NOTE: A plugged vent may force fluid past the seal.

VIBRATION DAMPERS Vibration Dampers Condition Broken Missing Out of position Threads damaged Threads stripped (threads missing)

Code A C B A A

Procedure Require replacement. Require replacement. Require repair or replacement. Require repair or replacement. Require replacement.

WHEEL ATTACHMENT HARDWARE NOTE:

For conditions noted below, also check conditions of wheel stud holes. CAUTION: Proper lug nut torque is essential. Follow recommended torque specifications and tightening sequence. DO NOT lubricate threads unless specified by the vehicle manufacturer.

Wheel Attachment Hardware Home Tuesday, November 08, 2005 3:11:04 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards DRIVE TRAIN AND TRANSMISSION

Condition Code Procedure Bent A Require replacement. Broken A Require replacement. See note below. NOTE: Some manufacturers require replacement of all studs on that wheel if two or more studs or nuts on the same wheel are broken or missing. Loose B Require repair or replacement of affected component. Lug nut installed backward B Require repair or replacement. Lug nut mating surface dished A Require replacement of nut. Lug nut mating type incorrect B Require replacement of nut. Lug nut rounded A Require replacement of nut. See note below. NOTE: Only required if removing wheel. Lug nut seized A Require replacement of nut. See note below. NOTE: Only required if removing wheel. Stud incorrect B Require replacement of stud. Threads damaged A Require repair or replacement. Threads stripped (threads A Require replacement. missing)

WHEEL SPEED SENSORS See Speed Sensors (Electronic Wheel and Vehicle).

WIRING HARNESSES AND CONNECTORS Wiring Harnesses and Connectors Condition Application incorrect Attaching hardware broken

Code B A

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exposed Open Protective shield (conduit) melted

A 2

Require repair or replacement. Suggest repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Protective shield (conduit) missing 2 Suggest repair or replacement. Resistance (voltage drop) out of A Require repair or replacement. specification Routed incorrectly B Require repair. Secured incorrectly B Require repair. Shorted A Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 1 Suggest repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal corroded, affecting A Require repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal corroded, not affecting 1 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance Transmission connector leaking See Transmission Assembly. Voltage drop out of specification A Require repair or replacement.

YOKES AND SLIP YOKES Yokes and Slip Yokes Condition Bearing cap bore distorted Bent Bolt holes elongated Bushing or seal surface worn, affecting performance Leaking through soft yoke plug Retainer strap bent

Code A A A A A A

Procedure Require repair or replacement. Require replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement of soft yoke plug. Require replacement of retainer strap.

Home Tuesday, November 08, 2005 3:11:04 PM

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Slip yoke broken Splines worn, affecting performance Splines worn close to the end of their useful life Threads damaged Threads stripped (threads missing) U-bolt damaged, affecting performance Yoke damaged, affecting performance

A A 1

Require replacement. Require replacement. Suggest replacement.

A A A A

Require repair or replacement. Require replacement. Require replacement of U-bolts. Require repair or replacement.

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

Page 1

ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

7101 Wisconsin Avenue Bethesda, MD 20814 Phone (301) 634-4955 - Fax (202) 318-0378 January 2002 Map@motorist.org

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

When a repair is required , the shop must refuse partial service to the system in question, if the repair creates or continues an unsafe condition.

SERVICE PROCEDURES REQUIRED AND SUGGESTED FOR PROPER VEHICLE OPERATION NOTE:

When working on electrical systems, if a potentially hazardous condition is observed, require repair or replacement of affected components prior to

Home Tuesday, November 08, 2005 3:12:10 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

performing further work.

ACTUATOR MOTORS (SOLENOIDS) (ELECTRIC) Actuator Motors (Solenoids) (Electric) Condition Code Attaching hardware broken A

Procedure Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Connector broken A Require repair or replacement. Connector (Weatherpack type) leaking A Require repair or replacement. Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Inoperative A Require replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Linkage bent, affecting performance A Require repair or replacement of linkage. Linkage bent, not affecting performance 2 Suggest repair or replacement of linkage. Linkage binding, affecting performance A Require repair or replacement of linkage. Linkage binding, not affecting 1 Suggest repair or replacement of linkage. performance Linkage broken A Require repair or replacement of linkage. Linkage loose, affecting performance A Require repair or replacement of linkage. Linkage loose, not affecting 1 Suggest repair or replacement of linkage. performance Linkage missing C Require replacement. Linkage noisy 2 Suggest repair or replacement. Missing C Require replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 1 Suggest repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal corroded, affecting A Require repair or replacement. performance Home Tuesday, November 08, 2005 3:12:10 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

Terminal corroded, not affecting performance Terminal loose, affecting performance Terminal loose, not affecting performance Missing Noisy Out of adjustment

Suggest repair or replacement.

B 1

Require repair or replacement. Suggest repair or replacement.

C 2 B

Require replacement. Suggest repair or replacement. Require repair or replacement.

ACTUATOR MOTORS (VACUUM) Actuator Motors (Vacuum) Condition Attaching hardware broken

Code A

Procedure Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Connector broken A Require repair or replacement. Connector (Weatherpack type) leaking A Require repair or replacement. Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Inoperative A Require replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Leaking (vacuum) A Require repair or replacement. Linkage bent, affecting performance A Require repair or replacement of linkage. Linkage bent, not affecting 2 Suggest repair or replacement of linkage. performance Linkage binding, affecting performance A Require repair or replacement of linkage. Linkage binding, not affecting 1 Suggest repair or replacement of linkage. performance Linkage broken A Require repair or replacement of linkage. Linkage loose, affecting performance A Require repair or replacement of linkage. Linkage loose, not affecting 1 Suggest repair or replacement of linkage. performance Linkage missing C Require replacement. Linkage noisy 2 Suggest repair or replacement. Missing C Require replacement. Home Tuesday, November 08, 2005 3:12:10 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

Noisy Out of adjustment

2 A

Suggest repair or replacement. Require repair or replacement.

AIR BAGS For all air bag components and conditions, refer to vehicle manufacturer's specifications for diagnosis and parts replacement.

ALTERNATORS AND GENERATORS NOTE:

If components have been added that increase vehicle electrical load requirement (for example, sound systems, air conditioning, alarm systems, etc.), charging system output must meet the increased demand.

Alternators and Generators Condition Alternator output meets OEM specification but is insufficient for add-on electrical load Alternator's rated output is below OEM specification Attaching hardware broken

Code 2 B

Procedure Suggest upgrade of alternator or removal of excess electrical load. Require replacement.

Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware non-functioning A Require repair or replacement of hardware. Connector broken A Require repair or replacement. Connector (Weatherpack type) leaking A Require repair or replacement. Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Diode inoperative A Require repair or replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Housing broken, affecting performance A Require repair or replacement. Housing broken, not affecting performance No service suggested or required. Housing cracked, affecting performance A Require repair or replacement. Housing cracked, not affecting performance 1 Suggest repair or replacement. Inoperative A Require repair or replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Home Tuesday, November 08, 2005 3:12:10 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

Noisy Pulley incorrect Terminal broken Terminal burned, affecting performance

2 B A A

Suggest repair or replacement. Require replacement. Require repair or replacement. Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting performance 2 Suggest repair or replacement. Terminal corroded, affecting performance A Require repair or replacement. Terminal corroded, not affecting performance 2 Suggest repair or replacement. Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting performance 1 Suggest repair or replacement. Terminal resistance (voltage drop) out of A Require repair or replacement. specification Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement. Voltage drop out of specification A Require repair or replacement.

AMPLIFIERS See Receivers, Amplifiers, Equalizers, and Sub-Woofer Volume Controls.

ANTENNAS Antennas Condition Attaching hardware broken

Code A

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Insulation damaged, conductors exposed Insulation damaged, conductors not exposed Missing Motor runs continuously Power antenna noisy Sticking Terminal broken Terminal burned, affecting performance

A 1

Require repair or replacement. Suggest replacement.

C A 2 2 A A

Require replacement. Require or replacement. Suggest repair or replacement. Suggest repair or replacement. Require repair or replacement. Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance

BATTERIES Proper operation of any electrical system or component can be affected by battery condition. The battery(ies) must meet or exceed minimum specification for vehicle as equipped and test to that specific battery's CCA. Definition of Terms Battery Performance Testing - Testing that determines whether or not a battery meets both vehicle OEM and battery manufacturer's specifications. Cold Cranking Amp (CCA) Rating - The number of amperes a new, fully charged battery at 0°F (-17.8°C) can deliver for 30 seconds and maintain at least a voltage of 1.2 volts per cell (7.2 volts for a 12-volt battery). Cranking Amps (CA) - The number of amperes a new, fully charged battery, typically at 32°F (0° C) can deliver for 30 seconds and maintain at least a voltage of 1.2 volts per cell (7.2 volts for a 12-volt battery). OEM Cranking Amps - The minimum CCA required by the original vehicle manufacturer for a specific vehicle. Batteries Condition Battery frozen

Code

Procedure Further inspection required. See note below.

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

NOTE: Do not attempt to charge a frozen battery. Allow battery to warm thoroughly and then performance-test. If battery fails performance test, require replacement. Case leaking A Require replacement. Casing swollen A Further inspection required. See note below. NOTE: No service suggested or required unless the battery fails performance test, in which case, require replacement. Circuit open internally A Require replacement. Electrolyte contamination A Further inspection required. See note below. NOTE: No service suggested or required unless the battery fails performance test, in which case, require replacement. Electrolyte discoloration A Further inspection required. See note below. NOTE: No service suggested or required unless the battery fails performance test, in which case, require replacement. Fails to accept and hold charge A Require replacement. See note below. NOTE: This phrase refers to a battery that fails to either accept and/or retain a charge using appropriate times listed in the Battery Charging Guide of the BCI Service Manual, battery charger operating manual, or battery manufacturer's specifications. Fluid level low B Further inspection required. See note below. NOTE: Determine cause of low fluid level. Refill to proper level(s) with water (distilled water preferred). Recharge battery and performance-test. If battery does not meet specifications, require replacement. If battery is sealed type (non-removable filler caps), require replacement. Out of performance specification for B Require replacement. See note below. battery NOTE: The battery may meet vehicle's OEM specifications for that vehicle but test below the minimum specifications defined by the battery manufacturer. Out of specification for application B Require replacement. NOTE: The battery may meet battery manufacturer's specifications but test below the minimum specification defined by the vehicle's OEM for that vehicle. Post (top or side) burned, affecting A Require repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Post (top or side) burned, not 2 Suggest repair or replacement. See note affecting performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Post (top or side) corroded, affecting A Require repair. performance Post (top or side) corroded, not 2 Suggest repair. Home Tuesday, November 08, 2005 3:12:10 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

affecting performance Post (top or side) loose A Require replacement. Post (top or side) melted, affecting A Require repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Post (top or side) melted, not 2 Suggest repair or replacement. See note affecting performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Specific gravity low B Further inspection required. See note below. NOTE: Recharge and test to manufacturer's specifications. If battery fails performance test, require replacement. State of charge low A Further inspection required. See note below. NOTE: Recharge and test to manufacturer's specifications. If battery fails performance test, require replacement. Top dirty 2 Suggest cleaning battery. Top wet A Require cleaning battery. Further inspection required. See note below. NOTE: Check fluid level and adjust to manufacturer's specification. Suggest checking charging system for proper operation. Vent cap loose A Require repair or replacement of vent cap. Vent cap missing C Require replacement of vent cap.

BATTERY CABLES See Battery Cables, Wires, and Connectors.

BATTERY CABLES, WIRES, AND CONNECTORS Battery Cables, Wires, and Connectors Condition Code Application incorrect B Attaching hardware broken A Attaching hardware missing Attaching hardware not functioning

C A

Connector broken Connector melted

A A

Home Tuesday, November 08, 2005 3:12:10 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Insulation damaged, conductors A Require repair or replacement. See note exposed below. NOTE: Exposed conductor at replacement (aftermarket) terminal end does not require repair or replacement. Insulation damaged, conductors not 1 Suggest replacement. exposed Open A Require repair or replacement. Protective shield (conduit) melted 2 Suggest repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Protective shield (conduit) missing 2 Suggest repair or replacement. Resistance (voltage drop) out of A Require repair or replacement. specification Routed incorrectly B Require repair. Secured incorrectly B Require repair. Shorted A Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance Voltage drop out of specification A Require repair or replacement.

BATTERY HOLD DOWN HARDWARE See Battery Trays and Hold Down Hardware.

BATTERY TRAYS AND HOLD DOWN HARDWARE Battery Trays and Hold Down Hardware Condition Code

Procedure

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

Battery improperly secured Bent, affecting performance Bent, not affecting performance Broken, affecting performance Broken, not affecting performance Corroded, affecting performance Corroded, not affecting performance Cracked, affecting performance Cracked, not affecting performance Missing Threads damaged Threads stripped (threads missing) Water drain clogged

2 A A A 2 A 1 C A A A

Suggest repair. Require repair or replacement. No service suggested or required. Require repair or replacement. No service suggested or required. Require repair or replacement. Suggest repair or replacement. Require repair or replacement. Suggest repair or replacement. Require replacement. Require repair or replacement. Require replacement. Require repair.

BATTERY WIRES See Battery Cables, Wires, and Connectors.

BELTS Belts Condition Code Procedure Alignment incorrect B Further inspection required. See note below. NOTE: Determine cause of incorrect alignment and require repair. Cracked 1 Suggest replacement. Frayed 1 Suggest replacement. Missing C Require replacement. Noisy 2 Further inspection required. See note below. NOTE: Determine cause of noise and suggest repair. Plies separated A Require replacement. Tension out of specification B Require adjustment or replacement. Worn beyond adjustment range B Require replacement. Worn so it contacts bottom of pulley A Require replacement.

BULB SOCKETS Bulb Sockets Condition Attaching hardware broken

Code A

Procedure Require repair or replacement of hardware.

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

Attaching hardware missing Attaching hardware not functioning

C A

Require replacement of hardware. Require repair or replacement of hardware. Bulb seized in socket A Require repair or replacement. Burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of socket. Burned, not affecting performance 2 Suggest repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of socket. Broken A Require repair or replacement. Connector broken A Require repair or replacement. Connector missing C Require replacement. Connector (Weatherpack type) leaking A Require repair or replacement. Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Corroded, affecting performance A Require repair or replacement. Corroded, not affecting performance 2 Suggest repair or replacement. Leaking A Require repair or replacement. Melted A Require replacement. See note below. NOTE: Determine cause and correct prior to replacement of part. Shorted A Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance

BULBS, SEALED BEAMS, AND LEDS NOTE:

Does not include soldered-in components.

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

Bulbs, Sealed Beams, and LEDs Condition Code Procedure Adjustment out of specification B Require repair or replacement. Application incorrect B Require replacement. See note below. NOTE: Application incorrect includes wrong bulb coating or color. Attaching hardware broken A Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Base burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Base burned, not affecting performance 2 Suggest repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Base corroded, affecting performance A Require repair or replacement. Base corroded, not affecting 2 Suggest repair or replacement. performance Base leaking A Require repair or replacement. Base loose, affecting performance B Require repair or replacement. Base loose, not affecting performance 1 Suggest repair or replacement. Base melted A Require replacement. See note below. NOTE: Determine cause and correct prior to replacement of part. Bracket bent, affecting performance A Require repair or replacement. Bracket bent, not affecting performance No service suggested or required. Bracket broken, affecting performance A Require replacement. Bracket broken, not affecting No service suggested or required. performance Bracket corroded, affecting performance A Require repair or replacement. Bracket corroded, not affecting 2 Suggest repair or replacement. performance Bracket cracked, affecting performance A Require repair or replacement. Bracket cracked, not affecting 1 Suggest repair or replacement. performance Bracket loose, affecting performance A Require repair or replacement. Bracket loose, not affecting performance 1 Suggest repair or replacement. Bracket missing C Require replacement. Burned out A Require replacement. Connector broken A Require repair or replacement. Home Tuesday, November 08, 2005 3:12:11 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

Connector (Weatherpack type) leaking Connector melted

A A

Require repair or replacement. Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Corroded, affecting performance A Require repair or replacement. Corroded, not affecting performance 2 Suggest repair or replacement. Cracked A Require replacement. Intermittent A Require replacement. Lamp base melted A Require replacement. See note below. NOTE: Determine cause and correct prior to replacement of part. Leaking A Require repair or replacement. Missing C Require replacement. Seized in socket A Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement.

CD PLAYERS See Tape Players and CD Players.

CIGARETTE LIGHTER ASSEMBLIES Cigarette Lighter Assemblies Condition Attaching hardware broken

Code A

Procedure Require repair or replacement of hardware.

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

Attaching hardware missing Attaching hardware not functioning

C A

Require replacement of hardware. Require repair or replacement of hardware. Inoperative A Require repair or replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Loose A Require repair or replacement. Missing 2 Suggest replacement. Sticking A Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance

CIRCUIT BREAKERS See Fuses, Fusible Links, and Circuit Breakers.

CLUTCH SWITCHES See Switches.

CONNECTORS See Wiring Harnesses and Connectors.

CONTROL MODULES Control Modules Condition Application incorrect Attaching hardware missing Attaching hardware threads

Code B C A

Procedure Require replacement. Require replacement of hardware. Require repair or replacement of hardware.

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

damaged Attaching hardware threads A Require repair or replacement of hardware. stripped (threads missing) Code set (if applicable) A Further inspection required. See note below. NOTE: Refer to manufacturer's diagnostic trouble code procedure and require repair or replacement of affected component(s). Connector broken A Require repair or replacement. Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing A Require repair. Contaminated A Require repair or replacement. See note below. NOTE: Determine source of contamination, such as engine coolant, fuel, metal particles, or water. Require repair or replacement. Inoperative B Require repair or replacement. Further inspection required. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Some components may be serviceable; check for accepted cleaning procedure. Leaking A Require repair or replacement. Missing C Require replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting A Require repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting B Require repair or replacement. performance Terminal loose, not affecting 1 Suggest repair or replacement. performance Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement. Wire lead conductors exposed B Require repair or replacement. Wire lead corroded A Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement. Home Tuesday, November 08, 2005 3:12:11 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

CRUISE CONTROL BRAKE SWITCHES See Switches.

CRUISE CONTROL CABLES See Cruise Control Linkages and Cables.

CRUISE CONTROL CLUTCH SWITCHES See Switches.

CRUISE CONTROL LINKAGES AND CABLES Cruise Control Linkages and Cables Condition Code Attaching hardware broken A Attaching hardware missing Attaching hardware not functioning

C A

Bent Binding Bracket bent, affecting performance Bracket bent, not affecting performance Bracket broken, affecting performance Bracket broken, not affecting performance Bracket corroded, affecting performance Bracket corroded, not affecting performance Bracket cracked, affecting performance Bracket cracked, not affecting performance Bracket loose, affecting performance Bracket loose, not affecting performance Bracket missing Broken Cracked

A A A A

Procedure Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Require repair or replacement. Require repair or replacement. Require repair or replacement. No service suggested or required. Require replacement. No service suggested or required.

Require repair or replacement.

Suggest repair or replacement.

A 1

Require repair or replacement. Suggest repair or replacement.

A 1

Require repair or replacement. Suggest repair or replacement.

C A A

Require replacement. Require replacement. Require repair or replacement.

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

Disconnected Kinked Melted

A A A

Require repair or replacement. Require repair or replacement. Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Missing C Require replacement. Noisy 2 Suggest repair or replacement. Out of adjustment B Require repair or replacement. See note below. NOTE: Follow OEM recommended adjustment procedures. Require repair or replacement if out of specification. Routed incorrectly 2 Suggest repair. Seized A Require repair or replacement.

CRUISE CONTROL RESERVOIRS See Cruise Control Vacuum Hoses, Tubes, and Reservoirs.

CRUISE CONTROL TUBES See Cruise Control Vacuum Hoses, Tubes, and Reservoirs.

CRUISE CONTROL VACUUM DUMP RELEASE VALVES Cruise Control Vacuum Dump Release Valves Condition Code Procedure Attaching hardware broken A Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Broken A Require repair or replacement. Inoperative A Require replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Leaking 2 Suggest replacement. Out of adjustment B Further inspection required. See note below. NOTE: Follow OEM recommended adjustment procedures. Require repair or replacement if out of specification.

CRUISE CONTROL VACUUM HOSES, TUBES, AND RESERVOIRS Cruise Control Vacuum Hoses, Tubes, and Reservoirs Leaking A Require repair or replacement. Home Tuesday, November 08, 2005 3:12:11 PM

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Melted Missing Oil-soaked (spongy) Restricted Surface cracks (dry-rotted)

A C 1 A 1

Require replacement. Require replacement. Suggest replacement. Require repair or replacement. Suggest replacement.

CRUISE CONTROL VEHICLE SPEED SENSORS Cruise Control Vehicle Speed Sensors Condition Code Air gap incorrect B

Procedure Require adjustment to vehicle manufacturer's specifications. See note below. NOTE: If a sensor is not adjustable, further inspection is required to identify and correct cause. Attaching hardware broken A Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not A Require repair or replacement of hardware. functioning Broken A Require replacement. Housing cracked A Require replacement. Internal resistance does not meet B Require replacement. See note below. specifications NOTE: Component failure may be caused by water intrusion into the wiring harness. Always check insulation for damage and wiring for excessive resistance. Lead routing incorrect B Require rerouting according to vehicle manufacturer's specifications. Loose B Require adjustment to vehicle manufacturer's specifications. See note below. NOTE: Some integral bearing assemblies with sensors may require replacement. Missing C Require replacement. Output signal incorrect B Require repair or replacement. See note below. NOTE: Component failure may be caused by water intrusion into the wiring harness. Always check insulation for damage and wiring for excessive resistance. Surface contaminated 2 Suggest cleaning; identify and correct source. Tip bent B Require replacement. Tip broken B Require replacement. Tip missing B Require replacement. Wire lead burned A Require replacement. Wire lead conductors exposed B Require replacement. Wire lead corroded A Require replacement. Home Tuesday, November 08, 2005 3:12:11 PM

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Wire lead open Wire lead shorted

A A

Require replacement. Require replacement.

DEFOGGERS See Heating Elements (Defrosters, Defoggers, Electric Heaters, and Seats).

DEFROSTERS See Heating Elements (Defrosters, Defoggers, Electric Heaters, and Seats).

DELAYS Delays Condition Attaching hardware broken

Code A

Procedure Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Binding, affecting performance A Require repair or replacement. Binding, not affecting performance 2 Suggest repair or replacement. Broken A Require repair or replacement. Burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Burned, not affecting performance 2 Suggest repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Cracked, affecting performance A Require repair or replacement. Cracked, not affecting performance 1 Suggest repair or replacement. Inoperative A Require repair or replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Melted, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Melted, not affecting performance 2 Suggest repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Missing C Require replacement. Home Tuesday, November 08, 2005 3:12:11 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

Terminal broken Terminal burned, affecting performance

A A

DIMMERS Dimmers Condition Attaching hardware broken

Code A

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below. NOTE: Determine cause and correct prior to repair or replacement of part. Missing C Require replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance

ELECTRIC HEATERS See Heating Elements (Defrosters, Defoggers, Electric Heaters, and Seats).

EQUALIZERS See Receivers, Amplifiers, Equalizers, and Sub-Woofer Volume Controls.

FUSE BLOCKS See Fuse Boxes and Blocks.

FUSE BOXES AND BLOCKS Fuse Boxes and Blocks Condition Attaching hardware broken

Code A

Attaching hardware missing Attaching hardware not functioning

C A

Broken, affecting performance Broken, not affecting performance Burned, affecting performance

A A

Procedure Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Require replacement. No service suggested or required. Require repair or replacement. See note below.

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

NOTE: Determine cause and correct prior to repair or replacement of fuse box. Burned, not affecting performance 2 Suggest repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of fuse box. Connector broken A Require repair or replacement. Connector (Weatherpack type) leaking A Require repair or replacement. Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Cover missing C Require replacement of cover. Cracked, affecting performance A Require repair or replacement. Cracked, not affecting performance 1 Suggest repair or replacement. Melted, affecting performance A Require replacement. See note below. NOTE: Determine cause and correct prior to replacement of part. Melted, not affecting performance 2 Suggest replacement. See note below. NOTE: Determine cause and correct prior to replacement of part. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance

FUSES, FUSIBLE LINKS, AND CIRCUIT BREAKERS Fuses, Fusible Links, and Circuit Breakers Condition Code Procedure Application incorrect B Require replacement. Blown A Require replacement. NOTE: Determine cause and correct prior to replacement of part. Corroded, affecting performance A Require repair or replacement. Corroded, not affecting performance 2 Suggest repair or replacement. Home Tuesday, November 08, 2005 3:12:11 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

Cracked, affecting performance A Require repair or replacement. Cracked, not affecting performance 1 Suggest repair or replacement. Inoperative A Require replacement. See note below. NOTE: Inoperative includes intermittent operation. Insulation damaged, conductors exposed A Require repair or replacement. Insulation damaged, conductors not 1 Suggest replacement. exposed Missing C Require replacement. Routed incorrectly B Require repair. Secured incorrectly B Require repair. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance

FUSIBLE LINKS See Fuses, Fusible Links, and Circuit Breakers.

GAUGES NOTE:

Includes odometers, speedometers, and tachometers (except cable-driven).

Gauges Condition Attaching hardware broken

Code A

Attaching hardware missing Attaching hardware not functioning

C A

Connector broken Connector (Weatherpack type) leaking

A A

Procedure Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Require repair or replacement. Require repair or replacement.

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

Connector melted

Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Leaking A Require replacement. Lens broken A Require repair or replacement. See note below. NOTE: If lens is available as a separate part, require replacement of lens only. Lens cloudy 2 Suggest repair or replacement. See note below. NOTE: If lens is available as a separate part, suggest replacement of lens only. Lens missing C Require repair or replacement. See note below. NOTE: If lens is available as a separate part, require replacement of lens only. Malfunctioning A Require repair or replacement. See note below. NOTE: Includes inoperative, intermittent operation, failure to perform all functions, out of OEM specification, or out of range. Mechanical head noisy 2 Suggest repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance

GENERATORS See Alternators and Generators.

GROUND CABLES AND STRAPS Ground Cables and Straps Condition

Code

Procedure

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Attaching hardware broken

Attaching hardware missing Attaching hardware not functioning

C A

Corroded, affecting performance Corroded, not affecting performance Insulation damaged, exposing conductors Loose Missing Open Resistance high Terminal resistance (voltage drop) is out of specification Voltage drop out of specification

A 2 2 A C A A B

Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Require repair or replacement. Suggest repair or replacement. Suggest replacement. Require repair. Require replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement.

Require repair or replacement.

GROUND STRAPS See Ground Cables and Straps.

HEADLIGHT ADJUSTERS Headlight Adjusters Condition Code Attaching hardware broken A Attaching hardware missing C Attaching hardware not functioning A Bent, preventing adjustment A Broken A Indicator broken A Indicator missing C Missing C Seized A Threads damaged A Threads stripped (threads missing) A

Procedure Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Require repair or replacement. Require repair or replacement. Require replacement. Require replacement. Require replacement of adjusters. Require repair or replacement. Require repair or replacement. Require replacement.

HEATING ELEMENTS (DEFROSTERS, DEFOGGERS, ELECTRIC HEATERS, AND SEATS) Heating Elements (Defrosters, Defoggers, Electric Heaters, and Seats) Home Tuesday, November 08, 2005 3:12:11 PM

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Condition Attaching hardware broken

Code A

Procedure Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Connector broken A Require repair or replacement. Connector (Weatherpack type) leaking A Require repair or replacement. Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Inoperative A Require repair or replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance Wire lead burned A Require repair or replacement. Wire lead conductors exposed B Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement.

HORNS AND SIRENS Horns and Sirens Condition Code Attaching hardware broken A Attaching hardware missing C Attaching hardware not functioning A Connector broken A

Procedure Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Require repair or replacement.

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

Connector melted

Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Inoperative A Require repair or replacement. See note below. NOTE: Inoperative includes intermittent operation. Missing C Require replacement. Out of adjustment B Require adjustment. Sound quality poor A Require repair or replacement. Further inspection required. Terminal broken A Require repair or replacement. Terminal burned, affecting A Require repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting B Require repair or replacement. performance Terminal loose, not affecting 1 Suggest repair or replacement. performance Wire lead burned A Require repair or replacement. Wire lead conductors exposed B Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement.

IGNITION SWITCHES See Switches.

INDICATOR LIGHTS Indicator Lights Condition Does not come on during bulb check

Code

Procedure Further inspection required. See note below.

NOTE: See service manual for further information. Home Tuesday, November 08, 2005 3:12:11 PM

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Fails to function properly during test Further inspection required. See note mode below. NOTE: See service manual for further information. On constantly Further inspection required. See note below. NOTE: See service manual for further information. On intermittently Further inspection required. See note below. NOTE: See service manual for further information.

KEYLESS ENTRY KEYPADS AND TRANSMITTERS Keyless Entry Keypads and Transmitters Condition Code Attaching hardware broken A

Procedure Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Connector broken A Require repair or replacement. Connector (Weatherpack type) leaking A Require repair or replacement. Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Malfunctioning A Require repair or replacement. See note below. NOTE: Malfunctioning includes inoperative, intermittent operation, or failure to perform all functions. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. Home Tuesday, November 08, 2005 3:12:11 PM

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performance Wire lead burned Wire lead conductors exposed Wire lead open Wire lead shorted

A B A A

Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement.

KEYLESS ENTRY TRANSMITTERS See Keyless Entry Keypads and Transmitters.

LEDS See Bulbs, Sealed Beams, and LEDs.

LENSES Lenses Condition Code Adjustment out of specification B Application incorrect A Attaching hardware broken A Attaching hardware missing C Attaching hardware not functioning A Broken, affecting performance A Broken, not affecting performance Cracked A Discolored A Leaking A Melted, affecting performance A Melted, not affecting performance 2 Missing C

Procedure Require repair. Require replacement. Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Require replacement. No service suggested or required. Require replacement. Require replacement. Require repair or replacement. Require replacement. Suggest replacement. Require replacement.

MICROPHONES See Speakers and Microphones.

MIRRORS (ELECTROCHROMATIC AND HEATED) Mirrors (Electrochromatic and Heated) Condition Code Attaching hardware broken A

Procedure Require repair or replacement of

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Broken A Require repair or replacement. Connector broken A Require repair or replacement. Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Cracked A Require replacement. Inoperative A Require replacement. See note below. NOTE: Inoperative includes intermittent operation. Missing C Require replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance Wire lead burned A Require repair or replacement. Wire lead conductors exposed B Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement.

MOTORS Motors Condition Amperage draw out of specification Attaching hardware broken Attaching hardware missing

Code A A C

Procedure Require repair or replacement. Require repair or replacement of hardware. Require replacement of hardware.

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Attaching hardware not functioning

Bracket bent Bracket broken Bracket cracked Bracket holes elongated, affecting performance Bracket holes elongated, not affecting performance Bracket missing Connector broken Connector (Weatherpack type) leaking Connector melted

A A A A

Require repair or replacement of hardware. Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. No service suggested or required.

C A A A

Require replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Drive mechanism damaged, affecting A Require repair or replacement. See performance note below. NOTE: Further inspection required to determine cause. Drive mechanism damaged, not affecting 2 Suggest repair or replacement. See note below. performance NOTE: Further inspection required to determine cause. Fails to disengage A Require repair or replacement. Housing broken, affecting performance 2 Suggest repair or replacement. Housing broken, not affecting performance No service suggested or required. Housing cracked, affecting performance A Require repair or replacement. Housing cracked, not affecting performance 1 Suggest repair or replacement. Inoperative A Require repair or replacement. See note below. NOTE: Inoperative includes intermittent operation. Linkage bent, affecting performance A Require repair or replacement of linkage. Linkage bent, not affecting performance No service suggested or required. Linkage binding, affecting performance A Require repair or replacement of linkage. Linkage binding, not affecting performance 2 Suggest repair or replacement of linkage. Linkage broken A Require repair or replacement of linkage. Linkage loose, affecting performance A Require repair or replacement of linkage. Home Tuesday, November 08, 2005 3:12:11 PM

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Linkage loose, not affecting performance

Suggest repair or replacement of linkage. Linkage missing C Require replacement. Linkage noisy 2 Suggest repair or replacement. Missing C Require replacement. Noisy 2 Suggest repair or replacement. Out of adjustment B Further inspection required. See note below. NOTE: Follow OEM recommended adjustment procedures. Repair or replace if out of specification. Resistance out of specification A Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting performance 2 Suggest repair or replacement. Terminal corroded, affecting performance A Require repair or replacement. Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting performance 1 Suggest repair or replacement. Wire lead burned A Require repair or replacement. Wire lead conductors exposed B Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement.

NEUTRAL SAFETY SWITCHES See Switches.

ODOMETERS See Gauges.

ODOMETERS, SPEEDOMETERS, AND TACHOMETERS (CABLE-DRIVEN) Odometers, Speedometers, and Tachometers (Cable-driven) Condition Code Procedure Attaching hardware broken A Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Home Tuesday, November 08, 2005 3:12:12 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

Attaching hardware not functioning

Require repair or replacement of hardware. Connector broken A Require repair or replacement. Connector (Weatherpack type) leaking A Require repair or replacement. Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Drive cable broken A Require replacement. Drive cable noisy 2 Suggest repair or replacement. Inoperative A Further inspection required. See note below. NOTE: Inoperative includes intermittent operation, out of OEM specification, or out of range. Leaking A Require replacement. Lens broken A Require repair or replacement. See note below. NOTE: If lens is available as a separate part, require replacement of lens only. Lens cloudy 2 Suggest repair or replacement. See note below. NOTE: If lens is available as a separate part, suggest replacement of lens only. Lens missing C Require repair or replacement. See note below. NOTE: If lens is available as a separate part, require replacement of lens only. Noisy 2 Suggest repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance

PULLEYS Home Tuesday, November 08, 2005 3:12:12 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

Pulleys Condition Code Alignment incorrect B Application incorrect B Attaching hardware broken A Attaching hardware missing C Attaching hardware not functioning A Bent A Cracked A Loose A Missing C Pulley damaged, affecting belt life A

Procedure Require repair or replacement. Require replacement. Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Require replacement. Require replacement. Require repair or replacement. Require replacement. Require replacement.

RECEIVERS, AMPLIFIERS, EQUALIZERS, AND SUB-WOOFER VOLUME CONTROLS Receivers, Amplifiers, Equalizers, and Sub-Woofer Volume Controls Condition Code Procedure Attaching hardware broken A Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Connector broken A Require repair or replacement. Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Malfunctioning A Require repair or replacement. See note below. NOTE: Malfunctioning includes inoperative, intermittent operation, or failure to perform all functions. Missing C Require replacement. Sound quality poor A Require repair or replacement. See note below. NOTE: Make sure poor sound quality is not caused by ignition/charging system or other forms of electrical interference. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Home Tuesday, November 08, 2005 3:12:12 PM

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Terminal burned, not affecting performance Terminal corroded, affecting performance Terminal corroded, not affecting performance Terminal loose, affecting performance Terminal loose, not affecting performance Wire lead burned Wire lead conductors exposed Wire lead open Wire lead shorted

Suggest repair or replacement.

Require repair or replacement.

Suggest repair or replacement.

B 1

Require repair or replacement. Suggest repair or replacement.

A B A A

Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement.

RELAY BOXES Relay Boxes Condition Attaching hardware broken

Code A

Procedure Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Broken, affecting performance A Require replacement. Broken, not affecting performance No service suggested or required. Burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of relay box. Burned, not affecting performance 2 Suggest repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of relay box. Connector broken A Require repair or replacement. Connector (Weatherpack type) leaking A Require repair or replacement. Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Cover missing C Require replacement of cover. Cracked, affecting performance A Require repair or replacement. Cracked, not affecting performance 1 Suggest repair or replacement. Melted, affecting performance A Require replacement. See note below. Home Tuesday, November 08, 2005 3:12:12 PM

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NOTE: Determine cause and correct prior to replacement of part. Melted, not affecting performance 2 Suggest replacement. See note below. NOTE: Determine cause and correct prior to replacement of part. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance

RELAYS Relays Condition Attaching hardware broken

Code A

Procedure Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Housing broken A Require replacement. Housing cracked 2 Suggest replacement. Inoperative A Require replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Missing C Require replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Home Tuesday, November 08, 2005 3:12:12 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

Terminal loose, affecting performance Terminal loose, not affecting performance

B 1

Require repair or replacement. Suggest repair or replacement.

SEALED BEAMS See Bulbs, Sealed Beams, and LEDs.

SEAT HEATERS See Heating Elements (Defrosters, Defoggers, Electric Heaters, and Seats).

SECURITY ALARM SENSORS Security Alarm Sensors Condition Code Procedure Attaching hardware missing C Require replacement of hardware. Attaching hardware threads A Require repair or replacement of hardware. damaged Attaching hardware threads A Require repair or replacement of hardware. stripped (threads missing) Connector broken A Require repair or replacement. Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Inoperative B Require repair or replacement. Further inspection required. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Missing C Require replacement. Resistance out of specification B Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting A Require repair or replacement. See note below. performance NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting B Require repair or replacement. Home Tuesday, November 08, 2005 3:12:12 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

performance Terminal loose, not affecting performance Threads damaged Threads stripped (threads missing) Wire lead conductors exposed Wire lead corroded Wire lead open Wire lead shorted

Suggest repair or replacement.

A A B A A A

Require repair or replacement. Require replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement.

SIRENS See Horns and Sirens.

SOLENOIDS See Actuator Motors (Solenoids) (Electric). NOTE:

For starter solenoids that are integral to the starter assembly, see Starters.

NOTE:

For starter relays, see Relays.

SPEAKERS AND MICROPHONES Speakers and Microphones Condition Code Procedure Application incorrect A Require replacement. Attaching hardware broken A Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not A Require repair or replacement of hardware. functioning Connector broken A Require repair or replacement. Connector (Weatherpack type) A Require repair or replacement. leaking Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Inoperative NOTE: Inoperative includes intermittent operation or out of OEM specification. Membrane torn A Require replacement. Home Tuesday, November 08, 2005 3:12:12 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

Missing Polarity reversed Sound quality poor

C A A

Require replacement. Require repair. Require repair or replacement. Further inspection required. See note below. NOTE: Make sure poor sound quality is not caused by ignition/charging system or other forms of electrical interference. Terminal broken A Require repair or replacement. Terminal burned, affecting A Require repair or replacement. See note below. performance NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting B Require repair or replacement. performance Terminal loose, not affecting 1 Suggest repair or replacement. performance

SPEEDOMETER AND TACHOMETER LINKAGES AND CABLES Speedometer and Tachometer Linkages and Cables Condition Code Procedure Attaching hardware broken A Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Bent A Require repair or replacement. Binding A Require repair or replacement. Bracket bent, affecting performance A Require repair or replacement. Bracket bent, not affecting performance No service suggested or required. Bracket broken, affecting performance A Require replacement. Bracket broken, not affecting No service suggested or required. performance Bracket corroded, affecting A Require repair or replacement. performance Bracket corroded, not affecting 2 Suggest repair or replacement. performance Home Tuesday, November 08, 2005 3:12:12 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

A 1

Require repair or replacement. Suggest repair or replacement.

A 1

Require repair or replacement. Suggest repair or replacement.

C A A A A A

SPEEDOMETER CABLES See Speedometer and Tachometer Linkages and Cables.

SPEEDOMETERS See Gauges.

STARTERS NOTE:

To prevent misdiagnosis, care should be taken to eliminate the possibilities of mechanical problems or high resistance in power and/or ground circuits.

Starters Condition Amperage draw does not meet OEM specifications Attaching hardware broken Attaching hardware missing Attaching hardware not functioning

Code B A C A

Procedure Require repair or replacement. Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. See note below.

Home Tuesday, November 08, 2005 3:12:12 PM

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

NOTE: Inspect block or bell housing mounting surface. Bracket bent, affecting performance A Require repair or replacement. Bracket bent, not affecting No service suggested or required. performance Bracket broken, affecting performance A Require replacement. Bracket broken, not affecting No service suggested or required. performance Bracket corroded, affecting A Require repair or replacement. performance Bracket corroded, not affecting 2 Suggest repair or replacement. performance Bracket cracked, affecting performance A Require repair or replacement. Bracket cracked, not affecting 1 Suggest repair or replacement. performance Bracket holes elongated, affecting A Require repair or replacement. performance Bracket holes elongated, not affecting No service suggested or required. performances) Bracket loose, affecting performance A Require repair or replacement. Bracket loose, not affecting 1 Suggest repair or replacement. performance Bracket missing C Require replacement. Drive gear damaged, affecting A Require repair or replacement. See note performance below. NOTE: Further inspection required to determine cause. Require inspection of ring gear. Drive gear damaged, not affecting 2 Suggest repair or replacement. See note performance below. NOTE: Further inspection required to determine cause. Require inspection of ring gear and service as needed. Fails to disengage A Require repair or replacement. Housing broken, affecting performance 2 Require repair or replacement. Housing broken, not affecting No service suggested or required. performance Housing cracked, affecting A Require repair or replacement. performance Housing cracked, not affecting 2 Suggest repair or replacement. performance Inoperative A Require repair or replacement. See note below. NOTE: Inoperative includes intermittent operation. Noisy 2 Suggest repair or replacement. Home Tuesday, November 08, 2005 3:12:12 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

Shimmed incorrectly B Require repair. Starter shaft bushing missing C Require replacement. See note below. NOTE: Bushing may be in bell housing. Starter shaft bushing worn, affecting A Require replacement. performance Starter shaft bushing worn, not 1 Suggest replacement. affecting performance Terminal broken A Require repair or replacement. Terminal burned, affecting A Require repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance

SUB-WOOFER VOLUME CONTROLS See Receivers, Amplifiers, Equalizers, and Sub-Woofer Volume Controls.

SWITCHES Switches Condition Attaching hardware broken

Code A

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below. NOTE: Determine cause and correct prior to repair or replacement of part. Cracked, affecting performance A Require repair or replacement. Cracked, not affecting performance 1 Suggest repair or replacement. Leaking A Require repair or replacement. Malfunctioning A Require repair or replacement. See note below. NOTE: Includes inoperative, intermittent operation, or failure to perform all functions. Melted, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Melted, not affecting performance 2 Suggest repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Missing C Require replacement. Out of adjustment B Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance Won't return A Require repair or replacement. Worn 1 Suggest replacement.

TACHOMETER CABLES See Speedometer and Tachometer Linkages and Cables.

TACHOMETERS See Gauges.

TAPE PLAYERS AND CD PLAYERS Home Tuesday, November 08, 2005 3:12:12 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

Tape Players and CD Players Condition Attaching hardware broken

Code A

Procedure Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Connector broken A Require repair or replacement. Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Malfunctioning A Require repair or replacement. See note below. NOTE: Malfunctioning includes inoperative, intermittent operation, or failure to perform all functions. Missing C Require replacement. Skips A Require repair or replacement. Sound quality poor A Require repair or replacement. See note below. NOTE: Make sure poor sound quality is not caused by ignition/charging system or other forms of electrical interference. Speed incorrect A Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance Wire lead burned A Require repair or replacement. Wire lead conductors exposed B Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement.

Home Tuesday, November 08, 2005 3:12:12 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

TENSIONERS Tensioners Condition Code Alignment incorrect B Attaching hardware broken A Attaching hardware missing C Attaching hardware not functioning A Bearings worn 1 Belt tension incorrect B Cracked 2 Missing C Noisy 2 Pulley damaged, affecting belt life A Seized A

Procedure Require repair or replacement. Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Suggest replacement. Require adjustment or repair. Suggest replacement. Require replacement. Suggest replacement. Require replacement. Require repair or replacement.

TIMERS Timers Condition Attaching hardware broken

Code A

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Melted, not affecting performance

Suggest repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Missing C Require replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance

TIRE PRESSURE SENSORS Tire Pressure Sensors Condition Attaching hardware broken Attaching hardware missing Attaching hardware not functioning Inoperative

Code A C A

Procedure Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware.

Require repair or replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Loose A Require repair or replacement. Missing C Require replacement.

TRANSCEIVERS Transceivers Condition Attaching hardware broken Attaching hardware missing Attaching hardware not functioning

Code A C A

Procedure Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware.

Home Tuesday, November 08, 2005 3:12:12 PM

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Connector broken Connector melted

A A

Require repair or replacement. Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Malfunctioning A Require repair or replacement. See note below. NOTE: Malfunctioning includes inoperative, intermittent operation, or failure to perform all functions. Missing C Require replacement. Sound quality poor A Require repair or replacement. See note below. NOTE: Make sure poor sound quality is not caused by ignition/charging system or other forms of electrical interference. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance Wire lead burned A Require repair or replacement. Wire lead conductors exposed B Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement.

TRANSDUCERS Transducers Condition Attaching hardware broken Attaching hardware missing Attaching hardware not functioning

Code A C A

Procedure Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware.

Home Tuesday, November 08, 2005 3:12:12 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

Connector broken Connector (Weatherpack type) leaking Connector melted

A A A

Require repair or replacement. Require repair or replacement. Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Drive mechanism damaged, affecting A Require repair or replacement. See performance note below. NOTE: Further inspection required to determine cause. Drive mechanism damaged, not affecting 2 Suggest repair or replacement. See performance note below. NOTE: Further inspection required to determine cause. Inoperative A Require repair or replacement. See note below. NOTE: Inoperative includes intermittent operation or out of specification. Leaking (vacuum/fluid/air) A Require replacement. Linkage bent, affecting performance A Require repair or replacement of linkage. Linkage bent, not affecting performance No service suggested or required. Linkage binding, affecting performance A Require repair or replacement of linkage. Linkage binding, not affecting performance 2 Suggest repair or replacement of linkage. Linkage broken A Require repair or replacement of linkage. Linkage loose, affecting performance A Require repair or replacement of linkage. Linkage loose, not affecting performance 1 Suggest repair or replacement of linkage. Linkage missing C Require replacement. Linkage noisy 2 Suggest repair or replacement. Out of adjustment B Further inspection required. See note below. NOTE: Follow OEM recommended adjustment procedures. Repair or replace if out of specification. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting performance 2 Suggest repair or replacement. Terminal corroded, affecting performance A Require repair or replacement. Home Tuesday, November 08, 2005 3:12:12 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

Terminal corroded, not affecting performance Terminal loose, affecting performance Terminal loose, not affecting performance

Suggest repair or replacement.

B 1

Require repair or replacement. Suggest repair or replacement.

VACUUM ACCUMULATORS (RESERVOIRS) Vacuum Accumulators (Reservoirs) Condition Code Attaching hardware broken A Attaching hardware missing C Attaching hardware not functioning A Leaking A

Procedure Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Require repair or replacement.

VACUUM RESERVOIRS See Vacuum Accumulators (Reservoirs).

VOLTAGE REGULATORS Voltage Regulators Condition Attaching hardware broken

Code A

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Terminal corroded, affecting performance Terminal corroded, not affecting performance Terminal loose, affecting performance Terminal loose, not affecting performance

Require repair or replacement.

Suggest repair or replacement.

B 1

Require repair or replacement. Suggest repair or replacement.

WASHER FLUID LEVEL SENDERS Washer Fluid Level Senders Condition Attaching hardware broken

Code A

Procedure Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Inoperative A Require repair or replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Leaking A Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance Wire lead conductors exposed B Require repair or replacement. Wire lead corroded A Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement.

WASHER PUMPS Home Tuesday, November 08, 2005 3:12:12 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

Washer Pumps Condition Attaching hardware broken

Code A

Procedure Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Connector broken A Require repair or replacement. Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Inoperative A Require repair or replacement. See note below. NOTE: Inoperative includes intermittent operation. Leaking externally A Require repair or replacement. Leaking internally A Require repair or replacement. Noisy 2 Suggest repair or replacement. Resistance out of specification B Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement. Wire lead conductors exposed B Require repair or replacement. Wire lead corroded A Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement.

WIPER ARMS AND BLADES Home Tuesday, November 08, 2005 3:12:13 PM

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NOTE:

Windshield coatings or waxes can cause blades to not function as intended. Clean surface before making final judgment about blade replacement.

Wiper Arms and Blades Condition Code Attaching hardware broken A Attaching hardware missing C Attaching hardware not functioning A Attaching socket stripped A Bent A Loose 2 Missing C Noisy 2 Size incorrect 2 Tension insufficient B Torn A Worn, affecting performance A Worn, not affecting performance 1

Procedure Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Require replacement. Require repair or replacement. Suggest repair or replacement. Require replacement. Suggest repair or replacement. Suggest replacement. Require repair or replacement. Require replacement. Require replacement. Suggest replacement.

WIPER BLADES See Wiper Arms and Blades.

WIPER HOSES AND NOZZLES Wiper Hoses and Nozzles Condition Code Attaching hardware broken A Attaching hardware missing C Attaching hardware not functioning A Blocked A Leaking A Missing C Oil-soaked (spongy) 1 Spray pattern incorrect 2 Surface cracks (dry-rotted) 1

Procedure Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Require repair or replacement. Require repair or replacement. Require replacement. Suggest replacement. Suggest repair or replacement. Suggest replacement.

WIPER LINKAGES Wiper Linkages Home Tuesday, November 08, 2005 3:12:13 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ELECTRICAL SYSTEMS

Condition Code Procedure Attaching hardware broken A Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Attaching stud stripped A Require replacement. Bent A Require repair or replacement. Inoperative A Require replacement. See note below. NOTE: Inoperative includes intermittent operation. Loose 2 Suggest repair or replacement. Missing C Require replacement. Noisy 2 Suggest repair or replacement. Tension insufficient B Require repair or replacement. Worn, affecting performance A Require replacement. Worn, not affecting performance 1 Suggest replacement.

WIPER NOZZLES See Wiper Hoses and Nozzles.

WIPER PUMP RESERVOIRS Wiper Pump Reservoirs Condition Code Attaching hardware broken A Attaching hardware missing C Attaching hardware not functioning A Cap missing C Leaking A Missing C

WIRING HARNESSES AND CONNECTORS Wiring Harnesses and Connectors Condition Application incorrect Attaching hardware broken

Code B A

Attaching hardware missing Attaching hardware not functioning

C A

Procedure Require repair or replacement. Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware.

Home Tuesday, November 08, 2005 3:12:13 PM

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Connector broken Connector (Weatherpack type) leaking Connector melted

A A A

Require repair or replacement. Require repair or replacement. Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Insulation damaged, conductors exposed A Require repair or replacement. Insulation damaged, conductors not 1 Suggest repair or replacement. exposed Open A Require repair or replacement. Protective shield (conduit) melted 2 Suggest repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Protective shield (conduit) missing C Require repair or replacement. Resistance (voltage drop) out of A Require repair or replacement. specification Routed incorrectly B Require repair. Secured incorrectly B Require repair. Shorted A Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance Voltage drop out of specification A Require repair or replacement.

Home Tuesday, November 08, 2005 3:12:13 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

7101 Wisconsin Avenue Bethesda, MD 20814 Phone (301) 634-4955 - Fax (202) 318-0378 January 2002 Map@motorist.org

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

When a repair is required , the shop must refuse partial service to the system in question, if the repair creates or continues an unsafe condition.

ENGINE ASSEMBLIES Service Procedures Required and Suggested for Proper Vehicle Operation CYLINDER HEAD ASSEMBLIES Home Tuesday, November 08, 2005 3:12:55 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

NOTE: A Cylinder Head Assembly is a cylinder head fitted with valves, associated springs, retainers, and on overhead camshaft cylinder heads (OHC), camshaft, camshaft bearings, lash adjusters, tappets and rockers. Cylinder Head Assemblies Condition Adjustable valve lash is out of specification Combustion efficiency is reduced due to carbon deposits in the combustion chamber. Combustion efficiency is reduced due to carbon deposits on the intake valve. Internal component failure (any component)

Code B

Procedure Require repair.

Suggest repair.

Require repair or replacement of cylinder head assembly. See note below. NOTE: It is Required that all other failure related components be inspected for cause and condition. Additional components or assemblies may be Suggested for repair or replacement, such as a water pump on a short block (reason code 4, technician's recommendation based on substantial and informed experience). For example: If there is a failed head gasket with an external coolant leak, in addition to Requiring replacement of the head gasket, inspection of the following for cause and condition is Required: Block, Cooling System, Cylinder Head. It may be Suggested that additional inspections be performed, such as the other head gasket on a V-type engine.

LONG BLOCK ASSEMBLIES NOTE: A Long Block Assembly is a short block assembly together with a cylinder head assembly and all those components fitted within the rocker or cam cover, and timing cover (the whole presented as an assembly). A rebuilt or new oil pump, or kit shall be supplied or fitted as appropriate. Long Block Assemblies Condition Code Procedure Combustion efficiency is reduced due to 2 Suggest repair. carbon deposits in the combustion chamber. Internal component failure (any A Require repair or replacement of the component) long block assembly. See note below. NOTE: It is Required that all other failure related components be inspected for cause and condition. Additional components or assemblies may be Suggested for repair or replacement such as a water pump on a short block (reason code 4, technician's recommendation based on substantial and informed experience). For example: If there is a failed head gasket with an external coolant leak, in addition to Requiring replacement of the head gasket, inspection of the following for cause and condition is Home Tuesday, November 08, 2005 3:12:55 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Required: Block, Cooling System, Cylinder Head. It may be Suggested that additional inspections be performed, such as the other head gasket on a V-type engine. SHORT BLOCK ASSEMBLIES NOTE: A Short Block Assembly is a cylinder block and all those components contained within the limits of the block deck or decks, the pan rail, the block rear face and the timing cover (where fitted), including the crankshaft. Short Block Assemblies Condition Code Procedure Combustion efficiency is reduced due to 2 Suggest repair carbon deposits in the combustion chamber. Internal Component Failure (Any A Require repair or replacement of the Component) short block assembly. See note below. NOTE: It is Required that all other failure related components be inspected for cause and condition. Additional components or assemblies may be Suggested for repair or replacement, such as a water pump on a short block (reason code 4, technician's recommendation based on substantial and informed experience). For example: If there is a failed head gasket with an external coolant leak, in addition to Requiring replacement of the head gasket, inspection of the following for cause and condition is Required: Block, Cooling System, Cylinder Head. It may be Suggested that additional inspections be performed, such as the other head gasket on a V-type engine.

ENGINE COMPONENTS Service Procedures Required and Suggested for Proper Vehicle Operation ACCELERATOR PEDAL POSITION SENSORS Accelerator Pedal Position Sensors Condition Code Attaching hardware missing C Attaching hardware threads A damaged Attaching hardware threads A stripped (threads missing) Connector broken A Connector (Weatherpack type) A leaking Connector melted A

Procedure Require replacement of hardware. Require repair or replacement of hardware. Require repair or replacement of hardware. Require repair or replacement. Require repair or replacement. Require repair or replacement. See note below.

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Inoperative B Require repair or replacement. Further inspection required. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Some components may be serviceable; check for accepted cleaning procedure. Missing C Require replacement. Resistance out of specification B Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting A Require repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Condition Code Procedure Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting B Require repair or replacement. performance Terminal loose, not affecting 1 Suggest repair or replacement. performance Threads stripped (threads missing) A Require replacement. Wire lead conductors exposed B Require repair or replacement. Wire lead corroded A Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement. ACCESSORY BELTS Accessory Belts Condition Code Procedure Alignment incorrect B Further inspection required. See note below. NOTE: Determine cause of incorrect alignment and require repair. Cracked 1 Suggest replacement. Frayed 1 Suggest replacement. Missing C Require replacement. Noisy 2 Further inspection required. See note below. NOTE: Determine cause of noise and suggest repair. Plies separated A Require replacement. Home Tuesday, November 08, 2005 3:12:55 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Tension out of specification Worn beyond adjustment range Worn so it contacts bottom of pulley

B B A

Require adjustment or replacement. Require replacement. Require replacement.

ACCESSORY PULLEYS Accessory Pulleys Condition Code Alignment incorrect B Attaching hardware broken A Attaching hardware missing C Attaching hardware not functioning A Bent A Cracked A Loose A Missing C Pulley damaged, affecting belt life A

Procedure Require repair or replacement. Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Require replacement. Require replacement. Require repair or replacement. Require replacement. Require replacement.

ACTUATORS See Sensors and Actuators. AIR CONDITIONING CYCLING SWITCHES Air Conditioning Cycling Switches Condition Code Attaching hardware missing C Attaching hardware threads A damaged Attaching hardware threads A stripped (threads missing) Connector broken A Connector (Weatherpack type) A leaking Connector melted A

Procedure Require replacement of hardware. Require repair or replacement of hardware. Require repair or replacement of hardware. Require repair or replacement. Require repair or replacement.

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

or water. Require repair or replacement. Inoperative B

Require repair or replacement. Further inspection required. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Some components may be serviceable; check for accepted cleaning procedure. Leaking A Require repair or replacement. Missing C Require replacement. Resistance out of specification B Require repair or replacement. Restricted, affecting performance A Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting A Require repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting B Require repair or replacement. performance Terminal loose, not affecting 1 Suggest repair or replacement. performance Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement. Wire lead conductors exposed B Require repair or replacement. Wire lead corroded A Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement. AIR CONDITIONING PRESSURE SENSORS Air Conditioning Pressure Sensors Condition Code Attaching hardware missing C Attaching hardware threads A damaged Attaching hardware threads A stripped (threads missing) Connector broken A Connector (Weatherpack type) A

Procedure Require replacement of hardware. Require repair or replacement of hardware. Require repair or replacement of hardware. Require repair or replacement. Require repair or replacement.

Home Tuesday, November 08, 2005 3:12:55 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

leaking Connector melted

Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Contaminated A Require repair or replacement. See note below. NOTE: Determine source of contamination, such as engine coolant, fuel, metal particles, or water. Require repair or replacement. Inoperative B Require repair or replacement. Further inspection required. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Some components may be serviceable; check for accepted cleaning procedure. Leaking A Require repair or replacement. Missing C Require replacement. Resistance out of specification B Require repair or replacement. Restricted, affecting performance A Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting A Require repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting B Require repair or replacement. performance Terminal loose, not affecting 1 Suggest repair or replacement. performance Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement. Wire lead conductors exposed B Require repair or replacement. Wire lead corroded A Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement. AIR DUCTS AND TUBES Air Ducts and Tubes Home Tuesday, November 08, 2005 3:12:55 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Condition Code Attaching hardware broken A Attaching hardware missing C Attaching hardware not functioning A Leaking A Missing C Restricted, affecting performance A

Procedure Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Require repair or replacement. Require replacement. Require repair or replacement.

AIR FILTER ELEMENTS Air Filter Elements Condition Code Procedure Leaking A Require replacement. Paper filter element oilA Require replacement. See note below. soaked NOTE: Further inspection required to determine cause. Maintenance intervals 3 Suggest replacement to comply with vehicle's OEM recommended service intervals. Melted A Required replacement. Missing C Require replacement. Restricted, affecting A Require replacement. performance Water-contaminated A Require replacement. See note below. NOTE: Further inspection required to determine cause. AIR FILTER GASKETS See Air Filter Housings and Gaskets. AIR FILTER HOUSINGS AND GASKETS Air Filter Housings and Gaskets Condition Code Attaching hardware broken A Attaching hardware missing C Attaching hardware not functioning A Leaking A Missing C

Procedure Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Require repair or replacement. Require replacement.

AIR FUEL RATIO SENSORS Air Fuel Ratio Sensors Home Tuesday, November 08, 2005 3:12:55 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Condition Attaching hardware missing Attaching hardware threads damaged Attaching hardware threads stripped (threads missing) Connector broken Connector (Weatherpack type) leaking Connector melted

Code C A

Procedure Require replacement of hardware. Require repair or replacement of hardware.

Require repair or replacement of hardware.

A A

Require repair or replacement. Require repair or replacement.

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Wire lead conductors exposed Wire lead corroded Wire lead open Wire lead shorted

B A A A

Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement.

AIR INJECTION CONTROL SOLENOIDS Air Injection Control Solenoids Condition Attaching hardware missing Attaching hardware threads damaged Attaching hardware threads stripped (threads missing) Connector broken Connector (Weatherpack type) leaking Connector melted

Code C A

Procedure Require replacement of hardware. Require repair or replacement of hardware.

Require repair or replacement of hardware.

A A

Require repair or replacement. Require repair or replacement.

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Terminal loose, not affecting performance Threads damaged Threads stripped (threads missing) Wire lead conductors exposed Wire lead corroded Wire lead open Wire lead shorted

Suggest repair or replacement.

A A B A A A

Require repair or replacement. Require replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement.

AIR PLENUMS Air Plenums Condition Code Procedure Integrated air or fuel control components A Require repair or replacement. inoperative See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Internal air or fuel components damaged, A Require repair or replacement of affecting performance component. Internal air or fuel components damaged, not No service suggested or required. affecting performance Internal air or fuel components missing C Require replacement of component. Leaking A Require repair or replacement. Restricted A Require repair or replacement. Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require repair or replacement. AIR PUMP BELTS Air Pump Belts Condition Code Procedure Alignment incorrect B Further inspection required. See note below. NOTE: Determine cause of incorrect alignment and require repair. Cracked 1 Suggest replacement. Frayed 1 Suggest replacement. Maintenance intervals 3 Suggest replacement to comply with vehicle OEM recommended service intervals. Missing C Require replacement. Noisy 2 Further inspection required. See note below. NOTE: Determine cause of noise and suggest repair. Plies separated A Require replacement. Home Tuesday, November 08, 2005 3:12:55 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Tension out of B specification Worn beyond adjustment B range Worn so it contacts bottom A of pulley

Require adjustment or replacement. Require replacement. Require replacement.

AIR PUMPS (ELECTRIC-DRIVEN) Air Pumps (Electric-driven) Condition Attaching hardware broken

Code A

Procedure Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Connector broken A Require repair or replacement. Connector (Weatherpack type) leaking A Require repair or replacement. Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Inoperative A Require replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Leaking A Require replacement. Missing C Require replacement. Noisy 2 Suggest replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance Threads damaged A Require repair or replacement. Home Tuesday, November 08, 2005 3:12:55 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Threads stripped (threads missing)

Require repair or replacement.

AIR TUBES See Air Ducts and Tubes. ASPIRATOR, CHECK, AND DECEL VALVES Aspirator, Check, and Decel Valves Condition Code Attaching hardware broken A Attaching hardware missing C Attaching hardware not A functioning Inoperative A

Procedure Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware.

Require repair or replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Leaking A Require replacement. Melted, affecting performance A Require replacement. Melted, not affecting performance No service suggested or required. Missing C Require replacement. Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require repair or replacement.

BAFFLES See Shrouds, Baffles, and Deflectors. BALLAST PRIMARY SUPPLY RESISTOR WIRES See Ballast Resistors and Primary Supply Resistor Wires. BALLAST RESISTORS AND PRIMARY SUPPLY RESISTOR WIRES Ballast Resistors and Primary Supply Resistor Wires Condition Code Procedure Attaching hardware broken A Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Conductor exposed A Require replacement. Home Tuesday, November 08, 2005 3:12:55 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Connector broken Connector melted

A A

Require repair or replacement. Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Inoperative A Require replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Insulation overheated A Require replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance BAROMETRIC PRESSURE SENSORS Barometric Pressure Sensors Condition Attaching hardware missing Attaching hardware threads damaged Attaching hardware threads stripped (threads missing) Connector broken Connector (Weatherpack type) leaking Connector melted

Code C A

Procedure Require replacement of hardware. Require repair or replacement of hardware.

Require repair or replacement of hardware.

A A

Require repair or replacement. Require repair or replacement.

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

or water. Require repair or replacement. Inoperative B

Require repair or replacement. Further inspection required. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Some components may be serviceable; check for accepted cleaning procedure. Leaking A Require repair or replacement. Missing C Require replacement. Resistance out of specification B Require repair or replacement. Restricted, affecting performance A Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting A Require repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting B Require repair or replacement. performance Terminal loose, not affecting 1 Suggest repair or replacement. performance Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement. Wire lead conductors exposed B Require repair or replacement. Wire lead corroded A Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement. BATTERIES Proper operation of any electrical system or component can be affected by battery condition. The battery(ies) must meet or exceed minimum specification for vehicle as equipped and test to that specific battery's CCA. Definition of Terms Battery Performance Testing - Testing that determines whether or not a battery meets both vehicle OEM and battery manufacturer's specifications. Cold Cranking Amp (CCA) Rating - The number of amperes a new, fully charged battery at 0° F (-17.8° C) can deliver for 30 seconds and maintain at least a voltage of 1.2 volts per cell (7.2 volts for a 12-volt battery). Home Tuesday, November 08, 2005 3:12:56 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Cranking Amps (CA) - The number of amperes a new, fully charged battery, typically at 32° F (0° C) can deliver for 30 seconds and maintain at least a voltage of 1.2 volts per cell (7.2 volts for a 12-volt battery). OEM Cranking Amps - The minimum CCA required by the original vehicle manufacturer for a specific vehicle. Batteries Condition Battery frozen

Code

Procedure Further inspection required. See note below. NOTE: Do not attempt to charge a frozen battery. Allow battery to warm thoroughly and then performance-test. If battery fails performance test, require replacement. Case leaking A Require replacement. Casing swollen A Further inspection required. See note below. NOTE: No service suggested or required unless the battery fails performance test, in which case, require replacement. Circuit open internally A Require replacement. Electrolyte contamination A Further inspection required. See note below. NOTE: No service suggested or required unless the battery fails performance test, in which case, require replacement. Electrolyte discoloration A Further inspection required. See note below. NOTE: No service suggested or required unless the battery fails performance test, in which case, require replacement. Fails to accept and hold charge A Require replacement. See note below. NOTE: This phrase refers to a battery that fails to either accept and/or retain a charge using appropriate times listed in the Battery Charging Guide of the BCI Service Manual, battery charger operating manual, or battery manufacturer's specifications. Fluid level low B Further inspection required. See note below. NOTE: Determine cause of low fluid level. Refill to proper level(s) with water (distilled water preferred). Recharge battery and performance-test. If battery does not meet specifications, require replacement. If battery is sealed type (non-removable filler caps), require replacement. Out of performance specification for B Require replacement. See note below. battery NOTE: The battery may meet vehicle's OEM specifications for that vehicle but test below the minimum specifications defined by the battery manufacturer. Out of specification for application B Require replacement. NOTE: The battery may meet battery manufacturer's specifications but test below the minimum specification defined by the vehicle's OEM for that vehicle. Home Tuesday, November 08, 2005 3:12:56 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Post (top or side) burned, affecting A Require repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Post (top or side) burned, not 2 Suggest repair or replacement. See note affecting performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Post (top or side) corroded, affecting A Require repair. performance Post (top or side) corroded, not 2 Suggest repair. affecting performance Post (top or side) loose A Require replacement. Post (top or side) melted, affecting A Require repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Post (top or side) melted, not 2 Suggest repair or replacement. See note affecting performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Specific gravity low B Further inspection required. See note below. NOTE: Recharge and test to manufacturer's specifications. If battery fails performance test, require replacement. State of charge low A Further inspection required. See note below. NOTE: Recharge and test to manufacturer's specifications. If battery fails performance test, require replacement. Top dirty 2 Suggest cleaning battery. Top wet A Require cleaning battery. Further inspection required. See note below. NOTE: Check fluid level and adjust to manufacturer's specification. Suggest checking charging system for proper operation. Vent cap loose A Require repair or replacement of vent cap. Vent cap missing C Require replacement of vent cap. BATTERY CABLES, WIRES, AND CONNECTORS Battery Cables, Wires, and Connectors Condition Code Application incorrect B Attaching hardware broken A Attaching hardware missing Attaching hardware not functioning

C A

Procedure Require repair or replacement. Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

hardware. Connector broken A Require repair or replacement. Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Insulation damaged, conductors A Require repair or replacement. See note exposed below. NOTE: Exposed conductor at replacement (aftermarket) terminal end does not require repair or replacement. Insulation damaged, conductors not 1 Suggest replacement. exposed Open A Require repair or replacement. Protective shield (conduit) melted 2 Suggest repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Protective shield (conduit) missing 2 Suggest repair or replacement. Resistance (voltage drop) out of A Require repair or replacement. specification Routed incorrectly B Require repair. Secured incorrectly B Require repair. Shorted A Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance Voltage drop out of specification A Require repair or replacement. BATTERY CONNECTORS See Battery Cables, Wires, and Connectors. BATTERY TRAYS AND HOLD DOWN HARDWARE Home Tuesday, November 08, 2005 3:12:56 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Battery Trays and Hold Down Hardware Condition Code Battery improperly secured 2 Bent, affecting performance A Bent, not affecting performance Broken, affecting performance A Broken, not affecting performance Corroded, affecting performance A Corroded, not affecting performance 2 Cracked, affecting performance A Cracked, not affecting performance 1 Missing C Threads damaged A Threads stripped (threads missing) A Water drain clogged A

Procedure Suggest repair. Require repair or replacement. No service suggested or required. Require repair or replacement. No service suggested or required. Require repair or replacement. Suggest repair or replacement. Require repair or replacement. Suggest repair or replacement. Require replacement. Require repair or replacement. Require replacement. Require repair.

BATTERY WIRES See Battery Cables, Wires, and Connectors. BELT-DRIVEN AIR PUMPS Belt-Driven Air Pumps Condition Code Procedure Attaching hardware broken A Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Inoperative A Require replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Leaking A Require replacement. Missing C Require replacement. Noisy 2 Suggest replacement. Pulley alignment incorrect B Require repair or replacement. Pulley bent A Require replacement. Pulley cracked A Require replacement. Pulley loose A Require repair or replacement. Pulley missing C Require replacement. Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require repair or replacement.

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

BELT IDLER ASSEMBLIES (ACCESSORY AND CAM BELTS) Belt Idler Assemblies (Accessory and Cam Belts) Condition Code Procedure Alignment incorrect B Require repair or replacement. Attaching hardware broken A Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Bearings worn 1 Suggest replacement. Cracked 2 Suggest replacement. Missing C Require replacement. Noisy 2 Suggest replacement. Seized A Require repair or replacement. BELT TENSIONERS (ACCESSORY AND CAM BELTS) Belt Tensioners (Accessory and Cam Belts) Condition Code Procedure Alignment incorrect B Require repair or replacement. Attaching hardware broken A Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Bearings worn 1 Suggest replacement. Belt tension incorrect B Require adjustment or repair. Cracked 2 Suggest replacement. Missing C Require replacement. Noisy 2 Suggest replacement. Pulley damaged, affecting belt life A Require replacement. Seized A Require repair or replacement. BOOST CONTROL MECHANISMS See Waste Gates and Boost Control Mechanisms. CAMSHAFT POSITION SENSORS Camshaft Position Sensors Condition Attaching hardware missing Attaching hardware threads damaged

Code C A

Procedure Require replacement of hardware. Require repair or replacement of hardware.

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Attaching hardware threads stripped (threads missing) Connector broken Connector (Weatherpack type) leaking Connector melted

Require repair or replacement of hardware.

A A

Require repair or replacement. Require repair or replacement.

Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Contaminated A Require repair or replacement. See note below. NOTE: Determine source of contamination, such as engine coolant, fuel, metal particles, or water. Require repair or replacement. Inoperative B Require repair or replacement. Further inspection required. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Some components may be serviceable; check for accepted cleaning procedure. Leaking A Require repair or replacement. Missing C Require replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting A Require repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting B Require repair or replacement. performance Terminal loose, not affecting 1 Suggest repair or replacement. performance Wire lead conductors exposed B Require repair or replacement. Wire lead corroded A Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement. CARBURETORS AND CHOKES NOTE: Proper operation of a carburetor includes the ability to control air/fuel mixtures during all phases or driving operation to comply with all federal and local emissions standards. Adjustments are to be considered Home Tuesday, November 08, 2005 3:12:56 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

repairs. Carburetors and Chokes Condition Code Procedure Air/fuel control incorrect B Require repair or replacement. Application incorrect B Require repair or replacement. Attaching hardware broken A Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Components binding A Require repair or replacement. Components damaged, affecting A Require repair or replacement. operation or performance Components missing C Require replacement of components. Contaminated A Require repair or replacement. Further inspection required. See note below. NOTE: Some components may be serviceable; check for accepted cleaning procedure. Determine source of contamination, such as engine coolant, fuel, metal particles, or water. Require repair or replacement. Controlling linkages binding A Require repair or replacement of linkage. Leaking A Require repair or replacement. Mechanical operation incorrect B Require repair or replacement. Operating incorrectly B Require repair or replacement. CASTING CORE PLUGS AND EXPANSION PLUGS Casting Core Plugs and Expansion Plugs Condition Code Leaking A Material type incorrect 2

Procedure Require replacement. Suggest replacement.

CHARGE AIR COOLERS "INTERCOOLERS" (CAC) Charge Air Coolers "Intercoolers" (CAC) Condition Code Air-to-air intercooler leaking, affecting boost A performance Attaching hardware broken A Attaching hardware missing Attaching hardware not functioning

C A

Leaking coolant

Procedure Require repair or replacement. Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Require repair or replacement.

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Missing Restricted, affecting performance

C A

Require replacement. Require repair or replacement.

CHECK VALVES See Aspirator, Check, and Decel Valves. CHOKES See Carburetors and Chokes. CLUTCH PEDAL POSITION SWITCHES Clutch Pedal Position Switches Condition Attaching hardware missing Attaching hardware threads damaged Attaching hardware threads stripped (threads missing) Connector broken Connector melted

Code C A

Procedure Require replacement of hardware. Require repair or replacement of hardware.

Require repair or replacement of hardware.

A A

Require repair or replacement. Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Inoperative B Require repair or replacement. Further inspection required. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Some components may be serviceable; check for accepted cleaning procedure. Missing C Require replacement. Resistance out of specification B Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting A Require repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting B Require repair or replacement. Home Tuesday, November 08, 2005 3:12:56 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

performance Terminal loose, not affecting performance Threads damaged Threads stripped (threads missing) Wire lead conductors exposed Wire lead corroded Wire lead open Wire lead shorted

Suggest repair or replacement.

A A B A A A

Require repair or replacement. Require replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement.

COLD START INJECTORS See Fuel and Cold Start Injectors. CONNECTORS See Wiring Harnesses and Connectors. COOLANT Coolant Condition Acidity (pH) incorrect Contaminated

Code 1

Procedure Suggest correction or replacement.

Require replacement or recycling. Further inspection required. See note below. NOTE: Determine source of contamination and require correction prior to coolant replacement. Level low B Require filling to proper level. See note below. NOTE: Determine source of incorrect level and suggest repair. Maintenance intervals 3 Suggest replacement. See note below. NOTE: The system should be drained and/or flushed and refilled with correct coolant according to OEM recommended service interval and procedures. Mixture incorrect B Require correction or replacement. Type incorrect B Require replacement.

COOLANT RECOVERY TANKS Coolant Recovery Tanks Condition Attaching hardware broken Attaching hardware missing

Code A C

Procedure Require repair or replacement of hardware. Require replacement of hardware.

Home Tuesday, November 08, 2005 3:12:56 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Attaching hardware not functioning Leaking Missing (if original equipment)

A A C

Require repair or replacement of hardware. Require repair or replacement. Require replacement.

COOLING FAN MOTOR MODULES See Cooling Fan Motor Relays and Modules. COOLING FAN MOTOR RELAYS AND MODULES Cooling Fan Motor Relays and Modules Condition Code Attaching hardware broken A

Procedure Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Connector broken A Require repair or replacement. Connector (Weatherpack type) leaking A Require repair or replacement. Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Housing cracked 2 Suggest repair or replacement. Malfunctioning A Require repair or replacement. See note below. NOTE: Includes inoperative, intermittent operation, failure to perform all functions, or out of OEM specification. Missing C Require replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance Home Tuesday, November 08, 2005 3:12:56 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Wire lead conductors exposed Wire lead corroded Wire lead open Wire lead shorted

B A A A

Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement.

COOLING FAN MOTOR RESISTORS Cooling Fan Motor Resistors Condition Application incorrect Attaching hardware broken

Code B A

Procedure Require replacement. Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Connector broken A Require repair or replacement. Connector (Weatherpack type) leaking A Require repair or replacement. Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Missing C Require replacement. Open A Require replacement. Resistance out of specification B Require repair or replacement. Shorted A Require replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance

COOLING FAN MOTOR SENSORS AND SWITCHES Home Tuesday, November 08, 2005 3:12:56 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Cooling Fan Motor Sensors and Switches Condition Code Procedure Attaching hardware missing C Require replacement of hardware. Attaching hardware threads A Require repair or replacement of hardware. damaged Attaching hardware threads A Require repair or replacement of hardware. stripped (threads missing) Connector broken A Require repair or replacement. Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Contaminated A Require repair or replacement. See note below. NOTE: Determine source of contamination, such as engine coolant, fuel, metal particles, or water. Require repair or replacement. Inoperative B Require repair or replacement. Further inspection required. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Some components may be serviceable; check for accepted cleaning procedure. Leaking A Require repair or replacement. Missing C Require replacement. Resistance out of specification B Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting A Require repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting B Require repair or replacement. performance Terminal loose, not affecting 1 Suggest repair or replacement. performance Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement. Wire lead conductors exposed B Require repair or replacement. Wire lead corroded A Require repair or replacement. Home Tuesday, November 08, 2005 3:12:56 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Wire lead open Wire lead shorted

A A

Require repair or replacement. Require repair or replacement.

COOLING FAN MOTOR SWITCHES See Cooling Fan Motor Sensors and Switches. COOLING FAN MOTORS Cooling Fan Motors Condition Attaching hardware broken

Code A

Procedure Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Connector broken A Require repair or replacement. Connector (Weatherpack type) leaking A Require repair or replacement. Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Hydraulic fan motor leaking A Require repair or replacement. Inoperative A Require replacement. See note below. NOTE: Check fan motor/controls. Inoperative includes intermittent operation or out of OEM specification. Missing C Require replacement. Noisy 2 Suggest replacement. Rotation incorrect for application B Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance Home Tuesday, November 08, 2005 3:12:56 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Vibration Wire lead conductors exposed Wire lead corroded Wire lead open Wire lead shorted

1 B A A A

Suggest replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement.

CRANKSHAFT POSITION SENSORS Crankshaft Position Sensors Condition Attaching hardware missing Attaching hardware threads damaged Attaching hardware threads stripped (threads missing) Connector broken Connector (Weatherpack type) leaking Connector melted

Code C A

Procedure Require replacement of hardware. Require repair or replacement of hardware.

Require repair or replacement of hardware.

A A

Require repair or replacement. Require repair or replacement.

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Terminal corroded, not affecting performance Terminal loose, affecting performance Terminal loose, not affecting performance Threads damaged Threads stripped (threads missing) Wire lead conductors exposed Wire lead corroded Wire lead open Wire lead shorted

Suggest repair or replacement.

Require repair or replacement.

Suggest repair or replacement.

A A B A A A

Require repair or replacement. Require replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement.

DECEL VALVES See Aspirator, Check, and Decel Valves. DEFLECTORS See Shrouds, Baffles, and Deflectors. DIP STICKS AND TUBES Dip Sticks and Tubes Condition Application incorrect Bent

Code B 2

Broken, affecting performance (for example, fuel mixture) Broken, not affecting performance

Leaking, affecting performance (for example, fuel mixture) Leaking, not affecting performance

Missing

Procedure Require replacement. Suggest repair or replacement. Require repair or replacement. Suggest repair or replacement. Require repair or replacement. Suggest repair or replacement. Require replacement.

DIP STICK TUBES See Dip Sticks and Tubes. DISTRIBUTOR ADVANCES AND RETARDERS (MECHANICAL AND VACUUM) Home Tuesday, November 08, 2005 3:12:56 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Distributor Advances and Retarders (Mechanical and Vacuum) Condition Code Procedure Attaching hardware broken A Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not A Require repair or replacement of hardware. functioning Binding A Require repair or replacement. Inoperative A Require repair or replacement. See note below. NOTE: Inoperative includes intermittent operation. Leaking A Require replacement. Out of specification B Require repair or replacement. DISTRIBUTOR BOOTS AND SHIELDS Distributor Boots and Shields Condition Code Attaching hardware broken A Attaching hardware missing C Attaching hardware not functioning A Deteriorated A Leaking A Missing A Torn A

DISTRIBUTOR CAPS Distributor Caps Condition Application incorrect Arcing Attaching hardware broken

Code B A A

Attaching hardware missing Attaching hardware not functioning

C A

Burned Carbon button missing Carbon button worn, affecting performance Carbon button worn, not affecting

A A A

Procedure Require replacement. Require replacement. Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Require replacement. Require replacement. Require replacement.

Suggest replacement.

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

performance Carbon-tracked Cracked Loose Terminal broken Terminal burned, affecting performance

A A 2 A A

Require replacement. Require replacement. Suggest repair or replacement. Require repair or replacement. Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal eroded, affecting performance A Require repair or replacement. Terminal eroded, not affecting No service suggested or required. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance DISTRIBUTOR RETARDERS (MECHANICAL AND VACUUM) See Distributor Advances and Retarders (Mechanical and Vacuum). DISTRIBUTOR ROTORS Distributor Rotors Condition Code Application incorrect B Attaching hardware broken A Attaching hardware missing C Attaching hardware not functioning A Carbon-tracked A Contact burned A Corroded 1 Eroded 1 Loose A Out of specification B

Procedure Require replacement. Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Require replacement. Require replacement. Suggest replacement. Suggest replacement. Require repair or replacement. Require replacement.

DISTRIBUTOR SHIELDS Home Tuesday, November 08, 2005 3:12:56 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

See Distributor Boots and Shields. DISTRIBUTORS Distributors Condition Attaching hardware broken

Code A

A A

Procedure Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Require repair or replacement. Suggest repair or replacement. Require repair or replacement. Suggest repair or replacement. Require repair or replacement. Require replacement. No service suggested or required. Require repair or replacement. Require repair or replacement.

A 2 A A A A A A A A C A 1

Require repair or replacement. Suggest repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. Require replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. Suggest repair or replacement.

Attaching hardware missing Attaching hardware not functioning

C A

Bushings worn, affecting performance Bushings worn, not affecting performance Cam lobes worn, affecting performance Cam lobes worn, not affecting performance Gear broken Gear worn, affecting performance Gear worn, not affecting performance Integrated pickup triggering device loose Integrated pickup triggering device magnetism incorrect Leaking oil internally Noisy Pickup triggering device (reluctor) broken Pickup triggering device (reluctor) loose Pickup triggering device (reluctor) weak Reluctor (pickup triggering device) broken Reluctor (pickup triggering device) loose Reluctor (pickup triggering device) weak Shaft bent Thrust washer broken Thrust washer missing Thrust washer worn, affecting performance Thrust washer worn, not affecting performance

A 1 A 1 A A

EARLY FUEL EVAPORATION VALVES (HEAT RISER ASSEMBLIES) Early Fuel Evaporation Valves (Heat Riser Assemblies) Condition Code Procedure Broken A Require replacement of affected parts. Home Tuesday, November 08, 2005 3:12:56 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Diaphragm inoperative A Further inspection required. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. If the inoperative diaphragm is separate from the heat riser, then require replacement of the inoperative diaphragm. If the inoperative diaphragm is part of the heat riser, then replace the heat riser. Leaking A Require repair or replacement. Noisy 2 Suggest repair or replacement. Seized A Require replacement of affected parts. Spring broken B Require replacement of spring(s). Spring inoperative A Require replacement of spring(s). See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. EGR COOLERS See EGR Plates and Coolers. EGR EXHAUST MANIFOLD PASSAGES See EGR Intake and Exhaust Manifold Passages. EGR INTAKE AND EXHAUST MANIFOLD PASSAGES EGR Intake and Exhaust Manifold Passages Condition Code Leaking A Restricted, affecting performance A

Procedure Require repair or replacement. Require repair or replacement.

EGR PLATES AND COOLERS EGR Plates and Coolers Condition Leaking Missing Restricted, affecting performance

Code A C A

Procedure Require repair or replacement. Require replacement. Require repair or replacement.

ELECTRONIC SPARK CONTROL MODULES Electronic Spark Control Modules Condition Application incorrect Attaching hardware missing Attaching hardware threads damaged

Code B C A

Procedure Require replacement. Require replacement of hardware. Require repair or replacement of

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ÂŠ 2004 Mitchell Repair Information Company, LLC.

1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

hardware. Attaching hardware threads stripped A Require repair or replacement of (threads missing) hardware. Connector broken A Require repair or replacement. Connector (Weatherpack type) leaking A Require repair or replacement. Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing A Require repair. Contaminated A Require repair or replacement. See note below. NOTE: Determine source of contamination, such as engine coolant, fuel, metal particles, or water. Require repair or replacement of source. Leaking A Require repair or replacement. Malfunctioning A Require repair or replacement. See note below. NOTE: Includes inoperative, intermittent operation, failure to perform all functions, or out of OEM specification. Missing C Require replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting performance 2 Suggest repair or replacement. Terminal corroded, affecting performance A Require repair or replacement. Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting performance 1 Suggest repair or replacement. Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement. Wire lead conductors exposed B Require repair or replacement. Wire lead corroded A Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement. ELECTRONIC TRANSMISSION CONTROL DEVICES Electronic Transmission Control Devices Condition Code Attaching hardware missing C

Procedure Require replacement of hardware.

Home Tuesday, November 08, 2005 3:12:57 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Attaching hardware threads damaged

Require repair or replacement of hardware. Attaching hardware threads stripped A Require repair or replacement of (threads missing) hardware. Connector broken A Require repair or replacement. Connector (Weatherpack type) leaking A Require repair or replacement. Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Contaminated A Require repair or replacement. See note below. NOTE: Determine source of contamination, such as engine coolant, fuel, metal particles, or water. Require repair or replacement. Leaking A Require repair or replacement. Malfunctioning A Require repair or replacement. See note below. NOTE: Includes inoperative, intermittent operation, failure to perform all functions, or out of OEM specification. Missing C Require replacement. Resistance out of specification B Require repair or replacement. Restricted, affecting performance A Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting performance 2 Suggest repair or replacement. Terminal corroded, affecting performance A Require repair or replacement. Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting performance 1 Suggest repair or replacement. Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement. Wire lead conductors exposed B Require repair or replacement. Wire lead corroded A Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement. ELECTRONIC TRANSMISSION FEEDBACK DEVICES Home Tuesday, November 08, 2005 3:12:57 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Electronic Transmission Feedback Devices Condition Code Procedure Attaching hardware missing C Require replacement of hardware. Attaching hardware threads A Require repair or replacement of hardware. damaged Attaching hardware threads A Require repair or replacement of hardware. stripped (threads missing) Connector broken A Require repair or replacement. Connector (Weatherpack type) A Require repair or replacement. leaking Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Contaminated A Require repair or replacement. See note below. NOTE: Determine source of contamination, such as engine coolant, fuel, metal particles, or water. Require repair or replacement. Inoperative B Require repair or replacement. Further inspection required. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Some components may be serviceable; check for accepted cleaning procedure. Leaking A Require repair or replacement. Missing C Require replacement. Resistance out of specification B Require repair or replacement. Restricted, affecting performance A Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting A Require repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting B Require repair or replacement. performance Terminal loose, not affecting 1 Suggest repair or replacement. performance Threads damaged A Require repair or replacement. Home Tuesday, November 08, 2005 3:12:57 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Threads stripped (threads missing) Wire lead conductors exposed Wire lead corroded Wire lead open Wire lead shorted

A B A A A

Require replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement.

ENGINE COOLANT TEMPERATURE SENSORS Engine Coolant Temperature Sensors Condition Code Attaching hardware missing C Attaching hardware threads A damaged Attaching hardware threads A stripped (threads missing) Connector broken A Connector (Weatherpack type) A leaking Connector melted A

Procedure Require replacement of hardware. Require repair or replacement of hardware. Require repair or replacement of hardware. Require repair or replacement. Require repair or replacement.

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

performance Terminal corroded, not affecting performance Terminal loose, affecting performance Terminal loose, not affecting performance Threads damaged Threads stripped (threads missing) Wire lead conductors exposed Wire lead corroded Wire lead open Wire lead shorted

Suggest repair or replacement.

Require repair or replacement.

Suggest repair or replacement.

A A B A A A

Require repair or replacement. Require replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement.

ENGINE COOLING SYSTEMS NOTE: Overheating, poor engine performance, and insufficient cabin heat can be affected by, but are not limited to, all of the components in the engine cooling system. ENGINE COVERS (OIL PAN, VALVE COVER, TIMING COVER) Engine Covers (Oil Pan, Valve Cover, Timing Cover) Condition Code Procedure Attaching hardware incorrect B Require replacement. Attaching hardware loose A Require repair or replacement. Attaching hardware missing C Require replacement. Baffle loose 2 Suggest repair or replacement. Baffle missing C Require replacement. Bent, affecting performance A Require repair or replacement. Bent, not affecting performance No service suggested or required. Cracked (not leaking) 2 Suggest repair or replacement. Leaking externally A Require repair or replacement. Leaking internally, causing fluid contamination A Require repair or replacement. Missing C Require replacement. Restricted passage A Require repair or replacement. Threads damaged A Require repair or replacement. ENGINE OIL Engine Oil Condition

Code

Procedure

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Contaminated A Require replacement of oil and filter. See note below. NOTE: Determine source of contamination, such as engine coolant, fuel, metal particles, or water when changing oil. Require repair or replacement. Level high B Determine source of incorrect level and require repair. Level low B Determine source of incorrect level and require repair. Maintenance 3 Suggest replacement to comply with vehicle's OEM intervals recommended service intervals. ENGINE OIL CANISTERS See Engine Oil Filters and Canisters. ENGINE OIL COOLERS (EXTERNAL) Engine Oil Coolers (External) Condition Air flow restriction Attaching hardware broken

Code A A

Attaching hardware missing Attaching hardware not functioning

C A

Bypassed Connection leaking Corroded Fins damaged, affecting performance Fins damaged, not affecting performance Fluid flow restrictions Internal restrictions, affecting performance Leaking Missing Threads damaged Threads stripped (threads missing)

A A 1 A 2 A A

Procedure Require repair or replacement. Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Require repair or replacement. Require repair or replacement. Suggest repair or replacement. Require repair or replacement. Suggest repair or replacement. Require repair or replacement. Require repair or replacement.

A A A A

Require repair or replacement. Require replacement. Require repair or replacement. Require replacement.

ENGINE OIL DRAIN PLUGS AND GASKETS Engine Oil Drain Plugs and Gaskets Condition Code Leaking A Missing C

Procedure Require repair or replacement. Require replacement.

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Threads damaged A Require repair or replacement. See note below. NOTE: Some OEMs require replacement of drain plug gasket when removing drain plug. Inspect threads in oil pan for damage. ENGINE OIL FILTERS AND CANISTERS Engine Oil Filters and Canisters Condition Code Bulged A NOTE: Inspect pressure relief valve. Canister attaching hardware A broken Canister attaching hardware A loose Canister attaching hardware C missing Canister attaching hardware A not functioning Center tube collapsed A NOTE: Inspect bypass. Contaminated

Procedure Require replacement. Further inspection required. See note below. Require repair or replacement of hardware. Require repair. Require replacement. Require repair or replacement of hardware. Require replacement. Further inspection required. See note below.

Require replacement of oil and filter. See note below. NOTE: Determine cause of contamination, such as engine coolant, fuel, metal particles, or water when changing oil. Require repair or replacement. Dented 2 Suggest replacement. Further inspection required. See note below. NOTE: Determine cause, such as broken motor mount. Leaking A Require repair or replacement. Maintenance intervals 3 Suggest replacement to comply with vehicle's OEM recommended service intervals. ENGINE OIL GASKETS See Engine Oil Drain Plugs and Gaskets. ENGINE OIL PRESSURE GAUGES (MECHANICAL) Engine Oil Pressure Gauges (Mechanical) Condition Code Procedure Indicates out of range B Further inspection required. See note below. Home Tuesday, November 08, 2005 3:12:57 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

NOTE: Gauge may indicate problem with contaminated oil, level, pressure, or temperature, or problem with gauge. Inoperative A Further inspection required. See note below. NOTE: Gauge may indicate problem with contaminated oil, level, pressure, or temperature, or problem with gauge. Inoperative includes intermittent operation, out of OEM specification, or out of range. Further inspection required to determine cause. Leaking A Require repair or replacement. Reads inaccurately 2 Suggest repair or replacement. EVAPORATIVE EMISSION (EVAP) CANISTER FILTERS Evaporative Emission (EVAP) Canister Filters Condition Code Procedure Attaching hardware broken A Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not A Require repair or replacement of hardware. functioning Maintenance interval 3 Suggest replacement to comply with OEM recommended service interval. Missing C Require replacement. Restricted, affecting A Require replacement. performance Restricted, not affecting 1 Suggest replacement. performance Water-contaminated A Require replacement. EVAPORATIVE EMISSION (EVAP) CANISTER PURGE DEVICES Evaporative Emission (EVAP) Canister Purge Devices Condition Code Procedure Attaching hardware missing C Require replacement of hardware. Attaching hardware threads A Require repair or replacement of hardware. damaged Attaching hardware threads A Require repair or replacement of hardware. stripped (threads missing) Connector broken A Require repair or replacement. Connector (Weatherpack type) A Require repair or replacement. leaking Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Home Tuesday, November 08, 2005 3:12:57 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Contaminated

Require repair or replacement. See note below. NOTE: Determine source of contamination, such as engine coolant, fuel, metal particles, or water. Require repair or replacement. Inoperative B Require repair or replacement. Further inspection required. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Some components may be serviceable; check for accepted cleaning procedure. Leaking A Require repair or replacement. Missing C Require replacement. Resistance out of specification B Require repair or replacement. Restricted, affecting performance A Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting A Require repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting B Require repair or replacement. performance Terminal loose, not affecting 1 Suggest repair or replacement. performance Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement. Wire lead conductors exposed B Require repair or replacement. Wire lead corroded A Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement. EVAPORATIVE EMISSION (EVAP) CANISTERS Evaporative Emission (EVAP) Canisters Condition Code Procedure Inoperative A Require repair or replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Leaking A Require replacement. Missing C Require replacement. Home Tuesday, November 08, 2005 3:12:57 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Saturated

Require replacement.

EVAPORATIVE EMISSION (EVAP) FEEDBACK DEVICES Evaporative Emission (EVAP) Feedback Devices Condition Code Procedure Attaching hardware missing C Require replacement of hardware. Attaching hardware threads A Require repair or replacement of hardware. damaged Attaching hardware threads A Require repair or replacement of hardware. stripped (threads missing) Connector broken A Require repair or replacement. Connector (Weatherpack type) A Require repair or replacement. leaking Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Contaminated A Require repair or replacement. See note below. NOTE: Determine source of contamination, such as engine coolant, fuel, metal particles, or water. Require repair or replacement. Inoperative B Require repair or replacement. Further inspection required. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Some components may be serviceable; check for accepted cleaning procedure. Leaking A Require repair or replacement. Missing C Require replacement. Resistance out of specification B Require repair or replacement. Restricted, affecting performance A Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting A Require repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting B Require repair or replacement. performance Home Tuesday, November 08, 2005 3:12:57 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Terminal loose, not affecting performance Threads damaged Threads stripped (threads missing) Wire lead conductors exposed Wire lead corroded Wire lead open Wire lead shorted

Suggest repair or replacement.

A A B A A A

Require repair or replacement. Require replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement.

EXHAUST GAS RECIRCULATION DEVICES Exhaust Gas Recirculation Devices Condition Code Attaching hardware missing C Attaching hardware threads A damaged Attaching hardware threads A stripped (threads missing) Connector broken A Connector (Weatherpack type) A leaking Connector melted A

Procedure Require replacement of hardware. Require repair or replacement of hardware. Require repair or replacement of hardware. Require repair or replacement. Require repair or replacement.

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performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting B Require repair or replacement. performance Terminal loose, not affecting 1 Suggest repair or replacement. performance Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement. Wire lead conductors exposed B Require repair or replacement. Wire lead corroded A Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement. EXHAUST GAS RECIRCULATION FEEDBACK DEVICES Exhaust Gas Recirculation Feedback Devices Condition Code Procedure Attaching hardware missing C Require replacement of hardware. Attaching hardware threads A Require repair or replacement of hardware. damaged Attaching hardware threads A Require repair or replacement of hardware. stripped (threads missing) Connector broken A Require repair or replacement. Connector (Weatherpack type) A Require repair or replacement. leaking Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Contaminated A Require repair or replacement. See note below. NOTE: Determine source of contamination, such as engine coolant, fuel, metal particles, or water. Require repair or replacement. Inoperative B Require repair or replacement. Further inspection required. See note below. Home Tuesday, November 08, 2005 3:12:57 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

NOTE: Inoperative includes intermittent operation or out of OEM specification. Some components may be serviceable; check for accepted cleaning procedure. Leaking A Require repair or replacement. Missing C Require replacement. Resistance out of specification B Require repair or replacement. Restricted, affecting performance A Require repair or replacement. Restricted, not affecting 1 Suggest repair or replacement. performance Terminal broken A Require repair or replacement. Terminal burned, affecting A Require repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting B Require repair or replacement. performance Terminal loose, not affecting 1 Suggest repair or replacement. performance Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement. Wire lead conductors exposed B Require repair or replacement. Wire lead corroded A Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement. EXPANSION PLUGS See Casting Core Plugs and Expansion Plugs. FAN CONTROL SENSORS Fan Control Sensors Condition Attaching hardware missing Attaching hardware threads damaged Attaching hardware threads stripped (threads missing)

Code C A

Procedure Require replacement of hardware. Require repair or replacement of hardware.

Require repair or replacement of hardware.

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Connector broken Connector (Weatherpack type) leaking Connector melted

A A

Require repair or replacement. Require repair or replacement.

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Fuel Condition Code Procedure Contaminated B Require repair or replacement. NOTE: Determine of source of contamination. Require repair or replacement. Fuel incorrect B Require flushing of system. See note below. NOTE: If a fuel other than specification fuel is present in the system, the required service is to flush and fill with the correct fuel. FUEL ACCUMULATORS AND DAMPERS Fuel Accumulators and Dampers Condition Code Procedure Attaching hardware broken A Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Connections leaking A Require repair or replacement. Inoperative A Require replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Leaking A Require replacement. FUEL AND COLD START INJECTORS NOTE: You are not required to replace injectors in sets. However, you may suggest replacement of all injectors for preventive maintenance. Fuel and Cold Start Injectors Condition Code Procedure Application incorrect B Require replacement. Attaching hardware broken A Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not A Require repair or replacement of hardware. functioning Connector broken A Require repair or replacement. Connector (Weatherpack type) A Require repair or replacement. leaking Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Flow restricted B Require repair or replacement. Inoperative B Require repair or replacement. Further inspection required. See note below. Home Tuesday, November 08, 2005 3:12:57 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

NOTE: Inoperative includes intermittent operation, out of OEM specification. Some components may be serviceable. Leaking A Require repair or replacement. Resistance out of specification B Require replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting A Require repair or replacement. See note below. performance NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting B Require repair or replacement. performance Terminal loose, not affecting 1 Suggest repair or replacement. performance Threads damaged A Require repair or replacement. Threads stripped (threads A Require replacement. missing) FUEL DAMPERS See Fuel Accumulators and Dampers. FUEL DELIVERY CHECK VALVES Fuel Delivery Check Valves Condition Code Procedure Inoperative A Require replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Leaking externally A Require repair or replacement. Missing C Require replacement. Pressure leaking (bleeds down) A Require repair or replacement. FUEL DISTRIBUTORS (BOSCH CIS) Fuel Distributors (Bosch CIS) Condition Code Inoperative A

Procedure Require repair or replacement. Further inspection required. See note below.

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NOTE: Inoperative includes intermittent operation. Leaking A Require repair or replacement. Out of specification B Require repair or replacement. Restricted, affecting A Require repair or replacement. Further inspection performance required. See note below. NOTE: Some components may be serviceable; check for accepted cleaning procedure. FUEL FILLER NECKS AND RESTRICTORS Fuel Filler Necks and Restrictors Condition Code Attaching hardware broken A Attaching hardware missing C Attaching hardware not functioning A Leaking A Missing C Restricted 2

FUEL FILTERS Fuel Filters Condition Code Attaching hardware broken A Attaching hardware missing C Attaching hardware not A functioning Leaking A Maintenance interval 3 Missing Restricted, affecting performance Restricted, not affecting performance Water-contaminated

Procedure Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware.

C A

Require repair or replacement. Suggest replacement to comply with OEM recommended service interval. Require replacement. Require replacement.

Suggest replacement.

FUEL INJECTORS Fuel Injectors Condition Attaching hardware missing

Code C

Procedure Require replacement of hardware.

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Attaching hardware threads damaged Attaching hardware threads stripped (threads missing) Connector broken Connector (Weatherpack type) leaking Connector melted

Require repair or replacement of hardware.

A A

Require repair or replacement. Require repair or replacement.

Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Contaminated A Require repair or replacement. See note below. NOTE: Determine source of contamination, such as engine coolant, fuel, metal particles, or water. Require repair or replacement. Inoperative B Require repair or replacement. Further inspection required. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Some components may be serviceable; check for accepted cleaning procedure. Leaking A Require repair or replacement. Missing C Require replacement. Resistance out of specification B Require repair or replacement. Restricted, affecting performance A Require repair or replacement. Restricted, not affecting 2 Suggest repair or replacement. performance Terminal broken A Require repair or replacement. Terminal burned, affecting A Require repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting B Require repair or replacement. performance Terminal loose, not affecting 1 Suggest repair or replacement. performance Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement. Home Tuesday, November 08, 2005 3:12:57 PM

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Wire lead conductors exposed Wire lead corroded Wire lead open Wire lead shorted

B A A A

Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement.

FUEL LEVEL SENDERS Fuel Level Senders Condition Attaching hardware broken

Code A

Procedure Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Inoperative A Require repair or replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Leaking A Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance Wire lead conductors exposed B Require repair or replacement. Wire lead corroded A Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement.

FUEL PRESSURE REGULATORS Fuel Pressure Regulators Condition Contaminated

Code 2

Procedure Suggest repair or replacement. Further inspection

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required. See note below. NOTE: Some components may be serviceable; check for accepted cleaning procedure. Determine source of contamination. Require repair or replacement. Inoperative B Require repair or replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Leaking (internally or A Require repair or replacement. externally) Pressure out of B Require repair or replacement. specification Vapor bypass restricted A Require repair or replacement. FUEL PUMPS (IN-TANK AND EXTERNAL, ELECTRICAL, OR MECHANICAL) Fuel Pumps (In-Tank and External, Electrical, or Mechanical) Condition Code Procedure Attaching hardware broken A Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Connector broken A Require repair or replacement. Connector (Weatherpack type) leaking A Require repair or replacement. Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Contaminated A Require replacement. NOTE: Determine source of contamination. Require repair or replacement. Inoperative A Require repair or replacement. See note below. NOTE: Inoperative includes intermittent operation. Leaking externally (includes pulsator ) A Require repair or replacement. Leaking internally (includes pulsator ) A Require repair or replacement. Noisy 2 Suggest repair or replacement. Out of specification B Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Home Tuesday, November 08, 2005 3:12:58 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Terminal corroded, affecting performance Terminal corroded, not affecting performance Terminal loose, affecting performance Terminal loose, not affecting performance Threads damaged Threads stripped (threads missing) Wire lead conductors exposed Wire lead corroded Wire lead open Wire lead shorted

Require repair or replacement.

Suggest repair or replacement.

B 1

Require repair or replacement. Suggest repair or replacement.

A A B A A A

Require repair or replacement. Require replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement.

FUEL RAILS Fuel Rails Condition Code Procedure Attaching hardware broken A Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Contaminated A Require replacement. See note below. NOTE: Determine source of contamination. Require repair or replacement. Leaking A Require repair or replacement. Restricted A Require repair or replacement. Rust-pitted 1 Suggest replacement. FUEL RESTRICTORS See Fuel Filler Necks and Restrictors. FUEL TANKS Fuel Tanks Condition Code Procedure Attaching hardware broken A Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Baffles loose A Require repair or replacement. Contaminated A Require repair. See note below. NOTE: Determine source of contamination. Require repair or replacement. Home Tuesday, November 08, 2005 3:12:58 PM

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Corroded internally Distorted, affecting performance Distorted, not affecting performance Leaking

A B A

Require repair or replacement. Require replacement. No service suggested or required. Require repair or replacement.

GAS CAPS Gas Caps Condition Application incorrect Fails to maintain proper pressure Gaskets missing Leaking Missing Plugged (vacuum and pressure relief) Seals missing

Code B A C A C A C

Procedure Require replacement. Require replacement. Require replacement. Require replacement. Require replacement. Require replacement. Require replacement.

GASKETS Gaskets Condition Code Procedure Leaking A Require repair or replacement. See note below. NOTE: Require inspection of mating and sealing surface and repair or replace as necessary. GROMMETS (VALVE COVER) Grommets (Valve Cover) Condition Code Procedure Leaking 2 Suggest repair or replacement. See note below. NOTE: Require inspection of mating and sealing surface and repair or replace as necessary. HARMONIC DAMPERS Harmonic Dampers Condition Application incorrect Attaching hardware broken Attaching hardware missing Attaching hardware not functioning

Code Procedure B Require replacement. A Require repair or replacement of hardware. C Require replacement of hardware. A Require repair or replacement of hardware.

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Cracked Dented (fluid type only) Keyway distorted Leaking (Fluid damper only) Loose Noisy Outer ring slipped out of position Positioned incorrectly Rubber damping material deteriorated Seal surface worn, causing a leak Threads damaged Threads stripped (threads missing)

A A A A A A A A 1 A A A

Require replacement. Require replacement. Require repair or replacement. Require replacement. Require replacement. Require replacement. Require replacement. Require repair or replacement. Suggest replacement. Require repair or replacement. Require repair or replacement. Require replacement.

HEATER CONTROL VALVES Heater Control Valves Condition Attaching hardware broken Attaching hardware missing Attaching hardware not functioning Bypassed Coolant leak Malfunctioning

Code A C A

Procedure Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware.

A A A

Require replacement. Require repair or replacement. Require repair or replacement. See note below. NOTE: Includes inoperative, intermittent operation, or failure to perform all functions. Missing C Require replacement. Restricted A Require repair or replacement. Vacuum leak A Require repair or replacement.

HEATER CORES Heater Cores Condition Air flow restriction Attaching hardware broken Attaching hardware missing Attaching hardware not functioning

Code A A C A

Procedure Require repair or replacement. Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware.

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Bypassed Connection leaking Corroded Fins damaged, affecting performance Fins damaged, not affecting performance Internal restrictions, affecting performance Leaking Missing

A A 1 A 2 A

Require repair or replacement. Require repair or replacement. Suggest repair or replacement. Require repair or replacement. Suggest repair or replacement. Require repair or replacement.

A C

Require repair or replacement. Require replacement.

HOSE AND TUBE COUPLERS, CONNECTORS, AND CLAMPS NOTE: When replacing fuel lines and hoses, replace with product that meets or exceeds OEM design specifications. Hose and Tube Couplers, Connectors, and Clamps Condition Code Application incorrect B Connected incorrectly A Corroded, not reusable 1 Cracked A Insufficient clamping force, allowing hose to A leak Leaking A Missing C Safety clip missing (not leaking) C Stripped

Procedure Require replacement. Require repair. Suggest replacement. Require replacement. Require repair or replacement. Require repair or replacement. Require replacement. Require replacement of safety clip. Require replacement.

HOSE CLAMPS See Hose and Tube Couplers, Connectors, and Clamps. HOSE CONNECTORS See Hose and Tube Couplers, Connectors, and Clamps. HOSE COUPLERS See Hose and Tube Couplers, Connectors, and Clamps. HOSES AND TUBES (FUEL LINES, RADIATOR, VACUUM, BY PASS, HEATER, RECOVERY TANK, AND OIL COOLERS) Home Tuesday, November 08, 2005 3:12:58 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Hoses and Tubes (Fuel Lines, Radiator, Vacuum, By Pass, Heater, Recovery Tank, and Oil Coolers) Condition Code Procedure Application incorrect B Require replacement. Connected incorrectly A Require repair. Corroded, not reusable 1 Suggest replacement. Cracked A Require replacement. Dry-rotted 1 Suggest repair or replacement. Hard 1 Suggest repair or replacement. Inner fabric (webbing) damaged A Require replacement. Insufficient clamping force, allowing hose to leak A Require repair or replacement. Leaking A Require repair or replacement. Maintenance intervals 3 Suggest replacement. Melted 1 Suggest repair or replacement. Missing C Require replacement. Outer covering damaged 1 Suggest replacement. Outer covering damaged to the extent that the inner A Require replacement. fabric is visible Protective sleeves damaged 2 Suggest replacement of sleeves. Protective sleeves missing C Require replacement of sleeves. Restricted, affecting performance A Require repair or replacement. Restricted, not affecting performance 2 Suggest repair or replacement. Routed incorrectly, where failure is likely to occur B Require repair or replacement. Safety clip missing C Require replacement. Spongy 1 Suggest repair or replacement. Stripped A Require replacement. Swollen B Require replacement. Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement. Type incorrect 1 Suggest repair or Home Tuesday, November 08, 2005 3:12:58 PM

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replacement. HOUSINGS See Thermostats and Housings. IDLE AIR CONTROLS Idle Air Controls Condition Attaching hardware missing Attaching hardware threads damaged Attaching hardware threads stripped (threads missing) Connector broken Connector (Weatherpack type) leaking Connector melted

Code C A

Procedure Require replacement of hardware. Require repair or replacement of hardware.

Require repair or replacement of hardware.

A A

Require repair or replacement. Require repair or replacement.

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Suggest repair or replacement.

Require repair or replacement.

Suggest repair or replacement.

A A B A A A

Require repair or replacement. Require replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement.

IDLE SPEED CONTROL ACTUATORS Idle Speed Control Actuators Condition Attaching hardware missing Attaching hardware threads damaged Attaching hardware threads stripped (threads missing) Connector broken Connector (Weatherpack type) leaking Connector melted

Code C A

Procedure Require replacement of hardware. Require repair or replacement of hardware.

Require repair or replacement of hardware.

A A

Require repair or replacement. Require repair or replacement.

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Code A A

Attaching hardware missing Attaching hardware not functioning

C A

Connector broken Connector (Weatherpack type) leaking Connector melted

A A A

Procedure Require replacement. Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Require repair or replacement. Require repair or replacement. Require repair or replacement. See note below.

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NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Corroded, affecting performance A Require replacement. Corroded, not affecting performance 2 Suggest replacement. Distorted No service suggested or required. See note below. NOTE: Distortion may be the result of overheating; coil should be tested. Inoperative A Require replacement. See note below. NOTE: Inoperative includes intermittent operation. Oil leaking A Require replacement. Out of specification B Require replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting A Require repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance Wire lead conductors exposed B Require repair or replacement. Wire lead corroded A Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement. IGNITION CONTROL MODULES (ICM) Ignition Control Modules (ICM) Condition Application incorrect Attaching hardware missing Attaching hardware threads damaged Attaching hardware threads stripped (threads missing) Code set (if applicable)

Code B C A A A

Procedure Require replacement. Require replacement of hardware. Require repair or replacement of hardware. Require repair or replacement of hardware. Further inspection required. See note below.

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NOTE: Refer to manufacturer's diagnostic trouble code procedure and require repair or replacement of affected component(s). Connector broken A Require repair or replacement. Connector (Weatherpack type) leaking A Require repair or replacement. Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing A Require repair. Contaminated A Require repair or replacement. See note below. NOTE: Determine source of contamination, such as engine coolant, fuel, metal particles, or water. Require repair or replacement. Leaking A Require repair or replacement. Malfunctioning A Require repair or replacement. See note below. NOTE: Includes inoperative, intermittent operation, or failure to perform all functions. Missing C Require replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting performance 2 Suggest repair or replacement. Terminal corroded, affecting performance A Require repair or replacement. Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting performance 1 Suggest repair or replacement. Threads damaged A Require repair or replacement. Wire lead conductors exposed B Require repair or replacement. Wire lead corroded A Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement. IGNITION SWITCHES See Switches. IGNITION TERMINALS See Ignition Wires, Boots, Coil Towers, and Terminals (Secondary). IGNITION WIRES, BOOTS, COIL TOWERS, AND TERMINALS (SECONDARY) Home Tuesday, November 08, 2005 3:12:58 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

NOTE: You are not required to replace ignition wires in sets. However, you may suggest replacement of the entire secondary wire set for preventive maintenance. Ignition Wires, Boots, Coil Towers, and Terminals (Secondary) Condition Code Procedure Application incorrect B Require replacement. Attaching hardware broken A Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Carbon-tracked A Require replacement. Corroded 1 Suggest repair or replacement. Insulation leaking (shorted) A Require repair or replacement. Metal heat shield bent 2 Suggest repair or replacement. Missing C Require replacement. Oil-soaked (spongy) 1 Suggest replacement. Resistance incorrect B Require replacement. Routed incorrectly 2 Suggest repair. See note below. NOTE: If improper routing affects the performance of other systems, require repair. Proper routing, hardware, heatshields, etc., are intended to prevent premature failure of secondary ignition components. Terminal broken A Require repair or replacement. Terminal burned, affecting A Require repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance IN-TANK FUEL STRAINERS In-Tank Fuel Strainers Condition Code Missing C Restricted A

Procedure Require replacement. Require repair or replacement.

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Torn

Require replacement.

INERTIA FUEL SHUT-OFF SWITCHES Inertia Fuel Shut-Off Switches Condition Attaching hardware broken

Code A

Procedure Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Connector broken A Require repair or replacement. Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Contaminated A Require replacement. NOTE: Determine source of contamination, such as engine coolant, fuel, metal particles, or water. Require repair or replacement. Inoperative A Require repair or replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Missing C Require replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance Wire lead conductors exposed B Require repair or replacement. Wire lead corroded A Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement.

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INTAKE AIR TEMPERATURE SENSORS Intake Air Temperature Sensors Condition Code Attaching hardware missing C Attaching hardware threads A damaged Attaching hardware threads A stripped (threads missing) Connector broken A Connector (Weatherpack type) A leaking Connector melted A

Procedure Require replacement of hardware. Require repair or replacement of hardware. Require repair or replacement of hardware. Require repair or replacement. Require repair or replacement.

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Threads damaged Threads stripped (threads missing) Wire lead conductors exposed Wire lead corroded Wire lead open Wire lead shorted

A A B A A A

Require repair or replacement. Require replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement.

INTAKE MANIFOLDS Intake Manifolds Condition Code Procedure Corroded, affecting sealability A Require repair or replacement. Integrated air or fuel control components A Require repair or replacement. inoperative See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Internal air or fuel components damaged, A Require repair or replacement of affecting performance component. Internal air or fuel components damaged, not No service suggested or required. affecting performance Internal air or fuel components missing C Require replacement of component. Leaking A Require repair or replacement. Out of specification B Require replacement. Restricted A Require repair or replacement. Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require repair or replacement. Warped B Require repair or replacement. INTERCOOLERS See Charge Air Coolers "Intercoolers" (CAC). KNOCK SENSORS Knock Sensors Condition Attaching hardware missing Attaching hardware threads damaged Attaching hardware threads stripped (threads missing)

Code C A

Procedure Require replacement of hardware. Require repair or replacement of hardware.

Require repair or replacement of hardware.

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Connector broken Connector (Weatherpack type) leaking Connector melted

A A

Require repair or replacement. Require repair or replacement.

Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Inoperative B Require repair or replacement. Further inspection required. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Some components may be serviceable; check for accepted cleaning procedure. Leaking A Require repair or replacement. Missing C Require replacement. Resistance out of specification B Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting A Require repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting B Require repair or replacement. performance Terminal loose, not affecting 1 Suggest repair or replacement. performance Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement. Wire lead conductors exposed B Require repair or replacement. Wire lead corroded A Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement. LIQUID VAPOR SEPARATORS Liquid Vapor Separators Condition Code Procedure Inoperative A Require repair or replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Home Tuesday, November 08, 2005 3:12:58 PM

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Leaking Missing Restricted

A C A

Require replacement. Require replacement. Require repair or replacement.

MANIFOLD ABSOLUTE PRESSURE (MAP) SENSORS Manifold Absolute Pressure (MAP) Sensors Condition Code Procedure Attaching hardware missing C Require replacement of hardware. Attaching hardware threads A Require repair or replacement of hardware. damaged Attaching hardware threads A Require repair or replacement of hardware. stripped (threads missing) Connector broken A Require repair or replacement. Connector (Weatherpack type) A Require repair or replacement. leaking Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Contaminated A Require repair or replacement. See note below. NOTE: Determine source of contamination, such as engine coolant, fuel, metal particles, or water. Require repair or replacement. Inoperative B Require repair or replacement. Further inspection required. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Some components may be serviceable; heck for accepted cleaning procedure. Leaking A Require repair or replacement. Missing C Require replacement. Resistance out of specification B Require repair or replacement. Restricted, affecting performance A Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting A Require repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. Home Tuesday, November 08, 2005 3:12:58 PM

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performance Terminal loose, affecting performance Terminal loose, not affecting performance Threads damaged Threads stripped (threads missing) Wire lead conductors exposed Wire lead corroded Wire lead open Wire lead shorted

Require repair or replacement.

Suggest repair or replacement.

A A B A A A

Require repair or replacement. Require replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement.

MASS AIR FLOW (MAF) SENSORS Mass Air Flow (MAF) Sensors Condition Attaching hardware missing Attaching hardware threads damaged Attaching hardware threads stripped (threads missing) Connector broken Connector (Weatherpack type) leaking Connector melted

Code C A

Procedure Require replacement of hardware. Require repair or replacement of hardware.

Require repair or replacement of hardware.

A A

Require repair or replacement. Require repair or replacement.

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Terminal burned, affecting A Require repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting B Require repair or replacement. performance Terminal loose, not affecting 1 Suggest repair or replacement. performance Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement. Wire lead conductors exposed B Require repair or replacement. Wire lead corroded A Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement. METAL AIR MANIFOLDS AND PIPES Metal Air Manifolds and Pipes Condition Code Procedure Attaching hardware broken A Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not A Require repair or replacement of hardware. functioning Broken A Require repair of injection tube or replacement of manifold. Corroded, affecting structural 1 Suggest replacement of injection tube or integrity manifold. Leaking A Require repair of injection tube or replacement of manifold. Loose A Require repair. Missing C Require replacement. Restricted A Require replacement of injection tube or manifold. Threads damaged A Require repair. Threads stripped (threads A Require replacement. missing) Home Tuesday, November 08, 2005 3:12:59 PM

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METAL AIR PIPES See Metal Air Manifolds and Pipes. MIX CONTROL SOLENOIDS Mix Control Solenoids Condition Attaching hardware missing Attaching hardware threads damaged Attaching hardware threads stripped (threads missing) Connector broken Connector (Weatherpack type) leaking Connector melted

Code C A

Procedure Require replacement of hardware. Require repair or replacement of hardware.

Require repair or replacement of hardware.

A A

Require repair or replacement. Require repair or replacement.

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Terminal loose, affecting performance Terminal loose, not affecting performance Threads damaged Threads stripped (threads missing) Wire lead conductors exposed Wire lead corroded Wire lead open Wire lead shorted

Require repair or replacement.

Suggest repair or replacement.

A A B A A A

Require repair or replacement. Require replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement.

MOTOR MOUNTS Motor Mounts Condition Attaching hardware broken

Code A

Attaching hardware missing Attaching hardware not functioning

C A

A A A

Require replacement. No service suggested or required.

A A

Require repair or replacement. Require replacement.

O-RINGS, GASKETS, SEALS, AND SPRING LOCKS O-Rings, Gaskets, Seals, and Spring Locks Condition Code Procedure Leaking A Require repair or replacement. See note below. NOTE: Require inspection of mating and sealing surface and repair or replace as necessary. O2 SENSORS Home Tuesday, November 08, 2005 3:12:59 PM

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O2 Sensors Condition Code Procedure Attaching hardware missing C Require replacement of hardware. Attaching hardware threads A Require repair or replacement of hardware. damaged Attaching hardware threads A Require repair or replacement of hardware. stripped (threads missing) Connector broken A Require repair or replacement. Connector (Weatherpack type) A Require repair or replacement. leaking Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Contaminated A Require repair or replacement. See note below. NOTE: Determine source of contamination, such as engine coolant, fuel, metal particles, or water. Require repair or replacement. Inoperative B Require repair or replacement. Further inspection required. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Some components may be serviceable; check for accepted cleaning procedure. Leaking A Require repair or replacement. Maintenance Intervals 3 Suggest replacement to comply with vehicle's OEM recommended service intervals. Missing C Require replacement. Resistance out of specification B Require repair or replacement. Restricted, affecting performance A Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting A Require repair or replacement. See note below. performance NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting B Require repair or replacement. performance Terminal loose, not affecting 1 Suggest repair or replacement. performance Threads damaged A Require repair or replacement. Home Tuesday, November 08, 2005 3:12:59 PM

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Threads stripped (threads missing) Wire lead conductors exposed Wire lead corroded Wire lead open Wire lead shorted

Require replacement.

B A A A

Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement.

OIL PANS See Engine Covers, Gaskets, and Grommets (Valve Cover). OIL PRESSURE SENDING UNITS Oil Pressure Sending Units Condition Connector broken Connector (Weatherpack type) leaking Connector melted

Code A A A

Procedure Require repair or replacement. Require repair or replacement. Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Inoperative A Require repair or replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Leaking A Require replacement. Output signal incorrect B Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement. Home Tuesday, November 08, 2005 3:12:59 PM

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OIL PUMP PICK-UP SCREENS Oil Pump Pick-Up Screens Condition Code Attaching hardware broken A Attaching hardware missing C Attaching hardware not functioning A Bypass stuck A Cracked A Loose A Missing C Positioned incorrectly A Restricted A Screen torn A

OIL PUMPS Oil Pumps Condition Code Attaching hardware broken A Attaching hardware missing C Attaching hardware not functioning A Broken A Housing cracked A Leaking A Pressure relief valve stuck A Seized A Worn beyond specifications B

PARK NEUTRAL POSITION SWITCHES Park Neutral Position Switches Condition Attaching hardware missing Attaching hardware threads damaged Attaching hardware threads stripped (threads missing) Connector broken Connector (Weatherpack type) leaking

Code C A

Procedure Require replacement of hardware. Require repair or replacement of hardware.

Require repair or replacement of hardware.

A A

Require repair or replacement. Require repair or replacement.

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Connector melted

Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Contaminated A Require repair or replacement. See note below. NOTE: Determine source of contamination, such as engine coolant, fuel, metal particles, or water. Require repair or replacement. Inoperative B Require repair or replacement. Further inspection required. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Some components may be serviceable; check for accepted cleaning procedure. Leaking A Require repair or replacement. Missing C Require replacement. Resistance out of specification B Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting A Require repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting B Require repair or replacement. performance Terminal loose, not affecting 1 Suggest repair or replacement. performance Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement. Wire lead conductors exposed B Require repair or replacement. Wire lead corroded A Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement. PCV BREATHER ELEMENTS PCV Breather Elements Condition Code Attaching hardware broken A

Procedure Require repair or replacement of hardware.

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Attaching hardware missing Attaching hardware not functioning Leaking Maintenance intervals Melted Missing Restricted, affecting performance Restricted, not affecting performance Water-contaminated

Require replacement of hardware.

Require repair or replacement of hardware.

A 3 A C A

Require replacement. Suggest replacement to comply with vehicle's OEM recommended service intervals. Required replacement. Require replacement. Require replacement.

Suggest replacement.

Require replacement.

PCV ORIFICES PCV Orifices Condition Leaking Maintenance interval Missing Restricted

Code A 3 C A

Procedure Require replacement. Suggest repair or replacement to comply with OEM recommended service intervals. Require replacement. Require repair or replacement.

PCV VALVES PCV Valves Condition Code Procedure Application incorrect B Require replacement. Attaching hardware A Require repair or replacement of hardware. broken Attaching hardware C Require replacement of hardware. missing Attaching hardware not A Require repair or replacement of hardware. functioning Grommet broken A Require repair or replacement of grommet. Grommet missing C Require replacement of grommet. Grommet not functioning A Require repair or replacement of grommet. Inoperative A Require replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Home Tuesday, November 08, 2005 3:12:59 PM

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Leaking Maintenance interval

A 3

Missing Restricted

C A

Require replacement. Suggest replacement to comply with vehicle's OEM recommended service intervals. Require replacement. Require replacement.

PICK-UP ASSEMBLIES (INCLUDES MAGNETIC, HALL EFFECT, AND OPTICAL) Pick-Up Assemblies (Includes Magnetic, Hall Effect, and Optical) Condition Code Procedure Adjustment incorrect B Require repair. Attaching hardware broken A Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Connector broken A Require repair or replacement. Connector (Weatherpack type) leaking A Require repair or replacement. Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Inoperative B Require replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Refer to OEM recommended service procedures. Oil-soaked A Require replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance Wire lead conductors exposed B Require repair or replacement. Wire lead corroded A Require repair or replacement. Home Tuesday, November 08, 2005 3:12:59 PM

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Wire lead open Wire lead shorted

A A

Require repair or replacement. Require repair or replacement.

POWER STEERING PRESSURE SENSORS Power Steering Pressure Sensors Condition Code Attaching hardware missing C Attaching hardware threads A damaged Attaching hardware threads A stripped (threads missing) Connector broken A Connector (Weatherpack type) A leaking Connector melted A

Procedure Require replacement of hardware. Require repair or replacement of hardware. Require repair or replacement of hardware. Require repair or replacement. Require repair or replacement.

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Require repair or replacement.

Suggest repair or replacement.

A A B A A A

Require repair or replacement. Require replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement.

POWERTRAIN CONTROL MODULES (PCM) AND PROM Powertrain Control Modules (PCM) and PROM Condition Code Application incorrect B Attaching hardware missing C Attaching hardware threads damaged A

Procedure Require replacement. Require replacement of hardware. Require repair or replacement of hardware. Attaching hardware threads stripped A Require repair or replacement of (threads missing) hardware. Code set (if applicable) A Further inspection required. See note below. NOTE: Refer to manufacturer's diagnostic trouble code procedure and require repair or replacement of affected component(s). Connector broken A Require repair or replacement. Connector (Weatherpack type) leaking A Require repair or replacement. Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing A Require repair. Contaminated A Require repair or replacement. See note below. NOTE: Determine source of contamination, such as engine coolant, fuel, metal particles, or water. Require repair or replacement. Leaking A Require repair or replacement. Malfunctioning A Require repair or replacement. See note below. NOTE: Includes inoperative, intermittent operation, failure to perform all functions, or out of OEM specification. Missing C Require replacement. Home Tuesday, November 08, 2005 3:12:59 PM

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Terminal broken Terminal burned, affecting performance

A A

Require repair or replacement. Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting performance 2 Suggest repair or replacement. Terminal corroded, affecting performance A Require repair or replacement. Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting performance 1 Suggest repair or replacement. Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement. Wire lead conductors exposed B Require repair or replacement. Wire lead corroded A Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement. POWERTRAIN CONTROL PROM See Powertrain Control Modules (PCM) and PROM. PRESSURIZED EXPANSION TANK CAPS See Radiator Caps and Pressurized Expansion Tank Caps. RADIATOR CAPS AND PRESSURIZED EXPANSION TANK CAPS Radiator Caps and Pressurized Expansion Tank Caps Condition Code Procedure Application incorrect B Require replacement. Coolant recovery check valve inoperative A Require replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Fails to maintain proper pressure B Require replacement. Gasket missing C Require replacement of gasket. Missing C Require replacement. Seal missing C Require replacement of seal. RADIATOR FAN BLADES Radiator Fan Blades Condition

Code

Procedure

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Application incorrect Attaching hardware broken Attaching hardware missing Attaching hardware not functioning Bent Broken Cracked Loose Missing

B A C A A A A A C

Require replacement. Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Require replacement. Require replacement. Require replacement. Require repair or replacement. Require replacement.

RADIATOR FAN CLUTCHES NOTE: Some lateral movement, measured at the fan blade tip, may be normal. Radiator Fan Clutches Condition Code Procedure Attaching hardware broken A Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Bearing noisy A Require replacement. Bearing worn A Require replacement. Fastener loose A Require repair or replacement of fastener. Inoperative A Require replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Leaking 1 Suggest replacement. Seized A Require replacement. Slips (insufficient fan speed) A Require replacement. Thermal control incorrect B Require repair or replacement. RADIATORS Radiators Condition Air flow restriction Application incorrect Attaching hardware broken Attaching hardware missing Attaching hardware not functioning

Code A B A C A

Procedure Require repair. Require replacement. Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware.

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Connection leaking Corroded Fins damaged, affecting performance Fins damaged, not affecting performance Internal oil cooler leaking Internal restrictions, affecting performance Internal restrictions, not affecting performance Leaking Threads damaged Threads stripped (threads missing) Tubes damaged, affecting performance Tubes damaged, not affecting performance

A 1 A 2 A B 2

Require repair or replacement. Suggest repair or replacement. Require repair or replacement. Suggest repair or replacement. Require repair or replacement. Require repair or replacement. Suggest repair or replacement.

A A A A

Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. No service suggested or required.

ROLL OVER VALVES Roll Over Valves Condition Code Procedure Inoperative A Require replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Leaking A Require replacement. Missing C Require replacement. SEALING COMPOUNDS Sealing Compounds Condition Code Procedure Leaking A Require repair or replacement. See note below. NOTE: Require inspection of mating and sealing surface and repair or replace as necessary. SEALS Seals Condition Code Procedure Leaking A Require repair or replacement. See note below. NOTE: Require inspection of mating and sealing surface and repair or replace as necessary. SECONDARY AIR INJECTION SYSTEM MANAGEMENT DEVICES Home Tuesday, November 08, 2005 3:12:59 PM

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Secondary Air Injection System Management Devices Condition Code Procedure Attaching hardware missing C Require replacement of hardware. Attaching hardware threads A Require repair or replacement of hardware. damaged Attaching hardware threads A Require repair or replacement of hardware. stripped (threads missing) Connector broken A Require repair or replacement. Connector (Weatherpack type) A Require repair or replacement. leaking Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Contaminated A Require repair or replacement. See note below. NOTE: Determine source of contamination, such as engine coolant, fuel, metal particles, or water. Require repair or replacement. Inoperative B Require repair or replacement. Further inspection required. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Some components may be serviceable; check for accepted cleaning procedure. Leaking A Require repair or replacement. Missing C Require replacement. Resistance out of specification B Require repair or replacement. Restricted, affecting performance A Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting A Require repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting B Require repair or replacement. performance Terminal loose, not affecting 1 Suggest repair or replacement. performance Threads damaged A Require repair or replacement. Home Tuesday, November 08, 2005 3:12:59 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Threads stripped (threads missing) Wire lead conductors exposed Wire lead corroded Wire lead open Wire lead shorted

A B A A A

Require replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement.

SENSORS AND ACTUATORS NOTE: Conditions pertaining to the sensors and actuators listed in this section may be found under the name of the sensor or actuator. Sensors and Actuators Sensor Accelerator Pedal Position Sensor Air Conditioning Cycling Switch Air Conditioning Pressure Sensor Air Fuel Ratio Sensor Barometric Pressure Sensor Camshaft Position Sensor Clutch Pedal Position Switch Cooling Fan Motor Sensors and Switches Crankshaft Position Sensor Electronic Transmission Feedback Devices Engine Coolant Temperature Sensor Evaporative Emission feedback devices Exhaust Gas Recirculation feedback devices Fan Control Sensor Intake Air Temperature Sensor Knock Sensor Manifold Absolute Pressure Sensor Mass Air Flow Sensor O2 Sensor Park Neutral Position Switch Power Steering Pressure Sensor Thermal Vacuum Valve Throttle Position Sensor Throttle Position Switch Transmission Range Switch Vehicle Speed Sensor Volume Air Flow Sensor

Abbreviation APP AC

BARO CMP CPP CKP ECT

FC IAT KS MAP MAF O2S PNP PSP TVV TP Sensor TR Switch VSS VAF

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Air Injection Control Solenoid Electronic Transmission control devices Evaporative Emission Canister Purge Device Exhaust Gas Recirculation Device Fuel Injector Idle Air Control Idle Speed Control Actuator Mix Control Solenoid Secondary Air Injection System Management Device Vacuum Regulator Solenoid Waste Gate Control Solenoid

EVAP EGR IAC ISC MC Solenoid AIR, PAIR

SHROUDS, BAFFLES, AND DEFLECTORS Shrouds, Baffles, and Deflectors Condition Code Application incorrect, affecting cooling system A performance Attaching hardware broken A

Procedure Require repair or replacement.

Attaching hardware missing Attaching hardware not functioning

C A

Bent, affecting cooling system performance Blocked, affecting cooling system performance Broken, affecting cooling system performance Cracked, affecting cooling system performance Loose, affecting cooling system performance Loose, not affecting cooling system performance Missing, affecting cooling system performance

A A A A A 2

Require replacement.

SPARK PLUGS NOTE: You are not required to replace spark plugs in sets. However, you may suggest replacement of the other plugs for preventive maintenance. Spark Plugs Condition Application incorrect Electrode eroded

Code B 1

Procedure Require replacement. Suggest replacement.

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Fouled A Require repair or replacement. See note below. NOTE: Determine cause of fouling and suggest repair. Gap incorrect B Require repair or replacement. Insulation broken A Require replacement Insulator cracked A Require replacement. Leaking compression A Require repair or replacement. Maintenance interval 3 Suggest replacement. Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement. SPRING LOCKS Spring Locks Condition Code Procedure Leaking A Require repair or replacement. See note below. NOTE: Require inspection of mating and sealing surface and repair or replace as necessary. SUPER CHARGERS Super Chargers Condition Attaching hardware damaged, affecting operation or performance Attaching hardware missing Bearing noisy Bearing worn Boost pressure incorrect

Code A

Procedure Require repair or replacement of hardware. C Require replacement of hardware. A Require replacement. A Require replacement. A Require repair or replacement. See note below. NOTE: Boost pressure problems may be caused by other systems or components. Clearance out of specification B Require repair or replacement. Leaking A Require repair or replacement. Noisy 2 Suggest repair or replacement. Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require repair or replacement.

SWITCHES Switches Condition Attaching hardware broken

Code A

Procedure Require repair or replacement of

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hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Binding, affecting performance A Require repair or replacement. Binding, not affecting performance 2 Suggest repair or replacement. Broken A Require repair or replacement. Burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Burned, not affecting performance 2 Suggest repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Cracked, affecting performance A Require repair or replacement. Cracked, not affecting performance 1 Suggest repair or replacement. Leaking A Require repair or replacement. Malfunctioning A Require repair or replacement. See note below. NOTE: Includes inoperative, intermittent operation, or failure to perform all functions. Melted, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Melted, not affecting performance 2 Suggest repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Missing C Require replacement. Out of adjustment B Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance Won't return A Require repair or replacement. Home Tuesday, November 08, 2005 3:13:00 PM

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Worn

Suggest replacement.

THERMAL VACUUM VALVES Thermal Vacuum Valves Condition Code Procedure Connector broken A Require repair or replacement. Connector (Weatherpack type) A Require repair or replacement. leaking Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Contaminated A Require repair or replacement. See note below. NOTE: Determine source of contamination, such as engine coolant, fuel, metal particles, or water. Require repair or replacement. Inoperative B Require repair or replacement. Further inspection required. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Some components may be serviceable; check for accepted cleaning procedure. Leaking A Require repair or replacement. Missing C Require replacement. Resistance out of specification B Require repair or replacement. Restricted, affecting A Require repair or replacement. performance Terminal broken A Require repair or replacement. Terminal burned, affecting A Require repair or replacement. See note below. performance NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting B Require repair or replacement. performance Terminal loose, not affecting 1 Suggest repair or replacement. performance Threads damaged A Require repair or replacement. Threads stripped (threads A Require replacement. missing) Home Tuesday, November 08, 2005 3:13:00 PM

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Wire lead conductors exposed Wire lead corroded Wire lead open Wire lead shorted

B A A A

Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement.

THERMOSTATIC AIR DOOR ASSEMBLIES Thermostatic Air Door Assemblies Condition Attaching hardware damaged, affecting operation or performance Attaching hardware missing

Code Procedure A Require repair or replacement of hardware. C Require replacement of hardware. A Require repair or replacement. A Require repair or replacement. C Require replacement. A Require repair or replacement.

Binding Leaking Missing Seized THERMOSTATS AND HOUSINGS

Thermostats and Housings Condition Code Procedure Application incorrect B Require replacement. Attaching hardware broken A Require repair or replacement of hardware. Attaching hardware corroded A Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Housing corroded 1 Suggest replacement of housing. Inoperative A Require replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Installation incorrect B Require repair or replacement. Leaking A Require repair or replacement. Thermostat missing C Require replacement of thermostat. Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require repair or replacement. THROTTLE BODIES Throttle Bodies Condition Connector broken

Code A

Procedure Require repair or replacement.

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Connector (Weatherpack type) leaking Connector melted

A A

Require repair or replacement. Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Contaminated A Require repair or replacement. See note below. NOTE: Determine source of contamination, such as engine coolant, fuel, metal particles, or water. Require repair or replacement. Deposits on throttle body components A Require repair. See note below. NOTE: Some throttles are coated by manufacturer; follow OEM-recommended procedures. Leaking A Require repair or replacement. Restricted A Require repair. See note below. NOTE: Some components may be serviceable; check for accepted cleaning procedure. Restricted, not affecting performance 2 Suggest repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require repair or replacement. Throttle shaft binding, affecting A Require repair or replacement. performance Throttle shaft worn, affecting A Require repair or replacement. performance Throttle shaft worn, not affecting 1 Suggest repair or replacement. performance Wire lead conductors exposed B Require repair or replacement. Wire lead corroded A Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement. Home Tuesday, November 08, 2005 3:13:00 PM

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THROTTLE CABLES See Throttle Linkages and Cables. THROTTLE LINKAGES AND CABLES Throttle Linkages and Cables Condition Attaching hardware broken

Code A

Attaching hardware missing Attaching hardware not functioning

C A

A A A A

Procedure Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Require repair or replacement. Require repair or replacement. Require repair or replacement. No service suggested or required. Require replacement. No service suggested or required.

Require repair or replacement.

Suggest repair or replacement.

A 1

Require repair or replacement. Suggest repair or replacement.

A 1

Require repair or replacement. Suggest repair or replacement.

C A A A A A C 2 B

Require replacement. Require replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. Require replacement. Suggest repair or replacement. Require repair or replacement. See note below. NOTE: Follow OEM recommended adjustment procedures. Require repair or Home Tuesday, November 08, 2005 3:13:00 PM

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replacement if out of specification. Routed incorrectly Seized

2 A

Suggest repair. Require repair or replacement.

THROTTLE POSITION SENSORS Throttle Position Sensors Condition Attaching hardware missing Attaching hardware threads damaged Attaching hardware threads stripped (threads missing) Connector broken Connector (Weatherpack type) leaking Connector melted

Code C A

Procedure Require replacement of hardware. Require repair or replacement of hardware.

Require repair or replacement of hardware.

A A

Require repair or replacement. Require repair or replacement.

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Terminal loose, not affecting performance Threads damaged Threads stripped (threads missing) Wire lead conductors exposed Wire lead corroded Wire lead open Wire lead shorted Attaching hardware missing Attaching hardware threads damaged Attaching hardware threads stripped (threads missing) Connector broken Connector (Weatherpack type) leaking Connector melted

Suggest repair or replacement.

A A B A A A C A

Require repair or replacement. Require replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. Require replacement of hardware. Require repair or replacement of hardware.

Require repair or replacement of hardware.

A A

Require repair or replacement. Require repair or replacement.

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Threads stripped (threads missing) Wire lead conductors exposed Wire lead corroded Wire lead open Wire lead shorted

A B A A A

Require replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement.

TIMING BELT SPROCKETS Timing Belt Sprockets Condition Code Procedure Alignment incorrect B Require repair. Attaching hardware broken A Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Bent A Require replacement. Cracked A Require replacement. Key damaged A Require replacement. Loose A Require repair or replacement. Missing C Require replacement. Pulley damaged, affecting belt life A Require replacement. Sprocket damaged, affecting belt life A Require repair or replacement. Sprocket loose B Require repair or replacement. Sprocket-to-shaft alignment incorrect B Require repair or replacement. TIMING BELTS Timing Belts Condition Code Procedure Adjustment incorrect 2 Suggest adjustment. See note below. NOTE: Inspect belt tensioners, pulleys, and cover. Alignment incorrect B Further inspection required. See note below. NOTE: Determine cause of incorrect alignment and require repair. Broken A Require replacement. Cam timing out of B Require repair. specification Cracked 1 Suggest replacement. Fluid-soaked 1 Suggest replacement. Further inspection required. Frayed 1 Suggest replacement. Maintenance intervals 3 Suggest replacement to comply with vehicle OEM recommended service intervals. Home Tuesday, November 08, 2005 3:13:00 PM

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Missing C Require replacement. See caution below. CAUTION: Internal engine damage may result from timing belt damage/failure. Noisy 2 Further inspection required. See note below. NOTE: Determine cause of noise and suggest repair. Plies separated A Require replacement. Tension out of B Require adjustment or replacement. specification Teeth missing A Require replacement. TIMING COVERS See Engine Covers, Gaskets, and Grommets (Valve Cover). TORQUE STRUTS Torque Struts Condition Attaching hardware broken

Code A

Procedure Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Binding A Require replacement. Body dented A Further inspection required. See note below. NOTE: Require replacement of units where dents restrict strut piston rod movement. If dents don't restrict movement, no service is suggested or required. Body punctured A Require replacement. Bushing deteriorated, affecting performance A Require replacement. Bushing deteriorated, not affecting No service suggested or required. performance Bushings missing C Require replacement. Bushings separated from mounting eye 1 Suggest replacement. Damping (none) A Require replacement. Leaking oil, enough for fluid to be running A Require replacement. down the body Missing C Require replacement. Noisy 2 Further inspection required. See note below. NOTE: If noise is isolated to shock or strut, suggest replacement. Piston rod bent A Require replacement. Home Tuesday, November 08, 2005 3:13:00 PM

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Piston rod broken Seized Threads damaged Threads stripped (threads missing)

A A A A

Require replacement. Require replacement. Require repair or replacement. Require replacement.

TRANSMISSION RANGE SWITCHES Transmission Range Switches Condition Attaching hardware missing Attaching hardware threads damaged Attaching hardware threads stripped (threads missing) Connector broken Connector (Weatherpack type) leaking Connector melted

Code C A

Procedure Require replacement of hardware. Require repair or replacement of hardware.

Require repair or replacement of hardware.

A A

Require repair or replacement. Require repair or replacement.

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Require repair or replacement.

Suggest repair or replacement.

A A B A A A

Require repair or replacement. Require replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement.

TUBE CLAMPS See Hose and Tube Couplers, Connectors, and Clamps. TUBE CONNECTORS See Hose and Tube Couplers, Connectors, and Clamps. TUBE COUPLERS See Hose and Tube Couplers, Connectors, and Clamps. TUBES See Hoses and Tubes (Fuel Lines, Radiator, By Pass, Heater, Recovery Tank, and Oil Coolers). TURBO CHARGERS Turbo Chargers Condition Attaching hardware broken Attaching hardware missing Attaching hardware not functioning Boost pressure incorrect

Code A C A

Procedure Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware.

Require repair or replacement. See note below. NOTE: Boost pressure problems may be caused by other systems or components. Leaking A Require repair or replacement. Noisy 2 Suggest repair or replacement. Oil seal (internal) leaking A Require repair or replacement. Home Tuesday, November 08, 2005 3:13:00 PM

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Vibrates

Require repair or replacement.

VACUUM CONNECTIONS See Vacuum Hoses, Tubes, and Connections (Non-metallic). VACUUM HOSES, TUBES, AND CONNECTIONS (NON-METALLIC) Vacuum Hoses, Tubes, and Connections (Non-metallic) Condition Code Procedure Leaking A Require repair or replacement. Melted A Require replacement. Missing C Require replacement. Oil-soaked (spongy) 1 Suggest replacement. Restricted A Require repair or replacement. Surface cracks (dry-rotted) 1 Suggest replacement. VACUUM REGULATOR SOLENOIDS Vacuum Regulator Solenoids Condition Attaching hardware missing Attaching hardware threads damaged Attaching hardware threads stripped (threads missing) Connector broken Connector (Weatherpack type) leaking Connector melted

Code C A

Procedure Require replacement of hardware. Require repair or replacement of hardware.

Require repair or replacement of hardware.

A A

Require repair or replacement. Require repair or replacement.

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Missing C Require replacement. Resistance out of specification B Require repair or replacement. Restricted, affecting performance A Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting A Require repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting B Require repair or replacement. performance Terminal loose, not affecting 1 Suggest repair or replacement. performance Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement. Wire lead conductors exposed B Require repair or replacement. Wire lead corroded A Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement. VACUUM TUBES See Vacuum Hoses, Tubes, and Connections (Non-metallic). VALVE COVERS See Engine Covers, Gaskets, and Grommets (Valve Cover) VEHICLE SPEED SENSORS Vehicle Speed Sensors Condition Attaching hardware missing Attaching hardware threads damaged Attaching hardware threads stripped (threads missing) Connector broken

Code C A

Procedure Require replacement of hardware. Require repair or replacement of hardware.

Require repair or replacement of hardware.

Require repair or replacement.

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Connector (Weatherpack type) leaking Connector melted

Require repair or replacement.

Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Contaminated A Require repair or replacement. See note below. NOTE: Determine source of contamination, such as engine coolant, fuel, metal particles, or water. Require repair or replacement. Inoperative B Require repair or replacement. Further inspection required. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Some components may be serviceable; check for accepted cleaning procedure. Leaking A Require repair or replacement. Missing C Require replacement. Resistance out of specification B Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting A Require repair or replacement. See note performance below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting B Require repair or replacement. performance Terminal loose, not affecting 1 Suggest repair or replacement. performance Threads damaged A Require repair or replacement. Threads stripped (threads missing) A Require replacement. Wire lead conductors exposed B Require repair or replacement. Wire lead corroded A Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement. VOLUME AIR FLOW SENSORS Volume Air Flow Sensors Home Tuesday, November 08, 2005 3:13:00 PM

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1998 Chevrolet Pickup C1500 Uniform Inspection and Communication Standards ENGINE PERFORMANCE AND MAINTENANCE

Condition Attaching hardware missing Attaching hardware threads damaged Attaching hardware threads stripped (threads missing) Connector broken Connector (Weatherpack type) leaking Connector melted

Code C A

Procedure Require replacement of hardware. Require repair or replacement of hardware.

Require repair or replacement of hardware.

A A

Require repair or replacement. Require repair or replacement.

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Wire lead conductors exposed Wire lead corroded Wire lead open Wire lead shorted

B A A A

Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement.

WASTE GATE CONTROL SOLENOIDS Waste Gate Control Solenoids Condition Attaching hardware missing Attaching hardware threads damaged Attaching hardware threads stripped (threads missing) Connector broken Connector (Weatherpack type) leaking Connector melted

Code C A

Procedure Require replacement of hardware. Require repair or replacement of hardware.

Require repair or replacement of hardware.

A A

Require repair or replacement. Require repair or replacement.

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Suggest repair or replacement.

Require repair or replacement.

Suggest repair or replacement.

A A B A A A

Require repair or replacement. Require replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement.

WASTE GATES AND BOOST CONTROL MECHANISMS Waste Gates and Boost Control Mechanisms Condition Code Procedure Boost pressure A Require repair or replacement. Further inspection required. incorrect See note below. NOTE: Incorrect boost pressure includes intermittent operation or out of OEM specification. Leaking A Require repair or replacement. WATER PUMPS (ELECTRIC) Water Pumps (Electric) Condition Attaching hardware broken

Code A

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Leaking Missing Noisy Rotation incorrect for application Terminal broken Terminal burned, affecting performance

A C 2 B A A

Require repair or replacement. Require replacement. Suggest replacement. Require repair or replacement. Require repair or replacement. Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. performance Terminal corroded, not affecting 2 Suggest repair or replacement. performance Terminal loose, affecting performance B Require repair or replacement. Terminal loose, not affecting 1 Suggest repair or replacement. performance Vibration 1 Suggest replacement. Wire lead conductors exposed B Require repair or replacement. Wire lead corroded A Require repair or replacement. Wire lead open A Require repair or replacement. Wire lead shorted A Require repair or replacement. WATER PUMPS (NON-ELECTRIC) Water Pumps (Non-electric) Condition Attaching hardware broken

Code A

Attaching hardware corroded

Attaching hardware missing Attaching hardware not functioning

C A

Corrosion (internal) is excessive, affecting performance Corrosion (internal) is excessive, not affecting performance Inoperative

Procedure Require repair or replacement of hardware. Require repair or replacement of hardware. Require replacement of hardware. Require repair or replacement of hardware. Require replacement.

Suggest cooling system service.

Require replacement. See note below. NOTE: Inoperative includes intermittent operation or out of OEM specification. Home Tuesday, November 08, 2005 3:13:01 PM

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Leaking Noisy Rotation incorrect for application Shaft bent

A A B A

Require replacement. Require replacement. Require repair or replacement. Require replacement.

WIRING HARNESSES AND CONNECTORS Wiring Harnesses and Connectors Condition Application incorrect Attaching hardware broken

Code B A

Procedure Require repair or replacement. Require repair or replacement of hardware. Attaching hardware missing C Require replacement of hardware. Attaching hardware not functioning A Require repair or replacement of hardware. Connector broken A Require repair or replacement. Connector (Weatherpack type) leaking A Require repair or replacement. Connector melted A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Connector missing C Require replacement. Insulation damaged, conductors exposed A Require repair or replacement. Insulation damaged, conductors not 1 Suggest replacement. exposed Open A Require repair or replacement. Protective shield (conduit) melted 2 Suggest repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Protective shield (conduit) missing 2 Suggest repair or replacement. Resistance (voltage drop) out of A Require repair or replacement. specification Routed incorrectly B Require repair. Secured incorrectly B Require repair. Shorted A Require repair or replacement. Terminal broken A Require repair or replacement. Terminal burned, affecting performance A Require repair or replacement. See note below. NOTE: Determine cause and correct prior to repair or replacement of part. Terminal burned, not affecting 2 Suggest repair or replacement. performance Terminal corroded, affecting A Require repair or replacement. Home Tuesday, November 08, 2005 3:13:01 PM

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performance Terminal corroded, not affecting performance Terminal loose, affecting performance Terminal loose, not affecting performance Voltage drop out of specification

Suggest repair or replacement.

B 1

Require repair or replacement. Suggest repair or replacement.

Require repair or replacement.

Home Tuesday, November 08, 2005 3:13:01 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Waveforms - Injector Pattern Tutorial

GENERAL INFORMATION Waveforms - Injector Pattern Tutorial

PURPOSE OF THIS ARTICLE NOTE:

This article is intended for general information purposes only. This information may not apply to all makes and models.

Learning how to interpret injector drive patterns from a Lab Scope can be like learning ignition patterns all over again. This article exists to ease you into becoming a skilled injector pattern interpreter. You will learn: z z z

z z

How a DVOM and noid light fall short of a lab scope. The two types of injector driver circuits, voltage controlled & current controlled. The two ways injector circuits can be wired, constant ground/switched power & constant power/switched ground. The two different pattern types you can use to diagnose with, voltage & current. All the valuable details injector patterns can reveal.

SCOPE OF THIS ARTICLE This is NOT a manufacturer specific article. All different types of systems are covered here, regardless of the specific year/make/model/engine. The reason for such broad coverage is because there are only a few basic ways to operate a solenoid-type injector. By understanding the fundamental principles, you will understand all the major points of injector patterns you encounter. Of course there are minor differences in each specific system, but that is where a waveform library helps out. If this is confusing, consider a secondary ignition pattern. Even though there are many different implementations, each still has a primary voltage turn-on, firing line, spark line, etc. If specific waveforms are available in On Demand for the engine and vehicle you are working on, you will find them in the Engine Performance section under the Engine Performance category.

IS A LAB SCOPE NECESSARY? INTRODUCTION You probably have several tools at your disposal to diagnose injector circuits. But you might have questioned "Is a lab scope necessary to do a thorough job, or will a set of noid lights and a multifunction DVOM do just as well?" Home Tuesday, November 08, 2005 3:07:53 3:07:49 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Waveforms - Injector Pattern Tutorial

In the following text, we are going to look at what noid lights and DVOMs do best, do not do very well, and when they can mislead you. As you might suspect, the lab scope, with its ability to look inside an active circuit, comes to the rescue by answering for the deficiencies of these other tools. OVERVIEW OF NOID LIGHT The noid light is an excellent "quick and dirty" tool. It can usually be hooked to a fuel injector harness fast and the flashing light is easy to understand. It is a dependable way to identify a no-pulse situation. However, a noid light can be very deceptive in two cases: z

If the wrong one is used for the circuit being tested. Beware: Just because a connector on a noid light fits the harness does not mean it is the right one. If an injector driver is weak or a minor voltage drop is present.

Use the Right Noid Light

In the following text we will look at what can happen if the wrong noid light is used, why there are different types of noid lights (besides differences with connectors), how to identify the types of noid lights, and how to know the right type to use. First, let's discuss what can happen if the incorrect type of noid light is used. You might see: z z

A dimly flashing light when it should be normal. A normal flashing light when it should be dim.

A noid light will flash dim if used on a lower voltage circuit than it was designed for. A normally operating circuit would appear underpowered, which could be misinterpreted as the cause of a fuel starvation problem. Here are the two circuit types that could cause this problem: z

Circuits with external injector resistors. Used predominately on some Asian & European systems, they are used to reduce the available voltage to an injector in order to limit the current flow. This lower voltage can cause a dim flash on a noid light designed for full voltage. Circuits with current controlled injector drivers (e.g. "Peak and Hold"). Basically, this type of driver allows a quick burst of voltage/current to flow and then throttles it back significantly for the remainder of the pulse width duration. If a noid light was designed for the other type of driver (voltage controlled, e.g. "Saturated"), it will appear dim because it is expecting full voltage/current to flow for the entire duration of the pulse width.

Let's move to the other situation where a noid light flashes normally when it should be dim. This could occur if a more sensitive noid light is used on a higher voltage/amperage circuit that was weakened enough to cause problems (but not outright broken). A circuit with an actual problem would thus appear normal. Let's look at why. A noid light does not come close to consuming as much amperage as an injector solenoid. If there is a partial driver failure or a minor voltage drop in the injector circuit, there can be adequate amperage to Home Tuesday, November 08, 2005 3:07:49 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Waveforms - Injector Pattern Tutorial

fully operate the noid light BUT NOT ENOUGH TO OPERATE THE INJECTOR. If this is not clear, picture a battery with a lot of corrosion on the terminals. Say there is enough corrosion that the starter motor will not operate; it only clicks. Now imagine turning on the headlights (with the ignition in the RUN position). You find they light normally and are fully bright. This is the same idea as noid light: There is a problem, but enough amp flow exists to operate the headlights ("noid light"), but not the starter motor ("injector"). How do you identify and avoid all these situations? By using the correct type of noid light. This requires that you understanding the types of injector circuits that your noid lights are designed for. There are three. They are: z

Systems with a voltage controlled injector driver. Another way to say it: The noid light is designed for a circuit with a "high" resistance injector (generally 12 ohms or above). Systems with a current controlled injector driver. Another way to say it: The noid light is designed for a circuit with a low resistance injector (generally less than 12 ohms) without an external injector resistor. Systems with a voltage controlled injector driver and an external injector resistor. Another way of saying it: The noid light is designed for a circuit with a low resistance injector (generally less than 12 ohms) and an external injector resistor.

NOTE:

Some noid lights can meet both the second and third categories simultaneously.

If you are not sure which type of circuit your noid light is designed for, plug it into a known good car and check out the results. If it flashes normally during cranking, determine the circuit type by finding out injector resistance and if an external injector resistor is used. You now know enough to identify the type of injector circuit. Label the noid light appropriately. Next time you need to use a noid light for diagnosis, determine what type of injector circuit you are dealing with and select the appropriate noid light. Of course, if you suspect a no-pulse condition you could plug in any one whose connector fit without fear of misdiagnosis. This is because it is unimportant if the flashing light is dim or bright. It is only important that it flashes. In any cases of doubt regarding the use of a noid light, a lab scope will overcome all inherent weaknesses. OVERVIEW OF DVOM A DVOM is typically used to check injector resistance and available voltage at the injector. Some techs also use it check injector on-time either with a built-in feature or by using the dwell/duty function. There are situations where the DVOM performs these checks dependably, and other situations where it can deceive you. It is important to be aware of these strengths and weaknesses. We will cover the topics above in the following text. Checking Injector Resistance Home Tuesday, November 08, 2005 3:07:49 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Waveforms - Injector Pattern Tutorial

If a short in an injector coil winding is constant, an ohmmeter will accurately identify the lower resistance. The same is true with an open winding. Unfortunately, an intermittent short is an exception. A faulty injector with an intermittent short will show "good" if the ohmmeter cannot force the short to occur during testing. Alcohol in fuel typically causes an intermittent short, happening only when the injector coil is hot and loaded by a current high enough to jump the air gap between two bare windings or to break down any oxides that may have formed between them. When you measure resistance with an ohmmeter, you are only applying a small current of a few milliamps. This is nowhere near enough to load the coil sufficiently to detect most problems. As a result, most resistance checks identify intermittently shorted injectors as being normal. There are two methods to get around this limitation. The first is to purchase an tool that checks injector coil windings under full load. The Kent-Moore J-39021 is such a tool, though there are others. The Kent-Moore costs around $240 at the time of this writing and works on many different manufacturer's systems. The second method is to use a lab scope. Remember, a lab scope allows you to see the regular operation of a circuit in real time. If an injector is having an short or intermittent short, the lab scope will show it. Checking Available Voltage At the Injector

Verifying a fuel injector has the proper voltage to operate correctly is good diagnostic technique. Finding an open circuit on the feed circuit like a broken wire or connector is an accurate check with a DVOM. Unfortunately, finding an intermittent or excessive resistance problem with a DVOM is unreliable. Let's explore this drawback. Remember that a voltage drop due to excessive resistance will only occur when a circuit is operating? Since the injector circuit is only operating for a few milliseconds at a time, a DVOM will only see a potential fault for a few milliseconds. The remaining 90+% of the time the unloaded injector circuit will show normal battery voltage. Since DVOMs update their display roughly two to five times a second, all measurements in between are averaged. Because a potential voltage drop is visible for such a small amount of time, it gets "averaged out", causing you to miss it. Only a DVOM that has a "min-max" function that checks EVERY MILLISECOND will catch this fault consistently (if used in that mode). The Fluke 87 among others has this capability. A "min-max" DVOM with a lower frequency of checking (100 millisecond) can miss the fault because it will probably check when the injector is not on. This is especially true with current controlled driver circuits. The Fluke 88, among others fall into this category. Outside of using a Fluke 87 (or equivalent) in the 1 mS "min-max" mode, the only way to catch a voltage drop fault is with a lab scope. You will be able to see a voltage drop as it happens. One final note. It is important to be aware that an injector circuit with a solenoid resistor will always show a voltage drop when the circuit is energized. This is somewhat obvious and normal; it is a designed-in voltage drop. What can be unexpected is what we already covered--a voltage drop disappears when the circuit is Home Tuesday, November 08, 2005 3:07:49 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Waveforms - Injector Pattern Tutorial

unloaded. The unloaded injector circuit will show normal battery voltage at the injector. Remember this and do not get confused. Checking Injector On-Time With Built-In Function

Several DVOMs have a feature that allows them to measure injector on-time (mS pulse width). While they are accurate and fast to hookup, they have three limitations you should be aware of: z

z z

They only work on voltage controlled injector drivers (e.g "Saturated Switch"), NOT on current controlled injector drivers (e.g. "Peak & Hold"). A few unusual conditions can cause inaccurate readings. Varying engine speeds can result in inaccurate readings.

Regarding the first limitation, DVOMs need a well-defined injector pulse in order to determine when the injector turns ON and OFF. Voltage controlled drivers provide this because of their simple switch-like operation. They completely close the circuit for the entire duration of the pulse. This is easy for the DVOM to interpret. The other type of driver, the current controlled type, start off well by completely closing the circuit (until the injector pintle opens), but then they throttle back the voltage/current for the duration of the pulse. The DVOM understands the beginning of the pulse but it cannot figure out the throttling action. In other words, it cannot distinguish the throttling from an open circuit (de-energized) condition. Yet current controlled injectors will still yield a millisecond on-time reading on these DVOMs. You will find it is also always the same, regardless of the operating conditions. This is because it is only measuring the initial completely-closed circuit on-time, which always takes the same amount of time (to lift the injector pintle off its seat). So even though you get a reading, it is useless. The second limitation is that a few erratic conditions can cause inaccurate readings. This is because of a DVOM's slow display rate; roughly two to five times a second. As we covered earlier, measurements in between display updates get averaged. So conditions like skipped injector pulses or intermittent long/short injector pulses tend to get "averaged out", which will cause you to miss important details. The last limitation is that varying engine speeds can result in inaccurate readings. This is caused by the quickly shifting injector on-time as the engine load varies, or the RPM moves from a state of acceleration to stabilization, or similar situations. It too is caused by the averaging of all measurements in between DVOM display periods. You can avoid this by checking on-time when there are no RPM or load changes. A lab scope allows you to overcome each one of these limitations. Checking Injector On-Time With Dwell Or Duty

If no tool is available to directly measure injector millisecond on-time measurement, some techs use a simple DVOM dwell or duty cycle functions as a replacement. While this is an approach of last resort, it does provide benefits. We will discuss the strengths and weaknesses in a moment, but first we will look at how a duty cycle meter and dwell meter work. Home Tuesday, November 08, 2005 3:07:49 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Waveforms - Injector Pattern Tutorial

How A Duty Cycle Meter and Dwell Meter Work

All readings are obtained by comparing how long something has been OFF to how long it has been ON in a fixed time period. A dwell meter and duty cycle meter actually come up with the same answers using different scales. You can convert freely between them. See RELATIONSHIP BETWEEN DWELL & DUTY CYCLE READINGS TABLE . The DVOM display updates roughly one time a second, although some DVOMs can be a little faster or slower. All measurements during this update period are tallied inside the DVOM as ON time or OFF time, and then the total ratio is displayed as either a percentage (duty cycle) or degrees (dwell meter). For example, let's say a DVOM had an update rate of exactly 1 second (1000 milliseconds). Let's also say that it has been measuring/tallying an injector circuit that had been ON a total of 250 mS out of the 1000 mS. That is a ratio of one-quarter, which would be displayed as 25% duty cycle or 15° dwell (six-cylinder scale). Note that most duty cycle meters can reverse the readings by selecting the positive or negative slope to trigger on. If this reading were reversed, a duty cycle meter would display 75%. Strengths of Dwell/Duty Meter

The obvious strength of a dwell/duty meter is that you can compare injector on-time against a known-good reading. This is the only practical way to use a dwell/duty meter, but requires you to have known-good values to compare against. Another strength is that you can roughly convert injector mS on-time into dwell reading with some computations. A final strength is that because the meter averages everything together it does not miss anything (though this is also a severe weakness that we will look at later). If an injector has a fault where it occasionally skips a pulse, the meter registers it and the reading changes accordingly. Let's go back to figuring out dwell/duty readings by using injector on-time specification. This is not generally practical, but we will cover it for completeness. You NEED to know three things: z z z

Injector mS on-time specification. Engine RPM when specification is valid. How many times the injectors fire per crankshaft revolution.

The first two are self-explanatory. The last one may require some research into whether it is a bank-fire type that injects every 360° of crankshaft rotation, a bank-fire that injects every 720°, or an SFI that injects every 720°. Many manufacturers do not release this data so you may have to figure it out yourself with a frequency meter. Here are the four complete steps to convert millisecond on-time: 1. Determine the injector pulse width and RPM it was obtained at. Let's say the specification is for one millisecond of on-time at a hot idle of 600 RPM. Home Tuesday, November 08, 2005 3:07:49 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Waveforms - Injector Pattern Tutorial

2. Determine injector firing method for the complete 4 stroke cycle. Let's say this is a 360° bank-fired, meaning an injector fires each and every crankshaft revolution. 3. Determine how many times the injector will fire at the specified engine speed (600 RPM) in a fixed time period. We will use 100 milliseconds because it is easy to use. Six hundred crankshaft Revolutions Per Minute (RPM) divided by 60 seconds equals 10 revolutions per second. Multiplying 10 times .100 yields one; the crankshaft turns one time in 100 milliseconds. With exactly one crankshaft rotation in 100 milliseconds, we know that the injector fires exactly one time. 4. Determine the ratio of injector on-time vs. off-time in the fixed time period, then figure duty cycle and/or dwell. The injector fires one time for a total of one millisecond in any given 100 millisecond period. One hundred minus one equals 99. We have a 99% duty cycle. If we wanted to know the dwell (on 6 cylinder scale), multiple 99% times .6; this equals 59.4° dwell. Weaknesses of Dwell/Duty Meter

The weaknesses are significant. First, there is no one-to-one correspondence to actual mS on-time. No manufacturer releases dwell/duty data, and it is time-consuming to convert the mS on-time readings. Besides, there can be a large degree of error because the conversion forces you to assume that the injector(s) are always firing at the same rate for the same period of time. This can be a dangerous assumption. Second, all level of detail is lost in the averaging process. This is the primary weakness. You cannot see the details you need to make a confident diagnosis. Here is one example. Imagine a vehicle that has a faulty injector driver that occasionally skips an injector pulse. Every skipped pulse means that that cylinder does not fire, thus unburned O2 gets pushed into the exhaust and passes the O2 sensor. The O2 sensor indicates lean, so the computer fattens up the mixture to compensate for the supposed "lean" condition. A connected dwell/duty meter would see the fattened pulse width but would also see the skipped pulses. It would tally both and likely come back with a reading that indicated the "pulse width" was within specification because the rich mixture and missing pulses offset each other. This situation is not a far-fetched scenario. Some early GM 3800 engines were suffering from exactly this. The point is that a lack of detail could cause misdiagnosis. As you might have guessed, a lab scope would not miss this. RELATIONSHIP BETWEEN DWELL & DUTY CYCLE READINGS Duty Cycle Meter Dwell Meter (2) 1° 15° 30° 45° 60° (1)

1% 25% 50% 75% 100% These are just some examples for your understanding. It is okay to fill in the gaps.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Waveforms - Injector Pattern Tutorial

(2)

Dwell meter on the six-cylinder scale.

THE TWO TYPES OF INJECTOR DRIVERS OVERVIEW There are two types of transistor driver circuits used to operate electric fuel injectors: voltage controlled and current controlled. The voltage controlled type is sometimes called a "saturated switch" driver, while the current controlled type is sometimes known as a "peak and hold" driver. The basic difference between the two is the total resistance of the injector circuit. Roughly speaking, if a particular leg in an injector circuit has total resistance of 12 or more ohms, a voltage control driver is used. If less than 12 ohms, a current control driver is used. It is a question of what is going to do the job of limiting the current flow in the injector circuit; the inherent "high" resistance in the injector circuit, or the transistor driver. Without some form of control, the current flow through the injector would cause the solenoid coil to overheat and result in a damaged injector. VOLTAGE CONTROLLED CIRCUIT ("SATURATED SWITCH") The voltage controlled driver inside the computer operates much like a simple switch because it does not need to worry about limiting current flow. Recall, this driver typically requires injector circuits with a total leg resistance of 12 or more ohms. The driver is either ON, closing/completing the circuit (eliminating the voltage-drop), or OFF, opening the circuit (causing a total voltage drop). Some manufacturers call it a "saturated switch" driver. This is because when switched ON, the driver allows the magnetic field in the injector to build to saturation. This is the same "saturation" property that you are familiar with for an ignition coil. There are two ways "high" resistance can be built into an injector circuit to limit current flow. One method uses an external solenoid resistor and a low resistance injector, while the other uses a high resistance injector without the solenoid resistor. See the left side of Fig. Fig. 1 . In terms of injection opening time, the external resistor voltage controlled circuit is somewhat faster than the voltage controlled high resistance injector circuit. The trend, however, seems to be moving toward use of this latter type of circuit due to its lower cost and reliability. The ECU can compensate for slower opening times by increasing injector pulse width accordingly. NOTE:

Never apply battery voltage directly across a low resistance injector. This will cause injector damage from solenoid coil overheating.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Waveforms - Injector Pattern Tutorial

Fig. 1: Injector Driver Types - Current and Voltage CURRENT CONTROLLED CIRCUIT ("PEAK & HOLD") The current controlled driver inside the computer is more complex than a voltage controlled driver because as the name implies, it has to limit current flow in addition to its ON-OFF switching function. Recall, this driver typically requires injector circuits with a total leg resistance of less than 12 ohms. Once the driver is turned ON, it will not limit current flow until enough time has passed for the injector pintle to open. This period is preset by the particular manufacturer/system based on the amount of current flow needed to open their injector. This is typically between two and six amps. Some manufacturers refer to this as the "peak" time, referring to the fact that current flow is allowed to "peak" (to open the injector). Once the injector pintle is open, the amp flow is considerably reduced for the rest of the pulse duration to protect the injector from overheating. This is okay because very little amperage is needed to hold the injector open, typically in the area of one amp or less. Some manufacturers refer to this as the "hold" time, meaning that just enough current is allowed through the circuit to "hold" the already-open injector open. There are a couple methods of reducing the current. The most common trims back the available voltage for the circuit, similar to turning down a light at home with a dimmer. Home Tuesday, November 08, 2005 3:07:49 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Waveforms - Injector Pattern Tutorial

The other method involves repeatedly cycling the circuit ON-OFF. It does this so fast that the magnetic field never collapses and the pintle stays open, but the current is still significantly reduced. See the right side of Fig. Fig. 1 for an illustration. The advantage to the current controlled driver circuit is the short time period from when the driver transistor goes ON to when the injector actually opens. This is a function of the speed with which current flow reaches its peak due to the low circuit resistance. Also, the injector closes faster when the driver turns OFF because of the lower holding current. NOTE:

Never apply battery voltage directly across a low resistance injector. This will cause injector damage from solenoid coil overheating.

THE TWO WAYS INJECTOR CIRCUITS ARE WIRED Like other circuits, injector circuits can be wired in one of two fundamental directions. The first method is to steadily power the injectors and have the computer driver switch the ground side of the circuit. Conversely, the injectors can be steadily grounded while the driver switches the power side of the circuit. There is no performance benefit to either method. Voltage controlled and current controlled drivers have been successfully implemented both ways. However, 95% percent of the systems are wired so the driver controls the ground side of the circuit. Only a handful of systems use the drivers on the power side of the circuit. Some examples of the latter are the 1970's Cadillac EFI system, early Jeep 4.0 EFI (Renix system), and Chrysler 1984-87 TBI.

INTERPRETING INJECTOR WAVEFORMS INTERPRETING A VOLTAGE CONTROLLED PATTERN NOTE:

Voltage controlled drivers are also known as "Saturated Switch" drivers. They typically require injector circuits with a total leg resistance of 12 ohms or more.

NOTE:

This example is based on a constant power/switched ground circuit.

See Fig. 2 for pattern that the following text describes.

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feed circuit if you see big shifts and repair as necessary. Note that circuits with external injector resistors will not be any different because the resistor does not affect open circuit voltage. Point "B" is where the driver completes the circuit to ground. This point of the waveform should be a clean square point straight down with no rounded edges. It is during this period that current saturation of the injector windings is taking place and the driver is heavily stressed. Weak drivers will distort this vertical line. Point "C" represents the voltage drop across the injector windings. Point "C" should come very close to the ground reference point, but not quite touch. This is because the driver has a small amount of inherent resistance. Any significant offset from ground is an indication of a resistance problem on the ground circuit that needs repaired. You might miss this fault if you do not use the negative battery post for your Lab Scope hook-up, so it is HIGHLY recommended that you use the battery as your hook-up. The points between "B" and "D" represent the time in milliseconds that the injector is being energized or held open. This line at Point "C" should remain flat. Any distortion or upward bend indicates a ground problem, short problem, or a weak driver. Alert readers will catch that this is exactly opposite of the current controlled type drivers (explained in the next section), because they bend upwards at this point. How come the difference? Because of the total circuit resistance. Voltage controlled driver circuits have a high resistance of 12+ ohms that slows the building of the magnetic field in the injector. Hence, no counter voltage is built up and the line remains flat. On the other hand, the current controlled driver circuit has low resistance which allows for a rapid magnetic field build-up. This causes a slight inductive rise (created by the effects of counter voltage) and hence, the upward bend. You should not see that here with voltage controlled circuits. Point "D" represents the electrical condition of the injector windings. The height of this voltage spike (inductive kick) is proportional to the number of windings and the current flow through them. The more current flow and greater number of windings, the more potential for a greater inductive kick. The opposite is also true. The less current flow or fewer windings means less inductive kick. Typically you should see a minimum 35 volts at the top of Point "D". If you do see approximately 35 volts, it is because a zener diode is used with the driver to clamp the voltage. Make sure the beginning top of the spike is squared off, indicating the zener dumped the remainder of the spike. If it is not squared, that indicates the spike is not strong enough to make the zener fully dump, meaning the injector has a weak winding. If a zener diode is not used in the computer, the spike from a good injector will be 60 or more volts. Point "E" brings us to a very interesting section. As you can see, the voltage dissipates back to supply value after the peak of the inductive kick. Notice the slight hump? This is actually the mechanical injector pintle closing. Recall that moving an iron core through a magnetic field will create a voltage surge. The pintle is the iron core here. This pintle hump at Point "E" should occur near the end of the downward slope, and not afterwards. If it does Home Tuesday, November 08, 2005 3:07:49 PM

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occur after the slope has ended and the voltage has stabilized, it is because the pintle is slightly sticking because of a faulty injector If you see more than one hump it is because of a distorted pintle or seat. This faulty condition is known as "pintle float". It is important to realize that it takes a good digital storage oscilloscope or analog lab scope to see this pintle hump clearly. Unfortunately, it cannot always be seen.

Fig. 2: Identifying Voltage Controlled Type Injector Pattern INTERPRETING A CURRENT CONTROLLED PATTERN NOTE:

Current controlled drivers are also known as "Peak and Hold" drivers. They typically require injector circuits with a total leg resistance with less than 12 ohm.

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NOTE: z

This example is based on a constant power/switched ground circuit.

See Fig. 3 for pattern that the following text describes.

Point "A" is where system voltage is supplied to the injector. A good hot run voltage is usually 13.5 or more volts. This point, commonly known as open circuit voltage, is critical because the injector will not get sufficient current saturation if there is a voltage shortfall. To obtain a good look at this precise point, you will need to shift your Lab Scope to five volts per division. You will find that some systems have slight voltage fluctuations here. This could occur if the injector feed wire is also used to power up other cycling components, like the ignition coil(s). Slight voltage fluctuations are normal and are no reason for concern. Major voltage fluctuations are a different story, however. Major voltage shifts on the injector feed line will create injector performance problems. Look for excessive resistance problems in the feed circuit if you see big shifts and repair as necessary. Point "B" is where the driver completes the circuit to ground. This point of the waveform should be a clean square point straight down with no rounded edges. It is during this period that current saturation of the injector windings is taking place and the driver is heavily stressed. Weak drivers will distort this vertical line. Point "C" represents the voltage drop across the injector windings. Point "C" should come very close to the ground reference point, but not quite touch. This is because the driver has a small amount of inherent resistance. Any significant offset from ground is an indication of a resistance problem on the ground circuit that needs repaired. You might miss this fault if you do not use the negative battery post for your Lab Scope hook-up, so it is HIGHLY recommended that you use the battery as your hook-up. Right after Point "C", something interesting happens. Notice the trace starts a normal upward bend. This slight inductive rise is created by the effects of counter voltage and is normal. This is because the low circuit resistance allowed a fast build-up of the magnetic field, which in turn created the counter voltage. Point "D" is the start of the current limiting, also known as the "Hold" time. Before this point, the driver had allowed the current to free-flow ("Peak") just to get the injector pintle open. By the time point "D" occurs, the injector pintle has already opened and the computer has just significantly throttled the current back. It does this by only allowing a few volts through to maintain the minimum current required to keep the pintle open. The height of the voltage spike seen at the top of Point "D" represents the electrical condition of the injector windings. The height of this voltage spike (inductive kick) is proportional to the number of windings and the current flow through them. The more current flow and greater number of windings, the more potential for a greater inductive kick. The opposite is also true. The less current flow or fewer windings means less inductive kick. Typically you should see a minimum 35 volts. If you see approximately 35 volts, it is because a zener diode is used with the driver to clamp the voltage. Make sure the beginning top of the spike is squared off, indicating the zener dumped the remainder of the spike. If it is not squared, that indicates the spike is not strong enough to make the zener fully dump, meaning there is a problem with a weak injector winding. If a zener diode is not used in the computer, the spike from a good injector will be 60 or more volts. Home Tuesday, November 08, 2005 3:07:49 PM

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At Point "E", notice that the trace is now just a few volts below system voltage and the injector is in the current limiting, or the "Hold" part of the pattern. This line will either remain flat and stable as shown here, or will cycle up and down rapidly. Both are normal methods to limit current flow. Any distortion may indicate shorted windings. Point "F" is the actual turn-off point of the driver (and injector). To measure the millisecond on-time of the injector, measure between points "C" and "F". Note that we used cursors to do it for us; they are measuring a 2.56 mS on-time. The top of Point "F" (second inductive kick) is created by the collapsing magnetic field caused by the final turnoff of the driver. This spike should be like the spike on top of point "D". Point "G" shows a slight hump. This is actually the mechanical injector pintle closing. Recall that moving an iron core through a magnetic field will create a voltage surge. The pintle is the iron core here. This pintle hump at Point "E" should occur near the end of the downward slope, and not afterwards. If it does occur after the slope has ended and the voltage has stabilized, it is because the pintle is slightly sticking. Some older Nissan TBI systems suffered from this. If you see more than one hump it is because of a distorted pintle or seat. This faulty condition is known as "pintle float". It is important to realize that it takes a good digital storage oscilloscope or analog lab scope to see this pintle hump clearly. Unfortunately, it cannot always be seen.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Waveforms - Injector Pattern Tutorial

Fig. 3: Identifying Current Controlled Type Injector Pattern

CURRENT WAVEFORM SAMPLES EXAMPLE #1 - VOLTAGE CONTROLLED DRIVER The waveform pattern shown in Fig. Fig. 4 indicate a normal current waveform from a Ford 3.0L V6 VIN [U] engine. This voltage controlled type circuit pulses the injectors in groups of three injectors. Injectors No. 1, 3, and 5 are pulsed together and cylinders 2, 4, and 6 are pulsed together. The specification for an acceptable bank resistance is 4.4 ohms. Using Ohm's Law and assuming a hot run voltage of 14 volts, we determine that the bank would draw a current of 3.2 amps. However this is not the case because as the injector windings become saturated, counter voltage is created which impedes the current flow. This, coupled with the inherent resistance of the driver's transistor, impedes the current flow even more. So, what is a known good value for a dynamic current draw on a voltage controlled bank of injectors? The waveform pattern shown below indicates a good parallel injector current flow of 2 amps. Home Tuesday, November 08, 2005 3:07:49 PM

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See Fig. 4 . Note that if just one injector has a resistance problem and partially shorts, the entire parallel bank that it belongs to will draw more current. This can damage the injector driver. The waveform pattern in Fig. Fig. 5 indicates this type of problem with too much current flow. This is on other bank of injectors of the same vehicle; the even side. Notice the Lab Scope is set on a one amp per division scale. As you can see, the current is at an unacceptable 2.5 amps. It is easy to find out which individual injector is at fault. All you need to do is inductively clamp onto each individual injector and compare them. To obtain a known-good value to compare against, we used the good bank to capture the waveform in Fig. Fig. 6 . Notice that it limits current flow to 750 milliamps. The waveform shown in Fig. Fig. 7 illustrates the problem injector we found. This waveform indicates an unacceptable current draw of just over one amp as compared to the 750 milliamp draw of the known-good injector. A subsequent check with a DVOM found 8.2 ohms, which is under the 12 ohm specification.

Fig. 4: Injector Bank w/Normal Current Flow - Current Pattern

Fig. 5: Injector Bank w/Excessive Current Flow - Current Pattern Home Tuesday, November 08, 2005 3:07:49 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Waveforms - Injector Pattern Tutorial

Fig. 6: Single Injector w/Normal Current Flow - Current Pattern

Fig. 7: Single Injector w/Excessive Current Flow - Current Pattern EXAMPLE #2 - VOLTAGE CONTROLLED DRIVER This time we will look at a GM 3.1L V6 VIN [T]. Fig. Fig. 8 shows the 1, 3, 5 (odd) injector bank with the current waveform indicating about a 2.6 amp draw at idle. This pattern, taken from a known good vehicle, correctly stays at or below the maximum 2.6 amps current range. Ideally, the current for each bank should be very close in comparison. Notice the small dimple on the current flow's rising edge. This is the actual injector opening or what engineers refer to as the "set point." For good idle quality, the set point should be uniform between the banks. When discussing Ohm's Law as it pertains to this parallel circuit, consider that each injector has specified resistance of 12.2 ohms. Since all three injectors are in parallel the total resistance of this parallel circuit drops to 4.1 ohms. Fourteen volts divided by four ohms would pull a maximum of 3.4 amps on this bank of injectors. However, as we discussed in EXAMPLE #1 above, other factors knock this value down to roughly the 2.6 amp neighborhood. Now we are going to take a look at the even bank of injectors; injectors 2, 4, and 6. See Fig. 9 . Notice this bank Home Tuesday, November 08, 2005 3:07:49 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Waveforms - Injector Pattern Tutorial

peaked at 1.7 amps at idle as compared to the 2.6 amps peak of the odd bank (Fig. Fig. 8 ). Current flow between even and odd injectors banks is not uniform, yet it is not causing a driveability problem. That is because it is still under the maximum amperage we figured out earlier. But be aware this vehicle could develop a problem if the amperage flow increases any more. Checking the resistance of this even injector group with a DVOM yielded 6.2 ohms, while the odd injector group in the previous example read 4.1 ohms.

Fig. 8: Injector Odd Bank w/Normal Current Flow - Current Pattern

Fig. 9: Injector Even Bank w/Normal Current Flow - Current Pattern EXAMPLE #3 - VOLTAGE CONTROLLED DRIVER Example #3 is of a Ford 5.0L V8 SEFI. Fig. Fig. 10 shows a waveform of an individual injector at idle with the Lab Scope set on 200 milliamps per division. Notice the dimple in the rising edge. This dimple indicates the actual opening of the injector (set point) occurred at 400 milliamps and current peaked at 750 milliamps. This is a good specification for this engine. The next waveform pattern in Fig. Fig. 11 shows an abnormality with another injector. With the Lab Scope set Home Tuesday, November 08, 2005 3:07:49 PM

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on 500 milliamps per division, you can see that the current waveform indicates a 1200 milliamp draw. This is a faulty injector. Abnormally low resistance injectors create excessive current draw, causing rough idle, and possible computer driver damage.

Fig. 10: Single Injector w/Normal Current Flow - Current Pattern

Fig. 11: Single Injector w/Excessive Current Flow - Current Pattern EXAMPLE #4 - CURRENT CONTROLLED DRIVER Example #4 is of a Ford 4.6L SEFI VIN [W]. See Fig. 12 for the known-good waveform pattern. This Ford system is different from the one above in EXAMPLE #3 as it peaks at 900 milliamps and the actual opening of the injector (set point) is just below 600 milliamps. This is offered as a comparison against the Ford pattern listed above, as they are both Ford SEFI injectors but with different operating ranges. The point is that you should not make any broad assumptions for any Home Tuesday, November 08, 2005 3:07:49 PM

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manufacturer.

Fig. 12: Single Injector w/Normal Current Flow - Current Pattern EXAMPLE #5 - CURRENT CONTROLLED DRIVER The known-good waveform in Fig. Fig. 13 is from a Chrysler 3.0L V6 PFI VIN [3]. It is a perfect example of the peak and hold theory. The waveform shows a 1-amp per division current flow, ramping to 4 amps and then decreasing to 1-amp to hold the injector open.

Fig. 13: Injector Bank w/Normal Current Flow - Current Pattern EXAMPLE #6 - CURRENT CONTROLLED DRIVER This next known-good waveform is from a Ford 5.0L V8 CFI VIN [F]. See Fig. 14 . The pattern, which is set on a 250 milliamps scale, indicates a 1.25 amp peak draw and a hold at 350 milliamps.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Waveforms - Injector Pattern Tutorial

Fig. 14: Single Injector w/Normal Current Flow - Current Pattern EXAMPLE #7 - CURRENT CONTROLLED DRIVER The known-good current controlled type waveform in Fig. Fig. 15 is from a GM 2.0L TBI VIN [1]. With the lab scope set at 2 amps per division, notice that this system peaks at 4 amps and holds at 1 amp. The next waveform is from the same type of engine, except that it shows a faulty injector. See Fig. 16 . Notice that the current went to almost 5 amps and stayed at 1 amp during the hold pattern. Excessive amounts of current flow from bad injectors are a common source of intermittent computer shutdown. Using a current waveform pattern is the most accurate method of pinpointing this problem.

Fig. 15: Single Injector w/Normal Current Flow - Current Pattern

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Fig. 16: Single Injector w/Excessive Current Flow - Current Pattern EXAMPLE #8 - CURRENT CONTROLLED DRIVER This known-good CPI system waveform from a GM 4.3L V6 CPI VIN [W] peaks at 4 amps and holds at 1amp. See Fig. 17 for waveform.

Fig. 17: Single Injector w/Normal Current Flow - Current Pattern

VOLTAGE WAVEFORM SAMPLES EXAMPLE #1 - VOLTAGE CONTROLLED DRIVER These two known-good waveform patterns are from a Ford 4.6L V8 VIN [W]. Fig. Fig. 18 illustrates the 64 volt inductive kick on this engine, indicating no clamping is occurring. The second pattern, Fig. Fig. 19 , was taken during hot idle, closed loop, and no load.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Waveforms - Injector Pattern Tutorial

Fig. 18: Injector Bank - Known Good - Voltage Pattern

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Waveforms - Injector Pattern Tutorial

Fig. 19: Injector Bank - Known Good - Voltage Pattern EXAMPLE #2 - VOLTAGE CONTROLLED DRIVER The known-good waveform pattern in Fig. Fig. 20 is from a GM 3.8L V6 PFI VIN [3]. It was taken during hot idle, closed loop and no load.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Waveforms - Injector Pattern Tutorial

Fig. 20: Injector Bank - Known Good - Voltage Pattern EXAMPLE #3 - VOLTAGE CONTROLLED DRIVER This known-good waveform pattern, Fig. Fig. 21 , is from a GM 5.0L V8 TPI VIN [F]. It was taken during hot idle, closed loop and no load.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Waveforms - Injector Pattern Tutorial

Fig. 21: Injector Bank - Known Good - Voltage Pattern EXAMPLE #4 - CURRENT CONTROLLED DRIVER From 1984 to 1987, Chrysler used this type injector drive on their TBI-equipped engines. See Fig. 22 for a known-good pattern. Instead of the ground side controlling the injector, Chrysler permanently grounds out the injector and switches the power feed side. Most systems do not work this way. These injectors peak at 6 amps of current flow and hold at 1 amp.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Waveforms - Injector Pattern Tutorial

Fig. 22: Single Injector - Known Good - Voltage Pattern EXAMPLE #5 - CURRENT CONTROLLED DRIVER These two known-good waveform patterns are from a Chrysler 3.0L V6 VIN [3]. The first waveform, Fig. Fig. 23 , is a dual trace pattern that illustrates how Chrysler uses the rising edge of the engine speed signal to trigger the injectors. The second waveform, Fig. Fig. 24 , was taken during hot idle, closed loop, and no load.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Waveforms - Injector Pattern Tutorial

Fig. 23: Injector Bank - Known Good - Voltage Pattern

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Fig. 24: Injector Bank - Known Good - Voltage Pattern EXAMPLE #6 - CURRENT CONTROLLED DRIVER This known-good pattern from a Ford 3.0L V6 PFI VIN [U] illustrates that a zener diode inside the computer is used to clamp the injector's inductive kick to 35-volts on this system. See Fig. 25 .

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Waveforms - Injector Pattern Tutorial

Fig. 25: Injector Bank - Known Good - Voltage Pattern EXAMPLE #7 - CURRENT CONTROLLED DRIVER This known-good waveform from a Ford 5.0L V8 CFI VIN [F] was taken during hot idle, closed loop, and no load. See Fig. 26 .

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Waveforms - Injector Pattern Tutorial

Fig. 26: Single Injector - Known Good - Voltage Pattern EXAMPLE #8 - CURRENT CONTROLLED DRIVER These two known-good waveform patterns are from a GM 2.0L In-Line 4 VIN [1]. Fig. Fig. 27 illustrates the 78 volt inductive spike that indicates a zener diode is not used. The second waveform, Fig. Fig. 28 , was taken during hot idle, closed loop, and no load.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Waveforms - Injector Pattern Tutorial

Fig. 27: Single Injector - Known Good - Voltage Pattern

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Waveforms - Injector Pattern Tutorial

Fig. 28: Single Injector - Known Good - Voltage Pattern

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Wheel Alignment Theory & Operation

GENERAL INFORMATION Wheel Alignment Theory & Operation

ADJUSTMENTS NOTE:

This article is intended for general information purposes only. This information may not apply to all makes and models.

PRE-ALIGNMENT INSTRUCTIONS GENERAL ALIGNMENT CHECKS Before adjusting wheel alignment, check the following: z

Each axle uses tires of same construction and tread style, equal in tread wear and overall diameter. Verify that radial and axial runout is not excessive. Inflation should be at manufacturer's specifications. Steering linkage and suspension must not have excessive play. Check for wear in tie rod ends and ball joints. Springs must not be sagging. Control arm and strut rod bushings must not have excessive play. See Fig. 1 .

Fig. 1: Checking Steering Linkage Home Tuesday, November 08, 2005 3:16:21 3:16:18 PM

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Wheel Alignment Theory & Operation

Vehicle must be on level floor with full fuel tank, no passenger load, spare tire in place and no load in trunk. Bounce front and rear end of vehicle several times. Confirm vehicle is at normal riding height. Steering wheel must be centered with wheels in straight ahead position. If required, shorten one tie rod adjusting sleeve and lengthen opposite sleeve (equal amount of turns). See Fig. 2 . Wheel bearings should have the correct preload and lug nuts must be tightened to manufacturer's specifications. Adjust camber, caster and toe-in using this sequence. Follow instructions of the alignment equipment manufacturer. CAUTION: DO NOT attempt to correct alignment by straightening parts. Damaged parts MUST be replaced.

Fig. 2: Adjusting Tie Rod Sleeves (Top View) CAMBER 1. Camber is the tilting of the wheel, outward at either top or bottom, as viewed from front of vehicle. See Fig. 3 . 2. When wheels tilts outward at the top (from centerline of vehicle), camber is positive. When wheels tilt inward at top, camber is negative. Amount of tilt is measured in degrees from vertical.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Wheel Alignment Theory & Operation

Fig. 3: Determining Camber Angle CASTER 1. Caster is tilting of front steering axis either forward or backward from vertical, as viewed from side of vehicle. See Fig. 4 . 2. When axis is tilted backward from vertical, caster is positive. This creates a trailing action on front wheels. When axis is tilted forward, caster is negative, causing a leading action on front wheels.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Wheel Alignment Theory & Operation

Fig. 4: Determining Caster Angle TOE-IN ADJUSTMENT Toe-in is the width measured at the rear of the tires subtracted by the width measured at the front of the tires at about spindle height. A positive figure would indicate toe-in and a negative figure would indicate toe-out. If the distance between the front and rear of the tires is the same, toe measurement would be zero. To adjust: 1) Measure toe-in with front wheels in straight ahead position and steering wheel centered. To adjust toe-in, loosen clamps and turn adjusting sleeve or adjustable end on right and left tie rods. See Fig. 2 and Fig. 5 . 2) Turn equally and in opposite directions to maintain steering wheel in centered position. Face of tie rod end must be parallel with machined surface of steering rod end to prevent binding. 3) When tightening clamps, make certain that clamp bolts are positioned so there will be no interference with other parts throughout the entire travel of linkage.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Wheel Alignment Theory & Operation

Fig. 5: Wheel Toe-In (Dimension A Less Dimension B) TOE-OUT ON TURNS 1. Toe-out on turns (turning radius) is a check for bent or damaged parts, and not a service adjustment. With caster, camber, and toe-in properly adjusted, check toe-out with weight of vehicle on wheels. 2. Use a full floating turntable under each wheel, repeating test with each wheel positioned for right and left turns. Incorrect toe-out generally indicates a bent steering arm. Replace arm, if necessary, and recheck wheel alignment. STEERING AXIS INCLINATION 1. Steering axis inclination is a check for bent or damaged parts, and not a service adjustment. Vehicle must be level and camber should be properly adjusted. See Fig. 6 . 2. If camber cannot be brought within limits and steering axis inclination is correct, steering knuckle is bent. If camber and steering axis inclination are both incorrect by approximately the same amount, the upper and lower control arms are bent.

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1998 Chevrolet Pickup C1500 GENERAL INFORMATION Wheel Alignment Theory & Operation

Fig. 6: Checking Steering Axis Inclination

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1997 Ford Explorer A/C COMPRESSOR REFRIGERANT OIL CHECKING 1997 GENERAL SERVICING Ford Motor Co. - Compressor Refrigerant Oil Checking

A/C COMPRESSOR REFRIGERANT OIL CHECKING 1997 GENERAL SERVICING Ford Motor Co. - Compressor Refrigerant Oil Checking

REFRIGERANT OIL & REFRIGERANT CAPACITY SPECIFICATIONS NOTE:

Always refer to underhood A/C specification label in engine compartment or A/C compressor label while servicing A/C system. If engine compartment/compressor label specifications differ from specifications in this article, use underhood/compressor label specifications.

NOTE:

DO NOT exceed A/C system refrigerant oil capacity when servicing system.

REFRIGERANT OIL & R-134a REFRIGERANT CAPACITY Application Aerostar With Rear Unit

Oil Ounces (1)

Without Rear Unit "E" Series With Rear Unit Without Rear Unit

(2)

10.0

35.0-37.0

7.0

24.0

13.0

64.0

9.0

52.0

(2)

Refrigerant Ounces

(2)

(3)

Expedition

(3)

Explorer & Mountaineer

(2)

9.0

22.0

"F" Series

(2)

7.0

38.0

Ranger

(2)

7.0

22.0

10.0

53.0

7.0

32.0

13.0

56.0

9.0

44.0

Villager With Rear Unit Without Rear Unit Windstar With Rear Unit Without Rear Unit

(2) (2)

(1)

Total system capacity, unless otherwise noted.

(2)

Use YN-12b PAG Oil (Part No. F2AZ-19577-AB).

(3)

Refrigerant oil and refrigerant capacity available at time of publication. Refer to underhood A/C specification label in engine compartment.

REFRIGERANT OILS Helpmelearn February-12-08 7:32:49 7:32:37 PM

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1997 Ford Explorer A/C COMPRESSOR REFRIGERANT OIL CHECKING 1997 GENERAL SERVICING Ford Motor Co. - Compressor Refrigerant Oil Checking

NOTE:

Use ONLY the specified oil for the A/C system or compressor. Always check the underhood A/C specification label or A/C compressor label before adding refrigerant oil to A/C compressor/system.

Use only new, moisture-free refrigerant oil in A/C systems. Refrigerant oil is highly refined with a very low moisture content. Oil container must be tightly closed when not in use, or moisture from air will be absorbed into refrigerant oil. Refrigerant R-134a systems use Polyalkylene Glycol (PAG) refrigerant oil. Using a mineral oil based lubricant with R-134a systems will result in A/C compressor failure due to lack of proper lubrication. Different compressors have different lubrication requirements and use different specified Polyalkylene Glycol (PAG) refrigerant oils. Use only specified PAG refrigerant oil for the appropriate system and A/C compressor. Always check the underhood A/C specification label or A/C compressor label before adding refrigerant oil to A/C compressor/system. See the REFRIGERANT OIL APPLICATION table for specific refrigerant oil applications. NOTE:

PAG oil absorbs moisture very rapidly, 2.3-5.6 percent by weight as compared to a mineral oil absorption rate of .005 percent by weight.

REFRIGERANT OIL APPLICATION Application All Models

Refrigerant Oil (1)

YN-12B PAG Refrigerant Oil or (1) Part No. F2AZ-19577-A, with specification WSH-M1C231-B (2)

(2)

SP-20 PAG Oil

With specification WST-M1C231-B2

SERVICING PRECAUTIONS DISCHARGING SYSTEM Discharge A/C system, using approved refrigerant recovery/recycling equipment before loosening any fittings. Follow refrigerant recovery/recycling equipment manufacturer's instructions. DISCONNECTING LINES & FITTINGS After system is discharged, carefully clean area around all fittings to be opened. Always use 2 wrenches when loosening or tightening fittings. Some refrigerant lines are connected with a spring-lock coupling. Special tools may be required to disconnect lines. Cap all openings as soon as lines are removed. DO NOT remove caps until ready to connect lines and fittings. NOTE:

All R-134a based systems use 1/2-16 ACME threaded fittings. Ensure all replacement parts match the connections of the system being worked on.

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1997 Ford Explorer A/C COMPRESSOR REFRIGERANT OIL CHECKING 1997 GENERAL SERVICING Ford Motor Co. - Compressor Refrigerant Oil Checking

CONNECTING LINES & FITTINGS Always use new gasket or "O" ring when connecting lines or fittings. Coat "O" ring with refrigerant oil, and ensure it is not twisted during installation. To prevent damage to lines and fittings, always use 2 wrenches. Keep refrigerant oil off fitting threads. Long term contact of oil on threads may cause future damage to threads. 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 REFRIGERANT OIL & R-134a REFRIGERANT CAPACITY table. 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-10 10-CYLINDER Except F25OHD & F350 & Super Duty

1. Slowly discharge A/C system, using approved refrigerant recovery/recycling equipment. Remove A/C compressor. Drain as much compressor oil from suction and discharge ports as possible. Rotate compressor shaft 6-8 revolutions by hand, while pouring oil from ports. Collect oil in a clean container and measure amount drained. Do not reuse old refrigerant oil. 2. If amount drained is 3-5 ounces, add amount drained plus one ounce of new refrigerant oil to compressor. If amount drained is more than 5 ounces, add the same amount that was drained from compressor. If amount drained is less than 3 ounces, add 3 ounces to compressor. See FORD FS-10 COMPONENT REFRIGERANT OIL CAPACITIES table. Add new refrigerant oil through suction port. 3. Use new "O" rings on refrigerant lines. Install A/C compressor. Perform leak test. Evacuate and charge system. FORD FS-10 COMPONENT REFRIGERANT OIL CAPACITIES Component Accumulator/Receiver-Drier Except Villager Villager Condenser Except Villager & Windstar Villager Windstar Evaporator Except Villager & Windstar

Ounces (1)

2.0 1.0 1.0-1.7 1.5 3.0

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1997 Ford Explorer A/C COMPRESSOR REFRIGERANT OIL CHECKING 1997 GENERAL SERVICING Ford Motor Co. - Compressor Refrigerant Oil Checking

Villager (Front Or Rear) Windstar

1.5-2.5 4.0 2.0

Other Components (2) (1) On Windstar, drill two 1/2" holes in bottom of old accumulator to drain oil. On all models, drain refrigerant oil from old accumulator and add same amount plus 2 ounces of new refrigerant oil to new accumulator/receiver-drier. (2) Add new refrigerant oil following replacement of other system components such as orifice tube, A/C clutch cycling switch, compressor pressure relief valve, system pressure cut-off switch or hoses. SANDEN SD-7H15 7-CYLINDER F250HD, F350 & Super Duty

1. Slowly discharge A/C system, using approved refrigerant recovery/recycling equipment. Remove A/C compressor. Drain as much compressor oil from suction and discharge ports as possible. Rotate compressor shaft 6-8 revolutions by hand, while pouring oil from ports. Collect oil in a clean container and measure amount drained. Do not reuse old refrigerant oil. 2. If amount drained is 3-5 ounces, add amount drained plus one ounce of new refrigerant oil to compressor. If amount drained is more than 5 ounces, add the same amount that was drained from compressor. If amount drained is less than 3 ounces, add 3 ounces to compressor. See SD-7H15 COMPONENT REFRIGERANT OIL CAPACITIES table. Add new refrigerant oil through suction port. 3. Use new "O" rings on refrigerant lines. Install A/C compressor. Perform leak test. Evacuate and charge system. SD-7H15 COMPONENT REFRIGERANT OIL CAPACITIES Component Accumulator Receiver/Drier

Ounces

Condenser Evaporator (1) Drain oil from old accumulator and add the same amount of oil drained of new refrigerant oil to replacement accumulator plus 2 ounces.

(1)

1.0 3.0

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1997 Ford Explorer GENERAL SERVICING Compressor Servicing

GENERAL SERVICING Compressor Servicing

COMPRESSOR APPLICATIONS COMPRESSOR APPLICATIONS (CARS) Application Aspire & Probe Escort & Tracer (1996) 1.8L 1.9L Taurus 3.4L SHO

Compressor Panasonic Rotary Vane Nippondenso 10P13 10-Cyl. Ford FS-10 10-Cyl. (1)

Sanden Scroll All Others Ford FS-10 10-Cyl. (1) Information as to the specific type of Sanden Scroll was not available at time of publication.

COMPRESSOR APPLICATIONS (LIGHT TRUCKS & VANS) Application Except F250HD & F350 F250HD & F350

Compressor Ford FS-10 10-Cyl. Sanden SD-7H15 7 Cyl.

FORD FS-10 10-CYLINDER CLUTCH ASSEMBLY Removal

1. Discharge A/C system, using approved refrigerant recovery/recycling equipment. Remove compressor. Using a spanner wrench or clutch holder, remove clutch plate bolt. Discard bolt. Thread an 8-mm bolt into clutch plate, and remove clutch plate and shims. 2. Remove snap ring. Remove pulley assembly. See Fig. 1 . Disconnect clutch coil lead. Install Shaft Protector (T89P-19623-FH) over compressor shaft. 3. Install 2-jaw puller on compressor. Tighten puller to remove clutch coil from compressor. DO NOT use air-powered tools when removing clutch coil. NOTE:

After installing a new clutch assembly, cycle clutch assembly 10 times with engine at idle to burnish clutch and prevent slippage.

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. Helpmelearn February-12-08 7:33:53 7:33:50 PM

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1997 Ford Explorer GENERAL SERVICING Compressor Servicing

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-powered tools when installing clutch coil. Ensure clutch coil seats against compressor head at all contact points of mounting surface. 4. Install pulley and snap ring. Install snap ring with beveled side away from compressor. Install shims and clutch plate. Install NEW clutch plate 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 .014-.033" (.36-.84 mm). If clearance is not as specified, add or remove shims to obtain proper clearance.

Fig. 1: Exploded View Of Compressor Clutch Assembly (FS-10 10-Cyl.) Courtesy of FORD MOTOR CO. SHAFT SEAL Removal

1. Discharge A/C system, using approved refrigerant recovery/recycling equipment. Remove compressor. Using a spanner wrench or clutch holder, remove clutch plate bolt. Discard bolt. Thread an 8-mm bolt into clutch plate and remove clutch plate and shims. 2. Remove shaft felt seal. Thoroughly clean seal area of compressor. Using Snap Ring Remover (T89P19623-DH), rotate eye of snap ring. Pull up snap ring while holding snap ring at an 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 Helpmelearn February-12-08 7:33:50 PM

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1997 Ford Explorer GENERAL SERVICING Compressor Servicing

compressor. Installation

1. Lubricate shaft seal protector and shaft seal with refrigerant oil. Replacement Seal Kit (19D665) includes Shaft Seal Protector (T89P-19623-CH). 2. Coat shaft seal and protector with clean refrigerant oil. Install shaft seal on shaft seal protector 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 snap ring. Rotate compressor shaft about 10 revolutions and leak test shaft seal installation. 4. Install NEW shaft seal felt. Install clutch plate. Install new clutch plate 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.

NIPPONDENSO 10P13 10-CYLINDER CLUTCH ASSEMBLY NOTE:

Remove compressor if clearance is not adequate for clutch assembly removal.

Removal

1. Using spanner (1014), hold clutch plate and remove compressor shaft 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. 3. Disconnect clutch coil lead, and remove clutch coil. Installation

1. Install clutch coil over locating pin, and install snap ring. Connect clutch coil lead. 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 compressor shaft key. Using Clutch Plate Installer (T80L-19703-F), install clutch plate. Install compressor shaft nut. Using spanner, tighten nut to 10-14 ft. lbs. (14-19 N.m). DO NOT tighten nut using air-powered tools. 4. Using feeler gauge, check clearance between clutch plate and pulley. Rotate compressor clutch, and check clearance in more than only one place. Proper clearance is .021-.036" (.53-.91 mm). If clearance is not as specified, add or remove shims to correct clearance. Helpmelearn February-12-08 7:33:50 PM

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1997 Ford Explorer GENERAL SERVICING Compressor Servicing

Fig. 2: Exploded View Of Compressor (Nippondenso 10P13 10-Cylinder) Courtesy of FORD MOTOR CO. 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. Mount compressor in vise, clamping it by mounting ears. Remove clutch assembly and clutch plate shims. Remove front head from cylinder assembly. 3. Clean compressor front hub area. Remove felt packing and dust seal retainer from inside compressor nose. Using shaft seat Remover/Installer (T87P-19623-BH), Remove seal seat. 4. 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 compressor shaft, and push new seal onto compressor shaft. Push Helpmelearn February-12-08 7:33:50 PM

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1997 Ford Explorer GENERAL SERVICING Compressor Servicing

downward on shaft seal remover/Installer, and turn it 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 shaft sealseat snap ring. 4. Install dust seal retainer and felt packing. Install clutch plate. Using new refrigerant oil, add same amount of oil to compressor as was drained from it. Rotate compressor 10 revolutions to distribute oil. Install compressor. Evacuate and recharge system. Perform leak test.

PANASONIC ROTARY VANE CLUTCH ASSEMBLY Removal & Installation

1. Remove Allen head bolt from clutch hub. Remove clutch hub. Using snap ring pliers, remove clutch pulley snap ring. Remove clutch pulley from compressor shaft. See Fig. 3 . 2. Disconnect clutch coil lead. Release lead from safety clip (if equipped). Using Phillips screwdriver, remove clutch coil screws. Remove clutch coil. To install, reverse removal procedure. Tighten clutch hub bolt to 10 ft. lbs. (14 N.m). SHAFT SEAL Removal & Installation

1. Remove compressor clutch assembly. Using scribe or small screwdriver, remove compressor shaft felt dust seal. Remove shaft seal snap ring. 2. Using Remover/Installer (T92C-19623-AH), remove compressor shaft seat. Using Remover/Installer (T92C-19623-BH), carefully remove compressor shaft seal. Inspect compressor shaft for damage. Repair or replace compressor as necessary. To install, reverse removal procedure.

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1997 Ford Explorer GENERAL SERVICING Compressor Servicing

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1997 Ford Explorer GENERAL SERVICING Compressor Servicing

Fig. 3: Exploded View Of Compressor (Panasonic Rotary Vane) Courtesy of FORD MOTOR CO.

SANDEN SD-7H15 7-CYLINDER CLUTCH ASSEMBLY Removal

1. Discharge A/C system, using approved refrigerant recovery/recycling equipment. Remove compressor. Drain oil from compressor, and measure amount drained. 2. Using a spanner wrench, hold clutch and remove compressor shaft nut. Using a steering wheel puller, remove clutch plate. Remove internal bearing dust cover and internal bearing snap ring. Remove key from compressor shaft. 3. Remove external front housing snap ring. Install jaws of puller in snap ring groove on pulley. Install puller plate on jaws. Thread 2 bolts through puller plate into jaws and finger tighten. Tighten pulley center bolt and remove pulley from compressor. Remove clutch coil snap ring and clutch coil. Installation

1. Install clutch coil and clutch coil snap ring on compressor. Support compressor on rear mounting ears. 2. Using hammer, Handle (J-29886) and Driver (J-38467), install pulley assembly. Ensure driver rests on inner race of bearing when installing pulley assembly. Install external snap ring. 3. Install original shims. Use a hammer and Shaft Protector (J-29640) to install clutch plate on compressor shaft. Tighten compressor shaft nut to 10 ft. lbs. (14 N.m). 4. Using feeler gauge, measure clearance between clutch plate and pulley assembly in several areas. Clearance should be .016-.031" (.41-.79 mm). If clearance is not within specification, adjust shim thickness to obtain correct clearance.

SANDEN MSC105-CVS SCROLL CLUTCH ASSEMBLY Removal

1. Install clutch coil. Ensure projection on back of clutch coil is aligned with pin hole in compressor body. Install snap ring so that tapered surface is facing outward. 2. Install rotor assembly and snap ring. Align match mark of clutch plate with match mark of compressor Helpmelearn February-12-08 7:33:50 PM

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1997 Ford Explorer GENERAL SERVICING Compressor Servicing

shaft spline and install clutch plate. Using spanner and pins, install shaft nut. 3. Using a feeler gauge, check clearance between clutch plate and rotor assembly at more than one place. Proper clearance should be .016-.026" (.41-.66 mm). If clearance is not within specification, add or remove shims to obtain correct clearance. Install pulley assembly. 4. Using new refrigerant oil, add same amount of oil to compressor as was drained from it. Install compressor. Evacuate and charge system. Perform leak test. SHAFT SEAL Removal

1. Discharge A/C system, using approved refrigerant recovery/recycling equipment. Remove compressor. Drain oil from compressor, and measure amount drained. 2. Remove pulley assembly. Using Spanner (MB991367) and Pins (MB991386), remove shaft nut. Remove clutch plate, snap ring and rotor assembly. Remove snap ring and clutch coil. See Fig. 4 . 3. Remove the bearing cover and retainer. Using Bearing Puller (MB991456), remove front shaft bearing. Remove snap ring. 4. Insert Lip Seal Installer/Remover (MB991458), into neck of compressor and catch lip seal tab. Remove lip seal from compressor by pulling it straight out. Installation

1. Install Lip Seal Installer Guide (MB991459) over compressor shaft. Apply refrigerant oil to installer guide and to lip seal. Slide lip seal over guide and use lip seal installer/remover to install lip seal. Install snap ring. See Fig. 4 . 2. Position compressor on a wooden support. Using a hammer and a 21-mm socket, install bearing into compressor. Install shims. Install clutch coil. Ensure projection on back of clutch coil is aligned with pin hole in compressor body. Install snap ring so that tapered surface is facing outward. 3. Install rotor assembly and snap ring. Align match mark of clutch plate with match mark of compressor shaft spline and install clutch plate. Using spanner and pins, install shaft nut. 4. Using a feeler gauge, check clearance between clutch plate and rotor assembly at more than one place. Proper clearance should be .016-.026" (.41-.66 mm). If clearance is not within specification, add or remove shims to obtain correct clearance. Install pulley assembly. 5. Using new refrigerant oil, add same amount of oil to compressor as was drained from it. Install compressor. Evacuate and charge system. Perform leak test.

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1997 Ford Explorer GENERAL SERVICING Compressor Servicing

Fig. 4: Compressor Components (Sanden MSC105-CVS Scroll) Courtesy of CHRYSLER CORP.

SANDEN TRS-90 & TR-105 SCROLL CLUTCH ASSEMBLY Removal

1. Without discharging A/C system, remove compressor from mount. Install two 6-mm bolts in holes of clutch plate. Use 6-mm bolts and 2 box-end wrenches to hold clutch plate while removing nut from end of compressor shaft. 2. Remove clutch plate and shims. Using a plastic hammer, tap clutch plate from compressor (if necessary). DO NOT pry between clutch plate and pulley to remove clutch plate. 3. Remove pulley assembly snap ring. Remove pulley assembly. Disconnect clutch coil lead. Scribe marks on clutch coil and compressor for installation reference. Remove snap ring and clutch coil. NOTE:

Rotor/pulley assembly and clutch plate are a matched pair and should be replaced together.

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1997 Ford Explorer GENERAL SERVICING Compressor Servicing

Installation

1. Install clutch coil on compressor so locating pin engages locating indentation. Install snap ring with beveled side away from compressor. Secure clutch coil lead to compressor front cover and connect lead to thermal limiter switch. 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). Align machined match marks and install clutch plate and hold it tightly against shims. 4. Measure air gap between clutch plate and pulley surface. Proper clearance is .013-.025" (.33-.64 mm). Adjust shim thickness to obtain correct clearance. Tighten compressor shaft nut to 13 ft. lbs. (18 N.m). 5. Once compressor shaft nut is tightened, recheck clearance between clutch plate and pulley surface in 4 places. Readjust clearance if necessary. Install compressor. 6. Evacuate and charge system. Break-in compressor clutch assembly by engaging and disengaging clutch 20 times with engine at 1500-2000 RPM. Perform leak test. SHAFT SEAL NOTE:

If excessive oil is present on pulley and plate friction surfaces or on compressor shaft nose area, shaft seal is leaking. If shaft seal is leaking compressor must be replaced.

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1997 Ford Explorer 1997 AUTOMATIC A/C-HEATER SYSTEMS Explorer & Mountaineer

1997 AUTOMATIC A/C-HEATER SYSTEMS Explorer & Mountaineer

SPECIFICATIONS WARNING: Vehicle is equipped with Supplemental Inflatable Restraint (SIR) system. When servicing vehicle, use care to avoid accidental air bag deployment. SIR system-related components are located in various locations throughout interior and exterior of vehicle, depending on application. Do not use electrical test equipment on or near these circuits. If necessary, deactivate SIR system before servicing components. See appropriate AIR BAG RESTRAINT SYSTEMS article in RESTRAINTS. A/C SYSTEM SPECIFICATIONS Application Compressor Type Compressor Belt Tension

Specification Ford FS-10 10-Cyl. (1) (2)

Compressor Oil Capacity (3)

System Oil Capacity Refrigerant (R-134a) Capacity

7.0 ozs. 30 ozs.

System Operating Pressures (4) High Side

160-250 psi (11.2-17.6 kg/cm2 ) 20-50 psi (1.4-3.5 kg/cm2 )

Low Side (1)

An automatic drive belt tensioner is used to maintain belt tension.

(2)

If amount of oil drained from old A/C compressor is between 3-5 ounces (85-142 ml), pour same amount plus one ounce (30 ml) of clean PAG compressor oil into new A/C compressor. If amount of oil that was removed from old A/C compressor is greater than 5 ounces (142 ml), pour same amount drained of clean PAG compressor oil into new A/C compressor. If amount of oil that was removed from old A/C compressor is less than 3 ounces (85 ml), pour 3 ounces (85 ml) of clean PAG compressor oil into new A/C compressor. (3) Use PAG YN-12b Refrigerant Oil. (4)

Approximate pressures with ambient temp. of 80°F (27°C).

DESCRIPTION NOTE:

For description and operation information not covered in this article, see DESCRIPTION in EXPLORER & MOUNTAINEER article in MANUAL A/C-HEATER SYSTEMS.

Electronic Automatic Temperature Control (EATC) system is a cycling-clutch system that uses a fixed orifice Helpmelearn February-12-08 7:25:27 7:25:18 PM

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tube to meter flow of refrigerant. System includes a self-diagnostic feature that stores Diagnostic Trouble Codes (DTCs) when problems occurs. Some vehicles are equipped with a rear blower motor. The digital display window in the EATC control panel is a Vacuum Fluorescent Display (VFD) used for indicating set temperature, ambient temperature, functional selection and DTCs. The EATC module is part of climate control panel, which consists of temperature selection buttons, digital display window, system and rear fan on-off buttons, automatic button, blower speed control thumbwheel, and mode control (manual override) buttons.

OPERATION CONTROL PANEL Automatic Button

Pressing the automatic button sets EATC system in full AUTOMATIC mode. System maintains set temperature by controlling airflow direction, airflow quantity and discharge temperature required for comfort. If warm air discharge is requested during cold weather, blower motor will remain off until engine is warm enough to provide warm discharge air. If maximum cooling is required, EATC system will automatically recirculate air inside vehicle, and then as vehicle interior approaches set temperature, it will automatically switch to outside air. EATC system can be operated in full AUTOMATIC mode by pressing automatic button, or system can be manually operated by selecting one of following mode control (manual override) buttons: MAX A/C, VENT, PNL-FLR, FLOOR, FLR-DEF and DEF. See Fig. 1 .

Fig. 1: Identifying EATC Module Helpmelearn February-12-08 7:25:18 PM

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Courtesy of FORD MOTOR CO. MAX A/C Button

In MAX A/C mode, air inside vehicle will be recirculated to provide maximum cooling. Blower will operate at high speed, and 60 MAX A/C will be shown in display window. VENT Button

In VENT mode, outside air will be directed through instrument panel registers. VENT will be shown in display window. Compressor clutch will be off. PNL-FLR Button

In PNL-FLR mode, airflow is equally distributed between panel and floor vents. PNL FLR will be shown in display window. The A/C clutch will be on. FLOOR Button

In FLOOR mode, most air will be directed to floor outlets, with a small amount going to side window demisters and defroster nozzle. FLR will be shown in display window. The A/C clutch will be off. FLR-DEF Button

In FLR-DEF mode, most air will be equally distributed between defroster nozzle and floor duct outlets. A small volume of air will be bled to side window demisters. FLR and defrost symbol will be shown in display window. The A/C clutch will be on. DEF (Defrost) Button

In DEF mode, most incoming air is directed to defroster nozzle, with a small amount going to side window demisters and floor duct outlets. Defrost symbol will be shown in display window. The A/C clutch will be on. Blower Speed Thumbwheel

Rotating thumbwheel more than 10 degrees will provide manual control of blower speed. Rotating thumbwheel fully downward will lock blower speed in slowest speed. Rotating thumbwheel fully upward will lock blower speed in fastest speed. Pushing AUTOMATIC button will resume automatic operation. OFF Button

Pressing button shuts off EATC system. REAR FAN OFF Button

Pressing button, shuts off rear blower operation. REAR FAN OFF will be shown in display window. Press button again to allow rear blower operation. Helpmelearn February-12-08 7:25:18 PM

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Temperature Selection Buttons

Buttons allow desired in-vehicle temperature selection. Pressing Red (warm) button increases temperature setting in one-degree increments up to 85°F (29°C), with a final jump to 90°F (32°C) for maximum heating. Pressing Blue (cool) button decreases temperature setting in one-degree decrements to 65°F (18°C), with a final jump to 60°F (16°C) for maximum cooling. BLOWER MOTOR CIRCUIT Blower Motor

Power to blower motor is controlled by a normally open blower motor relay, located in auxiliary relay box No. 2. When ignition is on, blower motor relay is energized, providing power to blower motor. Blower motor ground circuit is controlled by blower speed controller. Blower Speed Controller (BSC)

CAUTION: The blower speed controller is cooled by air flowing through system. DO NOT operate system with blower motor disconnected, as blower speed controller may be damaged. The BSC varies blower motor speed by varying resistance in blower motor ground circuit. EATC module sends a varying voltage signal to a power transistor in BSC. See Fig. 2 . Current flows through blower motor and power transistor to ground. BSC has a delay function to gradually increase and decrease blower motor speed. A high-speed blower relay, integral with BSC, provides power for maximum blower speed. The BSC is located in evaporator housing.

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Fig. 2: Exploded View Of Blower Speed Controller Courtesy of FORD MOTOR CO. DOOR ACTUATORS Electric Actuator (Temperature Blend Door)

Temperature blend door is controlled by an electric actuator (motor). Actuator is located on top of A/C evaporator housing. Temperature blend door actuator contains a reversible electric motor and a potentiometer. Potentiometer provides blend door position feedback to EATC module. Vacuum Actuators

Three vacuum actuators control movement of air distribution doors. Floor/panel door actuator and panel/defrost door actuator are mounted on A/C-heater plenum chamber. Fresh/recirculated air door actuator is located on intake unit and controls fresh/recirculated air door. PULSE WIDTH MODULATOR The pulse width modulator works with the dimmer control on the headlamp switch to control the instrument Helpmelearn February-12-08 7:25:18 PM

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panel and A/C control illumination intensity. TEMPERATURE SENSORS Ambient Temperature Sensor

Sensor contains a thermistor, which measures outside air temperature and sends a signal to EATC system. Sensor is located in front of condenser core, on left side of vehicle. In-Vehicle Temperature Sensor

Sensor contains a thermistor, which measures temperature within vehicle and sends a signal to EATC system. Sensor is located behind instrument panel, above glove box. Sunload Sensor

Sensor contains a photovoltaic (sunlight sensitive) diode, which monitors sunlight intensity within vehicle and sends a signal to EATC system. Sensor is located on right side of instrument panel, near defroster grille.

COMPONENT LOCATIONS COMPONENT LOCATIONS Component A/C Clutch Cycling Pressure Switch A/C Pressure Cutoff Switch Ambient Temperature Sensor Auxiliary Air Door Actuator Auxiliary Blower Motor Relay Auxiliary Blower Motor Resistor Blend Door Actuator High Speed Main Blower Relay Main Blower Motor Relay Main Blower Motor Resistor Powertrain Control Module Sun Load Sensor Wide Open Throttle A/C Relay

Locations Right Side Of Engine Compartment Left Side Of Engine Compartment Left Front Of Engine Compartment In Instrument Panel Console Behind Right Side Of Instrument Panel In Instrument Panel Console Behind Right Side Of Instrument Panel, On A/C Plenum In Auxiliary Relay Box No 2 In Auxiliary Relay Box No 2 Near Blower Motor On Right Side Of Fire Wall Top Right Side Of Instrument Pane, Above Glove Box In Power Distribution Box

TROUBLE SHOOTING PRELIMINARY INSPECTION NOTE:

To prevent a situation where defrost cannot be obtained, air handling system is designed to provide DEFROST when no vacuum is applied to any of three vacuum control motors. Instead, a leak in vacuum control circuit will send all air

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flow to defroster outlets. This condition may occur during acceleration (slow leak), may exist at all times (large leak), or may exist only when specific functions are selected, indicating a leak in that portion of circuit. Vacuum hoses used in passenger compartment control circuit are constructed from PVC plastic material. Vacuum hoses used in engine compartment are constructed of Hytrel. Because of materials used, vacuum hoses should never be pinched off during diagnosis to locate a leak. Use a vacuum pump to locate vacuum leaks. 1. Verify customer concern by operating system. Visually inspect for obvious signs of mechanical or electrical damage of following: z A/C Compressor Drive Belt z A/C Clutch z Vacuum Lines z Discharged A/C System z Refrigerant Lines z Vacuum Control Motor z Fuse(s) z Blower Motor z A/C Compressor z Cooling Fan z EATC z Circuitry z Electrical Connectors 2. If an obvious cause for an observed or reported concern is found, correct cause (if possible) before proceeding. If concern is not visually evident, RETRIEVING DIAGNOSTIC TROUBLE CODES under SELF-DIAGNOSTICS. If a condition exists but no DTCs are retrieved during self-test, proceed to SYMPTOM TESTS .

PERFORMANCE TESTS A/C SYSTEM NOTE:

When ambient temperatures exceed 100°F (38°C), do not run engine above normal idle speed. Otherwise, maintain engine speed at 1500 RPM.

Connect manifold gauge set to service valves. Start engine. Adjust climate control for maximum cooling by selecting MAX A/C operation and setting blower motor speed to maximum. Stabilize in-vehicle temperature at 70-80°F (21-27°C). Compressor Discharge (High) Pressure

NOTE:

In ambient temperatures is 100-110°F (38-43°C), system performance pressures

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will be same as those for ambient temperatures shown on chart in 90-100°F (3238°C) range. See Fig. 3 . To determine compressor discharge (high) pressure, record ambient temperature. Record discharge (high) pressure. System performance is acceptable when pressure reading falls between upper and lower limits shown. See Fig. 3 .

Fig. 3: Identifying Compressor Discharge Pressure Chart Courtesy of FORD MOTOR CO. Compressor Suction (Low) Pressure

NOTE:

If ambient temperatures is 100-110°F (38-43°C), system performance pressures will be same as those for ambient temperatures shown on chart in 90-100°F (3238°C) range. See Fig. 4 .

To determine compressor suction (low) pressure, record ambient temperature. Record suction (low) pressure. System performance is acceptable when pressure reading falls between upper and lower limits shown. See Fig. 4.

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Fig. 4: Identifying Compressor Suction Pressure Chart Courtesy of FORD MOTOR CO. A/C Clutch On Time

NOTE:

When ambient temperature is above 80°F (26°C), A/C clutch may not cycle.

To determine A/C clutch on time, record ambient temperature. Record A/C clutch on time in seconds. System performance is acceptable when recorded time falls between upper and lower limits shown. See Fig. 5 .

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Fig. 5: Identifying A/C Clutch On Time Chart Courtesy of FORD MOTOR CO. A/C Clutch Off Time

NOTE:

When ambient temperature is above 80°F (26°C), A/C clutch may not cycle.

To determine A/C clutch off time, record ambient temperature. Record A/C clutch off time in seconds. System performance is acceptable when recorded time falls between upper and lower limits shown. See Fig. 6 .

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Fig. 6: Identifying A/C Clutch Off Time Chart Courtesy of FORD MOTOR CO. A/C Clutch Cycle Time

NOTE:

When ambient temperature is above 80°F (26°C), A/C clutch may not cycle.

To determine A/C clutch cycle time, record ambient temperature. Record time A/C clutch is engaged plus time it is disengaged (time on plus time off). System performance is acceptable when recorded time falls between upper and lower limits shown. See Fig. 7 .

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Fig. 7: Identifying A/C Clutch Cycle Time Chart Courtesy of FORD MOTOR CO. A/C Clutch Cycle Rate Per Minute

NOTE:

When ambient temperature is above 80°F (26°C), A/C clutch may not cycle.

To determine A/C clutch cycle rate per minute, record ambient temperature. Record A/C clutch cycles occurring per minute. System performance is acceptable when recorded number falls between upper and lower limits shown. See Fig. 8 .

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Fig. 8: Identifying A/C Clutch Cycle Rate Per Minute Courtesy of FORD MOTOR CO. A/C Register Discharge Temperature

NOTE:

In ambient temperatures is 100-110°F (38-43°C), A/C register discharge temperatures will be same as those for ambient temperatures shown on chart in 90-100°F (32-38°C) range. See Fig. 9 .

To determine A/C register discharge temperature, record ambient temperature. Record center A/C register discharge temperature. System performance is acceptable when recorded number falls between upper and lower limits shown. See Fig. 9 .

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Fig. 9: Identifying A/C Register Discharge Temperature Courtesy of FORD MOTOR CO.

SELF-DIAGNOSTIC SYSTEM RETRIEVING DIAGNOSTIC TROUBLE CODES Self-Test

NOTE:

Normal A/C system operation of system stops when self-test is activated. Ensure that engine is at least 120°F (49°C) prior to performing self-test.

1. To enter the self-test, simultaneously press and release the OFF and FLOOR buttons, followed by the AUTOMATIC button within 2 seconds. The test may run as long as 20 seconds, during which time the display will show a tracer segment moving in a counterclockwise direction in the center of the display window. 2. If the tracer is present for more than 20 seconds, a symptom may exist. See SYMPTOM TESTS . When the self-test is complete, Diagnostic Trouble Codes (DTCs) will be displayed in the Vacuum Fluorescent Display (VFD) window. See DIAGNOSTIC TROUBLE CODE DEFINITIONS . If there are no DTCs, all of the display segments will illuminate. If no DTCs are present, go to SYMPTOM TESTS . 3. To exit the self-test and restart the A/C system operation, press the Blue (cooler) button. The self-test should be deactivated before the EATC system is shut off. Helpmelearn February-12-08 7:25:19 PM

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DIAGNOSTIC TROUBLE CODE DEFINITIONS DIAGNOSTIC TROUBLE CODE DEFINITIONS DTC Description 024 Fault In Blend Door Calibration During Self-Test 025 Intermittent Fault In Blend Door Calibration 030 Self-Test Indicated In-Car Sensor Shorted 031 Self-Test Indicated In-Car Sensor Open 040 Self-Test Indicated Ambient Temperature Sensor Shorted 041 Self-Test Indicated Ambient Temperature Sensor Open 042 Ambient Temperature Sensor Intermittent Short 043 Ambient Temperature Sensor Intermittent Open 050 Self-Test Indicated Sunload Sensor Short 052 Sunload Sensor Intermittent Short NOTE:

Perform Test K K T T R R R R S S

All DTC tests are located in SYMPTOM TESTS. See SYMPTOM TESTS . Manufacturer does not separate DTC TESTS AND SYMPTOM TESTS diagnostics.

CLEARING CODES To clear the DTCs press the DEF button before exiting self-test.

SYSTEM TESTS ELECTRONIC AUTOMATIC TEMPERATURE CONTROL (EATC) SYSTEM CHECK 1. Perform EATC System Check - Turn the ignition switch to the RUN position with the EATC on, simultaneously press and release the OFF and FLOOR buttons, and within 2 seconds press the AUTOMATIC button. The test may take as long as 30 seconds to complete. When the self-test is complete, Diagnostic Trouble Codes (DTCs) found during self-test will be displayed in the Vacuum Fluorescent Display (VFD) window. DTCs will also be listed for intermittent faults found during system operation. Record all DTCs. Press the Blue (cooler) button to exit the self-test. If DTC 888 is not displayed, a symptom may exist. See SYMPTOM TESTS . Perform the necessary diagnosis and repair or replace the component(s) in question. If DTC 888 is displayed, go to the next step. 2. Check Blower Manual Override Low Speed Operation - Operate A/C system in AUTOMATIC mode. Rotate blower motor thumbwheel to lowest speed position. If blower motor runs at low speed, go to next step. If blower motor does not run at low speed, go to SYMPTOM TESTS under TROUBLE SHOOTING. 3. Check Blower Manual Override High Speed Operation - Rotate blower motor thumbwheel to highest speed position. If blower motor runs at high speed, go to next step. If blower motor does not run at high speed, go to SYMPTOM TESTS under TROUBLE SHOOTING. 4. Check Defrost Manual Override Operation - Press DEF (defrost) button. Most air should flow from defroster nozzles, with a small amount flowing from side demisters. Outside/recirculated air door should Helpmelearn February-12-08 7:25:19 PM

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10.

be in outside (fresh) air position. If system operates as specified, go to next step. If system does not operate as specified, go to TEST K: IMPROPER/ERRATIC DIRECTION OF AIR FLOW FROM OUTLETS under TROUBLE SHOOTING. Check FLOOR Manual Override Operation - Press FLOOR button. If air flows from floor ducts, go to next step. If air does not come out of floor ducts, go to TEST K: IMPROPER/ERRATIC DIRECTION OF AIR FLOW FROM OUTLETS under TROUBLE SHOOTING. Check VENT Manual Override Operation - Press VENT button. If air comes out of panel vents, go to next step. If air does not come out of panel vents, go to TEST K: IMPROPER/ERRATIC DIRECTION OF AIR FLOW FROM OUTLETS under TROUBLE SHOOTING. Check MAX A/C Manual Override Operation - Ensure ambient temperature is greater than 40°F (4° C). Press MAX A/C button. If outside/recirculated air door is in recirculated air position, go to next step. If door is not in recirculated air position, go to TEST K: IMPROPER/ERRATIC DIRECTION OF AIR FLOW FROM OUTLETS under TROUBLE SHOOTING. Check Clutch Engagement In VENT Mode - Press VENT button. VENT should be displayed on Vacuum Fluorescent Display (VFD) window and compressor clutch should be off. If system operates as described, go to next step. If system does not operate as described, replace EATC. See EATC MODULE (CONTROL PANEL) under REMOVAL & INSTALLATION. Check MAX A/C Mode Operation - Press MAX A/C button again. MAX A/C should be displayed in VFD window, and compressor clutch should engage. If system operates as described, go to next step. If system does not operate as described, replace EATC. See EATC MODULE (CONTROL PANEL) under REMOVAL & INSTALLATION. Check AUTOMATIC Mode - Press AUTOMATIC button. Selected temperature and AUTOMATIC should be displayed in VFD window. If system operates as described, system is operating correctly at this time. If system does not operate as described, replace EATC. See EATC MODULE (CONTROL PANEL) under REMOVAL & INSTALLATION.

SYMPTOM TESTS NOTE:

For symptom tests not covered in this article, see SYMPTOM TESTS in EXPLORER & MOUNTAINEER article in MANUAL A/C-HEATER SYSTEMS.

SYMPTOM TESTS DIRECTORY Symptom Console Blower Motor Does Not Operate Improper/Erratic Direction Of Air Flow From Outlets Insufficient, Erratic Or No Heat A/C Does Not Operate/Does Not Operate Properly No Operation In All Temperature Settings Blower Motor Inoperative Blower Motor Does Not Operate Properly Ambient Air Temperature Sensor Inoperative Sunload Sensor Inoperative In Car Temperature Sensor Inoperative

Test H K L M N P Q R S T

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Temperature Display Does Not Switch Between C° & F° Temperature Set Point Does Not Repeat After Ignition Is Turned Off Control Assembly/VFD Does Not Illuminate, Heater Blower Motor OFF Insufficient A/C Cooling

U V AA BB

TEST H: CONSOLE BLOWER MOTOR DOES NOT OPERATE NOTE:

For circuit reference, see WIRING DIAGRAM .

Possible Causes z z z z z

Fuse. Rear blower relay. Rear heater blower motor switch resistor. A/C function switch. Rear heater blower motor switch.

Diagnostic Procedure

For diagnosing procedure, see Fig. 10 -Fig. 17 .

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Fig. 10: Test H (1 Of 8 - Steps H1-H2) Courtesy of FORD MOTOR CO.

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Fig. 11: Test H (2 Of 8 - Steps H3-H4) Courtesy of FORD MOTOR CO.

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Fig. 12: Test H (3 Of 8 - Steps H5-H6) Helpmelearn February-12-08 7:25:19 PM

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Courtesy of FORD MOTOR CO.

Fig. 13: Test H (4 Of 8 - Steps H7-H8) Courtesy of FORD MOTOR CO.

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Fig. 14: Test H (5 Of 8 - Steps H9-H10) Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 7:25:19 PM

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Fig. 15: Test H (6 Of 8 - Steps H11-H12) Courtesy of FORD MOTOR CO.

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Fig. 16: Test H (7 Of 8 - Steps H13-H14) Courtesy of FORD MOTOR CO.

Fig. 17: Test H (8 Of 8 - Steps H15-H16) Courtesy of FORD MOTOR CO. TEST K: IMPROPER/ERRATIC DIRECTION OF AIR FLOW FROM OUTLETS

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NOTE:

For circuit reference, see WIRING DIAGRAM .

Possible Causes z z z z z z z

No vacuum to EATC module. EATC module. A/C vacuum check valve. Vacuum hose. A/C vacuum reservoir tank. Vacuum control motor. Vacuum actuator arm.

Diagnostic Procedure

For diagnosing procedure, see Fig. 18 -Fig. 23 .

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Fig. 18: Test K (1 Of 6 - Steps K1-K2) Courtesy of FORD MOTOR CO.

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Fig. 19: Test K (2 Of 6 - Steps K3-K4) Courtesy of FORD MOTOR CO.

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Fig. 20: Test K (3 Of 6 - Steps K5-K6) Courtesy of FORD MOTOR CO.

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Fig. 21: Test K (4 Of 6 - Steps K7-K8) Courtesy of FORD MOTOR CO.

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Fig. 22: Test K (5 Of 6 - Steps K9-K10) Courtesy of FORD MOTOR CO.

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Fig. 23: Test K (6 Of 6 - Steps K11-K12) Courtesy of FORD MOTOR CO. TEST L: INSUFFICIENT, ERRATIC OR NO HEAT NOTE:

For circuit reference, see WIRING DIAGRAM .

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Possible Causes z z z z z

Coolant level. A/C electronic door actuator motor. Engine overheating. Thermostat. Heater core.

Diagnostic Procedure

For diagnosing procedure, see Fig. 24 -Fig. 27 .

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Fig. 24: Test L (1 Of 4 - Steps L1-L2) Courtesy of FORD MOTOR CO.

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Fig. 25: Test L (2 Of 4 - Steps L3-L4) Courtesy of FORD MOTOR CO.

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Fig. 26: Test L (3 Of 4 - Steps L5-L6) Courtesy of FORD MOTOR CO.

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Fig. 27: Test L (4 Of 4 - Steps L7-L8) Courtesy of FORD MOTOR CO. TEST M: A/C DOES NOT OPERATE/DOES NOT OPERATE PROPERLY NOTE:

For circuit reference, see WIRING DIAGRAM .

Possible Causes z z z z

Fuse. Circuitry. A/C cycling switch. A/C system discharged.

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z z

Function selector switch. A/C refrigerant.

Diagnostic Procedure

For diagnosing procedure, see Fig. 28 -Fig. 39 .

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Fig. 28: Test M (1 Of 12 - Steps M1-M2) Courtesy of FORD MOTOR CO.

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Fig. 29: Test M (2 Of 12 - Steps M3-M4) Courtesy of FORD MOTOR CO.

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Fig. 30: Test M (3 Of 12 - Steps M5-M6) Courtesy of FORD MOTOR CO.

Fig. 31: Test M (4 Of 12 - Steps M7-M8) Courtesy of FORD MOTOR CO.

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Fig. 32: Test M (5 Of 12 - Steps M9-M10) Courtesy of FORD MOTOR CO.

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Fig. 33: Test M (6 Of 12 - Steps M11-M12) Courtesy of FORD MOTOR CO.

Fig. 34: Test M (7 Of 12 - Steps M13-M14) Helpmelearn February-12-08 7:25:20 PM

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Courtesy of FORD MOTOR CO.

Fig. 35: Test M (8 Of 12 - Steps M15-M16) Courtesy of FORD MOTOR CO.

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Fig. 36: Test M (9 Of 12 - Steps M17-M18) Courtesy of FORD MOTOR CO.

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Fig. 37: Test M (10 Of 12 - Steps M19-M20) Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 7:25:21 PM

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Fig. 38: Test M (11 Of 12 - Steps M21-M22) Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 7:25:21 PM

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Fig. 39: Test M (12 Of 12 - Steps M23-M24) Courtesy of FORD MOTOR CO. TEST N: NO OPERATION IN ALL TEMPERATURE SETTINGS NOTE:

For circuit reference, see WIRING DIAGRAM .

Possible Causes Helpmelearn February-12-08 7:25:21 PM

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z z z z

Blend door. Blend door actuator. Blend door actuator motor. Circuit.

Diagnostic Procedure

For diagnosing procedure, see Fig. 40 -Fig. 46 .

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Fig. 40: Test N (1 Of 7 - Steps N1-N2) Courtesy of FORD MOTOR CO.

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Fig. 41: Test N (2 Of 7 - Steps N3-N4) Helpmelearn February-12-08 7:25:21 PM

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Courtesy of FORD MOTOR CO.

Fig. 42: Test N (3 Of 7 - Steps N5-N6) Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 7:25:21 PM

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Fig. 43: Test N (4 Of 7 - Steps N7-N8) Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 7:25:21 PM

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Fig. 44: Test N (5 Of 7 - Steps N9-N10) Helpmelearn February-12-08 7:25:21 PM

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Courtesy of FORD MOTOR CO.

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Fig. 45: Test N (6 Of 7 - Steps N11-N12) Courtesy of FORD MOTOR CO.

Fig. 46: Test N (7 Of 7 - Steps N13-N14) Helpmelearn February-12-08 7:25:21 PM

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Courtesy of FORD MOTOR CO. TEST P: BLOWER MOTOR INOPERATIVE NOTE:

For circuit reference, see WIRING DIAGRAM .

Possible Causes z z z z z z

Fuse. Circuitry. Blower motor. Blower motor relay. Blower motor speed control. EATC module.

Diagnostic Procedure

For diagnosing procedure, see Fig. 47 -Fig. 51 .

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Fig. 47: Test P (1 Of 5 - Steps P1-P2) Courtesy of FORD MOTOR CO.

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Fig. 48: Test P (2 Of 5 - Steps P3-P4) Courtesy of FORD MOTOR CO.

Fig. 49: Test P (3 Of 5 - Steps P5-P6) Helpmelearn February-12-08 7:25:21 PM

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Courtesy of FORD MOTOR CO.

Fig. 50: Test P (4 Of 5 - Steps P7-P8) Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 7:25:21 PM

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Fig. 51: Test P (5 Of 5 - Steps P9-P10) Courtesy of FORD MOTOR CO. TEST Q: BLOWER MOTOR DOES NOT OPERATE PROPERLY NOTE:

For circuit reference, see WIRING DIAGRAM .

Possible Causes z z z

Circuitry. Blower motor speed control. EATC module.

Diagnostic Procedure

For diagnosing procedure, see Fig. 52 -Fig. 56 . Helpmelearn February-12-08 7:25:22 PM

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Fig. 52: Test Q (1 Of 5 - Steps Q1-Q2) Helpmelearn February-12-08 7:25:22 PM

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Courtesy of FORD MOTOR CO.

Fig. 53: Test Q (2 Of 5 - Steps Q3-Q4) Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 7:25:22 PM

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Fig. 54: Test Q (3 Of 5 - Steps Q5-Q6) Helpmelearn February-12-08 7:25:22 PM

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Courtesy of FORD MOTOR CO.

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Fig. 55: Test Q (4 Of 5 - Steps Q7-Q8) Courtesy of FORD MOTOR CO.

Fig. 56: Test Q (5 Of 5 - Step Q9) Courtesy of FORD MOTOR CO. TEST R: AMBIENT AIR TEMPERATURE SENSOR INOPERATIVE NOTE:

For circuit reference, see WIRING DIAGRAM .

Possible Causes z z z

Circuitry. A/C ambient air temperature sensor. EATC module.

Diagnostic Procedure

For diagnosing procedure, see Fig. 57 -Fig. 59 .

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Fig. 57: Test R (1 Of 3 - Steps R1-R2) Courtesy of FORD MOTOR CO.

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C:\Users\HELPME~1\AppData\Local\Temp\mric_tmp\~od1A6.jpg (2012 x 3100) @ 564.48px

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Fig. 58: Test R (2 Of 3 - Steps R3-R4) Courtesy of FORD MOTOR CO.

Fig. 59: Test R (3 Of 3 - Step R5) Courtesy of FORD MOTOR CO. TEST S: SUNLOAD SENSOR INOPERATIVE NOTE:

For circuit reference, see WIRING DIAGRAM .

Possible Causes z z z

Circuitry. A/C sunload sensor. EATC module.

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Diagnostic Procedure

For diagnosing procedure, see Fig. 60 -Fig. 62 .

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C:\Users\HELPME~1\AppData\Local\Temp\mric_tmp\~od1A8.jpg (2013 x 3059) @ 564.48px

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Fig. 60: Test S (1 Of 3 - Steps S1-S2) Courtesy of FORD MOTOR CO. C:\Users\HELPME~1\AppData\Local\Temp\mric_tmp\~od1A9.jpg (1850 x 3180) @ 564.48px

Fig. 61: Test S (2 Of 3 - Steps S3-S4) Helpmelearn February-12-08 7:25:22 PM

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Courtesy of FORD MOTOR CO.

Fig. 62: Test S (3 Of 3 - Step S5) Courtesy of FORD MOTOR CO. TEST T: IN CAR TEMPERATURE SENSOR INOPERATIVE NOTE:

For circuit reference, see WIRING DIAGRAM .

Possible Causes z z z

Circuitry. Interior air temperature sensor. EATC module.

Diagnostic Procedure

For diagnosing procedure, see Fig. 63 -Fig. 65 .

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C:\Users\HELPME~1\AppData\Local\Temp\mric_tmp\~od1AB.jpg (2011 x 2709) @ 564.48px

Fig. 63: Test T (1 Of 3 - Steps T1-T2) Courtesy of FORD MOTOR CO.

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C:\Users\HELPME~1\AppData\Local\Temp\mric_tmp\~od1AC.jpg (2016 x 2801) @ 564.48px

Fig. 64: Test T (2 Of 3 - Steps T3-T4) Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 7:25:22 PM

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Fig. 65: Test T (3 Of 3 - Step T5) Courtesy of FORD MOTOR CO. TEST U: TEMPERATURE DISPLAY DOES NOT SWITCH BETWEEN C° & F° NOTE:

For circuit reference, see WIRING DIAGRAM .

Possible Causes z z z

Circuitry. EATC module. Message center.

Diagnostic Procedure

For diagnosing procedure, see Fig. 66 and Fig. 67 . Helpmelearn February-12-08 7:25:23 PM

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C:\Users\HELPME~1\AppData\Local\Temp\mric_tmp\~od1AE.jpg (2011 x 2759) @ 564.48px

Fig. 66: Test U (1 Of 2 - Steps U1-U2) Courtesy of FORD MOTOR CO.

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Fig. 67: Test U (2 Of 2 - Step U3) Courtesy of FORD MOTOR CO. TEST V: TEMPERATURE SET POINT DOES NOT REPEAT AFTER IGNITION IS TURNED OFF NOTE:

For circuit reference, see WIRING DIAGRAM .

Possible Causes z z z

Fuse. Circuitry. EATC module.

Diagnostic Procedure

For diagnosing procedure, see Fig. 68 -Fig. 70 .

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Fig. 68: Test V (1 Of 3 - Steps V1-V2) Courtesy of FORD MOTOR CO.

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Fig. 69: Test V (2 Of 3 - Steps V3-V4) Courtesy of FORD MOTOR CO.

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Fig. 70: Test V (3 Of 3 - Step V5) Courtesy of FORD MOTOR CO. TEST AA: CONTROL ASSEMBLY/VFD DOES NOT ILLUMINATE, HEATER BLOWER MOTOR OFF NOTE:

For circuit reference, see WIRING DIAGRAM .

Possible Causes z z z z z z z z z

Central Junction Box (CJB) fuse No. 58 (10-amp). Central Junction Box (CJB) fuse No. 36 (7.5-amp). Charging system. EATC module. Sunload sensor. In-vehicle temperature sensor. Coolant temperature sensor. Ambient air temperature sensor. Open/Short circuit.

Diagnostic Procedure

See ANALOG - INSTRUMENT PANELS article in INSTRUMENT PANELS in ACCESSORIES & Helpmelearn February-12-08 7:25:23 PM

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1997 Ford Explorer 1997 AUTOMATIC A/C-HEATER SYSTEMS Explorer & Mountaineer

EQUIPMENT. TEST BB: INSUFFICIENT A/C COOLING NOTE:

For circuit reference, see WIRING DIAGRAM .

Possible Causes z z z

A/C evaporator core orifice. Refrigerant level. A/C cycling switch.

Diagnostic Procedure

Check A/C system operation. See A/C SYSTEM under PERFORMANCE TESTS.

For removal and installation procedures not covered in this article, see REMOVAL & INSTALLATION in EXPLORER & MOUNTAINEER article in MANUAL A/C-HEATER SYSTEMS.

EATC MODULE (CONTROL PANEL) Removal & Installation

Disconnect negative battery cable. Remove 2 screws and instrument panel finish panel. See Fig. 71 . Disconnect electrical connectors. Remove 4 screws and remove control panel. See Fig. 72 . Disconnect electrical connectors and vacuum line connector from control panel. See Fig. 73 . To install, reverse removal procedure.

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Fig. 71: Removing & Installing Instrument Panel Finish Panel Courtesy of FORD MOTOR CO.

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Fig. 72: Removing & Installing Control Panel Courtesy of FORD MOTOR CO.

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Fig. 73: Disconnecting Control Panel Courtesy of FORD MOTOR CO.

WIRING DIAGRAM NOTE:

See AIR CONDITIONING in SYSTEM WIRING DIAGRAMS article in WIRING DIAGRAMS.

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1997 MANUAL A/C-HEATER SYSTEMS Explorer & Mountaineer

A/C SYSTEM SPECIFICATIONS WARNING: Vehicle is equipped with Supplemental Inflatable Restraint (SIR) system. When servicing vehicle, use care to avoid accidental air bag deployment. SIR system-related components are located in various locations throughout interior and exterior of vehicle, depending on application. Do not use electrical test equipment on or near these circuits. If necessary, deactivate SIR system before servicing components. See appropriate AIR BAG RESTRAINT SYSTEMS article in RESTRAINTS. A/C SYSTEM SPECIFICATIONS Application Compressor Type Compressor Belt Tension

Specification Ford FS-10 10-Cyl. (1) (2)

Compressor Oil Capacity (3)

System Oil Capacity Refrigerant (R-134a) Capacity

7.0 ozs. 30 ozs.

System Operating Pressures (4) High Side

160-250 psi (11.2-17.6 kg/cm2 ) 20-50 psi (1.4-3.5 kg/cm2 )

Low Side (1)

An automatic drive belt tensioner is used to maintain belt tension.

(2)

If amount of oil drained from old compressor is between 3-5 ounces (85-142 ml), pour same amount plus 1 ounce (30 ml) of clean PAG compressor oil into new compressor. If amount of oil that was removed from old compressor is greater than 5 ounces (142 ml), pour same amount drained of clean PAG compressor oil into new compressor. If amount of oil that was removed from old compressor is less than 3 ounces (85 ml), pour 3 ounces (85 ml) of clean PAG compressor oil into new compressor. (3) Use PAG YN-12b Refrigerant Oil. (4)

Approximate pressures with ambient temperature of 80°F (27°C).

DESCRIPTION The A/C-heater system is a blend-air door design that includes blower motor, blower motor wheel, blower motor resistor, outside/recirculating door, panel door, floor/defrost door, temperature blend door, evaporator core and heater core. The A/C-heater system allows temperature control by delivering heated or cooled air to maintain a constant vehicle comfort level. Controls are provided to adjust temperature and system functions, including blower Helpmelearn February-12-08 8:04:24 8:03:53 PM

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1997 Ford Explorer 1997 MANUAL A/C-HEATER SYSTEMS Explorer & Mountaineer

motor speeds for desired air flow. Outside air is drawn from cowl air inlet just below windshield during all system operations except for MAX A/C cooling (when recirculated air is used) and OFF.

OPERATION Air inlet and distribution doors are controlled by vacuum control motors. The electronic door actuator motor provides a variable number of temperature blend door positions. Temperature control position energizes electronic door actuator motor, moving temperature blend door. Air temperature blend door controls amount of air directed through or around heater core to control temperature of air entering passenger compartment. It is controlled by temperature control switch. An A/C electronic door actuator motor located on top of heater air plenum chamber positions air temperature blend door to allow more or less air to pass through heater core. In full cool position, all incoming air bypasses heater core. In full warm position, all incoming air is directed through heater core. Air inlet and panel/defrost doors use a 2 position vacuum control motor. Floor duct/panel door uses a 3 position vacuum control motor. Vacuum control motors are controlled by engine vacuum through control panel. The vacuum system is source of power for function of mode doors. Engine vacuum is supplied to and stored in vacuum reservoir, which is located on top of right frame rail behind headlight assembly. A vacuum check valve is built into reservoir. Vacuum is routed to function control switch, vacuum motors, and heater core water control valve through a color-coded vacuum hose harness. The blower motor is located in blower housing, which is part of plenum assembly. Motor is connected to circuit with one hard-shell connector. Blower motor resistor is located right next to blower motor and has a thermal limiter which acts as a temperature protecting fuse. If temperature of thermal limiter reaches approximately 250°F (121°C), limiter contacts open, interrupting circuit for all speeds but high. Resistor must be replaced if limiter opens. The A/C clutch is controlled by A/C cycling switch and A/C pressure cut-off switch, which are connected in series. A/C cycling switch is mounted on accumulator-drier, and A/C pressure cut-off switch is mounted in discharge line at A/C condenser. CONTROL PANEL ASSEMBLY Function Control Knob

The PANEL, PANEL/FLOOR, FLOOR, DEFROST/FLOOR, and DEFROST positions are shown as icons on control head. OFF, MAX A/C, and A/C are printed. In OFF position, all climate control functions cease. Outside air inlet door is closed and blower motor fan circuit is shut off. MAX A/C position opens recirculating air door, closes off outside air inlet, and engages A/C clutch circuit. Air is directed to instrument panel registers. A/C position closes recirculating door, opens outside air inlet allowing outside air to enter and continues A/C clutch circuit. Air continues to exit through panel registers. PANEL position allows outside air to flow through panel registers with A/C system off. With A/C system on, PANEL/FLOOR position allows outside air to flow between panel registers and floor outlets. FLOOR position directs outside air through floor outlets. With A/C system on, FLOOR/DEFROST position directs outside air to flow between floor outlets and windshield defroster nozzles. With A/C system on, DEFROST position directs outside air to flow through defroster nozzles Helpmelearn February-12-08 8:03:54 PM

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only. Fan Speed Control

The A/C and heater system blower motor fan is controlled by a 4 position rotary switch located on left side of control panel. Operating speeds are: LOW, MEDIUM LOW, MEDIUM HIGH, and HIGH. These operating speeds are controlled by 3 resistors wired in a series in blower motor resistor blower motor resistor. Resistor assembly also has a thermal limiter which acts as a temperature sensitive fuse. In LOW position, current flows through all 3 resistors. In MEDIUM LOW position, current flows through 2 of resistors. In MEDIUM HIGH position, current flows through one resistor. In HIGH position, current flow bypasses resistors. Limiter will open at approximately 250°F (121°C) and interrupt circuit for all speeds except HIGH. Once opened, limiter cannot be reset. Resistor assembly must be replaced. ACCUMULATOR-DRIER The accumulator-drier is mounted on A/C evaporator housing with a bracket on right hand side of engine compartment. Inlet tube of accumulator-drier is connected to evaporator core outlet tube. Outlet tube of accumulator-drier is connected to manifold and tube assembly. A desiccant bag located inside accumulator-drier absorbs moisture in system. After entering accumulator-drier, heavier oil-laden and liquid refrigerant contacts an internally mounted dome and drips down into bottom of accumulator-drier. A small diameter oil bleed hole in bottom of vapor return tube allows accumulated refrigerant and oil mixture to re-enter compressor suction line at a controlled rate. A fine mesh-screened filter fits tightly around bottom of vapor return tube to filter out contaminants. A/C CYCLING SWITCH The A/C cycling switch is mounted on a Shrader-type fitting located on top of accumulator-drier. A valve depressor, located inside threaded end of A/C cycling switch, presses in on Shrader valve stem. This allows pressure inside accumulator-drier to control A/C cycling switch. When contacts close, voltage is applied to A/C clutch field coil to operate compressor. When contacts open, A/C clutch is de-energized and compressor stops. A/C cycling switch will control evaporator core pressure to a point where surface temperature of evaporator core is maintained slightly above freezing. This prevents icing of evaporator core and air flow blockage. The A/C cycling switch closes when pressure on low side of system reaches approximately 40-47 psi (2.8-3.3 kg/cm2 ). A/C cycling switch opens when pressure drops to approximately 23.5-25.5 psi (1.7-1.8 kg/cm2 ), disengaging A/C clutch. In ambient temperatures below 30°F (-1°C), A/C cycling switch will not allow compressor operation because of low system pressures. A/C PRESSURE CUT-OFF SWITCH The A/C pressure cut-off switch is used to interrupt A/C clutch operation in event of high system discharge pressures. A/C pressure cut-off switch is a single-function switch that controls A/C clutch engagement. When compressor head pressures rise to approximately 420 psi (30 kg/cm2 ), contacts open, disengaging A/C clutch. When pressures drop to approximately 250 psi (18 kg/cm2 ), contacts close to allow A/C clutch operation. AUXILIARY BLOWER MOTOR Helpmelearn February-12-08 8:03:54 PM

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The rear blower motor and blower motor wheel are located in floor console. Blower pulls air from instrument panel heater air plenum chamber and directs air to rear seating area. Rear blower motor is controlled by rear blower motor switch in Rear Integrated Control Panel (RICP). MAIN BLOWER MOTOR The blower motor and blower motor wheel are located in evaporator housing. Blower pulls fresh air in through instrument panel cowl, which is located under windshield glass, and forces air through heater air plenum chamber. ORIFICE TUBE The evaporator core orifice is located in evaporator core inlet tube. It is restriction in system that causes pressure drop necessary for cooling by metering flow of liquid refrigerant through evaporator core. Evaporator core orifice inlet filter screen acts as a strainer for liquid refrigerant. "O" rings prevent high pressure liquid refrigerant from bypassing orifice. Evaporator core orifice should be replaced whenever compressor is replaced. This vehicle uses 0.062 in (1.6 mm) Red orifice tube. PRESSURE RELIEF VALVE An A/C pressure relief valve is incorporated in compressor A/C manifold and tube to relieve refrigerant system discharge pressure buildups of 470-600 psi (33-42 kg/cm2 ). It will prevent damage to compressor and other system components. It will avoid total refrigerant loss by closing after excessive pressure has been relieved.

COMPONENT LOCATIONS COMPONENT LOCATIONS Component A/C Clutch Cycling Pressure Switch A/C Pressure Cutoff Switch Auxiliary Blower Motor Relay Auxiliary Blower Motor Resistor Blend Door Actuator High Speed Main Blower Relay Main Blower Motor Relay Main Blower Motor Resistor Powertrain Control Module Wide Open Throttle A/C Relay

Locations Right Side Of Engine Compartment Left Side Of Engine Compartment Behind Right Side Of Instrument Panel In Instrument Panel Console Behind Right Side Of Instrument Panel, On A/C Plenum In Auxiliary Relay Box No 2 In Auxiliary Relay Box No 2 Near Blower Motor On Right Side Of Fire Wall In Power Distribution Box

TROUBLE SHOOTING PRELIMINARY INSPECTION NOTE:

To prevent a situation where defrost cannot be obtained, air handling system is

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997 MANUAL A/C-HEATER SYSTEMS Explorer & Mountaineer

designed to provide DEFROST when no vacuum is applied to any of 3 vacuum control motors. Instead, a leak in vacuum control circuit will send all air flow to defroster outlets. This condition may occur during acceleration (slow leak), may exist at all times (large leak), or may exist only when specific functions are selected, indicating a leak in that portion of circuit. Vacuum hoses used in passenger compartment control circuit are constructed from PVC plastic material. Vacuum hoses used in engine compartment are constructed of Hytrel. Because of materials used, vacuum hoses should never be pinched off during diagnosis to locate a leak. Use a vacuum pump to locate vacuum leaks. 1. Verify customer concern by operating system. Visually inspect for obvious signs of mechanical or electrical damage of following: z A/C Clutch z Vacuum Lines z Discharged A/C System z Refrigerant Lines z Vacuum Control Motor z Fuse(s) z Blower Motor z Compressor z Cooling Fan z Circuitry z A/C Controls z Electrical Connectors 2. If an obvious cause for an observed or reported concern is found, correct cause (if possible) before proceeding. If concern is not visually evident, proceed to SYMPTOM TESTS .

PERFORMANCE TESTS A/C SYSTEM NOTE:

When ambient temperatures exceed 100°F (38°C), do not run engine above normal idle speed. Otherwise, maintain engine speed at 1500 RPM.

NOTE:

In ambient temperatures is 100-110°F (38-43°C), system performance pressures will be same as those for ambient temperatures shown on chart in 90-100°F (32-

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1997 Ford Explorer 1997 MANUAL A/C-HEATER SYSTEMS Explorer & Mountaineer

38°C) range. See Fig. 1 . To determine compressor discharge (high) pressure, record ambient temperature. Record discharge (high) pressure. System performance is acceptable when pressure reading falls between upper and lower limits shown. See Fig. 1 .

Fig. 1: Identifying Compressor Discharge Pressure Chart Courtesy of FORD MOTOR CO. Compressor Suction (Low) Pressure

NOTE:

If ambient temperatures is 100-110°F (38-43°C), system performance pressures will be same as those for ambient temperatures shown on chart in 90-100°F (3238°C) range. See Fig. 2 .

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1997 Ford Explorer 1997 MANUAL A/C-HEATER SYSTEMS Explorer & Mountaineer

Fig. 2: Identifying Compressor Suction Pressure Chart Courtesy of FORD MOTOR CO. A/C Clutch On Time

NOTE:

When ambient temperature is above 80°F (26°C), A/C clutch may not cycle.

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1997 Ford Explorer 1997 MANUAL A/C-HEATER SYSTEMS Explorer & Mountaineer

Fig. 3: Identifying A/C Clutch On Time Chart Courtesy of FORD MOTOR CO. A/C Clutch Off Time

NOTE:

When ambient temperature is above 80°F (26°C), A/C clutch may not cycle.

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1997 Ford Explorer 1997 MANUAL A/C-HEATER SYSTEMS Explorer & Mountaineer

Fig. 4: Identifying A/C Clutch Off Time Chart Courtesy of FORD MOTOR CO. A/C Clutch Cycle Time

NOTE:

When ambient temperature is above 80°F (26°C), A/C clutch may not cycle.

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1997 Ford Explorer 1997 MANUAL A/C-HEATER SYSTEMS Explorer & Mountaineer

Fig. 5: Identifying A/C Clutch Cycle Time Chart Courtesy of FORD MOTOR CO. A/C Clutch Cycle Rate Per Minute

NOTE:

When ambient temperature is above 80°F (26°C), A/C clutch may not cycle.

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1997 Ford Explorer 1997 MANUAL A/C-HEATER SYSTEMS Explorer & Mountaineer

Fig. 6: Identifying A/C Clutch Cycle Rate Per Minute Courtesy of FORD MOTOR CO. A/C Register Discharge Temperature

NOTE:

In ambient temperatures is 100-110°F (38-43°C), A/C register discharge temperatures will be same as those for ambient temperatures shown on chart in 90-100°F (32-38°C) range. See Fig. 7 .

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1997 Ford Explorer 1997 MANUAL A/C-HEATER SYSTEMS Explorer & Mountaineer

Fig. 7: Identifying A/C Register Discharge Temperature Courtesy of FORD MOTOR CO.

SYMPTOM TESTS SYMPTOM TESTS DIRECTORY Symptom Improper/Erratic Direction Of Air Flow From Outlets Insufficient, Erratic Or No Heat A/C Does Not Operate/Does Not Operate Properly No Operation In All Temperature Settings Blower Motor Inoperative Blower Motor Does Not Operate Properly No Operation In High Blower Setting Console Blower Motor Does Not Operate Panel/Floor Switch Does Not Operate, Console Blower Does Operate A/C Clutch Cycles Rapidly Insufficient A/C Cooling

Test A B C D E F G H J AA BB

TEST A: IMPROPER/ERRATIC DIRECTION OF AIR FLOW FROM OUTLETS Helpmelearn February-12-08 8:03:54 PM

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NOTE:

For circuit reference, see WIRING DIAGRAM .

Possible Causes z z z z z z z

No vacuum to function selector switch. Function selector switch. A/C vacuum check valve. Vacuum hose. A/C vacuum reservoir tank and bracket. Vacuum control motor. Vacuum actuator arm.

Diagnostic Procedure

For diagnosing procedure, see Fig. 8 -Fig. 13 .

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Fig. 8: Test A (1 Of 6 - Steps A1-A2) Courtesy of FORD MOTOR CO.

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Fig. 9: Test A (2 Of 6 - Steps A3-A4) Courtesy of FORD MOTOR CO.

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Fig. 10: Test A (3 Of 6 - Steps A5-A6) Courtesy of FORD MOTOR CO.

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Fig. 11: Test A (4 Of 6 - Steps A7-A8) Courtesy of FORD MOTOR CO.

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Fig. 12: Test A (5 Of 6 - Steps A9-A10) Courtesy of FORD MOTOR CO.

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Fig. 13: Test A (6 Of 6 - Steps A11-A12) Courtesy of FORD MOTOR CO. TEST B: INSUFFICIENT, ERRATIC OR NO HEAT NOTE:

For circuit reference, see WIRING DIAGRAM .

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Possible Causes z z z z z

Coolant level. Engine overheating. Thermostat. Heater core. A/C electronic door actuator motor.

Diagnostic Procedure

For diagnosing procedure, see Fig. 14 -Fig. 17 .

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Fig. 14: Test B (1 Of 4 - Steps B1-B2) Courtesy of FORD MOTOR CO.

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Fig. 15: Test B (2 Of 4 - Step B3-B4) Courtesy of FORD MOTOR CO.

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Fig. 16: Test B (3 Of 4 - Step B5-B6) Courtesy of FORD MOTOR CO.

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Fig. 17: Test B (4 Of 4 - Step B7-B8) Courtesy of FORD MOTOR CO. TEST C: A/C DOES NOT OPERATE/DOES NOT OPERATE PROPERLY NOTE:

For circuit reference, see WIRING DIAGRAM .

Possible Causes z z z

Fuse. Circuitry. A/C cycling switch. A/C system discharged.

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z z

Function selector switch. A/C refrigerant.

Diagnostic Procedure

For diagnosing procedure, see Fig. 18 -Fig. 28 .

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Fig. 18: Test C (1 Of 11 - Steps C1-C2) Courtesy of FORD MOTOR CO.

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Fig. 19: Test C (2 Of 11 - Steps C3-C4) Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 8:03:55 PM

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Fig. 20: Test C (3 Of 11 - Steps C5-C6) Courtesy of FORD MOTOR CO.

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Fig. 21: Test C (4 Of 11 - Steps C7-C8) Courtesy of FORD MOTOR CO.

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Fig. 22: Test C (5 Of 11 - Steps C9-C10) Courtesy of FORD MOTOR CO.

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Fig. 23: Test C (6 Of 11 - Steps C11-C12) Courtesy of FORD MOTOR CO.

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Fig. 24: Test C (7 Of 11 - Steps C13-C14) Courtesy of FORD MOTOR CO.

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Fig. 25: Test C (8 Of 11 - Steps C15-C16) Courtesy of FORD MOTOR CO.

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Fig. 26: Test C (9 Of 11 - Steps C17-C18) Courtesy of FORD MOTOR CO.

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Fig. 27: Test C (10 Of 11 - Steps C19-C20) Helpmelearn February-12-08 8:03:55 PM

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Courtesy of FORD MOTOR CO.

Fig. 28: Test C (11 Of 11 - Steps C21-C22) Courtesy of FORD MOTOR CO. TEST D: NO OPERATION IN ALL TEMPERATURE SETTINGS

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NOTE:

For circuit reference, see WIRING DIAGRAM .

Possible Causes z z z z

Blend door. Blend door actuator. Blend door actuator motor. Circuit.

Diagnostic Procedure

For diagnosing procedure, see Fig. 29 -Fig. 34 .

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Fig. 29: Test D (1 Of 6 - Steps D1-D2) Courtesy of FORD MOTOR CO.

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Fig. 30: Test D (2 Of 6 - Steps D3-D4) Courtesy of FORD MOTOR CO.

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Fig. 31: Test D (3 Of 6 - Steps D5-D6) Courtesy of FORD MOTOR CO.

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Fig. 32: Test D (4 Of 6 - Steps D7-D8) Courtesy of FORD MOTOR CO.

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Fig. 33: Test D (5 Of 6 - Steps D9-D10) Courtesy of FORD MOTOR CO.

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Fig. 34: Test D (6 Of 6 - Steps D11-D12) Courtesy of FORD MOTOR CO. TEST E: BLOWER MOTOR INOPERATIVE NOTE:

For circuit reference, see WIRING DIAGRAM .

Possible Causes z z z z

Fuse. Circuitry. Blower motor. Blower motor relay.

Diagnostic Procedure Helpmelearn February-12-08 8:03:55 PM

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For diagnosing procedure, see Fig. 35 -Fig. 42 .

Fig. 35: Test E (1 Of 8 - Steps E1-E2) Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 8:03:56 PM

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Fig. 36: Test E (2 Of 8 - Steps E3-E4) Courtesy of FORD MOTOR CO.

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Fig. 37: Test E (3 Of 8 - Steps E5-E6) Courtesy of FORD MOTOR CO.

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Fig. 38: Test E (4 Of 8 - Steps E7-E8) Courtesy of FORD MOTOR CO.

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Fig. 39: Test E (5 Of 8 - Steps E9-E10) Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 8:03:56 PM

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Fig. 40: Test E (6 Of 8 - Steps E11-E12) Courtesy of FORD MOTOR CO.

Fig. 41: Test E (7 Of 8 - Steps E13-E14) Courtesy of FORD MOTOR CO.

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Fig. 42: Test E (8 Of 8 - Step E15) Courtesy of FORD MOTOR CO. TEST F: BLOWER MOTOR DOES NOT OPERATE PROPERLY NOTE:

For circuit reference, see WIRING DIAGRAM .

Possible Causes z z z

Circuitry. Heater blower motor switch resistor. Heater blower motor switch.

Diagnostic Procedure

For diagnosing procedure, see Fig. 43 -Fig. 47 .

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Fig. 43: Test F (1 Of 5 - Steps F1-F2) Courtesy of FORD MOTOR CO.

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Fig. 44: Test F (2 Of 5 - Steps F3-F4) Helpmelearn February-12-08 8:03:56 PM

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Courtesy of FORD MOTOR CO.

Fig. 45: Test F (3 Of 5 - Steps F5-F6) Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 8:03:56 PM

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Fig. 46: Test F (4 Of 5 - Steps F7-F8) Courtesy of FORD MOTOR CO.

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Fig. 47: Test F (5 Of 5 - Step F9) Courtesy of FORD MOTOR CO. TEST G: NO OPERATION IN HIGH BLOWER SETTING

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NOTE:

For circuit reference, see WIRING DIAGRAM .

Possible Causes z z z

Circuitry. Heater blower motor switch resistor. Heater blower motor switch.

Diagnostic Procedure

For diagnosing procedure, see Fig. 48 -Fig. 50 .

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Fig. 48: Test G (1 Of 3 - Steps G1-G2) Helpmelearn February-12-08 8:03:56 PM

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Courtesy of FORD MOTOR CO.

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Fig. 49: Test G (2 Of 3 - Steps G3-G4) Courtesy of FORD MOTOR CO.

Fig. 50: Test G (3 Of 3 - Step G5) Courtesy of FORD MOTOR CO. TEST H: CONSOLE BLOWER MOTOR DOES NOT OPERATE NOTE:

For circuit reference, see WIRING DIAGRAM .

Possible Causes z z

Fuse. Rear blower relay.

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z z z

Rear heater blower motor switch resistor. A/C function switch. Rear heater blower motor switch.

Diagnostic Procedure

For diagnosing procedure, see Fig. 51 -Fig. 58 .

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Fig. 51: Test H (1 Of 8 - Steps H1-H2) Courtesy of FORD MOTOR CO.

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Fig. 52: Test H (2 Of 8 - Steps H3-H4) Courtesy of FORD MOTOR CO.

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Fig. 53: Test H (3 Of 8 - Steps H5-H6) Courtesy of FORD MOTOR CO.

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Fig. 54: Test H (4 Of 8 - Steps H7-H8) Courtesy of FORD MOTOR CO.

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Fig. 55: Test H (5 Of 8 - Steps H9-H10) Helpmelearn February-12-08 8:03:57 PM

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Courtesy of FORD MOTOR CO.

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Fig. 56: Test H (6 Of 8 - Steps H11-H12) Courtesy of FORD MOTOR CO.

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Fig. 57: Test H (7 Of 8 - Steps H13-H14) Courtesy of FORD MOTOR CO.

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Fig. 58: Test H (8 Of 8 - Steps H15-H16) Helpmelearn February-12-08 8:03:57 PM

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Courtesy of FORD MOTOR CO. TEST J: PANEL/FLOOR SWITCH DOES NOT OPERATE, CONSOLE BLOWER DOES OPERATE NOTE:

For circuit reference, see WIRING DIAGRAM .

Possible Causes z z z z

Fuse. Rear heater blower motor. Rear blend door actuator motor. Circuitry.

Diagnostic Procedure

For diagnosing procedure, see Fig. 59 -Fig. 64 .

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Fig. 59: Test J (1 Of 6 - Steps J1-J2) Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 8:03:57 PM

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Fig. 60: Test J (2 Of 6 - Steps J3-J4) Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 8:03:57 PM

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Fig. 61: Test J (3 Of 6 - Steps J5-J6) Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 8:03:57 PM

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Fig. 62: Test J (4 Of 6 - Steps J7-J8) Courtesy of FORD MOTOR CO.

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Fig. 63: Test J (5 Of 6 - Steps J9-J10) Courtesy of FORD MOTOR CO.

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Fig. 64: Test J (6 Of 6 - Steps J11-J12) Courtesy of FORD MOTOR CO. AA: A/C CLUTCH CYCLES RAPIDLY NOTE:

For circuit reference, see WIRING DIAGRAM .

Possible Causes z

Low refrigerant charge.

Diagnostic Procedure

See PERFORMANCE TESTS . BB: INSUFFICIENT A/C COOLING NOTE:

For circuit reference, see WIRING DIAGRAM .

Possible Causes z z z

Orifice tube. Low refrigerant level A/C cycling switch.

Diagnostic Procedure

See PERFORMANCE TESTS .

COMPONENT TESTS WARNING: Carbon monoxide is colorless, odorless and dangerous. If it is necessary to operate engine with vehicle in a closed area such as a garage, always use an exhaust collector to vent exhaust gases outside closed area. HEATER CORE CAUTION: Spring-type clamps are installed as original equipment. Installation and overtightening of non-specification clamps can cause leakage at heater hose connection and damage heater core. NOTE:

Inspect for evidence of coolant leakage at heater hose to heater core attachments. A coolant leak in heater hose could follow heater core tube to heater core and appear as a leak in heater core. Check integrity of heater hose

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clamps. Plug Test

Check for proper coolant level. Start engine and turn heater on. When engine reaches normal operating temperature, feel heater outlet hose. It should be hot. If outlet hose is not hot, heater core may have an air pocket, may be plugged, or thermostat may not be working properly. If outlet hose is hot, perform appropriate pressure test. Pressure Test (On Vehicle)

1. Drain cooling system. Disconnect heater hoses from heater core. See HEATER HOSE COUPLING under REMOVAL & INSTALLATION. Install a short piece of heater hose, about 4" (101 mm) long, on each heater core tube. See Fig. 65 . 2. Fill heater core and heater hoses with water. Install Plug (BT-7422-B) on one hose end and Adapter (BT7422-A) on other hose end. See Fig. 65 . Secure hoses, plug and adapter to hoses with hose clamps. 3. Attach pump and gauge assembly from a radiator/heater core pressure tester to adapter fitting on heater hose. Close tester bleed valve and apply 30 psi (2 kg/cm2 ) air pressure to heater core. Observe gauge for a minimum of 3 minutes. 4. If pressure drops, check all hose clamp connections for proper fit, replace leaking hoses or clamps. If hoses do not leak, remove heater core from vehicle and perform bench test. See PRESSURE TEST (BENCH) .

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Fig. 65: Identifying Hose Fittings For Heater Core Pressure Test Courtesy of FORD MOTOR CO. Pressure Test (Bench)

NOTE:

Due to space limitations, a bench test may be necessary for pressure testing.

1. 2. 3. 4.

Remove heater core from vehicle. See HEATER CORE under REMOVAL & INSTALLATION. Drain all of coolant from heater core. Install a short piece of heater hose, about 4" (101 mm) long, on each heater core tube. See Fig. 65 . Install Plug (BT-7422-B) on one hose end and Adapter (BT-7422-A) on other hose end. See Fig. 65 . Secure hoses, plug and adapter to hoses with hose clamps. Attach pump and gauge assembly from a radiator/heater core pressure tester to adapter fitting on heater hose. Close tester bleed valve and apply 30 psi (2 kg/cm2 ) air pressure to heater core. 5. Submerge heater core in water. If a leak is observed, replace heater core.

EVAPORATOR/CONDENSER CORE, ON-VEHICLE LEAK TEST Helpmelearn February-12-08 8:03:57 PM

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NOTE:

Do Not leak test an evaporator core with accumulator-drier attached to core tubes.

NOTE:

The automatic shut-off valves on some gauge set hoses do not open when connected to test fittings. If available, use hoses without shut-off valves. If hoses with shut-off valves are used, make sure valve opens when attached to test fittings or install an adapter which will activate valve. Test is not valid if shut-off valve does not open.

1. Discharge A/C system, using approved recovery/recycling equipment. See RECOVERY, EVACUATION & RECHARGING in GENERAL SERVICING PROCEDURES article in GENERAL SERVICING. 2. Disconnect evaporator core or condenser core from A/C system. 3. Clean spring lock couplings. See CLEANING SPRING LOCK COUPLINGS under ON VEHICLE SERVICE. Connect appropriate test fittings to evaporator or condenser tube connections. 4. Connect red and blue hoses from R-134a Manifold Gauge Set to test fittings on evaporator core or condenser core. Connect yellow hose to a known good vacuum pump. 5. Open both gauge set valves and start vacuum pump. Allow vacuum pump to operate for a minimum of 30 minutes after gauge set low pressure gauge indicates 30 in. Hg (2 kg/cm2 ). A 30 minute evacuation is necessary to remove any refrigerant from oil left in evaporator core or condenser core. If refrigerant is not completely removed from oil, out-gassing will degrade vacuum and appear as a refrigerant leak. 6. If low pressure gauge reading will not drop to 30 in. Hg (2 kg/cm2 ) when valves on gauge and manifold set are open and vacuum pump is operating, close gauge set valves and observe low pressure gauge. If pressure rises rapidly to zero, a large leak is indicated. Recheck test fitting connections and gauge set connections before replacing evaporator core or condenser core. 7. After evacuating for 45 minutes, close gauge set valves and stop vacuum pump. Observe low pressure gauge, it should remain at 30 in. Hg (2 kg/cm2 ) mark. 8. If low pressure gauge reading rises 10 in. Hg (0.7 or more kg/cm2 ) or more of vacuum from 30 in. Hg (2 kg/cm2 ) position in 10 minutes, a leak is indicated. 9. If a very small leak is suspected, wait 30 minutes and observe vacuum gauge. 10. If a small amount of vacuum is lost, operate vacuum pump with gauge valves open for an additional 30 minutes to remove any remaining refrigerant from oil in evaporator core or condenser core. Then recheck for loss of vacuum. 11. If a very small leak is suspected, allow system to set overnight with vacuum applied and check for vacuum loss. 12. If evaporator core or condenser core does leak, as verified by above procedure, install a new evaporator core or condenser core. COMPRESSOR, EXTERNAL LEAK TEST NOTE:

For in-depth leak testing procedures, see LEAK TESTING in GENERAL SERVICING PROCEDURES article in GENERAL SERVICING.

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1. Install A/C pressure test adapter on rear head of compressor using existing manifold retaining bolt. 2. Connect high and low pressure lines of a manifold gauge set to corresponding fittings on A/C pressure test adapter. 3. Attach center hose of manifold gauge set to a refrigerant container standing in an upright position. 4. Hand-rotate compressor shaft 10 complete revolutions to distribute oil inside compressor. 5. Open low pressure gauge valve, high pressure gauge valve and valve on refrigerant container to allow refrigerant vapor to flow into compressor. 6. Using an automatic calibration halogen leak detector, check for leaks at compressor shaft seal and compressor center seal. 7. If a shaft seal leak is found, install a new shaft seal. If an external leak is found at center joint of compressor, install a new compressor. 8. When leak test is complete, recover refrigerant from compressor. ISO RELAY TEST NOTE:

ISO (International Standardization Organization) has established standards in relay design. A/C system uses both a 4-pin and a 5-pin ISO relay. See WIRING DIAGRAM . Testing for both relays is identical, except when testing a 4-pin relay, pin 87A should not be tested.

1. Remove relay from connector. Using a DVOM, check resistance from terminal No. 85 and each terminal of relay. See Fig. 66 . If resistance is 5 ohms or less, between terminal No. 85 and any terminal, replace relay. 2. Using jumper wires, connect terminals No. 30 and 86 to positive battery terminal. Using DVOM, check for voltage at terminal 87A. If battery voltage is not indicated, replace relay. If battery voltage exists, connect a jumper wire between terminal No. 85 and ground. Check for voltage at terminal No. 87. If battery voltage is not indicated, replace relay.

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Fig. 66: Identifying Terminals Of ISO Relay Courtesy of FORD MOTOR CO.

ON VEHICLE SERVICE CLEANING SPRING LOCK COUPLINGS CAUTION: Maintain low speed drill rotation when inserting or removing cleaning tool to prevent axial scratches which may cause future leaks. 1. Fabricate a cleaning tool from a 1/8" diameter brazing rod. See Fig. 67 . Cut an abrasive pad from maroon colored 3M Scotch Brite(R) with dimensions corresponding to coupling size. See ABRASIVE PAD SIZE table. Assemble pad to tool. See Fig. 68 . 2. Coat abrasive pad with PAG refrigerant compressor oil or equivalent. Roll pad on tool and install it in a variable speed drill motor. 3. Polish for one minute at moderate speed (less than 1500 RPM) or until surface is clean and free of scratches or foreign material. See Fig. 69 . 4. Clean fitting with a lint-free cloth. Inspect surface for grooves or scratches. If grooves and scratches are still present, install a new component. Clean "O" ring seal grooves with a 12" (300 mm) length of natural fiber string. Loop string around grooves and pull string back and forth. See Fig. 70 . 5. Remove any foreign material from grooves with a lint-free cloth. ABRASIVE PAD SIZE Coupling Size

Pad Size

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3/8" 1/2" 5/8" 3/4"

1 x 2" (25 x 50 mm) 1 x 2" (25 x 50 mm) 1 x 3" (25 x 76 mm) 1 x 4" (25 x 102 mm)

Fig. 67: Identifying Brazing Rod Dimensions Courtesy of FORD MOTOR CO.

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Fig. 68: Assembling Cleaning Tool Courtesy of FORD MOTOR CO.

Fig. 69: Cleaning Spring Lock Coupling Courtesy of FORD MOTOR CO.

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Fig. 70: Cleaning "O" Ring Groove Courtesy of FORD MOTOR CO.

REMOVAL & INSTALLATION WARNING: Vehicle is equipped with Supplemental Inflatable Restraint (SIR) system. When servicing vehicle, use care to avoid accidental air bag deployment. SIR system-related components are located in various locations throughout interior and exterior of vehicle, depending on application. Do not use electrical test equipment on or near these circuits. If necessary, deactivate SIR system before servicing components. See appropriate AIR BAG RESTRAINT SYSTEMS article in RESTRAINTS. 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 GENERAL INFORMATION before disconnecting battery. NOTE:

For removal and installation procedures not covered in this article, see appropriate COMPRESSOR SERVICING article in GENERAL SERVICING.

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ACCUMULATOR-DRIER Removal

Fig. 71: Disconnecting A/C Cycling Switch Connector Courtesy of FORD MOTOR CO.

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Fig. 72: Disconnecting Accumulator-Drier-To-Evaporator Core Fitting Courtesy of FORD MOTOR CO.

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Fig. 73: Disconnecting Manifold & Tube Assembly From Accumulator-Drier Courtesy of FORD MOTOR CO.

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Fig. 74: Removing & Installing Accumulator-Drier Courtesy of FORD MOTOR CO. Installation

1. To install, reverse removal procedure. If a new accumulator is to be installed, transfer A/C cycling switch to new accumulator-drier. Add a quantity of new oil to match that drained from old accumulator-drier plus 2 ounces (60 ml) of clean PAG refrigerant compressor oil or equivalent. 2. Install new "O" ring seals lubricated in clean PAG oil or equivalent. Evacuate, leak test, and charge refrigerant system. See RECOVERY, EVACUATION & RECHARGING in GENERAL SERVICING PROCEDURES article in GENERAL SERVICING. Check system for proper operation.

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AUXILIARY BLOWER MOTOR Removal & Installation

1. If equipped, remove compact disc changer. See COMPACT DISC CHANGER . Remove floor console. See FLOOR CONSOLE . On some models, remove console rear controls. Remove screws and rear floor duct. See Fig. 75 . 2. On all models, disconnect auxiliary blower motor electrical connector. See Fig. 76 . Disconnect blower resistor and rear door actuator electrical connectors. See Fig. 77 . Remove bolts and console center support bracket. See Fig. 78 . Remove console frame and plenum from floor console. Remove nuts and plenum from console frame. See Fig. 79 . 3. Remove bolts and blower housing from console frame. See Fig. 80 . Remove bolts and auxiliary blower motor resistor. See Fig. 81 . Remove bolts and separate blower housing. See Fig. 82 . Disconnect auxiliary blower motor harness push pin. See Fig. 83 . Remove bolts and auxiliary blower motor. 4. To install, reverse removal procedure.

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Fig. 75: Removing & Installing Rear Floor Duct Courtesy of FORD MOTOR CO.

Fig. 76: Identifying Auxiliary Blower Motor Connector Courtesy of FORD MOTOR CO.

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Fig. 77: Identifying Auxiliary Blower Motor Resistor & Rear Door Actuator Connectors Courtesy of FORD MOTOR CO.

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Fig. 78: Removing & Installing Console Center Support Bracket Courtesy of FORD MOTOR CO.

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Fig. 79: Removing & Installing Plenum From Console Frame Courtesy of FORD MOTOR CO.

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Fig. 80: Removing & Installing Auxiliary Blower Motor Housing From Console Frame Courtesy of FORD MOTOR CO.

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Fig. 81: Removing & Installing Auxiliary Blower Motor Resistor Courtesy of FORD MOTOR CO.

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Fig. 82: Separating Auxiliary Blower Motor Housing Courtesy of FORD MOTOR CO.

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Fig. 83: Removing & Installing Auxiliary Blower Motor Courtesy of FORD MOTOR CO. COMPACT DISC CHANGER Removal & Installation

Disconnect negative battery cable. If equipped, disconnect and remove cellular phone and bracket. See Fig. 84 . Remove screws and console compartment trim panel. Remove coin holder. Remove screws and position aside Compact Disc (CD) changer. See Fig. 85 . Disconnect CD changer connector. See Fig. 86 . Remove bracket screws and remove CD changer brackets. Remove CD changer. To install, reverse removal procedure.

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Fig. 84: Removing & Installing Cellular Phone Courtesy of FORD MOTOR CO.

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Fig. 85: Removing & Installing Compact Disc Changer Assembly Courtesy of FORD MOTOR CO.

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Fig. 86: Removing & Installing Compact Disc Changer Courtesy of FORD MOTOR CO. COMPRESSOR CAUTION: If installing a new compressor due to an internal failure of old unit, you must carry out following procedures to remove contamination from air conditioning system. If A/C flushing equipment is available, carry out flushing of air conditioning system prior to installing a new compressor. See FLUSHING PROCEDURES in GENERAL SERVICING PROCEDURES article in GENERAL SERVICING. If A/C flushing equipment is not available, carry out filtering of air conditioning system after a new compressor has been installed. Install a new evaporator core orifice or accumulator-drier as directed by A/C flushing or filtering procedure. NOTE:

For all compressor repair operations, see COMPRESSOR SERVICING article in GENERAL SERVICING.

Removal (4.0L)

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Disconnect negative battery cable. Discharge A/C system, using approved refrigerant recovery/recycling equipment. See RECOVERY, EVACUATION & RECHARGING in GENERAL SERVICING PROCEDURES article in GENERAL SERVICING. Remove drive belt from compressor pulley. Disconnect field coil and pressure cutoff switch electrical connectors. See Fig. 87 . Remove bolt and detach manifold and tube from compressor. See Fig. 88 . Discard "O" ring seals. Remove bolts and remove compressor. See Fig. 89 . Rotate compressor shaft 6-8 revolutions while collecting oil in a clean measuring device. See Fig. 90 .

Fig. 87: Identifying Field Coil & Pressure Cutoff Switch Connectors (4.0L) Courtesy of FORD MOTOR CO.

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Fig. 88: Disconnecting Manifold & Tube Assembly (4.0L) Courtesy of FORD MOTOR CO.

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Fig. 89: Removing & Installing Compressor (4.0L) Courtesy of FORD MOTOR CO.

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Fig. 90: Removing & Installing & Measuring Oil From Old Compressor Courtesy of FORD MOTOR CO. Removal (4.0L SOHC)

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bolts and position aside power steering reservoir. See Fig. 91 . Remove bolts and remove power steering bracket. See Fig. 92 . 2. Disconnect field coil electrical connector. See Fig. 93 . Remove bolt and detach manifold and tube from compressor. See Fig. 94 . Discard "O" ring seals. Remove retaining pins and position aside inner fender well splash shield. See Fig. 95 . Remove 4 compressor nuts and studs, and remove compressor. See Fig. 96 . Rotate compressor shaft 6-8 revolutions while collecting oil in a clean measuring device. See Fig. 90 .

Fig. 91: Removing & Installing Power Steering Reservoir (4.0L SOHC) Courtesy of FORD MOTOR CO.

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Fig. 92: Removing & Installing Power Steering Bracket (4.0L SOHC) Courtesy of FORD MOTOR CO.

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Fig. 93: Identifying Field Coil Connector (4.0L SOHC) Courtesy of FORD MOTOR CO.

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Fig. 94: Removing & Installing Manifold & Tube Assembly (4.0L SOHC) Courtesy of FORD MOTOR CO.

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Fig. 95: Removing & Installing Inner Fender Well Splash Shield (4.0L SOHC) Courtesy of FORD MOTOR CO.

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Fig. 96: Removing & Installing Compressor (4.0L SOHC) Courtesy of FORD MOTOR CO. Removal (5.0L)

1. Disconnect negative battery cable. Discharge A/C system, using approved refrigerant recovery/recycling equipment. See RECOVERY, EVACUATION & RECHARGING in GENERAL SERVICING PROCEDURES article in GENERAL SERVICING. Remove drive belt from compressor pulley. Remove bolts and position aside power steering reservoir. See Fig. 97 . Disconnect field coil electrical connector. See Fig. 98 . 2. Remove bolt and detach compressor manifold and tube assembly from compressor. See Fig. 99 . Discard "O" ring seals. Partially raise vehicle. Remove lower compressor bolt and stud. See Fig. 100 . Remove nut and detach bracket from stud. Lower vehicle. Remove upper compressor bolt and stud. See Fig. 101 . Remove nut and detach bracket from stud. Remove compressor. Rotate compressor shaft 6-8 revolutions while collecting oil in a clean measuring device. See Fig. 90 .

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Fig. 97: Removing & Installing Power Steering Reservoir (5.0L) Courtesy of FORD MOTOR CO.

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Fig. 98: Identifying Field Coil Connector (5.0L) Courtesy of FORD MOTOR CO.

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Fig. 99: Removing & Installing Manifold & Tube Assembly (5.0L) Courtesy of FORD MOTOR CO.

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Fig. 100: Removing & Installing Lower Compressor Bolt & Stud (5.0L) Courtesy of FORD MOTOR CO.

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Fig. 101: Removing & Installing Compressor (5.0L) Courtesy of FORD MOTOR CO. Installation

1. To install, reverse removal procedure. If filtering of refrigerant system is not to be performed, add correct amount of lubricant to refrigerant system. 2. If amount of oil drained from old compressor is between 3-5 ounces (85-142 ml), pour same amount plus one ounce (30 ml) of clean PAG refrigerant compressor oil or equivalent into new compressor. 3. If amount of oil that was removed from old compressor is greater than 5 ounces (142 ml), pour same amount drained of clean PAG refrigerant compressor oil or equivalent into new compressor. If amount of oil that was removed from old compressor is less than 3 ounces (85 ml), pour 3 ounces (85 ml) of clean PAG refrigerant compressor oil or equivalent into new compressor. 4. Install new "O" ring seals lubricated in clean PAG oil or equivalent. If filtering of refrigerant system is not to be performed, evacuate, leak test, and charge refrigerant system. See RECOVERY, EVACUATION & RECHARGING in GENERAL SERVICING PROCEDURES article in GENERAL SERVICING. Check system for proper operation. COMPRESSOR MANIFOLD & TUBE ASSEMBLY Removal (4.0L) Helpmelearn February-12-08 8:03:59 PM

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1. Disconnect negative battery cable. Discharge A/C system, using approved refrigerant recovery/recycling equipment. See RECOVERY, EVACUATION & RECHARGING in GENERAL SERVICING PROCEDURES article in GENERAL SERVICING. Disconnect pressure cutoff switch electrical connector. See Fig. 87 . Remove pressure cutoff switch. 2. Remove bolt and detach manifold and tube from compressor. See Fig. 88 . Discard "O" ring seals. Remove bolts and detach manifold and tube bracket. See Fig. 102 . Disconnect and position aside vacuum lines. See Fig. 103 . Disconnect electrical connector. See Fig. 104 . Remove wiring harness retaining nut at instrument panel. See Fig. 105 . 3. Detach ground wire from instrument panel. See Fig. 106 . Disconnect and position aside Powertrain Control Module (PCM) electrical connector. See Fig. 107 . Disconnect brake booster vacuum line. See Fig. 108 . Use Spring Lock Coupling Disconnect Tool (3/4 in) to disconnect manifold and tube assembly from accumulator-drier. See Fig. 73 . Discard "O" ring seals. Disconnect manifold and tube assembly condenser-to-evaporator tube from A/C condenser core using Spring Lock Coupling Disconnect Tool (T85L-19623-A). See Fig. 121 . Discard "O" ring seals.

Fig. 102: Disconnecting Manifold & Tube Bracket (4.0L) Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 8:03:59 PM

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Fig. 103: Identifying Vacuum Lines (4.0L) Courtesy of FORD MOTOR CO.

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Fig. 104: Identifying Electrical Connector (4.0L) Courtesy of FORD MOTOR CO.

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Fig. 105: Identifying Wiring Harness Retaining Nut (4.0L) Courtesy of FORD MOTOR CO.

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Fig. 106: Identifying Instrument Panel Ground Wire (4.0L) Courtesy of FORD MOTOR CO.

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Fig. 107: Identifying Powertrain Control Module Connector (4.0L) Courtesy of FORD MOTOR CO.

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Fig. 108: Disconnecting Brake Booster Vacuum Line (4.0L) Courtesy of FORD MOTOR CO. Removal (4.0L SOHC)

1. Disconnect negative battery cable. Discharge A/C system, using approved refrigerant recovery/recycling equipment. See RECOVERY, EVACUATION & RECHARGING in GENERAL SERVICING PROCEDURES article in GENERAL SERVICING. Remove air cleaner assembly. Remove compressor. See COMPRESSOR . 2. Disconnect Intake Air Temperature (IAT) sensor electrical connector. See Fig. 109 . Disconnect crankcase ventilation tubes. Loosen air cleaner outlet tube clamps and remove air cleaner outlet tube. Use fan clutch wrench and fan hub wrench to loosen and remove fan blade. See Fig. 110 . 3. Remove engine cooling fan shroud bolts. See Fig. 111 . Lift engine cooling fan shroud out of lower retaining clips. See Fig. 112 . Lift engine cooling fan shroud and fan blade and clutch assembly together and remove from vehicle. See Fig. 113 . 4. Disconnect A/C pressure cutoff switch electrical connector. See Fig. 114 . Disconnect manifold and tube assembly from condenser core. See Fig. 120 . Discard "O" ring seals. Disconnect compressor manifold and tube assembly spring lock coupling at accumulator-drier. See Fig. 115 . Discard "O" ring seals. 5. Raise vehicle. Remove bolt and detach compressor manifold and tube assembly. See Fig. 116 . Lower vehicle. Remove compressor manifold and tube assembly. Helpmelearn February-12-08 8:03:59 PM

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Fig. 109: Removing & Installing Air Cleaner Outlet Tube (4.0L SOHC) Courtesy of FORD MOTOR CO.

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Fig. 110: Removing & Installing Engine Cooling Fan Blade (4.0L SOHC) Courtesy of FORD MOTOR CO.

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Fig. 111: Identifying Engine Cooling Fan Shroud Bolts (4.0L SOHC) Courtesy of FORD MOTOR CO.

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Fig. 112: Lifting Engine Cooling Fan Shroud Out Of Retaining Clips (4.0L SOHC) Courtesy of FORD MOTOR CO.

Fig. 113: Removing & Installing Engine Cooling Fan & Fan Shroud (4.0L SOHC) Courtesy of FORD MOTOR CO.

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Fig. 114: Identifying Pressure Cutoff Switch Connector (4.0L SOHC) Courtesy of FORD MOTOR CO.

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Fig. 115: Disconnecting Manifold & Tube Assembly From Accumulator-Drier (4.0L SOHC) Courtesy of FORD MOTOR CO.

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Fig. 116: Removing & Installing Manifold & Tube Assembly (4.0L SOHC) Courtesy of FORD MOTOR CO. Removal (5.0L)

1. Disconnect negative battery cable. Discharge A/C system, using approved refrigerant recovery/recycling equipment. See RECOVERY, EVACUATION & RECHARGING in GENERAL SERVICING PROCEDURES article in GENERAL SERVICING. Remove air cleaner assembly. 2. Use Spring Lock Coupling Disconnect Tool (3/4 in) to disconnect manifold and tube assembly from accumulator-drier. See Fig. 73 . Discard "O" ring seals. Remove nut, screw and refrigerant line bracket. See Fig. 117 . Disconnect pressure cutoff switch electrical connector. See Fig. 118 . 3. Disconnect manifold and tube assembly from condenser core. See Fig. 120 . Discard "O" ring seal. Remove nut and position aside bracket. See Fig. 119 . Remove bolt and detach compressor manifold and tube assembly from compressor. See Fig. 99 . Discard "O" ring seals. Remove compressor manifold and tube assembly.

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Fig. 117: Removing & Installing Refrigerant Line Bracket (5.0L) Courtesy of FORD MOTOR CO.

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Fig. 118: Identifying Pressure Cutoff Switch Connector (5.0L) Courtesy of FORD MOTOR CO.

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Fig. 119: Repositioning Bracket (5.0L) Courtesy of FORD MOTOR CO. Installation

To install, reverse removal procedure. Coat NEW "O" rings with clean refrigerant oil. Add 2 ounces (60 ml) of clean PAG refrigerant compressor oil or equivalent to accumulator-drier inlet tube. Evacuate, charge, and leak test A/C system. See RECOVERY, EVACUATION & RECHARGING in GENERAL SERVICING PROCEDURES article in GENERAL SERVICING. Check system for proper operation. CONDENSER CORE NOTE:

When condenser core is replaced, orifice tube should also be replaced.

Removal

1. Disconnect negative battery cable. Discharge A/C system, using approved refrigerant recovery/recycling equipment. See RECOVERY, EVACUATION & RECHARGING in GENERAL SERVICING PROCEDURES article in GENERAL SERVICING. If vehicle is equipped with 4.0L SOHC or 5.0L engine, disconnect manifold and tube assembly and condenser-to-evaporator tube from condenser core. See Fig. 120 . 2. On vehicles equipped with 4.0L engine, disconnect manifold and tube assembly condenser-to-evaporator tube from A/C condenser core using Spring Lock Coupling Disconnect Tool (T85L-19623-A). See Fig. Helpmelearn February-12-08 8:04:00 PM

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121 . On all models, remove radiator. See RADIATOR . Remove condenser core.

Fig. 120: Disconnecting Condenser-To-Evaporator Tube (4.0L SOHC & 5.0L) Courtesy of FORD MOTOR CO.

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Fig. 121: Disconnecting Condenser-To-Evaporator Tube (4.0L) Courtesy of FORD MOTOR CO. Installation

To install, reverse removal procedure. Add one ounce (30 ml) of clean PAG refrigerant compressor oil or equivalent to condenser or accumulator-drier inlet tube. Use new "O" rings lubricated with clean refrigerant oil. Evacuate, charge, and leak test A/C system. See RECOVERY, EVACUATION & RECHARGING in GENERAL SERVICING PROCEDURES article in GENERAL SERVICING. Check system for proper operation. CONTROL PANEL Removal & Installation

Disconnect negative battery cable. Remove 2 screws and instrument panel finish panel. See Fig. 122 . Disconnect electrical connectors. Remove 4 screws and remove control panel. See Fig. 123 . Disconnect electrical connectors and vacuum line connector from control panel. See Fig. 124 . To install, reverse removal procedure. Helpmelearn February-12-08 8:04:00 PM

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Fig. 122: Removing & Installing Instrument Panel Finish Panel Courtesy of FORD MOTOR CO.

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Fig. 123: Removing & Installing Control Panel Courtesy of FORD MOTOR CO.

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Fig. 124: Disconnecting Control Panel Courtesy of FORD MOTOR CO. CONTROL PANEL SWITCHES NOTE:

Knob will come off when switch is pulled out.

Removal & Installation

Remove control panel. See CONTROL PANEL . Remove fan switch screw. See Fig. 125 . Rotate and remove fan switch. Remove the temperature control and A/C damper door switch screw. See Fig. 126 . Rotate and remove temperature control switch. Rotate and remove A/C damper door switch. To install, reverse removal procedure.

Fig. 125: Removing & Installing Fan Switch Courtesy of FORD MOTOR CO.

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Fig. 126: Removing & Installing Temperature Control & A/C Damper Door Switch Courtesy of FORD MOTOR CO. DOOR MOTORS Removal & Installation (Floor/Panel)

Disconnect blue and yellow vacuum hoses and remove screws. See Fig. 127 . Open door and disengage actuating arm. Remove floor/panel door motor. To install, reverse removal procedure.

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Fig. 127: Removing & Installing Floor/Panel Door Motor Courtesy of FORD MOTOR CO. Removal & Installation (Panel/Defrost)

Disconnect red vacuum hose and remove screws. See Fig. 128 . Open door and disengage actuating arm. Remove panel/defrost door motor. To install, reverse removal procedure.

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Fig. 128: Removing & Installing Panel/Defrost Door Motor Courtesy of FORD MOTOR CO. Removal & Installation (Recirculating Air)

Press release tabs inward and open glove box. Disconnect white vacuum hose and remove screws. See Fig. 129 . Open door and disengage actuating arm. Remove recirculating air door motor. To install, reverse removal procedure.

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Fig. 129: Removing & Installing Recirculating Air Door Motor Courtesy of FORD MOTOR CO. EVAPORATOR CORE Removal

1. Disconnect negative battery cable. Discharge A/C system, using approved refrigerant recovery/recycling equipment. See RECOVERY, EVACUATION & RECHARGING in GENERAL SERVICING PROCEDURES article in GENERAL SERVICING. Disconnect accumulator-drier to evaporator core fitting. See Fig. 72 . Use a back-up wrench to avoid damage to tubes. 2. On vehicles equipped with 5.0L engine, Remove screw, clips and evaporator core housing heat shield. See Fig. 130 . On all vehicles, remove 11 screws attaching housing cover. Separate evaporator case halves. See Fig. 131 . Lift out and remove evaporator core.

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Fig. 130: Removing & Installing Evaporator Core Housing Heat Shield & Cover Courtesy of FORD MOTOR CO.

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Fig. 131: Removing & Installing Evaporator Core Courtesy of FORD MOTOR CO. Installation

To install, reverse removal procedure. Add 3 ounces (89 ml) of clean PAG refrigerant compressor oil or equivalent to accumulator-drier inlet tube. Use NEW "O" rings, lubricated with clean refrigerant oil, at suction and refrigerant lines. Evacuate, and recharge refrigerant system. See RECOVERY, EVACUATION & RECHARGING in GENERAL SERVICING PROCEDURES article in GENERAL SERVICING. Check system for proper operation. FLOOR CONSOLE Removal & Installation (Base Vehicle)

Remove covers, bolts and front seat center armrest. See Fig. 132 . Remove screw from top rear end of floor console located directly under front seat center armrest. Remove utility tray beverage holder. See Fig. 133 . Remove screws and floor console. See Fig. 134 .

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Fig. 132: Removing & Installing Front Seat Center Armrest Courtesy of FORD MOTOR CO.

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Fig. 133: Removing & Installing Utility Tray Beverage Holder Courtesy of FORD MOTOR CO.

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Fig. 134: Removing & Installing Floor Console (Base) Courtesy of FORD MOTOR CO. Removal & Installation (Upgraded Vehicle)

NOTE:

Console must be moved rearward to disengage rear mounting bracket.

Remove front floor console tray. See Fig. 135 . If equipped with message center, disconnect 3 wiring connectors. Remove bolt and disconnect floor console electrical connector. See Fig. 136 . Remove 2 front floor console bolts. See Fig. 137 . Remove center cupholder panel. See Fig. 138 . Remove 2 center floor console bolts. See Fig. 139 . Remove floor console. See Fig. 140 .

Fig. 135: Removing & Installing Front Floor Console Tray Courtesy of FORD MOTOR CO.

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Fig. 136: Removing & Installing Floor Console Connector Courtesy of FORD MOTOR CO.

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Fig. 137: Identifying Front Floor Console Bolts Courtesy of FORD MOTOR CO.

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Fig. 138: Removing & Installing Center Cupholder Panel Courtesy of FORD MOTOR CO.

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Fig. 139: Identifying Center Floor Console Bolts Courtesy of FORD MOTOR CO.

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Fig. 140: Removing & Installing Floor Console (Upgraded) Courtesy of FORD MOTOR CO. HEATER CORE Removal & Installation

1. Allow engine to cool. Using a thick cloth, release pressure from cooling system. Drain coolant from radiator. Squeeze clamps and disconnect heater hoses. See Fig. 141 . Disconnect vacuum hose from water control valve. Cap hoses. Remove instrument panel. See INSTRUMENT PANEL . Remove plenum assembly. See PLENUM ASSEMBLY . 2. Remove Powertrain Control Module (PCM). See POWERTRAIN CONTROL MODULE . Remove ground strap screw and PCM heat sink. See Fig. 142 . 3. Remove 4 heater plenum nuts from engine compartment side of firewall. See Fig. 143 . Remove heater core cover-to-plenum screws. Lift off heater core cover. See Fig. 144 . Remove heater core. See Fig. 145 . To install, reverse removal procedure.

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Fig. 141: Disconnecting Heater Hoses Courtesy of FORD MOTOR CO.

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Fig. 142: Removing & Installing Powertrain Control Module Heat Sink Courtesy of FORD MOTOR CO.

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Fig. 143: Removing & Installing Heater Plenum Nuts Courtesy of FORD MOTOR CO.

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Fig. 144: Identifying Heater Core Cover Screws Courtesy of FORD MOTOR CO.

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Fig. 145: Removing & Installing Heater Core Courtesy of FORD MOTOR CO. HEATER HOSE COUPLING Removal

1. Depressurize engine cooling system. Push heater hose toward tube to fully expose locking tabs. Push Heater Hose Inlet Tube Remover (ST1648-A) over coupling retainer windows to compress retainer locking tabs. When compressing white coupling retainer, Heater Hose Inlet Tube Remover (ST1648-A) must be perpendicular to and on highest point of coupling. See Fig. 146 . A slight twisting motion while pulling on heater hose may be necessary to assist in removal. 2. Pull heater hose away from heater core tube. See Fig. 147 . Plug heater hose. Remove white coupling retainer from tube. Spread retainer tabs apart and slide retainer off tube. See Fig. 148 . Discard retainer.

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Fig. 146: Lining Up Heater Hose Inlet Tube Remover Courtesy of FORD MOTOR CO.

Fig. 147: Disconnecting Heater Hose Courtesy of FORD MOTOR CO.

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Fig. 148: Removing & Installing Heater Hose Retainer Courtesy of FORD MOTOR CO. Installation

1. Clean tubes and lubricate with MERPOL(R) meeting Ford specification ESE-M99B144-B or plain water. Install a new coupling retainer, spacer and lubricated "O" ring seals into quick disconnect coupling housing. See Fig. 149 . 2. Push heater hose with a quick disconnect coupling onto tube. Make sure coupling is fully engaged by lightly pulling on heater hose.

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Fig. 149: Identifying Heater Hose Retainer Assembly Courtesy of FORD MOTOR CO. INSTRUMENT PANEL Removal

1. Disable air bag system. See appropriate AIR BAG RESTRAINT SYSTEMS article in RESTRAINTS. Disconnect negative and positive battery cable. Wait one minute. Remove front floor console tray. See Fig. 135 . 2. Remove 2 drivers side air bag module screws. See Fig. 150 . Disconnect air bag sliding contact electrical connector. Disconnect remaining electrical connectors. Remove drive side air bag module. Remove screws and position parking brake release handle aside. See Fig. 151 . Remove screws and position hood release aside. See Fig. 152 . 3. Remove 2 screws. See Fig. 153 . Pry to release instrument panel steering column cover. Remove steering column cover. Remove instrument panel steering column opening cover reinforcement. See Fig. 154 . Disconnect ignition switch electrical connector. See Fig. 155 . Disconnect under dash electrical connectors. See Fig. 156 . 4. On vehicles equipped with A/T, remove bolt and disconnect transmission range indicator cable. See Fig. 157 . Remove transmission range indicator from steering column. Disconnect shift cable from steering column shift tube lever. See Fig. 158 . Disconnect shift cable from steering column bracket. 5. On all vehicles, remove steering column shift bolt. See Fig. 159 . Remove lower steering column nuts. See Fig. 160 . Remove nuts, steering column support and steering column. See Fig. 161 . 6. Disconnect Brake On/Off (BOO) switch electrical connector. See Fig. 162 . Press 2 glove box release tabs inward while pulling downward on glove box door. See Fig. 163 . Lower glove box door. Disconnect blend door motor electrical connector. See Fig. 164 . Disconnect climate control vacuum connector. See Helpmelearn February-12-08 8:04:01 PM

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9. 10.

11.

Fig. 165 . Disconnect radio antenna cable. See Fig. 166 . Remove left and right cowl trim panels. See Fig. 167 . Disconnect electrical connectors and ground wires on right cowl panel. See Fig. 168 . Disconnect power distribution box from bracket and position aside. See Fig. 169 . Loosen 3 bolts and disconnect 3 electrical connectors. See Fig. 170 . Remove bulkhead wiring harness from inside engine compartment. Pull bulkhead electrical connector handle to disconnect harness. See Fig. 171 . Remove 2 screws from inside glove box. See Fig. 172 . Remove passenger side air bag module. Disconnect electrical connector. Remove floor console. See FLOOR CONSOLE . Remove defrost grille. See Fig. 173 . Remove instrument panel brace bolt under steering column. See Fig. 174 . Remove instrument panel fuse door. See Fig. 175 . Remove 2 instrument panel bolts on left side of instrument panel. See Fig. 176 . Remove instrument panel bolt on right side of instrument panel. See Fig. 177 . Remove 5 instrument panel bolts along top of instrument panel. See Fig. 178 . Loosen bolt and disconnect instrument panel to body harness. See Fig. 179 . Remove windshield side garnish moldings. See Fig. 180 . Remove instrument panel. If necessary, transfer components to new instrument panel.

Fig. 150: Removing & Installing Drivers Side Air Bag Module Courtesy of FORD MOTOR CO.

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Fig. 151: Removing & Installing Parking Brake Release Handle Courtesy of FORD MOTOR CO.

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Fig. 152: Removing & Installing Hood Release Courtesy of FORD MOTOR CO.

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Fig. 153: Removing & Installing Instrument Panel Steering Column Cover Courtesy of FORD MOTOR CO.

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Fig. 154: Removing & Installing Instrument Panel Steering Column Cover Reinforcement Courtesy of FORD MOTOR CO.

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Fig. 155: Identifying Ignition Switch Connector Helpmelearn February-12-08 8:04:02 PM

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Courtesy of FORD MOTOR CO.

Fig. 156: Identifying Under Dash Electrical Connectors Courtesy of FORD MOTOR CO.

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Fig. 157: Removing & Installing Automatic Transmission Range Indicator Courtesy of FORD MOTOR CO.

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Fig. 158: Removing & Installing Automatic Transmission Shift Cable Courtesy of FORD MOTOR CO.

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Fig. 159: Identifying Steering Column Shaft Bolt Courtesy of FORD MOTOR CO.

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Fig. 160: Removing & Installing Lower Steering Column Nuts Courtesy of FORD MOTOR CO.

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Fig. 161: Removing & Installing Steering Column Courtesy of FORD MOTOR CO.

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Fig. 162: Disconnecting Brake On/Off Switch Connector Courtesy of FORD MOTOR CO.

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Fig. 163: Removing & Installing Glove Box Courtesy of FORD MOTOR CO.

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Fig. 164: Disconnecting Blend Door Motor Connector Courtesy of FORD MOTOR CO.

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Fig. 165: Disconnecting Climate Control Vacuum Connector Courtesy of FORD MOTOR CO.

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Fig. 166: Disconnecting Radio Antenna Cable Courtesy of FORD MOTOR CO.

Fig. 167: Removing & Installing Cowl Trim Panels Courtesy of FORD MOTOR CO.

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Fig. 168: Identifying Right Cowl Panel Ground Wires & Connectors Courtesy of FORD MOTOR CO.

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Fig. 169: Removing & Installing Power Distribution Box Courtesy of FORD MOTOR CO.

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Fig. 170: Removing & Installing Bulkhead Wiring Harness Connectors Courtesy of FORD MOTOR CO.

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Fig. 171: Identifying Bulkhead Connector Handle Courtesy of FORD MOTOR CO.

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Fig. 172: Removing & Installing Passenger Side Air Bag Module Courtesy of FORD MOTOR CO.

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Fig. 173: Identifying Defrost Grille Courtesy of FORD MOTOR CO.

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Fig. 174: Removing & Installing Instrument Panel Brace Bolt Courtesy of FORD MOTOR CO.

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Fig. 175: Removing & Installing Instrument Panel Fuse Door Courtesy of FORD MOTOR CO.

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Fig. 176: Identifying Left Instrument Panel Bolts Courtesy of FORD MOTOR CO.

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Fig. 177: Identifying Right Instrument Panel Bolt Courtesy of FORD MOTOR CO.

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Fig. 178: Identifying Top Instrument Panel Bolts Courtesy of FORD MOTOR CO.

Fig. 179: Disconnecting Instrument Panel Body Harness Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 8:04:03 PM

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Fig. 180: Removing & Installing Windshield Side Garnish Moldings Courtesy of FORD MOTOR CO. Installation

To install, reverse removal procedure. MAIN BLOWER MOTOR Removal & Installation

Disconnect negative battery cable. Disconnect electrical connector, remove bolt and position speed control servo aside. See Fig. 181 . Remove 2 coolant/washer reservoir screws and 2 coolant/washer reservoir nuts. See Fig. 182 . Move coolant/washer reservoir aside. Disconnect main blower motor vent hose. See Fig. 183 . Disconnect main blower motor electrical connector. Remove 4 screws and main blower motor. To install, reverse removal procedure.

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Fig. 181: Removing & Installing Speed Control Servo Courtesy of FORD MOTOR CO.

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Fig. 182: Removing & Installing Coolant/Washer Reservoir Courtesy of FORD MOTOR CO.

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Fig. 183: Removing & Installing Main Blower Motor Courtesy of FORD MOTOR CO. ORIFICE TUBE Removal & Installation

1. Disconnect negative battery cable. Discharge A/C system, using approved refrigerant recovery/recycling equipment. See RECOVERY, EVACUATION & RECHARGING in GENERAL SERVICING PROCEDURES article in GENERAL SERVICING. Disconnect condenser-to-evaporator refrigerant line at evaporator. Inspect orifice tube condition. See Fig. 184 . 2. If orifice tube is broken, using Orifice Tube Remover (T83L-19990-B), screw end of remover into broken orifice tube. See Fig. 185 . Hold "T" handle while rotating orifice tube remover body to remove broken orifice tube. See Fig. 187 . 3. If orifice tube is not broken, using Orifice Tube Remover (T83L-19990-A), engage tube inside refrigerant line. See Fig. 186 . Hold "T" handle while rotating orifice tube remover body to remove fixed orifice tube. See Fig. 187 . 4. To install, reverse removal procedure. Coat NEW "O" rings with clean refrigerant oil. See Fig. 188 . Add 2 ounces (60 ml) of clean PAG refrigerant compressor oil or equivalent to accumulator-drier inlet tube. Evacuate, charge, and leak test A/C system. See RECOVERY, EVACUATION & RECHARGING in GENERAL SERVICING PROCEDURES article in GENERAL SERVICING. Check system for proper Helpmelearn February-12-08 8:04:03 PM

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operation.

Fig. 184: Inspecting Orifice Tube Courtesy of FORD MOTOR CO.

Fig. 185: Removing & Installing Broken Orifice Tube Courtesy of FORD MOTOR CO.

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Fig. 186: Removing & Installing Non-Broken Orifice Tube Courtesy of FORD MOTOR CO.

Fig. 187: Using Special Tool Courtesy of FORD MOTOR CO.

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Fig. 188: Locating Orifice Tube "O" Rings Courtesy of FORD MOTOR CO. PLENUM ASSEMBLY Removal & Installation

1. Disconnect negative battery cable. Discharge A/C system, using approved refrigerant recovery/recycling equipment. See RECOVERY, EVACUATION & RECHARGING in GENERAL SERVICING PROCEDURES article in GENERAL SERVICING. Disconnect A/C cycling switch electrical connector. See Fig. 71 . Disconnect blower motor electrical connector. See Fig. 189 . Disconnect blower motor resistor electrical connector. 2. Allow engine to cool. Using a thick cloth, release pressure from cooling system. Drain coolant from radiator. Squeeze clamps and disconnect heater hoses. See Fig. 141 . Disconnect vacuum hose from water control valve. Cap hoses. Disconnect electrical connector, remove bolt and position speed control servo aside. See Fig. 181 . Remove 2 coolant/washer reservoir screws and 2 coolant/washer reservoir nuts. See Fig. 182 . Move coolant/washer reservoir aside. 3. Use Spring Lock Coupling Disconnect Tool (3/4 in) to disconnect manifold and tube assembly from accumulator-drier. See Fig. 73 . Use Spring Lock Coupling Disconnect Tool (1/2 in) to disconnect condenser to evaporator tube. See Fig. 190 . 4. Disconnect (B) A/C system vacuum harness and (A) plenum assembly mounting nut inside vehicle. See Fig. 191 . Remove 3 underhood and one underdash nuts. See Fig. 192 . Lift and remove plenum assembly out of vehicle. 5. To install, reverse removal procedure. Lubricate coolant hoses with coolant hose lubricant or plain water only if needed. Install new "O" rings lubricated in clean PAG oil. Evacuate, charge, and leak test A/C system. See RECOVERY, EVACUATION & RECHARGING in GENERAL SERVICING PROCEDURES article in GENERAL SERVICING. Fill and bleed cooling system. Check system for proper operation.

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Fig. 189: Disconnecting Blower Motor & Blower Motor Resistor Connectors Courtesy of FORD MOTOR CO.

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Fig. 190: Disconnecting Condenser-To-Evaporator Tube Courtesy of FORD MOTOR CO.

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Fig. 191: Identifying Vacuum Harness & Plenum Assembly Mounting Nut Courtesy of FORD MOTOR CO.

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Fig. 192: Removing & Installing Plenum Assembly Courtesy of FORD MOTOR CO. POWERTRAIN CONTROL MODULE Removal & Installation

Disconnect negative battery cable. Loosen (A) bolt and unplug (B) Powertrain Control Module (PCM) connector. See Fig. 193 . Remove 2 (A) nuts and (B) PCM cover. See Fig. 194 . Remove PCM. To install, reverse removal procedure.

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Fig. 193: Removing & Installing Powertrain Control Module Connector Courtesy of FORD MOTOR CO.

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Fig. 194: Removing & Installing Powertrain Control Module Cover Courtesy of FORD MOTOR CO. RADIATOR Removal (4.0L)

1. Drain cooling system by removing radiator cap and attaching a 9.5 mm (3/8 inch) inside diameter hose to draincock nipple, located at lower rear corner of radiator tank. Then, open radiator draincock and allow coolant to flow through hose into a suitable container. Disconnect Intake Air Temperature (IAT) sensor electrical connector. See Fig. 109 . Disconnect crankcase ventilation tubes. Loosen air cleaner outlet tube clamps and remove air cleaner outlet tube. 2. Remove radiator overflow hose from radiator, disconnect two hose locators at top of radiator and position hose aside. Remove two fans shroud bolts. Lift engine cooling fan shroud out of lower retaining clips and position it on fan blade. Reposition upper and lower radiator hose clamps, remove hose from radiator and position it on fan blade. 3. Disconnect two transmission cooling lines from oil cooler fittings on radiator, install protective caps over lines and position aside. Remove two upper radiator bolts. Tilt radiator back (rearward) approximately one inch (25 mm) and lift directly upward, clear of radiator support bracket and fan blade. Installation

1. Position radiator into engine compartments, make sure that mountings on both tanks are inserted into Helpmelearn February-12-08 8:04:04 PM

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radiator support brackets. Install radiator retaining bolts. Remove protective caps from cooler lines. Connect two transmission cooling lines at oil cooler fittings on radiator. 2. Install upper radiator hose and position hose clamp. Install lower radiator hose and position hose clamp. Position engine cooling fan shroud in lower retaining clips and install upper bolts. Position radiator overflow hose, connect to radiator and locators. Position air cleaner outlet tube to throttle body and air cleaner assembly. Fill and bleed cooling system. Check system for proper operation. Removal & Installation (5.0L)

1. Drain cooling system by removing radiator cap and attaching a 9.5 mm (3/8 inch) inside diameter hose to draincock nipple, located at lower rear corner of radiator tank. Then, open radiator draincock and allow coolant to flow through hose into a suitable container. Remove air cleaner outlet tube. 2. Position overflow tube clamp back and disconnect radiator overflow tube from radiator filler neck. See Fig. 195 . 3. Disconnect Intake Air Temperature (IAT) sensor electrical connector. See Fig. 196 . Loosen air cleaner outlet tube clamps and remove air cleaner outlet tube. See Fig. 197 . Use fan clutch wrench and fan hub wrench to loosen and remove fan blade. See Fig. 110 . 4. Remove engine cooling fan shroud bolts. See Fig. 111 . Lift engine cooling fan shroud out of lower retaining clips. See Fig. 112 . Lift engine cooling fan shroud and fan blade and clutch assembly together and remove from vehicle. See Fig. 113 . 5. Reposition hose clamp back and disconnect upper radiator hose from radiator. See Fig. 198 . Raise vehicle. Reposition hose clamp back and disconnect lower radiator hose from radiator. See Fig. 199 . Lower vehicle. Disconnect 2 transmission cooling lines. See Fig. 200 . 6. Remove upper left radiator bolt. See Fig. 201 . Remove upper right radiator bolt. See Fig. 202 . Squeeze to release buckle. See Fig. 203 . Squeeze to release anti-rattle clip. See Fig. 204 . Slide A/C condenser out of locators. See Fig. 205 . Lift radiator up and remove from vehicle. 7. To install, reverse removal procedure. Fill and bleed cooling system. Check system for proper operation.

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Fig. 195: Disconnecting Radiator Overflow Tube (5.0L) Courtesy of FORD MOTOR CO.

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Fig. 196: Disconnecting Intake Air Temperature Sensor Connector (5.0L) Courtesy of FORD MOTOR CO.

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Fig. 197: Removing & Installing Air Cleaner Outlet Tube (5.0L) Courtesy of FORD MOTOR CO.

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Fig. 198: Disconnecting Upper Radiator Hose (5.0L) Courtesy of FORD MOTOR CO.

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Fig. 199: Disconnecting Lower Radiator Hose (5.0L) Courtesy of FORD MOTOR CO.

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Fig. 200: Disconnecting Transmission Cooling Lines (5.0L) Courtesy of FORD MOTOR CO.

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Fig. 201: Removing & Installing Upper Left Radiator Bolt (5.0L) Courtesy of FORD MOTOR CO.

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Fig. 202: Removing & Installing Upper Right Radiator Bolt (5.0L) Courtesy of FORD MOTOR CO.

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Fig. 203: Identifying Buckle (5.0L) Courtesy of FORD MOTOR CO.

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Fig. 204: Identifying Anti-Rattle Clip (5.0L) Courtesy of FORD MOTOR CO.

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Fig. 205: Removing & Installing Condenser Core (5.0L) Courtesy of FORD MOTOR CO.

TORQUE SPECIFICATIONS Helpmelearn February-12-08 8:04:04 PM

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TORQUE SPECIFICATIONS Application Accumulator-To-Evaporator Core Air Bag Module Center Floor Console Bolts Compressor-To-Bracket Cycling Pressure Switch Engine Cooling Fan Clutch Front Floor Console Bolts Front Seat Center Armrest Bolts Instrument Panel Brace Bolt Instrument Panel Mounting Bolts Lower Steering Column Nuts Manifold & Tube Assembly Bolt Power Steering Reservoir Bolts Refrigerant Line Bracket Bolt Speed Control Servo Bolt Steering Column Cover Reinforcement Steering Column Shaft Bolt Steering Column Support Nuts Transmission Oil Cooler Line Fittings 4.0L 5.0L

Ft. Lbs. (N.m) 26-31 (35-42) 67-92 (7.6-10.4) (10.2-13.8) 18-35 (34-47) 61-121 (6.8-13.6) 34-46 (43-63) (10.2-13.8) (9-14) 64-96 (7.2-10.8) 19-25 (25.5-34.5) 9-12 (13-17) 13-17 (17-23) (7.6-10.4) 15 (20) 7-9 (9-12) 67-92 (7.6-10.4) 30-40 (41-55) 9-12 (13-17)

Accumulator-Drier Clamp Screw Condenser Core-To-Evaporator Core Nut Coolant/Windshield Washer Reservoir Nuts Engine Cooing Fan Shroud Bolts Manifold & Tube Assembly-To-Condenser Core Nut Radiator Bolts

12-17 (16-24) 17-22 (20-30) INCH Lbs. (N.m) 53-71 (6-8) 61-82 (6.8-9.2) 53-71 (6-8) 53-71 (6-8) 61-82 (6.8-9.2) 53-71 (6-8)

WIRING DIAGRAM NOTE:

See AIR CONDITIONING in SYSTEM WIRING DIAGRAMS article in WIRING DIAGRAMS.

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A/C SYSTEM GENERAL SERVICING 1997 GENERAL SERVICING Ford Motor Co. - General Servicing Procedures

USING R-134A REFRIGERANT NOTE:

HANDLING/SAFETY PRECAUTIONS 1. Always work in a well-ventilated, clean area. Refrigerant is colorless and invisible as a gas. Refrigerant is heavier than oxygen and will displace oxygen in a confined area. Avoid breathing refrigerant vapors. Exposure may irritate eyes, nose and throat. 2. Always wear eye protection when working around A/C system and refrigerant. The system's high pressure can cause severe injury to eyes and skin if a hose were to burst. If necessary, wear rubber gloves or other protective clothing. 3. Refrigerant evaporates quickly when exposed to atmosphere, freezing anything it contacts. If liquid refrigerant contacts eyes or skin (frostbite), DO NOT rub eyes or skin. Immediately flush affected area with cool water for 15 minutes and consult a doctor or hospital. 4. Never use R-134a in combination with compressed air for leak testing. Pressurized R-134a in the presence of oxygen (air concentrations greater than 60 percent by volume) may form a combustible mixture. DO NOT introduce compressed air into R-134a containers (full or empty), A/C system components, or service equipment. 5. DO NOT expose A/C system components to high temperatures (steam cleaning for example), as excessive heat will cause refrigerant system pressure to increase. Never expose refrigerant directly to open flame. If refrigerant needs to be warmed, place bottom of refrigerant tank in warm water. Water temperature MUST NOT exceed 125°F (52°C). WARNING: When R-134a is exposed to an open flame, drawn into engine, or detected with a Halide (propane) leak tester, a poisonous gas is formed. Keep work areas well ventilated. 6. Use care when handling refrigerant containers. DO NOT drop, strike, puncture, or incinerate containers. Use Department Of Transportation (DOT) approved (DOT 4BW or DOT 4BA) refrigerant containers. 7. Never overfill refrigerant containers. The safe filling level of a refrigerant container MUST NOT exceed 60% of the container's gross weight rating. Store refrigerant containers at temperatures less than 125°F (52°C). 8. R-134a refrigerant is sold and stored in 30- or 50-pound Light Blue containers, while Freon (R-12) is stored in White colored containers. 9. Refrigerant R-12 and R-134a must never be mixed, as they and their desiccants and lubricants are not compatible. If the refrigerants are mixed, system cross-contamination or A/C system component failure Helpmelearn February-12-08 7:55:36 7:55:23 PM

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1997 Ford Explorer A/C SYSTEM GENERAL SERVICING 1997 GENERAL SERVICING Ford Motor Co. - General Servicing Procedures

may occur. Always use separate servicing and refrigerant recovery/recycling equipment. 10. Read and follow equipment manufacturer's instructions for all service equipment to be used. The Material Safety Data Sheet (MSDS), provided by refrigerant manufacturer/supplier, contains valuable information regarding the safe handling of refrigerants. IDENTIFYING R-134A SYSTEMS & COMPONENTS To prevent refrigerant cross-contamination, use following methods to identify R-134a based systems and components: Fittings & "O" Rings

All R-134a based A/C systems use 1/2" - 16 ACME threaded fittings (identifiable by square threads) and quickconnect service ports. See Fig. 1 .

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1997 Ford Explorer A/C SYSTEM GENERAL SERVICING 1997 GENERAL SERVICING Ford Motor Co. - General Servicing Procedures

Fig. 1: Identifying R-134a Service Ports Courtesy of CHRYSLER CORP. Underhood A/C Specification Labels

Most R-134a based systems will be identified through the use of underhood labels with R-134a refrigerant clearly printed on labels. See Fig. 2 . The underhood label used on Ford Motor Co. vehicles is Yellow. Most manufacturers will identify refrigerant type with labels affixed to compressor. Before servicing an A/C system, always determine which refrigerant is being used.

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1997 Ford Explorer A/C SYSTEM GENERAL SERVICING 1997 GENERAL SERVICING Ford Motor Co. - General Servicing Procedures

Fig. 2: Underhood Refrigerant Identification Label Courtesy of FORD MOTOR CO. REFRIGERANT OILS CAUTION: Use ONLY the specified oil for the appropriate system or A/C compressor. Always check the underhood A/C specification label or A/C compressor label before adding refrigerant oil to A/C compressor/system. Refrigerant R-12 based systems use mineral oil, while R-134a systems use synthetic Polyalkylene Glycol (PAG) oils. Using a mineral oil based lubricant with R-134a will result in A/C compressor failure due to lack of proper lubrication. See the REFRIGERANT OIL APPLICATION table for specific refrigerant oil applications. NOTE:

Synthetic/PAG oil absorbs moisture very rapidly, 2.3-5.6 percent by weight as compared to a mineral oil absorption rate of .005 percent by weight.

REFRIGERANT OIL APPLICATION Application All Models

Refrigerant Oil (1)

YN-12B PAG Refrigerant Oil or (1) Part No. F2AZ-19577-A, with specification WSH-M1C231-B (2)

(2)

SP-20 PAG Oil

With specification WST-M1C231-B2

SYSTEM SERVICE VALVES SCHRADER-TYPE VALVES CAUTION: Although similar in construction and operation to a tire valve, NEVER replace a Schrader-type valve with a tire valve. Schrader valve is similar in construction and operation to a tire valve. See Fig. 3 . When a test gauge hose is attached (hose has built-in valve core depressor), 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.

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1997 Ford Explorer A/C SYSTEM GENERAL SERVICING 1997 GENERAL SERVICING Ford Motor Co. - General Servicing Procedures

Fig. 3: Schrader Service Valve (Compressor Location Shown) SPECIAL VALVE CONNECTORS Some systems require installation of Adapter (D81L-19703-A) on discharge line for high-side gauge installation. For low-side gauge installation, it may be necessary to remove pressure switch from accumulator. Install Adapter (D87P-19703-A) between accumulator and pressure switch. Connect gauge to adapter. R-134A SERVICE VALVES/PORTS All vehicles with R-134a refrigerant use quick-disconnect service valves/ports. All R-134a systems use quickdisconnect fittings with sealing caps that thread into inside of service port instead of onto outside of service port. The high side uses a large service port, and the low side uses a small service port. See Fig. 1 . The R-134a service ports have internal metric threads to help prevent the accidental connection of R-12 servicing equipment. There are 2 types of quick-disconnect service couplings which can be used on R-134a systems. One type of service coupling depresses service port valve when connection is made. The other type connects onto service port but will not depress service port valve until a knob is rotated. See Fig. 4 .

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1997 Ford Explorer A/C SYSTEM GENERAL SERVICING 1997 GENERAL SERVICING Ford Motor Co. - General Servicing Procedures

Fig. 4: R-134a Service Couplings Courtesy of CHRYSLER CORP. SERVICE VALVE LOCATIONS For service valve locations, see the SERVICE VALVE LOCATIONS table. SERVICE VALVE LOCATIONS Vehicle Aerostar, Explorer, Mountaineer & Ranger

High

Low

(1)

(3)

F150 & Expedition

(5)

(3)

F250HD, F350 & Super Duty

(5)

(6)

"E" Series

(1)

(3)

Villager

(5)

(6)

Windstar

(4)

(2)

(1)

In discharge (high pressure) line, near condenser.

(2)

In suction (low pressure) line, near receiver-drier.

(3)

On accumulator-drier.

(4)

On A/C compressor plumbing or manifold.

(5)

On high pressure line extension from A/C compressor. On suction line, near accumulator-drier.

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1997 Ford Explorer A/C SYSTEM GENERAL SERVICING 1997 GENERAL SERVICING Ford Motor Co. - General Servicing Procedures

(6)

SERVICE EQUIPMENT Because R-134a is not interchangeable with R-12, separate sets of hoses, gauges and recovery/recycling equipment are required to service vehicles. This is necessary to avoid cross-contamination and damaging system. All equipment used to service systems using R-134a must meet SAE standard J1991. The service hoses on the manifold gauge set must have manual (turn wheel) or automatic back-flow valves at the service port connector ends. This will prevent refrigerant from being released into the atmosphere. For identification purposes, R-134a service hoses must have a Black stripe along their length and be clearly labeled SAE J2196/134a. The low pressure test hose is Blue with a Black stripe. The high pressure test hose is Red with a Black stripe. The center test hose is Yellow with a Black stripe. NOTE:

Refrigerant R-12 service hoses will ONLY be labeled SAE J2196.

All R-134a manifold gauge sets can be identified by one or all of the following: z z z

Labeled FOR USE WITH R-134a on set. Labeled HFC-134 or R-134a on gauge face. Light Blue color on gauge face.

In addition, pressure/temperature scales on R-134a gauge sets are different from R-12 manifold gauge sets.

MANIFOLD GAUGE SET A manifold gauge set is used to determine system's high-side 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. Manifold gauge sets for the 2 refrigerant types are basically the same except for fittings at ends of hoses. Fittings are different to ensure connection only to appropriate refrigerant system. Low-Side Gauge

Low-side gauge, which may have a Blue identifying feature, is used to measure low-side (suction) pressure. Low-side gauge is also called a compound gauge because it can measure pressure and vacuum. Pressure scale ranges from 0 to 150 psi; vacuum scale ranges from 0 to 30 in. Hg. High-Side Gauge

High-side gauge, which may have a Red identifying feature, is used to measure high-side (discharge) pressure. Gauge scale ranges from 0 to 500 psi. CONNECTING GAUGE SET Helpmelearn February-12-08 7:55:23 PM

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1997 Ford Explorer A/C SYSTEM GENERAL SERVICING 1997 GENERAL SERVICING Ford Motor Co. - General Servicing Procedures

NOTE:

R-134a quick disconnect service couplings are connected in the same sequence as Schrader-type service valves.

Schrader-Type Valves

1. Put on safety goggles, and cover vehicle's fender. Slowly remove protective caps from Schrader valves to check for leaky valves. CAUTION: Ensure hand valves on manifold gauge set and the hose-end shutoff valves are closed before attaching test hoses to Schrader valves. 2. Ensure service hoses are equipped with valve core depressor to match Schrader valve. If not, install special adapters for this purpose. If the high-side service hose connector will not fit on high-side Schrader valve, a special adapter must be used. See SPECIAL VALVE CONNECTORS . 3. Ensure both manifold gauge hand valves are closed. Connect low-side service hose to low-side (suction) service valve, and finger tighten connections. Connect high-side service hose to high-side (discharge) service valve, and finger tighten connections. NOTE:

After test gauges are installed, test hoses must be purged of all air before proceeding with testing.

PURGING TEST HOSES 1. Ensure high-side and low-side hoses are properly connected to service valves, and all hose connections are tight. Place a clean shop towel over end of center service hose. 2. Purge high-side test hose by opening hand valve on high-side gauge for 3-5 seconds. This allows system's refrigerant to force air through test hoses and out of center service hose into the shop towel. Immediately close high-side gauge hand valve. 3. 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 now complete, and system is ready for testing. NOTE:

If manifold gauge set is to be used in conjunction with refrigerant recovery/recycling equipment, use instructions provided with the recovery/recycling equipment to properly purge test hoses.

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 moving parts of engine. 2. Start engine, and turn A/C controls to maximum cooling position (full cold or MAX A/C). Set blower fan on high speed. Open doors and/or windows. Operate system for 5-10 minutes. System should now be stabilized and ready for test readings.

PRESSURE-TEMPERATURE RELATIONSHIP Helpmelearn February-12-08 7:55:23 PM

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A refrigerant, when confined in an enclosed space, increases in pressure as the temperature increases. Conversely, if the temperature is lowered, the pressure also decreases. Depending on temperature, a corresponding pressure will exist in such an enclosed space. For example, at 70°F (21.1°C) a gauge will indicate about 71.0 psi (5.0 kg/cm2 ). The R-134a PRESSURE-TEMPERATURE RELATIONSHIP table shows this relationship. R-134a PRESSURE-TEMPERATURE RELATIONSHIP Temperature °F (°C)

(1)

psi (kg/cm2 ) 20 (-6.7) 18 (1.3) 30 (-1.1) 26 (1.8) 40 (4.4) 35 (2.5) 45 (7.2) 40 (2.8) 50 (10.0) 45 (3.2) 55 (12.8) 51 (3.6) 60 (15.6) 57 (4.0) 65 (18.3) 64 (4.5) 70 (21.1) 71 (5.0) 75 (23.9) 79 (5.6) 80 (26.7) 87 (6.1) 85 (29.4) 95 (6.7) 90 (32.2) 104 (7.3) 95 (35.0) 114 (8.0) 100 (37.8) 124 (8.7) 110 (43.3) 147 (10.3) 120 (48.9) 171 (12.0) 130 (54.4) 199 (14.0) 140 (60.0) 229 (16.1) 150 (65.6) 263 (18.5) 160 (71.1) 300 (21.1) (1) Pressure readings are provided as a general guideline and may not represent actual readings.

PRESSURE GAUGE READINGS The pressure gauge readings used represent an expansion valve type system using a Nippondenso 10-cylinder compressor. See Fig. 5 -13. Gauge indications will vary depending on system configuration and compressor application. Temperature and humidity, as well as other factors, affect pressure gauge readings. Compared to R-12 systems, pressure readings on R-134a systems are generally lower for low-side pressure and higher for high-side pressure. Pressure gauge readings should be used only as a guide. Helpmelearn February-12-08 7:55:23 PM

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1997 Ford Explorer A/C SYSTEM GENERAL SERVICING 1997 GENERAL SERVICING Ford Motor Co. - General Servicing Procedures

Fig. 5: Normally Functioning R-134a A/C System

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1997 Ford Explorer A/C SYSTEM GENERAL SERVICING 1997 GENERAL SERVICING Ford Motor Co. - General Servicing Procedures

Fig. 6: Some Moisture In R-134a System

Fig. 7: Low R-134a Charge

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1997 Ford Explorer A/C SYSTEM GENERAL SERVICING 1997 GENERAL SERVICING Ford Motor Co. - General Servicing Procedures

Fig. 8: Poor R-134a Refrigerant Circulation

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1997 Ford Explorer A/C SYSTEM GENERAL SERVICING 1997 GENERAL SERVICING Ford Motor Co. - General Servicing Procedures

Fig. 9: No R-134a Refrigerant Circulation

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1997 Ford Explorer A/C SYSTEM GENERAL SERVICING 1997 GENERAL SERVICING Ford Motor Co. - General Servicing Procedures

Fig. 10: Insufficient Cooling Of Condenser Or R-134a Refrigerant Overcharge

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1997 Ford Explorer A/C SYSTEM GENERAL SERVICING 1997 GENERAL SERVICING Ford Motor Co. - General Servicing Procedures

Fig. 11: Air In R-134a System

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1997 Ford Explorer A/C SYSTEM GENERAL SERVICING 1997 GENERAL SERVICING Ford Motor Co. - General Servicing Procedures

Fig. 12: Expansion Valve Improperly Mounted Or Heat Sensing Tube Defective (Opening Too Wide)

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1997 Ford Explorer A/C SYSTEM GENERAL SERVICING 1997 GENERAL SERVICING Ford Motor Co. - General Servicing Procedures

Fig. 13: Compressor Malfunction

ORIFICE TUBE REPLACEMENT NOTE:

Ford evaporator core orifice tube is located in evaporator inlet pipe. Replace orifice tube whenever compressor is replaced.

Orifice Tube Replacement

1. Discharge A/C system, using approved refrigerant recovery/recycling equipment. Disconnect high pressure line. Remove and discard "O" rings. Pour a small amount of refrigerant oil into inlet to lubricate "O" rings. 2. Insert orifice tube remover/installer into tube. See Fig. 14 . Turn tool to right to engage tangs on tube. Turn tool nut to slowly pull orifice tube out. If orifice tube breaks off when removal is attempted, use orifice tube extractor to pull the broken section out. See Fig. 15 . 3. Ensure new orifice tube is fitted with new "O" ring(s) lubricated with clean refrigerant oil. Insert tube with short end toward evaporator until seated. Reconnect high pressure line. NOTE:

If broken orifice tube extractor fails to remove broken orifice tube, install orifice tube kit. See ORIFICE TUBE KIT.

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Fig. 14: Removing Orifice Tube Courtesy of FORD MOTOR CO.

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1997 Ford Explorer A/C SYSTEM GENERAL SERVICING 1997 GENERAL SERVICING Ford Motor Co. - General Servicing Procedures

Fig. 15: Removing Broken Orifice Tube Courtesy of FORD MOTOR CO. Orifice Tube Kit

1. Discharge A/C system, using approved refrigerant recovery/recycling equipment. Remove liquid line from vehicle. Locate orifice tube in metal portion of liquid line (3 indented notches or circular depression). See Fig. 16 . 2. Note angular 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. 3. Using pliers, carefully remove orifice tube from housing. Clean out liquid line to remove contaminants. Lubricate "O" rings with refrigerant oil. Assemble orifice tube kit on liquid line. See Fig. 17 . Ensure replacement orifice tube is same color as one removed. 4. Ensure flow direction arrow points at evaporator. While holding hex of liquid line in a vise, tighten each compression nut to 65-70 ft. lbs. (88-95 N.m). Reconnect line using new "O" ring lubricated with refrigerant oil. Evacuate, charge and leak test system. Check for proper operation.

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Fig. 16: Determining Orifice Tube Location Courtesy of FORD MOTOR CO.

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1997 Ford Explorer A/C SYSTEM GENERAL SERVICING 1997 GENERAL SERVICING Ford Motor Co. - General Servicing Procedures

Fig. 17: Installing Orifice Tube Kit Courtesy of FORD MOTOR CO.

REFRIGERANT RECOVERY/RECYCLING Refrigerant recovery/recycling equipment is used to remove refrigerant from vehicle's A/C system without polluting atmosphere. To remove and recycle refrigerant, ALWAYS follow instructions provided with the refrigerant recovery/recycling equipment being used. The removed refrigerant is filtered, dried and stored in a tank within the recovery/recycling equipment until it is ready to be pumped back into the vehicle's A/C system. CAUTION: Separate sets of hoses, gauges and refrigerant recovery/recycling equipment MUST be used for R-12 and R-134a systems. DO NOT mix R-12 and R-134a refrigerants, as their refrigerant oils and desiccants are NOT compatible. 1. Connect approved recovery/recycling equipment hoses to high-side and low-side service valves. See Helpmelearn February-12-08 7:55:24 PM

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1997 Ford Explorer A/C SYSTEM GENERAL SERVICING 1997 GENERAL SERVICING Ford Motor Co. - General Servicing Procedures

SERVICE VALVE LOCATIONS under SYSTEM SERVICE VALVES. 2. Turn refrigerant recovery/recycling equipment on. Allow unit to run until vacuum is obtained. Once vacuum reading is obtained, close inlet valve (if equipped) on refrigerant recovery/recycling equipment. Shut refrigerant recovery/recycling equipment off. NOTE:

On some applications, refrigerant recovery/recycling system will automatically shut off through the use of a low pressure switch. On other applications, refrigerant recovery/recycling equipment must be manually shut off.

3. Allow system to remain closed for about 2 minutes while observing pressure readings on the refrigerant recovery/recycling equipment. 4. If pressure reading remains at zero, disconnect hoses from service ports. If pressure reading is greater than zero, repeat steps 2) and 3).

FLUSHING A/C SYSTEM NOTE:

A/C system flushing or filtering should be performed to remove contaminates resulting from a compressor failure. CAUTION: Accumulator/receiver drier, muffler, hoses, thermal expansion valve and fixed orifice tube should be removed. Do not flush these components because residual flushing agent cannot be completely removed. Except for hoses, these components are generally replaced after A/C system contamination. Hoses can be reused unless they are clogged with debris. Only flush evaporator core and condenser core, and metal inlet and outlet lines.

1. Manufacturer recommends flushing contaminated system using one gallon of Ford A/C System Flushing Solvent (F4AZ-19579-A), a new Motorcraft filter (FL-1A) and a Rotunda A/C System Flusher (01400991). Do not reuse flushing solvent and filter, they are intended to be used only on one vehicle only. Follow manufacturer's operating instructions for use of A/C system flusher. 2. If an A/C system flusher is not available to clean A/C system, an in-line filter kit can be used. Two filter kits are available. Filter kits are used with either a rubber lined suction hose or with a nylon lined suction hose located between compressor and evaporator. Rubber lined hose has a wall thickness of 1/4" and nylon lined hose has a wall thickness of 1/8". See Fig. 18 . 3. Each filter kit has 2 filters. A temporary pancake filter and a permanent in-line suction filter. The pancake filter is installed between condenser core and evaporator core orifice. The permanent filter is installed in the suction line between the accumulator and the compressor. See Fig. 19 . 4. If A/C system is contaminated because of compressor failure, discharge system using approved refrigerant recovery/recycling equipment. Install replacement compressor and correct amount of new refrigerant oil. Install replacement accumulator and correct amount of new refrigerant oil. 5. Cut suction hose between compressor and accumulator (closer to compressor). Measure side wall of suction hose. If side wall is 1/4",use in-line filter labeled USE WITH RUBBER INNER LINED HOSE. If Helpmelearn February-12-08 7:55:24 PM

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1997 Ford Explorer A/C SYSTEM GENERAL SERVICING 1997 GENERAL SERVICING Ford Motor Co. - General Servicing Procedures

side wall is 1/8", use in-line filter labeled USE WITH NYLON INNER LINED HOSE. Remove a length of suction hose to accommodate suction filter and install filter. On filter for nylon lined hose, install 2 "O" rings on each filter tube. On both filters, use hose clamps provided in filter kit and ensure filter is correctly oriented for refrigerant system flow. See Fig. 18 . Replace fixed orifice tube. If fixed orifice tube is located in the liquid line between condenser and evaporator, replace liquid line. Install pancake filter in liquid line between condenser and evaporator (fixed orifice tube). Ensure filter inlet is toward condenser. Evacuate, charge and leak test A/C system. See EVACUATING A/C SYSTEM , CHARGING A/C SYSTEM and LEAK TESTING. Check new filters and hoses for clearance from other engine components. Use tie straps if necessary. Place a fan in front of the radiator. Turn A/C control to ON position, blower motor to maximum speed, and temperature control to full cold position. Start engine and allow to idle. Ensure A/C is operating properly. Slowly bring engine speed up to approximately 1200 RPM. Set engine speed at 1200 RPM and run it for one hour with A/C system operating. Stop engine. Discharge A/C system, using approved refrigerant recovery/recycling equipment. Allow engine to cool, remove pancake filter and discard filter. Reconnect liquid line, evacuate, charge and leak test A/C system. See EVACUATING A/C SYSTEM , CHARGING A/C SYSTEM and LEAK TESTING. Ensure A/C system is operating properly.

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Fig. 18: Permanent A/C System Filters Courtesy of FORD MOTOR CO.

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1997 Ford Explorer A/C SYSTEM GENERAL SERVICING 1997 GENERAL SERVICING Ford Motor Co. - General Servicing Procedures

Fig. 19: Temporary Pancake Filter Courtesy of FORD MOTOR CO.

EVACUATING A/C SYSTEM 1. Close both valves on manifold gauge set. Connect manifold gauge set to high-side and low-side service valves. See SERVICE VALVE LOCATIONS under SYSTEM SERVICE VALVES. Connect a hose to center connector on manifold gauge set and evacuation pump. 2. Open both valves on manifold gauge set. Operate evacuation pump until low-side vacuum reading is at least 29.5 in. Hg. Continue operating evacuation pump for 30 minutes. 3. Close both valves on manifold gauge set. Turn off evacuation pump. Observe low-side gauge. Any loss of vacuum in 5 minutes indicates a system leak. Perform leak testing procedure, and repair system as necessary. See LEAK TESTING .

CHARGING A/C SYSTEM 1. With manifold gauge set connected, attach refrigerant container to hose on center connector of manifold gauge set. Fully open refrigerant 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 clutch cycling pressure switch connector terminals. 3. Open low-side valve on manifold gauge set, and allow refrigerant to enter system. When refrigerant is no longer being drawn into system, start and operate engine. Place A/C-heater controls on maximum cold position with blower fan on high speed. NOTE:

In areas where ambient air temperature is high, it may be necessary to

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1997 Ford Explorer A/C SYSTEM GENERAL SERVICING 1997 GENERAL SERVICING Ford Motor Co. - General Servicing Procedures

operate a high output fan to blow air through condenser and radiator. 4. When proper amount of refrigerant 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 gauge set. Install service port caps. Check system for leaks.

LEAK TESTING TYPES OF LEAK DETECTORS Bubble Solution Detector

This is a solution applied externally at suspected leak points. Leaking refrigerant will cause the detector to form bubbles and foam. A soap and water solution also works well. Dye Solution

This is a colored solution that may be introduced into the A/C system. The dye will show up and color components at leak points. Some manufacturers offer refrigerant containing a Red dye. This dye-containing refrigerant is installed by normal charging procedures. Other dye solutions are visible with a Black light only. Electronic Detector

This instrument will draw in any leaking refrigerant through a test probe, and then sound an alarm or create a flashing light if refrigerant is found. It is the most sensitive of the leak detectors used. See Fig. 20 .

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1997 Ford Explorer A/C SYSTEM GENERAL SERVICING 1997 GENERAL SERVICING Ford Motor Co. - General Servicing Procedures

Fig. 20: Electronic Leak Detector PREPARATION FOR LEAK TESTING Connect manifold gauge set to air conditioning system. Ensure low-side and high-side gauge set valves are closed. Check system pressure. It should be at least 50 psi (3.5 kg/cm2 ). If low, add just enough refrigerant to bring system to 50 psi (3.5 kg/cm2 ). Ensure all joints, connections, and fittings are free of oil dirt and other contaminants. Using a refrigerant leak detector, check all refrigerant line connections for leaks. Check condenser and compressor seal area. Refrigerants are heavier than air. Always check for leaks at bottom of refrigerant lines and components. Refrigerant oil will leak with refrigerant. 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 refrigerant leak detector slowly to check for leaks, as leaks will not be detected if leak testing is performed too quickly. BUBBLE DETECTOR LEAK TESTING PROCEDURE This leak detection method is recommended when it is impossible or difficult to determine the exact location of Helpmelearn February-12-08 7:55:24 PM

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1997 Ford Explorer A/C SYSTEM GENERAL SERVICING 1997 GENERAL SERVICING Ford Motor Co. - General Servicing Procedures

the leak using other methods. Although commercial bubble detectors are more effective, household soap solutions may be used. Using the dauber that comes with the commercial soap solution, apply the solution to all joints, connections, fittings or controls where a leak might be suspected. If high-suds household solutions are used, apply them with a small brush. Wherever bubbles form, leaks are present and must be repaired. check the entire system as there may be more than one leak. ELECTRONIC LEAK TESTING PROCEDURE NOTE:

Some electronic leak detectors will function on only R-12 systems or on only R134a systems, and some will function on both R-12 and R-134a systems. Familiarize yourself with the tester being used and know what type of system you are leak testing.

Electronic leak detectors should be used in well ventilated areas. Avoid using them around explosive gases. Always follow manufacturer's instructions for the specific tester being used. If none are available, proceed as follows: 1. Turn all controls and the sensitivity knob to the OFF position or zero setting. Plug the leak detector into an approved source of voltage if not battery operated. Turn the switch ON, and allow the unit to warm up for approximately 5 minutes. 2. Check operation of tester by positioning the probe in a reference source where refrigerant is known to be present in small amounts. Adjust controls and sensitivity knob until detector reacts properly. Move probe away from refrigerant source and the reaction should stop. If it continues, adjust the sensitivity knob to a lower setting. 3. When tester reacts properly, leak test air conditioning system by moving probe under all components, fittings and connections. Keep the probe moving. DO NOT hold it in constant contact with refrigerant. When leaks are found, repair them as necessary. Keep in mind that there may be more than one leak. DYE SOLUTION LEAK TESTING PROCEDURES CAUTION: Dye-charged refrigerant cans are available to be used as internal leak detectors. The use of this type of solution may void some manufacturer's warranties. Be sure to check with the A/C system manufacturer concerning the use of dye-charged leak detectors. Dyes which work in R12 systems will not work in R-134a systems. The following procedure is for introducing a dye solution, not dye-charged refrigerant, into the air conditioning system. 1. Connect manifold gauge set to air conditioning system in a normal manner. Remove center hose from manifold gauge set, and replace it with a short piece (6" long) of 1/4" tubing using two 1/4" flare nuts. Connect a container of dye solution to the tubing. 2. Connect one end of the gauge set's center hose to the dye solution. Connect a container of refrigerant to Helpmelearn February-12-08 7:55:24 PM

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1997 Ford Explorer A/C SYSTEM GENERAL SERVICING 1997 GENERAL SERVICING Ford Motor Co. - General Servicing Procedures

the other end of the hose. Operate the engine at idle speed. Set the air conditioning system for maximum cooling. Slowly open the low-side hand valve to allow the dye solution to enter the system. 3. Charge the system to at least 50% capacity. Operate the system for 15 minutes, and then shut off both the air conditioning system and the engine. Check all connections for signs of the colored dye solution. Check the vehicle again 24 hours later. If leaks are found, repair as necessary.

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1997 Ford Explorer A/C SYSTEM SPECIFICATIONS 1997 A/C-HEATER SYSTEMS Ford Motor Co. - A/C System Specifications

A/C SYSTEM SPECIFICATIONS 1997 A/C-HEATER SYSTEMS Ford Motor Co. - A/C System Specifications

A/C SYSTEM SPECIFICATIONS A/C SYSTEM SPECIFICATIONS Application Compressor Type Compressor Belt Tension

Specification Ford FS-10 10-Cyl. (1) (2)

System Oil Capacity Refrigerant (R-134a) Capacity

7 ozs. 30 ozs.

System Operating Pressures (3) Low Side

22-50 psi (1.5-3.5 kg/cm2 ) 160-250 psi (11.2-17.6 kg/cm2 )

High Side (1)

Belt tension automatically adjusted by tensioner pulley.

(2)

Use YN-12b PAG Oil (Part No. F2AZ-19577-A).

(3)

Approximate operating pressures with ambient temp. of 80°F (27°C).

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1997 Ford Explorer MAINTENANCE INFORMATION 1997-99 MAINTENANCE Ford Motor Co. Maintenance Information

MAINTENANCE INFORMATION 1997-99 MAINTENANCE Ford Motor Co. Maintenance Information

MODEL IDENTIFICATION 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.

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1997 Ford Explorer MAINTENANCE INFORMATION 1997-99 MAINTENANCE Ford Motor Co. Maintenance Information

Fig. 1: VIN Code ID Explanation Helpmelearn February-12-08 8:10:34 PM

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1997 Ford Explorer MAINTENANCE INFORMATION 1997-99 MAINTENANCE Ford Motor Co. Maintenance Information

MAINTENANCE SERVICE INFORMATION SEVERE & NORMAL SERVICE DEFINITIONS 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 z z

Driven More Than 10 Miles Daily No Operating Conditions From Severe Service List

Severe Service

NOTE:

z z z z z z z

Use the Severe Service schedule if the vehicle to be serviced is operated under ANY (one or more) of these conditions:

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

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: z

z z z z

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.

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1997 Ford Explorer MAINTENANCE INFORMATION 1997-99 MAINTENANCE Ford Motor Co. Maintenance Information

SERVICE POINT LOCATIONS

Fig. 2: Service Point Locations (4.0L Engine) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer MAINTENANCE INFORMATION 1997-99 MAINTENANCE Ford Motor Co. Maintenance Information

Fig. 3: Service Point Locations (5.0L Engine) Courtesy of FORD MOTOR CO.

Fig. 4: Lift Points Courtesy of FORD MOTOR CO. NOTE:

For more information regarding jacking or hoisting the vehicle, refer to the JACKING & HOISTING article.

WHEEL & TIRE SPECIFICATIONS Helpmelearn February-12-08 8:10:34 PM

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1997 Ford Explorer MAINTENANCE INFORMATION 1997-99 MAINTENANCE Ford Motor Co. Maintenance Information

For wheel & tire specifications refer to the Safety Compliance Certification Label. The label is located on the driver's side door jamb.

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) 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 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. AIR CONDITIONING SERVICING WARNING: R-134a service equipment or vehicle A/C systems SHOULD NOT be Helpmelearn February-12-08 8:10:34 PM

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1997 Ford Explorer MAINTENANCE INFORMATION 1997-99 MAINTENANCE Ford Motor Co. Maintenance Information

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. CAUTION: Avoid breathing R-134a refrigerant and PAG lubricant vapors, exposure may irritate eyes, nose and throat. To remove R-134a from system use R134a recycling equipment that meets SAE J2210 specifications. If accidental system discharge occurs, ventilate work area before resuming service. ANTI-LOCK BRAKE SYSTEM CAUTION: 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: z

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 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. 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 Helpmelearn February-12-08 8:10:34 PM

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1997 Ford Explorer MAINTENANCE INFORMATION 1997-99 MAINTENANCE Ford Motor Co. Maintenance Information

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 CAUTION: 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. 100% anti-freeze has a freeze point of only -8° F (-22°C). 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).

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1997 Ford Explorer MAINTENANCE INFORMATION 1997-99 MAINTENANCE Ford Motor Co. Maintenance Information

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. BUMPER-TO-BUMPER COVERAGE All 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. Helpmelearn February-12-08 8:10:34 PM

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1997 Ford Explorer MAINTENANCE INFORMATION 1997-99 MAINTENANCE Ford Motor Co. Maintenance Information

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. CORROSION COVERAGE The coverage period for corrosion depends on the type of damage that has occurred. There are two types of damages: z

If corrosion causes perforation (holes) in the body sheet metal, coverage lasts for 5 years, regardless of miles driven. If corrosion does not cause holes in the body sheet metal, coverage lasts for 3 years or 36,000 miles, whichever occurs first.

EMISSIONS DEFECT 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 3 years or 36,000 miles, whichever occurs first for passenger cars and light duty trucks. Under this warranty Ford also provides coverage, including labor and diagnosis, for 8 years or 80,000 miles, whichever occurs first, for these emission parts: z z z

Catalytic Converter Electronic Emissions Control Unit Onboard Emissions Diagnostic Device

EMISSIONS PERFORMANCE WARRANTIES (EXCEPT CALIFORNIA) 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) Helpmelearn February-12-08 8:10:35 PM

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1997 Ford Explorer MAINTENANCE INFORMATION 1997-99 MAINTENANCE Ford Motor Co. Maintenance Information

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.

FUSES & CIRCUIT BREAKERS FUSE PANEL LOCATIONS These vehicles are equipped with two fuse blocks. The Power Distribution Box is located in the engine compartment near the battery. The Interior Fuse Box is located on the instrument panel on the left hand side facing the driver side door.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer MAINTENANCE INFORMATION 1997-99 MAINTENANCE Ford Motor Co. Maintenance Information

Fig. 5: Passenger Compartment Fuse Panel Location Courtesy of FORD MOTOR CO.

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1997 Ford Explorer MAINTENANCE INFORMATION 1997-99 MAINTENANCE Ford Motor Co. Maintenance Information

Fig. 6: Power Distribution Box Location Courtesy of FORD MOTOR CO. PASSENGER COMPARTMENT FUSE PANEL IDENTIFICATION - 1997

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1997 Ford Explorer MAINTENANCE INFORMATION 1997-99 MAINTENANCE Ford Motor Co. Maintenance Information

Fig. 7: Passenger Compartment Fuse Panel Identification (1997-98) Courtesy of FORD MOTOR CO. z z z z z z z z z z z z z z z z z z z

1 - 7.5 Amp - Power Mirror, Power Antenna 2 - 7.5 Amp - High-mount Stoplight 3 - 15 Amp - Parking Lamps 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 - Auto Lamps 10 - 7.5 Amp - Rear Blower, Speed Control, GEM System, Brake Interlock, Overhead Console 11 - 7.5 Amp - Warning Lights 12 - 10 Amp - Front/Rear Wash System 13 - 15 Amp - Brake On\Off Switch 14 - 10 Amp - ABS System 15 - 7.5 Amp - Air Bag System, Instrument Cluster 16 - 30 Amp - Front Wiper 17 - 15 Amp - Cigar Lighter 18 - 15 Amp - A/C System 19 - 25 Amp - Ignition Coil, PCM System

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1997 Ford Explorer MAINTENANCE INFORMATION 1997-99 MAINTENANCE Ford Motor Co. Maintenance Information

z z z z z z z z

z z z z z z z z z

20 - 7.5 Amp - Radio, Power Antenna, GEM System, Anti-Theft, Cellular Phone 21 - 15 Amp - Hazard Lamps 22 - 10 Amp - Turn Signals 23 - 10 Amp - Rear Wiper System 24 - 10 Amp - Anti-Theft Relay 25 - 7.5 Amp - Instrument Cluster, GEM System 26 - 10 Amp - 4R70W 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, 28 - 7.5 Amp - GEM System 29 - 10 Amp - Audio System 30 - Not Used 31 - 7.5 Amp - Rear Blower System 32 - 7.5 Amp - Heated Rear Window 33 - 15 Amp - High Beam Lamps, DRL Module, Instrument Cluster 34 - 7.5 Amp - Lux. Audio System 35 - Not Used 36 - Not Used

PASSENGER COMPARTMENT FUSE PANEL IDENTIFICATION - 1998 NOTE: z z z z z z z z z z

z z z z

See Fig. 7 .

1 - 7.5 Amp - Power Mirror Switch 2 - 7.5 Amp - Blower Motor Relay, PAD Module, Air Bag Diagnostic Monitor 3 - 7.5 Amp - Trailer Tow Connector 4 - 10 Amp - Left Headlamp 5 - 10 Amp - OBDII System 6 - 7.5 Amp - Air Bag System, Blower Motor Relay, PAD Module 7 - 7.5 Amp - Trailer Tow Connector 8 - 10 Amp - Right Headlamp, Fog Lamp Relay, Daytime Running Lamps 9 - 7.5 Amp - Stop Lamp Switch 10 - 7.5 Amp - Speed Control/Amplifier Assembly, Brake Pressure Switch, Generic Electronic Module (GEM), Shift Lock Actuator, Blend Door Actuator, Main Light Switch, RABS Resistor, A/C Heater Assembly, Flasher 11 - 7.5 Amp - Instrument Cluster, Main Light Switch, RABS Resistor 12 - 10 Amp - Power Window Relay, Washer Pump Relay 13 - 20 Amp - Stop Lamp Switch, Brake Pressure Switch 14 - 20 Amp - Rear Anti-Lock Brake System

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1997 Ford Explorer MAINTENANCE INFORMATION 1997-99 MAINTENANCE Ford Motor Co. Maintenance Information

z z z z z z z z z z z z z

z z z z z z z z z

10 Amp - 4 Wheel Anti-Lock Brake System (4WABS) Module, 4WABS Main Module 15 - 7.5 Amp - Instrument Cluster 16 - 30 Amp - Windshield Wiper Motor, Wiper Hi-Lo Relay, Wiper Run/Park Relay 17 - 7.5 Amp - Cigar Lighter 18 - 15 Amp - Driver's Unlock Relay, All Unlock Relay, All Lock Relay 19 - 25 Amp - PCM Power Diode 20 - 7.5 Amp - RAP Module, Generic Electric Module (GEM), Radio 21 - 15 Amp - Flasher (Hazard) 22 - 20 Amp - Auxiliary Power Socket 23 - 15 Amp - Turn Signals 24 - Not Used 25 - 7.5 Amp - Instrument Cluster, GEM System 26 - 10 Amp - Battery Saver Relay, Electronic Shift Relay, Interior Lamp Relay, Power Window Relay, Electronic Shift Control Module, Transmission Control 27 - 15 Amp - Switch, DRL, Backup Lamps Switch, DTR Sensor, Instrument Illuminations Dimming Module, Dome/Map Lamp, GEM, Electric Shift, Interior Lights, Glove Box Lamp & Switch 28 - 7.5 Amp - GEM System 29 - 15 Amp - Radio 30 - 15 Amp - Park Lamp/Trailer Tow Relay 31 - Not Used 32 - 10 Amp - Rear Blower 33 - 15 Amp - Headlamps, Daytime Running Lamps (DRL) Module, Instrument Cluster 34 - 7.5 Amp - Rear Integrated Control Panel, CD 35 - 10 Amp - RABS Test Connector 36 - 7.5 Amp - CD, Rear Integrated Control Panel, Memory Seat, Message Center

POWER DISTRIBUTION BOX IDENTIFICATION - 1997 WARNING: Always disconnect battery ground cable before servicing "high-current fuses. It is recommended that "high-current" fuses be replaced by a qualified technician.

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1997 Ford Explorer MAINTENANCE INFORMATION 1997-99 MAINTENANCE Ford Motor Co. Maintenance Information

Fig. 8: Power Distribution Box Identification - 1997 Courtesy of FORD MOTOR CO. Maxi Fuses Helpmelearn February-12-08 8:10:35 PM

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1997 Ford Explorer MAINTENANCE INFORMATION 1997-99 MAINTENANCE Ford Motor Co. Maintenance Information

z z z z z z z z z z z z z

1 - 30 Amp - Power Window Defrost Relay 2 - 30 Amp - PCM Power Relay 3 - 20 Amp - Fuel Pump Relay, RAP Module 4 - 20 Amp - Headlamps, Auto Lamps, Multi-Function Switch 5 - 30 Amp - 4WABS Pump Relay 6 - 30 Amp - 4WABS Main Relay 7 - 20 Amp - Trailer Tow Relays 8 - 30 Amp - Battery Saver Relay, Headlamp Relay 9 - 50 Amp - Blower Motor Relay, Blower Motor 10 - 30 Amp - Power Seats, Power Lumbar, Door Lock/Unlock Relays, Accessory Delay Relay 11 - 20 Amp - Horn Relay, Powertrain Control Module (PCM) 12 - Not Used 13 - 60 Amp - Hazard Flasher, Brake ON/OFF Switch, Cigar Lighter, Power Antenna, Power Mirrors, Auto Lamps, Instrument Cluster, GEM, Radio, Blower Motor Relay 14 - 60 Amp - Ignition Switch

Mini Fuses z z z z z z z z z z z

1 - 30 Amp - Premium Sound 2 - 15 Amp - Liftgate Wiper Relays 3 - 30 Amp - Auxiliary Power 4 - 10 Amp - Air Bag Diagnostic Monitor 5 - Not Used 6 - 15 Amp - Generator/Voltage Regulator 7 - 20 Amp - Not Used 8 - 15 Amp - Fog Lamp Relay, Daytime Running Lamp Module 9 - Not Used 10 - Not Used 11 - 20 Amp - HEGO System

RELAY & DIODE IDENTIFICATION - 1997 ONLY WARNING: Always disconnect battery ground cable before servicing "high-current fuses. It is recommended that "high-current" fuses be replaced by a qualified technician.

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1997 Ford Explorer MAINTENANCE INFORMATION 1997-99 MAINTENANCE Ford Motor Co. Maintenance Information

Fig. 9: Relay & Diode Identification - 1997 Only Courtesy of FORD MOTOR CO. z

1 - Relay - Wiper Run Relay

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1997 Ford Explorer MAINTENANCE INFORMATION 1997-99 MAINTENANCE Ford Motor Co. Maintenance Information

z z z z z

2 - Relay - Horn Relay 3 - Relay - Wiper HI/LO Relay 4 - Relay - WOT A/C Relay 5 - Relay - PCM Power Relay 6 - Relay - Fuel Pump Relay

Diode z z

1 - Diode - ABS Diode 2 - Diode - PCM Diode

POWER DISTRIBUTION BOX IDENTIFICATION - 1998 WARNING: Always disconnect battery ground cable before servicing "high-current fuses. It is recommended that "high-current" fuses be replaced by a qualified technician.

Fig. 10: Power Distribution Box Identification - 1998 Courtesy of FORD MOTOR CO. Maxi Fuses z z z

1 - 50 Amp - I/P Fuse Panel 2 - 40 Amp - Blower Motor Relay 3 - 50 Amp - 4WABS Module

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1997 Ford Explorer MAINTENANCE INFORMATION 1997-99 MAINTENANCE Ford Motor Co. Maintenance Information

z z z z z z z

4 - 20 Amp - Main Light Switch, Instrument Cluster 5 - 50 Amp - Ignition Switch, Starter Relay 6 - 20 Amp - Transfer Case Relay 7 - Not Used 8 - 20 Amp - Automatic Ride Control ARC Switch Off/On Switch 9 - 40 Amp - Automatic Ride Control Relay 10 - 30 Amp - PCM Power Relay

Mini Fuses z z z z z z z z z z z z z

1 - 10 Amp - A/C Relay 2 - 20 Amp - Auxiliary Power Point 3 - Not Used 4 - 15 Amp - Fog Lamps, Daytime Running Lights 5 - 10 Amp - Air Bag Diagnostic Monitor 6 - 10 Amp - Powertrain Control Module 7 - 30 Amp - 4WABS Module 8 - 30 Amp - PCM Relay 9 - 20 Amp - Fuel Pump Relay & RAP Module 10 - 15 Amp - Horn Relay 11 - 15 Amp - Park Lamps Relay & Main Light Switch 12 - 30 Amp - Main Light Switch & Malfunction Switch 13 - 15 Amp - Heated Oxygen Sensor, EGR Vacuum Regulator, EVR Solenoid, Camshaft Position Sensor, Canister Vent Solenoid, A4LD Automatic Transmission 14 - 30 Amp - Generator/Voltage Regulator

Relays z z z z z z z z z z

Wiper Park Relay - Wiper Park Relay Wiper Hi/Lo Relay - Wiper Hi/Lo Relay PCM Power Relay - PCM Power Relay Fuel Pump Relay - Fuel Pump Relay Horn Relay - Horn Relay Washer Pump Relay - Washer Pump Relay Washer Pump Relay - Washer Pump Relay Fog Lamp Relay - Fog Lamp Relay Starter Relay - Starter Relay Blower Motor Relay - Blower Motor Relay

Diodes & Resistors Helpmelearn February-12-08 8:10:35 PM

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1997 Ford Explorer MAINTENANCE INFORMATION 1997-99 MAINTENANCE Ford Motor Co. Maintenance Information

z z z

1 - Resistor - Fuse (7 ca) 2 - Diode - Anti-Lock Brakes Indicator 3 - Diode - Electronic Engine Controls

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1997 Ford Explorer 1996-97 STEERING Power Rack & Pinion - Explorer & Mountaineer

1996-97 STEERING Power Rack & Pinion - Explorer & Mountaineer

DESCRIPTION Power steering is a hydraulic-assisted rack and pinion unit with internal valving to direct fluid flow. The power steering pump is a vane type pump. Output pressure is regulated by a control valve located in pump housing. See Fig. 1 .

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1997 Ford Explorer 1996-97 STEERING Power Rack & Pinion - Explorer & Mountaineer

Fig. 1: Identifying Power Rack & Pinion Steering Components Courtesy of FORD MOTOR CO.

TESTING Helpmelearn February-12-08 8:15:18 PM

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1997 Ford Explorer 1996-97 STEERING Power Rack & Pinion - Explorer & Mountaineer

PRESSURE TEST Pre-Test Preparation

1. With belt tension correct, disconnect power steering pump pressure hose. Keep hose end raised to prevent fluid loss. Connect Power Steering Analyzer (014-00207) to power steering pump high pressure hose with Power Steering Analyzer Fittings (014-0208). Connect other hose from valve side of analyzer to steering gear inlet. 2. Open valve on power steering analyzer. Run engine until fluid reaches normal operating temperature of 122-140°F (50-60°C). Check fluid level. Add fluid as necessary. Ensure all air is removed from fluid. Pressure Testing

NOTE:

DO NOT hold steering wheel against stop or close shutoff valve for more than 15 seconds. Damage to steering system could result.

1. Increase engine speed to 1000-1500 RPM, close shutoff valve on power steering analyzer and check pressure. If fluid pressure is 1300-1480 psi (91.4-104.1 kg/cm2 ), go to next step. If fluid pressure is below specification, replace power steering pump. If pressure is too high, check for kinked hose and repair. If fluid pressure exceeds standard pressure replace steering flow control valve. 2. Increase engine speed from idle to 2500 RPM. If flow exceeds 2.6 gallons (9.8L) per minute at 1500 RPM, replace pump. Leave valve on analyzer open and increase engine speed to 1000-1500 RPM. Check pressure at steering rack while turning steering wheel fully left and right. Pressure reading in stop position should be 1300-1480 psi (91.4-104.1 kg/cm2 ). If pressure is below specification, replace steering rack. 3. Turn engine off. Remove power steering analyzer and reconnect all fittings. Fill and bleed hydraulic system. Tighten bolts to specification. See TORQUE SPECIFICATIONS table.

LUBRICATION FLUID TYPE Use Ford MERCON Fluid. FLUID LEVEL CHECK Fill the reservoir to minimum mark. Run engine until normal operating temperature is reached. Turn steering fully left and right about 10 times. Turn engine off with wheels in straight-ahead position. Check fluid level in reservoir, add as necessary. HYDRAULIC SYSTEM BLEEDING 1. 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. Helpmelearn February-12-08 8:15:18 PM

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1997 Ford Explorer 1996-97 STEERING Power Rack & Pinion - Explorer & Mountaineer

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. If excessive noise (whine) continues after bleeding procedure, the use of an air evacuator can reduce aeration of fluid. 3. An evacuator can be fabricated with a No. 11 rubber stopper with a 1/4" (6 mm) diameter hole drilled in center of stopper. Push a short length of rigid 1/4-5/16" tubing into hole in stopper. Attach a suitable length of vacuum hose to tubing. 4. Connect vacuum hose to vacuum source (an A/C vacuum pump is suggested). Do not use engine vacuum. Ensure fluid level is at least 1" (25 mm) below stopper. Start engine and let it idle approximately 15 minutes. Turn steering wheel every 5 minutes to aid in removal of air. Remove stopper, check fluid level and replace filler cap.

ADJUSTMENTS BELT ADJUSTMENT NOTE:

For proper serpentine belt routing, see appropriate ENGINE COOLING article.

BELT ADJUSTMENT Application

New Belt: Lbs. (kg)

(3) 94 (43) All Models (2) (1) Any belt operated for 10 minutes.

(1)

Used Belt: Lbs. (kg) (3)

(2)

Tension is correct if tensioner is within indicator marks.

(3)

Minimum belt tension.

94 (43)

REMOVAL & INSTALLATION WARNING: Vehicles equipped with Air Suspension System must have system disabled prior to lifting or towing. To disable system, turn air suspension switch off. Switch is located in left rear of luggage compartment, in jack stowage area. 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 GENERAL INFORMATION before disconnecting battery. DUST BOOTS & TIE RODS Removal & Installation Helpmelearn February-12-08 8:15:18 PM

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1997 Ford Explorer 1996-97 STEERING Power Rack & Pinion - Explorer & Mountaineer

1. Raise and support vehicle. Remove front wheels. Remove cotter pin and castle nut from tie rod end stud. Using Tie Rod End Separator (T85M-3395-A), separate tie rod end from steering knuckle. Paint an alignment mark on tie rod end and tie rod. Loosen jam nut. Unscrew tie rod end, counting number of turns to remove. 2. Remove dust boot clamps. Remove dust boot. Turn steering wheel in direction of tie rod end being removed to expose flat at end of steering rack. Using a wrench to prevent steering rack from turning, unscrew inner end of tie rod from steering rack. To install, reverse removal procedure. Tighten bolts to specification. See TORQUE SPECIFICATIONS table. Check alignment. POWER STEERING PUMP & PULLEY Removal & Installation (4.0L)

Remove drive belt. Remove hose connections from pump and let fluid drain into drain pan. Remove fan. Remove power steering pump pulley using Puller (3A733). Remove 3 front pump mounting bolts. Remove pump from vehicle. To install, reverse removal procedure. Fill and bleed hydraulic system. Tighten bolts to specification. See TORQUE SPECIFICATIONS table. Removal & Installation (4.0L SOHC)

Remove fan. Loosen power steering pump pulley bolts. Remove drive belt. Remove pulley. Remove hose connections from pump and let fluid drain into drain pan. Remove 3 front pump mounting bolts. Remove pump from vehicle. To install, reverse removal procedure. Fill and bleed hydraulic system. Tighten bolts to specification. See TORQUE SPECIFICATIONS table. Removal & Installation (5.0L)

Remove drive belt. Remove hose connections from pump and let fluid drain into drain pan. Remove 3 front pump mounting bolts. Remove rear mounting bolt. Remove pump from vehicle. To install, reverse removal procedure. Fill and bleed hydraulic system. Tighten bolts to specification. See TORQUE SPECIFICATIONS table. POWER RACK & PINION STEERING GEAR Removal (1996)

1. Start engine. Rotate steering wheel from lock-to-lock (entire gear travel). Record number of rotations. Divide the number of rotations by two. This gives the required number of turns to place system in the oncenter position. Verify the front wheels and steering wheel are in the straight-ahead position. From the lock position, rotate steering wheel the number of turns determined in procedure. This places the gear in the on-center position. NOTE:

DO NOT rotate steering column when intermediate shaft is disconnected or damage to clockspring will result.

2. Remove bolt retaining the lower steering column shaft to the steering gear input shaft. Disconnect the Helpmelearn February-12-08 8:15:18 PM

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1997 Ford Explorer 1996-97 STEERING Power Rack & Pinion - Explorer & Mountaineer

lower steering column shaft from the steering gear. 3. Remove stabilizer bar attachment from frame for clearance to remove gear. Unscrew the quick connect fittings for the power steering pressure hose and power steering return hoses at the steering gear housing. Plug ends of fluid lines removed and ports in gear to prevent damage and entry of dirt. 4. Remove 2 nuts from P/S cooler. Remove P/S cooler from vehicle. Remove and discard the cotter pin retaining the nut to tie rod end and remove nut. Separate tie rod ends from front wheel spindle using Pitman Arm Puller (T64P-3590-F). 5. Remove the 2 nuts, bolts, and washer assemblies retaining steering gear to front crossmember. Remove steering gear from vehicle. If required, remove steering gear mounting bracket housing insulators and steering gear insulators from steering gear housing. Installation

1. If removed, install steering gear mounting insulators into the steering gear housing. Push the steering gear mounting insulator and steering gear insulator in until there is no space between the lip on the insulator and steering gear housing. Position steering gear on front crossmember. Install nuts, bolts and washers retaining steering gear to front crossmember. Tighten bolts to specification. See TORQUE SPECIFICATIONS table. 2. Position power steering cooler onto bolts and install nuts. Tighten bolts to specification. See TORQUE SPECIFICATIONS table. The fittings design allows the power steering pressure hose and power steering return hose to swivel when properly tightened. Do not attempt to eliminate looseness by overtightening, since this can cause damage to fittings. Connect power steering pressure hose and power steering return hose to appropriate ports on steering gear housing. Tighten bolts to specification. See TORQUE SPECIFICATIONS table. 3. Make sure the tie rod ends are seated in the tapered spindle holes to prevent rotation while tightening nut. With the steering gear, steering wheel and wheel in the on-center position, attach the tie rod end to front wheel spindle. Tighten bolts to specification. See TORQUE SPECIFICATIONS table. If necessary, advance tie rod nuts to the next slot. Install cotter pins. 4. Verify that no rotation from the on-center position has occurred. Position steering column lower intermediate shaft over steering gear input shaft. Outer input shaft dust shield must be in place. Replace pinch bolt Tighten bolts to specification. See TORQUE SPECIFICATIONS table. Replace the front wheel and tire assemblies. Replace wheel covers. Lower vehicle. 5. Refill power steering oil reservoir with Premium Power Steering Fluid (E6AZ-19582-AA). Purge air from steering system. See HYDRAULIC SYSTEM BLEEDING under LUBRICATION. Verify absence of any unusual power steering noise. 6. Check and adjust toe alignment specifications. See appropriate WHEEL ALIGNMENT article under SUSPENSION. Make sure steering gear operates correctly and is not leaking. Check and adjust fluid level in power steering oil reservoir. Removal (1997 - 4.0L)

1. Disconnect the battery ground cable. Remove the air cleaner outlet tube. The fan shroud cannot be removed without removing the fan blade. Use Fan Clutch Wrench (T96T-6312-A) and Fan Hub Wrench (T96T-6312-B). Wrench to loosen and remove the fan blade. Remove the fan shroud bolts. Lift the fan shroud out of the lower retaining clips. Lift the fan shroud and the fan blade and clutch assembly together Helpmelearn February-12-08 8:15:18 PM

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1997 Ford Explorer 1996-97 STEERING Power Rack & Pinion - Explorer & Mountaineer

and remove from vehicle. CAUTION: Do not use heat to loosen a seized lug nut. Heat can damage the wheel and the wheel bearings. 2. Remove the center cap from the front wheel and tire assemblies. With the weight of the vehicle on the tires, loosen, but do not remove, the lug nuts. WARNING: The electrical power to the air suspension system must be shut off prior to hoisting, jacking or towing an air suspension vehicle. This can be accomplished by turning off the air suspension switch located in the rear jack storage area. Failure to do so may result in unexpected inflation or deflation of the air springs which may result in shifting of the vehicle during these operations. 3. Raise and support the vehicle. Remove the lug nuts. Remove the front wheel and tire assemblies. 4. Remove the radiator deflector bolts and remove the radiator air deflector. Loosen the left tie rod end jam nut. Disconnect the tie rod ends. Remove and discard the cotter pins. Remove the castellated nuts. Disconnect the tie rod ends from the steering knuckles. Remove the left tie rod end. Count and record the number of turns required to remove the tie rod end. 5. Remove the front stabilizer bar link nut. Remove the front stabilizer bar link bolt. Remove the front stabilizer bar spacer. Repeat for the other side. Remove the four (two each side) stabilizer bar bracket bolts. Remove the stabilizer bar. 6. Remove the power steering fluid cooler nuts and remove the power steering fluid cooler. Separate the power steering fluid return line hose from the power steering fluid cooler. Allow the system to drain. Disconnect the power steering return hose. Remove the power steering fluid cooler. Remove the power steering pressure hose. Remove the power steering return hose. CAUTION: Do not rotate the steering wheel when the lower steering column shaft is disconnected or damage to the air bag sliding contact will result. 7. Remove the lower steering column pinch bolt and disconnect the intermediate shaft from the steering gear input shaft. CAUTION: Hold the tops of the steering gear to crossmember stud bolts to avoid damaging the steering gear fluid transfer tubes. 8. Remove the steering gear mounting nuts. Remove the steering gear mounting stud bolts. Remove the steering gear to cross member insulator bushings. Rotate the steering gear control valve housing toward the front of the vehicle. Remove the power steering pressure valve. 9. Turn the steering gear input shaft to the right until the stop is reached. Move the steering gear as far to the right side of the vehicle as possible. Move the left front wheel spindle tie rod forward to clear the frame cross member. Remove the steering gear from the vehicle. Helpmelearn February-12-08 8:15:18 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 STEERING Power Rack & Pinion - Explorer & Mountaineer

Installation

NOTE:

Make sure the steering gear control valve housing is turned toward the front of the vehicle.

1. Install the steering gear into the right opening of the cross member. Turn the steering gear input shaft to the right until the stop is reached. Move the steering gear as far to the right side of the vehicle as possible. Move the left front wheel spindle tie rod into the opening in the cross member and move the steering gear into position. 2. Install the steering gear to cross member insulator bushings. Install the stud bolts. Hold the tops of the steering gear to crossmember stud bolts to avoid damaging the steering gear fluid transfer tubes. Install the nuts. CAUTION: Do not rotate the steering wheel when the lower steering column shaft is disconnected or damage to the air bag sliding contact will result. 3. Connect the intermediate shaft to the steering gear input shaft and install the lower steering column pinch bolt. 4. Make sure the small hole is up. Install the power steering pressure valve. Replace the Teflon(R) seals on the power steering return line tube nut and on the power steering pressure line tube nut. Install the power steering return hose and then tighten tube nut. Install the power steering pressure hose and tighten the tube nut. 5. To install the power steering fluid cooler, connect the power steering return line hose. Connect the power steering return hose. Position the power steering fluid cooler and install the nuts. 6. Install the front stabilizer bar. To install, reverse removal procedure. 7. Install the left tie rod end on the front wheel spindle tie rod. Rotate the tie rod end the number of turns recorded during removal. Connect the tie rod ends to the steering knuckles. Position the tie rod ends on the steering knuckles. Install the castellated nuts. Install the new cotter pins. Tighten the jam nut. 8. To install the radiator air deflector, position the radiator air deflector and install the bolts. 9. To install the front wheel and tire assemblies, position the front wheel and tire assemblies. Install the lug nuts and lower the vehicle. Tighten the lug nuts. See TORQUE SPECIFICATIONS table. Install the center caps. 10. Install the engine cooling fan. To install, reverse removal procedure. NOTE:

When the battery is disconnected and reconnected, some abnormal drive symptoms may occur while the vehicle relearns its adaptive strategy. The vehicle may need to be driven 10 miles or more to relearn the strategy.

11. Connect the battery ground cable. 12. Fill the power steering system with Motorcraft MERCON(R) ATF meeting Ford specification MERCON (R). Perform air purge with external source; refer to the procedure in this section. See HYDRAULIC SYSTEM BLEEDING under LUBRICATION. Helpmelearn February-12-08 8:15:18 PM

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1997 Ford Explorer 1996-97 STEERING Power Rack & Pinion - Explorer & Mountaineer

13. If equipped with air suspension, reactivate the system by turning on the air suspension switch. Align the vehicle. See appropriate WHEEL ALIGNMENT article under SUSPENSION. Removal (1997 - 5.0L)

CAUTION: Do not use heat to loosen a seized lug nut. Heat can damage the wheel and the wheel bearings. 1. Remove the center cap from the front wheel and tire assemblies. With the weight of the vehicle on the tires, loosen, but do not remove, the lug nuts. 2. The fan shroud cannot be removed without removing the fan blade. Use Fan Clutch Wrench (T96T-6312A) and Fan Hub Wrench (T96T-6312-B). Wrench to loosen and remove the fan blade. Remove the fan shroud bolts. Lift the fan shroud out of the lower retaining clips. Lift the fan shroud and the fan blade and clutch assembly together and remove from vehicle. Disconnect the battery ground cable. WARNING: The electrical power to the air suspension system must be shut off prior to hoisting, jacking or towing an air suspension vehicle. This can be accomplished by turning off the air suspension switch located in the rear jack storage area. Failure to do so may result in unexpected inflation or deflation of the air springs which may result in shifting of the vehicle during these operations. 3. Raise and support the vehicle. Remove the lug nuts. Remove the front wheel and tire assemblies. Remove the inner fender rubber flaps. 4. Remove the top motor mount nuts. Remove the radiator air deflector to frame bolts and the radiator air deflector. Drain the engine coolant from the radiator. 5. Loosen the jam nuts on the tie rod ends. Remove and discard the cotter pins. Remove the castellated nuts. Separate the tie rod ends from the steering knuckles. Remove the left tie rod end. Count and record the number of turns required to remove the left tie rod end. 6. Remove the front stabilizer bar link nut. Remove the front stabilizer bar link bolt. Remove the front stabilizer bar spacer. Repeat for the other side. Remove the four (two each side) stabilizer bar bracket bolts. Remove the stabilizer bar. 7. Remove the oil filter. Disconnect the lower radiator hose from the oil cooler. Remove the oil cooler bolt and the oil cooler bolt "O" ring. Remove the oil cooler and the oil cooler "O" ring. Disconnect the oil cooler from the water inlet hose. Clean and inspect the surfaces of the cylinder block and the oil cooler. 8. Raise the engine. Position a block of wood between a screw jack and the bottom of the oil pan to avoid damaging the oil pan while raising the engine. 9. Disconnect the power steering return line hose at the power steering fluid cooler. Drain the power steering fluid from the system. Remove the power steering fluid cooler to crossmember nuts. Disconnect the power steering return hose at the power steering fluid cooler and allow the fluid to drain. Remove the power steering fluid cooler. 10. Unscrew the nut and remove the power steering pressure hose. Unscrew the nut and remove the power steering return hose. Helpmelearn February-12-08 8:15:18 PM

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1997 Ford Explorer 1996-97 STEERING Power Rack & Pinion - Explorer & Mountaineer

CAUTION: Do not rotate the steering wheel when the lower steering column shaft is disconnected or damage to the air bag sliding contact will result. 11. Remove the lower steering column pinch bolt and disconnect the intermediate shaft from the steering gear input shaft. CAUTION: Hold the tops of the steering gear to crossmember stud bolts to avoid damaging the steering gear fluid transfer tube. 12. Remove the steering gear to crossmember stud bolts and nuts. Remove the steering gear to crossmember insulator bushings. 13. Rotate the steering gear control valve housing toward the front of the vehicle. Remove the pressure valve. Turn the steering gear input shaft to the right side until the stop is reached. Move the steering gear as far to the right side of the vehicle as possible. Move the left front wheel spindle tie rod forward to clear the crossmember and turn the steering gear input shaft to the left side until the stop is reached. Remove the steering gear from the vehicle. Installation

1. Make sure the steering gear control valve housing is turned toward the front of the vehicle. Install the steering gear into the right opening of the crossmember. Turn the steering gear input shaft to the right side until the stop is reached. Move the steering gear as far to the right side of the vehicle as possible. Move the left front wheel spindle tie rod into the opening in the crossmember and move the steering gear into position. 2. Rotate the steering gear control valve housing toward the rear of the vehicle. Make sure the small hole is up. Install the pressure valve. Install the steering gear to crossmember insulator bushings. 3. Hold the tops of the steering gear to crossmember studs to avoid damaging the steering gear air transfer tube. Install the steering gear to crossmember stud bolts and nuts. CAUTION: Do not rotate the steering wheel when the lower steering column shaft is disconnected or damage to the clock spring will result. 4. Connect the intermediate shaft to the steering gear input shaft and install the lower steering column pinch bolt. 5. Replace the Teflon(R) seals on the power steering return line tube nut and on the power steering pressure line tube nut. Install the power steering return hose and tighten the tube nut. Install the power steering pressure hose and tighten the tube nut. 6. Connect the power steering return hose to the power steering fluid cooler. Position the power steering fluid cooler and install the power steering fluid cooler to crossmember nuts. Connect the power steering return line hose to the power steering fluid cooler. Lower the engine. 7. Connect the oil cooler to the water inlet hose. Position the oil cooler "O" ring and install the oil cooler. Be sure to position the oil cooler bolt "O" ring into the groove on the oil cooler. Failure to properly position the "O" ring may crush the "O" ring and cause an engine oil leak. Coat the "O" ring with petroleum jelly Helpmelearn February-12-08 8:15:18 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 STEERING Power Rack & Pinion - Explorer & Mountaineer

8. 9.

10. 11.

to hold the "O" ring in place during oil cooler bolt installation. Install the oil cooler bolt and oil cooler bolt "O" ring. Tighten the oil cooler bolt. Connect the lower radiator hose to the oil cooler. Install the oil bypass filter. Coat oil filter gasket with motor oil. Install the front stabilizer bar. To install, reverse removal procedure. Install the tie rod end. Rotate the tie rod end the number of turns recorded during removal. Connect the tie rod ends to the steering knuckles. Position the tie rod ends to the steering knuckles. Install the castellated nuts. Install the new cotter pins. Tighten the jam nuts. Install the radiator air deflector. Install the top engine mount nuts. Install the inner fender splash shields. Install the front wheel and tire assemblies. Position the front wheel and tire assemblies. Install the lug nuts and lower the vehicle. Tighten the lug nuts. Install the center caps. Install the engine cooling fan. To install, reverse removal procedure. NOTE:

12. Connect the battery ground cable. 13. Fill the power steering system with Motorcraft MERCON(R) ATF. Perform air purge with external source. See HYDRAULIC SYSTEM BLEEDING under LUBRICATION. If equipped with air suspension, reactivate the system by turning on the air suspension switch. 14. Refill and bleed the engine cooling system. Start the engine and run for two minutes. Stop the engine and allow the oil to drain back into the pan. Check the oil level and add as required. The oil level should read between the MIN and MAX lines. Align the vehicle. See appropriate WHEEL ALIGNMENT article under SUSPENSION.

OVERHAUL POWER STEERING PUMP Overhaul of power steering pump is not recommended by manufacturer. POWER RACK & PINION STEERING GEAR Overhaul of steering gear is not recommended by manufacturer. Internal steering gear parts are not available from manufacturer.

TORQUE SPECIFICATIONS TORQUE SPECIFICATIONS Application Castle Nut Cooler Nuts Engine Mount Bolt (5.0L)

Ft. Lbs (N.m) 56-76 (77-103) 50-68 (68-92) 95-125 (129-170)

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1997 Ford Explorer 1996-97 STEERING Power Rack & Pinion - Explorer & Mountaineer

High Pressure Hose Connection 4.0L 4.0L SOHC & 5.0L Hose Connection Bolt Inner Tie Rod Socket Intermediate Shaft Pinch Bolt Jam Nut Junction Block/High Pressure Line Lug Nuts Pump Housing Bolt Pump Pulley Nut Radiator Air Deflector Bolt Steering Rack Mounting Bolt Tie Rod Adjusting Nut

30-40 (41-54) 40-54 (53-73) 51-58 (69-78) 81-95 (110-130) 30-41 (41-56) 150-68 (68-92) 11-18 (15-25) 100 (135) 11-15 (15-20) 15-20 (21-28) 18-22 (25-30) 94-127 (128-172) 50-68 (68-92) INCH Lbs. (N.m) 18-26 (3-4) 62-89 (7-10)

Fluid Line Mount Bolts Reservoir Mount Bolt

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1997 Ford Explorer STEERING COLUMN 1996-97 STEERING Ford Motor Co. - Steering Column - Except Stripped Chassis

STEERING COLUMN 1996-97 STEERING Ford Motor Co. - Steering Column - Except Stripped Chassis

DESCRIPTION All steering columns are energy-absorbing and collapse upon frontal impact. Vehicles are equipped with tilt steering wheels and air bags. A multifunction switch operates wiper/washer, turn signal/hazard and horn/dimmer. Multifunction and ignition switches are mounted on steering column. WARNING: On models with Supplemental Restraint System (SRS), observe following precautions. Before any repairs are performed, disconnect and shield negative battery cable. Disconnect SRS connector at control unit. Use caution when working around steering column (air bag could deploy).

AIR BAG SERVICE PRECAUTIONS Observe following precautions when working with air bag systems. z

z z

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 (10 minutes for Villager) after positive battery cable is disconnected. Servicing SRS before deployment charge is depleted 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 the 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 deposits 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 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.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer STEERING COLUMN 1996-97 STEERING Ford Motor Co. - Steering Column - Except Stripped Chassis

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 deployment charge is depleted may cause accidental air bag deployment and possible personal injury. NOTE:

Use following disabling procedure 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 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.

COMPUTER RELEARN PROCEDURES - 1996 COMPUTER RELEARN PROCEDURES - 1997

STEERING WHEEL & AIR BAG Removal & Installation

1. Set front wheels in straight-ahead position. Disconnect and shield negative battery cable then disconnect positive cable. Wait at least one minute to deplete charge in air bag back-up power supply. Remove air bag module-to-steering wheel retaining fasteners. 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-tosteering shaft position for installation reference. Remove bolt and use Steering Wheel Remover (T67L3600-A) to remove steering wheel. 3. To install, reverse removal procedure. Ensure all wiring is routed properly. Tighten steering wheel retaining bolt and air bag retaining nuts to specification. See TORQUE SPECIFICATIONS . STEERING WHEEL & HORN PAD Removal & Installation Helpmelearn February-12-08 8:16:43 PM

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1997 Ford Explorer STEERING COLUMN 1996-97 STEERING Ford Motor Co. - Steering Column - Except Stripped Chassis

1. Set front wheels in straight-ahead position. Disconnect negative battery cable. 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 Removal & Installation

Disconnect negative battery 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 negative battery cable. Ensure gear selector is in Park (A/T models). On Pickup, remove steering wheel and steering column shrouds. Disconnect key warning switch electrical connector. 2. Using key, turn lock cylinder to RUN position. Using a 1/8" (3.17 mm) diameter pin or punch, depress retaining pin located in lock cylinder housing, and pull out lock cylinder. See Fig. 1 . Installation

1. 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 and lock cylinder is fully engaged in housing. 2. Using key, turn lock cylinder to OFF position. To complete installation, reverse removal procedure. Check lock cylinder and ignition switch functions. Ensure column locks when switch is in LOCK position.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer STEERING COLUMN 1996-97 STEERING Ford Motor Co. - Steering Column - Except Stripped Chassis

Fig. 1: Removing Ignition Lock Cylinder Courtesy of FORD MOTOR CO. 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 under REMOVAL & INSTALLATION or STEERING WHEEL & HORN PAD . 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 hammer, strike chisel with sharp blows to break cap away from lock cylinder. On all models, use 3/8" (9.52 mm) drill bit to 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 Helpmelearn February-12-08 8:16:44 PM

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1997 Ford Explorer STEERING COLUMN 1996-97 STEERING Ford Motor Co. - Steering Column - Except Stripped Chassis

position. IGNITION SWITCH Removal

Disconnect negative battery cable. Using key, turn ignition lock to RUN position. Remove 2 ignition switch retaining screws. Disconnect ignition switch electrical connector, and remove ignition switch from steering column. Installation

Ensure ignition lock is in RUN position. Slot in actuator housing should be aligned with mark on steering column casting. Align pin on ignition switch with slot in actuator housing. Connect ignition switch electrical connector, and tighten retaining screws to specification. See TORQUE SPECIFICATIONS . To complete installation, reverse removal procedure. STEERING COLUMN Removal

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 under REMOVAL & INSTALLATION or STEERING WHEEL & HORN PAD . 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 upper steering column shroud from column. 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 6 instrument panel lower reinforcement brace 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 pinch bolt from intermediate shaft "U" joint. 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. Installation

To install, reverse removal procedure. Tighten all nuts and bolts to specifications. See TORQUE SPECIFICATIONS . Helpmelearn February-12-08 8:16:44 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer STEERING COLUMN 1996-97 STEERING Ford Motor Co. - Steering Column - Except Stripped Chassis

OVERHAUL When overhauling steering columns, refer to exploded view illustrations. See Fig. 2 .

Fig. 2: Exploded View Of Steering Column With Air Bag Courtesy of FORD MOTOR CO.

TORQUE SPECIFICATIONS TORQUE SPECIFICATIONS Application Intermediate Shaft-To-Steering Column Shaft Bolt Steering Column-To-Support Bracket Retaining Nuts

Ft. Lbs. (N.m) 30-42 (41-57) 10-14 (14-19)

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1997 Ford Explorer STEERING COLUMN 1996-97 STEERING Ford Motor Co. - Steering Column - Except Stripped Chassis

Steering Wheel Retaining Bolt Ignition Switch Retaining Screws Multifunction Switch Screws PRND21 Cable Retaining Screw

23-33 (31-45) 47-64 (5.3-7.2) 18-26 (2-3) 60-96 (7-11)

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1997 Ford Explorer DRIVE AXLE - 4WD STEERING KNUCKLES 1996-97 Drive Axles - 4WD Steering Knuckles

DRIVE AXLE - 4WD STEERING KNUCKLES 1996-97 Drive Axles - 4WD Steering Knuckles

MODEL IDENTIFICATION MODEL IDENTIFICATION Series (1) "U" (1) Vehicle series is fifth character of VIN.

Model Explorer & Mountaineer

DESCRIPTION Steering knuckles are attached to upper and lower control arms or ball joints allowing steering knuckles to pivot. Tie rod ends attach to arms of knuckle for steering.

REMOVAL & INSTALLATION Removal & Installation

1. Measure vehicle ride height. Raise and support vehicle. Remove front wheels. Remove front brake caliper and secure aside. Remove brake rotor and dust shield. Remove front wheel hub nut. Remove front brake anti-lock sensor connector and secure aside. Remove torsion bar cover plate. Measure and record length of torsion bar adjuster bolt for reassembly. Relieve torsion bar tension. CAUTION: Half shaft hub nut and washer assembly is a torque prevailing design and cannot be reused, discard upon removal. NEW hub nut and washer must used during installation. 2. Remove pinch bolt from upper ball joint. Remove tie rod end from steering knuckle. Remove lower ball joint castle nut. Separate steering knuckle from lower ball joint and remove from vehicle. Support axle shaft with wire with knuckle removed. To install, reverse removal procedures. See TORQUE SPECIFICATIONS . Measure vehicle ride height and adjust as necessary. CAUTION: If proper tightening sequence is not followed, excessive steering knuckle turning effort may result. See TORQUE SPECIFICATIONS. When aligning ball joint nut to install cotter pin, always tighten nut to align. Never loosen nut to align cotter pin hole.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer DRIVE AXLE - 4WD STEERING KNUCKLES 1996-97 Drive Axles - 4WD Steering Knuckles

Fig. 1: Exploded View Of Ball Joint-Type Steering Knuckle Courtesy of FORD MOTOR CO.

TORQUE SPECIFICATIONS TORQUE SPECIFICATIONS Application Lower Ball Joint Upper Pinch Bolt Tie Rod End

Ft. Lbs. (N.m) 83-112 (113-152) 30-41 (40-56) 57-76 (77-103) 157-213 (212-289)

Front Axle Hub Nut (1) Wheel Lug Nut 74-96 (100-130) (1) Use NEW hub nut & washer. Half shaft hub nut & washer is a torque prevailing design and cannot be reused.

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1997 Ford Explorer 1996-97 SUSPENSION Front - Explorer & Mountaineer 2WD

1996-97 SUSPENSION Front - Explorer & Mountaineer 2WD

DESCRIPTION Front suspension is torsion bar, short and long arm type. Suspension consists of torsion bars, upper and lower control arms with integral ball joints and bushings, adjustment cams, shock absorbers, spindles and stabilizer bar. See Fig. 1 .

Fig. 1: Exploded View Of Front Suspension Courtesy of FORD MOTOR CO.

ADJUSTMENTS & INSPECTION WHEEL ALIGNMENT NOTE:

See SPECIFICATIONS & PROCEDURES article in WHEEL ALIGNMENT.

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Page 1

1997 Ford Explorer 1996-97 SUSPENSION Front - Explorer & Mountaineer 2WD

WHEEL BEARING ADJUSTMENT 1. Turn off air suspension switch (if equipped). 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. Bearing end play should be .0002-.005" (.006-.127 mm). Maximum break-away torque required to turn hub should be 25 INCH lbs. (2.82 N.m). 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. RIDING HEIGHT NOTE:

See SPECIFICATIONS & PROCEDURES article in WHEEL ALIGNMENT.

BALL JOINT CHECKING Lower & Upper Ball Joint

Before inspecting ball joints, ensure wheel bearings are adjusted properly. See WHEEL BEARING ADJUSTMENT . Turn off air suspension switch (if equipped). Raise and support vehicle under axle. Move lower edge of tire in and out while watching lower spindle arm and lower control arm. If movement exceeds 1/32" (.8 mm), replace lower control arm assembly. To check upper ball joint, move upper edge of tire in and out. If movement between upper spindle arm and upper control arm exceeds 1/32" (.8 mm), replace upper control arm assembly.

REMOVAL & INSTALLATION HUB/ROTOR & WHEEL BEARINGS Removal

1. Turn off air suspension switch (if equipped). Raise and support vehicle. Remove wheel and tire assembly. Remove brake caliper, and wire to underbody. Remove grease cap from hub/rotor. Remove cotter pin, retainer, adjusting nut and washer from spindle. Remove outer wheel bearing. Remove hub/rotor from Helpmelearn February-12-08 8:19:52 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 SUSPENSION Front - Explorer & Mountaineer 2WD

spindle. Remove grease seal from hub/rotor. 2. Remove bearing cone and roller from hub/rotor. Clean and inspect inner and outer bearing cups for scratches, pits, excessive wear or damage. If inner or outer bearing cups are worn or damaged, use Front Hub Remover/Replacer (T81P-1104-C) and Bearing Cup Puller (T77F-1102-A) to remove bearing cups. Installation

1. Clean grease and dirt from components. If inner and outer bearing cups were removed, install bearing cups using Driver Handle (T80T-4000-W) and Bearing Cup Replacer (T73T-1202-A). Ensure cups are fully seated against step in hub. Pack bearing cone and roller assembly with Premium Long Life Grease (XG-1-C or K). 2. Place bearing cone and roller assembly into inner bearing cup. Apply grease between lips of new grease seal. Install seal using Hub Seal Replacer (T83T-1175-B) and driver handle. Install hub/rotor onto spindle. Install wheel bearing, washer and adjusting nut. 3. Adjust wheel bearings. See WHEEL BEARING ADJUSTMENT under ADJUSTMENTS & INSPECTION. Install retainer, NEW cotter pin and grease cap. 4. To complete installation, reverse removal procedure. Tighten remaining bolts and nuts to specification. See TORQUE SPECIFICATIONS table. Before driving vehicle, pump brake pedal several times to restore normal pedal position. SPINDLE Removal

NOTE:

Anytime the steering linkage must be disconnected from the spindle, center the steering wheel and linkage.

1. Place steering wheel and steering system in the centered position. Turn off air suspension switch (if equipped). Raise vehicle on hoist. Remove wheel and tire assembly. Remove brake caliper and brake rotor shield from spindle. Remove cotter pin and tie rod end-to-spindle nut. Separate tie rod end from spindle using Pitman Arm Puller (T64P-3590-F). 2. Unload torsion bar tension using Torsion Bar Unloader (T95T-5310-A). Support lower control arm with floor jack. Remove cotter pin and loosen spindle-to-lower ball joint nut. Using pitman arm puller, separate lower ball joint from spindle. Remove puller and spindle-to-lower ball joint nut. Raise floor jack until lower ball joint is separated from spindle. 3. Remove upper ball joint-to-spindle pinch bolt. Remove spindle from vehicle. Inspect upper and lower ball joints and seals for damage. Upper and lower ball joints are an integral part of upper and lower control arm assemblies. Installation

1. Position spindle onto upper and lower ball joints. Install upper ball joint-to-spindle pinch bolt and tighten to specification. See TORQUE SPECIFICATIONS table. Install lower ball joint nut and tighten to specification. Install NEW cotter pin. Connect tie rod end-to-spindle. Install tie rod end-to-spindle nut and tighten to specification. Helpmelearn February-12-08 8:19:53 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 SUSPENSION Front - Explorer & Mountaineer 2WD

2. Install brake rotor shield, hub/rotor and brake caliper. Install wheel and tire assembly. Tighten lug nuts to specification. Lower vehicle. Remove torsion bar unloader. Check and set ride height. See SPECIFICATIONS & PROCEDURES article in WHEEL ALIGNMENT. LOWER CONTROL ARM, BALL JOINT & BUSHINGS NOTE:

Lower ball joints and bushings are an integral part of the lower control arm, and are replaced only as an assembly.

Removal

1. Place steering wheel and steering system in the centered position. Turn off air suspension switch (if equipped). Raise vehicle on hoist. Remove wheel and tire assembly. Disconnect stabilizer bar link from lower control arm. See Fig. 2 . Support lower control arm. Remove 2 shock absorber-to-lower control arm nuts. Remove shock absorber upper retaining nut, washer and insulator. Compress shock absorber, and remove from vehicle. 2. Place safety stands under jacking pads, and lower hoist while maintaining working room. Remove torsion bar. See TORSION BAR . Loosen front and rear lower control arm pivot bolts. Remove cotter pin and loosen, but DO NOT remove, lower ball joint-to-spindle nut. Using Pitman Arm Puller (T64P-3590-F), loosen lower ball joint in spindle. 3. Remove puller and lower ball joint-to-spindle nut. Raise lower control arm and separate lower ball joint from spindle. Remove front and rear lower control arm pivot bolts, and remove lower control arm from vehicle. Inspect lower ball joints and boot seals. Replace lower control arm assembly to service ball joints and bushings (if necessary). Installation

1. Position lower control arm in crossmember, and install pivot bolts. Install nuts on pivot bolts, and tighten until snug. Install torsion bar. See TORSION BAR . Raise lower control arm to position lower ball joint into spindle. Install lower ball joint-to-spindle nut and tighten to specification. See TORQUE SPECIFICATIONS table. Install NEW cotter pin. 2. Place shock absorber into position. Install insulator, washer and nut onto stud. Tighten nut to specification. Install 2 lower shock absorber retaining nuts, and tighten to specification. Install wheel and tire assembly. Lower vehicle to normal ride height. 3. Connect stabilizer bar link-to-lower control arm, and tighten nut to specification. Tighten lower control arm pivot bolts to specification. Check wheel alignment and adjust ride height. See SPECIFICATIONS & PROCEDURES article in WHEEL ALIGNMENT.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 SUSPENSION Front - Explorer & Mountaineer 2WD

Fig. 2: Exploded View Of Lower Control Arm Courtesy of FORD MOTOR CO. STABILIZER BAR Removal

Turn off air suspension switch (if equipped). Raise and support vehicle. Remove nut, washer and bushings attaching stabilizer bar links-to-lower control arms. Separate stabilizer bar links from lower control arms. Remove stabilizer bar mounting bracket bolts. Remove stabilizer bar. Remove and replace stabilizer bar insulators (if necessary). Installation

To install, reverse removal procedure. Lower vehicle to normal ride height before tightening stabilizer bar linkto-lower control arm nuts. Tighten bolts and nuts to specification. See TORQUE SPECIFICATIONS table. SHOCK ABSORBER Removal

Turn off air suspension switch (if equipped). Raise and support vehicle. Support lower control arm. Remove upper shock nut, washer and insulator. Remove 2 lower shock retaining nuts. Compress shock and remove shock from vehicle. Helpmelearn February-12-08 8:19:53 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 SUSPENSION Front - Explorer & Mountaineer 2WD

Installation

To install, reverse removal procedure. Inspect upper nut, washer and insulator for damage and/or wear. Replace if necessary. Tighten retaining nuts to specification. See TORQUE SPECIFICATIONS table. TORSION BAR Removal

1. Turn off air suspension switch (if equipped). Raise vehicle on hoist. Remove bolts attaching torsion bar protector-to-frame. See Fig. 3 . Remove bolt from torsion bar nut, noting number of turns required to remove bolt for installation. 2. Using Torsion Bar Unloader (T95T-5310-A), raise torsion bar adjuster. Remove torsion bar nut, and lower torsion bar adjuster. Slide torsion bar forward, and remove torsion bar adjuster. Remove torsion bar from vehicle. Installation

1. Slide torsion bar into lower control arm. Position torsion bar adjuster, and slide torsion bar into torsion bar adjuster. Raise adjuster using torsion bar unloader. Install torsion bar nut. Lubricate tip of torsion bar adjusting bolt. Install torsion bar adjusting bolt. 2. Tighten torsion bar adjusting bolt same number of turns recorded during removal. Tighten bolt an additional 2 turns. Install torsion bar protector and tighten bolts to specification. See TORQUE SPECIFICATIONS table. Lower vehicle and check ride height. See SPECIFICATIONS & PROCEDURES article in WHEEL ALIGNMENT.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 SUSPENSION Front - Explorer & Mountaineer 2WD

Fig. 3: Exploded View Of Torsion Bar Adjuster Courtesy of FORD MOTOR CO. UPPER CONTROL ARM, BALL JOINT & BUSHINGS NOTE:

Upper ball joints and bushings are an integral part of the upper control arm, and are replaced only as an assembly.

Removal

1. Place steering wheel and steering system in the centered position. Turn off air suspension switch (if equipped). Raise vehicle on hoist, and support lower control arm. Remove wheel and tire assembly. Secure spindle from tilting, and remove upper ball joint-to-spindle pinch bolt. Separate upper ball joint from spindle. 2. For removal of left upper control arm, remove nuts and cam bolts attaching upper control arm-to-frame, and remove upper control arm. See Fig. 4 . 3. Right upper control arm is a 2-piece design. Remove 2 nuts attaching right upper ball joint assembly-toadjusting arm, and remove right upper ball joint. Remove adjusting arm cam bolts, and remove adjusting arm. Helpmelearn February-12-08 8:19:53 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 SUSPENSION Front - Explorer & Mountaineer 2WD

Installation

1. To install right upper control arm, position adjusting arm into frame. Install adjusting arm cam bolts, and tighten to specification. See TORQUE SPECIFICATIONS table. Install ball joint assembly onto adjusting arm, and tighten nuts to specification. Position upper ball joint into spindle. Install upper ball joint-to-spindle pinch bolt, and tighten to specification. 2. To install left upper control arm, position upper control arm into frame. Install upper control arm cam bolts, and tighten to specification. Connect upper control arm ball joint to spindle. Install upper ball jointto-spindle pinch bolt, and tighten to specification. 3. Remove jackstand from under lower control arm. Install wheel and tire assembly. Lower vehicle and check wheel alignment. See SPECIFICATIONS & PROCEDURES article in WHEEL ALIGNMENT.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 SUSPENSION Front - Explorer & Mountaineer 2WD

Fig. 4: Left & Right Upper Control Arm Assemblies Courtesy of FORD MOTOR CO.

TORQUE SPECIFICATIONS Helpmelearn February-12-08 8:19:53 PM

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1997 Ford Explorer 1996-97 SUSPENSION Front - Explorer & Mountaineer 2WD

TORQUE SPECIFICATIONS Application Jounce Bumper Bolt Lower Ball Joint-To-Spindle Nut Lower Control Arm Pivot Bolts Lower Shock Absorber Nut Right Adjusting Arm Cam Bolts Stabilizer Bar Link-To-Lower Control Arm Nut Stabilizer Bar Mounting Bracket Bolts Tie Rod End-To-Spindle Nut Torsion Bar Protector Bolts Upper Ball Joint-To-Adjusting Arm Nut Upper Ball Joint-To-Spindle Pinch Bolt Upper Control Arm Cam Bolts Upper Shock Absorber Nut Wheel Lug Nuts

Ft. Lbs. (N.m) 14-19 (19-26) 83-113 (112-153) 111-148 (150-201) 39-53 (53-72) 83-113 (112-153) 10-13 (14-18) 65-87 (88-118) 57-77 (77-104) 25-34 (34-46) 95-128 (129-173) 30-40 (41-54) 83-113 (112-153) 15-21 (20-28) (1)

100 (136) (1) Failure to retighten wheel lug nuts at 500 miles after installation may result in wheel coming loose and loss of vehicle control.

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1997 Ford Explorer 1996-97 SUSPENSION Front - 4WD Torsion Bar - Explorer & Mountaineer

1996-97 SUSPENSION Front - 4WD Torsion Bar - Explorer & Mountaineer

DESCRIPTION Torsion bar suspension consists of torsion bars, upper and lower control arms with integral ball joints and bushings, adjusting cams, shock absorbers, wheel hubs, knuckles and stabilizer bar. See Fig. 1 .

Fig. 1: Identifying Front Suspension Components Courtesy of FORD MOTOR CO. NOTE:

For information on 4WD drive axles, see appropriate article in DRIVE AXLES.

ADJUSTMENTS & INSPECTION WHEEL ALIGNMENT NOTE:

See SPECIFICATIONS & PROCEDURES article in WHEEL ALIGNMENT.

WHEEL BEARINGS Helpmelearn February-12-08 8:20:34 8:20:31 PM

Page 1

1997 Ford Explorer 1996-97 SUSPENSION Front - 4WD Torsion Bar - Explorer & Mountaineer

Turn off air suspension switch (if equipped). Switch is located behind right rear quarter panel. Raise and support front of vehicle. Remove wheels. Reinstall 3 lug nuts to secure rotor to hub. Check hub nut for correct torque. See TORQUE SPECIFICATIONS table. Using a dial indicator, measure axial end play at hub. Maximum axial end play is .003" (.08 mm). If reading exceeds specification, replace wheel bearing assembly. RIDING HEIGHT NOTE:

See SPECIFICATIONS & PROCEDURES article in WHEEL ALIGNMENT.

BALL JOINT CHECKING Turn off air suspension switch (if equipped). Switch is located behind right rear quarter panel. Raise and support vehicle. Ensure wheel bearings are properly adjusted. See WHEEL BEARINGS . Hold wheel and move it in and out while watching knuckle and lower control arm. Knuckle movement must not exceed 1/32" (.80 mm) at upper or lower control arms. Replace ball joints if worn beyond limit.

REMOVAL & INSTALLATION WHEEL HUB & BEARINGS Removal

1. Turn off air suspension switch (if equipped). Switch is located behind right rear quarter panel. Raise and support vehicle. Remove wheel assembly. Remove hub nut and washer. Remove brake caliper and brake caliper bracket assembly. Remove brake rotor retaining screw (if equipped), and remove brake rotor. Remove 3 brake rotor shield retaining bolts, and remove brake rotor shield. Remove ABS sensor retaining bolt, and disconnect sensor. Reinstall rotor (without screw). 2. Using Puller (T81P-1104-C), Metric Stud Adapter (T83P-1104-BH), Stud Adapter (T86P-1104-A1), Hub Remover Adapter (T81P-1104-A), separate axle shaft from wheel hub. See Fig. 2 . Remove brake rotor. Remove 3 wheel hub retaining bolts, and remove wheel hub and bearing assembly.

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1997 Ford Explorer 1996-97 SUSPENSION Front - 4WD Torsion Bar - Explorer & Mountaineer

Fig. 2: Removing Axle Shaft From Hub Assembly Courtesy of FORD MOTOR CO. Installation

1. Connect ABS sensor to wheel hub and position wheel hub assembly onto axle shaft and knuckle. Install hub retaining bolts and tighten to specification. See TORQUE SPECIFICATIONS table. Install washer and hub nut, and tighten to specification. 2. Install ABS sensor bolt and tighten to specification. Install brake rotor shield and tighten bolts to specification. Install rotor. Install brake caliper and brake caliper bracket assembly. Tighten bolts to specification. Install wheel and lower vehicle. WHEEL KNUCKLE Removal Helpmelearn February-12-08 8:20:31 PM

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1997 Ford Explorer 1996-97 SUSPENSION Front - 4WD Torsion Bar - Explorer & Mountaineer

NOTE:

Before disconnecting steering linkage from knuckle, always place steering system in the centered position.

1. Place steering wheel and steering system in the centered position. Turn off air suspension switch (if equipped). Switch is located behind right rear quarter panel. Raise and support vehicle. Remove wheel assembly. Remove brake caliper and brake caliper mounting bracket. Remove brake rotor retaining screw, and remove brake rotor. 2. Remove 3 brake rotor shield retaining bolts, and remove brake rotor shield. Remove ABS sensor retaining bolt, and disconnect sensor. Remove hub nut and washer. Remove cotter pin and nut attaching tie rod end-to-knuckle. Using Pitman Arm Puller (T64P-3590-F), separate tie rod end from knuckle. 3. Unload torsion bar using Torsion Bar Unloader (T95T-5310-A) and Torsion Bar Unloader Adapter (T96T-5310-A1). Support lower control arm with jack. Remove lower ball joint cotter pin, and loosen lower ball joint nut. Use pitman arm puller to loosen lower ball joint from knuckle. Remove puller and lower ball joint nut. Raise lower control arm and separate from lower ball joint. Reinstall rotor (without screw). 4. Using Puller (T81P-1104-C), Metric Stud Adapter (T83P-1104-BH), Stud Adapter (T86P-1104-A1), Hub Remover Adapter (T81P-1104-A), separate axle shaft from wheel hub. See Fig. 2 . Remove brake rotor. Remove upper ball joint pinch bolt. Remove knuckle and hub assembly. Remove hub from knuckle (if necessary). 5. Inspect upper and lower ball joints. Replace worn or damaged components as necessary. Upper and lower ball joints are an integral part of control arms, and must be replaced as an assembly. Installation Installation

1. Install wheel hub onto knuckle (if removed). Tighten bolts to specification. See TORQUE SPECIFICATIONS table. Align axle shaft with knuckle and hub assembly, and position knuckle and hub assembly onto upper ball joint stud. Install upper ball joint pinch bolt and tighten to specification. 2. Connect lower ball joint to knuckle. Ensure lower ball joint is seated into knuckle. Install lower ball joint nut, and tighten to specification. Install NEW cotter pin. Connect tie rod end to knuckle arm. Ensure tie rod end is seated in knuckle arm to prevent turning while tightening. 3. Install tie rod end nut, and tighten to specification. Install NEW cotter pin. Install ABS sensor, and tighten bolt to specification. Install washer and hub nut, and tighten to specification. Install brake rotor shield, and tighten bolts to specification. Install brake rotor. 4. Install brake caliper and brake caliper bracket assembly. Tighten bolts to specification. Remove torsion bar unloader. Check and set ride height. See SPECIFICATIONS & PROCEDURES article in WHEEL ALIGNMENT. Install wheel and lower vehicle. SHOCK ABSORBERS Removal (Automatic Ride Control)

1. Place vehicle in 2-wheel drive. Turn off automatic ride control switch. Switch is located behind right rear quarter panel. Raise and support vehicle. Support lower control arm with jack. Disconnect automatic ride control electrical connector, and pry harness retainers from frame. Disconnect air line from shock absorber by pushing in on plastic ring, while pulling out on air line. Helpmelearn February-12-08 8:20:31 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 SUSPENSION Front - 4WD Torsion Bar - Explorer & Mountaineer

2. If removing left shock absorber, release spring clip, and disconnect height sensor from upper bracket. Remove shock absorber upper nut, washer and bushing. Remove 2 lower shock absorber-to-lower control arm nuts. Compress shock absorber and remove from vehicle. Installation

To install, reverse removal procedure. Tighten nuts to specification. See TORQUE SPECIFICATIONS table. Turn on automatic ride control. Removal (Without Automatic Ride Control)

Raise and support vehicle. Support lower control arm with jack. Remove upper shock absorber nut, washer and bushing. Remove 2 lower shock absorber-to-lower control arm nuts. Compress shock absorber and remove from vehicle. Installation

To install, reverse removal procedure. Tighten nuts to specification. See TORQUE SPECIFICATIONS table. STABILIZER BAR Removal

Turn off air suspension switch (if equipped). Switch is located behind right rear quarter panel. Raise and support vehicle. Remove stabilizer bar-to-stabilizer bar link nut, washer and bushing assembly. Remove stabilizer bar links from lower control arms (if necessary). Remove stabilizer bar-to-frame mounting brackets, and remove stabilizer bar from vehicle. Remove and replace stabilizer bar insulators (if necessary). Installation

To install, reverse removal procedure. Tighten stabilizer bar-to-stabilizer bar links with vehicle lowered to curb height. Tighten nuts to specification. See TORQUE SPECIFICATIONS table. LOWER CONTROL ARM, BALL JOINT & BUSHINGS Removal

NOTE:

Lower ball joints and bushings are an integral part of the lower control arm, and are replaced only as an assembly.

1. Place steering wheel and steering system in the centered position. Turn off air suspension switch (if equipped). Switch is located behind right rear quarter panel. Raise vehicle on hoist. Remove wheel assembly. Disconnect stabilizer link from lower control arm. Remove shock absorber. See SHOCK ABSORBERS . Place jackstands under jacking pads, and lower hoist while maintaining working room. 2. Remove torsion bar. See TORSION BAR . Loosen lower control arm pivot bolts. Remove lower ball joint cotter pin and loosen lower ball joint nut. Using Pitman Arm Puller (T64P-3590-F), loosen lower Helpmelearn February-12-08 8:20:31 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 SUSPENSION Front - 4WD Torsion Bar - Explorer & Mountaineer

ball joint in lower control arm. Remove puller and lower ball joint nut, while supporting lower control arm with jack. 3. Raise lower control arm and separate knuckle from lower control arm. Remove lower control arm pivot bolts, and remove lower control arm from vehicle. Inspect lower ball joint and lower control arm bushings for wear and/or damage. If necessary, replace lower control arm assembly. Installation

1. Position lower control arm into crossmember. Install and snug lower control arm pivot bolts. Install torsion bar. See TORSION BAR . Raise lower control arm and engage lower ball joint into knuckle. Install lower ball joint nut, and tighten to specification. See TORQUE SPECIFICATIONS table. Install NEW cotter pin. Raise vehicle. 2. Install shock absorber. Tighten upper and lower shock absorber nuts to specification. Install wheel assembly, and lower vehicle. Connect stabilizer bar link-to-lower control arm, and tighten nut to specification. Tighten lower control arm pivot bolts to specification. Check and set ride height and wheel alignment. See appropriate SPECIFICATIONS & PROCEDURES article in WHEEL ALIGNMENT. TORSION BAR Removal

1. Turn off air suspension switch (if equipped). Switch is located behind right rear quarter panel. Raise vehicle on hoist. Remove bolts attaching torsion bar protector-to-frame. See Fig. 3 . Remove bolt from torsion bar nut, noting number of turns required to remove bolt for installation. 2. Using Torsion Bar Unloader (T95T-5310-A) and Torsion Bar Unloader Adapter (T96T-5310-A1), raise torsion bar adjuster. Remove torsion bar nut, and lower torsion bar adjuster. Slide torsion bar forward, and remove torsion bar adjuster. Remove torsion bar from vehicle. Installation

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 SUSPENSION Front - 4WD Torsion Bar - Explorer & Mountaineer

Fig. 3: Exploded View Of Torsion Bar Adjuster Courtesy of FORD MOTOR CO. UPPER CONTROL ARM, BALL JOINT & BUSHINGS NOTE:

Upper ball joints and bushings are an integral part of the upper control arm, and are replaced only as an assembly.

Removal

1. Place steering wheel and steering system in the centered position. Turn off air suspension switch (if equipped). Switch is located behind right rear quarter panel. Raise vehicle on hoist, and support lower control arm. Remove wheel and tire assembly. Secure knuckle from tilting, and remove upper ball jointto-knuckle pinch bolt. Separate upper ball joint from knuckle. 2. For removal of left upper control arm, remove nuts and cam bolts attaching upper control arm-to-frame, and remove upper control arm. See Fig. 4 . 3. Right upper control arm is a 2 piece design. Remove 2 nuts attaching right upper ball joint assembly-toadjusting arm, and remove right upper ball joint. Remove adjusting arm cam bolts, and remove adjusting arm. Helpmelearn February-12-08 8:20:31 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 SUSPENSION Front - 4WD Torsion Bar - Explorer & Mountaineer

Installation

1. To install right upper control arm, position adjusting arm into frame. Install adjusting arm cam bolts, and tighten to specification. See TORQUE SPECIFICATIONS table. Install ball joint assembly onto adjusting arm, and tighten nuts to specification. Position upper ball joint into knuckle. Install upper ball joint pinch bolt, and tighten to specification. 2. To install left upper control arm, position upper control arm into frame. Install upper control arm cam bolts, and tighten to specification. Connect upper control arm ball joint-to-knuckle. Install upper ball joint pinch bolt, and tighten to specification. 3. Remove jackstand from under lower control arm. Install wheel and tire assembly. Lower vehicle and check wheel alignment. See SPECIFICATIONS & PROCEDURES article in WHEEL ALIGNMENT.

Helpmelearn February-12-08 8:20:32 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 SUSPENSION Front - 4WD Torsion Bar - Explorer & Mountaineer

Fig. 4: Left & Right Upper Control Arm Assemblies Courtesy of FORD MOTOR CO.

TORQUE SPECIFICATIONS Helpmelearn February-12-08 8:20:32 PM

Page 9

1997 Ford Explorer 1996-97 SUSPENSION Front - 4WD Torsion Bar - Explorer & Mountaineer

TORQUE SPECIFICATIONS Application Brake Caliper Bracket Bolt Hub Nut Hub Retaining Bolts Jounce Bumper Bolt Lower Ball Joint Nut Lower Control Arm Pivot Bolts Lower Shock Absorber Nut With Automatic Ride Control Without Automatic Ride Control Right Adjusting Arm Cam Bolts Stabilizer Bar Bracket Bolts Stabilizer Bar Link-To-Lower Control Arm Nut Tie Rod End-To-Knuckle Nut Torsion Bar Protector Bolts Upper Ball Joint-To-Adjusting Arm Nut Upper Ball Joint-To-Knuckle Pinch Bolt Upper Control Arm Cam Bolts Upper Shock Absorber Nut With Automatic Ride Control Without Automatic Ride Control Wheel Lug Nuts

Ft. Lbs. (N.m) 56-77 (76-104) 157-213 (213-289) 74-96 (100-130) 14-19 (19-26) 83-113 (112-153) 111-148 (150-201) 18-24 (24-33) 39-53 (53-72) 83-113 (112-153) 65-87 (88-118) 10-13 (14-18) 57-77 (77-104) 25-34 (34-46) 95-128 (129-173) 30-40 (41-54) 83-113 (112-153) 25-34 (34-46) 15-21 (20-28) (1)

100 (136) INCH Lbs. (N.m) ABS Sensor Bolt 62-97 (7-11) Brake Rotor Shield bolt 89-124 (10-14) (1) Failure to retighten wheel lug nuts at 500 miles after installation, may result in wheel coming loose and loss of vehicle control.

Helpmelearn February-12-08 8:20:32 PM

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1997 Ford Explorer JACKING & HOISTING (EXCEPT SUPER DUTY) 1997 WHEEL ALIGNMENT Ford Motor Co. - Jacking & Hoisting

JACKING & HOISTING (EXCEPT SUPER DUTY) 1997 WHEEL ALIGNMENT Ford Motor Co. - Jacking & Hoisting

JACKING & HOISTING WARNING: Before lifting vehicle equipped with air suspension system, turn service switch to OFF position. Failure to turn off air suspension system may result in unexpected inflation or deflation of air shocks or springs. FLOOR JACK WARNING: When jacking a vehicle, always set parking brake to prevent vehicle from rolling. On vehicles equipped with a Traction-Lok axle, DO NOT run engine with one wheel off the ground, or vehicle could move. If vehicle is equipped with an under-chassis mounted spare tire, remove wheel or tire carrier before placing vehicle in a high lift position, or chassis may shift suddenly. Floor jack may be positioned as shown. See Fig. 1 -Fig. 7 . Observe the following precautions: z

z z

Before lifting vehicle equipped with air suspension system, turn service switch to OFF position. Air suspension switch is located in right kick panel area. Failure to turn off air suspension system may result in unexpected inflation or deflation of air shocks or springs. 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.

Helpmelearn February-12-08 8:22:08 8:22:05 PM

Page 1

ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer JACKING & HOISTING (EXCEPT SUPER DUTY) 1997 WHEEL ALIGNMENT Ford Motor Co. - Jacking & Hoisting

Fig. 1: Front Jacking Contact Points (Expedition 2WD, F150 & F250 Light Duty) Courtesy of Ford Motor Co.

Helpmelearn February-12-08 8:22:05 PM

Page 2

1997 Ford Explorer JACKING & HOISTING (EXCEPT SUPER DUTY) 1997 WHEEL ALIGNMENT Ford Motor Co. - Jacking & Hoisting

Fig. 2: Front Jacking Contact Points (Expedition 4WD, Explorer, Mountaineer, F150 & F250 Light Duty) Courtesy of Ford Motor Co.

Helpmelearn February-12-08 8:22:05 PM

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1997 Ford Explorer JACKING & HOISTING (EXCEPT SUPER DUTY) 1997 WHEEL ALIGNMENT Ford Motor Co. - Jacking & Hoisting

Fig. 3: Rear Jacking Contact Points (Expedition) Courtesy of Ford Motor Co.

Helpmelearn February-12-08 8:22:05 PM

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1997 Ford Explorer JACKING & HOISTING (EXCEPT SUPER DUTY) 1997 WHEEL ALIGNMENT Ford Motor Co. - Jacking & Hoisting

Fig. 4: Front Jacking Contact Points (F250 Heavy Duty 4WD) Courtesy of Ford Motor Co.

Helpmelearn February-12-08 8:22:05 PM

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1997 Ford Explorer JACKING & HOISTING (EXCEPT SUPER DUTY) 1997 WHEEL ALIGNMENT Ford Motor Co. - Jacking & Hoisting

Fig. 5: Front Jacking Contact Points (F350 Heavy Duty 4WD) Courtesy of Ford Motor Co.

Helpmelearn February-12-08 8:22:05 PM

Page 6

1997 Ford Explorer JACKING & HOISTING (EXCEPT SUPER DUTY) 1997 WHEEL ALIGNMENT Ford Motor Co. - Jacking & Hoisting

Fig. 6: Rear Jacking Contact Points (Explorer, Mountaineer, Ranger, F150, F250 & F350 Heavy Duty) Courtesy of Ford Motor Co.

Helpmelearn February-12-08 8:22:05 PM

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1997 Ford Explorer JACKING & HOISTING (EXCEPT SUPER DUTY) 1997 WHEEL ALIGNMENT Ford Motor Co. - Jacking & Hoisting

Fig. 7: Front Jacking Contact Points (Ranger) Courtesy of Ford Motor Co. FRAME CONTACT HOIST 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. See Fig. 8 or Fig. 9 . 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. Position front adapter pads carefully to ensure maximum support under center of lower suspension arms or spring supports as near wheels as possible. Position rear suspension hoist adapters under spring mounting pads or rear axle housing, away from shock absorber or stabilizer bar mounting brackets. 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.

Helpmelearn February-12-08 8:22:05 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer JACKING & HOISTING (EXCEPT SUPER DUTY) 1997 WHEEL ALIGNMENT Ford Motor Co. - Jacking & Hoisting

Fig. 8: Single Post Hoist Contact Points (Expedition, Explorer & Mountaineer) Courtesy of Ford Motor Co.

Helpmelearn February-12-08 8:22:06 PM

Page 9

1997 Ford Explorer JACKING & HOISTING (EXCEPT SUPER DUTY) 1997 WHEEL ALIGNMENT Ford Motor Co. - Jacking & Hoisting

Fig. 9: Dual Post Hoist Contact Points (Expedition, Explorer & Mountaineer) Courtesy of Ford Motor Co.

Helpmelearn February-12-08 8:22:06 PM

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1997 Ford Explorer RIDING HEIGHT ADJUSTMENT 1997 WHEEL ALIGNMENT Ford Motor Co. - Riding Height Adjustment

RIDING HEIGHT ADJUSTMENT 1997 WHEEL ALIGNMENT Ford Motor Co. - Riding Height Adjustment

RIDING HEIGHT ADJUSTMENT 1. Measure front (dimension "A") and rear (dimension "B") fender lip openings to ground. 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). To adjust riding height, go to next step. 2. On models equipped with Automatic Ride Control (ARC), raise and disconnect air lines at shock absorbers. On all models, bounce vehicle front and rear suspension. Measure and record dimension "A" between lower control arm pivot bolt head and ground. See Fig. 2 . 3. Measure and record dimension "B" between lowest point on steering knuckle and ground. Subtract dimension "B" from dimension "A" to obtain ride height. See RIDE HEIGHT SPECIFICATIONS TABLE. 4. If ride height is not within specified range, adjust torsion bars. Turn torsion bar adjusting bolt clockwise to increase height or counterclockwise to decrease height.

Fig. 1: Measuring Vehicle Side-To-Side Height (Typical) Courtesy of Ford Motor Co. RIDE HEIGHT SPECIFICATIONS Type New Torsion Bars With ARC Without ARC Used Torsion Bars With ARC Without ARC

In. (mm) 3.27-3.50 (83-89) 4.33-4.57 (110-116) 2.67-3.54 (68-90) 3.58-4.37 (91-111)

Helpmelearn February-12-08 8:22:41 8:22:38 PM

Page 1

1997 Ford Explorer RIDING HEIGHT ADJUSTMENT 1997 WHEEL ALIGNMENT Ford Motor Co. - Riding Height Adjustment

Fig. 2: Measuring Riding Height Courtesy of Ford Motor Co.

Helpmelearn February-12-08 8:22:38 PM

Page 2

1997 Ford Explorer 1997-2001 SUSPENSION Rear - Explorer & Mountaineer

1997-2001 SUSPENSION Rear - Explorer & Mountaineer

DESCRIPTION ANTI-WINDUP BAR (5.0L ONLY) The anti-windup bar compensates for rotational torque placed on the rear axle during acceleration and braking by preventing the rear axle and rear spring from twisting (winding up). The anti-windup bar minimizes noise and vibration issues caused by excessive pinion-to-driveshaft angles during acceleration and braking. See Fig. 1. REAR AXLE BUMPERS The rear axle bumpers are used to prevent metal-to-metal contact between the rear axle and the frame. See Fig. 1. REAR SPRINGS Semi-elliptic, leaf-type rear springs are used for the rear suspension. See Fig. 1 . SHOCK ABSORBERS The shock absorbers provide the necessary suspension dampening control. See Fig. 1 . STABILIZER BAR The rear stabilizer bar transmits forces to control vehicle roll during cornering. See Fig. 1 . SUSPENSION FASTENERS New fasteners must be installed if the old fasteners are loosened or removed. They must be installed new with the same part number or an equivalent part if installation is necessary. Do not use a replacement part of lesser quality or substitute design. The specified torque value must be used during assembly to ensure correct part retention. LOAD LEVELING The load leveling system adjusts the suspension to accommodate quickly changing road conditions. The load leveling system is an option available on 4WD vehicles. For additional information regarding the load leveling system, see 1996-97 ELECTRONIC SUSPENSION -- EXPLORER & MOUNTAINE , 1998-99 ELECTRONIC -- EXPLORER & MOUNTAINEER or 2000-01 ELECTRONIC -- EXPLORER & MOUNTAINEER .

Helpmelearn February-12-08 8:21:22 8:21:18 PM

Page 1

1997 Ford Explorer 1997-2001 SUSPENSION Rear - Explorer & Mountaineer

Fig. 1: Identifying Rear Suspension Components Courtesy of FORD MOTOR CO.

ADJUSTMENTS & INSPECTION WHEEL ALIGNMENT NOTE:

See appropriate SPECIFICATIONS & PROCEDURES article in WHEEL ALIGNMENT.

RIDING HEIGHT For front and rear ride height measuring points, see Fig. 2 and Fig. 3 . See RIDE HEIGHT SPECIFICATIONS . If ride height is out of specification, check for worn suspension components.

Helpmelearn February-12-08 8:21:18 PM

Page 2

1997 Ford Explorer 1997-2001 SUSPENSION Rear - Explorer & Mountaineer

Fig. 2: Measuring Front Ride Height Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 8:21:18 PM

Page 3

1997 Ford Explorer 1997-2001 SUSPENSION Rear - Explorer & Mountaineer

Fig. 3: Measuring Rear Ride Height Courtesy of FORD MOTOR CO. RIDE HEIGHT SPECIFICATIONS Application Front Original Parts Replacement Parts Rear 4-Door Vehicles 2-Door Vehicles

In. (mm) 4.0+/-0.4 (101+/-11) 4.4+/-0.1 (113+/-3) 5.0-5.8 (128-149) 4.3-4.8 (110-123)

REMOVAL & INSTALLATION ANTI-WINDUP BAR (5.0L ONLY) WARNING: If equipped, the electrical power to the air suspension system must be shut off prior to hoisting, jacking or towing an air suspension vehicle. This can be accomplished by turning off the air suspension switch located in the rear jack storage area. Failure to do so can result in unexpected inflation or deflation of the air shocks, which can result in shifting of the vehicle during these operations. See Fig. 6 . Removal

1. Turn the air suspension service switch off, if so equipped. Remove the rear parking brake cable. 2. Remove the front anti-windup bar bolt. See Fig. 4 . Helpmelearn February-12-08 8:21:18 PM

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1997 Ford Explorer 1997-2001 SUSPENSION Rear - Explorer & Mountaineer

3. Remove the anti-windup bar bolt (axle end). Remove the anti-windup bar. See Fig. 5 . Installation

To install, reverse the removal procedure. Tighten all fasteners to specification. See TORQUE SPECIFICATIONS .

Fig. 4: Identifying Front Anti-Windup Bar Bolt Courtesy of FORD MOTOR CO.

Helpmelearn February-12-08 8:21:18 PM

Page 5

1997 Ford Explorer 1997-2001 SUSPENSION Rear - Explorer & Mountaineer

Fig. 5: Removing Anti-Windup Bar Bolt (Axle End) Courtesy of FORD MOTOR CO. REAR SPRING WARNING: If equipped, the electrical power to the air suspension system must be shut off prior to hoisting, jacking or towing an air suspension vehicle. This can be accomplished by turning off the air suspension switch located in the rear jack storage area. Failure to do so can result in unexpected inflation or deflation of the air shocks, which can result in shifting of the vehicle during these operations. See Fig. 6 . Removal

1. Turn the air suspension service switch off, if so equipped. See Fig. 6 .

Helpmelearn February-12-08 8:21:18 PM

Page 6

1997 Ford Explorer 1997-2001 SUSPENSION Rear - Explorer & Mountaineer

Fig. 6: Identifying Air Suspension Service Switch Courtesy of FORD MOTOR CO. 2. 3. 4. 5.

Raise the vehicle and install safety stands. Remove the wheel and tire assembly. Use the Hi-Lift Jack to support the rear axle. See Fig. 7 . Separate the rear spring from the rear axle. See Fig. 8 . Remove the four nuts. Remove the two U-bolts. Position the rear spring plate aside. 6. Remove the front bolt and nut. Remove the rear bolt and nut. Remove the rear spring. See Fig. 9 .

Helpmelearn February-12-08 8:21:18 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997-2001 SUSPENSION Rear - Explorer & Mountaineer

Installation

To install, reverse removal procedure. Tighten all fasteners to specification. See TORQUE SPECIFICATIONS .

Fig. 7: Supporting Rear Axle Courtesy of FORD MOTOR CO.

Helpmelearn February-12-08 8:21:18 PM

Page 8

1997 Ford Explorer 1997-2001 SUSPENSION Rear - Explorer & Mountaineer

Fig. 8: Separating Rear Axle From Rear Spring Courtesy of FORD MOTOR CO.

Helpmelearn February-12-08 8:21:18 PM

Page 9

1997 Ford Explorer 1997-2001 SUSPENSION Rear - Explorer & Mountaineer

Fig. 9: Identifying Rear Spring Components Courtesy of FORD MOTOR CO. SHOCK ABSORBER WARNING: If equipped, the electrical power to the air suspension system must be shut off prior to hoisting, jacking or towing an air suspension vehicle. This can be accomplished by turning off the air suspension switch located in the rear jack storage area. Failure to do so can result in unexpected inflation or deflation of the air shocks, which can result in shifting of the vehicle during these operations. See Fig. 6 . Removal

1. Turn the air suspension service switch off, if so equipped. With the weight of the vehicle on the wheels, loosen the lug nuts. 2. Raise and support the vehicle. 3. Remove the lug nuts. Remove the wheel and tire assembly. 4. Use Hi-Lift Jack to support the rear axle assembly. See Fig. 7 . 5. Remove the lower rear shock absorber bolt. See Fig. 10

Helpmelearn February-12-08 8:21:18 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997-2001 SUSPENSION Rear - Explorer & Mountaineer

Fig. 10: Identifying Rear Shock Absorber Lower Bolt Courtesy of FORD MOTOR CO. 6. Hold the (A) shock absorber and remove the (B) two upper rear shock absorber nuts. Remove the shock absorber. See Fig. 11 . Installation

To install, reverse the removal procedure. Tighten all fasteners to specification. See TORQUE SPECIFICATIONS .

Helpmelearn February-12-08 8:21:18 PM

Page 11

1997 Ford Explorer 1997-2001 SUSPENSION Rear - Explorer & Mountaineer

Fig. 11: Removing Rear Shock Absorber Courtesy of FORD MOTOR CO. STABILIZER BAR WARNING: If equipped, the electrical power to the air suspension system must be shut off prior to hoisting, jacking or towing an air suspension vehicle. This can be accomplished by turning off the air suspension switch located in the rear jack storage area. Failure to do so can result in unexpected inflation or deflation of the air shocks, which can result in shifting of the vehicle during these operations. See Fig. 6 . Removal

Helpmelearn February-12-08 8:21:19 PM

Page 12

1997 Ford Explorer 1997-2001 SUSPENSION Rear - Explorer & Mountaineer

1. 2. 3. 4.

Turn the air suspension service switch off, if so equipped. Raise the vehicle and install safety stands. Remove the wheel and tire assembly. Remove the rear stabilizer bar link nut. Remove the two rear stabilizer bar mounting bracket nuts, and remove the bracket. Repeat for the other side. Remove the rear stabilizer bar. See Fig. 12 .

Installation

Follow the removal procedure in reverse order. Tighten all fasteners to specification. See TORQUE SPECIFICATIONS .

Fig. 12: Identifying Stabilizer Bar Components Courtesy of FORD MOTOR CO. WHEEL STUDS WARNING: If equipped, the electrical power to the air suspension system must be shut off prior to hoisting, jacking or towing an air suspension vehicle. This can be accomplished by turning off the air suspension switch located in the rear jack storage area. Failure to do so can result in unexpected inflation or deflation of the air shocks, which can result in shifting of the vehicle during these operations. See Fig. 6 . Helpmelearn February-12-08 8:21:19 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997-2001 SUSPENSION Rear - Explorer & Mountaineer

CAUTION: Never use a hammer to remove the wheel stud. Damage to the axle flange, hub flange, wheel bearing or hub bearing can result. Removal

1. 2. 3. 4.

Turn the air suspension service switch off, if so equipped. See Fig. 6 . Raise the vehicle and install safety stands. Remove the wheel and tire assembly. Remove the rear disc brake caliper, rear disc support bracket and brake disc, if so equipped. See appropriate BRAKE article. Support the rear disc brake caliper with safety wire. 5. Using the C-Frame and Clamp Assembly Tool 211-023 (T74P-3044-A1), press the wheel stud from its seat and discard. See Fig. 13 .

Fig. 13: Installing C-Frame & Clamp Assembly Tool Courtesy of FORD MOTOR CO. Installation Helpmelearn February-12-08 8:21:19 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997-2001 SUSPENSION Rear - Explorer & Mountaineer

CAUTION: Never use air tools to install wheel studs. The serrations can be stripped from the stud. 1. Insert a new wheel stud in the hole in the axle flange, making sure the serrations are aligned with those made by the original wheel stud. See Fig. 14 . 2. Seat new wheel studs in axle flange. Place four flatwashers over the outside end of the wheel stud. Thread a standard wheel nut with the flat side against the washers. Tighten the wheel nut until the wheel stud head seats against the back side of the flange. See Fig. 15 . 3. Remove the wheel nut and flatwashers. 4. Install the brake disc, rear disc support bracket and the rear disc brake caliper, if so equipped. 5. Install the wheel and tire assembly. 6. Lower the vehicle. 7. Turn the air suspension service switch on, if so equipped. See Fig. 6 . Tighten all fasteners to specification. See TORQUE SPECIFICATIONS .

Helpmelearn February-12-08 8:21:19 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997-2001 SUSPENSION Rear - Explorer & Mountaineer

Fig. 14: Installing New Wheel Stud Courtesy of FORD MOTOR CO.

Helpmelearn February-12-08 8:21:19 PM

Page 16

1997 Ford Explorer 1997-2001 SUSPENSION Rear - Explorer & Mountaineer

Fig. 15: Seating New Wheel Stud In Axle Flange Courtesy of FORD MOTOR CO.

TORQUE SPECIFICATIONS TORQUE SPECIFICATIONS Application

Ft. Lbs. (N.m)

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Page 17

1997 Ford Explorer 1997-2001 SUSPENSION Rear - Explorer & Mountaineer

Anti-Windup Bar Bolt Jounce Bumper Nut Rear Spring Shackle Lower Bolt & Nut Rear Spring-To-Front Frame Bracket Bolt & Nut Rear Spring U-Bolt Nut Rear Stabilizer Bar Mounting Bracket Nut Rear Stabilizer Bar-To-Link Nut Shock Absorber-To-Frame Nut Shock Absorber Lower Bolt Wheel Lug Nut

83-112 (113-152) 15-21 (20-28) 85 (115) 66 (89) 76 (103) 30-40 (41-54) 50-68 (68-92) 17 (23) 46 (62) 100 (136)

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Page 18

1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

DESCRIPTION NOTE:

Electronic suspension system may also be referred to as the Automatic Ride Control (ARC) system.

Front and rear air adjusted suspension is air-operated and computer-controlled. Optional air suspension system utilizes air adjustable shock absorbers to provide variable vehicle ride height depending on load and driving conditions. Shock absorbers also incorporate computer controlled two-stage (firm and soft), damping capability. Smooth ride is provided for normal driving conditions. If conditions require additional shock absorber damping, Automatic Ride Control (ARC) module adjusts each shock absorber separately in response to load, road and driving condition inputs received from 2 suspension mounted height sensors, Vehicle Speed Sensor (VSS) and Throttle Position Sensor (TPS).

OPERATION Automatic Ride Control (ARC) system is operational with ignition switch in RUN position, and has limited operation for 40 minutes after ignition is turned off. The air suspension switch, located in left rear corner of vehicle, must be turned off when vehicle is being hoisted, towed or jump-started. A CHECK AIR SUSPENSION warning light is located in message center, to right of instrument cluster. Warning light stays on when air suspension is turned off or a system malfunction is detected. Air required for leveling vehicle is distributed from air compressor to front and rear fill solenoids through nylon air lines. Air system can be pneumatically separated from side to side by ARC module activation of front or rear gate solenoid (rear only on 1997 models). This separation provides vehicle stability during roll conditions. For safety during loading and unloading, vehicle height is memorized and maintained when any door is opened. Vehicle will return to commanded height when doors are closed or vehicle speed exceeds 10 MPH. COMPONENT LOCATIONS Air Compressor Assembly

Assembly is mounted in rear of vehicle above spare tire storage area. Automatic Ride Control (ARC) Relay

Relay is located in auxiliary relay box No. 3 at left rear of engine compartment. Air Compressor Vent Solenoid

Vent solenoid is part of air compressor and drier assembly. Helpmelearn February-12-08 8:18:43 8:18:37 PM

Page 1

ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

Air Shock Absorber

Air shock absorbers are located at each corner of vehicle between frame and axle. Air Suspension Height Sensor (Front)

Front height sensor is located between frame and left lower control arm. Air Suspension Height Sensor (Rear)

Rear height sensor is located on scissor bracket between spare tire and right rear shock absorber. Air Suspension Switch

Air suspension switch is located on left side of luggage compartment in jack storage area. CHECK AIR RIDE SYSTEM Warning Light

Warning light is located in message center in instrument panel console. Data Link Connector (DLC)

DLC is located under steering column. Door Ajar Switch

See LAMP SWITCH. Front Gate Solenoid (1996 Only)

Front Gate Solenoid is located under front of vehicle near front axle. Generic Electronic Module (GEM)

GEM is located behind center of instrument panel. Lamp Switch (Door Ajar Switch)

Lamp switch(es) is located in each door jamb and liftgate window latch. Rear Gate Solenoid

Rear Gate Solenoid is located under rear of vehicle near rear axle. Vehicle Speed Sensor (VSS)

VSS is located at transmission. Helpmelearn February-12-08 8:18:38 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

Rear Gate Solenoid

Rear gate solenoid is located at left rear corner of vehicle. AIR COMPRESSOR ASSEMBLY The air compressor assembly consists of an air compressor and vent solenoid. Neither is serviceable. The air compressor assembly is mounted above spare tire in the rear of the vehicle. The air compressor is powered through a relay, which is controlled by ARC module. Pressurized air from the compressor passes through a drier containing a drying agent. Moisture is removed from the drier when vented air passes out of system during vent operation. Drier may be replaced separately. AIR COMPRESSOR RELAY Air Compressor Relay is mounted in relay module located next to power distribution box. Relay, controlled by ARC module, provides high current flow required to operate air compressor motor. AUTOMATIC RIDE CONTROL (ARC) MODULE Automatic Ride Control (ARC) module is located behind left center of instrument panel. ARC module controls air compressor, all system solenoids, and damper motors located in each shock absorber. ARC module also provides power to height sensors. Shock absorber and height adjustments are controlled by monitoring height sensors, Vehicle Speed Sensor (VSS), steering sensor, acceleration input, door ajar signal, 2 transfer case signals, brake switch and individual shock absorber feedback signals. ARC module conducts all fail-safe strategies and incorporates self-diagnostic and communication capabilities. AIR SHOCK ABSORBER Four system-specific shock absorbers are used in the ARC system. Both front shock absorbers and both rear shock absorbers are similar. Front or rear shack absorbers are NOT interchangeable. Enclosed in each shock absorber is an air spring and a mechanism that enables switching between soft and firm damping. AIR SUSPENSION HEIGHT SENSOR Front air suspension height sensor is located between frame and left lower control arm. Rear height sensor is located on scissor bracket between spare tire and right rear shock absorber. Height sensors send voltage signals to ARC module ranging from 4.75 volts (when suspension is at lowest jounce) to .25 volts (when suspension at full rebound). These signals, combined with other inputs, help ARC module adjust ride height and spring rates as conditions require. FILL SOLENOID Front Fill Solenoid

Front fill solenoid connects air compressor to front air shock absorbers. When energized, riding height of body can be modified, relative to front axle. Front fill solenoid can be used to bleed air from front shock absorbers. Helpmelearn February-12-08 8:18:38 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

Rear Fill Solenoid

Rear fill solenoid connects air compressor to rear air shock absorbers. When energized, along with gate solenoid, riding height of body can be modified, relative to rear axle. REAR GATE SOLENOID Rear gate solenoid, located at left rear corner of vehicle, provides pneumatic isolation of right and left sides of vehicle. This is necessary to prevent transfer of air from right side to left side shock absorbers during roll conditions. When solenoid is off, right and left sides are separated, allowing a pressure differential to be generated. In a turn, increased air pressure in outermost shock absorbers raises the two outermost spring rates, decreasing the roll. STEERING SENSOR Steering sensor, located on steering column, provides steering rates and position to the ARC module. Signals are provided through 2 sensors, steering sensor "A" and steering sensor "B".

ADJUSTMENTS RIDE HEIGHT 1996 Explorer

Connect New Generation Star (NGS) tester (007-00500) to Data Link Connector (DLC), located under steering column. From function test menu, select RIDE HEIGHT CALIBRATION. Note any warnings displayed on NGS tester screen. Follow tester instructions to accomplish correct ride height adjustment. 1997 Explorer & Mountaineer

1. Connect New Generation Star (NGS) tester (007-00500) to Data Link Connector (DLC), located under steering column. Select RIDE CONTROL OUTPUT screen. Vent air system to lower vehicle to lowest possible height by accessing the following: z FRONT_FIL (Front Fill Solenoid) z REAR_FIL (Rear Fill Solenoid) z GATE (Gate Solenoid) z VENT (Vent Solenoid) NOTE:

Be sure to use height setting for vehicle equipped with ARC.

2. Using NGS tester, verify front mechanical ride height. Close all doors. Close liftgate and liftgate window. Reopen any door. This will ensure ride height will not change until internal electronic calibration is complete. 3. Park vehicle on flat surface. Using floor jack, raise vehicle .375-.750" (15-20 mm). Measure and record distance between lowest point of left front wheel and fender lip opening. Helpmelearn February-12-08 8:18:38 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

4. From NGS test function menu, select RIDE HEIGHT CALIBRATION. Note any warnings on tester screen and follow displayed instructions. Lower vehicle and clear all DTCs. See CLEARING DIAGNOSTIC TROUBLE CODES (DTC) under DIAGNOSIS & TESTING.

DIAGNOSIS & TESTING TESTING PROCEDURE NOTE:

Automatic Ride Control (ARC) module cannot recognize some system failures. If no DTCs exist, but symptoms exist, match symptom with listed descriptions. See ELECTRONIC AIR SUSPENSION SYSTEM SYMPTOM INDEX table.

Perform VISUAL CHECKS . Service any faults found. Perform AUTOMATIC RIDE CONTROL (ARC) MODULE DIAGNOSTICS . Record all Diagnostic Trouble Codes (DTCs) stored in ARC module. Service DTCs in order displayed. See ELECTRONIC AIR SUSPENSION SYSTEM DTC INDEX table. After all DTCs and symptoms have been serviced, clear DTCs and retest system. See CLEARING DIAGNOSTIC TROUBLE CODES (DTC) . If symptoms exist, but no DTCs have been stored, see ELECTRONIC AIR SUSPENSION SYSTEM SYMPTOM INDEX table for testing procedures. VISUAL CHECKS Ensure battery is fully charged and battery cables are clean and tight. Check for the following conditions: z z z z z z z

Shock absorber failure or improper installation. Air line leaks or kinks. Air spring leaks or ruptures. Damaged or improperly installed height sensor(s). Loose or corroded connectors. Faulty fuse(s) No. 10 (7.5-amp) and/or No. 13 (15-amp) in instrument panel fuse panel. Faulty power distribution box fuses No. 3 (50-amp), No. 5 (15-amp) and/or No. 18 (15-amp).

AUTOMATIC RIDE CONTROL (ARC) MODULE DIAGNOSTICS 1. Connect battery charger. Use of air compressor will drain battery if used for extended periods. 2. Open any door. On 4.0L equipped models, turn transfer case mode selection switch to LOW setting. LOW indicator light will come on. On 5.0L equipped models, turn ride control switch to OFF ROAD setting. 3. Perform On-Demand Self-Test. See ON-DEMAND SELF-TEST . Retrieve all DTCs. Clear all DTCs. See CLEARING DIAGNOSTIC TROUBLE CODES (DTC) . 4. Using NGS tester, turn on following active commands to raise vehicle. Run air compressor for about 30 seconds. z FRNT FILL z REAR FILL Helpmelearn February-12-08 8:18:38 PM

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1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

z z

GATEVALVE COMPRESSR

Using NGS tester, turn on following active commands to lower vehicle z FRNT FILL z REAR FILL z GATEVALVE z VENT 5. Retrieve all stored DTCs. Compare DTCs to ELECTRONIC AIR SUSPENSION SYSTEM DTC INDEX table. Service DTCs as necessary. Clear all DTCs. See CLEARING DIAGNOSTIC TROUBLE CODES (DTC) . ON-DEMAND SELF-TEST NOTE:

On-Demand Self-Test may be used to verify that no electrical faults exist in air suspension system. If instructed to perform On-Demand Self-Test from a specified test procedure, ensure ignition switch is in proper position as listed in test procedure.

1. Connect New Generation Star (NGS) scan tester (007-00500) to Data Link Connector (DLC) according to manufacturer's instructions. DLC is located under steering column. 2. Turn ignition on. Rotate dial on scan tester to DIAGNOSTIC DATA LINK menu and press trigger. 3. Rotate dial on scan tester to highlight the desired module to be tested and press trigger. Ensure DIAGNOSTIC TEST MODES is highlighted and press trigger. 4. Rotate dial on scan tester to highlight ON-DEMAND SELF-TEST and press trigger. Press button No. 3 to start the test. Press trigger. Record any Diagnostic Trouble Codes (DTCs) that are displayed. CLEARING DIAGNOSTIC TROUBLE CODES (DTC) Using NGS Tester

After all DTCs have been serviced, follow manufacturer's instructions to clear stored DTCs. After initiating clearing procedure with NGS tester, ignition switch must be cycled from ON to OFF to ON positions. This will complete DTC clearing sequence. Using Key Cycling Method

ABS control module will automatically clear all serviced DTCs that have not recurred after 80 key cycles have occurred. DIAGNOSTIC TROUBLE CODE (DTC) INDEX ELECTRONIC AIR SUSPENSION SYSTEM DTC INDEX Helpmelearn February-12-08 8:18:38 PM

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1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

DTC Description P1807 4WD High Range Short To Ground P1808 4WD Low Range Input Circuit Fault (4.0L) Ride Control Input Circuit Fault (5.0L) C1439 Acceleration Input Signal Circuit Fault C1724 Height Sensor Power Circuit Fault C1725 Front Pneumatic Fault C1726 Rear Pneumatic Fault C1756 Front Height Sensor Circuit Fault C1760 Rear Height Sensor Circuit Fault C1770 Vent Solenoid Circuit Fault C1830 Air Compressor Relay Circuit Fault C1845 Front Fill Solenoid Circuit Fault C1865 Rear Fill Solenoid Circuit Fault C1869 Rear Gate Solenoid Circuit Fault C1901 Right Rear Shock Absorber Circuit Fault C1905 Left Rear Shock Absorber Circuit Fault C1909 Right Front Shock Absorber Circuit Fault C1913 Left Front Shock Absorber Circuit Fault C1318 Low Battery Voltage C1342 ECU Internal Fault C1485 Brakelight Switch Input Short To Ground C1565 Door Ajar Input Short To Power

Go To Test D Test E Test E Test F Test G Test H Test J Test K Test K Test L Test M Test N Test N Test P Test Q Test R Test S Test T Test U Test V Test W Test X

ELECTRONIC AIR SUSPENSION SYSTEM SYMPTOM INDEX Symptom Go To (1) Message Center Indicates CHECK AIR RIDE SYSTEM (After 20 Minutes Of Vehicle Operation) Message Center Indicates CHECK AIR RIDE SYSTEM (Within 20 Minutes Of Starting Test A Vehicle) Message Center Indicates Air Suspension System off Test B No Module Communication, Or Only Intermittent Communication C (2) Tests H & Uneven Vehicle Height J (2) Tests H & Vehicle Rises Too Slowly J (2) Tests H & Vehicle Drops Too Slowly J (2) Test Y ARC System Appears Inoperative (2)

Firm Or Harsh Ride

Test Y

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1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

Soft Or Bouncy Ride

(2)

Test Y

Ride Height Changes Unexpectedly

(2)

Test Y

Vehicle Height Changes With Door Open

(2)

Test Y Test Z Test AA Test AB

ARC System Functions With Switch Off Compressor Cycles Continuously With Switch Off Excessive Compressor Noise (1) See RIDE HEIGHT under ADJUSTMENTS. (2)

Retrieve and service stored DTCs before going to indicated test.

TEST A: MESSAGE CENTER INDICATES CHECK AIR RIDE SYSTEM (AFTER 20 MINUTES OF VEHICLE OPERATION) 1. Check Automatic Ride Control (ARC) System Connect New Generation Star (NGS) tester to Data Link Connector. DLC is located under steering column. Using manufacturer's instructions, check ARC system. If ARC module is communicating, go to next step. If ARC module is not communicating, go to TEST C: NO MODULE COMMUNICATION OR ONLY INTERMITTENT COMMUNICATION . 2. Check For DTCs Retrieve any stored DTCs. See ON-DEMAND SELF-TEST . If no DTCs are stored, go to next step. If DTC(s) are stored, go to appropriate test. See ELECTRONIC AIR SUSPENSION SYSTEM DTC INDEX . 3. Check Battery Voltage Monitor VBATARC PID. If greater than 11 volts is indicated, go to next step. If 11 volts or less is indicated, charge or replace battery as necessary. Retest system for normal operation. 4. Check Dark Green/Light Green Wire Using NGS tester, cycle active command MC NORMAL on and off. If AIR RIDE SYSTEM message disappears and reappears, go to next step. If AIR RIDE SYSTEM message does not disappear and reappear, repair Dark Green/Light Green wire as necessary. Repeat ARC MODULE DIAGNOSTICS. 5. Check For Intermittent Open Circuit Monitor IGN_RUN PID. If IGN_RUN is not set to HIGH, replace power distribution box fuse No. 10 (15-amp) and/or repair Gray/Yellow wire as necessary. If IGN_RUN is set to HIGH, check message center. If message center is okay, replace ARC module and perform RIDE HEIGHT procedure under ADJUSTMENTS. After repair, repeat ARC module diagnostics. TEST B: MESSAGE CENTER INDICATES CHECK AIR RIDE SYSTEM (WITHIN 20 MINUTES OF Helpmelearn February-12-08 8:18:38 PM

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1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

STARTING VEHICLE) 1. Check Air Suspension Switch Position Check position of air suspension switch. If switch is on, go to next step. If switch is off, turn on and repeat ARC module diagnostics. 2. Check Fuse No. 5 Check power distribution box mini-fuse No. 5 (15-amp). See Fig. 1 . If use is good, go to next step. If fuse is faulty, repair Dark Green/Yellow wire if necessary and replace fuse. Repeat ARC module diagnostics. 3. Check Air Suspension Switch Disconnect air suspension switch. Measure resistance between switch terminals with switch in both positions. If resistance is less than 5 ohms in the ON position and greater than 100,000 ohms in the OFF position, go to next step. If resistance is not as specified, replace switch and repeat ARC module diagnostics. 4. Check Dark Green/Light Green Wire Measure resistance of Dark Green/Light Green wire between power distribution box mini-fuse No. 5 (15amp) and air suspension switch harness connector terminal No. 1. See Fig. 1 and Fig. 2 . Also measure resistance of Dark Green/Light Green wire between air suspension switch harness connector terminal No. 2 and ARC module Black harness connector terminal No. 21. See Fig. 2 and Fig. 3 . If resistances are less than 5 ohms, reconnect mini-fuse No. 5 and air suspension switch connector. Go to next step. If resistance is greater than 5 ohms, repair Dark Green/Light Green wire as necessary and repeat ARC module diagnostics. 5. Check ARC Module Connections Disconnect ARC module connectors. Check connectors for damage or corrosion. If problem is found, correct as necessary. Reconnect connectors ensuring tight, clean connections. Repeat ARC module diagnostics. If no problem is found, go to next step. 6. Check ARC System Using NGS tester, check ARC module communication. If ARC module is communicating, go to next step. If ARC module is not communicating, go to TEST C: NO MODULE COMMUNICATION OR ONLY INTERMITTENT COMMUNICATION . 7. Check For DTCs Retrieve any stored DTCs. See ON-DEMAND SELF-TEST . If no DTCs are stored, go to next step. If DTC(s) are stored, go to appropriate test. See ELECTRONIC AIR SUSPENSION SYSTEM DTC INDEX . Helpmelearn February-12-08 8:18:38 PM

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1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

8. Check Gray/Yellow Wire Disconnect ARC Module. Disconnect fuse No. 10 (15-amp), located at Interior fuse panel. See Fig. 4 . Measure resistance of Gray/Yellow wire between ARC module Black harness connector terminal No. 4 and output side fuse No. 10 at interior fuse panel. If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair Gray/Yellow wire as necessary and repeat ARC module diagnostics. 9. Check Pink/White Wire Measure resistance of Pink/White wire between 12-pin message Center connector and ARC module Gray harness connector terminal No. 28. If resistance is less than 5 ohms, see WIRING DIAGRAMS in appropriate INSTRUMENT PANELS article in ACCESSORIES & EUIPMENT. If resistance is greater than 5 ohms, repair Pink/White wire as necessary and repeat ARC module diagnostics.

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1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

Fig. 1: Identifying Power Distribution Box Terminals Courtesy of FORD MOTOR CO.

Fig. 2: Identifying Air Suspension Switch Terminals Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

Fig. 3: Identifying Air Ride Control (ARC) Module Connector Terminals Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

Fig. 4: Identifying Interior Fuse Panel Terminals Courtesy of FORD MOTOR CO. TEST C: NO MODULE COMMUNICATION OR ONLY INTERMITTENT COMMUNICATION Helpmelearn February-12-08 8:18:38 PM

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1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

1. Check Wiring Harness & Connectors Check wiring and connectors on New Generation Star (NGS) tester and Data Link Connector (DLC) located under steering column. If no problem is found, go to next step. If problem is found, repair or replace as necessary. Repeat ARC module diagnostics. NOTE:

ARC module will provide system communication for 40 minutes after ignition is turned off.

2. Check Air Suspension Switch Position Check position of air suspension switch. If switch is on, go to next step. If switch is off, turn switch on and repeat ARC module diagnostics. 3. Check Ignition Switch Position Check ignition switch position. If switch is on, go to next step. If switch is off, turn switch on and repeat ARC module diagnostics. 4. Check Fuses Check power distribution box mini-fuse No. 5 (15-amp) and MAXI-fuse No. 12 (50-amp). Also check interior fuse panel fuse No. 10 (7.5-amp). See Fig. 1 and Fig. 4 . If fuses are good, go to next step. If any fuse(s) is faulty, replace as necessary, repeat ARC module diagnostics. 5. Check Air Suspension Switch Turn ignition off. Disconnect air suspension switch. Measure resistance between switch terminals with switch in both positions. If resistance is less than 5 ohms in the ON position and greater than 10,000 ohms in the OFF position, go to next step. If resistance is not as specified, replace switch and repeat ARC module diagnostics. 6. Check Dark Green/Light Green Wire Measure resistance of Dark Green/Light Green wire between power distribution box mini-fuse No. 5 (15amp) and air suspension switch harness connector terminal No. 1. See Fig. 1 and Fig. 2 . Also measure resistance of Dark Green/Light Green wire between air suspension switch harness connector terminal No. 2 and ARC module Black harness connector terminal No. 21. See Fig. 2 and Fig. 3 . If resistances are less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair Dark Green/Light Green wire as necessary and repeat ARC module diagnostics. 7. Check Light Blue/White Wire Measure resistance of Light Blue/White wire between Data Link Connector (DLC) and ARC module Gray harness connector terminal No. 29. See Fig. 3 . If resistance is less than 5 ohms, replace ARC module. If resistance is greater than 5 ohms, repair Light Blue/White wire as necessary. After repair, repeat ARC module diagnostics. Helpmelearn February-12-08 8:18:38 PM

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1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

TEST D: 4WD HIGH RANGE INPUT SHORT TO GROUND 1. Perform On-Demand Self-Test Open any door. Set transfer case mode selection switch to LOW setting. Perform On-Demand Self-Test. If DTC P1807 is set at end of self-test, go to next step. If DTC P1807 is not set at end of self-test, repeat ARC module diagnostics and recheck DTCs. 2. Check Purple/Orange Wire For Short To Ground Turn ignition off. Disconnect ARC module connectors. Disconnect Generic Electronic Module (GEM) 26-pin connector. GEM is located is located behind center of instrument panel. Measure resistance of Purple/Orange wire between ARC module Gray harness connector terminal No. 31 and ground. See Fig. 3 . If resistance is less than 5 ohms, repair Purple/Orange wire as necessary and repeat ARC module diagnostics. If resistance is greater than 5 ohms, see WIRING DIAGRAMS in appropriate ANTI-THEFT SYSTEMS article. TEST E: 4WD LOW RANGE INPUT FAULT (4.0L) RIDE CONTROL SWITCH INPUT FAULT (5.0L) 1. Perform On-Demand Self-Test Open any door. On 4.0L equipped models, turn transfer case mode selection switch to LOW setting. LOW indicator light will come on. On 5.0L equipped models, turn ride control switch to OFF ROAD setting. Perform On-Demand Self-Test. If DTC P1808 is set at end of self-test, go to next step. If DTC P1808 is not set at end of self-test, repeat ARC module diagnostics and recheck DTCs. 2. Check Dark Blue/White Wire Turn ignition off. Disconnect ARC module connectors. Disconnect Generic Electronic Module (GEM) 22-pin connector. GEM is located is located behind center of instrument panel. Measure resistance of Dark Blue/White wire between ARC module Gray harness connector terminal No. 11 and GEM 22-pin connector. See Fig. 3 . If resistance is less than 5 ohms, repair Dark Blue/White wire as necessary and repeat ARC module diagnostics. If resistance is greater than 5 ohms, see WIRING DIAGRAMS in appropriate ANTI-THEFT SYSTEMS article. TEST F: ACCELERATION INPUT SIGNAL CIRCUIT FAULT 1. Perform On-Demand Self-Test Open any door. On 4.0L equipped models, turn transfer case mode selection switch to LOW setting. LOW indicator light will come on. On 5.0L equipped models, turn ride control switch to OFF ROAD setting. Perform On-Demand Self-Test. If DTC C1439 is set at end of self-test, go to next step. If DTC C1439 is not set at end of self-test, repeat ARC module diagnostics and recheck DTCs. 2. Check Orange/Black Wire For Short To Ground Turn ignition off. Disconnect ARC module connectors. Disconnect Powertrain Control Module (PCM) Helpmelearn February-12-08 8:18:39 PM

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connector. GEM is located is located behind center of instrument panel. Measure resistance of Orange/Black wire between ARC module Black harness connector terminal No. 6 and ground. See Fig. 3 . If resistance is less than 5 ohms, repair Orange/Black wire as necessary and repeat ARC module diagnostics. If resistance is greater than 5 ohms, see appropriate wiring diagram in WIRING DIAGRAMS in ENGINE PERFORMANCE. TEST G: HEIGHT SENSOR POWER CIRCUIT FAULT 1. Perform On-Demand Self-Test Open any door. On 4.0L equipped models, turn transfer case mode selection switch to LOW setting. LOW indicator light will come on. On 5.0L equipped models, turn ride control switch to OFF ROAD setting. Perform On-Demand Self-Test. If DTC C1724 is set during self-test, go to next step. If DTC P1724 is not set during self-test, check Pink/White wire for intermittent short to ground. Repair as necessary. 2. Check Pink/White Wire For Short To Ground Turn ignition off. Disconnect ARC module connectors. Measure resistance of Pink/White wire between ARC module Gray harness connector terminal No. 28 and ground. See Fig. 3 . If resistance is less than 5 ohms, repair Pink/White wire as necessary. If resistance is greater than 5 ohms, replace ARC module and adjust ride height. See RIDE HEIGHT under ADJUSTMENTS. After repair, repeat ARC module diagnostics. TEST H: FRONT PNEUMATIC FAULT NOTE:

Do not let air compressor operate for more than 3 minutes at a time. System could overheat and open internal circuit breaker in air compressor assembly. Compressor must cool for about 15 minutes. Circuit breaker will automatically reset.

1. Perform Front Component Inspection Visually inspect front suspension components for damage, obstructions or other mechanical failures. If no problem is found, go to next step. If problem is found, repair or replace suspension components as necessary, clear DTCs and repeat ARC module diagnostics. 2. Inspect Front Height Sensor Check front height sensor for proper installation at upper and lower ball stud brackets. Inspect upper and lower mounting brackets for damage. If no problem is found, go to next step. If problem is found, repair or replace front height sensor and/or mounting bracket as necessary, clear DTCs and repeat ARC module diagnostics. 3. Check Height Sensor Ground Connect New Generation Star (NGS) tester to Data Link Connector (DLC), located under steering Helpmelearn February-12-08 8:18:39 PM

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column. Activate FHGTSEN PID. Disconnect front height sensor from lower ball stud. Slowly move height sensor over full length of travel. If indicated voltage increases as height sensor is shortened and decreases as height sensor is lengthened, go to next step. If indicated voltage is not as described, repair Black/White wire as necessary, clear DTCs and repeat ARC module diagnostics. 4. Verify Front Pneumatic Circuit Can Rise Using NGS tester, turn active command FRNTFIL on. Turn active command COMPRESSR on. Allow front of vehicle to rise for 30 seconds. If front of vehicle rises and holds at higher position, go to next step. If front of vehicle does not rise and hold at higher position, go to step 6 . 5. Verify Front Pneumatic Circuit Can Lower Using NGS tester, turn active command FRNTFIL on. Turn active command VENT on. Allow front of vehicle to lower for 30 seconds. If front of vehicle lowers, adjust ride height. See RIDE HEIGHT under ADJUSTMENTS. After adjustment, clear DTCs and repeat ARC module diagnostics. If front of vehicle does not lower, go to step 13 . 6. Check Compressor Operation Using NGS tester, turn active command COMPRESSR on. If air compressor operates (indicated by slight buzzing noise from rear of vehicle), turn active command COMPRESSR off and go to next step. If air compressor does not operate, turn active command COMPRESSR off and go to TEST AC: AIR COMPRESSOR TEST . 7. Air Compressor Leak Test Disconnect air line from rear fill solenoid inlet. Connect air pressure gauge to air line. Turn active command COMPRESSR on. Within 30 seconds, air pressure should indicate 130 psi (9.14 kg/cm2 ). Pressure should hold steady for 5 minutes. Turn active command VENT on. If air pressure is as described, turn active command VENT off and go to step 9 . If air pressure is not as described, turn active command VENT off and go to next step. 8. Check Air Line To Fill Solenoid For Leaks Turn active command COMPRESSR on. Check air line to fill solenoid for leaks. Turn active command COMPRESSR off. If any air line(s) leaks, repair or replace as necessary. If no air lines leak, replace air compressor assembly. After repair, clear DTCs and repeat ARC module diagnostics. 9. Air Compressor Leak Test Disconnect air line from front fill solenoid outlet. Turn active commands FRNTFIL and COMPRESSR on. Check for smooth flow of air at the outlet of front fill solenoid. Turn active commands off. If there is smooth flow of air without fluid (oil or water) from front fill solenoid, reconnect air line and go to next step. If fluid is present, purge system and go to next step. If no air flow exists, replace front fill solenoid, clear DTCs and repeat ARC module diagnostics. Helpmelearn February-12-08 8:18:39 PM

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10. Check Front Fill Solenoid Air Lines Turn active commands FRNTFIL and COMPRESSR on. Check air lines between front fill solenoid and "Y" connector, between "Y" connector and left front air shock absorber and between "Y" connector and left front air shock absorber. Turn active commands off. If any kinks, bends or leaks are found, repair or replace as necessary. If no problems are found, go to next step. 11. Check For Restricted Air Line (To Left Front Shock Absorber) Disconnect air line from left front shock absorber. Turn active commands FRNTFIL and COMPRESSR on. Check air for smooth air flow at left front shock absorber. Turn active commands off. If there is smooth flow of air without fluid (oil or water) from left front shock absorber, reconnect air line and go to next step. If fluid is present, purge system and go to next step. If no air flow exists, replace front fill solenoid, clear DTCs and repeat ARC module diagnostics. 12. Check For Restricted Air Line (To Right Front Shock Absorber) Disconnect air line from right front shock absorber. Turn active commands FRNTFIL and COMPRESSR on. Check for smooth air flow at left front shock absorber. Turn active commands off. If there is smooth flow of air without fluid (oil or water) at right front shock absorber, reconnect air line and replace faulty shock absorber. If faulty shock absorber cannot be identified, replace both front shock absorbers. If fluid is present, purge system and (if necessary) replace shock absorber(s). If no air flow exists, replace faulty air line, clear DTCs and repeat ARC module diagnostics. 13. Check For Restricted Air Line (Compressor) Disconnect air line between air compressor drier and front fill solenoid. Connect vacuum tester to air line and attempt to draw vacuum. If vacuum cannot be drawn and held, go to next step. If vacuum can be drawn and held, repair or replace air line as necessary, clear DTCs and repeat ARC module diagnostics. 14. Check For Restricted Air Line (Right Front Shock Absorber) Disconnect air line between right front shock absorber and front fill solenoid. Connect vacuum tester to air line and attempt to draw vacuum. If vacuum cannot be drawn and held, go to next step. If vacuum can be drawn and held, repair or replace air line as necessary, clear DTCs and repeat ARC module diagnostics. 15. Check For Restricted Air Line (Left Front Shock Absorber) Disconnect air line between left front shock absorber and front fill solenoid. Connect vacuum tester to air line and attempt to draw vacuum. If vacuum cannot be drawn and held, go to next step. If vacuum can be drawn and held, repair or replace air line as necessary, clear DTCs and repeat ARC module diagnostics. TEST J: REAR PNEUMATIC FAULT NOTE:

Do not let air compressor operate for more than 3 minutes at a time. System could overheat and open internal circuit breaker in air compressor assembly.

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1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

Compressor must cool for about 15 minutes. Circuit breaker will automatically reset. 1. Perform Rear Component Inspection Visually inspect rear suspension components for damage, obstructions or other mechanical failures. If no problem is found, go to next step. If problem is found, repair or replace suspension components as necessary, clear DTCs and repeat ARC module diagnostics. 2. Inspect Rear Height Sensor Check rear height sensor for proper installation at upper and lower ball stud brackets. Inspect upper and lower mounting brackets for damage. If no problem is found, go to next step. If problem is found, repair or replace rear height sensor and/or mounting bracket as necessary, clear DTCs and repeat ARC module diagnostics. 3. Check Height Sensor Ground Connect New Generation Star (NGS) tester to Data Link Connector (DLC), located under steering column. Activate RHGTSEN PID. Disconnect rear height sensor from lower ball stud. Slowly move height sensor over full length of travel. If indicated voltage increases as height sensor is shortened and decreases as height sensor is lengthened, go to next step. If indicated voltage is not as described, repair Black/White wire as necessary, clear DTCs and repeat ARC module diagnostics. 4. Check Rear Gate Solenoid Connector Turn ignition off. Disconnect rear gate solenoid connector. Rear gate solenoid is located at left rear corner of vehicle. Inspect connector for corrosion, bent terminals or other damage. If no problem is found, reconnect rear gate solenoid connector and go to next step. If problem is found, repair as necessary, clear DTCs and repeat ARC diagnostics. 5. Verify Rear Pneumatic Circuit Can Rise Turn ignition on. Using NGS tester, turn active commands REAR FILL, GATEVALVE and COMPRESSR on. Allow rear of vehicle to rise for 30 seconds. Turn active commands off. If rear of vehicle rises and holds at higher position, go to next step. If rear of vehicle does not rise and hold at higher position, go to step 7 . 6. Verify Rear Pneumatic Circuit Can Lower Using NGS tester, turn active commands REAR FILL, GATEVALVE and VENT on. Allow rear of vehicle to lower for 30 seconds. If rear of vehicle lowers, adjust ride height. See RIDE HEIGHT under ADJUSTMENTS. After adjustment, clear DTCs and repeat ARC module diagnostics. If rear of vehicle does not lower, go to step 15 . 7. Check Compressor Operation Helpmelearn February-12-08 8:18:39 PM

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1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

Using NGS tester, turn active command COMPRESSR on. If air compressor operates (indicated by slight buzzing noise from rear of vehicle), turn active command COMPRESSR off and go to next step. If air compressor does not operate, turn active command COMPRESSR off and go to TEST AC: AIR COMPRESSR TEST . 8. Air Compressor Leak Test Disconnect air line from rear fill solenoid inlet. Connect air pressure gauge to air line. Turn active command COMPRESSR on. Within 30 seconds, air pressure should indicate 130 psi (9.14 kg/cm2 ). Turn active command COMPRESSR off. Pressure should hold steady for 5 minutes. Turn active command VENT on. If air pressure is as described, turn active command VENT off and go to step 10 . If air pressure is not as described, turn active command VENT off and go to next step. 9. Check Air Line To Fill Solenoids For Leaks Turn active command COMPRESSR on. Check air line to both fill solenoids for leaks. Turn active command COMPRESSR off. If any air line(s) leaks, repair or replace as necessary. If no air lines leak, replace air compressor assembly. After repair, clear DTCs and repeat ARC module diagnostics. 10. Check Rear Fill Solenoid Operation Disconnect outlet line from rear fill solenoid. Turn active commands REAR FILL and COMPRESSR on. If there is smooth air flow at outlet of rear fill solenoid, go to next step. If fluid (water or oil) is present in airflow, purge system and go to next step. If no air flow exists, replace rear fill solenoid, clear DTCs and repeat ARC module diagnostics. 11. Check Rear Fill Solenoid Air Lines Turn active commands REAR FILL and COMPRESSR on. Check air lines between rear fill solenoid and "Y" connector, between "Y" connector and right rear air shock absorber, and between "Y" connector and rear gate solenoid. Turn active commands off. If any kinks, bends or leaks are found, repair or replace as necessary, clear DTCs and repeat ARC module diagnostics. If no problems are found, go to next step. 12. Check Right Rear Shock Absorber Operation Turn active commands REAR FILL and COMPRESSR on. Observe right rear corner of vehicle. Turn active commands off. If right rear corner of vehicle rises, go to next step. If right rear corner of vehicle does not rise, replace right rear shock absorber, clear DTCs and repeat ARC module diagnostics. 13. Check Rear Gate Solenoid Operation Disconnect air line from rear gate solenoid outlet. Turn active commands REAR FILL, GATEVALVE and COMPRESSR on. If there is smooth air flow at outlet of rear gate solenoid, go to next step. If fluid (water or oil) is present in airflow, purge system and go to next step. If no air flow exists, replace rear gate solenoid, clear DTCs and repeat ARC module diagnostics. 14. Check Rear Gate Solenoid Air Lines Helpmelearn February-12-08 8:18:39 PM

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1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

Turn active commands REAR FILL, GATEVALVE and COMPRESSR on. Check air line between rear fill solenoid and "Y" connector, and between "Y" connector and rear gate solenoid. Turn active commands off. If any kinks, bends or leaks are found, repair or replace as necessary. If no problems are found, replace left rear shock absorber. After repair, clear DTCs and repeat ARC module diagnostics. 15. Check For Restricted Air Line (Compressor) Disconnect air line between air compressor drier and rear fill solenoid. Connect vacuum tester to air line and attempt to draw vacuum. If vacuum cannot be drawn and held, go to next step. If vacuum can be drawn and held, repair or replace air line as necessary, clear DTCs and repeat ARC module diagnostics. 16. Check For Restricted Air Line (Right Rear Shock Absorber) Disconnect air line between right rear shock absorber and rear fill solenoid. Connect vacuum tester to air line and attempt to draw vacuum. If vacuum cannot be drawn and held, go to next step. If vacuum can be drawn and held, repair or replace air line as necessary, clear DTCs and repeat ARC module diagnostics. 17. Check For Restricted Air Line (Rear) Disconnect air line between rear gate solenoid and rear fill solenoid. Connect vacuum tester to air line at rear gate solenoid and attempt to draw vacuum. If vacuum cannot be drawn and held, replace air compressor. If vacuum can be drawn and held, repair or replace air line as necessary. After repair, clear DTCs and repeat ARC module diagnostics. TEST K: HEIGHT SENSOR CIRCUIT FAULT 1. Perform On-Demand Self-Test Open any door. On 4.0L equipped models, turn transfer case mode selection switch to LOW setting. LOW indicator light will come on. On 5.0L equipped models, turn ride control switch to OFF ROAD setting. Perform On-Demand Self-Test. If DTC C1756 and/or C1760 is set at end of self-test, go to next step. If DTC C1756 or C1760 is not set at end of self-test, go to step 6 . 2. Check Suspect Height Sensor Power Turn ignition off. Disconnect suspect height sensor harness connector. Turn ignition on. Measure voltage between Pink/White and Black/White wire terminals of suspect height sensor connector. If about 5 volts is indicated, go to step 4 . If about 5 volts is not indicated, go to next step. NOTE:

Use negative battery terminal or engine block when testing ground circuit. DO NOT use sheet metal or frame.

3. Check Height Sensor Ground Measure resistance of Black/White wire between height sensor harness connector and ground. If resistance is less than 5 ohms, repair Pink/White wire. If resistance is greater than 5 ohms, repair Helpmelearn February-12-08 8:18:39 PM

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1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

Black/White wire. After repair, repeat ARC module diagnostics. 4. Check Suspect Height Sensor Operation Using NGS tester, activate FHGTSEN or RHGTSEN PID as appropriate. Remove suspect height sensor from ball studs. White monitoring appropriate PID, slowly move height sensor through its full range of travel. If indicated voltage increases as height sensor is shortened and decreases as height sensor is lengthened, go to step 6 . If indicated voltage is not as described, go to next step. 5. Check For Open Circuits Turn ignition off. Disconnect ARC module connector, located behind left center of instrument panel. If front height sensor is suspect, measure resistance of Pink/Black wire between height sensor connector and ARC module Black harness connector terminal No. 7. See Fig. 3 . If rear height sensor is suspect, measure resistance of Orange/Black wire between height sensor connector and ARC module Black harness connector terminal No. 9. See Fig. 3 . If resistance is greater than 5 ohms, repair wiring as necessary. If resistance is less than 5 ohms, replace suspect height sensor. After repair, clear DTCs and repeat ARC module diagnostics. 6. Check For Intermittent Open Monitor suspect height sensor voltage while wiggling harness between ARC module and sensor connector. If greater than .2 volts is indicated, go to next step. If less than .2 volts is indicated, repair Orange/Black or Pink/Black wire as necessary, clear DTCs and repeat ARC module diagnostics. 7. Check For Intermittent Short To Power Monitor suspect height sensor voltage while wiggling harness between ARC module and sensor connector. If greater than 4.9 volts is indicated, repair Orange/Black or Pink/Black wire. If less than 4.9 volts is indicated, replace suspect height sensor. After repair, clear DTCs and repeat ARC module diagnostics. TEST L: VENT SOLENOID CIRCUIT FAULT 1. Perform On-Demand Self-Test Open any door. On 4.0L equipped models, turn transfer case mode selection switch to LOW setting. LOW indicator light will come on. On 5.0L equipped models, turn ride control switch to OFF ROAD setting. Perform On-Demand Self-Test. If DTC C1770 is set at end of self-test, go to next step. If DTC C1770 is not set at end of self-test, go to step 10 . 2. Check Vent Solenoid Connector Check vent solenoid connector for damage or corrosion. If problem is found, correct as necessary. Reconnect connector ensuring tight, clean connections. Repeat ARC module diagnostics. If no problem is found, reconnect connector and go to next step. Helpmelearn February-12-08 8:18:39 PM

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1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

3. Check Ride Control Output Turn air suspension on. Turn ignition on. Using NGS tester, select active command and PID AS_VENT. Using active commands mode, activate commands in the following order: z VENT to ON z REAR FILL to ON z VENT to OFF z REAR FILL to OFF If "O", "G" or "B" do not appear next to ON/OFF on tester display, go to step 10 . If "O" is displayed, go to next step. If "G" is displayed, go to step 7 . If "B" is displayed, go to step 9 . 4. Check Vent Solenoid Coil For Open Turn ignition off. Disconnect air compressor harness connector. Measure resistance between Pink and Gray wire terminals at air compressor. If resistance is less than 25 ohms, go to next step. If resistance is greater than 25 ohms, replace air compressor assembly, clear DTCs and repeat ARC module diagnostics. 5. Check Gray Wire For Open Measure resistance of Gray wire between air compressor harness connector and ground. If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair open in Gray wire, clear DTCs and repeat ARC module diagnostics. 6. Check Pink Wire For Open Turn air suspension off. Disconnect ARC module connectors. Measure resistance of Pink wire between air compressor harness connector and ARC module Gray harness connector terminal No. 30. See Fig. 3 . If resistance is less than 5 ohms, replace ARC module. If resistance is greater than 5 ohms, repair open in Pink wire. After repair, clear DTCs and repeat ARC module diagnostics. 7. Check Vent Solenoid For Short Turn ignition off. Disconnect air compressor harness connector. Measure resistance between Pink and Gray wire terminals of air compressor connector. If resistance is greater than 15 ohms, go to next step. If resistance is less than 15 ohms, replace air compressor assembly, clear DTCs and repeat ARC module diagnostics. 8. Check Pink Wire For Short To Ground Turn air suspension off. Measure resistance of Pink wire between ARC module Gray harness connector terminal No. 30 and ground. See Fig. 3 . If resistance is greater than 10 k/ohms, replace ARC module. If resistance is less than 10 k/ohms, repair Pink wire as necessary. After repair, clear DTCs and repeat ARC module diagnostics. 9. Check Pink Wire For Short To Power Helpmelearn February-12-08 8:18:39 PM

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1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

Turn ignition off. Turn air suspension off. Disconnect ARC module connectors. Turn air suspension on. Turn ignition on. Measure voltage at ARC module Gray harness connector terminal No. 30 (Pink wire). See Fig. 3 . If any voltage exists, repair short to power in Pink wire. If no voltage exists, replace ARC module. After repair, clear DTCs and repeat ARC module diagnostics. 10. Check Air Compressor Assembly Connector Terminals Turn ignition off. Turn air suspension off. Disconnect air compressor harness connector. Inspect connector for corrosion, bent terminals or other damage. If no problem is found, go to next step. If problem is found, repair or replace as necessary, clear DTCs and repeat ARC module diagnostics. 11. Check Pink Wire For Intermittent Short To Ground Turn air suspension on. Turn ignition on. Using NGS tester set active command VENT on. Set DVOM to lowest voltage measurement. Measure voltage of Pink wire between air compressor harness connector and ground while wiggling harness between air compressor and ARC module. If voltage is permanently or intermittently less than 10 volts, turn active command VENT off and repair Pink wire. If voltage is constantly greater than 10 volts, turn active command VENT off and go to next step. 12. Check Pink Wire For Intermittent Short To Power Using DVOM, measure voltage of Pink wire at air compressor harness connector while wiggling harness between ARC module and air compressor. If no voltage exists, go to next step. If any voltage exists, repair Pink wire, clear DTCs and repeat ARC module diagnostics. 13. Check Intermittent Module Function Turn ignition off. Turn air suspension off. Remove Pink wire from ARC module connector terminal No. 30. See Fig. 3 . Turn air suspension on. Turn ignition on. Turn active command VENT on. Backprobe ARC module Gray harness connector terminal No. 30 to measure voltage. If greater than 10 volts exists, turn active command VENT off. Reinstall Pink wire into connector and go to next step. If less than 10 volts exists, replace ARC module, turn active command VENT off. Clear DTCs and repeat ARC module diagnostics. 14. Perform Road Test Using NGS tester, monitor AS_VENT PID. Take vehicle for 10 minute road test over rough road and/or through a car wash. During road test, shift between 2WD and 4WD and back. If "O", "G" or "B" do not appear next to ON/OFF on tester display, clear DTCs and repeat road test. If "O" is displayed, go to step 4 . If "G" is displayed, go to step 7 . If "B" is displayed, go to step 9 . TEST M: AIR COMPRESSOR RELAY CIRCUIT FAULT 1. Perform On-Demand Self-Test Open any door. On 4.0L equipped models, turn transfer case mode selection switch to LOW setting. Helpmelearn February-12-08 8:18:39 PM

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1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

LOW indicator light will come on. On 5.0L equipped models, turn ride control switch to OFF ROAD setting. Perform On-Demand Self-Test. If DTC C1830 is set at end of self-test, go to next step. If DTC C1830 is not set at end of self-test, go to step 10 . 2. Check Fuse No. 12 Turn ignition off. Turn air suspension off. Check MAXI-fuse No. 12 (50-amp) located in power distribution box. Replace if necessary. Disconnect air compressor relay. Inspect relay for corrosion, bent terminals or other damage. If no problem is found, reconnect fuse No. 12 and air compressor relay. Go to next step. If problem is found, repair or replace as necessary, clear DTCs and repeat ARC module diagnostics. 3. Check Ride Control Output Turn air suspension on. Turn ignition on. Using NGS tester, select PID AS_COMPRESSR. Toggle active command COMPRESSR on and then off. If "O", "G" or "B" do not appear next to ON/OFF on tester display, go to step 10 . If "O" is displayed, go to next step. If "G" is displayed, go to step 7 . If "B" is displayed, go to step9 ). 4. Check Air Compressor Relay Coil For Open Turn ignition off. Disconnect air compressor relay. Measure resistance between air compressor relay terminals No. 85 and 86. See Fig. 5 . If resistance is less than 90 ohms, go to next step. If resistance is greater than 90 ohms, replace air compressor relay, clear DTCs and repeat ARC module diagnostics.

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1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

Fig. 5: Identifying Air Compressor Relay Terminals Courtesy of FORD MOTOR CO. 5. Check Black Wire For Open Measure resistance of Black wire between air compressor relay connector terminal No. 85 and ground. See Fig. 5 . If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair open in Black wire, clear DTCs and repeat ARC module diagnostics. 6. Check Dark Blue/Yellow Wire For Open Turn air suspension off. Disconnect ARC module connectors. Measure resistance of Dark Blue/Yellow wire between air compressor relay connector terminal No. 86 and ARC module Gray harness connector terminal No. 18. See Fig. 3 and Fig. 5 . If resistance is less than 5 ohms, replace ARC module and perform riding height adjustment. See RIDE HEIGHT under ADJUSTMENTS. If resistance is greater than 5 ohms, repair open in Dark Blue/Yellow wire. After repair, clear DTCs and repeat ARCmodule diagnostics. Helpmelearn February-12-08 8:18:39 PM

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1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

7. Check Compressor Relay Coil For Short Turn ignition off. Disconnect air compressor relay. Measure resistance between air compressor relay terminals No. 85 and 86. See Fig. 5 . If resistance is greater than 10 ohms, go to next step. If resistance is less than 10 ohms, replace air compressor relay, clear DTCs and repeat ARCmodule diagnostics. 8. Check Dark Blue/Yellow Wire For Short To Ground Turn air suspension off. Disconnect ARC module connectors. Measure resistance of Dark Blue/Yellow wire between ARC module Gray harness connector terminal No. 18 and ground. See Fig. 3 . If resistance is greater than 10 k/ohms, replace ARC module. If resistance is less than 10 k/ohms, repair Dark Blue/Yellow wire as necessary. After repair, clear DTCs and repeat ARC module diagnostics. 9. Check Dark Blue/Yellow Wire For Short To Power Turn ignition off. Turn air suspension off. Disconnect ARC module connectors. Turn air suspension on. Turn ignition on. Measure voltage at ARC module Gray harness connector terminal No. 18 (Dark Blue/Yellow wire). See Fig. 3 . If any voltage exists, repair short to power in Dark Blue/Yellow wire. If no voltage exists, replace ARC module. After repair, clear DTCs and repeat ARC module diagnostics. 10. Check Air Compressor Relay Terminals Turn ignition off. Turn air suspension off. Disconnect power distribution box MAXI-fuse No. 12 (50amp). Inspect fuse and replace if necessary. Disconnect air compressor relay. Inspect relay and harness connector for corrosion, bent terminals or other damage. If no problem is found, reinstall fuse No. 12 and go to next step. If problem is found, repair or replace as necessary, clear DTCs and repeat ARC module diagnostics. 11. Check Dark Blue/Yellow Wire For Intermittent Short To Ground Turn air suspension on. Turn ignition on. Using NGS tester set active command COMPRESSR on. Set DVOM to hold lowest voltage measurement. Measure voltage of Dark Blue/Yellow wire between air compressor relay connector terminal No. 86 and ground while wiggling harness between air compressor and ARC module. See Fig. 5 . If voltage is permanently or intermittently less than 10 volts, turn active command COMPRESSR off and repair Dark Blue/Yellow wire. If voltage is constantly greater than 10 volts, turn active command COMPRESSR off and go to next step. 12. Check Dark Blue/Yellow Wire For Intermittent Short To Power Using DVOM set to hold highest reading, measure voltage of Dark Blue/Yellow wire at air compressor relay harness connector terminal No. 86 while wiggling harness between ARC module and air compressor. See Fig. 5 . If no voltage exists, go to next step. If any voltage exists, repair Dark Blue/Yellow wire as necessary, clear DTCs and repeat ARC module diagnostics. 13. Check Intermittent Module Function Turn ignition off. Turn air suspension off. Remove Dark Blue/Yellow wire from ARC module Gray Helpmelearn February-12-08 8:18:39 PM

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1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

connector terminal No. 18. See Fig. 3 . Turn air suspension on. Turn ignition on. Turn active command COMPRESSR on. Measure voltage at ARC module terminal No. 18. If greater than 10 volts is indicated, turn active command COMPRESSR off. Reinstall Dark Blue/Yellow wire into connector and go to next step. If less than 10 volts is indicated, replace ARC module, turn active command COMPRESSR off. Clear DTCs and repeat ARC module diagnostics. 14. Perform Road Test Using NGS tester, monitor AS_COMP PID. Take vehicle for 10 minute road test over rough road and/or through a car wash. During road test, shift between 2WD and 4WD and back. If "O", "G" or "B" do not appear next to ON/OFF on tester display, clear DTCs and repeat road test. If "O" is displayed, go to step 4 . If "G" is displayed, go to step 7 . If "B" is displayed, go to step 9 . TEST N: FRONT/REAR FILL SOLENOID CIRCUIT FAULT 1. Perform On-Demand Self-Test Open any door. On 4.0L equipped models, turn transfer case mode selection switch to LOW setting. LOW indicator light will come on. On 5.0L equipped models, turn ride control switch to OFF ROAD setting. Perform On-Demand Self-Test. If DTC C1845 and/or C1865 is not set at end of self-test, go to step 10 . If DTC C1845 and/or C1865 is set at end of self-test, go to next step. 2. Check Suspect Fill Solenoid Connector Turn ignition off. Turn air suspension off. Disconnect suspect fill solenoid connector. Inspect connector for corrosion, bent terminals or other damage. If no problem is found, go to next step. If problem is found, repair or replace as necessary, clear DTCs and repeat ARC module diagnostics. 3. Check Ride Control Output Turn air suspension on. Turn ignition on. Using NGS tester, select PID F_FILL or R_FILL as appropriate. Using NGS tester, select active command and PID AS_VENT. Using active commands mode, activate commands in the following order: z GATEVALVE to ON z FRNT FILL/REAR FILL to ON z GATEVALVE to OFF z FRNT FILL/REAR FILL to OFF If "O", "G" or "B" do not appear next to ON/OFF on tester display, go to step 10 . If "O" is displayed, go to next step. If "G" is displayed, go to step 7 . If "B" is displayed, go to step 9 . 4. Check Suspect Fill Solenoid For Open Circuit Turn ignition off. Disconnect suspect fill solenoid connector. Measure resistance between suspect fill solenoid terminals. If resistance is less than 20 ohms, go to next step. If resistance is greater than 20 ohms, replace suspect fill solenoid, clear DTCs and repeat ARC module diagnostics. Helpmelearn February-12-08 8:18:39 PM

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5. Check Black Wire For Open Measure resistance of Black wire between suspect fill solenoid connector and ground. If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair open in Black wire, clear DTCs and repeat ARC module diagnostics. 6. Check Light Blue/Black Wire Or Light Green/Orange Wire For Open Turn air suspension off. Disconnect ARC module connectors. If front fill solenoid is suspect, measure resistance of Light Green/Orange wire between rear fill solenoid connector and ARC module Gray harness connector terminal No. 15 See Fig. 3 . If rear fill solenoid is suspect, measure resistance of Light Blue/Black wire between rear fill solenoid connector and ARC module Gray harness connector terminal No. 17. See Fig. 3 . If resistance is less than 5 ohms, replace ARC module and perform riding height adjustment. See RIDE HEIGHT under ADJUSTMENTS. If resistance is greater than 5 ohms, repair open in Light Green/Orange wire or Light Blue/Black wire. After repair, clear DTCs and repeat ARC module diagnostics. 7. Check Suspect Fill Solenoid For Short Turn ignition off. Disconnect suspect fill solenoid connector. Measure resistance between fill solenoid terminals. If resistance is greater than 10 ohms, go to next step. If resistance is less than 10 ohms, replace fill solenoid, clear DTCs and repeat ARC module diagnostics. 8. Check Light Blue/Black Wire Or Light Green/Orange Wire For Short To Ground Turn air suspension off. Disconnect ARC module connectors. If front fill solenoid is suspect, measure resistance of Light Green/Orange wire between rear fill solenoid connector and ground. If rear fill solenoid is suspect, measure resistance of Light Blue/Black wire between rear fill solenoid connector and ground. If resistance is greater than 10 k/ohms, replace ARC module and perform riding height adjustment. See RIDE HEIGHT under ADJUSTMENTS. If resistance is less than 10 k/ohms, repair short to ground in Light Green/Orange wire or Light Blue/Black wire. After repair, clear DTCs and repeat ARC module diagnostics. 9. Check Light Blue/Black Wire Or Light Green/Orange Wire For Short To Power Turn air suspension off. Disconnect ARC module connectors. Turn air suspension on. If front fill solenoid is suspect, measure voltage at Light Green/Orange wire terminal of fill solenoid connector. If rear fill solenoid is suspect, measure voltage at Light Blue/Black wire terminal of fill solenoid connector. If no voltage is indicated, replace ARC module and perform riding height adjustment. See RIDE HEIGHT under ADJUSTMENTS. If any voltage is indicated, repair short to power in Light Green/Orange wire or Light Blue/Black wire. After repair, clear DTCs and repeat ARC module diagnostics. Helpmelearn February-12-08 8:18:39 PM

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1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

10. Check Suspect Fill Solenoid Connector Terminals Turn ignition off. Turn air suspension off. Disconnect suspect fill solenoid connector. Inspect harness connector for corrosion, bent terminals or other damage. If no problem is found, go to next step. If problem is found, repair or replace as necessary, clear DTCs and repeat ARC module diagnostics. 11. Check Light Blue/Black Wire Or Light Green/Orange Wire For Intermittent Condition Turn air suspension on. Turn ignition on. Using NGS tester turn active command FRNT_FILL/REAR_FILL on. Set DVOM to hold lowest indicated voltage. Measure voltage between ARC module and suspect fill solenoid connector while wiggling harness. If front fill solenoid is suspect, measure voltage at Light Green/Orange wire terminal of fill solenoid connector. If rear fill solenoid is suspect, measure voltage at Light Blue/Black wire terminal of fill solenoid connector. If greater than 10 volts is indicated, turn active command off and go to next step. If less than 10 volts is indicated, repair Light Green/Orange wire or Light Blue/Black wire as necessary. After repair, clear DTCs and repeat ARC module diagnostics. 12. Check Light Blue/Black Wire Or Light Green/Orange Wire For Short To Power Set DVOM to hold highest indicated voltage. If front fill solenoid is suspect, measure voltage at Light Green/Orange wire terminal of fill solenoid connector. If rear fill solenoid is suspect, measure voltage at Light Blue/Black wire terminal of fill solenoid connector. If no voltage is indicated, go to next step. If any voltage is indicated, repair Light Green/Orange wire or Light Blue/Black wire as necessary. After repair, clear DTCs and repeat ARC module diagnostics. 13. Check Intermittent Module Function Turn ignition off. Turn air suspension off. If front fill solenoid is suspect, remove Light Green/Orange wire from ARC module connector terminal No. 15. If rear fill solenoid is suspect, remove Light Blue/Black wire from ARC module connector terminal No. 17. Ensure connector is connected to module. Turn air suspension on. Turn ignition on. Using NGS tester turn active command FRNT_FILL/REAR_FILL on. Measure voltage at ARC module connector No. 15 or 17. Turn active command off. If 10 volts or greater exists, reconnect Light Green/Orange wire or Light Blue/Black wire into appropriate connector terminal and go to next step. If less than 10 volts exist, replace ARC module and perform riding height adjustment. See RIDE HEIGHT under ADJUSTMENTS. After repair, clear DTCs and repeat ARC module diagnostics. 14. Perform Road Test Using NGS tester, monitor AS_COMP PID. Take vehicle for 10 minute road test over rough road and/or through a car wash. During road test, shift between 2WD and 4WD and back. If "O", "G" or "B" do not appear next to ON/OFF text for F_FILL or R_FILL on tester display, clear DTCs and repeat road test. If "O" is displayed, go to step 4 . If "G" is displayed, go to step 7 . If "B" is displayed, go to step 9 . TEST P: FRONT/REAR GATE SOLENOID CIRCUIT FAULT NOTE:

Front gate solenoid is used only on 1996 Explorer.

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1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

1. Perform On-Demand Self-Test Open any door. On 4.0L equipped models, turn transfer case mode selection switch to LOW setting. LOW indicator light will come on. On 5.0L equipped models, turn ride control switch to OFF ROAD setting. Perform On-Demand Self-Test. If DTC C1869 is set at end of self-test, go to next step. If DTC C1869 is not set at end of self-test, go to step 10 . 2. Check Front/Rear Gate Solenoid Connectors Turn ignition off. Turn air suspension off. Disconnect front and rear gate solenoid connectors. Inspect connectors for corrosion, bent terminals or other damage. If no problem is found, go to next step. If problem is found, repair or replace as necessary, clear DTCs and repeat ARC module diagnostics. 3. Check Ride Control Output Turn air suspension on. Turn ignition on. On 1996 Explorer, using NGS tester, select GATE (F/R Gate Solenoid Status) PID. Using active commands mode, toggle commands in the following order: z GATE Solenoids OFF and FRONT FILL Solenoid OFF (default State) z GATE Solenoids ON and FRONT FILL Solenoid OFF z GATE Solenoids ON and FRONT FILL Solenoid ON z GATE Solenoids OFF and FRONT FILL Solenoid ON z GATE Solenoids OFF and FRONT FILL Solenoid OFF (default State) On 1997 models, using NGS tester, select PID AS_GATE. Using active commands mode, toggle commands in the following order: z GATEVALVE to ON z REAR FILL to ON z GATEVALVE to OFF z REAR FILL to OFF If "O", "G" or "B" do not appear next to ON/OFF on tester display, go to step 10 . If "O" is displayed, go to next step. If "G" is displayed, go to step 7 . If "B" is displayed, go to step 9 . 4. Check Front/Rear Gate Solenoid Coil For Open Turn ignition off. Disconnect rear gate solenoid connector. Measure resistance between rear gate solenoid terminals. If resistance is less than 20 ohms, go to next step. If resistance is greater than 20 ohms, replace rear gate solenoid, clear DTCs and repeat ARC module diagnostics. Repeat procedure for front gate solenoid, if equipped. 5. Check Black Wire For Open Measure resistance of Black wire between front or rear gate solenoid connector and ground. If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair open in Black wire, clear Helpmelearn February-12-08 8:18:39 PM

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DTCs and repeat ARC module diagnostics. 6. Check Orange/Red Wire For Open Turn air suspension off. Disconnect ARC module connectors. Measure resistance of Orange/Red wire between rear gate solenoid connector and ARC module Gray harness connector terminal No. 27 See Fig. 3 . Repeat procedure for front gate solenoid, if equipped. If resistance is less than 5 ohms, replace ARC module and perform riding height adjustment. See RIDE HEIGHT under ADJUSTMENTS. If resistance is greater than 5 ohms, repair open in Orange/Red wire. After repair, clear DTCs and repeat ARC module diagnostics. 7. Check Front/Rear Gate Solenoid For Short Turn ignition off. Disconnect front and rear gate solenoid connectors. Measure resistance between gate solenoid terminals. If resistance is greater than 10 ohms, go to next step. If resistance is less than 10 ohms, replace gate solenoid, clear DTCs and repeat ARC module diagnostics. 8. Check Orange/Red Wire For Short To Ground Turn air suspension off. Disconnect ARC module connectors. Measure resistance of Orange/Red wire between ARC module Gray harness connector terminal No. 27 and ground. See Fig. 3 . If resistance is greater than 10 k/ohms, replace ARC module and perform riding height adjustment. See RIDE HEIGHT under ADJUSTMENTS. If resistance is less than 10 k/ohms, repair short to ground in Orange/Red wire. After repair, clear DTCs and repeat ARC module diagnostics. 9. Check Orange/Red Wire For Short To Power Turn air suspension off. Disconnect ARC module connectors. Turn air suspension on. Measure voltage at ARC module Gray harness connector terminal No. 27 (Orange/Red wire). See Fig. 3 . If no voltage exists, replace ARC module and perform riding height adjustment. See RIDE HEIGHT under ADJUSTMENTS. If any voltage exists, repair short to power in Orange/Red wire. After repair, clear DTCs and repeat ARC module diagnostics. 10. Check Front/Rear Gate Solenoid Terminals Turn ignition off. Turn air suspension off. Disconnect front and rear gate solenoid connectors. Inspect solenoid terminals for corrosion or other damage. If no problem is found, go to next step. If problem is found, repair or replace as necessary, clear DTCs and repeat ARC module diagnostics. 11. Check Front/Rear Gate Solenoid For Intermittent Failure Turn air suspension on. Turn ignition on. Using NGS tester turn active command GATEVALVE on (GATE Front/Rear on 1996 Explorer). Set DVOM to hold lowest indicated voltage. Measure voltage at Orange/Red wire terminal of front and/or rear gate solenoid connector while wiggling harness. Turn active command off. If greater than 10 volts exists, go to next step. If less than 10 volts exists, repair Orange/Red wire as necessary, clear DTCs and repeat ARC module diagnostics. Helpmelearn February-12-08 8:18:39 PM

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1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

12. Check Orange/Red Wire For Short To Power Set DVOM to hold highest indicated voltage. Measure voltage at Orange/Red wire terminal of front and/or rear gate solenoid connector. If no voltage exists, go to next step. If any voltage exists, repair Orange/Red wire as necessary. After repair, clear DTCs and repeat ARC module diagnostics. 13. Check Intermittent Module Function Turn ignition off. Turn air suspension off. Remove Orange/Red wire from ARC module connector terminal No. 27. Ensure connector is connected to module. Turn air suspension on. Turn ignition on. Using NGS tester turn active command GATEVALVE on (GATE Front/Rear on 1996 Explorer). Measure voltage at ARC module connector No. 27. See Fig. 3 . Turn active command off. If 10 volts or greater exists, reconnect Orange/Red wire into appropriate connector terminal and go to next step. If less than 10 volts exist, replace ARC module and perform riding height adjustment. See RIDE HEIGHT under ADJUSTMENTS. After repair, clear DTCs and repeat ARC module diagnostics. 14. Perform Road Test Using NGS tester, monitor AS_GATE PID (GATE Front/Rear on 1996 Explorer). Take vehicle for 10 minute road test over rough road and/or through a car wash. During road test, shift between 2WD and 4WD and back. If "O", "G" or "B" do not appear next to ON/OFF text for AS_GATE PID (GATE Front/Rear on 1996 Explorer) on tester display, clear DTCs and repeat road test. If "O" is displayed, go to step 4 . If "G" is displayed, go to step 7 . If "B" is displayed, go to step 9 . TEST Q: RIGHT REAR SHOCK ABSORBER CIRCUIT FAULT NOTE:

Indicated voltage may be up to 3 volts less than battery voltage. This condition is normal.

1. Check Right Rear Shock Absorber Motor Power Turn ignition off. Disconnect shock absorber harness connector. Turn ignition on. Using NGS tester, turn active command RR SMOTOR on. Measure and record voltage between shock absorber harness connector Black and Pink/Orange wire terminals. Turn active command RR SMOTOR off. If greater than 7 volts exists, go to step 5 . If less than 7 volts exist, go to next step. 2. Check Right Rear Shock Absorber Motor Ground Turn ignition off. Measure resistance of Black wire between shock absorber harness connector and ground. If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair Black wire, clear DTCs and repeat ARC module diagnostics. 3. Check Pink/Orange Wire For Open Disconnect ARC module connectors. Measure resistance of Pink/Orange wire between shock absorber harness connector and ARC module Gray harness connector terminal No. 13. See Fig. 3 . If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair open in Pink/Orange wire, Helpmelearn February-12-08 8:18:39 PM

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1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

clear DTCs and repeat ARC module diagnostics. 4. Check Pink/Orange Wire For Short Measure resistance of Pink/Orange wire between ARC module Gray harness connector terminal No. 13 and ground. See Fig. 3 . If resistance is less than 5 ohms, repair short in Pink/Orange wire. If resistance is greater than 5 ohms, replace ARC module and perform riding height adjustment. See RIDE HEIGHT under ADJUSTMENTS. 5. Check Right Rear Shock Absorber Motor Power Circuit Measure voltage between shock absorber harness connector Black and Pink/Orange wire terminals. If less than 10 volts exists, go to next step. If greater than 10 volts exists, repair Pink/Orange wire as necessary, replace ARC module and perform riding height adjustment. See RIDE HEIGHT under ADJUSTMENTS. 6. Check Continuity Of Shock Absorber Position Feedback (Encoder) Measure resistance of White wire between shock absorber harness connector and ARC module Black harness connector terminal No. 23. See Fig. 3 . If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair White wire, clear DTCs and repeat ARC module diagnostics. 7. Check White Wire For Short To Battery Voltage Turn ignition on. Measure voltage at ARC module Black harness connector terminal No. 23. See Fig. 3 . If no voltage exists, go to next step. If any voltage exists, repair White wire, clear DTCs and repeat ARC module diagnostics. 8. Check White Wire For Short To Ground Measure resistance of White wire between ARC module Black connector terminal No. 23 and ground. See Fig. 3 . If resistance is less than 5 ohms, repair White wire as necessary. If resistance is greater than 5 ohms, replace right rear shock absorber, clear DTCs and repeat ARC module diagnostics. TEST R: LEFT REAR SHOCK ABSORBER CIRCUIT FAULT NOTE:

Indicated voltage may be up to 3 volts less than battery voltage. This condition is normal.

1. Check Left Rear Shock Absorber Motor Power Turn ignition off. Disconnect shock absorber harness connector. Turn ignition on. Using NGS tester, turn active command LR SMOTOR on. Measure and record voltage between shock absorber harness connector Black and Black/Pink wire terminals. Turn active command LR SMOTOR off. If greater than 7 volts exists, go to step 5 . If less than 7 volts exist, go to next step. 2. Check Left Rear Shock Absorber Motor Ground Helpmelearn February-12-08 8:18:39 PM

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Turn ignition off. Measure resistance of Black wire between shock absorber harness connector and ground. If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair Black wire, clear DTCs and repeat ARC module diagnostics. 3. Check Black/Pink Wire For Open Disconnect ARC module connectors. Measure resistance of Black/Pink wire between shock absorber harness connector and ARC module Gray harness connector terminal No. 19. See Fig. 3 . If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair open in Black/Pink wire, clear DTCs and repeat ARC module diagnostics. 4. Check Black/Pink Wire For Short Measure resistance of Black/Pink wire between ARC module Gray harness connector terminal No. 19 and ground. See Fig. 3 . If resistance is less than 5 ohms, repair short in Black/Pink wire. If resistance is greater than 5 ohms, replace ARC module and perform riding height adjustment. See RIDE HEIGHT under ADJUSTMENTS. 5. Check Left Rear Shock Absorber Motor Power Circuit Measure voltage between shock absorber harness connector Black and Black/Pink wire terminals. If no voltage exists, go to next step. If any voltage exists, repair Black/Pink wire as necessary, replace ARC module and perform riding height adjustment. See RIDE HEIGHT under ADJUSTMENTS. 6. Check Continuity Of Shock Absorber Position Feedback (Encoder) Measure resistance of White/Orange wire between shock absorber harness connector and ARC module Black harness connector terminal No. 26. See Fig. 3 . If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair White/Orange wire, clear DTCs and repeat ARC module diagnostics. 7. Check White/Orange Wire For Short To Battery Voltage Turn ignition on. Measure voltage at ARC module harness Black connector terminal No. 26. See Fig. 3 . If no voltage exists, go to next step. If any voltage exists, repair White/Orange wire, clear DTCs and repeat ARC module diagnostics. 8. Check White/Orange Wire For Short To Ground Measure resistance of White/Orange wire between ARC module Black harness connector terminal No. 26 and ground. If resistance is less than 5 ohms, repair White/Orange wire as necessary. If resistance is greater than 5 ohms, replace left rear shock absorber, clear DTCs and repeat ARC module diagnostics. TEST S: RIGHT FRONT SHOCK ABSORBER CIRCUIT FAULT NOTE:

Indicated voltage may be up to 3 volts less than battery voltage. This condition

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is normal. 1. Check Right Front Shock Absorber Motor Power Turn ignition off. Disconnect shock absorber harness connector. Turn ignition on. Using NGS tester, turn active command RF SMOTOR on. Measure and record voltage between shock absorber harness connector Black and Tan/White wire terminals. Turn active command RF SMOTOR off. If greater than 7 volts exists, go to step 5 . If less than 7 volts exist, go to next step. 2. Check Right Front Shock Absorber Motor Ground Turn ignition off. Measure resistance of Black wire between shock absorber harness connector and ground. If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair Black wire, clear DTCs and repeat ARC module diagnostics. 3. Check Tan/White Wire For Open Disconnect ARC module connectors. Measure resistance of Tan/White wire between shock absorber harness connector and ARC module Gray harness connector terminal No. 16. See Fig. 3 . If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair open in Tan/White wire, clear DTCs and repeat ARC module diagnostics. 4. Check Tan/White Wire For Short Measure resistance of Tan/White wire between ARC module Gray harness connector terminal No. 16 and ground. See Fig. 3 . If resistance is less than 5 ohms, repair short in Tan/White wire. If resistance is greater than 5 ohms, replace ARC module and perform riding height adjustment. See RIDE HEIGHT under ADJUSTMENTS. 5. Check Right Front Shock Absorber Motor Power Circuit Measure voltage between shock absorber harness connector Black and Tan/White wire terminals. If no voltage exists, go to next step. If any voltage exists, repair Tan/White wire as necessary, replace ARC module and perform riding height adjustment. See RIDE HEIGHT under ADJUSTMENTS. 6. Check Continuity Of Shock Absorber Position Feedback (Encoder) Measure resistance of White/Red wire between shock absorber harness connector and ARC module Black harness connector terminal No. 25. See Fig. 3 . If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair White/Red wire, clear DTCs and repeat ARC module diagnostics. 7. Check White/Red Wire For Short To Battery Voltage Turn ignition on. Measure voltage at ARC module Black harness connector terminal No. 25. See Fig. 3 . If no voltage exists, go to next step. If any voltage exists, repair White/Red wire, clear DTCs and repeat ARC module diagnostics. Helpmelearn February-12-08 8:18:40 PM

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8. Check White/Red Wire For Short To Ground Measure resistance of White/Red wire between ARC module Black harness connector terminal No. 25 and ground. See Fig. 3 . If resistance is less than 5 ohms, repair White/Red wire as necessary. If resistance is greater than 5 ohms, replace right front shock absorber, clear DTCs and repeat ARC module diagnostics. TEST T: LEFT FRONT SHOCK ABSORBER CIRCUIT FAULT NOTE:

Indicated voltage may be up to 3 volts less than battery voltage. This condition is normal.

1. Check Left Front Shock Absorber Motor Power Turn ignition off. Disconnect shock absorber harness connector. Turn ignition on. Using NGS tester, turn active command LF SMOTOR on. Measure and record voltage between shock absorber harness connector Black and Red/Light Green wire terminals. Turn active command LF SMOTOR off. If greater than 7 volts exists, go to step 5 . If less than 7 volts exist, go to next step. 2. Check Left Front Shock Absorber Motor Ground Turn ignition off. Measure resistance of Black wire between shock absorber harness connector and ground. If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair Black wire, clear DTCs and repeat ARC module diagnostics. 3. Check Red/Light Green Wire For Open Disconnect ARC module connectors. Measure resistance of Red/Light Green wire between shock absorber harness connector and ARC module Gray harness connector terminal No. 14. See Fig. 3 . If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair open in Red/Light Green wire, clear DTCs and repeat ARC module diagnostics. 4. Check Red/Light Green Wire For Short Measure resistance of Red/Light Green wire between ARC module Gray harness connector terminal No. 14 and ground. See Fig. 3 . If resistance is less than 5 ohms, repair short in Red/Light Green wire. If resistance is greater than 5 ohms, replace ARC module and perform riding height adjustment. See RIDE HEIGHT under ADJUSTMENTS. 5. Check Left Front Shock Absorber Motor Power Circuit Measure voltage between shock absorber harness connector Black and Red/Light Green wire terminals. If no voltage exists, go to next step. If any voltage exists, repair Red/Light Green wire as necessary, replace ARC module and perform riding height adjustment. See RIDE HEIGHT under ADJUSTMENTS. 6. Check Continuity Of Shock Absorber Position Feedback (Encoder) Helpmelearn February-12-08 8:18:40 PM

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Measure resistance of White/Black wire between shock absorber harness connector and ARC module Black harness connector terminal No. 24. See Fig. 3 . If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair White/Black wire, clear DTCs and repeat ARC module diagnostics. 7. Check White/Black Wire For Short To Battery Voltage Turn ignition on. Measure voltage at ARC module Black harness connector terminal No. 24. See Fig. 3 . If no voltage exists, go to next step. If any voltage exists, repair White/Black wire, clear DTCs and repeat ARC module diagnostics. 8. Check White/Black Wire For Short To Ground Measure resistance of White/Black wire between ARC module Black harness connector terminal No. 24 and ground. If resistance is less than 5 ohms, repair White/Black wire as necessary. If resistance is greater than 5 ohms, replace left front shock absorber, clear DTCs and repeat ARC module diagnostics. TEST U: BATTERY VOLTAGE LOW 1. Perform On-Demand Self-Test Open any door. On 4.0L equipped models, turn transfer case mode selection switch to LOW setting. LOW indicator light will come on. On 5.0L equipped models, turn ride control switch to OFF ROAD setting. Perform On-Demand Self-Test. If DTC C1318 is set at end of self-test, go to next step. If DTC C1318 is not set at end of self-test, check battery and charging system. Repair or replace as necessary. Test charging system for normal operation. 2. Check For Intermittent Condition Recharge battery. Using NGS tester, monitor VBATARC PID. If greater than 11 volts exists, clear DTCs and repeat ARC diagnostics. If less than 11 volts exist, check battery and charging system. Repair or replace as necessary. Test charging system for normal operation. TEST V: ECU INTERNAL FAULT 1. Perform On-Demand Self-Test Open any door. On 4.0L equipped models, turn transfer case mode selection switch to LOW setting. LOW indicator light will come on. On 5.0L equipped models, turn ride control switch to OFF ROAD setting. Perform On-Demand Self-Test. If DTC C1342 is not set at end of self-test, go to next step. If DTC C1342 is set at end of self-test, replace ARC module and perform riding height adjustment. See RIDE HEIGHT under ADJUSTMENTS. Clear DTCs and repeat ARC module diagnostics. 2. Check For Intermittent Failure Turn ignition off. Turn air suspension off. Turn air suspension on. Turn ignition on. Perform on demand Helpmelearn February-12-08 8:18:40 PM

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self-test. If DTC C1342 is set again, replace ARC module and perform riding height adjustment. See RIDE HEIGHT under ADJUSTMENTS. Clear DTCs and repeat ARC module diagnostics. If DTC C1342 is not reset. Clear any DTCs and repeat ARC module diagnostics. TEST W: BRAKELIGHT SWITCH INPUT SHORT TO POWER 1. Perform On-Demand Self-Test Open any door. On 4.0L equipped models, turn transfer case mode selection switch to LOW setting. LOW indicator light will come on. On 5.0L equipped models, turn ride control switch to OFF ROAD setting. Perform On-Demand Self-Test. If DTC C1485 is set at end of self-test, go to next step. If DTC C1485 is not set at end of self-test, service any DTCs that were set, clear DTCs and repeat ARC module diagnostics. 2. Check Light Green Wire For Short To Power Check stoplights. If any stoplight(s) are on continuously, repair or replace wiring or stoplight switch as necessary. If stoplights are not on continuously, replace ARC module and perform riding height adjustment. See RIDE HEIGHT under ADJUSTMENTS. Clear DTCs and repeat ARC module diagnostics. TEST X: DOOR AJAR INPUT SHORT TO POWER 1. Perform On-Demand Self-Test Open any door. On 4.0L equipped models, turn transfer case mode selection switch to LOW setting. LOW indicator light will come on. On 5.0L equipped models, turn ride control switch to OFF ROAD setting. Perform On-Demand Self-Test. If DTC B1565 is set at end of self-test, go to next step. If DTC B1565 is not set at end of self-test, service any DTCs that were set, clear DTCs and repeat ARC module diagnostics. 2. Check Light Blue/White Wire For Short To Power Turn ignition off. Disconnect Arc module harness connectors. Disconnect Generic Electronic Module (GEM) 16-pin connector. GEM is located behind center of instrument panel. Measure resistance of Light Blue/White wire between GEM 16-pin connector and ARC module connector (Black) terminal No. 5. See Fig. 3 . If resistance is greater than 5 ohms, repair open in Light Blue/White wire. If resistance is less than 5 ohms, replace door open warning indicator switch. After repair, clear DTCs and repeat ARC module diagnostics. TEST Y: ARC SYSTEM DOES NOT SEEM TO BE WORKING Preliminary Checks

Connect New Generation Star (NGS) tester (007-00500) to Data Link Connector (DLC). DLC is located under steering column. Monitor indicated PIDs in following order Helpmelearn February-12-08 8:18:40 PM

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z z z z z z z z z

VSS_ARC IGN_RUN STEER_A STEER_B BOO_ARC DR_OPEN 4X4_LOW (4.0L) or OFFROAD (5.0L) 4X4_HIGH PCM_ACC

Ensure vehicle is stopped, ignition on, service brakes not applied, all doors closed, tailgate/tailgate glass closed, transfer case in 2WD and throttle closed. Proceed with test. 1. Check Ignition Switch On Input Using NGS tester, monitor IGN_RUN PID. If PID indicates ignition switch status as RUN, go to next step. If PID does not indicate ignition switch status as RUN, Check fuse No. 10 (15-amp) in interior fuse panel. If fuse is faulty, repair Gray/Yellow wire between fuse panel and ARC module, replace fuse. If fuse No. 10 is good, check Gray/Yellow wire for open and repair as necessary. After repair, retest system operation. 2. Check Ignition Switch Off Input Turn ignition off. Monitor IGN_RUN PID. If PID does not indicate ignition switch status as RUN, go to next step. If PID indicates ignition switch status as RUN, repair Gray/Yellow wire as necessary and retest system operation. NOTE:

Steering Sensor is single assembly, located on steering column, which provides steering rate and position as 2 separate signals, Steering Sensor "A" and Steering Sensor "B".

3. Check Steering Rate Sensors "A" & "B" Turn ignition on. Monitor STEER_A and STEER_B PIDs while slowly turning steering wheel 90 degrees in both directions. If both PIDs cycle between HIGH and LOW, go to step 9 . If either or both PIDs do not cycle as described, repeat test turning steering wheel more slowly. If PIDs still do not produce proper cycling, go to next step. If during retest PIDs produce proper cycling, go to step 6 . 4. Check Gray/Yellow Wire For Open Turn ignition off. Disconnect steering sensor, located on steering column. Turn ignition on. Measure voltage at Gray/Yellow wire terminal of steering sensor harness connector. If greater than 10 volts exists, go to next step. If less than 10 volts exist, repair open in Gray/Yellow wire and retest system operation. 5. Check Black Wire For Open Helpmelearn February-12-08 8:18:40 PM

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Turn ignition off. Measure resistance of Black wire between steering sensor harness connector and ground. If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair open in Black wire and retest system. 6. Check Brown And/Or Red Wires For Open Measure resistance of Brown wire between ARC module harness connector terminal No. 2 and steering sensor harness connector. See Fig. 3 . Also measure resistance of Red wire between ARC module Black harness connector terminal No. 22 and steering sensor harness connector. If resistances are less than 5 ohms, go to next step. If resistance(s) is greater than 5 ohms, repair open in Red and/or Brown wire(s) and retest system operation. 7. Check Brown And/Or Red Wires For Short To Power Turn ignition on. Measure voltage at ARC module Black connector terminals No. 2 (Brown wire) and No. 22 (Red wire). See Fig. 3 . If no voltage exists, go to next step. If any voltage exists, repair Brown and/or Red wire as necessary and retest system operation. 8. Brown And/Or Red Wires For Short To Ground Measure resistance of Brown wire between ARC module harness connector terminal No. 2 and ground. Also measure resistance of Red wire between ARC module Black harness connector terminal No. 22 and ground. See Fig. 3 . If resistance(s) is greater than 10 k/ohms, replace steering sensor. If resistance(s) is less than 10 k/ohms, repair short to ground in Red and/or Brown wire(s). After repair, retest system operation. 9. Check Brake On/Off (BOO) Switch Input Using NGS tester, monitor BOO_ARC PID. Press brake hard enough to turn on brakelights then release pedal. If BOO_ARC status did not change to ON, go to next step. If BOO_ARC status did not change to OFF, go to step 11 . If BOO_ARC status changed from ON to OFF, go to step 12 . 10. Check Light Green Wire For Open Turn ignition off. Disconnect ARC module connectors and BOO switch harness connector, located under steering column. Measure resistance of Light Green wire between BOO switch harness connector and ARC module harness connector terminal No. 10. If resistance is less than 5 ohms, replace ARC module and perform riding height adjustment. See RIDE HEIGHT under ADJUSTMENTS. If resistance is greater than 5 ohms, repair open in Light Green wire, test system operation and go to step 12 . 11. Check Light Green Wire For Short To Power Turn ignition off. Disconnect ARC module harness connectors. Check stoplights to see if they are on continuously. If stoplights are on continuously. repair short to power in Light Green wire. If stoplights are not on, replace ARC module and perform riding height adjustment. See RIDE HEIGHT under ADJUSTMENTS. Retest system operation. Helpmelearn February-12-08 8:18:40 PM

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12. Check Door Open Warning Indicator Inputs Close all doors, including tailgate and tailgate glass. Using NGS tester, monitor DR_OPEN PID. Open any door. If DR_OPEN PID indicates CLOSED then AJAR, go to step 16 . If DR_OPEN PID does not indicate CLOSED then AJAR, go to next step. 13. Check Door Ajar Inputs To GEM Using NGS tester, monitor the following GEM PIDs: z D_DR_SW z P_DR_SW z LGATE_SW z LRDR_SW z RRDR_SW Check GEM inputs by opening and closing each door individually. If all GEM inputs function properly, go to next step. If any inputs do not function properly, see appropriate WIRING DIAGRAM in ILLUMINATION/INTERIOR LIGHTS article. After repair, retest system operation. 14. Check Door Open Warning Indicator Signal Turn ignition off. Disconnect ARC module harness connectors. Turn ignition on. Close all doors. Measure voltage at ARC module Black harness connector terminal No. 5 (Light Blue/White wire). Open any door. With all doors closed, no voltage should exist. If any door is opened, greater than 5 volts should exist. If voltage is not as indicated, go to next step. If voltage is as indicated, replace ARC module and perform riding height adjustment. See RIDE HEIGHT under ADJUSTMENTS. Retest system operation. 15. Check Light Blue/White Wire For Open Turn ignition off. Disconnect 16-pin GEM connector, located behind center of instrument panel. Measure resistance of Light Blue/White wire between 16-pin GEM connector and ARC module Black harness connector terminal No. 5. If resistance is less than 5 ohms, see appropriate WIRING DIAGRAM in ILLUMINATION/INTERIOR LIGHTS article. If resistance is greater than 5 ohms, repair open in Light Blue/White wire. After repair, retest system operation. 16. Check 4X4 Disengaged Input On 4.0L equipped models, turn transfer case mode selection switch to AUTO setting. On 5.0L equipped models, turn ride control switch to NORMAL RIDE setting. Monitor 4X4_LOW (4.0L) or OFFROAD (5.0L) PID. If 4X4_LOW (4.0L) or OFFROAD (5.0L) PID do not indicate OUT, go to next step. If 4X4_LOW (4.0L) or OFFROAD (5.0L) PID indicate OUT, go to step 19 . 17. Check GEM Two-Wheel Drive Output Using NGS tester, monitor 4WDHIGH and 4WDLOW PIDs. If both PIDs status is OFF, go to next step. If both PIDs status is not OFF, check transfer case operation. Helpmelearn February-12-08 8:18:40 PM

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1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

18. Check Dark Blue/White Wire For Short To Ground Turn ignition off. Disconnect GEM 22-pin connector, located behind center of instrument panel. Measure resistance of Dark Blue/White wire between GEM 22-pin connector and ground. If resistance is less than 10 k/ohms, repair short to ground in Dark Blue/White wire. If resistance is greater than 10 k/ohms, replace ARC module and perform riding height adjustment. See RIDE HEIGHT under ADJUSTMENTS. After repair, retest system operation. 19. Check 4X4 Engaged Output On 4.0L equipped models, turn transfer case mode selection switch to LOW setting. LOW indicator light will come on. On 5.0L equipped models, turn ride control switch to OFF ROAD setting. Monitor 4X4_LOW (4.0L) or OFFROAD (5.0L) PID. If 4X4_LOW (4.0L) or OFFROAD (5.0L) PID do not indicate IN, go to next step. If 4X4_LOW (4.0L) or OFFROAD (5.0L) PID indicate IN, go to step 22 . 20. Check Dark Blue/White Wire For Open Turn ignition off. Disconnect GEM 22-pin connector, located behind center of instrument panel. Measure resistance of Dark Blue/White wire between GEM 22-pin connector and ARC module Gray harness connector terminal No. 11. If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair open in Dark Blue/White wire and test system operation. 21. Check Dark Blue/White Wire For Short To Power Turn ignition on. Measure voltage at GEM 22-pin connector Dark Blue/White wire terminal. If voltage exists, repair short to power in Dark Blue/White wire. If no voltage exists, replace ARC module and perform riding height adjustment. See RIDE HEIGHT under ADJUSTMENTS. After repair, retest system operation. 22. Check PCM Acceleration Input Ensure accelerator is completely released. Using NGS tester, monitor PCM_ACC PID. If PID indicates NO, go to step 25 . If PID does not indicate NO, go to next step. 23. Check PCM Acceleration Output Using NGS tester, monitor PCM TP V PID. Press and release accelerator. If PCM output voltage varies as accelerator is depressed, go to next step. If PCM output voltage does not vary as accelerator is depressed, see appropriate ENGINE PERFORMANCE article. 24. Check Orange/Black Wire For Short To Ground Turn ignition off. Disconnect ARC module connectors. Disconnect PCM connector, attached to cowl panel. Measure resistance of Orange/Black wire between ARC module Black harness connector terminal No. 6 and ground. If resistance is less than 10 k/ohms, repair short to ground in Orange/Black wire. If resistance is greater than 10 k/ohms, replace ARC module and perform riding height adjustment. See RIDE HEIGHT under ADJUSTMENTS. After repair, retest system operation. Helpmelearn February-12-08 8:18:40 PM

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25. Check PCM Acceleration Input (WOT) Ensure accelerator is at wide-open throttle position. Using NGS tester, monitor PCM_ACC PID. If PID status does not indicate YES, go to next step. If PID status indicates YES, go to step 28 . 26. Check Orange/Black Wire For Short To Power Turn ignition off. Disconnect ARC module harness connector. Measure voltage at ARC module Black harness connector terminal No. 6. See Fig. 3 . If no voltage exists, go to next step. If voltage exists, repair short to power in Orange/Black wire and retest system operation. 27. Check Orange/Black Wire For Open Turn ignition off. Install breakout box (014-00954) to PCM harness connector. DO NOT connect PCM. Measure resistance between breakout box terminal No. 19 and ARC module Black harness connector terminal No. 6 (Orange/Black wire). If resistance is less than 5 ohms, replace ARC module and perform riding height adjustment. See RIDE HEIGHT under ADJUSTMENTS. If resistance is greater than 5 ohms, repair open in Orange/Black wire. After repair, retest system operation. 28. Check Vehicle Speed Sensor (VSS) Input Using NGS tester, monitor VSS_ARC PID while driving vehicle. If PID does not indicate nearly the same as speedometer, go to next step. If PID indicates nearly the same as speedometer, all inputs are functional. See ELECTRONIC AIR SUSPENSION SYSTEM SYMPTOM INDEX table for further diagnostic procedures. 29. Check Gray/Black Wire For Short To Power Turn ignition off. Disconnect ARC module harness connector. Disconnect VSS connector, located at transmission. Measure voltage at ARC module Black harness connector terminal No. 3. See Fig. 3 . If no voltage exists, go to next step. If voltage exists, repair short to power in Gray/Black wire and retest system operation. 30. Check Gray/Black Wire For Open Turn ignition off. Measure resistance of Gray/Black wire between VSS harness connector and ARC module Black harness connector terminal No. 3. If resistance is less than 5 ohms, replace ARC module and perform riding height adjustment. See RIDE HEIGHT under ADJUSTMENTS. If resistance is greater than 5 ohms, repair open in Gray/Black wire. After repair, retest system operation. TEST Z: AIR RIDE CONTROL (ARC) SYSTEM FUNCTIONS WITH SWITCH OFF 1. Check Dark Green/Yellow Wire For Short To Power Turn ignition off. Disconnect air suspension switch connector. Air suspension switch is located on left side of luggage compartment in jack storage area. Measure voltage at Dark Green/Yellow wire terminal of air suspension switch harness connector. If voltage exists, go to next step. If battery voltage does not Helpmelearn February-12-08 8:18:40 PM

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exist, replace air suspension switch and retest system operation. 2. Check Dark Green/Yellow Wire For Short To Power With ARC Module Disconnected Disconnect ARC module harness connector. Turn ignition on. Measure voltage at ARC module Black harness connector terminal No. 21. See Fig. 3 . If voltage exists, repair Dark Green/Yellow as necessary. If voltage does not exist, replace ARC module and perform riding height adjustment. See RIDE HEIGHT under ADJUSTMENTS. After repair, retest system operation. TEST AA: COMPRESSOR CYCLES CONTINUOUSLY WITH KEY OFF Check Purple/Orange Wire For Short To Power

Turn ignition off. Disconnect air compressor harness connector. disconnect air compressor relay. Measure voltage at Purple/Orange wire terminal of air compressor harness connector. If no voltage exists, replace air compressor relay. If any voltage exists, repair short to power in Purple/Orange wire. After repair, retest system operation. TEST AB: EXCESSIVE COMPRESSOR NOISE 1. Check Compressor Wiring Check air compressor wiring for any contact with vehicle underbody. If wiring contacts vehicle underbody, secure wiring harness away from underbody as necessary. Retest system operation. If not problem is found, go to next step. 2. Check Compressor Bracket Inspect air compressor bracket ,for any bends that may contact vehicle underbody at any height. If problem is found, repair or replace bracket as necessary. Retest system operation. If no problem is found, go to next step. 3. Check Air Compressor Mounts Inspect air compressor mounts for cracks or breaking away of insulating material. If problem is found, replace air compressor and bracket assembly. Retest system operation. If no problem is found, go to next step. 4. Check Air Compressor Remove air compressor from mounts, but leave wiring harness connected. Run air compressor while holding it away from body and undercarriage. If noisy, replace air compressor and bracket assembly. If not noisy, recheck bracket or mounting. Replace air compressor and bracket assembly, if necessary. After repair, retest system operation. TEST AC: AIR COMPRESSOR TEST Helpmelearn February-12-08 8:18:40 PM

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1. Check Fuse Turn ignition off. Turn air suspension off. Check MAXI-fuse No. 12 (50-amp) located in power distribution box. If fuse is good, go to next step. If fuse is faulty, check Light Blue/Pink wire for short to ground. Repair wire if necessary. Replace fuse, clear all DTCs and repeat ARC module diagnostics. 2. Check Air Compressor Relay Disconnect air compressor relay. Inspect relay for corrosion, bent terminals or other damage. If no problem is found, go to next step. If problem is found, repair or replace relay as necessary. Clear DTCs and repeat ARC module diagnostics. 3. Check Light Blue/Pink Wire Measure voltage at air compressor relay connector terminal No. 87 (Light Blue/Pink wire). See Fig. 5 . If greater than 11 volts exists, go to next step. If less than 11 volts exists, repair Light Blue/Pink wire, clear DTCs and repeat ARC module diagnostics. 4. Check Purple/Orange Wire Disconnect air compressor assembly harness connector. Measure resistance of Purple/Orange between air compressor harness connector and air compressor relay connector terminal No. 30. See Fig. 5 . If resistance is less than 5 ohms, go to next step. If resistance is greater than 5 ohms, repair Purple/Orange wire, clear DTCs and repeat ARC module diagnostics. 5. Check Black Wire Measure resistance of Black between air compressor harness connector and ground. If resistance is less than 5 ohms, reconnect air compressor harness connector and air compressor relay. Go to next step. If resistance is greater than 5 ohms, repair Black wire, clear DTCs and repeat ARC module diagnostics. 6. Check Air Compressor After Cool Down Period Allow vehicle to sit for 60 minutes. Turn air suspension system on. Turn ignition on. Using NGS tester, turn active command VENT on. Turn active command COMPRESSR on. If air compressor runs, turn active commands off and go to next step. If air compressor does not run, turn active commands off and replace air compressor assembly. After repair, clear DTCs and repeat ARC module diagnostics. 7. Check Air Compressor Thermal Breaker Turn active command COMPRESSR on. Operate air compressor for 60 seconds. If air compressor operates for 60 seconds, clear DTCs and repeat ARC module diagnostics to verify system is okay. If air compressor does not operate for 60 seconds, thermal breaker is failing sooner than designed. Air compressor assembly must be replaced. Clear DTCs and repeat ARC module diagnostics.

REMOVAL & INSTALLATION Helpmelearn February-12-08 8:18:40 PM

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1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

AIR COMPRESSOR ASSEMBLY NOTE:

On 4.0L equipped models, turn transfer case mode selection switch to AUTO setting. On 5.0L equipped models, turn ride control switch to NORMAL setting.

Removal & Installation

1. Turn air suspension off. Air suspension switch is located on left side of luggage compartment in jack storage area. Raise and support vehicle. Remove spare tire. Disconnect harness connector. 2. Push in Red air line retainer rings and remove air lines. Remove 2 air compressor mounting bracket bolts. Remove air compressor assembly. To install, reverse removal procedure. AIR FILL SOLENOID (FRONT & REAR) NOTE:

On 4.0L equipped models, turn transfer case mode selection switch to AUTO setting. On 5.0L equipped models, turn ride control switch to NORMAL setting.

Removal & Installation

1. Connect New Generation Star (NGS) tester (007-00500) to Data Link Connector (DLC). DLC is located under steering column. Select RIDE CONTROL OUTPUT screen. Vent air system to lower vehicle to lowest possible height by accessing the following: z FRONT_FIL (Front Fill Solenoid) z REAR_FIL (Rear Fill Solenoid) z GATE (Gate Solenoid) z VENT (Vent Solenoid) CAUTION: Ensure air suspension system is turned off prior to jacking, hoisting or towing vehicle. 2. Ensure air suspension switch is turned off. Raise and support vehicle. carefully pry air fill solenoid from frame. Push in Red retaining ring and remove air lines. Disconnect electrical connector. Remove air fill solenoid. To install, reverse removal procedure. AIR RIDE CONTROL (ARC) MODULE NOTE:

On 4.0L equipped models, turn transfer case mode selection switch to AUTO setting. On 5.0L equipped models, turn ride control switch to NORMAL setting.

Removal & Installation

NOTE:

If ARC module is replaced, right heights must be reset. See RIDE HEIGHT under ADJUSTMENTS.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

Remove radio/trim/center vent assembly. Remove message center module retaining screw. Slide message center module down and out of support bracket. Disconnect electrical connectors and remove ARC module. To install, reverse removal procedure. AIR SUSPENSION SWITCH Removal & Installation

1. Remove right rear interior trim panel from jack storage area. Remove screw and pull switch and retainer bracket out to access connector. Disconnect harness connector. 2. Press clips retaining switch to bracket. Remove air suspension switch. To install, reverse removal procedure. COMPRESSOR AIR DRIER Removal & Installation

NOTE:

DO NOT damage "O" ring located between compressor air drier and air compressor head.

Remove air compressor assembly. See AIR COMPRESSOR ASSEMBLY . Remove screw securing drier to air compressor motor housing. Push in and twist compressor air drier to remove from compressor housing. To install, reverse removal procedure. HEIGHT SENSOR (FRONT) NOTE:

On 4.0L equipped models, turn transfer case mode selection switch to AUTO setting. On 5.0L equipped models, turn ride control switch to NORMAL setting.

Removal & Installation

CAUTION: Air suspension system MUST be turned off prior to jacking, hoisting or towing vehicle. 1. Raise and support vehicle. Disconnect electrical connector. Gently pull connector harness from frame and apron to separate push-in fasteners. 2. Release lower ball stud spring clip. Pull lower end of height sensor from ball stud. 3. Release upper ball stud spring clip. Pull upper end of height sensor from ball stud. Remove front height sensor. To Install, reverse removal procedure. HEIGHT SENSOR (REAR) NOTE:

On 4.0L equipped models, turn transfer case mode selection switch to AUTO setting. On 5.0L equipped models, turn ride control switch to NORMAL setting.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

Removal & Installation

CAUTION: Air suspension system MUST be turned off prior to jacking, hoisting or towing vehicle. 1. Raise and support vehicle. Remove spare tire. Disconnect electrical connector. Gently pull connector harness from frame and apron to separate push-in fasteners. 2. Release upper and lower ball stud spring clips. Pull height sensor from ball studs. To Install, reverse removal procedure. AIR SHOCK ABSORBER (FRONT) NOTE:

On 4.0L equipped models, turn transfer case mode selection switch to AUTO setting. On 5.0L equipped models, turn ride control switch to NORMAL setting.

Removal & Installation

1. Connect New Generation Star (NGS) tester (007-00500) to Data Link Connector (DLC). DLC is located under steering column. Select RIDE CONTROL OUTPUT screen. Vent air system to lower vehicle to lowest possible height by accessing the following: z FRONT_FIL (Front Fill Solenoid) z REAR_FIL (Rear Fill Solenoid) z GATE (Gate Solenoid) z VENT (Vent Solenoid) CAUTION: Air suspension system MUST be turned off prior to jacking, hoisting or towing vehicle. 2. Ensure air suspension switch is turned off. Raise and support vehicle. Disconnect electrical connector and carefully pry harness connectors from frame. Push in Red retaining ring and remove air line from shock absorber. 3. Disconnect height sensor from upper bracket. Remove upper shock absorber nut, washer and bushing. Remove lower shock absorber retaining nuts. Remove shock absorber. To install, reverse removal procedure. Tighten nuts to specification. See TORQUE SPECIFICATIONS table. AIR SHOCK ABSORBER (REAR) NOTE:

On 4.0L equipped models, turn transfer case mode selection switch to AUTO setting. On 5.0L equipped models, turn ride control switch to NORMAL setting.

Removal & Installation

1. Connect New Generation Star (NGS) tester (007-00500) to Data Link Connector (DLC). DLC is located Helpmelearn February-12-08 8:18:40 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

under steering column. Select RIDE CONTROL OUTPUT screen. Vent air system to lower vehicle to lowest possible height by accessing the following: z FRONT_FIL (Front Fill Solenoid) z REAR_FIL (Rear Fill Solenoid) z GATE (Gate Solenoid) z VENT (Vent Solenoid) CAUTION: Air suspension system MUST be turned off prior to jacking, hoisting or towing vehicle. 2. Ensure air suspension switch is turned off. Raise and support vehicle. Using high-lift jack, support rear axle. Carefully pry harness connector from crossmember. Disconnect electrical connector. 3. Push in Red retaining ring and remove air line from shock absorber. Position air line aside. 4. Remove lower shock absorber nut and bolt. Swing shock absorber free of mounting bracket. Remove upper shock absorber retaining nuts from crossmember. Remove shock absorber. To install, reverse removal procedure. Tighten nuts to specification. See TORQUE SPECIFICATIONS table.

TORQUE SPECIFICATIONS TORQUE SPECIFICATIONS Application Compressor Mounting Bracket Nut Front Shock Absorber Mount Nut Upper Lower Rear Shock Absorber Mount Nut Upper Lower

Ft. Lbs. (N.m) 13-17 (17-23) 25-34 (34-46) 18-24 (24-32) 16-21 (22-29) 39-53 (53-72) INCH Lbs. (N.m) 18-27 (2-3) 22-30 (2.4-3.4) 67-93 (7.5-10.5) 91-123 (10.2-13.8)

ARC Module Mounting Screw Compressor Drier Retaining Nut Height Sensor Bracket Bolt Rear Air Suspension Switch Bracket

WIRING DIAGRAMS

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1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

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1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

Fig. 6: Electronic Suspension Wiring Diagram (1996 Explorer - 1 Of 2)

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1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

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1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

Fig. 7: Electronic Suspension Wiring Diagram (1996 Explorer - 2 Of 2)

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1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

Helpmelearn February-12-08 8:18:40 PM

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1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

Fig. 8: Electronic Suspension Wiring Diagram (1997 Explorer & Mountaineer - 1 Of 2)

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1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

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1997 Ford Explorer 1996-97 SUSPENSION Electronic Suspension - Explorer & Mountaineer

Fig. 9: Electronic Suspension Wiring Diagram (1997 Explorer & Mountaineer - 2 Of 2)

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1997 Ford Explorer WHEEL ALIGNMENT SPECIFICATIONS & PROCEDURES 1997 WHEEL ALIGNMENT Ford Motor Co. - Wheel Alignment Specifications & Procedures

WHEEL ALIGNMENT SPECIFICATIONS & PROCEDURES 1997 WHEEL ALIGNMENT Ford Motor Co. - Wheel Alignment Specifications & Procedures

ADJUSTMENTS NOTE:

Prior to performing wheel alignment, perform visual and mechanical inspection of wheels, tires and suspension components. See PRE-ALIGNMENT CHECKS in the WHEEL ALIGNMENT THEORY & OPERATION article in GENERAL INFORMATION.

DISABLING AIR SUSPENSION SYSTEM Before lifting vehicle equipped with air suspension system, turn service switch to OFF position. Air suspension switch is located in right kick panel area. Failure to turn off air suspension system may result in unexpected inflation or deflation of air shocks or springs. CAMBER & CASTER ADJUSTMENT NOTE:

Some models are equipped with square (non-adjustable) camber/caster adjustment plates. To adjust caster/camber, install eccentric cam kit if camber or caster adjustment is necessary.

To adjust caster and camber, loosen upper control arm cam bolts. Turn cam bolt as necessary to obtain correct camber or caster specification. Tighten upper control arm cam bolts to specification when adjustment is complete. See TORQUE SPECIFICATIONS . TOE-IN ADJUSTMENT 1. Measure toe-in with front wheels straight-ahead, and steering wheel locked in centered position. Adjust toe-in by loosening clamps and adjusting sleeve to obtain correct specification. 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.

ALIGNMENT SPECIFICATIONS WHEEL ALIGNMENT SPECIFICATIONS Application Preferred With ARC -0.70 Camber (1)

Range -1.40 To 0

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1997 Ford Explorer WHEEL ALIGNMENT SPECIFICATIONS & PROCEDURES 1997 WHEEL ALIGNMENT Ford Motor Co. - Wheel Alignment Specifications & Procedures

Caster (1)

4.5

3.50 To 5.50

Toe-In (1)

0.30

0.05 To 0.55

Toe-In (2) Without ARC

0.15 (4)

Camber (1)

0.03 To 0.27 (1 To 7)

-0.50

-1 To 0

Caster (1)

4.2

3.20 To 5.20

Toe-In (1)

0.03

0.05 To 0.55

Toe-In (2) (1) Measurement in degrees. (2)

0.15 (4)

0.03 To 0.27 (1 To 7)

Measurement in inches.

TORQUE SPECIFICATIONS TORQUE SPECIFICATIONS Application Caster Set Nut Upper Control Arm Cam Bolt Tie Rod Jam Nut

Ft. Lbs. (N.m) 95-128 (128-173) 84-112 (113-153) 59 (80)

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Electronic Controls - 4R70W

1997-98 AUTOMATIC TRANSMISSIONS Electronic Controls - 4R70W

DESCRIPTION & OPERATION Input signals from sensors are sent to the Powertrain Control Module (PCM). The PCM can determine when the time and conditions are right for a shift or converter clutch application. The PCM can also determine line pressure needed to optimize shift feel. The PCM controls transmission operation through 4 electronic solenoids consisting of 3 On/Off solenoids for shifting and torque converter clutch control and one variable force solenoid for electronic line pressure control. The PCM has built-in self-diagnostic capabilities, fail-safe code and warning code display for the main input sensors and solenoid valves. NOTE:

For engine-related DTCs, see appropriate TESTS W/CODES article in ENGINE PERFORMANCE section. These DTCs pertain to engine performance and must be repaired first, as engine performance and related component signals will affect transmission operation and diagnosis.

INPUT SENSORS NOTE:

Some vehicles may not contain all of these input sensors. See WIRING DIAGRAMS. For engine related components, refer to the appropriate TESTS W/CODES article in the ENGINE PERFORMANCE section.

Air Conditioning Clutch (ACC)

On factory installed A/C system, PCM receives signal voltage from ACC switch indication that the air conditioning compressor clutch is engaged. The PCM uses the ACC switch signal to adjust line pressure to compensate for additional engine load. If the ACC switch fails with closed contacts, line pressure will be slightly low with air conditioning off. If the ACC switch fails with open contacts, line pressure will be slightly high with air conditioning on. Brake On/Off (BOO) Switch

The PCM receives a signal from the BOO switch when the brake switch is operated. Torque converter clutch is disengaged when brakes are applied. Malfunctioning switch will affect torque converter operation. BOO switch may also be known as the Brake Pedal Position (BPP) switch. Electronic Ignition (EI)

The EI system generates a Profile Ignition Pickup (PIP) signal (engine rpm) and sends it to the PCM. Signal received by the PCM affects torque converter clutch operation, WOT shift control and EPC pressure. Engine Coolant Temperature (ECT) Sensor Helpmelearn February-12-08 8:26:32 8:26:21 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Electronic Controls - 4R70W

Engine temperature signal is sent to PCM. Malfunctioning ECT will affect torque converter clutch operation. Mass Airflow (MAF) Sensor

The MAF signal is used for Electronic Pressure Control (EPC), shift and TCC scheduling. Sensor malfunction will affect shift and TCC scheduling. Transmission Range (TR) Sensor

The PCM monitors a series of step down resistors in the TR sensor that act as a voltage divider. The voltage signal corresponds with position of the transmission range selector lever. The TR sensor also contains the neutral/start and backup circuits. On some 1997 models and all 1998 models a new 12-pin Digital TR Sensor has been used. Use correct procedures when testing TR sensor. Malfunction of the TR sensor may cause high EPC pressure, harsh engagements and firm shift feel. Improper shifting or shift selection and no engine cranking may also result. Output Shaft Speed (OSS) Sensor

The OSS is a magnetic pickup, located at output shaft ring gear. Sensor sends output shaft speed signal to PCM. Sensor failure may cause no TCC lock-up, harsh shifting and incorrect shift speeds. Programmable Speedometer/Odometer Module (PSOM)

The PSOM receives input from rear brake anti-lock sensor, which is mounted on rear axle differential housing. Vehicle speed (mph) signal is output to PCM and speed control module. PSOM failure may cause harsh engagements, firm shift feel and abnormal shift schedule. Unexpected downshifts may occur at closed throttle and abnormal TCC operation or engages only at WOT. Transmission Control Indicator Light (TCIL) may flash. Throttle Position (TP) Sensor

The TP sensor is a potentiometer mounted to the engine throttle body. The PCM receives a signal from the TP sensor relaying throttle plate position. TP sensor failure will cause PCM to operate in fail safe mode and raise line pressure to prevent transmission damage. This condition will result in harsh engagements, firm shift feel, abnormal shift schedule and TCC not engaging or cycling. Transmission Control Switch (TCS)

Switch is mounted on shift lever handle. On/Off operation is displayed by Transmission Control Indicator Light (TCIL). TCIL will flash if EPC circuit is shorted, or monitored sensor or actuator fails. Switch controls operation of 4th gear. Malfunction of switch will cause lack of 4th gear disable function. Transmission Fluid Temperature (TFT) Sensor

The TFT sensor is located on the valve body in the transmission sump. The PCM monitors voltage across the TFT thermistor to determine transmission temperature. Depending on temperature, the PCM controls line pressure, shift scheduling and TCC operation. Malfunction of sensor will cause incorrect line pressure and possible lack of TCC operation. Helpmelearn February-12-08 8:26:22 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Electronic Controls - 4R70W

Vehicle Speed Sensor (VSS)

The VSS is a magnetic pickup that sends output speed signal to the PCM. The PCM malfunction of sensor signal may cause shift engagement and disengagement on grades. OUTPUT DEVICES Electronic Pressure Control (EPC) Solenoid

The EPC receives signal from the PCM to control line pressure and 2-3 backout valve function. If EPC fails in ON position, transmission is operated in failsafe mode. Minimum line pressure is present. If EPC fails in OFF position, line pressure at maximum pressure. Harsh engagements and shifts will result. Shift Solenoid Assemblies

1. Two ON/OFF solenoids are used for electronic shift scheduling. Solenoids used are Shift Solenoid No. 1 (SS1) and Shift Solenoid No. 2 (SS2). Solenoids provide gear selection by controlling pressure to 3 shift valves, located in valve body. See SOLENOID OPERATION TABLE. SOLENOID OPERATION Gear Position "P" (Park) "R" (Reverse) "N" (Neutral) "OD" (Overdrive) (1) 1st Gear 2nd Gear 3rd Gear 4th Gear "D" (Drive) Or 3rd (2) 1st Gear 2nd Gear 3rd Gear "2" (Manual 2) "L" (Manual 1) (3) "L" (Manual 1) (1) "OD" switch released.

SS1 On On On

SS2 Off Off Off

On Off Off On

Off Off On On

On Off Off Off On

Off Off On Off Off

Off

(2)

"OD" switch depressed (OD cancelled).

(3)

Transmission is in 2nd gear until vehicle speed drops below calibrated speed.

2. When shift solenoid is always off, failure could be due to PCM and/or vehicle wiring malfunction, and/or solenoid electrically, hydraulically or mechanically stuck off. For shift symptoms, see Fig. 1 . Helpmelearn February-12-08 8:26:22 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Electronic Controls - 4R70W

3. When shift solenoid is always on, failure could be due to PCM and/or vehicle wiring malfunction, and/or solenoid electrically, hydraulically or mechanically stuck on. For shift symptoms, see Fig. 3 . Torque Converter Clutch (TCC) Solenoid

The TCC receives signal from the PCM. The TCC controls application, modulation and release of torque converter clutch. If solenoid fails in ON position, vehicle engine will run rough (shudder) and engine stalls in Drive at low idle speeds (2nd, 3rd or 4th gear). If solenoid fails in OFF position, torque converter clutch will not engage.

Fig. 1: Shift Solenoid Failed Off Shift Solenoid No. 1 Always Off Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Electronic Controls - 4R70W

Fig. 2: Shift Solenoid Failed Off Shift Solenoid No. 2 Always Off Courtesy of FORD MOTOR CO.

Fig. 3: Shift Solenoid Failed On Shift Solenoid No. 1 Always On Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 8:26:22 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Electronic Controls - 4R70W

Fig. 4: Shift Solenoid Failed On Shift Solenoid No. 2 Always On Courtesy of FORD MOTOR CO.

TROUBLE SHOOTING 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. Inspect air induction system for possible vacuum leaks. Check PCM, sensors and actuators for physical damage. Check engine coolant level. Check transmission fluid level and condition. NOTE:

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Electronic Controls - 4R70W

3. 4. 5.

Perform TRANSMISSION DRIVE CYCLE TEST. If continuous memory codes are set during drive cycle, go to next step. If continuous memory codes are not set during drive cycle, go to step 4). Perform pinpoint test corresponding to code set. See DTC IDENTIFICATION TABLE. If problem is not corrected, go to next step. If problem is corrected, go to step 7). Diagnose problem by symptom. See SYMPTOM DIAGNOSIS. If electronic trouble symptoms exist, go to next step. If no electronic trouble symptoms exist, go to step 6). Follow pinpoint tests corresponding to electronic trouble symptom. Perform static and drive tests. Use manufacturer provided transmission tester overlay to perform static tests. If drive test does not correct problem, go to next step. If drive test corrects problem, check for intermittent code. Check transmission circuit wiring harnesses and connectors for damage or poor connection. Diagnose problem by mechanical symptom. See TROUBLE SHOOTING in FORD 4R70W overhaul article. Perform any recommended overhaul procedures. Perform TRANSMISSION DRIVE CYCLE TEST. Perform QUICK TEST and ensure no DTCs and no mechanical problems exist. If any DTCs exist, go to step 1). If no DTCs exist, clear memory code. See CLEARING CODES.

DIAGNOSTIC TROUBLE CODES (DTC) During QUICK TEST, 3 types of diagnostic trouble codes are retrieved: KOEO, KOER and Continuous Memory codes. See QUICK TEST for self-test procedures. Codes may be cleared from PCM memory after they have been recorded or repaired. See CLEARING CODES. Key On Engine Off (KOEO) & Key On Engine Running (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 go on and remain on until fault is repaired. If KOEO or KOER codes are retrieved during KOEO SELF-TEST or KOER SELF-TEST, use DTC IDENTIFICATION TABLE to find correct testing and repair procedures. Continuous Memory Codes (Intermittent Faults)

These codes are used to diagnose intermittent problems. Continuous Memory Codes are retrieved after KOEO SELF-TEST. These codes indicate a fault that may or may not be present at time of testing. After noting and/or repairing fault, clear 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. These codes may be used to identify intermittent problems that exist after all KOEO and KOER codes have been repaired. Some Continuous Memory Code faults may not be valid after KOEO and KOER codes are serviced. RETRIEVING CODES Fault codes are retrieved through Data Link Connector (DLC). DLC is located under instrument panel on Helpmelearn February-12-08 8:26:22 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Electronic Controls - 4R70W

driver's side. Self-diagnostic test procedures are for use with New Generation Star (NGS) scan tool. If a generic scan tool is used, ensure tool is certified OBD-II standard. Follow generic scan tool manufacturers instructions for operation. DTC IDENTIFICATION Fault Pinpoint Definition (1) Test Code Code P1000

N/A

P1111 P0102

N/A

P0103

(2)

P0112

(2)

P0113

(2)

P0114

(2)

P0117

(2)

P0118

(2)

P0122

(2)

P0123

(2)

P0300

(2)

P0301

(2)

P0302

(2)

P0303

(2)

P0304

(2)

P0305

(2)

P0306

(2)

P0307

(2)

Incomplete OBDII Testing System Pass Code MAF Sensor Malfunction MAF Sensor Malfunction IAT Indicates 254° F (125° C) IAT Indicates -40° F (-40° C) IAT Out Of Range ECT Indicates 254° F (125° C) ECT Indicates -40° F (-40° C) TP Sensor Malfunction TP Sensor Malfunction EI System Malfunction EI System Malfunction EI System Malfunction EI System Malfunction EI System Malfunction EI System Malfunction EI System Malfunction EI System Malfunction

Transmission Symptom N/A N/A High Or Low EPC Pressure, Incorrect Torque Converter Clutch Engagement High Or Low EPC Pressure, Incorrect Torque Converter Clutch Engagement High Or Low EPC Pressure High Or Low EPC Pressure Re-run Diagnostic At Normal Operating Temp. TCC Will Always Be Off TCC Will Always Be Off Harsh Shifts, Abnormal Shift Patterns, TCC Does Not Engage, TCC Cycling Harsh Shifts, Abnormal Shift Patterns, TCC Does Not Engage, TCC Cycling Harsh Shifts, Late WOT Shifts, No TCC Engagement Harsh Shifts, Late WOT Shifts, No TCC Engagement Harsh Shifts, Late WOT Shifts, No TCC Engagement Harsh Shifts, Late WOT Shifts, No TCC Engagement Harsh Shifts, Late WOT Shifts, No TCC Engagement Harsh Shifts, Late WOT Shifts, No TCC Engagement Harsh Shifts, Late WOT Shifts, No TCC Engagement Harsh Shifts, Late WOT Shifts, No TCC Engagement

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Electronic Controls - 4R70W

P0308

(2)

P0320

(2)

P0340

(2)

P0500

(2)

P0501

(2)

P0503

(2)

P0705 P0707 P0708 P0712 P0713 P0720 P0721

1997 1998 1997 1998 1997 1998 1997 1998 1997 1998 1997 1998 1997 1998 (3)

P0741 P0743 P0750 P0751 P0755 P0756 P0781 P0782

1997 1998 1997 1998 1997 1998 1997 1998 1997 1998 1997 1998 1997 1998

D D D D D D B B B B F F F F

EI System Harsh Shifts, Late WOT Shifts, No TCC Engagement Malfunction EI System Harsh Shifts, Late WOT Shifts, No TCC Engagement Malfunction EI System Harsh Shifts, Late WOT Shifts, No TCC Engagement Malfunction Insufficient VSS TCC Engages, Hunting Shifts On Grades Input Insufficient VSS TCC Engages, Hunting Shifts On Grades Input Insufficient VSS TCC Engages, Hunting Shifts On Grades Input TR Sensor Voltage Increase In EPC Pressure Low TR Sensor Voltage Increase In EPC Pressure Low TR Sensor Voltage Increase In EPC Pressure High TFT Indicates Firm Shift Feel 315° F (157° C) TFT Indicates -40° Firm Shift Feel F (-40° C) Insufficient Input Harsh Shifts, No TCC Engagement From OSS Erratic OSS Signal Harsh Shifts, No TCC Engagement TCC Engagement Error TCC Solenoid Circuit Failure SS1 Solenoid Circuit Failure SS1 Solenoid Failure SS2 Solenoid Circuit Failure SS2 Solenoid Failure 1-2 Shift Error

C A A A A A A A D D A A A 2-3 Shift Error A

No TCC Operation Or TCC Slips If Short Circuit, Engine Stalls At Low Idle, If Open Circuit, TCC Does Not Engage Improper Gear Selection Improper Gear Selection Improper Gear Selection Improper Gear Selection Improper Or No Gear Shift Improper Or No Gear Shift

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Electronic Controls - 4R70W

P0783

1997 1998

P1100

(2)

P1101

(2)

P1116

(2)

P1117

(2)

P1120

(2)

P1124

(2)

P1351

(2)

P1352

(2)

P1353

(2)

P1354

(2)

P1355

(2)

P1359

(2)

P1364

(2)

P1460

(2)

P1500

(2)

P1501

(2)

P1703

(2)

P1704 P1705 P1711

1997 1998 1997 1998 1997 1998

A 3-4 Shift Error Improper Or No Gear Shift A MAF Sensor High Or Low EPC Pressure, Incorrect Torque Converter Malfunction Clutch Engagement MAF Sensor High Or Low EPC Pressure, Incorrect Torque Converter Malfunction Clutch Engagement ECT Temperature Re-run Diagnostics With Vehicle At Operating Temp. Low Or High Intermittent ECT Incorrect EPC Pressure Signal TP Sensor Harsh Shifts, Abnormal Shift Patterns, TCC Does Not Malfunction Engage, TCC Cycling TP Sensor Voltage Re-run Diagnostic With TP Sensor In Correct Position High/Low EI System Harsh Shifts, Late WOT Shifts, No TCC Engagement Malfunction EI System Harsh Shifts, Late WOT Shifts, No TCC Engagement Malfunction EI System Harsh Shifts, Late WOT Shifts, No TCC Engagement Malfunction EI System Harsh Shifts, Late WOT Shifts, No TCC Engagement Malfunction EI System Harsh Shifts, Late WOT Shifts, No TCC Engagement Malfunction EI System Harsh Shifts, Late WOT Shifts, No TCC Engagement Malfunction EI System Harsh Shifts, Late WOT Shifts, No TCC Engagement Malfunction A/C Switch Error Re-run Diagnostics With A/C Off, If Stuck On, EPC Pressure Will Be Low Intermittent VSS TCC Engages, Hunting Shifts On Grades Input Intermittent VSS TCC Engages, Hunting Shifts On Grades Input BOO Switch If Stuck On Or Not Connected, TCC Will Not Engage At 1/3 Malfunction Or Less Throttle, If Stuck Off Or Not Connected, TCC Will Not Disengage When Brake Is Applied D TR Sensor Increase In EPC Pressure D Malfunction D TR Sensor Not In Re-run Diagnostics In "P" Or "N" D "P" Or "N" B TFT Sensor Out Vehicle Cold Or Overheated Of Range B

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Electronic Controls - 4R70W

P1714 P1715 P1728 P1729 P1740 P1741 P1742 (4)

P1743 P1744 (4)

P1746

1997 1998 1997 1998

H H H H

SS1 Solenoid Solenoid Mechanical Failure Failure SS2 Solenoid Solenoid Mechanical Failure Failure (3) Transmission Slip No TCC Operation Or Transmission Slips Detected TG 4WD Low Circuit Early Or Late Shifts Failure 1997 H TCC Malfunction If Stuck On, Engine Stalls At Low Idle, If Stuck Off, No TCC Engagement 1998 H 1997 C Excessive TCC Engine RPM Oscillates In 3rd Gear 1998 A Engagement 1997 C TCC Solenoid Harsh Shifts Stuck On 1998 A 1997 C TCC Solenoid Harsh Shifts Stuck On 1998 A (3) Transmission Slip No TCC Operation Or Transmission Slips Detected 1997 1998 1997 1998 1997 1998 1997 1998 TB TG

E EPC Solenoid Maximum EPC Pressure, Harsh Shifts Circuit Failure E P1747 E EPC Solenoid No 2nd Or 4th Gear, Slips In 1st And 3rd Gear Circuit Failure E P1751 A SS1 Solenoid Solenoid Mechanical Or Hydraulic Failure (4) Failure A P1756 A SS2 Solenoid Solenoid Mechanical Or Hydraulic Failure (4) Failure A P1780 TCS Malfunction "OD" Not Canceled With Switch During KOER Test P1781 4WD Low Switch Early Or Late Shifts Failure P1783 1997 B Transmission Increase In EPC Pressure Overtemp 1998 B (1) Only engine performance fault codes that may affect transmission operation are listed. For complete list of engine performance fault codes, see appropriate TESTS W/CODES article in ENGINE PERFORMANCE section. (2) See appropriate TESTS W/CODES article in ENGINE PERFORMANCE section. (3)

Diagnose fault code by symptom. See SYMPTOM DIAGNOSIS.

(4)

Applies to California vehicles only.

READING CODES Helpmelearn February-12-08 8:26:23 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Electronic Controls - 4R70W

KOEO & KOER Self-Test Codes

Record codes in order received. These codes indicate current faults in system and should be serviced in order of appearance. Use DTC IDENTIFICATION TABLE to identify correct PINPOINT TEST to perform. NOTE:

If self-test will not activate or TOOL COMMUNICATION ERROR is received, go to appropriate TESTS W/CODES article in ENGINE PERFORMANCE section.

Pass Codes

SYSTEM PASS indicates no diagnostic trouble codes were recorded in that portion of test. If SYSTEM PASS is not retrieved in KOEO SELF-TEST, codes retrieved during KOER SELF-TEST may not be valid. Continuous Memory Codes

These codes result from information stored by PCM during continuous self-test monitoring. Use these codes for diagnosis only when KOEO SELF-TEST and KOER SELF-TEST result in SYSTEM PASS and all steps under QUICK TEST are successfully completed. These codes indicate faults previously recorded. Fault may or may not be currently present. See DTC IDENTIFICATION TABLE. OBD-II Monitor Testing Not Complete

DTC P1000 is set by the PCM under any of the following conditions: z z z z

Vehicle has not been through a complete drive cycle. Battery or PCM has been disconnected. An OBD-II monitor failure occurred before completion of drive cycle. PCM DTCs have been erased with a scan tool. Perform OBD-II DRIVE CYCLE under CLEARING CODES to clear DTC P1000 from memory.

CLEARING CODES PCM Reset

After a PCM reset procedure, the following conditions will be met: z z z z z

All DTC's cleared from PCM memory All freeze frame data cleared from PCM memory All oxygen sensor test data cleared from PCM memory OBD-II system monitor status is reset DTC P1000 set in PCM memory

To perform PCM reset using NGS scan tool, ensure connectors are properly connected. Program scan tool using the following steps: Helpmelearn February-12-08 8:26:23 PM

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z z z z z z

Select vehicle and engine selection menu (optional). Select year, engine, model and any additional information requested by scan tool (optional). Follow operating instructions from scan tool menu. Select GENERIC OBD-II FUNCTIONS. Press CONT button if monitors are not complete. Turn ignition on. Select CLEAR DIAGNOSTIC CODES.

All codes should now be cleared from PCM memory. If problem has not been corrected or fault is still present, hard code will immediately be reset in PCM memory. OBD-II Drive Cycle

1. Drive vehicle in stop and go traffic for approximately 10 minutes to allow transmission to reach normal operating temperature. Stop vehicle and let idle for at least 45 seconds. Accelerate at part throttle to approximately 45 MPH. 2. Maintain speed at 30-40 MPH, with throttle steady, driving on a level road for at least 1 minute. Accelerate and maintain speed at 40-65 MPH, with throttle steady, driving on a level road for at least 1.5 minutes. If no interruptions occurred (change in specified speed), OBD-II drive cycle is complete. If any interruptions occurred, repeat drive cycle to clear DTC P1000. CAUTION: DO NOT disconnect vehicle battery to clear trouble codes. This will erase operating information from Keep-Alive Memory (KAM). To clear KAM, disconnect negative battery terminal for at least 5 minutes. CAUTION: When battery is disconnected, vehicle computer may lose memory data. Driveability problems may exist until computer systems have completed a relearn cycle. See COMPUTER RELEARN PROCEDURES article in APPLICATIONS & IDENTIFICATION section before disconnecting battery. QUICK TEST Description

Following procedures are functional tests of EEC-V system. These basic test steps must be followed in sequence to avoid misdiagnosis: z z z z z z

Visual Check Equipment Hookup KOEO (Key On Engine Off) SELF-TEST KOER (Key On Engine Running) SELF-TEST Computed Timing Check Continuous Memory Self-Test

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Diagnostic Aids

After each service or repair procedure has been completed, repeat QUICK TEST to ensure all EEC-V systems work properly and diagnostic trouble codes are no longer present. Equipment Hookup

Connect appropriate test equipment to vehicle as follows: z

Generic Scan Tool - Ensure scan tester meets or exceeds OBD-II standard. Follow manufacturer's instructions to hook up equipment and record diagnostic trouble codes. New Generation STAR (NGS) Scan Tool - Turn ignition switch to OFF position. Connect adapter cable lead to diagnostic tester. See Fig. 5 . Connect service connectors of adapter cable to vehicle Data Link Connector (DLC). Go to KOEO SELF-TEST.

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Fig. 5: Identifying New Generation Star (NGS) Scan Tool Courtesy of FORD MOTOR CO. KOEO Self-Test

Ensure engine is at normal operating temperature. If engine does not start (or stalls after starting), continue KOEO SELF-TEST. Turn ignition switch to OFF position. Ensure test equipment is properly attached. Program scan tester using the following steps: z z z

Select vehicle and engine selection menu. Select year, engine, model and any additional information requested by scan tool. Select DIAGNOSTIC DATA LINK.

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Electronic Controls - 4R70W

z z z z z

Select PCM-POWERTRAIN CTRL MODULE. Select DIAGNOSTIC TEST MODE. Select KOEO ON-DEMAND SELF-TEST. Turn ignition on. Follow operating instructions from scan tool menu.

KOER Self-Test

Ensure engine is warmed to normal operating temperature. Turn ignition switch to OFF position. Ensure test equipment is properly attached. Program scan tool using the following steps: z z z z z z z z z

Select vehicle and engine selection menu. Select year, engine, model and any additional information requested by scan tool. Select DIAGNOSTIC DATA LINK. Select PCM-POWERTRAIN CTRL MODULE. Select DIAGNOSTIC TEST MODE. Select KOER ON-DEMAND SELF-TEST. Start engine and allow to idle. Follow operating instructions from scan tool menu. Perform BOO and TCS cycling (if equipped).

Continuous Memory Self-Test (Emission Related)

Turn ignition switch to OFF position. Ensure test equipment is properly attached. Program scan tool using the following steps: z z z z z z

Select vehicle and engine selection menu (optional). Select year, engine, model and any additional information requested by scan tool (optional). Select GENERIC OBD-II OPTIONS. Press CONT button if monitors are not complete. Select DIAGNOSTIC TROUBLE CODES. Turn ignition on. Follow operating instructions from scan tool menu.

Continuous Memory Self-Test (Enhanced Mode)

Turn ignition switch to OFF position. Ensure test equipment is properly attached. Program scan tester using the following steps: z z z

Select vehicle and engine selection menu. Select year, engine, model and any additional information requested by scan tool. Select DIAGNOSTIC DATA LINK.

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z z z z z

Select PCM-POWERTRAIN CTRL MODULE. Select DIAGNOSTIC TEST MODES. Select RETRIEVE/CLEAR CONTINUOUS DTC's. Turn ignition on. Follow operating instructions from scan tool menu.

OUTPUT STATE CONTROL (OSC) MODES NOTE:

Transmission Range (TR) sensor and Vehicle Speed Sensor (VSS) must be operational to enter OSC modes. No DTCs may be present for TR and VSS sensors before entering OSC modes.

On 1998 models, OSC modes allow control of some parameters for specific operation. OSC has 2 modes of operation: Bench Mode and Drive Mode. Each mode has a unique set of vehicle operation requirements that must be met before OSC operation will be allowed. If vehicle requirements are not met an error message will be displayed and OSC mode will be aborted. Follow OSC PRELIMINARY PROCEDURES before entering into OSC modes. OSC Preliminary Procedures

Perform the following procedures in order before entering into OSC modes: z z z z z z z z z z z

Select Vehicle and Engine Selection. Select Diagnostic Data Link. Select PCM - Powertrain Control Module. Select Diagnostic Test Mode. Select KOEO On-Demand Self Test and KOER On-Demand Self Tests. Perform test and record DTCs. Repair all non-transmission related DTCs. Repair all VSS and TR sensor DTCs. Ensure VSS and TR sensors are functional. Select Active Command Modes. Select Trans-Bench Mode or Trans-Drive Mode.

TCC & Shift Solenoids (Bench Mode)

This procedure ensures TCC and shift solenoids may be turned on or off. Ensure transmission is in "P" position, with ignition on and engine off. Follow the procedure in order to test appropriate solenoid. z z z

Select OSC mode. Select Trans-Bench Mode. Select PIDs to be monitored.

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z z z z z

Monitor all selected PIDs during test. Select Parameters - SS1, SS2 or TCC. Press on then SEND to turn solenoid on. Press off then SEND to turn solenoid off. Press XXX then SEND at any time to cancel any command sent.

EPC Solenoid (Bench Mode)

EPC solenoid pressure may be set from 0-90 PSI in increments of 15 PSI. With transmission in "P" position, install pressure gauge in EPC pressure port. See FORD 4R70W overhaul article. Start engine and run to 1500 RPM. z z z z z z

Select OSC mode. Select Trans-Bench Mode. Select PIDs to be monitored. Monitor all selected PIDs during test. Select Parameter - EPC. Select value 0-90 then press SEND. 00 - sets EPC pressure to 0 PSI 15 - sets EPC pressure to 15 PSI 30 sets EPC pressure to 30 PSI 45 - sets EPC pressure to 45 PSI 60 - sets EPC pressure to 60 PSI 75 - sets EPC pressure to 75 PSI 90 - sets EPC pressure to 90 PSI Select XXX then SEND at any time to cancel any command sent.

GR _ CM Mode (Drive Mode)

GR _ CM mode is used to test transmission shift operation. In this mode transmission can be commanded into any forward gear. With transmission selector lever in "OD", vehicle speed must be more than 2 MPH. TCC solenoid must be Off. z z z z z z

Select OSC mode. Select Trans-Drive Mode. Select PIDs to be monitored. Monitor all selected PIDs during test. Select Parameters - GR _ CM Select a value 1-4 then press SEND. 1 - PCM selects 1st gear 2 - PCM selects 2nd gear 3 - PCM selects 3rd gear 4 - PCM selects 4th gear Select XXX then SEND at any time to cancel any command sent.

TCC Mode (Drive Mode)

This mode is used to test TCC engagement and disengagement. With TCC solenoid on or off, ensure transmission selector lever is in "OD" and vehicle speed is more than 2 MPH. If TCC solenoid is on, ensure transmission is in 2nd gear or higher, TFT is 60-275Â°F, brakes are not applied at 20 MPH or less and engine load is not excessive (i.e. engine lugging). Helpmelearn February-12-08 8:26:23 PM

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z z z z z z z z

Select OSC mode. Select Trans-Drive Mode. Select PIDs to be monitored. Monitor all selected PIDs during test. Select Parameters - TCC. Press on then SEND to turn solenoid on. Press off then SEND to turn solenoid off. Press XXX then SEND at any time to cancel any command sent.

EPC Mode (Drive Mode)

This procedure is used to increase EPC pressure while testing transmission shift operation. This function only allows EPC pressure to be increased from normal PCM commanded pressure. An increase in EPC pressure should create harsher shifts. With transmission in "P" position, install pressure gauge in EPC pressure port. See FORD 4R70W overhaul article. Start engine. Place transmission lever in "OD" and ensure vehicle speed is more than 2 MPH. z z z z z z

z z

Select OSC mode. Select Trans-Drive mode. Select PIDs to be monitored. Monitor all selected PIDs during test. Select Parameter - EPC. Select value 0-90 then press SEND. 00 - sets EPC pressure to 0 PSI 15 - sets EPC pressure to 15 PSI 30 sets EPC pressure to 30 PSI 45 - sets EPC pressure to 45 PSI 60 - sets EPC pressure to 60 PSI 75 - sets EPC pressure to 75 PSI 90 - sets EPC pressure to 90 PSI Re-Select a value 0-90 then press SEND. Select XXX then SEND at any time to cancel any command sent.

ADDITIONAL SYSTEM FUNCTIONS NOTE:

z z z z z z

These additional diagnostic system features are available to help diagnose driveability problems and service EEC-V systems.

Generic OBD-II Parameter Identification (PID) Non-Generic OBD-II Parameter Identification (PID) On-Board System Readiness (OSR) Test Mode Freeze Frame Data Mode Oxygen Sensor Test Mode Output Test Mode

Generic OBD-II Parameter Identification (PID) Helpmelearn February-12-08 8:26:23 PM

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Turn ignition switch to OFF position. Ensure test equipment is properly attached. Program scan tool using the following steps: z z z z z z z

Select vehicle and engine selection menu (optional). Select year, engine, model and any additional information requested by scan tool (optional). Select GENERIC OBD-II OPTIONS. Press CONT button if monitors are not complete. Select PID/DATA MONITOR. Turn ignition on or start engine and allow to idle. Follow operating instructions from scan tool menu. Select PIDs and press START.

Non-Generic OBD-II Parameter Identification (PID)

Turn ignition switch to OFF position. Ensure test equipment is properly attached. Program scan tool using the following steps: z z z z z z z z z z

Select vehicle and engine selection menu. Select year, engine, model and any additional information requested by scan tool. Select GENERIC OBD-II OPTIONS. Press CONT button if monitors are not complete. Select DIAGNOSTIC DATA LINK. Select PCM-POWERTRAIN CTRL MODULE. Select DIAGNOSTIC TEST MODES. Select PID DATA MONITOR and RECORD. Turn ignition on or start engine and allow to idle. Follow operating instructions from scan tool menu. Select PIDs and press START.

On-Board System Readiness (OSR) Test Mode

All OBD-II scan tools must display OSR test. The OSR will display monitors on the vehicle and status of all monitors; complete or not complete. If not complete, the scan tool will display which monitor has not completed. To enter OSR, turn ignition switch to OFF position. Ensure test equipment is properly attached. Program scan tool using the following steps: z z z z z z

Select vehicle and engine selection menu (optional). Select year, engine, model and any additional information requested by scan tool. Follow operating instructions from scan tool menu. Select GENERIC OBD-II FUNCTIONS. Press TEST button if monitors are not complete. Start engine and allow to idle. Select ON-BOARD SYSTEM READINESS.

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Freeze Frame Data Mode

This mode allows access to emission related data values from specific generic PIDs. These values are immediately stored in continuous memory when an emission related fault occurs. This provides a snapshot of the conditions that were present when the fault occurred. Freeze frame will be stored until PCM memory is erased. To access FREEZE FRAME DATA MODE, turn ignition switch to OFF position. Ensure test equipment is properly attached. Program scan tool using the following steps: z z z z z z

Select vehicle and engine selection menu (optional). Select year, engine, model and any additional information requested by scan tool (optional). Follow operating instructions from scan tool menu. Select GENERIC OBD-II FUNCTIONS. Press CONT button if OBD-II monitors are not complete. Turn ignition on. Select FREEZE FRAME PID TESTS.

Oxygen Sensor Test Mode

This mode allows access to on-board sensor fault limits and actual values during test cycle. The test cycle has specific engine operating conditions that must be met for completion. This information is used to determine the efficiency of the catalytic converter. To access OXYGEN SENSOR TEST mode, turn ignition switch to OFF position. Ensure test equipment is properly attached. Program scan tool using the following steps: z z z z z z

Select vehicle and engine selection menu (optional). Select year, engine, model and any additional information requested by scan tool (optional). Follow operating instructions from scan tool menu. Select GENERIC OBD-II FUNCTIONS. Select OXYGEN SENSOR TESTS. Select appropriate oxygen sensor test and follow menu instructions.

Output Test Mode

This mode allows a technician to energize and de-energize most of the system output actuators on command. After accessing OUTPUT TEST MODE, outputs and cooling fans can be turned on and off separately. To access OUTPUT TEST MODE, turn ignition switch to OFF position. Ensure test equipment is properly attached. Program scan tool using the following steps: z z z

Select vehicle and engine selection menu. Select year, engine, model and any additional information requested by scan tool. Follow operating instructions from scan tool menu.

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z z z z z z z z z z

Select DIAGNOSTIC DATA LINK. Select PCM-POWERTRAIN CTRL MODULE. Select DIAGNOSTIC TEST MODE. Select ACTIVE COMMAND MODE. Select OUTPUT TEST MODE. Turn ignition on. Follow operating instructions from scan tool menu. Select either LOW SPEED FAN, HIGH SPEED FAN or ALL ON mode. Select START to turn outputs on. This step may cause link up to PIDs. Select STOP to turn outputs off.

SYMPTOM DIAGNOSIS Harsh Reverse Only Engagement

Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS B and E. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present. Harsh Forward Only Engagement

Perform QUICK TEST and record DTCs. Perform PINPOINT TEST B and E. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present. Some Or All Shifts Missing

Perform SHIFT SPEED ROAD TEST. See FORD 4R70W overhaul article. Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS A, D and F. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present. Some Or All Shifts Early Or Late

Perform SHIFT SPEED ROAD TEST. See FORD 4R70W overhaul article. Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS A, B, E and F. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present. Erratic Or Hunting Shifts

Perform SHIFT SPEED ROAD TEST. See FORD 4R70W overhaul article. Perform TCC ENGAGEMENT TEST. Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS A, C (1997 models), D and F. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present. Soft Or Slipping Shifts Helpmelearn February-12-08 8:26:23 PM

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Perform SHIFT SPEED ROAD TEST. See FORD 4R70W overhaul article. Perform TCC ENGAGEMENT TEST. Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS E and F. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present. Harsh Shifts

Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS E and F. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present. No Manual 1st Or 2nd Gear

Perform SHIFT SPEED ROAD TEST. See FORD 4R70W overhaul article. Perform TCC ENGAGEMENT TEST. Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS A and D. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present. No 1st Gear

Perform QUICK TEST and record DTCs. Perform PINPOINT TEST A and D. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present. No 1-2, 2-3 Or 3-4 Upshift (Automatic)

Perform TCC ENGAGEMENT TEST. Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS A (1998 models), B, C (1997 models), D and F. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present. TCC Always Engaged

Check engine idle speed. See appropriate TESTS W/CODES article in ENGINE PERFORMANCE section. Perform TCC ENGAGEMENT TEST. Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS A, D and F. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present. TCC Cycling Or Shuddering

Perform TCC ENGAGEMENT TEST. Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS A (1998 models), C (1997 models) and F. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present. Helpmelearn February-12-08 8:26:23 PM

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Poor Vehicle Performance Only

Check for poor engine performance. See appropriate TESTS W/CODES article in ENGINE PERFORMANCE section. Perform SHIFT SPEED ROAD TEST with "OD" off. See FORD 4R70W overhaul article. Perform TCC ENGAGEMENT TEST. Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS A, B, C (1997 models) and D. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present. Incorrect Gear Ratio In "D", "2" Or "1" Positions

Perform SHIFT SPEED ROAD TEST. See FORD 4R70W overhaul article. Perform TCC ENGAGEMENT TEST. Perform QUICK TEST and record DTCs. Perform PINPOINT TEST A. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present. Engine Will Not Crank

Perform QUICK TEST and record DTCs. Perform PINPOINT TEST D. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present. TRANSMISSION DRIVE CYCLE TEST NOTE:

The transmission drive cycle test must be followed exactly. Malfunctions have to occur 4 times consecutively for codes P0781, P0782 and P0783 to be set and 5 times consecutively for continuous codes P0741 and P1741.

1. After repairing any engine performance related DTCs, erase remaining transmission codes. Warm engine to normal operating temperature. Ensure transmission fluid level is correct. 2. Accelerate from stop to 50 mph (80 km/hr). Hold speed for at least 15 seconds (30 seconds above 4000 ft.). Press TCS and accelerate to 40 mph (64 km/hr). Hold speed for at least 15 seconds (30 seconds above 4000 ft.). Hold speed and throttle position steady for at least 15 seconds. 3. While maintaining speed with transaxle in 4th gear, lightly depress brake pedal and release (to operate stoplights). Hold speed for at least an additional 5 seconds. Bring vehicle to stop for at least 20 seconds with transmission in drive "D". 4. Repeat steps 1) - 3) at least 5 times. Perform Quick Test and record any continuous codes.

PINPOINT TESTS: 1997 MODELS NOTE:

z z z

Procedures in PINPOINT TESTS are written for the use of the following Ford Motor Co. test equipment:

New Generation Star (NGS) Tester (007-00500) 104-Pin Breakout Box (014-00950) Transmission Tester (007-00130) Terminal pin references are based on this equipment and appropriate overlays. All references to "test pins", "test terminals" or "jacks" refer to test equipment. When

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aftermarket test equipment is used, always follow test equipment manufacturers procedures. HOW TO USE CIRCUIT TESTS & PINPOINT TESTS 1. DO NOT perform any PINPOINT 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. PINPOINT TESTS ensure electrical circuits are okay before sensors or other components are replaced. Always test circuits for continuity between sensor and PCM. 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 or as specified in PINPOINT TESTS. 3. DO NOT measure voltage or resistance at PCM. DO NOT connect any test light unless specified in testing procedure. All measurements are made by probing rear of connector (wiring harness side). 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-V 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 PINPOINT TESTS. TEST A: SHIFT SOLENOID ELECTRICAL CIRCUIT 1. Electronic Diagnostics - Ensure transmission harness connector is in serviceable condition. Repair as necessary. Perform KOEO test until Continuous Memory trouble codes have been displayed. See QUICK TEST. Enter OUTPUT TEST MODE (OTM). Press START then STOP to cycle solenoids. If vehicle enters OTM, go to next step. If vehicle will not enter OTM, see appropriate TESTS W/CODES article in ENGINE PERFORMANCE section. 2. Check Electrical Signal Operation - Disconnect transmission harness connector. Inspect condition of connector and repair as needed. Using DVOM, connect positive lead to transmission harness connector terminal No. 2. See Fig. 6 . Connect negative lead to transmission harness connector terminals No. 1 and No. 6. Press START then STOP to cycle solenoids. If voltage changes at least .5 volt, go to step 5). If voltage is unaffected, go to next step.

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Fig. 6: Identifying Transmission Harness Wiring Harness Connector Terminals Courtesy of FORD MOTOR CO. 3. Check Continuity Of Solenoid Signal & VPWR Harness Circuits - Ensure ignition is off. Disconnect PCM connector, and inspect it for damaged pins, corrosion and loose wires. Repair as necessary. Install breakout box, leaving PCM disconnected. Measure and record resistance between applicable breakout box terminals No. 1, 27 and transmission harness connector terminal No. 2. See Fig. 6 . Measure and record resistance between breakout box terminals No. 71, 97 and transmission harness connector terminal No. 2. If any resistance is more than 5 ohms, repair open circuit. Connect all components. Disconnect breakout box and repeat QUICK TEST. If each resistance is 5 ohms or less, go to next step. 4. Check Solenoid Harness For Shorts To Power & Ground - Measure and record resistance between breakout box terminals No. 1, 27 and breakout box terminals No. 71, 97. Measure and record resistance between breakout box terminals No. 1, 27 and breakout box terminals No. 51, 76, 77, 91 and 103. If any resistance is less than 10 k/ohms, repair short circuit. Connect all components. Disconnect breakout box and repeat QUICK TEST. If each resistance is 10 k/ohms or more, go to next step. 5. Solenoid Functional Test - Connect transmission tester to transmission wiring connector. Perform solenoid function test. See tester instructions. If solenoid activates (LED turns Green), go to next step. If Helpmelearn February-12-08 8:26:23 PM

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10.

11.

12.

13.

solenoid does not activate, go to step 7). Transmission Drive Test - Perform TRANSMISSION DRIVE CYCLE TEST. If vehicle upshifts when commanded by transmission tester, replace PCM. Repeat QUICK TEST. If DTCs are still present, go to TROUBLE SHOOTING in FORD 4R70W overhaul article. If vehicle does not upshift when operated by tester, go to next step. Check Resistance Of Solenoid - Set transmission tester Bench/Drive switch to BENCH mode. Set Solenoid Select switch to OHMS CHECK. Connect ohmmeter negative lead to SS1 jack and positive lead to VPWR jack on tester. Measure and record resistance. Connect ohmmeter negative lead to SS2 jack and positive lead to VPWR jack on tester. Measure and record resistance. Resistance for each solenoid should be 20-30 ohms. If resistance is within specification, go to next step. If resistance is not within specification, go to step 9). Check Solenoid For Short To Ground - Check continuity between BAT (-) terminal and between SS1 and SS2. Check continuity between BAT (-) terminal and each VPWR terminal. If continuity exists for any circuit, go to next step. If continuity does not exist, go to TROUBLE SHOOTING in FORD 4R70W overhaul article. Internal Electronic Diagnostics - Drain transmission fluid and remove pan. Inspect all internal harness connectors. Ensure all connectors are fully connected and not damaged. Repair as needed. Install all components in reverse order of disassembly. Fill transmission with fluid. Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST. If all connectors are okay, go to next step. Check Internal Harness Continuity - Disconnect internal harness from solenoid assembly. To test SS1, connect positive lead of ohmmeter to tester SS1 jack and negative lead to solenoid connector White wire. Measure and record resistance. To test SS2, connect positive lead of ohmmeter to tester SS2 jack and negative lead to solenoid connector Black wire. Measure and record resistance. To test SS1 and SS2 VPWR circuits, connect positive lead of ohmmeter to solenoid connector White/Black wire. Connect negative lead to corresponding VPWR tester terminal. Measure and record resistance. If all resistances are .5 ohms or less, go to next step. If any resistance is more than .5 ohms, replace internal harness. Go to step 12). Check Internal Harness For Short To Ground - Using transmission tester, check continuity between each solenoid terminal and BAT (-) terminal of tester. If continuity does not exist in any circuit, go to next step. If continuity exists in any circuit, replace internal harness. Go to next step. Check Solenoid Resistance - Using ohmmeter, check resistance between terminals of each solenoid. Resistance should be 20-30 ohms. If resistance is within specification, go to next step. If resistance for either solenoid is not within specification, replace solenoid assembly. Install all components in reverse order of disassembly. Fill transmission with fluid. Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST. Check Solenoid For Short To Ground - Using ohmmeter, check continuity between each solenoid terminal and ground. If continuity exists, replace shift solenoid assembly. If continuity does not exist, go to TROUBLE SHOOTING in FORD 4R70W overhaul article. Install all components in reverse order of disassembly. Fill transmission with fluid. Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST.

TEST B: TFT SENSOR CIRCUIT 1. Visual Check - Check transmission harness connector. Inspect connector for damaged pins, corrosion and loose wires. Repair as necessary. Go to next step. If connector was repaired, clear codes and re-run Helpmelearn February-12-08 8:26:24 PM

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QUICK TEST. 2. Check Electrical Signal Operation - Ensure ignition is off. Disconnect transmission connector. Using DVOM, connect positive lead to transmission harness connector terminal No. 5 and No. 9. See Fig. 6 . Turn ignition on. If voltage is 4.75-5.25 volts, go to step 5). If voltage is not within specification, go to next step. 3. Check The Continuity Of TFT & Signal Return (SIG RTN) Circuits - Turn ignition off. Disconnect PCM connector, and inspect it for damaged pins, corrosion and loose wires. Repair as necessary. Install breakout box, leaving PCM disconnected. Measure and record resistance between breakout box terminal No. 37 and transmission harness connector terminal No. 5. See Fig. 6 . Measure and record resistance between breakout box terminal No. 91 and transmission harness connector terminal No. 9. If both resistances are less than 5 ohms, go to next step. If either resistance is more than 5 ohms, repair open circuit. Connect all components. Erase trouble codes. See CLEARING CODES. Repeat QUICK TEST. 4. Check TFT Circuit For Short To VPWR & Ground - Ensure ignition is off. Disconnect PCM connector, and inspect it for damaged pins, corrosion and loose wires. Repair as necessary. Install breakout box, leaving PCM disconnected. Measure and record resistance between breakout box TFT test pin and VPWR test pins. Measure and record resistance between breakout box terminal No. 37 and breakout box terminals No. 71 and No. 97. Measure and record resistance between breakout box terminal No. 37 and breakout box terminals No. 51, 76, 77, 103 and ground. If any resistance is less than 10 k/ohms, repair short circuit. Disconnect breakout box and repeat QUICK TEST. If each resistance is 10 k/ohms or more, go to next step. NOTE:

DTC P0713 is set if resistance exceeds 869 ohms (open circuit). DTC P0712 is set if resistance is below 597 ohms (short circuit).

5. Check Resistance Of TFT Sensor/Harness - Install transmission tester. Set tester Bench/Drive switch to BENCH mode. Set Solenoid Select switch to OHMS CHECK. Connect ohmmeter lead to appropriate TFT sensor jacks. Measure and record resistance. Resistance should be within specification. See TFT SENSOR TEMPERATURE/RESISTANCE SPECIFICATIONS TABLE. If resistance is within specification for specific temperature, either warm up transmission or allow transmission to cool and check resistance at different temperatures. If resistance remains within specification, go to next step. If resistance is not within specification, go to step 7). TFT SENSOR TEMPERATURE/RESISTANCE SPECIFICATIONS Temperature °F (°C) 32-58 (0-20) 59-104 (21-40) 105-158 (41-70) 159-194 (71-90) 195-230 (91-110) 231-266 (111-130)

K/Ohms 37-100 16-37 5-16 2.7-5 1.5-2.7 .8-1.5

6. Check TFT Sensor For Short To Ground - Check continuity between transmission tester BAT (-) terminal and each TFT sensor terminal (labelled as TOT test jacks). If continuity exists, go to next step. If continuity does not exist, replace PCM. Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST. See FORD 4R70W overhaul article for non-electronic symptom diagnostics. Helpmelearn February-12-08 8:26:24 PM

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7. Internal Electronic Diagnostics - Drain transmission fluid and remove pan. Inspect all internal harness connectors. Ensure all connectors are fully connected and not damaged. Repair as needed. Install all components in reverse order of disassembly. Fill transmission with fluid. Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST. If all connectors are okay, go to next step. 8. Check Internal Harness Continuity - Disconnect internal harness from TFT sensor. Connect positive lead of ohmmeter to tester TFT (+) jack and negative lead to TFT sensor wiring harness connector White/Red wire. Measure and record resistance. Connect positive lead of ohmmeter to tester TFT (-) jack and negative lead to TFT sensor wiring harness connector Red wire. If each resistance is .5 ohms or less, go to next step. If either resistance is more than .5 ohms, replace internal harness. Go to step 10). 9. Check Internal Harness For Shorts To Ground - Using transmission tester, check continuity between each TFT sensor connector terminals and BAT (-) terminal of tester. If continuity does not exist in any circuit, go to next step. If continuity exists in either circuit, replace internal harness. Go to next step. 10. Check TFT Sensor Resistance - Using ohmmeter, check resistance between TFT sensor terminals. See TFT SENSOR TEMPERATURE/RESISTANCE SPECIFICATIONS TABLE. If resistance is within specification for specific temperature, go to next step. If resistance is not within specification, replace TFT sensor. Install all components in reverse order of disassembly. Fill transmission with fluid. Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST. 11. Check Solenoid For Short To Ground - Using ohmmeter, check continuity between each TFT sensor terminal and ground. If continuity exists, replace faulty TFT sensor. If continuity does not exist, install all components in reverse order of disassembly. Fill transmission with fluid. Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST. To diagnose vehicle harness or PCM malfunctions, see appropriate TESTS W/CODES article in ENGINE PERFORMANCE section. TEST C: TCC ELECTRICAL CIRCUIT NOTE:

Transmission tester TCC terminals may be designated MCCC. Refer to tester instructions.

1. Electronic Diagnostics - Ensure transmission harness connector is in acceptable condition. Repair as necessary. Install scan tool. Perform KOEO test until Continuous Memory trouble codes have been displayed. See QUICK TEST. Enter OUTPUT TEST MODE (OTM). See OUTPUT TEST MODE under SELF DIAGNOSTICS. If vehicle enters OTM, go to next step. If vehicle will not enter OTM, see appropriate TESTS W/CODES article in ENGINE PERFORMANCE section. 2. Check Electrical Signal Operation - Disconnect transmission harness connector. Inspect condition of connector and repair as needed. Using DVOM, connect positive lead to transmission harness connector terminal No. 8. See Fig. 6 . Connect negative lead to transmission wiring harness terminal No. 3. Enter OTM. See OUTPUT TEST MODE under SELF DIAGNOSTICS. While monitoring DVOM, press START then STOP. If voltage changes at least .5 volt, go to step 5). If voltage is does not change, go to next step. 3. Check Continuity Of Solenoid Signal & VPWR Harness Circuits - Ensure ignition is off. Disconnect PCM connector, and inspect it for damaged pins, corrosion and loose wires. Repair as necessary. Install breakout box, leaving PCM disconnected. Measure and record resistance between breakout box terminal No. 54 and transmission wiring harness connector terminal No. 3. See Fig. 6 . Measure and record resistance between breakout box terminals No. 71 and 97 and transmission wiring harness connector terminal No. 8. If any resistance is more than 5 ohms, repair open circuit. Connect all components. Helpmelearn February-12-08 8:26:24 PM

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10.

11.

12.

13.

Disconnect breakout box and repeat QUICK TEST. If resistance is 5 ohms or less, go to next step. Check Solenoid Harness For Shorts To Power & Ground - Measure and record resistance between breakout box terminal No. 81 and breakout box terminals No. 71 and 97. Measure and record resistance between breakout box terminals No. 51, 76, 77, 91, 103 and ground. If any resistances are less than 10 k/ohms, repair short circuit. Connect all components. Disconnect breakout box and repeat QUICK TEST. If each resistance is 10 k/ohms or more, go to step 7). Solenoid Functional Test - Connect transmission tester to transmission wiring connector. Perform TCC solenoid function test. See tester instructions. If solenoid activates (LED turns Green), go to next step. If solenoid does not activate, go to step 7). Transmission Drive Test - Reconnect PCM harness connector. Perform TRANSMISSION DRIVE CYCLE TEST. When transmission has shifted into 2nd gear, depress MCCC switch on tester. If engine RPM decreases when operated with tester, replace PCM. Erase trouble codes. See CLEARING CODES. Road test vehicle and repeat QUICK TEST. If symptom or DTC is still present, go to TROUBLE SHOOTING in FORD 4R70W overhaul article. If engine RPM does not decrease when operated by tester, go to next step. Check Resistance Of Solenoid - Set tester BENCH/DRIVE switch to BENCH mode. Set Solenoid Select switch to OHMS CHECK. Connect ohmmeter negative lead to MCCC jack and positive lead to MCCC VPWR jack on tester. Measure resistance. Resistance should be 10-16 ohms. If resistance is within specification, go to next step. If resistance is not within specification, go to step 9). Check Solenoid For Short To Ground - Check continuity between transmission tester BAT (-) terminal and each MCCC terminal. If continuity exists, go to next step. If continuity does not exist, Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST. See TROUBLE SHOOTING in FORD 4R70W overhaul article for non-electronic symptom diagnostics. Internal Electronic Diagnostics - Drain transmission fluid and remove pan. Inspect all internal harness connectors. Ensure all connectors are fully connected and not damaged. Repair as needed. Install all components in reverse order of disassembly. Fill transmission with fluid. Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST. If all connectors are okay, go to next step. Check Internal Harness Continuity - Disconnect internal harness from TCC sensor. Connect positive lead of ohmmeter to tester MCCC TCC jack and negative lead to TCC connector Green wire terminal. Measure and record resistance. Connect positive lead of ohmmeter to transmission tester VPWR jack and negative lead to TCC connector White/Green wire terminal. If each resistance is .5 ohms or less, go to next step. If any resistance is more than .5 ohm, replace internal harness then go to step 12). Check Internal Harness For Shorts To Ground - Using transmission tester, check continuity between each TCC sensor connector terminal and BAT (-) terminal of tester. If continuity does not exist in either circuit, go to next step. If continuity exists in either circuit, replace internal harness. Go to next step. Check TCC Solenoid Resistance - Using ohmmeter, check resistance between TCC solenoid terminals. If resistance is 10-16 ohms, go to next step. If resistance is not within specification, replace TCC solenoid assembly. Install all components in reverse order of disassembly. Fill transmission with fluid. Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST. Check Solenoid For Short To Ground - Using ohmmeter, check continuity between each TCC solenoid terminal and ground. If continuity exists, replace faulty TCC solenoid. Install all components in reverse order of disassembly. Fill transmission with fluid. Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST. If continuity does not exist, install all components in reverse order of disassembly. Fill transmission with fluid. Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST. See TROUBLE SHOOTING in FORD 4R70W overhaul article for non-electronic symptom diagnostics.

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TEST D: TRANSMISSION RANGE (TR) SENSOR NOTE:

Some 1997 models maybe equipped with the 12-pin Digital TR Sensor. Refer to TEST D under PINPOINT TESTS: 1998 MODELS for testing procedures on Digital TR Sensor.

NOTE:

DTC P1705 may be set if transmission is not in park or A/C is on when QUICK TEST is performed.

1. Preliminary Inspection - Disconnect TR sensor connector, and inspect it for damaged pins, corrosion and loose wires. Repair as necessary. Reconnect TR sensor connector. Ensure TR sensor is correctly adjusted. See FORD 4R70W overhaul article. If sensor requires adjustment, clear trouble codes after adjustment. See CLEARING CODES. Repeat QUICK TEST. If sensor is correctly adjusted, go to next step. 2. Check Electrical Signal Operation - Ensure ignition is off. Disconnect TR harness connector. Turn ignition on. Measure voltage at harness connector terminals No. 6 and 7. See Fig. 7 . If voltage is 4.755.25 volts, replace PCM then go to step 6). If voltage is not within specification, go to next step. 3. Check Continuity Of TR Sensor Harness Circuits - Turn ignition off. Disconnect PCM connector, and inspect it for damaged pins, corrosion and loose wires. Repair as necessary. Install breakout box, leaving PCM disconnected. Measure and record resistance between breakout box terminal No. 91 and TR sensor harness connector terminal No. 7. See Fig. 7 . Measure and record resistance between breakout box terminal No. 64 and TR sensor harness connector terminal No. 6. If each resistance is less than 5 ohms, go to next step. If either resistance is more than 5 ohms, repair open circuit. Remove breakout box and connect all components. Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST.

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Fig. 7: Identifying Transmission Harness Connector Courtesy of FORD MOTOR CO. 4. Check TR Circuit For Short To Power & Ground - Ensure TR sensor harness connector is disconnected. Measure resistance between breakout box terminals No. 64, 71 and 97. Measure resistance between breakout box terminal No. 64 and breakout box terminals No. 51, 76, 77, 91, 103 and ground. If all measurements are more than 10 k/ohms, go to next step. If any measurement is less than 10 k/ohms, repair short circuit. Remove breakout box and connect all components. Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST. 5. Check TR Sensor Resistance - Install TR overlay on transmission tester. Connect tester to TR sensor. Helpmelearn February-12-08 8:26:24 PM

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Check resistance in all positions. See TR SENSOR RESISTANCE SPECIFICATIONS TABLE. If TR sensor does not operate within specification, replace sensor. Connect all components. Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST. If sensor operates within specification, connect all components. Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST. See FORD 4R70W overhaul article for non-electronic symptom diagnostics. See appropriate TESTS W/CODES article in ENGINE PERFORMANCE section to diagnose intermittent faults. TR SENSOR RESISTANCE SPECIFICATIONS Range Resistance Min. Ohms "P" 3770 "R" 1304 "N" 660 "OD" 361 "2" 190 "1" 78

Resistance Max. Ohms 4607 1593 807 442 232 95

Volts 3.97-4.85 3.24-3.96 2.55-3.11 1.88-2.30 1.23-1.51 .61-.75

6. Check Park/Neutral Circuit - Check Park/Neutral circuit using transmission tester. Follow transmission tester instructions. Resistance between TR sensor connector terminals No. 1 and No. 4 should be less than 5 ohms in "P" or "N" positions. Resistance should be more than 100 k/ohms in any other position. If TR sensor does not operate as specified, replace and adjust TR sensor. Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST. If TR sensor operates as specified, go to next step. If diagnosing a starting system problem, see appropriate TESTS W/CODES article in ENGINE PERFORMANCE section. 7. Check Reverse/Backup Light Circuit - Check Reverse circuit using transmission tester. Follow transmission tester instructions. Resistance between TR sensor connector terminals No. 2 and No. 3 should be less than 5 ohms in "R" position. Resistance should be more than 100 k/ohms in any other position. If TR sensor does not operate as specified, replace and adjust TR sensor. Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST. If TR sensor operates as specified, see appropriate TESTS W/CODES article in ENGINE PERFORMANCE section. TEST E: EPC SOLENOID 1. Electronic Diagnostics - Ensure transmission harness connector is in acceptable condition. Repair as necessary. Perform KOEO test until Continuous Memory trouble code(s) have been displayed. See QUICK TEST. Select OUTPUT TEST MODE. Press START then STOP. If vehicle enters OTM, go to next step. If vehicle will not enter OTM, see appropriate TESTS W/CODES article in ENGINE PERFORMANCE section. 2. Check Electrical Signal Operation - Disconnect transmission harness connector. Inspect condition of connector and repair as needed. Using DVOM, connect positive lead to transmission harness connector terminal No. 7. See Fig. 6 . Connect negative lead to terminal No. 10. Press START then STOP to cycle solenoid output. If voltage changes at least .5 volt, go to step 5). If voltage is unaffected, go to next step. 3. Check Continuity Of Solenoid Signal & VPWR Harness Circuit - Turn ignition off. Disconnect PCM connector, and inspect it for damaged pins, corrosion and loose wires. Repair as necessary. Install breakout box, leaving PCM disconnected. Measure and record resistance between transmission harness connector terminal No. 7 and breakout box terminals No. 71 and 97. See Fig. 6 . Measure and record Helpmelearn February-12-08 8:26:24 PM

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10.

11.

12.

resistance between transmission harness connector terminal No. 10 and breakout box terminal No. 81. If each resistance is 5 ohms or less, go to next step. If any resistance is more than 5 ohms, repair open circuit. Connect all components. Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST. Check Harness For Short To Power Or Ground - Measure and record resistance between breakout box terminal No. 81 and breakout box terminals No. 71 and 97. Measure and record resistance between breakout box terminal No. 81 and breakout box terminals No. 51, 76, 77, 91, 103 and ground. If any resistance is less than 10 k/ohms, repair short circuit. Disconnect breakout box and repeat QUICK TEST. If each resistance is 10 k/ohms or more, go to next step. EPC Solenoid Functional Test - Disconnect transmission harness connector. Connect transmission tester. Connect line pressure gauge. See FORD 4R70W overhaul article. Set BENCH/DRIVE switch to DRIVE mode. Set Gear Select switch to 1st gear position. Perform EPC function test. See tester instructions. Observe line pressure on gauge while depressing EPC switch (KOER). EPC solenoid should activate (LED turns Green) and line pressure should drop when EPC switch is depressed. If solenoid operates correctly, replace PCM. Connect all components. Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST. If solenoid is not operating, go to next step. Check Resistance Of Solenoid - Ensure tester power is off. Set Bench/Drive switch to BENCH mode. Connect ohmmeter negative lead to transmission tester EPC jack. Connect positive lead to transmission tester VPWR jack. If resistance is 2.48-5.66 ohms, go to next step. If resistance is not within specifications, go to step 8). Check Solenoid For Short To Ground - Check continuity between transmission tester BAT (-) terminal and each EPC jack. If continuity exists, go to next step. If continuity does not exist, see TROUBLE SHOOTING in FORD 4R70W overhaul article. Internal Electronic Diagnostics - Drain transmission fluid. Remove transmission oil pan. Inspect all internal harness connectors. Ensure all connectors are fully connected and not damaged. If all connectors are okay, go to next step. If connectors are damaged, repair as needed. Install all components in reverse order of disassembly. Fill transmission with fluid. Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST. Check Internal Harness Continuity - Disconnect internal harness from EPC solenoid assembly. Connect positive lead of ohmmeter to tester EPC jack and negative lead to EPC connector Blue wire terminal. Measure and record resistance. Connect positive lead of ohmmeter to tester VPWR jack and negative lead to EPC connector White/Blue wire terminal. If either resistance is .5 ohm or less, go to next step. If either resistance is more than .5 ohm, replace internal harness. Go to step 11). Check Internal Harness For Shorts To Ground - Using transmission tester, check continuity between each EPC sensor connector terminal and BAT (-) terminal of tester. If continuity does not exist in either circuit, go to next step. If continuity exists in both circuit, replace internal harness. Go to next step. Check EPC Solenoid Resistance - Using ohmmeter, check resistance between EPC solenoid terminals. Resistance should be 2.48-5.66 ohms. If resistance is within specification, go to next step. If resistance is not within specification, replace EPC solenoid. Install all components in reverse order of disassembly. Fill transmission with fluid. Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST. Check Solenoid For Short To Ground - Using ohmmeter, check continuity between each EPC solenoid terminal and ground. If continuity exists, replace faulty EPC solenoid. Install all components in reverse order of disassembly. Fill transmission with fluid. Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST. If continuity does not exist, install all components in reverse order of disassembly. Fill transmission with fluid. Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST.

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See TROUBLE SHOOTING in FORD 4R70W overhaul article for non-electronic symptom diagnostics. TEST F: OUTPUT SHAFT SPEED (OSS) SENSOR 1. Visual Check - Inspect condition of OSS harness and component connector. Repair as needed. Go to next step. 2. Check Continuity Of OSS Sensor Harness Circuit - Turn ignition off. Disconnect PCM connector, and inspect it for damaged pins, corrosion and loose wires. Repair as necessary. Install breakout box, leaving PCM disconnected. Disconnect OSS sensor harness connector. Measure and record resistance between breakout box terminal No. 84 and OSS sensor wiring harness connector terminal No. 2. See Fig. 8 . Measure and record resistance between breakout box terminal No. 91 and OSS sensor wiring harness connector terminal No. 1. If each resistance is 5 ohms or less, go to next step. If any resistance is more than 5 ohms, repair open circuit. Connect all components. Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST.

Fig. 8: Identifying OSS Sensor Harness Connector Courtesy of FORD MOTOR CO. 3. Check OSS Sensor Circuit For Short To Power & Ground - Measure and record resistance between breakout box terminals No. 84, 91 and breakout box terminals 71, 97. Measure and record resistance between breakout box terminals No. 84, 91 and breakout box terminals No. 51, 76, 77 and 103. If any resistance is less than 10 k/ohms, repair short circuit. Connect all components. Disconnect breakout box and repeat QUICK TEST. If each resistance is 10 k/ohms or more, go to next step. 4. OSS Sensor Functional Test - Ensure OSS sensor harness connector is disconnected. Connect transmission tester to OSS sensor component connector. Connect voltmeter leads to appropriate tester OSS sensor jacks. Set voltmeter to 20 volt A/C scale. Perform drive cycle test. See TRANSMISSION Helpmelearn February-12-08 8:26:24 PM

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DRIVE CYCLE TEST. If voltage increases with vehicle speed, replace PCM. Connect all components. Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST. If voltage does not increase with speed, go to next step. Check Resistance Of OSS Sensor - Connect ohmmeter leads to appropriate transmission tester OSS sensor jacks. If resistance is 450-750 ohms, go to next step. If resistance is not within specification, replace OSS sensor. Connect all components. Erase all trouble codes. See CLEARING CODES. Perform drive cycle test. See TRANSMISSION DRIVE CYCLE TEST. Repeat QUICK TEST. Check OSS Sensor For Short To Ground - Check for continuity between transmission tester OSS sensor jacks and BAT (-) jack. If continuity does not exist, go to next step. If continuity exists, replace OSS sensor. Connect all components. Erase all trouble codes. See CLEARING CODES. Perform drive cycle test. See TRANSMISSION DRIVE CYCLE TEST. Repeat QUICK TEST. Check OSS Sensor Magnetism - Remove OSS sensor from transmission. See FORD 4R70W overhaul article. Determine if OSS sensor magnetically attracted to ferrous metal. If OSS sensor sticks to metal surface, go to next step. If OSS sensor does not stick to metal surface, replace OSS sensor. Connect all components. Erase all trouble codes. See CLEARING CODES. Perform drive cycle test. See TRANSMISSION DRIVE CYCLE TEST. Repeat QUICK TEST. Check Output Shaft Ring Gear - With OSS removed, inspect condition of ring gear. Rotate driveshaft and ensure all 6 holes or indentations of ring gear are not damaged. Replace ring gear if damaged. See FORD 4R70W overhaul article. If ring gear is not damaged, replace OSS. Connect all components. Erase all trouble codes. See CLEARING CODES. Perform drive cycle test. See TRANSMISSION DRIVE CYCLE TEST. Repeat QUICK TEST.

TEST H: SOLENOID MECHANICAL FAILURE 1. Electronic Diagnostics - If DTC P1714, P1715 or P1740 is set and no other DTCs are set for TFT sensor or shift solenoids, replace appropriate solenoid. Go to next step. If any other DTCs are set, repair them first. Erase all trouble codes. See CLEARING CODES. Perform drive cycle test. See TRANSMISSION DRIVE CYCLE TEST. Repeat QUICK TEST. 2. Transmission Drive Cycle Test - Perform TRANSMISSION DRIVE CYCLE TEST. Perform QUICK TEST. If vehicle upshifts and downshifts okay, go to next step. If vehicle does not upshift or downshift okay, diagnose by symptom. See TROUBLE SHOOTING in FORD 4R70W overhaul article. 3. Recheck DTCs - Check DTCs retrieved during QUICK TEST. If DTC P1714, P1715 or P1740 has been reset, replace PCM. Repeat QUICK TEST. If DTCs are not reset, diagnose by symptom. See TROUBLE SHOOTING in FORD 4R70W overhaul article.

PINPOINT TESTS: 1998 MODELS NOTE:

z z z

Procedures in PINPOINT TESTS are written for the use of the following Ford Motor Co. test equipment:

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aftermarket test equipment is used, always follow test equipment manufacturers procedures. NOTE:

On 1998 vehicles a new molded leadframe internal wiring harness is used. This new design eliminates the possibility of internal pinched wiring. See Fig. 9 .

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Fig. 9: Identifying Transmission Internal Wiring Harness Terminals & Components (1998 Models) Courtesy of FORD MOTOR CO. HOW TO USE CIRCUIT TESTS & PINPOINT TESTS 1. DO NOT perform any PINPOINT 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. PINPOINT TESTS ensure electrical circuits are okay before sensors or other components are replaced. Always test circuits for continuity between sensor and PCM. 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 or as specified in PINPOINT TESTS. 3. DO NOT measure voltage or resistance at PCM. DO NOT connect any test light unless specified in testing procedure. All measurements are made by probing rear of connector (wiring harness side). 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-V 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 PINPOINT TESTS. TEST A: SHIFT SOLENOID & TCC SOLENOID ELECTRICAL CIRCUIT 1. Electronic Diagnostics - Ensure transmission harness connector is in acceptable condition. Repair as necessary. Install NGS scan tool. Turn ignition on. Follow on screen commands and select OUTPUT STATE CONTROL (OSC) MODE. If vehicle enters OSC mode, go to next step. If vehicle does not enter OSC mode, see appropriate TESTS W/CODES article in ENGINE PERFORMANCE section. 2. Wiggle Test - Select Parameter Identification Access (PID) modes to monitor (SS1, SS2 and TCC). Using scan tool, turn appropriate solenoid on then press SEND. While monitoring scan tool, wiggle all wiring and connectors. Turn off appropriate solenoid and press SEND. If solenoid output state changes during wiggle test, repair open or short in wiring harness or connector. If solenoid output state does not change during wiggle test, go to next step. 3. Check Solenoid Operation - Using scan tool, cycle each solenoid on and off. If all solenoids can be heard activating, go to next step. If some or all solenoids can not be heard activating, go to step 5). 4. OSC Trans-Drive Mode - Perform OSC trans-drive mode test for GR _ CM and TCC. See OUTPUT STATE CONTROL (OSC) MODE. If transmission does not shift when commanded, go to next step. If transmission shifts when commanded, erase all trouble codes. See CLEARING CODES. Road test vehicle and verify no shifting problems exist. If shifting problems still exist, diagnose by symptom. See TROUBLE SHOOTING in FORD 4R70W overhaul article. 5. Check Supply Voltage - Drain transmission fluid and remove pan. Inspect internal transmission wiring harness and connectors for damage. Repair if necessary. Turn ignition on. Using DVOM, measure voltage between internal transmission wiring harness terminal No. 4 and ground. See Fig. 10 . If battery voltage exists, go to next step. If battery voltage does not exist, check and repair open or short in wiring harness, Helpmelearn February-12-08 8:26:24 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Electronic Controls - 4R70W

connector or solenoid. 6. Check Electrical Signal - Connect DVOM between internal transmission wiring harness terminal No. 4 and terminals No. 7 and 8 for SS1 and SS2. See Fig. 11 . Connect DVOM between internal transmission wiring harness terminal No. 4 and No. 3 for TCC solenoid. See Fig. 12 . Monitor DVOM while cycling each solenoid (SS1, SS2 and TCC) on and off. If voltage and state changes for each solenoid, go to next step. If voltage and state does not change for each solenoid, check and repair open or short circuit in wiring harness, connectors (PCM and transmission) and solenoids. 7. Check Solenoid Resistance - Disconnect appropriate solenoid connector. Using DVOM, measure resistance between solenoid terminals. Shift solenoid (SS1 and SS2) resistance should be 20-30 ohms. TCC solenoid resistance should be 10-16 ohms. If resistance is as specified, go to next step. If resistance is not as specified, replace appropriate solenoid. 8. Check Solenoid For Short To Ground - Using DVOM, measure continuity between both terminals of appropriate solenoid and ground. If continuity exists, replace solenoid. If continuity does not exist, diagnose by symptom. See TROUBLE SHOOTING in FORD 4R70W overhaul article.

Fig. 10: Measuring Voltage To Shift Solenoids Courtesy of FORD MOTOR CO.

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Fig. 11: Measuring Voltage Across Shift Solenoids Courtesy of FORD MOTOR CO.

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Fig. 12: Measuring Voltage Across TCC Solenoid Courtesy of FORD MOTOR CO. TEST B: TFT SENSOR CIRCUIT 1. Electronic Diagnostics - Ensure transmission wiring harness connector is fully seated. Install NGS scan tool. Follow on screen instructions and select PID/DATA MONITOR and RECORD. Select PIDs TFT and TFTV. If vehicle enters PID mode, go to next step. If vehicle will not enter PID mode, see appropriate TESTS W/CODES article in ENGINE PERFORMANCE section. 2. Warm Up & Cool Down Cycle - While monitoring TFT PID, warm vehicle if cold or let vehicle cool down. If TFT PID does not increase with warm up and decreases during cool down, go to next step. If TFT PID increases with warm up and decreases with cool down, erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST. Diagnose trouble by symptom. See TROUBLE SHOOTING in FORD 4R70W overhaul article. 3. Check Electrical Signal - Drain transmission fluid and remove pan. Ensure internal wiring harness is not damaged. Repair as necessary. Using DVOM, measure voltage between internal wiring harness terminal No. 2 and ground. See Fig. 13 . If at least 5 volts exist, go to next step. If voltage does not exist, check for open or short in internal transmission wiring harness. 4. Check TFT Sensor Resistance - Disconnect transmission wiring harness connector. Using DVOM, measure resistance between TFT sensor internal wiring harness terminals. See Fig. 14 . See TFT SENSOR TEMPERATURE/RESISTANCE SPECIFICATIONS TABLE. If resistance is not as specified, replace internal wiring harness and TFT sensor as an assembly. If resistance is as specified, diagnose by symptom. See TROUBLE SHOOTING in FORD 4R70W overhaul article. Helpmelearn February-12-08 8:26:24 PM

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Fig. 13: Measuring Voltage To TFT Sensor Courtesy of FORD MOTOR CO.

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Fig. 14: Measuring TFT Sensor Resistance Courtesy of FORD MOTOR CO. TFT SENSOR TEMPERATURE/RESISTANCE SPECIFICATIONS Temperature °F (°C) 32-58 (0-20) 59-104 (21-40) 105-158 (41-70) 159-194 (71-90) 195-230 (91-110) 231-266 (111-130)

K/Ohms 37-100 16-37 5-16 2.7-5 1.5-2.7 .8-1.5

TEST D: TRANSMISSION RANGE (TR) SENSOR 1. Check TR Sensor Alignment - With ignition off and transmission in Park, ensure TR sensor wiring harness connector is fully seated. Engage parking brake. Turn ignition on. Place transmission in "OD" Helpmelearn February-12-08 8:26:25 PM

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position. Ensure shift linkage is adjusted properly. See ADJUSTMENTS in appropriate AUTOMATIC TRANSMISSION SERVICING article. If TR sensor is adjusted properly, go to next step. If TR sensor is not adjusted properly, adjust TR sensor. Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST. 2. Check Wiring Harness Connector - Turn ignition off. Disconnect TR sensor connector. Inspect connector for damage, pushed out pins, loose wires or corrosion. Repair as necessary. If connector was okay, go to next step. If connector was repaired, erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST. If diagnosing a starting or backup light problem, go to step 8). 3. Check Electrical System Operation - With ignition off, install NGS scan tool. Connect TR sensor connector. Turn ignition on. Follow on screen instructions and select PIDs TR and TR _ D. While monitoring scan tool, wiggle TR sensor harness connector and tap lightly on TR sensor case. Repeat for each gear position and compare values with specifications. See TR SENSOR PID OUTPUT SPECIFICATIONS TABLE. If TR sensor PIDs are not as specified or change during wiggle and tap test, go to next step. If TR sensor PID specifications are okay, TR sensor system is okay. Diagnose by symptom. See TROUBLE SHOOTING in FORD 4R70W overhaul article. TR SENSOR PID OUTPUT SPECIFICATIONS Selector Position "P" "R" "N" "D" "2" "1"

TR PID P/N REV NTRL OD MAN2 MAN1

TR _ D PID 0000 1100 0110 1111 1001 0011

4. Check TR Sensor Circuit - Disconnect TR sensor connector. Install TR Sensor "E" Cable (007-00111) and transmission tester to TR sensor. See Fig. 15 . Install TR sensor overlay onto transmission tester. Perform TR sensor test as instructed on overlay. TR sensor "E" cable status lights should correspond with gear position. If status lights operate as specified, TR sensor is okay. Go to next step. If status lights do not operate as specified, replace and adjust TR sensor. Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST. 5. Check For Open To PCM - Turn ignition off. Disconnect PCM connector. Disconnect TR sensor connector. Install breakout box to PCM connector, leaving PCM disconnected. Measure resistance between specified terminals. See PCM HARNESS RESISTANCE SPECIFICATIONS TABLE. See Fig. 16 . If resistance is as specified, go to next step. If resistance is not as specified, repair open circuit. Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST.

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Fig. 15: Identifying TR Sensor "E" Cable & Transmission Tester Digital TR Sensor Overlay Courtesy of FORD MOTOR CO.

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Fig. 16: Identifying TR Sensor Connector Terminals Courtesy of FORD MOTOR CO. PCM HARNESS RESISTANCE SPECIFICATIONS (CHECKING FOR OPEN) Measure Between Breakout Box & TR Sensor Harness Connector (1) 3&4 49 & 5 50 & 6 64 & 3 91 & 2 (1) Measuring for open circuit.

Ohms Less Than 5 Less Than 5 Less Than 5 Less Than 5 Less Than 5

PCM HARNESS RESISTANCE SPECIFICATIONS (CHECKING FOR SHORT) Helpmelearn February-12-08 8:26:25 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Electronic Controls - 4R70W

Measure Between Breakout Box Terminals (1) 3 & (2)

Ohms More Than 10,000

49 & (2)

More Than 10,000

50 & (2)

More Than 10,000

64 & (2) (1) Measuring for short circuit.

More Than 10,000

(2)

Measure between specified terminal and breakout box terminals No. 51, 71, 76, 77, 91, 97, 103 and ground.

6. Check For Short To PCM - Using DVOM, measure resistance between specified terminals. See PCM HARNESS RESISTANCE SPECIFICATIONS TABLE. If resistance is as specified, go to next step. If resistance is not as specified, repair short circuit. Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST. 7. Check For Short Between TR Sensor Wires - Using DVOM, measure resistance between breakout box terminals No. 34, 49, 50 and 64. If resistance is more than 10 k/ohms between each circuit, replace PCM. Repeat QUICK TEST. If resistance is 10 k/ohms or less between any circuit, erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST. 8. Check TR Sensor Internal Circuits - Install transmission tester and TR sensor "E" cable to TR sensor. Install TR sensor overlay on transmission tester. Perform SWITCH test as instructed on TR sensor overlay. If status light illuminates Red, TR sensor is okay. Diagnose starting system. See appropriate BASIC TESTING article in ENGINE PERFORMANCE section. If status light does not illuminate Red, replace and adjust TR sensor. Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST. TEST E: EPC SOLENOID 1. Electronic Diagnostics - Turn ignition off. Ensure transmission harness connector is in acceptable condition. Repair as necessary. Install NGS scan tool. Turn ignition on. Follow on screen and select TRANS-BENCH mode in OUTPUT STATE CONTROL (OSC) mode. If vehicle enters TRANSBENCH mode, go to next step. If vehicle will not enter TRANS-BENCH mode, see appropriate TESTS W/CODES article in ENGINE PERFORMANCE section. 2. Check Solenoid Operation - Install a 300 psi pressure gauge to EPC pressure port. See FORD 4R70W overhaul article. Start engine. While monitoring pressure gauge, enter a value between 0-90 in increments of 15 then press SEND. Select a different value between 0-90 and observe pressure gauge. EPC pressure should match value entered in psi (example: value 30 entered, gauge should read 30 psi). If EPC pressure is not as specified, go to next step. If EPC pressure is as specified, erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST. 3. Check VPWR Signal Circuit - Turn ignition off. Drain transmission fluid and remove pan. Inspect internal wiring harness for damage. Repair as necessary. Turn ignition on. Using DVOM, measure voltage between internal wiring harness terminal No. 4 and ground. See Fig. 17 . If battery voltage exists, go to next step. If battery voltage does not exist, repair open or short in circuit. Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST. 4. Check Electrical Signal - Using DVOM, measure voltage between internal wiring harness terminals No. 4 and No. 6. See Fig. 18 . Using NGS scan tool, turn solenoids on and off. Ensure solenoids activate. While Helpmelearn February-12-08 8:26:25 PM

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monitoring DVOM, select a value between 0-90 in increments of 15 and press SEND. Select a different value between 0-90 and press SEND. Enter "XXX" then press SEND to turn any activated solenoids off. If voltage and solenoid state changes, go to next step. If voltage or solenoid state does not change, check for open or short in wiring harness between PCM and EPC solenoid.

Fig. 17: Measuring Voltage To EPC Solenoid Courtesy of FORD MOTOR CO.

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Fig. 18: Measuring Voltage Across EPC Solenoid Courtesy of FORD MOTOR CO. 5. Check Solenoid Resistance - Disconnect transmission harness connector. Using DVOM, measure resistance between EPC solenoid terminals. Resistance should be 2.48-5.66 ohms. If resistance is as specified, go to next step. If resistance is not as specified, replace EPC solenoid. Erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST. 6. Check For Short To Ground - Using DVOM, measure continuity between each EPC solenoid terminal and ground. If continuity exists, replace EPC solenoid. If continuity does not exist, EPC solenoid circuit is okay. Diagnose by symptom. See TROUBLE SHOOTING in FORD 4R70W overhaul article. TEST F: OUTPUT SHAFT SPEED (OSS) SENSOR 1. Electronic Diagnostics - Ensure transmission wiring harness connector is fully seated. Install NGS scan tool. Turn ignition on. Follow on-screen instructions to PID/DATA MONITOR and RECORD. Select OSS sensor PID. If vehicle enters PID mode, go to next step. If vehicle does not enter PID mode, diagnose communication problem. See appropriate TESTS W/CODES article in ENGINE PERFORMANCE section. 2. Drive Cycle Test - While monitoring OSS sensor PID, drive vehicle so transmission shifts up and down Helpmelearn February-12-08 8:26:25 PM

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through all gears. If OSS sensor PID increases and decreases with engine RPM and does not operate erratically, erase all trouble codes. See CLEARING CODES. Repeat QUICK TEST. If OSS sensor PID signal is erratic only, check wiring and connectors for poor connection. If OSS sensor PID does not increase or decrease with engine RPM and operates erratically, inspect wiring harness and connectors for short or open circuit. If OSS sensor PID signal is steady but does not increase or decrease with engine RPM, go to next step. 3. Check OSS Sensor Resistance - Disconnect OSS sensor connector. Using DVOM, measure resistance between OSS sensor terminals. Resistance should be 450-750 ohms. If resistance is not as specified, replace OSS sensor. If resistance is as specified, diagnose by symptom. See TROUBLE SHOOTING in FORD 4R70W overhaul article. TEST H: SOLENOID MECHANICAL FAILURE 1. Electronic Diagnostics - If DTC P1714, P1715 or P1740 is set and no other DTCs are set for TFT sensor or shift solenoids, replace appropriate solenoid. Go to next step. If any other DTCs are set, repair them first. Erase all trouble codes. See CLEARING CODES. Perform drive cycle test. See TRANSMISSION DRIVE CYCLE TEST. Repeat QUICK TEST. 2. Transmission Drive Cycle Test - Perform TRANSMISSION DRIVE CYCLE TEST. Perform QUICK TEST. If vehicle upshifts and downshifts okay, go to next step. If vehicle does not upshift or downshift okay, diagnose by symptom. See TROUBLE SHOOTING in FORD 4R70W overhaul article. 3. Recheck DTCs - Check DTCs retrieved during QUICK TEST. If DTC P1714, P1715 or P1740 has been reset, replace PCM. Repeat QUICK TEST. If DTCs are not reset, diagnose by symptom. See TROUBLE SHOOTING in FORD 4R70W overhaul article. TEST TB: TRANSMISSION CONTROL SWITCH (TCS), TRANSMISSION CONTROL INDICATOR LAMP (TCIL) NOTE:

Start at Step 6) for testing TCIL circuit.

1. Check TCS Operation - Turn ignition off. Connect scan tool to Data Link Connector (DLC). Start engine and allow to idle. Using scan tool, access TCS PID. Cycle TCS switch, then hold depressed. If TCS PID is on, go to next step. If TCS PID is off, repeat KOER self-test to cycle TCS. 2. Check TCS Circuit Voltage - Turn ignition off. Disconnect PCM 104-pin connector. Inspect pins for damage. Install breakout box, leaving PCM disconnected. Turn ignition on. While cycling TCS, measure voltage between breakout box terminal No. 29 (TCS) and terminals No. 24 and 77 (PWR GND). If voltmeter reading does not cycle when TCS is cycled, go to next step. If voltmeter reading cycles when TCS is cycled, replace PCM and repeat QUICK TEST. 3. Check Circuit For Short To Ground - Turn ignition off. Disconnect TCS. Inspect pins for damage and repair if necessary. Measure resistance between breakout box terminal No. 29 (TCS) and terminals No. 24 and 77 (PWR GND). If resistance is 10,000 ohms or more, go to next step. If resistance is less than 10,000 ohms, repair short circuit and repeat QUICK TEST. 4. Check Continuity Of TCS Circuits - Leave ignition off. Connect ohmmeter positive lead to TCS key power at the fuse panel. See WIRING DIAGRAMS. Connect negative lead to power terminal of TCS wiring harness connector. Note resistance measurement. Measure resistance of Tan/White wire between breakout box terminal No. 29 (TCS) and TCS connector. If both resistance measurements are less than 5 Helpmelearn February-12-08 8:26:25 PM

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8. 9.

ohms, go to next step. If either resistance measurement is 5 ohms or more, repair open circuit and repeat QUICK TEST. Check Circuit For Short To Power - Leave ignition off. Measure resistance between breakout box terminal No. 29 (TCS) and terminals No. 71 and 97 (VPWR). If resistance is 10,000 ohms or more, replace TCS switch and repeat QUICK TEST. If resistance is less than 10,000 ohms, repair short circuit and repeat QUICK TEST. Check TCIL Operation - Turn ignition off. With scan tool connected to DLC, access TCIL PID. Cycle TCS switch. If TCIL PID changes from ON to OFF, fault is intermittent. See appropriate TROUBLE SHOOTING - NO CODES article in ENGINE PERFORMANCE. If TCIL PID does not change as specified, go to next step. Check For Short to Ground In TCIL Circuit - Turn ignition off. Disconnect PCM 104-pin connector. Inspect pins for damage. Repair as necessary. Turn ignition on. If TCIL goes off, replace PCM. If TCIL remains on, repair TCIL circuit short to ground. Check For DTC P1780 - Perform KOER self-test. If DTC P1780 is not present, go to next step. If DTC P1780 is present, go to step 1). Check TCIL Circuit Voltage - Turn ignition on. Measure voltage between TCIL terminal and terminals No. 24 and 76 (PWR GND) at breakout box. If voltage is 2 volts or more, replace PCM. If voltage is less than 2 volts, check indicator bulb and fuse. If bulb and fuse are okay, repair open circuit between terminal No. 79 and ignition switch.

TEST TG: 4WD LOW RANGE SWITCH 1. Check 4WD Low Position - DTC P1729 indicates 4WD switch open or short circuit. DTC P1781 indicates 4WD Low switch position closed during QUICK TEST. If switch position was not in 2WD or 4WD High during KOEO QUICK TEST, select 2WD or 4WD High and repeat QUICK TEST. If switch position was as specified, go to next step. 2. Check Intermittent Circuit Failure - Turn ignition off. Connect scan tool to DLC. Using scan tool, access 4WD Low PID. Turn ignition on. Cycle switch to 2WD. Shake and bend sections of wiring harness between generic electronic module and transfer case wiring harness connector. Shake and bend sections of wiring harness between generic electronic module and PCM. Tap wiring harness connector to simulate road shock. If scan tool voltage fluctuates, isolate fault and repair as necessary. If scan tool voltage does not fluctuate, go to next step. 3. Check Signal From PCM - Turn ignition off. Disconnect PCM 104-pin connector. Inspect pins for damage and repair if necessary. Install breakout box, leaving PCM disconnected. Turn ignition on. While cycling switch, measure voltage between breakout box terminal No. 14 and No. 24 (PWR GND). If voltage cycles, replace PCM and repeat QUICK TEST. If voltage does not cycle, go to next step. 4. Check Circuit Continuity - Turn ignition off. Disconnect electronic shift control module. Inspect pins for damage and repair if necessary. Measure resistance between breakout box terminal No. 14 and 4WD Low switch wiring harness connector terminal No. 2. See Fig. 19 or Fig. 20 . 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. 5. Check For Short To Power Or Ground - Leave ignition off. Reconnect electronic shift control module. Measure resistance between breakout box terminal No. 14 and No. 24. Measure resistance between breakout box terminal No. 14 and No. 71. If any resistance measurement is more than 10,000 ohms, repair transfer case mechanical fault. See appropriate TRANSFER CASES article. If any resistance measurement is 10,000 ohms or less, repair short circuit and repeat QUICK TEST. Helpmelearn February-12-08 8:26:25 PM

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Fig. 19: Identifying Electronic Shift Control Module Test Circuit (Electronic Shift) Courtesy of FORD MOTOR CO.

Fig. 20: Identifying 4WD Low Switch Test Circuit & Connector Terminals (Mechanical Shift) Courtesy of FORD MOTOR CO.

WIRING DIAGRAMS

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Fig. 21: 1997 Cougar & Thunderbird (4R70W) Transmission Wiring Diagram

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Fig. 22: 1997 Crown Victoria & Grand Marquis (4R70W) Transmission Wiring Diagram

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Fig. 23: 1998 Crown Victoria & Grand Marquis (4R70W) Transmission Wiring Diagram

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Electronic Controls - 4R70W

Fig. 24: 1997-98 "E" Series 4.2L & 4.6L (4R70W) Transmission Wiring Diagram

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Fig. 25: 1997-98 Expedition 4.6L (4R70W) Transmission Wiring Diagram

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Fig. 26: 1997 Explorer & Mountaineer 5.0L (4R70W) Transmission Wiring Diagram

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Fig. 27: 1998 Explorer & Mountaineer 5.0L (4R70W) Transmission Wiring Diagram

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Fig. 28: 1997 Mark VIII (4R70W) Transmission Wiring Diagram

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Fig. 29: 1998 Mark VIII (4R70W) Transmission Wiring Diagram

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Fig. 30: 1997 Mustang 3.8L & 4.6L (4R70W) Transmission Wiring Diagram

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Fig. 31: 1998 Mustang 3.8L & 4.6L (4R70W) Transmission Wiring Diagram

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Fig. 32: 1997 Pickup (F150 & F250 Light Duty) 4.2L & 4.6L (4R70W) Transmission Wiring Diagram

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Fig. 33: 1998 Pickup (F150 & F250 Light Duty) 4.2L & 4.6L (4R70W) Transmission Wiring Diagram

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Fig. 34: 1997 Town Car (4R70W) Transmission Wiring Diagram

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Fig. 35: 1998 Town Car (4R70W) Transmission Wiring Diagram

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Electronic Controls

1997-98 AUTOMATIC TRANSMISSIONS 5R55E Electronic Controls

DESCRIPTION & OPERATION Input signals from sensors are sent to the Powertrain Control Module (PCM). The PCM can determine when the time and conditions are right for a shift or converter clutch application. The PCM controls transmission operation through 6 electronic solenoids. Four On/Off solenoids for shifting. One Pulse-Width Modulator (PWM) solenoid for Torque Converter Clutch (TCC) control. One Electronic Pressure Control (EPC) solenoid for line pressure control. The PCM has built-in self-diagnosis, fail-safe operations mode and warning code display for the main input sensors and solenoid valves. NOTE:

For engine-related DTCs, see appropriate SELF-DIAGNOSTICS article in ENGINE PERFORMANCE section. These DTCs pertain to engine performance and must be repaired first, as engine performance and related component signals will affect transmission operation and diagnosis.

INPUT SENSORS Anti-Lock Brake Speed Sensor

The Programmable Speedometer/Odometer Module (PSOM) receives input signal from rear anti-lock brake sensor. After processing input signal, the PSOM relays signal to PCM and speedometer control module. PCM uses input signal to help determine vehicle speed. Air Conditioning Clutch (ACC)

On factory installed A/C system, PCM receives signal voltage from ACC switch indicating that the air conditioning compressor clutch is engaged. The PCM uses the ACC switch signal to adjust line pressure to compensate for additional engine load. If the ACC switch fails with closed contacts, line pressure will be slightly low with air conditioning off. If the ACC switch fails with open contacts, line pressure will be slightly higher with air conditioning on. Brake On/Off (BOO) Switch

The PCM receives a signal from the BOO switch when the brake switch is operated. Torque converter clutch is disengaged when brakes are applied. Malfunctioning switch will affect torque converter operation. Crankshaft Position (CKP) Sensor/Ignition Control Module(ICM)

The CKP sensor sends crankshaft position information to the ICM, which sends an engine speed signal to the PCM. Signal received by the PCM affects line pressure, shift scheduling and torque converter clutch control. Engine speed signal malfunction may result in harsh engagements, firm shifts, TCC lock-up and/or late WOT shifts. Helpmelearn February-12-08 8:27:54 8:27:47 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Electronic Controls

Engine Coolant Temperature (ECT) Sensor

Engine temperature signal is sent to PCM. Malfunctioning ECT will affect torque converter clutch operation. Intake Air Temperature (IAT) Sensor

Intake air temperature signal is sent to PCM. Malfunctioning IAT will affect EPC pressure, causing either harsh or soft shifts. Overdrive Drum Speed (ODS) Sensor

1997 vehicles are equipped with a ODS sensor. ODS sensor provides PCM with front drum speed. The PCM uses this sensor to determine EPC pressure, shift and torque converter schedules. 4WD Low Range Switch

Switch is mounted on transfer case cover. Switch controls shift scheduling in 4WD. If low range switch fails with open contacts, delayed shifts in 4WD-Low will occur. If low range switch fails with closed contacts, 4WDHigh shift schedule will be early. Mass Airflow Sensor (MAF)

The MAF signal is used for Electronic Pressure Control (EPC), shift and TCC operation. MAF malfunction will affect transmission performance. Transmission Control Switch (TCS)

Switch is mounted on shift lever handle. Switch controls operation of 5th gear. If TCS fails with open contacts no 5th gear disable or coast braking in 3nd and 4rd gear is possible. Transmission Fluid Temperature (TFT) Sensor

The TFT sensor is located on the solenoid valve body. The PCM monitors voltage across the TFT thermistor to determine transaxle fluid temperature. Depending on temperature, the PCM controls line pressure, shift scheduling and TCC operation. Malfunction of sensor will cause incorrect line pressure and possible lack of TCC operation. Throttle Position (TP) Sensor

The TP sensor is a potentiometer mounted to the engine throttle body. The PCM receives a signal from the TPS relaying throttle plate position. TP sensor failure will cause PCM to operate in fail safe mode and raise line pressure to prevent transaxle damage. This condition will result in harsh engagements, firm shift feel, abnormal shift schedule and TCC not engaging or cycling. Transmission Range (TR) Sensor

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Electronic Controls

neutral/start and backup light circuits. Malfunction of the TR sensor may cause harsh engagements and firm shift feel. Improper shifting or shift selection and no engine cranking may also result. Turbine Shaft Speed (TSS) Sensor

The TSS sensor is a magnetic pickup that sends turbine shaft speed signal to the PCM. The TSS sensor is located in the transmission, on the center support. Malfunction of sensor may cause increased engine RPM on engagements, harsh shifts or delayed shifts with hard apply. Vehicle Speed Sensor (VSS)

The VSS (also called the Output Shaft Speed (OSS) Sensor) is a magnetic pickup that sends output speed signal to the PCM. Malfunction of sensor may cause high EPC pressure, harsh engagements, firm shift feel or abnormal shift schedule. Unexpected downshifts may occur at closed throttle. TCC will not engage. OUTPUT DEVICES Solenoid Valve Body Assembly

The solenoid valve body assembly contains Electronic Pressure Control (EPC) solenoid, Shift Solenoid No. 1 (SS1), Shift Solenoid No. 2 (SS2), Shift Solenoid No. 3 (SS3), Shift Solenoid No. 4 (SS4) and Torque Converter Clutch (TCC) solenoid. See SHIFT SOLENOID OPERATION table. SHIFT SOLENOID OPERATION Gear Selector Position SS1 "P" Or "N" On "R" On "D" (O/D ON) 1st Gear On (1) On 2nd Gear 3rd Gear 4th Gear 5th Gear "D" (O/D OFF) 1st Gear (1)

2nd Gear 3rd Gear 4th Gear "2" (Manual Select) "1" (Manual Select) (1) PCM controlled.

SS2 Off Off

SS3 Off Off

SS4 Off Off

Engine Braking No No

Off Off

Off On

Off Off

No No

On Off Off

Off Off On

Off Off Off

No No No

On On

Off Off

Off On

Off Off

No No

On Off On On

On Off On Off

Off Off Off Off

On On On On

Yes Yes Yes Yes

Shift Solenoid Assemblies Helpmelearn February-12-08 8:27:49 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Electronic Controls

1. When shift solenoid is always off, failure could be due to the PCM and/or vehicle wiring malfunction, and/or solenoid electrically or mechanically stuck off. Check shift solenoid operations. See Fig. 1 . 2. When shift solenoid is always on, failure could be due to the PCM and/or vehicle wiring malfunction, and/or solenoid electrically or mechanically stuck on. Check shift solenoid operations. See Fig. 2 .

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Electronic Controls

Fig. 1: Shift Solenoid Failed Off Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Electronic Controls

Fig. 2: Shift Solenoid Failed On Courtesy of FORD MOTOR CO. Torque Converter Clutch (TCC) Solenoid Helpmelearn February-12-08 8:27:49 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Electronic Controls

The TCC receives signal from the PCM. The TCC controls application, modulation and release of torque converter clutch. If solenoid fails in ON position, vehicle engine will run rough (shudder) and engine may stall in Drive at low idle speeds. If solenoid fails in OFF position, torque converter clutch will not engage. Electronic Pressure Control (EPC) Solenoid

The EPC receives signal from the PCM. The EPC controls transmission line pressure and line modulator pressure. If EPC pressure goes to maximum, shifts and engagements will be harsh. If EPC pressure goes to zero, no 2nd and 4th gear will exist and 1st and 3rd gear will slip with high input torque.

TROUBLE SHOOTING PRELIMINARY INSPECTION Check transmission fluid level and condition. Check for non-factory installed equipment wired into transmission or PCM harness. Ensure shift linkage is properly adjusted. Check PCM, sensors and actuators for physical damage. Check engine coolant level. NOTE:

In addition to transmission fault codes, engine-related fault codes may also be present. These fault codes must be repaired first as engine performance will greatly affect transmission operation. For information and testing procedures of engine-related fault codes and components, see appropriate TESTS W/CODES article in ENGINE PERFORMANCE section.

SYMPTOM DIAGNOSIS Harsh Reverse Only Engagement

Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS A and E. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present. Harsh Forward Only Engagement

Perform QUICK TEST and record DTCs. Perform PINPOINT TEST E. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present. Delayed Or Soft Reverse Engagement

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Electronic Controls

No Forward In "OD" & No Reverse Engagement

Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS A, B, D, E and F. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present. Some Or All Shifts Missing

Perform SHIFT SPEED ROAD TEST. See FORD 5R55E overhaul article. Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS A, D, E and F. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present. Some Or All Shifts Early Or Late

Perform SHIFT SPEED ROAD TEST. See FORD 5R55E overhaul article. Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS A, B and E. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present. Erratic Or Hunting Shifts

Perform SHIFT SPEED ROAD TEST. See FORD 5R55E overhaul article. Perform TCC ENGAGEMENT TEST. Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS A, B, D, E and F. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present. Soft Or Slipping Shifts (Some Or All)

Perform SHIFT SPEED ROAD TEST. See FORD 5R55E overhaul article. Perform TCC ENGAGEMENT TEST. Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS B, D and E. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present. Harsh Shifts (Some Or All)

Perform SHIFT SPEED ROAD TEST. See FORD 5R55E overhaul article. Perform TCC ENGAGEMENT TEST. Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS A, D and E. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are Helpmelearn February-12-08 8:27:49 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Electronic Controls

not present. No 1st Gear In "1" Position

Perform QUICK TEST and record DTCs. Perform PINPOINT TEST A. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present. No 1-2 Or 2-3 Upshift (Automatic)

Perform SHIFT SPEED ROAD TEST. See FORD 5R55E overhaul article. Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS A, D and E. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present. No 3-4 Upshift (Automatic)

Perform SHIFT SPEED ROAD TEST. See FORD 5R55E overhaul article. Perform QUICK TEST and record DTCs. Perform PINPOINT TEST A. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present. No 4-5 Upshift (Automatic)

Perform SHIFT SPEED ROAD TEST. See FORD 5R55E overhaul article. Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS A, E and F. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present. No 5-4 Downshift (Manual)

Perform SHIFT SPEED ROAD TEST. See FORD 5R55E overhaul article. Use manufacturer provided transmission tester overlay and perform static tests. Perform QUICK TEST and record DTCs. Perform PINPOINT TEST A. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present. Soft Or Slipping 1-2 Shift Only

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Electronic Controls

Soft Or Slipping 4-5 Shift Only

Perform QUICK TEST and record DTCs. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present. Harsh 2-3 Shift Only

Perform TCC ENGAGEMENT TEST. Perform QUICK TEST and record DTCs. Perform PINPOINT TEST A. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present. Harsh 4-5 Shift Only

Perform SHIFT SPEED ROAD TEST. See FORD 5R55E overhaul article. Perform TCC ENGAGEMENT TEST. Perform QUICK TEST and record DTCs. Perform PINPOINT TEST E. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present. No TCC Engagement

Perform TCC ENGAGEMENT TEST. Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS A and F. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present. TCC Always Engaged Helpmelearn February-12-08 8:27:49 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Electronic Controls

Check engine idle speed. See appropriate TESTS W/CODES article in ENGINE PERFORMANCE section. Perform TCC ENGAGEMENT TEST. Perform QUICK TEST and record DTCs. Perform PINPOINT TEST A. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present. TCC Cycling Or Shuddering

Check for poor engine performance. See appropriate TESTS W/CODES article in ENGINE PERFORMANCE section. Perform SHIFT SPEED ROAD TEST with "OD" off. See FORD 5R55E overhaul article. Perform TCC ENGAGEMENT TEST. Perform QUICK TEST and record DTCs. Perform PINPOINT TEST A. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present. Incorrect Gear Ratio In "D", "2" Or "1"

Perform SHIFT SPEED ROAD TEST. See FORD 5R55E overhaul article. Perform TCC ENGAGEMENT TEST. Perform QUICK TEST and record DTCs. Perform PINPOINT TEST A. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present. Engine Will Not Crank

Perform TCC ENGAGEMENT TEST. Perform QUICK TEST and record DTCs. Perform PINPOINT TESTS A and B. Repair as necessary. Clear codes and perform TRANSMISSION DRIVE CYCLE TEST. Re-run QUICK TEST and ensure DTCs are not present. No Engine Braking With "OD" Off (3rd & 4th Gears)

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Electronic Controls

not present.

SELF-DIAGNOSTIC SYSTEM DIAGNOSTIC PROCEDURE 1. Perform QUICK TEST and record all DTCs. If no DTCs are set, go to step 4). If any engine-related DTCs are set, repair them first. See appropriate SELF-DIAGNOSTICS in ENGINE PERFORMANCE article section. If no continuous memory codes were set, go to step 4). 2. If any DTCs set in previous step were continuous codes, clear all codes. See CLEARING CODES. Perform TRANSMISSION DRIVE CYCLE TEST. If continuous memory codes are set during drive cycle, go to next step. If continuous memory codes are not set during drive cycle, go to step 4). 3. Perform pinpoint test corresponding to code set. See DTC IDENTIFICATION table. If problem is not corrected, go to next step. If problem is corrected, go to step 7). 4. Diagnose problem by symptom. See SYMPTOM DIAGNOSIS. If electronic trouble symptoms exist, go to next step. If no electronic trouble symptoms exist, go to step 6). 5. Follow pinpoint tests corresponding to electronic trouble symptom. Perform static and drive tests. Use manufacturer provided transmission tester overlay to perform static tests. If drive tests do not correct problem, go to next step. If drive tests correct problem, check for intermittent code. Check transmission circuit wiring harnesses and connectors for damage or poor connection. 6. Diagnose problem by mechanical symptom. See TROUBLE SHOOTING in FORD 5R55E overhaul article. Perform any recommended overhaul procedures. Perform TRANSMISSION DRIVE CYCLE TEST. 7. Perform QUICK TEST and ensure no DTCs and no mechanical problems exist. If any DTCs exist, go to step 1). If no DTCs exist, clear memory code. See CLEARING CODES. DIAGNOSTIC TROUBLE CODES (DTCS) During QUICK TEST, 3 types of diagnostic trouble codes are retrieved: KOEO, KOER and Continuous Memory codes. See QUICK TEST for self-test procedures. Codes may be cleared from PCM 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 go on and remain on until fault is repaired. If KOEO or KOER codes are retrieved during KOEO SELF-TEST or KOER SELF-TEST, use DTC IDENTIFICATION table to find correct testing and repair procedures. Continuous Memory Codes (Intermittent Faults)

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Electronic Controls

be caused by a sensor, connector or wiring-related problem. CAUTION: Continuous Memory Codes should be recorded when retrieved. These codes may be used to identify intermittent problems that exist after all KOEO and KOER codes have been repaired. Some Continuous Memory Code faults may not be valid after KOEO and KOER codes are serviced. DTC IDENTIFICATION NOTE:

For transmission fault codes perform appropriate circuit or pinpoint test. See DTC IDENTIFICATION table. For engine-related fault codes output during QUICK TEST procedure, see appropriate TESTS W/CODES article in ENGINE PERFORMANCE section. These fault codes pertain to engine performance and must be repaired first as engine performance will greatly affect transmission operation.

DTC IDENTIFICATION Fault Pinpoint Definition (1) Test Code Code P1000 N/A Incomplete OBDII Testing P1111 N/A System Pass Code (2) P0102 MAF Sensor Malfunction (2) P0103 MAF Sensor Malfunction (2) P0112 IAT Indicates 254° F (125° C) (2) P0113 IAT Indicates -40° F (-40° C) (2) P0114 IAT Out Of Range P0117

(2)

P0118

(2)

P0122

(2)

P0123

(2)

P0300

(2)

P0301

(2)

ECT Indicates 254° F (125° C) ECT Indicates -40° F (-40° C) TP Sensor Malfunction TP Sensor Malfunction EI System Malfunction EI System Malfunction

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P0302

(2)

P0303

(2)

P0304

(2)

P0305

(2)

P0306

(2)

P0307

(2)

P0308

(2)

P0320

(2)

P0340

(2)

P0500

(2)

P0501

(2)

P0503

(2)

P0705

P0707

P0708

P0712

P0713

P0720

P0721 P0741

F (3)

P0743

P0750

P0751

EI System Malfunction EI System Malfunction EI System Malfunction EI System Malfunction EI System Malfunction EI System Malfunction EI System Malfunction EI System Malfunction EI System Malfunction Insufficient VSS Input Insufficient VSS Input Insufficient VSS Input TR Sensor Voltage Low TR Sensor Voltage Low TR Sensor Voltage High TFT Indicates 315° F (157° C) TFT Indicates -40° F (-40° C) Insufficient Input From OSS Erratic OSS Signal TCC Engagement Error TCC Solenoid Circuit Failure SS1 Solenoid Circuit Failure SS1 Solenoid

Harsh Shifts, Late WOT Shifts, No TCC Engagement Harsh Shifts, Late WOT Shifts, No TCC Engagement Harsh Shifts, Late WOT Shifts, No TCC Engagement Harsh Shifts, Late WOT Shifts, No TCC Engagement Harsh Shifts, Late WOT Shifts, No TCC Engagement Harsh Shifts, Late WOT Shifts, No TCC Engagement Harsh Shifts, Late WOT Shifts, No TCC Engagement Harsh Shifts, Late WOT Shifts, No TCC Engagement Harsh Shifts, Late WOT Shifts, No TCC Engagement TCC Engages, Hunting Shifts On Grades TCC Engages, Hunting Shifts On Grades TCC Engages, Hunting Shifts On Grades Increase In EPC Pressure Increase In EPC Pressure Increase In EPC Pressure Firm Shift Feel Firm Shift Feel Harsh Shifts, No TCC Engagement Harsh Shifts, No TCC Engagement No TCC Operation Or TCC Slips If Short Circuit, Engine Stalls At Low Idle,If Open Circuit, TCC Does Not Engage Improper Gear Selection Improper Gear Selection

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Electronic Controls

P0755

P0756

P0761

P0781 P0782 P0783 P1100

A A A (2)

P1101

(2)

P1116

(2)

P1117

(2)

P1120

(2)

P1124

(2)

P1351

(2)

P1352

(2)

P1353

(2)

P1354

(2)

P1355

(2)

P1359

(2)

P1364

(2)

P1460

(2)

P1500

(2)

P1501

(2)

P1701

(4)

Failure SS2 Solenoid Circuit Failure SS2 Solenoid Failure SS3 Solenoid Failure 1-2 Shift Error 2-3 Shift Error 3-4 Shift Error MAF Sensor Malfunction MAF Sensor Malfunction ECT Temperature Low Or High Intermittent ECT Signal TP Sensor Malfunction TP Sensor Voltage High/Low EI System Malfunction EI System Malfunction EI System Malfunction EI System Malfunction EI System Malfunction EI System Malfunction EI System Malfunction A/C Switch Error Intermittent VSS Input Intermittent VSS Input Reverse

Improper Gear Selection Improper Gear Selection Improper Gear Selection Improper Or No Gear Shift Improper Or No Gear Shift Improper Or No Gear Shift High Or Low EPC Pressure, Incorrect Torque Converter Clutch Engagement High Or Low EPC Pressure, Incorrect Torque Converter Clutch Engagement Re-run Diagnostics With Vehicle At Operating Temp. Incorrect EPC Pressure Harsh Shifts, Abnormal Shift Patterns, TCC Does Not Engage, TCC Cycling Re-run Diagnostic With TP Sensor In Correct Position Harsh Shifts, Late WOT Shifts, No TCC Engagement Harsh Shifts, Late WOT Shifts, No TCC Engagement Harsh Shifts, Late WOT Shifts, No TCC Engagement Harsh Shifts, Late WOT Shifts, No TCC Engagement Harsh Shifts, Late WOT Shifts, No TCC Engagement Harsh Shifts, Late WOT Shifts, No TCC Engagement Harsh Shifts, Late WOT Shifts, No TCC Engagement Re-run Diagnostics With A/C Off, If Stuck On, EPC Pressure Will Be Low TCC Engages, Hunting Shifts On Grades TCC Engages, Hunting Shifts On Grades EPC Pressure Low, SS1 Is Off, Engine Lacks Power.

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Engagement Error BOO Switch If Stuck On Or Not Connected, TCC Will Not Engage At 1/3 Malfunction Or Less Throttle, If Stuck Off Or Not Connected, TCC Will Not Disengage When Brake Is Applied P1704 D TR Sensor Increase In EPC Pressure Malfunction P1705 D TR Sensor Not In Re-run Diagnostics In "P" Or "N" "P" Or "N" P1711 B TFT Sensor Out Vehicle Cold Or Overheated Of Range P1714 H SS1 Solenoid Solenoid Mechanical Failure Failure P1715 H SS2 Solenoid Solenoid Mechanical Failure Failure (3) P1728 Transmission Slip No TCC Operation Or Transmission Slips Detected P1729 TG 4WD Low Circuit Early Or Late Shifts Failure P1740 H TCC Malfunction If Stuck On, Engine StallsAt Low Idle, If Stuck Off, No TCC Engagement (3) P1744 TCC Engagement No TCC Operation Or TCC Slips Error P1746 E EPC Solenoid Maximum EPC Pressure, Harsh Shifts Circuit Failure P1747 E EPC Solenoid No 2nd Or 4th Gear, Slips In 1st And 3rd Gear Circuit Failure (3) P1762 SS3, SS4 Or Front No 2nd Or 5th Gear Band Failure P1780 TB TCS Malfunction "OD" Not Canceled With Switch During KOER Test P1781 TG 4WD Low Switch Early Or Late Shifts Failure P1783 B Transmission Increase In EPC Pressure Overtemp (1) Only engine performance fault codes that may affect transmission operation are listed. For complete list of engine performance fault codes, see appropriate SELF-DIAGNOSTICS article in ENGINE PERFORMANCE section. (2) See appropriate TESTS W/CODES article in ENGINE PERFORMANCE section. P1703

(2)

(3)

Diagnose fault code by symptom. See SYMPTOM DIAGNOSIS.

(4)

Diagnose fault by symptom. See 5R55E OVERHAUL article.

RETRIEVING CODES Helpmelearn February-12-08 8:27:49 PM

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Fault codes are retrieved from EEC-V system through Data Link Connector (DLC). DLC is located below instrument panel. Self-diagnostic test procedures are for use with New Generation Star (NGS) scan tool. If a generic scan tool is used, ensure tool is certified OBD-II standard and refer to scan tool manufacturers operating procedures. READING CODES NOTE:

KOEO & KOER Self-Test Codes

Record codes in order received. These codes indicate current faults in system and should be serviced in order of appearance. Use DTC IDENTIFICATION table to identify correct PINPOINT TEST to perform. NOTE:

If self-test will not activate or TOOL COMMUNICATION ERROR is received, see appropriate TESTS W/CODES article in ENGINE PERFORMANCE section.

Pass Codes

SYSTEM PASS indicates no diagnostic trouble codes were recorded in that portion of test. If SYSTEM PASS is not retrieved in KOEO SELF-TEST, codes retrieved during KOER SELF-TEST may not be valid. Continuous Memory Codes

These codes result from information stored by PCM during normal driving operations. These codes are retained for 40 warm-up cycles. Use these codes for diagnosis only when KOEO SELF-TEST and KOER SELF-TEST result in SYSTEM PASS and all steps under QUICK TEST are successfully completed. These codes indicate faults previously recorded. Fault may or may not be currently present. See DTC IDENTIFICATION table. CLEARING CODES PCM Reset

After a PCM reset procedure, the following conditions will be met: z z z z z

To perform PCM reset using NGS scan tool, ensure connectors are properly connected. Program scan tool using Helpmelearn February-12-08 8:27:49 PM

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the following steps: z z z z z z

Select vehicle and engine selection menu. Select year, engine, model and any additional information requested by scan tool (optional). Follow operating instructions from scan tool menu. Select GENERIC OBD-II FUNCTIONS. Press CONT button if monitors are not complete. Turn ignition on. Select Clear Diagnostic Codes.

All codes should now be cleared from PCM memory. If problem has not been corrected or fault is still present, hard code will immediately be reset in PCM memory. CAUTION: DO NOT disconnect vehicle battery to clear codes. This will erase operating information from Keep-Alive Memory (KAM). To clear KAM, disconnect negative battery terminal for at least 5 minutes. CAUTION: When battery is disconnected, vehicle computer may lose memory data. Driveability problems may exist until computer systems have completed a relearn cycle. See COMPUTER RELEARN PROCEDURES article in APPLICATIONS & IDENTIFICATION section before disconnecting battery. QUICK TEST Description

Following procedures are functional tests of EEC-V system. These basic test steps must be followed in sequence to avoid misdiagnosis: z z z z z

Visual Check Equipment Hookup KOEO (Key On Engine Off) Self-Test Continuous Memory Self-Test KOER (Key On Engine Running) Self-Test

After each service or repair procedure has been completed, repeat QUICK TEST to ensure all EEC-V systems work properly and diagnostic trouble codes are no longer present. Visual Check

Complete all steps in PRELIMINARY INSPECTION before proceeding to self-diagnostic tests. Ensure vacuum hoses and EEC-V wiring harnesses are properly connected. Equipment Hookup Helpmelearn February-12-08 8:27:49 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Electronic Controls

Apply parking brake, and place shift lever in "P" position. Block drive wheels. Turn off all electrical accessories. Connect appropriate test equipment to vehicle. Generic Scan Tool

Ensure scan tool meets or exceeds OBD-II standard. Follow manufacturer's instructions to hook up equipment and record diagnostic trouble codes. New Generation Star (NGS) Scan Tool

Turn ignition switch to OFF position. Connect adapter cable lead to diagnostic tester. See Fig. 3 . Connect service connectors of adapter cable to vehicle Data Link Connector (DLC). Go to KOEO SELF-TEST.

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Electronic Controls

Fig. 3: Identifying New Generation Star (NGS) Scan Tool Courtesy of FORD MOTOR CO. KOEO Self-Test

Ensure engine is warmed to normal operating temperature. If engine does not start (or stalls after starting), continue KOEO SELF-TEST. Turn ignition switch to OFF position. Ensure test equipment is properly attached. Program scan tool using the following steps: z z z z z z z z

Select vehicle and engine selection menu. Select year, engine, model and any additional information requested by scan tool. Select Diagnostic Data Link. Select PCM - Powertrain Control Module. Select Diagnostic Test Mode. Select KOEO On-Demand Self-Test. Turn ignition on. Follow operating instructions from scan tool menu.

Continuous Memory Self-Test

Turn ignition switch to OFF position. Ensure test equipment is properly attached. Program scan tool using the following steps: z z z z z z z z

Select vehicle and engine selection menu. Select year, engine, model and any additional information requested by scan tool. Select Diagnostic Data Link. Select PCM - Powertrain Control Module. Select Diagnostic Test Modes. Select Retrieve/Clear Continuous DTCs. Turn ignition on. Follow operating instructions from scan tool menu.

KOER Self-Test

Ensure engine is warmed to normal operating temperature. Turn ignition switch to OFF position. Ensure test equipment is properly attached. Program scan tool using the following steps: z z z z z

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z z z z

Select KOER On-Demand Self-Test. Start engine and allow to idle. Follow operating instructions from scan tool menu. Perform BOO and TCS cycling (if equipped).

OUTPUT STATE CONTROL (OSC) MODES NOTE:

Transmission Range (TR) sensor and Vehicle Speed Sensor (VSS) must be operational to enter OSC modes. No DTCs may be present for TR and VSS sensors before entering OSC modes.

OSC modes allow control of some parameters for specific operation. OSC has 2 modes of operation: Bench Mode and Drive Mode. Each mode has a unique set of vehicle operation requirements that must be met before OSC operation will be allowed. If vehicle requirements are not met an error message will be displayed and OSC mode will be aborted. Follow OSC PRELIMINARY PROCEDURES before entering into OSC modes. OSC Preliminary Procedures

Perform the following procedures in order before entering into OSC modes: z z z z z z z z z z z

TCC & Shift Solenoids (Bench Mode)

Select OSC mode. Select Trans-Bench Mode. Select PIDs to be monitored. Monitor all selected PIDs during test. Select Parameters - SS1, SS2, SS3, SS4 or TCC.

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z z z

Press on then SEND to turn solenoid on. Press off then SEND to turn solenoid off. Press "XXX" then SEND at any time to cancel any command sent.

EPC Solenoid (Bench Mode)

EPC solenoid pressure may be set from 0-90 PSI in increments of 15 PSI. With transmission in "P" position, install pressure gauge in EPC pressure port. See FORD 5R55E overhaul article. Start engine and run to 1500 RPM. z z z z z z

Select OSC mode. Select Trans-Bench Mode. Select PIDs to be monitored. Monitor all selected PIDs during test. Select Parameter - EPC. Select value 0-90 then press SEND. 00 - sets EPC pressure to 0 PSI 15 - sets EPC pressure to 15 PSI 30 sets EPC pressure to 30 PSI 45 - sets EPC pressure to 45 PSI 60 - sets EPC pressure to 60 PSI 75 - sets EPC pressure to 75 PSI 90 - sets EPC pressure to 90 PSI Select "XXX" then SEND at any time to cancel any command sent.

GR _ CM Mode (Drive Mode)

GR _ CM mode is used to test transmission shift operation. In this mode transmission can be commanded into any forward gear. With tranmission selector lever in "OD", vehicle speed must be more than 2 MPH. TCC solenoid must be Off. z z z z z z

Select OSC mode. Select Trans-Drive Mode. Select PIDs to be monitored. Monitor all selected PIDs during test. Select Parameters - GR _ CM Select value 1-5 then press SEND. 1 - PCM selects 1st gear 2 - PCM selects 2nd gear 3 - PCM selects 3rd gear 4 - PCM selects 4th gear 5 - PCM selects 5th gear Select "XXX" then SEND at any time to cancel any command sent.

TCC Mode (Drive Mode)

This mode is used to test TCC engagement and disengagement. With TCC solenoid on or off, ensure transmission selector lever is in "OD" and vehicle speed is more than 2 MPH. If TCC solenoid is on, ensure transmission is in 2nd gear or higher, TFT is 60-275Â° F, brakes are not applied at 20 MPH or less and engine load is not excessive (ie. engine lugging). z

Select OSC mode.

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z z z z z z z

Select Trans-Drive Mode. Select PIDs to be monitored. Monitor all selected PIDs during test. Select Parameters - TCC. Press on then SEND to turn solenoid on. Press off then SEND to turn solenoid off. Press "XXX" then SEND at any time to cancel any command sent.

EPC Mode (Drive Mode)

This procedure is used to increase EPC pressure while testing transmission shift operation. This function only allows EPC pressure to be increased from normal PCM commanded pressure. An increase in EPC pressure should create harsher shifts. With transmission in "P" position, install pressure gauge in EPC pressure port. See FORD 5R55E overhaul article. Start engine. Place transmission lever in "OD" and ensure vehicle speed is more than 2 MPH. z z z z z z

z z

Select OSC mode. Select Trans-Drive mode. Select PIDs to be monitored. Monitor all selected PIDs during test. Select Parameter - EPC. Select value 0-90 then press SEND. 00 - sets EPC pressure to 0 PSI 15 - sets EPC pressure to 15 PSI 30 sets EPC pressure to 30 PSI 45 - sets EPC pressure to 45 PSI 60 - sets EPC pressure to 60 PSI 75 - sets EPC pressure to 75 PSI 90 - sets EPC pressure to 90 PSI Re-Select a value 0-90 then press SEND. Select "XXX" then SEND at any time to cancel any command sent.

ADDITIONAL SYSTEM FUNCTIONS NOTE:

Additional diagnostic system features are available to help diagnose driveability problems and service EEC-V systems.

Generic OBD-II Parameter Identification (PID)

Turn ignition off. Ensure test equipment is properly attached. Program scan tool using the following steps: z z z z z z

Select vehicle and engine selection menu. Select year, engine, model and any additional information requested by scan tool (optional). Select Generic OBD-II Options. Press CONT button if monitors are not complete. Select PID/DATA Monitor. Turn ignition on or start engine and allow to idle. Follow operating instructions from scan tool menu.

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Select PIDs and press Start.

Non-Generic OBD-II Parameter Identification (PID)

Turn ignition switch to OFF position. Ensure test equipment is properly attached. Program scan tool using the following steps: z z z z z z z z z z

Select vehicle and engine selection menu. Select year, engine, model and any additional information requested by scan tool. Select Generic OBD-II Options. Press CONT button if monitors are not complete. Select Diagnostic Data Link. Select PCM - Powertrain Control Module. Select Diagnostic Test Modes. Select PID Data Monitor and Record. Turn ignition on or start engine and allow to idle. Follow operating instructions from scan tool menu. Select PIDs and press Start.

On-Board System Readiness (OSR) Test Mode

Select vehicle and engine selection menu (optional). Select year, engine, model and any additional information requested by scan tool. Follow operating instructions from scan tool menu. Select Generic OBD-II Functions. Press Test button if all OBD-II monitors are not complete. Start engine and allow to idle. Select On-Board System Readiness.

Freeze Frame Data Mode

This mode allows access to emission related data values from some generic PIDs. These values are immediately stored in continuous memory when an emission related fault occurs. This provides a snapshot of the conditions that were present when the fault occurred. Freeze frame will be stored until PCM memory is erased. To access Freeze Frame Data Mode, turn ignition switch to OFF position. Ensure test equipment is properly attached. Program scan tool using the following steps: z z z

Select vehicle and engine selection menu (optional). Select year, engine, model and any additional information requested by scan tool (optional). Follow operating instructions from scan tool menu.

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z z z

Select Generic OBD-II Functions. Press CONT button if OBD-II monitors are not complete. Turn ignition on. Select Freeze Frame PID Tests.

Oxygen Sensor Test Mode

Select vehicle and engine selection menu (optional). Select year, engine, model and any additional information requested by scan tool (optional). Follow operating instructions from scan tool menu. Select Generic OBD-II Functions. Select Oxygen Sensor Tests. Select appropriate oxygen sensor test and follow menu instructions.

Failure Mode Effects Management (FMEM)

FMEM mode allows system operation when sensors fail or transmit signals that are out of normal operating range. During FMEM mode, PCM substitutes a mid-range signal for defective sensor while continuing to monitor sensor. If faulty sensor signals return to normal operating range, PCM will use those signals. Depending on specific failure, a fault code may be set in PCM memory. TCC ENGAGEMENT TEST Connect tachometer. Warm engine to normal operating temperature. Ensure transmission fluid level is correct. Drive vehicle and maintain approximately 50 MPH. Release throttle for about 2 seconds, then reapply to previous setting. Engine RPM should increase when throttle is released and decrease in about 5 seconds after throttle is reapplied. If torque converter clutch operation is not as specified, see TROUBLE SHOOTING in FORD 5R55E overhaul article. TRANSMISSION DRIVE CYCLE TEST NOTE:

The transmission drive cycle test must be followed exactly. Malfunctions have to occur 4 times consecutively for codes P0731, P0732, P0733 and P0734 to be set and 5 times consecutively for continuous codes P0741 and P1741.

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3. While maintaining speed with transaxle in 4th gear, lightly depress brake pedal and release (to operate stoplights). Hold speed for at least an additional 5 seconds. Bring vehicle to stop for at least 20 seconds with transmission in drive "D". 4. Repeat steps 1) - 3) at least 5 times. Perform Quick Test and record any continuous codes. NOTE:

PINPOINT TESTS are diagnostic procedures used to test and service EEC-V system. QUICK TEST allows technician to identify problems and retrieve service codes. PINPOINT TESTS check transaxle circuits, sensors and actuators.

PINPOINT TEST PROCEDURES NOTE:

z z z

Procedures in PINPOINT TESTS are written for the use of the following Ford Motor Co. test equipment:

New Generation Star (NGS) Scan Tool (007-00500) 104-Pin Breakout Box (014-00950) Transmission Tester (007-0085C or 007-0085D) Terminal pin references are based on this equipment and appropriate overlays. All references to "test pins", "test terminals" or "jacks" refer to test equipment. When aftermarket test equipment is used, always follow test equipment manufacturers procedures.

HOW TO USE PINPOINT TESTS 1. Ensure all non-EEC related faults found while performing TROUBLE SHOOTING steps in FORD 5R55E overhaul article have been corrected. DO NOT perform any PINPOINT 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. PINPOINT TESTS ensure electrical circuits are okay before sensors or other components are replaced. Always test circuits for continuity between sensor and PCM. 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 PINPOINT TESTS. 3. DO NOT measure voltage or resistance at PCM. 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-V 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 PINPOINT TEST. Diagnostic Aids

Fuel-contaminated engine oil may set some codes and effect engine performance. If oil is suspect, remove PCV Helpmelearn February-12-08 8:27:50 PM

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valve from valve cover and repeat QUICK TEST. If problem is corrected, change engine oil.

PINPOINT TESTS NOTE:

z z z

PINPOINT TESTS are diagnostic procedures used to test and service EEC-V system. PINPOINT TESTS check transmission circuits, sensors and actuators. Procedures in PINPOINT TESTS are written for the use of the following Ford Motor Co. test equipment:

TEST A: SHIFT SOLENOID ELECTRICAL CIRCUIT 1. Electronic Diagnostics With ignition off and transmission in "P" position, ensure transmission wiring harness and harness connector is in good condition. Repair as necessary. Connect scan tester DLC. Turn ignition on. Select the following modes in order: Diagnostic Data Link, PCM, Active Command Modes, Output State Control (OSC), Trans-Bench Mode. If vehicle enters Trans-Bench Mode, go to next step. If vehicle will not enter Trans-Bench Mode, diagnose fault in PCM or scan tool. See appropriate TESTS W/CODES article in ENGINE PERFORMANCE section. 2. Wiggle Test While in Trans-Bench Mode, select Parameter Identification (PID) Access Mode. Select a shift solenoid to monitor. Select ON then SEND to operate selected solenoid. While monitoring solenoid output state, wiggle transmission wiring harness and connector. Repeat for each shift solenoid and TCC solenoid. If solenoid output state does not change, go to next step. If solenoid output state changes, repair open or short in wiring harness and/or connector.

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Fig. 4: Identifying Transmission Harness Connector Courtesy of FORD MOTOR CO. WIRE COLOR IDENTIFICATION Terminal No. Wire Color (1) 1 Red Light Blue/Orange (2) 2 3 4 5 6 7

Circuit TCC Power

Green/White Gray/Red Orange/Black Purple/Yellow N/A Pink/Black

TSS Signal (+) TSS Signal Return (-) TFT Sensor Signal (+) TCC Solenoid Not Used Shift Solenoid No. 3

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8 9 10

Green/Red Brown/Orange Red (1) Light Blue/Orange (2) Red (1) Light Blue/Orange (2) White/Yellow N/A Purple/Orange N/A Orange/Yellow

11 12 13 14 15 16 (1)

Applies to 1997 models.

(2)

Applies to 1998 models.

TFT Signal Return (-) Shift Solenoid No. 4 Shift Solenoid Power EPC Solenoid Power EPC Solenoid Not Used Shift Solenoid No. 2 Not Used Shift Solenoid No. 1

3. Solenoid Functional Test Using scan tool, turn each solenoid on and off. If each solenoid can be heard changing state, go to next step. If any solenoid could not be heard changing state, go to step 5). 4. Output State Control (OSC) Mode Perform OSC TRANSMISSION DRIVE MODE. See OSC TRANSMISSION DRIVE MODE. Perform TCC DRIVE MODE. See OSC TRANSMISSION MODE. If transmission does not shift properly or TCC does not engage properly, go to next step. If transmission shifts properly and TCC engages properly, clear all DTCs. Test drive vehicle and verify no problems exist. If any problems still exist, diagnose by symptom. See SYMPTOM DIAGNOSIS. 5. Power Supply Remove transmission fluid pan. Check solenoid wiring harness and connectors for damage. Turn ignition on. Using DVOM, measure voltage between transmission solenoid connector terminal No. 1 and ground. If battery voltage exists, go to next step. If battery voltage does not exist, check for open or short in wiring harness and connectors. 6. Electrical Signal Test Using DVOM, connect positive lead to transmission wiring harness connector terminal No. 1. See Fig. 4 . Connect DVOM negative lead to each shift solenoid and TCC connector terminal. See TRANSMISSION CONNECTOR TERMINAL IDENTIFICATION table. With scan tool in Trans-Bench Mode, turn each solenoid on and off. Monitor DVOM and listen for solenoid state to change. If voltage and solenoid state changes, go to next step. If voltage or solenoid state does not change, check for open or short in wiring harness or connectors between PCM and transmission. 7. Check Solenoid Resistance Disconnect each solenoid (SS1, SS2, SS3, SS4, TCC) wire connector. Measure resistance between solenoid terminals. Resistance should be 22-48 ohms for shift solenoids No. 1-4 and 9-16 ohms for TCC solenoid. If resistance is as specified, go to next step. If resistance is not as specified, replace appropriate solenoid. 8. Check Solenoid For Short To Ground Disconnect each solenoid (SS1, SS2, SS3, SS4, TCC) wire connector. Using DVOM, measure resistance between solenoid terminals. Infinite resistance should exist. If resistance is not as specified, replace solenoid. If resistance is as specified, diagnose problem by symptom. See SYMPTOM DIAGNOSIS. TEST B: TRANSMISSION FLUID TEMPERATURE (TFT) SENSOR CIRCUIT 1. Electronic Diagnostics Check transmission harness connector for damaged pins, corrosion and loose wires. Ensure transmission connector is fully seated. Repair as necessary. Install scan tool and turn ignition on. Select following modes in order: Diagnostic Data Link, PCM, PID/Data Monitor and Record. Helpmelearn February-12-08 8:27:50 PM

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Select TFT then TFTV modes to monitor. If scan tool enters PID/Data Monitor And Record mode, go to next step. If scan tool does not enter PID/Data Monitor And Record mode, diagnose problem in PCM or scan tool. See appropriate TESTS W/CODES article in ENGINE PERFORMANCE section. 2. Wiggle Test While in PID mode, wiggle transmission harness connector and solenoid connectors. If TFT sensor output state does not change, go to next step. If TFT sensor output state changes, repair open or short in wiring harness or connectors. 3. Warm Up & Cool Down Cycle If transmission is cool, run transmission to normal operating temperature. If transmission is warm, allow transmission to cool down. Monitor TFT sensors PID value. PID value should increase during warm up and decrease during cool down. If TFT sensor does not operate as specified, go to next step. If TFT sensor operates as specified, clear all DTCs and road test to verify problem still exists. If problem still exists, check wiring harness and connectors. Diagnose problem by symptom. See SYMPTOM DIAGNOSIS. 4. Check Signal Circuit Remove transmission fluid pan. Check transmission wiring harness and connectors for damage or poor connection. Using DVOM, measure voltage between transmission wiring connector terminal No. 4 and ground. See Fig. 4 . If voltage exists, go to next step. If voltage does not exist, check for open or short in transmission wiring harness. If wiring is okay, check for problem with PCM. See appropriate TESTS W/CODES article in ENGINE PERFORMANCE section. NOTE:

DTC P0713 is set if temperature is less than -40°F (-40°C) (open circuit). DTC P0712 is set if temperature is more than 315°F (157°C) (short circuit).

5. Check Resistance Of TFT Sensor Disconnect transmission wiring connector. Using DVOM, measure resistance between transmission connector terminals No. 4 and No. 8. See Fig. 4 . Compare resistance and temperature with specifications. See TFT SENSOR RESISTANCE SPECIFICATIONS table. If resistance is not as specified, replace TFT sensor (with wiring). If resistance is as specified, diagnose problem by symptom. See SYMPTOM DIAGNOSIS. TFT SENSOR RESISTANCE SPECIFICATIONS Temperature °F (°C) 32-68 (0-20) 69-104 (21-40) 105-158 (41-70) 159-194 (71-90) 195-230 (91-110) 231-266 (111-130) 267-302 (131-150)

Resistance (k/Ohms) 37-100 16-37 5-16 2.7-5 1.5-2.7 .8-1.5 .5-.8

TEST D: TRANSMISSION RANGE (TR) SENSOR 1. TR Sensor Alignment With ignition off and transmission in "P" position, ensure TR sensor harness connector is fully seated and in good condition. Repair as necessary. Turn ignition on and apply parking brake. Place transmission in "OD" position and ensure shift linkage is properly adjusted. Place transmission in "N" position. Install TR sensor alignment tool and ensure sensor is aligned correctly. TR sensor alignment tool will not install properly if sensor is not aligned. If TR sensor is aligned correctly, go to next step. If TR sensor is not adjusted correctly, adjust TR sensor and clear DTCs. Repeat QUICK Helpmelearn February-12-08 8:27:50 PM

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TEST. 2. Check Electrical Signal Operation Ensure ignition is off. Disconnect TR sensor connector, and inspect it for damaged pins, corrosion and loose wires. If connector is damaged, repair as necessary and clear DTCs. Repeat QUICK TEST. If pinpoint test is being performed because of DTC, go to next step. If pinpoint test is being performed because of a no-start condition, backup light failure or 4WD low failure condition, go to step 8). 3. Check TR Sensor System Operation Turn ignition off. Connect scan tool to DLC. Reconnect TR sensor connector. Turn ignition on. Select TR sensor PIDs TR and TR_D. Move transmission gear selector to each range position and stop. Gear selection should be as specified. See TR SENSOR PID OUTPUT SPECIFICATIONS table. While monitoring selected PIDs, wiggle TR sensor connector and lightly tap TR sensor. If TR sensor PIDs are not as specified or change state when tapped, go to next step. If TR sensor PIDs are as specified and do not change state when tapped, system is okay. Diagnose problem by symptom. See SYMPTOM DIAGNOSIS. NOTE:

If PID TR _ D changes during step 3), problem may be intermittent.

TR SENSOR PID OUTPUT SPECIFICATIONS Selector Position "P" "R" "N" "D" "2" "1"

TR PID P/N REV NTRL OD MAN2 MAN1

TR _ D PID 0000 1100 0110 1111 1001 0011

4. Check TR Sensor Operation Disconnect TR sensor connector. Connect TR-E cable to transmission tester. Connect TR-E cable to TR sensor. Perform TR sensor test. See TR SENSOR under COMPONENT TESTING. If TR sensor operates as specified, go to next step. If TR sensor does not operate as specified, replace sensor and realign. Clear DTCs and perform QUICK TEST. 5. Check PCM Harness For Open Circuit Turn ignition off. Disconnect PCM connector and inspect for damage pins, corrosion and loose wires. Repair as necessary. Install breakout box. Using DVOM, measure resistance between breakout box and TR sensor connector at specified terminals. See PCM HARNESS RESISTANCE SPECIFICATIONS table. See Fig. 5 . If resistances are as specified, go to next step. If resistances are not as specified, repair open circuit. Clear DTCs and perform QUICK TEST. PCM HARNESS RESISTANCE SPECIFICATIONS Measure Between Breakout Box & TR Sensor Harness Connector (1) 3&4 49 & 5 50 & 6 64 & 3 91 & 2

Resistance Ohms Less Than 5 Less Than 5 Less Than 5 Less Than 5 Less Than 5

Measure Between Breakout Box Terminals (2) Helpmelearn February-12-08 8:27:50 PM

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3 & (3)

More Than 10,000

49 & (3)

More Than 10,000

50 & (3)

More Than 10,000

64 & (3) (1) Measuring for open circuit.

More Than 10,000

(2)

Measuring for short circuit.

(3)

Measure between specified terminal and breakout box terminals No. 51, 71, 76, 77, 91, 97, 103 and ground.

Fig. 5: Identifying TR Sensor Harness Connector Courtesy of FORD MOTOR CO. 6. Check PCM Harness For Short Circuit Measure and record resistance between breakout box terminals Helpmelearn February-12-08 8:27:50 PM

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No. 91 and No. 71, then between terminals No. 91 and No. 97. Resistance should be more than 10,000 ohms. Measure and record resistance between breakout box terminals specified. See PCM HARNESS RESISTANCE SPECIFICATIONS table. If resistance is as specified, go to next step. If resistance is not as specified, repair short circuit. Clear DTCs and perform QUICK TEST. 7. Check TR Sensor & PCM Input Circuit Using DVOM, measure resistance between breakout box terminals No. 3, 49, 50 and 64. Resistance between all terminals should be 10,000 ohms. If resistance is as specified, replace PCM and reconnect PCM and TR sensor connectors. Clear DTCs and perform QUICK TEST. If resistance is not as specified, repair short circuit. Reconnect PCM and TR sensor connectors. Clear DTCs and perform QUICK TEST. 8. Check TR Sensor Connect TR Sensor "E" Cable (007-00111) to transmission tester and TR sensor. Place Transmission Tester Digital TR Sensor Overlay (007-00131) onto transmission tester. See Fig. 6 . Perform SWITCH TEST as described on overlay. If transmission tester indicates sensor does not operate correctly, replace TR sensor and adjust. Clear DTCs and perform QUICK TEST. If transmission tester indicates sensor operates correctly, TR sensor is okay. Check starting or back-up light circuits. See appropriate STARTERS article in STARTING & CHARGING SYSTEMS section.

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Fig. 6: Identifying TR Sensor "E" Cable & Transmission Tester Digital TR Sensor Overlay Courtesy of FORD MOTOR CO. TEST E: EPC SOLENOID Helpmelearn February-12-08 8:27:50 PM

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NOTE:

All TR sensor and VSS DTCs must be repaired before entering Output State Control (OCS) mode.

NOTE:

Enter "XXX" and press SEND after each step in which a command was sent to transmission. This will clear any commands sent.

1. Electronic Diagnostics Ensure transmission harness connector is in acceptable condition. Repair as necessary. Connect scan tool to data link connector. Turn ignition on. Select the following modes in order: Diagnostic Data Link; PCM; Active Command Modes; Output State Control; Trans-Bench Mode. If scan tool enters Trans-Bench Mode, go to next step. If scan tool does not enter Trans-Bench Mode, repeat step once. If scan tool fails again, diagnose problem with PCM or scan tool operation. See appropriate TESTS W/CODES article in ENGINE PERFORMANCE section. 2. Wiggle Test With scan tool in Trans-Bench mode, select PID-EPC mode. Enter a value between 0-90 and press SEND. While monitoring scan tool, wiggle transmission harness connector. If EPC state does not change, go to next step. If EPC state changes, repair open or short in transmission wiring harness or connector. 3. Check EPC Solenoid Operation Install a 300 psi gauge to EPC pressure port. See FORD 5R55E overhaul article. With transmission in "P" position, start engine. While monitoring gauge, select a value 15-90, in increments of 15 and press SEND. Select a different value between 0-90 and press send. If value sent and gauge pressure do not match, go to next step. If value sent and gauge pressure match, clear DTCs and perform QUICK TEST. 4. Check EPC Solenoid Power Circuit Turn engine off. Raise and support vehicle. Drain and remove transmission fluid pan. Inspect transmission wiring and connectors for damage. Repair as necessary. Turn ignition on. Using DVOM, measure voltage between transmission wiring harness connector terminal No. 11 and ground. See Fig. 4 . If battery voltage exists, go to next step. If battery voltage does not exist, repair open or short in wiring harness. See WIRING DIAGRAMS. 5. Electrical Signal Test Connect DVOM to transmission wiring harness connector terminals No. 11 and No. 12. See Fig. 4 . Select TRANS-BENCH mode. Select PID EPC mode. While monitoring DVOM, select a value between 0-90 and press SEND. Select another value between 0-90 and press SEND. If voltage and solenoid state change, go to next step. If voltage and solenoid state does not change, check and repair open or short circuit in wiring harness or PCM. 6. Check Resistance Of Solenoid Disconnect transmission wiring harness. Measure resistance between transmission wiring connector terminals No. 11 and No. 12. See Fig. 4 . Resistance should be 3.1-5.7 ohms. If resistance is as specified, go to next step. If resistance is not as specified, replace EPC solenoid. Clear DTCs and perform QUICK TEST. 7. Check Solenoid For Short To Ground Check continuity between EPC solenoid terminals and ground. If continuity exists at either terminal, replace solenoid. If continuity does not exist, diagnose problem by symptom. See SYMPTOM DIAGNOSIS. TEST F: TURBINE SHAFT SPEED (TSS) SENSOR 1. Electronic Diagnostics Ensure transmission harness connector is in acceptable condition. Repair as necessary. Connect scan tool to DLC. Turn ignition on. Select the following modes in order: Diagnostic Data Link; PCM; PID/Data Monitor and Record. Select TSS, OSS or ODS (if equipped) PIDs to monitor. If scan tool enters PID mode, go to next step. If scan tool does not enter PID mode, check problem in Helpmelearn February-12-08 8:27:50 PM

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scan tool or PCM. See appropriate BASIC-DIAGNOSTICS PROCEDURES article in ENGINE PERFORMANCE section. 2. Wiggle Test While monitoring each sensors output state, wiggle wiring harness connector. If any sensors output state changes, repair open or short in transmission wiring harness and connector. If sensors output state does not change, go to next step. 3. Drive Cycle Test While monitoring each sensor, drive vehicle through all gears. Ensure transmission also downshifts through all gears. If sensor output state increases and decreases with engine and vehicle speed, clear all DTCs. Road test vehicle to verify problem still exists. See QUICK TEST. If sensor output state does not increase or decrease with engine or vehicle speed, check and repair open or short in wiring harness. Check PCM or internal hardware problem. If sensor output state is steady, go to next step. 4. Check Sensor Resistance Disconnect appropriate wiring harness connector. On OSS (and ODS if equipped), measure resistance between connector terminals. On TSS, measure resistance between transmission wiring harness connector terminals No. 2 and No. 3. See Fig. 4 . OSS and ODS resistance should be 305-735 ohms. TSS resistance should be 64-126 ohms. If resistances are as specified, diagnose problem by symptom. See SYMPTOM DIAGNOSIS. If resistances are not as specified, replace sensor. Clear DTCs and perform QUICK TEST. TEST H: SOLENOID MECHANICAL FAILURE NOTE:

Before repairing DTCs P1714, P1715, P1716, P1717 or P1740, all other DTCs must be repaired and cleared.

1. Electronic Diagnostics Connect scan tool to DLC. Turn ignition on. Perform KOEO test until continuous DTCs are displayed. If any codes other than P1714, P1715, P1716, P1717 or P1740 are set, repair them first. Clear DTCs and perform QUICK TEST. If only codes P1714, P1715, P1716, P1717 or P1740 are set, replace appropriate solenoid and go to next step. 2. Transmission Drive Cycle Test Perform transmission drive cycle test. See TRANSMISSION DRIVE CYCLE TEST. If transmission shifts normally, go to next step. If transmission does not shift normally, diagnose problem by symptom. See SYMPTOM DIAGNOSIS. 3. Retrieve DTCs Perform KOEO test again until continuous DTCs are displayed. If DTCs P1714, P1715, P1716, P1717 or P1740 are set again, replace PCM and perform transmission drive cycle. Also perform QUICK TEST. If DTCs P1714, P1715, P1716, P1717 or P1740 are not set, no problems should exist. If problems still exist, diagnose by symptom. See SYMPTOM DIAGNOSIS. TEST TB: TRANSMISSION CONTROL SWITCH (TCS), TRANSMISSION CONTROL INDICATOR LAMP (TCIL) NOTE:

Start at Step 6) for testing TCIL circuit.

1. Check TCS Operation Turn ignition off. Connect scan tool to Data Link Connector (DLC). Start engine and allow to idle. Using scan tool, access TCS PID. Cycle TCS switch, then hold depressed. If TCS PID is on, go to next step. If TCS PID is off, repeat KOER self-test to cycle TCS. 2. Check TCS Circuit Voltage Turn ignition off. Disconnect PCM 104-pin connector. Inspect pins for damage. Install breakout box, leaving PCM disconnected. Turn ignition on. While cycling TCS, measure voltage between breakout box terminal No. 29 (TCS) and terminals No. 24 and 77 (PWR GND). If Helpmelearn February-12-08 8:27:50 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Electronic Controls

8. 9.

voltmeter reading does not cycle when TCS is cycled, go to next step. If voltmeter reading cycles when TCS is cycled, replace PCM and repeat QUICK TEST. Check Circuit For Short To Ground Turn ignition off. Disconnect TCS. Inspect pins for damage and repair if necessary. Measure resistance between breakout box terminal No. 29 (TCS) and terminals No. 24 and 77 (PWR GND). If resistance is 10,000 ohms or more, go to next step. If resistance is less than 10,000 ohms, repair short circuit and repeat QUICK TEST. Check Continuity Of TCS Circuits Leave ignition off. Connect ohmmeter positive lead to TCS key power at the fuse panel. See WIRING DIAGRAMS. Connect negative lead to power terminal of TCS wiring harness connector. Note resistance measurement. Measure resistance of Tan/White wire between breakout box terminal No. 29 (TCS) and TCS connector. If both resistance measurements are less than 5 ohms, go to next step. If either resistance measurement is 5 ohms or more, repair open circuit and repeat QUICK TEST. Check Circuit For Short To Power Leave ignition off. Measure resistance between breakout box terminal No. 29 (TCS) and terminals No. 71 and 97 (VPWR). If resistance is 10,000 ohms or more, replace TCS switch and repeat QUICK TEST. If resistance is less than 10,000 ohms, repair short circuit and repeat QUICK TEST. Check TCIL Operation Turn ignition off. With scan tool connected to DLC, access TCIL PID. Cycle TCS switch. If TCIL PID changes from ON to OFF, fault is intermittent. See appropriate TROUBLE SHOOTING - NO CODES article in ENGINE PERFORMANCE. If TCIL PID does not change as specified, go to next step. Check For Short to Ground In TCIL Circuit Turn ignition off. Disconnect PCM 104-pin connector. Inspect pins for damage. Repair as necessary. Turn ignition on. If TCIL goes off, replace PCM. If TCIL remains on, repair TCIL circuit short to ground. Check For DTC P1780 Perform KOER self-test. If DTC P1780 is not present, go to next step. If DTC P1780 is present, go to step 1). Check TCIL Circuit Voltage Turn ignition on. Measure voltage between TCIL terminal and terminals No. 24 and 76 (PWR GND) at breakout box. If voltage is 2 volts or more, replace PCM. If voltage is less than 2 volts, check indicator bulb and fuse. If bulb and fuse are okay, repair open circuit between terminal No. 79 and ignition switch.

TEST TG: 4WD LOW RANGE SWITCH 1. Check 4WD Low Position DTC P1729 indicates 4WD switch open or short circuit. DTC P1781 indicates 4WD Low switch position closed during QUICK TEST. If switch position was not in 2WD or 4WD High during KOEO QUICK TEST, select 2WD or 4WD High and repeat QUICK TEST. If switch position was as specified, go to next step. 2. Check Intermittent Circuit Failure Turn ignition off. Connect scan tool to DLC. Using scan tool, access 4WD Low PID. Turn ignition on. Cycle switch to 2WD. Shake and bend sections of wiring harness between generic electronic module and transfer case wiring harness connector. Shake and bend sections of wiring harness between generic electronic module and PCM. Tap wiring harness connector to simulate road shock. If scan tool voltage fluctuates, isolate fault and repair as necessary. If scan tool voltage does not fluctuate, go to next step. 3. Check Signal From PCM Turn ignition off. Disconnect PCM 104-pin connector. Inspect pins for damage and repair if necessary. Install breakout box, leaving PCM disconnected. Turn ignition on. While cycling switch, measure voltage between breakout box terminal No. 14 and No. 24 (PWR GND). If voltage Helpmelearn February-12-08 8:27:50 PM

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cycles, replace PCM and repeat QUICK TEST. If voltage does not cycle, go to next step. 4. Check Circuit Continuity Turn ignition off. Disconnect electronic shift control module. Inspect pins for damage and repair if necessary. Measure resistance between breakout box terminal No. 14 and 4WD Low switch wiring harness connector terminal No. 2. See Fig. 7 or Fig. 8 . 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. 5. Check For Short To Power Or Ground Leave ignition off. Reconnect electronic shift control module. Measure resistance between breakout box terminal No. 14 and No. 24. Measure resistance between breakout box terminal No. 14 and terminals No. 71 (VPWR). If any resistance measurement is more than 10,000 ohms, repair transfer case mechanical fault. See appropriate TRANSFER CASES article. If any resistance measurement is 10,000 ohms or less, repair short circuit and repeat QUICK TEST.

Fig. 7: Identifying Electronic Shift Control Module Test Circuit (Electronic Shift) Courtesy of FORD MOTOR CO.

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Fig. 8: Identifying 4WD Low Switch Test Circuit & Connector Terminals (Mechanical Shift) Courtesy of FORD MOTOR CO.

WIRING DIAGRAMS

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Electronic Controls

Fig. 9: 1997 Aerostar 5R55E Transmission Wiring Diagram

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Electronic Controls

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Electronic Controls

Fig. 10: 1997 Ranger 5R55E Transmission Wiring Diagram

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Electronic Controls

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Electronic Controls

Fig. 11: 1997 Explorer & Mountaineer 5R55E Transmission Wiring Diagram

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Electronic Controls

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Electronic Controls

Fig. 12: 1998 Ranger 5R55E Transmission Wiring Diagram

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Electronic Controls

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Electronic Controls

Fig. 13: 1998 Explorer & Mountaineer 5R55E Transmission Wiring Diagram

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 4R70W Overhaul

1997-98 AUTOMATIC TRANSMISSIONS 4R70W Overhaul

APPLICATION TRANSMISSION APPLICATION Model Cougar, Thunderbird Cougar, Thunderbird Crown Victoria Expedition, Navigator 2WD 4WD Explorer, Mountaineer 2WD 4WD Grand Marquis Mark VIII Mustang Mustang GT Town Car E-Series E-Series F-Series 2WD 4WD

Engine Application 3.8L SFI 4.6L SFI 4.6L SFI 4.6L SFI 4.6L SFI 5.0L SFI 5.0L SFI 4.6L SFI 4.6L SFI 3.8L SFI 4.6L SFI 4.6L SFI 4.2L SFI 4.6L SFI 4.2L & 4.6L 4.2L & 4.6L

IDENTIFICATION NOTE:

For electronic component diagnostic procedures, see appropriate DIAGNOSIS article. AODE is mechanically identical to 4R70W.

NOTE:

When working on Navigator or Mountaineer, refer to information given for Expedition and Explorer respectively, unless otherwise noted. 4R70W transmission is identified by a code letter on lower line of Vehicle Certification Label. This code can be found directly under the TR designation. Label is attached to driver's door lock post. See TRANSMISSION IDENTIFYING CODE LETTER CHART . Transmission model may be identified by service identification tag attached to right side of transmission case or fluid pan. Tag shows transmission model, assembly number, serial number and engine size. See Fig. 1 .

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 4R70W Overhaul

TRANSMISSION IDENTIFYING CODE LETTER CHART Application 1997 Cougar, Thunderbird All Other Models 1998 (All Models)

Letter Identification L U U

Fig. 1: Service Identification Tag Courtesy of FORD MOTOR CO.

DESCRIPTION 4R70W is a 4-speed, automatic with electronic shift, converter clutch and line pressure controls. It uses a double-pinion compound gearset to produce 4 forward speeds and reverse. It uses 2 bands, 2 one-way roller clutches and 4 friction clutches to hold or drive the planetary gearset members. See Fig. 2 . Shift control solenoids provide gear selection and are controlled by the EEC microprocessor. For additional information on the EEC system, refer to appropriate TESTS W/CODES article in ENGINE PERFORMANCE Helpmelearn February-12-08 8:29:51 PM

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section. The EEC system has self-diagnostic capabilities. Fault codes for faulty engine and transmission sensors, switches and circuits are stored in the PCM and may be retrieved to aid diagnosis and repair.

Fig. 2: Cross-Sectional View Of 4R70W Courtesy of FORD MOTOR CO.

LUBRICATION & ADJUSTMENTS See appropriate TRANSMISSION SERVICING - A/T article in AUTOMATIC TRANSMISSION SERVICING.

ON-VEHICLE SERVICE VALVE BODY ASSEMBLY NOTE:

If valve body removal is necessary, ensure correct gasket is used.

Removal

1. Raise and support vehicle. Loosen oil pan retaining bolts and allow transmission fluid to drain. Remove oil pan and gasket. Discard gasket. Remove transmission oil filter. Disconnect all solenoid and sensor Helpmelearn February-12-08 8:29:51 PM

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harness connectors. 2. Remove manual lever detent spring. Remove EPC solenoid bracket. Remove valve body bolts. Note position lengths of bolts for reassembly reference. Remove valve body and gasket from transmission. Installation

1. Using 2 alignment bolts as guides, position valve body (with new gasket) in case. Ensure check balls are in proper locations. Loosely install remaining valve body bolts. Install EPC solenoid bracket. Install manual valve detent spring. 2. Tighten valve body bolts to specification. See TORQUE SPECIFICATIONS. Connect all solenoid and sensor harness connectors. Install filter and grommet. Install pan gasket and oil pan. To complete installation, reverse removal procedure. Refill with fluid. TRANSMISSION RANGE (TR) SENSOR Removal

Raise and support vehicle. Disconnect linkage and electrical connector from sensor. Remove bolts and TR sensor from case. Installation

1. Install TR sensor and 2 shims onto manual control lever shaft. Install bolts but do not tighten. Place TR sensor in Neutral position (2 detent positions back from Park). 2. Insert Transmission Range Sensor Alignment tool (T97L-70010-A) into slots. See Fig. 3 . Align the three slots on TR sensor with tabs on adjuster. Tighten bolts to specification. See TORQUE SPECIFICATIONS.

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Fig. 3: Adjusting Transmission Range (TR) Sensor Courtesy of FORD MOTOR CO. OVERDRIVE SERVO ASSEMBLY Removal

Remove valve body. See VALVE BODY ASSEMBLY. Locate overdrive servo. See Fig. 4 . Using Servo Piston Compressor (T92P-70023-A), depress overdrive servo piston and remove retaining ring. See Fig. 5 . Remove piston assembly and spring. Installation

1. Ensure .020" (.51 mm) overdrive servo bleed hole clear. Using ATF, lubricate overdrive servo bore in transmission case. Assemble spring to piston. Install assembly into case bore. Ensure servo rod contacts overdrive band apply bore. 2. Using compressor tool, depress piston and install retaining ring. See Fig. 5 . Install valve body. To complete installation, reverse removal procedure.

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Fig. 4: Identifying Accumulator & Servo Locations Courtesy of FORD MOTOR CO.

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Fig. 5: Removing & Replacing Overdrive Servo Courtesy of FORD MOTOR CO. REVERSE SERVO ASSEMBLY Removal

Remove valve body, see VALVE BODY ASSEMBLY. Locate reverse servo. See Fig. 4 . Using servo piston compressor tool, depress reverse servo piston cover and remove retaining snap ring and cover. Remove piston and spring from case. Installation

1. Install return spring, reverse servo piston and Servo Piston Selection Tool (T80L-77030-A). See Fig. 6 . Do not install piston cover and retaining ring at this time. Tighten adjusting bolt to 50 INCH lbs. (5.6 N.m). Install dial indicator with rod touching piston top. Zero dial indicator. Back out adjusting bolt until Helpmelearn February-12-08 8:29:52 PM

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piston touches bottom of tool. 2. Note dial indicator reading. Normal piston travel should be .112-.237" (2.85-6.02 mm). If piston travel is out of specification, replace with appropriate rod to obtain specification. See REVERSE SERVO PISTON ROD SPECIFICATIONS table. 3. Remove piston selection tool and replace piston and rod (if necessary). To complete installation, reverse removal procedure. Ensure servo piston is installed with the same length rod as was removed.

Fig. 6: Measuring Reverse Servo Pin Travel Courtesy of FORD MOTOR CO. REVERSE SERVO PISTON ROD SPECIFICATIONS Identification 1 Groove 2 Grooves 3 Grooves

Length In. (mm) 2.936 (74.56) 2.989 (75.92) 3.043 (77.29)

1-2 & 2-3 ACCUMULATOR PISTON Helpmelearn February-12-08 8:29:52 PM

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NOTE:

Note location and number of springs during removal for reassembly reference.

Removal

1. Remove valve body, see VALVE BODY ASSEMBLY. Locate 1-2 or 2-3 accumulator. See Fig. 4 . Using servo piston compressor tool, depress piston cover and remove retaining snap ring and cover or remove spring cover. 2. Remove spring(s) and related components. Remove accumulator piston (reverse snap ring pliers can be used, if necessary). Remove accumulator seals from piston. Installation

To install, reverse removal procedure. Using ATF, lubricate piston seals and piston pocket in case prior to installation. EXTENSION HOUSING BUSHING & REAR OIL SEAL Removal

1. Disconnect negative battery cable. Raise and support vehicle on hoist. Mark drive shaft yoke and axle companion flange for reassembly reference. Disconnect drive shaft from transmission. Remove oil seal using appropriate puller. 2. Remove bushing using appropriate puller, taking care not to damage output shaft splines. Installation

Install new bushing into extension housing. Install new seal into housing using appropriate seal installer. Coat inside diameter of rubber portion of seal and yoke splines with lubricant. Install drive shaft. EXTENSION HOUSING Removal

1. Raise and support vehicle. Remove exhaust system components as necessary for access. Drain transmission fluid. Mark drive shaft yoke and axle companion flange for reassembly reference. Remove drive shaft. Disconnect and remove Vehicle Speed Sensor (VSS) from extension housing. 2. Remove engine rear support-to-extension housing retaining bolts. Raise transmission just enough to remove weight from rear support. Remove rear support-to-crossmember retaining bolts. Remove crossmember-to-frame side support bolts and remove rear support. 3. Lower transmission and remove extension housing retaining bolts. Slide housing off output shaft. Remove and discard extension housing-to-case gasket. Installation

Clean mating surface on transmission and extension housing. Position new gasket on transmission. Slide extension housing into place. Install bolts and tighten to specification. See TORQUE SPECIFICATIONS. To Helpmelearn February-12-08 8:29:52 PM

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complete installation, reverse removal procedure.

TROUBLE SHOOTING NOTE:

After verifying driveability complaint, perform trouble shooting and testing procedures in this article. For electronic diagnostics and testing, see 4R70W ELECTRONIC CONTROLS article. When fault codes are retrieved, all engine related codes MUST be repaired first. For engine trouble code repair and diagnostic information, see appropriate TESTS W/CODES article in ENGINE PERFORMANCE section.

NOTE:

Always check fluid level and condition. Ensure linkage is correctly adjusted and not damaged. Ensure electronic component connectors are tight and free from damage or contamination.

SYMPTOM DIAGNOSIS No Forward Engagement

Fluid level and condition, shift linkage, low forward clutch pressure, low line pressure, filter (plugged or damaged), valve body (3-4 shift valve, main regulator valve, manual valve), incorrectly tightened valve body (cross-leaks), 2-3 accumulator, pump assembly, forward clutch assembly, low one-way clutch assembly (planetary) and output shaft. No Reverse Engagement

Fluid level and condition, shift linkage, low reverse clutch pressure, low reverse band pressure, low line pressure, filter (plugged), valve body (No. 6 shuttle ball, manual valve, main regulator valve), 1-2 accumulator, incorrectly tightened valve body (cross-leaks), low reverse servo, pump assembly, reverse clutch assembly and low reverse band. Harsh Reverse Engagement

Fluid level and condition, shift linkage, high line pressure, high Electronic Pressure Control (EPC) pressure, oil filter (plugged), valve body (No. 6 shuttle ball, No. 5 check ball, manual valve, main regulator valve), incorrectly tightened valve body (cross-leaks), low reverse servo, pump assembly, reverse clutch assembly and low reverse band. Harsh Forward Engagement

Fluid level and condition, high forward clutch pressure, high line pressure, high Electronic Pressure Control (EPC) pressure, valve body (main regulator valve, 2-3 accumulator), incorrectly tightened valve body (crossleaks), pump assembly and forward clutch assembly. Delayed/Soft Reverse Engagement

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Fluid level and condition, shift linkage, low reverse clutch pressure, low reverse band pressure, low line pressure, filter (plugged), valve body (No. 6 shuttle ball, 1-2 accumulator, manual valve, main regulator valve), incorrectly tightened valve body (cross-leaks), low reverse servo, pump assembly, reverse clutch assembly and low reverse band. Delayed/Soft Forward Engagement

Fluid level and condition, shift linkage, low forward clutch pressure, low line pressure, low Electronic Pressure Control (EPC) pressure, filter (plugged), valve body (3-4 shift valve, main regulator valve), incorrectly tightened valve body (cross-leaks), 2-3 or 1-2 accumulator, pump assembly and forward clutch assembly. Some Or All Shifts Missing

Fluid level and condition, shift linkage and Transmission Range (TR) sensor (misadjusted or damaged). Early/Late Shift Speeds

Incorrect tire size, incorrect axle ratio, fluid level and condition, line pressure, Electronic Pressure Control (EPC) pressure and valve body (EPC solenoid, miscellaneous components stuck, blocked solenoid screen). Erratic/Hunting Shifting

Fluid level and condition, valve body (miscellaneous valves, accumulators-stuck), blocked valve body solenoid screen and Torque Converter Clutch (TCC). Soft/Slipping Shift Feel

Fluid level and condition, low line pressure, Low Electronic Pressure Control (EPC) pressure, valve body (1-2 accumulator, main regulator valve, overdrive servo regulator) and EPC solenoid (stuck). Harsh Shift Feel

Fluid level and condition, high line pressure, high Electronic Pressure Control (EPC) pressure, valve body (1-2 accumulator, main regulator valve, overdrive servo regulator) and EPC solenoid (stuck). No 1st Gear In Drive, Engages In Higher Gear

Shift linkage, Transmission Range (TR) sensor, low reverse clutch pressure, low reverse band pressure, low line pressure and miscellaneous internal failures. No Manual Low Gear

Shift linkage, Transmission Range (TR) sensor, low reverse clutch pressure, low reverse band pressure, low line pressure, low Electronic Pressure Control (EPC) pressure, filter (plugged), valve body (No. 6 shuttle ball, manual valve, main regulator valve, low servo modulator valve), incorrectly tightened valve body (cross-leaks) and low reverse servo. No Manual 2nd Gear Helpmelearn February-12-08 8:29:52 PM

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Shift linkage or cable, Transmission Range (TR) sensor, valve body (3-4 shift valve, 1-2 and 2-3 shift valve, 3-4 capacity modulator valve) and incorrectly tightened valve body (cross-leaks). No 1-2 Automatic Shift

Shift linkage, Transmission Range (TR) sensor, intermediate clutch pressure, line pressure, valve body (1-2 shift valve, 1-2 accumulator valve), Shift Solenoid No. 1 (SS1) failure, damaged No. 8 check ball, incorrectly tightened valve body (cross-leaks), pump assembly, intermediate clutch assembly, intermediate one-way clutch assembly and low one-way clutch assembly. No 2-3 Automatic Shift

Shift linkage, direct clutch pressure, valve body (2-3 shift valve, No. 3 or No. 9 check ball, solenoid pressure regulator valve, 2-3 modulator valve), Shift Solenoid No. 2 (SS2) failure, output shaft seals, missing or leaking cup plug, 2-3 accumulator, blocked valve body solenoid screen, intermediate overrunning clutch assembly, direct clutch assembly and case (damaged output shaft seal area). No 3-4 Automatic Shift

Shift linkage, Transmission Range (TR) sensor, forward clutch pressure, direct clutch pressure, line pressure, valve body (3-4 shift valve, solenoid pressure regulator valve, OD servo regulator, 3-4 capacity modulator valve, 1-2 and 2-3 shift valves), incorrectly tightened valve body (cross-leaks), Shift Solenoid No. 1 or 2 (SS1 or SS2) failure, OD servo cover, OD rod and piston cushion spring, No. 2, 4, 7 and/or 9 valve body check balls, blocked valve body solenoid screen, pump assembly, OD Band and/or reverse clutch drum assembly, intermediate overrunning clutch assembly, forward clutch assembly and input shaft. No 4-3 Automatic Downshift

Forward clutch pressure, line pressure, valve body (3-4 shift valve, solenoid pressure regulator valve, OD servo regulator, 3-4 capacity modulator valve, 2-3 backout valve, 1-2 and 2-3 shift valves), incorrectly tightened valve body (cross-leaks), Shift Solenoid No. 1 (SS1) failure, OD servo, No. 2, 7, and/or 9 valve body check balls, blocked valve body solenoid screen, pump assembly, OD Band and/or reverse clutch drum assembly, intermediate overrunning clutch assembly, forward clutch assembly and input shaft. No 3-2 Automatic Downshift

Direct clutch pressure, valve body (2-3 shift valve, check balls damage or missing), Shift Solenoid No. 2 (SS2) failure, intermediate one-way clutch assembly and direct clutch assembly. No 2-1 Automatic Downshift

Intermediate clutch pressure, valve body (1-2 shift valve, 1-2 accumulator solenoid pressure regulator valve), Shift Solenoid No. 1 (SS1) failure, incorrectly tightened valve body (cross-leaks), pump assembly, intermediate clutch assembly, intermediate one-way clutch assembly and low one-way clutch assembly. No Torque Converter Clutch Application

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regulator valve, manual valve, bypass clutch control valve and plunger, converter pressure limit valve, drain back valve), incorrectly tightened valve body (cross-leaks), blocked valve body solenoid screen, TCC solenoid failure, pump assembly, input shaft and torque converter assembly. Torque Converter Clutch Always Applied

Valve body (drain back valve, TCC valve and plunger), incorrectly tightened valve body (cross-leaks), TCC solenoid failure, No. 7 valve body check ball, pump assembly, input shaft and torque converter assembly. Torque Converter Clutch Cycling/Shudder/Chatter

Fluid condition, valve body (solenoid pressure regulator valve, No. 7 check ball, bypass clutch control valve and plunger, converter pressure limit valve), incorrectly tightened valve body (cross-leaks), blocked valve body solenoid screen, TCC solenoid failure, pump assembly, input shaft and torque converter. MISCELLANEOUS FAULTS No Engine Braking In 2nd Gear, Manual 2nd Or 1st Gear

Shift linkage, valve body (3-4 shift valve, 1-2 and 2-3 shift valve, 3-4 capacity modulator valve), OD band, reverse clutch drum assembly and intermediate overrunning clutch assembly. Poor Vehicle Performance

Shift linkage, Transmission Range (TR) sensor, incorrect shift speed or engagement, TCC always applied and torque converter. Transmission Overheating

Fluid level and condition, poor fluid flow (cooler lines, auxiliary oil cooler, engine performance, valve body (drain back valve, TCC control valve, converter limit valve) and torque converter.

CLUTCH & BAND APPLICATION CHART CLUTCH & BAND APPLICATION CHART Selector Lever Position Elements In Use "OD" (Overdrive) 1st Gear Forward Clutch, Planetary One-Way Clutch 2nd Gear Intermediate Clutch, Forward Clutc & Intermediate One-Way Clutch 3rd Gear Forward Clutch, Intermediate Clutch & Direct Clutch 4th Gear Overdrive Band, Intermediate Clutch & Direct Clutch "D" (Drive) 1st Gear Forward Clutch, Planetary One-Way Clutch 2nd Gear Interediate Clutch, Forward Clutch & Intermediate One-Way Clutch Helpmelearn February-12-08 8:29:52 PM

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3rd Gear "2" (Manual)

Forward Clutch, Intermediate Clutch & Direct Clutch Forward Clutch, Intermediate Clutch, Intermediate One-Way Clutch & Overdrive Band Forward Clutch, Planetary One-Way Clutch & Low Reverse Band Reverse Clutch & Low Reverse Band

"1" (Manual) "R" (Reverse)

TESTING ROAD TEST 1. Drive vehicle with transmission in "OD" position to normal operating temperature. Check minimum throttle upshifts in "OD". Transmission should start in 1st gear, shift to 2nd, 3rd, and 4th gear at approximately the speeds shown in SHIFT SPEEDS SPECIFICATIONS tables. 2. With transmission in 4th gear (Overdrive), press Transmission Control Switch (TCS). Transmission should downshift to 3rd gear. Release accelerator pedal. Engine braking should occur. 3. Press accelerator pedal to WOT. Transmission should shift from 3rd to 2nd gear, or 3rd to 1st gear depending on vehicle speed. See appropriate SHIFT SPEED SPECIFICATIONS table. Torque converter clutch should disengage and then reapply. 4. With transmission in "D" position, and vehicle speed more than 50 MPH, move transmission selector lever to manual "2" position. Release accelerator pedal. Transmission should immediately downshift to 2nd gear. Move transmission selector lever to manual "1" position. Transmission should downshift to 1st gear at speeds less than 30-35 MPH. 5. If transmission fails to operate normally or torque converter does not apply, diagnose problem by symptom. See SYMPTOM DIAGNOSIS under TROUBLE SHOOTING. NOTE:

Shift speeds shown are approximate. All shift speeds may vary due to production tolerances and emission control equipment.

SHIFT SPEED SPECIFICATIONS (1997 COUGAR & THUNDERBIRD) Operating Condition Shift Speed MPH (3.8L) Shift Speed MPH (4.6L) Light Throttle 1-2 8-14 10-13 2-3 18-23 19-23 3-4 28-36 32-37 4-3 28-32 29-33 3-2 12-16 18-19 2-1 6-10 9-12 Full Throttle (WOT) 1-2 34-44 38-47 2-3 62-72 71-83 3-2 25-62 62-69 2-1 10-25 30-35 Helpmelearn February-12-08 8:29:52 PM

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SHIFT SPEED SPECIFICATIONS(1997 CROWN VICTORIA,GRAND MARQUIS/TOWN CAR) Shift Speed MPH (3.27 Operating Shift Speed MPH (2.73 Shift Speed MPH (3.08 Condition Axle Ratio) Axle Ratio) Axle Ratio)(1) Light Throttle 1-2 10-15 10-12 8-11 2-3 22-26 21-24 19-22 3-4 40-44 35-40 33-37 4-3 33-35 29-31 27-29 3-2 13-15 12-14 12-14 2-1 8-10 7-9 6-8 Full Throttle (WOT) 1-2 44-49 40-46 36-41 2-3 86-93 73-81 71-76 3-2 78 Max. 70 Max. 66 Max. 2-1 34 Max. 30 Max. 28 Max. (1) These shift speeds apply to Crown Victoria Police Special models and vehicles equipped with trailer towing or limousine packages. SHIFT SPEED SPECIFICATIONS (1997-98 EXPEDITION 4.6L) Operating Condition Shift Speed MPH (3.31 Axle Ratio) Shift Speed MPH (3.55 Axle Ratio) Light Throttle 1-2 10-14 9-13 2-3 21-25 20-24 3-4 32-36 31-35 4-3 24-26 23-25 3-2 16-18 15-17 2-1 10-12 10-12 WOT 1-2 48-52 46-50 2-3 74-78 71-75 3-2 65-67 62-64 2-1 29-31 28-30 SHIFT SPEED SPECIFICATIONS (1997-98 EXPLORER 5.0L (1) ) Operating Condition Light Throttle 1-2 2-3 3-4 4-3 3-2

Shift Speed MPH 9-13 19-23 38-42 22-24 12-14

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2-1 Full Throttle (WOT) 1-2 2-3 3-2 2-1 (1) Applies to 2WD and 4WD models.

4-8 36-40 66-70 60-62 26-28

SHIFT SPEED SPECIFICATIONS (1997-98 MARK VIII) (1)

Operating Condition Light Throttle 1-2 2-3 3-4 4-3 3-2 2-1 Full Throttle (WOT) 1-2 2-3 3-2 2-1 (1) Applies to all axle ratios.

Shift Speed MPH 7-12 18-22 33-37 30-32 12-16 5-9 50-55 94-100 76 Max. 40 Max.

SHIFT SPEED SPECIFICATIONS (1997 MUSTANG 3.8L) Operating Condition Light Throttle 1-2 2-3 3-4 4-3 3-2 2-1 Full Throttle (WOT) 1-2 2-3 3-2 2-1

Shift Speed MPH 9-11 21-23 41-43 29-31 14-16 7-9 40-45 N/A 69 Max. 29 Max.

SHIFT SPEED SPECIFICATIONS (1997 MUSTANG GT 4.6L) Helpmelearn February-12-08 8:29:52 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 4R70W Overhaul

Operating Condition Light Throttle 1-2 2-3 3-4 4-3 3-2 2-1 WOT 1-2 2-3 3-2 2-1

Shift Speed MPH (3.08 Axle Ratio)

Shift Speed MPH (3.27 Axle Ratio)

9-11 26-30 39-44 27-29 14-16 7-9

8-11 25-29 37-42 25-27 13-15 7-9

40-45 74-79 72 Max. 35 Max.

37-42 69-74 68 Max. 33 Max.

SHIFT SPEED SPECIFICATIONS (1997 E-150 4.2L) Operating Shift Speed MPH Shift Speed MPH Condition (3.31 Axle Ratio) (3.55 Axle Ratio) Light Throttle 1-2 11-15 9-13 2-3 15-19 13-17 3-4 36-40 34-38 4-3 22-24 21-23 3-2 13-15 12-14 2-1 6-8 5-7 Full Throttle (WOT) 1-2 37-41 34-38 2-3 70-74 69-73 4-3 88-90 83-85 3-2 65-67 61-63 2-1 31-33 29-31 SHIFT SPEED SPECIFICATIONS (1997 E-150 4.6L) Operating Condition Shift Speed MPH (3.31 Axle Ratio) Light Throttle 1-2 7-11 2-3 18-22 3-4 38-42 4-3 24-26 3-2 11-13 2-1 4-6 WOT

Shift Speed MPH (3.73 Axle Ratio)

Shift Speed MPH (4.09 Axle Ratio)

10-14 18-22 38-42 23-25 12-14 6-8

10-14 13-17 34-38 23-25 10-12 6-8

40-44 70-74 78-80 60-62 33-35

35-39 65-69 73-75 54-56 31-33

Shift Speed MPH (3.55 Axle Ratio) 7-11 17-21 36-40 22-24 11-13 4-6

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1-2 2-3 4-3 3-2 2-1

40-44 73-77 88-90 67-69 33-35

37-41 69-73 83-85 63-65 31-33

SHIFT SPEED SPECIFICATIONS (1997-98 F-150 4.2L) (1)

Operating Condition Light Throttle 1-2 2-3 3-4 4-3 3-2 2-1 Full Throttle (WOT) 1-2 2-3 3-4 4-3 3-2 2-1 (1) Applies to all axle ratios.

Shift Speed MPH 7-11 16-20 24-28 20-24 12-16 4-8 36-40 65-76 88-100 76-92 57-67 29-34

SHIFT SPEED SPECIFICATIONS(1998 CROWN VICTORIA,GRAND MARQUIS/TOWNCAR) Shift Speed MPH (3.27 Operating Shift Speed MPH (2.73 Shift Speed MPH (3.08 Condition Axle Ratio) Axle Ratio) Axle Ratio)(1) Light Throttle 1-2 7-9 6-8 6-8 2-3 19-22 17-20 16-19 3-4 34-38 31-35 29-33 4-3 31-33 28-30 26-28 3-2 13-15 12-14 12-14 2-1 4-6 4-6 4-6 Full Throttle (WOT) 1-2 40-46 37-42 39-44 2-3 77-83 70-75 72-77 3-2 78 Max. 70 Max. 70 Max. 2-1 31 Max. 28 Max. 35 Max. (1) These shift speeds apply to Crown Victoria Police Special models and vehicles equipped with trailer Helpmelearn February-12-08 8:29:52 PM

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towing or limousine packages. SHIFT SPEED SPECIFICATIONS (1998 E-150 & E-250 4.2L) Operating Shift Speed MPH Shift Speed MPH Shift Speed MPH Condition (3.31 Axle Ratio) (3.55 Axle Ratio) (3.73 Axle Ratio) Light Throttle 1-2 10-13 9-12 10-15 2-3 17-27 16-25 15-25 3-4 36-45 33-42 36-45 4-3 22-24 21-23 23-25 3-2 13-15 12-14 12-14 2-1 6-8 5-7 6-8 Full Throttle (WOT) 1-2 37-41 34-38 38-44 2-3 70-74 69-73 68-74 4-3 88-90 83-85 77-80 3-2 65-67 61-63 60-62 2-1 31-33 29-31 30-32 SHIFT SPEED SPECIFICATIONS (1998 E-150 4.6L) Operating Condition Shift Speed MPH (3.31 Axle Ratio) Light Throttle 1-2 7-13 2-3 17-27 3-4 38-55 4-3 24-26 3-2 11-13 2-1 4-6 WOT 1-2 40-44 2-3 73-77 4-3 88-90 3-2 67-69 2-1 33-35 SHIFT SPEED SPECIFICATIONS (1998 MUSTANG 3.8L) Operating Condition Light Throttle 1-2 2-3 3-4

Shift Speed MPH (4.09 Axle Ratio) 10-15 14-23 34-38 23-25 10-12 6-8 35-39 65-69 73-75 54-56 27-29

Shift Speed MPH (3.55 Axle Ratio) 7-13 16-26 36-52 22-24 11-13 4-6 37-41 69-73 83-85 63-65 31-33

Shift Speed MPH 6-10 20-22 39-43

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4-3 3-2 2-1 Full Throttle (WOT) 1-2 2-3 3-2 2-1

24-26 13-15 5-7 40-45 N/A 69 Max. 29 Max.

SHIFT SPEED SPECIFICATIONS (1998 MUSTANG GT 4.6L) Operating Condition Shift Speed MPH (3.08 Axle Ratio) Shift Speed MPH (3.27 Axle Ratio) Light Throttle 1-2 7-10 7-10 2-3 14-18 14-18 3-4 24-27 23-28 4-3 23-25 22-24 3-2 12-14 12-14 2-1 5-7 5-7 WOT 1-2 40-45 37-42 2-3 74-79 69-74 3-2 72 Max. 68 Max. 2-1 35 Max. 33 Max. SHIFT SPEED SPECIFICATIONS (1998 F-150 4.6L) Operating Condition Light Throttle 1-2 2-3 3-4 4-3 3-2 2-1 Full Throttle (WOT) 1-2 2-3 3-4 4-3 3-2 2-1

Shift Speed MPH 8-12 16-24 30-35 22-29 13-15 6-7 36-41 64-74 94-100 78-90 57-62 30-31

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SHIFT SPEED SPECIFICATIONS (1997-98 F-250 4.6L) Operating Condition Shift Speed MPH (3.31 Axle Ratio) Light Throttle 1-2 7-11 2-3 18-22 3-4 32-36 4-3 23-29 3-2 14-17 2-1 6-10 WOT 1-2 40-44 2-3 75-79 4-3 88-90 3-2 65-67 2-1 31-33

Shift Speed MPH (3.73 Axle Ratio) 7-11 15-20 28-32 22-26 11-13 5-9 37-41 66-70 83-85 61-63 29-31

HYDRAULIC PRESSURE TEST CAUTION: Perform line pressure test before stall speed test. If line pressure is low at stall, DO NOT perform stall speed test or transmission damage will occur. Line Pressure Test

1. Connect a 0-300 psi (0-21.1 kg/cm2 ) pressure gauge to line pressure port tap on left side of transmission case forward of control lever. See Fig. 7 . Gauge hose must be long enough to read gauge while operating engine. 2. With engine at normal operating temperature, apply parking and service brakes. Check line pressure at idle and WOT stall in all ranges. See HYDRAULIC PRESSURE SPECIFICATIONS TABLE. If pressure is not as specified, perform EPC PRESSURE CHECK. EPC Pressure Check

1. Connect a 0-100 psi (0-7.0 kg/cm2 ) pressure gauge to EPC pressure tap at right side of transmission case. See Fig. 7 . Gauge hose must be long enough to read gauge while operating engine. 2. With engine at normal operating temperature, apply parking and service brakes. Check EPC pressure at idle and WOT stall in all ranges. See HYDRAULIC PRESSURE SPECIFICATIONS table. If pressure is not as specified, go to PINPOINT TEST E in 4R70W ELECTRONIC CONTROLS article, to diagnose EPC operation. If EPC operation is okay, go to LINE PRESSURE TEST RESULTS.

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 4R70W Overhaul

Fig. 7: Identifying Hydraulic Pressure Taps Courtesy of FORD MOTOR CO. NOTE:

Pressure test at idle position must be taken with engine at normal operating temperature. Pressure test at WOT position should be taken at full stall

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conditions. Run engine at a fast idle in "N" for 15 seconds to cool fluid between tests. 1997 HYDRAULIC PRESSURE SPECIFICATIONS Throttle Position Idle Reverse Range Crown Victoria Grand Marquis, Town Car Cougar, T-Bird (3.8L) Cougar, T-Bird (4.6L) Expedition Explorer Mark VIII Mustang (3.8L) Mustang (4.6L) "E" & "F" Series All Other Ranges Crown Victoria Grand Marquis, Town Car Cougar, T-Bird (3.8L) Cougar, T-Bird (4.6L) Expedition Explorer Mark VIII Mustang (3.8L) Mustang (4.6L) "E" & "F" Series WOT@Stall Reverse Range All Models All Other Ranges All Models 1998 HYDRAULIC PRESSURE SPECIFICATIONS Throttle Position Idle Reverse Range Crown Victoria Grand Marquis, Town Car Expedition, "F" Series Explorer, "E" Series Mark VIII Mustang (3.8L)

Line Pressure PSI

EPC Pressure PSI

84-128 60-104 68-112 54-96 64-108 54-92 60-104 54-92 54-96

15-25 3-13 7-17 0-9 5-15 0-7 3-13 0-7 0-9

55-94 55-94 43-81 31-69 39-78 31-65 49-88 31-65 31-69

15-25 15-25 7-17 0-9 5-15 0-7 11-21 0-7 0-9

207-267

83-93

160-210

83-93

Line Pressure PSI

70-114 54-96 64-98 54-92 67-109

EPC Pressure PSI

8-18 0-9 5-15 0-7 0-9

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Mustang (4.6L) All Other Ranges Crown Victoria Grand Marquis, Town Car Expedition, "F" Series Explorer, "E" Series Mark VIII Mustang (3.8L) Mustang (4.6L) WOT@Stall Reverse Range All Models All Other Ranges All Models

64-99

5-15

55-94 31-69 39-78 55-94 47-86 63-102

15-25 0-9 5-15 15-25 10-20 20-30

207-267

83-93

160-210

83-93

LINE PRESSURE TEST RESULTS High At Idle In All Ranges

Main regulator valve sticking, EPC solenoid sticking. Check transmission wiring harness. Perform QUICK TEST. See 4R70W ELECTRONIC CONTROLS article. Low At Idle In All Ranges

Low fluid level, restricted inlet filter or damaged filter inlet seal, loose valve body bolts, damaged gaskets or separator plate, pump leakage, case leakage, faulty valve body, excessively low engine idle, fluid too hot or main regulator valve sticking. Low In "P" Valve body loose, faulty main oil regulator valve sticking or low-reverse servo leakage. Low In "R"

Separator plate, reverse clutch or low-reverse servo leakage. Valve body loose. Low In "N"

Loose valve body or main oil regulator valve sticking. Low In "D"

Faulty forward clutch, main oil regulator valve or loose valve body. Low In "2nd"

Forward clutch, intermediate clutch or valve body leakage. Helpmelearn February-12-08 8:29:53 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 4R70W Overhaul

Low In "1st"

Forward clutch, low-reverse servo or valve body leakage. DIRECT CLUTCH PRESSURE TEST NOTE:

Shift quality is affected when test gauges are attached to transmission. DO NOT accelerate or decelerate rapidly during test. Transmission failure could result.

1. Attach pressure gauges capable of reading 300 psi (21.1 kg/cm2 ) to the forward clutch pressure tap and the direct clutch pressure tap. See Fig. 7 . Mount gauges inside vehicle. 2. Drive vehicle. When pressure is applied to the direct clutch, note pressure difference between forward clutch pressure reading and direct clutch pressure reading. 3. If the difference is less than 15 psi (1.05 kg/cm2 ), direct clutch circuit is okay. If difference is greater than specification, there is a leak in direct clutch pressure circuit. Repair as necessary. STALL SPEED TEST CAUTION: Perform line pressure test before stall speed test. If line pressure is low at stall, DO NOT perform stall speed test or transmission damage will occur. Testing Precautions

When performing stall test, do not hold throttle open longer than 5 seconds. Allow a cooling period of 15 seconds with transmission in "N" and engine speed at 1000 RPM between each test. If engine speed exceeds maximum limits shown, release accelerator immediately, as this is an indication of clutch or band slippage. Testing Procedure

Bring engine to normal operating temperature. Apply parking and service brakes. Stall test transmission in each driving range at WOT. Note maximum RPM obtained. Engine speed should be within limits. See STALL SPEED SPECIFICATIONS table. If maximum RPM obtained is not within specifications, see STALL SPEED TEST RESULTS. STALL SPEED SPECIFICATIONS Application 1997 Cougar, T-Bird (3.8L) Cougar, T-Bird (4.6L) Crown Victoria, Grand Marquis Crown Victoria (Police) Expedition Explorer

RPM 1880-2210 2012-2375 2038-2383 2063-2431 2200-2500 2438-2838

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Mark VIII Mustang (3.8L) Mustang (4.6L) Town Car E-150, 250 & F-150 (4.2L) E-150 (4.6L) E-250 HD (4.2L) F-150, 250 (4.6L) 1998 Crown Victoria, Grand Marquis Town Car Town Car (Tow) Expedition Explorer Mark VIII Mustang (3.8L) Mustang (4.6L) E-150, 250 & F-150 (4.2L) E-150, 250 (4.6L) E-250 & F-250 HD (4.2L) F-150, 250 (4.6L)

2355-2746 1869-2193 2324-2757 2053-2412 1975-2317 2135-2492 2008-2342 2200-2500 2094-2447 2116-2471 2350-2763 2200-2500 2478-2901 2336-2718 2197-2567 2362-2807 1975-2317 2135-2492 2008-2342 2200-2500

STALL SPEED TEST RESULTS Low In All Ranges

Check engine tune-up. Check torque converter using bench test for stator one-way clutch slippage. High In "D" Position

Check planetary one-way clutch. High In "D", "2" & "1" Position

Check forward clutch or intermediate clutch. High In "D", "2", "1" & "R" Position

Perform HYDRAULIC PRESSURE TEST. High In "R" Position

Check reverse clutch and/or low-reverse band or servo. Helpmelearn February-12-08 8:29:53 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 4R70W Overhaul

AIR PRESSURE TESTS Test Procedures

1. A no-drive condition can exist even with correct transmission fluid pressure, because of inoperative clutches or bands. The inoperative units can be located by substituting air pressure for fluid pressure to determine location of malfunction. 2. Remove pan and drain fluid. Remove main control (valve body) assembly from transmission. See ONVEHICLE SERVICE. Using attaching screws, install Transmission Test Plate (T92P-7006-A) and gasket. Tighten bolts to 89-106 INCH lbs. (10-12 N.m) 3. With a rubber-tipped air nozzle, apply air pressure into the appropriate locations specified in the following tests. See Fig. 8 . If servo or accumulator does not move when air is applied, clean and inspect to locate cause. If during test, 2 clutches apply or clutch fails to operate, check fluid passages in case and front pump for blockage or damage. NOTE:

Air pressure should be regulated to 40 psi (2.8 km/cm2 ) maximum. Compressed air used for test should be filtered and dry to avoid contaminating transmission fluid.

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 4R70W Overhaul

Fig. 8: Identifying Air Pressure Test Ports On Adapter Plate Courtesy of FORD MOTOR CO. Reverse Clutch

Apply air pressure to reverse clutch passage. A dull thud can be heard when clutch piston is applied, or movement can be felt by placing fingertips on clutch drum. Forward Clutch

Apply air pressure to the forward clutch apply passage in the adapter plate. A dull thud can be heard when clutch piston is applied, or movement can be felt by placing fingertips on input shell. Intermediate Clutch

Apply air pressure to intermediate clutch apply passage in the adapter plate. A dull thud can be heard or felt if Helpmelearn February-12-08 8:29:53 PM

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clutch is operating properly. Overdrive Servo

Apply air pressure to overdrive servo apply passage. Operation of the band is indicated by tightening of the band around reverse clutch drum. A thud can be felt on the servo cover when the servo returns to the release position as a result of spring force from the release spring. The band will then relax. Low-Reverse Servo

Apply air pressure to low-reverse servo apply passage. A dull thud can be heard when the low-reverse band tightens around the planetary drum. Movement of the ring gear should also be detected. Direct Clutch

Apply air pressure to direct clutch passage in the adapter plate. A dull thud can be heard or felt on the drive shaft if clutch is operating properly. 2-3 Accumulator

Apply air pressure to 2-3 accumulator passage. Accumulator piston should unseat and can be detected by inserting a metal rod into 2-3 piston hole. When piston unseats, rod will move.

TORQUE CONVERTER NOTE:

Torque converter is a sealed unit and cannot be disassembled for service. Replace if found to be defective. The following tests will identify a defective converter.

FLUSHING Whenever transmission has been disassembled to replace worn or damaged parts or because valve body sticks due to foreign material, converter and oil cooler must be cleaned using a mechanically operated agitating cleaner. Under no conditions should converter or oil cooler be cleaned by hand agitation using solvent. LEAK TEST If torque converter welds indicate leakage, attach Torque Converter Leak Detector (Rotunda 014-R1067) to converter and follow detector kit instructions. END-PLAY CHECK 1. Insert Tester (T80L-7902-A) into converter pump drive hub until hub bottoms. Expand sleeve in turbine spline by tightening threaded inner post of tester until sleeve is securely locked into spline. See Fig. 9 . 2. Attach a dial indicator to tool with button on indicator positioned on converter pump drive hub. Zero dial face. Lift tool upward as far as tool will go and note indicator reading. Helpmelearn February-12-08 8:29:53 PM

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3. Reading is total end play of turbine and stator. If end play exceeds specification, replace torque converter assembly. See TORQUE CONVERTER END PLAY SPECIFICATIONS table. TORQUE CONVERTER END PLAY SPECIFICATIONS Application New or Rebuilt Converter Used Converter

In. (mm) .041 (1.04) .074 (1.88)

Fig. 9: Installing Torque Converter End Play Tester Courtesy of FORD MOTOR CO. ONE-WAY CLUTCH CHECK 1. Insert one-way Clutch Holder (T77L-7902-R) into one of the grooves in the stator thrust washer. Insert Torque Adapter (T76L-7902-C) 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 Helpmelearn February-12-08 8:29:53 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 4R70W Overhaul

counterclockwise. See Fig. 10 . 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. 10: Checking Converter One-Way Clutch Courtesy of FORD MOTOR CO. STATOR INTERFERENCE CHECK Stator-To-Impeller Interference Check

1. Position stator support shaft on bench with spline end pointing up. Mount converter vertically onto shaft Helpmelearn February-12-08 8:29:53 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 4R70W Overhaul

so support shaft splines engage one-way clutch splines. See Fig. 11 . 2. While holding support shaft stationary, rotate converter counterclockwise. Converter should rotate freely without interference or scraping within assembly. Should interference or a scraping condition within converter exist or if converter does not rotate freely, replace converter unit.

Fig. 11: Checking For Stator-To-Impeller Interference Courtesy of FORD MOTOR CO. Stator-To-Turbine Interference Check

1. Place converter on bench, front side down. Install stator support to engage mating splines of stator support shaft. 2. Install input shaft, engaging the splines with turbine hub. While holding stator shaft stationary, rotate turbine with input shaft. Helpmelearn February-12-08 8:29:53 PM

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3. Turbine should rotate freely in both directions without interference or noise. Torque required to turn shaft should not exceed 84 INCH lbs. (9.5 N.m) If interference or noise exists, stator front thrust washer may be worn and the converter should be replaced.

REMOVAL & INSTALLATION See appropriate AUTOMATIC TRANSMISSION REMOVAL article.

TRANSMISSION DISASSEMBLY NOTE:

See Fig. 25 and Fig. 26 for exploded view of internal parts, thrust washer and needle bearing locations.

1. Remove torque converter. Mount transmission in holding fixture. Remove oil pan and gasket. Remove oil filter, grommet, and gasket. Disconnect all solenoid and sensor harness connectors. Unbolt and remove Output Shaft Sensor (OSS). 2. Remove outer nut and manual control lever. Remove TR sensor. Remove manual valve detent spring. Remove 24 valve body retaining bolts and lift off valve body and gasket. Note bolt positions for reassembly. Using diagonal cutters, remove retaining roll pin from manual shaft lever. Remove inner nut, manual lever shaft, detent lever and parking lever actuating rod. 3. Slide out Electronic Pressure Control (EPC) solenoid and remove. Remove 2-3 accumulator assembly, low-reverse servo assembly, overdrive servo and 1-2 accumulator assembly by pushing down on servo covers and removing retaining snap rings. Note length of low-reverse servo piston rod, 1-2 shift accumulator piston and 1-2 shift springs for reassembly reference. See Fig. 4 and Fig. 12 . NOTE:

Length of low-reverse piston rod may vary. Three possible rod lengths are available.

4. Remove oil screen. See Fig. 12 . Remove extension housing seal and bushing. Remove retaining bolts and slide extension housing from transmission. Remove and discard housing-to-case gasket. Remove parking pawl shaft, parking pawl and return spring. Push transmission harness connector out through bottom of case. NOTE:

The output shaft may have shipping seal still attached. Remove and discard seal. Seal is not required for assembly.

5. Remove front torque converter-to-pump seal. Remove pump body retaining bolts. Remove pump from case using 2 slide hammers installed in opposite pump retaining bolt holes. Remove pump-to-case gasket. 6. Grasp forward clutch cylinder and shaft and pull intermediate clutch pack, intermediate one-way clutch, reverse clutch, and forward clutch from transmission case as an assembly. Disconnect overdrive band from anchor pins and remove band from case. 7. Remove forward clutch hub and No. 3 needle bearing as an assembly. Remove intermediate shaft. Rotate reverse clutch gear and shell to align indent with overdrive band anchor pin. Remove forward sun gear, No. 5 needle bearing, reverse sun gear and drive shell, and No. 4 needle bearing from case as an Helpmelearn February-12-08 8:29:53 PM

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assembly. 8. Note position of center support snap ring tangs for installation reference. Remove snap ring. Using a screwdriver, pry case center support spring from between center support and case. Prior to removal, note position of case center support spring to ensure it is reinstalled correctly. 9. Remove center support and planetary carrier from case as an assembly. Remove reverse band from case. If direct clutch hub did not come out with planetary carrier, remove it from direct clutch. 10. Remove output shaft, ring gear, and direct clutch as an assembly through front of case. Remove output shaft No. 9 needle bearing from rear of case. Remove intermediate clutch pack from one-way clutch. Remove reverse clutch assembly from forward clutch assembly.

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 4R70W Overhaul

Fig. 12: Exploded View Of 4R70W Valve Body, Servos, Accumulators & Case Components Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 8:29:53 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 4R70W Overhaul

COMPONENT DISASSEMBLY & REASSEMBLY NOTE:

See Fig. 25 and Fig. 26 for exploded view of internal parts, thrust washer and needle bearing locations.

PLANETARY GEAR SUPPORT & PLANETARY ONE-WAY CLUTCH NOTE:

If a roller from planetary one-way clutch is lost or damaged, entire one-way clutch assembly must be replaced.

Disassembly

Remove center support from planetary carrier by lifting up on center support while rotating it counterclockwise. Carefully remove planetary one-way clutch from planetary assembly. Inspection

Check planet support bushing, clutch inner and outer race, band surface, pinion gears, bearings and thrust washer for roughness. Check one-way clutch for damaged rollers or broken springs. Reassembly

Assemble one-way clutch. Lubricate clutch races and clutch assembly with petroleum jelly to aid in assembly. Install one-way clutch in planetary carrier. Install center support into one-way clutch by rotating center support counterclockwise. DIRECT CLUTCH ASSEMBLY Disassembly

1. Remove direct clutch hub. Remove No. 7 direct clutch hub inner needle bearing and bearing support. Using a screwdriver, remove clutch pack selective retaining snap ring and lift out clutch pack. See Fig. 13 . 2. Using appropriate compressor, compress piston return springs and remove retaining snap ring. Remove tool and lift spring retainer assembly and piston from clutch drum. 3. If necessary, piston can be removed by applying compressed air to lubrication hole in clutch drum. Note position and direction of lip seals. Remove seals from drum and piston. Inspection

1. Check piston check ball for freedom of movement. Check for leakage by turning piston upside down (flat side up), allowing check ball to seat in piston. 2. Pour small quantity of solvent over check ball. If solvent drips past check ball, replace piston. Reassembly Helpmelearn February-12-08 8:29:53 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 4R70W Overhaul

1. Using appropriate seal protector, install inner seal on clutch drum hub with sealing lip facing down into drum. Lubricate seals and seal protector with petroleum jelly prior to installation. Ensure inner seal is positioned in groove. Install outer seal on piston with lip pointing away from spring posts. 2. Coat piston seals, clutch drum sealing area, and piston inner seal area with petroleum jelly. Install piston into clutch drum using seal protector, prevent damaging seals. 3. Position piston spring and retainer assembly in clutch drum. Compress assembly and install retaining snap ring. Install clutch pack into drum. Install pressure plate on top of clutch pack. Install clutch pack selective retaining ring. 4. Using a feeler gauge, measure clearance between clutch pack retaining ring and pressure plate with pressure plate held down. See DIRECT CLUTCH CLEARANCE SPECIFICATIONS table. If clearance is not as specified, install correct size snap ring to obtain specification and recheck clearance. Selective snap rings are available in the following sizes: .050-.054" (1.27-1.37 mm), .064-.068" (1.63-1.73 mm), .078-.082" (1.98-2.08 mm) and .092-.096" (2.34-2.44 mm). 5. Install No. 7 bearing support with Black side up. Install No. 7 direct clutch inner needle bearing with chamfer down. Install direct clutch hub.

Fig. 13: Exploded View Of Direct Clutch Assembly Courtesy of FORD MOTOR CO. DIRECT CLUTCH CLEARANCE SPECIFICATION Engine Size No. Of Plates 3.8L 5 4.2L & 4.6L 6

Clearance In. (mm) .050-.071 (1.27-1.80) .062-.085 (1.57-2.16)

FORWARD CLUTCH Disassembly

1. Lift clutch hub and No. 3 needle bearing from forward clutch assembly. Using a screwdriver, pry clutch Helpmelearn February-12-08 8:29:53 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 4R70W Overhaul

pack selective retaining snap ring from drum. Remove clutch pack, pressure plate and wave spring. See Fig. 14 . 2. Using appropriate compressor, compress piston return spring and remove retaining snap ring. Lift out retainer and return spring. Remove clutch piston from drum. 3. Note position of inner and outer piston seals, then remove seals. Ensure input shaft Teflon seals are not damaged. Ensure check balls in piston move freely. Reassembly

1. Lubricate and install inner and outer seals on piston with sealing edge facing into clutch drum. Lubricate piston seals and drum sealing area with petroleum jelly. Install piston into drum using appropriate seal protector to prevent damaging seals. 2. Position return spring and retainer on piston. Compress return spring and install retaining snap ring. Install clutch pack into clutch drum starting with waved spring. Install a steel plate and then a friction plate. Alternately install remaining plates in clutch pack. Install pressure plate and snap ring. 3. Install dial indicator and bracketry with stem touching pressure plate. See Fig. 15 . Press down on pressure plate and zero indicator. Pull up on pressure plate until plate touches selective snap ring and note reading on dial indicator. If clearance is not .050-.089" (1.27-2.26 mm), install correct size snap ring to obtain specification and recheck clearance. Selective snap rings are available in the following sizes: .060.064" (1.52-1.73 mm), .074-.078" (1.88-1.98 mm), .086-.092" (2.23-2.34 mm) and .102-.106" (2.59-2.69 mm). NOTE:

Solid shaft seals may be replaced with scarf-cut seals if necessary. Ensure new scarf-cut seals are installed so edges do not overlap.

4. If original seals are damaged or missing, install NEW input shaft seals. Install No. 3 needle bearing. Install forward clutch hub into forward clutch cylinder and shaft. Ensure forward clutch hub is against No. 3 needle bearing.

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 4R70W Overhaul

Fig. 14: Exploded View Of Forward Clutch Assembly Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 4R70W Overhaul

Fig. 15: Measuring Clutch Pack Clearance Courtesy of FORD MOTOR CO. INTERMEDIATE ONE-WAY CLUTCH Disassembly & Reassembly

Remove clutch retaining ring and lift off clutch retaining plate. Remove clutch outer race by lifting on race while turning counterclockwise. Carefully lift one-way clutch from inner race. See Fig. 16 . To reassemble, reverse disassembly procedure. Ensure chamfer o n outer clutch race faces up. One-way clutch must rotate counterclockwise when installed on reverse clutch drum. NOTE:

If a roller is damaged or lost, entire one-way clutch assembly must be replaced.

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 4R70W Overhaul

Fig. 16: Exploded View Of Intermediate One-Way Clutch Assembly Courtesy of FORD MOTOR CO. OIL PUMP & INTERMEDIATE CLUTCH PISTON Disassembly

1. Lift No. 1 thrust washer from stator support. Remove retaining bolts and separate stator support from pump body. Remove 4 seal rings from stator support. Remove inner and outer gerotor gears from pump body. 2. Remove spring retainer assembly by carefully dislodging the tabs. Lift intermediate clutch piston from pump assembly. Remove pump body-to-case seal and discard. See Fig. 17 . NOTE:

Reverse clutch seal rings on stator support are larger than forward clutch seal rings.

Reassembly

1. Install front pump seal. Install NEW seals on intermediate clutch piston. Coat piston seal and pump body sealing area with petroleum jelly. Use appropriate seal protector and install piston in pump body, ensuring piston bleed hole is located at 12 o'clock position (toward top of transmission case). 2. Snap spring retainer assembly into place on pump body using even pressure. Install inner and outer Helpmelearn February-12-08 8:29:53 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 4R70W Overhaul

Gerotor gear into pump body with chamfer on both gears facing into pump body. Install seal rings on stator support. Install 2 larger rings closer to pump. 3. Position stator support on pump body. Install and tighten retaining bolts to specification. See TORQUE SPECIFICATIONS. Install pump body-to-case seal around outer diameter of pump body.

Fig. 17: Exploded View Of Oil Pump & Intermediate Clutch Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 8:29:53 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 4R70W Overhaul

OUTPUT SHAFT ASSEMBLY Disassembly & Reassembly

1. Remove retaining ring and separate output hub assembly from ring gear. Remove direct clutch from ring gear and No. 8 needle bearing from rear of direct clutch. 2. Remove 4 output shaft seal rings and hub-to-shaft retaining ring. Separate hub from output shaft. Remove 2 direct clutch seal rings from end of output shaft. See Fig. 18 . To reassemble, reverse disassembly procedure.

Fig. 18: Exploded View Of Output Shaft Assembly Courtesy of FORD MOTOR CO. REVERSE CLUTCH Disassembly Helpmelearn February-12-08 8:29:53 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 4R70W Overhaul

1. Remove No. 2 needle bearing. Using a screwdriver, pry clutch pack retaining snap ring from clutch drum. Lift out clutch pack. See Fig. 19 . 2. Compress return spring and remove snap ring. Remove return spring and thrust ring. Remove piston from drum. Remove seals from piston. 3. It may be necessary to apply compressed air to clutch drum lubrication hole to remove piston. Block remaining hole with finger. Reassembly

1. Ensure check ball in inner piston is free. Install NEW oil seals on piston. Coat seals and sealing surface in clutch drum with petroleum jelly. 2. Install piston into clutch drum using appropriate seal protectors to prevent damaging seals. Seals used on reverse clutch piston are square cut; direction of installation is not important. 3. Install thrust ring and return spring. Compress return spring and install snap ring with points facing downward. Install apply plate into clutch drum with dished side facing piston. Install clutch pack and retaining snap ring. 4. Install dial indicator and bracketry with stem touching pressure plate. See Fig. 15 . Press down on pressure plate and zero indicator. Pull up on pressure plate until plate touches selective snap ring and note reading on dial indicator. If clearance is not .040-.060" (1.02-1.52 mm), install correct size snap ring and recheck clearance. 5. Selective snap rings are available in sizes; .060-.064" (1.52-1.73 mm), .074-.078" (1.88-1.98 mm), .088.092" (2.24-2.34 mm) and .102-.106" (2.59-2.69 mm). 6. With reverse clutch reassembly completed, check clutch operation using compressed air. Ensure clutch applies smoothly and without leakage. Install No. 2 needle bearing.

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 4R70W Overhaul

Fig. 19: Exploded View Of Reverse Clutch Assembly Helpmelearn February-12-08 8:29:53 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 4R70W Overhaul

Courtesy of FORD MOTOR CO. SUN GEAR & DRIVING SHELL Disassembly

Remove No. 4 needle bearing from driving shell. Remove forward sun gear and No. 5 needle bearing from shell. Remove No. 5 needle bearing from forward sun gear. Reassembly

Sun gear and driving shell will be reassembled as part of TRANSMISSION REASSEMBLY. VALVE BODY ASSEMBLY NOTE:

As valves are removed from each valve body bore, place individual parts in correct order and in relative position to valve body for reassembly reference. Tag all springs as they are removed for reassembly reference.

Disassembly

1. Remove and discard valve body gasket. Remove retaining bolts. Remove separator plate, reinforcement plates, and separator plate gasket. Discard gasket. 2. Remove 8 check balls from valve body. See Fig. 20 . Remove retaining plates, valves and springs. Keep all valves and springs in original order for reassembly reference. See Fig. 21 . Cleaning & Inspection

1. Clean all parts thoroughly in clean solvent, and blow dry with compressed air. Inspect all valves and plug bores for scoring. Check all fluid passages for obstructions. 2. Inspect all mating surfaces, plugs, and valves for burrs and scoring. If necessary, use crocus cloth to polish valves and plugs. 3. Inspect all springs for distortion. Check all valves and plugs for free movement in their respective bores. Valves and plugs, when dry, must fall of their own weight within their respective bores. CAUTION: Avoid rounding off sharp edges of valves and plugs with crocus cloth. These edges perform a cleaning action. Reassembly

1. Install all valves into their respective bores using illustration as guide. Ensure notch in plugs face bottom of bore. 2. Install valve body check balls. See Fig. 20 . Install guide pin bolts into holes. These 2 holes align valve body gasket and valve body assembly with case. Using a NEW separator plate gasket, slide plate and gasket over alignment pins. Position 3 reinforcement plates and loosely install retaining bolts. Tighten Helpmelearn February-12-08 8:29:54 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 4R70W Overhaul

retaining bolts to specification in correct order. See Fig. 22 . See TORQUE SPECIFICATIONS.

Fig. 20: Locating Check Balls In Valve Body Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 4R70W Overhaul

Fig. 21: Exploded View Of Valve Body Components Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 4R70W Overhaul

Fig. 22: Tightening Sequence For Valve Body Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 8:29:54 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 4R70W Overhaul

TRANSMISSION REASSEMBLY NOTE:

See Fig. 25 and Fig. 26 for exploded view of internal parts, thrust washer and needle bearing locations. Lubricate all parts with ATF. Use petroleum jelly on gaskets, thrust washers, and needle bearings to retain in place. Use NEW gaskets and seals.

Reassembly

1. Using appropriate installer, install rear case bushing. Install No. 9 output shaft needle bearing in transmission case. Install output shaft, output shaft ring gear and direct clutch as an assembly. Ensure No. 7 needle bearing and direct clutch hub are installed correctly. 2. Install reverse band support retaining ring. Install reverse band into transmission case and ensure band is seated on anchor pins. When properly installed, center of band actuating rod seat can be seen through servo piston bore. 3. Align notch in planetary gear support with overdrive band anchor pin. Install center support and planetary assembly into case. If necessary, rotate output shaft to align planet carrier splines with direct clutch hub splines. Install center support spring using a hammer handle or wooden dowel. Spring tabs must face out. Install center support retaining ring. 4. Install forward clutch sun gear, No. 5 needle bearing reverse sun gear and No. 4 forward clutch needle bearing as an assembly. Rotate output shaft to aid in engaging sun gear with planetary gears. Install intermediate shaft. 5. Install forward clutch hub and No. 3 needle bearing. Install forward clutch assembly. Install reverse clutch on forward clutch. Ensure No. 2 needle bearing is in position in reverse clutch. Wiggle input shaft while engaging reverse clutch splines. Ensure reverse clutch cylinder lugs are fully seated in notches of reverse sun gear. 6. Install overdrive band into case and around drive shell assembly. Ensure band anchor is properly positioned on anchor pin. Using a screwdriver to hold overdrive band in position, lubricate and install overdrive servo piston return spring and servo piston. Using appropriate compressor, compress overdrive servo piston and install retaining ring. Ensure .020" (.51 mm) overdrive servo bleed hole is clear. 7. With overdrive servo installed, inspect band and apply pin for proper position and engagement. If band anchor and apply pin are not properly engaged, remove servo piston and re-position band as necessary. 8. Install intermediate clutch pack pressure plate with chamfer down, clutch pack (starting with a friction plate and alternating steel and friction plates) and selective steel plate in order. Measure intermediate clutch clearance. 9. Intermediate clutch clearance is measured using a depth micrometer and appropriate end play straight bar. Set end play bar across pump case mounting surface. Place micrometer on end play bar and read depth to selective steel plate. See Fig. 23 . NOTE:

A downward pressure must be applied to clutch pack while measuring intermediate clutch clearance.

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 4R70W Overhaul

Fig. 23: Measuring Intermediate Clutch Clearance Courtesy of FORD MOTOR CO. 10. Check depth again with micrometer 180 degrees opposite from previous measurement. Ensure depth at intermediate clutch selective steel plate is 1.643-1.670" (41.7-42.4 mm). Ensure average of the 2 measurements is within this range. 11. If intermediate clutch clearance (depth) is not within tolerance, select correct thickness selective steel plate to obtain specified depth. Selective plates are available in the following thicknesses: .067.071" (1.70-1.80 mm), .077-.081" (1.95-2.05 mm), .087-.091" (2.20-2.31 mm) and .97-.101 (2.46-2.56 mm). Install correct plate and recheck clearance. 12. Check transmission end play by locating depth micrometer on end play straight bar. Ensure depth is measured at reverse clutch drum thrust face. See Fig. 23 . Standard end play is .004-.044" (.101-1.11 mm). 13. Check end play 180 degrees opposite end of reverse clutch drum thrust face to determine average depth. Thrust washer controlling transmission end play is located on stator support which is attached to back of pump housing. 14. Transmission end play can be adjusted using one of selective thrust washers available for service. After measuring depth, select required thrust washer. See NO. 1 THRUST WASHER SELECTION table.

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 4R70W Overhaul

Fig. 24: Measuring Transmission End Play Courtesy of FORD MOTOR CO. 15. Install selected transmission end play thrust washer on stator support. Use petroleum jelly to hold it in place. Install pump alignment dowel, made by cutting the head from a M8 x 1.25 bolt, into pump mounting bolt hole at 12 o'clock position. 16. Install new pump gasket into case. Ensure case passages are covered. Apply petroleum jelly to pump-tocase seal surfaces. Install pump assembly into case. Wiggle input shaft while pressing down on pump. Remove alignment dowel and install pump-to-case bolts. 17. Alternately tighten bolts a few turns at a time to draw pump into case. Tighten bolts to specification. See TORQUE SPECIFICATIONS. Install parking pawl shaft, parking pawl and return spring. Install Output Helpmelearn February-12-08 8:29:54 PM

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Shaft Sensor (OSS). Tighten bolt to specification. 18. If removed, install manual control lever shaft seal. Install EPC solenoid. If removed, install extension housing bushing. Position new gasket on transmission. Slide extension housing into place. Install bolts and tighten to specification. Using appropriate seal installer, install extension housing rear seal. 19. Position manual valve detent lever and parking lever actuating rod into case. Parking lever actuating rod must be positioned over parking pawl. Slide manual control lever shaft into case and position through detent. Install inner nut and tighten to specification. Install manual lever shaft retaining roll pin. Install oil screen into case. 20. If low-reverse servo piston and rod replacement is necessary or if reverse band has been replaced, perform REVERSE SERVO ASSEMBY under ON-VEHICLE SERVICE installation procedures. NOTE:

Transmissions with a spacer installed between low-reverse servo cover and retaining ring require a special selection procedure for low-reverse servo piston.

21. Install low-reverse servo spring, piston and rod. Install servo cover and cover retaining snap ring. Install 2-3 accumulator spring, piston, cover and seal. Install accumulator piston retaining ring. Install 1-2 accumulator spring, piston, cover and seal. Install accumulator piston retaining ring. 22. Install wiring harness connector into case. Replace "O" ring on wiring harness connector (if necessary). Install valve body gasket and valve body assembly using 2 alignment bolts as guide. Ensure coasting booster valve check balls in correct locations. 23. Install EPC solenoid bracket. Loosely install valve body retaining bolts. Install manual valve detent spring. Tighten bolts to specification. See Fig. 22 . See TORQUE SPECIFICATIONS . 24. Connect all solenoid and sensor harness connectors. Install filter grommet, new filter gasket, and filter on valve body. Install filter attaching bolts and tighten. Install TR sensor onto transmission case and install bolts but do not tighten. 25. Place manual lever in Neutral position (2 detent positions back from Park). Insert Transmission Range Sensor Alignment tool (T97L-70010-A) into slots. See Fig. 3 . Align the 3 slots on TR sensor with tabs on adjuster. Tighten bolts to specification. Install manual control lever and outer nut. Tighten nut to specification. 26. Position new pan gasket on case and install oil pan. Tighten bolts to specification. Install torque converter. Ensure torque converter is properly installed. When installation is correct, measurement between torque converter pilot nose and front face of bellhousing will be approximately .403.568" (10.23-14.43 mm). NO. 1 THRUST WASHER SELECTION Measured Depth In. (mm) 1.485-1.503 (37.72-38.17) 1.504-1.521 (38.20-38.63) 1.522-1.538 (38.65-39.07) 1.539-1.555 (39.09-39.50) 1.556-1.581 (39.52-40.16)

Washer Thickness In. (mm) .050-.054 (1.27-1.37) .068-.072 (1.73-1.83) .085-.089 (2.16-2.26) .102-.106 (2.59-2.69) .119-.123 (3.02-3.12)

Color Code Green Yellow Natural Red Blue

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 4R70W Overhaul

Fig. 25: Locating Needle & Thrust Bearings Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 4R70W Overhaul

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 4R70W Overhaul

Fig. 26: Exploded View Of 4R70W Transmission Courtesy of FORD MOTOR CO.

TRANSMISSION SPECIFICATIONS TRANSMISSION SPECIFICATIONS Application Converter End Play New or Rebuilt Converter Used Converter Direct Clutch Pack Clearance 3.8L 4.2L & 4.6L Forward Clutch Pack Clearance Intermediate Clutch Pack Clearance Reverse Clutch Pack Clearance

In. (mm) .014-.041 (.355-1.04) .014-.074 (.355-1.88) .050-.071 (1.27-1.80) .062-.085 (1.57-2.16) .050-.089 (1.27-2.26) 1.634-1.646 (41.50-41.81) .040-.060 (1.02-1.52)

TORQUE SPECIFICATIONS TORQUE SPECIFICATIONS Application Converter-To-Flywheel Nut Converter Housing Cover-To-Converter Housing Converter Drain Plug Cooler Line-To-Case Extension Housing-To-Case Bolt Flexplate-To-Crankshaft Bolt Manual Lever Shaft Inner/Outer Nut Pump-To-Case Bolt Stator Support-To-Pump Bolt Transmission-To-Engine Bolt

Ft Lbs. (N.m) 20-34 (27-46) 12-16 (16-22) 21-22 (28-30) 15-19 (20-26) 18-22 (25-30) 54-64 (73-87) 19-27 (26-37) 15-19 (20-26) 15-19 (20-26) 41-50 (55-68) INCH Lbs. (N.m) 80-120 (9-14) 80-120 (9-14) 62-89 (7-10) 106-130 (12-15) 62-89 (7-10) 72-144 (8-16) 80-97 (9-11) 80-97 (9-11) 80-97 (9-11)

Detent Spring Attaching Bolt Filter-To-Valve Body TR Sensor-To-Case Bolt Oil Pan-To-Case Bolt Output Shaft Speed Sensor Bolt Pressure Plug-To-Case Reinforcing Plate-To-Valve Body Bolt Separator Plate-To-Valve Body Bolt Valve Body-To-Case Bolt Helpmelearn February-12-08 8:29:54 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Overhaul

1997-98 AUTOMATIC TRANSMISSIONS 5R55E Overhaul

APPLICATION APPLICATION Application 1997 Aerostar 2WD 4WD Explorer 2WD 4WD Ranger 2WD 4WD 1998 Explorer 2WD 4WD Ranger 2WD 4WD

Engine

4.0L 4.0L 4.0L 4.0L 4.0L 4.0L

4.0L 4.0L 4.0L 4.0L

IDENTIFICATION NOTE:

When working on Mountaineer, refer to Explorer specifications and procedures.

The 5R55E 5-speed automatic transmission can be identified by the vehicle certification label, located on driver's door post. This label contains the transmission code under space marked "TR" (next to space marked "AXLE"). See TRANSMISSION CODE IDENTIFICATION . Transmission can also be identified by service identification tags attached to case. See Fig. 1 . TRANSMISSION CODE IDENTIFICATION Code D V

Transmission 5R55E 5-Speed Automatic 4R44E 4-Speed Automatic

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Overhaul

Fig. 1: 5R55E Transmission Assembly Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Overhaul

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Overhaul

Fig. 2: Service Identification Tags Courtesy of FORD MOTOR CO.

DESCRIPTION NOTE:

Shift solenoid No. 4 may also be referred to as the Coast Clutch Solenoid (CCS)

The 5R55E is an electronically controlled 5-speed automatic transmission. This transmission features a 4 element torque converter with Torque Converter Clutch (TCC), 3 compound planetary gear sets, 3 clutch bands, 3 multi-plate clutches and 2 one-way clutches. The Powertrain Control Module (PCM) controls TCC using a pulse-width modulated TCC solenoid. The 5R55E 5-speed transmission is very similar to the 4R44E 4-speed transmission. The 5-speed applies the front band and forward clutch to achieve a lower 2nd gear ratio than the 4-speed. See 5R55E GEAR RATIO . In the 5R55E, the 3rd, 4th and 5th gears are achieved in the same manner as 2nd, 3rd and 4th in the 4-speed, respectively. 5R55E GEAR RATIO Gear 1st 2nd 3rd 4th 5th Reverse

Ratio 2.47:1 1.87:1 1.47:1 1.00:1 .75:1 2.10:1

LUBRICATION & ADJUSTMENTS See appropriate TRANSMISSION SERVICING - A/T article in AUTOMATIC TRANSMISSION SERVICING section.

ON-VEHICLE SERVICE VALVE BODY NOTE:

Note length and position of valve body bolts for reassembly reference. See Fig. 3.

Removal

1. Raise and support vehicle. Loosen oil pan bolts and drain fluid. Remove oil pan, filter screen and "O" rings. Lift up wire loom guide and protector to disengage retaining pins from solenoid brackets. Disconnect 6 solenoid electrical connectors. Remove manual valve detent spring. See Fig. 3 . Helpmelearn February-12-08 8:31:28 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Overhaul

NOTE:

DO NOT remove center bolt from SS1 and SS3 solenoid bracket or forward bolt from TCC, SS2, SS4 and EPC solenoid bracket.

2. Remove low-reverse servo cover bolts. Remove servo cover, gasket, piston and rod. Hold valve body in position and remove control valve body bolts. See Fig. 3 . Carefully ease valve body from case while detaching manual valve inner lever pin. Clean and inspect valve body thoroughly. See CLEANING & INSPECTION . Installation

1. Install Valve Body Alignment Pins (T95L-70010-B and T95L-70010-C) into case. See Fig. 3 . Ensure new separator gasket is properly aligned. Install valve body to case, align manual valve with lever pin with manual valve. 2. Install 4 bolts at location "A", 2 bolts at location "B" and one bolt at location "C" fingertight, to locate valve body into case. See Fig. 3 . Remove valve body alignment pins. Install remaining bolts fingertight, except filter screen bolt and 3-4 shift solenoid bolts. 3. Tighten valve body bolts, starting from center bolts and working to outer edges. See TORQUE SPECIFICATIONS . Install manual valve detent spring and tighten bolt to specification. 4. Install low-reverse servo cover, piston, spring and gasket. Tighten bolts in crisscross pattern to specification. See TORQUE SPECIFICATIONS . Connect solenoid wires. Install wire loom guide, and protector. 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. Add 3 Qts. (2.8L) of ATF and start engine. Add fluid as necessary.

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Overhaul

Fig. 3: Control Valve Body Bolt Locations Courtesy of FORD MOTOR CO.

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Fig. 4: Control Valve Body Bolts Tightening Sequence Courtesy of FORD MOTOR CO. LOW-REVERSE SERVO Removal

1. Turn air suspension off (if equipped). Disconnect negative battery cable. Raise and support vehicle. Remove transmission oil pan and filter screen with "O" rings. 2. Remove low-reverse servo cover bolts. Remove servo cover and discard cover gasket. Remove servo piston, rod and return spring. Installation

1. For testing purposes, install a A4LD Servo Piston Return Spring (D4ZZ-7D031-A), with original return spring, servo piston and rod. Install Servo Rod Selecting Guage (T74P-77190-A) and tighten bolts to 10 Ft. Lbs. (14 N.m). 2. Tighten servo gauge adjusting screw to 35 INCH Lbs. (4 N.m). Install dial indicator with tip on servo piston pad. See Fig. 5 . Set dial indicator to zero. Back out servo gauge adjusting screw completely. Helpmelearn February-12-08 8:31:29 PM

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3. Read measurement taken by dial indicator. If measurement is .120-.220" (3.0-5.6 mm), go to next step. If measurement is less than, .120" (3 mm), use next shorter size rod. See SERVO PISTON ROD LENGTH IDENTIFICATION . If measurement is more than .220" (5.6 mm), use next size longer rod.

Fig. 5: Measuring Low-Reverse Servo Rod Length Courtesy of FORD MOTOR CO. 4. Remove dial indicator, servo guage, servo piston, rod, return spring and additional test spring. Install selected servo rod, return spring and piston. Install new separator plate and cover gasket. Install servo cover and tighten bolts in a crisscross pattern to specification. See TORQUE SPECIFICATIONS . 5. To complete installation, reverse removal procedure. See TORQUE SPECIFICATIONS . Add 3 Qts. (2.8L) of ATF and start engine. Add fluid as necessary. SERVO PISTON ROD LENGTH IDENTIFICATION Markings (1) 1 Groove No Groove

In. (mm) 2.085-2.112 (53-54) 1.986-2.014 (50-51)

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Overhaul

2 Groove (1) Identify rod length by number of grooves located on servo piston rod shaft.

1.888-1.915 (48-49)

FRONT & INTERMEDIATE SERVOS CAUTION: Servo covers are under spring tension. Use recommended tools to disassemble. Removal & Installation

1. Turn air suspension off (if equipped). Disconnect negative battery cable. Raise and support vehicle. Remove shift cable from control lever and bracket. Disconnect TR switch connector and remove TR switch. 2. Remove valve body. See VALVE BODY . Remove modulator heat shield (if equipped). Remove appropriate band adjusting screw locknut and remove band adjusting screw. 3. Install servo compressor tool and compressor cover. Remove servo cover retaining ring. Slowly remove pressure on servo cover by releasing adjusting nut on compressor tool. 4. Using servo removal tool, insert into case and locate onto servo rod. Pull back on servo removal tool and remove servo cover, piston, return spring and rod. To install, reverse removal procedure. Lubricate servo cover "O" ring with petroleum jelly before installing. Adjust appropriate band. See ADJUSTMENTS. EXTENSION HOUSING NOTE:

Parking pawl, return spring and shaft may fall during extension housing removal. Ensure parking pawl is installed correctly during reassembly.

Removal

1. Turn air suspension switch off (if equipped). Disconnect battery negative cable. Raise and support vehicle. Mark driveshaft(s) yoke and pinion flange for reassembly reference. Remove front (4WD) and rear driveshaft. Remove transfer case (if equipped). 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. Remove bolts and slide extension housing off output shaft. Installation

1. Ensure parking pawl and spring are installed in housing correctly. 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 Helpmelearn February-12-08 8:31:29 PM

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Removal

Raise and support vehicle. Mark driveshaft rear yoke and pinion flange for reassembly reference. Remove driveshaft. Remove extension housing oil seal. Remove extension housing bushing. Installation

1. Install bushing with lube hole at 3 o'clock position. Ensure lube hole in bushing aligns with lube groove in extension housing. Install seal with drain hole at 6 o'clock position. 2. Apply multi purpose long-life lubricant to seal lip and driveshaft yoke. Align index marks and install driveshaft. Add ATF as necessary. SOLENOIDS NOTE:

It is not necessary to remove valve body to replace solenoids

Removal & Installation

1. Turn air suspension switch off (if equipped). Disconnect negative battery cable. Raise and support vehicle. Loosen oil pan bolts and drain fluid. Remove oil pan, filter screen and "O" rings. Lift up wire loom guide and protector to disengage retaining pins from solenoid brackets. 2. Disconnect appropriate solenoid electrical connector. Remove appropriate solenoid bracket bolts. Remove solenoid. SS1 and TCC solenoids may pop out of bore when bracket is removed. Converter modulator valve may come out when TCC solenoid is removed. 3. To install, reverse removal procedure. Ensure solenoid bracket engages TCC/EPC solenoid grooves and shift solenoid pockets. 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. Add 3 Qts. (2.8L) of ATF and start engine. Add fluid as necessary. TRANSMISSION RANGE (TR) SENSOR Removal

1. Turn air suspension switch off (if equipped). Place transmission in "N" position. Disconnect negative battery cable. Raise and support vehicle. 2. Disconnect shift linkage from transmission lever ball stud. Disconnect electrical connector. Remove manual control outer lever. Remove TR sensor. Installation

1. Install TR sensor on manual lever. Install TR sensor bolts fingertight. Install TR Sensor Alignment Tool (T93P-70010-A) into 3 slots on TR sensor. Tighten TR sensor bolts to specification. See TORQUE SPECIFICATIONS . 2. Install manual control outer lever, tighten nut to specification. Connect electrical connector. Install shift linkage and adjust if necessary. Helpmelearn February-12-08 8:31:29 PM

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TROUBLE SHOOTING NOTE:

After verifying driveability complaint, perform trouble shooting and testing procedures in this article. For electronic diagnostics and testing, see AUTO TRANS DIAGNOSIS - 5R55E ELECTRONIC article. When trouble codes are retrieved, all engine related codes MUST be repaired first. For engine trouble code repair and diagnostic information, see appropriate TESTS W/CODES article in ENGINE PERFORMANCE section.

PRELIMINARY CHECKS 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 "P" 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 a 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. ENGAGEMENT FAULTS No Forward Engagement

Check the following: fluid level, shift linkage, low line control pressure, filter assembly (plugged), valve body (sticking valves), incorrectly tightened valve body, pump assembly, center support assembly, forward clutch assembly, rear one-way clutch assembly and output shaft (damaged). No Reverse Engagement

Check the following: fluid level, shift linkage, low line control pressure, filter assembly (plugged), valve body (sticking valves), incorrectly tightened valve body bolts (cross-leaks), low-reverse servo (damaged), pump assembly, low-reverse clutch and low-reverse clutch band. Harsh Reverse Engagement

Check the following: fluid level, shift linkage, incorrect line pressure, valve body (sticking valves), incorrectly tightened valve body bolts (cross-leaks), low-reverse servo, band and clutch assembly and oil pump assembly. Harsh Forward Engagement

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Check the following: fluid level, incorrect line pressure, valve body (sticking valves), incorrectly tightened valve body bolts (cross-leaks), pump assembly and forward clutch assembly. Delayed/Soft Reverse Engagement

Check the following: fluid level, shift linkage, low main line pressure, filter assembly (plugged), valve body (sticking valves), incorrectly tightened valve body bolts (cross-leaks), low-reverse servo, band and clutch assembly and pump assembly. Delayed/Soft Forward Engagement

Check the following: fluid level, low main line pressure, filter assembly (plugged), valve body (sticking valves), incorrectly tightened valve body bolts (cross-leaks), forward clutch and rear one-way clutch assembly. No Forward & No Reverse Engagement

Check the following: fluid level, low main line pressure, filter assembly (plugged), valve body (sticking valves), incorrectly tightened valve body, pump assembly and front one-way clutch assembly. No Forward In "D" & No Reverse Engagement

Check the following: fluid level, low main line pressure, filter assembly (plugged), valve body (sticking valves), incorrectly tightened valve body (cross-leaks), pump assembly, front one-way clutch assembly and/or mechanical damage. Harsh Forward & Reverse Engagements

Check the following: drive shaft ("U" joints), engine mounts (loose or worn), idle speed, fluid level, high main line pressure and valve body (sticking valves), incorrectly tightened valve body bolts (cross-leaks). Delayed/Soft Forward & Reverse Engagement

Check the following: fluid level and condition, low main control pressure, filter assembly (plugged), valve body (sticking valves), incorrectly tightened valve body bolts (cross-leaks) and pump assembly. SHIFTING FAULTS Some Or All Shifts Missing

Check the following: fluid level and condition, shift linkage (misadjusted cable or kickdown system), incorrect line pressure, filter assembly (plugged), valve body (SS1, SS2, SS3, SS4, EPC solenoids), incorrectly tightened valve body bolts (cross-leaks), front band, low-reverse clutch/band assembly, intermediate band, governor and transmission case (internal leaks). Early Or Late Shift Speeds

Check the following: engine performance, tire size, axle ratio, speedometer gear (incorrect tooth count), Helpmelearn February-12-08 8:31:29 PM

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incorrect line pressure and valve body (sticking valves), incorrectly tightened valve body bolts (cross-leaks). Erratic Or Hunting Shifting

Check the following: fluid level and condition, filter assembly (plugged), valve body (SS1, SS2, SS3, SS4, EPC solenoids), incorrectly tightened valve body bolts (cross-leaks) and governor. Soft Or Slipping Shift Feel

Check the following: fluid level and condition, filter assembly (plugged), incorrect line pressure, valve body (EPC solenoid), incorrectly tightened valve body bolts (cross-leaks), pump assembly, front band and intermediate band. Harsh Shift Feel

Check the following: fluid level, incorrect line pressure, valve body (EPC solenoid, separator plate), incorrectly tightened valve body bolts (cross-leaks), intermediate band and front band. No Manual 1st Gear

Check the following: shift linkage, valve body (SS1, SS2, SS3, SS4, EPC solenoids) and low-reverse clutch/band assembly. No Manual 2nd Gear

Check the following: incorrect line pressure, valve body (SS1, SS2, SS3, SS4, EPC solenoids) and intermediate band. No Torque Converter Clutch (TCC) Application

Check the following: valve body (TCC solenoid stuck open, TCC shuttle valve stuck in unlock position, TCC shift valve stuck in downshift position), torque converter and pump assembly. Torque Converter Clutch (TCC) Always Applied

Check the following: valve body (TCC shuttle valve stuck in locked position) and torque converter. Torque Converter Clutch (TCC) Cycling Or Chattering

Check the following: fluid contaminated, valvebody (TCC solenoid, converter clutch control valve) incorrectly tightened valve body bolts (cross-leaks) pump assembly and torque converter. MISCELLANEOUS FAULTS Transmission Overheating

Check the following: fluid level, incorrect line pressure, valve body (sticking valves), torque converter (seized Helpmelearn February-12-08 8:31:29 PM

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one-way clutch) and cooler line restriction. No Engine Braking In Manual 2nd Gear

Check the following: incorrect line pressure, front band assembly and intermediate band. No Engine Braking In Manual 1st Gear

Check the following: fluid level, shift linkage, incorrect line pressure, coast clutch assembly, low-reverse clutch/band and low-reverse one-way clutch assembly. Vehicle Movement With Gear Selector In Neutral Position

Check the following: fluid level, shift linkage (adjustment), front one-way clutch assembly, forward clutch assembly and low-reverse one-way clutch. Slips & Chatters In Manual 1st Position

Check the following: incorrect line pressure, valve body (sticking valves), low-reverse band and low-reverse one-way clutch. Slips & Chatters In Manual 2nd Position

Check the following: incorrect line pressure, valve body (sticking valves), intermediate band and low-reverse one-way clutch.

CLUTCH & BAND APPLICATION CLUTCH & BAND APPLICATION CHART Selector Lever Elements In Use Position "R" (Reverse) Low-Reverse Band, Direct Clutch & Front One-Way Clutch (1) "OD" (Overdrive) 1st Gear

Forward Clutch, Front One-Way Clutch (1) & Rear One-Way Clutch (1)

2nd Gear

Forward Clutch, Front Band, Front One-Way Clutch (1) & Rear One-Way Clutch (1)

3rd Gear

Forward Clutch, Intermediate Band & Front One-Way Clutch (1)

4th Gear

Forward Clutch, Direct Clutch & Front One-Way Clutch (1) Forward Clutch, Front Band & Direct Clutch

5th Gear "D" (Drive) (2) 1st Gear

Forward Clutch, Front One-Way Clutch Coast Clutch & Rear One-Way Clutch (1)

2nd Gear

Forward Clutch, Front Band, Front One-Way Clutch (1) & Rear One-Way

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Overhaul

Clutch (1) 3rd Gear Forward Clutch, Intermediate Band Coast Clutch & Front One-Way Clutch 4th Gear Forward Clutch, Direct Clutch Coast Clutch & Front One-Way Clutch "2" (Manual Select) Forward Clutch, Intermediate Clutch, Coast Clutch & Front One-Way Clutch "1" (Manual Select) Forward Clutch, Low-Reverse Clutch/Band, Coast Clutch, Front One-Way Clutch & Rear One-Way Clutch (1) (1) One-way clutch overruns during coasting operation. (2)

Transmission Control Switch (TCS) ON, overdrive cancelled.

TESTING SHIFT SPEED ROAD TEST 1. Ensure engine and transmission is at normal operating temperature. Road test vehicle in "D" (overdrive on). Apply minimum throttle and observe speeds at which upshift occurs and torque converter engages. See appropriate 5R55E SHIFT SPEEDS . 2. Stop vehicle. Press TCS switch, O/D OFF light will illuminate. Repeat step 1). Transmission will make all upshifts except 4-5. Torque converter lockup should occur above 27 MPH (46 km/h). 3. Press accelerator pedal to floor (WOT). Transmission should down shift from 3rd-to-2nd or 3rd-to-1st gear depending on vehicle speed. Torque converter clutch should unlock. 4. When traveling at approximately 30 MPH (48 km/h) in "D" and transmission is manually shifted into 1st gear, transmission should shift into 2nd gear. When speed drops below 20 MPH (32 km/h), transmission will downshift into 1st gear. 5. If transmission fails to upshift/downshift or torque converter clutch does not lock/unlock, see TROUBLE SHOOTING . 5R55E SHIFT SPEEDS (1997 AEROSTAR) (1)

Operating Condition Minimum Throttle 1-3 3-4 Partial Throttle 1-2 2-3 3-4 4-3 3-2 WOT 1-2 2-3 3-2

Shift Speed MPH 10-36 22-47 26-40 36-55 47-69 22-40 18-31 40-41 56-57 48-49

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3-1 & 2-1

(2)

Coast 3-2 2-1 Manual 2-1 (1) Speeds are approximate and apply to all axle ratios. (2)

11-13 9-11 25

Closed throttle, coasting condition.

5R55E SHIFT SPEEDS (1997 EXPLORER 4.0L OHV) (1)

Operating Condition Minimum Throttle 1-3 3-4 4-5 5-4 4-3 3-2 2-1 Partial Throttle 1-2 2-3 3-4 4-5 5-4 4-3 3-2 WOT 1-2 2-3 3-2 3-1 & 2-1

9-24 19-34 43-54 39-49 17-22 10-14 9-13 28-39 33-54 43-68 60-89 41-75 34-40 18-31 41 55 35 25

Coast (2) 3-2 2-1 Manual 2-1 (1) All speeds are approximate. (2)

Shift Speed MPH

13 11 25

Closed throttle, coasting condition.

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Overhaul

Fig. 6: 5R55E SHIFT SPEEDS (1997 EXPLORER 4.0L SOHC) 5R55E SHIFT SPEEDS (1997 RANGER) (1)

Operating Condition

Shift Speed MPH

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Minimum Throttle 1-3 3-4 Partial Throttle 1-2 2-3 3-4 4-3 3-2 WOT 1-2 2-3 3-2 3-1 & 2-1

7-30 16-41 11-15 34-54 42-68 20-32 16-31 31-33 53-57 33-35 22-25

Coast (2) 3-2 2-1 Manual 2-1 (1) Speeds are approximate and apply to all axle ratios. (2)

11-13 9-11 28-35

Closed throttle, coasting condition.

5R55E SHIFT SPEEDS (1998 EXPLORER 4.0L OHV) (1)

Operating Minimum Throttle 1-2 2-3 3-4 4-5 5-4 4-3 3-2 2-1 Partial Throttle 1-2 2-3 3-4 4-5 5-4 4-3

Shift Speed 12-21 15-27 20-35 42-66 39-43 17-19 9-11 7-11 26-39 35-54 44-68 59-95 39-73 18-42

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3-2 2-1 WOT 1-2 2-3 3-4 4-5 5-4 4-3 3-2 3-1 & 2-1

10-11 9-12 41 57 72 100 90 66 48 25

Coast (2) 3-2 2-1 Manual 2-1 (1) Speeds are approximate and apply to all axle ratios. (2)

11 10 28

Closed throttle, coasting condition.

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Overhaul

Fig. 7: 5R55E SHIFT SPEEDS (1998 EXPLORER 4.0L SOHC) 5R55E SHIFT SPEEDS (1998 RANGER) (1)

Operating Condition Minimum Throttle 1-3 3-4 4-5 5-4 4-3 3-2 2-1 Partial Throttle 1-2 2-3 3-4 4-5 5-4 4-3 3-2 2-1 WOT 1-2 2-3 3-4 4-5 5-4 4-3 3-2 3-1 & 2-1

14-28 21-46 39-60 34-36 28-30 12-22 6-11 25-39 36-56 43-72 58-93 34-66 31-63 22-31 11-16 38-40 56-59 73-77 100-101 88-92 72-96 48-50 26-27

Coast (2) 3-2 2-1 Manual 2-1 (1) Speeds are approximate and apply to all axle ratios. (2)

Shift Speed MPH

12-13 6-7 29-30

Closed throttle, coasting condition.

CONVERTER CLUTCH TEST Connect tachometer to engine. Ensure engine and transmission is at normal operating temperature. Drive Helpmelearn February-12-08 8:31:29 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Overhaul

vehicle at approximately 50 MPH (80 km/h) in "D" (overdrive on). Release throttle for about 2 seconds then reapply throttle to previous setting. Engine RPM should increase when throttle is released (clutch disengages). Engine RPM should decrease in about 5 seconds (clutch engages), after throttle is reapplied. If converter clutch does not engage or is engaged continuously, see AUTO TRANS DIAGNOSIS - 5R55E ELECTRONIC article. LINE PRESSURE TEST Test Procedure

1. Connect pressure gauge to line pressure test port. See Fig. 8 . Start engine. Apply service and parking brakes. Check pressure in all gears. See LINE PRESSURE SPECIFICATIONS . 2. If line pressure is not within specification, disconnect line pressure gauge and reinstall plug. Remove Electronic Pressure Control (EPC) test plug. See Fig. 9 . Connect pressure gauge to EPC test port. Start engine. Apply service and parking brakes. Check pressure in all gears. See EPC PRESSURE SPECIFICATIONS . 3. If EPC or line pressure is not within specification, perform appropriate electronic test. See AUTO TRANS DIAGNOSIS - 5R55E ELECTRONIC article. If no electronic faults are present, perform air pressure test. See AIR PRESSURE TEST . Service valve body or pump as required. See LINE PRESSURE DIAGNOSIS .

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Overhaul

Fig. 8: Identifying Line Pressure Test Port Courtesy of FORD MOTOR CO.

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Fig. 9: Identifying EPC Pressure Test Port Courtesy of FORD MOTOR CO. LINE PRESSURE SPECIFICATIONS Selector Position @ Idle RPM PSI Aerostar "P" & "N" 82-112 "R" 100-130 "D", "2" & "1" 80-110 Explorer 4.0L OHV "P" & "N" 95-125 "R" 138-168 "D", "2" & "1" 80-110 Explorer 4.0L SOHC "P" & "N" 75-105 "R" 102-132 "D", "2" & "1" 93-123 Ranger "P" & "N" 95-125

@ WOT Stall RPM PSI N/A 282-350 228-263 N/A 282-350 228-263 N/A 282-350 228-263 N/A

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Overhaul

"R" "D", "2" & "1"

138-168 80-110

282-350 228-263

EPC PRESSURE SPECIFICATIONS Selector Position @ Idle RPM PSI Aerostar "P" & "N" 26-36 "R" 57-67 "D", "2" & "1" 25-35 Explorer 4.0L OHV "P" & "N" 32-42 "R" 52-62 "D", "2" & "1" 25-35 Explorer 4.0L SOHC "P" & "N" 22-32 "R" 55-65 "D", "2" & "1" 39-49 Ranger "P" & "N" 32-42 "R" 52-62 "D", "2" & "1" 25-35

@ WOT Stall RPM PSI N/A 112-134 112-134 N/A 112-134 112-134 N/A 112-134 112-134 N/A 112-134 112-134

LINE PRESSURE DIAGNOSIS Compare recorded control pressures to control pressures listed in TABLE. See LINE PRESSURE SPECIFICATIONS . If control pressures are outside of specified ranges, use symptoms to determine cause of trouble. High At Idle In All Ranges

Wiring harness, EPC boost valve, EPC solenoid, or main regulator valve. Low At Idle In All Ranges

Low fluid level, restricted intake screen or filter, loose valve body bolts, pump leakage, case leakage, faulty valve body or separator plate. Low In All Forward Ranges

Forward clutch, valve body or front band servo. Low In "P"

Valve body. Helpmelearn February-12-08 8:31:29 PM

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Low In "R"

Separator plate, rear servo, low-reverse clutch/band, front band servo, valve body or forward clutch. Low In "N"

Valve body or front band servo. Low In "OD"

Forward clutch, front band servo or valve body. Low In "D"

Forward clutch, front band servo or valve body. Low In "1"

Forward clutch or valve body. Low In "2"

Intermediate band servo, front band servo or forward clutch. STALL SPEED TEST Testing Precautions

1. Engine coolant and transmission fluid must be at proper levels and operating temperatures. Linkages must be adjusted properly. Hold accelerator down just long enough to get a stable tachometer reading. DO NOT depress accelerator to WOT 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 2 minutes to cool transmission . If engine speed exceeds specification, release accelerator immediately, as this is an indication of clutch or band slippage. Test 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 . If engine speed is not within specifications, diagnose and repair. See STALL SPEED TEST DIAGNOSIS . STALL SPEED SPECIFICATIONS Application Aerostar Ranger

Stall Speed RPM 2454-2833 2405-2800

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Explorer (1997) Explorer (1998 4.0L OHV) Explorer (1998 4.0L SOHC)

2453-2833 2453-2833 2510-3003

STALL SPEED TEST DIAGNOSIS Low In All Ranges

Poor engine performance. Faulty torque converter stator one-way clutch. High In "OD", "D" & "1"

Front one-way clutch or rear one-way clutch faulty. High In "D", "2" & "1"

Forward clutch or front one-way clutch faulty. High In "OD" Only

Forward clutch or front one-way clutch faulty. High In All Ranges

General transmission problems are indicated. Perform control pressure tests. High In "R" Only

Front one-way clutch, low-reverse and high clutch, low-reverse band or servo faulty. High In "2" Only

Intermediate band or servo faulty. High In "1" Only

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. Install Transmission Test Plate (T95L-77000-AH) and Test Plate Gasket (T95L-77000-AH1). Using shop air (40 psi maximum), apply air to indicated points. See Fig. Helpmelearn February-12-08 8:31:30 PM

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10 . A dull thud can be heard or movement felt when clutch or band is applied. If clutch seals or check balls are leaking a hissing sound may be heard. If air pressure applied to a clutch passage fails to operate clutch or operates clutches simultaneously, check fluid passages in case and oil pump. Use air pressure to detect obstructions. NOTE:

Cover vent in test plate with shop towel to prevent fluid spray. Do not plug or apply air pressure to test plate vent.

Fig. 10: Air Pressure Test Points Courtesy of FORD MOTOR CO. TRANSMISSION COOLER FLOW TEST NOTE:

Before performing TRANSMISSION COOLER FLOW TEST, ensure shift cables and linkages are properly adjusted. Ensure fluid level is correct and line pressures are within specifications. See LINE 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. Start engine and run at idle with transmission in "N" position. Helpmelearn February-12-08 8:31:30 PM

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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 (01400028). 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. 11 . 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.

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Fig. 11: Installing Torque Converter End Play Tester Courtesy of FORD MOTOR CO. 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. Helpmelearn February-12-08 8:31:30 PM

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REMOVAL & INSTALLATION See appropriate TRANSMISSION REMOVAL - A/T article in AUTOMATIC TRANSMISSION SERVICING section.

TRANSMISSION DISASSEMBLY NOTE:

See Fig. 24 , Fig. 25 , and Fig. 26 for exploded view of internal parts, thrust washer and needle bearing locations.

1. Remove transfer case, if equipped. Remove torque converter and input shaft. Splined input shaft ends are different. End with shorter splines is inserted first into transmission. Remove Vehicle Speed Sensor (VSS). Remove transmission modulator heat shield (if equipped). Remove manual control outer lever. Remove TR sensor. 2. Remove extension housing oil seal. Remove extension housing bushing (if necessary). Remove extension housing. Remove parking pawl, return spring and shaft. Remove oil pan and filter screen. Lift up wire loom guide and protector to disengage retaining pins from solenoid brackets. Disconnect 6 solenoid electrical connectors. Remove manual valve detent lever spring. Remove low-reverse servo bolts. Remove servo cover, gasket, piston and rod. NOTE:

DO NOT remove center bolt from SS1 and SS3 solenoid bracket or forward bolt from TCC, SS2, SS4 and EPC solenoid bracket. See Fig. 3 .

3. Remove valve body bolts. Remove valve body and gasket from case. Remove and discard front and intermediate band adjusting screw lock nuts. Back off adjusting screws completely. Using Servo Cover Compressor (T95L-77028-A), remove front and intermediate servo cover snap ring. Using Servo Removal Tool (T97T-7D021-A), remove front and intermediate servo cover, piston and spring. 4. Remove and discard 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. Compress front band and remove anchor strut and adjusting screw. 5. Remove and mark front band. Mark anchor and apply end of band for reassembly reference. Lift out front brake and coast clutch drum. Remove front band apply strut and actuating lever shaft. Lift out front planetary gear carrier assembly with No. 2 thrust bearing. Remove servo band lever and front control bracket. NOTE:

Mark actuating lever and shaft for reassembly to front assembly. Front actuating lever shaft is longer than the intermediate actuating lever shaft.

6. Lift out front ring gear, one-way clutch and center shaft assembly. Remove No. 3 thrust bearing. Remove 5 mm Allen head bolt retaining center support. Remove lock nut from center support. Disconnect Turbine Shaft Speed (TSS) sensor connector from 16-pin case connector. Remove TSS sensor. 7. Remove case wiring connector retaining ring. Depress tab on back side of case wiring connector while pushing down on connector. Remove connector and harness through bottom of case. Remove center support snap ring from case. Remove center support by pulling upward, carefully and evenly. Remove Helpmelearn February-12-08 8:31:30 PM

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No. 4 thrust bearing, located behind center support. 8. Remove intermediate band anchor strut through bottom of case. Remove intermediate band adjusting screw. Remove and mark intermediate band. Mark anchor and apply end of band for reassembly reference. Remove intermediate band actuating lever and shaft. Remove and mark intermediate band servo lever. NOTE:

Mark actuating lever and shaft for reassembly to intermediate assembly. Intermediate actuating lever shaft is shorter than the front actuating lever shaft.

9. Remove intermediate brake and direct clutch drum, No. 5 thrust washer and forward clutch cylinder. Remove No. 6A thrust bearing. Remove forward ring gear and hub. Remove No. 6B thrust bearing from forward ring gear hub. Remove No. 7 thrust bearing. 10. Remove forward planetary gear set. Remove input shell with forward sun gear. Remove and mark reverse planet carrier No. 8 thrust bearing. Remove low-reverse planetary gear retaining ring. 11. Remove low-reverse planetary gear assembly. Remove and mark No. 9 thrust bearing. Remove output shaft sleeve. Remove and discard output shaft snap ring. Remove output shaft ring gear and hub. Remove and mark No. 10 thrust washer. 12. Remove low-reverse drum and one-way clutch assembly. Inner race of rear one-way clutch is not removable. Remove low-reverse band. Remove output shaft. Remove park gear. Remove and mark No. 11 thrust washer. 13. Remove manual valve inner lever nut. Remove manual valve inner lever and parking pawl actuating rod. To loosen manual control lever shaft retaining pin, tap lightly on each side pin, using small hammer and drift. Remove retaining pin, manual control lever shaft and seal.

COMPONENT DISASSEMBLY & REASSEMBLY NOTE:

New clutch plates must be soaked in clean ATF for at least 30 minutes prior to assembly of clutch pack.

CONVERTOR HOUSING & PUMP Disassembly

1. Remove front pump gasket, square cut seal ring, 2 front brake drum seal rings and front pump support seal ring. See Fig. 12 . Remove front pump-to-convertor housing bolts. 2. Remove front pump support, gear and adapter plate. Remove pump gears. Remove metal displaced by prior staking. Remove front pump seal. See related components under CLEANING & INSPECTION . Reassembly

To reassemble, reverse disassembly procedure. Install new convertor hub-to-convertor housing seal. Protect oil passages on rear of convertor housing while installing seal.

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Fig. 12: Exploded View Of Convertor Housing & Pump Courtesy of FORD MOTOR CO. COAST CLUTCH Disassembly

1. Remove pressure plate retaining snap ring. Remove pressure plate and clutch pack. Using appropriate spring compressor, compress clutch springs and remove retaining ring. Carefully release pressure on springs. 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. Clean and inspect all parts. See CLEANING & INSPECTION . Reassembly

1. Install inner and outer piston seals. Ensure seal lips face bottom of cylinder. Apply transmission fluid to seals and install clutch piston into Coast Clutch Outer Seal Sizing Tool (307-335). Ensure coast clutch drum check ball is free in cage. 2. Remove clutch piston from sizing tool and install into coast clutch drum. Install piston springs and spring retainer. Compress springs and install retaining snap ring. Carefully remove spring compressor. Install 2 steel plates and 2 friction plates in alternating order, starting with steel plate first. See Fig. 13 . Install Helpmelearn February-12-08 8:31:30 PM

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pressure plate and secure pack with retaining snap ring. NOTE:

Coast clutch friction plates are directional. Plates must be installed with grooves angled clockwise (I.D. to O.D.). When installing new plates, the word "TOP" should face up.

3. While pushing down on clutch pack, use a feeler gauge to check clearance between retaining snap ring and pressure plate. If clearance is not .051-.079" (1.3-2.0 mm), install correct thickness retaining snap ring. 4. Retaining snap rings are available in the following thicknesses: .054" (1.37 mm), .068" (1.73 mm), .082" (2.08 mm) and .096" (2.44 mm). Once correct retaining snap ring is installed, recheck clearance. 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. 13: Exploded View Of Coast Clutch Courtesy of FORD MOTOR CO. DIRECT CLUTCH Disassembly

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INSPECTION . Reassembly

1. Install inner and outer piston seals. Ensure seal lips face bottom of cylinder. Apply transmission fluid to seals and install clutch piston into Direct Clutch Outer Seal Sizing Tool (T95L-70010-E). Ensure coast clutch drum check ball is free in cage. Remove clutch piston from sizing tool and install into direct clutch drum. 2. Install piston springs and spring retainer. Compress springs and install retaining snap ring. Carefully remove spring compressor. Install a steel plate and then a friction plate. Alternately install remaining discs in clutch pack. Install same number of discs as removed. See Fig. 14 . Install pressure plate and secure pack with retaining snap ring. NOTE:

Direct clutch friction plates are directional. Plates must be installed with grooves angled clockwise (I.D. to O.D.). When installing new plates, the word "TOP" should face up.

Fig. 14: Exploded View Of Direct Clutch Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 8:31:30 PM

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FORWARD CLUTCH Disassembly

1. Remove pressure plate retaining snap ring. Remove pressure plate and clutch pack. Using appropriate spring compressor, compress clutch springs and remove retaining ring. Carefully release pressure on springs. 2. Remove spring compressor, spring retainer, clutch springs and cushion spring. Install center support on forward clutch cylinder. Apply air pressure to left side, mid-sized port. DO NOT exceed 20 psi (1.4 kg/cm2 ). Piston will be forced out. See Fig. 15 . Remove "O" rings from piston and clutch body. Clean and inspect all parts. See CLEANING & INSPECTION .

Fig. 15: Removing Forward Clutch Piston Courtesy of FORD MOTOR CO. Reassembly

1. Install inner and outer piston seals and cushion spring. Coat piston components and seal with petroleum jelly. Using inner and outer Seal Lip Protectors (T74P-77548-A and T74P-77548-B), install clutch piston into body. Remove seal lip protectors. Install compression springs and spring retainer. Compress springs and install retaining snap ring. Carefully remove spring compressor. 2. Ensure cushion is installed between steel clutch plate and piston. See Fig. 16 . Install a steel plate and then a friction plate. Alternately install remaining discs in clutch pack. Install pressure plate and secure pack with retaining snap ring. Helpmelearn February-12-08 8:31:30 PM

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NOTE:

Forward clutch friction plates are directional. Plates must be installed with grooves angled counterclockwise (I.D. to O.D.). When installing new plates, the word "TOP" should face up.

3. While pushing down on clutch pack, use a feeler gauge to check clearance between retaining snap ring and pressure plate. If clearance is not .055-.083" (1.4-2.1 mm), install correct thickness retaining snap ring. 4. Retaining snap rings are available in the following thicknesses: .054" (1.37 mm), .068" (1.73 mm), .082" (2.08 mm) and .096" (2.44 mm). Once correct retaining snap ring is installed, recheck clearance. 5. Install forward clutch cylinder seal rings, ensure seal rings are interlocked and ring gaps 180 degrees apart. Install center support on forward clutch cylinder. Apply air pressure to left side (middle-sized) port. See Fig. 13 . Piston must apply under pressure and release when air is removed.

Fig. 16: Exploded View Of Forward Clutch Assembly Courtesy of FORD MOTOR CO. FORWARD GEAR TRAIN ASSEMBLY Helpmelearn February-12-08 8:31:30 PM

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NOTE:

Forward gear train assembly consists of direct clutch assembly, forward clutch assembly and forward planetary gear set.

Assembly

1. Install No. 5 thrust washer on direct clutch drum, ensure tabs are properly aligned. Install forward clutch assembly into direct clutch drum. Install No. 6A thrust bearing, with tabs facing up, into clutch cylinder. Install No. 6B thrust washer into ring gear hub. Install ring gear and hub into clutch cylinder. See Fig. 17 . 2. Install No. 7 thrust bearing into ring gear. Install forward planet assembly into ring gear. Install new retaining ring on sun gear. Install input shell and forward sun gear assembly, ensure sun gear aligns with planet assembly and input shell aligns with direct clutch drum.

Fig. 17: Exploded View Of Forward Gear Train Assembly Courtesy of FORD MOTOR CO. FRONT ONE-WAY CLUTCH CAUTION: Front one-way clutch is serviced with front center shaft. Damage to clutch may occur if removed. Disassembly

Remove front center shaft retaining ring. Remove front center shaft from ring gear. Temporarily insert planet Helpmelearn February-12-08 8:31:30 PM

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gear front carrier into one-way clutch rollers. Planet assembly should only rotate in counterclockwise direction. Remove planet gear carrier assembly. See Fig. 18 . Reassembly

1. Install front center shaft and front one-way clutch into front ring gear. Install center shaft retaining ring. Install No. 2 thrust bearing between front center shaft face and planetary gear front carrier. Install front carrier into front center shaftand front ring gear. 2. Ensure No. 12 thrust bearing race is centered and lip faces toward sun gear. Install front sun gear into front carrier. Install coast clutch adapter on front sun gear. See Fig. 19 .

Fig. 18: Front One-Way Clutch Rotation Courtesy of FORD MOTOR CO.

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Fig. 19: Exploded View Of Front One-Way Clutch Courtesy of FORD MOTOR CO. REVERSE BRAKE DRUM NOTE:

Reverse one-way clutch is part of brake drum assembly. Inspect reverse oneway clutch and brake drum for damage or wear. If reverse one-way clutch is bad, replace as an assembly.

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 solenoid bracket bolts and solenoids. SS3 and TCC solenoids may pop out of bore when bracket is removed. Convertor modulator valve may come out when TCC solenoid is removed. Remove 3 Torx bolts, separator plate and gasket. 2. Note location and remove check balls, extension housing lube orifice, relief valves with springs, and EPC limit circuit screen. See Fig. 20 . Remove retaining plates, dowels, plugs and valves with springs from valve body. See Fig. 21 . Clean and inspect all parts. See CLEANING & INSPECTION . Reassembly

1. Lubricate all parts with transmission fluid. Install valves, springs, plugs, and pins. See Fig. 21 . Ensure check balls are installed in proper locations. See Fig. 20 . Install relief valves and springs, extension housing lube orifice, and EPC limit circuit screen. DO NOT mix relief valves and springs, as they are not interchangeable. Helpmelearn February-12-08 8:31:30 PM

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2. Using new gasket, apply petroleum jelly to keep gasket in place during separator plate reassembly. Install separator plate. Install solenoids and brackets. SS1, SS2, SS3, and SS4 solenoids are interchangeable.

Fig. 20: Location Of Check Balls & Relief Valves Courtesy of FORD MOTOR CO.

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Fig. 21: Exploded View Of Valve Body Assembly Courtesy of FORD MOTOR CO.

CLEANING & INSPECTION CLEANING Helpmelearn February-12-08 8:31:30 PM

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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 30 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. NOTE:

All main control assembly valves are anodized aluminum. Valves cannot be sanded, filed or dressed in any way. If valves have scratches, nicks or burrs that prevent free movement, main control assembly must be replaced.

Control Valve Body

Inspect all springs for distortion. Roll manual valve on flat surface to check for bent condition. Clean and inspect 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. 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 driveshaft 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. 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 Helpmelearn February-12-08 8:31:30 PM

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Inspect outer and inner races for scoring or damage. Inspect rollers and springs for damage. Inspect roller cage for damaged spring retainers. Low-Reverse Clutch/Band

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 ATF during reassembly. Thrust washers, bearings and gaskets should be held in place with petroleum jelly. See Fig. 27 for location of thrust washers and bearings.

1. Install manual control lever shaft seal. See Fig. 25 and Fig. 26 . Install control lever shaft and retaining pin. Assemble manual valve inner lever and parking pawl actuating rod. Install manual valve inner lever and nut. Tighten nut to specification. See TORQUE SPECIFICATIONS . 2. Lubricate and install No. 11 thrust washer with tabs facing into case. Install park gear. Install low-reverse brake drum. Lubricate and install No. 10 bearing onto the output shaft ring gear. 3. Install output shaft through park gear. Install output shaft ring gear and hub. Install NEW output shaft retaining ring. Install output shaft sleeve with cone facing upward. Lubricate and install No. 8 and No. 9 bearings onto low-reverse planetary gear assembly. 4. Install low-reverse planetary gear assembly into output shaft ring gear. Pull brake drum forward and install low-reverse planetary gear assembly retaining ring into brake drum groove. Install low-reverse brake band over brake drum ensuring band rests on anchor pins. 5. Temporarily install low-reverse band servo piston and rod to hold band in position. Install forward gear train assembly. Turn transmission so output shaft points downward. Place Gauge Bar (T93L-77003-AH) on case shoulder. See Fig. 22 .

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Overhaul

Fig. 22: Measuring No. 4 Thrust Washer Clearance Courtesy of FORD MOTOR CO. 6. Using depth micrometer, measure between gauge bar and intermediate brake drum No. 4 thrust bearing mating surface at 2 locations, 180 degrees apart. Use the following formula to select correct thrust bearing thickness: z "T" = ("A" + "B") - "C" divided by 2 z "A" = Depth measurement to one side thrust bearing mating surface. z "B" = Depth measurement of opposite thrust bearing mating surface. z "C" = Gauge bar thickness. z "T" = Thrust bearing thickness required. 7. Select and install No. 4 thrust bearing onto center support. See No. 4 SELECTIVE THRUST BEARING TABLE. The No. 4 selective thrust bearing is used to obtain end play of .008-.022" (.21-.55 mm). Install intermediate servo actuating lever. Install intermediate band lever through servo actuating lever. Install intermediate band apply strut onto servo actuating lever. 8. Install intermediate band and ensure apply strut is aligned correctly. Temporarily install intermediate band adjusting screw and anchor strut. Install center support into intermediate brake and direct clutch drum. Ensure center support screw hole alligns correctly with case hole. 9. Temporarily install input shaft and wiggle it until center support is seated properly. Remove input shaft. Install center support retaining ring with tapered side facing up. Ensure retaining ring does not block center support notch. See Fig. 23 . Install center support locknut and cage. Install center support-to-case screw and tighten to specifications. See TORQUE SPECIFICATIONS .

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Fig. 23: Installing Center Support Retaining Ring Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 8:31:30 PM

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10. Route Turbine Shaft Speed (TSS) sensor wiring through case and install into center support. Install TSS sensor screw and tighten to specifications. See TORQUE SPECIFICATIONS . Install No. 3 thrust bearing onto center support. Install front planetary carrier, ring gear, one-way clutch and center shaft assembly. 11. Using Turbine Shaft Speed Sensor Guage (T95L-70010-F), place thick end over TSS sensor. Rotate trigger wheel ensuring all windows clear gauge. If trigger wheel is bent, replace front planetary gear and trigger wheel. Install front brake drum and coast clutch drum assembly. 12. Install front servo band lever and front band lever-to-case bracket. Install front band lever shaft through band lever. Install front band apply strut onto band lever. Install front band over front brake and coast clutch drum. If band is reused, ensure band is installed in same position as when removed. Temporarily install front band adjusting screw as an alignment guide for front band anchor strut. 13. Lubricate and install No. 1 thrust washer onto pump. Install pump body into case and ensure pump is seated properly. Place gauge bar across case. See Fig. 24 . Using depth micrometer, measure depth to pump face in 2 places, 180 degrees apart. Use the following formula to calculate correct No. 1 thrust washer thickness: z "T" = ("A" + "B") - "C" divided by 2 z "A" = Depth measurement of one side pump surface. z "B" = Depth measurement of opposite side pump surface. z "C" = Gauge bar thickness. z "T" = Measured front end clearance.

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Fig. 24: Checking End Play Courtesy of FORD MOTOR CO. 14. Remove depth gauge and gauge bar. Remove pump and thrust washer. Front end clearance should be .007-.028" (.18-.70 mm). If measured front end clearance is less than specification, replace thrust washer with thinner washer necessary to obtain specification. See NO. 1 SELECTIVE THRUST WASHER TABLE. If measured front end clearance is more than specification, replace thrust washer with thicker washer necessary to obtain specification. See NO. 1 SELECTIVE THRUST WASHER TABLE. 15. If new thrust washer is selected, repeat steps 13) and 14). Install new "O" ring on pump drive gear. Lubricate Front Pump Seal Sizing Tool (T95L-70010-G) and place into drive gear to seat "O" ring. 16. Remove front pump seal sizing tool. 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. The larger gear has a dimple on one side which must face toward rear of transmission. Helpmelearn February-12-08 8:31:31 PM

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17. Install pump adaptor plate. Position pump housing and adaptor plate onto converter housing. Notch on outside of adaptor plate will be at 9 o'clock position relative to convertor housing. Install bolts finger tight. 18. 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. 19. Install 6 new Allen bolts. Tighten to specification. See TORQUE SPECIFICATIONS . Remove alignment tool. Install front brake drum seal rings. Ensure seal ring ends are properly overlapped and ring gaps are placed 180 degrees apart. Coat converter housing gasket with petroleum jelly and position on converter housing. 20. Install seal ring on converter housing. Position No. 1 selected thrust washer on rear of pump. Turn convertor housing over and install front pump support seal ring. Install input shaft and convertor guide pins. Install and align converter housing and pump to transmission case. Remove alignment pins. Install 8 new bolts with "O" rings and tighten to specification. See TORQUE SPECIFICATIONS . 21. Remove input shaft. Replace piston "O" ring and install intermediate servo piston assembly. Install piston cover and snap ring. Replace piston "O" ring and install front servo piston assembly. Install piston cover and snap ring. Do not press servo cover and "O" ring past relief hole in case. "O" ring damage may occur. 22. Install new lock nut on front band adjusting screw. Apply petroleum jelly to lock nut seal. Tighten adjusting screw to 120 INCH lbs. (14 N.m) and back off exactly 2 turns. Hold adjusting screw and tighten lock nut to 35-45 ft. lbs. (47-61 N.m). Repeat procedure for intermediate band adjusting screw, except back off intermediate band adjusting screw exactly 2 1/2 turns. 23. Lubricate and install new 16-pin connector "O" rings. Install 16-pin connector through case hole and ensure tab locks in place. Install case connector retaining ring. Install TSS connector into 16-pin case connector. 24. Align valve body to separator plate and gasket using tapered punches. Use a small amount of petroleum jelly to hold gasket in place. Install Valve Body Alignment Pins (T95L-70010-B and T95L-70010-C) into case. Install valve body onto case while aligning manual valve with manual valve inner lever pin. NOTE:

Valve body bolts are of different lengths. Ensure each bolt is installed in its correct location. See Fig. 3 .

25. Install and finger tighten bolts "A", "B", and "C". See Fig. 3 . Remove valve body alignment pins. Install and finger tighten re maining bolts. Do not install filter screen bolt at this time. Tighten all bolts to specification in sequence. See Fig. 3 . Install manual lever detent spring. NOTE:

If low-reverse servo piston rod is to be checked, perform installation procedures in LOW-REVERSE SERVO under ON-VEHICLE SERVICE. Ensure Servo Check Spring (D4ZZ-7D031-A) is removed after checking piston rod travel.

26. Install solenoid connectors. Install wiring protector and guide. 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. 27. Install parking pawl and return spring in extension housing. Using new gasket, install extension housing. Helpmelearn February-12-08 8:31:31 PM

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Ensure operating parking rod is correctly seated in extension guide cup. Install and tighten bolts to specification. 28. Install extension housing bushing (if removed). Ensure lube hole in bushing is aligned with slot in extension housing at 3 o'clock position. Install rear seal with drain hole at 6 o'clock position. 29. Install transmission range sensor on manual lever. Install sensor bolts finger tight. Rotate manual lever to neutral position (2 detents rearward). Install TR Sensor Alignment Tool (T97L-70010-A) into 3 slots on sensor. Tighten TR sensor bolts to specification and remove alignment tool. Install manual control outer lever. Tighten nut to specification. See TORQUE SPECIFICATIONS . 30. Install heat shield (if equipped). Install VSS with new "O" ring (if necessary). 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 .40-.57" (10.23-14.43 mm).

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Fig. 25: Exploded View Of 5R55E Transmission (1 Of 2) Courtesy of FORD MOTOR CO.

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Fig. 26: Exploded View Of 5R55E Transmission (2 Of 2) Courtesy of FORD MOTOR CO.

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Fig. 27: Exploded View Of Thrust Bearing & Washer Locations Courtesy of FORD MOTOR CO. NO. 4 SELECTIVE THRUST BEARING Average Reading In. (mm) Bearing Thickness In. (mm) .066-.073 (1.67-1.90)

.104-.110 (2.65-2.80)

Identification Notches (1) None

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS 5R55E Overhaul

.073-.080 (1.86-2.04) .110-.116 (2.80-2.95) .081-.088 (2.05-2.23) .118-.124 (3.00-3.15) .089-.096 (2.25-2.43) .126-.132 (3.20-3.35) (1) Number of notches located on thrust bearing. NO. 1 SELECTIVE THRUST WASHER Identification Blue White Green Red Tan Black Yellow

1 2 3

Thickness In. (mm) .053-.055 (1.35-1.40) .061-.063 (1.55-1.60) .069-.071 (1.75-1.80) .073-.075 (1.85-1.90) .077-.079 (1.95-2.00) .081-.083 (2.05-2.10) .085-.087 (2.15-2.20)

TRANSMISSION SPECIFICATIONS TRANSMISSION SPECIFICATIONS Application Converter End Play (Max.) New Or Rebuilt Convertor Used Convertor Coast Clutch Pack Clearance Direct/Reverse Clutch Pack Clearance Forward Clutch Pack Clearance

In. (mm) .023 (.58) .050 (1.27) .051-.079 (1.30-2.00) .051-.079 (1.30-2.00) .055-.083 (1.40-2.10)

TORQUE SPECIFICATIONS TORQUE SPECIFICATIONS Application Band Adjuster Lock Nut Converter Housing-To-Case Converter-To-Flywheel Nuts Crossmember Bolts Crossmember Nuts Extension Housing-To-Case Manual Lever Inner Nut Manual Lever Outer Nut Oil Cooler Line-To-Connector Nut

Ft. Lbs. (N.m) 35-45 (47-61) 27-39 (37-53) 22-30 (30-40) 63-87 (85-118) 65-85 (88-115) 27-39 (37-53) 30-40 (41-54) 30-40 (41-54) 18-23 (24-31)

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5/16" Tube Nut Oil Pump-To-Converter Housing Transmission-To-Engine

26-32 (35-43) 16-21 (22-28) 30-41 (40-55) INCH Lbs. (N.m) 80-115 (9-13) 106-124 (12-14) 89-133 (10-15) 53-71 (6-8) 53-71 (6-8) 71-98 (8-11) 115-132 (13-15) 71-98 (8-11) 71-98 (8-11)

Center Support-to-Case Bolt Low-Reverse Servo Cover Bolt Pressure Plug Separator Plate Bolt Solenoid Clamp Bolts Speed Sensor Bolt Transmission Oil Pan Bolt TR Sensor Valve Body-to-Case Bolt

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1997 Ford Explorer TRANSMISSION REMOVAL & INSTALL - A/T (4R44E/5R55E) 1997 AUTOMATIC TRANSMISSION REMOVAL Ford Motor Co. - 4R44E/5R55E

TRANSMISSION REMOVAL & INSTALL - A/T (4R44E/5R55E) 1997 AUTOMATIC TRANSMISSION REMOVAL Ford Motor Co. - 4R44E/5R55E

APPLICATION TRANSMISSION APPLICATION Model 3.0L 4.0L

Transmission 4R44E 5R55E

REMOVAL & INSTALLATION CAUTION: On vehicles equipped with electrical air suspension, power to air suspension system must be shut off prior to hoisting, jacking or towing an air suspension vehicle. The air suspension switch is located behind right kick panel area. Failure to do so can result in inflation or deflation of air springs, which may cause vehicle to shift during these operations. CAUTION: When battery is disconnected, vehicle computer may lose memory data. Driveability problems may exist until computer systems have completed a relearn cycle. See the COMPUTER RELEARN PROCEDURES article in the GENERAL INFORMATION section before disconnecting battery. Removal

1. Place selector lever in Neutral. Disconnect negative battery cable. Remove transmission dipstick. Raise and support vehicle. Drain transmission. 2. On 3.0L models, Remove torque converter access cover. On all models, Remove starter. Mark torque converter and flexplate alignment for installation reference. Remove and discard torque converter nuts. 3. Mark drive shaft alignment for installation reference. Remove drive shaft and plug extension housing. Remove speedometer cable from extension housing. Disconnect shift cable from transmission. Disconnect necessary electrical connections. 4. Remove engine mount-to-crossmember nuts. Support transmission with transmission jack. Remove crossmember. Remove transmission mount. On 3.0L models, remove catalytic converter. 5. On 4WD models, remove transfer case. See TRANSFER CASE article in TRANSFER CASES. On all models, remove oil filler tube. Disconnect oil cooler line at transmission and plug all openings. Position wiring harness and hardware aside. Remove transmission-to-engine retaining bolts. Remove transmission. Installation

1. To install, reverse removal procedure. Use NEW "O" ring on filler tube. Ensure torque converter is fully seated. Align reference marks on drive shaft and axle flange or yoke. 2. Tighten torque converter drain plug and all bolts/nuts to specification. See TORQUE Helpmelearn February-12-08 8:33:49 8:33:47 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer TRANSMISSION REMOVAL & INSTALL - A/T (4R44E/5R55E) 1997 AUTOMATIC TRANSMISSION REMOVAL Ford Motor Co. - 4R44E/5R55E

SPECIFICATIONS . Fill transaxle with appropriate transmission fluid. For fluid type, capacity and control cable or linkage adjustment, see the TRANSMISSION SERVICING - A/T article.

TORQUE SPECIFICATIONS TORQUE SPECIFICATIONS Application Crossmember-To-Frame Bolt Aerostar Ranger Torque Converter-To-Flexplate Nut Transmission Mount-To-Crossmember Nut Aerostar Ranger Transmission Mount-To-Transmission Extension Housing Bolt Transmission-To-Engine Bolt

Ft. Lbs. (N.m) 28-38 (38-52) 65-85 (88-115) 22-30 (30-41) 73-97 (99-132) 65-85 (88-115) 60-80 (81-108) 30-41 (41-56)

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1997 Ford Explorer 1997 TRANSMISSION SERVICING Automatic - Ford Motor Co. (4R44E & 5R55E)

1997 TRANSMISSION SERVICING Automatic - Ford Motor Co. (4R44E & 5R55E)

APPLICATION TRANSMISSION APPLICATION Model 2.3L & 3.0L 4.0L

Transmission 4R44E 5R55E

LUBRICATION SERVICE INTERVALS Transmission

Check fluid level at every engine oil change. Fluid and filter changes are not required under normal operation. Under normal operation, transmission is filled for life. If vehicle is operated under the following conditions, replace transmission fluid every 50,000 miles: z z z

In hot weather with temperature greater than 90°F (32°C), carrying heavy loads and/or in hilly terrain. Towing a trailer or using a car top carrier. In police, taxi or door-to-door delivery service.

Transfer Case

Under normal driving conditions, replace transfer case fluid every 60,000 miles. Under severe driving conditions, per-form this service more frequently. CHECKING FLUID LEVEL 1. Transmission or transaxle must be at normal operating temperature with vehicle on level ground. Apply parking brake, and run engine at curb idle. Shift gear selector lever through all positions, ending in PARK. WARNING: On 4WD models, ensure transfer case is in any gear range EXCEPT Neutral before checking transmission fluid level. 2. Fluid level should be in crosshatch area on dipstick if checked at operating temperature. If transmission is at room temperature, fluid level should be between 2 dimples on bottom of dipstick. 3. DO NOT overfill. Check condition of fluid for contamination and burned smell. Fully reseat dipstick. Transfer Case Helpmelearn February-12-08 8:35:40 8:35:37 PM

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1997 Ford Explorer 1997 TRANSMISSION SERVICING Automatic - Ford Motor Co. (4R44E & 5R55E)

Remove fill plug. If fluid drains out or is level with opening, reinstall drain plug. If not, fill until level. RECOMMENDED FLUID NOTE:

For recommended transfer case fluid, see the AUTO TRANS OVERHAUL article in AUTO TRANS OVERHAUL section.

TRANSMISSION FLUID APPLICATION Application 4R44E & 5R55E

Fluid Type Mercon V (XT-5-QM)

FLUID CAPACITIES NOTE:

Transmission fluid capacities in TRANSMISSION FLUID CAPACITIES are approximate quantities. Correct fluid level should be determined using dipstick. See CHECKING FLUID LEVEL .

TRANSMISSION FLUID CAPACITIES (1)

Application 4R44E 2WD 4WD 5R55E

9.5 (9.0) 9.8 (9.3)

2WD (2)

9.5 (9.0)

4WD (2) (1) Includes oil cooler (if equipped). (2)

Qts. (L)

9.8 (9.3)

On Explorer and Mountaineer models, add .25 qt (.9L) for vehicles equipped with 4.0L SOHC.

TRANSFER CASE REFILL CAPACITIES Application Borg-Warner 13-54 Borg-Warner 13-56 With PTO Without PTO Borg-Warner 44-05 Borg-Warner 44-06

Pts. (L) 2.5 (1.2) 12.2 (5.8) 4.0 (1.9) 2.5 (1.2) (1) (1)

Borg-Warner 44-07

Borg-Warner 44-72 2.7 (1.3) Dana TC-28 4.5 (2.1) (1) Refill capacity not available at time of publication. Fill until fluid is level with filler plug opening. Helpmelearn February-12-08 8:35:37 PM

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1997 Ford Explorer 1997 TRANSMISSION SERVICING Automatic - Ford Motor Co. (4R44E & 5R55E)

DRAINING & REFILLING WARNING: On vehicles with electrical air suspension, power to air suspension system must be shut off prior to hoisting, jacking or towing an air suspension vehicle. Air suspension switch is located behind right kick panel area. Failure to do so can result in inflation or deflation of air springs, which may cause vehicle to shift during these operations. Transmission

Raise and support vehicle. Loosen oil pan bolts to allow oil to drain. Remove oil pan bolts. Remove oil pan and gasket. Clean oil pan. Install pan using NEW pan gasket. Fill transmission through filler tube. Start engine and engage all gears. Check fluid level and add as required. Transfer Case

Remove drain plug from transfer case. Remove fill plug for easier draining. With fluid fully drained, reinstall drain plug. Fill transfer case to fill plug opening with Mercon ATF. NOTE:

Transmission oil cooler and lines should be thoroughly flushed if transmission is removed for any reason. Use appropriate line disconnecting tool when disconnecting cooler lines.

ADJUSTMENTS WARNING: On vehicles with electrical air suspension, power to air suspension system must be shut off prior to hoisting, jacking or towing an air suspension vehicle. Air suspension switch is located behind right kick panel area. Failure to do so can result in inflation or deflation of air springs, which may cause vehicle to shift during these operations. BAND CAUTION: DO NOT allow adjustment screw to back out. Band strut could fall inside transmission assembly. 1. Remove overdrive and intermediate band lock nuts and discard nuts. See Fig. 1 . Back off band adjusting screws. Install, but DO NOT tighten, NEW lock nuts. Using Band Adjustment Torque Wrench Set (T71P-77370-A), tighten adjusting screws to 10 ft lbs. (14 N.m). 2. Back off intermediate band adjusting screws exactly 2 1/2 turns. Back off overdrive band adjusting screw exactly 2 turns. While holding adjusting screw, tighten lock nut to 35-45 ft. lbs. (47-61 N.m).

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997 TRANSMISSION SERVICING Automatic - Ford Motor Co. (4R44E & 5R55E)

Fig. 1: Adjusting Intermediate And Overdrive Bands Courtesy of FORD MOTOR CO. SHIFT CABLE/LINKAGE 1. Place shift control select lever in "OD" position. Hold shift lever against rear overdrive stop with a constant force of about 3 lbs. (1.4 kg). Raise and support vehicle. Using a screwdriver, pry shift cable from manual control lever on transmission range sensor. 2. To unlock adjuster body, release lock tab on top side of cable by pushing down on 2 tangs. Move shift cable back and forth the full adjustment length a few times to remove any dirt. Ensure adjuster body moves freely. 3. Position manual control lever in "OD" position. This is 3 detents from front-most position with front position counting as one. Holding cable end, push cable rearward until end lines up with ball stud. Connect cable to ball stud. 4. Push up on lock tab to lock adjustment sleeve in position. Ensure shift cable is clipped to floor pan at White mark on cable and cable is routed into tunnel. Lower vehicle. Adjust shift indicator cable while still in OVERDRIVE position. See SHIFT INDICATOR CABLE . 5. Remove pressure from shift control selector. Check PARK engagement. Start engine and ensure transmission shifts through all gears. Verify vehicle only starts in "P" and "N" position and backup lights work. If not, check transmission range sensor adjustment. See TRANSMISSION RANGE (TR) SENSOR/SWITCH . Helpmelearn February-12-08 8:35:37 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997 TRANSMISSION SERVICING Automatic - Ford Motor Co. (4R44E & 5R55E)

SHIFT INDICATOR CABLE Aerostar & Ranger

1. Disconnect negative battery cable. Remove steering column release lever (if equipped). Remove lower steering column cover. Turn ignition switch to RUN position. Depress ignition lock cylinder retaining pin. Remove ignition lock cylinder. 2. Remove upper steering column cover. Move shift control selector until in lowest gear position. Move shift control lever up 3 detent positions. Hold shift lever against rear of stop with a constant force of about 3 lbs. (1.4 kg). 3. Center pointer in middle of "OD" position, by rotating thumbwheel located on right side of steering column. Install upper steering column cover, ignition lock cylinder and lower steering column cover. Install tilt wheel handle and shank (if equipped). Connect negative battery cable. Explorer & Mountaineer

1. Remove upper and lower steering column covers. Place shift control selector in lowest gear. Move shift control selector up to detents. Hold shift lever against rear of stop with a constant force of about 3 lbs. (1.4 kg). 2. Rotate thumbwheel until pointer is centered in appropriate position. Cycle shift control selector through all gears to ensure proper operation. Install upper and lower steering column covers. TRANSMISSION RANGE (TR) SENSOR/SWITCH Aerostar & Ranger

1. Using a screwdriver, remove shift cable from manual control lever at Transmission Range (TR) sensor. Disconnect TR sensor harness connector. Remove manual control lever. Loosen 2 TR sensor retaining screws. 2. Install appropriate transmission range sensor alignment tool. Tighten 2 TR sensor retaining screws. Remove alignment tool. Install manual control lever and tighten to specification. See TORQUE SPECIFICATIONS . Install shift cable. Connect TR sensor harness connector. 3. Check PARK engagement. Start engine and ensure transmission shifts through all gears. If not, check shift cable adjustment. See SHIFT CABLE/LINKAGE . Verify vehicle only starts in "P" and "N" positions and backup lights work. Explorer & Mountaineer

1. Place shift control selector in NEUTRAL. NEUTRAL is 2 detents back from PARK. Loosen 2 transmission range sensor retaining bolts. Install appropriate transmission range sensor alignment tool. Tighten 2 sensor retaining bolts. 2. Check PARK engagement. Start engine and ensure transmission shifts through all gears. If not, check shift cable adjustment. See SHIFT CABLE/LINKAGE . Verify vehicle only starts in "P" and "N" positions and backup lights work.

SHIFT INTERLOCK SYSTEMS Helpmelearn February-12-08 8:35:37 PM

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1997 Ford Explorer 1997 TRANSMISSION SERVICING Automatic - Ford Motor Co. (4R44E & 5R55E)

NOTE:

For information on shift interlock systems, see the SHIFT INTERLOCK SYSTEM article in AUTO TRANS DIAGNOSIS section.

TORQUE SPECIFICATIONS TORQUE SPECIFICATIONS Transmission Manual Lever-To-TR Sensor Nut

Ft. Lbs. (N.m) 31-40 (42-54) INCH Lbs. (N.m) 71-98 (8-11) 71-98 (8-11) 115-133 (13-15)

Filter Screen Transmission Range (TR) Sensor/Switch Bolts Oil Pan

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1997 Ford Explorer CLUTCHES Explorer & Ranger

CLUTCHES Explorer & Ranger

DESCRIPTION The hydraulic clutch control system consists of the hydraulic master cylinder, slave cylinder, reservoir, clutch pedal position switch, 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 clutch linkage or pedal position requires no adjustments. This system uses 2 types of clutch slave cylinders; an internally-mounted (concentric) clutch slave cylinder, and an externally-mounted clutch slave cylinder. TRANSMISSION & TRANSFER CASE APPLICATION Vehicle Model Transmission Model Explorer & Ranger Mazda M50D 5-Speed OD (1)

Transfer Case Model (1)

Borg-Warner 13-54

Equipped with manual or electronic shift.

ADJUSTMENTS CLUTCH PEDAL FREE PLAY ADJUSTMENT NOTE:

Clutch pedal is self-adjusting. When clutch system is serviced clutch pedal must be pumped at least 5 times to set tension.

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-4201-A) through opening and against slave cylinder. See Fig. 1 . 2. Using rear edge of Black plastic bearing retainer as an indicator, take a reading with clutch pedal fully released. With clutch pedal fully depressed, take another measurement. 3. Difference between 2 readings is total bearing travel. If bearing travel is greater than 0.3" (7.5 mm), replace clutch pressure plate and/or clutch disc. 4. If bearing travel is less than 0.3" (7.5 mm), check hydraulic reservoir fluid level and inspect hydraulic system for leaks. Helpmelearn February-12-08 8:40:15 8:40:06 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer CLUTCHES Explorer & Ranger

5. If leak is found, repair leak and bleed system. If no leak is found, bleed system. See HYDRAULIC SYSTEM BLEEDING under BLEEDING HYDRAULIC SYSTEM. Recheck bearing travel after repairs have been completed.

Fig. 1: Measuring Clutch Release Bearing Travel Courtesy of FORD MOTOR CO. CLUTCH PRESSURE PLATE ADJUSTMENT (OFF-VEHICLE) NOTE:

Clutch pressure plate is adjustable on Explorer and Ranger.

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1997 Ford Explorer CLUTCHES Explorer & Ranger

Using a suitable adapter and a press, depress pressure plate fingers until adjusting ring moves freely. See Fig. 2 and Fig. 3 . Adjust pressure plate by rotating adjusting ring counterclockwise until tension springs are compressed to a width of 0.55" (14 mm). Hold adjusting ring while releasing pressure on pressure plate fingers.

Fig. 2: Identifying Adjusting Ring Courtesy of FORD MOTOR CO.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer CLUTCHES Explorer & Ranger

Fig. 3: Identifying Adapter Courtesy of FORD MOTOR CO.

BLEEDING HYDRAULIC SYSTEM BENCH BLEEDING (MASTER CYLINDER) 1. With reservoir and hydraulic line attached to master cylinder, lightly clamp reservoir in a vise. Fill reservoir. Hold master cylinder vertically below reservoir. Ensure clutch line quick connect is below master cylinder. Using a small screwdriver, depress internal mechanism of male quick connect coupling to open valve. Pump and hold master cylinder push rod. Close quick connect valve. Release master Helpmelearn February-12-08 8:40:07 PM

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1997 Ford Explorer CLUTCHES Explorer & Ranger

cylinder push rod. Fill reservoir. Repeat this step 9 times. 2. With master cylinder in same position and quick connector closed, pump master cylinder several times quickly to expel any remaining air. Then, using fingers, pinch reservoir supply hose 2 or 3 times to help move air into reservoir. Check push rod stroke length. If stroke is .160" (4 mm) or less, reinstall clutch master cylinder. If push rod stroke length is not as specified repeat bench bleeding procedure. HYDRAULIC SYSTEM BLEEDING Externally Mounted Slave Cylinder

1. If bleeding new (dry) replacement master cylinder, bench bleed master cylinder first. See BENCH BLEEDING (MASTER CYLINDER) . 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. Place end of hydraulic line into container. 2. 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 and diaphragm. While maintaining fluid level in reservoir, observe hydraulic line until all air has been expelled, a steady stream of fluid is flowing, and fluid is level with step in clutch master cylinder reservoir. 4. Install reservoir cap and diaphragm. Install hydraulic line and retaining pin. Remove slave cylinder. Ensure reservoir is full. Hold slave cylinder so hydraulic line port is at highest point. Slowly push pushrod into cylinder and let it return. Repeat 2 more times. Install slave cylinder. 5. Rapidly depress clutch pedal 10 times. Top off with 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 (Concentric) Slave Cylinder

1. Using Disconnect Tool (T88T-70522-A), disconnect coupling at transmission by lightly tugging on clutch tube while sliding White plastic sleeve toward slave cylinder. See Fig. 7 . Clean area around reservoir cap. Fill reservoir with DOT 3 brake fluid. Using hand pressure, apply 10-15 lbs. (4.5-6.8 kg) to clutch pedal. If pedal is hard and moves 0.25-0.50" (6-13 mm), go to step 3 . If pedal is spongy, go to next step. 2. Using a screwdriver, open valve of male coupling. Slowly depress clutch pedal to floor and hold. Remove screwdriver to close valve, and release clutch pedal. Ensuring reservoir is full, repeat this step. If pedal is no longer spongy, go to next step. 3. Close reservoir and reconnect coupling. Rapidly depress clutch pedal 5-10 times and wait 1-3 minutes. Repeat this step 3 more times. Place hose on bleeder screw to prevent brake fluid from entering bellhousing. Loosen bleeder screw. 4. 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. Apply 27-44 lbs. (12-20 kg) of pressure to clutch pedal while tightening bleed screw. 5. Test system operation by starting vehicle, depressing clutch and placing gearshift in Reverse. Depress Helpmelearn February-12-08 8:40:07 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer CLUTCHES Explorer & Ranger

clutch pedal to within 1/2" (13 mm) of floor. If grinding noise is heard, check for air in system. Repeat bleeding procedure if necessary.

TROUBLE SHOOTING NOTE:

For trouble shooting not covered in this article, see TROUBLE SHOOTING BASIC PROCEDURES article in GENERAL INFORMATION.

TESTING CLUTCH PEDAL POSITION (CPP) SWITCH Disconnect wiring harness connector from the CPP switch. Using an ohmmeter, check for continuity between the appropriate terminals. See CLUTCH PEDAL POSITION (CPP) SWITCH TESTING table. Also see Fig. 4 . 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. If switch does not function as specified, replace switch. See Fig. 5 . CLUTCH PEDAL POSITION (CPP) SWITCH TESTING Vehicle Model Measure Between Terminals No. (Wire Color) Explorer 5 (Pink) & 6 (White/Pink) Ranger Equipped With Anti-Theft 5 (Pink) & 6 (White/Pink) Not Equipped With Anti-Theft 5 (Pink) & 6 (Red/Light Blue)

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1997 Ford Explorer CLUTCHES Explorer & Ranger

Fig. 4: Identifying Clutch Pedal Position (CPP) Switch Pins Courtesy of FORD MOTOR CO.

Fig. 5: Identifying Clutch Pedal Position Switch & Components Courtesy of FORD MOTOR CO.

REMOVAL & INSTALLATION WARNING: On vehicle equipped with air suspension, prior to raising vehicle, shut off electrical power supply to air suspension system. Air suspension switch is located in rear jack storage area. Failure to do so may result in unexpected inflation or deflation of air springs which may result in Helpmelearn February-12-08 8:40:07 PM

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1997 Ford Explorer CLUTCHES Explorer & Ranger

shifting of vehicle. 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 GENERAL INFORMATION before disconnecting battery. TRANSFER CASE Removal

1. Disconnect negative battery cable. Raise and support vehicle. Remove skid plate (if equipped). Remove vibration damper from transfer case (if equipped). If disassembling transfer case, drain fluid from transfer case. Install plug. 2. On manual shift transfer cases, disconnect 4WD indicator switch at transfer case. On electronic shift transfer cases, remove wire connector from feed wire harness at rear of transfer case. 3. On all models, mark and disconnect front and rear drive shafts from transfer case output shaft yokes. Wire drive-shafts aside. Remove vehicle speed sensor connector, nut and sensor. Disconnect vent hose from shift control selector lever and housing. 4. On manual shift transfer cases, remove shift lever retaining nut and lever. Remove both large and small bolt retaining shifter to extension housing. Remove shift control selector lever assembly and bushing. 5. On all models, support transfer case with a jack. Remove transmission exhaust heat shield and wiring harness. Remove bolts attaching transfer case to extension housing. Slide transfer case off transmission output shaft. Lower transfer case from vehicle. Remove gasket from transfer case and transmission extension housing. Installation

1. Clean gasket surfaces and 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. 6 . 2. Ensure White marking on vent hose is positioned in notch on shifter (upper end of tube should be 3/4" above top of shifter and just below floor pan). When installing shift lever assembly, ensure large bolt is tightened first, then small bolt. 3. Lubricate vehicle speed sensor"O" ring with ATF. Tighten bolts to specifications. See TORQUE SPECIFICATIONS table. Fill transfer case to bottom of filler hole with Mercon ATF (XT-2-QDX or DDX).

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer CLUTCHES Explorer & Ranger

Fig. 6: Transfer Case-To-Extension Housing Tightening Sequence Courtesy of FORD MOTOR CO. TRANSMISSION Removal

1. Disconnect negative battery cable. Shift transmission to 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 and support vehicle. Disconnect HO2S connectors, vehicle speed sensor connector and back-up light switch connector. If transmission disassembly is required, drain transmission fluid. Mark drive shaft and rear axle flange for installation reference. 3. Disconnect drive shaft at rear drive axle flange. On Ranger Super Cab, remove drive shaft center bearing bracket. On all models, remove drive shaft. Cap transmission extension housing to prevent lubricant spillage. 4. Using Disconnect Tool (T88T-70522-A), disconnect clutch slave cylinder hydraulic line at transmission. See Fig. 7 . Cap end of line to prevent fluid leakage and contamination. Disconnect back-up light switch from sender on transmission. 5. On V6 models, remove exhaust system components as necessary to obtain clearance. On all models, position jack under engine, protecting oil pan with wood block. On 4WD models, remove transfer case. Helpmelearn February-12-08 8:40:07 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer CLUTCHES Explorer & Ranger

See TRANSFER CASE . On all models, remove starter electrical connectors and starter. 6. Position transmission jack under transmission. Remove rear engine support insulator-to-crossmember nuts and bolts. Remove crossmember. Remove right transmission bolt and reposition exhaust bracket. Remove exhaust inlet crossover pipe. Lower transmission enough to gain access to transmission-toengine bolts. Remove transmission to engine bolts. 7. Slide transmission rearward to separate bellhousing from dowel pins on rear of engine block. When spline on input shaft clears clutch disc, 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 case seats on locating dowels. 3. Install bellhousing-to-engine block bolts. To complete installation, reverse removal procedure. Tighten bolts to specification. See TORQUE SPECIFICATIONS table. Fill transfer case to bottom of filler hole with Mercon ATF (XT-2-QDX or DDX). Bleed hydraulic clutch system. See HYDRAULIC SYSTEM BLEEDING under BLEEDING HYDRAULIC SYSTEM.

Fig. 7: Removing Clutch Hydraulic Line (Internally Mounted Slave Cylinder) Helpmelearn February-12-08 8:40:07 PM

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1997 Ford Explorer CLUTCHES Explorer & Ranger

Courtesy of FORD MOTOR CO. CLUTCH DISC, FLYWHEEL, PILOT BEARING & PRESSURE PLATE NOTE:

Replace clutch disc and pressure plate as an assembly. Replace pilot bearing only if it is damaged. CAUTION: DO NOT use cleaners with a petroleum base or immerse pressure plate in solvent.

Removal

1. Disconnect negative battery cable. Disconnect clutch master cylinder push rod. Raise and support vehicle. 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. 7 . 2. Remove transmission. On 4WD vehicles, remove transfer case. See TRANSFER CASE . Check pressure plate finger height variations before removing pressure plate. If finger height variations exist, replace pressure plate. 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. 3. Remove all but 2 flywheel bolts. Loosen last 2 bolts. Install 2 flywheel bolts in threaded holes in flywheel. Using puller, remove flywheel and then pilot bearing. Inspection

1. Inspect clutch pressure plate diaphragm fingers for wear. Inspect clutch plate for oil or grease saturation, worn or loose facings, warpage, loose rivets at hub and broken springs. Also inspect for wear or rust on splines. 2. Using a slide caliper, measure depth to rivet heads. Minimum rivet depth is 0.012" (0.3 mm). Using a dial indicator, check clutch plate runout. Maximum clutch plate runout is 0.0276" (0.700 mm). Inspect flywheel for cracks, heat damage, wear and scoring. Machine flywheel if scored or worn. Using a dial indicator, measure flywheel runout. Maximum flywheel runout is 0.008" (0.2 mm). 3. Check crankshaft for misalignment and looseness. Check pilot bearing needle rollers for scoring, discoloration, wear, breakage and inadequate grease. Check rear main seal for leakage. Inspect pressure plate for burn marks, scores, flatness and ridges. Install NEW clutch plate on transmission input shaft and ensure clutch plate slides freely. Installation

1. Clean pressure plate and flywheel surface with alcohol-based solvent. Pilot bearing is prelubed and does not require additional lubrication. Install pilot bearing with seal facing transmission. Using Pilot Bearing Replacer (T85T-7137-A), install pilot bearing. On all models except 4.0L engines, adjust pressure plate. Refer to CLUTCH PRESSURE PLATE ADJUSTMENT (OFF-VEHICLE) under ADJUSTMENTS. 2. Using Truck Clutch Alignment Shaft (D79T-7550-A), position clutch disc on flywheel. Position pressure plate assembly on flywheel. Align pressure plate and clutch disc with reference mark, and install retaining bolts. Helpmelearn February-12-08 8:40:07 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer CLUTCHES Explorer & Ranger

3. Apply Threadlock/Sealer (EOAZ-19554-AA) to flywheel bolt threads. Tighten bolts evenly in a crisscross sequence. See Fig. 8 . Remove clutch input shaft or clutch aligner. To complete installation, reverse removal procedure. Tighten bolts to specification. Refer to TORQUE SPECIFICATIONS table.

Fig. 8: Identifying Pressure Plate Tightening Sequence Courtesy of FORD MOTOR CO. CLUTCH MASTER CYLINDER & RESERVOIR Removal

1. Prying retainer bushing and push rod off clutch pedal pin, disconnect master cylinder push rod from clutch pedal. Remove Clutch Pedal Position (CPP) switch. See CLUTCH PEDAL POSITION (CPP) SWITCH . Helpmelearn February-12-08 8:40:07 PM

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1997 Ford Explorer CLUTCHES Explorer & Ranger

2. Remove clutch master cylinder reservoir. Raise and support vehicle. Disconnect clutch slave cylinder hydraulic line by pressing White retainer bushing with Disconnect Tool (T88T-70522-A) while pulling on line. See Fig. 7 . Plug line to prevent leakage. 3. Disconnect line from mounting clips. Lower vehicle. Rotate master cylinder 45 degrees clockwise and remove clutch master cylinder. Inspection

Inspect master cylinder for weak spring, damage to reservoir components and damaged cups. Also check master cylinder for scored piston. Installation

1. When installing NEW master cylinder, bench bleed master cylinder. See BENCH BLEEDING (MASTER CYLINDER) . To install, reverse removal procedure. Clean all rubber parts with DOT 3 brake fluid. Replace clutch master cylinder push rod retainer bushing if worn or damaged. 2. Ensure retainer and push rod are installed on clutch pedal pin with flange portion of bushing facing away from pedal blade of clutch pedal. Bleed hydraulic system. See HYDRAULIC SYSTEM BLEEDING under BLEEDING HYDRAULIC SYSTEM. Depress clutch pedal at least 10 times to check for proper release and smooth operation. INTERNAL (CONCENTRIC) CLUTCH SLAVE CYLINDER & RELEASE BEARING CAUTION: Clutch release bearing is prelubed and should not be cleaned with solvent. Clutch release hub and bearing are replaced as an assembly. DO NOT disassemble for inspection or replacement. Removal

1. Disconnect clutch slave cylinder hydraulic line by pressing White retainer bushing with Disconnect Tool (T88T-70522-A) while pulling on line. See Fig. 7 . Plug line to prevent leakage. Raise and support vehicle. Remove transmission. See TRANSMISSION . 2. Remove 2 internal (concentric) clutch slave cylinder bolts. Remove concentric clutch. Push clutch release hub and bearing against spring. Remove retainer ring. Remove clutch release hub and bearing, and spring. See Fig. 9 . Inspection

Check internal (concentric) clutch slave cylinder for leakage. Replace slave cylinder as necessary. Also check slave cylinder for weak spring, worn or damaged piston and worn or damaged boot. Rotate outer race while applying pressure. If bearing rotation is rough, replace clutch release hub and bearing. Check for any surface scoring or burrs that may impede sliding motion of clutch release hub and bearing. Installation

Prior to installation, lubricate bearing bore and bearing carrier with multipurpose grease. On clutch release hub, Helpmelearn February-12-08 8:40:07 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer CLUTCHES Explorer & Ranger

polish any scoring or burrs with fine grade of emery paper. To complete installation, reverse removal procedure. Bleed hydraulic system. Refer to HYDRAULIC SYSTEM BLEEDING under BLEEDING HYDRAULIC SYSTEM. Tighten bolts to specification. Refer to TORQUE SPECIFICATIONS table.

Fig. 9: Servicing Clutch Release Bearing Courtesy of FORD MOTOR CO. EXTERNAL CLUTCH SLAVE CYLINDER Removal Helpmelearn February-12-08 8:40:07 PM

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1997 Ford Explorer CLUTCHES Explorer & Ranger

CAUTION: On vehicles equipped with external slave cylinders, the master cylinder pushrod must be disconnected from clutch pedal prior to removal of slave cylinder. Permanent damage to master cylinder will occur if master cylinder is activated with slave cylinder disconnected. Raise and support vehicle. Push release lever forward to compress clutch slave cylinder. Remove clutch slave cylinder by prying on clip to disengage tangs while pulling clutch slave cylinder free of bracket. Remove clutch release lever dust shield from opening in clutch housing portion of case. Remove clutch release lever by pulling outward. Inspection

Check clutch slave cylinder for leakage. Replace slave cylinder as necessary. Also check slave cylinder for weak spring, worn or damaged piston and worn or damaged boot. Installation

Clean and lubricate the clutch release shaft pivot stud, push rod pockets and fingers of clutch release lever. To complete installation, reverse removal procedure. Bleed hydraulic system. Refer to HYDRAULIC SYSTEM BLEEDING under BLEEDING HYDRAULIC SYSTEM. Depress clutch pedal 10 times to fill clutch slave cylinder and to seat components. CLUTCH PEDAL Removal & Installation

1. Pry retainer bushing and push rod off pedal pin to disconnect clutch master cylinder push rod from clutch pedal. Remove left kick panel. Remove parking brake assembly, and secure away from work area. Remove retainer ring. 2. Remove clutch pedal from pedal support bracket. Inspect clutch and brake pedal bushings. Replace bushing if necessary. Refer to CLUTCH PEDAL PIVOT SHAFT LEVER . To install, reverse removal procedure. Inspect and lubricate bushings with a light film of SAE 30 engine oil. CLUTCH PEDAL POSITION (CPP) SWITCH Removal & Installation

1. Disconnect wiring harness from CPP switch. Pull orientation clip away from switch to separate it from locating pin. See Fig. 5 . Rotate switch until White plastic retainer is exposed. 2. Push tabs together and slide retainer toward push rod eye to separate it from switch. Remove switch from push rod. To install, reverse removal procedure. CLUTCH PEDAL PIVOT SHAFT LEVER Removal

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer CLUTCHES Explorer & Ranger

Disconnect clutch master cylinder push rod from clutch and brake pedal pivot shaft lever pin. Use a small screwdriver or putty knife to wedge between lever and snap-in bushing. Remove retaining nut. Pry lever from clutch and brake pedal pivot shaft. Installation

Snap new lever to clutch master cylinder push rod bushing. Install lever onto clutch and brake pedal pivot shaft. Tighten clutch master cylinder and pedal bracket. Install retaining nut finger-tight. Ensure clutch pedal position is against up stop. Tighten retaining nut to proper specification, allowing knurled teeth on clutch and brake pedal pivot shaft to cut matching teeth in lever for correct positioning.

TORQUE SPECIFICATIONS TORQUE SPECIFICATIONS Application Clutch Pedal Pivot Shaft Nut Concentric Slave Cylinder Bolts Crossmember Explorer Ranger 3.0L 2.3L 4.0L Drive Shaft-To-Rear "U" Joint Flange Bolt Drive Shaft-To-Transfer Case Bolt Drive Shaft-To-Front Differential Extension Housing Retaining Bolt Flywheel Bolts Pressure Plate-To-Flywheel Rear Crossmember Nuts 3.0L Except 3.0L Shifter Lever Skid Plate Bolts Starter Bolt 2.3L & 3.0L 4.0L

Ft. Lbs. (N.m) 50-68 (68-92) 14-19 (19-26) 39-53 (53-72) 48-63 (65-85) 65-85 (88-115) 70-95 (95-129) 22 (30) 11-15 (15-20) 24-34 (32-46) 76-84 (102-115) 17-24 (23-32) 48-63 (65-85) 65-85 (88-115) 20-30 (27-40) 15-20 (20-27)

Transfer Case-To-Extension Housing (Borg-Warner 13-54) (1) Transmission Mount Bolts/Nuts Transmission-To-Engine Bolt Vibration Damper To Transfer Case Nut (1) Tighten in sequence. See Fig. 6 .

15-20 (20-27) 18-25 (25-37) 26-35 (35-48) 64-81 (87-110) 28-38 (38-52) 16-20 (22-28)

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer OIL CIRCUIT DIAGRAMS Ford 5R55E

OIL CIRCUIT DIAGRAMS Ford 5R55E

Helpmelearn February-12-08 8:41:32 8:41:27 PM

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1997 Ford Explorer OIL CIRCUIT DIAGRAMS Ford 5R55E

Fig. 1: "P" Or "N" Position - Park Or Neutral (1 Of 2)

Helpmelearn February-12-08 8:41:27 PM

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1997 Ford Explorer OIL CIRCUIT DIAGRAMS Ford 5R55E

Fig. 2: "P" Or "N" Position - Park Or Neutral (2 Of 2)

Helpmelearn February-12-08 8:41:27 PM

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1997 Ford Explorer OIL CIRCUIT DIAGRAMS Ford 5R55E

Fig. 3: "R" Position - Reverse (1 Of 2) Helpmelearn February-12-08 8:41:27 PM

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1997 Ford Explorer OIL CIRCUIT DIAGRAMS Ford 5R55E

Fig. 4: "R" Position - Reverse (2 Of 2)

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1997 Ford Explorer OIL CIRCUIT DIAGRAMS Ford 5R55E

Fig. 5: "1" Position - 1st Gear (1 Of 2)

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1997 Ford Explorer OIL CIRCUIT DIAGRAMS Ford 5R55E

Fig. 6: "1" Position - 1st Gear (2 Of 2)

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1997 Ford Explorer OIL CIRCUIT DIAGRAMS Ford 5R55E

Fig. 7: "D" Position - 2nd Gear (1 Of 2)

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1997 Ford Explorer OIL CIRCUIT DIAGRAMS Ford 5R55E

Fig. 8: "D" Position - 2nd Gear (2 Of 2)

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1997 Ford Explorer OIL CIRCUIT DIAGRAMS Ford 5R55E

Fig. 9: "D" Position - 3rd Gear (1 Of 2)

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1997 Ford Explorer OIL CIRCUIT DIAGRAMS Ford 5R55E

Fig. 10: "D" Position - 3rd Gear (2 Of 2)

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1997 Ford Explorer OIL CIRCUIT DIAGRAMS Ford 5R55E

Fig. 11: "D" Position - 4th Gear (1 Of 2)

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1997 Ford Explorer OIL CIRCUIT DIAGRAMS Ford 5R55E

Fig. 12: "D" Position - 4th Gear (2 Of 2)

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1997 Ford Explorer OIL CIRCUIT DIAGRAMS Ford 5R55E

Fig. 13: "D" Position - 5th Gear (1 Of 2)

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1997 Ford Explorer OIL CIRCUIT DIAGRAMS Ford 5R55E

Fig. 14: "D" Position - 5th Gear (2 Of 2)

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1997 Ford Explorer OIL CIRCUIT DIAGRAMS Ford 5R55E

Fig. 15: "2" Position - Manual Select (1 Of 2)

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1997 Ford Explorer OIL CIRCUIT DIAGRAMS Ford 5R55E

Fig. 16: "2" Position - Manual Select (2 Of 2)

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1997 Ford Explorer OIL CIRCUIT DIAGRAMS Ford 5R55E

Fig. 17: "1" Position - Manual Select (1 Of 2)

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1997 Ford Explorer OIL CIRCUIT DIAGRAMS Ford 5R55E

Fig. 18: "1" Position - Manual Select (2 Of 2)

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1997 Ford Explorer OIL CIRCUIT DIAGRAMS Ford AOD-E/4R70W (1996 & Later)

OIL CIRCUIT DIAGRAMS Ford AOD-E/4R70W (1996 & Later)

Helpmelearn February-12-08 8:44:29 8:43:47 PM

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1997 Ford Explorer OIL CIRCUIT DIAGRAMS Ford AOD-E/4R70W (1996 & Later)

Fig. 1: "P" Range - Park Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 8:43:47 PM

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1997 Ford Explorer OIL CIRCUIT DIAGRAMS Ford AOD-E/4R70W (1996 & Later)

Fig. 2: "N" Range - Neutral Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 8:43:47 PM

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1997 Ford Explorer OIL CIRCUIT DIAGRAMS Ford AOD-E/4R70W (1996 & Later)

Fig. 3: "R" Range - Reverse Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 8:43:47 PM

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1997 Ford Explorer OIL CIRCUIT DIAGRAMS Ford AOD-E/4R70W (1996 & Later)

Fig. 4: "OD" Range - 1st Gear Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 8:43:47 PM

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1997 Ford Explorer OIL CIRCUIT DIAGRAMS Ford AOD-E/4R70W (1996 & Later)

Fig. 5: "OD" Range - 2nd Gear Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 8:43:47 PM

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1997 Ford Explorer OIL CIRCUIT DIAGRAMS Ford AOD-E/4R70W (1996 & Later)

Fig. 6: "OD" Range - 3rd Gear Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 8:43:47 PM

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1997 Ford Explorer OIL CIRCUIT DIAGRAMS Ford AOD-E/4R70W (1996 & Later)

Fig. 7: "OD" Range - 4th Gear Helpmelearn February-12-08 8:43:47 PM

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1997 Ford Explorer OIL CIRCUIT DIAGRAMS Ford AOD-E/4R70W (1996 & Later)

Courtesy of FORD MOTOR CO.

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1997 Ford Explorer OIL CIRCUIT DIAGRAMS Ford AOD-E/4R70W (1996 & Later)

Fig. 8: "1" Range - 1st Gear (Manual Select) Helpmelearn February-12-08 8:43:47 PM

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1997 Ford Explorer OIL CIRCUIT DIAGRAMS Ford AOD-E/4R70W (1996 & Later)

Courtesy of FORD MOTOR CO.

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1997 Ford Explorer OIL CIRCUIT DIAGRAMS Ford AOD-E/4R70W (1996 & Later)

Fig. 9: "D" Or "2" Range - 2nd Gear (Manual Select) Helpmelearn February-12-08 8:43:47 PM

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1997 Ford Explorer OIL CIRCUIT DIAGRAMS Ford AOD-E/4R70W (1996 & Later)

Courtesy of FORD MOTOR CO.

Helpmelearn February-12-08 8:43:48 PM

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1997 Ford Explorer 1997 MANUAL TRANSMISSIONS Ford (Mazda) M5OD-R1 5-Speed Overhaul

1997 MANUAL TRANSMISSIONS Ford (Mazda) M5OD-R1 5-Speed Overhaul

APPLICATION TRANSMISSION APPLICATION Application Explorer Ranger

Transmission Model M50D-R1 M50D-R1

IDENTIFICATION The M5OD identification tag is located on left side of transmission main case. Vehicle certification label, located on left side door lock pillar, lists applicable transmission identification codes under TRANS space. M5OD-R1 transmission is identified by "M/D" code on label.

DESCRIPTION This Mazda built transmission is a fully synchronized, 5-speed, top shift transmission. Fifth gear is an overdrive ratio. All gear changes, including reverse are accomplished with synchronizer sleeves. Transmission case is aluminum alloy with steel bearing race inserts.

LUBRICATION & ADJUSTMENTS See TRANSMISSION SERVICING M/T article MANUAL TRANS SERVICE section.

TROUBLE SHOOTING See TROUBLE SHOOTING - BASIC PROCEDURE article in GENERAL TROUBLE SHOOTING section.

ON-VEHICLE SERVICE GEARSHIFT LEVER & BOOT REPLACEMENT Removal

Shift transmission to Neutral position. Remove transfer case shift lever knob (if equipped). Remove shift lever boot screws. Slide boot upward on shift lever to expose transmission shift lever bolt. Remove shift lever bolt and shift lever. Remove inner gearshift lever boot, if necessary. Installation

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1997 Ford Explorer 1997 MANUAL TRANSMISSIONS Ford (Mazda) M5OD-R1 5-Speed Overhaul

To install, reverse removal procedure. EXTENSION HOUSING SEAL Removal

Remove drive shaft. Using appropriate seal remover, remove extension housing seal. Installation

Using appropriate seal installer, install NEW seal on extension housing. Lubricate oil seal lip prior to installation. Ensure oil seal drain hole faces downward. Install drive shaft.

REMOVAL & INSTALLATION See TRANSMISSION REMOVAL & INSTALLATION article MANUAL TRANS SERVICE section.

TRANSMISSION DISASSEMBLY 1. Set transmission on workbench. Drain transmission, if not previously done. Remove case cover. With appropriate seal removal tool, remove extension housing seal. Remove extension housing. 2. Slide 1st/2nd and 3rd/4th synchronizer sleeves forward to lock transmission in 1st and 3rd gears. See Fig. 1 . Remove and discard countershaft locknut. Remove countershaft bearing and rear bearing thrust washer. Use an appropriate mainshaft locknut wrench to remove and discard output shaft rear bearing locknut.

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1997 Ford Explorer 1997 MANUAL TRANSMISSIONS Ford (Mazda) M5OD-R1 5-Speed Overhaul

Fig. 1: Locking Transmission Into 1st & 3rd Gear Courtesy of FORD MOTOR CO. 3. Remove reverse idler shaft bolt from side of transmission case. Remove reverse idler gear and bushing. Use a remover/replacer tube, drive screw and bearing puller to remove output shaft rear bearing. See Fig. 2 . Remove output shaft reverse gear and bushing. Remove spacer or sleeve from output shaft.

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1997 Ford Explorer 1997 MANUAL TRANSMISSIONS Ford (Mazda) M5OD-R1 5-Speed Overhaul

Fig. 2: Removing Output Shaft Rear Bearing Courtesy of FORD MOTOR CO. 4. Remove countershaft reverse gear and 2 reverse gear bearings, and reverse synchronizer blocking ring. Remove countershaft split washer. Remove synchronizer bolt from side of case. See Fig. 3 . Remove 5th/reverse synchronizer, gear shifter fork and reverse gear shift rail as an assembly. Remove countershaft 5th gear synchronizer blocking ring. Remove 5th and reverse shift lever retaining ring and shift lever. Remove countershaft locking bolt from side of case and slide shaft out of case.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997 MANUAL TRANSMISSIONS Ford (Mazda) M5OD-R1 5-Speed Overhaul

Fig. 3: Removing Synchronizer Retaining Bolt Courtesy of FORD MOTOR CO. 5. Remove countershaft 5th speed gear. Remove 5th speed gear split bearing and race. Remove output shaft 5th speed gear. 6. Remove rear bearing retainer cover plate. Remove 6 exposed bolts for bearing retainer. Remove main driver gear bearing retainer, using a front cover removing bolt set and alternately tightening removal bolts until bearing retainer can be removed. 7. Remove fluid baffle, input bearing shim and countershaft bearing shim. Remove fluid passage retaining bolt from side of case, then remove fluid passage. See Fig. 4 .

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997 MANUAL TRANSMISSIONS Ford (Mazda) M5OD-R1 5-Speed Overhaul

Fig. 4: Removing Fluid Passage Courtesy of FORD MOTOR CO. 8. Remove input shaft front bearing race and center bearing race, then separate input shaft and output shaft. Remove output shaft. Remove input shaft. Remove countershaft cluster gear.

COMPONENT DISASSEMBLY & REASSEMBLY SHIFT CONTROL HOUSING Disassembly

1. Position transmission case cover onto Top Cover Holding Fixture (T88T-7025-C). Remove lower gearshift lever screws, dust cover, and lever. Remove backup lamp switch and pin from recess. Invert case cover on holding fixture. Remove and discard 2 shift fork spring pins and 4 shift gate spring pins. See Fig. 5 and Fig. 6 .

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1997 Ford Explorer 1997 MANUAL TRANSMISSIONS Ford (Mazda) M5OD-R1 5-Speed Overhaul

Fig. 5: Removing Shift Fork Spring Pins Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1997 MANUAL TRANSMISSIONS Ford (Mazda) M5OD-R1 5-Speed Overhaul

Fig. 6: Removing Shift Gate Spring Pins Courtesy of FORD MOTOR CO. CAUTION: Always wear safety glasses when removing shift rail. Cover lockball and friction device bores and springs seat with clean cloth held firmly in place during this procedure. If bores are not covered, components may be lost. NOTE:

As shift rails are removed, collect and separate interlock pins to ensure proper installation in original positions.

2. Remove 3 rubber service bore plugs. Use spring pin bore to remove 5th/reverse shift rail. See Fig. 7 . Remove 1st/2nd shift rail, using a suitable punch in spring pin bore. Use spring pin bore to remove 3rd/4th shift rail. Remove gear selector interlock sleeve plate.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997 MANUAL TRANSMISSIONS Ford (Mazda) M5OD-R1 5-Speed Overhaul

Fig. 7: Removing Shift Rails Courtesy of FORD MOTOR CO. Reassembly

1. Check contact surface of shift fork and synchronizer sleeve for wear or damage. Replace if needed. Install gear selector interlock sleeve. Install interlock pins into original shift rails (incorrect placement will prevent backup light operation). 2. Position detent ball and spring, shift gate, shift fork and spring, then install 3rd/4th shift rail. See Fig. 7 . Position detent ball and spring, shift gate, shift fork and spring, and install 1st/2nd shift rail. Position 5th/reverse shift control, detent ball and spring, shift gate, and install 5th/reverse shift rail. 3. Install 3 rubber service bore plugs. Install 4 new shift gate spring pins. Install 2 new shift fork pins. Install backup lamp switch pin and switch. Install lower gearshift lever and dust cover. INPUT SHAFT BEARING Disassembly

Remove and discard plastic scoop ring. Using bearing cone remover/installer and arbor press, press tapered roller bearing from input shaft. See Fig. 8 . For cleaning and inspection of components, see CLEANING . Helpmelearn February-12-08 8:46:32 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997 MANUAL TRANSMISSIONS Ford (Mazda) M5OD-R1 5-Speed Overhaul

Reassembly

Using a press and bearing cone remover/installer, install input shaft bearing onto input shaft. 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.

Fig. 8: Removing Input Shaft Bearing Courtesy of FORD MOTOR CO. OUTPUT SHAFT & BEARING Disassembly

1. Remove transmission input shaft pilot bearing, bearing outer snapring, 3rd/4th synchronizer spacer, and Helpmelearn February-12-08 8:46:32 PM

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1997 Ford Explorer 1997 MANUAL TRANSMISSIONS Ford (Mazda) M5OD-R1 5-Speed Overhaul

thrust bearing. See Fig. 9 . Remove 3rd/4th synchronizer, 3rd gear synchronizer blocking ring, 3rd gear, and gear bearing. 2. With an arbor press, remove output shaft center bearing, 1st gear, 1st/2nd synchronizer, 1st/2nd synchronizer blocking rings, and 2nd gear.

Fig. 9: Disassembling Output Shaft Assembly Courtesy of FORD MOTOR CO. Inspection

1. With a dial indicator at several places along output shaft, measure runout. If runout exceeds .002" (0.05 mm), replace output shaft. 2. Identify synchronizer blocking rings. See Fig. 10 . Inspect blocking rings for proper assembly and contact with cone surface of gears. Inspect clearance between blocking rings and gear. If clearance is less than .031" (0.8 mm), replace blocking rings or gear.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997 MANUAL TRANSMISSIONS Ford (Mazda) M5OD-R1 5-Speed Overhaul

Fig. 10: Identifying Synchronizer Gear Blocking Rings Courtesy of FORD MOTOR CO. 3. To assemble 1st and 2nd gear assembly, install 2nd gear needle bearing, 2nd gear, and 2nd synchronizer Helpmelearn February-12-08 8:46:32 PM

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1997 Ford Explorer 1997 MANUAL TRANSMISSIONS Ford (Mazda) M5OD-R1 5-Speed Overhaul

blocking ring. Install 1st/2nd synchronizer with identification hole in sleeve facing 2nd gear. Install 1st gear synchronizer blocking ring, 1st gear, and 1st gear needle bearing. Install input bearing spacer. Position output shaft center bearing. See Fig. 11 .

Fig. 11: Components For 1st & 2nd Gear Assembly Courtesy of FORD MOTOR CO. 4. Use pinion bearing cone replacer tool, bearing cone replacer, axle bearing/seal plate, and arbor press to press center bearing fully into place on output shaft. 5. Install 3rd gear bearing, 3rd gear, and 3rd gear synchronizer blocking ring. Then install 3rd/4th synchronizer with chamfer on sleeve facing 4th gear. Install thrust bearing, 3rd/4th synchronizer spacer, bearing outer snap ring, and transmission input shaft pilot bearing. See Fig. 9 . 6. Check 3rd/4th clutch hub end play. If beyond 0-.0019" (0-.05 mm), select and install proper size bearing outer snap ring. See BEARING OUTER SNAP RING SELECTION table. See Fig. 12 . BEARING OUTER SNAP RING SELECTION Part No. E8TZ-7030-FA E8TZ-7030-A E8TZ-7030-B E8TZ-7030-C E8TZ-7030-D E8TZ-7030-E E8TZ-7030-F E8TZ-7030-G E8TZ-7030-H E8TZ-7030-J E8TZ-7030-K

In. (mm) .0551 (1.40) .0590 (1.50) .0610 (1.55) .0629 (1.60) .0649 (1.65) .0669 (1.70) .0688 (1.75) .0708 (1.80) .0728 (1.85) .0748 (1.90) .0767 (1.95)

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1997 Ford Explorer 1997 MANUAL TRANSMISSIONS Ford (Mazda) M5OD-R1 5-Speed Overhaul

Fig. 12: Checking 3rd/4th Clutch Hub End Play Courtesy of FORD MOTOR CO. REVERSE IDLER GEAR Disassembly

Remove retaining ring, spacer, idler gear, bushing, needle bearing and thrust washer. Reassembly

To reassemble, reverse disassembly procedure. Ensure tab on thrust washer mates with groove on reverse idler shaft to prevent rotation of thrust washer. See Fig. 13 . Measure gear end play. It should be .0039-.0078" (.10.20 mm). If not within specification, install retaining ring of proper thickness. See REVERSE IDLER GEAR RETAINING RING table. REVERSE IDLER GEAR RETAINING RINGS Part No. E8TZ-7156-A E8TZ-7156-G E8TZ-7156-H E8TZ-7156-J E8TZ-7156-K

In. (mm) .0590 (1.50) .0629 (1.60) .0669 (1.70) .0708 (1.80) .0748 (1.90)

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1997 Ford Explorer 1997 MANUAL TRANSMISSIONS Ford (Mazda) M5OD-R1 5-Speed Overhaul

Fig. 13: Reverse Idler Gear & End Play Check Point Courtesy of FORD MOTOR CO.

SYNCHRONIZERS Disassembly

Mark parts for reassembly reference. Remove one retaining spring, flip synchronizer over and remove opposite spring. Remove 3 insert keys and remove synchronizer sleeve. See Fig. 14 . Inspect for any wear or damage. Reassembly

To reassemble, reverse disassembly procedure.

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1997 Ford Explorer 1997 MANUAL TRANSMISSIONS Ford (Mazda) M5OD-R1 5-Speed Overhaul

Fig. 14: Disassembling Synchronizer Courtesy of FORD MOTOR CO.

CLEANING Wash all parts except seals, in cleaning solvent. Dry all parts with compressed air. DO NOT spin bearings with compressed air.

TRANSMISSION REASSEMBLY 1. Install countershaft cluster gear. Position input shaft. With 4th gear synchronizer blocking ring in place, install output shaft. See Fig. 15 . 2. Mate input and output shaft assemblies by positioning them at an upward angle and setting them together. Install output shaft rear bearing. With rear bearing retainer plate positioned with arrow upward, install plate and bolts.

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1997 Ford Explorer 1997 MANUAL TRANSMISSIONS Ford (Mazda) M5OD-R1 5-Speed Overhaul

Fig. 15: Installing Output Shaft Courtesy of FORD MOTOR CO. NOTE:

If any related parts have been replaced, perform end play check for proper thickness of shims.

3. With bell housing seal tool, install front cover oil baffle. Position transmission with bell housing facing up. With depth gauge, measure dimension of input shaft bearing race depth. Record this measurement. With depth gauge, measure front bearing retainer depth. Record this dimension. Subtract the first dimension from the second one to determine shim thickness. See OUTPUT SHAFT SHIM table. OUTPUT SHAFT SHIM Part No. E8TZ-7029-C E8TZ-7029-D E8TZ-7029-E E8TZ-7029-F

In. (mm) .106 (2.70) .110 (2.80) .114 (2.90) .118 (3.00)

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1997 Ford Explorer 1997 MANUAL TRANSMISSIONS Ford (Mazda) M5OD-R1 5-Speed Overhaul

E8TZ-7029-G E8TZ-7029-H E8TZ-7029-J E8TZ-7029-K E8TZ-7029-L E8TZ-7029-M E8TZ-7029-N E8TZ-7029-P E8TZ-7029-R E8TZ-7029-A E8TZ-7029-B

.122 (3.10) .125 (3.20) .129 (3.30) .133 (3.40) .137 (3.50) .141 (3.60) .145 (3.70) .149 (3.80) .153 (3.90) .157 (4.00) .161 (4.10)

4. With depth gauge, measure depth at countershaft bearing race (dimension "C"). Record this measurement. With depth gauge, measure countershaft bearing retainer depth. Record this dimension. Subtract the dimension "D" from dimension "C" to determine countershaft spacer thickness. See COUNTERSHAFT SPACER table. See Fig. 16 .

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1997 Ford Explorer 1997 MANUAL TRANSMISSIONS Ford (Mazda) M5OD-R1 5-Speed Overhaul

Fig. 16: Determining Countershaft End Play Thickness Courtesy of FORD MOTOR CO. COUNTERSHAFT SPACER Helpmelearn February-12-08 8:46:33 PM

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1997 Ford Explorer 1997 MANUAL TRANSMISSIONS Ford (Mazda) M5OD-R1 5-Speed Overhaul

Part No. E8TZ-7C434-A E8TZ-7C434-B E8TZ-7C434-C E8TZ-7C434-D E8TZ-7C434-E E8TZ-7C434-F E8TZ-7C434-G E8TZ-7C434-H E8TZ-7C434-J

In. (mm) .090 (2.30) .094 (2.40) .098 (2.50) .102 (2.60) .106 (2.70) .110 (2.80) .114 (2.90) .118 (3.00) .122 (3.10)

5. Apply grease to countershaft spacer. Position shim, oil baffle and countershaft spacer onto front bearing retainer. 6. Tape input shaft splines along their entire length to prevent damage to oil seal lip. Apply a thin coat of lubricant to front cover oil seal lip. Install front bearing cover. Tighten bolts to specification. See TORQUE SPECIFICATIONS . 7. Install fluid passage and install retaining bolt through side of case. See Fig. 4 . Install output shaft 4th gear. Install 5th gear split bearing on countershaft. Install countershaft 5th gear. 8. Position counter lever shaft and plate and install counter lever shaft bolt. Install 5th/reverse shift lever and install retaining ring. Install countershaft 5th gear synchronizer blocking ring. Position 5th/reverse shift rail, shift fork and synchronizer, with reference mark on synchronizer sleeve facing reverse gear. Install retaining bolt in side of case. 9. Install synchronizer split washer. Check clutch hub end play by measuring with a feeler gauge at split ring. See Fig. 17 . If clutch hub end play is not with 0-.0019" (0-.05 mm), select and install proper size split washer. See COUNTERSHAFT SPLIT WASHER SELECTION.

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997 MANUAL TRANSMISSIONS Ford (Mazda) M5OD-R1 5-Speed Overhaul

Fig. 17: Measuring Clutch Hub End Play Courtesy of FORD MOTOR CO. COUNTERSHAFT SPLIT WASHER SELECTION Part No. E8TZ-7R482-A E8TZ-7R482-B E8TZ-7R482-C E8TZ-7R482-D E8TZ-7R482-E E8TZ-7R482-F E8TZ-7R482-G E8TZ-7R482-H E8TZ-7R482-J E8TZ-7R482-K E8TZ-7R482-L

In. (mm) .118 (3.00) .122 (3.10) .125 (3.20) .129 (3.30) .133 (3.40) .120 (3.05) .124 (3.15) .127 (3.25) .131 (3.35) .135 (3.45) .137 (3.50)

10. Install countershaft reverse gear. Install 2 countershaft reverse gear bearings. Install reverse synchronizer blocking ring. 11. Check countershaft reverse gear end play by installing thrust washer and hold forward pressure while measuring end play with feeler gauge between countershaft reverse gear and thrust washer. End play should be .0098-.0137" (.25-.35 mm). Replace thrust washer to obtain proper end play. See COUNTERSHAFT REVERSE GEAR THRUST WASHER table. Helpmelearn February-12-08 8:46:33 PM

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1997 Ford Explorer 1997 MANUAL TRANSMISSIONS Ford (Mazda) M5OD-R1 5-Speed Overhaul

COUNTERSHAFT REVERSE GEAR THRUST WASHER Part No. E8TZ-7C340-A E8TZ-7C340-B E8TZ-7C340-C E8TZ-7C340-D E8TZ-7C340-E E8TZ-7C340-F

In. (mm) .293 (7.45) .301 (7.65) .309 (7.85) .289 (7.35) .297 (7.55) .305 (7.75)

12. Install output shaft spacer. Install output shaft reverse gear. Install reverse idler gear and bushing. Apply suitable Teflon sealant to reverse idler shaft bolt and install bolt within 4 minutes of applying sealant. 13. Using Gear Replacing Spacer, Shaft Collar, Shaft Sleeve Replacer, Remover/Replacer Tube, and nut and washer, install output shaft bearing. 14. Install thrust washer and countershaft rear bearing. Slide 1st/2nd and 3rd/4th synchronizer sleeves forward to lock transmission into 1st and 3rd gear. See Fig. 1 . With mainshaft locknut wrench, install NEW output shaft rear bearing lock nut. Install new countershaft locknut. Tighten nuts to specification. See TORQUE SPECIFICATIONS. Stake lock nuts to bottom of shaft. 15. Apply 1/8" bead of sealant to case and install transmission extension housing. With extension housing seal replacer, install NEW extension housing seal. Place synchronizer sleeves in neutral position. 16. Apply sealant to mating surface of case cover, and install case cover. Tighten bolts to specification. See TORQUE SPECIFICATIONS.

TORQUE SPECIFICATIONS TORQUE SPECIFICATIONS Application Backup Lamp Switch Case Cover Bolts Countershaft Lock Nut Crossmember Bolts/Nuts Drain Plug Extension Housing Bolt Fifth/Reverse Shift Rail Bolt Filler Plug Front Bearing Cover Bolt Gear Shift Lever Bolt Output Shaft Lock Nut Rear Bearing Retainer Bolts Rear Driveshaft Bolts Reverse Idler Shaft Bolt Transmission Mount Bolts/Nuts

Ft. Lbs. (N.m) 18-26 (25-35) 12-16 (16-22) 94-144 (127-195) 39-53 (53-72) 30-43 (40-58) 24-34 (33-46) 15-22 (20-30) 30-43 (40-58) 12-16 (16-22) 20-30 (27-40) 160-203 (217-275) 14-19 (18-26) 65-87 (88-119) 58-86 (79-117) 64-81 (87-110) INCH Lbs. (N.m)

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1997 Ford Explorer 1997 MANUAL TRANSMISSIONS Ford (Mazda) M5OD-R1 5-Speed Overhaul

Counter Lever Shaft Bolt Dust Cover Bolts Fifth/Reverse Lock Plate Bolt Fluid Passage Bolt Inner Gearshift Lever Boot Bolts Shift Plate Bolts Outer Gearshift Lever Boot Bolts Vehicle Speed Sensor Bolt

71-89 (8-10) 71-89 (8-10) 71-89 (8-10) 71-89 (8-10) 89-123 (10-14) 71-89 (8-10) 45-79 (5-9) 98-115 (11-13)

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1997 Ford Explorer TRANSMISSION REMOVAL & INSTALLATION - M/T 1997 MANUAL TRANSMISSION REMOVAL Ford Motor Co. M5OD-R1 5-Speed

TRANSMISSION REMOVAL & INSTALLATION - M/T 1997 MANUAL TRANSMISSION REMOVAL Ford Motor Co. - M5OD-R1 5-Speed

REMOVAL & INSTALLATION TRANSMISSION CAUTION: When battery is disconnected, vehicle computer may lose memory data. Driveability problems may exist until computer systems have completed a relearn cycle. See the COMPUTER RELEARN PROCEDURES article in the GENERAL INFORMATION section before disconnecting battery. Removal

1. If vehicle is equipped with air suspension, turn air suspension switch off. Disconnect negative battery cable. Shift transmission into Neutral. Remove retaining screws and slide boot up shift lever. Remove inner boot retaining bolt and shift lever. Raise and support vehicle. Drain transmission if disassembly is required. 2. Scribe a mark on drive shaft and rear axle flange for installation reference. Disconnect drive shaft at rear drive axle flange. Remove drive shaft. On 4WD models, remove transfer case. See TRANSFER CASE article in TRANSFER CASES section. Cap transmission extension housing to prevent lubricant spillage. 3. Disconnect clutch slave cylinder hydraulic line with Disconnect Tool (T88T-70522-A). Cap end of line to prevent fluid leakage. Position transmission jack under transmission. Remove nuts and bolts retaining crossmember to frame. Remove crossmember. 4. Remove right transmission mounting bolt and reposition exhaust bracket out of the way. Remove exhaust crossover pipe. Lower transmi8ssion enough to gain access to mounting bolts.Using long extension, remove 9 transmission-to-engine bolts. Lower and remove transmission. Installation

1. Ensure mating surfaces 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 install 9 transmission-to-engine bolts. Install bellhousing-to-engine block bolts. Tighten bolts to specification. See TORQUE SPECIFICATIONS . To complete installation, reverse removal procedure.

TORQUE SPECIFICATIONS TORQUE SPECIFICATIONS Application Center Bearing Bolts Crossmember-To-Frame Nut/Bolt Drain Plug

Ft. Lbs. (N.m) 27-37 (37-50) 39-53 (53-72) 30-43 (41-58)

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1997 Ford Explorer TRANSMISSION REMOVAL & INSTALLATION - M/T 1997 MANUAL TRANSMISSION REMOVAL Ford Motor Co. M5OD-R1 5-Speed

Drive Shaft-To-Transfer Case Front Rear Drive Shaft-To-Rear Axle Bolt Transfer Case-To-Extension Housing Transmission-To-Engine Bolt Transmission Mounting Nut/Bolt

12-16 (16-22) 61-87 (83-118) 65-87 (88-118) 25-35 (34-47) 28-38 (38-52) 64-81 (87-110)

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1997 Ford Explorer 1997 TRANSMISSION SERVICING - M/T Ford Motor Co. - M5OD-R1 5-Speed

1997 TRANSMISSION SERVICING - M/T Ford Motor Co. - M5OD-R1 5-Speed

APPLICATION TRANSMISSION IDENTIFICATION Application Explorer & Ranger

Transmission M5OD-R1 5-Speed

LUBRICATION SERVICE INTERVALS Transmission

Under normal driving conditions, replace transmission fluid every 60,000 miles. Under severe driving conditions, replace transmission fluid every 30,000 miles. Change fluid after vehicle operation in water. Transfer Case

Under normal driving conditions, replace transfer case fluid every 60,000 miles. Under severe 4WD driving conditions, replace transfer case fluid every 30,000 miles. CHECKING FLUID LEVEL Transmission

Check fluid level at transmission filler plug hole. It should be level with bottom of filler hole. Add lubricant as needed. Transfer Case

CAUTION: On Borg-Warner 13-56 transfer cases with PTO, additional fluid is required. Remove filler plug. If fluid drains out or is level with opening, replace filler plug. If not, fill until fluid is level with filler plug opening. RECOMMENDED FLUID Transmission

Use Mercon ATF (XT-2-DDX or QDX). Helpmelearn February-12-08 8:48:44 8:48:39 PM

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1997 Ford Explorer 1997 TRANSMISSION SERVICING - M/T Ford Motor Co. - M5OD-R1 5-Speed

Transfer Case

Motorcraft Mercon (XT-2-QDX) should be used in transfer cases. FLUID CAPACITY NOTE:

Capacities given are approximate. Correct fluid level should be determined by level at filler plug hole, rather than amount added.

TRANSMISSION REFILL CAPACITIES Application Mazda M5OD 5-Speed Overdrive

Pts. (L) 5.6 (2.6)

TRANSFER CASE REFILL CAPACITIES Application Dana TC-28 Borg-Warner 13-54 Borg-Warner 13-56 Borg-Warner 44-05 Borg-Warner 44-06 Borg-Warner 44-07

Pts. (L) 4.5 (2.1) 2.5 (1.2) 4.0 (1.9) 2.5 (1.2) 4.0 (1.9) (1) (1)

Borg-Warner 44-72 (1)

Refill capacity not available at time of publication. Fill until fluid is level with filler plug opening.

TORQUE SPECIFICATIONS TORQUE SPECIFICATIONS Application Drain & Fill Plug Transmission Transfer Case Dana TC-28 Borg-Warner 13-54 Borg-Warner 13-56

Ft. Lbs. (N.m) 30-43 (40-58) 10-20 (14-27) 14-22 (19-30) (1)

Borg-Warner 44-05, 44-06 & 44-07 Borg-Warner 44-72 (1) Specification not available at time of publication.

7-17 (9-23) 18 (25)

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

DESCRIPTION & OPERATION LIGHT TRUCKS & VANS Aerostar & Ranger (1997)

System is a 2-function electro/mechanical system which prevents free movement of the shift lever. An actuator on the ignition switch end of the interlock cable prevents ignition switch from being turned to LOCK position unless shift lever is in "P" position. Shift lever may not be moved from "P" position unless the ignition switch is in the RUN position and the brake pedal is depressed. An electronic shift lock actuator, mounted at the base of the shift lever, locks shift lever in "P" position until ignition switch is in RUN position and brake pedal is depressed. "E" & "F" Series, & Windstar

System is a 2-function electro/mechanical system which prevents free movement of the shift lever. Shift lever may not be moved from "N" or "P" positions to other gears unless the shift lever button is depressed, the ignition switch is in START or RUN position and the brake pedal is depressed. A cable system between ignition switch and shift lever prevents ignition key from being removed from switch unless shift lever is in "P" position. An electronic shift lock actuator, mounted at the base of the shift lever in the steering column, locks shift lever in "P" position until ignition switch is in RUN position and brake pedal is depressed. PASSENGER CARS Aspire & Probe

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

A cable system between ignition switch and shift lever prevents ignition key from being removed from switch unless shift lever is in "P" position. A electronic shift interlock actuator, mounted at the base of the shift lever, locks shift lever in "P" position until ignition switch is in RUN position and brake pedal is depressed. Continental & Town Car

System is a 2-function electro/mechanical system which prevents free movement of the shift lever. An actuator on the ignition switch end of the interlock cable prevents ignition switch from being turned to LOCK position unless shift lever is in "P" position. Shift lever may not be moved from "P" position if the ignition key is in the RUN position unless the brake pedal is depressed. A electronic shift lock actuator, mounted at the base of the shift lever, locks shift lever in "P" position until ignition switch is in RUN position and brake pedal is depressed. Contour & Mystique

System is a 2-function electro/mechanical system which prevents free movement of the shift lever. An actuator on the ignition switch end of the interlock cable prevents ignition switch from being turned to LOCK position unless shift lever is in "P" position. Shift lever may not be moved from "P" position if the ignition key is in the RUN position unless the brake pedal is depressed. A electronic shift lock actuator, mounted at the base of the shift lever, locks shift lever in "P" position until ignition switch is in RUN position and brake pedal is depressed. Crown Victoria, Grand Marquis, Taurus & Sable

System is a 2-function electro/mechanical system which prevents free movement of the shift lever. On models with column shift, a shift interlock actuator is mounted on the steering column. On models with floor-mount shifting, a shift interlock actuator is mounted on the ignition switch end of the interlock cable. This actuator prevents the ignition switch from being turned to LOCK position unless shift lever is in "P" position. Shift lever may not be moved from "P" position if the ignition key is in the RUN position unless the brake pedal is depressed. A electronic shift lock actuator, mounted at the base of the shift lever, locks shift lever in "P" position until ignition switch is in RUN position and brake pedal is depressed. Escort, Escort ZX2 & Tracer

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

A electronic shift lock actuator, mounted at the base of the shift lever, locks shift lever in "P" position until ignition switch is in RUN position and brake pedal is depressed. Mark VIII

System is a 2-function electro/mechanical system which prevents free movement of the shift lever. An actuator on the ignition switch end of the interlock cable prevents ignition switch from being turned to LOCK position unless shift lever is in "P" position. Shift lever may not be moved from "P" position if the ignition key is in the RUN position unless the brake pedal is depressed. A electronic shift lock actuator, mounted at the base of the shift lever, locks shift lever in "P" position until ignition switch is in RUN position and brake pedal is depressed. Mustang

System is a 2-function electro/mechanical system which prevents free movement of the shift lever. An actuator on the ignition switch end of the interlock cable prevents ignition switch from being turned to LOCK position unless shift lever is in "P" position. Shift lever may not be moved from "P" position if the ignition key is in the RUN position unless the brake pedal is depressed. A electronic shift lock actuator, mounted at the base of the shift lever, locks shift lever in "P" position until ignition switch is in RUN position and brake pedal is depressed.

TROUBLE SHOOTING SYSTEM OPERATION CHECK Turn ignition switch to RUN position. Ensure shift lever is in "P" position. Ensure shift lever may only be moved to "R" position when brake pedal is depressed. Ensure ignition switch can not be turned to LOCK position with shift lever in "R" position. Move shift lever to "P" position and ensure ignition switch may be turned to LOCK position and key removed. EMERGENCY OVERRIDE FEATURE (IF EQUIPPED) Ensure shift lever is locked in Park. Use a screwdriver to lift small access cover at upper right corner of shift bezel. Insert a screwdriver vertically into access hole and push downward to release lock lever. Ensure shift lever is released from Park.

DIAGNOSIS & TESTING AEROSTAR & RANGER (1997) NOTE:

See appropriate wiring diagram to diagnose electrical circuits and identify fuses and circuit numbers. See WIRING DIAGRAMS .

Preliminary Inspection Helpmelearn February-12-08 8:36:38 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

Verify customer complaint. Visually inspect the following components of the shift interlock system: z z z z z z z

Diagnostic Procedure

1. Check Fuses - Check appropriate fuses located in the interior fuse junction block. See WIRING DIAGRAMS . If fuses are okay, go to step 4 . If fuses are not okay, go to next step. 2. Check Electrical System - With ignition off, replace blown fuse(s). Turn ignition on. If fuse does not blow again, go to next step. If fuse blows again, go to step 8 . 3. Check Supply Voltage To BOO Switch - Turn ignition off. Locate and disconnect BOO switch connector. Using DVOM, measure and record voltage between Light Green/Red wire at BOO switch connector and ground. If voltage is more than 10 volts, reinstall fuses and go to next step. If voltage is less than 10 volts, repair open in Light Green/Red wire. Reconnect BOO switch connector and retest system. 4. Check BOO Switch Operation - Connect DVOM positive lead to Light Green wire of BOO switch connector by backing connector. Connect negative lead to ground. Depress brake pedal. If voltage is more than 10 volts, go to next step. If voltage is less than 10 volts, replace BOO switch and retest system. 5. Check Supply Voltage To Shift Lock Actuator - Disconnect shift lock actuator connector. See SHIFT INTERLOCK ACTUATOR under REMOVAL & INSTALLATION. Using DVOM, measure voltage between Gray/Yellow (Aerostar) or Purple/Orange (Ranger) wire at shift lock actuator connector terminal and ground. If voltage is more than 10 volts, go to next step. If voltage is less than 10 volts, repair open Gray/Yellow or Purple/Orange wire. 6. Check BOO Switch Signal To Shift Lock Actuator - Turn ignition off. Using DVOM, measure voltage between Red/Light Green (Aerostar) or Light Green (Ranger) wire at shift lock actuator connector and ground. If voltage is more than 10 volts, go to next step. If voltage is less than 10 volts, repair appropriate open wire between BOO switch and shift lock actuator. Retest system. 7. Check Shift Lock Actuator Ground - Ensure gearshift lever is in "P" position. Disconnect shift lock actuator connector. Using DVOM, measure resistance between shift lock actuator connector Black wire and ground. If resistance is less than 5 ohms, replace shift lock actuator. If resistance is more than 5 ohms, repair open in Black wire between shift lock actuator and ground. See WIRING DIAGRAMS . 8. Check Supply Voltage For Short To Ground - Disconnect shift lock actuator connector. See Fig. 7 . Remove appropriate blown fuse. Using DVOM, measure continuity between fuse holder terminals and ground. If continuity exists, repair short circuit to ground. Replace fuse and retest system. If continuity does not exist, ensure all circuits connected with fuse are okay. See appropriate EXTERIOR LIGHTS article in ACCESSORIES & EQUIPMENT. If other circuits are okay, replace shift lock actuator and retest system. Helpmelearn February-12-08 8:36:38 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

ASPIRE & PROBE NOTE:

See appropriate wiring diagram to diagnose electrical circuits and identify fuses and circuit numbers. See WIRING DIAGRAMS .

Preliminary Inspection

Verify customer complaint. Visually inspect the following components of the shift interlock system: z z z z z z z

Shift lever assembly for damage or misadjustment. Ignition switch/interlock cable for damage or misadjustment. Switches and brackets for damaged. Electrical Components Fuses (METER and STOP) Loose Or Damaged Connections Brake On/Off (BOO) Switch Connections Wiring Harness

Diagnostic Procedure

1. Check Fuses - Check 15A METER and 15A STOP fuses located in the interior fuse junction block. If fuses are okay, go to step 4 . If fuses are not okay, go to next step. 2. Check Electrical System - With ignition off, replace blown fuse(s). Turn ignition on. If the fuse blows again, go to next step. If the fuse does not blow again, go to step 4 . 3. Check For Short To Ground - Turn ignition off. Remove METER and STOP fuses. Locate and disconnect shift interlock actuator connectors. See Fig. 5 . Using DVOM, measure and record resistance between STOP fuse holder terminals and ground. Measure and record resistance between METER fuse holder terminals and ground. If each resistance is more than 10 k/ohms, reinstall fuses and go to next step. If any resistance is less than 10 k/ohms, repair short in appropriate wire. Reconnect all connectors. Install gearshift lever, console and knob. 4. Check Supply Voltage To Shift Interlock Actuator - Turn ignition on. Using DVOM, measure voltage between shift interlock actuator 3-pin wiring harness connector Yellow (Aspire) or Yellow/Red (Probe) and Black/Yellow wires and ground. If voltage is more than 10 volts, go to next step. If voltage is less than 10 volts, repair open in appropriate wire. 5. Check BOO Switch Signal To Shift Interlock Actuator - Turn ignition off. Connect DVOM leads between shift interlock actuator 3-pin wiring harness connector Green (Aspire) or White/Green (Probe) wire and ground. While monitoring DVOM, press brake pedal. If voltage is more than 10 volts, go to step 7 . If voltage is less than 10 volts, go to next step. 6. Check Stoplight Operation - If stoplights operate when brake pedal is depressed, repair open Green wire between BOO switch and shift lock actuator. If stoplights do not operate when brake pedal is depressed, diagnose problem in stoplight circuit. See appropriate EXTERIOR LIGHTS article in ACCESSORIES & EQUIPMENT. 7. Check Shift Interlock Actuator Ground - Ensure gearshift lever is in "P" position. Using DVOM, measure resistance between shift interlock actuator 1-pin connector Black wire and ground. If resistance is less than 5 ohms, replace shift interlock actuator. On Aspire models, if resistance is more than 5 ohms, Helpmelearn February-12-08 8:36:38 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

repair open in Black wire between shift interlock actuator and ground. See WIRING DIAGRAMS. On Probe models, if resistance is more than 5 ohms, go to next step. NOTE:

Step 8 only applies to Probe models.

8. Check Park Range Switch - Remove transmission control selector dial bezel. Press the brake pedal and place transmission selector lever in "1" position. Disconnect park range switch connector. Using DVOM, measure and record resistance between park range switch connector terminals. Depress park range switch and measure resistance between park range switch connector terminals. Resistance should be 5 ohms or less with switch depressed and more than 10 k/ohms with switch released. If either resistance is not as specified, replace park range switch. If both resistance's are as specified, repair Black wire between park range switch and ground. See WIRING DIAGRAMS . CONTINENTAL & TOWN CAR NOTE:

See appropriate wiring diagram to diagnose electrical circuits and identify fuses and circuit numbers. See WIRING DIAGRAMS .

Preliminary Inspection

Verify customer complaint. Visually inspect the following components of the shift interlock system: z z z z z z z

Shift lever assembly for damage or misadjustment. Ignition switch/interlock cable for damage or misadjustment. Switches and brackets for damaged. Electrical Components Fuses Loose Or Damaged Connections Brake On/Off (BOO) Or Brake Pedal Position (BPP) Switch Connections Wiring harness

Diagnostic Procedure

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

9. 10.

11.

12.

between fuse panel and BOO/BPP switch. Reconnect all connectors and retest system. Check BOO/BPP Switch - Using DVOM, measure resistance between 2 outer BOO/BPP connector terminals. Apply brakes and recheck resistance. Resistance should be more than 10 k/ohms without brake pedal applied and less than 5 ohms with brake pedal applied. If switch operates as specified, go to next step. If switch does not operate as specified, replace BOO/BPP switch and retest system. Check Wire To Shift Interlock Actuator For Short To Ground - Disconnect shift interlock actuator connector. Using DVOM, measure resistance of BOO/BPP switch-to-shift interlock actuator harness connector wire and ground. If resistance is less than 10 k/ohms, go to next step. If resistance is more than 10 k/ohms, repair short in wire between BOO/BPP switch connector and shift interlock actuator connector. Reconnect all connectors and retest system. Check Wire To Shift Interlock Actuator For Open - Using DVOM, measure resistance of wire between BOO/BPP switch connector and shift interlock actuator connector. If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open in wire between BOO/BPP switch connector and shift interlock actuator connector. Reconnect all connectors and retest system. Check Voltage To Shift Interlock Actuator - Turn ignition on. Using DVOM, measure voltage between wire from appropriate fuse (hot in RUN circuit) and ground. If battery voltage is present, go to step 12 . If battery voltage is not present, go to next step. Check Fuse - Turn ignition off. Remove and check appropriate fuse (hot in RUN circuit). See WIRING DIAGRAMS . If fuse is okay, go to step 11 . If fuse is blown, go to next step. Check Wire To Shift Interlock Actuator For Short To Ground - Using DVOM, measure resistance between shift interlock actuator connector terminal (hot in RUN circuit) and ground. If resistance is more than 10 k/ohms, go to next step. If resistance is less than 10 k/ohms, repair open in wire between fuse panel (hot in RUN circuit) and shift interlock actuator connector. Reconnect all connectors and retest system. Check Wire To Shift Interlock For Open - Using DVOM, measure resistance of wire between fuse terminal (hot in RUN circuit) and shift interlock actuator connector terminal. If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open wire between fuse panel (hot in RUN circuit) and shift interlock actuator connector. Reconnect all connectors and retest system. Check Shift Interlock Actuator Ground For Open - Turn ignition on. Using DVOM, measure resistance between shift interlock actuator connector Black wire and ground. If resistance is less than 5 ohms, replace shift interlock actuator. Reconnect all connectors and retest system. If resistance is more than 5 ohms, repair open Black wire between shift interlock actuator connector and ground.

CONTOUR & MYSTIQUE NOTE:

See appropriate wiring diagram to diagnose electrical circuits and identify fuses and circuit numbers. See WIRING DIAGRAMS .

Preliminary Inspection

Verify customer complaint. Visually inspect the following components of the shift interlock system: z z

Shift lever assembly for damage or misadjustment. Ignition switch for damage or misadjustment. Electrical Components

Helpmelearn February-12-08 8:36:38 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

z z z z z z z

Open Or Shorted Circuits Loose Or Damaged Connections Brake On/Off (BOO) Or Brake Pedal Position (BPP) Switch Connections Fuse(s) Faulty Interface Module Faulty Key Removal Inhibit Solenoid Faulty Bulbs

Diagnostic Procedure

1. Check Fuse No. 23 (15A) - Check fuse No. 23 located in the interior fuse panel. If fuse if okay, go to next step. If fuse is not okay, replace fuse and recheck operation. If fuse blows again, check Purple/White wire for short to ground. Repair as necessary. 2. Check Fuse No. 34 (7.5A) - Check fuse No. 34 located in the interior fuse panel. If fuse is okay, go to next step. If fuse is not okay, replace fuse and recheck operation. If fuse blows again, check Orange/Yellow wire for short to ground. Repair as necessary. 3. Check Fuse No. 30 (7.5A) - Check fuse No. 30 located in the interior fuse panel. If fuse is okay, go to next step. If fuse is not okay, replace fuse and recheck operation. If fuse blows again, check Orange/Black or Purple/Yellow wire between fuse panel and gearshift lever unit for short to ground. Repair as necessary. 4. Check Voltage To Gearshift Lever Unit - Remove gearshift lever unit and disconnect electrical connector. Turn ignition on. Using DVOM, measure voltage between gearshift lever unit wiring harness connector Purple/White (terminal No. 1), Orange/Yellow (terminal No. 3) wires and ground. If voltage is more than 10 volts, go to next step. If voltage is less than 10 volts, repair open wire between fuse panel and gearshift lever unit. 5. Check Circuit 31S For Open - Turn ignition off. Disconnect 16-pin instrument interface module connector located below left outer heater duct. Using DVOM, measure resistance of Black/White wire between gearshift lever unit wiring harness connector and instrument interface module connector. If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open Black/White wire. Reconnect all connectors and retest system. 6. Check Circuit 29S For Open - Using DVOM, measure resistance of Orange/Yellow wire between gearshift lever unit wiring harness connector (terminal No. 4) and instrument interface module connector. If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open Orange/Yellow wire. Reconnect all connectors and retest system. 7. Check Circuit 31S For Short - Turn ignition on. Using DVOM, measure voltage between gearshift lever unit wiring harness connector Black/White wire and ground. If voltage is less than one volt, go to next step. If voltage is more than one volt, repair short Black/White wire. Reconnect all connectors and retest system. 8. Check Gearshift Lever Unit Operation - Ensure ignition is off. Reconnect gearshift lever unit connector. Connect a jumper wire between instrument interface module connector Black/White (terminal No. 8) wire and ground. Turn ignition on. Try to move gearshift lever from Park to Reverse. If gearshift lever moves, go to next step. If gearshift lever will not move, replace gearshift lever unit. Reconnect all connectors and retest system. Helpmelearn February-12-08 8:36:38 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

9. Check Instrument Interface Module Ground - Using DVOM, measure resistance between instrument interface module connector Black/Yellow (terminal No. 15) wire and ground. If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open Black/Yellow wire. Reconnect all connectors and retest system. 10. Check Power Supply To Instrument Interface Module - Turn ignition on. Using DVOM, measure voltage between instrument interface module connector Purple/Black (terminal No. 11) wire and ground. If voltage is more than 10 volts, go to next step. If voltage is less than 10 volts, repair open Purple/Black wire. Reconnect all connectors and retest system. 11. Check BOO/BPP Switch Operation - Turn ignition off. Press down on brake pedal. If stoplights turn on, go to next step. If stoplights do not turn on, diagnose BOO/BPP switch. See appropriate EXTERIOR LIGHTS article in ACCESSORIES & EQUIPMENT. 12. Check Circuit 29S For Open - Disconnect PCM. Install breakout box leaving PCM disconnected. Using DVOM, measure resistance between breakout box terminal No. 92 and instrument interface module connector Orange/Black (terminal No. 7) wire. If resistance is less than 5 ohms, replace instrument interface module. Reconnect all connectors and retest system. If resistance is more than 5 ohms, repair open Orange/Black wire. Remove breakout box, reconnect all connectors and retest system. COUGAR & THUNDERBIRD NOTE:

Information is not available.

CROWN VICTORIA, GRAND MARQUIS, TAURUS & SABLE NOTE:

See appropriate wiring diagram to diagnose electrical circuits and identify fuses and circuit numbers. See WIRING DIAGRAMS .

Preliminary Inspection

Verify customer complaint. Visually inspect the following components of the shift interlock system: z z z z z z z z z

Shift lever assembly and cable for damage or misadjustment. Ignition switch/interlock cable for damage or misadjustment. Electrical Components Open or shorted circuits. Loose or damaged connections. Brake On/Off (BOO) or Brake Pedal Position (BPP) switch connections. Damaged shift lock actuator. Fuse(s). Faulty PCM. Faulty Bulbs.

Diagnostic Procedure

1. Check No. 5 Fuse - Check fuse No. 5 located in the interior fuse junction block. If fuse is okay, go to Helpmelearn February-12-08 8:36:38 PM

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step 4 . If fuse is not okay, go to next step. Check For Short To Ground - Turn ignition off. Remove fuse No. 5. Locate shift interlock actuator on steering column under instrument panel and disconnect electrical connector. Using DVOM, measure and record resistance between fuse holder terminals and ground. If resistance is more than 10 k/ohms, reinstall fuse and go to next step. If resistance is less than 10 k/ohms, repair short Gray/Yellow (Taurus and Sable) or Purple/Orange (Crown Victoria and Grand Marquis) wire. Reconnect all connectors and retest system. Check Supply Voltage To Shift Lock Actuator - Turn ignition on. Using DVOM, measure voltage between shift interlock actuator wiring harness connector Gray/Yellow wire and ground. If voltage is more than 10 volts, go to next step. If voltage is less than 10 volts, repair open Gray/Yellow (Taurus and Sable) or Purple/Orange (Crown Victoria and Grand Marquis) wire. Check Supply Voltage To BOO/BPP Switch - Turn ignition off. Disconnect BOO/BPP switch connector. Using DVOM, measure voltage between and ground. If voltage is more than 10 volts, go to next step. If voltage is less than 10 volts, repair open Light Green/Red wire. Reconnect all connectors and retest system. Check BOO/BPP Switch Signal To Shift Interlock Actuator - Disconnect shift lock actuator connector. Depress brake pedal. Using DVOM, measure voltage between shift interlock actuator connector Red/Light Green (Taurus and Sable) or Light Green (Crown Victoria and Grand Marquis) wire and ground. Voltage should be more than 10 volts with brake pedal depressed and less than 1 volt with brake pedal released. If voltage is as specified, go to next step. If voltage is not as specified, repair open Red/Light Green (Taurus and Sable) or Light Green (Crown Victoria and Grand Marquis) wire between BOO/BPP switch and shift interlock actuator. Check Shift Interlock Actuator Ground - Ensure gearshift lever is in "P" position. Using DVOM, measure resistance between shift interlock actuator connector Black wire and ground. If resistance is less than 5 ohms, replace shift interlock actuator. If resistance is more than 5 ohms, repair open in Black wire between shift interlock actuator and ground. See WIRING DIAGRAMS .

"E" & "F" SERIES, & WINDSTAR NOTE:

See appropriate wiring diagram to diagnose electrical circuits and identify fuses and circuit numbers. See WIRING DIAGRAMS .

Preliminary Inspection

Verify customer complaint. Visually inspect the following components of the shift interlock system: z z z z z z z

Shift lever assembly for damage or misadjustment. Ignition switch/interlock cable for damage or misadjustment. Switches and brackets for damaged. Electrical Components Fuses Loose Or Damaged Connections Brake On/Off (BOO) Or Brake Pedal Position (BPP) Switch Connections Wiring Harness

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

Diagnostic Procedure

1. Check Brakelight Operation - Depress brake pedal. If brakelights illuminate, go to step 7 . If brakelights do not illuminate, go to next step. 2. Check Fuse - Check appropriate fuse (hot at all times circuit) in fuse panel. See WIRING DIAGRAMS . If fuse is okay, go to step 4 . If fuse in blown, go to next step. 3. Check Wire To BOO/BPP For Short To Ground - Turn ignition off. Disconnect BOO/BPP switch connector. Using DVOM, measure resistance of wire between fuse (hot at all times circuit) terminal and BOO/BPP switch harness connector terminal. If resistance is more 10 k/ohms, go to next step. If resistance is less than 10 k/ohms, repair wire between fuse panel and BOO/BPP switch for short to ground. Reconnect all connectors and retest system. 4. Check Wire To BOO/BPP Switch For Open - Using DVOM, measure resistance of wire between fuse (hot at all times circuit) terminal and corresponding BOO/BPP switch harness connector terminal. If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open in wire between fuse panel and BOO/BPP switch. Reconnect all connectors and retest system. 5. Check BOO/BPP Switch - Using DVOM, measure resistance between 2 outer BOO/BPP connector terminals. Apply brakes and recheck resistance. Resistance should be more than 10 k/ohms without brake pedal applied and less than 5 ohms with brake pedal applied. If switch operates as specified, go to next step. If switch does not operate as specified, replace BOO/BPP switch and retest system. 6. Check Wire To Shift Interlock Actuator For Short To Ground - Disconnect shift interlock actuator connector. Using DVOM, measure resistance of BOO/BPP switch-to-shift interlock actuator harness connector wire and ground. If resistance is less than 10 k/ohms, go to next step. If resistance is more than 10 k/ohms, repair short in wire between BOO/BPP switch connector and shift interlock actuator connector. Reconnect all connectors and retest system. 7. Check Wire To Shift Interlock Actuator For Open - Using DVOM, measure resistance of wire between BOO/BPP switch connector and shift interlock actuator connector. If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open in wire between BOO/BPP switch connector and shift interlock actuator connector. Reconnect all connectors and retest system. 8. Check Voltage To Shift Interlock Actuator - Turn ignition on. Using DVOM, measure voltage between wire from appropriate fuse (hot in RUN circuit) and ground. If battery voltage is present, go to step 12 . If battery voltage is not present, go to next step. 9. Check Fuse - Turn ignition off. Remove and check appropriate fuse (hot in RUN circuit). See WIRING DIAGRAMS . If fuse is okay, go to step 11 . If fuse is blown, go to next step. 10. Check Wire To Shift Interlock Actuator For Short To Ground - Using DVOM, measure resistance between shift interlock actuator connector terminal (hot in RUN circuit) and ground. If resistance is more than 10 k/ohms, go to next step. If resistance is less than 10 k/ohms, repair open in wire between fuse panel (hot in RUN circuit) and shift interlock actuator connector. Reconnect all connectors and retest system. 11. Check Wire To Shift Interlock For Open - Using DVOM, measure resistance of wire between fuse terminal (hot in RUN circuit) and shift interlock actuator connector terminal. If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open wire between fuse panel (hot in RUN circuit) and shift interlock actuator connector. Reconnect all connectors and retest system. 12. Check Shift Interlock Actuator Ground For Open - Turn ignition on. Using DVOM, measure resistance between shift interlock actuator connector Black wire and ground. If resistance is less than 5 ohms, replace shift interlock actuator. Reconnect all connectors and retest system. If resistance is more Helpmelearn February-12-08 8:36:38 PM

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than 5 ohms, repair open Black wire between shift interlock actuator connector and ground. ESCORT, ESCORT ZX2 & TRACER NOTE:

See appropriate wiring diagram to diagnose electrical circuits and identify fuses and circuit numbers. See WIRING DIAGRAMS .

Preliminary Inspection

Verify customer complaint. Visually inspect the following components of the shift interlock system: z z z z z z z z

Shift lever assembly for damage or misadjustment. Ignition switch/interlock cable for damage or misadjustment. Switches and brackets for damaged. Electrical Components Fuses (METER, ROOM (Escort and Tracer) Or HORN (Escort ZX2) And STOP) Loose Or Damaged Connections Brake On/Off (BOO) Or Brake Pedal Position (BPP) Switch Connections Faulty Park Sense switch Wiring Harness

Diagnostic Procedure

1. Check Fuses - Check METER, ROOM or HORN and STOP fuses located in the interior fuse junction block. If fuses are okay, go to step 4 . If fuses are not okay, go to next step. 2. Check Electrical System - With ignition off, replace blown fuse(s). Turn ignition on. If the fuse blows again, go to next step. If the fuse does not blow again, go to step 4 . 3. Check For Short To Ground - Turn ignition off. Remove METER, ROOM or HORN and STOP fuses. Locate and disconnect shift interlock actuator connector. Using DVOM, measure and record resistance between each METER, ROOM or HORN and STOP fuse holder terminals and ground. If each resistance is more than 10k/ohms, reinstall fuses and go to next step. If any resistance is less than 10 k/ohms, repair short in appropriate wire. See WIRING DIAGRAMS . Reconnect all connectors and retest system. 4. Check Supply Voltage To Shift Lock Actuator - Turn ignition off. Disconnect shift interlock actuator connector. Turn ignition on. Using DVOM, measure voltage between shift lock actuator wiring harness connector Blue/Red or Green/Yellow wire and ground. See WIRING DIAGRAMS for appropriate wire colors. If voltage is more than 10 volts, go to next step. If voltage is less than 10 volts, repair open in appropriate wire. 5. Check BOO Switch Signal To Shift Lock Actuator - Turn ignition off. Connect DVOM leads between shift lock actuator harness connector Green wire and ground. While monitoring DVOM, press brake pedal. If voltage is less than 10 volts, go to next step. If voltage is more than 10 volts, diagnose problem in stoplight circuit. See appropriate EXTERIOR LIGHTS article in ACCESSORIES & EQUIPMENT. 6. Check Park Sense Switch Ground For Open - Disconnect park sense switch connector. Using DVOM, measure resistance between park range switch harness connector Black wire (right side wire with connector tab facing upward) and ground. If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open Black wire. Reconnect all connectors and retest system. Helpmelearn February-12-08 8:36:38 PM

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7. Check Park Sense Switch - Using DVOM, measure resistance between park sense switch connector terminals. Resistance should be less than 5 ohms with selector lever release button released and more than 10 k/ohms with selector lever release button pressed or selector lever in any position other than Park. If resistance is not as specified, replace selector lever and park sense switch. If resistance is as specified, replace shift interlock actuator. Reconnect all connectors and retest system. MARK VIII NOTE:

See appropriate wiring diagram to diagnose electrical circuits and identify fuses and circuit numbers. See WIRING DIAGRAMS .

Preliminary Inspection

Verify customer complaint. Visually inspect the following components of the shift interlock system: z z z z z z z z

Shift lever assembly and cable for damage or misadjustment. Ignition switch/interlock cable for damage or misadjustment. Electrical Components Open Or Shorted Circuits Loose Or Damaged Connections Brake On/Off (BOO) Or Brake Pedal Position (BPP) Switch Connections Faulty Steering Column/Ignition/Lighting (SCIL) Control Module Fuse(s) Faulty Bulbs

Diagnostic Procedure

1. Check Shift Interlock In ACC Position - Turn ignition to ACC position. With brake pedal released, try and move selector lever to "R" position. If lever moves to "R" position, go to step 3 . If lever does not move to "R" position, go to next step. 2. Check System Operation - Turn ignition on. Depress brake pedal and move selector lever to "R" position. If lever does not move to "R" position, go to step 4 . If lever moves to "R" position, system is operating normally. Check wiring harness and connectors for intermittent operation. 3. Check Steering Column Adjustment - Actuate steering column adjustment switch to tilt or telescope position. If steering column adjusts, go to next step. If steering column does not adjust, diagnose communication problem with SCIL Module. See appropriate MODULE COMMUNICATION NETWORK article in ACCESSORIES & EQUIPMENT. 4. Check Stoplight Operation - Connect NGS scan tool to Datalink connector. Select SCIL PID BOO _ SCI display. While monitoring scan tool display, depress brake pedal. If PID BOO _ SCI changes from off to on, go to next step. If PID BOO _ SCI does not change, diagnose BOO/BPP switch circuit. See appropriate EXTERIOR LIGHTS article in ACCESSORIES & EQUIPMENT. 5. Check SCIL Module Output To Shift Interlock Solenoid - Turn ignition off. Locate and disconnect shift interlock solenoid connector. Turn ignition on. Connect DVOM between shift interlock solenoid harness connector Light Blue/Black wire and ground. On NGS scan tool, select SCIL MODULE ACTIVE COMMAND BRAKE SYSTEM. While measuring voltage with DVOM, activate BRK/SHIFT Helpmelearn February-12-08 8:36:38 PM

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10.

on NGS scan tool. If battery voltage is present, go to step 8 . If battery voltage is not present, go to next step. Check Light Blue/Black Wire For Short To Ground - Turn ignition off. Locate and disconnect SCIL module connector. Using DVOM, measure resistance between SCIL module connector C287 terminal No. 9 and ground. See Fig. 1 and Fig. 10 . If resistance is more than 10 k/ohms, go to next step. If resistance is less than 10 k/ohms, repair short Light Blue/Black wire between SCIL module connector and shift interlock solenoid connector. Check Light Blue/Black Wire For Open - Using DVOM, measure resistance of Light Blue/Black wire between SCIL module terminal No. 9 and shift interlock solenoid connector. If resistance is less than 5 ohms, replace SCIL module. Reconnect all connectors and retest system. If resistance is more than 5 ohms, repair open in Light Blue/Black wire. Check Shift Interlock Solenoid Ground For Open - Using DVOM, measure resistance between shift interlock solenoid connector Black wire and ground. If resistance is less than 5 ohms, replace shift interlock solenoid. Reconnect all connectors and retest system. If resistance is more than 5 ohms, repair open Black wire between shift interlock solenoid connector and ground. Check Signal To Shift Interlock Solenoid - Disconnect shift interlock solenoid connector. Using DVOM, measure voltage between shift interlock solenoid connector Light Blue/Black wire terminal and ground. If battery voltage is present, go to next step. If battery voltage is not present, replace shift interlock solenoid. Reconnect all connectors and retest system. Check SCIL Module For Short To Power - Disconnect SCIL module connector. Using DVOM, measure voltage between Light Blue/Black wire and ground. If battery voltage is present, repair short in Light Blue/Black wire. Reconnect all connectors and retest system. If battery voltage is not present, replace SCIL module. Reconnect all connectors and retest system.

Fig. 1: Identifying SCIL Module Connector C287 Terminals Courtesy of FORD MOTOR CO. MUSTANG NOTE:

See appropriate wiring diagram to diagnose electrical circuits and identify fuses

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and circuit numbers. See WIRING DIAGRAMS . Preliminary Inspection

Verify customer complaint. Visually inspect the following components of the shift interlock system: z z z z z z z z

Diagnostic Procedure

1. Check Fuse No. 1 (15A) - Remove and check fuse No. 1 located in the internal fuse panel. If the fuse is okay, go to step 3 . If the fuse is not okay, go to next step. 2. Check Purple/Orange Wire Resistance - Ensure fuse No. 1 is removed. Disconnect shift lock actuator connector located near ignition switch. Using DVOM, measure resistance of Purple/Orange wire between shift lock actuator wiring harness connector terminal and ground. If resistance is more than 10 k/ohms, go to next step. If resistance is less than 10 k/ohms, repair short Purple/Orange wire. Reconnect all connectors and retest system. 3. Check Power Supply To Shift Lock Actuator - Reinstall fuse No. 1. Disconnect shift lock actuator connector. Using DVOM, measure voltage between Purple/Orange wire terminal and ground. Turn ignition on. If battery voltage is present, go to next step. If battery voltage is not present, repair open Purple/Orange wire. Reconnect all connectors and retest system. 4. Check Stoplight Operation - Depress brake pedal. If stoplights turn on, go to next step. If stoplights do not turn on, diagnose BOO/BPP switch. See appropriate EXTERIOR LIGHTS article in ACCESSORIES & EQUIPMENT. 5. Check Power Supply Between BOO/BPP Switch & Shift Lock Actuator - With brake pedal depressed, measure voltage of Red/Light Green wire between shift lock actuator connector and ground. If battery voltage is present, go to next step. If battery voltage is not present, repair open Red/Light Green wire. Reconnect all connectors and retest system. 6. Check Ground Circuit Resistance - With shift lock actuator connector disconnected, measure resistance between Black wire terminal and ground. If resistance is less than 5 ohms, replace shift lock actuator. If resistance is more than 5 ohms, repair open Black wire. Reconnect all connectors and retest system. VILLAGER NOTE:

See appropriate wiring diagram to diagnose electrical circuits and identify fuses and circuit numbers. See WIRING DIAGRAMS .

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Preliminary Inspection

Verify customer complaint. Visually inspect the following components of the shift interlock system: z z z z z z z

Shift lever assembly for damage or misadjustment. Ignition switch/interlock cable for damage or misadjustment. Switches and brackets for damaged. Electrical Components Fuses (RELAYS) Loose Or Damaged Connections Brake On/Off (BOO) Switch Connections Wiring Harness

Diagnostic Procedure

1. Check Fuse - Check 10A RELAYS fuse located in the interior fuse junction block. If fuse is okay, go to step 4 . If fuse is not okay, go to next step. 2. Check Electrical System - With ignition off, replace blown fuse. Turn ignition on. If the fuse blows again, go to next step. If the fuse does not blow again, go to step 4 . 3. Check For Short To Ground - Turn ignition off. Remove RELAYS fuse. Locate and disconnect Speed Control Disengage/BOO switch connector. Using DVOM, measure and record resistance between RELAY fuse holder terminal and ground. If resistance is more than 10 k/ohms, reinstall fuse and go to next step. If resistance is less than 10 k/ohms, repair short in Blue wire between fuse panel Speed Control Disengage/BOO switch. Reconnect all connectors. Install gearshift lever, console and knob. 4. Check Shift Lock Actuator Ground - Ensure gearshift lever is in "P" position. Using DVOM, measure resistance between shift lock actuator connector Black wire and ground. If resistance is less than 5 ohms, go to next step. If resistance is more than 5 ohms, repair open in Black wire between shift lock actuator and ground. See WIRING DIAGRAMS . 5. Check Supply Voltage To Shift Lock Actuator - Turn ignition on. Using DVOM, measure voltage between shift lock actuator wiring harness connector White wire and ground. If voltage is more than 10 volts, replace shift lock actuator. If voltage is less than 10 volts, repair open in White wire. 6. Check Speed Control Disengage/BOO Switch - Turn ignition off. Disconnect BOO switch connector. Using DVOM, measure and record resistance between BOO switch connector terminals. Depress brake pedal and measure resistance of BOO switch terminals again. Resistance should be less than 5 ohms with brake pedal depressed and more than 10 k/ohms with brake pedal released. If resistance is as specified, repair open White wire between BOO switch and shift lock actuator. If resistance is not as specified, replace Speed Control Disengage/BOO switch. Reconnect all connectors and retest system. 7. Check Stoplight Operation - If stoplights operate when brake pedal is depressed, repair open Green wire between BOO switch and shift lock actuator. If stoplights do not operate when brake pedal is depressed, diagnose problem in stoplight circuit. See appropriate EXTERIOR LIGHTS article in ACCESSORIES & EQUIPMENT.

REMOVAL & INSTALLATION GEARSHIFT LEVER ASSEMBLY Helpmelearn February-12-08 8:36:39 PM

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Removal & Installation (Aspire)

1. Place gearshift lever in "1" position. Disconnect negative battery cable. Remove console panel storage bin from the parking brake console. Remove parking brake console screw and lift parking brake console. Remove 2 shift console panel screws, console panel pushpins and shift console. 2. Pull the shift console panel forward and disconnect all electrical connectors. Remove 2 gearshift lever knob screws and gearshift lever knob. See Fig. 2 . Remove 4 transmission control selector dial screws. Lift transmission control selector dial bezel upward and disconnect selector indicator lamp connector. 3. Remove shift cable and bracket locknut. Remove 2 shift cable bracket bolts and remove shift cable. Remove 2 shift lock actuator bracket-to-gearshift lever screws. Disconnect 2 shift lock actuator electrical connectors. Loosen locknut "A" and remove shifter interlock cable. See Fig. 8 . Remove 4 gearshift lever locknuts and remove gearshift lever. 4. To install, reverse removal procedure. Tighten nuts and bolts to specified torque. See TORQUE SPECIFICATIONS .

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Fig. 2: Exploded View Of Center Console & Gearshift Lever Assembly Courtesy of FORD MOTOR CO. Removal & Installation (Continental & Town Car) Helpmelearn February-12-08 8:36:39 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

1. Disconnect negative battery cable. On vehicles with console shift, go to step 4 . On vehicles with floor shift, remove center console compartment. If equipped, disconnect cellular phone connectors. Remove 4 screws securing CD changer. Disconnect CD changer electrical connector and remove changer. 2. Slide plastic sleeve around shifter knob base downward. Remove 2 screws securing shifter knob to lever and remove knob. Using a flat-tipped screwdriver, remove shift control bezel from center console. 3. Remove panel in front shift lever covering lighter and ashtray. Remove 2 screws securing console to floor bracket. Remove 2 screws securing console to gear shift bracket. Slide floor console rearward and pull up. Disconnect electrical connectors to console. Disconnect shift interlock cable from bracket and shift interlock cam. 4. Disconnect shift cable from selector lever and bracket. Remove 2 bolts securing parking brake release control motor to gearshift lever assembly. Remove 4 bolts securing selector lever to floor. 5. To install reverse removal procedure. Torque all nuts and bolts to specification. See TORQUE SPECIFICATIONS . Removal & Installation (Contour & Mystique)

1. Raise and support vehicle. Remove lower heat shield covering access to selector lever mounting bolts. Disconnect selector lever cable adjusting cap and selector lever cable. Remove 4 selector lever mounting nuts. 2. Lower vehicle. Remove selector lever cover. Lift selector lever assembly upwards and disconnect electrical connector. To install, reverse removal procedure. Torque nuts to specification. See TORQUE SPECIFICATIONS . Removal & Installation (Cougar, Mustang & Thunderbird)

1. Remove center console. Remove screws securing transmission control selector dial bezel. Remove dial bezel and disconnect shifter interlock cable from transmission range selector lever and interlock cam. 2. Disconnect range indicator light and control switch connector. Place shift lever in "OD" position. Raise and support vehicle. Disconnect shift cable from shift lever and ball stud. 3. Remove shift cable retaining screws from shifter mounted bracket. Lower vehicle. Remove shifter from floorpan retaining bolts. Remove transmission range selector lever assembly. 4. To install, reverse removal procedure. Torque all bolts and nuts to specification. See TORQUE SPECIFICATIONS . Removal & Installation (Escort & Tracer)

1. Remove 2 screws securing selector lever knob and remove knob. Move both seats forward. Remove 2 securing parking brake console. Engage parking brake. Lift upward and remove parking brake console. 2. Remove 2 shift console panel screws and 4 forward pushpins. Place selector lever in "L" position. Remove beverage holder from shift console base. Lift upward and remove shift console panel. 3. Remove 4 screws securing selector dial bezel. Disconnect dial bezel indicator light and remove bezel. Disconnect shift interlock actuator and park sense switch connectors. Remove 2 screws securing shift interlock actuator and remove actuator. 4. Remove gearshift lever cable nut and disconnect cable. Remove 2 cable bracket-to-floorpan bracket bolts Helpmelearn February-12-08 8:36:39 PM

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and carefully position aside without binding cable. Loosen shift interlock cable nut ensuring not to loosen cable locknut closest to cable end. Disconnect shift interlock cable and position aside without binding cable. 5. Remove 4 gearshift lever assembly nuts and remove assembly. To install, reverse removal procedure. Torque all nuts and bolts to specification. See TORQUE SPECIFICATIONS . Removal & Installation (Mark VIII)

1. Disconnect negative battery cable. Pull instrument panel control cover assembly straight out to release lower clip. DO NOT use a pry tool to remove control cover as damage to panel may occur. Disconnect control panel electrical connector. 2. Remove 2 screws securing instrument panel center finish panel surrounding shifter and radio assemblies. Lift up on back of panel and pull panel forward to remove from instrument panel. Disconnect finish panel ground wire. 3. Move gearshift lever to "D" position. Slide plastic sleeve around shifter knob base downward. Remove 2 screws securing shifter knob to lever and remove knob. Disconnect transmission shift cable from range selector lever and selector lever housing. 4. Disconnect shift interlock cable from range selector lever and selector lever bracket. Disconnect selector lever electrical connector. Disconnect shift cable from lever cam. Slide retaining clip from bracket and remove shift cable. Remove 4 bolts securing gearshift lever assembly to floor and remove assembly. 5. To install, reverse removal procedure. Torque all bolts and nuts to specification. See TORQUE SPECIFICATIONS . Removal & Installation (Probe)

1. Disconnect negative battery cable. Remove 2 screws securing console armrest base and remove armrest base. Remove 2 screws securing console armrest compartment and remove compartment. Remove console finish panel from the shift console. Engage parking brake. Remove console lower forward kick panel. 2. Disconnect all electrical connectors. Remove 2 gearshift lever knob screws and gearshift lever knob. See Fig. 3 . Remove 4 transmission control selector dial screws. Lift transmission control selector dial bezel upward and disconnect selector indicator lamp connector. 3. Remove shift cable and bracket locknut. Remove 2 shift cable bracket bolts and remove shift cable. Remove 2 shift lock actuator bracket-to-gearshift lever screws. Disconnect 2 shift lock actuator electrical connectors. Loosen locknuts and remove shifter interlock cable. Remove 3 gearshift lever locknuts and one bolt and remove gearshift lever. 4. To install, reverse removal procedure. Tighten nuts and bolts to specified torque. See TORQUE SPECIFICATIONS .

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Fig. 3: Exploded View Of Gearshift Lever Assembly (Probe) Courtesy of FORD MOTOR CO. Removal & Installation (Sable & Taurus)

1. Using a flat-blade screwdriver, unsnap front portion of beverage holder and remove from console. Move gearshift lever to "1" position. Open ashtray and pull on top finish panel to remove. Disconnect electrical connectors. Remove 2 screws securing console compartment to console and remove compartment. 2. Remove 2 screws securing center console to lower instrument panel. Pull carpet back covering inner kick panels and disconnect panel clips from bracket. Remove 6 bolts retaining center console panel to floor mounting brackets and remove center console. 3. Disconnect transmission shift cable from range selector lever and selector lever housing. Disconnect shift interlock cable from range selector lever and selector lever housing. Remove 4 nuts securing gearshift lever assembly to floor and remove assembly. 4. To install, reverse removal procedure. Torque all bolts and nuts to specification. See TORQUE SPECIFICATIONS . Helpmelearn February-12-08 8:36:39 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

Removal & Installation (Light Duty Trucks & Vans)

1. Disconnect negative battery cable. Remove battery-to-starter relay cable and wait one minute for backup power supply to dissipate. Remove screws holding parking brake handle and secure aside. 2. Remove screws for hood release and secure aside. Remove 2 screws for lower instrument panel column cover. Remove 4 screws securing lower instrument panel reinforcement panel. Remove ignition switch electrical connector bolt and disconnect connector. Remove 2 screws securing ignition switch and switch. 3. Remove lower steering column shroud. Insert key in ignition lock and turn ignition on. Using screwdriver, pry upward on ignition cylinder lock and remove ignition lock from upper steering column shroud. Remove upper shroud and rubber shift lever cover. 4. Disconnect shift control lever harness connector. See Fig. 4 . Remove shift lever pin and discard. Remove shift lever. To install, reverse removal procedure. Replace shift lever pin for reassembly.

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Fig. 4: Removing Gearshift Lever Assembly Helpmelearn February-12-08 8:36:39 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

Courtesy of FORD MOTOR CO. SHIFT INTERLOCK ACTUATOR NOTE:

On some models, the shift interlock actuator is part of the shift interlock cable. Refer to SHIFT INTERLOCK CABLE or GEARSHIFT LEVER ASSEMBLY procedures to remove actuator.

Removal & Installation (Aspire & Probe)

1. Remove gearshift lever assembly. See GEARSHIFT LEVER ASSEMBLY . Remove 2 shift lock actuator bracket-to-gearshift lever screws. See Fig. 5 . Disconnect 2 shift lock actuator electrical connectors. Remove shift lock actuator bracket from the actuator. 2. To install, reverse removal procedure. Ensure shift lock actuator arm is engaged with lock lever before installing to gearshift lever assembly.

Fig. 5: Removing Shift Lock Actuator (Aspire Shown, Probe Is Similar) Courtesy of FORD MOTOR CO. Helpmelearn February-12-08 8:36:39 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

Removal & Installation (Continental & Town Car)

1. Disconnect negative battery cable. On vehicles with console shift, go to step 4 . On vehicles with floor shift, remove center console compartment. If equipped, disconnect cellular phone connectors. Remove 4 screws securing CD changer. Disconnect CD changer electrical connector and remove changer. 2. Slide plastic sleeve around shifter knob base downward. Remove 2 screws securing shifter knob to lever and remove knob. Using a flat-tipped screwdriver, remove shift control bezel from center console. 3. Remove panel in front shift lever covering lighter and ashtray. Remove 2 screws securing console to floor bracket. Remove 2 screws securing console to gear shift bracket. Slide floor console rearward and pull up. Disconnect electrical connectors to console. Disconnect shift interlock cable from bracket and shift interlock cam. 4. Remove driver's side lower instrument panel cover. Remove 4 nuts securing steering column and lower steering column. Disconnect shift interlock actuator connector. On Continental, remove 2 screws securing shift interlock actuator and remove actuator and cable. See Fig. 6 . On Town Car, remove 3 screws securing shift interlock actuator and remove actuator and cable. See Fig. 7 . 5. To install, connect shift interlock cable to interlock cam and bracket. To complete installation, reverse removal procedure. Torque all nuts and bolts to specification. See TORQUE SPECIFICATIONS .

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Fig. 6: Removing Shift Interlock Actuator & Cable (Continental) Courtesy of FORD MOTOR CO.

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

Fig. 7: Removing Shift Interlock Solenoid Courtesy of FORD MOTOR CO. Removal & Installation (Crown Victoria, Grand Marquis, Sable & Taurus)

1. On vehicles equipped with floor shift, replace shift interlock actuator with shift interlock cable. Follow shift interlock cable removal and installation procedures for actuator replacement. See SHIFT INTERLOCK CABLE . On vehicles equipped with column shift, go to next step. 2. Disconnect negative battery cable. Remove 3 screws securing upper steering column shroud. Insert Helpmelearn February-12-08 8:36:39 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

scratch awl into access hole on lower steering column shroud and push in the ignition lock cylinder release pin. Insert ignition key into lock, turn ignition on and remove lock cylinder from steering column. 3. Remove lower steering column shroud. Remove 2 screws securing lower instrument panel and remove panel. Completely loosen the shift indicator adjustment wheel and disconnect shift indicator cable from steering column lever. 4. Remove 2 nuts securing steering column absorber. Remove 2 nuts securing lower steering column and remove column. Disconnect electrical connectors to steering column. Remove 2 screws securing shift interlock actuator and remove actuator from column. 5. To install, reverse removal procedures. Torque nuts and bolts to specification. See TORQUE SPECIFICATIONS . Removal & Installation (Light Duty Trucks & Vans - Except Villager)

1. Disconnect negative battery cable. Remove battery-to-starter relay cable and wait one minute for backup power supply to dissipate. Ensure front wheels are straight and remove steering wheel. Remove screws holding parking brake handle and secure aside. 2. Remove screws for hood release and secure aside. Remove 2 screws for lower instrument panel column cover. Remove 4 screws securing lower instrument panel reinforcement panel. Remove ignition switch electrical connector bolt and disconnect connector. Disconnect remaining electrical connectors to steering column components. 3. Remove transmission range indicator bolt and disconnect indicator from bracket. Disconnect shift interlock solenoid connector. Remove lower steering column shroud. Insert key in ignition lock and turn ignition on. Using screwdriver, pry upward on ignition cylinder lock and remove ignition lock from upper steering column shroud. 4. Remove air bag sliding contact from steering column. Remove upper intermediate steering shaft-tocolumn shaft bolt. Remove 2 lower steering column nuts. Remove 2 steering column support bracket nuts, bracket and steering column. 5. Remove 3 bolts securing shift interlock actuator and insert plate. See Fig. 7 . Remove clip securing insert plate to actuator and discard. This clip is used to aid in initial assembly and is not required during reassembly. 6. To install, reverse removal procedure. Torque all bolts and nuts to specification. See TORQUE SPECIFICATIONS . Removal & Installation (Villager)

1. Disconnect negative battery cable. Remove steering wheel and air bag. Remove 4 console pushpins and console panel. Remove one instrument panel steering column screw and 4 instrument panel steering column cover pushpins and remove cover panel. 2. Remove 4 screw securing instrument reinforcement panel and remove. Remove one screw securing lower heater outlet duct and remove duct. Remove upper and lower steering column shrouds. Remove pin securing transmission range selector lever and disconnect electrical connector. Remove selector lever. 3. Disconnect transmission range indicator from lever. Remove transmission control selector indicator bolt and remove range indicator. Disconnect shift interlock actuator connector. Remove transmission shift cable from selector lever arm and support. 4. Remove 2 screws securing multi-function switch and position switch aside. Disconnect "OD" control Helpmelearn February-12-08 8:36:39 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

switch electrical connector. Remove ignition switch harness bolt and position ignition switch aside. Remove steering column lower yoke clamp bolt. 5. Remove one upper bracket steering column nuts. Remove 2 lower bracket steering column nuts. While supporting steering column, remove remaining upper bracket nut and remove steering column. Remove 2 screws securing shift lock actuator to steering column and remove actuator. 6. To install, reverse removal procedure. Tighten all nuts and bolts to specifications. See TORQUE SPECIFICATIONS . SHIFT INTERLOCK CABLE NOTE:

Procedures for removal and installation of shift interlock cable is given in GEARSHIFT LEVER ASSEMBLY on some models.

Removal & Installation (Aspire)

1. Remove 2 shifter knob securing bolts and knob from gearshift lever. Loosen shift interlock cable locknut "A" and disconnect from gearshift lever bracket. See Fig. 8 . 2. Attach mechanics wire to cable end to ensure correct installation. Remove 2 cable hold down screws attached to bulkhead under instrument panel. Remove 3 screws securing steering column upper and lower shrouds and remove shrouds. Remove shift interlock cable-to-lock cylinder bolt at lock cylinder housing. See Fig. 9 . Remove cable and disconnect mechanics wire. NOTE:

DO NOT loosen shifter interlock cable locknut "B" during installation. See Fig. 8 . Locknut is factory preset and incorrect interlock operation may result if changed.

3. To install, attach mechanics wire to new cable and pull wire to feed cable through instrument panel and console. To complete installation, reverse removal procedure. Torque shift locknut to 89-132 INCH lbs. (10-15 N.m).

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

Fig. 8: Removing Shift Interlock Cable Courtesy of FORD MOTOR CO.

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Fig. 9: Locating Shift Interlock Cable-To-Lock Cylinder Bolt Courtesy of FORD MOTOR CO. Removal & Installation (Cougar, Mustang & Thunderbird)

1. Disconnect negative battery cable. Carefully pry on retaining clips to remove console finish panel from console. Disconnect electrical connectors and remove console finish panel. Remove 2 screw covers and screws securing center console glove compartment and remove compartment. 2. Remove 4 screws securing center console to floor. Pull parking brake up and move gearshift lever to "1" position. Pull center console upwards and back to remove. Disconnect electrical connectors and remove center console. 3. Remove left-hand lower instrument panel trim and lower steering column shroud. Remove shift interlock cable retaining screw and disconnect from shift interlock cam. Remove steering column nuts and lower steering column to floor. Helpmelearn February-12-08 8:36:39 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

4. Disconnect shift interlock cable retaining clip. Disconnect actuator electrical connector. Remove screws retaining shift interlock actuator to steering column. 5. Remove shift interlock actuator and cable from console brackets and remove from vehicle. To install, reverse removal procedure. Torque all nuts and bolts to specifications. See TORQUE SPECIFICATIONS . Removal & Installation (Probe)

1. Disconnect negative battery cable. Remove gearshift lever assembly. See GEARSHIFT LEVER ASSEMBLY. Loosen shifter interlock cable locknuts and disconnect from gearshift lever bracket. 2. Remove shift cable clip from brake pedal. Remove console lower forward kick panel. Remove steering column shrouds. Remove control selector cable bracket and screw from the bottom of the steering column and slide the shift interlock cable off the lock cylinder. Slide shift interlock cable out of console. 3. To install, reverse removal procedure. DO NOT kink cable during installation. Torque all bolts and nuts to specification. See TORQUE SPECIFICATIONS . Removal & Installation (Sable & Taurus)

1. Disconnect negative battery cable. Unsnap and remove upper center console bezels. Disconnect shift interlock cable conduit from bracket and pull cable from cam on transaxle range selector lever. 2. Remove 3 screws securing upper steering column shroud. Insert scratch awl into access hole on lower steering column shroud and push in the ignition lock cylinder release pin. Insert ignition key into lock, turn ignition on and remove lock cylinder from steering column. 3. Remove lower steering column shroud. Remove 2 screws securing lower instrument panel and remove panel. Completely loosen the shift indicator adjustment wheel and disconnect shift indicator cable from steering column lever. 4. Remove 2 nuts securing steering column absorber. Remove 2 nuts securing lower steering column and remove column. Disconnect electrical connectors to steering column. Remove 2 screws securing shift interlock actuator and remove actuator and cable as an assembly. 5. To install, reverse removal procedures. Torque nuts and bolts to specification. See TORQUE SPECIFICATIONS . STEERING COLUMN/IGNITION/LIGHTING CONTROL (SCIL) MODULE Removal & Installation (Mark VIII Only)

1. SCIL module is located behind passenger's side of instrument panel, to right of glove box. SCIL module contains one 16-pin connector, one 22-pin connector and two 26-pin connectors. See Fig. 10 . 2. Disconnect negative battery cable. Remove lower cover from passenger's side of instrument panel for access to glove compartment. 3. Remove screws from hinge on glove compartment door. Push inward on each side of glove compartment to release stops from glove compartment and allow glove compartment to rotate downward. Remove glove compartment. 4. Remove retaining screws from SCIL module. Move SCIL module downward from mounting bracket. Helpmelearn February-12-08 8:36:39 PM

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

Disconnect electrical connectors from SCIL module. Remove SCIL module. To install, reverse removal procedure.

Fig. 10: Locating SCIL Module & Identifying SCIL Module Connectors Courtesy of FORD MOTOR CO.

TORQUE SPECIFICATIONS TORQUE SPECIFICATIONS Application Aerostar, Explorer, Mountaineer & Ranger Shift Cable Bracket Bolt Steering Column Nut

Ft. Lbs. (N.m) 15-21 (21-29) 10-12 (13-17)

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

Cougar, Mustang & Thunderbird Shift Cable Bracket Bolt Steering Column Nut Cougar & Thunderbird Mustang Crown Victoria, Grand Marquis, Sable & Taurus Shift Cable Bracket Bolt Steering Column Absorber Nut Steering Column Nut Escort & Tracer Gearshift Lever Assembly Nut Steering Column Nut "E" Series, Expedition, "F" Series & Navigator Shift Cable Bracket Bolt (4R70W) 4.2L Engine 4.6L Engine Shift Cable Bracket Bolt (E4OD) Shift Cable Bracket Nut Steering Column Nut Probe Steering Column Nut Transmission Range Selector Nut Town Car Shift Cable Bracket Bolt Steering Column Nut Windstar Steering Column Absorber Nut Steering Column Nut

18-22 (24-31) 10-12 (13-17) 25-34 (34-46) 15-19 (20-26) 10-12 (13-17) 10-12 (13-17) 12-16 (17-22) 10-12 (13-17)

17-23 (23-32) 20-30 (27-41) 20-30 (27-41) 12-15 (17-20) 10-12 (13-17) 10-12 (13-17) 12-16 (17-22) 17-23 (23-32) 10-12 (13-17) 17-23 (23-32) 10-12 (13-17) INCH Lbs. (N.m)

Aerostar, Explorer, Mountaineer & Ranger Shift Interlock Actuator Bolt Shift Selector Tube Bracket Bolt Aspire Gearshift Lever Nut Shift Cable Bracket Bolt Shift Interlock Cable Bracket Locknut Continental Shifter Interlock Actuator Bolt Contour & Mystique Selector Lever Assembly Nut Cougar, Mustang & Thunderbird

62-97 (7-11) 62-97 (7-11) 53-71 (6-8) 71-97 (8-11) 89-132 (10-15) 71-115 (8-13) 71-97 (8-11)

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

Range Selector Lever Bolt Crown Victoria, Grand Marquis, Sable & Taurus Shift Interlock Actuator Bolt Escort & Tracer Cable Floorpan Bracket Bolt Dial Bezel Screw Selector Lever Cable Nut Selector Lever Knob Screw Shift Interlock Actuator Screw "E" Series, Expedition, "F" Series & Navigator Shift Interlock Actuator Bolt Mark VIII Gearshift Lever Assembly Bolt Shift Knob Bolt Probe Shift Cable Bracket Bolt Shift Interlock Cable Bracket Locknut Town Car Shift Interlock Actuator Bolt Villager Shift Interlock Actuator Bolt

54-71 (6-8) 17 (2) 71-97 (8-11) 18-26 (2-3) 71-97 (8-11) 18-26 (2-3) 12-16 (1.3-1.8) 62-97 (7-11) 54-71 (6-8) 26 (3) 71-97 (8-11) 89-132 (10-15) 62-97 (7-11) 62-97 (7-11)

WIRING DIAGRAMS

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

Fig. 11: Shift Interlock System Wiring Diagram (1997 Aerostar)

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Fig. 12: Shift Interlock System Wiring Diagram (1997 Aspire)

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

Fig. 13: Shift Interlock System Wiring Diagram (1997 Continental)

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

Fig. 14: Shift Interlock System Wiring Diagram (1997 Contour & Mystique)

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Fig. 15: Shift Interlock System Wiring Diagram (1997 Cougar & Thunderbird)

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Fig. 16: Shift Interlock System Wiring Diagram (1997-98 Crown Victoria & Grand Marquis)

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Fig. 17: Shift Interlock System Wiring Diagram (1997-98 Escort & Tracer)

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

Fig. 18: Shift Interlock System Wiring Diagram (1997-98 "E" Series)

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Fig. 19: Shift Interlock System Wiring Diagram (1997-98 Expedition & 1998 Navigator)

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

Fig. 20: Shift Interlock System Wiring Diagram (1997 Explorer & Mountaineer)

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

Fig. 21: Shift Interlock System Wiring Diagram (1997-98 Mark VIII)

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Fig. 22: Shift Interlock System Wiring Diagram (1997-98 Mustang)

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

Fig. 23: Shift Interlock System Wiring Diagram (1997-98 F150/250 Light Duty)

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

Fig. 24: Shift Interlock System Wiring Diagram (1997-98 F250/350 Heavy/Super Duty)

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

Fig. 25: Shift Interlock System Wiring Diagram (1997 Probe)

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

Fig. 26: Shift Interlock System Wiring Diagram (1997 Ranger)

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1997 Ford Explorer 1997-98 AUTOMATIC TRANSMISSIONS Ford Motor Co. Shift Interlock Systems

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Fig. 27: Shift Interlock System Wiring Diagram (1997-98 Sable & Taurus)

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Fig. 28: Shift Interlock System Wiring Diagram (1997 Town Car)

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Fig. 29: Shift Interlock System Wiring Diagram (1997-98 Villager)

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Fig. 30: Shift Interlock System Wiring Diagram (1997-98 Windstar)

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Fig. 31: Shift Interlock System Wiring Diagram (1998 Continental)

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Fig. 32: Shift Interlock System Wiring Diagram (1998 Contour & Mystique)

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Fig. 33: Shift Interlock System Wiring Diagram (1998 Escort ZX2)

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Fig. 34: Shift Interlock System Wiring Diagram (1998 Explorer & Mountaineer)

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Fig. 35: Shift Interlock System Wiring Diagram (1998 Ranger)

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Fig. 36: Shift Interlock System Wiring Diagram (1998 Town Car)

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1997 Ford Explorer 1997-98 TRANSFER CASES Borg-Warner 44-05 Electronic Controls

1997-98 TRANSFER CASES Borg-Warner 44-05 Electronic Controls

DESCRIPTION & OPERATION The electronically controlled 44-05 transfer case has A4WD (automatic), 4WD HIGH and 4WD LOW ranges. Transfer case operation is conducted by 2 motor driven shift forks (2WD to 4WD and 4WD HIGH to 4WD LOW) and internal electromagnetic multi-disc clutch assembly (automatic operation). When in A4WD, system uses 2 hall effect type front and rear drive shaft speed sensors to compare front and rear drive shaft speeds. When drive shaft speeds differ by a predetermined amount the Generic Electronic Module (GEM) activates internal clutch to lock transfer case and equalize drive shaft speeds. At rest and cruising conditions, the GEM activates the transfer case clutch at a minimum duty cycle. The clutch duty cycle is longer when slipping of front or rear axle is detected, during heavy acceleration or with very light throttle at speeds greater than 40 MPH. MODULE LOCATION Generic Electronic Module (GEM), located behind radio console. INPUT DEVICES Brake On/Off (BOO) Switch

The PCM receives a signal from the BOO switch when the brake switch is operated. The GEM and PCM are linked by a communication network. When shifting into or out of LOW range, the GEM requires brake pedal to be depressed. Clutch Pedal Position (CPP) Switch

The PCM receives a signal from the CPP switch when the clutch pedal is depressed. The GEM and PCM are linked by a communication network. When shifting into or out of LOW range, the GEM requires clutch pedal to be depressed. Drive Shaft Speed Sensors

Hall effect type sensors monitor front and rear drive shaft speeds and input information to GEM. This input is used primarily to control A4WD (automatic) operation. 4WD Mode Switch

Instrument panel mounted switch sends input signal to GEM pertaining to commanded transfer case range. Shift Motor Sense Plate Helpmelearn February-12-08 8:50:09 8:50:03 PM

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The shift motor sense plate is an integral part of the electric shift motor. The sense plate sends shift motor position input to GEM. Throttle Position (TP) Sensor

The TP sensor is a potentiometer mounted to the engine throttle body. The PCM receives a signal from TP sensor relaying throttle plate position. The GEM and PCM are linked by a communication network. Signal is used by the GEM to control A4WD clutch. Transmission Range Switch

The TR sensor is a digital type. The PCM monitors a series of step down resistors in TR sensor that act as a voltage divider. The voltage signal corresponds with position of transaxle range selector lever. The GEM and PCM are linked by a communication network. The TR sensor also contains neutral/start and backup light circuits. Malfunction of TR sensor may cause transfer case not to shift. Improper transmission shifting or shift selection and no engine cranking may also result. Vehicle Speed Sensor (VSS)

The VSS is a magnetic pickup that sends output speed signal to the PCM. The GEM and PCM are linked by a communication network. When shifting into or out of LOW range, the GEM requires vehicle speed to be less than 3 MPH. OUTPUT DEVICES Transfer Case Clutch Relay

Pulse width modulated signal operated relay that operates internal electromagnetic clutch. 4WD Shift Motor Relay

Actuates electric shift motor mounted to transfer case. Shift motor drives a rotary cam which moves mode fork and range fork inside transfer case.

SELF-DIAGNOSTIC SYSTEM PRELIMINARY INSPECTION NOTE:

GEM must be reprogrammed upon replacement. Refer to New Generation Star (NGS) tester screen to program tire size and axle ratio.

1. Verify customer complaint by operating 4WD system. Visually inspect for damage to switches, fuse, wiring harness, wiring connections, vacuum connections, indicator lights, and light circuits. 2. Inspect 16-pin Data Link Connector (DLC) pins for damage. The DLC is located below driver's side of instrument panel, to the right of steering column. If pins are okay, go to next step. If pins are damaged, repair as necessary and proceed to next step. Helpmelearn February-12-08 8:50:03 PM

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3. If concern is still present after performing inspection, connect New Generation Star (NGS) tester to DLC. Select vehicle to be tested from NGS tester menu. If NGS tester does not communicate with vehicle, ensure program card is properly installed. Check NGS tester cable connections and ensure ignition is on. If NGS tester still does not communicate with vehicle, see appropriate MODULE COMMUNICATIONS NETWORK article. If NGS tester communicates with vehicle, go to DIAGNOSTIC PROCEDURE SEQUENCE. DIAGNOSTIC PROCEDURE SEQUENCE 1. Ensure transmission is in Park. Ensure all controls and switches are in the OFF position. Connect New Generation Star (NGS) scan tester to DLC. 2. Ensure all doors, hood and trunk are fully closed. Perform proper hook-up procedure and vehicle selection for scan tester. See EQUIPMENT HOOK-UP . NOTE:

DO NOT touch any handle or switch that may produce a module input unless instructed to do so by the scan tester.

3. Retrieve continuous Diagnostic Trouble Codes (DTCs) from GEM. See RETRIEVING DIAGNOSTIC TROUBLE CODES . Record all continuous DTCs. 4. Clear continuous DTCs from GEM. See CLEARING DIAGNOSTIC TROUBLE CODES . 5. Perform On-Demand Self-Test on GEM. See ON-DEMAND SELF-TEST . Record all DTCs obtained when performing On-Demand Self-Test. If no DTCs were obtained when retrieving continuous DTCs or performing On-Demand Self-Test, problem is not related to GEM or module communications network. Continue diagnosis by symptom. 6. If DTCs were obtained when retrieving continuous DTCs or performing On-Demand Self-Test, proceed to DIAGNOSTIC TROUBLE CODE (DTC) DEFINITIONS table for DTC identification and reference for proper DTC testing procedure. NOTE:

EQUIPMENT HOOK-UP NOTE:

Manufacturer recommends using New Generation Star (NGS) scan tester for diagnosis of module communications network.

1. Ensure ignition switch is in OFF position. Select proper program card for scan tester for vehicle application. With scan tester facing away from you, insert program card into slot on scan tester. Ensure program card is properly inserted into scan tester or scan tester will not operate. 2. Connect scan tester to the 16-pin Data Link Connector (DLC). The DLC is located below driver's side of instrument panel, to the right of steering column. 3. Turn ignition switch to ON position. Scan tester automatically performs a initialization test. Initialization Helpmelearn February-12-08 8:50:04 PM

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1997 Ford Explorer 1997-98 TRANSFER CASES Borg-Warner 44-05 Electronic Controls

test checks scan tester memory and verifies vehicle interface module matches program card for scan tester. If an error message is now displayed on scan tester, refer to scan tester operator's manual for system messages. 4. The menu item VEHICLE AND ENGINE SELECTION should be highlighted on scan tester. Press trigger to select VEHICLE AND ENGINE SELECTION. 5. Rotate dial on scan tester to menu item SELECT NEW VEHICLE MODEL AND YEAR. Press trigger to select VEHICLE AND ENGINE SELECTION. Select model year, vehicle and engine size by rotating dial to highlight the selection, then press trigger to select. If selected vehicle is not displayed, repeat this step. RETRIEVING DIAGNOSTIC TROUBLE CODES NOTE:

Procedure may be used for retrieving continuous Diagnostic Trouble Codes (DTCs).

1. Connect New Generation Star (NGS) scan tester to Data Link Connector (DLC) and perform proper hook-up procedure. See EQUIPMENT HOOK-UP NOTE:

If instructed to retrieve Diagnostic Trouble Codes (DTCs) from a specified test procedure, ensure ignition switch is in proper position as listed in test procedure. GEM requires ignition switch to be in ON position or test will fail.

2. Turn ignition switch to ON position unless otherwise instructed by specified test procedure. Rotate dial on scan tester to DIAGNOSTIC DATA LINK menu and press trigger. 3. Rotate dial on scan tester to highlight the desired module you wish to access. Ensure DIAGNOSTIC TEST MODES is highlighted and press trigger. 4. Rotate dial on scan tester to highlight RETRIEVE/CLEAR CONTINUOUS DTC and press trigger. Press button No. 3 to start. 5. Record all Diagnostic Trouble Codes (DTCs) that are displayed for GEM. Proceed to DIAGNOSTIC TROUBLE CODE (DTC) DEFINITIONS for DTC identification and reference for proper DTC testing procedure. ON-DEMAND SELF-TEST NOTE:

On-Demand Self-Test may be used to verify operation of a selected module.

1. Connect New Generation Star (NGS) scan tester on Data Link Connector (DLC) and perform proper hook-up procedure. See procedures under EQUIPMENT HOOK-UP . NOTE:

If instructed to perform On-Demand Self-Test from a specified test procedure, ensure ignition switch is in proper position as listed in test procedure. GEM requires ignition switch to be in ON position or the test will fail.

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2. Turn ignition switch to ON position unless otherwise instructed by specified test procedure. Rotate dial on scan tester to DIAGNOSTIC DATA LINK menu and press trigger. 3. Rotate dial on scan tester to highlight the desired module to be tested and press trigger. Ensure DIAGNOSTIC TEST MODES is highlighted and press trigger. 4. Rotate dial on scan tester to highlight ON-DEMAND SELF-TEST and press trigger. Press button No. 3 to start the test. Prepare vehicle for entry condition as specified for each module. Press trigger. Record any Diagnostic Trouble Codes (DTCs) that are displayed.

DIAGNOSTIC TROUBLE CODE (DTC) DEFINITIONS DIAGNOSTIC TROUBLE CODE INDEX (1)

DTC B1342

Description GEM/CTM Defective

B2105 B2106 P0500 P1483 P1485 P1804 P1806 P1808 P1810 P1812 P1815 P1820 P1822 P1824 P1826 P1828 P1830 P1836 P1837 P1838 P1846 P1850 P1854 P1858 P1866 P1867 P1874 P1875

Throttle Position Input Out Of Range Low Throttle Position Input Out Of Range High VSS Signal Circuit BOO Open Or Short Circuit To Gnd BOO Input Short To Power 4WD High Indicator Open/Short To Gnd 4WD High Indicator Short To Power 4WD Low Indicator Open/Short To Gnd 4WD Low Indicator Short To Power 4WD Mode Select Switch Open/Short To Gnd 4WD Mode Select Switch Short To Power T/C LO To HI Shift Relay Open/Short To Gnd T/C LO To HI Shift Relay Coil Short To Power 4WD Clutch Relay Open/Short To Gnd 4WD Clutch Relay Short To Power T/C HI To LO Shift Relay Open/Short To Gnd T/C HI To LO Shift Relay Coil Short To Power Front Drive Shaft Speed Sensor Circuit Rear Drive Shaft Speed Sensor Circuit T/C Shift Motor Circuit Failure T/C Contact Plate "A" Open Circuit T/C Contact Plate "B" Open Circuit T/C Contact Plate "C" Open Circuit T/C Contact Plate "D" Open Circuit T/C System Concern T/C Contact Plate General Circuit Failure Hall Effect Sensor Power Circuit Failure Hall Effect Sensor Power Circuit Short

Test (2)

A A B B B C C C C A A B B A A B B B B B B B B B B B B B

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P1891 T/C Contact Plate Ground Return Open Circuit (1) See TESTING section. (2)

Clear codes and retest system. If DTC B1342 is still present, replace GEM.

CLEARING DIAGNOSTIC TROUBLE CODES 1. Connect New Generation Star (NGS) scan tester on Data Link Connector (DLC) and perform proper hook-up. See EQUIPMENT HOOK-UP . 2. Turn ignition switch to ON position unless otherwise instructed by specified test procedure. Rotate dial on scan tester to DIAGNOSTIC DATA LINK menu and press trigger. 3. Rotate dial on scan tester to highlight the desired module you wish to access. Ensure DIAGNOSTIC TEST MODES is highlighted and press trigger. 4. Rotate dial on scan tester to highlight RETRIEVE/CLEAR CONTINUOUS DTC and press trigger. Press button No. 3 to start. 5. To clear an individual DTC from a selected module, rotate dial on scan tool to highlight the DTC to be cleared. Press button No. 8. This will clear only that DTC from that module. 6. To clear all DTCs from a selected module, press button No. 7. This clears all DTCs from that module. After DTCs are cleared from ABS control module, turn ignition switch to OFF position and then back to the RUN position. RETRIEVING PARAMETER IDENTIFICATION (PID) INFORMATION NOTE:

This procedure may be used to verify operation of inputs and outputs for a selected module.

1. Connect New Generation Star (NGS) scan tester on Data Link Connector (DLC) and perform proper hook-up. See EQUIPMENT HOOK-UP . NOTE:

If instructed to retrieve PID from a specified test procedure, ensure ignition switch is in proper position as listed in test procedure. GEM requires ignition switch to be in ON position or the test will fail.

2. Turn ignition switch to ON position unless otherwise instructed by specified test procedure. Rotate dial on scan tester to DIAGNOSTIC DATA LINK menu and press trigger. 3. Rotate dial on scan tester to highlight the desired module you wish to access and press trigger. Rotate dial on scan tester to PID/DATA MONITOR AND RECORD and press trigger. 4. Rotate dial on scan tester to highlight the PID acronyms you wish to view and press trigger. Repeat this procedure until all desired PIDs are selected. When all PID acronyms have been selected, press 7 button to view all selected PIDs.

SYMPTOM TESTING Helpmelearn February-12-08 8:50:04 PM

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VEHICLE DOES NOT OPERATE PROPERLY IN A4WD & 4WD MODES Possible causes: open or shorts in harness, mode switch, speed sensors, internal clutch, transfer case and/or GEM. Go to TEST A under TESTING. VEHICLE DOES NOT SHIFT BETWEEN A4WD, 4WD HIGH & 4WD LOW MODES PROPERLY, OPERATES PROPERLY IN A4WD MODE Possible causes: open or shorts in harness, mode switch, contact plate sensors, shift motor, shift relay, transfer case, GEM, transmission range sensor, neutral safety switch, speed sensors, BOO switch and/or vehicle speed sensor. Go to TEST B under TESTING. 4WD OR 4WD LO RANGE INDICATOR NOT OPERATING PROPERLY Possible causes: open or shorts in harness, indicator light, instrument cluster and/or GEM. Go to either TEST C (1997) under TESTING or TEST C (1998) under TESTING. NO COMMUNICATION WITH GEM Possible causes: open or shorts in harness, fuses and/or GEM. Go to TEST D under TESTING.

TESTING NOTE:

For GEM connector number identification, see GEM CONNECTOR IDENTIFICATION table. Also see appropriate wiring diagram in WIRING DIAGRAMS .

GEM CONNECTOR IDENTIFICATION Connector No. C280 C281 C282 C283

Description 26-Pin 16-Pin 22-Pin 18-Pin

TEST A: IMPROPER OPERATION IN A4WD & 4WD HIGH MODES 1. Check Ignition States; Monitor GEM PID IGN_GEM - Turn ignition off. Connect NGS tester. Monitor Generic Electronic Module (GEM) Parameter Identification (PID) Ignition Switch Status (IGN_GEM) while turning ignition switch through START, RUN, OFF and ACC positions. If values agree, go to next step. If values do not agree, see appropriate STEERING COLUMN SWITCHES article in the ACCESSORIES/SAFETY EQUIPMENT section. NOTE:

In next step, if DTC B1398 is retrieved with DTC P1824, repair DTC B1398 first, then test system for normal operation. See STEERING COLUMN SWITCHES article in the ACCESSORIES/SAFETY EQUIPMENT section. If

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DTC B1342 is retrieved, replace GEM. Clear DTCs and retest system. 2. Retrieve DTCs - Retrieve and document continuous DTCs. Clear continuous DTCs. Retrieve on-demand DTCs. If DTCs are recorded, go to appropriate step(s). See DTC/TEST STEP table. If no DTCs are retrieved, go to next step. DTC/TEST STEP DTC B2105 B2106 P0500 P1812 P1815 P1824 P1826 P1836 P1837 P1874 P1875

Go To Step 41 41 31 5 5 19 19 31 31 31 31

3. Check 4WD HIGH Indicator Light - Trigger GEM active command HIGH LAMP ON, then OFF. If 4WD HIGH indicator illuminates then goes off, go to next step. If indicator does not illuminate then go off, go to either TEST C (1997) under TESTING or TEST C (1998) . 4. Check 4WD LOW Indicator Light - Trigger GEM active command LOW LAMP ON, then OFF. If 4WD LOW indicator illuminates then goes off, go to next step. If indicator does not illuminate then go off, go to either TEST C (1997) under TESTING or TEST C (1998) . 5. Check 4WD Mode Switch-AUTO Position - Turn ignition to run position (engine off). Monitor GEM PID 4WD Switch Status (4WD_SW). Place mode switch in AUTO position. If PID indicates AUTO, go to next step. If PID does not indicate AUTO, go to step 8). 6. Check 4WD Mode Switch-4WD HIGH Position - Monitor GEM PID 4WD_SW. Place mode switch in 4WD HIGH position. If PID indicates 4WD HIGH, go to next step. If PID does not indicate 4WD HIGH, go to step 8). 7. Check 4WD Mode Switch-4WD LOW Position - Monitor GEM PID 4WD_SW. Place mode switch in 4WD LOW position. If PID does not indicate 4WD LOW, go to next step. If PID does indicate 4WD LOW, go to step 17). 8. Check 4WD Mode Switch In AUTO Position - Turn ignition off. Disconnect 4WD mode switch connector. Place mode switch in AUTO position. Using external ohmmeter, measure resistance between terminals No. 2 and 3 (center terminals) on mode switch connector. If resistance is 3700-4100 ohms, go to next step. If resistance is not as specified, replace mode switch. Clear DTCs and retest system. 9. Check 4WD Mode Switch In 4WD HIGH Position - Place mode switch in 4WD HIGH position. Measure resistance between terminals No. 2 and 3 (center terminals) on mode switch connector. If resistance is 1050-1150 ohms, go to next step. If resistance is not as specified, replace mode switch. Clear DTCs and retest system. Helpmelearn February-12-08 8:50:04 PM

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10. Check 4WD Mode Switch In 4WD LOW Position - Place mode switch in 4WD LOW position. Measure resistance between terminals No. 2 and 3 (center terminals) on mode switch connector. If resistance is 340-380 ohms, go to next step. If resistance is not as specified, replace mode switch. Clear DTCs and retest system. 11. Check Circuit 465 (White/Light Blue Wire) For Open - Turn ignition off. Disconnect 4WD mode switch connector. Disconnect GEM 22-pin connector. See Fig. 1 . Measure resistance of White/Light Blue wire between terminal No. 3 on mode switch harness connector and terminal No. 8 on GEM 22-pin harness connector. See Fig. 2 . If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair open in White/Light Blue wire. Clear DTCs and retest system.

Fig. 1: Locating GEM Module, T/C Clutch Relay & T/C Shift Relay Courtesy of FORD MOTOR CO.

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Fig. 2: Identifying GEM 22-Pin Harness Connector Terminals Courtesy of FORD MOTOR CO. 12. Check Circuit 465 (White/Light Blue Wire) For Short To Ground - Using ohmmeter, measure resistance between ground and terminal No. 3 on 4WD mode switch harness connector. If resistance is more than 10 k/ohms, go to next step. If resistance is 10 k/ohms or less, repair White/Light Blue wire for short to ground. Clear DTCs and retest system. 13. Check Circuit 465 (White/Light Blue Wire) For Short To Power - Turn ignition to run position (engine off). Using DVOM, measure voltage between ground and terminal No. 3 on 4WD mode switch harness connector. If any voltage is indicated, repair short in White/Light Blue wire. Clear DTCs and retest system. If no voltage is present, go to next step. 14. Check Circuit 359 (Gray/Red Wire) For Open - Turn ignition off. Disconnect 4WD mode switch connector. Disconnect GEM 26-pin connector. Measure resistance of Gray/Red wire between terminal No. 2 on mode switch harness connector and terminal No. 21 on GEM 26-pin connector. See Fig. 3 . If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair open in Gray/Red wire. Clear DTCs and retest system.

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Fig. 3: Identifying GEM 26-Pin Connector Terminals Courtesy of FORD MOTOR CO. 15. Check Circuit 359 (Gray/Red Wire) For Short To Ground - Using ohmmeter, measure resistance between ground and terminal No. 2 on 4WD mode switch harness connector. If resistance is more than 10 k/ohms, go to next step. If resistance is 10 k/ohms or less, repair Gray/Red wire for short to ground. Clear DTCs and retest system. 16. Check Circuit 359 (Gray/Red Wire) For Short To Power - Turn ignition to run position (engine off). With DVOM, measure voltage between ground and terminal No. 2 on 4WD mode switch harness connector. If any voltage is indicated, repair short in Gray/Red wire. Clear DTCs and retest system. If no voltage is present, replace GEM. Clear DTCs and retest system. 17. Check Clutch Relay - Disconnect clutch relay harness connector located behind instrument panel. See Fig. 1 . Connect jumper wire between battery voltage and relay terminal No. 4 (1997 models) or terminal No. 5 (1998 models). See Fig. 4 and Fig. 5 . Connect second jumper between ground and relay terminal No. 2. On 1997 models, measure voltage between relay terminals No. 2 and 3. On 1998 models, measure voltage between relay terminals No. 2 and 4. On all models, if no voltage is present, go to next step. If any voltage is present, replace relay. Clear DTCs and retest system.

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Fig. 4: GEM 26-Pin Connector Terminals (1997) Courtesy of FORD MOTOR CO.

Fig. 5: T/C Clutch Relay Terminals (1998) Courtesy of FORD MOTOR CO. 18. Check Clutch Relay - On 1997 models, connect jumper wire between ground and relay terminal No. 1. See Fig. 4 and Fig. 5 . On 1998 models, connect jumper wire between ground and relay terminal No. 3. On 1997 models, measure voltage between relay terminals No. 2 and 3. On 1998 models, measure voltage between relay terminals No. 2 and 4. On all models if voltage is more than 10 volts, reconnect relay and go to next step. If voltage is 10 volts or less, replace relay. Clear DTCs and retest system. 19. Check Clutch Relay Coil Circuit - Turn ignition to run position (engine off). Place mode switch in Helpmelearn February-12-08 8:50:04 PM

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4WD HIGH. Monitor GEM PID 4WDCLST. If display is ON---, OFF ---, go to step 24). If display is ON-B-, go to next step. If display is OFFO-G, go to step 21). NOTE:

T/C clutch relay may also be known as Torque On Demand (TOD) relay.

20. Check Circuit 275 (Yellow Wire) For Short To Power - Turn ignition off. Disconnect T/C clutch relay connector and GEM 22-pin connector. See Fig. 2 . Turn ignition to RUN position (engine off). Using DVOM, measure voltage on Yellow wire between ground and specified relay harness connector terminal. See CIRCUIT 275 TERMINAL IDENTIFICATION table. If voltage is present, repair short in Yellow wire. Clear DTCs and retest system. If no voltage is present, replace GEM. Clear DTCs and retest system. CIRCUIT 275 TERMINAL IDENTIFICATION (1)

Application 1997 Models 1998 Models (1) Clutch relay harness connector.

Terminal No. 1 3

21. Check Electric Shift Relay Coil Circuit - Turn ignition off. Disconnect clutch relay connector. Turn ignition on. Trigger GEM active command ACCY RLY to ON. Measure voltage on Light Blue/Black wire between ground and specified relay harness connector terminal. See CIRCUIT 400 TERMINAL IDENTIFICATION table. If voltage is more than 10 volts, go to next step. If voltage is 10 volts or less, repair Light Blue/Black wire. Clear DTCs and retest system. CIRCUIT 400 TERMINAL IDENTIFICATION (1)

Application 1997 Models 1998 Models (1) Clutch relay harness connector.

Terminal No. 4 1&5

22. Check Circuit 275 (Yellow Wire) For Short To Ground - Turn ignition off. Disconnect clutch relay connector and GEM 22-pin connector. Using ohmmeter, measure resistance of Yellow wire circuit between ground and specified clutch relay harness connector terminal. See appropriate CIRCUIT 275 TERMINAL IDENTIFICATION table. If resistance is more than 10 k/ohms, go to next step. If resistance is 10 k/ohms or less, repair Yellow wire for short to ground. Clear DTCs and retest system. 23. Check Circuit 275 (Yellow Wire) Circuit For Open - Measure resistance of Yellow wire between specified terminal on clutch relay harness connector and terminal No. 15 on GEM 22-pin harness connector. See CIRCUIT 275 TERMINAL IDENTIFICATION table. If resistance is less than 5 ohms, replace GEM. Clear DTCs and retest system. If resistance is 5 ohms or greater, repair open in Yellow wire. Clear DTCs and retest system. 24. Check Electric Clutch Energized - Raise and support vehicle. Turn ignition on. Place transmission in Neutral. Place mode switch in 4WD HIGH. Trigger GEM active command ACCY RLY to ON. Rotate front drive shaft. If front drive shaft locks to rear drive shaft, go to next step. If front drive shaft does not lock to rear drive shaft, go to step 26). Helpmelearn February-12-08 8:50:05 PM

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25. Check Electric Clutch Not Energized - Raise and support vehicle. Turn ignition on. Place transmission in Neutral. Place mode switch in 4WD HIGH. Trigger GEM active command ACCY RLY to OFF. Rotate front drive shaft. If drive shaft locks to the rear, go to next step. If drive shaft does not lock to rear, go to step 32). 26. Check Voltage To Electric Clutch - Turn ignition off. Disconnect transfer case 16-pin connector. Turn ignition on. Trigger GEM active command ACCY RLY to ON. Measure voltage between ground and terminal No. 16 (Brown wire) on 16-pin harness connector. See Fig. 6 . If voltage is more than 10 volts, replace electric clutch. If voltage is 10 volts or less, go to step 30). Clear DTCs and retest system.

Fig. 6: Identifying Transfer Case 16-Pin Harness Connector Terminals Courtesy of FORD MOTOR CO. 27. Check Voltage To Electric Clutch - Turn ignition off. Disconnect transfer case 16-pin connector. Using Helpmelearn February-12-08 8:50:05 PM

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DVOM, measure voltage between terminal No. 16 (Brown wire) on 16-pin harness connector and ground. See Fig. 6 . If voltage is present, go to next step. If no voltage is present, replace electric clutch. Clear DTCs and retest system. 28. Check Circuit 779 (Brown Wire) For Short To Power - Turn ignition off. Disconnect clutch relay harness connector. See Fig. 1 . Turn ignition on. Measure voltage between ground and specified terminal on clutch relay harness connector. See CIRCUIT 779 TERMINAL IDENTIFICATION table. If voltage is present, repair circuit 779 (Brown wire) for short to power. Clear DTCs and retest system. If no voltage is present, replace clutch relay. Clear DTCs and retest system. CIRCUIT 779 TERMINAL IDENTIFICATION (1)

Application 1997 Models 1998 Models (1) Clutch relay harness connector. NOTE:

Terminal No. 3 2

Step 29 is applicable to 1997 models only.

29. Check Fuse No. 5 (1997 Models Only) - Inspect fuse No. 5 (30-amp). If fuse is okay, go to next step. If fuse is blown, replace fuse. Clear DTCs and retest system. If fuse blows again, repair circuit for short to ground and retest system. 30. Check Voltage To Clutch Relay - Turn ignition off. Disconnect clutch relay connector. See Fig. 1 . Turn ignition on. Trigger GEM active command ACCY RLY to ON. Measure voltage between ground and specified clutch relay harness connector terminal. See CIRCUIT 400 TERMINAL IDENTIFICATION table. If voltage is more than 10 volts, go to next step. If voltage is 10 volts or less, repair open Light Blue/Black wire. Clear DTCs and retest system. 31. Check Circuit 779 (Brown Wire) For Open - Turn ignition off. Disconnect transfer case 16-pin harness connector. Measure resistance of Brown wire between terminal No. 16 on 16-pin harness connector and specified terminal on clutch relay connector. CIRCUIT 779 TERMINAL IDENTIFICATION table. If resistance is less than 5 ohms, replace GEM. Clear DTCs and retest system. If resistance is 5 ohms or greater, repair open in Brown wire. Clear DTCs and retest system. 32. Check Drive Shaft Speed Sensors - Monitor GEM PID TRA_FSP and TRA_RSP while driving vehicle 0-55 MPH. If PID values match speedometer reading, go to step 40). If values do not match speedometer reading, go to next step. 33. Check Circuit 539 (Pink/Light Blue Wire) For Short To Power - Turn ignition off. Disconnect GEM 22-pin connector. See Fig. 1 . Turn ignition on. Using voltmeter, measure voltage between ground and terminal No. 2 (Pink/Light Blue wire) on GEM harness connector. See Fig. 2 . If no voltage is present, reconnect GEM connector and go to next step. If voltage is present, repair short to power in Pink/Light Blue wire. Clear DTCs and retest system. 34. Check Drive Shaft Speed Sensor Circuit 774 Voltage - Turn ignition off. Disconnect transfer case 16pin harness connector. Turn ignition on. Measure voltage between ground and terminals No. 3 and 7 (Light Green wires) on 16-pin connector. See Fig. 6 . If voltage is 10 volts or less, go to next step. If voltage is more than 10 volts, go to step 37). 35. Check Circuit 774 (Light Green Wire) For Open - Turn ignition off. Measure resistance of Light Green wire between terminals No. 3 and 7 on transfer case 16-pin harness connector and terminal No. 1 Helpmelearn February-12-08 8:50:05 PM

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36.

37.

38.

39.

40.

on GEM 22-pin connector. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair open in Light Green wire. Clear DTCs and retest system. Check Circuit 774 (Light Green Wire) For Short To Ground - Measure resistance between ground and terminal No. 1 (Light Green wire) on GEM 22-pin connector. See Fig. 2 . If resistance is 10 k/ohms or less, repair short to ground in Light Green wire. Clear DTCs and retest system. If resistance is more than 10 k/ohms, replace GEM. Clear DTCs and retest system. Check Circuit 359 (Gray/Red Wire) For Open - Disconnect GEM 26-pin harness connector. See Fig. 1 . Measure resistance of Gray/Red wire between terminal No. 21 on GEM connector and terminals No. 6 and 8 on transfer case 16-pin harness connector. See Fig. 3 and Fig. 6 . If resistance is less than 5 ohms and DTC P1836 was present in step 2), go to next step. If resistance is less than 5 ohms and DTC P1837 was present in step 2), go to step 39). If resistance is less than 5 ohms, and DTCs P1836 or P1837 were not present in step 2), replace GEM. Clear DTCs and retest system. If resistance is 5 ohms or greater, repair open in Gray/Red wire circuit. Clear DTCs and retest system. Check Front Drive Shaft Speed Sensor Circuit 236 For Open - Measure resistance of Black/Light Green wire between terminal No. 6 on GEM 22-pin harness connector and terminal No. 4 on transfer case 16-pin harness connector. If resistance is less than 5 ohms, replace front drive shaft speed sensor. Clear DTCs and retest system. If resistance is 5 ohms or greater, repair open in Black/Light Green wire. Clear DTCs and retest system. Check Rear Drive Shaft Speed Sensor Circuit 772 For Open - Measure resistance of Light Blue wire between terminal No. 5 on GEM 22-pin harness connector and terminal No. 2 on transfer case 16-pin harness connector. If resistance is less than 5 ohms, replace rear drive shaft speed sensor. Clear DTCs and retest system. If resistance is 5 ohms or greater, repair open in Light Blue wire. Clear DTCs and retest system. Check Vehicle Speed Signal - Monitor GEM PID VSS_GEM while driving vehicle 0-55 MPH. If PID value matches speedometer reading, replace GEM. Clear DTCs and retest system. If PID values do not match speedometer reading, go to next step. NOTE:

There are separate procedures in steps 41 and 42 for 1997 and 1998 models, respectively. Steps 43 and 44 apply only to 1998 models.

41. Check Circuit 676 (Pink/Orange Wire) For Open (1997) - Ensure ignition is off. Disconnect Vehicle Speed Sensor (VSS). Using ohmmeter, measure resistance between ground and terminal No. 2 (Pink/Orange Wire) on VSS harness connector. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair open Pink/Orange Wire. Clear DTCs and retest system. Check Circuit 679 (Gray/Black Wire) For Open (1998) - Turn ignition off. Disconnect 4WABS module harness connector. 4WABS module is located frame rail in engine compartment with brake pressure control valve block and pump motor. Disconnect GEM 18-pin harness connector. See Fig. 1 . Using ohmmeter, measure resistance of Gray/Black wire between terminal No. 10 on 4WABS module harness connector and terminal No. 9 on GEM harness connector. See Fig. 7 and Fig. 8 . If resistance is less than 5 ohms, see ANTI-LOCK BRAKE SYSTEM article in the BRAKES section. If resistance is 5 ohms or greater, repair open in Gray/Black wire. Clear DTCs and retest system.

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Fig. 7: Identifying GEM 18-Pin Harness Connector Terminals Courtesy of FORD MOTOR CO.

Fig. 8: Measuring Continuity Of Circuit 679 Helpmelearn February-12-08 8:50:05 PM

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Courtesy of FORD MOTOR CO. 42. Check Circuit 679 (Gray/Black Wire) For Open (1997) - Ensure ignition is off. Disconnect GEM 18pin connector. See Fig. 1 . Using ohmmeter, measure resistance of Gray/Black Wire between terminal No. 1 on VSS harness connector and terminal No. 9 on GEM harness connector. See Fig. 7 . If resistance is less than 5 ohms, replace VSS. Clear DTCs and retest system. If resistance is 5 ohms or greater, repair open Gray/Black Wire. Clear DTCs and retest system. Check Throttle Position Input (1998) - Start engine. Monitor GEM PID TPI while depressing and releasing accelerator. If GEM PID TPI does not increase and decrease with accelerator pedal position, go to next step. If GEM PID TPI does increase and decrease with accelerator pedal position, disconnect GEM connector and Powertrain Control Module (PCM) connector. Check connectors for signs of corrosion or damage. If no problem is found, reconnect connectors. Clear DTCs. Restore and retest system. Recheck for DTCs. If DTCs reappear, replace GEM. Clear DTCs and retest system. 43. Check Circuit 357 (Yellow/White Wire) For Short To Ground 1998) - Turn ignition off. Disconnect PCM Harness Connector. Disconnect 18-pin GEM connector. See Fig. 1 . Install 104-pin Breakout Box. Measure resistance of Yellow/White wire between pin No. 45 on breakout box and terminal No. 13 on GEM 18-pin connector. See Fig. 7 . Resistance should be less than 5 ohms. Measure resistance between ground and terminal No. 13 on GEM connector. Resistance should be greater than 10 k/ohms. If resistance is within specifications, go to next step. If resistance is not within specifications, repair short to ground in Yellow/White wire. Clear DTCs and retest system. 44. Check Circuit 357 (Yellow/White Wire) For Short To Power 1998) - Turn ignition on. Using voltmeter, measure voltage between ground and terminal No. 13 on GEM 18-pin harness connector. See Fig. 7 . If voltage is present, repair short to power in Yellow/White wire. Clear DTCs and retest system. If no voltage is present, problem is in PCM. See appropriate BASIC DIAGNOSTIC PROCEDURES article in ENGINE PERFORMANCE. TEST B: VEHICLE DOES NOT SHIFT BETWEEN A4WD, 4WD HIGH & 4WD LOW MODES PROPERLY, OPERATES PROPERLY IN A4WD MODE NOTE:

For GEM connector number identification, see GEM CONNECTOR IDENTIFICATION table. Also see appropriate wiring diagram in WIRING DIAGRAMS .

GEM CONNECTOR IDENTIFICATION Connector No. C280 C281 C282 C283

Description 26-Pin 16-Pin 22-Pin 18-Pin

1. Check Ignition States - Turn ignition off. Connect NGS tester. Monitor Generic Electronic Module (GEM) Parameter Identification (PID) Ignition Switch Status (IGN_GEM) while turning ignition switch through START, RUN, OFF and ACC positions. If vehicle is equipped with manual transmission, depress clutch pedal when turning ignition switch to START position. If values agree, go to next step. If values do not agree, see appropriate STEERING COLUMN SWITCHES article in the Helpmelearn February-12-08 8:50:05 PM

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ACCESSORIES/SAFETY EQUIPMENT section. 2. Retrieve DTCs - Retrieve and document continuous DTCs. Clear continuous DTCs. Retrieve on-demand DTCs. If DTCs are recorded, go to appropriate step(s). See DTC/TEST STEP table. If no DTCs are retrieved, go to next step. DTC/TEST STEP DTC P0500 P1342

Go To Step 75 (1)

P1483 P1485 P1812 P1815 P1820 P1822 P1828 P1830 P1836 P1837 P1838 P1846 P1850 P1854 P1858 P1863 P1866 P1867 P1874 P1875 P1891 (1) Replace GEM. See Fig. 1 . Clear DTCs and retest system.

17 17 3 3 57 57 57 57 33 33 57 42 42 42 42 42 42 42 33 33 33

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6. Check 4WD Mode Switch 4WD HIGH Position - Monitor GEM PID 4WD_SW. Place mode switch in 4WD HIGH position. If PID indicates 4WD HIGH, go to next step. If PID does not indicate 4WD HIGH, go to step 8). 7. Check 4WD Mode Switch 4WD LOW Position - Monitor GEM PID 4WD_SW. Place mode switch in 4WD LOW position. If PID does not indicate 4WD LOW, go to next step. If PID does indicate 4WD LOW, go to step 17). 8. Check 4WD Mode Switch In AUTO Position - Turn ignition off. Disconnect 4WD mode switch connector. Place mode switch in AUTO position. Using external ohmmeter, measure resistance between terminals No. 2 and 3 (center terminals) on mode switch connector. If resistance is 3700-4100 ohms, go to next step. If resistance is not as specified, replace mode switch. Clear DTCs and retest system. 9. Check 4WD Mode Switch In 4WD HIGH Position - Place mode switch in 4WD HIGH position. Measure resistance between terminals No. 2 and 3 (center terminals) on mode switch connector. If resistance is 1050-1150 ohms, go to next step. If resistance is not as specified, replace mode switch. Clear DTCs and retest system. 10. Check 4WD Mode Switch In 4WD LOW Position - Place mode switch in 4WD LOW position. Measure resistance between terminals No. 2 and 3 (center terminals) on mode switch connector. If resistance is 340-380 ohms, go to next step. If resistance is not as specified, replace mode switch. Clear DTCs and retest system. 11. Check Circuit 465 (White/Light Blue Wire) For Open - Turn ignition off. Disconnect 4WD mode switch connector. Disconnect GEM 22-pin connector. See Fig. 1 . Measure resistance of White/Light Blue wire between terminal No. 3 on mode switch harness connector and terminal No. 8 on GEM 22-pin harness connector. See Fig. 2 . If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair open in White/Light Blue wire. Clear DTCs and retest system. 12. Check Circuit 465 (White/Light Blue Wire) For Short To Ground - Using ohmmeter, measure resistance between ground and terminal No. 3 on 4WD mode switch harness connector. If resistance is more than 10 k/ohms, go to next step. If resistance is 10 k/ohms or less, repair White/Light Blue wire for short to ground. Clear DTCs and retest system. 13. Check Circuit 465 (White/Light Blue Wire) For Short To Power - Turn ignition to run position (engine off). Using DVOM, measure voltage between ground and terminal No. 3 on 4WD mode switch harness connector. If any voltage is indicated, repair short in White/Light Blue wire. Clear DTCs and retest system. If no voltage is present, go to next step. 14. Check Circuit 359 (Gray/Red Wire) For Open - Turn ignition off. Disconnect 4WD mode switch connector. Disconnect GEM 26-pin connector. Measure resistance of Gray/Red wire between terminal No. 2 on mode switch harness connector and terminal No. 21 on GEM 26-pin connector. See Fig. 3 . If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair open in Gray/Red wire. Clear DTCs and retest system. 15. Check Circuit 359 (Gray/Red Wire) For Short To Ground - Using ohmmeter, measure resistance between ground and terminal No. 2 on 4WD mode switch harness connector. If resistance is more than 10 k/ohms, go to next step. If resistance is 10 k/ohms or less, repair Gray/Red wire for short to ground. Clear DTCs and retest system. 16. Check Circuit 359 (Gray/Red Wire) For Short To Power - Turn ignition to run position (engine off). With DVOM, measure voltage between ground and terminal No. 2 on 4WD mode switch harness connector. If any voltage is indicated, repair short in Gray/Red wire. Clear DTCs and retest system. If no voltage is present, replace GEM. Clear DTCs and retest system. Helpmelearn February-12-08 8:50:05 PM

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17. Check Brake Pedal Position (BPP) Switch - While monitoring PID BOO_GEM, depress brake pedal. If PID displayed is ON, go to step 22). If PID is not displayed ON, go to next step. 18. Check Fuse No. 13 - Inspect fuse No. 13 (15-amp). If fuse is okay, go to next step. If fuse is blown, replace fuse. Clear DTCs and retest system. If fuse blows again, repair circuit for short to ground and retest system. 19. Check Voltage To Brake Pedal Position (BPP) Switch - Disconnect BPP switch connector. Using DVOM, measure voltage between ground and Light Green/Red wire terminal on BPP switch harness connector. If voltage is 10 volts or less, repair open Light Green/Red wire. Clear DTCs and retest system. If voltage is more than 10 volts, go to next step. 20. Check Brake Pedal Position (BPP) Switch - While monitoring PID BOO_GEM, connect jumper wire across specified BPP harness connector terminals. See BPP SWITCH TERMINAL IDENTIFICATION table. If PID displayed is ON, replace BPP switch. Clear DTCs and retest system. If PID is not displayed ON, go to next step. BPP SWITCH TERMINAL IDENTIFICATION Terminals No. 1997 1&2 1998 2&5 NOTE:

Wire Colors Light Green/Red & Light Green Light Green/Red & Red/Light Green

There is a separate step 21 for 1997 and 1998 models, respectively.

21. 1997 - Check Circuit 511 (Light Green Wire) For Open (1997) - Ensure ignition is off. Disconnect GEM 22-pin connector. See Fig. 1 . Using ohmmeter, measure resistance of Light Green wire between terminal No. 2 on BPP switch harness connector and terminal No. 13 on GEM harness connector. See Fig. 2 . If resistance is less than 5 ohms, replace GEM. Clear DTCs and retest system. If resistance is 5 ohms or greater, repair open Light Green wire. Clear DTCs and retest system. 21) 1998 - Check Circuit 810 (Red/Light Green Wire) For Open (1998) - Ensure ignition is off. Disconnect GEM 22-pin connector. See Fig. 1 . Using ohmmeter, measure resistance of Red/Light Green wire between terminal No. 2 on BPP switch harness connector and terminal No. 13 on GEM harness connector. See Fig. 2 . If resistance is less than 5 ohms, replace GEM. Clear DTCs and retest system. If resistance is 5 ohms or greater, repair open Red/Light Green wire. Clear DTCs and retest system. 22. Check Clutch Interlock - Turn ignition to RUN position. Monitor GEM PIN CLTCHSW. On A/T equipped vehicles, place shift lever in park, then neutral. On M/T equipped vehicles, depress clutch pedal. Scan tool should display ENGAGED. Place shift lever in any other position, or release clutch pedal. Scan tool should display NOT_ENGAGED. On 1997 models, if scan tool display is as specified, go to next step. If scan tool display is not as specified, inspect Transmission Range (TR) sensor and applicable circuits. See AUTO TRANS DIAGNOSIS article in AUTO TRANS DIAGNOSIS section. Repair as needed. If TR sensor and applicable circuits are okay, replace GEM. Clear DTCs and retest system. On 1998 models, if scan tool display is not as specified, go to step 29). If scan tool display is as specified, go to step 32) for A/T equipped vehicles or step 35) for M/T equipped vehicles. Helpmelearn February-12-08 8:50:05 PM

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1997 Ford Explorer 1997-98 TRANSFER CASES Borg-Warner 44-05 Electronic Controls

NOTE:

Steps 23-28 are applicable to 1997 only.

23. Check TR Sensor (1997) - While monitoring PID NTRL_SW, place shift lever in neutral. Scan tool should display, NTRL. Move shift lever to any other position. Scan tool should not display NTRL. If scan tool display is not as specified, go to next step. If scan tool display is as specified, go to step 37). 24. Verify TR Sensor (1997) - Disconnect TR sensor connector on transmission. If sensor connector has 8 pins, go to next step. If transmission sensor does not have 8 pins, go to step 33). 25. Check TR Sensor Ground Circuit (1997) - Ensure ignition is off. Disconnect TR sensor connector. Using ohmmeter, measure resistance between ground and terminal No. 5 (Black wire) on TR sensor harness connector. See Fig. 9 . If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair open Black wire. Clear DTCs and retest system.

Fig. 9: Identifying TR Sensor Harness Connector Terminals (1997) Courtesy of FORD MOTOR CO. 26. Check TR Sensor (1997) - While monitoring GEM PID NTRL_SW, connect jumper wire between terminals No. 5 (Black wire) and No. 8 (Red/White wire) on TR sensor harness connector. See Fig. 9 . Helpmelearn February-12-08 8:50:05 PM

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Turn ignition to RUN position. Scan tool should display NTRL. Remove jumper wire. Scan tool should not display NTRL. If scan tool display is not as specified, go to next step. If scan tool display is as specified, replace TR sensor. Clear DTCs and retest system. 27. Check Circuit 463 (Red/White Wire) For Open - Turn ignition off. Disconnect GEM 22-pin connector. See Fig. 1 . Using ohmmeter, measure resistance of Red/White wire between terminal No. 8 on TR sensor harness connector and terminal No. 22 on GEM harness connector. See Fig. 2 . If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair open Red/White wire. Clear DTCs and retest system. 28. Check Circuit 463 (Red/White Wire) For Short To Ground - Turn ignition off. Disconnect GEM 22pin connector. Measure resistance between ground and terminal No. 22 on GEM connector. If resistance is less than 5 ohms, replace GEM. Clear DTCs and retest system. If resistance is 5 ohms or greater, repair Red/White wire for short to ground. Clear DTCs and retest system. NOTE:

Steps 29-32 are applicable to 1998 models only.

29. Check Voltage At Junction Panel Fuse No. 28 (1998) - Remove fuse No. 28 from junction panel. Turn ignition switch to START position. Using DVOM, measure voltage between ground and terminal No. 2 on fuse No. 28 (7.5-amp) socket. See Fig. 10 . If voltage is 10 volts or less, see STARTER article in the ELECTRICAL section. Repair as needed. If circuit is okay, replace GEM. Clear DTCs and retest system. If voltage is more than 10 volts, go to next step. z STARTER (1997) z STARTER (1998)

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Fig. 10: Checking Voltage At Junction Panel Fuse No. 28 (1998) Courtesy of FORD MOTOR CO. 30. Check Circuit 1000 (Red/Light Green Wire) For Open & Short To Ground (1998) - Turn ignition off. Disconnect GEM 18-pin connector. See Fig. 1 . Ensure fuse No. 28 is still removed. Measure resistance of Red/Light Green wire between terminal No. 14 on GEM harness connector and pin No. 1 on fuse No. 28 socket. See Fig. 11 . Resistance should be less than 5 ohms. Measure resistance between ground and terminal No. 14 on GEM harness connector. Resistance should be greater than 10 k-ohms. If resistance measurements are as specified, go to next step. If resistance measurements are not as specified, repair Red/Light Green wire for short or open. Clear DTCs and retest system.

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Fig. 11: Checking Continuity Of Circuit 1000 (1998) Courtesy of FORD MOTOR CO. 31. Check Circuit 1000 (Red/Light Green Wire) For Short To Power (1998) - Turn ignition to RUN position. Measure voltage between ground and terminal No. 14 on GEM 18-pin harness connector. If voltage is present, repair Red/Light Green wire for short to voltage. Clear DTCs and retest system. If no voltage is present, replace GEM. Clear DTCs and retest system. 32. Check TR Sensor (1998) - While monitoring PID NTRL_SW, place shift lever in neutral. Scan tool should display, NTRL. Move shift lever to any other position. Scan tool should not display NTRL. If scan tool display is not as specified, go to next step. If scan tool display is as specified, go to step 37). 33. Check Digital TR Sensor Ground - Ensure ignition is off. Disconnect digital TR sensor connector. Using ohmmeter, measure resistance between ground and terminal No. 7 (Black wire) on TR sensor harness connector. See Fig. 12 . If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair open Black wire. Clear DTCs and retest system.

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Fig. 12: Identifying Digital TR Sensor Harness Connector Terminals Courtesy of FORD MOTOR CO. 34. Check Digital TR Sensor - While monitoring GEM PID NTRL_SW, connect jumper wire between terminals No. 7 (Black wire) and No. 8 (Red/White wire) on TR sensor harness connector. See Fig. 12 . Turn ignition to RUN position. Scan tool should display NTRL. Remove jumper wire. Scan tool should not display NTRL. If scan tool display is not as specified, go to next step. If scan tool display is as specified, replace digital TR sensor. Clear DTCs and retest system. 35. Check Circuit 463 (Red/White Wire) For Open - Turn ignition off. Disconnect GEM 22-pin connector. See Fig. 1 . Using ohmmeter, measure resistance of Red/White wire between terminal No. 8 on TR sensor harness connector and terminal No. 22 on GEM harness connector. See Fig. 2 . If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair open Red/White wire. Clear DTCs and retest system. 36. Check Circuit 463 (Red/White Wire) For Short To Ground - Turn ignition off. Disconnect GEM 22pin connector. Measure resistance between ground and terminal No. 22 on GEM connector. If resistance is less than 5 ohms, replace GEM. Clear DTCs and retest system. If resistance is 5 ohms or greater, repair Red/White wire for short to ground. Clear DTCs and retest system. Helpmelearn February-12-08 8:50:06 PM

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37. Check Drive Shaft Speed Sensors - Place 4WD mode switch in 4WD HIGH position. Monitor GEM PID TRA_FSP and TRA_RSP while driving vehicle 0-55 MPH. If PID values match speedometer reading, go to step 45). If values do not match speedometer reading, go to next step. 38. Check Circuit 539 (Pink/Light Blue Wire) For Short To Power - Turn ignition off. Disconnect GEM 22-pin connector. See Fig. 1 . Turn ignition on. Using voltmeter, measure voltage between ground and terminal No. 2 (Pink/Light Blue wire) on GEM harness connector. If no voltage is present, reconnect GEM connector and go to next step. If voltage is present, repair short to power in Pink/Light Blue wire. Clear DTCs and retest system. 39. Check Drive Shaft Speed Sensor Circuit Voltage - Turn ignition off. Disconnect transfer case 16-pin harness connector. Turn ignition on. Measure voltage between ground and terminals No. 3 and 7 (Light Green wires) on 16-pin connector. See Fig. 6 . If voltage is 10 volts or less, go to next step. If voltage is more than 10 volts, go to step 42). 40. Check Circuit 774 (Light Green Wire) For Open - Turn ignition off. Measure resistance of Light Green wire between terminals No. 3 and 7 on transfer case 16-pin harness connector and terminal No. 1 on GEM 22-pin connector. See Fig. 2 and Fig. 6 . If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair open in Light Green wire. Clear DTCs and retest system. 41. Check Circuit 774 (Light Green Wire) For Short To Ground - Measure resistance between ground and terminal No. 1 (Light Green wire) on GEM 22-pin connector. See Fig. 2 . If resistance is 10 k/ohms or less, repair short to ground in Light Green wire. Clear DTCs and retest system. If resistance is more than 10 k/ohms, replace GEM. Clear DTCs and retest system. 42. Check Circuit 359 (Gray/Red Wire) For Open - Disconnect GEM 26-pin harness connector. See Fig. 1 . Measure resistance of Gray/Red wire between terminal No. 21 on GEM connector and terminals No. 6 and 8 on transfer case 16-pin harness connector. See Fig. 3 and Fig. 6 . If resistance is less than 5 ohms and DTC P1836 was present in step 2), go to next step. If resistance is less than 5 ohms and DTC P1837 was present in step 2), go to step 44). If resistance is less than 5 ohms, and DTCs P1836 or P1837 were not present in step 2), replace GEM. Clear DTCs and retest system. If resistance is 5 ohms or greater, repair open in Gray/Red wire circuit. Clear DTCs and retest system. 43. Check Front Drive Shaft Speed Sensor Circuit 236 For Open - Measure resistance of Black/Light Green wire between terminal No. 6 on GEM 22-pin harness connector and terminal No. 4 on transfer case 16-pin harness connector. See Fig. 2 and Fig. 6 . If resistance is less than 5 ohms, replace front drive shaft speed sensor. Clear DTCs and retest system. If resistance is 5 ohms or greater, repair open in Black/Light Green wire. Clear DTCs and retest system. 44. Check Rear Drive Shaft Speed Sensor Circuit 772 For Open - Measure resistance of Light Blue wire between terminal No. 5 on GEM 22-pin harness connector and terminal No. 2 on transfer case 16-pin harness connector. See Fig. 2 and Fig. 6 . If resistance is less than 5 ohms, replace rear drive shaft speed sensor. Clear DTCs and retest system. If resistance is 5 ohms or greater, repair open in Light Blue wire. Clear DTCs and retest system. 45. Check Vehicle Speed Signal - Monitor GEM PID VSS_GEM while driving vehicle 0-55 MPH. If PID values matches speedometer reading, go to next step. If PID values do not match speedometer reading, go to step 80) or 81). 46. Check Contact Plate Switches - Monitor GEM PIDs PLATE_A, PLATE_B, PLATE_C, PLATE_D. Place 4WD mode switch in 4WD HIGH position. Record PIDs. Move mode switch to 4WD LOW position. Records PIDs. See 4WD MODE SWITCH PID OUTPUT table. If PIDs recorded match table, transfer case may have internal problem. Repair as needed. Clear DTCs and retest system. If PIDs recorded do not match table, go to next step. Helpmelearn February-12-08 8:50:06 PM

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4WD MODE SWITCH PID OUTPUT Auto/4WD High PLATE_A CLOSED PLATE_B OPEN PLATE_C CLOSED PLATE_D CLOSED

4WD Low OPEN CLOSED OPEN CLOSED

47. Check Contact Plate Switch "A" Circuit 771 (Pink/Yellow Wire) - Turn ignition off. Disconnect transfer case 16-pin connector. Turn ignition to RUN position. Monitor GEM PID PLATE_A. PID should be OPEN. Connect jumper wire across terminals No. 5 and 10. PID should change to CLOSED. If PLATE_A PIDs are as specified, go to step 52). If PLATE_A PIDs are not as specified, go to next step. 48. Check Circuit 771 (Pink/Yellow Wire) For Open - Turn ignition off. Disconnect GEM 22-pin harness connector. See Fig. 1 . Measure resistance of Pink/Yellow wire between terminal No. 21 on GEM connector and terminal No. 5 on transfer case 16-pin harness connector. See Fig. 2 and Fig. 6 . If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair open Pink/Yellow wire. Clear DTCs and retest system. If DTC is still present, go to step 50). 49. Check Circuit 771 (Pink/Yellow Wire) For Short To Ground - Measure resistance between ground and terminal No. 5 on transfer case 16-pin harness connector. If resistance is greater than 10 k/ohms, replace GEM. Clear DTCs and retest system. If resistance is 10 k/ohms or less, repair Pink/Yellow wire for short to ground. Clear DTCs and retest system. 50. Check Circuit 762 (Yellow/White Wire) For Open - Turn ignition off. Disconnect GEM 22-pin harness connector. See Fig. 1 . Measure resistance of Yellow/White wire between terminal No. 12 on GEM connector and terminal No. 10 on transfer case 16-pin harness connector. See Fig. 2 and Fig. 6 . If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair open Yellow/White wire. Clear DTCs and retest system. 51. Check Circuit 762 (Yellow/White Wire) For Short To Ground - Measure resistance between ground and terminal No. 10 on transfer case 16-pin harness connector. If resistance is greater than 10 k/ohms, replace GEM. Clear DTCs and retest system. If resistance is 10 k/ohms or less, repair Yellow/White wire for short to ground. Clear DTCs and retest system. 52. Check Contact Plate Switch "B" Circuit 770 (White Wire) - Turn ignition to RUN position. Monitor GEM PID PLATE_B. PID should be OPEN. Connect jumper wire across terminals No. 1 and 10. PID should change to CLOSED. If PLATE_B PIDs are as specified, go to step 55). If PLATE_B PIDs are not as specified, go to next step. 53. Check Circuit 770 (White Wire) For Open - Turn ignition off. Disconnect GEM 22-pin harness connector. See Fig. 1 . Measure resistance of White wire between terminal No. 20 on GEM connector and terminal No. 1 on transfer case 16-pin harness connector. See Fig. 2 and Fig. 6 . If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair open White wire. Clear DTCs and retest system. If DTC is still present, go to step 55). 54. Check Circuit 770 (White Wire) For Short To Ground - Measure resistance between ground and terminal No. 1 on transfer case 16-pin harness connector. If resistance is greater than 10 k/ohms, replace GEM. Clear DTCs and retest system. If resistance is 10 k/ohms or less, repair White wire for short to ground. Clear DTCs and retest system. 55. Check Contact Plate Switch "C" Circuit 764 (Brown/White Wire) - Turn ignition to RUN position. Monitor GEM PID PLATE_C. PID should be OPEN. Connect jumper wire across terminals No. 9 and Helpmelearn February-12-08 8:50:06 PM

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56.

57.

58.

59.

60.

61.

62.

10. PID should change to CLOSED. If PLATE_C PIDs are as specified, go to step 58). If PLATE_C PIDs are not as specified, go to next step. Check Circuit 764 (Brown/White Wire) For Open - Turn ignition off. Disconnect GEM 22-pin harness connector. See Fig. 1 . Measure resistance of Brown/White wire between terminal No. 19 on GEM connector and terminal No. 9 on transfer case 16-pin harness connector. See Fig. 2 and Fig. 6 . If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair open Brown/White wire. Clear DTCs and retest system. If DTC is still present, go to step 58). Check Circuit 764 (Brown/White Wire) For Short To Ground - Measure resistance between ground and terminal No. 9 on transfer case 16-pin harness connector. If resistance is greater than 10 k/ohms, replace GEM. Clear DTCs and retest system. If resistance is 10 k/ohms or less, repair Brown/White wire for short to ground. Clear DTCs and retest system. Check Contact Plate Switch "D" Circuit 763 (Orange/White Wire) - Turn ignition to RUN position. Monitor GEM PID PLATE_D. PID should be OPEN. Connect jumper wire across terminals No. 10 and 13. PID should change to CLOSED. If PLATE_D PIDs are as specified, replace transfer case shift motor. Clear DTCs and retest system. If PLATE_D PIDs are not as specified, go to next step. Check Circuit 763 (Orange/White Wire) For Open - Turn ignition off. Disconnect GEM 22-pin harness connector. See Fig. 1 . Measure resistance of Orange/White wire between terminal No. 18 on GEM connector and terminal No. 13 on transfer case 16-pin harness connector. See Fig. 2 and Fig. 6 . If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair open Orange/White wire. Clear DTCs and retest system. Check Circuit 763 (Orange/White Wire) For Short To Ground - Measure resistance between ground and terminal No. 13 on transfer case 16-pin harness connector. If resistance is greater than 10 k/ohms, replace GEM. Clear DTCs and retest system. If resistance is 10 k/ohms or less, repair Orange/White wire for short to ground. Clear DTCs and retest system. Check Transfer Case Relays - Monitor GEM PIDs MTR_CCW and MTR_CW. Toggle active command CW/CCW on, then off. If PIDs MTR_CCW and MTR_CW indicate ON, then OFF, go to step 67). If PIDs MTR_CCW and MTR_CW do not indicate ON, then OFF, go to next step. Check Voltage At Transfer Case Shift Relay Coil Circuit 705 (Light Green/Orange Wire) - Turn ignition off. Disconnect transfer case shift relay connector. See Fig. 1 . Using DVOM, measure voltage between ground and terminal No. 5 on shift relay harness connector. See Fig. 13 . If voltage is 10 volts or less, repair open Light Green/Orange wire. Clear DTCs and retest system. If voltage is greater than 10 volts, go to next step.

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Fig. 13: Transfer Case Shift Relay Harness Connector Terminals Courtesy of FORD MOTOR CO. 63. Check Circuit 513 (Brown/Pink Wire) For Open - Disconnect GEM 22-Pin connector. See Fig. 1 . Using ohmmeter, measure resistance of Brown/Pink wire between terminal No. 9 on shift relay harness connector and terminal No. 17 on GEM harness connector. See Fig. 2 and Fig. 13 . If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair open Brown/Pink wire. Clear DTCs and retest system. 64. Check Circuit 339 (Gray Wire) For Open - Measure resistance of Gray wire between terminal No. 8 on shift relay harness connector and terminal No. 16 on GEM harness connector. See Fig. 2 and Fig. 13 . If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair open Gray wire. Clear DTCs and retest system. 65. Check Circuit 513 (Brown/Pink Wire) For Short To Ground - Measure resistance between ground and terminal No. 9 on shift relay harness connector. See Fig. 13 . If resistance is greater than 10 k/ohms, go to next step. If resistance is 10 k/ohms or less, repair Brown/Pink wire for short to ground. Clear DTCs and retest system. 66. Check Circuit 339 (Gray Wire) For Short To Ground - Measure resistance between ground and terminal No. 8 on shift relay harness connector. See Fig. 13 . If resistance is greater than 10 k/ohms, go to next step. If resistance is 10 k/ohms or less, repair Gray wire for short to ground. Clear DTCs and retest Helpmelearn February-12-08 8:50:06 PM

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67.

68.

69.

70.

71.

72.

73.

74.

75.

76.

77.

system. Check Circuit 339 (Gray Wire) For Short To Power - Ensure ignition is off. Disconnect GEM 22-Pin connector and transfer case shift relay connector. See Fig. 1 . Turn ignition to RUN position. Measure voltage between ground and terminal No. 8 on shift relay harness connector. See Fig. 13 . If voltage is not present, go to next step. If voltage is present, repair Gray wire for short to voltage. Clear DTCs and retest system. Check Circuit 513 (Brown/Pink Wire) For Short To Power - Measure voltage between ground and terminal No. 9 on shift relay harness connector. See Fig. 13 . If voltage is not present, go to next step. If voltage is present, repair Brown/Pink wire for short to voltage. Clear DTCs and retest system. Check Transfer Case Shift Relay Coils - Turn ignition off. Using ohmmeter, measure resistance between terminal No. 5 and terminals No. 8 and 9 on transfer case shift relay connector. If resistance measured for both circuits is 60-100 ohms, replace GEM. Clear DTCs and retest system. If resistance measured for both circuits is not 60-100 ohms, replace transfer case shift motor relay. Clear DTCs and retest system. Check Voltage To Transfer Case Shift Motor - Turn ignition off. Disconnect transfer case 16-pin connector. Turn ignition to RUN position. Using scan tool, set active command CW/CCW to ON. Using DVOM, measure voltage between ground and terminals No. 14 and 15 on 16-pin harness connector. See Fig. 6 . If voltage is more than 10 volts, go to step 72). If voltage is 10 volts or less, go to next step. Check Voltage To Transfer Case Shift Relay Circuit 704 - Switch Side - Turn ignition off. Disconnect transfer case shift relay. See Fig. 1 . Measure voltage between ground and terminal No. 3 (Dark Green/Light Green wire) on shift relay harness connector. See Fig. 13 . If voltage is more than 10 volts, go to step 76). If voltage is 10 volts or less, repair open Dark Green/Light Green wire. Clear DTCs and retest system. Check Voltage To Transfer Case Shift Motor - Turn ignition to RUN position. Using scan tool, set active command CW/CCW to OFF. Using DVOM, measure voltage between ground and terminals No. 14 and 15 on transfer case 16-pin harness connector. See Fig. 6 . If voltage is 10 volts or less, go to step 75). If voltage is more than 10 volts, go to next step. Check Circuit 777 (Yellow Wire) For Short To Power - Turn ignition off. Disconnect transfer case 16pin connector transfer case shift relay. Turn ignition to RUN position. Measure voltage between ground and terminal No. 15 on transfer case 16-pin harness connector. See Fig. 6 . If voltage is present, repair Yellow wire for short to voltage. Clear DTCs and retest system. If voltage is not present, go to next step. Check Circuit 778 (Orange Wire) For Short To Power - Ensure ignition is RUN position. Measure voltage between ground and terminal No. 14 on transfer case 16-pin harness connector. See Fig. 6 . If voltage is present, repair Orange wire for short to voltage. Clear DTCs and retest system. If voltage is not present, replace transfer case shift relay. Clear DTCs and retest system. Check Circuits 777 (Yellow Wire) & 778 (Orange Wire) For Open Through Transfer Case Relay Set active command CW/CCW to OFF. Using ohmmeter, measure resistance between ground and terminals No. 14 and 15 on transfer case 16-pin harness connector. See Fig. 6 . If resistance for both circuits is less than 5 ohms, connect 16-pin connector and go to step 46). If resistance is 5 ohms or greater for either circuit, go to step 78). Check Circuit 778 (Orange Wire) For Open - Disconnect transfer case shift relay. See Fig. 1 . Ensure ignition is off. Measure resistance between terminal No. 14 on transfer case 16-pin harness connector and terminal No. 10 on shift relay harness connector. See Fig. 6 and Fig. 13 . If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair open Orange wire. Clear DTCs and retest system. Check Circuit 777 (Yellow Wire) For Open - Measure resistance between terminal No. 15 on transfer

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case 16-pin harness connector and terminal No. 7 on shift relay harness connector. See Fig. 6 and Fig. 13 . If resistance is less than 5 ohms, replace transfer case shift relay. Clear DTCs and retest system. If resistance is 5 ohms or greater, repair open Yellow wire. Clear DTCs and retest system. 78. Check Ground To Transfer Case Shift Relay - Ensure ignition is off. Disconnect transfer case shift relay. See Fig. 1 . Measure resistance between ground and terminal No. 1 (Black wire) on shift relay harness connector. If resistance is 5 ohms or greater, repair open Black wire (circuit 57). Clear DTCs and retest system. If resistance is less than 5 ohms, replace transfer case shift relay. Clear DTCs and retest system. NOTE:

Steps 79) and 80) apply to 1997 only. Step 81) applies to 1998.

79. Check Circuit 676 (Pink/Orange Wire) For Open (1997) - Ensure ignition is off. Disconnect Vehicle Speed Sensor (VSS). Using ohmmeter, measure resistance between ground and terminal No. 2 (Pink/Orange Wire) on VSS harness connector. If resistance is less than 5 ohms, go to next step. If resistance is 5 ohms or greater, repair open Pink/Orange Wire. Clear DTCs and retest system. 80. Check Circuit 679 (Gray/Black Wire) For Open (1997) - Ensure ignition is off. Disconnect GEM 18pin connector. See Fig. 1 . Using ohmmeter, measure resistance of Gray/Black wire between terminal No. 1 on VSS harness connector and terminal No. 9 on GEM harness connector. See Fig. 7 . If resistance is less than 5 ohms, replace VSS. Clear DTCs and retest system. If resistance is 5 ohms or greater, repair open Gray/Black Wire. Clear DTCs and retest system. 81. Check Circuit 679 (Gray/Black Wire) For Open (1998) - Turn ignition off. Disconnect 4-wheel ABS module harness connector. 4WABS module is located on frame rail in engine compartment with brake pressure control valve block and pump motor. Disconnect GEM 18-pin harness connector. See Fig. 1 . Using ohmmeter, measure resistance of Gray/Black wire between terminal No. 10 on 4WABS module harness connector and terminal No. 9 on GEM harness connector. See Fig. 7 . If resistance is less than 5 ohms, see appropriate ANTI-LOCK BRAKE article in the BRAKES section. If resistance is 5 ohms or greater, repair open in Gray/Black wire. Clear DTCs and retest system. TEST C (1997): 4X4 OR 4X4 LOW INDICATOR NOT OPERATING PROPERLY 1. Check Ignition States - Turn ignition off. Connect NGS tester. Monitor Generic Electronic Module (GEM) Parameter Identification (PID) Ignition Switch Status (IGN_GEM) while turning ignition switch through START, RUN, OFF and ACC positions. If vehicle is equipped with manual transmission, depress clutch pedal when turning ignition switch to START position. If values agree, go to next step. If values do not agree, see appropriate STEERING COLUMN SWITCHES article in the ACCESSORIES/SAFETY EQUIPMENT section. 2. Retrieve DTCs - Retrieve and document continuous DTCs. Clear continuous DTCs. Retrieve on-demand DTCs. If DTCs are recorded, go to appropriate step(s). See DTC/TEST STEP table. If no DTCs are retrieved, go to next step. DTC/TEST STEP DTC P1342

Go To Step (1)

P1804, P1806, P1808 & P1810

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1997 Ford Explorer 1997-98 TRANSFER CASES Borg-Warner 44-05 Electronic Controls

(1)

Replace GEM.

3. Verify Inoperative Indicator Light - If 4X4 indicator light is not operating, go to step 7). If 4X4 indicator light is operating properly but 4X4 LOW indicator light is not operating properly, go to step 13). If both indicator lights are not operating properly, go to next step. 4. Verify Overdrive (O/D) Light Operates - Turn ignition to RUN position. If O/D indicator light does not operate, replace instrument cluster. Clear DTCs and retest system. If O/D indicator light operates, go to next step. 5. Check Voltage To Indicator Lights - Turn ignition off. Disconnect instrument cluster 16-pin (White) connector. Turn ignition to RUN position. Using DVOM, measure voltage between ground and terminal No. 5 (Orange/Black wire) on instrument cluster harness connector. See Fig. 14 . If voltage is greater than 10 volts, repair instrument cluster. Clear DTCs and retest system. If voltage is 10 volts or less, go to next step.

Fig. 14: Instrument Cluster 16-Pin Harness Connector Terminals Courtesy of FORD MOTOR CO. 6. Check Circuit 484 (Orange/Black Wire) For Open & Short To Ground - Turn ignition off. Disconnect headlight switch connector. Using ohmmeter, measure resistance of Orange/Black wire between terminal No. 5 on instrument cluster 16-pin harness connector and terminal No. 8 on headlight switch harness connector. See Fig. 15 . Resistance should be less than 5 ohms. Measure resistance between ground and terminal No. 5 on instrument cluster 16-pin harness connector. Resistance should be greater than 10 k/ohms. If resistances measured are within specification, go to INSTRUMENT PANELS article in the ACCESSORIES/SAFETY EQUIPMENT section. If resistances measured are not within specification, repair Orange/Black wire. Clear DTCs and retest system.

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1997 Ford Explorer 1997-98 TRANSFER CASES Borg-Warner 44-05 Electronic Controls

Fig. 15: Identifying Headlight Switch Harness Connector Terminals Courtesy of FORD MOTOR CO. 7. Check 4X4 Indicator Light - Turn ignition to RUN position. Using scan tool, monitor GEM PID 4WDHIGH. Toggle active command HIGH LAMP to ON, then OFF. If 4X4 indicator light toggles on and off, indicator light is operating correctly. Go to TEST A . If scan tool displays ON-B-, go to step 11). If scan tool displays OFFO-G, go to next step. 8. Check GEM - Turn ignition off. Disconnect GEM 22-pin connector. See Fig. 1 . Connect jumper wire between ground and terminal No. 14 (Gray wire) on GEM connector. See Fig. 2 . Turn ignition to RUN position. If 4X4 indicator light illuminates, replace GEM. Clear DTCs and retest system. If indicator light does not illuminate, go to next step. 9. Check 4X4 Indicator Light - Remove and inspect 4X4 indicator light bulb. Replace as needed. Clear DTCs and retest system. If bulb is okay, go to next step. 10. Check Circuit 783 (Gray Wire) For Open - Ensure ignition is off. Disconnect instrument cluster 16-pin (White) connector. Measure resistance of Gray wire between terminal No. 14 on GEM 22-pin harness connector and terminal No. 3 on instrument cluster harness connector. If resistance is 5 ohms or greater, repair open Gray wire. Clear DTCs and retest system. If resistance is less than 5 ohms, replace instrument cluster. Clear DTCs and retest system. Helpmelearn February-12-08 8:50:06 PM

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11. Check Instrument Cluster For Short To Power - Turn ignition off. Disconnect instrument cluster 16pin (White) connector. Turn ignition switch to RUN position. Using scan tool, monitor PID 4WDHIGH. Toggle active command HIGH LAMP to ON, then OFF. If scan tool displays ON-B-, go to next step. If scan tool does not displays ON-B-, repair instrument cluster. Clear DTCs and retest system. 12. Check Circuit 783 (Gray Wire) For Short To Power - Turn ignition off. Disconnect GEM 22-pin connector. See Fig. 1 . Turn ignition switch to RUN position. Using DVOM, measure voltage between ground and terminal No. 14 on GEM harness connector. See Fig. 2 . If voltage is present, repair Gray wire for short to voltage. If voltage is not present, replace GEM. Clear DTCs and retest system. 13. Check 4X4 LOW Indicator Light - Turn ignition to RUN position. Using scan tool, monitor GEM PID 4WDLOW. Toggle active command LOW LAMP to ON, then OFF. If 4X4 LOW indicator light toggles on and off, indicator light is operating correctly. Go to TEST A . If scan tool displays ON-B-, go to step 17). If scan tool displays OFFO-G, go to next step. 14. Check GEM - Turn ignition off. Disconnect GEM 22-pin connector. See Fig. 1 . Connect jumper wire between ground and terminal No. 10 (Light Blue/Black wire) on GEM connector. See Fig. 2 . Turn ignition to RUN position. If 4X4 LOW indicator light illuminates, replace GEM. Clear DTCs and retest system. If indicator light does not illuminate, go to next step. 15. Check 4X4 LOW Indicator Light - Remove and inspect 4X4 LOW indicator light bulb. Replace as needed. Clear DTCs and retest system. If bulb is okay, go to next step. 16. Check Circuit 784 (Light Blue/Black Wire) For Open - Ensure ignition is off. Disconnect instrument cluster 16-pin (White) connector. Measure resistance of Gray wire between terminal No. 10 on GEM 22pin harness connector and terminal No. 2 on instrument cluster harness connector. If resistance is 5 ohms or greater, repair open Light Blue/Black wire. Clear DTCs and retest system. If resistance is less than 5 ohms, replace instrument cluster. Clear DTCs and retest system. 17. Check Instrument Cluster For Short To Power - Turn ignition off. Disconnect instrument cluster 16pin (White) connector. Turn ignition switch to RUN position. Using scan tool, monitor PID 4WDLOW. Toggle active command LOW LAMP to ON, then OFF. If scan tool displays ON-B-, go to next step. If scan tool does not displays ON-B-, replace instrument cluster. Clear DTCs and retest system. 18. Check Circuit 784 (Light Blue/Black Wire) For Short To Power - Turn ignition off. Disconnect GEM 22-pin connector. See Fig. 1 . Turn ignition switch to RUN position. Using DVOM, measure voltage between ground and terminal No. 10 on GEM harness connector. See Fig. 2 . If voltage is present, repair Light Blue/Black wire for short to voltage. If voltage is not present, replace GEM. Clear DTCs and retest system. TEST C (1998): 4X4 HIGH &/OR 4X4 LOW INDICATOR NOT OPERATING PROPERLY 1. Check Ignition States - Turn ignition off. Connect NGS tester. Monitor Generic Electronic Module (GEM) Parameter Identification (PID) Ignition Switch Status (IGN_GEM) while turning ignition switch through START, RUN, OFF and ACC positions. If vehicle is equipped with manual transmission, depress clutch pedal when turning ignition switch to START position. If values agree, go to next step. If values do not agree, see appropriate STEERING COLUMN SWITCHES article in the ACCESSORIES/SAFETY EQUIPMENT section. 2. Retrieve DTCs - Retrieve and document continuous DTCs. Clear continuous DTCs. Retrieve on-demand DTCs. If DTCs are recorded, go to appropriate step(s). See DTC/TEST STEP table. If no DTCs are retrieved, go to next step. Helpmelearn February-12-08 8:50:06 PM

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1997 Ford Explorer 1997-98 TRANSFER CASES Borg-Warner 44-05 Electronic Controls

DTC/TEST STEP DTC P1342

Go To Step (1)

P1804, P1806, P1808 & P1810 (1) Replace GEM.

3. Verify Inoperative Indicator Light - If 4X4 HIGH indicator light is not operating, go to step 4). If 4X4 HIGH indicator light is operating properly but 4X4 LOW indicator light is not operating properly, go to step 9). If both indicator lights are not operating properly, go to INSTRUMENT PANELS article in the ACCESSORIES/SAFETY EQUIPMENT section. 4. Check 4X4 HIGH Indicator Light - Turn ignition switch to RUN position. Using scan tool, monitor PID 4WDHIGH. Toggle active command HIGH LAMP to ON, then OFF. If 4X4 HIGH indicator light toggles on and off, indicator light is operating correctly. Go to TEST A . If scan tool displays ON-B-, go to step 7). If scan tool displays OFFO-G, go to next step. 5. Check GEM - Turn ignition off. Disconnect GEM 22-pin connector. See Fig. 1 . Connect jumper wire between ground and terminal No. 14 (Gray wire) on GEM connector. See Fig. 2 . Turn ignition switch to RUN position. If 4X4 HIGH indicator light illuminates, replace GEM. Clear DTCs and retest system. If indicator light does not illuminate, go to next step. 6. Check Circuit 783 (Gray Wire) For Open - Ensure ignition is off. Disconnect instrument cluster 16-pin (White) connector. Measure resistance of Gray wire between terminal No. 14 on GEM 22-pin harness connector and terminal No. 3 on instrument cluster harness connector. If resistance is 5 ohms or greater, repair open Gray wire. Clear DTCs and retest system. If resistance is less than 5 ohms, replace instrument cluster. Clear DTCs and retest system. 7. Check Instrument Cluster For Short To Power - Turn ignition off. Disconnect instrument cluster 16pin (White) connector. Turn ignition switch to RUN position. Using scan tool, monitor PID 4WDHIGH. Toggle active command HIGH LAMP to ON, then OFF. If scan tool displays ON-B-, go to next step. If scan tool does not displays ON-B-, replace instrument cluster printed circuit. Clear DTCs and retest system. 8. Check Circuit 783 (Gray Wire) For Short To Power - Turn ignition off. Disconnect GEM 22-pin connector. See Fig. 1 . Turn ignition switch to RUN position. Using DVOM, measure voltage between ground and terminal No. 14 on GEM harness connector. See Fig. 2 . If voltage is present, repair Gray wire for short to voltage. If voltage is not present, replace GEM. Clear DTCs and retest system. 9. Check 4X4 LOW Indicator Light - Turn ignition to RUN position. Using scan tool, monitor GEM PID 4WDLOW. Toggle active command LOW LAMP to ON, then OFF. If 4X4 LOW indicator light toggles on and off, indicator light is operating correctly. Go to TEST A . If scan tool displays ON-B-, go to step 12). If scan tool displays OFFO-G, go to next step. 10. Check GEM - Turn ignition off. Disconnect GEM 22-pin connector. See Fig. 1 . Connect jumper wire between ground and terminal No. 10 (Light Blue/Black wire) on GEM connector. See Fig. 2 . Turn ignition to RUN position. If 4X4 LOW indicator light illuminates, replace GEM. Clear DTCs and retest system. If indicator light does not illuminate, go to next step. 11. Check Circuit 784 (Light Blue/Black Wire) For Open - Ensure ignition is off. Disconnect instrument cluster 16-pin (White) connector. Measure resistance of Gray wire between terminal No. 10 on GEM 22pin harness connector and terminal No. 2 on instrument cluster harness connector. If resistance is 5 ohms or greater, repair open Light Blue/Black wire. Clear DTCs and retest system. If resistance is less than 5 Helpmelearn February-12-08 8:50:06 PM

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ohms, replace instrument cluster. Clear DTCs and retest system. 12. Check Instrument Cluster For Short To Power - Turn ignition off. Disconnect instrument cluster 16pin (White) connector. Turn ignition switch to RUN position. Using scan tool, monitor PID 4WDLOW. Toggle active command LOW LAMP to ON, then OFF. If scan tool displays ON-B-, go to next step. If scan tool does not displays ON-B-, replace instrument cluster printed circuit. Clear DTCs and retest system. 13. Check Circuit 784 (Light Blue/Black Wire) For Short To Power - Turn ignition off. Disconnect GEM 22-pin connector. See Fig. 1 . Turn ignition switch to RUN position. Using DVOM, measure voltage between ground and terminal No. 10 on GEM harness connector. See Fig. 2 . If voltage is present, repair Light Blue/Black wire for short to voltage. If voltage is not present, replace GEM. Clear DTCs and retest system. TEST D: NO COMMUNICATION WITH GEM 1. Check Power Distribution Box Maxi-Fuse No. 1 (50-Amp) - Inspect fuse No. 1 (50-amp). Replace as needed. Clear DTCs and retest system. If fuse blows again, inspect and repair circuit for short to ground. If fuse is okay, go to next step. 2. Check Junction Panel Fuse No. 25 (7.5-Amp) - Inspect fuse No. 25 (7.5-amp). Replace as needed. Clear DTCs and retest system. If fuse blows again, inspect and repair circuit for short to ground. If fuse is okay, go to next step. 3. Check Circuit 1052 (Tan/Black Wire) For Voltage - Measure voltage between ground and pin No. 2 on fuse No. 25 socket. See Fig. 16 . If voltage is greater than 10 volts, go to next step. If voltage is 10 volts or less, repair open Tan/Black wire. Clear DTCs and retest system.

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1997 Ford Explorer 1997-98 TRANSFER CASES Borg-Warner 44-05 Electronic Controls

Fig. 16: Measure Voltage On Fuse No. 25 Courtesy of FORD MOTOR CO. 4. Check Voltage To GEM Circuit 1001 (White/Yellow Wire) - Turn ignition off. Disconnect GEM 18pin connector. See Fig. 2 . Measure voltage between ground and terminal No. 11 on GEM harness connector. See Fig. 7 . If voltage is greater than 10 volts, go to next step. If voltage is 10 volts or less, repair open White/Yellow wire. Clear DTCs and retest system. 5. Check Circuit 570 (Black/White Wire) For Open - Disconnect GEM 26-pin connector. Measure resistance between ground and terminals No. 14 and 26 on GEM harness connector. If resistance is 5 ohms or greater, repair open Black/White wire. Clear DTCs and retest system. If resistance is less than 5 ohms, go to next step. 6. Check Circuit 57 (Black Wire) For Open - Measure resistance between ground and terminal No. 18 on GEM 18-pin harness connector. If resistance is less than 5 ohms, see MODULE COMMUNICATIONS NETWORK article in the ACCESSORIES/SAFETY EQUIPMENT section. If resistance is 5 ohms or greater, repair open Black wire. Clear DTCs and retest system. Helpmelearn February-12-08 8:50:06 PM

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1997 Ford Explorer 1997-98 TRANSFER CASES Borg-Warner 44-05 Electronic Controls

WIRING DIAGRAMS

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1997 Ford Explorer 1997-98 TRANSFER CASES Borg-Warner 44-05 Electronic Controls

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1997 Ford Explorer 1997-98 TRANSFER CASES Borg-Warner 44-05 Electronic Controls

Fig. 17: Transfer Case Wiring Diagram (1997)

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1997 Ford Explorer 1997-98 TRANSFER CASES Borg-Warner 44-05 Electronic Controls

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1997 Ford Explorer 1997-98 TRANSFER CASES Borg-Warner 44-05 Electronic Controls

Fig. 18: Transfer Case Wiring Diagram (1998)

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1997 Ford Explorer 1997 TRANSFER CASES Borg-Warner 44-05 Overhaul

1997 TRANSFER CASES Borg-Warner 44-05 Overhaul

DESCRIPTION TRANSFER CASE Models are equipped with Borg-Warner model 44-05 electronically shifted transfer case. Transfer case is chaindriven, part-time 4WD unit controlled using mode switch on instrument panel. System allows vehicle to be shifted from 2WD high range to 4WD high range at any speed. Electronic shift system consists of a rotary dial control, electric shift motor with integral shift position sensor, transfer case shift control module (may also be known as transfer case shift relay). System also uses inputs from vehicle speed sensor, front and rear driveshaft sensors and transmission range sensor (A/T) or clutch switch (M/T). Transfer case is equipped with a magnetic clutch, located inside case next to the 2WD/4WD shift collar.

OPERATION ELECTRONIC SHIFT CONTROL SYSTEM The electronic shift control system is also known as Control-Trac or Automatic 4-Wheel Drive (A4WD). When in A4WD, system uses front and rear driveshaft speed sensors to compare front and rear driveshaft speeds. When driveshaft speeds differ by a predetermined amount, Generic Electronic Module (GEM) activates electromagnetic clutch to lock transfer case and equalize driveshaft speed. Shifting between ranges is accomplished by GEM interpreting signals from 4WD mode selector, vehicle speed sensor, front and rear driveshaft hall effect speed sensors, and transfer case contact plates. Based on these signals, power is directed through relays to operate shift motor. Actual shifting is carried out by electric motor mounted on the transfer case. See Fig. 1 . Electric motor turns linkage which moves shift fork, causing drive sprocket to lock on front output shaft. GEM also has self-diagnostic capabilities.

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1997 Ford Explorer 1997 TRANSFER CASES Borg-Warner 44-05 Overhaul

Fig. 1: Identifying Model 44-05 Transfer Case Courtesy of FORD MOTOR CO.

LUBRICATION RECOMMENDED FLUID Motorcraft MERCON XT-2-DDX or XT-2-QDX or equivalent should be used in Borg-Warner 44-05 transfer case.

ON-VEHICLE SERVICE TRANSFER CASE OIL SEAL Removal

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1997 Ford Explorer 1997 TRANSFER CASES Borg-Warner 44-05 Overhaul

Raise vehicle. Remove driveshaft. Remove and discard output shaft yoke nut. Remove output shaft yoke waster and rear output flange. Remove spacer. Use slide hammer and proper seal remover to remove rear yoke-toflange oil seal. Installation

Ensure housing face and bore are free from nicks and burrs. Coat oil seal with multipurpose grease or ATF. To install, reverse removal procedure. MODE SHIFT SWITCH Removal & Installation

Remove radio assembly. Disconnect antenna lead and electrical harness from rear of radio. Remove 2 screws from control trim panel. Remove trim panel. Disconnect cigarette lighter leads. Disconnect mode switch connector. Remove 2 mode switch screws and remove switch. To install, reverse removal procedure. TRANSFER CASE ELECTRIC SHIFT MOTOR Removal

Raise and support vehicle on hoist. Disconnect shift motor harness connector. Remove 2 bolts retaining harness to shift motor. Remove Brown wire from harness-to-shift motor. Remove rear shift motor mounting bolt (bracket-to-transfer case). Note position of triangular shaft extending from rear of case, then remove front mounting bolt and remove shift motor. Installation

To install, reverse removal procedure. Apply thin coat of Black Non-Acid Cure Silicone Rubber (E7TZ-19562A) to shift motor housing base during installation.

REMOVAL & INSTALLATION TRANSFER CASE Removal

1. Raise vehicle on hoist. Remove skid plate and damper. Remove drain plug and drain transfer case lubricant. Disconnect shift motor harness connector. Disconnect heated oxygen sensor connector. Reference-mark case yoke and flange, then remove 6 bolts retaining front driveshaft to cupped CV flange. 2. Rest driveshaft on No. 2 crossmember. Remove rear driveshaft. Position high-lift jack under transfer case and strap transfer case to jack. Remove 5 transfer case-to-extension housing bolts. Slide transfer case rearward off transmission, and lower case from vehicle. Remove gasket from between transfer case and extension housing. Installation Helpmelearn February-12-08 8:51:12 PM

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1997 Ford Explorer 1997 TRANSFER CASES Borg-Warner 44-05 Overhaul

To install, reverse removal procedure. Install new transfer case-to-extension housing gasket. Install new yoke nut. Refill transfer case.

OVERHAUL TRANSFER CASE DISASSEMBLY 1. Remove transfer case. See REMOVAL & INSTALLATION . Remove rear output flange lock nut, flat washer, rubber seal and yoke. Remove front output flange lock nut, flat washer, rubber seal and yoke. 2. Remove the necessary wires from transfer case harness connector by removing terminal lock from rear of harness connector. Remove shift motor, noting position of triangular shaft in case and slot in motor. 3. Remove speed sensors from case. Remove case-to-cover bolts and pry front case and rear cover apart. Ensure rear cover is facing up. If speedometer drive gear or ball bearing assembly is to be replaced, remove rear output shaft oil seal. Remove internal snap ring and drive bearing assembly from outside case. 4. If required, remove front output shaft caged needle bearing snap ring and drive bearing out of rear cover. Remove 3 nuts and clutch coil assembly, "O" rings and Brown wire from case. CAUTION: When removing clutch pack assembly, do not separate clutch pack assembly. 5. Remove output shaft bearing, coil housing, steel balls, apply cam and wave spring from output shaft. See Fig. 2 . Remove snap ring and clutch assembly. Remove front output shaft tone wheel. Remove chain with sprockets together. Remove thrust washer from output shaft.

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1997 Ford Explorer 1997 TRANSFER CASES Borg-Warner 44-05 Overhaul

Fig. 2: Exploded View Of Coil Housing & Cam Assembly Courtesy of FORD MOTOR CO. 6. Remove oil pan magnet. Remove output shaft with oil pump. If removal of oil pump from output shaft is required, do not use excessive force. Pull out shift rail. Remove helical cam assembly from case. If required, remove helical cam, torsion spring and sleeve from helical cam shaft from front case. 7. Remove high-low shift fork and collar as an assembly. Expand the tangs of large snap ring. Push case down and slide main drive gear bearing retainer off bearing. Remove oil seal from case by prying curved lip of oil seal. Use caution not to damage case. 8. Remove internal snap ring from planetary carrier and separate front planet from input shaft. Remove external snap ring from input shaft. See Fig. 3 . Using a bearing splitter and press, remove thrust washer, thrust plate and sun gear off input shaft

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1997 Ford Explorer 1997 TRANSFER CASES Borg-Warner 44-05 Overhaul

Fig. 3: Exploded View Of Input Shaft Components Courtesy of FORD MOTOR CO. NOTE:

Under normal use, input shaft needle bearing and bushing should not require replacement. If replacement is required, replace bushing and bearing as a set.

9. Replace needle bearing and bushing (if necessary) using a press and appropriate arbor. Press bearing and bushing together from input shaft. To install bearing and bushing, reverse removal procedure. 10. Remove front yoke flange seal. If necessary, remove internal snap ring retaining front output shaft ball bearing. Remove bearing using bearing splitter and drift. TRANSFER CASE REASSEMBLY 1. Before assembly, lubricate all parts with MERCON ATF. Drive in output bore bearing and install snap ring retainer. Install front output yoke oil seal. 2. Assemble sun gear, thrust washer and thrust plate and press onto input shaft. See Fig. 3 . Press bearing onto input shaft and install external snap ring. 3. Install front planet to sun gear and input shaft. Install internal snap ring to planetary carrier. Place large tanged snap ring in case and expand snap ring and install planetary carrier. See Fig. 4 . Check installation by tapping on input shaft with wooden block to ensure snap ring is properly engaged. Helpmelearn February-12-08 8:51:12 PM

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1997 Ford Explorer 1997 TRANSFER CASES Borg-Warner 44-05 Overhaul

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1997 Ford Explorer 1997 TRANSFER CASES Borg-Warner 44-05 Overhaul

Fig. 4: Exploded View Of 44-05 Transfer Case Courtesy of FORD MOTOR CO. 4. Install nylon wear pads onto shift fork. Ensure aligning pins on pads are installed in corresponding holes in shift fork. Install high-low shift fork and shift collar on shift shaft together into front planet. 5. Inspect oil pump outside surfaces and bore for discoloration. Replace assembly if discolored. Install oil pump on rear output shaft with retaining arm of pump towards rear of case. Ensure pump turns freely. Prime pump through oil filter pick-up tube while turning output shaft. Output shaft must turn freely within oil pump. If binding occurs, re-align pump until it fully seats and rotates freely. 6. Install output shaft and oil pump assembly on input shaft. Ensure splines of output shaft engage splines of high-low shift collar, and oil pump retainer and oil filter leg are in groove and notch of front case. NOTE:

Driven sprocket must be installed with REAR mark facing toward rear cover.

7. Install oil pan magnet in slot in front case. Install front output shaft into front case. Install thrust washer. Install chain, drive and driven sprocket as an assembly. 8. Install tone wheel onto front output shaft. Ensure splines on tone wheel and output shaft properly engage. Install clutch pack assembly on rear output shaft. Ensure clutch splines properly engage. 9. Install snap ring on output shaft in groove just above clutch pack. If snap ring will not install, thrust washer inside clutch pack may not be properly installed. 10. Install wave spring insulator washer and armature. Install apply cam onto rear output shaft. See Fig. 2 . Install 3 balls and coil housing. Install thrust bearing onto output shaft. 11. If removed, drive front output shaft ball bearing into rear cover bore with appropriate bearing driver. If removed, install rear output shaft bearing into rear case bore. Ensure bearing is not crooked and install internal snap ring in case bore. 12. Install electromagnetic clutch coil in rear case. Ensure wire is not pinched. Install coil washers and nuts. Tighten to 72-96 INCH lbs.(8-11 N.m.). 13. Slide spring spacer and spring onto camshaft. Position first spring tang to left side of drive tang. Wind second spring tang back to right side of drive tang. Slide spring and spacer in as far as possible. Install helical cam onto camshaft with cam tang in between spring tangs. See Fig. 5 .

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997 TRANSFER CASES Borg-Warner 44-05 Overhaul

Fig. 5: Installing Torsion Springs Courtesy of FORD MOTOR CO. 14. Install pin on tang end of camshaft assembly in alignment hole in front case. Camshaft assembly tangs should point toward top of case and lightly touch high-low shift fork assembly. Install shift rail through high-low shift fork. Ensure shift rail is seated in case bore. 15. Install speed sensors. Upper speed sensor has a longer lead. Install vibration damper (if equipped). Tighten to specification. See TORQUE SPECIFICATIONS . 16. Install upper tone wheel, speedometer gear and rear output seal. Coat transfer case mating surface with non-acid cure silicone rubber sealant. NOTE:

If rear cover assembly does not seat properly, move rear cover up and down slightly to permit end of shift rail to enter shift rail hole in rear cover boss, or tap rear output shaft with a sharp blow using a rubber mallet in a direction away from front output shaft while pushing down on rear cover.

17. Place transfer case shift shaft into 4H detent position. Align output shaft with bore. Align helical camshaft assembly with shift motor bore. Install rear case half and bolts. Tighten bolts to specification. See TORQUE SPECIFICATIONS . 18. Install shift shaft seal using appropriate seal installer. Rotate shift motor counterclockwise until shift motor is aligned with mounting holes. Align triangular shaft to align with mating groove on motor. Loosen shift motor support bracket. 19. Apply non-acid cure silicone rubber sealant to shift motor mating surface. Install shift motor and retaining bolts and tighten support bracket bolts to specification. See TORQUE SPECIFICATIONS . 20. Reinstall wires into proper terminal cavities in transfer case harness connector. Route wiring harness close to motor to avoid damage to harness. Helpmelearn February-12-08 8:51:12 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997 TRANSFER CASES Borg-Warner 44-05 Overhaul

21. Install flange on front and rear output shaft. Install rubber seal, yoke washer and nut. Tighten to specification. See TORQUE SPECIFICATIONS . Refill transfer case with 2.5 qts. (1.5L) of MERCON XT-2-DDX or QDX or equivalent (just below fill plug). Install transfer case. See REMOVAL & INSTALLATION .

TORQUE SPECIFICATIONS TORQUE SPECIFICATIONS Application Breather Vent Case-To-Cover Bolts Damper Bolts Drain & Fill Plug Front Drive Shaft Yoke Bolts Main Drive Gear Bearing Retainer To Front Case Bolts Rear Drive Shaft Yoke Nut Shift Lever Nut Transfer Case-To-Transmission Motor Bolt & Clutch Coil Nuts Motor Bracket Nuts Speedometer Screw

Ft. Lbs. (N.m) 6-14 (8-19) 19-23 (26-31) 16-20 (22-28) 7-17 (10-23) 22 (30) 23-30 (31-41) 250-275 (83-118) 19-26 (26-35) 25-35 (34-47) INCH Lbs. (N.m) 72-97 (8.1-11) 27-35 (3-4) 20-25 (2.3-2.8)

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1997 Ford Explorer 1997 TRANSFER CASES Borg-Warner 44-72 (AWD) Overhaul

1997 TRANSFER CASES Borg-Warner 44-72 (AWD) Overhaul

IDENTIFICATION NOTE:

The Borg-Warner 44-72 transfer case may also be known as AWD transfer case.

An aluminum identification tag is attached under a self-tapping case bolt at bottom of transfer case. This tag provides part number, serial number and build date.

DESCRIPTION The Borg-Warner Model 44-72 transfer case is a full-time, chain-driven All-Wheel Drive (AWD) unit. The unit has either a 2 or 3-piece aluminum case with no external controls. Torque distribution is controlled by a viscous clutch which has alternating plates connected to front and rear output shafts. Torque is divided at a ratio of 1:3 to the front and 2:3 to the rear.

LUBRICATION RECOMMENDED FLUID Motorcraft MERCON XT-2-DDX or XT-2-QDX or equivalent should be used in Borg-Warner 44-72 transfer case.

ON-VEHICLE SERVICE FRONT & REAR OUTPUT SHAFT OIL SEALS NOTE:

Front output shaft oil seal requires transfer case disassembly.

Removal

Raise vehicle, and disconnect front and/or rear drive shaft. Remove rear output shaft flange nut and steel flat washer. On all models, remove rubber sealing washer and front output flange. Pry out output shaft oil seals using screwdriver. DO NOT damage seal bore. Installation

1. Lubricate seals with ATF. Install front oil seal. Install rear oil seal by aligning water drain hole in output shaft oil seal with drain groove in extension housing. 2. Install front or rear output shaft flange and rubber sealing washer. Install steel flat washer and flange nut. Tighten nut to specification. See TORQUE SPECIFICATIONS . Reconnect drive shafts, and check fluid level. Helpmelearn February-12-08 8:51:59 8:51:56 PM

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1997 Ford Explorer 1997 TRANSFER CASES Borg-Warner 44-72 (AWD) Overhaul

REMOVAL & INSTALLATION TRANSFER CASE Removal & Installation

1. Raise vehicle, and drain transfer case. Remove skid plate and heat shield. Remove front and rear drive shafts. Disconnect breather hose and electrical connections at transfer case. 2. Support transfer case with suitable jack. Remove transfer case support brace and adapter-to-transfer case bolts. Remove transfer case mount nuts and washers. 3. To install, reverse removal procedures. Ensure mating surfaces are clean, and install new gasket. Tighten bolts and nuts to specification. See TORQUE SPECIFICATIONS .

OVERHAUL TRANSFER CASE Disassembly

1. Remove drain plug and drain fluid. Place matching marks on rear flange and output shaft. Remove rear output flange nut. Remove steel flat washer, rubber sealing washer and output flange from rear output shaft. 2. Remove case bolts and separate case halves. Remove rear output shaft and ring gear from rear case half. Remove output shaft bearing and speedometer tone wheel. Remove output shaft seal and bearing. 3. Remove ring gear from output shaft. Place front case half on bench. Remove planetary gear thrust washer. See Fig. 1 . Remove planetary assembly. Remove sun gear thrust washer. NOTE:

Do not remove viscous clutch bushing or pinion bearing. Replace viscous clutch assembly.

4. Remove viscous clutch with driven sprocket and drive chain. Press sun gear shaft bearing off sun gear shaft. Remove input shaft. Remove chain snubbers. Remove front output shaft retaining ring. Remove front output shaft with soft-faced hammer. Remove front output shaft bearing with slide hammer. Pry out shaft seal. Reassembly

1. Install seal in front case half. Press in front output shaft bearing. Install front output shaft using soft-faced hammer. Install retaining ring. See Fig. 1 . Install chain snubbers. 2. Install input shaft. Press in sun gear shaft bearing. Place viscous clutch with driven sprocket and drive chain in transfer case. Install sun gear thrust washer. Install planetary assembly. 3. Install planetary thrust washer. Attach ring gear to rear output shaft. With rear half of case facing upward, install retaining ring. Install rear output shaft and ring gear in retaining ring. Install speedometer tone wheel and output shaft bearing. Helpmelearn February-12-08 8:51:56 PM

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ÂŠ 2005 Mitchell Repair Information Company, LLC.

1997 Ford Explorer 1997 TRANSFER CASES Borg-Warner 44-72 (AWD) Overhaul

4. Install rear output shaft bearing and seal. Install rear output shaft seal. Place bead of Black silicone (acid cure) on front case mounting surface. Assembly case halves. Tighten bolts to specification. See TORQUE SPECIFICATIONS . 5. Install rear output flange nut. Install steel flat washer, rubber sealing washer and output flange from rear output shaft. Fill transfer case to top of fill hole with fluid. See LUBRICATION .

Fig. 1: Exploded View Of Borg-Warner 44-72 Transfer Case (GM Application Shown, Ford Application Similar) Courtesy of FORD MOTOR CO.

TORQUE SPECIFICATIONS TORQUE SPECIFICATIONS (FORD MODELS) Application Case Bolts Case-To-Transmission Bolt Drain & Fill Plug Drive Shaft Bolt Mounting Strut Bolt

Ft. Lbs. (N.m) 19-23 (26-31) 25-35 (34-48) 7-17 (10-23) 61-87 (83-118) 74-95 (100-130)

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1997 Ford Explorer 1997 TRANSFER CASES Borg-Warner 44-72 (AWD) Overhaul

Rear Output Flange Nut Skid Plate Bolt

249-274 (338-372) 16-21 (21-29)

TORQUE SPECIFICATIONS (GM MODELS) Application Adapter-To-Transfer Case Half Bolts Adapter-To-Transmission Bolts Drain & Fill Plugs Extension Housing Bolts Front Cover Bolts Front Output Shaft Flange Nut Speed Sensor Bolt Support Brace-To-Transfer Case Bolts Transfer Case Mount Nuts

Ft. Lbs. (N.m) 30 (42) 38 (52) 18 (24) 30 (42) 30 (42) 80 (108) 12 (16) 74 (100) 26 (35)

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1997 Ford Explorer TRANSMISSION OIL PAN GASKET ID - A/T 1996-97 AUTOMATIC TRANSMISSION SERVICING Ford Motor Co. Transmission Oil Pan Gasket ID - A/T

TRANSMISSION OIL PAN GASKET ID - A/T 1996-97 AUTOMATIC TRANSMISSION SERVICING Ford Motor Co. Transmission Oil Pan Gasket ID - A/T

IDENTIFYING OIL PAN GASKET AX4S

Fig. 1: Identifying Oil Pan Gasket (AX4S) AX4N

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1997 Ford Explorer TRANSMISSION OIL PAN GASKET ID - A/T 1996-97 AUTOMATIC TRANSMISSION SERVICING Ford Motor Co. Transmission Oil Pan Gasket ID - A/T

Fig. 2: Identifying Oil Pan Gasket (AX4N) CD4E

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1997 Ford Explorer TRANSMISSION OIL PAN GASKET ID - A/T 1996-97 AUTOMATIC TRANSMISSION SERVICING Ford Motor Co. Transmission Oil Pan Gasket ID - A/T

Fig. 3: Identifying Oil Pan Gasket (CD4E) C6

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1997 Ford Explorer TRANSMISSION OIL PAN GASKET ID - A/T 1996-97 AUTOMATIC TRANSMISSION SERVICING Ford Motor Co. Transmission Oil Pan Gasket ID - A/T

Fig. 4: Identifying Oil Pan Gasket (C6) E4OD

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1997 Ford Explorer TRANSMISSION OIL PAN GASKET ID - A/T 1996-97 AUTOMATIC TRANSMISSION SERVICING Ford Motor Co. Transmission Oil Pan Gasket ID - A/T

Fig. 5: Identifying Oil Pan Gasket (E4OD) IF4E & 4FEAT

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1997 Ford Explorer TRANSMISSION OIL PAN GASKET ID - A/T 1996-97 AUTOMATIC TRANSMISSION SERVICING Ford Motor Co. Transmission Oil Pan Gasket ID - A/T

Fig. 6: Identifying Oil Pan Gasket (IF4E & 4EAT) 4F20E

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1997 Ford Explorer TRANSMISSION OIL PAN GASKET ID - A/T 1996-97 AUTOMATIC TRANSMISSION SERVICING Ford Motor Co. Transmission Oil Pan Gasket ID - A/T

Fig. 7: Identifying Oil Pan Gasket (4F20E) 4R44E, 4R55R & 5R55E

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1997 Ford Explorer TRANSMISSION OIL PAN GASKET ID - A/T 1996-97 AUTOMATIC TRANSMISSION SERVICING Ford Motor Co. Transmission Oil Pan Gasket ID - A/T

Fig. 8: Identifying Oil Pan Gasket (4R44E, 4R55E & 5R55E) 4R70W

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1997 Ford Explorer TRANSMISSION OIL PAN GASKET ID - A/T 1996-97 AUTOMATIC TRANSMISSION SERVICING Ford Motor Co. Transmission Oil Pan Gasket ID - A/T

Fig. 9: Identifying Oil Pan Gasket (4R70W)

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